Version of 8/01/2002 CONTENTS INTRODUCTION 1 COMMON RAIL SYSTEM STRUCTURE 2 DIAGNOSTIC TOOL FUNCTIONS 3 DIAGNOSIS ON THE VEHICLE 4

Transcription

1 Version of 8/01/2002 CONTENTS INTRODUCTION 1 COMMON RAIL SYSTEM STRUCTURE 2 DIAGNOSTIC TOOL FUNCTIONS 3 DIAGNOSIS ON THE VEHICLE 4 FAULT CODES AND CHECKS 5 FAULTS NOT DETECTED BY THE SYSTEM 6 TECHNICAL INFORMATION 7 Delphi Diesel Systems UK Ltd Publication N : DDNX125(EN) 75/05.01/PP i

2 NOTATIONAL CONVENTIONS AND ABBREVIATIONS A/C - Air Conditioning. AOS - Anti-Oscillation Strategy. AP - Accelerator Pedal. BPP - Brake Pedal Position. BRC - Battery Voltage and Harness Resistance Check. CAN - Controller Area Network. Cd - Command. CHT - Cylinder Head Temperature (Coolant Temperature). CKP - Crankshaft Position. CMP - Camshaft Position. CNS - Combustion ise Sensor. CRIS - Common Rail Interface Specification. CPP - Clutch Pedal Position. C2I - Individual Injector Correction. DLC - Data Link Connector. DTC - Diagnostic Trouble Code. ECU - Electronic Control Unit. EEC - Engine Electronic Controller. EGR - Exhaust Gas Recirculation. EMC - Electro-magnetic Compatibility. EOBD - European On Board Diagnostic. FAP - Particles Filter. FIE - Fuel Injection Equipment. FTS - Fuel Temperature Sensor. Gap - The gap corresponds to the two missing teeth that are not machined on the flywheel. HSD - High Side Drive of the Injector Command Circuit. IAT - Intake Air Temperature. ICU - Injection Control Unit. IMV - Inlet Metering Valve. Limp home - Recovery action that keeps the engine speed at 1300 rpm without pedal control. It allows the driver to move his vehicle until the next safe area. LSD - Low Side Drive of the Injector Command Circuit. MAF - Mass Air Flow. MAP - Manifold Absolute Pressure. MDP - Minimum Drive Pulse. NVM - n-volatile Memory. OC - Open Circuit. PATS - Passive Anti Theft System. Power latch - Stand by of the DCU after Key Off, continues Power Supply to the DCU for a set time after Key Off. PPH - Pre-Post Heat. Pulse - Duration of the Electric Signal sent to the Injector (in µs). RPS - Rail Pressure Sensor. SC+ - Short Circuit to Vbatt. SC- - Short Circuit to Ground. SC - Short Circuit (Between Two Lines). VAN - Vehicle Area Network. Vext - Sensor Supply Voltage. VGT - Variable Geometry Turbocharger. Produced by: Delphi Diesel Aftermarket Operations Stratford Road Shirley, Solihull Tel.: (44) (0) B90 4DT, UK Fax: (44) (0) ii

3 CONTENTS 1 INTRODUCTION 1.1 Parts Supplied by DELPHI COMMON RAIL SYSTEM STRUCTURE 2.1 Electronic Architecture of the System Twin box architecture Functions controlled by the EEC Functions controlled by the ICU Communication Interfaces Communication between ICU and EEC Communication between EEC and diagnostic tool ICU Power Supply Power up Power shut down Diagnostic Plug ICU Inputs / Outputs Common Rail System Variables Dynamic snapshots DIAGNOSTIC TOOL FUNCTIONS 3.1 Read DTCs Read Dynamic Snapshots Command Actuators Read Fault Flags Enter C2I Definition of the C2I Injector replacement ICU Replacement Download C2I DIAGNOSIS ON THE VEHICLE 4.1 Method Connection to the vehicle Electric Failure Solving Check the connection to the sensor / actuator Check the ICU connection Check the EEC conne ction Looking for an open circuit (OC) Looking for a short circuit between two lines (SC) Looking for a short circuit to ground (SC-) Looking for a short circuit to Vbatt (SC+)...21 iii

4 CONTENTS 5 FAULT CODES AND CHECKS 5.1 List of DTCs Relevant to the ICU List of fuelling related DTCs not relevant to the ICU Fault Trees...26 DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC DTC Table of Symptoms vs DTCs FAULTS NOT DETECTED BY THE SYSTEM 6.1 Table of Symptoms vs Failure TECHNICAL INFORMATION 7.1 Resistance Values Wiring Diagrams Focus Mondeo Component Location...76 iv

5 INTRODUCTION This manual contains all information required to perform efficient diagnosis of the Common Rail system fitted on the Ford Duratorq TDCI series of engines. Caution: This manual contains only data relevant to parts supplied by DELPHI DIESEL SYSTEMS. Remark: The DELPHI Common Rail system is described in the manual Principles of operation. 1.1 PARTS SUPPLIED BY DELPHI The system consists of: - A high-pressure pump that is fitted with Inlet Metering Valve, Fuel Temperature Sensor and venturi. - Four electronically controlled injectors. - A spherical rail fitted with the high-pressure sensor. - Five high-pressure pipes. - The ICU (Injection Control Unit). - The fuel filter. Caution: The rail pressure sensor must not be removed from the rail. The high-pressure pipes need to be replaced after each removal. 1-5

6 INTRODUCTION 1-6

7 COMMON RAIL SYSTEM STRUCTURE 2.1 ELECTRONIC ARCHITECTURE OF THE SYSTEM Twin box architecture This engine is fitted with a twin box electronic architecture. It means that two electronic control units control the system: - The first control unit is called the EEC (Engine Electronic Controller). It is supplied to Ford by Visteon. - The second control unit is called ICU (Injection Control Unit). 2-7

