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8/9/2019 Siemens Sid 201
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HDi INJECTION
SID201
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Object ives
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.
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Tab le o f Con ten ts
AIR SYSTEM
ENGINE MOUNTS
PARTICLE FILTER
FUEL SYSTEM
SID201 FUNCTIONS
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FUEL SYSTEM
THE LOW PRESSURE SYSTEM
ToC
THE HIGH PRESSURE SYSTEM
THE FUEL RETURN SYSTEM
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FUEL SYSTEM
LOW PRESSURE SYSTEM
Tank Booster pump
Fuel filter
Nozzle + valve
Pressure
regulator
Chapter
Fuel cooler
High pressure pump
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FUEL SYSTEM
Booster pump
Permanent power supply(with +APC on)
Flow =180l/h
Chapter
Gauge
Booster pump
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FUEL SYSTEM
LOW PRESSURE SYSTEM
Tank Booster pump
Fuel filter
Nozzle + Valve
Pressure
regulatorFuel cooler
High pressure pump
Chapter
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FUEL SYSTEM
Pressure Regulator
Calibrated pressure: 0.5
bar (relative pressure)
Atmospheric
pressure
From booster
pump
To tank
Chapter
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FUEL SYSTEM
LOW PRESSURE SYSTEM
Tank Booster pump
Fuel filter
Nozzle + Valve
Pressure
regulatorFuel cooler
High pressure pump
Chapter
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FUEL SYSTEM
FULE FILTER
Water trap
Bleed screw
Replacement at 60.000km
Priming the system:
Ignition on during 1 minute
Chapter
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FUEL SYSTEM
HIGH PRESSURE SYSTEM
High pressure pump
Transfer pump
VCV Volume
regulator
PCV
Pressure
regulator
High pressure
elements
Supply tocommon rails
Fuel return
Chapter
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FUEL SYSTEM
High pressure pump
Low pressuresupply
Supply to common
rails
Fuel return
Transfer
pump
VCV Volume regulator
PCV Pressure
regulator
No timing needed
No disassembly
Driven by a belt
ValuesTransfer pressure 4 bar
Idle pressure 220 Bar
Maximum pressure 1650 Bar
Chapter
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FUEL SYSTEM
High pressure elementsChapter
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FUEL SYSTEM
HIGH PRESSURE SYSTEM
High pressure pump
Chapter
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FUEL SYSTEM
Common rails
Die cast common rails
The rail pressure sensor cannot be removed
No resistance measurement of the sensor
Rail pressure
sensor
Chapter
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FUEL SYSTEM
Injectors
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!
Chapter
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FUEL SYSTEM
Injectors
NO INJECTOR CLASSES TOBE TELECODED!!!
Chapter
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FUEL SYSTEM
FUEL RETURN SYSTEMChapter
High pressure pump
TcIf fuel T
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FUEL SYSTEM
Fuel Temperature Sensor
Technology: NTC probe
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)
Fuel temperature sensor
Fuel temp. sensor and
coupling with cooler
Check valve
Chapter
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FUEL SYSTEM
Fuel cooler (water/diesel fuel)
Fuel / Coolant exchanger
Built-in the oil filter base, in the centre ofthe V
Regulates the injector return line fuel
temperature on the coolant temperature.
Chapter
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FUEL SYSTEM
FUEL RETURN SYSTEM
High pressure pump
Tc
Fuel temp. sensor
Fuel cooler
Thermostatic valve
Fuel cooler
Chapter
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FUEL SYSTEM
Thermostatic ValveChapter
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)
When fuel T > 40c
When fuel T < 35c
Injector return +
HP pump return
To fuel filter
To tank
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FUEL SYSTEM
FUEL RETURN SYSTEM
High pressure pump
Tc
Fuel temp. sensor
Fuel cooler
Thermostatic valve
Fuel cooler
Chapter
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FUEL SYSTEM
Fuel cooler (air/diesel fuel)
Under the bodyshell
Lowers the fuel temperature by
10C (vehicle not running) and
25c (vehicle running).
