air condition FORD KUGA 2011 1.G Workshop Manual

Description
Item
CKP sensor
1
Tooth pitch
2
Flywheel ring gear
3
Reference mark
4
Voltage (sinusoidal-like signal curve)
5Description
Item
60-2 pulses per revolution of the
crankshaft
6
Tooth center
7
Reference mark
8
Tooth pitch
9
The acceleration of the flywheel at each power
stroke results in a change in the CKP signal.
During the power stroke, the combustion pressure
acting on the piston causes an acceleration of the
crankshaft and thus also of the flywheel. This is
apparent in the voltage curve from slightly higher
frequencies and amplitudes of the CKP signal.
Calculation of the ignition angle
Since propagation of the flame front in the air/fuel
mixture always takes the same amount of time, the
ignition of the air/fuel mixture has to take place
earlier or later depending on the engine speed.
The higher the speed, the earlier ignition must
occur. This ensures that maximum combustion
pressure is achieved immediately after Top Dead
Center and that maximum combustion pressure
acts on the piston.
When starting the engine, ignition timing is
determined by the CMP purely from the ignition
map and information on camshaft position (CKP
sensors) and crankshaft position (PCM sensor).
As soon as the engine is running, the following
data are used as a basis for calculating the ignition
angle:
• the engine speed,
• the engine load,
• the coolant temperature and
• the KS signal.
The ignition angle has a major impact on engine
operation. It affects
• engine performance
• exhaust emissions
• fuel consumption,
• combustion knock behavior and
• engine temperature.
The higher the engine load, i.e. the torque demand,
the richer the air/fuel mixture, the longer the
combustion period and the earlier the ignition. The PCM calculates engine load using the MAF
sensor signal, the throttle position and engine
speed. This is done using ignition maps that are
stored in the PCM. The ignition timing is adjusted
according to the operating condition of the engine,
for cold starting for example.
Ignition map
2
E96319
1
3
Description
Item
Engine load.
1
Engine speed
2
Ignition angle
3
The ignition maps were calculated in a series of
tests. Particular attention is paid to the emission
behaviour, power and fuel consumption of the
engine. The ignition map is stored in the data
memory of the PCM.
By adjusting the ignition timing it is also possible
to influence the engine speed to some extent
without having to change the throttle valve position.
This has advantages for idling stabilization, as the
engine speed and hence the engine torque respond
far more quickly to a change in the ignition timing
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than to a change in the throttle valve position. The
ignition timing also changes much more quickly.
To keep the ignition point as close as possible to
the knock limit and so optimize the efficiency of the
engine, two KS are installed in the engine, which
pick up the mechanical vibrations of the engine
and convert them into an electrical signal for the
PCM.
TIE42093
1
2
A
B1
2
Description
Item
Normal combustion
A
Knocking combustion
B
Pressure characteristic in cylinder
1
Output signal from KS
2
The term "knocking" is used to describe
combustion processes in which the flame front
propagation speed reaches the speed of sound.
This can happen towards the end of combustion
in particular, when unburnt air/fuel mixture on the
combustion chamber walls self-ignites due to the
increase in pressure following initiation of regular
combustion. The resulting pressure peaks damage
the pistons, cylinder head gasket and cylinder
head.
The cylinder in which combustion knock is
occurring is identified from the camshaft position (CMP sensors) and crankshaft position (CKP
sensor) information.
If the PCM detects combustion knock, the ignition
timing for the cylinder in question is gradually
retarded for a few crankshaft revolutions until
combustion knock stops. After that the ignition point
is slowly returned to the calculated value. This
facilitates individual cylinder ignition, which makes
it possible for the engine to operate at optimum
efficiency at the knock limit.
Engine fueling
Fuel is supplied by a non-return fuel system.
Fuel pressure and fuel delivery rate are regulated
by the PCM with the aid of the FPDM. The fuel
pump is supplied with a cycled voltage by the
FPDM. By cycling the voltage, the fuel pump output
can be steplessly adjusted. The fuel pressure can
be steplessly regulated between 3 and 5 bar.
