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Sensors and Actuators

Actuators

No part of this publication may be reproduced, stored in a data processing system or transmitted in any form, electronic, mechanical, photocopy, recording, translation or by any other means without prior permission of Ford-Werke GmbH No liability can be accepted for any inaccuracies in this publication, although every possible care has been taken to make it as complete and accurate as possible.

Copyright ©2007

Ford-Werke GmbH

Present-day automotive engineering is becoming more and more complex During development activities, evergreater consideration has to be given to the environment and natural resources For this reason, closed and open-loopcontrol systems are increasingly finding application in modern automotive engineering.

Actuators are used for the closed and open-loop control of a variety of electronic vehicle systems related, forexample, to the engine, chassis, safety and comfort

Actuators convert electrical energy into mechanical work (movement) and are used in electromechanical adjustmentsystems

They can be used either purely as actuators, or as components in a closed or open-loop control circuit

Currently, the most frequently used actuators in motor vehicles are electric motors and solenoids

Based on the sensor signals they receive, the control modules calculate the variables for the control and consequentlythe activation of actuators

In some cases, actuators are combined with sensors or integrated as complete systems which include a controlmodule As a result the testing or replacement of individual actuators is often no longer possible

Self-tests performed by control modules increasingly account for connected actuators and the related wiring.Diagnosis is also performed using WDS ( Worldwide Diagnostic System)/IDS (Integrated Diagnostic System)

The procedures and tests described in the Student Information relate to the electrical operation of the individualactuators Before performing the electrical tests, ensure that the malfunction is not the result of a mechanical fault

The training course on sensors and actuators includes the following information for technicians:

1 Preface

Lesson 1 – General Information

5 Open and closed-loop control

6 Pulse width modulated signals

7 Solenoids

7 General

7 Testing and measurement

8 Electric motors

8 General

9 Motor versions

10 Actuator motor

11 Testing and measurement

12 Piezoelectricity

12 The piezo-electric effect

14 Pyrotechnics

14 General

14 Design and operation

15 Testing and measurement

16 OSC mode

16 General

17 Test questions

Lesson 2 – Actuators

18 Exhaust gas recirculation (EGR) valves

18 Actuator motor-controlled EGR valve (DC motor)

20 Actuator motor-controlled EGR valve (stepper motor)

22 EGR valve (vacuum-controlled)

24 Intake manifold runner control (IMRC) electric motor

25 Swirl plate actuator

27 Throttle plate actuator motor

29 Fuel injector (petrol engines)

31 Fuel injector (diesel engines)

33 Electronic parking brake actuator

35 Electronic throttle plate

37 Electrical turbocharger guide vane adjustment actuator

39 Electrically heated thermostat

40 Window regulator motor

40 Roof opening panel motor

42 Parking brake actuator (TRW)

44 Blower motor

46 Glow plugs

49 Heater control valve

51 Air conditioning clutch

53 Instrument cluster

55 Fuel metering valve

57 Fuel pressure control valve

59 Engine cooling fan

61 Clutch actuator

61 Gearshift actuator

63 Idle air control (IAC) valve

66 Solenoid valves for vacuum control (engine management)

68 Solenoid valve for the shock absorber control system (active suspension)

69 Fuel pump driver module (FPDM)

70 Relay

71 Shift solenoid valve

71 Pressure control valve

73 Actuator motor-controlled intake manifold flap

74 Actuator motor-controlled intake manifold flap/charge air cooler bypass flap

76 Wiper motor

78 ABS/TCS actuator

80 Liftgate release actuator

81 Blend door actuator

83 Selector lever lock actuator

83 Ignition key removal inhibitor actuator

85 Door lock actuator

87 Pyrotechnic actuators

87 Air bag module

88 Safety Belt Pretensioners

90 Other actuators

90 Headlamp leveling motors

90 Mirror adjustment motors

90 Fuel filler door release actuator

91 Test questions

92 Answers to the test questions

93 List of Abbreviations

Open and closed-loop control

To understand the importance of sensors and actuators,

we first need to examine the difference between open

and closed-loop control This difference can be

demonstrated using two examples provided below

A characteristic is saved in the PCM This characteristic

indicates how far the EGR valve must open in order to

achieve a particular recirculated exhaust gas quantity

For every setpoint value (desired EGR rate), there is a

corresponding value for the control variable (position

Vacuum line3

EGR valve4

Recirculated exhaust gas quantity5

Position sensor in EGR valve6

The setpoint value (50% in this example) determinedfor the EGR valve using the characteristic is comparedwith the actual value from the position sensor

(measured variable, 45% in this example) in the

2

EGR solenoid valve1

PCM2

Vacuum line3

EGR valve4

Recirculated exhaust gas quantity

5

Position sensor in EGR valve

6

The difference between the setpoint value and actual

value (50% as opposed to 45% in this example) is used

to determine the actual position of theEGRvalve and

perform a corresponding correction (55% in this

example) to the control variable

Summary

The essential difference between open and closed-loop

control lies in the comparison of setpoint values with

corresponding measurement variables Whereas

closed-loop control involves this comparison, open-loop

control does not

Pulse width modulated signals

PWM (Pulse Width Modulation) signals are

square-wave signals with a constant frequency, but a

variable activation time

The frequency is determined by the number of pulses

(oscillations per second) Accordingly, the frequency

increases / decreases proportionally to the number of

pulses per second

The frequency (formula symbol "f") is measured inHertz (Hz)

The pulse width is the duration of the active signal.

