2011 RENAULT SCENIC pressure

13B-14
MR-372-J84-13B050$195.mif
V17
DIESEL INJECTION
Fault finding – Function
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2
13B
FUEL SUPPLY
High pressure pump
The high pressure pump consists of the following components:
– Internal fuel transfer pump (ITP):
The pump is a rotary pump with vanes which sucks the fuel from the tank through the fuel filter and supplies the high
pressure pump with fuel.
– Fuel flow solenoid valve (VCV):
The solenoid valve regulates the flow of fuel entering the high pressure pump and enables an optimum quantity of
fuel to be pressurised according to the operating phase; this improves the efficiency of the high pressure pump
and the engine.
– High-pressure pump (HPP):
The pump is a 3-piston radial pump which generates the required pressure in the rail.
– Fuel pressure solenoid valve (PCV):
The solenoid valve regulates the output pressure of the high pressure pump.
Piezoelectric injectors
The piezoelectric injectors enable rapid, precise metering of the quantity of fuel injected, with excellent injection
process repetitiveness.
The piezoelectric actuator operates like a condenser. To control the injector, the computer sends, at the correct time,
a quantity of energy which is sufficient to enable the actuator to deform and the injector to open.
During the injection period, the piezoelectric actuator stores this energy.
At the end of the injection period, the computer recovers the energy sent at the start of the control operation.
The piezoelectric actuator discharges and returns to its original shape. The injector closes.
To improve efficiency, the energy stored by the piezoelectric actuator is reused, reducing the energy required for the
next injection.
WARNING:
The injector voltage is very high (much higher than that of conventional injectors).
This voltage can be as much as 150 V.

13B-15
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
Engine synchronisation
One of the determining factors for fuel injection control is knowing the position of each of the pistons in their
respective cylinders at all times.
The angular position is measured using a TDC sensor triggered by machined teeth on the flywheel. The flywheel
has 60 teeth, with 2 teeth missing which forms a notch which is used as a reference point for the 1
st cylinder.
A second sensor (Hall-effect), excited by a machined tooth on the camshaft, and turning at half the engine speed,
provides information on the progress of the injection cycle. When the piston of cylinder 1 is at top dead centre (TDC),
either at the end of the compression stroke or at the end of the exhaust stroke, the camshaft sensor enables
a distinction to be made between these two states.
By comparing the signals from these two sensors, the computer is able to provide all of its systems with
synchronisation parameters, namely: the angular position of the flywheel, engine speed, the number of the active
injector and the progress of the injection cycle.
The module supplies the system with the rotation speed signal.
The camshaft sensor is only used when starting the engine. As soon as the engine is running by itself (not being
cranked by the starter), the signal provided by the TDC sensor is sufficient. A camshaft sensor fault, when the
engine is running, does not prevent the engine from operating correctly.
Quantity of fuel injected and control of start of injection
The parameters for controlling injection are, for each cylinder, the quantity to be injected and the start of injection.
These parameters are calculated by the injection computer using the following information:
– Engine speed.
– Accelerator pedal position.
– Turbocharging air pressure.
– Coolant temperature.
– Air temperature.
– Fuel temperature.
–Air flow.
– Pressure of fuel in the rail.

