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Diesel Injection Pump

SERVICE MANUAL
Common Rail System for ISUZU 4HK1 / 6HK1 Type Engine
OPERATION
February, 2004

00400056E

FORWARD
To meet the high pressurization requirements for the engine to deliver cleaner exhaust gas emissions, lower fuel consumption and reduced noise, advanced electronic control technology is being adopted in the fuel injection system. This manual covers the electronic control model Common Rail system with HP3/HP4 pump for the ISUZU 4HK1/6HK1 type engines which are used to ELF and GM 560 series respectively. Complex theories, special functions and components made by manufacturers other than DENSO are omitted from this manual. This manual will help the reader develop an understanding of the basic construction, operation and system configuration of the DENSO manufactured components and brief diagnostic information.

TABLE OF CONTENTS
1. Product Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1-1. Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1-2. System Components Parts Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-1. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-2. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2-3. Fuel System and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 3. Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 3-1. Description of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 3-2. Description of Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 3-3. Various Types of Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 3-4. Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

1.

Product Application

1-1. Application
Vehicle Name ELF C560 Series Engine Model 4HK1 6HK1 Vehicle model N series GM 560 Exhaust Volume 5.2L 7.8L Reference Direct-Injection Direct-Injection

1-2. System Components Parts Numbers


Parts Name Supply Pump DENSO Parts Number 294000-0260 294050-0021 Injector 095000-5351 095000-5361 095000-5471 Rail 095440-0351 095440-0470 Engine ECU 275800-2801 275800-2812 275800-2822 Car Manufacturer Parts Number 8973288860 9876020491 8976011561 8976028031 8973297031 8973060632 8973230190 8151794773 8973750190 8973750200 4HK1 4HK1 6HK1 6HK1 4HK1 4HK1 6HK1 6HK1 Reference

-1-

2.

Outline
The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines, and aimed for 1. further improved fuel economy; 2. noise reduction; and 3. high power output.

2-1. Outline of System

A. System Characteristics
The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to spray the pressurized fuel into the cylinders. Because the engine ECU controls the injection system (including the injection pressure, injection rate, and injection timing), the injection system is unaffected by the engine speed or load. This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved. a. Injection Pressure Control Enables high-pressure injection even at low engine speeds. Optimizes control to minimize particulate matter and NOx emissions. b. c. Injection Timing Control Enables finely tuned optimized control in accordance with driving conditions. Injection Rate Control Pilot injection control sprays a small amount of fuel before the main injection.

Common Rail System


Injection Pressure Control
Optimization, High Pressurization Common Rail System Injection Pressure Injection Timing

Injection Timing Control


Optimization Common Rail System

Injection Rate Control


Injection Rate Speed Pilot Injection Main injection Crankshaft Angle

Particulate

NOx

Injection Quantity Control


Conventional Pump Speed Cylinder Injection Volume Correction

Conventional Pump Speed

Injection Pressure

QD0734E

d.

EGR (Exhaust Gas Recirculation) Control By recirculating the exhaust gas into the intake side of the engine, the combustion temperature is reduced and NOx is decreased.

-2-

B. Comparison to the Conventional System


In-line, VE Pump High-pressure Pipe Momentary High Pressure Timer Governor System In-line Pump Feed Pump SCV (Suction Control Valve) Nozzle Supply Pump Usually High Pressure Delivery Valve Rail TWV Common Rail System

Injector Fuel Tank VE Pump Injection Quantity Control Injection Timing Control Rising Pressure Distributor Injection Pressure Control Pump (Governor) Pump (Timer) Pump Pump Dependent upon Speed and Injection Quantity Engine ECU, Injector (TWV)*1 Engine ECU, Injector (TWV)*1 Engine ECU, Supply Pump Engine ECU, Rail
QD2341E

Engine ECU, Supply Pump (SCV)*2 *1 TWV: Two Way Valve *2 SCVSuction Control Valve

-3-

2-2. Outline of System A. Composition


The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU. a. 4HK1

Fuel temperature sensor Vehicle speed Accelerator opening Intake air pressure Intake air temperature Coolant temperature Crankshaft position Cylinder recognition sensor Intake airflow rate

Engine ECU

Rail Rail pressure sensor

Pressure limiter

Injector

Fuel temperature sensor

Supply pump

SCV (suction control valve)

Fuel tank
Q000737E

b.

6HK1

Fuel temperature sensor Vehicle speed Accelerator opening Intake air pressure Intake air temperature Coolant temperature Crankshaft position Cylinder recognition sensor Intake airflow rate

Engine ECU

Rail Rail pressure sensor

Pressure limiter Injector

Fuel temperature sensor

Supply pump

SCV (suction control valve)

Fuel tank
Q000523E

-4-

B. Operation
a. Supply pump (HP3/HP4) The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel discharged from the supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply pump effects this control in accordance with the command received from the ECU. b. c. Rail The rail is mounted between the supply pump and the injector, and stores the high pressure fuel. Injector (G2 type) This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance with signals from the ECU. Signals from the ECU determine the length of time and the timing in which current is applied to the injector. This in turn, determines the quantity, rate and timing of the fuel that is injected from the injector. d. Engine ECU The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure, as well as the EGR (exhaust gas recirculation).

2-3. Fuel System and Control System A. Fuel System


This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the rail, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.

B. Control System
In this system, the engine ECU controls the fuel injection system in accordance with the signals received from various sensors. The components of this system can be broadly divided into the following three types: (a.) Sensors; (b.) Engine ECU; and (c.) Actuators. a. b. Sensors Detect the engine and driving conditions, and convert them into electrical signals. Engine ECU Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order to achieve optimal conditions. c. Actuators Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically controlling the actuators. The injection quantity and timing are determined by controlling the length of time and the timing in which the current is applied to the TWV (Two-Way Valve) in the injector. The injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.

Sensor (*1 : DENSO products) Engine Speed Crankshaft Position Sensor NE Cylinder Recognition Cylider Recognition Sensor G Load Engine ECU

Actuator EGR is produced by other manufactures. Injector Injection Quantity Control Injection Timing Control

Accelerator Position Sensor

Supply Pump (SCV) Rail Pressure Sensor (*1) Injection Pressure Control EGR, Engine Warning Light Other Sensors and Switches
Q000524E

-5-

3.

Construction and Operation

3-1. Description of Main Components A. Supply Pump (HP3, HP4)


a. Outline The supply pump consists primarily of the pump body (cam shaft, ring cam, and plungers), SCV (Suction Control Valve), fuel temperature sensor, and feed pump.

HP3

SCV

Fuel Temperature Sensor

Q000525E

HP4 Fuel Temperature Sensor

SCV

Q000526E

The two plungers for HP3 or the three plungers for HP4 are positioned vertically on the outer ring cam for compactness. The engine drives the supply pump at a ratio of 1:1. The supply pump has a built-in feed pump (trochoid type), and draws the fuel from the fuel tank, sending it to the plunger chamber.

-6-

The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to the rail. The quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV is a normally opened type (the intake valve opens during de-energization).

