Denso 4D56, 4M41 Service Manual

The Denso 4D56 Common Rail System (HP3) is designed for the Mitsubishi Triton with 4D56/4M41 Engine. This manual provides detailed information on the operation, maintenance, and troubleshooting of the system. It covers all major components, including the supply pump, rail, injectors, and engine ECU, and explores their functions and interactions within the system. The manual includes illustrations, diagrams, and specifications for users to easily understand and apply.

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Common Rail System (HP3) for MITSUBISHI TRITON

4D56/4M41 Engine

DENSO INTERNATIONAL THAILAND CO., LTD

00400554E

Revision History

Date

2005.10.25

Revision Contents

• Portions of “14.2 Diagnostic Trouble Code Datails" revised. (See P1-37, 38, 39, 40, 41)

• "15.1 Engine ECU Externa Wring Diagram”illustration (Applicable Illust. code: Q001257E,

Q001258E) replaced. (See P1-42, 43)

• Portions of the "15.2 Engine ECU Connector Diagram” Terminal Connections (1), (2), (3) replaced .

(See P1-43, 44, 45)

Table of Contents

Operation Section

1. PRODUCT APPILCATION INFOR-

4. SUPPLY PUMP COMPONENT

PARTS

4.1

Feed Pump ................................................1-11

4.2

SCV ( Suction Control Valve )....................1-11

4.3

Fuel Temperature Sensor ......................... 1-13

5. RAIL

5.1

Outline....................................................... 1-14

6. RAIL COMPONENTS PARTS

6.1

Rail Pressure Sensor (Pc Sensor) ............ 1-15

6.2

Pressure limiter ......................................... 1-15

7. INJECTOR (G2 TYPE)

7.1

Outline....................................................... 1-16

7.2

Characteristics .......................................... 1-16

7.3

Exterior View Diagram .............................. 1-17

7.4

Construction.............................................. 1-18

7.5

Operation .................................................. 1-18

7.6

QR Codes ................................................. 1-19

7.7

Injector Actuation Circuit ........................... 1-21

8. OPERATION OF CONTROL SYS-

TEM COMPONENTS

8.1

Engine Control System Diagram............... 1-22

8.2

Engine ECU (Electronic Control Unit) ....... 1-22

8.3

Cylinder Recognition Sensor (TDC).......... 1-23

8.4

Turbo Pressure Sensor ............................. 1-23

8.5

Mass Air Flow Sensor ............................... 1-24

8.6

Electronic Control Throttle ........................ 1-25

9. VARIOUS TYPES OF CONTROL

9.1

Outline....................................................... 1-27

9.2

Fuel Injection Rate Control Function......... 1-27

9.3

Fuel Injection Quantity Control Function ... 1-27

9.4

Fuel Injection Timing Control Function...... 1-27

9.5

Fuel Injection Pressure Control Function (Rail

Pressure Control Function) ............. 1-27

10. FUEL INJECTION QUANTITY

CONTROL

10.1 Outline....................................................... 1-28

10.2 Injection Quantity Calculation Method ...... 1-28

10.3 Set Injection Quantities ............................. 1-28

Table of Contents

11. FUEL INJECTION TIMING CON-

TROL

11.1 Ouline........................................................ 1-32

11.2 Main and Pilot Injection Timing Control..... 1-32

11.3 Microinjection Quantity Learning Control .. 1-33

12. FUEL INJECTION RATE CON-

TROL

12.1 Outline....................................................... 1-35

13. FUEL INJECTION PRESSURE

CONTROL

13.1 Fuel Injection Pressure ............................. 1-36

14. DIAGNOSTIC TROUBLE CODES

(DTC)

14.1 About the Codes Shown in the Table........ 1-37

14.2 Diagnostic Trouble Code Details............... 1-37

15. EXTERNAL WIRING DIAGRAM

15.1 Engine ECU External Wiring Diagram ...... 1-42

15.2 Engine ECU Connector Diagram .............. 1-43

Operation Section

1 – 1

1. PRODUCT APPILCATION INFORMATION

1.1 Application

Vehicle Manufacture

Vehicle Name Engine Model Specification

MITSUBISHI TRITON

4D56

4M41

1.2 System Components Part Number

2WD (MT/AT)

4WD (MT)

4WD (MT/AT)

Destination (Volume)

Line Off Period

Thailand June, 2005

Parts Name

Supply pump

Injector

Rail

Engine ECU

DENSO P/N

SM294000-0331

SM294000-0341

SM095000-5600

SM095000-5760

SM095440-0640

MA275800-425#

Turbo pressure sensor

Cylinder recognition sensor

(TDC)

Electronic control throttle

Fuel temperature sensor

Mass air flow meter

MA275800-431#

MA275800-432#

MA275800-357#

079800-5960

949979-1590

197920-0020

179730-0020

VN197400-4030

Manufacturer P/N

1460A001

1460A003

1465A041

1465A054

1465A034

1860A392

1860A523

1860A524

1860A390

MR577031

1865A074

Remarks

For 4D56 Engine Model

For 4M41 Engine Model

For 4D56 Engine Model

For 4M41 Engine Model

ALL

For 4D56 Engine Model (4WD)

For 4D56 Engine Model (2WD MT)

For 4D56 Engine Model (2WD AT)

For 4M41 Engine Model (4WD)

ALL

For 4M41 Engine Model

1450A033

MR547077

1460A001

For 4M41, 4D56 Engine Model (4WD)

ALL

Operation Section

1 – 2

2. OUTLINE OF SYSTEM

2.1 Common Rail System Characteristics

z The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to inject the pressurized fuel into the cylinders. Because the engine ECU controls the injection system (injection pressure, injection rate, and injection timing), the injection system is independent, and thus unaffected by the engine speed or load. This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved.

2.2 Features of Injection Control

(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 Control

• Enables finely tuned optimized control in accordance with driving conditions.

(3) Injection Rate Control

• Pilot injection control injects a small amount of fuel before the main injection.

