Chapter Four System Working Parts General Description: Chery A15 Maintenance Manual

Chery A15 Maintenance Manual
Chapter Four System Working Parts
General description
The Tritec 1.6L engine management system hardware of the SQR7162 vehicle series is
working under the control of the engine control module (ECM) and consists of the
subsystems of control and signal collection, fuel supply, ignition, air intake control,
exhaust control, troubleshooting and communications.
Engine management
发动机管理系统
system (EMS)
(EMS)
Control and signal

collection
控制及信号采集系统 Fuel
供油系统supply Ignition
点火系统 Air进气控制系统
intake control Exhaust
排放控制系统control Troubleshooting
故障诊断及通讯系统
控制及信号采集系统
Control and signal collection system
Engine发动control
机控制单元module
(ECM)
Engine management system

发动机管理系统 control wire harness
控制线束
Crank shaft speed Air intake Cooling fluid

and position manifold temperature Exhaust Throttle Air intake Vehicle speed
曲轴转速及位置
sensor 进pressure
气歧管压力冷却液温度
sensor 排气氧 sensor
oxygen 含量节position
气门位置进气温度
temperature 车速
sensor
传感器传感器
sensor 传感器传感器传感器
sensor 传感器
sensor 传感器
Fuel供油系统
supply system
油泵总成 assembly
Fuel pump 管路
Pipeline Fuel 油轨总成
rail assembly
油泵
Fuel pump 油位传感器
Fuel level sensor 进油管
Fuel inlet 滤清器
Filter 回油管
Return pipe 油轨
Fuel rail 油压调节器
Fuel pressure 喷嘴
Spray nozzle
pipe regulator
Exhaust排control
放控制系system
统
Exhaust emission control Steam emission control

尾气排放控制蒸发排放控制
Oxygen sensor Three-way catalyst Charcoal canister

氧传感器三元催化器碳罐电valve
solenoid 磁阀
-115- Chery Automobile Co., Ltd.

故障诊断及通讯系统
Troubleshooting and communications system
Indicator light for engine System communications

发动机故障指示灯
trouble
系统通讯接口
terminal

Section One. Power Source and Computer
One. System component power source and wire harness
Ignition switch; fuse 1,2,3,4; Battery; Grounding
1. Function and principles

12V DC power is adopted for the system.
The current from the storage battery enters the system and ECM through the ignition key
switch. It is the major power source for the system and gives system voltage signals to
the ECM which corrects its control over the operating mechanisms as per the signals
received.
Another circuit goes directly into the ECM through the fuse and the uninterrupted power
source enables the ECM to maintain the self-learned parameters and prepare for the next
startup at the moment of shutoff.
2. Fault diagnosis
Tips:
All the following judgments are based on the normal operation of the vehicle and other
system components.
Normally-closed circuit is mistakenly connected with the ignition switch; wrong
matching of the wire harness terminals;
ECM casing grounding may interfere with the signals;
Bad contact between the power source and the ground wire;
Interference by the generator, windscreen wiper and second ignition on the power source;
The wires for the engine speed and crank shaft position sensors and knock sensors are not
shielded;
The power source and the grounding shall be checked with a test light.

Two. System component engine control module

(ECM)
1. Functions and principles
The engine control module is one microprocessor
based on a singlechip. Its main function is to
process the data from all sensors located in
different parts of the vehicle and judge the
working status of the vehicle for the accurate
control of the engine through the actuator.
CPU parameters
16-digit main chip
16M clock frequency;
128K FLASH memory
8K RAM memorizer;
2K EEPROM memorizer;
Working parameters
- Working voltage range
- Normal working voltage range: 9.0V – 16V
- Overvoltage and reversed polarization protection:
+24V/-12V < 60s
- Location
ECM is located inside the engine room and on the
lower left part of the windscreen;
ECM casing and set bolts must be insulated from
the vehicle body.
- Temperature
- Storage temperature: -40 ～125℃
- Working temperature: -40 ～105℃
- Fittings

ECM wire harness fittings are 17+24+31 three-pin plugs.

3. Fault diagnosis
Tips: All the following judgments are based on the normal operation of the vehicle, wire
harness and other system components.
ECM faults:
System’s failure to communicate with the outside;
Signal input system fault: failure to receive sensor signals; generator adjustor fault and
over output voltage to damage the ECM; output control system fault; ECM internal drive
damage to disable the operation of the drive actuating mechanism.
4. ECM terminal definition
50 49 48 47 46 45 44 43 42 24 23 22 21 20 19 18 6 5 4 3 2 1
62 61 60 59 58 57 56 55 54 53 52 51 33 32 31 30 29 28 27 26 25 12 11 10 9 8 7
72 71 70 69 68 67 66 65 64 63 41 40 39 38 37 36 35 34 17 16 15 14 13
5. Computer plug description

