Compensacion

Introduction
In recent years, electrically controlled fuel injection systems and the latest emission after-treatment technologies are being rapidly introduced into diesel engines to achieve higher environmental and driving performance. In line with this trend, a high-level of ability to diagnose faults is required for service technicians. In addition, concurrent with recent progress in vehicle technology, the function of diagnostic tools (Intelligent Tester) has also been upgraded, and the diagnostic tool is becoming essential for the fault diagnosis which can be performed using the tool. The utilization of diagnostic tools allows service technicians to efficiently perform fault diagnose. This reduces the vehicle service period and prevents re-service through a proper service, resulting in increasing customer satisfaction for the services and response quality. This manual has been developed to cover from the basics of diesel engines to the latest electronic control technologies and effective diagnostic tool functions and the utilization methods. Please read the manual carefully to deal with the progressing vehicle technology.
Intelligent Tester
Driving performance
Common-rail (200MPa) Intelligent Tester Piezo Injector Common-rail (180MPa) Solenoid Injector Common-rail (135MPa) DOHC 4-valve Turbocharger Low Comp. Ratio DPNR DPF Low Friction Variable Nozzle Vane type Turbocharger Cooled EGR Oxidation Catalyst Environmental performance
Part 1
Description
Diesel Engine
Part 1
Part 1
chapter.
Description
Description
Before learning how to diagnose faults in a diesel engine, lets first learn the basics of the diesel engine in this
1 1Diesel Engine
111 Outline of Diesel Engine
Diesel engines use diesel fuel (light oil) for running the engine, in which the fuel is self-ignited and
combusted under high temperature and pressure in the combustion chamber by compressing the intake air, giving a high compression ratio and thermal efficiency. Therefore, diesel engines are relatively superior to gasoline engines in fuel economy (lower CO2 emissions).
The diesel engine uses a self-ignition combustion system, and this allows the combustion to occur
constantly at a high air ratio. In addition, the power output is controlled by adjusting the fuel injection amount, and which is different from that of gasoline engines.
The fuel injected into the combustion chamber is ignited sequentially from a section in which the
combustion conditions (air ratio and temperature) are met in accordance with the injected fuel amount, regardless of the intake air amount. This is extremely different from gasoline engines, in which the combustion occurs by igniting the created air-fuel mixture. Therefore, in diesel engines, the control of the intake air amount is not required to control the output power and the throttle valve is also not required, thus reducing any pumping loss.
Diesel Engine Part 1
Principle of 4 Stroke Diesel Engine

Intake valve open Exhaust valve open
Description
Intake Stroke
Compression Stroke
Combustion Stroke
Exhaust Stroke
Principle of 4 Stroke Gasoline Engine

Intake valve open Exhaust valve open
Intake Stroke
Compression Stroke
Combustion Stroke
Exhaust Stroke
Diesel Engine
Part 1 Description
Differences between diesel and gasoline engines

Diesel Engine Fuel Ignition point Flash point Cetane number 330 to 350 C 45 to 80 C This occurs when the fuel injected during the ignition delay period is ignited. This is more likely to occur the longer the ignition delay period is, or the more the fuel is injected during the ignition delay period. Jerk method Common rail method Compressed self-ignition 16 to 24 Stoichiometric air-fuel ratio: 14.6 Actual air-fuel ratio: 17.0 to 60.0 1.2 to 4.0 Control of fuel injection amount (AF: Not constant) Intake of atmospheric air 48 or more
Gasoline Engine
Diesel oil: The cetane number is a Gasoline: The octane number is a measure of the ignition performance. measure of the resistance to knock. Octane number 480 to 550 C -35 to -46 C This occurs when unburnt gas in the combustion chamber self-ignites under high temperature and pressure due to the combustion. Carburetor method (Carburetor) Fuel injection method Spark ignition 7 to 12 Stoichiometric air-fuel ratio: 14.6 Actual air-fuel ratio: 10 to 17*1 0.6 to 1.2 Control of intake air-fuel mix ture amount (AF: constant) Intake of air-fuel mixture*2 95 or more
Knock
Fuel supply method Combustion method Compression ratio Air-fuel ratio Excess air ratio Output control
Difference in combustion
Self-ignites causing an ignition delay after the fuel is ignited under high Spark ignition temperature and pressure (Vicinity of (before Top Dead Center) Top Dead Center). Premix combustion (not-controlled), in which the fuel injected during the ignition delay period is combusted Flame propagating from the ignition rapidly, and dif fusive combustion point (Controlled) (controlled) after the direct combustion period
*1: Except stratification combustion *2: Except D-4 engine
222 Type of Diesel Engine

There are various diesel engine types depending on the combustion chamber shape, fuel injection
Description
method and emission treatment method.

The differences among the types are outlined in the table below.
1997
1998
1999
2000 ~ 2004
2005
2006
2C-T 2C-TE 1CD-FTV
1AD-FTV (w/o DPF) 1AD-FTV (w/DPF) 2AD-FTV 1CD-FTV (w/DPNR) 2AD-FHV
Diesel engine for passenger vehicles (AVENSIS)

Engine Type 2C-T 2C-TE Release date Destination No. of Cyls. & Arrangement Valve mechanism Combustion chamber Oct., 97 Europe 4-Cylinder, In-Line 8-Valve, OHC, Belt Drive Swirl Type
1CD-FTV Aug., 99
1AD-FTV Apr.,06 Aug.,06 (w/o DPF) (w/ DPF) Common-rail Type (HP3) 1998 86.0 X 86.0 16.8 : 1 93 kW @ 3600 rpm 300 Nm 300 Nm @ @ 200018002800 rpm 2400 rpm Oxidation +DPF Oxidation
2AD-FHV Apr., 05 Piezo TypeInjector 2231 86.0 X 96.0 15.8 : 1 130 kW @ 3600 rpm 400 Nm @ 20002600 rpm +NSR +DPNR Oxidation
16-Valve, DOHC, Chain and Gear Drive Direct Injection Type Common-rail Type (HP2) Solenoid Type Injector 1995 82.2 X 94.0 18.6 : 1 81 kW @ 4000 rpm 250 Nm @ 20002400 rpm Oxidation EURO 3
Fuel system
Jerk Method Jerk Method (Electric control (Mechanical type) type) Mechanical InjectionNozzle 66 kW @ 4000 rpm 203 Nm @ 2200 rpm
Displacement cm3 Bore X Stroke mm Compression ratio Max. output EEC Max. torque EEC Catalytic converter Emission regulation
1975 86.0 X 85.0 23.0 : 1 60 kW @ 4000 rpm 170 Nm @20003000 rpm
Oxidation EURO 2
EURO 4
Diesel Engine
Part 1 Description
333 Enlargement of diesel engine market

[[[[ Outline
By use of the latest engine control technologies such as the common-rail system and improvement in
the emission treatment technologies, emission gases such as PM and NOx, which are considered to be shortcomings have been reduced while maintaining a low fuel consumption rate, which are seen as the maximum benefits and the engine output power has been increased, leading to clean and powerful engines exceeding gasoline engines. Accordingly, the current European market share of diesel engines is near 50%, however, it was only approximately 10% in 1990.
Market share of diesel passenger vehicles

50 45 30 20 15 10 0 Market introduction of common rail diesel
1985
1990
1995
2000
2005 (Years)
Market share transition by output power

50% 40% 30% 20% 10% 0%
1999
2000
2001
2002
2003
2004
2005
115hp or less 116hp or more
[[[[ Emission Regulation in Europe

Exhaust emission regulations based on the EC Directive have been introduced in Europe (EC
Description
member countries). In 1992, passenger vehicles belonging to the M1 category were only required to be in compliance with the EURO1 standard and as the regulations have been made stricter in the past few years, the vehicles are now in compliance with the EURO4 standard in 2008.
EURO1 EURO2 EURO3 EURO4 EURO5 (mg/km) EURO6 2720
CO
500 500 500
640
1000
EURO1 EURO2 EURO3 HC + NOx EURO4 EURO5 (mg/km) EURO6
300 230 170
560
700
970
EURO1 No regulation EURO2 No regulation EURO3 NOx EURO4 250 EURO5 180 (mg/km) EURO6 80 EURO1 EURO2 EURO3 PM EURO4 EURO5 (mg/km) x 10 EURO6
500
50 50
250
500
800
1400
Emission standards for diesel passenger vehicles

Emission Standard EURO1 (1992/07) EURO2 (1996/01) EURO3 (2000/01) EURO4 (2005/01) EURO5 (2009/09) EURO6 (2014/09) CO(g/km) 1.0 0.64 0.5 0.5 0.5 2.72 (3.16*1) 0.56 0.3 0.23 0.17
HC + NOx(g/km) 0.97 (1.13*1) 0.7*2, 0.9*3
NOx(g/km) 0.5 0.25 0.18 0.08
PM(g/km) 0.14 (0.18*1) 0.08*2, 0.1*3 0.05 0.025 0.005 0.005
*1: COP (Conformity Of Production) value *2: Except Direct Injection type Diesel Engine (Swirl Chamber type and Precombustion Chamber type) *3: Direct Injection type Diesel Engine
Diesel Engine
Part 1 Description
444 Type of Combustion Chamber

[[[[ General
The combustion chamber of a diesel engine is the single most important component for determining
diesel engine performance. Various chamber configurations have been developed an attempt to enhance diesel engine performance by making sure that the fuel injected into the chamber atomizes, vaporizes, and mixes evenly with the air: Methods used include using a specially formed intake port in the cylinder head to generate an air swirl inside the cylinder, or adding an auxiliary combustion chamber which exploits the gas expansion at the initial ignition stage to help improve the combustion efficiency. The combustion chambers currently in use on vehicles are: Direct Combustion Chambers Diesel Combustion Chambers Auxiliary Combustion Chambers Swirl Chamber Type Direct Injection Type
[[[[ Direct Injection Type <<<< Outline

A main combustion chamber is provided between the cylinder head and the piston, in which the fuel
is directly injected into the combustion chamber from the injection nozzle/injector. Ultra-high pressure injection via the common-rail system, porous injection nozzle/injector, and specially shaped pistons are used, as air and fuel are mixed by the fuel injection from the injection nozzle/injector and the squish on the piston upper face.
<<<< Advantages
A direct-injection type combustion chamber has a small surface area, and this reduces thermal loss,
giving a high fuel economy and output power. No pre-heating devices are required when starting the engine at normal temperature since it has excellent ignition performance.
<<<< Disadvantages
A high injection pressure is required to improve fuel atomization, and this requires high strength from
Description
the fuel system.

Diesel engines have a high internal combustion pressure, creating a loud combustion noise, and
which is apt to induce knocking in the engine. In comparison with a swirl chamber type, the direct injection type has a weaker swirling flow, causing the intake air to not be fully utilized, which results in a lower maximum engine speed.
These disadvantages have been improved in engines which employ the common-rail system.
TIP
In recent years, diesel engines are equipped with a common-rail system that can inject ultra-highly
pressurized fuel at any time plunger as well as at multiple steps thanks to the electronically controlled injectors.
Use of the common-rail system has allowed diesel engines to improve fuel combustion and achieve
the optimal combustion according to the engine operating conditions. As a result, the commonrail diesel engines have successfully made the typical problems described earlier less severe to a considerable extent.
Diesel Engine
10
Part 1 Description
[[[[ Swirl Chamber Type <<<< Outline

Basically, a spherical swirl chamber, which is connected by holes to the main combustion chamber,
is provided. During the compression stroke, air is introduced into the swirl chamber, creating a strong swirl motion. By injecting the fuel in the swirl chamber, air and fuel are fully mixed and combusted rapidly, injecting the air-fuel mixture into the main combustion chamber.
<<<< Advantages
Air introduced by the swirl motion can be fully utilized, and this increases the maximum engine speed.
In addition, a high injection pressure like in the direct injection type diesel engine is not required, and which reduces any fault arising from the fuel systems.
<<<< Disadvantages
A pre-heating device is required, and knocking is apt to easily occur at low speeds since the cylinder
head has a large surface area.
555 Diesel Engine Combustion

[[[[ Combustion Process <<<< Outline
In gasoline engines, a uniformly premixed air-fuel mixture is combusted. By contrast, in diesel
Description
engines, non-uniformly mixed fuel droplets, vapor and ambient air are combusted.
When the fuel is atomized under high temperature air conditions, the fuel in the combustion chamber
is heated and vaporized by the heat of the surrounding chamber, forming a combustion mixture and igniting a part of the fuel. This rapidly increases the temperature and pressure in the combustion chamber and causes the remaining fuel to be vaporized, mixed and combusted rapidly. Fuel Pressure [kg/cm2] 80 C B 40 A E D
60
20
0 -40 AB BC CD DE -20 TDC 20 40
Ignition delay period (Combustion preparation period) Flame propagation period (Constant volume combustion period) Direct combustion period (Constant pressure combustion period) After burning period (Latter combustion period)
<<<< Ignition delay period (A to B)

This covers the period from when the fuel is injected into the combustion chamber at point A to
when it is ignited at point B. This is also referred to as the combustion preparation period, in which the injected fuel droplets are heated and vaporized by the surrounding high temperature air and compressed air, and the fuel are mixed and heated up to the ignition temperature, forming a mixed gas. The period is very short, and is governed by the pressure, temperature, fuel particle size, dispersion state and air swirling state in the combustion chamber. An increase in the internal cylinder pressure can barely be observed in this period. However, the length of the period strongly affects the subsequent combustion.
<<<< Flame propagation period (B to C)

The ignition starts from the area with the optimum air-fuel ratio in the mixed gas which was generated
and accumulated during the ignition delay period. Subsequently, most of the remaining accumulated mixed gas is combusted at the same time, increasing the internal cylinder pressure and temperature instantaneously. The increase in the pressure and temperature at this time is affected by the fuel amount which was injected during the ignition delay period, swirl motion of the atomized air and the air-fuel mixture, and the fuel, which was injected at point B, is mostly combusted during this period.
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Diesel Engine
12
Part 1 Description
<<<< Direct combustion period (C to D)

The fuel is injected even after point C shown in the illustration below. However, once the combustion
starts in the cylinder, the internal cylinder pressure and temperature increase dramatically. Therefore, the fuel which is injected from the injection nozzle/injector is combusted very quickly once they are mixed. During this period, the internal pressure and temperature can be controlled by adjusting the fuel injection amount.
<<<< After burning period (D to E)

The fuel injection into the cylinder stops at the point D shown in the illustration below. However, large
unburnt fuel droplets and areas that were not fully combusted because the air and fuel were not fully mixed due to oil particle density at point D are mixed with air, and combusted during the inflation stroke, from the point D to E.
The fuel combustion processes described above are summarized as follows. The ignition delay period
and the flame propagation period can be referred to as a preparation period for the direct combustion period in other words. To activate the direct combustion period, which is featured by the diesel engine, it is said that reducing the increase in the pressure during the flame propagation period is preferable.
[[[[ Excess air ratio

It is said that an adequate amount of air is necessary to completely burn the fuel through combustion,
and the optimum air-fuel ratio for diesel fuel is 14.3:1. In other words, 14.3kg of air is required to completely burn 1kg of diesel oil.
However, in diesel engines, the mixing time for the air and fuel is very short as the fuel is directly
injected in the combustion chamber, and this causes some air to not fully mix with fuel, leaving the unmixed air in the chamber. If the theoretically necessary amount of air is not introduced in the cylinder, only the oxygen around the injected fuel is likely to be combusted, causing a lack of oxygen. Therefore, more air than the theoretically required amount of air is required to be introduced to completely combust the injected fuel.
The ratio between the actual intake air amount and theoretical air amount necessary for a complete
combustion is called excess air ratio.

Generally, the air ratio of the diesel engine is approximately 1.2 to 1.3 at full load (maximum injection
amount) and approximately 3.0 to 4.0 at a low speed and light load (small injection amount).
Excess air ratio =
Actual intake air amount (weight) Theoretical air amount necessary for complete combustion (weight)
[[[[ Exhaust emission characteristics

Since diesel engines have the property that the air ratio is higher, thus, even without a catalytic
Description
converter, the emission level of CO and HC is equivalent to that of gasoline engines.

However, since NOx reduction devices such as a three-way catalytic converter are unable to be used
due to the high air ratio, the reduction of NOx emissions is not easy to achieve.If the combustion temperature is decreased by the EGR in order to reduce the NOx emission, the amount of PM emissions increases.
The emission regulation also requires a substantial reduction of those conflicting substances. Therefore, in order to reduce the trade-off NOx and PM emissions, recent diesel engines use the
common-rail system to optimize the fuel injection control, and employ DPF (Diesel Particulate Filer) and DPNR (Diesel Particulate NOx Reduction System) to enhance the fuel combustion and emission treatment. (Refer to TOYOTA D-CAT) Diesel Engine Emission component Common-rail + DPNR Common-rail + DPF Common-rail + Oxidation Catalytic Converter Gasoline Engine + Three-way Catalytic Converter
Jerk
CO2 CO HC NOx PM
Reduction of NOx and PM

EURO1*
EURO2* PM (g/km)
EURO3
EURO4 EURO6 EURO5 NOx (g/km) * NOx + HC
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Diesel Engine
14
Part 1 Description
[[[[ Output Control

In gasoline engines, throttle valves increase/decrease the air-fuel mixture amount introduced from the
engine, thus adjusting the engine output. However, in diesel engines, the intake air amount is constant as there are no throttle valves, therefore, the engine output is controlled by adjusting the fuel amount
to be injected. High Power Output
Diesel Engine
Low Power Output
Gsoline Engine
High Power Output
Low Power Output
[[[[ Problems due to fuel combustion conditions <<<< Diesel knock

The fuel, which was accumulated during the ignition delay period, burns rapidly in the flame
Description
propagation period, thus, the pressure inside the combustion chamber will rise sharply.
The more fuel is injected during the ignition delay period, the larger the extent of the sharp increase
in the combustion chamber internal pressure, and this pressure wave vibrates all parts of the engine, causing the noise. This is what known as diesel knock, and is unavoidable to a certain extent in diesel engines due to the spontaneous fuel combustion initiated by self ignition.
The possible causes of the diesel knock are; long ignition delay period, low engine temperature, low
intake air temperature, high fuel ignition temperature, early injection timing, or poor fuel atomization. (For details, refer to the case study on page @)
Knocking
Fuel Injection Start
Normal Combustion
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Diesel Engine
16
Part 1 Description
<<<< White smoke

White smoke emission is considered to be the result of unburned fuel vapor due to relatively low
combustion temperatures.
The possible causes of white smoke are; late fuel ignition timing or faulty after-glow in low
temperatures. (For details, refer to the case study on page @)
<<<< Black smoke

Black smoke emission is considered to be the result of the incomplete combustion of fuel molecules
due to insufficient oxygen. This results in soot.Simply, only the outside of a droplet of fuel oil burns but the central part cannot
The possible causes of black smoke are; excessive fuel injection volume, insufficient intake air
volume, early fuel ignition timing, or poor fuel atomization. (For details, refer to the case study on page @)
Three elements of a diesel engine Part 1 Description
2 2Three elements of a diesel engine

111 Necessary conditions to run a diesel engine
[[[[ Outline
To run the engine efficiently, a fuel system, compression, and glow system play critical roles in diesel
engines, while air-fuel mixtures, sparks and compression are the three important elements to gasoline engines.
[[[[ Fuel system

Diesel engines do not have throttle valves that are used in gasoline engines. The output of a diesel
engine is regulated by the amount of fuel injected, while that of a gasoline engine is regulated with a throttle valve. In addition, since the combustion begins by injecting fuel, the fuel injection timing is also regulated. This corresponds to the ignition timing control of a gasoline engine.
Output is regulated by fuel injection volume
Fuel injection timing is also regulated
TIP
Currently, throttle valves are provided on a large number of TOYOTA diesel engines. However, these throttle valves are used to ensure the EGR and reduce white and black smoke, vibrations and noise by opening/closing the valves in accordance with the engine conditions, not to control the output power as in gasoline engines.
17
Three elements of a diesel engine
18
Part 1 Description
[[[[ Compression
By compressing air, the pressure prepared for the combustion can be increased. This is also applied
to gasoline engines. Additionally, in diesel engines, the intense heat that ignites the fuel is produced by the compressed air. The compression of diesel engines corresponds to the spark plug firing of gasoline engines.
Intense heat that is necessary for ignition is produced
Combustion pressure is boosted
[[[[ Glow system

The glow system is a distinctive device of diesel engines. Diesel engines need to generate sufficient
heat to burn fuel. If an engine is cold, the compression heat is difficult to be obtained, thus, a device (glow system) that aids the heat generation is necessary.
Compression heat is supplied when engine is cold
Three elements of a diesel engine Part 1
222 Fuel System

[[[[ Outline of Fuel System
There are two types of fuel systems; the conventional system and the common-rail system.
Description
Type Fuel supply
Conventional system Distributor injection pump Distributor electrically controlled injection pump the the the the
Common-rail system Supply pump Injector (electromagnetic) The common-rail stores the fuel which has been highly pressurized and fed by the supply pump, and the ECM electrically opens the injector valve to inject the fuel. Common-rail internal pressure (Approx. 200 MPa/ECM regulates according to the engine operating conditions)
Injection nozzle (mechanical automatic valve) Injector The plunger inside the injection pump pressurizes fuel and feeds it to the injection nozzle, and when fuel pressure reaches the specified pressure level, internal valve of the nozzle is pushed up, injecting fuel. Nozzle open pressure(15MPa/Constant) Regulated by the governor and the degree to how much the accelerator pedal is depressed.
Injection pressure
Injection volume Injection timing
T h e EC M r e g u l a t e s i t The ECM regulates it by controlling by c o nt r o lling t he end the duration that the injector valve of injection with the spill is open. control valve.
T h e EC M r e g u l a t e s i t The ECM regulates it by controlling Regulated by the automatic by controlling the timing the timing of when the injector timer. control valve. valve opens.
[[[[ Conventional Type <<<< General

There are two types of injection pumps for the conventional system, one is VE pumps and the other is
in-line pumps. VE pumps are compact and light-weight, and are usually used on passenger vehicles. In-line pumps are relatively big and heavy compared to the VE pumps, thus, they are used primarily on trucks.
Furthermore, the VE pump can be classified into two different types: mechanical pumps and
distributor electrically controlled injection pumps. <IN-LINE TYPE PUMP> <VE TYPE PUMP>
Mechanical Type
Electric Type
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Part 1 Description
<<<< Distributor injection pump

Fuel injection systems equipped with a mechanical distributor injection pump consist mainly of an
injection pump (governor and timer piston) and injection nozzles.
System Diagram
Governor Spill Ring Fuel Filter Fuel Cut Off Solenoid
Feed Pump
Timer Piston
Pump Plunger
Injection Nozzle
Fuel Tank
Outline of control
Control Injection volume control Injection timing control Injection control
Outline The governor reacts to the degree of the accelerator pedal depression and the engine speed, and the spill ring is allowed to operate, thus, regulating the amount of fuel injected. The fuel pressure rises as the engine revs up, and that pressure causes the timer piston to operate, regulating the fuel injection timing. The fuel, which is highly pressurized by the injection pump, pushes the needle of the injection nozzle up, regulating the fuel injection.
<<<< Distributor electrically controlled injection pump

Fuel injection systems equipped with a distributor electrically controlled injection pump consist mainly
Description
of an injection pump (spill control valve and timing control valve), injection nozzles, and an ECM.
System Diagram
ECM Spil Control Valve
Fuel Filter
Pump Plunger Feed Pump Timing Control valve
Injection Nozzle
Fuel Tank
Outline of control
Control Injection volume control Injection timing control Injection control
Outline Depending on the engine conditions that are monitored by the sensors, the ECM calculates the optimal injection volume, and regulates the amount of fuel injected using the spill control valve. By referring to the degree of the accelerator pedal depression, engine speed, and engine conditions that are monitored by the sensors, the ECM calculates the optimal injection timing, and regulates the injection timing using the timing control valve. The fuel, which is highly pressurized by the injection pump, pushes the needle of the injection nozzle up, regulating the fuel injection.
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Part 1 Description
[[[[ Common - rail Type <<<< General

There are three types of injection pumps, HP2, HP3 and HP4, for the common-rail system. HP2 and
HP3 pumps are used on vehicles with a small displacement engine, and HP4 pumps are used on vehicles with a large displacement engine.
In addition, two types of injectors, solenoid and piezo, are available.
HP2 Type
HP3 Type
HP4 Type
<<<< Common-rail system

Fuel injection systems equipped with a common-rail system consist mainly of a supply pump (suction
control valve), a common-rail, injectors, EDU, and an ECM.
System Diagram
Supply Pump
Common-rail
Injector Fuel Filter Fuel Tank EDU ECM
Outline of control
Control Injection timing control Injection control
Outline
Based on the signals received from the sensors, the ECM determines the fuel Injection volume control injection volume in accordance with the engine operating conditions. Based on the signals received from the sensors, the ECM determines the fuel injection timing in accordance with the engine operating conditions. Based on the calculated injection amount and injection period, the ECM injects the highly-pressurized fuel which has accumulated in the common-rail by controlling the injector valve to open through the EDU.
333 Glow System

[[[[ Outline of Glow System
The glow system, where the fuel ignition performance is enhanced by warming up the combustion
Description
chamber using a glow plug, has been replaced with an electric control system which controls the glow plug temperature by controlling energization to the conventional glow plug using main and sub relays. Thus, a self-control system in which the glow plug is equipped with a self-temperature control function is used.
The glow plugs are fitted in the cylinder head, and the built-in heaters are heated when the plugs are
energized. In diesel engines, either the metal or ceramic glow plugs is used generally. Current Self-control type Metal Ceramic 1 relay used (Main Relay) None Preheating: Battery Voltage After-glow: Battery Voltage Previous Electric control type Metal 2 relay used (Main Relay / Sub Relay) Used Preheating: Battery voltage After-glow: Low Voltage
Glow System Type of Glow Plug Number of relay Glow Plug Resistor Voltage applied to the glow plug
[[[[ Glow Plug <<<< Metal Glow Plug

The metal glow plug consists of metal heater coils and has temperature characteristics of
approximately 900 degrees.

The metal glow plug has two types: Self-control type in which the glow plug temperature is self-
controlled, and the conventional type in which the glow plug temperature is controlled by the energizing system.
The self-control type glow plug has a built-in control coil that increases its resistance with the increase
in the temperature of the glow plug. The increased resistance of the control coil then reduces the voltage that is applied to the thermal coil and the heating element that is connected in series to the control coil. In this manner, the glow plug itself provides the function to reduce its own temperature. Self-control type Electric control type Temperature (C) 1000
Thermal Coil
Control Coil
Self-control type glow plug
5 Energization duration (sec)
23
Heating element (conductive ceramic)
Insulating element (insulation ceramic)
Temperature (C)
24
Part 1 Description
<<<< Ceramic Glow Plug

The ceramic glow plug consists of ceramic heater elements and has temperature characteristics of
approximately 1,200 degrees and excellent temperature increase characteristics.

The ceramic glow plug is a self-control type glow plug which does not require temperature control by
the energizing system. Ceramic glow plug Metal glow plug Lead wire
1200
15 30 Energization duration (sec)
[[[[ Energizing system <<<< Electric control type

In the electric control type, the preheating time (main and sub being ON period) and the after-glow
time (sub relay being ON period) are controlled on the basis of the engine coolant temperature and the glow plug temperature which is determined by the current sensor. (Whereas, on models using the self-control type glow plug, the preheating time and the after-glow time are controlled on the basis of the engine coolant temperature and the voltage applied to the glow plug terminal.)
Glow Plug Main Relay
Description
Glow Plug Register
Glow Indicator Lamp Glow Plug Sub Relay
Current Sensor
ECM Ignition Switch Engine Coolant Temperature Sensor
Glow Plug Battery
<<<< Self-control type

In the self-control type, the preheating time and the after-glow time (main relay being ON period) are
controlled on the basis of the engine coolant temperature.
Glow Plug Relay
Glow Indicator Lamp
Engine Coolant Temperature Sensor
ECM Ignition Switch
Glow Plug Battery
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Part 2
Common-rail Diesel Engine
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Part 2
Part 2
In this chapter, you will learn about the common-rail system --- leading-edge technology of the electronically controlled fuel injection system for diesel engines, the relevant electronic control technologies, and the troubleshooting methods for the components/parts and control systems.
1 3Common-rail Diesel Engine

111 Description
The common-rail system is an electronically controlled fuel injection system which has been launched
by Denso for practical use in 1995 for the first time.

The common-rail system accumulates high-pressure fuel supplied from the supply pump in the
common-rail and injects the fuel using the electronically controlled injectors.
Since the common-rail system can accurately control the fuel injection volume and injection timing via
the ECM, and can maintain a stable injection pressure even when the engine speed is unstable, such as a low engine speed, the reduction of the diesel engine-specific black smoke and the vibration/ noise resulting from the combustion is possible.
Toyota has named the diesel engine system Toyota D-4D (Direct injection 4-stroke common-rail
Diesel engine), in which the common-rail system is combined with the direct injection combustion chamber that helps minimize heat loss, resulting in good fuel economy and high power output.
Toyota D-4D can be divided into 3 major generations depending on the supply pumps and the exhaust
emission treatment methods.
Diesel EFI
Common-rail
1st-generation HP2 Supply Pump Solenoid Injector Oxidation Catalytic Converter Max. 135 MPa
2nd-generation HP3/HP4 Supply Pump Solenoid Injector Oxidation Catalytic Converter Max. 135-160 MPa
3rd-generation HP3/HP4 Supply Pump Piezo Injector DPNR/DPF Max. 160-200 MPa
Common-rail Diesel Engine Part 2
Common-rail Diesel Engine Control list

System Fuel Pressure Control
Outline
Based on the signals received from the sensors, the ECM determines the appropriate fuel pressure in accordance with the engine operating conditions. Based on the signals received from the sensors, the ECM determines the appropriate fuel injection volume in accordance with the engine operating conditions. Based on the signals received from the sensors, the ECM determines the appropriate fuel injection timing in accordance with the engine operating conditions. Based on the signals received from the sensors, the ECM performs up to five injections; Pilot-, Pre-, Main-, After-, and Post-injection in accordance with the engine operating conditions. Based on the signals received from the sensors, the ECM adds fuel to the engine combustion control and exhaust systems to purify PM (DPF/ DPNR), sulfur (PNF) and NOX (DPNR). Based on the signals received from the sensors, the ECM determines the appropriate swirl control valve position in accordance with engine operating conditions. Based on the signals received from the sensors, the ECM determines the appropriate EGR volume in accordance with the engine condition. Based on the signals received from the sensors, the ECM determines the appropriate throttle position in accordance with engine operating conditions. Fully close the diesel throttle control valve in order to reduce vibration when the engine is stopped.
Fuel Injection Volume Control
Fuel Injection Timing Control
Multiple Injection Control
After-treatment Control
Swirl Control EGR Control
Diesel Throttle Control
Turbocharger Control
Based on the signals received from the sensors, the ECM determines the appropriate nozzle vane position in accordance with the engine condition.
28
29
Part 2 Common-rail Diesel Engine
222 TOYOTA D-CAT

[[[[ Outline
The TOYOTA D-CAT has successfully achieved low emissions and good fuel economy simultaneously,
and is the concept engine putting all of Toyotas modern clean diesel technologies together, and is the integration of the engine control, combustion control, high-pressure common-rail injection and newlydeveloped catalytic converter.
Simultaneously, NOx and combustion noise is reduced and CO and HC are emitted instead. The CO
and HC emissions and the exhaust temperature rise due to the reduction in the air volume for making the air-fuel ratio rich allows the converter bed temperature to be high enough as to keep the catalytic converter active enough under low load driving conditions.
TOYOTA D-CAT Conceptual Drawing

Engine Management
Exhaust-port Injection Multi-injection Feedback Control EGR Control
Catalytic Converter
DPNR DPF
Fuel Injection
High-pressure Common-
Combustion
Low Temperature
rail
Combustion
Common-rail Diesel Engine Part 2
[[[[ Combustion Control <<<< Low-temperature Combustion

In conventional diesel engines, more smoke is emitted because the increase of EGR causes a
decrease in the oxygen volume. However, adoption of a highly efficient EGR system and further increase in the amount of EGR by the fuel injection timing control make the air-fuel ratio rich, which decreases the ambient combustion temperature and drastically decreases the smoke emissions.
Simultaneously, NOx and combustion noise is reduced and CO and HC are emitted instead. The CO
and HC emissions and the exhaust temperature rise due to the reduction in the air volume for making the air-fuel ratio rich allows the converter bed temperature to be high enough as to keep the catalytic converter active enough under low load driving conditions.
Stoichiometric
: Smoke : NOx : CO/HC Normal Combustion Area
Low Temp. Combusion Area
EGR Volume
Rich
Air Fuel Ratio
Lean
30
31
[[[[ DPF (Diesel Particulate Filter)

The DPF is an exhaust gas purification system that treats PM, as well as the HC and CO emitted from
diesel engines. The DPF consists of a DPF catalyst that is a structure of porous ceramics with a PM trapping function and an oxidation catalyst function, a common-rail system, an EGR system, and fuel addition into the exhaust system.
Oxidation Catalytic Converter
DPF
[[[[ DPNR (Diesel Particulate - NOx Reduction System)

The DPNR is an exhaust gas purification system that treats PM and NOx simultaneously, in addition
to HC and CO emitted from diesel engines. The DPNR consists of a DPNR and NSR catalyst that is the combination of a porous ceramic structure with a PM trapping function and a NOx storage reduction catalyst, a common-rail system, an EGR system, and fuel addition into the exhaust system.
DPNR + NSR
Variation Part 2 Common-rail Diesel Engine
2 4Variation
111 CD Series Engine
[[[[ Engine Specification
Engine Model Catalytic Converter Supply Pump Pressurizing Depressurizing Fuel Pressure Max. Pressure Fuel Pressure Sensor Fuel Injector Type Compensation 1CD-FTV (*1) CDT220, CLM20 CDE110/120, CLA2# Oxidation Catalytic Converter HP2 SCV X 2 Pressure Limiter 135MPa Single Element Solenoid Resister Not Available 1CD-FTV (*2) CDT250, CDE120 CUR10 Oxidation Catalytic Converter HP3 SCV X 1 Pressure Discharge Valve 160MPa Twin Element Solenoid QR Code Not Available 1CD-FTV (*3) CDT250 DPNR + Oxidation Catalytic Converter HP3 SCV X 1 Pressure Discharge Valve 175MPa Twin Element Solenoid QR Code Available
Exhaust Fuel Addition Injector
32
Variation
33
[[[[ System Diagram
1CD-FTV (*1)
19
18 ECM 20 4 3 1 2 5 8 6 7 17 16 15 12 10 11 13 14 9 EDU
1 2 3 4 5 6 7 8 9 10
Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor VSV (for Atmosphere Pressure Sensor) EGR Valve Variable Nozzle Vane Turbocharger Camshaft Position Sensor
11 12 13 14 15 16 17 18 19 20
Fuel Injector Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Supply Pump (HP2) Common-rail Fuel Pressure Sensor Pressure Limiter
Variation Part 2
1CD-FTV (*2)
19
18
20
ECM EDU 4 17 5 6 16 15 12 7 10 11 13 14 8 9 3
1 2
1 2 3 4 5 6 7 8 9 10
Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve EGR Cooler Variable Nozzle Vane Turbocharger Camshaft Position Sensor
11 12 13 14 15 16 17 18 19 20
Fuel Injector Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Supply Pump (HP3) Common-rail Fuel Pressure Sensor Pressure Discharge Valve
34
Variation
35
1CD-FTV (*3)
20
19
21
ECM EDU 3
4 18 5 7 6 17 16 13 14 15 12 11 10 8
1 2
22
9 23
24 1 2 3 4 5 6 7 8 9 10 11 12 Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve EGR Cooler Variable Nozzle Vane Turbocharger Camshaft Position Sensor Exhaust Fuel Addition Injector Fuel Injector 13 14 15 16 17 18 19 20 21 22 23 24 Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Supply Pump (HP3) Common-rail Fuel Pressure Sensor Pressure Discharge Valve Differential Pressure Sensor Exhaust Temperature Sensor Air-fuel Ratio Sensor
Variation Part 2
222 AD Series Engine

Engine Model Catalytic Converter Supply Pump Pressurizing Depressurizing Fuel Pressure Max. Pressure Fuel Pressure Sensor Fuel Injector Type Compensation 1AD-FTV 2AD-FTV (*1) ADT25# ALA30, AUR10 Oxidation Catalytic Converter HP3 SCV X 1 Pressure Limiter 160MPa (1AD-FTV) 170MPa (2AD-FTV) Single Element Solenoid QR Code Not Available 1AD-FTV 2AD-FTV (*2) ADT250, ADE150 ALA30, AUR10 DPF + Oxidation Catalytic Converter HP3 SCV X 1 Pressure Limiter 160MPa (1AD-FTV) 170MPa (2AD-FTV) Single Element Solenoid QR Code Available 2AD-FHV (*3) ADT251, ADE157 ALA30, AUR10, ALE20 DPNR + Oxidation Catalytic Converter HP3 SCV X 1 Pressure Discharge Valve 180MPa Twin Element Piezo QR Code Available
36
Variation
37
[[[[ System Diagram
1AD-FTV, 2AD-FTV (*1)

20
19
21
ECM EDU
3 4 18 5 7 6 12 8 10 11 13 14
1 2
16
17 15
1 2 3 4 5 6 7 8 9 10 11
Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve EGR Cooler Variable Nozzle Vane Turbocharger Camshaft Position Sensor Fuel Injector
12 13 14 15 16 17 18 19 20 21
Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Fuel Cooler Supply Pump (HP3) Common-rail Fuel Pressure Sensor Pressure Limiter
Variation Part 2
1AD-FTV, 2AD-FTV (*2)

22
21
23
ECM EDU
20
4 5 6 18 19 17 16 7 12 14 11 13 15 24 9 8
1 2
10 25
26
1 2 3 4 5 6 7 8 9 10 11 12 13
Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve EGR Cooler VSV (for EGR Cooler Bypass Valve) Variable Nozzle Vane Turbocharger Camshaft Position Sensor Fuel Injector Exhaust Fuel Addition Injector
14 15 16 17 18 19 20 21 22 23 24 25 26
Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Fuel Cooler Supply Pump (HP3) Common-rail Fuel Pressure Sensor Pressure Limiter Differential Pressure Sensor Exhaust Temperature Sensor Air-fuel Ratio Sensor
38
Variation
39
2AD-FHV (*3)
22
21
23
ECM EDU 20 3 9 7 12 14 11 13 15 24 10 25 1 2 8
4 5 6 18 19 17 16
26
1 2 3 4 5 6 7 8 9 10 11 12 13
Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve EGR Cooler VSV (for EGR Cooler Bypass Valve) Variable Nozzle Vane Turbocharger Camshaft Position Sensor Fuel Injector Exhaust Fuel Addition Injector
14 15 16 17 18 19 20 21 22 23 24 25 26
Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Fuel Cooler Supply Pump (HP3) Common-rail Fuel Pressure Sensor Pressure Discharge Valve Differential Pressure Sensor Exhaust Temperature Sensor Air-fuel Ratio Sensor
Variation Part 2
333 KD Series Engine

Engine Model 1KD-FTV (*1) KDJ9# KDJ12# Oxiadation Catalytic Converter HP2 SCV X 2 2KD-FTV (*2) KDY2## KLH1#/2# KDN1## Oxiadation Catalytic Converter HP3 SCV X 1 1KD-FTV 2KD-FTV (*3) KDH2# KLH1#/2# KUN## Oxiadation Catalytic Converter HP3 SCV X 1 1KD-FTV (*4) KDY2## KDH2#, KUN## KDJ12# Oxiadation Catalytic Converter HP3 SCV X 1
Catalytic Converter Supply Pump Pressurizing
Depressurizing Pressure Limiter Fuel Pressure Max. Pressure Fuel Pressure Sensor Fuel Injector Type Compensation 135MPa Single Element Solenoid Resister Not Available
Pressure Limiter Pressure Pressure Pressure Limiter Discharge Valve Discharge Valve 135MPa Single Element Solenoid Resister Not Available 160MPa Single Element Solenoid QR Code Not Available 160MPa 180MPa Twin Element Solenoid QR Code Not Available
40
Variation
41
[[[[ System Diagram
1KD-FTV (*1)
20
19 21 ECM EDU
1 2
4 5 18 6 17 16 7 8
13
12 14
10
11 15
1 2 3 4 5 6 7 8 9 10 11
Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor VSV (for Atmosphere Pressure Sensor) EGR Valve EGR Cooler Variable Nozzle Vane Turbocharger Camshaft Position Sensor
12 13 14 15 16 17 18 19 20 21
Fuel Injector Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Supply Pump (HP2) Common Rail Fuel Pressure Sensor Pressure Limiter
Variation Part 2
2KD-FTV (*2)
18 19
21
20 ECM EDU 3 4 5 6 7 16 15 8 10 12 13 9 22 11
1 2
17
14 1 2 3 4 5 6 7 8 9 10 11 Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor VSV (for Atmosphere Pressure Sensor) EGR Valve Variable Nozzle Vane Turbocharger Camshaft Position Sensor Fuel Injector 12 13 14 15 16 17 18 19 20 21 22 Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Supply Pump (HP3) Common Rail Fuel Pressure Sensor Pressure Limiter Pressure Discharge Valve Exhaust Gas Control Valve
42
Variation
43
1KD-FTV, 2KD-FTV (*3)

23
22
24
ECM EDU
21
5 6 7 8 19 20 18 9 15 13 17 10
4 8 11
1 2 3
14 16
12
1 2 3 4 5 6 7 8 9 10 11 12
Intake Air Temperature Sensor (Built-in Mass Air Flow Meter) Air Flow Meter Intake Air Temperature Sensor Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve VSV (for Swirl Control Valve) EGR Cooler VSV (for EGR Cooler Bypass Valve) Variable Nozzle Vane Turbocharger
13 14 15 16 17 18 19 20 21 22 23 24
Camshaft Position Sensor Fuel Injector Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Fuel Cooler Supply Pump (HP3) Common Rail Fuel Pressure Sensor Pressure Limiter
Variation Part 2
1KD-FTV (*4)
21
20
22
ECM EDU 19 5 6 7 18 17 8 14 12 16 9 13 15 11 3
1 2
10
1 2 3 4 5 6 7 8 9 10 11
Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve VSV (for Swirl Control Valve) EGR Cooler VSV (for EGR Cooler Bypass Valve) Variable Nozzle Vane Turbocharger
12 13 14 15 16 17 18 19 20 21 22
Camshaft Position Sensor Fuel Injector Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Supply Pump (HP3) Common Rail Fuel Pressure Sensor Pressure Discharge Valve
44
Variation
45
444 VD Series Engine

Engine Model Catalytic Converter Supply Pump Pressurizing Depressurizing Fuel Pressure Max. Pressure Fuel Pressure Sensor Fuel Injector Type Compensation 1VD-FTV (*1) VDJ7# Oxidation Catalytic Converter HP4 SCV X 1 Pressure Limiter 157MPa Single Element Solenoid QR Code Not Available 1VD-FTV (*2) VDJ200 Oxidation Catalytic Converter HP4 SCV X 1 Pressure Limiter 175MPa (EURO 4) 129MPa (Ohter than EURO 4) Single Element Solenoid QR Code Not Available
Variation Part 2
[[[[ System Diagram
1VD-FTV (*1)
19 20
3 19 18 ECM 16 17 15 EDU 8 10 21 7 4 6 12 11 1 2 9 1 2 3 4 5 6 7 8 9 10 11 Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve EGR Cooler Variable Nozzle Vane Turbocharger Camshaft Position Sensor Fuel Injector 12 13 14 15 16 17 18 19 20 21 Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Fuel Cooler Supply Pump (HP4) Common Rail Fuel Pressure Sensor Pressure Limiter 11 14 13 5 5 7 8 12
46
Variation
47
1VD-FTV (*2)
19 20
2 3 18 19 21 5 7 ECM 16 17 EDU 8 10 4 6 12
5 7 8 12 11
15 9 11 13 14
1 2 3 4 5 6 7 8 9 10 11
Intake Air Temperature Sensor Air Flow Meter Inter Cooler Intake Air Temperature Sensor Diesel Throttle Manifold Absolute Pressure Sensor EGR Valve EGR Cooler Variable Nozzle Vane Turbocharger Camshaft Position Sensor Fuel Injector
12 13 14 15 16 17 18 19 20 21
Glow Plug Engine Coolant Temperature Sensor Crankshaft Position Sensor Fuel Tank Fuel Filter Fuel Cooler Supply Pump (HP4) Common Rail Fuel Pressure Sensor Pressure Limiter
Main Components Part 2 Common-rail Diesel Engine
3 5Main Components
111 Supply Pump
[[[[ Outline
The supply pump is a component that pressurizes fuel extremely high (up to 200 MPa) and feeds it to
the common-rail.
Fuel is drawn from the fuel tank into the plunger chamber by the built-in feed pump through the
electromagnetic SCV (Suction Control Valve). The fuel in the plunger chamber, where the highpressure is generated, is then fed to the common-rail by the plunger.
The fuel, which is supplied to the exhaust fuel addition injector of a DPNR and DPF equipped engine*,
is not fed by the plunger, is supplied from the feed pump passing through the flow damper.
Supply pumps are generally classified into two groups by the drive system of a plunger, inner cam
type (HP2), or outer cam type (HP3 and HP4).