Adjusting the fuel pump output has the following
advantages:
• The fuel pump's power consumption is reduced,
thereby reducing the load on the vehicle's power
supply system.
• The fuel pump's service life is increased.
• Fuel pump noise is reduced.
Fuel pressure regulator
The PCM calculates the required fuel pressure
based on the operating conditions. The PCM
transmits a corresponding PWM signal to the
FPDM. With the aid of this signal, the FPDM
actuates the pump by sending, in turn, a PWM
signal to the ground connection of the fuel pump.
The fuel pump can be steplessly regulated by
varying the pulse width of the PWM signal.
The PCM continuously monitors the fuel pressure
in the fuel rail by means of the fuel temperature/fuel
pressure sensor. If the pressure deviates from the
calculated value, the PCM adapts the PWM signal
to the FPDM accordingly. Thus the fuel pressure
levels out at approx. 4 bar.
For safety reasons, the PCM switches off fuel
delivery if the SRS (supplemental restraint system)
module detects a crash.
Regulation of injected fuel quantity
The electromagnetically controlled injectors dose
and atomize the fuel. The quantity of injected fuel
is regulated by the duration of actuation of the fuel
injectors. The fuel injectors are either closed (not
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actuated) or opened (actuated). Each cylinder has
its own injector. The injection is accurately dosed
and takes place at a time determined by the PCM.
Injection takes place immediately in front of the
intake valves of the cylinder. The injectors are
actuated ground side via end-stages integrated
into the PCM and using the signal calculated by
the engine management system. Power is supplied
via the Powertrain Control Module relay in the BJB.
The injected fuel quantity depends on the opening
time, the fuel pressure and the diameter of the
nozzle holes.
The fuel metering is determined via open or
closed-loop control.
The open control loop differs from the closed
control loop in that the lambda control is
deactivated.
The PCM switches from closed to open-loop control
if the HO2S cools down to below 600°C or fails, as
well as when accelerating, coasting and at full load.
Regulation of injected fuel quantity via the PCM
involves:
• controlling the fuel pump,
• calculating the required quantity of fuel forengine starting,
• observance of the desired air/fuel ratio,
• calculating air mass,
• and calculating the fuel quantity for the different operating states and corresponding fuel
adjustment measures.
Open loop control
Open loop control is used primarily for fuel
injection, as long as the signals of the HO2S are
not involved in the calculation of the PCM.
The two most important reasons that make it
absolutely essential to run the engine without
lambda control (open-loop control) are the following
operating conditions:
• Cold engine (starting, warm-up phase)
• Full-load operation (WOT (wide open throttle))
Under these operating conditions the engine needs
a rich air/fuel mixture with lambda values below λ
= 1 in order to achieve optimum running or
optimum performance.
It is possible to keep this unregulated range very
small by using a broadband HO2S.
Closed-loop control
Closed loop control ensures strict control of
exhaust emissions in conjunction with the TWC (three-way catalytic converter) and economical fuel
consumption. With closed loop control, the signals
from the HO2S are analyzed by the PCM and the
engine always runs in the optimum range of λ = 1.
In addition to the normal HO2S, the signal from the
monitoring sensor for the catalytic converter is also
included in the control. The lambda control is
optimized on the basis of this data.
Certain factors such as wear, component
tolerances or more minor defects such as air leaks
in the intake system are compensated for by
lambda control. If the deviation occurs for a longer
period of time, this is recorded by the adaptive
(self-learning) function of lambda control. In this
instance, the entire map is shifted by the
corresponding amount, to enable control to
commence once again from the virtual baseline.
These adaptive settings are stored in the PCM and
are also used in open-loop control conditions.
If the adaptive value is too high or too low, an error
is stored in the fault memory of the PCM.
Oxygen sensor (HO2S) and catalyst monitor
sensor
A broadband HO2S is used as the HO2S. The
HO2S is located in front of the TWC. The catalyst
monitor sensor is located in the center of the TWC
so that it can detect any deterioration in the
cleaning performance of the TWC more quickly.
