Bosch MEV 17.4 Fuel Injection System Functions and Sensors: Translated and Compiled From Various Sources

Bosch MEV 17.
4
Fuel Injection System
Functions and Sensors
Translated and Compiled
From Various Sources
Bosch MEV17.4 Fuel Injection System Functions and Sensors – Equinoxstudios
CONTENTS
Pre-Detonation Detection 3
Engine Speed Sensor 4
Camshaft Position Sensors 5
Ignition Coils 6
Spark Plugs 7
Engine Coolant Temperature Sensor 7
Variable Thermostat 8
Liquid Refrigerant Linear Pressure Sensor 9
Atmospheric Pressure Sensor 10
Vacuum Pump 10
Intake Manifold Pressure and Temperature Sensor 10
Variable Lift of the Intake Valves 12
Valve Opening Motor 14
Valve Lift Intermediate Camshaft Position Sensor 16
Motorised Throttle Valve and Position Sensors 18
Variable Phase Camshafts 20
Camshaft Position Change Solenoid Valves 21
The Engine Timing 22
Camshaft Variable Timing Control System 23
Fuel System Schematic 24
Fuel Pump and Level Sensor Assembly (low pressure) 24
Fuel Filter 25
Fuel Pressure Regulator 25
SCHRAEDER valve 25
The Common Rail 26
The Fuel Injectors 26
Variable Injection time 27
Emergency Fuel Cutoff 27
Upstream Oxygen Sensor 28
Downstream Oxygen Sensor 30
Petrol Vapour Collection System 31
Fuel Tank Venting 31
Petrol Vapour Absorber 31
Electromagnetic Petrol Vapour Purge Valve 32
2
Pre-Detonation Detection
The knock sensor is a piezo-electric device.
Information from the knock sensor about pre-detonation in the engine informs the Engine ECU to reduce
the degree of advance of the ignition timing.
Knocking is due to pre-detonation of the fuel-air mixture in any one of the four cylinders.
When pre-detonation occurs, this sensor transmits voltage peaks to the engine control unit.
After receiving information about pre-detonation in the engine, the Engine ECU reduces ignition advance
and simultaneously enriches the fuel mixture.
Location
Figure 12.2
(1) knock sensor.
Electrical Characteristics
The connector:
• Pin 1: Signal (+)
• Pin 2: Signal (-)
3
Engine Speed Sensor

Purpose
The engine speed sensor is a "Hall Sensor" type device.
The engine speed sensor produces an electrical signal with each pass of the target's tooth due to changes in
the magnetic field in front of the sensor.
58 teeth allow the Engine ECU to determine the mode of operation of the engine.
The 2 “missing” teeth allow the Engine ECU to determine the engine speed.
The Engine ECU performs the following tasks according to the information received:
• Check engine speed
• Determines the angle of rotation of the crankshaft
• Calculates the ignition timing
• Adjusts idling speed
Location
Figure 12.3
(2) Sensor target.
(3) Engine speed sensor.
The connector:
• Pin 1: Power + 5 V
• Pin 2: GND
• Pin 3: Signal
4
Camshaft Position Sensors

Purpose
The camshaft sensors are "Hall Sensor" type devices.
Each camshaft position sensor sends a square wave signal to the Engine ECU.
The Engine ECU performs the following tasks according to the information received:
• Synchronises fuel injection with respect to piston position
• Determines Top Dead Centre
• Identifies misfire
• Determines the amount of lift for the intake valves
Location
Fig 12.4
(4) Camshaft Position Sensor.
The connector:
• Pin 2: Signal
• Pin 3: GND
Signal Definition:
• The presence of metal "mass" in front of the sensor: 0 Volt
• Lack of metal "mass" in front of the sensor: 12 Volts
5
Ignition coils
Purpose
Static ignition design with one ignition coil per cylinder ("pencil" type).
Each ignition coil provides the high voltage that is applied to its associated spark plug.
Location
Figure 12.5
(5) Ignition coil.
Figure 12.6
The connector:
• "a" Pin 1: Ignition Command Input
• "b" Pin 2: Power 12 V
• "c" Pin 3: GND
6
Spark Plugs
Characteristics
• Constant-Energy Ignition Coils
• Tightening torque: 2.5 ± 0.1 Nm
ECU control
Power output stages and ignition coil control is integrated into the Engine ECU (no separate ignition unit).
The Engine ECU feeds each coil primary in ignition order (1-3-4-2).
Ignition timing is synchronised by signals from the camshaft position sensors.
Engine Coolant Temperature Sensor

