-1

August, 2003

Diesel Injection Pump

Common Rail System for OPEL

Operation

No. E-03-04

SERVICE MANUAL

4EE2 Type Engine

00400028

For DENSO Authorized ECD Service Dealer Only

0

FORWARDTo meet the high pressurization requirements for the engine to deliver cleaner exhaust gasemissions, lower fuel consumption and reduced noise, advanced electronic control technologyis being adopted in the fuel injection system.This manual covers the electronic control model Common Rail system with HP3 pump for theISUZU 4EE2 type engine which is used to OPEL CORSA and MERIVA. Complex theories, spe-cial functions and components made by manufacturers other than DENSO are omitted from thismanual.This manual will help the reader develop an understanding of the basic construction, operationand system configuration of the DENSO manufactured components and brief diagnostic infor-mation.

TABLE OF CONTENTS1. Product Application ----------------------------------------------------------------------------------- 1

1.1 Application ---------------------------------------------------------------------------------------------------------------- 11.2 System Components Parts Numbers ------------------------------------------------------------------------------ 1

2. Outline ---------------------------------------------------------------------------------------------------- 22.1 Features of System ----------------------------------------------------------------------------------------------------- 2

[1] System Characteristics --------------------------------------------------------------------------------------------- 2[2] Comparison to the Conventional System ----------------------------------------------------------------------- 3

2.2 Outline of System ------------------------------------------------------------------------------------------------------- 4[1] Composition ----------------------------------------------------------------------------------------------------------- 4[2] Operation --------------------------------------------------------------------------------------------------------------- 4[3] Fuel System ------------------------------------------------------------------------------------------------------------ 5[4] Control System -------------------------------------------------------------------------------------------------------- 5

3. Construction and Operation------------------------------------------------------------------------- 63.1 Description of Main Components ----------------------------------------------------------------------------------- 6

[1] Supply Pump (HP3) -------------------------------------------------------------------------------------------------- 6[2] Description of Supply Pump Components ---------------------------------------------------------------------- 11[3] Rail ----------------------------------------------------------------------------------------------------------------------- 14[4] Injector ------------------------------------------------------------------------------------------------------------------ 16

3.2 Description of Control System Components --------------------------------------------------------------------- 19[1] ECU (Electronic Control Unit) ------------------------------------------------------------------------------------- 19[2] Description of Sensors ---------------------------------------------------------------------------------------------- 19[3] EGR Valve (Exhaust Gas Recirculation Valve) --------------------------------------------------------------- 21

3-3 Various Types of Controls --------------------------------------------------------------------------------------------- 22[1] Outline ------------------------------------------------------------------------------------------------------------------- 22[2] Fuel Injection Quantity Control ------------------------------------------------------------------------------------ 23[3] Fuel Injection Timing Control -------------------------------------------------------------------------------------- 25[4] Fuel Injection Rate Control ----------------------------------------------------------------------------------------- 26[5] Fuel Injection Pressure Control ----------------------------------------------------------------------------------- 26[6] Other Controls --------------------------------------------------------------------------------------------------------- 26

4. External Wiring Diagram ----------------------------------------------------------------------------- 274.1 ECU External Wiring Diagram --------------------------------------------------------------------------------------- 274.2 ECU Connector Diagram ---------------------------------------------------------------------------------------------- 29

[1] ECU Connector Terminal Layout --------------------------------------------------------------------------------- 29[2] Terminal Connections ----------------------------------------------------------------------------------------------- 29

1

1. Product Application1.1 Application

1.2 System Components Parts Number

Vehicle Name Vehicle Model Engine Model Exhaust Volume Reference

Corsa S-Car4EE2 1.7L Made in Germany

Meriva S-Mono

Part NameVehicle Model DENSO Part

NumberCar Manufacturer

Part NumberCorsa Meriva

Supply Pump HU294000-0071 97313 862

Rail HU095440-0411 97313 863

Injector HU095000-5082 97313 861

Engine ECU

112500-0151 97300 097

112500-0161 97350 948

Supply use 112500-0170 97364 132

Crankshaft Position Sensor 949979-1200 97321 620

Cylinder Recognition Sensor 949979-1200 97321 620

EGR Valve HU135000-7040 97355 042

2

2. Outline2.1 Outline of SystemThe common rail system was developed primarily to cope with exhaust gas regulations for die-sel engines, and aimed for 1. further improved fuel economy; 2. noise reduction; and 3. highpower output. [1] System CharacteristicsThe common rail system uses a type of accumulation chamber called a rail to store pressurizedfuel, and injectors that contain electronically controlled solenoid valves to spray the pressurizedfuel into the cylinders. Because the engine ECU controls the injection system (including the in-jection pressure, injection rate, and injection timing), the injection system is unaffected by theengine speed or load. This ensures a stable injection pressure at all times, particularly in thelow engine speed range, and dramatically decreases the amount of black smoke ordinarilyemitted by a diesel engine during start-up and acceleration. As a result, exhaust gas emissionsare cleaner and reduced, and higher power output is achieved.(1) Injection pressure control

• Enables high-pressure injection even at low engine speeds.• Optimizes control to minimize particulate matter and NOx emissions.

