Sistema de Combustible Con Inyector Bomba PDE y EDC S6. Descripción de Funcionamiento

Scania CV AB 2004, Sweden
1 714 486
03:04-09
Issue 1 en
Fuel system with unit injector PDE
and EDC S6
Function Description
EDC
S6
1
3
5

2
6
1
Contents
Important .................................................................................. 3
General .................................................................................. 4
The path of the fuel................................................... 5
Fuel quantity and injection timing............................ 7
Components in the fuel system Feed pump ................................................................ 8
Hand pump ............................................................... 9
Fuel manifold.......................................................... 10
Pressure relief valve................................................ 10
Unit injector............................................................ 11
Fuel filter ................................................................ 17
EDC Overview ................................................................ 18
Components on the engine ..................................... 19
Components in the driver area................................ 32
Warning system...................................................... 38
Interaction with other systems................................ 42
Contents
03:04-09

Scania CV AB 2004, Sweden 3
Important!
The safety precautions and warnings in the work
description must be read thoroughly before any
work is carried out.
Using only the function description as a basis
for the work is not permitted.
Important
4

Scania CV AB 2004, Sweden 03:04-09
General
A fuel system with EDC, Electronic Diesel
Control, and unit injectors PDE, Pumpe- Dse-
Einheit, consists besides the fuel lines and a
fuel tank of the following parts.
1 A feed pump
2 A hand pump
3 An electronic control unit
4 A fuel filter
5 One unit injector, of type PDE, per cylinder
6 A fuel manifold
7 a pressure relief valve
The fuel system also includes an electronic
control system. The control system consists of
besides the control unit the unit injector
solenoid valves, sensors and other control
units, among other things. More information
about the electronic control system can be
found in the section EDC.
General
03:04-09

The path of the fuel
The feed pump 1 draws fuel from the fuel tank
and presses it through the fuel filter 2 and into
the fuel manifold 3.
A hand pump 4 is located on the feed pump. The
hand pump is used to bleed the fuel system.
There is an overflow valve 5 on the fuel
manifold. The pressure relief valve constantly
regulates the fuel pressure. When the pressure is
too high, the pressure relief valve opens, so that
the excess fuel is returned to the fuel tank.
The fuel rail distributes the fuel to the unit
injectors in each cylinder head. The EDC
control unit controls when the unit injectors are
to inject the fuel into the cylinders.
Any excess fuel returns to the fuel tank via an
unpressurised return line in the fuel manifold.
1
3
4

1
1
7
2
5
4 1
3
6

Schematic diagram of the fuel system
1 2 3
D
4
E 5
A
B
C
A
6 1
3
4

5
4
0
1 Feed pump
2 Hand pump
3 Fuel filter
4 Cylinders
5 Fuel tank
6 Fuel duct for return and excess fuel
A Check valve
B Gear pump (feed pump)
C Safety valve
D Overflow valve
E Drain union
03:04-09

Fuel quantity and injection
timing
Each unit injector consists of a pump element, a
solenoid valve and a nozzle. In this way, it is
possible to control the fuel injection for each
individual cylinder.
EDC, Electronic Diesel Control, is the
electronic system that controls both how much
fuel each unit injector should inject into the
cylinder and also when the unit injector should
inject the fuel. This control of the injection
means that we can optimise the combustion,
which in turn leads to cleaner exhaust gases and
lower fuel consumption. The EDC system
described in this booklet is designated S6.
The control unit is the brain of the EDC system.
The control unit processes the information both
from the sensors and the components that are
part of the EDC system and also from the
control units in other systems. When the control
unit has processed the information, it then
transmits signals to the unit injectors. The
signals control the injection of the fuel.
The EDC system makes possible such functions
as cruise control, hand throttle, speed limiter,
smoke limiter and a special cold start
programme.
Fuel quantity and injection timing
8

Components in the fuel system
Feed pump
The gear-type feed pump is positioned on the
rear end of the air compressor and is driven by
the crankshaft of the compressor.
Its capacity is adjusted to deliver the right
pressure and flow rate to all unit injectors.
The hole drilled in the flange of the feed pump is
used to indicate leaks.
Feed pump location
1
3
4