Common Rail System

Injection Pressure Control

Optimization, High Pressurization

Common Rail

System

Conventional

Pump

Speed Injection Pressure

Injection Timing Control

Optimization

Injection Rate Control

Main Injection

Pre-Injection

Common Rail

System

Conventional

Pump

Speed

Crankshaft Angle

Injection Quantity Control

Cylinder Injection

Quantity Correction

Speed

1 3 4 2

Q001223E

Operation Section

2.3 Comparison to the Conventional System

System

In-line, VE Pump

Timer

High-pressure Pipe

Momentary

High Pressure

Governor

In-line Pump

Nozzle

Common Rail System

Rail

Supply Pump

Usually High Pressure

Delivery Valve

Feed Pump SCV (Suction Control Valve)

Injector

Q001225E

Fuel Tank

VE Pump

Q001224E

Injection

Quantity

Control

Injection

Timing

Control

Pump (Governor)

Pump (Timer)

Rising

Pressure

Pump

Distributor Pump

Injection

Pressure

Control

Dependent upon Speed and Injection Quantity

Engine ECU, Injector (TWV)

Engine ECU, Supply Pump

Engine ECU, Rail

Engine ECU, Supply Pump (SCV) *2

< NOTE >

*1 : TWV: Two Way Valve

*2 : SCV: Suction Control Valve

2.4 Composition

z The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.

1 – 3

Operation Section

1 – 4

Fuel Temperature

Engine Speed

Accelerator Opening

Turbo Pressure,

Atmospheric Air Pressure

Intake Air Temperature

Coolant Temperature

Crankshaft position

Cylinder Recognition Position

Intake Airflow Rate

Engine ECU

Rail Pressure

Sensor

Rail

Pressure

Limiter

Injector

Fuel Temperature Sensor

Supply Pump

SCV

(Suction

Control Valve)

Fuel Tank

Q001226E

2.5 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. The SCV (Suction Control Valve) in the supply pump effects this control in accordance with commands received from the engine ECU.

(2) Rail

• The rail is mounted between the supply pump and the injector, and stores the high-pressure fuel.

(3) Injector (G2 type)

• This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance with signals from the engine ECU. Signals from the engine ECU determine the duration and timing in which current is applied the injector. This in turn, determines the quantity, rate and timing of the fuel that is injected from the injector.

(4) Engine ECU

• The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure, as well as the EGR (exhaust gas recirculation).

2.6 Fuel System

z This system comprises the route through which diesel fuel flows from the fuel tank via the rail to the supply pump, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.

2.7 Control System

z In this system, the engine ECU controls the fuel injection system in accordance with signals received from various sensors. The components of this system can be broadly divided into the following three types: (1) sensors; (2) ECU; and (3) actuators.

Operation Section

1 – 5

(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 sends them to the actuators in order to achieve optimal conditions.

(3) Actuators

• Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically controlling the actuators. The injection quantity and timing are determined by controlling the duration and timing in which current is applied to the TWV (Two-Way Valve) in the injector. Injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.

Sensor

Crankshaft Position Sensor (NE)

Engine Speed

Cylinder

Recognition

Cylider Recognition Sensor (TDC)

Load

Accelerator Position Sensor

Engine

ECU

Other Sensors and Switches

Actuator

Injector

•Injection Quantity Control

•Injection Timing Control

Supply Pump (SCV)

•Fuel Pressure Control

EGR, Air Intake Control Relay, Light

Q001227E

Operation Section

1 – 6

3. SUPPLY PUMP

3.1 Outline

z 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.

z The two plungers are positioned vertically on the outer ring cam for compactness.

z The engine drives the supply pump at a ratio of 1:1. The supply pump has a built-in feed pump (trochoid type), and draws the fuel from the fuel tank, sending it to the plunger chamber.

z The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber 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 open type

(the intake valve opened during de-energization).

Injector

Rail

Discharge Valve

Suction Valve

Plunger

Intake pressure

Feed pressure

High pressure

Return pressure

Return Spring

Return

Fuel Overflow

Fuel Tank

Camshaft

Filter

SCV

Regulating Valve

Feed Pump

Fuel Inlet

Intake

Fuel Filter (with Priming Pump)

Q001265E

Operation Section

1 – 7

3.2 Exterior View Diagram

4D56 Engine Model

Overflow to Fuel Tank

To Rail

From Fuel Tank

SCV

4M41 Engine Model

Overflow to Fuel Tank

Fuel Temperature Sensor

Q001253E

To Rail

SCV

From

Fuel Tank

Fuel

Temperature

Sensor

3.3 Supply Pump Internal Fuel Flow

z The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.

Q001228E

1 – 8

Operation Section

Regulating valve

Feed pump

Overflow

Fuel tank

Supply pump interior

SCV (Suction Control Valve)

Intake valve

Discharge valve

Pumping portion (plunger)

3.4 Construction of Supply Pump

z The eccentric cam is attached to the drive shaft. The eccentric cam is connected to the ring cam.

Cam Shaft

Rail

QD0705E

Eccentric Cam

Ring Cam z As the drive shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.

Plunger

QD0706E

Eccentric Cam

Ring Cam

Cam Shaft z The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the drive shaft.

Q001233E

Operation Section

1 – 9

Plunger A

Ring Cam

Feed Pump

Plunger B

Q001234E

3.5 Operation of the Supply Pump

z As shown in the illustration below, the rotation of the eccentric cam causes the ring cam to push Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite direction to Plunger A. As a result, Plunger B draws in fuel, while Plunger A pumps it to the rail.

1 – 10

Operation Section

Suction Valve

Plunger A

Discharge Valve

Eccentric Cam

SCV

Plunger B

Plunger A: Finish Compression

Plunger B: Finish Intake

Ring Cam

Plunger A: Begin IntakePlunger

B: Begin Compression

Plunger A: Begin Compression

Plunger B: Begin Intake

Plunger A: Finish Intake

Plunger B: Finish Compression

Q001235E

Operation Section

1 – 11

4. SUPPLY PUMP COMPONENT PARTS

4.1 Feed Pump

z The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank 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 pump draws fuel from its suction port and pumps it out through the discharge port. This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors.