1 High speed fan control 38 Vehicle speed sensor signal
2 Air conditioner relay control 39 Crank shaft position sensor
3 —— 40 Water temperature sensor
4 —— 41 Crank shaft position sensor
5 —— 42 ——
6 Grounding 43 ——
7 Idle speed motor “D” 44 ——
8 Low-speed fan control 45 Grounding
9 Fuel pump control 46 Ignition coil A
10 Canister solenoid valve 47 Troubleshooting data output
11 Turning speed “TN” output 48 Fault light control
12 —— 49 Second cylinder fuel spray
nozzle
13 Idle speed motor “C” 50 Ignition coil B
14 Idle speed motor “B” 51 ——
15 Idle speed motor “A” 52 ——
16 —— 53 ——
17 —— 54 ——
18 IGN power source 55 Oxygen sensor grounding
19 —— 56 Troubleshooting wire

Continued
20 Battery power source 57 Ignition coil A
21 Grounding 58 Battery power source
22 —— 59 Water thermostat
signals
23 Knock sensor signal 60 Fourth cylinder fuel
spray nozzle
24 —— 61 Third cylinder fuel
spray nozzle
25 MAP signal 62 Ignition coil B
26 Throttle position signal 63 ——
27 MAP power source 64 ——
28 MAP/MAT grounding 65 ——
29 Grounding 66 ——
30 Camshaft position sensor 67 Air conditioner high
“A” and low-voltage switch
31 Front oxygen sensor signal 68 ——
32 Rear oxygen sensor signal 69 ——
33 Crank shaft position sensor 70 First cylinder spray
nozzle
34 Water temperature sensor 71 Grounding
signal
35 Air intake temperature 72 Grounding
signal
36 Throttle reference voltage 73 ——
37 Sensor grounding

6. Computer control schematic diagram
Brown
Pink Black/white
Fuel pump fuse
Front cabin fuse

Red/white
Water
Idle speed temperature
sensor
Charcoal canister relay
Compressor relay
Red Hot Water

Red/yellow Air water tank Crankshaft Knock
tank high Throttle Camshaft sensor sensor
conditioner low speed Mileage position sensor
high and speed relay
low-voltage fan
switch relay
Light green Yellow

Green/white Brown/white Black/white Red green Brown Red blue Green red Orange White Green Black
White Brown
Black Purple White green Black black Grey Green blue Red blue
Meter vehicle speed

Orange Yellow brown Green white
To meter RPM signal
Red /blue Green
Pink
Grey red Blue white Blue

White Red purple Blue Yellowwhite Yellow
Green/red Black brown blue
Red Brown Yellow Brown
green white green green Brown Brown Brown
Brown Brown Brown Brown
purple green yellow grey
Blue Red blue Yellow Brown Brown Brown

Yellow white
Pink Red Red Red Red
grey black purple yellow
Green/red
Black/white
To water thermostat Supporting oxygen sensor Major oxygen sensor 1-4 ignition Brown
2-3 ignition
Red blue Red blue Orange coil coil Redwhite Yellow
Fault indicating lamp Yellow red

Brownwhite
Fuel pump
relay Injector
Diagnostic relay
White
Black/purple
Fuel pump
Brown Brown

Section Two. Sensor Signal Collection System
One. Description
The function of signal collection system is to provide to the ECM the working status of
the engine and vehicle and the driver’s requirements on power and auxiliary functions.
The following signals are currently adopted for the system:
- Engine speed and crank shaft position sensor
- Camshaft position sensor
- Knock sensor
- Oxygen sensor
- Throttle position sensor
- Air intake manifold pressure sensor
- Air intake temperature sensor
- Engine cooling fluid temperature sensor
- Vehicle speed sensor
Two. Engine speed and crank shaft position sensor (CPS)

The crank angle sensor output is used to determine crank
shaft position and turning speed.
The engine speed and crank shaft position sensors are
electromagnetic sensors and located near the crank shaft,
working together with the 58x gear ring on the crank
shaft. When the crank shaft turns, the 58x gear tip and
gear trough passes the sensor in different length. The
sensor feels the magnetic resistance variations and gives
out variable output signals. The notch on the 58x gear
ring corresponds with the upper limit of the engine.
When the first cylinder upper limit is reached, the sensor faces the lower edge of the 20th
tooth of the 58x gear ring. ECM uses this signal to determine the position and speed of
the crank shaft.
No. 01 No. 20 No. 50 No. 01

2. Component parameter
No power source needed;
Temperature range: -40 ～ 150℃
Output voltage: increase with the increase of the
turning speed (400 mV @ 600 rpm);
Clearance with the 58x gear ring: 0.3 – 1.5mm
Coil resistance: 560Ω ±10% @ 25±5℃
Coil inductance: 240 mH±15%@1kHz@25℃
Wiring terminals of fittings: A – signal +, B- signal –
Fixing: it is fixed below the throttle body and near the
crank shaft flywheel
The fixing cardboards and set bolts need to be fixed
in the right place.
曲轴传感器：Crank shaft sensor
3. Fault diagnosis
Tips: All the following judgments are based on the
normal operation of the vehicle, wire harness and
other system components.
Faults are discovered by the system and
displayed on the diagnostic instrument:
Ground fault of the shielding of the signal
wires in the wire harness
The magnetic core absorbs too many metal
dusts; over clearance between sensor and gear
ring;
Incorrect relative position or displacement of
the gear ring to the crank shaft

