Land Rover Common Rail System Crs Denso Manual
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Operation Section1–86 8.4 Throttle Body Function Inspection < CAUTION > • Be sure to inspect the function of the throttle body after it has been disassembled and reassembled, or after any of its components have been removed and reinstalled. • Verifying Throttle Motor: Verify that the motor generates an operating sound when the ignition switch is turned ON. Also, verify that there is no interference sound. (1) Erasing DTCs 1)Connect the DST-1 to the DLC3 connector. 2)Operate in accordance with the instructions shown on the screen to display the DTC check screen. Select Erase DTCs to erase the DTCs. (2) Inspection • Start the engine and make sure the MIL (Malfunction Indicator Light) does not illuminate and the engine speed is with- in standards when the air conditioner is turned ON and OFF after the engine has warmed up. < CAUTION > Make sure no electrical load is applied. (3) Final Inspection • After inspecting the throttle body function, drive test the vehicle to confirm that operation is normal. 16 15 14 13 12 11 10 9 87654321DLC3 Q000914 Q000916E This will erase the DTC and freeze frame data. Do you wish to proceed?DTC (ECD Erasure) NG : - OK : +
Operation Section1–87 9. END OF VOLUME MATERIALS 9.1 Particulate Matter (PM) zAt high concentration levels, this substance is known to affect the respiratory system. It consists of soluble organic mat- ter such as unburned oil, unburned diesel fuel, and other soluble organic matter in the exhaust gases, and insoluble organic matter such as soot (black smoke) and sulfuric acid gas. 9.2 Common Rail Type Fuel Injection System Development History And The World’s Manufacturers zThe conventional injection pump faced certain issues such as injection pressure that depended on engine speed, and limits on the maximum fuel pressure. Other types of injection control such as pilot injection also faced some difficulties. Addressing these issues in a revolutionary manner, DENSO led the world by introducing a commercial application of the common rail fuel injection system. zTwo types of common rail fuel injection systems are in use today. One is the common rail system that pressurizes the fuel and injects it directly into the cylinders. DENSO was the first in the world to introduce a commercial application of this system. This system, which is undergoing further development, has been adopted in passenger car applications. Other companies, such as R. Bosch, Siemens, and Delphi also offer their commercial versions of this system today. The other system is the Hydraulic Electric Unit Injection (HEUI) system, which was developed by Caterpillar in the United States. This system uses pressurized engine oil to pressurize the fuel by actuating the piston of the nozzle (injector) through which the pressurized fuel is injected.
Operation Section1–88 9.3 Higher Injection Pressure, Optimized Injection Rates, Higher Injection Timing Control Precision, Higher Injection Quantity Control Precision (1) Higher Injection Pressure • The fuel that is injected from the nozzle turns into finer particles as the fuel injection pressure increases. This improves combustion and reduces the amount of smoke contained in the exhaust gases. Initially, the maximum injection pres- sure of the in-line pump (A type) and the distributor pump (VE type) was 60 MPa. Due to advancement in high-pres- sure applications, there are some recently developed fuel injection systems that inject fuel at a pressure of 100 MPa or higher. The second-generation common rail system injects fuel at an extremely high pressure of 180 MPa. (2) Optimized Injection Rates • The injection rate is the ratio of the changes in the fuel quantity that is injected successively from the nozzle within a given unit of time. Q000920E 50 Common Rail Series 100 150 200185 145 120 120 ECD V Series Mechanical Pump Injection Pressure ( MPa) A Type Pump Distributor Type Pump NB Type Pump ECD V4 Pump HP0Pump HP2Pump HP3,4Pump ECD V3 Pump (1st Generation) (2nd Generation) 1 MPa is approximately 10.2kgf/cm2 t Injection RateHigh Injection Rate Injection Quantity Q000921E