Accordingly, a duty cycle of 25% means that the signal

is active 25% of the time; over 1 second of pulse widthmodulation, for example, the signal is active for 250 msand inactive for 750 ms

PWM signals can serve as output signals (e.g., boostpressure solenoid valve) as well as input signals (e.g.,digital MAF (Mass Air Flow) sensor)

The duty cycle can be measured with the help of anoscilloscope and the WDS/IDS datalogger (if supported)

In 1819, the Danish philosopher and physicist Christian

Oersted (1777 – 1851) discovered that a compass needle

is deflected by an electric current flowing through a

conductor

The discovery of the link between electricity and

magnetism encouraged scientists and researchers to

perform extensive experiments and investigations One

of these scientists was André Marie Ampère (1775 –

1836)

During these investigations, it became clear that the

magnetism generated by electric current extends through

space and produces a force which can be converted into

motion and vice-versa

If an electrical conductor (e.g copper) is wound to form

a coil, the magnetic force depends on the number of

windings and the strength of the energizing current

If iron is located in this force field, it is attracted An

iron core located within the coil bundles the field lines,

amplifying the magnetic effect

Electromagnetism is used in a variety of ways today,

e.g in generators, transformers, relays, electric motors

and last but not least in solenoids

Solenoids are used as actuators in motor vehicles, e.g

as:

– coils in fuel injectors or luggage compartment release

mechanisms

– relays for operating circuit actuation

– solenoid valves for ABS (Anti-lock Brake System)

and automatic transmission

– magnetic clutches for air conditioning compressors

Relay as an example of a solenoid

Yoke1

Armature2

Two-way contact3

Normally closed contact (break contact)4

Normally open contact (make contact)5

Relay coil6

Coil core7

Testing and measurement

All solenoids operate by means of a coil and can only

be tested to a limited extent using an ohmmeter

During a continuity test only a coil open circuit or ashort to ground can be detected A resistance test is onlyuseful if the resistance value of the coil is known

As a rule, the resistance value is low as only a relativelyhigh current can generate a strong magnetic field Ashort circuit between the windings is therefore difficult

to measure

In many cases, correct operation can be checked usingthe OSC (Output State Control) mode in the WDS/IDS

by activating the actuator

If a test using the powerprobe is required in the testprocedures, the actuator can be activated directly usingexternal voltage via the powerprobe in order to checkcorrect operation

Electric motor without housing

E60666

The South Tyrolean Johann Kravogl (1823 – 1889) is

regarded as the inventor of the electric motor (in 1867)

An electric motor is an electrical device which converts

electrical energy into mechanical work with the aid of

magnetic fields, by generating a force or a torque and

consequently a movement

Electric motors in everyday use

Our contemporary technological world would be

unimaginable without the use of electric motors Heavy

locomotives are driven by electrical motors, as are

kitchen appliances and miniature clockworks

Electrical motors relieve human beings from physical

work, e.g in industrial facilities and in the household

Characteristics of electric motors

Electric motors are:

– economic, achieving efficiencies of up to 95 % (c.f

petrol engines, max 45 %)

– The Lorenz force is the force acting upon conductorsthrough which current is flowing in a magnetic forcefield

Design and operation

Electric motor components

E60667

4

3

21

Housing (stator)1

Permanent magnets2

Rotor (armature)3

Housing cap with bearing and connections4

Electric motors basically consist of a rotor (moving part)and a stator (stationary part)

Generally, the stator comprises a housing with magnets.The brushes and electrical connections are located inthe housing cap

In brush motors (with armature coil), the stator usuallycomprises one or several permanent magnet(s)

The rotor consists of the armature and an axle, whichare bearing-mounted in the housing cap In electrical

component; it can rotate – as the armature in the

alternator or starter motor – or it can move back an forth

like the armature in a solenoid

Rotor with armature coil

The armature can consist of a permanent magnet or of

an armature on which a current-carrying copper coil is

wound

So-called brushes (usually made from graphite) are used

to transfer the power via the connections (commutator)

of the moving armature

Housing cap with bearing and connections

E60670

2 1

Thermoswitch (overload protection)3

Brushes4

The brushes are pressed against the commutator bymeans of a spring

If the rotor is a permanent magnet, no brushes arerequired (brushless motor)

