2002 LAND ROVER DISCOVERY sensor

HEATING AND VENTILATION
80-12DESCRIPTION AND OPERATION
Circulation pump. The circulation pump is installed at the coolant inlet to the FBH unit to assist the coolant flow through
the FBH unit and the heater assembly. The pump runs continuously while the FBH unit is in standby or active
operating modes. While the FBH unit is inactive, coolant flow is reliant on the engine coolant pump.
Combustion air fan. The combustion air fan regulates the flow of air into the unit to support combustion of the fuel
supplied by the FBH pump. It also supplies the air required to purge and cool the FBH unit. Ambient air is supplied to
the combustion air fan through an air inlet hose containing a sound deadening foam ring.
Burner housing. The burner housing contains the burner insert and also incorporates connections for the exhaust
pipe, the coolant inlet from the circulation pump and the coolant outlet to the heater assembly. The exhaust pipe
directs exhaust combustion gases to atmosphere at the bottom of the engine compartment.
The burner insert incorporates the fuel combustion chamber, an evaporator and a glow plug/flame sensor. Fuel from
the FBH fuel pump is supplied to the evaporator, where it evaporates and enters the combustion chamber to mix with
air from the combustion air fan. The glow plug/flame sensor provides the ignition source of the fuel:air mixture and,
once combustion is established, monitors the flame.
ECU/heat exchanger. The ECU controls and monitors operation of the FBH system. Ventilation of the ECU is
provided by an internal flow of air from the combustion air fan. The heat exchanger transfers heat generated by
combustion to the coolant. A sensor in the heat exchanger provides the ECU with an input of heat exchanger casing
temperature, which the ECU relates to coolant temperature and uses to control system operation. The temperature
settings in the ECU are calibrated to compensate for the difference between coolant temperature and the heat
exchanger casing temperature detected by the sensor. Typically: as the coolant temperature increases, the coolant
will be approximately 7
°C (12.6 °F) hotter than the temperature detected by the sensor; as the coolant temperature
decreases, the coolant will be approximately 2
°C (3.6 °F) cooler than the temperature detected by the sensor.

HEATING AND VENTILATION
DESCRIPTION AND OPERATION 80-13
Operation
Air distribution
Turning the distribution knob on the control panel turns the control flaps in the heater assembly to direct air to the
corresponding fascia and footwell outlets.
Air temperature
Turning the LH or RH temperature knob on the control panel turns the related blend flaps in the heater assembly. The
blend flaps vary the proportion of air going through the cold air bypass and the heater matrix. The proportion varies,
between full bypass no heat and no bypass full heat, to correspond with the position of the temperature knob.
Blower speed
The blower can be selected off or to run at one of four speeds. While the ignition is on, when the blower switch is set
to positions 1, 2, 3, or 4, ignition power energises the blower relay, which supplies battery power to the blower. At
switch positions 1, 2 and 3, the blower switch also connects the blower to different earth paths through the resistor
pack, to produce corresponding differences of blower operating voltage and speed. At position 4, the blower switch
connects an earth direct to the blower, bypassing the resistor pack, and full battery voltage drives the blower at
maximum speed.
Fresh/Recirculated inlet air
When the recirculated air switch is latched in, the amber indicator LED in the switch illuminates and an earth is
connected to the recirculated air side of the fresh/recirculated air servo motor. The fresh/recirculated air servo motor
then turns the control flaps in the air inlet duct to close the fresh air inlet and open the recirculated air inlets.
When the latch of the recirculated air switch is released, the amber indicator LED in the switch extinguishes and the
earth is switched from the recirculated air side to the fresh air side of the fresh/recirculated air servo motor. The fresh/
recirculated air servo motor then turns the control flaps in the air inlet duct to open the fresh air inlet and close the
recirculated air inlets.
FBH system (where fitted)
The FBH system operates only while the engine is running and the ambient temperature is less than 5
°C (41 °F).
With the engine running and the ambient temperature below 5
°C (41 °F), the air temperature sensor connects the
alternator power supply to the ECU in the FBH unit. On receipt of the alternator power supply, the ECU starts the
circulation pump and, depending on the input from the temperature sensor in the heat exchanger, enters either a
standby or active mode of operation. If the heat exchanger casing temperature is 65
°C (149 °F) or above, the ECU
enters a standby mode of operation. If the heat exchanger casing temperature is below 65
°C (149 °F), the ECU enters
an active mode of operation. In the standby mode, the ECU monitors the heat exchanger casing temperature and
enters the active mode if it drops below 65
°C (149 °F). In the active mode, the ECU initiates a start sequence and
then operates the system at full or part load combustion to provide the required heat input to the coolant.
Start sequence
At the beginning of the start sequence the ECU energises the glow plug function of the glow plug/flame sensor, to
preheat the combustion chamber, and starts the combustion air fan at slow speed. After 30 seconds, the ECU
energises the FBH fuel pump at the starting sequence speed. The fuel delivered by the FBH fuel pump evaporates in
the combustion chamber, mixes with air from the combustion air fan and is ignited by the glow plug/flame sensor. The
ECU then progressively increases the speed of the FBH fuel pump and the combustion air fan to either part or full
load speed, as required by the system. Once full or part load speed is achieved, the ECU switches the glow plug/flame
sensor from the glow plug function to the flame sensing function to monitor combustion. From the beginning of the
start sequence to stable combustion takes approximately 90 seconds for a start to part load combustion and 150
seconds for a start to full load combustion.

