cooling RENAULT TWINGO 2009 2.G Electrical Equipment - Petrol Injection Workshop Manual
[x] Cancel search | Manufacturer: RENAULT, Model Year: 2009, Model line: TWINGO, Model: RENAULT TWINGO 2009 2.GPages: 348
Page 14 of 348
17B-14V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Engine coolant temperature management
1. Conventional type thermostat
Engine cooling is performed by one or two fan assemblies (depending on the vehicle equipment). The injection
computer requests the UPC to actuate them via the multiplex network.
To ensure cooling, with the engine running, fan unit 1 is activated when the coolant temperature exceeds 99˚C and
stops when it drops below 96˚C.
Fan assembly 2 starts when the coolant temperature exceeds 102˚C and stops when it drops below 99˚C.
With the engine off, only fan assembly 1 may be activated to provide the anti-percolation function (if engine is
stopped when very hot). The anti-percolation function is active with the ignition off for a determined period. During
this time, fan assembly 1 is activated if the coolant temperature exceeds 100˚C and is deactivated when the
temperature drops below 95˚C.
If ET672: Engine coolant temperature management has a fault, then the temperature is regulated at 90˚C.
If a fault on the coolant temperature sensor circuit is detected, fan assembly 1 is activated and remains on all the
time.
If the engine coolant temperature exceeds the warning threshold of 118˚C, the injection computer directly
commands the coolant temperature warning light to come on or requests this action from the instrument panel
computer via the multiplex network, until the coolant temperature drops back below 115˚C.
As well as managing the engine, the injection computer centralises cooling requests for the air conditioning,
automatic transmission and sequential gearbox functions.
2. Controlled type thermostat
D4F 764 engines (with a camshaft dephaser solenoid valve) are fitted with a controlled coolant thermostat that
manages the engine at much higher coolant temperatures in order to reduce fuel consumption.
Description of operation
A conventional thermostat fitted with a heating resistor inside the wax core is used. The resistor is controlled by the
engine management computer by opening cycle ratio*.
In nominal operation, high coolant temperatures are managed in the engine in order to:
–reduce friction,
–reduce fuel consumption.
Nevertheless, defect operation mode is used to overcome faults linked to:
–reliability: at high engine speeds and high loads the engine temperature must be below 100˚C,
–performance: a high temperature increases chattering and reduces torque.
OCR*: Opening Cyclic Ratio.
Page 15 of 348
17B-15V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
a. Nominal operation: two operating modes.
High temperature (low and medium load mode):
When the thermostat is not controlled, it opens at a temperature of around 108˚C (compared to 89˚C for a
conventional thermostat). This allows fuel consumption to be reduced at low engine loads due to an increase in the
engine operating temperature (as there is less friction).
Low temperature (high load mode):
When the engine is put under greater stress (high loads, high engine speeds), the computer supplies the resistor
(the thermostat is controlled) to obtain operating temperatures below 108˚C (typically between 75˚C and 90˚C).
When the thermostat is opening as expected, comfort and a suitable engine temperature are obtained.
Too avoid too many transitions, switching from one mode to another is subject to time delays (a few seconds to
switch from high temperature
→ low temperature mode and several minutes to switch from low temperature → high
temperature mode).
b. Defect operation: forcing of low temperature mode and/or limitation of engine torque.
Low temperature management is activated.
Low temperature defect mode is used when one of the following faults is present and stored. Defect mode is reset to
0 using the On/Off key. Note:
The engine management computer automatically controls the thermostat in certain conditions, with the
aim of protecting the engine:
–External temperature greater than approximately 30˚C,
–Recognition of accelerator pedal being fully depressed.
If there is a short circuit to earth or an open circuit on the thermostat (for example: a connector
disconnected, DF893 Controlled coolant thermostat circuit in CO: Open circuit), engine performance is
limited to protect the engine.
IMPORTANT:
–It is essential to follow the new procedure for bleeding the cooling circuit (see MR 392 and 385,
Mechanical systems, CLIO III and MODUS, 19A Cooling, Cooling circuit: Bleeding), to prevent major
overheating of the catalytic converter. This new procedure is applicable to D4F engines with
SIEMENS injection.
–Do not inverse the connections of the temperature sensor and the thermostat control when
dismantling or carrying out electrical tests (foolproofing by colour of connections).
