COMMON RAIL SYSTEM (CRS)

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1 MITSUBISHI 4N13, 4N14 ENGINES COMMON RAIL SYSTEM (CRS) Issued : November 2010 Applicable Vehicle : Vehicle Manufacturer MITSUBISHI Vehicle Name LANCER ASX OUTLANDER E

2 2010 DENSO CORPORATION All rights reserved. This material may not be reproduced or copied, in whole or in part, without the written permission of DENSO Corporation.

3 Table of Contents Operation Section 1. PRODUCT APPLICATION INFORMATION 1.1 Outline Applicable Vehicles System Component Part Numbers SUPPLY PUMP 2.1 Outline Suction Control Valve (SCV) Fuel Temperature Sensor RAIL 3.1 Outline Rail Pressure Sensor (Pc Sensor) Pressure Limiter INJECTOR 4.1 Outline OPERATION OF CONTROL SYSTEM COMPONENTS 5.1 Engine Control System Diagram Engine Electronic Control Unit (ECU) Sensor Operation FUEL INJECTION CONTROL 6.1 Outline Fuel Injection Quantity Control Other Controls OTHER SYSTEMS 7.1 Diesel Particulate Filter (DPF) System Fuel Filter with Filter Clog Switch, In-Tank Pump DIAGNOSTIC TROUBLE CODES (DTC) 8.1 Codes Shown in the Table DTC Details CONTROL SYSTEM COMPONENTS 9.1 Engine ECU External Wiring Diagrams ECU Connector Terminal Layouts

4 Operation Section PRODUCT APPLICATION INFORMATION 1.1 Outline This section describes the Common Rail System (CRS) newly introduced for the 4N13 engine equipped in the MITSUBISHI ASX and LANCER (from March 2010), as well as the CRS newly introduced for the 4N14 engine equipped in the MITSUBISHI OUTLANDER (from July 2010). The 4N13 and 4N14 engines conform to the European emission standards stipulated in the "EURO 5" regulations. For CRS basics, refer to "COMMON RAIL SYSTEM SERVICE MANUAL - OPERATION (Doc ID: EA)." Features Maximum injection pressure increased to 200 MPa. Equipped with G3 type injectors. Equipped with fuel filter with filter clog switch (made by DENSO), and an in-tank pump (made by another company.) 1.2 Applicable Vehicles Vehicle Manufacturer Vehicle Name Engine Model Destination Line Off Period MITSUBISHI LANCER ASX 4N13 Europe March 2010 OUTLANDER 4N14 July System Component Part Numbers 4N13 Engine (LANCER, ASX) Part Name DENSO Manufacturer Part Name Part Name Remarks Supply Pump # 1460A043 Injector # 1465A323 Rail # 1465A # 1860B624 Engine ECU # 1860A625 For the LANCER # 1860A # 1860B179 For the ASX Manifold Absolute Pressure (MAP) Sensor # 1865A156 Mass Air Flow (MAF) Meter A021 For the ASX Diesel Throttle # 1450A139

5 1 2 Operation Section Part Name DENSO Manufacturer Part Name Part Name Remarks # 1587A038 Exhaust Gas Temperature Sensor # 1587A039 For the LANCER # 1587A040 Differential Pressure Sensor # 1865A184 Electric-Vacuum Regulating Valve (E-VRV) # 8657A091 Fuel Filter with Filter Clog Switch # 1770A179 For the LANCER Air Cleaner # 1500A271 Inter-Cooler # 1530A093 4N14 Engine (OUTLANDER) Part Name DENSO Manufacturer Part Name Part Name Supply Pump # 1460A043 Injector # 1465A353 Rail # 1465A304 Engine ECU # 1860B179 Manifold Absolute Pressure (MAP) Sensor # 1865A156 Mass Air Flow (MAF) Meter A021 Diesel Throttle # 1450A139 Differential Pressure Sensor # 1865A184 Electric-Vacuum Regulating Valve (E-VRV) # 8657A091 Fuel Filter with Filter Clog Switch # 1770A179 Air Cleaner # 1500A271 Remarks

6 Operation Section SUPPLY PUMP 2.1 Outline The supply pump equipped with the 4N13 and 4N14 engines is compliant with pressures up to 200 MPa. The supply pump uses an SV3 type Suction Control Valve (SCV.)