Chapter
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FUEL SYSTEM
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
Synthesis Chapter
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AIR SYSTEM
Chapter AIR SYSTEM DIAGRAM
11. Exhaust manifold
12. EGR exchanger
(water/exhaust gases
exchanger)
13. Electrical EGR valve
14. Pre-catalyser
upstream temp. sensor
15. Pre-catalyser
16. Pre-catalyser
downstream temp.
sensor (only on rear
cylinder row)
17. Oxidation catalyser
18. Particle filter
19. Catalyserdownstream temp.
sensor
20. FAP differential
pressure sensor
1. Air filter
2. Mass air flowmeter with
built-in intake air temp.
sensor
3. Electrically controlled
turbocharger
4. RAS (air/air exchanger)
5. FAP richness valve
6. Temp. and pressure
turbocharger air sensors
7. Helical and tangential
intake duct
8. Swirl valve control
breather
9. Swirl valve
10. Vacuum pump
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AIR SYSTEM
Air Filter
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
Flowmeters
Chapter
AIR SYSTEM
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AIR SYSTEM
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 thevolume of air quantity
Flow
measurement
Intake air temperature
measurement
Chapter
AIR SYSTEM
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AIR SYSTEM
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
Chapter
AIR SYSTEM
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AIR SYSTEM
Variable Geometry
Operating principle:
Variation of the exhaust gases flow
section.
Variation of the exhaust gasesorientation 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.
Chapter
AIR SYSTEM
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AIR SYSTEM
Turbocharger Actuator
d.c. motor
Worm screw and gear
Position sensor target
Same reference signal to both actuators.
The position reference is sent by the CMM(PWM signal).
Position feedback signal (inductive sensor)
used by the actuator.
Chapter
AIR SYSTEM
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AIR SYSTEM
Turbocharger Actuator
Self-diagnostic by the actuator in case of blocking or internal electronic fault.
Grounding of the control signal = blocking
Power supply
Ground
PWM control signal
& diagnostic line(V)
(s)
PWM control signal
Grounding
controlled by the
actuator
Chapter
AIR SYSTEM
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AIR SYSTEM
RAS (Turbocharger Air Cooler)
Air/air heat exchanger.
Lowers the temperature of the air
compressed by the turbochargers.
Increases the density of the air
entering the engine.
Coolant radiator
A/C condenser
Turbocharger Air
Cooler
Chapter
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AIR SYSTEM
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AIR SYSTEM
Turbocharger Pressure Sensor
Technology: piezo-resistive sensor.
Purpose: allows the CMM to know the turbocharger pressure to
adjust the actuator control.
Chapter
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AIR SYSTEM
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AIR SYSTEM
Pressure Regulation
1st case: open loop regulation: EGR 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
Chapter
AIR SYSTEM
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AIR SYSTEM
Pressure Regulation
Turbocharger pressure
sensor
Le CMM modifies the PWM correspondingly
2nd case: closed loop regulation: outside the EGR operating zone The CMM monitors the turbocharger pressure
Chapter
AIR SYSTEM
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AIR SYSTEM
De-activation ConditionsChapter
Fault on the turbocharger pressure sensor.
Fault on the atmospheric pressure sensor.
Fault detected on a turbocharger actuator.
AIR SYSTEM
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AIR SYSTEM
Variable Swirl system: reminder about the Swirl
It is the Swirl movement of the gas flow.
ADVANTAGE: better air / fuel mixing
DRAWBACK: losses of filling
Exhaust
Intake
Swir l
Liquid Gaseous
Chapter
AIR SYSTEM
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AIR SYSTEM
Variable Swirl system: operating principle
2 separated intake ducts
helical duct
tangential duct
De-activation of the tangential duct by controlling a valve,
Increase of the flow in the helical duct increase of Swirl
Chapter
AIR SYSTEM
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AIR SYSTEM
Variable Swirl system: activation zone
Both ducts open
1 duct open
(Nm)
(tr/min)
Chapter
AIR SYSTEM
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AIR SYSTEM
Variable Swirl system: components
Default setting: valve open.
Electric valve controlled by the CMM (PWM signal).
All or nothing control: no intermediate position.
