3360142 - 1060G DIESEL INJECTION PRESSURE PUMP ELECTRONIC CONTROL

DESCRIPTION OF COMPONENTS

Injection control unit (EDC-16C8 common rail)

It is fitted in the engine compartnent on the right side panel. The control unit the flash EPROM type, i.e. it can be reprogrammed from the outside without affecting the hardware.The injection control unit integrates the absolute pressure sensor.PIN OUTCONNECTOR A1, Cylinder 3 injector positive2, Cylinder 2 injector positive3, Not connected4, Fuel pressure regulator positive5, Not connected6, Not connected7, Not connected8, Fuel pressure sensor negative9, Not connected10, Not connected11, Timing sensor positive12, Engine rpm sensor negative13, Supercharging sensor positive14, Not connected15, Turbo pressure electro-pneumatic management valve positive16, Cylinder 1 injector positive17, Cylinder 4 injector positive18, Not connected19, Not connected20, Timing sensor negative21, Not connected22, Not connected23, Supercharging pressure and intake air temperature sensor negative24, Not connected25, Not connected26, Not connected27, Engine rpm sensor positive28, Fuel pressure sensor positive29, Flow meter positive30, Not connected31, Cylinder 2 injector negative32, Not connected33, Cylinder 4 injector negative34, Fuel pressure regulator negative35, Insufficient engine oil pressure sensor signal36, Not connected37, Air temperature sensor signal on flow meter38, Not connected39, Not connected40, Supercharging sensor signal41, Engine coolant temperature sensor negative42 - Flow meter air flow rate signal43, Fuel pressure sensor signal44, Flow meter negative45, Not connected46, Cylinder 3 injector negative47, Cylinder 1 injector negative48, Not connected49, Not connected50, Timing sensor signal51, Not connected52, Not connected53, Intake air temperature sensor signal54, Not connected55, Not connected56, Not connected57, Not connected58, Engine coolant temperature sensor signal59, Switching off throttle solenoid valve control actuator negative60, EGR solenoid valve negativeCONNECTOR B1, Supply from main relay2, Control unit earth3, Not connected4, Control unit earth5, Main relay supply6, Control unit earth7, Not connected8, Accelerator pedal potentiometer track 2 negative9, Accelerator pedal potentiometer track 1 signal10, Fuel temperature signal negative11, Fuel temperature sensor signal12, Climate control system linear pressure sensor positive13, Climate control system pressure signal14, Not connected15, Not connected16, Not connected17, Brake pedal switch signal18, Not connected19, Not connected20, Not connected21, Not connected22, Climate control system linear pressure sensor earth23, Not connected24, Not connected25, K line26, Not connected27, Not connected28, Key ON signal29, Air conditioning compressor relay30, Accelerator pedal potentiometer track 1 negative31, Accelerator pedal potentiometer track 2 signal32, Not connected33, Not connected34, Not connected35, Not connected36, Not connected37, Not connected38, Resume Cruise Control39, Not connected40, Not connected41, Not connected42, Not connected43, Not connected44, Not connected45, Accelerator pedal potentiometer track 1 positive46, Accelerator pedal potentiometer track 2 positive47, W line immobilizer48, Not connected49, Not connected50, Not connected51, Not connected52, Feedback signal from heater plugs control unit53, Not connected54, Climate control engagement request from control button55, Not connected56, Cruise Control positive57, Not connected58, Not connected59, Not connected60, Not connected61, C-CAN low from ABS control unit62, C-CAN high from ABS control unit63, Not connected64, Not connected65, Not connected66, Not connected67, Not connected68, Fuel filter heater relay feed69, Not connected70, Not connected71, MIL warning light72, Main relay activation73, Not connected74, Water in fuel filter signal75, Not connected76, Not connected77, On/Off cruise control78, Cruise Control speed decrease signal79, Clutch switch signal80, Brake pedal switch 2nd signal (for versions with Cruise Control only)81, Not connected82, Not connected83, C CAN low to Body Computer84, C CAN high to Body Computer85, Not connected86, Not connected87, Not connected88, Not connected89, Not connected90, PWM signal91, Fuel pump relay feed92, Not connected93, Heater plugs engagement control

RPM SENSOR

Specifications

It is fitted on the cylinder block/crankcase facing the flywheel on the crankshaft.It is inductive type, i.e. its operation is determined by magnetic field changes generated by the teeth passing in front of the phonic wheel (60-2 teeth).

The injection control unit uses the rpm signal for:

• determining the engine speed of rotation
• determining the angular crankshaft position.

