ROVER 25 AND ROVER 45 TECHNICAL BRIEFING

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1 ROVER 25 AND ROVER 45 TECHNICAL BRIEFING Workbook RO-W Ver:1 Published by the Technical Academy Rover Group Limited 1999 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form, electronic, mechanical, recording or other means without prior written permission from Rover Group.

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3 Preface This document has been issued to support the Technical Academy training programme. Every effort has been taken to ensure the information contained in this document is accurate and correct. However, technical changes may have occurred following the date of publication. This document will not necessarily have been updated as a matter of course. Therefore, details of any subsequent change may not be included in this copy. The primary function of this document is to support the Technical Academy training programme. It should not be used in place of the workshop manual. All applicable technical specifications, adjustments procedures and repair information can be found in the relevant document published by Rover Group Technical Communication. Produced by: Rover Group Limited Technical Academy Gaydon Test Centre Banbury Road Lighthorne Warwick CV35 0RG I

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5 Introduction to the Rover 25 and Introduction... 1 Rover 25 product range and trim specifications... 1 Rover 25 options... 4 Rover 45 product range and trim specification... 5 Rover 45 options... 7 Engines and transmissions... 8 Interior and exterior modifications... 9 Rover 25 interior modifications... 9 Rover 25 exterior modifications Rover 45 interior enhancements Rover 45 exterior enhancements Electro mechanical-continuously variable transmission Introduction to continuously variable transmission Basic principles of continuously variable transmission Electro mechanical-continuously variable transmission The Electro mechanical-continuously variable transmission steptronic unit Torsion damper Planetary gear set Clutches Pulleys and steel belt Pinion shaft Differential Hydraulic system Oil cooler Clutch control Downhill recognition Towing of the vehicle The Electro mechanical-continuously variable transmission operation Maintenance Electro mechanical-continuously variable transmission communication Gearbox interface unit Serial communication: gearbox interface unit to engine management system Gearbox interface unit actuator control Engine control module Default strategies Diagnostics Japanese automatic transmission company General description Steptronic JATCO automatic gearbox Fluid cooling JATCO automatic gearbox electrical control system Selector and inhibitor switch Snow mode switch Gear selector lever assembly Brake switch Instrument pack Electronic automatic transmission electronic control unit Main relay Contents III

6 Diagnostics Controller area network bus General operation Gear shift scheduling Lock-up control Line pressure control Driving modes Automatic driving modes System diagnostics K series enhancements Introduction K series KV6 24 valve 2.0 Litre Service L series enhancements Introduction L series enhancements Fuel injection pump drive belt Electronic diesel control Service Modular engine management system System introduction System inputs System outputs Gearbox control strategy Gearbox reset and reference Engine management adaptions Siemens 2000 engine management General description Engine control module Engine sensors and system inputs Engine actuators and system outputs General operation Air conditioning Cooling fans Evaporative emissions canister purge valve Variable intake system valves Gear shift torque reduction Diagnostics Body electrics Rover 45 body electrics Rover 25 and Rover 45 instrument packs Rover 25 and Rover 45 locking and alarm systems Cruise control Introduction KV6 cruise control Cruise control component location and functionality IV Contents

7 Supplementary restraint systems Introduction Rover 25 and 45 supplementary restraint systems Diagnostic and control unit Warning lamp Side impact sensors Thorax airbags Driver airbag Passenger airbag Rotary coupler and supplementary restraining system harness Rover 25 front seat belts and pyrotechnic buckle pretensioners Rover 45 front seat belts and pyrotechnic reel pretensioners Supplementary restraining system deployment conditions Safety precautions Glossary Glossary Contents V

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9 Rover 25 and and Rover product 45 technical range briefing Introduction to the Rover 25 and 45 Introduction The new Rover 25 and the new Rover 45 are high quality, lower medium, small car and medium sector car which will complement the Rover cars range. Using selected design cues which first appeared on the Rover 75, the changes to both the interior and exterior of the vehicles show that Rover 25 and Rover 45 are clearly from the same stable as the Rover 75. These visual enhancements along with revised feature content and engineering improvements will ensure that Rover 25 and Rover 45 are in a much stronger position in the market place. Every opportunity has been taken to give the products more presence, style and engineering integrity. To this end Rover 25 and Rover 45 represents the opportunity to welcome our small and medium cars to the new family styling which was first introduced with Rover 75. Historically, Rover 200 has straddled both the Lower Medium and Small sectors with 3 and 5 door hatchbacks. The targeting positioning for Rover 25 is in the premium small sector. Its competitors in this sector are the VW Polo, the Peugeot 206 and the Ford Fiesta. The Rover 400 on the other hand had a range of products which straddled both the Lower Medium and Upper Medium sectors with the 5 door hatch back and 4 door saloon. The targeting positioning for Rover 45 is as a premium lower medium vehicle and its competitors in this sector are the VW Golf, the Vauxhall Astra and the Ford Focus. Rover 25 product range and trim specifications Rover 25 five door Figure 1 The Rover 25 is available in 3 door and 5 door (see Figure 1) hatchback body styles Rover 25 and Rover 45 are characterised by comfort levels similar in principle to those used on Rover 75. Technical Academy Introduction and product range 1

10 The comfort levels on Rover 25 are grouped into two types: Conventional-which evolves current trim levels and Sports-to exploit the sporting nature of the car Rover 25 and Rover 45 technical briefing Rover 25 has three comfort levels, C0, C1 and C2. The 1.1 and 1.4 litre engines are available with the C0 and C1 comfort levels, the 1.4 Plus, 1.6 and 2.0l L series diesel are available with all conventional levels. The comfort levels will not be badged on the car but will be known as: Standard comfort levels Base version (will not be named externally) (C0) Classic (C1) Club (C2) Vehicles for the United Kingdom have external identification for insurance purposes which is similar to the identification use don Rover 75. The sports derivative is available with different exterior features from the main comfort levels and with the 1.6 and 1.8 (1.8 with Em-CVT option), 1.4 Plus (103Ps) and 2.0TCie diesel derivatives. A flagship sports model is created by the application of the 1.8 VVC powertrain (or 1.8 Em-CVT option), and a 'vi sports pack' - (S2). Standard comfort levels Base version (will not be named externally) (C0) Classic (C1) Club (C2) Rover 25 base specification 14 inch steel wheels Bur walnut heater surround Chrome tailgate lift handle Drivers airbag Engine immobiliser Fascia stowage pocket Headlamp levelling Heated rear screen Heater recirculation mode Laminated windscreen with shade band and Optikool green tinted glass Perimetric alarm system Pollen Filter Power assisted steering Rear wash/wipe (including operation with reverse) Separate alarm sounder Tailgate spoiler Rover 25 C0 specification above base Central door locking with remote control 6 speakers (including tweeters) Drivers height and lumbar adjust 2 Introduction and product range Technical Academy

11 Rover 25 C1 specification above C0 Air-conditioning (or electric sunroof) Electric front windows Electrically controlled and heated door mirrors Rover 25 C2 specification above C1 15 inch alloy wheels Interior door handles in 'wood' Electric rear windows - 5 door only Rear centre arm rest 3 rear head restraints Seat back map pockets and upgraded seat fabric Passenger seat height/lumbar adjust Sports level S1 over C1 15 inch alloy wheel (with locking wheel-nuts) Body coloured door mirrors Front fog lights Tailgate spoiler - body colour Unique interior seat trim 'vi Sports pack' over S1 Sports suspension 16 inch alloy wheel (with locking wheel-nuts) Anti lock brakes Battery back up alarm sounder and Volumetric alarm system Chrome tailpipe finisher Electric & heated door mirrors Leather steering wheel Leather gear knob "Sports leather pack" containing: 1/2 leather seats Drivers seat height & lumbar adjustment Rear centre arm-rest 3 rear head restraints Seat back map pockets Separate front tweeters Technical Academy Introduction and product range 3

12 Rover 25 options Following the introduction of option packs on Rover 75, a number of packs have been developed specifically for Rover 25, which packs are available for each vehicle are detailed in the option pack table. Option packs can assist the customer in selecting the specification of their vehicle by simplifying the choices involved. They can also give the customer added value as the option pack price will be lower than the combined price of its constituents. S= Standard, O= Optional Conventional comfort option pack Driver height and lumbar adjustment Rear centre arm rest Seat map pockets Rear head restraints (x3) Chequers trim fabric Sports comfort option pack Driver height and lumbar adjustment Rear centre arm rest Seat map pockets Rear head restraints (x3) Option packs Option packs Entry C0 C1 C2 S1 S2 Conventional comfort pack O O O S Leather seats O O O O O O Sports comfort pack O Sports Leather seats O S ICE pack O O UK only vi sports pack S 1.8K EmCVT/VVC only Leather seats option pack Leather seat facings and rear headrests (x3) Driver height and lumbar adjustment Rear centre arm rest Seat map pockets Sports Leather seats option pack 1/2 Leather seat facings & rear headrests (x3) Driver height and lumbar adjustment Rear centre arm rest Seat map pockets 4 Introduction and product range Technical Academy

13 vi Sports pack S2 Sports suspension 16 inch alloy wheel Sports 3 ABS Volumetric alarm Chrome tailpipe Electric & heated door mirrors Sports leather pack Separate front tweeters ICE option pack R770 Radio Cassette Remote ICE controls Remote ICE display Rear speakers (only on TL2) Rover 45 product range and trim specification Rover 45 five door Figure 2 Rover 45 (see Figure 2) is available in four door saloon and five door hatchback body styles Rover 45 has four comfort levels, the entry level (C0) on Rover 45 will be available with the 1.4 and 1.6 K series and 2.0 Diesel engines, however, it will only be used as a base specification for either special editions or limited editions, it will not appear in any customer brochures. The other 3 comfort levels are available with all engine types but they will not be badged on the vehicles. They will be named as the following: Classic Club Connoisseur (the most highly specified level) Technical Academy Introduction and product range 5

14 Each comfort level will be named appropriately by each market as they are in the case of Rover 75. Internally, they will be called C0, C1, C2 and C3. Purchase of a C2 or C3 comfort level also makes available Personal Line, an additional three specially designed interior colour schemes. These enhance the style of the vehicle s interior and give the customer an even wider choice. The base specification (C0) for Rover 45 vehicles is: 14" steel wheels Alarm with perimetric and volumetric sensors and immobiliser Burr walnut fascia with 'bur walnut effect' on doors Drivers airbag Body coloured door mirrors Headlamp levelling Heated rear screen (four door) plus rear wash/wipe (five door) Heater recirculation mode Laminated windscreen with shade band Pollen Filter Power assisted steering Rear wipe operation on reverse (5 door) Radio Cassette player (R770) with remote controls and remote display (UK) Remote control central door locking Rev counter with LCD odometer Split fold rear seats Tinted glass with Optikool & shadeband Additional specification vehicles above the base model will carry the following extra equipment. C1 trim level above C0 Body coloured door bowls with chrome pulls Body coloured door mirrors Bright rear sill tread plates Electric door mirrors with front door tweeters Electric front windows C2 trim level above C1 15" Alloy wheels Additional console wood Drivers height & lumbar adjustment Electric rear windows Front seat back map pockets High centre console Passenger Airbag Rear centre armrest Rear seat head restraints Upgraded seat fabric with choice of five interior colours C3 trim level above C2 Chrome door mirrors Leather seats Leather steering wheel & gearknob Unique style alloy wheels 6 Introduction and product range Technical Academy

15 Rover 45 options Following the introduction of option packs on Rover 75, a number of packs have been developed specifically for Rover 45. Option packs can assist the customer in selecting the specification of their vehicle by simplifying the choices involved. They can also give the customer added value as the option pack price will be lower than the combined price of its constituents. Rover 45 option pack availability Option pack Availability C0 C1 C2 C3 Electrical pack O Comfort pack O O Electric Comfort pack O O Leather pack O O O Electric Leather pack O O O O Luxury pack O O O Winter pack 1 O O Winter pack 2 O O Safety pack O O O O Comfort pack Driver and passenger height and lumbar adjustment Rear centre arm rest Seat map pockets 2 rear head restraints Arbour trim fabric Electric Comfort pack over comfort pack Power driver seat & heated front seats Leather pack Leather steering wheel & gearknob Leather seat trim Driver height and lumbar adjustment Rear centre arm rest Seat map pockets 2 rear head restraints Electric Leather pack over Leather pack Electric drivers seat Heated front seats Luxury pack Leather steering wheel & gear knob Electric drivers seat Heated front seats Driver height and lumbar adjustment Rear centre arm rest Seat map pockets 2 rear head restraints Technical Academy Introduction and product range 7

16 Winter pack 1 Headlamp power wash Heated front seats Front fog-lights Winter pack 2 over Winter pack 1 Comfort pack Safety pack Passenger airbag Side airbags - 2 off Engines and transmissions The following engine and transmission tables give the engine / transmission availability for both Rover 25 and Rover 45. Rover 25 engine and transmission availability Engine Five speed manual (R65) Five speed manual (PG1) EmCVT with steptronic 1.1 K8 Standard 1.4 K16 Standard 1.4 Plus K16 Standard 1.6 K16 Standard 1.8 K16 Standard 1.8 VVC K16 Standard 2.0 TCiE Diesel Standard Rover 45 engine and transmission availability Engine Five speed manual EmCVT with steptronic JATCO five speed automatic 1.4 K16 Standard 1.6 K16 Standard 1.8 K16 Optional Optional 2.0 KV6 Standard 2.0 Tcie Standard 8 Introduction and product range Technical Academy

17 and exterior modifications Interior and exterior modifications Rover 25 interior modifications The interior of the Rover 25 has been enhanced with high quality materials to improve the interior ambience of the car and new front seats to provide greater driver and passenger comfort. The overall interior is designed to be a continuance of that first introduced on Rover 75. The shape of the seats and the materials used bring a higher quality feel to the interior (see Figure 3). Certain European markets will have heated front seats as a standard fit. Rover 25 Front seats Figure 3 The instrument pack has been redesigned to feature an LCD odometer for improved security and new instrument graphics for improved readability. Where the customer has selected the Steptronic option the LCD odometer will display the gear position and gearbox mode. New electric rear window mechanisms have been developed in order to improve the feature content of Rover 25, they are standard on the five door C2 comfort level and available as an option on all other five door derivatives (see Figure 4). Technical Academy Interior and exterior modifications 9

18 Rover 25 rear electric window switch Rover 25 and Rover 45 technical briefing 1.Electric window switch Figure 4 The Rover 25 traditional lead/acid batteries have been replaced by new calcium/calcium batteries. This has further reduced the amount of lead used in the vehicle, improving the environmental performance of the vehicle Rover 25 exterior modifications The essence of the exterior style has been to build on British style. The raised bonnet has a deeper front grille and is flanked either side by a pair of headlights similar in style to Rover 75. The bumpers are restyled and new larger body colour/chrome door mirrors further enhance the appearance of the vehicle.the entire range benefits from the application of a chrome tailgate lift handle giving the range an all-round classic look. The raised bonnet/larger grille styling add more form and presence to the front end. This is complemented by a deeper front bumper which integrates the indicator lamps into the bumper inserts. The rear bumper is restyled to give rear end of the car a more stream-lined appearance. The combination of the bumpers additionally give the benefit of visually growing the car in length. 10 Interior and exterior modifications Technical Academy

19 Rover 25 Headlight detail Figure 5 The main developement to the exterior of the Rover 25 is the restyled front end. As part of the restyling of the front of the car, new twin pocket headlights have been developed (see Figure 5). The headlights give a much improved density of light. The new headlights have a different reflector design resulting in a 30% increase in volume of light with the dipped beam on.with the main beam on the new headlight design gives a 60% increase in volume of light. In addition the dipped beam now remains on when main beam is selected, this illuminates the area immediately in front of the vehicle.the front direction indicator units, they are now situated in the lower part of the front bumper. The current centre high mounted stop light (CHMSL) bulbs have been replaced by a Light Emitting Diode (LED) unit which will improve both the response time and longevity of the light. (see Figure 6). Centre high mounted stop light 1.Centre high mounted stop light Figure 6 Technical Academy Interior and exterior modifications 11

20 New exterior door mirrors with a larger mirror area are fitted to Rover 25, the body of the mirror can be specified in the corresponding body colour on the Sports comfort levels (see Figure 7). A new Rover powerfold mirror system has been developed which will initially be available in Japan only. This feature reduces the overall vehicle width to aid parking in tight spaces. Rover 45 chrome door mirrors Figure 7 Exterior styling is further complemented with the introduction of one new trim style and five new alloy wheel styles including a 16" alloy wheel (see Figure 8). Rover 25 alloy wheels Figure 8 12 Interior and exterior modifications Technical Academy

21 Rover 45 interior enhancements Rover 45 interior changes mirror the changes made to Rover 25 in the use of high quality materials to improve the interior ambience of the car and new front seats to provide greater driver and passenger comfort. The new improved front seats provide greater comfort and support, all models having the option of thorax airbags (see Figure 9). The framework of the seat is carried over from Rover 75. The rear seats have been re-profiled to provide greater comfort and improved headroom. Leather seats are trimmed in a box fluted face panel style also seen in the great Rovers of the sixties. 45 Front seats Figure 9 Rover 45 has two new cloth fabrics, flat woven Diamond and circular knit Arbour. There is also an increase in colour choice with five interior colours available. The design of steering wheel cover has been changed with the inclusion of a Vitrofoil badge. The floor console has been redesigned to accommodate the new Steptronic gear selector. The instrument cluster has been revised and now includes an LCD odometer for improved clarity and security. The Rover 45 is now engineered to perform in ambient temperatures up to 50 C, facilitating it s availability in many new territories. Technical Academy Interior and exterior modifications 13

22 Rover 45 exterior enhancements Rover 45 Figure 10 The essence of the exterior style has been to build on Britishness with a greater presence. The raised bonnet with its deeper front grille is flanked either side by a pair of headlights similar in style to Rover 75 (see Figure 10). Bright inserts in front and rear bumpers also add to the car s classic style. Part of the re-styling of the front of the vehicle is to look similar to Rover 75. To this end new twin headlights have been developed (see Figure 11). The new headlights give an increased performance of approximately 20% and brightness over the current units. In particular the dipped beam has a noticeably better definition of light pattern and uniformity of spread. As on Rover 25 the dipped beam remains on when main beam is selected, illuminating the area immediately in front of the vehicle. Rover 45 headlight detail Figure Interior and exterior modifications Technical Academy

23 The bonnet, grille & fender have been raised for greater front presence with a larger more upright grille. New front end new sculptured bumpers have been designed to enhance bonnet and grille changes (see Figure 10). New door handleshave been developed with body coloured bowls and chrome handles. New style exterior door mirrors with a larger mirror area are fitted to Rover 45. The body of the mirror is specified in body colour or as a chrome finish similar to Rover 75. A new Rover powerfold mirror system has been developed which will initially be available in Japan only. To complement the new exterior detailing there are two new alloy wheel designs (see Figure 12) and a new design 14" wheel trim. Rover 45 alloy wheel Figure 12 Technical Academy Interior and exterior modifications 15

24 mechanical-continuously variable transmission Electro mechanical-continuously variable transmission Introduction to continuously variable transmission Rover 25 and Rover 45 technical briefing The origins of the continuously variable transmission (CVT) dates back to 1974 and a rubber drive belt system. After several years of development, a new generation of continuously variable transmission has evolved, incorporating the use of steel drive belts. The stepless shifting pattern of the transmission, provides a very comfortable drive, as well as having full vehicle performance, available at any time (see Figure 13). Continuously variable transmission Figure 13 The advantages of using a gearbox of this type are: Low engine revolutions at constant speeds Improved emission control Low noise, vibration and harshness levels Smooth acceleration Flexible mountain driving An Electro mechanical-continuously variable transmission (Em-CVT) is fitted to the Rover 25 and 45 with the K series 1.8i 16 valve engine (not 1.8 VVC). The engine is connected to the input shaft in the gearbox, via a torsional damper, instead of a conventional torque converter. There is a five position selector lever to cope with all possible driving conditions (park/reverse/neutral/drive and sport) (see Figure 14). 16 Electro mechanical-continuously variable transmission Technical Academy

25 Selector positions Figure 14 To obtain sporting performance, the driver can change from drive to sport even when the car is on the move. Top speed can be obtained in drive or sport. The engine can only be started in neutral or park, as with any automatic transmission. The operation of the gearbox during driving has no comparison with that of conventional automatic transmission. If the accelerator pedal is depressed sharply, the engine rpm will rise considerably more than in relation to the speed of the car. This can give the impression of an internal slippage, but is wholly characteristic of this transmission design. Where necessary, drivers should be educated about this characteristic. Technical Academy Electro mechanical-continuously variable transmission 17

26 Basic principles of continuously variable transmission Rover 25 and Rover 45 technical briefing Unlike conventional automatic gearboxes that provide a limited number of gear ratios, usually three, four or five, the continuously variable transmission, as its name suggests, continuously varies the gear ratio. A low gear (low ratio) makes it easier to pull away from a rest position, the drive gear being relatively small, while the driven gear is large by comparison (see Figure 15). Low ratio (pulling away) Figure 15 a.drive gear at the start of acceleration (pulling away) b.driven gear at the start of acceleration (pulling away) 1.Input from the engine 2.Output to the wheels The belt is used to transmit power or torque. As acceleration takes place the transmission selects a higher ratio by increasing the diameter of the drive gear while at the same time decreasing the size of the driven gear. This degree of change can be controlled to ensure that the most suitable ratio is provided. If acceleration continues to take place, further up changes may be made until the drive gear diameter is as large as possible and the driven gear diameter is as small as possible. Therefore, for every revolution of the drive gear the driven gear revolves several times (see Figure 16). 18 Electro mechanical-continuously variable transmission Technical Academy

27 High ratio (overdrive) a.drive gear at maximum (overdrive) b.driven gear at maximum (overdrive) 1.Input from the engine 2.Output to the wheels Figure 16 The Em-CVT uses a primary pulley instead of a drive gear and a secondary pulley replaces the driven gear. Both pulleys have one fixed half and one mobile half controlled by fluid pressures. The position of the belt on the pulleys will determine the ratio. If the mobile half of the pulley is close to its opposite half then the belt is forced to travel around the outer circumference. Whereas if the pulley is open wide then the circumference is reduced. The primary and secondary pulley mobile halves are diagonally opposed. To pull away, a low ratio is required. To provide this, the primary pulley is open, allowing the belt to sit down into the pulley and forcing it to run around the outer of the closed secondary pulley. As vehicle speed increases, a higher gear ratio is required. To do this, the primary pulley gradually moves towards its fixed partner, increasing the pulley circumference. At the same time the secondary pulley is forced apart reducing pulley diameter, therefore creating a higher gear ratio. An overdrive ratio is obtained when the primary pulley is fully closed and the secondary pulley is fully open. The secondary pulley is now forced to rotate approximately two and a half times for every turn of the primary pulley. Technical Academy Electro mechanical-continuously variable transmission 19

28 Selector lever in the park or neutral position In this condition motion is not transferred to the wheels as both clutches for reverse (2) and forward gears (4) are disengaged (see Figure 17). The gearbox input shaft (1) turns at the same speed as the engine The reverse gear clutch (2) is disengaged The forward gear clutch (4) is disengaged The planetary gears (3) idle around the sun gear As the sun gear does not move, neither does the primary pulley (5), the secondary pulley (7) and, subsequently, the vehicle Selector lever in the park or neutral position 1.Input shaft 2.Reverse gear clutch 3.Planetary gears 4.Forward gear clutch 5.Primary pulley 6.Steel belt 7.Secondary pulley Figure Electro mechanical-continuously variable transmission Technical Academy

29 Selector lever in the drive position Under these conditions, the epicyclic set of gears, the planetary gears (3), the sun gear and the outer ring gear are held by the forward clutch (4) which is engaged (see Figure 18). Therefore, the gearbox input shaft (1) is directly connected to the primary pulley (5), which will turn in the same direction and at the same speed as the engine, namely in a forward gear. The gearbox input shaft (1) turns at the same speed as the engine The reverse clutch (2) is disengaged The forward clutch (4) is engaged The planetary gears (3) the sun gear and the annular ring gear of the epicyclic train will rotate together The primary pulley (5) turns at the same speed as the engine in the forward gear direction The secondary pulley (7) turns in the forward gear direction at a speed which depends upon the belt ratio for that operating condition Selector lever in the drive position Figure 18 1.Input 2.Reverse clutch 3.Planetary gears 4.Forward clutch 5.Primary pulley 6.Steel belt 7.Secondary pulley 8.Secondary gear 9.Input shaft Technical Academy Electro mechanical-continuously variable transmission 21

30 Selector lever in the reverse position Under this condition, the reverse clutch (2) is engaged and makes the annular ring gear (9) lock with the epicyclic gear train of the gearbox. The planetary gears (3) force the sun gear (10), the primary pulley (5) and the secondary pulley (7) to turn in the opposite direction to the gearbox input shaft (1). Therefore reverse gear is now obtained (see Figure 19). The annular gears (9)are held stationary with the gearbox by means of the reverse clutch (2) The reverse clutch (2) is engaged The forward clutch (4) is disengaged The annular gears (9)are held stationary with the gearbox by means of the reverse clutch (2) The planetary gears (3), which are driven directly by the gearbox input shaft (1), turn around the annular gear (9). Therefore they force the sun gear (10), the pulley (5) and the secondary pulley (7) to turn in the reverse gear direction Selector lever in the reverse position Figure 19 1.Input shaft 2.Reverse clutch 3.Planetary gears 4.Forward clutch 5.Primary pulley 6.Steel belt 7.Secondary pulley 8.Secondary gear 9.Annular gear 10.Sun gear 22 Electro mechanical-continuously variable transmission Technical Academy

31 Electro mechanical-continuously variable transmission The Em-CVT is based on a standard CVT unit with electronic components fitted to control the gear ratio. This gives the driver a choice between an automatic gearbox and a semi-automatic steptronic manual gearbox. The gearbox can be operated as a conventional CVT unit by selecting park/reverse/neutral or drive (with electronic control) with the selector lever. Moving the selector lever across the gate trips a microswitch and puts the gearbox into sport mode. In sport mode, the gearbox still operates as a conventional CVT unit (with electronic control), but becomes more responsive to changes in driver demands. Engine speed is higher in this mode which improves acceleration. Manual gear changes can be performed sequentially using the selector lever. Movement of the selector lever in a forward direction, plus (+), changes the gearbox up the gear ratios and movement in a rearward, minus ( ), direction changes the gearbox down the ratios (see Figure 20). Sequential gear selection Figure 20 The system protects the transmission, while in manual mode, against shifts that could be potentially dangerous or could damage the powertrain, for example, shifting to first gear at 90 mph, or shifting to top gear at 10 mph. In addition, if the driver does not shift up, the next gear will be automatically selected when the engine revolutions reach approximately 6000 rpm. Equally, if the driver does not shift down when reducing vehicle speed, the system performs the down-change automatically preventing engine stall. When changing from a CVT drive mode to a manual drive mode, the system looks at current road speed and driving conditions and selects the appropriate ratio. Technical Academy Electro mechanical-continuously variable transmission 23

