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00400554E Common Rail System (HP3) for MITSUBISHI TRITON 4D56/4M41 Engine DENSO INTERNATIONAL THAILAND CO., LTD © 2005 DENSO CORPORATION All Rights Reserved. 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. 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- MATION 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 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 1.2 System Components Part Number Vehicle Manufac- ture Vehicle Name Engine Model Specification Destination (Vol- ume) Line Off Period MITSUBISHI TRITON 4D56 2WD (MT/AT) Thailand June, 20054WD (MT) 4M41 4WD (MT/AT) Parts Name DENSO P/N Manufacturer P/N Remarks Supply pump SM294000-0331 1460A001 For 4D56 Engine Model SM294000-0341 1460A003 For 4M41 Engine Model Injector SM095000-5600 1465A041 For 4D56 Engine Model SM095000-5760 1465A054 For 4M41 Engine Model Rail SM095440-0640 1465A034 ALL 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 079800-5960 MR577031 ALL Cylinder recognition sensor (TDC) 949979-1590 1865A074 For 4M41 Engine Model Electronic control throttle 197920-0020 1450A033 For 4M41, 4D56 Engine Model (4WD) Fuel temperature sensor 179730-0020 MR547077 ALL Mass air flow meter VN197400-4030 1460A001 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 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. This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically de- creases the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. As a result, exhaust gas emis- sions 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. Q001223E Common Rail System Injection Pressure Control Injection Timing Control Injection Rate Control Optimization, High Pressurization Common Rail System Conventional Pump Conventional Pump Speed Speed Injection Pressure Optimization Common Rail System Particulate NOx Injection Timing Speed Injection Quantity Control Cylinder Injection Quantity Correction Pre-Injection Main Injection Crankshaft Angle Injection Rate Injection Pressure 1 3 4 2 Operation Section 1–3 2.3 Comparison to the Conventional System < 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. In-line, VE Pump Common Rail System System Injection Quantity Control Pump (Governor) Engine ECU, Injector (TWV)*1 Injection Timing Control Pump (Timer) Engine ECU, Injector (TWV)*1 Rising Pressure Pump Engine ECU, Supply Pump Distributor Pump Engine ECU, Rail Injection Pressure Control Dependent upon Speed and Injection Quantity Engine ECU, Supply Pump (SCV)*2 Q001224E High-pressure Pipe Momentary High Pressure Nozzle Governor Timer In-line Pump VE Pump Q001225E Rail Usually High Pressure Supply Pump Injector Feed Pump SCV (Suction Control Valve) Delivery Valve Fuel Tank Operation Section 1–4 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 com- ponents of this system can be broadly divided into the following three types: (1) sensors; (2) ECU; and (3) actuators. Fuel Temperature Accelerator Opening Turbo Pressure, Atmospheric Air Pressure Intake Airflow Rate Rail Pressure Sensor Rail Engine ECU Fuel Temperature Sensor Supply Pump Fuel Tank Injector Pressure Limiter SCV (Suction Control Valve) Intake Air Temperature Coolant Temperature Crankshaft position Cylinder Recognition Position Q001226E Engine Speed 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 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. Q001227E Crankshaft Position Sensor (NE) Accelerator Position Sensor Engine Speed Cylider Recognition Sensor (TDC) Cylinder Recognition Load Injector Supply Pump (SCV) •Injection Quantity Control •Injection Timing Control •Fuel Pressure Control Other Sensors and Switches EGR, Air Intake Control Relay, Light Sensor Actuator Engine ECU 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). Q001265E Injector Rail Discharge Valve