DXi 11 ENGINE

AND PUMP INJECTORS

 Renault Trucks International Training

DXI 11 ENGINE
AND PUMP
INJECTORS

Dokumen training ini digunakan untuk belajar dalam RENAULT TRUCKS aftersales
network. Berisi informasi yang dibutuhkan untuk mengerti dan mampu melakukan
diagnosa pada engine DXi 11 versi Euro 3 dan Euro 4 dengan sistem injeksi
Pump injectors".

Author of document: Guillaume DURAND

Date created: July 2005
Updated by: Jérôme MARTIN
Date of latest update: February 2006

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 Renault Trucks International Training

CONTENTS PAGE

1. GENERAL............................................................................................................. 4

1.1. Technical specifications of DXi 11 engine, Euro 3........................................ 4

1.2. Technical specifications of DXi 11 engine, Euro 4........................................ 5
1.3. Power curves, Euro 3 version......................................................................... 5
1.3. Power curves, Euro 3 version......................................................................... 6
1.4. Power curves, Euro 4 version......................................................................... 9

2. MECHANICS....................................................................................................... 12

2.1. Engine bottom part:....................................................................................... 12

2.2. Engine top part: ............................................................................................. 16
2.3. Moving parts: ................................................................................................. 20
2.4. Timing:............................................................................................................ 21
2.5. Lubrication: .................................................................................................... 23
2.6. Cooling: .......................................................................................................... 28

3. FUEL FEED CIRCUIT ......................................................................................... 29

3.1. Details of fuel feed circuit: ............................................................................ 29

3.2. 2. Fuel filter holder:........................................................................................ 31
3.3. 3. Checking the feed pressure:..................................................................... 32

4. ELECTRONIC MANAGEMENT .......................................................................... 33

4.1. Presentation of system: ................................................................................ 33

4.2. Presentation and location of components for the Euro 3 version: ........... 34
4.3. Presentation and location of components for the Euro 4 version: ........... 36
4.4. EMS engine control unit................................................................................ 38
4.5. Principal functions of EMS 2: ....................................................................... 39
4.6. Pump injector:................................................................................................ 43
4.7. Operation of a pump injector:....................................................................... 44
4.8. Wiring diagrams Euro 3: ............................................................................... 50
4.9. Wiring diagrams Euro 4: ............................................................................... 53
4.10. Injection system sensors: ......................................................................... 56
4.11. EMS unit feeds and earths: ....................................................................... 59
4.12. Injection system actuators: ....................................................................... 60

5. DIAGNOSTIC...................................................................................................... 63

5.1. Fault codes..................................................................................................... 63

5.2. Programming ................................................................................................. 64
5.3. Parameters ..................................................................................................... 70

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 GENERAL
1. GENERAL

1.1. Spesifikasi Teknik Engine DXi 11, Euro 3

330 hp 380 hp 440 hp

Maximum power pada 1900 rpm 243 kW 280 kW 324 kW

Maximum torque pada 1150 rpm 1 650 N.m 1 800 N.m 2000 N.m

Jumlah cylinder 6

Diameter Bore 123 mm

Langkah piston 152 mm

Kapasitas 10.84 L

Cylinder n°1 Berseberangan dengan flywheel

Idling speed 600 (–10/+50) rpm

Max. speed tanpa beban 2 200 rpm

Max. speed dengan beban 2 200 rpm

Tipe injeksi Pump injector dengan

electronic control

Tipe timing gear Timing belakang (sisi flywheel

engine)

Berat engine dengan accessories 1115 kg

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 GENERAL

1.2. Spesifikasi Teknik Engine DXi 11, Euro 4

1.3. 370 hp 410 hp 450 hp

Maximum power pada 1900 rpm 270 kW 295 kW 331 kW

Maximum torque pada1150 rpm 1 735 N.m 1 900 N.m 2 140 N.m

Jumlah cylinder 6

Diameter Bore 123 mm

Langkah piston 152 mm

Kapasitas 10.84 L

Cylinder n°1 Berseberangan dengan flywheel

Idling speed 600 (–10/+50) rpm

Max. speed tanpa beban 2 200 rpm

Max. speed dengan beban 2 200 rpm

Tipe injeksi Pump injector dengan

electronic control

Tipe timing gear Timing belakang (sisi flywheel

engine)

Bobot engine dengan accessories 1115 kg

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 GENERAL
Kurva Power, versi Euro 3

Engine DXi 11 tersedia dalam 3 power ratings: 330, 380 dan 440 hp.

Engine 330 hp:

330 hp/243 KW engine

Maximum torque Maximum
1650 Nm pada power 321 kW
1000-1400 rpm pada 1900 rpm

1600 280
Torque in Nm

1400 260

1200 240
Power in kW
1000 220

800 200

600 180

400 160

200 140

0 120
800 1000 1200 1400 1600 1800 2000 2200

Engine speed dalam rpm

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 GENERAL
Engine 380 hp:

380 hp/279 KW engine

Maximum torque 1800 Maximum power 279 kW
N.m pada 1000-1400 pada 1800-1900 rpm
rpm

1800 300

1600 Torque in 280

Nm

1400 260

1200 240

1000 220

800 200

600 Power 180

in kW
400 160

200 140

0 120
800 1000 1200 1400 1600 1800 2000 2200

Engine speed dalam rpm

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 GENERAL

Engine 440 hp:

440 hp/321 KW engine

Maximum torque 2000 Maximum power 321 kW
Nm pada 1100-1400 rpm pada 1900 rpm

2000 320
Torque in
1800 Nm 300

1600 280

1400 260

1200 240

1000 220

Power
800 in kW 200

600 180

400 160

200 140
800 1000 1200 1400 1600 1800 2000 2200
Engine speed dalam rpm

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 GENERAL

1.4. Kurva Power, versi Euro 4

Engine DXi 11 tersedia dalam 3 power rating: 370. 410 dan 450 hp.

