DAF EUP

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DW13263602

No part of this publication may be reproduced and/or published by printing, photocopying, on microfilm or in any manner whatsoever without the prior written consent of DAF Trucks N.V.

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DIAGNOSTICS

UPEC ENGINE MANAGEMENT

 0209

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Page Date 1. UPEC ENGINE MANAGEMENT . . . 1-1. . . 0209 1.1 General . . . 1-1. . . 0209 1.2 Tightening torques . . . 1-9. . . 0209

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1-1

1.1 GENERAL

If the vehicle has been modified and the configuration changed, the electronic unit may have to be re-programmed.

ELECTRONIC UNIT

Supply voltage 14 - 30 V

Engine speed output signal:

Type of signal square-wave signal

number of signals per crankshaft revolution 30

duty cycle 50 %

effective voltage approx. 7 V

Atmospheric pressure sensor

Sensor type piezo sensor

If the atmospheric pressure sensor fails, the default replacement value in the electronic unit is 800 mbar.

PUMP UNIT

Voltage to solenoid valve 24 V

Draw-in current approx. 10 A

Holding current approx. 8.5 A

Solenoid valve resistance value 0.5  0.1 ohm

ELECTRONICALLY CONTROLLED VISCOUS FAN CLUTCH

Sensor with rev counter Hall sensor

Engine speed control by means of the duty cycle signal:

Low duty cycle value = Low fan speed High duty cycle value = High fan speed

Frequency of duty cycle signal 1 Hz

(8)

3. Fan speed control signal

4. Power supply (24V) to fan speed control

coil

5. Power supply (5V) to engine speed sensor

4

3

1

2

i 400456

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0

1-3

Output voltage to engine coolant temperature

sensor approx. 4.7 V(1)

Notes:

1. Measured at an open connection

Resistance in relation to measured temperature

Temperature (____C) Resistance (ohms)

Minimum Maximum --10 8244 10661 0 5227 6623 20 2262 2760 30 1553 1866 40 1080 1277 50 771 900 60 555 639 70 408 465 80 304 342 90 230 257 100 178 196 110 136 152

If the engine coolant temperature sensor fails, the default replacement value in the electronic unit is 66_C.

(10)

Output voltage to engine temperature sensor approx. 4.7 V(1) Notes:

Resistance in relation to measured temperature

Temperature (____C) Resistance (ohms)

Minimum Maximum --10 8244 10661 0 5227 6623 20 2262 2760 30 1553 1866 40 1080 1277 50 771 900 60 555 639 70 408 465 80 304 342 90 230 257 100 178 196 110 136 152

If the engine temperature sensor fails, the default replacement value in the electronic unit is 38_C.

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1-5

1. Negative side of boost pressure sensor and

air inlet-temperature sensor

2. Positive side of air inlet temperature sensor

3. Boost pressure sensor supply voltage

4. Boost pressure sensor output signal

P

U

T

R

3

4

2

1

i400534 i 400441

Air inlet temperature sensor

Sensor type NTC sensor

Output voltage to air inlet temperature sensor approx. 4.7 V(1)

Notes:

(12)

Temperature (____C) Resistance (ohms) Minimum Maximum --10 8244 10661 0 5227 6623 20 2262 2760 30 1553 1866 40 1080 1277 50 771 900 60 555 639 70 408 465 80 304 342 90 230 257 100 178 196 110 136 152

If the air inlet temperature sensor fails, the default replacement value in the electronic unit is 40_C.

Boost pressure sensor

Sensor type piezo sensor

Boost pressure sensor supply voltage approx. 5 V

Output voltage in relation to measured boost pressure (the absolute pressure is shown in the graph). 1 2 3 4 5 U (V)

0

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1-7

1. Crankshaft sensor earth

2. Crankshaft sensor signal

3. Shielding

i400442

1

2

3

Resistance value 860 ohm  10% at 20_C

Type of signal sine-wave signal

Number of signals per crankshaft revolution 54

Effective voltage at engine starting speed _{> 0.5 V}(1)

Effective voltage at 1200 rpm. _{> 10 V}(1)

Notes:

1. The actual value may differ slightly from the

minimum value specified due to tolerance differences in both the sensor and air gap.

CAMSHAFT SENSOR

Electrical connections

1. Camshaft sensor earth

2. Camshaft sensor 3. Shielding i400442

1

2

3

Resistance value 860 ohm  10% at 20_C

Type of signal sine-wave signal

Number of signals per 2 crankshaft revolutions 7

Effective voltage at engine starting speed _{> 0.5 V}(1)

Effective voltage at 1200 rpm. _{> 2.5 V}(1)

Notes:

1. The actual value may differ slightly from the

minimum value specified due to tolerance differences in both the sensor and air gap.

(14)

A. Potentiometer output signal

B. Earth

C. Potentiometer supply voltage

D. Idling switch

E. Not in use

F. Idling switch supply voltage

I400438 A B C D E F

Potentiometer supply voltage approx. 5 V

Idling switch supply voltage circa 4.7 V

Potentiometer resistance 1000 ohm  40%

Resistance in potentiometer output 1000 ohm  40%

Resistance over idling switch (if idling switch is

closed) 1000 ohm  40%

Output voltage of potentiometer in no-load

position 0.35 - 0.45 V

Output voltage of potentiometer in full-load

position minimum 2.9 V

Potentiometer output voltage in kickdown

position minimum 3.6 V

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0

1-9

The tightening torques stated in this paragraph are different from the standard tightening torques stated in the overview of the standard tightening torques.

The other threaded connections which are not stated must therefore be tightened to the torque stated in the overview of standard tightening torques.

