1KD Diesel Engine

1 Diesel exhaust gas

2 Common rail system
Supply pump, Common rail，Injector，
EDU (Electronic Driver Unit), ECU Control
3 Turbo charger, EGR
Diesel exhaust gas
NOx, HC, CO from Engine are less than one from gasoline engine. Especially
HC and CO amount is small enough not to need after catalytic process.
But PM (Particulate Matter) amount is big and this is the problem.

3000 12 60
NOx NOx & PM tradeoff
CO
Gasoline w/o catalytic
Burning temp. low
NOx，HC（ppm）

HC
2000 8 40

Smoke（%）

PM（g/km）
HC
CO（%）

Smoke Regulation
Diesel
Burning temp. high
1000 4 20

NOx CO

0 0 0
1 2 3 4 5
Excess air ratio ( λ) NOx
Rich Lean
（g/km）
Stoichimetry
（λ=1）
 PM (Particulate Matter)

PM composition
SOF (Soluble Organic Fraction) ：
Unburned Material made from fuel, oil in
engine oil power stroke.
Insoluble From Soluble with an organic solvent.
organic oil
fraction Reduction：Fuel consumption
Unburned improvement （Low HC）、Oil
Soot engine oil consumption improvement
SOF
From Sulfate：
fuel Sulfate Unburn Sulfur in the fuel becomes oxidation
ed fuel and absorbs water vapor in exhaust gas.

Reduction：Sulfur ratio reduction

in the fuel
PM is not chemical compound like HC, NOx which is defined in chemical.
When putting particulate filter after tunnel connecting to exhaust pipe, Soot and SOF are
trapped and these are PM. Soot is black carbon which can be reduced by well burning
provided by the common rail system. SOF is reduced by sulfur reduction in the fuel and
Diesel Oxidation Catalyst (DOC).
 Common rail system configuration

Injector top

Well burn sample chart

Injection pump

Pin = 40Mpa
Common rail type
PM
weight
(g/hr)

NOx density
High pressure injection is
Atomized particle is burned well. effective to reduce PM.
Common rail levels
Injection pressure Injection interval Fuel amount Clearance

Ear pick

Min. interval
Injection ratio

Less than 0.1ms Hair

Max running

Time
80±2ｍｍ３
5times / 5ms

Lift an elephant 5 injections in Volume like Mechanical clearance

on your finger 1/20 of a blink ear wax is 1/25 to 80 of hair
diameter
160MPa 1time / 1ms ～ 80±2ｍｍ３ １～３μｍ
（Conventional：40MPa）
 Conceptual diagrams of convention and common rail system

Injection pump
Conventional Instantane
ous high
Injection system pressure
Timer Nozzle
Governor

Electronic control

Common rail
Injection system Pressure sensor
Common rail Solenoid valve
High pressure at all times Injector
Supply pump
 Comparison of injection pressure

Solenoid valve adjustment

Common rail （Regulate pressure）

-High pressure
from low rpm
- Adjustable to
Injection pressure

desired curve

Conventional system
(mechanical valve adjustment)

Idle Engine rpm

 Fuel diagram outline
Engine ECU
High-response solenoid valve control pulse
Other
information
Common rail

Accelerator Leakage
pedal angle pipe
sensor Common rail pressure sensor
Injector

Fuel over flow

Timing shaft

Engine Cylinder
speed Identification
sensor sensor
Fuel tank Fuel filter
 Injection control outline

High High
Pressure Pressure
fuel fuel

Supply pump Common rail Injector

Electric signal Electric signal

ECU
※ECU・・・Engine Control Unit
 Supply pump

Fuel outlet Delivery valve

(to return pipe)

Fuel inlet

SCV
(suction control valve)

Fuel temperature sensor

Is attached too. (not show)
 Supply pump Fuel flow

Check valves
Suction valve
Plunger
To common rail

Return
SCV
Regulating
valve

Feed pump
Cam shaft

Filter
Fuel tank
Intake

Fuel filter (with priming pump)

 SCV and Fuel Flow

Plunger SCV opening

clearance
Feed pump

Regulating
valve

SCV

SCV changes the opening clearance to control fuel flow volume to keep the
common rail pressure as ECU requires.
When acceleration, more fuel volume needed. ECU orders supply pump open
wider to increase common rail pressure.
 Structure and operation of pressure-feed part

Plunger
Ring cam Check ball
Spring
Cam shaft Holder

Plunger
Eccentric cam Plunger

Plunger Similar cut sample

Cam
shaft
center
 SCV slightly opens
Fuel volume

Plunger stroke

SCV A B C

Almost
vaporized
A B C

A：Plunger TDC B：Plunger BDC C：Start compression

 SCV widely opens

Plunger stroke

A B C

SCV

Almost
Liquid state
A B C
 Common rail

Similar cut sample

 Injector construction

Similar cut
Solenoid
sample
valve
BCR ID code
Leakage Command
pipe room

Injector
Command
Holder piston

Nozzle
needle
 Injector operation

Fuel in upper chamber pushes Solenoid activates, releases upper

piston down and shut the opening. chamber’s pressure and piston rises.
 EDU (Injector Electronic Driver Unit)

