Haima S5 1.5T. Service Manual

Engine block 1A-45

Standard end gap:0.09～0.273mm
Maximum end gap:0.30mm

Thrust bearing’s size Thrust bearing’s thickness

Standard 3.205～3.255

2. Measure the crankshaft’s radial run-out. If

necessary, replace the crankshaft.

Maximum radial circle run-out:0.03mm

3. Respectively at A and B point along X and Y

direction, measure the journal diameter. If
necessary, replace the crankshaft.

Main journal

Diameter(mm)

Standard

45.982～46.000

Crank pin

Diameter(mm)

Standard

43.979～44.000

4. Measure the main journal’s clearance

according to method below.

(1). Remove all oil on the crankshaft journal and

bearing seat’s internal surface.

(2). Make the plastic gauge match the bearing

width and then put it on the top of journal,
keeping parallel with the axial line.

(3). Mount the main bearing cover (see the main

bearing cover mounting part).

(4). Dismantle the main bearing cover bolt, and

slowly take off the main bearing cover (see
main bearing cover mounting part).

(5). Use the plastic gauge scale to measure the

widest point on the plastic gauge’s extruded
part, and then calculate out the journal
clearance. If the clearance exceeds the
maximum value, replace the crankshaft and
corresponding bearing bush to ensure the
standard clearance.

Standard clearance:

0.018～0.036mm

Maximum clearance: 0.1mm

Crankshaft bearing matching table mm

Crankshaft main journal

diameter

Crankshaft

bearing thickness

Cylinder

1:φ

45.994

～φ

46.000

2:φ

45.988

～φ

45.994

3:φ

45.982

～φ

45.988

1:φ

50.000

～φ

50.006

1.988～

1.991

1.991～

1.994

～

1.997

2:φ

50.006

～φ

50.012

1.991～

1.994

～

1.997

～

2.000

lin

ari
ng

ete

3:φ

50.012

～φ

50.018

1.994～

1.997

～

2.000

～

2.003

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Electronic Fuel Injection Control System 1B

Chapter 2 Electronic Fuel Injection Control System

1. Notices for Maintenance of Electronic Fuel Injection System······································1B-2
1.1 General Maintenance Notices······································································ 1B-2
1.2 Maintenance Attentions············································································· 1B-2

1.3 List of Maintenance Tools ···········································································1B-3

1.4

Manual annotation abbreviations in································································1B-5

2. Briefings of ME7 System ················································································1B-6
2.1 Basic Principle························································································· 1B-6
2.1.1 System Profile ME788-Motronic ·································································· 1B-6
2.1.2 Torque-based ME7 System·········································································· 1B-7
2.2 Control signal: ME7 system’s input /output signals·············································· 1B-9

  2.3 Introduction of System Functions····································································1B-9
   2.3.1 Start Control ······················································································ 1B-9
   2.3.2 Warm-up and Three-way Catalyst Converter Heating Control ···························· 1B-10
   2.3.3 Acceleration /Deceleration and Towing Astern Oil Cutoff Control······················· 1B-10
   2.3.4 Idle Control ······················································································· 1B-10
   2.3.5 Close-loop Control··············································································· 1B-11
   2.3.6 Evaporation Emission Control ································································· 1B-11
2.3.7 Knock Control ····················································································· 1B-11
   2.3.8 VVT Control······················································································ 1B-11
2.3.9Idle Start/Stop Control················································································ 1B-11

2.4 Introduction of System Troubleshooting Function ················································1B-11
2.4.1 Fault Information Record ······································································· 1B-11
2.4.2 Classification of Fault Types ··································································· 1B-12

2.4.3 Connection with Diagnostic Unit······························································ 1B-14

3.ME7’s Overhaul and Diagnosis Flow by Fault Code ················································ 1B-14
4.ME7’s Overhaul and Diagnosis Flow by Fault Phenomenon······································· 1B-21

5. Functional Requirements on ME7 System’s Diagnostic Unit ······································1B-334

5.1 Parts Mounting Torque Specification Table ························································1B-334

  5.2 Electronic Fuel Injection System Maintenance Specification ···································1B-34
    5.2.1 Family Vehicle ·················································································· 1B-35
    5.2.2 Vehicle for Lease ··············································································· 1B-35

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Electronic Fuel Injection Control System 1B

1. Notices for Maintenance of
Electronic Fuel Injection System

1.1 General Maintenance Notices

 Only the digital multimeter can be used to

inspect the electronic fuel injection
system.

 Original parts and components shall be

used in maintenance work, or electronic
fuel injection system’s normal running
cannot be ensured.

 Only the lead-free gasoline can be used

during the maintenance process.

 Observe standard maintenance and

diagnosis flow to conduct maintenance.

 Disassembly and dismantling to

electronic fuel injection system’s
components shall be prohibited during the
maintenance process.

 Handle the electronic elements (like

electronic control unit and sensor etc)
with caution during the maintenance
process, and do not let them drop on the
floor.

