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Land Rover Discovery 99my To 03my Electrical Library 3rd Edition Rover Manual
Land Rover Discovery 99my To 03my Electrical Library 3rd Edition Rover Manual
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DESCRIPTION AND OPERATION 4.40DISCOVERY SERIES II STARTING AND CHARGING - Td5 DESCRIPTION General The starting system comprises a starter motor and solenoid located at the rear right hand side of the engine. A starter relay, controlled by the Body Control Unit (BCU), supplies battery power for starter solenoid operation. The starter motor receives its feed directly from the battery. The charging system comprises an alternator containing a rectifier pack and a regulator to maintain a constant direct current (dc) in the system. The alternator is located at the front right of the engine and is belt driven from the crankshaft pulley. A warning lamp in the instrument pack illuminates if the charging system is not generating a voltage equal to or more than the battery voltage. OPERATION Starting and Charging Supply Circuit supply A feed from the battery positive terminal is connected on an R wire to the engine compartment fusebox where it passes through fusible links 1, 2, 8 and 12 and fuses 10 and 13. A feed from the battery is also connected directly to the contacts of the main relay located in the engine compartment fusebox. A second feed from the battery positive terminal is connected on an R wire to the contacts of the starter motor solenoid located on the starter motor. The feed from fusible link 1 is connected from the fusebox on an N wire to the alternator/ generator. A feed from fusible link 2 is connected to the contacts of the glow plug relay located in the engine compartment fusebox. A feed from fusible link 8 is connected on an NW wire to the passenger compartment fusebox and from the fusebox to the ignition switch on an N wire. A feed from fuse 10 is connected to the contacts of the fuel pump relay located in the engine compartment fusebox. The Engine Control Module (ECM) provides an earth path for the fuel pump relay coil, which energises and closes the relay contacts. A feed from fuse 13 is connected from the fusebox to the inertia switch (S206) on an NB wire. When the inertia switch contacts are closed, the feed passes through the switch and is connected to the coil of the main relay on a WG wire. The ECM provides an earth path for the main relay coil, which energises and closes the relay contacts.
DESCRIPTION AND OPERATION DISCOVERY SERIES II 4.41 Ignition switch supply With the ignition switch in position II, the feed from fusible link 8 passes through the ignition switch to the passenger compartment fusebox on a Y wire, where it passes through fuses 24 and 27 in the fusebox. With the ignition switch in the crank position III, the feed from fusible link 8 passes through the ignition switch to the passenger compartment fusebox on a WR wire, where it passes through fuse 23 in the fusebox. Starting Operation Main relay operation With the ignition switch in position II and the ECM is satisfied that all conditions are correct, the ECM grants an earth path on a UR wire from the engine compartment fusebox to the ECM pin C0658-21, energising the relay coil and closing the contacts. The direct feed from the battery passes through the relay contacts and connects with the coils of the glow plug and fuel pump relays. Fuel pump relay operation The ECM grants an earth path for the fuel pump relay coil on a UP wire from the engine compartment fusebox to ECM pin C0658-5. This allows the feed from fuse 10 to pass through the relay contacts and connect from the fusebox on a WP wire to the fuel tank unit. The fuel tank unit is connected on a B wire to earth eyelet connector C0810-1. The fuel pump operates and the fuel gauge sender unit energises to operate the fuel gauge in the instrument pack. Glow plug relay operation The ECM grants an earth path for the glow plug relay coil on a GU wire from the engine compartment fusebox to ECM pin C0158-29. This allows the feed from fusible link 2 to pass through the relay contacts and connect from the fusebox on a YB wire to splice joint 5. From splice joint 5, the feed splits into four B wires which are each connected to one of the four glow plugs fitted to cylinder No’s. 1,2, 3 and 4. Cylinder No. 5 does not have a glow plug. The ECM will operate the glow plugs for a predetermined period, dependant on engine coolant temperature.