32 The Electro mechanical-continuously variable transmission steptronic unit When in automatic mode, the Em-CVT provides an infinite number of ratios as with a conventional CVT transmission. In sport mode, the Em-CVT operates as in automatic mode but with a higher engine speed under all driving conditions which gives improved responsiveness. In manual mode, the Em-CVT provides electronic selection of six predetermined ratios, in relation to the input and output speed of the gearbox. Selection is made by the driver using the selector lever. See table Selector lever positions for positions supported by the, automatic, sport and manual modes. Selector lever positions Position P Park R Reverse N Neutral D Drive D/Sport Manual/sport 1 Sport first ratio 2 Sport second ratio 3 Sport third ratio 4 Sport fourth ratio 5 Sport fifth ratio 6 Sport sixth ratio Description The gear selected is displayed in the instrument pack (see Figure 21). Gear selection display Figure 21 The Em-CVT unit comprises mechanical and electrical components which work together to provide the automatic and manual operation of the gearbox. 24 Electro mechanical-continuously variable transmission Technical Academy

33 The Em-CVT unit comprises of the following mechanical components: Torsion damper Planetary gear set Clutches Pulleys and steel belt Pinion shaft Differential unit Hydraulic pump (hydraulic system) Oil cooler Torsion damper The transmission is driven from the engine via a torsion damper. The torsion damper is attached to the flywheel with six bolts and is constructed similar to a conventional clutch drive plate, but without the clutch lining. The torsion damper has a splined hub which engages with the gearbox input shaft. The hub is located on an inner plate and contains compression springs. Engine power is transmitted from the flywheel and damper attachment to the hub via the compression springs which absorb torsional vibrations from the engine and provide a smooth power delivery to the gearbox (see Figure 22). Torsion damper 1.Torsion damper Figure 22 Technical Academy Electro mechanical-continuously variable transmission 25

34 Planetary gear set The planetary gear set enables the gearbox to provide a rotational output to the drive shafts in two directions to provide the vehicle with forward and reverse selections (see Figure 23). Planetary gear set 1.Annular gear 2.Planet carrier gears 3.Sun wheel gear Figure 23 Engine torque is transmitted from the engine and the torsional damper to the input shaft which is attached to the planet carrier. When a forward gear is selected, the carrier is connected directly to the sun wheel by the drive clutch. The epicyclic gear set rotates as one unit and engine torque is passed directly to the primary pulley. When reverse is selected, the annulus of the planetary gear set is held stationary by the reverse clutch. Three pairs of planet gears then drive the sun wheel in the opposite direction rotating the primary pulley in the reverse direction. Clutches There are two multiplate wet clutch packs; one forward and one reverse (see Figure 24). Each pack has three friction plates providing six friction surfaces. Hydraulic pressure controls the clutches to allow the vehicle to move away smoothly regardless of the degree of throttle opening. Oil from the oil cooler is directed to the clutch plates to prevent overheating of the friction surfaces. 26 Electro mechanical-continuously variable transmission Technical Academy

35 Clutches Figure 24 1.Forward clutch pack 2.Reverse clutch pack Pulleys and steel belt The major drive components of the gearbox are a pair of vee shaped pulleys and a steel drive belt. Each pulley comprises of one fixed half and one moveable half. Both moveable halves are positioned diagonally opposite each other to prevent misalignment of the belt during shift changes. Each moveable half is operated by an hydraulic cylinder and piston, with hydraulic pressure controlled by the hydraulic control unit. The moveable halves are located on ball splines which prevents them rotating in relation to the fixed halves. Rotation of the planetary gear set rotates the primary pulley. The V-belt transfers the primary pulley rotation to the secondary pulley whose torque and speed is controlled by the position of the V-belt on the two pulleys. A 24 mm wide steel V-belt is used to transfer engine torque between the two pulleys (see Figure 25). The belt is cooled and lubricated by an oil jet. Technical Academy Electro mechanical-continuously variable transmission 27

36 Steel drive belt Rover 25 and Rover 45 technical briefing Figure 25 The belt comprises of two sets of steel bands (see Figure 26) each constructed from twelve steel strips (see Figure 27). Steel bands 1.Steel bands Figure Electro mechanical-continuously variable transmission Technical Academy

37 Steel strips Figure 27 The belt contains approximately 350 steel segments which abut each other to allow the belt to transmit torque by compression (see Figure 28). Steel segments Figure 28 Note: When handling the belt, always squeeze the perimeter, otherwise it may fall apart. Pinion shaft The pinion shaft, which is supported on two tapered bearings, provides location for two gears which gives a two step helical gear reduction between the secondary pulley and the differential crown wheel, providing the correct rotational direction of the drive shafts. Technical Academy Electro mechanical-continuously variable transmission 29

38 Differential Drive from the final reduction gear is transferred to the differential crown wheel. The crown wheel is bolted to the differential case with eight bolts. Drive from the crown wheel is transferred via bevel gears to the drive shafts. The differential is supported on tapered bearings. Hydraulic system The functions of the hydraulic system are: To match the steel belt clamp pressure with engine torque to prevent belt slip To control the operation of the forward and reverse clutches during take off and driving To provide the optimum transmission ratio for all driving conditions Belt clamp pressure The amount of clamp pressure applied to the steel belt depends upon the engine torque to be transmitted and the transmission ratio (the higher the ratio, the lower the required belt clamp pressure). Excessive clamp pressure would consume engine power unnecessarily whereas inadequate clamp pressure would allow the belt to slip. The hydraulic system therefore ensures optimum belt tension at all times. The belt is clamped by moving the secondary pulley elements closer together, by the supply of secondary pressure. Pulley chambers The primary pulley chamber has a larger surface area than the secondary, so if the same pressure is applied to both, the primary pulley will always govern the position of the secondary pulley, as it has a higher clamping force. Hydraulic pump The hydraulic pump is located on the opposite side of the gearbox to the planetary gear set. The pump is driven directly from the torsion damper via a shaft which is located through the centre of the input shaft. The shaft is splined to the planet carrier which always rotates at engine crankshaft speed (see Figure 29). 30 Electro mechanical-continuously variable transmission Technical Academy

39 Hydraulic pump 1.Hydraulic pump Figure 29 The pump has a swept volume of 8.85 cc per revolution and can produce a pressure of up to 40 bar (580 lbf/in) for the highest torque requirement. The pressurised oil from the pump is used for gearbox lubrication and transmission control. The oil enters the pump through a suction filter in the sump. CVT fluid is used in order to obtain the correct clutch engagement characteristics. Primary valve The function of the primary valve is to regulate primary pressure, controlling the primary pulley, and changing the transmission ratio. The pressure in the primary cylinder defines the position of the primary pulley mobile half. The greater the distance between the halves the smaller the primary radius of the belt and the higher the transmission ratio. The primary valve is electronically controlled by the ratio control motor via control springs. Secondary valve The function of the secondary valve is to supply pressure to the secondary pulley to ensure that there is always adequate clamping force onto the belt for all load conditions. The higher the clamping force the greater the torque that can be transmitted. Oil cooler The oil cooler comprises of horizontal tubes which allow oil to flow across from one side of the cooler to the other. Each tube is joined by thin fins which aid heat dissipation. Two fluid lines from the gearbox, comprising of alloy pipes and flexible hoses, provide the oil cooler feed and return. Technical Academy Electro mechanical-continuously variable transmission 31

40 Clutch control When the accelerator pedal is pushed, from a standstill, to a certain position, the transmission will react in the following way: The position of the accelerator pedal (throttle opening) corresponds with an engine torque curve. This torque curve can be converted into a required clutch pressure. The relation between clutch pressure and transmittable torque is determined by the clutch design. With a given position of the accelerator pedal, the engine will increase its speed. The rpm cannot increase because all the torque is dissipated through the clutch. During this acceleration phase, part of the power accelerates the car and the rest is dissipated in the slipping clutch. When the primary pulley speed equals engine speed, the engine can rev up further without slip in the clutch. The most severe situation for the clutch is a stall condition. The value at which the maximum clutch pressure is limited depends upon the engine. Maximum clutch pressure (fully applied) is at approximately 2000 rpm. The creep behaviour of the vehicle is also a result of the clutch control strategy. With the selector lever in drive, drive/sport, manual or reverse and the brakes released, the vehicle will creep forwards or backwards with a constant creep torque. This reminds the driver of the selected direction and is considered to be a safety feature. By pressing the brake pedal the driver can hold the vehicle stationary. Downhill recognition When an automatic goes downhill and senses an increase in speed in conjunction with a decrease in throttle angle, it will tend to move up a gear. This lack of engine braking can make the driver use the brakes more than he might wish. The control unit will detect when vehicle speed increases with the throttle closed, it will then increase the ratio gradually until the vehicle speed is maintained at a constant level. This prevents the car running away when descending long gradients. Towing of the vehicle If the vehicle has to be towed it is recommended that the vehicle does not exceed 30 mph or distances of over 30 miles. With a manual transmission it still is possible to start the car by pushing or towing. This is not possible with the CVT because there will be no oil pressure (as the engine and the pump are not running) meaning that both clutches are disengaged and that there is no connection between the engine and to the wheels. No pressure also means that the belt is in the low ratio. When towing, the secondary pulley is driven via the final drive. The secondary sheaves are only pushed together by spring force. Therefore the spring was designed to provide enough clamping force onto the belt preventing it from slipping, even at zero secondary pressure. The Electro mechanical-continuously variable transmission operation The transmission is driven from the engine via a torsion damper bolted to the flywheel. The torsion damper drives the input shaft which in turn drives the planet carrier. Depending on whether forward or reverse is selected, the primary pulley will rotate, transferring torque to the secondary pulley causing the vehicle to move in the required direction. The steel belt is fitted between the primary and secondary pulleys. Each pulley consists of one fixed sheave and one axially moveable sheave. The moveable pulley sheaves are located diagonally opposite to each other to reduce misalignment of the belt during shift changes. 32 Electro mechanical-continuously variable transmission Technical Academy

41 Each moving pulley sheave is connected to an hydraulic cylinder which is controlled by hydraulic pressure generated by the integral pump running at engine speed. Moving the pulley sheaves together increases their effective diameter and moving them apart decreases the diameter due to the conical faces of each pulley. In this way the gear ratios of the Em-CVT unit are achieved. The Em-CVT unit has two multiplate wet clutch packs; one forward and one reverse. Each pack comprises three friction plates. The clutches are hydraulically controlled which enables the vehicle to move smoothly from standstill irrespective of the throttle position. The clutches are fed hydraulic fluid from the oil cooler to prevent them overheating. When the selector lever is in the park position, a spring and cone operated pawl mechanically locks the secondary pulley, consequentially locking the rear wheels. If park is selected when the vehicle is moving, the pawl will not engage until the vehicle speed falls to below 4 mph (7 km/h). A rattling sound may be heard if park is selected when the vehicle is moving. This is caused by the pawl trying to engage into the moving park gear. Driving - automatic mode To pull away from a standstill a low ratio is required. The primary pulley is held fully open, reducing its diameter and allowing the belt to seat at the bottom of the pulley. The secondary pulley is held closed, forcing the belt to run in its increased diameter. As the vehicle speed increases, higher ratios are required. As engine speed increases the fluid pressure generated by the pump increases. This increase in pressure is felt by the primary pulley cylinder which moves to gradually move the pulley sheaves together increasing its effective diameter. Simultaneously, the secondary pulley sheaves move apart, reducing its diameter and increasing the gearbox ratio. When the primary pulley is closed and the secondary pulley is fully open, the gearbox operates in an overdrive ratio, with the secondary pulley rotating at approximately two and a half times the speed of the primary pulley. Kickdown is achieved electrically. The engine control module (ECM) monitors the crankshaft sensor (engine speed), the throttle position sensor and the gearbox shaft sensor (road speed) to control the gearbox ratios. When kickdown is requested, the engine control module (ECM) transmits a message to the gearbox interface unit (GIU) to control the ratio control motor accordingly. The GIU adjusts the ratio control motor which, in turn, moves the hydraulic control valve to lower the gearbox ratio to achieve the required acceleration. Driving - manual/sport mode In manual/sport mode the gearbox functions as a conventional CVT unit or a semi-automatic manual transmission in the manual steptronic mode. In sport mode, the engine speed is higher under all driving conditions which gives improved acceleration. If required, the driver can make sequential gear selections using the selector lever. The six ratios available equate to six predetermined positions for the primary and secondary pulleys. The ratios are initiated by the GIU which powers the ratio control motor to a position corresponding to the required ratio. Technical Academy Electro mechanical-continuously variable transmission 33

42 Driver plus/minus (+/ ) selections using the selector lever are passed to the GIU. The GIU transmits a message to the ECM which grants the ratio change if conditions are correct. The GIU powers the ratio control motor, which in turn moves the hydraulic control unit to adjust the pulleys to the required spacing for the ratio selected. The GIU checks if a requested gear change made by the driver is permitted. Gear changes will be ignored if the driver requests a change which is dangerous or could damage the transmission. If a shift up is required and the driver has not made the required selection using the selector lever, the next higher gear will be selected when the engine speed reaches maximum rpm. If the driver does not make a required shift down when the vehicle is slowing, the next lower gear will be selected automatically. The liquid crystal display (LCD) in the instrument pack will always display the current gear. Manual/sport mode is de-selected by moving the selector lever back to the 'drive' (automatic) position. Maintenance For technical data regarding the electro mechanical-continuously variable transmission, see table 'Technical data' Technical data Capacity Dry fill Service fill Oil type Service interval Special tools Input shaft seal Differential seals 4.9 litres 4.5 litres Unipart sureflow CVT fluid (EZL 799 Esso CVT fluid) 24,000 miles (40,000 Km) 18G G 134 and 18G 134BD Fluid level check Carry out the following procedure when a fluid level check is required: 1. Ensure the vehicle has been properly warmed up (i.e. four mile road test) 2. Park vehicle on level ground and apply handbrake 3. Run through all gears three times, (PRND/Sport) with the engine idling and foot on the brake. Allow the engine to idle for one minute 4. With the engine idling and the vehicle in park. Remove the dipstick. Wipe with a clean lint free cloth and re-insert, withdraw and ensure that the level is to the maximum mark 5. If the level is low top up as necessary with the correct CVT fluid through the dipstick tube to bring the oil level to the 'MAXIMUM' Fluid drain and refill Always ensure that the transmission is fully warmed before draining and a new sealing washer is fitted to the drain plug each time it is refitted. Refill the box through dipstick tube and check level as above, do not overfill. 34 Electro mechanical-continuously variable transmission Technical Academy

43 Electro mechanical-continuously variable transmission communication As stated, the electro mechanical-continuously variable transmission (Em-CVT) is based on a standard CVT unit with electronic components fitted to control the gear ratio. All of the control methods associated with the gearbox are run as part of the engine management system software. MEMS 3 receives inputs from the main sensors of this system, communicates with the gearbox interface unit (GIU) to control the gearbox, accepts driver input, and also provides information to the driver via the instrument pack. The GIU acts as a slave for the engine management system. The control of the gearbox is via a closed loop system which ultimately controls the position of the ratio control motor (see Figure 30). All inputs and outputs of the Em-CVT control system pass through the engine management system and the gearbox interface unit. The engine management system monitors the speed of the gearbox output shaft and communicates with the GIU to select the correct gear ratio to suit the current driving conditions. The GIU drives the park, reverse, neutral and drive/manual (PRND) LED module to display the selected gear next to the gear selector lever and the instrument pack display is driven by the engine management system. Technical Academy Electro mechanical-continuously variable transmission 35

44 Gearbox control system Rover 25 and Rover 45 technical briefing Figure 30 Gearbox interface unit The gearbox interface unit (see Figure 31) is also known as the electronic automatic transmission (EAT) electronic control unit (ECU). The main function of the GIU is to allow communication between the automatic transmission and the engine management system. The GIU has the following functions: Conversion of switch inputs from the PRND/M mechanism into serial data stream to the EMS Drive LED's to display gearbox mode Conversion of the signal from the ECM, which represents the requested position of the linear actuator, into electrical signals to drive the actuator Gearbox interface unit inputs There are many inputs the GIU required for correct functionality: PRND/M mechanical switches Manual mechanical switches Brake switch (shift interlock) Park/neutral switch Engine management system 36 Electro mechanical-continuously variable transmission Technical Academy

45 Gearbox interface unit Figure 31 Park, reverse, neutral and drive/manual mechanical switches The PRND/M switch is located on the side of the selector lever and is secured to the die cast plate with two screws. The switch is connected to the main harness by a six pin connector. The PRND/M switch has a sliding contact which moves with the selector lever. The switch has four latching contacts which correspond to the PRND/M positions. Each contact is connected to the GIU which communicates with the EMS, which in turn calculates the control strategy for the selection made. Manual mechanical switches The M switch is a latching mechanical switch which holds the gearbox in manual/sport mode. The plus and minus switches are momentary switches. The manual/sport switch is located on the die cast metal plate behind the selector lever and is secured to the plate with a metal strap. The switch is connected to the main harness by a four pin connector which is shared with the sport +/ switches. The manual/sport switch is a cam operated microswitch. A lever with a roller is attached to the switch body. When the selector lever is moved from automatic to the manual/sport position, the roller contacts a cam plate which depresses the lever and operates the switch. The switch contacts remain closed when the selector lever is in the sport position. When the selector lever is moved to the manual/sport position, a dog tooth engages with a slotted abutment on the switch. When the lever is moved to the + or position the dog tooth moves the switch completing a contact. This is sensed by the GIU which informs the engine management system the switch has been closed. Brake switch The brake switch is located on the pedal box and is activated by operation of the brake pedal. The switch supplies an input to the GIU in addition to operating the brake lamps. When the brake switch is operated, a 12 volt feed is sensed by the GIU. This is used by the GIU to de-energise the shift lock solenoid providing that the ignition is on. This input is used only as part of the shift interlock function, where fitted. Technical Academy Electro mechanical-continuously variable transmission 37

46 Park/neutral switch The park/neutral switch (see Figure 32) is screwed into the rear face of the gearbox below the left hand drive shaft. The switch is connected to the main harness by a four pin connector. Electro mechanical-continuously variable transmission component location 1.Fluid level dipstick 2.Road speed transducer 3.Gearbox output shaft speed sensor 4.Left hand drive shaft connection 5.Park/neutral switch Figure 32 The switch is operated by a cam which also operates the hydraulic control unit within the gearbox. The cam is operated by the selector lever via a cable to the gearbox. The switch has two positions and performs several functions. When the transmission is in any position other than the park or neutral positions, the switch interrupts the starter relay coil earth path to the alarm ECU preventing starter operation. This signal is also used by the ECM to adjust the stepper motor of the idle air control valve to adjust the engine idle speed when reverse or drive is selected. When reverse is selected, the switch moves to its second position and activates the reverse lamps. In selected markets, when the selector lever is in the park position and the ignition is switched off, the park/neutral switch input causes the GIU to de-energise a shift lock solenoid on the selector lever. This locks the lever in the park position. The selector lever cannot be moved from the park position until the ignition is switched on and the footbrake is applied. 38 Electro mechanical-continuously variable transmission Technical Academy

47 Serial communication: gearbox interface unit to engine management system The gearbox interface unit converts all switch inputs/status into a digital format and transmits them to the engine management system via a serial data link. The messages will be in the form of a number of bytes each consisting of eight bits. A start bit will precede each byte and an end bit will follow each byte. Message byte format Start Bit 0 B1 B2 B3 B4 B5 B6 B7 End Each message will consist of at least four bytes: 1. Message header 2. Message length 3. Data 4. Checksum The message header contains the identification of the message being transmitted to the engine management system and is one byte in length. The message length is one byte long and corresponds to the overall length of the message being transmitted. It is used to enable the transmission of variable length messages and allows the receiver to calculate how long the message received is, against the message transmitted, and to ensure compliance. Any message received with its length not complying with the message length byte is ignored. The data consists of at least one byte and corresponds to the actual message being transmitted, for example current selected gear. All previous bytes in a message are added together and the product is sent as the checksum. The engine management system performs the same checksum on the received message and the result should equal the transmitted checksum. Any inconsistencies means the message will be ignored. An example of a data message byte is shown in the table output drive condition Output drive condition Start Bit 0 B1 B2 B3 B4 B5 B6 B7 End 0.5 M o/c M s/c D o/t SIL fault E 2 default Gen fault Spare The least significant bit (bit 0) of a message byte is transmitted first and if the bit is present it informs the GIU to add half a step to the calculated motor position. The message also contains bits which would indicate an open circuit motor, a short circuit motor and a driver over temperature bit bits 1, 2 and 3. The shift interlock (SIL) fault bit will be set if the shiftlock circuitry detects a fault with the shiftlock solenoid. If there is no fault or no shiftlock fitted this bit will be clear. E 2 relates to the memory inside the GIU. The E 2 fault bit will be set if the GIU is using stored back up values of configurable data. The general fault bit will be set if the GIU detects an internal failure preventing its control of the actuator. Technical Academy Electro mechanical-continuously variable transmission 39

48 In order to protect the engine management system against serial link failures while reading data when the start bit of a message is received, a timer is started. This time is adequate for the delivery of all possible messages. After 60 milliseconds if the remainder of the message has not been received by the engine management system the timer expires and the message is ignored. Note: Though the GIU sends data about various faults it is not capable of storing faults. This is done by the EMS. Gearbox interface unit actuator control The ratio control motor is housed inside the gearbox (see Figure 33), adjacent to the oil cooler pipe connections. The motor is connected to the main harness via a round seven way connector with four connections used for the motor operation. The motor is operational in all transmission modes and controls the hydraulic control unit to adjust the primary pulley to the appropriate position. Ratio control motor location 1.Starter motor 2.Fluid level dipstick 3.Ratio control motor 4.Oil cooler feed/return connections Figure 33 The engine management system produces a pulse width modulated (PWM) output to request the actuator position from the GIU. The output is held high by an internal pull up resistor and pulled down for a period of time to create the signal. The frequency of the PWM supply is 500 Hz which equates to a time period of 2 milliseconds (1 500) (see Figure 34). 40 Electro mechanical-continuously variable transmission Technical Academy

49 Pulse width modulation Figure 34 The timer used to switch the PWM output has a resolution of 2 microseconds which means it can produce up to one thousand different duty cycles ( = 1000). Values rising from 0 100% in 0.1% increments. The motor which controls the gearbox ratio is a linear actuator and is a bi-polar stepper motor, almost identical to the idle speed stepper motor controlled by the engine management system. The stroke length of the actuator is nine millimetres which equates to 428 half steps and therefore 428 duty cycles are required. A half step is equal to 0.021mm (9 428 = 0.021). The control of the motor is achieved in absolute terms. The position is always requested as an absolute position and the PWM message sent relates to a certain motor position (a precise number of steps from its reference position). The remaining duty cycle values are used for actuator initialisation and other motor commands. An error condition is assumed for duty cycles less than 5% and greater than 95% to protect against open circuit and short circuit of the PWM signal line. The GIU will move the actuator to a 'safe' position when a duty cycle which corresponds to an error condition is encountered. Motor speeds The motor is capable of operating at four different speeds: 50, 125, 166 and 250 steps per second. The speed selected and acceleration rate of the motor is defined by a strategy designed to protect the gearbox from damage and to ensure that the motor always delivers the precise position required. Safe position and speed For many fault conditions, the GIU is required to move the actuator to what is termed a 'safe position'. The actuator 'safe' position is defined as 130 steps from the fully retracted position (zero position). The actuator is driven to the 'safe' position on 'power down' after an ignition cycle. Technical Academy Electro mechanical-continuously variable transmission 41

50 There is also a limit or safe speed that the actuator is permitted to travel at under fault conditions. The limit is 125 steps/sec. Engine control module The ECM receives messages from the GIU via a serial link and transmits a PWM output to the GIU to request ratio motor/actuator positions. Modular engine management 3 pin out table (Em-CVT related pins only) Pin No Function 4 Crank positive/crank hall effect signal 9 Em-CVT road speed signal (from gearbox) 20 Throttle pot signal 30 Crank sensor negative / crank hall sensor ground 33 Coolant temperature sensor 45 Manifold pressure signal 48 Instrument pack gear/mode display 63 Park/neutral switch 75 Linear actuator command position 77 Gearbox information 78 Rough road signal from GIU on non ABS Gearbox road speed signal A Hall effect sensor (see Figure 35) is used to measure the output shaft speed of the gearbox. The target wheel for the sensor has 81 teeth and is read directly by the EMS via pin 9. The sensor enables very accurate calculation of vehicle speed, and is unaffected by locking wheels or sharp cornering. Using this sensor allows the Em-CVT system to calculate the current gearbox ratio very accurately. This sensor is upstream of the differential, targeting the crown wheel on the main output driveshaft. Road speed sensor Figure 35 This sensor, used on Em-CVT applications only, is used to determine road speed. The sensor is mounted in the gearbox housing. It is used for improved idle speed control to determine when the vehicle is near stationary, and to enable a more accurate calculation of true gearbox ratio. 42 Electro mechanical-continuously variable transmission Technical Academy

51 Each sensor contains a microchip. The chip is supplied with a voltage from the battery. The circuit inside the chip contains a semiconductor through which a small current flows. Consequently, the sensors are termed active sensors, as opposed to passive sensors (inductive type sensors). The Hall effect sensor converts the physical value of rotational speed into an electrical signal which varies in relation to the position and speed of the crown wheel. It is the frequency of the signal which varies with the speed of the crown wheel. When the teeth of the crown wheel pass the sensor, the chip switches ON and OFF, generating a varying voltage at the ends of the semiconductor. This voltage switches High and Low at a rate proportional to the speed of the crown wheel. This signal is relayed in the form of a square wave to the ECM and processed as road speed. Default strategies If the EMS detects an error with the system, a default strategy may be engaged. These conditions shall be communicated to the driver via the gearbox fault lamp in the instrument pack. Depending on the severity of the fault, the driver will experience different default driving modes. If the system is still able to control the gearbox ratio, the standard limp-home is used to default the gearbox to a ratio approximating to 4th gear. This will protect the transmission under all driving conditions. Some drivers may not even notice this default mode. Under most driving conditions, the astute driver will notice that the engine speed is fixed at around 3000 rpm at most road speeds. The most serious fault will cause the driver to be stuck in a single gear ratio. If stuck in the lowest gear, the driver will see the engine speed quickly increase to approximately 6000 rpm and hold there. The maximum possible vehicle speed is approximately 30 mph If stuck in the highest gear, the driver will experience very sluggish acceleration and engine speeds hanging around 2000 to 2250 rpm at vehicle speeds up to 50 mph Diagnostics All diagnostics of the Em-CVT are carried out via the engine management system. Using TestBook the engine management system can request actions from the GIU and monitor the action of the GIU for correct performance. A requirement has been identified for the GIU to perform an integrity check on its output drives. This mode will be engaged as part of the end of line testing during production, and also for garage diagnostic testing. In response to these signals, the GIU shall perform the following: Perform a test on the LED drives Test the shift lock solenoid drive, if fitted Attempt to move the motor through a complete cycle Fault finding Once the operation of the MEMS 3 has been established, GIU operation should be established. The serial link between the GIU and the engine management system can be verified by observing the LCD display in the instrument pack. The display should change in accordance with the position of the gear lever shifter and is an indication that the shifter switches are operational and the drive from the engine management system to the instrument pack is operational. Technical Academy Electro mechanical-continuously variable transmission 43

