SERVICE BULLETIN FUEL INJECTION PUMP NEW PRODUCTS

SERVICE BULLETIN FUEL INJECTION PUMP NEW PRODUCTS DENSO AUTHORIZED ECD SERVICE DEALER ONLY 1 E-ECD 02-06 October, 2002 SUBJECT: New Common Rail System (ECD-U2P) for MAZDA 1. Application Model Name Model Code Engine Destination Line Off Period MAZDA 6 J56 June, 2002 RF-DI Europe MPV J16 March, 2002 2. System Components Parts Number Parts Name DENSO P/N Manufacturer P/N Remarks 275800-602# RF5C 18 881# MAZDA 6 Engine Model RF, 725-EZA Engine ECU 275800-603# RF5D 18 881# MAZDA 6 275800-615# RF5E 18 881# Engine Model RF, 725-EZB 275800-596# RF5G 18 881# MPV Engine Model RF EDU 131000-1240 RF5C 18 701 MAPS 079800-5610 RF5C 18 211 Injector 095000-503# RF5C 13 H50# Engine speed 029600-1300 RF2A 18 221D G 029600-0932 RF5C 18 230 Commom rail 095440-0360 RF5C 13 GC0 Fuel pressure 499000-6110 Pressure limiter 095420-0201 Supply pump 294000-0041 RF5C 13 800 HP3 Type Suction control valve 294200-0030 Fuel temperature 179730-0020 Mass air flow meter 197400-2010 ZL01 13 215 SERVICE DEPARTMENT 0210-IT-172 Printed in Japan QFZBD-01

2 3. Outline As environmental issues are being addressed on a global scale, automobiles continue to impose a serious environmental impact due to their exhaust emissions and noise. The impact imposed upon the environment and humans by diesel-engine vehicles is considerably greater than gasoline-engine vehicles, particularly in terms of the nitric oxide (NOx) and the particulate matter (PM) contained in their exhaust gas emissions. Therefore, new technologies have been developed to radically counteract these emissions. Against this background, the electronically controlled diesel (ECD) pump has appeared in the market to replace the previous mechanically controlled injection pump. DENSO's ECD pump systems are utilized in various engine applications according to their cylinder displacement, such as the ECD-V3 and V5 series for passenger cars and SUVs, the ECD-V4 series for small trucks, and the ECD-U2 common rail system for large trucks. The ECD-U2P, which this section covers, is a common rail system that replaces the ECD-V3 and V5 series for passenger cars and SUVs. 3.1. History of Electronically Controlled Diesel (ECD) Pumps and Comparison of Their Maximum Injection Pressure ECD pump Common rail 80 ECD-V3 (ROM) ( 97) ECD-V3 ( 85) ECD-V5 ( 98) ECD-V4 ( 98) Common rail for trucks ECD-U2 ( 96) 90 2000 Common rail for passenger cars ECD-U2P ( 99) Common rail for passenger cars ECD-U2P for MAZDA European ( 02) MAZDA 6 MPV Maximum injection pressure (MPa) Engine cylinder displacement (L) Allowable speed (rpm) U2P 180 4 5200 U2 120 20 3200 V4 130 4 5 3500 V5 100 2 5200 V3 (ROM) 60 3 5200 Vehicle application Passenger cars & SUVs Medium and large trucks Passenger cars, SUVs, and small trucks Passenger cars & SUVs Passenger cars & SUVs QD0001 3.2 Outline [1] Development Background The ECD-U2P common rail system has been developed for passenger cars and SUVs in order to achieve the objectives indicated below, primarily for complying with the exhaust gas emission regulations that are applicable for diesel engines. [2] Objectives To further reduce fuel consumption To achieve quieter operation To generate higher output

3 [3] Characteristics In a common rail system, fuel is stored at a high pressure in an accumulator chamber called a common rail, from which the highly pressurized fuel is fed to the solenoid-controlled injectors, which in turn, inject fuel into the cylinders. The characteristic of this system is the ability of the engine ECU to independently control the injection system (injection pressure, rate, and timing), without being influenced by the engine speed or load. It can therefore maintain a stable injection pressure even in the low engine speed range, which dramatically reduces the emission of black smoke that is typical of diesel engines during start-offs and acceleration. As a result, this system enables the engine to emit cleaner exhaust gases, produce less emissions, and generate a higher power output. (This system complies with the exhaust gas regulations enacted the SETP4 European exhaust gas regulations.) 3.3. System Characteristics [1] Injection Pressure Control Injects fuel at a high pressure, even in the low engine speed range. Optimized control minimizes particulate and NOx emissions. [2] Injection Timing Control Optimally controls the timing to suit driving conditions. [3] Injection Rate Control Provides pilot injection, an extremely small volume of fuel injected before the main injection. Common Rail System Injection Pressure Injection Pressure Control Optimization and High Pressure Common Rail System Conventional Pump Speed Particulate Injection Pressure NOx Injection Timing Injection Timing Control Optimization Common Rail System Conventional Pump (VE) Speed Injection Rate Control Main Injection Pilot Injection Follow-Up Injection Main Injection Crankshaft Angle Injection Volume Control Injection Volume Correction Between Cylinders Injection volume QD0002