In brushless motors, the stator consists of magnetic coilswhich create magnetic fields around the rotor

The rotational activation of the magnetic coils isperformed by a controller

In the event of excessive power consumption, e.g due

to blocking, bi-metal switches (thermoswitches) areused for overload protection These interrupt the circuit

to the electric motor and the contact is only closed againonce the motor has cooled down

Motor versions

Numerous motor versions are available They are named

in accordance with their operating principle or therelevant application In contemporary motor vehicles,actuator motors are primarily used, which are usuallydesigned as DC motors or stepper motors

Actuator motor

What is meant by the term actuator motor, is a motor

which operates a mechanism to adjust e.g a flap or a

linkage in an angular or a longitudinal direction This

is generally performed by means of an intermediate

mechanical gear unit

The exact position of the drive motor can be monitored

and determined using a controller This is performed

e.g via speed monitoring/measurement or monitoring

of the power consumption (increased power

consumption at limit stop)

Position feedback to the controller is performed via

position sensors or microswitches

Examples of automotive actuator motor applications

are the actuation of window regulators with one-touch

up and down modes, window regulators/roof opening

panels with pinch protection, blend door actuation in

heaters and air conditioning systems

DC motor

The rotor of a DC motor has a so-called commutator

coil The stator has two distinct poles

In small motors, the poles consist of permanent magnets,

in larger motors, the poles are current-carrying coils

Because no feedback is required for actuation of e.g

the windshield wipers, blowers or simple electric

window regulators, these motors are often referred to

as control motors

Stepper motor

Stepper motors are used for precise mechanical angular

positioning These motors feature a rotor made from a

magnetic material (e.g steel) with non-magnetized

poles

E60458

1 2 3 4 5 6 7

Design of a stepper motorUpper stator core for upper coil assembly1

Upper coil assembly2

Lower stator core for upper coil assembly3

Rotor (polarized)4

Upper stator core for lower coil assembly5

Lower coil assembly6

Lower stator core for lower coil assembly7

The stator consists of a large number of pole pairs andenergized windings The stator is designed in a clawpole configuration with two or four ring coils

Each of the coil assembly is surrounded by a stator core,which is divided into two parts – the lower and upperstator core

Each stator core features numerous teeth These teethare all offset to one another and are arranged so thatthey project in the direction of the rotor

The controller cycles the current from one stator pole

to the other, deflecting the rotor poles A torque isgenerated

If, for instance, four stator cores are installed each with

12 teeth, this means that a total of 48 teeth are available

as opposite magnetic poles

As a result, 48 steps per revolution are achieved

Testing and measurement

Motors can only be tested to a limited extent using a

multimeter

During a continuity test only a coil open circuit or a

short to ground can be detected A resistance test is only

useful if the resistance value of the coil is known

As a rule, the resistance value is low as only a relatively

high current can generate a strong magnetic field A

short circuit between the windings is therefore difficult

to measure

In many cases, correct operation can be checked using

the OSC mode in the WDS/IDS by activating the

actuator

If a test using the powerprobe is specified in the test

procedures, the actuator can be activated directly using

external voltage via the powerprobe, in order to check

correct operation

In some systems the relevant actuator is deactivated

following several subsequent activations within a

specified time in order to prevent overheating of the

motors This should be taken into account during testing

The piezo-electric effect

Quartz crystal in rest state

Direction of force4

Deformation of crystal5

Voltage source6

ForceF

Piezo-technology finds application in optics, precision

mechanics, medicine, biology, consumer goods (e.g

loudspeaker tweeters, quartz alarm clock beepers, etc.),

in mechanical engineering and the automotive industry

Examples from the automotive industry include knock

sensors, pressure sensors, ultrasonic sensors,

acceleration sensors and actuators for opening fuel

injectors (on certain diesel engines)

The piezo-electric effect of natural crystals was

discovered in 1880 by the brothers Pierre and Jacques

Curie The term piezo is derived from the Greek word

piezein, meaning to "press".

The piezo-electric effect can best be illustrated by means

of a quartz crystal, on which pressure is exerted

Outwardly, the quartz crystal is electrically neutral inits rest state, i.e the positively and negatively chargedatoms (ions) are in balance (A)

External pressure exerted on a quartz crystal causes thecrystal's lattice to deform This results in ion

displacement This causes a voltage to be generated (B)

If in the reverse case, voltage is applied, this leads todeformation of the crystal and consequently to a force(C)

Uses of piezo-electricity in practice

Today's technologies use high-performance

piezo-ceramic materials instead of quartz crystals When

it comes to applications, a distinction is made between

direct and indirect piezo effects

The direct piezo effect is primarily utilized in sensors.