Three. Manifold pressure/temperature sensor

(MAP/MAT)
1. Functions and principles:
The air intake manifold pressure sensor and the
air intake temperature sensor are combined
together for the convenience of fixing and
operation;
The air intake pressure sensor monitors the air
intake pressure. Subject to computer calculation,
it can also indirectly measure the air intake
quantity, control fuel injection time of the spray
nozzle, while controlling ignition timing and
idle speed stability as the engine load signals.
The ignition switch is turned on, the air intake
pressure sensor measures the air pressure and corrects
the engine ignition timing and idle speed.
Wiring terminals:
A-Pressure signal
B- +5V
C-Temperature signal
D-Signal position;
Fixing: it is fixed above the air intake manifold.
2. Component parameter:
Pressure scope: 15-102kPa
Working temperature: -40 ～ 105oC
Working voltage: 5.0 ± 0.1 V
Working current: 12mA (max.)
Output resistance: < 10 Ω
DC load: 30 kΩ (min.) 51 kΩ (recommended)
Output function: Eo=Er (0.01059P - 0.10941)
(where P unit is kPa).
Pin Idle speed voltage Pin Idle speed voltage(V)

(V)
A 1．3 B 5
C 2．35 D 0

Co-relation between the air intake temperature sensor resistance and temperature
Temperature Resistance Temperature Resistance
℃ Ω ℃ Ω
100 177 15 4550
80 332 5 7280
60 667 -5 12300
45 1188 -15 21450
35 1802 -30 52700
25 2796 -40 100700
3. Fault diagnosis
The faults are discovered by the system and displayed on the diagnostic instrument.
Check the intake vacuum of the engine;
Check if the adjusting throttle suffers any leakage;
Check if the intake and exhaust pipelines are blocked.
Four. Cooling fluid temperature sensor

The cooling fluid temperature sensor is used to detect the working temperature of the
engine; ECM will provide the best control scheme for the engine based on different
temperatures; the cooling fluid temperature sensor measures the engine cooling fluid
temperature, transfers it into voltage signals for the ECM which then controls the fuel
injection, ignition timing, cooling fan, idle speed control, water thermostat, etc. according
to the input signals.
Thermal resistance of negative temperature coefficient is adopted as the inductance
component for the cooling fluid temperature sensor.
Wiring terminal: 1-Signal grounding 2-Temperature signal
Fixing: the cooling fluid temperature sensor is fixed onto the cooling fluid cycling
passage behind the engine.

5V
2. Component parameters
ECM
Working voltage: 5V DC
Working temperature: -40 ～ 135°C
Circuit diagram:
A/D
At 20 ～ 30°C, the resistance is 3560 ～ 2260 Ω CTS
At 90～ 100°C, the resistance is 120～180Ω
3. Fault diagnosis GND
Tips: All the following judgments are based on
the normal operation of the vehicle, wire harness
and other system components.
The faults are discovered by the system and
displayed on the diagnostic instrument.
Check water temperature sensor resistance;
Check if the cylinder cover temperature at the
water temperature sensor matches the temperature
displayed on the ADC2000 decoder.
Five. Throttle position sensor

The throttle position sensor is of a linearly variable
resistance structure and its sliding terminal is driven
by the throttle shaft;
The resistance signal given by the sensor to the ECM
will be different for different throttle opening. The
system will judge real time engine load and dynamic
variations according to the output signals and their
changing speed:
Wiring terminal: A - +5V, B – signal grounding, C –
throttle position signal;
Fixing: the throttle position sensor is located on
the throttle assembly and is coaxal with the
throttle pull rod and throttle.
2. Component parameters:
Range: 7% - 93% opening
Working voltage: 5±0.1V
Closed throttle: reference voltage 12%±5%

Wide open throttle: 83%～93%

A, B resistance: 3k～12kΩ
Working temperature: -40～150ºC
Pin Idle speed voltage (V) Pin Idle speed voltage (V)
A 5 B 0
C 0．46～4.6 (wide open)
3. Fault diagnosis
The resistance between Terminal A and B is 3k～12k Ω;
The measurement of resistance variations between C and A or C and B shall be smooth.
Check the mechanical adjustment between the accelerator pedal and throttle.
Six. Oxygen sensor

1. Functions
The oxygen sensor is one important component in the closed-loop fuel control system. It
adjusts and maintains an ideal AFR and optimizes the transfer efficacy of the three-way
catalyst. When the AFR becomes lower or higher, the oxygen content of the exhaust will
increase or decrease respectively and the oxygen sensor output voltage will decrease and
increase respectively as well. And the AFR information is sent to the ECM then.
The rear and front oxygen sensors have the same structure and are used to monitor
the working efficacy of the accelerant.
The oxygen sensor has zirconia as its sensitive material which consists of the empty part
and the external sensitive part. After the zirconia component is heated up (>300℃) and
actuated, the reference air will go into the empty part through the conduit. The exhaust
will go through the external pole of the zirconia. The oxygen ions shift from the center of
zirconia towards the external pole to form a simple atomic battery and create voltage
between two poles; zirconia can change this output voltage according to the presence of
oxygen in the exhaust and thus judging the oxygen content in the exhaust. The oxygen
sensor is designed to generate a substantial voltage variation around the theoretical AFR
(14.6:1), which is beneficial to the ECM’s accurate judgment of the AFR.

