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HDi INJECTION

SID201
1

Objectives
The objective of this document is to present:
- The fuel system,
- The air system,
- The functions of the SIEMENS SID201 ECU,
- The particle filter,
- The operating principle of the torque-sensitive engine
mounts.
All information in this document correspond to authorized
maintenance operations at the time this document was created.
2

Table of Contents
FUEL SYSTEM
AIR SYSTEM
SID201 FUNCTIONS

PARTICLE FILTER
ENGINE MOUNTS
3

FUEL SYSTEM
ToC

THE LOW PRESSURE SYSTEM

THE HIGH PRESSURE SYSTEM

THE FUEL RETURN SYSTEM

FUEL SYSTEM
Chapter

LOW PRESSURE SYSTEM


Nozzle + valve
Fuel filter

High pressure pump

Pressure
regulator

Fuel cooler

Tank

Booster pump

FUEL SYSTEM
Booster pump

Chapter

Booster pump

Gauge
Permanent power supply
(with +APC on)
Flow =180l/h

FUEL SYSTEM
Chapter

LOW PRESSURE SYSTEM


Nozzle + Valve
Fuel filter

High pressure pump

Pressure
regulator

Fuel cooler

Tank

Booster pump

FUEL SYSTEM
Pressure Regulator

Chapter

Atmospheric
pressure

To tank

Calibrated pressure: 0.5


bar (relative pressure)

From booster
pump

FUEL SYSTEM
Chapter

LOW PRESSURE SYSTEM


Nozzle + Valve
Fuel filter

High pressure pump

Pressure
regulator

Fuel cooler

Tank

Booster pump

FUEL SYSTEM
FULE FILTER

Chapter

Replacement at 60.000km

Priming the system:


Ignition on during 1 minute

Bleed screw

Water trap

10

FUEL SYSTEM
HIGH PRESSURE SYSTEM

Chapter
Supply to
common rails

PCV
Pressure
regulator
Fuel return

Transfer pump

High pressure
elements

High pressure pump

VCV Volume
regulator

11

FUEL SYSTEM
High pressure pump

Chapter

VCV Volume regulator


Fuel return

Low pressure
supply

Supply to common
rails
No timing needed
No disassembly
Driven by a belt
Transfer pressure
Idle pressure
Maximum pressure

Values
4 bar
220 Bar
1650 Bar

Transfer
pump

PCV Pressure
regulator
12

FUEL SYSTEM
Chapter

High pressure elements

13

FUEL SYSTEM
Chapter

HIGH PRESSURE SYSTEM

High pressure pump

14

FUEL SYSTEM
Chapter

Common rails

Rail pressure
sensor
Die cast common rails
The rail pressure sensor cannot be removed

No resistance measurement of the sensor


15

FUEL SYSTEM
Injectors

Chapter

Piezo-electric actuators

Fuel return
coupling clip

Piezo-electric control
6-hole injectors 150m
Power supply from 90 to 160 V
Actuator resistance 200K (+/-50K)
NO disconnection when the engine is running!
Risk of serious engine damage because
of permanent injection!
16

FUEL SYSTEM
Chapter

Injectors

NO INJECTOR CLASSES TO
BE TELECODED!!!

17

FUEL SYSTEM
FUEL RETURN SYSTEM

Chapter
Fuel temp. sensor

Fuel cooler

Thermostatic valve

Tc
Tc

If fuel T <35c

High pressure pump

Fuel cooler

18

FUEL SYSTEM
Chapter

Fuel Temperature Sensor

Fuel temperature sensor

Technology: NTC probe

Fuel temp. sensor and


coupling with cooler

Purpose: allow the CMM to avoid fuel overheating


(protection of the fuel system)
2 pressure releases: T>115 then T>128c
The check valve also holds the pressure in the injector
return line (1.2 bar relative pressure)

Check valve

19

FUEL SYSTEM
FUEL RETURN SYSTEM

Chapter
Fuel temp. sensor

Fuel Cooler

Thermostatic valve

Tc

High pressure pump

Fuel cooler

20

FUEL SYSTEM
Chapter

Fuel cooler (water/diesel fuel)

Fuel / Coolant exchanger


Built-in the oil filter base, in the centre of
the V
Regulates the injector return line fuel
temperature on the coolant temperature.