Page 16 of 348
17B-16V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
–DF089 Inlet manifold pressure sensor fault 1.DEF: Signal inconsistency.
Or 2. DEF: Open circuit or short circuit.
Or 3. DEF: Non-compliance with emission control standards.
–DF091 Vehicle speed signal in 1.DEF: No multiplex signals or invalid values.
Or 2. DEF: Non-compliance with emission control standards.
–DF001 Coolant temperature sensor circuit in 1.DEF: Signal inconsistency.
Or 2. DEF: Open circuit or short circuit.
Or 3. DEF: Non-compliance with emission control standards.
–DF002 Air temperature circuit in 1. DEF: Open circuit or short circuit.
Or 2. DEF: Non-compliance with emission control standards.
–DF330 Pinking sensor circuit in 1.DEF: Open circuit or short circuit.
Or 2. DEF: Non-compliance with emission control standards.
–DF893 Controlled coolant thermostat circuit in CO: Open circuit.
Or CC.0: Short circuit to earth.
Or CC.1: Short circuit to + 12 volts.
Or 1. DEF: Non-compliance with emission control standards.
Engine torque limitation is activated.
If the fault is directly linked to the controlled thermostat (DF893 Controlled coolant thermostat circuit), the
thermostat is no longer controlled. It operates continuously, either in low temperature mode (instance of short circuit to
earth) or in high temperature mode (instance of open circuit or short circuit to the battery). The engine torque is limited
to limit heating and also to protect the engine by preventing overheating.
c. Functions affected by the presence of a controlled thermostat:
–Coolant temperature: 108˚C nominal, between 70˚C and 90˚C in defect mode or on loaded points.
–Coolant temperature fault finding: the fault finding setting for coolant temperature consistency has been adapted.
–Consumption: The function improves fuel consumption. Consequence: a fault with the function may lead to
inefficient consumption.
–Bleeding the circuit: A new procedure adapted to this innovation is described in MR 392 and 385, Mechanical
systems, CLIO III and MODUS, 19A Cooling, Cooling circuit: Bleeding.
–Coolant temperature display and illumination of the warning light on the instrument panel: During nominal
operation there is no impact as the temperature reference value is taken into account as well as the warning light
illumination thresholds. In the event of malfunction, see the summary table below.
–Fan unit and air conditioning: the fan unit activation threshold and the high temperature air conditioning
deactivation threshold are adapted in accordance with the temperature setpoint.
–Fault finding of controlled thermostat: Electrical fault finding is used. No operational fault finding:
A mechanical fault (such as jamming) will not be detected by the system.
–Performance: In the event of a fault, there is the option to switch the engine to reduced performance mode (see
Description of operation: Operation in defect mode). Note:
If a fault on the coolant temperature sensor is detected, fan assembly 1 is requested to operate permanently,
regardless of the management mode of the engine coolant temperature.
Page 17 of 348
17B-17V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Summary table of malfunction modes:
Types SpecialEffects on the
engineCustomer complaints
Electrical
faults on
resistor or
wiringThermostat
faults–Open short
circuit
–Short circuit to
+ 12 V0%Coolant temperature
≈ 110˚C, limited
performance, low
temperature
reference value.Overheating warning light
comes on at each first
opening, high temperature on
instrument panel, fan
assembly 1 activated.
–Short circuit
100%Coolant temperature
≈ 90˚C, limited
performance, low
temperature
reference value.Normal operation for
customer but performance
limited by 10 to 20%.
Sensor
faults–All
Low
temperature
modeForced low
temperature mode,
with no limited
performance.No visible effect, impact on
fuel consumption with
permanent low
temperature operation.
Thermostat
faults
detectedNominalNo change of mode
when requested.Overheating warning light
lighting on first opening,
display of an additional
square if the mode is
changed.
Non-
electrical
faultsThermostat
faults
detected–Thermostat
stuck in closed
positionAll modesNo cooling, engine
overheating, engine
damage.Instrument panel display,
overheating warning, torque
reduction.
–Thermostat
stuck in open
position
All modesSlow increase in
temperature.Overconsumption of petrol
when cold, unsuitable
passenger compartment
temperature, possible
performance reduction when
cold.