Regulating Valve Feed Pump Intake Fuel Inlet Fuel Overflow Fuel Tank Camshaft Intake pressure Feed pressure High pressure Return pressure Return Fuel Filter (with Priming Pump) Filter Suction Valve Plunger Return Spring SCV Operation Section 1–7 3.2 Exterior View Diagram 4D56 Engine Model 4M41 Engine Model 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. Q001253E From Fuel Tank Overflow to Fuel Tank To Rail Fuel Temperature Sensor SCV Q001228E From Fuel Tank Overflow to Fuel Tank To Rail Fuel Temperature Sensor SCV Operation Section 1–8 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. z As the drive shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating. 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. Supply pump interior Regulating valve Feed pump Overflow Fuel tank SCV (Suction Control Valve) Intake valve Discharge valve Pumping portion (plunger) Rail QD0705E QD0706E Cam Shaft Eccentric Cam Ring Cam Q001233E Ring Cam Eccentric Cam Cam Shaft Plunger Operation Section 1–9 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. Q001234E Plunger A Ring Cam Plunger B Feed Pump Operation Section 1–10 Q001235E SCV Plunger A: Finish Compression Plunger B: Finish Intake Plunger A: Finish Intake Plunger B: Finish Compression Plunger A: Begin IntakePlunger B: Begin Compression Plunger A: Begin Compression Plunger B: Begin Intake Suction Valve Plunger A Plunger B Discharge Valve Eccentric Cam Ring Cam 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. 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 (inte- grated 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. QD0708E Outer Rotor From Fuel Tank Intake Port To Pump Chamber Discharge Port Quantity Decrease Quantity Increase Quantity Decrease (Fuel Discharge) Quantity Increase (Fuel Intake) Inner Rotor Q001113E Valve body Needle valve Return Spring 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. (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. Q001114E Feed Pump Needle valve Small Opening Q001115E Feed Pump Needle valve Large Opening Operation Section 1–13 (3) Diagram of Relationship Between Actuation Signal and Current (Magneto motive Force) 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 calcu- lates the injection volume correction that is appropriate for the fuel temperature. Q001116E Average Current Difference Small Suction Volume Large Suction Volume Actuation Voltage Current ON OFF Q001237E <Reference: Temperature-resistance Characteristics> RESISTANCE(°C) (k )TEMPERATURE - 30 (25.40) (9.16) (1.66) (1.15) (0.811) (0.584) (0.428) (0.240) (0.1836) (0.1108) (5.74) (3.70) 15.40 + 1.29 - 1.20 + 0.14 - 0.132.45 0.318 ± 0.008 0.1417 ± 0.0018 - 20 - 10 10 20 30 40 50 60 70 80 90 100 110 120 0 Operation Section 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 Pressure SensorPressure Limiter 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 semicon- ductor that uses the Piezo resistive effect to detect changes in electrical resistance based on the pressure applied to the elemental sili- con. In comparison to the old model, this sensor is compatible with high pressure. 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. Q001238E Vout/Vc A-VCC A-GND PEUFL Vc = 5V (Mpa)Popt 200160100200 0 0.2 0.264 0.712 0.84 0.52 Q001239E Valve Open Valve Close 50 MPa (509.5 kg/cm2) 221 MPa (2254 kg/cm2) From rail To fuel tank Operation Section 1–16 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). Operation Section 1–17 7.3 Exterior View Diagram Q001244E <4M41 Engine Model><4D56 Engine Model> Operation Section 1–18 7.4 Construction 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 Q001240E QR Codes 30 Alphanumeric Figures Pressurized Fuel (from Rail) Seat Leak Passage Multiple Hole Filter Pressurized Fuel Command Piston Nozzle Spring Pressure Pin Nozzle Needle Control