Purpose
The coolant temperature sensor sends information to the Engine ECU about the cooling system temperature.
Location
Fig 12.7
(13) Coolant temperature sensor.
The connector:
• Pin 1: Coolant temperature signal
• Pin 2: GND of the engine water temperature sensor
Sensor Resistance versus Coolant Temperature
Coolant temperature Resistance
0°C 16325 ohms
20 ° C 6245 ohm
40 ° C 2660 ohm
60 ° C 1245 ohm
80 ° C 630 ohm
100 ° C 340 ohm
7
Variable Thermostat
Purpose
The variable thermostat allows the Engine ECU to provide:
• Faster increase in coolant temperature for faster onset of exhaust gas neutralization
• Faster rise in engine temperature to reduce friction and reduce fuel consumption
• Tighter regulation of engine temperature under arduous driving conditions
Location
Figure 12.8
(14) Variable Thermostat.
Description
Fig. 12.9
"A": Thermostat Open – circulation in the radiator (always when coolant temperature above 105°C).
"B": Thermostat Closed – no circulation in the radiator.
(21) Wax.
(22) Heating Element.
The wax (21) in the thermostat has a melting point of 105°C.
Without any intervention from the Engine ECU the thermostat alone maintains the coolant temperature at
105°C. However the opening temperature of the thermostat can be adjusted down by an OCR signal to
anything between 75°C (control signal at 100%) and 105°C (control signal at 0%).
With the control signal at 100 % the heating element (22) of the thermostat adds 30°C, meaning that a
coolant temperature of 75°C melts the wax (21), the thermostat opens and additional cooling occurs.
8
Liquid Refrigerant Linear Pressure Sensor

Purpose
The sensor measures the pressure in the liquid refrigerant circuit of the air conditioner. According to the
pressure in the cooling system the Engine ECU will:
• Enable the engine fan assembly (force cooling of the air conditioner condenser)
• Activate the air conditioning compressor
Description
Figure 12.10
The linear pressure sensor of the liquid refrigerant is a piezo-electric type.
The linear pressure transducer produces an output voltage proportional to the pressure present in the air
conditioner circuit.
Designation: Black connector.
NOTE: The pressure information supplied by the sensor is transmitted via wired connection to the Engine
ECU and then sent to the Air Conditioning ECU (8080) via the multiplex (CAN) network.
Electrical characteristics
The connector:
• Pin 1: Power 5 V
• Pin 2: Pressure Information Output Voltage (0 - 5 Volt)
• Pin 3: GND
Voltage output for a pressure of 1 bar: + 0.5 Volt. Voltage output for a pressure of 31 bar: + 4.5 Volts.
9
Atmospheric Pressure Sensor

An atmospheric pressure sensor allows the Engine ECU to determine the density of the air.
Air density decreases as altitude above sea level increases.
The atmospheric pressure sensor is built into the Engine ECU.
ATTENTION: The atmospheric pressure sensor cannot be removed from the Engine ECU.
Vacuum Pump
Purpose
NOTE: On EP3 and EP6 engines, the vacuum pump is independent and not a part of the air intake system.
The vacuum pump provides all the vacuum necessary for the brake servo (booster) to work.
The pump is required because the vacuum in the intake manifold is not enough to power the brake booster.
The vacuum pump is a rotary device driven by the exhaust camshaft.
Location
Figure 12.11
(15) Vacuum pump.
Intake Manifold Pressure and Temperature Sensor

