AUTOMOTIVE TECHNOLOGY.pdf

AUTOMOTIVETHEORY, DIAGNOSE & TROUBLESHOOT

TECHNOLOGY

razis othman
MUHAMMAD KHOIRUDIN BIN ZAKARIA
mohd amiruddin ab aziz

COPYRIGHT

Published by:
Politeknik Sultan Azlan Shah
Behrang stesen, Behrang
35950 Perak
Tel : 05-4544431
Faks : 05-4544993
Email : http://www.psas.edu.my
First Published 2022

All right reserved. No parts of this publication may be reproduced stored in a retrieval system, or
transmitted in any form or by any mean, electronic, mechanical, photocopying or otherwise without
permission of Sultan Azlan Shah Polytechnics.

PERPUSTAKAAN NEGARA MALAYSIA
Automotive Technology

PRAKATA

AUTOMOTIVE TECHNOLOGY 1st Edition remains the leading authority on automotive theory,diagnose
and troubleshoot. The new edition, new content on electronic automatic transmissions, preventive
maintenance, and many other topics that reflect the most recent changes in the industry for PROTON
car. Chapters cover the theory, diagnosis and troubleshoot EMS (engine management system),sub
engine management sytem, CAN bus,LIN (local area network) up to 32 bit ECU processor,Advanced Body
Electrical and Networking System,Gas and emission,air induction system,immobilizer
system,VIM(variable induction system),Multiplexing Wiring System for Proton’s Vehicles,Automatic
transmission fuses and fusible link,Power train and differential unit,and a lot more.

TABLE OF CONTENTS

S/No Content Page No

Chapter 1 6-54
6
1.0 ENGINE MANAGEMENT SYSTEM 7
6
1.0.1 What is EMS 15
17
1.0.2 EFI 18
20
1.0.3 Fuel Delivery System 21
23
1.0.4 Sensor and Actuators for CFE Engine 26
27
1.0.5 Engine Control Unit (ECU) 29
34
1.0.6 Other Control Systems 35
39
1.0.7 Variable Induction Manifold (VIM) 45
50
1.0.8 Main Objective
56-63
1.0.9 Variable Valve Timing (VVT) 56
56
1.0.10 Immobilizer System