Chamber 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 max- imum 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 z Conventionally the whole injector Assy was replaced during injector replacement, but QR (Quick Response) codes have been adopted to improve injector quantity precision. Q001241E Injection Rate Control Chamber Pressure Control Chamber Pressure Control Chamber Pressure Solenoid TWV Outlet Orifice Inlet Orifice Command Piston Nozzle Injection Rate Injection Rate Non-Injection Injection End of Injection Rail Actuating Current Actuating Current Actuating Current To Fuel TankLeak Passage TWV Operation Section 1–20 4D56 Engine Model 4M41 Engine Model 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. (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 reg- istered in the ECU at a MITSUBISHI dealer using approved MITSUBISHI tools. Q001243E ID Codes (30 base 16 characters) Base 16 characters noting fuel injection quantity correction information for market service use QR Codes ( 9.9mm) Q001242E ID Codes (30 base 16 characters) Base 16 characters noting fuel injection quantity correction information for market service use QR Codes ( 9.9mm) Q001245E Injection Quantity Q 180 Mpa 80 Mpa 112 Mpa 135 Mpa 48 Mpa 25 Mpa Actuating Pluse Width TQ Injection Quantity Q 180 Mpa 64 Mpa 96 Mpa 130 Mpa 48 Mpa 25 Mpa Actuating Pluse Width TQ <4D56 Engine Model> <4M41 Engine Model> Correction 8 Points Correction 8 Points Operation Section 1–21 Replacing the Injector Replacing the Engine ECU 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 mag- netization and the response of the TWV. The EDU or the charge circuit in the ECU raises the respective battery voltage to approxi- mately 85V, which is supplied to the injector by signal from the ECU to actuate the injector. Q001133E "No correction resistance, cannot be detected electrically" Replaced injector Engine ECU * Injector ID code must be registered with the engine ECU Q001134E "No correction resistance, cannot be detected electrically" * Injector ID code must be registered with the engine ECU Vehicle injectors Replaced engine ECU Q001246E Constant Amperage Circuit High Voltage Generation Circuit ECU Actuating Current <ECU Direct Actuation> 2WV#3 (No.4 Cylinder) 2WV#4 (No.2 Cylinder) Injector Common 1 2WV#1 (No.1 Cylinder) 2WV#2 (No.3 Cylinder) Operation Section 1–22 8. OPERATION OF CONTROL SYSTEM COMPONENTS 8.1 Engine Control System Diagram 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 Rail Rail Pressure Sensor (Pc Sensor) Pressure limiter injector Engine ECU SCV (Sucton Control Valve) Glow Relay Crankshaft Position Sensor (NE Sensor) Cylinder Recognition Position Sensor (TDC Sensor) Turbo Pressure Sensor Electronic Control Throttle Fuel Tank Accelerator Position Sensor Ignition Switch Signal Starter Signal Vihicle Speed Signal Mitsubishi Diagnosis Tool (MUDIII) Battery Voltage Other Signals Air Mass Flow Sensor (With Intake Air Temperature) Fuel Temperature Sensor Coolant Temperature Sensor Operation Section 1–23 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. 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. Q001248E <Outline Diagram> Engine ECU Detection Calculation Actuation Sensor Actuator Q001249E 30°CA 180°CA 180°CA 720°CA 180°CA 5V 1V 0V Pulser Sensor Signal Vcc GND OUT Q001229E GND PBV C 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. 