Purpose
The combined pressure and temperature sensor allows the Engine ECU to determine:
• Air pressure in intake manifold
• Intake air temperatures
The temperature sensor informs the Engine ECU of the temperature of the air supplied to the cylinders.
Modes of operation
1. Normal mode of operation
In “Normal” mode the Engine ECU uses IAT (Intake Air Temperature) information only. NOTE: In this
mode of operation information about the intake manifold air pressure is not used or required.
10
2. Emergency mode.
If a malfunction is detected in the gas distribution system, the Engine ECU enters an “Emergency” mode of
operation. In this mode the Engine ECU uses the sensor information of both intake manifold pressure and
intake air temperature to perform the following operations:
• Fuel injection timing according to sensor information received
• Fuel injection quantity determination
NOTE: The Engine ECU automatically compensates for air density changes according to altitude.
Location
Figure 12.12
(5) Intake Manifold Pressure and Temperature Sensor.
This combined pressure and temperature sensor is mounted on the intake manifold. The pressure sensor is a
piezo-resistor type while the temperature sensor is an NTC thermistor.
The pressure and temperature sensor in the intake manifold is powered by a voltage of 5V.
The pressure sensor outputs a voltage signal proportional to the measured pressure.
The temperature sensor is a resistance with a negative temperature coefficient (NTC).
Electrical Specifications:
• Resistance at 0 ° C: 5887 Ohm
The connector:
• Pin 1: Intake air pressure sensor output signal
• Pin 2: 5V power
• Pin 3: Intake air temperature output signal
• Pin 4: ground
11
Variable Lift of the Intake Valves

Purpose
Changing the lift of the intake valves allows the Engine ECU to alter the amount of air supplied to the
engine without requiring a throttle valve. This feature provides:
• Reduced reaction time
• Reduced fuel consumption
• Reduced harmful emissions
• Compliance with EURO4 emission control standards
Location
Figure 12.13
(7) Variable valve lift electric motor.
(8) Intermediate Camshaft Position Sensor.
(16) Intermediate lever.
(17) Intake camshaft.
(18) Return spring.
(19) Intermediate Camshaft.
(20) Gear wheel.
Description
12
Figure 12.14
(7) Variable valve lift electric motor.
(16) Intermediate lever.
(17) Intake camshaft.
(18) Return Spring: Intermediate Lever.
(20) Gear wheel (driven by worm gear).
(21) Rocker.
(22) Valve.
"a" Worm gear shaft rotation: Variable valve lift electric motor.
"b" Shaft rotation: Intermediate Camshaft.
"c" Movement of the intermediate lever.
"d" Variable valve lift.
The variable lift of the intake valves is carried out using an electric motor (7) actuating an intermediate
camshaft (19) using a worm gear pair (20).
The intermediate camshaft acts on the intermediate lever (16) located between the rocker (21) and the intake
camshaft (17).
The inlet camshaft acts on the valve (22) by means of the intermediate lever and the rocker. The position of
the intermediate lever determines the lift of the intake valve, which varies from 0.3 mm to 9.5 mm.
The Engine ECU controls the motor to change the amount of valve lift depending on the following
information:
• Information from the accelerator pedal position sensor
• Information from the intake and exhaust camshaft position sensors
• Intermediate Camshaft Position Sensor
Information from the Intermediate Camshaft Position Sensor (8) along with information from the intake
camshaft position sensor allows the Engine ECU to calculate the exact position of the intake valves at all
times.
13
Valve Opening Motor

Purpose
The valve lift motor changes the position of the intermediate camshaft on command from the Engine ECU.
The valve lift motor takes 300ms to change the lift of the intake valves from minimum to maximum value.
Location
Figure 12.15
(7) Electric valve lift motor.
Description
When the ignition is turned from on to off, the valve lift motor (7) re-learns the end of its stop stroke, then
sets the valve lift value to approximately 1.7 mm (the amount of lift required to start the engine).
This specific positioning of the valve lift motor then allows for engine restart.
The connector:
• Pin 2: GND
The Engine ECU produces a 12V OCR (open cycle ratio) signal to control the motor (7) in order to vary the
amount of valve lift.
ATTENTION: To avoid damage DO NOT apply direct continuous voltage to the valve lift motor.
Emergency modes of operation

If the Engine ECU detects a general malfunction in the system (e.g. intermediate camshaft position sensor
incoherence, a rise in the temperature of the valve lift motor (7) above 175°C) the Engine ECU switches to
an emergency mode of motor control.
In this Emergency Mode the Engine ECU will:
• Install maximum valve lift
• Control the air intake supply through the motorised throttle valve (butterfly mode)
NOTE: This particular emergency mode of operation is practically imperceptible to the driver.
14
However, if the Engine ECU detects a fault in the motor itself (e.g. seizure, temperature exceeding 190 ° C,
a fault in the power supply for the motor, etc.), the motor control is also switched to an emergency mode but
in this instance the Engine ECU engine is unable change the position of the intake valves.
In this case the valve lift system will remain in its last position.
The Engine ECU will also use the motorised throttle valve to control the amount of air supplied but the
amount of air supplied will depend on the actual position of the valve lift system during the occurrence of
the malfunction, which may significantly affect the engine’s operation.
NOTE: This emergency mode may make it impossible to start the engine.
15
Valve Lift Intermediate Camshaft Position Sensor