Outer Rotor Quantity Decrease

Quantity Decrease

(Fuel Discharge) To

Pump Chamber

Inner Rotor

Intake Port

From

Fuel Tank

Discharge

Port

Quantity Increase Quantity Increase

(Fuel Intake)

QD0708E

4.2 SCV ( Suction Control Valve )

z A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is applied to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger.

z Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of the supply pump decreases.

z When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the cylinder (integrated with the armature) to the left side, and changing the opening of the fuel passage to regulate the fuel quantity.

z With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity intake and full quantity discharge = normally open) z When the SCV is ON, the force of the return spring moves the cylinder to the left, closing the fuel passage (normally open).

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

Valve body Return Spring

Needle valve

Q001113E

Operation Section

1 – 12

(1) SCV Opening Small (Duty ON time long - Refer to the "Relationship Between Actuation

Signal and Current" Diagram.)

• When the opening of the SCV is small, the fuel suction area is kept small, which decreases the transferable fuel volume.

Feed Pump

Needle valve Small Opening

Q001114E

(2) SCV Opening Large (Duty ON time short - Refer to the "Relationship Between Actuation

Signal and Current" Diagram.)

• When the opening of the SCV is large, the fuel suction area is kept large, which increases the transferable fuel volume.

Feed Pump

Needle valve Large Opening

Q001115E

Operation Section

1 – 13

(3) Diagram of Relationship Between Actuation Signal and Current (Magneto motive Force)

Actuation

Voltage

OFF

Small Suction Volume Large Suction Volume

Current Average Current Difference

Q001116E

4.3 Fuel Temperature Sensor

z 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>

TEMPERATURE (°C)

- 30

- 20

- 10

100

110

120

RESISTANCE

(25.40)

15.40

(k )

+ 1.29

- 1.20

(9.16)

(5.74)

(3.70)

2.45

+ 0.14

- 0.13

(1.66)

(1.15)

(0.811)

(0.584)

(0.428)

0.318 ± 0.008

(0.240)

(0.1836)

0.1417 ± 0.0018

(0.1108)

Q001237E

1 – 14

Operation Section

5. RAIL

5.1 Outline

z Stores pressurized fuel (25 to 180 MPa) that has been delivered from the supply pump and distributes the fuel to each cylinder injector.

A rail pressure sensor and a pressure limiter valve are adopted in the rail.

z The rail pressure sensor (Pc sensor) detects fuel pressure in the rail and sends a signal to the engine ECU, and the pressure limiter controls the excess pressure. This ensures optimum combustion and reduces combustion noise.

Pressure Limiter Pressure Sensor

Q001236E

Operation Section

1 – 15

6. RAIL COMPONENTS PARTS

6.1 Rail Pressure Sensor (Pc Sensor)

z The pressure sensor detects the fuel pressure of the rail, and sends a signal to the engine ECU. The sensor is made from a semiconductor that uses the Piezo resistive effect to detect changes in electrical resistance based on the pressure applied to the elemental silicon. In comparison to the old model, this sensor is compatible with high pressure.

A-VCC

PEUFL

A-GND

Vout/Vc

0.84

0.712

0.52

Vc = 5V

0.264

0.2

0 20 100

Popt (Mpa)

160 200

Q001238E

6.2 Pressure limiter

z The pressure limiter releases pressure when the internal pressure of the rail becomes abnormally high. The pressure limiter opens when internal pressure reaches 221MPa (2254 kg/cm2) and closes when rail pressure reaches a given set pressure. Fuel released from the pressure limiter is returned to the fuel tank.

To fuel tank

221 MPa (2254 kg/cm2)

Valve Open

From rail

Valve Close

50 MPa (509.5 kg/cm2)

Q001239E

1 – 16

Operation Section

7. INJECTOR (G2 TYPE)

7.1 Outline

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

7.2 Characteristics

z A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted.

z QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 alphanumeric figures) are engraved on the injector head. The common rail system optimizes injection volume control using this information. When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the engine ECU using the MITSUBISHI diagnosis tool (MUT

III).

7.3 Exterior View Diagram

Operation Section

1 – 17

<4D56 Engine Model> <4M41 Engine Model>

Q001244E

Operation Section

1 – 18

7.4 Construction

QR Codes

Control Chamber

Command Piston

30 Alphanumeric Figures

Pressurized Fuel

(from Rail)

Multiple Hole Filter

Nozzle Spring

Pressure Pin

Seat

Leak Passage

Pressurized Fuel

Nozzle Needle

Q001240E

7.5 Operation

z The TWV (Two-Way Valve) solenoid valve opens and closes the outlet orifice to control both the pressure in the control chamber, and the start and end of injection.

(1) Non injection

• When no current is supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control chamber. Thus, the

Operation Section

1 – 19 solenoid valve is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic pressure that is applied to the command piston causes the nozzle spring to compress. This closes the nozzle needle, and as a result, fuel is not injected.

(2) Injection

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

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

(3) End of Injection

• 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 turned OFF, the solenoid valve falls, causing the nozzle needle to close immediately and the injection to stop.

Solenoid

TWV

Outlet Orifice

Inlet Orifice

Command

Piston

Nozzle

Leak Passage

Actuating

Current

Rail

Control

Chamber

Pressure

Injection Rate

To Fuel Tank

Actuating

Current

TWV

Control

Chamber

Pressure

Injection Rate

Actuating

Current

Control

Chamber

Pressure

Injection Rate

Non-Injection Injection End of Injection

Q001241E

7.6 QR Codes

z Conventionally the whole injector Assy was replaced during injector replacement, but QR (Quick Response) codes have been adopted to improve injector quantity precision.

1 – 20

Operation Section

4D56 Engine Model

ID Codes (30 base 16 characters)

Base 16 characters noting fuel injection quantity correction information for market service use

QR Codes ( 9.9mm)

Q001243E

QR Codes ( 9.9mm)

4M41 Engine Model

ID Codes (30 base 16 characters)

Base 16 characters noting fuel injection quantity correction information for market service use

Q001242E z QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points, greatly improving precision.

The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.