Injector

Rail

Discharge Valve

Intake Valve Plunger Return Spring

Intake Pressure Feed Pressure High Pressure Return Pressure

Return Fuel Overflow SCV Regulating Valve

Filter Camshaft

Feed Pump Fuel Inlet Intake

Fuel Tank

Fuel Filter (with Priming Pump)

QD0704E

-7-

Development: HP3

SCV

Plunger

Pump Body

Feed Pump

Ring Cam

Fuel Temperature Sensor

Regulating Valve

Drive Shaft

Filter

Plunger

Q000527E

-8-

Development: HP4

SCV Plunger

Fuel Temperature Sensor

Filter

Feed Pump Ring Cam Regulating Valve Pump Body

Drive Shaft

Plunger

Q000528E

-9-

b.

Supply Pump Internal Fuel Flow The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.

Supply Pump Interior Regulating Valve Feed Pump Overflow Fuel Tank
Q000283E

SCV (Suction Control Valve) Intake Valve

Pumping Portion (Plunger)

Rail

c.

Construction of Supply Pump (in case of HP3 pump) The eccentric cam is attached to the cam shaft. The eccentric cam is connected to the ring cam.

Cam Shaft

Eccentric Cam

Ring Cam
QD0706E

As the cam shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.

Plunger

Eccentric Cam Ring Cam

Cam Shaft

QD0727E

-10-

The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the cam shaft.

Plunger A Ring Cam

Feed Pump

Plunger B

QD0728E

-11-

d.

Operation of the Supply Pump As shown in the illustration below (in case of HP3 pump), the rotation of the eccentric cam causes the ring cam to push Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite direction to Plunger A. As a result, Plunger B draws in fuel, while Plunger A pumps it to the rail. In the case of the 4-cylinder engine used with the HP3 pump, each plunger pumps fuel in a reciprocal movement during the 360 cam rotation. Conversely, in the case of the 6-cylinder engine used with the HP4 pump, 3 plungers pump fuel in a reciprocal movement for each one rotation of the cam.

Suction Valve Plunger A

Delivery Valve

Eccentric Cam

Ring Cam SCV Plunger B Plunger A: Complete Compression Plunger B: Complete Intake Plunger A: Begin Intake Plunger B: Begin Compression

Plunger A: Begin Compression Plunger B: Begin Intake


< NOTE > There are 3 plungers for the HP4.

Plunger A: Complete Intake Plunger B: Complete Compression


QD0707E

-12-

B. Description of Supply Pump Components


a. Feed Pump The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the two plungers via the fuel filter and the SCV (Suction Control Valve). The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump draws fuel from its suction port and pumps it out through the discharge port. This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors.

Quantity Decrease Outer Rotor to Pump Chamber

Quantity Decrease (Fuel Discharge)

Inner Rotor

Intake Port from Fuel Tank


b.

Discharge Port

Quantity Increase

Quantity Increase (Fuel Intake)


QD0708E

SCV: Suction Control Valve (Normally open type) A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is applied to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger. Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of the supply pump decreases. When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the armature to the left side. The armature moves the cylinder to the left side, changing the opening of the fuel passage and thus regulating the fuel quantity. With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity intake and full quantity discharge) When the SCV is ON, the force of the return spring moves the cylinder to the right, closing the fuel passage (normally opened). By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is discharged by the plungers.

Exterior View of SCV

Cross-section of SCV
Return Spring

SCV

Pump Body Cylinder


Q000270E

(1)

In case of short time ON duty

-13-

Short time ON duty => large valve opening => maximum intake quantity

Feed Pump Plunger

SCV

Cylinder

Large Opening

Cylinder
Q000051E

-14-

(2)

In case of long time ON duty Long time ON duty => small valve opening => minimum intake quantity

Feed Pump Plunger

SCV

Cylinder

Small Opening

Cylinder
Q000052E

-15-

C. Rail
a. Outline Stores pressurized fuel (0 to 160 MPa {0 to 1631.6 kg/cm2}) that has been delivered from the supply pump and distributes the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter are adopted in the rail. The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, the pressure limiter prevents the rail pressure from being abnormally high. This ensures optimum combustion and reduces combustion noise.

For 4HK1

Pressure Sensor

Pressure Limiter
Q000529E

For 6HK1

Pressure Limiter

Pressure Sensor

Q000530E

-16-

b.

Pressure Limiter The pressure limiter opens to release the pressure if an abnormally high pressure is generated. When the rail pressure reaches approximately 200 MPa (2038 kg/cm2), it trips the pressure limiter (the valve opens). When the pressure drops to approximately 50 MPa (509.5 kg/cm2), the pressure limiter returns to its normal state (the valve closes) in order to maintain the proper pressure.

: 4HK1 200 9 MPa (2038 92 kg/cm2) : 6HK1 221 9 MPa (2254 92 kg/cm2) Valve Open

Valve Close

50 MPa (509.5 kg/cm2)

Q000531E

c.

Pressure Sensor The rail pressure sensor (Pc sensor) is attached to the rail in order to detect the fuel pressure. It is a semiconductor type pressure sensor that utilizes the characteristics of silicon, whereby the electrical resistance changes when pressure is applied to it.

4.2 V

VC

VOUT

GND

1.0 V 0 200 MPa (2038 kg/cm2)


Q000532E

< NOTE > It is necessary to reset the ECU default value using the ISUZU diagnosis tool at the time of supply pump service replacement. In addition, the ECU has a function enabling it to learn the performance of the supply pump at the time of ECU service replacement, so ensure sufficient time (several minutes) is available.

-17-

d.

Flow Damper The flow dampers are installed at the outlet of rail to damp a pulsation of fuel pressure inside the rail or to cut off the fuel supply when the fuel leaks in the downstream of flow damper. The fuel is supplied to the injectors through an orifice of the piston. The pressure pulsation occurring in the rail is damped by a resistive force of the return spring (5) and a passing resistance of the orifice (2), wherein the piston (4) acts as a damper. (Refer to the picture B) Also, the leading end of piston (4) closes an fuel supply port to cut off the fuel supply, if the fuel leak occurs in the injection pipe or injectors, and the fuel pressure on the downstream side of flow damper supplied through an orifice (2) + resistive force of return spring (5) do not balance with the fuel pressure applied on the piston (4) surface prior to the orifice (2). (Refer to the picture C) The piston (4) will return when the fuel pressure inside the rail less than 1.0 MPa (10.2 kgf/cm2).

(2) Orifice (3) Slit

(4) Piston (6) Housing (5) Return Spring

(1) From Rail

(7) To Injector

Q000742E

-18-

D. Injector (G2 Type)


a. Outline The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing, rate, and spray condition, in accordance with commands received from the ECU. b. Characteristics A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted. QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 base 16 characters) are engraved on the injector head. The 4HK1/6HK1 engine common rail system optimizes injection volume control using this information. When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the engine ECU using the ISUZU Diagnostic tool. c. Construction

QR Codes

30 base 16 characters

Solenoid Valve Control Chamber

Pressurized Fuel (from Rail)

Command Piston Nozzle Spring Pressure Pin

Nozzle Needle

Q000533E

-19-

d.

