Chery Fengyun 2 Service Manual

(MT80 Engine Management System)

After-Sales Service Department, Chery Automobile Sales Co., Ltd.

Contents
Section I Engine Electronic Fuel Injection System..............................................................................................4
Chapter I Introduction to the Engine MT80 Electronic Fuel Injection System for Fengyun 2 Model............4
I. System Introduction............................................................................................................................4
1. Fuel Pump Control Strategy..............................................................................................................4
2. Pilot Injection for Starting..................................................................................................................4
3. Protective Fuel Cut-off Control..........................................................................................................4
4. Function Features of the Engine Management System....................................................................5
5. Features of ECM in the Engine Management System......................................................................5
6. Coil Magnetizing Control...................................................................................................................5
7. Starting Mode....................................................................................................................................5
8. Idle Speed Control.............................................................................................................................6
9. Knock Control Logic..........................................................................................................................6
10. Charcoal Canister Solenoid Valve Control Logic............................................................................7
11. Fan Control Logic............................................................................................................................7
12. Working Conditions of the Air Conditioner.......................................................................................7
13. Air Conditioner Shutdown Modes....................................................................................................7
Chapter II Introduction to the Input Elements of the Engine MT80 Electronic Fuel Injection System for
Fengyun 2 Model..........................................................................................................................................8
1. Crankshaft Position Sensor (CKP)...........................................................................................................8
1.1 Position and Function......................................................................................................................8
1.2 Principle...........................................................................................................................................9
1.3 Measurement...................................................................................................................................9
2. Camshaft Position Sensor (CMP)...........................................................................................................10
2.1 Position and Function....................................................................................................................10
2.2 Principle.........................................................................................................................................10
2.3 Measurement.................................................................................................................................11
3. Accelerator Petal Position Sensor (APP)................................................................................................11
3.1 Structure and Principle..................................................................................................................11
3.2 Measurement.................................................................................................................................12
4. Throttle Position Sensor (Electronic Throttle).........................................................................................13
4.1 Structure........................................................................................................................................13
4.2 Working Principle of the Electronic Throttle Motor........................................................................13
4.3 Measurement.................................................................................................................................14
5. Engine Coolant Temperature Sensor (ECT)...........................................................................................15
5.1 Position and Function....................................................................................................................15
5.2 Principle.........................................................................................................................................15
5.3 Measurement.................................................................................................................................15
5.4 System Trouble Caused by Element Trouble................................................................................16
6. Manifold Absolute Pressure/Temperature Sensor..................................................................................16
6.1 Position and Function....................................................................................................................16

Working Principle.................................................................................................................................16
6.3 Measurement.................................................................................................................................17
6.4 Working Parameters......................................................................................................................17
7. Oxygen Sensor.......................................................................................................................................18
7.1 Position and Function....................................................................................................................18
7.2 Performance..................................................................................................................................18
7.3 Structure and Principle..................................................................................................................19
8. Knock Sensor.........................................................................................................................................20
8.1 Position and Function....................................................................................................................20
8.2 Principle.........................................................................................................................................20
8.3 Measurement.................................................................................................................................20
9. Electronic Control Unit (ECU).................................................................................................................21
9.1 Position and Function....................................................................................................................21
9.2 Structure........................................................................................................................................21
9.3 ECU Parameters...........................................................................................................................21
9.4 Measurement.................................................................................................................................22
10. Ignition Coil...........................................................................................................................................22
10.2 Performance................................................................................................................................23
10.3 Working Principle.........................................................................................................................23
10.4 Measurement...............................................................................................................................23
10.5 System Trouble Caused by Element Trouble..............................................................................24
11. Electromagnetic Fuel Injector...............................................................................................................25
11.1 Position and Function..................................................................................................................25
11.2 Structure and Working Principle..................................................................................................25
11.3 Measurement...............................................................................................................................26
11.4 System Trouble Caused by Element Trouble..............................................................................26
12. Charcoal Canister Control Valve..........................................................................................................27
12.1 Position........................................................................................................................................27
12.2 Function.......................................................................................................................................27
12.3 Structure and Working Principle..................................................................................................27
12.4 Measurement...............................................................................................................................28
12.5 Working Conditions of the Charcoal Canister Solenoid Valve....................................................28
13. Electric Fuel Pump................................................................................................................................29
13.1 Structure......................................................................................................................................29
13.2 Measurement...............................................................................................................................30
13.3 System Trouble Caused by Element Trouble..............................................................................30
14. Steel Fuel Distribution Pipe Assembly..................................................................................................30
15. Anti-theft Input Signal............................................................................................................................31
15.1 Position and Function..................................................................................................................31
15.2 Structure and Working Principle (Anti-theft Controller)...............................................................31
15.3 Structure and Working Principle (Transponder)..........................................................................32
15.4 Structure and Working Principle (Reader Coil)...........................................................................32
15.5 Matching of the Key.....................................................................................................................32
15.6 Matching of the Anti-theft System................................................................................................33
3

Section I Engine Electronic Fuel Injection System

Chapter I Introduction to the Engine MT80
Electronic Fuel Injection System for Fengyun 2 Model
I.

