Fiat Auto

Training
Commercial Denso Common Rail injection – 2.2 JTD

2.2 JTD engine - 100hp

Common Rail

Denso Common Rail Injection System

Date:
November
2006

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Denso Common Rail Injector – 2.2 JTD Commercial

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November
2006

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Training
Commercial
Denso Common Rail Injection - 2.2 JTD

Generalities of the 2.2 JTD Engine

The main features of the 2.2JTD engine are as follows:

. turbocharged diesel engine with fixed geometry turbocharger;
. emission levels in accordance with Euro 4 standards;
. developed power: 100 HP;
. four inline cylinders;
. engine displacement 2198 cc;
. diámetro: 86 mm;
. carrera: 94,6 mm;
. compression ratio: 17.5:1
. double overhead camshaft with 16-valve distribution
. aluminum alloy cylinder head and cylinder head cover;
. distribution with chain control;
. hydraulic rockers and pushers mounted on a single support positioned over the trees of
you carry;
. external water pump
. engine control unit: Visteon;
. Denso injection system at 1600 bars;
. spheroidal cast iron monoblock;
. sheet metal oil pan.

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November
2006

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Denso Common Rail Injection - 2.2 JTD Commercial

The following figure shows the main structure of the engine:

Oil pan
2. Bottom block
3. Block
4. Butt
5. Unique support for the camshafts
Cylinder head

The Denso Common Rail is a high-pressure electronic injection system for fast diesel engines.
direct injection.
The main characteristics are:
availability of high injection pressures (1600 bars);
high-pressure pump directly driven by the intake camshaft;
high-pressure pump with two pumping elements;
solenoid-driven fuel injectors;
precision of the injection control (timing and duration of the injection);
reduction of consumption;
reduction of emissions.
The main functions of the system are basically these:
control of the fuel temperature;
control of the cylinder head temperature;
control of the amount of injected fuel;
idle control;
fuel cut-off in phase with the pedal at rest (cut-off);

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2006

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Denso Common Rail Injection - 2.2 JTD

control of the cylinder crossing at idle;

control against jerks;
control of the fumes in the exhaust when accelerating;
control of exhaust gas recirculation (E.G.R)
control of maximum torque limitation;
control of the limitation of the maximum regime;
control of the preheaters;
control of the air conditioning system operation (where planned);
control of the fuel electric pump;
control of the position of the cylinders;
control of the main and pilot injection advance;
closed-loop control of injection pressure;
control of electrical balance;
boost pressure control;
self-diagnosis
connection to the Fiat CODE central unit (Immobilizer).

FUNCTIONING
Operating logics
The Common Rail system allows for a pre-injection (pilot injection) before T.D.C. with the advantage
to reduce the derivative of the pressure in the explosion chamber, decreasing the noise of the combustion, typical
of direct injection engines.
The control unit regulates the amount of fuel injected, controlling the line pressure and the timing of
injection.
The information that the control unit processes to manage the amount of fuel to inject is:
revolutions;
cylinder head temperature;
boost pressure;
air temperature;
amount of air inhaled;
battery tension;
diesel pressure;
accelerator pedal position.

Self-diagnosis
The central unit's self-diagnosis system checks the signals coming from the sensors by comparing them.
with the permitted limit data.

FAULT INDICATION AT START-UP:

indicator on for 4 seconds indicates test phase; indicator on for 4 seconds indicates test phase;
witness turned off after 4 seconds indicates no faults in the components that could alter the
values provided by anti-pollution regulations;
The indicator light turns on after 4 seconds to indicate a fault.

FAULT INDICATOR DURING OPERATION:

The illuminated indicator shows a malfunction;

The turned-off witness indicates no faults in the components that could alter the values provided by the
anti-pollution regulations.
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RECOVERY
The central unit defines the type of recovery based on the damaged components.
The recovery parameters are managed by the components that are not faulty.
Fuel temperature control
The control unit with a fuel temperature of 90°C, measured by the sensor in the high-pressure pump,
implements engine management strategies that allow the engine to operate at higher pressures
low.
Control of the cylinder head temperature
The control unit, when the cylinder head temperature is high:
reduce the amount of fuel injected (lowers the engine power);
turns on the cooling electric fans;
the coolant liquid temperature warning light is on.
Control of the amount of fuel injected
The central unit according to the signals sent by the sensors and the data from the maps:
activate the pressure regulator;
change the pilot injection time;
change the time of the "main" injection.
Idle control
The central unit processes the signals from the various sensors and regulates the amount of fuel injected:
activate the pressure regulator;
change the injection times of the fuel injectors.
Within certain limits, the regime takes into account the battery tension.
Fuel cut-off in idle pedal phase
The central unit, upon releasing the accelerator pedal, applies the following logics:
cut off the power to the fuel injectors;
partially reactivates the power supply to the fuel injectors before reaching idle;
activate the pressure regulator.
Control cylinder crossing at idle
The control unit, according to the signals received from the sensors, regulates the consistency of the torque at idle:
change the amount of fuel injected in each injector (injection time).
Control against the pulls
The control unit processes the signals received from the various sensors and corrects the amount of fuel to
inject to improve driving, reducing jolts during operation by:
the pressure regulator;
the opening time of the fuel injectors.
Control of the smoke in the exhaust when accelerating
To limit emissions during rapid transients, the control unit, based on the signals received from the
debitmeter and engine revolutions, limits the amount of fuel to inject by:
the pressure regulator;
the injection time of the fuel injectors.
Exhaust gas recirculation control (e.g.r.)
Based on the EURO 4 anti-pollution regulations, the control unit adjusts according to the engine load and the signal.
coming from the potentiometer in the accelerator pedal, limits the amount of fresh air drawn in, performing
a partial aspiration of the exhaust gases through:
the regulation of the opening of the electrical E.G.R. solenoid valve.
Control of maximum torque limitation
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2006