Operation

The changeover from full to empty determined by the presence or absence of a gap brings about a magnetic flux change sufficient to generate an induced alternating voltage proportional to the number of teeth on the ring (or phonic wheel).The frequency and amplitude of the voltage send to the electronic control unit provides the latter with an indication of the engine angular speed.1 - Brass bush2 - Permanent magnet3 - Plastic sensor casing4 - Coil winding5 - Core6 - Ring gear or flywheel7 - Coaxial paired cable or electrical connectionThe recommended distance (gap) between the end of the sensor and the flywheel for obtaining correct signals should be 0.8 - 1.5 mm.This distance is not adjustable. If the gap is found to be outside the tolerance limits, check the condition of the sensor and phonic wheel.1 - Maximum magnetic flux2 - Minimum magnetic flux3 - Induced alternating voltage

CAM ANGLE SENSOR

Specifications

This Hall effect sensor is fitted on the cylinder head facing the camshaft drive pulley.A tooth on the pulley allows the timing sensor to indicate engine timing position.The injection control unit uses the timing sensor signal to identify T.D.C. at the end of compression.

Operation

A current-carrying semiconductor layer immersed in a normal magnetic field (force lines at right angles to current direction) generates a potential difference known as a Hall voltage at its terminals.If current intensity remains constant, the generated voltage depends on magnetic field intensity alone. Periodic changes in magnetic field intensity are sufficient to generate a modulated electrical signal with frequency proportional to the speed of magnetic field change. To produce this change, a tooth on the inner part of the pulley periodically moves close to the sensor.1 - Earth2 - Signal3 - Supply

INTAKE AIR TEMPERATURE AND EXCESS PRESSURE SENSOR

Specifications

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

It is fitted on the intake manifold and has the task of informing the injection control unit in order to:

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

1 - Earth2 - Air temperature signal3 - 5 Volt (from ECU)4 - Supercharging pressure output signal

ENGINE COOLANT TEMPERATURE SENSOR

Specifications

This is fitted to the thermostat cup and detects coolant temperature by means of a dual NTC thermistor with negative resistance coefficient.One NTC thermistor sends the signal to the injection control unit whilst the other sends the signal to the temperature gauge and the warning light in the instrument panel.The sensor is designed using semiconductor technology. In other words, the resistance level drops if sensor element temperature increases with increasing coolant temperature.Because the resistance does not change in linear fashion as temperature increases, it is relatively higher at low temperatures than at high temperatures.

AIR FLOW METER WITH BUILT IN AIR TEMPERATURE SENSOR

Specifications

The debimeter is located on the air intake sleeve and is hot film type.1 - Air temperature sensor output signal2 - Maintenance current3 - Negative4 - 5V power supply5 - Flow meter output signalThe intake air temperature sensor is built into the debimeter.

The air flow meter cannot be disassembled.

Operation

The principle of operation is based on a heated membrane positioned within a measurement channel that carries air into the engine.The hot film membrane is maintained at constant temperature (about 120°C higher than the incoming air temperature) by the heating coil.The air mass that flows through the measurement channel tends to remove heat from the membrane. Current must therefore flow through the coil to maintain the membrane at a constant temperature.This current is measured by a special Wheatstone bridge.The current is therefore proportional to the flowing air mass.

The flowmeter measures the air mass directly (not the volume) to eliminate problems of temperature, altitude, pressure etc.

Fuel temperature sensor

Specifications

It is incorporated in the fuel heater assembly and measures the temperature of the fuel by means of a dual NTC thermistor with negative resistance coefficient.The sensor is designed using semiconductor technology. In other words, the resistance level drops if sensor element temperature increases with increasing fuel emperature.Because the resistance does not change in linear fashion as temperature increases, it is relatively higher at low temperatures than at high temperatures.

FUEL PRESSURE SENSOR

Specifications

It is fitted at the end of the of the single fuel manifold rail and its function is to provide the injection control unit with a feedback signal to enable it to:

• modulate injection pressure;
• regulate fuel injection duration.

1 - Earth2 - Output signal3 - Supply

ACCELERATOR PEDAL POTENTIOMETER

Construction specifications

The sensor consists of a case secured to the accelerator pedal; the case contains an axially-located shaft connected to two potetiometers: a main one and one safety one.A coil spring on the shaft ensures the correct amount of resistance to pressure while a second spring ensures return following release.

Operation

The accelerator pedal position is converted into an electrical voltage signal and sent to the injection control unit by the potentiometer connected to the pedal.The accelerator pedal position signal is processed together with the information relating to the engine rpm to obtain the injection times and the pressure.