System Introduction

The Fengyun 2 series car is equipped with ACTECO series SQR477F engine, which is
developed by Chery Automobile Co., Ltd. together with AVL Company, a world-famous
engine design company, and designed with excellent performance.
The SQR477F engine is provided with Delphi MT80 engine management system which is
based on torque control and electronic throttle and featured by computer closed-loop control,
sequential multipoint fuel injection, grouping direct ignition without current distributor and postprocessing of three-way catalytic converter.
1.

Fuel Pump Control Strategy

1.1.1 Fuel Pump Control Logic

Fuel pump start logic:
After the ignition switch is turned on, the fuel pump will run for 2s. If no effective 58X signal is
detected, the fuel pump stops and the engine begins to rotate. Once the ECU detects an
effective 58X signal, the fuel pump starts.
Fuel pump stop logic:
In 0.6s after the rotation speed signal disappears or in case that the anti-theft device requires
shutdown of the fuel pump, the fuel pump will stop.
2.

Pilot Injection for Starting

The pilot injection for starting is performed only once in the course of normal start, and the
conditions are as follows:
1. The engine is under operation;
2. The fuel pump relay picks up;
3. The running time of the fuel pump exceeds the pressure accumulation delay time;
4. The pilot injection for starting has not been performed before.
Once the above conditions are met, the pilot injection for starting will be performed in all
cylinders at the same time.
3.

Protective Fuel Cut-off Control

Once any of the following conditions is met, the system will stop fuel injection:
The fuel supply is cut off when the engine rotation speed is higher than 6400rpm, is recovered

when the engine rotation speed is lower than 6000rpm, and is cut off when the system detects
any trouble in the ignition system.
The fuel supply is cut off when the system detects any trouble in the ignition system.
When the system voltage exceeds 18V, the system enters electronic throttle function limit mode
(forced idling mode).
4.

Function Features of the Engine Management System

Manifold absolute pressure/temperature sensor control:

1.

Engine torque output control mode

2.

Main power supply relay control of the complete vehicle

3.

Closed loop control sequential multipoint fuel injection

4.

Fuel supply mode without fuel return

5.

Fuel pump working control

6.

Knock control

7.

Electronic throttle control

8.

Air conditioner control

9.

Cooling water tank fan control

10. Charcoal canister solenoid valve control

11. System self-diagnosis function
12. ECU anti-theft control
13. ECU built-in ignition drive module, grouping direction ignition without current distributor
5.

6.

Features of ECM in the Engine Management System

1.

ECU developed for the high-end electronic fuel injection system market

2.

State-of-the-art electronic hardware technology

3.

2-bit microprocessor (CPU) with sufficient memory and high computing speed

4.

High cost performance

5.

Flexible I/O ports

6.

In accordance with the current Euro IV and EOBD

Coil Magnetization Control

The magnetizing time of the ignition coil determines the ignition energy of the spark plug. Too
long magnetizing time will damage the coil or the coil drive, while too short magnetizing time will
lead to misfire.

7. Starting Mode
Under the starting mode, the system applies a fixed ignition angle;
Main ignition advance angle:
The main ignition advance angle refers to the minimum timing for the best torque (MBT) or the
knock borderline (KBL) timing.
Correction of the ignition advance angle:
1.

Correction by water temperature;

2.

Correction by air intake;

3.

Correction by altitude compensation;

4.

Correction by idling;

5.

Correction by acceleration;

6.

Correction by power enrichment;

7.

Correction by deceleration and fuel cut-off;

8.

Correction by air conditioner control.

8.

Idle Speed Control

Basic target idle speed

Under different coolant temperatures, the basic target idle speed is set as follows:
Coolant
temperature

Target
idle
speed
rpm

<-20

1175

-10

9.

Coolant
temperature

Target
idle
speed
rpm

Coolant
temperature

Target
idle
speed
rpm

Coolant
temperature

Target
idle
speed
rpm

20

1150

60

850

100

750

1200

30

1150

70

800

110

750

1200

40

1000

80

750

>120

800

10

1150

50

900

90

750

Knock Control Logic

Working conditions for knock control:

1.

Then engine runs for over 2s;

2.

The engine water temperature exceeds 70;

3.

The engine rotation speed exceeds 800rpm.