QR Codes In order to minimize performance tolerance of injectors at replacing them, QR*1 (Quick Response) codes have been adopted to enhance correction precision. Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points, and thus the injection quantity control precision has improved. The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.

< NOTE > QR code correction points

Injection quantity Q

Pressure Parameter

QR code on the injector connector

Actuating pulse width TQ


Q000670E

Location of QR codes

QR Codes (

9.9mm)

ID Codes (30 alphanumeric figures) Base 16 characters noting fuel injection quantity correction information for market service use.
Q000534E

e.

Repair Procedure Changes Differences in comparison with the conventional method of replacing injectors assembly are as shown below.

< NOTE > When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes (QR codes) in the ECU. (If the ID codes of the installed injector are not registered correctly, engine failure such as rough idling and noise will result.) New (Injector with QR Codes)

30 base 16 characters noting fuel injection quantity correction information displaed for market service use

ID Code
Q000535E

-20-

Replacing the Injector

"No correction resistance, so no electrical recognition capability" Spare Injector

Engine ECU

* Necessary to record the injector ID codes in Engine ECU


QD1536E

Replacing the Engine ECU

"No correction resistance, so no electrical recognition capability" Vehicle-side Injector

Spare Engine ECU

* Necessary to record the injector ID codes in the engine ECU


QD1537E

E. Engine ECU (Electronic Control Unit)


a. Outline This is the command center that controls the fuel injection system and engine operation in general.

Outline Diagram
Sensor Detection Engine ECU Calculation Actuator Actuation

QD2352E

-21-

3-2. Description of Control System Components A. Engine Control System Diagram

Intake Air Temperature Sensor

Mass Airflow Meter

Intake Air Pressure Sensor Inter-Cooler G2 Injector EGR Cooler EGR Valve

VNT Controller VNT Actuator Coolant

Oxidation Catalyst

Q000536E

a.

Fuel Temperature Sensor (THL) The fuel temperature sensor detects the fuel temperature and outputs it to the ECU. The sensor uses a thermistor, which varies resistance according to temperature. As the ECU applies voltage to the thermistor, it uses a voltage resulting from the division of the computer internal resistance and the thermistor resistance to detect the temperature.

VTHL (V) ECU +5V VTHL Output Voltage


2 5 4 3

A-GND

1 0

THL
-40 -20 -40 -4 0 32 20 40 60 80 100 120 (C) 68 104 140 176 212 248 (F)
Q000106E

Fuel Temperature

-22-

b.

Atmospheric Air Pressure Sensor (Built-in ECU) This sensor converts the atmospheric air pressure into an electrical signal to correct full load injection volume.

VPATM

Output Voltage (V)

3.8

107 {1.09} Atmospheric Air Pressure (kPa {kg/cm2})

Q000278E

-23-

3-3. Various Types of Control


This system controls the fuel injection quantity and injection timing more optimally than the mechanical governor or timer used in conventional injection pumps. For system control, the ECU makes the necessary calculations based on signals received from sensors located in the engine and on the vehicle in order to control the timing and duration in which current is applied to the injectors, thus realizing optimal injection timing.

A. Fuel Injection Rate Control Function


The fuel injection rate control function controls the ratio of the quantity of fuel that is injected through the nozzle hole during a specified period.

B. Fuel Injection Quantity Control Function


The fuel injection quantity control function, replaces the conventional governor function, and controls fuel injection to achieve an optimal injection quantity based on the engine speed and the accelerator opening.

C. Fuel Injection Timing Control Function


The fuel injection timing control function, replaces the conventional timer function, and controls the fuel injection to achieve an optimal injection timing according to the engine speed and the injection quantity.

D. Fuel Injection Pressure Control Function (Rail Pressure Control Function)


The fuel injection pressure control function (rail pressure control function) uses a rail pressure sensor to measure fuel pressure, and feeds this data to the ECU to control the pump discharge quantity. Pressure feedback control is implemented to match the optimal quantity (command quantity) set according to the engine speed and the fuel injection quantity.

Input Signal (*1 : DENSO products) Accelerator sensor NE Sensor (Crankshaft Position Sensor) TDC Sensor (Cylinder Recognition Sensor) Rail Pressure Sensor (*1)

Control Output

Fuel Injection Rate Control

Fuel Injection Quantity Control Fuel Control Computer (ECU)

Fuel Injection Timing Control

Fuel Injection Pressure Control Various Sensors (*1) Water Temperature Sensor Fuel Temperature Sensor Atmospheric Air Temperature Sensor etc.

Atmospheric Air Pressure Sensor Diagnosis


Q000537E

-24-

E. Fuel Injection Rate Control


a. b. Main Injection Same as conventional fuel injection. Pilot Injection Pilot injection is the injection of a small amount of fuel prior to the main injection.

Main Injection Pilot Injection

Q000110E

While the adoption of higher pressure fuel injection is associated with an increase in the injection rate, the lag (injection lag) that occurs from the time fuel is injected until combustion starts cannot be reduced below a certain value. As a result, the quantity of fuel injected before ignition increases, resulting in explosive combustion together with ignition, and an increase in the amount of NOx and noise. Therefore, by providing a pilot injection, the initial injection rate is kept to the minimum required level dampening, the explosive first-period combustion and reducing NOx emissions.

TDC

Combustion Process Small Injection Amount Prior to Ignition

High Injection Rate Injection Rate Improvement

Pilot Injection

Large Pre-mixture Combustion (NOx, Noise)

Small Pre-mixture Combustion

Heat Generation Rate

Ignition Delay
Q000111E

-25-

F. Fuel Injection Quantity Control


a. Starting Injection Quantity The injection quantity is determined based on the engine speed (NE) and water temperature while starting.

Starting Injection Quantity

Water Temperature

Engine Speed
Q000127E

b.

Transient Injection Quantity Correction When the changes in the accelerator opening are great during acceleration, the increase in fuel volume is delayed to inhibit the discharge of black smoke.

Injection Quantity Change in Accelerator Opening

Injection Quantity after Correction Delay Time Time


Q000128E

c.

Basic Injection Quantity This quantity is determined in accordance with the engine speed (NE) and the accelerator opening. Increasing the accelerator opening while the engine speed remains constant causes the injection quantity to increase.

Basic Injection Quantity

Accelerator Opening

Engine Speed
Q000129E

-26-

d.

Injection Quantity for Maximum Speed Setting The injection quantity is regulated by a value that is determined in accordance with the engine speed.

Injection Quantity for Maximum Speed Setting

Engine Speed
Q000130E

e.

Maximum Injection Quantity Is determined in accordance with the engine speed and corrected by the coolant temperature signal.

Basic Maximum Injection Quantity

Engine Speed
Q000131E

f.

Amount of Injection Quantity Intake Pressure Correction Limits the maximum injection quantity in accordance with the intake pressure, in order to minimize the discharge of smoke when the intake air pressure is low.

Amount of Intake Air Pressure Correction

Engine Speed

Q000133E

-27-

g.