4 4. Outline of System 4.1. Outline of Composition and Operation [1] Composition The ECD-U2P system is comprised primarily of a supply pump, common rail, injectors, ECU, and EDU. [2] Operation The supply pump draws fuel from the fuel tank, pressurizes it to a high pressure, and pumps it to the common rail. The volume of fuel discharged from the supply pump controls the pressure in the common rail. The SCV (Suction Control Valve) in the supply pump effects this control in accordance with the command received from the ECU. The fuel that is stored under pressure in the common rail is fed via the high-pressure pipe and injected at a high pressure (25 to 180 MPa) through the injector. The rate and timing of the fuel that is injected from the injector are determined by the length of time and the timing in which the current is applied to the injector by the EDU in accordance with the signals from the ECU. While the ECU controls the injection of fuel from the injectors, the pressure monitors the fuel pressure in the common rail and feeds back this information to the ECU so that the actual injection pressure matches the injection pressure commanded by the ECU. Pressure limiter Fuel pressure Common rail Fuel filter Supply pump Injector Fuel tank EDU Engine ECU Various s QD0842

5 4.2. Fuel System and Control System [1] Fuel System This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the common rail, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe. [2] Control System In this system, the engine ECU controls the fuel injection system in accordance with the signals received from various s. The components of this system can be broadly divided into the following three types: Sensors; ECU; and Actuators. (1) Sensors Detects the conditions of the engine and the driving conditions and converts them into electrical signals. (2) ECU Performs calculations based on the electrical signals received from the s and sends them to the actuators in order to achieve optimal conditions. (3) Actuators Operate in accordance with electrical signals received from the ECU. Actuators Sensors Engine speed Other s and switches Engine Speed ECU EDU Injector Fuel injection quantity control Injection timing control, etc. Supply pump Fuel pressure control Other actuators EMS control QD0004 Injection system control is effected by electronically controlling the actuators. The injection quantity and the injection timing are determined by controlling the length of time that the current is applied to the TWV (Two-Way Valve) in the injector and controlling its timing. The injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.

6 5. Description of Main Components 5.1. Supply Pump [1] Outline The supply pump consists primarily of the pump unit (eccentric cam, ring cam, and 2 plungers), SCV (Suction Control Valve), fuel temperature, and the feed pump. The two vertically-opposed plungers that are positioned outside of the ring cam enable the supply pump to be made compact. [2] Construction Plungers Suction valve Delivery valve Discharge outlet Overflow fuel outlet Fuel suction inlet Discharge outlet Camshaft Feed pump Eccentric cam Suction control valve (SCV) Fuel temperature QD0005

7 [3] Explode View Suction valve Discharge outlet Delivery valve Fuel temperature Plunger Feed pump Fuel suction inlet Overflow fuel outlet Ring cam Suction control valve (SCV) Eccentric cam Plunger Camshaft Discharge outlet Delivery valve QD1163

8 An eccentric cam is formed on the camshaft. The ring cam is attached to the eccentric cam. Ring cam Camshaft Eccentric cam QD1164 When the camshaft rotates, the eccentric cam rotates in the eccentric state, and the ring cam moves vertically while rotating. QD0843

9 A plunger and a suction valve are mounted on top of the ring cam. A feed pump is attached to the back of the drive shaft. Plunger A Ring cam Plunger B Feed pump QD0844 [4] Supply Pump Internal Fuel Flow The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the common rail. Regulate valve Feed pump Overflow Supply pump interior SCV (Suction Control Valve) Delivery valve Common rail Suction valve Pumping area (Plunger) Fuel tank QD0006

10 [5] Operation Due to the rotation of the eccentric cam, the ring cam pushes plunger A upward as illustrated below. The force of the spring pulls plunger B (which is located opposite plunger A) upward. As a result, plunger B draws fuel in, and plunger A pumps fuel at the same time. Suction valve Delivery valve Plunger A Eccentric cam SCV Ring cam Plunger B Plunger A: Pumping end Plunger B: Suction end Plunger A: Suction start Plunger B: Pumping start Plunger A: Pumping start Plunger B: Suction start Plunger A: Suction end Plunger B: Pumping end QD0845