7

After detecting any knock, the system will, based on the engine rotation speed, quickly change
the ignition advance angle by 3~5 degrees for ignition delay and return to normal control within
the subsequent 2~3s.

10. Charcoal Canister Solenoid Valve Control Logic

Before the charcoal canister solenoid valve opens, the following conditions must be met:
1.

The system voltage is higher than 8V but lower than 18V;

2.

The engine water temperature exceeds 0;

3.

The engine intake temperature exceeds 0 ;

4.

There is no related system trouble.

The opening of the charcoal canister solenoid valve depends on the duty ratio signal
determined by the ECU according to the engine state.

11.

Fan Control Logic

The working modes and conditions of the fan are as follows:

1.

When the water temperature exceeds 95, the low-speed fan starts;

2.

When the water temperature exceeds 99, the high-speed fan starts;

3.

When the water temperature is lower than 95 , the high-speed fan stops;

4.

When the water temperature is lower than 90 , the low-speed fan stops;

5.

When the air conditioner is switched on, the air conditioner fan starts.

12. Working Conditions of the Air Conditioner

The air-conditioning system will start when the following conditions are met:
The engine runs for over 7s;
The air conditioner switch is turned on;
All air conditioner shutdown modes are out of function.

13. Air Conditioner Shutdown Modes

Air conditioner shutdown mode in case of high engine rotation speed: protect the
air-conditioning system:
With the air conditioner shut down, the compressor can be started only when the engine rotation
speed is lower than 4900rpm.
8

With the air conditioner under operation, the compressor will be stopped when the engine
rotation speed exceeds 5100rpm.

Air conditioner shutdown mode in case of high engine coolant temperature:

protect the air-conditioning system:
With the air conditioner shut down, the compressor can be started only when the coolant
temperature is lower than 106.
With the air conditioner under operation, the compressor will be stopped when the coolant
temperature exceeds 108.

Air conditioner shutdown mode in case of low air conditioner evaporator

temperature: protect the air-conditioning system:
When any of the following conditions is met, the vehicle will enter the air conditioner shutdown
mode in case of starting at high ambient temperature:
The air conditioner evaporator temperature sensor is defective;
The temperature of the air conditioner evaporator is lower than 3 ;

When the following two conditions are met, the vehicle will exit from the air conditioner
shutdown mode in case of low air conditioner evaporator temperature:
The air conditioner evaporator temperature sensor is in good condition;
The temperature of the air conditioner evaporator exceeds 4 .

Chapter II Introduction to the Input Elements of the Engine MT80

Electronic Fuel Injection System for Fengyun 2 Model
1. Crankshaft Position Sensor (CKP)
1.1 Position and Function
Position: The crankshaft position sensor is installed at
the front part of the transmission housing and aligned
with the flywheel outer ring.
Function: It is used to detect the rotation position and
speed of the engine crankshaft and output a
corresponding signal by which the ECU determines the
rotation position and speed of the engine crankshaft.
9

Clearance between the sensor and the ring gear

0.3~1.5mm

Coil resistance

Coil inductance

56010%

240mH15%

1.2 Principle
1. Permanent magnet
2. Crankshaft sensor casing
3. Transmission housing
4. Soft iron core
5. Coil
6. Backlash (reference mark)
7. Air clearance

1.3 Measurement
The crankshaft position sensor is a magnetic inductive rotation
speed sensor. Due to low induced voltage, the sensor is easily
influenced by the ambient electric wave, so its connecting wires are
added with a shielding layer. The plug is provided with three
terminals as below:

A: Signal +;
B: Signal -;
C: Shielding wire.

Measurement with a Universal Meter:

Waveform Output by the Sensor

(Measured with an Oscillograph)

Measure the resistance to ground of each terminal

with a universal meter set at Ohm range to find out
the shielding wire connector, and then measure the
resistances of the other two connectors.
Afterwards, preliminary judgement for the sensor
state can be made by comparing the measuring
results with the technical parameters.

Waveform Output by the Sensor (Measured with

an Oscillograph)
10

2. Camshaft Position Sensor (CMP)

2.1 Position and Function
Position: It is set at the rear part of the valve chamber
cover. The signal gear is installed at the rear part of the
camshaft and runs in synchronicity with the camshaft.

Function: It is used to provide the phase information of the

camshaft to the ECU to judge which stroke the engine is in
during a working cycle.

Performance
Working voltage

Working clearance

4.5~13V

0.3~2mm

2.2 Principle
Hall principle:
The integrated circuit is set in front of one pole of the permanent magnet; with the Hall principle,
when the camshaft drives the signal gear to rotate, the change of tooth profile leads to change
of magnetic force line in terms of intensity, resultng in output of voltage signal.
Characteristic curve
The characteristic curve is coordinated with the crankshaft signal, namely, the crankshaft rotates
for two circles and the camshaft rotates for one circle, by which the top dead center of cylinder 1
can be determined.