180 Mpa

130 Mpa

96 Mpa

64 Mpa

Correction

8 Points

48 Mpa

25 Mpa

180 Mpa

135 Mpa

112 Mpa

80 Mpa

Correction

8 Points

48 Mpa

25 Mpa

Actuating Pluse Width TQ

<4D56 Engine Model>

Actuating Pluse Width TQ

<4M41 Engine Model>

Q001245E

(1) Repair Procedure

• When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes in the ECU. (If the ID codes for the installed injectors are not registered correctly, engine failure such as rough idling and noise will result). The ID codes will be registered in the ECU at a MITSUBISHI dealer using approved MITSUBISHI tools.

Operation Section

1 – 21

Replacing the Injector

"No correction resistance, cannot be detected electrically"

Replaced injector

Engine ECU

* Injector ID code must be registered with the engine ECU

Q001133E

Replacing the Engine ECU

"No correction resistance, cannot be detected electrically"

Vehicle injectors

Replaced engine ECU

* Injector ID code must be registered with the engine ECU

Q001134E

7.7 Injector Actuation Circuit

z In order to improve injector responsiveness, the actuation voltage has been changed to high voltage, speeding up both solenoid magnetization and the response of the TWV. The EDU or the charge circuit in the ECU raises the respective battery voltage to approximately 85V, which is supplied to the injector by signal from the ECU to actuate the injector.

Common 1

ECU

Constant

Amperage Circuit

High Voltage Generation Circuit

Injector

2WV#1 (No.1 Cylinder)

Actuating Current

2WV#2 (No.3 Cylinder)

2WV#3 (No.4 Cylinder)

2WV#4 (No.2 Cylinder)

Q001246E

1 – 22

Operation Section

8. OPERATION OF CONTROL SYSTEM COMPONENTS

8.1 Engine Control System Diagram

Accelerator Position Sensor

Ignition Switch Signal

Starter Signal

Vihicle Speed Signal

Battery Voltage

Other Signals

Mitsubishi Diagnosis Tool (MUDIII)

Engine ECU

Glow Relay

SCV

(Sucton Control Valve)

Rail Pressure Sensor

(Pc Sensor)

Rail

Pressure limiter

Air Mass Flow Sensor

(With Intake Air Temperature)

Fuel Tank injector

Crankshaft Position Sensor

(NE Sensor)

Fuel Temperature

Sensor

Electronic Control

Throttle

Cylinder Recognition

Position Sensor

(TDC Sensor)

Turbo Pressure

Sensor

Coolant

Temperature

Sensor

8.2 Engine ECU (Electronic Control Unit)

z This is the command center that controls the fuel injection system and the engine operation in general.

Q001247E

Operation Section

1 – 23

Sensor

Engine ECU Actuator

Detection Calculation Actuation

8.3 Cylinder Recognition Sensor (TDC)

z Outputs a cylinder identification signal. The sensor outputs 5 pulses for every two revolutions (720°CA) of the engine.

Pulser

Q001248E

OUT

GND

Vcc

Sensor

Signal

30°CA 180°CA 180°CA

720°CA

180°CA

Q001249E

8.4 Turbo Pressure Sensor

z This is a type of semi-conductor pressure sensor. It utilizes the characteristics of the electrical resistance changes that occur when the pressure applied to a silicon crystal changes. Because a single sensor is used to measure both turbo pressure and atmospheric pressure, a VSV is used to alternate between atmospheric and turbo pressure measurement.

V C GND P B

Q001229E

Operation Section

1 – 24

(1) Atmospheric Pressure Measurement Conditions

• The VSV turns ON for 150msec to detect the atmospheric pressure when one of the conditions below is present:

• Engine speed = 0rpm

• Starter is ON

• Idle is stable

(2) Turbo Pressure Measurement Conditions

• The VSV turns OFF to detect the turbo pressure if the atmospheric pressure measurement conditions are absent.

Turbo Pressure Sensor

Input Signal

Processing Circuit

P B

GND

Engine ECU

Constant Voltage

Power Supply

P B (V)

4.5

VC = 5 V

3.2

Microcomputer

0.5

66.6

500

202.7

266.6

1520 2000 kPa (abs) mmHg (abs)

Absolute Pressure

Turbo Pressure Sensor

Pressure Sensor Device

Intake Manifold VSV Atmosphere

ECU

Q001231E

8.5 Mass Air Flow Sensor

z 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 measuring the mass and the flow rate of the intake air, the detection precision has been improved and the intake air resistance has been reduced.

z This mass air flow meter has a built-in intake air temperature sensor.

Operation Section

1 – 25

E 2 THA V G E 2 G +B

Temperature sensing element

Heating element

Temperature sensor k Ω

0.7

0.5

0.3

0.2

-20 0 20 40 60 80 °C

EFI Main Relay

Power Supply

Airflow Meter

Air Thermometer

Heating

Element

Intake Air

Temperature Sensor

EVG

Air Flow-VG Characteristic

(V)

1 2 5 10 20 50 100 200

Air Flow (x10-3kg/s)

Engine ECU

Voltage Detection

Power

Supply

Voltage Detection

THA

Intake Air

Air

Q001260E

8.6 Electronic Control Throttle

(1) Outline

• The suctioning of air is stopped through interlocking the intake throttle with the key switch in order to reduce engine vibration when the vehicle is turned off.

1 – 26

Operation Section

(2) Operation

VTA1

VTA2

M+

M-

Valve Fully Opened

(Mechanical)

Valve Fully Opened

(by Control)

Valve Fully Closed

IC2 IC1

VTA2 VC VTA1 M+ M-

Q001256E

Engine Key

OFF

100%

Target Valve Opening

(Percentage)

Throttle valve fully opened

(by control)

Engine OFF, valve fully opened

(by control)

Valve fully opened

(mechanical)

Key switch OFF throttle valve shut.

Approx. 0.1 - 0.2 sec.

Q001232E

Operation Section

1 – 27

9. VARIOUS TYPES OF CONTROL

9.1 Outline

z This system effects fuel injection quantity and injection timing control more appropriately than the mechanical governor and timer used in the conventional injection pump. The engine ECU performs the necessary calculations in accordance with the sensors installed on the engine and the vehicle. It then controls the timing and duration of time in which current is applied to the injectors, in order to realize both optimal injection and injection timing.