Engine 370 hp:

370 hp/270 KW engine

Maximum torque
1735 Nm pada 1000 Maximum power 270
-1400 rpm kW pada 1900 rpm

2000 280
Power in kW

1800 Torque in N.m 260

1600 240

1400 220

1200 200

1000 180

800 160

600 140

400 120

200 100
800 1000 1200 1400 1600 1800 2000 2200

Engine speed dalam rpm

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 GENERAL
Engine 410 hp:

410 hp/ 295 KW engine

Maximum torque 1900 Maximum power 295kW
Nm pada 1000-1400 rpm pada 1900 rpm

2000 320
Power in kW
Torque in N.m
1800 300

1600 280

1400 260

1200 240

1000 220

800 200

600 180

400 160

200 140
800 1000 1200 1400 1600 1800 2000 2200

Engine speed dalam rpm

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 GENERAL

Engine 450 hp:

450 hp/331 KW engine

Maximum torque 2140 Maximum power 331kW

Nm pada 1100-1300 rpm pada 1900 rpm

2200 Power in kW 340

Torque in N.m
2000 320

1800 300

1600 280

1400 260

1200 240

1000 220

800 200

600 180

400 160

200 140
800 1000 1200 1400 1600 1800 2000 2200

Engine speed dalam rpm

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 MECHANICS
2. MECHANICS

2.1. Komponen Bawah Engine :

Engine block:

Engine block pada engine

DXi 11 Euro 3 secara penuh
desainnya baru di antara
range engine RENAULT
Trucks.

Pada versi Euro 4, engine

block diperkuat (reinforced)
karena untuk meningkatkan
maximum power rating dan
torques yang tersedia.

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 MECHANICS

Oil sump:

Oil sump didesain menggu-

nakan composite material.
Yang diikatkan dengan 18
baut berspring untuk mem-
perbaiki ketahanan vibratior.

Fitur khusus untuk versi Euro 4:

Engine DXi 11 terpasang di Kerax

mempunyai oil sump berbeda dan reinforced.
Kapasitas oil sumpnya adalah:

- Min.: 25.5 L
- Max.: 30.5 L

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 MECHANICS

CCCV:

Daur ulang (recycling) uap oil engine (Closed CrankCase Ventilation) adalah fitur
khusus engine Euro 4.

Prinsip dari sistem ini adalah separasi uap oil. Oil yang tersaring pada sistem akan
dialirkan kembali ke oil sump, sedangkan uap oil akan dikirim ke saluran intake
manifold.

Ventilasi cylinder Oil dialirkan ke

head cover. drive turbine.

Uap oil yang

dikirim ke intake
manifold.

CCCV

Ini tersedia sebagai option dan direkomendasikan untuk aplikasi yang membutuhkan
kondisi sering berhenti (frequent stops, seperti Distribution range)

Sistem bebas perawatan.

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 MECHANICS

Description:

Gas from cylinder

head cover

Gas outlet (cleaned

gas)

Discs

Axis of rotation Pressure regulator

Separated
oil flow
Oil inlet for turbine
drive

Turbine drive
Oil return (after
separation) towards
sump

Control valve
CCCV casing

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 MECHANICS

2.2. Komponen Atas Engine:

Rocker cover:

Seperti oil sump, ocker cover telah dirancang menggunakan composite material.

Diikatkan dengan baut berspring untuk ketahan vibrasi lebih baik.

Cylinder head:

Cylinder head adalah tipe "beam" yang dicetak menjadi satu, dan 4 valve per cylinder.

Camshaft bearing dirancang offset. Mempunyai pipa tunggal untuk fuel delivery dan
jalur kembali pump-injector.

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 MECHANICS
Intake:

New on Euro 4:

Engine DXi11 Euro 4 terpasang dengan sebuah discharge valve yang dikontrol EMS
melalui sebuah solenoid valve.

Exhaust brake
solenoid valve.

Discharge
valve solenoid
valve.

Dapat dilihat bahwa discharge valve mengontrol solenoid valve yang terdapat
di solenoid valve holder pada exhaust brake.

Discharge
Euro 4 valve.
turbocharger

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 MECHANICS

Camshaft:

Sebuah overhead camshaft (dalam cylinder head) dan terdapat 18 cam.

Offset camshaft
bearings
Pump-injector:
Overhead terdapat pada
camshaft bagian tengah
valve-valve.

Rocker arm:

Rocker arm assembly adalah monobloc dan integrates saluran oil untuk pelumasan
rocker arm dan OPTIBRAKE engine brake control.

Rocker arm assembly dengan OPTIBRAKE:

OPTIBRAKE control solenoid valve

Exhaust valve
Intake valve

Exhaust rocker menyatu dengan sistem OPTIBRAKE dan selah gap (clearance)
disetel ketika lurus tanda "V1, V2, V3…V6" pada camshaft, sedangkan celah intake
rocker dan injector timing pada cylinder yang sama disetel ketika lurus tanda "1, 2,
3…6".

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 MECHANICS

Rocker arm assembly tanpa OPTIBRAKE:

Oil flow housing

Catatan: Jika truck tidak dilengkapi OPTIBRAKE, solenoid valve diganti dengan sebuah
housing yang memungkinkan oil terus mengalir kontinyuagar dapat melumasi bagian
rocker arm assembly.

Exhaust rocker adalah konvensional dan celah gap (clearance) disetel ketika tanda
"1, 2, 3…6" pada camshaft lurus, pada saat yang sama intake rocker dan injector
timing pada cylinder yang sama.

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 MECHANICS
Intake air pre-heating block:

Terletak pada inlet intake manifold, terdiri dari heated resistor (sekarang hanya se-
bagai komponen option).
Tugasnya adalah untuk memanaskan udara yang akan masuk ke combustion chambers.
Jika tidak terpasang diganti dengan sebuah single spacer.