11 5.2. Description of Supply Pump Components [1] Feed Pump The feed pump in the supply pump, which is a trochoid type, draws fuel up from the tank and feeds it to the two plungers via the fuel filter and the SCV. The feed pump, which is driven by the camshaft, consists of inner and outer rotors. When these rotors start to rotate, the space that is created between the inner and outer rotors increases and decreases, allowing fuel to be drawn in from the suction side and to be pumped out from the discharge side. 2/ Outer rotor To pump chamber Decreased capacity Discharge stroke Inner rotor Suction port From fuel tank Discharge port Suction stroke Suction stroke QD0003 [2] SCV (Suction Control Valve) A linear solenoid type solenoid valve has been adopted. The length of time in which the ECU applies current to the SCV is controlled (duty cycle control) in order to regulate the volume of suction of fuel into the pumping area. Because only the volume of fuel that is required by the target common-rail pressure is drawn in, the drive load on the supply pump decreases, thus resulting in improved fuel economy. SCV Pump body Exterior View Cross-section Drawing QD1165

12 (1) SCV Opening Small When the opening of the SCV is small, the fuel suction area is kept small, which decreases the transferable fuel volume. Feed pump Regulating valve Pump body Small Hole shape Small opening Cylinder QD0846

13 (2) SCV Opening Large When the opening of the SCV is large, the fuel suction area is kept large, which increases the transferable fuel volume. Feed pump Regulating valve Pump body Large Hole shape Large opening Cylinder (3) Diagram of Relationship Between Actuation Signal and Current (Magnetomotive Force) QD0847 Small Suction Volume Large Suction Volume Actuation Voltage ON OFF Current Average Current Difference QD1166

14 [3]Fuel Temperature Sensor Detects the fuel temperature and sends a corresponding signal to the engine ECU. Based on this information, the engine ECU calculates the injection volume correction that is appropriate for the fuel temperature. <Reference: Temperature-Resistance Characteristics> QD0012

15 5.3. Common Rail [1] Outline The common rail stores the high-pressure fuel (25 to 180 MPa) that is pumped from the supply pump and distributes it to the injectors of the cylinders. A fuel pressure and a pressure limiter are installed on the common rail. To injector From supply pump Fuel pressure Pressure limiter [2] Fuel Pressure Sensor This detects the fuel pressure in the common rail and sends its signal to the ECU. It is a semi-conductor type pressure that utilizes the characteristic in which the electrical resistance changes when pressure is applied to silicon. QD0013 VC VOUT GND ECU VCC +5V Fuel pressure VOUT GND QD0009

16 [3] Pressure Limiter The pressure limiter relieves the pressure by opening the valve if an abnormally high pressure is generated. It opens when the pressure in the common rail reaches approximately 230 MPa, and recovers at approximately 50 MPa. The fuel that is leaked by the pressure limiter returns to the fuel tank. To fuel tank From common rail To fuel tank QD0014

17 5.4. Injector [1] Outline The injectors inject the high-pressure fuel from the common rail into the combustion chambers at the optimum injection timing, rate, and spray condition in accordance with the commands received from the ECU. [2] Characteristics A compact, energy-saving, solenoid-control type TWV (Two-Way Valve) injector has been adopted. [3] Construction To fuel tank Connector Solenoid valve TWV High-pressure fuel (from common rail) Command position Valve spring Nozzle spring Nozzle needle Seat area Leak passage Injection orifice diameter Quantity 0.13 6 QD0015

18 [4] Harness Connector with Corrction Resistor A correction resistor is provided in the harness conector (4-pin connector) of each injector to minimize the variances in the injection volume among the cylinders (adjusted in the production line). Solenoid side Vehicle harness side Correction resistor Solenoid QD1167

19 [5] Operation The TWV valve opens and closes the outlet orifice to regulate the hydraulic pressure in the control chamber and to control the starting and the ending of injection. (1) No injection When no current is supplied to the solenoid, the valve spring force is stronger than the hydraulic pressure in the control chamber. Thus, the TWV is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic pressure in the control chamber is applied to the command piston, which causes the command piston to be pushed downward. This causes the nozzle needle to close, without allowing the fuel to be injected. (2) Injection When the current is initially applied to the solenoid, the electro magnetic force by the solenoid pulls the TWV up, effectively opening the outlet orifice and allowing the fuel to flow out of the control chamber. After the fuel flows out, the hydraulic pressure in the control chamber diminishes, which causes the command piston to be pulled up. This causes the nozzle needle to ascend and the injection to start. The fuel that flows past the outlet orifice flows to the leak pipe. When the current continues to be applied to the solenoid, the nozzle needle reaches its maximum lift, where the injection rate is also at the maximum level. When the current to the solenoid is cut off, the TWV descends, quickly closing the nozzle needle and thus ending the injection. Leak pipe Solenoid TWV Actuation current Valve spring Actuation current Actuation current Outlet orifice Inlet orifice Command piston Common rail Control chamber pressure Control chamber pressure Control chamber pressure Nozzle needle Injection rate Injection rate Injection rate No injection Injection End of injection QD0016

20 6. Description of Control System Components 6.1. ECU (Electronic Control Unit) [1] Outline This is the command center that controls the fuel injection system and the engine operation in general. <Outline Diagram> Sensor ECU Actuator Detection Calculation Actuation QD0017 [2] ECU Connector Diagram (1) ECU Connector Pin Layout QD0024

