probennahme und aufschlua basis der spurenanalytik springer labormanuale

probennahme und aufschlua basis der spurenanalytik springer labormanuale

LINK 1 ENTER SITE >>> Download PDF
LINK 2 ENTER SITE >>> Download PDF

File Name:probennahme und aufschlua basis der spurenanalytik springer labormanuale.pdf
Size: 4059 KB
Type: PDF, ePub, eBook

Category: Book
Uploaded: 19 May 2019, 12:43 PM
Rating: 4.6/5 from 681 votes.


Last checked: 19 Minutes ago!

In order to read or download probennahme und aufschlua basis der spurenanalytik springer labormanuale ebook, you need to create a FREE account.

Download Now!

eBook includes PDF, ePub and Kindle version

✔ Register a free 1 month Trial Account.

✔ Download as many books as you like (Personal use)

✔ Cancel the membership at any time if not satisfied.

✔ Join Over 80000 Happy Readers

probennahme und aufschlua basis der spurenanalytik springer labormanualeReport this Document Download now Save Save Rover MEMS.pdf For Later 0 ratings 0 found this document useful (0 votes) 70 views 13 pages Rover MEMS.pdf Uploaded by sensacje Description: Full description Save Save Rover MEMS.pdf For Later 0 0 found this document useful, Mark this document as useful 0 0 found this document not useful, Mark this document as not useful Embed Share Print Download now Jump to Page You are on page 1 of 13 Search inside document Pamela Butchart Radiance Grace Draven Panda Bear, Panda Bear, What Do You See. Bill Martin, Jr. The Bell Jar: A Novel Sylvia Plath MONEY Master the Game: 7 Simple Steps to Financial Freedom Tony Robbins It: A Novel Stephen King Kindred Octavia E. Butler Delay, Don't Deny Gin Stephens The Keeper of Lost Things: A Novel Ruth Hogan Big Nate: A Good Old-Fashioned Wedgie Lincoln Peirce Truly Devious: A Mystery Maureen Johnson The Alter Ego Effect: The Power of Secret Identities to Transform Your Life Todd Herman New Kid Jerry Craft With the Fire on High Elizabeth Acevedo Mrs. Everything: A Novel Jennifer Weiner How to Destroy America in Three Easy Steps Ben Shapiro Rage Bob Woodward Footer Menu Back To Top About About Scribd Press Our blog Join our team. Browse Books Site Directory Site Language: English Change Language English Change Language Quick navigation Home Books Audiobooks Documents, active Collapse section Rate Useful 0 0 found this document useful, Mark this document as useful Not useful 0 0 found this document not useful, Mark this document as not useful Collapse section Share Share on Facebook, opens a new window Facebook Share on Twitter, opens a new window Twitter Share on LinkedIn, opens a new window LinkedIn Copy Link to clipboard Copy Link Share with Email, opens mail client Email. It can be used in single or multi injector applications. It was superseded by the near identical MEMS 1.9.

  • probennahme und aufschlua basis der spurenanalytik springer labormanuale.