Page 18 of 348
17B-18V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
d. Cooling:
Engine cooling is performed by one or two fan assemblies (depending on the vehicle layout). The injection computer
sends a request to the UPC via the multiplex network to activate the cooling fans (Clio III and Modus).
For the new Twingo, the injection computer manages the fan assembly or assemblies.
Note:
In addition to the engine requirements, the injection computer centralises the cooling requirements for the Air
conditioning and BVA/BVR functions.
The switching thresholds depend on whether high/low temperature mode is being used.
In high temperature management:
Engine running
Fan assembly 1 Fan assembly 2 Air conditioning Overheating
ON> 110˚C > 115˚CWith authorisation> 120˚C
OFF< 105˚C < 113˚C > 118˚C < 118˚C
Page 20 of 348
17B-20V7 MR-413-X44-17B000$040.mif
PETROL INJECTION
Fault finding – List and location of components17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Air temperature sensor:
The air temperature sensor is located between the air filter and the motorised throttle valve.
Catalytic converter:
The catalytic converter is located on the exhaust pipe at the exhaust manifold outlet.
Cruise control/speed limiter on/off switch:
This switch is located inside the passenger compartment to the left of the steering wheel near the lighting rheostat.
Fan unit relay:
The relay is located on the cooling radiator.
Accelerator potentiometer:
The potentiometer is located on the accelerator pedal.
Clutch pedal switch:
The switch is located on the clutch pedal.
Inlet air temperature sensor:
This sensor is located underneath the inlet manifold near the dipstick (except D4FT).
Page 21 of 348
17B-21V7 MR-413-X44-17B000$050.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
RV* / LV*: Cruise control/Speed Limiter1 - Injection computer 16 - Upstream sensor signal
2 - RV* / LV* buttons 17 - Ignition command
3 - Multiplex network 18 - Bleed canister command
4 - Turbocharger 19 - Fuel pump command
5 - Motorised throttle 20 - Downstream sensor signal
6 - Manifold pressure 21 - ESP computer
7 - Injector command 22 - Rev counter computer
8 - Clutch Pedal 23 - ABS computer
9 - Brake pedal 24 - Instrument panel computer
10 - Accelerator pedal 25 - Sequential gearbox computer
11 - Refrigerant fluid pressure 26 - AIRBAG computer
12 - Air conditioning compressor command 27 - Vehicle speed sensor computer
13 - Engine cooling fan assembly command 28 - Air conditioning computer
14 - Flywheel signal 29 - UCH computer
15 - Pinking signal 30 – Turbocharging pressure
PETROL INJECTION
Fault finding – Functional diagram
Page 25 of 348
17B-25V7 MR-413-X44-17B000$060.mif
PETROL INJECTION
Fault finding – Features17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Richness
For the catalytic converter to operate correctly, adjust around richness 1.
The richness regulation controlled by the upstream sensor which ensures a richness of around 1.
The upstream sensor supplies a voltage according to the image of the average engine richness: the voltage supplied
to the computer represents a Rich-Lean signal.
For the upstream sensor to be operational very rapidly, it is heated. The heating works only when the engine is
running. It is deactivated at speeds above 84 mph (140 km/h) or when the engine is under load.
The downstream sensor is also heated. The command does not activate immediately after starting the engine. It is
activated when the engine is running and has reached its operating temperature. The downstream heating sensor is
deactivated at speeds above 84 mph (140 km/h) or when the engine is under load.
Torque management
The torque structure is the system for managing engine torque. The torque structure is required for certain functions
such as the electronic stability program (ESP) or sequential gearbox (BVR).
Each computer (ESP, BVR) sends a request for torque via the multiplex network to the injection computer. This
intervenes between the torque requests received and the driver's requests (made via the pedal or the cruise control/
speed limiter function). The result of this intervention is the torque setpoint to be applied. Using the torque reference
value, the structure calculates the throttle position reference value and the ignition advance and if the turbocharging
function is present, calculates the turbocharging solenoid valve reference value.
Engine coolant temperature management
Engine cooling is performed by one or two fan assemblies (depending on the vehicle equipment). The injection
computer requests the UCH to actuate them via the multiplex network.
To provide cooling when the engine is running, activation of fan assembly 1 is requested if the coolant temperature
exceeds 99˚C and is deactivated when the temperature drops below 96˚C.