21

FUEL SYSTEM
FUEL RETURN SYSTEM

Chapter
Fuel temp. sensor

Fuel cooler

Thermostatic valve

Tc

High pressure pump

Fuel cooler

22

FUEL SYSTEM
Thermostatic Valve

Chapter

To tank
To fuel filter

When fuel T < 35c


When fuel T > 40c
Injector return +
HP pump return
Attached on the central common rail
Optimizes the fuel temperature increase
Built-in thermostatic element
Transition at 35c (corresponds to 3,23 K on the
fuel temp. sensor)
23

FUEL SYSTEM
FUEL RETURN SYSTEM

Chapter
Fuel temp. sensor

Fuel cooler

Thermostatic valve

Tc

High pressure pump

Fuel cooler

24

FUEL SYSTEM
Chapter

Fuel cooler (air/diesel fuel)

Under the bodyshell


Lowers the fuel temperature by
10C (vehicle not running) and
25c (vehicle running).

25

FUEL SYSTEM
Chapter

Synthesis

Low pressure:
How is the fuel fed to the HP pump?
Booster pump + transfer pump
What is the electrical element fitted on the fuel filter?
Water trap
High pressure
How many common rails are there on the high pressure system?
3 common rails: one for each cylinder row + a central one with a pressure sensor
How many classes of injectors to be telecoded?
None
Return system
What type of exchanger is fitted on the injector return line?
Water / Fuel exchanger
What type of element ensures fuel temperature increase?
Thermostatic valve. T transition: 35c
26

AIR SYSTEM
ToC
GENERAL INFORMATION

TURBOCHARGE

VARIABLE SWIRL SYSTEM

EGR SYSTEM

FAP RICHNESS VALVE

DIAGNOSTIC
27

AIR SYSTEM
AIR SYSTEM DIAGRAM

Chapter
1. Air filter

11. Exhaust manifold

2. Mass air flowmeter with


built-in intake air temp.
sensor

12. EGR exchanger


(water/exhaust gases
exchanger)

3. Electrically controlled
turbocharger

13. Electrical EGR valve

4. RAS (air/air exchanger)

14. Pre-catalyser
upstream temp. sensor

5. FAP richness valve

15. Pre-catalyser

6. Temp. and pressure


turbocharger air sensors

16. Pre-catalyser
downstream temp.
sensor (only on rear
cylinder row)

7. Helical and tangential


intake duct

17. Oxidation catalyser


8. Swirl valve control
breather
9. Swirl valve
10. Vacuum pump

18. Particle filter


19. Catalyser
downstream temp.
sensor
20. FAP differential
pressure sensor

28

AIR SYSTEM
Chapter

Air Filter

Flowmeters
Includes the filtering cartridge.

The upper section includes:


both vents for torque-sensitive
engine mount electric valves.
both attachments for flowmeters on
front and rear cylinder rows.
Torque-sensitive engine
mount vents
29

AIR SYSTEM
Chapter

Mass Air Flowmeters

Technology: hot film, frequential signal


proportional to the air quantity.
Purpose: allow the CMM to measure the
EGR ratio.
Front and rear flowmeters identical

Built-in intake air temp. sensor (NTC


probe)
Purpose: allow the CMM to calculate the
volume of air quantity

Flow
measurement
Intake air temperature
measurement

30

AIR SYSTEM
Chapter

Turbochargers

2 turbochargers:
Smaller less inertia reduced time lag.
Maximum pressure: 1.6 bar (relative pressure).

Variable geometry: allow turbocharger operation


over a wider rpm range.
The variable geometry is controlled by an
electrical actuator.