11

Waveform Graph Measured with an Oscillograph

2.3 Measurement
Wire A is a signal wire, connected to ECU
E56#;
Wire B is a signal ground wire, connected to
ECU E18#;
Wire C is a 5V power wire, connected to
ECU E23#.

3. Accelerator Petal Position Sensor (APP)

Position: It is set under the instrument panel
at the drives side and above the accelerator
pedal.
Function: It is used to feed back the position
of the accelerator pedal to the ECU by
means of electronic signal, and then the ECU will control the electronic throttle by computation.

3.1 Structure and Principle

It is a non-contacting position sensor which may improve the
signal reliability. Besides, it is provided with two Hall sensors,
without the need for self-learning.

Trouble Phenomena:
The engine trouble indicator lamp is on;
Poor acceleration;
Limited engine rotation speed.

12

1. Signal
2. Grounding
3. Live wire
4. Signal
5. Grounding
6. Live wire

3.2 Measurement
When the ignition switch is turned on, the
engine is not started, and the accelerator pedal
is not stepped, sensors APP1 and APP2 will
output the following voltage signals.

Waveform Graph of the Accelerator Pedal

APP1: 2.18V;
APP2: 0.21V.

Waveform Graph of the Accelerator

Pedal Stepped to the End

2. When the ignition switch is turned on, the

engine is not started, and the accelerator pedal
is stepped to the end, sensors P1 and P2 will
output the following voltage signals.

APP1: 4.71V;
APP2: 0.84V.

13

Waveform Graph of the Accelerator

Pedal under Free State

All the above values are measured with a diagnostic tester when the engine is under normal
condition, and are for reference only.

4. Throttle Position Sensor (Electronic Throttle)

Position: The throttle position sensor is set on the electronic

throttle.
Function: It is used to monitor the positions of the throttle and
force motor.

4.1 Structure
Constitution:
1) Throttle body;
2) Drive motor;
3) Throttle position sensor.
The sliders of the two potentiometers are directly connected
with the throttle spindle, of which one potentiometer outputs a
positive signal and the other outputs a negative signal.

4.2 Working Principle of the Electronic Throttle Motor

The throttle drive motor is a DC micromotor. It drives
a set of particular gear reduction unit and a doubleacting spring. When the system is power-off, it keeps
the throttle valve plate at a safety opening position
leading to a moderate speed higher than the idle
speed, so as to ensure the vehicle can travel
continuously. If the electronic control system of the
engine enters this trouble mode, the electronic throttle valve plate wont act when the
accelerator pedal is stepped.

TPS1
14

The sensor signal potential increases with the change of the opening.

TPS2
The sensor signal potential decreases with the
increase of the throttle opening.

4.3 Measurement
Resistance of the DC motor: 3.93
Measure the voltage variation of wires B and C.
The variation trends of the two voltages are opposite;
Waveform Graph of the
Throttle Position Sensor

A. 5V power supply
B. Signal
C. Signal
D. Grounding

The electronic throttle drive motor is a DC motor with

two wires.
E: ECU E67# driven by the motor
H: ECU E61# driven by the motor
D: ECU E04#
B: ECU E39# position sensor signal 1
A: ECU E03#
C: ECU E26# position sensor signal 2
Unplug the electronic throttle and use a universal meter set at Ohm range to measure the
15

resistances of wires H and E. If both the wires are under conducting state and with small
resistances, the throttle drive motor is in normal condition. The measured resistances of wires H
and E are about 0.6.

5. Engine Coolant Temperature Sensor (ECT)

5.1 Position and Function
Position: It is set at the cylinder head water outlet at the rear
part of the engine and under the ignition coil.

Performance:

Working voltage

Working temperature

5V

-40~135

ECT sensor resistance

characteristic

5.2 Principle
It is a negative temperature coefficient (NTC)
thermistor.
The resistance reduces with the increase of the
coolant temperature. However, the resistance is not
in linear relationship with the coolant temperature.

Large
Resistance
Small

High

Low
Engine coolant
temperature

5.3 Measurement

Measurement with a Universal Meter:

Pull out the connector, set the universal meter at Ohm range, and
connect the two probes with pins 1# and 2# of the sensor
respectively for measurement. The rated resistance is 2.5k5% at
20.

16
Water temperature sensor

5.4 System Trouble Caused by Element Trouble

In case of any trouble, the following phenomena may appear:
Difficult cold start;
Difficult hot start;
Poor driving performance;
If the sensor is short to power supply, the engine will run at the default;
High temperature indicated by the thermometer;
Low temperature indicated by the thermometer;
The cooling fan runs under quick mode continuously;
When the indicated temperature is low, the high temperature warning lamp flashes.