As sensors, piezo-ceramics convert a force acting uponthem into an electrical signal when the ceramic material

is compressed against its high rigidity

Owing to the electrical displacement (dielectric =electrical non-conductor) surface charges are generatedand an electric field builds up

This field can be picked off as a (measurable) electricalvoltage via electrodes

Summary: In the case of sensors, mechanical energy

is converted into electrical energy by means of a forceacting on a piezo-electric body

Example application:

– Knock sensor

The indirect piezo effect is primarily used in actuators.

In the case of actuators, electrical voltage is convertedinto mechanical deformation of a solid body, i.e avoltage acts upon a piezo-electric body, deforming it

If the body is prevented from deforming, elastic tension

is generated Consequently, a force is exerted on thestructure preventing deformation of the piezo-electricbody

Summary: In the case of actuators, voltage is applied

to the piezo-electric body, converting electrical intomechanical energy

Example application:

– Fuel injector for the Siemens common-rail system

Testing and measurement

Testing and measurement are described for theindividual actuators

Pyrotechnics, as used in automotive applications has

nothing to do with fireworks Pyrotechnic devices are

very small assemblies which can release high forces in

a precisely controlled manner even after many years of

maintenance-free installation, completely independently

of any power supply

One example is the airbag It must be triggerable over

the entire service life of a car, without any maintenance

The force released must be very powerful, but precisely

controlled in order to block the driver's body without

e.g throwing him or her back

Finally, the airbag must be autonomous as a reliable

power source is no longer available in a crashed vehicle

Pyrotechnic applications in motor vehicles include:

– Safety belt pretensioners

– Propellant cylinders for lateral seat shifting in the

event of a side impact

– Pyrocutter for disconnecting the battery following a

crash

Further industrial applications include:

– Power cutters (e.g for millimeter-precise cutting of

steel)

– Emergency elevator brakes or smoke doors

– Sprinkler systems

– High-performance aerosol generators

– Needleless injection systems

Design and operation

The design and operation of a pyrotechnic actuator is

described below based on the example of an air bag

All air bag units consist of an igniter which inflates an

air bag

Systems using an air bag inflator or a pre-filled gas

cartridge are used as igniters

Air bag igniter

Propellant2

Catalyst3

Hybrid passenger air bag gas cartridge4

The air bag inflator consists of the following maincomponents:

– Housing– Igniter– Propellant– Catalyst

The housing is made of high-strength steel It containsthe propellant and the igniter, and features severalcalibrated bores

A heating wire (bridge igniter) and an ignition pelletare located at the centre of the combustion chamber.The pellet contains a small amount of gun powder

The ignition current (min 800 mA) flows from anignition capacitor via a heating wire in the bridge igniter.The heat produced is sufficient to ignite the blackpowder

Depending on the manufacturer and application, theresistance of the heating wire is between approx 2 and

4 Ohms

In air bags with a gas cartridge, the sealing cap of thepressurized gas cartridge is ruptured by the igniter Thegas then escapes, inflating the air bag

In air bags with air bag inflators, the propellant is ignited

by means of the igniter, generating the gas volume

required for filling the air bag

No explosion occurs, the propellant burns in a controlled

manner and the expansion of the generated gas is

utilised

The type of propellant depends very largely on the size

of the airbag and the required deployment speed

A temperature of approx 600 – 800 °C occurs in the

combustion chamber as a result of the chemical

combustion The gas flows through a coarse screen into

the filter unit at a pressure of 120 bar Here, the gas is

rapidly cooled down to below 80 °C, in order to virtually

exclude the risk of injury to the vehicle occupants

The noise generated is approx 130 dB (A) However,

because of the short duration of approx 3 milliseconds,

damage to hearing is unlikely

Driver and passenger air bags can be designed as dual

stage air bags In this case, approx 70 % of the air bag

volume is deployed in the first stage, and the remaining

30 % in the second stage

Air bag deployment lasts between 10 and 150

milliseconds

Safety

For a theoretical worst case scenario, the air bag inflator

is equipped with a so-called "fail-safe" device If thepressure in the combustion chamber exceeds a specifiedmaximum value, which is significantly higher than themaximum operating pressure, the base of the combustionchamber opens and the gas escapes without endangeringthe driver/passenger

In vehicles which are beyond repair the airbag must bemade unusable by enforced triggering before the vehicle

is scrapped In this case, special safety measures whichare described in detail in the workshop literature must

Testing and measurement

WARNING: No resistance measurements must

be performed in the vicinity of the igniters of pyrotechnic actuators The safety instructions contained in the current service literature must always be observed when working on

pyrotechnic actuators.

