Pressure pump electric control

Description 1060G

1.9 JTD 8V

COMPONENT DESCRIPTIONS

Injection control unit (EDC-15C Common Rail)

It is fitted to the right side of the engine bay. The control unit is the 'flash EPROM type, i.e. reprogrammable from the outside without intervening on the hardware.

The injection control unit integrates the absolute pressure sensor.

PINS

1 - Earth

2 - Earth

3 - Earth

4 - Actuator supply

5 - Injector/ECU supply

6 - Not connected

7 - Not connected

8 - Not connected

9 - Fast FL CAN line

10 - Fast FL CAN line

11 - Immobilizer

12 - Not connected

13 - Injection relay

14 - Not connected

15 - Throttle solenoid actuator for control on deactivation

16 - E.G.R. actuator

17 - VGT solenoid actuator

18 - Air conditioner relay

19 - Request to switch on fans 2nd speed

20 - Request to switch on fans 1st speed

21 - Injection warning light

22 - Spark plug activation

23 - Fuel filter relay

24 - Fuel pump relay

25 - Not connected

26 - Not connected

27 - Not connected

28 - C-CAN L

29 - C-CAN H

30 - Not connected

31 - Not connected

32 - Not connected

33 - Not connected

34 - Not connected

35 - Not connected

36 - Not connected

37 - Not connected

38 - Not connected

39 - Not connected

40 - Not connected

41- Not connected

42 - Not connected

43, Not connected

44, Not connected

45, Not connected

46, Not connected

47, Not connected

48, K line

49, Not connected

50, Not connected

51, Quadrinary on

52, Trinary on

53, Cruise control

54, Brake switch signal (released)

55, Cruise control

56, Cruise control

57, Cruise control

58, Key sense

59, Brake switch signal (pressed0

60, Request to switch on air conditioner

61, Clutch pedal switch

62, Spark plug fault diagnosis

63, Not connected

64, Not connected

65, Not connected

66, Not connected

67, Not connected

68, Not connected

69, Not connected

70, Not connected

71, Not connected

72, Not connected

73, Not connected

74, Not connected

75, Not connected

76, Accelerator 1 pedal earth

77, Accelerator 1 pedal

78, Accelerator 1 pedal power supply

79, Accelerator 2 pedal earth

80, Accelerator 2 pedal

81, Accelerator 2 pedal power supply

82, Fuel temperature sensor - pin 1

83, Fuel temperature sensor - pin 2

84, Water temperature sensor - pin 1

85, Water temperature sensor - pin 2

86, Air flow meter - pin 1

87, Not connected

88, Air flow meter - pin 3

89, Air flow meter - pin 5

90, Fuel pressure sensor - pin 3

91, Fuel pressure sensor - pin 2

92, Fuel pressure sensor - pin 1

93, Turbocharging pressure sensor - pin 1

94, Turbocharging pressure sensor - pin 3

95, Turbocharging pressure sensor - pin 2

96, Not connected

97, Air flow meter - pin 4

98, Engine oil pressure switch

99, Rpm sensor - pin 1

100, Rpm sensor - pin 2

101, Not connected

102, Timing sensor - pin 1

103, Timing sensor - pin 2

104, Timing sensor - pin 3

105, Swirl position feed back

106, Not connected

107, Not connected

108, Diesel pressure regulator

109, Diesel pressure regulator

110, Not connected

111, Not connected

112, Not connected

113, Not connected

114, Cylinder 4 injector control

115, Not connected

116, Not connected

117, Cylinders 1-2 injectors shared

118, Cylinder 3-4 injector common

119, Cylinder 1 injector control

120, Cylinder 2 injector control

121, Cylinder 3 injector control

RPM SENSOR

Specifications:

It is fitted on the engine block, where it faces the phonic wheel located on the crankshaft.

It is of the inductive type, i.e. it functions by means of the variation in the magnetic field generated by the passage of the teeth of the flywheel (60-2 teeth).

The fuel injection control unit uses the rpm sensor to:

• – determine the rotation speed;
• determine the angle of the crankshaft.

Operation

The passage from full to empty, due to the presence or absence of the tooth, causes a variation in the magnetic flow which is sufficient to generate an induced alternating voltage, resulting from the count of teeth located on a ring (or phonic wheel).

The frequency and range of the voltage sent to the electronic control unit provides it with the angular speed of the crankshaft.

1 - Brass bush

2 - Permanent magnet

3 - Plastic sensor casing

4 - Coil winding

5 - Polar core

6 - Ring gear or flywheel

7 - Coaxial two-wire cable or electrical connection

The distance (gap) for obtaining correct signals, between the end of the sensor and the flywheel, should be between 0.8 and 1.5 mm.