5
9
0
03:04-09

Hand pump
The hand pump is positioned on the rear end of
the feed pump and is used for bleeding the fuel
system. On buses, the hand pump is positioned
so that it is easily accessible through the rear
engine compartment door.
Location of the hand pump on the feed pump on
trucks.
1
3
4

5
8
8
Location of the hand pump on buses.
10

Fuel manifold
The fuel manifold distributes the fuel into the
unit injectors for each cylinder head. The fuel
manifold is fastened with banjo screws that are
connected to the return line to the fuel tank.
Pressure relief valve
The pressure relief valve is positioned on the
fuel manifold.
The pressure relief valve controls the supply
pressure in the fuel system.
Pressure relief valve location on trucks
1
3
4

1
6
2
03:04-09

Unit injector
General
There is one unit injector for each cylinder. The
unit injector is positioned in the centre of the
cylinder head between the four valves.
The unit injector is a pump element forming a
single unit with the injector nozzle. It is driven
by the engine camshaft. The drive is transferred
from the camshaft via a roller tappet, pushrod
and rocker arm to the unit injector.
Any excess fuel remaining in the unit injector
after combustion returns to the fuel tank via the
excess fuel duct (A).
A fuel duct passes through the valve housing
which has a constant flow of fuel. The fuel that
flows through the unit injector operates like
coolant in the unit injector. The heated fuel
returns to the fuel tank via the fuel duct for
return fuel (B).
1 Pump section
2 Injector section
3 Valve housing
A Excess fuel duct
B Fuel duct for return fuel
12

The unit injector consists of three main parts.
Pump section, containing cylinder and
plunger, corresponding to the pump element
in an injection pump.
Injector section, with nozzle sleeve, nozzle
needle and spring.
Valve housing, with an electromagnetically
controlled fuel valve.
The lower part of the unit injector is fitted in a
steel sleeve with copper washer resting against
the bottom of the cylinder head, similar to an
ordinary injector.
The upper part of the unit injector, with
compression spring and valve housing, is
located above the cylinder head. Injection
timing and the amount of fuel to be injected are
determined by the control unit. The control unit
controls the electromagnetic fuel valve in the
unit injector valve housing.
The opening duration of the injector (injector
timing) determines the amount of fuel that is
injected into the cylinder.
Any excess fuel from the unit injector flows to
the fuel manifold via the duct in the cylinder
head. The fuel then runs into the return duct in
the fuel manifold via a banjo union in the
overflow valve and back to the fuel tank.
03:04-09

Filling phase
During the filling phase, pump plunger 2 moves
up to its highest position.
The highest point of the cam on the camshaft
has passed and the roller tappet is moving
towards the camshaft base circle.
Fuel valve 1 is in the open position and fuel can
flow into the barrel from fuel duct 3.
Filling continues until the pump plunger reaches
its highest position.
1 Fuel valve
2 Pump plunger
3 Fuel duct, inlet
4 Fuel duct, outlet
1
2
3
1
3
4

1
4
1
4
14

Spill phase
The spill phase begins when the camshaft has
moved on to the position in which the cam on
the camshaft starts to press pump plunger 2
down by means of the roller tappet, pushrod and
rocker arm.
The fuel can now flow through fuel valve 1,
through the hole in the unit injector and out
through fuel duct 4.
The spill phase continues as long as fuel valve 1
remains open.
1 Fuel valve
2 Pump plunger
3 Fuel duct, inlet
4 Fuel duct, outlet
1
3
4

1
4
2
1
2
3
4
03:04-09

Injection phase
The injection phase begins when fuel valve 1
closes. The fuel valve closes when voltage is
applied to the solenoid valve. The cam on the
camshaft continues to press pump plunger 2
down by means of the rocker arm and injection
takes place since the passage through the fuel
valve is closed.
The injection phase continues as long as fuel
valve 1 remains closed.
1 Fuel valve
2 Pump plunger
3 Fuel duct, inlet
4 Fuel duct, outlet
1
3
4

1
4
3
1
2
3
4
16

Pressure reduction phase
Injection stops when fuel valve 1 opens and the
pressure in the unit injector drops below the
nozzle's opening pressure.
The fuel flows through the open fuel valve 1, the
hole in the unit injector and out through fuel
duct 4.
It is the closed or open position of the fuel valve
which determines when injection should begin
and end.
The length of time the fuel valve remains closed
determines the amount of fuel that is injected
during each pump stroke.
1 Fuel valve
2 Pump plunger
3 Fuel duct, inlet
4 Fuel duct, outlet
1
3
4