 Cultivate the consciousness of

environmental protection, and handle
efficiently wastes resulting from the
maintenance.

1.2 Maintenance Attentions

1. Do not dismantle any of the electronic

fuel injection system’s components or
connectors from its mounting place
without approval, in order to guard
against accidental damage and prevent
foreign objects like water and oil stain
from entering the connector, which may
affect the electronic fuel injection
system’s normal running.

2. When disconnecting and connecting the

connector, place the ignition switch to the
“OFF” position, or the electric elements
will incur damage.

3. When conducting the fault heating

condition simulation or other
maintenance jobs that may lead to
temperature rise, make the temperature of
electronic control unit stay below 80 .

℃

4. The electronic fuel injection system’s oil supply

pressure is relatively high (350kPa or so), and all
fuel pipelines adopt the fuel pipe resisting high
pressure. Even if the engine does not run, the oil
pipeline will keep a relatively high fuel pressure.
Due to this, do not dismantle the oil pipe at
discretion during the maintenance process. In the
occasion where the fuel system shall be
maintained, pressure discharge treatment is needed
before the oil pipe is dismantled, with pressure
discharge method as follows: start the engine and
make it run at idle speed, connect it with the
diagnosis instrument, enter the “Actuator Test”,
and turn off the fuel pump till the engine stops
automatically. Dismantling of oil pipe and
replacement of fuel filter shall be completed by
maintenance professionals in the place with sound
ventilation condition.

5. When dismantling the electric fuel pump from the

fuel tank, do not power on the oil pump, in order
to avoid electric sparks and fire disaster.

6. Running experiment to fuel pump shall not be

conducted in a dry state or in water, or its service
life will be shortened. In addition, do not mistake
the fuel pump’s negative and positive electrodes.

7. When inspecting the ignition system, spark test

shall not be conducted until it is necessary, and
also the spark test time shall be as short as possible.
During the testing process do not turn on the
throttle or much unburned gasoline will flow into
the exhaust pipe, which will in turn result in
damage to the three-way catalyst converter.

8. Since the idle adjustment is completed totally by

the electronic fuel injection system, there is no
need to conduct manual adjustment. When leaving
the factory, throttle’s accelerator stop bolt has been
adjusted by the manufacturer, and users’
adjustment to its original location is prohibited.

9. When connecting with the accumulator, do no

mistake the accumulator’s negative and positive
electrodes, or the electronic elements will incur
damage. In this system, minus earth is adopted.

10. During the engine running process, do not

dismantle the accumulator cable.

11. Before executing the electric welding in the vehicle,

dismantle the accumulator’s negative/positive
cables and electronic control unit.

12. Do not test the parts’ electric signal input/output by

penetrating the cable sheath.

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Electronic Fuel Injection Control System 1B

1.3 List of Maintenance Tools

Tool name: Electronic fuel injection system diagnosis
instrument

Function:

Read/clear electronic fuel injection system’s faults,
read/clear electronic fuel injection system’s fault code,
observe the dataflow and parts action test etc.

(Picture here is only for your reference)

Tool name: Electronic fuel injection system commutator

Function:

Inspect the electric signal at the electronic control unit’s
every pin, and inspect the cable condition etc.

Tool name: Ignition Timing Lamp

Function:

Inspect the engine’s ignition timing etc.

Tool name: Digital Multimeter

Function:

Inspect the electronic fuel injection system’s
characteristic parameters like voltage, current, and
resistance etc.

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Electronic Fuel Injection Control System 1B

Tool name: Fuel Injector Cleaning Analyzer

Function:

Make cleaning analysis on the fuel injector

1.4 Manual annotation abbreviations in

Speed sensor; DVE Electronic throttle body; FPM Accelerator pedal; DR Fuel pressure regulator

DS-S-TF

Air intake pressure and temperature sensor

ECU Electronic

control

unit

EKP Fuel

pump

EMS

Engine management system

EV Injector

LSF

Oxgen sensor(Heating type)

KS Knock

sensor

KSZ

Fuel distribution pipe assembly

KVS

Fuel distribution pipe

PG Phase

sensor

ROV

Ignition system with the distributor; RUV Ignition system without the distributor; TEE Fuel pump bracket

assembly

TEV

Carbon canister control valve

TF-W

Coolant temperature sensor

ZSK Ignition

coil

VVT Variable valve timing system

DS-D2 Brake vacuum sensor

HFM

Air Flow Meter

Turbocharger pressure relief valve

WGV Turbocharger

exhaust

valve

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Electronic Fuel Injection Control System 1B

2. Briefings of ME7 System

2.1 Basic Principle

2.1.1 System Profile ME7-Motronic

Engine management system usually consists of sensor, microprocessor (ECU), and actuator, which is used
to control the air absorption, oil injection volume, and ignition advance angle during the engine running
process. See Fig. 2.1 for its basic structure.