13B-17
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
AIR SUPPLY
Measurement of the fresh air flow
The flow of fresh air entering the engine is measured by a flow sensor (ratiometric hot-wire sensor).
A fresh air temperature sensor is integrated into the air flowmeter.
EGR valve control
The EGR (exhaust gas recirculation) system consists of a direct current EGR valve fitted with a valve position
sensor. The EGR valve is controlled in a closed-loop via the position sensor. Up to a certain rate, exhaust gas
recirculation enables nitrogen oxide (NOx) emissions to be reduced significantly.
Turbocharger control
The turbocharger system consists of a solenoid valve connected to the vacuum pump circuit, which controls the
vanes via a diaphragm to create an overpressure or a vacuum in the fresh air inlet circuit (the overpressure can
reach 2.6 bar).
Damper valve control (for Vdiag 44, 45, 48, 49 and 4D only)
By default the valve is open when in the rest position and is actuated only when the engine is switched off; this has
a damping effect and helps to stop the engine.
It also controls the flow of fresh air during regeneration.
IDLE SPEED MANAGEMENT
The injection computer regulates the idle speed according to the idle speed setpoint which it calculates.
The idle speed setpoint is dependent on:
– the coolant temperature,
– the emission control programs,
– air conditioning requirements,
– the gear ratio engaged (automatic or sequential gearbox),
– the electrical consumers,
– battery voltage.
ENGINE TORQUE MANAGEMENT
The torque structure is the system which translates the driver's request into a torque supplied by the engine. Certain
functions such as the electronic stability program (ESP), the automatic gearbox (BVA) or the sequential gearbox
(BVR), if fitted to the vehicle, use this information.
Each inter-system (ESP, automatic gearbox, sequential gearbox) sends the injection computer a torque request via
the multiplex network.
The injection computer arbitrates between the inter-system torque requests and the driver request (depressing the
accelerator pedal or setting the cruise control/speed limiter function). The result of the arbitration gives the torque
setpoint.
From this torque set point, the computer determines the quantity of fuel to be injected (injection duration and number
of injection processes) and the amount of air required (turbocharging pressure and EGR valve rate) so that the
engine is able to provide the torque required in the best possible conditions (in terms of smooth running
performance, pollutant emissions, etc.).

13B-18
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
MANAGEMENT OF PRE/POSTHEATING
Pre-postheating management involves controlling the heater plugs and the heater plugs indicator light on the
instrument panel (via the multiplex network). The heater plugs are activated by a preheating unit and the power is
provided by the battery.
When the ignition is switched on, the preheating period is activated; the indicator light comes on for a period
dependent on the battery voltage, atmospheric pressure and coolant temperature.
When the coolant temperature is below a certain threshold, a postheating function enables combustion stability,
and thereby engine operation, to be improved (reduction in unburned fuel and pollutant emissions).
MANAGEMENT OF ENGINE COOLANT TEMPERATURE
Engine cooling is guaranteed by a 2-speed fan assembly (GMV) (slow: GMV1 and fast: GMV2).
The injection computer requests the UPC to actuate them via the multiplex network.
To provide cooling:
– Engine running:
GMV1 is activated when the coolant temperature exceeds 96°C and is deactivated when it drops below 94°C.
GMV2 is activated when the coolant temperature exceeds 104°C and is deactivated when it drops below 102°C.
If the engine coolant temperature exceeds the warning threshold of 120°C, the injection computer requests the
instrument panel computer, via the multiplex network, to switch on the coolant temperature warning light. The
warning stops if the coolant temperature drops below 117 ° C.
If the engine coolant temperature exceeds the threshold of 11 5 ° C, the injection computer requests the UPC
computer, via the multiplex network, to switch off the air conditioning compressor so as to reduce the load on the
engine and attempt to limit its rise in temperature. The cut-off request is cancelled if the coolant temperature drops
below 110°C.
If a fault in the coolant temperature sensor circuit is detected, the injection computer requests that the coolant
temperature warning light is lit and that GMV2 is activated.
In addition to engine management, the injection computer centralises the cooling requirements for the air
conditioning and automatic gearbox/sequential gearbox functions (if fitted to the vehicle).
OTHER HOSTED FUNCTIONS
The other functions hosted by the computer are:
– Multiplex line.
– ADAC (Trip Computer).
– Trip Computer Display.
– Engine immobiliser.
– Airbag.
– Engine stop management.
– Starter management.
– Air conditioning.
– Cruise control/speed limiter.