8 COMMON RAIL SYSTEM STRUCTURE Functions controlled by the EEC Inputs The EEC (19) receives signals from the following sensors: - Intake Air Temperature (IAT). (2). - Cylinder Head Temperature (CHT). (3). - Manifold Absolute Pressure (MAP). (4). - Mass Air Flow (MAF). (5) - Accelerator Pedal (AP). (6) - Clutch Pedal Position switch (CPP). (7). - Brake Pedal Position switch (BPP). (8). - Passive anti-theft system (PATS) Outputs The EEC drives the following actuators: - EGR solenoid valve. (9). - Air shut off throttle solenoid valve. (10). - Boost pressure solenoid valve. (11). - Air shut off throttle vacuum diaphragm unit. (12). - EGR valve without EGR position sensor. (13). - Pre/post heat module. (14). - Instrument cluster. (15). - Glow plug lamp. (16). - Air conditioning compressor and cooling fan. (17) Functions The EEC performs the following tasks: - EGR valve position. - Air conditioning activation. - Pre-post heat activation. - Cooling fan activation. - Variable vane turbocharger position according to engine running conditions. - Dash board lamp activation. - It also determines the fuel demand, the injection timing and the rail pressure according to the running conditions recorded by the previous sensors or transmitted by the ICU via CRIS. - It also controls the idle speed using closed loop by comparing the idle target and alternator load (18), determined by the EEC, and the engine speed, calculated by the ICU and transmitted to the EEC via CRIS. - The EEC controls the cylinder balance and sends an individual fuel demand for each cylinder to the ICU. This individual fuel demand contains the common fuel demand determined by the EEC according to the engine running conditions and the individual fuel offset that is determined by the cylinder balance strategy. Unlike other single box applications where the fuel demand is common to every cylinder. The cylinder balance correction is directly made on the injector drive pulse. As the cylinder balance is not managed by the ICU, this strategy can not be used to detect an injector locked in closed position as it is done on single box applications. This means that there is no detection of mechanical injector failure resulting in no injection of fuel into the cylinders. - The EEC manages recording of the DTC and all other diagnostic functions. 2-8

9 COMMON RAIL SYSTEM STRUCTURE Functions controlled by the ICU Inputs The ICU (28) receives signals from the following sensors: - Rail pressure sensor (RPS). (22). - Fuel Temperature sensor (FTS). (25). - Combustion noise sensor (CNS). (26). - Camshaft Position sensor (CMP). (23). - Crankshaft Position sensor (CKP). (27) Outputs The ICU drives the following actuators: - Fuel injectors. (20 and 21). - Inlet metering valve (IMV). (24) Functions The ICU performs the following tasks: - It determines the engine position and speed according to the signals received from the camshaft position sensor and the crankshaft position sensor. - It controls the rail pressure in closed loop by comparison between the rail pressure demand determined by the EEC and the rail pressure feedback measured by the rail pressure sensor. - It determines the start angle of the pulse that is sent to the injectors according to the timing demand determined by the EEC, the C2I that contains the initial Minimum Drive Pulse (MDP) of each injector and the successive corrections of the MDP that are performed by the accelerometer update strategy. - It determines the duration of the pulse that is sent to the injectors according to the fuel demand determined by the EEC, the rail pressure feedback measured by the rail pressure sensor, and stores the C2I that characterises the initial hydraulic performances of each injector. - It performs the accelerometer update strategy. This strategy involves periodically measuring the start of combustion using an accelerometer sensor that detects the noise generated by combustion. The purpose is to measure, and compensate for the drift of each injector. - It manages the fuel injection system fault logging. 2-9

10 COMMON RAIL SYSTEM STRUCTURE 2.2 COMMUNICATION INTERFACES Communication between ICU and EEC The two boxes are linked by a specific interface called CRIS (Common Rail Interface Specification). This link is a kind of CAN. It allows fast communication between the two electronic control units. In order to ensure safe engine management, periodic checks need to be performed by the system: - At any time, whether the engine is rotating or not, Upon transmission of an EEC request, the EEC expects to receive an ICU response within a short time period. Correspondingly, upon transmission of an ICU request, the ICU expects to receive an EEC response within a short time period. If either controller fails to receive a response within the expected time preriod after sending a request, it shall abort whatever operation was in progress. - As soon as the engine is rotating, the EEC uses a crosschecking facility to check correct operation of the ICU and the ICU uses a crosschecking facility to check correct operation of the EEC. This crosschecking facility periodically compares the ICU s calculated engine speed value with the EEC s own crankshaft speed measurement. If a speed difference above 200 erpm is detected by either controller, a system failure is raised and the appropriate recovery action is taken. To cater for possible controller resets due to low battery voltage during engine starting, different criteria are applied to detect the loss of periodic transmissions. This strategy ensures that low battery voltage (which is a normal operating condition) does not result in faults being raised. This crosschecking facillity necessitates two separated crank position sensors on the flywheel Communication between EEC and diagnostic tool The diagnostic tool can not be connected directly to the ICU. It must be connected to the EEC via the 16 pin OBD connector that is fitted under the steering wheel. Communication between the diagnostic tool and the EEC is made according to SCP (Standard Communication Protocol) requirements. This communication protocol is completely different from Key Word 2000 that is used by other car manufacturers. This is why some functions of the diagnostic tool may be slightly different on this application. The only diagnostic services available for this application are : - Read dynamic snapshots - Read DTCs - Read Fault flags - Test actuators - Write C2I ICU CRIS EEC SCP DIAGNOSTIC TOOL 2-10

11 COMMON RAIL SYSTEM STRUCTURE 2.3 ICU POWER SUPPLY The main power connection to the ICU supplies the electronics, the sensors and the actuators driven by the ICU. This supply is switched by a single relay, under the control of the EEC Power up System behaviour at power up is as described below. Power to EEC EEC init. 150 ms max Power to ICU switch device Switch device delay 10 ms Power to ICU Time Power shut down At key-off the EEC sends a Request Shutdown message to the ICU. When the ICU has completed its shutdown activities such as storing non-volatile data, it responds with a Shutdown Acknowledge. Then, the EEC switches off the relay. Caution: Before disconnecting the ICU, the EEC or any other electronic component of the Common Rail system (actuators or sensors), wait for the end of the power latch. ICU CRIS EEC RELAY Power Supply Control BATTERY 2-11

12 COMMON RAIL SYSTEM STRUCTURE 2.4 DIAGNOSTIC PLUG The diagnostic plug is a 16 pin OBD type. It is located in the passenger compartment, under the steering wheel Pin Number Description 2 SCP bus + 4 Chassis ground 5 Signal ground 6 CAN + (Mondeo only) 10 SCP bus - 13 FEPS 14 CAN - (Mondeo only) 16 Vbatt 2-12

