Professional Documents
Culture Documents
2. Location
............................ 8
.......................................................................................... 10
. ...................................................................................... 27
3. Man/machine interface
The alert messages and warning lamps are displayed either in the instrument panel or on the
multifunction screen.
Refer to the document : "Principles of operation : Instrument panel ".
(4315). ................................................................................................................... 28
Water-in-diesel-fuel sensor
(4050).
(13A3).
(1357). ......................................................................................... 62
(1344).
(1341).
(1220).
(4110).
(f4120).
(1313).
(1115).
(1276).
.
.
(1283).
(1324).
(1233).
. ......................................................................................................................... 140
(blow-by) (1273).
. ............................................................................................................... 147
. ........................................................................................................................ 149
(1320).
(engine DV6DTED ).
. ................................................................................................. 193
. ..................................................................................... 213
- Back-up modes
Downloading / Configuration
Programming/initialisation
.
.
E2AK2SP0
1. recommendations
CAUTION : The addition of additives such as fuel circuit cleaner/remetalliser, is prohibited.
The operations must be carried out by specialist personnel informed of the safety advice and the
precautions to be taken.
Do not smoke in the immediate vicinity of the high pressure circuit when work is being carried
out
Do not carry out any operations on the high pressure fuel circuit with the engine running
When the engine has stopped, use the diagnostic tool to check that the pressure in the rail
has dropped, before carrying out any work; this may take several minutes
N.B. : The waiting time is necessary to allow the high pressure fuel circuit to return to normal atmospheric
pressure.
engine running :
Always stay out of range of a possible jet of fuel which may cause serious injuries
Do not place your hands near the site of a leak on the high pressure fuel circuit
Fuel filter
Injector holders
Figure : E2AP02XD
Figure : B1HP2M4D
CAUTION : During the period of guarantee : Do not separate the fuel high pressure common injection
rail (6) from the fuel high pressure sensor (5) (Malfunction).
N.B. : During the warranty period, for removing-refitting the fuel high pressure sensor, refer to the
procedure for removing-refitting the fuel high pressure common injection rail.
N.B. : Outside the warranty period, removing-refitting the fuel high pressure sensor only is authorised.
Figure : B1HP2M5D
Do not detach the diesel injector holder (10) from the following components :
Possession of the analogue module access code (written on the customer's confidential card)
Carry out a learning process for the engine ECU (Engine ECU Learning)
Injectors
Supply rail
B1HA0133P0
Fuel pressure in the high pressure common rail can reach 1700 bars
fuel pump incorporated into the high pressure fuel pump (vacuum low pressure circuit)
Reduction of combined emissions of hydrocarbons (HC) and nitrous oxides (NOx) to 230
mg/km
B1HB012NP0
Figure : B1HB0BXD
Figure : B1HB0BYD
10
B1HB012MP0
Figure : B1HB0BSD
11
Figure : B1HB0AHD
Figure : B1HB0AID
12
Figure : B1HB0BUD
Figure : B1HB0BVD
13
B1HB014DP0
Figure : B1HB0G2D
14
B1HB012FP0
Figure : B1HB0BDD
15
Figure : B1HB0BED
Figure : B1HB0BFD
16
Figure : B1HB0D8D
17
Figure : B1HB0D9D
18
Figure : B1HB0D6D
(2) Position repeat sensor for the flap of the discharge (by-pass) circuit of the exhaust gas recirculation
heat exchanger.
(3) Exhaust gas recirculation heat exchanger discharge (by-pass) circuit contro
19
B1HB012GP0
Figure : B1HB0BGD
20
Figure : B1HB0BHD
Figure : B1HB0BID
21
B1HB012KP0
Figure : B1HB0BND
22
B1HB013DP0
Figure : B1HB08CD
23
Figure : B1HB0DID
Figure : B1HB0DJD
24
B1HB0116P0
Figure : B1HB081D
25
B1HB0117P0
Figure : B1HB083D
26
B1HB012HP0
Figure : B1BB0NDD
27
D4EA02QNP0
1. Description
Figure : B1HA0DXD
2. Role
The fuel gauge is for determining the level of fuel in the tank.
28
3. Function
Figure : B1HA0DYD
29
4. Electrical features
Figure : D4EA0H4D
mm)
tolerance (ohm)
tolerance (ohm)
194,3
48
50
58
161,7
92
100
108
95,5
191
200
209
32,9
290
300
310
4,1
339
350
355
The resistance value reduces when the depth of fuel in the tank increases.
The resistance value increases when the depth of fuel in the tank reduces.
30
Figure : D2AA043D
Not used
Not used
Not used
Not used
5. Learning / Initialisation
Not applicable.
31
D4EA02VJP0
1. Description
Figure : B1HA0EFD
2. Role
The sensor informs the engine ECU of the presence of water in the diesel fuel.
32
3. Operation
Figure : B1HA0EGD
"d" Water.
"e" Electrode.
1, 2, 3 Terminals of connector "a".
The presence of water in the diesel fuel signal is transmitted to the engine ECU, when the water
comes into contact with the electrode.
4. Electrical specifications
Description
Value
Unit
Supply voltage
+125C
Output voltage, without detection of water in the
7 or above
diesel fuel
Output voltage, with detection of water in the diesel 1,7 or below
fuel
Output specification of the water presence sensor for a supply voltage of 13,5V.
33
Figure : B1HA0EHD
Figure : D2AA058D
34
Battery positive
Earth
Figure : D2AA059D
Electrode
Not used
35
Figure : D2AA05AD
Electrode
5. Programming/initialisation
Not applicable.
36
D4EA02KMP0
1. Description
Figure : D2AA028D
2. Role
Diesel fuel temperature sensor :
The sensor informs the ECU about the temperature of the diesel fuel
The fuel temperature sensor contributes to the thermal protection of the engine
After receiving the fuel temperature information, the engine management ECU establishes an
estimate of the temperature and viscosity of the diesel fuel at the injector outlet
37
3. Operation
Figure : D2AA029D
When the temperature "T" increases, the resistance value "R" decreases
When the temperature "T" decreases, the resistance value "R" increases
38
4. Electrical specifications
Figure : D4EA0FBD
-40
79000,1
94267,5
109535,4
-30
41255
48406
55556,9
-20
22394,3
25910,5
29426,7
7351,1
8299,5
9247,9
20
2742,7
3033
3323,5
40
1141,5
1240
1338,7
60
522,2
558,5
595,2
39
80
259,2
273,5
288
100
138,1
144
150
120
77,9
81
83,6
130
59
61,5
64
Figure : D2AA02AD
Earth
5. Programming/initialisation
Not applicable.
40
D4EA02UQP0
1. Description
Figure : D2AA00AD
2. Role
The sensor measures the value of the high pressure in the fuel high pressure common injection rail.
41
3. Operation
Figure : B1HA0AKD
42
4. Electrical specifications
Figure : D4EA0F4D
"U" Output voltage of the diesel fuel high pressure sensor for a supply voltage of 5V (volts).
"P" Pressure of the fuel in the fuel injection rail (bar).
The output voltage of the diesel fuel high pressure sensor is proportional to the pressure of the fuel in
the fuel high pressure common injection rail.
Description
Value
Unit
Supply voltage
5 0,25
Supply current
10
mA
2500
Bar
3000
Bar
43
Figure : D2AA00BD
Output signal
Earth
Supply voltage
5. Initialisation /Initialisation
Programming is necessary if the part is removed/refitted ; Refer to the diagnostic tools documentation
: Programming/initialisation.
44
D4EA02L5P0
1. Description
Figure : B1HA0BKD
2. Role
Role of the air flowmeter :
45
3. Operation
3.1. Inlet air flow
Figure : B1HA0BLD
46
Figure : B1HA0BMD
When the temperature "T" increases, the resistance value "R" decreases
When the temperature "T" decreases, the resistance value "R" increases
47
4. Electrical specifications
Description
Tolerance (Minimum
Nominal
Tolerance (Maximum
value
10,5
13,5
16
Volts
400
mA
Unit
Figure : B1HA0BOD
48
Air flow (Kg/hr ) "F" Minimum (Hz ) "F" Nominal (Hz ) "F" Maximum (Hz )
550
8966
9021
9077
500
8702
8756
8811
450
8424
8477
8530
400
8118
8170
8221
350
7783
7834
7884
300
7405
7453
7502
250
6981
7026
7072
200
6501
6538
6574
150
5903
5947
5991
100
5040
5084
5128
80
4569
4609
4648
50
3804
3834
3865
35
3315
3340
3366
35
3123
3147
3171
18
2582
2603
2625
13
2261
2281
2301
1816
1834
1852
49
Figure : B1HA0BQD
R Minimum ( kohms )
R Nominal ( kohms )
R Maximum ( kohms )
-40
37,34
43,32
50,14
-30
21,7
24,71
28,08
-20
13,08
14,65
16,37
-10
8,134
8,969
9,866
5,2
5,652
6,127
10
3,416
3,663
3,918
20
2,297
2,433
2,57
25
1,9
2,1
50
30
1,562
1,653
1,746
40
1,073
1,148
1,226
50
0,752
0,813
0,877
60
0,537
0,587
0,639
70
0,391
0,431
0,473
80
0,289
0,321
0,356
90
0,217
0,243
0,272
100
0,165
0,186
0,21
Figure : D2AA02HD
51
Earth
Supply voltage
5. Initialisation /Initialisation
Not applicable.
D4EA026NP0
1. Description
Figure : D4EA0EZD
52
2. Role
The sensor measures the pressure and the temperature of the flow of air, passing around the sensor
inside the inlet manifold.
3. Function
Figure : D4EA023D
A part of the air exerts a pressure on the diaphragm of the pressure sensor
A part of the air varies the value of the CTN resistance (Negative Temperature Coefficient)
When the temperature "T" increases, the resistance value "R" decreases
When the temperature "T" decreases, the resistance value "R" increases
53
4. Electrical features
Designation
Value
Unit
Supply voltage
5 0,25
kohms
kohms
15 maximum
mA
Figure : D4EA024D
"U" Output voltage of the inlet air temperature and pressure sensor (volts).
"P" Absolute pressure measured by the inlet air temperature and pressure sensor ( 30 Mbar ).
The pressure sensor provides digital electrical power that is proportional to the pressure measured.