Pyrotechnic actuators cannot be tested in the workshop

It is only possible to check the wiring and mechanicaloperation of the – SRS (Supplemental Restraint System)module

In OSC mode (WDS/IDS datalogger) it is possible to

simulate various vehicle module output signals and

thereby directly activate actuators

The principle advantage of testing an actuator using this

function is that providing the OSC mode is operating

correctly, faults between modules and actuators can be

virtually excluded

E44009

1234

The output signals which can be actuated by the user

are marked with a hash symbol (#) in the signal

selection

After selecting the signal (signal displayed with black

border), further icons appear in the vertical menu bar:

"Activate control position" icon– Actuation of the previously selected output signal isenabled using this icon If an exclamation mark "!"appears upon activation of this icon, the moduleoutput signal cannot be overwritten and the actuatorcan therefore not be activated

The plus icon (+)– switches on the output signal In the case of analogueoutput signals, the control variable is increased

The minus icon (–)– switches off the output signal In the case of analogoutput signals, the control variable is decreased

Delete icon– Signal overwriting is reset and the actuatordeactivated using this icon

When quitting OSC mode, all the overwritten outputsignals are automatically reset

Notes on OSC mode

When activating an actuator with the aid of OSC mode,

it must be ensured that the duration of activationcorresponds to the relevant use

For instance, activation of the windshield washer pumpfor more than 30 seconds may lead to destruction of thepump

For further information on OSC mode, please refer toStudent Information WDS, CG 8156/S, TC1012010S

or IDS, CG 8231/S, TC1011020H

Tick the correct answer or fill in the gaps.

1 A comparison between setpoint values and actual measurement values takes place:

a exclusively during transmission control

b exclusively during engine control

c during closed-loop control

d during open-loop control

2 What are PWM signals?

a Sinusoidal signals of a constant frequency

b Square-wave signals of a variable frequency

c Square-wave signals of a constant frequency

d Temperature-dependent DC voltage signals

3 In electric motors, the rotating part is referred to as a and the stationary part as a

4 Electric motors are best tested using a multimeter.

a True

b False

5 When testing a solenoid

a a high resistance value should be measured

b a low resistance value should be measured

c a continuity test is sufficient

d it should be noted that a test using the WDS/IDS is always possible

6 When testing pyrotechnic actuators, the resistance of the heating wire should first be checked using a multimeter.

a True

b False

Actuator motor-controlled EGR valve

(DC motor)

E60555

1

2

Examples of actuator motor-controlled EGR valves

1.6L Duratorq TDCi (DV) diesel

1

2.0L Duratorq TDCi (DW) diesel

2

Installation position

In the exhaust tract, near the exhaust manifold

Physical operating principle

DC motor (actuator)

Sliding-contact (position sensor)

Task / function

The actuator motor opens or closes the EGR valve

according to the required recirculated exhaust gas

quantity

The actuator motor is activated by PWM signals

The duty cycle determines the aperture cross-section of

the EGR valve

The position sensor integrated in the actuator motor

housing detects the current position of the EGR valve

The more the EGR valve is opened, the higher the

resistance of the sensor

Operating range

Value

Approx 12 VSupply voltage

(actuator motor)

Approx 5 VReference voltage

(position sensor)

PWM signalSignal type / voltage

(actuator motor)

DC voltage:0.5 – 4.5 V

Signal type / voltage(position sensor)

Approx 3 – 6 OhmsResistance (actuator motor)

–Frequency

Testing options

Compatibility Diagnostic tool

YesWDS/IDS DTC

(Diagnostic Trouble Code)

+Guided diagnostics (WDS/

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

Signal trace for correctly operating EGR valve after the

engine is switched off.

E60554

In some versions, the EGR valve can be tested easily

and reliably using the WDS/IDS datalogger

Example test on 2.0L Duratorq TDCi (DW) diesel

engine:

– Call up PIDs EGRDC (actuator motor duty cycle)

and DPFEGR (position sensor voltage characteristic)

– When switching off the engine a cleaning/adaptation

cycle is started, which opens and closes the EGR

valve six times

– The position sensor in the operates in a voltage range

of approx.:

– 1 V (closed EGR valve) to

– 4.2 V (fully open EGR valve)

– In this manner, EGR valve faults can be located via

the datalogger display

OSC mode test method

– Select the relevant PID in the WDS/IDS datalogger

– Call up and activate OSC mode

– Press the "+" key several times (the EGR valve is

opened progressively in steps); the engine should

run increasingly roughly (the engine may stall)

– If this is the case, the actuator motor is operating

correctly

Special features

Following installation of a new actuatormotor-controlled EGR valve, a parameter reset of theEGR valve must be performed using WDS/IDS

