Топливная Система Siemens Sid 201

HDi INJECTION
SID201
1
Objectives
The objective of this document is to present:
- The fuel system,
- The air system,
- The functions of the SIEMENS SID201 ECU,
- The particle filter,
- The operating principle of the torque-sensitive engine
mounts.
All information in this document correspond to authorized
maintenance operations at the time this document was created.
2
Table of Contents
FUEL SYSTEM
AIR SYSTEM
SID201 FUNCTIONS
PARTICLE FILTER
ENGINE MOUNTS
3
FUEL SYSTEM
ToC
THE LOW PRESSURE SYSTEM
THE HIGH PRESSURE SYSTEM
THE FUEL RETURN SYSTEM
FUEL SYSTEM
Chapter
LOW PRESSURE SYSTEM

Nozzle + valve
Fuel filter
High pressure pump
Pressure
regulator
Fuel cooler
Tank
Booster pump
FUEL SYSTEM
Booster pump
Chapter
Booster pump
Gauge
Permanent power supply
(with +APC on)
Flow =180l/h
FUEL SYSTEM
Chapter
LOW PRESSURE SYSTEM

Nozzle + Valve
Fuel filter
High pressure pump
Pressure
regulator
Fuel cooler
Tank
Booster pump
FUEL SYSTEM
Pressure Regulator
Chapter
Atmospheric
pressure
To tank
Calibrated pressure: 0.5

bar (relative pressure)
From booster
pump
FUEL SYSTEM
Chapter
LOW PRESSURE SYSTEM

Nozzle + Valve
Fuel filter
High pressure pump
Pressure
regulator
Fuel cooler
Tank
Booster pump
FUEL SYSTEM
FULE FILTER
Chapter
Replacement at 60.000km
Priming the system:

Ignition on during 1 minute
Bleed screw
Water trap
10
FUEL SYSTEM
HIGH PRESSURE SYSTEM
Chapter
Supply to
common rails
PCV
Pressure
regulator
Fuel return
Transfer pump
High pressure
elements
High pressure pump
VCV Volume
regulator
11
FUEL SYSTEM
High pressure pump
Chapter
VCV Volume regulator

Fuel return
Low pressure
supply
Supply to common
rails
No timing needed
No disassembly
Driven by a belt
Transfer pressure
Idle pressure
Maximum pressure
Values
4 bar
220 Bar
1650 Bar
Transfer
pump
PCV Pressure
regulator
12
FUEL SYSTEM
Chapter
High pressure elements
13
FUEL SYSTEM
Chapter
HIGH PRESSURE SYSTEM
High pressure pump
14
FUEL SYSTEM
Chapter
Common rails
Rail pressure
sensor
Die cast common rails
The rail pressure sensor cannot be removed
No resistance measurement of the sensor

15
FUEL SYSTEM
Injectors
Chapter
Piezo-electric actuators
Fuel return
coupling clip
Piezo-electric control
6-hole injectors 150m
Power supply from 90 to 160 V
Actuator resistance 200K (+/-50K)
NO disconnection when the engine is running!
Risk of serious engine damage because
of permanent injection!
16
FUEL SYSTEM
Chapter
Injectors
NO INJECTOR CLASSES TO
BE TELECODED!!!
17
FUEL SYSTEM
FUEL RETURN SYSTEM
Chapter
Fuel temp. sensor
Fuel cooler
Thermostatic valve
Tc
Tc
If fuel T <35c
High pressure pump
Fuel cooler
18
FUEL SYSTEM
Chapter
Fuel Temperature Sensor
Fuel temperature sensor
Technology: NTC probe
Fuel temp. sensor and

coupling with cooler
Purpose: allow the CMM to avoid fuel overheating

(protection of the fuel system)
2 pressure releases: T>115 then T>128c
The check valve also holds the pressure in the injector
return line (1.2 bar relative pressure)
Check valve
19
FUEL SYSTEM
FUEL RETURN SYSTEM
Chapter
Fuel temp. sensor
Fuel Cooler
Thermostatic valve
Tc
High pressure pump
Fuel cooler
20
FUEL SYSTEM
Chapter
Fuel cooler (water/diesel fuel)
Fuel / Coolant exchanger