21 (2) Terminal Connections No. Pin Symbol Connections No. Pin Symbol Connections No. Pin Symbol Connections 1 IND-PATS Immobilizer indicator 36 PIM Intake air press. 71 MIL Warning light 2 K-LINE Scan tool 37 RINJA INJA adjustment resistor 72 EGRA EGR, SOL-VENT 3 NE- Crankshaft positiin 38 73 CLCN Air conditioner relay 4 IG-SW Ignition switch 39 CAN-L CAN communication 74 ISV1 Intake shutter valve 1 5 40 FCCP FCCP 75 6 VSP Engine speed 41 TACHO Tachometer 76 FANL Main fan relay 7 BRK1 Brake switch 1 42 INJA EDU 77 EGRC EGR cutoff solenoid 8 THA2 Intake air temp. 2 43 INJB EDU 78 STA-REL Starter permission relay 9 AFS Airflow 44 INJC EDU 79 +B Battery+ (Main relay) 10 TVO1 Accelerator 1 45 INJD EDU 80 RX-PATS Innobilizer transceiver 11 RINJC INJC adjustment resistor 46 81 G+ Cylinder identification 12 47 82 13 CAN-H CAN communication 48 83 PRESS Pressure switch 14 AFS-RTN Airflow GND 49 84 COL Air conditioner switch 15 50 85 E2 System ground 16 51 86 VG Glow plug 17 52 87 THW Water temp. 18 53 +B Battery+ (Main relay) 88 TVO2 Accelerator 2 19 54 COM Immobilizer unit 89 RINJB INJB adjustment resistor 20 55 G- Cylinder identification 90 VREF Battery+ (Sensor) 21 THWOUT Meter 56 N-SW Neutral switch 91 E3 Sensor ground 22 PWMOUT Electric fan 57 STA Starter switch 92 23 58 93 SCTNC Suction control valve 24 59 94 SCTN1 Suction control valve 25 60 THA1 Intake air temp. 1 95 26 61 PFR Common rail press. 96 27 +BB Battery + 62 RINJD INJD adjustment resistor 97 G-LA Glow plug light 28 TX-PATS Immobilizer transceiver 63 98 29 NE+ Crankshaft positiin 64 COM-ASC COM switch 99 EGRV EGR, SOL-VAC 30 INJF EDU 65 E1 Ground 100 ISV2 Intake shutter valve 2 31 PDL Pedal switch 66 101 SCV Swirl valve 32 67 EVRV VGT solenoid 102 FANAD ADD fan relay 33 CL-SW Clutch switch 68 G-REL Glow plug relay 103 E02 Power ground 34 BRK2 Brake switch 2 69 M-REL Main relay 104 E01 Power ground 35 THF Fuel temp. 70 Italic: Only MAZDA 6 Bold: Only MPV Normal: Both system

22 6.2. EDU (Electronic Driving Unit) [1] Outline The EDU has been adopted to support the high-speed actuation of the injectors. The high-speed actuation of the injector solenoid valve is made possible through the use of a high-voltage generating device (DC/DC converter). [2] EDU operation The high-voltage generating device converts the battery voltage into high voltage. Based on the signals received from the s, the ECU transmits signals to terminals B through E of the EDU. Upon receiving these signals, the EDU outputs the signals to the injectors via terminals K through N. At this time, the injection confirmation signal Ijf is output from terminal F. IJt <Outline Diagram> Injector <Wiring Diagram> ECU IJf EDU Battery High-voltage generation circuit Control circuit (case) (wire) QD0018

23 6.3. Description of Sensors [1] Crankshaft Position Sensor (NE Sensor) An NE pulsar is mounted on the crankshaft timing gear in order to output the signals that are used for detecting the crankshaft position. The pulsar gear consists of 23 teeth and 1 missing tooth per pulse, thus enabling the to output 23 pulses for every revolution (360 CA) of the crankshaft. Shielded wire QD0020 [2] Cylinder Identification Sensor (G Sensor) Outputs a cylinder identification signal. The outputs 5 pulses for every two revolutions (720 CA) of the engine. QD0019

24 [3] Intake Air Pressure Sensor This is a semiconductor type pressure, which utilizes the electrical resistance of the silicon crystal that changes with the changes in the pressure that is applied to the silicon crystal. <Pressure-Resistance Characteristics> QD0021

25 [4] Mass Air Flow Sensor This air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the detection area. By directly mesuring the mass and the flow rate of the intake air, the detection precision has been improved and the intake air resistance has been reduced. This mass air flow meter has a built-in intake air temperature. E2 THA VG E2 G +B Air Temperature sensing element Heating element Temperature Temperature Sensor Characteristic kω 30 20 10 7 5 3 2 1 0.7 0.5 0.3 VG (V) 5 4 3 2 1 Air Flow-VG Characteristic 0.2-20 0 20 40 60 80 C 0 1 2 5 10 20 50 100 200 Air Flow (x10-3 kg/s) QD1168