52 Possible causes of transmission faults are described in the fault table. Rover 25 and Rover 45 technical briefing Fault table Fault /symptom Gearbox stays in highest ratio: Vehicle pulls away as normal but engine speed does not rise as normal. Vehicle pulls away and accelerates sluggishly Gearbox stays in lowest ratio: Vehicle pulls away as normal but engine speed rises rapidly and reads approximately 6000rpm at 30kph Engine speed stuck at 3000rpm: The ratio control motor is permanently at step 130. This is the default mode for the transmission which is protecting the transmission from damage No centre console LED illumination with ignition on Possible causes Faulty road speed sensor Interference on road speed sensor Faulty throttle potentiometer Ratio control motor fault Gearbox malfunction Stuck primary valve Ratio control motor fault Ratio control motor wiring fault affecting phases Gearbox malfunction PRND/M switch fault Link lost between ECM and GIU Ratio control motor fault Speed sensor fault Short circuit. If the GIU detects a short circuit in the LED module it will extinguish all LED's Open circuit between GIU and PRND/M connector GIU fault Invalid PRND/M switch combination, PRND/M fault 44 Electro mechanical-continuously variable transmission Technical Academy

53 JATCO automatic transmission with steptronic control Japanese automatic transmission company General description The Japanese automatic transmission company (JATCO) JF506E automatic gearbox is an electronically controlled, five speed gearbox which incorporates software to enable the gearbox to operate as a semi-automatic steptronic gearbox. The following illustration (see Figure 36) shows the layout of the JATCO gearbox and components in a Rover 45. JATCO automatic gearbox component location Figure 36 1.Snow mode switch 2.Instrument pack 3.Selector lever assembly 4.Electronic automatic transmission (EAT) ECU 5.JATCO steptronic gearbox 6.Engine control module (ECM) 7.Fluid cooler 8.Engine cooling radiator Technical Academy JATCO automatic transmission with steptronic control 45

54 The gearbox can be operated as a conventional automatic gearbox by selecting P, R, N or D on the selector lever. Moving the selector mechanism across the gate to the M position, sends a signal to the Electronic Automatic Transmission (EAT) ECU and puts the gearbox into manual/sport mode. In sport mode, the gearbox still operates as a conventional automatic transmission, but the unit becomes more responsive to driver demands. Lower gears will be held longer and the transmission will downshift more readily. This gives increased acceleration and improves vehicle response. When in sport mode, if the selector lever is moved to the + or - positions, the system will automatically change to operate in manual mode. Manual gear changes can be performed sequentially using the selector lever. Movement of the selector lever in the forward (+) direction changes the gearbox up the ratios and movement in a rearward (-) direction changes the gearbox down the ratios. The snow mode switch is located adjacent to the mirror switch in the fascia. When driving in normal (automatic) mode, if the driver presses the snow mode switch, the system will make the engine less responsive to driver demands. This limits the amount of wheel slip when the gearbox is shifting between gears in wet or icy conditions. Gearbox operation is controlled by the EAT ECU and the engine control module (ECM) which communicate via a dedicated controller area network (CAN) Bus. The EAT ECU receives information from the ECM and gearbox sensors to calculate the appropriate gear ratio for the conditions and controls solenoid valves to operate the gearbox as required. The advantages gained with the electronically controlled gearbox are smoother gear changes, quicker and more accurate gear change scheduling and reduced fuel consumption through improved engine/gearbox speed matching. Steptronic JATCO automatic gearbox The JATCO five speed automatic gearbox is similar to conventional electronically controlled transmissions but provides the driver with an additional manual mode feature. Manual mode allows the driver to electronically select the five forward gear ratios and operate the gearbox as a semi-automatic manual gearbox. The individual gear ratios are achieved through three planetary gear sets. The components of the planetary gear sets are driven or locked by means of four multi-plate clutches, two multi-plate brakes, one brake band and two one-way clutch assembles. The torque is transmitted from the gearbox to the final drive through a reduction gear. 46 JATCO automatic transmission with steptronic control Technical Academy

55 Gearbox casing The following illustration (see Figure 37) shows the basic components of the JATCO gearbox. JATCO automatic gearbox 1.Gearbox 2.Solenoid valves and valve block 3.Fluid pan Figure 37 The gearbox casing contains the input shaft transmitting the power into the drive train. The drive train is made up of the planetary gear sets and clutches. The clutches and brake bands control which elements of the planetary gear sets are engaged and their direction of rotation, to produce the P and N selections, five forward ratios and one reverse gear ratio. Power output is from the drivetrain through a reduction gear into a differential. Gear ratios Gear 1 st nd rd th th Reverse Final drive Ratio Technical Academy JATCO automatic transmission with steptronic control 47

56 Valve block and solenoid valves The following illustration (see Figure 38) shows the detailed components of the JATCO gearbox. JATCO automatic gearbox - exploded view Figure 38 1.Band servo 2.Low clutch 3.Internal gear 4.Rear planetary carrier 5.Front planetary carrier 6.Low clutch hub 7.High clutch hub 8.Reverse and high clutch assembly 9.Return spring 10.Side cover brake 12.Low and reverse brake 13.Manual shaft 14.Parking component 15.Oil pump 16.Oil strainer 17.Differential gear 18.Input shaft 19.Reduction gear 20.Reduction brake band 21.Sun gear 22.Direct clutch 23.One way clutch inner race 24.Parking mechanism 48 JATCO automatic transmission with steptronic control Technical Academy

57 The gearbox uses nine solenoid valves located on the valve block. The solenoid valves are energised/de-energised by the EAT ECU to control the gearbox fluid flow around the gearbox to supply clutches, brakes and brake band (gear change scheduling), fluid to the torque converter, lubrication and cooling. Each solenoid valve is controlled separately by the EAT ECU. All nine solenoid valves can be classified into two types by their operating type. Three of them are duty solenoid valves and the remaining six are on-off solenoid valves. Each solenoid valve consists of an internal coil and needle valve. A voltage is passed through the coil of the solenoid to actuate the needle valve. The needle valve opens and closes the fluid pressure circuits. On-off solenoid valves close the fluid pressure circuits in response to current flow. All of the solenoid valves are supplied with battery voltage and an earth path by the EAT ECU. Technical Academy JATCO automatic transmission with steptronic control 49

58 On/off solenoid valves The following illustration (see Figure 39) shows the detailed components of the valve block. JATCO automatic gearbox - valve block and solenoid valves 1.Shift solenoid valve A 2.Reduction timing solenoid valve 3.Shift solenoid valve B 4.Shift solenoid valve C brake duty solenoid valve brake timing solenoid valve 7.Low clutch timing solenoid valve 8.Lock-up solenoid valve 9.Line pressure duty solenoid valve The on/off solenoid valves are: Shift solenoid valve A Shift solenoid valve B Shift solenoid valve C Low clutch timing solenoid valve Reduction timing solenoid valve 2-4 brake timing solenoid valve Figure 39 The EAT ECU switches the on/off solenoid valves to open and close in response to vehicle speed and throttle position. 50 JATCO automatic transmission with steptronic control Technical Academy

59 Shift solenoid valves A, B and C are used to engage the different gear ratios within the gearbox. The position of these solenoid valves at any one time determines the gear selected (see table titled shift solenoid valve activation ). Shift solenoid valve activation Shift solenoid 1 st gear 2 nd gear 3 rd gear 4 th gear 5 th gear A Active Non-active Active Active Non-active B Non-active Non-active Non-active Active Active C Non-active Active Active Non-active Non-active The reduction timing solenoid valve, low clutch timing solenoid valve and 2-4 timing solenoid valve are used by the EAT ECU to control the timing of the gear shift changes. These solenoid valves carry out four main functions: Shift timing control Line pressure cut back Reverse inhibition Idle neutral Duty solenoid valves The duty solenoid valves are: Lock-up duty solenoid valve Line pressure duty solenoid valve 2-4 duty brake solenoid valve The lock-up duty solenoid valve is used by the EAT ECU to control the lock-up of the torque converter depending upon the vehicle speed and throttle position. The EAT ECU will actuate the lock-up solenoid valve, which operates the lock-up control valve to direct fluid to either lock or unlock the torque converter. The line pressure duty solenoid valve and 2-4 duty brake solenoid valve are used by the EAT ECU to control fluid line pressure in the gearbox. The EAT ECU calculates the line pressure by using the engine speed, vehicle speed and throttle angle. The EAT ECU then actuates the solenoid valves accordingly to achieve the required line pressure. The solenoid valves can fail in the following ways: Open circuit Short circuit to 12 or 5 volts Short circuit to earth In the event of a solenoid valve failure any of the following symptoms may be observed: Gearbox selects fourth gear only (shift solenoid valve failure) Gearbox will not upshift to fifth gear (timing solenoid valve failure) Increased fuel consumption and emissions (lock-up solenoid valve failure) Gear shifts will have no torque reduction therefore gear changes will be very harsh (line pressure duty solenoid valve failure) No pressure control will occur therefore gear changes from fifth gear will be very harsh (2-4 brake duty solenoid valve failure) Technical Academy JATCO automatic transmission with steptronic control 51

60 Fluid cooling The illustration (see Figure 40) details the JATCO gearbox fluid cooling system on the Rover 45. Automatic transmission cooler 1.Engine cooling radiator 2.Fluid cooler feed 3.Fluid cooler return 4.Fluid cooler 5.Thermostat housing Figure 40 Fluid cooling is performed by a dedicated fluid cooler for the gearbox and a section of the engine cooling radiator. The fluid cooler is located below the engine cooling radiator. Two holes in the lower part of the front bumper allow air to circulate through the cooler fins. The fluid cooler comprises four horizontal cores which allow fluid to flow across from one side of the cooler to the other. Each core is joined by thin fins which aid heat dissipation. An aluminium block on the right hand end of the fluid cooler houses a thermostat. The thermostat reacts to fluid temperature and is closed at low fluid temperatures to provide faster fluid warm up. Additional fluid cooling is provide by the fluid passing through one end tank of the engine cooling radiator. The fluid cooler and the radiator are connected by metal pipes and flexible hoses with quick release couplings. The fluid flows from the gearbox to the lower connection on the engine cooling radiator. The fluid then flows vertically through an internal fluid cooler in the radiator end tank which is surrounded by engine coolant which cools the fluid. The fluid exits the radiator via the upper connection and is passed to the fluid cooler. The fluid flows through the cores of the fluid cooler and is returned to the gearbox. 52 JATCO automatic transmission with steptronic control Technical Academy

61 JATCO automatic gearbox electrical control system The following illustration (see Figure 41) shows the JATCO control system. JATCO automatic gearbox control diagram Figure 41 A= Hardwired; D= CAN Bus; J= Diagnostic ISO9141 K Line 1.Intermediate speed sensor 2.Vehicle speed sensor 3.Turbine speed sensor 4.Fluid temperature sensor 5.Solenoid valves and valve block 6.EAT ECU 7.ABS ECU/modulator 8.Engine control module (ECM) 9.Instrument pack 10.Cruise control ECU 11.Diagnostic socket 12.Brake switch 13.PRNDM LED Module 14.Sport/Manual microswitch 15.Manual +/- microswitch 16.Snow mode switch 17.Selector and inhibitor switch 18.Alarm ECU 19.Starter relay 20.Main relay Technical Academy JATCO automatic transmission with steptronic control 53

62 The EAT ECU sets the correct gear change scheduling using three speed signal inputs: intermediate speed, turbine speed, vehicle speed in conjunction with a throttle position signal supplied via the CAN bus by the ECM. Intermediate speed sensor The illustration (see Figure 42) shows the location of the intermediate speed sensor. Intermediate speed sensor location Figure 42 The intermediate speed sensor is located within the gearbox. The EAT ECU uses this sensor to ensure correct gear engagement and to monitor the amount of slip within the gearbox. The EAT ECU calculates the slip within the gearbox by comparing the difference between the inputs from the intermediate speed sensor and the turbine speed sensor. The intermediate speed sensor detects the output gear rotation speed and sends an electrical output to pin 51 of the EAT ECU which also supplies an earth path for the sensor on ECU pin 20. The sensor operates using the Hall effect principle and produces a PWM signal at a frequency of 54 pulses per revolution of the output gear. The sensor coil has resistance of between 500 and 600 Ω. The intermediate speed sensor can fail in the following ways: Sensor open circuit Short circuit to 12 or 5 volts Short circuit to earth The EAT ECU will detect sensor failure if the vehicle speed exceeds 25 mph (40 km/h) and the sensor output is equivalent to less than 600 rev/min for two seconds. In the event of an intermediate speed sensor signal failure any of the following symptoms may be observed: Upshift to 5th gear inoperative Torque reduction request from the EAT ECU to the ECM inoperative 54 JATCO automatic transmission with steptronic control Technical Academy

63 A failure of the sensor will generate a P code which can be retrieved using TestBook or any Keyword 2000 diagnostic tool. Turbine speed sensor The illustration (see Figure 43) shows the location of the turbine speed sensor. Turbine speed sensor location Figure 43 The turbine speed sensor is located within the gearbox and is used by the EAT ECU to monitor the input shaft speed. The EAT ECU uses this sensor to ensure the correct gear ratio is selected and to ensure that there is not excessive slip within the gearbox drive train. The turbine speed sensor detects the input shaft speed (turbine speed) and sends an electrical output to pin 24 of the EAT ECU which also supplies an earth path for the sensor on ECU pin 20. The turbine speed sensor operates using the Hall effect principle and produces a PWM signal at a frequency of 36 pulses per revolution of the input shaft. The sensor has a coil resistance of between 500 and 600 Ω. The turbine speed sensor can fail in the following ways: Sensor open circuit Short circuit to 12 or 5 volts Short circuit to earth The EAT ECU will detect sensor failure if the vehicle speed exceeds 25 mph (40 km/h) and the engine speed is above 1300 rev/min, but the turbine speed is below 600 rev/min for two seconds or more. Technical Academy JATCO automatic transmission with steptronic control 55

64 In the event of a turbine speed sensor signal failure any of the following symptoms may be observed: Upshift to 5th gear inoperative Torque reduction request from the EAT ECU to the ECM inoperative A failure of the sensor will generate a 'P' code which can be retrieved using TestBook or any Keyword 2000 diagnostic tool. Vehicle speed sensor The illustration (see Figure 44) shows the location of the vehicle speed sensor. Vehicle speed sensor location Figure 44 The vehicle speed sensor is located within the gearbox. The EAT ECU uses this sensor to monitor the rotational speed of the parking gear and calculate this reading into a vehicle speed. The EAT ECU also monitors the vehicle speed using a signal from the ABS ECU. The vehicle speed sensor detects the parking gear rotation speed and sends an electrical output to pin 5 of the EAT ECU which also provides an earth path for the sensor. The sensor operates using the Hall effect principle and produces a PWM signal at a frequency of 18 pulses per revolution of the parking gear. The sensor coil has a resistance of between 500 and 600 Ω. The EAT ECU uses the signal to calculate the following: Amount of engine torque reduction required during gear changes Notify the EAT ECU when the vehicle is stationary, for creep control The vehicle speed sensor can fail the following ways: Sensor open circuit Short circuit to 12 or 5 volts Short circuit to earth 56 JATCO automatic transmission with steptronic control Technical Academy

65 The EAT ECU will detect sensor failure if the ABS ECU speed signal is more than 25 mph (40 km/h) but the vehicle speed sensor reading is less than 3 mph (5 km/h) for more than two seconds. In the event of a vehicle speed sensor signal failure any of the following symptoms may be observed: Upshift to 5th gear inoperative Torque reduction request from the EAT ECU to the ECM inoperative If a failure of the vehicle speed sensor occurs and the ABS ECU speed signal is functional, the EAT ECU will control gear shifting using the ABS ECU signal. If both the vehicle speed sensor and the ABS ECU speed signals fail, the EAT ECU will lock the gearbox in fourth gear (fail-safe mode) and inhibit torque converter lock-up control. Fluid temperature sensor The illustration (see Figure 45) shows the location of the fluid temperature sensor. Fluid temperature sensor location Figure 45 The fluid temperature sensor is located within the gearbox on the valve block. The EAT ECU uses this sensor to monitor the gearbox fluid temperature. When the fluid is cold, the EAT ECU changes gear at higher engine speeds to promote faster fluid warm-up. If the fluid temperature becomes too high, the EAT ECU transmits a cooling request on the CAN link to the ECM to operate the cooling fans. The fluid temperature sensor has an electrical output to pin 39 of the EAT ECU which also provides an earth path for the sensor. The fluid temperature sensor is a negative temperature coefficient sensor. As the temperature rises, the resistance in the sensor decreases. As temperature decreases, the resistance in the sensor increases and the output voltage to the EAT ECU changes in proportion Technical Academy JATCO automatic transmission with steptronic control 57

66 The output voltage from the sensor is in the range of Volts with the lower voltage representing the highest temperature. The change in resistance is proportional to the temperature of the gearbox fluid. From the resistance of the sensor, the EAT ECU calculates the temperature of the gearbox fluid. Should the fluid temperature sensor fail the EAT ECU uses the last recorded EAT ECU value as a default value. Fluid temperature sensor electrical characteristics Temperature C ( F) -40 (-40) (-4) (32) (68) (104) (140) (176) (212) (248) (284) 0.08 Resistance Ohms Ω The fluid temperature sensor can fail in the following ways: Sensor open circuit Short circuit to 12 or 5 volts Short circuit to earth The EAT ECU will detect temperature sensor failure when the vehicle speed exceeds 12.5 mph (20 km/h) and the temperature sensor provides a reading of less than -30 C (-22 F). In the event of a fluid temperature sensor signal failure any of the following symptoms may be observed: Upshift to 5th gear inoperative Torque reduction request from the EAT ECU to the ECM inoperative 58 JATCO automatic transmission with steptronic control Technical Academy

67 Selector and inhibitor switch The illustration (see Figure 46) shows the selector and inhibitor switch. Selector and inhibitor switch Figure 46 The selector and inhibitor switch is located on the selector shaft on top of the gearbox. The switch is connected via a 10 pin connector C0244 to the main harness. The switch receives battery voltage from the main relay via fuse 2 in the engine compartment fusebox. The EAT ECU is provided with a voltage output from the selector and inhibitor switch that corresponds with the gear position the driver has selected. The EAT ECU determines the position of the selector lever by monitoring four sets of contacts in the switch which are operated by the selector shaft. The selector and inhibitor switch actually has seven contacts but three are not used in this application. Each set of contacts corresponds to one of the four selector lever positions (PRND). Only one set of contacts will supply battery voltage to the EAT ECU at any one time. The EAT ECU monitors the switch output every 10 ms. A pair of contacts are provided for the crank inhibit circuit. The contacts are only closed when the selector lever is in the P and N positions. The two contacts are wired in series with the crank inhibit relay and the alarm ECU. When the selector lever is in any position other than P or N, the earth path from the alarm ECU to the crank inhibit relay is broken by the open contacts preventing starter motor operation. In the event of a signal failure any of the following symptoms may be observed: Upshift to 5th gear inoperative Torque converter lock-up inoperative Torque reduction request from the EAT ECU to the ECM inoperative Cranking disabled if fault is on the two inhibitor switch contacts Technical Academy JATCO automatic transmission with steptronic control 59

68 Snow mode switch The snow mode switch is located in the fascia, adjacent to the mirror switch. When the switch is pressed, the EAT ECU transmits a CAN message to the ECM, which in turn transmits a PWM signal to the instrument pack to illuminate the snow mode lamp. The switch has a snow flake symbol which illuminates when the side lamps or headlamps are switched on. The switch is a momentary switch which completes an earth path to the EAT ECU when pushed. The EAT ECU recognises the request and providing that the selector lever is in the D position, will illuminate the snow mode lamp in the instrument pack. The EAT ECU selects a transmission map to vary the gearbox s gear change scheduling and main line pressure to control the gearbox to limit wheel slip in slippery conditions. Snow mode is cancelled by pressing the switch for a second time, moving the selector lever from the D position or switching off the ignition. Gear selector lever assembly The gear selector lever assembly comprises a shift lock solenoid (if fitted), an LED module and microswitches for sport/manual and +/- selection (see Figure 47). A nylon cast plate provides the location for the selector lever components. The plate is secured to the floor pan with six integral studs and nuts. A rubber boot protects the assembly from dirt and moisture under the vehicle and also isolates vibrations from the lever. The selector lever is attached to a gimbal mounting which allows gear selection of PRND in a forward and backward direction and selection between automatic and sport/manual in a left and right transverse direction. When manual mode is selected, the lever can be moved in a forward or backward direction to select + or JATCO automatic transmission with steptronic control Technical Academy

69 Gear selector lever assembly 1.Park/reverse release button 2.LED module 3.Sport/manual microswitch 4.Selector lever 5.Selector cable 6.Manual +/- microswitch Figure 47 There are seven selector lever positions: P (park), prevents the vehicle from moving by locking the gearbox R (reverse), select only when vehicle is stationary and the engine is at idle N (neutral), no torque transmitted to the drive wheels D (drive), this position uses all five forward gears. Normal position selected for conventional driving M (sport/manual - steptronic), this position uses all five gears as in 'D', but will shift up at higher engine speeds, improving acceleration Plus and minus, movement of the selector lever in the +/- positions, when the selector lever is in the 'M' position, will operate the gearbox in manual (steptronic) mode, allowing the driver to manually select all five forward gears The selector lever position is displayed to the driver on the LED module in the centre console and corresponds with the position of the selector lever. The LED module illumination is determined by the selector and inhibitor switch assembly on the gearbox, with the exception of the 'M' LED which is operated by the sport/manual microswitch. The microswitch for sport/manual operation is located on the RH side of the selector lever assembly and is operated when the lever is moved to the 'M' position. Technical Academy JATCO automatic transmission with steptronic control 61

70 Two microswitches for + and - selection are located at the base of the lever and are only operated when the selector lever is in the M position. In some markets, vehicles incorporate an interlock solenoid at the bottom of the lever, which prevents the lever being moved from P (park) unless the ignition switch is in position II and the foot brake is applied. LED module The LED module is located in the selector lever surround and is secured with two integral clips. The module is connected to the main harness by a 12 pin connector C0245. The LED module illuminates the applicable LED for the P, R, N, D and M positions. When the side lamps are switched on, all the LED s are illuminated at a low intensity, with the selected LED illuminated at a higher intensity. Selector cable The selector cable is a Bowden type cable that connects the selector lever to an input lever on the gearbox. A C clip secures the outer cable to the selector lever assembly; the gearbox end of the outer cable is secured to a bracket on the gearbox by an integral clip. The inner cable is adjustable at the connection with the gearbox input lever. Brake switch The brake switch is located on the pedal box below the fascia. The EAT ECU uses this switch to monitor brake pedal application status. The information is input to pin 43 of the EAT ECU on a hardwired connection from the switch. The EAT ECU can allow the gearbox to apply more engine braking therefore slowing down the vehicle in a shorter distance and reducing brake pad wear. The EAT ECU achieves engine braking by applying the low and reverse clutches. The brake switch can fail in the following ways: Switch open circuit Short circuit to 12 or 5 volts Short circuit to earth In the event of a brake switch signal failure, extra gearbox braking will not occur. 62 JATCO automatic transmission with steptronic control Technical Academy

71 Instrument pack The instrument pack displays gearbox selection, illuminates a fault lamp if a gearbox fault is detected and illuminates a lamp when snow mode is selected (see Figure 48). Instrument pack 1.Malfunction Indicator Lamp (MIL) 2.Liquid Crystal Display (LCD) 3.Gearbox mode display 4.Snow mode lamp 5.Gearbox fault lamp Figure 48 The gearbox related displays in the instrument pack are controlled by the ECM which transmits PWM signals to operate the lamps and the LCD. Gearbox fault lamp The gearbox fault lamp is located in the instrument pack. The lamp is illuminated in an amber colour, showing a silhouette of a transmission gear. The lamp is illuminated by a PWM signal from the ECM on receipt of a CAN message from the EAT ECU. This lamp is illuminated for gearbox faults which do not effect emissions. If the fault causes the EAT ECU to adopt the limp home mode (default to 4th gear) the LCD in the instrument pack will show the character 4. Minor gearbox faults may occur which do not illuminate the fault lamp but the driver may notice a reduction in shift quality. Malfunction indicator lamp The MIL is located in the instrument pack and is illuminated in an amber colour and shows a silhouette of an engine. The lamp is illuminated by a PWM signal from the ECM on receipt of a CAN message from the EAT ECU. Technical Academy JATCO automatic transmission with steptronic control 63

72 Emission related faults are detected by the OBD feature in the EAT ECU and will illuminate the MIL in the instrument pack. In this condition only the MIL will be illuminated, the gearbox fault lamp will remain off. Snow mode lamp The snow mode lamp is located in the instrument pack and is illuminated when the snow mode switch is pressed and the selector lever is in position D. The lamp is illuminated by a PWM signal from the ECM on receipt of a CAN message from the EAT ECU. Liquid crystal display The LCD is located in a central position in the instrument pack. In addition to displaying the odometer and trip meter, the LCD also displays the current gearbox status. The following table shows the characters displayed and their definition. Gear position information Character P Park R Reverse N Neutral D Drive D Sport Sport mode 1 Manual 1 st ratio 2 Manual 2 nd ratio 3 Manual 3 rd ratio 4 Manual 4 th ratio 5 Manual 5 th ratio Description The EAT ECU transmits the selector lever position through the CAN bus to the ECM. The ECM processes this information and passes it to the instrument pack in the form of PWM signals to display the gearbox status. Electronic automatic transmission electronic control unit The EAT ECU (see Figure 49) is located on the LH A post, in the footwell behind the trim panel. The ECU is connected to the vehicle wiring by a 54 pin connector C0932. Electronic automatic transmission electronic control unit Figure JATCO automatic transmission with steptronic control Technical Academy