Built-in the oil filter base, in the centre of
the V
Regulates the injector return line fuel
temperature on the coolant temperature.
21
FUEL SYSTEM
FUEL RETURN SYSTEM
Chapter
Fuel temp. sensor
Fuel cooler
Thermostatic valve
Tc
High pressure pump
Fuel cooler
22
FUEL SYSTEM
Thermostatic Valve
Chapter
To tank
To fuel filter
When fuel T < 35c

When fuel T > 40c
Injector return +
HP pump return
Attached on the central common rail
Optimizes the fuel temperature increase
Built-in thermostatic element
Transition at 35c (corresponds to 3,23 K on the
fuel temp. sensor)
23
FUEL SYSTEM
FUEL RETURN SYSTEM
Chapter
Fuel temp. sensor
Fuel cooler
Thermostatic valve
Tc
High pressure pump
Fuel cooler
24
FUEL SYSTEM
Chapter
Fuel cooler (air/diesel fuel)
Under the bodyshell

Lowers the fuel temperature by
10C (vehicle not running) and
25c (vehicle running).
25
FUEL SYSTEM
Chapter
Synthesis
Low pressure:
How is the fuel fed to the HP pump?
Booster pump + transfer pump
What is the electrical element fitted on the fuel filter?
Water trap
High pressure
How many common rails are there on the high pressure system?
3 common rails: one for each cylinder row + a central one with a pressure sensor
How many classes of injectors to be telecoded?
None
Return system
What type of exchanger is fitted on the injector return line?
Water / Fuel exchanger
What type of element ensures fuel temperature increase?
Thermostatic valve. T transition: 35c
26
AIR SYSTEM
ToC
GENERAL INFORMATION
TURBOCHARGE
VARIABLE SWIRL SYSTEM
EGR SYSTEM
FAP RICHNESS VALVE
DIAGNOSTIC
27
AIR SYSTEM
AIR SYSTEM DIAGRAM
Chapter
1. Air filter
11. Exhaust manifold
2. Mass air flowmeter with

built-in intake air temp.
sensor
12. EGR exchanger

(water/exhaust gases
exchanger)
3. Electrically controlled
turbocharger
13. Electrical EGR valve
4. RAS (air/air exchanger)
14. Pre-catalyser
upstream temp. sensor
5. FAP richness valve
15. Pre-catalyser
6. Temp. and pressure

turbocharger air sensors
16. Pre-catalyser
downstream temp.
sensor (only on rear
cylinder row)
7. Helical and tangential

intake duct
17. Oxidation catalyser

8. Swirl valve control
breather
9. Swirl valve
10. Vacuum pump
18. Particle filter

19. Catalyser
downstream temp.
sensor
20. FAP differential
pressure sensor
28
AIR SYSTEM
Chapter
Air Filter
Flowmeters
Includes the filtering cartridge.
The upper section includes:

both vents for torque-sensitive
engine mount electric valves.
both attachments for flowmeters on
front and rear cylinder rows.
Torque-sensitive engine
mount vents
29
AIR SYSTEM
Chapter
Mass Air Flowmeters
Technology: hot film, frequential signal

proportional to the air quantity.
Purpose: allow the CMM to measure the
EGR ratio.
Front and rear flowmeters identical
Built-in intake air temp. sensor (NTC

probe)
Purpose: allow the CMM to calculate the
volume of air quantity
Flow
measurement
Intake air temperature
measurement
30
AIR SYSTEM
Chapter
Turbochargers
2 turbochargers:
Smaller less inertia reduced time lag.
Maximum pressure: 1.6 bar (relative pressure).
Variable geometry: allow turbocharger operation

over a wider rpm range.
The variable geometry is controlled by an
electrical actuator.
Electrical actuator
31
AIR SYSTEM
Chapter
Variable Geometry
Operating principle:
Variation of the exhaust gases flow
section.
Variation of the exhaust gases
orientation over the turbine.
Design:
Vanes are hinged on a disk actuated

by a rod.
The position of the rod is adjusted by
the electrical actuator.
32
AIR SYSTEM
Chapter
Turbocharger Actuator
Position sensor target
d.c. motor
Same reference signal to both actuators.

