DXi 11 ENGINE AND PUMP INJECTORS
Renault Trucks International Training
DXI 11 ENGINE AND PUMP INJECTORS
This training document is for the use of colleagues in the RENAULT TRUCKS aftersales network. It contains the information needed to understand and to perform diagnostics on the DXi 11 engine versions Euro 3 and Euro 4 and on the "Pump injectors" injection system.
Author of document: Guillaume DURAND Date created: July 2005 Updated by: Jérôme MARTIN Date of latest update: February 2006
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Renault Trucks International Training CONTENTS 1.
GENERAL............................................................................................................. 4
1.1. 1.2. 1.3. 1.3. 1.4. 2.
Technical specifications of DXi 11 engine, Euro 3........................................ 4 Technical specifications of DXi 11 engine, Euro 4........................................ 5 Power curves, Euro 3 version......................................................................... 5 Power curves, Euro 3 version......................................................................... 6 Power curves, Euro 4 version......................................................................... 9 MECHANICS....................................................................................................... 12
2.1. 2.2. 2.3. 2.4. 2.5. 2.6. 3.
Engine bottom part:....................................................................................... 12 Engine top part: ............................................................................................. 16 Moving parts: ................................................................................................. 20 Timing:............................................................................................................ 21 Lubrication: .................................................................................................... 23 Cooling: .......................................................................................................... 28 FUEL FEED CIRCUIT ......................................................................................... 29
3.1. 3.2. 3.3. 4.
Details of fuel feed circuit: ............................................................................ 29 2. Fuel filter holder:........................................................................................ 31 3. Checking the feed pressure:..................................................................... 32 ELECTRONIC MANAGEMENT .......................................................................... 33
4.1. 4.2. 4.3. 4.4. 4.5. 4.6. 4.7. 4.8. 4.9. 4.10. 4.11. 4.12. 5. 5.1. 5.2. 5.3.
PAGE
Presentation of system: ................................................................................ 33 Presentation and location of components for the Euro 3 version: ........... 34 Presentation and location of components for the Euro 4 version: ........... 36 EMS engine control unit................................................................................ 38 Principal functions of EMS 2: ....................................................................... 39 Pump injector:................................................................................................ 43 Operation of a pump injector:....................................................................... 44 Wiring diagrams Euro 3: ............................................................................... 50 Wiring diagrams Euro 4: ............................................................................... 53 Injection system sensors: ......................................................................... 56 EMS unit feeds and earths: ....................................................................... 59 Injection system actuators: ....................................................................... 60
DIAGNOSTIC...................................................................................................... 63 Fault codes..................................................................................................... 63 Programming ................................................................................................. 64 Parameters ..................................................................................................... 70
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GENERAL 1. GENERAL 1.1.
Technical specifications of DXi 11 engine, Euro 3 330 hp
380 hp
440 hp
Maximum power at 1900 rpm
243 kW
280 kW
324 kW
Maximum torque at 1150 rpm
1 650 N.m
1 800 N.m
2000 N.m
Number of cylinders
6
Bore
123 mm
Stroke
152 mm
Capacity
10.84 L
Cylinder n°1
Side opposite engine flywheel
Idling speed
600 (–10/+50) rpm
Max. speed without load
2 200 rpm
Max. speed with load
2 200 rpm
Type of injection
Pump injector with electronic control
Type of timing
Rear timing (engine flywheel side)
Weight of engine with accessories
1115 kg
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GENERAL 1.2.
Technical specifications of DXi 11 engine, Euro 4
1.3.
370 hp
410 hp
450 hp
Maximum power at 1900 rpm
270 kW
295 kW
331 kW
Maximum torque at 1150 rpm
1 735 N.m
1 900 N.m
2 140 N.m
Number of cylinders
6
Bore
123 mm
Stroke
152 mm
Capacity
10.84 L
Cylinder n°1
Side opposite engine flywheel
Idling speed
600 (–10/+50) rpm
Max. speed without load
2 200 rpm
Max. speed with load
2 200 rpm
Type of injection
Pump injector with electronic control
Type of timing
Rear timing (engine flywheel side)
Weight of engine with accessories
1115 kg
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GENERAL Power curves, Euro 3 version The DXi 11 engine is available with 3 power ratings: 330, 380 and 440 hp.
330 hp engine:
330 hp/243 KW engine Maximum torque 1650 Nm at 1100 to 1400 rpm
Maximum power 321 kW at 1900 rpm
1600
280 Torque in Nm
1400
260
1200
240 Power in kW
1000
220
800
200
600
180
400
160
200
140
0 800
1000
1200
1400
1600
1800
2000
120 2200
Engine speed in rpm
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GENERAL 380 hp engine:
380 hp/279 KW engine Maximum torque 1800 Maximum power 279 kW N.m at 1000 to 1400 at 1800 to 1900 rpm rpm
1800
300
1600
280
Torque in Nm
1400
260
1200
240
1000
220
800
200
600
180
Power in kW
400
160
200
140
0
120 2200
800
1000
1200
1400
1600
1800
2000
Engine speed in rpm
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GENERAL 440 hp engine:
440 hp/321 KW engine Maximum torque 2000 Maximum power 321 kW Nm at 1100 to 1400 rpm at 1900 rpm
320
2000 Torque in Nm
1800
300
1600
280
1400
260
1200
240
1000
220 Power in kW
800
200
600
180
400
160
200 800
1000
1200
1400
1600
1800
2000
140 2200
Engine speed in rpm
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GENERAL 1.4.
