03:04-05

Issue 2 en

Scania HPI injection system and

EDC S6

Function description

EDC
S6

126 719

ã Scania CV AB 2002, Sweden

1 712 543
Contents

Contents
Important .................................................................................. 3

HPI Overview .................................................................. 4

Fuel path ................................................................... 6
Fuel quantity and injection timing............................ 9
Components in the fuel system............................... 10
Feed pump .............................................................. 10
Fuel filter ................................................................ 11
Overflow valve ....................................................... 12
Pressure dampers .................................................... 12
Fuel manifold.......................................................... 13
Unit injector............................................................ 14

EDC S6 Overview ................................................................ 24

Components on the engine ..................................... 26
Solenoid valves....................................................... 27
Fuel shut-off valve, V102 ....................................... 30
Sensors for fuel supply pressure and
temperature, T91..................................................... 31
Fuel pressure sensors, T92 and T93 ....................... 33
Engine speed sensors, T74 and T75 ....................... 35
Charge air pressure and temperature sensors,
T47.......................................................................... 37
Coolant temperature sensor, T33............................ 39
Oil pressure sensor, T5 ........................................... 41
EDC control unit, E44 ............................................ 42
Components in the driver area................................ 49
Cruise control ......................................................... 51
Warning system ...................................................... 55
Interaction with other systems................................ 59

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 Important

Important

The safety precautions and warnings in the work

description must be read thoroughly before any
work is carried out.
Therefore the function description must not be
used alone as the basis for any work.

03:04-05 ã Scania CV AB 2002, Sweden 3

HPI, Overview

HPI
Overview
Besides the fuel pipes and fuel tank, the Scania 9 Fuel manifold
HPI (High Pressure Injection) fuel system
consists of the following parts. 10 Unit injector, of HPI type, one per cylinder

1 Feed pump 11 Two pressure dampers

2 Fuel filter 12 Bleed nipple

3 Electronic control unit 13 Overflow valve (opening pressure 26.2 bar)

4 Solenoid valve housing

5 Overflow valve (opening pressure 17 bar)
6 Two fuel volume solenoid valves (regulate
fuel for combustion)
7 Two injection timing solenoid valves
(regulate fuel for injection timing)
8 Fuel shut-off valve

4 6 7 7 6 8 9
10

12
2
5
13

11
1

3
126 720

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 HPI, Overview

The fuel system also includes an electronic

control system. Besides the control unit and
solenoid valves, the control system also includes
sensors and other control units. More
information about the electronic control system
can be found in the EDC section. The EDC
system described in this booklet is known as S6.

The fuel system is divided into two separate

banks. Cylinders 1, 2 and 3 form the front bank
and cylinders 4, 5 and 6 form the rear bank.
Due to the ignition sequence in a straight
6-cylinder engine (1, 5, 3, 6, 2, 4), one unit
injector in the front bank and one unit injector in
the rear bank will be open simultaneously. In
order to distribute fuel to one unit injector at a
time, the system is divided, with solenoid valves
that distribute fuel to the respective bank.
The system is an open system, meaning that the
nozzle is open during the charging phase. This
means that combustion gases pass through the
unit injector, through the return line and down to
the tank. A certain quantity of combustion gases
may be noticed in the tank, which is entirely
normal. There may also be some build-up of
carbon deposits in the system.

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HPI, Fuel path

Fuel path
The feed pump draws fuel from the fuel tank
through two suction lines. There is a check
valve in the fuel tank to prevent the fuel
running back. The feed pump forces the fuel
through the fuel filter and the fuel shut-off
valve. It passes into the valve housing and via
solenoid valves into the fuel manifold which is
connected to the respective bank.
The task of the fuel shut-off valve is to close off
the fuel supply to the engine when the engine is
switched off or if a fault has occurred.
The valve housing contains an overflow valve
to regulate the fuel supply pressure. If the
supply pressure is too high, the overflow valve
will open and the excess fuel is allowed to
return to the suction side of the feed pump.
The valve housing also includes the solenoid
valves that regulate the fuel to the unit
injectors. Two solenoid valves regulate fuel for
combustion. Two solenoid valves regulate fuel
for injection timing. The valve housing also
contains two pressure dampers to even out
pressure variations in the supply pressure.
The fuel is distributed through the fuel
manifold to the unit injectors in the respective
cylinder head. The fuel manifold is divided into
two separate parts, one supplying the front
bank and one supplying the rear bank with fuel.
The EDC control unit regulates when the unit
injectors are to be charged with fuel. The
camshaft position and the fuel volume for
controlling injection timing determines when
the fuel should be injected into the cylinders.
The fuel used for injection timing is forced
back to the tank through two return lines.
The fuel remaining between the solenoid
valves and the unit injectors when the engine is
switched off is heated by the remaining heat of
the engine. To prevent fuel from being forced
into the unit injector, the overpressure arising is
evacuated back through a check valve in the
solenoid valve, then through a nozzle in the
valve housing back to the tank.

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 HPI, Fuel path

3 6 7 7 6 8 2 4

9
1

126 721

1 Feed pump
2 Fuel filter
3 Valve housing
4 Fuel manifold
5 Overflow valve
6 Solenoid valves for fuel volume
7 Solenoid valves for injection timing
8 Fuel shut-off valve
9 Pressure dampers

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HPI, Fuel path

Principle drawing of fuel system

1 Check valve 10 Nozzle

2 Feed pump 11 Solenoid valves for injection timing
3 Fuel filter 12 Solenoid valves for fuel volume
4 Overflow valve (located in fuel filter), 13 Valve housing
opening pressure 26.2 bar 14 Overflow valve, opening pressure 17 bar
5 Fuel strainer, 0.12 mm 15 Fuel strainer, 0.55 mm
6 Drain line (for draining fuel when changing 16 Cylinders with unit injectors
the fuel filter)
17 Check valve (in unit injector)
7 Fuel shut-off valve
18 Sleeve (in unit injector)
8 Sensor for fuel supply pressure and
temperature 19 Fuel tank
9 Pressure dampers 20 Fuel pressure sensors (On vehicles
manufactured before 11.2001)

