. Common Rail System (HP3) for MITSUBISHI TRITON 4D56/4M41 Engine DENSO INTERNATIONAL THAILAND CO., LTD 00400554E. © 2005 DENSO CORPORATION All Rights Reserved.

1. Mitsubishi L200 4d56 Engine Manual 2010 Dodge

This book may not be reproduced or copied, in whole or in part, without the written permission of the publisher. Revision History Revision History Date Revision Contents 2005.10.25. 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.

Mitsubishi L200 4d56 Engine Manual 2010 Dodge

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- 7. INJECTOR (G2 TYPE) MATION Outline.1-16 Application.1-1 Characteristics. 1-16 System Components Part Number. 1-1 Exterior View Diagram.1-17 Construction.1-18 2. OUTLINE OF SYSTEM Operation. 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.

FUEL INJECTION RATE CON- TROL 12.1 Outline.1-35 13. FUEL INJECTION PRESSURE CONTROL 13.1 Fuel Injection Pressure. Rail SM0 1465A034 Engine ECU MA275800-425# 1860A392 For 4D56 Engine Model (4WD) MA275800-431# 1860A523 For 4D56 Engine Model (2WD MT) MA275800-432# 1860A524 For 4D56 Engine Model (2WD AT) MA275800-357# 1860A390 For 4M41 Engine Model (4WD) Turbo pressure sensor 0 MR577031.

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 elec- tronically 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. Operation Section – 2.3 Comparison to the Conventional System In-line, VE Pump Common Rail System System High-pressure Pipe Rail Momentary High Pressure Supply Pump Timer Usually High Pressure Nozzle Governor Delivery Valve In-line Pump Feed Pump SCV (Suction Control Valve) Injector Fuel Tank VE Pump. Operation Section – 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 Pressure Rail Limiter Injector Rail Pressure Sensor Fuel Temperature Sensor (Suction Supply Pump Fuel Tank Control Valve). Operation Section – (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. 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.

Operation Section – 3.2 Exterior View Diagram 4D56 Engine Model Overflow to Fuel Tank To Rail From Fuel Tank Fuel Temperature Sensor Q001253E 4M41 Engine Model Overflow to Fuel Tank To Rail Q001228E 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. Operation Section – Supply pump interior Regulating valve Feed pump Rail SCV (Suction Control Valve) Discharge valve Overflow Pumping portion (plunger) Intake valve Fuel tank QD0705E 3.4 Construction of Supply Pump The eccentric cam is attached to the drive shaft.

The eccentric cam is connected to the ring cam. Cam Shaft Eccentric Cam Ring Cam. Operation Section – Plunger A Ring Cam Feed Pump Plunger B Q001234E 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. Operation Section – Suction Valve Discharge Valve Plunger A Eccentric Cam Ring Cam Plunger B Plunger A: Begin IntakePlunger Plunger A: Finish Compression B: Begin Compression Plunger B: Finish Intake Plunger A: Begin Compression Plunger A: Finish Intake Plunger B: Begin Intake Plunger B: Finish Compression Q001235E.

Operation Section – 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. Operation Section – (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. Operation Section – (3) Diagram of Relationship Between Actuation Signal and Current (Magneto motive Force) Small Suction Volume Large Suction Volume Actuation Voltage Current Average Current Difference Q001116E 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 calcu- lates the injection volume correction that is appropriate for the fuel temperature. 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. Operation Section – 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 semicon- ductor that uses the Piezo resistive effect to detect changes in electrical resistance based on the pressure applied to the elemental sili- con. 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. Operation Section – 7.3 Exterior View Diagram Q001244E. Operation Section – 7.4 Construction QR Codes 30 Alphanumeric Figures Pressurized Fuel Control Chamber (from Rail) Multiple Hole Filter Command Piston Nozzle Spring Leak Passage Seat Pressurized Fuel Pressure Pin Nozzle Needle Q001240E 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.

Operation Section – 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.