73 The EAT ECU uses a flash electronic erasable programmable read only memory (EEPROM). This enables a new or replacement EAT ECU to be externally configured. EEPROM also allows the EAT ECU to be updated with new information and market specific data. To input new information and market specific data the EAT ECU must be configured using TestBook. The EEPROM allows the ECU to be reconfigured as many times as necessary to meet changing specifications and legislation. The EAT ECU memorises the signal values of the gearbox sensors and actuators. These stored values ensure optimum gearbox performance is achieved at all times. This information is lost if battery voltage is too low, for example if the battery becomes discharged. The EAT ECU reverts to default readings on first engine start after a battery discharge or disconnection. The EEPROM facility in the ECU allows the stored values to be re-learnt, ensuring optimum gearbox performance. If these signals are not within the EAT ECU stored parameters, the ECU will make adjustments to the operation of the gearbox through the actuators to provide optimum drivability and performance. The inputs from the sensors constantly updates the EAT ECU with the current operating condition of both the gearbox and the engine. The ECU compares this current information with mapped information stored within its memory. The ECU will make any required adjustment to the operation of the gearbox through the following actuators: Gear control solenoid valves Lock-up solenoid valve Line pressure solenoid valve The EAT ECU also interfaces with the following: Engine control module (ECM) CAN bus Diagnostic ISO 9141 K line A single 54 pin connector (C0932) provides all inputs and outputs to and from the EAT ECU. Details of each pin in the connector can be obtained from the workshop manual. Main relay The main relay is located in the engine compartment fusebox and supplies battery voltage to the EAT ECU, in addition to other vehicle components. The main relay is energised by the ECM when the ignition is switched on. When the ignition is switched off, the ECM will maintain the main relay in an energised state for several minutes. This allows the for cooling fan operation to continue after the engine has been switched off and allows other vehicle ECU's to remain active. The EAT ECU remains active for a short period after the ignition is switched off to allow EEPROM fault code data to be stored. In the event of a main relay failure, any of the following symptoms may be observed: The gearbox will be locked in 4th gear (limp home mode) No CAN communications will be available Technical Academy JATCO automatic transmission with steptronic control 65

74 Diagnostics A diagnostic socket allows the exchange of information between the EAT ECU and TestBook. The diagnostic socket is located below the fascia, on the driver s side A post. The diagnostic socket is connected to the EAT ECU on an ISO9141 K Line. The system uses a P code diagnostic strategy and can record faults relating to the gearbox operation. The codes can be retrieved using TestBook or any diagnostic tool using Keyword 2000 protocol. Controller area network bus The CAN bus is a high speed broadcast network between the ECM and the EAT ECU allowing fast exchange of data between the two ECU s every few microseconds. The bus comprises two wires which are identified as CAN low (L) and CAN high (H). The wires are twisted together to minimise the electromagnetic interference (noise) produced by the CAN messages. To prevent message errors from electrical reflections, 120Ω resistors are incorporated into the CAN wire terminals of the ECM and the EAT ECU. CAN messages consist of a signal which is simultaneously transmitted, in opposite phase, on both wires. CAN L switches between 2.5 and 1.5 volts, while CAN H switches between 2.5 and 3.5 volts. This causes a potential difference between the two lines to switch between 0 volt (logic 1) and 2 volts (logic 0) to produce the digital signal message (see Figure 50). In the event of a CAN bus failure any of the following symptoms may be observed: Line pressure is set to maximum causing harsh gear shifting Torque converter lock-up control is disabled Transmission of torque reduction message to the ECM is inhibited CAN Bus switching CAN signal Figure JATCO automatic transmission with steptronic control Technical Academy

75 CAN inputs The following details the information received by the EAT ECU: Actual engine torque. This signal indicates the actual engine torque produced at any one time. The EAT ECU uses this information to control gear shift scheduling Engine coolant temperature. Used by the EAT ECU for OBD diagnostic functions and to detect when the engine has completed a 'warm up' cycle Engine friction. This signal is the current frictional torque losses within the engine and is expressed as a percentage of maximum engine torque. The EAT ECU uses this signal to control gear shift scheduling Engine speed. Used by the EAT ECU to calculate gearbox oil pressure to assist control of gear shift scheduling Engine speed error. Informs the EAT ECU if there is a fault with the engine speed calculation. If necessary, the EAT ECU then adjusts gearbox operation to prevent possibility of mechanical damage Engine torque error. Informs the EAT ECU that torque values received are incorrect and there is an ECM torque measurement error Ignition switch status. Used to initiate the EAT ECU power-down routine at ignition off Indexed engine torque. Theoretical engine torque for current throttle setting and engine operating conditions. Same as actual engine torque unless torque reduction in progress. Expressed as a percentage of maximum engine torque. Used to control gear shift scheduling Throttle angle. Used to control gear shift scheduling. Torque reduction status. This signal informs the EAT ECU of the success of a torque reduction request Engine MIL status. This signal indicates to the EAT ECU that the MIL has been illuminated by the ECM. The EAT ECU will disable OBD fault monitoring Vehicle speed. The EAT ECU uses this signal from the ECM to check it's own internal speed sensor CAN outputs The following details the information sent by the EAT ECU: Cooling request. Request for additional cooling of the transmission fluid. The ECM switches on, or increases the speed of the cooling and, if fitted, condenser fans Current/Target gear. Informs the ECM what gear is currently engaged or, if a gear shift is in progress, the gear to which the gearbox is shifting. Used by the ECM for engine load change prediction Gear selector lever position. The EAT ECU transmits a signal to the ECM of the gear selector lever position selected by the driver. The ECM outputs a PWM signal to the instrument pack to display the selection in the LCD Gear shift in progress. Informs the ECM when a gear shift is in progress. Used at idle speed to compensate for engine load changes during the gear shift Gear box fault. The EAT ECU transmits a signal to the ECM that there is a gearbox fault. The ECM outputs a PWM signal to the instrument pack to illuminate the gearbox fault lamp Torque reduction request. Requests the ECM to reduce engine torque for a gear shift (equivalent to lifting off the throttle in manual gearbox models). Amount of torque reduction required expressed as a percentage of maximum engine torque Gearbox MIL status. The EAT ECU transmits a signal to the ECM that there is a gearbox fault which increase emissions above an acceptable level. The ECM outputs a PWM signal to the instrument pack which illuminates the MIL Gear shift mode. The EAT ECU transmits a signal to the ECM of the gearbox selected by the driver. The ECM outputs a PWM signal to the instrument pack to display the mode selected in the LCD or to illuminate the snow mode lamp Technical Academy JATCO automatic transmission with steptronic control 67

76 General operation The EAT ECU controls the following functions: Gear shift scheduling Lock-up control Line pressure control Driving mode engagement Sport mode engagement Manual (steptronic) mode engagement Reverse inhibit Hill mode strategy engagement Downhill recognition Cruise mode engagement Cooling strategy engagement Cold starting/climate strategy engagement Selector position display Driving mode display Fault status Fault code storage Emergency/fail-safe program control Fast off mode Stop/go mode Gear shift scheduling The EAT ECU uses the relationship between the vehicle speed and the throttle position to carry out gear shift scheduling. Depending on these inputs, the EAT ECU controls gear selection using the three shift solenoid valves located in the valve block. Lock-up control The EAT ECU monitors the relationship between vehicle speed and throttle position to calculate when to lock-up the torque converter. Lock-up control is possible in 4th and 5th gears. For example, lock-up is possible at high speed cruising with low throttle position. Torque converter lock-up is also provided in 2nd and 3rd gears when high fluid temperatures are detected by the ECU. A refinement to the torque converter lock-up system is the reduction of harshness or shock during torque converter lock-up. The EAT ECU controls the lock-up solenoid valve to provide a smooth lock-up function. The solenoid is operated slowly, and gradually varies the fluid pressure to the lock-up control valve. This causes the lock-up clutch to engage slowly, producing a smooth operation. To promote engine warm-up at low temperatures, the EAT ECU will inhibit lock-up if the gearbox fluid temperature is below 40 C (104 F). 68 JATCO automatic transmission with steptronic control Technical Academy

77 Line pressure control Line pressure refers to the operating fluid pressure that is supplied to the multi-plate clutches, multi-plate brakes and brake band within the gearbox. Line pressure control provides smooth vehicle operation and gear shift action. The line pressure control is continuously responding to current driving conditions to regulate and deliver the optimum operating pressure at all times. For example, line pressure is lower under normal operating conditions than it would be under hard acceleration. The EAT ECU controls line pressure by actuating the line pressure solenoid valve in the valve block. The ECU calculates the line pressure required by using engine speed, vehicle speed and throttle position. High line pressures will cause very harsh gearshifts and gear engagement. Low line pressure will cause gearshifts to take an excessive amount of time to change, which will quickly burn out the clutches, brakes and brake band within the gearbox. Driving modes There are four different driving modes that the driver can select, normal mode, sport mode, manual mode and snow mode. The different modes are selected by the gear selector lever or, in the case of snow mode, a separate momentary switch. The gear change scheduling is altered to correspond with the mode selected. Normal mode On power up the EAT ECU always initialises normal mode. In this mode all automatic/adaptive modes are active. Normal mode is a compromise between sport and snow modes, providing gear change scheduling for economic driving. Sport mode In sport mode the EAT ECU controls the gearbox to downshift more readily and use gear change schedules that hold the lower gears for longer at high engine speeds. This enhances acceleration and vehicle responsiveness. Sport mode is selected by moving the gear selector lever to the M position. Manual (steptronic) mode Manual mode allows the driver to operate the gearbox as a semi-automatic, steptronic gearbox. The driver can change up and down the five gears with the freedom of a manual transmission. Gearshift maps programmed in the EAT ECU protect the engine at high engine speeds by automatically changing up to prevent engine over speed and changing down to prevent stalling. Manual mode is entered by moving the selector lever to the M position and moving the lever to either the + or - positions to move the gearbox up and down the five gear ratios. Manual mode is exited by moving the selector to position D. Technical Academy JATCO automatic transmission with steptronic control 69

78 Snow mode In snow mode the EAT ECU will modify gear change scheduling to aid the control of the vehicle in wet or icy conditions. Gear changes will shift at lower engine speeds. Snow mode is entered by pressing the momentary switch located in the fascia, adjacent to the mirror switch. Snow mode can be exited by pressing the switch for a second time, if the selector lever is moved from position D or when the ignition is switched off. Automatic driving modes There are four different driving modes that the driver can select, normal mode, sport mode, manual mode and snow mode. In addition to this there are nine EAT ECU selectable modes of operation. These are: Reverse inhibit Hill mode Downhill recognition Cruise mode Cooling strategy Engine cooling fan Cold start/climate strategy Fast off mode Stop/go mode Reverse inhibit If the vehicle exceeds 6 mph (10 km/h) in the forward direction, and reverse (R) gear is selected, the EAT ECU switches on the low clutch timing solenoid valve in the valve block, which drains the fluid from the reverse clutch. This function prevents the gearbox from engaging reverse gear when the vehicle is moving in a forward direction, so preventing damage to the gearbox. Hill mode Hill mode modifies the gearbox shift pattern to assist drivability on steep gradients. The EAT ECU detects the conditions to activate hill mode by monitoring the engine torque values, throttle angle and engine speed. This mode also assists driving at high altitudes. Downhill recognition On downhill slopes there is a tendency for automatic gearboxes to upshift due to the increase in vehicle speed and the decrease in throttle angle. The reduction in engine braking causes the driver to use the brakes. A downhill slope is recognised by EAT ECU as an increase in vehicle speed with a decrease in throttle angle. When a downhill slope is recognised and the brakes are applied, the shift pattern is over-ruled and the gearbox shifts down a gear if engine speed allows. The downhill mode is cancelled upon application of the throttle. 70 JATCO automatic transmission with steptronic control Technical Academy

79 Cruise mode When cruise control is selected the EAT ECU shift maps are in conflict. The cruise control system requires quick acting and large throttle angle variations to maintain the vehicle speed, which causes the gearbox to continually up and down shift. When cruise control is selected a signal is sent to the EAT ECU which activates a specially designed cruise control shift map that is far less sensitive to changes in throttle angle. Cooling strategy The purpose of the cooling strategy is to reduce engine and gearbox temperatures during high load conditions, for example when towing trailers. Under these conditions the engine and gearbox may generate excessive heat. While in any gear other than 5th, or in 5th gear with the vehicle speed above 38 mph (61 km/h), if the gearbox fluid temperature increases to 124 C (255 F), the EAT ECU employs the cooling strategy. This strategy consists of a separate shift and torque converter lock-up map that allows torque converter lock-up or gear changes to occur outside of their normal operating parameters. This will reduce either the engine speed or the slip in the torque converter, therefore reducing the heat generated. The EAT ECU cancels the cooling strategy when gearbox fluid temperature decreases to 120 C (248 F). Engine cooling fan If the gearbox fluid temperature increases to 110 C (230 F), the EAT ECU sends a cooling request message to the ECM on the CAN bus. The ECM then switches the engine cooling fan on, or if it is already on, keeps it on, to maintain the air flow through the fluid cooler. The EAT ECU cancels the cooling request when the fluid temperature decreases to 100 C (212 F). Cold start/climate strategy The purpose of the cold start/climate strategy is to promote rapid engine and gearbox warm-up. This is beneficial to vehicle emissions, fuel economy and vehicle drivability. The EAT ECU monitors the engine coolant temperature and delays gear changes and inhibits lock-up of the torque converter until the engine coolant temperature is above 40 C (104 F). Fast off mode On a conventional automatic gearbox, if the throttle is applied to kick-down the gearbox and then immediately lifted, the gearbox will change up to the highest possible gear. This will remove all engine braking resulting in the vehicle speed increasing through overrun. Technical Academy JATCO automatic transmission with steptronic control 71

80 Fast off is an adaptive mode which identifies the rapid application and removal of the throttle and temporarily holds the present gear. This maintains engine braking and avoids the vehicle gaining speed by overrunning. Stop/go mode Stop/go is an adaptive mode which inhibits first gear when driving in slow moving traffic improving drive quality. This prevents the gearbox repeatedly changing between first and second gears. The EAT ECU monitors gear selection and when a change pattern of first, second and first gears is detected, the ECU enters stop/go mode. When the vehicle speed increases to a point where third gear is selected, the ECU will exit the stop/go mode. System diagnostics If the EAT ECU detects a failure an associated fault code will be stored in the EAT ECU memory. TestBook is used to retrieve these fault codes to identify the cause of the failure. Gearbox fault status If the EAT ECU detects a fault with the gearbox system it will enter a fail safe mode. There are many fail safe modes the EAT ECU can adopt. The EAT ECU will adopt the fail safe mode most acceptable for the driver and will ensure the least amount of damage to the gearbox. When a fault is detected a CAN message is sent from the EAT ECU to the instrument pack and the gearbox fault lamp or the MIL is illuminated. Some faults may not illuminate the gearbox fault lamp, but the driver may notice a reduction in shift quality. Engine speed and throttle monitoring The ECM constantly supplies the EAT ECU with information on engine speed and throttle angle through messages on the CAN bus. This information is used by the EAT ECU to calculate the correct timing of gear changes. If the messages are not received from the ECM, the EAT ECU will implement a back-up strategy to protect the gearbox from damage, whilst allowing the vehicle to be driven. In the event of an engine speed signal failure any of the following symptoms may be observed: Decrease in fuel economy Increase in engine emissions In the event of a throttle position signal failure, any of the following symptoms may be observed: Harsh gear changes No kickdown Torque reduction request inhibited 72 JATCO automatic transmission with steptronic control Technical Academy

81 series enhancements K series enhancements Introduction The K series engine first appeared in the Rover 100, 200 and 400 ranges, subsequently it has been adapted for installation in a number of products including the Rover 75, the MGF sports car, the Land Rover Freelander as well as being sold externally for use in products such as the Caterham 7 and the Lotus Elise. The range of engines has expanded to include a number of different engine sizes from 1.1 litre 4 cylinder 8 valve to 2.5 litre V6 24 valve. All share the same K series features and benefits of: aluminium block and head long life spark plugs fast warm up to aid economy and enhance heater and de-icing performance There are seven powertrain and four transmission options available, see table 'Technical data'. All engines are emissions compliant to EU3 legislation from launch, with the exception of the 1.1 eight valve. Technical data Type Litres Power kw/ps Torque Nm/lb. ft Transmission Model K-Series 8v rpm 3900 rpm R65 5 speed manual Rover 25 K-Series 16v rpm 4500 rpm R65 5 speed manual Rover 25 K-Series 16v 1.4 plus 6000 rpm 4500 rpm R65 5 speed manual Rover25/Rover45 K-Series 16v rpm 4500 rpm R65 5 speed manual Rover 25/Rover 45 K-Series rpm 3000 rpm PG1 5 speed manual Rover 45 K-Series 16v rpm 2750 rpm Em-CVT Rover 25/Rover 45 K-Series 16v VVC rpm 4000 rpm PG1 5 speed manual Rover 25 KV6 24v rpm 4000 rpm JATCO 5 speed automatic with steptronic Rover 45 K series The K series engine was launched in 1989 and is built up from aluminium castings bolted together. These consist of three major castings, the cylinder head, cylinder block and bearing ladder, which is line bored to provide the main bearing bores. Attached to these three major castings are three minor castings. Above the cylinder head is the camshaft carrier and the camshaft cover, and below the bearing ladder is an oil rail. Each of the ten cylinder head bolts pass through the cylinder head, cylinder block and bearing ladder to screw into the oil rail. This puts the cylinder head, cylinder block and the bearing ladder into compression with all the tensile loads being carried by the cylinder head bolts. When the cylinder head bolts are removed, additional fixings are used to retain the bearing ladder to the cylinder block and oil rail to the bearing ladder. The additional bolts in the bearing ladder also aid sealing around the periphery. The cross flow cylinder head has four valves per cylinder, and central spark plug combustion chamber arrangement. The inlet ports are designed to induce swirl and control the speed of the induction charge. This serves to improve combustion and, hence, fuel economy. Performance is also increased, with a reduction in exhaust emissions. Self adjusting hydraulic tappets are fitted on top of each valve, operated directly by the camshafts. Technical Academy K series enhancements 73

82 The well proven K series 16 valve 1.4, 1.4 plus, 1.6 and 1.8 litre engines have undergone changes to meet new quality and legislative standards. Specific enhancement include: EU3 emissions compliance New generation engine management system (MEMS 3 except K1.1 and KV6) including full on-board diagnostics of emission control equipment New camshaft drive belt auto-tensioners to reduce noise and increase service life from 60,000 to 90,000 miles New camshaft sensor - required by MEMS 3 for sequential fuelling New camshaft and timing belt covers with higher content of recyclable material and the camshaft cover now facilitates the camshaft sensor New ignition system including plug top coils and coil covers New single supplier (Bosch) of electrical ancillaries (Denso starter motor for EmCVT ) Pre-catalytic converter fitted to the exhaust manifold down pipe Modified cylinder head assembly to allow for the camshaft sensor The alternator heat shield now covers the exhaust manifold The alternator/air conditioning belt now has an automatic tensioner Recyclable material for the camshaft timing and auxiliary belts The flow rate of the injectors have changed to meet emission targets Stronger cast sump on Rover 45 KV6 24 valve 2.0 Litre The KV6 engine is an all aluminium construction, with a 90 V configuration. The KV6 engine uses long cylinder head bolts engaging in threads 70 mm below the mating face of the cylinder block to attach the cylinder head to the cylinder block. This ensures sufficient structural stiffness to take advantage of the compressive strength of aluminium alloy and minimise tensile loadings. There are eight cylinder head bolts for each cylinder head, located below the camshafts. The engine features twenty four valves, sequential fuel injection, water cooling and is transversely mounted. The 2.0 KV6 provides a smooth, refined and progressive performance alternative for those looking for an effortless driving experience from a larger engine. Only available with the JATCO 5 speed automatic transmission this powertrain features steptronic gear selection as standard. The engine has undergone major changes from the one originally introduced to the Rover 800. These improvements, instigated for Rover 75, are carried across to Rover 45, these include: Engine acoustic cover A moulded plastic acoustic cover (see Figure 51) is fitted over the engine which absorbs engine generated noise. Foam is bonded on the inside surface of the acoustic cover and a rubber seal is fitted around the oil filler cap. 74 K series enhancements Technical Academy

83 Acoustic cover Figure 51 Valves The exhaust valves (see Figure 52) are of the carbon break type. A machined profile on the valve stem removes any build up of carbon in the combustion chamber end of the valve guide. All valve seats are machined in three planes, improving valve to seat sealing. Exhaust valve Oil cooler Figure 52 An oil cooler is included which is designed to keep the engine lubrication oil cool, under heavy loads and high ambient temperatures. The engine oil cooler is a partial flow type and is located at the bottom left hand side of the engine (see Figure 53), it is attached to the sump by two bolts. Oil is delivered to and from the oil cooler through pipes which are connected to the oil filter adaptor. Connections at the end of the oil cooler provide ports for coolant flow under pressure from the coolant pump. Technical Academy K series enhancements 75

84 Oil cooler Figure 53 Cylinder head 1.Oil cooler The cross-flow cylinder heads are based on a four valve, central spark plug combustion chamber, with the inlet ports designed to induce swirl and control the speed of the induction charge. This serves to improve combustion and hence fuel economy, performance and exhaust emissions. Left hand and right hand cylinder head castings are identical. 76 K series enhancements Technical Academy

85 Cylinder head gasket The KV6 utilises a multi-layer stainless steel cylinder head gasket. The gasket comprises four stainless steel functional layers, and a stainless steel distance layer to maintain fitted thickness. A full embossment profile is employed to seal the combustion gases and half embossments are used to provide a durable fluid seal. Sealing characteristics are further enhanced by the application of a fluor-elastomer surface coating to all layers of the gasket. Cylinder block The cylinder block is constructed of an aluminium alloy and is cast in three sections: 1. cylinder block 2. main bearing ladder 3. lower crankcase extension For strength and rigidity, the bearing ladder is manufactured from special alloy A357TF as used in the aero industry. The main bearing ladder is secured to the cylinder block with sixteen bolts, thus creating a very rigid crankcase box. A separate outer crankcase extension adds further strength to the lower end of the cylinder block. The lower crankcase extension is sealed to the underside of the cylinder block using Hylogrip 3000 sealant and bolted to the underside of the cylinder block with ten bolts. Fitted to the lower crankcase is an aluminium alloy sump. Water pump The rotor type water pump has a revised face and new internal seals. It is mounted on the front end of the engine and is driven by the camshaft belt (see Figure 54). Technical Academy K series enhancements 77

86 Water pump Figure 54 1.Water pump Sump The cast aluminium sump (see Figure 55) is a wet-type, sealed to the lower crankcase extension using Hylogrip 3000 sealant applied to the sump flange. The sump is fixed to the lower crankcase extension using ten bolts. Sump Figure K series enhancements Technical Academy

87 A baffle plate (see Figure 56) is fitted in the lower crankcase extension to minimise the effects of oil slosh. Baffle plate 1.Baffle plate Figure 56 An oil pick-up with integral strainer is located in the centre of the sump oil well, as a source for the supply of engine lubrication oil to the oil pump. Oil is sucked up though the end of the pick up and strained to prevent solid matter from entering the oil pump. Oil pump and filter The oil pump is directly driven from the crankshaft. The oil pump housing includes the oil pressure relief valve, oil filter, oil pressure switch and return/supply outlets for the engine oil cooler. A full-flow, disposable canister-type oil filter is attached to a housing which is integral with the oil pump assembly at the front of the engine. Starter motor On KV6 automatic transmission engines, the starter motor is located at the left hand end of the engine and is secured to threaded holes at the top of the gearbox casing with three flanged bolts. Due to the position of the left hand engine mount on Rover 45, the Denso starter motor is slightly shorter, compared to that of the Rover 75. Alternator The Denso alternator (see Figure 57) is located on the top of the engine on the right hand side and is secured to an aluminium casting with two bolts which screw through two split bushes into threaded holes in the casting to improve belt alignment. Technical Academy K series enhancements 79

88 Alternator Figure 57 Power steering pump The power steering pump (see Figure 58) has changed to accommodate the alterations made to the steering rack (the ratio has changed so it requires less turns to move from lock to lock). The new pump operates at a pressure of 9.1 bar. Power steering pump Auxiliary drive belt Figure 58 A shorter belt is fitted to derivatives without air conditioning, driving the alternator and power steering pump. If air conditioning is fitted, a longer auxiliary drive belt is fitted, driving the alternator, the power steering pump and the air conditioning. The belt tensions automatically. Spark plugs The use of platinum coated spark plugs gives an extention in plug life from 24,000 to 60,000 miles. 80 K series enhancements Technical Academy

89 Ignition coils The Denso coils for cylinders two, four and six are located directly over the sparking plug (see Figure 59). These coils have no high tension (HT) lead but have an extended plug cap that reaches the sparking plugs. Ignition coils even bank Figure 59 Cylinders one, three and five have their coils mounted on the induction manifold and use short HT leads to reach the sparking plugs (see Figure 60). Ignition coils odd bank Crankshaft position sensor Figure 60 The crankshaft position sensor is mounted on the gearbox. Technical Academy K series enhancements 81

90 Camshaft covers The camshaft covers have extra volume to assist crankcase ventilation (see Figure 61). Camshaft cover Figure 61 Camshafts Twin camshafts on each cylinder bank are retained by a camshaft carrier, line bored with the cylinder head. The camshafts are located by a flange which also controls end-float. Drive for the exhaust camshaft is provided by the inlet camshaft via a separaate belt at the rear of the cylinder head. This allows for a much shorter and simpler run for the main camshaft drive belt at the front of the engine. The exhaust and inlet camshafts are colour coded. See table Camshaft colour codes Camshaft colour coding Inlet camshaft Exhaust camshaft Camshaft White paint mark Green paint mark Identification Inlet camshaft mounted dampers The exhaust camshaft drive gears have dampers integral with the gear to minimise torsional vibration. The inlet camshaft for the Left hand cylinder head, houses a reluctor which is used in conjunction with the camshaft sensor to measure engine position and cycle. The camshaft sensor is located on a bracket on the Left hand camshaft cover. Inlet manifold The inlet manifold chamber (see Figure 62) is a one piece plastic moulding which is fitted on the inlet manifolds and secured with four bolts. Three O rings located in machined grooves in the right hand inlet manifold and three moulded seals located in recesses in the inlet manifold chamber provide a seal between the inlet manifold chamber and the inlet manifolds. 82 K series enhancements Technical Academy

