system overview me 7 · the me 7.0 (motronic, electronic 7.0) is a development of the motronic 4.4...

System overview ME 7.0System overview ME 7.0System overview ME 7.0System overview ME 7.0

The ME 7.0 (Motronic, Electronic 7.0) is a development

of the Motronic 4.4 but also has strong similarities with

the DENSO engine management system in terms of the

components and their functions.

The ME 7.0 is installed on all B52X4T engines from 1999

model year onwards.

The largest new feature is the communication between

the engine control module (ECM) and other modules via

a network.

There are also other new features in the system:

Electronic throttle system which covers both the

electronic throttle module and the accelerator pedal

module

Continuous Variable Valve Timing (CVVT)

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The following communicate with the engine control

module (ECM) via the network:

Transmission Control Module (TCM)

Electronic Throttle Module (ETM)

Anti-lock Braking System (ABS)

Can and Driver information Module (CDM)

Data Link Connector (DLC)

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-

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ME 7.0 contains sensors which function according to

known principles and send information by analog signals

"VCC-106196 EN 2010-11-30"

1(21)© Copyright 2004 Volvo Car Corporation. All rights reserved.

Communication via networkCommunication via networkCommunication via networkCommunication via network

CAN communicationCAN communicationCAN communicationCAN communication

directly to the engine control module (ECM).

As applies to controlled components these also function

to known principles, with a few exceptions. These

exceptions are covered on the following pages.

ECM (Engine Control Module) sends out and receives the

following signals via the network:

Can and Driver information Module (CDM)Can and Driver information Module (CDM)Can and Driver information Module (CDM)Can and Driver information Module (CDM)

Is the "main computer" in the network and sends on

required information to other modules. It also controls

diagnostic communication by connecting the data link

connector (DLC) to the network for

programming/downloading and reading off diagnostic

trouble codes (DTCs) and parameters.

Transmission Control Module (TCM)Transmission Control Module (TCM)Transmission Control Module (TCM)Transmission Control Module (TCM)

The following signals are sent out on the network from

the engine control module (ECM) and taken up by the

TCM:

Engine load

Throttle opening

Acknowledgement of torque limiting

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the Transmission Control Module (TCM) and taken up by

"VCC-106196 EN 2010-11-30"


Serial communicationSerial communicationSerial communicationSerial communication

Input signalsInput signalsInput signalsInput signals

the ECM:

Torque limiting request stage I and II

Request to operate the malfunction indicator lamp

(MIL)

Constant idle speed compensation (P/N position)

signal

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Electronic Throttle Module (ETM)Electronic Throttle Module (ETM)Electronic Throttle Module (ETM)Electronic Throttle Module (ETM)


the electronic throttle module and taken up by the

engine control module (ECM):

Provides information about current throttle position

Request via engine control module (ECM) to the CAN

and Driver module to light the electronic throttle

system lamp

Faults discovered in the electronic throttle module are

stored as diagnostic trouble codes (DTCs) in the

Engine Control Module (ECM)

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-

-

AntiAntiAntiAnti----lock Braking System (ABS)lock Braking System (ABS)lock Braking System (ABS)lock Braking System (ABS)


the ABS and taken up by the ECM:

Vehicle speed signal, (goes via the CAN and diver

module first)

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Data Link Connector (DLC)Data Link Connector (DLC)Data Link Connector (DLC)Data Link Connector (DLC)

When reprogramming and downloading new software

and faultand faultand faultand fault----tracing with Volvo ontracing with Volvo ontracing with Volvo ontracing with Volvo on----board diagnostic (OBD) board diagnostic (OBD) board diagnostic (OBD) board diagnostic (OBD)

systemsystemsystemsystem the initiation request is transferred from VIDA via

data link connector (DLC) pin 7 also called C-link

Communication link) to the Can and Driver information

Module and closing two internal relays and opening

communication with the network.

ECM (Engine Control Module) communicates serially

with the following:

ImmobilizerImmobilizerImmobilizerImmobilizer

The request and exchange of information between the

engine control module (ECM) and the Immobilizer.

Data Link Connector (DLC)Data Link Connector (DLC)Data Link Connector (DLC)Data Link Connector (DLC)

The serial communication via the data link connector

(DLC) (pin 7, C-line) is only used by the authorities and

certain other workshops in the USA/CDN for reading off

OBD II codes using the Generic Scan Tool.

"VCC-106196 EN 2010-11-30"


Sensors and functions which are different to previous

types are marked in bold textbold textbold textbold text.

NumberNumberNumberNumber ComponentComponentComponentComponent Information type/explanationInformation type/explanationInformation type/explanationInformation type/explanation

3/13/13/13/1 Ignition switch + 50 supplyIgnition switch + 50 supplyIgnition switch + 50 supplyIgnition switch + 50 supply Provides early information to the Engine Control Module (ECM) to prepare Provides early information to the Engine Control Module (ECM) to prepare Provides early information to the Engine Control Module (ECM) to prepare Provides early information to the Engine Control Module (ECM) to prepare

for start.for start.for start.for start.

3/4 Cruise control lever Gives information about selected speed to engine control module (ECM)

via the electronic throttle module to control the throttle. The cruise

control software in integrated into the engine control module (ECM).

3/9 Stop (brake) lamp switch Informs engine control module (ECM) that the car is braking. The signal is The signal is The signal is The signal is

a safety feature in addition to the brake pedal sensor. The engine control a safety feature in addition to the brake pedal sensor. The engine control a safety feature in addition to the brake pedal sensor. The engine control a safety feature in addition to the brake pedal sensor. The engine control

module (ECM) carries out a range test between the signals from both module (ECM) carries out a range test between the signals from both module (ECM) carries out a range test between the signals from both module (ECM) carries out a range test between the signals from both

sources.sources.sources.sources.

4/30

4/6

ECC

MCC

Provides information if the air conditioning (A/C)is switched on or not.

