ESP FORD KUGA 2011 1.G Owner's Manual

Communications Network – Overview
In order to minimize module variations, different
equipment levels and functionalities are
incorporated in the same module. For this reason,
modules must be programmed following
replacement. For this purpose, the vehicle-specific
data are read out of the module to be replaced
using "Install programmable modules" routine in
the Ford diagnostic unit and transferred to the new
module. In the process, it is also possible to replace
older software versions with more up-to-date
versions, for example.
If it was not possible to read out any
vehicle-specific data with the Ford diagnostic unit
before replacing a module (the module to be
replaced does not respond), the data available in
the OASIS system (ASBUILT data) must be
entered manually using the Ford diagnostic unit
when programming the module.
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must use the same language. This language is
called a protocol.
At present, Ford uses three different data bus
systems. Depending upon model and equipment
level, all three data bus systems are used. Each
of these data bus systems has its own protocol.
Data bus systems
ISO 9141 bus
The International Organisation for Standardisation
ISO 9141 bus. This consists of a single wire and
is used exclusively for communication between the
modules and the Ford diagnostic unit. The fault
memories of the various modules are read out via
the ISO 9141 bus.
Local Interconnect Network (LIN) bus
The LIN bus is a standard specifically designed for
cost-effective communication between intelligent
sensors and actuators in vehicles. The LIN control
unit subnet is used in every situation where the
bandwidth and versatility of CAN is not needed.
The LIN specification comprises the LIN protocol,
a standard format for describing a complete LIN
and the interface between an LIN and the
application. An LIN comprises a LIN master and
one or more LIN slaves. The LIN utilizes the
master/slave principle for the purpose of bus
access control. This has the significant advantage
that few resources (CPU performance, ROM, RAM)
are required for bus management in the slave
module. The master is implemented in a control
module or a gateway which has the necessary
resources. All communication is initiated by the
master. Consequently, a message always consists
of a header, which is generated by the master, and
a response from the slave. The data transfer rate
is in the region of up to 20 Kbit/s. The LIN master
knows the time sequence of all data which are to
be transmitted. These data are transmitted by the
corresponding LIN slaves (e.g. ultrasonic sensors)
if they are requested to do so by the LIN master.
LIN is a single-wire bus, i.e. the data are
transmitted in the cable via one wire. Usually the
same cable is also used to provide the supply
voltage. The ground connection of the supply
voltage also acts as the ground connection of the
data transmission. An LIN does not use a
terminating resistor.
Controller Area Network (CAN) bus
This consists of two twisted wires and operates
serially (data is transmitted sequentially). It is used
for communication between the modules
themselves and between the modules and the Ford
diagnostic unit. The modules are connected to the
data bus in parallel. New modules can be
incorporated easily, without modifying the other
wiring or modules. The transmitted data is received
by every module connected to the control unit
network (CAN). As each data packet has an
identifier (label), in which the priority of the
message is determined as well as the content
identification, each module can detect whether or
not the data is relevant for its own information
processing. This enables several modules to be
addressed with a particular data packet and
supplied with data simultaneously. For this
purpose, it is ensured that important data (for
example from the ABS) is transmitted first. The
other modules are only able to submit their data to
the data bus after the high-priority messages have
been received.
The advantages of the CAN bus are:
• Minimization of wiring requirements
•
High degree of error protection (fault / fail-proof)
• Robustness
• Good extendibility
• Prioritization of messages
• Inexpensive
• Automatic repetition of faulty messages
• Independent system monitoring and the ability to disconnect faulty modules from the data bus
automatically
Due to the increased number of modules and the
resulting continued increase in data transfer, two
different CAN bus systems are used. Essentially,
they only differ in terms of their data transmission
rates and application areas.
To be able to distinguish between the individual
CAN bus systems, the CAN bus system with the
high transfer speed is called the high speed CAN
bus (HS-CAN). The data are transmitted at a baud
rate of 500 kB/s.
The CAN bus system with the medium transfer
speed is called the medium speed CAN bus
(MS-CAN) and is mainly used for communication
in the comfort electronics or the multimedia system.
The data are transmitted at a baud rate of 125 kB/s.
An interface (gateway) is used to exchange data
between the HS-CAN and the MS-CAN. This
provides the connection between the three CAN
databus systems and is installed in the GEM and
in the electronic instrument cluster. The number of
modules which are connected to the three databus G1030779en
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systems depends on the equipment level of the
vehicle.