The ECM learns and memorizes the pump discharge volume variances associated with the individual
differences in the supply pumps. *: Except for the 1KD-FTV engine for Japan (as of October 2008). Inner Cam Type Feed punp Suction control valve Plunger Fuel intake regulating method Length* Weight* * Reference value mm g HP2 Avensis and Land Cruiser etc. Vane 2 2X2 Driven by inner cam Tandem layout Regulating the SCV opening duration 250 6000 HP3 Avensis and Land Cruiser etc. Trochoid 1 2 Driven by outer cam Opposed layout Regulating the SCV opening angle 190 3800 Outer Cam HP4 Land Cruiser Station Wagon Trochoid 1 3 Driven by outer cam Opposed layout Regulating the SCV opening angle 190 4900
TIP
The small displacement engines, which are used on the Yaris and Aygo, use the common-rail and a supply pump manufactured by Bosch (1ND-TV) or Siemens (2WZ-TV).Similar to the Denso made HP4 supply pump, their supply pumps also regulate the fuel intake with the electromagnetic valve opening angle, and feed the pressurized fuel using the three opposed-layout plungers driven by the outer cam.
48
Main Components
49
[[[[ Inner Cam type Supply Pump (HP2 type) <<<< Construction
The inner cam type (HP2) supply pump consists of mainly a pump body (inner cam, roller, and four
plunger), two SCVs, a fuel temperature sensor and a feed pump. The four plungers are paired and are arranged in tandem. The paired plungers are arranged 180 away from each other. IN Fuel Temp. Sensor OUT
Plunger (B)
Regulator Valve
Inner Cam
SCVs
Feed Pump
SCV Roller Plunger (A)
Supply Pump Fuel Circuit

Regulator Valve
SCV Check Valve Plunger (A) Roller Delivery Valve
Feed Pump
SCV Check Valve
Inner Cam
Plunger (B)
Roller
Main Components Part 2
<<<< Operation (((( General

The ECM controls the SCV opening duration in order to regulate the fuel volume that is pumped by
the supply pump to the common-rail. Consequently, the fuel pressure in the common-rail is regulated to the target injection pressure.
(((( Suction Stroke

The plunger becomes positioned at the shorter diameter of the inner cam. When the inner cam rotates
from this position, the suction stroke starts as the plunger expands with the fuel pressure created by the feed pump. Pump Chamber Fuel Plunger Plunger Roller Inner Cam SCV ON
Inner Cam Rotation Direction
Suction Starting
Suction Ending
(((( Pumping Stroke

The plunger becomes positioned at the longer diameter of the inner cam. When the inner cam rotates
from this position, the pumping stroke starts as the plunger is pushed by the inner cam. Pump Chamber Fuel SCV OFF Fuel
Inner Cam Rotation Direction
Plunger
Suction Starting
Suction Ending
50
Main Components
51
[[[[ Outer Cam type Supply Pump (HP3 and HP4 type) <<<< Construction (((( HP3 type
The outer cam type (HP3 type) supply pump consists of an eccentric cam shaft, a ring cam, two
plungers, four check valves, an SCV, a fuel temperature sensor, and a feed pump. The two plungers are placed opposite each other outside of the ring cam. Plunger Plunger Eccentric Cam Fuel Temp. Sensor Pump
SCV
Plunger
Ring Cam

Check Valve
Plunger A
Eccentric Cam
SCV
Plunger B
Ring Cam
(((( HP4 type

The outer cam type (HP4 type) supply pump consists of an eccentric camshaft, ring cam (polygon
ring), and three plungers, an SCV, and a feed pump. Each plunger is placed outside of the ring cam.
SCV
Plunger
Inner Cam
Feed Pump Outer Cam Feed Pump

Plunger A Plunger C Inner Cam To Injector
SCV
Suction
Outer Cam Plunger B

The ECM controls the opening of the SCV in order to regulate the volume of fuel that is pumped by
the supply pump to the common-rail. Consequently, the fuel pressure in the common-rail is controlled to the target injection pressure.
52
Main Components
53
(((( SCV Opening Small

When the opening of the SCV is small, the fuel suction area is kept small, which decreases the
transferable fuel quantity.

If the plunger strokes fully, however, the suction volume becomes small due to the small suction area.
Therefore, the difference of the volume between the geometry volume and the suction volume is in the vacuum condition.
Pumping will start at the time when the fuel pressure has become higher than the common-rail
pressure. Fuel Pumping Mass Plunger TDC Cam Stroke Plunger BDC
Pumping Starting Point
SCV
Small Suction Area
(((( SCV Opening Large

When the opening of the SCV is large, the fuel suction area is kept large, which increases the
transferable fuel quantity.

If the plunger strokes fully, the suction volume will increase because the suction area is large. Pumping will start when the fuel pressure has become higher than the common-rail pressure.
Fuel Pumping Mass
Pumping Starting Point
Cam Stroke
SCV
Large Suction Area
[[[[ Flow Damper

The flow damper is provided in the fuel supply path (the rear end of the feed pump) connected to the
exhaust fuel addition injector, and incorporates a piston and a spring. The piston is operated by the fuel pressure, and opens and closes the fuel supply path.
The fuel pumped by the feed pump is supplied to the exhaust fuel addition injector flowing through
the flow damper. The built-in spring dampens the pulses that occur when the fuel is supplied. Furthermore, if the fuel is pressurized abnormally high, that fuel pressure will overcome the spring force, and as a result, the fuel supply path will be closed by the piston, shutting off the fuel to the exhaust fuel addition injector.
To Exhaust fuel addition Injector Feed Pump Piston
Supply Pump Orifice Flow Damper
Flow Damper
54
Main Components
55
222 Common-rail
The function of the common-rail is to store the fuel that has been pressurized by the supply pump. Internally, the common-rail contains a main hole and five branch holes that intersect the main hole.
Each branch hole functions as an orifice that dampens the fluctuation of the fuel pressure.
The common-rail incorporates either a pressure limiter (mechanical valve) or pressure discharge
valve (electromagnetic valve), and a fuel pressure sensor.

The pressure limiter is a mechanical valve that consists of a spring and a valve, and if the common-
rail internal fuel pressure rises abnormally high, it opens the valve to discharge the pressure.
The pressure discharge valve is an electromagnetic valve that consists of a solenoid coil, a return
spring, and a plunger. In the pressure discharge valve, the plunger opens and closes in accordance with the actuation signals from the EDU. Thus, it regulates pressure by releasing excess pressure from the common-rail. In addition, it has a pressure reduction function in case of emergency.
The regulating method for the target common-rail pressure varies depending on the fuel pressure
control valves. Target Common-rail Pressure Control Pressurizing Pressure Pressure Discharge Limiter Valve Fuel Pressure Sensor Single Double
Outline The SCV pressurizes the fuel to the target value.
The SCV pressurizes the fuel to the target value Pressurizing and and the pressure discharge valve depressurizes depressurizing the fuel when necessary.
-*
* Some engines are equipped with both a pressure discharge valve and pressure limiter.
POINT
The fuel pressure sensor has its sealing portion plastic-deformed in order to maintain the sealing
performance, so do not reuse it after disassembling.

The fuel pressure sensor and pressure discharge valve are supplied as a set with the common-rail. Do not disassemble the fuel pressure sensor and pressure discharge valve. If parts that affect the alignment have been changed, make sure to replace the pipe (Injection Pipe,
Fuel Inlet Pipe) with a new one.

For details, refer to the Repair Manual.
Common-rail with Pressure Discharge Valve

Valve Open To Fuel Tank Branch Hole
Common-rail
Pressure Limiter
Fuel Pressure Sensor Pressure Discharge Valve
Valve Open
56
Main Components
57
333 Injector
[[[[ Outline
There are 2 types of injectors; the fuel injector that injects fuel into the combustion chamber and the
exhaust fuel addition injector that injects fuel into the exhaust port.
The fuel injectors atomize the high-pressure fuel accumulated in the common-rail and inject it to the
combustion chamber at the optimum injection timing, injection counts and injection rate in accordance with the ECM signals. The injectors can be divided into 2 types; the solenoid type and piezo type in accordance with the valve opening types.
The exhaust fuel addition injectors inject the fuel into the exhaust port to raise the catalyst temperature
and conduct the exhaust emission after-treatment. They are provided on the engines with DPNR or DPF.
The fuel injectors have unique injection characteristics and the characteristics should be equalized
to improve the injection accuracy of the common-rail system. The equalization can be performed by using the compensation resistance or injector compensation value. *: Except for the 1KD-FTV engine for Japan (as of Ocotber 2008). Fuel Injector Type Solenoid Type Avensis and Land Cruiser etc. Valve opening control method Piezo Type Avensis with 2AD-FHV Exhaust Fuel Addition Injector Solenoid Type Avensis with DPNR and DPF Nozzle needle is opened by directly driving it with solenoid valve
Nozzle needle is opened Nozzle needle is opened indirectly using control indirectly using control chamber pressure control chamber pressure control using solenoid valve (2-way using 3-way valve driven by valve) piezo actuator 5 to 8 (The number changes in accordance with the engine types) 0.14 to 0.15 Compensation resistance Injector compensation value (QR Code) 3 180 10 0.128 to 0.134 Injector Compensation Value (QR Code) 5 200
Number of injection holes Injection hole diameter mm Injection characteristics compensation Corresponding injection counts Maximum injection pressure MPa
Slit 1
[[[[ Solenoid type Fuel Injector <<<< Construction

The solenoid type fuel injector is composed of the nozzle needle, piston that controls the nozzle
needle, control chamber with inflow and outflow orifice, and solenoid valve (2-way Valve) that controls inflow and outflow of the fluid into the control chamber.
Solenoid Valve
Piston
Nozzle Needle
<<<< Operations
When electrical current is applied to the solenoid coil, it pulls the solenoid valve up. The orifice to the control chamber opens, allowing the fuel to flow out. The fuel pressure in the control chamber drops. Simultaneously, fuel flows from the orifice to the bottom of the piston and raises the piston up (to
enhance response).
As a result, the piston raises the nozzle needle to inject fuel.
Solenoid Coil Solenoid Valve Fuel Piston Control Chamber Fuel
Nozzle Needle
58
Main Components
59
[[[[ Piezo type Fuel Injector <<<< Construction

The piezo type fuel injector is composed of the nozzle needle, 2 pistons that control the nozzle
needle, 3-way valve, control chamber with inflow and outflow orifice, and piezo actuator that controls inflow and outflow of the fluid into the control chamber.
The piezo actuator has an increased responsiveness than the aforementioned solenoid valve, thus
using it contributes to achieving a higher needle valve opening speed, improved injection accuracy under extremely high pressure, improved fuel atomization, multiple injection correspondence and more.
The EDU regulates the injector to decrease the injector operation voltage and speed upon receiving
a signal, that indicates idling conditions, from the ECM in order to reduce the injector operation noise while idling.
Piezo Actuator
No.1 Piston No.2 Piston Three-Way Valve
Nozzle Needle
<<<< Operations (((( During Injection

The piezo actuator is electrically charged when current is applied to it, causing the No.1 piston, No.2
piston and the three-way valve to be pushed down.

The orifice on the upper part of the three-way valve opens and the fuel in the control chamber flows
out.
The fuel pressure in the control chamber drops. As a result, the nozzle needle is pushed up due to fuel pressure, causing fuel injection.
(((( While Stopped

When current is no longer applied to the piezo actuator, it loses its electrical charge, causing the No.1
piston, No.2 piston and the three-way valve to be pushed up due to spring tension.
The orifice on the upper part of the three-way valve closes to stop fuel flow. The fuel pressure in the control chamber rises. As a result, the nozzle needle goes down, stopping fuel injection.
To Fuel Tank
Piezo Actuator
Fuel
Fuel
No.1 Piston
No.2 Piston Three-Way Valve
Control Chamber Nozzle Needle
While Stopped
During Injection
60
Main Components
61
[[[[ Exhaust Fuel Addition Injector

An exhaust fuel addition injector is installed on the No. 4 exhaust port of the cylinder head. This
injector supplies additional fuel into the No. 4 exhaust port for the purpose of realizing exhaust fuel enrichment (in order to reduce NOx), to help create and maintain the proper catalyst temperature for the purpose of PM recovery and sulfur poison recovery (only for the engines with DPNR).
The exhaust fuel addition injector is composed of a needle valve body with a slit shaped injection
hole and a solenoid coil that drives the needle valve, and injects the fuel in the fan shaped pattern as shown.
Solenoid Coil
Slit Shaped Injection Hole
Needle Valve Needle Valve Body
View from A
444 Catalytic Converter

[[[[ Outline
The catalytic converter is an exhaust gas after-treatment system that removes harmful substances
such as CO, HC, NOx and PM in exhaust emissions, conducts storage and reduction of NOx and trapping and recovery of PM.
For diesel engines, the oxidation catalyst that purifies CO and HC is generally used, and for some
engines, the DPF catalyst, NSR catalyst or DPNR catalyst that can purify PM and NOx is used. Diesel Purifying Methods and Purified Pollutants CO HC NOx PM Oxidation Catalyst DPF DPF Catalyst NSR Catalyst DPNR DPNR Catalyst Gasoline 3-way Catalyst
Oxidation Reduction Storage Trapping Recovery
[[[[ Oxidation Catalyst

The oxidation catalyst is a catalytic converter that purifies CO and HC in the exhaust emissions,
converting them to CO2 and HC by oxidation. The catalyst is only active when there is enough oxygen.
CO + O2 = CO2 HC + O2 = CO2 + H2O
62
Main Components
63
[[[[ DPF
The DPF catalyst is a catalytic converter with an oxidation catalyst supported by a porous ceramic
structure. The porous ceramic structure traps PM and the oxidation catalyst purifies CO and HC. Trapped PM is catalytically oxidized under the high catalyst temperature conditions.
Exhaust Gas Filter Oxidation Catalyst DPF Catalyst
[[[[ DPNR
The NSR catalyst and DPNR catalyst integrated catalytic converter is used for the DPNR. The NSR catalyst purifies NOx by storage and reduction of NOx and it is composed by the ceramic
structure and the attached NOx storage layer.

The DPNR catalyst traps PM by the porous ceramic structure and purifies NOx by storage and
reduction of NOx using the NOx storage layer attached to the structure.
NOx is stored under lean air/fuel ratio conditions, released from the catalyst and then reduced to N2
under rich air/fuel ratio conditions. PM is oxidized under low temperature condition by active oxygen released from the catalyst at the time NOx is stored or released.
Exhaust Gas
Exhaust Gas
NOx Storage Layers

NOx
Pt
NSR Catalyst PM DPNR Catalyst
NOx
NOx Storage Layers
NOx
Pt
NOx
NOx Storage Layers
Pt
PM
Sensors Part 2 Common-rail Diesel Engine
4 6Sensors
111 Mass Air Flow Meter
[[[[ Description
The mass air flow meter measures the intake air amount via a platinum hot wire (heater) by passing
air through the sensor.

When the intake air amount changes, the bridge circuit for the platinum hot wire (heater) regulates the
current flowing through the hot wire (heater) according to the feedback control in order to maintain the temperature difference between the temperature sensor and the hot wire (heater) at a constant level. The current flowing through the hot wire (heater) is converted into voltage, and then output to the ECM. The ECM calculates the air intake of an engine based on the predetermined relationship between the output voltage and voltage flow of the mass air flow meter.
The ECM uses the output value from the mass air flow meter in the fuel injection volume control and
the EGR control.

The air flow meter has a built-in atmospheric temperature sensor.
Temperature Sensing Element
Air Flow Hot-Wire Element
64
Sensors
65
[[[[ Circuit <<<< Mass Air Flow Meter Circuit

12 V Temperature Sensor
Platinum Hot Wire Output Circuit VG
ADC
EVG E1 Microprocessor
Mass Air Flow Meter
ECM
<<<< Terminal Voltage

Terminal Voltage Problem Condition +B Sensor power source (Sensor terminal) Same as battery voltage Below 1.5 V Same as battery voltage Same as battery voltage Same as battery voltage VG EVG Sensor output (ECM Sensor ground (ECM terminal) terminal) Depends on 0V 0V 0V 9 V or more 0V 0V 0V 0V 0V Value on Data List (MAF)
Normal (IG ON) +B open VG open VG short EVG open
Depends on 0.5 g/sec less 0.5 g/sec less 0.5 g/sec less 200 g/sec over
Sensors Part 2
[[[[ Character
5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 0 20 40 60 80 100 Flow rate (g/sec) 120 140 160 180
TIP
On new Avensis AD series engines, the output voltage is converted into output frequency by a frequency conversion circuit inside the mass air flow meter and transmitted to the ECM. By converting the mass air flow meter output into frequency (frequency range between 250 to 11,000 Hz), a more accurate intake air amount value can be gained because the value is then less likely to be affected by the differences between resistance of the individual circuits including the wire harnesses.
10000 Output frequency (Hz) 0
Intake air flow amount (g/s)
1000
[[[[ Related Engine Control

Controls in which the sensor is used Fuel Injection Volume Control EGR Control
66
Sensors
67
222 Manifold Absolute Pressure Sensor (Turbo Pressure Sensor)

[[[[ Description
The manifold absolute pressure sensor, which outputs changes in the pressure applied to the built-in
silicon chip as electric signals, detects the intake manifold pressure.

As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the silicon chip
resistance value varies with the changes in the intake manifold pressure. The resistance is output to the ECM after being converted to voltage by the IC built into the sensor. This signal is input into the microprocessor after being digitally converted by the ADC in the ECM.
The manifold absolute pressure sensor detects the absolute pressure, thus the value does not change
depending on the climate or place.

The ECM uses the value output from the manifold absolute pressure sensor for the fuel injection
volume control and fuel injection timing control.
Sensor Unit
[[[[ Circuit <<<< Manifold Absolute Pressure Sensor Circuit

Manifold Absolute Pressure Sensor VCPM 5V Constant Voltage Circuit ADC
IC
PIM
EPIM Silicon Chip Intake Manifold Pressure E1
Microprocessor
ECM
Sensors Part 2

ECM Terminal Voltage Problem Condition VCPM Sensor power source 5V 5V 0V 5V 5V 5V PIM Sensor output Depends on 0.5 V or less 0V 5V 0V 5V EPIM Sensor ground 0V 0V 0V 0V 0V 0V Value on Data List (MAP) Same value as the actual atmospheric pressure 40 kPa or more or less No communication with ECM (ECM processor down) 250 kPa or more 30 kPa or less 250 kPa or more
Normal (IG ON) VCPM open VCPM short PIM open PIM short EPIM open
[[[[ Character
5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 0 40 80 120 160 Pressure (kPa) 200 240 280 320

Controls in which the sensor is used Fuel Injection Volume Control Fuel Injection Timing Control EGR Control
Intelligent Tester usage

The manifold absolute pressure sensor output can be checked easily by the data list functions of
the intelligent tester. When the manifold absolute pressure and the atmospheric pressure values are nearly the same with the ignition switch in the on position and the engine stopped, it can be determined that the manifold absolute pressure sensor and the atmospheric pressure sensor work normally. If there is a difference of 8 kPa or more, compare the values to the atmospheric pressure for that day. The sensor whose deviation is the greatest is malfunctioning.
Standard atmospheric pressure is 101 kPa. For every 100 m increase in altitude, pressure drops by 1
kPa. Varies by weather.
68
Sensors
69
333 Engine Coolant Temperature Sensor

[[[[ Description
The engine coolant temperature sensor has a built-in thermistor that changes its resistance value
corresponding to the temperature in order to detect the engine coolant temperature. The lower the coolant temperature is, the more the thermistor resistance value increases. Similarly, the higher the coolant temperature is, the more the thermistor resistance value decreases.
As 5 V from the ECM constant-voltage power supply circuit is applied through the resistance R to the
sensor, the voltage of the signal terminal varies with the changes in the resistance value of the sensor. This signal is input into the microprocessor after being digitally converted by the ADC in the ECM.
The ECM uses the value output from the engine coolant temperature sensor for the fuel injection
volume control, fuel injection timing control and cooling fan control.
Thermistor
Radiator coolant temperature sensor
TIP
The radiator coolant temperature sensor detects the engine coolant temperature around the radiator.
The sensor structure, operation and wire connection to the ECM are the same as those of the sensor attached to the engine. The output signal of the sensor is mainly used for drive control of the cooling fan, and the ECM controls the cooling fan motor in accordance with the coolant temperature around the radiator.
The ECM terminal voltage (RTHW, E2) in the radiator coolant temperature sensor circuit and the data
displayed on the Data List (Radiator Coolant Temp.) have the almost same characteristics as those of the engine coolant temperature sensor.
In a vehicle equipped with the radiator coolant temperature sensor, the cooling fan motor is controlled
in accordance with the signal output from the radiator coolant temperature. Therefore, it is not affected by the signal output from the engine coolant temperature sensor.
Sensors Part 2
[[[[ Circuit <<<< Engine Coolant Temperature Sensor Circuit

5V Constant Voltage Circuit R THW ADC
ETHW Engine Coolant Temperature Sensor E1
Microprocessor
ECM

ECM Terminal Voltage Problem Condition Normal (IG ON) THW open THW short E2 open THW Sensor output Depends ON 5V 0V 5V ETHW Sensor ground 0V 0V 0V 0V Value on Data List (Coolant Temp) Depends ON -40 C 140 C -40 C
[[[[ Character
5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Temperature (C)
70
Sensors
71

Controls in which the sensor is used Fuel Injection Volume Control Fuel Injection Timing Control Cooling Fan Control (Only for vehicle with ECM controlled electric cooling fan)

The engine coolant temperature sensor output can be checked easily by the data list functions of
the intelligent tester. After a long soak, the fuel temperature, the intake air temperature and the engine coolant temperature become approximately equal to the actual ambient temperature. From this characteristic, when the value displayed on the data list is very different from the actual ambient temperature, there may be a malfunction in the system circuit.
Sensors Part 2
444 Intake Air Temperature Sensor

[[[[ Description
The intake air temperature sensor has a built-in thermistor that changes resistance value
corresponding to the temperature to detect the intake air temperature. The lower the intake air temperature is, the higher the thermistor resistance becomes, and the higher the intake air temperature is, the lower the thermistor resistance becomes.
There are three types of intake air temperature sensors; the first one has a built-in mass air flow meter
and detects the temperature of the intake air around the engine air inlet port, the second one has no built-in sensor and detects the intake air temperature around the engine air inlet port, and the last one has also no built-in sensor but is fitted behind the turbocharger (intercooler).
The ECM uses the value output from the intake air temperature sensor for the fuel injection volume
control, fuel injection timing control and EGR control.
Intake Air Temperature Sensor (Built-in Mass Air Flow Meter)
Intercooler Air Filter
Thermistor
Intake Air Temperature Sensor
Intake Air Temperature Sensor
Turbo charger
Thermistor
Thermistor
72
Sensors
73
[[[[ Circuit <<<< Intake Air Temperature Sensor Circuit

5V Constant Voltage Circuit THA Intake Air Temperature Sensor (Air Inlet Port) THIA Intake Air Temperature Sensor (Behind-Turbocharger) ADC Microprocessor
ETHI ETHA E1 ECM
Intake air temperature around air inlet port

Problem Condition Normal (IG ON) THA open THA short ETHA open THA Sensor output Depends ON 5V 0V 5V
ECM Terminal Voltage ETHA Sensor ground 0V 0V 0V 0V
Value on Data List (Intake Air) (Intake Air Temp (turbo)) Depends ON -40 C 140 C -40 C
Intake air temperature behind turbocharger

Problem Condition Normal (IG ON) THIA open THIA short ETHI open THIA Sensor output Depends ON 5V 0V 5V
ECM Terminal Voltage ETHI Sensor ground 0V 0V 0V 0V
Value on Data List (Intake Air) (Intake Air Temp (turbo)) Depends ON -40 C 140 C or more -40 C
Sensors Part 2
[[[[ Character
5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Temperature (C)


The intake air temperature sensor output can be checked easily by the data list functions of the
intelligent tester. After a long soak, the fuel temperature, the intake air temperature and the engine coolant temperature become approximately equal to the actual ambient temperature. From this characteristic, when the value displayed on the data list is very different from the actual ambient temperature, there may be a malfunction in the system circuit.
74
Sensors
75
555 Fuel Temperature Sensor

[[[[ Description
The fuel temperature sensor has a built-in thermistor that changes its resistance value corresponding
to the temperature in order to detect the fuel temperature. The lower the fuel temperature is, the more the thermistor resistance value increases. Similarly, the higher the fuel temperature is, the more the thermistor resistance value decreases.
The ECM uses the value output from the fuel temperature sensor for the fuel injection volume control,
fuel injection timing control and fuel pressure control.
Fuel Temperature Sensor
Thermistor
Sensors Part 2
[[[[ Circuit <<<< Fuel Temperature Sensor Circuit

5V Constant Voltage Circuit THF
ADC
ETHF Fuel Temperature Sensor E1
Microprocessor
ECM

ECM Terminal Voltage Problem Condition Normal (IG ON) THF open THF short ETHF open THF Sensor output Depends ON 5V 0V 5V ETHF Sensor ground 0V 0V 0V 0V Value on Data List (Fuel Temp) Depends ON -40 C 140 C -40 C
[[[[ Character
5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Temperature (C)
76
Sensors
77

Controls in which the sensor is used Fuel Injection Volume Control Fuel Injection Timing Control Fuel Pressure Control

The fuel temperature sensor output can be checked easily by the data list functions of the intelligent
tester. After a long soak, the fuel temperature, the intake air temperature and the engine coolant temperature become approximately equal to the actual ambient temperature. From this characteristic, when the value displayed on the data list is very different from the actual ambient temperature, there may be a malfunction in the system circuit.
Sensors Part 2
666 Atmosphere Pressure Sensor

[[[[ Description
The atmosphere pressure sensor, which outputs changes in the pressure applied to the built-in silicon
chip as electric signals, detects the atmospheric pressure.

There are 2 types of atmosphere pressure sensors; an ECM built-in type and a combination type
that measures the intake manifold pressure and atmospheric pressure separately using the manifold absolute pressure sensor (turbo pressure sensor).
5 V from the ECM constant-voltage power supply circuit is applied to the sensor, and the silicon
chip resistance varies with the change in the atmospheric pressure. The resistance is output to the ECM after being converted to voltage by the IC built into the sensor. This signal is input into the microprocessor after being digitally converted by the ADC in the ECM.
The ECM uses the value output from the atmosphere pressure sensor for the fuel injection volume
control, fuel injection timing control and EGR control.
Atmosphere Pressure Sensor (ECM Built-in Type)
Atmosphere Pressure Sensor (Combination Type)
Sensor Unit
78
Sensors
79
[[[[ Circuit <<<< Atmosphere Pressure Sensor Circuit
ECM built-in Type
5V Constant Voltage Circuit Silicon Chip IC
ADC
Microprocessor Atmosphere Pressure Sensor ECM
Combination Type
VC ADC PIM E2 Manifold Absolute Pressure Sensor PA VSV Drive Circuit 5V Constant Voltage Circuit ADC Microprocessor
MAIN
12 V MREL E1
Battery
ECM
Sensors Part 2
<<<< Terminal Voltage (Combination type)

ECM Terminal Voltage Problem Condition VC Sensor power source 5V 5V 0V 5V 5V 5V PIM Sensor output Depends on 5V 0V 5V 0V 5V E2 Sensor ground 0V 0V 0V 0V 0V 5V Value on Data List Same value as the actual atmospheric pressure 250 kPa or more No communication with ECM (ECM Processor down) 250 kPa or more 0 kPa 250 kPa or more
Normal (IG ON) VC open VC short PIM open PIM short E2 open
TIP
Perform the inspection using DTCs or the data list functions of the intelligent tester as the ECM built-in type cannot measure the terminal voltage.
[[[[ Character
5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 0 40 80 120 160 200 240 280
Pressure (kPa)
80
Sensors
81
Part 2
TIP
Measurement switch conditions of the combination type Ambient pressure measurement conditions: (1) 0 rpm engine speed (2) Starter ON (3) Stable engine idling (Measures the atmospheric pressure for a predetermined time when one of the above conditions is met.) Intake manifold pressure Measurement conditions(Measures the intake manifold pressure when none of the above measurement conditions are met.)


ECM built-in type atmospheric pressure sensor output can be checked easily by the data list
functions of the intelligent tester. When the manifold absolute pressure and the atmospheric pressure values are nearly the same with the ignition switch in the on position and the engine stopped, it can be determined that the manifold absolute pressure sensor and the atmospheric pressure sensor work normally. If there is a difference of 8 kPa or more, compare the values to the atmospheric pressure for that day. The sensor whose deviation is the greatest is malfunctioning.
Standard atmospheric pressure is 101 kPa. For every 100 m increase in altitude, pressure drops by 1
kPa. Varies by weather.
Sensors Part 2
TOPICS
Relationship between Atmospheric Pressure and Altitude
In our daily lives, we do not feel the weight of air. However, since it is mass, air has weight. A mass volume of air weighs about 1 kg per 1 cm2 around sea level. This is called atmospheric pressure. Namely, atmospheric pressure = the pressure caused by the weight of air. The standard unit of atmospheric pressure is hPa* (hectopascal), and the standard atmospheric pressure (1 atmospheric pressure) equals 1013.25 hPa. If translated into a unit available on the intelligent tester, it is about 101 kPa. * 1hPa = 100Pa =0.1 kPa Next, we will talk about the relationship between atmospheric pressure and altitude. As explained above, atmospheric pressure is the weight of air. This may prompt you to think: If we go up to a higher location, we have less air pushing down from above, and therefore the atmospheric pressure becomes lower. Thats right. As illustrated below, the higher in altitude we go, the lower the atmospheric pressure we have. At up to an altitude of 3000 m, atmospheric pressure decreases by 1 kPa / 0.145 psi (0.01 atmospheric pressure) every 100 m higher we go.
5000 m (55 kPa)
0.5 atmospheric pressure 0.7 atmospheric pressure
3000 m (70 kPa)
0m (101 kPa)
1 atmospheric pressure
Relationship between Altitude and Atmospheric Pressure 120 Atmospheric Pressure (kPa) 100 80 60 40 20 0 0 1000 2000 3000 4000 5000 101 90 80
70
62 55
Altitude (m) Relationship between Altitude Atmospheric Pressure
82
Sensors
83
777 Fuel Pressure Sensor

[[[[ Description
The fuel pressure sensor, which outputs changes in the pressure applied to the built-in silicon chip as
electric signals, detects the fuel pressure in the common-rail.

Fuel pressure sensors can be classified into 2 different types; a single element type that has one
sensor circuit and a twin element type that has 2 sensor circuits.
As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the silicon chip
resistance value varies with the changes in the fuel pressure. This resistance value is output to the ECM after being converted to voltage by the IC built in the sensor. This signal is input into the microprocessor after being digitally converted by the ADC in the ECM.
The ECM uses the value output from the fuel pressure sensor for the fuel injection volume control and
fuel pressure control. Single Element Type
Twin Element Type Fuel Pressure Sensor
TIP
The twin element type sensor, which has higher reliability compared to the single element type, is provided on common rails which are not equipped with the pressure limiter. (The higher output control value is used.)
Sensors Part 2
[[[[ Circuit <<<< Fuel Pressure Sensor Circuit
Single Element Type
VC
5V Constant Voltage Circuit
IC
PCR E2 E1
ADC
Microprocessor
Fuel Pressure Sensor
Twin Element Type
ECM ECM VCM IC PCR1 E2M VCS IC PCR2 E2S E1 ADC Microprocessor 5V Constant Voltage Circuit
Single element type

Problem Condition
ECM Terminal Voltage PCR Sensor output Depends on 5V 0V 5V 0V 5V E2 Sensor ground 0V 0V 0V 0V 0V 5V Value on Data List (Fuel Press) Same value as the actual fuel pressure 200000 kPa or more No communication with ECM (ECM processor down) 200000 kPa or more 0 kPa 200000 kPa or more
VC Sensor power source 5V 5V 0V 5V 5V 5V
Normal (IG ON) VC open VC short PCR open PCR short E2 open
84
Sensors
85
Twin element type (PCR1 system)

Problem Condition VCM Sensor power source 5V 5V 0V 5V 5V 5V
ECM Terminal Voltage PCR1 Sensor output Depends on 0V 0V 5V 0V 5V E2M Sensor ground 0V 0V 0V 0V 0V 0V Value on Data List (Fuel Press) Same value as the actual fuel pressure No communication with ECM (ECM processor down) No communication with ECM (ECM processor down) 200000 kPa or more 0 kPa 200000 kPa or more
Normal (IG ON) VCM open VCM short PCR1 open PCR1 short E2M open
Twin element type (PCR2 system)

Problem Condition VCS Sensor power source 5V 5V 0V 5V 5V 5V
ECM Terminal Voltage PCR2 Sensor output Depends on 0V 0V 5V 0V 5V E2S Sensor ground 0V 0V 0V 0V 0V 0V Value on Data List (Common Rail Press Sens 2) Same value as the actual fuel pressure No communication with ECM (ECM processor down) No communication with ECM (ECM processor down) 200000 kPa or more 0 kPa 200000 kPa or more
Normal (IG ON) VCS open VCS short PCR2 open PCR2 short E2S open
When there are any problems in either of the PCR1 or the PCR2 system fuel pressure signal circuit, the ECM controls the engine using the fuel signal which has no errors. When any signal error is detected in the single element type fuel pressure sensor, the normal value before error detection (fixed value) will be used to continue the control.
Sensors Part 2
[[[[ Character
Single element type

5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 0 30 60 90 120 150 180 210
Pressure (MPa)
Twin element type

5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 0
Main Sub
30
60
90
120
150
180
210
Pressure (kPa)

Controls in which the sensor is used Fuel Injection Volume Control Fuel Pressure Control
86
Sensors
87
888 Crankshaft Position Sensor

[[[[ Description
The crankshaft position sensor has a built-in pick-up coil and generates a pulse when the timing rotor
which is attached to the crankshaft rotates and passes through the sensor.
The air gap between the projecting portions on the timing rotor and the crankshaft position sensor
varies upon the rotation of the timing rotor. This increases and decreases the magnetic flux passing through the pick-up coil, generating the electromotive force on the coil. The generated voltage flows in one direction when the projecting portions on the timing rotor come close to the crankshaft position sensor, whereas it flows in the opposite direction when the projecting portions on the timing rotor come away from the coil. The generated pulses are converted into rectangular waves by the input circuit in the ECM, thus generating the AC voltage.
The timing rotor has 34 teeth (arranged at 10 degree intervals) and 2 of them are chipped. The ECM detects the crankshaft angle (top dead center point), cylinder number and engine speed in
accordance with the pulse (Ne signal) from the crankshaft position sensor and the pulse (G signal) from the camshaft position sensor.
Timing Rotor
34 Pulse/360 CA 34 Pulse/360 CA
34 Pulse/360 CA 2 Teeth Missing
Crankshaft Position Sensor
720 CA G Signal 360 CA 360 CA
Ne Signal
Sensors Part 2
[[[[ Circuit <<<< Crankshaft Position Sensor Circuit

NE+ Crankshaft Position Sensor NEMicroprocessor
Waveform Shaping IC
Timing Rotor
ECM

When the engine starts. When the engine stops.
Ne + Open (Short) Open
Ne - Open Open
88
Sensors
89
[[[[ Character
The ECM input circuit converts changes in the sensor electromotive force into rectangular waves
and input them into the microprocessor, with the predetermined standard voltage (trigger level) set as the switching start point. Therefore, the ECM judges that the engine speed is 0rpm when the electromotive force (sensor output pulse) does not reach the standard voltage.
Reference Voltage Reference Voltage Converted Rectangular Wave
Low to Mid rpm approx. 30 mV
Mid to High rpm approx. 30 mV
10 CA
10
15 360 CA
20
25
30
34

Controls in which the sensor is used
Sensors Part 2
999 Camshaft Position Sensor

[[[[ Description
The crankshaft position sensor has a built-in pick-up coil and generates a pulse when the timing
sprocket/timing pulley rotates and passes through the camshaft position sensor.
The air gap between the projecting portions on the outer circumference of the camshaft timing
sprocket/timing pulley and the camshaft position sensor varies when the camshaft timing sprocket/ timing pulley rotates. This increases and decreases the magnetic flux passing through the pickup coil, generating the electromotive force on the coil. The generated voltage flows in one direction when the projecting portions come close to the pick-up coil, whereas it flows in the opposite direction when the projecting portions come away from the coil, thus generating the AC voltage. The generated pulses are converted into rectangular waves by the input circuit in the ECM.
There are 2 types of projecting portions arranged on the outer circumference of the timing sprocket
and the timing pulley: 1-tooth type and 5-teeth type.

The ECM detects the crankshaft angle (upper dead center point) and cylinder number in accordance
with the pulse (G signal) from the camshaft positioning sensor and the pulse (Ne signal) from the crankshaft position sensor. 1-Tooth Type 1 Pulse/720 CA
1 Pulse/720 CA
Camshaft Position Sensor
5-Teeth Type 5 Pulse/720 CA

180 CA 180 CA 180 CA
5 Pulse/720 CA Camshaft Position Sensor 720 CA G Signal (1-Tooth Type)
G Signal (5-Teeth Type)
180 CA
180 CA
180 CA
Ne Signal 360 CA 360 CA
90
Sensors
91
Part 2
[[[[ Circuit <<<< Camshaft Position Sensor Circuit

G+ Crankshaft Position Sensor G1-Tooth Microprocessor
Waveform Shaping IC
Timing Rotor
ECM
Timing Rotor
5-Teeth

G+ Open (Short) Open G- Open Open
Sensors Part 2
[[[[ Character
The ECM input circuit converts the changes in the sensor electromotive force into rectangular waves
and inputs them into the microprocessor, with the predetermined standard voltage (trigger level) set as a switching start point. Therefore, the ECM judges that the camshaft is not rotating if the sensor electromotive force (sensor output pulse) does not reach the standard voltage value.
Reference Voltage Reference Voltage Converted Rectangular Wave
Low to Mid rpm approx. 300 mV
Mid to High rpm approx. 650 mV
1-Tooth Type 720 CA
5-Teeth Type 180 CA 180 CA 720 CA 180 CA

Controls in which the sensor is used
92
Sensors
93
1111 Accelerator Pedal Position Sensor

[[[[ Description
The accelerator pedal position sensor detects the accelerator pedal opening degree using the hall IC,
which can retrieve the magnetic field strength as electric signals using the hall effect.
As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the magnetic field
angle for the applied current flow inside the hall IC varies in accordance with the accelerator pedal depression amount, therefore, the applied current and the vertical magnetic field strength vary. Thus, the changes in the voltage generated perpendicular to the applied current and the magnetic field are sent to the ECM as accelerator pedal depression amount signals.
The accelerator pedal position sensor has 2 types of circuits with different characteristics, and the
ECM detects the actual degree of the accelerator pedal and the accelerator pedal position sensor errors. This allows the detection of the degree of the accelerator pedal depression using signals from the working sensor, if either sensor malfunctions.
The ECM uses the output value from the accelerator pedal position sensor for the fuel injection
volume control.
Hall IC
Hall IC
Magnet
Magnet
Sensors Part 2
TIP
The accelerator pedal position sensor is composed of the moving contact and the resistive element,
and the output voltage varies depending on the accelerator pedal opening degree.
As 5V from the ECM constant-voltage power supply circuit is connected through the variable
resistance of the sensor and resistance R, the voltage of the signal terminal varies in accordance with the sensor resistance value.
The accelerator pedal position sensor has 2 types of circuits with different characteristics, and the
ECM reads the detected actual degree of the accelerator pedal and the accelerator pedal position sensor errors. This allows the detection of the degree of the accelerator pedal even if either sensor malfunctions.
The ECM uses the output value from the accelerator pedal position sensor for the fuel injection volume
control. Accelerator Pedal Position Sensor (Contact Type)
Segment
Rotor
94
Sensors
95
[[[[ Circuit <<<< Accelerator Pedal Position Sensor Circuit

VCPA Magnet VPA EPA Hall IC No.1 ADC Hall IC No.2 VCP2 VPA2 EPA2 Microprocessor 5V 5V Constant Voltage Circuit
Magnet Accelerator Pedal Position Sensor
E1 ECM
Sensor 1
ECM Terminal Voltage VCPA Sensor power source 5V 5V 0V 5V 5V 5V VPA Sensor output Depends on 0V 0V 0V 0V 5V EPA Sensor ground 0V 0V 0V 0V 0V 0V Value on Data List (Accel Sensor Out No.1) Depends on 0 to 0.2 V No communication with ECM (ECM processor down) 0 to 0.2 V 0 to 0.2 V 4.5 to 5.0 V
Problem Condition Normal (IG ON) VCPA open VCPA short VPA open VPA short EPA open
Sensors Part 2
Sensor 2
Problem Condition Normal (IG ON) VCP2 open VCP2 short VPA2 open VPA2 short EPA2 open
ECM Terminal Voltage VCP2 Sensor power source 5V 5V 0V 5V 5V 5V VPA2 Sensor output Depends on 0V 0V 0V 0V 5V EPA2 Sensor ground 0V 0V 0V 0V 0V 0V Value on Data List (Accel Sensor Out No.2) Depends on 0 to 0.2 V No communication with ECM (ECM processor down) 0 to 0.2 V 0 to 0.2 V 4.5 to 5.0 V
[[[[ Character
The sensor voltage varies linearly and the difference between the voltages of the sensors 1 and 2
remains constant. Therefore, if an error occurs in either sensor, it can be detected. VPA VPA2 5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0.0 0 5 10 15 20
Fully Close Accelerator Pedal Opening Angle ()
Fully Open
96
Sensors
97

Controls in which the sensor is used Fuel Injection Volume Control
Throttle Position Sensor Data (ALE20 with 2AD-FHV)

: Axel Position : Accelerator Position No.1 : Accelerator Position No.2
Sensors Part 2
1111 Throttle Position Sensor

[[[[ Description
The throttle position sensor is composed of the hall IC and magnets, in which the magnetic field
changes depending on the opening degree of the throttle valve, thus detecting the opening degree of the diesel throttle valve.
As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the magnetic
field for the applied current flow inside the hall IC varies in accordance with the throttle valve opening degree, therefore, the applied current and the vertical magnetic field strength vary. Thus, the changes in the voltage generated perpendicular to the applied current and the magnetic field are sent to the ECM as the throttle valve opening degree signals.
The ECM uses the value output from the throttle position sensor for the fuel injection volume control,
fuel injection timing control and EGR control.
Magnet Throttle Position Sensor Hall IC
TIP
A new Avensis AD series engine has a DC motor type diesel throttle, and a throttle position sensor composed of the hall IC and magnets are used. Hall IC
Magnet
98
Sensors
99
[[[[ Circuit <<<< Throttle Position Sensor Circuit

Magnet VCVL 5V Constant Voltage Circuit
Hall IC
VLU
ADC
EVLU E1 Throttle Position Sensor
Microprocessor
ECM

ECM Terminal Voltage Problem Condition Normal (IG ON) VCVL open VCVL short VLU open VLU short EVLU open VCVL Sensor power source 5V 5V 0V 5V 5V 5V VLV Sensor output Depends on 0V 0V 0V 0V 5V EVLV Sensor ground 0V 0V 0V 0V 0V 0V Value on Data List (Throttle Sensor Volt %) Depends on 0% No communication with ECM (ECM processor down) 0% 0% Approximately 100 %
Sensors Part 2
[[[[ Character
Voltage (V) Actual Throttle Position Throttle Pos. Sensor Outpu
Accelerator Pedal Opening Angle
Close
Open
3.5
0.7 0 14 70.1 Intelligent Tester Display 100

100
Sensors
101
Part 2
Throttle Position Sensor Data (ALE20 with 2AD-FHV)

: Throttle Position Sensor Output : Actual Throttle Position Diesel throttle valve closing direction
Diesel throttle valve opening direction * The throttle position sensor output and the actual throttle position values are always opposite when they are output.
Learning of fully closed diesel throttle valve position

valve is fully closed (when the ignition switch is off).
The ECM performs the learning of fully closed diesel throttle valve position when the diesel throttle Learning of the fully closed position can be checked by the 2 data list items, Diesel Throttle Learn
Status and Diesel Throttle Learning Val, by the data list function of an intelligent tester.
The ECM performs the learning of the fully closed diesel throttle valve position, with the diesel
throttle valve opening degree value when the diesel throttle valve is fully closed set as the Diesel Throttle Learning Val. When the opening degree value is within the reference values (between 14.25 and 21.25 deg.), the ECM determines that the Diesel Throttle Learn Status is OK and normally terminates the learning of the fully closed diesel throttle valve position. When the opening degree is outside the reference values, the ECM terminates the learning of the fully close diesel throttle valve position and determines that the Diesel Throttle Learn Status is FAIL, with the fully closed diesel throttle valve at the default value of 21.25 degrees.
Sensors Part 2
1111 Throttle Valve Fully Opened Switch

[[[[ Description
The throttle valve fully opened switch is installed in the step motor type throttle body and the throttle
valve fully open position is detected using the ON/OFF contact.

The ECM uses the output value from the throttle valve fully opened switch for the EGR control.
Throttle Valve Fully Opened Switch
[[[[ Circuit <<<< Throttle Valve Fully Opened Switch Circuit

12 V
THOP Throttle Valve Fully Open Switch
Interface
Microprocessor
ECM

ECM Terminal Voltage Problem Condition Normal (Engine running, accelerator pedal fully depressed) Normal (Idling) THOP open THOP short Throttle valve stuck (Stuck at fully opened position) Throttle valve stuck THOP Switch Output 0V 5V 5V 0V 0V 5V Value on Data List (Throttle Open Switch)
ON OFF Remains OFF Remains ON Remains ON Remains OFF
102
Sensors
103
[[[[ Character
(Throttle Valve) Near Fully Open Switch ON
Near Fully Closed Large Small (Step Motor)
No. of Step

Controls in which the sensor is used EGR Control
Sensors Part 2
1111 Nozzle Vane Position Sensor

[[[[ Description
The nozzle vane position sensor is used on a DC motor type of the variable nozzle vane turbocharger. The nozzle vane position sensor is composed of the hall IC and the magnets, in which the magnetic
field changes depending on the opening degree of the movable nozzle connected to the DC motor, thus detecting the opening degree of the movable nozzle.
As 5 V from the turbo motor driver constant-voltage power supply circuit is applied to the sensor, the
applied current inside the hall IC and the vertical magnetic field strength vary in accordance with the variable nozzle opening degree after the DC motor is started. Thus, the changes in the voltage generated perpendicular to the applied current and the magnetic field are sent to the turbo motor driver as the variable nozzle opening degree signals.
There are 2 types of nozzle vane position sensor: single signal output and twin signal output
types. The dual signal output type sensor has 2 types of circuits with different characteristics, and detects the actual opening degree of the movable nozzle and even any nozzle vane position sensor malfunctions. This allows the detection of the opening degree of the movable nozzle if either sensor has a malfunction.
The ECM uses the value output from the nozzle vane position sensor and the turbo motor driver for
the turbocharger control. Hall IC
Magnet Nozzle Vane Position Sensor
104
Sensors
105
[[[[ Circuit <<<< Nozzle Vane Position Sensor Circuit
Single signal output type

Magnet
VNVC
Hall IC
VTA1
ADC
VNE2 GND Nozzle Vane Position Sensor
Microprocessor
Twin signal output type

Magnet
Turbo Motor Driver
VNVC VTA1 Hall IC No.1 VNE2 VCS VTA2 ES2 GND Magnet Nozzle Vane Position Sensor
ADC
Microprocessor
Hall IC No.2
Turbo Motor Driver
Sensors Part 2
Sensor 1 (single signal output type or twin signal output type)

Problem Condition Normal (Idling) VNVC open VNVC short VTA1 open VTA1 short VNE2 open VNVC Sensor power source 5V 5V 0V (driver down) 5V 5V 5V
Turbo Motor Driver Terminal Voltage VTA1 Sensor output Depends on 0V 0V (driver down) 0V 0V 5V VNE2 Sensor ground 0V 0V 0V (driver down) 0V 0V 0V
Sensor 2 (Twin signal output type)

Problem Condition Normal (Idling) VCS open VCS short VTA2 open VTA2 short E2S open 5V 5V 0V (driver down) 5V 5V 5V
Turbo Motor Driver Terminal Voltage VTA2 Sensor output Depends on 0V 0V (driver down) 0V 0V 5V E2S Sensor ground 0V 0V 0V (driver down) 0V 0V 0V
VCS Sensor power source
[[[[ Character
4.5
Voltage (V) 0.5
Closed Nozzle Vane Position
Opened
106
Sensors
107

Controls in which the sensor is used Turbocharger Control

The variable nozzle vane turbo opening degree and indicating value can be displayed on the
intelligent tester. However, the actual angle value cannot be displayed on it.
To control the nozzle vane position, the turbo motor driver renders the contact position of the linkage
with the full-close stopper (thus fully closing the nozzle vane) as the zero point for the nozzle vane position sensor.
Sensors Part 2
1111 EGR Valve Position Sensor

[[[[ Description
The EGR valve position sensor is composed of a movable contact point and a resistive element, and
the output voltage varies depending on the EGR valve opening degree.
As 5 V from the ECM constant-voltage power supply circuit is connected through the variable
resistance of the sensor and resistance R, the voltage of the signal terminal varies in accordance with the sensor resistance value.
The ECM uses the value output from the EGR valve position sensor for the EGR control.
EGR Valve
EGR Valve Position Sensor
TIP
The EGR valve position sensor is composed of the hall IC and magnets, in which the magnetic field
varies depending on the opening degree of the EGR valve, thus detecting the EGR valve lift amount.
5V from the ECM constant voltage power supply circuit is applied to the sensor. The gap between the
magnets and the hall IC in the EGR valve position sensor changes in accordance with the EGR valve lift amount, and at the same time, the magnetic field strength (voltage) varies. This magnetic change is output to the ECM after being converted to electronic signals.
The ECM uses the value output from the EGR valve position sensor for the EGR control.
EGR Valve
108
Sensors
Voltage (V)
Intelligent Tester Display 0% 100 %
109
[[[[ Circuit <<<< EGR Valve Position Sensor Circuit
VCEG
EGLS
ADC
Microprocessor EEGL E1 EGR Valve Position Sensor ECM

ECM Terminal Voltage Problem Condition Normal (IG ON) VCEG open VCEG short EGLS open EGLS short EEGL open VCEG Sensor power source 5V 5V 0V 5V 5V 5V EGLS Sensor output Depends on 0V 0V 0V 0V 5V EEGL Sensor ground 0V 0V 0V 0V 0V 0V Value on Data List (EGR Lift Sensor Output) Depends on 0% No communication with ECM (ECM processor down) 0% 0% Approximately 100 %
[[[[ Character
EGR Lift Sensor Output Target EGR Position
5 4 3 2 1 0 Fully Closed EGR Valve Opening Fully Opened +/- 10 %
Sensors Part 2

Controls in which the sensor is used EGR Control
EGR valve position sensor data (VDJ200 with 1VD-FTV)

: EGR Lift Sensor Output : Actual EGR Valve Position
EGR valve closing direction
EGR valve opening direction * The EGR lift sensor output and the actual EGR valve position values are always opposite when they are output.
Learning of fully closed EGR valve position

Close Learning Val.
The ECM performs the learning of the fully closed EGR valve position, with the EGR valve opening
degree value when the ignition switch is on (when the EGR control is not performed) set as the EGR
Learning of the fully closed position can be checked by the 2 data list items, EGR Close LRN. and
EGR Close Learn Val., by the data list function of an intelligent tester.
The ECM performs the learning of the fully closed EGR valve position, with the EGR valve opening
degree value at the time the ignition switch is on (when the EGR control is not performed) set as the EGR Close Learn Val., when the opening degree value is within the reference values (between 3.5 and 4.5, reference values for V/AD series engine), the ECM determines that the EGR Close LRN. Status is OK and terminates the learning of the fully closed EGR valve position normally. When the opening degree is outside the reference values, the ECM terminates the learning of the fully closed EGR valve position and determines that the EGR Close LRN. Status is FAIL, with the fully closed EGR valve position set as the default value 4V or the past opening degree value when operating normally.
110
Sensors
111
1111 Air-fuel Ratio Sensor

[[[[ Description
The air-fuel ratio sensor is provided at the rear of the DPF catalyst and DPNR catalyst and detects the
air-fuel ratio over the entire range of rich to lean.