(2) Injection timing controlEnables finely tuned optimized control in accordance with driving conditions.

(3) Injection rate controlPilot injection control sprays a small amount of fuel before the main injection.

Common Rail System

Optimization Pilot injection

Maininjection

Injection Pressure Control Injection Timing Control Injection Rate Control

Injection Quantity Control

Injectionpressure

Speed Speed

Crankshaft angle

Conventionalpump

Common rail system

Conventionalpump

Common rail system

Cylinder injectionvolume correction

Optimization, High pressurization

Inje

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Inje

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Pa

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Sp

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QD0734E

NO

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3

[2] Comparison to the Conventional System

System

Common rail system

Injection quantity control Pump (governor)

Injection timing control Pump (timer)

Rising pressure Pump

Distributor Pump

Injection pressure control Dependent upon speed and injection quantity

High-pressure pipe

Momentary high pressure

NozzleGovernor

Timer

In-line pump

VE pump

Rail

Usually high pressureSupply pump

Injector

*1 TWV: Two Way Valve *2 SCV Suction Control Valve QD2341E

Feed pump SCV (suction control valve)

Delivery valve

Fuel tank

TWV

In-line, VE Pump

Engine ECU, injector (TWV)*1

Engine ECU, injector (TWV)*1

Engine ECU, supply pump

Engine ECU, rail

Engine ECU, supply pump (SCV)*2

4

2.2 Outline of System[1] CompositionThe common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.

[2] Operation(1) Supply pump (HP3)

The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail.The quantity of fuel discharged from the supply pump controls the pressure in the rail. TheSCV (Suction Control Valve) in the supply pump effects this control in accordance with thecommand received from the ECU.

(2) RailThe rail is mounted between the supply pump and the injector, and stores the high-pressurefuel.

(3) InjectorThis injector replaces the conventional injection nozzle, and achieves optimal injection by ef-fecting control in accordance with signals from the ECU. Signals from the ECU determinethe length of time and the timing in which current is applied to the injector. This in turn, de-termines the quantity, rate and timing of the fuel that is injected from the injector.

(4) Engine ECUThe engine ECU calculates data received from the sensors to comprehensively control theinjection quantity, timing and pressure, as well as the EGR (exhaust gas recirculation).

Q000144E

Fuel temperature sensor

Vehicle speedAccelerator opening

Intake air pressureIntake air temperature

Coolant temperature

Crankshaft positionCylinder recognition sensor

Engine ECU

RailIntake airflow rate

Rail pressuresensor

Supply pump

Fuel temperaturesensor SCV (suction

control valve)

Pressure limiter

Fuel tank

Injector

5

[3] Fuel SystemThis system comprises the route through which diesel fuel flows from the fuel tank to the supplypump, via the rail, and is injected through the injector, as well as the route through which thefuel returns to the tank via the overflow pipe.[4] Control SystemIn this system, the engine ECU controls the fuel injection system in accordance with the signalsreceived from various sensors. The components of this system can be broadly divided into thefollowing three types: (1) Sensors; (2) ECU; and (3) Actuators.(1) Sensors

Detect the engine and driving conditions, and convert them into electrical signals.(2) Engine ECU

Performs calculations based on the electrical signals received from the sensors, and sendsthem to the actuators in order to achieve optimal conditions.

(3) ActuatorsOperate in accordance with electrical signals received from the ECU. Injection system con-trol is undertaken by electronically controlling the actuators. The injection quantity and timingare determined by controlling the duration and the timing in which the current is applied tothe TWV (Two-Way Valve) in the injector. The injection pressure is determined by controllingthe SCV (Suction Control Valve) in the supply pump.

Crankshaft Position Sensor (NE)

Accelerator position sensor

Engine speed

Cylider recognition sensor (G)

Cylinder recognition

Load

Injector

Supply pump (SCV)

•Injection quantity control•Injection timing control•Injection pressure control

•Fuel pressure control

Other sensors and switches EGR, air intake control relay, light

Sensor Actuator

Q000047E

EngineECU

6

3. Construction and Operation3.1 Description of Main Components[1] Supply Pump (HP3)(1) Outline

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

• The two plungers are positioned vertically on the outer ring cam for compactness.• The engine drives the supply pump at a ratio of 1:2. The supply pump has a built-in feed

pump (trochoid type), and draws the fuel from the fuel tank, sending it to the plungerchamber.