There are two versions of the ECU, one having two connectors and the other having a blanking plate in place of the second connector. MEMS 1.9 This popular and flexible Engine Management system is fitted to the 1.8 Litre Freelander from introduction until the 2000 MY facelift. It is also used very extensively in just about all ROVER and MG vehicle models. It can be used in single or multi injector applications. It was superseded later by the MEMS 2 for a short time before the MEMS 3. This memory not only stores codes associated with events which may have occurred in the past and have triggered the code being stored, requiring the memory to be cleared, but also has some internal fault statuses which use the fault memory dynamically, setting a code associated with a missing sensor input, but automatically clearing it whenever the sensor input is being detected again. This means that for some inputs which are only available when the engine is running, such as the crank sensor input, are shown as missing when the engine is stationary. You may also see faults shown for missing the sensors for any non-supported or not-fitted features. You can verify the supported or not-supported statuses using the settings section. Read settings can also be stored as a standard HTML page for reference. These pages can then later be reloaded and rewritten back to the ECU. Please note that some values may be read only due to the fact that they are supplied from the ECU's ROM or are internally calculated. It will drive the tachometer to approximately 3000 RPM. If the MEMS driven tachometer function is not supported by this ECU, running this test may result in the MEMS ECU failing to respond causing a communication error. Note: Having a Tachometer fitted, does not necessarily mean it is controlled by the MEMS ECU. This value should be within the range of 10 to 50 steps. Although this can be manually changed, it is an adaptive value. This value is mainly used to adjust the idle fuelling. The value of Injector time is normally an adaptive value which is set up automatically by the ECU on Vehicles fitted with an oxygen sensor. However for vehicles not equipped with an Oxygen sensor this value must be adjusted manually to obtain the correct fuelling. This is done by using a CO meter to monitor the exhaust output and adjusting this value until it is correct (open loop tuning) The correct CO values for a given engine can usually be found in the Workshop manual. This value is also shown under dynamic inputs in a scale of microseconds. When the ECU is programmed for a specific application at manufacture, the ECU is only configured for the systems that the application requires. This setting tells you if this particular feature is programmed to be supported by this ECU or not. Even if an ECU is programmed to support a system, the system may still not be fitted as standard by the manufacturer. In the case of finding a stored fault code relating to the missing sensors for a non-fitted, but supported system, is normal and is no cause for concern and due to the system being non essential or safety related this would not have a high enough priority to illuminate the fault warning lamp.This is shown as a percentage of the mapped (open loop) value. This percentage is continuously updated by the MEMS ECU whenever the conditions for closed loop fuelling are present. At other times, the feedback value will show 100, indicating that closed loop fuelling is not operational. High values of feedback (e.g. 120) indicate that feedback is attempting to compensate for fuelling being too lean and low values (e.g. 80) for fuelling being too rich. Note: Misfire condition will be shown as high values, as feedback will be fooled into compensating for a system running too lean. This value should change from a low value to a high value as the throttle pedal is depressed. The value is displayed in bits and has a range from 0(closed) to 255(open). The full range of values will not be seen in practice. The ECU has no method of actually measuring this position but instead works it out by remembering how may steps it has moved the stepper since the last time the ignition was switched off. If a stepper motor fault exists, this number will be incorrect. This value will normally be changing during idle condition as the ECU makes minor changes to the idle speed. A value of 0 during idle conditions indicates a fault condition or poor adjustment, as does a very high value. Normally, only two values will ever be displayed. 0 RPM or 49 RPM. The offset can be set up using the function found in the OTHER section. If this value is outside the range 10 - 50 steps, then this is an indication of a possible fault condition or poor adjustment. This value can be forced for a short time using the function in the settings section. A value of more than 100 RPM indicates that the ECU is not in control of the idle speed. This indicates a possible fault condition. A quick addition of this value and the current engine RPM will also tell what the value is of the ECU's target Idle Speed. The function can be removed by resetting the adaptive values. This is a special service adjustment for countries which use low octane fuel. The value is set by the Service Ignition Offset found in the OTHER section and can be cleared by using the Reset Adaptations function found in the same section. With a battery voltage of about 