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 HPI, Fuel quantity and injection timing

Fuel quantity and injection timing

The fuel pressure in the system is kept constant

by means of an overflow valve. The fuel
pressure during running should be between
17-20 bar.
EDC (Electronic Diesel Control) is the
electronic control system that determines how
much fuel the unit injector is to inject into the
cylinder as well as when the unit injector is to
inject the fuel.
Fuel for combustion and for injection timing is
distributed to the unit injectors by means of
solenoid valves. Two solenoid valves regulate
fuel for combustion and two solenoid valves
regulate fuel for injection timing, one of each for
the respective bank.
The pulse length (i.e. the time the solenoid
valves are open) regulates the fuel volume to the
unit injectors. The pressure is kept constant and
the time is regulated. The pulse length is
determined by the EDC control unit.
The control unit is the brain of the EDC system.
The control unit processes the information both
from the sensors and the components that are
part of the EDC system and also from the
control units in other systems. When the control
unit has processed the information, it sends
signals to the solenoid valves, which in turn
control the fuel volume to the unit injectors.

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HPI, Components in the fuel system

Components in the fuel system

Feed pump
The feed pump is of the gear pump type. The
feed pump is located at the rear end of the
pneumatic compressor and is driven by the
compressor crankshaft.
Its capacity is adjusted to deliver the right
pressure and flow rate to all unit injectors.
On the underside of the feed pump is an
overflow aperture that functions as a leakage
indicator for both fuel and oil.

126 723
Feed pump location

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 HPI, Components in the fuel system

Fuel filter
The fuel filter is an insert filter.
The fuel filter contains an overflow valve that
opens at approximately 26.2 bar. The overflow
valve opens if the filter is blocked and will lead
the fuel back to the tank. This means that the
fuel pressure in the valve housing drops. If the
pressure drops so that a fault code is generated,
the engine output is reduced.
The fuel also returns via the overflow valve
when the fuel shut-off valve closes off the fuel
supply.
The filter element is secured to the lid and when
the filter is removed, the filter housing drains
automatically.

126 724
Fuel filter location

1 Inlet
2 Outlet
3 Return from fuel manifold Draining fuel
4 Return to tank
5 Bleed nipple
6 Overflow valve
7 Fuel strainer

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HPI, Components in the fuel system

Overflow valve
The overflow valve regulates the fuel supply
pressure in the system. The supply pressure
should be between 17 and 20 bar. If the supply
pressure is too high, the overflow valve will
open and the excess fuel is allowed to return to
the suction side of the feed pump.

126 725
Overflow valve location

Pressure dampers
Two pressure dampers are located on the valve
housing. The task of the pressure dampers is to
subdue the variations in supply pressure.

126 726

Pressure damper locations

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 HPI, Components in the fuel system

Fuel manifold
The fuel manifold directs the fuel into the unit
injectors for each cylinder head. The fuel
manifold is divided into two separate parts, one
supplying fuel to the front bank, cylinders 1-3,
and one supplying fuel to the rear bank,
cylinders 4-6. Return fuel from the unit injectors
is collected in a common duct in the fuel
manifold.

126 727
Fuel manifold location

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HPI, Components in the fuel system

Unit injector

General
There is one unit injector for each cylinder. The
unit injector is driven by the camshaft. The
drive is transferred from the camshaft via a
roller tappet, pushrod and rocker arm to the
unit injector.
Three fuel ducts lead to the unit injector: one
duct for fuel for combustion, one duct for fuel
for injection timing and one return duct.
The duct for fuel for combustion contains a
check valve to prevent the combustion gases
from returning through this duct.
The unit injector has a mechanical stop at its
highest position, meaning that when the rocker
arm is at its highest position there is some play
in the drive train. This facilitates lubrication
and minimises wear in the drive train.
The nozzle is open during the charging phase.
There is no spring loaded needle to close the
nozzle under a certain pressure. After injection,
the unit injector is closed mechanically by
means of the camshaft. The unit injector is then
kept closed by the camshaft until the next
charging phase.
The unit injector must have a certain closing
force. If the closing force is too low, the unit
injector will not close completely and
combustion gases will enter the unit injector,
resulting in increased build-up of carbon
deposits in the fuel system. This means that the
service life of the fuel filter will be shortened.

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 HPI, Components in the fuel system

1 Upper plunger 6 Check valve

2 Fuel duct, fuel for controlling injection 7 Return duct for relieving the fuel pressure
timing contained above the seat
3 Middle piston 8 Lower piston
4 Return duct, fuel for controlling injection 9 Return duct
timing 10 Leak fuel duct
5 Fuel duct, fuel for combustion 11 Sleeve

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HPI, Components in the fuel system

Phase 1

The unit injector is in closed position, the

camshaft cam pushes together the pistons in the
unit injector via the roller tappet, the push rod
and the rocker arm so that the lower piston is
pressed against the seat of the nozzle.
The unit injector is closed both for filling fuel
for combustion and for filling fuel for injection
timing.

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 HPI, Components in the fuel system

Phase 2

The pistons in the unit injector follow the

motion of the rocker arm upwards until the
lower piston attains its highest position when it
reaches a mechanical stop.
The duct that directs the fuel for combustion
into the unit injector is opened and, when the
fuel solenoid valve opens, fuel starts to be
injected into the unit injector.

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HPI, Components in the fuel system

Phase 3

The highest piston in the unit injector has

attained its highest position, where it reaches a
mechanical stop.
The fuel volume solenoid valve has opened and
filling of fuel for combustion takes place.
The inlet for fuel for injection timing is open.

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 HPI, Components in the fuel system

Phase 4

The solenoid valve for injection timing opens

and filling of fuel for injection timing takes
place. The central plunger in the unit injector is
pressed downwards hydraulically by the fuel
towards the lower plunger.
Filling of fuel for combustion must be
completed before the lower plunger closes the
inlet.

