OPERATION STAGES : HDI DIRECT INJECTION SYSTEM

FOR 1C2X AND B0F7C AND DVY01 AND SINCE O 8001 OR

FOR 1CN6 AND B0F2X AND DVY01 AND SINCE O 8211 TO O 8687 OR

FOR 1CN7 AND B0F2X AND DVY01 AND SINCE O 8688 OR

FOR 1CX4 AND B0F2X AND DVY01 AND SINCE O 8688 OR

FOR 1CX4 AND B0F2X AND DVY01 AND SINCE O 8688 OR

FOR 1C6N AND B0F2X AND DVY01 AND SINCE O 8365 OR

FOR 1CU6 AND B0F7C AND DVY01 AND SINCE O 8276 OR

FOR 2CM4 AND B0F2X AND DVY01 AND SINCE O 8358 OR

FOR 2CU6 AND B0F7C AND DVY01 AND SINCE O 8421 OR

FOR 2CU6 AND B0F7U AND DVY01 AND SINCE O 8421


1 - Preamble

1.1 - General principal.

The diesel injectors inject the amount of fuel required for the engine to operate.

Principle of HDI direct injection :
  • When the engine speed is low (i.e. when idling), the opening time of the diesel injectors may be long.
  • The injection pressure may be low.
    When the power requirements of the engine are greater (i.e. at regulation engine speed) :
  • The time available to open the diesel injectors is less.
  • The fuel injection pressure must be much higher.
    The design of the HDI direct injection system means that the following 3 parameters can be modified :
  • Injection pressure (by taking fuel at high pressure from the injection rail).
  • Flow of injected fuel (by adjusting the diesel injector opening time).
  • Injection start.

    NOTE : HDI injection is defined as the combination of the above 3 parameters.

    1.2 - Cartography.

    The injection operating point is chosen as a function of the 3 following parameters (basic cartographic map) :
  • Fuel pressure.
  • Flow of injected fuel.
  • Engine speed.
    Fig : B1HP11QC

    Fig : B1HP11QC

    X:fuel high pressure.

    Y:engine speed.

    Z:flow of injected fuel.

    The injection ECU stores the following cartographic maps in its memory :
  • Accelerator pedal cartographic map.
  • Full load curve.
  • Boost pressure cartographic map.
  • Exhaust gas recycling cartographic map.
  • Smoke limitation cartographic map.
  • Fuel high pressure cartographic map.

    2 - Injection synopsis

    Fig : B1HP11RP

    Fig : B1HP11RP

    Marked Description
    A Calculation of the amount of fuel to inject
    B Check the fuel high pressure
    C Check the HDI direct injection
    D Check the exhaust gas recycling (EGR)
    E Check the boost pressure
    F Check engine starting
    1 Foot throttle pedal
    2 Accelerator pedal cartographic map
    3 Adjustment of idling speed
    4 Maximum acceleration cartographic map
    5 Full load curve
    6 Choice of minimum flow
    7 Anti-hesitation regulation
    8 Starting regulation
    9 Operating regularity regulation
    10 Fuel high pressure cartographic map
    13 High pressure fuel regulation
    14 Control of the diesel injectors ((1-3-4-2))
    15 Fuel high pressure common injection rail
    16 Fuel high pressure regulator
    17 Motor
    18 High pressure fuel pump
    19 Fuel high pressure regulator
    20 Motor speed sensor
    21 Boost pressure waste gate
    22 Boost pressure regulation electrovalve
    23 Exhaust gas recycling valve (EGR)
    24 Recycling regulation electrovalve (EGR)
    25 Air flowmeter
    26 Regulation of the exhaust gas recycling (EGR)
    27 Boost pressure regulation
    28 Inlet manifold pressure sensor
    29 Smoke limitation cartographic map
    30 Exhaust gas recycling cartographic map
    31 Boost pressure cartographic map

    3 - Role of the main cartographic maps

    3.1 - Accelerator pedal cartographic map.