Fig. 2.1 Components of Engine Electric Control System

In the engine’s electric control system, sensor

serves as the input part, which is used to measure
different physical signals (like temperature and
pressure) and convert them into corresponding
electric signals. In addition, ECU is used to receive
the sensor’s input signal, and conduct computation
processing according to preset program, during
which control signals produced will be outputted to
the power drive circuit. By driving different
actuators to execute different actions, the power
drive circuit enables the engine to run according to
scheduled control strategy. In the meantime,
ECU’s fault diagnosis system monitors all
components of the system or their control
functions. Once the fault has been detected and

confirmed, the fault diagnosis system will save the
fault code, and invoke the “Limp Home” function.
When detecting that the fault has been eliminated,
the fault diagnosis system will resume the normal
value.

ME7 engine electronic control management

system is characterized by adoption of
torque-based control strategy, which aims to link
different control objectives. That is the only
method in which different functions can be
integrated into the ECU’s different models
according to the engine and vehicle model. See Fig.
2.2 for structure of the ME7 Engine Electronic
Control System

Fig. 2.2: Structure of ME7 Engine Electronic Control System

Sensor

Diagnosis

EUC

Diagnosis

Actuator

Engine

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Electronic Fuel Injection Control System 1B

ME7 Engine Electronic Control System’s basic
components include:

Electronic control unit (ECU)

Electronic accelerator pedal

Air quality flowmeter (depending on project)

Fuel injector intake pressure /temperature
sensor(depending on project)

Electronic fuel pump

Coolant temperature sensor

Fuel pressure regulator

Electronic throttle body

Oil pump bracket

Phase sensor

Fuel distribution pipe

Rotating speed sensor

Carbon canister control valve

Knock sensor

Ignition coil

VVT controller

Oxygen sensor

Brake vacuum sensor (idle start/stop)

ME7-Motronicengine Management System is a
gasoline engine control system subject to
electronic operation, and it provides lots of control
features relating to operators and
vehicles/equipments. It is worth pointing out that
the system adopts open-loop and close-loop
(feedback) control mode, which can provide
different control signals for the engine’s running.
Major functions of the system include:

1) Basic management functions of the engine in

physical model:

 Torque-based system structure

 Cylinder load determined by the intake

pressure sensor/air flow rate sensor

 Gas mixture control function improved in

static and dynamic state.

 Close-loop control

 Sequential fuel injection cylinder by cylinder

 Ignition timing, including knock control

cylinder by cylinder

 Emission control function

 Catalyst heating

 Carbon canister control

 Idle control

 Limp home

 Speed sensing by the incremental system

 VVT control

 Idle start/stop

2) Additional

functions

 Burglar alarm

 Connection between the torque and external

systems (like driving mechanism or vehicle
dynamic control)

 Control over several engine parts and

components

 Provision of interface on EOL-programming

tools and maintenance tools

3) Online

OBD

Diagnosis

 Complete a series of OBD functions

 Management system used in diagnosis

2.1.2 Torque-based ME7 System

In the ME7’s torque-based engine management
system, all of the engine’s internal and external
demands shall be defined according to the engine’s
torque or efficiency requirements (see Fig. 2.3).
Different engine demands will be converted into the
torque or efficiency’s control variables, and then
these variables will be firstly processed in the central
torque demanding coordinator module. By
sequencing these contradictory requirements by
priority, ME7 system will execute the most important
requirement, and then it takes advantage of torque
conversion module to acquire needed engine control
parameters like fuel injection time and ignition timing
etc. Meanwhile, execution to such control variable
will not affect other variables, which is right the
strong point of the torque-based control system.

Likewise, during the engine matching process, the
torque-based control system has independent
variables, and so only the engine data is required
when matching the engine characteristic curve and
map, and there is no interference with other
functions and variables. That in turn avoids
repetitive marking, simplifies the matching process,
and reduces the matching cost.

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Electronic Fuel Injection Control System 1B

In comparison with previous Collection M
engine electronic fuel injection management
system, ME7 system has the following
characteristics:

 All-new engine function structure with torque

being the variable, which is easily compatible
with other systems and has strong scalability;

 All-new modularized software and hardware

structure that is highly transplantable;

 Model-based engine characteristics maps

independent to one another, which helps
simplify the marking process;

 Sensor with phase, and sequential fuel

injection facilitates the improvement of
emission;

 System’s integration with anti-theft function;

 Coordinate different torque requirements in a

centralized manner to improve the driving
performance;

 16-bit CPU, 40MHz clock frequency, and

768k cache;

 The system is scalable according to future

demands like emission standard OBDII.