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The control unit, based on the number of revolutions, calculates on predetermined maps:
the limit pair;
the allowable (limit) emissions.
Compare these minimum data and correct them with other parameters.
head temperature;
engine revolutions number;
vehicle speed
and controls the amount of fuel to be injected (pressure regulator - fuel injectors).
Control of the preheaters
The injection control unit is in phase of:
start;
post-startup;
It times the operation of the preheating unit based on the engine temperature.
Control of the air conditioning system operation
The control unit activates the air conditioning compressor.
activating/deactivating it when the corresponding switch is pressed;
temporarily disabling it (for about 6 seconds) in case of strong acceleration or maximum demand
power.
Control of the auxiliary fuel pump
The central unit, whatever the rotation regime:
turn on the auxiliary fuel pump with the key in MAR;
exclude the auxiliary pump's feed if the engine does not start within a few seconds.
Control of the cylinder position
The control unit, at all engine rotations, checks which cylinder is in the explosion phase and
Arrange the injection sequence in the appropriate cylinder.
Control of main and pilot injection advance
The central unit, according to the signals from the various sensors including the built-in absolute pressure sensor...
the control unit determines the optimal injection point according to an internal map not only based on comfort
but also of the EURO 4 emission limits.
Closed loop control of the injection pressure
The central unit, according to the engine load determined by processing the signals from the different sensors,
activate the pressure regulator to achieve optimal line pressure.
Control of electric balance
The control unit adjusts the idle speed according to the battery voltage:
increase the injection time of the fuel injectors;
regulates the line pressure.
Control of fixed geometry turbine vgt
The control unit processes the signal from the sensor according to the engine's operating regime.
overfeeding and determines the amount of fuel to inject:
the pressure regulator;
change the injection time;
regulates the amount of exhaust gases that flow through the turbocharger in order to optimize the
performance under any operating condition.
Control of the electric fans
The control unit, depending on the temperature of the cylinder head and the pressure of the coolant fluid in the system of
air conditioning, controls the operation of the motors at the first or second speed.
Control of the cruise control system (if provided)
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The central unit, depending on the position of the control lever 'cruise control regulator',
directly controls the amount of fuel injected to steer and maintain the memorized speed
of the vehicle.
A dashboard indicator, lit by the control unit, indicates the status of operation or deactivation of the
system.
The cruise control is temporarily deactivated:
stepping on the brake,
pressing the clutch,
With the 'resume' button, it returns to the memorized speed.
The cruise control does not deactivate in case of acceleration (for example, when overtaking) and
Automatically returns to the programmed speed as soon as the accelerator is released.
The ASR function (antispin) takes priority over the speed regulator for safety reasons.

Injection central unit (Visteon)

It is mounted on the right side of the engine compartment. The control unit is of the 'flash e.p.r.o.m.' type, it is
It can be reprogrammed from outside without having to intervene in the hardware.
The injection control unit includes the absolute pressure sensor.
The following figure shows the switchboard.

Connector M010B
A1. Power supply +5V Potentiometer 1 accelerator pedal
A2. Feeding +5V linear sensor
A3. N.C.
A4. Red Can H
B1. Command relay for engine cooling fan (2nd speed)
B2. Compressor drive relay command
B3. N.C.
B4. Red Can L
C1. Central heating control unit
C2. Relay command for engine cooling fan (1st speed)
C3. Water presence sensor signal in the fuel filter
C4. Potentiometer table 1 accelerator pedal
D1. Potentiometer signal 1 accelerator pedal
D2. Potentiometer signal 2 accelerator pedal
D3. Power supply +5V Potentiometer 2 accelerator pedal
D4. Central control unit for motor cooling fan actuators
E1. N.C.
E2. N.C.
E3. Main signal switch on the brake pedal
E4. N.C.
F1. Linear sensor signal
F2. Signal request compressor air conditioning operation
F3. Secondary signal switch at the brake pedal
F4. N.C.
G1. Main relay command mass
G2. Positive battery from main switch
G3. Signal switch on the clutch pedal
G4. N.C.
H1. Regulador velocidad de crucero: Set +
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H2. Cruise control: Set -