2. Features
- Water proof;
- No need for air filter;
- High temperature, high voltage and thermal
impact resistant
- Superb low temperature parameters
- Superb anti-intoxication capability
- Heater of low energy consumption
- Teflon insulating wires and stainless cast
components are adopted for the oxygen sensor.
Component parameters
Temperature 260℃ 450℃ 595℃
High ARF output voltage (mV) >800 >800 >750
Low ARF output voltage (mV) <200 <200 <150
Response time from low AFR to high <75 <75 <50
AFR (ms)
Response time from high AFR to low <150 <125 <90
AFR (ms)
Internal resistance (Ω) <100K
Maximum working temperature (continuous):

- Air exhaust temperature: < 930℃
- Fixing seat: < 600℃
- Casing hexagon: < 500℃
- Wire and protective jacket: < 275℃
- Wire sealing gasket: < 250℃
- Fittings: < 125℃

- Storage temperature: -40 ～100℃

Working conditions:
- Exhaust temperature: 200 ～850℃
- The foreign matter content in the fuel is allowed
to be low than:
Lead – 0.005g/l
Phosphor – 0.0002g/l
Sulfur – 0.04% (weight ratio)
Silicon – 4ppm
MMT – 0.0085g/l
- The engine oil consumption shall not be more Front Oxygen Sensor
than 0.02l/h;
Fixing position
- Front oxygen sensor is located between the
throttle and the three-way catalyst and the rear
oxygen sensor is behind the three-way catalyst.
Wiring terminal:
A – low signal, B – high signal
C and D – connected with the power source for
heating
4. Fault diagnosis
the normal operation of the vehicle, wire harness Rear Oxygen Sensor
Not enough times to change from high AFR to
low AFR, intoxication with heavy metals (like
lead and manganese), phosphor and sulfur or
damage by overheating.
Seven. Camshaft Position Sensor (CAM)

The camshaft position sensor is a Hall sensor. It is
located in the front of the camshaft and works
together with the signal wheel on the camshaft.
The signal wheel corresponds with a specific
position of the engine and ECM detects the digital
voltage signals from the sensor to determine the
working cylinders of the engine and control them.
Fixing: it is fixed near the camshaft.

Working temperature: -40 ～ 150℃
Working voltage: 4.5 ～13 V
Working clearance: 0.3 ～ 2 mm
Wiring terminals:
1 – Signal, 2 – signal grounding, 3 - +5V
3. Fault diagnosis
Tips: All the following judgments are based
on the normal operation of the vehicle, wire
• The faults are discovered by the
system and displayed on the diagnostic
instrument.
• Overvoltage damage;
• Over clearance between the sensor and
the signal wheel;
• Incorrect relative position or
displacement of the signal wheel to the
camshaft
Eight. Vehicle speed sensor (VSS)

Vehicle speed signals are provided by the
vehicle speed sensor. ECM receives the digital
square waves whose amplitude is 5 – 14V.
The system demarcation uses the signals to
improve the vehicle driving performance.
Wiring terminals:
1 – 12V power source, 2 – grounding, 3 –
vehicle signal
Fixing: it is fixed behind the gearbox casing.

2. Fault diagnosis
Signal failure causes includes: sensor damage,
fitting detachment, wire harness fault or other
human factors. The system will accordingly
restrict the vehicle driving component
parameters, or the driving performance will
worsen.
Nine. Knock sensor (KS)

1. Function and principles
Knock sensor is a kind of electronic vibrating
sensor and fixed on a sensitive position on the
engine cylinder body for sensing the knock of
the engine.
ECM can detect the knock intensity through
the knock sensor and then correct the ignition
advance angle to effectively control the knock,
optimize the engine power generation, save
fuel cost and minimize exhaust.
The system uses flat response knock sensor
and the ECM filters the received signals; as
the sensor signal is relatively weak, the wire
lead shall be shielded.
Wiring terminals:
1 – Signal, 2 – Grounded through the Knock
shielding
Fixing: the knock sensor is fixed onto the
middle of the engine cylinder and below the
air intake manifold.
Output signals:
Vibrating frequency Output signals
5kHz 17～37mV/g
8kHz increase by +15％at 5kHz
13kHz increase by +30％at 5kHz

18kHz double at 13kHz and >17mV/g at

any moment
Frequency range for response: 3 – 18kHz
Capacitance: 1480～2220pf at 25℃, 1000Hz
Resistance: >1MΩ at 25℃
Working temperature: -40～150℃
3. Fault diagnosis
The signal cable is not shielded or the shield has ground fault;
Sensor fixing torque is bigger than 200N.m;
Bad gasoline quality;
Faults of engine turning parts (like water pump);
Extra fuel in the engine;
Striking on the engine bracket;
Sensor faults.