1.0.11 European On-Board Diagnostic (E-OBD)

1.0.12 Proton’s Diagnostic Tool

1.0.13 Advanced Body Electrical and Networking System

1.0.14 Multiplexing Wiring System for Proton’s Vehicles

1.0.15 BCM for EXORA

1.0.16 Can-Bus Networking

1.0.17 Local Inter Network (LIN)

Chapter 2

2.0 AIR INDUCTION SYSTEM

2.0 What is air induction system and how it works?

2.0.1 Air Induction System with Emissions Control.

2.0.2 How it Works. 57
2.0.3 Main Parts of Air Induction System 58

1

2.0.4 Diesel Induction Systems 63

Chapter 3

3.0 SUB ENGINE MANAGEMENT SYSTEM -FORCE 65-88
INDUCTION

3.0 Introduction 65

3.0.1 Horsepower 65

3.0.2 Types of Fuel Injection 67

3.0.3 Direct Injection (Direct Injection) 68

3.0.4 Types of Nitrous Oxide 68

3.0.5 Turbo Charger (Diesel) 69

3.0.6 Technology DVVT 72

3.0.7 Average Street Engine 75

3.0.8 Supercharging Principle 78

3.0.9 Supercharger 76

3.0.10 Turbocharger 78

3.0.11 Turbocharger Failure 84

Chapter 4

VEHICLE EMISSION SOURCES 86-92

4.0 TYPE OF VEHICLE EMMISION SOURCE 86

4.0.1 Exhaust Emissions 86

4.0.2 Evaporative Emissions 86

4.0.3 Exhaust Emission Pollutants and Their Effects to Human 87
Health

4.0.4 Fuel Evaporating Control System 88

4.0.5 Gas Blow 88

4.0.6 Types of Emission Control System 88

4.0.7 Diesel Engines 91

4.0.8 Positive Crankcase Ventilation 92

4.0.9 Pumped air Injection 92

4.0.10 Aspirated Air Injection 93

2

Chapter 5 95-110
AUTOMATIC TRANSMISSION 95
5.0 AUTOMATIC TRANSMISSION 95
5.0.1 Function 95
5.0.2 Automatic Transmission Mode 95
5.0.3 Construction 96
5.0.4 Components of Automatic Transmission 96
5.0.5 Automatic Transmission Gear Box 97
5.0.6 Torque Converter 98
5.0.7 Construction and Operation 99
5.0.8 Operation of Automatic Gear Shifting Mechanisms 101
5.0.9 Understand Vehicle Wiring Circuit Diagram 101
5.0.10 Wire Colour 102
5.0.11 Electrical Symbol and Circuit in Vehicle 104
5.0.12 Abbreviator Symbols Used for System Name 104
5.0.13 Types of Circuit 105
5.0.14 Vehicle Electric Circuit 105
5.0.15 Wiring Harness Configuration Diagram 106
5.0.16 Wire Harness Inspection 106
5.0.17 Switches and Relay 107
5.0.18 Relay Position Identification 107
5.0.19 Understanding Relay 108
5.0.20 Fuses and Fusible Links 109
5.0.21 Continuity Test 110
5.0.22 Finding Electrical Faults
112-127
Chapter 6 112
POWER TRAIN AND DIFFRENTIAL UNIT 113
6.0 Power Train Unit
6.0.1 Differential

3

6.0.2 Limited Slip Differential 114
6.0.3 Cone Clutch 114
6.0.4 Torsion 116
6.0.5 Drive Shaft 116
6.0.6 Universal Joint 117
6.0.7 Transfer Box 117
6.0.8 Gear Oil 118
6.0.9 Axle Shaft 119

4

CHAPTER 1

5

1.0 ENGINE MANAGEMENT SYSTEM

Figure 1.0.1 Engine Management System
1.0.1 What is EMS?

EMS or Engine Management Systems is a system which controls and manages the
engine efficiently. The system consists of an Electronic Control Unit (ECU) which integrates
and controls the sensors and actuators.

The need of the system is to meet the ever increasing demand of exhaust emission’s
regulations, allow better fuel economy without sacrificing the drive-ability and performance.

Figure 1.0.2 Rules of a Good Combustion

6

1.0.2 EFI

The Electronic Fuel Injection or MPI system can be divided into three basic sub-systems:
 Fuel Delivery System
 Air Induction System
 Electronic Control System

Figure 1.0.2.1 Fuel Delivery System

7

Figure 1.0.2.2 Multi-Point Injection
1.0.3 The Fuel Delivery System can be divided into 2 types:

 Return Type
 Return-less Type

Figure 1.0.3.1 Return Type Fuel Delivery System
8

Figure 1.0.3.2 Return- less Type Fuel Delivery System

Figure 1.0.3.3 Fuel Supply Unit
9

Figure 1.0.3.4 Fuel Pump Motor

Figure 1.0.3.5 L-Jetronic (Mass Flow Type)
10

Figure 1.0.3.6 D-Jetronic (Speed Density Type)
11

Figure 1.0.3.7 Electronic Controlled System

Figure 1.0.3.8 Electronic Controlled System
12

13

Figure 1.0.3.9 Sensors and Actuators (Proton EMS 400 System Overview)
Figure 1.0.3.10 Sensors and Actuators (Proton EMS 700-CamPro System Overview)

1.0.4 Sensor and Actuators for CFE Engine

14

Sensor Actuators

1.0.5 The Engine Control Unit (ECU)

15

An Engine Control Unit (ECU) is in many ways similar to a human brain. It senses
signals or messages from various sources and after processing the information, it instructs
an actuator to perform some physical action and stores the data in its memory for use at
some time in the future.

Figure 1.0.5.1 ECU

The ECU consists of an 8-bit/16-bit/32-bit Micro Computer,
Random Access Memory (RAM), Read Only Memory
(ROM) and Input / Output (I/O) Interface.