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. Q001231E VSV Atmosphere Turbo Pressure Sensor Intake Manifold 0.5 4.5 3.2 VC = 5 V 266.6 Absolute Pressure 66.6 202.7 500 2000 1520 PB (V) kPa (abs) mmHg (abs) <Pressure Characteristics> ECU Turbo Pressure Sensor Pressure Sensor Device Engine ECU Constant Voltage Power Supply Microcomputer Input Signal Processing Circuit Vc PB GND Operation Section 1–25 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. Q001260E Engine ECU EFI Main Relay Airflow Meter Power Supply VG +B EVG IC THAE2Intake Air Voltage Detection Voltage Detection Power Supply Intake Air Temperature Sensor Heating Element Air Thermometer 5V Temperature sensing element E2 THA VG E2 G +B Heating element Temperature sensor Air Air Flow-VG Characteristic 5 4 3 2 1 0 VG (V) 1 2 5 10 20 50 100200 Air Flow (x10-3kg/s) -20 0.2 0.3 0.5 0.7 1 2 3 5 7 10 20 30 kΩ 20 40 60 80 °C0 Operation Section 1–26 (2) Operation Q001256E VTA1 VTA1 M+ M- IC1 VC VC VTA2 VTA2 E2 E2 M+ M- IC2 M Valve Fully Opened (Mechanical) Valve Fully Opened (by Control) Valve Fully Closed Q001232E ON Target Valve Opening (Percentage) Throttle valve fully opened (by control) Key switch OFF throttle valve shut. Approx. 0.1 - 0.2 sec. Engine OFF, valve fully opened (by control) Valve fully opened (mechanical) OFF 100% Engine Key 0% 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 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 1–28 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. 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 de- creases. Q001152E Engine Speed Engine Speed Accelerator Opening Injection Quantity Injection Quantity Accelerator Opening Engine Speed Basic Injection Quantity Maximum Injection Quantity Low Quantity Side Selected Corrected Final Injection Quantity Injector Actuation Period Calculation Individual Cylinder Correction Quantity Turbo Pressure Correction Atmospheric Pressure Correction Intake Air Temperature Correction Speed Correction Injection Pressure Correction Operation Section 1–29 (2) Maximum Injection Quantity • This is determined based on the basic maximum injection quantity determined by the engine speed, and the added corrections for in- take 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. (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. Basic Injection Quantity Engine Speed Accelerator Opening Q000888E QB0717E Engine Speed Basic Maximum Injection Quantity Base injection quantity Starter ON time Start Water temperature STA/ON QD0805 Injection quantity Operation Section 1–30 • 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. Q001254E •Coolant Temperature •Air Conditioner Load •Gear Position Accelerator Opening Vehicle Speed Conditions for Start of Control Control Conditions Target Speed Calculation Comparison Injection Quantity Correction Speed Detection Air Conditioner S/W Coolant Temperature Neutral S/W Target Speed Calculation Injection Quantity Determination [Target speed] 800 20 Coolant water temperature (°C) QD1172 Engine speed (rpm) A/C ON/OFF Operation Section 1–31 Speed Pulse Control Diagram Q001255E 30°CA 360°CA 5V 0V Pulser Sensor Signal (Make the t for all the cylinders equal.) ( t1,4_L) A ( t1,4_H) B ( t2,3_L) C ( t2,3_H) D Cylinder #1(#4) Cylinder #2(#3) Q001230E Crankshaft Angle Crankshaft Angle Correction #1 #1 #3 #4 #2 #3 #4 #2 Crank Angle Speed Operation Section 1–32 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) Pilot Injection Main Injection Interval QB0723E Operation Section 1–33 (3) Injection Timing Calculation Method 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 ac- curate 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. NE Pulse Solenoid Valve Control Pulse Nozzle Needle Lift 01 Actual TDC Main InjectionPilot Injection Pilot Injection Timing Main Injection Timing Pilot Interval Basic Injection Timing Corrections Engine Speed Injection Quantity Main Injection Timing Atmospheric Pressure Correction Coolant Temperature Correction Intake Air Temperature Correction Intake Air Pressure Correction  Outline of Timing Control  Injection Timing Calculation Method QB0724E Voltage Correction Operation Section 1–34 (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 infor- mation. 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". Q001250E 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 Establishment of Learning Operations Q001251E 1st Cylinder 2nd Cylinder 3th Cylinder 4th Cylinder 1st Cylinder 2nd Cylinder 3th Cylinder 4th Cylinder : ISC Correction Portion ISC Correction Portion