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HPI, Components in the fuel system

Phase 5

The upper piston is pressed downwards by the

camshaft via the rocker arm. The central plunger
is pressed downwards hydraulically, by the fuel,
and comes into contact with the lower plunger.
The three plungers move down together.
The lower piston compresses the air which is
pressed into the injection nozzle during the
compression stroke. When the pressure in the
nozzle becomes greater than the compression
pressure, the piston forces the air back into the
cylinder. Injection starts when the lower piston
has forced all the air out of the nozzle and only
fuel remains.

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 HPI, Components in the fuel system

Phase 6

Injection is complete. The lower plunger is in its

bottom position. The camshaft continues to
press down the upper piston via the rocker arm.
The centre piston is in a position in which the
drainage duct is exposed. The fuel for
controlling injection timing is drained via the
return duct when the sleeve opens.
In this position, the contained pressure is also
relieved above the seat via the duct in the lower
plunger and drains back to the tank via the
return duct.

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HPI, Components in the fuel system

Phase 7

The camshaft has closed the unit injector

mechanically by means of the outer cam lobe.

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03:04-05 ã Scania CV AB 2002, Sweden 23
EDC S6, Overview

EDC S6

Overview
The figure below illustrates the components and
systems with which the EDC control unit
communicates. Communication with certain
components takes place via the coordinator.

1 2 3 4 5 6 7 8 9

10 11

126 735

12 13 14 15

Communication with the components in the driver area goes via the coordinator (COO).

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 EDC S6, Overview

1 Sensor for fuel supply pressure and 9 Injection timing solenoid valve, for front
temperature bank
2 Fuel shut-off valve 10 Fuel volume solenoid valve, for rear bank
3 Two engine speed sensors 11 Injection timing solenoid valve, for rear
4 Charge air pressure and temperature sensor bank
5 Coolant temperature sensor 12 Control unit for ABS/TC and EBS
6 Oil pressure sensor 13 Control unit for Retarder
7 Fuel pressure sensors, one for each bank 14 Control unit for Opticruise
(Only fitted on vehicles manufactured before 15 Coordinator that connects the EDC system
11.2001) to the components in the driver area
8 Fuel volume solenoid valve, for front bank

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EDC S6, Components on the engine

Components on the engine

11

3 4 4 3 2

5 9

10

126 736

7 1 8

1 EDC control unit 7 Sensor for fuel supply pressure and

2 Fuel shut-off valve temperature
3 Solenoid valves for fuel volume 8 Fuel pressure sensor for rear bank, cylinders
4-6*
4 Solenoid valves for injection timing
9 Coolant temperature sensor
5 Fuel pressure sensor for front bank,
cylinders 1-3* 10 Two engine speed sensors
6 Sensor for charge air pressure and 11 Oil pressure sensor
temperature

* Fuel pressure sensors are only fitted on vehicles manufactured before 11.2001.

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 EDC S6, Components on the engine

Solenoid valves
There are two fuel volume solenoid valves and
two injection timing solenoid valves. 1 2 3 4

The solenoid valves are located outside the

rocker covers. This means that there are no
electrical cables in the rocker covers and that the
solenoid valves are easily accessible when
renewing them.
The EDC control unit controls the solenoid
valves using a PWM signal of +24 V (more
detailed information on PWM signals can be
found in the section on PWM signals). The
solenoid valve is initially supplied with a
voltage of 120 V which drops to 24 V. The

126 737
solenoid valve opening times are determined by
the EDC control unit; the longer the PMW
signal pulse, the longer the solenoid valve is
open. 1 Fuel volume solenoid valve, front bank
2 Injection timing solenoid valve, front bank
3 Injection timing solenoid valve, rear bank
4 Fuel volume solenoid valve, rear bank

Detecting faults on solenoid valves overrevving, the fuel supply is limited via the
fuel shut-off valve.
On engines manufactured before 11.2001, faults
on solenoid valve are detected by using the fuel
pressure sensors, T92 and T93. Information
about how this operates can be found in the
section describing the fuel pressure sensors. The
fuel pressure sensors have been removed from
engines manufactured after 11.2001.
Information from the engine speed sensors is
used to detect faults on the solenoid valves. The
control unit uses information about the engine
speed to compare the flywheel acceleration at
each injection. This allows the control unit to
detect whether there is an abnormal difference in
torque between the front and rear banks due to
an incorrect fuel supply caused by one of the
solenoid valves.
If the control unit detects a difference in torque
between the banks, a fault code is generated. At
the same time the engine torque is limited or, if
the difference is so great that there is a risk of

03:04-05 ã Scania CV AB 2002, Sweden 27

EDC S6, Components on the engine

Fuel volume solenoid valves, V100 and

V101
The fuel volume solenoid valves regulate fuel
for combustion. The solenoid valve on the front
bank regulates the fuel volume to the unit
injectors for cylinders 1-3. The solenoid valve
on the rear bank regulates the fuel volume to the
unit injectors for cylinders 4-6.
V100 V101
The fuel volume to be injected into the cylinders
is determined by how long the solenoid valves
are open. The opening time is determined by the
EDC control unit. 1 2 1 2

If the control unit cannot control the solenoid

valves in the correct way, a fault code is
generated. 1 2 4 5

E44 B2 A1

118 074
The solenoid valve connections to the EDC
control unit E44.
V100 = fuel volume solenoid valve for the front
bank.
V101 = fuel volume solenoid valve for the rear
bank.

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 EDC S6, Components on the engine

Injection timing solenoid valves, V98 and

V99
The injection timing solenoid valves regulate
fuel for injection timing. The solenoid valve on
the front bank regulates the injection timing for
cylinders 1-3. The solenoid valve on the rear
bank regulates the injection timing for cylinders
4-6.
V 98 V99
The injection timing is determined by the
volume of fuel that the solenoid valves distribute
to the unit injectors. The fuel volume is
determined by how long the solenoid valves are 1 2 1 2
open. The opening time is determined by the
EDC control unit.
If the control unit cannot control the solenoid 6 7 9 10
valves in the correct way, a fault code is
E44 B2 A1

118 075
generated.

The solenoid valve connections to the EDC

control unit E44.
V98 = injection timing solenoid valve for the
front bank.
V99 = injection timing solenoid valve for the
rear bank.