The position reference is sent by the CMM
(PWM signal).
Worm screw and gear
Position feedback signal (inductive sensor)

used by the actuator.
33
AIR SYSTEM
Turbocharger Actuator
Chapter
Ground
PWM control signal
(V)
Power supply
PWM control signal

& diagnostic line
Grounding
controlled by the
actuator
(s)
Self-diagnostic by the actuator in case of blocking or internal electronic fault.
Grounding of the control signal = blocking

34
AIR SYSTEM
Chapter
RAS (Turbocharger Air Cooler)
Coolant radiator
Turbocharger Air
Cooler
A/C condenser
Air/air heat exchanger.

Lowers the temperature of the air
compressed by the turbochargers.
Increases the density of the air
entering the engine.
35
AIR SYSTEM
Chapter
Temperature Sensor
Technology: NTC probe.

Purpose: allows the CMM to know the
temperature of the air cooled by the RAS to:
adjust the pressure,
adjust the EGR ratio,
adjust richness (FAP regeneration),

Built-in the FAP richness valve.
36
AIR SYSTEM
Chapter
Turbocharger Pressure Sensor
Technology: piezo-resistive sensor.

Purpose: allows the CMM to know the turbocharger pressure to
adjust the actuator control.
37
AIR SYSTEM
Reference Pressure Calculation
Chapter
Load
Main parameters
Reference
pressure = X Bar
Engine rpm
Intake air temp.
Pa
Atmospheric
pressure
Correction parameters
Engine temp.
Turbocharger
temp.
38
AIR SYSTEM
Chapter
1st case: open loop regulation: EGR
Pressure Regulation
operating zone
The CMM controls the actuators based on cartography definition.
(Calculated reference = X bar / then PWM = X%)

The CMM does not monitor the turbocharger pressure
39
AIR SYSTEM
Chapter
Pressure Regulation
2nd case: closed loop regulation: outside
the EGR operating zone
The CMM monitors the turbocharger pressure

Le CMM modifies the PWM correspondingly
Turbocharger pressure
sensor
40
AIR SYSTEM
Chapter
De-activation Conditions
Fault on the turbocharger pressure sensor.

Fault on the atmospheric pressure sensor.
Fault detected on a turbocharger actuator.
41
AIR SYSTEM
Chapter
Variable Swirl system: reminder about the Swirl
It is the Swirl movement of the gas flow.
Exhaust
Intake
Swirl
ADVANTAGE: better air / fuel mixing
Liquid
Gaseous
DRAWBACK: losses of filling

42
AIR SYSTEM
Chapter
Variable Swirl system: operating principle
2 separated intake ducts

De-activation of the tangential duct by controlling a valve,
Increase of the flow in the helical duct increase of Swirl
tangential
duct
helical
duct
43
AIR SYSTEM
Chapter
Variable Swirl system: activation zone
(Nm)
Both ducts open
1 duct open
(tr/min)
44
AIR SYSTEM
Variable Swirl system: components
Chapter
Control
breather
Vacuum pump
Electric valve
Default setting: valve open.

Electric valve controlled by the CMM (PWM signal).
All or nothing control: no intermediate position.

45
AIR SYSTEM
EGR system: components
Chapter
Duct
EGR exchanger
Electrical
EGR valve
Exhaust
manifold
46
AIR SYSTEM
Chapter
EGR system: Exhaust Gases Exchanger
Coolant / Exhaust gases exchanger,

Lowers the temperature of the exhaust gases,
Allows a higher intake of exhaust gases.
47
AIR SYSTEM
EGR system: Electrical EGR valves
Chapter
Electrical actuator
EGR valve
EGR valve actuated by an electric motor.

Built-in position sensor.
Actuator controlled by the CMM with an PWM signal.
Cleaning phase when switching the ignition off: 10 activations.

48
AIR SYSTEM
Chapter
EGR system: Calculation of the quantity to be re-circulated
Load
Main parameters
EGR quantity = X mg/s
EGR valve position = X mm

Engine rpm
Intake air temp.
Pa
Atmospheric
pressure
Engine temp.
Correction parameters
Turbocharger
temp.
49
AIR SYSTEM
Chapter
EGR system: Closed loop regulation
Position
sensor
Flowmeter
Air flow signal: the CMM substracts the quantity of gases re-circulated.
Valve opening signal measured by the position sensor: the CMM compares the
reference position and the current position.
50
AIR SYSTEM
Chapter
EGR system: Activation zone
De-activation threshold
of the EGR re-circulation
Maximum activation threshold

of the EGR re-circulation
Activation zone of the EGR re-circulation
51
AIR SYSTEM
Chapter
EGR system: De-activation Conditions
Conditions for progressive de-activation of the EGR function:

Altitude above 1000m (atmospheric pressure (Pa) signal)
Intake air temperature higher than 45c or less than 0c
Conditions for complete de-activation of the EGR function:
FAP regeneration
Idle over a long period of time (> 1 min)
Deceleration (foot off the pedal)
Defective EGR valve
Fault on both flowmeters
52
AIR SYSTEM
FAP Richness Valve
Chapter
Intake
FAP Richness
Valve actuator
Not used for the EGR function.