13 COMMON RAIL SYSTEM STRUCTURE 2.5 ICU INPUTS / OUTPUTS PIN ALLOCATION - CH BLOCK: Pin Function Pin Function Pin Function Pin Function A1 t Used A2 t Used A3 t Used A4 t Used B1 t Used B2 t Used B3 t Used B4 ISO-K C1 t Used C2 t Used C3 t Used C4 t Used D1 t Used D2 t Used D3 t Used D4 Digital Crank BCPS E1 t Used E2 t Used E3 t Used E4 t Used F1 t Used F2 t Used F3 t Used F4 t Used G1 Vbat (Power-In 1) G2 t Used G3 t Used G4 0VRF (Gnd In 1) H1 t Used H2 t Used H3 t Used H4 0VRF (Gnd In 2) PIN ALLOCATION - CMI BLOCK: Pin Function Pin Function Pin Function Pin Function A1 t Used A2 t Used A3 t Used A4 Injector-1-HSD B1 t Used B2 t Used B3 t Used B4 Injector-1-LSD C1 t Used C2 t Used C3 t Used C4 Injector-2-HSD D1 Rail-P-Supply D2 Rail-Pressure (Input) D3 Rail-P-Rtn D4 Injector-2-LSD E1 Cam-Supply E2 Cam-Sensor E3 Cam-Rtn E4 Injector-3-HSD F1 Engine-Accel-Ret F2 Crank-Angular-Sens F3 Crank-Rtn F4 Injector-3-LSD G1 Engine-Accel G2 Fuel-Temperature G3 Fuel-Temp-Rtn G4 Injector-4-HSD H1 t Used H2 t Used H3 t Used H4 Injector-4-LSD J1 t Used J2 t Used J3 t Used J4 t Used K1 Screen1 K2 t Used K3 t Used K4 t Used L1 Screen2 L2 t Used L3 t Used L4 t Used M1 Screen3 M2 t Used M3 t Used M4 Inlet-MeterValve PIN ALLOCATION - CME BLOCK: Pin Function Pin Function Pin Function Pin Function A1 t Used A2 t Used A3 CAN-L A4 CAN-H B1 t Used B2 t Used B3 t Used B4 t Used C1 t Used C2 t Used C3 t Used C4 t Used D1 t Used D2 t Used D3 t Used D4 t Used E1 t Used E2 t Used E3 t Used E4 t Used F1 t Used F2 t Used F3 t Used F4 Boot (Input) G1 0VRF (Gnd In 3) G2 Vbat (Power-In 3) G3 t Used G4 t Used H1 0VRF (Gnd In 4) H2 Vbat (Power-In 2) H3 t Used H4 t Used 2-13

14 COMMON RAIL SYSTEM STRUCTURE 2.6 COMMON RAIL SYSTEM VARIABLES Dynamic snapshots Dynamic snapshots are used to check the injection system status in real time. Variable Definition Unit Rail pressure feedback Measured value of the rail pressure. bar Rail pressure demand Required rail pressure calculated by EEC according to engine running conditions. bar Fuel temperature Measured value of the fuel temperature. degc Coolant temperature Measure value of engine coolant temperature degc Manifold air temperature Measure value of ambient air temperature degc Engine speed The engine speed calculated over a single engine cycle rpm Atmospheric pressure Measured value of the atmospheric pressure bar Main fuel demand injector i This is the fuel demand as received over CRIS from the EEC for each injector. mg/str (i = 1 to 4) This demand includes the global fuel demand which is common for every injector and the cylinder balancing correction calculated by the EEC. This snapshot is taken at the beginning of the injection cycle for the pilot and main injection. Pilot fuel demand This is the pilot fuel demand as received over CRIS from the EEC mg/str Injector i main pulse length This is the length of the pulse calculated by the ICU to acheive the main fuel demand us (i = 1 to 4) as received over CRIS from the EEC for each cylinder. This pulse is determined according to the main fuel demand, the rail presssure, and the C2I. Injector HSD voltage monitor The injector drive circuit is made of a common transistor on the high side that is volts used to chop the current. This value is the voltage accross this transistor. CNS background level The filtered noise level of the accelerometer signal with the engine under volts normal conditions CNS signal ratio i (i = 1 to 4) The filtered noise ratio for each cylinder. IMV drive (PWM) PWM that is sent to the IMV to achieve the rail pressure demand. % This value is determined using the open loop map that gives the PWM according to the engine speed and the fuel demand. IMV drive trim (PWM) PWM that is sent to the IMV to achieve the rail pressure demand. % This value is determined in the closed loop regulator according to the difference between the rail pressure demand and the rail pressure feedback. IMV drive learnt trim (PWM) PWM that is sent to the IMV to avoid pressure overshoot after a pedal release. % This value of the the PWM is learnt by the ICU when the engine is running under predetermined stable conditions. Rail pressure raw The A to D conversion counts sampled from the rail pressure sensor ADC channel. counts Fuel temperature raw The A to D conversion counts sampled from the fuel temp sensor ADC channel counts Atmospheric pressure raw The A to D conversion counts sampled from the atmospheric pressure sensor counts ADC channel 2-14