The engine control module (ECM) controls connection/disconnection of

the compressor dependent on load, engine speed (RPM), engine coolant

temperature, air conditioning (A/C) pressure.

7/67/67/67/6 Oil pressure switchOil pressure switchOil pressure switchOil pressure switch Provides information about engine oil pressure. The information is sent on Provides information about engine oil pressure. The information is sent on Provides information about engine oil pressure. The information is sent on Provides information about engine oil pressure. The information is sent on

to the Can and Driver information Module which lights the warning lamp.to the Can and Driver information Module which lights the warning lamp.to the Can and Driver information Module which lights the warning lamp.to the Can and Driver information Module which lights the warning lamp.

7/8 air conditioning (A/C)

pressure sensor (linear)

Provides information using a linear signal about any pressure changes on

the high-pressure side. Depending on the pressure the engine control

module (ECM) can activate the engine cooling fan (FC) at high/low speed

and shut off the air conditioning (A/C) compressor.The engine control The engine control The engine control The engine control

module (ECM) can also provide information about low volume in the air module (ECM) can also provide information about low volume in the air module (ECM) can also provide information about low volume in the air module (ECM) can also provide information about low volume in the air

conditioning (A/C) system.conditioning (A/C) system.conditioning (A/C) system.conditioning (A/C) system.

7/157/157/157/15 Front heated oxygen sensor Front heated oxygen sensor Front heated oxygen sensor Front heated oxygen sensor

(HO2S) (linear signal)(HO2S) (linear signal)(HO2S) (linear signal)(HO2S) (linear signal)

New signal characteristics.New signal characteristics.New signal characteristics.New signal characteristics.Provides information about the oxygen level in

the exhaust gases upstream of the catalytic converter.

"VCC-106196 EN 2010-11-30"


Fuel Fuel Fuel Fuel trimtrimtrimtrim

7/16 Engine coolant temperature

sensor

Provides information about engine coolant temperature (ECT). Located in Located in Located in Located in

the thermostat housing on the front edge of the engine.the thermostat housing on the front edge of the engine.the thermostat housing on the front edge of the engine.the thermostat housing on the front edge of the engine.

7/17 Mass air flow (MAF) sensor

(heated film principle)

Provides information about the intake air mass.

Has no resistor for the intake air temperature is complemented instead by a Has no resistor for the intake air temperature is complemented instead by a Has no resistor for the intake air temperature is complemented instead by a Has no resistor for the intake air temperature is complemented instead by a

separate sensor 7/77 downstream of the charge air cooler (CAC).separate sensor 7/77 downstream of the charge air cooler (CAC).separate sensor 7/77 downstream of the charge air cooler (CAC).separate sensor 7/77 downstream of the charge air cooler (CAC).

7/217/217/217/21 Camshaft position (CMP) Camshaft position (CMP) Camshaft position (CMP) Camshaft position (CMP)

sensorsensorsensorsensor

New signal characteristics.New signal characteristics.New signal characteristics.New signal characteristics.Provides information about cylinder intake and

compression phase. Gives shorter starting time, approximately 0.5 Gives shorter starting time, approximately 0.5 Gives shorter starting time, approximately 0.5 Gives shorter starting time, approximately 0.5

seconds.seconds.seconds.seconds.

7/237/237/237/23

7/247/247/247/24

Knock sensor (KS) 1Knock sensor (KS) 1Knock sensor (KS) 1Knock sensor (KS) 1

Knock sensor (KS) 2Knock sensor (KS) 2Knock sensor (KS) 2Knock sensor (KS) 2

Provides information if the engine knocks.The engine control module The engine control module The engine control module The engine control module

(ECM) always knows each cylinders exact position from the new camshaft (ECM) always knows each cylinders exact position from the new camshaft (ECM) always knows each cylinders exact position from the new camshaft (ECM) always knows each cylinders exact position from the new camshaft

position (CMP) sensor. A turbocharged engine can be subjected to greater position (CMP) sensor. A turbocharged engine can be subjected to greater position (CMP) sensor. A turbocharged engine can be subjected to greater position (CMP) sensor. A turbocharged engine can be subjected to greater

pressure variations in combustion chamber and must therefore have pressure variations in combustion chamber and must therefore have pressure variations in combustion chamber and must therefore have pressure variations in combustion chamber and must therefore have

signals from 2 knock sensors (KS).signals from 2 knock sensors (KS).signals from 2 knock sensors (KS).signals from 2 knock sensors (KS).

7/25 Engine speed

(RPM)/position sensor

Provides information about the crankshaft position and engine speed

(RPM).

Has flywheel adaptation for mechanical faults/damage. Like M 4.4Has flywheel adaptation for mechanical faults/damage. Like M 4.4Has flywheel adaptation for mechanical faults/damage. Like M 4.4Has flywheel adaptation for mechanical faults/damage. Like M 4.4

7/517/517/517/51 Accelerator pedal (AP) Accelerator pedal (AP) Accelerator pedal (AP) Accelerator pedal (AP)

position sensorposition sensorposition sensorposition sensor

Provides information about current throttle opening.The signal is sent via The signal is sent via The signal is sent via The signal is sent via

two separate cables at the same time, one analog signal and one digital two separate cables at the same time, one analog signal and one digital two separate cables at the same time, one analog signal and one digital two separate cables at the same time, one analog signal and one digital

signal.signal.signal.signal.

7/53 Low pressure sensor AC Provides information about pressure changes on the low pressure side.

7/737/737/737/73 Engine coolant level switchEngine coolant level switchEngine coolant level switchEngine coolant level switch Provides information about engine coolant level. The information is sent Provides information about engine coolant level. The information is sent Provides information about engine coolant level. The information is sent Provides information about engine coolant level. The information is sent

further to the Can and Driver information Module which lights the low further to the Can and Driver information Module which lights the low further to the Can and Driver information Module which lights the low further to the Can and Driver information Module which lights the low

engine coolant level warning lamp.engine coolant level warning lamp.engine coolant level warning lamp.engine coolant level warning lamp.