Allow a mixture enrichment during FAP regenerations.
Stuffing function when stopping the engine.
Learning of lower / upper stops every time the engine is stopped.

53
AIR SYSTEM
Chapter
Air Loop Diagnostic: Turbocharging and EGR
Precautions for correct diagnostic of the air loop
Adapt the testing conditions to the system to be diagnosed.

Correct interpretation of parameters concerning:
the EGR,
the air flow,
the turbocharger pressure.
54
AIR SYSTEM
Chapter
Diagnostic of flowmeters / EGR

Test conditions:
Engine running at idle since more than 1 minute (EGR de-activated).
Diagnostic of the turbocharging pressure

Test conditions:
Engine running at 2000 rpm stabilized and partial load (open loop).
55
AIR SYSTEM
Chapter
Parameters to be interpreted for the EGR:

Current and reference
air flow (global)
EGR valve position
air flow for each cylinder
row
Air flow values 1 & 2
must be divided by
two.
56
AIR SYSTEM
Chapter
Example of parameters at idle < 1min
Current and reference air

flow (global): same values
Current and reference EGR
valve position: same values
Current and reference air flow
for each cylinder row: a
maximum +/- 80 mg/stroke
difference is acceptable
57
AIR SYSTEM
Chapter
Example of parameters at idle > 1min
Current and reference air

flow (global): same values
Current and reference EGR
valve position: same values:
about 5%
Current and reference air flow

for each cylinder row: a
maximum +/- 80 mg/stroke
difference is acceptable
58
AIR SYSTEM
Chapter
Example of failure: distorted signal from rear EGR valve position

(resistance on the signal wire)
Diagnostic on flowmeters / EGR Test conditions: idle <1min
Parameters Reading:
Comparison current/reference
values of EGR valve position: OK
values of global air flow: OK
values air flow for each cylinder
row: not OK
Conclusion: the flowmeters might be

suspected
59
AIR SYSTEM
Chapter
Diagnostic on flowmeters / EGR Test conditions: idle >1min

Parameters Reading:
values of EGR valve position: OK
values of global air flow: OK
values air flow for each cylinder
row: not OK
Conclusion: the flowmeters are not
defective the fault is on the rear
EGR valve
Note: if the disymetry between the

flowmeters is still present, invert the
flowmeters
60
AIR SYSTEM
Chapter
Diagnostic on the turbocharging pressure (after diagnostic of the

EGR system).
Test conditions: Engine running at 2000 rpm stabilized and partial load (open
loop).
This test represents the turbocharger system performance. If the pressure

measurement is less than the reference value at this stage, a fault is present.
Observation: If the test is carried during the closed loop operating cycle, the
fault will not be visible because the CMM will increase the reference pressure for
the turbochargers until it reads Pturbo = reference Pturbo
61
AIR SYSTEM
Chapter
Synthesis
Turbochargers
Can the turbocharger actuator position be checked in the Parameters Reading
menu?
No, it is an actuator internal regulation.
How is the CMM informed in case of actuator fault?
The reference PWM signal sent by the CMM is grounded by the actuator.
How is the turbocharger pressure regulated during the EGR regulation?
Open loop from pre-defined cartographies.
Variable Swirl
In what operating phase are both intake ducts open?
At idle, high load levels, high rev, no supply.
Is there a swirl valve position feedback sensor?
No, the system operates in open loop.
EGR
When is the EGR de-activated?
High loads and/or revs, idle for more than 1min, fault on EGR actuator, fault on both
flowmeters, release of the accelerator pedal.
In parameters reading, what percentage corresponds to a closed EGR valve?
5%
62
SID 201 ENGINE MANAGEMENT

ToC
CMM CONNECTORS
FUNCTIONS
REPLACEMENT
SENSORS
FUEL FLOW MANAGEMENT CYLINDER / CYLINDER
CNS STRATEGY (COMBUSTION NOISE STRATEGY)
CMM THERMAL PROTECTION

PRE/POST HEATING
63

Chapter
Engine Control Unit CMM: connectors
144 pins
Three 48-pin connectors.