Electric valve
Vacuum pump
Control
breather
Chapter
AIR SYSTEM
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AIR SYSTEM
EGR system: components
EGR exchanger
Electrical
EGR valve
Duct
Exhaust
manifold
Chapter
AIR SYSTEM
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AIR SYSTEM
EGR system: Exhaust Gases Exchanger
Coolant / Exhaust gases exchanger,
Lowers the temperature of the exhaust gases,
Allows a higher intake of exhaust gases.
Chapter
AIR SYSTEM
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AIR SYSTEM
EGR system: Electrical EGR valves
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.
Electrical actuator
EGR valve
Chapter
AIR SYSTEM
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AIR SYSTEM
EGR system: Calculation of the quantity to be re-circulated
Load
Engine rpm
EGR quant i ty = X mg/s
EGR valve posi t ion = X mm
Main parameters
Correction parameters
Pa
Engine temp.
Intake air temp.
Atmospheric
pressure
Turbocharger
temp.
Chapter
AIR SYSTEM
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AIR SYSTEM
EGR system: Closed loop regulation
Flowmeter
Position
sensor
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.
Chapter
AIR SYSTEM
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AIR SYSTEM
EGR system: Activation zoneChapter
De-activation threshold
of the EGR re-circulation
Maximum activation threshold
of the EGR re-circulation
Activation zone of the EGR re-circulation
AIR SYSTEM
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AIR SYSTEM
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
Chapter
AIR SYSTEM
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AIR SYSTEM
FAP Richness Valve
FAP Richness
Valve actuator
Intake
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.
Chapter
AIR SYSTEM
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AIR SYSTEM
Air Loop Diagnostic: Turbocharging and EGR
Adapt the testing conditions to the system to be diagnosed.
Correct interpretation of parameters concerning:
the EGR,
the air flow,
the turbocharger pressure.
Precautions for correct diagnostic of the air loop
Chapter
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AIR SYSTEM
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AIR SYSTEM
Air Loop Diagnostic: Turbocharging and EGR
Parameters to be interpreted for the EGR:
Air flow values 1 & 2
must be div ided b y
two .
Current and reference
EGR valve position
Current and reference
air flow (global)
Current and reference
air flow for each cylinderrow
Chapter
AIR SYSTEM
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AIR SYSTEM
Air Loop Diagnostic: Turbocharging and EGRChapter
Example of parameters at idle < 1min
Current and reference EGRvalve position: same values
Current and reference air
flow (global): same v alues
Current and reference air flow
for each cylinder row: a
maximum +/- 80 mg/st roke
dif ference is acc eptable
AIR SYSTEM
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AIR SYSTEM
Air Loop Diagnostic: Turbocharging and EGRChapter
Example of parameters at idle > 1min
Current and reference EGRvalve position: same values:
about 5%
Current and reference air
flow (global): same v alues
Current and reference air flow
for each cylinder row: a
maximum +/- 80 mg/s t roke
dif ference is acc eptable
AIR SYSTEM
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AIR SYSTEM
Air Loop Diagnostic: Turbocharging and EGR
Diagnostic on flowmeters / EGR Test conditions: idle
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S S
Air Loop Diagnostic: Turbocharging and EGR
Diagnostic on flowmeters / EGR Test conditions: idle >1min
Parameters Reading:
Comparison current/reference
values air flow for each cylinder
row: not OK
Comparison current/reference
values of EGR valve position: OK
Comparison current/reference
values of global air flow: OK
Conclusion: the flowmeters are notdefective the fault is on the rear
EGR valve
Note: if the disymetry between the
flowmeters is still present, invert the
flowmeters
Chapter
AIR SYSTEM
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Air Loop Diagnostic: Turbocharging and EGR
Diagnostic on the turbocharging pressure (after diagnostic of theEGR 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 forthe turbochargers until it reads Pturbo = reference Pturbo
Chapter
AIR SYSTEM
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Turbochargers
Can the turbocharger actuator position be checked in the Parameters Readingmenu?
No, it is an actuator in ternal regulat ion .
How is the CMM informed in case of actuator fault?