When attachment bolts and nuts are to be replaced, it is important - unless stated otherwise - that these bolts and nuts are of exactly the same length and property class as the removed ones.

Pump unit

Pump unit electrical connection 1  0.2 Nm

Sensors

Engine coolant temperature sensor max. 20 Nm

Fuel temperature sensor max. 20 Nm

Attachment bolts for the boost pressure/air

inlet temperature sensor 4 Nm

Attachment bolt, crankshaft sensor 8 Nm

Attachment bolt, camshaft sensor 8 Nm

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Page Date

1. UPEC ENGINE MANAGEMENT . . . 1-1. . . 0209

1.1 Fault-finding table, engine functions . . . 1-1. . . 0209

1.2 Fault-finding table, vehicle functions . . . 1-11. . . 0209

2. UPEC ENGINE MANAGEMENT ERROR CODES. . . 2-1. . . 0209

2.1 Overview of fault codes. . . 2-1. . . 0209

 0209

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1-1

1.1 FAULT-FINDING TABLE, ENGINE FUNCTIONS

COMPLAINT: ENGINE CAN BE STARTED, BUT DOES NOT RUN

Possible cause Remedy

Poor fuel quality Drain fuel, flush fuel system, replace the fuel

filters and fill fuel tank with clean fuel

Air in fuel system Check for drawing in of air

Fuel fine filter/coarse filter clogged Replace fuel fine filter/fuel coarse filter and clean

the system Fault in wiring harness/fuse/poor contacts,

contact resistance in connectors Check the electrical system and the connectorconnections.

No supply voltage to connections B3 and B4 of

the electronic UPEC unit Check:- the fuse

- the UPEC power supply relay

- wiring

No supply voltage to connection B15 of the

electronic UPEC unit Check:- the fuse

- the wiring

- the ignition lock

Incorrect immobiliser connection Check the CAN signal.

Pump housing camshaft timing incorrect; signal from camshaft position sensor not present at correct moment

Check timing/camshaft sensor signal

No fuel supply/fuel lift pump defective; no

delivery Check:- the fuel level

- the pipes for blockage and leaks

- the fuel lift pump

- the gallery pressure

Pump unit wiring 4109 or 4110 has been

short-circuited between earth or positive Check the electrical connection to the pump unitand repair the wiring

Pump unit wiring 4101, 4102, 4103, 4104, 4105

or 4106 short-circuited to positive Check the electrical connection to the pump unitand repair the wiring

Crankshaft sensor and camshaft sensor

defective Check the wiring and signals of both sensors

UPEC electronic unit defective Replace the electronic unit

Pressure-relief valve on pump housing does not

shut off Check the gallery pressure

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Poor contacts, contact resistors in connectors Check the connector connections

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1-3

Fuel fine filter/coarse filter clogged Replace fuel fine filter/fuel coarse filter and clean

the system

Battery voltage too low Charge the batteries

Poor contacts, contact resistors in connectors Check the connector connections

Signal fault/short circuit/interruption to crankshaft

sensor Check:- the crankshaft sensor

- the wiring

Signal fault/short circuit/interruption to engine

coolant temperature sensor Check:- the engine coolant temperature sensor

- the wiring

Connection points on pump units mixed up Connect the correct connection points to the

correct pump unit

Mechanical defect or clogging in pump units Replace the pump units

Injectors defective Check the injectors

Fuel lift pump delivery too low - Check the fuel lift pump and replace as

necessary

- Check the gallery pressure

Pump unit wiring 4109 short circuited to 4101, 4102 or 4103

Check the electrical connection to the pump unit and repair the wiring

Pump unit wiring 4109 or 4110 interrupted Check the electrical connection to the pump unit

and repair the wiring Pump unit wiring 4101, 4102, 4103, 4104, 4105

or 4106 short circuited to earth Check the electrical connection to the pump unitand repair the wiring

Signal fault/short circuit/interruption to camshaft

sensor Check:- the camshaft sensor

- the wiring

1

(22)

Mechanical defect accelerator pedal sensor Check:

- the mechanical connection between the

sensor and the accelerator pedal

- the accelerator pedal sensor

Fuel amount adjustment by CAN connection

Engine brake input signal present Check the electrical system of the engine brake

COMPLAINT: ENGINE SPEED RISES GRADUALLY TO A MAXIMUM READING OF 1000 - 1150 RPM AND DOES NOT RESPOND TO THE ACCELERATOR PEDAL

Accelerator pedal, short-circuited idling switch Check:

- the idling switch in the accelerator pedal

sensor

- the wiring

COMPLAINT: ENGINE SPEED RISES GRADUALLY TO A MAXIMUM READING OF 1000 - 1150 RPM AND RESPONDS TO THE ACCELERATOR PEDAL

Accelerator pedal sensor, signal fault / short

circuit / interruption to potentiometer Check:- the potentiometer of the accelerator pedal

- the wiring

COMPLAINT: ENGINE SPEED RISES GRADUALLY TO A MAXIMUM READING OF 1000 - 1150 RPM WHEN THE ACCELERATOR PEDAL IS DEPRESSED

Accelerator pedal sensor, interruption of idling

switch Check:- the idling switch in the accelerator pedal

sensor

- the wiring

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1-5

Engine coolant temperature sensor, signal fault Check:

- the engine coolant temperature sensor

- the wiring

Injector defective Check the injectors

Crankshaft sensor defective Check the crankshaft sensor

COMPLAINT: IRREGULAR RUNNING OF ENGINE

Fuel fine filter/coarse filter clogged Replace fuel fine filter and clean the system