26 7. Control Systems 7.1. Outline [1] Sensor System Sensor Name Airflow meter Air temperature Intake air temperature Water temperature Rail pressure Fuel temperature Intake air pressure Function Uses a hot wire to detect the intake airflow rate. Located in the airflow meter, this detects the intake air temperature. Detects the intake air temperature past the turbocharger. Detects the water temperature. Detects the fuel pressure in the common rail. Detects the fuel temperature in the supply pump Fuel Injection Rail Pressure Intake Restriction EGR Swirl Detects the intake air pressure. Air pressure Detects the air pressure. Accelerator position Crankshaft position Cylinder identification Attached to the accelerator pedal, this detects the travel of the accelerator pedal. Detects the engine speed based on the crankshaft position. Identifies the cylinder based on the rotation of the rotor attached to the camshaft. VGT Starter signal This is the starter voltage signal during starting. Vehicle speed Detects the vehicle speed.

27 [2] Actuator System Actuator Name [3] Control System Function Fuel Injection Rail Pressure Intake Restriction Main relay Supplies power to the system. Injector Precisely injects fuel. Suction control valve Controls the volume of fuel that is supplied to the supply pump. EGR VSV Controls the vacuum that is applied to the EGR valve. EGR cutoff VSV Closes the EGR valve. VGT E-VRV SCV VSV ISV VSV Fan relay Control Name Fuel injection control Common rail pressure control VGT control Intake restriction control EGR control Glowplug relay control Air conditioner cutoff control Diagnosis Auto cruise control DSC control Variable swirl control Controls the vacuum that is applied to the turbo. Controls the vacuum that is applied to the swirl control valve. Controls the vacuum that is applied to the intake suction valve. Controls the duration of time in which the current is applied to the electric fan. Function Controls the injectors' fuel injection timing and injection volume by adding corrections based on the signals from the s to the basic injection duration, which is calculated in accordance with the conditions of the engine. Controls the common rail pressure by sending signals to the suction control valve of the supply pump in accordance with the conditions of the engine. Controls the boost pressure by calculating the signals that are output to the E- VRV in accordance with the operating conditions. Controls the opening of the intake restriction mechanism in accordance with the driving conditions. Controls the opening of the EGR valve by calculating the signals that are output to the VSV in accordance with the operating conditions. Controls the duration of the current that is applied to the glowplug relay in accordance with the water temperature during the starting of the engine. Cuts off the air conditioner during acceleration to improve drivability. Illuminates a warning light to alert the driver if a failure occurs in the computer. Effects feedback control of the actual vehicle speed to match the speed that is set in accordance with the cruise control switch. Effects traction control and ABS control in accordance with the driving conditions. Controls the opening of the variable swirl mechanism in accordance with the driving conditions. EGR Swirl VGT

28 7.2. Various Types of Controls [1] Outline The fuel injection quantity and timing are controlled more appropriately than by the mechanical governor or the timer that are used in conventional injection pumps. The system controls the timing and the length of time in which the current is applied to the injectors. This is accomplished by performing the calculations needed by the ECU in accordance with the signals from the various s provided on the engine and on the vehicle. As a result, optimal injection is realized at an optimal injection timing. [2] Fuel Injection Rate Control Function The fuel injection rate control function controls the rate of the fuel volume that is injected through the nozzle orifices within a given unit of time. [3] Fuel Injection Quantity Control Function The fuel injection quantity control function replaces the conventional governor function. It controls the fuel injection to an optimal injection quantity based on the engine speed and accelerator position signals. [4] Fuel Injection Timing Control Function The fuel injection timing control function replaces the conventional timer function. It controls the injection to an optimal timing based on the engine speed and the injection quantity. [5] Fuel Injection Pressure Control Function (Common Rail Pressure Control Function) The fuel injection pressure control function (common rail pressure control function) controls the discharge volume of the pump by measuring the fuel pressure at the common rail pressure and feeding it back to the ECU. It effects pressure feedback control so that the discharge volume matches the optimal (command) value that is set in accordance with the engine speed and the injection quantity

29 7.3. Fuel Injection Quantity Control [1] Outline Determines the fuel injection quantity by adding water temperature, fuel temperature, intake air temperature, and intake air pressure corrections to the basic injection quantity that is calculated by the engine control unit based on the engine operating conditions and driving conditions. [2] Injection Quantity Calculation Method The basic injection quantity is obtained through the governor pattern that is calculated from the accelerator position and the engine speed. The basic injection quantity is then compared to the maximum injection quantity obtained from the engine speed, to which various types of corrections are made. The smallest injection quantity is then rendered as the basis for the final injection quantity. Injection quantity Accelerator position Accelerator position Engine speed Basic injection quantity Maximum injection quantity Smaller quantity Engine speed Final injection quantity after correction EDU actuation timing calculation Individual cylinder correction Injection pressure correction Injection quantity Engine speed Intake air pressure correction Intake air temperature correction Atmospheric pressure correction Atmospheric temperature correction Cold operation maximum injection quantity correction QD0804 [3] Basic Injection Quantity The basic injection quantity is determined by the engine speed (NE) and the accelerator position. The injection quantity is increased when the accelerator position signal is increased while the engine speed remains constant. Basic injection quantity Accelerator position Engine speed QC0038