Preheating
unit

Spacer

2.3. Moving parts:

Tipe cylinder liner adalah

"wet type removable liner".
Terdapat 2 seal coolant (warna
hitam), dan 1 seal oil (warna
violet).

Diameter crankshaft bearing

adalah: 108 mm.

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 MECHANICS
Connecting rods:

Connecting rods adalah tipe

"fracture-split type".
Connecting rod dan cap-nya
dibuat sebagai pasangan dan
dapat diidentifikasi dengan
sebuah kode 3-digit.

2.4. Timing:

Timing gears:

Hubungan timing gear terletak pada sisi flywheel engine.

Engine di-timing dengan meluruskan tanda-tanda A/B dan C/D.

Camshaft

B Power take-off
(hanya untuk truck
distribution dan
Adjustable counter construction )
gear

Air
compressor

Inner/outer
Counter gear counter gear

Steering
pump and
fuel feed Crankshaft
pump

Oil pump

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 MECHANICS
Engine flywheel dan timing housing

Timing housing iterdiri dari dua bagian: camshaft gear housing dan flywheel housing
engine.
Sealing antara dua elemen disediakan dengan sebuah special seal.

Pump-injector Camshaft gear

harness connector housing
Timing plate Engine flywheel
housing

Engine
flywheel housing
telah dilakukan
reinforced pada
versi Euro 4

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 MECHANICS

Engine flywheel:

Sensor ring untuk speed sensor dan position

sensor flywheel engine mempunyai 54 gigi,
termasuk 3 gear double teeth.
Double teeth digunakan untuk tanda yang
mengindikasikan cylinder TDC.

2.5. Lubrication:

Engine DXi 11 mendapatkan pelumasan dari sebuah gear-type pump.

Oil pressure:

Main oil distributor

Engine speed (rpm) Temperature (°C) Pressure (bar)

600 100 2

> 1100 100 2.5 to 6

Rocker arm assembly

Pressure (bar)
Engine speed (rpm) Temperature (°C) OPTIBRAKE OPTIBRAKE
activated deactivated
600 100 1.7 to 2 1.2

> 1100 100 3.4 to 3.5 1.2

Catatan: untuk memeriksa tekanan oil dengan sebuah pressure gauge, lihat
referensi dari repair manual 20107.

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 MECHANICS

Oil sump:

Casing baru terbuat dari composite material.

Kapasitas kering : 36 liter, termasuk filter

Kapsitas penggantian: 35 liter, termasuk filter

Terdapat lubang Oil gauge dan built-in oil level /

temperature sensor.

Oil pump:

Plate-type Gear pump

cooler
New oil
nozzles

Ke oil filter
Relief valve
(8.8 Bars)

Aspiration
strainer
Bracing

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 MECHANICS

Oil filter holder:

Turbo-compressor oil return

Ke plate-type cooler

Ke turbo-compressor

Return dari plate-type

cooler

Turbo filter
Oil pressure sensor
dan pressure tap

Main oil distributor filters

Valves:

Turbo filter
by-pass valve

Piston cooling
pressure regulation
valve
Oil cooling
by-pass valve

Pressure
regulation valve
Piston cooling
opening valve
Main filters
by-pass valve

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 MECHANICS

Oil communication manifold:

Return dari heat Jalur pengisian ke main Heat exchanger outlet

exchanger distributor

Jalur ke oil nozzle

manifold

Return to oil sump

Filter head inlet (oil
pump outlet)
Role of valves:

Kondisi Buka/
Nama valve Fungsi
Tutup
Mengizinkan pelumasan cepat Pressure differential
Turbo filter by-pass « sensitive » mechanical antar inlet dan outlet
valve (bearings, turbo…) dalam filter:
engine starting phase. ΔP < 1.2 bars.
Main filters by-pass
Ditto Ditto
valve
Pressure differential
Mengizinkan jalur oil cooler
Oil cooling by-pass antara inlet dan outlet
dibypass selama phase
valve oil cooler:
start dingin.
ΔP < 2.8 bars.
Pressure regulation Membatasi tekanan dalam Regulation pressure:
valve sirkuit oil. 5 bars < P < 6 bars
Mengizinkan jalur ke oil
nozzle distributor di-cut off
Piston cooling Tekanan pembukaan:
selama engine pada low rpm
opening valve 2.5 bars < P < 3 bars
agar memberi prioritas sirkuit
utama pelumasan.
Piston cooling Membatasi tekanan oil pada Regulation pressure:
regulation valve sirkuit piston cooling nozzle. P = 2.5 bars.

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 MECHANICS
Schematic diagram of filter holder:

Filter head inlet LDR / OIL EXCHANGER Distributor

(pump outlet) outlet

Oil Main oil

housing distributor

turbo Regulation Jet manifold

valve pressure
regulation

“By-pass” filter
valve Cell

Jet manifold
On/Off valve

“By-pass” filter “Full-flow” filter

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 MECHANICS
2.6. Cooling:

Water box + Water

temperature sensor + Thermostat

External water box

(truck dengan Intarder)

Water pump
digerakkan dengan drive belt

Kapasitas sirkuit Cooling system:

Cooling circuit + ZF Cooling circuit + VOITH

hanya cooling circuit
INTARDER retarder retarder
33.5 liter 51 liter 46.5 liter

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 FUEL FEED CIRCUIT

3. FUEL FEED CIRCUIT

3.1. Fuel feed circuit detil:

Low pressure circuit, sisi hisap:

Fuel dari tangki lewat menyilang pada control unit cooler (1) dan kemudian dikirim
ke water separator/water decanter filter (2) kemudian ke feed pump (3).