91 The inlet manifold chamber features a single throttle body feeding into a Y piece which separates into two secondary pipes. The secondary pipes feed into two main plenums, one for each bank of three cylinders. At the closed end of the plenums is a balance valve, operated by an electric motor. This valve enables the two plenums to be connected together. From the two plenums, the primary tract length to the cylinder head face is approximately 500 mm. Each of these tracts has a side junction, fitted with a power valve and feeding into the short tract plenum, approximately 350 mm from the cylinder head face. Each power valve is connected to a link rod which is operated by an electric motor. 1.Balance valve 2.Main plenums 3.Secondary tracts 4.Throttle housing 5.Air cleaner 6.Power valves (6 off) 7.Primary tracts 8.Short tract plenum Figure 62 The variable intake system operates in three conditions: 1. Low speed 2. Mid-range 3. High speed Technical Academy K series enhancements 83

92 1. Low speed At low speed the balance valve and power valves are closed. This effectively allows the engine to breathe as two three cylinder engines, each having a separate plenum and long primary tracts. The primary and secondary tracts, and the plenum volume are tuned to resonate at 2,700 rev/min., giving a peak torque at this speed. 2. Mid-range For increased mid-range torque performance, the plenums are connected using the balance valve. The power valves remain closed. This allows the engine to use the long primary tract length, which is carefully tuned with the balance valve, to produce maximum torque at 4000 rev/min. 3. High speed At high engine speeds the balance valve remains open and the six power valves are opened. This allows the engine to breathe from the short tract plenum via the short primary tract lengths. These lengths and diameters are tuned to produce a spread of torque from 4,000 rev/min. upwards, with maximum power at 6500 rev/min. The pressure dynamics significantly reduce the pump losses below 4000 rev/min. resulting in improved fuel consumption. Fuel system The fuel system used on the Rover 45 is of the recirculating type as opposed to the returnless system on Rover 75. The one piece plastic fuel rail feeds the injectors and a pressure regulator valve maintains a pressure of 3.5 bar within the fuel circuit. Air assisted injectors The fuel injectors are of an air assisted type, made by Bosch. Air assistance is provided by a drilling in the induction manifold which allows air drawn in by the manifold depression to interfere with the fuel at the injector tip. This interference improves the atomisation of the fuel. After atomisation, the fuel is fired at the rear of the valves, thus improving the idle speed characteristics and increases overall running efficiency. Service The service intervals of K series have been extended to 15,000 miles (25,000 k/mh), this excludes the VVC engine. The VVC engine is 12,000 miles (20,000 k/mh) with an initial 3,000 mile (5,000 k/mh) service. 84 K series enhancements Technical Academy

93 series enhancements L series enhancements Introduction The L series engine is a four cylinder, two valve, direct injection diesel engine with electronically controlled fuel injection. The engine features a cast iron cylinder block with aluminium alloy cylinder head and cast alloy sump. The cylinder block incorporates direct bored, Siamese bores to provide a rigid structure and to reduce engine length. A cast iron crankshaft has four balance weights and cold rolled journals. Crankshaft endfloat is controlled via four thrust washers at the centre main bearing. The oil pump is driven via a woodruff key on the front end of the crankshaft. The flywheel is secured to the rear of the crankshaft via eight micro-encapsulated bolts. The flywheel also incorporates a hole for a timing pin when the fuel pump timing is being checked or adjusted. Four additional drillings on the inner face of the flywheel provide information on the crankshaft position to the engine control module (ECM) via the crankshaft position sensor. The cylinder head has a single camshaft which runs in line-bored bearings formed by the cylinder head and the camshaft carrier. The camshaft is driven by a single toothed belt, and operates two valves per cylinder via hydraulic tappets. Oil supply to the camshaft and hydraulic tappets is fed from a full length oil way in the cylinder head and individual drillings. The toothed camshaft belt is tensioned automatically. An electronically controlled fuel injection pump is located to the front of the engine and is driven by the camshaft toothed belt. An externally mounted water pump is driven from the rear of the power steering pump. Both the power steering pump and the alternator are driven by the auxiliary belt whose tension is controlled by a fully automatic spring loaded tensioner. L series enhancements The L series diesel turbo charged injection engine (TCie) will be available in the fully electronically controlled form which has been re-tuned to increase the torque output from 210 Nm to 240 Nm, see table Technical data. The engine has also been modified to be EU3 compliant from the introduction of Rover 45, the main changes to achieve this compliance have been the fitment of a higher pressure fuel pump and the corresponding drive belts. Technical data Type Litres Power kw/ps Torque Nm/lb. ft L series TCie rpm 2000 rpm PG1 5 spe The main enhancements to the L series diesel engine are: Fuel injection pump and injectors The Bosch VP37 fuel injection pump has been replaced with a Bosch VP30 high pressure fuel pump. The VP30 has the capacity of handling up to 1400 bar as opposed to 850 bar of that of the earlier VP37. The fuel injection pump drive pulley now includes a weighted mass attached to the end of the pulley to dampen any torsional vibration created by the fuel injection pump. Technical Academy L series enhancements 85

94 The fuel injectors are now also rated at 1400 bar and incorporate a six hole spray nozzle, as opposed to five, to increase the spray pattern and, therefore, improve combustion and emissions. Rear belt tensioner An automatic belt tensioner is now fitted to the L series diesel engine, which incorporates an index pointer which is aligned with a tension indicator during adjustment (see Figure 63). Automatic belt tensioner Rear belt cover 1.Automatic belt tensioner Figure 63 The rear belt cover has been increased in size to accommodate the larger fuel injection pump drive pulley. Cylinder head The machining of the exhaust port, in the cylinder head, has changed to improve the flow of exhaust gases and the depth of the injector ports has increased by 0.5 mm. Camshaft damper A camshaft damper is installed on the front camshaft pulley to reduce torsional vibration. Exhaust manifold For installation purposes, the gradient at which the exhaust gas recirculation valve (EGR) and cooler are attached to the exhaust manifold, has been increased. Turbocharger For installation purposes again, the exhaust side of the turbocharger is now a single shoulder casting, connecting to the exhaust downpipe. To enhance the engines performance the turbocharger boost pressure has been increased. 86 L series enhancements Technical Academy

95 Exhaust gas recirculation cooler An EGR cooler is fitted in the EGR line between the exhaust manifold and the EGR valve. The exhaust gas flows through a bundle of pipes flooded by coolant. The purpose of EGR cooling is to further reduce the Nitrous Oxide and particle emissions. Oil cooler The oil cooler, for the L series diesel engine, now has a larger capacity for improved performance and the cut out switch, for the air conditioning, has been deleted. Fuel injection pump drive belt The following section describes the removal and installation of the drive belt and the procedure required to correctly time the fuel injection pump. Note: It is important to always refer to the latest edition of the workshop manual before commencing repair/adjustment procedures. Removal Raise the front of the vehicle. Remove the fuel injection pump timing belt cover, the camshaft timing gear damper and the right hand front road wheel. Insert the timing pin (special tool 18G 1523) through the hole in the gearbox adapter plate, and using assistance, rotate the crankshaft until the timing pin enters the flywheel. Check that the timing marks on the camshaft gear and belt cover are aligned (see Figure 64). Technical Academy L series enhancements 87

96 Timing marks Figure 64 1.Camshaft gear and belt cover timing marks 2.Timing pin, 18G 1523 Note: Never use the camshaft gear, gear retaining bolt or the timing belt to rotate the camshaft. Loosen the 4 bolts securing the fuel injection pump timing belt drive gear to the hub. Insert the timing pin (special tool 18G 1717) through the fuel injection pump timing belt drive gear and into the hole in the adapter plate (see Figure 65). 88 L series enhancements Technical Academy

97 Fuel injection pump drive gear and adapter plate 1.Timing pin, 18G Automatic tensioner bolt 3.Retaining bolts Figure 65 Note: The timing pin must be a sliding fit. If the pin is a tight fit, rotate the fuel injection pump gear slightly using a socket on the gear nut until the pin can be inserted correctly. Loosen the timing belt tensioner bolt, move the tensioner away from the belt and tighten the bolt. Note: If the drive belt is to be refitted, mark the direction of rotation on the belt. Remove the timing belt. Note: Do not rotate the camshaft or the fuel injection pump with the timing belt removed. Ease the belt from the gears using fingers only. Store the belt on its edge with a radius greater than 50 mm. Do not use a belt which has been twisted or bent double as this can fracture reinforcing fibres. Do not use an oil or water contaminated belt. The cause of contamination must be rectified. Although the belt has a service life of 84,000 miles (135,000 km), an existing belt should only be refitted if it has completed less than 42,000 miles (65,000 km). Refit Clean the timing belt gears. Note: If the gears have been subjected to prolonged oil contamination, they must be soaked in a solvent bath and thoroughly cleaned and dried before reuse. The cause of contamination must be rectified. Leave four bolts securing the fuel injection pump timing belt drive gear to the hub loose enough for the gear to rotate within the slots without tipping. Technical Academy L series enhancements 89

98 Rotate the fuel injection pump timing belt drive gear fully clockwise within the slots. Fit the drive belt using fingers only. If necessary, rotate the drive gear anticlockwise until the drive belt locates in the gear teeth. Fitting the belt with the drive gear in the other possible position will not allow for correct belt adjustment. Note: If the original belt is refitted, ensure the direction of rotation is correct. Rotate the tensioner clockwise with special tool until the index pointer passes the tension indicator (see Figure 66). Allow the tensioner to return clockwise until the pointer is in line with land as shown. Hold the tensioner in this position and tighten the tensioner bolt to 45 Nm. Automatic belt tensioner Figure 66 1.Automatic belt tensioner special tool location Remove the fuel injection pump drive gear timing pin (special tool 18G 1717) and the flywheel timing pin (special tool 18G 1523). Rotate the crankshaft 2 complete revolutions and fit the timing pin (special tool 18G 1523). Note: Ensure the pin is fully inserted the hole in the flywheel. Check that the camshaft drive gear timing mark is aligned with the mark on the back cover (see Figure 64). Insert the timing pin (special tool 18G 1717) through the fuel injection pump drive gear and into the hole in the adapter plate. If necessary, rotate the fuel injection pump drive gear slightly using a socket on the gear nut (see Figure 67). 90 L series enhancements Technical Academy

99 Fuel injection pump gear nut 1.Fuel injection pump gear nut 2.Timing pin, 18G 1717 Figure 67 Note: Check that the automatic tensioner pointer is still in line with the land on the tensioner indicator. If not, the belt adjustment must be repeated. With the fuel injection pump gear held with a socket to maintain a sliding fit for the timing pin (special tool 18G 1717), tighten the bolts retaining the drive gear to the hub to 25 Nm (see Figure 68). Fuel injection pump timing pin 1.Fuel injection pump timing pin 2.Retaining bolts Figure 68 Remove the fuel injection pump drive gear timing pin (special tool 18G 1717) and the flywheel timing pin (special tool 18G 1523). Technical Academy L series enhancements 91

100 Fit the fuel injection pump timing belt cover, camshaft timing gear damper and the right hand road wheel. Remove the stands and lower the vehicle. Electronic diesel control A purely mechanical fuel injection system would not be accurate enough to comply with the increasing stringency of exhaust emission legislation. This has lead to the development of a fully functional diesel specific diesel engine management system known as electronic diesel control 15 (EDC 15). The system is controlled by an engine control module (ECM) and is able to monitor, adapt and control the fuel injection precisely. In order for set emission limits to maintained, the EDC system uses multiple sensor inputs and precision control of actuators to achieve optimum performance during all driving conditions. The advantages of EDC are as follows: Greater fuel economy Reduced exhaust emissions Reduced engine noise More effective cold starting Smoother engine operation The EDC 15 system is very similar to that of the EDC system fitted to the Rover 400 and the more powerful version of the Rover 200 L series engine. Some of the changes are as follows, between the two systems: A new higher pressure pump containing an ECU which controls the amount of fuel injected and the exact point of ignition. A new air flow meter A new throttle position sensor A new manifold absolute pressure sensor The ECM controls the delivery of fuel to all four cylinders via a CAN link to the fuel injection pump. Fuel injection pump The fuel injection pump now incorporates a micro controller in the casing (see Figure 69). Fuel injection pump Figure L series enhancements Technical Academy

101 The micro controller (injection pump ECU), is connected to the ECM via a CAN bus connection. This connection is used to instruct the pump ECU to inject a certain quantity of fuel and at a certain time. The fuel injection pump controls the position of the fuel control collar and the injection timing solenoid to achieve the targets set by the ECM. The pump ECU also receives, from the CAN bus, a feed back signal generated by the inductive sensor incorporated into cylinder number one injector. There are two ways the ECM can stop the engine. It will instruct the pump ECU to stop activating the fuel cut-off solenoid, at the same time it can also remove the power to the pump ECU, this will have the affect of moving the fuel control collar back past what the usual idle position would be, and thus stop the engine. Mass air flow meter The primary function of the mass air flow (MAF) meter is to measure the air mass entering the engine. It also incorporates an air temperature sensor (IAT) to measure the temperature of air entering the engine s intake system (before the turbo charger and intercooler). The ECM will use the signal from the IAT and will calculate the cylinder intake air temperature using other information programmed into the ECM, such as: The length of time the engine has been runing (heating effect of the turbo charger) The heat loss ratio between the intercooler (surface area) Ambient air (cooling air) The manifold absolute air pressure sensor is used as a safety device in the event that the turbo charger over boosts the engine. Throttle position sensor The throttle position sensor has been modified internally, operating the idle position switch in a slightly different way. As a result, it is important that the correct switch is fitted to the Rover 25 and Rover 45. Both systems use a remotely mounted throttle position sensor driven by a throttle cable. Service The service intervals for L series engine remains at 12,000 miles (20,000 k/mh). Technical Academy L series enhancements 93

102 MEMS 3 Modular engine management system 3 System introduction The engine management system fitted to the K series engine instaltions, except the 1.1 eight valve (MEMS 1.9), is a modular engine management system 3 (MEMS 3). MEMS 3 has been designed to meet the new emission regulations. This legislation has two imporant dates; 1 st January 2000 (new models compliant with EDC 3 legislation) 1 st January 2001 (all models compliant with EDC 3 legislation) Rover Group will be progressively converting all existing models to be ECD 3 compliant within the year The European Commission Directive Stage 3 (ECD 3) mandates control over the level of exhaust emissions, evaporative emissions and on-board diagnostics (OBD) required by all vehicles manufactured from 1st January OBD gives the vehicle the ability to monitor system components, the failure of which would cause emissions to exceed legislated thresholds. The fault codes ('P' codes) are stored in the engine control module (ECM) memory. Under certain fault conditions, the driver will be made aware of a fault by the illumination of the malfunction indicator lamp (MIL) on the instrument panel. Before the activation of full European on board diagnostics (EOBD), MEMS 3 will log all the fault codes but will not illuminate the malfunction indicator lamp. The following pages will detail the system components, system interfaces and system strategies that the MEMS 3 ECM uses to provide its refined performance and legal emissions obligations. The MEMS 3 ECM is located in the engine compartment (see Figure 70). It has two connectors, both of the latching type. MEMS 3 ECM Figure 70 The ECM has advanced fault handling capacity with the ability to retain many different faults along with the engine conditions when the most recent of these faults was detected. As part of the on board diagnostics, the ECM is required to handle emission related faults in a way that will allow the engine to continue running but with emission levels kept within the legal limit. If the engine management system (EMS) cannot maintain emission levels, it will inform the driver by illuminating the malfunction indicator light (EOBD compliant vehicles only). 94 MEMS 3 Technical Academy

103 When the ECM first detects a fault, it will record the following freeze frame data: Warm up cycles from MIL off Fuel status code Coolant temperature Short term fuel trim Long term fuel trim Manifold pressure Engine speed Vehicle speed Calculated load Fuel level Distance travelled since fault The ECM will store a fault code provided the fault occurrence exceeds a predetermined threshold. A threshold for each fault code is programmed into the ECM so that an occasional spurious signal, caused by interference or an unusual mechanical event, will not trigger a fault code. In addition, the ECM 'debounces' a fault code before it will log a MIL event. The ECM 'debounces' a fault over three drive cycles (EOBD). A drive cycle, in this context, can be defined as an engine start, followed by a driving mode where a fault would be detected (if the particular component or system was faulty), followed by a power down sequence. Debouncing a fault code ensures that the fault is not a one-off event. If the same fault is seen on successive driving cycles, a MIL event will be logged. The freeze frame data stored will be that captured when the first fault occurred (assuming that another type of fault has not overwritten it). If a fault clears itself, the MIL lamp will extinguish (only if MIL lamp is active on vehicle) after three consecutive fault-free driving cycles. The freeze frame data, however, will only be cleared from the ECM memory after forty engine warm-up cycles have occurred. A warm-up cycle is defined as a driving mode where the engine coolant temperature is below its lower threshold when the vehicle is started and enough time passes for the coolant temperature to climb above its upper threshold before the ECM is again powered down. Technical Academy MEMS 3 95

104 System inputs The following is a list of all the components or signals from other systems that provide information to the ECM: Secondary speed sensor Park/neutral switch Alternator load signal Fuel tank level signal Rough road signal Gearbox information Crankshaft sensor Camshaft sensor Throttle position sensor Coolant temperature sensor Oil temperature sensor Oil temperature sensor (VVC located in the cylinder head) Temperature, manifold absolute pressure (TMAP) sensor Air intake temperature sensor Oxygen sensor Evaporator temperature sensor Inertia switch Immobilisation signal Ignition switch signal Air conditioning request signal Gearbox secondary speed sensor The Em-CVT gearbox has a dedicated secondary speed sensor located in the differential housing. This sensor is a Hall effect sensor and produces a pulse train of pulses per mile. The sensor allows the ECM to calculate the road speed with greater accuracy than previous systems. The secondary vehicle speed sensor is located so that the sensor tip is close to the crown wheel of the differential. By measuring the crown wheel speed, the signal is not affected by the different wheel speed signals when the vehicle is cornering. Park/neutral switch The ECM, on Rover 45 or Rover 25 fitted with an Em-CVT gearbox, has an input from the gearbox park/neutral/reverse switch (see Figure 71). This input informs the ECM of when the gear selector is in the park or neutral position. The ECM will alter its idle strategy to compensate for the different engine load when drive or reverse is selected 96 MEMS 3 Technical Academy

105 Continuously variable transmission Alternator load 1.Em-CVT gearbox 2.Park/neutral/reverse switch 3.Secondary vehicle speed sensor Figure 71 An alternator load output signal is produced by the alternator so that the EMS can alter its engine idle strategy to compensate for high current draw from the alternator. The signal is constructed from a pulse width modulation (PWM) signal, with a varying frequency. The frequency is not important as the period or duty cycle holds the information used by the ECM. If the signal from the alternator fails, the customer may notice poor engine idle characteristics when the battery is in a state of low charge or heavy electrical loads are applied. The ECM will store a fault code but a MIL event will not be triggered. Fuel tank level signal The ECM monitors the engine for misfire. A misfire may be caused by a lack of fuel or air bubbles in the fuel rail. The ECM receives a signal from the fuel level sender unit, indicating the level in the fuel tank. When a misfire fault code is recorded, the ECM also records the fuel level. If this fuel level is under 15% of the tank capacity, this can be considered as a possible cause for the misfire. Technical Academy MEMS 3 97

106 Rough road signal Misfire detection must be disabled when the vehicle is travelling over rough roads. This is necessary because the driving conditions can affect the continuity of the predicted crankshaft speed. If the crankshaft varies its speed in an unpredictable way, the ECM may read this as an engine misfire condition. The MEMS 3 detects rough road via a hard wired output from the antilock braking system ECU, or dedicated wheel speed sensor fitted to the right hand side front wheel (non ABS vehicles only). Travelling over a rough road affects the wheel speed sensor signal, which is monitored by the ECM. The wheel speed sensor produces 48 pulses for every wheel revolution for non ABS vehicles and approximately 8000 pulses for every mile travelled if the vehicle is fitted with ABS. This pulse train is analysed for consistency, if the wheel is travelling over a rough road, the wheel will be accelerating and decelerating rapidly (see Figure 72) as the wheel navigates the bumps and ridges of the road and this is interpreted as a rough road signal. Rough road signal Gearbox information Figure 72 The MEMS 3 ECM communicates directly to the Em-CVT gearbox interface unit (GIU) via two direct wires or buses. The GIU and the ECM have one bus for information from the GIU to the ECM and a PWM bus from the ECM to the GIU. The gearbox receives the information detailed below every 50 ms (assuming the GIU is not reporting any fault information). If a gearbox input fault occurs, the ECM receives a fault message. It then knows that the next piece of data it receives will give more information on the fault and not the usual gearbox switch status. This means that the ECM receives gearbox status information every 100 ms and fault information every 100 ms both at 50 ms intervals. The GIU sends the ECM information on the following: The current status of the PRND switch The current status of the sport/manual switch The current status of the ± switches (gear lever) Fault status Brake switch input 98 MEMS 3 Technical Academy

107 System outputs For the ECM to control the engine behaviour, it has to receive information on the current operating conditions as well as send outputs to control external devices. These devices, in turn, affect the engine operating conditions. The ECM inputs have been discussed in the above section. The following section details the units controlled by the ECM, either directly, or indirectly: Idle air control valve Purge valve Oxygen sensor heaters Ignition coils Injectors VVC solenoids Air conditioning relay Engine cooling fan Tachometer drive Indicator lamps/display Main relay Fuel pump relay Engine information to gearbox GIU (automatic only) Idle air control valve The idle air control valver is located on the induction manifold. It is a bipolar stepper motor and controls the air bleed past the throttle butterfly. The ECM controls the exact amount of air bleed by operating the motor in either direction. As explained in the system input section, there are several devices that monitor engine load and running conditions so that the engine idle speed can be controlled accurately at all times. The bipolar stepper motor, unlike a normal electric motor, will hold its position and when stationary, will resist external forces to move. The ECM controls the position by switching phases in and out and by altering the direction of the magnetic field. By applying alternate battery feed and a path to ground to the four wires connected to the motor, the ECM will 'step' the motor in either direction (see Figure 73). Technical Academy MEMS 3 99

108 Stepper motor Figure 73 The ECM cycles through each phase change in turn until it reaches the desired position. If the stepper motor loses its position due to the ECM losing power or a corrupted power down sequence, the ECM will reference the motor by driving the stepper motor against the end stop. This will allow its memory position to synchronise with that of the actual position. This process will take approximately three to five seconds. If the ECM fails to control the motor correctly or there is an internal fault within the stepper motor, the driver will notice poor idle characteristics, stalling and poor starting. If the motor has stuck in a position which allows excessive amounts of air into the engine, the engine idle speed will be excessive when hot. Cooling fan The EMS controls one or two cooling fans (depending upon vehicle configuration). The operation of the fans will depend on several inputs, these are: Coolant temperature Air conditioning status Gearbox request Air conditioning fan request Coolant temperature sensor reliability 100 MEMS 3 Technical Academy

109 The MEMS 3 ECM monitors these inputs and can decide to operate the engine cooling fans in one of three conditions: 1. No operation 2. Reduced fan speed operation 3. Full fan speed operation The table Cooling fan operation details the exact operation and conditions that need to apply for the ECM to operate the cooling fans. Any parameter reading yes will activate the condition. For example, the fan(s) will operate at a slow speed if an air condition request is received by the ECM regardless of any other parameter or engine temperature (assuming that no other input is requesting the fans to operate at full speed). Fan operation Coolant temp on C Coolant temp off C Cooling fan operation Air conditioning fan request Trinary Switch active Gearbox request Coolant sensor status Off < 104 No No No Valid Yes Off < 114 No No No Valid No Slow > 104 <98 or > 112 Yes No Yes Valid Yes Fast > 112 < 106 No Yes No Non-valid Yes Fast > 108 < 104 No No No Valid No Engine running status Instrument pack The ECM provides the instrument pack with an engine speed signal, two pulses for every engine revolution. The instrument pack then interprets the signal and drives the tachometer (see Figure 74). Instrument pack Figure 74 Indicator lamps The MIL lamp bulb check is activated by the instrument pack when the ignition switch is moved from position I to position II. It will extinguish when the engine is started. The ECM can switch on the MIL light emitting diode (LED) (see Figure 74) by supplying a path to ground. Technical Academy MEMS 3 101

110 The ECM will also illuminate a warning lamp/display for the following functions: A gearbox warning if the ECM or the GIU reports a fault The current position of the gearbox PRND switch (if in automatic mode) The virtual gear position when the vehicle is in manual mode (automatic gearbox only) A display to indicate when sports mode is selected (automatic gearbox only) Gearbox interface (automatic Em-CVT only) The ECM provides information for the gearbox ECU via a PWM bus. The ECM controls the position of the ratio control motor indirectly (by means of instructing the GIU to control the motor to a given position). The ECM can interrogate the GIU for fault diagnostics and can request real time data and system performance checks when the vehicle is connected to TestBook. Gearbox control strategy The gearbox control is incorporated into the ECM. The ECM as previously explained does not control the gearbox ratio directly but does provide all of the intelligence relating to where the ratio motor should be placed and how fast it should be operated. The ECM controls the gearbox in one of four modes: 1. Em-CVT mode (normal driving) 2. Em-CVT sports mode 3. Manual mode 4. Fault mode In Em-CVT modes, the control system operates by deriving a target engine speed based on current vehicle speed and throttle position. In manual mode, the system derives a target engine speed based on the vehicle speed and the current gear ratio. Having obtained an engine speed target, the system calculates the appropriate ratio control motor position and instructs the GIU to deliver this ratio control motor position. The engine load calculation will depend on two factors: 1. The vehicles road speed 2. The drivers demand The ECM also needs to control the speed of the ratio control motor in order to protect the gearbox from damage caused by drive belt slippage. This is more likely to occur at low gearbox oil temperatures, and when the gearbox is delivering a large change in ratio (for example, after a manual gear change, or sudden throttle movement in Em-CVT mode). Four stepper motor speeds are used by the system: steps per second steps per second steps per second steps per second The motor is accelerated as appropriate to ensure the motor does not lose its reference, thereby compromising system control. 102 MEMS 3 Technical Academy

111 The ECM also knows the maximum torque that the belt can transfer across all possible ratio ranges. It is extremely important that the belt is not allowed to slip on the pulleys, as this would cause excessive wear. Target engine speed As explained above, the target engine speed is critical in deciding the position of the ratio control motor. The ECM will keep changing the ratio of the motor to achieve the target engine speed. The target engine speed is mapped inside the ECM against two axes; 1. Road speed 2. Throttle position The map is not linear. To achieve good driving characteristics the engine target speed map is programmed to overcome; the initial engine speed required to build pressure within the hydraulic clutch the hydraulic profile of the gearbox itself the engines power and torque profile Representation of the target engine speed map Figure 75 Note: the arrows in the chart indicate the movement between two values. It must be understood that the illustration titled Representation of the target engine speed map (see Figure 75) is only supplied to increase the understanding of ECM control, the values should not be used for direct comparison or fault diagnosis purposes. Technical Academy MEMS 3 103

