DENSO HP3 Diesel Injection Pump SERVICE MANUAL

The DENSO HP3 Diesel Injection Pump is a high-pressure fuel pump specifically designed for MITSUBISHI L200/TRITON vehicles with 4D56/4M41 engines. This pump features a common rail system that stores pressurized fuel in a rail, allowing for precise injection control and improved combustion efficiency. The HP3 pump is capable of delivering high fuel pressure even at low engine speeds, ensuring optimal performance and reduced emissions.

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Diesel Injection Pump

SERVICE MANUAL

Common Rail System (HP3) for MITSUBISHI L200/TRITON

4D56/4M41Engine

OPERATION

June, 2005

DENSO INTERNATIONAL THAILAND CO., LTD.

TG00400010E

Table of Contents

Operation Section

1. PRODUCT APPLICATION INFORMATION

1.1

Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2

System Components Part Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

2. OUTLINE OF SYSTEM

2.1

Common Rail System Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

2.2

Features of Injection Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

2.3

Comparison to the Conventional System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

2.4

Composition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

2.5

Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

2.6

Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

2.7

Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

3. SUPPLY PUMP

3.1

Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

3.2

Exterior View Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

3.3

Supply Pump Internal Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

3.4

Construction of Supply Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8

3.5

Operation of the Supply Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9

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

Table of Contents

8. OPERATION OF CONTROL SYSTEM 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

11. FUEL INJECTION TIMING CONTROL

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 CONTROL

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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43

15.2

Engine ECU Connector Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44

Operation Section

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1. PRODUCT APPLICATION INFORMATION

1.1 Application

Vehicle Manufacture

MITSUBISHI

Vehicle Name

L200

Engine Model

4D56

Specification

4WD (AT)

Destination (Volume)

Europe

Line Off Period

Dec, 2005

1.2 System Components Part Number

Parts Name

Supply pump

Injector

Rail

Engine ECU

Turbo pressure sensor

Electronic control throttle

Fuel temperature sensor

Mass air flow meter

DENSO P/N

SM294000-0331

SM095000-5600

SM095440-0640

MA275800-4364

MA275800-4374

079800-5960

197920-0020

179730-0020

VN197400-4030

Manufacturer P/N

1460A001

1465A041

1465A034

1860A549

1860A550

MR577031

1450A033

MR547077

1460A001

Remarks

For 4WD, W/O PTC

For 4WD W PTC

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Operation Section

2. OUTLINE OF SYSTEM

2.1 Common Rail System Characteristics

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.

Operation Section

2.3 Comparison to the Conventional System

In-line, VE Pump

System

Common Rail System

–

Injection

Quantity

Control

Injection

Timing

Control

Pump (Governor)

Pump (Timer)

Rising

Pressure

Pump

Distributor Pump

Injection

Pressure

Control

Dependent upon Speed and Injection Quantity

< NOTE >

*1 : TWV: Two Way Valve

*2 : SCV: Suction Control Valve

Engine ECU, Injector (TWV)

Engine ECU, Supply Pump

Engine ECU, Rail

Engine ECU, Supply Pump (SCV)

2.4 Composition

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

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Operation Section

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

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

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

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(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.

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Operation Section

3. SUPPLY PUMP

3.1 Outline

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.

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

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.

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).

3.2 Exterior View Diagram

4D56 Engine Model

Operation Section

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4M41 Engine Model

3.3 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 rail.

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Operation Section

3.4 Construction of Supply Pump

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

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

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

Operation Section

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3.5 Operation of the Supply Pump

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.

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Operation Section

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4. SUPPLY PUMP COMPONENT PARTS

4.1 Feed Pump

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.

4.2 SCV ( Suction Control Valve )

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.

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.

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.

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)

When the SCV is ON, the force of the return spring moves the cylinder to the left, closing the fuel passage (normally open).

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.

Operation Section

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(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.

(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.

Operation Section

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

4.3 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.

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Operation Section

5. RAIL

5.1 Outline

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.

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.

Operation Section

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6. RAIL COMPONENTS PARTS

6.1 Rail Pressure Sensor (Pc Sensor)

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.