Electrical actuator
31

AIR SYSTEM
Chapter

Variable Geometry

Operating principle:
Variation of the exhaust gases flow
section.
Variation of the exhaust gases
orientation over the turbine.
Design:

Vanes are hinged on a disk actuated


by a rod.
The position of the rod is adjusted by
the electrical actuator.

32

AIR SYSTEM
Chapter

Turbocharger Actuator
Position sensor target

d.c. motor

Same reference signal to both actuators.


The position reference is sent by the CMM
(PWM signal).

Worm screw and gear

Position feedback signal (inductive sensor)


used by the actuator.

33

AIR SYSTEM
Turbocharger Actuator

Chapter

Ground

PWM control signal

(V)

Power supply

PWM control signal


& diagnostic line

Grounding
controlled by the
actuator

(s)

Self-diagnostic by the actuator in case of blocking or internal electronic fault.

Grounding of the control signal = blocking


34

AIR SYSTEM
Chapter

RAS (Turbocharger Air Cooler)

Coolant radiator

Turbocharger Air
Cooler
A/C condenser

Air/air heat exchanger.


Lowers the temperature of the air
compressed by the turbochargers.
Increases the density of the air
entering the engine.
35

AIR SYSTEM
Chapter

Temperature Sensor

Technology: NTC probe.


Purpose: allows the CMM to know the
temperature of the air cooled by the RAS to:
adjust the pressure,
adjust the EGR ratio,

adjust richness (FAP regeneration),


Built-in the FAP richness valve.
36

AIR SYSTEM
Chapter

Turbocharger Pressure Sensor

Technology: piezo-resistive sensor.


Purpose: allows the CMM to know the turbocharger pressure to
adjust the actuator control.

37

AIR SYSTEM
Reference Pressure Calculation

Chapter

Load

Main parameters

Reference
pressure = X Bar
Engine rpm

Intake air temp.

Pa

Atmospheric
pressure

Correction parameters

Engine temp.
Turbocharger
temp.
38

AIR SYSTEM
Chapter
1st case: open loop regulation: EGR

Pressure Regulation

operating zone

The CMM controls the actuators based on cartography definition.

(Calculated reference = X bar / then PWM = X%)


The CMM does not monitor the turbocharger pressure

39

AIR SYSTEM
Chapter

Pressure Regulation

2nd case: closed loop regulation: outside

the EGR operating zone

The CMM monitors the turbocharger pressure


Le CMM modifies the PWM correspondingly

Turbocharger pressure
sensor

40

AIR SYSTEM
Chapter

De-activation Conditions

Fault on the turbocharger pressure sensor.


Fault on the atmospheric pressure sensor.
Fault detected on a turbocharger actuator.

41

AIR SYSTEM
Chapter

Variable Swirl system: reminder about the Swirl

It is the Swirl movement of the gas flow.

Exhaust

Intake

Swirl

ADVANTAGE: better air / fuel mixing

Liquid

Gaseous

DRAWBACK: losses of filling


42

AIR SYSTEM
Chapter

Variable Swirl system: operating principle

2 separated intake ducts


De-activation of the tangential duct by controlling a valve,
Increase of the flow in the helical duct increase of Swirl

tangential
duct

helical
duct

43

AIR SYSTEM
Chapter

Variable Swirl system: activation zone

(Nm)

Both ducts open

1 duct open

(tr/min)
44

AIR SYSTEM
Variable Swirl system: components

Chapter

Control
breather

Vacuum pump

Electric valve

Default setting: valve open.


Electric valve controlled by the CMM (PWM signal).

All or nothing control: no intermediate position.


45

AIR SYSTEM
EGR system: components

Chapter

Duct

EGR exchanger

Electrical
EGR valve

Exhaust
manifold

46

AIR SYSTEM
Chapter

EGR system: Exhaust Gases Exchanger

Coolant / Exhaust gases exchanger,


Lowers the temperature of the exhaust gases,
Allows a higher intake of exhaust gases.

