Iveco Daily. Manual

Figure 271

The coil (4) is energized and causes the shutter (6) to rise.
The fuel of the control volume (9) flows off towards the return
manifold (10) causing a drop in pressure in the control area
(7).
At the same time, line pressure through feed duct (12) applies
a force Fa > Fc in pressure chamber (8) lifting peg (2), with fuel
being consequently introduced into cylinders.

”end of injection”

The coil (4) is de-energized and makes the shutter (6) return
to its closed position. This recreates such a balance in the
forces as to make the pin (2) return to its closed position and
consequently end injection.

1 Pressure rod — 2 Pin — 3 Nozzle — 4 Coil — 5 Pilot valve —

6 Ball shutter — 7 Control area — 8. Pressure chamber —

9 Control volume — 10 Low-pressure fuel return —

11 Control pipe — 12 Supply pipe — 13 Electrical connection

— 14 High-pressure fuel inlet fitting — 15 Spring.

The electro-injector can be divided into two parts:

actuator/jet composed of pressure rod (1), pin (2) and
nozzle (3);

control solenoid valve composed of coil (4) and pilot
valve (5).

Operation

Electro-injector operation can be broken down into three
phases:

”rest position”

Coil (4) is de-energised, and shutter (6) is in closing position
and prevents fuel from being introduced into the cylinder, Fc
> Fa (Fc: caused by fuel pressure acting on control area (7) of
rod (1); Fa: caused by line pressure acting on pressure
chamber (8).

”start of injection”

50704

Figure 272

ELECTRIC/ELECTRONIC COMPONENTS
766161

Electronic control unit MS6.3 or
EDC 16

The control unit is a ”flash EPROM” and so it can be
reprogrammed from outside without changing the hardware.
It processes the signals from the sensors by applying software
algorithms and controls the actuators (especially the
electro-injectors and pressure regulator).
The injection control unit has the absolute pressure sensor
built in to further improve the control of the injection system.
The control unit is mounted on the left-hand side of the engine
bay and is connected to the vehicle’s wiring harness by two
43-pin connectors:

MS6.3:
—

43-pin connector A for the components on the engine

—

43-pin connector B for the components on the vehicle

EDC.16:
—

60-pin connector A for the components on the engine

—

94-pin connector K for the components on the vehicle

In addition to handling the operation of the system described
under the relevant heading, the electronic control unit is
interfaced with the other electronic systems on the vehicles
such as ABS — EBD cruise control, speed limiting device,
immobilizer (IVECO CODE), EGR and glow plugs.

90638

F1A ENGINE

AILY

414

Base - May 2004

SENSORS

Engine speed sensor

It is an inductive type sensor and is positioned on the phonic
wheel mounted on engine shaft front end.
It generates signals obtained from magnetic flux lines which
close through phonic wheel teeth. Teeth number: 58.

The electronic control unit uses this signal to measure the
speed of rotation of the engine, its angular position and to
operate the electronic rev counter.
If this signal fails the rev counter will not work.

Camshaft timing sensor

It is a Hall effect type sensor positioned on camshaft pulley.
It generates signals obtained from lines of magnetic flux that
close through a notch in the pulley.
The signal generated by this sensor is used by the electronic
control unit as a redundant signal to measure the different en-
gine speeds.

772655

Air temperature and pressure sensor

Positioned on the intake manifold, it measures the pressure of
the turbocharging air introduced into the intake manifold.
This value, together with that of the air temperature sensor,
makes it possible for the electronic control unit to calculate the
exact quantity of air introduced into the cylinders so as to
operate the injectors adjusting the fuel delivery, limiting
harmful emissions, improving consumption and performance.
The sensor contains an electronic temperature correction
circuit to optimize the pressure measurement in relation to the
temperature of the intake air.

772656

Fuel temperature sensor

Integrated in the fuel filter, it measures the fuel temperature
and transmits it to the electronic control unit.
When the fuel temperature is too high (ambient temperature
condition, engine at full load and tank in reserve), correct
lubrication of the high-pressure pump is no longer assured. On
the basis of the values received, the control unit determines the
density and volume of the fuel, correcting the delivery limiting
engine performance.

774511

Fuel pressure sensor

This is mounted in the middle of the hydraulic accumulator
(rail) and it has the task of providing feedback for the injection
control unit to:

adjust injection pressure

adjust the duration of injection.

766161

Atmospheric pressure sensor

This is integrated in the electronic control unit. It provides a
criterion of correction for the measurement of the air flow rate
and to calculate the reference air flow rate to check the EGR.

Figure 273

761917

Glow plug electronic control unit

The engine control unit, in the phase of:

starting

after-starting

times the operation of the glow plug control unit according to
the engine temperature.

Glow plugs drive is through glow plugs pre-heating central unit
depending on engine temperature under close control of
engine control central unit.