6.2 Pressure limiter

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.

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Operation Section

7. INJECTOR (G2 TYPE)

7.1 Outline

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

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

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

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Operation Section

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7.4 Construction

7.5 Operation

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

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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.

7.6 QR Codes

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

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Operation Section

4D56 Engine Model

4M41 Engine Model

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.

(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.

Replacing the Injector

Operation Section

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Replacing the Engine ECU

7.7 Injector Actuation Circuit

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.

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Operation Section

8. OPERATION OF CONTROL SYSTEM COMPONENTS

8.1 Engine Control System Diagram

8.2 Engine ECU (Electronic Control Unit)

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

Operation Section

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8.3 Cylinder Recognition Sensor (TDC)

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

8.4 Turbo Pressure Sensor

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.

Operation Section

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(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.

8.5 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 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.

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

Operation Section

–

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.

–

Operation Section

(2) Operation

Operation Section

–

9. VARIOUS TYPES OF CONTROL

9.1 Outline

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

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

9.3 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.

9.4 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.

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

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.

–

Operation Section

10. FUEL INJECTION QUANTITY CONTROL

10.1 Outline

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

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.

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

–

(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.

(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

QD0805E

(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.

–

Operation Section

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

(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.

Speed Pulse

Operation Section

–

Control Diagram

–

Operation Section

11. FUEL INJECTION TIMING CONTROL

11.1 Ouline

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.

(3) Injection Timing Calculation Method

Operation Section

–

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.

–

Operation Section

(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".

Operation Section

–

12. FUEL INJECTION RATE CONTROL

12.1 Outline

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.

–

Operation Section

13. FUEL INJECTION PRESSURE CONTROL

13.1 Fuel Injection Pressure

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.

Operation Section

–

14. DIAGNOSTIC TROUBLE CODES (DTC)

14.1 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)

14.2 Diagnostic Trouble Code Details

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.

Remarks 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

Crankshaft position sensor, cylinder recognition sensor

Intake manifold temperature sensor - low

Open circuit detection

(+B short, ground short, open)

Intake temperature sensor

Intake manifold temperature sensor - high

Open circuit detection

(+B short, ground short, open)

Intake temperature sensor

Rail high pressure abnormality

Fuel pressure control system abnormality

Injector

SCV stuck diagnosis Fuel pressure control system abnormality

Supply pump

Fuel leak

Airflow sensor - low

Fuel leak Fuel piping

Open circuit detection

(+B short, ground short, open)

Air Flow Sensor

Airflow sensor - high Open circuit detection

(+B short, ground short, open)

Air Flow Sensor

Turbo pressure sensor characteristic abnormality

Sensor characteristic abnormality

Turbo pressure sensor

Turbo pressure sensor low

Open circuit detection

(+B short, ground short, open)

Turbo pressure sensor

Turbo pressure sensor high

Open circuit detection

(+B short, ground short, open)

Turbo pressure sensor

Light

Yes

–

Operation Section

DTC

Number

(SAE)

P0112

P0113

P0117

P0118

P0122

P0123

P0182

P0183

P0191

P0192

P0193

P0201

P0202

P0203

P0204

Diagnostic Item Diagnostic Classification

Malfunctioning Part Light

Intake temperature sensor - low

Open circuit detection

(+B short, ground short, open)

Intake temperature sensor (AFS)

Intake temperature sensor - high

Open circuit detection

(+B short, ground short, open)

Intake temperature sensor (AFS)

Coolant temperature sensor - low

Open circuit detection

(+B short, ground short, open)

Coolant temperature sensor

Coolant temperature sensor - high

Open circuit detection

(+B short, ground short, open)

Coolant temperature sensor

Yes

Electronic control throttle - low

Open circuit detection

(+B short, ground short, open)

Electronic control throttle

Intake valve sensor high

Open circuit detection

(+B short, ground short, open)

Electronic control throttle

Fuel temperature sensor - low

Open circuit detection

(+B short, ground short, open)