Power curves, Euro 4 version
The DXi 11 engine is available with 3 power ratings: 370. 410 and 450 hp.
370 hp engine:
370 hp/270 KW engine Maximum torque 1735 Nm at 1000 to 1400 rpm
Maximum power 270 kW at 1900 rpm
2000
280 Power in kW Torque in N.m
1800
260
1600
240
1400
220
1200
200
1000
180
800
160
600
140
400
120
200 800
1000
1200
1400
1600
1800
2000
100 2200
Engine speed in rpm
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GENERAL 410 hp engine:
410 hp/ 295 KW engine Maximum torque 1900 Nm at 1000 to 1400 rpm
Maximum power 295kW at 1900 rpm
2000
320 Power in kW Torque in N.m
1800
300
1600
280
1400
260
1200
240
1000
220
800
200
600
180
400
160
200 800
1000
1200
1400
1600
1800
2000
140 2200
Engine speed in rpm
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GENERAL 450 hp engine:
450 hp/331 KW engine Maximum torque 2140 Maximum power 331kW at Nm at 1100 to 1300 rpm 1900 rpm
Power in kW
2200 Torque in N.m
2000
340 320
1800
300
1600
280
1400
260
1200
240
1000
220
800
200
600
180
400
160
200 800
1000
1200
1400
1600
1800
2000
140 2200
Engine speed in rpm
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MECHANICS 2. MECHANICS 2.1.
Engine bottom part:
Engine block:
The engine block of the DXi 11 Euro 3 engine is completely new among the RENAULT Trucks engine range.
In the Euro 4 version, the engine block is reinforced because of the increase in the maximum power ratings and torques available.
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MECHANICS Oil sump:
The oil sump was designed using composite materials. It is secured by 18 spring screws for better vibration resistance.
Specific feature for Euro 4 versions: The DXi 11 fitted on Kerax has a different sump which is reinforced. The oil quantities are: - Min.: 25.5 L - Max.: 30.5 L
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MECHANICS CCCV: The recycling of the engine oil vapours (Closed CrankCase Ventilation) is a special feature of the Euro 4 engine. The principle of this system is the separation of the oil vapours. The oil recovered in this way is sent back to the oil sump, while the oil vapours are sent to the intake manifold.
Cylinder head cover ventilation.
Oil feed to drive turbine.
Oil vapours exiting to intake manifold.
CCCV
It is available as an option and is recommended for applications requiring frequent stops. (Distribution range) Maintenance-free system.
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MECHANICS Description: Gas from cylinder head cover Gas outlet (cleaned gas)
Discs
Axis of rotation
Pressure regulator
Separated oil flow Oil inlet for turbine drive
Turbine drive
Oil return (after separation) towards sump
Control valve CCCV casing
_________________________________________________________________________ _________________________________________________________________________ _________________________________________________________________________ _________________________________________________________________________ _________________________________________________________________________ _________________________________________________________________________ _________________________________________________________________________ _________________________________________________________________________ _________________________________________________________________________ _________________________________________________________________________
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MECHANICS 2.2.
Engine top part:
Rocker cover: Like the oil sump, the rocker cover was designed using composite materials. It is secured by spring screws for better vibration resistance.
Cylinder head: The cylinder head is the beam type and it has 4 valves per cylinder. The camshaft bearings are offset. It has a single pipe for fuel delivery and the pumpinjector return.
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MECHANICS Intake: New on Euro 4: The DXi11 Euro 4 engines are fitted with a discharge valve controlled by the EMS via a solenoid valve
Exhaust brake solenoid valve.
Discharge valve solenoid valve. Here we see that the discharge valve control solenoid valve is contained in the solenoid valve holder on the exhaust brake.
Discharge valve.
Euro 4 turbo charger
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MECHANICS Camshaft: This is an overhead camshaft (in the cylinder head) and it has 18 cams. Offset camshaft bearings Pump-injector: positioned in central part of valves
Overhead camshaft
Rocker arms: The rocker arm assembly is monobloc and integrates the oil feed for lubricating the rocker arms and the OPTIBRAKE engine brake control. Rocker arm assembly with OPTIBRAKE: OPTIBRAKE control solenoid valve
Exhaust valve Intake valve
The exhaust rockers integrate the OPTIBRAKE system and their clearance is adjusted to markings "V1, V2, V3…V6" on the camshaft, while the intake rocker clearance and the injector timing on the same cylinder are adjusted on markings "1, 2, 3…6".
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MECHANICS
Rocker arm assembly without OPTIBRAKE:
Oil flow housing
Note: If the vehicle is not fitted with OPTIBRAKE, the solenoid valve is replaced by a housing allowing the oil to flow continuously in order to enable the lubrication of the rocker arm assembly. The exhaust rockers are conventional and their clearance is adjusted to the markings "1, 2, 3…6" on the camshaft, at the same time as the intake rocker and the injector timing on the same cylinder.