Section Three. Air intake Control System
One. General description

• The function of the air intake control system is to provide proper air flow required
by the engine power output. The control of air inflow consists of active control
and system automatic control;
• Active control refers to the driver’s active adjustment of throttle opening and
control of the engine power output as required.
• System automatic control refers to the automatic control of air inflow as per the
feedback from the closed-loop control monitor to stabilize the operation of the
engine (e.g. engine idle speed closed-loop control).
2. System structure
进气控制系统
(节流阀体 )
阀体节气门传感器怠速控制阀
Air inflow control system (throttle)
Valve body Throttle sensor Idle speed control valve
Two. Throttle assembly

The throttle assembly is used to control the air inflow into the engine in operation. It is
the fundamental channel through which the driver controls the fuel injection system.
The throttle assembly consists of throttle body, valve, pull rod assembly, throttle position
sensor, idle speed control valve, etc;
Fixing: the throttle body is fixed in front of the air intake manifold.

Valve hole diameter: Φ38 mm
Idle speed valve hole diameter: Φ10 mm
3. Fault diagnosis
The valve and idle speed valve hole are partially blocked by oil dirt and shall be
cleaned regularly;
Poor adjustment of the throttle pull rod
Poor adjustment of the throttle limit screws
Throttle scratches or worn-out shaft
Three. Idle speed control valve

The function of idle speed control valve is to control the flow area of the bypass to the
throttle body to adjust the air inflow into the engine and thusly control the engine idle
speed.
空气：Air 怠速控制阀：Idle speed control valve

节流阀体：Throttle body

The main component of the idle speed control valve is one stepping motor. The ECM
controls the advance/backup displacement of the valve by way of numeric square waves.
Wiring terminals: A: coil B –

B: coil B +
C: coil A –
D: coil A +
Fixing: throttle body or air intake manifold
Coil resistance: 53Ω ±10％
Coil inductance: 33mH ±20％
Working voltage: 7.5～12V
Ultimate voltage: 3.5～14V
3. Fault diagnosis
• Blocked valve hole
• Wrong fittings between valve wiring terminals and ECM wiring terminals in the
wire harness;
• Wrong ECM normal power supply
• No initialization of the computer (see the chapter on maintenance).

Section Four. Ignition System

The function of the ignition system is to ignite the air and fuel mixture in the engine
cylinder at the right time as per the instructions given by the engine control module.
Grouped ignition is adopted for the system. The engine’s four cylinders are divided into
the two groups of 1-4 and 2-3 which are independently controlled for ignition. The
ignition timing and coil driving are completed by the ECM.
2. Ignition system structure
点火系统
点火线圈火花塞引线火花塞
Ignition system
Ignition coil, Spark plug wire, Spark plug
Two. Ignition coil

The ignition coil assembly consists of two coils, each of which provides the ignition
energy for the cylinder spark plugs at 360 degrees of crank angle. The ignition is actuated
when the piston reaches the upper limits of compression and exhaust; as the cylinder near
the exhaust upper limit has low internal pressure and high temperature, only some
ignition energy will penetrate the spark plug electrode, which is called additional ignition;
while the cylinder near the upper limit of compression has an air mixture of relatively
high density and pressure, so bigger ignition energy is needed to ignite the spark plug of
the cylinder. The air mixture is rapidly ignited to give out power. The ignition of this
cylinder is called effective ignition.

Fixing: the ignition coil is fixed above the engine valve chamber cover. Pay attention to
the shielding against wireless interference.
Primary resistance: 0.6±0.05 Ω
Secondary resistance: 1200±400 KΩ
Primary inductance: 2.75±0.25 mH
Secondary inductance: 17.5±1.2 H
Voltage range: 6～16 V
Primary charging time: 2.55 mS
Primary inductance peak current: 9.5 A
Primary output voltage: 34 kV
Minimum Zener energy：30 mJ
Minimum ignition time: 0.8 mS
Secondary peak current: 97 mA
Wiring terminals: 1 - 2-3 cylinder drive,
2 - +12V, 3 – 1-4 cylinder drive;
2. Fault diagnosis
displayed on the diagnostic instrument. Spark
plug wire leads are detached.
Three. Spark plug

The function of the spark plug is to ignite the
combustible gas in the engine cylinder;
In order to reduce the wireless interference
and protect the ignition coil drive during
ignition, the spark plug shall be of a resistance
type;
In order to guarantee the energy release from
the ignition coil, the spark plug clearance shall
be adjusted to 1.0 – 1.2mm;

