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Functions and Sensors of the Bosch MEV

17.4 System
D Occupancy detonation

Purpose The knock sensor is a piezoelectric sensor. Information about the detonation in the engine, coming from the knock sensor,
allows the engine control unit to correct the ignition timing (reduce). The knock is due to the detonation of the fuel-air mixture in one
of the 4 cylinders. When a detonation occurs, the sensor transmits voltage peaks to the engine control unit. Having received
information about the detonation in the engine, the engine control unit reduces the timing of the ignition and simultaneously enriches
the fuel mixture. Placement Figure 12.2 (1) the detonation sensor. Peculiarities of electrical equipment Pin assignment of
connector:

Channel 1: Signal (+)


Channel 2: Signal (-)

Engine Speed Sensor

Purpose It is a "Hall sensor". The engine speed sensor provides an electrical signal for each target tooth pass (Change in magnetic
field). Teeth 58 allow you to determine the mode of operation of the engine. 2 missing teeth allow you to determine the engine
speed. The role of the engine control computer, depending on the information received:

Check the engine speed


Defines the angle of rotation of the crankshaft
Calculates the ignition timing
Adjusts the idle speed

Placement Figure 12.3 (2) The target of the sensor. (3) Engine speed sensor. Peculiarities of electrical equipment Pin
assignment of connector:

Channel 1: Power + 5 V
Channel 2: "Mass"
Channel 3: Signal

Position sensor: Camshafts

Purpose It is a "Hall sensor". The camshaft position sensors send a rectangular waveform to the engine control unit. The role of the
engine control computer, depending on the information received:

Synchronizes the injection of fuel with respect to the position of the pistons
Recognizes the top dead spots
Defines the misfire
Determine the amount of lift of the intake valves

Placement Figure 12.4 (4) Camshaft Position Sensor. Peculiarities of electrical equipment Pin assignment of connector:
Channel 1: Power + 5 V
Channel 2: Signal
Channel 3: "Mass"

Emitted signal:

The presence of a metallic "mass" opposite the sensor: 0 Volts


The absence of a metallic "mass" opposite the sensor: 12 volts

Ignition coils

Purpose Static ignition with one ignition coil per cylinder (of the "pencil" type). The ignition coil allows high voltage to be applied to
the spark plug. Placement Fig. 12.5 (5) Ignition coil. Features of electrical equipment Fig. 12.6 Pin assignment of connector:

"a" Channel 1: Command for ignition on


"b" Channel 2: Power supply 12 V
"c" Channel 3: "mass"

Spark plug

Features:

Ignition coils with flat stop surface


Tightening torque: 2,5 ± 0,1 da.Nm

Motor control computer Power cascades and ignition coils are integrated in the engine control unit (there is no separate ignition
unit). The engine control unit energizes each primary coil winding in the order of ignition (1-3-4-2). Synchronization of the moment of
ignition is carried out by sensors of position of camshafts.

Engine Coolant Temperature Sensor

Function The coolant temperature sensor sends information to the engine control unit about the temperature in the engine cooling
system. Placement Fig. 12.7 (13) Coolant temperature sensor. Features of electrical equipmentPurpose of contacts:
Track N ° 1: Coolant temperature signal
Contact No. 2: "Mass" of the engine water temperature sensor

The magnitude of the resistance as a function of the temperature of the liquid


Coolant temperature Resistance
0°C 16325 Ohms
20 ° C 6245 Ω
40 ° C 2660 Ohms
60 ° C 1245 Ohm
80 ° C 630 Ohm
100 ° C 340 Ohm

Adjustable thermostat

Purpose The adjustable thermostat allows:

A faster increase in the coolant temperature for faster start of exhaust gas neutralization
Higher engine temperature to reduce friction and reduce fuel consumption

Placement Fig. 12.8 (14) adjustable thermostat. Description Fig. 12.9 "A": The thermostat is open (always if the temperature is
above 105 ° C). "B": The thermostat is closed. (21) Wax. (22) heating element. The wax (21) in the thermostat is diluted at a
temperature of 105 ° C. Usually the electronics do not interfere with the operation of the thermostat, it itself maintains the
temperature at 105 ° C. Adjustment of the controlled thermostat is carried out by the RCO signal from 75 ° C (100% control) to 105 °
C (0% control). If necessary, the 100 %% engine control unit controls the heated resistance (22) of the thermostat to add 30 ° C,
which lacks a 75 ° C temperature for melting wax (21).