2.2 Control signal: ME7 system’s input /output
signals

In the ME7 system, ECU’s major sensor input
signals include:

 Air flow signal

 Intake pressure signal

 Accelerator pedal signal

 Intake temperature signal

 Throttle angle signal

 Coolant temperature signal

 Engine rotating speed signal

 Phase signal

 Knock sensor signal

 Oxygen sensor signal

 Vehicle speed signal

 A/C pressure signal

 Brake signal

 Brake vacuum degree signal (dedicated to

start/stop)

 Neutral position signal (dedicated to

start/stop)

 Clutch top switch signal (dedicated to

start/stop)

 Clutch bottom switch signal (dedicated to

start/stop)

 Accumulator sensor signal (dedicated to

start/stop)

 Engine compartment cover signal (dedicated

to start/stop)

 Door signal (dedicated to start/stop)

After entering the ECU, above information will be
processed to produce the needed actuator control
signals, which will be amplified in the output drive
circuit and transmitted to corresponding actuators.
These control signals include:

 Opening of electronic throttle

 Fuel injection timing and oil injection’s

duration

 Fuel pump relay

 Opening of carbon canister control valve

 Ignition coil’s angle of attachment and

ignition advance angle

 A/C compressor relay

 Cooling fan relay

 Starter relay

 VVT angle

 Turbocharger pressure relief valve

 Turbocharger exhaust valve

2.3 Introduction of System
Functions

2.3.1 Start Control

During the starting process, special calculation
method will be adopted to control the charge, fuel
injection, and ignition timing. At the initial phase
of this process, air in the intake manifold keeps
still, and intake manifold’s internal pressure
reading is equal to the ambient atmosphere
pressure. When the throttle is closed, the idle speed
regulator is assigned a fixed parameter according
to the starting temperature.

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Electronic Fuel Injection Control System 1B

In the similar process, the given “Fuel Injection
Timing” is assigned the initial injection pulse.

Fuel injection volume varies according to the
engine temperature, in order to facilitate the
formation of oil film on the intake manifold and
cylinder’s walls. Therefore, when the engine
reaches a given rotating speed, thick gas mixture
shall be added.

Once the engine starts running, the system will
immediately reduce the starting excess fuel. When
the starting process ends (600…700min-1), the
starting excess fuel is completely cancelled.

During the engine starting process, the ignition
angle is being adjusted constantly, and it varies
according to engine temperature, intake
temperature, and engine’s rotating speed.

Note: As for vehicles with start/stop function,
vehicle starting can be determined according to the
vehicle gear and clutch information. If the
transmission is in gear and engages with the clutch,
starter running shall be prohibited.

2.3.2 Warm-up and Three-way Catalyst
Converter Heating Control

When the engine has been started at low
temperature, cylinder charge, fuel injection, and
electronic ignition will be adjusted to offset the
engine’s higher torque requirements. Such a
process will continue till appropriate temperature
threshold has been hit.

Meanwhile, speedy heating to three-way catalyst
converter is most important, because speedy
transformation into three-way catalyst converter
running will help reduce emission of waste gas
considerably. In such a working condition, ignition
advance angle should be postponed, in order to heat
the three-way catalyst converter by waste gas.

2.3.3 Acceleration /Deceleration and
Towing Astern Oil Cutoff Control

Some of the fuel that has been injected into the intake
manifold will not duly flow into the cylinder to
partake into the subsequent combustion. On the
contrary, it will produce a layer of oil film on the
wall of the intake manifold. With improvement of the
load and extension of the fuel injection duration, fuel
deposited in the oil film will increase sharply.

When the throttle opening increases, some
injected fuel will be absorbed by the oil film. Due
to this, supplementary fuel shall be injected to
prevent the gas mixture from getting thin during
the acceleration process. Once the load coefficient

decreases, additional fuel included in the fuel film
on the intake manifold wall will be released again.
Then, injection duration must decrease during the
deceleration process.

Towing astern or traction condition refers to the
situation in which the power at the flywheel from the
engine is negative. In this case, engine friction and
pump gas loss can be used to make the vehicle
decelerate. When the engine stays in the towing
astern or traction condition, the oil injection will be
cut off to reduce the fuel consumption and waste gas
emission. More importantly, the process will help
protect the three-way catalyst converter.

Once the rotating speed declines to the given rotating
speed (above idle speed) for recovery of oil supply,
the oil injection system will resume the oil supply. As
a matter of fact, among the ECU’s programs there is
a range for recovery of rotating speed, and it varies
with change of parameters like engine temperature
and engine rotating speed’s dynamic change. Also, it
calculates the rotating speed to prevent it from
declining to specified minimum threshold.

Once the injection system resumes the oil supply,
the system will begin using the initial injection
pulse to supply the additional fuel, in addition to
reconstructing the oil film on the intake manifold’s
wall. After recovery of the fuel injection,
torque-based control system will slow and stabilize
the engine torque’s increase (smooth transition).

2.3.4 Idle Control

At the idle speed, engine will not offer torque to
the flywheel. To make sure that the engine can run
stably at a low idle speed, the close-loop idle
control system must maintain the balance between
the torque and the engine’s “Power Consumption”,
and it will generate a given power during the idling
process, in order to meet different load requirements,
which arise from engine crankshaft, gas distribution
mechanism, and auxiliary components (like friction
in the water pump).