DESCRIPTION AND OPERATION 4.42DISCOVERY SERIES II Starter relay operation When the ignition switch is moved to the crank position III, a feed passes from the switch, through fuse 23 in the passenger compartment fusebox to the coil of the starter relay in the engine compartment fusebox on a WR wire. The coil is earthed to the BCU on a BO wire. When the BCU determines that starter operation is allowed, the earth path is completed and the starter relay energises, closing the relay contacts. The feed from fusible link 12 passes through the starter relay contacts and is connected from the engine compartment fusebox to the coil of the starter motor solenoid on an NR wire. The coil energises, closing the starter motor solenoid contacts. The coil is earthed via the starter motor body. The feed from the battery positive terminal passes through the closed contacts of the starter motor solenoid and operates the starter motor. The starter motor is earthed through the motor body attachment. When the ignition switch is released, it returns to position II. This terminates the feed from the ignition switch to the starter relay coil, de-energising the coil and opening the relay contacts. This in turn removes the feed from fusible link 12 to the starter motor solenoid coil, opening the solenoid contacts and removing the battery feed to the starter motor. Charging Operation With the ignition switch in position II, the feed from fuse 24 is connected from the passenger compartment fusebox, through header C0294 LHD/ CO287 RHD, to connector interface C0448-4/C0162-4 on a W wire. From the connector interface the feed is connected on a WG wire to the alternator/generator. This feed protects the alternator/generator from short circuit damage should a wiring fault occur. The feed from fuse 27 is connected from the passenger compartment fusebox on an LG wire to the ignition/no charge warning lamp in the instrument pack, via header C0760. From the instrument pack, the feed is connected on an NY wire to the alternator/generator, via header C0294 LHD/C0287 RHD. The feed passes to earth via the brushes and regulator within the alternator, completing the warning lamp circuit which allows the warning lamp to illuminate. When the engine is started, the magnetized rotor turns within the stator windings, generating 3 phase alternating current (ac) and a voltage that rises rapidly with rotor speed. The field diodes in the rectifier pack convert the ac current into dc current flowing through the field windings. This causes an increase in the magnetic influence of the rotor, resulting in self- excitation of the alternator. The field current increases with rotor speed and thus increases the generated current and voltage until the alternator/generator is fully excited.
DESCRIPTION AND OPERATION DISCOVERY SERIES II 4.43 When the voltage applied to the alternator/generator side of the ignition/no charge warning lamp exceeds the battery voltage applied to the warning lamp, the lamp is extinguished. This shows that the alternator/generator is producing battery charging current. When the battery is at a low state of charge or the current draw from the electrical functions of the vehicle causes a voltage drop, the alternator/ generator automatically charges at its maximum rate (dependant on rotor speed) until 14 Volts is reached. When demand on the alternator/generator falls, the current output is reduced. Battery charging is accomplished on an N wire from the alternator/generator through fusible link 1 in the engine compartment fusebox, and from fusible link 1 to the battery positive terminal on an R wire.
DESCRIPTION AND OPERATION 4.44DISCOVERY SERIES II STARTING AND CHARGING - V8 DESCRIPTION General The starting system comprises a starter motor and solenoid located at the rear right side of the engine. A starter relay, controlled by the Body Control Unit (BCU), supplies battery power for starter solenoid operation. The starter motor receives its feed directly from the battery. The charging system comprises an alternator containing a rectifier pack and a regulator to maintain a constant direct current (dc) in the system. The alternator is located at the top right of the engine and is belt driven from the crankshaft pulley. A warning lamp in the instrument pack illuminates if the charging system is not generating a voltage equal to or more than the battery voltage. OPERATION Starting and Charging Supply Circuit supply A feed from the battery positive terminal is connected on an R wire to the engine compartment fusebox where it passes through fusible links 1, 8 and 12 and fuses 10 and 13. A feed from the battery is connected directly to the contacts of the main relay located in the engine compartment fusebox. A second feed from the battery positive terminal is connected on an R wire to the contacts of the starter motor solenoid, located on the starter motor. A feed from fusible link 1 is connected from the fusebox on an N wire to the alternator/ generator. A feed from fusible link 8 is connected on an NW wire to the passenger compartment fusebox and from the fusebox to the ignition switch on an N wire. A feed from fuse 10 is connected to the contacts of the fuel pump relay located in the engine compartment fusebox. The Engine Control Module (ECM) provides an earth path for the fuel pump relay coil, which energises and closes the relay contacts. A feed from fuse 13 is connected from the fusebox to the inertia switch on an NB wire. When the inertia switch contacts are closed, the feed passes through the switch and is connected to the coil of the main relay on a WG wire. An earth connection from the main relay coil is connected on a UR wire to the ECM. When the ECM completes the earth path, the coil energises and closes the main relay contacts.
DESCRIPTION AND OPERATION DISCOVERY SERIES II 4.45 Ignition switch supply With the ignition switch in position II, the feed from fusible link 8 passes through the ignition switch to the passenger compartment fusebox on a Y wire, where it passes through fuse 27 in the fusebox. With the ignition switch in the crank position III, the feed from fusible link 8 passes through the ignition switch to the passenger compartment fusebox on a WR wire, where it passes through fuse 23 in the fusebox. Starting Operation Main relay operation With the ignition switch in position II and the ECM is satisfied that all conditions are correct, the ECM grants an earth path on a UR wire from the engine compartment fusebox to the ECM pin C0635-23, energising the relay coil and closing the contacts. Fuel pump relay operation When the main relay contacts are closed, the feed direct from the battery passes through the relay contacts and is connected to the coil of the fuel pump relay. An earth path from the fuel pump coil is connected to the ECM pin C0635-18 on a UP wire. When the ECM completes the earth path, the coil energises and closes the fuel pump relay contacts. The feed from fuse 10 passes through the contacts of the fuel pump relay and is connected on a WP wire from the engine compartment fusebox to the fuel pump, which operates. The fuel pump is connected to earth eyelet connector C0810-1 on a B wire. Starter relay operation When the ignition switch is moved to the crank position III, a feed passes from fuse 23 to the coil of the starter relay in the engine compartment fusebox on a WR wire. The coil is earthed to the BCU on a BO wire. When the BCU determines that starter operation is allowed, the earth path is completed and the starter relay energises, closing the relay contacts. The feed from fusible link 12 passes through the starter relay contacts and is connected from the engine compartment fusebox to the coil of the starter motor solenoid on an NR wire. The coil energises, closing the starter motor solenoid contacts. The coil is earthed via the starter motor body.