Actuator motor-controlled EGR valve

The stepper motor comprises two coil assemblies (coil

assembly A and B) and a rotor The coil assemblies are

sub-divided into coil sections A1/A2 and B1/B2

Depending on the number of pulse signals, the EGR

valve is opened to a smaller or greater extent by the

stepper motor

Operating range

Value

11 – 14 Vsee tableSupply voltage

Pulse signalsSignal type / voltage

see tableResistance

–Frequency

Coil supply voltage

Voltage (Volts) Supply voltage between

11 – 14PIN 2 (coil assembly A)

and ground

11 – 14PIN 5 (coil assembly B)

and ground

Stepper motor coil resistance values

Resistance (Ohms)

between Coil

5 – 13PIN 1 and 2

A1

5 – 13PIN 3 and 2

A2

5 – 13PIN 4 and 5

B1

5 – 13PIN 6 and 5

B2

Testing options

Compatibility Diagnostic tool

YesWDS/IDS DTC

+Guided diagnostics (WDS/

IDS)

++

DMM

+Datalogger

Compatibility Diagnostic tool

++

OSC mode #

– –Oscilloscope (breakout

box and adapter cable

required)

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

OSC mode test method

– Select the relevant PID in the WDS/IDS datalogger

– Call up and activate OSC mode

– Press the "+" key several times (the EGR valve is

opened progressively in steps); the engine should

run increasingly roughly (the engine may stall)

– If this is the case, the stepper motor is operating

correctly

EGR valve (vacuum-controlled)

E47849

Installation position

In the feed line from the exhaust tract to the intake tract

Operating principle

Vacuum-controlled valve (actuator)

Sliding-contact potentiometer (position sensor)

Task / function

The vacuum-controlled EGR valve operates purely

mechanically and is therefore not subject to any

electrical testing

The position sensor measures the current position of

the EGR valve

The more the EGR valve is opened, the higher the

resistance of the sensor

Operating range

The table applies to the position sensor

Value

Approx 5 VReference voltage

DC voltage:0.5 – 4.5 VSignal type / voltage

Approx 1 kOhm(valve closed)Approx 5 kOhms(valve open)Resistance

–Frequency

Testing options

Compatibility Diagnostic tool

YesWDS/IDS DTC

+Guided diagnostics (WDS/

IDS)

++

DMM

+Datalogger

– –OSC mode #

–Oscilloscope (breakoutbox and adapter cablerequired)

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

In the 2.0L Duratorq TDCi (Puma) emission standard

IV diesel engine, the position of the EGR valve is

indicated in millimeters (mm) in the WDS datalogger

Operation of the EGR valve and of the position sensor

can be tested as follows using the vacuum pump:

– Disconnect the vacuum hose from the EGR valve

– Connect the vacuum pump to the vacuum hose of

the EGR valve

– Turn ignition 'ON'

– Operate the vacuum pump several times until the

EGR valve is fully open

– The value indicated in the datalogger should increase

from 0 to 9 mm

– During pressure equalization, the indicated value

should fall back to 0 mm

Intake manifold runner control (IMRC)

The electric motor for intake manifold runner control

actuates the changeover flaps of the intake manifold

runner control system (Duratec-VE (VE6)) or the

variable intake manifold (Duratec-RS (Zetec))

Operating range

Value

Approx 12 VSupply voltage

ON/OFFSignal type / voltage

– *Resistance

–Frequency

YesWDS/IDS DTC

–Guided diagnostics (WDS/

IDS)

+ *DMM

– –Datalogger

– –OSC mode #

– –Oscilloscope (breakoutbox and adapter cablerequired)

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

* Only for testing the supply voltage

Special features

Malfunctions are often caused by overheating of theelectric motor for IMRC (Intake Manifold RunnerControl)

If the electric motor becomes blocked when thechangeover flaps are closed, this results in low enginepower output in the full load range

The electric motor often operates correctly again afterswitching the ignition off and back on again The electricmotor may become blocked again after a certain time

Swirl plate actuator

E60929

21

Stepper motor (actuator)

Sliding-contact (position sensor)

Task / function

The stepper motor opens and closes the swirl plates in

the intake manifold via a reduction gear Actuation is

via pulse signals

Depending on the number of pulse signals, the swirl

plates are opened to a smaller or greater extent by the

stepper motor

The position sensor detects the current position of the

swirl plates The more the swirl plates are opened, the

higher the resistance of the sensor

Operating range

Value

11 – 14 V(see table)

Supply voltage(stepper motor)

4.7 – 5.3 VReference voltage

(position sensor)

Pulse signalsSignal type / voltage

(stepper motor)

DC voltage:0.5 – 4.5 V

Signal type / voltage(position sensor)

see tableResistance

–Frequency

Stepper motor coil supply voltage

Voltage (Volts) Supply voltage between

11 – 14PIN 2 (coil A) and ground

11 – 14PIN 5 (coil B) and ground

Stepper motor coil resistance values

Resistance (Ohms)