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EDC S6, Components on the engine

Fuel shut-off valve, V102

The task of the fuel shut-off valve is to close off

the fuel supply to the engine. The fuel shut-off
valve is controlled by the EDC control unit. It
stops the supply of fuel when the engine is
turned off and if the EDC control unit has
detected a fault that results in the engine being
turned off. The fuel shut-off valve receives a
+12 V supply while the engine is running. The
valve is open when it is energized and closed
when it is not.
When starting the engine, the control system
requires a signal from the engine speed sensor
that the engine is turning before voltage is
applied to the fuel shut-off valve.

126 738
The EDC system performs a shut-off check
when the engine is switched off. If there is a
fault on the fuel shut-off valve so that it is Fuel shut-off valve location
unable to close off the fuel supply as expected, a
fault code is generated.

V102

1 2

4 5

E44
118 076

B2

The fuel shut-off valve connection to the EDC

control unit E44.

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 EDC S6, Components on the engine

Sensors for fuel supply pressure and temperature, T91

The sensors for fuel supply pressure and

temperature are integrated into a single
component. Both sensors are described below.

Fuel supply pressure sensor

The sensor senses and informs the EDC control

126 739
unit about the current fuel supply pressure. The 1
sensor senses the absolute fuel pressure, i.e.
atmospheric pressure plus the pressure applied 1 Sensor for fuel supply pressure and
by the feed pump. temperature, T91
The EDC control unit uses the information to
compensate for variations in the supply pressure
so that the expected performance and emission
levels are maintained.
The control unit reads the voltage from the
sensor. The signal voltage is directly
proportional to the fuel supply pressure. High
pressure gives high voltage and vice versa.
If there are any faults with the signal, the control
unit will operate according to a pre-programmed
pressure setting, and a fault code will be
generated at the same time. As a safety
precaution, the engine torque is then limited.
T 91
P/

1 2 3 4

8 10 9 3

E44 B2
118 077

Sensor connection to EDC control unit E44.

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EDC S6, Components on the engine

Fuel temperature sensor

The sensor senses and informs the EDC control

unit about the fuel temperature.
The EDC control unit uses the information to
compensate for variations in the fuel
temperature so that the expected performance
and emission levels are maintained.
The control unit reads the voltage from the
sensor. The signal voltage is inversely
proportional to the fuel temperature. A high
temperature gives a low voltage and vice-versa.
If the voltage is outside a certain range, the
control unit will operate according to a
pre-programmed temperature value, and a fault
code will be generated at the same time.

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 EDC S6, Components on the engine

Fuel pressure sensors, T92 and T93

The fuel pressure sensors T92 and T93 have been removed from engines manufactured after 11.2001.
The task of the fuel pressure sensors in the system, which is to detect faults on the solenoid valves, has
been taken over by the engine speed sensors. Information about how the new fault detection operates
can be found in the section describing the solenoid valves.

There is one fuel pressure sensor per bank. The

fuel pressure sensors detect and inform the EDC
control unit about the pressure pulses between
the fuel volume solenoid valve and the cylinders
1
on the respective bank. The EDC control unit
checks that the pressure pulses agree with the
fuel volume requested by the control unit. The
sensors detect the absolute fuel pressure, i.e.
atmospheric pressure plus the fuel pressure.
The control unit reads the voltage from the fuel
pressure sensors. The signal voltage is directly
proportional to the fuel pressure. High pressure

126 740
gives high voltage and vice versa.
2
If there are any electrical faults in the signal, a
fault code is generated. The control unit will 1 Fuel pressure sensor, front bank, T92
then operate according to a pre-programmed 2 Fuel pressure sensor, rear bank, T93
pressure value. As a safety precaution, the
engine torque is then limited.

If the pressure pulses to one or two cylinders in

a bank deviate, a fault code is generated. If the
pressure pulses are too high to all the cylinders
in a bank, the engine will be forced down to
idling using the fuel shut-off valve. A fault code
will be generated and the engine will run very
unevenly.

03:04-05 ã Scania CV AB 2002, Sweden 33

EDC S6, Components on the engine

T 92 T 93
P P

1 2 3 1 2 3

2 8 3 1 7 6

E44 E44

118 079
A1
118 078
A1

Fuel pressure sensor, T92 connection to EDC

control unit E44. Fuel pressure sensor, T93 connection to EDC
control unit E44.

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 EDC S6, Components on the engine

Engine speed sensors, T74 and T75

There are two engine speed sensors in the EDC

system, engine speed sensor 1 and engine speed
sensor 2. The sensors are inductive. This means
that they only produce signals when the engine
is turning. The signal strength varies 1
significantly, depending on the air gap between
the sensors and the flywheel as well as on the
engine speed. The EDC system performs an 2
assessment of the signal strength at different
engine speeds. If the signal strength becomes
too low, a fault code is generated.

126 741
Both engine speed sensor 1 and engine speed
sensor 2 read the position of the flywheel. This
means that the system cannot determine which
of two possible revolutions the engine is at, i.e. 1 Engine speed sensor 1, T74
whether cylinder 1 or cylinder 6 is at the ignition 2 Engine speed sensor 2, T75
position for example. Every time the engine is
stopped and the voltage cut off, the engine
position is stored. Next time the voltage is
switched on, the stored position of the engine is
used to determine which revolution the engine is
at. When the engine has started, a system check
is performed to verify that the stored position is
correct.

Engine speed sensor location. The detail shows

some of the holes in the flywheel that are
detected by the engine speed sensors.