7 1 4 Operation Section 2.2 Suction Control Valve (SCV) When the solenoid in the SCV is not energized, the return spring pushes against the needle valve, completely opening the fuel passage and supplying fuel to the plungers. (Total quantity suctioned Total quantity discharged) When the solenoid in the SCV is energized, the armature pushes the needle valve, compressing the return spring and closing the fuel passage. The solenoid is actuated ON and OFF by duty ratio control. Fuel is supplied in an amount corresponding to the open surface area of the passage in response to the duty ratio. The fuel is then discharged by the plungers. (1) Duty ratio control The engine ECU outputs sawtooth wave signals with a constant frequency. The current value is the effective (average) value of these signals. As the effective value increases, the valve opening decreases. Conversely, as the effective value decreases, the valve opening increases.

8 Operation Section 1 5 (2) When the SCV energization duration (duty ON time) is short When the SCV energization time is short, the average current flowing through the solenoid is small. As a result, the needle valve is returned by spring force, creating a large valve opening. Subsequently, the fuel suction quantity increases. (3) When the SCV energization duration (duty ON time) is long When the energization time is long, the average current flowing to the solenoid is large. As a result, the needle valve is pressed out (in the compact SCV, the needle valve is pulled), creating a small valve opening. Subsequently, the fuel suction quantity decreases.

9 1 6 Operation Section 2.3 Fuel Temperature Sensor The 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.

10 Operation Section RAIL 3.1 Outline The rail used in the CRS equipped with the 4N13 and 4N14 engines has a system pressure of 200 MPa. As such, a rail pressure sensor and pressure limiter are used that comply with the system pressure. 3.2 Rail Pressure Sensor (Pc Sensor) The rail pressure sensor (Pc 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.

11 1 8 Operation Section 3.3 Pressure Limiter The pressure limiter releases pressure when the internal rail pressure becomes abnormally high. The pressure limiter opens when internal pressure reaches 241 MPa (2458 kg/cm2), and closes when rail pressure reaches a given set value. Fuel released from the pressure limiter is returned to the fuel tank.

12 Operation Section INJECTOR 4.1 Outline G3 injectors are used in the CRS equipped with the 4N13 and 4N14 engines. G3 injectors comply with a system pressure of 200 MPa, and were designed to show improved responsiveness, as well as to increase resistance against foreign material adherence to the nozzle.

13 1 10 Operation Section (1) Correction points using QR codes # #

14 Operation Section OPERATION OF CONTROL SYSTEM COMPONENTS 5.1 Engine Control System Diagram

15 1 12 Operation Section 5.2 Engine Electronic Control Unit (ECU) The engine ECU is the command center that controls the fuel injection system and overall engine operation.

16 Operation Section Sensor Operation (1) Mass Air Flow (MAF) meter The MAF meter used in the CRS equipped with the 4N13 and 4N14 engines is a plug-in type, and is constructed so that a portion of the intake air flows through detector of the meter. Directly measuring the quantity and flow volume of the intake air improves detection accuracy, and decreases intake air resistance. The MAF meter is built into the intake air temperature sensor. (2) Manifold Absolute Pressure (MAP) sensor The MAP sensor is a semiconductor pressure sensor that utilizes changes in electrical resistance that occur when the pressure applied to a silicon crystal changes. The MAP sensor uses a VSV to alternate between atmospheric pressure and manifold absolute pressure so that a single sensor can perform both pressure measurements.