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

Q000145E

Fuel temperature sensor

SCV (Suction Control Valve)

7

QD0704E

Injector Rail Discharge valveIntake valve

Plunger

Return spring

Intake pressureFeed pressure

High pressure

Return pressure

Regulating valve

Feed pump

Fuel inlet

Intake

Fuel filter (with priming pump)

Camshaft

Filter

Return

Fuel overflow

Fuel tank

8

Q000146E

SCV

Pump body

Feed pump

Filter

Regulating valve

Ring cam

Drive shaft

Plunger

9

(2) Supply Pump Internal Fuel FlowThe fuel that is drawn from the fuel tank passes through the route in the supply pump as il-lustrated, and is fed into the rail.

(3) Construction of Supply PumpThe eccentric cam is formed on the drive shaft. The ring cam is connected to the eccentric cam.

As the drive shaft rotates, the eccentric cam rotates in the eccentric state, and the ring cammoves up and down while rotating.

Supply pump interior

Regulating valve

Feed pump

Overflow

Fuel tank

SCV (Suction Control Valve)

Intake valve

Discharge valve

Pumping portion (plunger)

Rail

QD0705E

QD0706E

Drive shaft

Eccentric cam Ring cam

QD0727E

Ring cam

Eccentric cam

Drive shaft

Plunger

10

The plunger and the suction valve are mounted on top of the ring cam. The feed pump is con-nected to the rear of the drive shaft.

(4) Operation of the Supply PumpAs shown in the illustration below, the rotation of the eccentric cam causes the ring cam topush Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite directionto Plunger A. As a result, Plunger B draws in fuel, while Plunger A pumps it to the rail.

QD0728E

Plunger A

Ring cam

Feed pump

Plunger B

SCV

Plunger B

Plunger AEccentric cam

Delivery valveSuction valve

Ring cam

Plunger A: complete compression

Plunger B: complete intake

Plunger A: complete intake

Plunger B: complete compression

Plunger B: begin compression

Plunger A: begin intake

Plunger B: begin intake

Plunger A: begin compression

QD0707E

11

[2] Description of Supply Pump Components(1) Feed Pump

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

(2) SCV: Suction Control Valve• A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the length

of time that the current is applied to the SCV), in order to control the quantity of fuel that issupplied to the high-pressure plunger.

• Because only the quantity of fuel that is required for achieving the target rail pressure isdrawn in, the drive load of the supply pump decreases.

• When current flows to the SCV, variable electromotive force is created in accordance withthe duty ratio, moving the armature to the left side. The armature moves the cylinder to theleft side, changing the opening of the fuel passage and thus regulating the fuel quantity.

• With the SCV OFF, the return spring contracts, completely opening the fuel passage andsupplying fuel to the plungers. (Full quantity intake and full quantity discharge)

• When the SCV is ON, the force of the return spring moves the cylinder to the right, closingthe fuel passage (normally opened).

• By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuationduty ratio, and fuel is discharged by the plungers.

QD0708E

Inner rotor

Intake port

Outer rotor to Pump chamber

from Fuel tank

Discharge port

Quantity decrease

Quantity increase

Quantity decrease (fuel discharge)

Quantity increase (fuel intake)

Q000050E

Exterior view of SCV Cross-section of SCV

Pump body

SCV

12

[In case of short duty ON]Short duty ON → large valve opening → maximum intake quantity

Feed pump

SCV

Large openingCylinder

Cylinder

Plunger

Q000051E

13

[In case of long duty ON]Long duty ON → small valve opening → minimum intake quantity

Feed pump

SCV

Small opening Cylinder

Q000052E

Cylinder

Plunger

14

[3] Rail(1) Outline

• Stores pressurized fuel (0 to 180 MPa) that has been delivered from the supply pump anddistributes the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter areadopted in the rail.

• The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signalto the engine ECU, while the pressure limiter controls the fuel pressure in the rail.

(2) Rail Pressure (Pc) SensorThis sensor detects fuel pressure in the rail and sends a signal to the ECU. It is a semi-con-ductor type pressure sensor that utilizes the characteristic whereby electrical resistancechanges when pressure is applied to silicon.

Q000147E

Pressure limiter

Rail pressure (Pc) sensor

GND (ground)

Vout(output voltage)

Vcc(supply voltage)

+5V

ECUPcsensor

Vout [V]

GND Vout Vcc

Q000053E

Rail pressure [MPa]

4.2

0 200

1.0

15

(3) Pressure LimiterThe pressure limiter relieves pressure by opening the valve if abnormally high pressure isgenerated. The valve opens when pressure in rail reaches approximately 230 MPa, andcloses when pressure falls to approximately 50 MPa. Fuel leaked by the pressure limiter re-turns to the fuel tank.

Spring

Ball (valve)

Pc

To the fuel tank

QC0020E

16

[4] Injector(1) Outline

The injectors inject the high-pressure fuel from the rail into the combustion chambers at theoptimum injection timing, rate, and spray condition, in accordance with commands receivedfrom the ECU.