7/777/777/777/77 Manifold absolute pressure Manifold absolute pressure Manifold absolute pressure Manifold absolute pressure

(MAP) sensor(MAP) sensor(MAP) sensor(MAP) sensor

Provides information about the intake air actual temperature after the Provides information about the intake air actual temperature after the Provides information about the intake air actual temperature after the Provides information about the intake air actual temperature after the

charge air cooler (CAC). Used for boost pressure control. The sensor is charge air cooler (CAC). Used for boost pressure control. The sensor is charge air cooler (CAC). Used for boost pressure control. The sensor is charge air cooler (CAC). Used for boost pressure control. The sensor is

used together with intake air pressure sensor 7/81.used together with intake air pressure sensor 7/81.used together with intake air pressure sensor 7/81.used together with intake air pressure sensor 7/81.

7/817/817/817/81 Manifold absolute pressure Manifold absolute pressure Manifold absolute pressure Manifold absolute pressure

(MAP) sensor(MAP) sensor(MAP) sensor(MAP) sensor

Provides information about the intake air actual pressure after charge air Provides information about the intake air actual pressure after charge air Provides information about the intake air actual pressure after charge air Provides information about the intake air actual pressure after charge air

cooler (CAC). The most important sensor for boost pressure control. The cooler (CAC). The most important sensor for boost pressure control. The cooler (CAC). The most important sensor for boost pressure control. The cooler (CAC). The most important sensor for boost pressure control. The

sensor is used together with intake air temperature sensor 7/77.sensor is used together with intake air temperature sensor 7/77.sensor is used together with intake air temperature sensor 7/77.sensor is used together with intake air temperature sensor 7/77.

7/827/827/827/82 Rear heated oxygen sensor Rear heated oxygen sensor Rear heated oxygen sensor Rear heated oxygen sensor

(HO2S)(HO2S)(HO2S)(HO2S)

Provides information about the oxygen level downstream of the catalytic

converter (TWC) front section.Compared to previous versions it operates Compared to previous versions it operates Compared to previous versions it operates Compared to previous versions it operates

faster and can also affect the fuel/air mix to a greater extent.faster and can also affect the fuel/air mix to a greater extent.faster and can also affect the fuel/air mix to a greater extent.faster and can also affect the fuel/air mix to a greater extent.

7/84 Fuel tank pressure sensor Provides information about pressure changes in the fuel tank system.

Used for leak diagnostic.

7/95 Ambient air pressure

sensor (located in engine (located in engine (located in engine (located in engine

control module (ECM)control module (ECM)control module (ECM)control module (ECM)

Provides information about ambient air pressure. Affects injected fuel

quantity at cold start at high altitude and leak diagnostic.

7/105 Ambient air temperature

sensor

Provides information about ambient air temperature. The signal is used to

switch off the leak diagnostic in cold weather.

7/1237/1237/1237/123 Clutch pedal position sensorClutch pedal position sensorClutch pedal position sensorClutch pedal position sensor Provides information that the clutch pedal is depressed and that the throttle Provides information that the clutch pedal is depressed and that the throttle Provides information that the clutch pedal is depressed and that the throttle Provides information that the clutch pedal is depressed and that the throttle

should close. Used in certain markets to connect the so called Interlock should close. Used in certain markets to connect the so called Interlock should close. Used in certain markets to connect the so called Interlock should close. Used in certain markets to connect the so called Interlock

function via VGLA which inhibits the starter motor. Also disconnects the function via VGLA which inhibits the starter motor. Also disconnects the function via VGLA which inhibits the starter motor. Also disconnects the function via VGLA which inhibits the starter motor. Also disconnects the

cruise control.cruise control.cruise control.cruise control.

7/1247/1247/1247/124 Brake pedal sensor (located Brake pedal sensor (located Brake pedal sensor (located Brake pedal sensor (located

in the brake servo)in the brake servo)in the brake servo)in the brake servo)

Provides information that the brake pedal is depressed and that the throttle Provides information that the brake pedal is depressed and that the throttle Provides information that the brake pedal is depressed and that the throttle Provides information that the brake pedal is depressed and that the throttle

should be closed in case of serious faults in the Electronic throttle system should be closed in case of serious faults in the Electronic throttle system should be closed in case of serious faults in the Electronic throttle system should be closed in case of serious faults in the Electronic throttle system

in order to move to idling speed when the brake pedal is depressed. The in order to move to idling speed when the brake pedal is depressed. The in order to move to idling speed when the brake pedal is depressed. The in order to move to idling speed when the brake pedal is depressed. The

signal is used to disconnect the cruise control.signal is used to disconnect the cruise control.signal is used to disconnect the cruise control.signal is used to disconnect the cruise control.

CANCANCANCAN CAN communicationCAN communicationCAN communicationCAN communication Exchange of information between the Engine Control Module (ECM) and Exchange of information between the Engine Control Module (ECM) and Exchange of information between the Engine Control Module (ECM) and Exchange of information between the Engine Control Module (ECM) and

the following units: ABS, TCM, CAN and driver module, electronic throttle the following units: ABS, TCM, CAN and driver module, electronic throttle the following units: ABS, TCM, CAN and driver module, electronic throttle the following units: ABS, TCM, CAN and driver module, electronic throttle

module and DLC.module and DLC.module and DLC.module and DLC.