The HO2S measures the residual amount of
oxygen in the exhaust before the TWC.
The catalyst monitor sensor measures the amount
of oxygen in the exhaust gas after or in the TWC.
Both the HO2S and the catalyst monitor sensor
transmit these data to the PCM.
The broadband HO2S works at temperatures of
between 650°C and 900 °C. If the temperature
rises above 1000°C, the oxygen sensor will be
irreparably damaged.
To reach optimum operating temperature as quickly
as possible, an electrically-heated oxygen sensor
is installed. The heating also serves to maintain a
suitable operating temperature while coasting, for
example, when no hot gases are flowing past the
oxygen sensor.
The heating element in the HO2S is a PTC
(positive temperature coefficient) resistor. The
heating element is supplied with battery voltage as
soon as the Powertrain Control Module relay
engages. The HO2S is earthed via the PCM. As
the heating current is high when the element is
cold, it is limited via PWM in the PCM until a certain
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current value is reached. The PCM then
permanently connects the heating element to earth.
The catalyst monitor sensor is used by the PCM
to measure the oxygen content in the exhaust gas
in the TWC. If all the conditions for catalyst
diagnostics are met, based on this information the
PCM can check that the TWC is working
satisfactorily. The information is also used to
improve the air/fuel mixture adjustment.
The catalyst monitor sensor is similar in function
to an HO2S. The signal transmitted by the catalyst
monitor sensor changes sharply if the oxygen
content in the exhaust gas changes. For this
reason, catalyst monitor sensors are also called
"jump lambda sensors".
Fuel tank purging
The EVAP purge valve is only actuated by the PCM
if the coolant temperature is at least 60°C.
Actuation is done ground side by means of a PWM
signal. This makes it possible to have the full range
of opening widths, from fully closed to fully open.
The PCM determines from the operating conditions
when and how wide to open the EVAP tank purge
valve. If the EVAP purge valve is opened, the
engine sucks in ambient air through the activated
charcoal in the evaporative emission canister as
a result of the vacuum in the intake manifold. In
this way the adsorbed hydrocarbons are led to the
combustion chamber of the engine.
The EVAP tank purge valve is not actuated and
system cleaning is interrupted if the engine
switches to idle and/or a closed-loop control
process is initiated.
Power (battery voltage) is supplied via the
Powertrain Control Module relay in the BJB. The
solenoid coil resistance is between 17 and 24 ohms
at 20°C.
Engine speed control
The APP sensor provides the PCM with information
about the driver's request for acceleration.
The throttle control unit receives a corresponding
input signal from the PCM. An electric motor then
moves the throttle valve shaft by means of a set
of gears. The position of the throttle is continuously
recorded by the TP sensor. Information on throttle
position is processed and monitored by the PCM.
The TP sensor comprises two potentiometers.
These work in opposite ways to each other. In one
potentiometer, the resistance increases when the
throttle is opened, in the other it decreases. Thisallows the operation of the potentiometers to be
checked. The signal from the TP sensor is
amplified in the lower range (idle to a quarter open)
by the PCM to enable more precise control of the
throttle in this range. This is necessary because
the engine is very sensitive to changes in throttle
angle in this throttle opening range.
With the throttle valve position kept constant, the
ignition angle and the injected fuel quantity are
then varied to meet the torque demands.
Depending on the operating state of the engine, a
change in the position of the throttle flap may not
be necessary when the APP sensor changes.
If a fault develops in the throttle control unit, a
standby function is executed. This standby function
allows a slight opening of the throttle flap, so that
enough air passes through to allow limited engine
operation. For this purpose, there is a throttle flap
adjustment screw on the throttle housing. The
return spring closes the throttle flap until the stop
of the toothed segment touches the stop screw. In
this way a defined throttle flap gap is formed for
limp home mode.
The stop screw has a spring loaded pin, which
holds the throttle flap open for limp home mode.