ME788 System adopts the torque-based control
strategy, which, based on close-loop idle control,
determines the engine torque output that is required
to maintain the idling speed in any working condition.
Such torque output increases with decline of the
engine’s rotating speed, or vice versa. By requiring
higher torque, the system makes response to the new
“Interference Factor”, such as the air conditioning
compressor’s start/stop or automatic transmission
shift. When the engine temperature is relatively low,
torque should be increased to offset more internal
friction loss and/or maintain higher idling speed.
All these torque output requirements are

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Electronic Fuel Injection Control System 1B

transmitted to the torque coordinator, which will
make processing calculation and obtain
corresponding charge concentration, components
of gas mixture, and ignition timing.

2.3 5 Close-loop Control

Exhaust post-treatment in the three-way catalyst
converter is an effective way to reduce density of
harmful substances in the waste gas. Normally,
the three-way catalyst converter is able to reduce
HC, CO, and NOx by 98% ore more, and turn
them into H2O, CO2, and N2. However,
above-mentioned high efficiency can be realized
only when the engine’s excess air factor is equal
to 1 or so. In fact, the close-loop control aims to
ensure that concentration of the gas mixture stays
within such a range.

Close-loop control system takes effect only when the
oxygen sensor is installed. Oxygen sensor is used to
monitor the oxygen content in the waste gas on the
three-way catalyst converter’s side: thin gas mixture
(λ>1) produces sensor voltage of about 100mV, and
thick gas mixture (λ<1) produces sensor voltage of
about 900mV. When λ is 1, the sensor voltage will
incur a jumping. To the input signal, the close-loop
control will make response (λ>1: too thin gas
mixture, λ<1: too thick gas mixture) to modify the
control variable, and modifying factor therein will
serve as the multiplier to modify the fuel injection
duration.

2.3.6 Evaporation Emission Control

Due to transmission of external radiation heat and oil
return radiation, fuel in the oil tank is heated to
produce the fuel steam. Subject to the limitation of
evaporation emission laws and regulations, steam
brimming with lots of HC shall not be discharged
into the air directly. In the system, fuel steam will be
collected into the active carbon canister through the
duct. When condition permits, fuel steam will be
flushed and discharged into the engine to partake in
the combustion process. Meanwhile, the flow rate of
the flushing air current is realized by ECU that
controls the carbon canister’s control valve. Only
when the close-loop control system works in the
close-loop condition can such a control run.

2.3.7 Knock Control

By virtue of the knock sensor that is mounted at
the appropriate place of the engine, the system
tests the characteristic vibration resulting from
the knock, and then converts the vibration into
electronic signal, in order to transmit it in the
ECU for handling. By adoption of special
processing algorithm, ECU tests if there is knock
phenomenon at every cylinder’s combustion

cycle. Once there is knock, ECU will trigger the
knock close-loop control. After the knock danger
is eliminated, the affected cylinder’s ignition will
be gradually advanced to the preset ignition
advance angle again.

Knock control’s threshold is applicable to fuel of
different working conditions and different
grades.

2.3.8 VVT Control

By controlling the intake/exhaust camshaft phase,
the system can efficiently reduce the engine’s
emission at low speed and improve its torque at
high speed. According to the vehicle’s running
condition and the driver’s driving intention, the
ECU can calculate out the intake/exhaust
camshaft’s target phase, as well as realize the
close-loop control to the camshaft phase according
to the phase information acquired from the phase
sensor. Compared with the engine without VVT
system, the engine with VVT system can
efficiently reduce oil consumption and emission as
well as raise the maximum power.

2.3.9 Idle Start/Stop Control

By analyzing the driver’s driving intention, the
system will realize the automatic idle stop/start at a
proper time. By analyzing such information as
clutch pedal, neutral gear, driving speed, brake
vacuum degree, accumulator state, door, and engine
compartment cover etc., idle start/stop control will
determine if the automatic stop/start conditions have
been met. During the normal driving process, drivers
need to conduct any additional operation to realize
the automatic idle stop/start.

Since the idle start/stop control provides the complete
vehicle with starter relay, there will be two additional
functions like automatic start after stalling and
starter’s failure in running when gearing chain
engages (transmission is in gear and engages with
clutch), which will do good to fresh drivers. In
addition, the idle start/stop control can help reduce
the complete vehicle’s oil consumption and gas
emission.