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EDC S6, Components on the engine

The EDC control unit receives signals from both

engine speed sensors. If the control unit receives
a faulty signal or no signal at all from either of
the engine speed sensors, the engine torque is
limited for safety reasons. If the control unit
receives a correct signal, the engine will behave
normally again.
If the control unit receives a faulty signal or no
signal at all from both engine speed sensors, the
engine cannot be started. If the engine is
running, it will be switched off.
The engine speed sensors detect the holes in the T 74 T 75
flywheel when the flywheel rotates and send n n
pulses to the control unit at every hole. This
1 2 1 2
allows the control unit to calculate where in the
operating cycle the engine is. The control unit
senses and compares the engine speed at
combustion in each cylinder. The control unit
seeks to keep the acceleration from each 1 2 1 2

cylinder constant by adjusting the fuel volume E44 A5 A6

118 080
individually for each cylinder.
The interval between two of the holes is greater
that that between the remaining holes. When the
control unit senses that this larger interval passes
the sensor, it knows that the flywheel is in a Engine speed sensor connections to EDC
specific position in relation to top dead centre control unit E44.
(TDC UP).
If the control unit detects any faults, one or more
fault codes are generated.

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 EDC S6, Components on the engine

Charge air pressure and temperature sensors, T47

The sensors for charge air pressure and

temperature are integrated into one single
component. Both sensors are described in more
detail on the next page.

126 742
Sensor location

T 47
P/

1 2 3 4

1 3 2 4

E44 A10
118 081

Sensor connection to EDC control unit E44.

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EDC S6, Components on the engine

Charge air pressure sensor The engine will then react more slowly than
normal when actuating the throttle in cold
The charge air pressure sensor detects the weather, as the EDC control unit thinks that the
absolute pressure in the intake manifold, i.e. air is warmer than it really is.
the atmospheric pressure plus the positive
pressure provided by the turbocharger.
The EDC control unit uses the signal from the
sensor to limit the fuel volume when the charge
air pressure is below a certain level. The lower
the pressure, the less fuel the control unit
allows to go out to the unit injectors. In this
way black smoke is avoided.
The control unit reads the voltage from the
sensor. The signal voltage is directly
proportional to the charge air pressure. High
pressure gives high voltage and vice versa.
Depending on factors such as throttle actuation,
engine speed, engine acceleration and charge
air temperature, the control unit will expect a
certain value for the charge air pressure. The
deviation between the current charge air
pressure and the pressure expected by the
control unit can be read off from the Scania
Diagnos.
If there are any faults in the signal, a fault code
is generated. The control unit will then operate
according to a pre-programmed pressure value.
As a safety precaution, the engine torque is
then limited.

Charge air temperature sensor

The charge air temperature sensor detects the
temperature in the intake manifold. The EDC
control unit uses the signal from the sensor to
finely adjust the fuel quantity so that black
smoke is not produced. The warmer the charge
air, the less fuel the control unit allows to go
out to the unit injectors.
The sensor is of the NTC type, which means
that its resistance is temperature dependent. If
the temperature increases, the resistance in the
sensor drops.
If the voltage is outside a certain range, the
control unit will operate according to a pre-
programmed temperature value, and a fault
code will be generated at the same time.

38 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Components on the engine

Coolant temperature sensor, T33

The coolant temperature sensor affects the fuel

volume and injection timing when starting the
engine and when the engine is cold. It also
affects the engine idling speed and maximum
engine speed when the engine is cold and the
engine power when it is too warm.
If the coolant temperature sensor senses that the
engine is cold when attempting to start (cold
start), the following will occur. If the engine
does not start within 2 seconds, the fuel quantity
injected will successively increase until the
engine starts.

126 743
Directly after a cold start, the engine speed is
limited to 1000 rpm in order to protect the
engine, the engine idling speed is raised to Coolant temperature sensor location
600 rpm.
The length of time engine speed limitation is
engaged varies depending on the coolant
temperature:

Below +10°C 30 seconds

Above +20°C 3 seconds

The engine idling speed returns to normal when

the coolant has reached 20 - 60°C (the T 33
temperature limit differs between engine types).

1 2

1 2

E44
118 082

A7

Coolant temperature sensor connections to EDC

control unit E44.

03:04-05 ã Scania CV AB 2002, Sweden 39

EDC S6, Components on the engine

o
/o
In certain engines, the engine power is limited
when the coolant temperature exceeds 104°C.
Refer to diagram. The engine power is limited 100

so that the engine does not overheat, and a fault

code is generated at the same time.
The control unit reads the voltage from the
sensor. If the voltage is outside a certain range,
the control unit will operate according to a
pre-programmed temperature value. o
C

The engine will then have poorer cold-start 104

118 488
106
characteristics and will emit more white smoke
in cold weather.

40 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Components on the engine

Oil pressure sensor, T5

The oil pressure sensor detects the engine oil

pressure.
The EDC control unit reads the voltage from the
sensor. If the signal voltage is outside a certain
range, the oil pressure sensor on the instrument
panel will show 0 bar, regardless of engine
speed, and a fault code will be generated at the
same time.
The EDC control unit expects a certain oil

B117890
pressure depending on the engine speed. Under
1000 rpm, the oil pressure should be at a certain
level. Over 1000 rpm the oil pressure should be
at a higher level, in order to provide sufficient Oil pressure sensor location
oil pressure for piston cooling, etc. If the oil
pressure is below the permitted value, the oil
pressure lamp comes on. The oil pressure lamp
therefore lights at different pressure levels
depending on the engine speed.

T5
P/

1 2 3 4

2 4 3

E44
118 083

A9

Oil pressure sensor connection to EDC control

unit E44.

03:04-05 ã Scania CV AB 2002, Sweden 41

EDC S6, Components on the engine

EDC control unit, E44

The EDC control unit collects information

which is processes into signals that control the
fuel volume and injection timing solenoid
valves.
We know that the electrical system of the
vehicle has a system voltage of +24 V and is
earthed via the chassis.
The control unit converts the system voltage to a
lower voltage of approx. 5 V, which it supplies
to sensors, etc. These sensors are always earthed

126 744
through the control unit.
The control unit can be configured using Scania
Programmer. For example, a maximum speed Location of EDC control unit
can be set up.
Every time the control unit is configured, the
date and VCI identification number are stored in
the memory of the control unit. This is the
equivalent of security sealing.

42 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Components on the engine

Sensor groups
The sensors are divided into sensor groups. This
means that the voltage supply from the control
unit is common to sensors in a sensor group. If,
for example, a sensor is short-circuited, all
sensors in that sensor group may be affected.