112 When the gearbox is operating in the Em-CVT mode (drive), the driver does not experience full engine power until the road speed exceeds 70 mph. The slight reduction between the power produced at 4,000 rpm and 5,200 rpm (maximum power) is approximately 4%. This slight loss of power is compensated for by a quiet, smooth, more natural response from the engine and gearbox. Sports mode Sports mode is selected by moving the gear lever to the right. The instrument pack will display the word SPORT within it s LCD along with the letter D. The ECM uses the same map programmed in the ECM as it uses for normal Em-CVT mode but applies a scalar function to the throttle angle. For example if the driver selects sports mode and has the throttle depressed to 40% of its travel, a mapped function will be applied so that the ECM uses a throttle angle of 60% to calculate its target engine speed. It is not possible for the ECM to exceed the maximum value of 90% throttle angle, as such, sports mode has less affect when the driver uses very large throttle angles. Manual mode Manual mode is selected by the driver moving the gear lever into the sports mode position and then by moving the gear lever into a plus or minus position. As soon as the ECM receives one of these switched inputs via the GIU the ECM stops displaying the SPORT message and changes to one of six gear position displays. The ECM can control the gearbox so that the input shaft speed relative to the output shaft speed is fixed in one of six ratios. This gives the effect that the vehicle has a six speed manual gearbox with a sequential gear change. The table titled Gear ratios gives the ratios of these six positions. Gear speeds Gear position mph per 1000 rpm km/h per 1000 rpm It is important to note that although the table would indicate that the diameters of the primary and secondary pulleys remain constant, this is not the case. Because of other influences such as: Oil temperature Clutch slip Hydraulic balancing of the controlling cylinders Hydraulic pressure within the control lines The primary and secondary pulleys do alter their position to maintain the gearbox input/output ratio. 104 MEMS 3 Technical Academy

113 For most driving conditions, the driver has complete control over the current gear ratio and whether to change up or down. However there are some circumstances under which the ECM will force a gearshift to take place, or ignore a driver request, in order to protect the transmission. These are: If the driver accelerates in any gear such that the engine speed exceeds about 6,000 rpm, an up-shift is forced to protect the gearbox If the driver attempts a down-shift and the target engine speed exceeds about 5,500 rpm, the shift is prohibited If the vehicle is coasting to a halt, the system automatically selects an appropriate gear as its target to ensure the vehicle is ready to pull away or increase its speed During downshift when coasting to a stop the ECM displays to the driver the gear it has selected. This happens so that the driver does not need to continually downshift to pull away from rest. Of course, the driver can perform the down-shifts if so desired. Fault mode When the ECM or GIU detects a fault the ECM will position the ratio control motor at 130 steps (full range equalling half steps, 214 full steps). In this position the vehicle still has reasonable driving characteristics. The driver will notice however, that the engine speed hovers around for most driving conditions. The ECM will also illuminate the warning lamp in the instrument pack and will not display any gear position in the LCD display. There are three faults that the ECM will not default the gearbox into its limp home position. These are: 1. Gear lever + switch failure 2. Gear lever - failure 3. Sport mode switch failure The ECM will not operate the sequential gear changes in manual mode if these switches are faulty. The ECM handles the faults of the gearbox with a different strategy than that of the EMS faults. The ECM will illuminate the gearbox warning lamp without debouncing the fault first (on the first occurrence of the fault). The ECM will switch off the lamp if the fault clears itself within an ignition cycle. Gearbox reset and reference The ECM, as previously mentioned, controls the position of the ratio motor. It does this by sending the exact position (in steps) it wishes the GIU to set the ratio control stepper motor. The ECM then monitors the engine speed to ensure that the load from the gearbox has altered the engine speed in accordance with its expectations. If the engine speed does not follow its expectations, it assumes the GIU has lost its positional reference of the stepper motor. When this loss of position happens the ECM orders a reset. The GIU then resets its internal position counter to that of the ECM's. The ECM will also stop any 'learning' for that ignition cycle (see adaptions). Technical Academy MEMS 3 105

114 The ECM completes a reference every time the ignition is switched off or on. These two references are different because of the need to set the ratio control motor in the appropriate position. Power down reference The ECM completes the following procedure when the ignition is switched off : The ECM sends a command for the GIU to move the stepper motor 428 half steps (214 full steps) in the closed position (full range) The ECM sends a command for the GIU to move the motor 130 full steps out (default position) The reason for sending the motor back to its fully closed position is that it ensures that the motor is fully retracted. A command to retract a fully retracted motor does not damage the motor. The reason for then positioning the motor at 130 steps is that if a failure happens when the ignition is switched 'off' the ratio motor will allow the driver to use the vehicle in the gearbox default mode. Power up reference The ECM completes the following procedure when the ignition is switched 'on': The ECM sends a command for the GIU to move the stepper motor 428 half steps in the closed position (full range) The ECM sends a command for the GIU to move the motor 10 steps out (start position) The reason for sending the motor back to its fully closed position is that it ensures that the motor is fully retracted. The reason for then positioning the motor at 10 full steps is that it prepares the vehicle to pull away. Engine management adaptions The ECM has many adaptions which it employs in order to provide optimal control of its functions and outputs. Most of the adaptions are used to ensure that the vehicles emission levels do not exceed the legislative requirements. Some of the adaptions are used to provide improved driving characteristics, for example the adaptions for the idle speed control valve. Two adaptions that require further explanation are the crankshaft adaption and the gearbox adaption. Both these adaptions require the technician to complete set procedures to set the base points for further automatic adaptions, which occur through the ECM refining the base points. The need for this arises when the ECM is replaced or other mechanical units/parts are replaced/disturbed. Crankshaft position sensor adaption The characteristics of the signal supplied by the crankshaft position sensor are learnt by the ECM. This enables the ECM to set an adaption for the flywheel that supports the engine misfire detection function. Due to the small variation between different flywheels and different crankshaft sensors, the adaption must be reset if either component is renewed or removed and refitted. It is also necessary to reset the flywheel adaption if the ECM is renewed or replaced. 106 MEMS 3 Technical Academy

115 To set the flywheel adaptions, follow the procedure detailed below. This procedure should be carried out in an appropriate area off the public highway or in a quite road. There is a need to achieve speeds of approximately 80 kph (50 mph) and then have enough room for the vehicle to decelerate at the natural deceleration rate of the vehicle until it reaches engine idle speed. 1. With the engine warm, >86 C (187 F), select 2nd gear 2. Accelerate the vehicle until the engine speed reaches at least 5,000 rpm 3. Release the throttle fully and allow the vehicle to decelerate until the engine idle speed is reached (or just above) without applying the brakes 4. Repeat the above procedure several times to ensure that the new value has been recorded 5. Use TestBook to check and clear any fault codes stored after this procedure. If a new ECM has been fitted, TestBook can be used to view the crankshaft adaption to ensure that it is set. If any other component has been altered that effects this adaption, it is not possible to view the difference between the old adaption and the new one. Gearbox adaption Due to manufacturing tolerances in the gearbox, and since the Em-CVT system is subject to many strict legislative requirements, it is essential to put the control system through a learning procedure, before the gearbox can be controlled effectively. The learn mode can be recognised because the LCD gear display will alternately flash the current gear and the F character. F stands for fast adaption. If the gearbox or EMS is changed in the future, the fast adaption procedure must be repeated. The gearbox hydraulic/mechanical characteristics can be mapped inside the ECM. The curve of the input shaft speed verses output shaft speed looks like a straight line up to approximately 2,500 rpm. It then plateau s before rising in a curved manner. This profile will be a similar shape for all gearboxes but its position plotted against engine speed will vary. If the gearbox had a linear response (a normal manual gearbox) the line would be approximately equal to that of the line of best fit (see Figure 76). The figures quoted are for reference only and should not be used for diagnostic purposes. Gearbox profile Figure 76 Technical Academy MEMS 3 107

116 The ECM knows the shape of the profile and monitors the actual engine speed relative to the mapped engine speed. The ECM learns through historical control a new profile which is more representative to the actual gearbox characteristics. The ECM also monitors the amount this line moves from the mapped line, and provided this difference is within its tolerance band, the ECM accepts the value and learns from it (see Figure 77). If the actual value goes beyond the adaptive tolerance, the ECM will perform a reset. If the value still exceeds the adaptive tolerance band, the ECM will store a fault code and place the gearbox into its default position. Gearbox adaption Figure 77 The figures quoted are for reference only and should not be used for diagnostic purposes. When setting the fast adaption, the control system will initially target 5,000 rpm in order to learn the actuator position at this engine speed. Once the vehicle s powertrain is stable enough for an adaption to take place, the actuator position is noted and the control system will target 4,500 rpm. This process continues subsequently targeting 4,000, 3,500, 3,000, 2,500, 2,000, 1,900, 1,800, 1,700, 1,600, 1,500, 1,400. When the 1,400 rpm point has been adapted, normal operation will commence. To set the fast adaption procedure, drive the car on a level road at around 60kph in Em-CVT Drive mode and then lift off the throttle. As the car decelerates (do not use the brakes) the adaptions will occur. If the vehicle speed drops too far before the process is complete, the engine speed will drop from its targeted speed back towards idle. The LCD will continue to flash F, and the gearbox will not operate normally. If this happens, simply repeat the process by accelerating back to 60kph and lift off the throttle again to enable software to learn the remaining points. When the procedure is complete, the display will stop flashing. On the completion of a fast adaption, the lifetime adaption strategy will commence, fine tuning the response of the control system for the gearbox attached to a particular car. If either the MEMS 3 or gearbox is changed during the service life of the vehicle, the fast adaption strategies must be reset, which in turn will reset the lifetime strategy to the new base point. 108 MEMS 3 Technical Academy

117 2000 engine management system Siemens 2000 engine management General description The KV6 engine is fitted with a Siemens Engine Management System (EMS). The Siemens EMS is an adaptive system that maintains engine performance at the optimum level throughout the life of the engine. The EMS consists of an engine control module (ECM) that uses inputs from engine sensors and from other vehicle systems to continuously monitor driver demand and the current status of the engine. From the inputs the ECM calculates the air fuel ratio (AFR) and ignition timing required to match engine operation with driver demand, then outputs the necessary control signals to the fuel injectors and ignition coils. The ECM also outputs control signals to operate the: Idle air control (IAC) valve Air Conditioning (A/C) compressor (where fitted) Cooling fan(s) Evaporative emissions (EVAP) canister purge valve Fuel pump Variable intake system (VIS) The EMS interfaces with the: Alarm ECU, for re-mobilisation of the engine fuel supply Cruise control interface ECU, to enable the system Electronic Automatic Transmission (EAT) ECU, to assist with control of the gearbox Sensor inputs and engine performance are monitored by the ECM, which illuminates a malfunction indicator lamp (MIL) if a fault is detected. Engine control module The ECM (see Figure 78) is located in the engine compartment, in the battery carrier. A two piece connector provides the interface between the ECM and the vehicle wiring. Engine control module M A Figure 78 Technical Academy Siemens 2000 engine management system 109

118 As part of the security system s immobilisation function, a vehicle specific security code is programmed into the ECM and alarm ECU during production. The ECM cannot function unless it is connected to an alarm ECU with the same code. In service, replacement ECM are supplied uncoded and must be programmed using TestBook to learn the vehicle security code from the alarm ECU. A flash electronic erasable programmable read only memory (EEPROM) allows the ECM to be externally configured, using TestBook, with market specific or new information. The ECM memorises the position of the crankshaft and the camshaft when the engine stops, which allows immediate sequential fuel injection and ignition timing during cranking on the subsequent start. The position data is lost if the battery is disconnected or the battery voltage is too low (e.g. flat battery). After battery recharging or reconnection, during the subsequent start sequence fuelling and ignition is delayed slightly until the ECM has determined the position of the crankshaft and the camshaft from the CKP and CMP sensor inputs. To achieve optimum performance the ECM is able to learn the individual characteristics of an engine and adjust the fuelling calculations to suit. This capability is known as adaptive fuelling. Adaptive fuelling also allows the ECM to compensate for wear in engine components and to compensate for the tolerance variations of the engine sensors. If the ECM suffers an internal failure, such as a breakdown of the processor or driver circuits, there is no back up system or limp home capability. If a sensor circuit fails to supply an input, where possible the ECM adopts a substitute or default value, which enables the engine to function, but with reduced performance. Details of the pins function can be found in the workshop manual and electrical reference library. Engine sensors and system inputs The EMS incorporates the following engine sensors: A camshaft position (CMP) sensor A crankshaft position (CKP) sensor An engine coolant temperature (ECT) sensor Three heated oxygen sensors An intake air temperature/manifold absolute pressure (IAT/MAP) sensor Two knock sensors A throttle position (TP) sensor 110 Siemens 2000 engine management system Technical Academy

119 Camshaft position sensor The CMP sensor provides a signal which enables the ECM to determine the position of the camshaft relative to the crankshaft. This allows the ECM to synchronise fuel injection for start and run conditions. Camshaft position sensor M A Figure 79 The CMP sensor (see Figure 79) is located on the camshaft cover of the LH cylinder bank, at the opposite end to the camshaft drive, in line with a half moon reluctor on the exhaust camshaft. The reluctor comprises a single tooth which extends around 180 of the camshaft circumference. The CMP sensor operates using the Hall effect principle. A permanent magnet inside the sensor applies a magnetic flux to a semiconductor, which receives a power supply from the main relay. The output voltage from the semiconductor is fed to the ECM. As the gap in the reluctor passes the sensor tip, the magnetic flux is interrupted, causing a fluctuation of the output voltage and producing a digital signal. If the CMP sensor fails during engine running, the engine will run normally until turned off, but will not restart until the CMP sensor input is restored. Crankshaft position sensor The CKP sensor provides the ECM with a digital signal of the rotational speed and angular position of the crankshaft, for use in ignition timing, fuel injection timing and fuel quantity calculations. To determine the exact position of the crankshaft in the engine cycle, the ECM must also use the input from the CMP sensor. Technical Academy Siemens 2000 engine management system 111

120 Crankshaft position sensor Rover 25 and Rover 45 technical briefing M A Figure 80 The CKP sensor (see Figure 80) is mounted on the front of the gearbox housing, in line with the outer circumference of the torque converter. The sensing tip of the CKP sensor is adjacent to a reluctor ring formed in the periphery of the torque converter. The reluctor ring has 58 teeth spaced at 6 intervals. A gap equivalent to two missing teeth, 36 after top dead centre (ATDC) of cylinder 1, provides the ECM with a reference point. The CKP sensor operates using the Hall effect principle. A permanent magnet inside the sensor applies a magnetic flux to a semiconductor, which receives a power supply from the main relay. The output voltage from the semiconductor is fed to the ECM. As the gaps between the poles of the reluctor ring pass the sensor tip the magnetic flux is interrupted, causing a fluctuation of the output voltage and producing a digital signal. If the CKP sensor fails the ECM immediately stops the engine. Engine coolant temperature sensor The ECT sensor provides the ECM with a signal voltage that varies with coolant temperature. The ECT sensor is located between the cylinder banks, between cylinders 3 and 6. Engine coolant temperature sensor Figure Siemens 2000 engine management system Technical Academy

121 The ECT sensor (see Figure 81) consists of an encapsulated negative temperature coefficient (NTC) thermistor which is in contact with the engine coolant. As the coolant temperature increases the resistance across the sensor decreases and as the coolant temperature decreases the sensor resistance increases. To determine the coolant temperature, the ECM supplies the sensor with a regulated 5 volts power supply and monitors the output signal voltage. If the ECT signal is missing, or outside the acceptable range, the ECM assumes a default temperature reflecting a part warm engine condition. This enables the engine to function, but with reduced driveability when cold and increased emissions, resulting from an over rich mixture, when the engine reaches normal operating temperature. The ECM will switch on the cooling fan(s), when the ignition switch is in position II, to prevent the engine from overheating. Heated oxygen sensors The Siemens 2000 EMS uses Zirconium technology in all three of its oxygen sensors. All oxygen sensors also incorporate a heater element. The ECM provides a PWM signal to the heating element to ensure that it is brought up to temperature a quickly as possible. Heated oxygen sensor Figure 82 The EMS has three oxygen sensors (see Figure 82). One in each of the exhaust downpipes upstream of the starter catalytic converters, identified as LH and RH front oxygen sensors One in the exhaust pipe immediately downstream of the main catalytic converter, identified as the rear oxygen sensor The LH and RH front oxygen sensors enable the ECM to determine the AFR of the mixture being burned in each cylinder bank of the engine. The rear oxygen sensor enables the ECM to monitor the performance of the catalytic converters. Technical Academy Siemens 2000 engine management system 113

122 Sectioned view of oxygen sensors Rover 25 and Rover 45 technical briefing 1 V 3 A B 2 M Figure 83 Each oxygen sensors consists of a sensing element with a protective ceramic coating on the outer surface (see Figure 83). The outer surface of the sensing element is exposed to the exhaust gas, and the inner surface is exposed to ambient air. The difference in the oxygen content of the two gases produces an electrical potential difference across the sensing element. With a rich mixture, the low oxygen content in the exhaust gas results in a higher sensor voltage. With a lean mixture, the high oxygen content in the exhaust gas results in a lower sensor voltage. During closed loop control the voltage of the two front oxygen sensors switches from less than 0.3 volt to more than 0.5 volt. The voltage switches between limits every two to three seconds. This switching action indicates that the ECM is varying the AFR within the Lambda window tolerance, to maximise the efficiency of the catalytic converters. The material of the sensing element only becomes active at a temperature of approximately 300 C (570 F). To shorten the warm up time and minimise the emissions from a cold start, each oxygen sensors contains a heating element powered by a supply from the main relay. The earth paths for the heating elements are controlled by the ECM. On start up, the current supplied to the heating elements is increased gradually to prevent sudden heating from damaging the ceramic coating. After the initial warm up period the ECM modulates the earth of the heating elements, from a map of engine speed against mass air flow, to maintain the oxygen sensors at the optimum operating temperature. The nominal resistance of the heating elements is 6Ω at 20 C (68 F). If a front oxygen sensors fails the ECM adopts open loop fuelling and catalytic converter monitoring is disabled. If the rear oxygen sensors fails only catalytic converter monitoring is affected. Intake air temperature/manifold absolute pressure sensor The dual intake air temperature/manifold absolute pressure sensor (IAT/MAP) sensor (see Figure 84) provides the ECM with temperature and pressure signals for use in mass air flow calculations. The IAT/MAP sensor is located on the throttle body, downstream of the throttle plate. 114 Siemens 2000 engine management system Technical Academy

123 Intake air temperature/manifold absolute pressure sensor Figure 84 The IAT sensor is a NTC thermistor which is exposed to the intake air. As the intake air temperature increases the resistance across the sensor decreases and as the intake air temperature decreases the sensor resistance increases. To determine the intake air temperature, the ECM supplies the sensor with a regulated 5 volts power supply and monitors the output signal voltage. If the IAT sensor fails the ECM adopts a default temperature value of 45 C (113 F) and disables adaptive fuelling. The fault may not be apparent to the driver. The MAP sensor is a piezo resistive sensor. The resistance of the sensor varies in proportion to the pressure of the intake air. The ECM supplies the sensor with a regulated 5 volts power supply and, from the sensor output voltage, calculates the pressure of the intake air. If the MAP sensor signal is missing the ECM will adopt a default value based on crankshaft speed and throttle angle. The engine will continue to run with reduced driveability and increased emissions, although this may not be apparent to the driver. Knock sensors The knock sensors (see Figure 85) enable the ECM to operate the engine at the limits of ignition advance, for optimum efficiency, without combustion knock damaging the engine. The ECM uses two knock sensors, one for each cylinder bank, located between the cylinder banks on cylinders three and four. Knock sensors M Figure 85 Technical Academy Siemens 2000 engine management system 115

124 The knock sensors consist of piezo ceramic crystals that oscillate to create a voltage signal. During combustion knock, the frequency of crystal oscillation increases, which alters the signal output to the ECM. The ECM compares the signal to known signal profiles in its memory. If the onset of combustion knock is detected the ECM retards the ignition timing for a number of cycles. When the combustion knock stops, the ignition timing is gradually advanced to the original setting. The knock sensor leads are of different lengths to prevent incorrect installation. Throttle position sensor The throttle position (TP) sensor (see Figure 86) provides the ECM with a throttle plate position signal. The TP sensor is located on the throttle body. Throttle position sensor Figure 86 The TP sensor is a variable potentiometer that consists of a resistive track and a sliding contact. The sliding contact is connected to the spindle of the throttle plate. The sensor receives a regulated 5 volts supply from the ECM. As the throttle is opened and closed, the sliding contact moves along the resistive track to change the output voltage of the sensor. The ECM determines throttle plate position and angular change rate by processing the output voltage, which ranges from approximately 0.14V at closed throttle to 4.36V at wide open throttle. The TP sensor requires no adjustment in service, since the ECM adapts to any minor changes of the upper and lower voltage limits which occur due to normal wear. However, when a new TP sensor is fitted, a TestBook initialisation procedure must be carried out to enable the ECM to fast learn the new TP sensor positions and overwrite old data. Without the initialisation procedure, poor throttle response and idle control may be experienced until the ECM adapts to the voltage limits of the new sensor. If the TP signal is missing the ECM will substitute a value based on information from the IAT/MAP sensor and CKP sensor. The engine will continue to run but may suffer from poor idle control and throttle response. Fuel level The fuel tank level is transmitted by the fuel tank sender unit as a variable voltage and interpreted by the ECM. 116 Siemens 2000 engine management system Technical Academy

125 Road speed signal The road speed signal is produced by the ABS ECU and output to the ECM as a 12 volt square wave signal at a frequency of cycles/mile (24855 cycles/kilometre). Controller area network bus A CAN bus is connected between the ECM and the EAT ECU. The CAN bus is a serial communications data bus, consisting of a pair of wires twisted together, that allows the high speed exchange of digital messages between the two units. See the section on JATCO for the messages sent to and from the EMS to the EAT ECU. Engine actuators and system outputs The following details some of the items that the Siemens 2000 EMS directly controls or provides information, so that the interfacing system can operate with optimum efficiency. Fuel injectors A split stream, air assisted fuel injector (see Figure 87) is installed for each cylinder. The injectors are located in the inlet manifolds and connected to a common fuel rail assembly. Fuel injectors Figure 87 Each injector contains a pintle type needle valve and a solenoid winding. The needle valve is held closed by a return spring. An integral nozzle shroud contains a ported disc, adjacent to the nozzles. O rings seal the injector in the fuel rail and the inlet manifold. The solenoid winding of each injector receives a 12 volt supply from the main relay. To inject fuel, the ECM supplies an earth path to the solenoid winding, which energises and opens the needle valve. When the needle valve opens, the two nozzles direct a spray of atomised fuel onto the back of each inlet valve. Air drawn through the shroud and ported disc improves atomisation and directional control of the fuel. The air is supplied from a dedicated port in the IAC valve via a tube and tracts formed in the gasket face of the intake manifolds. Technical Academy Siemens 2000 engine management system 117

126 Each injector delivers fuel once within 720 engine rotation, during the inlet stroke. The ECM calculates the open time (duty cycle) of the injectors from: Engine speed Mass air flow Engine temperature Throttle position Fuel pressure at the injector inlets is maintained at 3.5 bar (50 lbf/in 2 ) above intake manifold pressure by a fuel pressure regulator mounted on the fuel rail. The nominal resistance of the injector solenoid winding is Ω at 20 C (68 F). Ignition coils The ECM uses a separate ignition coil for each spark plug. The ignition coils for the LH bank of cylinders are positioned on the forward tracts of the inlet manifold and connected to the spark plugs through HT leads. The ignition coils for the RH bank spark plugs are of the plug top design, secured to the camshaft cover with 2 screws (see Figure 88). Ignition coils Figure 88 Each ignition coil has 3 connections in addition to the spark plug connection; an ignition feed from the main relay, an earth wire for the secondary winding, and a primary winding negative (switch) terminal. The switch terminal of each ignition coil is connected to a separate pin on the ECM to allow independent switching. The ignition coils are charged whenever the ECM supplies an earth path to the primary winding negative terminal. The duration of the charge time is held relatively constant by the ECM for all engine speeds. Consequently, the dwell period increases with engine speed. This type of system, referred to as constant energy, allows the use of low impedance coils with faster charge times and higher outputs. The ECM calculates dwell angle using inputs from the following: Battery voltage (main relay) CKP sensor Ignition coil primary current (internal ECM connection) The spark is produced when the ECM breaks the primary winding circuit. This causes the magnetic flux around the primary winding to collapse, inducing High Tension (HT) energy in the secondary coil, which can only pass to earth by bridging the air gap of the spark plug. Ignition related faults are monitored indirectly by the misfire detection function. 118 Siemens 2000 engine management system Technical Academy

127 Idle air control valve The idle air control valve (IAC) valve regulates the flow of throttle bypass air and the flow of air to the fuel injectors. The throttle bypass air enables the ECM to: Control engine idle speed Provide a damping function when the throttle plate closes during deceleration, to reduce Hydrocarbon (HC) emissions The IAC valve is located on a port in the throttle body (see Figure 89) downstream of the throttle plate. A hose, from the duct between the air cleaner and the throttle body, is connected to an inlet port on the valve housing to provide a source of air from upstream of the throttle plate. A tube supplies air from an outlet port on the valve housing to the intake manifolds, for the air assisted fuel injectors. A stepper motor on the valve housing operates a pintle valve to control the flow of air through the valve housing. Idle air control valve Figure 89 The stepper motor core is rotated by the magnetic fields of two electro-magnetic bobbins set at 90 to each other. The bobbins are connected to driver circuits in the ECM. Each of the four connections can be connected to 12 volts or earth, enabling four phases to be produced. The ECM modulates the four phases as necessary to move the motor core and pintle valve, and so adjust the flow of air from the inlet port to the throttle bypass and fuel injector outlet ports. When the ignition is switched off the ECM enters a power down routine which includes referencing the stepper motor. This means that the ECM will rotate the motor so that it can memorise the position when it next needs to start the engine. The referencing procedure takes from three to five seconds. If the ECM cannot reference the stepper motor during power down, it will do so at ignition on. There are no back up idle control systems. If the stepper motor fails the idle speed may be too high or too low, the engine may stall and/or the engine may be difficult to start. Malfunction indicator lamp The MIL is located in the instrument pack and consists of an engine graphic on an amber background. The ECM connects an earth to the instrument pack to illuminate the MIL. Technical Academy Siemens 2000 engine management system 119

