Iveco Daily. Manual — part 416

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ELECTRIC/ELECTRONIC SYSTEM

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AILY

Base - May 2004

When the engine control centre pilots the pressure

regulator via the PWM signal, solenoid (1) is activated, which

in its turn generates movement of magnetic core (2).
Core movement causes cylinder (3) axial displacement by

fuel delivery partialization.

When solenoid (1) is not activated, the magnetic core is

moved to its rest position by preload spring (6).
In these conditions, cylinder (3) is in a position to offer

maximum fuel passage cross-section.
Control electro valve 78013 is connected to centre

connector A pins 19 and 49.

1. Solenoid - 2. Magnetic core - 3. Cylinder - 4. Fuel input - 5. Fuel output - 6. Preloiad spring - 7. Connector

7

5

4

1

2

3

4

5

1

2

6

3

6

Figure 209

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Rail (pressure accumulator) F1C

The hydraulic accumulator is mounted in the cylinder head

on the side opposite aspiration.
By its volume, it damps fuel pressure oscillations owing to:

- high-pressure pump operation
- electro injector opening.
On hydraulic accumulator there is located the fuel pressure

sensor.

Pressure sensor

Fitted to a rail end, it measures fuel pressure present to the purpose of determining existing fuel pressure. Pressure value is used

to control pressure and determine injection electric control duration (85157).

It is connected to the central unit at pins A 8/43/28. It is fed at 5 V.

1. Rail - 2. Pressure sensor

PRESSURE LIMITER OPERATING GRAPH

1500 bar

0 bar

0.2V

0.5V

4.5V

4.8V

Minimum

1500 bar

0 bar

0.2V

4.8V

VOLTAGE

PRESSURE

Figure 210

Figure 211

88418

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engine aspiration manifold.
The gauge is of the heated film type and is located o their

aspiration conduit between the turbine and the air filter.
The gauge contains the aspired air temperature sensor.
It is connected to the central unit on connector "A".
Pin 1 sensor - Pin A37 - temperature signal
Pin 2 sensor - Power supply (+15)
Pin 3 sensor - Pin A44 - mass
Pin 4 sensor - Pin A29 - reference voltage
Pin 5 sensor - Pin A42 - pressure signal
* If present

The operating principle is based on a heated membrane

inserted in a measurement canal through which air to the

engine flows.
The hot film membrane is kept at a constant temperature

some 120 °C above incoming air level by the heating resistor.
The air mass traversing the measurement canal tends to

subtract heat from the membrane so current must cross the

resistor to maintain constant film temperature.
Current absorbed is proportional to the air mass flowing to

the engine and is measured with a Wheatstone bridge and the

signal is forwarded to the electronic centre.

GAUGE

1. Connector - 2. Gauge body - 3. Air input grid

TECHNICAL VIEW OF GAUGE CONNECTOR

Figure 212

Figure 213

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Air temperature/pressure sensor

(without EGR)

This component incorporates a temperature sensor and a

pressure sensor (85156).
It is fitted on the engine intake manifold and measures the

maximum flow rate of the intake air which is used to

accurately calculate the amount of fuel to be injected at each

cycle.
It is connected to the central unit on connector "A".
Pin 1 sensor - Pin A23 - earth -
Pin 2 sensor - Pin A53 - temperature signal
Pin 3 sensor - Pin A13 - 5V - supply -
Pin 4 sensor - Pin A40 -

0 ÷ 5V

pressure signal

Course of sensor in relation to the temperature
Temperature

Resistance

- 40 °C

48.50 kOhm

- 20 °C

15.67 kOhm

0 °C

5.86 kOhm

20 °C

2.50 kOhm

40 °C

1.17 kOhm

60 °C

0.59 kOhm

80 °C

0.32 kOhm

100 °C

0.18 kOhm

120 °C

0.11 kOhm

Course of sensor in relation to the pressure:
See graph opposite.

AIR FLOW METER

AIR FLOW METER CONNECTION

2.5 bar

0.2 bar

0.4V

4.65V

VOLTAGE

ABSOLUTE PRESSURE

AIR FLOW METER OPERATING GRAPH

Figure 214

Figure 215

Figure 216

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