Actuators Output Micro
Interface Computer
ACT
DECIDE Read Read 8 Bits
Sensors Access Only 16 Bits
Input Memory Memory 32 Bits
SENSE Interface
(RAM) (ROM)

16

1. ECU MAIN FUNCTION

The computer based on this information activates and controls the following:
Fuel Pump Relay
Fuel Injector (Injection duration and timing)
Ignition Timing (by controlling the power transistor)
Idle Speed Control Servo (to control the idle speed)
Purge Control Solenoid
EGR Control Solenoid
Air-Conditioner Relay
Self-Diagnostic
External Communication

2. EMS Line-up for PROTON’s Vehicle

EMS Names and Types Engine Models Vehicle Models
Iswara (UK), Wira, Satria,
MPI (MMC) 4G1, 4G9, 4G6, 6A12 Satria GTI, Putra, Perdana

EMS 400 (SIEMENS VDO) 4G1, 4G9 Wira, Satria GTI
Waja 1.6, Juara
MPI (MMC) 4G18, 4A31
Waja 1.8, Savvy
EMS (Renault) F4P, D4F
Gen.2, Waja
EMS 700 (Continental) S4P (Base Campro)

EMS 700 (Continental) S4P-CPS Gen.2, Waja, Neo, Exora
EMS 700 (Continental) S4P-IAFM Saga BLM, Persona

EMS 700 -32 Bits S4P- IAFM/IAFM+ Saga FLX, Persona E
(Continental) S4P-CFE Exora BOLD, Preve
4B10, 4B11 Inspira
EMS 700-32 Bits
(Continental)

MPI (MMC)

17

1.0.6 OTHER CONTROL SYSTEMS
 DbW (Drive by Wire) System
 Variable Valve Timing (VVT)
 Camshaft Profile Switching (CPS)
 VIM (Variable Intake Manifold)
 Immobilizer System
 Diagnostic System

Figure 1.0.6.1 Other Control System

18

1. “Drive by Wire” (DbW) or “Fly by Wire”
• The DbW (Drive by Wire) is a system that uses a computer to electrically control the

throttle valve opening. Conventional throttle valve opening has been controlled by a
cable from the accelerator pedal to the throttle valve to open and close it.
• The DbW system consists of the accelerator pedal sensor, engine ECU and throttle
body. The throttle body contains the throttle valve, throttle control motor, throttle
position sensor and other components.
• The DbW also regulates the idle speed control and cruise control system, where
available. In case of abnormal conditions, this system switches to the 'limp-home' mode.

1.0.7 Variable Induction Manifold (VIM)
VIM changes the rate of breathing according to engine speed. The short runner

allows air to enter the cylinder at faster rate 1t9o fulfill fast breathing requirement at high
speed. The long runner flows slower air which allows better mixing with fuel.

Long Short
Runner Runner

Improves air Improves air flow at
flow at lower high speed
speed

Figure 1.0.7.1 Variable induction Manifold (VIM)

1.0.7.1 Variable Induction Manifold (VIM)

Variable Manifold Fixed Manifold

1.0.7.2 Camshaft Profile Switching (CPS)
20

CAMPRO CPS ENGINE CAMPRO BASE ENGINE

With CPS Without CPS

1.0.8 Main Objective

Optimizes the airflow into the engine by electronically controlling the valve lift in order
to improve engine’s maximum power and torque. (Main components: Switching Tappet, Trilobe
Camshaft.)

 Swiching Tappet
 Trilobe Camshaft

Hydraulic Lash Adjuster

Trilobe Camshaft
21

6mm Valve Lift 10mm Valve Lift

LOW LIFT CAM PROFILE TO HIGH LIFT CAM PROFILE TO IMPROVE
MAINTAIN IDLE QUALITY AND MAXIMUM POWER
EMISSION (RPM ABOVE 3800)

22

1.0.9 Variable Valve Timing (VVT)

Variable Valve Timing (VVT) is a control strategy to change the lift, duration or timing

of the valve depending on the engine operating condition

Why VVT?
 To improve performance
 Fuel Consumption benefits
 Emission requirement

Strategy is to vary duration and timing – overlap strategy

Overlap strategy :

Both inlet and exhaust valve open simultaneously.
Before exhaust stroke is complete, inlet valve starts to open while exhaust valve

 continues to close. out from exhaust port creates a suction that helps to
The exhaust gas travelling

draw intake charge into the combustion chamber and can improve volumetric

efficiency ( VE ).
 During overlapped period, some of exhaust gas will flow back combustion

chamber and EGR will happen which will improve emission.