Supply Pump

Yes

Fuel temperature sensor - high

Open circuit detection

(+B short, ground short, open)

Rail pressure sensor characteristic abnormality

Sensor characteristic abnormality

Yes

Rail Yes

Rail pressure sensor

(time) low

Open circuit detection

(+B short, ground short, open)

Rail Yes

Rail pressure sensor

(time) high

Open circuit detection

(+B short, ground short, open)

Rail Yes

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

Injector actuation abnormality

Injector

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

Injector actuation abnormality

Injector Yes

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

Injector actuation abnormality

Injector

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

Injector actuation abnormality

Injector

Yes

Remarks

Operation Section

–

DTC

Number

(SAE)

P0219

P0234

P0301

P0302

P0303

P0304

P0335

P0336

P0340

P0341

P0405

P0406

P0502

P0513

P0551

P0603

P0604

P0605

P0606

P0607

Diagnostic Item Diagnostic Classification

Malfunctioning Part

Engine overrun abnormality

Engine abnormality

High boost abnormality diagnosis

Engine abnormality

Engine

Injector function (non injection) 1

Injector actuation abnor malily

Injector

Injector function (non injection) 2

Injector actuation abnor malily

Injector

Injector function (non injection) 3

Injector actuation abnor malily

Injector

Injector function (non injection) 4

Injector actuation abnor malily

Injector

No speed pulse input Pulse system malfunction

Crankshaft position sensor

Abnormal speed pulse number

Pulse system malfunctio

Crankshaft position sensor

No G pulse input Pulse system malfunction

Cylinder recognition sensor

Cylinder recognition sensor pulse number abnormality

Pulse system malfunction

Cylinder recognition sensor

EGR lift sensor - low Open circuit detection

(+B short, ground short, open)

EGR valve

EGR lift sensor - high Open circuit detection

(+B short, ground short, open)

EGR valve

Vehicle speed abnormality - low

Pulse system malfunction

Vehicle speed sensor

Immobilizer authenticatuin error

Network Network

Power Steering Switch

ON malfuncion

Power Steering Switch malfuncion

Power Steering Switch

EEPROM abnormality Engine ECU internal circuit memory device

Engine ECU

RAM abnormality Engine ECU Engine ECU

Engine ECU flash-

ROM abnormality

Engine ECU

Engine ECU CPU abnormality (main IC abnormality)

Engine ECU

Engine ECU abnormality (monitoring IC abnormality)

Engine ECU

Light

Yes

Remarks

–

Operation Section

P0642

P0643

P0652

P0653

P1203

P1204

P1272

DTC

Number

(SAE)

P0628

P0629

P0630

Diagnostic Item Diagnostic Classification

Malfunctioning Part

SCV actuation system abnormality

Fuel pressure control system abnormality

SCV +B short Fuel pressure control system abnormality

Supply pump

VIN not registered in

Engine ECU

Engine ECU write defect

Engine ECU (VIN rewrite)

Light

Yes

Remarks

VIN stands for “Vehicle Identification Number”. If this DTC code is detected, rewrite the

VIN to the Engine

ECU. This does not mean that engine ECU is malfunctioning. Do not replace the engine

ECU

P0638

P1273

Intake throttle valve stuck

Actuator malfunction

Sensor - voltage 1 low Engine ECU

Sensor - voltage 1 high Engine ECU

Sensor - voltage 2 low Engine ECU

Sensor - voltage 2 high Engine ECU

Over charge

P/L open valve abnormality

Engine ECU

Fuel pressure control system abnormality

Single pump abnormality diagnosis

Fuel pressure control system abnormality

Electronic control throttle

Engine ECU

Yes

Rail Yes

Supply pump

Yes

Yes 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 Pump protective fill plug

Fuel pressure control system abnormality

Supply pump Yes

Operation Section

–

DTC

Number

(SAE)