6. Manifold Absolute Pressure/Temperature Sensor

6.1 Position and Function
Position: It is set on the manifold resonant cavity.

Performance:
The manifold absolute pressure/temperature (MAP/MAT)
sensor incorporates the functions of the manifold absolute
pressure sensor and the manifold absolute temperature
sensor, so as to feed back the manifold absolute pressure
and temperature simultaneously. The pressure sensor is
used to measure the air inhaled by the engine and it is an
important element for making up the speed-density type air
flow metering system.

Working Principle

The manifold absolute pressure (MAP) sensor is provided

with a sealed elastic diaphragm and an iron magnetic core
which are precisely set in the coil. When the pressure
changes, an output signal in direct proportion to the input
17

pressure and in proportion to the reference voltage will be generated.

6.3 Measurement

Pressure (kP)

15

40

94

102

Output voltage (V)

0.12~0.38

1.52~1.68

4.44~4.60

4.86~5.04

6.4 Working Parameters

Working voltage

Working current

Output voltage

Output impedance

Pressure
range

Working
temperature

5V

Max. 12mA

-100~100mV

<10

10kP~110kP

-40~125

Waveform Graph of the Manifold Absolute Pressure Sensor

Brisk Acceleration (MAP)

Deceleration (MAP)

18

7. Oxygen Sensor
7.1 Position and Function
Position: The A13 car is provided with a front
oxygen sensor and a rear oxygen sensor, of which
the former is set on the exhaust manifold and the
latter is set behind the rear three-way catalytic
converter (TWC).

Function: It is used to feed back the closed-loop control mixture signal.

7.2 Performance

Temperature

260

450

595

Output voltage in case of rich mixture

(mV)

>800

>800

>750

Output voltage in case of weak mixture

(mV)

<200

<200

<150

Response time from weak mixture to rich

mixture (ms)

<75

<75

<50

Response time from rich mixture to weak

mixture (ms)

<150

<125

<90

Internal resistance ()

<100K

19

7.3 Structure and Principle

The oxygen sensor is an important typical part in
the closed-loop fuel control system. It adjusts
and keeps the desired air-fuel ratio to make the
three-way catalytic converter achieve its optimum
conversion efficiency.
When the air-fuel ratio involved in the engine
combustion gets large, the oxygen content in the exhaust gas increases and the output voltage
of the oxygen sensor drops; otherwise, the output voltage rises. In this way, the sensor feeds
back the air-fuel ratio to the ECU.
The sensitive element in the oxygen sensor is
made of zirconia and constructed with a hollow
part and an external inductive part. After the
zirconia element is activated by heating (>300 ),
the reference air enters its hollow part through the
wire and the exhaust gas passes through its
outside electrode so that the oxygen ions move
from its center to outside electrode. In this way, a
simple atomic battery is formed and a voltage is
generated between the two electrodes. The
zirconia element can change the output voltage
according to the oxygen content in the exhaust
gas so as to judge the oxygen content in the
exhaust gas. Generally, the oxygen sensor is
designed to generate a jump in the voltage
magnitude when the air-fuel ratio determined
based on the exhaust gas is close to the
theoretical value (14.6:1) so as to help the ECU
judge the air-fuel ratio precisely.

Waveform of the Oxygen Sensor

7.4 Measurement
Remove the connector, set the digital universal
meter at Ohm range, and connect the two probes
with pins C and D of the sensor respectively to
measure the resistance, namely, heaters
resistance, which is 9.2 under room temperature
(measured value). Connect the connector, set the
digital universal meter at DC voltage range after
the oxygen sensor reaches its working
temperature 350 under idling state, and connect
the two probes with pins A and B of the sensor to
measure the voltage which shall fluctuate quickly
between 0.1~0.9V.
20

Waveform of the Oxygen Sensor

(Brisk Acceleration)

8. Knock Sensor
8.1 Position and Function

Position: It is set under the intake manifold.

Function: It is used to monitor whether the combustion of the gas mixture in the engine
combustion chamber has a trend of knock. If yes, it sends a knock signal to the ECU to help the
ECU control the ignition advance angle better.

Frequency response range

Resistance

Capacitance

3~18kHz

<1M

1480~2220pf

8.2 Principle
The knock sensor is a vibration acceleration sensor and
generates an output voltage corresponding to the
mechanical vibration of the engine. The sensor is provided
with a ceramic piezolectric crystal whose vibration
generates a voltage signal. During the knock of the engine,
the crystal vibrates more seriously so as to change the
output signal to the ECU.