HEATING AND VENTILATION
80-14DESCRIPTION AND OPERATION
Coolant temperature control
When the ECU first enters the active mode, it initiates a start to full load combustion. Full load combustion continues
until the heat exchanger casing temperature reaches 60
°C (140 °F), when the ECU decreases the speed of the FBH
fuel pump and the combustion air fan to half speed, to produce part load combustion. The ECU maintains part load
combustion while the heat exchanger casing temperature remains between 54 and 65
°C (129 and 149 °F). If the heat
exchanger casing temperature decreases to 54
°C (129 °F), the ECU switches the system to full load combustion
again. If the heat exchanger casing temperature increases to 65
°C (149 °F), the ECU enters a control idle phase of
operation.
On entering the control idle phase, the ECU immediately switches the FBH fuel pump off, to stop combustion, and
starts a timer for the combustion air fan. After a 2 minute cooldown period, the ECU switches the combustion air fan
off and then remains in the control idle phase while the heat exchanger casing temperature remains above 59
°C (138
°F). If the heat exchanger casing temperature decreases to 59 °C (138 °F), within 15 minutes of the ECU entering the
control idle phase, the ECU initiates a start to part load combustion. If more than 15 minutes elapse before the heat
exchanger casing temperature decreases to 59
°C (138 °F), the ECU initiates a start to full load combustion.
In order to limit the build-up of carbon deposits on the glow plug/flame sensor, the ECU also enters the control idle
phase if the continuous part and/or full load combustion time exceeds 72 minutes. After the cooldown period, if the
heat exchanger casing is still in the temperature range that requires additional heat, the ECU initiates an immediate
restart to part or full load combustion, as appropriate.
Shutdown
The FBH system is de-activated when the alternator power supply to the FBH unit is disconnected, either by the
engine stopping or, if the ambient temperature increases to 5
°C (41 °F) or above, by the contacts in the air
temperature sensor opening. If the system is active when the alternator power supply is disconnected, the ECU de-
energises the FBH fuel pump to stop combustion, but continues operation of the combustion air fan and the circulation
pump to cool down the FBH unit. The cool down time depends on the combustion load at the time the alternator power
input is disconnected.
Cool down times
Diagnostics
The ECU in the FBH unit monitors the system for faults. Any faults detected are stored in a volatile memory in the the
ECU, which can be interrogated by Testbook. A maximum of three faults and associated freeze frame data can be
stored at any one time. If a further fault is detected, the oldest fault is overwritten by the new fault.
The ECU also incorporates an error lockout mode of operation that inhibits system operation to prevent serious faults
from causing further damage to the system. In the error lockout mode, the ECU immediately stops the FBH fuel pump,
and stops the combustion air fan and circulation pump after a cool down time of approximately 2 minutes. Error lockout
occurs for start sequence failures and/or combustion flameouts, heat exchanger casing overheat and out of limit input
voltage. The error lockout mode can be cleared using Testbook, or by disconnecting the battery power supply for a
minimum of 10 seconds.
Start failure/flameout. If a start sequence fails to establish combustion, or a flameout occurs after combustion is
established, the ECU immediately initiates another start sequence. The start failure or flameout is also recorded by
an event timer in the ECU. The event timer is increased by one after each start failure or flameout, and decreased by
one if a subsequent start is successful. If the event timer increases to three (over any number of drive cycles), the
ECU enters the error lockout mode.
Heat exchanger casing overheat. To protect the system from excessive temperatures, the ECU enters the error
lockout mode if the heat exchanger casing temperature exceeds 105
°C (221 °F).
Out of limit voltage. The ECU enters the error lockout mode if the battery or alternator power input is less than 10.5
±
0.3 V for more than 20 seconds, or more than 15.5
± 0.5 V for more than 6 seconds.
Combustion load Cool down time, seconds
Part 100
Full 175

