Index 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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Starting process
The PCM enables the starting process when a key
providing a valid code is read via the PATS.
Refer to:Starting System (303-06 Starting System
- 2.5L Duratec (147kW/200PS) - VI5, Description
and Operation).
Alternator control (Smart Charge)
The vehicle is fitted with a Smart Charging charge
system.
In this system, the charge voltage is regulated by
the PCM.
Refer to: Generator (414-02 Generator and
Regulator, Description and Operation).
Component Description
PCM
E73522
A voltage transformer integrated into the PCM
provides various components of the PCM and
sensors on the engine with a 5 volt supply.
Functions which work at battery voltage, such as
the injectors, are controlled via internal power end
stages or, like the ignition coils, via external power
end stages in the ignition coils themselves.
CMP
E89993
The intake and exhaust camshafts each have a
sensor installed on them.
The CMP sensor is realized as a Hall effect sensor
and is provided by the PCM with a 5 volt supply.
The Hall effect sensor emits a signal when the
pulse segments incorporated into the sensor wheel
rotate past the tip of the sensor. If an increase
occurs in the area of the sensor, the PCM receives
a 'high' signal with a maximum voltage of 4.5V. If
a gap occurs in the area of the sensor, a 'low'
signal is sent to the PCM. Here the voltage is
approx. 0.5V.
CKP sensor
E89994
The CKP sensor utilizes the induction principle. A
sinusoidal voltage is sent to the PCM. When
performing a voltage test, ensure that the CKP
sensor is connected to the engine wiring harness
This is necessary, otherwise the sensor will not be
subjected to any load and incorrect measurements
will result.
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KS
E96327
23
5
4
1
Description
Item
Seismic mass
1
Piezoceramic
2
Housing
3
Piezoceramic contact
4
Electrical connection
5
The KS converts mechanical vibrations of the
cylinder block into electrical pulses which can then
be processed by the PCM.
The KS consists of piezo-ceramic crystals that
generate a voltage when subjected to a mechanical
load.
When fastening the KS, make sure the specified
torque is adhered to. In this way a defined initial
tension is applied to the crystals which exerts an
influence on the operation of the KS.
When the engine is running, the pressure
fluctuations arising due to the combustion process
cause vibrations in the cylinder block. These act
on the crystals in the KS, causing the sensors to
produce an output signal. The stronger the
vibrations, the higher the frequency and the AC
voltage. These signals are evaluated by the PCM
and compared with stored data.
TIE42093
1
2
A
B1
2
Description
Item
Normal combustion
A
Knocking combustion
B
Pressure characteristic in cylinder
1
Output signal from KS
2
Broadband HO2S
TIE42061
The planar broadband HO2S also allows
measurements of the exhaust gas which deviates
from the stoichiometric ratio (lambda = 1). The
measuring range extends from lambda 0.7 to 2.8,
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whereby the broadband HO2S emits a clear,
constant signal.
The broadband HO2S consists of a Nernst
concentration cell and an oxygen pump cell, which
transports the oxygen ions.
TIE42098
5
7
9
12
86
4
3
Description
Item
Nernst concentration cell
1
Oxygen pump cell
2
Measuring area
3
Pump current
4
Regulating switch
5
Reference voltage
6
Heater
7
Heating voltage
8
Reference air duct
9
Between the oxygen pump cell and the Nernst
measuring electrode, there is a diffusion gap which
acts as the measuring area and is connected to
the exhaust gas. The Nernst concentration cell is
connected via a duct with the ambient reference
air and the measuring area. It detects the mixture
composition in the measuring area. A concentration
of lambda = 1 is set in the measuring area using
the oxygen ion flow. This is done by applying a
reference voltage which results in a pump current.
When the exhaust gas is lean, the oxygen pump
cell is actuated in such a way that oxygen ions are
pumped out of the measuring area. This is detected
by the regulating switch, so that the flow can move
(positive direction).
If the exhaust gas is rich, then the current direction
is reversed, i.e. the cell pumps oxygen ions into
the measuring area. The regulating switch detects
this, so the flow is reversed (negative direction).
TIE42062
1
2
Description
Item
Pump current in mA
Ip
positive pump current
1
negative pump current
2
The pump current represents a direct measurement
of the mixture composition. With lambda 1 (14.7
kg air/1 kg fuel), the pump current is 0 mA. The
relatively small measured current is converted into
a voltage signal in the PCM using an evaluation
circuit. The heating of the broadband HO2S is
supplied with a reference voltage of 11 to 14V. The
operating temperature of the broadband HO2S is
650 - 900 °C.
The characteristic curve of the broadband HO2S
is constant (linear), without a lambda jump.
VCT (variable camshaft timing) solenoids
The camshaft adjustment solenoids are multi-way
solenoid valves that are actuated with a PWM
signal, thereby allowing the valve plungers to be
steplessly adjusted.
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E96872
1
2
3
5
4
6
7
8
Description
Item
Electrical connection
1
Solenoid coil
2
Engine oil pressure supply bore and ring
groove for camshaft adjustment unit
chamber A
3
Tappet
4
Engine oil pressure supply bore for
camshaft adjustment solenoid
5
Engine oil pressure supply bore and ring
groove for camshaft adjustment unit
chamber B
6
Spring
7
Engine oil return bore
8
MAF sensor
E58185
1
2
43
565
Description
Item
Housing
1
Housing cover
2
Control electronics
3
Sensor element
4
Sensor measuring cell
5
Heating zone
6
The MAF sensor works on the ‘hot-film principle’.
The MAF sensor is powered via the Powertrain
Control Module relay in the BJB. The MAF sensor
is connected to ground via the PCM.
The MAF sensor sits in a molded part which
protrudes into the center of the air cleaner's outlet
pipe. From this position, it measures the air mass
drawn in by the engine.
The air mass aspirated by the engine is determined
on the basis of the cooling effect of the intake air
via a hot-film element in the MAF sensor. The
greater the aspirated air mass, the greater the
cooling effect and the lower the electrical resistance
of the hot-film element. The electronics in the MAF
sensor process this resistance value and send a
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voltage signal to the PCM corresponding to the
aspirated air mass.
This analogue voltage signal is between 0.5V and
5V. Low mass of intake air produces a low voltage
signal. A high mass of intake air produces a
correspondingly high voltage signal.
The MAF sensor is also capable of detecting the
backflow of the intake air. A sensor element is
heated electrically on the integrated chip and then
cooled by the air flowing through. The regulating
switch supplies the heating current in such a way
that it attains a constant excess temperature in
comparison to the intake air. The mass air flow and
the direction of flow can be derived from this
heating current (given in the form of a signal
voltage). Below a certain voltage value there is a
return flow. The direction is flow is registered by
two sensors pointing in different directions. The
measurement does not require a great deal of
software processing effort, even with a strongly
pulsating mass air flow.MAPT
E96146
The MAPT sensor combines two sensors in one
housing. These are the MAP sensor and the IAT
sensor. They take the form of a piezoelectric
resistor and an NTC resistor.
The MAP sensor receives a reference voltage of
5V from the PCM. The output signal from the MAP
sensor element is an analog voltage signal which
changes proportionately to the prevailing pressure
in the intake manifold.
The IAT sensor records the temperature of the
intake air downstream of the intercooler.
APP sensor
00
E96668
1
2
43
AV
56
7
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