Connection points on pump units mixed up Connect the correct connection points to the

correct pump unit

necessary

Check the electrical connection to the pump unit and repair the wiring

Pump unit wiring 4109 or 4110 interrupted Check the electrical connection to the pump unit

and repair the wiring Pump unit wiring 4101, 4102, 4103, 4104, 4105

or 4106 short circuited to earth Check the electrical connection to the pump unitand repair the wiring

1

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filters and fill fuel tank with fuel

Signal fault/short circuit/interruption to

accelerator pedal sensor Check:- the accelerator pedal sensor

- the idling switch in the accelerator pedal

sensor

- the wiring

Signal fault/short circuit/interruption to boost

pressure sensor Check:- the boost pressure sensor

- the wiring

Signal fault/short circuit/interruption to fuel

temperature sensor Check:- the fuel temperature sensor

- the wiring

Poor contacts, contact resistors in connector

connections Check the connector connections

Air filter clogged Replace or clean the air filter

Turbocharger defective/waste-gate control

incorrect Check the turbocharger/waste-gate control andadjustment

Check that the internal waste-gate valve shuts fully

Air leak in intake system Pressure test the air intake system

necessary

Primer pump on fuel coarse filter not tightened - Check the position of the primer pump

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1-7

Fuel fine filter/coarse filter partially clogged Replace fuel fine filter and clean the system

Air filter partially clogged Replace or clean the air filter

necessary

COMPLAINT: WHITE/BLUE SMOKE IS EMITTED

Signal fault/short circuit/interruption to crankshaft

- the wiring

necessary

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Possible cause Remedy Signal fault/short circuit/interruption to crankshaft

- the wiring

Signal fault/short circuit/interruption to air intake

temperature sensor Check:- the air intake temperature sensor

- the wiring

Fuel temperature sensor, signal fault Check the fuel temperature sensor

- the wiring

COMPLAINT: ENGINE OVERHEATED

filters and fill fuel tank with fuel Signal fault/short circuit/interruption to engine

- the wiring

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1-9

- the wiring

Signal fault/short circuit/interruption to fuel

temperature sensor Check:- the fuel temperature sensor

- the wiring

Turbocharger defective Check the turbocharger

Leak in fuel system Check for leaks

Waste-gate not correctly adjusted Check the waste-gate adjustment and check that

the internal waste-gate shuts fully

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Air in fuel system Check for drawing in of air:

- via the suction pipe

- via the seal of the fuel lift pump

Short circuit to positive or interruption of idling

switch in accelerator pedal sensor Check:- the idling switch in the accelerator pedal

sensor

Engine coolant temperature sensor, signal fault Check:

- the engine coolant temperature sensor

- the wiring

Turbocharger defective Check the turbocharger

Fuel amount adjustment by CAN connection

necessary

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1-11

COMPLAINT: CRUISE CONTROL IS NOT WORKING

Fault in wiring harness/fuse/connectors Check the electrical system

Signal fault/short circuit/interruption of steering

column switch Check:- the steering column switch in all positions

Speed signal, signal fault / short circuit / interruption to tachograph or to connection B29 of the UPEC electronic unit

Check:

- the speed signal

- the wiring

- the tachograph

Condition(s) for disengaging the cruise control

present Check for presence of condition(s) fordisengaging

COMPLAINT: ENGINE SPEED CONTROL DOES NOT WORK

Condition(s) for disengaging engine speed

control are present Check for presence of condition(s) fordisengaging

Mechanical defect, signal fault/short

circuit/interruption of steering column switch Check:- the steering column switch in all positions

Speed signal, signal fault / short circuit / interruption to connection B29 of the UPEC electronic unit

Check:

- the speed signal

- the wiring

- the tachograph

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Defect/short circuit/interruption of glow plug Check:

- the glow plug

- the wiring

Mechanical defect/short circuit/interruption to

glow relay Check:- the glow relay

- the wiring

Condition(s) for disengaging pre-glowing and

after-glowing function present Check for presence of condition(s) fordisengaging

COMPLAINT: ENGINE BRAKE CAN BE ACTIVATED INDEPENDENTLY FROM THE VEHICLE SPEED

Speed signal, signal fault / short circuit / interruption to connection B29 of the UPEC electronic unit

Check:

- the speed signal

- the wiring

- the tachograph

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1-13

Condition(s) for disengaging engine brake

present Check for presence of condition(s) fordisengaging

Mechanical defect/short circuit/interruption in

engine brake operating switch Check:- the engine brake control switch

- the wiring

exhaust brake solenoid valve Check:- the exhaust brake solenoid valve

- the wiring

Mechanical defect in butterfly valve Check:

- the butterfly valve

- the operation of the butterfly valve

DEB solenoid valves Check:- the DEB solenoid valves

- the wiring

Signal fault / short circuit / interruption in speed

signal to tachograph Check:- the speed signal

- the wiring

- the tachograph

Disengaging of engine brake by CAN connection

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Power supply to connections B3 and B4 of the

UPEC electronic unit is not cut Check:- the UPEC power supply relay

- the wiring

Power supply to connection B15 of the UPEC electronic unit cannot be disengaged with the ignition switch

Check:

- the wiring

- the ignition lock

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2-1

2.1 OVERVIEW OF FAULT CODES

If the electronic unit detects a system fault, this fault is usually stored in the memory of the electronic unit as a fault code.

Most system faults will also generate a warning.