: FCCB Correction Portion FCCB Correction Portion <Calculated Microinjection Quantity> <When Performing Microinjection Quantity Learning> Learning Value 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 com- bustion, and reduce noise and NOx. Normal Injection Pilot Injection Large First-stage Combustion (NOx and Noise) Small First-stage Combustion Injection Rate Heat Release Rate -20 TDC 20 40 Crankshaft Angle (deg) -20 TDC 20 40 Crankshaft Angle (deg) QD2362E Operation Section 1–36 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. Q000632E Pressure Pump Speed Final Injection Quantity 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 mod- el engine. DTC Number (SAE) Diagnostic Item Diagnostic Classifica- tion Malfunctioning Part Light ON Remarks P0016 Speed-G phase gap malfunction Pulse system malfunc- tion Crankshaft position sen- sor, cylinder recognition sensor Yes P0072 Intake manifold tem- perature sensor - low Open circuit detection (+B short, ground short, open) Intake temperature sensor No P0073 Intake manifold tem- perature sensor - high Open circuit detection (+B short, ground short, open) Intake temperature sensor No P0088 Rail high pressure abnormality Fuel pressure control system abnormality Injector Yes P0089 SCV stuck diagnosis Fuel pressure control system abnormality Supply pump Yes P0093 Fuel leak Fuel leak Fuel piping Yes P0102 Airflow sensor - low Open circuit detection (+B short, ground short, open) Airflow sensor No P0103 Airflow sensor - high Open circuit detection (+B short, ground short, open) Airflow sensor No P0106 Turbo pressure sensor characteristic abnor- mality Sensor characteristic abnormality Turbo pressure sensor Yes P0107 Turbo pressure sensor - low Open circuit detection (+B short, ground short, open) Turbo pressure sensor Yes P0108 Turbo pressure sensor - high Open circuit detection (+B short, ground short, open) Turbo pressure sensor Yes Operation Section 1–38 P0112 Intake temperature sensor - low Open circuit detection (+B short, ground short, open) Intake temperature sen- sor (AFS) Yes P0113 Intake temperature sensor - high Open circuit detection (+B short, ground short, open) Intake temperature sen- sor (AFS) Yes P0117 Coolant temperature sensor - low Open circuit detection (+B short, ground short, open) Coolant temperature sensor Yes P0118 Coolant temperature sensor - high Open circuit detection (+B short, ground short, open) Coolant temperature sensor Yes P0122 Electronic control throttle - low Open circuit detection (+B short, ground short, open) Electronic control throttle Yes P0123 Intake valve sensor - high Open circuit detection (+B short, ground short, open) Electronic control throttle Yes P0182 Fuel temperature sen- sor - low Open circuit detection (+B short, ground short, open) Supply pump Yes P0183 Fuel temperature sen- sor - high Open circuit detection (+B short, ground short, open) Supply pump Yes P0191 Rail pressure sensor characteristic abnor- mality Sensor characteristic abnormality Rail Yes P0192 Rail pressure sensor (time) low Open circuit detection (+B short, ground short, open) Rail Yes P0193 Rail pressure sensor (time) high Open circuit detection (+B short, ground short, open) Rail Yes P0201 TWV 1 (No.1 cylin- der) actuation system open circuit Injector actuation abnormality Injector Yes P0202 TWV 4 (No.2 cylin- der) actuation system open circui Injector actuation abnormality Injector Yes P0203 TWV 2 (No.3 cylin- der) actuation system open circuit Injector actuation abnormality Injector Yes P0204 TWV 3 (No.4 