    Role of the accelerator pedal cartographic map (by filtering the driver's order) :
  • To avoid large variations in fuel flow (driving condition).
  • To obtain good progressiveness (driving condition).

    NOTE : The cartographic map is used for calculating the amount of fuel to be injected.

    3.2 - Full load curve.

    The fuel load curve limits the amount of fuel to be injected.

    The full load curve means that the amount of fuel allowable by the engine is not exceeded (mechanical limits, amount of air absorbed by the engine).

    3.3 - Boost pressure cartographic map.

    Vehicle application:vehicles fitted with a controlled turbocharger.

    This cartographic map is used to work out the air turbocharging from the amount of fuel to inject.

    3.4 - Exhaust gas recycling cartographic map.

    This cartographic map is used to work out the exact exhaust gas recycling rate.

    The exhaust gas recycling rate is essentially obtained from the following parameters :
  • Amount of fuel to inject.
  • Atmospheric pressure.
  • Amount of air entering the engine (calculation).

    3.5 - Smoke limitation cartographic map.

    This cartographic map is used to limit smoke emissions and is used during transitory speeds (i.e. when changing gear).

    Example :
  • The driver requests a change of engine speed.
  • There is no longer a balance between the amount of fuel and amount of air.

    The cartographic map controls the change in fuel flow with respect to engine speed so as to remain within good smoke emission limits.

    3.6 - Fuel high pressure cartographic map.

    This cartographic map is used to work out the value of the fuel high pressure as a function of the amount of fuel to inject.

    This cartographic map takes into account the engine speed and the calculated amount of fuel to inject.

    4 - General operation

    The amount of fuel to inject is calculated from the following parameters :
  • Position of the accelerator pedal.
  • Engine operating point (engine speed, temperatures, pressures).
    As a function of the amount of fuel to inject, the injection ECU works out the following parameters :
  • Fuel high pressure required in the injection rail.
  • Injection start.
  • Injection time.

    The injection ECU uses specific strategies when starting and stopping the engine.

    5 - Working out the amount of fuel to inject

    5.1 - General.

    The amount of fuel to inject is worked out using the driver's order as given by the position of the accelerator pedal.

    To work out the amount of fuel to inject, the injection ECU takes account of the following :
  • Request of driver (after filtering).
  • Smoke limitation cartographic map.
  • Full load curve (maximum richness cartographic map).
  • Idle cartographic map.

    Each cartographic map works out an amount of fuel to inject.

    The amount of fuel to inject is chosen in accordance with a preset priority level.


    NOTE : If the engine is idling, the value provided by the idle cartographic map is taken into account.
    The amount of fuel to inject never exceeds the value given by the following cartographic maps :
  • Full load curve.
  • Smoke limitation cartographic map.
    The amount of fuel worked out is the total amount of fuel injected during the following phases :
  • Pre-injection.
  • Main injection.

    NOTE : During the cranking phase, the position of the accelerator pedal is ignored.

    5.2 - Specific corrections.

    5.2.1 - Idle speed regulation.

    Role of the idle regulation function :
  • To regulate the idle speed.
  • To obtain an accelerated idle speed which decreases as the engine heats up.
  • To improve idle speed when the vehicle is moving.

    5.2.2 - Injection cut-off.

    Injection is cut off in the no load position if the calculated amount of fuel to inject is equal to 0 (vehicle decelerating).

    Power take up speed 2200 rpm.

    Injection is cut off at overspeed when the engine speed reaches 5300 rpm.


    NOTE : When the injection pressure is too high, the injection ECU controls the high pressure fuel regulator with a minimum OCR.

    OCR : Open Cycle Ratio.

    5.2.3 - Anti-hesitation regulation.

    The aim of this function is to refine the initial filtering using the accelerator pedal cartographic map.

    When accelerating or decelerating, fuel flow variations are progressively modified.

    6 - High pressure fuel regulation

    6.1 - General.