Low pressure circuit, discharge side:

Kemudian fuel dialirkan ke main filter (4) yang kemudian keluar ke cylinder head
dan internal pump-injector feed circuit (5).

Fuel return circuit:

Fuel return mengalir ke bagian depan cylinder head melalui sebuah residual pressure
valve (6) yang mengatur tekanan dalam feed circuit. Fuel return dialirkan ke tangki,
atau digunakan kembali ke jalur pengisian internal cylinder head block circuit.

6 Tank inlet
Tank return

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 FUEL FEED CIRCUIT
Hydraulic diagram:

Residual pressure valve

De-aeration

Bleed valve

Feed pump

Decanter
pre-filter

Cooler

Priming pump Tank

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 FUEL FEED CIRCUIT

3.2. 2. Fuel filter holder:

Untuk mem-priming fuel feed circuit, filter holder sekarang mempunyai sebuah built-in
manual pump. Dua nonreturn valve digunakan untuk mencegah udara masuk ke fuel
feed circuit ketika pelepasan fuel filter atau water decanter filter.

Fuel pressure sensor

Priming pump

Nonreturn valve

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 FUEL FEED CIRCUIT

3.3. 3. Pengecekan feed pressure:

Dimungkinkan menecek tekanan fuel (low pressure) menggunakan tool DIAG NG 3,

atau sebuah pressure gauge.
Untuk lebih jelasnya, lihat referensi repair manual 20107.

Pressure gauge check (sebelum filter):

Port ini dapat dihubungkan

dengan pressure gauge secara
parallel pada fuel filter feed
connection, menggunakan special
connections 0124 dan 7116.

Fuel pressure:

Engine speed (rpm) Pressure (bar)

600 ≥ 1.8

≥ 1200 ≥3
Full load 5 < P < 5.5

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 ELECTRONIC MANAGEMENT

4. ELECTRONIC MANAGEMENT

4.1. Gambaran sistem:

Sistem injeksi engine DXi 11 telah disesuaikan untuk memenuhi standar EURO 3
phase 1.
Seperti pada engine DXi 12, sistem injeksi terdapat pada komponen tunggal yang
terdiri dari high pressure pump dan system injector; ini komponen unik yang disebut
pump injector.

Pump injector ditempatkan langsung pada cylinder head dan dikontrol oleh sebuah
overhead camshaft. Dibandingkan sistem injeksi DCI dan EUP, pump injector dapat
mengurangi dimensi keseluruhan komponen sistem injeksi.

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 ELECTRONIC MANAGEMENT

4.2. Presentasi dan lokasi komponen engine versi Euro 3:

Pandangan sisi kiri engine DXi 11, versi Euro 3.

Engine housing
pressure sensor

Air pressure dan

Engine stop temperature sensor

Control unit
(EMS 2)

Fuel low pressure

sensor

Water present sensor

Oil level dan temperature
Fuel reheater
sensor
Bleed solenoid valve

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 ELECTRONIC MANAGEMENT
Pandangan sisi kanan engine DXi 11, versi Euro 3.

Pump injectors

Camshaft
speed sensor

Crankshaft
speed sensor

Water temperature
sensor

Oil pressure
sensor

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 ELECTRONIC MANAGEMENT

4.3. Presentasi dan lokasi komponen engine versi Euro 4:

Pandangan sisi kiri engine DXi 11, versi Euro 4.

Engine housing
pressure sensor
Engine stop

Air pressure dan

temperature sensor

CCV

Control unit
(EMS 2)

Fuel low pressure

sensor

Water present sensor

Fuel reheater Oil level dan temperature
Bleed solenoid valve sensor

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 ELECTRONIC MANAGEMENT

Pandangan sisi kiri engine DXi 11, versi Euro 4.

Pump injectors

Camshaft
speed sensor

Crankshaft speed
sensor

Water temperature
sensor

Oil pressure
sensor

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 ELECTRONIC MANAGEMENT
4.4. EMS engine control unit

EMS: Engine Monitoring System

Control unit terletak pada sisi kiri engine block. Sebuah pendingin menggunakan sistem
sirkulasi fuel yang dipasang tetap pada casingnya agar dapat mencegah komponen
elektronik dari overheating.

Connectors

Cooler

EMS 2

Power supply ke EMS 2 disediakan oleh VECU (lewat Power Relay dan paralel dengan
tachograph dan BBM) dan disetel dengan sebuah time-delay saat shut down sekitar
(10 seconds) agar sistem DATAMAX engine mendapat back-up.

Sistem EMS 2 terintegrasi dengan vehicle’s electronic architecture dan ia berko-

munikasi dengan ECU lain melalui CAN BUS J1939/1 atau J1587 COMFORT
BUS (in limp-home mode).

Catatan:

Setelah penggantian EMS 2, penting agar dilakukan programming dgn DIAG NG3.
Tanpa melakukan ini, kode immobiliser tidak dapat dikenali oleh sistem, dan tidak
mungkin dapat menstarter kendaraan.

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4.5. Prinsip kerja EMS 2:

EMS 2 mengatur parameter yang diterima dari sensor-sensor yang berbeda dan
kemudian menyesuaikan kerja sistem injeksi (injection advance, injection pres-
sure, fuel flow injected, fan speed, starter protection…).

Operation overview:

Sensors

Fan speed sensor

Camshaft sensor
Engine speed sensor Actuators
Water temperature sensor EMS 2
Oil temperature sensor
Air temperature sensor Injectors
Housing pressure sensor Fan solenoid valve
Intake pressure sensor OPTIBRAKE solenoid valve
Oil pressure sensor Water bleed solenoid valve
Accelerator pedal contact Starter relay
Fuel low pressure sensor Air preheating relay
Internal atmospheric Air preheating block
Engine stop contactor
pressure sensor
Oil level sensor
Water level sensor
Active air heating information

• Perlindungan starter motor :

Starter motor dikontrol oleh EMS 2. Menyediakan fungsi perlindungan untuk sistem
motor starter jika terjadi penggunaan yang tidak sesuai dan kemungkinan menstarting
engine dengan menggunakan remote system BBM.