13B-19
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
INTERSYSTEM EXCHANGES
The inter-system connections concerning the particular requirements of engine management are as follows:
●Request for injection computer to switch on the OBD warning light to warn of an OBD related pollution fault.
●Request to switch on the Level 1 warning light to warn of an operational safety fault with the engine
management system which may restrict performance.
●Request to switch on the Level 2 warning light to warn of an operational safety fault with the engine
management system which may result in the engine stopping.
●Request to switch on the Particle Filter and Service warning light to warn of an operational safety fault of the
particle filter system which may result in reduced performance or engine stoppage.
●Request to switch on the Engine overheating warning light to warn of an engine overheating fault or a fault
in the coolant temperature sensor.
●Request to switch on the Particle filter warning light to warn the driver that the particle filter is loaded with
particles (weight of soot more than 30.8 g). As soon as possible, the driver must drive at a speed of more than
25 mph (40 km/h) for 2 minutes to activate regeneration.
The driver must maintain a speed of more than 25 mph (40 km/h) until the particle filter warning light goes out
(Vdiag 45 and 49 only).
●Request to start the fan assembly for engine cooling and also for air conditioning purposes,
●Request to switch off the air conditioning compressor for engine programming requirements such as pulling
away, performance, anti-stalling, overspeed, etc.
●Request to switch off electrical consumers (passenger compartment heating resistor (if fitted), heated rear
screen, etc.) for engine operation purposes such as: pulling away, performance, anti-stalling,
overspeed, etc.
●Formulation of requests to engage electrical consumers and limit power as a function of rail conditions.
This last function is made possible with the introduction of alternator control. Formulation of requests enables
the smooth running of the engine to be improved in the critical operating phases, mainly at idle speed and
when pulling away. These requests pass via the multiplex network to the Protection and Switching Unit where
they are converted before being sent to the alternator.
In comparison to the version without a particle filter (K9K Step 2), the K9K Step 2 particle filter technical
specifications also include:
●Four temperature sensors spread along the exhaust system.
●One differential pressure sensor.
●One fuel injector with a dedicated electric fuel pump.
●An electric water pump (in addition to the mechanical pump) controlled by a relay to cool the turbocharger when
the engine is stopped (only for Clio III, Modus and Mégane II/Scénic II).
●Four heating elements and their control unit.
Oil Control System (OCS) (except Vdiag 44, 45 and 49)
This program takes into account the driving style of the user to warn him of the need for an oil change. This program
counts the number of miles since the last oil change, corrected by a factor which depends on the oil temperature.
When the number of miles exceeds a threshold, the customer is warned by a message to the instrument panel that
the drain must be performed.
After the oil change, the user must reset the oil change interval on the instrument panel.

13B-20
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
The exhaust system is fitted with an exhaust gas treatment system consisting of (in order):
●A shell casing containing an oxidation catalytic converter to treat hydrocarbons and carbon monoxide, the volume
and positioning of which is identical to K9K Step 2 without a particle filter.
●A fuel injector supplied by a second fuel circuit which is independent of the main fuel circuit.
●A second casing containing an oxidation catalytic converter and a particle filter positioned under the vehicle floor.
EXHAUST GAS TREATMENT
Operating principle
Regeneration consists of burning the particles accumulated in the filter. When oxygen is present, regeneration
by particle combustion occurs naturally when the exhaust gas temperature reaches 570°C.
This temperature is very different to the temperatures observed in the normal operating range of a common rail
engine. In town, the engine does not produce much heat and the exhaust gas temperature varies between 250°C
and 300°C. Whatever the driving conditions may be, a particle filter regeneration program should be developed
without an effect on driving pleasure.
A differential pressure sensor monitors the status of the particle filter (particle weight) and triggers regeneration.
Regeneration is performed by specific injection regulation (phased injection and post-injection) which brings the
temperature of the exhaust gas to between 550 °C and 650 °C at the particle filter inlet.
Regeneration lasts at least 30 minutes and is carried out every 165 miles (275 km) (minimum interval between 2
successful regenerations).
Certain types of customer driving (mainly urban driving) may cause the particle filter to accumulate a significant
quantity of particles. This amount of soot may impair customer experience: poor vehicle performance due to
excessive pressure in the exhaust system.
This driving type may cause the speed request (Vdiag 45 and 49 only) warning light to come on when the particle
weight reaches 30.8 g or after 10 regeneration failures or if the distance between each regeneration reaches
111 0 m il es (1850 km). The customer is asked to drive in a certain way (see vehicle handbook).
However, this warning may be misinterpreted or taken to be a vehicle fault. The vehicle must not be returned to the
garage after such a warning; if the vehicle is taken back to the garage and accepted for repair, the mechanic should
carry out After-Sales regeneration.
PARTICLE FILTER INJECTOR PROGRAM
The particle filter injector is clamped in place inside a cooling cylinder head, which itself is attached to the output
cone of the first oxidation catalytic converter. The coolant flows into the cylinder head via a take-off pipe on the
cooling system and leaves via a hose connected to the turbocharger.
This injector is used to replace post injection in areas of low load and low flow.
This injector is supplied by an additional electric fuel pump.
The electric fuel pump is:
●controlled by a relay during each regeneration phase or purge,
●integrated into the suction module submerged in the tank,
●connected to the second fuel circuit.