    Fig : B1HP11SC

    Fig : B1HP11SC

    (15) fuel high pressure common injection rail.

    (18) high pressure fuel pump.

    (32) injection ECU.

    (33) fuel high pressure sensor.

    Operation stages :
  • The injection ECU controls the pressure regulator with an OCR voltage from the theoretical value of pressure (high pressure fuel cartographic map).
  • The high pressure fuel sensor measures the pressure in the fuel high pressure common injection rail.
  • The injection ECU corrects the OCR applied to the pressure regulator in order to obtain a theoretical pressure equal to the pressure measured in the common injection rail.

    NOTE : The injection ECU records a "HIGH PRESSURE REGULATION" fault if it does not manage to obtain the desired pressure in the injection rail.

    6.2 - Operation of the 3rd piston deactivator of the high pressure fuel pump.

    Fig : B1HP11TD

    Fig : B1HP11TD

    Operation stages :
  • A:Using 3 pistons.
  • B:Use of 2 or 3 pistons (hysteresis).
  • C:Using 2 pistons.
  • N:Engine speed (rpm).
  • Q:Flow of injected fuel (litres).
    The pump operates on 3 pistons :
  • At idle speed.
  • From 2/3 of full load up to full load.
    The pump operates on 2 pistons :
  • Outside idle speed.
  • Below 2/3 of engine full load.

    NOTE : If the fuel temperature exceeds 106 C, the high pressure fuel pump only operates on 2 pistons (3rd piston deactivator energised).

    7 - HDI direct injection

    The injection ECU acts independently on each injector to trigger each injection.

    Order in which the injectors are supplied : 1-3-4-2.

    The fuel can be injected in the following cases :
  • Pre-injection (reduction in operating noise).
  • Main injection.
  • If necessary:Post-injection (reduction of pollutants).

    7.1 - Working out the injection time.

    The injection time is worked out from the following parameters :
  • Amount of fuel to inject.
  • Pressure available in the fuel high pressure common injection rail.
  • Engine speed.
    For one engine cycle, the injection time can be divided into 2 phases :
  • Pre-injection.
  • Main injection.

    7.2 - Working out the start of injection (advance).

    The start of the preinjection command is calculated as a function of the amount of fuel to inject.

    The injection advance is corrected when the coolant temperature is low.

    8 - Working out the injection type

    8.1 - Pre-injection.

    The start of preinjection is triggered before the main injection.

    The injection ECU decides on a preinjection if the engine speed is less than 3200 rpm (reduction in operating noise).

    Preinjection is discontinued in the following cases :
  • Engine speed greater than 3200 rpm.
  • High pressure insufficient.
  • Degassing the high pressure common injection rail (starting phase).
  • When the fuel flow is less than a minimum level.

    NOTE : The pre-injection time is limited as a function of the high pressure available in the high pressure common injection rail.

    8.2 - Main injection.

    The start and duration of injection vary essentially depending on whether there is preinjection or not.

    Main injection is discontinued in the following cases :
  • Insufficient pressure in the fuel high pressure common injection rail (pressure less than 120 bar).
  • Maximum engine speed reached.

    8.3 - Post-injection.

    Post-injection combined with a nitrogen oxide catalytic converter can reduce the quantity of nitrogen oxide as well as other pollutants.

    Postinjection is characterised by the following parameters :
  • The start of injection, depending on engine speed.
  • The injection time, depending on engine speed, atmospheric pressure, air temperature and coolant temperature.
    Postinjection is discontinued in the following cases :
  • Catalytic converter temperature outside precise limits.
  • High pressure insufficient.
  • Faulty air flowmeter.
  • Faulty EGR electrovalve.
  • Faulty boost pressure regulation electrovalve.
  • Faulty inlet manifold pressure sensor.

    8.4 - Engine operating regularity.

    Vibrations are caused when the engine is idling.