2.4 Introduction of System
Troubleshooting Function

2.4.1 Fault Information Record

Electronic control unit constantly monitors the
sensor, actuator, relevant circuits, fault indicators,
and accumulator voltage etc., and even the
electronic control unit itself, in addition to
conducting the reliability test to the sensor output
signal, actuator drive signal, and internal signals

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Electronic Fuel Injection Control System 1B

(like close-loop control, coolant temperature,
knock control, idling speed control, and
accumulator voltage control etc). Once there is
fault at certain link or a given signal is unreliable,
the electronic control unit will immediately set the
fault information record in RAM fault memory,
and save it in the form of fault code, which will be

displayed according to the fault occurrence
sequence. According to the fault frequency, faults
can be classified into “Steady-state Faults” and
“Sporadic Faults” (like the faults resulting from
short-lived open circuit or poor contact between
connectors)

Fig. 2.4 Electronic Fuel Injection System’s Troubleshooting Principle

2.4.2 Classification of Fault Types

Diagnostic Fault Path and Fault Categories

Diagnostic fault path (DFP) is, in fact, a
sub-function for fault diagnosis that is used to
inspect functions of a given sensor, actuator, or
others in the EMS system. By respective
diagnostic path, the fault information will be
transmitted to the fault diagnosis management
module, which will take corresponding actions
and determine if the fault lamp should be activated
or the fault should be displayed on the diagnostic
unit. When a fault is detected at a given DFP, the
fault diagnosis management module will make
definite the fault type. Usually, the fault types
include:

B_mxdfp Maximum fault, signal goes beyond the
upper limit of the normal range.

B_mndfp Minimum Fault, the signal goes beyond
the lower limit of the normal range.

B_sidfp signal fault, without signal.

B_npdfp unreasonable signal, with signal, but
the signal is unreasonable.

Definitions of Fault Types

In this project there are 10 fault types. Closed fault
path is defined as “Class0”, namely, the fault
information will not enter the fault memory, and
also the diagnostic unit will not read the fault. In
addition, faults of Class2, Class3, Class4, Class5,

Class6, Class7, Class11, Class12, and Class13
belong to those fault types that have been defined
by the system in a uniform manner.

Class2: fault is inputted into the fault memory upon
taking place; DFP fault types relating to misfire are
usually defined as Class 2. As for the misfire fault
resulting in damage of catalyst, the MIL lamp will
flash in no time to prompt the driver. As for the
misfire fault resulting in deterioration of emission, if
the misfire fault of corresponding extent has been
fully detected in three consecutive driving cycles, the
MIL lamp will be activated, and also the fault will be
displayed on the diagnostic unit. If the fault fails to
be confirmed or eliminated in 40 driving cycles
(namely, in a warm-up cycle, E_xxx＝1, but Z_xxx
＝

0), the fault information will be deleted from the

fault memory. if the fault disappears before the fault
confirmation and never occurs within 40 driving
cycles, the fault information will be deleted from the
fault memory; If the fault disappears after being
confirmed, the fault information cannot be deleted
from the fault memory until it does not occur within
40 warm-up cycles, and the fault priority is defined
as 20. After the fault confirmation, SVS lamp is off.
If the fault disappears after the fault confirmation and
never occurs within three driving cycles, it means
that the fault has been corrected.

Class3: fault is inputted into the fault memory upon
taking place. After the fault confirmation, the MIL
lamp is activated, and the fault confirmation needs
three driving cycles, with fault being displayed on the
diagnostic unit. If the fault fails to be confirmed or

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Electronic Fuel Injection Control System 1B

eliminated within 40 warm-up cycles(namely, in a
warm-up cycle, E_xxx＝1, but Z_xxx＝0), the fault
information will be deleted from the fault memory; if
the fault disappears before the fault confirmation and
never occurs within 40 warm-up cycles, the fault
information will be deleted from the fault memory; If
the fault disappears after being confirmed, the fault
information cannot be deleted from the fault memory
until it does not occur within 40 warm-up cycles; and
the fault priority is defined as 30; after the fault
confirmation, SVS lamp is off; If the fault disappears
after fault confirmation and never occurs within three
driving cycles, it means the fault has been corrected..

Class4:fault is inputted into the fault memory upon
taking place. After 2.5s since the fault occurs, the
MIL lamp will be activated, and also the fault is
displayed on diagnostic unit; If the fault fails to be
confirmed or eliminated within 40 warm-up
cycles(namely, in a warm-up cycle, E_xxx＝1, but
Z_xxx＝0), the fault information will be deleted from
the fault memory; if the fault disappears before the
fault confirmation and never occurs within 40
warm-up cycles, the fault information will be deleted
from the fault memory; If the fault disappears after
being confirmed, the fault information cannot be
deleted from the fault memory until it does not occur
within 40 warm-up cycles; and the fault priority is
defined as 30; after the fault confirmation, SVS lamp
is off; If the fault disappears after fault confirmation
and never occurs within three driving cycles, it means
the fault has been corrected..

Class5:fault is inputted into the fault memory upon
taking place; after the fault confirmation, MIL lamp is
off; fault confirmation needs 3 driving cycles; the
fault is displayed on diagnostic unit; If the fault fails
to be confirmed or eliminated within 40 warm-up
cycles(namely, in a warm-up cycle, E_xxx＝1, but
Z_xxx＝0), the fault information will be deleted from
the fault memory; if the fault disappears before the
fault confirmation and never occurs within 40
warm-up cycles, the fault information will be deleted
from the fault memory; If the fault disappears after
being confirmed, the fault information cannot be
deleted from the fault memory until it does not occur
within 40 warm-up cycles; and the fault priority is
defined as 40; after the fault confirmation, SVS lamp
is off; If the fault disappears after fault confirmation
and never occurs within three driving cycles, it means
the fault has been corrected..