8.3 Measurement
4 Remove the connector, set the digital universal meter
at Ohm range, and connect the two probes with pins
1# & 2# and 1# & 3# of the sensor respectively to
measure the resistance which is over 1M under
room temperature. The terminals are independent
from each other.
2. Set the universal meter at mV range, use a rubber
hammer to beat the engine cylinder block and a voltage
shall be output from the sensor, or gently beat the sensor
21

(dont damage the sensor) and a voltage also shall be

output from the sensor.

9. Electronic Control Unit (ECU)

9.1 Position and Function
Position: It is set on the floor under the instrument panel
at the assistant drivers side.

Function: The ECU is the core of the engine electronic

control system. With the signals for electronic control
from the sensors, the ECU, after internal computation,
controls a series of actuators such as the fuel injector
and ignition coil to control the working of the engine.
Working voltage

Overvoltage and reverse voltage

protection

Working
temperature

1~16V

+24V/-14V < 60s

-40~105

9.2 Structure
It is composed of a shielded housing and a printed circuit
board where lots of electronic control units are integrated
for the control of electronic fuel injection.

This electronic control system is provided with an ECU

anti-theft control system.

Note: The ECU housing and the fixing bolts must be

insulated from the chassis.

9.3 ECU Parameters

CPU parameters;
22

 32-digit master chip;

66M clock frequency;
1M FLASH on-chip memory;
12K RAM memory;
4K EEPROM memory.

Working Parameters

Normal working voltage range: 9.0V~16V;

Overvoltage and reverse voltage protection: +24V/-14V < 60s.

9.4 Measurement
Simple measurement method:

Connect the connector and read the engine trouble records by using the engine data
diagnosis line;

Remove the connector and check whether the ECU connecting wires are in good condition,
especially check whether the ECU power supply and grounding circuit are normal;

Check whether the external sensors work normally, whether the output signals are reliable
and whether the circuits are in good condition;

Check whether the actuators work normally and whether their circuits are in good condition;

At last, replace the ECU for test.

10. Ignition Coil

10.1 Position and Function
Ignition sequence: 1, 3, 4 and 2
Position: The ignition coil is set on the side of the
engine upper cylinder head (next to the transmission).

The ignition coil is used to transform the low voltage of

the primary winding into the high voltage of the
secondary winding, and then ignite the fuel-air mixture
in the cylinder by the spark discharged by the spark
plug.
23

10.2 Performance
Primary resistance

0.50.05

Secondary inductance

17.51.2H

Secondary resistance

9840980

Interruption current peak

9.5A

Primary inductance

2.750.25mH

Secondary output voltage

34kV

10.3 Working Principle

The ignition coil ZS-K2x2 is composed of two primary
windings, two secondary windings, an iron core and a
housing. When the grounding circuit of any primary winding
is connected, this primary winding is charged. Once the
ECU disconnects the primary winding circuit, the charging
is stopped and a high voltage is induced in the secondary
winding to make the spark plug discharge. Unlike the
ignition coil with current distributor, each end of the
secondary winding of the ignition coil ZS-K2x2 is
connected with a spark plug, so both the spark plugs
generate spark simultaneously. The two primary windings
are energized and deenergized alternatively, and
correspondingly, the two secondary windings discharge
alternatively.
Coil resistance

Min. working voltage

Working temperature

120.4

4.5V

-40~130

10.4 Measurement
Use a universal meter set at Ohm range to measure the
resistances of the primary coils of wires B and C as well as
wires D and C respectively which are 0.45~0.55.
Remove the high-tension wires of cylinders 1 and 4, and use a
universal meter to measure the resistance between the hightension wire connectors of the two cylinders, namely, the
resistance of the secondary coil, which is 8.8~10.8k.
A: Shielded ground wire
B: 12V power wire
C: ECU E17#
24

SHIELD (dual-core
shielding)

D: ECU E01#
Ignition Waveform II: Ignition Timing

10.5 System Trouble Caused by Element Trouble

Unstable idling
Ignition Waveform: Ignition in
Exhaust Stoke

Insufficient engine power

Increased fuel consumption
Increased emission

25

11. Electromagnetic Fuel Injector

11.1 Position and Function
Position: It is set between the fuel rail and intake manifold
and above the fuel rail.
Function: It is used to supply the atomized fuel to the
engine by injecting fuel in a set time according to the
command from the ECM. Besides, it is also used to store
the high-pressure fuel to eliminate the resonance
resulted by the operation of the fuel pump, so as to keep
the pressure steady.

11.2 Structure and Working Principle

O-ring
Plastic particle

The electromagnetic controlled fuel nozzle is equipped

with a return spring in the shell to press the valve
needle
on the valve seat and the opening is sealed up.