Fungsi "electronic starter" mempunyai logika operasi untuk mencegah starter motor
overheating dan menghindari penyebab kerusakan padanya.

¾ Starter motor dapat memutar engine sekitar 10 detik dapat diikuti pengulangan 3
detik. Simbol dan teks akan ditampilkan selam 3 detik.

¾ Siklus ini dapat diulang 4 kali, lepaskan posisi kunci kontak dari ON tiap kali.
¾ Setelah 4 siklus, motor starter masuk dalam mode thermal protection. Simbol,
teks dan sebuah countdown akan muncul.
¾ Dengan cepat semua info ini akan hilang dari display, ada kemungkinan dapat
dicoba 2 siklus, kemudian motor starter masuk mode thermal protection lagi.

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Kondisi motor starter tidak dapat bekerja:

- Immobiliser active
- Engine running
- Reading dan verifikasi VIN di APM, VECU dan EMS
- Gearbox masuk (engaged)
- Starter motor overheating (sesuai perhitungan waktu aktif)
- Kerusakan pada sensor camshaft dan engine flywheel

Emergency mode:

Ada sebuah mode emergency yang dapat digunakan untuk mengaktifkan motor starter se-
cara manual(3 kali kontak dgn waktu kurang dari 2.5 detik). Motor starter aktif sepanjang
kunci kontak pada posisi start dan engine belum hidup.
Mode emergency tidak aktif jika immobiliser aktif, atau ada error di dalam VIN check.

Catatan: Mode emergency harus digunakan untuk compression test.

• Warm Hold (Pemanasan):

Fungsi ini aktif dengan cepat dalam kondisi menaikkan suhu engine dengan aktifkan
exhaust brake (30%) dengan engine putaran idle.

Kondisi aktivasi mode warm-up :

- Suhu udara sekitar T° < 5°c
- Kecepatan kendaraan 0 km/jam (diam)
- Pedal accelerator terbebas

Kondisi deaktivasi:
Suhu coolant : T° > 70°c

RKondisi mengaktifkan kembali:

Suhu coolant : T° < 50°c

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• Water drainage :

Fungsi ini digunakan untuk menguras keberadaan air di fuel circuit decanter (separator).
Drainage oleh gaya gravitasi (tak ada electric pump) dan electric control untuk bleed
solenoid valve.

Kondisi aktivasi:

- Kendaraan diam rem parkir aktif,

- Engine mati,
- Ada air, dilambangkan lampu indikator menyala (1),
- Tekan saklar drainage air (2).

1 2

Waktu aktivasi untuk menguras adalah : 15 seconds.

Catatan: solenoid valve control tidak dapat dioperasikan 6 menit antara 2

pengaktifan manual (lewat saklar atau DIAG DXi)

• Speed limiter:

Fungsi ini sekarang disediakan EMS. Kecepatan kendaraan diterima oleh VECU (via
CAN BUS J1939-2/3) dan ditransfer ke EMS (via CAN BUS J1939-1).
Maka akan dibandingkan antara batas setting parameter speed dan kecepatan
kendaraan untuk mengatur cut-off akselerasi engine.

Catatan: dalam seting batas speed atau pembacaan nilai, menggunakan Diag NG3.

Hall-effect
speed sensor

Vehicle speed
Vehicle limitation
set point

Engine
management

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• Cruise control:

Seperti pembatasan speed, fungsi ini disediakan oleh EMS. Saklar-saklar pengontrol
untuk CRUISE CONTROL terhubung ke VECU. Kecepatan kendaraan diterima
oleh (via CAN BUS J1939-2/3).
Nilai seting driver’s speed ditransfer ke EMS oleh VECU (via CAN BUS J1939/1).
Kemudian EMS mengatur akselerasi dan deselerasi engine untuk menjaga posisi
nilai seting speed.

Kondisi aktivasi :

- Vehicle speed lebih tinggi dari 30 km/h,

- Saklar "ON/OFF” (1) diposisikan ke ON,
- Tekan "S-" (2) untuk record speed sekarang.

Kondisi deaktivasi sesaat :

- Tekan pedal rem,

- Gunakan tuas retarder.

Kondisi pengaktifan kembali : press "R+" (2).

Kondisi deaktivasi total : saklar “ON/OFF” (1) posisikan ke OFF.

1 2

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4.6. Pump injector:

Pump injector adalah DELPHI tipe E3 ; yang tersusun secara vertical, pada bagian pusat
cylinder head, diantara keempat valve.

Terdiri dari tiga bagian utama.

A. Pump,
B. Actuator,
C. Injector.

Injector ditahan pada tempatnya di atas

cylinder head oleh sebuah clamp down pada
bagian permukaan fork (1) dan bagian lebih
bawah dipisahkan dari cooling circuit oleh
sebuah copper bush (2) dan O-ring (3).

Terdapat sebuah galeri (4) mengelilingi

pada setiap injector yang terisi dengan fuel
dan dirapatkan oleh 2 O-ring (5 and 6).

Pada pabrik dan setelah diuji di test bench,

tiap pump injector mendapat sebuah kode
kalibrasi. Kode kalibrasi 6 injectors dicatat
didalam EMS, maka didapatkan jumlah fuel
yang disemprotkan dan timing injeksi sama
pada tiap engine.
Diantara keuntungan lain, feature ini menjamin
bahwa emisi gas buang akan sesuai.
Didekat konektor injector ada 3 set kode 1
penomoran. Part number (1), kode kalibrasi
(2) dan serial number (3). 3

2
Catatan :

Jika penggantian satu injector atau lebih, EMS harus diprogram dengan kode injector
baru ("kode kalibrasi"). Untuk melakukan pemograman kode kalibrasi ini dibutuhkan special
tool DIAG NG 3.

