2011 RENAULT SCENIC Rail pressure regulator

13B-10V9 MR-372-J84-13B450$030.mif
13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
High pressure pump:
The high pressure pump is located upstream of the common rail.
Rail pressure sensor:
This sensor is fitted to the common rail.
Rail pressure regulator:
The regulator is fitted on the high pressure pump.
Four injectors:
The injectors are fitted on the cylinder head after the common rail.
Vacuum pump:
The vacuum pump is fitted at the end of the camshaft.
Control solenoid valve:
This solenoid valve is located on the turbocharger.
Turbocharger:
The turbocharger is located after the exhaust manifold.
Turbocharger pressure sensor:
The turbocharger pressure sensor is fitted to the air circuit between the turbocharger and the damper valve.
Air mass flow meter:
The air mass flow meter is located at the air circuit inlet and integrates the air temperature sensor.
EGR valve:
The EGR valve is located between the inlet manifold and the exhaust manifold.
EGR position sensor:
This sensor is integrated into the EGR valve.
Damper valve:
The damper valve is located before the inlet manifold.
Particle filter:
The filter is located on the exhaust line after the catalytic converter (only on engines F9Q816).
TDC sensor:
This sensor is located on the flywheel.
Camshaft sensor:
This sensor is located at the end of the camshaft.
DIESEL INJECTION
Fault finding – List and location of components

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13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
High pressure pump:
The pump draws in fuel from the tank, which passes through a fuel filter and supplies the fuel injectors.
Rail pressure sensor:
This sensor is fitted to the rail and indicates the pressure inside the rail.
Rail pressure regulator:
This component regulates the high pressure of the fuel in the injection system.
Fuel temperature sensor:
This sensor measures the fuel return temperature from the pump and injector return.
Four injectors:
These injectors enable rapid, precise metering of the quantity of fuel injected, with excellent injection process repeat
action.
Vacuum pump:
The vacuum pump is driven by the camshaft. The pump provides the vacuum required to operate the following
components: control solenoid valve, brake servo.
Control solenoid valve:
The solenoid valve controls the vacuum pump and the turbocharger vane control diaphragm.
Turbocharger:
The turbocharger is used to supply the engine with more air.
Turbocharger pressure sensor:
This sensor indicates the pressure at the turbocharger air cooler outlet before the damper valve.
Air mass flow meter:
The flowmeter measures the amount of fresh air entering the engine.
EGR valve:
Exhaust gas recirculation considerably reduces the nitrogen oxide emissions (NOx).
EGR position sensor:
The sensor gives the position of the EGR solenoid valve.
Damper valve:
The damper valve is used:
– When the engine is switched off, to dampen the engine which helps stop the engine.
– When in the rest position; the valve is open by default.
DIESEL INJECTION
Fault finding – Role of components

13B-15V9 MR-372-J84-13B450$050.mif
13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
System outline
The high pressure injection system is designed to deliver a precise quantity of diesel fuel to the engine at a set
moment.
It is fitted with a BOSCH 128-track computer, type EDC16C36.
The system comprises:
– a priming bulb on the low pressure circuit,
– a diesel filter,
– a high pressure pump with a built-in low pressure pump (transfer pump),
– a high pressure regulator mounted on the pump,
– an injector rail,
– a diesel fuel pressure sensor built into the rail,
– four solenoid injectors,
– a diesel temperature sensor,
– a coolant temperature sensor,
– a cylinder reference sensor,
– an engine speed sensor,
– a turbocharger pressure sensor,
– an accelerator pedal potentiometer,
– an exhaust gas recirculation solenoid valve,
– a recycled gas cooling solenoid valve,
– an atmospheric pressure sensor integrated into the injection computer,
– an air flowmeter fitted with an air temperature sensor,
– a turbocharging pressure limitation solenoid valve,
– a motorised damper valve,
– a particle filter (F9Q816 engine only),
– a particle filter differential pressure sensor (F9Q816 engine only),
– a temperature sensor upstream of the particle filter (F9Q816 engine only),
– a temperature sensor downstream of the particle filter (only on certain F9Q816 engines in VDiag 48),
– a temperature sensor upstream of the turbine (F9Q816 engine only),
– a richness ratio sensor,
– a turbocharger cooling pump.
The common rail direct high pressure injection system works sequentially (based on the petrol engine multipoint
injection).
This injection system reduces operating noise, reduces the volume of pollutant gases and particles and produces
high engine torque at low engine speeds thanks to a pre-injection procedure.
The high pressure pump generates the high pressure and transmits it to the injector rail. The actuator located on the
pump controls the quantity of diesel supplied, according to the demand determined by the computer. The rail
supplies each injector through a steel pipe.
DIESEL INJECTION
Fault finding – Features