Operation Section1–89 • As the injection pressure increases, the injection rate increases accordingly. The increase in injection rate leads to an increase in the volume of the air-fuel mixture that is created between the start of injection until ignition (the ignition lag period). Because this mixture is subsequently combusted at once, it creates noise (diesel knock) and NOx. For this reason, it is necessary to appropriately control the injection rate by maintaining a low injection rate at the beginning of injection and supplying a sufficient quantity after the ignition. To meet this need, two-spring nozzles have been adopted and a pilot injection system has recently been developed. (3) Higher Injection Timing Control Precision • Reducing exhaust gas emissions and fuel consumption and optimizing the injection timing are important. It is ex- tremely difficult to achieve the desired exhaust emission reduction levels through methods that adjust the injection timing according to speed (or centrifugal force), such as the conventional mechanical timer. For this reason, electron- ically controlled systems have been adopted to freely and precisely control the injection timing in accordance with the engine characteristics. (4) Higher Injection Quantity Control Precision • Power output adjustment in a diesel engine is accomplished by regulating the fuel injection quantity. Poor injection quantity control precision leads to increased exhaust gas emissions, noise, and poor fuel economy. For this reason, electronically controlled systems have been developed to ensure high precision injection quantity control. 2-Spring Nozzle Injection RateCommon Rail System Injection Rate Control Injection Quantity Injection Quantity Pilot Injection Q000922E Electronic Control Type Mechanical Timer Engine Speed Engine Speed Injection QuantityInjection QuantityAdvance Angle Advance Angle Q000923E
Operation Section1–90 9.4 Image Of Combustion Chamber Interior zWith conventional injection methods, because an excessive quantity of fuel was injected in the initial period, the explo- sion pressure rose excessively, leading to the generation of noise such as engine knocking sounds. To improve this condition through pilot injection, initially only the necessary and adequate quantity of fuel is injected. At the same time, the combustion chamber temperature is raised, and main injection combustion is assisted while working to prevent noise and vibration. Conventional InjectionPilot Injection Q000924E
Repair Section2–91 1. DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METH- ODS (BASIC KNOWLEDGE) 1.1 Combustion State and Malfunction Cause zDepending on the state of combustion in a diesel engine, diesel knock as well as the color of the exhaust gas may change. Subsequently, the cause of engine malfunctions can be ascertained from changes in diesel knock and exhaust gas color. (1) Diesel Knock • When fuel mixed with air during the ignition lag period (from the time injection begins until the fuel is ignited) reaches ignition temperature, the mixture is combusted in one burst. The pressure in the combustion chamber at this time rises as the quantity of the air-fuel mixture increases. If a large amount of air-fuel mixture is created during the ignition lag period, the pressure in the combustion chamber will rise rapidly. The pressure waves resulting from fuel ignition vi- brate the cylinder walls and engine components, which generates noise. The generated noise is called knocking. To some extent, knocking is unavoidable in engines that use a self-ignition system. Cause of Diesel Knocking 1 Early Injection TimingA large quantity of air-fuel mixture is created prior to ignition, or the cetane value is high. 2 Cold Engine Ignition occurs late without an increase in temperature. 3 Intake air temperature is low. 4 Poor Engine Compression 5 Poor Fuel Combustibility Ignition occurs late (low cetane value.) Q002310E Knocking Sound Black SmokeWhite Smoke Q002311E Cylinder Internal PressureCrankshaft Angle T.D.C. Start of InjectionIgnition Pressure Increase
Repair Section2–92 (2) White Smoke White smoke: Uncombusted fuel that has been vaporized and then discharged. • White smoke is generated when combustion occurs at a relatively low temperature, resulting in the exhaust of un- combusted fuel and oil particles. White smoke is most likely to be generated when combustion chamber temperature is low. Source of White Smoke (3) Black Smoke Black smoke: Fuel that has been baked into soot and discharged. • Black smoke is often referred to as just smoke. Black smoke is generated when the injected fuel is poor in oxygen. As the fuel is exposed to high temperatures, thermal breakdown occurs, leaving carbon behind. Black smoke occurs when the injected fuel quantity is too large, or when the air-fuel mixture is rich due to an insufficient quantity of air. Source of Black Smoke 1.2 Troubleshooting Troubleshooting cautions zObserve the following cautions to avoid decreased engine performance and fuel injector malfunctions. • Use the designated fuel. • Avoid water and foreign material intrusion into the fuel tank. • Periodically check and clean the filter. • Do not unnecessarily disassemble sealed components. Troubleshooting notes zThe cause of malfunctions is not necessarily limited to the pump itself, but may also be related to the engine and/or fuel systems. Further, the majority of malfunctions are the result of user error, and often can often be resolved through simple checks and maintenance. Avoid any hasty removal of system components. Basic Check Items1 Late Injection Timing Fuel is injected when the piston is in the down stroke. 