54
Figure : D4EA02BD
209,6
2,5
-35
158,1
2,5
-30
120,4
2,5
-25
92,5
2,5
-20
71,7
2,5
-15
56
2,5
-10
44,1
2,5
-5
35
2,5
55
27,9
1,5
22,5
1,5
10
18,2
1,5
15
14,8
1,5
20
12,1
1,5
25
10
1,5
30
8,29
1,5
35
6,9
1,5
40
5,8
1,5
45
4,8
1,5
50
4,1
1,5
55
3,5
1,5
60
2,9
1,5
65
2,54
1,5
70
2,19
1,5
75
1,89
1,5
80
1,63
1,5
85
1,41
1,5
90
1,23
1,5
95
1,08
1,5
56
100
0,95
1,5
105
0,83
1,5
110
0,73
1,5
115
0,65
2,5
120
0,58
2,5
125
0,51
2,5
130
0,46
2,5
135
0,41
2,5
140
0,37
2,5
145
0,33
2,5
4.3. Connections
Figure : D2AA00FD
57
Supply voltage
Earth
5. Learning /Initialisation
Not applicable.
D4EA02LQP0
1. Description
Figure : B1KA007D
58
2. Role
The gas temperature sensor upstream of the particle filter informs the engine ECU of the temperature
of the exhaust gases.
3. Operation
The NTC (Negative Temperature Coefficient) resistance value "R" changes in relation to the change in
the temperature "T" :
When the temperature "T" increases, the resistance value "R" decreases
When the temperature "T" decreases, the resistance value "R" increases
4. Electrical features
Figure : B1KA009D
Temperature (C)
-50
-40
-30
133,8
-20
-10
46,76
-10
10
34,49
59
10
20
30
19,86
40
50
60
9,748
90
100
110
3,770
140
150
160
1,802
190
200
210
1,001
240
250
260
0,616
290
300
310
0,412
340
350
360
0,293
390
400
410
0,218
440
450
460
0,168
490
500
510
0,134
540
550
560
0,109
590
600
610
0,090
640
650
660
0,076
690
700
710
0,065
740
750
760
0,056
790
800
810
0,049
840
850
860
0,043
60
Figure : D2AA02XD
Earth
5. Initialisation / Initialisation
Not applicable.
61
D4EA0359P0
1. Description
Figure : B1KA00MD
2. Role
The proportional oxygen sensor measures the oxygen content of the exhaust gases relative to the
ambient air.
The proportional oxygen sensor determines the oxygen content of the exhaust gas and deduces the
exact richness of the mixture.
62
3. Function
Figure : B1KA00ND
63
The electrical output signal that is proportional to the oxygen content is obtained by measuring the
current necessary for the pumping cell to regulate the oxygen content in the measuring chamber.
4. Electrical features
4.1. Reference values
Figure : D4EA0UID
0,70
0,80
0,90
1,00
-2,45 -1,99 -1,13 -0,49 -0,010 0,33 0,67 0,94 1,38 2,53
64
4.2. Connections
Figure : D2AA05BD
Compensation resistor
Pumping current
heating (-)
Nernst voltage
heating (+)
Earth
5. Learning/Initialisation
Not applicable.
65
D4EA02JLP0
1. Description
Figure : D4EA0A7D
2. Role
The particle filter differential pressure sensor measures the difference in pressure of the exhaust
gases between upstream and downstream of the particle filter.
66
3. Operation
Figure : D4EA0A8D
67
Figure : D4EA0AAD
4. Electrical features
68
Figure : D4EA0AED
Value
Supply voltage
5 0,25 V
6V
20 mA
0 differential pressure
measured 100 kPa
220 Kpa
Maximum pressure
downstream : 100 Kpa
sensor
Pressure downstream : 110
Kpa
Environmental temperature in use
125 C
Output impedance
< to 10 Ohms
69
Figure : D4EA0AGD
Output voltage
Earth
Supply voltage
5. Programming/initialisation
Programming is necessary if the part is removed/refitted ; Refer to the documentation : Diagnostic
equipment functions : Programming/initialisation.
70
D4EA026HP0
1. Description
Figure : B1GA0BMD
2. Role
The engine coolant temperature sensor informs the ECU of the temperature of the engine cooling
fluid.
3. Operation
The NTC (Negative Temperature Coefficient) resistance value "R" changes in relation to the change in
the temperature "T" :
When the temperature "T" increases, the resistance value "R" decreases
When the temperature "T" decreases, the resistance value "R" increases
71
Figure : B1GA0BND
Resistance (ohm)
Tolerance(s) (ohm)
-30
88500
5301
-25
65200
3592
-20
48535
2494
-15
36475
1747
-10
27665
1225
-5
21160
859
16325
610
12695
429
72
10
9950
310
15
7855
223
20
6245
162
25
5000
126
30
4028,5
95
35
3266
72
40
2663,5
54
45
2184,5
40
50
1801,5
32
55
1493
25
60
1244
19
70
876
12
80
629
7,1
90
458,9
6,9
100
340
5,8
110
255,6
4,6
120
194,7
3,7
130
150,5
73
Figure : D2AA00ED
Earth
5. Programming/initialisation
Not applicable.
74
D4EA027TP0
1. Description
Figure : D4EA02ZD
2. Role
The aircon fluid linear pressure sensor measures the pressure in the cold loop of the air conditioning
circuit.
75
3. Operation
Figure : D4EA030D
76
4. Electrical features
Figure : D4EA031D
Value
Unit
Supply voltage
5 0,5
Supply current
mA
77
Figure : D2AA00MD
Supply voltage
Earth
5. Initialisation
Not applicable.
78
D4EA02AXP0
1. Description
Figure : D4EA0AJD
2. Role
The engine oil pressure switch informs the engine ECU that the engine oil pressure is low.
79
3. Operation
Figure : D4EA0AKD
The electrical switch "c" closes the circuit between channel 2 and earth
The engine oil pressure low information is sent to the engine ECU
N.B. : The electrical switch "c" opens when the engine oil pressure reaches 1 bar.
4. Electrical features
Description
Value
Supply voltage
12 V
0,8 A
100 MOhms
0,1 ohms
80
Figure : D4EA0ALD
5. Initialisation/Initialisation
Not applicable.
81
D4EA02JTP0
1. Description
Figure : D4EA0E9D
2. Role
The engine oil level sensor is for measuring the level of engine oil present in the sump.
3. Operation
The engine oil level sensor only operates when the vehicle ignition is switched on, stopping as soon
as the engine is running.
The engine oil level sensor is supplied by a constant current provided by the engine ECU.
The engine oil level sensor provides an output voltage proportional to the level of engine oil that is
present in the sump.
82
Figure : D4EA0EAD
4. Electrical specifications
Description
Value
Unit
195 2
mA
Resistance at -30 C
8,5
Ohms
Resistance at +20 C
10,6
Ohms
Resistance at +160 C
16
Ohms
83
Figure : D4EA0EBD
Not used
Earth
5. Initialisation / Initialisation
Not applicable.
84
D4EA02KNP0
1. Description
Figure : D2AA02CD
2. Role
Role of the engine speed sensor :
3. Operation
The target is composed of 58 (60-2) pairs of magnetic poles distributed on its periphery, two poles
being absent in order to mark the top dead centre of pistons 1 and 4.
85
Figure : D4EA07TD
4. Electrical features
Description
Minimum tolerance
Nominal value
Maximum tolerance
Supply voltage
4,75 V
5V
5,25 V
Supply current
4,7 mA
7 mA
10 mA
Air gap
0,5 mm
1,5 mm
86
Figure : D2AA02DD
5V supply
Signal
Earth
5. Programming/initialisation
Not applicable.
87
D4EA02KLP0
1. Description
Figure : D2AA025D
2. Role
The cylinder reference sensor informs the engine ECU of the position of the camshaft in order to know
which cylinder is in the compression phase.
88
3. Operation
Figure : D4EA0FAD
4. Electrical specifications
Description
Value
Unit
Supply voltage
5 0,25
10
mA
89
Figure : D2AA026D
Supply voltage
Output signal
Earth
5. Programming/initialisation
Not applicable.
90
D4EA02LPP0
1. Description
Figure : B1HA0AVD
2. Role
The pre-heater plugs enable a rapid rise in temperature in the combustion chambers during the
starting and cold-running phases.
The pre-heater plugs are also used for depollution, contributing to the reduction of nitrous oxides and
soots.
3. Operation
The preheater plug is an electric resistor element which heats up when it is supplied.
Regulation of the temperature is by regulation of the electrical supply (Open cycle ratio ).
91
Figure : B1HA0AXD
4. Electrical specifications
92
Figure : B1HA0AZD
11 Volts
5 Volts
26 amps
36 amps
6 amps
15 amps
5. Programming/initialisation
Not applicable.
93
D4EA02LRP0
1. Description
Figure : B1GA0CCD
2. Role
The electric heater heats up the diesel fuel upstream of the fuel high pressure pump.
3. Operation
The electrical resistor in the electric diesel fuel heater is operated by the engine ECU in the following
conditions :
Ignition on
Engine running
The engine ECU no longer operates the electrical resistor in the electric diesel fuel heater
when the air temperature reaches 3 2C
94
N.B. : A retention of the supply of the electric diesel fuel heater may be commanded for a few seconds
after the ignition is switched off, depending on the air temperature.
4. Electrical features
Description
Minimum value
Nominal value
Maximum value
Supply voltage
8 Volts
16 Volts
Supply current
16 amps
Heating power
150 Watts
Figure : D2AA02VD
12 volts supply
Earth
5. Initialisation /Initialisation
Not applicable.
95
D4EA03HMP0
1. Description
Figure : B1HA0D4D
2. Role
The fuel flow regulation valve regulates the quantity of fuel sent to the pumping components of the
high pressure fuel pump.
The regulation of the flow entering the fuel high pressure pump compresses the required quantity of
fuel demanded by the engine ECU.
Role of the fuel flow regulator :
To reduce the amount of power consumed by the fuel high pressure pump
96
3. Function
Figure : D4EA158D
The fuel flow regulator electric coil "h" drives the magnetic core " c " (magnetic force)
The inlet to the high pressure stage of the high pressure fuel pump is open
The fuel is directed to the high pressure stage of the high pressure fuel pump ( as "d")
The piston "g" is retained at the base of its location by means of the spring "f"
97
N.B. : Le rgulateur de dbit carburant est ferm lorsqu'il n'est pas aliment.