1
4
4
1
2
3
4
03:04-09

Fuel filter
The fuel filter is an insert filter with one filter
element. The filter element is secured to the lid
and when the filter is removed, the filter housing
drains automatically.
Fuel filter location
1
3
4

5
8
7
In and outlets of the fuel filter on trucks
1 Bleeder nipple
2 Intake
3 Outlet
4 Return to fuel tank
5 Return from fuel manifold
In and outlets of the fuel filter on buses
1 Bleeder nipple
2 Intake
3 Outlet
4 Bleeder nipple (used when the fuel tank is
too high for the other bleeder nipple to be
used.)
18

EDC S6
Overview
The figure below illustrates the components and
systems with which the EDC control unit
communicates. Communication with certain
components takes place via the coordinator.
3 4
5
6
1
7 8
2
PDE
1
3
4

2
5
3
9
1 Two engine speed sensors
2 Charge air pressure and temperature
sensor
3 Coolant temperature sensor
4 Oil pressure sensor
5 Unit injector solenoid valves, one per
cylinder.
6 Coordinator that connects the EDC
control unit to the components in the driver
area.
7 Control unit for Opticruise
8 Control unit for Retarder
9 Control unit for ABS/TC and EBS
Overview
03:04-09

Components on the engine
Engine speed sensors, T74 and T75
1 Engine speed sensor 1, T74
2 Engine speed sensor 2, T75
1
3
4

5
9
1
T74 T75
Engine speed sensor location. The detail shows
some of the holes in the flywheel that are
detected by the engine speed sensors.
There are two engine speed sensors in the EDC
system, engine speed sensor 1 and engine speed
sensor 2. The sensors are inductive. This means
that they only produce signals when the engine
is running. The signal strength varies
significantly, depending on the air gap between
the sensors and the flywheel as well as on the
engine speed. The EDC system performs an
assessment of the signal strength at different
engine speeds. If the signal strength becomes
too low, a fault code is generated.
Both engine speed sensor 1 and engine speed
sensor 2 read the position of the flywheel. This
means that the system cannot determine which
of two possible revolutions the engine is at, i.e.
whether cylinder 1 or cylinder 6 is at the ignition
position for example. Every time the engine is
stopped and the voltage cut off, the engine
position is stored. Next time the voltage is
switched on, the stored position of the engine is
used to determine which revolution the engine is
at. When the engine has started, a system check
is performed to verify that the stored position is
correct.
20

The EDC control unit receives signals from both
engine speed sensors. If the control unit receives
a faulty signal or no signal at all from either of
the engine speed sensors, the engine torque is
limited for safety reasons. If the control unit
receives a correct signal, the engine will behave
normally again.
If the control unit receives a faulty signal or no
signal at all from both engine speed sensors, the
engine cannot be started. If the engine is
running, it will be turned off.
The engine speed sensors detect the holes in the
flywheel when the flywheel rotates and send
pulses to the control unit for each hole. This
allows the control unit to calculate where in the
operating cycle the engine is. The control unit
senses and compares the engine speed at
combustion in each cylinder. The control unit
seeks to keep the acceleration from each
cylinder constant by adjusting the fuel volume
individually for each cylinder.
The interval between two of the holes is greater
than the intervals between the remaining holes.
When the control unit senses that this larger
interval passes the sensor, it knows that the
flywheel is in a specific position in relation to
top dead centre (TDC UP).
If the control unit detects any faults, one or more
fault codes are generated.
Engine speed sensor connections to EDC
control unit E44.
2 1
T 74 T 75
2 1
1 2 1 2
1
1
8

0
8
0
E44
n n
A5 A6
03:04-09

Charge air pressure and temperature sensors, T47
Sensor location
1
3
4

5
6
7
T47
The sensors for charge air pressure and
temperature are integrated into one single
component. Both sensors are described in more
detail on the next page.
Sensor connection to EDC control unit E44.
1 2 3 4
1
1
8