9.2 Fuel Injection Rate Control Function

z Pilot injection control injects a small amount of fuel before the main injection.

9.3 Fuel Injection Quantity Control Function

z 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.

9.4 Fuel Injection Timing Control Function

z 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.

9.5 Fuel Injection Pressure Control Function (Rail Pressure Control Function)

z The fuel injection pressure control function (rail pressure control function) controls the discharge volume of the pump by measuring the fuel pressure at the rail pressure sensor and feeding it back to the ECU. It effects pressure feedback control so that the discharge volume matches the optimal (command) value set in accordance with the engine speed and the injection quantity.

1 – 28

Operation Section

10. FUEL INJECTION QUANTITY CONTROL

10.1 Outline

z This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and intake air pressure corrections to the basic injection quantity. The engine ECU calculates the basic injection quantity based on the engine operating conditions and driving conditions.

10.2 Injection Quantity Calculation Method

z The calculation consists of a comparison of the following two values: 1. The basic injection quantity that is obtained from the governor pattern, which is calculated from the accelerator position and the engine speed. 2. The injection quantity obtained by adding various types of corrections to the maximum injection quantity obtained from the engine speed. The lesser of the two injection quantities is used as the basis for the final injection quantity.

Accelerator Opening

Engine Speed

Accelerator Opening

Basic Injection Quantity Low

Quantity

Side Selected

Corrected

Final Injection

Quantity

Injector Actuation

Period Calculation

Engine Speed

Maximum Injection Quantity

Individual Cylinder

Correction Quantity

Speed Correction

Injection Pressure Correction

Turbo Pressure Correction

Intake Air Temperature Correction

Atmospheric Pressure Correction Engine Speed

Q001152E

10.3 Set Injection Quantities

(1) Basic Injection Quantity

• This quantity is determined by the engine speed and the accelerator opening. With the engine speed constant, if the accelerator opening increases, the injection quantity increases; with the accelerator opening constant, if the engine speed rises, the injection quantity decreases.

Operation Section

1 – 29

Accelerator Opening

Engine Speed

Q000888E

(2) Maximum Injection Quantity

• This is determined based on the basic maximum injection quantity determined by the engine speed, and the added corrections for intake air pressure.

Engine Speed

QB0717E

(3) 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.

Water temperature

Base injection quantity

Starter ON time

STA/ON Start

QD0805

(4) Idle Speed Control (ISC) System

• This system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target speed calculated by the engine ECU.

1 – 30

Operation Section

Conditions for Start of Control

Accelerator Opening

Vehicle Speed

Control Conditions

•Coolant Temperature

•Air Conditioner Load

•Gear Position

Target Speed

Calculation

Coolant Temperature

Air Conditioner S/W

Neutral S/W

Injection

Quantity

Correction

Comparison

Speed

Detection

Q001254E

• The target speed varies, depending on the ON/OFF state of the air conditioner and the coolant temperature.

[Target speed]

800

A/C ON/OFF

Coolant water temperature (°C)

QD1172

(5) Idle Vibration Reduction Control

• In order to reduce vibration during idling, the angular (time difference between A and B [C and D]) speed of each cylinder is detected using the speed pulse signal to control the injection quantity of each cylinder. As a result crank angle speed becomes more uniform and smoother engine operation is achieved.

Operation Section

1 – 31

Speed Pulse

Cylinder #1(#4)

( t1,4_L)

( t1,4_H)

Cylinder #2(#3)

( t2,3_L)

( t2,3_H)

Pulser

Sensor

Signal

30°CA

360°CA

(Make the t for all the cylinders equal.)

Control Diagram

Q001255E

Crank

Angle

Speed

#1 #3 #4 #2

Crankshaft Angle

Correction

#1 #3 #4 #2

Crankshaft Angle

Q001230E

1 – 32

Operation Section

11. FUEL INJECTION TIMING CONTROL

11.1 Ouline

z Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.

11.2 Main and Pilot Injection Timing Control

(1) Main Injection Timing

• The engine ECU calculates the basic injection timing based on the engine speed and the final injection quantity, and adds various types of corrections in order to determine the optimal main injection timing.

(2) Pilot Injection Timing (Pilot Interval)

• Pilot injection timing is controlled by adding a pilot interval to the main injection timing. The pilot interval is calculated based on the final injection quantity, engine speed, coolant temperature, ambient temperature, and atmospheric pressure (map correction). The pilot interval at the time the engine is started is calculated from the coolant temperature and engine speed.

Top Dead Center (TDC)

Main Injection

Pilot Injection

Interval

QB0723E

Operation Section

1 – 33

(3) Injection Timing Calculation Method

[1] Outline of Timing Control

0 1

NE Pulse

Pilot Injection

Solenoid Valve Control Pulse

Actual TDC

Main Injection

Nozzle Needle Lift

Pilot Injection Timing

Pilot Interval

Main Injection Timing

[2] Injection Timing Calculation Method

Engine Speed

Injection Quantity

Basic Injection

Timing

Corrections

Main Injection

Timing

QB0724E

11.3 Microinjection Quantity Learning Control

(1) Outline

• Quantity learning control is used in every vehicle engine (injector) to preserve the accuracy of quantity (specifically, pilot injection quantity.)

This type of control is first performed when shipped from the factory (L/O), and later is automatically performed every time the vehicle runs a set distance (for details, see item "A".) Because of quantity learning control, the accuracy of each injector can be preserved not only initially, but also as deterioration in injection occurs over time. As a result of this learning, correction values are recorded in the

ECU. During normal driving operations, this correction value is used to make modifications to injection commands, resulting in accurate microinjection.

(2) Learning Operations

• For every two no load, idle instability conditions established (See chart "A" below) quantity learning takes place.

In addition, it is also possible to perform quantity learning control manually as a diagnostic tool.