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MECHANICS Intake air pre-heating block: Located by the intake manifold inlet, this is composed of heated resistors (present only as an option). Its role is to reheat the air that penetrates into the combustion chambers. If not fitted, it is replaced by a single spacer.
Preheating unit
Spacer
2.3.
Moving parts:
Wet type removable liner. 2 coolant seals (colour black). 1 oil seal (colour violet). Diameter of crankshaft bearings: 108 mm.
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MECHANICS Connecting rods:
The connecting rods are the fracture-split type. The connecting rod and its cap are paired and identified with a three-digit number.
2.4.
Timing:
Timing gears: The timing gear cascade is on the engine flywheel side. The engine is timed by aligning the marks A/B and C/D.
Camshaft B
Power take-off (For distribution and construction vehicles only)
Adjustable counter gear
Air compressor
Inner/outer counter gear
Counter gear
Steering pump and fuel feed pump
Crankshaft
Oil pump GD0623/737AN
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MECHANICS Engine flywheel and timing housing The timing housing is composed of two parts: the camshaft gear housing and the engine flywheel housing. The sealing between these two elements is provided by a special seal. Pump-injector harness bulkhead connector
Camshaft gear housing
Timing plate
Engine flywheel housing
The engine flywheel housing has been reinforced on the Euro 4 version
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MECHANICS Engine flywheel: The sensor ring for the speed sensor and engine flywheel position sensor has 54 teeth, including three double teeth. The double teeth are used to mark the cylinder TDC.
2.5.
Lubrication:
The DXi 11 engine is lubricated by means of a gear-type pump. Oil pressure:
Main oil distributor Engine speed (rpm)
Temperature (°C)
Pressure (bar)
600
100
2
> 1100
100
2.5 to 6
Rocker arm assembly Pressure (bar) OPTIBRAKE OPTIBRAKE activated deactivated
Engine speed (rpm)
Temperature (°C)
600
100
1.7 to 2
1.2
> 1100
100
3.4 to 3.5
1.2
NOTE: to check the oil pressure with a pressure gauge, refer to repair manual 20107.
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MECHANICS
Oil sump:
New casing made of composite materials. Capacity dry: 36 litres Capacity with filters: 35 litres Oil gauge well and built-in oil level / temperature sensor.
Oil pump:
New oil nozzles
Plate-type cooler
Gear pump
To oil filters Relief valve (8.8 Bars) Aspiration strainer
Bracing
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MECHANICS Oil filter holder: Turbo-compressor oil return To plate-type cooler
To turbo-compressor Return from plate-type cooler
Turbo filter
Oil pressure sensor and pressure tap
Main oil distributor filters Valves:
Turbo filter by-pass valve Piston cooling pressure regulation valve Oil cooling by-pass valve
Pressure regulation valve Piston cooling opening valve Main filters by-pass valve
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MECHANICS Oil communication manifold: Return from heat exchanger
Feed to main distributor
Heat exchanger outlet
Feed to oil nozzle manifold
Return to oil sump
Filter head inlet (oil pump outlet)
Role of valves:
Name of valve Turbo filter by-pass valve Main filters by-pass valve Oil cooling by-pass valve Pressure regulation valve Piston cooling opening valve Piston cooling regulation valve
Opening / closing conditions Allows rapid lubrication of the Pressure differential « sensitive » mechanical between filter inlet and (bearings, turbo…) in the outlet: engine starting phase. ΔP < 1.2 bars. Function
Ditto
Ditto
Pressure differential Allows the oil heat exchanger between exchanger inlet to be short circuited during and outlet: cold start phases. ΔP < 2.8 bars. Limits the pressure in the Regulation pressure: engine oil circuit. 5 bars < P < 6 bars Allows the feed to the oil nozzle distributor to be cut off Opening pressure: during operation at low speed 2.5 bars < P < 3 bars in order to give priority to the main lubrication circuits. Limits the pressure in the oil Regulation pressure: nozzle circuit. P = 2.5 bars.
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MECHANICS Schematic diagram of filter holder:
Filter head inlet (pump outlet)
LDR / OIL EXCHANGER Oil housing
turbo
Distributor outlet
Main oil distributor
Regulation valve
Jet manifold pressure regulation
“By-pass” filter valve
Cell
Jet manifold On/Off valve
“By-pass” filter
“Full-flow” filter 27
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MECHANICS 2.6.
Cooling:
Water box + Water temperature sensor + Thermostat
External water box (vehicle with Intarder)
Water pump driven by drive belt
Cooling circuit capacity: Cooling circuit only
Cooling circuit + INTARDER retarder
33.5 litres
51 litres
ZF Cooling circuit retarder
VOITH
46.5 litres
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FUEL FEED CIRCUIT 3. FUEL FEED CIRCUIT 3.1.
Details of fuel feed circuit:
Low pressure circuit, aspiration side: Fuel from the tank crosses the control unit cooler (1) and is then sent to the water decanter filter (2) then to the feed pump (3). Low pressure circuit, discharge side: The fuel is then discharged to the main filter (4) which it exits to go to the cylinder head block and the internal pump-injector feed circuit (5). Fuel return circuit: Fuel return goes by the front of cylinder head via a residual pressure valve (6) that regulates the pressure in the feed circuit. The fuel return either goes to the tank, or is re-used to feed the internal cylinder head block circuit.