The pre-heating control unit contains an “intelligent”
contactor that sends feedback to the control unit that is thus
informed about any fault with the pre-heating control unit or
shorting to earth of the glow plugs.

75578

761915

Glow plugs

Figure 274

75579

CONTROL VALUES

With a constant supply voltage of 11 V:

max. current drawn

18 A

in 5 sec.

±1.5 A

in 30 sec.

±0.9 A

temperature after 7 sec.

850

°C

tightening torque

8-10 Nm

F1A ENGINE

415

AILY

Base - May 2004

ACTUATORS

The injection system comprises three classes of actuators
interlocked with the electronic control unit:

- electro-injectors (see relevant heading);

- regulators (see relevant headings) requiring PWM control

(Pulse Width Modulation):
•

for pressure

•

EGR (if mounted)

•

turbocharger with variable geometry (if mounted);

- actuators with continuous ON/OFF signal to:

•

engage electromagnetic coupling for radiator cooling
fan;

•

turn on/off air-conditioner compressor (if mounted);

•

Cruise Control;

•

starter heater control;

•

fuel filter heating;

•

electric supply pump.

PWM (Pulse Width Modulation) controls

A PWM control has an active and an inactive state that
alternate within a constant set length of time. During the active
state the actuator control circuit is closed, which is thus
powered with the control voltage; whereas, during the
inactive state the circuit is open.
The duration of the two states may be varied with the
condition that the sum of the two times is equal to the length
of the modulation delivery.
The duration of the active state determines the duty-cycle,
which is normally expressed as a percentage of the total time.
Therefore, if the duration of the two active and passive states
are the same, the duty-cycle is equal to 50%.
For reasons of diagnostics, the duty-cycle is limited between
1% and 99%; the control resolution is equal to 0.005%
(1/20000 of the time).
The time length has been chosen taking account of the
dynamic actuator response specifications.
Too low a carrier frequency could cause oscillations in the
actuator, while too high a frequency would decrease control
resolution.
The E.G.R. and variable geometry turbocharger (if mounted)
are controlled through a vacuum modulating valve.

764254

Engine coolant temperature sensor

This provides the control unit with an index of the thermal
status of the engine in order to determine corrections for the
fuel delivery, injection pressure, EGR injection advance when
starting cold (if mounted) and warm-up.

505910

Throttle pedal position sensor

The accelerator pedal position sensor provides the control
unit with a voltage value in proportion to the angle of
operation of the pedal determining fuel delivery.

772641

Clutch pedal position sensor

Mounted on the pedal board, it provides the control unit with
a positive signal when the clutch is engaged (pedal released).
Every time the clutch is disengaged to change gear, the control
unit fails to receive this signal and deactivates the Cruise
Control function.

772642

Brake pedal position sensor

There are two of these sensors mounted on the pedal board.
With the brake pedal released, they provide the control unit
with a positive signal that is used to detect brake operation so
as to deactivate the Cruise Control function and stop delivery
of fuel.
In addition, a sensor switches on the brake lights.

764261

Vehicle speed sensor

This sensor, mounted on the gearbox by the drive output
shaft, transmits the vehicle speed signal, through the electronic
tachograph, to the control unit.

All the power controls are made with relays located
in the cab.

NOTE

F1A ENGINE

AILY

416

Base - May 2004

86435

1. 38-pole diagnostic socket.

Figure 275

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417

AILY

Base - May 2004

INTRODUCTION

During vehicle operation, the control unit can detect a series of electric faults. Each fault is associated to a failure code that will
be stored in the ECU memory.

Failure codes can be read by connecting IVECO test tools to 38-pole diagnostic socket.

For the MS 6.3 ECU there is a code for each failure called blink Code, whereas for EDC 16 ECU a double failure code, called
DTC and FMI will be stored.

The DTC code represents the failing component whereas the FMI code identifies the failure type.

Good diagnosis is made above all with the electronic diagnosis instruments developed by Iveco (Modus / IT2000 / IWT).

When the vehicle comes into the garage, the information provided by the driver is given due consideration, but the first thing
to do is to hook up Modus / IT2000 / IWT and carefully run a full diagnosis:

reading fault memory;

reading parameters;

engine test;

etc.

Here follows a GUIDE TO TROUBLESHOOTING drawn up by the engineers that have designed and implemented the Common
Rail with MS 6.3 and EDC 16 ECUs.

Troubleshooting consists of two different sections:

the first one, organised by Blink Codes for engine versions with MS 6.3 ECU and DTC-FMI for engine versions with EDC
16 ECU, concerns electric-electronic failures that can be directly detected by the control units.

the second one for troubleshooting by symptoms describes possible trouble that cannot be identified by the electronic
control unit. This kind of trouble is chiefly of a mechanical — hydraulic nature.

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Iveco Daily. Manual - part 109