(2) Characteristics• A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been

adopted.• QR codes displaying various injector characteristics are laser marked in the injector body,

and ID codes showing these in numeric form (22 alphanumeric figures) are laser marked onthe connector head.

• This system uses QR code information to optimize injection quantity control. When an injectoris newly installed in a vehicle, it is necessary to input the ID codes in the ECU.

(3) Construction

Q000148E

High pressure fuel(from Rail)

Solenoid valve

Command piston

Nozzle spring

Nozzle needle

Valvespring

Seat area

Leakpassage

to Fuel tank

QR code

22-characters

17

(4) OperationThe TWV valve opens and closes the outlet orifice to control the hydraulic pressure in thecontrol chamber, and the start and the end of injection.[No injection]

• When no current is supplied to the solenoid, the valve spring force is stronger than thehydraulic pressure in the control chamber. Thus, the TWV is pushed downward, effectivelyclosing the outlet orifice. For this reason, the hydraulic pressure in the control chamber isapplied to the command piston causes the nozzle spring to compress. This closes the nozzleneedle, and as a result, fuel is not injected.[Injection]

• When the current is initially applied to the solenoid, the attraction of the solenoid pulls theTWV up, effectively opening the outlet orifice and allowing the fuel to flow out of the controlchamber. After the fuel flows out, the hydraulic pressure in the control chamber decreasespulling the command piston up. This causes the nozzle needle to rise and injection to start.

• The fuel that flows past the outlet orifice flows to the leak pipe and below the commandpiston. The fuel that flows below the nozzle needle lifts the it upward, which helps to improvethe nozzle's opening and closing response.

• When current continues to be applied to the solenoid, the nozzle reaches its maximum lift,where the injection rate is also at the maximum level. When current to the solenoid is turnedOFF, the TWV falls, causing the nozzle needle to close immediately and the injection to stop.

Q000149E

Nozzleneedle

Actuationcurrent

Actuationcurrent

Actuationcurrent

Control chamberpressure

Control chamberpressure

Control chamberpressure

Injection rate Injection rateInjection rate

No injection Injection End of injection

Rail

Solenoid

TWV

Outlet orifice

Inlet orifice

Commandpiston

Leak pipe

Valve spring

18

(5) QR CodeQR (Quick Response) codes have been adopted to enhance the injection quantity precisionof the injectors. The adoption of QR codes enables injection quantity dispersion controlthroughout all pressure ranges, contributing to improvement in combustion efficiency, reduc-tions in exhaust gas emissions and so on.

Q000150E

QR Code ( 9.9 mm)

ID Code(22 sets of 16 alphanumeric figures)

Contents of Printing

TP1-1 TP2-1 TP3-1

TP3-2 TP3-3 TP4-1

TP4-2 TP4-3 TP5-1

TP5-2 BCC

Actuating Pulse Width: Tq

Injection Quantity: Q

180 MPa

140 MPa

90 MPa

64 MPa

25 MPa

P5-2

P4-1

P4-2

P3-2

P3-1

P5-1

P1-1

P2-1

P3-3

P4-3

QR Code Correction Point

19

3.2 Description of Control System Components[1] ECU (Electronic Control Unit)

This is the command center that controls the fuel injection system and engine operation ingeneral.

[2] Description of Sensors(1) Crankshaft Position Sensor (NE sensor)

The NE sensor is an MRE (Magnetic Resistance Element) type sensor. It is positioned abovethe crankshaft to detect the crankshaft position. The pulsar gear is composed of 56 gears with4 gears missing (per 1 revolution), and the sensor outputs 56 pulses for each 1 revolution ofthe crankshaft (360°CA).

(2) Cylinder Recognition Sensor (G sensor)The cylinder recognition sensor (G sensor) is an MRE (Magnetic Resistance Element) typesensor. It detects the engine cylinders, and outputs 5 pulses for every two revolutions of theengine (720°CA).

Q000152E

[Outline Diagram]

Sensor Engine ECU Actuator

Detection Calculation Actuation

ECU

NE input circuit

Exterior Drawing Circuit Diagram

NE+

Q000154E

NE-

Vcc

NE+

NE-

Vcc

Vcc

Exterior View Diagram

G+

Q000155E

Vcc

ECU

G input circuit

Circuit Diagram

G+

G-

Vcc

Vcc

G-

20

(3) Fuel temperature sensor (THF)Detects the fuel temperature and sends a corresponding signal to the engine ECU. Based onthis information, the engine ECU calculates the injection volume correction that is appropriatefor the fuel temperature.

