2010 RENAULT SCENIC Vdiag No.: 4C 54

PETROL INJECTION
Fault finding - System operation
17B
17B - 9
PETROL INJECTION
Fault finding - System operation
17B
17B - 9V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Camshaft dephaser
Its role is to modify the valve timing.
The camshaft dephaser is continuously variable in operation.
In applications without a camshaft sensor, the engine phasing is controlled by software. This is the case on engines
that do not have a camshaft dephaser.
This information can be displayed by reading configuration LC008 Camshaft dephaser.
A first strategy called "Memo phasing" is applied to phase the engine management on starting according to the data
recorded when the engine last stalled. Wait for the end of auto-feed (power latch and therefore this data being
saved) before disconnecting the computer.
Then, a second program confirms the first decision. It is based on torque analysis.
The injection computer actuates a camshaft dephaser that varies according to the engine:
–K4M engine
Continuous variable inlet camshaft dephaser between 0 and 43° of the crankshaft, controlled by a solenoid
valve supplied by an opening cycle ratio circuit through the injection computer.
–F4R and F4R-T engines
Inlet camshaft dephaser controlled by a solenoid valve with an all or nothing supply from the injection
computer.
Camshaft position sensor (non-LPG K4M only)
The role of the camshaft sensor is:
– to locate the computer cylinders so that the computer correctly synchronises the sequential injection,
– checks the position of the inlet camshaft.
Motorised throttle valve
The throttle valve carries out idling speed regulation and engine air intake modulation functions. It comprises an
electric motor and two throttle position potentiometers.
When the engine is idling, the throttle position is regulated according to the idling speed setpoint. This setpoint takes
into account the major power consumers (air conditioning) and operating conditions (air temperature and coolant
temperature).

PETROL INJECTION
Fault finding - System operation
17B
17B - 10
PETROL INJECTION
Fault finding - System operation
17B
17B - 10V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Fuel supply management
Fuel is supplied by the fuel pump. It is controlled each time the ignition is switched on, for 1 second, to provide a
certain pressure level in the circuit, and thereby achieve a correct start, particularly if the vehicle has been unused
for a long time.
When the engine is running, the fuel pump relay is always controlled.
Control of the petrol pump relay can be viewed through status ET047 Petrol pump control circuit.
The petrol tank is vented by way of a canister filled with activated charcoal that traps the vapour from the petrol tank.
This canister is bled via the engine vacuum pipe. It enters the inlet plenum via a hose, whose section is controlled by
a bleed valve. It is controlled by the injection computer via the opening cycle ratio. For reasons of engine instability
or canister bleed solenoid valve operating noise emitted by the vehicle, there are two possible frequencies for
controlling the canister bleed solenoid valve:
●a low frequency 8Hz,
●a high frequency 20 Hz.
The frequency of the control opening cycle ratio depends on the engine speed.
Bleed the canister to drain it as it fills, to limit vapour release into the air if a canister is saturated for example.
Air supply management
The idling speed regulator performs all the calculations required for physical control of the idling speed actuator: the
motorised throttle. The functional component of the regulator is adaptive (variation programming and ageing).
If the idling speed regulation conditions are observed, ET054 Idle speed regulation is ACTIVE, the idling speed
regulator continuously positions the motorised throttle to maintain the engine speed at its idling setpoint. The
motorised throttle opening ratio necessary to comply with the speed setpoint is then given by parameter PR091
Idling speed regulation theoretical OCR.
Note on parameter PR091:
This parameter uses only 2 parameters accessible in fault finding frame: PR444 Idle speed integral correction and
PR090 Idle speed regulation programming value which is the integral adaptive action.
–PR090 Idling speed regulation programming value is a stored parameter designed to program dispersion and
engine ageing for the idling speed regulator. The programming is carried out only when the engine is idling and
warm, and no electrical consumer (air conditioning, fan assembly, power assisted steering) is operating. Therefore
it adjusts slowly.
–PR444 Idling speed regulation integral correction is continuously calculated to take into account the air required
by consumers.