0
8
1
T 47
1 2 3 4
E44
P/
A10
22

Charge air pressure sensor
The charge air pressure sensor detects the
absolute pressure in the intake manifold, i.e. the
atmospheric pressure plus the positive pressure
provided by the turbocharger.
The EDC control unit uses the signal from the
sensor to limit the fuel volume when the charge
air pressure is under a certain level. The lower
the pressure, the less fuel the control unit allows
to go out to the unit injectors. In this way black
smoke is avoided.
The control unit reads the voltage from the
sensor. The signal voltage is directly
proportional to the charge air pressure. A high
pressure gives a high voltage and vice versa.
Depending on factors such as throttle actuation,
engine speed, engine acceleration and charge air
temperature, the control unit will expect a
certain value for the charge air pressure. The
deviation between the current charge air
pressure and the pressure expected by the
control unit can be read off using Scania
Diagnos.
If there are any faults in the signal, a fault code
is generated. The control unit will then operate
according to a pre-programmed pressure value.
As a safety precaution, the engine torque is then
limited.
Charge air temperature sensor
The charge air temperature sensor detects the
temperature in the intake manifold. The EDC
control unit uses the signal from the sensor to
finely adjust the fuel quantity so that black
smoke is not produced. The warmer the charge
air, the less fuel the control unit allows to go out
to the unit injectors.
The sensor is of the NTC type, which means that
its resistance is temperature dependent. If the
temperature increases, the resistance in the
sensor drops.
If the voltage is outside a certain range, the
control unit will operate according to a pre-
programmed temperature value, and a fault code
will be generated at the same time.
The engine will then react more slowly than
normal when actuating the throttle in cold
weather, as the EDC control unit thinks that the
air is warmer than it really is.
03:04-09

Coolant temperature sensor, T33
Coolant temperature sensor location
1
3
4

1
6
6
T33
The coolant temperature sensor affects the fuel
volume and injection timing when starting the
engine and when the engine is cold. It also
affects the engine idling speed and maximum
engine speed when the engine is cold and the
engine power when it is too warm.
If the coolant temperature sensor senses that the
engine is cold when attempting to start (cold
start), the following will occur. If the engine
does not start within 2 seconds, the fuel quantity
injected will successively increase until the
engine starts.
Directly after a cold start, the engine speed is
limited to 1000 rpm in order to protect the
engine, the engine idling speed is raised to
600 rpm.
The length of time engine speed limitation is
engaged varies depending on the coolant
temperature:
The engine idling speed returns to normal when
the coolant has reached 20 - 60C (the
temperature limit differs between engine types).
Below +10C 30 seconds
Above +20C 3 seconds
Coolant temperature sensor connections to EDC
control unit E44.
1 2
T 33
1 2
1
1
8

0
8
2
E44 A7
24

In certain engines, the engine power is limited
when the coolant temperature exceeds 104C.
Refer to diagram. The engine power is limited
so that the engine does not overheat, and a fault
code is generated at the same time.
The control unit reads the voltage from the
sensor. If the voltage is outside a certain range,
the control unit will operate according to a pre-
programmed temperature value.
The engine will then have poorer cold-start
characteristics and will emit more white smoke
in cold weather.
104 106
100
o /
o
o
C
1
1
8
4
8
8
03:04-09

Oil pressure sensor, T5
The oil pressure sensor registers the pressure of
the engine oil.
The EDC control unit reads the voltage from the
sensor. If the signal voltage is outside a certain
range, the oil pressure sensor on the instrument
panel will show 0 bar, regardless of engine
speed, and a fault code will be generated at the
same time.
The EDC control unit expects a certain oil
pressure depending on the engine speed. Below
1000 rpm, the oil pressure should be at a certain
level. Over 1000 rpm the oil pressure should be
at a higher level, in order to provide sufficient
oil pressure for piston cooling, etc. If the oil
pressure is below the permitted value, the oil
pressure lamp comes on. The oil pressure lamp
therefore lights at different pressure levels
depending on the engine speed.
Oil pressure sensor location
1
3
4

1
6
7
T5
Oil pressure sensor connection to EDC control
unit E44.
3 2 4
1 2 3 4
1
1
8