Purpose
The intermediate camshaft position sensor informs the Engine ECU of the angular position of the intake
intermediate camshaft. Based on this information, the Engine ECU determines the amount of intake valve
lift. The Engine ECU compares the sensor information with information about the accelerator pedal position
and information from the intake and exhaust position sensors of the engine.
Location
Figure 12.16
(22) Sensor Target.
Description
Figure 12.17
(8) Position Sensor.
(22) Sensor Target.
"e" Intermediate camshaft angle.
At the end of the intermediate camshaft (19) a sensor target (22) with a permanent magnet is fixed. The
position sensor (8) transmits 2 signals under the influence of the magnetic field of the sensor target. The first
signal determines the angle "e", from 0 ° to 180 °, the second signal is a confirmation, showing an angle
16
from 180 ° to 0 °. The engine control unit uses this angle information "e" of the intermediate camshaft (19)
to determine the amount of lift of the intake valves.
Emergency mode of operation

If the intermediate camshaft position sensor is damaged; the Engine ECU will:
• Control the air intake supply through the motorised throttle valve
17
Motorised Throttle Valve and Position Sensors

Purpose
In normal operation the variable valve lift system does not require a throttle valve to meter the amount of air
intake. The incorporation of a motorised throttle unit however allows the Engine ECU to:
• Maintain a minimum pressure (vacuum) of -50mbar in the intake manifold required for effective
removal of fuel vapour and oil vapour from the absorber system
• Provide an emergency mode in the event of a fault in the variable valve lift system
The accelerator pedal position sensor transmits driver requests to the Engine ECU.
Dual sensors integrated into the throttle body allow the Engine ECU to determine the throttle valve position
and are used for diagnostics (e.g. information of two sensors compared with each other to detect a fault).
Location
Figure 12.18
(4) Motorised throttle valve and position sensors.
Emergency Operation Mode

In the event of a fault in the valve lift control system, the Engine ECU controls the air supply through the
motorised throttle valve.
Figure 12.19
"C": Throttle idle rest position (contact open) or emergency mode position in case of malfunction.
18
“D”: Throttle position with the ignition on or during idling.

"E": Throttle position at full feed.
(4f) Throttle actuator effort. (4g) Spring force.
When the ignition is turned off, the emergency mode spring keeps the throttle in the slightly open position
(View "C").
When the ignition is turned on, the Engine ECU places the throttle in an engine idle position, overcoming
the force of the emergency mode spring (View "D").
When the engine is idling, the position of the throttle valve is controlled precisely to ensure that the required
amount of air is supplied to the engine (moving the motor using OCR to achieve the correct idle speed).
Above 1500rpm, the Engine ECU moves the throttle valve to full feed, helping the spring (View "E").
The throttle position is monitored by the Engine ECU (dual potentiometers integrated into the throttle
body). The Engine ECU shuts off power to the throttle body if sensor malfunctions are detected.
MANDATORY: Power interruption to the throttle body automatically results in throttle position “C”.
The connector:
• Pin 1: Power 5 V
• Pin 2: Position Signal Output 2
• Pin 3: Ground
• Pin 4: Position Signal Output 1
• Pin 5: Motor Positive
• Pin 6: Motor Negative
19
Variable Phase Camshafts

Changes to the camshaft phasing are carried out on the basis of information from the position sensor of the
associated camshaft, the engine speed sensor and the valve lift intermediate camshaft position sensor.
The Engine ECU drives the camshaft phase change solenoid valves to change the position of the camshafts.
Mechanisms for changing the intake and exhaust phases have the same principle of operation, but are
controlled independently of each other.
Location
Figure 12.20
(12) Exhaust camshaft phase change mechanism (de-phaser).
(13) Intake camshaft phase change mechanism (de-phaser).
(11), (14) Solenoid valves for changing camshaft phases.
Purpose
The principles behind the operation of the phase change mechanisms:
• The position of the camshafts in relation to their drive is accurately mapped according to a number
of factors (displacement of the intake camshaft can be up to a maximum of 35 °, and the exhaust
camshaft up to a maximum of 30 °)
• Adapts air filling depending on engine load
• Facilitates cleaning of the combustion chamber
• Improves engine recoil at partial loads
• Reduces harmful emissions into the atmosphere
• Improves engine power characteristics (in particular, increased engine torque at low rpm)
NOTE: Camshaft phase change solenoid valves are not controlled at temperatures below –10 ° C.
Emergency mode of operation
If the Engine ECU detects a malfunction of the camshaft phase change system (a malfunction of the position
sensor of its associated camshaft, a malfunction of a solenoid valve, etc.), the engine is placed into an
emergency mode of operation.
Purpose:
In emergency mode the Engine ECU will:
• Control the air supply through the motorized throttle unit (butterfly mode)
• Cease to control camshaft change solenoid valves
20
Camshaft Position Change Solenoid Valves

