Engine map FORD KUGA 2011 1.G User Guide

• Starting process
• Engine running– Fuel supply to the engine including lambdacontrol
– Ignition setting including knock control
– Idle speed control
– Boost pressure control
– Valve timing via the camshaft adjuster for the intake and exhaust camshafts (including
internal exhaust gas recirculation)
• Refrigerant compressor (activation, deactivation and delivery)
• EVAP purge valve
• Charging system
Fuel is supplied to the engine via a sequential
multi-point injection system. Ignition is performed
by a distributor-less ignition system with one
ignition coil unit for each cylinder.
The PCM optimizes engine power and emissions
at all times by processing the sensor signals and
information received via the CAN databus and
using these for open or closed loop control of the
different variables.
The PCM contains part of the PATS (passive
anti-theft system).
The PCM is supplied with battery voltage via a fuse
in the BJB (battery junction box). This power supply
is needed to ensure that saved data is not lost
when the engine is switched off.
For other power supply requirements, the PCM
switches on a relay in the BJB which is responsible
for supplying power to the PCM and to some
sensors and actuators. Each of these are protected
by fuses in the BJB.
To guarantee optimum engine running at all times,
the PCM has several adaptive (self-learning)
functions. These adapt the output signals to
changing circumstances, such as wear or system
faults.
In some cases a faulty signal is replaced with a
substitute value or limited. A substitute value can
be calculated from other signals or it can be
predefined by the PCM. The substitute value allows
the vehicle to keep on running without the emission
values changing unduly. Depending on the signal
failure, the PCM operates in emergency mode. In
this mode, the engine power and/or the engine
speed is reduced to prevent further damage.
Depending on the faulty signal, a fault code is
stored in the error memory of the PCM. These can be read out using IDS (Integrated Diagnostic
System) via the DLC.
The PCM processes and evaluates the signals
from the sensors. The following sensors send
signals to the PCM:
• CMP sensors
• CKP sensor
• MAF sensor
•KS
• ECT sensor
• TP sensor
• APP sensor
• Broadband HO2S
• Catalyst monitor sensor
• MAPT sensor
• Air conditioning (A/C) pressure sensor
• Alternator
• Fuel temperature and fuel pressure sensor
• Engine oil level, temperature and quality sensor
• Outside air temperature sensor
The following components receive signals from the
PCM:
• Powertrain Control Module relay
• A/C clutch relay
• injectors
• Direct ignition coils
• Cooling fan module
• Throttle control unit
• Camshaft adjuster solenoid valve
• Starter Relay
• EVAP purge valve
• Alternator
• Heating element - broadband HO2S
• Catalyst monitor sensor heating element
• FPDM
• Wastegate control valve
• Air conditioning compressor
The PCM receives the following signals via the
CAN databus:
• APP
•CPP
• BPP
• Vehicle speed.
• Refrigerant compressor request
• PAT S
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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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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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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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Description
Item
PCM
8
Throttle body
Comments:Contains the TP (throttle position) sensor
9
The APP (accelerator pedal position)
sensor.
10Description
Item
CPP (clutch pedal position) switch
Comments:Vehicles with manual transaxle.
11
BPP (brake pedal position) switch
12
Reverse gear solenoid
Comments:Vehicles with manual transaxle.
13
System Operation
Speed Control
Cruise control is integrated into PCM and
intervenes in engine management to automatically
keep to the target speed selected by the driver.
When the system is active, the vehicle can be
accelerated or decelerated without the accelerator
pedal being pressed. Cruise control is operated
using the control switch units on the steering wheel.
The PCM controls the throttle to achieve this. The
ABS module supplies the VSS signal for this.
On vehicles with automatic transmission, the TCM
receives a notification via the CAN (controller area
network) bus that cruise control is active. The TCM
then controls the transmission based on special
engine maps.
Cruise control recognizes three operating modes:
• "OFF": Control is switched off.
• "STANDBY": Control is switched on but not
active. The speed of the vehicle is not regulated
by the cruise control.
• "ACTIVE": Control is switched on and active. Cruise control adjusts the vehicle speed to the
stored or desired target speed.
Every time the engine is started, cruise control is
in the "OFF" mode. In this mode, only the "ON"
button is operable.
Cruise control is initially set to "STANDBY" mode
when the "ON" button is pressed. The green cruise
control indicator lamp in the instrument cluster
lights up. There is no target speed saved.
Cruise control can only be set to "STANDBY" mode
under the following conditions:
• Engine speed is between idle speed and maximum permissible speed. Cruise control can only be changed into "ACTIVE"
mode under the following conditions:
• 2nd - 6th gear engaged.
• Engine speed between idle speed and maximum
permissible speed.
• Vehicle speed at least 40 km/h.
Pressing the "SET+" or "SET-" button activates
cruise control ("ACTIVE" mode). The green "Cruise
control" indicator lamp in the instrument cluster
lights up. The current vehicle speed is saved as
the target.
In "ACTIVE" mode the "OFF", "SET+", "SET-" and
"RES" buttons are active. If the "RES" button is
pressed again, control is suspended. The "RES"
button has a dual function and is used to resume
and suspend the cruise control.
Tapping the "SET+" button (for less than 640 ms)
increases the target speed by 1 km/h at a time.
Holding down the "SET+" button (for longer than
640 ms) increases the target speed until the button
is released. If the button is not released, cruise
control accelerates the vehicle up to the maximum
permissible vehicle speed (200 km/h) or up to the
vehicle's maximum speed (whichever speed is
lower). Tapping the "SET-" button (for less than
640 ms) reduces the target speed by 1 km/h at a
time. When the the "SET-" button is held down, the
control reduces the target speed until the button is
released. If the "SET-" button is held down until
the minimum speed of 40 km/h is reached, cruise
control switches to "STANDBY" mode.
Cruise control is put into "STANDBY" mode when
the "RES" button is pressed. Control to the stored
target speed can be started again by pressing the
"RES" button again. If the "SET+" or "SET-" button
is pressed while the "RES" function is being
performed (control to saved target speed), cruise
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