Fault code Fault code description with possible

cause System response

11-1 Internal communication fault in ECU - Engine stalls and does not start

again

11-2 Internal communication fault in ECU - Engine stalls and does not start

again

12-1 Internal fault in ECU due to:

- defective EEPROM - No noticeable system limitation

13-1 Internal fault in ECU during the checking

procedure after the ignition was switched off

- No noticeable system limitation

14-1 When voltage is applied to pin B15, there

is no voltage on pins B3 and B4 of the ECU.

-

defective relay G126

- relay G126 is not activated

- no power supply to relay G126

- Engine stalls and does not start

again

15-1 Internal fault in ECU - No noticeable system limitation

21-8 Voltage on pins B3 and B4, with no voltage

being applied anymore on pin B15 of the ECU due to:

-

defective relay G126

- short circuit to earth of pin B27

- Under these circumstances a

communication fault with DAVIE may occur

- Various systems will output error

messages relating to CAN communication

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22-1 Excessive voltage (>30 V) on pin B3, B4 and B15 of the ECU due to:

-

too high an alternator/battery voltage

- inductive voltage of external component

- System reaction depending on

voltage level

22-2 Insufficient voltage (<14 V) on pin B3, B4

and B15 of the ECU due to:

-

insufficient supply voltage, for example

when starting

- contact resistance in power supply

circuit

- System reaction depending on

voltage level

22-4 Internal supply voltage fault in ECU - System reaction depending on

internal supply voltage fault

31-1 Short circuit to supply of pin A35 and/or

A24 of the ECU, pump unit (B131) - Engine stalls and does not startagain

31-2 Short circuit to earth or open connection of

pin A35 of the ECU, pump unit (B131) - Pump unit of cylinder 1 is switchedoff

Short circuit to earth of pin A24 of the

ECU, pump unit (B131) - Engine stalls and does not startagain

Open connection of pin A24 of the ECU,

pump unit (B131) - Pump unit of cylinders 1, 2 and 3 isswitched off

31-4 The valve inside the pump unit (B131)

does not close or does not close fast enough due to:

- a seized valve

- internal contamination

- internal wear

- If the valve does not close, the

engine will run on 5 cylinders

- A valve which does not close fast

enough will cause an uncontrolled injection timing and injection quantity

does not open fast enough due to:

- mechanical problems

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2-3

-

a seized valve

- internal wear

-

mechanical problems

-

a seized valve

- internal wear

-

mechanical problems

1

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34-4 The valve inside the pump unit (B136) does not close or does not close fast enough due to:

-

a seized valve

- internal wear

-

mechanical problems

-

a seized valve

- internal wear

(37)

2-5

-

a seized valve

- internal wear

41-1 Voltage level of sine-wave signal of

crankshaft sensor (F552) on pin A1 of the ECU is too low due to:

-

too large an air gap between the

flywheel and the crankshaft sensor

- contact resistance in connection points

- short circuit or interruption

- signal disturbance caused by external

influences

- Camshaft sensor takes over function

of crankshaft sensor

- No engine speed signal on pin B5

- It takes more time to start the engine

Excessive oscillation of sine-wave signal of crankshaft sensor (F552) on pin A1 of the ECU due to:

-

irregularity in flywheel circumference

- incorrect flywheel installation

41-2 Too low a voltage level of sine-wave signal

of camshaft sensor (F558) on pin A2 of the ECU due to:

-

too large an air gap between the pulse

disk and the camshaft sensor

- contact resistance in connection points

- short circuit or interruption

influences

- Crankshaft sensor takes over

function of camshaft sensor

Excessive oscillation of sine-wave signal of camshaft sensor (F558) on pin A2 of the ECU due to:

- irregularity in pulse disk circumference

- incorrect pulse disk installation

1

(38)

41-8 Incorrect or unacceptable sine-wave signals of both the crankshaft sensor (F552) and camshaft sensor (F558) due to:

-

contact resistance in connection points

- defective ECU

influences

- Engine does not start

42-1 Signal of crankshaft sensor (F552) on pins

A1 en A13 of ECU fails due to:

-

poor connection/contact

- defective sensor

42-2 Synchronisation of crankshaft sensor

signal with camshaft sensor signal is not correct due to:

- loose pulse disk

- incorrect timing setting

- Engine does not start

42-4 Open connection or short circuit/short

circuit to supply/short circuit to earth of pin A13 and/or A1 of the ECU, crankshaft sensor (F552)

42-8 Unacceptable sinus-wave signal of

crankshaft sensor (F552) due to:

- missing hole in flywheel caused by, for

instance, fouling

43-1 Open connection or short circuit/short

circuit to supply/short circuit to earth of pin A2 and/or A14of the ECU, camshaft sensor (F558)

43-2 Unacceptable sinus-wave signal of

camshaft sensor (F558) due to:

- loose pulse plate

44-1 Excessive engine speed caused by:

-

driving downhill

- incorrect downshifting

(39)

2-7

45-1 Short circuit to supply or interruption of pin

A22 and/or A5 of the ECU, engine coolant temperature sensor (F566)

- ECU switches to default replacement

value

45-2 Short circuit to earth of pin A22 and/or A5

of the ECU, engine coolant temperature sensor (F566)

value

45-4 No signal measurement on engine coolant

temperature sensor (F566) due to:

- internal ECU fault

value

A12 and/or A17 of the ECU, boost pressure/air inlet temperature sensor (F649)

value, which may result in reduced engine power

of the ECU, boost pressure/air inlet temperature sensor (F649)

46-4 No signal measurement - boost pressure

of boost pressure/air inlet temperature sensor (F649) due to:

A21 and/or A17 of the ECU, boost pressure/air inlet temperature sensor (F649)

value

of the ECU, boost pressure/air inlet temperature sensor (F649)

value

47-4 No signal measurement - air inlet

temperature of boost pressure/air inlet temperature sensor (F649) due to:

value

A6 and/or A11 of the ECU, fuel temperature sensor (F565)

value

1

(40)

48-2 Short circuit to earth of pin A6 and/or A11 of the ECU, fuel temperature sensor (F565)

value

48-4 No signal measurement - fuel temperature

of engine temperature sensor (F565) due to:

value

B16 and/or B23 and/or B35 of the ECU, accelerator pedal sensor (F672)

- Accelerator pedal safety function (in

ECU) is activated

51-2 Short circuit to earth of pin B16 and/or B23

and/or B35 of the ECU, accelerator pedal sensor (F672)

ECU) is activated

51-4 No signal measurement on potentiometer

in accelerator pedal sensor (F672) due to:

ECU) is activated

51-8 Conflict between position of idling switch

and output signal of potentiometer in accelerator pedal sensor (F672) via pin B17 of the ECU due to:

-

defective idling switch

- open connection or short circuit/short

circuit to supply/short circuit to earth of pin B17 and/or B25

ECU) is activated

52-8 After the ignition has been switched on, the

brake pedal is operated various times (20x) if the accelerator pedal is still operated

53-1 Short circuit to supply of pin B29 of the

ECU, vehicle speed signal of MTCO (B525)

- Cruise control switched off

- Engine speed control switched off

- Engine brake activation no longer

depending on vehicle speed

53-2 Short circuit to earth of pin B29 of the

ECU, vehicle speed signal of MTCO (B525)

Engine brake activation no longer depending on vehicle speed

(41)

2-9

53-8 Unacceptable vehicle speed signal of

MTCO (B525) on pin B29 of the ECU due to:

-

interruption of pin B29

- far too high a vehicle speed caused by,

for instance, an incorrectly programmed K-factor in MTCO

- loose pulse ring in gearbox

- Engine brake activation no longer

depending on vehicle speed

54-1 Too high a voltage on the atmospheric

pressure sensor in the ECU due to:

-

internal fault in ECU

54-2 Too low a voltage on the atmospheric

pressure sensor in the ECU due to:

- internal fault in ECU

54-4 Internal ECU fault relating to the

atmospheric pressure sensor - No noticeable system limitation

55-8 Frequency of speed signal of electronically

controlled viscous fan clutch (B335) on pin B30 of the ECU is too high due to:

- mechanically locked fan clutch

55-9 Unacceptable frequency of speed signal of

electronically controlled viscous fan clutch (B335) on pin B30 of the ECU in relation to engine speed due to:

- open connection, pin B30

- short circuit to supply or to earth, pin

B30

- fan leakage

- no power supply present

- Coolant temperature may increase

excessively as a result of which the coolant overheating safeguard may be activated

56-1 Irregular engine running detected by the

ECU due to:

- fuel leakage of injector pipe, cylinder 1

- defective/clogged injector, cylinder 1

- air in fuel system

- internal leakage of pump unit, cylinder 1

- clogged injector pipe, cylinder 1

1

(42)

56-2 Irregular engine running detected by the ECU due to:

-

fuel leakage of injector pipe, cylinder 5

ECU due to:

-

ECU due to:

-

(43)

2-11

61-8 Internal CAN fault in ECU - System reaction depending on the

missing V CAN data

62-2 No CAN message received from ABS/EBS

ECU in relation to the engine torque control due to:

- communication problem with ABS/EBS

ECU

- No noticeable system limitation in

UPEC

Interrupted communication via V CAN on pins B11 and B12 of the ECU due to:

- open connection or short circuit

- System reaction depending on the

missing V CAN data

63-2 No CAN message received from ABS/EBS

ECU in relation to the engine brake function due to:

- communication problem with ABS/EBS

ECU

UPEC

missing V CAN data

65-2 No CAN message received from

transmission ECU due to:

- communication problem with

transmission ECU

UPEC

missing V CAN data

transmission ECU

UPEC

missing V CAN data

transmission ECU

UPEC

missing V CAN data

1

(44)

68-1 No CAN message received from transmission ECU due to:

transmission ECU

UPEC

missing V CAN data

69-1 No communication with immobiliser or

immobiliser code does not correspond with UPEC code due to:

-

defective immobiliser

- ignition key not adjusted to the

immobiliser

- immobiliser not matched to ECU of

UPEC

- There is no release of fuel, so that

the engine will not start

- There is no release of fuel, so that

the engine will not start

ECU, glow plug relay (G014) - Glow function is no longer activated

ECU, glow plug relay (G014) - Glow function permanently activated,with the ignition turned on

71-8 Interruption of pin B10 of the ECU, glow

plug relay (G014) - Glow function is no longer activated

ECU, exhaust brake solenoid valve (B192) - Exhaust brake is no longer activated

73-2 Short circuit to earth of pin B9 of the ECU,

exhaust brake solenoid valve (B192) - Exhaust brake permanentlyactivated, with the ignition turned on

73-8 Interruption of pin B9 of the ECU, exhaust

brake solenoid valve (B192) - Exhaust brake is no longer activated

ECU, connection point for DIP stop indicator

74-2 Short circuit to earth of pin B6 of the ECU,

connection point for DIP stop indicator - No noticeable system limitation

74-8 Interruption of pin B6 of the ECU,

connection point for DIP stop indicator - No noticeable system limitation

75-1 Short circuit to supply of pin B18 of the - DEB solenoid valve is no longer

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2-13

ECU, DEB solenoid valve (B247) - DEB solenoid valve permanentlyactivated, with the ignition turned on