Purpose
The engine control unit supplies OCR regulated power to the two camshaft position change solenoid valves
depending on the engine mode, the engine load and the intake valve position.
The two camshaft position change solenoid valves allow independent and precise control of the intake and
exhaust camshaft phase angles.
The camshaft position change solenoid valves control camshaft phase angles by hydraulic oil pressure.
Description
Figure 12.21
"F": Camshaft phase change solenoid valve.
"G": Hydraulic diagram of the camshaft phase change solenoid valve.
"f": Feed or return of engine oil to and from the camshaft de-phaser "F" chambers.
"g": Supply of pressurised engine oil to a camshaft change solenoid valve.
"h": Feed or return of engine oil to and from the camshaft de-phaser "G" chambers.
"j": Return oil to engine oil pan.
The connector:
• Pin 1: Controls the solenoid valve to drain the fuel tank
• Pin 2: 12 Volt
• Winding resistance: At 20 ° C: 7.2 ± 0.4 ohm
21
The Engine Timing
Fig 12.22
"X": Intake and exhaust valve overlap times.
"Y": Intake valve opening time.
"Z": exhaust valve opening time.
"M": Leading inlet valve opening angle (AOA).
"N": Intake valve closing angle lag (RFA).
"P": Leading the exhaust valve opening angle (AOE).
"Q": Exhaust valve closure angle delay (RFE).
"R": Intake Phase = Piston stroke down.
"U": Compression phase = Piston lift.
"T": Combustion Phase = Piston stroke down.
"S": Release Phase = Piston Lift.
"V": Inlet system.
"W": Exhaust system.
NOTE: The intake and exhaust valve overlap only takes place 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 advance 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 advance of opening of the exhaust valves "P" decreases accordingly.
22
Camshaft Variable Timing Control System

Description
The camshaft phase change mechanism (de-phaser) is driven by engine oil.
The camshaft timing control solenoid valves distribute engine oil under pressure into four “F” chambers or
into four “G” chambers within the de-phaser unit mounted on the driven end of each camshaft.
The de-phaser shifts the camshaft timing according to the difference in oil pressure between the two
chambers "F" and "G".
Fig. 12.23
"k": Oil chamber "F" of the camshaft variable timing mechanism (de-phaser).
"l": Oil chamber "G" of the camshaft variable timing mechanism (de-phaser).
"m": Locking pin of the camshaft variable timing mechanism (with engine stopped).
"n": Oil supply and return channel for chamber "F".
"p": Oil supply and return channel for chamber "G".
NOTE: Pin "m" locks the position of the camshaft de-phaser mechanism at low oil pressures below 0.5 bar.
Pin “m” releases the camshaft de-phaser mechanism when oil pressure in the “F” chamber is above 0.5 bar.
23
Fuel System Schematic

Schematic Diagram
Figure 12.24
"A": Low pressure circuit (3.5 bar).
(1) Fuel tank.
(2) Pump assembly with sensor and fuel pressure regulator.
(3) Fuel injector ramp gasoline engine.
(4) Fuel injectors.
(5) SCHRAEDER valve.
The fuel pump integrated in the pump and sensor assembly (2) directs the fuel to the common rail of high
pressure fuel injectors. The supply pressure is maintained at 3.5 bar by a pressure regulator integrated within
the pump and sensor unit (2). Fuel under pressure in the injector rail is injected into the intake manifold by
the fuel injectors receiving commands from the Engine ECU.
Fuel Pump and Level Sensor Assembly (low pressure)