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4.7. Cara kerja pump injector:

Pump injector digerakan oleh camshaft engine melalui rocker arm. Sebuah pump-
injector tipe E3 terdiri dari sebuah unit pump dan sebuah injector yang dikontrol secara
elektrik.

Komponen pump-injector:

Pump element
piston

Pump element
body

Pressure solenoid
valve (SV)

Body of solenoid
valves

Injection control
solenoid valve (NCV)

Injector control piston

chamber

Injector control piston

Injector

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Fase pengisian:

Diagram Hidraulik :

SV
Pressure solenoid valve (SV) dan
injection control solenoid valve
(NCV) tidak diberikan arus, normally
open.

Pump piston bergerak keatas oleh tekanan

return spring; fuel kemudian bersirkulasi
dari pump element ke injector.
NCV
Injector tertutup.

Diagram Skematik :

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Fase penaikan tekanan:

Diagram Hidraulik:

Pressure solenoid valve (SV) dioperasi-

SV
kan oleh EMS and menutup; injection control
solenoid valve (NCV) tidak diberikan arus,
normally open.

Digerakkan oleh camshaft, pump

piston bergerak kebawah dan meng-
kompres fuel.
NCV
Tekanan pada ujung injector meningkat.
Injector masih tetap tertutup.

Diagram Skematik:

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Fase penginjeksian:

Diagram Hidraulik: Pressure solenoid valve (SV) dan

injection control solenoid valve (NCV)
dan dioperasikan oleh EMS.

SV Pressure solenoid valve (SV) tertutup.

Injection control solenoid valve

(NCV) pada posisi membocorkan. Tekanan
akan turun secara tiba-tiba di dalam
piston chamber, menyebabkan piston naik
dan akibatnya mengangkat injektor.
NCV
CATATAN: Durasi injeksi tergantung pada
waktu pengontrolan dari injection control
solenoid valve (NCV).

Diagram Skematik:

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Gambar ilustrasi fase injection:

Pump piston movement

Injection pressure

Injector lift

Solenoid valve SV

Solenoid valve NCV

Catatan: fase pre-injection digunakan saat idle untuk mengurangi noise emission dari
engine DXi11.

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Pengontrolan injector diukur dengan oscilloscope:

A. Saat idle:

B. Dalam pengaturan tertentu:

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4.8. Wiring diagrams Euro 3:

Diagram 1/2:

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Diagram 2/2:

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Key to diagram 1/2:

B105 Engine stop control

C019 Boost air temperature and pressure sensor assembly
C020 Boost air temperature sensor
C021 Boost air pressure sensor
C022 Engine oil level sensor
C024 Engine oil pressure and temperature sensor assembly
C067 Engine speed sensor on engine flywheel
C068 Engine speed sensor on camshaft
C084 Engine oil temperature sensor
C096 Speed range selector pressure sensor
C133 Engine cooling fan speed sensor
G002 Engine management control unit
V101 Injector solenoid valve, cylinder number 1
V102 Injector solenoid valve, cylinder number 2
V103 Injector solenoid valve, cylinder number 3
V104 Injector solenoid valve, cylinder number 4
V105 Injector solenoid valve, cylinder number 5
V106 Injector solenoid valve, cylinder number 6
V109 Engine cooling fan speed regulation solenoid valve
Z003 Engine fan regulator assembly

Key to diagram 2/2:

C023 Engine oil pressure sensor

C048 Engine cooling circuit temperature sensor
C088 Engine coolant level sensor
C109 Water present in fuel sensor
C132 Engine booster pressure sensor
C150 Engine block interior pressure sensor
G002 Engine management control unit
N001 Fuel reheater resistor N°2
N004 Air preheating resistor
S501 Air preheating relay
V021 OPTIBRAKE engine brake solenoid valve
V023 Exhaust brake solenoid valve
V052 Splitter solenoid valve
V053 Rail relay control solenoid valve
V054 Rail relay and range splitter control assembly
V108 Air dryer bleed solenoid valve
Z001 Fuel reheating assembly

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4.9. Wiring diagrams Euro 4:

Diagram 1/2:

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Diagram 2/2:

New !

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B105 Engine stop control

C019 Boost air temperature and pressure sensor assembly
C020 Boost air temperature sensor
C021 Boost air pressure sensor
C022 Engine oil level sensor
C024 Engine oil pressure and temperature sensor assembly
C067 Engine speed sensor on engine flywheel
C068 Engine speed sensor on camshaft
C084 Engine oil temperature sensor
C096 Speed range selector pressure sensor
C133 Engine cooling fan speed sensor
G002 Engine management control unit
V101 Injector solenoid valve, cylinder number 1
V102 Injector solenoid valve, cylinder number 2
V103 Injector solenoid valve, cylinder number 3
V104 Injector solenoid valve, cylinder number 4
V105 Injector solenoid valve, cylinder number 5
V106 Solenoid valve, injector cylinder number 6
V109 Engine cooling fan speed regulation solenoid valve
Z003 Engine fan regulator assembly

Key to diagram 2/2:

C023 Engine oil pressure sensor

C048 Engine cooling circuit temperature sensor
C088 Engine coolant level sensor
C109 Water present in fuel sensor
C132 Engine booster pressure sensor
C150 Engine block interior pressure sensor
G002 Engine management control unit
N001 Fuel reheater resistor N°2
N004 Air preheating resistor
S501 Air preheating relay
V021 OPTIBRAKE engine brake solenoid valve
V023 Exhaust brake solenoid valve + turbocharger discharge valve solenoid valve
V052 Splitter solenoid valve
V053 Rail relay control solenoid valve
V054 Rail relay and range splitter control assembly
V108 Air dryer bleed solenoid valve
Z001 Fuel reheating assembly

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4.10. Sensor-sensor sistem injeksi:
Sensor-sensor dapat memperoleh common power supply. Kegagalan satu sensor atau power supply dapat menyebabkan banyak error.