75-8 Interruption of pin B18 of the ECU, DEB

solenoid valve (B247) - DEB solenoid valve is no longeractivated

77-1 Short circuit to supply of pin A8 of the

ECU, DEB solenoid valve (B248) - DEB solenoid valve is no longeractivated

77-2 Short circuit to earth of pin A8 of the ECU,

DEB solenoid valve (B248) - DEB solenoid valve permanentlyactivated, with the ignition turned on

77-8 Interruption of pin A8 of the ECU, DEB

solenoid valve (B248) - DEB solenoid valve is no longeractivated

78-1 Short circuit to supply of pin A9 of the

ECU, electronically controlled viscous fan clutch (B335)

- Fan speed is high

78-2 Short circuit to earth of pin A9 of the ECU,

electronically controlled viscous fan clutch (B335)

- The low fan speed may cause the

coolant temperature to rise

excessively, as a result of which the coolant overheating safeguard-may be activated

78-8 Interruption of pin A9 of the ECU,

electronically controlled viscous fan clutch (B335)

- Fan speed is high

81-8 Unacceptable functions via steering

column switch (C831) on pin B24, B32, B33 and B34 of the ECU due to:

- different functions on the steering

column switch are simultaneously activated due to manual operation or defective switches, as a result of which the ECU receives various input

voltages from the steering column switch at the same time

- System does not respond to the

steering column switch

82-4 Input signal, via clutch pedal proximity

sensor (E575), on pin B20 of the ECU remains present, despite the fact that the vehicle has already reached a certain speed. This is due to:

- defective proximity sensor

- short circuit to supply of pin B20

- towing the vehicle with the engine

running

1

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ECU - Engine speed/torque limitationcontrol cannot be activated

83-8 Unacceptable load on pin B28 of the ECU

due to:

- excessive contact resistance on

connection point

- Engine speed/torque limitation

control cannot be activated

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1

Page Date 1. GENERAL . . . 1-1. . . 0209 1.1 Introduction . . . 1-1. . . 0209 1.2 Location of components on engine . . . 1-2. . . 0209

2. SYSTEM DESCRIPTION. . . 2-1. . . 0209 2.1 Electrical system, UPEC system . . . 2-1. . . 0209 2.2 UPEC fuel system . . . 2-4. . . 0209

3. DESCRIPTION OF COMPONENTS . . . 3-1. . . 0209 3.1 Electronic unit . . . 3-1. . . 0209 3.2 Accelerator pedal sensor . . . 3-2. . . 0209 3.3 Engine coolant temperature sensor. . . 3-3. . . 0209 3.4 Fuel temperature sensor . . . 3-4. . . 0209 3.5 Booster pressure/air inlet temperature sensor. . . 3-5. . . 0209 3.6 Crankshaft sensor . . . 3-6. . . 0209 3.7 Camshaft sensor . . . 3-8. . . 0209 3.8 Pump unit . . . 3-10. . . 0209

4. CONTROL FUNCTIONS . . . 4-1. . . 0209 4.1 Synchronisation during starting . . . 4-1. . . 0209 4.2 Determination of injection timing and injection quantity . . . 4-4. . . 0209 4.3 Control of the injection timing and quantity . . . 4-6. . . 0209 4.4 Solenoid valve energising timing correction . . . 4-8. . . 0209 4.5 Switching the contact on/off . . . 4-11. . . 0209 4.6 Pre-glowing and after-glowing . . . 4-13. . . 0209 4.7 Start output . . . 4-15. . . 0209 4.8 Fuel release control . . . 4-17. . . 0209 4.9 Control via CAN network . . . 4-19. . . 0209 4.10 Smoke limitation . . . 4-21. . . 0209 4.11 Maximum engine speed control . . . 4-22. . . 0209 4.12 Fan speed control. . . 4-23. . . 0209 4.13 Coolant overheating safeguard . . . 4-25. . . 0209 4.14 Activation of the engine brake . . . 4-26. . . 0209 4.15 Engine speed control using steering column switch . . . 4-28. . . 0209 4.16 Cruise control . . . 4-32. . . 0209 4.17 Vehicle speed limitation. . . 4-35. . . 0209 4.18 Control in the event of failure of the accelerator pedal sensor . . . 4-37. . . 0209 4.19 Control functions via engine speed control application connector . . . 4-39. . . 0209 4.20 Engine speed/torque limitation control . . . 4-44. . . 0209

5. INSPECTION AND ADJUSTMENT . . . 5-1. . . 0209 5.1 Items requiring special attention when checking the system . . . 5-1. . . 0209 5.2 Electronic unit connection points . . . 5-2. . . 0209 5.3 Block diagram legend . . . 5-7. . . 0209 5.4 Block diagram . . . 5-8. . . 0209 5.5 Inspection of electrical system . . . 5-12. . . 0209 5.6 Inspection of pump unit activation . . . 5-21. . . 0209 5.7 Simulation of the vehicle speed signal . . . 5-21. . . 0209

2

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6.1 Installing the booster pressure/air inlet temperature sensor . . . 6-1. . . 0209 6.2 Installing the crankshaft sensor . . . 6-1. . . 0209 6.3 Installing the camshaft sensor . . . 6-1. . . 0209

7. SYSTEM INSPECTION WITH DAVIE. . . 7-1. . . 0209 7.1 General . . . 7-1. . . 0209 7.2 Engine brake test . . . 7-1. . . 0209

2

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1-1

1.1 INTRODUCTION

This system manual describes the layout, operation and control of the UPEC engine management system.

UPEC stands for “Unit Pump Electronically Controlled”.