0
8
3
T 5
E44
P/
A9
26

EDC control unit, E44
Engine control unit location
1
3
4

5
8
5
E44
The EDC control unit collects information
which is processed into signals that control the
fuel volume and injection timing solenoid
valves.
We know that the electrical system of the
vehicle has a system voltage of +24 V and is
earthed via the chassis.
The control unit converts the system voltage to a
lower voltage of approximately 5 V, which it
supplies to sensors, etc. These sensors are
always earthed through the control unit.
The control unit can be configured using Scania
Programmer. For example, a maximum speed
can be set up.
Every time the control unit is configured, the
date and VCI identification number are stored in
the memory of the control unit. This is the
equivalent of security sealing.
03:04-09

Sensor group
Coolant temperature sensor, T33, charge air
pressure sensor, T47 and charge air temperature
sensor T47 form one sensor group. This means
that the voltage supply from the control unit is
common to both sensors. If, for example, one
sensor is short-circuited it may also affect the
other.
The sensor group includes:
Coolant temperature sensor, T33
Charge air pressure sensor, T47
Charge air temperature sensor, T47
Power supply to sensors
1
3
4

1
1
8
T33
E44
A7 A10
1
T47
1 4
1 1 4
P
28

EDC control unit, connections
The EDC control unit is connected to the other
EDC systems in the vehicle via connectors A
and B. See illustration.
1
2
3
5
7
6
8
9
10
4
5 4 3 2 1
2 1 2 1
2 1 2 1
10 9 8 7
B
6
5 4 3 2 1
5 4 3 2 1
5 4 3 2 1
10 9 8 7 6
1
2
3
5
7
6
8
9
10
4
5 4 3 2 1
2 1 2 1
2 1 2 1
10 9 8 7
A
6
5 4 3 2 1
5 4 3 2 1
5 4 3 2 1
10 9 8 7 6
1
3
4

1
4
7
03:04-09

How the pins are connected is shown below.
Connectors Pin
A1 1 Power supply, +24 V to the solenoid valve for cylinder 2,
(V16).
A1 2 Power supply, +24 V to the solenoid valve for cylinder 5,
(V28).
A1 3 Not used.
A1 4 Not used.
A1 5 Not used.
A1 6 Earthing of the solenoid valve for cylinder 2, (V16).
A1 7 Earthing of the solenoid valve for cylinder 5, (V28).
A1 8 Not used.
A1 9 Not used.
A1 10 Not used.
A2 1-10 Not used.
A3 1-2 Not used.
A4 1-2 Not used.
A5 1 Input signal from engine speed sensor 1, (T74).
A7 1 Input signal from the coolant temperature sensor, (T33).
A7 2 Earth for coolant temperature sensor, (T33).
A8 1-2 Not used.
A9 1 Not used.
A9 2 Voltage supply, +5 V to the oil pressure sensor, (T5).
A9 3 Input signal from the oil pressure sensor, (T5). The control
unit detects the voltage level between pins 3 and 4.
A9 4 Earth for oil pressure sensor, (T5).
A9 5 Not used.
A10 1 Supply voltage, +5V to the charge air pressure and
temperature sensor, (T47).
30

A10 2 Input signal from the charge air pressure sensor, (T47). The
control unit detects the voltage level between pins 2 and 3.
A10 3 Earthing of charge air pressure and temperature sensor,
(T47).
A10 4 Input signal from the charge air temperature sensor, (T47).
The control unit detects the voltage level between pins 3 and
4.
A10 5 Not used.
B1 1 Voltage supply, +24 V to the control unit.
B1 2 Earth connection for the control unit to chassis.
B1 3 Input signal +24 V from the starter lock (when the key is in
the drive position).
B1 4 Not used.
B1 5 Not used.
B1 6 Voltage supply, +24 V to the control unit.
B1 7 Earth connection for the control unit to chassis.
B1 8 Not used.
B1 9 CAN communication, H lead
B1 10 CAN communication, L lead
B2 1 Power supply, +24 V to the solenoid valve for cylinder 1,
(V14).
(V26).
B2 3 Not used.
(V15).
B2 5 Not used.
B2 6 Earthing of the solenoid valve for cylinder 1, (V14).
B2 7 Earthing of the solenoid valve for cylinder 4, (V26).
B2 8 Not used.
B2 9 Earthing of the solenoid valve for cylinder 3,(V15).
B2 10 Not used.
B3 1-2 Not used.
B4 1-2 Not used.
Connectors Pin
03:04-09