Sensors Type Role / Operation Diagram Control values

1: Power supply 5.00 V
Casing gas Alerts the driver in the event 2: Output signal (3.00 at
pressure sensor Piezoresistive of a mechanical engine atmospheric pressure 110
(C150) failure. Kpa)
4:ECU earth

Driver alert in the event of 1: Power supply 5.00v

Oil pressure inadequate oil pressure. No 2: Output signal (3.06V at
Piezoresistive
sensor (C023) oil pressure gauge on idle, Oil P =434 KPa)
dashboard. 4:ECU earth

Use Diag DXi

Fan speed sensor
Camshaft (C068)
and engine
flywheel (C067)
sensors
Monitors fan speed. In the
Hall effect event of a fault the fan is 5: Power supply 5 V
sensor engaged. 2: ECU earth
3: Square signal
(0=>5V=>ect.)
Sensors know the engine Resistance check:
speed and the position of the 0.9 < R < 1 Kohms
crankshaft in order to adapt voltage check under starter:
injection advance or know the
Inductive U AAC ≈ 0.4V AC
firing order.
U crankshaft ≈ 2,35V AC
Airgap E check:
Can start with a single - AAC: 0.65 < E < 1.35mm
sensor. - Crankshaft: 1 < E < 2mm

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Driver alert when there is

1:Power supply 5 V
inadequate pressure in the
2:Pressure signal
Fuel pressure fuel low pressure circuit. As
Piezo 4: ECU earth
sensor (C132) soon as a pressure failure is
detected, the driver is
Use Diag DXi for full check.
alerted.
Driver alert when there is
water present in the fuel.
Water present
Electrodes Enables authorisation to Use Diag DXi for full check.
sensor (C109)
bleed the water.

Resistances (at 20°C):

• 1.3 < R < 1.5 kΩ
Oil temperature Hot wire and Alert and maintenance
• R12 = 12.5 Ω (sensor
and level sensor variable calculation function.
removed)
(C024) resistance
Output voltage (at 20°C):
U34 = 2.6 V
Enables injection to be Resistances:
stopped by pressing the
STOP button fitted on the • Contact closed:
Engine stop (B105) Contactor engine. This contact cannot R ≈ 0.8 Ω
prevent starting and cannot • Contact open:
shut down the engine when R = Opened Line (OL)
the vehicle is running.
Piezo Enables fuel flow to be
Atmospheric
integrated corrected depending on Use Diag DXi for full check. Atmospheric pressure
pressure
into ECU altitude. Can cause smoke.

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Coolant temperature
Speed range
selection sensor
(C096)
Air pressure (C021)
and air temperature
(C020) sensor
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Engine temperature
Resistance (at 20°C):
display and alert
• 1.8 < R34 < 2
Variable resistance function and
kΩ
adaptation of injection
advance.
Resistors:
Tells the EMS2 the
position of the low • Contact closed:
Pressure switch
range relay R = 0.8 Ω
preselection switch. • Contact open:
R = Opened Line (OL)
Adapts flow and
injection advance. The Temperature
5V power supply is Resistance:
shared with the fan 1 < R < 1.5 kΩ
Piezo and variable sensor. This can
resistance cause the fan to be 1: ECU earth
engaged 2: Temperature signal
continuously ; an open 3: Power supply 5V
circuit could cause 4: Output signal
smoke at the exhaust.
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4.11. EMS unit feeds and earths :

Power supplies Role / Operation Diagram

The EMS power supply is

Positive provided through the power
relay operated by the VECU.
This relay also supplies the
power to some actuators.

The EMS earth is divided

Negative
over several channels.

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4.12. Injection system actuators:

The actuators controlled by the EMS are operated via the earth.

Type /
Actuators Role / Operation Diagram Control values
Location

Resistances:

Each injector has 2 control • R12 = 1.5 Ω

solenoid valves (SV and • R34 = 1.8 Ω
NCV).
Power supply voltages:
The solenoid valves are
controlled by an inrush • Inrush: U = 50 V
Solenoid
Injectors current of 9.5 A and 3.5 to 4.5 • Holding: U = 12 to
valve
A in the holding phase (50 V 24 V
then 12 to 24 V).
Control currents:
A cylinder test is available.
• Inrush: I = 9.5 A
• Holding: I = 3.5 to 4.5
A

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The solenoid valve built

Solenoid into the pre-filter enables
Water drain
valve under the draining of the water
(V108)
pre-filter detected by the water
present sensor.

Solenoid Enables fan speed

Fan control valve regulation. An open circuit
(V109) integrated engages the fan
into fan continuously.

Enables the activation of

the air preheating if the Use Diag DXi for full
Relay temperature is below check.
Air preheating located in 20°C. The power feed is
battery box monitored by the EMS by
means of a diagnostic
wire.

Relay
Enables the starter to be
Starter motor located near
checked by the EMS
starter motor

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Solenoid
valve Enables the modulation of
Retarder on
located on the air pressure for
exhaust (V021)
the engine opening/closing the flap on
and on valves Use Diag DXi for full
block on the the exhaust (see engine
(V023) check.
intake side section) or the activation of
or under the the compression brake on
cylinder the valves.
head cover

This resistor is not

controlled by the EMS, but
Heated
is activated by a thermal
Fuel reheater resistor
switch at below about 6°C.
(N001) located in
Attention: Do not leave
the pre-filter
switched on without fuel in
the pre-filter

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5. DIAGNOSTIC

5.1. Fault codes

This test is used to view all active or inactive faults. See below for an explanation of
the fault types (FMI).