13B-21
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
Faults that activate the OBD warning light
PRECAUTIONS/RISKS
The main recommendation regarding the system is:
Never electrically disconnect the injectors with the engine running.
The piezoelectric technology used for the injector system means that the injectors receive a control pulse to open
and another control pulse to close. If the injector is disconnected between these 2 pulses while the engine is
running, i.e. during the actual injection process, the injector will remain open long enough to create very
unfavourable thermodynamic conditions in the cylinder(s) or generate hydraulic pressure which may result in
engine damage. Tool fault Associated DTC Diagnostic tool title
DF003 2226Atmospheric pressure sensor circuit
DF004 0235Turbocharging pressure sensor circuit
DF011 0641Sensor feed no. 1 voltage
DF012 0651Sensor feed voltage no. 2
DF016 0487EGR control circuit
DF026 0201Cylinder 1 injector control circuit
DF027 0202Cylinder 2 injector control circuit
DF028 0203Cylinder 3 injector control circuit
DF029 0204Injector cylinder 4 control circuit
DF038 0606Computer
DF039 0110Inlet air temperature sensor circuit
DF056 0100Air flow sensor circuit
DF129 0101Air flow requested
DF202 2413EGR valve
DF209 0409EGR valve position sensor circuit
DF582 0069Pressure consistency
DF953 2002Particle filter absent
DF991 1205Particle filter injector control circuit
DF1000 242AParticle filter downstream temperature sensor circuit
DF1003 2452Particle filter differential pressure sensor circuit
The injector voltage is very high (much higher than that of conventional injectors)
This voltage can be as much as 150 V.

13B-22
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
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 shows the pressure inside the rail.
Rail pressure regulator:
This component regulates the high pressure of the fuel in the injection system.
Fuel flow regulator:
This component regulates the fuel flow of the injection system.
Fuel temperature sensor:
This sensor measures the temperature of the fuel arising from the pump and injector return.
Piezoelectric injectors:
These injectors enable rapid, precise metering of the quantity of fuel injected, with excellent injection process
repetitiveness.
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 connects the vacuum pump and the control diaphragm of the turbocharger blades.
Turbocharger:
The turbocharger is used to supply the engine with more air.
Intake air pressure sensor:
This sensor measures the pressure at the turbocharging air cooler output before the damper valve.
Turbocharger pressure sensor:
This sensor measures the pressure at the turbocharging air cooler output before the damper valve.
Air mass flow meter:
The flowmeter measures the amount of fresh air which goes back into the engine.
EGR valve:
The exhaust gas recirculation enables nitrogen oxide (NOx) emissions to be reduced significantly.
EGR position sensor:
The sensor gives the position of the EGR solenoid valve.
Damper valve (Vdiag 44, 45, 48, 49 and 4D only):
The damper valve is used:
– During regeneration in order to control the flow of fresh air.
– When the engine is switched off, to dampen the engine which helps stop the engine.
– When inoperative, the damper valve is by default in the fully open position.
Particle filter:
The particle filter retains the particles for destruction during regeneration, avoiding propagation of these particles in
the atmosphere (Vdiag 45, 49, 4D only).