In normal operating mode, this spring loaded pin
is pushed in by the force of the electric motor when
the throttle flap must be closed past the limp home
position (e.g. for idle speed control or overrun
shutoff).
Oil monitoring
The engine does not have an oil pressure
switch.
The oil level and oil quality are calculated.
Calculating the engine oil level
The oil level is determined by continuous
measurement of the capacitance (i.e. the ability to
store an electrical charge) between the two
capacitive elements of the engine oil
level/temperature/quality sensor. The different oil
levels cause the capacitance between the elements
to change. The data are recorded by the PCM and
converted into an oil level value. Temporary
fluctuations in oil level are automatically filtered out
by the PCM.
Calculating oil quality
The PCM calculates the oil quality from the oil level
measurement and the oil temperature measured
by the sensor, plus the engine speed and the
average fuel consumption. The driver is informed
about when an oil change is due.
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Calculation of valve timing adjustment
angle
The 2.5L Duratec (VI5) engine has two camshaft
adjustment units which work independently of each
other.
One camshaft adjustment solenoid is installed for
each intake camshaft and exhaust camshaft.
This allows the PCM to continuously adjust the
intake and exhaust-side camshaft adjustments
independently of one another. The timing is
adjusted by the PCM using curves; adjustment is
primarily done as a function of engine load and
engine speed.
In this way the engine performance is increased
and internal exhaust gas recirculation is realized.
The advantages of camshaft adjustment are as
follows:
• Higher torque and improved torquecharacteristics
• Reduced fuel consumption
• Improved emissions performance
The camshaft adjustment solenoids are actuated
by the PWM by means of a PCM signal.
Continuous adjustment of the camshafts by the
PCM is achieved by means of the camshaft
adjustment solenoids, the camshaft adjustment
units and two CMP sensors. A defined quantity of
engine is oil is supplied to or drained from the
adjustment units via the camshaft adjustment
solenoids. The existing EOP (engine oil pressure)
is taken into account in the process. In this way
the valve timings are adjusted according to the
operating condition of the engine. The camshaft
adjusters work according to the vane-cell principle.
On starting the engine, both camshafts are
mechanically locked in their starting positions. The
intake camshaft is in the maximum late position
and the exhaust camshaft in the maximum early
position.
Control is divided into four main areas:
• Low engine speed and low load
• Partial load
• Low engine speed and high load
• High engine speed and high load
At low engine speed and low load, the exhaust
valves open early and the intake valves open late.
The result is reduced fuel consumption and more
uniform idling. In the partial load range, the exhaust valves and
the intake valves open late. The late opening of
the exhaust valves results in a good utilization of
the expanding gases in the cylinder. Closing the
exhaust valves after Top Dead Center allows
internal exhaust gas recirculation through aspiration
of exhaust gases into the combustion chamber.
Moreover, the intake valves close after Bottom
Dead Centre, allowing the fresh air/fuel mixture
and exhaust gases to flow back into the intake
tract. The result is reduced fuel consumption and
low emissions.
At low engine speed and high engine load, the
exhaust valves open late and the intake valves
open early. Due to the resulting valve opening
overlap at Top Dead Centre, the pulsating gas
column within the combustion chamber is utilized
to achieve better charging of the combustion
chamber. The result is increased torque at lower
RPM.
At high engine speeds and high engine load, the
exhaust valves open early and the intake valves
close late. Because a rapid gas exchange must be
achieved at high engine speeds, the early opening
of the exhaust valves achieves better expulsion of
the exhaust gas and the late closing of the intake
valves improves cylinder charge efficiency.
Optimum power output is achieved.
Many other camshaft positions are possible in
addition to these settings.
In order to avoid a malfunction in the camshaft
adjustment units at excessively low ambient or
engine-oil temperatures, they are activated by the
PCM with a time delay via the camshaft adjustment
solenoids. The PCM receives the information
required for this from the ECT sensor and the
outside air temperature sensor.