PETROL INJECTION
Fault finding - System operation
17B
17B - 11
PETROL INJECTION
Fault finding - System operation
17B
17B - 11V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Adaptive idling speed correction:
Under normal warm operating conditions, the idling speed opening cycle ratio value PR091 Idling speed regulation
theoretical OCR varies between a high value and a low value to obtain the nominal idling speed.
After operating dispersion (running in, engine fouling, etc.), the opening cycle ratio value may be close to the high or
low values.
The adaptive correction PR090 Idling speed regulation programming value on the idling speed opening cycle
ratio compensates for the gradual variations in the engine's air requirement, by bringing the idling speed opening
cycle ratio back to an average nominal value.
This adjustment only takes effect if the coolant temperature is above 75 °C, 1 minute after starting the engine and
during the idle speed regulation phase.
Idling speed setpoint calculation:
The idling speed setpoint is given by parameter PR010 Idle speed regulation valve setpoint.
The idling speed regulation setpoint depends on the coolant temperature, the depollution programming, the climate
control requirements, the position of the gearbox selector, any power assisted steering action, the passenger
compartment heating resistors, the oil temperature (engine protection) and the electricity balance calculated by the
injection software (the engine speed is increased by 160 rpm maximum if the battery voltage remains below 12.7 V).
Richness management
For optimal operation of the catalytic converter, the richness must be maintained around 1.
Richness regulation is controlled by the upstream sensor. The sensor gives voltage according to the difference
between the partial oxygen pressures contained in the exhaust and a cavity filled with a reference mixture
(atmosphere).
As the partial oxygen pressure in the exhaust is representative of the richness, the voltage supplied to the computer
represents a Rich - Lean signal.
Adaptive richness correction:
In loop mode, the richness regulation corrects the injection duration in order to obtain a mixture which is as close as
possible to a richness of 1. The richness correction value PR138 Richness correction is close to 50 %, with limits
of 0 and 100 %.
The richness adaptive corrections PR143 Self-adapting richness gain and PR144 Self-adapting richness offset
are used to offset the injection mapping to centre richness regulation on 50 %.
Adaptive corrections take 50 % as an average value after computer initialisation (clearing the programming) and have
the following limit values:

PETROL INJECTION
Fault finding - System operation
17B
17B - 12
PETROL INJECTION
Fault finding - System operation
17B
17B - 12V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
A vehicle is fitted with an upstream sensor if the configuration reading LC003 Upstream oxygen sensor is WITH.
For the upstream sensor to be operational very rapidly, it is heated. Sensor heating ET052 Upstream O
2 sensor
heating is only ACTIVE when the engine is running. It is disabled above 84 mph (140 km/h) or with the engine
under load.
The downstream sensor is also used for richness regulation via the double loop program. The way it works is to
characterise the condition of the upstream sensor and to compensate for any upstream sensor dynamic richness
drift.
The vehicle is fitted with a downstream sensor if the configuration reading LC004 Downstream oxygen sensor is
WITH.
For the double loop ET056 Double richness loop to be ACTIVE, the vehicle must be driven with the engine warm
for approximately 1 minute 30 seconds in the absence of no load conditions.
The downstream sensor is also heated. The command is not immediate when the engine is started.
ET053 Downstream O
2 sensor heating is ACTIVE after a time that depends on the latest coolant temperature with
the engine running and in the absence of no load conditions. The heating of the downstream sensor is deactivated
under 84 mph (140 km/h) or when the engine is under load.
There are several types of control depending on the sensor type:
●BOSCH LSH25/NTK 6L (6Ω)/DELPHI AFS128 (3 wires): Continuous control,
●BOSCH LSF 4.7 (known as PLANAR): Each time the engine is started, control is first executed by means
of an OCR (opening cycle ratio) type signal of 20 Hz in frequency for approximately 20 seconds then it
becomes continuous,
●BOSCH NTK 6L (3.3Ω): each time the engine is started, the control is continuous first for 15 seconds then
executed by an OCR (Opening Cycle Ratio) type signal with a 20 Hz frequency.
Management of turbocharging pressure (F4R Turbo only)
The turbocharging pressure is adjusted via the position of the pressure regulation valve (wastegate).
Principle
This pressure regulation valve, connected via a rod to the wastegate diaphragm, is operated by the injection
computer via a solenoid valve. This solenoid valve is normally open and is fitted to the inlet pipe between the air filter
and turbocharger inlet.
At rest (open position), this solenoid valve connects the turbocharger outlet (turbocharging pressure) and the
pressure regulation valve control diaphragm.
The turbocharging pressure affects the diaphragm directly, the pressure regulation valve (wastegate) opens and the
maximum possible pressure is approximately 1,350 mbar - 1,400 mbar, irrespective of the engine speed (minimum
turbocharging for the engine).
When the solenoid valve is controlled, the turbocharging pressure signal (taken at the turbocharger outlet) is
diverted to the compressor inlet. As a result, the diaphragm is not subject to turbocharging pressure, the pressure
regulation valve (wastegate) closes back to a position imposed by the regulation system.