5
6
Tank inlet Tank return 1
3 2 4
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FUEL FEED CIRCUIT Hydraulic diagram:
Residual pressure valve
De-aeration
Bleed valve
Feed pump
Decanter pre-filter
Cooler Priming pump
Tank
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FUEL FEED CIRCUIT 3.2.
2. Fuel filter holder:
To prime the fuel feed circuit, the filter holder now has a built-in manual pump. Two nonreturn valves are used in order to avoid unpriming the fuel feed circuit when removing fuel filter or water decanter filter. Fuel pressure sensor
Priming pump
Nonreturn valve
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FUEL FEED CIRCUIT 3.3.
3. Checking the feed pressure:
It is possible to check the pressure of the fuel (low pressure) using either DIAG NG3, or a pressure gauge. For further details, refer to repair manual 20107. Pressure gauge check (before filter):
It is possible to connect a pressure gauge in parallel on the fuel filter feed connection, using special connections 0124 and 7116.
Fuel pressures: Engine speed (rpm)
Pressure (bar)
600
≥ 1.8
≥ 1200
≥3
Full load
5 < P < 5.5
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ELECTRONIC MANAGEMENT 4. ELECTRONIC MANAGEMENT 4.1.
Presentation of system:
The DXi 11 engine injection system has been adjusted in order to meet the EURO 3 standard phase 1. As on the DXi 12 engine, the injection system brings together in a single component the high pressure pump and the system injector; this unique component is the pump injector.
The pump injector is placed directly on the cylinder head and is controlled by an overhead camshaft. Compared to the DCI and EUP injection systems, the pump injector considerably reduces the overall dimensions of the injection components
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ELECTRONIC MANAGEMENT
4.2.
Presentation and location of components for the Euro 3 version: LH view of DXi 11 engine, Euro 3 version. Engine housing pressure sensor Air pressure and temperature sensor
Engine stop
Control unit (EMS 2)
Fuel low pressure sensor
Water present sensor Fuel reheater Bleed solenoid valve
Oil level and temperature sensor
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ELECTRONIC MANAGEMENT RH view of DXi 11 engine, Euro 3 version. Pump injectors
Camshaft speed sensor Crankshaft speed sensor
Water temperature sensor
Oil pressure sensor
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ELECTRONIC MANAGEMENT 4.3.
Presentation and location of components for the Euro 4 version: LH view of DXi 11 engine, Euro 4 version. Engine housing pressure sensor
Engine stop
Air pressure and temperature sensor CCV
Control unit (EMS 2) Fuel low pressure sensor
Water present sensor Fuel reheater Bleed solenoid valve
Oil level and temperature sensor 36
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ELECTRONIC MANAGEMENT RH view of DXi 11 engine, Euro 3 version. Pump injectors
Camshaft speed sensor
Crankshaft speed sensor Water temperature sensor
Oil pressure sensor
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ELECTRONIC MANAGEMENT 4.4.
EMS engine control unit
EMS: Engine Monitoring System The control unit is located on the left-hand side of the engine block. A cooler using the fuel circulation is fixed onto it in order to avoid the electronic components overheating. Connectors Cooler
EMS 2
The power supply to the EMS 2 is provided by the VECU (via the Power Relay and in parallel with the tachograph and the BBM) and is set with a time-delay at shut down (10 seconds) in order to enable the engine DATAMAX to be backed up. The EMS 2 is integrated into the vehicle’s electronic architecture and it communicates with the other ECUs through CAN BUS J 1939/1 or the J 1587 COMFORT BUS (in limp-home mode). NOTE: After changing the EMS 2, it is essential to perform programming with DIAG NG3. Without this, the immobiliser code will be unknown and it will be impossible to start the vehicle.
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ELECTRONIC MANAGEMENT 4.5.
Principal functions of EMS 2:
The EMS 2 manages the parameters it receives from the different sensors and consequently adapts the operation of the injection system (injection advance, injection pressure, fuel flow injected, fan speed, starter protection…).
Operation overview: Sensors Fan speed sensor Camshaft sensor Engine speed sensor Water temperature sensor Oil temperature sensor Air temperature sensor Housing pressure sensor Intake pressure sensor Oil pressure sensor Accelerator pedal contact Fuel low pressure sensor Engine stop contactor Oil level sensor Water level sensor Active air heating information
•
Actuators
EMS 2
Internal atmospheric pressure sensor
Injectors Fan solenoid valve OPTIBRAKE solenoid valve Water bleed solenoid valve Starter relay Air preheating relay Air preheating block
Starter motor protection:
The starter motor is controlled by the EMS 2. This provides protection functions for the starter motor in the event of incorrect use and the possibility of starting the engine remotely using the BBM in protected mode. The "electronic starter" function has an operating logic to avoid the starter motor overheating and thus avoid causing damage to it. ¾ The starter motor can drive the engine for 10 seconds followed by a break of 3 seconds. The pictogram and a text are displayed during these 3 seconds.
¾ This cycle can be repeated 4 times in succession, releasing the key from the contact position each time. ¾ After these 4 cycles, the starter motor goes into thermal protection mode. The pictogram, a text and a countdown are displayed. ¾ As soon as all this information disappears from the display, it is possible to try another 2 cycles, then the starter motor goes into thermal protection again.