cylin- der) actuation system open circuit Injector actuation abnormality Injector Yes DTC Number (SAE) Diagnostic Item Diagnostic Classifica- tion Malfunctioning Part Light ON Remarks Operation Section 1–39 P0219 Engine overrun abnormality Engine abnormality Engine Yes P0234 High boost abnormal- ity diagnosis Engine abnormality Engine Yes P0335 No speed pulse input Pulse system malfunc- tion Crankshaft position sen- sor Yes P0336 Abnormal speed pulse number Pulse system malfunctio Crankshaft position sen- sor Yes P0340 No G pulse input Pulse system malfunc- tion Cylinder recognition sen- sor Yes P0341 Cylinder recognition sensor pulse number abnormality Pulse system malfunc- tion Cylinder recognition sen- sor Yes P0405 EGR lift sensor - low Open circuit detection (+B short, ground short, open) EGR valve No P0406 EGR lift sensor - high Open circuit detection (+B short, ground short, open) EGR valve No P0502 Vehicle speed abnormality - low Pulse system malfunc- tion Vehicle speed sensor Yes P0604 RAM abnormality Engine ECU Engine ECU Yes P0605 Engine ECU flash- ROM abnormality Engine ECU Engine ECU Yes P0606 Engine ECU CPU abnormality (main IC abnormality) Engine ECU Engine ECU Yes P0607 Engine ECU abnor- mality (monitoring IC abnormality) Engine ECU Engine ECU Yes P0628 SCV actuation sys- tem abnormality Fuel pressure control system abnormality Supply pump Yes P0629 SCV +B short Fuel pressure control system abnormality Supply pump Yes P0638 Intake throttle valve stuck Actuator malfunction Electronic control throttle Yes P0642 Sensor - voltage 1 low Engine ECU Engine ECU Yes P0643 Sensor - voltage 1 high Engine ECU Engine ECU Yes P0652 Sensor - voltage 2 low Engine ECU Engine ECU Yes P0653 Sensor - voltage 2 high Engine ECU Engine ECU Yes DTC Number (SAE) Diagnostic Item Diagnostic Classifica- tion Malfunctioning Part Light ON Remarks Operation Section 1–40 P1203 Low charge Engine ECU Engine ECU Yes P1204 Over charge Engine ECU Engine ECU Yes P1210 Throttle valve opening malfunction Actuator malfunction Throttle valve Yes Only 4D56 Engine 2WD P1272 P/L open valve abnormality Fuel pressure control system abnormality Rail Yes P1273 Single pump abnor- mality diagnosis Fuel pressure control system abnormality Supply pump Yes In the event that the vehicle runs out of gas, "P1273" may be detected when the vehicle is restarted. When "P1273" is dis- played, the user should verify whether or not there is gas in the vehi- cle. 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 P1275 Pump exchange fill plug Fuel pressure control system abnormality Supply pump Yes P1625 QR data abnormality Engine ECU Engine ECU Yes P1626 QR data failure to write to disc malfunc- tion Engine ECU Engine ECU Yes P2118 DC motor over cur- rent abnormality Actuator malfunction Electronic control throttle Yes P2122 Accelerator sensor-1 low Open circuit detection (+B short, ground short, open) Accelerator position sen- sor Yes P2123 Accelerator sensor-1 high final Open circuit detection (+B short, ground short, open) Accelerator position sen- sor Yes P2124 Accelerator sensor-1 high Open circuit detection (+B short, ground short, open) Accelerator position sen- sor No DTC Number (SAE) Diagnostic Item Diagnostic Classifica- tion Malfunctioning Part Light ON Remarks Operation Section 1–41 P2127 Accelerator sensor-2 low Open circuit detection (+B short, ground short, open) Accelerator position sen- sor Yes P2138 Accelerator sensor - duplicate malfunc- tion high Open circuit detection (+B short, ground short, open) Accelerator position sen- sor Yes P2138 Accelerator sensor - duplicate malfunc- tion low Open circuit detection (+B short, ground short, open) Accelerator Position Sen- sor Yes ACCP characteristic abnormality Sensor characteristic abnormality Accelerator Position Sen- sor Yes P2146 Common 1 system