"VCC-106196 EN 2010-11-30"


Front heated oxygen sensor (HO2S)Front heated oxygen sensor (HO2S)Front heated oxygen sensor (HO2S)Front heated oxygen sensor (HO2S)

Rear heated oxygen sensor (HO2S)Rear heated oxygen sensor (HO2S)Rear heated oxygen sensor (HO2S)Rear heated oxygen sensor (HO2S)

Camshaft Position (CMP) SensorCamshaft Position (CMP) SensorCamshaft Position (CMP) SensorCamshaft Position (CMP) Sensor

Control of the fuel/air mixture occurs using known

principles. However the signal from the front probe is

now of a linear character. This means that the engine

control module (ECM) notices small changes throughout

the voltage range and can control the fuel/air mixture

much faster and more precisely than before.

Both heated oxygen sensors (HO2S) contain as before a

PTC resistor which is supplied with voltage from the

engine control module (ECM) in order to reach operating

temperature quickly.

If the engine control module (ECM) determines that the

ambient air is very cold and damp it may delay starting

to heat up the heated oxygen sensors (HO2S) a few

minutes. This is to prevent the heated oxygen sensor

(HO2S) warm ceramic being touched by cold drops of

water and then cracking.

The oxygen sensitive ceramic which measures oxygen

levels in the exhaust gases consists of Zirconium

dioxide.

The output signal characteristic is between 0 - 4.7V.

The short-term fuel trim control lies between 0.75 and

1.25.

Signal characteristics:

low voltage = rich mixture

high voltage = lean mixture

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-

The rear heated oxygen sensor (HO2S) operates with the

same signal characteristics as previously, but has gained

more importance for controlling the fuel/air mixture. The

rear heated oxygen sensor (HO2S) has been moved

forward nearer to the front heated oxygen sensor

(HO2S), just in front of the metal monolith in the catalytic

converter.

The camshaft position (CMP) sensor is a new version

and operates using a different signal characteristic to

previously.

The sensor consists of an MRE (Magnetic Resistance

Element). It is a permanent magnet with 2 special

resistors which are connected in series with each

other, where one end is voltage supplied and the

other goes to ground. The output signal is an analog

sine curve which passes through an analog/digital

converter in the camshaft position (CMP) sensor

before being sent on to the engine control module

(ECM).

When a tooth on the pulse wheel nears the sensor the

-

-

"VCC-106196 EN 2010-11-30"


Functions/components controlledFunctions/components controlledFunctions/components controlledFunctions/components controlled

magnetic field is bent and affects the resistor located

nearest to the ground, resistance affects the voltage

and the output signal to the Engine Control Module

(ECM) is low. When the same tooth continues past the

sensor the magnetic field follows and so affects the

other resistor which is located nearest to the voltage

supply, this resistor affects the voltage so that the

output signal to the Engine Control Module (ECM) is

high. The magnetic field swings backwards and

forwards between the teeth on the pulse wheel and

the engine control module (ECM) senses the signals

between the teeth, partly before and partly after the

sensor.

The pulse wheel has 4 teeth. The engine control

module (ECM) calculates the time interval from one

tooth to the next and can decide exactly which

cylinder must be supplied with fuel and spark

respectively.

-

New sensors and functions which are different to

previously known principles are marked with bold textbold textbold textbold text .

NumberNumberNumberNumber ComponentComponentComponentComponent Signal type/functionSignal type/functionSignal type/functionSignal type/function

2/11 Relay, engine cooling fan

(FC)

Engine cooling fan (FC) speed, high speed or low speed.

2/22 Air conditioning (A/C) Connecting and disconnecting air conditioning (A/C) compressor.

"VCC-106196 EN 2010-11-30"


Continuous Variable Valve Timing (CVVT)Continuous Variable Valve Timing (CVVT)Continuous Variable Valve Timing (CVVT)Continuous Variable Valve Timing (CVVT)

relay

2/23 Fuel pump relay Activation and deactivation of fuel pump.

2/32 System relay Controlled by the engine control module (ECM) provides engine sensors

and functions with voltage supply.

4/30

4/6

ECC

MCC

Signals engine coolant temperature to climate control system which can

then determine how the blower fan should be controlled after cold start.

4/284/284/284/28 TCMTCMTCMTCM

Transmission Control

Module

For signals transmitted between the engine control module (ECM) and the For signals transmitted between the engine control module (ECM) and the For signals transmitted between the engine control module (ECM) and the For signals transmitted between the engine control module (ECM) and the

Transmission Control Module (TCM) refer to CAN communication.Transmission Control Module (TCM) refer to CAN communication.Transmission Control Module (TCM) refer to CAN communication.Transmission Control Module (TCM) refer to CAN communication.

4/504/504/504/50 ETMETMETMETM

Electronic Throttle Module


electronic throttle module refer to CAN communication.electronic throttle module refer to CAN communication.electronic throttle module refer to CAN communication.electronic throttle module refer to CAN communication.

5/15/15/15/1 CDMCDMCDMCDM

Can and Driver

information Module


CAN and Driver information Module refer to CAN communication.CAN and Driver information Module refer to CAN communication.CAN and Driver information Module refer to CAN communication.CAN and Driver information Module refer to CAN communication.

7/15 Front heated oxygen

sensor (HO2S)

Power supply for heating PTC element.

7/82 Rear heated oxygen

sensor (HO2S)

Power supply for heating PTC element.

8/6-10 Injectors Controlled individually (sequentially).

8/18 Canister purge (CP) valve Continuously controlled, it controls the flow from EVAP canister to engine

intake side.

8/198/198/198/19 Continuously Variable Continuously Variable Continuously Variable Continuously Variable

Valve Timing control valve Valve Timing control valve Valve Timing control valve Valve Timing control valve

(CVVT)(CVVT)(CVVT)(CVVT)

The Continuously Variable Valve Timing valve is continuously controlled by The Continuously Variable Valve Timing valve is continuously controlled by The Continuously Variable Valve Timing valve is continuously controlled by The Continuously Variable Valve Timing valve is continuously controlled by

the engine control module (ECM) and controls the oil pressure to the the engine control module (ECM) and controls the oil pressure to the the engine control module (ECM) and controls the oil pressure to the the engine control module (ECM) and controls the oil pressure to the

variable camshaft on the exhaust side.variable camshaft on the exhaust side.variable camshaft on the exhaust side.variable camshaft on the exhaust side.