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ELECTRONIC MANAGEMENT Condition for starter motor non operation: -
Immobiliser active Engine running Reading and verification of VIN in APM, VECU and EMS Gearbox ratio engaged Starter motor overheating (calculated according to activation time) Faulty camshaft and engine flywheel sensor
Emergency mode: There is an emergency mode that can be used to activate the starter motor manually (3 contacts made in less than 2.5 s). The starter motor is active for as long as the key is in the starter position and the engine has not started. The emergency mode is inactive if the immobiliser is active or if there is an error present in the VIN check. NOTE: Emergency mode must be used for compression tests. •
Warm Hold:
This function enables a rapid rise in engine temperature by activating the exhaust brake (30%) with the engine at idle. WarmUp mode activation condition: -
Ambient air T° < 5°c Vehicle speed zero Accelerator pedal up
Deactivation condition: Coolant temperature: T° > 70°c Re-activation condition: Coolant temperature: T° < 50°c
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ELECTRONIC MANAGEMENT •
Water drainage :
This function is used to drain the water present in the fuel circuit decanter. The drainage is by gravitation (no electric pump) and the electric control of the bleed solenoid valve. Activation conditions: -
Vehicle at rest and parking brake engaged, Engine at rest, Water present in fuel light illuminated (1), Press the water drainage switch (2).
1
2
Activation time for bleed solenoid valve: 15 seconds. NOTE: the solenoid valve control cannot be operated for 6 minutes between 2 manual activations (via switch or DIAG DXi) •
Speed limiter:
This function is now provided by the EMS. The vehicle speed is received by the VECU (via CAN BUS J 1939-2/3) and transmitted to the EMS (via CAN BUS J 1939-1). This compares the parameterconfigured limitation speed and the vehicle speed in order to manage engine acceleration cut-off. NOTE: For under-limitation requests or for reading limitation values, use DIAG NG3. Hall-effect speed sensor Vehicle speed Vehicle limitation set point
Engine management
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ELECTRONIC MANAGEMENT •
Cruise control:
Like speed limitation, this function is now provided by the EMS. The control switches for the CRUISE CONTROL are connected to the VECU. The vehicle speed is received by the VECU (via CAN BUS J 1939-2/3). The driver’s speed set point is transmitted to the EMS by the VECU (via CAN BUS J 1939/1). The EMS then manages the acceleration and deceleration of the engine in order to maintain the speed set point. Activation conditions: -
Vehicle speed greater than 30 km/h, “ON/OFF” switch (1) positioned on ON, Press "S-" (2) to record the current speed.
Partial deactivation conditions: -
Depress the brake pedal, Use the retarder lever.
Re-activation condition: press "R+" (2). Total deactivation condition: “ON/OFF” switch (1) positioned on OFF.
1
2
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ELECTRONIC MANAGEMENT 4.6.
Pump injector:
The pump injector is a DELPHI type E3 ; it is arranged vertically, at the centre of the cylinder, between the four valves.
It is made up of three principal parts. A. Pump, B. Actuator, C. Injector. The injector is held in place in the cylinder head by means of a clip in the shape of a fork (1) and the lower part is separated from the cooling circuit by a copper bush (2) and an O ring (3). The gallery (4) around each injector is filled with fuel and sealing is by means of two O rings (5 and 6).
On manufacture and after going to the test bench, each pump injector receives a calibration code. The calibration codes of the six injectors are recorded in the EMS, thus enabling us to obtain an exact quantity of fuel and the same injection timing on each engine. Among other benefits, this feature guarantees that gas emission levels will be respected. Near the injector connector are three sets of codes. These are the reference (1), the balancing code (2) and the fabrication number (3).
1 3
2
NOTE:
If replacing one or more injectors, the EMS should be programmed with the new injector code (the "calibration code "). Use DIAG NG3 to program this code.
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ELECTRONIC MANAGEMENT 4.7.
Operation of a pump injector:
The pump injector is driven by the engine camshaft via a rocker arm. An E3 pumpinjector is the association of a unitary pump and an electrically-controlled injector. Composition of a pump-injector:
Pump element piston
Pump element body
Pressure solenoid valve (SV)
Body of solenoid valves Injection control solenoid valve (NCV)
Injector control piston chamber
Injector control piston
Injector
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ELECTRONIC MANAGEMENT Filling phase: Hydraulic diagram: SV
The pressure solenoid valve (SV) and injection control solenoid valve (NCV) are not energised, normally open. The pump piston moves up under the effort of the return spring; the fuel then circulates from the pump element to the injector.
NCV
The injector is closed.
Schematic diagram:
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ELECTRONIC MANAGEMENT Pressure rise phase: Hydraulic diagram: The pressure solenoid valve (SV) is operated by the EMS and closes; the injection control solenoid valve (NCV) is not energised, normally open.
SV
Driven by the camshaft, the pump piston moves down and compresses the fuel. NCV
The pressure at the tip of the injector increases. The injector stays closed.
Schematic diagram:
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ELECTRONIC MANAGEMENT Injection phase: Hydraulic diagram:
The pressure solenoid valve (SV) and injection control solenoid valve (NCV) are operated by the EMS. The pressure solenoid valve (SV) is closed.