1 – 34

Operation Section

Establishment of

Learning Operations

Manual Learning Operations (as a Diagnostic Tool)

(A)

Number of IG OFF Occurrences

Vehicle Running Distance

Injection Quantity Deterioration Over Time Judgment

No Load Idle Instability Condition

Q001250E

(3) Operational Outline

• Learning control sends ISC (target speed correction quantity) and FCCB (cylinder-to-cylinder correction quantity) feedback based on engine speed to apply injection control. The correction quantity is added to each cylinder based on ISC and FCCB correction information. The corrected injection quantity is then calculated.

Through the use of quantity learning control, injection is divided into 5 injections. In this state, the value for ISC and FCCB corrected injection quantity that has been divided into five injections is calculated as the "learning value".

1st Cylinder

2nd Cylinder

3th Cylinder

4th Cylinder

1st Cylinder

2nd Cylinder

3th Cylinder

4th Cylinder

: ISC Correction Portion

: FCCB Correction Portion

ISC

Correction

Portion

FCCB

Correction

Portion

Learning

Value

Q001251E

Operation Section

1 – 35

12. FUEL INJECTION RATE CONTROL

12.1 Outline

z While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the delay from the time fuel is injected to the beginning of combustion, cannot be shortened to less than a certain value. As a result, the quantity of fuel that is injected until main ignition occurs increases, resulting in an explosive combustion at the time of main ignition. This increases both

NOx and noise. For this reason, pilot injection is provided to minimize the initial ignition rate, prevent the explosive first-stage combustion, and reduce noise and NOx.

Normal Injection Pilot Injection

Injection Rate

Large First-stage

Combustion

(NOx and Noise)

Small First-stage

Combustion

Heat Release

Rate

-20 TDC 20

Crankshaft Angle (deg)

40 -20 TDC 20

Crankshaft Angle (deg)

QD2362E

1 – 36

Operation Section

13. FUEL INJECTION PRESSURE CONTROL

13.1 Fuel Injection Pressure

z The engine ECU determines the fuel injection pressure based on the final injection quantity and the engine speed. The fuel injection pressure at the time the engine is started is calculated from the coolant temperature and engine speed.

Pressure

Final Injection Quantity

Pump Speed

Q000632E

Operation Section

1 – 37

14. DIAGNOSTIC TROUBLE CODES (DTC)

14.1 About the Codes Shown in the Table

z The "SAE" diagnostic trouble code indicates the code that is output through the use of the STT (WDS). (SAE: Society of Automotive

Engineers)

14.2 Diagnostic Trouble Code Details

z The DTC chart below is common to the 4D56/4M41 model. However, DTC number "P1210" is only for use with the 4D56 2WD model engine.

DTC

Number

(SAE)

P0016

P0072

P0073

P0088

P0089

P0093

P0102

P0103

P0106

P0107

P0108

Diagnostic Item Diagnostic Classification

Malfunctioning Part

Speed-G phase gap malfunction

Pulse system malfunction

Intake manifold temperature sensor - low

Intake manifold temperature sensor - high

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Rail high pressure abnormality

Fuel pressure control system abnormality

SCV stuck diagnosis Fuel pressure control system abnormality

Fuel leak Fuel leak

Airflow sensor - low Open circuit detection

(+B short, ground short, open)

Airflow sensor - high Open circuit detection

(+B short, ground short, open)

Turbo pressure sensor characteristic abnormality

Sensor characteristic abnormality

Turbo pressure sensor

- low

Turbo pressure sensor

- high

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Crankshaft position sensor, cylinder recognition sensor

Yes

Intake temperature sensor No

Injector

Supply pump

Fuel piping

Airflow sensor

Turbo pressure sensor

Yes

Light

Remarks

Operation Section

1 – 38

DTC

Number

(SAE)

P0112

P0113

P0117

P0118

P0122

P0123

P0182

P0183

P0191

P0192

P0193

P0201

P0202

P0203

P0204

Diagnostic Item Diagnostic Classification

Malfunctioning Part

Intake temperature sensor - low

Intake temperature sensor - high

Coolant temperature sensor - low

Coolant temperature sensor - high

Electronic control throttle - low

Intake valve sensor high

Fuel temperature sensor - low

Fuel temperature sensor - high

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Sensor characteristic abnormality

Rail pressure sensor characteristic abnormality

Rail pressure sensor

(time) low

Rail pressure sensor

(time) high

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Injector actuation abnormality

Rail

Injector TWV 1 (No.1 cylinder) actuation system open circuit

TWV 4 (No.2 cylinder) actuation system open circui

TWV 2 (No.3 cylinder) actuation system open circuit

TWV 3 (No.4 cylinder) actuation system open circuit

Injector actuation abnormality

Intake temperature sensor (AFS)

Coolant temperature sensor

Electronic control throttle Yes

Supply pump

Injector

Yes

Light

Remarks

Operation Section

1 – 39

DTC

Number

(SAE)

P0219

P0234

P0335

P0336

P0340

P0341

P0405

P0406

P0502

P0604

P0605

P0606

P0607

P0628

P0629

P0638

P0642

P0643

P0652

P0653

Diagnostic Item Diagnostic Classification

Malfunctioning Part

Engine overrun abnormality

High boost abnormality diagnosis

Engine abnormality

No speed pulse input Pulse system malfunction

Crankshaft position sensor

Abnormal speed pulse number

No G pulse input

Pulse system malfunctio Crankshaft position sensor

Pulse system malfunction

Cylinder recognition sensor

Cylinder recognition sensor pulse number abnormality

Pulse system malfunction

EGR lift sensor - low Open circuit detection

(+B short, ground short, open)

EGR lift sensor - high Open circuit detection

(+B short, ground short, open)

EGR valve

Vehicle speed abnormality - low

RAM abnormality

Engine ECU flash-

ROM abnormality

Engine ECU CPU abnormality (main IC abnormality)

Pulse system malfunction

Engine ECU

Engine

Vehicle speed sensor

Engine ECU

Engine ECU Engine ECU

Yes

Yes Engine ECU abnormality (monitoring IC abnormality)

SCV actuation system abnormality

SCV +B short

Fuel pressure control system abnormality

Actuator malfunction

Supply pump

Yes

Electronic control throttle Yes Intake throttle valve stuck

Sensor - voltage 1 low

Sensor - voltage 1 high

Sensor - voltage 2 low

Sensor - voltage 2 high

Engine ECU

Yes

Light

Remarks

Operation Section

1 – 40

DTC

Number

(SAE)

P1203

P1204

P1210

P1272

P1273

Diagnostic Item Diagnostic Classification

Low charge

Over charge

Throttle valve opening malfunction

P/L open valve abnormality

Single pump abnormality diagnosis

Engine ECU

Actuator malfunction

Fuel pressure control system abnormality

Malfunctioning Part

Engine ECU

Throttle valve

Rail

Supply pump

Yes

Light

Remarks

Only 4D56 Engine

2WD

In the event that the vehicle runs out of gas,

"P1273" may be detected when the vehicle is restarted.