128 General operation The following sections detail the engine management strategies and operation. These are: Engine starting Engine stopping Fuelling control Closed loop fuelling Open loop fuelling Cold start Warm up Maximum mass air flow/wide open throttle Hot start Oxygen sensor failure Overrun fuel cut off Ignition timing Knock control Idle speed control Misfire detection Low fuel level Rough road disable Catalytic converter monitoring Engine starting When the ignition switch is in position II a power feed is connected from the ignition switch to the ECM. The ECM then initiates 'wake up' routines and energises the main and fuel pump relays. If the ignition switch remains in position II without the engine running, the ECM de-energises the fuel pump relay after approximately 2 seconds. When the ignition switch is in position II with the engine running, or position III, the fuel pump relay is permanently energised. When the engine cranks, the ECM initiates fuelling and ignition to start the engine. Provided a valid mobilisation signal is received from the alarm ECU, the ECM maintains fuelling and ignition control of the engine as necessary to meet driver demand. If no mobilisation code is received from the alarm ECU, or the code is invalid, the ECM stops the engine after 2 seconds. The electrical circuit from the fuel pump relay to the fuel pump is routed through the inertia switch. In the event of a collision the inertia switch breaks the circuit to prevent further fuel being delivered to the engine. The inertia switch is situated behind the centre console and is reset by pressing the rubber top. During the start sequence, the ECM also illuminates the MIL, as a bulb check, for 4 seconds after the ignition switch turns to position II or until the ignition switch turns to position III. Engine stopping When the ignition switch is turned to position I, the ECM switches off the ignition coils, injectors and fuel pump to stop the engine. The ECM continues to energise the main relay until the power down functions are completed. Power down functions include engine cooling, referencing the IAC valve stepper motor and memorising data for the next start up. When the power down process is completed, the ECM de-energises the main relay and enters a low power mode. In the low power mode, maximum quiescent drain is 0.5 ma. 120 Siemens 2000 engine management system Technical Academy

129 Fuelling control The ECM controls the amount of fuel injected into the engine by adjusting the duty cycle of the fuel injectors. The amount of fuel required is a rolling process determined from maps of engine speed against mass air flow. The value from the map is then corrected for engine coolant temperature, throttle position, vehicle speed and any adaptive value stored in memory. Mass air flow is calculated using engine speed, inlet air temperature and inlet air pressure. The engine speed indicates the volume of air flowing into the cylinders; the inlet air temperature and inlet air pressure indicate the density of the air. The pressure of the inlet air varies according to the following: The position of the throttle valve (driver input) The atmospheric pressure (altitude and weather conditions) The mechanical condition of the engine (volumetric efficiency) To ensure the accuracy of the amount of fuel injected, the ECM adjusts the fuel injector duty cycle to compensate for low battery voltage by monitoring the fuel injector power supplies. At lower voltages, fuel injector response is slower and, unless compensated for, results in a leaner AFR than intended. The ECM operates the fuel injectors during their related cylinder's induction stroke, in cylinder firing order. Fuel injector timing is determined from the CMP and CKP sensor inputs. Fuelling control operates in either closed loop or open loop. Closed loop fuelling Closed loop fuelling is used for the following conditions: Idle Lower mass air flows Cruise During closed loop fuelling the ECM maintains the AFR within a lambda window of 1.00 ± 0.03, where lambda 1.00 is equivalent to an AFR of 14.7 : 1 by weight. The ECM uses the inputs from the two front oxygen sensors to monitor the engine's AFR and, if necessary, adds a correction to maintain the AFR within the lambda window. If, over a number of ignition cycles, a significant correction is consistently applied, the ECM stores the correction as an adaptive value. The efficient operation of the catalytic converters relies on the ECM cycling the AFR from rich to lean within the lambda window, i.e. between lambda 0.97 and The continuous cycling within the lambda window allows the catalytic converters to absorb and release oxygen for optimum efficiency. Open loop fuelling The ECM uses open loop fuelling when it is not possible or desirable to use feedback from the front oxygen sensors to monitor the AFR. During open loop fuelling the ECM uses information from the engine sensors and fuelling maps to determine the required fuel quantity. Technical Academy Siemens 2000 engine management system 121

130 Open loop fuelling is used for the following conditions: Cold start Warm up Maximum mass air flow Wide open throttle Hot start Oxygen sensor failure Cold start During cold starting the engine temperature is low enough to promote fuel condensation on the cold surfaces of the inlet manifold and cylinder walls. This would leave the AFR lean and the fuel content too poorly distributed to provide a readily combustible mixture. To overcome this the ECM increases the amount of fuel injected to produce a rich AFR and adjusts the idle speed to a 'fast idle' value. Warm up Once the engine has fired the ECM references the ECT, IAT/MAP, TP and CMP sensors to modify the fuelling as the engine warms up. As the engine temperature rises, the AFR is 'leaned off' until the oxygen sensors are functional and the ECM adopts closed loop fuelling. For maximum power output on sudden opening of the throttle or continuous wide open throttle, the ECM switches to open loop fuelling and enriches the AFR to 12 : 1. Hot start When a hot engine is turned off, the fuel in the injectors and injector rail absorbs heat, which causes the characteristics of the fuel to change. A hot start becomes more demanding due to difficulties in achieving the correct AFR and an even mixture distribution. To overcome this the ECM references the ECT sensor and enriches the AFR. Oxygen sensor failure If the input from one of the front oxygen sensors is missing, or outside tolerances, the ECM adopts open loop fuelling. Overrun fuel cut off When the vehicle is decelerating with the throttle closed, the fuel injection can be completely switched off. During this phase the ECM looks at the following inputs to determine whether overrun fuel cut off should be enabled: Engine speed Throttle position Vehicle speed Engine coolant temperature When the ECM receives a closed throttle signal from the TP sensor in conjunction with a vehicle speed signal which indicates the vehicle is moving, the ECM will inhibit injector operation. Fuelling is reinstated in a controlled manner, when either of these parameters change, to prevent engine stall. 122 Siemens 2000 engine management system Technical Academy

131 Ignition timing The ECM calculates ignition timing using inputs from the following sensors: CKP sensor Knock sensors IAT/MAP sensor TP sensor (idle only) ECT sensor At start up and idle the ECM sets ignition timing by referencing the ECT and CKP sensors. Once above idle the ignition timing is controlled according to maps stored in the ECM memory and modified according to additional sensor inputs and any adaptive value stored in memory. The maps keep the ignition timing within a narrow band that gives an acceptable compromise between power output and emission control. The ignition timing advance and retard is controlled by the ECM in order to avoid combustion knock. Knock control The ECM uses active knock control to prevent combustion knock damaging the engine. If the knock sensor inputs indicate the onset of combustion knock, the ECM retards the ignition timing for that particular cylinder by 3. If the combustion knock indication continues, the ECM further retards the ignition timing, in decrements of 3, for a maximum of 15 from where the onset of combustion knock was first sensed. When the combustion knock indication stops, the ECM restores the original ignition timing in increments of The ECM also counteracts combustion knock at high intake air temperatures by retarding the ignition timing, as detailed above, if the intake air temperature exceeds 55 C (169 F). Idle speed control The ECM controls the engine idle speed using a combination of ignition timing and the IAC valve. When the engine idle speed fluctuates the ECM initially varies the ignition timing, which produces rapid changes of engine speed. If this fails to correct the idle speed, the ECM also operates the IAC valve stepper motor to vary the amount of air allowed to bypass the throttle plate. To increase the idle speed the ECM signals the stepper motor to allow more air to bypass the throttle plate. To decrease the idle speed the ECM signals the stepper motor to allow less air to bypass the throttle plate. The IAC valve is also opened during deceleration to decrease the manifold vacuum and reduce emissions. Misfire detection The ECM uses the CKP sensor input to monitor the engine for misfires. As the combustion charge in each cylinder is ignited the crankshaft accelerates, then subsequently decelerates. By monitoring the acceleration/deceleration pulses of the crankshaft the ECM can detect misfires. Technical Academy Siemens 2000 engine management system 123

132 Low fuel level When the fuel tank is almost empty there is a risk that air may be drawn into the fuel system, due to fuel slosh, causing fuel starvation and misfires. If a misfire occurs when the fuel tank content is less than 15% (8.25 litres), the ECM stores an additional fault code to indicate the possible cause of the misfire. Rough road disable When the vehicle is travelling over a rough road surface the engine crankshaft is subjected to torsional vibrations caused by mechanical feedback from the road surface through the transmission. To prevent misinterpretation of these torsional vibrations as a misfire, the OBD misfire monitor is disabled when a rough road surface is detected. The ECM is calibrated to recognise a rough road surface from fluctuations in the road speed signal from the ABS ECU. Catalytic converter monitoring The ECM monitors the operating efficiency of the catalytic converters by comparing the input of the rear oxygen sensors with the inputs from the two front oxygen sensors. Air conditioning When A/C is requested on the A/C switch, the ECM grants the request by energising the A/C compressor clutch relay provided that: Driver demand is less than wide open throttle The engine coolant temperature is within limits There is no engine running problem The engine is running below the maximum permitted continuous speed The input from the A/C pressure switch indicates that refrigerant system pressure is within the upper and lower limits The input from the evaporator temperature sensor indicates that the temperature of the air from the evaporator is above the minimum limit, i.e. the evaporator is free from ice When it energises the A/C compressor clutch relay, the ECM also operates the engine and condenser cooling fans. When the input from the A/C pressure switch indicates that the refrigerant system requires additional cooling, the ECM increases the speed of the fans. While the A/C is on, if the throttle position or engine coolant temperature exceed preset limits the ECM de-energises the A/C compressor clutch relay to suspend A/C operation and reduce the load on the engine. When the parameter returns within limits the ECM re-energises the A/C compressor clutch relay to restore A/C. Similarly, to protect the refrigerant system, the ECM suspends A/C operation if the refrigerant system pressure exceeds the upper or lower limit. Air conditioning compressor clutch switching points Input component Off On TP sensor Accelerating at maximum load Stable maximum load and below ECT sensor 118 C (244 F) 112 C (234 F) A/C pressure sensor: Low limit High limit 1.6 bar (23.2 lbf.in 2 ) 29 bar (421 lbf.in 2 ) 2.0 bar (29.0 lbf.in 2 ) 23 bar (334 lbf.in 2 ) 124 Siemens 2000 engine management system Technical Academy

133 Cooling fans The ECM controls the operation of the variable speed engine and condenser cooling fans by simultaneously outputting a Pulse Width Modulated (PWM) signal to the PWM ECU of each fan. The PWM ECU s then regulate power feeds to the fans to run them at the required speed. The ECM varies the duty cycle of the PWM signal between 10 and 90% to produce corresponding power feeds from the PWM ECU,s between 0 and 100% of the output current, and thus fan speed. If the PWM signal from the ECM is missing, or outside the 10 to 100% range, the PWM ECU switches full power to the fans to ensure the engine or gearbox do not overheat. The ECM operates the fans in response to inputs from: The ECT sensor, for engine cooling The A/C switch and A/C pressure sensor, for refrigerant system cooling The EAT ECU, for gearbox cooling If there is a conflict between requested fan speeds from the different inputs, the ECM adopts the highest requested speed. Evaporative emissions canister purge valve The ECM provides a PWM earth path to control the operation of the purge valve. When the ECM is in the open loop fuelling mode the purge valve is kept closed. When the vehicle is moving and in the closed loop fuelling mode the ECM opens the purge valve. When the purge valve is open fuel vapour is drawn from the EVAP canister into the inlet manifold. The ECM detects the resultant enrichment of the AFR, from the inputs of the front oxygen sensors and compensates by reducing the open duration of the fuel injectors. Variable intake system valves The ECM operates the two VIS valve motors to open and close (see Figure 90) the VIS valves in a predetermined sequence based on engine speed and throttle opening. Each VIS valve motor has a permanent power feed from the main relay, feedback and signal connections with the ECM, and a permanent earth connection. When the engine starts the VIS valve motors are both in the valve open position. To close the VIS valves, the ECM applies a power feed to the signal line of the applicable VIS valve motor. To open the VIS valves, the ECM disconnects the power feed from the signal line and the VIS valve motor is closed by the power feed from the main relay. Technical Academy Siemens 2000 engine management system 125

134 VIS valve operating strategy Rover 25 and Rover 45 technical briefing Figure 90 a.balance valve open; power valve open b.balance valve open; power valve closed c.balance valve closed; power valve closed d.engine speed, rev/min. e.throttle opening, degrees Gear shift torque reduction The ECM retards the ignition timing to reduce engine torque during a gear shift. Once the gear shift is completed the ignition timing is returned to normal control. Diagnostics The ECM contains on board diagnostics (OBD) that comply with the exhaust emissions standards contained in European commission directive Stage 3 (ECD 3). During engine operation the ECM performs self test and diagnostic routines to monitor the performance of the engine and the EMS. If a fault is detected the ECM stores a related diagnostic trouble code in a non volatile memory and, for most faults, illuminates the MIL. Codes are retrieved using TestBook or a universal scan tool, which communicates with the ECM via an ISO 9141 K line connection from the diagnostic socket. 126 Siemens 2000 engine management system Technical Academy

135 electrics Body electrics Rover 45 body electrics The electrical system on Rover 400 has been redesigned for the Rover 45. The system has been upgraded through the use of an improved power distribution system, a new fusebox and a new one piece main harness, which covers the front body and under-bonnet areas. These changes have been designed to improve the quality and integrity of the electrical system. Power distribution: Rover 45 Power distribution within the vehicle and the safe delivery of that power, is in the main, carried out by the battery, the alternator, the harness and the fuseboxes. The fuseboxes protect and isolate all systems but there is also additional protection for many individual systems contained within individual circuits and ECU s. The main harness (see Figure 91) fitted to Rover 45 is much larger than on previous models and can be repaired by splicing replacement sections onto the harness. Two sections will be available in service to facilitate the harness repair. The SRS harness is an overlaid harness and repair is by replacement. Rover 45 RHD main harness routing/layout Figure 91 Technical Academy Body electrics 127

136 1.Engine bay fusebox 2.ABS modulator 3.JATCO (KV6 only) 4.Rear wiper relay 5.Alarm ECU (5AS) 6.Alarm sounder relay 7.Oxygen sensor 8.Passenger fusebox 9.Connection to body harness 10.Gearbox interface unit 11.Connection to fascia harness 12.Engine control module (MEMS 3) 13.Connection to engine harness 14.RH headlamp 15.Washer bottle 16.Horn 17.Fog lamp 18.Fan (condenser) 19.Fan relay control 20.Fog lamp 21.Horn 22.LH headlamp 23.Air conditioning pressure switch 24.Connection to door harness 25.Alternative ECM break-out. KV6 or L series Item numbers 2, 3, 8, 9, 10, 11 and 24 on the main harness are handed. Apart from the new main harness and the body harness (see Figure 92) design and layout, all other harnesses are the same as fitted to the current Rover Body electrics Technical Academy

137 Rover 45 body harness routing/layout 1.Connection to door harness 2.Connection to main harness 3.Connection to rear right door 4.Connection to rear left door 5.Handbrake connection 6.Window lift connection 7.Tailgate/boot connection 8.Fuel pump connection 9.Rear lamp unit 10.Rear lamp unit Figure 92 For left hand drive vehicles the layout for the body harness is symmetrically opposite. Battery All Rover 45 batteries are sealed for life and maintenance free calcium/calcium batteries. Located on top of the battery is a battery condition indicator (see Figure 93) which can indicate three battery states: Green - battery is in good state of charge Dark (turning to black) - battery requires charging Clear (or light yellow) - battery must be replaced Technical Academy Body electrics 129

138 K series (not KV6) variants of Rover 45 are fitted with a Yuasa H4 45 Ah battery, KV6 variants are fitted with a Yuasa H5 61 Ah battery and L series variants of Rover 45 are fitted with a Yuasa H6 75 Ah battery. Battery condition indicator 1.Battery condition indicator Figure 93 When disconnecting a battery always disarm the alarm and ensure the ignition and all electrical equipment are switched off. When disconnecting the battery always disconnect the negative terminal first, and on reconnection connect the positive terminal first. When a battery has been disconnected the audio code will need to be entered to re-enable its functionality and remote handsets will have to be resynchronised. There are two fuseboxes on Rover 45. One is located in the engine compartment and the other is located in the passenger compartment on the driver side behind the storage compartment. The passenger compartment fusebox utilises the conventional blade type fuses only but the engine compartment fusebox (see Figure 94) contains three types of fuse: 1. Bolt down fuse: Sometimes called fusible links they are used to protect circuits 40 amps to 250 amps 2. Blade type fuse: Conventional pull out male type fuse used to protect circuits between 5 amps and 30 amps 3. J-case fuse: A square shaped pull out female fuse used to protect circuits from 30 amps to 60 amps 130 Body electrics Technical Academy

139 Rover 45 Fusebox 1.Bolt down fuse 2.Blade type fuse 3.J-case fuse Figure 94 The location of the various ECU s is illustrated in the graphic Rover 45 component location (see Figure 95). No body bus is fitted to enable communication between the ECU s but the diagnostic set up means that all TestBook diagnostics can be carried out using the same lead. Technical Academy Body electrics 131

140 Rover 45 component location Rover 25 and Rover 45 technical briefing Figure 95 1.Fan pack 2.Engine control module (L series) 3.Engine control module (KV6 Siemens ) 4.Battery 5.Antilock braking system ECU 6.Engine control module (K series MEMS 3 ) 7.Passenger compartment fusebox and multi function unit 8.Automatic transmission control unit (JATCO) 9.Cruise control interface unit 10.Cruise control ECU 11.Alarm ECU 12.Gearbox interface unit (Em-CVT and KV6 shift interlock) 13.SRS side impact sensor 14.Diagnostic and control unit 132 Body electrics Technical Academy

141 Rover 25 power distribution Power distribution on the Rover 25 has not altered as much as the Rover 45. It incorporates a new engine fusebox and the Yuasa maintenance free, calcium/calcium batteries as Rover 45: The K series engine variants of Rover 25 are fitted with a Yuasa H5 61 Ah battery and L series variants of Rover 25 are fitted with a Yuasa H6 75 Ah battery. The batteries all contain the battery condition indicator as Rover 45. The SRS harness fitted to Rover 25 is an integrated harness. In addition to the new power distribution systems a number of other electrical improvements have taken place on both vehicles and we will look more closely at the instrument pack and the security system fitted to Rover 25 and Rover 45. Rover 25 and Rover 45 instrument packs The primary function of the instrument pack (IPK) is to provide the driver with continuously updated information about the vehicle and to indicate faults as they occur, usually by illuminating a warning lamp. The IPK s fitted to the Rover 25 (see Figure 96) and Rover 45 are very similar in operation though they are different in design. They are both electronic units and use a combination of analogue and digital displays, combining new technology with proven effective display gauges. An IPK is designed to display information quickly and unambiguously. For this reason, an IPK has a central and prominent position within the driver s field of vision, requiring only the slightest eye adjustment to access the data displayed. As stated the instrument packs fitted to Rover 25 and Rover 45 have been redesigned and feature an LCD odometer and trip-meter for improved security. New instrument graphics give improved legibility. Rover 25 instrument pack 1.Temperature gauge 2.Tachometer 3.Odometer 4.Speedometer 5.Fuel gauge Figure 96 Technical Academy Body electrics 133

142 Tachometer The tachometer indicates engine speed and has a range of rpm for petrol derivatives and rpm for diesel derivatives. It is driven by the respective engine management systems which deliver a digital signal. This signal is converted into a corresponding analogue voltage which is used to drive the calibrated gauge. Odometer The LCD odometer display is made up of six 7 segment characters and a single 12 segment character and is housed in the speedometer assembly. The 7 segment characters are used to indicate both the total mileage of the vehicle and the current trip mileage. The functions toggle via operation of the trip switch and the trip distance is reset by pressing and holding the trip switch. The odometer total mileage has a range of miles, or kilometres, and the trip distance has a range of miles, or kilometres. For Em-CVT and JATCO models, there is a gearbox mode/gear position indicator included in the odometer display. This display is driven by a pulse width modulated signal from the respective engine management system and utilises the 12 segment character. Speedometer The speedometer fitted to Rover 45 is driven by the speed transducer mounted on the respective gearbox. This delivers four pulses per revolution and these pulses are converted into a corresponding analogue voltage, which is used to drive the calibrated gauge. This input is also used to drive the odometer. Fuel gauge The fuel gauge is driven by the fuel sender. A current is passed through the sender and read by the fuel gauge meter. The resistance of the sender unit changes with the level of fuel in the tank. The variance in the resistance of the circuit varies the current flowing accordingly and alters the gauge reading. The low fuel warning lamp is illuminated when approximately eight litres of fuel remain in the tank. Fuel gauge calibration Sender resistance Gauge position Pointer tolerance (degrees) 5 Ω Full + 5 / Ω Half full N/A 105 Ω Empty + 0 / 5 The table illustrates that as the fuel tank reaches it lower level the zero tolerance means it is not possible for the IPK to read any higher than empty: the display cannot indicate that it contains more fuel than is actually contained in the tank. This reduces the possibility of inadvertently running out of fuel. 134 Body electrics Technical Academy

143 Temperature gauge The coolant temperature gauge is thermistor driven and drives the temperature gauge as shown in the figure titled Temperature gauge characteristics (see Figure 97). Temperature gauge characteristics Point C is 56 C Point A B is C Point B H is C Figure 97 Temperature gauge calibration Thermistor resistance Temperature Gauge position 142 Ω 56 C No movement Ω C Approx. one third Ω C Approx. half way 16.9 Ω 125 C Enters red sector The Rover 25 and Rover 45 (see Figure 98) instrument packs also house various system warning lamps and indicators which are controlled via various systems and switches, from around the vehicle. Rover 45 instrument pack Figure 98 Technical Academy Body electrics 135

144 Rover 25 and Rover 45 locking and alarm systems The security system employed by Rover 25 and Rover 45 is the Lucas 5AS security controller fitted with robust immobilisation currently used on 200 and 400 models. Remote central door locking, fuel flap release, perimetric and volumetric alarm sensing are standard on all derivatives of Rover 45 (unless market legislation dictates otherwise). Remote central door locking and volumetric sensing are available on Rover 25 but are not fitted to all derivatives as standard. The internal fuel flap release is not a feature of Rover 25. The emergency key access code remains to remobilise the vehicle when necessary. CDL operation is possible using the remote handset, by using the key in the driver s door lock and by operating the driver s door sill button. In all instances the interior door handles will be inoperative until the relevant door is unlocked. If the driver door sill button is lifted all other door sill buttons will also lift. It is not possible to CDL lock the vehicle via the driver s door sill button when the driver s door is open. Alarm The alarm can be set by using either the remote handset or the key in the driver s door lock. Using the key in the driver s door lock disables the volumetric sensing. Successful arming of the alarm is signified by the alarm LED in the instrument pack and by three flashes of the hazard lights. On successful arming of the alarm the LED will flash rapidly for ten seconds and then revert to its usual slow confidence flash. Each alarm ECU is capable of supporting a maximum of four remote handsets identities. The remote identities can be overwritten when they become faulty with replacement handsets. This is achieved using TestBook. During TestBook reprogramming all working handsets must be operated at the appropriate time to rewrite their identity to the alarm ECU. The only change of input to the security system is in the shape of the Rover 45 bonnet switch. Previously the switch was short circuit to ground with the bonnet closed. When the alarm was armed this switch was pulsed periodically by the alarm ECU, to ensure continuity. Any break in the bonnet switch circuit was detected by the alarm ECU. The bonnet switch is now short circuit to ground when the bonnet is open. This reduces false triggers and inadvertent partial arming of the vehicle due to faulty or oxidised connections. The switch also has a new location: It is half way up the driver s side of the bonnet platform, improving security. Partial arming Partial arming takes place when the alarm is armed with a panel open. Partial arming monitors the panels which are closed and is signified by the absence of the three hazard warning lamps flash and the initial ten second fast flash of the alarm LED. If the open panel is subsequently closed the system becomes fully armed. The hazards will flash three times and the ten second rapid flash of the alarm LED is initiated. No arming of the alarm will take place if an attempt is made to arm the alarm with the driver s door open. 136 Body electrics Technical Academy

145 Immobilisation Immobilisation of the vehicle is actively set by locking with either the key or the remote handset. Where passive arming is a feature of the system the immobiliser will arm passively in the following circumstances: When the ignition is turned from the 'on' position to the 'off' position and the driver's door has been opened, the immobiliser will arm after thirty seconds When the vehicle has been unlocked using the remote handset and no panels are opened, or open, the immobiliser will arm after thirty seconds When the ignition is turned from the 'on' position to the 'off' position, and no panels are opened, the immobiliser will arm after ten minutes Immobilisation will be disarmed in the following circumstances: Receipt of a valid remote handset unlock command Receipt of a valid remote handset lock command with the ignition 'on' Entry of the correct emergency key access code Where remote locking is a feature, passive or 'friendly' remobilisation will be provided. This is achieved by the use of an energiser coil around the ignition lock in conjunction with a receiver circuit which is internal to the remote handset. With the immobilisation armed, when the key is put into the steering lock and the ignition is turned 'on', the alarm ECU operates the energiser coil. The energiser coil produces an alternating magnetic field around the ignition barrel. The receiver inside the remote handset picks up this signal. On reception of the signal the remote handset then transmits a signal to remobilise the vehicle. Starting can then take place and the immobilisation of the vehicle is 'invisible' to the driver. The vehicle is provided with two remote handsets and these should not be put together with the same key. If they are together the energiser coils causes both of the remote handsets to transmit simultaneously and this results in a corrupted message to the alarm system. The energiser coil is driven for approximately four and a half seconds after the ignition is switched 'on' and if the remote handset is out of range for this period the immobilisation will not be reset passively. When the ignition is switched 'on' with the immobilisation armed, the multi function unit will deliver a two tone audible signal to indicate the vehicle is in the immobilised state. This tone will not be heard in most circumstances as passive remobilisation will have occurred and the immobilisation tone has a half second delay. Engine control module immobilisation interface The immobilisation of the vehicle is achieved via communication between the security ECU and the respective engine management system. Each security system ECU has its own unique code stored in its memory which cannot be overwritten. During the manufacture of the vehicle there is a process whereby the engine control module learns and stores the security code. Technical Academy Body electrics 137