47

AIR SYSTEM
EGR system: Electrical EGR valves

Chapter

Electrical actuator

EGR valve

EGR valve actuated by an electric motor.


Built-in position sensor.
Actuator controlled by the CMM with an PWM signal.

Cleaning phase when switching the ignition off: 10 activations.


48

AIR SYSTEM
Chapter

EGR system: Calculation of the quantity to be re-circulated

Load

Main parameters
EGR quantity = X mg/s

EGR valve position = X mm


Engine rpm

Intake air temp.

Pa

Atmospheric
pressure
Engine temp.

Correction parameters

Turbocharger
temp.
49

AIR SYSTEM
Chapter

EGR system: Closed loop regulation

Position
sensor

Flowmeter

Air flow signal: the CMM substracts the quantity of gases re-circulated.

Valve opening signal measured by the position sensor: the CMM compares the
reference position and the current position.
50

AIR SYSTEM
Chapter

EGR system: Activation zone

De-activation threshold
of the EGR re-circulation

Maximum activation threshold


of the EGR re-circulation

Activation zone of the EGR re-circulation

51

AIR SYSTEM
Chapter

EGR system: De-activation Conditions

Conditions for progressive de-activation of the EGR function:


Altitude above 1000m (atmospheric pressure (Pa) signal)
Intake air temperature higher than 45c or less than 0c
Conditions for complete de-activation of the EGR function:
FAP regeneration
Idle over a long period of time (> 1 min)
Deceleration (foot off the pedal)
Defective EGR valve

Fault on both flowmeters

52

AIR SYSTEM
FAP Richness Valve

Chapter

Intake

FAP Richness
Valve actuator

Not used for the EGR function.


Allow a mixture enrichment during FAP regenerations.
Stuffing function when stopping the engine.

Learning of lower / upper stops every time the engine is stopped.


53

AIR SYSTEM
Chapter

Air Loop Diagnostic: Turbocharging and EGR

Precautions for correct diagnostic of the air loop

Adapt the testing conditions to the system to be diagnosed.


Correct interpretation of parameters concerning:

the EGR,
the air flow,
the turbocharger pressure.

54

AIR SYSTEM
Chapter

Air Loop Diagnostic: Turbocharging and EGR

Diagnostic of flowmeters / EGR


Test conditions:
Engine running at idle since more than 1 minute (EGR de-activated).

Diagnostic of the turbocharging pressure


Test conditions:
Engine running at 2000 rpm stabilized and partial load (open loop).

55

AIR SYSTEM
Chapter

Air Loop Diagnostic: Turbocharging and EGR

Parameters to be interpreted for the EGR:


Current and reference
air flow (global)
Current and reference
EGR valve position
Current and reference
air flow for each cylinder
row
Air flow values 1 & 2
must be divided by
two.

56

AIR SYSTEM
Chapter

Air Loop Diagnostic: Turbocharging and EGR

Example of parameters at idle < 1min

Current and reference air


flow (global): same values
Current and reference EGR
valve position: same values
Current and reference air flow
for each cylinder row: a
maximum +/- 80 mg/stroke
difference is acceptable

57

AIR SYSTEM
Chapter

Air Loop Diagnostic: Turbocharging and EGR

Example of parameters at idle > 1min

Current and reference air


flow (global): same values
Current and reference EGR
valve position: same values:
about 5%

Current and reference air flow


for each cylinder row: a
maximum +/- 80 mg/stroke
difference is acceptable

58

AIR SYSTEM
Chapter

Air Loop Diagnostic: Turbocharging and EGR

Example of failure: distorted signal from rear EGR valve position


(resistance on the signal wire)
Diagnostic on flowmeters / EGR Test conditions: idle <1min
Parameters Reading:
Comparison current/reference
values of EGR valve position: OK
Comparison current/reference
values of global air flow: OK