AIR CONDITIONING
82-2DESCRIPTION AND OPERATION
A/C control system component layout
RH drive shown, LH drive similar
1Air temperature control ECU
2Heater coolant temperature sensor
3Evaporator temperature sensor
4Dual pressure switch
5Ambient temperature sensor
6Sunlight sensor
7In-car temperature sensor

AIR CONDITIONING
82-10DESCRIPTION AND OPERATION
Heater assembly
1Distribution servo motor
2Refrigerant inlet and outlet connector block
3RH blend flap servo motor
4Thermostatic expansion valve
5LH blend flap servo motor
The heater assembly controls the temperature and distribution of air supplied to the distribution ducts, and is similar
to the heater assembly installed in non A/C vehicles.

+ HEATING AND VENTILATION, DESCRIPTION AND OPERATION, Description. The only differences from
the heater assembly in non A/C vehicles are as follows:
lThe thermostatic expansion valve, evaporator and evaporator temperature sensor are installed at the air inlet
side of the casing.
lThree servo motors operate the control flaps instead of control cables.
lA coolant temperature sensor is installed against the heater matrix.
The servo motors are controlled by the ATC ECU. Feedback potentiometers in the servo motors provide the ATC ECU
with flap position signals.

AIR CONDITIONING
82-12DESCRIPTION AND OPERATION
Control system
The control system operates the refrigerant system and the control flaps in the heater assembly to control the
temperature and distribution of air in the vehicle interior. It also outputs signals to the fresh/recirculated air servo motor
and the blower to control the volume and source of inlet air. The control system consists of:
lAn Air Temperature Control (ATC) ECU.
lA dual pressure switch.
lAn evaporator temperature sensor.
lAn in-car temperature sensor.
lA sunlight sensor.
lA heater coolant temperature sensor.
lAn ambient temperature sensor.
ATC ECU
The ATC ECU is installed in the centre of the fascia, below the radio. An integral control panel on the ATC ECU
contains switches for system control inputs and a LCD to provide system status information.
Inputs from sensors and the control panel switches are processed by the ATC ECU, which then outputs the
appropriate control signals.
ATC ECU connectors
ATC ECU connector pin details
Connector/Pin No. Description Input/Output
C0791
1 Battery power supply Input
2 Ignition power supply Input
3 Sensor power supply Output
4Earth-
5 Display illumination Input
6 Not used-
7 Not used-
8 Sensor earth -
C0792
1 Night lighting/dimming Input
2 Vehicle speed Input

AIR CONDITIONING
DESCRIPTION AND OPERATION 82-17
RH temperature. Illuminates to show the RH temperature selection, external air temperature or diagnostic fault code.
Blower speed. Illuminates when the blower speed is manually selected. Also illuminates in the automatic modes when
one of the temperatures is set to LO or HI.
External air temperature. EXT illuminates to show that external air temperature is selected on.
All temperature indications on the display are in either
°C or °F. For 1 second after the system is first switched on, the
display shows only
°C or °F, in the LH temperature window, to indicate which temperature scale is in use. After 1
second, the
°C or °F indication goes off and the display shows all relevant outputs.
Temperature conversion: While the system is on, the temperature indications on the display can be switched between
the two scales by pressing and holding the fresh/recirculated air switch, then pressing and holding the A/C on/off
switch until the audible warning sounds (approximately 3 seconds).
Dual pressure switch
The dual pressure switch protects the refrigerant system from extremes of pressure. The normally closed switch is
installed in the top of the receiver drier. If minimum or maximum pressure limits are exceeded the switch contacts
open, causing the compressor clutch to be disengaged. The minimum pressure limit protects the compressor, by
preventing operation of the system unless there is a minimum refrigerant pressure (and thus refrigerant and
lubricating oil) in the system. The maximum pressure limit keeps the refrigerant system within a safe operating
pressure.
Dual pressure switch nominal operating pressures
Evaporator temperature sensor
The evaporator temperature sensor is an encapsulated thermistor that provides the ATC ECU with an input of the
evaporator air outlet temperature. The evaporator temperature sensor is installed in a clip which locates in the
evaporator matrix in the heater assembly. The ATC ECU uses the input to prevent the formation of ice on the
evaporator.
In-car temperature sensor
The in-car temperature sensor is an encapsulated thermistor that provides the ATC ECU with an input of cabin air
temperature. The sensor is integrated into the inlet of an electric fan, which is installed behind a grille in the fascia
outboard of the steering column. The fan runs continuously, while the ignition is on, to draw air through the grille and
across the sensor.
Sunlight sensor
The sunlight sensor consists of two diodes that provide the ATC ECU with inputs of light intensity, one as sensed
coming from the left of the vehicle and one as sensed coming from the right. The inputs are used as a measure of the
solar heating effect on vehicle occupants. The sensor is installed in the centre of the fascia upper surface.
Heater coolant temperature sensor
The heater coolant temperature sensor is an encapsulated thermistor that provides the ATC ECU with an input related
to heater matrix coolant temperature. The sensor is installed in the casing of the heater assembly and presses against
the end tank of the heater matrix.
Ambient temperature sensor
The ambient temperature sensor is an encapsulated thermistor that provides the ATC ECU with an input of external
air temperature. The sensor is attached to the cooling fan mounting bracket in front of the condenser.
Limit Opening pressure, bar (lbf.in2) Closing pressure, bar (lbf.in2)
Minimum 2.0 (29.0), pressure decreasing 2.3 (33.4), pressure increasing
Maximum 32 (464), pressure increasing 26 (377), pressure decreasing