PETROL INJECTION
Fault finding - System operation
17B
17B - 13
PETROL INJECTION
Fault finding - System operation
17B
17B - 13V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
In addition to turbocharging pressure management, the computer controls the engine for full load constant torque
operation.
This means that, irrespective of the engine conditions (air temperature, atmospheric pressure etc.), the maximum
torque will always be 275 Nm and the power 125 kW. So, for an air temperature of 20°C, the turbocharging pressure
at full load will be less than at 50°C. Despite controlled torque management, the turbocharging pressure can never
exceed 1800 mbar.
Ignition management
The advance is calculated for each cylinder. This may have a negative value, and is limited to between - 23.625°
and + 72° and includes any corrections due to pinking.
The slow loop anti-pinking correction is the maximum advance value that is deducted from the advance of one of the
cylinders. If none of the cylinders is pinking, this correction is zero.
Injectors
The injectors are controlled according to several modes. In particular, the engine is started in semi-full group mode
(injectors 1 and 4, then injectors 2 and 3 simultaneously), then it enters sequential mode, to ensure a correct start
whether or not it is correctly phased.
In fact in rare cases it is possible for the engine to run incorrectly phased if the Memo phasing program failed during
the last engine stop. So, since the system did not enter sequential injection mode and the cylinder 1 detection
program did not run, the injections are offset by 2 cylinders: therefore injecting in the order 4-2-1-3 rather than the
expected 1-3-4-2.
The injection time is constantly calculated and may be zero, in the event of cut-off during deceleration or overspeed
for example.

PETROL INJECTION
Fault finding - System operation
17B
17B - 14
PETROL INJECTION
Fault finding - System operation
17B
17B - 14V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
3. OBD management
Managed OBD programming is as follows:
– catalytic converter operational fault finding,
– upstream oxygen sensor operational fault finding,
– misfiring fault finding with two levels of detection: pollutant misfiring and catalytic converter breakage
misfiring,
– fuel supply system fault finding.
The misfiring and fuel supply system fault finding is performed continuously.
The operational fault finding for the upstream sensor and the catalytic converter can be only be carried out once per
journey, and can never occur at the same time.
OBD fault manager:
The OBD faults manager does not replace or modify conventional electrical fault management. Perform to comply
with OBD standard.
The requirements are:
●storing OBD faults,
●illuminate the OBD warning light for all faults where the OBD emission thresholds are exceeded,
●flash the OBD warning light for misfire faults damaging the catalytic converter.
Operating principle.
If a fault is detected and confirmed during 3 consecutive journeys then:
●an OBD stored fault is raised,
●the OBD fault warning light receives a request to be lit continuously. This request is only recognised if the
fault in question is authorised to activate the OBD warning light.
To deactivate the warning light, no OBD faults should be detected for 3 consecutive journeys.
The electrical fault finding checks taken into consideration by the OBD faults manager are as follows:
– pressure,
– turbocharging pressure,
– coolant temperature,
– air temperature
– upstream sensor,
– downstream sensor,
– upstream sensor heating,
– downstream sensor heating,
–injector1,
–injector2,
–injector3,
–injector4,– ignition coil 1,
– ignition coil 2,
– ignition coil 3,
– ignition coil 4,
– petrol pump,
– wastegate,
– canister bleed,
– air line system,
– turbocharging system
– pinking sensor,
– camshaft dephaser.