14V, this value should be about 2-3mS. A high value for coil charge time may indicate a problem with the ignition coil primary circuit. A displayed value of ON indicates no fault. A displayed value of OFF indicates a possible problem. On systems without an actual throttle switch the value shown indicates whether the MEMS ECU has calculated that the throttle is closed by using the throttle position sensor. If the switch shows 'ON' when the throttle is closed, then the vehicle will not idle correctly and the closed throttle position may need to be reset. This procedure is performed by fully depressing and releasing the accelerator pedal 5 times within 10 or less seconds of turning on the ignition and then waiting 20 seconds. This switch is used to improve the quality of engine idle speed control on automatic or CVT (Constantly Variable Transmission) gearbox vehicles. A fault with this switch will cause the idle speed to dip or rise suddenly when the gear selection is changed between neutral and drive. This display will not work on manual gearbox vehicles. The ECU will not show air conditioning on unless all of these switches are on.This input will be active if the air conditioning trinary medium pressure switch is closed requesting that the ECU fan control is set to maximum (fans on high speed). Depending on the vehicle type, errors in reading the ignition switch may lead to cutting out, failure to power down (causing flat battery) or failure to start. If the sensor is open circuit, then a fixed default value will be displayed. The fuel rail temperature is used by the ECU as an aid to hot starting and to make corrections to fuelling. If the sensor is not operating correctly hot starting and engine performance may be impaired slightly.If the sensor is open circuit then a fixed default value will be displayed. The sensor is used by the ECU to measure the air temperature in the engine bay. This is usually done to control an extra engine bay cooling fan on vehicles which require this. The effect of a faulty sensor is normally incorrect operation of the engine bay cooling fan.If the sensor is open circuit, a default value of about 60C will be displayed. During engine warm up, the value should rise smoothly from ambient to approximately 90C. Sensor faults may cause several symptoms including poor starting, fast idle speed, poor fuel consumption and cooling fans running continuously. If the sensor is open circuit, then a fixed default value will be displayed. The inlet air temperature is used by the ECU to retard the ignition timing to avoid knock and trim the fuelling when hot. If the sensor is not operating correctly the engine performance may be impaired slightly. If this count is high or increments each time the ignition is turned off, then there may be a problem with the stepper motor, throttle cable adjustment or the throttle pot. The count is increased for each journey with no closed throttle, indicating a throttle adjustment problem. A displayed value of ON indicates that closed loop fuelling is active, a displayed value of OFF indicates fuelling open loop. On a fully warm vehicle, Loop Status should indicate closed loop under most driving and idling conditions. Large errors in this measurement will lead to possible poor starting and errors in idle CO. This value is mainly used to adjust the idle fuelling. The value of Injector time is normally an adaptive value which is set up automatically by the ECU on vehicles fitted with an oxygen sensor. However, for vehicles not equipped with an Oxygen sensor, this value must be adjusted manually to obtain the correct fuelling. This is done in the Settings section. Once the engine is fully warm, during most idle and driving conditions, this voltage will switch rapidly between a value between 0.0v-0.2v to a value between 0.7v and 1.0v. The sensor detects the presence or absence of oxygen in the exhaust gas. When the exhaust gas has oxygen present the ECU will read a low voltage. This value should show atmospheric pressure of 100 KPa when the engine is stopped and a lower value between 25 - 40 KPa during engine idle conditions. Very high values may indicate problems with the sensor inside the MEMS or more likely a blocked or disconnected vacuum pipe. Moderately raised values may indicate mechanical problems with the engine. Faults in the crankshaft sensor or associated wiring may be indicated if this display reads 0 during engine cranking. Each output has an ON and OFF choice. Click on the ON link to start the test and on OFF to end. This offset adds approximately 50 RPM to the Idle target speed. The function can be removed by resetting the adaptive values. The function can be removed by resetting the adaptive values. After using the function you will need to turn the ignition off and then on. The seller has relisted this item or one like this. Learn more - opens in a new window or tab This amount is subject to change until you make payment. For additional information, see the Global Shipping Programme terms and conditions - opens in a new window or tab This amount is subject to change until you make payment. For additional information, see the Global Shipping Programme terms and conditions - opens in a new window or tab This amount is subject to change until you make payment. If you reside in an EU member state besides UK, import VAT on this purchase is not recoverable. For additional information, see the Global Shipping Programme terms and conditions - opens in a new window or tab Delivery times may vary, especially during peak periods. Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn more The item may have some signs of cosmetic wear, but is fully This item may be a floor model or an item that has been returned to the seller after a period of use. See the seller’s listing for full details and description of any imperfections. Contact the seller - opens in a new window or tab and request a postage method to your location. Please enter a valid postcode. Please enter a number less than or equal to 1. All Rights Reserved. User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by Verisign. Overview Additional information on Rover FI including Sykes Pickavant ACR (Advanced Code Reader) Additional information on Rover FI We already cover MEMS2J and have MEMS1.6 working in the lab and soon available for customers. Mini airbag controllers are also working. Check - Method. You must supply the correct old unit for your car with its part number intact and vehicle specification to ensure you get the correct unit back. As its name implies, it was adaptable for a variety of engine management demands, including electronically controlled carburetion as well as single- and multi-point fuel injection (both with and without electronic ignition control).The software run on the ECU was designed and written by Rover Group engineers.On earlier versions of the system, a MAP sensor was internal to the ECU, requiring that an inlet manifold vacuum line be run to the ECU enclosure. In MEMS 1.6, this MAP sensor is the Motorola 5141550T02, and the vacuum line feeding it passes through a vapor trap to prevent admission of fuel vapor into the ECU.Base values for the fueling and ignition timing are each retrieved from a three-dimensional map, and certain sensor values are applied as correction factors, for example, to enrich fueling during wide-throttle acceleration or on cold startup.The system may be run in either open-loop or closed-loop mode (with the latter requiring a lambda sensor). Additional features include an engine speed limiter, overrun fuel cut-off, startup fuel enrichment (both during cranking and after startup), and fueling compensation for battery voltage. Some operating parameters are learned by the ECU over time, such as the optimal IAC valve position for a stable idle.Not designed for use in vehicles with catalytic converters. ECU has single 36-pin connector. ECU has two connectors (one 36-pin and one 18-pin). Fault codes may only be cleared by commanding the ECU via the diagnostic port.Haynes Techbooks. ISBN 978-1859603444. The Crowood Press UK.Retrieved 2015-10-12. Rover Service TV Unit. Retrieved 2014-01-28. By using this site, you agree to the Terms of Use and Privacy Policy. The ECU fully controls both the ignition system and the fuel injection system, integrating the two in a complete engine management system (see illustration). Refer to Chapter 5 for information on the ignition side of the system. The whole system is best explained if considered as three sub-systems which are, the fuel delivery, air metering and electrical control systems. When the ignition is switched on, the pump is supplied with current via the fuel pump relay, under the control of the ECU. The pump feeds petrol via a non-return valve (to prevent fuel draining out of the system components and back to the tank when the pump is not working) to the fuel filter and from the filter to the injector. Fuel pressure is controlled by the pressure regulator, which lifts to allow excess fuel to In the event of sudden deceleration (ie: an accident) an inertia switch cuts off the power to the pump so that the risk of fire is minimised from fuel spraying out of broken fuel lines under pressure. This incorporates the injector, which sprays fuel onto the back of the throttle disc, the throttle potentiometer, which is linked to the throttle disc spindle and sends the ECU information on the rate of throttle opening by transmitting a varying voltage, and the stepper motor, which is controlled by the ECU and operates the throttle disc spindle lever via a cam and pushrod to provide idle speed control. Note that there is no provision for adjustment of the idle speed except by reprogramming the ECU using Rover diagnostic equipment. If checking idle speed, remember that it will vary constantly under ECU control. The ECU’s manifold absolute pressure sensor is connected, by hoses and a fuel (vapour) trap mounted in the air cleaner assembly, to the inlet manifold. Variations in manifold pressure are converted into graduated electrical signals which are used by the ECU to determine the load on the engine. The intake air temperature sensor is self-explanatory, the crank- shaft sensor gives it the engine speed and crankshaft position, the coolant temperature sensor gives it the engine temperature and the accelerator pedal switch tells it when the accelerator is closed. The throttle potentiometer is explained above and the lambda sensor (where fitted) in Part D of this Chapter. In addition, the ECU senses battery voltage (adjusting the injector pulse width to suit and using the stepper motor to increase the idle speed and, therefore, the alternator output if it is too low), incorporates short- circuit protection and diagnostic capabilities and can both