emission FORD KUGA 2011 1.G User Guide

SECTION 303-13 Evaporative Emissions
VEHICLE APPLICATION:2008.50 Kuga
PA G E
CONTENTS
DIAGNOSIS AND TESTING
303-13-2
Evaporative Emissions ........................................................................\
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303-13-2
Inspection and Verification ........................................................................\
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303-13-1
Evaporative Emissions
303-13- 1
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Evaporative Emissions
Inspection and Verification
1. Verify the customer concern.
2. Visually inspect for obvious signs of mechanicalor electrical damage.
Visual Inspection Chart
Electrical
Mechanical
– Fuse(s)
– Wiring harness
– Electricalconnector(s)
– Vacuum line(s)
– Evaporative emis-
sion canister
– Evaporative emis- sion system hose(s)
– Evaporative emis- sion canister purge
valve
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible)
before proceeding to the next step.
4. If the cause is not visually evident, verify the symptom and refer to the diagnostic tab within
the Ford approved diagnostic tool.
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Evaporative Emissions
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DIAGNOSIS AND TESTING
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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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Electronic Engine Controls – Overview
General overview
Engine Management System
• Bosch ME 9.0 engine management system
• Knock control with two knock sensors
• Electronic Throttle Control Unit.
• Electronic accelerator pedal
• Variable camshaft timing for intake and exhaustcamshafts • Fuel injection supply manifold with combined
fuel pressure and temperature sensor
• Sequential multi-port fuel injection
• Camshaft position (CMP) sensors for intake and exhaust camshafts.
• satisfies the European exhaust emissions standard IV
• EOBD (European On-board Diagnostic) for the monitoring of emissions-related components.
Engine power output and engine speed
2
E62614
1
Description
Item
Torque
1
Power output
2
The engine is controlled by the PCM.
The PCM uses various sensors to calculate the
optimum ignition timing, the optimum injection
quantity and injection time and the position of the
throttle. In addition, various corrections are carried
out, including adjustment of the ignition timing using
the KS and adjustment of the fuel quantity by the Lambda control. Boost pressure control and fuel
pressure control are also performed by the PCM.
For all work on the engine electronics, it is
essential to ensure that the connectorsare
seated and locked properly.
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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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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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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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Output signals
Hard wired
• Item 8: PCM– Start inhibitor. Supplies the PCM with a signalthat indicates whether the engine can be
started or not.
• Item 9: Selector lever module (select-shift module)
– Controls the solenoid switch in the selectorlever unit.
• Position 10: PWM solenoid valve – shift pressure (SLS)
– Matches the line pressure to a shift pressureand is activated for certain gears.
• Position 11: PWM solenoid valve – main line pressure (SLT)
– Adjusts the linear line pressure for gearchanges without jolts.
• Position 12: PWM- solenoid valve – TCC (SLU) – Matches the line pressure to a torqueconverter lock-up pressure. Is also used for
certain gearshifts.
• Items 13 - 17: Shift solenoids S1 – S5 – The TCM checks which gear is engaged asthe solenoids become active in different
patterns.
Via the LIN data bus
• Item 7: Selector lever module (select-shift module)
– The TCM transmits a signal to the selectorlever module which activates the LED (light
emitting diode) in the selector mechanism
assembly according to the selector lever
position. Via the CAN data bus
• Item 2: GEM
– The selector lever module transmits a signalvia the TCM, which indicates that the selector
lever is locked in position P. The GEM uses
this information to control the ignition switch
key inhibit function.
– The TCM transmits a signal via the GEM to activate the back-up lamps.
• Item 3: Instrument Cluster – Current selector lever position. Used toindicate the selector lever position in the
instrument cluster.
– Check the warning lamps via the GEM. In the event of a fault, the general warning lamp
lights.
– Text messages in the instrument cluster via the GEM. The driver receives various
malfunction messages from the TCM.
– The TCM transmits signals on the CAN data bus to the PCM so that the MIL lights up in
the event of emissions-related faults.
• Item 4: PCM – Transmission fluid temperature, used tocompensate for increased loads at low fluid
temperatures.
– Gear selected, used by the engine so that it can compensate for different loads.
– Torque converter lockup, used by the engine so that it can compensate for different loads.
– Next gear planned by the TCM, used by the engine to compensate for different loads.
– Requirement for a reduced engine torque during gear shifts, the engine reduces the
engine torque during gear shifts.
– Torque limiting requirement, the engine limits the engine torque according to the gear
engaged.
• Item 5: ABS module – Current gear, used to transmit a signal, notfor shift control.
– Vehicle speed, used as reserve.
Control valve assembly
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Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 45
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