B5 1-2 Not used.
B6 1-2 Not used.
B7 1-2 Not used.
B8 1-2 Not used.
B9 1-5 Not used.
B10 1-5 Not used.
Connectors Pin
32

Components in the driver area
The components in the driver area belong to the
coordinator. The EDC control unit will then only
receive a CAN message about the status of the
component. The components are described in
the function description for the coordinator.
Below is a short description of how the EDC
control unit uses the information from the
coordinator.
Accelerator pedal sensor
The EDC control unit receives a CAN message
from the coordinator about the position of the
accelerator pedal. The EDC control unit uses the
information to control the fuel volume and
injection timing solenoid valves.
Control for cruise control S51
from the coordinator about the cruise control
settings. The EDC control unit interprets the
information as a desired vehicle speed or a
desired engine speed and then regulates the
vehicle speed or engine speed.
Brake pedal switches
from the coordinator about the status of the
brake pedal switches. The control unit uses the
information to control certain functions, e.g.
Cruise control.
Clutch pedal switch
from the coordinator about the status of the
clutch pedal switches. The control unit uses the
information to control certain functions, e.g.
Cruise control.
03:04-09

Tachograph O4
from the coordinator about the vehicle speed.
Vehicle speed sensing is a pre-condition for
certain functions, e.g. Cruise control and Speed
limitation.
If the EDC control unit does not have any
information on the vehicle speed, it operates
according to the pre-programmed speed of
15 km/h.
Warning lamp for EDC, W27
The EDC control unit sends information to the
coordinator about whether the indicator lamp
should be lit or not.
The indicator lamp lights for a few seconds
when the ignition is switched on to ensure that it
works.
When the engine is switched off, the indicator
lamp comes on while the EDC control unit
carries out a functional check of the EDC
system. When the check is complete, the lamp
goes out.
When the engine is running, the warning lamp
should normally be off. If there is a fault in the
EDC system, the warning lamp comes on.
If the indicator lamp flashes continuously and
the vehicle cannot be started, a serious fault has
occurred in the control unit. It will then be
impossible to establish contact with the control
unit. The control unit must be renewed.
34

Cruise control
Cruise control
Note: Set the switch to the OFF position when
the cruise control is not in use. In the ON
position the cruise control may be engaged by
mistake.
Below is a description of the cruise control
functions.
Connection
The road speed must be at least 20 - 35 km/h
(the speed limit varies between engine types) for
cruise control to be used.
1 Set the switch to ON.
2 Drive at the desired road speed. Press ACC
or RET to engage the cruise control and
then release the accelerator pedal.
Setting the road speed

Alter the set road speed using ACC or RET.
Release ACC/RET when the desired road speed
is attained.
Pressing and releasing once alters the road speed
by 1 km/h.
ON Engaged
OFF Disengaged
ACC Accelerate
RET Decelerate (reduce vehicle speed)
RES Resume selected speed
0
3
_
0
7
6
7
03:04-09

Deactivation
The cruise control is disengaged by activating
one of the following:
Retarder or exhaust brake
The cruise control switch. Press it gently
towards OFF (the spring-loaded position).
Brake pedal
Clutch pedal
Accelerator pedal - greater vehicle speed
than the set value for at least 30 seconds
Resuming the set speed
After braking for example, it is easy to quickly
select the previous road speed by pressing RES.
The previously set value is stored until the
engine is switched off or a new value is selected.
36

Hand throttle
The hand throttle is used to set the desired
engine speed, e.g when operating a crane. It is
set via the cruise control. The hand throttle can
be used in stationary vehicles and when driving
at low speed, maximum 10 km/h.
If the vehicle is to be driven, a gear must be
engaged and the clutch pedal released before the
hand throttle can be used.
Connection
1 Put the cruise control switch in the ON
position.
2 Press RES, the engine will maintain the
previously selected engine speed.
3 Press ACC or RET to select a new engine
speed.
4 Then press RES for at least three seconds to
store the engine speed.
The engine speed remains stored until a new
value is set, even when the engine is switched
off.
Switching over to idling speed
Press OFF
or
depress the brake or clutch pedal
or
activate the exhaust brake or the retarder.
0
3
_
0
7
6
7
03:04-09