146 When the security ECU senses the ignition is on, and the correct parameters to allow remobilisation have been met, it sends this code to the engine management ECM. This code is sent in a serial format and when the correct code is received by the ECM it will allow the engine to run correctly. If the wrong code, or no code, is received then engine will turn over briefly and then stop. The code is sent continually from the security ECU to the ECM but it is only required and read during the start up phase. The immobilisation method means that the security ECU and the ECM become a matched pair. This means that they will only function correctly with each other and fitting either to another vehicle will cause a malfunction. However, it is possible, using TestBook, to enable an ECM to be formatted so that it can learn another security code. Volumetric protection Volumetric protection of the vehicle through ultrasonic sensing is available with Rover 45. The sensor (see Figure 99) is located at the top of the driver side B -post. The ultrasonic sensor is the same as the sensor used in other Rover vehicles. The sensor has a transmitter and receiver located internally. It monitors the vehicle interior and, if an intrusion is detected, the sensor signals to the alarm ECU to activate the alarm signals. Volumetric protection sensors monitor in two main modes: Detection of breaking glass: The sensor can detect the characteristic high frequency sounds produced by breaking glass Movement of air: The sensor can detect movement in the vehicle by the effect of the movement on the ultrasonic signals transmitted by the sensor. The sensor utilises the Doppler principle, monitoring the effect of air movement on the wavelength of the transmitted signal Volumetric sensor Figure 99 The volumetric sensor has three connections: 1. Power 2. Ground 3. Signal The signal line is pulled up to battery voltage by a resistor inside the alarm ECU when the volumetric sensing is active. The alarm is triggered by the sensor switching the signal line to ground. This signal is picked up by the alarm ECU, which drives the alarm. 138 Body electrics Technical Academy

147 When volumetric sensing is activated there is a delay/settle down period of fifteen seconds to allow the air movement, caused by the occupants exiting the vehicle, to stabilise. During this period, the volumetric input to the alarm ECU is ignored. If it is necessary to leave the sunroof or any of the windows open when arming the alarm, volumetric sensing should be disabled by locking the vehicle using the key in the driver s door lock. Volumetric triggering of the alarm is only permitted a maximum of three times during a single arming of the alarm. Security system self test mode The switched inputs to the security system can be checked for correct operation by entering the system into self test mode. The self test mode is entered as follows: 1. With the driver s door closed, depress the driver s door sill button 2. Turn the ignition on, off and back on again 3. Lift the driver s door sill button This sequence should be completed within five seconds and a successful entry will be indicated by a brief sounding of the alarm horn and the vehicle will be immobilised. When in self test mode the normal functionality of the security system is suspended and individual inputs into the system can be tested. Changing the state of any of the switch inputs will cause the alarm LED to flash briefly acknowledging the input. The following inputs can be tested in self test mode: Sill buttons Driver door Passenger door Bonnet Boot Key barrel switch (spare key required) Inertia switch Once in self test mode, volumetric self test mode can be entered by pressing the unlock button on the remote control (assuming that the remote control is operative and synchronised). In volumetric self test mode, the security system disregards the perimeter type inputs, and applies power to the volumetric sensor. Once a few seconds have elapsed, waving a hand around in front of the volumetric sensor should cause the LED to flash briefly to acknowledge the incoming trigger pulses. Failure to enter test mode indicates a possible fault with the driver sill button or the ignition inputs. Technical Academy Body electrics 139

148 control Cruise control Introduction Cruise control is a system which attempts to maintain the speed of a vehicle at a defined setting by automatically controlling the throttle angle. It was designed to make driving long distances on motorways less stressful by taking over throttle control from the driver. Cruise control is available as an option on KV6 automatic derivatives of Rover 45. An ECU is at the centre of the KV6 cruise control system, monitoring various inputs and changing various outputs to maintain the set speed. Cruise control is a good example of a closed loop control system, with a number of safety inputs which disengage the system for practical reasons. For example, on braking it would be hazardous to continue allowing the cruise control system to attempt to maintain the speed of the vehicle. KV6 cruise control The KV6 cruise control system is a Hella pneumatic system which, through the controlling ECU, adjusts the throttle angle to suit the set speed (see Figure 100). The system uses a vacuum pump to control a pneumatic actuator, which adjusts the throttle angle via a connecting rod. The vacuum pump unit also contains the pressure control valve (regulation valve) and the pressure release valve (dump valve). KV6 cruise control block diagram a.speed signal b.actuator power Figure Cruise control Technical Academy

149 When the vehicle is in cruise control mode and is travelling at the set speed, the cruise ECU is in control of the speed of the vehicle. The ECU will have energised the vacuum pump, which, in turn, will have moved the throttle actuator diaphragm to a position which corresponds to the set speed required. The ECU monitors the affect on the speed of the vehicle via the wheel speed signal from the ABS ECU. To maintain the speed, the ECU will continually monitor the wheel speed signal. Varying driving conditions such as gradients and wind resistance can alter the speed of the vehicle. The ECU will control the actuation of the vacuum pump and of the regulator solenoid valve, to increase and decrease the throttle angle, as required, so that the desired road speed is maintained. Cruise control operation To enter cruise control, the driver needs first to press the cruise master switch located on the dashboard. This will result in the cruise available lamp in the IPK illuminating. The cruise system is operative only within the range mph. ( km/h). When the required cruising speed is reached, using the accelerator pedal, the Set + button on the steering wheel should be pressed. The vehicle will attempt to maintain the current speed as long as the ECU receives no inputs signalling application of the brakes or throttle. If the brake pedal or the Res(ume) switch are activated, cruise control will be suspended. On cruise suspension, the set cruise speed will be stored in the cruise ECU. The driver will have complete control of the vehicle and will have to apply throttle to prevent the vehicle from coasting to a stop. Cruise control is restored by pressing the Res switch again and the system will return the vehicle to the speed stored in the cruise control ECU. If the cruise ECU recognises a fault with the system or any of its associated components it will suspend the operation of cruise control indefinitely i.e. until the fault is rectified. Accelerating There are three ways to accelerate the vehicle when cruise control is active: 1. Using the accelerator pedal: Application of the accelerator pedal will increase the vehicle speed proportional to the pedal depression. Once the pedal is released the vehicle will return to the stored speed. This feature is useful when overtaking is necessary 2. Pressing and holding the Set+ button: The vehicle will accelerate until the button is released and will then maintain the speed at which the button is released. This speed is then stored by the cruise control ECU 3. Tapping (pressing and releasing within 500 milliseconds) the Set+ button: This action increases the speed of the vehicle by increments of 1mph (1.6 kph) and maintains that speed. When the Set+ button has been tapped for the last time that is the speed which is stored in the cruise control ECU memory Cancelling cruise control Cruise control can be cancelled by pressing the cruise master switch on the dashboard or by turning off the ignition. In both of these cases the cruise speed stored in the cruise control ECU memory will be lost. On reactivation of the cruise control system a new cruise speed will have to be set by pressing the Set+ speed at the appropriate speed. Technical Academy Cruise control 141

150 Cruise control component location and functionality Rover 25 and Rover 45 technical briefing The components that make up the cruise control system are located around the vehicle as follows: Integrated vacuum pump The vacuum pump (see Figure 101) is located on a bracket behind the battery. Integrated with the pump unit are the regulator solenoid valve and the release/dump solenoid valve. The cruise ECU controls the electrical inputs to the vacuum pump and motor, and to the solenoid valves. Control of the vacuum pump and the vacuum release dump solenoid valve is governed by the cruise ECU. Vacuum pump Figure 101 The cruise ECU (see Figure 102) controls the throttle actuator and maintains the throttle in the correct position to match the cruise speed selected. It does this by continuously switching the vacuum motor on and off, and opening and closing the release/dump solenoid valve. The vacuum release/dump control solenoid is opened fully when cruise is suspended and the power to the vacuum pump and motor is switched off. Therefore, the vacuum acting on the throttle actuator is released. The instrument pack taps off the supply from the master switch and uses it to illuminate the cruise available indicator. The automatic transmission control unit (ATCU) taps off the supply from the cruise ECU to the pump and this enables selection of the cruise control shift map. Cruise control ECU Figure Cruise control Technical Academy

151 Cruise control electronic control unit and interface unit The cruise control ECU is located behind the central dashboard column in the lower gap linking passenger and driver footwells. This unit controls the system, based on a number of inputs from around the vehicle. The cruise control interface (see Figure 103) unit is located on the passenger side A post next to the automatic transmission control unit. This unit receives a buffered road speed signal direct from the ABS ECU and changes its frequency to a format compatible with the cruise control ECU. The ABS wheel speed sensors are inductive sensors and result in the delivery of 40,000 pulses per mile to the interface unit. The interface unit converts this to 8,000 pulses per mile, which is compatible with the cruise control ECU. Cruise interface unit Figure 103 Note: The cruise interface unit has a fixing bracket which is not shown in the graphic. Pneumatic throttle actuator and cruise available lamp The pneumatic throttle actuator (see Figure 104) is attached to the throttle assembly and controls the throttle angle, via a rod linkage. When cruise is available an amber lamp is illuminated in the IPK to indicate that cruise can be activated. Technical Academy Cruise control 143

152 Throttle actuator Rover 25 and Rover 45 technical briefing Figure 104 Wheel speed sensor Wheel speed is supplied to the cruise control system via the ABS ECU. If the wheel speed signal is not present then the supply to the vacuum pump will not be activated and cruise will not engage. The wheel speed sensor which feeds the cruise system, via the ABS ECU, is the front left wheel speed sensor. Therefore, if this sensor fails, the cruise system will be inoperative. Cruise switches The following switches are used in the control the cruise control system: Master control switch: Located on the dashboard, this switch is placed in series between the ignition feed and the cruise control ECU. This switch controls the electrical supply to the system and acts as an isolator or 'on'/'off' switch. When switched on, a lamp in the IPK is illuminated indicating cruise is available Set + switch: Located on the steering wheel, this switch is used to set the cruise control speed by pressing once and to increase the set cruising speed by pressing and holding until the desired speed is reached. 1mph increments are achieved by pressing for less than 0.5 seconds Res - switch: Located on the steering wheel below the set + switch, this switch is used to return to the stored cruise speed after cruise has been suspended. It is also used to suspend cruise control by pressing it once when cruise control is active Brake switch: The brake switch is a dual pole dual contact switch fitted to the brake pedal. On application of the brakes, the cruise ECU will cancel cruise and remove the supply to the vacuum pump. The ECU will also switch the solenoid located on the vacuum pump to release the vacuum contained within the actuator Park/neutral/reverse switch: When the gear selector lever is in park, neutral or reverse, cruise is inoperative. There is also a link to the automatic transmission control unit which informs the ATCU that cruise has been activated and the correct gear shift map can be selected 144 Cruise control Technical Academy

153 Brake switch inputs The cruise ECU utilises two brake inputs for higher safety and system integrity. One input comes directly from the normally-open (normally low) brake switch contact into pin 5 of the cruise ECU. This is also used to operate the brake lights. The other signal comes from the normally-closed contact of the brake switch into pin 1 of the cruise ECU. A 12V power supply to the normally-closed contact of the brake switch is provided by pin 9 of the cruise interface unit. Power will only be provided to the switch if the following conditions exist: 1. The master switch is ON and providing 12V to pin 12 of the interface unit 2. The Siemens EMS is providing a 0V cruise control enable signal to pin 5 of the interface unit. The conditions which cancel this enable signal are: Engine speed < minimum threshold and vehicle speed is > 5kph Engine speed > 6496 rpm Gearbox in park/neutral or reverse During normal cruising, the brake switch signals register 0V at pin 5 and 12V at pin 1 of the cruise ECU. When the brake pedal is pressed, these signals invert and pin 5 rises to 12V, while pin 1 falls to 0V. On receipt of either electrical brake signal (or both), the ECU cancels cruise and removes the supply to the pump. The ECU also de-activates a solenoid on the vacuum pump which dumps all the vacuum currently stored within the actuator. Finally, in addition to the brake switch inputs to the cruise ECU, as an additional precaution, there is a brake light input from the normally-open brake switch contact to pin 2 of the cruise pump. On receipt of this 12V signal, the dump valve opens and dumps all the vacuum out the system. Technical Academy Cruise control 145

154 Cruise control wiring diagram The wiring diagram (see Figure 105) illustrates how the control of the cruise control system is achieved and how it interacts with other system: Figure Cruise control Technical Academy

155 restraint systems Supplementary restraint systems Introduction In recent years, technical advances in vehicle safety systems have significantly reduced the risk of injury to occupants involved in road accidents. Crumple zones, anti-submarine seats and collapsible steering columns all enhance vehicle safety. These designs, combined with the seat belt system, make up the primary restraint systems. The amount of protection provided by the primary restraint system can always be improved. In the event of a frontal impact, the upper torso and head of the front occupants can come in to contact with the windscreen and vehicle interior. Therefore, additional measures have been introduced to supplement the primary restraint system. These have subsequently become known as supplementary restraint systems (SRS). Supplementary restraint systems are designed to work in conjunction with the primary restraint systems, providing additional protection to occupants. In the event of a crash, forces are exerted on the occupants of the vehicle, which results in them moving, in directions determined by the exact point of the impact. SRS systems inflate airbags to absorb the energy from the moving occupant and/or move them away from intrusions into the vehicle. Rover 25 and 45 supplementary restraint systems The following information for the most part applies to both Rover 25 and Rover 45 which use very similar systems. Where a difference exists in components or functionality between the systems this will be clearly indicated. Driver airbags are fitted as standard on Rover 25 and Rover 45. Passenger airbags are available as an option on Rover 25 and Rover 45 (C0 & C1)and are standard on the higher trim levels of Rover 45 (C2 level and above). Thorax airbags, designed to enhance the level of protection provided in side impacts, are available on Rover 45 as an option. Front pretensioners are fitted to all Rover 25 and Rover 45 derivatives. Rover 25 employs the familiar buckle pretensioners whilst the Rover 45 employs a reel type pretensioner. A single Diagnostic and Control Unit (DCU), monitors and controls all SRS circuits in conjunction with side impact sensors where thorax airbags are fitted. The service life of the components incorporated into the Rover 25 and Rover 45 SRS system is fifteen years. After this time, the components must be replaced. In the event of the SRS system being deployed all parts of the system must be replaced. In the case of Rover 25 this means driver and passenger airbags seat belt pretensioners, DCU and rotary coupler. The harness integrated in the body harness and is allowed to be repaired in service. In the case of Rover 45 the harness remains a stand alone harness and this should be replaced in the event of a deployment along with the airbags, DCU, side impact sensors, thorax airbags and rotary coupler. Technical Academy Supplementary restraint systems 147

156 The following list indicates the components incorporated into the SRS system on Rover 25 and Rover 45 : 1. Driver and passenger airbags 2. Thorax airbags (Rover 45 only) 3. Front pretensioners 4. SRS harness (incorporated into the main body harness on Rover 25) 5. Side impact sensors (Rover 45 only) 6. Diagnostic and Control Unit (Incorporating front impact sensors) 7. Rotary coupler Diagnostic and control unit The DCU (see Figure 106) is located behind the lower centre console under the handbrake. The DCU is secured to a bracket by way of three 6mm external Torx head powerlock bolts. A reserve power supply is also incorporated into the DCU. This will provide power to deploy the airbags in cases where the battery connection is lost. The diagnostic and control unit (DCU) functions as the brain of the system. It continuously monitors the SRS system and its components for faults. If a fault is detected within the SRS system, then the DCU will illuminate the warning lamp in the instrument pack. The SRS system may not function while the warning lamp is illuminated. When this occurs the DCU memory will need to be interrogated and the cause of the faults diagnosed using TestBook. When the ignition switch is turned to position two, the DCU will initiate a bulb check. At this time the SRS warning lamp will illuminate for approximately 4 seconds. Diagnostic and control unit Figure 106 The DCU controls deployment of all of the airbags and seat belt pretensioners. It works in conjunction with the side impact sensors (where fitted) and is capable of monitoring crash events impacting upon the vehicle through 360 in the horizontal plane (i.e. in any direction horizontally). Internal to the DCU are two crash sensing acclerometers placed at an angle of 45 in relation to each other. This means that though the Rover 25 does not have side impact sensors it is still capable of measuring impacts on the vehicle through 360. There is also a mechanical safing sensor located in the DCU. 148 Supplementary restraint systems Technical Academy

157 The sensors located in the DCU are used to monitor the force of any crash event impacting upon the vehicle. Two types of sensor are used: accelerometer type crash sensors and mechanical safing sensors. The sensors are, effectively, in series and both must be activated before the DCU will deploy the appropriate airbag(s) and/or pretensioners. In cases where the vehicle is involved in a frontal collision where force exceeds the DCU programmed threshold, then both driver and passenger airbags will be deployed, together with all pretensioners. The DCU manages this event by activating electronic switches incorporated into the circuits which feed the squibs for each of the relevant airbags/pretentioners. Squibs are contained within each of the airbag modules and, when they are given the appropriate amount of energy, they act as the initiator for the chemical reaction that inflates the bag. As stated thorax airbags provide protection to front seat occupants from lateral impacts to the vehicle. When deployed, the thorax airbag protects the occupant from the side intrusion of the vehicle. Internal to the DCU are accelerometers which measure the lateral acceleration/deceleration of the vehicle. The accelerometers work in series with the side impact sensors. The side impact sensors also react to lateral forces. The accelerometers internal to the DCU act as safing sensors. They must be triggered together with the side impact sensors, before the DCU will deploy the thorax airbags. The DCU is capable of sensing rear impacts. If the force of the impact is above the preprogrammed threshold, then the DCU will activate all seat belt pretensioners via electronic switching to their respective squibs. Warning lamp The SRS warning lamp is located in the instrument panel. It is controlled by the DCU and is used to indicate the status of the SRS system. The illumination strategy supported by the DCU is described in the table warning lamp functionality. Warning lamp functionality System status Healthy system Permanent fault Intermittent fault Low battery voltage No warning lamp during bulb check Functionality When the ignition is switched to position 2 the SRS warning lamp will illuminate for approximately 4 seconds. The lamp should then extinguish and remain off for the duration of the ignition cycle. When the ignition is switched to position 2 the SRS warning lamp will illuminate for approximately four seconds. After this, it will extinguish momentarily and then re-illuminate. The lamp will then remain on for the duration of the ignition cycle. In these circumstances, details of the fault will be stored in the DCU s memory. When the ignition is switched to position 2 the SRS warning lamp will operate as in the healthy system sequence. If a fault occurs during the ignition cycle, then the SRS lamp will illuminate. It will remain illuminated for the duration of the ignition cycle. If the fault is not present when the ignition is next switched to position 2 then the warning lamp will again follow the operating sequence of a healthy system. In these circumstances, details of the intermittent fault will be stored in the DCU s memory. The SRS warning lamp will illuminate whilst the battery voltage is low. It will extinguish as soon as correct system voltage is restored. Details of the fault will be recorded in the DCU s memory. If the SRS warning lamp does not illuminate: This indicates either a fault with the SRS warning lamp LED, a harness fault or that the instrument pack has no power supply Technical Academy Supplementary restraint systems 149

158 Side impact sensors The side impact sensor units (see Figure 107) are located slightly forward of the B post on the side sill of the Rover 45. They are secured by two 5mm internal Torx head T30 powerlock bolts. The side impact sensors consist of an electronic accelerometer, a microprocessor and a serial link which connects the sensors to the DCU. The sensors perform a self-check operation when the ignition is switched to position 2. Throughout the ignition cycle the sensors communicate with the DCU via the serial link. The microprocessors inside each sensor determine, via the accelerometer, the force of any lateral impact. The sensor will transmit a signal to the DCU where the force exceeds the predetermined level. The message is sent to the DCU via the serial link. If the DCU s internal safing accelerometer has also detected excessive force, then the DCU will initiate deployment of the thorax airbags. The decision to deploy the thorax airbags has to be made three times as fast as a front impact to ensure airbags are effective. A crash pulse can take several milliseconds to cross the vehicle, depending on the vehicle structure. For this reason, side impact sensors are used to identify and transmit information about side impacts as early as possible. Therefore, the safing function of the DCU can be simplified and the deployment speed increased. Rover 45 side impact sensor Thorax airbags Figure 107 Thorax airbags (see Figure 108) are located within the front seats. They are secured to a bracket by two 6mm external Torx head powerlock bolts. The airbag is folded and carefully packaged in a plastic container. The airbag container also houses the hybrid inflator, which contains a nitrocellulose charge and gas stored at 200 bar. When deployed, rapid inflation of the bag with Nitrogen/Argon forces the container to open and the airbag is released and deployed through the seat cover. With thorax airbags, it is the heat generated by the charge which causes the gases to expand and fill the airbag, as opposed to the chemical reaction which initiates the deployment of the driver s airbag. The seat cover seam, through which the airbag deploys, is constructed and controlled during manufacturing. The thread is designed to fail when the thorax airbag is deployed. This ensures the correct deployment of the airbag. 150 Supplementary restraint systems Technical Academy

159 The thread used on the part of the seat cover where the airbag is designed to deploy, is approximately half the strength and thickness of the normal seat cover seam thread. The pitch of the thread is very important if it is to unzip on deployment of the thorax bag. The pitch should be between 5 6 mm for correct thread failure and uniform deployment of the thorax bags. Too small a pitch and the extra number of securing points makes it more difficult for correct deployment of the thorax bag. Too big a pitch and the seam will not be secure and may work loose. If the vehicle is involved in a crash event where a lateral force is exerted on the vehicle above the predetermined threshold, then the thorax airbag will be deployed by the DCU. Thorax airbag Figure 108 The thorax air bag is designed to push the occupant away from any possible intrusions into the vehicle. The airbag deployment seam should be kept clear of any obstructions (including passengers). The approximate capacity of the thorax airbag is 12 litres when fully inflated and is made of silica-coated nylon. When deployed, the thorax airbag takes approximately 12 milliseconds to inflate fully. Inflation of a thorax airbag propels the occupant away from the point of impact at an earlier stage and at a lower speed than would occur in a collision involving a vehicle without thorax airbags fitted, so reducing injury to the occupant. Installation of the thorax airbag inside the seat ensures that, no matter what position the seat is in, the airbag is always in the correct position, in relation to the occupants (sitting correctly), to provide full protection. In service, a faulty thorax airbag is replaceable following the safety guidelines. Replacement is via un-trimming the seat and removal of the air bag via its two securing nuts. This process does not affect the special thread used in the thorax deployment seam. Technical Academy Supplementary restraint systems 151

160 Driver airbag Rover 45 drivers airbag Figure 109 The driver s airbag module is located within the steering wheel (see Figure 109) and connection to the squib is via the rotary coupler. It is secured to the steering column using two internal 6mm Torx head powerlock bolts. It is deployed by the DCU in circumstances where the vehicle is involved in a frontal collision of sufficient force. It will reach its fully inflated state approximately 30 milliseconds after detection of the impact. Once inflated it will absorb the energy of the accelerating occupant, cushioning the head and the upper torso. The plastic cover features an engineered tear seam, or airbag door. This is a deliberately weakened part of the cover, and designed to tear and rotate around a pivot when the airbag is deployed. This allows uniform deployment of the airbag and ensures it inflates in the correct position. The approximate capacity of the driver s airbag has been enlarged to 45 litres. Passenger airbag Rover 25 passenger airbag 1.Passenger airbag module Figure Supplementary restraint systems Technical Academy

161 The passenger airbag is made of silicon-coated nylon and is incorporated into the fascia, above the glovebox (see Figure 110). Deployment of the passenger airbag is controlled by the DCU. The capacity of the passenger airbag is 60 litres for Rover 25 and 80 litres for Rover 45. In its inflated condition, the passenger airbag is partially supported by the fascia and the windscreen. It is important, therefore, that the windscreen installation is capable of withstanding severe impacts. Particular care must be taken when replacing the windscreen to ensure that protection is optimised. Vents are located at the back of the driver and passenger airbags through which the gas escapes under occupant loading. Under occupant loading, the airbags deflate at a controlled rate dependent upon the load applied. This ensures the protection provided is optimised and that the driver s view is not restricted. Rotary coupler and supplementary restraining system harness The rotary coupler is located under the driver s airbag module at the top of the steering column. Its function is to maintain electrical connection between the driver s airbag and the SRS harness, whilst allowing the necessary rotary movement. The rotary coupler also maintains electrical connection between the steering wheel mounted cruise control, horn and audio system switches, and the vehicle wiring harness. The rotary coupler allows for a maximum amount of rotary movement (5 turns). When fitting a rotary coupler it must be fitted in its centralised position. This is indicated by a white segment on the indicator wheel. To centralise the coupler it should be rotated clockwise or counter-clockwise until the white segment appears on the indicator wheel. The rotary coupler forms part of the column switch assembly but is available as a separate part for service. The function of the SRS harness is to provide electrical connection to all parts of the SRS system. It is incorporated into the main body harness but is distinctive with its yellow outer covering. Rotary coupler Figure 111 The rotary couplers for Rover 25 and Rover 45 are not the same and they are not interchangeable. They are visibly different and can be identified by the colour of their respective airbag connectors (see Figure 111). Rover 25 is green in colour and the Rover 45 is blue in colour. Technical Academy Supplementary restraint systems 153

162 Rover 25 front seat belts and pyrotechnic buckle pretensioners Rover 25 and Rover 45 technical briefing Inertia reel three point seat belts are fitted to all seats (three at the rear) with pyrotechnic buckle pretensioners fitted to both front seats. Both front seat belts feature manual height adjusters located on the upper B/C post. Load limiters are fitted to the front seat belt webbing reels. These will limit the amount of load from the belt acting on the occupant in the event of a collision. Load limiters are fitted only to seat belt reels where an airbag is fitted for the seat occupant. The load is reduced via a torsion bar inside the webbing unit. When a collision event occurs, the inertia reel prevents the release of any more of the belt and the pretensioners take up any excess slack in the seat belt. The inertia from the accident forces the occupant forward into the belt, which is designed to elongate under loading. The amount of load transferred to the occupant by the seat belt can still be excessive as a result of severe deceleration of the vehicle. In this type of event, if the load reaches approximately 3.8 kn, the load limiter torsion bar in the reel housing twists. This twisting allows the release of a further small portion of the seat belt reel in a controlled manner and eases the load acting upon the occupant of the vehicle. Pyrotechnic buckle pretensioners (PBP) (see Figure 112) are attached to the front three point seat belt system in place of the fixed buckle. When deployed, PBPs reduce slack in the seat belt webbing, which, for example, can be caused by excessive layers of clothing. By using a stroke of 70mm from the pyrotechnic device, the amount of slack in the seat belt webbing can be reduced by approximately 140 mm. This action enables the seat belt to restrain forward movement of the occupant at an earlier stage than would be the case with conventional seat belts. This reduces the amount of movement permitted. Limiting the amount of movement helps prevent the occupant from coming into contact with hard parts of the vehicle interior and helps to prevent occupant submarining. In addition, PBPs keep occupants in the correct position for effective airbag operation. Rover 25 pyrotechnic buckle pretensioner Figure Supplementary restraint systems Technical Academy

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