Purpose
The pump / fuel level meter assembly allows the fuel to be supplied to the low pressure circuit “A”. A non-
return valve integrated into the pump / fuel level meter assembly (2) in the filling circuit maintains residual
pressure in the fuel rail to facilitate re-pressurising and engine restart.
Description
The Fuel Pump and Level Meter Assembly (2) BOSCH EKP:
• Immersed in the fuel tank
• Supplied by 12 volts
• Controlled by signals from the Engine ECU via the Built-in Systems Interface (BSI) when the
ignition is on
• Sensor resistance value varies according to fuel level: Resistance varies between 50 and 350ohm.
To re-pressurise the system the fuel pump will initially run for a period of time whenever the ignition is
turned on but before the starter is engaged. The duration that the fuel pump runs for varies:
• 1.5 seconds if the car has not moved for less than 6 days
• 10 seconds if the car has not moved for more than 6 days
As long as the engine crankshaft rotates, the Engine ECU continuously energises the fuel pump.
24
Fuel Filter
The fuel filter is integrated in the pump / fuel level meter assembly (2).
Features:
• Fuel filter can not be removed from the fuel level sensor / fuel pump assembly
• Filter mesh is 8 - 10 microns
• The fuel filter is maintenance free and does not require replacement
Fuel Pressure Regulator
Figure 12.25
(2) Pump unit with fuel sensor.
(6) Fuel pressure regulator.
The fuel pressure regulator is integrated in the level meter / fuel pump module. The fuel pressure regulator
maintains the pressure in the supply circuit at 3.5 bar.
SCHRAEDER valve
Purpose
The functions of the SCHRAEDER valve are:
• Releasing fuel pressure for after-sales service
• Checking fuel pressure for after-sales service
• Monitoring pump performance after-sales service
Location
Figure 12.26
(5) SCHRAEDER valve.
25
The Common Rail

Purpose
The common fuel injector rail in this engine will:
• Store the amount of fuel required for the engine in any mode of operation.
• Smooth pulsations created by the fuel injector nozzles
• Connect together the elements of the injection system
Elements assembled in the common rail injection system:
• The fuel rail
• Fuel injectors
• SCHRAEDER valve
Location
Figure 12.27
(3) Fuel injector rail.
The Fuel Injectors

Purpose
Electronic fuel injectors allow the Engine ECU to dispense an exact amount of fuel for each intake stroke.
The Engine ECU applies an electric pulse of variable duration to each injector to:
• Energise the internal coil
• Raise injector needle from its saddle
Each fuel injector is controlled separately in the same order as the cylinders (1 - 3 - 4 - 2), directly before
the intake phase. The fuel is sprayed under pressure at the rear of the inlet valves.
Location
26
Figure 12.28
(4) Fuel injector.
Description
Manufacturer SIEMENS VDO. Controlled by Engine ECU.
Specifications:
• Power supply: 12 V
• Resistance: Approx. 12 ohm
• Supply pressure: 3.5 bar
• Consumption (Static): 135 ± 4 g / min
• Consumption (Dynamic): 4.9 ± 0.2 mg / cycle
The connector:
• Pin 1: Injector Control (+)
• Pin 2: Injector Control (-)
Variable Injection time

The engine control unit determines the injection time depending on the following parameters:
• Intake air temperature
• Engine speed
• Amount of intake valve lift
• Position of the camshaft de-phasers
• Engine temperature
• Vehicle speed
The table below contains an example of how the injection time varies depending on engine speed with the
accelerator pedal fully depressed:
Engine speed (rpm) 1300 2700 4000 5000 5500
Injection time (ms) 13 ± 1.5 14 ± 1.5 14.5 ± 1.5 14.5 ± 1.5 15 ± 1.5
Emergency Fuel Cutoff

When any pyrotechnic element is triggered (e.g. airbag, seatbelt tensioner) the power supply of the fuel
pump is immediately interrupted by the Built-in Systems Interface (BSI) based on a message received from
the airbag system ECU. Power to the fuel pump can only be restored after the following sequence of events:
• Ignition OFF
• Ignition ON
• Engine START
27
Upstream Oxygen Sensor