4. Electrical features
Designation
Value
Figure : D2AA03KD
12 volts supply
control
5. Learning/Initialisation
Not applicable.
98
D4EA032DP0
1. Description
Figure : D4EA0QWD
99
Figure : D4EA0QXD
2. Role
Role of the high pressure fuel pump :
To supply the diesel injectors through the high-pressure fuel injection common rail
3. Operation
3.1. Transfer pump (pre-supply)
Figure : D4EA0QYD
100
To supply the fuel high pressure pump (Compresses the fuel upstream of the fuel flow
regulator )
The transfer pump is incorporated in the high pressure fuel pump housing.
Figure : D4EA0QZD
101
The fuel coming from the transfer pump "e" via the fuel flow regulation valve "2" is drawn in
through the suction valve "h"
The roller encounters the attack face of the cam : The pressure suddenly increases inside the
body of the pumping element
The pressure inside the body of the pumping element becomes greater than the transfer
pressure : The suction valve of the high pressure pump compression chamber closes the duct
Figure : D4EA0R0D
102
Delivery phase :
When the cam "m" rotates, the pushrod "l" rises and pushes the plunger "j"
The roller encounters the attack face of the cam : The pressure suddenly increases inside the
body of the pumping element
The output valve of the compression chamber is subject to the pressure coming from the high
pressure fuel injection common rail on its external face and to the transfer pressure on its
internal face
The pressure inside the body of the pumping element becomes greater than the pressure
coming from the fuel high pressure common injection rail : The output valve of the
compression chamber of the high-pressure pump opens
The fuel is delivered to the high pressure pump compression chamber outlet valve
4. Data
Figure : D4EA0R1D
103
Description
1600
Starting pressure
300
120
5. Initialisation /Initialisation
Not applicable.
D4EA0346P0
1. Description
Figure : B1HA0F7D
104
The diesel injectors have 7 symmetrical jet holes, for optimising the air/fuel mix.
The diesel injectors are connected together by the fuel return circuit.
A hex code on the diesel injector specification label indicates the classification of the injector.
This hex code indicates how the manufacture of the diesel injector differs from that of a standard
diesel injector.
Each diesel injector is commanded by the engine ECU in response to this differentiation.
2. ROLE
The diesel injectors inject the amount of fuel required for the engine to operate.
3. Operation
Figure : B1HA0F8D
105
Figure : B1HA0F9D
106
Figure : B1HA0FAD
107
4. Electrical specifications
Description
Value
Control voltage
40 V
Initial current
17 to 19 A
108
Figure : B1HA0D9D
+ signal
- signal
5. Programming/initialisation
Programming is necessary if the part is removed/refitted.
N.B. : Refer to the diagnostic tools documentation : Programming/initialisation
109
D4EA03AJP0
1. Description
Figure : B1HA0FWD
2. Role
The fuel additive pump injects a precise quantity of additive under pressure into the fuel additive circuit
each time the fuel tank is refilled according to the volume of fuel added.
110
3. Function
3.1. Suction phase
Figure : B1HA0FXD
111
Figure : B1HA0FYD
112
4. Electrical features
Designation
Minimum
Nominal
Maximum
Unit
tolerance
value
tolerance
Supply voltage
12
Volts
Operating temperature
- 30
80
10,5
16
Volts
amps
15
milliamps
C
Operating current (Current of the
motor not included)
Figure : D2AA02ZD
113
Battery + supply
LIN
Earth
5. Learning / Initialisation
Programming is necessary if the part is removed/refitted ; Refer to the documentation : Diagnostic
equipment functions : Programming/initialisation.
D4EA031TP0
1. Description
Figure : D4EA0RED
114
2. Role
The fixed geometry turbocharger provides air turbo for the engine.
The repeat sensor indicates the position of the turbo pressure regulator valve to the engine ECU.
3. Operation
The engine is turbocharged by a fixed geometry turbocharger regulated by the engine ECU through
the intermediary of a regulated electrovalve.
The turbo pressure regulator valve position repeat sensor consists of a potentiometer situated on the
control vacuum capsule of the turbocharger.
The turbocharger position repeat sensor indicates precisely the exact position of the exhaust turbine
regulator valve.
Figure : D4EA0RFD
115
The exhaust turbine "l" and the inlet air compressor "k" are joined together by a shaft.
The exhaust turbine "l", sent into action by the exhaust gases "A", drives the inlet air compressor "k"
which compresses the incoming air "B".
The control vacuum capsule "f" changes the position of the regulator valve "h" through the
intermediary of the control rod "e".
The opening of the regulator valve "h" reduces the speed of rotation of the exhaust turbine "l".
The reduction in the speed of rotation of the exhaust turbine "l" in turn reduces the speed of rotation of
the inlet air compressor "k" and consequently the turbo pressure of the incoming air "b".
The regulation of the boost pressure is progressive and is managed by the engine management ECU.
The control rod "e" moves a maximum of 6 1,1 mm.
Movement of the turbo regulator
159
110
116
4. Electrical specifications
4.1. Data (Position repeat sensor )
Figure : D4EA0RGD
Nominal value
Supply voltage
5V
117
Figure : D4EA0RHD
Signal
Earth
5 volts supply
5. Programming/initialisation
Programming is necessary if the part is removed/refitted ; Refer to the diagnostic tools documentation
: Programming/initialisation.
118
D4EA02VMP0
1. Description
Figure : D4EA05CD
2. Role
The solenoid valve regulates and limits the control vacuum entering a pneumatic actuator, by means
of the vehicle's vacuum circuit.
3. Operation
The solenoid control is an OCR (Opening Cyclical Ratio) type control.
The proportional electrovalve controlled by an OCR voltage is connected to the following components :
Atmospheric pressure
119
Figure : D4EA05DD
120
4. Electrical features
Figure : D4EA05ED
Minimum control
Maximum control
vacuum (mbar)
vacuum (mbar)
50
10
10
80
20
20
120
30
80
200
95
650
780
100
700
850
121
Description
Minimum tolerance
Nominal value
Maximum
Unit
tolerance
Supply voltage
10,5
13,5
16
2,2
245
250
255
Hz
Resistance at 23 C
14,4
16
17,6
Ohms
Figure : D2AA015D
5. Initialisation/Initialisation
Not applicable.
122
D4EA02TPP0
1. Description
Figure : D4EA0LCD
2. Role
Role of the inlet air mixer unit with position repeat sensor :
To monitor the inlet pressure so as to optimise the exhaust gas recycling (EGR) rate
To prevent air from passing into the inlet circuit when the engine is switched off (cut-off
function)
123
3. Operation
Figure : D4EA0LDD
"b" Actuator of the inlet air unit with position repeat sensor.
"c" Butterfly.
The inlet air mixer unit actuator "b" receives a position reference value from the engine management
ECU.
The electric motor controls the butterfly "c".
The inlet air mixer unit actuator "b" receives a position reference value from the engine management
ECU.
124
4. Electrical specifications
Figure : D4EA0LED
Minimum tolerance
Nominal value
Maximum tolerance
Unit
Supply voltage
4,75
5,25
Supply current
0,5
10
mA
125
Figure : D2AA052D
Earth
Output signal
5V supply
5. Initialisation /Initialisation
Programming is necessary if the part is removed/refitted ; Refer to the diagnostic tools documentation
: Programming/initialisation.
126
D4EA02MWP0
1. Description
Figure : B1KA00DD
(1) Electrically-controlled exhaust gas recycling module (With integral position copy sensor ).
"a" Exhaust gas inlet.
"b" 5 way blue connector (Electrically-controlled exhaust gas recycling valve ).
"c" 3 way blue connector (Position copy sensor for the EGR heat exchanger by-pass flap ).
"d" Exhaust gas outlet.
"e" Water entry.
"f" Control capsule (By-pass flap with integral position copy sensor ).
"g"Water outlet.
Supplier : PIERBURG.
2. Role
Role of the exhaust gas recycling module (E.G.R) (With integral position copy sensor ) :
Allowing the intake of a specific quantity of recycled exhaust gas into the air supply circuit
127
3. Operation
3.1. Exhaust gas recycling valve closed
Figure : B1KA00ED
128
3.2. Exhaust gas recycling valve open - By-pass flap /EGR heat exchanger closed
(By-pass position )
Figure : B1KA00FP
129
The EGR heat exchanger/by-pass flap has only two positions (Open - Closed ).
3.3. Exhaust gas recycling valve open - By-pass flap /EGR heat exchanger open
(Exchanger position )
Figure : B1KA00GP
130
"h" Engine.
"j" Eccentric shaft .
"k" Valve : Exhaust gas recycling valve.
"l" By-pass flap /Exhaust gas recirculation heat exchanger .
Exhaust gas recycling valve open : Exhaust gas recycling.
EGR heat exchanger open :
The recycled exhaust gases pass through the EGR heat exchanger
4. Electrical features
Description
Minimum
Nominal
Maximum
tolerance
value
tolerance
10,5 V
13,5 V
16 V
Motor resistance
2,04 ohms
4,75 V
5V
5,25 V
0,95 V
1V
1,05 V
3,95 V
4V
4,05 V
4,75 V
5V
5,25 V
Greater than
0,5 V
Greater than
3,5 V
V
-
131
Figure : B1KA00HD
132
Figure : B1KA00ID
4.3. Signal from the by-pass flap position copy sensor /Exhaust gas recirculation heat
exchanger
Figure : B1KA00JD
133
Figure : D2AA03FD
Earth
Sensor signal
134
Figure : D2AA03GD
Signal
Earth
Supply +5V
5. Initialisation /Initialisation
Programming is necessary if the part is removed/refitted ; Refer to the diagnostic tools documentation
: Programming/initialisation.
135
D4EA02UPP0
DESCRIPTION - OPERATION : EXHAUST GAS RECYCLING EXCHANGER BYPASS ALL-OR-NOTHING SOLENOID VALVE
1. Description
Figure : D4EA0MID
"a" Venting
Supplier : BITRON.
2. Role
The solenoid valve regulates and limits the control vacuum entering a pneumatic actuator, by means
of the vehicle's vacuum circuit.
3. Operation
Fixed cycle ratio control RCF.