30 [4] Maximum Injection Quantity The maximum injection quantity is calculated by adding the intake air pressure correction, intake air temperature correction, atmospheric pressure correction, atmospheric temperature correction, and the cold operation maximum injection volume correction to the basic maximum injection volume that is determined by the engine speed. Basic maximum injection quantity Engine speed QC0039 [5] Starting Injection Quantity When the starter switch is turned ON, the injection quantity is calculated in accordance with the starting base injection volume. The base injection quantity and the inclination of the quantity increase/decrease change in accordance with the water temperature and the engine speed. Injection quantity Water temperature Starter ON time Base injection quantity STA/ON Start QD0805 [6] Idle Speed Control System (ISC) This system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target speed that is calculated by the computer. Control start conditions Control conditions Injection quantity correction Injection quantity determination Idle switch Accelerator position Starter switch Water temperature Air conditioner load Target speed calculation Comparison Speed detection Neutral switch Vehicle speed QD1171 The target speed varies, depending on the ON/OFF state of the air conditioner and the coolant temperature. Engine speed (rpm) 800 [Target speed] A/C ON/OFF 20 Coolant water temperature ( C) QD1172

31 [7] Idle Vibration Reduction Control To reduce engine vibrations during idle, this function compares the angular speeds (times) of the cylinders and regulates the injection quantity for the individual cylinders if the difference is great, in order to achieve a smooth engine operation. Angular speed #1 #3 #4 #2 #1 #3 #4 #2 Crankshaft position Correction Crankshaft position QD1169 7.4. Fuel Injection Timing Control [1] Outline The fuel injection timing is controlled by varying the timing in which the current is applied to the injectors. [2] Main and Pilot Injection Timing Control (1) Main Injection Timing] The basic injection timing is calculated from the engine speed (NE pulse) and the final injection quantity, to which various types of corrections are added in order to determine the optimal main injection timing. (2) Multi-Injection Control (Intervals) In accordance with the conditions of the main injection and the operation of the engine, multi-injection control is effected by adding intervals to the main injection, which occurs up to five times. The intervals are based on the final injection quantity, engine speed, coolant temperature, atmospheric temperature, and atmospheric pressure (with map correction). During starting, the intervals are based on the coolant temperature and engine speed. Top-dead-center Main injection Pilot injection Post-main injection QMAIN Interval QPL1 QPL2 QPL3 Q Follow up Reduced noise through pre-mixture combustion & Exhaust gas performance Output performance Exhaust gas performance QD0808

32 7.5. Fuel Injection Rate Control [1] Outline While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is a lag that occurs from the time that fuel is injected until its combustion starts cannot be shortened beyond a certain value. As a result, the quantity of fuel that is injected up to the time that ignition takes place increases, prompting an explosive combustion at once, simultaneously with ignition. This is the cause of a large amount of NOx and noise. To counteract this situation, pilot injection is provided to keep the initial injection at the minimum requirement rate, to dampen the primary explosive combustion, and to reduce NOx and noise. Ordinary Injection Pilot Injection Injection rate Large primary combustion (NOx, noise) Small primary combustion Heat release rate -20 TDC 20 40 Crankshaft position (deg) -20 TDC 20 40 Crankshaft position (deg) QD1170

33 8. Diagnostic Trouble Codes (DTC) 8.1. About the Codes shown in the table The "SAE" diagnostic trouble code indicates the code that is output through the use of the STT (WDS). (SAE: Society of Automotive Engineers) 8.2. Diagnostic Trouble Codes Table Diagnostic Trouble Code Light ON Item SAE mode P0200 Injector or EDU failure P0300 Injector failure P0093 Fuel leakage failure P1190 Injector adjustment resistor open or short circuit P0091 Suction control valve +B short or coil layer short P0092 Suction control valve ground short P0193 Common rail pressure signal - stuck Hi failure P0192 Common rail pressure signal - stuck Lo failure P0191 Common rail pressure signal - no voltage change failure P0182 Fuel temperature signal - stuck Lo failure P0183 Fuel temperature signal - stuck Hi failure P0117 Coolant temperature signal - stuck Lo failure P0118 Coolant temperature signal - stuck Hi failure P0097 Intake air temperature 1 signal - stuck Lo failure P0098 Intake air temperature 1 signal - stuck Hi failure P0112 Intake air temperature 2 signal - stuck Lo failure P0113 Intake air temperature 2 signal - stuck Hi failure P0107 Intake air pressure signal - stuck Lo failure P0108 Intake air pressure signal - stuck Hi failure P0122/0222 Accelerator signal - Lo voltage failure P0123/0223 Accelerator signal - Hi voltage failure P0221 Accelerator signal - non-conforming output failure P0121 Accelerator output signal - intermediate potential P0102 Airflow signal - stuck Lo failure P0103 Airflow signal - stuck Hi failure P2228 Atmospheric pressure signal - stuck Lo failure P2229 Atmospheric pressure signal - stuck Hi failure P0337 Engine speed signal - no pulse input P0336 Engine speed signal - unmatched pulse count P0016 Engine speed signal - G signal phase deviation P0342 G signal - no pulse input P0341 G signal - unmatched pulse count

