Bosch Me 7.4.6

1
ECU INPUTS
2
ECU OUTPUTS
3
ENGINE ECU
Calculation of the injection time,
Calculation of the advance and control of the ignition .
Function managed by ECU
Internal function
External function
ECU operating strategies during specific phases.
 During starting.
 Drive ability
 At transient engine speed
 Cut-off on deceleration
 Re-acceleration.
 Power latch (maintenance of the ECU supply after the ignition is switched off)
Manifold pressure sensor.
Vs
4.80
0.07
α ( 0)
0 96o
 It is of the pieze- electric type .

 Supplied with 5 V by the ECU.
4
Engine speed sensor
 The sensor of inductive type( magnetic core& coil).

 Alternating voltage (sine-wave signal).
 Sensor resistance 300 to 400 ohm.
 The air gap= 1 + 5 mm.
5
Engine speed sensor.
specific to L4 emission control.

 The ECU detects by means of the engine speed sensor any ignition misfiring .
 Misfiring cause the diagnostic indicator light to flash .
CYLINDER REFERENCE SENSOR
The Hall effect type sensor is supplied with 5 V and gives a square signal which can be used
directly by the ECU.
This sensor enables the position of cylinder no.1 to be recognised.
Phase the controls of the injectors (cylinder ~ by cylinder)
Reduce the ignition advance of the cylinder or cylinders
Recognise the cylinder or cylinders which experience ignition misfiring
Operation of the VTCs .
6
KNOCK SENSOR
Operation with knocking

Operation without knocking
 The sensor is of the piezo-electric type.

 This sensor supplies a voltage which corresponds to the vibrations of the
engine .
 The ECU reduces the ignition advance of the cylinder or cylinders
concerned .
with this reduction of the advance, an enrichment of the air/fuel mixture is applied in
order to prevent too great an increase in the temperature of the exhaust gases.
7
THROTTLE HOUSING.
 A butterfly (1 ),
 A motor (2),
 A double track throttle butterfly potentiometer (3)
 Drive pinions (4),
 An input point for recirculation of gases from the engine (5).
THROTTLE HOUSING
 The throttle opening is no longer a direct cable control linked to the
accelerator pedal.
 An accelerator pedal position sensor (1261) transmits a voltage of the
driver's requirement.
 This voltage enables the ECU to carry out the driver command
(acceleration, deceleration)
8
THROTTLE HOUSING
Downgraded mode
The rest position (It is not the idle position)
When the ECU receives 2 incoherent information (open or short circuit ) the throttle
goes to LIMP HOME.
Fall back (It is the idle position)
If the throttle no longer supplied, throttle goes to Fall back position.
THROTTLE HOUSING
Learning procedure:
The learning procedure consists in learning the positions of maximum closing
and opening of the throttle butterfly.
The learning procedure is to be carried out after:
 Replacement of the ECU,
 Replacement of the motorised throttle unit,
 Repair of the motorised throttle unit following detection of a fault,
 Downloading of the ECU,
 Configuring of the ECU.
THROTTLE HOUSING
Learning procedure:
 Reconnect the electrical harnesses,
 Switch on the ignition,
 Leave the ignition on for a minimum of 10 seconds (do not switch off the
ignition during these 10 seconds and do not press the accelerator pedal),
 Switch off the ignition and leave it switched off for 15 seconds (the engine
management ECU records in EEPROM the learning parameters of the
motorised throttle; this is the POWER LATCH phase).
Warning: Do not switch the ignition back on during these 15 seconds.
ACCELERATOR PEDAL POSITION SENSOR
9
 Supplied with 5 V by the ECU

 The sensor transmits 2 voltages back to the ECU which vary 1 according to
the position of the accelerator. One of the voltage values is double the other.
 This information is used by the ECU in the same way as another ECU or other
function such as:
Air conditioning, Automatic gearbox, Stability check, Cruise control, Engine cooling
When the engine is started, the opening of the throttle is pre-programmed to a
certain position

Learning procedure
The learning for the rest & the maximum pedal position
The pedal sensor learning procedure is to be carried out after:
 Replacement of the engine management ECU,
 Replacement of the accelerator pedal position sensor .
 Repair of the accelerator pedal position sensor following a fault being
detected,
 Downloading of the ECU,
 Configuring of the engine management ECU.