The all-or-nothing solenoid valve, under fixed cycle ratio voltage, relates to the following elements :
136
Figure : D4EA08MD
The needle seating "e" closes off the air vent "a"
The vacuum outlet "c" is linked directly to the vacuum inlet "d"
"B" In idle position : The vacuum outlet "c" is linked to the air vent "a".
137
4. Electrical features
Figure : D4EA0MKD
"E" Status :
0 = Closed
1 = Open
138
Description
Minimum
Nominal
Maximum
Units
tolerance
value
tolerance
10,5
13,6
16
0,9
18
20
22
Ohms
Figure : D4EA08OD
5. Initialisation / Initialisation
Not applicable.
139
D4EA02TXP0
1. Description
Figure : B1FA01BD
2. Role
The oil pump provides a constant oil pressure inside the engine.
140
3. Operation
Figure : B1FA01CD
4. Data
Description
Value Unit
Bar
5. Initialisation / Initialisation
Not applicable.
141
D4EA02MVP0
1. Description
Figure : B1JA00ND
Carbon particles
Cerine
2. Role
The particle filter traps carbon particles as the exhaust gases pass through.
142
3. Function
Figure : B1JA00OD
4. Electrical features
Not applicable.
5. Learning /Initialisation
Programming is necessary if the component is replaced (Refer to the diagnostic).
143
D4EA02MFP0
1. Description
Figure : B1KA00AD
2. Role
The electric heater reheats the recycled oil vapours coming from the oil decanter in order to prevent
the ducts from becoming clogged in very cold weather.
The cold causes the water normally present in the oil vapours to form an ice deposit blocking the
passage of the gases into the cylinder block, which can then entail the engine breaking up due to the
build-up of pressure in the sump.
3. Operation
The electrical resistor in the electric heater for oil vapour recycling is operated by the engine ECU in
the following conditions :
Ignition on
Engine running
144
The engine ECU no longer operates the electrical resistor in the electric diesel fuel heater
when the air temperature reaches + 3 2C
N.B. : A retention of the supply of the electric diesel fuel heater may be commanded for a few seconds
after the ignition is switched off, depending on the air temperature.
4. Electrical specifications
Figure : B1KA00BD
"R"Resistance (ohm).
"T" Temperature (C).
Description
Minimum value
Nominal value
Maximum value
Supply voltage
8V
13,6 V
16 V
Power
2 A (At 13,6 V )
145
Figure : D2AA03CD
12V supply
Earth
5. Initialisation /Initialisation
Not applicable.
146
D4EA02P4P0
1. Description
Figure : B3FA04PD
2. Role
The vacuum pump supplies the vacuum required to control the following components :
Brake servo
147
3. Operation
Figure : B3FA04QD
148
Figure : B3FA04RD
4. Electrical specifications
Not applicable.
5. Programming/initialisation
Not applicable.
1. Description
Figure : D4EA0GOD
149
2. Role
Role of the fuel filter :
3. Operation
The fuel enters the fuel filter.
The fuel is filtered by filtering element.
The water contained in the fuel is decanted and stored in the water collector of the fuel filter.
4. Electrical specifications
Not applicable.
5. Initialisation /Initialisation
Not applicable.
150
D4EA02LYP0
1. Description
Figure : B1HA0CDD
2. Role
Role of the high pressure fuel common injection rail :
To store the amount of fuel required by the engine regardless of the operating phase
151
3. Operation
The fuel high pressure common injection rail is supplied at "c" by the fuel high pressure pump, then it
redirects the diesel fuel to the diesel injectors at "b".
4. Data
Continuous maximum pressure Peak maximum pressure Accidental pressure Unit
1650
1850
2500
Bar
5. Programming/initialisation
Not applicable.
D4EA02UZP0
1. Description
Figure : B1HA0EAD
2. Role
The diesel fuel cooler cools the fuel heated by the fuel high pressure pump, as it returns to the fuel
tank.
152
3. Operation
Figure : B1HA0EBD
4. Electrical specifications
Not applicable.
5. Initialisation /Initialisation
Not applicable.
153
D4EA02V8P0
1. Description
Figure : B1HA0EDD
2. Role
The turbocharger air cooler cools the air entering the cylinders, to increase the density of air in the
cylinders.
Due to the increase of the air density, the motor's performances increase.
154
3. Function
Figure : B1HA0EED
4. Electrical features
Not applicable.
5. Programming/initialisation
Not applicable.
155
D4EA02MUP0
1. Description
Figure : B1JA00PD
A thermic insulator
2. Role
The purpose of the 2-way catalytic converter is to transform, by oxidation, the carbon monoxide (CO)
and the unburnt hydrocarbons (HC) into water (H2O) and carbon dioxide (CO2).
The second role of the catalytic converter is to permit an increase in the temperature of the exhaust
gas, by post-combustion of the unburnt hydrocarbons (HC) resulting from the post-injection.
156
3. Function
Figure : B1JA00QD
During the regeneration phase, the catalytic converter burns the fuel resulting from the post-injection
at the catalytic converter and allows the exhaust gas to reach 450C.
4. Data
Not applicable.
5. Learning / Initialisation
Not applicable.
157
D4EA02MVP0
1. Description
Figure : B1JA00ND
Carbon particles
Cerine
2. Role
The particle filter traps carbon particles as the exhaust gases pass through.
158
3. Function
Figure : B1JA00OD
159
1. Description
Figure : B1HA0CTD
2. Role
The pre-postheating control unit manages the functioning of the preheater plugs in the following
phases :
Emission standard
3. Electrical specifications
Description
Minimum value
Nominal value
Maximum value
6 Volts
16 Volts
160
Figure : D2AA03BD
Glow plug 3
Glow plug 1
Diagnosis
Battery positive
Earth
Glow plug 4
Glow plug 2
Control
4. Initialisation /Initialisation
Not applicable.
161
D4EA02YEP0
1. Description
Figure : D4EA0OYD
2. Role
The engine management ECU manages the entire injection system.
The engine management ECU software incorporates :
Emergency strategies
162
Diesel injectors
3. Electrical features
3.1. 53-way black connector (CH)
Figure : D4EA09PD
163
Earth
Earth
Not used
Not used
10
11
12
13
14
Not used
15
Not used
16
17
Not used
18
19
20
Not used
21 (*)
22
23
Not used
24
Not used
25
Not used
26
27
28
29
Not used
30
31
Not used
32
Not used
33 (*)
34
35
36
37
LIN 1
164
38
Not used
39
40
41
Not used
42
Not used
43
Not used
44
45 (*)
46
47
48
Not used
49
Not used
50
Not used
51
Not used
52
53
Earth
Figure : D4EA09QD
165
Not used
Not used
10
Not used
11
Not used
12
Not used
13
Not used
14
15
16
Not used
17
18
Not used
166
19
20
21
Not used
22
Not used
23
24
25
26
27
28
29
30
Not used
31
32
33
34
35
36
37
38
39
167
40
41
42
Not used
43
44
45
46
47
48
49
Not used
50
51
52
53
168
Figure : D4EA09RD
A1
Not used
A2
A3
A4
Not used
B1
B2
B3
B4
C1
C2
C3
C4
D1
Not used
D2
D3
169
D4
E1
Not used
E2
Not used
E3
E4
F1
Not used
F2
F3
Not used
F4
Not used
G1
Not used
G2
Not used
G3
Not used
G4
Not used
H1
Not used
H2
Not used
H3
Not used
H4
J1
J2
Not used
J3
J4
K1
Not used
K2
Not used
K3
K4
L1
L2
L3
L4
M1
M2
M3
M4
170
4. Programming/initialisation
The engine management ECU software is updated by downloading (ECU fitted with a flash EPROM) ;
Refer to the diagnostic tools documentation : "Learning -Initialisation ".
8. Flow chart
D4EA0355P0
Figure : D4EA0UYD
Designation
BB00
Battery
BSI1
CA00
Ignition switch
CV00
PSF1
Engine fusebox
0004
Instrument panel
1020
Alternator
171
1158
1160
Pre-heater plugs
1208
1220
1221
1233
1253
1261
1273 (*)
1276
1283
1297
13A3
1310
Air flowmeter
1313
1320
Engine ECU
1321
1324
1331
1332
1333
1334
1341
1344
1357
1374
1510
1522
2120
4050 (*)
4110
172
4315
Fuel gauge
7020 (*)
ABS ECU
7306 (*)
7800 (*)
ESP ECU
8007
pressostat
signal
number
1 (*)
Transmitter /
Nature of
Receiver
signal
4050 / 1320
All or
nothing
4120 / 1320
Analogue
1374 / 1320
Analogue
8007 / 1320
Analogue
1341 / 1320
Analogue
1344 / 1320
Analogue
13A3 / 1320
Analogue
1321 / 1320
Analogue
1221 / 1320
Analogue
10 (*)
7306 / 1320
Analogue
11
1313 / 1320
Digital
12
2120 / 1320
All or
nothing
13
1310 / 1320
Analogue
1261 / 1320
Analogue
15
1115 / 1320
Digital
16
1220 / 1320
Analogue
173
4110 / 1320
All or
nothing
18
BSI1 / 0004
COMFORT
CAN
20
CV00 / BSI1
Sound alerts
BSI1 / CV00
BSI1 / (7020 -
7800) (*)
Body CAN
CAN Is
(7020 - 7800) /
BSI1
/ 1320
1320 / (7020 -
7800) (*)
174
4315 / BSI1
Analogue
23
BSI1 / 1283
LIN
Authorisation of operation
Additive pump faults information
1283 / BSI1
1320 / 1357
All or
nothing
25
1357 / 1320
Analogue
26
1320 / 1297
Open cycle
ratio
27
1297 / 1320
Analogue
1320 / 1324
Open cycle
ratio
29
1324 / 1320
Analogue
1320 / 1233
Open cycle
information
30
31
ratio
1320 / 1208
Open cycle
ratio
32
1320 / 1522
All or
nothing
33
1522 / 1510
All or
nothing
34
1522 / 1320
All or
nothing
35
1320 / 1253
valve control
36
Open cycle
ratio
1320 / 1276
All or
nothing
37
1320 / 1158
All or
nothing
175
1158 / 1160
All or
nothing
39
1158 / 1320
All or
nothing
40
1320 / 1020
1020 / 1320
LIN
1320 / 1334
All or
nothing
42
1320 / 1333
All or
nothing
43 (*)
1320 / 1273
All or
nothing
44
1320 / 1332
All or
nothing
45
1320 / 1331
All or
nothing
176
9. Function
D4EA03AMP0
1. Flow chart
Figure
: D4EA0ZSD
Battery
BMF4
BSI1
CA00
Ignition switch
PSF1
Engine compartment connection board-fuse box and electronic stability program -way
supply relay
0004
Instrument panel
1158
1160
Pre-heater plugs
1220
1310
177
1320
Engine ECU
7020
ABS ECU
7800
ESP ECU
Description of the exchanges of information
Connection
signal
Transmitter/receiver Nature of
number
signal
1310 / 1320
Analogue
1220 / 1320
Analogue
BSI1 / 0004
COMFORT
warning lamp
4
CAN
(7020 - 7800) / BSI1 CAN Is
warning lamp
5
6
1320 / (7020 -
CAN Is
warning lamp
7800)
1158 / 1320
filament
fault
7
1320 / 1158
filament
1158 / 1160
filament
2. Pre-heating
2.1. Role
The preheater plugs enable the temperature to rise rapidly in the combustion chambers prior to the
engine being started, when starting from cold or when the outside temperature is low.