Idling speed adjustment
The engine idling speed can be adjusted
between 500 and 700 rpm. It is adjusted via the
cruise control. Generally speaking, the idling
speed should be the lowest speed at which the
engine runs smoothly.
When adjusting it, the brake pedal must be
depressed and the engine should be warmed up
(coolant temperature more than +40C).
1 Run the engine until it reaches normal
operating temperature.
2 Put the cruise control switch in the ON
position.
3 Depress the brake pedal and keep it
depressed until the engine speed is set.
4 Press RES for at least three seconds. This
will set the basic setting 500 rpm
5 Adjust the desired idling speed by pressing
ACC or RET. Every press corresponds to
10 rpm.
6 Press RES for at least three seconds. The
engine speed is now set.
7 The brake pedal can now be released.
The idling speed remains stored until a new
value is set, even when the engine is switched
off.
38

Warning system
General
Warning lamp for EDC, truck
1 2
1
0
6
4
4
8
EDC
If a fault occurs in the EDC system, one or more
of the following measures will be carried out by
the EDC control unit, depending on what the
fault is.
The warning lamp for EDC comes on. It
will often go out on its own when the fault
ceases. However, certain faults require the
ignition to be switched off and on, or the
engine to be stopped and restarted, for it to
go out.
Functions like cruise control and hand
throttle are disengaged.
Torque is limited.
When idling, the engine runs at a slightly
higher engine speed than normal.
The engine is switched off.
The engine will be forced to idle.
The control unit carries out the above measures
in order to prevent the fault causing expensive
damage and at worst leading to uncontrolled
throttle actuation.
If the engine is not turned off, the vehicle can
often be driven to a workshop. It should be
remembered, however, that the system has less
than normal safety margins, especially if engine
output is reduced.
Warning system
03:04-09

Shutdown test
Every time the engine is switched off, the EDC
control unit carries out a special test of the EDC
system. While this shutdown test is running, the
warning lamp is lit. When the check is complete,
the following occurs: The control unit switches
off and the lamp goes out. The control unit
receives battery voltage all the time.
If the control unit discovers a fault during the
shutdown test, the warning lamp will come on
the next time the engine is started, even if the
fault is no longer present. The control unit must
carry out a fault-free shutdown test before the
warning lamp goes out.
Warning system
40

Fault codes
When the control unit discovers a fault, or
something which it interprets as abnormal, it
generates a fault code. The warning system can
generate approx. 125 different fault codes. One
flashing code in EDC S6 corresponds to several
different fault codes.
Arrangement of flashing codes
The flashing codes which are flashed out by the
diagnostics lamp are arranged in a certain way.
The long flashes -1 second - shown first
represent tens. The shorter flashes - 0.3 seconds
- that follow represent units.
The example to the right symbolises flashing
code 25.
1
0
6
1
5
7
A single very long flash of 4 seconds indicates
that no fault codes are stored in the memory.
1
0
6
1
5
8
Warning system
03:04-09

Fault code memory
The EDC control unit memory has sufficient
capacity to store a maximum of 40 fault codes.
The fault codes are stored in two different places
in the control unit. Erasing with the diagnostic
switch erases the fault codes that are flashed on
the diagnostic lamp.
However, the fault codes will remain stored in
another memory that can only be accessed using
Scania Diagnos. Scania Diagnos can be used to
see how many times each fault has occurred;
this information can be valuable with a loose
connection for example. Scania Diagnos is used
to erase both fault code memories at the same
time.
Limp-home mode
If the accelerator pedal sensor potentiometer
fails, a fault code will be generated in the
coordinator. A fault code will also be generated
in the EDC control unit to report that there is a
fault in the coordinator. The vehicle can,
however, be driven to the nearest workshop in
limp-home mode. Limp-home mode is activated
by releasing the accelerator pedal once so that
the EDC control unit is aware that the throttle
actuation switch works.
When the accelerator pedal is then depressed the
throttle actuation switch is closed. The closed
throttle actuation switch gives a throttle
actuation equal to half of full throttle.
When the accelerator pedal is released, the
engine will run at idling speed.
If the idling switch is faulty the engine will run
at 750 rpm.
Warning system
42