The reference PWM sign al sent by the CMM is gro und ed by the actuator .
How is the turbocharger pressure regulated during the EGR regulation?
Open loop from pre-def ined cartographies.
Variable Swirl
In what operating phase are both intake ducts open?
At id le, high lo ad levels, high rev, no su pply.
Is there a swirl valve position feedback sensor?
No, the system o perates in open loo p.
EGR
When is the EGR de-activated?
High loads and/or revs, id le for mo re than 1min, faul t on EGR actuator , faul t on b oth
f lowmeters, release of the accelerator pedal.
In parameters reading, what percentage corresponds to a closed EGR valve?
5%
Synthesis Chapter
SID 201 ENGINE MANAGEMENT
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FUEL FLOW MANAGEMENT CYLINDER / CYLINDER
ToC
CNS STRATEGY (COMBUSTION NOISE STRATEGY)
FUNCTIONS
REPLACEMENT
CMM CONNECTORS
SENSORS
CMM THERMAL PROTECTION
PRE/POST HEATING
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Engine Control Unit CMM: connectorsChapter
144 pins
Three 48-pin connectors.
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SID 201 ENGINE MANAGEMENT
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Engine Control Unit CMM: functions
Parallel Functions:
Engine immobilizer (ADC2)
Cooling fans control
Alternator charge
Speed regulation / limitation
Drivers information (rpm, warning indicator lights)
Chapter
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Battery
BB00
- A/C system pressure
- Engine rpm
- Coolant temp.
- A/C comp. activation
authorization / inhibition
BSICMMBSI CMM- A/C compressor status
- Additional burner activation
request
Load signal
Excitation
(PSF
1)
1320
CMM
CAN IS
Chapter Parallel Functions : alternator charge
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Battery
BB00
- A/C system pressure
- Engine rpm
- Coolant temp.
- A/C comp. activation
authorization / inhibition
BSICMMBSI CMM- A/C compressor status
- Additional burner activation
request
Load signal
Excitation
(PSF
1)
1320
CMM
CAN IS
Chapter Parallel Functions : Cooling Fans control
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Battery
BB00
- A/C system pressure
- Engine rpm
- Coolant temp.
- A/C comp. activation
authorization / inhibition
CAN IS
BSICMMBSI CMM- A/C compressor status
- Additional burner activation
request
Load signal
Excitation
(PSF
1)
1320
CMM
Chapter Parallel Functions : Air conditioning
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Engine Control Unit CMM: Replacement
Programming of the ADC2 code
Matching with the BSI
Telecoding ( additional heating)
Learning of the FAP richness valve and EGR valves.
Required operations:
Chapter
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SensorsChapter
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Sensors: Atmospheric pressure sensor
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.
Pa
Chapter
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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.
Chapter
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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.
Chapter
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Sensors: Accelerator pedal position sensor
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.
LVV switch
connector
Hall effect sensor (x2)
Spring
Chapter
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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
Chapter
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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
Chapter
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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.
Chapter
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CNS strategy: Combustion Noise Strategy
Objectives:
Compensate the nominal value differences of the injectors,
Compensate the injector deterioration as it is used.
The CNS strategy makes it possible to keep constant theacoustical level and pollution emissions.
Principle:
Measurement of the combustion noise.
Comparison with memorized values.
Increase or decrease of the pilot injection.
Chapter
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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
Chapter
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CNS strategy: comparison with memorized values
When does the CMM compares the measured combustion noises with
the reference memorized values?
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
Every 30 minutes under a number of conditions:
Chapter
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CNS strategy: adaptation of the pilot injection
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 # Time ( ms ) Observation
1 0,0104 Correction for rail pressure values < 600 bar0,0152 Correction for rail pressure values > 600 bar
4- 0,0008 Correction for rail pressure values < 600 bar
- 0,0008 Correction for rail pressure values > 600 bar
20,0072 Correction for rail pressure values < 600 bar
0,0152 Correction for rail pressure values > 600 bar
5 0,0008 Correction for rail pressure values < 600 bar0,0032 Correction for rail pressure values > 600 bar
30,0016 Correction for rail pressure values < 600 bar
0,0040 Correction for rail pressure values > 600 bar
60,0000 Correction for rail pressure values < 600 bar
0,0000 Correction for rail pressure values > 600 bar
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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.