Role of preheating :
To facilitate starting from cold (The air is heated up to enable the injected diesel fuel to
combust more easily)
To reduce smoke emissions (The heated air reduces the incidence of unburnt gases)
N.B. : The change from preheating to postheating occurs without interruption during the starting phase.
2.2. Function
The engine ECU controls the pre-postheating control unit by means of an open cycle ratio.
The electrical supply of the preheater plugs is via the pre-postheating control unit, as a function of the
commands from the engine ECU.
Phases of electrical supply of the preheater plugs :
Rapid heating
178
Stabilised heating
The maximum activation time for rapid heating is no more than 2 seconds.
The rapid heating phase enables the temperature of the preheater plugs to rise as rapidly as possible,
to aid combustion.
During the rapid heating phase, the pre-postheating control unit is controlled by an open cycle ratio of
99%.
The stabilised heating phase comes in after the rapid heating phase, to maintain the temperature of
the preheater plugs, while waiting for the engine to start.
During the stabilised phase, the pre-postheating control unit is controlled by an open cycle ratio of
around 60%.
If a pre-post heating control unit failure occurs, the engine management ECU memorises a fault.
The preheat times are determined by the engine management ECU according to the following
parameters :
Inlet air temperature (Measurement taken by the mass air flow sensor)
Atmospheric pressure (Measurement done by the atmospheric pressure sensor internal to the
engine ECU)
-10,14
-0,14
4,86
16,86
24,86
29,86
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
1,9s
179
1,9s
1,9s
1,9s
Engine stopped
N.B. : Preheating can be ordered a second time if the engine does not start by the end of the first timing.
engine running
3. Post heating
3.1. Role
Within the first few seconds of the engine starting, the temperature in the combustion chambers does
not permit a combustion of sufficient quality, this causing the engine to be unstable at idle and to emit
excessive pollution.
Role of postheating :
To prolong the operation of the preheater plugs after the cold starting phase
Reducing the emissions of pollutants in the first few minutes after starting
3.2. Function
The engine ECU controls the pre-postheating control unit by means of an open cycle ratio.
The unit supplies the pre-heater plugs with power in accordance with the orders of the engine
management ECU.
If a pre-post heating control unit failure occurs, the engine management ECU memorises a fault.
The postheating times are determined by the engine ECU as a function of the following elements :
The temperature of the coolant fluid (measured by the engine coolant temperature sensor)
The inlet air temperature (Measurement taken by the mass air flow sensor)
The atmospheric pressure sensor (measured by the atmospheric pressure sensor internal to
the engine ECU)
180
N.B. : The postheating timing can vary as a function of the inlet air temperature.
Atmospheric
Atmospheric
Atmospheric
Atmospheric
temperature
pressure : 700
pressure : 920
pressure : 950
pressure : 1000
T1
Mbar
Mbar
Mbar
Mbar
-30,14 C
900s
900s
200s
200s
-20,14 C
900s
900s
200s
200s
-10,14 C
900s
900s
200s
200s
16,86 C
900s
900s
200s
200s
17,86 C
900s
900s
0 (200s)
0 (200s)
24,86 C
900s
900s
0 (200s)
0 (200s)
29,86 C
0 (200s)
0 (200s)
0 (200s)
0 (200s)
(200s) Duration of activation of the postheating to compensate for wear of the catalytic converter,
mileage of the vehicle more than 15000 miles
Engine speed above 3000 rpm and injector flowrate above a threshold according to the
coolant temperature (See the table below)
Injector flowrate above a threshold according to the coolant temperature (see table below) for
a duration of more than 0,5 sec
85 mg/stroke
-18,14 C
80 mg/stroke
181
-10,14 C
74 mg/stroke
-0,14 C
66 mg/stroke
4,86 C
60 mg/stroke
9,86 C
20 mg/stroke
14,86 C
20 mg/stroke
19,86 C
20 mg/stroke
The pre-heater plugs are only activated when the engine is operating under average load conditions,
to prevent overheating of the engine.
3.5. Activation of the postheating for compensation of wear of the cat converter
Damage to the cat converter is compensated by the activation of the postheating, provided the
following conditions are met :
Provided the activation conditions are met, the timing of the activation of the preheater plugs is
calculated as a function of a special calibration taking account of a cat converter ageing factor.
Atmospheric pressure
182
D4EA03DYP0
1. Schematic diagram
Figure : B1HA0G2P
Key :
183
Reference Designation
(1)
(2)
Engine ECU
1320
(3)
Fuel cooler
(4)
Fuel tank
(5)
Fuel filter
(6)
(7)
1208
(8)
1208
"a"
1321
"b"
1276
"c" (*)
4050
"d"
184
To comply with the pollution norms, to limit the noise of combustion, and to improve the driving quality,
the engine ECU determines the following parameters :
3.2. Specificities
The high pressure pump provides a maximum injection pressure of 1600 bars.
Peaks of 1700 bars are authorised in the fuel high pressure common injection rail for a total of one
hour maximum over the life of the vehicle (with a maximum of 5 minutes continuously).
The injection pressure required is calculated as a function of the following parameters :
Engine speed
Engine load
Coolant temperature
The minimum fuel injection pressure to allow starting of the engine varies according to the ambient
temperature :
4. Injection time
4.1. Generality
Fuel injection pressure being equal, a longer (or shorter) injection time allows more (or less) fuel to be
injected.
185
When there is a large engine load need, fuel injection pressure being equal, the fuel injection time is
extended to obtain the maximum engine torque.
The fuel injection time corresponds to the time during which the engine ECU commands the fuel
injectors to be open.
4.2. Specificities
The fuel injection time is calculated as a function of the following parameters :
Engine speed
Engine load
Coolant temperature
Stabilising the injection pressure at different points (300, 450, 800 and 1300 bars) during a
"driver pedal release"
Controlling the fuel injectors one by one, progressively increasing the injection time
N.B. : When the flywheel acceleration corresponds to a fuel injection flow of 1 mg/stroke, the engine
ECU records in its memory the injection time necessary to obtain this flow.
The engine ECU detects the fuel injector drift when the following conditions are met :
186
187
Figure : B1HA0G3D
7.2. Specificities
The engine ECU determines the moment of injection as a function of the following parameters :
Engine load
188
Air temperature
Vehicle speed
Atmospheric pressure
In the engine starting phase : The engine ECU increases the injection advance so as to facilitate
engine starting and reduce pollutant emissions.
During the particle emission filter regeneration phase :
The combustion terminates in the catalytic converter, which increases the temperature of the
exhaust gases
Figure : B1HA0G4D
189
The increase in the temperature of the exhaust gases enables the destruction of the particulates that
are retained in the particle filter.
N.B. : The quantity of fuel needed for one engine cycle is spread over the 3 types of injection.
8.2. Specificities
The engine ECU can order up to 5 injections per engine cycle :
N.B. : "Split" injection cannot be activated during a regeneration of the particle filter.
190
Figure : B1HA0G5D
The engine ECU no longer has the time to order multiple injections
191
Such autocombustions are outside the control of the engine ECU, and can rapidly destroy the engine.
To prevent destruction of the engine, the engine ECU uses an oil ingestion strategy.
Difference between the reference turbocharging pressure and the turbocharging pressure
noted greater than 8 bars
Minimum pressure in the fuel high pressure common injection rail (Opening of the high
pressure pump actuator)
Once the engine cuts out, the engine management ECU authorises restarting in down-grade mode:
with reduced flow only, limiting the engine speed.
An operation using the diagnostic tool is necessary in order to restore normal operation.
192
D4EA03ANP0
1. Schematic diagram
Figure : D4EA0ZTP
Key :
193
"C" additive
"D" Diesel
Reference Designation
"a"
Additive tank
Engine ECU
1320
Fuel tank
Fuel gauge
4315
1283
2. Role
The fuel additive function keeps the particle filter operational by aiding the combustion of the captured
particles, performing the following actions :
Fuel gauge
Depending on the quantity of fuel put in, the engine ECU takes the following actions :
194
The engine ECU sends a request for additive to a total volume made up of one or more individual
volumes each not exceeding 1265 mm, to the fuel additive pump, via the BSI.
The engine ECU records in memory the weight of additive that is accumulated in the particle filter.
The engine ECU authorises or prohibits the applying of additive, as a function of the following
parameters :
N.B. : The engine ECU sends an alert on the risk of clogging of the particle filter and on the level of
additive being insufficient, as a function of the quantity of additive injected and of the weight of additive
accumulated in the particle filter.
To receive and transmit to the engine ECU information on the quantity of fuel put in
To serve as a bridge between the engine ECU and the fuel additive pump
When the vehicle is stationary (wheel speed sensor information) and the ignition switched off ; The
BSI1 memorises the level of fuel present in the tank.
When the ignition is switched on again and the vehicle starts moving, the BSI1 acquires and compares
the level of fuel with the latest value memorised. If the new value is higher, the BSI1 transmits to the
engine ECU the quantity of fuel that has been added.
The BSI receives the following information from the engine ECU :
195
The BSI sends the following information from the engine ECU :
Vehicle speed above 40 km/h or last fuel addition over 300 seconds
N.B. : When one of the necessary parameters disappears during the additive injection, the operation
continues until the end.
5. Learning / Initialisation
The fuel additive function is subject to personalised maintenance (See diagnostic tool functions :
Operations specific to the particle filter).