15 DIAGNOSTIC TOOL FUNCTIONS 3.1 READ DTCS (DIAGNOSTIC TROUBLE CODES) This function is used to read all of the DTCs. The ICU raises DTCs relevant to the Fuel Injection System. The EEC raises all other DTCs. Remark: This manual does not contain the fault trees relevant to DTCs raised by the EEC. 3.2 READ DYNAMIC SNAPSHOTS This function is used to read the dynamic snapshots relevant to the Fuel Injection System. The dynamic snapshots are used to control the correct operation of the system in real time. The LASER 2000 can only read the dynamic snapshots relevant to the ICU (see section ). Remark: This manual does not contain data about dynamic snapshots for functions controlled by the EEC. 3.3 COMMAND ACTUATORS This function is used to drive the output from the ICU. Outputs Test conditions Behaviour of the output IMV Key on / pre-crank t audible Injector 1 Key on / pre-crank t audible Injector 2 Key on / pre-crank t audible Injector 3 Key on / pre-crank t audible Injector 4 Key on / pre-crank t audible Caution: te: The vibration of the actuators, and injector valve movement, is not audible. To make sure the actuator driver sends a PWM signal to the actuator connect an oscilloscope between the ICU and the supply wire. Do not confuse cylinder number with injector number! 3.4 READ FAULT FLAGS This function allows more accurate diagnosis. Some of the DTCs can be flagged by several faults. If one of these faults is raised, the DTC will be raised too. This function is used to read the two digit fault flags, which correspond to the ICU fault codes. This function is only available for DTCs raised by the ICU. In order to Read fault flags, follow the procedure below: - Select option 4: Special functions. - Select option 2: Read fault flags. 3.5 ENTER C2I Definition of the C2I The C2I is a code that describes the initial characteristic of each injector. This characteristic is determined on the test bench at the end of the injector assembly lines. The C2I contains 9 parameters that are used to correct the pulse that is sent to the injector according to its own characteristics and a checksum. These 9 parameters and the checksum are contained in an 8 byte code. This 8 byte code (16 digits) appears on a label stuck on the injector body. The C2I contains a checksum calculation. This calculation uses every digit of the C2I. As soon as the ICU receives a new C2I from the diagnostic tool, it performs the same calculation. If the result of this calculation is different from the checksum contained in the C2I, it means that -at least- one of the digits is wrong. The C2I is then rejected. 3-15

16 DIAGNOSTIC TOOL FUNCTIONS Injector replacement Each time an injector is replaced, the ICU needs to know the characteristics of the new injector in order to be able to drive it with the right pulse. Therefore, the C2I of the new injector needs to be downloaded into the ICU using the diagnostic tool ICU Replacement Each time an ICU is changed, the operator needs to download the C2I of the four injectors to the new ICU using the diagnostic tool. Caution: Do not mix injector number and cylinder number! Download C2I a) When fitting a replacement injector In order to downolad C2I: - Select option 4: Special functions. - Select option 1: Input cylinder correction. - Select the cylinder you want to configure: The LASER 2000 displays the location of the cylinders on the engine. Make sure your choice corresponds to the right cylinder. The cylinders are numbered 1 to 4 from the timing belt end. - Enter the C2I: - For the figures, use the numeric pad. - For the letters use the key ABCD For A press it once, for B press it twice After getting the right letter, go to the next digit by using the key select. - Once the 16 digits have been filled, use the key Enter to validate the calibration. - The LASER 2000 asks if you want to configure the cylinder. Respond after checking that the C2I is correct and that the right cylinder number has been selected. b) When fitting a new replacement (virgin) ICU - Key off, allow 3 seconds power down. - Fit replacement ICU - Key on and turn the Laser 2000 on, check Fault codes (Fault code 0611 should be present) - Check the fault flags (fault Flag code 27 should be present) - Select option 4: Special Functions - Select option 2: Reset cylinder corrections - Key off and turn Laser 2000 off, allow 3 seconds power down. - Key on and turn Laser 2000 on check fault codes, clear codes, is 0611 still present, if it is return to the start of this procedure, if not continue. - Key off and turn Laser 2000 off, allow 3 seconds power down. - Key on and turn Laser 2000 on. - Follow the procedure in section a) above for each cylinder in turn. - Key off and turn Laser 2000 off, allow 3 seconds power down. - Key on and turn Laser 2000 on check fault codes, clear codes, if the download has not completed correctly a fault code (1664 ICU Failure) and flag (28 Injector Correction Download Failure) will be raised. If the download has occurrred correctly then road test the vehicle if not repeat the C2I download procedure. 3-16

17 DIAGNOSIS ON THE VEHICLE 4.1 METHOD As soon as the vehicle arrives, record the customer complaint and try to recover all information relevant to the failure and the conditions under which the failure occurs. Make sure nobody has worked on the system before (they may have created some faults codes not linked with the previous failure). Then, follow the following diagnostic tree. Connect the LASER 2000 to the diagnostic plug of the vehicle. "key on" Switch on the LASER 2000 communication Check ICU identification Perform the following checks : -Check inertia switch, -Check ICU and EEC power supply (relay, fuse...), -Check that the software module corresponds to the application, -Check connection between the LASER 2000 and the diagnostic plug of the vehicle, - Check battery voltage on the diagnostic plug of the vehicle. ICU identification shows OK? Read DTCs & fault flags If the ICU identification numbers are not displayed (indicated by a beep from the Laser and display of the next screen) there are 2 possible causes. 1. communication to the ICU has been made (Fault code read & erase are only functions available). 2. The Laser 2000 could not read the ID from the programmed file in the ICU. All diagnostics will be available. Determine if faults are current or historic To determine if the faults are current or historic compare the list of DTCs with the list of fault flags. Current faults will appear in both lists, Historic faults will only appear in the list of DTCs Historic Try to reproduce the fault Status of the fault Current Treat the fault according to the relevant diagnostic tree Fault reproduced End Erase fault codes Read fault codes and confirm they have disappeared 4-17

18 DIAGNOSIS ON THE VEHICLE 4.2 CONNECTION TO THE VEHICLE Connect the 16 pin plug of the diagnostic cable to the OBD socket in the vehicle, located under the steering wheel. (See fig 1) Fig

19 DIAGNOSIS ON THE VEHICLE 4.3 ELECTRICAL PROBLEM SOLVING te: The ICU and EEC are sealed in half-hour tamperproof housings under the battery tray and inside the passenger compartment respectively, therefore check all relevant external connectors first Check the connection to the sensor / actuator Key off and wait for the end of power latch (3 seconds). - Check all component connectors are fited securely. - Unplug the connector from the component and perform a visual check of the pins. - Look for corrosion that may create a bad contact. - Check the connector seal. Replace if necessary. - Check male and female pin of each connector. Make sure every pin is correctly inserted into its connector. - Make sure all the pins are welded correctly on their support by pulling each male pin by using an individual female pin. - When all these checks have been performed, reconnect the component and check the clips Check the ICU connections Key off and wait for the end of power latch. - Unplug the connector from the ICU and perform a visual check of the pins. - Look for corrosion that may create a bad contact. - Check the connector seals. Replace if necessary. - Check male and female pin of each connector. Make sure every pin is correctly inserted into its connector. - Make sure all the pins are welded correctly on their support by pulling each male pin by using an individual female pin. - When all these checks have been performed, reconnect the ICU and check the clips Check the EEC connections Key off and wait for the end of power latch. - Unplug the connector from the EEC and perform a visual check of the pins. - Look for corrosion that may create a bad contact. - Check the connector seals. Replace if necessary. - Check male and female pin of each connector. Make sure every pin is correctly inserted into its connector. - Make sure all the pins are welded correctly on their support by pulling each male pin by using an individual female pin. - When all these checks have been performed, reconnect the EEC and check the clips. 4-19