DESCRIPTION AND OPERATION 4.46DISCOVERY SERIES II The feed from the battery positive terminal passes through the closed contacts of the starter motor solenoid and operates the starter motor. The starter motor is earthed through the motor body attachment. When the ignition switch is released, it returns to position II. This terminates the feed from the ignition switch to the starter relay coil, de-energising the coil and opening the relay contacts. This, in turn removes the feed from fusible link 12 to the starter motor solenoid coil, opening the contacts and removing the battery feed to the starter motor. Charging Operation With the ignition switch in position II, the feed from fuse 27 is connected from the passenger compartment fusebox on an LG wire, through header C0760, to the ignition/no charge warning lamp in the instrument pack. From the instrument pack, the feed is connected on an NY wire to the alternator/ generator. The feed passes to earth via the brushes and regulator within the alternator, completing the warning lamp circuit which allows the warning lamp to illuminate. When the engine is started, the magnetized rotor turns within the stator windings, generating 3 phase alternating current (ac) and a voltage that rises rapidly with rotor speed. The field diode in the rectifier pack converts the ac current into dc current flowing through the field windings. This causes an increase in the magnetic influence of the rotor, resulting in self- excitation of the alternator. The field current increases with rotor speed and thus increases the generated current and voltage until the alternator/generator is fully excited. When the voltage applied to the alternator/generator side of the ignition/no charge warning lamp exceeds the battery voltage applied to the warning lamp, the lamp is extinguished. This shows that the alternator/generator is producing battery charging current. When the battery is at a low state of charge or the current draw from the electrical functions of the vehicle causes a voltage drop, the alternator/ generator automatically charges at its maximum rate (dependant on rotor speed) until 14 volts is reached. When demand on the alternator/generator falls, the current output is reduced. Battery charging is accomplished on an N wire from the alternator/generator through fusible link 1 in the engine compartment fusebox, and from fusible link 1 to the battery positive terminal on an R wire.
DESCRIPTION AND OPERATION DISCOVERY SERIES II 4.47 ENGINE MANAGEMENT - Td5 DESCRIPTION General Refer to Workshop Manual for description and operation.
DESCRIPTION AND OPERATION 4.48DISCOVERY SERIES II ENGINE MANAGEMENT - V8 DESCRIPTION General Refer to Workshop Manual for description and operation.
DESCRIPTION AND OPERATION DISCOVERY SERIES II 4.49 IGNITION AND SHIFT INTERLOCK (NAS/JAPAN ONLY) DESCRIPTION General Shift interlock When the transmission gear selector is in the PARK position and the ignition is in the OFF position 0, a shift interlock solenoid is de-energised, locking the transmission gear selector in the PARK position. The transmission gear selector can only be moved from the PARK position when the ignition is on and the brake pedal is depressed. The brake pedal switch signals the BCU, which in turn signals the Intelligent Driver Module (IDM) to energise the shift interlock relay in the passenger compartment fusebox. This energises the shift interlock solenoid allowing the transmission gear selector to be moved from the PARK position. Ignition key interlock The key interlock solenoid prevents removal of the key when the transmission gear selector is not in the Park position. Transfer box interlock The transfer box interlock prevents the transfer box being shifted from H or L with the key removed from the ignition switch. A transfer gearbox interlock solenoid is controlled by the IDM which energises the solenoid and prevents transfer box lever operation. OPERATION Ignition and Shift Interlock Supply Circuit supply A feed from the battery positive terminal is connected by an R wire to the engine compartment fusebox where it passes through fusible links 3 and 8 and fuse 13. A feed from fusible link 3 is connected from the engine compartment fusebox on an NR wire to the passenger compartment fusebox. The feed passes to fuses 20 and 21 in the passenger compartment fusebox. A feed from fuse 13 is connected from the engine compartment fusebox on a PN wire to the passenger compartment fusebox. The feed is connected to the IDM and the coils of the interlock and transfer box relays. A feed from fusible link 8 is connected on an NW wire to the passenger compartment fusebox and from the fusebox to the ignition switch on an N wire.