Purpose
The upstream proportional oxygen sensor is a “wideband” zirconia type and measures the amount of oxygen
present in the exhaust gases before the catalytic convertor. Based on this measurement the Engine ECU
calculates the coefficient of excess air in the air-fuel mixture and allows precise control of the engine fill.
Figure 12.29
"a" Exhaust gas sampling channel.
(7) Pumping chamber.
(8) Measuring chamber.
(9) NERST cell.
(10) Reference Camera.
(11) Heating resistor.
(12) Electrode.
The oxygen contained in the exhaust gases is analysed by means of a pumping current and stored in the
measuring chamber. In the NERST cell, the amount of oxygen in the measuring chamber is compared with
the amount of oxygen in the reference chamber. To ensure the lambda value (air excess factor) 1, the
amount of oxygen in the measuring chamber (8) must be equal to the amount of oxygen in the reference
chamber (10). The magnitude of the pumping current is related to the amount of oxygen present in the
exhaust gases required for oxygen regeneration in the measuring chamber (8) and obtaining an excess air
ratio of 1. If the excess air ratio is greater than 1 in the measuring chamber (8), the pumping current is
positive and oxygen in the measuring chamber is taken and sent to the exhaust gases.If the excess air ratio is
below 1 in the measuring chamber (8), the pumping current is negative and the missing amount of oxygen is
taken from the exhaust gases and sent to the measuring chamber.
The proportion of oxygen in the exhaust gases therefore corresponds to the value of the pumping current.
Figure 12.30
Vertical Axis "B": Exhaust air ratio in exhaust gases.
28
Horizontal Axis "C": Current (mA).

Pumping current is in the range of - 2.2mA to 2.54mA. According to the pumping current required to
maintain the air excess factor equal to 1, the Engine ECU calculates the amount of air excess in the air-fuel
mixture.
Example:
A pumping current of 0.2mA corresponds to the Lambda value of 1.1
The lambda value allows the Engine ECU to determine the exact value of the coefficient of excess air.
The degree of enrichment of the mixture = 1 / Lambda, which here equals 1 / 1.1 or 0.91 in decimal.
The Engine ECU corrects the excess air ratio by adjusting the duration of the injectors so that the
composition of the mixture becomes as close as possible to the stoichiometric ratio (Lambda = 1).
The oxygen sensor has an internal heating element that allows it to quickly reach its optimal operating
temperature of + 650°C.
Location
Fig 12.31
(13) Upstream (pre-catalyst) oxygen sensor.
The connector:
• Pin 1: Pumping Current Input to the sensor
• Pin 2: Oxygen Sensor Output (-) and Signal Common
• Pin 3: Heater control input (ECU pull to ground = heater active)
• Pin 4: Heater power supply +12V
• Pin 5: Compensation resistor
• Pin 6: Oxygen Sensor Output (+)
29
Downstream Oxygen Sensor

Purpose
The downstream oxygen sensor is a “narrowband” zirconia type and measures the oxygen content in the
exhaust gases after the catalytic convertor. This allows the Engine ECU to determine the correct operation
of the converter and to adjust the composition of the air/fuel mixture due to long term changes in the
characteristics of the fuel injection system and the catalytic converter.
The oxygen sensor compares the amount of oxygen contained in the exhaust gases with the amount of
oxygen contained in atmospheric air in order to determine the coefficient of excess air. If the exhaust gases
contain less oxygen than the oxygen sensor, the air-fuel mixture will be "rich", if it contains more, the
mixture will be "lean".
The oxygen sensor compares the composition of the mixture resulting from the current injector duration
with the value that provides the stoichiometric composition (lambda = 1) in order to determine its output
voltage.
Lambda is the ratio obtained by the theoretical formula: mass of air entering the cylinder / mass of air-fuel
mixture.
The oxygen sensor expresses the composition of the mixture (lean / rich) as a voltage between 0V and 1V:
• Lean mixture = 0.1V (Lambda (coefficient of excess air)) = 1.05
• Rich mixture = 0.9V (Lambda (coefficient of excess air)) = 0.95
The Engine ECU adjusts the composition of the mixture by changing the duration of the injectors to get the
composition of the mixture as close as possible to the ideal stoichiometric ratio (Lambda = 1).
The oxygen sensor has an internal heating element that allows it to quickly reach its optimal operating
temperature of + 300°C.
Location
Figure 12.32
(14) downstream (post-catalyst) oxygen sensor.
The connector:
• Pin 1: Heater power supply +12V
• Pin 2: Heater control input (ECU pull to ground = heater active)
• Pin 3: Oxygen Sensor Output (-)
• Pin 4: Oxygen Sensor Output (+)
30
Petrol Vapour Collection System