20 DIAGNOSIS ON THE VEHICLE Looking for an open circuit (OC) Key off and wait for the end of power latch. To check the electric continuity of a line, disconnect the ICU and insert the break out box between the ICU and the wiring harness of the vehicle. Use a multimeter to check the continuity between the relevant pin of the wiring harness connector and the output of the break out box that correponds to the line to test (See the wiring diagram) : - If resistance is low or the continuity bleep sounds, there is no open circuit. - If resistance is infinite or the meter is quiet, the line is open. DCU1 DCU2 DCU3 DCU4 DCU5 DCU6 DCU7 DCU Looking for a short circuit between two lines (SC) Key off and wait for the end of power latch. To find a short circuit between two lines, disconnect the ICU and insert the break out box between the ICU and the wiring harness of the vehicle. Use a multimeter to check the continuity between the two outputs of the break out box that correpond to the lines to test (See the wiring diagram): - If resistance is low or the bleeper sounds, there is a short circuit between the two tested lines. - If resistance is infinite or there is no sound, there is no short circuit betwenn the two tested lines. DCU1 DCU2 DCU3 DCU4 DCU5 DCU6 DCU7 DCU8 4-20

21 DIAGNOSIS ON THE VEHICLE Looking for a short circuit to ground (SC-) Key off and wait for the end of power latch. To find a short circuit to ground, disconnect the ICU and insert the break out box between the ICU and the wiring harness of the vehicle. Use a multimeter to check the continuity between the output of the break out box that correponds to the line to test and a ground (See the wiring diagram): - If resistance is low, the tested line is in short circuit to ground. - If resistance is infinite, there is no short circuit to ground on the tested line. 0 V 0 V DCU1 DCU2 DCU3 DCU4 DCU5 DCU6 DCU7 DCU Looking for a short circuit to Vbatt (SC+) Key off and wait for the end of power latch. To find a short circuit to Vbatt, disconnect the ICU and insert the break out box between the ICU and the wiring harness of the vehicle. Use a multimeter to check the voltage between the output of the break out box that correponds to the line to test and a ground (See the wiring diagram): - If the voltage is close to 0, there is no short circuit to Vbatt. - If voltage is close to 12 V, there is a short circuit to Vbatt on the tested line. V 0 V 12 V DCU1 DCU2 DCU3 DCU4 DCU5 DCU6 DCU7 DCU8 4-21

22 DIAGNOSIS ON THE VEHICLE 4-22

23 5.1 LIST OF DTCS RELEVANT TO THE ICU FAULT CODE FAULT NAME FMC DTC DTC NAME 9 Atmospheric pressure out of range 0105 Atmospheric pressure out of range 8 Fuel temp. sensor circuit 0180 Fuel temp. sensor circuit 7 Rail pressure sensor circuit 0190 Rail pressure fault 26 Rail pressure calibration fault 0191 Rail pressure fault 29 Injector current out of range 0200 Common injector drive 32 SC+ or SC- on injector drive 0200 Common injector drive 33 Cyl 1 SC on injector drive 0201 Cyl 1 injector drive 37 Cyl 1 OC on injector drive 0201 Cyl 1 injector drive 36 Cyl 2 SC on injector drive 0202 Cyl 2 injector drive 40 Cyl 2 OC on injector drive 0202 Cyl 2 injector drive 34 Cyl 3 SC on injector drive 0203 Cyl 3 injector drive 38 Cyl 3 OC on injector drive 0203 Cyl 3 injector drive 35 Cyl 4 SC on injector drive 0204 Cyl 4 injector drive 39 Cyl 4 OC on injector drive 0204 Cyl 4 injector drive 45 Rail pressure control trim fault 0251 Rail pressure control fault 46 Rail pressure control error fault 0251 Rail pressure control fault 18 Accelerometer sensor circuit 0325 Accelerometer sensor circuit 13 Missing teeth on crank 0335 Crank signal invalid 14 Early event on crank 0335 Crank signal invalid 16 Gap not detected on crank 0335 Crank signal invalid 11 Cam signal invalid 0340 Cam signal invalid 12 Cam signal lost 0340 Cam signal invalid 27 Injector correction not valid 0611 Injector correction not valid 3 Injector performance failure 1200 Injector failure 4 Rail pressure control shut-down failure 1211 Rail pressure control 5 ICU sensor supply voltage out of range 1240 ICU Supply failure 47 OC, SC+ or SC- on IMV drive 1283 IMV drive failure 20 CRIS speed crosscheck failure 1608 CRIS speed fault 6 ICU A/D convertor failure 1664 ICU Failure 10 ICU battery voltage out of range 1664 ICU Failure 22 ICU watchdog failure at shutdown 1664 ICU Failure 23 ICU watchdog failure at unlock 1664 ICU Failure 24 ICU watchdog failure 1664 ICU Failure 28 ICU injector correction download failure 1664 ICU Failure 31 Injector over-current trip 1664 ICU Failure 53 ICU NVM error 1664 ICU Failure 54 ICU flash memory failure 1664 ICU Failure 19 CRIS missing injection request 1665 CRIS failure 21 CRIS missing periodic message 1665 CRIS failure 44 Over pressure fault 2288 Rail pressure over-pressure fault 25 Pressure build slow 2291 Rail pressure build fault 49 Cyl 1 injector accelerometer correction out of range 2336 Cyl 1 injector accel correction out of range 52 Cyl 2 injector accelerometer correction out of range 2337 Cyl 2 injector accel correction out of range 50 Cyl 3 injector accelerometer correction out of range 2338 Cyl 3 injector accel correction out of range 51 Cyl 4 injector accelerometer correction out of range 2339 Cyl 4 injector accel correction out of range 5-23