Learning procedure
 Accelerator pedal at rest,
 Switch on the ignition,
 Press the accelerator pedal fully down
 Release the accelerator pedal,
 Start the engine without accelerating.
VTC SOLENOID VALVE

Supplied with 12V & controlled by ECU by means of the earth
The ECU controlled the solenoid only:
 Engine speed lower than 4300 rpm.
 High engine loads.
 Oil temperature higher than 40 C & lower than 140 C
When controlled, the solenoid valves allow oil under pressure from the lubricating
circuit of the camshaft to alter by 15 degree rotation of the intake camshaft.
10
INTAKE AIR TEMPERATURE SENSOR
 The sensor of (negative temperature co-efficient) NTC

 (SENSOR RESISTANCE DECREASES WHEN TEMPERATURE
INCREASES)
 Supplied with 5 V by the ECU
11
ENGINE COOLANT TEMPERATURE SENSOR
Supplied with 5 V by the ECU

The sensor of (negative temperature co-efficient) NTC
(SENSOR RESISTANCE DECREASES WHEN TEMPERATURE
INCREASES)
12
AIR CONDITIONING PRESSURE SWITCH
 The pressure switch transmits to the engine ECU a voltage proportional to the
fluid pressure
 This information is used to authorise or prevent the engagement of the
refrigeration compressor and to control the engine cooling fan unit speed.
The engine management ECU (1320) controls:
The low speed fan supply relay,
The high speed fan supply relay.
The information on thermal status of the engine and refrigerant fluid pressure are made
available on the CAN network. The BSI controls engagement of the fan at medium speed.
The post-cooling controlled by engine ECU (low speed relay)& the double relay.
IGNITION COIL
 BAC 1 type (Pencil Ignition coil)

 No high tension leads
 The two main parameters of the cartographic map:
 The engine speed.
 The intake manifold pressure.
13
POWER STEERING FLUID PRESSURE SWITCH .
The pressure switch opens when the pressure in the circuit exceeds 35 bars
INJECTORS.
 Supplied with 12 V controlled by ear thing.

 Coil resistance=14.5: 16 OHM
 The ECU controls the injectors separately in the sequence
 The fuel pressure regulator maintains a constant pressure (3.5 bars)
 The rail type supply system no longer has a return to tank line,
 And no longer has a vacuum connection to the intake.
14
PRESSURE REGULATION .
 Conventional installation on the rail

 Installation close to the fuel pump on the tank
 Installation in the tank on the pump support
 The role of the regulator is to maintain:
 A supply pressure when the engine is running,
 A residual pressure when the engine is switched off (for a certain time).
FUEL PUMP
The fuel pump BOSCH EKP 10 or MARVAL
This is submerged in the tank.
Fuel supply flow: 150 I/h (approximately).
A non-return valve is incorporated in this pump on the discharge circuit .
The ECU controllers by means of ear thing the double relay
as soon as the engine speed exceeds20 rpm .
15
FUEL FILTER
 The fuel filter is installed between the pump and the injection rail.
 The filtration threshold of which is 8 to 10 microns.
 ESSENTIAL: Observe the direction of flow of the fuel, represented by an
arrow on the filter body.
CANISTER RESERVOIR
 The canister reservoir is a storage container,
 Filled with active carbon.
 The canister acts as the tank breather.
16
Purge canister solenoid valve.
 It permits the recirculation of the fuel vapours.

 Controlled by the ECU,
 It is "Normally closed" solenoid valve
 Full load: purge possible
 On deceleration: purging is not carried out
 The solenoid valve control is of the OCR
Vp
(V)
F
12
G T(S)
17
DOUBLE RELAY
Functions of the main relay