Amount of Injection Quantity by Atmospheric Air Pressure Correction With using atmospheric air pressure sensor signal, the maximum injection quantity curve is corrected as shown in the figure below.

Amount of Atmospheric Air Pressure Correction

Engine Speed
h. Idle Speed Control System (ISC)

Q000134E

Controls the idle speed by regulating the injection quantity in order to match the target speed, which has been calculated by the computer, with the actual speed. The functions of the ISC can be broadly divided into the following two items: (1) Auto ISC Controls the idle speed in accordance with the water temperature.

Target Speed

Water Temperature
Q000135E

(2)

Manual ISC Controls the idle speed in accordance with the idle speed indicated on the manual idle setting knob provided at the driver's seat.

Target Speed

ISC Knob Terminal Voltage


Q000136E

-28-

(3)

Air Conditioner Idle-up Control When the conditions shown in the chart on the right are realized, bring the idle-up speed to constant rpm.

Conditions

Air Conditioning SW = "ON" Clutch SW = "ON" (Clutch Connection) Neutral SW = "ON" (Neutral)

Q000137E

i.

Auto Cruise Control Controls the actual vehicle speed by regulating the injection quantity in order to match the target speed that has been calculated by the computer with the actual speed. The CRS ECU controls the injection quantity in accordance with signals from the cruise control computer.

-29-

G. Fuel Injection Timing Control


The characteristics of the fuel injection timing vary depending on whether it is the main injection or the pilot injection. Although either the NE sensor or the auxiliary NE sensor is the reference for controlling the injection timing, the NE sensor is ordinarily used for this purpose. a. Main Injection Timing The basic injection timing is calculated in accordance with the final injection quantity, the engine speed, and the water temperature (with map correction). While starting, it is calculated in accordance with the water temperature and the engine speed.

Basic Injection Timing Final Injection Quantity

Engine Speed
Q000138E

b.

Pilot Injection timing (Pilot Interval) The pilot injection timing is controlled by adding the pilot interval to the main injection timing. The pilot interval is calculated in accordance with the final injection quantity, the engine speed, and the water temperature (with map correction). While starting, it is calculated in accordance with the water temperature and the engine speed.

Pilot Interval Final Injection Quantity

Engine Speed
Q000139E

c.

Fuel Injection Pressure A value is calculated as determined in accordance with the final injection quantity and the engine speed. While starting, it is calculated in accordance with the water temperature and the engine speed.

Rail Pressure Final Injection Quantity

Engine Speed
Q000140E

-30-

3-4. Engine ECU A. Diagnosis Codes


a. 4HK1 DTC Code P0643 P0642 P0653 P0652 P0699 P0698 P0118 P0117 P0113 P0112 P0183 P0182 P0113 P0112 P0193 P0192 P2229 P2228 P0238 P0237 P0563 P0562 P0103 P0102 P1597 P1594 P1593 P0406 P0405 P0571 P0567 P0568 P0335 P0340 P0092 Code Description Analog Sensor Reference Voltage Output No.1 Too High Analog Sensor Reference Voltage Output No.1 Too Low Analog Sensor Reference Voltage Output No.2 Too High Analog Sensor Reference Voltage Output No.2 Too Low Analog Sensor Reference Voltage Output No.3 Too High Analog Sensor Reference Voltage Output No.3 Too Low Coolant Temp. Sensor Signal Too High Coolant Temp. Sensor Signal Too Low Intake Air Temp. Sensor Signal Too High Intake Air Temp. Sensor Signal Too Low Fuel Leak Temp. Sensor Signal Too High Fuel Leak Temp. Sensor Signal Too Low ATM Temp. Sensor Signal Too High ATM Temp. Sensor Signal Too Low C/Rail Press. Sensor Signal Too High C/Rail Press. Sensor Signal Too Low Atom Press. Sensor Signal Too High Atom Press. Sensor Signal Too Low Boost Pressure Sensor Signal Too High Boost Pressure Sensor Signal Too Low Ignition1 Voltage Too High Ignition1 Voltage Too Low MAF Sensor Signal Too High MAF Sensor Signal Too Low PTO Accelerator Sensor Signal Too High Idleup Signal Too High Idleup Signal Too Low EGR Position Signal Too High EGR Position Signal Too Low Cruise / Brake Switch Circuit Malfunction Cruise Resume / Accelerator Signal Cruise Set / Coast Signal Malfunction Crank Sensor No Pulse Cam Sensor No Pulse SCV (+) output short to BATT SCV (-) output short to BATT

-31-

DTC Code P0091 SCV (+) output open Load / short to GND SCV (-) output open Load / short to GND SCV coil open P1264 COM1 output short to BATT; TWV1 or 3 (or 5) output short to BATT P1263 COM1 output short to GND; TWV1 or 3 (or 5) output short to GND P2152 COM1 output open load; Both TWV1 or 3 (or 5) output open load P1266 COM2 output short to BATT; TWV2 or 4 (or 6) output short to BATT P1265 COM2 output short to GND; TWV2 or 4 (or 6) output short to GND P2155 COM2 output open load; Both TWV2 or 4 (or 6) output open load P0201 TWV1 output open load Injector#1 coil open P0202 TWV2 output open load Injector#3 coil open P0203 TWV3 output open load Injector#4 coil open P0204 TWV4 output open load Injector#2 coil open P1261 P1261 P0088 P0088 P0382 P0382 P1094 P0087 P1404 P0400 P0500 P0606

Code Description

Capacitor charge-up circuit malfunction (insufficient charge) Capacitor charge-up circuit malfunction (excessive charge) Common rail pressure exceeds upper Common rail pressure exceeds hi upper limit Glow Controller Command Line Short to BATT Glow Controller Command Line Open Load / Short to GND C/Rail Press. Sensor Performance Invalid included fuel leak P/L (pressure limiter) activated EGR Position Error EGR Duty Error Vehicle Speed Sensor Malfunction CPU fault; -Main CPU fault

P0606

CPU fault; -Watchdog IC fault

P0602 P0219 P0512

EEPROM/EERPOM Emulation via Flash EPROM Write Error Engine overrun Starter Switch Short to BATT

-32-

DTC Code P0686 Main relay diagnostics; Main relay stuck closed P0089 P0299 P0234 P2293 P2294 P1093 P2122 P2123 P2127 P2128 P2132 P2133 P1125 P2138 P2140 P2139 U2104 U2106 P0602 P0602

Code Description

Supply pump control valve (suction control valve) stuck Boost Pressure Sensor exceeds lower limit Boost Pressure Sensor exceeds upper limit Supply pump protection Supply pump exchange Supply pump malfunction Accelerator Pedal Position Sensor 1 Low Voltage Accelerator Pedal Position Sensor 1 High Voltage Accelerator Pedal Position Sensor 2 Low Voltage Accelerator Pedal Position Sensor 2 High Voltage Accelerator Pedal Position Sensor 3 Low Voltage Accelerator Pedal Position Sensor 3 High Voltage Pedal Position Sensor Circuit Intermittent Accelerator Pedal Position Sensor 1, 2 Correlation Error Accelerator Pedal Position Sensor 2, 3 Correlation Error Accelerator Pedal Position Sensor 1, 3 Correlation Error CAN Bus Error CAN TCM SOH Diagnostic QR Code Not Programmed QR Code ERROR

-33-

b.