This gap is not adjustable, so if a value outside the tolerance range is measured, check the condition of the sensor and the phonic wheel.

1 - Maximum magnetic flow

2 - Minimum magnetic flow

3 - Induced alternating voltage trend

CAM ANGLE SENSOR

Specifications:

Hall effect; it is mounted on the cylinder head and 'facing' the camshaft pulley.

This pulley comprises a gap which enables the timing sensor to indicate the engine's timing position.

The fuel injection control unit uses the timing sensor's signal to find out the TDC at the end of compression.

Operattion

A semiconducting layer, through which current passes, immersed in a perpendicular magnetic field (force lines perpendicular to the current direction), generates at its ends a difference in potential known as Hall voltage.

If the intensity of the current remains constant, the voltage generated only depends on the intensity of the magnetic field; the intensity of the field simply has to vary periodically to produce a modulated electrical signal, whose frequency is proportional to the speed with which it changes magnetic field. To obtain this change, a metal ring (the inside of the pulley) with a gap passes through the sensor.

As it moves, the metal part of the ring covers the sensor, blocking the magnetic field, resulting in a low output signal; viceversa, level with the gap and so when the magnetic field is present, the sensor generate a high signal.

This signal, together with the rpm and TDC signal, allows the control unit to recognize the cylinders and determine the injection point.

1 - Pulley ring

2 - Magnetic material

EXCESS PRESSURE SENSOR

Specifications:

It is fitted at the centre of the inlet chamber and has the task of notifying the injection control unit about:

• regulating the injection pressure
• regulating the injection duration.

1 - 5 Volt (from ECU)

2 - Earth

3 - Output signal

ENIGINE COOLANT TEMPERATURE SENSOR

Specifications:

It is fitted on the thermostatic cup and measures the temperature of the coolant by means of an NTC thermistor which has a negative resistance coefficient.

One NTC thermistor sends the signal to the injection control unit whilst the other one sends the signal to the temperature gauge and warning light.

The sensor is based on semiconductor technology; so if the sensor temperature increases as the water temperature increases, the resistance decreases.

As the variation in resistance is not linear, for the same temperature increment, it is higher for low temperatures than for high temperatures.

AIR FLOW METER WITH AIR TEMPERATURE SENSOR INTEGRATED

Specifications:

The flow meter is located on the air inlet duct and is of the 'hot film' type.

The intake air temperature sensor is built into the flow meter.

1 - Covers

2 - Electronic card

3 - Sensor

4 - Support plate

5 - Support

6 - O-ring

7 - Temperature sensor

The air flow meter cannot be dismantled.

Operattion

The operating principle is based on a heated diaphragm located in a measuring duct through which the intake air entering the engine flows.

The hot film diaphragm is kept at a constant temperature (about 120° C above the incoming air temperature) by the heating coils.

The air mass passing through the measuring duct tends to draw heat from the diaphragm, so to keep the latter at a constant temperature, some current must flow through the resistor.

This current is measured by a suitable Wheatstone bridge.

The current is therefore proportional to the mass of flowing air.

The flow meter directly measures the air mass (not volume), thus eliminating problems of temperature, altitude, pressure, etc.

Fuel temperature sensor

Specifications

It is built into the fuel heater and measures the temperature of the coolant by means of an NTC thermistor which has a negative resistance coefficient.

The sensor is based on semiconductor technology; so if the sensor temperature increases as the water temperature increases, the resistance decreases.

As the variation in resistance is not linear, for the same temperature increment, it is higher for low temperatures than for high temperatures.

FUEL PRESSURE SENSOR

Specifications:

It is fitted in the centre of the 'rail' fuel distribution manifold and has the task of supplying the injection control unit with a 'feedback' signal to:

• regulate the injection pressure
• regulating injection duration.

ACCELERATOR PEDAL POTENTIOMETER

Construction features

The sensor consists of a casing, secured to the accelerator pedal mount, which contains a shaft, in an axial position, connected to two potentiometers: one main one and one safety one.

There is a coil spring on the shaft which guarantees the correct resistance to the pressure whilst a second spring ensures the return on release.

Operation

The position of the accelerator pedal is transformed into an electrical voltage signal and is sent to the fuel injection control unit by the potentiometer connected to the accelerator pedal.

The accelerator pedal position signal is processed together with the information relating to the rpm, to obtain the fuel injection times and relevant pressure.

1.9 JTD 16V

COMPONENT DESCRIPTION

Injection control unit (EDC-16C8 Common Rail)

It is fitted to the right side of the engine bay. The control unit is the 'flash EPROM type, i.e. reprogrammable from the outside without intervening on the hardware.

The injection control unit integrates the absolute pressure sensor.