    The injection ECU works out how smoothly the engine is operating from the following parameters :
  • Engine speed.
  • Crankshaft position.
    Role of the injection ECU according to the data received :
  • To analyse the differences in instantaneous rotating speed for each cylinder.
  • To calculate a personalised correction of the fuel flow for each diesel injector, from the rotational speeds measured.

    NOTE : Flow correction is expressed as an amount of fuel:X mg of fuel / injection (- 5 to + 5 mg/injection).

    9 - Boost pressure regulation

    The boost pressure is calculated from the following parameters :
  • Engine speed.
  • Amount of fuel to inject.

    The limits of the turbocharging valve vary and depend on the load conditions.

    The maximum turbocharging value is 950 mbar between 2500 and 3500 rpm.

    The boost pressure can be regulated or controlled in an open loop.


    NOTE : When starting the engine, the boost pressure is not regulated.
    Advantages of a regulated boost pressure :
  • Improvement of driving performance.
  • Better performance/consumption compromise.

    10 - Exhaust gas recycling regulation

    Fig : B1HP11UC

    Fig : B1HP11UC

    (20) engine speed sensor.

    (23) exhaust gas recycling valve (EGR).

    (24) recycling regulation electrovalve (EGR).

    (25) air flowmeter.

    (32) injection ECU.

    Exhaust gas recycling is progressive and is controlled by mapping.

    Role of the injection ECU according to the data received (exhaust gas recycling rate worked out from the cartographic map) :
  • To control the exhaust gas recycling electrovalve with an OCR voltage.
  • To calculate the exhaust gas recycling rate.
  • To correct the OCR applied to the exhaust gas recycling electrovalve so as to obtain a theoretical recycling rate equal to the measured rate.

    NOTE : Exhaust gas recycling rate=difference between the measurement from the air flow meter and the calculation of the amount of air entering the engine (as a function of engine speed and air temperature).
    Conditions enabling exhaust gas recycling :
  • Engine speed greater than 780 rpm.
  • Low engine load.
  • Coolant temperature above 60C.
    Conditions for preventing exhaust gas recycling :
  • Full load engine.
  • Engine speed greater than 2700 rpm.
  • Altitude exceeding 1500 m.

    11 - Starting the engine

    11.1 - General.

    The starting phase is entered as soon as the injection ECU is energised.

    When starting, the injection ECU controls the following elements :
  • Booster pump (low pressure) (cuts out after 3 seconds, if the starter motor does not crank).
  • Preheater plugs (if necessary).
  • Fuel high pressure regulator (rise in pressure).

    As soon as the starter motor is operated, the injection ECU sets the value of fuel high pressure from the coolant temperature.

    At the beginning of starting, the high pressure regulator is controlled by the OCR worked out by the starting cartographic map.

    In this operating phase, the high pressure fuel sensor is ignored.

    The fuel high pressure is regulated by one of the parameters below :
  • Engine speed greater than 20 rpm with at least 4 revolutions completed.
  • Pressure in the high pressure fuel common injection rail greater than 150 bar.

    The starting phase is finished when the engine speed exceeds a value.


    NOTE : The injection ECU only operates the injectors when the pressure exceeds 120 bar.

    At low engine load, the reference pressure is set at 400 bar.

    In the event of starting problems, the injection ECU forces a rise in pressure by sending a maximum OCR command of 40% to 80% (high pressure fuel regulator).

    In the event of a faulty high pressure fuel sensor :
  • The injection ECU supplies the high pressure fuel regulator so as to obtain a pressure of 400 bar (high pressure regulator control OCR at 21%).
  • The pressure in the fuel high pressure common injection rail is no longer regulated.

    11.2 - Degassing the fuel high pressure common injection rail.

    On a new engine, or after opening the high pressure fuel circuit, the common injection rail should be degassed.

    After operating the starter motor for 10 seconds, the injection ECU controls the diesel injectors so as to bleed any air from the circuit.


    WARNING : If the minimum pressure of 120 bar is not reached, injection is forbidden and the engine will not start.

