The coolant temperature sensor and detonation. Volvo S40 / V40 (from 1996 to 2000, the year of issue)

Fig. 9.1. Engine Management System Fenix 5.1: 2/14 - the relay system of the engine; 3/1 - the ignition switch; 4/1 - block engine control system Fenix 5.1; 6/13 - the fuel pump; 7/15 - heated oxygen sensor (NO2S); 7/21 - speed sensor (RPM) gasoline engine;

7/22 - Sensor Manifold Absolute Pressure (MAP sensor); 7/23 - coolant temperature of the engine (ECT); 7/24 - air temperature sensor input; 7/25 - throttle position sensor; 7/26 - knock sensor (KS); 7/27 - the camshaft position sensor; 8/2 - a regulator of idling (IAC); 8/6, 8/7, 8/8, 8/9 - injectors; 8/12 - purge valve of the coal filter (CP); 10/51 - warning lamp exhaust gas temperature; 11/2 - the fuse box in the passenger compartment; 24/20 - 22-pin connector harness of the passenger compartment (C), the wiring in the engine compartment (A) (gray); 24/23 - 22-pin connector harness of the passenger compartment; 24/27 - 12-pin connector wiring harness in the engine compartment

(A) - harness the engine control module (ECM); 24/33 - 4-pin harness the engine control module (UST) (B) (Q); 31/25 - prong under the dashboard

Temperature sensor 7/23 (Fig. 9.1) is composed of a thermistor with a negative temperature coefficient. BU provides a signal voltage of 5 V to one of the terminals, while the other terminal is connected to "weight". Due to changes in sensor resistance changes as the temperature of the engine is changed accordingly, and a signal to the ECU. A high level signal to the engine is cold and low in the warm up.

When knock occurs in the cylinder block vibration of a certain type. Resulting mechanical loads act on the piezoelectric crystal sensor, whereby a voltage is generated. Together with the signals from the camshaft position sensor and speed and crankshaft position, this signal is supplied to the ECU, which is based on these data determines which cylinder detonation.