EDU

Approx. 85V (com) Constant

current circuit Charging
circuit
Injector High voltage
generation circuit
INJ#1 (1st cylinder) IJt4

INJ#3 (3rd cylinder)

Control
INJ#4 (4th cylinder) ECU
circuit
IJf
INJ#2 (2nd cylinder)
 Multiple injection

NOX and combustion PM is reduced

noise are reduced by activation
by improvement of diffuse
of ignition delay combustion

Pilot1 Pilot2 Main After1 After2

(Pre) (Post)

PM and
combustion noise are
reduced by 2 times Activation of
combustion catalyser

0.4ms

Quick response
 Injection correction
±1.5%
injection volume
Maximum

1 2 3 4 1 2 3 4
Injector Injector

(Example) This correction value is a measurement of

6205 000D each injector.
D000 D500
DB50 DF00 This correction value must be input into
0000 00B7 engine ECU by the engine tool.
The highest combustion can be maintained by
doing so.
Electrical component
location (sensors)
Engine sensors and actuators
Engine control system diagram
Control image (Fuel volume)

Pedal angle

Fuel
volume

E/G rpm
Pedal
angle Base fuel Volume Injector
volume Small after activation
volume correcti time
E/G rpm select on calculation
Max fuel volume

-Cylinder variation
Compensation
-common rail pressure
Max. -Intake pressure
Fuel
volume -Intake air temp. CF. injection volume
-Coolant temp. low
-Ambient pressure :Increase for warm up
E/G rpm
-Intake air temp. high
-Ambient temp.
:Limit max for smoke
-Coolant temp. -Coolant temp. high (OH )
: Decrease for destroy
 Control image (Injection timing)

Base injection timing

Pilot interval
Pilot Base
CF. basic injection timing
interval Injection E/G rpm E/G rpm -Intake air temp. high
timing
:Delay for noise
1 Injection timing image TDC
Pilot injection -Intake air pressure high
: Delay for destroy
NE pulse
Main injection -Coolant temp. low
INJ pulse :Advance for warm up

Nozzle
needle lift Pilot injection time Main injection time -Drive voltage

Pilot interval -Intake air pressure

2 Calculation -Intake air temp.
Time Main injection time -Ambient pressure
E/G rpm Base after
Injection correcti -Coolant temp.
Fuel on
timing Pilot injection time
volume
Control image (Common rail pressure)

100MPa 150MPa Compensation

-Intake air temp.

Pedal angle

-Intake air pressure

50MPa + -Coolant temp.
-Fuel temp.
-Rail pressure
E/G rpm

CF.
-Intake air temp. high :Decrease for noise
-Intake air pressure high: Decrease for destroy
-Coolant temp. high :Decrease for noise
-Fuel temp. :Limit the max. for exact volume
Control image (Multiple injection)

Single Pre & Main

Injection Injection

Moderate burn
(silent)
Big burn
(heat and
Heat noise)
generation

Crank angle (deg) Crank angle (deg)

Heat generates NOx too.

 Multiple injection

NOX and combustion PM is reduced

noise are reduced by activation
by improvement of diffuse
of ignition delay combustion

Pilot1 Pilot2 Main After1 After2

PM and (Pre) (Post)

Activation of
combustion noise are catalytic
reduced by 2 times
combustion
1KD Pilot1 Pilot2 Main After1 After2

Before
warm
up
After
warm
up
VN Turbo
(Variable nozzle) Unison
ring

DC Motor

Rod

Open

Close

Link
VN vane

Note) Turbo is an assembly change part.

Do not disassemble or change parts at shop.
VN Turbo (Variable nozzle)
DC motor
Ex gas
Unison ring
VN flow
Arm

Nozzle closes at
slow speed
Rod

Nozzle Fulcrum
arm

Nozzle opens at
mid. fast speed
 Turbo capacity image

Turbo rotation (rpm)

Pressure ratio (P3/P0)

Fast

Fast

Engine rotation (rpm)

Turbo rotation (rpm)

Effective above 50,000rpm VN effects from idle rpm

VN Turbo
(Variable nozzle)
Vane Vane
close side open side

VN
vane

Close
VN close ratio (%)

Big

Ex gas flow ratio (Q4)

VN Turbo (Variable nozzle)
DC motor (Angle sensor)
Water
jacket

Turbine
wheel

Compressor
wheel
Variable Turbine
vane shaft
(Oil lubrication)

Water Cooled & Oil lubrication

 Intercooler

Cooled air filling in

Cooled air with high density to cylinder the cylinder increases
more combustion
High temperature efficiency..
Intake air has less air
density resulting
worse charging
efficiency. Thus the air
is cooled through
intercooler. Engine

Intercooler
Radiator Intake
air Turbo charger
compresses the air
and the air
High temperature air Turbo charger temperature rises.
EGR purpose

Exhaust Gas Recirculation (EGR) system helps reduce and controls

Nitrogen Oxide (NOx) formation due
to a reduction of the temperature in the engine combustion, which is
accomplished by the recirculation of
an amount of inert exhaust gas into the intake manifold.