24 5.2 LIST OF FUELLING RELATED DTCS NOT RELEVANT TO THE ICU The following DTCs are detected by the EEC. If any of these DTCs are present, we recommend the Delphi distributor sends the car back to the Ford dealer. DTCs Description 0100 Mass or Volume Air Flow Circuit 0110 Intake Air Temperature Circuit 0148 Fuel Injection Pump Reports Fuel Delivery Error 0149 Fuel Injection Pump Reports Fuel Timing Error 0216 Injection Timing Control Circuit 0230 Fuel Lift Pump Primary Circuit Malfunction 0231 Fuel Lift Pump Secondary Circuit 0234 Over-boost Malfunction 0235 Turbo/Super Charger Boost Sensor A Circuit 0243 Wastegate Actuator Circuit 0252 PCU fuel angle calculation and demand mismatch 0380 Glow Plug Heater Circuit A 0381 Glow Plug Lamp Circuit 0403 EGR Valve Position Control Circuit 0404 EGR Valve Position Control Circuit Range/Performance 0409 EGR Sensor A Circuit - Valve Position 0486 EGR Sensor B Circuit Throttle Position 0487 EGR Throttle Position Control Circuit 0488 EGR Throttle Position Control Circuit Range/Performance 0500 Vehicle Speed Sensor 0515 Battery Electrolyte Temperature Circuit 0571 Speed Control Brake Switch Circuit Failure 0575 Speed Control Input Circuit 0606 EEC / ICU 0608 Vehicle Speed Output 0623 Alternator Lamp Circuit 0645 Air Conditioning Clutch Relay Circuit 0648 Immobiliser Lamp Control Circuit 0650 MIL Lamp Control Circuit 0654 Engine RPM Output Circuit 0817 Starter Disable Circuit 1209 Active Lean NOX Fuel Pump Malfunction 1246 Alternator Load Input 1288 Cylinder Head Temperature Sensor Out of Selftest Range 1342 Pedal Demand Sensor A Circuit Range/Performance 1343 Pedal Demand Sensor B Circuit Range/Performance 1344 Pedal Demand Sensor C Circuit Range/Performance 1420 Exhaust Gas Temperature Sensor Malfunction 1429 Active Lean NOX Air Pump Malfunction 1474 Fan Control Primary Circuit 1479 High Fan Control Primary Circuit 1516 Inlet Manifold Runner Control Input Error 1520 Inlet Manifold Runner Control Circuit 1541 Inlet Manifold Runner Control Range/Performance 1543 Engine Coolant Heater A Control Circuit 1544 Engine Coolant Heater B Control Circuit 1563 ICU Requesting Engine Stop 5-24

25 DTCs Description 1564 ICU Requesting Reduced Fuelling Mode 1576 Pedal Position t Avaliable 1609 Powertrain Check Lamp Control Circuit 1630 Internal Vref 1632 Smart Alternator Output Circuit 1634 Fuel Flow Output / Data Output Link (DOL) 1643 CAN Link PCM/TCU 1658 ICU System Voltage 1659 ICU Power Circuit 1659 Fuel Pump Primary Circuit Malfunction 1666 PCU Crank Reference Synchronisation 1669 ICU Monitoring EEC Fault 1695 CAN Link ICU/EEC 2037 Air Supply Pressure Sensor 2047 Active Lean NOX Injector 1 Malfunction 2053 Active Lean NOX Injector 2 Malfunction 9213 PATS - keys less than min. required 9254 Air Temperature External Sensor Circuit Failure 9600 PATS - transponder data not received fault 9601 PATS - no key match fault 9602 PATS - part transponder data received fault 9681 PATS - transceiver not connected fault 9864 Battery Power Supply ECU Circuit Failure A103 PATS - transceiver fault A139 PATS - data mismatch A141 PATS - ICU no EEC response fault A141 PATS - data mismatch A431 PATS - key programming fault D900 CAN Communication Bus Fault 5-25

26 5.3 FAULT TREES DTC Description 0105 Atmospheric pressure out of range Fault Code Description 9 Atmospheric pressure out of range Detection If atmospheric pressure is higher than its maximum mapped value or if atmospheric pressure is lower than its minimum mapped value, the fault «atmospheric pressure out of range» is raised. Symptoms 9 symptoms Recovery action 9 recovery action Electric failure Atmospheric pressure sensor is part of the ICU. Diagnostic Tree DTC : 0105 Check DTCs and Fault Flags using the diagnostic tool. Confirm if DTC1665 also present and both codes raised by EEC. i.e. fault flag = DTC number DTC1665 present? check ICU power supply circuit including fuse (F12) Check Sensor feedback using the diagnostic tool. Value = 900 to 1100 mb feedback Clear Fault codes and retest Change the ICU 5-26

27 DTC Description 0180 Fuel temperature sensor circuit Fault Code Description 8 Fuel temperature sensor circuit (fuel temperature out of range) Detection If Fuel Temp is higher than a set maximum or if fuel temperature is lower than a set minimum then the fault «Fuel temperature sensor circuit» is raised. Symptoms 8 Cold starting may be impaired. Recovery action 8 Recovery value (40 C); Temperature defaults to 40 C, no other symptoms. Electric failure Fault detected OC on CMI G2 Fuel temperature sensor circuit (Out of range high) SC- on CMI G2 Fuel temperature sensor circuit (Out of range low) SC+ on CMI G2 Fuel temperature sensor circuit (Out of range high) OC on CMI G3 Fuel temperature sensor circuit (Out of range high) SC- on CMI G3 In range, undetected SC+ on CMI G3 Possible sensor damage. 5-27

28 Diagnostic Tree DTC : 0180 Check sensor connection Connection Check the value of the fuel temperature reading using the diagnostic tool Value = 40 C Measure the resistance between the sensor pins (See section 7.1) Resistance Change the sensor Check ICU connection Connection Look for SC-, SC+ and OC on the wiring harness. Wiring harness Repair wiring harness Change ICU 5-28