SV
The injection control solenoid valve (NCV) is in the exhaust position. The pressure drops suddenly in the injector control piston chamber, causing the piston to rise and consequently lifting the injector.
NCV
NOTE: the duration of injection depends on the control time of the injection control solenoid valve (NCV).
Schematic diagram:
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ELECTRONIC MANAGEMENT Illustration of an injection phase:
Pump piston movement
Injection pressure
Injector lift
Solenoid valve SV
Solenoid valve NCV
NOTE: a pre-injection phase is used at idle in order to reduce noise emissions from the DXi11 engine.
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ELECTRONIC MANAGEMENT Injector control measured using oscilloscope: A. At idle:
B. In regulation:
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ELECTRONIC MANAGEMENT 4.8.
Wiring diagrams Euro 3:
Diagram 1/2:
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ELECTRONIC MANAGEMENT Diagram 2/2:
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ELECTRONIC MANAGEMENT Key to diagram 1/2: B105 Engine stop control C019 Boost air temperature and pressure sensor assembly C020 Boost air temperature sensor C021 Boost air pressure sensor C022 Engine oil level sensor C024 Engine oil pressure and temperature sensor assembly C067 Engine speed sensor on engine flywheel C068 Engine speed sensor on camshaft C084 Engine oil temperature sensor C096 Speed range selector pressure sensor C133 Engine cooling fan speed sensor G002 Engine management control unit V101 Injector solenoid valve, cylinder number 1 V102 Injector solenoid valve, cylinder number 2 V103 Injector solenoid valve, cylinder number 3 V104 Injector solenoid valve, cylinder number 4 V105 Injector solenoid valve, cylinder number 5 V106 Injector solenoid valve, cylinder number 6 V109 Engine cooling fan speed regulation solenoid valve Z003 Engine fan regulator assembly
Key to diagram 2/2: C023 Engine oil pressure sensor C048 Engine cooling circuit temperature sensor C088 Engine coolant level sensor C109 Water present in fuel sensor C132 Engine booster pressure sensor C150 Engine block interior pressure sensor G002 Engine management control unit N001 Fuel reheater resistor N°2 N004 Air preheating resistor S501 Air preheating relay V021 OPTIBRAKE engine brake solenoid valve V023 Exhaust brake solenoid valve V052 Splitter solenoid valve V053 Rail relay control solenoid valve V054 Rail relay and range splitter control assembly V108 Air dryer bleed solenoid valve Z001 Fuel reheating assembly
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ELECTRONIC MANAGEMENT 4.9.
Wiring diagrams Euro 4:
Diagram 1/2:
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ELECTRONIC MANAGEMENT Diagram 2/2:
New !
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ELECTRONIC MANAGEMENT B105 Engine stop control C019 Boost air temperature and pressure sensor assembly C020 Boost air temperature sensor C021 Boost air pressure sensor C022 Engine oil level sensor C024 Engine oil pressure and temperature sensor assembly C067 Engine speed sensor on engine flywheel C068 Engine speed sensor on camshaft C084 Engine oil temperature sensor C096 Speed range selector pressure sensor C133 Engine cooling fan speed sensor G002 Engine management control unit V101 Injector solenoid valve, cylinder number 1 V102 Injector solenoid valve, cylinder number 2 V103 Injector solenoid valve, cylinder number 3 V104 Injector solenoid valve, cylinder number 4 V105 Injector solenoid valve, cylinder number 5 V106 Solenoid valve, injector cylinder number 6 V109 Engine cooling fan speed regulation solenoid valve Z003 Engine fan regulator assembly
Key to diagram 2/2: C023 Engine oil pressure sensor C048 Engine cooling circuit temperature sensor C088 Engine coolant level sensor C109 Water present in fuel sensor C132 Engine booster pressure sensor C150 Engine block interior pressure sensor G002 Engine management control unit N001 Fuel reheater resistor N°2 N004 Air preheating resistor S501 Air preheating relay V021 OPTIBRAKE engine brake solenoid valve V023 Exhaust brake solenoid valve + turbocharger discharge valve solenoid valve V052 Splitter solenoid valve V053 Rail relay control solenoid valve V054 Rail relay and range splitter control assembly V108 Air dryer bleed solenoid valve Z001 Fuel reheating assembly
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ELECTRONIC MANAGEMENT 4.10.
Injection system sensors:
The sensors can share power supplies. A faulty sensor or power supply can cause several failures simultaneously. Sensors Casing gas pressure sensor (C150)
Oil pressure sensor (C023)
Type
Role / Operation
Diagram
Control values
Piezoresistive
Alerts the driver in the event of a mechanical engine failure.
1: Power supply 5.00 V 2: Output signal (3.00 at atmospheric pressure 110 Kpa) 4:ECU earth
Piezoresistive
Driver alert in the event of inadequate oil pressure. No oil pressure gauge on dashboard.
1: Power supply 5.00v 2: Output signal (3.06V at idle, Oil P =434 KPa) 4:ECU earth Use Diag DXi
Fan speed sensor
Camshaft (C068) and engine flywheel (C067) sensors
Hall effect sensor
Inductive
Monitors fan speed. In the event of a fault the fan is engaged.