PETROL INJECTION
Fault finding - System operation
17B
17B - 15
PETROL INJECTION
Fault finding - System operation
17B
17B - 15V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Catalytic converter:
Purpose
Catalytic converter fault finding should detect a malfunction which would cause hydrocarbon pollutant emissions to
exceed the EOBD (European On Board Diagnostic) limit.
Principle
The ability of the catalytic converter to store oxygen indicates the condition of the catalytic converter. As the
catalytic converter ages, its ability to store oxygen reduces along with its ability to treat pollutants. The principle lies
in using the correlation between the oxygen storage capacity and the HC emissions.
When the conditions for starting fault finding are confirmed, richness excitation peaks are applied, which has the effect
of sending bursts of oxygen into the catalytic converter.
If the catalytic converter is in good condition it will absorb the oxygen sent to it and the downstream sensor voltage
will remain at its average value.
If it is damaged, it rejects the oxygen that it cannot store and the downstream sensor starts knocking. The more the
catalytic converter is damaged, the more the downstream oxygen sensor will oscillate.
Sensors:
Purpose
Sensor fault finding should detect a malfunction which would cause pollutant emissions to exceed the EOBD
(European On Board Diagnostic) limit.
There are 2 kinds of oxygen sensor damage:
●mechanical damage to the component (breakage, cut in wire) which leads to an electrical fault,
●chemical or thermal damage to the component leading to a slower response time of the sensor and to the
increase in the average reaction time.
Description of programming
When the conditions for starting fault finding are confirmed, the upstream sensor signal periods are read and the
glitches (interference phenomena) removed, then the average taken, and compared with an EOBD (European On
Board Diagnostic) limit average period.
The fault finding check may be staggered, i.e. divided over several consecutive engine stability phases, and its
duration will vary according to the condition of the sensor.

PETROL INJECTION
Fault finding - System operation
17B
17B - 16
PETROL INJECTION
Fault finding - System operation
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17B - 16V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
4. Engine coolant temperature management
Engine cooling is provided by 1 or 2 fan assemblies (depending on the vehicle layout). The injection computer
requests the UPC to actuate them via the multiplex network.
To provide cooling:
Engine running, GMV1 is requested when the coolant temperature exceeds 99 °C and stops when the coolant
temperature falls below 96 °C. GMV2 is requested when the coolant temperature exceeds 102 °C and stops when
the coolant temperature falls below 99 °C.
With the engine off, only fan assembly 1 may be activated to provide the anti-percolation function (if engine is
stopped when very hot). The anti-percolation function is active with the ignition off for a determined period. During
this period, fan assembly 1 is requested if the coolant temperature exceeds approximately 100 °C and is shut down
if the coolant temperature drops below around 95 °C.
If a fault is detected on the coolant temperature sensor circuit, then fan assembly 1 is requested to operate
continuously.
If the engine coolant temperature goes beyond the warning threshold of 11 8 ° C, the injection computer requests the
instrument panel computer via the multiplex network to illuminate on the coolant temperature warning light until the
coolant temperature falls back below 115 ° C.
In addition to the engine requirements, the injection computer centralises the cooling requirements for the Air
conditioning and BVA/BVR functions.
5. Air conditioning function
The S3000 computer manages a cold loop air conditioning system.
– air conditioning request via multiplex connection,
– acquisition of air conditioning circuit pressure,
– vehicle speed
– air conditioning compressor control,
– fan assembly control request by Protection and Switching Unit.
The injection computer recovers the power absorbed by the air conditioning compressor and the fast idling speed
request using the pressure acquired in the air conditioning circuit.
These signals are necessary for adapting the engine management (idling speed regulation, air flow correction, etc.),
for several reasons:
– air conditioning compressor efficiency,
– sturdier engine to torque bucking caused by compressor activation,
– helping the alternator.
Requests for fan assembly 1 and/or fan assembly 2 are recovered based on the air conditioning circuit pressure and
the vehicle speed. In short, the lower the speed and the higher the pressure, the greater the fan assembly requests.