29 DTC Description 0190 Rail pressure fault Fault Code Description 7 Rail pressure out of range Detection If Rail pressure is higher than bar or if Rail pressure is lower than bar, then the fault «Rail pressure sensor circuit» is raised. If engine speed is above 600 erpm and the difference between the two last rail pressure acquisitions is higher than 2000 bars, then the fault «Rail pressure sensor circuit» is raised. Symptoms 7 Engine stop Recovery action 7 Engine Stop (major fault). Switch «Check Engine Lamp» on, (major or minor fault). Electric failure Fault detected OC on CMI D1 Rail pressure sensor circuit SC- on CMI D1 Rail pressure sensor circuit SC+ on CMI D1 Rail pressure sensor circuit OC on CMI D2 Rail pressure sensor circuit SC- on CMI D2 Rail pressure sensor circuit SC+ on CMI D2 Rail pressure sensor circuit OC on CMI D3 Rail pressure sensor circuit SC- on CMI D3 In range (undetected) SC+ on CMI D3 In range (undetected) 5-29

30 Diagnostic Tree DTC : 0190 FC : : Rail pressure fault. Check the LP circuit LP circuit Check the IMV Electrical connection Check the rail pressure sensor Rail pressure sensor Check HP circuit HP circuit Check the injectors Injector Check the HP pump HP pump Change the ICU 5-30

31 Diagnostic Tree DTC : 0190 FC : 7 Check the LP circuit : Make sure there is fuel in the tank Fuel tank is empty? Fill the tank! Perform a visual check of the fuel lines : -Look for leaks, - check that the hoses are properly connected, - check that the hoses are not kinked. Fuel line Check there is no air in the LP circuit Air in the LP circuit? Prime the system Check correct fuel filter fitted Reference incorrect? Replace the filter with the appropriate genuine part LP circuit is OK 5-31

32 Diagnostic Tree DTC : 0190 Diagnose IMV Check the connection of the IMV Connection Measure resistance between IMV pins (see section 7.1) Resistance out of range? Change IMV Check ICU Connection Connection Look for SC-, SC+ and OC on the wiring harness Wiring harness Repair wiring harness Change the ICU 5-32

33 Diagnostic Tree DTC : 0190 Diagnose Rail pressure sensor Check demand against feedback with the diagnostic tool Is pressure reading 2000 bar? Perform several key off / key on, check demand against feedback Values out of range? Clear Fault Codes and Retest Check the sensor connection. Connection Perform a visual inspection of the sensor Sensor Replace the sensor Check ICU connection Connection Perfom appropriate repair Look for SC-, SC+ and OC on the wiring harness Wiring harness Repair the wiring harness Change the Sensor (replace the rail) Problem not fixed? Replace ICU more problem 5-33

34 Diagnostic Tree DTC : 0190 Check HP circuit : Perform a road test with full load sequence. Stop engine and look for HP leaks HP leaks detected? HP circuit is OK Due to the very high pressures generated by the system it is recommended that evidence of leakage is checked for with the engine stopped. Leakage at high pressure coming into contact with components at high temperature present a fire risk. High pressure fuel spray can be very hazardous to the operator and no attempt should be made to work on the system with the engine running. Diagnostic Tree DTC : 0190 Check the injectors : Look for external leaks. Leaks detected? External fuel leak. Replace injector Check "CNS signal ratio" using the diag tool Is the ratio higher for one injector? Fuel leaks in the cylinder. Valve or needle locked in open position. Replace injector. Using an appropriate measurment container, compare return fuel flow from each injector at idle and during no load acceleration. Is the return fuel flow higher for one injector? Valve leakage. Replace injector Injector does not leak. 5-34

35 DTC Description 0191 Rail pressure sensor fault Fault code Description 26 Rail pressure calibration fault Detection If rail pressure feedback is less than 90 bars below, or if it is greater than 90 bars above the last recorded value of the rail pressure, then, the fault «Rail pressure calibration fault» is raised. At each key on, the rail pressure is tested. If rail pressure feedback is higher than 90 bars, then a counter is incremented. At each key on, the counter is tested, if it becomes higher than 100, then, the fault «Rail pressure calibration fault» is raised. Symptoms 26 Engine stop. Recovery action 26 Engine stop. (Major fault). Switch «Check engine lamp» on. (Major or minor fault). Electric failure Fault detected 5-35

36 Diagnostic Tree DTC : : Rail pressure sensor fault. Check demand against feedback with the diagnostic tool Values out of range? Perform several key off / key on, check demand against feedback Values out of range? Clear Fault Codes and Retest Check the sensor connection. Connection Perform a visual inspection of the sensor Sensor Replace the sensor Check ICU connection Connection Perfom appropriate repair Look for SC-, SC+ and OC on the wiring harness Wiring harness Repair the wiring harness Change the Sensor (replace the rail) Problem not fixed? Replace ICU more problem 5-36

37 DTC Description 0200 Common injector drive Fault Code Description 29 Injector current out of range 32 SC+ or SC- on injector drive Detection With the engine running at above 2000 rpm, if the current across the Low Side Drive of the injector drive circuit becomes higher than 17 A or if it becomes lower than 8 A, then the fault «Injector current out of range» is detected. With the engine running at above 2000 rpm, if the voltage measured on the high side output is higher than 4,8 V or if it is lower than 0,5 V, when no injection is in progress, then the fault «SC+ or SC- on injector drive» is raised. Engine running : The voltage is measured after the main injection. Symptoms 29 impact. 32 Engine stop. Recovery action 29 recovery action. 32 Switch «Check engine lamp» on (Minor or major fault). Electric failure Fault detected SC- on CMI.A4 SC+ or SC- on injector drive SC- on CMI.C4 SC+ or SC- on injector drive SC- on CMI.E4 SC+ or SC- on injector drive SC- on CMI.G4 SC+ or SC- on injector drive SC- on CMI.B4 SC+ or SC- on injector drive SC- on CMI.D4 SC+ or SC- on injector drive SC- on CMI.F4 SC+ or SC- on injector drive SC- on CMI.H4 SC+ or SC- on injector drive SC+ on CMI.A4 SC+ or SC- on injector drive SC+ on CMI.C4 SC+ or SC- on injector drive SC+ on CMI.E4 SC+ or SC- on injector drive SC+ on CMI.G4 SC+ or SC- on injector drive SC+ on CMI.B4 SC+ or SC- on injector drive SC+ on CMI.D4 SC+ or SC- on injector drive SC+ on CMI.F4 SC+ or SC- on injector drive SC+ on CMI.H4 SC+ or SC- on injector drive 5-37