The cylinder spark plug opening clearances shall be the same in order to guarantee the
same ignition energy of each cylinder.
Tips:
In order to ensure the normal operation of the engine, spark plugs must be regularly
replaced with the standard ones from the original manufacturer as per the maintenance
manual, or poor acceleration, unstable idle speed, inaccurate ignition timing, irregular
flameout, increased electromagnetic interference and other unforeseeable faults may be
caused.
Four. High voltage cable (spark plug wire lead)

High-energy and high-voltage ignition is adopted for the system. The high-voltage cable
shall be equipped with proper impedance, capable of voltage endurance and control the
emitted wireless interference electric wave during high-energy and high-voltage ignition.
High-voltage cable resistance:
First cylinder: 3.8k
Second cylinder: 3.2k
Third cylinder: 4.7k
Fourth cylinder: 5.2k
Tips:
• The high-voltage cable and the ignition coil shall be marked with the number of
cylinder. Fix according to the mark. The first cylinder is adjacent to the driving
belt;
• Do not carry out the spark-over test directly to the ground;
• Loosened fixing may lead to ignition coil or computer damage;
• Reinstallation of the high-voltage cable at liberty will result in faults of the
computer components, increased radiation and failure of the electronic
components.

Section Five. Fuel Supply System

The function of the fuel supply system is to provide fuel to the cylinder at the right time
according to the instructions given by the engine control module.
Constant-pressure variable-pulse-width sequential fuel injection scheme is adopted for
the system. Therefore, constant-pressure fuel shall be provided by the fuel supply
subsystem.
The system fuel pressure is 300kPa if the fuel returns and 350kPa if the fuel does not
return or only partially returns.
2. System structure
Fuel supply system
供油系统
Fuel rail assembly

油泵 assembly
Fuel pump 总成管路
Pipeline 油轨总成
Return fuel Fuel level Fuel inlet Filter Fuel return Fuel pressure
回油压力调节器
pressure regulator Fuel油泵
pump 油位传感器
sensor 进油管
pipe 滤清器 pipe回油管 Fuel油rail
轨油regulator
压调节器喷Spray
嘴 nozzle
Two. Fuel pump

The fuel pump assembly consists of the fuel pump,
bracket, fuel level sensor, fuel storage tank
(optional) and fuel pressure regulator (limited fuel
return system). Elastic installation will reduce the
direct impact on the fuel pump by vibration. Its
major function is to provide fuel of sufficient
pressure to the system.
The fuel pump is a turbine-type single-stage
electrical fuel pump. It is controlled by the ECM
through the fuel pump relay. There is one check
valve at the fuel pump outlet, which prevents the
fuel in the pipe from leaking into the fuel tank when
the engine is out of operation so as to guarantee the
component parameters at the next startup.
Fuel level sensor is of a sliding variable resistance
type.
Wiring terminals:
IX4 type: A-relay

B-instrument, C-instrument, D-grounding;
2X2 type: A-instrument, B-relay
C-Grounding, D-instrument;
Installation: installed inside the fuel tank.

Fuel level sensor
- Resistance < 150 Ω
- Max. working current < 130mA
Fuel pump
- Output voltage: > 350kPa
- Outflow: > 10g/s
- Safety pressure relief: < 900kPa
- Pressure retaining: ≈ 24 kPa
- Working voltage: 8-16V
- Overvoltage protection: －13.5～26 (<60S’)
- Operation without fuel < 60S’
3. Fuel pump control circuit diagram
E
1 2 3 4
C
M B A B A B A B A
INJ_CYL#1 (INJ A)
INJ_CYL#2 (INJ D)
INJ_CYL#3 (INJ B)
INJ_CYL#4 (INJ C)
30 87
+12V
FPRELAY 85 86
油泵
油泵继电
Fuel pump relay

Fuel pump
4. Fault diagnosis
Fuel pump relay or other circuit faults;

Polluted fuel pump filter;

Damaged fuel pump;
Broken fuel level sensor or deformed rod
Three. Fuel rail assembly

The fuel rail consists of fuel guide pipe, stabilizing chamber, pressure regulator, spray
nozzle and other components The fuel rail provides the pressure regulating volume of
high-pressure fuel and the pipeline to all spray nozzles and the nozzle brackets.
Fixing: it is fixed onto the air intake manifold.
Four. Fuel pressure regulator

The function of fuel pressure regulator is to adjust the fuel pressure and eliminate any
interference with the fuel injection due to changes in fuel supply speed, fuel pump supply
and engine vacuum.
The fuel pressure regulator is controlled by the internal adjusting spring and external
intake manifold vacuum; the differential fuel pressure between the fuel rail and the intake
manifold is always kept the same.
The fuel goes into the spray nozzle through the adjustor.
Fixing: the fuel adjustor is located on one end of the fuel rail; the fuel return system
adjustor is located inside the fuel pump assembly.
Pressure setup:
- With vacuum adjusting system: 300kPa
- Without vacuum adjusting system: 350kPa
3. Fault diagnosis