H3. Cruise Control: Summary
H4. Cruise control: On
J1. N.C.
J2. Line K
J3. N.C.
J4. Linear sensor mass
K1. N.C.
K2. MIL warning light ignition command on the instrument panel
K3. N.C.
K4. N.C.
L1. Relay command for fuel electric pump
L2. N.C.
L3. Signal diagnosis preheating unit
L4. Table
M1. Weight potentiometer 2 accelerator pedal
M2. N.C.
M3. Inertia switch signal
M4. N.C.
Connector M010A
A1. N.C.
A2. Air intake temperature sensor signal in the intake manifold
A3. Fuel pressure sensor signal (on the rail)
A4. Power supply +5V fuel pressure sensor (on the rail)
B1. Absolute pressure sensor signal in the intake manifold
B2. Crankshaft revolution sensor mass
B3. Crankshaft revolution sensor signal
B4. Sensor rail cable shielding
C1. Fuel pressure sensor (in the rail)
C2. N.C.
C3. Engine temperature sensor signal
C4. Engine temperature sensor table
D1. Oil level sensor signal
D2. N.C.
D3. N.C.
D4. Engine oil pressure sensor signal
E1. N.C.
E2. N.C.
E3. N.C.
E4. Oil level sensor scale
F1. N.C.
F2. N.C.
F3. N.C.
F4. N.C.
G1. Dough
G2. Command + injector cylinder 2 and 3
G3. Command - cylinder 4 injector
G4. Command - injector cylinder 1
H1. Power supply from main relay
H2. Command + injector cylinder 1 and 4
H3. Command - cylinder injector 3
H4. Command - cylinder injector 2
Connector M010C
N.C.
A2. N.C.
A3. N.C.
A4. N.C.
B1. Mass air flow sensor (flowmeter)
B2. Air flow sensor signal (flow meter)
B3. N.C.
B4. Fuel flow control valve (in the high-pressure pump)
C1. N.C.
C2. N.C.
C3. Air intake temperature sensor signal (mass flow meter)
C4. Power supply +12V fuel flow regulator (in the high-pressure pump)
D1. N.C.
D2. Power supply +5V phase sensor
D3. Phase sensor signal
D4. Phase sensor mass
E1. Fuel temperature sensor probe (in the high-pressure pump) and EGR solenoid potentiometer
E2. Connection with alternator
E3. N.C.
E4. Power supply +5V: absolute pressure sensor and intake air temperature in the intake manifold and the EGR actuator
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2006

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1 - Brass metal casing

2 - Permanent magnet
3 - Plastic body of the sensor
4 - Winding
5 - Polar core
6 - Notched crown or phonetic wheel
7 - Two-wire coaxial cable or electrical connection
Phase sensor
Characteristics
The phase sensor is of the 'Hall' effect and is mounted on the cylinder head, pointing towards the intake camshaft.
of which recognizes the position of the second lever starting from the change side.
The injection control unit uses the phase sensor signal to know the T.D.C. at the end of the compression.

Operation

A semiconductor layer carrying current, immersed in a normal magnetic field (lines of

perpendicular forces to the direction of the current produce a potential difference across its terminals
known as 'Hall' tension.
If the current intensity is constant, the produced voltage depends solely on the intensity of the
magnetic field; it is sufficient for the intensity of the magnetic field to vary periodically to achieve
an electrical signal modulated, whose frequency is proportional to the speed at which the field changes
magnetic.
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2006

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To achieve this change, a metal ring (inner part of the pulley) with an opening passes through the
sensor.
As it moves, the metal part of the ring covers the sensor, blocking the magnetic field with the consequent
low output signal; vice versa in correspondence with the opening and in the presence of the magnetic field, the
the sensor produces a high signal.
This signal, along with the revolution signal and T.D.C., allows the control unit to recognize the cylinders and
determine the injection point.

1 - Pulley ring
2 - Magnetic material

Overpressure and intake air temperature sensor

Characteristics

The overpressure and intake air temperature sensor is a component integrated with the function of
medir la presión y la temperatura del aire dentro del colector de admisión.
The sensor is mounted on the intake manifold, the signal sent to the engine control unit allows:
regulate the turbocharger pressure;
protect the engine from possible overheating;
check the operation of the air flow meter.

1 - Overpressure sensor and intake air temperature

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2006

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The following figure shows the pinout of the sensor.

Pinout sensors:
1 - Boost pressure output signal
2 - 5 Volt Power Supply (by the motor control unit)
3 - Air temperature signal
4 - Table

Engine temperature sensor

Characteristics
The engine temperature sensor is mounted on the cylinder head on the transmission side and measures the temperature using a
NTC thermistor with a negative resistance coefficient.