196
D4EA03ALP0
1. Schematic diagram
Figure : D4EA0ZVP
Key :
197
Reference Designation
Electrical diagram
correspondence
"a"
(1)
Engine ECU
1320
(2)
(3)
1229
regulator valve
(4)
1310
(5)
(6)
(7)
(8)
1324
(9)
1312
(*) Unused
Pneumatic control of the turbocharger discharge valve to vary the pressure of the
turbocharging air (Via a solenoid valve)
198
The EGR electrovalve, to vary the flow of air in certain phases of operation
The flowmeter for the air mass measures the flow and the temperature of the air entering the
turbocharger and transmits the information to the engine ECU.
The temperature and the pressure of the inlet air exiting the air mixer are measured and transmitted to
the engine ECU by the inlet air pressure and temperature sensor.
3.2. Specificities
The engine ECU manages the control of the turbo pressure regulation electrovalve in relation to a predefined turbo air pressure setting.
The turbo air pressure reference is calculated from the following parameters :
Engine speed
Engine load
The following strategies are used in the event of a turbocharging pressure sensor fault :
Fixing of the value with a replacement value equal to the atmospheric pressure
Deactivation of the detection of oil ingestion based on the abnormal turbocharging pressure
Deactivation of the function of testing the air loop via the diagnostic tool
199
Piloted mode
Regulated mode
Piloted mode : The engine management ECU controls the turbocharger discharge valve control
solenoid valve to control the turbocharging pressure, in relation to a turbocharger discharge valve
position reference value.
Regulated mode : The engine management ECU controls the turbocharger discharge valve control
solenoid valve to regulate the turbocharging pressure, in relation to an absolute air pressure reference
value.
Figure : D4EA0ZXD
"G" Limit for changing from the controlled zone to the zone regulated by engine speed/Decreasing
torque.
"H" Limit for changing from the controlled zone to the zone regulated by engine speed/Increasing
torque.
"J" Indicated engine torque (N.m).
"K" Controlled zone.
"L" Regulated zone.
"N" Engine speed (Rpm).
"T" Torque indicated (N.m).
N.B. : The indicated torque corresponds to the torque provided by the combustion of fuel, the actual
torque corresponds to the indicated torque minus the various losses (Piston friction losses, heat losses,
etc.).
200
D4EA03CYP0
1. General principal
The purpose of the regeneration is to eliminate the particulates retained on the walls of the particle
filter.
Regeneration consists of periodically burning off the particles accumulated in the particle filter.
Regeneration may occur naturally if the temperature of the exhaust gases is sufficient.
Regeneration may be triggered by the engine management ECU if the temperature of the exhaust gas
is too low and the particle filter is clogged.
The engine management ECU artificially increases the temperature of the exhaust gas by post
injection : This is the "regeneration assistance" phase.
N.B. : The driving conditions directly affect the temperature of the exhaust gases and consequently the
temperature inside the particle filter.
The engine management ECU manages the following elements continuously :
The condition of the filter with the function ; Monitoring of the particle filter load level
N.B. : The first two pieces of data are dependent on the particle filter load level.
201
The combination of these two values determines the theoretical moment of the regeneration.
Differential pressure
Atmospheric pressure
Figure : B1HA0FZD
202
The engine management ECU interrupts any regeneration assistance request and signals a fault
accompanied by lighting of a warning lamp on the instrument panel.
N.B. : The "filter punctured" fault may be due to an excess temperature during a regeneration as the
amount of burnt particles may be too great.
No additive
The engine management ECU interrupts any regeneration assistance request and signals a fault.
URGENT : If the "filter clogged" fault occurs, it is essential to locate the origin of the clogging or else the
filter will be damaged.
203
Therefore, the engine management ECU continuously adapts its maps in relation to the quantity of
cerine accumulated in the particle filter.
Fuel consumption (fuel with additive) (quantity of additive present in the filter)
Figure : B1HA0G0D
204
Example "E" :
The gases pass easily through the channels, the differential pressure is low
Example "F" :
The gases have problems passing through the channels, the differential pressure is high
CAUTION : For the same amount of albanite and for the same vehicle mileage, the differential pressure
may vary.
To activate the functions required for regeneration, depending on the monitoring states
Regeneration consists of periodically burning the particles that have accumulated on the filter and
allowing it to remain in zone "a".
Filter regeneration depends on the temperature of the exhaust gases which must be above the soot
combustion limit.
There are 3 methods of regeneration :
Natural regeneration
In a natural regeneration, or in any type of assisted regeneration, the particle filter monitor records the
quantity of particles being burned.
205
Level 1 regeneration assistance (cartographic maps for cold exhaust pipe and catalytic
converter) (catalytic converter pre-heating, up to 250C)
Level 2 regeneration assistance (mapping for hot exhaust line. Temperature higher than 250
C)
Request for activation of electrical consumers (Heated rear screen ; Heated mirrors ; electric
cooling fan unit)
Exhaust temperature
The engine management ECU activates one or two post-injections depending on the engine speed
and the engine load.
Differential pressure
206
parameters
Nature of
Regeneration assistance
signal
Amount of soots present in the
Activation
Deactivation
Activation
Deactivation
Activation
Deactivation
To prevent a post injection time which is too long (engine deterioration, dilution of engine oil)
N.B. : The engine management ECU orders a regeneration of at least 10 minutes when there is a request
for regeneration due to an excessively high differential pressure.
207
History of vehicle usage ; The engine management ECU records the distances between the last 10
regenerations :
The engine management ECU defines the vehicle's driving profile and anticipates the most
favourable moment for activation of the regeneration of the particle filter, in relation to the
history of use of the vehicle
Regeneration capability : The engine management ECU determines a regeneration capability (in %)
according to the vehicle condition at a given moment "T" (exhaust gas temperature, speed,
acceleration under full load, etc.). Depending on the regeneration capability, the engine management
ECU can request regeneration assistance.
Distance travelled since the last regeneration : The engine management ECU records the distance
covered since the last regeneration and orders regeneration assistance when the distance exceeds a
certain threshold (between 800 and 1000 km).
N.B. : Regeneration of the particle filter can only be ordered when the engine coolant temperature is
above 60C.
To increase the resistant torque of the alternator, leading to an increase in engine load
To place the engine operating point quickly within the conditions allowing efficient post
injection
The engine management ECU activates electrical consumers which absorb a high level of
power (alternator saturation request).
In order to avoid a drop in voltage, the electrical consumers are activated in stages, the engine
management ECU applies a timed period of 10 seconds between each electrical consumer activation.
Chronology of activation of the electrical consumers (*) :
208
(*) Allowed by the load shedding level of the vehicle (for as long as the battery voltage is greater than
12,8 volts).
N.B. : The electrical consumers are deactivated in the reverse order to activation and in stages
separated by a timed period of 5 seconds.
Increasing of the engine load by compensation from the engine management ECU
Improving of the effectiveness of the post-injection by appropriate management of the air flow
8.4. Post-injection
The catalytic converter, located upstream of the particle filter, is an oxidation catalytic converter.
In the presence of unburned hydrocarbons (HC), the thermal efficiency of the catalytic converter
increases.
The temperature of the exhaust gases increases.
During post injection :
The temperature of the exhaust line rises progressively until it is permanently higher than the
threshold for regeneration
Once the regeneration limit has been reached, post injection is maintained until all particles have been
removed.
The flow and post injection time are determined by cartographic maps taking into account engine
operating conditions.
N.B. : Post-injection at idle or return to idle, to limit cooling of the particle filter.
209
Figure : B1HA0G1D
210
When the particle filter is clogged, the particle filter clogged warning light is switched on on the
instrument panel.
After the ignition is switched on, the LED extinguishes after a 4 second timer
211
212
D4EA03DZP0
1. Schematic diagram
1.1. Non-cooled exhaust gases
Figure : B1KA00OP
Key :
213
Reference Designation
Electrical diagram
correspondence
1253
Engine ECU
1320
Cylinder head
1324
1297
(EGR)
214
Figure : B1HA0ELP
Key :
215
Reference Designation
Electrical diagram
correspondence
1253
Engine ECU
1320
Cylinder head
1324
1297
(EGR)
2. Role
To comply with the emission standards, the quantity of nitrous oxide NOx thrown out by the exhaust
must be the lowest possible.
The Exhaust Gas Recycling (EGR) device reduces the amount of nitrous oxides (NOx) emitted by the
exhaust.
3. Function
3.1. Exhaust gas recycling
The high temperatures, caused by the mode of combustion by excess of clean air to the diesel
engines, produce a large quantity of nitrous oxide (NOx).
The admission of exhaust gas into the combustion chamber reduces the quantity both of oxygen and
of nitrogen present at combustion.
The temperature of combustion is then lessened, which reduces the amount of nitrous oxide (NOx)
emitted.
Some of the exhaust gas is diverted into a duct linking the exhaust to the air intake.
This duct is closed by an electric EGR valve.
On the command of the engine ECU, the electric EGR valve opens, giving the exhaust gases a
controlled access to the inlet manifold.
N.B. : Too large a quantity of recycled exhaust gas causes an increase in emissions of soot, of carbon
monoxide (CO) and of hydrocarbons (HC) by reason of poor combustion due to lack of air.
216
In addition to opening the electric EGR valve, the engine ECU orders the air mixer to close partially.
The closing of the air mixer causes :
If, after this second attempt, the valve remains stuck, a fault appears
217
3.6. Antisticking
The engine ECU estimates the state of sticking of the electric EGR valve, as a function of the following
factors :
If the electric EGR valve begins to stick or sticks : The engine ECU controls the electric EGR valve via
a conventional control signal, followed by a vibratory signal to make the electric EGR valve vibrate and
thus avoid sticking.
N.B. : The amplitude of the vibratory signal depends on the degree of sticking detected by the engine
ECU. The antisticking strategy is used only during phases where the electric EGR valve is being
operated.
4. Activation conditions
Figure : B1KA00SD
218
N.B. : The indicated torque corresponds to the torque provided by the combustion of fuel, the actual
torque corresponds to the indicated torque minus the various losses (Piston friction losses, heat losses,
etc.).
Zone "G" defines the range in which the electric EGR valve is activated during an acceleration.
Zone "H" defines the range in which the electric EGR valve is activated during a deceleration.