 0209

(50)

B131

t/m

B136

D814

F565

G014

B341

F649

F565

F552

F566

2

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1-3

B131 to B136 Pump unit solenoid valve

B341 Glow plug

D814 UPEC electronic unit

F552 Crankshaft sensor

F558 Camshaft sensor

F565 Fuel temperature sensor Location on pump

sing or on fuel filter hou-sing, depending on engi-ne production data

F566 Engine coolant

tempera-ture sensor

F649 Booster pressure/air

inlet-temperature sensor

G014 Relay, glowing

 0209

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(53)

2-1

2.1 ELECTRICAL SYSTEM, UPEC SYSTEM

The electronic unit is the central controlling element of the UPEC injection system. The functions of the UPEC system can be sub-divided into engine functions, vehicle functions and a diagnostic function. Engine functions include:

- Full-load limitation

- Smoke limitation

- Determination of timing and duration of

injection

- Injection quantity correction

- Cold start

- Boost pressure control

Vehicle functions include:

- Engine speed control using steering column

switch

- Engine speed control via application

connector Note:

The application connector is optional.

- Vehicle speed limiter

- Variable vehicle speed limiter

- Cruise control

Note:

Cruise control is optional

2

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DEB

F558 B132/ B133/ B134/ B135/ B136 B247/B248 B192 B335 B341 F552 F565 F566 F649 F672 B525 F000 G036 E564 E575 C831 D814

DAVIE

CAN

VIC

D899 D900

2

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2-3

signals. Input signals

The most important input signals are:

- camshaft sensor signal (F558)

- crankshaft sensor signal (F552)

- fuel temperature sensor (F565) signal

- engine coolant temperature sensor (F566)

signal

- boost pressure/air inlet temperature sensor

(F649) signal

- accelerator pedal sensor (F672) signal

- vehicle speed signal (B525)

- parking brake (F000) signal

- brake signal (G036)

- engine brake control switch (E564) signal

- clutch approximation switch (E575) signal

- steering column switch (C831) signal

Output signals

After the input signals have been processed, output signals control:

- the pump units

(B131/B132/B133/B134/B135/B136)

- the glow-plug (B341)

- the DEB, if fitted (B247/B248)

- the engine brake (B192)

- the instrument panel via VIC (D900/D899)

- the fan, if fitted (B335)

DAVIE

Communication with DAVIE for diagnostics. CAN network

Via the CAN network, the UPEC electronic unit communicates with other electronic systems in the vehicle.

2

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8,5 bar 5 bar

4

6

3

2

5

1

I400425

The fuel lift pump (3) feeds the fuel from the fuel tank (1) through the cooling plate (2).

The purpose of the cooling plate (2) is to ensure that the electronic unit does not become too hot. The fuel lift pump (3) is fitted opposite the pump housing (5) and is driven by the camshaft in the pump housing.

From the fuel lift pump, fuel is forced towards the fuel fine filter (4).

For the purpose of constant bleeding, there is a calibrated bore in the fuel fine filter.

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2-5

fitted in the pump housing (5).

The pump units force the fuel at high pressure (approx. 1600 bar) to the injectors.

At the end of the supply channel, there is a pressure-relief valve (6) that connects the supply and discharge channels at a specific supply channel pressure.

The pressure-relief valve ensures a good degree of filling for the pump units. The

discharge channel is connected to the fuel tank (1) return pipe via the fuel fine filter.

The injector leak-off pipe is connected to the return pipe to the fuel tank (1) via a non-return valve in the fuel fine filter.

If the system has been ”open”, the fuel system can be bled by means of the primer pump integrated in the fuel lift pump (3).

2

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(59)

3-1

3.1 ELECTRONIC UNIT

The electronic unit (1) continually processes all input signals coming from the sensors,

accelerator pedal position, etc.

All these data are compared with the values (maps and control variables) stored in the electronic unit.

On the basis of these data, the electronic unit calculates the optimum injection timing and the required fuel injection quantity.

The pump units of the individual cylinders are energised accordingly.

The electronic unit incorporates a sensor that measures the atmospheric pressure.

The atmospheric pressure is measured via the vent opening (2) on the unit.

Influence of atmospheric pressure on the system

The measured atmospheric pressure has an influence on:

1. the quantity of fuel injected in full-load control.

At too low an atmospheric pressure, the quantity of fuel injected is lessened to prevent too high a turbocharger speed.

2

1

E500359

2

(60)

The accelerator pedal sensor (F672) that is connected to the electronic unit is a

potentiometer.

The output voltage of the potentiometer is a linear signal and is relative to the position of the accelerator pedal.

An idling switch runs parallel to the

potentiometer that is connected to connection point B17 of the electronic unit.

The idling switch is open if the accelerator pedal is in the no-load position and will be closed on depressing the accelerator pedal.

The idling switch forms part of the safety control. If the kickdown switch (1) is operated, the electronic unit will recognise this position of the accelerator pedal by means of the output voltage from the potentiometer.

Influence of potentiometer output voltage on the system

The measured output voltage has an influence on:

1. the desired fuel injection quantity. The desired fuel injection quantity is corrected by the following functions: smoke limitation, maximum speed control, etc. and is therefore not necessarily the same as the actual fuel injection quantity.

i 400644 C A B D F

D814

B16 4677 4679 4678 4166 4680 B23 B35 B17 B25

F672

1

2

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3-3

To measure the engine coolant temperature, a temperature sensor is used.

The temperature sensor is an NTC type (resistance is lower the higher the temperature rises).

In the event that the sensor fails, there is a pre-programmed replacement value for the sensor in the electronic unit.