1 - Engine temperature sensor

2 - sensitive element
3 - Butt
The sensor sends an analog voltage signal, proportional to the temperature in the cylinder head, to the control unit.
control motor.
The sensor is built with semiconductor technology, therefore if the temperature of the sensor
It increases as the temperature of the cylinder head rises, resulting in a decrease in the value of resistance.
The change in resistance, not being linear with the same temperature increase, is greater if the
the temperature is low compared to if it is high.
The sensor has two resistors inside, the second one receives power only when the temperature exceeds 62°C.
The following graph shows the variation of the signal as a function of temperature.

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Air flow meter (flow meter) with integrated air temperature sensor

Characteristics
The air flow meter is mounted on the air intake sleeve and is of the 'hot wire' type.

La siguiente figura muestra el medidor de caudal aire.

It is not possible to disassemble the air flow meter.

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2006

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The following table shows the frequency values of the signal as a function of the measured airflow.

Frequency
from the signal
exit Flow of
(Hz) air (kg/h)
9,989 700
9,773 650
9,527 600
9,268 550
8,991 500
8,690 450
8,369 400
8,020 350
7,631 300
7,195 250
6,714 200
6,120 150
5,340 100
5,153 90
4,725 70
4,180 50
3,692 35
3,503 30
2,197 20
1,965 7

The following table shows the signal tolerance as a function of airflow.

Airflow Tolerance
(%) (kg/h)
1 7-18
2 18 - 300
3 300 - 700

The following table shows the resistance values and the output voltage of the temperature sensor in
function of the temperature of the drawn air.

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Resistance
Temperature Voltage nominal
(°C) exit (V) Ohms
-40 4,537 925,021
-30 47,999 496,051
-20 43,675 276,959
-10 41,931 160,313
0 39,404 95,851
10 36,013 58,987
20 31,848 37,340
25 29,556 30,000
30 27,188 24,253
40 22,440 16,113
50 17,995 10,926
60 14,119 7,548
70 10,921 5,335
80 0.8384 3,837
90 0.6422 2,804
100 0.4925 2,080
110 0.3795 1,564
120 0.2942 1,191
The debimeter directly measures the mass of air (not the volume), thereby eliminating the problems of
temperatura, altitud, presión, etc.

Electroinjectors

The fuel injectors are mounted on the cylinder head and are controlled by the injection control unit.
The electro-injector can be divided into two parts:
actuator/sprayer consisting of a pressure rod (1), a pin (2), and a nozzle (3);
control solenoid valve consisting of a coil (4) and a pilot valve (5).
The operation of the electro-injector is divided into three phases.
REST POSITION, the coil (4) is de-excited and the shutter (6) is closed and prevents entry
fuel in the cylinder Fc > Fa, where:
Fc: it is the force caused by the line pressure acting in control zone 7 of rod 1;
Fa: it is the force caused by the line pressure acting in the feed chamber 8.
START INJECTION, the coil (4) is energized and causes the lift of the shutter (6).
The fuel from the control chamber (9) flows to the return ramp (1), causing a drop in the
pressure in the control area (7). At the same time, the line pressure through the feed duct
(12) exerts a force Fa > Fc in the feed chamber (8) causing the lift of the pin (2) with
the subsequent fuel intake into the cylinders.
FIN INJECTION, the coil (4) is de-energized and allows the shutter (6) to close, restoring the
force equilibrium that compels the passer (2) to return to the closed position and, consequently, ends the
injection.

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1 - Pressure rod
2 - Clasp
3 - Pump
4 - Coil
5 - Pilot valve
6 - Ball valve
7 - Control Zone
8 - Feed chamber
9 - Control camera
10 - Fuel return - low pressure
11 - Control duct
12 - Feed duct
13 - Electrical connection
14 - Fuel inlet filter - high pressure
15 - Dock
16 - Sealing gasket
17 - Exhaust duct
18 - Filter

IMA classification
In the testing phase, the injectors are tested by controlling their characteristics under different conditions of
pressure/flow. The injectors that do not meet a certain standard are eliminated; the rest are
classify with a sixteen-digit alphanumeric code, called IMA code, which is engraved with laser
at the top of the electrical connector.
When installed in the vehicle, the control unit must memorize each of the codes, and in case of replacement of
one or several injectors during the assistance interventions, the code must be modified with the equipment
the diagnosis.

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Single fuel ramp tube

The single fuel rail is mounted on the cylinder head, intake side.
With its volume of about 33 cm3, it dampens the pressure fluctuations of the fuel caused by:
the operation of the pressure pump,
the opening of the fuel injectors.
The fuel pressure sensor and the overpressure valve are mounted in the duct.
The hydraulic connections (high pressure) between the pump-rail and the rail-electroinjectors are made
through steel tubes with an internal diameter of 2 mm and an external diameter of 6 mm.

Fuel pressure sensor

2. Rail
3. Pressure relief valve
A. Towards the injectors
B. From the high-pressure pump
C. Towards the deposit

Fuel pressure sensor

The sensor measures the fuel pressure inside the rail and sends an analog signal to the control unit.
control motor; the control unit, in turn, activates the pressure regulator (present in the high pressure pump)
to maintain the pressure in the duct within the values indicated in the maps.
The sensor is of the piezoresistive type with a semiconductor, the internal resistance varies according to the pressure.
applied to a metallic diaphragm.