Linear pressure sensor for liquid refrigerant (8009)

Function The linear liquid pressure sensor measures the pressure in the air conditioner circuit. The role of the engine control
computer, depending on the information received; Pressure in the cooling system:

Allows the activation of the engine cooling fan assembly (cooling of the air conditioner condenser)
Enables the air conditioning compressor
Description Fig. 12.10 Linear pressure sensor of liquid refrigerant of piezoresistive type. The linear pressure sensor of the liquid
refrigerant consists of voltage meters. Linear sensor for liquid refrigerant type generates a voltage proportional to the pressure in the
air conditioner circuit. Designation: Black connector. NOTE: The electrical information supplied by the sensor is transmitted via wire
to the engine control computer and then sent to the intelligent switching unit via a multiplex network (CAN
interconnection). Peculiarities of electrical equipment Pin assignment of connector:

Channel 1: Power 5 V
Channel 2: Pressure information (0 - 5 Volts)
Channel 3: "Mass"

The voltage supplied for a pressure of 1 bar: +0.5 volts. The voltage supplied for a pressure of 31 bar: + 4.5 Volts.

Atmospheric pressure sensor

The atmospheric pressure sensor allows the engine control unit to determine the air density. NOTE: Air density decreases as you go
up to the altitude. The atmospheric pressure sensor is integrated into the engine management computer. ATTENTION: The
atmospheric pressure sensor can not be removed from the engine control computer.

Vacuum pump

Function NOTE: On EP3 and EP6 engines, the vacuum pump is not part of the pneumatic system. Vacuum pump provides the
discharge necessary for the operation of the brake booster. Discharge in the intake manifold is not enough to power the brake
booster. The vacuum pump is driven from the camshaft of the exhaust valves. Placement Figure 12.11(15) Vacuum pump.

Intake manifold pressure and temperature sensor

Purpose The pressure and temperature sensor allows you to determine:

Intake manifold air pressure


Intake Air Temperatures

The temperature sensor informs the engine control unit about the temperature of the air supplied to the cylinders.Operating
modes 1. Normal operation The engine control unit uses information about the air temperature. NOTE: The intake manifold air
pressure information is not used. 2. Emergency operation mode If a fault is detected in the timing system, the engine control unit
uses the information of the pressure sensor and the supply air temperature to perform the following operations:

The role of the computer fuel injection system, depending on the information received
Determination of the amount of fuel for injection

NOTE: Air density decreases as you go up to the altitude. Placement Fig. 12.12 (5) Intake manifold pressure and temperature
sensor. Features of electrical equipment The pressure and temperature sensor in the intake manifold is a piezoresistor. The
pressure and temperature sensor in the intake manifold is supplied with a voltage of 5 V. The pressure and temperature sensor in
the intake manifold sends a voltage signal proportional to the measured pressure. The temperature sensor is a resistance with a
negative temperature coefficient (CTN). Electrical characteristics:
Resistance at 0 ° C: 5887 Ω
Resistance at 20 ° C: 2510 Ω
Resistance at 40 ° C: 2000 Ω

Pin assignment of the connector: Channel 1: Intake air pressure sensor signal Channel 2: Power supply 5V Channel 3: Air flow
temperature signal Channel 4: "Mass"

Changing the phases of the rise of the intake valves

Purpose The change in the intake valve lift allows you to vary the amount of air supplied, without affecting the throttle. This phase
allows:

Reduce reaction time


Reduce fuel consumption
Reduce harmful emissions
Ensure compliance with emission control regulations EURO4

Placement Fig. 12.13 (7) Variable valve lift actuator. (8) Valve position sensor. (16) Intermediate lever. (17) Intake manifold. (18)
Return spring. (19) Camshaft (Intermediate part). (20) Gear wheel. Description Fig 12.14

(7) The valve opening motor. (8) Valve position sensor. (16) Intermediate lever. (17) Intake manifold. (18) Return spring:
Intermediate lever. (19) Camshaft (Intermediate part). (20) Gear wheel. (21) rocker arm. (22) The valve. "a" Shaft rotation: The valve
opening motor. "b" Shaft rotation: Camshaft (Intermediate part). "c" Moving the intermediate lever. "d" Variable valve lift. A variable
lift of the intake valves is effected by means of an electric motor (7) which drives the intermediate camshaft (19) by means of a
worm gear (20). The intermediate camshaft acts on the intermediate arm (16) located between the rocker arms (21) and the inlet
camshaft (17). The camshaft of the intake valves acts on the valve (22) by means of an intermediate lever and a rocker arm; The
position of the intermediate lever determines the rise of the intake valve, which varies from 0.3 mm to 9.5 mm. The engine control
unit controls the valve lift motor depending on the following information:

Information from the accelerator pedal position sensor


Information from the intake and exhaust position sensors of the engine
The position of the intake valves

The valve position sensor (8) measures the position of the intake valves and transmits information to the engine control unit.
The valve opening motor