2 Cold Engine Ignition occurs late and combustion is prolonged. 3 Poor Fuel Combustibility 4 Rise and Fall of Oil Pressure Oil undergoes partial thermal breakdown. 1 Large Fuel Injection Quantity Air-fuel mixture becomes rich. 2 Low Intake Air Quantity Air quantity is insufficient due to air filter clogging. 3 Poor Fuel Atomization The ratio of fuel to air worsens. 4 Retarded Fuel Injection Timing Air-fuel mixing time is insufficient. 1 Engine Oil 7 Fuel Supply to the Pump 2 Coolant 8 Injector Injection Status 3 Fan Belt 9 Supply Pump Timing Mark 4 Air Cleaner 10Check for Loose or Disconnected Connectors, and Modifications 5 Battery and Terminals 11 Idle Speed Status 6 Fuel System Leaks
Repair Section2–93 2. DIAGNOSIS OVERVIEW 2.1 Diagnostic Work Flow Diagnostic Procedures 1 Receive malfunctioning vehicle 2 Question the user to verify the nature of the malfunction. 3 Does the malfunction reoccur? Refer to Actions for Non-Reoccurring Malfunc- tions. 4 Verify the malfunction symptom at the actual vehicle. 5 Use the DST-2 to check for any DTCs. Proceed with diagnostics while referencing the DTC chart in the repair manual for the appropri- ate vehicle. 6 Use the DST-2 Data Monitor function to per- form checks while monitoring each input and output signal.Proceed with diagnostics while referencing the repair manual for the appropriate vehicle. 7 Use the DST-2 active test function to operate each output device with the ignition switch in the ON position. Check for any abnormalities in either the electrical circuits or the output devices.Proceed with diagnostics while referencing the repair manual for the appropriate vehicle. 8 Was the malfunction cleared? Return to step 3.
Repair Section2–94 2.2 Inquiries zUse the Common Rail System (CRS) troubleshooting questionnaire to consult with the customer and adequately grasp the malfunction symptoms. < NOTE > Do not ask random questions. Rather, ask questions that will aid in narrowing down the possible malfunctioning system while making educated guesses based on the actual symptoms. Questioning points zUse the following questions as a basis to fully grasp the malfunction. • What?: Malfunction symptoms • When?: Date, time, frequency of occurrence • Where?: Road conditions • Under what conditions?: Driving conditions, engine operating conditions, weather • How?: Impression of how the symptoms occurred. CRS troubleshooting questionnaire zWhen the vehicle is received at the service center, it is necessary to verify the malfunction symptoms and the gener- ated malfunction data with the customer. Consult with the customer using the CRS troubleshooting questionnaire. The troubleshooting questionnaire is necessary for the following reasons. Reasons • There are cases when the malfunction symptoms cannot be reproduced at the service center. • The customers complaint is not always limited to the malfunction. • If the person performing repairs is not working from the correct malfunction symptoms, man-hours will be wasted. • The questionnaire can aid the service center in diagnosing, repairing and verifying repair work. Q002315E Questioning Results Inspection Results
Repair Section2–95 (1) Questionnaire Q002316E CRS Troubleshooting Questionnaire Vehicle Model Previous Vehicles Driven: Other Customer Information Indications from the Customer Questioning Results System ConditionsDriving ConditionsRoad Surface OtherFrequency of Occurrence MIL Illumination No / Yes ( ) Main Area and Purpose of Use Receiving Date Date Registered Occurrence DateService History No / Yes ( times) Registration No. Odometer Reading Frame No. Occurrence Speed ( ) km/hr Shift Position ( ) Range At Start-Up Directly after Start-Up Up to ( ) Minutes after Start Up to ( ) Minutes into Driving When Cold When Warm During Operation Other ( ) During Take-Off While Cruising When Accelerating When Decelerating When Braking When Turning When Stopped No Relationship Other ( ) Flat Uphill Downhill Dry, Sealed road Wet, Sealed Road Unsealed Road or Rough Road Surface Snow-Covered or Icy Road Potholes, Manholes, etc. Other ( ) Accelerator Opening ( ) % Outside Air Temperature ( ) C Weather ( ) Normal Only Once Occasionally ( ) Times per Day ( ) Times per Week ( ) Times per Month Reoccurrence ConditionsOccurs Regularly Occurs OccasionallyContinues to Appear After One OccurrenceDoes Not Reoccur Malfunction Details: Time of occurrence, place and driving conditions during reoccurrence.Fuel Pressure when Engine is Stopped 1 Minute after Turning Engine OFF DTC Normal Abnormal DTC (All Codes) IlluminatedNo Yes DTC Check Inspection Results Additional Items o