Approximately 0.4 V (AF+:3.3 V, AF-:2.9 V) is constantly applied to the A/F sensor. The current flow direction and amount vary in accordance with the air-fuel ratio, however, the current
does not flow at the stoichiometric air-fuel ratio. This current is detected by the current detection circuit and is input into the microprocessor after digitally converted by the ADC (A/D converter). (The A/F sensor output can be checked by the converted voltage of 0 to 5 V for the A/F current and the airfuel ratio by an intelligent tester.)
The A/F sensor is activated only at high temperatures (650 C or higher), therefore, the heater is
precisely controlled while the engine is running to detect a stable air-fuel ratio.
The ECM detects the air-fuel ratio on the basis of the current on the AF+ terminal which varies
depending on the magnitude of the electromotive force.
Zirconia Dilation Layer
Cooting (Ceramic)
Atmosphere Heater A A Platinum Electrode
Alumina
<A-A Cross Section>
Sensors Part 2
Air-fuel ratio sensor current value

Lean Electromotive force < Approx. 0.4V A/F Sensor
2.9 V + Electromotive A/F- force < 3.3 V
TIP
A/F+
AF(2.9 V + Electromotive force)
ECU
Direction & Strength of electric current are detected.
AF+ (3.3 V)
2.9 V Constant Voltage Circuit
When the electromotive force is less than approx. 0.4V, the voltage at the AF+ terminal is higher
than the AF- terminal, therefore, the current flows in proportion to the voltage difference from the AF+ to the AF- terminal Stoichimetric air-fuel ratio Electromotive force = Approx. 0.4V A/F Sensor
2.9 V + Electromotive A/F- force = 3.3 V
& Strength ECU Direction of electric current are detected.
AF(2.9 V + Electromotive force: approx. 0.4 V)
A/F+
AF+ (3.3 V)
When the electromotive force is approx. 0.4V, the voltage at both AF+ and AF- terminals are equal
and the current does not flow in either way Rich Electromotive force >Approx. 0.4V A/F Sensor
2.9 V + Electromotive A/F- force > 3.3 V
& Strength ECU Direction of electric current are detected.
A/F+
AF(2.9 V + Electromotive force) AF+ (3.3 V)
When the electromotive force is more than approx. 0.4V, the voltage at the AF- terminal is higher
than the AF+ terminal and the current flows in proportion to the voltage difference from the AFterminal to the AF+ terminal.
112
Sensors
113
[[[[ Circuit <<<< Air-fuel Ratio Sensor Circuit

ECM Current Detection Circuit AF+ 3.3 V Constant Voltage Circuit ADC
Air Fuel Ratio Sensor AF-
DAC
Microprocessor

ECM Terminal Voltage Problem Condition Normal (IG ON) AF+ Open AF+ Short AF- Open AF- Short HAF2 Open or Short MREL Open MREL Short AF+ AFSensor positive Sensor negative terminal terminal Depended on 3.3 +/- 0.1 V 0V 3.3 +/- 0.1 V 3.3 +/- 0.1 V Depends on 0V (ECM down) 0V (ECM down) Depended on 2.9 +/- 0.1 V Approx. 1 V 2.9 +/- 0.1 V 0V Depends on 0V (ECM down) 0V (ECM down) HAF2 Heater control Pulse generated Pulse generated Pulse generated Pulse generated Pulse generated 0V 0V (ECM down) 0V (ECM down) Value on Data MREL ECM and Heater List (AFS B1S1) power control Near battery voltage Near battery voltage Near battery voltage Near battery voltage Near battery voltage Near battery voltage Near battery voltage 0V Depended on 0V 5V 0V 0V Depends on Communication unavailable Communication unavailable
Sensors Part 2
TIP
A pulse signal which is output from the HAF2 terminal of the air-fuel ratio sensor controls the sensor heater. The zirconium elements used in the air-fuel ratio sensor cannot accurately judge the air-fuel ratio at low temperatures. Therefore, the sensor includes the heater so that the air-fuel ratio can be accurately judged by quickly heating the engine after the start-up.
Change in duty ration according to running conditions

Heater Duty Ratio (%) 1 100 2 3 4 5 0
50
* The time it takes from 1 to 2 and duty ratio in 3 change with sensor temperatures. 1 The duty ratio right after cold start is 100% 2 Duty control is ON after warm up 3 Duty control is ON during driving 4 The duty ratio during idling is 40 to 50 % 5 The heater is OFF during high-speed driving
[[[[ Character
2.0
1.5 Voltage (V)
1.0
0.5
10
20
30 Air Fuel Ratio
40
50
TIP
A constant voltage is applied to the terminal of the air-fuel ratio sensor and the current change is sent to the ECM by the sensor. The ECM converts the value output from the sensor into voltage and displays the output characteristics on the intelligent tester.
114
Sensors
115

Controls in which the sensor is used Fuel Injection Volume Control Exhaust Emission Control

Air-fuel Ratio: The actual air-fuel ratio is one of the important elements to know about the engine conditions when searching for the cause of a malfunction in the common rail system. However, any items relevant to the air-fuel ratio cannot be displayed in the Data List functions of the Intelligent Tester. Obtain the actual airfuel ratio from either item: Air fuel ratio fuel trim value (Air ratio) [AF Lambda B1S1] or Air-fuel ratio sensor output voltage [AFS Voltage B1S1]. Follow the formulas below to obtain the air-fuel ratio. 1. When the value of the AF Lambda B1S1 is less than 1.99 the actual air-fuel ratio can be calculated by using a formula below. Actual air-fuel ratio = 14.5 x [AF Lambda B1S1] Example calculation: if AF Lambda B1S1 is 1.2, actual air-fuel ratio = 14.5 x 1.2 = 17.4 2. When the value of the AF Lambda B1S1 is 1.99 or more, in this case use the following table to determine the actual air-fuel ratio based on the output voltage of the air-fuel ratio sensor [AFS Voltage B1S1]. If AFS voltage B1 S1 is 1.1 V, the actual air fuel ratio is around 33 to 34 2
AF Lambda B1 S1
1 0 2
AF Lambda B1 S1 = Air-Fuel Ratio / 14.5
(V)
AFS B1 S1
1 0
10
20 30 Air = Fuel Ratio
40
50
AFS Voltage B1S1 Air-fuel ratio
* 12
* 13
* 14
0 1 14.5
0.065 0.174 0.274 0.361 0.513 0.787 1.013 1.579 1.034 1.103 1.172 1.241 1.379 1.724 15 16 17 18 20 25 * 30 * 50
AF Lambda B1S1 0.828 0.897 0.966
*: On the Intelligent Tester, values exceeding 1.99 for the AF Lambda B1S1 cannot be displayed and negative values for the AFS Voltage B1S1 cannot also be displayed.
Sensors Part 2
1111 Differential Pressure Sensor

[[[[ Description
The differential pressure sensor, which outputs changes in the pressure applied to the built-in silicon
chip as electric signals, detects the pressure of the DPF and DPNR catalytic converters.
5 V from the ECM constant-voltage power supply circuit is applied to the sensor, and the silicon IC
resistance varies in accordance with the pressure before and after catalyzation, and the change in the resistance is converted into a voltage change by the built-in IC and is output to the ECM. This signal is input into the microprocessor after being digitally converted by the ADC in the ECM.
The ECM uses the value output from the differential pressure sensor for after-treatment control.
Differential Pressure Sensor
Sensor Unit
TIP
For the DPF catalytic converter with a exhaust gas control valve, the pressure in the DPF catalytic converter is detected by the absolute pressure sensor.
116
Sensors
117
[[[[ Circuit <<<< Differential Pressure Sensor Circuit

VCPX 5 V Constant Voltage Circuit
IC
PEX EPEX E1
ADC
Microprocessor
Differential Pressure Sensor
ECM

Problem Condition Normal (IG ON) VCPX open VCPX short PEX open PEX short EPEX open ECM Terminal Voltage VCPX Sensor power source 5V 5V Approximately 0 V 5V 5V 5V PEX Sensor output Approximately 0 V Approximately 0 V 5V 0V 5V EPEX Sensor ground 0V 0V 0V 0V 0V Value on Data List (DPF Differential Pressure) Approximately 0 kPa -5 kPa No communication with ECM (ECM processor down) 100 kPa -5 kPa 100 kPa
Approximately 0.75 V Approximately 0.4 V
Sensors Part 2
[[[[ Character
The pressure difference pulsates strongly as it is affected by the engine exhaust pulsation, and is
averaged by the ECM. The pressure difference can be calculated accurately even at low difference pressures by being measured in negative values. 5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0 -10 0 10 20 30 40 50 60 70 80 90 100
Pressure (kPa)

Controls in which the sensor is used After-treatment
118
Sensors
119
1111 Exhaust Temperature Sensor

[[[[ Description
Exhaust temperature sensors are provided at the front and rear of the DPF catalyst and the DPNR
catalytic converter.
The exhaust temperature sensor has a built-in thermistor, in which its resistance varies depending
on the exhaust gas temperature, and detects the exhaust gas temperature at the front and rear of the DPF catalytic converter and DPNR catalytic converter. The higher the thermistor resistance is, the lower the exhaust gas temperature is, and similarly the higher the exhaust gas temperature is, the lower the thermistor resistance is.
As 5 V from the ECM constant-voltage circuit is applied to the sensor through the resistance R, the
voltage of the signal terminal varies in accordance with the sensor resistance value. This signal is input into the microprocessor after being digitally converted by the ADC in the ECM.
The upstream sensor is mainly used to determine an estimated catalyst temperature, injection amount
from the exhaust fuel addition injector and injecting timing, and the downstream sensor is used to judge the increase in the catalyst temperature (active state of catalyst).
The ECM uses the value output from the exhaust temperature sensor for after-treatment control.
Thermistor Exhaust Gas Temperature Sensor
Sensors Part 2
[[[[ Circuit <<<< Exhaust Temperature Sensor Circuit
Different terminal for each circuit on ground side

5 V Constant Voltage Circuit THCI Exhaust Gas Temperature Sensor (Front) THCO Exhaust Gas Temperature Sensor (Rear) ETCO ETCI E1 ADC Microprocessor
ECM
Same terminal for each circuit on ground side

5 V Constant Voltage Circuit
THCI Exhaust Gas Temperature Sensor (Front) THCO Exhaust Gas Temperature Sensor (Rear) E2 E1 ADC Microprocessor
120
Sensors
121
Exhaust Gas Temperature Sensor B1S1(in front of Catalyst)

ECM Terminal Voltage Problem Condition Normal (IG ON) THCI open THCI short ETCI (E2) open THCI Sensor output Depends on 5V 0V 5V ETCI (E2) Sensor ground 0V 0V 0V 0V Value on Data List (Exhaust Temperature B1S1) Depends on 0 C 1000 C 0 C
Exhaust Gas Temperature Sensor B1S2(behind Catalyst)

ECM Terminal Voltage Problem Condition Normal (IG ON) THCO open THCO short ETCO (E2) open THCO Sensor output Depends on 5V 0V 5V ETCO (E2) Sensor ground 0V 0V 0V 0V Value on Data List (Exhaust Temperature B1S2) Depends on 0 C 1000 C 0 C
Sensors Part 2
[[[[ Character
5.0 4.5 4.0 3.5 Voltage (V) 3.0 2.5 2.0 1.5 1.0 0.5 0 -40 160 360 560 Temperature (C) 760 960 1000
REFERENCE
The output characteristics of the upstream and downstream catalysts are the same. At temperatures outside of the use temperature range (50 to 850 C, the thermistor tolerance is large,
therefore its difficult to judge whether the thermistor is normal or not using the resistance value.
Exhaust gas temperature
Engine Condition
Data motor output temperature 150 to 350 C 500 to 700 C
After warm up and drive or idling Under control of catalyst generation

Controls in which the sensor is used After-treatment
122
Actuators
123
5 7Actuators
111 Suction Control Valve
[[[[ Suction Control Valve in HP2 type Supply Pump <<<< Description
The suction control valves (SCVs) used in the HP2 supply pump are fitted on the two pressurized fuel
feeding systems, and regulate the fuel intake amount through the time duration that the fuel passages are open (the electromagnetic valves turn ON and OFF). The suction control valves incorporate a solenoid electromagnetic valve consisting of a coil, a spring, and a needle valve. When SCV is ON To feeding area Needle Valve
Stopper
From feed pump
Coil Spring
Suction Control Valves
Outline of Suction Control

Suction control end
The coil is energized by the ECM, and when the electromagnetic force of the coil Suction control start overcomes the spring force that closes the needle valve, the needle valve will open, letting the fuel come in. The energization of the coil is cut off by the ECM, thus, the needle valve will shut due to its spring force, and the fuel suction will stop.
Actuators Part 2
<<<< Operation
Since the fuel suction timing (SCV turns ON) is constant due to the crank position sensor signal
(determined by the pump speed), the amount of fuel intake is regulated by the timing of the fuel suction end (SCV turns OFF). Therefore, the earlier the SCV turns OFF, the smaller the fuel intake amount becomes, and the later the SCV turns OFF, the larger the fuel intake amount becomes.
During the fuel suction process, the plunger moves outward along with the cam face due to the fuel
feeding pressure, however, when the fuel suction ends, the plunger will stop moving at that position. As the fuel intake amount varies between 0 to 100%, except the situation when the fuel comes in at the maximum extent, the roller is not coming in contact with the cam face during the period from the fuel suction end until the fuel feeding start.
SCV 1 SCV 2
ON OFF ON OFF
Suction Suction Suction
Suction
Delivery Valve Discharge Cam Lift Horizontal Direction Cam Lift Vertical Direction Fuel SCV
Feeding Suction
Feeding Suction
Feeding Suction Fuel ON OFF
Feeding Suction
OFF
OFF
Check Valve Plunger Roller Fuel
Delivery Valve
Suction Fuel ON OFF OFF
Feeding
OFF
Suction Increase in Suction Volume
Feeding
124
Actuators
125
<<<< Circuit (((( Suction Control Valve in HP2 Supply Pump Circuit
12 V Constant Current Drive Circuit COM
PCV1 No.1 Suction Control Valve
Drive Circuit PCV2
No.2 Suction Control Valve E1 Microprocessor ECM
Active Test
Active Test Item
Test Detail/Control Range Pressurizes common rail internal fuel pressure, and checks for fuel leaks: Stop/Start
Test the Fuel Leak
** The applicable items vary depending on the vehicle. For details about the Active Test, refer to the relevant repair manuals.
Actuators Part 2
[[[[ Suction Control Valve in HP3 and HP4 type Supply Pump <<<< Description
The suction control valve used in the HP3 and HP4 supply pumps is fitted on the inlet portion of the
pressurized fuel feeding system, and regulates the fuel intake amount by changing the fuel passage area where the fuel flows through. The suction control valve incorporates a solenoid electromagnetic valve.
The fuel passage area enlarges or reduces in accordance with the valve lift of the suction control
valve that is regulated by the current value (drive duty ratio) from the ECM.
To feeding area From feed Pump To feeding area Suction Control Valve
Low fuel intake amount (SCV opening degree is small)
High fuel intake amount (SCV opening degree is large)
Outline of Suction Volume Control

Low fuel intake amount High fuel intake amount
Since the drive duty ratio applied to the electromagnetic valve is small and the opening degree of the SCV decreases, the amount of fuel drawn by the plunger working in the suction stroke also decreases. Since the drive duty ratio applied to the electromagnetic valve is large and the opening degree of the SCV increases, the amount of fuel drawn by the plunger working in the suction stroke increases as well.
126
Actuators
127

By changing the current value applied to the suction control valve, the ECM controls the opening
degree of the suction control valve.

Depending on the changes in the current value applied to the suction control valve, the ECM
generates SCV drive duty signals.

Fuel Pumping Mass Plunger TDC Cam Stroke Plunger TDC
SCV Current ON +B PCV+ Terminal OFF 0 V
High fuel intake amount (SCV opening degree is large)
Low fuel intake amount (SCV opening degree is small) SCV Current Cam Stroke
ON +B PCV+ Terminal OFF 0 V
Actuators Part 2
(((( Operation during the Active Test
Data under the fuel leak test (ALE20 with 2AD-FHV)

Active test is conducted
When active test is conducted, target common-rail pressure rises up to maximum level
Amount of fuel fed to supply pump increases, thus, common-rail pressure rises
In order to achieve target common-rail pressure, SCV current is boosted, increasing SCV opening degree
128
Actuators
129
Data under the same conditions as the above Active Test (2000 rpm with no load)
POINT
In comparison to the data monitored under the same conditions, when the SCV current rises by 50 mA, the common-rail pressure increases approximately 128 MPa.
Actuators Part 2
<<<< Circuit (((( Suction Control Valve in HP3 and HP4 Supply Pump Circuit
12 V
Drive Circuit Fail Detection
PCV+
PCVSuction Control Valve E1 Current Monitor
Drive Circuit
Microprocessor
ECM
Active Test
Active Test Item
Test Detail/Control Range Pressurizes common rail internal fuel pressure, and checks for fuel leaks: Stop/Start
Test the Fuel Leak
130
Actuators
131
222 Pressure Discharge Valve

[[[[ Description
If the fuel pressure inside the common-rail is higher than the target pressure, the pressure discharge
valve is opened while releasing the excess pressure such as during deceleration and engine stop to return the fuel to the fuel tank using the fuel return pipe. The pressure discharge valve is an electromagnetic valve that consists of a coil, a spring, and a plunger.
When the coil is energized, the plunger is lifted up and the fuel is released to the return pipe. The coil
is energized by the EDU (Electronic Driving Unit) controlled by the drive request signal transmitted from the ECM. However, for the models with both the pressure limiter and the pressure discharge valve, the pressure discharge valve is directly connected to the ECM and driven directly.
By releasing the excess pressure using the pressure discharge valve, the actual fuel pressure
decrease ability and the adherence to the common-rail target fuel pressure is improved to apply appropriate injection pressure to the injectors while the engine is running. In addition, if the fuel pressure inside the common-rail is too high, the ECM sends the valve open signal to the pressure discharge valve and releases the fuel pressure to protect the system.* * For models with both the pressure limiter and the pressure discharge valve, the pressure limiter mechanically releases the pressure if too high.
Fuel Pressure Sensor Pressure Limiter To Fuel Tank
Pressure Discharge Valve
Plunger
Valve Open
Outline of Pressure Discharge Specification

Model 2KD-FTV KDY2## / KDN1##KLH1#, 2# (01/08-06/08) For all models except the above-mentioned models Target fuel pressure control
Excess fuel pressure release
Abnormally high pressure release Pressure limiter
Drive system Directly by ECM Driven by EDU controlled by ECM
Actuators Part 2
[[[[ Operation <<<< General

In case of sudden deceleration (when the accelerator pedal is suddenly depressed) or a sudden
fuel pressure rise, the ECM drives the pressure discharge valve to quickly decrease the pressure to prevent the fuel pressure from becoming too high. Accelerator depression degree Sudden deceleration
Injector injection pulse
Pressure discharge valve drive pulse
Rail pressure
Target pressure
w/o pressure discharge valve
Actual rail pressure REFERENCE

The pressure discharge valve drive request signal output timings are not affected by the injector
injection signals.
<<<< Operation when the pressure discharge valve is defective
Data when normal (ALE20 with 2AD-FHV)
: Fuel Press : Target Common-rail Pressure
* The common-rail pressure is reduced In accordance with the target common-rail pressure, hence, it is regulated without lagging behind the target common-rail pressure.
132
Actuators
133
Part 2
Data when circuit is open (ALE20 with 2AD-FHV)

: Fuel Press : Target Common-rail Pressure
* Since the pressure discharge valve does not operate, the common-rail pressure cannot be reduced in accordance with the target common-rail pressure, a lag occurs.
[[[[ Circuit <<<< Pressure Discharge Valve Circuit
Driven by EDU Controlled by ECM

COM3 COM2
Injector Driver (EDU)
12 V DC/DC Converter +B GND 5V Constant Voltage Circuit
COM1
Injector Pressure Discharge Valve INJ1 INJ4 INJ2 INJ3 PRV Constant Current Fail Detection Driver MonoStable Waveform Shaping
#1 #4 #2 #3 PRD INJF Microprocessor
Actuators Part 2
Directly by ECM
12 V
COM
Drive Circuit
PRV Pressure Discharge Valve E1 Microprocessor
ECM
134
Actuators
135
333 EDU (Electronic Driving Unit)

[[[[ Description
In order to drive the injectors at high speeds with high voltage and high current, the ECU incorporates
an injector driver equipped with a DC-DC converter that is exclusively used for the injectors. The EDU converts injection request signals, which are transmitted from the ECM, into injector signals to control the injectors.
Since the EDU generates high voltage and high current, it is separated from the ECM to prevent the
noise affecting the ECM.

In engines in which the common-rail has a pressure discharge valve, the EDU drives the pressure
discharge valve and transmits valve drive confirmation signals to the ECM in the same way as the injectors. REFERENCE
When the common-rail has both the pressure limiter and the pressure discharge valve, the ECM drives
the pressure discharge valve directly.
[[[[ Operation
By receiving the injection timing signal from the ECM, which is calculated based on the sensor
signals, the EDU transmits the injector drive signal to the injectors. In addition, the EDU transmits the injection confirmation signal, which can be obtained from the current flowing through the injector drive circuit, to the ECM.
The power is not constantly supplied to the positive terminal of an injector, for the duration that the
ECM requests injection, a high voltage is applied. Simultaneously with the power supply activation, the EDU connects the negative terminal of an injector to the ground, energizing the injector. The EDU has the high side SW for the injector power control and the driver circuit for the ground control, and accurately drives the injectors through the controls.
The EDU regulates the injector to decrease the injector operation voltage and speed upon receiving
a signal, that indicates idling conditions, from the ECM in order to reduce the injector operation noise while idling. Timing Chart Injection Timing Signal
Injection Current
Fail Safe Signal
Injector Low Side Voltage
Injector High Side Voltage
Actuators Part 2
[[[[ Circuit <<<< EDU Circuit

The injector drive request signal (INJ#) transmitted by the ECM is input to the monostable circuit to
the high side SW, and to the driver circuit, passing through the waveform shaping circuit. Coincident with a high voltage application COM1 by the high side SW, the driver lets INJ1 flow into the ground. When the INJ injection current exceeds a certain voltage, the ECU transmits the drive confirmation signal (INJF) to the ECM.
Injector Driver (EDU) COM3 COM2 DC/DC Converter +B GND 5V Constant Voltage Circuit 12 V
COM1
Injector Pressure Discharge Valve INJ1 INJ4 INJ2 INJ3 PRV Constant Current Fail Detection Driver MonoStable Waveform Shaping
#1 #4 #2 #3 PRD INJF Microprocessor
SJG
136
Actuators
137
Part 2
Active Test
Active Test Item
Test Detail/Control Range
Control the Cylinder#1 Fuel Cut Control the Cylinder#2 Fuel Cut Control the Cylinder#3 Fuel Cut Control the Cylinder#4 Fuel Cut Control the Cylinder#5 Fuel Cut Control the Cylinder#6 Fuel Cut Control the Cylinder#7 Fuel Cut Control the Cylinder#8 Fuel Cut Control the All Cylinders Fuel Cut
Cut off fuel injection from No. 1 to 8 injector: ON/OFF
All cylinder injector fuel cut: ON/OFF
** The injection signals* shown in the Data List are the values calculated by the ECM, thus, an Intelligent Tester cannot show the actual injection signals (EDU output signals). ** Main Injection Period, Pilot 1 Injection Period, Pilot 2 Injection Period, and After Injection Period ** The applicable items vary depending on the vehicle. For details about the Active Test, refer to the relevant repair manuals.
Actuators Part 2
444 Swirl Control Valve

[[[[ Outline of Swirl Control Valve
The swirl control valve generates strong swirls inside the cylinder and stabilizes combustion to largely
reduce smoke emissions. In addition, the swirl control ensures combustion stability while driving with a large amount of EGR.
There are two types of swirl control valves; one that controls vacuum for the vacuum controller in two
stages, open and closed, using one VSV and the other that controls the vacuum in three stages, fully open, half open and fully closed using two VSVs.
Swirl Control Valve
VSV for Swirl Control Valve Swirl Control Valve Actuator
138
Actuators
139
[[[[ 1.VSV drive <<<< Description

The SCV consists of a shaft with a valve that is installed into the intake manifold, a vacuum actuator
and a VSV that switches pressure for the actuator.

The ECM determines the swirl control valve opening angle in accordance with the engine conditions
and controls the swirl control valve opening angle in two stages (fully open and fully closed) by switching vacuum applied to the actuator diaphragm chamber via the VSV.
In the low engine speed range, the valve is closed and the swirl inside the cylinder becomes stronger
to enhance the mixture of fuel and air in order to achieve stable combustion. As a result, smoke was reduced. However, when the engine is cold, white smoke is reduced by fully opening the valve and increasing the intake air amount. Air Intake Chamber
Actuator
Swirl Control Valves
Actuators Part 2
<<<< Operation
The battery voltage is constantly supplied to the VSV that switches the vacuum applied to the vacuum
actuator diaphragm chamber while the ignition switch is on. The ECM controls the VSV by switching the VSV ground side circuit. The ECM turns the transistor on and shorts the SCV terminal potential to ground to energize the VSVs when closing the swirl control valve.
<<<< Circuit (((( VSV Drive Circuit

Fail Detection Circuit *
SCV Swirl Control Valve MAIN MREL 12 V Drive Circuit
E1 Battery
Microprocessor
ECM
(((( Drive Voltage

Problem Condition Normal (Low speed, Low load) Normal (High speed, Heavy load) SCV circuit open VSV itself shorted ECM Terminal Voltage SCV Switch Input 0V 12V Remains 0 V Remains 12V Value on Data List (Swirl Control Valve VSV) ON OFF Remains ON Remains OFF
Active Test
Active Test Item
Test Detail/Control Range Activate VSV for No. 1 Swirl Control Valve: ON/OFF
Activate the VSV for Swirl Control Valve relevant repair manuals.
** The applicable items vary depending on the vehicle. For details about the Active Test, refer to the
140
Actuators
141
[[[[ 2.VSV drive <<<< Description

The SCV consists of a shaft with valve that is installed into the intake manifold, two vacuum actuators
and two VSVs that switch pressure for the actuator.

The ECM determines the swirl control valve opening angle in accordance with the engine conditions
and switches vacuum for the diaphragm chamber via the two VSVs, to control the swirl control valve opening angle in three stages (fully open, half open and fully closed).
The 2-VSV drive system allows optimal swirl generation in accordance with the engine conditions
by controlling the swirl control valve opening angle in three stages in order to improve combustion efficiency and exhaust performance. Air Intake Chamber
Actuator
Swirl Control Valves
Actuators Part 2
<<<< Operation
The battery voltage is constantly supplied to the VSV that switches the vacuum applied to the vacuum
actuator diaphragm chamber while the ignition switch is on. The ECM controls the VSV by switching the two VSV ground side circuits. The ECM turns the transistor on and shorts the SCV terminal potential to ground to energize the VSVs when closing the swirl control valve.
<<<< Circuit (((( 2-VSV Drive Circuit
Fail Detection Circuit SCV MAIN No.1 Swirl Control Valve Drive Circuit 12 V
SCV2 No.2 Swirl Control Valve Battery
MREL E1 Microprocessor ECM
(((( Drive Voltage

ECM Terminal Voltage Problem Condition Normal (Low speed, Low load) Normal (Medium speed, in transition) Normal (High speed, Heavy load) SCV circuit open No. 1 VSV itself shorted SCV2 circuit open No. 2 VSV itself shorted SCV Switch Input 0V 0V 12 V 0V 12V Depends on Depends on SCV2 Switch Input 0V 12 V 12 V Depends on Depends on 0V 12V Value on Data List (Swirl Control Valve VSV) ON ON OFF Remains ON Remains OFF Depends on Depends on
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Actuators
143
Part 2
Active Test
Active Test Item
Test Detail/Control Range Activate VSV for No. 1 Swirl Control Valve: ON/OFF
Activate the VSV for Swirl Control Valve relevant repair manuals.
**The applicable items vary depending on the vehicle. For details about the Active Test, refer to the
Actuators Part 2
555 Variable Nozzle Vane Type Turbocharger

[[[[ Outline of Variable Nozzle Vane Type Turbocharger
The variable nozzle vane type turbocharger opens and closes the variable nozzle located on the outer
circumference of the turbine and adjusts the velocity and the pressure of the exhaust gas flow taken into the turbocharger, in order to control the back pressure and boost pressure so as to take optimal balance against the engine speed and engine load.
The variable nozzle vane type turbochargers can be divided into 3 types depending on the variable
nozzle drive system.

As a basic control, the feedback control is conducted to gain a boost pressure determined from the
engine operating conditions (lower the boost pressure: open the variable nozzle, increase the boost pressure: close the variable nozzle). Impeller Turbine
To Exhaust Pipe
Nozzle Vane
Open
Close
Variation of Variable Nozzle Vane Type Turbocharger

Step motor 1KD-FTV Step motor Type Nozzle vane drive
DC motor 1KD-FTV 1VD-FTV
Vacuum actuator 1CD-FTV AD Series etc. Vacuum actuator Controlled by regulating the vacuum taken into the actuator with the VRV that is controlled by the ECM. No detection
DC motor Controlled by the turbo motor driver that is controlled by the ECM. Nozzle vane position sensor
Nozzle vane drive Controlled by the ECM control directly. Nozzle vane position detection Determined by the number of steps calculated by the ECM.
144
Actuators
145
Basic Control of Variable Nozzle Vane Type Turbocharger

Engine Condition Low and medium engine speed High engine speed During EGR operation
Purpose
To improve boost pressure increase characteristicsTo reduce black smoke emission To improve fuel economy and outputTo prevent turbine overspeed To stabilize EGR amount
Actuators Part 2
[[[[ Step motor <<<< Description

The step motor is used to open and close the variable nozzle vanes. The turbocharger driven by the
step motor consists of variable nozzle vanes, a step motor (stator core and rotor), and a linkage that couples the variable nozzle vanes and the step motor.
The ECM monitors the engine operating conditions using the various sensors, and calculates the
number of directive steps. Based on the calculation, the ECM energizes the step motor. The motor rotates a number of degrees according to the number of directive steps, opening or closing the variable nozzle via the coupled linkage. Step Motor
Turbine Linkage Nozzle Vane REFERENCE

The turbocharger driven by the step motor compensates for the exhaust gas flow amount variation
depending on the turbine individual differences using the turbocharger compensate resistor resistance values. A turbocharger compensate resistor that matches each turbine is installed to regulate the amount of exhaust gas flow of a step to be uniform.
146
Actuators
147
<<<< Operation
The battery voltage is applied to the four coils built into the step motor while the engine is running,
and the ground sides of the coils are connected to the ECM. The ECM operates the step motor in incremental steps by switching the coil grounds, to regulate the nozzle vanes to the appropriate position according to the engine conditions.
The built-in rotor of the step motor rotates in the normal or reverse direction by an incremental angle
by the signal transmitted from the ECM to the stator coil. The linkage is moved upward or downward by the amount of the rotor rotation, the ECM drives the step motor so that the actual step position of the step motor can follow the target step position.
<<<< Circuit (((( Step Motor Drive Circuit

MAIN
12 V VN-B VN+B VN-A VN+B VN-B Drive Circuit Microprocessor
Step Motor (VN Turbo) R 5V Constant Voltage Circuit Microprocessor
VTB Battery Turbocharger Compensate Resistor E2 E1
ECM
Actuators Part 2
Step Motor Movement:

the step motor.
TIP
The 1-2 phase excitation drive method and the 2-phase excitation drive method are used to operate While the 1-phase excitation rotates the rotor by energizing a coil phase-by-phase, the 2-phase
excitation energizes a coil two-by-two, increasing the torque that rotates the rotor. The 1-2 phase excitation can halve the amount of rotor rotation per energization by alternating the 1-phase and 2-phase excitations.
In accordance with the engine operating conditions, the ECM accurately controls the step motor with
a 1-2 phase excitation or the 2-phase excitation. The step motor is controlled in up to 470 incremental steps (235 steps if only 2-phase excitation), with a motor rod (linkage) stroke of 11mm between the full close to full open positions. 2-Phase Excitation Coil Rotor (magnet) Coil Rotational Amount 1-2 Phase Excitation Rotor (magnet)
Coil Rotor (magnet) Coil Rotor (magnet) Rotational Amount Energized Not Energized Combination of Energization Coils 2-Phase Excitation 1-2 Phase Excitation
S1 S2 S3 S4
Terminal Arrangement
S2 B2 S4 S1 B1 S3
Equivalent Circuit
S1
Direction : Energized
Close
Open
B1
Rotor
S3 S2 B2 S4
148
Actuators
149
Active Test
Active Test Item
Test Detail/Control Range Activate Step Motor for Turbocharger: ON/OFF
Test the Turbo Charger Step Motor relevant repair manuals. REFERENCE
An Intelligent Tester cannot show the step motor actual number of steps.
Actuators Part 2
[[[[ DC motor <<<< Description

The DC motor is used to open and close the variable nozzle vanes. By using the DC motor, the
variable nozzle vane control responsiveness is improved and the variable nozzle vane boost rate is improved due to expansion of the variable nozzle vane close operation range.
The turbocharger driven by the DC motor consists of variable nozzle vanes, a DC motor, a linkage
that couples the variable nozzle vanes and the DC motor, and a nozzle vane position sensor.
The motor is driven by the turbo motor driver controlled by the request signals output from the ECM.
DC Motor Turbine
Linkage Nozzle Vane
<<<< Operation
The vane nozzle opening angle signal, of which value is determined from the engine speed and
injection volume, is input from the ECM to the turbo motor driver. The turbo motor driver drives the DC motor so that the nozzle vane position signal becomes same as the vane nozzle opening angle signal output from the ECM.
The rotation of the DC motor opens and closes the nozzle vanes via the linkage provided on the
motor, regulating the exhaust gas pressure and the amount of the EGR gas flow.
150
Actuators
151
<<<< Circuit (((( DC Motor Drive Circuit

+B Motor Drive Circuit 5V Constant Voltage Circuit ADC Microprocessor M 5V DC Motor 5V Constant Voltage Circuit VNTI 12 V 12V Constant Voltage Circuit ADC Microprocessor Drive Status Output Circuit 5V BNTO
+B
Motor Drive Request Circuit
GND ECM
Turbo Motor Driver
Active Test
Active Test Item
Test Detail/Control Range Activate DC motor for turbocharger: 40 to 100%
An Intelligent Tester cannot show the actual position of the variable nozzle vanes that is output from
the nozzle vane position sensor.
Actuators Part 2
[[[[ Vacuum Actuator Drive <<<< Description

The vacuum actuator is used to open and close the variable nozzle vanes. The turbocharger driven by
the DC motor consists of variable nozzle vanes, a vacuum actuator, a vacuum switching valve (E-VRV), and a linkage that couples the variable nozzle vanes and the vacuum actuator.
According to the engine operating conditions, the ECM operates the electric vacuum regulating valve
(E-VRV) to regulate the volume of vacuum acting at the diaphragm chamber of the vacuum actuator. Actuator
Nozzle Vane
Turbine
Actuator Linkage
<<<< Operation
When the variable nozzle vanes need to be opened, the ECM boosts the current (duty signal) applied
to the vacuum regulating valve to increase the vacuum volume that is taken from the vacuum pump to the vacuum actuator. Conversely, when the vanes need to be closed, the ECM reduces the current to let atmospheric air come into the diaphragm chamber of the vacuum actuator, decreasing the vacuum volume taken from the vacuum pump. The position of the variable nozzle vane is controlled by the volume of vacuum of the diaphragm.
152
Actuators
153
<<<< Circuit (((( Vacuum Actuator Drive Circuit

12 V VN MAIN E-VRV for Turbocharger 12 V Battery MREL E1 ECM Drive Circuit Microprocessor 5V Constant Voltage Circuit Drive Circuit Microprocessor Current Monitor Circuit Fail Detection Circuit
Active Test
Active Test Item
Test Detail/Control Range Activate DC motor for turbocharger: 40 to 100%
An Intelligent Tester cannot show the actual position of the variable nozzle vanes.
Actuators Part 2
666 EGR Valve

[[[[ Outline of EGR Valve
The EGR system is a system that recirculates the exhaust gas partially to the intake passage to lower
the peak temperature inside the combustion chamber, in order to reduce NOx emissions primarily. Since the ECM precisely regulates the amount of EGR gas by opening and closing the EGR valve according to the engine operating conditions and by letting enough EGR gas enter by reducing the intake manifold pressure by limiting the intake air using the diesel throttle, the engine output as well as drivability are not impaired.
The EGR valve is fitted on the exhaust port or the bypass passage (EGR passage) provided in
between the intake passage and the exhaust manifold, and is divided into four types depending on the EGR valve drive systems.
ECM Intercooler Diesel Throttle Body EGR Cooler
EGR Valve
154
Actuators
155
Variation of EGR valve

Vacuum actuator Type 2KD-FTV EGR valve Vacuum actuator drive system EGR Valve Type Gate C o nt r o l l e d by regulating the vacuum taken into the actuator with the VRV that is controlled by the ECM. EGR valve position sensor KD Series 1CD-FTV Vacuum actuator Gate Step motor 1CD-FTV Step Motor Gate
Linear solenoid
DC motor
AD Series AD series 1VD-FTV (for New Avensis) Linear Solenoid Gate DC Motor Butterfly
EGR valve lift control
In addition to the Controlled mechanism described Controlled by the by the ECM on the left, the EGR ECM directly. directly. cut-off control via the VSV is performed. Deter mined by EGR valve EGR valve the number of No position position steps calculated detection sensor sensor by the ECM.
EGR Valve position detection
TIP
Under the following engine conditions, higher priority is placed on quick engine warm-up and acceleration, and the ECM stops the EGR control. In addition, the EGR control will be stopped if the EGR control is performed for a long time during idling because it may result in white smoke emission due to the combustion temperature fall.
Low engine coolant temperature of below 15C. (The temperature that allows the EGR control to start
varies depending on the vehicles)

High engine speed of above 3500rpm. (The engine speed that stops the EGR control varies depending
on the vehicles)
High engine load, such as when the accelerator pedal is fully depressed.
Actuators Part 2
[[[[ Vacuum Actuator Drive <<<< Description

The vacuum actuator is used to open and close the EGR valve. The EGR valve system driven by the
vacuum actuator consists of an EGR valve (vacuum actuator), a vacuum regulating valve (E-VRV), a vacuum damper, and the ECM that controls the vacuum regulating valve. In some of the EGR systems that have the vacuum actuator, an EGR cut VSV, which has high responsiveness for when the EGR control is inactive, and an EGR valve lift sensor, which detects the EGR valve position used when conducting the feedback control for the EGR amount, are also used.
According to the engine operating conditions, the ECM operates the electric vacuum regulating valve
(E-VRV) to regulate the volume of vacuum acting on the diaphragm chamber of the vacuum actuator. EGR Valve Position Sensor
E-VRV
Cut VSV
Intake Air
To Intake Manifold
EGR Valve Position Sensor E-VRV for EGR EGR Gas
156
Actuators
157
<<<< Operation
When the EGR valve needs to be opened, the ECM boosts the current (duty signal) applied to the
vacuum regulating valve to increase the vacuum volume that is taken from the vacuum pump to the vacuum actuator. Conversely, when the valve needs to be closed, the ECM reduces the current to let atmospheric air come into the diaphragm chamber of the vacuum actuator, decreasing the vacuum volume taken from the vacuum pump. The EGR valve position is controlled by the volume of vacuum of the diaphragm.
In the system with the EGR cut VSV, the VSV is activated when the EGR valve is promptly closed in
order to release the vacuum from the diaphragm chamber.
<<<< Circuit (((( Vacuum Actuator Drive Circuit
Without EGR Cut VSV
12 V EGR MAIN E-VRV for EGR 12 V Battery MREL E1 ECM
5V Constant Voltage Circuit Drive Circuit Microprocessor Current Monitor Circuit Drive Circuit Fail Detection Circuit Microprocessor
With EGR Cut VSV

EGRC Drive Circuit VSV for EGR Cut EGR MAIN E-VRV for EGR 12 V Battery MREL E1 ECM Drive Circuit Microprocessor 12 V 5V Constant Voltage Circuit Drive Circuit Microprocessor Current Monitor Circuit Fail Detection Circuit
Actuators Part 2
Active Test
Active Test Item
Test Detail/Control Range Activate E-VRV (for E-EGR): ON/OFF Activate VSV (for EGR Cut): ON/OFF
Control the EGR System Activate the VSV for EGR Cut relevant repair manuals.
158
Actuators
159
[[[[ Step motor <<<< Description

The step motor is used to open and close the EGR valve. The EGR valve system driven by the step
motor consists of a step motor (stator core and rotor), a valve, and the ECM that controls the step motor. Compared to the EGR valve system which is driven by the vacuum actuator, the EGR volume can be regulated more accurately.
number of directive steps. Based on the calculation, the ECM energizes the step motor. The motor rotates a number of degrees according to the number of directive steps, opening or closing the EGR valve. EGR Valve
Exhaust Gas OUT (To Intake Manifold)
Exhaust Gas IN (From Exhaust Manifold)
Actuators Part 2
<<<< Operation
The battery voltage is applied to the four coils built into the step motor while the engine is running,
and the ground sides of the coils are connected to the ECM. The ECM operates the step motor in incremental steps by switching the coil grounds, to regulate the EGR valve lift.
according to the signal transmitted from the ECM to the stator coil. The EGR valve moves upward or downward by the amount of the rotor rotation, the ECM drives the step motor so that the actual step position of the step motor can follow the target step position.
MAIN
12 V MREL EG+A EG-A EG+B Drive Circuit Microprocessor
Battery EGR Valve
EG-B E1 ECM
160
Actuators
161
Part 2
TIP
The 2-phase excitation drive method is used to operate the step motor. While the 1-phase excitation rotates the rotor by energizing a coil phase-by-phase, the 2-phase
excitation energizes a coil two-by-two, increasing the torque that rotates the rotor.
In accordance with the engine operating conditions, the ECM controls the step motor with a 2-phase
excitation. The step motor is controlled in up to 58 incremental steps, with a stroke of 4.3mm between the full close to full open positions. 2-Phase Excitation Coil Rotor (magnet)
Coil Rotor (magnet) Rotational Amount Energized Not Energized Terminal Arrangement Combination of Energization Coils
S1 S2 S3 S4 S2 B2 S4 S1 B1 S3
Direction
Close
Open
Equivalent Circuit
S1
Energized
B1
Rotor
S3 S2 B2 S4
Actuators Part 2
Active Test
EGR Step
Active Test Item
Test Detail/Control Range Open and close EGR valve: From 0 to 125 steps
162
Actuators
163
[[[[ Linear solenoid <<<< Description

The linear solenoid is used to open and close the EGR valve. The EGR valve system driven by the
linear solenoid consists of a solenoid (coil, spring and plunger), a valve that is coaxially coupled to the plunger, and the ECM that controls the solenoid. Compared to the EGR valve system which is driven by the vacuum actuator, the EGR volume can be regulated with a higher responsiveness and higher accuracy.
In accordance with the engine operating conditions, the ECM calculates the current (duty signal) that
drives the linear solenoid and then applies it to the solenoid, regulating the valve lift.
By receiving
the valve position signal from the EGR valve lift sensor, the feedback control is conducted.
Exhaust Gas IN (From Exhaust Manifold) Dual-Valve
Exhaust Gas OUT (To Intake Manifold) EGR Valve Position Sensor EGR Valve
Actuators Part 2
<<<< Operation
The plunger of the linear solenoid is being pushed toward the valve close direction by the spring,
however, when the coil is energized, the plunger moves to the valve open direction. The EGR valve lift is regulated by the balance between the spring force and the magnetic energy of the coil corresponding to the energization current (duty ratio). When the EGR valve needs to be opened, the ECM boosts the current (duty signal) applied to the linear solenoid, conversely, when the valve needs to be closed, the ECM decreases the current.
<<<< Circuit (((( Linear Solenoid Drive Circuit
12 V EGRS EGR Valve 12 V MREL Battery E1 Microprocessor Drive Circuit
MAIN
ECM
Active Test
Active Test Item
Test Detail/Control Range Control the EGR valve position: 0 to 100% Control the EGR valve (bank 2): 0 to 100%
Control the EGR Step Position Control the EGR Step Position #2 relevant repair manuals.
164
Actuators
165
[[[[ DC motor Drive <<<< Description

The DC motor is used to open and close the EGR valve. The EGR valve system driven by the DC
motor consists of a DC motor, a valve, and the ECM that controls the DC motor. By using the DC motor for the EGR valve operation, a control with more torque, more sophisticated functions, and larger flow amount can be possible compared to the EGR valve system which is driven by the linear solenoid.
The motor is driven by the request signal from the ECM. The valve lift is constantly monitored with
the EGR valve lift sensor, and the valve lift feedback control is conducted so that the valve lift can be appropriate to the engine operating conditions. EGR Valve
Exhaust Gas OUT (To Intake Manifold)
Exhaust Gas IN (From Exhaust Manifold)
Actuators Part 2
<<<< Operation
The ECM calculates the required EGR valve lift appropriate to the engine operating conditions, and
drives the DC motor through the current control; the direction in which the current flows, and the magnitude of the flowing current. When the valve needs to be opened, the current is applied to the M+ and M- terminals as the motor positive pole and negative pole. Conversely, when the valve needs to be closed, the current is applied to the M+ and M- terminals by interchanging the positive and negative.
The rotation of the DC motor opens and closes the EGR valve via the reduction gear provided on the
motor, regulating the amount of the EGR gas flow.