5: Power supply 5 V 2: ECU earth 3: Square signal (0=>5V=>ect.)
Sensors know the engine speed and the position of the crankshaft in order to adapt injection advance or know the firing order.
Resistance check: 0.9 < R < 1 Kohms voltage check under starter: U AAC ≈ 0.4V AC U crankshaft ≈ 2,35V AC Airgap E check: - AAC: 0.65 < E < 1.35mm - Crankshaft: 1 < E < 2mm
Can start with a single sensor.
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ELECTRONIC MANAGEMENT
Fuel pressure sensor (C132)
Water present sensor (C109)
Oil temperature and level sensor (C024)
Piezo
Electrodes
Hot wire and variable resistance
Engine stop (B105)
Contactor
Atmospheric pressure
Piezo integrated into ECU
Driver alert when there is inadequate pressure in the fuel low pressure circuit. As soon as a pressure failure is detected, the driver is alerted. Driver alert when there is water present in the fuel. Enables authorisation to bleed the water.
1:Power supply 5 V 2:Pressure signal 4: ECU earth Use Diag DXi for full check.
Use Diag DXi for full check. Resistances (at 20°C): • 1.3 < R < 1.5 kΩ • R12 = 12.5 Ω (sensor removed) Output voltage (at 20°C): U34 = 2.6 V Resistances:
Alert and maintenance calculation function.
Enables injection to be stopped by pressing the STOP button fitted on the engine. This contact cannot prevent starting and cannot shut down the engine when the vehicle is running. Enables fuel flow to be corrected depending on altitude. Can cause smoke.
•
Contact closed: R ≈ 0.8 Ω • Contact open: R = Opened Line (OL) Use Diag DXi for full check.
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Atmospheric pressure
ELECTRONIC MANAGEMENT
Coolant temperature
Variable resistance
Engine temperature display and alert function and adaptation of injection advance.
Resistance (at 20°C): • 1.8 < R34 < 2 kΩ Resistors:
Speed range selection sensor (C096)
Air pressure (C021) and air temperature (C020) sensor
Pressure switch
Piezo and variable resistance
Tells the EMS2 the position of the low range relay preselection switch.
Contact closed: R = 0.8 Ω • Contact open: R = Opened Line (OL)
Adapts flow and injection advance. The 5V power supply is shared with the fan sensor. This can cause the fan to be engaged continuously ; an open circuit could cause smoke at the exhaust.
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•
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Temperature Resistance: 1 < R < 1.5 kΩ 1: ECU earth 2: Temperature signal 3: Power supply 5V 4: Output signal
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ELECTRONIC MANAGEMENT 4.11.
EMS unit feeds and earths :
Power supplies
Positive
Negative
Role / Operation
Diagram
The EMS power supply is provided through the power relay operated by the VECU. This relay also supplies the power to some actuators.
The EMS earth is divided over several channels.
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ELECTRONIC MANAGEMENT 4.12.
Injection system actuators:
The actuators controlled by the EMS are operated via the earth.
Actuators
Type / Location
Role / Operation
Diagram
Control values
Resistances: • •
Each injector has 2 control solenoid valves (SV and NCV).
Injectors
Solenoid valve
Power supply voltages:
The solenoid valves are controlled by an inrush current of 9.5 A and 3.5 to 4.5 A in the holding phase (50 V then 12 to 24 V).
• •
• •
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Inrush: U = 50 V Holding: U = 12 to 24 V
Control currents:
A cylinder test is available.
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R12 = 1.5 Ω R34 = 1.8 Ω
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Inrush: I = 9.5 A Holding: I = 3.5 to 4.5 A
ELECTRONIC MANAGEMENT
Water drain (V108)
Solenoid valve under pre-filter
The solenoid valve built into the pre-filter enables the draining of the water detected by the water present sensor.
Fan control (V109)
Solenoid valve integrated into fan
Enables fan speed regulation. An open circuit engages the fan continuously.
Air preheating
Relay located in battery box
Enables the activation of the air preheating if the temperature is below 20°C. The power feed is monitored by the EMS by means of a diagnostic wire.
Starter motor
Relay located near starter motor
Enables the starter to be checked by the EMS
Use Diag DXi for full check.
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ELECTRONIC MANAGEMENT
Retarder exhaust and on (V023)
Solenoid valve on located on (V021) the engine valves block on the intake side or under the cylinder head cover
Enables the modulation of the air pressure for opening/closing the flap on the exhaust (see engine section) or the activation of the compression brake on the valves.
Heated resistor located in the pre-filter
This resistor is not controlled by the EMS, but is activated by a thermal switch at below about 6°C. Attention: Do not leave switched on without fuel in the pre-filter
Fuel reheater (N001)
Use Diag DXi for full check.
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INFORMATION 5. DIAGNOSTIC 5.1.
Fault codes
This test is used to view all active or inactive faults. See below for an explanation of the fault types (FMI).