6HK1 DTC Code P0641 P0641 P0651 P0651 P1646 P1646 P0118 P0117 P0113 P0112 P0183 P0182 P0523 P0522 P0463 P0462 P1433 P1432 P0193 P0192 P0190 P0108 P0107 P0238 P0237 P0563 P0562 P2003 P2004 P2005 P2007 P2008 P0704 P0571 P0571 P0567 P0568 P0335 P0385 Code Description Analog Sensor Reference Voltage Output No.1 Too High Analog Sensor Reference Voltage Output No.1 Too Low Analog Sensor Reference Voltage Output No.2 Too High Analog Sensor Reference Voltage Output No.2 Too Low Analog Sensor Reference Voltage Output No.3 Too High Analog Sensor Reference Voltage Output No.3 Too Low Coolant Temp. Sensor Signal Too High Coolant Temp. Sensor Signal Too Low Intake Air Temp. Sensor Signal Too High Intake Air Temp. Sensor Signal Too Low Fuel Leak Temp. Sensor Signal Too High Fuel Leak Temp. Sensor Signal Too Low Oil Press. Sensor Signal Too High Oil Press. Sensor Signal Too Low Fuel Level Sensor1 Signal Too High Fuel Level Sensor1 Signal Too Low Fuel Level Sensor2 Signal Too High Fuel Level Sensor2 Signal Too Low C/Rail Press. Sensor Signal Too High C/Rail Press. Sensor Signal Too Low C/Rail Press. Sensor Signal keeping the middle range Atom Press. Sensor Signal Too High Atom Press. Sensor Signal Too Low Boost Pressure Sensor Signal Too High Boost Pressure Sensor Signal Too Low Ignition1 Voltage Too High Ignition1 Voltage Too Low MAF Sensor Signal Too High MAF Sensor Signal Too Low PTO Accelerator Sensor Signal Too High VNT Current Too High VNT Current Too Low Clutch Pedal Switch Circuit Cruise / Brake Switch Circuit Malfunction Cruise / Brake Switch Circuit Malfunction Cruise Resume / Accelerator Signal Cruise Set / Coast Signal Malfunction Crank Sensor No Pulse Cam Sensor No Pulse

-34-

DTC Code P0092 SCV (+) output short to BATT SCV (-) output short to BATT P0091 SCV (+) output open Load / short to GND SCV (-) output open Load / short to GND SCV coil open P1264 COM1 output short to BATT; TWV1 or 3 (or 5) output short to BATT P1263 COM1 output short to GND; TWV1 or 3 (or 5) output short to GND P2011 COM1 output open load; Both TWV1 or 3 (or 5) output open load P1266 COM2 output short to BATT; TWV2 or 4 (or 6) output short to BATT P1265 COM2 output short to GND; TWV2 or 4 (or 6) output short to GND P2012 COM2 output open load; Both TWV2 or 4 (or 6) output open load P0201 TWV1 output open load Injector#1 coil open P0202 TWV2 output open load Injector#5 coil open P0203 TWV3 output open load Injector#3 coil open P0204 TWV4 output open load Injector#6 coil open P0205 TWV5 output open load Injector#2 coil open P0206 TWV6 output open load Injector#4 coil open P1261 P1261 P1088 P0382 P0382 P0500 P0087 P1087 P2565 P2564 P2900 P2901 P2902

Code Description

Capacitor charge-up circuit malfunction (insufficient charge) Capacitor charge-up circuit malfunction (excessive charge) Common rail pressure exceeds hi upper limit Glow Controller Command Line Short to BATT Glow Controller Command Line Open Load / Short to GND Vehicle Speed Sensor Malfunction C/Rail Press. Sensor Performance Invalid included fuel leak P/L (pressure limiter) activated VNT Position Signal Too high VNT Position Signal Too low VNT Position Stick EGR Brushless motor Position Sensor Signal Invalid EGR Brushless motor Performance Error

-35-

DTC Code P2903 P0606 EGR Valve open/Close Stick CPU fault; -Main CPU fault P0606 CPU fault; -Watchdog IC fault P1621 P0219 P0512 P2920

Code Description

EEPROM/EERPOM Emulation via Flash EPROM Write Error Engine overrun Starter Switch Short to BATT Main relay diagnostics; Main relay stuck closed

P0088 P0234 P0234 P2921 P2922 P2923 P1277 P1278 P1282 P1283 P1287 P1288 P1125 P1271 P1272 P1273 U1300 U1301 U2104 P0461 P0602 P0602

Supply pump control valve (suction control valve) stuck Boost Pressure Sensor exceeds upper limit Boost Pressure Sensor exceeds upper limit (Long time) Supply pump protection Supply pump exchange Supply pump malfunction Accelerator Pedal Position Sensor 1 Low Voltage Accelerator Pedal Position Sensor 1 High Voltage Accelerator Pedal Position Sensor 2 Low Voltage Accelerator Pedal Position Sensor 2 High Voltage Accelerator Pedal Position Sensor 3 Low Voltage Accelerator Pedal Position Sensor 3 High Voltage Pedal Position Sensor Circuit Intermittent Accelerator Pedal Position Sensor 1, 2 Correlation Error Accelerator Pedal Position Sensor 2, 3 Correlation Error Accelerator Pedal Position Sensor 1, 3 Correlation Error Class2 Bus Short to Ground Class2 Bus Short to Battery CAN Bus Error Fuel Level Sensor Circuit Performance QR Code Not Programmed QR Code ERROR

-36-

B. ECU External Wiring Diagram


a. 4HK1 Diagram (1)

START KEY SW ON ACC LOCK MAIN-RELAY M-REL M-REL +B B +B +B C A + BATTERY GLOW-RELAY (GM1-FB) (GM2-FB) (GM3-FB) (GM4-FB) NE+ NENE-SLD SPD GL-CONT SCVLO SCVLO SCVHI SCVHI SCV A STA-SW IG1-SW STAEN-REL A STARTER CUT RELAY

STARTER RELAY

ECU

CRANK POSITION SENSOR

SPEED SENSOR

BATT BK1-SW A BK2-SW CRM-SW CRR-SW CRS-SW TAP DOWN TAP UP PFUEL-VCC PFUEL PFUEL PFUEL-GND PTOEN-SW APS1-VCC PTO SW PTOEN-REL PTOFB-SW PTO ENABLE RELAY OPTION PTODIS-SW SHUTDOWN-SW RSET-SW IDLUP-VCC RRES-SW SSPA-SW SSPB-SW CCDIS-SW (TQLIM-SW) (SP2) IGBC-SW CL-SW (TQCUT-SW) FUEL-SW *1 (SP2-GND) (SP1-VCC) (SP1) (SP1-GND) PACL-VCC PACL PACL-GND IDLUP IDLUP-GND APS1 APS1-GND APS2-VCC APS2 APS2-GND APS3-VCC APS3 APS3-GND G-VB G G-SLD PB-VCC PBOOST PB-GND

AT

METER

CAM ANGLE SENSOR (HALL)

BOOST PRESSURE SENSOR

RAIL PRESSURE SENSOR

APS1

APS2

APS3

IDLE UP VOLUME

PTO ACCEL SENSOR

Q000538E

-37-

b.