When "P1273" is displayed, the user should verify whether or not there is gas in the vehicle.

Do not replace the pump assy. if it has been verified that the vehicle has run out of gas. Remove the air from the fuel, and erase the code using the

MITSUBISHI MUT III diagnosis tool.

P1274

P1275

P1625

P1626

P2118

P2122

P2123

P2124

Pump protective fill plug

Pump exchange fill plug

QR data abnormality

QR data failure to write to disc malfunction

DC motor over current abnormality

Accelerator sensor-1 low

Fuel pressure control system abnormality

Engine ECU

Actuator malfunction

Supply pump

Engine ECU

Yes

Electronic control throttle Yes

Accelerator sensor-1 high final

Accelerator sensor-1 high

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Accelerator position sensor

Yes

Operation Section

1 – 41

DTC

Number

(SAE)

P2127

P2138

P2146

P2147

P2148

P2149

P2228

P2229

P2413

UD073

UD101

UD109

UD190

Diagnostic Item Diagnostic Classification

Malfunctioning Part

Accelerator sensor-2 low

Accelerator sensor duplicate malfunction high

Accelerator sensor duplicate malfunction low

ACCP characteristic abnormality

Common 1 system open circuit

COM1 TWV actuation system ground short

COM1 TWV actuation system +B short

Common 2 system open circuit

Atmospheric pressure sensor - low

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Open circuit detection

(+B short, ground short, open)

Sensor characteristic abnormality

Injector actuation abnormality

Open circuit detection

(+B short, ground short, open)

Atmospheric pressure sensor - high

Open circuit detection

(+B short, ground short, open)

Actuator malfunction EGR feedback abnormality

CAN bus OFF error Network

CAN time out flag

(trans)

Network

CAN time out flag

(ETACS)

Network

CAN communication Network

Accelerator position sensor

Accelerator Position Sensor

Injector, Wire harness or

Engine ECU

Injector, Wire harness or

Engine ECU

Injector, Wire harness or

Engine ECU

Injector, Wire harness or

Engine ECU

EGR valve

Network

Yes

Light

Remarks

1 – 42

Operation Section

15. EXTERNAL WIRING DIAGRAM

15.1 Engine ECU External Wiring Diagram

z The wiring diagram below is common to the 4D56/4M41 model.

OFF

Key

Control (ECCS) Relay

P1 P2

B40 BATT

Throttle

Solenoid Valve

FAN Relay

Air

Conditioning

Relay

SCV

(Suction

Control Valve)

B38

B39

B24

+BP

M-REL

A15

A27

THR

C FAN R

A26 A/C R

A17 SCV

B14 CAN1-H

B06 CAN1-L

B35

B37

ETC +

ETC Elecronic

Throttle

Control B05 ETCP-M

A81 ETCP-S

ACC

Starter

Motor

EGR

DC Motor

EGR

Position

Sensor

A08 EGR +

A07 EGR -

A53 EGR LIFT

A72 EGR LIFT RTN

B18 STA-SW

B26 IG-SW

A37 GROW R

Battery

Body

Earth

BATT

Glow Pulg Relay

Glow Light

Engine Warning Light

Tacho Meter

Vehicle Speed Sensor

Air Conditioning 1 Switch

Air Conditioning 2 Switch

BATT

A38

A16

B25

B16

A12

A31

GROW L

TACHO

SPD

A/C1 SW

A/C2 SW

A-VCC3

NE+

NE-

A44

A46

A65

A-VCC4

G+

G-

A45

A47

A66

PS-SW

MT REV SW B20

MT 1ST SW B19

A-VCC1 B01

APS1

APS1 GND

A-VCC2 B09

APS2

APS2 GND

SCV+

SCV-

THA

THF

THW

B30

B02

B03

B10

B11

A10

A29

A79

A50

THFRTN A69

A51

THWRTN A70

Crankshaft

Position

Sensor

Cylinder

Recognition

Sensor

Power Steering Switch

Body

Earth

Reverse Shift Switch

1st Shift Switch

BATT

Accelerator

Position Sensor

SCV

(Suction Control Valve)

Air Temperature Sensor

Fuel Temperature Sensor

Coolant Temperature Sensor

Q001257E

Operation Section

1 – 43

Injector1 Drive (#1 Cylinder)

Injector2 Drive (#3 Cylinder)

Injector3 Drive (#4 Cylinder)

Injector4 Drive (#2 Cylinder)

A04 COMMON1

A43

A42

TWV1

A05 COMMON1

A24

A23

TWV2

PFUEL1

PFUEL2

A48

A49

A-VCC5

PFUEL RTN

A63

A68

A41

A40

A22

A21

TWV3

TWV4

A01 P-GND

A03 P-GND

B33 C-GND

A-VCC6

BOOST

A64

A52

BOOST RTN A71

EXT-A-TMP A55

EXT-A-RTN A74

AMF

AMF RTN

A54

A73

Body Earth

15.2 Engine ECU Connector Diagram

z The connector diagram and terminal below are common to the 4D56/4M41 model.

Rail Pressure Sensor

(Pc Sensor)

Turbo Pressure Sensor

EXT

Air Temperature Sensor

Airflow Sensor

Q001258E

Terminal Connections (1)

No.

Pin Symbol

A01 P-GND

A02 —

A03 P-GND

A04 COMMON 1

A05 COMMON 1

A06 —

A07 EGR-

A08 EGR+

A09 —

A10 SCV+

Signal Name

Power Ground

—

Power Ground

INJ#1/#4 BATT.