P1275

P1625

P1626

P2118

P2122

P2123

P2124

P2127

P2138

P2146

P2147

P2148

P2149

P2228

P2229

Diagnostic Item Diagnostic Classification

Malfunctioning Part

Pump exchange fill plug

Fuel pressure control system abnormality

QR data abnormality

Engine ECU

QR data failure to write to disc malfunction

Engine ECU

DC motor over current abnormality

Actuator malfunction

Supply pump

Engine ECU

Electronic control throttle

Accelerator sensor-1 low

Open circuit detection

(+B short, ground short, open)

Accelerator position sensor

Accelerator sensor-1 high final

Open circuit detection

(+B short, ground short, open)

Accelerator position sensor

Accelerator sensor-1 high

Open circuit detection

(+B short, ground short, open)

Accelerator position sensor

Accelerator sensor-2 low

Open circuit detection

(+B short, ground short, open)

Accelerator position sensor

Accelerator sensor duplicate malfunction high

Open circuit detection

(+B short, ground short, open)

Accelerator position sensor

Accelerator sensor duplicate malfunction low

Open circuit detection

(+B short, ground short, open)

Accelerator Position Sensor

ACCP characteristic abnormality

Sensor characteristic abnormality

Accelerator Position Sensor

Common 1 system open circuit

Injector actuation abnormality

Injector , Wire harness or

Engine ECU

COM1 TWV actuation system ground short

Injector actuation abnormality

Injector, Wire harness or

Engine ECU

COM1 TWV actuation system +B short

Injector actuation abnormality

Injector, Wire harness or

Engine ECU

Common 2 system open circuit

Injector actuation abnormality

Atmospheric pressure sensor - low

Open circuit detection

(+B short, ground short, open)

Engine ECU

Atmospheric pressure sensor - high

Open circuit detection

(+B short, ground short, open)

Engine ECU

Light

Yes

Remarks

–

Operation Section

DTC

Number

(SAE)

P2413

UD073

UD101

UD102

UD109

UD117

UD190

Diagnostic Item Diagnostic Classification

EGR feedback abnormality

Actuator malfunction

CAN bus OFF error Network

CAN time out flag

(trans)

Network

CAN time out flag

(ESP)

Network

CAN time out flag

(ETACS)

Network

CAN time out flag

(immobilizer)

Network

CAN communication Network

Malfunctioning Part

EGR valve

Network

Light

Remarks

15. EXTERNAL WIRING DIAGRAM

15.1 Engine ECU External Wiring Diagram

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

Operation Section

–

Operation Section

15.2 Engine ECU Connector Diagram

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

Terminal Connections (1)

A07

A08

A09

A10

No.

A01

A02

A03

A04

A05

A06

Pin Symbol

P-GND

—

P-GND

COMMON 1

—

EGR-

EGR+

—

SCV+

Signal Name

Power Ground

—

Power Ground

INJ#1/#4 BATT.

INJ#2/#3 BATT.

—

EGR-DC Motor (-)

EGR-DC Motor (+)

—

Suction Control Valve

A17

A18

A19

A20

No.

A11

A12

A13

A14

A15

A16

—

Pin Symbol

—

A/C1 SW

—

Signal Name

—

Air Condition 1 Switch

—

Engine Warning Light

Operation Section

–

Terminal Connections (2)

No.

A21

A34

A35

A36

A37

A38

A39

A40

A41

TW4

A22

A23

A24

TWV2

A25 —

A26 A/C R

A27 C FAN R

A28 —

A29 SCV-

A30 —

A31 —

A32 —

A33 —

—

TWV3

A42 TWV1

A43 TWV1

A44 A-VCC3

A45 A-VCC4

A46 NE+

A47

A48

A49

A50

A51

A55

Pin Symbol

—

Glow R

Glow L

G+

PFUEL 1

—

THF

THW

A52 BOOST

A53 EGR LIFT

A54 AMF

EXT-A-TMP

Injection 4 Drive (# 2 Cylinder)

Injection 2 Drive (#3 Cylinder)

—

Air Conditioning Relay

FAN Relay

—

Suction Control Valve

—

Glow Plug Relay

Glow Light

—

Signal Name

Injection 3 Drive (#4 Cylinder)

Injection 1 Drive (#1 Cylinder)

Cylinder Recognition Sensor

Rail Pressure Sensor (Pc Sensor)

—

Fuel Temperature Sensor

Coolant Temperature Sensor

Turbo Pressure Sensor

EGR Position Sensor

Airflow Sensor

Air Temperature Sensor (W/AFS)

A65

A66

A67

A68

A69

A61

A62

A63

A64

No.