34 Diagnostic Trouble Code Light ON Item SAE mode P0512 Starter switch failure P0510 Idle switch failure P0850 Neutral switch failure P0380 Glowplug relay failure P0500 Vehicle speed failure Engine ECU failure (main CPU) P0606 Engine ECU failure (surveillance IC) P0606 Engine ECU failure (A/D converter) P0504 Cruise system failure (brake switch) P0564 Cruise system failure (command switch)

35 8.3. Diagnostic Trouble Code Details DTC Number SAE P0200 P0300 Diagnosis Item [Terminal Code] Injector or EDU failure [INJA, INJB, INJC, INJD, INJF] Injector failure [INJA, INJB, INJC, INJD, INJF] P0093 Fuel leakage failure P1190 P0091 P0092 P0193 P0192 Injector adjustment resistor open or short circuit [RINJA, RINJB, RINJC, RINJD] Suction control valve ground short or coil rare short [SCTNC, SCTN1] Suction control valve +B short [SCTNC, SCTN1] Common rail pressure signal - stuck Hi failure [PFR] Common rail pressure signal - stuck Lo failure [PFR] Description of Diagnosis 1: Diagnosis condition 2: Failure state 2: Abnormal EDU injection failure signal in relation to ECU injection signal, FCCB speed fluctuation 2: Injector not injecting 2: Excessive common rail pressure drop 2: Correction circuit open or short circuit 2: SCTN system circuit +B short or coil internal short 2: SCTN system circuit short 2: PFR system circuit open circuit 2: PFR system circuit open circuit Light ON Memory Main Malfunction Symptom Inspection Area connector (injector signal Engine ECU EDU Injector connector (injector signal Injector Engine ECU EDU Fuel line between pump and common rail Fuel line between common rail and injector Common rail pressure Pressure limiter, etc. connector (correction Engine ECU connector (SCTN signal Suction control valve connector (SCTN signal Suction control valve connector (PFR signal Common rail pressure connector (PFR signal Common rail pressure

36 DTC Number SAE P0191 P0182 P0183 P0117 P0118 P0097 P0098 P0112 P0113 Diagnosis Item [Terminal Code] Common rail pressure signal - intermediate potential failure or no signal change [PFR] Fuel temperature signal - stuck Lo failure [THF] Fuel temperature signal - stuck Hi failure [THF] Water temperature signal - stuck Lo failure [THW] Water temperature signal - stuck Hi failure [THW] Intake air temperature 1 signal - stuck Lo failure [THA1] Intake air temperature 1 signal - stuck Hi failure [THA1] Intake air temperature 1 signal - stuck Lo failure [THA2] Intake air temperature 1 signal - stuck Hi failure [THA2] Description of Diagnosis 1: Diagnosis condition 2: Failure state 2: PFR system circuit intermediate potential short circuit 2: THF system circuit short circuit 2: THF system circuit open circuit 2: THW system circuit short circuit 2: THW system circuit open circuit 2: THA system circuit short circuit 2: THA system circuit open circuit 2: THA system circuit short circuit 2: THA system circuit open circuit Light ON Memory Main Malfunction Symptom Cold starting Drivability Cold starting Drivability Inspection Area connector (PFR signal Common rail pressure connector (THF signal Fuel temperature connector (THF signal Fuel temperature connector (THW signal Water temperature connector (THW signal Water temperature connector (THA signal Intake air temperature 1 connector (THA signal Intake air temperature 1 connector (THA signal Intake air temperature 2 connector (THA signal Intake air temperature 2