Adjusting sleeve
Coil
Spring
Guard strip
Needle valve component

Valve seat component

For injection, the electronic controller sends a control

signal to get the electromagnetic coil energized to
produce an electromagnetic field which is helpful in
overcoming the pressure of the return spring, the gravity
of the needle valve and the friction to lift up the needle
valve. In this way, the fuel may be injected under the fuel
pressure. There are only two states for the needle valve,
namely, the valve is lifted up or lowered down, and its lift
can not be adjusted. Provided that the pressure
difference between the inlet and outlet of the fuel nozzle
is constant, the fuel injection quantity will depend on the
needle valve opening time, i.e., the opening electric pulse
width. The lift of the needle valve shall not exceed
0.1mm.

Orifice plate

26

11.3 Measurement
Measurement with a Universal Meter

There are two wires for the fuel nozzle connector, one of
which is connected to the ECU and the other is
connected to a 12V power supply.
A: 12V power supply;
B: ECU E63#.
For measurement, remove the connector, set the
universal meter to Ohm range and then connect the two
probes with the two pins of the fuel injector respectively.
The rated resistance at 20 is 11~16.

Measurement with a Diagnostic Tester

Waveform Graph of the Fuel Injector

11.4 System Trouble Caused by Element Trouble

In case of any trouble, the following
phenomena may appear:

Poor idling, poor acceleration, failure in starting

(difficulty in starting), etc.

Failure due to the gum accumulated in the fuel

injector as a result of lack of maintenance.
27

12. Charcoal Canister Control Valve

12.1 Position

It is set at the right corner of the engine compartment and near the expansion valve.

Specification
Rated working voltage

12V

Working temperature

140~120

Working voltage range

8~16V

Coil resistance

19~22

Limited voltage

25V

Coil inductance

12~15mH

12.2 Function
1. Connecting to the fuel tank
2. Charcoal canister
3. Air
4. Charcoal canister control valve
5. Connecting to the intake manifold
6. Throttle

12.3 Structure and Working Principle

The charcoal canister control valve consists of

electromagnetic coil, armature, valve, etc. A filter
screen is set on the inlet.
The air flow of the charcoal canister control valve
depends on two factors, namely, the duty ratio
outputted by the ECU to the charcoal canister
control valve in the form of electric pulse, and the
pressure difference between the inlet and outlet of
the charcoal canister control valve.
In case the electric pulse is not available, the
charcoal canister control valve will be closed. The
ECU is used to control the power-on time of the
charcoal canister solenoid valve according to the
signals provided by the sensors of the engine, so
28

Seal ring

Valve component

Electromagnetic
coil

Casing

Core

Air flow direction

as to control the cleaning air flow indirectly.

12.4 Measurement

Failure Check

1) Conduct failure detection by measuring the resistance of the charcoal

canister solenoid valve. It has two wires:
A: 12V power supply;
B: ECU E57#.

The ECU controls the on/off of the cleaning duct by the grounding of the
charcoal canister solenoid valve. When measuring the resistance of the
charcoal canister solenoid valve, remove the charcoal canister control valve
harness connector to measure the coil resistance. It shall be 19~22,
otherwise, replace the coil.

2) Check the charcoal canister solenoid valve for failure

when it is under operation.

12.5 Working Conditions of the Charcoal Canister Solenoid Valve

Waveform Graph for the Charcoal
Canister Solenoid Valve Control

To minimize the affect of the fuel vapor towards the

acting of the engine under normal combustion
condition, the following requirements shall be met
before the charcoal canister solenoid valve opens:

The system voltage is higher than 8V but lower

than 18V;
The engine water temperature is higher than
0 ;
The engine intake temperature is higher than
0 ;
There is no related system trouble.

29

13. Electric Fuel Pump

Position: It is set in the fuel tank.

Function: It is used to send the fuel from the fuel tank to the
engine at certain pressure and flow rate.

Output
pressure

>350kPa

Working
voltage

8~16V

Keep-up
pressure

24kPa

Overvoltage
protection

-13.5~26V

Output flow

>10g/s

Running
without fuel

<60s

13.1 Structure
1. Fuel pump end cover (integrated with check valve, relief
valve and anti-electromagnetic interference elements)
2. Motor
3. Fuel duct
4. Blade pump
Normal working voltage: 8~14V
Normal working temperature: -30~70
System pressure: 400kPa

30

13.2 Measurement
The fuel pump is a DC motor. It is controlled by the ECU
with the fuel pump relay.

Verification of Fuel Pump Working Status:

Turn on the ignition switch and the fuel pump will work for a short
time. In this case, a sound arising from the running
fuel pump will be heard.
86: Grounding
87: 12V power supply

13.3 System Trouble Caused by Element Trouble

Trouble Phenomena:
Great noise, poor acceleration, failure in starting (difficult starting), etc.
Common trouble cause: the application of disqualified fuel resulting in:
1. Insulating layer formed by the accumulated gum;
2. Locking of the fuel pump shaft bushing and armature;
3. Corrosion of fuel level sensor components, etc.