8/28 Turbocharger (TC) control

valve

Controls turbocharger (TC) boost pressure

8/44 Fresh air valve, Canister

purge (CP)

The valve is either off or on and opens or closes the canister fresh air

intake during a leak diagnostic.

20/320/320/320/3----7777 Ignition coil/power stage Ignition coil/power stage Ignition coil/power stage Ignition coil/power stage

for cylinders 1for cylinders 1for cylinders 1for cylinders 1----5555

Separate ignition coil with integrated power stages for each cylinder. Gives Separate ignition coil with integrated power stages for each cylinder. Gives Separate ignition coil with integrated power stages for each cylinder. Gives Separate ignition coil with integrated power stages for each cylinder. Gives

shorter charging interval and more power.shorter charging interval and more power.shorter charging interval and more power.shorter charging interval and more power.

Malfunction indicator lamp

(MIL)

USA/CDN = Check Engine

Other = engine symbolOther = engine symbolOther = engine symbolOther = engine symbol

The lamp lights up for faults affecting the emissions. The lamp flashes for

misfires which cause risk of damage to the catalytic converter. Can also

light up when requested by the Transmission Control Module (TCM) and

the electronic throttle module.

ETS warning lampETS warning lampETS warning lampETS warning lamp Can be activated by either the engine control module (ECM) or the electronic Can be activated by either the engine control module (ECM) or the electronic Can be activated by either the engine control module (ECM) or the electronic Can be activated by either the engine control module (ECM) or the electronic

throttle module depending on where the fault was found in the system.throttle module depending on where the fault was found in the system.throttle module depending on where the fault was found in the system.throttle module depending on where the fault was found in the system.

Cruise indicator lampCruise indicator lampCruise indicator lampCruise indicator lamp Activated by the engine control module (ECM) and informs the driver that Activated by the engine control module (ECM) and informs the driver that Activated by the engine control module (ECM) and informs the driver that Activated by the engine control module (ECM) and informs the driver that

the cruise control is active.the cruise control is active.the cruise control is active.the cruise control is active.

"VCC-106196 EN 2010-11-30"


GeneralGeneralGeneralGeneral

The engine control module (ECM) continuously controls

the Continuous Variable Valve Timing valve which in turn

controls the CVVT unit with engine oil pressure.

The Continuous Variable Valve Timing unit is mounted

on the exhaust camshaft and is installed on all B52X4T

engines. The control has 15 camshaft degrees (30

crankshaft degrees) between its outer positions.

The variable camshaft is hydraulically controlled by the

engine oil. The camshaft rotation takes place by the

engine oil, using the Continuous Variable Valve Timing

valve, transferring to either the Continuous Variable

Valve Timing unit front (A)(A)(A)(A) or rear (B)(B)(B)(B) chambers. The

chambers are divided by a piston which is fixed in the

camshaft. When oil presses on the piston it results in a

rotating motion in the piston because it installed in the

Continuous Variable Valve Timing unit cover with

splines. The pulse wheel for the timing belt is located on

the Continuous Variable Valve Timing unit outer cover.

The control is very fast and exact, it only takes

approximately 500 ms to transfer between the outer

positions.

The Continuous Variable Valve Timing valve has very

fine channels, for exact control and is therefore very

sensitive to impurities.

The variable camshaft main task is to minimize exhaust

"VCC-106196 EN 2010-11-30"


Continuous Variable Valve Timing (CVVT) valveContinuous Variable Valve Timing (CVVT) valveContinuous Variable Valve Timing (CVVT) valveContinuous Variable Valve Timing (CVVT) valve

emissions, mainly at cold start, but also gives an

improved idling quality.

Before the engine starts an internal check occurs as

follows:

When the when the ignition is switched on an

electrical check is carried out on the signal cable, the

power supply cable and the solenoid. The check is

carried out for a short-circuit to supply voltage/ground

and open-circuit.

The camshaft checks if it is in the correct position

compared to the flywheel, when the camshaft is in its

0-position (mechanical resting position). This can be

done by comparing the signals from the camshaft

position (CMP) sensor and the engine speed

(RPM)/position sensor.

If the deviations are too large between these the

Continuous Variable Valve Timing valve does not

activate and the diagnostic trouble code (DTC) is

stored.

In case of larger controlled deviations at the variable

camshaft the time taken to regulate to the control

value is measured. This time is used partially to

determine how long it takes to alter the camshaft

angle and partially to switch off the variable camshaft

if the time exceeds a certain maximum time. The

camshaft uses the engine oil and oil pressure to turn.

The rotation time depends on engine speed (RPM), oil

pressure, viscosity etc. which in turn depends on oil

temperature and quality etc.

To check that the camshaft position (CMP) sensor is

correct it is compared to the signal from the engine

speed (RPM)/position sensor when the engine turns.

When the engine has started the check is interrupted.

If the check gives faulty values a diagnostic trouble

code (DTC) is stored and Continuous Variable Valve

Timing control ceases.

1.

2.

3.

4.

"VCC-106196 EN 2010-11-30"


Continuous Variable Valve Timing (CVVT), functionContinuous Variable Valve Timing (CVVT), functionContinuous Variable Valve Timing (CVVT), functionContinuous Variable Valve Timing (CVVT), function

The Continuous Variable Valve Timing valve has three

connecting channels and a return channel.

Counted from the front of the valve these are:

- Return terminal

- Continuous Variable Valve Timing unit rear chamber

terminal

- Engine lubricating system pressure terminal

- Continuous Variable Valve Timing unit front chamber

terminal

-

-

-

-

Inside the Continuous Variable Valve Timing valve there

is a piston housing with a spring tensioned piston. The

piston housing has three machined grooves with holes

drilled into the piston housing center. The piston housing

grooves are connected to the Continuous Variable Valve

Timing valve three rear connections.