Purpose The valve lift motor changes the angle of the intermediate camshaft position by a command from the engine control
unit. The valve lift motor allows the intake valves to be lifted from a minimum to a maximum value in 300 ms.Placement Fig.
12.15 (7) The motor for changing the lifting of the valves. Description When the ignition is switched off, the valve lift motor (7) re-
learns the end stop, then sets the valve lift amount to about 1.7 mm (lift amount to start the engine). The position of the change
valve motor allows the engine to start. Peculiarities of electrical equipment Pin assignment of connector:

Channel 1: Power + 12 V
Channel 2: "Mass"

The engine control unit converts the 12 V voltage signal into the RCO (cyclic valve lift) by means of the valve lift motor relay (1370),
which controls the valve lift motor (7). WARNING: Do not directly apply voltage to the valve lift motor to avoid damaging
it. Emergency operation mode If the engine control unit detects a malfunction in the valve lift (valve position sensor, raising the
temperature of the valve lift motor (7) above 175 ° C, etc.), the motor control switches to emergency operation. Function: Motor
control computer:

Produces the maximum valve lift


Manages the air supply through the throttle valve with electric drive

NOTE: This emergency operation mode is almost invisible to the driver. If the engine control unit detects a malfunction of the valve
lift motor (blocking, temperature exceeding 190 ° C, malfunction of the motor power relay (1370), etc.), the motor control is put into
emergency mode. The engine control unit does not allow changing the position of the intake valves anymore, therefore the system
remains in the last position. The engine control unit uses an electric throttle to control the amount of air supplied. In this case, the
amount of air supplied depends on the position of the valves during the occurrence of the fault, which significantly affects the
operation of the engine. NOTE: This emergency operation mode may make it impossible to start the engine.

The gauge of position of inlet valves

Purpose The inlet position sensor informs the engine control unit of the angular position of the intermediate inlet camshaft. Based
on this information, the engine control unit determines the amount of intake valve lift. The engine control unit compares this
information with the accelerator pedal position information and with the information of the intake and exhaust position sensors of the
engine. Accommodation

Figure 12.16 (8) The valve position sensor. (22) The target of the sensor. Description

Figure 12.17 (8) The valve position sensor. (19) Camshaft (Intermediate part). (22) The target of the sensor. "e" Angle of the
intermediate camshaft. At the end of the intermediate camshaft (19), the sensor (22) with a permanent magnet is fixed. The valve
position sensor (8) transmits 2 signals under the influence of the sensor's magnetic field. The first signal determines the value of the
angle "e" from 0 ° to 180 °, the second signal is a confirmation showing the angle from 180 ° to 0 °. The engine control unit uses the
angle information "e" of the intermediate camshaft (19) to determine the amount of intake valve lift. Emergency operation mode If
the valve position sensor is damaged; Function: Motor control computer:

Produces the maximum valve lift


Manages the air supply through the throttle valve with electric drive

Accelerator Pedal Position Sensor

Purpose The system for changing the lift of the intake valves does not require a throttle to dose the amount of air supplied. The
throttle body with electric drive allows:

Discharging of 50 mbar in the intake manifold, necessary for the intake of fuel vapors from the fuel vapor adsorber system
and oil vapors
Emergency mode in the event of a malfunction valve lift change system

The accelerator pedal position sensor translates the driver's request into the engine control unit. The dual sensor integrated in the
throttle valve allows the engine control unit to determine the exact position of the throttle. Placement Fig. 12.18 (4) Accelerator
pedal position sensor. Emergency operation mode In the event of a malfunction in the valve lift change system, the engine control
unit controls the air supply by means of the throttle valve with electric drive Fig. 12.19

"C": Rest position of the throttle (contact open) or emergency position in the event of a fault. "D": Throttle position with ignition on or
idling. "E": Throttle position when fully submerged. (4f) Throttle actuator force. (4g) Spring force. With the ignition off, the emergency
mode spring keeps the throttle in the open position (View "C"). When the ignition is switched on, the engine control unit moves the
throttle to the idling position, overcoming the force of the emergency mode spring (Type "D"). At idling speed, the throttle is moved
to provide the required amount of air to the engine (Replacement of the idling speed stepper motor). Starting from 1500 min-1, the
engine control unit moves the throttle to the other side, helping the spring (View "E"). The throttle position is monitored by the engine
control unit (potentiometer integrated in the throttle valve). The engine control unit turns off the power to the throttle body when
certain faults occur. MANDATORY: Electric throttle valve block. Pin assignment of connector: The throttle position is monitored by
the engine control unit (potentiometer integrated in the throttle valve). The engine control unit turns off the power to the throttle body
when certain faults occur. MANDATORY: Electric throttle valve block. Pin assignment of connector: The throttle position is
monitored by the engine control unit (potentiometer integrated in the throttle valve). The engine control unit turns off the power to the
throttle body when certain faults occur. MANDATORY: Electric throttle valve block. Pin assignment of connector:

Channel 1: Power 5 V
Channel 2: Signal 2
Channel 3: "Mass"
Channel 4: Signal 1
Channel 5: "Positive" Team
Channel 6: "negative" command

Phase failure in camshafts

Changing the phases of the camshafts is based on information from the sensors of the position of the reference cylinder, the engine
mode sensor, the valve position sensor. The engine control unit drives the camshaft timing solenoid valves to change the position of
the camshafts. The mechanisms for changing the phases of the intake and exhaust have the same operating principle, but are
controlled independently of each other. Placement Fig. 12.20 (12) Timing of the timing system (Exhaust system). (13) The
mechanism of change of phases of an inlet cam-shaft. (11), (14) Solenoid valves of change of phases of cam-
shafts. Purpose Function of the mechanisms of phase change:
The mechanism for changing the position of the camshaft in relation to its drive is made at certain times of engine operation
(displacement of the inlet camshaft by a maximum of 35 °, and the camshaft of the exhaust valves by a maximum of 30 °)
Adapts the filling with air depending on the load of the engine
Facilitates the cleaning of the combustion chamber
Improves engine output at partial loads
Reduces harmful emissions into the atmosphere
Improves the power characteristics of the engine (in particular, increases the motor torque at low engine shaft frequencies)

NOTE: The camshaft timing solenoid valves are not controlled at temperatures below -10 ° C. Emergency operation mode If the
engine control computer detects a malfunction of the camshaft timing system (malfunction of the reference cylinder position sensor,
malfunction of the solenoid valve, etc.), the engine control is in emergency mode. Function: Motor control computer:

Produces the maximum valve lift


Manages the air supply through the throttle valve with electric drive
It stops operating the solenoid valves of the camshaft timing changes

The camshaft timing solenoid valve (1268 and 1243)

Function The engine control unit supplies power to the camshaft timing solenoid valve (1268), (1243), depending on the engine
mode, the engine load and the position of the intake valves. The camshaft timing solenoid valves (1268), (1243) control the
camshaft timing hydraulics. Description Figure 12.21

"F": Solenoid valve for changing camshaft timing. "G": Hydraulic diagram of the camshaft timing solenoid valve. "f": Feed or return
engine oil from the "F" chambers of the camshaft timing change mechanism. "g": Supply of engine oil under pressure into the
camshaft timing solenoid valve. "h": Feed or return engine oil from the "G" chambers of the camshaft timing change mechanism. "j":
Return oil to the engine oil sump. Peculiarities of electrical equipment Pin assignment of connector:

Channel 1: Controlling the fuel tank drain solenoid valve


Channel 2: 12 Volts
Winding resistance: At 20 ° C: 7.2 ± 0.4 ohms

The timing of the engine


Fig. 12.22 "X": Time of overlapping of inlet and exhaust valves. "Y": Opening time of the intake valves. "Z": Opening time of exhaust
valves. "M": Anticipation of the opening angle of the intake valve (AOA). "N": Delayed closing angle of intake valve (RFA). "P":
Anticipation of the opening angle of the exhaust valve (AOE). "Q": Delayed closing angle of the exhaust valve (RFE). "R": Inlet
phase = Piston stroke down. "U": Compression phase = Piston lift. "T": Combustion phase = Piston stroke down. "S": Release
phase = Piston lift. "V": The inlet. "W": Graduation system. NOTE: The intake and exhaust valves overlap only between the exhaust
stroke "S" and the intake stroke "R". If the mechanism for changing the phases of the intake camshaft increases the delay in closing
the intake valves "N", the opening of the intake valves "M" accordingly decreases. If the mechanism for changing the phases of the
exhaust camshaft increases the delay in closing the exhaust valves "Q", the anticipation of opening the exhaust valves "P"
accordingly decreases accordingly.

Timing adjustment system

Description The mechanism for changing the phases of the camshafts is given by the engine oil pressure. The solenoid valves for
phase control of the camshafts (1268), (1243) distribute engine oil under pressure into 4 chambers "F" or into 4 chambers "G". The
camshaft is displaced by the oil pressure difference in the chambers "F" and "G". Fig. 12.23. "K": The camera ("F") of the
camshaft timing mechanism. "l": The camera ("G") of the camshaft timing change mechanism. "m": The camshaft timing gear
locking pin (when the engine is muffled). "n": Channel for the supply and return of the oil in the chambers ("F"). "p": Channel for the
supply and return of the oil in the chambers ("G").

NOTE: The camshaft timing change mechanism "m" is locked at low oil pressure. The "m" finger releases the camshaft timing
mechanism when the oil pressure in the "F" chamber reaches about 0.5 bar.

Elements of the fuel supply system ( BOSCH MEV17.4 )

Elements of the gasoline vapor collection system ( BOSCH MEV17.4 )

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