receive and transmit information If either the coolant temperature sensor, the intake air temperature sensor or the manifold absolute pressure sensor circuits should fail to provide adequate information, the ECU has a back-up facility which assumes a value corresponding to a coolant temperature of 60?C, an intake air temperature of 35?C and an engine load based on the engine speed and throttle position.Based on this information, the ECU selects the response appropriate to those values and controls the ignition HT coil (varying the ignition timing as required), the fuel injector (varying its pulse width - the length of time the injector is held open - to provide a richer or weaker mixture, as appropriate), the stepper motor (controlling the idle and fast idle speeds), the fuel pump relay (controlling the fuel delivery), the manifold heater relay (controlling the inlet manifold pre-heater system) and the main relay, the purge control valve (where fitted) and the lambda sensor and relay (where fitted) accordingly. The mixture, idle speed and ignition timing are constantly varied by the ECU to provide the best settings for cranking, starting and engine warm-up (with either a hot or cold engine), idle, cruising and acceleration. A rev-limiter circuit is built into the ECU which switches off the injector earth (ie: the fuel supply) if engine speed exceeds 6860 rpm, switching it back on at 6820 rpm. The injector earth is also switched off on the overrun (coolant temperature above 80?C, throttle pedal switch contacts closed, engine speed above 1500 rpm) to improve fuel economy and reduce exhaust emissions. If the ECU is renewed, or one from another vehicle is fitted, it will take a short period of normal driving for Mixture enrichment for cold starting is a pre- programmed function of the system. Loosen any fuel hose slowly to avoid a sudden release of pressure which may cause fuel spray. As an added precaution, place a rag over each union as it is disconnected to catch any fuel which is forcibly expelled. These are colour-coded (yellow to the temperature control valve, red to the inlet manifold). These are colour-coded (green to the ECU, white to the inlet manifold). Renew either if worn or damaged. 4 To remove the metal intake duct, refer to Section 4, paragraphs 3 and 4. 5 To remove the air intake hose it will first be necessary to remove the left-hand headlamp assembly, to gain access to the two retaining screws. Remove the two retaining screws and disconnect the duct from the body front panel, release the clip securing the ignition HT lead, then slacken the retaining clamp and unfasten the rubber strap to separate the cold air duct from the intake duct. Release the intake hose from the resonator T-piece and remove it from the engine compartment. 6 A resonator chamber is fitted to the intake hose to reduce the amount of induction noise. To remove the chamber, first remove the battery and battery tray. Disconnect the intake hose from the T-piece then remove the resonator T-piece. Release any relevant retaining clips from the resonator, then remove the resonator from the engine compartment Ensure that the vacuum pipes and hoses are correctly reconnected and are not trapped as the assembly is refitted, then check that the assembly sits properly on the throttle body before tightening the screws securely. Release the intake hose rubber retaining strap and disconnect the hose from the metal intake duct (see illustration). 4 Release the two clips securing the air intake duct to the air cleaner assembly and undo the bolt securing the duct to its mounting bracket (see illustration). Withdraw the duct, taking care not to lose the hot air intake connector hose which connects the duct to the exhaust manifold shroud. 5 The air temperature control valve can be renewed only with the complete intake duct assembly. If a new intake duct assembly is being fitted, undo the three screws securing Remember that fuel will still be The pressure will remain for some time after the ignition has been switched off and must be relieved before any of these components are disturbed for servicing work. Inspect the sealing washer for signs of wear or damage and renew if necessary. 5 Refit the bolt and sealing washer to the union nut and tighten it securely. Carefully slacken the bolt whilst holding the fuel pipe boss with an open-ended spanner to The pressure should reach the specified The pressure drop in the first minute should not exceed 0.7 bar. 5 If the pressure first recorded was too high, renew the pressure regulator, which means renewing the complete injector housing assembly. 6 If the pressure first recorded was too low or if it falls too quickly, check the system carefully for leaks. If no leaks are found, check the pump by substituting a new one, then recheck the pressure. If the pressure does not improve, the fault is in the pressure regulator and the complete injector housing assembly must be renewed. If this is the case, it is worth dismantling the regulator to check that the fault is not due to its being jammed open with dirt. Undo the vent hose and valve retaining nuts, then disconnect the vent valve hose from the fuel pump and remove the vent hose and valve assembly from the tank (see illustration). 