17 1 14 Operation Section (3) Diesel throttle Outline The diesel throttle is interlocked with the key switch to reduce vibration when the engine is stopped by blocking the intake of air. Operation

18 Operation Section FUEL INJECTION CONTROL 6.1 Outline The following explains the types of fuel injection control used in MITSUBISHI vehicle systems. For details on each type of control, refer to "General Edition Manual: Common Rail System (Doc ID: E)." Fuel injection rate control function The fuel injection rate control function regulates the amount of fuel discharged from the injector orifice per unit of time. Fuel injection quantity control function The fuel injection quantity control function replaces the conventional governor function. Fuel injection quantity control adjusts the fuel injection to the optimal injection quantity based on the engine speed and accelerator position signals. Fuel injection timing control function The fuel injection timing control function replaces the conventional timer function, and controls the injection to an optimal timing based on the engine rotational speed and the injection quantity. 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 a signal back to the ECU. Pressure feedback control is performed so that the discharge volume matches the optimal (command) value set in accordance with the engine rotational speed and the injection quantity. 6.2 Fuel Injection Quantity Control The following explains controls unique to MITSUBISHI vehicles. For other types of basic fuel injection quantity control, refer to "General Edition Manual: Common Rail System (Doc ID: E)." (1) Maximum injection quantity The basic maximum injection quantity is determined by the engine rotational speed, the added corrections for intake air pressure, and gear position.

19 1 16 Operation Section (2) Idle speed control (ISC) system The ISC system controls the idle speed by regulating the injection quantity so that the actual speed matches the target speed calculated by the engine ECU. The target speed varies depending on whether the A/C is on or off, and the coolant temperature.

20 Operation Section Other Controls The following explains microinjection quantity learning control. (1) Microinjection quantity learning control Outline Microinjection quantity learning control is used in every vehicle engine (injector) to preserve the accuracy of the quantity (specifically, the 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) below). Microinjection quantity learning control not only preserves the accuracy of each injector initially, but also as deterioration in injection occurs over time. Microinjection quantity learning also records the correction values to the ECU. During normal driving operations, these correction values are used to make modifications to injection commands, resulting in accurate microinjection. Learning operations Microinjection quantity learning control takes place for every two no-load, idle instability conditions established (see chart "(A)" below). This control can also be performed manually as a diagnostic tool.

21 1 18 Operation Section 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. Corrections are applied to each cylinder based on ISC and FCCB correction information, and the corrected injection quantities are calculated. Under microinjection quantity learning control, injection is divided into five injections. Therefore, the "learning value" is calculated as the corrected injection quantities for ISC and FCCB, divided by five injections.

22 Operation Section OTHER SYSTEMS 7.1 Diesel Particulate Filter (DPF) System Outline For details on basic DPF construction and operation, refer to "General Edition Manual: Common Rail System (Doc ID: E)". The differential pressure sensors and exhaust gas temperature sensors in the systems for the applicable vehicles are DENSO products. Differential pressure sensor The construction and operation of the current differential pressure sensor is identical to that of the conventional differential pressure sensor. The differential pressure sensor detects the difference in exhaust gas pressure across the DPF. Exhaust gas temperature sensors The construction and operation of the current exhaust gas temperature sensors is identical to that of the conventional differential pressure sensor. The exhaust gas temperature sensors detect the temperature of the exhaust gas both before and after the DPF.

23 1 20 Operation Section 7.2 Fuel Filter with Filter Clog Switch, In-Tank Pump Fuel filter with filter clog switch The filter clog switch detects filter clogs using the pressure difference between the fuel filter inlet and outlet. When a filter clog is detected, a diagnostic signal is outputted. (The fuel filter with filter clog switch is made by DENSO.) In-tank pump The CRS equipped with the 4N13 and 4N14 engines uses an in-tank pump. The in-tank pump sends fuel from inside the fuel tank to the supply pump, thereby assisting the pump in suctioning fuel to stabilize the feed pressure. (The in-tank pump is made by another company.)