    12 - Stopping the engine

    When switching off the ignition, the injection ECU stops the engine by controlling the following elements :
  • Regulator control voltage=0=Minimum OCR.
  • Supply to the booster pump cut.
  • Stops by cutting the control of the diesel injectors.
  • Control stages of the diesel injectors cut (in the injection ECU).

    NOTE : The cut-off orders are performed in a different order every time the engine is stopped to allow the injection ECU to perform a diagnostic.

    After stopping the engine, the double relay remains energised for 4 seconds to allow the injection ECU to perform a diagnostic on the components of the injection system.

    13 - Engine operation protection

    13.1 - Overspeed protection.

    The injection ECU permanently monitors the engine speed.

    As soon as the engine speed exceeds the maximum value (5300 rpm), injection is cut.


    NOTE : During an injection cut-off phase, the injection ECU regulates the fuel high pressure.

    13.2 - Anti-boil function.

    In addition to an optimised cooling circuit, the injection ECU incorporates a coolant anti-boil strategy.

    When driving in severe conditions, the amount of fuel injected is limited to prevent the coolant from boiling (towing at GTW, maximum speed).

    The effect on the vehicle results in a reduction in speed when towing and at maximum speed.


    NOTE : Gross train weight (GTW).

    14 - Pre-post heating

    The pre-heating and post-heating times are determined by the ECU in accordance with the engine's cooling liquid's temperature.

    14.1 - Preheating operation.

    The preheating time varies depending on engine temperature.

    Engine coolant temperature Pre-heating duration  
    - 30 C 16 seconds  
    - 10 C 5 seconds  
    0 C 0,5 seconds  
    10 C 0,25 seconds  
    18 C 0 seconds  
    40 C 0 seconds  

    14.2 - Heating the plugs when starting.

    During the starting phase, the plugs are supplied in the following cases :
  • Engine coolant temperature lower than 20C.
  • Engine running at more than 70 rpm for 0,2 seconds.

    NOTE : After the warning lamp goes out, if the starter motor is not operated, the preheater plugs will remain supplied for a maximum of 10 seconds.

    14.3 - Postheating operation.

    Post-heating allows the operation of the heater plugs to be prolonged following the starting phase.

    Postheating is used to reduce pollutant emissions during the first few minutes after starting.

    Engine coolant temperature Post-heating duration
    - 30 C 3 minutes
    - 10 C 3 minutes
    0 C 1 minute
    10 C 1 minute
    18 C 30 seconds
    40 C 0 seconds
    Parameters which can interrupt the postheating :
  • Engine coolant temperature lower than 20C.
  • Injected fuel flow exceeding 35 mm3.
  • Engine speed greater than 2000 rpm.

    15 - Additional heating

    Application:depending on vehicle and marketing country.

    Given the high efficiency of the engine, the temperature in the passenger compartment must be helped to rise during cold weather.

    The passenger compartment temperature rise assistance is controlled by the injection ECU.

    2 devices are used depending on the country in which the vehicle is marketed :
  • An additional heater supplied with fuel is located in the front left hand wheel arch (vehicles for extremely cold countries).
  • Several additional heating elements (electrical resistors) located in the coolant system of the heater matrix.

    15.1 - Synopsis.

    Fig : B1HP11VC

    Fig : B1HP11VC

    (32) injection ECU.

    (34) heating elements (electrical).

    (35) additional heating.

    The additional heating elements are located in series in the heat exchanger coolant circuit.

    The injection ECU allows these additional heating systems to operate depending on the following parameters :
  • Engine coolant temperature.
  • External air temperature.

    15.2 - Presentation of the additional heating systems.

    15.2.1 - Heating elements (electrical).

    There are 2 assembly possibilities (according to vehicle) :
  • Assembly with 2 relays-2 groups of heating elements.
  • Assembly with 3 relays-3 groups of heating elements.
    Fig : D3AP018C

    Fig : D3AP018C

    Assembly with 2 relays-2 groups of heating elements.