13B-16V9 MR-372-J84-13B450$050.mif
DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
The high pressure pump is supplied at low pressure by an integrated low pressure pump (transfer pump).
It supplies the rail, the pressure of which is controlled by the fuel flow actuator (MPROP) for charging, and for
discharging by the injector valves. This compensates for pressure drops. The flow actuator allows the high pressure
pump to supply the exact quantity of diesel fuel required to maintain the pressure in the rail. This component
minimises the heat generated and improves engine output. In order to discharge the rail using the injector valves,
the valves are controlled by brief electrical pulses which are:
– short enough not to open the injector (passing through the feedback circuit from the injectors),
– long enough to open the valves and discharge the rail.
Some vehicles have a presence sensor mounted in the filter for detecting water in the diesel. If there is water in the
diesel fuel, the orange “Injection and pre-post heating” warning light will come on.
The system can inject diesel fuel into the engine at a pressure of up to 1600 bar. Before each operation, check that
the injector rail is depressurised and that the fuel temperature is not too high.
You must respect the cleanliness guidelines and safety advice specified in this document for any work on the high
pressure injection system.
Removal of the internal parts of the pump and injectors is prohibited. Only the fuel flow regulator/actuator, diesel fuel
temperature sensor and the venturi can be replaced.
For safety reasons, it is strictly prohibited to undo a high pressure pipe union when the engine is running.
It is not possible to remove the pressure sensor from the fuel rail because this may cause circuit contamination
faults. If the pressure sensor is defective, replace the pressure sensor, rail and high pressure pipes associated with
the rail.
Supplying + 12 V directly to any component in the system is prohibited.
Ultrasonic decoking and cleaning are prohibited.
Never start the engine unless the battery is connected correctly.
Disconnect the injection computer when carrying out any welding work on the vehicle. WARNING
The engine must not operate with:
– Diesel fuel containing more than 10% diester,
– petrol, even in tiny quantities.

13B-17V9 MR-372-J84-13B450$050.mif
DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
a. The computer:
Determines the value of injection pressure necessary for the engine to operate correctly and then controls the
pressure regulator.
Checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on the
rail.
It determines the injection timing required to deliver the right quantity of diesel fuel and the moment when injection
should start. Controls each injector electrically and individually after determining these two values.
The flow injected into the engine is determined by:
– the duration of injector control,
– the rail pressure (regulated by the computer),
– the injector opening and closing speed,
– the needle stroke (determined by a constant for the type of injector),
– the nominal hydraulic flow of the injector (specific to each injector).
The computer manages:
– idling regulation,
– exhaust gas flow reinjection to the inlet (EGR),
– fuel supply check (advance, flow and rail pressure),
– the fan assembly control,
– the air conditioning (cold loop function),
– the cruise control/speed limiter function,
– pre-post heating control,
– indicator lights control via the multiplex network,
– the catalysed particle filter operation (F9Q816 engine only).