Sensor group 2 includes: Sensor group 1 includes:

• Coolant temperature sensor, T33 • Oil pressure sensor, T5
• Charge air pressure sensor, T47 • Fuel pressure sensor for front bank, T92 (on
vehicles fitted with a fuel pressure sensor)
• Charge air temperature sensor, T47
• Fuel temperature sensor, T91
• Fuel pressure sensor for rear bank, T93 (on
vehicles fitted with a fuel pressure sensor)
• Fuel supply pressure sensor, T91

T33 T47 T91 T93 T92 T5

P P P P P

1 1 4 1 4 1 1 1

1 1 4 8 3 1 2 2
E44
127 086

A7 A10 B2 A1 A9

Voltage supply to sensor group 2 Voltage supply to sensor group 1

03:04-05 ã Scania CV AB 2002, Sweden 43

EDC S6, Components on the engine

EDC control unit, connections

B A
5 4 3 2 1 5 4 3 2 1
1 1
10 9 8 7 6 10 9 8 7 6

5 4 3 2 1 5 4 3 2 1
2 2
10 9 8 7 6 10 9 8 7 6

4 3 4 3

6 2 1 2 1 5 6 2 1 2 1 5

8 2 1 2 1 7 8 2 1 2 1 7

5 4 3 2 1 9 5 4 3 2 1 9

5 4 3 2 1 10 5 4 3 2 1 10

B 117892

The EDC control unit is connected to the other

EDC systems in the vehicle via connectors A
and B. See illustration.

44 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Components on the engine

How the pins are connected is shown below.

Connector Pin
A1 1 Voltage supply, +5 V to the fuel pressure sensor for the rear
bank. (On vehicles manufactured before 11.2001).
A1 2 Voltage supply, +5 V to the fuel pressure sensor for the front
bank. (On vehicles manufactured before 11.2001).
A1 3 Input signal from the fuel pressure sensor for the front bank.
The control unit detects the voltage level between pins 3 and
8. (On vehicles manufactured before 11.2001).
A1 4 Earth for the fuel volume solenoid valve for the rear bank.
A1 5 Voltage supply to the fuel volume solenoid valve for the rear
bank.
A1 6 Input signal from the fuel pressure sensor for the rear bank.
The control unit detects the voltage level between pins 6 and
7. (On vehicles manufactured before 11.2001).
A1 7 Earth for the fuel pressure sensor for the rear bank. (On
vehicles manufactured before 11.2001).
A1 8 Earth for the fuel pressure sensor for the front bank. (On
vehicles manufactured before 11.2001).
A1 9 Earth for the injection timing solenoid valve for the rear bank.
A1 10 Voltage supply to the injection timing solenoid valve for the
rear bank.
A2 1-10 Not used.
A3 1-2 Not used.
A4 1-2 Not used.
A5 1 Input signal from engine speed sensor 1.
A5 2 Earth for engine speed sensor 1.
A6 1 Input signal from engine speed sensor 2.
A6 2 Earth for engine speed sensor 2.
A7 1 Input signal from the coolant temperature sensor.
A7 2 Earth for coolant temperature sensor.
A8 1-2 Not used.
A9 1 Not used.
A9 2 Voltage supply, +5 V to the oil pressure sensor.

03:04-05 ã Scania CV AB 2002, Sweden 45

EDC S6, Components on the engine

Connector Pin
A9 3 Input signal from the oil pressure sensor. The control unit
detects the voltage level between pins 3 and 4.
A9 4 Earth for oil pressure sensor.
A9 5 Not used.
A10 1 Supply voltage +5 V to the charge air pressure sensor.
A10 2 Input signal from the charge air pressure sensor. The control
unit detects the voltage level between pins 2 and 3.
A10 3 Earth for charge air pressure sensor.
A10 4 Input signal from the charge air temperature sensor. The
control unit detects the voltage level between pins 3 and 4.
A10 5 Not used.
B1 1 Voltage supply, +24 V to the control unit.
B1 2 Earth connection for the control unit to chassis.
B1 3 Input signal +24 V from the starter lock (when the key is in
the drive position).
B1 4 Not used.
B1 5 Not used.
B1 6 Voltage supply, +24 V to the control unit.
B1 7 Earth connection for the control unit to chassis.
B1 8 Not used.
B1 9 CAN communication, H lead
B1 10 CAN communication, L lead
B2 1 Earth for the fuel volume solenoid valve for the front bank.
B2 2 Voltage supply to the fuel volume solenoid valve for the front
bank.
B2 3 Input signal from the fuel temperature sensor. The control
unit detects the voltage level between pins 3 and 10.
B2 4 Voltage supply to the fuel shut-off valve.
B2 5 Earth for the fuel shut-off valve.
B2 6 Earth for the injection timing solenoid valve for the front
bank.
B2 7 Voltage supply to the injection timing solenoid valve for the
front bank.
B2 8 Voltage supply, +5 V to the fuel supply pressure sensor.

46 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Components on the engine

Connector Pin
B2 9 Input signal from the fuel supply pressure sensor. The control
unit detects the voltage level between pins 9 and 10.
B2 10 Earth for the fuel supply pressure sensor.
B3 1-2 Not used.
B4 1-2 Not used.
B5 1-2 Not used.
B6 1-2 Not used.
B7 1-2 Not used.
B8 1-2 Not used.
B9 1-5 Not used.
B10 1-5 Not used.

03:04-05 ã Scania CV AB 2002, Sweden 47

EDC S6, Components on the engine

48 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Components in the driver area

Components in the driver area

The components in the driver area belong to the

coordinator. The EDC control unit will then only
receive a CAN message about the status of the
component. The components are described in
the function description for the coordinator.
Below is a short description of how the EDC
control unit uses the information from the
coordinator.

Accelerator pedal sensor

The EDC control unit receives a CAN message
from the coordinator about the position of the
accelerator pedal. The EDC control unit uses the
information to control the fuel volume and
injection timing solenoid valves.