    (32) injection ECU.

    (34) heating elements (electrical).

    The heating elements each provide a power of 200 watts.

    This assembly is used to obtain two 400 or 800 Watt heating powers.

    Fig : D3AP019C

    Fig : D3AP019C

    Assembly with 3 relays-3 groups of heating elements.

    (32) injection ECU.

    (34) heating elements (electrical).

    The heating elements each provide a power of 300 watts.

    This assembly is used to obtain two 300 or 900 Watt heating powers.

    15.2.2 - Additional heating.

    Fig : D3AP01AC

    Fig : D3AP01AC

    (32) injection ECU.

    (35) additional heating unit.

    The wiring only allows one heating power to be obtained.

    An integrated ECU is in charge of operating the additional heater.

    15.3 - Control of the passenger compartment heating systems.

    The additional heater is operated in the following cases :
  • Passenger compartment temperature insufficient (specific curve).
  • When the engine operating conditions so allow.

    15.3.1 - Working out the additional heating requirements.

    Fig : C5HP12SD

    Fig : C5HP12SD

    Ta=external air temperature.

    Te=engine coolant temperature.

    D:example 1.

    E:example 2.

    (36) reheating authorisation zone.

    The injection ECU works out the heating requirement in the passenger compartment when starting as a function of the curve.

    Example 1 :
  • Engine coolant temperature=40 C.
  • The ambient temperature=- 10 C.
  • The temperature conditions are in the additional heating operating zone.
    Example 2 :
  • Engine coolant temperature=60 C.
  • The ambient temperature=10 C.
  • The temperature conditions are outside the operating zone:There is no additional heating.

    15.3.2 - Operation.

    The injection ECU works out the heating requirement in the passenger compartment when starting as a function of the curve.

    The injection ECU operates the additional heater in the following conditions :
  • Engine operating for 60 seconds.
  • Engine speed greater than 700 rpm.
  • Battery voltage greater than 12 volts (positive electrical balance).
  • Coolant temperature above - 40C.

    Initially, the injection ECU controls the first reheating stage and then the second stage after a 20 second timer.

    The additional heating is switched off when the temperature conditions so allow (curve).

    16 - Air conditioning compressor cut-out

    The refrigeration is cut off by the injection ECU.

    The injection ECU is connected to the following components :
  • A pressure switch stage located in the air conditioning circuit.
  • Engine coolant temperature sensor.

    16.1 - Synopsis.

    Fig : B1HP11WC

    Fig : B1HP11WC

    (32) injection ECU.

    (37) air conditioning pressostat (26 bar control stage).

    (38) engine coolant temperature sensor.

    (39) refrigeration compressor cut-off relay.

    (40) refrigeration compressor.

    16.2 - Operation.

    The ECU can cut off the supply of the electromagnetic clutch from the cooling compressor in the following cases :
  • Engine speed less than 750 rpm.
  • Coolant temperature greater than 115C.
  • Pressure in the air conditioning circuit greater than 26 bar.

    17 - Engine immobiliser function

    The injection ECU prevents the engine from starting by preventing injection.

    Operating principle of the device:refer to the relevant documentation.

    17.1 - Unlocking the system.

    Every time the ignition is switched on, the authenticity of the keys is checked by one of the following systems (according to model) :
  • Body computer (CPH).
  • Transponder module.

    17.2 - Locked with ignition off.

    The injection ECU is automatically locked in the following cases :
  • After the ignition has been switched off, 10 seconds after the driver's door is opened.
  • A maximum of 10 minutes after the ignition is switched off.
    Operation stages :
  • The engine immobiliser system wakes up the injection ECU via channel 66 of the connector.
  • Wake-up signal detected by the injection ECU.
  • The injection ECU controls the supply to the first stage of the double injection relay.
  • The injection ECU can talk with the CPH.
  • The CPH sends the locking order.
  • The injection ECU locks itself and cuts the supply to the double relay (1st stage).