13B-26V9 MR-372-J84-13B450$060.mif
13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
No.
Defect
modesCause of fault Customer perception
Engine stop– Flow regulator short circuit to earth (flow regulator closed).
– High pressure circuit leak (min. rail pressure).
– Injector jammed open.
– Loss of engine speed signal.
– Sensor feed No.No. 3 fault.
– Engine management computer internal fault.
– Injector row 1 and 2 fault.
– Solenoid control stage cut-off fault caused by computer
initialisation (to check that cut-off is operational).Engine stop
Level 2 on
Limited torque– Rail pressure sensor fault.
– Pedal sensor gangs 1 and 2 double fault (including sensor feeds
1 and 2).
– Open circuit, short circuit to earth and turbocharger solenoid valve
short circuit to + 12 V.
– Turbocharger pressure sensor fault (sensor signal short circuit
with sensor feed, sensor signal short circuit to +12volts, sensor
open circuit to earth, sensor signal short circuit to earth, sensor
feed open circuit, sensor signal open circuit, significant line
resistance on sensor feed, significant line resistance on sensor
signal, significant line resistance on sensor earth, significant
pressure difference measured between the atmospheric pressure
sensor and the turbocharger pressure sensor at idle speed).
– Injector codes fault.
– Computer internal fault.
– Solenoid control stage cut-off fault caused by computer
initialisation (to check that cut-off is operational).
– Sensor feed 1, 2 and 3 fault.
– Vehicle speed fault.Speed limited
to≈1750 rpm
Loss of engine torque
Flow/injected
quantity
limited– Flow regulator open circuit or short circuit to + 12 volts
(Flow regulator open).
– Positive rail pressure loop difference (measurement < setpoint).
– Negative rail pressure loop difference (measurement > setpoint).
– Max. rail pressure (flow regulator jammed in open position).Limited performance
Pedal limp
home– Pedal sensor gangs 1 and 2 double fault (including sensor feeds
1 and 2).
– Activation of pedal safety programming.
– Accelerator pedal mechanism jammed.Speed limited to
45-48 mph (75-80 km/h)
DIESEL INJECTION
Fault finding – Defect modes

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DIESEL INJECTION
Fault finding – Fault summary table13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
Management of instrument panel warning lights according to the faults notified.
*diff: differentialFaultDTC code in
hexadecimalLevel 1 fault
warning light
(orange
SERVICE
warning light)Level 2 fault
warning light
(red STOP
warning light)No fault
warning
light litOBD
warning
light lit
DF312 Speed request 1436 - - X -
DF315 Particle filter diff*
pressure sensor2452 CO/CO.0CC.1/ - -CO/CO.0/
CC.1
DF316 Particle filter diff*
pressure2453 1.DEF/2.DEF - -1.DEF/
2.DEF
DF502 Cruise control or
speed limiter button565 - - 1.DEF -
DF530 EGR adaptives 404 - - 1.DEF -
DF643 Rail pressure regulator
circuit90 -CO/ CC.0/
CC.1/1.DEF--
DF647 EGR valve position
regulation4881.DEF/2.DEF/
3.DEF-4.DEF/
5.DEF1.DEF/
2.DEF
3.DEF/
4.DEF /
5.DEF
DF652 Turbine upstream
temperature sensor circuit544 CC.0/CO.1 - -
DF778 Turbine upstream
temperature control 2080 1.DEF

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DIESEL INJECTION
Fault finding – Interpretation of faults13B
DF053
PRESENT
OR
STOREDRAIL PRESSURE REGULATION FUNCTION1.DEF: Above maximum threshold.
2.DEF: Negative loop deviation.
3.DEF: Positive loop deviation.
4.DEF: Below minimum threshold.
NOTESOrder of priority for a combination of faults:
Deal with fault DF643 Rail pressure regulator circuit first if it is present or stored.
Conditions for applying the fault finding procedure to a stored fault:
The fault is declared present after:
– the engine is started,
– a road test.
Special notes:
If the fault is present:
– engine torque limited for 2.DEF/3.DEF,
–the level 1 warning light comes on for 2DEF/3.DEF.
–the level 2 warning light comes on for 1.DEF/3.DEF/4.DEF,
– engine stops for 1.DEF/3.DEF/4.DEF.
Use bornier Elé.1681 for any operations on the injection computer connectors.
Use Wiring Diagram Technical Note, Mégane II ph2, Scénic II ph2.
EDC16C36_V44_DF053/EDC16C36_V4C_DF053/EDC16C36_V48_DF053/EDC16C36_V50_DF053/EDC16C36_V54_DF053/
EDC16C36_V58_DF053
AFTER REPAIRDeal with any other faults. Clear the fault memory.
Switch off the ignition until the end of the power-latch phase, and carry out a road test
followed by a check using the diagnostic tool.
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58