-30 (25.4)

15.0±1.5-20

-10 (9.16)

0 (5.74)

10 (3.70)

20

30 (1.66)

40 (1.15)

50 (0.811)

60 (0.584)

70 (0.428)

80 0.318±0.031

90 (0.240)

100 (0.1836)

110 (0.1417)

120 (0.1108)

2.45±0.24

Q000156E

Temperature(°C)

Resistance value(kΩ)

Resistance Value Characteristics

Thermistor

Fuel temperature sensor

21

[3] EGR Valve (Exhaust Gas Recirculation Valve)(1) EGR Valve Construction

An EGR valve is utilized as the system actuator for the electric exhaust gas recirculation (E-EGR) system. It is constructed of an upper section and a lower section. The upper sectionreceives output signals from the engine ECU, and contains a solenoid that generates elec-tromagnetic force. The lower section is constructed of a nozzle that moves up and down inresponse to the electromagnetic force, and a valve with an opening that alters in response tothe nozzle position.

(2) EGR Valve OperationThe E-EGR system electronically controls the EGR. The EGR system reduces NOx by low-ering the combustion temperature. This is done recirculating a portion of the exhaust gasesthrough the intake manifold. Because this system also reduces the engine output and affectsdriveability, the E-EGR system effects computer control to achieve an optimal EGR volumein accordance with the driving conditions.

Q000153E

Exterior View

Solenoid

Nozzle

Valve

22

3.3 Various Types of Controls[1] OutlineThis system effects fuel injection quantity and injection timing control more appropriately thanthe mechanical governor and timer used in the conventional injection pump.The engine ECUperforms the necessary calculations in accordance with the sensors installed on the engine andthe vehicle. It then controls the timing and duration of time in which current is applied to theinjectors, in order to realize both optimal injection and injection timing.(1) Fuel Injection Quantity Control Function

The fuel injection quantity control function replaces the conventional governor function. Itcontrols the fuel injection to an optimal injection quantity based on the engine speed and ac-celerator position signals.

(2) Fuel Injection Timing Control FunctionThe fuel injection timing control function replaces the conventional timer function. It controlsthe injection to an optimal timing based on the engine speed and the injection quantity.

(3) Fuel Injection Rate Control FunctionPilot injection control injects a small amount of fuel before the main injection.

(4) Fuel Injection Pressure Control Function (Rail Pressure Control Function)The fuel injection pressure control function (rail pressure control function) controls the dis-charge volume of the pump by measuring the fuel pressure at the rail pressure sensor andfeeding it back to the ECU. It effects pressure feedback control so that the discharge volumematches the optimal (command) value set in accordance with the engine speed and the in-jection quantity.

23

[2] Fuel Injection Quantity Control(1) Outline

This control determines the fuel injection quantity by adding coolant temperature, fuel tem-perature, intake air temperature, and mass airflow corrections to the basic injection quantityis calculated by the engine ECU, based on the engine operating conditions and driving con-ditions.

(2) Injection Quantity Calculation Method

(3) Basic Injection QuantityThe basic injection quantity is determined by the engine speed (NE) and the accelerator po-sition. The injection quantity is increased when the accelerator position signal is increasedwhile the engine speed remains constant.

Accelerator position

Accelerator position

Engine speed

Engine speed

Basic injectionquantity

Maximum injectionquantity

Final injection quantity after correction

Engine speed

Driver actuationtiming calculation

The basic injection quantity is obtained through the governor patterncalculated from the accelerator position and the engine speed.The basic injection quantity is then compared to the maximuminjection quantity obtained from the engine speed, to which varioustypes of corrections are made. The smallest injection quantity is thenused as the basis for the final injection quantity.

Inje

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ua

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Sm

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Q000061E

Inje

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Mass airflow correction

Intake air temperature correction

Atmospheric pressure correction

Cold operation maximum injection quantity correction

Individual cylinder correction

Injection pressure correction

Accelerator position

Engine speed

QC0038E

Basic injection quantity

24

(4) Maximum Injection QuantityThe maximum injection quantity is calculated by adding the mass airflow correction, intakeair temperature correction, atmospheric pressure correction and the cold operation maxi-mum injection quantity correction to the basic maximum injection quantity that is determinedby the engine speed.

(5) Starting Injection QuantityWhen the starter switch is turned ON, the injection quantity is calculated in accordance withthe starting base injection quantity and the starter ON time. The base injection quantity andthe inclination of the quantity increase/decrease change in accordance with the coolant tem-perature and the engine speed.

(6) Idle Speed Control (ISC) SystemThis system controls the idle speed by regulating the injection quantity in order to match theactual speed to the target speed that is calculated by the engine ECU.The target speed varies according to the type of transmission (manual or automatic), whetherthe air conditioner is ON or OFF, the shift position, and the coolant water temperature.

(7) Idle Vibration Reduction ControlTo reduce engine vibrations during idle, this function compares the angle speeds (times) ofthe cylinders and regulates the injection quantity for the individual cylinders if there is a largethe difference, in order to achieve a smooth engine operation.