14. Steel Fuel Distribution Pipe Assembly

Position: It is set above the intake manifold.
Function: It is used to store the high-pressure
fuel to eliminate the resonance resulted by
the operation of the fuel pump, so as to keep
the pressure steady.

31

15. Anti-theft Input Signal

Anti-theft Controller
It is integrated with a microprocessor to realize such functions
as key identification and system matching. It can produce an
induction field to transmit the communication signals between
the controller and the transponder.

Mechanical key

Transponder coil

15.1 Position and Function

Position: The engine anti-theft ECU is fixed in the instrument
panel at the drivers side by bolts.
Function: This device functions directly against the engine, so
it significantly improves the overall safety in terms of anti-theft
performance.

15.2 Structure and Working Principle (Anti-theft Controller)

Anti-theft Controller:
The anti-theft controller mainly consists of
microprocessor and peripheral elements. It is
used for the communication between the
transponder and the engine management
system. If the verification for the transponder is
done in a set time, the engine management
system may allow the startup of the engine.

Ignition lock
cylinder

Key head
Coil

Key casing

System status: When the engine is under antitheft status (unauthorized startup), the engine
Electromagnetic
field
trouble indicator lamp (or EPC lamp) will flash
quickly. In this case, the engine can rotate but can not work.

32

Transponder

15.3 Structure and Working Principle (Transponder)

Transponder (key chip and remote control key):

It is set in the key handle. This transponder,
without power supply, is of small size and
long service life. With the excitation in the
electromagnetic field, it receives the power
supply signal and clock signal, and carries
out communication with the anti-theft
controller. For each vehicle, at most five transponders can be provided, i.e., five keys, and the
key chip is only available for writing-in once.
Every key is provided with a unique code. Please get the new key from the dealers of Chery
Automobile Co., Ltd.

15.4 Structure and Working Principle (Reader Coil)

Position: It is set on the lock cylinder of the ignition switch.
Function: It is used to read the key information from the key chip and send the signal to the antitheft controller.
Structure: It is set in a black plastic cover around the ignition switch. Two coil harnesses are
connected to the anti-theft controller.

Reader Coil
Working principle: The coil is fed by the regulated
current from the anti-theft controller.
When the key is within 2cm (0.78in) away from
the ignition coil, and the ignition switch is at
ACC position, an electricity energy of a frequency of 125kHz will be sent from the coil to the
anti-theft controller under the principle similar to that of an emitter. The anti-theft controller will
modulate the received data and encode them again, and then compare them with the saved
identification codes. If the data are correct, the engine can be started.

15.5 Matching of the Key

1. Plug the diagnostic connector;
2. Insert the key to be matched into the ignition lock and turn it to ON position;
3. Select Anti-theft device Anti-theft device matching Input code Input safety code
on the option menu of the diagnostic tester, and then input the safety code/PIN code;
33

4. Select Key clearing to clear the information for the key lost before;
5. Select Key learning for key learning;
6. If you want to match another key, insert the key, reset the diagnostic tester and repeat the
steps 2, 3, and 5 as mentioned above.

Key Quantity Inquiry:

Use the diagnostic tester to inquire the quantity of the matched keys and the keys that can be
matched.

15.6 Matching of the Anti-theft System

Matching of Anti-theft Controller (Anti-theft Module):
1. Turn off the ignition switch and replace the anti-theft controller;
2. Insert the key into the ignition lock and turn it to ON position;
3. Select Anti-theft device Input code
Set safety code on the option menu of the
diagnostic tester;

No. of continuous
incorrect input

4. Select Anti-theft device Anti-theft device

matching Read from EMS to anti-theft
device to match the electronic fuel injection
system with the anti-theft controller;
5. Match the original keys with the new anti-theft
controller one by one.

Input of Safety Code (PIN Code):

The safety code can be input only by the Cherys

special diagnostic tester. When inputting the safety
code, pay attention to the case of the letters. In
case of continuous incorrect input for certain times,
the ECU will be locked permanently.

Note: This Service Manual is mainly about the

MT80 electronic fuel injection system of
A13+477+QR515 vehicles. The introduction about
other parts will not be covered here.
34

Interval
locking

of

0s

10s

10s

10min

20min

40min

80min

160min

320min

640min

10

1280min

More

1280min

ECU