Chapter
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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
Chapter
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Pre/post-heating System: activation
Pre-heating duration:
Minimum activation time: 4s
Maximum activation time: 200s
Post-heating duration:
Approx. 150s for coolant temperature less than 40C
Null above 60C.
Temperature -30C -10C -5C 0C 10C
Activation of glowplugs
22s 10s 8s 7s 0s
Illumination of the
indicator light20s 6.5s 5s 4s 0s
Chapter
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Pre/post-heating System: simplified diagram
CAN I/S
Ground
Power supply via
double relay
Battery power
supply via BB12
Glow plugspower supply
Control signal
Feedback: relay
activated
Activation requestPre-heating indicator light
Chapter
SID 201 ENGINE MANAGEMENT
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Pre/post-heating System: Diagnostic
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
12V
Glow plugs OFF
CMM control
Feedback signal
12VGlow plugs ON
Normal operation
Chapter
PARTICLE FILTER
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Regeneration synthesis
Exhaust line
FAP synthesis
PARTICLE FILTER
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Chapter FAP: Exhaust line
Pre-catalysers
Catalysers
FAP
Assembly
2 pre-catalysers
Oxidation catalyser
Particle filter
PARTICLE FILTER
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FAP: Exhaust line
Differential
pressure
sensor
Two pre-catalyser temp.
sensors
One catalyser upstream
temp. sensor
One catalyser downstream
temp. sensor
4 temperature sensors
Sensors
Differential pressure sensor
Chapter
PARTICLE FILTER
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FAP: Regeneration
Utilization of the intake FAP richness valve:
The FAP richness valve is controlled to reduce the air intake
Increase the richness
Increase the temperature
No intake air heater
No additional electrical consumers activated during the FAP regeneration
One post-injection
Chapter
PARTICLE FILTER
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FAP: synthesis
C6
Particle filter
FAP OS disymetrical cells
Injection ECU (CMM) SIEMENS SID201
Regeneration supervisor FAP 2
Additive injection management Integrated in the CMM
Additive Eolys 176
MaintenanceFAP replacement: 180.000 km
Eolys top up: 120.000 km
Chapter
Input cells
Output cells
TORQUE-SENSITIVE ENGINE MOUNTS
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OPERATING PRINCIPLE
DIAGNOSTIC
REMINDER ABOUT THE TORQUE-SENSITIVE ENGINE MOUNTS
CONTROL
TORQUE-SENSITIVE ENGINE MOUNTS
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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.
TORQUE-SENSITIVE ENGINE MOUNTS
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Torque-sensitive engine mounts: Reminder
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).
RH standard
engine mount
LH standard
engine mount
The standard engine mounts
bear the engine weight.
The torque-sensitive engine
mounts absorb the engine
movements when accelerating
Chapter
TORQUE-SENSITIVE ENGINE MOUNTS
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Torque-sensitive engine mounts: rear mount efficiency
Increase from 700 to 1200 rpm
A test cell measures the load between theengine and the chassis.
Chapter
TORQUE-SENSITIVE ENGINE MOUNTS
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Torque-sensitive engine mounts: operating principleChapter
TORQUE-SENSITIVE ENGINE MOUNTS
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Torque-sensitive engine mounts: operating principleChapter
TORQUE-SENSITIVE ENGINE MOUNTS
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Torque-sensitive engine mounts: Control characteristics
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
To power braking
To vacuum
reserve
Chapter
TORQUE-SENSITIVE ENGINE MOUNTS
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Torque-sensitive engine mounts: Diagnostic
1st check:
Check for the presence of a modulated negative pressure on each vent.
Chapter
T iti i t Di ti
TORQUE-SENSITIVE ENGINE MOUNTS
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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.
5th check:
Check for tightness between the electric valve and the vacuum reserve.
4th check:
Check for the absence of fault codes on the electric valve control.
6th check:
Check for proper connection of the electric valve.
Chapter
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THE END
ToC