AIR CONDITIONING
82-18DESCRIPTION AND OPERATION
Operation
General
While the system is on, the ATC ECU operates the refrigerant system and the inlet air, blower speed, air temperature
and air distribution functions to produce the conditions requested on the control panel. When the system is first
switched on, the ATC ECU resumes the control outputs in use when the system was last switched off. If conditions
have changed, or a different mode is selected to switch the system on, the control outputs are then changed to
produce the required new settings.
The system operates in automatic, economy and defrost modes, with manual overrides of the inlet air source, blower
speed and air distribution. The air temperature is automatically controlled in all operating modes.
In the automatic mode, the ATC ECU operates the system to warm-up or cool down the cabin to establish and
maintain the temperature selections on the control panel, while directing the air to those outlets most comfortable for
the occupant(s). If a difference between the LH and RH temperature selections causes a conflict of the required inlet
air source, blower speed or air distribution settings, priority is given to achieving the temperature requested on the
driver's side of the control panel.
The ATC ECU enters the economy mode when the refrigerant compressor is selected off while the system is in the
automatic mode, which reduces the load on the engine. Economy mode operation is similar to the automatic mode,
but without the ability to cool the cabin if the ambient temperature is higher than the temperature selections made on
the control panel, or to dehumidify the air in the cabin.
In the defrost mode, the ATC ECU sets the inlet air source to fresh air, the blower to maximum speed, the air
distribution to windscreen and side windows, and outputs signals to the BCU to operate the rear window heater and
(where fitted) the windscreen heater. The BCU starts or, if the heaters are already on, resets the heater timers and
energises the rear window and windscreen heaters for a complete on cycle.
Air temperature control
To determine the amount of heat or cooling required by the cabin, the ATC ECU uses the sensor inputs and the
temperatures selected on the control panel to calculate target air outlet temperatures for the driver's and the front
passenger's side of the heater assembly. The ATC ECU then signals the servo motors controlling the respective blend
flaps in the heater assembly to move to the flaps to the appropriate position. The target temperatures are constantly
updated and, in the automatic mode, also used in further calculations to determine the inlet air source, the blower
speed and the air distribution.
Inlet air control
The inlet air source is automatically controlled while the system is off or on. While the system is on, the inlet air source
can also be manually controlled to give timed recirculated air or latched recirculated air.
While the system is off, the ATC ECU uses vehicle speed to determine the inlet air source. With the vehicle at rest,
the inlet air source is set to recirculated air. When vehicle speed reaches 17.5 mph (28 km/h), the inlet air source
changes to fresh air. The inlet air source then remains at fresh air until the vehicle speed decreases to 5 mph (8 km/
h), when it returns to recirculated air.
While the system is on, the ATC ECU uses the LH and RH temperature selections, vehicle speed, ambient air
temperature and coolant temperature to determine the inlet air source. In the automatic mode:
lIf one temperature selection is set to LO and one is set to a specific temperature or HI, the inlet air is set to
recirculated air.
lIf one temperature selection is set to HI and one is set to a specific temperature or HI, the inlet air is set to fresh
air.
lWhen specific LH and RH temperature selections are set, the inlet air source remains at fresh air except when
the air distribution function is set to face level only or face level and footwell outlets. If the air distribution function
is set to face level only or face level and footwell outlets, at 56 mph (90 km/h) the inlet air source changes to
recirculated air (to exclude ram effect, which becomes excessive at speed). When the vehicle speed decreases
to 37.5 mph (60 km/h), the inlet air source returns to fresh air.