Control image (EGR valve )

EGR is always operated except

some special modes. (start, over
Fuel
heat, etc.)
volume
1KD uses max. about 40%
volume of intake air.

E/G rpm
 EGR cooler and EGR valve
Coolant
flow

EGR valve : DC motor moves butterfly valve with position sensor

 Cylinder head features

EGR pass to
EGR cooler

NO1 Exhaust port

EGR pass from 2 stage coolant pass

exhaust port
NO1 intake port Sec. A-A
Oil pass

Main oil hole

Oil filter
Check
valve
No1 crank No2-5 crank Turbo Balanc Balanc
e shaft e shaft Orifice
Element journal journal charg 1 2
er journal journal
Con-rod
large end Oil jet Cam
shaft
Relief valve No1 No2
Oil cooler
gear gear
thrust thrust
washer washer

Oil pump Piston

Idle cooling
Gear Vacuum
gear channel
oil jet pump
shaft

Oil strainer
Idle
gear

Oil pan
Pump, oil cooler,
oil filter

Crank shaft
Pump
Turbo, cam shaft, To
turbo
engine block
lubrication
To cam
shaft

To journal

From
Oil filter
Main hole
Turbo inside lubrication pass

Shaft
journal

Return to E/G

Note: Turbo must not be disassembled

Coolant path

EGR cooler

Cylinder head
Water outlet Power
heater

Turbo charger (Cold

distric
Cylinder block t OPT)
Radiator

Oil cooler
Water
pump
Thermostat Heater

Warm (Open)

Water
inlet
Coolant path

Turbo charger EGR cooler EGR valve

Thermostat (LH)

Oil cooler
Coolant path
To cylinder head

Thermostat

Water pump

Oil cooler

Return to E/G
Gear and Belt drive
Timing belt replace is
necessary every 4,000 Hr.
Drive gear (Intake)
(Engine hood detachment Driven gear (Exhaust)
necessary)
Camshaft Valve lifter
timing pulley

Supply pump
gear
Timing belt

Oil pump
Timing belt gear
Idler pulley

Auto
tensioner

Pump drive Crank shaft Idle gear

Auto
tensioner shaft pulley timing gear
Ne and Camshaft sensors

Crank
position
sensor Cam shaft
sensor
Ne and Camshaft sensors

detection range
+ no signal
= No4 cylinder
No1 No4
cylinder cylinder
G
signal
NE
signal

Detection range Detection range

TDC
Crank
Angle
Air flow meter
The intake air flow meter uses a platinum filament heater, temperature sensor and
built-in control circuit in the housing. When the heater in the housing is cooled by
passing of intake air, the change in temperature is detected by the temperature
sensor. The heater and temperature sensor form a bridge circuit. The control
operation of power transistor to keep the heater at the predetermined temperature is
used as output voltage, and the voltage is output after converting it into frequency by
circuit. The frequency varies within the range of approx. 250 to 11000 Hz depending
on air flow. The engine control computer calculates the intake air flow based on this
frequency value.
The intake air flow meter is not influenced much by the resistance of wire harness
and thus the variation in output is small.
Diesel Oxidation Catalyst (DOC)

Diesel Oxidation Catalyst (DOC) is used as an exhaust after treatment device.

The DOC doesn't require maintenance for 8000 hours.
The DOC produces oxidation of Soluble Organic Fraction (SOF) and reduces
Particulate Matter (PM).
The SOF consists of unburned fuel and lubrication oil.
Carbon monoxide (CO) and carbon hydride (HC) are also oxidized by the DOC.
CAUTION
Do not touch the DOC and the heat insulator while and after the engine running.
The DOC reaches a high temperature in a chemical reaction.
It is covered with a heat insulator.
 Carrier

-HC, CO are oxidized to CO2, H2O.

HC + O2 → H2O + CO2
2CO2 +O2 → 2CO2
-SOF of PM is oxidized to CO2, H2O and reduce PM amount.
PCV (Positive Crankcase Ventilation)

Blow by gas with a lot of HC is sucked to

the turbo and burned resulting low emission.
Blow by gas pass is in the top cover and is
like maze to be cooled, formed drops to
reduce taken out amount.
Service points

-Timing belt position

-Timing belt replacement at 4,000Hr

-Fuel quality and Filter maintenance

-Piping, leakage

-Not disassemble main parts

(high pressure)
supply pump, common rail
(fast speed)
turbo charger