Comparison current/reference
values air flow for each cylinder
row: not OK

Conclusion: the flowmeters might be


suspected
59

AIR SYSTEM
Chapter

Air Loop Diagnostic: Turbocharging and EGR

Diagnostic on flowmeters / EGR Test conditions: idle >1min


Parameters Reading:
Comparison current/reference
values of EGR valve position: OK
Comparison current/reference
values of global air flow: OK
Comparison current/reference
values air flow for each cylinder
row: not OK
Conclusion: the flowmeters are not
defective the fault is on the rear
EGR valve

Note: if the disymetry between the


flowmeters is still present, invert the
flowmeters
60

AIR SYSTEM
Chapter

Air Loop Diagnostic: Turbocharging and EGR

Diagnostic on the turbocharging pressure (after diagnostic of the


EGR system).
Test conditions: Engine running at 2000 rpm stabilized and partial load (open
loop).

This test represents the turbocharger system performance. If the pressure


measurement is less than the reference value at this stage, a fault is present.

Observation: If the test is carried during the closed loop operating cycle, the
fault will not be visible because the CMM will increase the reference pressure for
the turbochargers until it reads Pturbo = reference Pturbo

61

AIR SYSTEM
Chapter

Synthesis

Turbochargers
Can the turbocharger actuator position be checked in the Parameters Reading
menu?
No, it is an actuator internal regulation.
How is the CMM informed in case of actuator fault?
The reference PWM signal sent by the CMM is grounded by the actuator.
How is the turbocharger pressure regulated during the EGR regulation?
Open loop from pre-defined cartographies.
Variable Swirl
In what operating phase are both intake ducts open?
At idle, high load levels, high rev, no supply.
Is there a swirl valve position feedback sensor?
No, the system operates in open loop.
EGR
When is the EGR de-activated?
High loads and/or revs, idle for more than 1min, fault on EGR actuator, fault on both
flowmeters, release of the accelerator pedal.
In parameters reading, what percentage corresponds to a closed EGR valve?
5%
62

SID 201 ENGINE MANAGEMENT


ToC
CMM CONNECTORS
FUNCTIONS
REPLACEMENT
SENSORS
FUEL FLOW MANAGEMENT CYLINDER / CYLINDER
CNS STRATEGY (COMBUSTION NOISE STRATEGY)

CMM THERMAL PROTECTION


PRE/POST HEATING
63

SID 201 ENGINE MANAGEMENT


Chapter

Engine Control Unit CMM: connectors

144 pins

Three 48-pin connectors.


64

SID 201 ENGINE MANAGEMENT


Chapter

Engine Control Unit CMM: functions

Functions associated with the injection:


Injection management: up to 24 injections per cycle
Pre/post-heating
Air lop: turbocharging / EGR / Variable Swirl
FAP regeneration
Cylinder per cylinder fuel flow management
CNS strategy
EOBD monitoring
Diagnostic function.
65

SID 201 ENGINE MANAGEMENT


Chapter

Engine Control Unit CMM: functions

Parallel Functions:
Engine immobilizer (ADC2)
Cooling fans control
Alternator charge
Speed regulation / limitation
Drivers information (rpm, warning indicator lights)
66

SID 201 ENGINE MANAGEMENT


Parallel Functions : alternator charge

Excitation (PSF1)

Chapter

BSI

CMM

CMM

BSI

- A/C compressor status

- A/C system pressure

- Additional burner activation


request

- Engine rpm
- Coolant temp.
- A/C comp. activation
authorization / inhibition

Load signal
CAN IS

Battery
BB00

CMM

1320
67

SID 201 ENGINE MANAGEMENT


Excitation (PSF1)

Chapter

Parallel Functions : Cooling Fans control


BSI

CMM

CMM

BSI

- A/C compressor status

- A/C system pressure

- Additional burner activation


request

- Engine rpm
- Coolant temp.
- A/C comp. activation
authorization / inhibition

Load signal
CAN IS

Battery
BB00

CMM

1320
68

SID 201 ENGINE MANAGEMENT


Parallel Functions : Air conditioning

Excitation (PSF1)