Engine speed

Basic maximum injection quantity

QC0039E

Base injectionquantity

STA ON duration

StartingSTA/ON

Injection quantityHigh Low

Coolant temperature

STA/ON

Injection quantity

STA ON duration

Starting

QC0040E

#1 #1 #3 #4 #2#3 #4 #2

Crankshaft angle Crankshaft angle

Correction

Anglespeed

QC0043E

25

[3] Fuel Injection Timing Control(1) Outline

Fuel injection timing is controlled by varying the timing in which current is applied to the in-jectors.

(2) Main and Pilot Injection Timing Control[Main Injection Timing]The engine ECU calculates the basic injection timing based on the engine speed the finalinjection quantity, and adds various types of corrections in order to determine the optimalmain injection timing.[Pilot Injection Timing (Pilot Interval)]Pilot injection timing is controlled by adding a pilot interval to the main injection timing. Thepilot interval is calculated based on the final injection quantity, engine speed, coolant tem-perature (map correction). The pilot interval at the time the engine is started is calculatedfrom the coolant temperature and speed.

(3) Injection Timing Calculation Method[Outline of Control Timing]

[Injection Timing Calculation Method]

Pilot injection

Top deadcenterMain injection

Interval

QC0044E

NE pulse

Solenoid valvecontrol pulse

Nozzle needle lift

0 1 Actual TDC

Main injectionPilot injection

Pilotinjectiontiming

Maininjectiontiming

Pilot interval QD0382E

Basic injectiontiming

Corrections

Engine speed

Injection quantity

Main injectiontiming

Intake air temperature correction

Coolant temperature correction

Atmospheric pressure correction

Q000062E

26

[4] Fuel Injection Rate ControlWhile the injection rate increases with the adoption of high-pressure fuel injection, the ignitionlag, which is the delay from the start of injection to the beginning of combustion, cannot beshortened to less than a certain value. As a result, the quantity of fuel that is injected until mainignition occurs increases, resulting in an explosive combustion at the time of main ignition. Thisincreases both NOx and noise. For this reason, pilot injection is provided to minimize the initialinjection rate, prevent the explosive first-stage combustion, and reduce noise and NOx.

[5] Fuel Injection Pressure ControlA value that is determined by the final injection quantity, the water temperature and the enginespeed is calculated. During the starting of the engine, the calculation is based on the water tem-perature and the atmospheric pressure.

[6] Other Controlsa: Limit maximum injection quantity b: Gradual acceleration injection quantityc: Gradual deceleration injection quantity d: Post-acceleration damping injection quantity

e: Reference injection quantity f: Fuel cutoff

g: Turbo control h: Glow plug relayi: EGR control

Normal Injection Pilot Injection

Large first-stagecombustion(NOx and noise)

Small first-stagecombustion

-20 TDC 20 40

Crankshaft angle (deg)

-20 TDC 20 40

Crankshaft angle (deg)

Injection rate

Heat release rate

QC0046E

Rail pressure

Final injection quantity

Engine speed

QC0047E

27

4. External Wiring Diagram4.1 ECU External Wiring Diagram

Main relay

Key switch

(M-REL)

(+B)

(BATT)

(GND)

(P-GND)

(GND)

(SPD)

(+B)

(IG-SW)

Starter switch

(STA-SW)

Brake switch 2 (N.C)

Clutch switch (N.C)

(BK2-SW)

(CL-SW)

(BK1-SW)

(PAC)

(PAC-VCC)

(PAC-GND)

(THA)

(MAF)

(MAF-GND)

(MAF-VCC)

(ACCP1-VCC)

(ACCP1)

(ACCP1-GND)

(ACCP2-VCC)

(ACCP2)

(ACCP2-GND)

(P-GND)

(IG-SW)

Q000158E

V43:S-S-5VREF

V56:P-S-PROTBATT

V25:O-SL-MPR

V37:P-S-IGN

V51:HSGGND

V53:GSFGND

V55:HSGGND

V49:GSFGND

V15:I-F-VSS

V52:P-S-PROTBATT

V50:BATT

V13:P-S-IGN

V39:I-SL-STARTER

V16:I-SL-BRAKE2

V3: I-SL-BRAKE1

V40:I-SL-GEARPOSN

V30:S-R-5VRTN

V5:I-A-A/C

V42:S-S-5VREF

V19:I-A-MAT

V17:I-A-MAF

V29:S-R-5VRTN

V41:S-S-5VREF

V6:I-A-PPS2

V31:S-R-5VRTN

V7:I-A-PPS1

V32:S-R-5VRTN

V44:S-S-5VREF

(Vehicle Side)

DVehicle speed sensor

Pedalpositionsensor 1

Pedalpositionsensor 2

Air mass flow

AC pressure

Brake switch 1 (N.O)

to IG

CLY1

CLY4

E55:12V-REF

E52:O-PL-INVV1

E50:O-PL-INVV3

(COMMON1)

(TWV1)

(TWV3)

Low oil level switchE25:I-SH-LOWOIL

(LOIL-SW)

Coolant temp.E17:S-R-5VRTN

E30:I-AH-CLT

(PATM)

(THW-GND)

(THW)

(THF)Fuel temp.