64

Chapter
Engine Control Unit CMM: functions
Functions associated with the injection:

Injection management: up to 24 injections per cycle
Pre/post-heating
Air lop: turbocharging / EGR / Variable Swirl
FAP regeneration
Cylinder per cylinder fuel flow management
CNS strategy
EOBD monitoring
Diagnostic function.
65

Chapter
Engine Control Unit CMM: functions
Parallel Functions:
Engine immobilizer (ADC2)
Cooling fans control
Alternator charge
Speed regulation / limitation
Drivers information (rpm, warning indicator lights)
66

Parallel Functions : alternator charge
Excitation (PSF1)
Chapter
BSI
CMM
CMM
BSI
- A/C compressor status
- A/C system pressure
- Additional burner activation

request
- Engine rpm
- Coolant temp.
- A/C comp. activation
authorization / inhibition
Load signal
CAN IS
Battery
BB00
CMM
1320
67

Excitation (PSF1)
Chapter
Parallel Functions : Cooling Fans control

BSI
CMM
CMM
BSI

request
- Engine rpm
- Coolant temp.
Load signal
CAN IS
Battery
BB00
CMM
1320
68

Parallel Functions : Air conditioning
Excitation (PSF1)
Chapter
BSI
CMM
CMM
BSI

request
- Engine rpm
- Coolant temp.
Load signal
CAN IS
Battery
BB00
CMM
1320
69

Chapter
Engine Control Unit CMM: Replacement
Required operations:
Programming of the ADC2 code

Matching with the BSI
Telecoding ( additional heating )
Learning of the FAP richness valve and EGR valves.
70

Chapter
Sensors
71

Chapter
Sensors: Atmospheric pressure sensor
Pa
Technology: piezo-resistive sensor

Purpose: allow the CMM the fine tune the air volume calculation.
Utilization: limited turbocharger pressure (above a certain turbo rpm)
and EGR at high altitude.
72

Chapter
Sensors: Rpm sensor
Technology: Hall effect sensor square signal ferromagnetic target forced-fitted

on the crankshaft.
Purpose: determine the engine rpm and the crankshaft position.
Utilization: Quantity injected, injection point, cylinder / cylinder management,
turbocharging, EGR, pre/post-heating, torque-sensitive engine mounts, variable swirl.
It is secured on the cylinder casing blanking plate, on the flywheel side.
This sensor is not adjustable.
73

Chapter
Sensors: Cylinder reference sensor
Technology: Hall effect sensor square signal

Purpose: synchronisation of the injection point with the crankshaft position
Utilization: injection order, injection point,
74

Chapter
Sensors: Accelerator pedal position sensor

Hall effect sensor (x2)
LVV switch
connector
Spring
Technology: Hall effect sensor proportional voltage signal

Purpose: allows the CMM to determine the drivers acceleration request
Utilization: load torque request, quantities injected, injection point,

turbocharging, variable swirl , EGR, torque-sensitive engine mounts
75

Chapter
Sensors: LVV hard point switch
Switch
Technology: contact
Purpose: informs the CMM about a max. acceleration request from the driver
Utilization: de-activation of the LVV function,
76

Chapter
Sensors: Dual-function brake switch
Technology: dual switch

Purpose: informs the CMM and the BSI about the drivers braking requests
Utilization: de-activation of RVV, stop lights ignition signal

This sensor is not adjustable
77

Chapter
Sensors: Coolant temperature sensor
Technology: NTC probe proportional voltage signal

Purpose: informs the CMM about the coolant temperature
Utilization: pre/post-heating, injected flow, injection point, cooling fans control,

EGR, turbocharging, temperature indication
78

Chapter
Cylinder / cylinder regulation strategy
Improves the operating smoothness
Based on the crankshaft acceleration analysis

Operates for engine revs less than 1100 rpm.
To obtain a better engine balance, the CMM modifies the main injection by
correcting the injected flow.
79