FMI type Designation (in accordance with SAE standard)

0 Data valid but above normal operational range.
1 Data valid but below normal operational range.
2 Data erratic, intermittent or incorrect.
3 Voltage above normal or shorted to high source.
4 Voltage below normal or shorted to low source or grounded circuit.
5 Current below normal or open circuit.
6 Current above normal or grounded circuit.
7 Mechanical system not responding properly.
8 Abnormal frequency, pulse width or period.
9 Abnormal update rate.
10 Abnormal rate of change (high).
11 Failure mode not identifiable.
12 Bad intelligent device or component.
13 Out of calibration.
14 Special instructions.
15 Reserved for future assignment.

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5.2. Programming

In normal operation:
When programming, it is imperative to:
1. Connect DiagNG3 to the mains
2. Connect the VCI by cable to DiagNG3
3. The truck batteries must be correctly charged
This will avoid any communication failure that could damage the EMS unit.

Select menu "2-Engine with

suspension and equipment", line:
"MID 128 ECU, programming", then
click the arrow to go into
programming.

Click the "start" button to start programming.

There are two possibilities:

1. Replace the software only.
2. Replace the EMS unit.

In both cases, start programming with the old unit

connected to the harness.
(This is in order to retrieve the customer parameters)
REMINDER:
Customer parameters: Not stored on the server. (Modified
locally)
Vehicle parameters: Stored on the server. (Modified via the
network)

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Before starting, validate the 7 preliminary conditions by ticking them.

1. To replace the software only: Do not switch off; click directly on OK.
2. To replace the EMS unit: Disconnect the old unit (Control module) and connect
the new unit. Switch back on and click OK.

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The system asks for the static

password. (Obtained at the
"Diagnostic DXi" training course)

If the password is too old (more

than two months’ old) the system
will automatically ask you to
change it.

The system will retrieve the

software allocated to the chassis
number from the server via the
network.
Initially, the software will be
stored in DiagNG3.

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At this stage, the software is

being written to the EMS unit.
Time required (indication): 20 to
40 minutes.

Parameterisation:
In the example above, the system did not retrieve
the customer parameters at the first stage.
They are therefore recorded in the new software
with their original values.

REMINDER:
Customer parameters: Not stored on the server.
(Modified locally)
Vehicle parameters: Stored on the server.
(Modified via the network)

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The system offers to print a label. (See

example)
There must be a printer connected to
DiagNG3.
Reference for label paper: 9998574.

After being recorded on the work card,

the operation is finished.

The EMS unit is now programmed.

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Intermediate storage mode

As with all the units connected to the J1587-1, the EMS software is available in
intermediate storage to allow programming onto a vehicle away from the facilities,
and that cannot be connected to the network.

Storage is a 3-stage process:

1: Downloading with facility to send back unused software files
2: Programming into the vehicle
3: Sending the report

The downloaded software will be stored temporarily on the DiagNG3 hard disc for a
maximum period of 28 days.
After 21 days an alert message will warn the user that a software file has not yet
been used.

The software concerned (same ECU, same vehicle) will be blocked and therefore
unavailable to another user throughout the time of the operation.

Each downloaded file can be used on the vehicle concerned, or sent back to the
central system if it is not used.
A used file should be the subject of a user report confirming that it has been
programmed into a vehicle.
NOTE: you can download up to 50 software files for one or more vehicles.

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5.3. Parameters

A number of parameters can be customised. These

parameters are as follows:

• AIZ: consom. Carburant, pourcentage calib.

(Fuel consum. Calib. Percentage)
Used to modify the calculation and display of the consumption on the display unit in
order to correspond to the actual consumption.

• DX – DN: parameters not used by Renault Trucks

• AIS to AIX:
Calibration of injectors, value to be modified each time an injector is replaced. The
parameter value is found on the injector connector.

• AJ: RSL diff, activé/désactivé

(RSL diff, activated/deactivated)
Activates the function enabling a lower vehicle speed limitation if the gear engaged is
not the last gearbox ratio. To be used in combination with parameters 9G, 9H and
DV.

• 9G: RSL diff, démultip. rapport sup

(RSL diff, higher ratio reduc.)
Ratio (as %) between engine speed / gearbox output speed for the last gearbox
speed.

• 9H : RSL diff, démultip rapport sup suivant

(RSL diff, next higher ratio reduc.)
- Ratio (as %) between engine speed / gearbox output speed for the speed
immediately below the last speed.
- To go from the normal maximum vehicle speed to the speed informed by the
DV parameter, the EMS calculates the ratio: engine speed / gearbox output
speed = gear ratio and applies the following logic:
- -if gear ratio >= (9G+9H)/2 then the reduced limit vehicle speed is applied
(DV)
- -if gear ratio < (9G+9H)/2 then the normal limit vehicle speed is applied.

• DV: RSL diff, vit véhic max rapport sup suivant

(RSL diff, max veh. speed next higher ratio reduc.)
Maximum vehicle speed on all ratios except the last when the function is activated by
the AJ parameter.

• DP: vit véh max RSL proprio/client

(max veh speed proprietary/cust RSL)
Permanent under-limitation of vehicle speed.

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REMEMBER! THIS DOCUMENT IS A TRAINING AID.

FOR INFORMATION ON SERVICE INTERVALS,

REPAIR PROCEDURES, CONTROL VALUES,
TIGHTENING TORQUES AND DIAGNOSTIC
PROCEDURES, PLEASE REFER TO THE AFTER
SALES DOCUMENTS (WORKSHOP MANUALS,
SERVICE HANDBOOKS, ASSEMBLY GUIDES,
TECHNICAL NOTES, ETC) FOR THE VEHICLES
CONCERNED.

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