Chapter

BSI

CMM

CMM

BSI

- A/C compressor status

- A/C system pressure

- Additional burner activation


request

- Engine rpm
- Coolant temp.
- A/C comp. activation
authorization / inhibition

Load signal
CAN IS

Battery
BB00

CMM

1320
69

SID 201 ENGINE MANAGEMENT


Chapter

Engine Control Unit CMM: Replacement

Required operations:

Programming of the ADC2 code


Matching with the BSI
Telecoding ( additional heating )
Learning of the FAP richness valve and EGR valves.

70

SID 201 ENGINE MANAGEMENT


Chapter

Sensors

71

SID 201 ENGINE MANAGEMENT


Chapter

Sensors: Atmospheric pressure sensor

Pa

Technology: piezo-resistive sensor


Purpose: allow the CMM the fine tune the air volume calculation.
Utilization: limited turbocharger pressure (above a certain turbo rpm)
and EGR at high altitude.
72

SID 201 ENGINE MANAGEMENT


Chapter

Sensors: Rpm sensor

Technology: Hall effect sensor square signal ferromagnetic target forced-fitted


on the crankshaft.
Purpose: determine the engine rpm and the crankshaft position.
Utilization: Quantity injected, injection point, cylinder / cylinder management,
turbocharging, EGR, pre/post-heating, torque-sensitive engine mounts, variable swirl.
It is secured on the cylinder casing blanking plate, on the flywheel side.
This sensor is not adjustable.
73

SID 201 ENGINE MANAGEMENT


Chapter

Sensors: Cylinder reference sensor

Technology: Hall effect sensor square signal


Purpose: synchronisation of the injection point with the crankshaft position
Utilization: injection order, injection point,
This sensor is not adjustable.
74

SID 201 ENGINE MANAGEMENT


Chapter

Sensors: Accelerator pedal position sensor


Hall effect sensor (x2)

LVV switch
connector

Spring

Technology: Hall effect sensor proportional voltage signal


Purpose: allows the CMM to determine the drivers acceleration request

Utilization: load torque request, quantities injected, injection point,


turbocharging, variable swirl , EGR, torque-sensitive engine mounts
This sensor is not adjustable.
75

SID 201 ENGINE MANAGEMENT


Chapter

Sensors: LVV hard point switch

Switch

Technology: contact
Purpose: informs the CMM about a max. acceleration request from the driver
Utilization: de-activation of the LVV function,
76

SID 201 ENGINE MANAGEMENT


Chapter

Sensors: Dual-function brake switch

Technology: dual switch


Purpose: informs the CMM and the BSI about the drivers braking requests

Utilization: de-activation of RVV, stop lights ignition signal


This sensor is not adjustable
77

SID 201 ENGINE MANAGEMENT


Chapter

Sensors: Coolant temperature sensor

Technology: NTC probe proportional voltage signal


Purpose: informs the CMM about the coolant temperature

Utilization: pre/post-heating, injected flow, injection point, cooling fans control,


EGR, turbocharging, temperature indication
78

SID 201 ENGINE MANAGEMENT


Chapter

Cylinder / cylinder regulation strategy

Improves the operating smoothness

Based on the crankshaft acceleration analysis


Operates for engine revs less than 1100 rpm.
To obtain a better engine balance, the CMM modifies the main injection by
correcting the injected flow.

79

SID 201 ENGINE MANAGEMENT


Chapter

CNS strategy: Combustion Noise Strategy

The CNS strategy makes it possible to keep constant the


acoustical level and pollution emissions.
Objectives:
Compensate the nominal value differences of the injectors,
Compensate the injector deterioration as it is used.
Principle:
Measurement of the combustion noise.
Comparison with memorized values.
Increase or decrease of the pilot injection.