4HK1 Diagram (2)

DIAG CLEAR-SW (LOL-SW) REF-SW (POIL-VCC) (POIL) POIL-GND AC-SW THW THF1 (THF2) (THO) THA INTAKE AIR TEMP B MAF MAF-GND (SP3-GND) (SP3) (ATMT-GND) CAN1H AT CONTROLLER CAN1L (CAN1-SLD) AT-TACHO CRSET-L TWV-A MIL TWV-C CRM-L COMMON2 COMMON2 CYL3 ATM PRESSURE GL-L ABS AT TOOL TOOL METER (EXB-L) CLASS2 CLASS2 KWP2000 AT M+ EGR DC BRUSH MOTOR MEGR-VCC EGR POSITION SENSOR EGP-POS EGR-GND P-GND P-GND P-GND P-GND (IDM1) (IDM2) GND GND INT-VCC INT INT-GND CASE-GND EBM1 EBM2 ABS EXB-REL EXHAUST BRAKE RELAY (CHARGE) EXHAUST BRAKE RELAY EXHAUST BRAKE CUT RELAY C TWV-B CYL2 TWV-D EXB-SW A CYL4 (ATMT) (ACGL-SW) (ACG-F) COMMON1 COMMON1 CYL1 MAF COOLANT TEMP FUEL TEMP

ECU
(FQ1) (FQ2) (FQ3) (INCA-BAT) (INCA-GND) METER THWOUT TACHO

TWISTED PAIR

(EBM-W) (EGR-UPOS) (EGR-VPOS) (EGR-WPOS)

Q000539E

-38-

c.

6HK1 Diagram (1)

STARTER SW

STA-SW BATT IG0-SW IG1-SW SCVHI SCVHI SCV

ECU

IGN A

IGN B

SCVLO SCVLO

A GLOW RELAY

NE+ NEGL-REL NE-SLD

CRANK POSITION SENSOR LCT TCM TWISTED PAIR

VSS+ VSSC ENGINE BLOCK POWER MAINTAIN RELAY GLOW PLUG (+B) *1 +B +B M-REL M-REL GL-L FIDL-L IGNITION3 BK1-SW BK2-SW CRM-SW CRR-SW CRS-SW TOP DOWN TOP UP G-VB G G-SLD PBOOST PB-VCC PB-GND PFUEL PFUEL PFUEL-VCC PFUEL-GND APS1-VCC APS1 APS1-GND APS2-VCC APS2 APS2-GND PTO SW (UPFTR SUP) (UPFTR SUP) PTOEN-SW PTOEN-REL APS3-VCC APS3 APS3-GND PACL-VCC B PTO ENABLE RELAY PTODIS-SW PTOFB-SW PACL PACL-GND POIL-VCC POIL POIL-GND VSS-SLD

VEHICLE SPEED SENSOR

CAM ANGLE SENSOR (HALL)

BOOST SENSOR PRESSURE

PRESSURE SENSOR COMMON RAIL

APS1

APS2

APS3

PTO ACCEL SENSOR

ENGINE OIL PRESSURE SENSOR

RSET-SW RRES-SW RRPA-SW RRPB-SW CCDIS-SW IGBC-SW CL-SW FAXLE-SW A

THW THF1 *2 THF2 THD THA

COOLANT TEMP FUEL TEMP#1 FUEL TEMP#2 ENGINE OIL TEMP INTAKE AIR TEMP C

MAF MAF-GND

MAF

*1: In case of connecting to outside wiring, note that this termonal is connected to +B inside ECU. *2: This terminal is unused.

Q000540E

-39-

d.

6HK1 Diagram (2)

REV-SW LOL-SW FIDL-SW AC-SW 4WD-SW LCL-SW WIF-SW AIR 2SPD. AXLE SENSOR ELECTRIC 2SPD. AXLE SW AUTOMATC N-SW COM-GND LFUEL1 LFUEL2 ACGL-SW ACG-F ACG ACG STARTER R/L STAEN-REL CLUTCH SW IGN (CRANK) VB

A/C REQUEST SW AC HI-PRESS SW

FUEL LEVEL#1 FUEL LEVEL#2

ECU
COMMON1 2SAXLE-SW IGN3 TWV-E 2SPD. AXLE MOTER CYL3 TWV-C COMMON2 COMMON2 ATM PRESSURE TWV-F CYL5 TWV-B CYL6 TWV-D ACCL-REL CYL4 COMMON1 TWV-A CYL1 CYL2

MANUAL IGN3

A/C RELAY LOW PRESSURE SW BATT A/C CLUTCH CLUSTER MIL TACHO VSOUT1

EXB-SW EXHT Telltail-TTM B EXHT BRK SOLENOID

TWISTED PAIR CAN1H TCM CAN1L CAN1-SLD CHASSIS BUILDER TECH II VSOUT2 CLASS2 CLASS2 P-GND P-GND P-GND P-GND GND GND DIAGCL-SW CASE-GND EGR-VCC EGR-UPOS EBM-U EGR-VPOS EBM-V EGR-WPOS EBM-W EGR-GND W/ABS NO ABS EXB-REL ABS TCM LCT WTERC

EGR VALVE DRIVE DC BRUSH-LESS MOTOER

C NOTE: AVNT

AVNT

Un lock Run Crank Lock/Accessory

IGN0 IGN1 CRANK IGN3 1 0 0 0 1 1 0 1 1 1 1 0 0 0 0 0

VNTPOS-VCC VNTPOS-SIG VNTPOS-GND AVNT POSITION SENSOR

Q000541E

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C. ECU Connector Diagram


a. 4HK1 ECU Connector Terminal Layout

ECU CONNECTOR PIN ASSIGNMENT : 154PIN


Q000542E

b.