Chapter
CNS strategy: Combustion Noise Strategy
The CNS strategy makes it possible to keep constant the

acoustical level and pollution emissions.
Objectives:
Compensate the nominal value differences of the injectors,
Compensate the injector deterioration as it is used.
Principle:
Measurement of the combustion noise.
Comparison with memorized values.
Increase or decrease of the pilot injection.
80

Chapter
CNS strategy: Measurement of the combustion noise
Knock sensor
One knock sensor for each cylinder row
Technology: piezo-electric sensor

Purpose: transmit the combustion noises to
the CMM (electrical signal)
Utilization: optimization of the pilot injection
81

Chapter
CNS strategy: comparison with memorized values
When does the CMM compares the measured combustion noises with
the reference memorized values?
Every 30 minutes under a number of conditions:
Engine coolant temp. between 80C and 100C
Engine intake air temp. above 10C
Fuel temp. between 50C and 120C
Pa above 940 hPa
Engine rpm stabilized between 1500 and 2500 rpm
Engine torque between 160 and 360 Nm
Vehicle speed above 70 km/h
Not fault memorized
82

CNS strategy: adaptation of the pilot injection
Chapter
Two corrections are memorized (applied depending on the pressure in the rail)
The correction can be positive or negative.
It represents a modification of the injector opening time.
CYLINDER #
1
4
2
5
3
6
Time ( ms )
Observation
0,0104
Correction for rail pressure values < 600 bar
0,0152
Correction for rail pressure values > 600 bar
- 0,0008
- 0,0008
0,0072
0,0152
0,0008
0,0032
0,0016
0,0040
0,0000
0,0000
83

Chapter
Thermal Protection Strategy
The power electronics controlling the injectors generates a high temperature

level within the CMM.
Should there be no correction, it could exceed 100C.
An internal temperature sensor allows activation of cooling fans when the

internal temp. exceeds 96C.
84

Chapter
Pre/post-heating System: objectives
Reduce the pollution emissions when starting the engine

Reduce the combustion noises when the engine is cold
Reduce the smoke emissions during mountain driving
85

Pre/post-heating System: activation
Chapter
Pre-heating duration:
Minimum activation time: 4s

Maximum activation time: 200s
Temperature
-30C
-10C
-5C
0C
10C
Activation of glow
plugs
22s
10s
8s
7s
0s
Illumination of the
indicator light
20s
6.5s
5s
4s
0s
Post-heating duration:
Approx. 150s for coolant temperature less than 40C
Null above 60C.
86

Pre/post-heating System: simplified diagram
Chapter
Battery power
supply via BB12
Activation request
Pre-heating indicator light
Power supply via

double relay
CAN I/S
Control signal
Glow plugs
power supply
Feedback: relay
activated
Ground
87

Pre/post-heating System: Diagnostic
Chapter
The CMM analyses the signal sent back by the pre/post-heating unit.
The feedback signal is inverted (as compared to the CMM control signal).
This function allows the CMM to detect possible relay power supply faults.
Example: control 0V / feedback 0V: the relay is not activated
Glow plugs OFF

12V
Glow plugs ON
CMM control
12V
Feedback signal
Normal operation
88
PARTICLE FILTER
ToC
Exhaust line
Regeneration synthesis
FAP synthesis
89
PARTICLE FILTER
FAP: Exhaust line
Chapter
Pre-catalysers
Catalysers
FAP
Assembly
2 pre-catalysers
Oxidation catalyser
Particle filter
90
PARTICLE FILTER
FAP: Exhaust line
Chapter
Two pre-catalyser temp.

sensors
One catalyser upstream

temp. sensor
One catalyser downstream

temp. sensor
Sensors
4 temperature sensors
Differential
pressure
sensor
Differential pressure sensor

91
PARTICLE FILTER
Chapter
FAP: Regeneration
No additional electrical consumers activated during the FAP regeneration

No intake air heater
Utilization of the intake FAP richness valve:
The FAP richness valve is controlled to reduce the air intake
Increase the richness
Increase the temperature
One post-injection
92
PARTICLE FILTER
FAP: synthesis
Chapter
C6
FAP OS disymetrical cells
Input cells
Particle filter
Output cells
Injection ECU (CMM)
SIEMENS SID201
Regeneration supervisor
FAP 2
Additive injection management
Integrated in the CMM
Additive
Eolys 176
Maintenance
FAP replacement: 180.000 km