open circuit Injector actuation abnormality Injector, Wire harness or Engine ECU Yes P2147 COM1 TWV actua- tion system ground short Injector actuation abnormality Injector, Wire harness or Engine ECU Yes P2148 COM1 TWV actua- tion system +B short Injector actuation abnormality Injector, Wire harness or Engine ECU Yes P2149 Common 2 system open circuit Injector actuation abnormality Injector, Wire harness or Engine ECU Yes P2228 Atmospheric pres- sure sensor - low Open circuit detection (+B short, ground short, open) Engine ECU Yes P2229 Atmospheric pres- sure sensor - high Open circuit detection (+B short, ground short, open) Engine ECU Yes P2413 EGR feedback abnor- mality Actuator malfunction EGR valve No UD073 CAN bus OFF error Network Network No UD101 CAN time out flag (trans) Network Network No UD109 CAN time out flag (ETACS) Network Network No UD190 CAN communication Network Network No DTC Number (SAE) Diagnostic Item Diagnostic Classifica- tion Malfunctioning Part Light ON Remarks Operation Section 1–42 15. EXTERNAL WIRING DIAGRAM 15.1 Engine ECU External Wiring Diagram z The wiring diagram below is common to the 4D56/4M41 model. Q001257E Throttle Solenoid Valve SCV (Suction Control Valve) Air Conditioning Relay FAN Relay Control (ECCS) Relay P1P2 BATT Air Conditioning 2 Switch Air Conditioning 1 Switch Glow Light Glow Pulg Relay BATT Key ACC I S OFF Battery Starter Motor EGR Position Sensor EGR DC Motor Elecronic Throttle Control Body Earth P1 Engine Warning Light Tacho Meter Vehicle Speed Sensor NE+ NE- A46 A65 A-VCC3 A-VCC4 Crankshaft Position Sensor Cylinder Recognition Sensor A44 A45 BATTB40 A/C2 SWA31 A/C1 SW A12 WA16 GROW LA38 GROW RA37 IG-SWB26 STA-SWB18 EGR LIFT RTNA72 EGR LIFTA53 B05 EGR -A07 EGR +A08 ETC -B37 ETC +B35 ETCP-S ETCP-M A81 SPDB16 TACHOB25 +BPB38 +BPB39 M-RELB24 THRA15 C FAN RA27 A/C RA26 CAN1-H CAN1-L B14 B06 SCVA17 G+ G- A47 A66 PS-SW Power Steering Switch Reverse Shift Switch 1st Shift Switch Air Temperature Sensor Fuel Temperature Sensor Body Earth BATT Accelerator Position Sensor B30 MT REV SW B20 MT 1ST SW B19 A-VCC1 B01 APS1 B02 APS1 GND B03 A-VCC2 B09 APS2 B10 APS2 GND B11 A10 SCV- SCV (Suction Control Valve) SCV+ A29 A79 THF THA A50 THFRTN A69 Coolant Temperature SensorA51 THWRTN THW A70 Operation Section 1–43 15.2 Engine ECU Connector Diagram z The connector diagram and terminal below are common to the 4D56/4M41 model. Terminal Connections (1) No. Pin Symbol Signal Name No. Pin Symbol Signal Name A01 P-GND Power Ground A11 — — A02 — — A12 A/C1 SW Air Conditioning 1 Switch A03 P-GND Power Ground A13 — — A04 COMMON 1 INJ#1/#4 BATT. A14 — — A05 COMMON 1 INJ#2/#3 BATT. A15 THR Throttle Solenoid Valve A06 — — A16 W EngineWarning Light A07 EGR- EGR-DC Motor (-) A17 SCV SCV (Suction Control Valve) A08 EGR+ EGR-DC Motor (+) A18 — — A09 — — A19 — — A10 SCV+ SCV (Suction Control Valve) A20 — — Q001258E Rail Pressure Sensor (Pc Sensor) EXT Air Temperature Sensor Airflow Sensor P1 Turbo Pressure Sensor COMMON1A04 TWV1A43 TWV1A42 COMMON1A05 TWV2 TWV2 A24 Injector3 Drive (#4 Cylinder) A23 TWV3A41 TWV3A40 TWV4A22 TWV4A21 P-GND Body Earth P-GND C-GND A01 A03 B33 A48PFUEL1 A49 A63 PFUEL2 A-VCC5 A68PFUEL RTN A64 A52BOOST A71BOOST RTN A-VCC6 A55 A74 A54AMF A73AMF RTN EXT-A-TMP EXT-A-RTNInjector4 Drive (#2 Cylinder) Injector2 Drive (#3 Cylinder) Injector1 Drive (#1 Cylinder) Q001259E Operation Section 1–44 Terminal Connections (2) No. Pin Symbol Signal Name No. Pin Symbol Signal Name A21 TWV4 Injection 4 Drive (#2 Cylinder) A57 — — A22 TWV4 Injection 4 Drive (#2 Cylinder) A58 — — A23 TWV2 Injection 2 Drive (#3 Cylinder) A59 — — A24 TWV2 Injection 2 Drive (#3 Cylinder) A60 — — A25 — — A61 — — A26 A/C R Air Conditioning Relay A62 — — A27 C FAN R FAN Relay A63 A-VCC5 Rail Pressure Sensor (PC Sensor) Source A28 — — A64 A-VCC6 Turbo Pressure Sensor