Interaction with other systems
ABS/TC and EBS
The ABS/TC system influences the EDC system
and vice versa.
The ABS/TC control unit continuously senses if
one of the driving wheels is spinning. TC engine
control is activated when the driving wheels
spin and the throttle actuation is then reduced,
irrespective of the accelerator pedal position,
until they cease to spin.
from the coordinator about the position of the
accelerator pedal. The EDC control unit
forwards information about the accelerator
pedal position to the ABS/TC control unit.
The EBS and ABS/TC control units
communicate with the EDC control unit in the
same way.
Opticruise
Opticruise influences the EDC system and vice
versa.
The Opticruise control unit continuously
receives information from the EDC control unit
about data such as engine speed or accelerator
pedal position. The EDC control unit receives a
CAN message from the coordinator about the
position of the accelerator pedal.
During gear changing, the Opticruise control
unit takes control of the EDC system and
controls throttle actuation.
03:04-09

Exhaust brake
The exhaust brake influences the EDC system,
but not vice versa.
When the exhaust brake is activated, a message
is sent to the EDC control unit, which then
deactivates the cruise control.
When the exhaust brake is activated via the
brake pedal, the fuel supply is switched off.
Retarder
The retarder influences the EDC system and
vice versa.
When the retarder is activated, a message is sent
to the EDC control unit, which then deactivates
the cruise control.
If the accelerator pedal is depressed while the
retarder is activated, the retarder will
immediately be deactivated and the vehicle will
respond to the accelerator pedal.
44

PWM signals
Note: A PWM signal cannot be reliably
measured using an ordinary multimeter. Instead,
use the fault codes to locate the cause of any
possible malfunctions.
PWM means that a signal is Pulse Width
Modulated.
The PWM signal is a square wave with a
constant frequency (T). The voltage level (U) is
also constant; the variable is the activation time
calculated as a percentage of each cycle (the
cycle is shown as 100% in the illustrations).
The PWM signal transmits very accurate
information.
U
T
10%
100% 1
0
6
1
5
9
U
T
100%
90%
1
0
6
1
6
0
03:04-09

CAN communication
Note: Bodywork builders and coachbuilders
must not connect their own systems to the CAN
network without the approval of Scania. If any
other equipment other than the factory fitted
equipment is connected, safety and reliability
can be affected.
Note: It is not possible to measure or check
CAN messages with a multimeter either. Use the
fault codes to locate the cause of any possible
malfunctions.
CAN is an abbreviation of Controller Area
Network. CAN communication is used to reduce
the number of cables in the vehicle and at the
same time increase reliability. The
communication circuit consists of two cables,
CAN H (High) and CAN L (Low).
Several different systems are connected to these
two cables and in this way form a network.
CAN communication is used for example
between EDC, ABS/TC, EBS, the retarder,
Opticruise and the coordinator.
In simple terms, CAN communication is rather
like radio. The data messages that travel along a
CAN cable can be compared to radio waves that
travel through the air.
When listening to the radio, the receiver is set so
that one radio station is heard at one time. Only
one station is heard, even though many other
radio stations are transmitting simultaneously.
A control unit does approximately the same with
the messages that travel through a CAN cable. It
listens, for example, for information from the
EDC control unit concerning the coolant
temperature, receives this value and uses it in its
calculations.
The control unit receives several CAN messages
- which are sent through the communications
EDC
ABS/TC
OPTICRUISE
COO EBS
1
1
6

7
5
7
circuit - in a special memory. This memory may
be compared to a number of radio receivers that
are all on but set to different radio stations to
listen to several radio programmes
simultaneously. In this way, the control unit
continuously senses what is happening.
03:04-09

03:04-09

03:04-09


Sistema de Combustible Con Inyector Bomba PDE y EDC S6. Descripción de Funcionamiento

Caricato da

Informazioni sul documento

Descrizione originale:

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

Sistema de Combustible Con Inyector Bomba PDE y EDC S6. Descripción de Funcionamiento

Caricato da

Copyright:

Formati disponibili

Scania CV AB 2004, Sweden

Potrebbero piacerti anche