Control for cruise control S51

The EDC control unit receives a CAN message
from the coordinator about the cruise control
settings. The EDC control unit interprets the
information as a desired vehicle speed or a
desired engine speed and then regulates the
vehicle speed or engine speed.

Brake pedal switches

The EDC control unit receives a CAN message
from the coordinator about the status of the
brake pedal switches. The control unit uses the
information to control certain functions, e.g.
cruise control.

Clutch pedal switch

The EDC control unit receives a CAN message
from the coordinator about the status of the
clutch pedal switches. The control unit uses the
information to control certain functions, e.g.
Cruise control.

03:04-05 ã Scania CV AB 2002, Sweden 49

EDC S6, Components in the driver area

Tachograph O4

The EDC control unit receives a CAN message

from the coordinator about the vehicle speed.
Vehicle speed sensing is a pre-condition for
certain functions, e.g. Cruise control and Speed
limitation.

If the EDC control unit does not have any

information on the vehicle speed, it operates
according to the pre-programmed speed of
15 km/h.

Warning lamp for EDC, W27

The EDC control unit sends information to the
coordinator about whether the indicator lamp
should be lit or not.
The indicator lamp lights for a few seconds
when the ignition is switched on to ensure that it
works.
When the engine is switched off, the indicator
lamp comes on while the EDC control unit
carries out a functional check of the EDC
system. When the check is complete, the lamp
goes out.
When the engine is running, the warning lamp
should normally be off. If there is a fault in the
EDC system, the warning lamp comes on.
If the indicator lamp flashes continuously and
the vehicle cannot be started, a serious fault has
occurred in the control unit. It will then be
impossible to establish contact with the control
unit. The control unit must be renewed.

50 ã Scania CV AB 2002, Sweden 03:04-05

 Cruise control

Cruise control

Cruise control

Note: Set the switch to the OFF position when

the cruise control is not in use. In the ON
position the cruise control may be engaged by
mistake.

Below is a description of the cruise control

functions.

ON Engaged
OFF Disengaged
ACC Accelerate
RET Decelerate (reduce vehicle speed)

03_0767
RES Resume selected speed

Engaging
The road speed must be at least 20 - 35 km/h
(the speed limit varies between engine types) for
cruise control to be used.
1 Set the switch to ON.
2 Drive at the desired road speed. Press ACC
or RET to engage the cruise control and
then release the accelerator pedal.

Setting the road speed

Alter the set road speed using ACC or RET.
Release ACC/RET when the desired road speed
is attained.
Pressing and releasing once alters the road speed
by 1 km/h.

03:04-05 ã Scania CV AB 2002, Sweden 51

Cruise control

Deactivation
The cruise control is disengaged by activating
one of the following:
• Retarder or exhaust brake
• The cruise control switch. Press it gently
towards OFF (the spring-loaded position).
• Brake pedal
• Clutch pedal
• Accelerator pedal - greater vehicle speed
than the set value for at least 30 seconds

Resuming the selected speed

After brakingfor example, it is easy to quickly
select the previous road speed by pressing RES.
The previously set value is stored until the
engine is switched off or a new value is selected.

52 ã Scania CV AB 2002, Sweden 03:04-05

 Cruise control

Hand throttle
The hand throttle is used to set the desired
engine speed, e.g when operating a crane. It is
set via the cruise control. The hand throttle can
be used in stationary vehicles and when driving
at low speed, max. 10 km/h.
If the vehicle is to be driven, a gear must be
engaged and the clutch pedal released before the
hand throttle can be used.

03_0767
Engaging
1 Put the cruise control switch in the ON
position.
2 Press RES, the engine will maintain the
previously selected engine speed.
3 Press ACC or RET to select a new engine
speed.
4 Then press RES for at least three seconds to
store the engine speed.
The engine speed remains stored until a new
value is set, even when the engine is switched
off.

Switching over to idling speed

• Press OFF
or
• depress the brake or clutch pedal
or
• activate the exhaust brake or the retarder.

03:04-05 ã Scania CV AB 2002, Sweden 53

Cruise control

Idling speed adjustment

The engine idling speed can be adjusted
between 500 and 700 rpm. It is adjusted via the
cruise control. Generally speaking, the idling
speed should be the lowest speed at which the
engine runs smoothly.
When adjusting it, the brake pedal must be
depressed and the engine should be warmed up
(coolant temperature more than +40°C).
1 Run the engine until it reaches normal
operating temperature.
2 Put the cruise control switch in the ON
position.
3 Depress the brake pedal and keep it
depressed until the engine speed is set.
4 Press RES for at least three seconds. This
will set the basic setting 500 rpm
5 Adjust the desired idling speed by pressing
ACC or RET. Every press corresponds to
10 rpm.
6 Press RES for at least three seconds. The
engine speed is now set.
7 The brake pedal can now be released.
The idling speed remains stored until a new
value is set, even when the engine is switched
off.

54 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Warning system

Warning system

General

If a fault occurs in the EDC system, one or more

of the following measures will be carried out by
the EDC control unit, depending on what the
fault is.
1 2 EDC
• The warning lamp for EDC comes on. It

106 448
will often go out on its own when the fault
ceases. However, certain faults require the
Warning lamp for EDC, truck
ignition to be switched off and on, or the
engine to be stopped and restarted, for it to
go out.
• Functions like cruise control and hand
throttle are disengaged.
• Torque is limited.
• When idling, the engine runs at a slightly
higher engine speed than normal.
• The engine is switched off.
• The engine will be forced to idle.
The control unit carries out the above measures
in order to prevent the fault causing expensive
damage and at worst leading to uncontrolled
throttle actuation.
If the engine is not turned off, the vehicle can
often be driven to a workshop. It should be
remembered, however, that the system has less
than normal safety margins, especially if engine
output is reduced.

03:04-05 ã Scania CV AB 2002, Sweden 55

EDC S6, Warning system

Shutdown test
Every time the engine is switched off, the EDC
control unit carries out a special test of the EDC
system. While this shutdown test is running, the
warning lamp is lit. When the check is complete,
the following occurs: The control unit switches
off and the lamp goes out. The control unit
receives battery voltage all the time.
If the control unit discovers a fault during the
shutdown test, the warning lamp will come on
the next time the engine is started, even if the
fault is no longer present. The control unit must
carry out a fault-free shutdown test before the
warning lamp goes out.