Detached vacuum regulator valve
Polluted adjustor filter
Damaged seal
Damaged pressure regulator (bad modulation or fuel leakage into the vacuum pipe)
Five. Spray nozzle

1. Functions and principles:
The spray nozzle is an electromagnetic switch. Both wire leads of the coil are connected
to the ECM and the power source through the wire harness; the coil, subject to ECM
control, will produce magnetism against the spring, fuel load and vacuum suction of the
manifold to suck the iron core. Then the fuel will go through the valve hole sealing
surface integrated with the iron core and be sprayed in haze into the throttle; when the
power is cut off, the magnetism disappears and the spray nozzle closes.
There is a reliable rubber seal where the injector tip is connected with the fuel rail and
where the injector bottom is connected with the engine intake manifold.
Wiring terminal: 1- +12V
2 – ECM
Second cylinder injector First cylinder injector Fourth cylinder injector Third cylinder injector

Fixing: it is fixed onto the air intake manifold through the fuel rail.
Working temperature: -40 ℃～130 ℃
Minimum working voltage: 4.5V
Coil resistance: 12.0±0.4Ω
3. Fault diagnosis
the normal operation of the vehicle, wire harness
Blocked by foreign matters;
Gelation of fuel after evaporation;
Damaged seal that results in fuel or air leakage;
Detached fittings or damaged wire harness or its own damage;
Incorrect cleaning (long-term electrification) causes leakage in spray nozzle.
Six. Fuel filter and fuel pipeline

Fuel filter
- The function of the fuel filter is to filter the solid foreign matters in the fuel;
- In order to ensure the filtering efficacy and avoid blocked spray nozzle, a special
electronic injection fuel filter shall be adopted for the system;
- The filter casing shall be strong enough, or it will break up subject to fuel pressure.
Fuel pipe
The fuel’s working pressure is about 250 – 350kPa. For the sake of safety, the fuel pipe
must be oil-resistant and feature sufficient safety factor against voltage.
Fixing: the fuel filter is connected in series onto the pipeline between the fuel pump and
fuel rail (to be connected with fuel pipes).

2. Fault diagnosis
Blocked filter and insufficient fuel pressure
Seven. Basic checking of the system

1. Basic structure of the fuel system
进油
碳罐
回油
进油压力调节器
回油压力调节器油轨
油压快速检查接头
喷油嘴
油泵
油箱
发动机真空
Fuel inlet, return fuel, charcoal canister, fuel pump, fuel tank, return fuel pressure
regulator, pressure gauge tie-in, spray nozzle, fuel rail, inlet fuel pressure regulator,
engine vacuum
2. Fuel pipeline maintenance

Regularly replace gasoline filter;
Clean the fuel tank, fuel pump, fuel pump strainer, pipeline, fuel pressure regulator and
strainer;
Regularly clean the spray nozzle;
Check the sealing of the fuel tank.
3. Check the fuel circuit
Appearance check: check if the fuel circuit suffers any leakage, check for fuel pipe or
fuel tank deformation and if the fuel tank cover can be normally opened and closed.
Check the basic gasoline pressure: run the engine at idle speed, turn on the ignition
switch, straddle the fuel pump and connect the pressure gauge to measure the fuel
pressure which shall be 250 – 300KPA.

Check the maximum fuel pressure: after measuring the basic fuel pressure, tie adhesive
tapes onto a pair of pliers, clamp the fuel return pipe and measure the gasoline pressure
which shall be over 600KPA.
Pressure relief test: after engine flameout, the gasoline pressure shall be reduced by half
within half an hour.
Check the adjusting fuel pressure: run the engine at idle speed and pull out the vacuum
pipe of the inlet fuel adjustor; the gasoline pressure shall increase by around 50KPA.
Check the fuel pump current: turn on the ignition switch, pull out the fuel pump relay
(located near the windscreen wiper motor) and connect an amperemeter to Terminals 30
and 87 of the relay seat; the measured fuel pump current shall be 5-8A.
Clean and test the spray nozzle: clean the spray nozzle (clean for not more than 5
minutes each time), set the spray nozzle angles on the test table to 30 degrees (four spray
nozzles) and align the fuel spray centerline with the spray nozzle axes; the sprayed fuel
shall be evenly distributed with no apparent fuel drops and the fuel flow into each
cylinder shall be normal and the same (as the spray nozzle test table in different
maintenance stations may be different in model, the normal fuel flow shall be tested with
a normal spray nozzle and recorded for reference).

Section Six. Exhaust Emission Control Component
One. Charcoal canister cleaning solenoid valve (ECP)

The ECM controls the gasoline flow into the intake manifold by the cleaning solenoid
valve; for the ECM’s output pulse square wave, gasoline steam flow and the duty ratio of
the control pulse square wave are linear to each other.
The ECM will change the cleaning timing and speed of the charcoal canister as per the
engine speed and load.
Wiring terminal: A-ECM, B- +12V;
Fixing: in the front right position of the engine and between the fuel steam charcoal
canister and intake manifold.
2. Component parameter:
Working voltage: 8～16 V
Ultimate voltage: 25 V (<60 S’)
Working temperature: -40～120℃
Impedance: 19～22 Ω
Inductance: 12～15 mH
3. Fault diagnosis
The faults are discovered by the system and displayed on the diagnostic instrument; self
damage, blocked charcoal canister and wrong fixing of pipes.