INJ#2/#3 BATT.

—

EGR-DC Motor (-)

EGR-DC Motor (+)

—

SCV (Suction Control Valve)

No.

Pin Symbol

A11 —

A12 A/C1 SW

A13 —

A14 —

A15 THR

A16 W

A17 SCV

A18 —

A19 —

A20 —

Signal Name

—

Air Conditioning 1 Switch

—

Throttle Solenoid Valve

EngineWarning Light

SCV (Suction Control Valve)

—

Q001259E

Operation Section

1 – 44

Terminal Connections (2)

No.

Pin Symbol

A21 TWV4

A22 TWV4

A23 TWV2

A24 TWV2

A25 —

A26 A/C R

A27 C FAN R

A28

A29

A30

A31

A32

A33

A34

A46

—

SCV-

TEST

A/C2 SW

—

A35 —

A36 —

A37

A38

A39

A40 TWV3

A41 TWV3

A42 TWV1

A43 TWV1

A44 A-VCC3

A45 A-VCC4

A47

A48

A49

A50

A51

A52

A53

A54

A55

GLOW R

GLOW L

—

NE+

G+

PFUEL

THF

THW

BOOST

EGR LIFT

AMF

EXT-A-TMP

Injection 4 Drive (#2 Cylinder)

Injection 2 Drive (#3 Cylinder)

—

Air Conditioning Relay

FAN Relay

—

Signal Name

SCV (Suction Control Valve)

Test Switch Input

Air Conditioning 2 Switch

—

Glow Plug Relay

Glow Light

—

Injection 3 Drive (#4 Cylinder)

Injection 1 Drive (#1 Cylinder)

Crankshaft Position Sensor BATT A80

Cylinder Recognition Sensor BATT A81

Crankshaft Position Sensor

Cylinder Recognition Sensor

Rail Pressure Sensor (PC Sensor)

Rail Pressure Sensor (B/UP)

Fuel Temperature Sensor

Coolant Temperature Sensor

Turbo Pressure Sensor

EGR Position Sensor

Airflow Sensor

Air Temperature Sensor (W/AFS)

A60

A61

A62

A63

No.

A57

A58

A59

A64

A65

A66

A67

A68

A69

A70

A71

A72

A73

A74

A75

A76

A77

A78

A79

B01

B02

B03

B04

B05

B06

B07

B08

B09

B10

Pin Symbol

—

A-VCC5

—

ETCP-M

CAN1-L

—

A-VCC 2

APS 2

Signal Name

—

Rail Pressure Sensor (PC Sensor)

Source

Turbo Pressure Sensor Source (5V)

Crankshaft Position Sensor Ground

Cylinder Recognition Sensor Ground

—

A-VCC6

NE-

G-

—

PFUEL RTN Rail Pressure Sensor Earth

THF RTN Air Temperature Sensor, Fuel Temperature Sensor Earth

THW RTN Coolant Temperature Sensor Earth

BOOST RTN Turbo Pressure Sensor

EGR LIFT

RTS

EGR Position Sensor Earth

AMF-RTN Airflow Sensor Earth

EXT-A-RTN Air Temperature Sensor Earth

(W/FAS)

—

THA

—

ETCP-S

A-VCC 1

—

Air Temperature Sensor

—

Electoronic Throttle Control (Sub)

Accelerator Position Sensor (Main)

Source

APS 1

APS 1 GND

Accelerator Position Sensor (Main)

Earth

—

Electoronic Throttle Control (Main)

CAN L (W/Resister)

—

Accelerator Position Sensor (Sub)

Source

Accelerator Position Sensor (Sub)

Operation Section

1 – 45

B16

B17

B18

B19

B12

B13

B14

B15

B20

B21

B22

B23

B24

Terminal Connections (3)

No.

B11

B25

Pin Symbol

APS 2 GND Accelerator Position Sensor (Sub)

—

CAN1-H

—

Earth

—

Signal Name

CAN H (W/Resister)

—

SPD

—

Vehicle Speed Sensor

—

STA-SW Starter Switch

MT 1ST SW 1st Shift Switch

MT REV SW Reverse Shift Switch

— —

—

M-REL

—

TACHO

Control (ECCS) Relay (W/

DIODE)

Tacho Meter

No.

B26

B31

B32

B33

B34

B27

B28

B29

B30

B35

B36

B37

B38

B39

B40

Pin Symbol

IG-SW

ETC+

—

ETC-

+BP

—

PS-SW

—

C-GND

—

BATT

Signal Name

Ignition Switch

—

Power Steering Switch

—

Signal Ground

—

Electronic Throttle Control Motor (+)

—

Electronic Throttle Control Motor (-)

Battery

Battery (Back-up, W/Monitor)

1 – 46

Operation Section

Published : June 2005

Edited and published by:

DENSO INTERNATIONAL THAILAND

Field Technical Service Department

369 Moo 3 Teparak Rd. Muang Samutprakarn

Thailand

Printed in Thailand

Sawasdee! I've reviewed the Denso 4D56 Common Rail System service manual. This document provides detailed information on the system's components, operation, diagnostic trouble codes (DTCs), and wiring diagrams for Mitsubishi Triton 4D56/4M41 engines. I'm ready for your questions.

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Key Features

Common Rail System
HP3 for Mitsubishi Triton
4D56/4M41 Engine
Supply Pump
Rail
Injectors
Engine ECU
Diagnostic Trouble Codes (DTC)
External Wiring Diagram
QR Codes

Frequently asked questions

What is the purpose of the SCV (Suction Control Valve) in the supply pump?

The SCV regulates the amount of fuel supplied to the high-pressure plunger. It controls the opening of the fuel passage, allowing the ECU to adjust the fuel quantity based on the duty ratio.

How does the pressure limiter in the rail function?

The pressure limiter releases excess pressure in the rail when it exceeds a specified limit, preventing damage to the system and ensuring optimal combustion.

What are the QR codes on the injectors used for?

QR codes store ID codes and fuel injection quantity correction information, allowing for precise injector calibration and improved engine performance.