When idling and during deceleration, the camshaft
adjustment solenoids are activated repeatedly by
the PCM in order to remove any dirt which may be
on the bore holes and ring grooves.
Boost pressure control
Optimum regulation is achieved by means of an
electronically-controlled solenoid valve, the boost
control solenoid valve.
Refer to:
Turbocharger (303-04 Fuel Charging and
Controls - Turbocharger - 2.5L Duratec
(147kW/200PS) - VI5, Description and
Operation).
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Air conditioning (A/C) pressure sensor
E74157
The A/C pressure sensor is installed on the
high-pressure side of the A/C. The input voltage is
5V, the output voltage is between 0.5V and 4.5V
depending on the cryogenic fluid pressure. When
the cryogenic fluid pressure is low, the output
voltage is also low.
Voltage (Volts)
Pressure (bar)
3.9 - 4.0
Approx. 30
3.3 - 3.4
Approx. 25
2.7 - 2.8
Approx. 20
2.1 - 2.2
Approx. 15
1.6 - 1.7
Approx. 10
1.0 - 1.1
Approx. 5
0.5 - 0.7
Approx. 1
Throttle control unit
E74167
1
2
Description
Item
TP sensor
1
Electric motor
2
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E112323
1
2
7
6
4
5
3
10
9
11
12
Description
Item
The TSS sensor
1
The OSS sensor
2
PWM (pulse width modulation)- solenoid
valve – TCC (torque converter clutch)
(SLU)
3
PWM solenoid valve – shift pressure (SLS)
4
Shift solenoid S1
5
Shift solenoid S4
6Description
Item
Shift solenoid S3
7
Shift solenoid S5
8
Shift solenoid S2
9
The TFT (transmission fluid temperature)
sensor
10
PWM solenoid valve for main line pressure
(SLT)
11
TCM with integrated TR sensor
12
Depending on the input signals, the TCM mounted
on the transaxle actuates the solenoid valves
S1-S5 in the valve body. The solenoid valves are
either in the "open" or "closed" state.
The (SLT and SLS) control valves regulate the
hydraulic pressure according to the pulse/pause
ratio of the electrical PWM signal. The controlled
hydraulic pressure enables smooth shifting or the
generation of a defined slip through actuation of
the relevant clutches and brakes. The shift timing is calculated by the TCM using the
accelerator pedal position and vehicle speed.
Under normal conditions, gear shifting and torque
converter lockup occur at low engine speeds to
reduce fuel consumption.
If the accelerator pedal is pressed down quickly,
the TCM switches automatically into kickdown
mode.
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Automatic Transmission/Transaxle
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Description
Item
ABS (anti-lock brake system)
5
Speed control
6
Select-shift switch module
7
PCM
8
Selector lever lock
9
PWM solenoid valve – shift pressure (SLS)
10
PWM solenoid valve for main line pressure
(SLT)
11
PWM- solenoid valve – TCC (SLU)
12Description
Item
Shift solenoid S1 (open when dormant)
13
Shift solenoid S2 (closed when dormant)
14
Shift solenoid S3 (closed when dormant)
15
Shift solenoid S4 (open when dormant)
16
Shift solenoid S5 (closed when dormant)
17
The TSS sensor
18
The OSS sensor
19
The TFT sensor
20
TR sensor in TCM
21
Knowing and Understanding Customer
Concerns
Knowing and understanding customer concerns is
necessary in order to perform diagnosis.
First of all, ask the customer under which operating
conditions the problem occurs. If possible, try to
reproduce the concern by road testing the vehicle
with the customer.
You should be familiar with the following operating
conditions:
• Engine operating state
– Cold, warm-up phase, or at operatingtemperature
• Ambient temperature – Below 0 °C (32 °F), 0 to 20 °C (32 to 68 °F),or above 20 °C (68 °F)
• Road conditions – Good, poor, or off-road
• Vehicle load status – Unloaded, loaded, or fully loaded
• Transaxle status in manual mode – Upshift, downshift, overrun or acceleration
Testing Possible Causes of Transmission
Control Faults
Before performing a symptom-based diagnosis,
first carry out checks to eliminate various other
potential causes of the fault.