1.0.9.1 Sectional and Exploded View of Inlet Cam-Phaser for Variable
Valve Timing (VVT)

Inlet Cam-Phaser

23

24

1.0.9.2 Dual Variable Valve Timing (PROTON Inspira)

ECU Cam angle sensor
Engine load

Oil control valve

Exhaust VVT actuator Crank angle sensor
Intake VVT actuator

25

1.0.10 Immobilizer System

‘Software Locked’
Vs

‘Hardware Locked’

In order to reduce the amount of cars which are stolen, immobilizer system was
developed by the car manufactures. Many different systems are available in the market
depending on the vehicle and the manufacturer. But the basic function for all of them is
the same: the engine can not be started without a proper authorization from the
immobilizer system.

Figure 1.0.10.1 Immobilizer System

26

1.0.11 European On-Board Diagnostic (E-OBD)

 A system that identifies any malfunction which can cause the vehicle emissions exceeding the limits
When any malfunction is detected and confirmed, Malfunction Indicator Light (MIL) or Check

 Engine is turned ON to alert the driver such as RPM, temperature and pressure, which is useful
OBD system records relevant engine data

for fault diagnosis
 OBD system monitors four main failure modes:

1. Defective Catalytic Converter

2. Engine Misfire

3. Defective Oxygen Sensor

4. Defective of any EMS component

Diagnostic System Malfunction Indicator Lamp

PADT
Vehicle Communication Interface

The Engine Control Unit has a diagnosis function, which is used mainly to diagnose the
sensors, a service data output function by means of serial transmission, and an actuator forced
activation function for the actuator test. Thus it facilitates system checks and troubleshooting. It
also has a fail-safe/backup function to ensure passenger and vehicle safety.

27

PADT

Vehicle Communication
Interface

PDT

On-board Mainly for detecting failure of sensors Codes can be read by
Diagnostic Tools
self- and for outputting diagnosis code
Data and signal can be
diagnosis read by Diagnostic

diagnosis Actuators can be activated
by the Diagnostic Tools
Service For outputting output data of various
data sensors and for outputting the
activation signal of each actuator

Actuator For providing force activation of
test actuators

28

1.0.12 PROTON’s Diagnostic Tools

HAND-HELD TYPE
• MUT-II
• PDT-2000

PDT-2000 MUT-II

MUT-III PADT-07 PADT-II

PC-BASED TYPE
• PADT-07
• PADT-II
• MUT-III

29

Figure 1.0.12.1 PC Based Type Diagnostic Scanner (PADT-07, PADT-II, MUT-III)
30

Figure 1.0.12.2 Diagnostic Link Communication Protocols
31

32

33

1.0.13 ADVANCED BODY ELECTRICAL AND NETWORKING
SYSTEM

1.0.13.1 Course Objectives

Upon completion of this lesson, you will be able to;
• generally understand the basic operation of Advanced Body Electrical
and Networking System
• understand the new features and systems for PROTON’s Advanced
Body Electrical and Networking System

1.0.13.2 Course Contents
 General Overview
 Multiplexing Wiring System
 Body Control Unit (BCM)
 CAN-Bus Networking
 LIN Networking

34

1.0.14 Multiplexing Wiring System for PROTON’s Vehicles

1.0.14.1 Multiplexing Wiring System
35

General Overview

A multiplex wiring system has been employed to control power windows, power
door locks and other body electrical systems. It features the minimal number of
communication circuits to transmit multiple pieces of information and is designed by
using advanced electronics technology. Multiplexing is a minimal line system which
transmits numerous signals using one wiring. To transmit numerous signals, control units
(such as BCM, ETACS-ECU, Front ECU, Sunroof-ECU) incorporate multi-distribution
circuits to carry out communication between them.