12 V Drive Circuit Shield Microprocessor
EGM+ EGMCurrent Monitor
M EGR Valve (DC Motor)
ECM
<<<< Character
Active Test
Active Test Item
Test Detail/Control Range Control the EGR valve position: 0 to 100%
Control the EGR Step Position relevant repair manuals.
166
Actuators
167
777 EGR Cooler Bypass Valve

[[[[ Description
The EGR cooler bypass valve is fitted on the outlet port of the water-cooled EGR cooler, and
optimizes the temperature of the EGR gas that is recirculated into the intake passage, improving the exhaust gas purification performance since engine start.
When the engine is cold or the engine load is low, if the compression heat in the engine compression
stroke is determined insufficient due to the low intake air temperature, the ECM closes the bypass valve and recirculates the EGR gas bypassing the EGR cooler into the intake air passage.
This system consists of a bypass passage-equipped EGR cooler, a bypass valve, a vacuum actuator,
a vacuum switching valve (VSV), and the ECM that controls the vacuum switching valve. EGR Cooler
Bypass Switching Valve
EGR Gas EGR Gas
Actuators Part 2
[[[[ Operation
While the ignition switch is ON, the battery voltage is constantly supplied to the vacuum switching
valve (VSV) that switches the vacuum of the vacuum actuator. The ECM controls the VSV by switching the ground circuit of the VSV.
According to the engine operating conditions, the ECM operates the VSV to activate the vacuum
actuator linked with the EGR cooler bypass valve, switching the EGR gas flow to either the EGR cooler or the EGR cooler bypass passage.
[[[[ Circuit <<<< EGR Cooler Bypass Valve Circuit
Diode * ECBV MAIN VSV for EGR Cooler Bypass Valve 12 V Battery MREL E1
Fail Detection Circuit *
Drive Circuit Microprocessor Drive Circuit
ECM * A diode and fail detection circuit are applied depending on the type of vehicle.
<<<< Drive Voltage

Problem Condition Normal (Cold engine, Idling) Normal (Engine warmed up, 3000 rpm) ECBV circuit open ECBV circuit GND short ECM Terminal Voltage ECBVVSV Control Output 1.5 V or less 12 V Remains 12V Remains 0 V
168
Actuators
169
888 Diesel Throttle

[[[[ Outline of Diesel Throttle
The diesel throttle is a throttle valve that is driven by a motor or vacuum. By limiting the intake air
through use of the throttle valve, the intake manifold pressure is reduced, letting a large amount of the EGR gas enter. The diesel throttle can also be effective for the air-fuel ratio control as well as smooth engine stop.
The diesel throttle is divided into four types depending on the throttle valve drive systems.
EGR Cooler
EGR Valve
Diesel Throttle Body Intercooler
Step motor Type Throttle Valve Drive system Throttle valve angle Throttle Valve position detection Throttle Valve Fully Opened Switch 1CD-FTV KD Series Step Motor Controlled by the ECM directly. Determined by the number of steps calculated by the ECM. Equipped (Built into Diesel Throttle Body)
Rotary Solenoid Drive AD Series KD Series Rotary Solenoid Controlled by the ECM directly. Throttle Position Sensor (no-contact type) None
DC motor AD Series (for New Avensis) DC Motor Controlled by the ECM directly. Throttle Position Sensor (no-contact type) None
TIP
In some 1ND-TV engines, a diesel throttle that is driven by a vacuum actuator and a VRV was used.
Actuators Part 2
[[[[ Step Motor Drive <<<< Description

The step motor is used to open and close the throttle valve. The diesel throttle body consists of a step
motor (stator core and rotor), a throttle valve, and a throttle valve fully opened switch.
number of directive steps. Based on the calculation, the ECM energizes the step motor. The motor rotates a number of degrees according to the number of directive steps, opening or closing the throttle valve. Throttle Valve Reduction Gears
Magnet
Throttle Control Motor Rotor Shaft Throttle Valve Fully Opened Switch
<<<< Operations
The battery voltage is applied to the coil built into the step motor while the engine is running, and the
ground side of the coil is connected to the ECM.
The ECM operates the step motor in incremental
steps by switching the coil ground, to regulate the diesel throttle valve angle.
according to the signal transmitted from the ECM to the stator coil. The throttle valve opens or closes by the angle determined by the motor input speed that is reduced by the drive gear, the ECM drives the step motor so that the actual step position of the step motor can follow the target step position. Relationship between the number of steps and opening angle Small The number of steps Large 2-phase excitation Drive 0.8 Full open switch ON Full open 90 1-2 phase excitation Drive 0.4
Full close 7
170
Actuators
171
Part 2

the step motor.
TIP
The 1-2 phase excitation drive method and the 2-phase excitation drive method are used to operate While the 1-phase excitation rotates the rotor by energizing a coil phase-by-phase, the 2-phase
excitation energizes a coil two-by-two, increasing the torque that rotates the rotor. The 1-2 phase excitation can halve the amount of rotor rotation per energization by alternating the 1-phase and 2-phase excitations.
In accordance with the engine operating conditions, the ECM accurately controls the step motor
with the 1-2 phase excitation or the 2-phase excitation. The step motor is controlled in up to 209 incremental steps (104 steps if only 2-phase excitation), and the throttle valve is controlled in an operating angle range of 83(full close at 7and full open at 90). 2-Phase Excitation Coil Rotor (magnet) Coil Rotational Amount 1-2 Phase Excitation Rotor (magnet)
Coil Rotor (magnet) Coil Rotor (magnet) Rotational Amount Energized Not Energized Combination of Energization Coils 2-Phase Excitation 1-2 Phase Excitation
S1 S2 S3 S4
Terminal Arrangement
S2 B2 S4 S1 B1 S3
Equivalent Circuit
S1
Direction : Energized
Close
Open
B1
Rotor
S3 S2 B2 S4
Actuators Part 2
MAIN
12 V MREL LU+A LU-A LU+B Drive Circuit Microprocessor
Battery Diesel Throttle Body
LU-B E1 ECM
172
Actuators
173
[[[[ Rotary Solenoid Drive <<<< Description

In the rotary solenoid type diesel throttle system, a rotary solenoid is used to open and close the
throttle valve. The rotary solenoid type diesel throttle consists of a rotary solenoid (coil and magnet), a throttle valve, and a throttle valve position sensor.
In accordance with the engine operating conditions, the ECM calculates the duty signal that drives
the rotary solenoid, regulating the throttle valve angle. The ECM performs the throttle valve angle feedback control according to the valve angle signals transmitted by the throttle position sensor.
In order to minimize the vibration that occurs when the engine stops, the throttle valve fully closes
when the ignition switch is turned off, and then will fully open again for the next engine start. Rotary Solenoid
Throttle Control Motor
Throttle Valve
Throttle Position Sensor
Actuators Part 2
<<<< Operations
The rotary solenoid type throttle body energizes the solenoid (coil) using the built-in drive circuit
according to the duty signals transmitted by the ECM to rotate the rotor, regulating the throttle valve that coaxially operates with the rotor.
<<<< Circuit (((( Rotary Solenoid Drive Circuit

The drive circuit and rotary solenoid, which are built into the diesel throttle body, have their own power
supply (+B) and ground (GND). 12 V MREL MAIN Magnet Drive IC Battery Solenoid Coil Diesel Throttle Body ECM LUSL Drive Circuit 5V Constant Voltage Circuit Drive Circuit Microprocessor
Active Test
Active Test Item
Test Detail/Control Range Control the diesel throttle valve (bank 1): 0 to 90% Control the diesel throttle valve (bank 2): 0 to 90%
Diesel Throttle Target Angle Diesel Throttle Target Angle #2 relevant repair manuals.
174
Actuators
175
[[[[ DC motor Drive <<<< Description

The DC motor is used to open and close the throttle valve. The diesel throttle valve system driven by
the DC motor consists of a DC motor, a valve, and the ECM that controls the DC motor.
The motor is driven by the request signal from the ECM. The valve angle is constantly monitored with
the throttle position sensor, and the valve angle feedback control is conducted so that the valve angle can be appropriate to the engine operating conditions. Throttle Position Sensor Throttle Valve
DC Motor
Throttle Control Motor
Actuators Part 2
<<<< Operation
The ECM calculates the required throttle valve angle appropriate to the engine operating conditions,
and drives the DC motor through the current control; the direction in which the current flows, and the magnitude of the flowing current. When the valve needs to be opened, the current is applied to the M+ and M- terminals as the motor positive pole and negative pole. Conversely, when the valve needs to be closed, the current is applied to the M+ and M- terminals by interchanging the positive and negative.
The rotation of the DC motor opens and closes the throttle valve via the reduction gear provided on
the motor, regulating the amount of intake air (intake manifold pressure).

+BM 12 V Drive Circuit Shielded M+ MGE01 ME01 Current Monitor Microprocessor
M Throttle Control Motor (DC Motor)
ECM
Active Test
Active Test Item
Test Detail/Control Range Control the diesel throttle valve (bank 1): 0 to 90%
Diesel Throttle Target Angle relevant repair manuals.
176
Control
177
6 8Control
111 Fuel Pressure Control (Common-rail Pressure)
[[[[ Description
In common rail diesel engines, a stable injection pressure can be obtained even at a low speed
without being affected by the engine speed and load by storing high pressure fuel, which is fed from the supply pump, in the common rail. The ECM constantly monitors the common-rail pressure, and controls the supply pump SCV and feeds the fuel to allow the common-rail pressure to maintain the target pressure. Fuel Pressure Sensor Pressure Limiter
Common-Rail Fuel Temp. Sensor
Supply Pump
SCV
Fuel Filter Fuel Tank
ECU Engine ECU Injector
Control Part 2
[[[[ Component Parts and Functions

Final Injection Volume
Crankshaft Position Sensor ECM Fuel Pressure Sensor Suction Control Valve
Component Crankshaft Position Sensor Fuel Pressure Sensor Suction Control Valve
Function and Purpose Used to calculate the basic target common-rail pressure. Used to calculate the fuel pressure feedback volume. Driven by the ECM and regulates the amount of fuel that is taken into the plunger chamber of the supply pump. Calculates the basic common-rail pressure. Apply correction to basic target common-rail pressure and calculates the final target common-rail pressure. Controls the SCV based on the final target common-rail pressure and the actual common-rail pressures, and adjusts the common-rail pressure.
ECM
Final injection volume
Calculated by the injection volume control and used to calculate the basic target common-rail pressure.
178
Control
179
[[[[ Control <<<< Outline

The ECM calculates the basic target common-rail pressure based on the final injection volume and
the engine speed. In order to meet the engine conditions, the final target common-rail pressure is calculated from the product of the correction coefficient obtained by the output values from the various sensors and the basic target common-rail pressure. The ECM calculates the SCV drive current value (duty ratio) to allow the actual common-rail pressure to be the target pressure and energizes the SCV, thus adjusting the common-rail pressure to the target pressure.
Fuel Pressure Control Injection Volume Control Final Injection Volume Basic Target Common-rail Pressure
Engine Speed Signals
Correction Coefficient to calculate the Final Target Common-rail Pressure
Final Target Common-rail Pressure
Deviation Calculation of the Actual Common-rail Pressure and the Target Common-rail Pressure Fuel Pressure Feedback Volume Calculation
Suction Control Valve Drive Control (Supply Pump)
Control Part 2
<<<< Calculation of basic target common-rail pressure

The ECM calculates the basic target common-rail pressure from the final injection volume, which is
calculated based on the accelerator opening degree and the engine speed. As shown in the following map of the basic target common-rail pressure, the more the final injection volume is and the higher the engine speed is, the higher the common-rail pressure is calculated.
Basic injection pressure map

80 135 MPa Final injection volume 60 70 ~ 90 MPa 120 ~ 130 MPa 40 50 ~ 70 MPa 20 30 ~ 50 MPa 0 1000 2000 3000 Engine speed (rpm) 4000 5000 100 ~ 120 MPa 90 ~ 100 MPa
<<<< Drive of Suction Control Valve

The ECM calculates the SCV drive duty ratio to allow the actual common-rail pressure reach the
target pressure. The higher the target common-rail pressure is, the larger the SCV drive duty ratio is, whereas the lower the target common-rail pressure is, the smaller the SCV drive duty ratio is.
180
Control
181
222 Injection Volume Control

[[[[ Description
In the common-rail diesel engine, the ECM calculates two values: a basic injection volume and a
maximum injection volume, in accordance with the engine operating conditions. The ECM then compares the basic and maximum injection volumes and determines a smaller calculated value for the final injection volume.
Basic Injection Volume
Fuel Pressure
Compensation Valve
EDU
Comparison
Decision on Duration
Maximum Injection Volume
Injector Feed Back Valve ECM Injector
Control Part 2

Accelerator Pedal Position Sensor Crankshaft Position Sensor Turbo Pressure Sensor Intake Air Temp. Sensor Atmospheric Temp. Sensor EDU Fuel Pressure Sensor ECM Fuel Temp. Injector Engine Coolant Temp. Sensor Mass Air Flow Meter Starter Signal Vehicle Speed Signal Clutch Switch
Atmospheric Pressure Sensor
182
Control
183
Part 2
Component (Signal)
Function and Purpose Used to calculate the basic and maximum injection volumes.
Accelerator Pedal Position Sensor Used to calculate the basic injection volume. Used as a correction value to calculate the final injection volume. Used to calculate the basic injection volume at engine start. Used to detect fluctuations in the engine speed. Turbo Pressure Sensor Intake Air Temp. Sensor Fuel Pressure Sensor Engine Coolant Temp. Sensor Used as a correction value to calculate the maximum injection volume. Used as a correction value to calculate the maximum injection volume. Used as a correction value to calculate the final injection volume. Used as a correction value to calculate the maximum injection volume. Used to calculate the basic injection volume at engine start. Starter Signal Used as a correction value to calculate the fuel injection volume at engine start. Used as a calculation start reference signal for the fuel injection volume at engine start Used as ISC (Idle Speed Control) correction value for the basic injection volume. Used as ISC (Idle Speed Control) correction value for the basic injection volume. Drives the injector upon receiving the injection command signal from the ECM Calculates the basic and maximum injection volumes. Calculates the final injection volume from the basic and maximum injection volumes. ECM Calculates the basic injection volume at start and the corrected injection volume at start. Calculates a presumed actual fuel injection volume from the fluctuation in the engine speed and corrects the final injection volume. Transmits a fuel injection signal to the EDU.
Vehicle Speed Signal Clutch Switch Neutral Start Switch EDU
Control Part 2

The ECM calculates the basic injection volume, based on the fuel injection volume pattern obtained
by the accelerat or pedal opening degree and the engine speed. In addition, the ECM calculates the maximum fuel injection volume by applying various corrections in accordance with the engine conditions to the basic maximum injection volume calculated based on the engine speed.
Either the basic or the maximum fuel injection volume, whichever is smaller, is selected and set as
the base of the final fuel injection volume. Corrections are then applied to the base, and the final fuel injection volume is calculated.
In addition, the fuel injection volume is calculated based on the engine coolant temperature, engine
speed and starter ON time when the engine is started.
Injection Volume
Engine Speed
Accelerator opening degree Engine speed
Basic Injection Volume Basic Maximum Injection Volume
Smaller Volume of Fuel Injection

Calculation of EDU Drive Timing
Final Injection Volume after Correction

Fuel Injection Volume Correction for Each Cylinder Speed Correction Fuel Injection Pressure Correction
Injection Volume
Manifold Absolute Pressure Correction Intake Air Temperature Correction Maximum Fuel Injection Correction when the Engine is Cold.
Engine Speed
184
Control
Basic Injection Volume
185
<<<< Calculation of Basic Fuel Injection Volume

The ECM selects the fuel injection volume pattern according to signals (VPA) from the accelerator
pedal position sensor and signals (NE) from the crankshaft position sensor. The basic fuel injection volume is calculated by the selected pattern.
In addition, idle speed control corrections from the clutch switch (park/neutral position switch) and
the vehicle speed signals, and the engine coolant temperature correction are applied to the basic fuel injection volume.
Basic Injection Volume Pattern

#7
#6 #5 #4
#3 #1 #2 Engine Spped #1 #2 #3 #4 #5 #6 #7 Pattern 1: Below idling speed Pattern 2: Idling speed
Pattern 3: Accelerator pedal depression degree of 10% Pattern 4: Accelerator pedal depression degree of 20% Pattern 5: Accelerator pedal depression degree of 30% Pattern 6: Accelerator pedal depression degree of 50% Pattern 7: Accelerator pedal depression degree of 100%
TIP
Pattern 7 of the injection volume in the maximum speed area is calculated considering the fuel injection volume reduction control that judges whether a driver dozes off or not while driving at high speeds for a long time.
Control Part 2
<<<< Calculation of Maximum Fuel Injection Volume

The maximum fuel injection volume is calculated by applying corrections such as manifold absolute
pressure correction, intake air temperature correction, fuel injection volume increase correction in cold start conditions to the basic maximum fuel injection volume which is determined in accordance with the engine speed.
When the engine coolant temperature is 90 C or more, the fuel injection volume is corrected to be
reduced. In addition, there are torque limit to protect drive systems, turbo speed limit to prevent the turbocharger from overrotating at high altitude, and intake air amount limit to prevent white smoke generation due to EGR cut delay, which are used to limit the injection volume within specified ranges. [ Basic Injection Volume Pattern ] Intake Air Volume-large Basic Injection Volume Varies by Required Volume
Intake Air Volume-small Engine Spped
186
Control
Injection Volume
187
<<<< Calculation of Final Fuel Injection Volume

The ECM selects either the basic or the maximum fuel injection volume, whichever is smaller, and
then calculates the final fuel injection volume by applying corrections such as a fuel injection volume correction for each cylinder, engine speed correction and fuel injection pressure correction to the selected fuel injection volume. [ Determining Injection Volume ] : Basic Injection Volume : Maximum Injection Volume
Selects lowest
30% VPA
Engine Speed Calculation formula Final fuel injection volume: MIN (Basic and maximum fuel injection volumes) + Engine speed correction+ Fuel injection volume correction for each cylinder + Fuel injection pressure correction
POINT
The calculated final fuel injection volume is later used to calculate the fuel injection timing control, multiple injection control and EDU driving timing.
Control Part 2
<<<< Fuel Injection Volume at Engine Start

The fuel injection volume at engine start is calculated by applying a starter ON time correction to the
basic injection volume at engine start. The basic injection volume at engine start and increase and decrease rates of the fuel injection volume at engine start are calculated based on the engine coolant temperature and engine speed at engine start. Engine coolant temperature Low
Fuel injection volume
Basic fuel injection volume STA ON time STA ON Engine start
Fuel injection volume
High
STA ON time STA ON Engine start
188
Control
189
<<<< Various corrections

In order to obtain an optimal fuel injection volume in accordance with the engine operating conditions
requested by a driver, the final maximum fuel injection volume is calculated by applying corrections to the maximum fuel injection volume, based on the values from various sensors. The final fuel injection volume is calculated by applying corrections to the fuel injection volume which is selected from either the maximum or basic fuel injection volume. Item Content Used to calculate the maximum fuel injection volume, and is used to protect the engine and injection systems at high engine coolant temperature. Reduces the fuel injection volume by subtracting a predetermined correction value determined by the ECM from the maximum injection volume control value. Used to calculate the maximum fuel injection volume. Ensures the start-off performance at extreme low temperature. Applies correction values to the maximum injection volume control value and increases the fuel volume, to ensure a stable combustion after cold engine start. [ Engine Coolant Correction ] Inc rease c or rec tion af ter engine start in cold conditions Increase Correction Coefficient 1 40 Engine Coolant Temperature (deg)
Reduction correction at high engine coolant temperature
Control Part 2
Item
Content Used to calculate the maximum injection volume. Corrects the combustion difference which is caused by the intake air density. [ Manifold absolute Pressure Correction ] Pressure Correction Increase Correction Coefficient Decrease Overload Protection
Manifold absolute pressure correction Intake air temperature correction
3 Manifold absolute Pressure Sensor Output (V) [ Intake Air Temperature Correction ]
Correction Coefficient 1 Decrease
40 Intake Air Temperature (deg) Item Engine speed correction Contents Used to calculate the final fuel injection volume.Smoothes the fluctuation in the engine speed during acceleration and deceleration to improve drivability. Performs both the feedforward and feedback controls.
Used to calculate the final fuel injection volume.Detects Fuel injection volume correction for each any fluctuation in the rotation of the cylinders while idling cylinder and increases and decreases the fuel injection volume for (Crank Time Compensation Learning) each cylinder, in order to reduce engine vibration caused by variations in the fuel injection volume for each cylinder. Fuel injection pressure correction Used to calculate the final injection volume.Corrects the difference in the fuel injection volume according to the fuel pressure.
190
Control
191
REFERENCE
Accelerator pedal opening degree to calculate the fuel injection volume

injection volume.
Torque control for the cruise control and the VSC are controlled by virtually changing the accelerator
opening degree to calculate the fuel injection volume. The fail-safe torque limit, such as when there is a malfunction in the system parts, is performed by limiting the accelerator opening degree to calculate the
The accelerator pedal opening degree to calculate the fuel injection volume can be checked by the item
Accel. Position on the data list.

When there are no requests from the cruise control, ETC, or VSC system, or when the acceleration is
not limited by the fail-safe, the Accel. Position value varies in proportion to the accelerator depression amount.
If the Accel. Position value ranges between 10 and 25% when the MIL illuminates and the accelerator
is fully opened, the acceleration is limited (engine output is limited) by the fail-safe.
When the voltage applied to the accelerator is in a normal range (Accel Sensor Out No.1 and No.2), the
accelerator is limited (engine output is limited) by the fail-safe due to a malfunction in other actuators.
Control Part 2
<<<< Pilot Quantity Learning (((( Outline of Pilot Quantity Learning

In recent common-rail injection systems, the fuel injection pressure is being progressively increased
to meet engines high power output and emission regulations. On the negative side, the fuel injection volume per valve opening time increases under high-pressure injection conditions, therefore, the variation in the fuel injection accuracy for each cylinder (variations in the injector open valve accuracy) causes a big difference in the fuel injection volume.
In order to correct differences in the engines (fuel injection systems) and variations in the fuel injection
accuracy for each cylinder, a small amount of fuel is injected at the request of the ECM while the fuel is not injected for the output control during deceleration, and the actual fuel injection volume from the injector is estimated based on the fluctuation in the engine speed corresponding to the fuel injection. The ECM learns the difference between the estimated actual injection volume value and commanded very small injection volume value and then corrects the actual injection volume, thus equalizing the fuel injection volume for each cylinder.
(((( Learning Process

When the ECM determines a decrease in the engine speed (vehicle speed) which meets a
predetermined condition, a small amount of fuel is injected once and the pulse width for the injection signal and the fluctuation (angular speed) in the engine speed are detected. The fluctuation in the engine speed is once converted into torque and then the torque is converted in the fuel injection volume. The ECM learns the difference between the converted fuel injection volume and the actual fuel injection volume and applies corrections to each cylinder injection volume.
The small injection volume correction control has 2 modes: automatic mode in which the control is
performed while the vehicle is running, and manual mode in which the control is performed using an intelligent tester.
192
Control
193
Control Flow
Determination of prerequisite conditions Injection of a very small amount of fuel
Detection of fluctuation in the engine speed due to injection, and processing of a detected value
Engine speed Injection volume Q
Application of correction volume

Q
Engine speed Injection volume Q Q=0 Determined Time
CR Injection volume Q Q=0 Injected Time
Map value Target Q
INJ Actual INJ
Q=0 Injected Injection pulse width
The ECM determines whether the engine meets a predetermined condition to inject a very small volume of fuel, and then checks the injection point. *
The ECM determines which cylinder needs to be corrected, due to either variation in the fuel injection volume caused by deterioration in the cylinder over time or based on the previous fuel injection correction value (learned value), and determines the very small injection volume in accordance with the engine operating conditions. The fuel is injected in a very short time d u r i n g d e c e l e r at i o n, and the injection timing and pressure are de termined in accordance with the engine operating conditions.
The ECM detects fluctuation in the engine s p e e d ( N E s i g n a l s) w h e n t h e ve r y sm all vo lume of f ue l i s in jected. The fluctuation in the engine speed is measured as crankshaft angular speed by the pulse width of NE signals. The ECM converts the fluctuation in the engine speed into torque onc e, and inversely converts the torque into fuel injection volume. The ECM compares the ver y small fuel injec tion volume with the converted fuel injection volume, and learns the difference.
The difference between the actually injected very small fuel volume and the injection volume which i s c o nve r t e d f r o m t h e fluctuation in the engine speed is converted into a correction value to control the injection volume, and reflected in the map value. The injection pulse width (Time: t1) for the fuel injection volume (Q) which is calculated from the map value under the injection volume control is corrected into the injection pulse width (t2) to obtain the actual fuel injection volume (Q).
*: The implementation conditions (prerequisite conditions) of the pilot quantity learning are outlined in the table below.
Control Part 2
Prerequisite conditions
Conditions of pilot quantity learning (Auto mode)

When the ECD system works normally. After the engine is warmed up. (When the engine coolant temperature, intake air temperature and fuel When the after-treatment is not controlled. (with DPF/DPNF catalytic converter) During deceleration from a speed above a predetermined speed and during the fuel cut-off operation.
temperature are within a predetermined range.)
Conditions of pilot quantity learning (Manual mode)

When the ECD system works normally After the engine is warmed up. (The engine coolant temperature, air intake temperature and fuel When the after-treatment is not controlled. (with DPF/DPNF catalytic converter) When the ignition switch is ON or while idling The status of the pilot quantity learning can be checked by using data list on the intelligent tester.
temperature are within a predetermined range.)
Data List Item Pilot Quantity State (CAT) Pilot Quantity State
Confirmation Item Is the pilot quantity learning allowed on the system? Current status of the pilot quantity learning Is Complete (learning complete status) displayed?
Confirmation of Injection Volume:
The fuel system can be easily inspected by checking the injection volume and the injection feedback
value, which are displayed on the data list.

When there are significant variations in the fuel injection correction volume for each cylinder injector
feedback value #, there may be a malfunction in one or more of the cylinders. The fuel injection correction volume is used to correct the crankshaft angular speed for each cylinder. Therefore, it cannot specify that the cylinder of which the correction volume significantly deviates may be a malfunctioning cylinder, since the correction value may be increased or decreased to correct the malfunctioning cylinder.
In addition, even when there are no extreme variations in the fuel injection correction volume for
each cylinder, if the Injection Volume on the data list is extremely high, there may be a malfunction in the fuel system relating to all the cylinders (including all injectors).
POINT
At this moment, the actual fuel injection volume from the injector cannot be detected and the feedback cannot be given. The fuel injection correction volume for each cylinder which is displayed using tools is corrected based on the angular speed at the time of the fuel injection from each cylinder which is detected from NE signals, therefore, some mechanical or electrical malfunctions may not be able to be reflected in the volume.
194
Control
195
333 Injection Timing Control

[[[[ Description
In the common-rail diesel engine, the fuel injection timing control is performed by controlling the
injector opening timing, based on the main fuel injection timing obtained by applying corrections in accordance with the engine operating conditions to the basic fuel injection timing which is calculated by the ECM.
EDU Basic Injection Timing
Injection Timing Correction ECM
Injector
Control Part 2

Crankshaft Position Sensor Turbo Pressure Sensor Intake Air Temperature Sensor Engine Coolant Temperature Sensor Starter Signal ECM EDU
Injector
Component (Signal) Crankshaft Position Sensor Turbo Pressure Sensor Intake Air Temp. Sensor Engine Coolant Temp. Sensor Starter Signal EDU
Function and Purpose Used to calculate the basic injection timing. Used to calculate the target fuel injection timing at engine start. Used as a correction value of the basic injection timing. Used as a correction value of the basic injection timing. Used as a correction value of the basic injection timing. Used to calculate the target fuel injection timing at engine start. Used as a calculation start reference signal of the target fuel injection timing at engine start. Drives the injector upon receipt of the injection command signal from the ECM. Calculates the basic injection timing. Applies corrections to the basic injection timing and calculates the main injection timing. Transmits an injection command signal to the EDU.
ECM
Calculated by the injection volume control and is used to calculate the basic injection timing.
196
Control
Injection Timing (CA)
197

The ECM calculates the basic injection timing based on the engine speed (NE pulse) and the final
injection volume, and then applies various kinds of corrections to it, thus determining the optimal main target injection timing. (1) Outline of control timing 0 NE Pulse Pilot Injection Injector Drive Pluse Nozzle Needle Lift 1 TDC
Main Injection
Pilot Injection Timing
(2) Injection timing calculation method Engine Speed Final Injection Volume Basic Injection Timing
Pilot Interval
Main Injection Timing
Corrections
Engine Coolant Temperature Correction Intake Air Temperature Correction Manifold Absolute Pressure Correction
<<<< Calculation of Basic Injection Timing

The ECM calculates the basic injection timing, based on the final injection volume calculated by the
injection volume control and signal (NE) from the crankshaft position sensor. (Map calculation) 60 mm3/st 30 mm3/st 10 mm3/st 20 BTDC 10
TDC
-10 1000 2000 3000 Engine Speed (rpm) 4000
ATDC
Control Part 2
<<<< Calculation of Main Injection Timing

The ECM calculates the main injection timing by applying corrections such as the intake pressure
correction, cold correction, intake air temperature correction and load correction to the basic injection timing. Calculation formula Main injection timing: {[Basic injection timing - (Manifold absolute pressure correction + Cold correction + Intake air temperature correction x Load correction] - Advance after cold start} + retard at high engine coolant temperature
<<<< Calculation of Main Injection Timing at Engine Start

The ECM calculates the main injection timing at engine start, based on the engine coolant
temperature and the engine speed. (Map calculation) Injection Timing (CA) TDC
Retard
Engine Coolant Temperature
Low
High
Advance
Low Engine Speed (rpm)
High
1000
198
Control
199
<<<< Various corrections

In order to obtain an optimal injection timing in accordance with the engine operating conditions, the
main injection timing is calculated by applying corrections to the basic injection timing and the basic pilot interval based on values from the various sensors. Item Content Used to calculate the main injection timing. Used for environmental corrections for the engine operating conditions such as a misfire and white smoke. [ Intake Air Pressure Correction ] High rpm Low rpm Timing Advance (CA)
Manifold Absolute Pressure (MAP)
[ Water Temperature Correction ] Manifold absolute pressure correction Cold correction Intake temperature correction Load correction coefficient Hot Cold Timing Advance (CA)
Engine Speed (rpm)
[ Water Temperature Correction ]
Correction Coefficient 1 Decrease 40 Intake Air Temperature (deg)
Control Part 2
Item
Content Used to calculate the main injection timing. Used for countermeasures against misfire and white smoke immediately after engine start. In order to ensure the combustion stability after cold start, advance the injection timing by applying the correction value to the injection timing control value. Used to calculate the main injection timing and reduce the thermal loads at high temperature Retards the injection timing by subtracting a predetermined correction value calculated by the ECM from the injection timing control value.
Advance correction after cold start
Retard at high coolant temperature
200
Control
Injection Volume
201
444 Multiple Injection Control

[[[[ Description
The multiple injection control, in which the fuel is injected separately in multiple times (Max.: 5 times)
per cycle, improves fuel combustion in the main injection by injecting a small amount of fuel before and after the main injection.
Aside from the pilot injection (pilot 1), pre-injection (pilot 2), main injection and after injection which
are related to combustion (engine output control), the post injection, which is used for exhaust gas treatment for engines equipped with DPF or DPNR that is not related to combustion (engine output control), is provided. Thus, there are 5 types of injection in the multiple injection control.
Pilot Injection (Pilot 1)
Pre Injection (Pilot 2)
Main Injection Time
After Injection
Post Injection
Multiple Injection
Pilot Injection (Pilot 1)
By injecting fuel before the CA (crankshaft angle) becomes 20 against the main injection, pre-mixture of air and fuel is performed and the air utilization rate in the combustion is enhanced, thus reducing smoke emissions and improving the engine torque. By injecting a small amount of fuel immediately before the main injection, the ignition performance in the main injection is ensured. In addition, by smoothly increasing the combustion pressure due to the combustion, the combustion noise and HC emissions can be reduced. Main fuel injection to obtain the engine output. By injecting a small amount of fuel immediately after the main injection and accelerating the combustion reaction for unburnt residue, smoke emissions are reduced and the catalyst is activated in accordance with the increase in the exhaust gas temperature. In the latter half of the expansion process after the main injection, a small amount of fuel is injected. This is used for the after-treatment control on engines equipped with DPF or DPNR.
Pre Injection (Pilot 2) Main Injection After Injection
Post Injection
Control Part 2

Crankshaft Position Sensor Turbo Pressure Sensor Intake Air Temperature Sensor Engine Coolant Temperature Sensor Starter Signal ECM EDU
Injector
Component (Signal)
Function and Purpose Used to calculate the multiple injection modes. Used to calculate each injection volume and interval for the multiple injections. Used as a correction value to calculate the pilot/pre-injection volumes at engine start. Used to calculate the pilot/pre injection timings at engine start. Used as a correction value to calculate the pilot/pre-injection volumes. Used as a correction value to calculate the pilot intervals 1 and 2. Used as a correction value to calculate the pilot intervals 1 and 2. Used as a correction value to calculate the pilot/pre injection volumes. Used to calculate the basic pilot/pre injection volumes at engine start. Used as a correction value to calculate the pilot intervals 1 and 2. Used to calculate the pilot/pre injection timings at engine start. Used as a calculation start reference signal for the pilot/pre injection volumes and timing at engine start. Drives the injector upon receiving the injection command signal from the ECM. Calculates the multiple injection modes. Calculates each injection volume and interval for the multiple injections.
Turbo Pressure Sensor Intake Air Temp. Sensor Atmospheric Pressure Sensor
Engine Coolant Temp. Sensor
Starter Signal EDU
ECM
Calculates the basic pilot/pre injection volumes at engine start and corrected pilot/pre injection volumes at engine start. Calculates the pilot/pre injection timings at engine start. Transmits injection command signals to the EDU. Final injection volume Calculated by the injection volume control and is used to calculate the multiple injection modes and each injection volume and interval for the multiple injections.
202
Control
203
[[[[ Control <<<< Outline of Multiple Injection Control (((( Injection Mode
The multiple injection control has 5 patterns of injection mode (and post injection mode for after-
treatment control) described in the table below. The ECM performs injection by switching the injection mode to obtain an optimal combustion in accordance with the engine operating conditions. The injection mode is calculated and selected based on the final injection volume by the injection volume control and engine speed signals (NE). Each injection volume and interval for the multiple injections are simultaneously calculated and controlled from the map.
Distribution of multiple injection modes
3 Final Injection Volume 2 4 5
Engine Speed
Control Part 2
Multiple injection modes

Mode Mode 1 Mode 2 No injection
Injection pattern
Main injection only: The injection volume is not divided.
Mode 3
Pre-injection (pilot 2) + Main injection The injection volume is divided and the pilot intervals 1, 2 are calculated, at the same time.
Mode 4
Pilot injection (pilot 1) + Pre-injection (pilot 2) + Main injection: The injection volume is divided and the pilot intervals 1, 2 are calculated at the same time.
Mode 5
Pilot injection (pilot 1) + Pre-injection (pilot 2) + Main injection + After injection: The fuel injection volume is divided and the pilot intervals 1, 2 and after interval are calculated at the same time.
Any mode of the above-described modes: 2 to 5 + Post injection* Additional control of the above multiple injection control and injection for afterPost injec tion for treatment control are performed. af ter - treatment control
* The injection volume and interval in the post injection mode are separately calculated by the after-treatment (control/system).
(((( Example of Injection Volume Rate

The multiple injection volume control is a control that calculates the injection mode, division of
the final injection volume and injection interval from each map based on the final injection volume calculated by the injection volume control and the engine speed and then applies corrections to them. The injection mode, injection volume rate and interval are simultaneously determined, and then integrated and output for injector drive calculation. The multiple injection control is performed by selecting various injection combinations in accordance with the engine conditions.
204
Control
205
Reference example of calculation

25mm3/st.
Change in the injection rate in accordance with change in the engine speed at the final injection volume of Final injection volume A+B+C+D (Corrections excluded) Main injection volume Final injection volume (A+B+D) (Corrections excluded)
Injection volume A
Injection mode
Injection volume B Injection volume C
Injection volume D
Engine speed 800 1200 1600 2000 2400 2800 3200 3600 4000
Pilot injection (Pilot 1) 2.0 2.0 2.0 2.0 2.0 0.0 0.0 0.0 0.0
Pre-injection (Pilot 2) 4.0 2.8 2.0 4.0 4.0 4.0 4.0 1.2 0.0
Main injection 19.0 20.2 19.0 17.0 19.0 21.0 21.0 23.8 25.0
After injection 0.0 0.0 2.0 2.0 0.0 0.0 0.0 0.0 0.0
<<<< Multiple Injection Volume (((( Outline

Necessary injection type is selected from the pilot, pre or after injections, with the final injection
volume which is calculated by the injection volume control set as the total injection volume, and the fuel injection volume is divided at an appropriate rate.
Flow of the multiple injection control calculation

Injection Volume Final Injection Volume Multiple Injection Control Simultaneous calculation of the injection mode, volume and interval (Map calculation)
Engine Speed Signals (NE)
Calculation of EDU Drive Signals
Control Part 2
(((( Calculation of Pilot and Pre-injection Volumes

When the multiple injection control modes: mode 3, 4 and 5 are selected, the pilot injection volume
and/or the pre injection volume are/is calculated.

The pilot injection volume (pilot 1) and the pre-injection volume (pilot 2) are calculated by applying the
cold correction and boost pressure correction to the basic pilot injection volume and the basic preinjection volume. The basic pilot injection volume and the basic pre injection volume are obtained based on the final injection volume and the engine speed signals (NE) which are calculated by the injection volume control. (Map calculation)
The pilot injection volume and pre-injection volume at engine start are calculated by applying the
engine speed correction to the basic pilot injection volume and the basic pre-injection volume which are calculated by the engine coolant temperature.
(((( Calculation of After Injection Volume

The after injection volume is calculated based on the final injection volume calculated by the injection
volume control and engine speed signals (NE) when the multiple injection control mode 5 is selected. (Map calculation)
(((( Calculation of Main Injection Volume

After the multiple injection control mode is determined, the main injection volume is calculated by
subtracting the total injection volume of the required multiple injection from the pilot, pre, or after injection, from the final injection volume (total injection volume) which is calculated by the injection volume control, to which the torque correction is applied.
TIP
The multiple injection control is a control that divides the total injection volume. Therefore, the total volume of the pilot, pre, main and after injection approximately almost equals to the final injection volume. (Corrections excluded).
206
Control
Injection Volume
207
<<<< Multiple Injection Timing (((( Outline

When the multiple injection control modes: 3, 4 and 5 are selected, necessary multiple injection
timings other than the main injection are calculated in accordance with the mode. The injection timings are individually calculated as follows: the pilot interval 1 for the pilot injection (pilot 1), the pilot interval 2 for the pre injection (pilot 2) and after interval for the after injection. Then, fuel is injected at the timing when the calculated intervals are added to the main injection timing.
The pilot interval 1, pilot interval 2 and after interval are calculated based on the final injection volume,
engine speed, engine coolant temperature and atmospheric pressure (Map correction). However, at engine start, the intervals are calculated based on the engine coolant temperature and the engine speed. Pilot Interval 1 Pilot Interval 2
After Interval
Main injection timing Time
Control Part 2
(((( Calculation of Pilot and Pre Injection Timings

The pre injection timing and the pilot injection timing are calculated when the particular mode is
selected by the multiple injection control.

The pre-injection timing is calculated by adding the pilot interval 2, which is calculated by applying the
most minimum value of the engine coolant temperature correction, intake air temperature correction and atmospheric pressure correction and load corrections to the basic pilot interval 2 calculated based on the engine speed and the final injection volume, to the main injection timing in the advance direction.
Similarly with the above case, the pilot injection timing is calculated by adding the basic interval 1 to
which corrections applied, to the pre injection timing in the advance direction.
The pilot injection timing at start and the pre injection timing at start are calculated based on the
engine coolant temperature and the engine speed when the engine is started,
Basic pilot injection interval map
60mm3/set 30mm3/set 10mm3/set
50
Interval (CA)
40
30
20 1000 2000 Engine Speed (rpm) 3000
(((( Calculation of After Injection Timing

The after interval is calculated based on the final injection volume which is calculated by the injection
volume control and engine speed signals (NE) when the after injection is selected by the multiple injection control. (Map calculation) The after injection timing is calculated by adding the after interval to the main injection timing in the retard direction.
208
Control
209
<<<< Various Corrections

In order to obtain the optimal combustion in accordance with the engine operating conditions, the
multiple injection volume control is performed by correcting the basic injection volume and the basic pilot interval based on values from the various sensors. Item Cold correction Boost pressure correction Engine speed correction Torque correction Content Used to calculate the pilot injection volume and the pre-injection volume. Used to calculate the pilot injection volume and pre-injection volume at engine start. Used to calculate the main injection volume. Smoothes the transition of switching the multiple injection mode.
Engine Coolant temperature correction Intake air temperature correction Used to calculate the pilot intervals 1 and 2. Atmospheric pressure correction Load correction coefficient
Control Part 2
555 Glow Control

[[[[ Description
The glow control is a control that raises the compressed air temperature by operating the glow
plug at cold engine start and heating the air in the combustion chamber, thus improving the engine startability.
After the engine is started, the ECM performs an after-glow for a certain period of time. The after-
glow reduces diesel knock, white smoke emissions and engine noises when the engine is cold.
Engine Coolant Temperature Sensor ECM Starter Signal
Glow Relay
Glow Plug
Glow Indicator Light
Component (Signal) Engine Coolant Temp. Sensor Starter Signal Glow Relay Glow Indicator Light ECM
Function and Purpose Used to calculate the pre-heating and after-glow control time. Used to calculate the glow indicator light illumination time. Used as a reference signal of after-glow control start. Used as a reference signal of the glow indicator light off. Supplies power to the glow plug. Informs the user of the pre-heating control status. Calculates the pre-heating and after-glow control time. Turns the glow relay contact on/off. Controls the glow indicator light illumination.
210
Control
211

The ECM controls the glow plug operation by turning the power supply of the glow relay on/off. The glow control has two kinds of control patterns: a pre-heating control when the ignition switch is on
before engine start, and an after-glow control while cranking and after engine start. Basically, the glow relay is turned on under the following conditions: while the ignition switch is on and the pre-heating is being enacted; while cranking; and while the after-glow control is being performed.
The ECM also performs the glow indicator light illumination control that informs the user of that the
engine is ready to start when the combustion chamber is heated under the pre-heating control. Conditions when the glow relay is on When the ignition switch is turned off to on While cranking When STA is turned on to off, and when it is determined that the engine has started. Control items Pre-heating control After-glow control
Glow control time chart

IGS/W STA
ON OFF ON OFF Illumination
G-IND S-REL Pre-heating After-heating
TIP
Vehicles equipped with DPNR are provided with a control that turns on the glow relay when the catalyst regeneration control is started and helps to increase the catalyst temperature, in addition to a control that performs pre-heating at engine start.
Control Part 2
<<<< Pre-heating Control

When the ignition switch is turned from off to on, the ECM controls the glow relay on time using two
kinds of energization patterns in accordance with the engine coolant temperature.
(((( When the engine coolant temperature is 40 C or higher

The ECM turns on the glow relay for 1 second after the ignition switch is turned on.
ON 1 sec. OFF IG ON
(((( When the engine coolant temperature is below 40 C

The ECM turns the glow relay on/off repeatedly for at most 15 seconds after the ignition switch is
turned on (after energized). The glow relay on time is made to vary in accordance with the battery voltage.
A IG ON
ON 2 sec. OFF 15 sec. at most
Battery voltage Energization time A
11.5V 15sec.
12V 10.5sec.
12.5V 8.4sec.
13V 7.4sec.
13.5V 6.8sec.
14V 4.7sec.
<<<< After-glow Control

While cranking (while STA signal is input) or after engine start, the ECM performs the after-flow
control, keeping the glow relay on until the engine coolant temperature reaches to 40 C or more. The energization time of the glow relay varies in accordance with the engine coolant temperature.
Energization duration (sec)
120
10
20 30 40 Engine Coolant temperature (C)
50
212
Control
Illumination duration (sec)
213
<<<< Glow Indicator Light Control

The ECM turns the glow indicator light on/off to inform the user of the pre-heating status under
the glow control after the ignition switch is turned to on. The glow indicator light turns on only for a predetermined time in accordance with the engine coolant temperature at engine start. However, the glow indicator light turns off when cranking occurs while it is turned on (when the STA signal is input).
6 4 2
-20
0 20 Engine Coolant temperature (C)
40
<<<< Drive of Glow Relay and Glow Indicator Light

The ECM determines the pre-heating time and the timing of displaying the status that the engine
is ready to start (glow indicator light turn-off timing), mainly in accordance with the engine coolant temperature.
The lower the engine coolant temperature is set, the longer the pre-heating time (glow energizing
time) is.
Control Part 2
666 After-Treatment Control (DPF)

[[[[ Description
The DPF catalyst oxidizes CO and HC in the exhaust gas, and traps and oxidizes PM. The PM, which is trapped by the DPF catalyst, will be oxidized by the DPF catalyst and the oxidation
catalytic converter (oxidation catalyst) located in front of the DPF catalytic converter while the exhaust gas temperature is high.
If the DPF catalyst temperature remains low for an extended period so that the PM cannot be oxidized,
or if the vehicle has been driven for a certain period and the ECM determines that the amount of PM deposited on the DPF catalyst is higher than a certain amount, DPF catalyst regeneration control will be conducted by the ECM, burning the PM deposits. NO2 that is generated from NO, which was in the exhaust gas, through oxidation by the oxidation catalyst. Pt Subsrate Continuous Regeneration
PM
Fuel that is added by the exhaust fuel addition injector. Residual oxygen in the exhaust gas. DPF Temp. Up
PM
Pt Subsrate Forcible Regeneration
Catalyst Regeneration Flow

Flow 1: Catalyst temperature rise
Continuous Regeneration
Forcible Regeneration
The temperatures of the oxidation The temperatures of the oxidation and DPF catalysts rise in accordance an d D PF c at alyst s are fo rc ib ly with the increase in the exhaust increased by the combustion control. temperature while driving. In addition to the PM oxidation described to the left, by reacting the PM is oxidized by the oxidation high-temperature DPF catalyst with reaction that takes place when the the fuel added by the exhaust fuel temperatures of both catalysts rise. addition injector, the temperature of the DPF catalyst is raised further, burning PM.
2: PM treatment
214
Control
215

Accelerator Pedal Position Sensor Crankshaft Position Sensor Turbo Pressure Sensor Exhaust Fuel Addition Injector
Intake Air Temp. Sensor Engine Coolant Temp. Sensor ECM Air Fuel Ratio Sensor
Mass Air Flow Meter Differential Pressure Sensor Exhaust Gas Temp. Sensor Vehicle Speed Signal EDU
Injector
Control Part 2
Component (Signal) Accelerator Pedal Position Sensor Crankshaft Position Sensor Turbo Pressure Sensor Intake Air Temp. Sensor Engine Coolant Temp. Sensor Air Fuel Ratio Sensor Mass Air Flow Meter Differential Pressure Sensor Exhaust Gas Temp. Sensor Exhaust Fuel Addition Injector Vehicle Speed Signal EDU
Function and Purpose Used to calculate the amount of fuel added and fuel addition timing for the catalyst regeneration control. Used to calculate the amount of fuel added and fuel addition timing for the catalyst regeneration control. Used to correct the amount of fuel added and fuel addition timing under the catalyst regeneration control. Used to correct the amount of fuel added and fuel addition timing under the catalyst regeneration control. Used to correct the amount of fuel added and fuel addition timing under the catalyst regeneration control. Used to detect abnormality in the exhaust fuel addition injector. Used to calculate the amount of PM deposited on the DPF catalyst. Used to calculate the amount of PM deposited on the DPF catalyst. Used to correct the amount of fuel added for the catalyst regeneration control. Adds fuel to the exhaust system. Used as a reference signal for starting the catalyst regeneration control. Drives the injectors when receiving injection request signals from the ECM. Controls the catalyst regeneration control according to the sensor signals. Transmits injection request signals to the EDU and the exhaust fuel addition injector.
ECM
216
Control
217

Based on the vehicle driving conditions, intake air amount, and differential pressure sensor outputs,
the amount of PM which has been deposited on the DPF catalyst is calculated, and when the level of PM deposits exceeds a predetermined level, catalyst regeneration control is conducted.
During catalyst regeneration, when the amount of residual PM estimated from the engine operating
conditions and the sensor signals, which are sent by the two exhaust gas temperature sensors fitted on the catalytic converter, is 0g, or when the differential pressure between the before and after the catalyst fall below a certain value, the catalyst regeneration control ends.
The catalyst regeneration control (converter bed temperature rise) is performed via fuel addition,
where fuel is added to the exhaust system without affecting engine output, and combustion control, which increases the temperature of the exhaust gas emitted from the engine.
Using the temperature rise multiple injection control , the DPF catalyst regeneration control raises the
converter bed temperature to a temperature where fuel can be added into the exhaust system, and then starts the exhaust fuel addition control, burning PM.
During normal engine combustion, when it is determined that the DPF catalyst is clogged with PM,
the ECM increases the converter bed temperature to a temperature where fuel can be added into the exhaust system via the combustion control (temperature rise multiple injection). After that, fuel will be added into the exhaust system, and the converter bed temperature will rise to near 600 C where PM can burn. PM regeneration control flow DPF catalytic converter bed temp. Amount of PM deposits Temp. rise multi-injection and Exhaust fuel addition Normal combustion Temp. rise multi-injection 2 1 4 3 Normal combustion
1 Determination of PM clogging 2 Rises up to a temperature where exhaust fuel addition becomes possible 3 Maintained high through feedback control with exhaust gas temp. sensor 4 PM regeneration ends REFERENCE
The output of the exhaust gas temperature sensor will be 500 to 700C while the catalyst regeneration
control is being conducted. The ECM feeds the exhaust gas temperature sensor output into the catalyst regeneration control to prevent the catalyst temperature from rising too high due to the excessive PM deposits.
Control Part 2
<<<< Exhaust fuel addition

During the catalyst regeneration, a converter bed temperature rise is primarily performed by adding
fuel to the exhaust system.