These situations include:
• Battery state of charge
• Defective fuses • Loose or corroded cables or electrical
connectors
• Ground connections to the transmission
• Retrofitted add-on units which are not approved by Ford, such as air conditioning, car telephone,
cruise control
• Unapproved tire sizes
• Incorrect tire size programmed with IDS (Integrated Diagnostic System)
• Engine tuning
IDS Diagnosis
NOTE: Customer concerns relating to the transaxle
can also be caused by engine-related faults.
The transmission control system of the AW55 is
closely linked to the engine management system.
Faults in the engine management system may
affect the transmission control system.
Before repairing the transaxle, it should be ensured
that the fault is not caused by the engine
management system or other non-transaxle
components.
The diagnosis can be performed on the AW55 with
the aid of von IDS.
visual inspection
A thorough visual inspection of the transaxle is
necessary for successful diagnosis.
A visual inspection is made of the following
components:
• Connectors and plug connections
• Ease of operation of the selector lever
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Transmission Fluid Level Check
E126079
WARNING: Beware, risk of scalding when
checking the transmission fluid.
NOTE: Refer to the service literature for the exact
procedure and specifications.
In order for the transaxle to function properly, it is
vital that the transmission fluid level is correct. If the transmission fluid level is excessively low, this
becomes noticeable by a rattling noise at the fluid
pump, etc.
Always use transmission fluid to the indicated
specification (WSS-M2C924-A).
The transmission fluid temperature is determined
using IDS.
It must be ensured that the transmission fluid
temperature is within the range specified in the
workshop literature.
The following conditions must be met in order to
carry out the transmission fluid level check
correctly:
• Ensure that the transaxle is not in limp home
mode.
• Place the vehicle on a level surface.
• Move the selector lever to the 'P' position.
• Make sure that the parking brake is fully applied.
• Run the engine at idle speed.
• Move the transmission selector lever to all positions. In doing so, wait until the transmission
engages the corresponding range.
• Move the selector lever back to the 'P' position.
• Pull out the fluid dipstick.
When the predetermined transmission fluid
temperature is reached, the fluid level shown on
the dipstick must be in the middle between 'MIN'
and 'MAX'. In this case, the fluid level is correct.
Changing the Transmission Fluid
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E126062
2
1
3
4
Description
Item
Fluid reservoir
1
Connection for return line from fluid cooler
2Description
Item
Connection for return line on transaxle
3
Hose
4
Under normal conditions, the transmission fluid is
filled for the service life of the transaxle and does
not need to be changed.
Under high loads (driving with a trailer or in
mountains etc.) it may be necessary to change the
transmission fluid.
To drain the transmission fluid, remove the fluid
drain plug.
Proceed as follows when topping off the
transmission fluid:
• Remove the return line from the fluid cooler to the transaxle on the transaxle. Close off the
connection on the transaxle using a plastic plug.
• Join the return line to a transparent pipe. The transparent pipe ends in the fluid reservoir in
order to collect the fluid.
• To top off the transmission fluid, insert a transparent pipe in the guide tube of the dipstick
and add approx. 2.0 liters of transmission fluid. • Move the selector lever to the 'P' position and
allow the engine to run at idle speed.
• Switch off the engine if air bubbles become visible in the transparent pipe to the fluid
reservoir.
• Top off approx. 2 liters of transmission fluid and allow the engine to run at idle speed. Switch off
the engine if air bubbles become visible in the
transparent pipe to the fluid reservoir.
• Top up the transmission fluid until the fluid level for cold fluid is indicated on the dipstick in the
middle between 'MIN' and 'MAX'.
• Then check the transmission fluid level.
Refer to the service literature for the exact
procedure and specifications.
NOTE: If the transmission fluid has been changed,
the counter for fluid change intervals must be reset
using IDS.
Diagnosis with IDS
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