Two. Three-way catalyst

The function of the three-way catalyst is to turn
the harmful exhaust produced by the engine into
harmless exhaust for emission into the air.
The internal structure of the three-way catalyst features
honeycomb pipelines on whose walls are coatings of
such rare metals as platinum, rhodium and palladium as
the catalyst.
The power loss of the three-way catalyst is about 3-4%.
Fixing: the three-way catalyst is connected in series
between the air exhaust manifold and the muffler and
located behind the oxygen sensor.
The catalyst in the three-way catalyst can work
to promote the oxidization between HC and CO
and turn them into H2O and CO2 respectively;
meanwhile, it turns the NOx into N2.
Functions of the three-way catalyst:
HC, CO and NOx →three-way catalyst→ H2O,
CO2 and N2
Oxidization:
CO + 1/2 O2 → CO2
HC + O2 → H2O + CO2
Deoxidization:
NO + CO → 1/2 N2 + CO2
HC + NO → N2 + H2O + CO2
The catalyst’s is most effective to promote the
oxidization between HC and CO when the AFR
is higher than 14.5 while it is most effective to
promote the deoxidization of NOx when the
AFR is lower than 14.8. In consideration of both,
the overall transfer efficacy of the three-way
catalyst shall be between the AFR of 14.6-14.7.
The ECM controls the AFR to be above the
optimal AFR for the three-way catalyst by the
signals from the oxygen sensor.

2. Component parameter
Optimal working temperature: 375～800℃
(Instantaneous temperature endurance: 950℃)
Optimal working AFR: 14.6-14.7
3. Fault diagnosis
Failure due to intoxication with heavy metals (like lead and manganese), phosphor or
sulfur;
Failure due to high temperature burning (e.g. single engine cylinder burning);
Broken carrier due to external impact or sudden freezing;
Blocked by foreign matters (e.g. engine oil burning)

Chapter Four System Working Parts General Description: Chery A15 Maintenance Manual

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Chapter Four System Working Parts General Description: Chery A15 Maintenance Manual

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Chery A15 Maintenance Manual

Chapter Four System Working Parts

Control and signal

Engine management system

Crank shaft speed Air intake Cooling fluid

Exhaust emission control Steam emission control

Oxygen sensor Three-way catalyst Charcoal canister

-115- Chery Automobile Co., Ltd.

Indicator light for engine System communications

-116- Chery Automobile Co., Ltd.

Section One. Power Source and Computer

One. System component power source and wire harness

Ignition switch; fuse 1,2,3,4; Battery; Grounding

1. Function and principles

-117- Chery Automobile Co., Ltd.

Two. System component engine control module

-118- Chery Automobile Co., Ltd.

ECM wire harness fittings are 17+24+31 three-pin plugs.

5. Computer plug description

-119- Chery Automobile Co., Ltd.

-120- Chery Automobile Co., Ltd.

6. Computer control schematic diagram

Front cabin fuse

Red Hot Water

Light green Yellow

Meter vehicle speed

To meter RPM signal

Red /blue Green

Grey red Blue white Blue

Blue Red blue Yellow Brown Brown Brown

Fault indicating lamp Yellow red

-121- Chery Automobile Co., Ltd.

Section Two. Sensor Signal Collection System

Two. Engine speed and crank shaft position sensor (CPS)

-122- Chery Automobile Co., Ltd.

-123- Chery Automobile Co., Ltd.

Three. Manifold pressure/temperature sensor

Pin Idle speed voltage Pin Idle speed voltage(V)

-124- Chery Automobile Co., Ltd.

Four. Cooling fluid temperature sensor

-125- Chery Automobile Co., Ltd.

Five. Throttle position sensor

-126- Chery Automobile Co., Ltd.

Wide open throttle: 83%～93%

Six. Oxygen sensor

-127- Chery Automobile Co., Ltd.

Maximum working temperature (continuous):

-128- Chery Automobile Co., Ltd.

- Storage temperature: -40 ～100℃

Seven. Camshaft Position Sensor (CAM)

-129- Chery Automobile Co., Ltd.

Eight. Vehicle speed sensor (VSS)

-130- Chery Automobile Co., Ltd.

Nine. Knock sensor (KS)

-131- Chery Automobile Co., Ltd.

18kHz double at 13kHz and >17mV/g at

-132- Chery Automobile Co., Ltd.

Section Three. Air intake Control System

One. General description

Two. Throttle assembly

-133- Chery Automobile Co., Ltd.

Three. Idle speed control valve

空气：Air 怠速控制阀：Idle speed control valve

点火线圈火花塞引线火花塞