The Continuous Variable Valve Timing valve piston has a

channel connecting the pistons front and rear grooves in

the center. The piston housing rear groove is connected

to the valve return terminal. The front piston groove is

wide enough that it can connect one of the piston

housing outer groove with the center or stop in a center

position where none of the outer grooves are connected.

"VCC-106196 EN 2010-11-30"


In the unemployed position the Continuous Variable

Valve Timing valve is in the rear most position (A)(A)(A)(A)

because of the valve spring. In this position the piston

connects the piston housing center and rear grooves

with each other. At the same time the piston has

exposed the front piston housing groove so that it is

connected to the valve return terminal. Then the oil

pressure is guided from the Continuous Variable Valve

Timing valve center terminal to the valves rear terminal.

From there the pressure is led through the camshaft

bearing into the camshaft rear oilway, via the camshaft

center channel to the Continuous Variable Valve Timing

unit hub. The hub is connected to the Continuous

Variable Valve Timing unit front chamber. The pressure

in the Continuous Variable Valve Timing unit hub thereby

presses onto the Continuous Variable Valve Timing unit

piston and presses it backwards.

The piston is rotationally borne, via angle cut splines

between the unit hub and cover. The camshaft toothed

pulley wheel is installed on the cover and the camshaft is

located in the hub. When the piston presses backwards

the splines in the unit cover and hub rotate in relation to

each other. The arrangement gives a gear ratio giving

the piston the possibility of affecting the camshaft a lot

with a small movement.

The oil at the rear of the piston is pressed out through

the outer hub channels into the camshaft and out

through the camshaft upper front oilway The oil is led

"VCC-106196 EN 2010-11-30"


Turbocharger (TC) control system B52X4TTurbocharger (TC) control system B52X4TTurbocharger (TC) control system B52X4TTurbocharger (TC) control system B52X4T

further through the camshaft bearing, via the front

Continuous Variable Valve Timing valve piston housing

machining and back to the valve return terminal.

When the Continuous Variable Valve Timing valve

receives the signal to move to the other outer position

(B)(B)(B)(B) the pressure is led from the piston housing center

terminal to the front terminal. The return oil is then sent

through the rear piston housing machining to the center

of the piston, via the piston rear machining and the

piston center channel to the Continuous Variable Valve

Timing valve return terminal.

When the desired setting in the chamber is achieved the

Continuous Variable Valve Timing valve moves to a

central position where none of the terminals are

connected with each other. When another camshaft

setting in the required the Continuous Variable Valve

Timing valve makes a short move in the necessary

direction. In this way the Continuous Variable Valve

Timing unit can continuously adjust the camshaft.

Turbocharger (TC) boost pressure is controlled by the

boost pressure control (BPC) valve whose pressure

regulator is affected by the pressure from the

turbocharger (TC).

The engine control module (ECM) determines current

throttle angle and boost pressure to achieve the

"VCC-106196 EN 2010-11-30"


Controlling turbocharger (TC) boost pressureControlling turbocharger (TC) boost pressureControlling turbocharger (TC) boost pressureControlling turbocharger (TC) boost pressure

Boost pressure reductionBoost pressure reductionBoost pressure reductionBoost pressure reduction

calculated torque.

The Engine Control Module (ECM) affects the controlling

pressure using the turbocharger (TC) control valve.

When the pressure increases the boost pressure control

(BPC) valve pressure regulator is affected. When boost

pressure has increased to the maximum permissible

value the boost pressure control (BPC) valve opens and

part of the exhaust gases bypass the turbocharger (TC)

turbine which limits the boost pressure. Turbocharger

(TC) control takes place constantly by measuring the

current boost pressure and comparing it to the

requested boost pressure.

When the engine control module (ECM) determines that

a higher boost pressure is permissible, the turbocharger

(TC) control valve opens further and a proportion of the

pressure acting on the boost pressure control (BPC)

valve pressure servo is allowed through to the

turbocharger (TC) inlet. In this way the control pressure

is reduced, the boost pressure control (BPC) valve opens

later and turbocharger (TC) pressure can increase.

The engine control module (ECM) affects the

turbocharger (TC) control valve by grounding one of the

terminals with a fixed frequency where the signals duty

cycle determines how much the valve should open and

therefore how much the boost pressure can increase.

The charge pressure is reduced when driving in first gear

and reverse with engine speed (RPM) below 3000 rpm to

reduce the risk of wheel spin. If the engine has an

automatic transmission the automatic transmission

receives information from the TCM about when reduced

charge pressure is required, for example when shifting.

If the car has a manual transmission the Engine Control

Module (ECM) determines which gear is selected based

on the transmission and final drive gear ratios, engine

speed (RPM) and vehicle speed.

On cars with automatic transmission there is also boost

pressure reduction in the winter mode.

Boost pressure can also be reduced to protect the

engine from damage. If the knock sensors (KS) detect

that the engine is knocking above a given threshold

value, and ignition has been retarded and the air/fuel

mixture has been enriched, the Engine Control Module

(ECM) will reduce the boost pressure until knock ceases.

A reduction in boost pressure also takes place If There Is

a risk of the engine overheating. If the Engine Coolant

Temperature (ECT) sensor indicates that the temperature

has exceeded 118°C, the Engine Control Module (ECM)

lowers the boost pressure to reduce heat generation.

"VCC-106196 EN 2010-11-30"


Automatic high altitude compensationAutomatic high altitude compensationAutomatic high altitude compensationAutomatic high altitude compensation

Boost pressure monitoringBoost pressure monitoringBoost pressure monitoringBoost pressure monitoring

Return Return Return Return Fuel Fuel Fuel Fuel Lacking System (RFLS)Lacking System (RFLS)Lacking System (RFLS)Lacking System (RFLS)

Because the Engine Control Module (ECM) determines

boost pressure using the signal from the intake air

pressure sensor, there is automatic boost pressure

control compensation when driving at altitude and in

different temperatures. The engine power is not

therefore noticeably affected by air density or

temperature.