Class6: fault is inputted into the fault memory upon
taking place; after the fault confirmation, MIL lamp is
off; fault will be confirmed upon taking place; the
fault is not displayed on the diagnostic unit;If the fault
fails to be confirmed or eliminated within 40
warm-up cycles(namely, in a warm-up cycle, E_xxx

＝

1, but Z_xxx＝0), the fault information will be

deleted from the fault memory; If the fault disappears
after being confirmed, the fault information cannot be
deleted from the fault memory until it does not occur
within 40 warm-up cycles; and the fault priority is
defined as 50; after the fault confirmation, SVS lamp
is off; If the fault disappears after the fault
confirmation and never occurs within 1.2s, it means
the fault has been corrected.

Class7:fault is inputted into the fault memory upon
taking place; after the fault confirmation, MIL
lamp is off; fault will be confirmed upon taking
place; the fault is not displayed on the diagnostic
unit;If the fault fails to be confirmed or eliminated
within 40 warm-up cycles(namely, in a warm-up
cycle, E_xxx ＝ 1, but Z_xxx ＝ 0), the fault
information will be deleted from the fault memory;
If the fault disappears after the fault confirmation,
the fault information cannot be deleted from the
fault memory until it does not occur within five
warm-up cycles, and the fault priority is defined as
50; after the fault confirmation, SVS lamp is off; If
the fault disappears after the fault confirmation and
never occurs within 120ms, it means the fault has
been corrected.

Class11:fault is inputted into the fault memory upon
taking place; after the fault confirmation, MIL lamp is
activated; fault confirmation needs 3 driving cycles;
the fault is displayed on diagnostic unit; If the fault
fails to be confirmed or eliminated within 40
warm-up cycles(namely, in a warm-up cycle, E_xxx
＝

1, but Z_xxx＝0), the fault information will be

deleted from the fault memory; if the fault disappears
before the fault confirmation and never occurs within
40 warm-up cycles, the fault information will be
deleted from the fault memory; If the fault disappears
after being confirmed, the fault information cannot be
deleted from the fault memory until it does not occur
within 40 warm-up cycles; and the fault priority is
defined as 20; after the fault confirmation, SVS lamp
is off; If the fault disappears after the fault
confirmation and never occurs within 4 driving cycles,
it means the fault has been corrected.

Class12:fault is inputted into the fault memory
upon taking place; after the fault confirmation,
MIL lamp is off; fault is confirmed upon taking
place, and it is not displayed on the diagnostic unit;
If the fault fails to be confirmed or eliminated
within 40 warm-up cycles (namely, in a warm-up
cycle, E_xxx ＝ 1, but Z_xxx ＝ 0), the fault
information will be deleted from the fault memory;
if the fault disappears before the fault confirmation
and never occurs within 40 warm-up cycles, the
fault information will be deleted from the fault
memory; If the fault disappears after being

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Electronic Fuel Injection Control System 1B

confirmed, the fault information cannot be deleted
from the fault memory until it does not occur
within 40 warm-up cycles; and the fault priority is
defined as 50; after fault confirmation, SVS lamp
is activated; If the fault disappears after the fault
confirmation and never occurs within 120, it means
the fault has been corrected, and also the SVS is
off.

Class13:fault is inputted into the fault memory upon
taking place; after the fault confirmation, MIL lamp is
activated; fault confirmation needs 3 driving cycles;
the fault is displayed on diagnostic unit; If the fault
fails to be confirmed or eliminated within 40
warm-up cycles(namely, in a warm-up cycle, E_xxx
＝

1, but Z_xxx＝0), the fault information will be

deleted from the fault memory; If the fault disappears
before the fault confirmation and never occurs within
40 warm-up cycles, the fault information will be
deleted from the fault memory; If the fault disappears
after the fault confirmation, the fault information
cannot be deleted from the fault memory until it never
occurs within 40 warm-up cycles; and the fault
priority is defined as 30; after fault confirmation, SVS
lamp is activated; If the fault disappears after the fault
confirmation and never occurs within 4 driving cycles,
it means the fault has been corrected, and also the
SVS lamp is off.

SVS Lamp Control Strategy

In different working conditions, SVS lamps vary in
working condition:

1) No blink code request, and empty fault
memory

When the ignition switch is turned on, ECU will
start initialization in no time. Since the
initialization, SVS lamp will be turned on for 4s.
If the engine is started within 4s, SVS will
immediately go out if the engine’s rotating speed
(B_nmot=true) has been located.

2) No blink code request, there is fault in the
fault memory

Since the ignition switch has been turned on
and the ECU embarks on the initialization, SVS
lamp will remain “ON” state until the engine’s
rotating speed has been located. If the fault
manager requires that SVS lamp shall be turned
on in the fault mode, the SVS lamp will remain
“ON” state in the subsequent driving cycle.