There are two types of fuel addition methods; one is that fuel is added in accordance with the ECM
injection signal via the exhaust fuel addition injector fitted on the exhaust port of the cylinder, the other is that a normal fuel injector performs a post fuel injection inside the cylinder (120-150 after the crankshaft compression TDC) in order to add fuel into the exhaust system.
The fuel addition amount and timing used in the catalyst regeneration control are calculated in
accordance with the engine operating conditions such as the accelerator pedal position and engine speed, and are determined after the corrections from the engine coolant temperature, intake air temperature and manifold absolute pressure. Also, feedback control is conducted based on the exhaust gas temperature during the catalyst regeneration. During the catalyst regeneration, when the exhaust gas temperature is lower than the target, the ECM increases the correction value of calculated exhaust fuel addition amount, and conversely when it is higher, the ECM reduces the correction value.
Fuel addition by exhaust fuel addition
Supply Pump
Exhaust Fuel Addition Injector Injector Spray
Fuel addition through post injection

Fuel Injection
120-150 CA
Pilot injection
Preinjection TDC Time
Afterinjection
Post injection
218
Control
219
<<<< Combustion control

In addition to the exhaust fuel addition control, there are associated controls that support the catalyst
regeneration control for increasing catalyst temperatures. Control Description
Combustion control
With the same EGR rate and air-fuel ratio configurations as those of the usual combustion mode, post injection is performed in the exhaust stroke after the Temperature rise multiple main injection. This control is conducted in order to raise the converter bed injection temperature up to a temperature where the converter bed temperature can be increased by the exhaust fuel addition during the catalyst regeneration control. 1KD-FTV engine for Japan (as of October 2008):The engine load is increased by closing the exhaust gas control valve provided after the catalyst, allowing Exhaust reduction control the exhaust temperature to rise. Those controls are conducted to ensure the and idle-up control converter bed temperature rise and promptly complete it during the catalyst regeneration control. Glow control On some vehicles with the catalyst regeneration control, the exhaust temperature is raised by energizing the glow plugs when the catalyst regeneration control begins.
Control Part 2
TIP
There are variations depending on the driving conditions, the catalyst regeneration control is
conducted every several hundred kilometers, and a 5-10km distance drive is necessary when the regeneration control is completed. Under normal driving conditions, the catalyst regeneration control is automatically conducted when PM has been deposited on the catalyst, so deposits and regeneration occur alternately. However, when the vehicle is successively driven for only short distance trips, the catalyst regeneration control may not be fully conducted.
The catalyst regeneration control begins when the converter bed temperature is in the normal active
range (more than 200 C) and it is determined that the catalyst is clogged after the engine has warmed up. If the vehicle is driven and the engine is turned off before the engine has fully warmed up, or the vehicle is successively driven for short distances in which the catalyst regeneration control is unable to be completed, PM will continue to be deposited on the catalyst.
If the catalyst regeneration control is conducted when a large amount of PM has been deposited,
the heat developed by the PM combustion will exceed the catalyst heat-resistance range, and may cause the catalyst to melt. Thus, in order to prevent the catalyst from being damaged, the catalyst regeneration control will not be conducted either when the calculated value of deposited PM amount, or the signal output from the differential pressure sensor before and after the catalyst, indicates that the amount of PM deposits exceeds a predetermined level. However, if the catalyst regeneration control is conducted when the PM deposit amount is around the predetermined level, the catalyst may be seriously damaged due to heat deterioration.
Forcible PM regeneration control flow

Engine operating conditions Normal
Forcible PM regeneration
Forcible regeneration control
Converter bed temperature (C)
Amount of PM deposits (g) 0
Vehicle speed 0
Travel distance
Several hundred km
5 to 10 km
220
Control
221
Part 2
<<<< Corrections
In order to raise the converter bed temperature according to the engine operation conditions, such
as idling and driving, the amount of fuel added is determined from the outputs of the various sensors, and furthermore, a target converter bed temperature (exhaust gas temperature) is calculated after correction. Item Engine coolant temperature correction Intake air temperature (behind the turbocharger) correction Manifold absolute pressure correction Description Used to calculate the amount and timing of exhaust fuel addition. Used to calculate the amount of exhaust fuel addition. During the catalyst regeneration, when the converter bed temperature (exhaust temperature) does not reach the target temperature, the correction value is increased, increasing the injection amount. When it is higher than the target temperature, the correction value is reduced, reducing the injection amount. Used to estimate the amount of PM deposited on the catalyst. The sensor output when the ignition switch is in the ON position (the engine is not started) will be the standard for no pressure difference. When the sensor is normal, the Data List item, Diff. Press. Sensor Corr., should be within the range of -1.5 to 1.5 kPa. Used to detect abnormalities in the exhaust fuel addition injector. When the fuel is injected, the fuel injection conditions are monitored by referring to changes in the signal waveform of the air-fuel ratio sensor. Some vehicles, in order to obtain a more accurate, appropriate EGR rate, learn and correct the individual sensor output differences, and then store that value into the ECM.
Exhaust fuel addition amount correction value (Exhaust Fuel Addition FB)
Differential pressure sensor correction value
Air-fuel ratio sensor output signal
Control Part 2
System Confirmation
Through use of an Intelligent Tester, whether or not the after-treatment system is operating properly
can be checked by monitoring the following list items while the Active Test item, [Activate the DPF Rejuvenate (PM)], is performed; Exhaust gas temperature sensor output, AF Lambda B1S1, and Exhaust Fuel Addition FB.
During the catalyst regeneration, the exhaust gas temperature value displayed in the Data List,
Exhaust Temperature, represents the conditions of the exhaust fuel addition and PM combustion, and AF Lambda B1S1 shows the actual air-fuel ratio based on the stoichiometric air-fuel ratio 14.5 to 1. Also, by looking at the exhaust fuel addition amount correction value (Exhaust Fuel Addition FB), to what degree the exhaust fuel addition amount, which is added by the exhaust fuel addition injector, has been corrected can be checked. The degree of how much PM has been deposited on the catalyst can be roughly estimated through the intake air amount (MAF) and catalyst differential pressure (DPF Differential Pressure).
Checking the values will help when the after-treatment system is inspected.
Data List Item
Diagnostic Note
Used to estimate the converter bed temperature (state of the temperature that is
raised by adding the fuel) or determine the start timing of fuel addition through the sensor located before the catalytic converter. The converter bed temperature (PM combustion temperature) is determined through the sensor located after the catalytic converter. Usually, the sensor output will be 500 to 700 C (reference values) while the catalyst regeneration control is being conducted. When the value of Exhaust Temperature B1S1 (before the catalytic converter) Exhaust is abnormally high (more than 800 C), it indicates that too much fuel has been Temperature B1S1 added. It may be that the exhaust fuel addition injector has problems, or the ECM has requested more fuel injection than usual due to engine problems. Exhaust When the value of Exhaust Temperature B1S1 (before the catalytic converter) Temperature B1S2 is in the normal range and the value of B1S2 (after the catalytic converter) is abnormally high (more than 800 C), it indicates that the heat generated inside the catalyst is high while the catalyst regeneration is performed. It is may be that a large amount of PM has been deposited on the DPF. Two or more problems described above may occur simultaneously. When the temperature before the catalytic converter is high, the sensor located after the catalytic converter is subject to send a high output. When the value is below 0.85, it is suspected that the air-fuel ratio sensor is malfunctioning, or the actual air-fuel ratio is abnormally rich. Furthermore, the exhaust fuel addition injection may have stuck open, or the engine itself has mechanical problems such as the EGR valve stuck open. Normally, the value will be 1.2 to 1.7 (reference values) while the catalyst regeneration control is being conducted. When the value is abnormally high or remains at its maximum value of 1.99, it is suspected that the converter bed temperature (exhaust gas temperature) during the catalyst regeneration has not reached the target temperature. Possible causes are; the actual exhaust fuel addition amount is low, or the catalyst itself is abnormal (melted or damaged). Normally, the value will be 0.9 to 1.4. If the differential pressure in front of and behind the catalyst comes near the value of the intake air amount multiplied by about 0.4, the catalyst is probably clogged with PM even if DTC P2002 is not present.
AF Lambda B1S1
Exhaust Fuel Addition FB MAF and DPF Differential Pressure
222
Control
223
Part 2
POINT
To update the exhaust fuel addition amount correction value (Exhaust Fuel Addition FB), the engine
operation conditions need to meet predetermined conditions. When driving the vehicle to verify the repaired after-treatment system, take a look at the exhaust gas temperature (Exhaust Temperature).
Engine problems, such as leakage or clogging in the air intake system or the EGR system, EGR
valve problems, and main injector problems, may cause the after-treatment system to operate improperly.
For details about the inspection procedures of the catalyst system, refer to relevant TOYOTA repair
manuals.
Control Part 2
777 After-treatment Control (DPNR)

[[[[ Description <<<< Purification Mechanism
The DPNR catalytic converter employs an NSR catalyst, which stores and reduces NOx, and a DPNR
catalyst, which oxidizes CO and HC, stores and reduces NOx, and traps and oxidizes PM.
NOx contained in the exhaust gas is catalytically reduced and purified as long as the air-fuel ratio
is rich and the exhaust gas temperature is high. During normal combustion where the air-fuel ratio is lean, NOx is stored in the catalyst. The NOx stored in the catalyst will be reduced and purified by regulating the air-fuel ratio to rich with the rich spike control that adds fuel in to the exhaust system.
The PM contained in the exhaust gas is trapped by the DPNR catalyst, and in addition to that, will be
successively oxidized by the active oxygen that is generated by catalysis while the NOx is stored and reduced. A/F Lean Rich
Pt Nox Substrate
Nox Storage Layer
Pt Substrate
During lean conditions, NOx is stored by The stored NOx is reduced by NO production changing NOx into NO3 (NO2+O*) temporarily. from the NOx storage layer due to reactions with HC and CO in the exhaust gas under rich conditions.
PM Pt Substrate PM Nox Stored Layer Pt Substrate
PM
PM (Particulate Matter) is temporarily captured Active oxygen, produced by NOx reduction, is in the substrate and simultaneously oxidized by used for further PM oxidation. oxygen in the exhaust gas and active oxygen from the stored NOx.
224
Control
225
<<<< Catalyst Regeneration

If the DPNR catalyst temperature remains low for an extended period so that PM cannot be oxidized,
or if the vehicle has been driven for a certain period and the ECM determines that the amount of PM deposited on the DPNR catalyst is higher than a certain amount, the DPNR catalyst regeneration control (PM combustion) is conducted by the ECM, burning the PM deposits.
Fuel and engine oils contain sulfur, and when the sulfur content in them has been deposited on the
catalyst, the NOx purification becomes less efficient. When the ECM determines that the amount of sulfur deposited exceeds a certain amount, it conducts the catalyst regeneration control (sulfur
emission). Post Injection Exhaust Port Injection
Catalyst Regeneration (PM combustion)
PM Pt Substrate PM Nox Strage Layer Pt Substrate DPNR Temp. UP
PM
Catalyst Regeneration (S discharge)

Lean
Rich
Sulfur Pt Substrate Sulfur Pt Substrate DPNR Temp. Up
Control Part 2
Catalyst Regeneration Flow

Flow
Continuous Regeneration
Forcible Regeneration
The temperatures of the NSR and T h e t e m p e r a t u r e s o f t h e N S R DPNR catalysts rise in accordance and DPNR catalysts are forcibly 1: catalyst temperature rise with the increase in the exhaust increased by the combustion control. temperature while driving. PM is oxidized by the oxidation In addit i on to t he PM ox i dat i on reaction that takes place when the described to the left, by reacting catalyst temperature rises. the high-temperature catalyst with the fuel added by the exhaust fuel addition injector, the temperature of the catalyst is raised further, burning PM. While the converter bed temperature is stimulated to rise further through the combustion control and exhaust fuel addition, the deposited sulfur is discharged by adjusting the air-fuel ratio to rich.
2: PM treatment
3: Sulfur treatment

Accelerator Pedal Position Sensor Crankshaft Position Sensor Turbo Pressure Sensor Exhaust Fuel Addition Injector
Intake Air Temp. Sensor Engine Coolant Temp. Sensor ECM Air Fuel Ratio Sensor
Mass Air Flow Meter Differential Pressure Sensor Exhaust Gas Temp. Sensor Vehicle Speed Signal EDU
Injector
226
Control
227
Part 2
Component (Signal)
Function and Purpose
Used to calculate the amount of fuel added and fuel addition timing Accelerator Pedal Position Sensor for the catalyst regeneration control and rich spike control. Crankshaft Position Sensor Turbo Pressure Sensor Intake Air Temp. Sensor Engine Coolant Temp. Sensor Used to calculate the amount of fuel added and fuel addition timing for the catalyst regeneration control and rich spike control. Used to correct the amount of fuel added and fuel addition timing for the catalyst regeneration control and rich spike control. Used to correct the amount of fuel added and fuel addition timing for the catalyst regeneration control and rich spike control. Used to correct the amount of fuel added and fuel addition timing for the catalyst regeneration control and rich spike control. Monitors the combustion control conditions (low temperature lean combustion and low temperature stoichiometric combustion), and feeds the information to each control. Used to detect abnormalities in the exhaust fuel addition injector. Mass Air Flow Meter Differential Pressure Sensor Exhaust Gas Temp. Sensor Exhaust Fuel Addition Injector Vehicle Speed Signal EDU Used to calculate the amount of PM deposited on the DPNR catalyst. Used to calculate the amount of PM deposited on the DPNR catalyst. Used to correct the amount of fuel added for the catalyst regeneration control. Adds fuel to the exhaust system. Used as a reference signal for starting the catalyst regeneration control. Drives the injectors when receiving injection request signals from the ECM. Controls the catalyst regeneration control and rich spike control according to the sensor signals. Transmits injection request signals to the EDU and the exhaust fuel addition injector.
Air Fuel Ratio Sensor
ECM
Control Part 2

Not only for HC and CO purification, in order to make it possible that NOx and PM are reduced
simultaneously, the after-treatment system conducts the following controls; PM combustion control [catalyst regeneration control (PM combustion)] that burns PM when the catalyst is determined to be clogged with PM, NOx reduction control, and sulfur poisoning recovery control [catalyst regeneration control (S discharge)] that prevents the NOx purification performance from becoming less effective.
Similar to the DPF catalyst, when the amount of PM deposits becomes higher than a certain amount,
the catalyst regeneration control (PM combustion) is conducted.

In order to periodically discharge the sulfur that was contained in the fuel and oils and has been stored
and deposited on the catalyst, the after-treatment system conducts the catalyst regeneration control (S discharge) after completion of the catalyst regeneration control (PM combustion) in succession when the ECM-estimated amount of the sulfur deposited on the catalyst exceeds a predetermined value.
In addition to the exhaust fuel addition via the exhaust fuel addition injector provided on the
cylinder head, the catalyst regeneration control is conducted through use of the combustion control (temperature rise multiple injection, low temperature stoichiometric combustion, and low temperature lean combustion) that raises the temperature of the exhaust gas emitted from the engine.
Furthermore, the NOx stored in the DPNR catalyst is reduced and purified through the following two
controls; rich spike control (that makes the air-fuel ratio richer than the stoichiometric air-fuel ratio by adding fuel into the exhaust system), and combustion control (low temperature lean combustion).
228
Control
229
Control mode
Lean Stoichiometoric Rich 800 600
Normal
NOx reduction
PM regeneration
S poisoning recovery
Converter bed 210 temperature 0

Engine coolant temperature Amount of PM deposits Amount of S poisoning
60 C 1 5 6
3 7
Exhaust fuel addition Vehicle speed
10
Cold start 1 Low temp. combustion starts 2 Determination of PM clogging 3 PM regeneration ends 4 S poisoning recovery ends 5 Engine coolant temperature
Time
6 Amount of PM deposits 7 Amount of S poisoning 8 Low temperature lean combustion 9 Temp. rise multi-injection 10 Low temperature stoichiometric combustion
Control Part 2
<<<< Catalyst regeneration control (PM combustion)

When either of the values, the ECM-calculated PM amount that has been deposited on the DPNR
catalyst, or the pressure difference between the before and after the catalyst output by the differential pressure sensor fitted on the DPNR catalytic converter, reaches a predetermined value, the catalyst regeneration control (PM combustion) is conducted. The determination from the differential pressure value is obtained through the various information, such as the vehicle driving conditions, intake air amount and differential pressure sensor correction, so that errors will be minimized as much as possible.
During catalyst regeneration, when the amount of residual PM estimated from the engine operating
conditions and the sensor signals, which are sent by the two exhaust gas temperature sensors fitted on the catalytic converter, is 0g, or when the pressure difference between the before and after the catalytic converter becomes less than a certain value, the catalyst regeneration control ends.
Using the temperature rise multiple injection control, the DPNR catalyst regeneration control raises
the converter bed temperature to a temperature where the fuel can be added into the exhaust system, and then starts the exhaust fuel addition control, burning PM. (The low temperature lean combustion control is also used partially) PM regeneration control flow DPNR catalytic converter bed temp. Amount of PM deposits Temp. rise multi-injection and Exhaust fuel addition Normal combustion Temp. rise multi-injection 2 1 4 3 Normal combustion
1 Determination of PM clogging 2 Rises up to a temperature where exhaust fuel addition becomes possible 3 Maintained high through feedback control with exhaust gas temp. sensor 4 PM regeneration ends
230
Control
Fuel injection volume (mm3/st)
231
55.0 1 25.0 10.5 0 700 2 3
Engine speed (rpm)
2700 3000
1 Normal combustion 2 Low temperature lean combustion 3 Temperature rise multiple injection REFERENCE
The output of the exhaust gas temperature sensor will be 500 to 700 C while the catalyst regeneration
control is conducted. The ECM feeds the exhaust gas temperature sensor output into the catalyst regeneration control to prevent the catalyst temperature from rising too high due to the excessive PM deposits.
Control Part 2
<<<< Catalyst regeneration control (S discharge)

The DPNR converter bed temperature is maintained at more than 600 C using the combustion control
(temperature rise multiple injection) and exhaust fuel addition, and the air-fuel ratio is made richer than the stoichiometric air-fuel ratio using the combustion control (low temperature stoichiometric combustion and low temperature lean combustion), this catalyst regeneration control discharges the sulfur deposited on the DPNR catalyst as SO2. Also, the air-fuel ratio is adjusted to rich intermittently, preventing the catalyst from being heated too high.
The ECM calculates the amount of sulfur that is deposited on the DPNR catalyst. If the amount of
sulfur deposits calculated from the fuel consumption exceeds a predetermined value used to maintain the NOx purification performance at a good level, the catalyst regeneration control (S discharge) is conducted.
During catalyst regeneration, when the amount of residual SOx estimated from the engine operating
conditions and the sensor signals, which are sent by the air-fuel ratio sensor and two exhaust gas temperature sensors fitted on the catalytic converter, is 0g or becomes less than a certain value, the catalyst regeneration control (S discharge) ends.
Example of S discharge under normal driving conditions

Lean Rich More than 600 C Stoichiometric ratio NSR catalytic converter bed temp. SO2 is discharged DPNR catalytic converter ded temp. SO2 discharge amount Elapsed time 55.0 Fuel injection volume (mm3/st) Air-fuel ratio
3 32.0
10.5 0 700 2 1200
2400 Engine speed (rpm)
3600
1 Normal combustion 2 Low temperature lean combustion 3 Temperature rise multiple injection 4 Low temperature stoichiometric combustion
232
Control
Fuel injection volume (mm3/st)
233
<<<< NOx reduction

The rich spike control is conducted with the fuel addition via the exhaust fuel addition injector. Also,
the air-fuel ratio emitted from the engine is adjusted to be richer than the usual through use of the combustion control (low temperature lean combustion), thus, preventing the fuel consumption from becoming less efficient even when the fuel is added into the exhaust system.
Through use of the combustion control (low temperature lean combustion), the catalyst is heated
to the catalyst active temperature (250-500 C) to conduct the rich spike control, reducing the NOx stored in the DPNR catalyst. During the NOx reduction control, the combustion control (low temperature lean combustion) conditions are monitored through the air-fuel ratio sensor, and that information is used as feedback in the NOx reduction control. Air-fuel Ratio DPNR Catalytic Converter Bed Temp. Exhaust Fuel Addition
Lean Stoichiometric Ratio Rich Spike
Rich 500 C
250 C ON OFF
Nox Reduction Start 55.0
10.5 0 700
1600 2400 Engine speed (rpm)
3200
1 Normal combustion 2 Low temperature lean combustion
Control Part 2
<<<< Exhaust fuel addition

In order to secure a high converter bed temperature for the catalyst regeneration control (PM
combustion), maintain the converter bed temperature at high and adjust the air-fuel ratio to rich for the catalyst regeneration control (S discharge), and conduct the rich spike control for NOx reduction, fuel is added into the exhaust system.
The fuel is added by the exhaust fuel addition injector, which is fitted on the exhaust port of the
cylinder head, according to the injection signal from the ECM.

The fuel addition amount and timing used in the catalyst regeneration control are calculated in
accordance with the engine operating conditions such as a accelerator pedal position and engine speed, and are determined after the corrections from the engine coolant temperature, intake air temperature and manifold absolute pressure. Also, feedback control is conducted based on the exhaust gas temperature and air-fuel ratio sensor signals during the catalyst regeneration. During the catalyst regeneration, when the exhaust gas temperature is lower than the target, or the air-fuel ratio is less lean than the target, the ECM increases the correction value of the calculated exhaust fuel addition amount, and conversely when the temperature is higher or the air-fuel ratio is richer than the target, the ECM reduces the correction value.
Fuel addition by exhaust fuel addition
Supply Pump
Exhaust Fuel Addition Injector Injector Spray
234
Control
235
<<<< Combustion control and other controls

In addition to the exhaust fuel addition control, there are associated controls that support the catalyst
regeneration control for increasing catalyst temperatures. Control Description With the same EGR rate and air-fuel ratio configurations as those of the usual combustion mode, post injection is performed in the exhaust stroke after the main injection. This control is conducted in order to raise the converter bed temperature up to a temperature where the converter bed temperature can be increased by the exhaust fuel addition during the catalyst regeneration control. One of the injection modes used in low temperature combustion. By introducing a large amount of EGR, raise the EGR rate to a higher rate than the one where the smoke emission amount reaches the peak to burn fuel. Primarily, this is used in order to raise the temperature in the catalyst in the area where the engine speed and load are low, and reduce NOx emission. With such a high EGR rate the pilot injection is less effective, and the smoke emission amount may increase. Thus, the pilot injection will not be conducted. The target air-fuel ratio in the low temperature lean combustion is set in a range of 19-21. One of the injection modes used in the low temperature combustion similar to the low temperature lean combustion. This is used in order to secure the conditions necessary to discharge SOx during the catalyst regeneration control (S discharge). The target air-fuel ratio in the low temperature stoichiometric combustion is set in a range of 17-21. The pilot injection will not be conducted. On some vehicles, the exhaust temperature is raised by energizing the glow plugs when the catalyst regeneration control begins.
Combustion control
Temperature rise multiple injection
Low temperature lean combustion
Low temperature stoichiometric combustion Glow control
Control Part 2
TIP
There are variations depending on the driving conditions, the catalyst regeneration control (PM
combustion) is conducted per several hundred kilometers, and a 5-10km distance drive is necessary when the regeneration control is completed. Under the normal driving conditions, the catalyst regeneration control is automatically conducted when PM has been deposited on the catalyst, so deposits and regeneration occur alternately. However, when the vehicle is successively driven for a short distance on one trip, the catalyst regeneration control may not be fully conducted.
The catalyst regeneration control (PM combustion) begins when the converter bed temperature is in
the normal active range (more than 200 C) and it is determined that the catalyst is clogged after the engine has warmed up. If the vehicle is driven and the engine is turned off before the engine has fully warmed up, or the vehicle is successively driven for a short distance in which the catalyst regeneration control is unable to be completed, PM will continue to be deposited on the catalyst.
If the catalyst regeneration control (PM combustion) is conducted when a large amount of PM has
been deposited, the heat developed by the PM combustion will exceed the catalyst heat-resistance range, and may cause the catalyst to melt. Thus, in order to prevent the catalyst from being damaged, the catalyst regeneration control will not be conducted either when the calculated value of deposited PM amount, or the signal output from the differential pressure sensor, indicates that the amount of PM deposits exceeds a predetermined level. However, if the catalyst regeneration control is conducted when the PM deposit amount is around a predetermined level, the catalyst may be seriously damaged due to heat deterioration.
Forcible PM regeneration control flow

Engine operating conditions Normal
Forcible PM regeneration
Forcible regeneration control
Converter bed temperature (C)
Amount of PM deposits (g) 0
Vehicle speed 0
Travel distance
Several hundred km
5 to 10 km
236
Control
237
<<<< Corrections
In order to raise the converter bed temperature according to the engine operation conditions, such
as idling and driving, the amount of fuel added is determined from the outputs of the various sensors, and furthermore, a target converter bed temperature (exhaust gas temperature) is calculated after correction. Item
Engine coolant temperature Intake air temperature (behind
Description
correction
the turbocharger) correction Manifold absolute pressure correction

Exhaust fuel addition amount
Used to calculate the amount and timing of exhaust fuel addition.
correction value (Exhaust Fuel Addition FB)
Used to calculate the amount of exhaust fuel addition. During the catalyst regeneration, when the converter bed temperature (exhaust temperature) does not reach the target temperature, the correction value is increased, increasing the injection amount. When it is higher than the target temperature, the correction value is reduced, reducing the injection amount.
Used to estimate the amount of PM deposited on the catalyst. The Differential pressure sensor sensor output when the ignition switch is in the ON position (the engine has not been started) will be the standard for no pressure difference. correction value When the sensor is normal, the Data List item, Diff. Press. Sensor Corr., should be within the range of -1.5 to 1.5 kPa. Used to detect abnormalities in the exhaust fuel addition injector. When the fuel is injected, the fuel injection conditions are monitored by referring to changes in the signal waveform of the air-fuel ratio sensor. Air-fuel ratio sensor output The air-fuel ratio needs to be richer than the stoichiometric ratio by signal adding fuel into the exhaust system during the catalyst regeneration control (S discharge), and the sensor output is necessary to perform the feedback control. The feedback control is used to stabilize the low temperature combustion.
Control Part 2
System Confirmation
Through use of an Intelligent Tester, whether or not the after-treatment system is operating properly
can be checked by monitoring the following list items while the Active Test item, [Activate the DPF Rejuvenate (PM)], is performed; Exhaust gas temperature sensor output, AF Lambda B1S1, and Exhaust Fuel Addition FB.
During the catalyst regeneration, the exhaust gas temperature value displayed in the Data List,
Exhaust Temperature, represents the conditions of the exhaust fuel addition and PM combustion, and AF Lambda B1S1 shows the actual air-fuel ratio based on the stoichiometric air-fuel ratio 14.5 to 1. Also, by looking at the exhaust fuel addition amount correction value (Exhaust Fuel Addition FB), to what degree the exhaust fuel addition amount, which is added by the exhaust fuel addition injector, has been corrected can be checked. The degree of how much PM has been deposited on the catalyst can be roughly estimated through the intake air amount (MAF) and catalyst differential pressure (DPF Differential Pressure).
Checking the values will help when the after-treatment system is inspected.
Data List Item
Diagnostic Note
Used to estimate the converter bed temperature (state of the
Exhaust Temperature B1S1 Exhaust Temperature B1S2
temperature that is raised by adding the fuel) or determine the start timing of the fuel addition through the sensor located before the catalytic converter. The converter bed temperature (PM combustion temperature) is determined through the sensor located after the catalytic converter. Usually, the sensor output will be 500 to 700 C (reference values) while the catalyst regeneration control is conducted. When the value of Exhaust Temperature B1S1 (before the catalytic converter) is abnormally high (more than 800 C), it indicates that too much fuel has been added. It may be that the exhaust fuel addition injector has problems, or the ECM has requested more fuel injection than usual due to engine problems. When the value of Exhaust Temperature B1S1 (before the catalytic converter) is in the normal range and the value of B1S2 (after the catalytic converter) is abnormally high (more than 800 C), it indicates that the heat generated inside the catalyst is high while the catalyst regeneration is performed. It may be that a large amount of PM has been deposited on the DPNR. Two or more problems described above may occur simultaneously. When the temperature before the catalytic converter is high, the sensor located after the catalytic converter is subject to send a high output. When the value is below 0.85, it is suspected that the air-fuel ratio sensor is malfunctioning, or the actual air-fuel ratio is abnormally rich. Furthermore, the exhaust fuel addition injector may have stuck open, or the engine itself has mechanical problems such as the EGR valve stuck open. Normally, the value will be 1.2 to 1.7 (reference values) while the catalyst regeneration control is being conducted. When the value is abnormally high or remains at its maximum value of 1.99, it is suspected that the converter bed temperature (exhaust gas temperature) during the catalyst regeneration has not reached the target temperature. Possible causes are; the actual exhaust fuel addition amount is low, or the catalyst itself is abnormal (melted or damaged). Normally, the value will be 0.9 to 1.4.
AF Lambda B1S1
Exhaust Fuel Addition FB
If the differential pressure in front of and behind the catalyst comes M AF and DPF Dif ferential near the value of the "intake air amount multiplied by about 0.4", Pressure the catalyst is probably clogged with PM even if DTC P2002 is not present.
238
Control
239
POINT
To update the exhaust fuel addition amount correction value (Exhaust Fuel Addition FB), the engine
operation conditions need to meet predetermined conditions. When driving the vehicle to verify the repaired after-treatment system, take a look at the exhaust gas temperature (Exhaust Temperature).
Engine problems, such as leakage or clogging in the air intake system or the EGR system, EGR
valve problems, and main injector problems, may cause the after-treatment system to operate improperly.
For details about the inspection procedures of the catalyst system, refer to relevant TOYOTA repair
manuals.
Control Part 2
888 Swirl Control

[[[[ Description
In the swirl control, the vacuum taken into the swirl control valve actuator is regulated via the VSV
according to the engine operating conditions, this causes the swirl control valve, which is provided on the intake manifold, to open or close, controlling swirls generated inside the combustion chamber.
There are two types of swirl controls; one that controls the swirl control valve in two stages, fully open
and fully closed, via one VSV, and the other that controls the valve in three stages, fully open, half open and fully closed, via two VSVs. The energization to the VSVs is activated or deactivated by the ECM through switching the built-in transistor on or off.
The valve is closed when the engine speed is low to boost swirls inside the cylinder, stabilizing
combustion. When the engine is cold, the valve is opened in order to prevent white smoke from being generated.
1 VSV Type
Intake Port Swirl Control Valve
Vacuum Pump
Combustion Chamber
Actuator ECM VSV
240
Control
241
2 VSV Type
Vacuum Pump
Intake Port Swirl Control Valve Actuator
VSV
Combustion Chamber
ECM
VSV
Control Part 2

Crankshaft Position Sensor ECM Turbo Pressure Sensor VSV
Component (Signal) Crankshaft Position Sensor Turbo Pressure Sensor VSV ECM Final injection volume
Function and Purpose Used to calculate swirl control valve opening degree. * Used to calculate swirl control valve opening degree. * Opens and closes the vacuum introduction passage to the swirl control valve actuator. Calculates the swirl control valve opening degree corresponding to the engine operating conditions. Transmits drive signals to the VSV. Calculated by the injection volume control, and is used as load corrections that are necessary to calculate the swirl control valve opening degree. *
* The one VSV type has two opening degrees, fully open and fully closed. The two VSV type has three opening degrees, fully open, half open and fully closed.
242
Control
Boost pressure (kPa)
243
[[[[ Control <<<< Swirl control valve control (Two-stage control)

Whether a VSV is energized or not (opening or closing the swirl control valve) is determined from the
engine speed (NE) and manifold absolute pressure (MAP), and in addition, the load correction value obtained from the final injection volume is applied.
The final injection volume, which indicates the value for the engine load condition (engine torque), is
determined by the injection volume control. This is calculated from the engine operating conditions, such as the accelerator pedal position, engine speed, mass air flow meter, intake air temperature, and engine coolant temperature.
With the area where the engine speed and boost pressure are high, the swirl control valve is opened
to make the intake air flow passage wide. Conversely, with the area where the engine speed and boost pressure are low, the valve is closed to narrow the intake air flow passage, making the swirl intense inside the cylinder.
50
Valve open area
Valve closure area
Engine speed (rpm)
3000
Energization characteristics
ECM built-in transistor OFF ON
VSV Not energized Energized
Swirl control valve Open Closed
TIP
On vehicles with the catalyst after-treatment control (DPF catalytic converter), while the catalyst
regeneration control is being conducted, the swirl control valve closure area calculated by the ECM is limited (expanding the valve open area), preventing the catalyst purification performance from becoming less efficient.
Control Part 2
<<<< Swirl control valve control (Three-stage control)

The three-stage control uses two VSVs and holds the swirl control valve at the half open position
when transitioning from fully open/closed to fully closed/open, changing the intensity of the swirls inside the cylinder smoothly as well as preventing the combustion from changing rapidly.
Three-stage swirl control valve control characteristics

VSV1 VSV2 Energized Energized Not energized Energized Not energized Not energized
Swirl control valve Fully Closed Half open Fully Open
50 Boost pressure (kPa)
Valve fully open area
Valve half open area
Valve fully closed area
Engine speed (rpm)
3000
<<<< Corrections
In order to generate swirls appropriate to the engine operating conditions, the VSV energization timing
is calculated depending on the intake air amount and engine load. Item Description Used to calculate the VSV energization timing. Load correction This is a correction value that represents the engine control conditions (engine load), and is obtained from the final injection volume calculated by the injection volume control.
244
Control
10 12 14 16 18 20 Air-fuel Rich Lean ratio Relationship between amounts of generated CO, HC and NOx
NOx concentration
Amount generated
245
999 EGR Control

[[[[ Description
On diesel engines, since the excess air ratio during combustion is high (1.2 to 4.0), a three-way
catalyst that is effective for NOx reduction cannot be used. Therefore, through use of the EGR system, the exhaust gas is partially taken into the intake side in order to adjust the combustion conditions to be less efficient to a degree where the driving performance is not affected, and then the peak combustion temperature is allowed to fall, reducing the amount of NOx. However, when hightemperature EGR gases are taken the the filling efficiency becomes low, so EGR gases are cooled by the EGR cooler to increase the EGR amount and reduce the combustion temperature, attempting further NOx reduction. Also, some vehicles are equipped with a DPNR catalytic converter that is effective for NOx and PM reduction, reducing NOx using catalysts too.
EGR Valve Position Sensor EGR Valve Engine ECU
EGR Cooler Bypass Switching Valve
EGR Cooler Engine Exhaust Gas To Turbocharger
Nox CO HC
Stoichimetric air-fuel ratio
Low
Combustion gas temp.
Combustion gas temperature and NOx concentration
Control Part 2

Crankshaft Position Sensor Turbo Pressure Sensor ECM Mass Air Flow Meter EGR Valve Position Sensor EGR Valve
Component Crankshaft Position Sensor Turbo Pressure Sensor Mass Air Flow Meter EGR Valve Position Sensor EGR Valve
Function and Purpose Used to calculate the basic EGR valve opening degree. Used to calculate the EGR rate. Used to calculate the EGR rate. Used to detect actual opening degree of the EGR valve, and also used to calculate the deviation from the target valve opening degree. Controls the intake EGR gas amount. Calculates the basic EGR valve opening degree. Calculates the final target EGR valve opening degree after correcting the basic EGR valve opening degree. Calculates the deviation between the actual and target valve opening degrees, and then drives the EGR valve. Calculates the target EGR rate, and regulates the EGR valve through feedback control.
Calculated by the injection volume control and is used to calculate the basic EGR valve opening degree.
246
Control
247

The ECM calculates the basic EGR valve opening degree based on the engine speed and the final
injection volume which is calculated by the injection volume control. The ECM corrects the calculated basic EGR valve opening degree according to the various sensors to make it appropriate to the engine operating conditions, and drives the EGR valve so that the EGR valve position sensor value comes to the target value. Also, even if the valve opening degree is constant, the EGR flow amount (EGR rate) changes due to the engine operating conditions and time, so the ECM monitors EGR flow amount to perform feedback corrections.
EGR Control Injection Volume Control Final injection volume Basic EGR valve opening degree Correction coefficient
Engine Speed Signals
Final target EGR valve opening degree
Calculating the variation between the actual and target valve opening degrees
EGR feedback control
Driving EGR valve
REFERENCE
EGR deactivation conditions (2AD-FHV)

Condition 1 2 3 4 Item Engine coolant temperature Engine speed
Situation Outside the range of 15 to 96 C Outside the range of 675 to 4400 rpm
Accelerator pedal depression 70% or more, or the load coefficient from the degree final injection volume is above a certain level. Long idling 20 minutes or more have elapsed.
* If any one of the conditions shown above is met the EGR control is deactivated. * The thresholds vary depending on the engines.
Control Part 2
<<<< Basic EGR valve opening degree calculation

The ECM calculates the basic EGR valve opening degree based on the engine speed and the final
injection volume which is calculated by the injection volume control. The basic EGR valve opening degree map is as shown below, and when the engine load is low, a large amount of EGR is taken, so that NOx can be reduced aggressively.
Basic EGR valve opening degree

60 0% Injection volume (mm3/st) 59 % 0%
59 % 30
60~70 %
70 % 70~75 %
70 %
10
74 % 1000 1400
77 % 1800 2200 Engine speed (rpm) 2600 3400 3600
0 600
<<<< Feedback control

Even if the EGR valve opening degrees are the same, the EGR flow amount varies depending on
the engine load, diesel throttle valve opening degree, and amount of carbon deposited on the EGR passage. In order to achieve the target EGR flow amount (EGR rate), the ECM calculates the EGR flow amount by comparing the following values; the fresh air volume from the mass air flow meter, intake air amount calculated from engine displacement and engine speed, and manifold absolute pressure signal, and then performs feedback control increasing or reducing the opening degree of the EGR valve.
In addition, to obtain the target EGR flow amount (EGR rate) as accurate as it can be, the EGR
cooperative control in association with diesel throttle control, in which the intake manifold vacuum and fresh air volume is regulated, is conducted at the same time. (Refer to Diesel Throttle Control - EGR Cooperative Control)
EGR rate difference at a same EGR valve opening degree

Case Case 1 Case 2 Engine Speed 1050 1800 Target EGR 49.0 49.0 EGR valve opening degree 54.6 54.6 MAF 5.76 12.71 MAP 94 94 EGR rate 72% 64%
248
Control
249
<<<< Combustion control

Low temperature combustion control is used to reduce smoke and NOx, and determines and sets
air-fuel ratios depending on the EGR rate. On the vehicles with DPF/DPNR catalytic converters, the low temperature combustion control (temperature rise multiple injection, low temperature lean combustion, and low temperature stoichiometric combustion) is conducted so that converter bed temperature is raised during the catalyst after-treatment control.
While the exhaust gas temperature is raised by increasing the EGR flow amount (EGR rate) to a large
extent, the air-fuel ratio is adjusted to rich, supporting the controls such as catalytic converter PM deposit combustion, sulfur poisoning recovery, and NOx reduction.
Stoichiometric
: Smoke : NOx : CO/HC Normal Combustion Area
Low Temp. Combusion Area
EGR Volume
Rich
Air Fuel Ratio
Lean
Control Part 2
<<<< EGR flow amount monitoring by ECM

Unlike gasoline engines, diesel engines do not regulate the intake air amount via the throttle valve,
thus, the intake pipe pressure is basically constant when the engine not turbocharged. When the EGR valve is opened, the exhaust gas coming through the EGR valve will be taken into the engine, so the amount of fresh air taken from the air cleaner will decrease, as a result, the intake air amount detected by the mass air flow meter will be less. The ECM monitors the EGR flow amount by reading this change in the mass air flow meter signal. Intake Restrictor Valve Intake Restrictor Valve
EGR Valve
EGR Valve
EGR Cooler Engine Engine
EGR Cooler
If the mass air flow meter value does not change even when the EGR valve is opened, the ECM
interprets it as the EGR valve being clogged and sets P0400.
250
Control
251
<<<< Data under EGR control (ALE20 with 2AD-FHV)
Idling
EGR No EGR
By reducing the diesel throttle valve opening degree, manifold pressure falls, allowing the EGR gas to enter
By reducing the diesel throttle valve opening degree, manifold pressure falls, allowing the EGR gas to enter
Diesel throttle valve opening degree increases, hence, MAF value rises
Control Part 2
Acceleration and deceleration
EGR volume is increased up to maximum level during deceleration When engine load is high, EGR control is deactivated When engine load is low, taking EGR gas into intake side
Relationship between EGR and exhaust gas temperature (combustion temperature)
EGR gas is cut off
After EGR cut-off, exhaust gas temperature (combustion temperature) starts rising
After EGR cut-off, exhaust gas temperature (combustion temperature) starts rising
POINT
When the EGR control is deactivated, no exhaust gas is taken into the combustion chamber, and fuel can burn more, hence, the exhaust gas temperature will rise. The movement of the temperature shown in the graph above was monitored under idling conditions, so exhaust gas temperatures will rise higher under actual driving conditions.
252
Control
253
Part 2
System Confirmation
Through use of an Intelligent Tester, whether or not the EGR valve is operating properly can be
checked by monitoring the following list item while the Active Test item, [Control the EGR Step Position], is performed; EGR valve position sensor output [EGR Lift Sensor Output]. In addition, learned full close positions of the EGR valve can be checked through the display value at [EGR Close Learn Val.] with the sensor output voltage display. The full close learning status can be checked with the Data List item [EGR Close Lrn. Status].
When closing the EGR valve using the Active Test function, see if the EGR valve position sensor
output value smoothly changes to the one corresponding to the set valve opening degree. (Whether or not the sensor output value will be within a range of plus or minus 10% of the set value of the valve opening degree.) When normal, the EGR valve position sensor output will be as shown below. Target EGR Position 0% 100% (%) 100 Target EGR Position EGR Valve Condition Fully closed Fully open EGR Lift Sensor Output (Sensor Output Voltage) 80.0 +/- 10 % (4.0 +/- 0.5 V) 26.0 +/- 10 % (1.3 +/- 0.5 V)
0 (V) (%) (5) 100 EGR Lift Sensor Output +/- 10% (0) 0 Fully Closed EGR Valve Opening Fully Open
If the Data List item [EGR Close Lrn. Status] shows [NG], the learning value [EGR Close Learn Val.]
will be the default value of 4.0V, or the value updated at the last moment when it was normal. The value is not the latest, thus, it will not be useful.
If the result of the inspection described above is that the display value is not normal, carbon may
have been deposited on the EGR valve, EGR passage, intake system, and exhaust system. In addition, engine problems, which cause a large amount of black smoke to be emitted, may have occurred.
NOTICE
Depending on the vehicle models, the EGR lift sensor output characteristics may be opposite to the description here.
Control Part 2
1111 EGR Cooler Bypass Valve

[[[[ Description
The ECM controls the EGR cooler bypass valve, which is fitted on the outlet port of the EGR cooler,
via the VSV in accordance with the engine operating conditions, thus optimizing the temperature of the EGR gas that is recirculated into the intake passage and further improving the exhaust gas purification performance after engine start.
When the engine is cold or the engine load is low, if the compression heat in the engine compression
stroke is determined to be insufficient due to a low intake air temperature, the ECM opens the bypass valve and recirculates the EGR gas bypassing the EGR cooler into the intake air passage.
EGR Valve ECM
EGR Cooler Engine Exhaust Gas
EGR Cooler Bypass Switching Valve To Turbocharger

Crankshaft Position Sensor ECM Engine Coolant Temperature Sensor VSV
254
Control
255
Part 2
Component (Signal) Crankshaft Position Sensor Engine Coolant Temperature Sensor VSV
Function and Purpose Used to determine which valve, either the EGR cooler bypass valve on the bypass passage side or on the cooler side, to open. Used to determine which valve, either the EGR cooler bypass valve on the bypass passage side or on the cooler side, to open. Opens and closes the vacuum introduction passage to the EGR bypass valve actuator. Determines which valve, either the EGR cooler bypass valve on the bypass passage side or on the cooler side, to open in accordance with the engine operating conditions. Transmits drive signals to the VSV. Calculated by the injection volume control, and used to determine which valve, either the EGR cooler bypass valve on the bypass passage side or on the cooler side, to open.
ECM
Control Part 2

Energization of the VSV to switch the EGR cooler bypass valve is controlled by the ON/OFF timing
which is calculated based on the final injection volume, engine speed and engine coolant temperature. (Map calculation)
The final injection volume, which indicates the value for the engine load condition (engine torque), is
determined by the injection volume control.