4HK1 Terminal Connections No. A-1 A-2 A-3 A-4 A-5 A-6 A-7 A-8 A-9 Terminal Name CASE-GND P-GND P-GND GND GND N/A APS1-GND APS2-GND APS3-GND CASE GND POWER GND POWER GND ECU SENSOR GND ECU SENSOR GND (Q CONTROL RESISTOR 3) V5RTN1 V5RTN2 V5RTN3 PTO ACCEL GND IDLE UP GND (SP3 GND) (ATM TEMP GND) (SP1-GND) CAN1 SHIELD GND CAN1 HIGH CAN1 LOW ISO14230 J1850 J1850 IGNITION 1 THW PWM OUTPUT POWER GND POWER GND TACHO (Q CONTROL RESISTOR 1) (Q CONTROL RESISTOR 2) Content No. Terminal Name Content ACCEL POSITION 1 SIG ACCEL POSITION 2 SIG ACCEL POSITION 3 SIG PTO ACCEL SIG IDLE UP SIG (SP1) (SP2) (ATM TEMP SIG) SPEED INPUT (ACG-F PULSE INPUT) (GLOW MONITOR2 FEEDBACK) (GLOW MONITOR3 FEEDBACK) A/C CLUTCH REQUEST SW RUISE ENABLE (ON/OFF) SW CRUISE RESUME/ACCEL SW CRUISE SET/COAST SW POWER POWER BATTERY POWER MAINTAIN RELAY POWER MAINTAIN RELAY VBREF1 VBREF2 VBREF3 PTO ACCEL VCC IDLE UP VCC (SP1 VCC)

A-31 APS1 A-32 APS2 A-33 APS3 A-34 PACL A-35 IDLUP A-36 N/A A-37 N/A A-38 N/A A-39 SPD A-40 A-41 N/A A-42 A-43 N/A A-44 N/A A-45 AC-SW A-46 CRM-SW A-47 CRR-SW A-48 CRS-SW A-49 +B A-50 +B A-51 BATT A-52 M-REL A-53 M-REL A-54 APS1-VCC A-55 APS2-VCC A-56 APS3-VCC A-57 A-58 PACL-VCC A-59 IDLUP-VCC A-60 N/A

A-10 PACL-GND A-11 IDLUP-GND A-12 N/A A-13 N/A A-14 A-15 N/A A-16 CAN1-SLD A-17 CAN1H A-18 CAN1L A-19 KWP2000 A-20 CLASS2 A-21 CLASS2 A-22 A-23 IG1-SW A-24 THWOUT A-25 A-26 P-GND A-27 P-GND A-28 TACHO A-29 N/A A-30 N/A

-41-

No.

Terminal Name

Content (ACG-L INPUT) BRAKE 1 SW BRAKE 2 SW CLUTCH SW

No.

Terminal Name

Content GLOW LAMP CHECK ENGINE LAMP CRUISE MAIN LAMP AT-TACHO (SP2 GND) CRUISE SET LAMP (SP2) IGNORE BRAKE/CLUTCH SW (TORQUE LIMIT SW) CAB CONTROL DISABLE SW SET SPEED A SW SET SPEED B SW REMOTE SET SW REMOTE RESUME SW PTO ENGAGE SW PTO DISABLE SW PTO FEEDBACK SW CRANKING REQUEST SW Content (INCA-BAT) BOOST PRESSURE SIG. RAIL PRESSURE SIG. RAIL PRESSURE SIG. (OIL PRESSURE SIG.) MAF SIGNAL INTAKE POSITION SIG. CAM ANGLE CRANK POSITION+ CRANK POSITIONSCV HIGH SIDE SCV HIGH SIDE COOLANT TEMP. (ENGINE OIL TEMP.) INTAKE AIR TEMP. (EGR-U POSITION SIG.) (EGR-V POSITION SIG.) (EGR-W POSITION SIG.) FUEL TEMP (FUEL TEMP. #2)

A-61 N/A A-62 BK1-SW A-63 BK2-SW A-64 CL-SW

A-79 GL-L A-80 MIL A-81 CRM-L A-82 AT-TACHO A-83 N/A A-84 CRSET-L A-85 N/A A-86 IGBC-SW A-87 N/A A-88 CCDIS-SW A-89 SSPA-SW A-90 SSPB-SW A-91 RSET-SW A-92 RRES-SW A-93 PTOEN-SW A-94 PTODIS-SW A-95 PTOFB-SW A-96 STA-SW No. Terminal Name

A-65 SHUTDOWN-SW ENGINE SHUTDOWN SW A-66 DIAG CLEAR-SW DIAG CLEAR SW A-67 EXB-SW A-68 A-69 REF-SW A-70 N/A A-71 N/A A-72 N/A A-73 +B A-74 GL-CONT A-75 PTOEN-REL A-76 STAEN-REL A-77 EXB-REL A-78 N/A No. B-1 B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9 Terminal Name N/A N/A COMMON1 COMMON2 COMMON1 COMMON2 EBM1 EBM2 N/A EXHAUST BRAKE SW REFRIGERATOR SW (GLOW MONITOR1 FEEDBACK) (TORQUE CUT SW) (GLOW MONITOR4 FEEDBACK) POWER GLOW CONTOROLLER PTO ENGAGE RELAY STARTER ENABLE RELAY EXHAUST BRAKE RELAY (EXHAUST BRAKE LAMP) Content (INTAKE DC MOTOR1) (INTAKE DC MOTOR2) INJECTOR POWER1 INJECTOR POWER2 INJECTOR POWER1 INJECTOR POWER2 EGR DC MOTOR 1 EGR DC MOTOR 2 (EGR BRUSHLESS MOTOR W) (INCA-GND) BOOST PRESSURE GND RAIL PRESSURE GND OIL PRESSURE GND MAF GND INTAKE POSITION GND EGR POSITION GND CAM ANGLE GND CRANK POSITION GND SCV LOW SIDE SCV LOW SIDE

B-22 B-23 N/A B-24 PBOOST B-25 PFUEL B-26 PFUEL B-27 N/A B-28 MAF B-29 INT B-30 G B-31 NE+ B-32 NEB-33 SCVHI B-34 SCVHI B-35 THW B-36 N/A B-37 THA B-38 N/A B-39 N/A B-40 N/A B-41 THF1 B-42 N/A

B-10 B-11 N/A B-12 PB-GND B-13 PFUEL-GND B-14 POIL-GND B-15 MAF-GND B-16 INT-GND B-17 EGR-GND B-18 G-SLD B-19 NE-SLD B-20 SCVLO B-21 SCVLO

-42-

No.

Terminal Name

Content INJECTOR D(CYL2) INJECTOR B(CYL3) BOOST PRESSURE VCC RAIL PRESSURE VCC OIL PRESSURE VCC EGR POSITION VCC INTAKE POSITION VCC

No.

Terminal Name

Content CAM ANGLE VB (LOW OIL LEVEL SW) EGR-POSITION SIG. (DC MOTOR) INJECTOR C(CYL4) INJECTOR A(CYL1)

B-43 TWV-D B-44 B-45 TWV-B B-46 PB-VCC B-47 PFUEL-VCC B-48 POIL-VCC B-49 EGR-VCC B-50 INT-VCC

B-51 G-VB B-52 N/A B-53 EGR-POS B-54 B-55 B-56 TWV-C B-57 B-58 TWV-A

< NOTE > N/A: Component is not mounted (circuit pattern only). Note that the VCC and GND and pin No. A-78 for sensors are connected inside ECU.

-43-

c.