FMI type 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Designation (in accordance with SAE standard) Data valid but above normal operational range. Data valid but below normal operational range. Data erratic, intermittent or incorrect. Voltage above normal or shorted to high source. Voltage below normal or shorted to low source or grounded circuit. Current below normal or open circuit. Current above normal or grounded circuit. Mechanical system not responding properly. Abnormal frequency, pulse width or period. Abnormal update rate. Abnormal rate of change (high). Failure mode not identifiable. Bad intelligent device or component. Out of calibration. Special instructions. Reserved for future assignment.
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INFORMATION
5.2.
Programming
In normal operation: When programming, it is imperative to: 1. Connect DiagNG3 to the mains 2. Connect the VCI by cable to DiagNG3 3. The truck batteries must be correctly charged This will avoid any communication failure that could damage the EMS unit.
Select menu "2-Engine suspension and equipment", "MID 128 ECU, programming", click the arrow to go programming.
with line: then into
Click the "start" button to start programming.
There are two possibilities: 1. Replace the software only. 2. Replace the EMS unit. In both cases, start programming with the old unit connected to the harness. (This is in order to retrieve the customer parameters) REMINDER: Customer parameters: Not stored on the server. (Modified locally) Vehicle parameters: Stored on the server. (Modified via the network)
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INFORMATION
Before starting, validate the 7 preliminary conditions by ticking them.
1. To replace the software only: Do not switch off; click directly on OK. 2. To replace the EMS unit: Disconnect the old unit (Control module) and connect the new unit. Switch back on and click OK.
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INFORMATION
The system asks for the static password. (Obtained at the "Diagnostic DXi" training course) If the password is too old (more than two months’ old) the system will automatically ask you to change it.
The system will retrieve the software allocated to the chassis number from the server via the network. Initially, the software will be stored in DiagNG3.
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INFORMATION
At this stage, the software is being written to the EMS unit. Time required (indication): 20 to 40 minutes.
Parameterisation: In the example above, the system did not retrieve the customer parameters at the first stage. They are therefore recorded in the new software with their original values. REMINDER: Customer parameters: Not stored on the server. (Modified locally) Vehicle parameters: Stored on the server. (Modified via the network)
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INFORMATION
The system offers to print a label. (See example) There must be a printer connected to DiagNG3. Reference for label paper: 9998574.
After being recorded on the work card, the operation is finished. The EMS unit is now programmed.
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INFORMATION
Intermediate storage mode As with all the units connected to the J1587-1, the EMS software is available in intermediate storage to allow programming onto a vehicle away from the facilities, and that cannot be connected to the network. Storage is a 3-stage process: 1: Downloading with facility to send back unused software files 2: Programming into the vehicle 3: Sending the report
The downloaded software will be stored temporarily on the DiagNG3 hard disc for a maximum period of 28 days. After 21 days an alert message will warn the user that a software file has not yet been used. The software concerned (same ECU, same vehicle) will be blocked and therefore unavailable to another user throughout the time of the operation. Each downloaded file can be used on the vehicle concerned, or sent back to the central system if it is not used. A used file should be the subject of a user report confirming that it has been programmed into a vehicle. NOTE: you can download up to 50 software files for one or more vehicles.
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INFORMATION
5.3.
Parameters
A number of parameters can be customised. These parameters are as follows: • AIZ: consom. Carburant, pourcentage calib. (Fuel consum. Calib. Percentage) Used to modify the calculation and display of the consumption on the display unit in order to correspond to the actual consumption. •
DX – DN: parameters not used by Renault Trucks
• AIS to AIX: Calibration of injectors, value to be modified each time an injector is replaced. The parameter value is found on the injector connector. • AJ: RSL diff, activé/désactivé (RSL diff, activated/deactivated) Activates the function enabling a lower vehicle speed limitation if the gear engaged is not the last gearbox ratio. To be used in combination with parameters 9G, 9H and DV. • 9G: RSL diff, démultip. rapport sup (RSL diff, higher ratio reduc.) Ratio (as %) between engine speed / gearbox output speed for the last gearbox speed. • 9H : RSL diff, démultip rapport sup suivant (RSL diff, next higher ratio reduc.) - Ratio (as %) between engine speed / gearbox output speed for the speed immediately below the last speed. - To go from the normal maximum vehicle speed to the speed informed by the DV parameter, the EMS calculates the ratio: engine speed / gearbox output speed = gear ratio and applies the following logic: - -if gear ratio >= (9G+9H)/2 then the reduced limit vehicle speed is applied (DV) - -if gear ratio < (9G+9H)/2 then the normal limit vehicle speed is applied. • DV: RSL diff, vit véhic max rapport sup suivant (RSL diff, max veh. speed next higher ratio reduc.) Maximum vehicle speed on all ratios except the last when the function is activated by the AJ parameter. • DP: vit véh max RSL proprio/client (max veh speed proprietary/cust RSL) Permanent under-limitation of vehicle speed.
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INFORMATION
REMEMBER! THIS DOCUMENT IS A TRAINING AID. FOR INFORMATION ON SERVICE INTERVALS, REPAIR PROCEDURES, CONTROL VALUES, TIGHTENING TORQUES AND DIAGNOSTIC PROCEDURES, PLEASE REFER TO THE AFTER SALES DOCUMENTS (WORKSHOP MANUALS, SERVICE HANDBOOKS, ASSEMBLY GUIDES, TECHNICAL NOTES, ETC) FOR THE VEHICLES CONCERNED.
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