The ECM energizes the VSV, either in the EGR operating range during engine warm-up phase (at the
low temperature of the engine coolant) or in a range from a non-injection state to a nearly non-loaded state during perfect warm-up phase, and activates the actuator to bypass the EGR gas passing through the EGR cooler. EGR cooler condition Bypass side Open Close Cooler side Close Open
VSV Energized Not energized
VSV energization map

Load (Final injection volume)
High
VSV: Off range (Not bypassed)
Engine Low VSV: On range (Bypassed) Engine Speed (rpm) 3000
TIP
In vehicles equipped with DPNR, in order to raise the exhaust gas temperature under control of after-
treatment such as the temperature rise multiple injection control or the low temperature combustion control, the EGR cooler bypass range (VSV ON range) is widened and the EGR gas introduction rate is increased.
256
Control
257
1111 Diesel Throttle Control

[[[[ Description
Under the diesel throttle control, the ECM regulates the diesel throttle valve opening degree in
accordance with the engine operating conditions, ensuring the intake EGR amount, preventing the engine from overspeeding and reducing the engine vibrations at engine stop.
The diesel throttle control has the following controls: a specified condition control to protect the engine
and reduce engine vibration, which is performed when the engine meets a specified condition, and a normal control relating to the combustion control and the EGR control which are mainly for exhaust gas after-treatment.
EGR Valve Position Sensor EGR Valve ECM
EGR Cooler Bypass Switching Valve
EGR Cooler Engine Exhaust Gas To Turbocharger
Control Part 2

Crankshaft Position Sensor Turbo Pressure Sensor Throttle Position Sensor EGR Valve Position Sensor Starter Signal ECM Diesel Throttle Control Motor
EGR Valve
Component (Signal)
Function and Purpose Used as a specified condition control performance condition
Used as a specified condition Used to calculate the basic throttle opening degree under normal control performance condition control. Turbo Pressure Sensor Throttle Position Sensor EGR Valve Position Sensor Starter Signal Diesel Throttle Control Motor EGR Valve Used to calculate the EGR rate. Used for feedback control of the diesel throttle valve opening degree. Used to calculate the EGR rate Used as a specified condition control performance condition. Controls the intake air amount. Controls the intake EGR gas amount. Calculates the basic diesel throttle valve opening degree. Calculates the target diesel throttle valve opening degree, to which corrections are applied to the basic diesel throttle valve opening degree. ECM Performs feedback control of the diesel throttle valve opening degree, based on the actual diesel throttle valve opening degree from the throttle position sensor. Transmits drive command signals to the diesel throttle control motor. Transmits drive command signals to the EGR valve. Final injection volume Calculated by the injection volume control and is used to calculate the basic throttle opening degree.
258
Control
259
[[[[ Control <<<< Specified condition control (((( General

In order to protect the engine from overspeeding and abnormal fuel pressure rise, and to reduce the
engine vibration at engine stop, when the engine meets specified conditions, the diesel throttle valve is controlled as follows: Engine condition Diesel throttle opening degree Fully Closed Diagnostic Note Vibration is reduced when the engine stops. When the engine stops. Learning of fully closed position of the diesel throttle valve is performed. Recovery engine speed:2800 rpm This applies when the accelerator opening degree is 2% or less and the engine speed of 1600rpm or more continues for 1 second. Startabiilty is improved When high fuel pressure DTC is detected. A few minutes before fail-safe is activated when low fuel pressure DTC is detected.
When running at abnormally high Half closed speed. (approx. 5000 rpm or more) When the engine speed abnormally Half closed rises When the starter is on.(When STA Fully Open signal is input.) When the fuel pressure is abnormally Half closed high. During evacuation running before the Half closed engine stalls. REFERENCE
In diesel engines, torque can be generated even in the combustion of engine oil. Therefore, the engine
speed is limited by restricting the intake air amount or cutting off the intake air when the engine speed abnormally increases in a case that engine oil enters into the combustion chamber due to an oil leakage.
Control Part 2
(((( Engine is stopped (ALE20 with 2AD-FHV)

ON IGSW OFF ON MREL OFF LUSV
VLU
Open Close
Ne
260
Control
261
IIgnition switch is turned from OFF to ON Main relay remains ON
Immediately after the engine has started, diesel throttle valve opening degree control starts
Ignition switch is turned from ON to OFF Main relay remains ON
Diesel throttle valve full closure control starts (Engine is stopped)
Diesel throttle valve open control starts (Start performance improvement for next start)
Main relay turns OFF
Control Part 2
<<<< Normal Control (((( Calculation of Diesel Throttle Valve Opening Degree
The ECM calculates the basic throttle valve opening degree based on the engine speed and the
final injection volume which is calculated by the injection volume control. In accordance with the engine conditions, the ECM determines the target throttle valve opening degree by the product of the correction coefficient which is calculated based on the values from various sensors and the basic throttle valve opening degree, and drives the diesel throttle valve.
In diesel throttles which are driven by the rotary solenoid or the DC motor, the throttle valve position
sensor detects the actual diesel throttle valve opening degree and that value is used as feedback in the diesel throttle control. The ECM drives the diesel throttle valve to make the value from the throttle position sensor equal to the target value.
Injection Volume Control Final Injection Volume
Diesel Throttle Control Basic Throttle Valve Opening Degree Correction Coefficient to calculate the Target Throttle Opening Degree
Engine Speed Signals (NE)
Target Throttle Valve Opening Degree
Throttle Valve Position Sensor
Diesel Throttle Body
262
Control
263
(((( Cooperative Control of EGR

By performing the cooperative control of the EGR valve control and the diesel throttle control, the
optimal EGR rate in the intake air is ensured in accordance with the engine operating conditions. The EGR rate varies in accordance with the diesel throttle valve opening degree even if the engine speed and the lift amount of the EGR valve are constant. By monitoring the diesel throttle valve opening degree by the throttle valve position sensor and performing feedback correction based on that information, an appropriate valve opening degree and a target EGR rate in the intake air are obtained.
The intake air into the cylinder contains fresh air from the air cleaner and EGR gas, however, the
diesel throttle valve opening degree is a crucial element to determine the EGR rate in the amount of the EGR gas/intake air into the cylinder. This also significantly affects the air-fuel ratio which is used for combustion control.
Effects of Diesel Throttle Valve and EGR Valve Opening Degree

Item Diesel throttle vale opening degree EGR valve opening degree
Effects
The more the valve is closed, the more the vacuum increases. When the EGR valve is open, the EGR rate increases and fresh air rate decreases. The more the EGR valve is opened, the more EGR gas enters the intake pipe and the lower the vacuum is. Under the control of the EGR, the MAP pressure decreases due to a pressure loss in the diesel throttle, however, the decrease in the pressure is compensated by the EGR and is made equal to the atmospheric pressure. (Except in the case of applying the boost pressure.)
Manifold Absolute Pressure
Intake air into the cylinder

Diesel Throttle Valve Air Cleaner
MAP Sensor
EGR Valve Engine EGR Compensation
Fresh Air EGR Gas
Pressure Loss in the Diesel Throttle Valve When no boost pressure is applied (natural air intake mode): MAP Atmospheric Pressure Pressure Loss in the Diesel Throttle Valve + EGR Compensation
Control Part 2
EGR cooperative control (VDJ200 with 1VD-FTV)
Since EGR gas is allowed to enter, EGR valve is open
In order to allow EGR gas to enter, diesel throttle valve is closed
Diesel throttle valve is closed, thus, manifold pressure is low (EGR gas volume is increased due to manifold vacuum)
264
Control
265
Normal (without cooperative control)
EGR gas is cut off, hence, EGR valve is fully closed
EGR gas is cut off, thus, diesel throttle valve is fully open
Since diesel throttle valve is fully open, MAF value rises according to increases in engine speed
Diesel throttle valve is fully open and no turbocharger boost pressure is applied, hence, it is almost atmospheric pressure
Control Part 2
Operation check of the diesel throttle valve

Engine Condition Specified Condition
Check the valve opening degree and operation using an intelligent tester.
Data List/Actual Throttle Position (Reference values on AD engines) Diagnostic Note The diesel throttle valve is fully opened when the engine stops. However, when the ignition switch is turned from on to off, the diesel throttle valve is closed once to reduce vibration when the engine stops. At this time, the ECM learns the diesel throttle valve fully closed position. The values are reference values, after the engine is warmed up and while running at an altitude near sea level. The diesel throttle valve opening degree varies in accordance with the atmospheric pressure. When running the engine at full load, EGR introduction is cancelled, instead of introducing a large amount of fresh air from the air cleaner.
Ignition switch ON -5 to 5 %
Idling
81 to 95 %
Accelerator pedal -5 to 5 % fully depressed
Check that the diesel throttle valve operates smoothly over Value changes the entire operating degree. When the valve does not operate Acceleration and smoothly in smoothly, check along with the following item: Throttle Motor deceleration transition DUTY. Data List/Throttle Motor Duty (Reference values for AD engines) Engine Condition Specified Condition Diagnostic Note When the values of 10% or less or 90% or more remain displayed, it is believed that there may be a malfunction in the diesel throttle body. The ECM outputs drive commands at minimum duty (valve open) or at maximum duty (valve closed), to allow the valve opening degree to follow the target opening degree. When this lasts for approximately 30 seconds, DTCs are output.
Idling, acceleration, and deceleration
50 +/-40 %
266
Control
267
Part 2
Check of Air Intake Systems (Corrected MAF Value)
Carbon deposits or icing in the diesel throttle body may cause the diesel throttle valve to malfunction.
When carbon deposits are visible in the diesel throttle body, the deposits may be formed in the EGR systems, catalyst or other intake/exhaust air systems. Therefore, troubleshooting the causes of the deposits must be performed and the areas of depositions must be cleaned. Especially, the carbon deposition is relatively easily formed when the engine emits black smoke.
In the intake air system including the diesel throttle body, black smoke is generated when the intake
air volume deviates from the injection volume due to air leakage or clogging. In this case, calculate a value at near maximum engine speed at no load (at the cancellation of the EGR) using the following formula, and narrow down the areas of air leakage by comparing the calculated data with the reference value. Corrected MAF Value (Reference values for AD engines) Calculation formula MAF (g/sec) x 4500 / Engine Speed (rpm) x 145 / MAP (kPa)
Calculation Ex.: Reference data (for 2AD engines): Engine speed: 4350 rpm, MAP: 142.1 kPa, MAF: 96.7 g/sec 96.7 x 4500 / 4350 x 145 / 142.1 = 102.08 The calculated value of 102.08 is within standard range of 105 +/- 5 g/sec When the corrected MAF value, calculated by the above formula, is above the reference value, air
Reference value 1AD: 95 +/- 5 g/sec 2AD: 105 +/- 5 g/sec
leakage may occur between the turbocharger and the intake manifold. When the value is below the reference value, air leakage may occur between the air cleaner (behind the intake air flow meter) and the turbocharger.
Air leakage between turbocharger and intake manifold
intake
Exhaust
Black Smoke MAF Meter
Control Part 2
1111 Turbocharger Control

[[[[ Description
The variable nozzle vane type turbocharger has made great improvements in low-speed torque,
maximum output, fuel consumption, and emission reduction. These improvements have been accomplished through variable control of the nozzle vane angle, and maintaining an optimal velocity of the exhaust gas inflow to the turbine at all times in response to the engine conditions.
The ECM controls the nozzle vane angle, in order to obtain the calculated target boost pressure
appropriate to the engine operating condition.

As a basic control, the feedback control is conducted to gain a boost pressure determined from the
engine operating conditions (lower the boost pressure: open the variable nozzle, increase the boost pressure: close the variable nozzle), but an open control will be conducted in the EGR operating range to gain an angle determined from the engine operating conditions.
Turbo Pressure Sensor Actuator
VRV Vacuum Pump Engine ECU
Basic Control of Variable Nozzle Vane Turbocharger

Engine Condition Low and Medium Engine Speed High Engine Speed During EGR Operation
Purpose
To improve boost pressure increase characteristics To reduce black smoke emission To improve fuel economy and output To prevent turbine overspeed To stabilize EGR amount
268
Control
269

Crankshaft Position Sensor Turbo Pressure Sensor ECM VRV Intake Air Temp. Sensor Engine Coolant Temp. Sensor Atmospheric Pressure Sensor
Component Crankshaft Position Sensor Turbo Pressure Sensor
Function and Purpose Used to calculate the basic nozzle vane opening degree and the basic target boost pressure. Used to calculate the boost pressure feedback amount.
Used to determine whether the engine is in a cold condition or not. Used Intake Air Temperature Sensor as a correction value for the basic nozzle vane opening degree and the basic target boost pressure. Atmospheric Pressure Sensor Used as a correction value for the basic nozzle vane opening degree and the basic target boost pressure.
Used to determine whether the engine is in a cold condition or not. Used Engine Coolant Temperature as a correction value for the basic nozzle vane opening degree and the Sensor basic target boost pressure. VRV Opens and closes the vacuum introduction passage to the actuator which controls the nozzle vane angle. Calculates the basic nozzle vane opening degree and the basic target boost pressure. ECM Calculates the boost pressure feedback amount based on the deviation between the target boost pressure to which corrections are applied to the basic target boost pressure, and the actual boost pressure Calculates the final nozzle vane opening degree by applying corrections and boost pressure feedback to the basic nozzle vane opening degree. Transmits drive command signals to the VRV. Final injection volume Calculated by the injection volume control, and is used to calculate the basic nozzle vane opening degree and the basic target boost pressure.
Control Part 2

The turbocharger control controls the nozzle vane opening degree to obtain the target boost pressure.
The turbocharger control has the following controls: One is the nozzle vane opening degree control to obtain appropriate exhaust gas pressure and flow rate for the turbocharger in accordance with the engine opening conditions, and the other is the boost pressure control which corrects difference to the target boost pressure, based on the manifold absolute pressure sensor output signals (MAP).
The ECM determines the nozzle vane opening degree from various sensor signals and values
calculated by the other controls, and drives the nozzle vane. Then, in order to make the boost pressure (manifold absolute pressure sensor output signal) to be the target boost pressure, a boost pressure control value is applied to the nozzle vane opening degree control and the final nozzle vane opening degree is determined.
Nozzle vane opening degree control
Nozzle vane actuator (Turbocharger)
Boost pressure control ECM
Manifold Absolute Pressure Sensor (Intake Manifold)
270
Control
271
<<<< Nozzle Vane Opening Degree Control

The basic nozzle vane opening degree is calculated based on the engine speed and the final injection
volume calculated by the injection volume control. (Map calculation)

By applying the atmospheric pressure correction, engine cold condition determination correction
which is determined based on the intake air temperature and the engine coolant temperature, the EGR control status, and the status under the after-treatment control using things such as DPF or DPNR catalytic converter, and furthermore, applying the boost pressure feedback (to be described) to the basic nozzle vane opening degree, the final nozzle vane opening degree is obtained. The ECM drives the turbocharger nozzle vane actuator based on the final nozzle vane opening degree.
Turbo Pressure Control Injection Volume Control Final injection volume Basic nozzle vane opening degree Atmospheric correction Engine cold condition determination EGR control status After-treatment control status
Engine speed signals (NE)
Boost pressure control Boost pressure feedback Final nozzle vane opening degree
Nozzle vane actuator (Turbo motor driver)
REFERENCE
In a communication type turbocharger system, the final nozzle vane opening degree signals are
transmitted to the turbo motor driver, driving the nozzle vane actuator (DC motor). In addition, the turbo motor driver determines the actual nozzle vane position using the nozzle vane position sensor, and then strictly regulates the nozzle vane opening degree to be the command value (final nozzle vane opening degree position) from the ECM
When the vacuum actuator, which is controlled by DUTY control of the E-VRV, is used for the nozzle
vane actuator, the ECM directly drives the E-VRV and controls the nozzle vane position.
When the EGR control is performed, the exhaust gas after-treatment control using things such as DPF
or DPNR is changed to an open loop control, in which the feedback is not carried out, to stabilize the combustion control.
Control Part 2
<<<< Boost Pressure Control

The basic target boost pressure is calculated based on the engine speed and the final injection
volume calculated by the injection volume control.

By applying the atmospheric pressure correction, the engine cold condition determination correction,
the EGR conrol status and status under the after-treatment control using things such as DPF or DPNR catalytic converter, to the basic target boost pressure, and furthermore, applying the deviation to the actual boost pressure which is calculated from the manifold absolute pressure sensor output signal to the basic target boost pressure, the obtained information is fed back to the nozzle vane control, and the ECM determins the final nozzle vane opening degree.
Turbo Pressure Control Injection Volume Control Final injection volume Basic target boost pressure Atmospheric pressure Correction Engine cold condition determination correction EGR control status After-treatment control status
Engine speed signals (NE)
Manifold Absolute Pressure Sensor
Calculation of deviation of actual and target boost pressures Calculation of boost pressure feedback amount
Nozzle vane opening degree control
Final nozzle vane opening degree
REFERENCE
When running the engine in a high altitude area such as mountains, the boost pressure becomes
hard to raise due to low atmospheric pressure. Therefore, if the atmospheric pressure decreases in a situation where the target boost pressure value is set to be constant, the turbocharger speed must be increased by controlling the nozzle vane to closer than normal to make the target boost pressure equal to the actual target boost pressure. In short, if the atmospheric pressure decreases while the turbocharger operates at a high rotation speed, this may cause the turbocharger to rotate excessively. To prevent the turbocharger from overrotating in a low atmospheric pressure, the ECM controls the nozzle vane position by monitoring the atmospheric pressure correction, mass air flow (MAF) at a low atmospheric pressure and the engine speed.
272
Control
273
<<<< Various Corrections

In order to obtain an optimal nozzle vane opening degree in accordance with the engine operating
conditions, corrections are applied to the basic nozzle vane opening degree and the basic target boost pressure based on values from the various sensors. Item Atmospheric pressure correction Engine cold condition determination EGR control status After-treatment control status REFERENCE
In the ECM, the drive amount of the turbocharger actuator is integrated, and if the integrated value
Content Used to calculate the final nozzle bane opening degree. Used to limit the boost pressure in cold engine condition and limit the turbo charger speed at high altitude. Used to calculate the basic nozzle vane opening degree and the basic target boost pressure.
exceeds a predetermined value and the engine is in a stable idle state, the nozzle vane is fully opened and closed once for deposition removal to prevent the nozzle vane from sticking due to foreign objects such as soot sticking to the turbocharger nozzle vane link mechanism.
Others Part 2 Common-rail Diesel Engine
7 9Others
111 Exhaust Gas Control System
[[[[ Description
The exhaust gas control system closes the valve located downstream of the oxidation catalytic
converter when the engine conditions meet the predetermined conditions while the engine is cold, to ensure the engine warm-up performance and heater performance.
This system consists of an idle-up switch, an exhaust gas control valve, a vacuum actuator that
is linked with the valve, a vacuum switching valve (VSV), and the ECM that controls the vacuum switching valve.
The ECM operates the electronic vacuum switching valve in accordance with the engine operating
conditions and also operates the vacuum actuator that is linked with the exhaust gas control valve. When the exhaust gas control valve is closed, the engine back pressure becomes larger, and so does the pumping loss. The loss makes the engine load larger, causing the exhaust temperature to rise. As a result, time it takes to warm up the engine is reduced.
Exhaust Gas Control Valve
274
Others
275
System block diagram

Vacuum Pump
VSV Air Cleaner Turbo Pressure Sensor Water Temp. Sensor EGR Valve Position Sensor Idle-up Switch Air Flow Meter ECM Crankshaft Position Sensor Accelerator Pedal Position Sensor Atmospheric Temp. Sensor
REFERENCE
The exhaust gas control valve used on the 1KD-FTV engine for Japan (as of October 2008) helps the
catalyst temperature to rise, in order to reduce time for completing PM recovery.

As with the exhaust gas control system described in this chapter, it takes the vacuum into the exhaust
gas control valve and opens and closes the valve via the VSV controlled by the ECM. Vacuum Pump
Air Cleaner Exhaust Gas Temperature Sensor (up stream) Exhaust Gas Temperature Sensor (down stream) Exhaust Gas Pressure Sensor
VSV
Air-fuel Ratio Sensor ECM Oil Level Sensor Other Sensors
Others Part 2
[[[[ Operating Condition

This system operates when the idle-up switch is on while all of the following conditions are satisfied: EGR system is operating Engine coolant temperature is below 70 C Air inlet port intake air temperature is below 5 C At least 10 seconds have elapsed after engine start Engine speed and fuel injection volume are within the range specified in the graph below
Activation Range Injection Volume
Engine Speed
[[[[ Operation
When the ECM satisfies all the aforementioned operation conditions, it energizes and operates the
VSV. This switches the vacuum route, operates the connected vacuum actuator and then closes the linked exhaust gas control valve.
276
Others
277
[[[[ Circuit <<<< Exhaust Gas Control System Circuit
Fail Detection Circuit * HEFX MAIN VSV for Exhaust Gas Control Drive Circuit
12 V MREL
Battery HSW Warm Up Switch E1
12 V
Microprocessor
Interface
ECM * Fail detection circuit is applied depending on the type of vehicle.
<<<< Drive Voltage

ECM Terminal Voltage Problem Condition Normal (Valve close condition: HSW ON, Cold engine, Idling) Normal (Valve open condition: Engine warmed up, 3000 rpm) HEXF circuit open HEXF circuit ground short VSV itself shorted HEXF VSV Control Output Below 1.5 V 12V Remains 0 V Remains 0 V Remains 12V
Active Test
Active Test Item
Test Detail/Control Range Activate VSV (for exhaust gas control valve): ON/OFF
Exhaust Gas CTL VSV relevant repair manuals.
** The applicable items vary depending on the vehicle. For details about the Active Test, refer to the ** An Intelligent Tester cannot show the exhaust gas control valve drive signal (VSV drive signal).
Others Part 2
222 In-Tank Fuel Pump System

[[[[ Description
On the vehicles with a separate fuel sub tank (Land Cruiser Prado for Australia) and with a saddle-
shaped fuel tank (LEXUS IS220d), in order to use the fuel stored in the divided reservoirs equally, an electric fuel pump provided inside the fuel tank is employed to equalize the amounts of the remaining fuel. (Fuel transfer mode)
Also, vehicles equipped with a saddle-shaped fuel tank (LEXUS IS220d) can operate priming mode,
which is used when air enters between the fuel tank and the supply pump when running out of fuel, by an electric fuel pump. (Priming mode)
The in-tank fuel pump system consists of an electric fuel pump, a jet pump, a fuel pump relay, and the
ECM that drives the relay. Furthermore, on the vehicle models that have priming mode, a fuel route switching valve and a PCV relay are provided. The PCV relay supplies the power to the fuel route switching valve. Supply Pump Fuel Sedimenter Fuel Filter Engine
Fuel Tank Solenoid Fuel Pump
Jet Pump
Chamber A
Chamber B
278
Others
279
[[[[ Operating Condition

When the engine starts or the amount of fuel consumption reaches the threshold value, the ECM
drives the electric fuel pump for approximately one minute and restores the amount of fuel in the main fuel tank (main chamber).
When the fuel remaining in the main fuel tank (main chamber) decreases below a certain amount
(approximately 17.1L), the ECM drives the electric pump until the remaining fuel amount exceeds the predetermined amount (more than approximately 20.3L). However, this operation will not be conducted when the fuel remaining in the sub fuel tank (sub chamber) is less than a certain amount (approximately 4.5L). Engine Start
Fuel Consumption 0.5 Count 0 (Liter) ON Fuel Pump OFF
Approx 1 min. Fuel Level (Main) from a sharp turn etc. 20.3L 17.1L M S
REFERENCE
This section describes about the operation conditions of the Lexus IS220d. The operating conditions
vary depending on the vehicles.
Others Part 2
[[[[ Operation <<<< Fuel transfer mode (((( General

According to the remaining fuel amount calculated from the fuel consumption, the ECM turns on the
relay to drive the fuel pump when the amounts of fuel remaining in the separate reservoirs need to be equalized. Or, the ECM calculates the difference between the amounts of fuel remaining in the separate fuel tanks, and when the amount of fuel remaining in the sub fuel tank is larger than that of the main fuel tank, it drives the pump.
The fuel from the fuel pump passes through the orifice inside the jet pump, and returns to the fuel
tank. When the fuel is passing through the orifice of the jet pump, a pressure difference develops around the orifice outlet port and it sucks the fuel out of the sub fuel tank (sub chamber), and that fuel is transferred to the main fuel tank (main chamber). Supply Pump Fuel Sedimenter Fuel Filter Engine
Fuel PCV Relay ECM F/PMP Relay
Fuel Tank Solenoid Return Valve (OFF)
Fuel Pump
Jet Pump
Chamber A Fuel Transfer Operation
Chamber B
280
Others
281
<<<< Priming mode

In priming mode, the mode between the fuel transfer and the priming is changed by the fuel route
switching valve. During priming mode, the ECM turns on the PCV relay to energize the fuel route switching valve, changing the fuel feeding route, in which the fuel is fed from the fuel pump to the jet pump, to another route in which the fuel drawn by the fuel pump is fed to the supply pump. Priming mode can be activated by a drivers switch operation at any time. Supply Pump Fuel Sedimenter Fuel Filter Engine
Fuel PCV Relay ECM F/PMP Relay
Fuel Tank Solenoid Return Valve (ON)
Satellite Switch
Fuel Pump
Jet Pump
Chamber A Priming Operation
Chamber B
Others Part 2
TIP
Priming operation using in-tank fuel pump: (LEXUS IS220d) To drive the in-tank fuel pump in priming mode, operate a satellite switch provided in the cockpit in the following procedure.
Check the fuel amount, and refuel when necessary. Turn the engine switch ON. (IG ON) Select PRIMING using the RH or LH button of the satellite switch. Press the ON/OFF button of the satellite switch to start priming.
The priming operation will stop either when the ON/OFF button of the satellite switch is pressed or approximately two minutes have elapsed after the priming operation started. To activate the priming operation again, wait for several tens of seconds after stop.
PRIMING Mode
ON/OFF Switch LH Switch RH Switch
ON OFF
Satelite Switch
282
Others
283
[[[[ Circuit <<<< In-Tank Fuel Pump System Circuit

12 V MREL MAIN FUEL PCV * Fuel Route Switching Valve * FC Battery F/PMP Drive Circuit M Fuel Pump Microprocessor PPRM Drive Circuit
E1 ECM
* A relay (FUEL PCV) and fuel route switching valve are applied depending on the type of vehicle.
<<<< Drive Voltage
In-tank Fuel Pump Control

Problem Condition Normal (Fuel pump not operated) Normal (Fuel transfer mode activated) Normal (Priming mode activated)* FC circuit open FC circuit ground short PPRM circuit open * PPRM circuit ground short * * Only on the LEXUS IS220d
ECM Terminal Voltage PPRM * Relay Control Output 12V 12V Below 1.5 V 12V 12V 0V 0V
FC Relay Control Output 12V Below 1.5 V Below 1.5 V 0V 0V 12V 12V
Value on Data List (In-tank Fuel Pump) OFF ON ON Remains OFF Remains OFF Depends on Depends on
Active Test
Active Test Item
Test Detail/Control Range Activate in-tank fuel pump relay: ON/OFF
Activate the Intank Fuel Pump Relay relevant repair manuals.
Initialization and Registration Part 2 Common-rail Diesel Engine
8 11Initialization and Registration

111 Description
The sensors and actuators will also change characteristics due to their own individual differences
and age deterioration. The ECM identifies the variations and changes to improve the sensor output accuracy and actuator operations, correcting them so that the vehicles can provide their best performance. The ECM judges the results of the actuator drive requests through the sensor signals, and then corrects the drive requests. Learning values are index parameters that allow the ECM to judge and correct the actuator drive requests.
If the actuator operating conditions have changed significantly due to repair or parts replacement, the
ECM needs to identify the operating conditions of new sensors and actuators, and in order to conduct appropriate system controls corresponding to the engine operating conditions, some of the stored system control learning values will need to be manually updated or reset (initialized).
If the engine has been operated without necessary learning value updates or initialization, the
amplitude of correction will be extremely large, therefore, the ECM may not be able to recognize the engine conditions precisely, or may not be able to drive the actuators accurately. Depending on the parts that are repaired or replaced, usually, the following operations are necessary: Learning sensor output individual differences, or transmitting stored leaning value data; Learning actuator individual differences, initializing learned values, or registering actuators; Transmitting stored learning value data from old ECMs.
Primary elements that are learned or registered in the ECD system

System component element Learning/registration description
To increase the fuel pressure control accuracy, the ECM corrects variations due to the individual difference of pump discharging performance. Pump discharging performance gaps are calculated in the fuel pressure feedback control, the consequent value will be learned as correction values, and is stored in the ECM memory. The injectors have their own individual injection characteristics. To optimize the injection characteristics, the ECM corrects the individual differences by finely adjusting the injection durations of each injector through the compensation resistors or compensations codes. To use the compensation code injection correction, the 30-digit code (QR code) imprinted on the top of an injector needs to be registered in the ECM. The ECM identifies each injector's characteristics with the codes, correcting fuel injection. To correct the engine individual differences and the fuel injection accuracy variations between the cylinders, the ECM performs injection with a minute amount of fuel while no fuel is injected, and estimates the actual amount of fuel injected by the injectors from the engine speed change caused by the minute volume fuel injection. The ECM learns a deviation between the values of an estimated actual injection volume and requested minute injection volume, and corrects the actual injection volume, removing the injection volume variations among the cylinders.
Necessary operation
Monitor item [Data List/Utility]
Supply Pump
Initialization is nec essar y when the following com- [Pump SCV ponent par ts are Learning Value] changed:
Supply pump ECM Code registration is necessary when fuel injectors are changed. Code registration or stored code data transmission is necessary when the ECM is changed. Value learning is necessar y when injectors or the engine is changed. L e a r n e d v a l u e data transmission is necessary when the ECM is changed.
Fuel Injector Compensation code (QR code)
Checking, saving and writing codes using an Intelligent Tester [Learning Values Confirmation Utility]
Pilot Quantity Learning (Injection Volume Control) *1
Checking, saving and writing learning values using an Intelligent Tester [Learning Values Confirmation Utility]
284
Initialization and Registration
285
System component element
Learning/registration description
To increase pulse signal (NE signal) accuracy, the ECM learns the variations of the sensor plate tooth widths (pulse signal widths). The pulse signals are used to detect the crankshaft angle. When the accuracy of pulse signal widths is increased, the measurement accuracy of crankshaft rotation speeds also increases for idling, and over a wide range of the engine speed, from low to high. The crankshaft rotation speed is used to correct the injection volume variations between the cylinders. To increase the c ontrol accuracy of noz zle vane operation, the ECM learns the step motor 0 (zero) point position (vane fully closed position). The ECM corrects turbine flow amount variations through use of the turbine flow compensation resistor. The turbine flow compensation resistor is connected to the ECM, and the ECM reads the resistor value that indicates the turbocharger individual difference. The ECM uses the value as feedback in the boost pressure control. To increase the c ontrol accuracy of noz zle vane operations, the ECM learns the nozzle vane position sensor output transmitted immediately after the ignition switch is turned from off to on. The ECM stores the sensor output as the value indicating that the nozzle vanes are at the fully closed position. Hence, when the engine is stopped, the DC motor is driven to fully close the nozzle vanes (making them contact with the full close stopper) so that the vanes will be at the full close positions when the ignition switch is turned on next time. To increase the control accuracy of the EGR valve operation, the ECM learns the EGR valve position sensor output when the engine is cold or the EGR control is deactivated with the engine fully loaded. The ECM interprets the sensor output as a value indicating that the EGR valve is fully closed. To increase the control accuracy of diesel throttle operation, the ECM learns the following two throttle valve positions; one the fully closed position from a throttle full open switch ON signal, and the other the reference position while the engine is operating under specified conditions. To prevent the vibration from occurring when the engine is stopped, the throttle valve is fully closed. At this time, the ECM reads the throttle position sensor output, learning the throttle valve full close position. The ECM determines the heat developed in the catalyst according to the engine operating conditions (engine load), calculating heat deterioration values. To warn that the catalyst purification performance has been less effective due to severe heat deterioration, a DTC will be set when heat deterioration is detected. To increase the detection accuracy, the ECM learns the air-fuel ratio sensor output in the atmospheric air, eliminating sensor output variations. Using the learned value, the ECM corrects the fuel injection volume and EGR volume so that they come to the calculated target values.
Necessary operation
Initialization is necessar y when the crankshaft position sensor plate (engine) is changed. L e a r n e d v a l u e data transmission is necessary when the ECM is changed.*2

Crankshaft Position Sensor Plate *1
VN Turbocharger (Step Motor Drive)
Values are learned automatically. The turbine and comp e ns at i o n re si sto r are supplied as a set (assembly).
Af ter the engine has war med up, visually check the nozzle vane linkage movement when the engine is restarted.
VN Turbocharger (DC Motor Drive)
Values are learned automatically.
Visually check the noz zle vane linkage movement when the ignition switch is tur ned off.
EGR Valve
[EGR Close Learn Val.] [EGR Close Lrn. Status]
Diesel Throttle Valve (Step Motor Drive) Diesel Throttle Valve (Rotary Solenoid)
[Diesel Throttle Learn Status]
Values are learned automatically. Counter (calculation value) resetting (initialization) is necessary when the DPF/ DPNR catalytic converter is changed.
Initialization is necessar y when the air-fuel ratio sensor is changed. L e a r n e d v a l u e data transmission is necessary when the ECM is changed.*2
[Diesel Throttle Learn Status] [Throttle Close Learning Val.]
DPF/DPNR Catalyst *1
[DPF Catalyst Deteriorate]
Air-fuel Ratio Sensor *1
Initialization and Registration Part 2
System component element
Learning/registration description
The ECM corrects the measurement standard of the differential pressure sensors located before and after the catalytic converter that are used to measure the amount of PM trapped by (deposited on) the DPF/DPNR catalytic converter. The ECM learns the sensor outputs when the engine coolant temperature is higher than a certain level and the ignition switch is in the ON position while the engine is being stopped. The ECM interprets the sensor outputs as the value indicating that there is no pressure difference.
Necessary operation
Differential Pressure Sensor *1
[Diff. Press. Sensor Corr.]
*1: Depending on the specifications, the component element is not applicable. Regarding the detailed value initialization and learning procedures, refer to the relevant TOYOTA repair manuals. *2: When the ECM is replaced, if the learning value transmission is not completed properly due to voltage drops or other problems from any cause, DTC P1601 may be set and a default value will be set to prevent the DTC from being set again. The ECM will learn appropriate value in the subsequent engine control. In this case, check that no DTC is set.
286
Initialization and Registration
Injection Quantity
Activation Pulse Correction TQ
Injection Quantity
287
222 Injection Volume Compensation

[[[[ Outline
The injectors have their own individual injection characteristics. To correct the injection characteristics,
the ECM finely regulates the injection durations of each injector through use of the compensation resistors or compensations codes.
Each injector injection characteristics are identified through the amount of fuel injected at a specified
point that is determined from the common-rail pressure and injection duration. When the ECM recognizes the compensation resistor or code preset in an injector itself, the injection volume of that injector can be corrected.
The injection volume of an injector with a compensation resistor is corrected at between 2 to 4 points,
and for an injector with a compensation code, the injection volume is corrected at between 10 to 12 points. These correction points are determined through the common-rail pressure and injection duration. Correction Resister Type Compensation Code TYpe (QR Code)
Activation Pulse Correction TQ Correction Point Common-rail pressure
Initialization and Registration Part 2
[[[[ Compensation Resistor Type Injector

In a system, where the injectors are equipped with the compensation resistor, the resistors are directly
connected to the ECM, and the ECM reads the resistor values, correcting the injection volumes.
Correction Resistor Correction Resistor ECM EDU
Injector
Solenoid Coil
[[[[ Compensation Code (QR Code) Type Injector

The QR code and its alphanumeric version code (30-digit alphanumeric code), which represent the
injection characteristics, are imprinted on the top of the head of an injector. The common-rail system optimally regulates the injection volumes using the information. When new injectors are fitted onto the engine, their compensation codes are need to be entered the ECM using an Intelligent Tester.
The injection volume correction points, which are determined from the common-rain pressure and
injection duration, vary depending on the vehicle models and engine types. Injector Compensation Code
QR Code
Laser Marking
288
Part 3
Effective Use of Intelligent Tester
307
Description
308
Part 3
Part 3
This chapter describes the ECM data items that can be shown on a TOYOTA Intelligent Tester and actuator items that can be arbitrarily driven.
1 4Description
The ECM receives a signal that contains driving condition information from the sensor. The ECM
recognizes and judges the signal and then outputs a signal that regulates the actuator to operate in correspondence to the driving conditions.
The various control values that are processed inside the ECM are the ECM data, and these can be
checked by an Intelligent Tester. (Data List function)

The actuator can be arbitrarily driven by outputting the drive request signal from an Intelligent Tester
to the ECM and thus the operation conditions can be checked by monitoring the ECM data. (Active Test function) ECM Sensor Switch Recognize Judge Drive Actuator
ECM data (Data List)
Drive Request (Active Test)
Data List Part 3 Effective Use of Intelligent Tester
2 5Data List
111 Outline
[[[[ Signals Shown in Data List
Data List is a function to check the input signals from the sensor, output signals to the actuator and
various learning values that are necessary for the ECU control in the form of ECU data.
The control data can be checked without touching various parts of the vehicle. And especially for the
input signal system, it can be judged to be normal without conducting the individual inspections and wireharness inspection, when the ECU data inspection result is normal. In addition, the items that cannot be checked from outside, such as ECU learned conditions, can be checked.
Data List is generally classified as the following ECM data item groups; input signals, output signals
and learning values. Input signals Signals from the sensors Signals sent to the ECM from various sensors and switches The operation conditions of various systems and driving conditions are sent to the ECM. Output signals Learning values
Value for compensation to gain current best Signals to the actuator vehicle conditions in accordance with the Signals that inform the individual differences of the sensors and acECM how to act against tuators and the characteristic changes over the actuator. time recognized by the ECM.
309
Data List
310
Part 3 Effective Use of Intelligent Tester
[[[[ Data List Items

Using the Data List function, data from the following systems can be shown in the details of the data
list items. Category Accelerator Pedal Air-fuel Ratio Sensor Charging Control Check Mode Common-rail Injection Diagnosis Diesel Throttle ECT EGR Exhaust Fuel Monitor Other Systems Sensor / Status Switch Symptom Diagnosis Test VN Turbocharger Vehicle Specifications REFERENCE
This manual describes the Data List items by dividing them into the above categories to improve
Description Accelerator pedal position sensor related data Air-fuel ratio sensor related data Charging control system related data ECM mode related data Fuel injector and injection volume related data DTC detection related data Diesel throttle control related data Electric controlled transmission (transaxle) related data Exhaust Gas Recirculating system related data Exhaust system and catalyst related data Fuel pressure related data Data related to monitor status in compliance with legal regulations Status data of other systems related to the engine Sensor input and engine condition information Status signal data from various switches Vehicle motion information Cylinder compression measurement (active test) information Turbocharger control related data Vehicle specification information
searchability.
However, Intelligent Testers can show the data list items in various measurement groups, such as All
Data, Custom List*, Primary* and some defined measurement groups.