24 Operation Section DIAGNOSTIC TROUBLE CODES (DTC) 8.1 Codes Shown in the Table The "SAE" DTC column below indicates codes that are output through the use of the STT (MUT-III). (SAE: Society of Automotive Engineers) 8.2 DTC Details Applicable Engine DTC Detection Item 4N13 4N14 Detection MIL Detection MIL P0003 Suction Control Valve (SCV) actuation line abnormality P0004 SCV +B short circuit P0016 Crankshaft position sensor, cylinder recognition sensor phase gap malfunction P0047 Turbo PWM output (low side) P0048 Turbo PWM output (high side) P0072 Intake air temperature sensor abnormality (low side) P0073 Intake air temperature sensor abnormality (high side) P0088 Abnormally high rail pressure P0089 SCV stuck P0093 Fuel leak P0102 Mass Air Flow (MAF) meter abnormality (low side) P0103 MAF meter abnormality (high side) P0106 Abnormal Manifold Absolute Pressure (MAP) sensor characteristics P0107 MAP sensor abnormality (low side) P0108 MAP sensor abnormality (high side) P0112 Intake manifold intake air temperature sensor abnormality (low side) P0113 Intake manifold intake air temperature sensor abnormality (high side) P0117 Coolant temperature sensor abnormality (low side) P0118 Coolant temperature sensor abnormality (high side)

25 1 22 Operation Section Applicable Engine DTC Detection Item 4N13 4N14 Detection MIL Detection MIL P0122 Intake valve sensor low P0123 Intake valve sensor high P0130 A/F sensor element abnormality YES YES P0134 A/F sensor activation abnormality YES YES P0135 A/F sensor heater abnormality YES YES P0182 Fuel temperature sensor abnormality (low side) P0183 Fuel temperature sensor abnormality (high side) P0191 Abnormal rail pressure sensor characteristics P0192 Rail pressure sensor (time) abnormality (low side) P0193 Rail pressure sensor (time) abnormality (high side) P0201 TWV 1 (cylinder 1) actuation line open circuit P0202 TWV 4 (cylinder 4) actuation line open circuit P0203 TWV 2 (cylinder 2) actuation line open circuit P0204 TWV 3 (cylinder 3) actuation line open circuit P0219 Engine overrun abnormality YES YES P0234 High boost abnormality YES YES P0299 Low boost abnormality P0301 Injector function (non-injection) 1 P0302 Injector function (non-injection) 2 P0303 Injector function (non-injection) 3 P0304 Injector function (non-injection) 4 P0335 No crankshaft position sensor (NE sensor) pulse input P0336 Abnormal number of crankshaft position sensor pulses P0340 No cylinder recognition sensor pulse input P0341 Abnormal number of cylinder recognition sensor pulses P0381 Glow plug open/short circuit abnormality P0401 Exhaust Gas Recirculation (EGR) insufficient flow P0403 EGR DC motor status abnormality P0420 No temperature increase during DOC regeneration P0427 Exhaust gas temperature sensor 2 low P0428 Exhaust gas temperature sensor 2 high P0489 EGR lift sensor low

26 Operation Section 1 23 Applicable Engine DTC Detection Item 4N13 4N14 Detection MIL Detection MIL P0490 EGR lift sensor high P0500 Vehicle speed abnormality (low) P0545 Exhaust gas temperature sensor 1 abnormality (low side) P0546 Exhaust gas temperature sensor 1 abnormality (high side) P0602 EOL not programmed P0604 RAM abnormality P0605 ECU flash-rom abnormality P0606 ECU CPU abnormality (main IC abnormality) P0607 ECU CPU abnormality (monitoring IC abnormality) P062F EEPROM diagnosis P0630 VIN not programmed P0638 Intake valve stuck P0642 Sensor voltage 1 (low side) P0643 Sensor voltage 1 (high side) P064C Glow control unit malfunction P0652 Sensor voltage 2 (low side) P0653 Sensor voltage 2 (high side) P0683 Glow control unit communication abnormality P1203 Low charging P1204 Overcharging P1210 Throttle valve opening malfunction YES YES P1272 Pressure limiter valve opening abnormality P1273 Supply pump single side pumping abnormality P1274 Supply pump protective fail flag P1275 Supply pump replace fail flag P1276 Fuel filter clog abnormality P1298 Turbo system (positive deviation) P1299 Turbo system (negative deviation) P1427 Exhaust gas temperature sensor 3 abnormality (low side) P1428 Exhaust gas temperature sensor 3 abnormality (high side) P1474 Temperature sensor for the Diesel Particulate Filter (DPF) differential pressure sensor (low side) YES YES YES