Between Coil

5 – 13PIN 1 and 2

A1

5 – 13PIN 3 and 2

A2

5 – 13PIN 4 and 5

B1

5 – 13PIN 6 and 5

B2

Testing options

Compatibility Diagnostic tool

YesWDS/IDS DTC

+Guided diagnostics (WDS/

IDS)

++

DMM

Compatibility Diagnostic tool

+Datalogger

– –OSC mode #

– –Oscilloscope (breakout

box and adapter cable

required)

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

Signal voltage of position sensor with engine at

operating temperature:

– Setpoint value at ignition ON (no load): 0.6 – 1.0 V

– Setpoint value 2000 rpm (no load): 1.3 – 1.7 V

– Setpoint value 4000 rpm (no load): 3.1 – 3.5 V

Throttle plate actuator motor

On the throttle body fuel injection unit

Physical operating principle

DC motor (in vehicles with EEC IV/EEC V engine

management and throttle body fuel injection)

Task / function

The throttle plate actuator motor acts as an adjustablethrottle plate stop

A two-stage reduction gear and a threaded spindle with

a pushrod are integrated in the throttle plate actuatormotor

The rotary motion of the actuator motor is convertedinto a linear, i.e "pushing" motion of the pushrod viathe threaded spindle

The pushing motion of the pushrod is limited at eachend by limit switches

An idle switch, against which the threaded spindlepresses, is also integrated in the actuator motor As soon

as the pushrod and the – throttle flap stop come intocontact, the idle switch is actuated and interrupts thecircuit to the PCM This activates the engine idle speedcontrol

Operating range

Value

Approx 12 VSupply voltage

DC voltage:ON/OFFSignal type / voltage

0 – 0.5 Ohm *Resistance (idle switch)

–Frequency

* See idle switch operational test

Testing options

Compatibility Diagnostic tool

Yes *WDS/IDS DTC

+ *Guided diagnostics (WDS/

IDS)

++

DMM

+ *Datalogger

+ *OSC mode #

–Oscilloscope (breakout

box and adapter cable

required)

++

Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

* If supported by WDS/IDS

Actuator motor operational test (1)

The pushrod of the actuator motor should change

position when the ignition is switched on Then bring

the engine to operating temperature When the ignition

is switched off, the pushrod must retract and extend

again following a few seconds

Actuator motor operational test (2)

Using the powerprobe, check whether the actuating

motor fully extends and retracts the pushrod The

pushrod is extended and retracted by means of reversed

polarity

Operational test of idle switch

When the throttle plate is closed, no continuity should

be measured (resistance = infinite)

When the throttle plate is open, a resistance of 0 – 0.5Ohms should be measured

Fuel injector (petrol engines)

E60526

1

2

Examples of fuel injectors

Intake manifold fuel injector

Electrical connection5

Sealing ring to fuel rail6

Fuel feed with fine screen7

The solenoid-controlled fuel injectors serve for meteringand atomizing the fuel

The fuel injectors consist of a housing with fuelpassages, a coil and an injector needle with a solenoidarmature The fuel feed in the injector features a finescreen

The fuel injector is either closed (not actuated) or opened(actuated)

Operating range

Value

Approx 12 V (intakemanifold fuel injection)– (direct fuel injection)Supply voltage

Injection signalSignal type / voltage

Approx 10 – 20 Ohms(intake manifold fuelinjection)Approx 1.5 – 1.9 Ohms(direct fuel injection)Resistance

–Frequency

Testing options

Compatibility Diagnostic tool

YesWDS/IDS DTC

+Guided diagnostics (WDS/

IDS)

++

DMM

Compatibility Diagnostic tool

–Datalogger

– –OSC mode #

+Oscilloscope (breakout

box and adapter cable

required)

–Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

Fuel injector (diesel engines)

E60951

1

2

Examples of fuel injectors

Fuel injector, 1.6L Duratorq TDCi (DV) diesel

Injection signalSignal type / voltage

< 1 Ohm (solenoid valve)

150 – 250 kOhm (piezo)Resistance (at 20°C)

–Frequency

Testing options

Compatibility Diagnostic tool

YesWDS/IDS DTC

+Guided diagnostics (WDS/

IDS)

++

DMM

–Datalogger

–OSC mode #

++

Oscilloscope (breakoutbox and adapter cablerequired)

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

In piezo fuel injectors, a capacitance test of the piezoelement can be performed in addition to the resistancetest

– Setpoint value at 20°C: > 3.0 µF

Special features

E51116

01

15440 136080F DDFO

760680

38415 015

1724

1

2

Position of identification number on Bosch common

rail system fuel injector

Fuel injector

1

Identification number

2

Within the hydraulic servo system of the fuel injector,

there are different orifices with extremely small

diameters with factory-determined manufacturing

tolerances

In some systems, these manufacturing tolerances are

given as part of an identification number which is

located on the outside of the injector (see current service

literature)

