ckp sensor FORD KUGA 2011 1.G User Guide

Description
Item
CMP (camshaft position) sensor
Comments:One each for the inlet and outlet
camshaft
6
EVAP (evaporative emission) valve
7
CKP (crankshaft position) sensor
8Description
Item
MAF (mass air flow) sensor
9
PCM (powertrain control module)
10
Fan control module
11
MAPT (manifold absolute pressure and
temperature) sensor
12
E96950
1
23
4
56
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Crankshaft Position (CKP) sensor
E89994
The CKP sensor can be checked during starting
by measuring the resistance and/or voltage with
the oscilloscope.
The engine cannot work without the CKP signal.
A limp-home mode is therefore not possible. The
engine is switched off or the engine will not start
and a fault is stored in the error memory of the
PCM.
Camshaft adjuster solenoid valve
E96870
For work on the camshaft adjuster solenoids,
extreme cleanliness must be ensured as even
slight impurities can result in failure. The camshaft
adjustment solenoids for the intake and exhaust
camshafts differ only in terms of the position of the
fastening point by which they are fixed to the
cylinder head cover.
If a fault is detected in the camshaft adjustment
solenoids, the solenoids are no longer actuated.
Manifold absolute pressure and
temperature sensor
E96146
During installation of the MAPT sensor, correct
sealing must be ensured to ensure that no
infiltrated air can penetrate into the intake manifold
from outside.
If the MAP (manifold absolute pressure) sensor
fails, the PCM operates with a substitute value.
Accelerator pedal position (APP)
sensor
E74146
The APP (accelerator pedal position) sensor
comprises two separate sensors.
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Description
Item
Medium speed CAN data bus (MS-CAN)
1
DLC (data link connector)
2
GEM (generic electronic module)
Comments:Serves as a gateway between the two
CAN databus systems.
3
High speed CAN data bus (HS-CAN)
4
CPP (clutch pedal position) sensorRefertoComponentDescription:(page
29)
5
BPP switchesRefertoComponentDescription:(page
29)
6
MAF sensorRefertoComponentDescription:(page
27)
7
TP sensorRefer to Component Description: Throttle
controlunit(page33)
Comments: It is incorporated into the throttle control
unit
8
ECT sensorRefertoComponentDescription:(page
31)
9
CKP sensorRefertoComponentDescription:(page
24)
10
CMP sensor - intake camshaftRefertoComponentDescription:(page
8)
11
CMP sensor - exhaust camshaftRefertoComponentDescription:(page
8)
12Description
Item
Broadband HO2SRefertoComponentDescription:(page
25)
13
Catalyst monitor sensor
14
Air conditioning (A/C) pressure sensorRefertoComponentDescription:(page
30)
15
KSRefertoComponentDescription:(page
8)
16
APP sensorRefertoComponentDescription:(page
28)
17
MAPT sensorRefertoComponentDescription:(page
9)
18
Fuel pressure/fuel temperature sensorRefertoComponentDescription:(page
33)
19
Exterior aor temperature sensorRefertoComponentDescription:(page
34)
20
Engine oil level, temperature and quality
sensorRefertoComponentDescription:(page
34)
21
Ignition switch
22
Battery
23
PCMRefertoComponentDescription:(page
8)
24
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• 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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• Torque reduction request (stability assistmodule)
• Cruise control request
The PCM sends the following signals via the CAN
databus:
• Fuel pump relay on/off
• Engine speed
• Warning lights on/off (MIL (malfunction indicator lamp), battery warning lamp)
• PAT S
•ECT
• Air conditioning pressure transducer
• Outside air temperature
With the aid of the input and output signals listed
above, the PCM controls / regulates engine
starting, fuel injection and fuel pressure, ignition,
boost pressure, camshaft adjustment, tank purging,
the radiator fan and the refrigerant compressor.
Speed and TDC recording
The CKP uses the PCM sensor to record engine
speed and detect 1st cylinder TDC (top dead
center). An additional sensor wheel for the CKP sensor is
located on the flywheel. This has 60-2 teeth. The
gaps between the teeth are required for detection
of TDC. The CKP sensor works according to the
induction principle and generates a sinusoidal
signal voltage whose level and frequency are
speed-dependent.
From the frequency of the signal the PCM
calculates the engine speed. Each time the engine
rotates, the double gap in the sensor wheel alters
the sinusoidal oscillation that is generated; this
helps the PCM to detect the TDC position of
cylinder 1.
The signal from the CKP sensor is used to
determine
• the crankshaft position,
• the engine speed,
• the ignition timing,
• the injection timing and
• the adjustment angle of the VVT units.
2
3
4
1
9
7
8
6
5
2
3
4
1
9
7
8
6
5
E96631
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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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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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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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Crankshaft Position (CKP) Sensor(29 230 0)
Removal
NOTE:Removal steps in this procedure may
contain installation details.
1. Refer to: Lifting(100-02 Jacking and Lifting,
Description and Operation).
2.
x7x7
E86012
3. Turn the engine to top dead center (TDC).
E71093
4.Refer to: Air Cleaner (303-12 Intake Air
Distribution and Filtering - 2.5L Duratec
(147kW/200PS) - VI5, Removal and
Installation).
5. CAUTION: Make sure that the inside of the pipe ends are clean and free of oil
residue.
E65070
6. CAUTION: Make sure that the inside ofthe pipe ends are clean and free of oil
residue.
1. Torque: 10Nm
2. Torque: 4Nm
3. Torque: 10Nm
2
1
3
E68504
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