Source (5V) A29 SCV- SCV (Suction Control Valve) A65 NE- Crankshaft Position Sensor Ground A30 TEST Test Switch Input A66 G- Cylinder Recognition Sensor Ground A31 A/C2 SW Air Conditioning 2 Switch A67 — — A32 — — A68 PFUEL RTN Rail Pressure Sensor Earth A33 — — A69 THF RTN Air Temperature Sensor, Fuel Temper- ature Sensor Earth A34 — — A70 THW RTN Coolant Temperature Sensor Earth A35 — — A71 BOOST RTN Turbo Pressure Sensor A36 — — A72 EGR LIFT RTS EGR Position Sensor Earth A37 GLOW R Glow Plug Relay A73 AMF-RTN Airflow Sensor Earth A38 GLOW L Glow Light A74 EXT-A-RTN Air Temperature Sensor Earth (W/FAS) A39 — — A75 — — A40 TWV3 Injection 3 Drive (#4 Cylinder) A76 — — A41 TWV3 Injection 3 Drive (#4 Cylinder) A77 — — A42 TWV1 Injection 1 Drive (#1 Cylinder) A78 — — A43 TWV1 Injection 1 Drive (#1 Cylinder) A79 THA Air Temperature Sensor A44 A-VCC3 Crankshaft Position Sensor BATT A80 — — A45 A-VCC4 Cylinder Recognition Sensor BATT A81 ETCP-S Electoronic Throttle Control (Sub) A46 NE+ Crankshaft Position Sensor B01 A-VCC 1 Accelerator Position Sensor (Main) Source A47 G+ Cylinder Recognition Sensor B02 APS 1 Accelerator Position Sensor (Main) A48 PFUEL Rail Pressure Sensor (PC Sensor) B03 APS 1 GND Accelerator Position Sensor (Main) Earth A49 PFUEL Rail Pressure Sensor (B/UP) B04 — — A50 THF Fuel Temperature Sensor B05 ETCP-M Electoronic Throttle Control (Main) A51 THW Coolant Temperature Sensor B06 CAN1-L CAN L (W/Resister) A52 BOOST Turbo Pressure Sensor B07 — — A53 EGR LIFT EGR Position Sensor B08 — — A54 AMF Airflow Sensor B09 A-VCC 2 Accelerator Position Sensor (Sub) Source A55 EXT-A-TMP Air Temperature Sensor (W/AFS) B10 APS 2 Accelerator Position Sensor (Sub) Operation Section 1–45 Terminal Connections (3) No. Pin Symbol Signal Name No. Pin Symbol Signal Name B11 APS 2 GND Accelerator Position Sensor (Sub) Earth B26 IG-SW Ignition Switch B12 — — B27 — — B13 — — B28 — — B14 CAN1-H CAN H (W/Resister) B29 — — B15 — — B30 PS-SW Power Steering Switch B16 SPD Vehicle Speed Sensor B31 — — B17 — — B32 — — B18 STA-SW Starter Switch B33 C-GND Signal Ground B19 MT 1ST SW 1st Shift Switch B34 — — B20 MT REV SW Reverse Shift Switch B35 ETC+ Electronic Throttle Control Motor (+) B21 — — B36 — — B22 — — B37 ETC- Electronic Throttle Control Motor (-) B23 — — B38 +BP Battery B24 M-REL Control (ECCS) Relay (W/ DIODE) B39 +BP Battery B25 TACHO Tacho Meter B40 BATT Battery (Back-up, W/Monitor) Operation Section 1–46 DENSO INTERNATIONAL THAILAND Field Technical Service Department Edited and published by: 369 Moo 3 Teparak Rd. Muang Samutprakarn Thailand Published : June 2005 Printed in Thailand erminal Connections (1) No. Pin Symbol Signal Name No. Pin Symbol Signal Name A01 P-GND Power Ground A11 — — A02 — — A12 A/C1 SW Air Conditioning 1 Switch A03 P-GND Power Ground A13 — — A04 COMMON 1 INJ#1/#4 BATT. A14 — — A05 COMMON 1 INJ#2/#3 BATT. A15 THR Throttle Solenoid Valve A06 — — A16 W EngineWarning Light A07 EGR- EGR-DC Motor (-) A17 SCV SCV (Suction Control Valve) A08 EGR+ EGR-DC Motor (+) A18 — — A09 — — A19 — — A10 SCV+ SCV (Suction Control Valve) A20 — — Q001258E Rail Pressure Sensor (Pc Sensor) EXT Air Temperature Sensor Airflow Sensor P1 Turbo Pressure Sensor COMMON1A04 TWV1A43 TWV1A42 COMMON1A05 TWV2 TWV2 A24 Injector3 Drive (#4 Cylinder) A23 TWV3A41 TWV3A40 TWV4A22 TWV4A21 P-GND Body Earth P-GND C-GND A01 A03 B33 A48PFUEL1 A49 A63 PFUEL2 A-VCC5 A68PFUEL RTN A64 A52BOOST A71BOOST RTN A-VCC6 A55 A74 A54AMF A73AMF RTN EXT-A-TMP EXT-A-RTNInjector4 Drive (#2 Cylinder) Injector2 Drive (#3 Cylinder) Injector1 Drive (#1 Cylinder) Q001259E Operation Section 1–44 Terminal Connections (2) No. Pin Symbol Signal Name No. Pin Symbol Signal Name A21 TWV4 Injection 4 Drive (#2 Cylinder) A57 — — A22 TWV4 Injection 4 Drive (#2 Cylinder) A58 — — A23 TWV2 Injection 2 Drive (#3 Cylinder) A59 —