3 Disconnect the wiring connector from the fuel pump. 4 Slacken and remove the six fuel pump retaining nuts. Carefully withdraw the fuel pump assembly from the tank and remove the pump seal. Note that the fuel system must be depressurised before any fuel hose is disconnected. Release the cable inner from the throttle cam (see illustration). 3 Work back along the cable outer and release it from any retaining clamps. 4 Working inside the vehicle, undo the five right-hand lower facia panel retaining screws and remove the panel. 5 Release the cable from the upper end of the accelerator pedal and withdraw the cable from the engine compartment. Tighten the windscreen wiper motor retaining bolts to the specified torque Have an assistant fully depress the pedal and check that the throttle cam opens fully, then check that it returns to the at-rest position when released. 8 To adjust the cable, switch on the ignition and position the stepper motor by moving the cam only to open, and fully close the throttle. Note that it is essential for accurate positioning of the stepper motor that the accelerator pedal switch contacts remain closed, so that the ECU recognises the throttle movement as a command and indexes the stepper motor to 25 steps. 9 Slacken the adjuster locknut (upper nut), then tighten the adjuster (lower) nut until the clearance is equal on each side of the throttle Tighten the locknut without disturbing this setting. Recheck the adjustment and switch off the ignition. Plug each pipe and adaptor to minimise the loss of fuel and prevent the entry of dirt into the system. 5 Release the wire retaining clips then disconnect the wiring connectors from the injector housing, the throttle potentiometer and the stepper motor. 6 Slacken the accelerator cable locknuts and free the cable outer from its mounting bracket. Release the cable inner from the throttle cam. 7 Using a suitable pair of pliers, release the retaining clips and disconnect the breather hoses from the throttle housing (see illustration). 8 Slacken and remove the four nuts securing the throttle housing to the inlet manifold, then remove the throttle housing from the vehicle. Remove the throttle housing insulating spacer and examine it for signs of wear or damage, renewing it if necessary (see illustrations). 9 If leakage was detected from the feed and return pipes or their union nuts, check the sealing surfaces of the nuts and adaptors and If the adaptor is still a tight fit in the housing, the threads are damaged and the housing and adaptors must be renewed as a set. If the threads are sound, fit new sealing washers to the adaptors and refit them, tightening them to their specified torque wrench setting. Also check that the throttle cable is correctly adjusted. If the engine is running very roughly, check its compression pressures, bearing in mind that possibly one of the hydraulic tappets might be faulty, producing an incorrect valve clearance. 2 If these checks fail to reveal the cause of the problem, the vehicle should be taken to a suitably-equipped Rover dealer for testing. A wiring block connector is incorporated in the engine management circuit into which a special electronic diagnostic tester can be plugged. The tester will locate the fault quickly and simply, thereby alleviating the need to test all the system components individually Ensure that the ECU wiring connectors have first been disconnected. Commence removal by depressurising the fuel system. 7 Disconnect the battery negative terminal then remove the air cleaner assembly. 8 Slacken and remove the injector connector cap retaining screw and lift off the connector cap. The injector can then be lifted out of the housing (see illustrations). Ensure that the connector cap makes good contact with the injector pins. Refer to paragraphs 1 to 5 for details on removal and refitting. Ensure that the throttle housing and motor mating surfaces are clean and on completion, adjust the throttle cable to ensure that the stepper motor is correctly indexed. Withdraw the spacer if required. Tighten the ECU retaining nuts to the specified torque. Due to the nature of the ECU, if a new or different ECU has been fitted, it may take a short while for full idle control to be restored. Tighten the sensor to its specified torque wrench setting. Either drain the cooling system or be prepared for some loss of coolant as the sensor is unscrewed. 33 Release the wire retaining clip and disconnect the wiring connector from the sensor. 34 Unscrew the sensor from the manifold and withdraw it, then plug the opening to prevent the entry of dirt. If the cooling system has not been drained, work quickly to minimise coolant loss. If a sealing washer is fitted, renew it whenever it is disturbed to Reconnect the wiring connector. 37 Replenish the cooling system. If the switch has tripped, it can be reset by pressing in the plunger situated at the top of the switch (see illustration). Before installing the centre console, reset the inertia switch by pressing in the plunger. Note that there is no separate manifold pre-heater temperature switch. The ECU uses the information sent from the coolant temperature sensor (see illustration). Firmly apply the handbrake then jack up the front of the vehicle and support it on axle stands. 2 Remove the air cleaner metal intake duct. Undo the two bolts securing the duct mounting bracket to the cylinder head cover and remove the bracket.

1288 Columbus Avenue #152
94133 San Francisco , CA
United States
California US
Distance / Proximity:

Add comment