Influence of the engine coolant temperature on the system

The measured engine coolant temperature has an influence on:

1. the injection timing when the engine is being started;

2. the injection timing for reducing the development of white smoke; Note:

This control takes place in combination with the air inlet temperature

3. the pre-glowing and after-glowing time 4. the determination of the fuel injection

quantity when the engine is being started; 5. the reduction of engine power at too high a

coolant temperature.

6. the control of the fan speed if the engine has an electronically controlled viscous fan speed control

i 400440

2

(62)

To measure the fuel temperature, a temperature sensor is used.

Influence of fuel temperature on the system The measured fuel temperature has an

influence on:

1. the correction of the quantity of fuel to be injected at a fuel temperature below 0_C. 2. the pre-glowing and after-glowing time. 3. the correction of the control timing of the

solenoid valve on the pump unit.

i 400440

2

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3-5

This sensor combines the function of measuring the boost pressure with that of measuring the air inlet temperature.

To measure the air inlet temperature, a temperature sensor is used.

Influence of air inlet temperature on the system

The measured air inlet temperature has an influence on:

1. the injection timing for reducing the development of white smoke. Note:

This control takes place in combination with the coolant temperature.

2. the pre-glowing and after-glowing time. 3. the smoke limiting function (correction of

measured boost pressure).

To measure the boost pressure, a boost pressure sensor is used.

The boost pressure sensor is a piezo sensor. This sensor transmits the pressure to the electronic unit in the form of an electric signal (voltage).

Influence of boost pressure on the system The measured boost pressure has an influence on:

1. the fuel injection quantity (smoke limiting function). i 400441

P

U

T

R

3

4

2

1

i400534

2

 0209

(64)

TDC

5

i 400231 TDC 1 1 1 2 3 4 5 6 7 8 9 10 10 11 11 12 13 14 15 16 17 18 18 18 60 60

5

4

i 400349

To register the engine speed and accurately determine the injection timing and therefore indirectly the timing of pump unit energising of the relevant cylinder, the crankshaft sensor (4) registers the speed and position of the

crankshaft.

To that end there are three segments on the flywheel (5) (corresponding to cylinders 1-6, 5-2 and 3-4) at a crank angle of 120_, which each have 18 holes at a distance of 6_ crank angle. To recognise the following “crankshaft segment”, the segments are spaced at a distance equal to two missing holes.

The marking of top dead centre (TDC) on the flywheel is between holes 10 and 11 of the cylinder 3-4 segment.

The crankshaft sensor (4) is positioned in such a way on the flywheel housing that if cylinder 1 or

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3-7

The electronic unit converts the sine-wave signal into a digital signal (3) which can be used by the control system.

The crankshaft sensor is polarity-dependent. The signal must be polarised in such a way that the positive half of the sine wave comes first, so that a correct triggering in the 0-passage position is possible.

In the 0-passage position of the sine-wave signal, the digital signal has a rising side for the timing.

Influence of the crankshaft sensor signal on the system

The crankshaft sensor signal has an influence on:

1. the registration of injection timing. 2. the registration of the engine speed. 3. the registration of the engine speed for the

following functions: - Injection timing - Duration of injection - Smoke limitation E500606

1

2

3

2

 0209

(66)

1

3

i 400350 60 28,5 15

1

2

3

i 400351

A camshaft sensor (2) is used to determine the synchronisation, which synchronises the

injection of cylinder 1 with the electronic system. A pulse disk (3) is fitted to the camshaft in the pump housing for the synchronisation.

On the pulse disk there is a synchronisation hole (1) that corresponds with cylinder 1.

There are six other holes spread over the pulse disk at an angle of 60_.

The function of these holes is to determine the engine speed and injection timing if the crankshaft sensor fails.

At the point at which the camshaft sensor registers the synchronisation hole (1), the first cylinder is at 57 crank angle degrees before top dead centre (TDC) on the compression stroke.

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3-9

The electronic unit converts the sine-wave signal into a digital signal (3) which can be used by the control system.

The camshaft sensor is polarity-dependent. The signal must be polarised in such a way that the positive half of the sine wave comes first, so that a correct triggering in the 0-passage position is possible.

In the 0-passage position of the sine-wave signal, the digital signal has a rising side for the timing.

Influence of the camshaft sensor signal on the system

The camshaft sensor signal has an influence on: 1. registration of the synchronisation.

2. registration of engine speed and injection timing if the crankshaft sensor fails.

E500606

1

2

3

2

 0209

(68)

Operating principle i400426

6

5

4

3

2

1 A

B

Situation A

In this situation, the pump plunger (2) is making the suction stroke.

Due to the constant overpressure in the supply area of the fuel system, the high-pressure area above the pump plunger (2) is filled via the fuel supply ducts (3).

Situation B

In this situation, the pump plunger (2) is making the compression stroke.

As the valve (5) has not yet closed the link to the fuel supply ducts (3), there is no pressure

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3-11

i400427

5

4

3

2

1

Situation C

The injection timing is determined in this situation.

The electromagnet (4) is activated by the electronic unit.

In this way, the valve (5) closes the link between the space above the pump plunger (2) and the fuel supply ducts (3).

There is now a pressure build-up above the pump plunger (2), causing fuel to be injected via the injector (6).

Situation D

The quantity of fuel to be injected is determined in this situation.

The electromagnet (4) is no longer activated by the electronic unit

This makes that the valve (5) opens the

connection between the space above the pump plunger (2) and the fuel supply ducts (3). The fuel pressure above the pump plunger (2) will be quickly reduced.