38 Diagnostic Tree DTC : 0200 te : The gold plated terminals on the injector connector can easily be damaged by repeated or incautious reconnection 0200 : Common injector drive. 'key off' and check injector connections. Connection 'key on' and erase fault codes. 'key off', disconnect all injectors and 'key on' i=i+1 is DTC 0200 present? One injector is failed. 'key off.' Reconnect injector i. 'key on' The SC+ or SC- is located upstream from the injectors. Check the connection of the ICU is DTC 0200 present? Connection Change the last connected injector. Look for SC- or SC+ on the wiring harness Wiring harness Repair wiring harness Change the ICU 5-38

39 DTC Description 0201 Cyl 1 injector drive Fault Code Description 33 Cyl 1 SC on injector drive 37 Cyl 1 OC on injector drive Detection Before cranking : At key on, diagnostic pulses are applied sequentially on the four injectors. These pulses are calculated in such a manner that no injection can occur. The time required for the current to reach the HSD threshold is measured during each pulse. This time is called «injector rise time». If the measured time is higher than 247 µs, the fault «Cyl 1 OC on injector drive» is raised, if it is lower than 14 µs, then, the fault «Cyl 1 SC on injector drive» is raised. Engine running (above 2000 rpm) : The time required for the current to achieve the maximum value is measured on each main injection, as soon as the faults «SC+ or SC- on injectors drive» or «ise on injector drive» are detected. This time is called «injector rise time». If injector rise time is higher than main time -4 µs, the fault «Cyl 1 OC on injector drive» is raised. If injector rise time is lower than 40 µs, then, the fault «Cyl 1 SC on injector drive» is raised. Symptoms 33 Engine runs on 3 cylinders 37 Engine runs on 3 cylinders Recovery action Activate «reduced fuel» strategy : (minor fault). Switch «Check engine lamp» on. Disable injector Disable discharge on injector 1. Disable the Battery voltage and harness Resistance Compensation strategy (BRC). Disable the accelerometer diagnostic strategy. Disable the accelerometer MDP update strategy. Activate «reduced fuel» strategy : (minor fault). Switch «Check engine lamp» on. 37 Disable the Battery voltage and harness Resistance Compensation strategy (BRC). Disable the accelerometer diagnostic strategy. Disable the accelerometer MDP update strategy. Electric failure Fault detected SC between LSD 1 and HSD Cyl 1 SC on injector drive SC between two coils of the injector solenoid Cyl 1 SC on injector drive OC on injector drive circuit Cyl 1 OC on injector drive 5-39

40 Diagnostic Tree DTC : : Cyl 1 OC on injector drive Put the key off. Disconect injector 1 and check the injector connector. Connection Using a multimeter, look for an OC between both pins of the injector. OC? Replace injector Check the connection of the ICU Connection Look for an OC on the harness wiring Harness wiring Repair the harness wiring Change the ICU 5-40

41 Diagnostic Tree DTC : : Cyl 1 SC on injector drive. Put the key off. Check injector connector. Connection Put the key on and clear DTCs (with injector still disconnected) Crank or start vehicle (crank for 6 secs min.) Is fault 33 still present? Injector is failed, replace injector. The SC is located up stream from the injector. Check ICU connection. Connection problem? Look for a SC, on the wiring harness Wiring harness Repair wiring harness Change the ICU 5-41

42 DTC Description 0202 Cyl 2 injector drive 36 Cyl 2 SC on injector drive 40 Cyl 2 OC on injector drive Diagnostic See DTC 0201 DTC Description 0203 Cyl 3 injector drive 34 Cyl 3 SC on injector drive 38 Cyl 3 OC on injector drive Diagnostic See DTC 0201 DTC Description 0204 Cyl 4 injector drive 35 Cyl 4 SC on injector drive 39 Cyl 4 OC on injector drive Diagnostic See DTC

43 DTC Description 0251 Rail pressure control fault Fault code Description 45 Rail pressure control trim fault 46 Rail pressure control fault Detection If the rail pressure feedback becomes lower than the demand, the controller tries to open the IMV by reducing the current across the solenoid. As soon as the IMV current trim becomes lower than a calibratable threshold, the fault «Rail pressure control trim fault» is raised. If the rail pressure feedback becomes higher than the demand, the controller tries to open the IMV by increasing the current across the solenoid. As soon as the IMV current trim becomes higher than a calibratable threshold, the fault «Rail pressure control trim fault» is raised. The calibratible threshold depends on the fuel delivery. Condition on fuel delivery Rail pressure Control Trim Fault Q < 1 mg/str Q > 1 mg/str I < -450 ma Raised t raised Condition on I < -300 ma t raised Raised IM current trim I > 200 ma t raised Raised I > 650 ma Raised t Raised If the fuel delivery is higher than 0,5 mg/str, and if the difference between the rail pressure demand and the rail pressure feedback is higher than 50 bars, then, providing the condition lasts for longer than 8 seconds, the fault «Rail pressure control error fault» is raised. The fuel delivery condition is necessary to avoid wrong diagnosis in the case of pedal release, where a rail pressure error higher than 50 bars can be accepted. Symptoms 45 Lack of power. 46 Recovery action 45 Activate «reduced fuel» strategy : (minor fault) 46 Switch «Check engine lamp» on. If condition persists then fault code 4 (DTC 1211) is raised. Electric failure Fault detected Diagnostic Tree DTC : : Rail Pressure Control Fault Refer to diagnosis for DTC

44 DTC Description 0325 Accelerometer sensor circuit Fault code Description 18 Accelerometer sensor circuit Detection At hot idle, the detection window is moved into the area of combustion generated by the main injection. If the ratio is lower than 2,4, it means that the accelerometer has not detected the combustion, in this case, the fault «Accelerometer sensor circuit» is raised. Symptoms 18 Increased engine noise, leak detection disabled Recovery action Activate «reduced fuel» strategy : (minor fault) Switch «Check engine lamp» on. 18 Disable pilot and post injection. Disable leak detection strategy which uses the accelerometer to detect a continuous leak of fuel in the cylinder. Disable the accelerometer MDP update strategy. Electric failure Fault detected OC on CMI F1 Accelerometer sensor circuit SC- on CMI F1 Accelerometer sensor circuit SC+ on CMI F1 Accelerometer sensor circuit OC on CMI G1 Accelerometer sensor circuit SC- on CMI G1 Accelerometer sensor circuit SC+ on CMI G1 Accelerometer sensor circuit 5-44