    17.3 - Procedure for replacing parts.

    See chapter:repairs.

    18 - Displaying faults-Back-up operating modes

    18.1 - Displaying faults.

    The appearance of certain faults in the injection system leads to the engine management lamp illuminating.

    The engine management lamp illuminates if there is a fault on the following items or information :
  • Voltage of capacitor N1 (diesel injector control stage in the injection ECU).
  • Voltage of capacitor N2 (diesel injector control stage in the injection ECU).
  • Fuel high pressure sensor.
  • Pressure monitoring loop in the common injection rail.
  • Accelerator pedal sensor (stage N 1).
  • Accelerator pedal sensor (stage N 2).
  • Boost pressure sensor.
  • Air flowmeter.
  • Supply sensor N1.
  • Supply sensor N2.
  • Exhaust gas recycling function (regulation).
  • Boost pressure regulation electrovalve.
  • Fuel high pressure regulator.
  • Diesel injector fault (1 to 4).

    18.2 - Back-up operating modes.

    The injection system manages the following back-up modes :
  • An operating mode with a reduced fuel flow.
  • The other mode leads to the engine being stopped immediately.

    18.2.1 - Reduced fuel flow.

    This back-up operating mode limits fuel flow, and the engine speed cannot under any circumstances exceed 3200 rpm.

    The injection system switches to "reduced flow" mode when a fault is present on one of the following components :
  • Fuel high pressure sensor.
  • Pressure monitoring loop in the common injection rail.
  • Accelerator pedal sensor (stage N 1).
  • Accelerator pedal sensor (stage N 2).
  • Inlet manifold pressure sensor.
  • Air flowmeter.
  • Vehicle speed sensor.
  • Exhaust gas recycling function (regulation).
  • Recycling regulation electrovalve (EGR).
  • Fuel high pressure regulator.

    18.2.2 - Cut off airconditioning compressor.

    The injection ECU causes the supply to the air conditioning clutch to be cut if a fault is detected on the fan unit control relay coils.

    18.3 - Deactivator of the 3rd piston of the high pressure fuel pump.

    When the fuel temperature is above 106C, the injection ECU deactivates the 3rd piston of the high pressure pump (deactivator supplied).

    18.4 - Engine stopped.

    The systems causes the engine to stop immediately when a fault is present on one of the following components :
  • Eprom in the injection ECU.
  • Motor speed sensor.
  • Camshaft position sensor.
  • Voltage of capacitor N1 (diesel injector control stage in the injection ECU).
  • Voltage of capacitor N2 (diesel injector control stage in the injection ECU).
  • Pressure monitoring loop in the common injection rail.
  • Diesel injector fault (1 to 4).

    19 - Driver's information function

    19.1 - Diagnostic warning lamp.

    Normal operation of the warning lamp :
  • The lamp illuminates when the ignition is switched on.
  • The warning lamp goes off after time delay of 3 seconds.
    Warning lamp not operating as normal :
  • The lamp illuminates when the ignition is switched on.
  • The warning lamp remains on.

    19.2 - Tachometer signal.

    The injection ECU sends the engine speed signal to the control panel in the form of voltage pulses.

    19.3 - Instantaneous fuel consumption signal.

    The injection ECU sends the instantaneous consumption information in the form of pulses to the on board computer.

    19.4 - Preheating warning lamp (V1150).

    Normal operation of the warning lamp :
  • Warning lamp illuminates during preheating (20 seconds maximum).
  • Warning lamp goes out at the end of preheating.

    19.5 - Engine coolant temperature warning lamp.

    The coolant temperature warning lamp can be controlled by one of the following components :
  • Injection ECU.
  • Water temperature sensor (3-way).
    Normal operation of the warning lamp :
  • The warning lamp illuminates if the temperature exceeds 118C.
  • The warning lamp goes out if the temperature falls below 117C.
  • The warning lamp flashes if there is a break in the wiring of the coolant temperature sensor.