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SERVICE MANUAL
Common Rail System (HP3)
for MITSUBISHI L200/TRITON
4D56/4M41Engine
(All the destinations)
OPERATION
June, 2005
Table of Contents
Operation Section
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
5. RAIL
5.1 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
8. FUEL FILTER
8.1 Fuel Filter for Low lubricating specification.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
1.1 Application
Vehicle Manufac- Vehicle Name Engine Model Specification Destination (Vol- Line Off Period
ture ume)
2WD(MT/AT)
4D56
4WD(MT) Thailand June ,2005
4M41 4WD(MT/AT)
TRITON
MITSUBISHI 4M41 4WD(MT) Oceania May ,2006
2WD(MT/AT) Middle East , Rus-
4D56 July , 2006
4WD(MT) sia ,Others
2. OUTLINE OF SYSTEM
System System
Injection Timing
Particulate
Crankshaft Angle
NOx
In-line Pump
Feed Pump SCV (Suction Control Valve)
Injector
Fuel Tank
VE Pump Q001224E Q001225E
2.4 Composition
z The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.
Operation Section Operation Section
1– 4 1– 4
Fuel Temperature
Engine Speed
Accelerator Opening
Turbo Pressure,
Atmospheric Air Pressure Engine ECU
Intake Air Temperature
Coolant Temperature
Crankshaft position
Cylinder Recognition Position
Intake Airflow Rate
Rail Pressure
Limiter Injectors
Rail Pressure
Sensor
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.
(1) Sensors
• Detect the engine and driving conditions, and convert them into electrical signals.
(3) Actuators
• Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically control-
ling 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 Actuator
Engine Speed
Crankshaft Position Sensor (NE) Injector
Q001227E
Operation Section Operation Section
1– 6 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).
Return Spring
Return
SCV
Fuel Overflow
Regulating Valve
Filter
Feed Pump
Intake
Fuel Tank Fuel Filter (with Priming Pump)
Q001265E
Operation Section Operation Section
1– 7 1– 7
To Rail
SCV
Fuel Temperature Sensor
* For Low Lubricating spec. the Exterior view same as normal spec
Q001253E
From
Fuel Tank
To Rail
Fuel
SCV
Temperature
Sensor
* For Low Lubricating spec. the Exterior view same as normal spec
Q001228E
Fuel tank
QD0705E
Cam Shaft
QD0706E
z As the drive shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.
Plunger
Eccentric Cam
Ring Cam
Cam Shaft
Q001233E
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.
Operation Section Operation Section
1– 9 1– 9
Plunger A
Ring Cam
Feed Pump
Plunger B Q001234E
Plunger A
Eccentric Cam
Ring Cam
SCV
Plunger B
Q001235E
Operation Section Operation Section
1– 11 1– 11
Quantity Decrease
Outer Rotor To Quantity Decrease (Fuel Discharge)
Pump Chamber
Inner Rotor
Intake Port
Discharge
From Port Quantity Increase Quantity Increase
Fuel Tank (Fuel Intake)
QD0708E
Needle valve
Q001113E
Operation Section Operation Section
1– 12 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
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
Q001115E
Operation Section Operation Section
1– 13 1– 13
(3) Diagram of Relationship Between Actuation Signal and Current (Magneto motive Force)
Q001116E
- 10 (9.16)
0 (5.74)
10 (3.70)
+ 0.14
20 2.45 - 0.13
30 (1.66)
40 (1.15)
50 (0.811)
60 (0.584)
70 (0.428)
80 0.318 ± 0.008
90 (0.240)
100 (0.1836)
110 0.1417 ± 0.0018
120 (0.1108)
Q001237E
Operation Section Operation Section
1– 14 1– 14
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.
Q001236E
Operation Section Operation Section
1– 15 1– 15
Vout/Vc
Vc = 5V
0.84
A-VCC A-GND 0.712
PFUEL
0.52
0.264
0.2
Popt (Mpa)
Q001238E
To fuel tank
221 MPa (2254 kg/cm2)
Valve Open
Q001239E
Operation Section Operation Section
1– 16 1– 16
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).