27 1 24 Operation Section Applicable Engine DTC Detection Item 4N13 4N14 Detection MIL Detection MIL P1475 Temperature sensor for the DPF differential pressure sensor (high side) YES YES YES P1496 DOC temperature abnormality YES YES YES P1497 DOC regeneration time exceeded P1498 No opportunity for regeneration P1499 DPF heat loss temperature abnormality P1546 Exhaust gas temperature abnormality during regeneration YES YES P1625 QR data abnormality P1626 QR data failure to write abnormality P1639 Throttle abnormality during regeneration YES YES P2009 EGR cooler bypass open load/short to ground YES YES YES P2010 EGR cooler bypass short to battery YES YES YES P20CF Exhaust injector stuck open abnormality YES YES P20D0 Exhaust injector stuck closed abnormality YES YES P2118 DC motor overcurrent abnormality P2122 P2123 P2124 P2127 P2128 P2138 Accelerator position sensor 1 abnormality (low side) Accelerator position sensor 1 abnormality (high side) final Accelerator position sensor 1 abnormality (high side) YES YES Accelerator position sensor 2 abnormality (low side) Accelerator position sensor 2 abnormality (high side) YES YES Accelerator position sensor 2 abnormality (high side) final Accelerator position sensor duplicate malfunction (high side) Accelerator position sensor duplicate malfunction (low side) ACCP characteristic abnormality P2146 Common 1 line open circuit P2147 COM 1 TWV actuation line ground short P2148 COM 1 TWV actuation line +B short circuit P2149 Common 2 line open circuit P2150 COM 2 TWV actuation line ground short

28 Operation Section 1 25 Applicable Engine DTC Detection Item 4N13 4N14 Detection MIL Detection MIL P2151 COM 2 TWV actuation line +B short circuit P2228 Atmospheric pressure sensor abnormality (low side) P2229 Atmospheric pressure sensor abnormality (high side) P2238 A/F sensor positive (+) terminal (low side) YES YES P2239 A/F sensor positive (+) terminal (high side) YES YES P2252 A/F sensor negative (-) terminal (low side) YES YES P2253 A/F sensor negative (-) terminal (high side) YES YES P2297 Atmospheric learning value abnormality/ malfunction detection YES YES P2413 EGR feedback abnormality P2426 VSS output (VSV) open load/short to ground P2427 VSS output (VSV) open load/short to battery P2454 DPF differential pressure sensor abnormality (low side) P2455 DPF differential pressure sensor abnormality (high side) P2463 Manual regeneration timing abnormality U0131 Power steering ON malfunction YES YES

29 1 26 Operation Section 9. CONTROL SYSTEM COMPONENTS 9.1 Engine ECU External Wiring Diagrams (1) LANCER

30 Operation Section 1 27

31 Operation Section 1 28 (2) ASX, OUTLANDER

32 Operation Section 1 29

33 1 30 Operation Section 9.2 ECU Connector Terminal Layouts (1) LANCER

34 Operation Section 1 31 (2) ASX, OUTLANDER

35 Service Department DENSO CORPORATION 1-1, Showa-cho, Kariya-shi, Aichi-ken, , Japan

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