The electric EGR valve is deactivated in certain operating conditions :
Under the engine speed and torque conditions defined by the activation zones "H" and "J"
219
D4EA03HLP0
1. Schematic diagram
1.1. Cold circuit
Figure : B1GA0CWP
220
Key :
Reference Designation
(1)
heater matrix
(2)
Engine ECU
1320
(3)
(4)
Radiator
1510
(5)
Degassing housing
(6)
Coolant pump
(7)
(8)
(9)
(10)
1220
(11)
Coolant/oil exchanger
221
Figure : B1GA0CXP
Key :
222
Reference Designation
(1)
heater matrix
(2)
Engine ECU
1320
(3)
Radiator
(4)
1510
(5)
Degassing housing
(6)
Coolant pump
(7)
(8)
(9)
(10)
1220
(11)
Coolant/oil exchanger
2. Role
Functions of the engine management ECU :
Checking the operation and stopping of the cooling fan (Engine cooling)
To control the lighting of the coolant temperature warning lamp in the control panel
3. Function
The engine cooling circuit is subject to two operating phases :
223
During the temperature increase phase (engine cold), the thermostat is closed, preventing the
circulation of coolant towards the cooling radiator so as to allow the engine temperature to increase
more rapidly.
Above a certain temperature (information not available) the thermostat starts to open, the cooling
system gets bigger and the coolant is cooled through the cooling radiator to regulate the engine
temperature.
N.B. : The thermostat is fully open above a certain temperature (Information unavailable).
224
During a forced regeneration of the particle filter ; Using the diagnostic tool
The engine ECU fixes the required speed for the cooling fan as a functionof the following parameters :
engine torque
Vehicle speed
6. Data
Total capacity of engine cooling circuit
Information unavailable
Pressurisation
Information unavailable
Information unavailable
Fan
Information unavailable
Triggering threshold
Information unavailable
225
Information unavailable
115 C
Warning
Information unavailable
Post-cooling
Information unavailable
226
D4EA03HKP0
1. Schematic diagram
Figure : D4EA101P
Key :
227
Reference Designation
(1)
Engine fusebox
PSF1
(2)
BSI1
(3)
Engine ECU
1320
(4)
(5)
Cooling condensor
(6)
1510
(7)
8020
(8)
(9)
2. Role
To operate, the air-conditioned circuit requires to be cooled by the refrigeration condenser.
The engine management ECU controls the activation of the fan to cool the refrigeration condenser.
3. Function
The engine management ECU controls the activation of the fan according to the internal pressure of
the air-conditioned circuit.
4. Activation conditions
4.1. electric cooling fan unit
The activation of the first speed of the fan is controlled for a pressure of the air-conditioned circuit
above 9,1 bars (The fan unit is cut when the pressure is below 7 bars).
The activation of the second speed of the fan is controlled for a pressure of the air-conditioned circuit
above 16,1 bars (The second speed of the fan is cut when the pressure is below 13 bars).
228
The conditions for cutting the refrigeration compressor are given by a mapping internal to the engine
management ECU taking the following parameters into account :
Engine speed
Engine load
The engine management ECU prohibits the operation of the refrigeration condenser when the
temperature of the coolant is above or equal to 115C.
The engine management ECU authorises the resumption of operation of the air conditioning
compressor when the engine coolant temperature is 112C or below.
The engine management ECU prohibits operation of the air conditioning compressor when the outside
air temperature is 1C or below.
The engine management ECU authorises the resumption of operation of the air conditioning
compressor when the outside air temperature is 3C or above.
Fault
codes
P0001
P0002
Control of the fuel flow regulator : Incoherence of the control current of the flow regulation
valve
P0003
P0004
P0016
Synchronisation : Incoherence between the information from the engine speed sensor and
the camshaft sensor
P0017
P0030
229
P0031
P0032
P0069
Coherence fault : At idle, lack of coherence between the manifold inlet pressure
measurement and the atmospheric pressure measurement
P0087
Fuel circuit : The pressure measured in the injection rail is less than the setting
P0088
Fuel circuit : Pressure measured in the injection rail above the reference
P0093
Fuel circuit : Incoherence on the fuel pressure with the flow regulator jammed open
P0097
Measurement of the manifold inlet air temperature : Short circuit to earth : Temperature
too high
P0098
Measurement of the manifold inlet air temperature : Short circuit to positive or open circuit
: Temperature too low
P0100
P0102
P0103
P0112
Measurement of the air temperature at the air flow sensor : Short circuit to earth :
Temperature too high
P0113
Measurement of the air temperature at the air flow sensor : Short circuit to positive or
open circuit : Temperature too low
P0115
P0117
Engine water temperature measure : Short circuit to earth : Value too high
P0118
Engine water temperature measure : Short circuit to positive or open circuit : Value too
low
230
P0130
Measurement of the concentration of oxygen : Open circuit on one of the pins of the
sensor (not heating)
P0131
P0132
P0133
P0134
Oxygen sensor heating : Heating of the sensor, or the sensor itself faulty
P0135
Oxygen sensor heating : Estimated temperature too high or too low, sensor heating no
longer working
P0182
P0183
Fuel temperature measure : Short circuit to positive or open circuit : Value too low
P0190
P0191
Measurement of the pressure in the fuel injection rail : Voltage variation outside the
tolerance
P0192
Measurement of the pressure in the fuel injection rail : Short circuit to earth : Pressure too
low
P0193
Measurement of the pressure in the fuel injection rail : Short circuit to positive : Pressure
too high
P0201
P0202
P0203
P0204
P0215
Main relay control : Poor operation of the relay, the ECU is not being supplied as it should
be
231
P0222
Measurement of the accelerator pedal position : Track 2 signal short circuit to earth
P0223
P0227
Measurement of the accelerator pedal position : Track 2 signal short circuit to earth
P0228
P0234
P0237
Measurement of the manifold inlet pressure : Short circuit to earth : Pressure too low
P0238
Measurement of the manifold inlet pressure : Short circuit to positive : Pressure too high
P0243
P0245
P0246
P0261
Injector 1 signal. : Short circuit to earth on the circuit (harness, injector, ECU)
P0262
Injector 1 signal. : Short circuit to positive on the circuit (harness, injector, ECU)
P0263
P0264
Injector 2 signal. : Short circuit to earth on the circuit (harness, injector, ECU)
P0265
Injector 2 signal. : Short circuit to positive on the circuit (harness, injector, ECU)
P0266
P0267
Injector 3 signal. : Short circuit to earth on the circuit (harness, injector, ECU)
P0268
Injector 3 signal. : Short circuit to positive on the circuit (harness, injector, ECU)
P0269
232
P0270
Injector 4 signal. : Short circuit to earth on the circuit (harness, injector, ECU)
P0271
Injector 4 signal. : Short circuit to positive on the circuit (harness, injector, ECU)
P0272
P0299
P0335
P0336
P0341
P0344
P0401
P0402
P0405
Measurement of the position of the EGR valve : Open circuit or short circuit to earth
P0406
P0460
P0461
P0462
P0463
P0489
P0490
P0493
electric cooling fan unit: Twin speed : Incoherence between the reference value (no
control) and the status of the fan assembly
233
P0494
electric cooling fan unit: Twin speed : Incoherence between the reference value (low
speed) and the status of the fan assembly
P0495
electric cooling fan unit: Twin speed : Incoherence between the reference value (high
speed) and the status of the fan assembly
P0500
P0504
Measurement of the brake pedal position : Incoherence between the two brake sensors
detected under acceleration
P050B
P0513
Starting surveillance : The time for unlocking the immobiliser is too long
P0532
P0533
Measurement of the air conditioning pressure : Short circuit to positive or open circuit
P0562
P0563
P0565
P0571
Intersystems CAN : Lack of coherence of the brake pedal position sent by the BSI
P0575
P0603
P0605
P0606
P060B
P0610
234
P061C
P0620
P0658
P065A
P0668
P0669
P0685
P0686
P0687
P0691
electric cooling fan unit: Short-circuit to earth or open circuit on the control of cooling fan
1
P0692
electric cooling fan unit: Short-circuit to positive on the control of cooling fan 1
P0693
electric cooling fan unit: Short circuit to earth on the fan assembly control 2
P0694
electric cooling fan unit: Short circuit to positive or open circuit on the fan assembly control
2
P0704
Measurement of the clutch pedal position : Absence of pedal presses on a great variation
of speed
P0812
Intersystems CAN : The engine receives the information that reverse gear is engaged
even though that is not possible
P0831
Measurement of the clutch pedal position : No pressing of the pedal while driving for a
certain time
235
P0832
Intersystems CAN : Information from the clutch switch received by the CAN erroneous
P0A1A
P0A3B
P107A
Charge pressure regulation : Air pressure below the reference value (Service)
P1113
P1166
P1199
P11AA
P11AB
P11B2
Measurement of the position of the EGR exchanger by-pass : Short circuit to positive
P11B3
Measurement of the position of the EGR exchanger by-pass : Short circuit to earth
P129F
Air circuit : Quantity of fresh air above the reference value (Service)
P12A0
Air circuit : Quantity of fresh air below the reference value (Service)
P12B3
P12B4
P1349
Engine preheating : Short circuit to positive or open circuit on the relay control
P1350
P1352
P1403
Control of additional heating 1 : Open circuit or short circuit to positive or short circuit to
earth
236
P1404
Control of additional heating 2 : Open circuit or short circuit to positive or short circuit to
earth
P1408
P1412
P1434
P1435
P1445
Additive adding : The quantity of additive injected into the particle emission filter has
exceeded the maximum threshold
The particulate emission filter must be changed
P1446
P1457
P1461
EGR valve : EGR valve programming.Drift from the initialisation of the lower limit (valve
closed)
P1462
EGR valve : EGR valve programming. Discrepancy in the programming of the top stop (
valve open)
P1490
P1496
turbocharger : Position incorrect in relation to the setting, too much turbo (Service)
P1497
P1498
P1499
P149C