PIN-OUT

CONNECTOR A

1, Cylinder 3 injector positive

2, Cylinder 2 injector positive

3, Not connected

4, Fuel pressure regulator positive

5, Not connected

6, Not connected

7, Not connected

8, Fuel pressure sensor negative

9, Not connected

10, Not connected

11, Timing sensor positive

12, Engine rpm sensor negative

13, Supercharging sensor positive

14, Not connected

15, Turbo pressure electro-pneumatic valve negative

16, Cylinder 1 injector positive

17, Cylinder 4 injector positive

18, Not connected

19, Not connected

20, Timing sensor negative

21, Not connected

22, Not connected

23, Intake air temperature and supercharging pressure sensor negative

24, Not connected

25, Not connected

26, Not connected

27, Engine rpm sensor positive

28, Fuel pressure sensor positive

29, Flow meter positive

30, Not connected

31, Cylinder 2 injector negative

32, Not connected

33, Cylinder 4 injector negative

34, Fuel pressure regulator negative

35, Insufficient engine oil pressure sensor signal

36, Not connected

37, Air temperature sensor on flow meter signal

38, Not connected

39, Not connected

40, Supercharging sensor signal

41, Coolant temperature sensor negative

42, Air flow meter signal

43, Fuel pressure sensor signal

44, Flow meter negative

45, Not connected

46, Cylinder 3 injector negative

47, Cylinder 1 injector negative

48, Not connected

49, Not connected

50, Timing sensor signal

51, Not connected

52, Not connected

53, Intake air temperature sensor signal

54, Not connected

55, Not connected

56, Not connected

57, Not connected

58, Coolant temperature sensor signal

59, Cut out throttle solenoid valve actuator negative

60, EGR solenoid valve negative

CONNECTOR B

1, Power supply from main relay

2, Control unit earth

3, Not connected

4, Control unit earth

5, Main relay power supply

6, Control unit earth

7, Not connected

8, Accelerator pedal potentiometer track 2 signal

9, Accelerator pedal potentiometer track 1 signal

10, Fuel temperature signal negative

11, Fuel temperature sensor signal

12, Not connected

13, Not connected

14, Not connected

15, Not connected

16, Not connected

17, Brake pedal switch signal

18, Not connected

19, Not connected

20, Not connected

21, Not connected

22, Not connected

23, Not connected

24, Not connected

25, Line K

26, Not connected

27, Not connected

28, Key ON signal

29, Air conditioning compressor relay

30, Accelerator pedal potentiometer track 1 negative

31, Accelerator pedal potentiometer track 2 signal

32, Not connected

33, Not connected

34, Not connected

35, Not connected

36, Not connected

37, Not connected

38, Cruise Control resume

39, Not connected

40, Not connected

41, Not connected

42, Quadinary signal

43, Not connected

44, Not connected

45, Accelerator pedal potentiometer track 1 positive

46, Accelerator pedal potentiometer track 2 positive

47, Immobilizer line W

48, Engien rpm signal output to robotized gearbox

49, Not connected

50, Not connected

51, Not connected

52, Feedback signal from heater plugs control unit

53, Not connected

54, Request to engage climate control from control button

55, Not connected

56, Cruise Control positive

57, Not connected

58, Not connected

59, Not connected

60, Not connected

61, Low C-CAN from ABS control unit

62, High C-CAN from ABS control unit

63, Not connected

64, Not connected

65, Not connected

66, Not connected

67, Not connected

68, Fuel filter heater relay operation

69, Engine cooling fan 2^nd speed engagement relay

70, Not connected

71, MIL warning light

72, Main relay activation

73, Not connected

74, Water in fuel filter signal

75, Not connected

76, Not connected

77, Cruise control on/off

78, Signal for cruise control speed decrease

79, Clutch switch signal

80, Brake pedal 2nd switch signal (only for versions with cruise control)

81, Quadinary signal

82, Not connected

83, Low C CAN to body computer

84, High C CAN to body computer

85, Not connected

86, Not connected

87, Not connected

88, Not connected

89, Not connected

90, Engine cooling fan 1^st speed engagement relay

91, Fuel pump relay operation

92, Not connected

93, Heater plugs engagement

RPM SENSOR

Specifcations

It is fitted on the cylinder block/crankcase and 'faces' the flywheel on the crankshaft.

It is of the inductive type, i.e. it functions by means of the variation in the magnetic field generated by the passage of the teeth of the flywheel (60-2 teeth).

The fuel injection control unit uses the rpm sensor to:

• determine the rotation speed;
• determine the angle of the crankshaft.

Operation

The passage from full to empty, due to the presence or absence of the tooth, causes a variation in the magnetic flow which is sufficient to generate an induced alternating voltage, resulting from the count of teeth located on a ring (or phonic wheel).

The frequency and range of the voltage sent to the electronic control unit provides it with the angular speed of the crankshaft.

