gas type RENAULT SCENIC 2011 J95 / 3.G Engine And Peripherals EDC16 Injection Workshop Manual

13B - 9
DIESEL INJECTION
Fault finding - System operation13B
V10 MR-372-J84-13B150$094.mif
EDC16 INJECTION
Program No.: C1
Vdiag No: 44, 48 and 4CDIESEL INJECTION
Fault finding - System operation
The high pressure injection system is designed to deliver a precise quantity of diesel fuel to the engine at a set
moment.
It is fitted with a 112-track BOSCH EDC16C3 type computer.
The system comprises:
– a diesel filter,
– a high pressure pump with an integrated low pressure pump (transfer pump),
– a high pressure regulator mounted on the pump,
– an injection rail,
– a diesel fuel pressure sensor integrated into the rail,
– four solenoid injectors,
– a diesel fuel temperature sensor,
– a coolant temperature sensor,
– an upstream air temperature sensor,
– a cylinder reference sensor,
– an engine speed sensor,
– a turbocharging pressure sensor,
– an accelerator pedal potentiometer,
– an EGR solenoid valve,
– an atmospheric pressure sensor integrated into the injection computer,
– an air flow sensor,
– a turbocharging pressure limitation solenoid valve,
– a damper flap solenoid valve.
The common rail direct high pressure injection system works sequentially (based on the petrol engine multipoint
injection function).
This injection system reduces operating noise, reduces the volume of pollutant gases and particles and produces
high engine torque at low engine speeds thanks to a pre-injection procedure.
The high pressure pump generates the high pressure and transmits it to the injection rail. The actuator located on
the pump controls the quantity of diesel fuel supplied, according to the requirement determined by the computer.
The rail supplies each injector through a steel pipe.
MR-372-J84-13B150$094.mif

13B - 10
DIESEL INJECTION
Fault finding - System operation13B
V10 MR-372-J84-13B150$094.mif
EDC16 INJECTION
Program No.: C1
Vdiag No: 44, 48 and 4C
a) The computer
– Determines the value of injection pressure necessary for the engine to operate correctly and then controls the
pressure regulator.
– It checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on
the rail.
– It determines the injection timing required to deliver the right quantity of diesel fuel and the moment when injection
should start.
– Controls each injector electrically and individually after determining these two values.
The flow injected into the engine is determined by:
– the duration of injector control,
– the rail pressure (regulated by the computer),
– the injector opening and closing speed,
– the needle stroke (determined by a constant for the type of injector),
– the nominal hydraulic flow of the injector (specific to each injector).
The computer manages:
– idling regulation,
– exhaust gas flow reinjection to the inlet,
– fuel supply check (advance, flow and rail pressure),
– the fan assembly via the Protection and Switching Unit (centralised coolant temperature management
function),
– the air conditioning (cold loop function),
– the cruise control/speed limiter function,
– the pre-postheating control.
– the fault warning lights via the multiplex network.
The high pressure pump is supplied at low pressure by an integrated low-pressure pump (transfer pump).
It supplies the rail, the pressure of which is controlled by the fuel flow actuator for charging, and for discharging by
the injector valves. This compensates for pressure drops.
The fuel flow actuator enables the high pressure pump to supply the exact quantity of diesel fuel required to maintain
the rail pressure. This component minimises the heat generated and improves engine output.
In order to discharge the rail using the injector valves, the valves are controlled by brief electrical pulses which are:
– short enough not to open the injector (passing through the feedback circuit from the injectors),
– long enough to open the valves and discharge the rail.

13B-236
DIESEL INJECTION
Fault finding - Glossary13B
V10 MR-372-J84-13B150$940.mif
EDC16 INJECTION
Program No.: C1
Vdiag No: 44, 48 and 4CDIESEL INJECTION
Fault finding - Glossary
(R = Resistance, EGR = Exhaust gas recirculation)Injection computer112-track (BOSCH)
Connectors: black A 32-track, brown B 48-track, grey C 32-track
Atmospheric pressure sensorIntegrated into the computer (BOSCH)
Injector0.33Ω at + 20°C / 2Ω max (BOSCH)
1350 bar
Flow regulator (high pressure
pump)R= 3Ω at + 20°C (BOSCH, CP3.2+ pump type)
Rail pressure sensorRail pressure limiter: opening at around 1600 bar
(BOSCH, bolted to the rail)
Engine speed sensorR = 680 ± 170Ω at + 20°C (MGI)
Camshaft sensorHall effect sensor (ELECTRICFIL)
R = 10250 ± 500Ω at + 20°C (measurement between tracks 2 and 3
of the sensor)
Turbocharger control solenoid
valve15.4 ± 0.7Ω at + 20°C (PIERBURG)
Electric EGR valveTrack 1: + 12 V solenoid
Track 2: + 5 V potentiometer
Track 3: Not usedTrack 4: potentiometer earth
Track 5: solenoid earth
Track 6: potentiometer signal
SOLENOID: R between tracks 1 and 5 = 8 ± 0.5Ω at + 20°C
POTENTIOMETER: R between tracks 2 and 4: 4 ± 2 kΩ at + 20°C
(Pierburg)
EGR by-pass solenoid valveR= 46 ±3Ω at + 25°C
(EATON/BITRON)
Electric damper valveDIRECT CURRENT MOTOR
(VDO)
Air flowmeterTrack 1: air temperature signal
Track 2: flow sensor earth
Track 3: + 5 V flowmeterTrack 4: + 12 V battery
Track 5: air flow signal
Track 6: battery earth
(SIEMENS)
Air temperature sensorR = 3714Ω ± 161 at + 10°C/2448Ω ± 96 at + 20°C/1671Ω ± 59 at
+30°C
Coolant temperature sensorR = 2252Ω ± 112 at 25°C/811Ω ± 39 at 50°C/283Ω ±8 at 80°C
Fuel temperature sensorR = 2051Ω ± 123 at 25°C/810Ω ± 47 ± at 50°C/309Ω ± 17 at 80°C
Accelerator pedal sensorR gang 1 = 1700 ± 900Ω
R gang 2 = 2850 ± 2050Ω
Heater plugR= 0.6Ω at + 20°C/2Ω max
Maximum current drawn: 28 A at 0 seconds/12 A at 10 seconds/9 A after
30 seconds
Diesel fuel temperature sensorAccording to application (ZERTAN)
MR-372-J84-13B150$940.mif