When altitude exceed 2000 meter above sea level the

engine control module (ECM) cannot compensate boost

pressure any further because the air is too thin.

The Engine Control Module (ECM) constantly monitors

boost pressure using the mass air flow (MAF) sensor and

the intake air pressure sensor. If boost pressure exceeds

permitted levels the Engine Control Module (ECM) shuts

the turbocharger (TC) control valve so that the engine

torque can only be controlled through limiting the

throttle opening. A diagnostic trouble code (DTC) is

stored at the same time.

If the calculations display too low boost pressure a

diagnostic trouble code is stored.

If a fault occurs in a component that affects boost

pressure calculation , the Engine Control Module (ECM)

will always limit throttle opening.

If there is a fault in any of the sensors the boost pressure

control goes over in an open loop. This means that it is

controlled by fixed duty cycle which is a direct function

of accelerator pedal (AP) position and engine speed

(RPM).

"VCC-106196 EN 2010-11-30"


Return Return Return Return Fuel Fuel Fuel Fuel Lacking SystemLacking SystemLacking SystemLacking System

Leak diagnosticLeak diagnosticLeak diagnosticLeak diagnostic

Leak diagnostic different stagesLeak diagnostic different stagesLeak diagnostic different stagesLeak diagnostic different stages

The system has large similarities with the earlier version

in the Motronic 4.4 and is market dependent. Some of

the components have a new shape but function

according to known principles.

Vapor which evaporates from the fuel in the fuel tank is

routed to and stored in the EVAP canister from where it

is introduced into the combustion process via the

canister purge (CP) valve and negative pressure in the

intake manifold.

A leak diagnostic has been introduced in certain markets

to ensure that there are no leaks in the fuel tank system.

The diagnostic is designed to detect leakage

corresponding to a 1mm or larger hole.

The fuel tank system consists of fuel tank, fuel filler pipe,

EVAP canister, canister purge (CP) valve and all pipes

between these components. To be able to diagnose the

fuel tank system, it is also equipped with fuel tank

pressure sensor and EVAP canister shut-off valve.

The diagnostic is divided into different phases in which

the various components are tested. If a fault is detected

in any of the phases the diagnostic is interrupted and the

diagnostic trouble code (DTC) for the component

"VCC-106196 EN 2010-11-30"


identified is stored. Diagnosis is carried out in the

following stages:

The fuel tank pressure sensor is checked for an

unstable signal. Diagnostic trouble code (DTC) for a

faulty fuel tank pressure sensor is stored if the signal

deviates more than +/- 1 kPa more than 5 times in 5

seconds.

The fuel tank pressure is checked so that it is stable

and that the short-term fuel trim is not too low.

The EVAP canister shut-off valve closed and an

evaporation check is carried out. By gauging how

much fuel tank pressure increases value for how

much fuel evaporates is provided, and this value is

used later to calculate leakage flow. If fuel tank

pressure sinks, this indicates that the canister purge

(CP) valve is leaking and diagnostic trouble code

(DTC) for an open canister purge (CP) valve is stored.

The EVAP canister shut-off valve opens, the tank

system is open. The canister purge (CP) valve is

pulsed and because of the negative pressure in the

intake manifold the engine starts to suck air through

the EVAP canister. Because EVAP canister shut-off

valve is open, the fuel tank pressure sinks slowly. If

fuel tank pressure sinks rapidly this indicates that the

EVAP canister shut-off valve is clogged and the

diagnostic trouble code (DTC) for EVAP canister shut-

off valve shut is stored.

EVAP canister shut-off valve closes and the canister

purge (CP) valve pulses with a duty cycle of

approximately 17%. The pressure in the tank then falls

to -1 kPa. If this pressure is not reached within 10

seconds it indicates a larger leak in the fuel tank. and

the diagnostic trouble code (DTC) for a large leak is

stored. If the fuel tank pressure does not change

within 2 seconds it indicates a defective fuel tank

pressure sensor or clogged piping .The diagnostic

trouble code (DTC) for a large leak is stored.

The canister purge (CP) valve is closed and the EVAP

canister shut-off valve is still closed and there is

negative pressure in the fuel tank.

This negative pressure will decrease slowly. The

decrease rate depends on fuel level, fuel evaporation

and any leaks. Leakage flow is calculated by

comparing pressure increase speed with the pressure

decrease speed from stage 4 and by compensating

for the evaporation measured in stage 2. If the

calculated leakage flow exceeds a certain level this

indicates a smaller leakage in the fuel tank system and

diagnostic trouble code for small leak is stored.

The EVAP canister shut-off valve opens, the EVAP

function is enabled and the diagnostic test is finished.

1.

2.

3.

4.

5.

6.

During the different phases when the system gauges

whether the fuel tank system pressure acts normally or

not, there are a number of circumstances which are

"VCC-106196 EN 2010-11-30"


Diagnostics, faultDiagnostics, faultDiagnostics, faultDiagnostics, fault----tracingtracingtracingtracing

taken account of, for example:

the amount of fuel in the tank

height above sea level

fuel temperature and evaporation

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The system can calculate this information. Therefore it is

not possible to describe how quickly or how much the

pressure is permitted to increase or fall in the different

phases.

To carry out the diagnostic it is necessary that:

there are no diagnostic trouble codes (DTCs)

registered for: Vehicle speed signal, canister purge

(CP) valve, EVAP canister shut-off valve and fuel tank

pressure sensor

fuel trim must be active

engine idling

Speed is 0 km/h

the car is below 2500 meters above sea level

outside temperature is above -8°C

engine coolant temperature (ECT) must be above -8°C

and below 120°C

the pressure in the tank is above -1 kPa

the concentration of fuel fumes in the EVAP canister

must not be too high

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The diagnostic test starts at the earliest 17 minutes after

the engine has started when all conditions have been

fulfilled, and takes approximately 30 seconds.