Operation Section Operation Section
1– 17 1– 17
Q001244E
Operation Section Operation Section
1– 18 1– 18
7.4 Construction
QR Codes
30 Alphanumeric Figures
Command Piston
Nozzle Spring
Leak Passage
Seat
Pressurized Fuel
Pressure Pin
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.
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.
TWV
Rail
Outlet Orifice
Inlet Orifice Control Control Control
Chamber Chamber Chamber
Pressure Pressure Pressure
Command
Piston
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.
Operation Section Operation Section
1– 20 1– 20
Q001243E
QR Codes ( 9.9mm)
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, reduc-
tions in exhaust gas emissions and so on.
96 Mpa
Injection Quantity Q
112 Mpa
Correction Correction
64 Mpa 8 Points 80 Mpa 8 Points
48 Mpa 48 Mpa
25 Mpa 25 Mpa
Replaced injector
Engine ECU
Vehicle injectors
Injector
2WV#1 (No.1 Cylinder)
Actuating Current
2WV#2 (No.3 Cylinder)
Q001246E
Operation Section Operation Section
1– 22 1– 22
8. FUEL FILTER
Fuel Outlet
Fuel Inlet
Vacuum Switch
Fuel Tank Fuel filter assy Injector Fuel Tank Common Rail Injector
Common Rail
Engine Engine
Q001522E
Operation Section Operation Section
1– 23 1– 23
Fuel Temperature
Sensor
Rail Pressure Sensor Electronic Control
(Pc Sensor) Pressure limiter Throttle
Cylinder Recognition
Rail Position Sensor
(TDC Sensor)
Turbo Pressure
Sensor
Fuel Tank
injector
Coolant
Crankshaft Position Sensor Temperature
(NE Sensor) Sensor
Q001247E
<Outline Diagram>
Q001248E
Pulser
Sensor
Signal
OUT 5V
1V
GND 0V 30°CA 180°CA 180°CA 180°CA
Vcc 720°CA
Q001249E
VC GND PB
Q001229E
Operation Section Operation Section
1– 25 1– 25
<Pressure Characteristics>
4.5 VC = 5 V
Turbo Pressure Sensor Engine ECU
3.2
Vc Constant Voltage
Power Supply
PB 0.5
Input Signal kPa (abs)
Processing Circuit GND 66.6 202.7 266.6
Microcomputer mmHg (abs)
Absolute Pressure
ECU
Q001231E
Air
E2 THA VG E2 G +B
Temperature
sensing
element
Heating Temperature
element sensor
Heating
Element
EVG
Intake Air 5V
Temperature Sensor
Power
Supply
Voltage Detection
E2 THA
Intake Air
Q001260E
VTA1
M
VC
VTA2 IC1
IC2
E2
M+
M-
E2 VTA2 VC VTA1 M+ M-
Q001256E
(2) Operation
OFF
Key switch OFF throttle valve shut.
100%
0%
10.1 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.
10.5 Fuel Injection Pressure Control Function (Rail Pressure Control Func-
tion)
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.
Operation Section Operation Section
1– 29 1– 29
11.1 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.
Accelerator Opening
Quantity
Injection
Engine Speed
Accelerator Opening
Basic Injection Quantity Low Corrected Injector Actuation
Quantity Final Injection
Side Selected Quantity Period Calculation
Engine Speed
Maximum Injection Quantity
Individual Cylinder
Correction Quantity
Speed Correction
Injection Pressure Correction
Quantity
Injection
Engine Speed
Q000888E
Engine Speed
QB0717E
Water temperature
Base injection
quantity
Injection quantity
Starter ON time
STA/ON Start
QD0805E
Determination
Injection
Coolant Temperature Quantity
Injection
Quantity
Target Speed
Correction
Calculation
Air Conditioner S/W
Q001254E
• The target speed varies, depending on the ON/OFF state of the air conditioner and the coolant temperature.