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Sensor connection:
1 - Power supply voltage (5V)
2 - Sensor signal (V)
3 - Weight sensor

In graph A, the curve of the signal as a function of pressure is shown.

Pressure relief valve

When the pressure inside the duct increases abnormally, the pressure relief valve discharges part
from the fuel (to the tank) until the correct pressure value (200KPa) is restored.
The valve is calibrated to act when the pressure inside the pipe exceeds the value of 200±9 MPa.

Valve body
Valve
3. Valve Guide
4. Dock
A. Side conduit

High pressure pump

The fuel pump of the Common Rail system is called Radialjet because of the effect of
Pumping is done using two elements (pistons) positioned radially with respect to the axis of rotation.
of the pump shaft.
The pump is mounted on the engine, on the transmission side, and is directly driven by the intake camshaft.
with a 1:2 ratio regarding the number of crankshaft revolutions.
The high-pressure pump has a transfer pump inside, of the trochoidal type, that ensures the flow.
correct fuel to the pumping pistons.
The amount of fuel sent to the two pumping pistons is regulated by a pressure regulator.
driven by the engine control unit.

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High-pressure pump
Constitution
The bomb is made up of:
low pressure side: flow regulator, transfer pump, fuel temperature sensor;
high pressure side: shaft with eccentric, cam for driving the pistons, two pumping pistons
placed diametrically opposite to each other with respect to the cam axis.

1 - fuel temperature sensor

2 - fuel inlet tube to the pump
3 - flow regulator
4 - excess fuel return pipe to the tank
5 - fuel sender fitting to the rail

The following figure shows the drive shaft of the pumping elements and the transfer pump.

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1 - axis with eccentric

2 - pumping pistons
3 - transfer pump
4 - piston actuator levers

Functioning
The pump is directly driven by the intake camshaft; the rotation of the shaft with the eccentric
generates the vertical translational movement of the actuator cam of the pistons.

1 - shaft of the pump

2 - eccentricity of the axis
3 - lever for the actuation of the pistons
4 - pumping piston
The electronic control system synchronizes and establishes the duration of the injection in this system; the pump
it solely performs the function of maintaining the constant fuel pressure level contained in the
ramp.

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Features of the Radialjet pump

High pressure pump

Each pumping group is equipped with a suction valve and a ball sending valve.
The two deliveries of the pumping elements meet outside the pump and send the fuel to the rail.
common through a single conduit.
A peculiarity of this pump is that it is lubricated and cooled by the diesel fuel that circulates inside it.
through suitable passageway skylights.
To adjust the shipping flow, a flow regulator is installed at the pump inlet so that the
the pump only compresses the diesel necessary to reach the pressure indicated on the maps of the
central office
The movement of the pistons is determined by the rotation of an eccentric fixed to the shaft of the
bomb.
This eccentric determines the sequential movement of the two pistons by means of the displacement of
a mechanical interface (drive cam of the pistons) located between the eccentric and the piston foot.
The contact between the drive cam of the pistons and the foot of the pistons is ensured by a
dock.
The rotation of the eccentric generates the upward movement of piston A that compresses the fuel.
The spring force pushes piston B which draws in the fuel.

flow regulator
2a. suction valve for piston A
2b. suction valve for piston B
3a. sending valve for piston A
3b. sending valve for piston B
4. eccentricity of the axis
5. actuator lever of the pistons
A. pumping piston
B. pumping piston
Piston A: compression phase completed
Valve 2a: fully closed
Valve 3a: fully open
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Piston B: suction phase completed

Valve 2b: fully open
Valve 3b: fully closed

Piston A: start of the suction phase

Valve 2a: opening begins
3-way valve: completes the closure

Piston B: beginning of the compression phase

Valve 2b: complete the closure
Valve 3b: opening begins

Piston A: suction phase completed

Valve 2a: fully open
3-way valve: fully closed

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Piston B: compression phase completed

Valve 2b: fully closed
Valve 3b: fully open

Piston A: start of the compression phase

Valve 2a: completes the closure
Valve 3a: opening begins
Piston B: start of the suction phase
Valve 2b: opening begins
Valve 3b: complete the closure

Low pressure pump

The low-pressure transfer pump is of the internal gear type and is mounted inside the injection pump.
The low-pressure pump is coupled on the same shaft that transmits the movement to the high-pressure pump.
The rotation of the inner rotor generates the depression that allows for the suction of fuel from the conduit.
aspiration and send it through the exhaust duct.
The pumping action is carried out by the variation in the volume of the chambers delimited by the internal rotor.
and the exterior.