The following are important benefits of a multiplexing system for a vehicle.
• Simplifies wiring Harness
• Eliminates number of Fuses & Relays
• Provides enhanced Diagnostic capabilities
• Increases vehicle reliability
• Integrates electrical & Electronic systems and sub-systems

1.0.14.2 Electrical System with NO Multiplexing System
Disadvantages:

• More wires and connections
• More weight
• More complex

36

Figure1.0.14.2.1 Electrical System without Multiplexing System
1.0.14.3 Electrical System with Multiplexing System
Advantages:

• Less wires
• Fewer connections
• Less complex

Figure 1.0.14.2.2 Electrical System with Multiplexing System

37

Conventional Control System

A switch and load were connected with a single
line. The following problems arise due to the
increase in the number of control items:

• Complex wiring arrangement

• Increase in weight.

Multiplexing Control System

This system consists of a transmitter and a
receiver. The transmitter utilizes two
communication circuits to connect multiple
switches and loads, and transmits control
information in the form of pulse signal code.

The receiver decodes pulse signals to operate the
corresponding load.

Parallel Connection

Series Connection

1.0.14.4 Lay-out of Multiplexing Wiring System and Components
38

Figure 1.0.14.4 Lay-out of Multiplexing Wiring System and Components
1.0.15 BCM FOR EXORA
Body Control Module (BCM) is newly added to Exora. The BCM is an integrated control module
which controls the basic or standard body electrical functions by eliminating individual control units

39

1.0.15.1 BCM is located near the junction block

1.0.15.2 BCM

40

WIPER MOTOR

Intermittent wiper circuitry has been integrated into BCM to simplify existing wiring
harness. Since the alarm system is controlled by BCM, there is no alarm reset switch
for EXORA.

1.0.15.3 BCM

41System Diagram

Figure 1.0.15.3.1 System Diagram (BCM)

79

42

1.0.15.4 ADVANCED BODY CONTROL MODULE (ABCM) for
PREVE

The Advanced Body Control Module (ABCM) System for Prevé Models is actually an
advanced version of the previous Body Control Module (BCM) in use for the Exora
vehicle.

To facilitate the Prevé Body Electrical System, the ABCM has the following functions:
1. Start-Stop-Button (H-Line)
2. Anti-theft and Alarm System
3. Central Door Locking System
4. Lightings System
5. Wiper and Washer
6. Other ABCM features:
- Mirror Fold and Unfold (H-Line)
- Passenger Seatbelt Reminder (H-Line)
- Background Illumination Control
- Key Reminder
- Power Window Enable Timer
- Key Fob Battery Low Warning
- Vehicle Battery Low Warning
- Gateway for Rain Light Sensor (H-Line)
- Gateway for Reverse Parking Aid

43

1.0.15.5 ABCM Features and Systems

Figure 1.0.15.5.1 ABCM Features and Systems
44

1.0.16 CAN-Bus Networking

The CAN Data Bus is a type of data transfer between control units. It links the individual control
units to an integrated system.
The more information a control unit has regarding the state of the overall system, the better it can
co-ordinate the individual functions. CAN stands for Controller Area Network and means that
control units are networked and interchange data. Bosch, together with Intel, developed the CAN-
Bus Protocol in 1987 specifically for the automotive industry.

45

1.0.16.1 The principle of data transfer

Data transfer with the CAN Data Bus functions mostly in the same way as a telephone
conference. A subscriber (Control Unit) “speaks” data into the line network while the other
subscribers” listen this data. Some subscribers will be interested in this data and will utilize
it. The other subscribers will choose to ignore this data.

TCU with CAN controller and CAN transceiver

ECU with CAN controller and CAN transceiver

1.0.16.2 Communication Speed Classification

1.0.16.3 CAN Bus Network Topology for PREVE
46

1.0.16.4 CAN Bus Network Topology for EXORA
47