1 - Brass bush

2 - Permanent magnet

3 - Plastic sensor casing

4 - Coil winding

5 - Polar core

6 - Ring gear or flywheel

7 - Coaxial two-wire cable or electrical connection

The distance (gap) for obtaining correct signals, between the end of the sensor and the flywheel, should be between 0.8 and 1.5 mm.

This gap is not adjustable, so if a value outside the tolerance range is measured, check the condition of the sensor and the flywheel.

1 - Maximum magnetic flow

2 - Minimum magnetic flow

3 - Induced alternating voltage trend

CAM ANGLE SENSOR

Specifcations

Hall effect; it is mounted on the cylinder head and 'facing' the camshaft pulley.

This pulley comprises a tooth which enables the timing sensor to indicate the engine's timing position.

The fuel injection control unit uses the timing sensor's signal to find out the TDC at the end of compression.

Operation

A semiconducting layer, through which current passes, immersed in a perpendicular magnetic field (force lines perpendicular to the current direction), generates at its ends a difference in potential known as Hall voltage.

If the intensity of the current remains constant, the voltage generated only depends on the intensity of the magnetic field; the intensity of the field simply has to vary periodically to produce a modulated electrical signal, whose frequency is proportional to the speed with which it changes magnetic field. To obtain this change, a tooth on the inside of the pulley moves close to the sensor.

1 - Earth

2 - Signal

3 - Supply

INTAKE AIR TEMPERATURE AND EXCESS PRESSURE SENSOR

Specifcations

The intake air temperature and excess pressure sensor is a component which is designed to measure the pressure and the temperature of the air inside the inlet manifold.

It is fitted on the intake manifold has the task of notifying the injection control unit to:

• regulate the pressure of the variable geometry turbine in order to ensure optimum engine performance in all operating conditions.
• regulating injection duration.

1 - Earth

2 - Air temperature signal

3 - 5 Volt (from ECU)

4 - Supercharging pressure output signal

ENIGINE COOLANT TEMPERATURE SENSOR

Specifcations

It is fitted on the thermostatic cup and measures the temperature of the coolant by means of an NTC thermistor which has a negative resistance coefficient.

One NTC thermistor sends the signal to the injection control unit whilst the other one sends the signal to the temperature gauge and warning light in the instrument panel.

The sensor is based on semiconductor technology; so if the sensor temperature increases as the water temperature increases, the resistance decreases.

As the variation in resistance is not linear, for the same temperature increment, it is higher for low temperatures than for high temperatures.

AIR FLOW METER WITH AIR TEMPERATURE SENSOR INTEGRATED

Specifcations

The flow meter is located on the air inlet duct and is of the 'hot film' type.

1 - Air temperature sensor output signal

2 - Maintenance current

3 - Negative

4 - 5V supply

5 - Flow meter output signal

The intake air temperature sensor is built into the flow meter.

The air flow meter cannot be dismantled.

Operating

The operating principle is based on a heated diaphragm located in a measuring duct through which the intake air entering the engine flows.

The hot film diaphragm is kept at a constant temperature (about 120° C above the incoming air temperature) by the heating coils.

The air mass passing through the measuring duct tends to draw heat from the diaphragm, so to keep the latter at a constant temperature, some current must flow through the resistor.

This current is measured by a suitable Wheatstone bridge.

The current is therefore proportional to the mass of flowing air.

The flow meter directly measures the air mass (not volume), thus eliminating problems of temperature, altitude, pressure, etc.

Fuel temperature sensor

Specifications

It is built into the fuel heater and measures the temperature of the coolant by means of an NTC thermistor which has a negative resistance coefficient.

The sensor is based on semiconductor technology; so if the sensor temperature increases as the fuel temperature increases, the resistance decreases.

As the variation in resistance is not linear, for the same temperature increment, it is higher for low temperatures than for high temperatures.

FUEL PRESSURE SENSOR

Specifcations

It is fitted at the end of the 'rail' fuel distribution manifold and has the task of supplying the injection control unit with a 'feedback' signal to:

• regulate the injection pressure
• regulating injection duration.

1 - Earth

2 - Output signal

3 - Supply

ACCELERATOR PEDAL POTENTIOMETER

Construction features

The sensor consists of a casing, secured to the accelerator pedal mount, which contains a shaft, in an axial position, connected to two potentiometers: one main one and one safety one.

There is a coil spring on the shaft which guarantees the correct resistance to the pressure whilst a second spring ensures the return on release.

Operation

The position of the accelerator pedal is transformed into an electrical voltage signal and is sent to the fuel injection control unit by the potentiometer connected to the accelerator pedal.

The accelerator pedal position signal is processed together with the information relating to the rpm, to obtain the fuel injection times and relevant pressure.