Fan unit 2 starts when the coolant temperature exceeds 102˚C and stops when it falls below 99˚C.
With the engine off, only GMV1 may be activated to provide the anti-percolation function (if engine is stopped when
very hot). The anti-percolation function is active with the ignition off for a determined period. During this time, fan
assembly 1 is activated if the coolant temperature exceeds 100˚C and is deactivated when the temperature drops
below 95˚C.
If the engine temperature exceeds the warning threshold of 118˚C, the injection computer directly commands the
coolant temperature warning light to illuminate or requests this action from the instrument panel computer via the
multiplex network, until the coolant temperature drops back below 115˚C.
As well as managing the engine, the injection computer handles cooling requirements for the air conditioning and
sequential gearbox functions.
Page 29 of 348
17B-29V7 MR-413-X44-17B000$070.mif
PETROL INJECTION
Fault finding – Role of components17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
3. INTERSYSTEM ENGINE FUNCTIONS
The intersystem connections relating to the particular requirements of the injection are as follows:
–The instrument panel computer requests illumination of the OBD warning light to warn of an emissions control fault.
–Requests illumination of the Severity level 1 warning light to warn of an operational safety fault related to the
injection system.
–Requests illumination of the Severity level 2 warning light to warn of an operational safety fault or engine
overheating.
–Requests activation of the fan assemblies (GMV) for engine cooling, but also for the air conditioning system and
sequential gearbox (BVR) functions.
–Request for air conditioning compressor switch-off for engine programming requirements such as starting,
performance, anti-stall, overspeed, etc.
–Passenger Compartment Heating Resistor cut-off or setting request for engine programming requirements such as
starting, performance, anti-stall, overspeed, etc.
–Request for gradual engagement of electrical consumers and to limit power: This last function is made possible by
the alternator being operated. This is used to improve the engine handling in critical operating phases, mainly when
idling and when starting. These requests are sent by the UCH via the CAN network where they are converted before
being sent to the alternator.
Page 43 of 348
17B-43V7 MR-413-X44-17B000$131.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
* EOBD: European On Board Diagnostics
DF001
PRESENT
OR
STOREDCOOLANT TEMPERATURE SENSOR CIRCUIT
1.DEF: signal incoherence
2.DEF: abnormal voltage
3.DEF: EOBD*
NOTESConditions for applying the fault finding procedure to stored faults:
The fault is declared present when the ignition is switched on.
Special notes:
If the fault is present, the EOBD* warning light is illuminated and the low speed engine
cooling fan is permanently activated.
1.DEF: Consult the parameter PR064 Coolant temperature:
If the tool displays 120˚C, this indicates a short circuit to 12V or an open circuit.
If the tool displays - 40˚C, this indicates a short circuit to earth.
Use the Wiring Diagrams Technical Note for NEW TWINGO, E33, CLIO III,
or MODUS.
Check the condition of the connector of the coolant temperature sensor (component code 244) and of the engine
management computer (component code 120).
If the connector or connectors are faulty and if there is a repair procedure (see Technical Note 6015A, Repairing
electrical wiring, Wiring: Precautions for repair), repair the connector, otherwise replace the wiring.
Measure the resistance of the coolant temperature sensor, component code 244 between the connections 3C and
3JK:
●at 10˚C: 12030 Ω < X < 12890 Ω,
●at 25˚C: 2195 Ω < X < 2309 Ω,
●at 50˚C: 795.5 Ω < X < 826.5 Ω,
●at 80˚C: 279.3 Ω < X < 286.7 Ω.
If the coolant temperature sensor resistances are not correct, replace the coolant temperature sensor.
Check the insulation and continuity of the following connections:
●3C between components 120 and 244,
●3JK between the components 120 and 244.
If the connection or connections are faulty and there is a repair procedure (see Technical Note 6015A, Electrical
wiring repair, Wiring: Precautions for repair), repair the wiring, otherwise replace it.
If the fault is still present, contact Techline.
SIM32_V44_DF001/SIM32_V4C_DF001/SIM32_V50_DF001/SIM32_V54_DF001
PETROL INJECTION
Fault finding – Interpretation of faults
AFTER REPAIRDeal with any other faults. Clear the fault memory.
Switch off the ignition, wait 1 minute and carry out a road test followed by a check with
the diagnostic tool.