Iveco Daily Euro 4. Manual

The electro-injectors have high-pressure supply (up to 1600
bar) and recirculation at atmospheric pressure, necessary for
the diesel used to operate the pilot valve.
The temperature of the diesel put back into circulation by the
electro-injector can get very high (approximately 120

°C).

The head of the electro-injector has a fitting for the electrical
connector.
They are mounted on the cylinder head and operated by the
injection control unit.

75588

Figure 300

775010

ELECTRO-INJECTORS

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”

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 (see
Figure 301):
-

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

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

50704

Figure 301

Figure 302

1. IMA Matrix code- 2. Bosch spare part no.-

3. IMA code in clear - 4. Iveco spare part no. - 5. Code -

6. Series no. - 7. Production date

Electrical injectors are not assigned any more to classes Min
(01) - Med (02) - Max (03); therefore, flow rate deviations
from design values are detected, during final check step, by the
manufacturer on each single injector and printed with I.M.A.
(Injector Menge Abgleichung) [Injector Quantity Offset] code
on injector magnet.
At engine production plant, I.M.A. code is read on line from
an automatic reading station, converted into bar code, printed
on engine identification label and applied on the engine itself.
At vehicles production plant, at line end, E.D.C. 16 central unit
is programmed automatically reading the engine identification
label.

755010

Replacing an electrical injector

105066

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105067

At assistance, code written in clear has to be used (3, Figure 31)
for central unit replacement and reprogramming procedures.
In the table there is shown the conversion of OCR characters into
Arial characters.
When electrical injectors mounted on the vehicle must be
replaced, meet following warnings:
- where electrical injectors are dismounted and do not

need to be replaced, their mounting position has to be
noted down in order to remount them later in the same
position; this is done to avoid to reprogram the central
unit;

- after replacing one or more injectors, the central unit has

to be reprogrammed;

- before mounting a new electrical injector, note down IMA

code printed on the injector, because the code is difficult
to read after the injector has been mounted;

- where the central unit is replaced, reprogram the new

central unit with the IMA codes of the electrical injectors
mounted on the engine and copy down the rectification
coefficients (ZFC) of replaced central unit; where it is not
possible, they must be reset and self-learning process
must be started up again.

During engine running, EDC 16 central unit performs some
checks on electrical injectors minimum flow rate.
In certain conditions (overrun: vehicle deceleration with pedal
released) an increasing (very small) fuel quantity starting from
zero is injected and its effect on engine rotation smoothness
is observed.
Injection start threshold is detected and stored by the central
unit.
This self-learning process is carried out on each single cylinder.
Therefore, replacing an electrical injector involves the need of
reprogramming the central unit by entering the IMA codes of
new electrical injectors and resetting the rectification factors
(ZFC) of the cylinder considered.
Replacing all electrical injectors extends the need of resetting
to all the rectification coefficients (ZFC) of each single
electrical injector.

Figure 303

Conversion table of OCR

characters into ARIAL characters

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 control unit records, in the memory non-labile area, the
information on the engine parameters originally set or
acquired during engine operation.
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
connectors:
—

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.
On the vehicles equipped with D.P.F. catalyst, the control unit
also controls the catalyst regeneration system. In this case,
after any of the operations below is carried out:
- replacing one or several injectors;
- replace all injectors;
- replace flow rate meter (flow meter);
- rreplacing the hydraulic accumulator (common rail)

pressure sensor;

- replace E.D.C. 16 central unit;
- refill engine oil;
- replace D.P.F. catalyst;
- replace filter differential pressure (

∆p) sensor;

- replace components relevant to emissions;
- necessarily perform a forced regeneration;
the following operations shall be carried out by using the
IVECO diagnosis instrument:: MODUS - E.A.SY. - IT 2000;
then the procedure to replace affected component has to be
carried out, following below indications provided by diagnosis
tools:

ELECTRIC/ELECTRONIC COMPONENTS
766161

Electronic control unit EDC 16

Figure 304

85711

The correction coefficients (ZCF) can be set to zero by means
of the IVECO: MODUS - E.A.SY. - IT 2000 diagnosis
instruments, by programming the control unit again and
performing the sensor replacement procedure indicated by
the diagnosis instrument itself.

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SENSORS
764266

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.

764264

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
engine speeds.

Figure 305

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 306

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

75514

Figure 307

Section A-A

The sensor gap is:
- 1

±0.5 mm, between the camshaft pulley (2) and timing

sensor (1).

- 1 mm, between the phonic wheel (4) and speed sensor

(3).

SENSOR ASSEMBLING DIAGRAM

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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.

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.

540743

Differential pressure sensor - delta p
(Dp)

This sensor detects the difference between the pressure (Dp)
of the incoming exhaust gas and the pressure of the gas flowing
out of the D.P.F. catalyst.
The measured value indicates the extent of particulate (PM)
particle accumulation or clogging in the D.P.F. filter.
This value will, through a proper signal (feed-back), be
processed by the EDC control unit 16, which will cause
post-injection so as to increase the exhaust gas temperature
(630˚-650˚C) and also cause the particulate particles
accumulated in the D.P.F. filter to be burned.

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.

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.

In case of replacement, the control unit shall be
programmed again by means of the IVECO
MODUS - E.A.SY. - IT 2000 diagnosis instrument, by
performing the replacement procedure indicated
by the diagnosis instrument itself.

NOTE

Exhaust gas temperature sensor

The D.P.F. catalyst includes two temperature sensors located
at the D.P.F. catalyst inlet and outlet, respectively.
The temperature values are processed by the control unit to
determine post-combustion, in order to increase the exhaust
gas temperature needed to burn the particulate particles.

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Iveco Daily Euro 4. Manual - part 40