[Target speed]
Engine speed (rpm)
800
A/C ON/OFF
20
Coolant water temperature (°C)
QD1172E
Speed Pulse
Pulser
Sensor
Signal
5V
0V
30°CA
360°CA
Q001255E
Control Diagram
#1 #3 #4 #2 #1 #3 #4 #2
Crank
Angle
Speed
Q001230E
Operation Section Operation Section
1– 33 1– 33
12.1 Ouline
z Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.
Main Injection
Top Dead Center (TDC)
Pilot Injection
Interval
QB0723E
Operation Section Operation Section
1– 34 1– 34
NE Pulse
Pilot Injection Main Injection
Solenoid Valve Control Pulse
Engine Speed
Basic Injection Corrections Main Injection
Injection Quantity Timing Timing
Voltage Correction
Atmospheric Pressure Correction
QB0724E
Q001251E
Operation Section Operation Section
1– 36 1– 36
13.1 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 com-
bustion, and reduce noise and NOx.
Injection Rate
Large First-stage
Combustion Small First-stage
(NOx and Noise) Combustion
Heat Release
Rate
Pressure
Final Injection Quantity
Pump Speed
Q000632E
Operation Section Operation Section
1– 38 1– 38
W-B
B40 BATT A-VCC3 A44 R
Control (ECCS) Relay Crankshaft
G-Br
L
B38 +BP NE+ A46 Position
B-W
NE- A65 Sensor
B-W B24 M-REL
Lg-R R-B
A-VCC4 A45 Cylinder
FAN Relay A27 C FAN R L-Y
G+ A47 Recognition
Air R-Y B-W
G- A66 Sensor
Conditioning A26 A/C R
Relay
P1 P2 PS-SW B30 B-R
Power Steering Switch
Body
R
Earth
B14 CAN1-H
B
B06 CAN1-L PTC SW A14
Y-R
PTC Control Switch
Gr
A64 A-VCC6 MT REV SW B20
R-G
Reverse Shift Switch
G
B35 ETC + MT 1ST SW B19
L
1st Shift Switch
G-B
Electronic B37 ETC - BATT
Throttle Accelerator
Control R B05 ETCP-M Position Sensor
L-W
A-VCC1 B01
Gr
R APS1 B02
EGR A08 EGR +
Y-B Br-W
DC Motor A07 EGR - APS1 GND B03
Starter G
B-W
S B26 IG-SW
OFF L-R
I ACC SCV+ A10
SCV
Key
(Suction Control Valve)
Y-R
A37 GROW R SCV- A29 L-Y
R-W Br
Engine Warning Light A16 W THFRTN A69
BATT
Q001519E
Operation Section Operation Section
1– 46 1– 46
L-Y
Injector1 Drive (#1 Cylinder) A04 COMMON1 PFUEL1 A48 W
G
A43 TWV1
R Rail Pressure Sensor
G
A42 TWV1 A-VCC5 A63
Y
(Pc Sensor)
Br
W-L PFUEL RTN A68
Injector2 Drive (#3 Cylinder) A05 COMMON1
L-G
A24 TWV2 A-VCC6 A64 Gr
L-G G-Br
A23 TWV2 BOOST A52 Turbo Pressure Sensor
Br
Injector3 Drive (#4 Cylinder) L BOOST RTN A71
Y-G A41 TWV3
Y-G Y-L
A40 TWV3 EXT-A-TMP A55 EXT
Air Temperature Sensor
Injector4 Drive (#2 Cylinder) EXT-A-RTN A74
B-L
B-G A22 TWV4
B-G W-R
R
A21 TWV4 AMF A54 Br Airflow Sensor
A73
AMF RTN
B
A01 P-GND
B P1
A03 P-GND
B
B33 C-GND
PTC
SW
Q001521E