Fiat ULYSSE 2.2 16V JTD fino a 04/03 – FAP PARTICLE FILTER SYSTEM – – WIRING DIAGRAM, LOCATION COMPONENTS, OPERATIONAL DESCRIPTION – WIRING DIAGRAM, LOCATION COMPONENTS, OPERATIONAL DESCRIPTION

Wiring Diagram - FAP PARTICLE FILTER SYSTEM - Fiat ULYSSE 2.2 16V JTD fino a 04/03

FAP PARTICLE FILTER SYSTEM WIRING DIAGRAM Fiat ULYSSE 2.2 16V JTD fino a 04/03

Components - FAP PARTICLE FILTER SYSTEM - Fiat ULYSSE 2.2 16V JTD fino a 04/03

Component code	Description	Reference to the assembly
B001	Engine compartment junction unit	5505A
C010	Left front earth	-
C020	Passenger dashboard earth	-
D004	Front/engine coupling	-
D213	Fuel tank coupling	-
K186	Diesel additive level sensor	-
K187	FAP differential pressure sensor	1080G
K188	Cat. downstream temperature sensor	1080G
L005	Injection pump third piston deactivation solenoid valve	-
L097	Air heating solenoid valve	-
M001	Body computer	5505A
M010	Engine management control unit	1060G
M180	Diesel additive control unit	1080G
N176	Diesel additive pump	1080G
N177	Diesel additive injector	1080G

Location Components - FAP PARTICLE FILTER SYSTEM - Fiat ULYSSE 2.2 16V JTD fino a 04/03

FAP PARTICLE FILTER SYSTEM LOCATION COMPONENTS Fiat ULYSSE 2.2 16V JTD fino a 04/03

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Components - FAP PARTICLE FILTER SYSTEM - Fiat ULYSSE 2.2 16V JTD fino a 04/03

Component code	Description	Reference to the assembly
B001	Engine compartment junction unit	5505A
C010	Left front earth	-
C020	Passenger dashboard earth	-
D004	Front/engine coupling	-
D213	Fuel tank coupling	-
K186	Diesel additive level sensor	-
K187	FAP differential pressure sensor	1080G
K188	Cat. downstream temperature sensor	1080G
L005	Injection pump third piston deactivation solenoid valve	-
L097	Air heating solenoid valve	-
M001	Body computer	5505A
M010	Engine management control unit	1060G
M180	Diesel additive control unit	1080G
N176	Diesel additive pump	1080G
N177	Diesel additive injector	1080G

Description - FAP PARTICLE FILTER SYSTEM - Fiat ULYSSE 2.2 16V JTD fino a 04/03

The F.A.P. system (Anti-Particle Filter) is fitted on vehicles equipped with Diesel engines in order to reduce the particles present in the exhaust gases by more than 95%.Particles cannot be eliminated through the use of normal catalyzers, but require the use of special filters known precisely as "anti-particle", which become prematurely unusable, especially if used for town driving.The F.A.P. system allows the automatic regeneration of the anti-particle filter during the operation of the vehicle so that it remains efficient in all operating conditions for around 80,000 km after which the anti-particle filter should be replaced.The FAP system consists of:a silicon carbide anti-particle filter in conjunction with a catalyzer (located upstream of the filter) and sensors for checking the temperature and pressure;an additive system which injects an appropriate amount of cerium oxide based additive into the fuel tank each time it is refilled.A control logic incorporated in the engine management node, operates the artificial regeneration of the filter.There is also a specific control unit ("additive control node") which regulates the injection of additive into the fuel tank; it uses the fuel level, engine speed and vehicle speed signals for the management of this function.On the basis of the signals received, the additive control node:determines the amount of additive to be injected,activates the additive injeciton pump,operates the additive injector.The additive control node also receives a signal from the exhaust gas temperature sensor (downstream of the filter) and sends it to the engine management control unit via the body computer.The additive reservoir is located under the vehicle near the fuel tank; it has a capacity of 5 litres (an amount which allows it to run for about 80,000 km).The additive injection pump, submerged in the tank, has the task of providing the pressure (3 bar) and the flow rate (80 l/h) required for the correct operation of the additive circuit.This sensor is incorporated in the pump assembly and is designed to notify the additive control node that the minimum level has been reached.The additive injector, located on the main reservoir, allows a pre-set amount of additive to be atomized in the fuel tank; it is operated by the additive node and is an electromagnetic type injector similar to the type of injector used in petrol engines.The temperature sensor downstream of the catalyzer, located between the catalyzer and the particle filter, allows the engine management node to monitor the temperature of the exhaust gases downstream of the catalyzer and consequently an increase in temperature caused by catalytic combustion.The differential pressure sensor constantly measures the difference in pressure between the inlet and outlet of the catalytic converter/anti-particle filter assembly. This measurement makes it possible to determine the filter blockage level.The intake air heating circuit is connected to the FAP system: it is a device is designed to increase the temperature of the exhaust gases by increasing the temperature of the intake air, in order to facilitate the regeneration of the particle filter (specific to the FAP device) and is only activated during the filter regeneration phase.A throttle in the air intake is opened by a solenoid valve operated by the engine management control unit767the EGR solenoid valve [EL5050] is controlled by being totally closed or it is not operated to return it to the rest position during the heating stage.

Operational Description - FAP PARTICLE FILTER SYSTEM - Fiat ULYSSE 2.2 16V JTD fino a 04/03

Engine management control unit M010 controls and governs the entire electronic ignition and injection system and consequently the FAP system as well.The additive control node M180 manages the addition of additive.The control unit M180 receives a direct battery supply at pin 1 via the line protected by fuse F05 of the engine compartment junction unit B001.The same supply is also sent to the additive injector N177.Pin 2 receives an ignition-controlled supply from the line protected by fuse F011 of the body computer M001.Node M180 is connected from pins 14 and 15, via the CAN, to the body computer node M001; it receives a supply, via the CAN, pin 3, from the line protected by fuse F16, located in the body computer node M001.The additive level sensor K186 is connected to pins 6 and 12 of M180.The additive injection pump N176 is connected to pins 9, 13 and 15 of M180.The additive injector N177 is operated by pin 8 of M180.The main injection relay for the engine compartment junction unit B001 controls the entire system: it is energized by a control signal (earth) coming from pin A4 of connector B of the junction unitM010 and, as a result, sends a supply to the injection pump third piston deactivation solenoid valve L005 and the intake air heater L097 from pins 1 and 9 connector B, via the line protected by fuse F15 of B001.During the artificial regeneration, the injection pump third piston deactivation solenoid valve L005 controls the high pressure pump third piston to ensure the correct fuel flow rate required for post-injection; it receives a supply from the main relay and is operated by a signal for pin C3 of connector B of M010.The intake air heating solenoid valve L097 receives a supply from the main relay and is operated by a signal for pin B3 of connector B of M010.The temperature snesor downstream of the catalyzer K188 receives a reference earth from pin 2 connector E of B001 and sends a signal to pin F3 of M010.The differential pressure sensor K187 is connected to pins D3, M3 and H2 of M010.