3) Blink code request and empty fault memory

If the ECU blink code request condition has been
met (blink code request condition: ignition switch is
turned on under the precondition of no vehicle
speed, no engine’s rotating speed, accelerator

pedal’s opening greater than 75%, and stepping
down the brake pedal), SVS will work in blink code
mode. Since the ignition switch has been turned on
and the ECU embarks on initialization, SVS lamp
will remain “ON” state for 4s. Then, after one
second of interval, SVS will blink at the frequency
of 2HZ, in order to indicate “No Fault” till the blink
code request condition cannot be met.

4) Blink code request, and there is fault in fault
memory

If the ECU blink code request condition has been
met (blink code request condition: ignition switch is
turned on under the precondition of no vehicle
speed, no engine’s rotating speed, accelerator
pedal’s opening greater than 75%, and stepping
down the brake pedal), SVS will work in blink code
mode.

Since the ignition switch has been turned on and the
ECU embarks on initialization, SVS lamp will
remain “ON” state for 4s. Then, after one second of
interval, SVS will indicate the fault code (P-code)
in the memory with a blink code. If all faults in the
memory have been indicated by SVS lamp in the
form blink codes, and blink code request condition
is still met, the SVS lamp will go out till blink code
request condition cannot be met.

2.4.3 Connection with Diagnostic Unit

This system adopts CAN communication protocol
and ISO 15031-3 standard diagnosis connector (see
Fig.2.5). Such a standard diagnosis connector, in
the form of bus connector, is fixed at the position
between the cab’s steering shaft and the vehicle’s
medial axis. Pin 4, 6, 14, and 16 of the standard
diagnosis connector are used in the engine’s
management system EMS. Of which, the standard
diagnosis connector’s Pin 4 links with the earth
wire in vehicle, Pin 6 serves as the engine data
cable CAN_H’s lead, Pin 14 serves as the engine
data cable CAN_L’s lead, and Pin 16 connects with
the accumulator’s positive electrode.

Fig. 2.5: ISO15031-3 Standard Diagnosis
Connector

Through “CAN” cable, ECU can communicate
with the external diagnostic unit. See GEELY
Instruction on Diagnostic Unit for detailed
operations of the diagnostic unit.

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Electronic Fuel Injection Control System 1B

3 ME7’s Overhaul and Diagnosis Flow by
Fault Code

Explanations:

1. The overhaul cannot be executed only when
current fault has been confirmed as “Steady-state”
fault, or the diagnosis error will take place.

2. Multimeter required refers to the digital
multimeter, and analogue multimeter shall not be
used to inspect the electronic fuel injection
system’s lines.

3. In the case of overhauling the vehicle with
anti-theft system, if the ECU will be replaced,
programming to ECU shall be done after the
replacement.

4. If the fault code indicates that a given circuit has
too low voltage, it means that there likely exists short
circuit to the earth in the circuit. If the fault code
indicates that a given circuit has too high voltage, it
means that there likely exists short circuit to the
battery in the circuit. If the fault code indicates that

there is fault at a given circuit, it means that there
likely exists open circuit or several types of faults in
the circuit.

Diagnosis help:

1. If the fault code cannot be cleared, the fault
belongs to “Steady-state” fault. If the fault belongs
to sporadic fault, emphasis should be put on the
inspection to wiring connector’s looseness.

2. No abnormal situation after preceding
inspection;

3. During the overhaul process, do not overlook
other factors’ influence on the system, such as
automobile maintenance, cylinder pressure, and
mechanical ignition timing etc.

4. Replace ECU for further test.

If the fault code can be cleared, the fault cause
should be attributed to ECU. However if the fault
code cannot be cleared, remount original ECU and
repeat the workflow for further overhaul work.

INDEX PCODES

UAES Explanations

CLASS MIL

SVS

P000A

Slow intake VVT response

P0010

VVT intake control valve circuit, open

√ ×

3 P0012

Intake VVT fails to stay at defaulted position when
starting

5 × ×

4 P0016

Improper relative position between crankshaft and
camshaft

√ ×

P0030

Upstream oxygen sensor heater control circuit, fault

√ ×

6 P0031

Upstream oxygen sensor heater control circuit, low
voltage

√ ×

7 P0032

Upstream oxygen sensor heater control circuit, high
voltage

√ ×

P0033

Discharge control valve control circuit.

√ ×

P0034

Discharge control valve control circuit voltage is too low.

√ ×

P0035

Discharge control valve control circuit voltage is too
high.

√ ×

P0036

Downstream oxygen sensor heater control circuit, fault

√ ×

12 P0037

Downstream oxygen sensor heater control circuit, low
voltage,

√ ×

13 P0038

Downstream oxygen sensor heater control circuit,

high

voltage

√ ×

P0053

Upstream oxygen sensor heater resistance, improper

√ ×

P0054

Downstream oxygen sensor heater resistance, improper

√ ×

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Haima S5 1.5T. Service Manual - part 4