Eolys top up: 120.000 km
93
TORQUE-SENSITIVE ENGINE MOUNTS

ToC
REMINDER ABOUT THE TORQUE-SENSITIVE ENGINE MOUNTS
OPERATING PRINCIPLE
CONTROL
DIAGNOSTIC
94

Chapter
Torque-sensitive engine mounts: Reminder
These engine mounts improve the driving comfort by limiting the vibrations
transmitted by the engine to the bodyshell,
They work from idle to 1.400 rpm,
They are pneumatically controlled by two electric valves fitted directly on the
engine mounts,
The CMM regulates the system in open loop from a specific load/rpm
cartography.
95

Chapter
Torque-sensitive engine mounts: Reminder
The standard engine mounts

bear the engine weight.
The torque-sensitive engine
mounts absorb the engine
movements when accelerating
LH standard
engine mount
RH standard
engine mount
Advantage of the vertical installation:

Enable the engine mounts to absorb engine jerks when driving on a bad
surface road.,
Benefits from a wider centre-to-centre distance to compensate the torque
when accelerating (therefore and increased lever arm, thus reduced the effort on
the engine mounts).
96

Chapter
Torque-sensitive engine mounts: rear mount efficiency

A test cell measures the load between the
engine and the chassis.
Increase from 700 to 1200 rpm

97

Chapter
Torque-sensitive engine mounts: operating principle
98
99

Chapter
Torque-sensitive engine mounts: operating principle
100
101

Chapter
Torque-sensitive engine mounts: Control characteristics
To power braking
To vacuum
reserve
Vacuum system:
Vacuum pump with two outlets (power braking
safety)
Vacuum reserve: 500 mbar (Pabsolute)
Electrical control:
Electric valves controlled by a 12V PWM
Electric valves normally open
Time lag < 7 ms
102

Chapter
Torque-sensitive engine mounts: Diagnostic
1st check:
Check for the presence of a modulated negative pressure on each vent.
103

Chapter
Torque-sensitive engine mounts: Diagnostic
2nd check:
If there is no negative pressure, check for tightness between the vacuum pump
and the vacuum reserve.
3rd check:
If there is a negative pressure on one side only, check for tightness between the
defective vent and the corresponding engine mount.
4th check:
Check for the absence of fault codes on the electric valve control.
5th check:
Check for tightness between the electric valve and the vacuum reserve.
6th check:
Check for proper connection of the electric valve.
104
ToC
THE END
105

Топливная Система Siemens Sid 201

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Топливная Система Siemens Sid 201

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What are the main components of the fuel system?

What are the main components of the fuel system?

What are torque-sensitive engine mounts and how do they work?

What are torque-sensitive engine mounts and how do they work?

HDi INJECTION

THE LOW PRESSURE SYSTEM

THE HIGH PRESSURE SYSTEM

THE FUEL RETURN SYSTEM

LOW PRESSURE SYSTEM

High pressure pump

LOW PRESSURE SYSTEM

High pressure pump

Calibrated pressure: 0.5

LOW PRESSURE SYSTEM

High pressure pump

Priming the system:

High pressure pump

VCV Volume regulator

High pressure elements

HIGH PRESSURE SYSTEM

High pressure pump

No resistance measurement of the sensor

High pressure pump

Fuel Temperature Sensor

Fuel temperature sensor

Technology: NTC probe

Fuel temp. sensor and

Purpose: allow the CMM to avoid fuel overheating

High pressure pump

Fuel cooler (water/diesel fuel)

Fuel / Coolant exchanger

High pressure pump

When fuel T < 35c

High pressure pump

Fuel cooler (air/diesel fuel)

Under the bodyshell

VARIABLE SWIRL SYSTEM

FAP RICHNESS VALVE

11. Exhaust manifold

2. Mass air flowmeter with

12. EGR exchanger

13. Electrical EGR valve

4. RAS (air/air exchanger)

5. FAP richness valve

6. Temp. and pressure

7. Helical and tangential

17. Oxidation catalyser

18. Particle filter

The upper section includes:

Mass Air Flowmeters

Technology: hot film, frequential signal

Built-in intake air temp. sensor (NTC

Variable geometry: allow turbocharger operation

Vanes are hinged on a disk actuated

Same reference signal to both actuators.

Worm screw and gear

Position feedback signal (inductive sensor)

PWM control signal

PWM control signal