* Custom List: Measurement group that is arbitrarily selected by the tester user * Primary: Measurement group that is set for basic engine inspection
NOTICE
Even on the engine types that have data list items, they may not be displayed depending on the vehicle model and model year.
Data List Part 3
222 Details of Data List Items

CatTester egory Display Indication Summary Measurement Item Accel Position Accelerator position status for engine control Min: 0 Max: 100 Unit: % Hint This parameter indicates the final accelerator pedal open ing angle calculated by the ECM. Reference Value 0 % for a non depressed accelerator pedal and 100 % when fully depressed, value is in proportion with the accelerator pedal opening angle regardless of the engine condition Hint When the circuit is open or a short occurs, output is less than 1.2 V or grater than 4.8V . If both No.1 and No2 circuits open or short occurs use the fail safe value and fix the engine speed at first idle. Reference Value Approx. 0.8 V for a non depressed accelerator pedal and 3.5 V when fully depressed, value is in proportion with the accelerator pedal opening angle regardless of the engine condition. The gap between Accele Sensor Out No.2 is constantly 0.8 V Hint When the circuit is open or short occurs, output is less than 1.2V or grater than 4.8 V. Both No.1 and No2 circuits open or short occurs use the fail safe value and fix the engine speed at first idle. Reference Value Approx. 1.6 V for a non depressed accelerator pedal and 4.3 V when fully depressed, value is proportion with accelerator pedal opening angle regardless of the engine condition. The gap between Accele Sensor Out No.1 is constantly 0.8 V Hint This indicates the value of No.1 Accelerator pedal position sensor voltage divided by sensor power source voltage (VC) Reference Value Approx. 16% at non depressed accelerator pedal and 70% at fully depressed accelerator pedal, value is proportion with accelerator pedal opening angel regardless engine condition. Hint This indicates the value of No.2 Accelerator pedal position sensor voltage divided by sensor power source voltage (VC) Reference Value Approx. 32% at non depressed accelerator pedal and 85 % at fully depressed accelerator pedal, value is proportion with accelerator pedal opening angel regardless engine condition. Diagnostic Notes
Cause of Out of Range 111 Under fail-safe condition for END system 222 Accelerator position sensor malfunction 333 W/H or connector 444 ECM Measurement Item
Accele Sensor Out No.1
No.1 Accelerator pedal position sensor voltage Min: 0 Max: 5 Unit: V
Cause of Out of Range 111 Under fail-safe condition for ECD system 222 Accelerator position sensor malfunction 333 W/H or connector 444 ECM Measurement Item
Accele Sensor Out No.2
Accelerator Pedal
No.2 Accelerator pedal position sensor voltage Min: 0 Max: 5 Unit: V
Accele Sens No.1Volt %
No.1 Accelerator pedal position sensor output Min: 0 Max: 100 Unit: %
Accele Sens No.2Volt %
No.2 Accelerator pedal position sensor output Min: 0 Max: 100 Unit: %
Cause of Out of Range 111 Under fail-safe condition for ECD system 222 Accelerator position sensor malfunction 333 W/H or connector 444 ECM
311
Data List
AF Lambda B#S#
AF Sensor Learning Value
Air-fuel Ratio Sensor
AFS Current B#S#
AFS Voltage B#S#
312
CatTester egory Display
Indication Summary Measurement Item Lambda value calculated from the air-fuel ratio sensor 14.5 is 1.000 B#S# represents the sensor location Min: 0 Max: 1.99 Unit: N/A Hint
Diagnostic Notes
AF Lambda B#S# = air-fuel ratio / 14.5 (Stoichiometric A/ F ratio) Value less than 1 (0.000 to 0.999): Rich Value greater than 1 (1.001 to 1.999): Lean Air-fuel ratio = Intake air mass / (main fuel injection + exhaust fuel addition injection mass) Refer to the illustration A. Reference Value 0.80: 11.8 (Rich) 0.90: 13.2 (Rich) 1.00: 14.5 (Stoichiometric air-fuel ratio) 1.10: 16.2 (Lean) 1.20: 17.6 (Lean) Hint AF sensor output voltage learning value in atmospheric air. To correct variations caused by the individual differences of the outputs or deterioration by age, the ECM learns the air-fuel ratio sensor output value in the atmospheric air. Reference Value AD series engine reference value: 1.8 to 2.1 V Initial value in case of learning error 1.9994 V Hint Output current increases as the air-fuel ratio becomes larger (lean) Reference Value Idling after engine warmed-up : -0.5 to 0.5 mA Hint If the exhaust fuel addition injector is clogged, even if DPF/DPNR catalyst regeneration is performed with the intelligent tester, the AFS B1 S1 value will not change. Refer to the illustration A.
Cause of Out of Range 111 Air-fuel ratio sensor 222 Wire harness or connector 333 Fuel injector 444 E x h a u s t f u e l a d d i t i o n i n j e c t o r ( i f equipped) 555 ECM Measurement Item AF sensor output voltage learning value in the atmospheric air Min: 0 Max: 5 Unit: V
Cause of Out of Range 111 Air-fuel ratio sensor 222 Wire harness or connector 333 ECM Measurement Item Air-fuel ratio sensor output current value B#S# represents the sensor location Min: -128 Max: 127.99 Unit: mA Cause of Out of Range 111 Air-fuel ratio sensor 222 Wire harness or connector 333 ECM Measurement Item Air-fuel ratio sensor output voltage value B#S# represents the sensor location Min: 0 Max: 8 Unit: V
Reference Value
Cause of Out of Range 111 Air-fuel ratio sensor 222 Wire harness or connector 333 Fuel injector 444 E x h a u s t f u e l a d d i t i o n i n j e c t o r ( i f equipped) 555 ECM Idling after engine warmed-up: 1.01 to 1.58 V
Data List Part 3
CatTester egory Display Illustration A
Indication Summary
Diagnostic Notes Effective Use of Intelligent Tester
Air-fuel Ratio Displayed on Tester: 2 AF Lambda B1S1
1 AF Lambda B1S1 = Air-fuel Ratio /14.5
Air-fuel Ratio Sensor
0 2 AFS B1S1 1 (V)
0 14.5
20
30
40
50
Air-fuel Ratio AFS Voltage B1S1 AF Lambda B1S1 Air-fuel Ratio 12 13 14 0 1 14.5 0.065 0.174 0.274 0.361 0.513 0.787 1.013 1.579 1.034 1.103 1.172 1.241 1.379 1.724 15 16 17 18 20 25 30 50
0.828 0.897 0.966
313
Data List
Battery Current
Charging Control
Battery Temperature
Alt Vol - Active Test
Alt Vol - Non Active Test
Check Mode
Check Mode
314
Part 3 CatTester egory Display Indication Summary Measurement Item Hint When driving after the engine is warmed-up, the values change in accordance with the amount of electricity generated by the alternator. In case of overcharge or over discharge, the charging control will be stopped to protect the battery and prevent capacity decrease Reference Value During vehicle acceleration: small current During vehicle deceleration: large current While battery discharged: negative value Hint Charging control is performed in accordance with the sensor temperature signals because the current reception characteristics change in accordance with the battery fluid temperature Reference Value Diagnostic Notes Effective Use of Intelligent Tester Shows the current value calculated from the current sensor output Min: -100 Max: 100 Unit: A Cause of Out of Range 111 Battery current sensor 222 Wire harness or connector 333 Charging system (Alternator) 444 Battery 555 ECM Measurement Item Displays the battery fluid temperature calculated from the fluid sensor (current sensor) output Min: -45 Max: 156.4 Unit: C Cause of Out of Range 111 Battery current sensor 222 Wire harness or connector 333 Charging system (Alternator) 444 Battery 555 ECM Measurement Item Voltage command value to the regulator during Active Test [Control the Voltage of the Alternator] Min: 0 Max: Measurement Item Voltage command value to the regulator during Active Test [Control the Voltage of Alternator] (normally operated) Min: 0 Max: 20 Unit: V Cause of Out of Range 20 Unit: V Cause of Out of Range The values change in accordance with the actual temperature around the battery Hint Active test support data Engine is operated Reference Value Changes in accordance with commands during Active Test Hint Active test support data Engine is operated Reference Value The values change in accordance with the battery fluid temperature and driving conditions (12.5 to 14.8 V) CatTester egory Display Indication Summary Measurement Item Check mode status Status ECM ON/OFF Unit: N/A Hint Check Mode: The mode in which certain DTCs can be detected more easily and with higher sensitivity. Reference Value ON: Check mode selected Diagnostic Notes Cause of Out of Range
Data List Part 3
Indication Summary Measurement Item Injection compensation value between cylinders: Rotational fluctuation compensation injection volume during idling (calculated from the crankshaft rotation speed) 4 cylinder engine: #1 No. 1 cylinder, #2 No. 2 cylinder #3 No. 3 cylinder, #4 No. 4 cylinder 8 cylinder engine: #1 No. 1 cylinder, #2 No. 2 cylinder #3 No. 6 cylinder, #4 No. 7 cylinder #5 No. 3 cylinder, #6 No. 4 cylinder #7 No. 5 cylinder, #8 No. 4 cylinder Min: -10 Max: 10 Cause of Out of Range 111 Injector clogging 222 Injector deterioration 333 Decrease in cylinder compression 444 Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle) Measurement Item Hint
Injection Feedback Val Cyl#
When compensation is performed before a malfunction occurs, it is not always caused by a problem with the cylinder with the biggest absolute number Example: When the injection order is 1-3-4-2 #1 Compression leak #1 rotation speed becomes low and #2 rotation speed becomes high #2 Injection volume excessive #2 rotation speed be comes high
Unit: mm3/st Reference Value Idling: -3.0 to 3.0 mm3/st Positive value if rotation speed of each cylinder combustion process is lower than the target rotation speed calculated from the target idling speed, and negative value if higher. Hint When this value (absolute value) is large, it shows that the difference between the actual fuel pressure and the target fuel pressure is large. A positive value shows that the amount of fuel compressed and fed has increased due to lack of pressure. A negative value shows that the amount has decreased due to excessive pressure. When the pump SCV malfunctions, the rail pressure usually becomes excessive due to SCV closure malfunction and this value and the pump individual difference learning value becomes smaller. -20 to 20 mm3/st at standard temperature Basically, if the actual fuel pressure = target fuel pressure, the injection pressure feedback compensation amount = 0.
Common-rail Injection
Injection Pressure Correction
Injection pressure feedback correction amount: Injection volume correction when there is difference between the calculated injection volume fuel pressure and the actual fuel pressure
Min: -400 Max:
400
Unit: mm3/st Reference Value
Cause of Out of Range 111 Suction control valve malfunction 222 Clogged fuel filter
315
Data List
Inj Vol Feedback Learning
Inj. FB Vol. For Idle
Injection Volume
316
Indication Summary Measurement Item Hint
Diagnostic Notes
Injection volume compensation learning value: Injection volume compensation value for reaching the target idling speed at the current engine status using the injection volume at the minimum engine friction (Idle Injection Volume [Min])
Inj Vol Feedback Learning is calculated by the deviation of the injection volume at idle speed when the engine has warmed up. When poor quality fuel or sustained low-speed driving causes a reduction in the injector nozzle hole area (reducing injection volume), the Inj Vol Feedback Learning will become an abnormal value (for example, 2.0 mm 3 /st). At the time if all of Injection Feedback Value # are within specifications (for example, less than 2 mm3/st), then all cylinders are considered to be malfunctioning. Other than the injectors, fuel filter pore blockage, poor-quality fuel, compression loss and large engine friction can all cause Inj Vol Feedback Learning to be abnormal. When the engine is started in cold conditions, the idling engine speed is high and gradually slows down in accordance with the increasing engine coolant temperature. If the changing value of the idling engine speed is unstable during engine warming up, check Inj. FB Vol. For Idle. When combustion noise or drivability is bad, check Inj Vol Feedback Learning as part of the injection system deterioration diagnosis. Only when the ignition switch is turned off, the learned value is updated gradually. Refer to illustration B.
Min: -10 Max:
9.92
Unit: mm3/st Reference Value Idling: -2.0 to 2.0 mm3/st Hint When the electric load or the AC SW is ON, compensation is performed respectively Compensation amount is the total amount for all cylinders
Cause of Out of Range 111 Fuel injector 222 Engine assembly (low compression, large engine friction, etc.) Measurement Item Idling stable condition injection volume compensation learning value: Compensation injection volume when there is difference between the target engine speed and the actual engine speed while idling Min: -80 Max: 79.998 Cause of Out of Range 111 Fuel injector 222 Fuel filter 333 Inferior quality fuel 444 Engine assembly (low compression, large engine friction, etc.) Measurement Item Idling: -10 to 10 mm3/st
Hint
Injection amount for each combustion. If injectors are clogged, fuel quality is poor, the fuel filter is clogged, or engine friction increases, the Injection Volume will increase. If there is a malfunction due to low turbocharger pressure or a low intake air volume, the injection volume is limited and there is a lack of power.
Min:
Max:
100
Cause of Out of Range 111 Fuel injector 222 Fuel filter 333 Inferior quality fuel 444 Engine assembly (low compression, large engine friction, etc.) Idling: 3.0 to 10.0 mm3/st
Data List Part 3
Injector Memory Error
Displays the ECM error status when the injector QR is unregistered or unable to be read out Displays the QR code writing error status Status No error / Error Unit: N/A
This flag displays an error when the injector compensa tion code is not input for a new ECU or an injector for a different type or a value beyond the compensation setting range is input. This error will not be detected when a wrong QR is input. For unregistered ECU, check engine light will illuminate. On certain models, P1601 will be displayed Reference Value No error Hint The injector flow amount decrease can be diagnosed by comparing the value with the injection volume command value when idling without an electric load after the engine is warmed-up. When the Inj Vol Feedback Learning has been increased to 1.5 to 2.0 mm3/st when the travel distance is short (10,000 to 20,000 km), the flow amount may have decreased due to a clogged injector, bad fuel etc. Refer to illustration B 3.0 to 10 mm3/st Injection volume compensation is determined from the result of the Inj Vol Feedback Learning Hint
When unable to start, whether the injection is conducted is checked. When the fuel pressure falls to 15 MPa or less, Main Injection Period is set to 0. When P0093, P0607, P0627, P062D or P062E is stored, there is an engine stall request. At that time, Main Injection Period equals 0. As the engine stalls 1 minute after the MIL illuminates, freeze frame data cannot be checked.
Cause of Out of Range QR code writing error Measurement Item
Idle Injection Volume (Min)
Reference value for calculating the injection volume compensation learning value Inj Vol Feedback Learning
Min:
Max:
39.8 -
Cause of Out of Range
Measurement Item
Main Injection Period
Main injection period
Min:
Max:
65535
Unit:
Reference Value Idling, engine warmed up: 490 to 690 s (1VD reference value) 170 to 368 s (2AD reference value) Hint Use Main Injection Timing to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke.
Cause of Out of Range 111 ECM (Calculation items related to the injection volume control) 222 Fail - s afe due to DTC (DTC P 0 0 9 3, P0607, P0627, P062D, P062E, etc.) detection
Measurement Item Main injection timing Min: -90 Max: 90 Unit: CA
Reference Value Idling after engine warmed up and vehicle under normal atmospheric pressure: -5 to 15 CA Hint Check to see if Pilot 1 Injection Period is not zero when the symptoms occur.
Cause of Out of Range 111 ECM (Calculation items related to the injection timing control) Measurement Item Pilot 1 injection timing Min: 0 Max: 65535 Unit: s
Pilot 1 Injection Period
Reference Value Idling: 0 s
Cause of Out of Range 111 ECM (Calculation items related to the multiple injection control)
317
Data List
Pilot 1 Injection Timing
Pilot 2 Injection Period
Pilot 2 Injection Timing
After Injection Period
After Injection Timing
Pilot Quantity State
318
Indication Summary Measurement Item Pilot 1 injection timing Min: -70 Max: 20 Unit: CA Hint
Diagnostic Notes
Use Pilot 1 Injection Timing to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke. Reference Value Idling after engine warmed up and vehicle under normal atmospheric pressure: 0 CA Hint Check to see if Pilot 2 Injection Period is not zero when the symptoms occur. Unit: s Reference Value Idling after engine warmed up: 390 to 490 s (1VD reference value) 148 to 260 s (2AD reference value) Hint Use Pilot 2 Injection Timing to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke. 20 Unit: CA Reference Value Idling after engine warmed up and vehicle under normal atmospheric pressure: -6 to -2 CA Hint Check to see if After Injection Period is not zero when the following symptoms occur: Black smoke, poor drivability. Unit: s Reference Value 2000 rpm with no load: 300 to 370 s (1VD reference value) 90 to 110 s (2AD reference value) Hint Use After Injection Timing to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke. 50 Unit: CA Reference Value 2000rpm with no load: 23 to 30CA Hint When the learning is incomplete, the MIL comes ON and P1601 EEPROM error will be recorded When replacing injectors or ECUs, use an intelligent tester to perform learning. Unit: N/A Reference Value Standby: Not performed (pilot quantity learning manual mode standby) Wait: Waiting for the learning activation conditions to be met Learn: Learning is performed Stop: Learning is stopped Complete: Learning is complete
Cause of Out of Range 111 ECM (Calculation items related to the multiple injection control) Measurement Item Pilot 2 injection timing Min: 0 Max: 65535
Cause of Out of Range 111 ECM (Calculation items related to the multiple injection control) Measurement Item Pilot 2 injection timing Min: -50 Max:
Cause of Out of Range 111 ECM (Calculation items related to the multiple injection control) Measurement Item After Injection Period Min: 0 Max: 65535
Cause of Out of Range 111 ECM (Calculation items related to the multiple injection control) Measurement Item After injection timing Min: -10 Max:
Cause of Out of Range 111 ECM (Calculation items related to the multiple injection control) Measurement Item Pilot quantity learning status Standby / Wait / Learn / Stop / Complete
Status
Data List Part 3
Pilot quantity learning prohibition state
Displays the pilot quantity learning prohibition state due to the after-treatment control. Catalyst regeneration control being previously completed because learning cannot be performed under following conditions: Catalyst regeneration control (PM combustion) was performed D i e s e l o x i d a t i o n c a t a l y t i c c o n v e r t e r / f i l t e r b e d temperature rise prevention control is performed (DPF/ DPNR) A ir-fuel ratio sensor atmospher ic air lear ning is performed. Pilot quantity learning needs to be performed after replacing the injector, however learning is prohibited during DPF/DPNR catalyst regeneration control because it cannot be conducted properly during regeneration control. N/A Reference Value READY: Catalyst regeneration control not performed
Pilot Quantity State (CAT)
Status
READY / NG
Unit:
Cause of Out of Range Learning may not have been performed using an intelligent tester after replacing the injector or ECM Illustration B
319
Data List
# Codes (Include History)
MIL
Distance from DTC Cleared
Diagnosis
MIL ON Run Distance
Number of Emission DTC
OBD Requirements
320
Part 3 CatTester egory Display Indication Summary Measurement Item Hint The applicable Diagnostic Trouble Codes (DTCs) are stored in the ECM memory when the vehicle on-board computer detects a malfunction in the computer itself or in drive system components. In addition, the Malfunction Indicator Lamp (MIL) is illuminated. Number of DTCs appearing at least once during the last 40 times the vehicle was warmed up. Unit: N/A Reference Value 0: System normal Hint The MIL is illuminated when the vehicle onboard computer detects a malfunction in the computer itself or in drive system components. N/A Reference Value OFF: System normal Hint
Distance driven since the DTCs were cleared. (Data Lists Distance from DTC clear) - (Freeze frame datas Distance from DTC clear) = Distance driven since the abnormality occurred.
Diagnostic Notes
Number of detected DTCs
Min:
Max:
255
Cause of Out of Range The vehicle on-board computer (ECM) detects a malfunction in the common-rail diesel engine control system Measurement Item Malfunction Indicator Lamp (MIL) status Status ON/OFF Unit:
Cause of Out of Range The vehicle on-board computer (ECM) detects a malfunction in the common-rail diesel engine control system Measurement Item Distance after DTC cleared Min: 0 Max: 65535 Measurement Item Hint
Distance traveled after a DTC is stored. C l e a r e d w h e n t h e n e g at i ve (-) b at te r y c a b l e i s disconnected or when the DTC is cleared using the intelligent tester. Result of ECU calculations (using the vehicle speed)
Unit:
km
Reference Value -
Distance after DTC stored
Min:
Max:
65535 -
Unit:
km
Reference Value Hint Reference Value Hint -
Cause of Out of Range Measurement Item Number of DTCs related to the emission deterioration Min: 0 Max: 255 Measurement Item Identifying OBD requirement E-OBD / Euro 4 / Euro 5 / Min: Unit: NO Cause of Out of Range N/A Reference Value Unit: N/A Cause of Out of Range
Euro-OBD applicable country models: E-OBD
Data List Part 3
CatTester egory Display Running Time from MIL ON
Indication Summary Measurement Item Running time after MIL turns on Min: 0 Max: 65535 Measurement Item Hint Unit: min Hint
Engine run time since the MIL illumination. C l e a r e d w h e n t h e n e g at i ve (-) b at te r y c a b l e i s disconnected or when the DTC is cleared using the intelligent tester.
Reference Value -
TC and TE1
TC and TE1 terminal of DLC3 Status ON / OFF Unit: N/A
When the Active Test Connect the TC and TE1 is performed, the system behaves as if TC and CG were connected. Reference Value OFF: TC and TE1 are not connected Hint Time elapsed since the DTCs were cleared (or shipment from the factory). Unit: min Reference Value Hint (Data List Warmup Cycle Cleared DTC) - (Freeze frame data Warmup Cycle Cleared DTC) = Warmup cycles since the abnormality occurred. Reference Value -
Diagnosis
Cause of Out of Range Measurement Item Time after DTCs cleared Min: 0 Max: 65535 Measurement Item
Time after DTC Cleared Warmup Cycle Cleared DTC
Number of engine warm ups since DTCs were cleared. Min: 0 Max: 255 Unit: N/A
321
Data List
Actual Throttle Position #
Diesel Throttle Learn Status #
Diesel Throttle
Throttle Close Learning Val. #
322
Part 3 CatTester egory Display Indication Summary Measurement Item Hint Closing percentage of the throttle valve. Fully closed: 100%. Fully open: 0%. There is no connection with the accelerator. However, under full load, the throttle is usually fully open (0%). Stuck closed: Engine stall, difficult to start, lack of power, black smoke, rough idle Stuck open: Loud turbocharging sound, bad vibration when engine stopped When ECM detects a malfunction in the diesel throttle (MIL on), engine power is restricted so that the vehicle can drive at a maximum speed of 80 to 120 km/h. Reference Value Diagnostic Notes Effective Use of Intelligent Tester Actual diesel throttle valve opening degree # represents the bank Min: -20 Max: 120 Unit: % Cause of Out of Range 111 Diesel throttle body (stuck open, stuck closed) 222 Diesel throttle valve position sensor 333 Wire harness or connector 444 ECM Measurement Item Diesel throttle valve full closed position learning status # represents the bank Status NG / OK Unit: N/A Idling after engine warmed-up: 0 to 90% (accordance with EGR control condition) Hint
If the system is functioning properly, learning will be performed when the engine switch is turned from on (IG) to off. NG indicates that a foreign object may be lodged in the throttle valve or actuator components, or a disconnect/ short exists in the signal wires.
Reference Value
Cause of Out of Range 111 Diesel throttle body (stuck open, stuck closed) 222 Diesel throttle valve position sensor 333 Wire harness or connector 444 ECM Measurement Item OK
Hint
When the engine is turned from on (IG) to off and 5 seconds elapse, learning of Throttle Close Learning Val. will be complete. When Throttle Close Learning Val. is outside of the normal range, a foreign object may lodged in the throttle valve. Fully closed: 17.25 deg. Fully open: 87.25 deg. If the value is stuck at the upper limit of 21.25 deg, there is a chance that a malfunction is present. However, as the initial value for the learned value is 21.25 deg, it is necessary to check the value after learning is completed.
Diesel throttle valve full closed position learning value # represents the bank
Min:
Max: 249.992370605468 Unit:
deg
Reference Value
Cause of Out of Range 111 Diesel throttle body (stuck open, stuck closed) 222 Diesel throttle valve position sensor 333 Wire harness or connector 444 ECM 14 to 22 deg (rotary solenoid drive diesel throttle valve reference value)
Data List Part 3
Diesel throttle motor actuate duty ratio # represents the bank
To 0%: Closed side diesel throttle actuation. To 100%: Open side diesel throttle actuation. When this value is large but the actual opening angle does not reach the target opening angle, there is an unable to close malfunction. If it is small, but the actual opening angle does not reach the target opening angle, there is an unable to open malfunction. Usually this value is at approximately 50 +/-20%, but momentarily jumps outside this range do occur. If a duty outside 50 +/- 40% continues for several seconds, it will be judged that the diesel throttle is not moving properly and the MIL will be illuminated. If the duty ratio does not remain constant when the target throttle position is constant, the mechanical movement of the throttle valve is unsmooth.
Throttle Motor DUTY #
Min:
Max:
100
Unit:
Reference Value
Cause of Out of Range 111 Diesel throttle body (stuck open, stuck closed) 222 Wire harness or connector 333 ECM Measurement Item Throttle Step Position Idling after engine warmed-up: 10 to 90%
Hint The ECM learns the valve position by detecting the full open position using the diesel throttle valve full open switch and determines the full open and full closed steps and recognizes the position by the steps. Fully open: 0 step Fully Closed: 209 (217) step Reference Value Idling after engine warmed up: 150 to 175 step Hint
Throttle position sensor output voltage is converted using 5 V = 100%. When fully closed: 14%. When fully open: 70%. When the ignition switch is turned from OFF to ON, the throttle valve fully opens once. When the ignition switch is turned from ON to OFF, the throttle valve fully closes once. Symptoms when out of range: Stuck closed: Engine stall, difficult to start, rough idling, lack of power, black smoke, white smoke Stuck open: Loud turbocharging sound, bad vibration when engine stopped When the ECM detects a malfunction with the diesel throttle (MIL on), engine power is restricted but city driving is possible.
Diesel Throttle
Diesel throttle valve position for step motor type
Min:
Max:
255
Unit:
step
Cause of Out of Range 111 Diesel throttle body (step motor) 222 Wire harness or connector 333 ECM Measurement Item
Throttle Sensor # Volt %
Diesel throttle valve position sensor output # represents that there are 2 sensor output systems. Displayed in % by dividing the No. 1 throttle sensor output value by the sensor power voltage. Displayed in % by dividing the No. 2 throttle sensor output value by the sensor power voltage.
Min:
Max:
100
Unit:
Reference Value
Cause of Out of Range 111 Diesel throttle body (stuck open, stuck closed) 222 Diesel throttle valve position sensor 333 Wire harness or connector 444 ECM
Ignition switch on: 60 to 80% Warmed-up and idling: 10 to 80%
323
Data List
Target Throttle Position #
Diesel Throttle
Received MIL from ECT
Shift Position Sig from ECT
ECT
ECT Lock Up
324
Indication Summary Measurement Item Target diesel throttle valve opening degree # represents the bank Min: -128 Max: 127 Unit: % Hint
Diagnostic Notes
If the actual throttle position follows this value, it is normal. Fully closed: 100% Fully open: 0% The value should not largely differ from the actual throttle position Reference Value Idling after engine warmed-up: 0 to 90% (accordance with EGR control condition)
Cause of Out of Range ECM (Calculation items related to the diesel throttle control)
Indication Summary Measurement Item Malfunction information from transmission control ECU Status ON/OFF Unit: N/A Hint
Diagnostic Notes
Information through CAN communication OFF: No MIL ON command from the ECT ON: MIL ON command from the ECT Reference Value OFF: ECT system is operating normally Hint Information through CAN communication Reference Value Accordance with transmission gear position Hint Information through CAN communication OFF: Lock-up OFF ON: Lock-up ON
Cause of Out of Range Malfunction in ECT (electronic controlled transmission) system Measurement Item Transmission gear position signal from transmission control ECU Status 1st / 2nd / 3rd / 4th / 5th / Unit: 6th N/A
Cause of Out of Range Malfunction in ECT (electronic controlled transmission) system Measurement Item Automatic transmission lock-up status Status ON/OFF Unit: N/A
Reference Value Accordance with transmission lock-up status
Cause of Out of Range Malfunction in ECT (electronic controlled transmission) system
Data List Part 3
Diagnostic Notes
Actual EGR Valve Pos.#
Actual EGR valve opening #represents the bank Calculated from EGR valve opening position sensor
Fully open: 100%. Fully closed: 0%. Inspect while comparing to Target EGR Valve Pos.. Check the valve movement via the Active Test. Sometimes the malfunction only occurs around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred. Actual EGR Valve Pos. #2 has to be inspected while comparing to Target EGR Valve Pos. #2.
Min:
Max:
100
Unit:
Reference Value Idling after engine warmed up: 0 to 80% (accordance with EGR control condition) Hint Active test support data Displays ON when the E-VRV drive duty ratio is 45% or more Reference Value
Cause of Out of Range 111 EGR valve 222 EGR valve lift sensor 333 Wire harness or connector 444 ECM Measurement Item EGR operation status for vacuum controlled EGR valve Status ON/OFF Unit: N/A
EGR VSV
Cause of Out of Range 111 E-VRV 222 EGR valve 333 Wire harness or connector 444 ECM Measurement Item ON: Active Test item Control the EGR System operated
EGR
Hint
This value is the EGR position sensor output voltage. At the upper and lower limits of the normal range, it is possible that a foreign object is lodged in the EGR valve seat area. As the lower and upper limits are 3.5 V and 4.5 V respectively, if the value becomes stuck at either of these values, there is a malfunction in the lift sensor or the valve position may be misaligned (foreign matter is present, etc.).
EGR Close Learn Val. EGR Close Lrn Val. #
EGR valve full closed position learning value # represents the bank
Min:
Max:
Unit:
Reference Value Idling: 3.5 to 4.5 V Initial value 4.0 V when the battery terminal is reconnected Hint
OK means the fully closed position learning has completed normally. When NG, the learned fully closed position may be outside of the normal range. When NG, there may be foreign matter stuck in the valve. After disconnecting and reconnecting the battery cable, if the ignition switch has not been turned to off once, learning may not be completed.
Cause of Out of Range 111 EGR valve (carbon deposits, stuck open) 222 EGR valve lift sensor 333 Wire harness or connector 444 ECM Measurement Item
EGR Close Lrn. Status
EGR valve full closed position learning status
Status
NG / OK
Unit:
N/A
Reference Value
Cause of Out of Range 111 EGR valve (carbon deposits, stuck open) 222 EGR valve lift sensor 333 Wire harness or connector 444 ECM OK: Full closed position learning complete
325
Data List
EGR Lift Sensor Output #
EGR Operation Prohibit
EGR
Target EGR Pos. #
EGR Step Position
326
Diagnostic Notes
Displayed in % by dividing the sensor output value by the sensor power voltage # represents the bank
EGR lift sensor output is calculated from the EGR position sensor output voltage. Value is 0 to 5 V converted to 0 to 100%. Sensor output may vary depending on the engine There are 2 types, one with the lift sensor voltage around 0 V and the other around 5 V at the closed side Except for the engines without the opening degree feedback, the EGR valve may be malfunctioning if the difference between the value and the target EGR valve opening degree is larger than the predetermined value.
Min:
Max:
99.6
Unit:
Reference Value Fully closed: 80 +/- 10% Fully opened: below 26 +/- 10% (AD series engine reference value) Hint OK: Status when the EGR valve can be forcibly driven. NG: Status when it cannot be forcibly driven. When the engine is running, the Active Test of [Control the EGR Step Position] can operate the EGR valve only to the closing side. When the engine is not running (ignition switch ON), the Active Test can operate the EGR valve to both the open and closing sides. Reference Value
Cause of Out of Range 111 EGR valve (carbon deposits, stuck open) 222 EGR valve lift sensor 333 Wire harness or connector 444 ECM Measurement Item
EGR valve forced drive prohibition status
Status
NG / OK
Unit:
N/A
Cause of Out of Range Following execution conditions for the active test are not met. 111 Ignition switch ON 222 Vehicle stopped condition 333 Engine stopped (opening direction drive is restricted when the engine is running) Measurement Item OK: Active Test item Control the EGR Step Position can be performed
Hint ECU calculated value based on sensors (airflow, boost pressure, intake air temperature etc.) Fully open: 100%. Fully closed: 0%. When value is out of range and approaching 0%: MAF meter degradation, intake or exhaust system blockage When value is out of range and approaching 100%: EGR pipe blockage Reference Value Idling after engine warmed up: 0 to 80% Changes in accordance with the engine operating conditions 15 to 35% (2AD-FHV reference value) Hint The step motor is controlled in up to 58 incremental steps (converted for 2 phase excitation), with a stroke of 4.3mm between the full close to full open positions. The ECM determines the number of steps for the fully closed condition by full closed position learning and recognize the valve position by the steps. Fully open: 125 steps (converted for 1-2 phase excitation) Fully Closed: 0 step Reference Value Idling after engine warmed up: 0 to 125 step (accordance with EGR control condition)
ECM calculated target EGR valve opening degree # represents the bank
Min:
Max:
100
Unit:
Cause of Out of Range 111 ECM (Calculation items related to the EGR control) Measurement Item
Current EGR valve opening degree for the step motor
Min:
Max:
125
Unit:
step
Cause of Out of Range 111 EGR valve 222 Wire harness or connector 333 ECM
Data List Part 3
Catalyst Memory Error
EEPROM error status for DPNR catalyst
When the DPF/DPNR catalyst thermal deterioration data exceeds the predetermined value, DTC P2002 is set and Error is displayed. ECM calculates and integrates the DPF/DPNR catalyst thermal deterioration data by the engine load.
Status
No error / Error
Unit:
N/A
Reference Value
Cause of Out of Range 111 DPF/DPNR catalytic converter is deteriorated 222 After the DPF/DPNR catalyst has been replaced, DPF/DPNR catalytic converter thermal deterioration data is not initialized. Measurement Item No error: DPF/DPNR catalytic converter normal (DPF/DPNR catalytic converter thermal deterioration data does not exceed threshold)
Hint
This number indicates the correction value (0 point c alibration) for c ompensation of var ianc e in the differential pressure sensor. If this value of DPF Differential Pressure does not approach 0 kPa when the ignition switch is ON (engine is stopped) and the Diff. Press. Sensor Corr. displays less than -1.5 kPa or more than 1.5 kPa, there may be a malfunction in the differential pressure sensor. Note however, that the output of the differential pressure sensor fluctuates depending on the temperature.
Diff. Press. Sensor Corr.
Differential pressure sensor 0 point learning value .Compensates the sensor output drift when the ignition switch is ON (the engine is stopped).
Min: -10 Max:
245.9
Unit:
kPa
Reference Value Ignition switch ON (engine stopped): -1.5 to 1.5 kPa Hint
When the DPF/DPNR catalyst thermal deterioration data exceeds the predetermined value, DTC P2002 is set and Error is displayed. ECM calculates and integrates the DPF/DPNR catalyst thermal deterioration data by the engine load.
Cause of Out of Range Exhaust 111 Differential pressure sensor 222 ECM Measurement Item Displays the deterioration condition status from the DPF/DPNR catalyst thermal deterioration data Status Normal / Deteriorated Unit: N/A
DPF Thermal Deteriorate
Reference Value
Cause of Out of Range 111 DPF/DPNR catalytic converter is deteriorated 222 After the DPF/DPNR catalyst has been replaced, DPF/DPNR catalytic converter thermal deterioration data is not initialized. 333 Exhaust gas temperature sensor (In) 444 Exhaust gas temperature sensor (Out) Measurement Item Normal: DPF/DPNR catalytic converter normal (DPF/DPNR catalytic converter thermal deterioration data does not exceed threshold)
Hint
When PM (Particulate Matter) builds up in the DPF/ DPNR catalyst, the DPF Differential Pressure value increases. If the differential pressure in front of and behind the catalyst becomes near the value of the intake air amount multiplied by about 0.4, the catalyst is probably clogged with PM even if DTC P2002 is not present.
DPF Differential Pressure
Differential pressure sensor output value
Min:
-5
Max:
100
Unit:
kpa
Reference Value
Cause of Out of Range 111 DPF/DPNR catalytic converter 222 Vacuum transmitting pipe clogged 333 Dif ferential pressure sensor vacuum hose clogged Idling: -3kPa to 3kPa
327
Data List
DPF No Activate
Exhaust
DPF PM Block
Add. INJ Flow Insufficient
328
Diagnostic Notes
Result of checking whether the catalyst is activated when the catalyst regeneration control is performed.
Exhaust gas temperature does not rise enough during the DPF/DPNR catalyst regeneration. If the exhaust gas temperature does not rise enough, then No Activate appears on the intelligent tester display. In this case, DPF/DPNR catalytic converter deterioration or clogging of the exhaust fuel addition injector are possible causes of the malfunction. Other possible causes include EGR valve malfunction, exhaust temperature sensor malfunction, and injector malfunction.
Status Activated / Not Activated Unit: Cause of Out of Range
N/A
Reference Value
111 DPF/DPNR catalytic converter 222 Exhaust fuel addition injector 333 Exhaust gas temperature sensor (In) 444 Exhaust gas temperature sensor (Out) 555 Fuel injector assembly 666 ECM Measurement Item
Activated: Catalyst regeneration control is performed.
Hint
If PM (Particulate Matter) builds up in the DPF/DPNR catalyst, the pressure differential from front to rear of the DPF/DPNR catalyst gradually increases. For example, at 3 0 0 0 r pm (no load), if the DPF Differential Pressure increases to MAF (mass air flow meter) x 0.4 kPa or more, Blocked appears on the intelligent tester display. In this case, clogging of the DPF/DPNR catalytic converter or exhaust fuel addition injector are possible causes of the malfunction. O t h e r p o s s i b l e c a u s e s i n c l u d e i n j e c to r sy s te m malfunction, dif ferential pressure sensor system malfunction, exhaust leaks, and MAF meter malfunction. Clogging of the DPF/DPNR catalytic converter may be caused by the use of an oil that does not meet the specifications, such as a high-ash engine oil, or a high rate of engine oil consumption.
DPF/DPNR catalyst differential pressure error status The error is detected if the differential pressure is excessive due to catalytic converter PM deposit or if the differential pressure is too small due to fusion
Status
Not blocked / Blocked
Unit:
N/A
Reference Value
Cause of Out of Range 111 DPF/DPNR catalytic converter clogged 222 Exhaust fuel addition injector 333 Differential pressure sensor 444 Vacuum transmitting pipe clogged 555 Dif ferential pressure sensor vacuum hose clogged 666 Fuel injector assembly 777 Exhaust gas leak 888 MAF sensor Measurement Item Exhaust fuel addition injector error status: Exhaust fuel addition amount judged (Flow amount decrease) from the exhaust fuel addition injector flow amount compensation value (Exhaust Fuel Addition FB) Status Normal / Error Unit: N/A Cause of Out of Range 111 Exhaust fuel addition injector 222 DPF/DPNR catalytic converter 333 Wire harness or connector 444 Exhaust gas temperature sensor 555 Engine components (air intake system, exhaust system, fuel system, etc.) 666 ECM
Not blocked: DPF/DPNR catalytic converter normal
Hint One of the detection items for DTC P1386 (Exhaust fuel addition injector trouble detection diagnosis) (Not applicable on certain engines) Reference Value
Normal
Data List Part 3
Indication Summary Measurement Item Exhaust fuel addition injector error status: Exhaust fuel addition amount judged (flow amount excessive) from the air-fuel ratio sensor output value in the after-treatment control (catalyst regeneration control). Status Normal / Error Unit: N/A Cause of Out of Range 111 Exhaust fuel addition injector 222 DPF/DPNR catalytic converter 333 Wire harness or connector 444 Air-fuel ratio sensor 555 Engine components (air intake system, exhaust system, fuel system, etc.) 666 ECM Measurement Item Exhaust fuel addition injector error status: Exhaust fuel addition amount judged (high exhaust temperature 1000C or higher) from the air-fuel ratio sensor output value in the after-treatment control (catalyst regeneration control). Status Normal / Error Unit: N/A Cause of Out of Range 111 Exhaust fuel addition injector 222 DPF/DPNR catalytic converter 333 Wire harness or connector 444 Exhaust gas temperature sensor 555 Engine components (air intake system, exhaust system, fuel system, etc.) 666 ECM Measurement Item Exhaust fuel addition injector error status: Exhaust fuel addition amount judged from the air-fuel ratio sensor output fluctuation during the after control (catalyst regeneration control) Status Normal / Error Unit: N/A Hint
Add. INJ Flow Excessive
One of the detection items for DTC P1386 (Exhaust fuel addition injector trouble detection diagnosis) (Not applicable on certain engines) Reference Value
Normal
Hint One of the detection items for DTC P1386 (Exhaust fuel addition injector trouble detection diagnosis) (Not applicable on certain engines) Reference Value
DPF Overtemperature
Exhaust
Normal
Hint
DPNR catalytic converter installed vehicle One of the DTC P1386 (Exhaust fuel addition injector error detection diagnosis) detection items (Not applicable on certain engine models) The error is detected when the air-fuel ratio fluctuation during the catalyst regeneration control when the exhaust fuel addition is performed is smaller or larger than the fluctuation value estimated by the ECM
Rich Spike Mal
Reference Value
Cause of Out of Range 111 Exhaust fuel addition injector 222 DPF/DPNR catalytic converter 333 Wire harness or connector 444 Air-fuel ratio sensor 555 Engine components (air intake system, exhaust system, fuel system, etc.) 666 ECM
Normal
329
Data List
Catalyst Differential Press
Exhaust
DPNR/DPF Status Reju (PM)
DPNR Status Reju (S)
330
Diagnostic Notes
Catalyst differential pressure characteristic value
It shows that the catalytic converter is more clogged as the value gets larger Value calculated from the differential pressure sensor output value and the intake air amount (MAF) Displays almost the same value in the same filter clog condition even when the exhaust temperature changes during driving because the compensation by exhaust temperature is also performed. (If no exhaust compensation is performed, differential pressure rises as the temperature increases) I f t h e va l u e exc e e d s 0. 4, DTC P 2 0 0 2 (c at a l yst deterioration) may be set.
Min: -3.99 Max:
3.99
Unit:
N/A
Reference Value
Cause of Out of Range 111 Exhaust fuel addition injector 222 DPF/DPNR catalytic converter 333 Wire harness or connector 444 Air-fuel ratio sensor 555 Exhaust temperature sensor 666 Engine components (air intake system, exhaust system, fuel system, etc.) 777 ECM Measurement Item
Less than 0.2
Hint
These values do not change when automatic PMrelease is occurring on the road. These c an only be c hanged by applying forc ed regeneration with Active Test. Standby: Displayed during normal operation Ready: ECM tries to increase DPNR temp. Operate: Forced PM-release happen Compl.: Forced PM-released completed Used for checking whether the after-treatment system is completely fixed after fixing.
Catalyst regeneration control (PM combustion) status For active test
Status
Standby / Ready / Operate / Compl. -
Unit:
N/A
Reference Value Compl: Catalyst regeneration control (forcibly driven by Active Test) normally completed Hint
These values are not changing during automatic S-release is occurring on the road. These c an only be c hanged by applying forc ed regeneration with Active Test. Standby: Displayed during normal operation Ready: ECU tries to increase DPNR temp. Operate: Forced S-release happen Compl.: Forced S-released completed
Cause of Out of Range Measurement Item
Catalyst regeneration (desulfurization) status For active test
Status
Standby / Ready / Operate / Compl. -
Unit:
N/A
Reference Value Compl: Catalyst regeneration (forcibly driven by Active Test) control normally completed
Data List Part 3
Exhaust Fuel Addition FB
Exhaust fuel addition correction learning coefficient
Exhaust Fuel Addition FB is a correction value to increase the fuel volume injected from the exhaust fuel addition injector when the catalyst temperature does not rise to the target range during DPF/DPNR catalyst regeneration. W hen the value exc eeds 1.4, it may be c aused by following problems: flow amount decrease due to clogged addition injector, exhaust temperature decrease due to engine (injector, EGR etc.) problem or temperature rise problem due to catalyst converter deterioration. If the value is 1.0, there have been no increase or decrease of fuel addition amount by compensation.
Min: 0.8 Max:
1.99
Unit:
N/A
Reference Value
Cause of Out of Range 111 Exhaust fuel addition injector clogged 222 DPF/DPNR catalyst deteriorated 333 Engine assembly (intake system, exhaust system, fuel system, EGR system, MAF, MAP sensor, etc.) 444 ECM 0.9 to 1.4
Exhaust
Measurement Item Exhaust Temperature B#S#
Hint
If an open occurs in an exhaust temperature sensor circuit, 1000C is displayed on the intelligent tester. If a short occurs in an exhaust temperature sensor circuit, 0C is displayed on the intelligent tester. Note that when a failure occurs, the default value (200C) is displayed.
Exhaust gas temperature B#S# represents the sensor location.
Min:
Max:
1000
Unit:
Reference Value 150 to 300C: Idling after engine warmed up 500 to 700C: During DPF/DPNR catalyst regeneration (AD series engine reference value) Hint Active test support data ON: Active test Exhaust Gas Control VSV operating OFF: Normally operating after the engine warmed-up Reference Value OFF: Idling after engine warmed up
Cause of Out of Range 111 Exhaust gas temperature sensor 222 Exhaust fuel addition injector 333 DPF/DPNR catalyst deteriorated 444 Wire harness or connector 555 ECM Measurement Item
EXH GAS CTL VSV
Exhaust gas control VSV operation status Status ON / OFF Unit: N/A
Cause of Out of Range 111 Exhaust gas control VSV 222 Wire harness or connector 333 ECM
331
Data List
Common Rail Pres Sens 2
Fuel
Fuel Press
Target Common-rail Pressure
332
Part 3 CatTester egory Display Indication Summary Measurement Item Fuel pressure calculated from the 2nd fuel pressure sensor system. Only when there are 2 fuel pressure sensor systems Min: 0 Max: 200000 Unit: kPa Cause of Out of Range 111 Fuel pressure sensor 222 Wire harness or connector 333 Lack of fuel 444 Fuel injector 555 Supply pump 666 Pressure limiter / pressure discharge valve 777 Fuel line (fuel pipes, fuel filter, air trapped in fuel line, etc.) 888 ECM Measurement Item Hint No large difference from the fuel pressure value Reference Value Diagnostic Notes Effective Use of Intelligent Tester (AD series engine reference value) 27 to 45 MPa when idling 57 to 91 MPa when maintained at 3000 rpm with no load Hint
Inspect by comparing the fuel pressure with the Target Fuel Pressure and Common-rail Press Sens 2. When in a stable condition such as when idling, the fuel pressure is within +/-5 MPa of the target fuel pressure. The ECM uses fuel pressure for feedback control of the target fuel pressure via the supply pump. The injection amount is determined based on the injection timing and fuel pressure. Also, the spray pattern (multiple fuel injection) is selected based on the fuel pressure. When the fuel pressure is below 25 MPa during idling, it may cause rough idling. When the fuel pressure has decreased by 20 MPa from the target fuel pressure, there may be a lack of power. If actual fuel pressure is 40 MPa higher than the target fuel pressure, DTC P1229 will be stored. When it is lower than the target fuel pressure, Lack of Power will occur, but a DTC will not be stored. When the fuel pressure is higher than 200 MPa, DTC P0088 will be stored.
Common-rail actual fuel pressure
Min:
Max:
200000
Unit:
kPa
Reference Value
Cause of Out of Range 111 Fuel pressure sensor 222 Wire harness or connector 333 Lack of fuel 444 Fuel injector 555 Supply pump 666 Pressure limiter / pressure discharge valve 777 Fuel line (fuel pipes, fuel filter, air trapped in fuel line, etc.) 888 ECM Measurement Item Target common-rail pressure calculated by ECM Min: 0 Max: 250000 Unit: kPa
(AD series engine reference value) 27 to 45 MPa when idling 57 to 91 MPa when maintained at 3000 rpm with no load
Hint
Inspect the (actual) fuel pressure, comparing it against the common-rail target value. Considered normal when the actual fuel pressure is within +/-5 MPa of the target fuel pressure under stable conditions.
Reference Value (AD series engine reference value) 27 to 45 MPa when idling 57 to 91 MPa when maintained at 3000 rpm with no load
Cause of Out of Range ECM (Calculation items related to the fuel pressure control)
Data List Part 3
CatTester egory Display Fuel Temperature
Indication Summary Measurement Item Fuel temperature from fuel temperature sensor signal Min: -40 Max: 140 Unit: C Cause of Out of Range 111 Fuel temperature sensor 222 Wire harness or connector 333 ECM Measurement Item Intank fuel pump operation status Status ON / OFF Unit: N/A Hint
After a cold soak, the fuel temperature is the same as the outside air temperature. Reference Value Changes in accordance with the fuel temperature around the fuel temperature sensor (supply pump) Hint Operates according to fuel consumption amount (Operates after about 10 minutes of driving) Reference Value ON: Intank fuel pump is operating. Only for vehicles equipped with a double tank. Hint
ECM-calculated value for the suction control valve actuation target current. Value is large when a high fuel pressure is desired. Value is more than 3000 mA when SCV does not move smoothly (poor movement due to deposits, etc.). When this deviates from the standard value, it indicates that for some reason, even though the pump is running hard, the actual fuel pressure is inconsistent with the target fuel pressure.
Intank Fuel Pump Target Pump SCV Current Fuel
Cause of Out of Range ECM (Calculation items related to the fuel pump control) Measurement Item
Suppy pump target SCV energization current control
Min:
Max:
8191.875
Unit:
mA
Reference Value
Cause of Out of Range 111 Clogged fuel filter 222 Supply pump (suction control valve malfunction) 333 Wire harness or connector 444 Fuel leaks in fuel line 555 Clogging in fuel line 666 Air trapped in fuel line (insufficient air bleeding) Measurement Item Intank fuel pump fuel transfer mode and priming mode switching valve operation status Status ON / OFF Unit: N/A 800 to 3000 mA Varies in accordance with the rotation speed and injection volume.
Fuel Route Switching Valve
Hint
Fuel route switching relay operation status for fuel transfer Fuel routes for the fuel transfer mode and priming mode is switched arbitrarily by a user.
Reference Value ON: Priming mode selected
Cause of Out of Range ECM (Calculation items related to the fuel pump control)
333
Data List
Complete Parts Monitor
Fuel System Monitor
Misfire Monitor
Monitor
Misfire Monitor
EGR/VVT Monitor
EGR/VVT Monitor
334
Indication Summary Measurement Item Displays the support status of the system composition parts, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the support status of the fuel system, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the support status of the misfiring detection, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the support status of the misfiring detection, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the suppor t status of the EGR system, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the diagnostic history status of the EGR system. Status COMPL / INCMPL Unit: N/A Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Hint
Diagnostic Notes
NOT AVL: Without support AVAIL: With support Reference Value AVAIL Hint NOT AVL: Without support AVAIL: With support Reference Value NOT AVL This item does not apply to diesel engines. Hint NOT VAL: Without support AVAIL: With support Reference Value NOT AVL This item does not apply to diesel engines. Hint NOT AVL: Without support AVAIL: With support Reference Value NOT AVL This item does not apply to diesel engines. Hint NOT AVL: Without support AVAIL: With support Reference Value AVAIL: Euro-OBD installed vehicle Hint COMPL: Monitoring complete or not applicable INCMPL: Readiness code is used for monitoring incomplete simulation test and for checking that the system is completely fixed after fixing Reference Value COMPL: Supported EGR system monitoring is all complete
Data List Part 3
CatTester egory Display O2S(A/FS) Heater Monitor
Indication Summary Measurement Item Displays the support status of the air-fuel ratio heater control system, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the diagnostic history status of the air-fuel ratio sensor. Status COMPL / INCMPL Measurement Item Displays the support status of the air-fuel ratio sensor, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Unit: N/A Cause of Out of Range Measurement Item Displays the diagnostic history status of the air-fuel ratio sensor. Status COMPL / INCMPL Measurement Item Displays the support status of the air conditioner system, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Hint
NOT AVL: Without support AVAIL: With support Reference Value NOT AVL This item does not apply to diesel engines. Hint COMPL: Monitoring complete or not applicable INCMPL: Monitoring incomplete Reference Value COMPL: When not supported, COMPL is displayed permanently. Hint NOT AVL: Without support AVAIL: With support Reference Value NOT AVL This item does not apply to diesel engines. Hint COMPL: Monitoring complete or not applicable INCMPL: Monitoring incomplete Reference Value COMPL: When not supported, COMPL is displayed permanently. Hint NOT AVL: Not supported AVAIL: Supported Reference Value NOT AVL This item does not apply to diesel engines. Hint COMPL: Monitoring complete or not applicable INCMPL: Monitoring incomplete Reference Value COMPL: When not supported, COMPL is displayed permanently. Hint NOT AVL: Not supported AVAIL: Supported Reference Value NOT AVL This item does not apply to diesel engines.
A/C Monitor A/C Monitor
O2S(A/FS) Monitor
Monitor
O2S(A/FS) Monitor
O2S(A/FS) Heater Monitor
Displays the diagnostic history status of the air conditioner system. Status COMPL / INCMPL Measurement Item Displays the support status of the secondary air injection system, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range
2nd Air Monitor
335
Data List
2nd Air Monitor
EVAP Monitor
EVAP Monitor
Heated Catalyst Monitor
Monitor
Heated Catalyst Monitor
Catalyst Monitor
Catalyst Monitor
336
Indication Summary Measurement Item Displays the diagnostic history status of the secondary air injection system. Status COMPL / INCMPL Measurement Item Displays the support status of the EVAP system, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the diagnostic history status of the EVAP system. Status COMPL / INCMPL Measurement Item Displays the support status of the heater catalyst system, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the diagnostic history status of the heater catalyst system. Status COMPL / INCMPL Measurement Item Displays the support status of the catalytic converter, that is currently being monitored by the on-board diagnosis, in accordance with each countrys regulations. Status NOT AVL / AVAIL Measurement Item Displays the diagnostic history status of the catalytic converter. Status COMPL / INCMPL Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Unit: N/A Cause of Out of Range Hint
Diagnostic Notes
COMPL: Monitoring complete or not applicable INCMPL: Monitoring incomplete Reference Value COMPL: When not supported, COMPL is displayed permanently. Hint NOT AVL: Not supported AVAIL: Supported Reference Value NOT AVL This item does not apply to diesel engines. Hint COMPL: Monitoring complete or not applicable INCMPL: Monitoring incomplete Reference Value COMPL: When not supported, COMPL is displayed permanently. Hint NOT AVL: Not supported AVAIL: Supported Reference Value NOT AVL This item does not apply to diesel engines. Hint COMPL: Monitoring complete or not applicable INCMPL: Monitoring incomplete Reference Value COMPL: When not supported, COMPL is displayed permanently. Hint NOT AVL: Not supported AVAIL: Supported Reference Value NOT AVL This item does not apply to diesel engines. Hint COMPL: Monitoring complete or not applicable INCMPL: Monitoring incomplete Reference Value COMPL: When not supported, COMPL is displayed permanently.
Data List Part 3
Diagnostic Notes
ACM Inhibit
VSV for ACM (active control engine mount) status Status ON / OFF Unit: N/A
Active Test item Control the ACM Inhibit support data ON: VSV for ACM ON OFF: VSV for ACM OFF Reference Value VSV status: Engine switch is on (IG): OFF. Idling: ON. Hint Active Test item Control the A/C Cut Signal support data ON: Air conditioner cut ON OFF: Air conditioner cut OFF
Cause of Out of Range ECM (Calculation items related to the active control engine mount system) Measurement Item
ACT VSV
Air conditioner cut control status Status ON / OFF Unit: N/A
Reference Value ON: During cranking or accelerating OFF: Idling Hint Active Test item Activate the VSV for Swirl Control Valve support data ON: VSV for swirl control valve ON OFF: VSV for swirl control valve OFF
Cause of Out of Range ECM (Calculation items related to the air conditioner control system)
Swirl Control Valve VSV
Measurement Item VSV for No. 1 Swirl control valve status Status ON / OFF Unit: N/A
Other System
Reference Value ON: VSV ON (swirl control valve close) OFF: VSV OFF (swirl control valve open) Hint
Whether the glow plug operation is affected or not can be determined by monitoring the glow plug energization command value when a problem occurs during engine start-up. When the battery voltage resistance value remains the same even if the glow command is changed (ON to OFF, or OFF to ON), it is believed that there may be a malfunction in the glow plug or circuit. (TIPS: Whether the problem causes are related to the glow system or not can be determined only when all cylinders dont operate such as in a case of relay operation problem.)
Cause of Out of Range ECM (Calculation items related to the swirl control system) Measurement Item
After glow operation After Glow Status
ON / OFF
Unit:
N/A
Reference Value
Cause of Out of Range 111 Glow plug 222 Glow relay 333 Wire harness or connector 444 ECM Flag is constantly on when the after glow is requested.
337
Data List
Other System
Pre Glow
Electric Fan Motor
338
Diagnostic Notes
Pre glow operation
Whether the glow plug operation is affected or not can be determined by monitoring the glow plug energization command value when a problem occurs during engine start-up. When the battery voltage resistance value remains the same even if the glow command is changed (ON to OFF, or OFF to ON), it is believed that there may be a malfunction in the glow plug or circuit. (TIPS: Whether the problem causes are related to the glow system or not can be determined only when all cylinders dont operate such as in a case of relay operation problem.)
Status
ON / OFF
Unit:
N/A
Reference Value
Cause of Out of Range 111 Glow plug 222 Glow relay 333 Wire harness or connector 444 ECM Measurement Item Radiator cooling fan motor operation status Status ON / OFF Unit: N/A Flag is constantly on when the pre glow is requested.
Hint Active Test item Control the Electric Cooling Fan support data ON: Radiator fan motor ON OFF: Radiator fan motor OFF Reference Value ON: Radiator fan motor activated
Cause of Out of Range ECM (Calculation items related to the radiator fan control)
Data List Part 3
Diagnostic Notes
Alternate Duty Ratio
Duty value generated by the alternator (Field duty value): Displays the generation status of the alternator (when an electrical load is applied to the alternator).
Outputs the alternator generation duty in order to see the electrical load. Can be used to determine whether a higher-than-normal injection volume at idle, etc. is resulting from electrical loading or from some other source. For example, when the duty is not high but the idling injection volume is high, there is injector volume degradation or high engine friction. Can be used for judging whether or not a malfunctioning component in the electrical system is generating continual generation requests (ex. battery deterioration is causing an unending full recharge request, etc.). If the alternator duty is always MAX regardless of whether or not auxiliary devices such as A/C or heater is activated, there may be an abnormality in the electrical system, such as battery deterioration.
Min:
Max:
100
Unit:
Reference Value
No electrical load at idling: 10 to 60% High electrical load at idling: 100%
Cause of Out of Range 111 Battery deterioration 222 Alternator malfunction Check for accessory lights, malfunctions, etc. Measurement Item
Hint
With the ignition switch ON, when the dif ference between the atmospheric pressure sensor and intake manifold absolute pressure is 8 kPa or higher, there is a malfunction in one of the sensors. With the ignition switch ON, when the atmospheric pressure is 0 kPa or 140 kPa, there is a malfunction in the sensor circuit.
Atmosphere Pressure
Actual atmospheric pressure
Sensor / Status
Min:
Max:
255
Unit:
kpa
Reference Value Standard atmospheric pressure: 101 kPa. For every 100 m increase in altitude, pressure drops by 1 kPa. Varies by weather. Hint If 11 V or less, characteristics of some electrical components change.
Cause of Out of Range Atmospheric pressure sensor itself has failed (atmospheric pressure sensor is inside the ECM) Measurement Item
Battery Voltage
Battery voltage Min: 0 Max: 65.535 Unit: V
Reference Value
Cause of Out of Range 111 Battery deterioration 222 Alternator malfunction 333 Wire harness or connector 444 ECM Measurement Item 11 to 14 V
Hint
Current torque (Estimated)/Maximum output torque at current engine speed, or (Final injection volume/ Maximum injection volume at current engine speed) x 100. Malfunction in which turbo pressure or Mass Air Flow (MAF) decreases
Calculate Load
Calculated load by ECM (Load value calculated by ECM)
Min:
Max:
100
Unit:
Reference Value 1VD-FTV reference value Idling: 15.4 to 20.4% Running without load (2500 rpm): 20.1 to 25.9% Driving with the accelerator fully depressed at 3000 rpm: 80.3 to 99.6% Driving with the accelerator fully depressed at 4000 rpm: 96.4 to 98%
Cause of Out of Range 111 Mass air flow meter 222 Manifold absolute pressure sensor 333 ECM (Calculation items related to the fuel injection volume control)
339
Data List
Coolant Temp
Engine Run Time
Engine Speed
Sensor / Status
Initial Engine Coolant Temp
Initial Intake Air Temp
Intake Air
340
Diagnostic Notes
Engine coolant temperature
If the value is - 40C (- 40F) or 140C (284F), the sensor circuit is open or shorted. After a long soak, the coolant temperature, intake air temperature, and ambient air temperature will be approximately equal.
Min: -40 Max:
140
Unit:
Reference Value After warming up engine: 75 to 90C (167 to 194F) Hint Time passed since the ignition switch was turned ON Reference Value Displays the calculated value in accordance with the elapsed time. Hint When the crankshaft position sensor is malfunctioning, Engine speed is approximately 0 or varies greatly from the actual engine speed. Reference Value 50 to 400 rpm: Cranking 500 to 900 rpm: Idling with warm engine Hint For Freeze Frame Data, this tells whether the malfunction happened at a cold start or with a warm engine. Reference Value Varies in accordance with the engine coolant temperature at start. Hint Freeze frame date can be used to determine whether a malfunction occurs due to low atmospheric pressure or not. Reference Value Varies in accordance with the intake air temperature at engine start. Hint
After a long soak, the engine coolant temperature, intake air temperature, and ambient air temperature will be approximately equal. If the value is - 40C (- 40F) or 140C (284F), the sensor circuit is open or shorted.
Cause of Out of Range 111 Engine coolant temperature sensor 222 Wire harness or connector 333 Thermostat 444 ECM Measurement Item Time since the ignition switch was turned ON Min: 0 Max: 65535 Unit: s Cause of Out of Range 555 ECM (Timer built into the ECM) Measurement Item Engine speed (crankshaft rotation speed) Min: 0 Max: 6000 Unit: rpm
Cause of Out of Range 111 Crankshaft position sensor 222 Wire harness or connector 333 ECM Measurement Item Engine coolant temperature when engine started Min: -40 Max: 120 Unit: C Cause of Out of Range 111 Engine coolant temperature sensor 222 Wire harness or connector 333 ECM Measurement Item Intake air temperature when engine started Min: -40 Max: 120 Unit: C
Cause of Out of Range 111 Intake air temperature sensor (around air inlet port) 222 Wire harness or connector 333 ECM Measurement Item
Intake air temperature (around air inlet port)
Min: -40 Max:
140
Unit:
Reference Value Displays a temperature which is nearly equal to the atmospheric temperature around the sensor.
Cause of Out of Range 111 Intake air temperature sensor (around air inlet port or mas air flow meter) 222 Wire harness or connector 333 ECM
Data List Part 3
Intake Air Temp (Turbo)
Intake air temperature (behind the turbocharger)
Intake air temperature at the intake manifold (after intercooler). During fail-safe operation, the value is set to 165C (329F). As the value is set to a high temperature, the turbo pressure may be suppressed and there may be a lack of power.
Min: -40 Max:
190
Unit:
Reference Value Displays a temperature which is nearly equal to the atmospheric temperature around the sensor. Hint
Based on the MAF, the ECM controls the fuel injection volume, injection timing, EGR, etc. If the value is always approximately 0 g/sec.: - Mass air flow meter power source circuit is open. - VG circuit is open or shorted. If the value is always 200 g/sec. or more: - EVG circuit is open.
Cause of Out of Range 111 Intake air temperature sensor (behind the turbocharger) 222 Wire harness or connector 333 ECM Measurement Item
Intake air amount from the mass air flow me ter
MAF
Min:
Max:
200
Unit: g/sec
Reference Value
Cause of Out of Range 111 Mass air flow meter 222 Intake related clog or leak 333 Exhaust related clog 444 Turbocharger subassembly 555 Leak or clog in passages for turbocharger 666 Malfunction in which EGR valve does not close 777 Wire harness or connector 888 ECM Measurement Item Value differs according to EGR control 2AD engine reference value: Idling: 2.8 to 5.2 gm/s Running without load (2,500 rpm): 27.5 to 32.5 gm/s 1VD engine reference value: Idling: 5 to 12 g/sec. Running without load (2000 rpm): 28.2 to 130 g/sec.
Sensor / Status
Hint
When the engine switch is on (IG) or the vehicle is idling, the intake manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa). Above approximately 1500 rpm, the turbo becomes effective, and the pressure increases above atmospheric pressure. Inspect while comparing with Target Booster Pressure. With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 seconds or more, a feeling of insufficient power will occur.
Intake manifold pressure
MAP
Min:
Max:
255
Unit:
kpa
Reference Value
Cause of Out of Range 111 Manifold absolute pressure sensor 222 Intake related clog or leak 333 Exhaust related clog 444 Turbocharger subassembly 555 Leak or clog in passages for turbocharger 666 EGR valve stuck open 777 Exhaust leak 888 Throttle valve stuck closed 999 Wire harness or connector 1111 ECM
Idling: 9 0 to 102 kPa (depending on atmosphere pressure) Engine running at 3000 rpm: 100 to 150 kPa
341
Data List
Vehicle Speed
Sensor / Status
Ambient Temperature
342
Indication Summary Measurement Item Actual vehicle speed Min: 0 Max: 255 Unit: km/h Cause of Out of Range 111 Speed sensor circuit (speedometer circuit) 222 Speed sensor (wheel speed sensor) 333 ECM Measurement Item Hint
Diagnostic Notes
Receives vehicle speed signals from the speedometer. Reference Value Displays a value which is nearly equal to the actual vehicle speed. Hint
Re c e i ve s o u t s i d e te m p e r at u r e s i g n a l s f r o m a i r conditioner ECU. If the value is -40C (-40F) or 140C (284F) or more, the sensor circuit is open or shorted. Displays the intake air temperature around the air inlet port or behind the turbocharger, on CD engines or some conventional KD engines. Refer to Intake Air or Intake Air Temp (Turbo).
Outside temperature
Min: -40 Max:
215
Unit:
Reference Value Displays a value which is nearly equal to the outside air temperature.
Cause of Out of Range 111 Malfunction in A/C system 222 ECM
Data List Part 3
Diagnostic Notes
A/C Signal
Air conditioner (A/C) operation signal output from A/C amplifier Status ON / OFF Unit: N/A Cause of Out of Range 111 A/C system (A/C amplifier, A/C switch) 222 Wire harness or connector 333 ECM Measurement Item Powersource for accessory cut-off status
ON: A/C operating OFF: A/C not operating
Reference Value ON: A/C operating Hint