56 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Warning system

Fault codes
When the control unit discovers a fault, or
something which it interprets as abnormal, it
generates a fault code. The warning system can
generate approx. 125 different fault codes. In the
EDC S6, one flashing code is the equivalent of
several different fault codes. More information
about this can be found in the Workshop
manual, booklet 03:04-06.

Arrangement of flashing codes

The flashing codes which are flashed out by the
diagnostics lamp are arranged in a certain way.
The long flashes -1 second - shown first
represent tens. The shorter flashes - 0.3 seconds
- that follow represent units.

The example to the right symbolises flashing

code 25.
106 157

A single very long flash of 4 seconds indicates

that no fault codes are stored in the memory.
106 158

03:04-05 ã Scania CV AB 2002, Sweden 57

EDC S6, Warning system

Fault code memory Limp-home mode

The EDC control unit memory has sufficient If the accelerator pedal sensor potentiometer
capacity to store a maximum of 40 fault codes. fails, a fault code will be generated in the
coordinator. A fault code will also be generated
The fault codes are stored in two different in the EDC control unit to report that there is a
places in the control unit. Erasing with the fault in the coordinator. The vehicle can,
diagnostic switch erases the fault codes that are however, be driven to the nearest workshop in
flashed on the diagnostic lamp. limp-home mode. Limp-home mode is
activated by releasing the accelerator pedal
However, the fault codes will remain stored in once so that the EDC control unit is aware that
another memory that can only be accessed the throttle actuation switch works.
using Scania Diagnos. Scania Diagnos can be
used to see how many times each fault has When the accelerator pedal is then depressed
occurred; this information can be valuable with the throttle actuation switch is closed. The
a loose connection for example. Scania closed throttle actuation switch gives a throttle
Diagnos is used to erase both fault code actuation equal to half of full throttle.
memories at the same time.
When the accelerator pedal is released, the
engine will run at idling speed.
If the idling switch is faulty the engine will run
at 750 rpm.

58 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Interaction with other systems

Interaction with other systems

ABS/TC and EBS Opticruise

The ABS/TC system influences the EDC system Opticruise influences the EDC system and vice
and vice versa. versa.
The ABS/TC control unit continuously senses if The Opticruise control unit continuously
one of the driving wheels is spinning. TC engine receives information from the EDC control unit
control is activated when the driving wheels about data such as engine speed or accelerator
spin and the throttle actuation is then reduced, pedal position. The EDC control unit receives a
irrespective of the accelerator pedal position, CAN message from the coordinator about the
until they cease to spin. position of the accelerator pedal.
The EDC control unit receives a CAN message During gear changing, the Opticruise control
from the coordinator about the position of the unit takes control of the EDC system and
accelerator pedal. The EDC control unit controls throttle actuation.
forwards information about the accelerator
pedal position to the ABS/TC control unit.
The EBS and ABS/TC control units
communicate with the EDC control unit in the
same way.

03:04-05 ã Scania CV AB 2002, Sweden 59

EDC S6, Interaction with other systems

Exhaust brake Retarder

The exhaust brake influences the EDC system, The retarder influences the EDC system and
but not vice versa. vice versa.
When the exhaust brake is activated, a message When the retarder is activated, a message is
is sent to the EDC control unit, which then sent to the EDC control unit, which then
deactivates the cruise control. deactivates the cruise control.
When the exhaust brake is activated via the If the accelerator pedal is depressed while the
brake pedal, the fuel supply is switched off. retarder is activated, the retarder will
immediately be deactivated and the vehicle
will respond to the accelerator pedal.

60 ã Scania CV AB 2002, Sweden 03:04-05

 EDC S6, Interaction with other systems

PWM signals
Note: A PWM signal cannot be reliably
measured using an ordinary multimeter. Instead,
use the fault codes to locate the cause of any
possible malfunctions.

PWM means that a signal is Pulse Width

Modulated.
The PWM signal is a square wave with a
T
constant frequency (T). The voltage level (U) is 10%

also constant; the variable is the activation time

106 159
100%

calculated as a percentage of each cycle (the

cycle is shown as 100% in the illustrations).
The PWM signal transmits very accurate U

information.

T
90%
106 160

100%

03:04-05 ã Scania CV AB 2002, Sweden 61

EDC S6, Interaction with other systems

CAN communication The control unit receives several CAN

messages - which are sent through the
Note: Bodywork builders and coachbuilders communications circuit - in a special memory.
must not connect their own systems to the This memory may be compared to a number of
CAN network without the approval of Scania. radio receivers that are all on but set to different
If any other equipment other than the factory radio stations to listen to several radio
fitted equipment is connected, safety and programmes simultaneously. In this way, the
reliability can be affected. control unit continuously senses what is
happening.
Note: It is not possible to measure or check
CAN messages with a multimeter either. Use
the fault codes to locate the cause of any
possible malfunctions.
CAN is an abbreviation of Controller Area
Network. CAN communication is used to
reduce the number of cables in the vehicle and
at the same time increase reliability. The
communication circuit consists of two cables,
CAN H (High) and CAN L (Low).

OPTICRUISE

COO ABS/TC EDC EBS

116 757

Several different systems are connected to

these two cables and in this way form a
network. CAN communication is used for
example between EDC, ABS/TC, EBS, the
retarder, Opticruise and the coordinator.
In simple terms, CAN communication is rather
like radio. The data messages that travel along
a CAN cable can be compared to radio waves
that travel through the air.
When listening to the radio, the receiver is set
so that one radio station is heard at one time.
Only one station is heard, even though many
other radio stations are transmitting
simultaneously.
A control unit does approximately the same
with the messages that travel through a CAN
cable. It listens, for example, for information
from the EDC control unit concerning the
coolant temperature, receives this value and
uses it in its calculations.

62 ã Scania CV AB 2002, Sweden 03:04-05