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Flow regulator
The fuel flow regulator is mounted on the low-pressure circuit of the pump. The regulator modulates
the amount of fuel sent to the high-pressure circuit based on the received commands
directly from the engine control unit.
The regulator is essentially made up of the following components:
connector
body
solenoid
preload dock
shutter cylinder.
If the signal is absent, the flow regulator is normally open, therefore with the pump in conditions of
maximum flow.
The engine control unit sends a PWM (Pulse Width Modulation) signal to modulate the variation of
fuel flow in the high-pressure circuit, by the closing or partial opening of the sections of
fuel flow in the low pressure circuit.

1 - solenoid
2 - shutter cylinder
3 - fuel outlet
4 - fuel inlet
5 - electrical connector
6 - preloading dock

When the solenoid (1) does not provide energy, the shutter cylinder (2) is pushed by the preload spring (6) to
its resting position. In this case, the shutter cylinder is in a maximum section position of
fuel passage.

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When the engine control unit activates the flow regulator (via a PWM signal), it occurs
energy to the solenoid (1) which in turn produces the movement of the shutter cylinder (2) partially restricting the flow
of fuel.

If the flow regulator were to malfunction, the MIL light would turn on.

Fuel temperature sensor

The fuel temperature sensor is used to control the pressure in the rail and the injected amount;
uses the characteristics of an electrical resistor that vary with temperature.

Fuel filter

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The fuel filter is mounted in the engine compartment, near the firewall.
The filter consists of a plastic housing that contains a cartridge made of synthetic material with high
performance in terms of efficiency, duration, and water separation.

1 - Fuel inlet
2 - Fuel outlet
3 - Electrical connection presence water sensor
4 - Screw for operating the water purge
5 - Filter body
6 - Filtering cartridge (the O-ring is provided)
7 - Lid joint
8 - Fixing crown of the cap
9 - Lid
10 - Separator
11 - Rubber
12 - Magnetized iron ring
13 - Board
14 - Float
15 - Water presence sensor

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Potentiometer in the accelerator pedal

Constructive characteristics
The sensor consists of a casing fixed to the accelerator pedal, inside of which, in an axial position, there is
locate an axis connected to the two potentiometers: one main and the other for safety, the signal sent by the
The main potentiometer is of PWM type, the safety signal is of analog type.
The axle has a helical spring that ensures the exact resistance to pressure; another spring ensures the
return when releasing the pedal.

Operation
The accelerator pedal position signal is processed together with the corresponding information to the number of
revolutions to obtain the injection times and the respective pressure.
The following figure shows the signal of the main potentiometer visualized by the oscilloscope.

A. Minimum regime condition

B. Condition of maximum regime

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E.G.R. MANAGEMENT

Generalities
With this system, part (5 ÷ 15%) of the exhaust gases is sent to the intake under certain conditions.
operation.
This way, the temperature peak in the combustion chamber is reduced, containing the formation of the
nitrogen oxides (NOx). The engine control unit performs the function of reintroducing into the intake
from the engine part of the exhaust gases taken from the exhaust manifold.

Air intake manifold

2. Exhaust collector
3. Heat exchanger for E.G.R. gas cooling.
3a. Outlet water fitting of the heat exchanger
3b. Water inlet strainer in the heat exchanger
4. E.G.R. solenoid valve

The E.G.R. solenoid valve consists of:

an electric motor powered by direct current and driven by a PWM signal,
a position sensor,
a series of gears to transmit the movement from the engine to the valve shutter,
a shutter.

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Electrical connector
2 - Electromagnetic valve drive motor
3 - Position sensor
4 - Exhaust gas inlet
5 - Exhaust gas outlet
The solenoid valve is normally closed.
The variation of the PWM signal allows the E.G.R. motor to move a shutter, thereby regulating the flow of the
burnt gases from the exhaust manifold to the intake manifold; two results are achieved:
less air is introduced;
lowers the combustion temperature (due to the presence of inert gases), thus reducing, consequently, the
formation of NOx (nitrogen oxides).

The engine control unit is constantly informed about the amount of gases in
recirculation, through the information from the airflow or intake air temperature sensor: in fact if
for a given regime of revolutions, the aspiration of a certain amount of air is planned
(Qam) and the value sent by the flow and aspirated air temperature sensor (Qar) is lower, the difference
(Qgr) is the value of the amount of gases in recirculation.
Qam - Qar = Qgr
Qam - Theoretical amount of air memorized
Qar - Real amount of air
Qgr - Amount of gases in recirculation
The atmospheric pressure signal is used to control the E.G.R. solenoid valve and recognize the condition of
march at altitude, to thus reduce the amount of gases in recirculation and avoid engine fumes

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OIL FILTER AND HEAT EXCHANGER

The oil filter-water oil heat exchanger group is mounted under the intake side block.
The group incorporates the oil pressure sensor.

Oil filter
2. Heat exchanger
2a. Engine cooling liquid inlet (from the pump)
2b. Engine coolant outlet
3. Engine oil pressure sensor

Engine oil level sensor

The engine oil level sensor is located below the block, on the exhaust side.