237
P14A3
P14A4
P14A7
P14A9
P14AA
P1505
Intersystems CAN : The air bag ECU has requested stopping of the engine (Following the
detection of an impact)
P1536
Measurement of the brake pedal position : Lack of coherence between the two brake
sensors detected on deceleration
P15B3
Additive adding : Additive level calculated lower than the minimum threshold
P1600
P160A
P1621
P1623
P1624
P1625
P1631
P1641
P1655
P1656
P1657
238
P1667
P1694
P1695
P1696
Controlled engine start and stop : Simultaneous starting and stopping request
P16A0
P2031
P2032
P2033
P2100
P2102
P2103
P2118
Control of the air mixer : Limitation of current on the control of the air mixer
P2125
P2126
P2127
P2128
Measurement of the air mixer position : Short circuit to positive or open circuit
P2132
P2133
P2137
239
P2140
Accelerator pedal point of resistance switch measurement : Incoherence between the hard
point signal and the accelerator pedal position
P2143
P2144
P2145
P2146
P2149
P2173
P2175
P2187
P2188
P2191
P2192
P2228
P2229
P2231
Measurement of the concentration of oxygen : Coupling of the sensor signal with the
heating circuit
P2244
P2245
P2246
P2291
Starting surveillance : Pressure increase in the injection rail too slow when starting
240
P2297
P2299
Measurement of the accelerator pedal position : Pedal jammed or applied at the same
time as the brake pedal
P2413
P2425
P2426
P2427
P242F
P2453
Measurement of the particle emission filter differential pressure : Voltage variation outside
the tolerance
P2454
Measurement of the particle emission filter differential pressure : Voltage too low
P2455
Measurement of the particle emission filter differential pressure : Voltage too high
P2457
P250B
P250C
P250D
P2562
P2563
P2564
P2565
Measurement of the position of the turbocharger : Short circuit to positive or open circuit
241
P2566
P2670
P2685
5V sensor supply no. 3 (Rail pressure sensor, Engine speed sensor, Camshaft sensor) :
Voltage outside the tolerance
P3007
P3008
P3026
P3027
U0019
Intersystems CAN : Fault on the BSM (engine fusebox) or on the network linking the latter
to the BSI
U0028
Intersystems CAN : Malfunctioning of the instrument panel, loss of lighting of the MIL
warning lamp
U0055
Intersystems CAN : Malfunction of the Comfort CAN, no more lighting of the MIL warning
lamp possible
U0073
U0121
U0140
U0315
U0322
U0422
Intersystems CAN : One of the parameters present in a datastream sent by the BSI is
invalid
242
U1000
Computer : The engine ECU is detected mute by one of the ECUs on the network
U1113
U1118
U1213
Intersystems CAN : One of the parameters present in a datastream sent by the ABS/ESP
is invalid
U1218
Intersystems CAN : One of the parameters present in a datastream sent by the BSI is
invalid
U1313
U1318
U1400
U1401
Alternator LIN network : Recording of a fault on the slave node of the alternator LIN
U2000
Intersystems CAN : Request for main ECU triggering not plausible or absent
U2003
Intersystems CAN : Request for ECU wake-up (wire signal) inconsistent with the CAN
data
U2118
Intersystems CAN : Request for partial ECU triggering not plausible or absent
243
D4EA02YFP0
Details
Display
Unit
Engine speed
XXXX
Rpm
No OK
camshaft - Crankshaft
Yes
Fuel pressure
requirement
bar
bar
The ECU does not know the precise quantity of fuel XX,XX
mg/stroke
Fuel temperature
XXX
Coolant temperature
XXX
244
XXX
time
injections)
N2 cylinder injection
time
injections)
N3 cylinder injection
time
injections)
N4 cylinder injection
time
injections)
injectors opening
XX,XX
ms
XX,XX
ms
XX,XX
ms
XX,XX
ms
Strategy
inactive
correction strategies
Strategy
active
correction factor
correction factor
correction factor
245
correction factor
Classification of injector
XXXXXX
XXXXXX
XXXXXX
XXXXXX
Classification of injector
Classification of injector
Details
Display Unit
246
Engine speed
XXXX
Rpm
XXXX
mg/stroke
XXXX
mg/stroke
XXXX
Mbar
XXXX
Mbar
XXXX
Mbar
XXX
Turbocharger pressure
reference value
Atmospheric pressure
temperature
247
XXX
XXX
manifold
Exterior temperature
XXX
Coolant temperature
XXX
reference value
XXX
repeat
value
turbocharger : Turbo
position reference
value
turbocharger : Cyclical
turbocharger pressure
solenoid valve
repeat
value
XXX
248
reference value
ratio
repeat
value
EGR exchanger by-pass Depending on the EGR gas cooling requirement, the
: Position reference
value
XXX
XXX
XXX
value
3. Electrical information
Parameter
Details
Display Unit
Engine speed
XXXX
Rpm
XX,XX
XXXX
MV
XXXX
MV
XXXX
MV
speed sensor
Battery voltage
249
Power relay
Active
control
Inactive
XXX
alternator
4. Miscellaneous information
Parameter
Details
Display
Engine speed
Unit
Rpm
No OK
Yes
starting
engine running Driven
restarting
Autonomous
restarting
Accelerator pedal
signal voltage 1
MV
250
Accelerator pedal
signal voltage 2
MV
divided by 2
Accelerator pedal
position
Accelerator pedal point The various statuses are : "Passed" or "Not passed"
XXX
Not crossed
of resistance
information
Main brake pedal
Crossed
Brake pedal position information sent by the BSI
Pressed
Released
Secondary brake
pedal
Pressed
Released
Clutch pedal
Pressed
Neutral -
Neutral
Gear 1
Gear 2
Gear 3
Gear 4
Gear 5
Gear 6
Gear 7
251
Manual
gearbox
automatic
gearbox
Controlled
manual
gearbox
Other
Vehicle speed
XXX
Kph
Inactive
Active
Cruise control
XXX
Kph
reference speed
Inactive
Speed limiter status
Inactive
Active
Speed limiter reference -
XXX
Kph
speed
Inactive
Oil pressure
OK
252
Insufficient
pressure
The oil temperature
XXX
Fluid level
XXXX
MV
Details
Display
Engine speed
Unit
Rpm
filter
XX,XXX
g/l
XXX
XXX
Distance remaining
before replacement of
filter
This value is very high when the vehicle is new and more
kms
between particulate
XXX
Mbar
253
emission filter
input/output
upstream temperature
XXX
Less than
100C
Flow meter air
XXX
XXX
temperature
manifold
Status of the
regeneration
filter is in progress
Active
Request to activate
some consumers
Yes
Demisting : Rear )
Authorisation of
regeneration
Yes
Distance travelled since -
XXXX
kms
XXXX
kms
254
Capacity for effecting a This parameter, calculated by the engine ECU, indicates XXX
regeneration (In short
term)
Capacity for effecting a This parameter, calculated by the engine ECU, indicates XXX
regeneration (In long
term)
Additive reservoir
volume
Volume of additive
remaining in the
Ml
Ml
additive reservoir
Minimum additive level When the minimum level has been passed, the addition
OK
Minimum
level
passed
Inactive
ACTIVE
Mixture calculated from -
X,XXX
XXX
the O2 sensor
Activation of the oxygen sensor heating
Details
Display
Unit
255
Engine speed
XXXX
Rpm
XXX
temperature
Air conditioning
circuit pressure
ACTIVE
bar
heating resistors
Inactive
Relay GMV 2
Not controlled
Controlled (Slow
speed )
Speed GMV
XXX
XXX
speed
Details Display
Unit
ECU status
Investigation status
After-sales status
immobiliser programming
256
Programmed 1 times
Programmed 2 times
Programmed 3 times
No problem found
Details
Display
Not carried -
EGR valve
Unit
out
257
Carried
out
Last programming of the
EGR valve
stop position
programmed
XXX
XXX
turbocharger
turbocharger
position programmed
XXX
258
position programmed
XXX
XXX
XXX
position programmed
position programmed
air mixer
air mixer
Initial air mixer upper stop This value corresponds to the position of the stop at the
position programmed
XXX
XXX
position programmed
259
XXX
XXX
position programmed
260
D4EA035AP0
Associated message
engine
the turbocharger
Following the test, the tool displays a report on the
efficiency of the pressurisation
Check of the operation of the air circuit assembly Following the test, the tool displays a report
(Turbocharger - Flowmeter - Leak)
At the end of the actuator test, the diagnostic tool displays one of the following reports :
No fault
Open circuit
261
Actuator jammed
Actuator clogged
Test stopped
The actuator has moved correctly but the air has not been pressurised
The engine ECU does not manage to close the air mixer
Associated message
Description
Associated message
pump
vibrate
Miscellaneous tests
Description
Associated message
heating
Electrical test of the additive pump
262
Miscellaneous tests
Electrical test of the exhaust thermal
heating valve (RTE)
At the end of the actuator test, the diagnostic tool displays one of the following reports :
No fault
Open circuit
Actuator jammed
Actuator clogged
263
D4EA02YAP0
1. Configuration
The diagnostic tool is used to configure the following parameters.
Description
Condition
Type of gearbox
class 18
class 15
additional heating
Single-speed fan
Twin speed fan
sensor
Linear pressure switch 206+4 HDI
Other linear pressure switch
Body configuration
all models
ABS/ESP
ESP present
ABS : only
ABS/ESP : absent
264
Water-in-diesel-fuel sensor
Present
absent
Cruise control
Present
absent
Present
absent
2. Downloading
It is possible to download to the engine management ECU ; Using the diagnostic equipment.
D4EA02Y9P0
In the event of replacement, the following components have to be initialised, using the diagnostic tool :
Engine ECU
Diesel injectors
Air mixer
turbocharger
Particle filter
Oxygen sensor
The injector codes have to be indicated to the engine ECU via the diagnostic tool, when replacing
either just one injector or all the injectors.
N.B. : The injector codes may be demanded when replacing the engine ECU.
265
D4EA02F7P0
2. Personalised maintenance
The diagnostic tool enables personalised maintenance; depending on the type of use of the vehicle,
replacement of the particle filter and refilling of the fuel additive can either be requested or carried over
to the next servicing interval.
The diagnostic tool compares these values with the additive consumption stored in memory, the
vehicle mileage and the distance remaining before the next servicing interval.
If the quantity of additive is estimated as sufficient, refilling of additive does not need to be done; the
diagnostic tool indicates : "Account taken of the vehicle history, it is not necessary to top up the level
of additive in the reservoir. Check the level of additive again at the next servicing interval".
If the quantity of additive is estimated as insufficient, refilling of additive is requested; the diagnostic
tool indicates : "Taking account of the vehicle's history, it is necessary to top up the level of additive in
the reservoir".
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266