In order to ensure optimum fuel metering, the PCM

must be informed of a change of injector (or several

injectors) using the WDS/IDS

Electronic parking brake actuator

78

The electronic parking brake actuator operates the

parking brake cables

The motor/gear mechanism is floating-mounted in the

parking brake actuator

A hollow shaft is driven via the gear mechanism A

splined shaft engages in turn in the hollow shaft

The hollow shaft is connected to a force sensor via alink which can be released mechanically (emergencyrelease)

The parking brake cables are attached at the force sensorand the splined shaft

Evaluation electronics are integrated in the housing.The actuator can only be renewed as a complete unit

Operating range

Value

Approx 12 VSupply voltage

–Signal type / voltage

–Resistance

–Frequency

Testing options

Compatibility Diagnostic tool

YesWDS/IDS DTC

++

Guided diagnostics (WDS/

IDS)

+DMM

++

Datalogger

– –OSC mode #

–Oscilloscope (breakoutbox and adapter cablerequired)

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

The force acting upon the force sensor is displayed inthe datalogger along with a possible DTC

When the brake is applied and the system is operating

correctly, this force should be approx 1100 – 1300

Newtons (N) In this condition, the rear wheels should

be blocked

Special features

When renewing the rear brake pads, the brake pedal

must be pressed several times before actuating the

electronic parking brake

For further instructions on renewing the parking brake

actuator, please refer to the service literature

Electronic throttle plate

Both a DC motor and two position sensors are integrated

in the electronic throttle plate

The DC motor adjusts the throttle plate Actuation is

via PWM signals The longer the activation time of the

PWM signals, the wider the throttle plate is opened

The position sensors detect the current position of the

throttle plate For reliable fault detection, position sensor

1 can operate redundantly or output a different voltage

signal than position sensor 2

Operating range

Value

Approx 12 VSupply voltage

(actuator)

Approx 5 VReference voltage

(position sensors)

PWM signalSignal type / voltage

(actuator)

DC voltage:0.4 – 4.5 V

Signal type / voltage(position sensors)

Approx 10 – 30 ohmsResistance (actuator)

see tableResistance

(position sensors)

–Frequency

Position sensors, 1.8L Duratec HE (MI4)

Resistance

Throttle plate closed:

Approx 2.1 kOhmsThrottle plate open:

Approx 4.3 kOhms

Sensor 1 (PIN 4 and 6):

Throttle plate closed:

Approx 4.8 kOhmsThrottle plate open:

Approx 2.4 kOhms

Sensor 2 (PIN 3 and 4):

Position sensors, 1.4L/1.6L Duratec 16V

Resistance

Throttle plate closed:

Approx 0.9 kOhmsThrottle plate open:

Approx 4.3 kOhms

Sensor 1 (PIN 4 and 6):

Throttle plate closed:

Approx 4.8 kOhmsThrottle plate open:

Approx 2.4 kOhms

Sensor 2 (PIN 3 and 4):

Position sensors, 1.8L Duratec SCi (MI4)

Voltage (in volts) *

Accelerator pedal not actuated:

Approx 0.43 – 0.83Accelerator pedal actuated:

YesWDS/IDS DTC

+Guided diagnostics (WDS/

IDS)

++

DMM

+Datalogger

–OSC mode #

–Oscilloscope (breakout

box and adapter cable

required)

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

Special features

The throttle plate end stops are detected and stored inthe PCM

Following replacement of the electronic throttle plate,

a calibration procedure must be started In this regard,refer to the instructions in the current service literature

Electrical turbocharger guide vane

DC motor (integrated in the electrical actuator)

Additionally integrated in the electrical actuator:

– Contactless (inductive) position sensor

Task / function

Electrical adjustment of the of the variable geometry

turbocharger guide vanes

Operating range

Value

Approx 12 VSupply voltage

CAN *PWM signal *Signal type / voltage

–Resistance

–Frequency

* depending on version

Testing options

Compatibility Diagnostic tool

YesWDS/IDS DTC

–Guided diagnostics (WDS/

IDS)

+ *DMM

++

Datalogger

–OSC mode #

+ *Oscilloscope (breakoutbox and adapter cablerequired)

– –Powerprobe

++ very suitable, + suitable

- unsuitable, - - very unsuitable

* depending on vehicle and engine management system

Illustration shows correct operation (shown: Mondeo

2001) under sharp acceleration

In the case of a malfunction, the electrical actuator is

normally no longer activated Thus, no activation by

the PCM takes place (VGTDC = 0 %)

Special features

Depending on the vehicle and engine management

system, the electrical turbocharger guide vane

adjustment actuator is activated differently Descriptions

of the individual systems can be found in Student

Information "Common Rail Systems, CG 8180/S

(TC3043048H)" Furthermore, the descriptions as well

as the in the wiring diagrams in the current service

literature must be observed