If the diagnostic is interrupted for any reason, the engine

control module (ECM) will try to start again the next time

all conditions are met. The engine control module (ECM)

performs a maximum of 4 diagnostic attempts during an

operating cycle. If no faults are detected the diagnostic is

not active again until the engine is switched off and on

again. If a fault is detected two further attempts are made

to evaluate the fault.

"VCC-106196 EN 2010-11-30"


Car communicationCar communicationCar communicationCar communication

Diagnostics and fault tracing are carried out as before

using VIDA.

However from the 1999 model year onwards the Volvo

Scan Tool (ST) (which could only communicate serially

via the data link connector (DLC)) has been replaced by a

new communication unit called the VCT 2000 (Volvo

Communication Tool 2000) which can communicate with

the modules via the network.

The following can be read off during car communication.

Read diagnostic trouble codes (DTCs)Read diagnostic trouble codes (DTCs)Read diagnostic trouble codes (DTCs)Read diagnostic trouble codes (DTCs)

ME 7.0 engine management system contains

approximately 135 diagnostic trouble codes (DTC). Each

diagnostic trouble code (DTC) can give information on

whether the fault depends on an open-circuit, short-

circuit to supply voltage or short-circuit to ground. This

gives a combined total of 405 different diagnostic trouble

codes (DTCs).

ActivationActivationActivationActivation

The following output signals/components can be

activated:

Injectors (sequentially)

Power stages/ignition coils (sequentially)

air conditioning (A/C) relay (compressor clutch)

Output signal engine coolant temperature sensor

Indicator lamp CRUISE

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"VCC-106196 EN 2010-11-30"


Misfire diagnosticMisfire diagnosticMisfire diagnosticMisfire diagnostic

Econometer signal to the Can and Driver information

Module

Engine cooling fan (FC) (High or low speed)

Electronic Throttle System warning lamp

EVAP canister shut-off valve

Turbocharger (TC) control valve

Canister purge (CP) valve

Fuel pump (FP) relay

Malfunction Indicator Lamp (MIL)

Heating front heated oxygen sensor (HO2S)

Heating rear heated oxygen sensor (HO2S)

Continuous Variable Valve Timing (CVVT) camshaft

control valve

Interlock function (starter motor relay),USA/CDN onlyUSA/CDN onlyUSA/CDN onlyUSA/CDN only

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Reading off plotterReading off plotterReading off plotterReading off plotter

Here curves and values for approximately 90 parameters

can be read off. As before a maximum of 3 can be read

at the same time.

Activating diagnostic functionsActivating diagnostic functionsActivating diagnostic functionsActivating diagnostic functions

This is a new function for activating the different test

phases in the following on-board diagnostic (OBD)

systems:

Return Fuel Lacking System (RFLS)

-

If the fuel/air mixture does not ignite in the ignition stroke

it can be said that the engine is misfiring. The flywheel is

divided into 5 sectors where every sector corresponds to

a special cylinder. The engine control module (ECM)

detects misfires by registering the time between two

sectors of the flywheel.

The time between the two segments varies depending

on:

misfiring

driveline oscillations

normal variations caused by uneven combustion

flywheel mechanical tolerances

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The mechanical tolerances and drive line oscillations

disrupt the signal and it is difficult to detect whether

the engine is misfiring or not. To eliminate mechanical

faults/damage to the flywheel the flywheel signal is

adapted. Two crankshaft rotations are split into 5

intervals for 5 cylinder engines. The purpose of

adaptation is to filter out the tolerances in the flywheel

and resonance in the engine. By registering the time

deviations between the sectors on the flywheel

misfiring can be detected. In order for the engine

control module (ECM) to be able to register misfires,

the flywheel must be adapted. Misfire diagnostics are

shut off until the flywheel is adapted for the first time.

This adaptation value is saved and then used in

subsequent operating cycles.

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"VCC-106196 EN 2010-11-30"


Adaptation of the flywheel is done when:

engine speed is between 2300 rpm and 3000 rpm

the load exceeds 40 % of relative load

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Flywheel adaptation takes approximately 60 seconds.

Drive line oscillations, caused by uneven road

surfaces for example, may lead to uneven engine

operation (false misfiring). This is registered by the

ABS module which sends this information to the

engine control module (ECM) which uses this

information in order to separate the oscillations from

genuine misfiring. The misfire diagnostic is shut off

when oscillations occur in the drive line caused by

uneven road surfaces.

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Misfire diagnostics are also shut off when:

leak diagnostic, when leak diagnostics are taking

place

diagnostic trouble codes (DTCs) in the engine speed

(RPM)/position sensor, mass air flow (MAF) sensor,

engine temperature sensor and the leak diagnostic

and ABS.

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Misfiring lights the malfunction indicator lamp (MIL).

In the event of misfiring, if there is risk of damage to

the three way catalytic converter, the malfunction

indicator lamp (MIL) will flash and then switch to a

constant light.

The engine control module (ECM) registers and stores

which engine speeds and load ranges the misfiring

occurred. Misfiring must occur within the same

engine speed and load range again for a diagnostic

trouble code (DTC) to be set. The malfunction

indicator lamp (MIL) is lit if the diagnostic trouble code

(DTC) for misfire is stored in the previous operating

cycle and a new diagnostic trouble code (DTC) for

misfire is received in the next operating cycle.

If the misfire stops, the requirements for the rpm and

load parameters must be met before the engine

control module (ECM) will begin counting down to

extinguish the warning lamp and erase stored

diagnostic trouble codes (DTCs) for misfiring.

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"VCC-106196 EN 2010-11-30"


system overview me 7 · the me 7.0 (motronic, electronic 7.0) is a development of the motronic 4.4...

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