1 - Oil level sensor

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ELECTRIC FAN

The cooling fan motors, with two speeds, increase the capacity for heat removal.
of the radiator and/or the condenser of the air conditioning system.
They are directly activated by the engine control unit according to a specific operating logic.

1 - Motor power connector

2 - Fan
3 - Fan motor
4 - Air Duct

Management of the radiator cooling fan relay

The Engine Control Unit manages the activation relay of the radiator cooling fan.
based on the signals received from:
the temperature sensor of the engine coolant,
the activation switch of the air conditioner,
the linear sensor.

The following table shows the characteristic data of the fans' motors.
Engine
Motor
200W
300W
ventilated
fan
r of 9
of 7 shovels
pala
Consumption when starting the vehicle in the cooling module 87.6 A 107.4 A
Maximum outdoor consumption 18 A 22 A
Maximum consumption in the refrigeration module 20 A 22 A
Starter pair 3 Nm 3.8 Nm
Rotational speed outdoors 2370 rpm 2623 rpm
Rotation speed in the cooling module 2295 rpm 2623 rpm

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INJECTION SYSTEM
Functional Description
An electronic control system monitors and regulates all the engine parameters, improving performance.
and consumption through a real-time response to different operating conditions.
The Diesel engine is equipped with a UNIJET common rail injection system. In this
Common Rail injection system, with DENSO Radialjet pump, the flow regulator, located before the
high pressure pump, regulates the flow of fuel necessary in the low pressure system. In the pump
a high pressure, the application of a fuel temperature sensor is planned that controls the pressure and
the temperature of the fuel injected into the rail.

This solution, pressurizing only the necessary fuel, improves energy efficiency and limits the
fuel heating in the installation.
Based on the signals received from multiple sensors, the control unit activates the actuators connected to the
same, controlling the systems of:
fuel supply;
air supply;
preheating
accelerator pedal
engine cooling;
recirculation of exhaust gases.

According to the EURO 4 anti-pollution regulations, the control unit adjusts based on the engine load and the signal.
coming from the potentiometer in the accelerator pedal, limits the amount of fresh air drawn in, performing
a partial aspiration of exhaust gases by regulating the opening of the E.G.R. valve.
electric.

The electronic management described above allows this engine to meet the latest standards.
anti-pollution EURO 4 and continuous control with the EOBD system (European On Board Diagnosis); this
system continuously checks the vehicle components related to emissions and reports to
user about the deterioration of components, by turning on the corresponding warning light in the
dashboard.

The electronic management described above allows this engine to comply with the latest standards.
EURO 4 anti-pollution and continuous control with the EOBD (European On Board Diagnosis) system; this
system continuously checks the vehicle components related to emissions and reports to the
user about the deterioration of the components, by turning on the corresponding indicator light in the
dashboard.

The objective of the system is:

keep the efficiency of the system under control;
indicate an increase in emissions due to a vehicle malfunction;
point out the need to replace the damaged components.

The system is also controlled by remote switches located in the distribution panel of the
engine compartment; the power supply lines from the control unit and the system components (sensors
and actuators) are protected by specific fuses from the engine control unit.

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Functional Description of the Electrical Circuit