Ignition off No supply.
Ignition on supplies:
The fuel pump
The injectors
The ignition coil
The purge canister solenoid valve,
The variable timing solenoid valve
The engine management ECU.
The heater resistors for the oxygen sensors
This supply is maintained for 1 second then stops if the engine is not started
DOUBLE RELAY.
 Engine running
 The fuel pump
 The injectors
 The ignition coil
 The purge canister solenoid valve,
 The variable timing solenoid valve
 The engine management ECU.
 The heater resistors for the oxygen sensors
 After the ignition has been switched off
Maintaining of the supply to the ECU for 15 seconds
18
PRE-CATALYSERS
Upstream
Oxygen
Pre-catalyser sensor
Downstream
Oxygen
sensor
Downstream
Oxygen
sensor
Pre-catalyser
19
THE CATALYTIC CONVERTERS
THE CATALYTIC CONVERTER DEALS WITH 3 POLLUTANT

- CO: carbon monoxide
- HC: hydrocarbons
- NOx: nitrogen oxides
Constitution of the catalytic converter:
An outer covering of stainless steel ,
Thermal insulation
A monolithic ceramic honeycomb.
platinum
rhodium
palladium
20
OXYGEN SENSOR.
Rich mixture
Sensor voltage about 0.8 volts
Lean mixture
Sensor voltage about 0.1 volts.
The operating temperature> 350 C
The heater controlled by ECU
21
DOWNSTREAM OXYGEN SENSOR
It provides the ECU with data regarding :

 The quality of the exhaust gases.
 The monitoring of the efficiency of the catalytic converter .
INJECTION IGNITION INDICATOR

This indicator light shows the presence of a major fault.
Indicator light operating mode

With the ignition off: The light is out.
With the ignition on, with the engine not running: The light is on.
With the engine running:
No permanent major fault:
If the ignition is switched on more than 3 seconds or engine started before the engine started,
the Light will go out,
A Presence of a permanent major fault: ..
The indicator light will remain on to warn the driver,
It will go out when this fault changes from Permanent to Intermittent fault.
22
EFFECT OF 'L4' EMISSION CONTROL STANDARD ON THE INJECTION
SYSTEM:
L4 emission control standard is more stringent than the L3 standard on 2 main points
 Emission of pollutants,
 The checking cycle for homologation.
The L4 standard is mainly with the engine cold.
The main points considered this emission control are:
 Check the catalytic converter efficiency during the cold phase
 Sequential injection.
The new components are:
• Downstream oxygen sensors,
• Specific engine management ECU.
From the diagnostic aspect
 Diagnostic strategies,
 Help modes,
 Operation of the injection ignition diagnosis indicator light.
EFFECT OF 'L4' EMISSION CONTROL STANDARD ON THE INJECTION

SYSTEM:
Presence of a permanent major fault with indicator light on continuously:
 The indicator light will remain on to warn the driver.
 It will go out when the fault passes successfully through 3 diagnostic
sequences.
Presence of a permanent major fault with the indicator light flashing:
 The light will flash with a misfire to warn the driver (risk of the catalytic
converter being destroyed).
 It will go out when the fault passes successfully through 3 diagnostic
sequences.
DIAGNOSTICS SEQUENCE
Definition of a diagnostics sequence;
 Starting the engine,
 Diagnosis by the ECU regarding the fault, and in the conditions in which the
fault appeared
 Non-reappearance of the fault
 Switching off the ignition.
23

Bosch Me 7.4.6

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1

Manifold pressure sensor.

 It is of the pieze- electric type .

 The sensor of inductive type( magnetic core& coil).

specific to L4 emission control.

CYLINDER REFERENCE SENSOR

Operation with knocking

 The sensor is of the piezo-electric type.

ACCELERATOR PEDAL POSITION SENSOR

 Supplied with 5 V by the ECU

ACCELERATOR PEDAL POSITION SENSOR

ACCELERATOR PEDAL POSITION SENSOR

VTC SOLENOID VALVE

 The sensor of (negative temperature co-efficient) NTC

Supplied with 5 V by the ECU

 BAC 1 type (Pencil Ignition coil)

 Supplied with 12 V controlled by ear thing.

 Conventional installation on the rail

 It permits the recirculation of the fuel vapours.

Functions of the main relay

THE CATALYTIC CONVERTER DEALS WITH 3 POLLUTANT

It provides the ECU with data regarding :

INJECTION IGNITION INDICATOR

Indicator light operating mode

EFFECT OF 'L4' EMISSION CONTROL STANDARD ON THE INJECTION

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