E43:I-AH-FUELT

Atmosphericpressure

E31:I-AH-BAROT

(PATM-VCC)

(PATM-GND)

E18:S-S-5VREF

E6:S-R-5VRTN

E5:S-R-5VRTN(THF-GND)

Boost pressure 1

E9:S-S-5VREF

E22:S-R-5VRTN

E44:I-A-BOOSTP

(PIM-VCC)

(PIM1)

(PIM-GND)

(Engine side)

E15:S-R-5VREF

(G+)

(G-)

(NE+)

(NE-)

E3:S-R-5VRTN

E28:S-S-5VREF

E39:S-S-5VREF(NE-VCC)

(G-VCC)

(SH-GND)E16:GSFGND

CLY3

CLY2

E56:O-PL-INVV2

E53:O-PL-INVV4

E51:12V-REF(COMMON2)

(TWV2)

(TWV4)

E54

E49

E40:I-F-CAM

E27:CRANK

Twist pair

Twist pair

Injector

Injector

CAM

CRANK

Shield wire

Shield wire

Electronic control unit

28

to IG

to IG

Q000159E

V24:O-SL-DIAGLAMP

V2:S-DATA1

V14:O-PL-TN

V1:O-PL-FC

V21:C-CANHI

V33:C-CANLO

V11:O-SL-GLOWRLY

V27:I-SL-GLOWDIAG

E45:I-A-EGRP(LEGR)

(LEGR-GND)

E19:S-S-5VREF

E7:S-R-5VRTN

(LEGR-VCC)

VSS solenoid(VSS)

E12:O-PL-VSS

E24:O-PL-PRESSURE

EGR solenoid

E48:O-PL-EGR(EGR)

Rail pressureE21:I-A-RAILPS

E33:I-A-RAILPS

(PFUEL-VCC)

E20:S-R-5VRTN(PFUEL-GND)

V23:O-SL-FAN1

V35:O-SL-FAN2

V47:O-SL-FAN3

V48:O-SL-ACCRLY

High pressure pump solenoid

E11:12V-REF(SCV+)

(SCV-)

E35:O-PL-Turbo

E23:O-PL-I/T

Turbo solenoid(VNT)

(I/T)E38:I-PL-I/T

(I/T-ST)Inatake valvecontroller

(PFUEL)

Shield wire

A

Electronic control unit

MIL(MIL)

(CAN-L)

(NEOUT)

(FUELOUT)

(ISO-K)

(CAN-H)

ImmobilizerSAE1962

K-line

(GL-ST)

(GLOW-DI)

Fan control relay 1

A/C cut off relay

(FAN1-REL)

(FAN2-REL)

(FAN3-REL)

(ACT-REL)

Available only with AC

EGR position

E8:S-S-5VREF

(PFUEL)

D

A

Fan control relay 2

Fan control relay 3

E +B

EPS

MID

BCM

IP-cluster

Oil levelLED

SVS Glow

Oil press.warning

ABS/TC

BATT (+)

Glowcontroller

Twist pair

(Joint to)

29

4.2 ECU Connector Diagram[1] ECU Connector Terminal Layout

[2] Terminal Connections(1) Vehicle Side (V)

Pin Pin Name(ISUZU)

Pin Name(DENSO)

WireCross-section

(proposal)Pin Pin Name

(ISUZU)Pin Name(DENSO)