The engine control unit M010 controls and regulates the entire ignition and electronic injection system.
The power supply under lock (15/54) is sent via the line protected by fuse F16 of the control unit.
Derivation of the B001 motor to pin G2 of connector B.
The main injection relay T09 of the control unit B001 controls the entire system: its coil receives the
direct battery supply through the line protected by fuse F18 of the distribution control unit
of the motor.
This relay is activated by a command signal (ground) from pin G1 of connector B.
motor control unit M010 and, consequently, sends the power supply:
to pin H2 of connector C of the same control unit through the line protected by fuse F17 of B001;
to pin H1 of connector A of the same control unit through the line protected by fuse F22 of B001;
to pin 6 of the M015 preheating control unit, through the line protected by fuse F11 of
B001.
In addition, the preheating control unit receives a direct power supply from the battery through pin 11.
from the line protected by fuse F02 of the engine distribution unit B001.
The fuel pump relay T10 of the central unit B001 provides direct power to the
battery to the fuel pump N040 - pin 1 - along the line protected by fuse F21
the motor derivation central unit B001.
Your coil is excited by pin L1 of connector B of the M010 engine control unit; via pin 11
From the connector C of the engine control unit B001, the coil of the relay T10 receives a ground reference.
coming from the NC contact of the inertia switch I050 (pin 3).
In case of collision, the inertia switch opens and no longer provides the mass reference to the coil of the
T10 switch and, therefore, stops the activity of the N040 fuel electric pump.
The inertia switch I050 sends the signal to pin M3 of connector B of the M010 engine control unit
contact mass NA in case of inertia switch activation.
The pin L4 of connector B, G1 of connector A, and H1 of connector C of the motor control unit M010 are
connect to the previous left mass C010; the preheating control unit is connected to the same mass
M015 (pin 7).
This control unit connects via pins 1, 2, 3, and 4 to the preheaters A040 A, B, C, and D, and through the
pins 9 and 10 to pin L3 (preheating time feedback / anomaly detection) and C1 (signal of
preheating) of connector B of the engine control unit M010.
The engine ECU M010 receives signals from various sensors, keeping all under control.
operating parameters of the engine.
The K046 revolution sensor provides information about the engine speed through some
signals in frequency exchanged with pins B2 (negative) and 27 (signal) of connector A of M010.
The phase sensor K047 receives power from pin D2 of connector C of M010. It receives a ground of
reference of pin D4 of connector C of the control unit M010 and sends a signal in frequency that corresponds
to the pin D3 of the same connector.
The cooling liquid temperature sensor K036 receives a reference mass from pin C4 of the
connector A of the control unit M010 and sends a signal proportional to the temperature of the engine liquid to the pin
C3 of connector A of the same control unit.
The M010 control unit receives the signal from the K030 low oil pressure sensor at pin D4 of connector A.
On pin D1 of connector A, the control unit M010 receives the signal from the engine oil level sensor.
K032, which, with pin E4 of connector A, provides a reference ground.
The air flow meter (flow meter) K041 receives powered under key (INT) through the protected line.
through the F35 fuse of the distribution unit under the dashboard B002; it receives a reference ground from the
pin B1 of connector C of the engine control unit M010 and sends a signal proportional to the air flow
to pin B2 of connector C of the same control unit. Inside K041 there is also a temperature sensor
air that sends a temperature signal to pin C3 of connector C of the engine control unit M010.
The K055 accelerator pedal is equipped with two integrated potentiometers: one main and the other for safety.
The first receives the power supply and the mass respectively from pins A1 and C4 of connector B and sends the
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signal corresponding to pin D1 of the same connector of the M010. The second receives power and ground
respectively from pins D3 and M1 of connector A of the M010 and sends the signal to pin D2 of the same connector.
The air pressure/temperature sensor K044, housed in the intake manifold, receives power and
a mass reference respectively for pins E4 and F1 of connector C of the engine control unit
M010, and sends the absolute pressure and temperature signals to pin B1 and A2 of connector A.
The K083 fuel pressure sensor (mounted on the Rail) connects to pin C1 (ground), A4
(feeding) and A3 (signal) from connector A of the engine control unit M010. The connection cables
they are conveniently shielded (pin B4 of connector A).
The EGR solenoid valve L030 controls the recirculation of exhaust gases; the potentiometer contained in
It receives a power supply and a reference mass from the E4 and E1 pins of connector C of the control unit.
motor control M010.
The position signal is provided by the EGR solenoid valve L030 to pin F3 of connector C.
engine control unit M010, while the unit provides the command to the solenoid actuator with
the pins G3 (negative) and G4 (positive), also from connector C.
The fuel temperature sensor K081, mounted on the high-pressure pump, receives a reference from
pin E1 of connector C of the engine control unit M010, and sends the respective signal to pin F2
of the same connector.
The fuel flow regulator N193 correctly regulates the fuel flow rate for the
pumping pistons. The two control signals come from pin C4 (power) and B4 (signal of
command) of connector C of the engine control unit M010.
The water presence sensor in the diesel filter K031 receives power 'under lock' (INT) through the
line protected by the fuse F35 of the B002 branching control unit; this is connected, with pin 2, to the ground
anterior left C010 and send, with pin 1 to pin C3 of connector B of the engine control unit M010,
the signal corresponding to the presence of water in the diesel filter.
The engine control unit M010 controls the opening of each injector N070 through the signals
corresponding sent by the pins G4-H2 (cyl. 1), G2-H4 (cyl. 2), G2-H3 (cyl. 3) and G3-H2 (cyl. 4) of
connector A.
On pin E3 of connector B, the M010 control unit receives the NA signal from the switch on the brake pedal.
I030, powered 'under lock' (INT) through the line protected by fuse F37 of the central unit
derivation B002.
On pin F3 of connector B, the M010 control unit receives the NC signal from the switch on the brake pedal.
I030, also powered "under lock" (INT) through the line protected by the fuse F42 of the control unit.
derivation B002.
On pin G3 of connector B, the M010 control unit receives the ground signal from the switch on the pedal of the
clutch I031.

The M010 central unit connects via the CAN network - pin B4 and A4 of connector B - to the Body Computer M001 -
pins 48 and 49 of connector A - and to the other nodes of the network; through this connection, it sends information to
direct the indicators and the lights of the instrument panel E050, specifically to direct:

the gauge and the water temperature indicator of the engine;

the revolution counter;
the oil pressure low warning light;
the preheating indicator
the presence water indicator in the diesel filter;
the "generic fault" warning light, triggered by the engine oil pressure sensor fault or by the
operation of the inertia switch

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Injection Electrical Circuit

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Injection Electrical Circuit (cont)

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Component Codes

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