80

SID 201 ENGINE MANAGEMENT


Chapter

CNS strategy: Measurement of the combustion noise

Knock sensor

One knock sensor for each cylinder row

Technology: piezo-electric sensor


Purpose: transmit the combustion noises to
the CMM (electrical signal)
Utilization: optimization of the pilot injection
81

SID 201 ENGINE MANAGEMENT


Chapter

CNS strategy: comparison with memorized values

When does the CMM compares the measured combustion noises with
the reference memorized values?
Every 30 minutes under a number of conditions:
Engine coolant temp. between 80C and 100C
Engine intake air temp. above 10C
Fuel temp. between 50C and 120C
Pa above 940 hPa
Engine rpm stabilized between 1500 and 2500 rpm
Engine torque between 160 and 360 Nm
Vehicle speed above 70 km/h
Not fault memorized

82

SID 201 ENGINE MANAGEMENT


CNS strategy: adaptation of the pilot injection

Chapter

Two corrections are memorized (applied depending on the pressure in the rail)
The correction can be positive or negative.
It represents a modification of the injector opening time.
CYLINDER #

1
4
2
5

3
6

Time ( ms )

Observation

0,0104

Correction for rail pressure values < 600 bar

0,0152

Correction for rail pressure values > 600 bar

- 0,0008

Correction for rail pressure values < 600 bar

- 0,0008

Correction for rail pressure values > 600 bar

0,0072

Correction for rail pressure values < 600 bar

0,0152

Correction for rail pressure values > 600 bar

0,0008

Correction for rail pressure values < 600 bar

0,0032

Correction for rail pressure values > 600 bar

0,0016

Correction for rail pressure values < 600 bar

0,0040

Correction for rail pressure values > 600 bar

0,0000

Correction for rail pressure values < 600 bar

0,0000

Correction for rail pressure values > 600 bar

83

SID 201 ENGINE MANAGEMENT


Chapter

Thermal Protection Strategy

The power electronics controlling the injectors generates a high temperature


level within the CMM.
Should there be no correction, it could exceed 100C.

An internal temperature sensor allows activation of cooling fans when the


internal temp. exceeds 96C.

84

SID 201 ENGINE MANAGEMENT


Chapter

Pre/post-heating System: objectives

Reduce the pollution emissions when starting the engine


Reduce the combustion noises when the engine is cold
Reduce the smoke emissions during mountain driving
85

SID 201 ENGINE MANAGEMENT


Pre/post-heating System: activation

Chapter
Pre-heating duration:

Minimum activation time: 4s


Maximum activation time: 200s
Temperature

-30C

-10C

-5C

0C

10C

Activation of glow
plugs

22s

10s

8s

7s

0s

Illumination of the
indicator light

20s

6.5s

5s

4s

0s

Post-heating duration:
Approx. 150s for coolant temperature less than 40C
Null above 60C.

86

SID 201 ENGINE MANAGEMENT


Pre/post-heating System: simplified diagram

Chapter

Battery power
supply via BB12

Activation request
Pre-heating indicator light

Power supply via


double relay

CAN I/S

Control signal
Glow plugs
power supply

Feedback: relay
activated

Ground

87

SID 201 ENGINE MANAGEMENT


Pre/post-heating System: Diagnostic

Chapter

The CMM analyses the signal sent back by the pre/post-heating unit.
The feedback signal is inverted (as compared to the CMM control signal).
This function allows the CMM to detect possible relay power supply faults.
Example: control 0V / feedback 0V: the relay is not activated

Glow plugs OFF


12V

Glow plugs ON

CMM control
12V
Feedback signal

Normal operation

88

PARTICLE FILTER
ToC

Exhaust line

Regeneration synthesis

FAP synthesis

89

PARTICLE FILTER
FAP: Exhaust line

Chapter
Pre-catalysers

Catalysers

FAP

Assembly
2 pre-catalysers
Oxidation catalyser
Particle filter
90

PARTICLE FILTER
FAP: Exhaust line

Chapter

Two pre-catalyser temp.