This item is applied to the vehicle with the cranking holding function. T h e EC M c u t s o f f t h e c u r r e n t t h a t p o w e r s t h e accessories while the engine is cranking.
ACC Relay
Status
ON / OFF
Unit:
N/A
Reference Value
Cause of Out of Range 111 Engine starting system (cranking holding function) 222 Wire harness or connector 333 ECM Measurement Item ON: engine is cranked
Hint
Clutch start switch status for engine starting Clutch star t switch is ON when the clutch pedal depressed
Clutch Switch
Clutch start switch signal status Status ON / OFF Unit: N/A
Switch
Reference Value ON: Clutch pedal depressed Hint OFF: Communication malfunctioning, or engine immobiliser system set ON: Communication normal
Cause of Out of Range 111 Clutch start switch 222 Wire harness or connector 333 ECM Measurement Item Engine immobiliser system status Status ON / OFF Unit: N/A
Immobiliser Communication
Reference Value
Cause of Out of Range 111 Use of a non-registered key 222 Key battery is fully depleted 333 Engine immobiliser system 444 Wire harness or connector 555 ECM Measurement Item Park/neutral position switch signal status (for engine starting) Status ON / OFF Unit: N/A ON: Normal engine operation
Neutral Position SW Signal
Hint
Park/neutral position switch status for engine starting P a r k / n e u t r a l p o s i t i o n s w i t c h i s O N w h e n t h e transmission gear position is in P or N (neutral).
Reference Value
Cause of Out of Range 111 Park/neutral position switch (clutch start switch) 222 Wire harness or connector 333 ECM ON: Transmission gear in P or N (neutral)
343
Data List
Power Steer. Sig. Record
Power Steering Signal Record
Switch
Starter Control
Starter Relay
344
Indication Summary Measurement Item Power steering switch status history Status ON / OFF Unit: N/A Hint
Diagnostic Notes
Power steering switch output history (after disconnecting and reconnecting the battery): ON: Power steering operated in the past. OFF: Power steering did not operate in the past. Reference Value ON: When steering wheel first turned after ignition switch ON Hint ON: Power steering operated OFF: Power steering not operated OFF malfunction (OFF during power steering operation): Engine speed decreases temporarily when power steering is operating
Cause of Out of Range 111 Power steering switch 222 Wire harness or connector 333 ECM Measurement Item
Power steering switch status
Status
ON / OFF
Unit:
N/A
Reference Value ON: Power steering operation Hint ON: STSW terminal voltage is high OFF: STSW terminal voltage is low Reference Value ON: Cranking (during ignition switch or engine switch operation) Hint
This item is applied to the vehicle with the cranking holding function. The cranking folding function provides current to the starter when the ECM detects the engine switch start signal (STSW). When the ECM performs a firing judgment, the system cuts current to the starter. The ECM keeps energizing the starter relay by outputting the current from STAR terminal.
Cause of Out of Range 111 Power steering switch 222 Wire harness or connector 333 ECM Measurement Item Starter switch signal (STSW terminal input status) Status ON / OFF Unit: N/A Cause of Out of Range 111 Engine starting system (entry and start system) 222 Wire harness or connector 333 ECM Measurement Item
Starter relay (STAR terminal output status)
Status
ON / OFF
Unit:
N/A
Reference Value
Cause of Out of Range 111 Engine starting system (cranking holding function) 222 Wire harness or connector 333 ECM ON: Cranking
Data List Part 3
Starter Signal
Starter relay drive signal (STA terminal input status)
ON: Starter is operating. OFF: Starter is not operating. OFF malfunction (ignition switch is in ST position but the Starter Signal is OFF and the starter is operating): Wire harness is open or shorted to ground ON malfunction (engine switch (STA) is OFF but the signal is ON and the starter is not operating): Wire harness is shorted to +B Operation malfunction: Engine switch malfunction, starter relay malfunction, starter malfunction, battery or battery cable is defective, or wire harness is open or shorted
Status Switch
ON / OFF
Unit:
N/A
Reference Value
Cause of Out of Range 111 Starter relay 222 Ignition switch (entry and start system) 333 Wire harness or connector 444 ECM Measurement Item Stop Light Switch Stop light switch signal (STP terminal input status) Status ON / OFF Unit: N/A ON: Cranking
Hint
OFF malfunction: Wire harness (stop light switch to ECM, stop light switch to +B) open or shorted to ground ON malfunction: Wire harness (stop light switch to ECM) shorted to +B
Reference Value ON: Light is on (Brake pedal is depressed). OFF: Light is off (Brake pedal is released).
Cause of Out of Range 111 Stop light switch 222 Stop light 333 Wire harness or connector 444 ECM
345
Data List
A/C Duty Feedback Value
Electric Duty Feedback Value
Symptom Diagnosis
Engine Speed (Starter Off)
Engine Start Time
346
Part 3 CatTester egory Display Indication Summary Measurement Item Hint Expected injection volume increase after the A/C turns from off to on. The relationship between the air conditioning load and engine stalling can be confirmed. When the air conditioning is turned off, the load actually applied to the air conditioning does not decrease due to a failure in the air conditioning system and an excessive load is applied to the engine, which may cause engine stalling. Diagnostic Notes Effective Use of Intelligent Tester Injection volume correction value by air conditioning load Min: 0 Max: 39.84375 Unit: mm3/st Reference Value 1VD engine reference value 0 to 4.1 mm3/st (A/T) 0 to 2.6 mm3/st (M/T) Hint Expected injection volume increase after the electrical load turns from off to on. The relationship between the alternator load and engine stalling can be confirmed. When the alternator DUTY decreases, the load actually applied to the alternator does not decrease due to a failure in the alternator and an excessive load is applied to the engine, which may cause engine stalling. Cause of Out of Range 111 Air conditioner control system (including mechanical malfunctions in the air conditioner) 222 Wire harness or connector 333 ECM Measurement Item Injection volume correction value by electrical load Min: 0 Max: 39.84375 Unit: mm3/st Reference Value Cause of Out of Range 111 Charging control system (including electrical malfunctions in the charging systems) 222 Wire harness or connector 333 ECM Measurement Item Engine speed when starter off Min: 0 Max: 6000 Unit: rpm 1VD engine reference value 0 to 2.5 mm3/st Hint Engine speed immediately after starting the engine. Vehicle behavior data to refer to when a problem occurs during engine start-up. Reference Value Cause of Out of Range 111 Crankshaft position sensor 222 STA signal circuit 333 Starting system components 444 Engine components (that affect engine start problems) 555 ECM Measurement Item Engine start (cranking) time Min: 0 Max: 60 Unit: ms Varies in accordance with the engine start status. Hint Time necessary for the engine to start. Vehicle behavior data to refer to when a problem occurs during engine start-up. Reference Value Cause of Out of Range 111 Crankshaft position sensor 222 STA signal circuit 333 Starting system components 444 Engine components (that affect engine start problems) 555 ECM Varies in accordance with the engine start status.
Data List Part 3
PS Duty Feedback Value
Injection volume correction value by power steering load
Expected injection volume increase after the power steering turns from off to on. The relationship between the power steering load and engine stalling can be confirmed. When the steering operation angle is held (at minimum load applied to the power steering), the load actually applied to the power steering system does not decrease due to a failure in the system and an excessive load is applied to the engine, which may cause engine stalling.
Min:
Max:
39.84375
Cause of Out of Range 111 Air conditioner control system (including mechanical malfunctions in the air conditioner system) 222 Wire harness or connector 333 ECM Measurement Item 1VD engine reference value 0 mm3/st
Symptom Diagnosis
Hint
Used to confirm the driving conditions of the previous trip (before the malfunction occurred). On gasoline engines, if a short circuit occurs constantly, it may deteriorate the engine startability due to ignition plug smoking. On diesel engines, when the vehicle often travels under a light load such as in the case of a short trip or idling, the injector ports will be clogged, causing a shortage in the fuel injection volume, which may result in deterioration of startability and idle stability.
Run Dist of Previous Trip
Previous trip distance
Min:
Max:
326.4 -
Unit:
km
Reference Value Varies in accordance with the vehicle driving conditions. Hint Number of times the starter turned on from the time the ignition switch was turned ON. Varies in accordance with the number of times that the starter turns on.
Starter Count
The number of times that the starter turns on. Min: 0 Max: 127 Cause of Out of Range
Unit: Times Reference Value
347
Data List
Av Engine Speed of All Cyl
Test
Engine Speed of Cyl #
348
Part 3 CatTester egory Display Indication Summary Measurement Item Crankshaft rotation speed (average of all cylinders) Active test support data Min: 0 Max: 51199.21875 Unit: rpm Hint
Output only when the Active Test Check the Cylinder Compression is performed. Indicates the average engine speed of all cylinders during cranking. R e f e r t o t h e A c t i v e Te s t C h e c k t h e C y l i n d e r Compression.
Diagnostic Notes
Reference Value Varies in accordance with the engine friction. Hint

Output only when the Active Test Check the Cylinder Compression is performed. Indicates the speed of each cylinder when cranking. Example - Normal: Engine speed of all cylinders is approximately equal. When No. 1 cylinder compression is low, Engine speed of Cyl #1 is approximately 300 rpm, and Engine speed of Cyl #2 to #4 is approximately 200 rpm. R e f e r t o t h e A c t i v e Te s t C h e c k t h e C y l i n d e r Compression.
Cause of Out of Range Engine mechanical components (related to the engine friction) Measurement Item
Crankshaft rotation speed for each cylinder Active test support data # represents the cylinder number
Min:
Max: 51199.21875 Unit:
rpm
Reference Value Engine speed of all cylinders almost same
Cause of Out of Range Engine mechanical components (related to the engine friction)
Data List Part 3
Diagnostic Notes
Boost Pressure Deviation
Difference between target and actual supercharging pressure Min: -320 Max: 320 Unit: kPa Cause of Out of Range 111 Turbocharger 222 Air intake system (leak or clog) 333 Exhaust system (leak or clog) 444 EGR system (EGR valve or passage clog) 555 Manifold absolute pressure sensor or sensor hose 666 ECM Measurement Item
Target Booster Pressure and MAP values calculated by the ECM. Reference Value
1VD engine reference value: Idling after engine warmed up and vehicle under normal atmospheric pressure: -3 to 10 kPa
Hint
Inspect while comparing with MAP. With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 15 kPa for 5 sec. or more, a feeling of a lack of power will occur.
Target Booster Pressure
Target boost pressure (value calculated by the ECM) Min: 0 Max: 320 Unit: kPa
Reference Value Idling after engine warmed up and vehicle is under normal atmospheric pressure: 89 to 100 kPa Hint
VN Turbo command is a command value. 0%: Full open vanes (contraction of actuation-use rods) 9 0% o r m o re: Fully c l o se d vane s (ex te nsi o n of actuation-use rods) When this value is large, the turbo works well. There is no actual opening angle data to handle the VN Turbo command value.
Cause of Out of Range ECM (Calculation items related to the turbo pressure control) Measurement Item
VN Turbocharger
VN Turbo Command
Variable nozzle vane opening degree command value (value calculated by the ECM)
Min: -128 Max:
127
Unit:
Reference Value 20 to 100% Hint

3: Nearly fully closed (supercharging pressure and preturbine pressure are incredibly high and there is a risk of engine damage). 2: Roughly intermediate opening angle (not as bad as 3, but long-term usage is problematic). 1: Nearly fully open (will not cause engine damage, but at a low RPM, turbocharging pressure will not rise and insufficient power will be felt). 0: Normal
Cause of Out of Range ECM (Calculation items related to the turbo pressure control) Measurement Item
VN Turbo Error Level
VN turbo driver opening angle level when abnormality detected
Min:
Max:
10
Unit:
N/A
Reference Value
Cause of Out of Range 111 Turbocharger 222 Turbo motor driver 333 Exhaust system (leak or clog) 444 EGR system (EGR valve or passage clog) 555 Manifold absolute pressure sensor or sensor hose 666 ECM
0: Normal
349
Data List
VN Turbo Max Angle
VN Turbo Min Angle
VN Turbocharger
VN Turbo Operation Prohibit
VN Turbo Type
350
Indication Summary Measurement Item Maximum nozzle vane opening degree Min: 0 Max: 100 Measurement Item Minimum nozzle vane opening degree Min: 0 Max: 100 Measurement Item Status that forced drive of the nozzle vane is prohibited. Status OK / NG Unit: N/A Unit: % Unit: % Hint
Diagnostic Notes
Vane maximum angle expressed in % As this value displays the ideal constant upper limit, no matter what happens, this value should not change. Reference Value 100% Hint Vane maximum angle expressed in % As this value displays the ideal constant lower limit, no matter what happens, this value should not change. Reference Value 0 to 52 % Hint OK: Status when the nozzle vane can be forcibly driven. NG: Status when the nozzle vane cannot be forcibly driven. When NG, indicates a condition where the engine software does not allow the VN turbo Active Test. Reference Value
Cause of Out of Range When the execution conditions for the active test are not met. Ex.: 111 Ignition switch is OFF. 222 Combustion control is in the modes other than normal combustion 333 Active Test request valve opening degrees are other than the full open degree Measurement Item Indicates the VN turbo vane actuation method. Status Not Avl / Commo / Vacuum Unit: Cause of Out of Range N/A
OK: Active Test item Test the Turbo Charger Step Motor can be performed
Hint Not Avl: None Commo: Communication type with the turbo motor driver (DC motor) Vacuum: Vacuum actuator type CAN Com: CAN communication type Reference Value Depends on the engine specifications
Data List Part 3
CatTester egory Display Cylinder Number
Indication Summary Measurement Item Cylinder number Min: 0 Max: 255 Measurement Item Unit: N/A Cause of Out of Range Hint
Diagnostic Notes
Identifying cylinder number Reference Value 4 or 8 Hint Identifying destination: A: North America G: Germany K: Canada Q: Australia V: Middle East W: Europe Unit: N/A Reference Value W: Europe Hint Identifying engine type Unit: N/A Reference Value Example: 2ADFHV 1VDFTV Hint Identifying model code Unit: N/A Reference Value Example: ADT27# Hint Identifying model year 2155 Unit: MY Reference Value 200# Hint Identifying engine type: Diesel Gasoline HV CNG/LPG Unit: N/A Reference Value Diesel Hint Identifying transmission type: MT ECT(4th) ECT(5th) ECT(6th) CVT MMT Unit: N/A Reference Value
MT: Manual transmission ECT 6th: Automatic transmission
Destination
Destination
Status
ASCII code output -
Cause of Out of Range Measurement Item Engine Type Engine type Status ASCII code output Measurement Item Vehicle model Status ASCII code output Measurement Item Model Year System Identification Model year Min: 1900 Max: Cause of Out of Range Measurement Item Cause of Out of Range Cause of Out of Range
Vehicle Specifications
Model Code
System Identification
Status
Diesel / Gasoline -
Transmission Type
Transmission (transaxle) type
Status
MT / ECT -
351
Active Test
352
3 6Active Test
111 Outline
[[[[ Actuator Driven by Active Test
Active Test is a function to drive and test the actuator. The actuator does not operate unless specified conditions are satisfied, but this function can force the
actuator to activate to check its operation.

If the operation conditions of the actuator when activated in this way are normal, the drive circuits,
including the ECM, are judged to be normal without the need to conduct individual inspections or harness inspections.
[[[[ Active Test Items

Following systems can be driven and tested using the Active Test function.
Category Active Control Engine Mount System Charging control Cylinder Compression Diagnosis Diesel Throttle EGR Exhaust Fuel Switch Swirl Control Turbocharger REFERENCE
Description Activating the VSV for the active control engine mount Forcibly controlling the charging system Cylinder compression measurement Connecting the TC and CG terminals of DLC3 Driving the diesel throttle Driving the EGR system related components Forcibly recovering the DPF/DPNR catalyst Driving the fuel system related components Driving the switches and relays Driving the swirl control valve Driving the turbocharger related components
This manual describes the Active Test items by dividing them in the above categories to improve
searchability.
However, Intelligent Tester cannot show the Active Test items in categorized groups.
NOTICE
Even on the types of engines that correspond with the active test items, the items may not be displayed on the tester depending on the vehicle model and model year.
Active Test Part 3
222 Details of Active Test Items

Category Tester Display Control the ACM Inhibit Test Detail VSV for ACM (active control engine mount) control Control Range Test Detail ON / OFF Unit: N/A Indication Summary Hint ON:VSV for ACM ON OFF:VSV for ACM OFF Reference Monitor Item ACM Inhibit Hint This test checks the charging control Test possible while vehicle stopped and engine idling Reference Monitor Item Control Range Test Detail 12.5 to 14.8 Unit: V Battery Voltage Alternate Duty Ratio Alt Vol - Active Test Alt Vol - Non Active Test Hint Fuel injection stop in all cylinders To perform the Active Test, see Reference below Reference Monitor Item Control Range Test Detail Turn on TC and TE1 connection Control Range Test Detail ON / OFF Unit: N/A Av Engine Speed of All Cyl Engine Speed of Cyl 1 to 4 (1 to 8) Hint When the Active Test is performed, the system behaves as if TC and CG were connected. Reference Monitor Item Unit: N/A TC and TE1 Hint
This test checks the diesel throttle valve Test possible when following conditions met: 111 Ignition switch ON 222 Engine is stopped
Diagnostic Notes
Active Control Engine Mount System Charging control
Control the Voltage of Alternator Check the Cylinder Compression Connect the TC and TE1
Request output voltage of generator
Cylinder Compression
Check the cylinder compression pressure
Diagnosis
ON / OFF
Diesel Throttle Target Angle #
Diesel Throttle
Control the diesel throttle valve # represents the bank
Reference Monitor Item Control Range 0 to 90 Unit: % Actual Throttle Position # Throttle Motor DUTY # Throttle Sensor # Volt % Target Throttle Position #
353
Active Test
Control the EGR System
Control the EGR Step Position #
EGR
Activate the VSV for EGR Cut
EGR Step
354
Part 3 Category Tester Display Test Detail Indication Summary Hint

This test checks the EGR system driven by the vacuum actuator E-VRV drive duty ratio of 45% or 65% is output
Diagnostic Notes
Activate E-VRV for EGR control
Reference Monitor Item Control Range Test Detail ON / OFF Unit: N/A EGR VSV EGR Close Learn Val. EGR Lift Sensor Output # Target EGR Pos. # Hint
This test checks the EGR system driven by the linear solenoid Test possible when following conditions met: 111 Ignition switch ON 222 Engine is stopped
Control the EGR valve position # represents the bank
Reference Monitor Item Control Range Test Detail Activate VSV (for EGR Cut) 0 to 100 (1 to 100) Actual EGR Valve Pos.# EGR Close Lrn. Val. # EGR Lift Sensor Output EGR Operation Prohibit Target EGR Pos # Hint
This test checks the EGR system driven by the vacuum actuator
Unit:
Reference Monitor Item Unit: N/A EGR VSV EGR Close Learn Val. EGR Lift Sensor Output # Target EGR Pos. # Hint
This test checks the EGR system driven by the step motor EGR valve fully closed at step position 0, and fully open at step position 125 Amount of EGR gas, flowed into intake manifold, varies in accordance with EGR valve opening angle
Control Range Test Detail
ON / OFF
Open and close EGR valve
Reference Monitor Item Control Range 0 to 125 Unit: step EGR VSV EGR Close Lrn. Val. EGR Step POS
Active Test Part 3
Category
Tester Display Test Detail
Indication Summary Hint
Activate the DPF Rejuvenate (S)
Perform DPNR catalyst regeneration (desulfurization)
This test checks the DPNR system, and is also used after repair R a i s e c o n v e r t e r b e d t e m p e r a t u r e t o more than 600C (1,112F) by adding fuel intermittently using the exhaust fuel addition injector and provide rich air-fuel ratio
Reference Monitor Item Catalyst Memory Error Diff. Press. Sensor Corr. DPF Thermal Deteriorate DPF Differential Pressure DPF No Activate DPF PM Block DPNR/DPF Status Reju (PM) DPNR Status Reju (S) Exhaust Fuel Addition FB Exhaust Temperature B#S# AF Lambda B#S# AFS Voltage B#S# Hint
This test checks the DPF/DPNR system, and is also used after repair R a i s e c o n v e r t e r b e d t e m p e r a t u r e t o more than 600C (1,112F) by adding fuel intermittently using the exhaust fuel addition injector
Control Range
ON / OFF
Unit:
N/A
Test Detail Exhaust
Activate the DPF Rejuvenate (PM)
Perform DPF/DPNR catalyst regeneration (PM combustion)
Reference Monitor Item Catalyst Memory Error Diff. Press. Sensor Corr. DPF Thermal Deteriorate DPF Differential Pressure DPF No Activate DPF PM Block DPNR/DPF Status Reju (PM) DPNR Status Reju (S) Exhaust Fuel Addition FB Exhaust Temperature B#S# AF Lambda B#S# AFS Voltage B#S# Hint This test checks the exhaust gas control system Reference Monitor Item N/A EXH GAS CTL VSV
Control Range
ON / OFF
Unit:
N/A
Test Detail Exhaust Gas Control VSV Activate the VSV for exhaust gas control Control Range
ON / OFF
Unit:
355
Active Test
Activate the Intank Fuel Pump Relay
Test the Fuel Leak
Fuel
Control the Cylinder # Fuel Cut
Control the All Cylinders Fuel Cut
356

This test checks the sub tank fuel pump operation Test possible when engine is stopped. This test activates the relay for only 60 seconds. After finishing this test, the vehicle does not permit activating the relay again within 60 seconds.
Diagnostic Notes
Activate the FUEL PUMP (SUB PUMP) relay
Reference Monitor Item Control Range Test Detail ON / OFF Unit: N/A Intank Fuel Pump Fuel Route Switching Valve Hint
This test is used in the following operations: 111 Checking for leaks in the high-pressure fuel piping 222 Checking the component parts used in the fuel pressure control 333 Bleeding air after the high-pressure fuel system is repaired F u e l p r e s s u r e i n s i d e c o m m o n r a i l pressurized to specified value and engine speed increased to 2,000 rpm when ON is selected Above conditions preserved while test is ON
Pressurizes common rail internal fuel pressure, and checks for fuel leaks
Reference Monitor Item Engine Speed Fuel Press Target Common Rail Pressure Target Pump SCV Current MAP MAF Hint
This test identifies a defective cylinder (checks power balance) Fuel injection is stopped while the test is ON. Confirm that the vehicle is stopped and the engine is idling. If the running condition of the engine does not worsen even though injection of the designated cylinder is stopped, the cylinder can be confirmed to be malfunctioning.
Control Range Test Detail
Stop / Start
Unit:
N/A
Cut off fuel injection from each injector # represents the cylinder number
Reference Monitor Item Control Range Test Detail All cylinder injector fuel cut Control Range ON / OFF Unit: N/A Engine Speed Fuel Press Target Common Rail Pressure Injection Feedback Val Cyl# Hint
This test measures cylinder compression Test possible during vehicle stopping
Reference Monitor Item Unit: N/A Engine Speed Fuel Press Target Common Rail Pressure
ON / OFF
Active Test Part 3
Category
Tester Display Control the A/C cut Signal Test Detail
Indication Summary Hint
Air conditioner operation prohibit
This test prohibit the air conditioner operation prohibit Test possible when following conditions met: 111 Ignition switch ON 222 Engine is stopped
Reference Monitor Item Control Range Test Detail ON / OFF Unit: N/A A/C Signal Hint
This test checks the cooling fan motor function Test possible when following conditions met: 111 Ignition switch on (IG) 222 Engine is stopped
Control the Electric Cooling Fan
Control the electric cooling fan operation
Reference Monitor Item Control Range Test Detail ON / OFF Unit: N/A Electric Fan Motor Hint
Test possible when engine stopped This item is applied to the vehicle with the cranking holding function. The cranking folding function provides current to the starter when the ECMdetects the engine switch star t signal (STSW). When the EC performs a firing judgment, the system cuts current to the starter. The ECM keeps energizing the starter relay by outputing the current from STAR terminal.
Switch
Activate the Starter Relay
Activate the starter relay
Reference Monitor Item Control Range Test Detail ON / OFF Unit: N/A Starter Relay Starter Control Starter Signal ACC Relay Hint
This item is applied to the vehicle with the cranking holding function. Test is possible when following conditions are met: 111 Ignition switch ON 222 Engine is stopped
Activate the ACC Cut Relay
Active the ACC relay (ACC CUT relay)
Reference Monitor Item Control Range ON / OFF Unit: N/A Starter Relay Starter Control Starter Signal ACC Relay
357
Active Test
Activate the VSV for Swirl Control Valve
Swirl Control
Test the Turbo Charger Step Motor #
Turbocharger
Activate the VSV for Turbo Pressure
358

This test checks the VSV for swirl control valve Test possible when following conditions met: 111 Ignition switch ON 222 Engine is stopped
Diagnostic Notes
Activate VSV for No. 1 Swirl Control Valve
Reference Monitor Item Control Range Test Detail ON / OFF Unit: N/A Swirl Control Valve VSV Hint
This test checks the turbocharger function Test possible when Data List item VN Turbo Operation Prohibit indicates OK. Test is impossible when any of the following conditions is met 111 Ignition switch OFF 222 Combustion control is in the modes other than normal combustion 333 Active Test request valve opening degrees are other than the full open degree
Drive the turbocharger nozzle vanes
Reference Monitor Item Control Range Test Detail Drive the atmospheric pressure measurement switching VSV of the manifold absolute pressure sensor (Used to the engine that has the combination type atmospheric pressure sensor) Control Range ON / OFF Unit: N/A 0 to 100 (40 to 100) Unit: % MAP VN Turbo Command Target Booster Pressure VN Turbo Operation Prohibit Hint
This test checks the VSV for turbo pressure sensor Test possible when following conditions met: 111 Ignition switch ON 222 Engine is stopped
Reference Monitor Item MAP
Active Test Part 3
REFERENCE Check the Cylinder Compression: When performing the Active Test item Check the Cylinder Compression and then cranking the engine, the ECM stops the fuel injection, and measures the engine speed for each cylinder. If one cylinders speed is higher than the others, that cylinders compression pressure can be concluded to be lower than the others. 111 Warm up the engine. 222 Turn the ignition switch to OFF. 333 Connect a Techstream to the DLC3. 444 Turn the ignition switch to ON. 555 Turn the tester ON. 666 Select the following menu items: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression. 777 Select the following monitor items: Compression / Engine Speed of Cyl #1 to #4 (#8), Av Engine Speed of All Cyl 888 Press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON. Fuel injection for all cylinders is prohibited at this time, and each cylinders engine speed measurement will enter standby mode. 999 Crank the engine until the monitor item values Engine speed of Cyl #1 to #4 (#8) and Av Engine Speed of All Cyl change. 1111Monitor the engine speed (Engine Speed of Cyl #1 to #4 (#8), Av Engine Speed of All Cyl) displayed on the tester. The tester displays the values to be extremely high before cranking the engine. Each cylinders engine speed is measured while cranking the engine and then the tester displays the actual engine speed values.
NOTICE
111 The Active Test item Check the Cylinder Compression will automatically turn off 255 seconds after the Active Test is turned on. 222 When the Check the Cylinder Compression is OFF and the engine is cranked, the engine will start. 333 If the Check the Cylinder Compression test needs to be performed again after each cylinders engine speed measurement has been performed once, press EXIT to return to the Active Test menu screen. Then perform the Check the Cylinder Compression test again. 444 Use a fully-charged battery.
359
Active Test
360
333 System Check Function Pressure Discharge Valve Check (applicable to some engines since September 2008)
[[[[ Outline of Pressure Discharge Valve Check
Pressure Discharge Valve Check in the System Check is used to diagnose the fuel pressure control
and improper combustion.

Malfunctions can be determined by checking the fuel pressure when performing a fuel cut and
operating the pressure discharge valve with the intelligent tester.

During Pressure Discharge Valve Check, the intelligent tester measures the fuel pressure while the
engine is running, after the engine is stopped, and after the pressure discharge valve operates.
[[[[ Conducting Pressure Discharge Valve Check

Enter the menu options in this order: Powertrain / Engine and ECT / Utility / Pressure Discharge Valve
Check.
Unless all the following conditions are met, the Pressure Discharge Valve Check cannot be
performed.
Vehicle is stopped. Fuel pressure is less than 100000 kPa. Fuel pressure sensor is normal. Battery voltage is more than 8V. There are two types of Pressure Discharge Valve Check as follows. Select either of them, and then
press Next.
Close to Open Check opens the pressure discharge valve after the engine stops. Always Closed Check holds the pressure discharge valve closed during the check.
Example:
Active Test Part 3
[[[[ Diagnostic Hints

During Close to Open Check, if there is no large change in the fuel pressure when the pressure
discharge valve is closed while the engine is running and after the engine is stopped, and if the value is 0 kPa when the pressure discharge valve is open, the system is normal.
Perform Always Closed Check if the value is not 0 kPa when the pressure discharge valve is open
during Close to Open Check. If the results are the same as during Close to Open Check, there is a pressure discharge valve operation malfunction.
If the fuel temperature is high, perform Pressure Discharge Valve Check after the fuel has cooled to
the outside air temperature.

If a large amount of fuel is leaking, the fuel pressure decreases when the engine is stopped. However,
the condition of the pressure discharge valve can still be determined by comparing the measurement results of Close to Open Check and Always Closed Check. Fuel Press recorded point
Fuel Press (When Close to Open Check selected) 0 kPa
Fuel Press (When Always Closed Check selected) 0 kPa Engine Speed 0 rpm ON OFF
Fuel cut operation signal
Pressure Discharge Valve operation prohibit
ON OFF Close (ON) OFF Open (ON)
Pressure Discharge Valve operation (Always Closed Check)
Pressure Discharge Valve operation (Close to Open Check)
Close (ON) OFF Pressure Discharge Valve operation start
361

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Introduction

Diesel Engine Part 1

Principle of 4 Stroke Diesel Engine

Principle of 4 Stroke Gasoline Engine

Differences between diesel and gasoline engines

*1: Except stratification combustion *2: Except D-4 engine

Diesel Engine Part 1

222 Type of Diesel Engine

method and emission treatment method.

2C-T 2C-TE 1CD-FTV

1AD-FTV (w/o DPF) 1AD-FTV (w/DPF) 2AD-FTV 1CD-FTV (w/DPNR) 2AD-FHV

Diesel engine for passenger vehicles (AVENSIS)

1975 86.0 X 85.0 23.0 : 1 60 kW @ 4000 rpm 170 Nm @20003000 rpm

333 Enlargement of diesel engine market

Market share of diesel passenger vehicles

Market share transition by output power

115hp or less 116hp or more

Diesel Engine Part 1

[[[[ Emission Regulation in Europe

500 500 500

EURO1 EURO2 EURO3 HC + NOx EURO4 EURO5 (mg/km) EURO6

300 230 170

Emission standards for diesel passenger vehicles

HC + NOx(g/km) 0.97 (1.13*1) 0.7*2, 0.9*3

NOx(g/km) 0.5 0.25 0.18 0.08

PM(g/km) 0.14 (0.18*1) 0.08*2, 0.1*3 0.05 0.025 0.005 0.005

444 Type of Combustion Chamber

[[[[ Direct Injection Type <<<< Outline

Diesel Engine Part 1

the fuel system.

[[[[ Swirl Chamber Type <<<< Outline

head has a large surface area.

Diesel Engine Part 1

555 Diesel Engine Combustion

0 -40 AB BC CD DE -20 TDC 20 40

<<<< Ignition delay period (A to B)

<<<< Flame propagation period (B to C)

<<<< Direct combustion period (C to D)

<<<< After burning period (D to E)

[[[[ Excess air ratio

combustion is called excess air ratio.

Excess air ratio =

Diesel Engine Part 1

[[[[ Exhaust emission characteristics

converter, the emission level of CO and HC is equivalent to that of gasoline engines.

Reduction of NOx and PM

EURO4 EURO6 EURO5 NOx (g/km) * NOx + HC

[[[[ Output Control

to be injected. High Power Output

Low Power Output

High Power Output

Low Power Output

Diesel Engine Part 1

[[[[ Problems due to fuel combustion conditions <<<< Diesel knock

Fuel Injection Start

<<<< White smoke

temperatures. (For details, refer to the case study on page @)

<<<< Black smoke

Three elements of a diesel engine Part 1 Description

1: Except stratification combustion 2: Except D-4 engine

HC + NOx(g/km) 0.97 (1.131) 0.72, 0.9*3

PM(g/km) 0.14 (0.181) 0.082, 0.1*3 0.05 0.025 0.005 0.005