Until the year 2000, DENSO electronic controlled

'80 '90 2000

injection pump systems were installed in vehicles
in accordance with exhaust volume. Specifically, ECD-V3 ECD-V3(ROM)
∗('85) ∗('97)
these systems include the ECD-V3 and V5 series ECD-V5
for passenger vehicles and RV’s, the ECD-V4 ECD ∗('98)
series for small trucks, and the CRS with HP0 Pump ECD-V4
pump for large trucks. ∗('98)
This time the HP2 pump described below acted
as the forerunner to the common rail system in
passenger vehicles and RV’s, replacing the Common Rail System
ECD-V3 series. with HP0 Type Supply Pump
(for Trucks)
Common ∗('95) Common Rail System
Rail with HP2 Type Supply Pump
(for Passenger Vehicles)
European ∗('99) ∗ Domestic ('00)
Passenger Vehicles Passenger Vehicles

1 HP2 Type Supply Pump Construction and Features

The supply pump is primarily composed of the pumping mechanism (inner cam, roller, two plungers)
system, the SCV (suction control valve), fuel temperature sensor, and the feed pump (vane type), and is
actuated with a half engine rotation.

The pumping mechanism consists of an inner cam and a plunger, and forms a tandem configuration in which two
systems are arranged axially (see the diagram on the next page). This makes the supply pump compact and reduces
the peak torque. The quantity of fuel discharged to the rail is controlled by the SCV (suction control valve) which
controls the fuel suction quantity. This eliminates the excess pumping operations and reduces the actuation load.

Fuel Temperature Sensor Fuel Suction (From Fuel Tank)

Overflow
SCV
(Suction Control Valve)

Delivery Valve Regulating Valve

Plunger
Roller
Check Valve Inner Cam Feed Pump

Cut Sample External View

9 SERVICE TECH Vol.476 05-2

 2 Supply Pump Actuating Torque
Because the pumping mechanism is a tandem configuration, its peak actuating torque is one-half that of a
single pump with the same discharge capacity. By just reducing the peak torque (See arrow A of the diagram
below), the load on the engine is also reduced.

Single Type Tandem Type (HP2 Type)

Roller Inner Cam Pump

Plunger Pump Plunger 2 Plunger 1

Construction

Feed

Feed

Torque Torque
(Oil Pumping Rate) (Oil Pumping Rate)
Pump Suction Solid Line: Plunger 1
Pump
Broken Line: Plunger 2
Torque A
Pattern

3 Component Functions
Components Functions
Feed Pump Draws fuel from the fuel tank, supplying it to the pumping mechanism.

Regulating Valve Valve regulating internal fuel pressure in the supply pump.

SCV (Suction Control Valve) Controls the quantity of fuel that is fed to the plunger in order to control fuel
pressure in the rail.

Inner Cam Actuates the plunger via the roller.

Pumping
Roller Directly actuates the plunger.
Mechanism
Plunger Draws and compresses fuel through reciprocal motion.

Maintains high pressure by separating the pressurized area (rail) from the
Delivery Valve
pumping mechanism.

Fuel Temperature Sensor Detects the fuel temperature.

Prevents the pressurized fuel in the pumping mechanism from flowing back
Check Valve
into the suction side.

SERVICE TECH Vol.476 05-2

10
 4 Supply Pump Operation
1 Supply Pump Overall Fuel Flow
• Fuel is suctioned by the feed pump from the fuel tank and sent to SCV2 (SCV1).
At this time, the regulating valve adjusts the fuel pressure to below a certain level.
• Fuel sent from the feed pump has the required discharge quantity adjusted by SCV1 (SCV2) and enters the
pumping mechanism through check valve 2 (1).
• The fuel pumped by the pumping mechanism is pumped through the delivery valve to the rail.

Overflow Orifice

Regulating Valve
From Fuel Tank To Tank Delivery Valve

Strainer
To Rail

Cam
SCV1

Check Valve 1

Check Valve 2

Head

SCV2

Feed Pump
(90° Exploded Diagram) Plunger

2 Fuel Discharge Quantity Control

• The diagram on the next page shows that the suction starting timing (SCV ON) is constant (determined by the
pump speed) due to the crankshaft position sensor signal. For this reason, the fuel suction quantity is
controlled by changing the suction ending timing (SCV OFF). Hence, the suction quantity decreases when the
SCV is turned OFF early, and the quantity increases when the SCV is turned OFF late.
• During the suction stroke, the plunger receives the fuel feed pressure and descends along the cam surface.
When the SCV turns OFF (suction end), the feed pressure on the plunger ends and the descent stops. Since
the suction quantity varies, when suction ends (except for maximum suction) the roller separates from the cam
surface.
• The drive shaft rotates, the cam peak rises and the roller comes in contact with the cam surface again. The
plunger is then pressed by the cam and starts pumping. Since the suction quantity = the discharge quantity,
the discharge quantity is controlled by the timing of the SCV being switched OFF (suction quantity).

11 SERVICE TECH Vol.476 05-2

 Increasing
Suction Quantity
Suction Suction
ON
SCV 1
OFF
Decreasing
Suction Suction Quantity Suction
ON
SCV 2
OFF

Delivery Valve
Discharge

Horizontal
Cam Lift
Pumping Suction Pumping Suction

Vertical
Cam Lift
Pumping Suction Pumping Suction

Fuel Fuel
SCV
ON OFF OFF OFF
Check Valve
Fuel
Plunger Delivery
Valve
Roller

Suction Pump

Start of End of Start of End of

Suction Suction Pumping Pumping

3 SCV (Suction Control Valve) Operation

• A solenoid type valve has been adopted. The ECU controls the duration of the current applied to the SCV in
order to control the quantity of fuel drawn into the pumping mechanism. Because only the quantity of fuel
required to achieve the target rail pressure is drawn in, the actuating load of the supply pump decreases, thus
improving fuel economy.
• When current is applied to the coil, it pulls the needle valve upward, allowing fuel to be drawn into the pumping
mechanism of the supply pump (bottom left).
When current is no longer applied to the coil, the needle valve closes and stops the suction of fuel (bottom right).

To Pump
Pumping Mechanism
Needle Valve Needle Valve

Coil Coil

From Feed Pump From Feed Pump

•Next Time: HP3 Type Supply Pump Construction and Operation.

SERVICE TECH Vol.476 05-2

12