sensors

One catalyser upstream


temp. sensor

One catalyser downstream


temp. sensor

Sensors
4 temperature sensors

Differential
pressure
sensor

Differential pressure sensor


91

PARTICLE FILTER
Chapter

FAP: Regeneration

No additional electrical consumers activated during the FAP regeneration


No intake air heater
Utilization of the intake FAP richness valve:
The FAP richness valve is controlled to reduce the air intake

Increase the richness

Increase the temperature

One post-injection

92

PARTICLE FILTER
FAP: synthesis

Chapter

C6
FAP OS disymetrical cells
Input cells

Particle filter

Output cells

Injection ECU (CMM)

SIEMENS SID201

Regeneration supervisor

FAP 2

Additive injection management

Integrated in the CMM

Additive

Eolys 176

Maintenance

FAP replacement: 180.000 km


Eolys top up: 120.000 km
93

TORQUE-SENSITIVE ENGINE MOUNTS


ToC

REMINDER ABOUT THE TORQUE-SENSITIVE ENGINE MOUNTS

OPERATING PRINCIPLE

CONTROL

DIAGNOSTIC

94

TORQUE-SENSITIVE ENGINE MOUNTS


Chapter

Torque-sensitive engine mounts: Reminder

These engine mounts improve the driving comfort by limiting the vibrations
transmitted by the engine to the bodyshell,
They work from idle to 1.400 rpm,
They are pneumatically controlled by two electric valves fitted directly on the
engine mounts,

The CMM regulates the system in open loop from a specific load/rpm
cartography.
95

TORQUE-SENSITIVE ENGINE MOUNTS


Chapter

Torque-sensitive engine mounts: Reminder

The standard engine mounts


bear the engine weight.
The torque-sensitive engine
mounts absorb the engine
movements when accelerating

LH standard
engine mount

RH standard
engine mount

Advantage of the vertical installation:


Enable the engine mounts to absorb engine jerks when driving on a bad
surface road.,
Benefits from a wider centre-to-centre distance to compensate the torque
when accelerating (therefore and increased lever arm, thus reduced the effort on
the engine mounts).
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TORQUE-SENSITIVE ENGINE MOUNTS


Chapter

Torque-sensitive engine mounts: rear mount efficiency


A test cell measures the load between the
engine and the chassis.

Increase from 700 to 1200 rpm


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TORQUE-SENSITIVE ENGINE MOUNTS


Chapter

Torque-sensitive engine mounts: operating principle

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TORQUE-SENSITIVE ENGINE MOUNTS

99

TORQUE-SENSITIVE ENGINE MOUNTS


Chapter

Torque-sensitive engine mounts: operating principle

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TORQUE-SENSITIVE ENGINE MOUNTS

101

TORQUE-SENSITIVE ENGINE MOUNTS


Chapter

Torque-sensitive engine mounts: Control characteristics

To power braking

To vacuum
reserve

Vacuum system:
Vacuum pump with two outlets (power braking
safety)
Vacuum reserve: 500 mbar (Pabsolute)
Electrical control:
Electric valves controlled by a 12V PWM
Electric valves normally open
Time lag < 7 ms
102

TORQUE-SENSITIVE ENGINE MOUNTS


Chapter

Torque-sensitive engine mounts: Diagnostic

1st check:
Check for the presence of a modulated negative pressure on each vent.

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TORQUE-SENSITIVE ENGINE MOUNTS


Chapter

Torque-sensitive engine mounts: Diagnostic

2nd check:
If there is no negative pressure, check for tightness between the vacuum pump
and the vacuum reserve.
3rd check:
If there is a negative pressure on one side only, check for tightness between the
defective vent and the corresponding engine mount.
4th check:
Check for the absence of fault codes on the electric valve control.

5th check:
Check for tightness between the electric valve and the vacuum reserve.
6th check:
Check for proper connection of the electric valve.

104

ToC

THE END

105

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