37 DTC Number SAE P0107 P0108 Diagnosis Item [Terminal Code] Intake air pressure signal - stuck Lo failure [PIM] Intake air pressure signal - stuck Hi failure PIM] Description of Diagnosis 1: Diagnosis condition 2: Failure state 2: PIM system circuit short circuit 2: PIM system circuit open circuit Light ON Memory Main Malfunction Symptom Inspection Area connector (PIM signal Intake air pressure connector (PIM signal Intake air pressure P0122 / P0222 Accelerator signal - Lo voltage failure [TVO1, TVO2] 2: TVO system circuit short circuit connector (TVO signal Accelerator P0123 / P0223 Accelerator signal - Hi voltage failure [TVO1, TVO2] 2: TVO system circuit open circuit connector (TVO signal Accelerator P0221 P0121 P0102 P0103 P2228 P2229 Accelerator signal - non-conforming output failure [TVO1, TVO2] Accelerator signal - intermediate potential failure [TVO1, TVO2] Airflow signal - stuck Lo failure [AFS] Airflow signal - stuck Hi failure [AFS] Atmospheric pressure signal - stuck Lo failure Atmospheric pressure signal - stuck Hi failure 2: Accelerator output failure 2: TVO system circuit - intermediate potential and short circuit 2: AF system circuit short circuit 2: AF system circuit open circuit 2: ECU internal atmospheric pressure failure 2: ECU internal atmospheric pressure failure Exhaust gas Exhaust gas connector (TVO signal Accelerator connector (TVO signal Accelerator connector (AFS signal Airflow connector (AFS signal Airflow ECU check (atmospheric pressure ) ECU check (atmospheric pressure )

38 DTC Number SAE P0337 / P0036 / P0016 P0342 / P0341 P0512 P0510 P0850 P0380 P0500 P0606 P0606 Diagnosis Item [Terminal Code] Engine speed signal failure [NE+, NE-] G signal failure [G+, G-] Starter switch failure [STA] Idle switch failure [PDL] Neutral switch failure [N-SW] Glowplug relay failure [G-LA] Vehicle speed failure [VSP] Engine ECU failure (Main CPU) Engine ECU failure (Surveillance IC) Engine ECU failure (A/D converter) Description of Diagnosis 1: Diagnosis condition 2: Failure state 1: Engine speed 500 rpm minimum 2: Abnormal engine speed signal input 1: Engine speed 615 rpm minimum 2: No G signal input 1: During cranking 2: No G signal input or extra input 2: Starter switch circuit open or short circuit 2: Idle switch circuit open or short circuit 2: Neutral switch circuit open or short circuit 2: Glowplug relay circuit open or short circuit 2: Vehicle speed circuit open or short circuit 1: Battery voltage normal 2: Engine ECU internal CPU failure 1: Battery voltage normal 2: Engine ECU internal IC failure 1: Battery voltage normal 2: Engine ECU internal A/D converter failure Light ON Memory Main Malfunction Symptom Engine stalling, unable to restart Unstable idle speed Long starting time at low temperatures Inspection Area connector (Engine speed signal Engine speed connector (G signal G connector (G signal G connector (STA signal Starter switch connector (PDL signal Idle switch Accelerator and wiring harness connector (N-SW signal Neutral switch connector (G-LA signal Glowplug relay connector (VSP signal Vehicle speed Engine ECU Engine ECU Engine ECU

39 DTC Number SAE Diagnosis Item [Terminal Code] Description of Diagnosis 1: Diagnosis condition 2: Failure state Light ON Memory Main Malfunction Symptom Inspection Area P0504 P0564 Cruise system failure (Brake switch) Cruise system failure (Command switch) 2: Brake switch circuit open or short circuit 2: Command switch circuit open or short circuit Cruise control Cruise control connector (N-SW signal Neutral switch connector (N-SW signal Neutral switch

40 9. External Wiring Diagram 9.1. ECU External Wiring Diagram (Model Name: MPV, Engine Model: RF) Main relay EDU Crankshaft position Suction control valve (2.2Ω) Cylinder identification Warning light 3.4W (12V) IG1 Other unit ST IG2 IG1 Battery BATT +B Clutch switch Pedal switch M Air coditioner switch Neutral start switch Press switch SOL-VENT (EGR) MIN 30Ω SOL-VAC (EGR) MIN 30Ω Glow plug 3.4W (12V) QD0022

41 Glowplug relay Intake air temperature 2 Intake air temperature 1 Fuel temperature Water temperature Injector A adjustment resistor Injector B adjustment resistor Injector C adjustment resistor Injector D adjustment resistor Air flow Common rail pressure Intake air pressure Accel Main relay Electric fan controller Meter unit Immobilizer unit QD0023

42 9.2. ECU External Wiring Diagram (Model Name: MAZDA 6, Engine Mdel: RF, 725-EZA/ RF, 725-EZB) Theft deterrent system indiator Crankshaft position Cylinder identification Cluth swith Pedal swith Brake swith 2 Neutral swith Battery Brake swith QD0810

43 Glowplug relay Intake air temperature 2 Intake air temperature 1 Fuel temperature Water temperature Injector A adjustment resistor Injector B adjustment resistor Injector C adjustment resistor Injector D adjustment resistor Air flow Common rail pressure Intake air pressure Accel Main relay Immobilizer transceiver Starter permission relay QD0881