Block diagram
Figure 12 . 33
(1) Fuel tank.
(2) Absorber.
(3) Electromagnetic petrol vapour purge valve.
(4) Engine ECU.
(5) Motorised intake throttle valve.
Fuel Tank Venting

With the engine turned off, air in the fuel tank is vented to the atmosphere via an activated charcoal filter in
a petrol vapour absorber. The vapour absorber is mounted adjacent to the fuel tank.
Petrol Vapour Absorber

Purpose
The petrol vapour absorber is connected to the fuel tank to trap toxic petrol vapours and prevent them from
entering the atmosphere (toxicity reduction system). The absorber is a rectangular tank equipped with an
activated carbon filter. Vapours are absorbed and trapped by the activated carbon filter in the absorber tank.
Location
Figure 12.34
(2) Absorber.
31
Electromagnetic Petrol Vapour Purge Valve

Purpose
The petrol vapour absorber purge solenoid valve, controlled by the Engine ECU, provides a means for the
petrol vapour stored in the absorber to be consumed in the engine via the air intake.
Location
Figure 12.35
(3) Electromagnetic petrol vapour absorber purge valve.
Figure 12.36
(4) Recoil spring.
(5) Electromagnetic Winding.
(6) Valve.
(7) Magnetic core.
When the solenoid valve of the purge absorber is energised, the electromagnetic winding (5) pulls in the
magnetic core (7) which opens the valve (6). Petrol vapour accumulated in the absorber can then be sucked
into the intake manifold.
When the solenoid valve of the purge absorber is de-energised, the return spring (4) closes the valve (6) and
purging of the absorber stops.
32
Phases of action
When the engine stops, the absorber purge solenoid valve closes. Petrol vapour in the fuel tank gets
absorbed again in the activated charcoal of the absorber tank.
When the engine is running, the Engine ECU evaluates the mass of vapour accumulated in the absorber by
gradually opening the absorber purge solenoid valve to evaluate its contribution to the fuel-air mixture to
the engine.
When the Engine ECU detects this vapour contribution to the mixture, it determines the degree of saturation
of the absorber with petrol vapour based on the degree of opening of the absorber purge solenoid valve.
The Engine ECU simultaneously reduces the proportion of fuel delivered by the injectors and regulates the
opening of the purge valve to obtain the required total amount of fuel to be injected into the engine
cylinders.
The absorber purge solenoid valve control voltage therefore corresponds to the precise percentage of
absorber purge that is required according to rotational speed and engine load.
Furthermore, the Engine ECU controls the operation of the motorised throttle valve to generate a reduced
pressure (vacuum) in the air intake manifold. When the purge solenoid valve is open, the vacuum formed in
the intake manifold by a partially closed throttle valve draws petrol vapour from the absorber in order for it
to be injected into the engine.
The operation of the petrol vapour absorber solenoid valve is controlled by an OCR (open cycle ratio)
regulated voltage.
Connector Pin Assignment:
• Pin 1: Ground
• Pin 2: +12V OCR Control
33

Bosch MEV 17.4 Fuel Injection System Functions and Sensors: Translated and Compiled From Various Sources

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Bosch MEV 17.4 Fuel Injection System Functions and Sensors: Translated and Compiled From Various Sources

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Bosch MEV 17.

Engine Speed Sensor

Camshaft Position Sensors

Engine Coolant Temperature Sensor

Liquid Refrigerant Linear Pressure Sensor

Atmospheric Pressure Sensor

Intake Manifold Pressure and Temperature Sensor

Variable Lift of the Intake Valves

Valve Opening Motor

Emergency modes of operation

Valve Lift Intermediate Camshaft Position Sensor

Emergency mode of operation

Motorised Throttle Valve and Position Sensors

Emergency Operation Mode

“D”: Throttle position with the ignition on or during idling.

Variable Phase Camshafts

Camshaft Position Change Solenoid Valves

The Engine Timing

Camshaft Variable Timing Control System

Fuel System Schematic

Fuel Pump and Level Sensor Assembly (low pressure)

Fuel Pressure Regulator

The Common Rail

The Fuel Injectors

Variable Injection time

Emergency Fuel Cutoff

Upstream Oxygen Sensor

Horizontal Axis "C": Current (mA).

Downstream Oxygen Sensor

Petrol Vapour Collection System

Fuel Tank Venting

Petrol Vapour Absorber

Electromagnetic Petrol Vapour Purge Valve

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