6HK1 ECU Connector Terminal Layout

ECU CONNECTOR PIN ASSIGNMENT : 154PIN


Q000543E

d. No. A-1 A-2 A-3 A-4 A-5 A-6 A-7 A-8 A-9

6HK1 Terminal Connections Terminal Name CASE-GND P-GND P-GND GND GND N/A APS1-GND APS2-GND APS3-GND CASE GND POWER GND POWER GND ECU SENSOR GND ECU SENSOR GND (Q CONTROL RESISTOR 3) V5RTN1 V5RTN2 V5RTN3 PTO ACCEL GND COMMON SENSOR GND VSS GND CAN1 SHIELD GND CAN1 HIGH CAN1 LOW (ISO14230) J1850 J1850 IGNITION 0 (KEY-SW) IGNITION 1 POWER GND POWER GND TACHO (Q CONTROL RESISTOR 1) (Q CONTROL RESISTOR 2) ACCEL POSITION 1 SIG Content No. Terminal Name Content ACCEL POSITION 2 SIG ACCEL POSITION 3 SIG PTO ACCEL SIG FUEL LEVEL 1 SIG FUEL LEVEL 2 SIG (ATM TEMP) VEHICLE SPEED SENSOR+ VEHICLE SPEED SENSORACG-F PULSE INPUT 2SPEED AXLE SW FOUR WHEEL DRIVE HIGH/LOW SW A/C CLUTCH REQUEST SW CRUISE ENABLE (ON/OFF) SW CRUISE RESUME/ACCEL SW CRUISE SET/COAST SW POWER POWER BATTERY POWER MAINTAIN RELAY POWER MAINTAIN RELAY VBREF1 VBREF2 VBREF3 PTO ACCEL VCC ACG-L INPUT BRAKE 1 SW

A-32 APS2 A-33 APS3 A-34 PACL A-35 A-36 A-37 LFUEL1 A-38 LFUEL2 A-39 VSS+ A-40 VSSA-41 ACG-F A-42 A-43 2SAXLE-SW A-44 4WD-SW A-45 AC-SW A-46 CRM-SW A-47 CRR-SW A-48 CRS-SW A-49 +B A-50 +B A-51 BATT A-52 M-REL A-53 M-REL A-54 APS1-VCC A-55 APS2-VCC A-56 APS3-VCC A-57 A-58 PACL-VCC A-59 A-60 A-61 ACGL-SW A-62 BK1-SW

A-10 PACL-GND A-11

A-12 COM-GND A-13 A-14 VSS-SLD A-15 A-16 CAN1-SLD A-17 CAN1H A-18 CAN1L A-19 N/A A-20 CLASS2 A-21 CLASS2 A-22 IG0-SW A-23 IG1-SW A-24 A-25 A-26 P-GND A-27 P-GND A-28 TACHO A-29 N/A A-30 N/A A-31 APS1

-44-

No.

Terminal Name

Content BRAKE 2 SW CLUTCH SW NEUTRAL SW

No.

Terminal Name

Content SERVICE ENGINE SOON LAMP 4KPPM 4KPPM (128KPPM) A/C CLUTCH RELAY IGNORE BRAKE/CLUTCH SW (TORQUE LIMIT SW) CAB CONTROL DISABLE SW SET SPEED A SW SET SPEED B SW REMOTE SET SW REMOTE RESUME SW PTO ENGAGE SW PTO DISABLE SW PTO FEEDBACK SW CRANKING REQUEST SW Content (INCA-BAT) BOOST PRESSURE SIG. RAIL PRESSURE SIG. RAIL PRESSURE SIG. OIL PRESSURE SIG. MAF SIGNAL VNT POSITION SIG. CAM ANGLE CRANK POSITION+ CRANK POSITIONSCV HIGH SIDE SCV HIGH SIDE COOLANT TEMP. ENGINE OIL TEMP. INTAKE AIR TEMP. EGR-U POSITION SIG. EGR-V POSITION SIG. EGR-W POSITION SIG. FUEL TEMP FUEL TEMP. #2 INJECTOR D INJECTOR F

A-63 BK2-SW A-64 CL-SW A-65 N-SW

A-80 MIL A-81 VSOUT1 A-82 VSOUT2 A-83 A-84 ACCL-REL A-85 A-86 IGBC-SW A-87 N/A A-88 CCDIS-SW A-89 SSPA-SW A-90 SSPB-SW A-91 RSET-SW A-92 RRES-SW A-93 PTOEN-SW A-94 PTODIS-SW A-95 PTOFB-SW A-96 STA-SW No. Terminal Name

A-66 DIAG CLEAR-SW DIAG CLEAR SW A-67 EXB-SW A-68 FIDL-SW A-69 FAXLE-SW A-70 LCL-SW A-71 REV-SW A-72 WIF-SW A-73 (+B) *1 A-74 GL-REL A-75 PTOEN-REL A-76 STAEN-REL A-77 EXB-REL A-78 FIDL-L A-79 GL-L No. B-1 B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9 Terminal Name AVNT COMMON1 COMMON2 COMMON1 COMMON2 EBM-U EBM-V EBM-W EXHAUST BRAKE SW FAST IDLE SW FRONT AXLE SW LOW COOLANT LEVEL SW REVERSE SW WATER IN FUEL SW (POWER) GLOW PLUG RELAY PTO ENGAGE RELAY STARTER ENABLE RELAY EXHAUST BRAKE RELAY FAST IDLE ENGAGE LAMP GLOW LAMP Content AVNT DRIVE INJECTOR POWER1 INJECTOR POWER2 INJECTOR POWER1 INJECTOR POWER2 EGR BRUSHLESS MOTOR U EGR BRUSHLESS MOTOR V EGR BRUSHLESS MOTOR W (INCA-GND) BOOST PRESSURE GND RAIL PRESSURE GND OIL PRESSURE GND MAF GND VNT POSITION GND EGR POSITION GND CAM ANGLE SHIELD GND CRANK POSITION SHIELD GND SCV LOW SIDE SCV LOW SIDE

B-23 N/A B-24 PBOOST B-25 PFUEL B-26 PFUEL B-27 POIL B-28 MAF B-29 VNTPOS-SIG B-30 G B-31 NE+ B-32 NEB-33 SCVHI B-34 SCVHI B-35 THW B-36 THO B-37 THA B-38 EGR-UPOS B-39 EGR-VPOS B-40 EGR-WPOS B-41 THF1 B-42 THF2 *2 B-43 TWV-D B-44 TWV-F

B-10 B-11 N/A

B-12 PB-GND B-13 PFUEL-GND B-14 POIL-GND B-15 MAF-GND B-16 VNTPOS-GND B-17 EGR-GND B-18 G-SLD B-19 NE-SLD B-20 SCVLO B-21 SCVLO B-22

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No.

Terminal Name

Content INJECTOR B BOOST PRESSURE VCC RAIL PRESSURE VCC OIL PRESSURE VCC EGR POSITION VCC VNT POSITION VCC CAM ANGLE VB

No.

Terminal Name

Content LOW OIL LEVEL SW INJECTOR C INJECTOR E INJECTOR A

B-45 TWV-B B-46 PB-VCC B-47 PFUEL-VCC B-48 POIL-VCC B-49 EGR-VCC B-50 VNTPOS-VCC B-51 G-VB

B-52 LOL-SW B-53 B-54 B-55 B-56 TWV-C B-57 TWV-E B-58 TWV-A

< NOTE > *1: In case of connecting to outside wiring, note that this terminal is connected to +B inside ECU. *2: This terminal is unused. N/A: Component is not mounted (circuit pattern only).

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