A56

A57

A58

A59

A60

A70

A71

A72

A73

A74

A75

A76

A77

A78

A79

Crankshaft Position Sensor BATT A80

Cylinder Recognition Sensor BATT A81

Crankshaft Position Sensor B01

B02

B03

B04

B05

B06

B07

B08

B09

B10

Pin Symbol

—

A-VCC5

A-VCC6

NE-

G-

—

PFUEL RTN

THF RTN

Signal Name

—

Rail Pressure Sensor Source

Turbo Pressure Sensor Source (5V)

Crankshaft Position Sensor Ground

Cylinder Recognition Sensor Ground

—

Rail Pressure Sensor Earth

Air Temperature Sensor, Fuel Temperature Sensor Earth

THW RTN Coolant Temperature Sensor Earth

BOOST RTN Turbo Pressure Sensor

EGR Lift RTN EGR Position Sensor Earth

AMF-RTN Airflow Sensor Earth

EXT-A-RTN

—

Air Temperature Sensor Earth

(W/FAS)

—

THA

—

A-VCC 1

APS 1

APS 1 GND

—

Air Temperature Sensor

—

Accelerator Position Sensor (Main)

Source

Accelerator Position Sensor (Main)

Earth

—

ETCP-M

CAN1-L

—

A-VCC 2

APS 2

—

Electronic Throttle Control (Main)

CAN L (W/Resister)

—

Accelerator Position Sensor (Sub)

Source

Accelerator Position Sensor (Sub)

Operation Section

–

B19

B20

B21

B22

B23

B24

B12

B13

B14

B15

B16

B17

B18

Terminal Connections (3)

No.

B11

B25

Pin Symbol Signal Name

APS 2 GND Accelerator Position Sensor (Sub)

Earth

B26

— — B27

—

CAN1-H

—

SPD

—

CAN H (W/Resister)

—

Vehicle Speed Sensor

—

STA-SW

—

Starter Switch

MT 1ST SW 1st Shift Switch

MT REV SW Reverse Shift Switch

—

M-REL

TACHO

No.

—

B36

B37

— B38

Control (ECCS) Relay (W/

DIODE)

B39

Tacho meter B40

B32

B33

B34

B35

B28

B29

B30

B31

Pin Symbol

IG-SW

—

ETC+

—

ETC-

+BP

—

PS-SW

—

C-GND

BATT.

Signal Name

Ignition Switch

—

Power Steering Switch

—

SIG Ground

—

Electronic Throttle Control Motor (+)

—

Electronic Throttle Control Motor (-)

Battery

—

Battery (Back-up, W/Monitor)

Published : June, 2005

Edited and published by:

DENSO INTERNATIONAL THAILAND

Field Technical Service Department

369 Moo 3 Teparak Rd. Muang Samutprakarn

Thailand

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Key Features

Common rail system for precise injection control
High-pressure fuel delivery even at low engine speeds
Improved combustion efficiency and reduced emissions
Compact and energy-saving design
QR codes for improved injector quantity precision

Frequently asked questions

What is the common rail system and how does it work?

The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel. The ECU controls the injection system (injection pressure, injection rate, and injection timing) to ensure a stable injection pressure at all times.

What are the benefits of the common rail system?

The common rail system provides several benefits, including higher power output, cleaner exhaust gas emissions, reduced black smoke during start-up and acceleration, and optimized control for minimizing particulate matter and NOx emissions.

What is the role of the QR codes on the injectors?

QR codes display various injector characteristics and the ID codes. This information is used by the common rail system to optimize injection volume control. When an injector is newly installed, it is necessary to enter the ID codes in the engine ECU using the MITSUBISHI diagnosis tool.