WireCross-section

(proposal)V1 O-PL-FC FUELOUT 0.75mm2 V29 S-R-5VRTN MAF-GND 0.75mm2

V2 S-DATA1 ISO-K 0.75mm2 V30 S-R-5VRTN PAC-GND 0.75mm2

V3 I-SL-BRAKE1 BK1-SW 0.75mm2 V31 S-R-5VRTN ACCP2-GND 0.75mm2

V4 V32 S-R-5VRTN ACCP1-GND 0.75mm2

V5 I-A-A/C PAC 0.75mm2 V33 C-CANLO CAN-L 0.75mm2

V6 I-A-PPS2 ACCP2 0.75mm2 V34V7 I-A-PPS1 ACCP1 0.75mm2 V35 O-SL-FAN2 FAN2-REL 0.75mm2

V8 V36V9 V37 P-S-IGN IG-SW 0.75mm2

V10 V38V11 O-SL-GLOWRLY GL-ST 0.75mm2 V39 I-SL-STARTER STA-SW 0.75mm2

V12 O-SL-WTGLOW1 HEAT1-REL 0.75mm2 V40 I-SL-GEARPOSN CL-SW 0.75mm2

V13 P-S-IGN IG-SW 0.75mm2 V41 S-S-5VREF MAF-VCC 0.75mm2

V14 O-PL-TN NEOUT 0.75mm2 V42 S-S-5VREF PAC-VCC 0.75mm2

V15 I-F-VSS SPD 0.75mm2 V43 S-S-5VREF ACCP2-VCC 0.75mm2

V16 I-SL-BRAKE2 BK2-SW 0.75mm2 V44 S-S-5VREF ACCP1-VCC 0.75mm2

V17 I-A-MAF MAF 0.75mm2 V45V18 V46V19 I-A-MAT THA 0.75mm2 V47 O-SL-FAN3 FAN3-REL 0.75mm2

V20 V48 O-SL-ACCRLY ACT-REL 0.75mm2

V21 C-CANHI CAN-H 0.75mm2 V49 GSFGND GND 1.5mm2

V22 V50 BATT BATT 1.5mm2

V23 O-SL-FAN1 FAN1-REL 0.75mm2 V51 HSGGND P-GND 1.5mm2

V24 O-SL-DIAGLAMP MIL 0.75mm2 V52 P-S-PROTBATT +B 1.5mm2

V25 O-SL-MPR M-REL 0.75mm2 V53 GSFGND GND 1.5mm2

V26 V54V27 I-SL-GLOWDIAG GLOW-DI 0.75mm2 V55 HSGGND P-GND 1.5mm2

V28 V56 P-S-PROTBATT +B 1.5mm2

V12 V11 V10 V9 V8 V 7 V 6 V5 V 4 V3 V 2 V 1 V50 V49

V24 V23 V22 V21 V20 V19 V18 V17 V16 V15 V1 4 V13 V52 V51

V36 V 35 V34 V 33 V32 V 31 V30 V 29 V28 V 27 V26 V 25 V54 V 53

V48 V47 V46 V45 V44 V43 V42 V41 V40 V39 V3 8 V37 V56 V55

E12 E11 E10 E9 E8 E 7 E 6 E5 E 4 E3 E 2 E 1 E50 E49

E24 E23 E22 E21 E20 E19 E18 E17 E16 E15 E1 4 E13 E52 E51

E36 E 35 E34 E 33 E32 E 31 E30 E 29 E28 E 27 E26 E 25 E54 E 53

E48 E47 E46 E45 E44 E43 E42 E41 E40 E39 E3 8 E37 E56 E55

Q000160E

Vehicle Side (V)

Engine Side (E)

30

(2) Engine Side (E)

Pin Pin Name(ISUZU)

Pin Name(DENSO)

WireCross-section

(proposal)Pin Pin Name

(ISUZU)Pin Name(DENSO)

WireCross-section

(proposal)E1 E29E2 E30 I-AH-CLT THW 0.75mm2E3 S-R-12VRTN G- 0.75mm2 E31 I-AH-BAROT PATM 0.75mm2E4 E32E5 S-R-5VRTN THF-GND 0.75mm2 E33 I-A-RAILPS PFUEL 0.75mm2E6 S-R-5VRTN PATM-GND 0.75mm2 E34E7 S-R-5VRTN LEGR-GND 0.75mm2 E35 O-PL-Turbo VNT 0.75mm2E8 S-S-5VREF PFUEL-VCC 0.75mm2 E36E9 S-S-5VREF PIM-VCC 0.75mm2 E37E10 E38 I-PL-I/T I/T-ST 0.75mm2

E11 12V-REF SCV+ 0.75mm2 E39 S-S-5VREF NE-VCC 0.75mm2

E12 O-PL-VSS VSS 0.75mm2 E40 I-F-CAM G+ 0.75mm2

E13 E41E14 E42E15 I-F-CRANK Lo NE- 0.75mm2 E43 I-AH-FUELT THF 0.75mm2

E16 GSFGND SH-GND 0.75mm2 E44 I-A-BOOSTP PIM1 0.75mm2

E17 S-R-5VRTN THW-GND 0.75mm2 E45 I-A-EGRP LEGR 0.75mm2

E18 S-S-5VREF PATM-VCC 0.75mm2 E46E19 S-S-5VREF LEGR-VCC 0.75mm2 E47E20 S-R-5VRTN PFUEL-GND 0.75mm2 E48 O-PL-EGR EGR 0.75mm2

E21 I-A-RAILPS PFUEL 0.75mm2 E49E22 S-R-5VRTN PIM-GND 0.75mm2 E50 O-PL-INVV3 TWV3 1.5mm2

E23 O-PL-I/T I/T 0.75mm2 E51 12V-REF COMMON2 1.5mm2

E24 O-PL-PRESSURE SCV- 0.75mm2 E52 O-PL-INVV1 TWV1 1.5mm2

E25 I-SH-LOWOIL LOIL-SW 0.75mm2 E53 O-PL-INVV4 TWV4 1.5mm2

E26 E54E27 I-F-CRANK Hi NE+ 0.75mm2 E55 12V-REF COMMON1 1.5mm2

E28 S-S-5VREF G-VCC 0.75mm2 E56 O-PL-INVV2 TWV2 1.5mm2