In order to guarantee a high degree of error
protection, two 120 Ohm terminating resistors are
installed in the CAN. These are integrated in the
first module connected to the CAN and in the last
module connected to the CAN respectively and
are used for suppression as well as the elimination
of voltage peaks. In order to ensure correct
functioning of the data bus system, the modules
must always be connected with an integral
terminating resistor. In order to enable
communication between the modules on the
HS-CAN and the modules on the MS-CAN, one
module is connected to both data bus systems.
The connection of both data bus systems is
designated as a gateway. In this gateway, the
received data is converted to the transmission rate
required for the relevant data bus and is
transmitted. This ensures an optimal distribution
of information between both data bus systems.
Component Description
ABS
The GEM is integrated in the CJB (central junction
box) and cannot be replaced as a separate unit.
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Module Configuration
Activation
1.
Install the most up-to-date software version in
the integrated diagnostic system (IDS).
2. In IDS, select the "Module reprogramming"
submenu in the "Module programming" menu
tool box and then follow the instructions.
3. Transfer a new software version (if available)
to the powertrain control module (PCM) using
IDS, if a module-reprogramming of the PCM
may be required in the case of engine running
concerns.
4. Following installation of a wheel/tire
combination, for which the tire-tread
circumference does not correspond to that of
standard tires, the tire size must be changed in
the PCM using IDS. Therefore select the
"Programmable parameters" submenu and enter
the corresponding tire size under the "tire size"
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Programmable Module Installation
Activation
5.
Install the most up-to-date software version in
IDS.
6. If, before replacing a module, it was not possible
to read out the vehicle-specific data using the
integrated diagnostic system (IDS) (the module
to be replaced does not respond) then, during
programming of the new module, the
vehicle-specific data must be entered manually
via a selection list in IDS or via a code which
can be obtained from the Technical Hotline.
7. In order to program, select the "Install
programmable module" submenu in the "Module
programming" menu tool box and then follow
the instructions.
8. The following modules must be programmed
after replacement:
•
• Anti-lock braking system module (ABS)
• Audio system module (ACM)
• CD player (CDP)
• Driver's door control unit (D-DCU)
• Passenger's door control unit (P-DCU)
• Rear left door control unit (RL-DCU)
• Rear right door control unit (RR-DCU)
• Electrical power steering (EPS)
• Generic Display Module (GDM) (vehicles
with DVD navigation system with
touchscreen)
• Generic electronic module (GEM)
• Headlamp control module (HCM) (vehicles with gas discharge headlamps)
• Instrument cluster (IC)
• Navigation system (NAV) (vehicles with navigation system)
• Parking aid module(PAM)
• Powertrain control module (PCM)
• Restraint control module (RCM)
• Rear entertainment system module (RETM) (vehicles with rear seat entertainment
system)
9. In order to configure the PCM, select the
"Programmable parameters" submenu in the
"Module programming" menu tool box and then
follow the instructions.
10. For vehicles with anti-lock braking system and
electronic stability program, these must also be configured using IDS following replacement of
the lateral acceleration sensor, yaw rate sensor
or pressure sensor. Configuration is performed
in the "Programmable parameters" menu tool
box.
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Component Description
Interior scanning sensors
The interior monitoring is an additional security
system that triggers the alarm if unauthorised
access to the vehicle is detected in the area of the
windows.
The transceivers work ultrasonically. The
transmitter transmits at a specific frequency into
the monitoring area. The receiver receives the
corresponding echo signal. Here, the signals are
converted into digital values and compared with
the values from the signals received previously. If
there are significant differences between the two,
a trigger signal is sent to the GEM.
As the period during which no movement is
detected increases, so the sensitivity of the sensors
increases.
Anti-theft alarm horn with integral battery
A special horn is installed for vehicles that have to
comply with the Thatcham category I (CAT 1)
insurance standard. This horn has its own voltage
supply from an integrated battery. This ensures that the alarm horn will still be
powered even if the vehicle battery has been
disconnected.
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FORD KUGA 2011.0MY WORKSHOP REPAIR MANUALE100495 E100563

Description
Item
Passive key (radio remote control with
integrated emergency key)Refer to Component Description: (page
?)
4
RF receiverRefer to Component Description: (page
?)
5
PCM6 Description
Item
Transceiver of passive anti-theft system
(emergency start function)Refer to Component Description: (page
?)
7
Instrument clusterRefer to Component Description: (page
?)
8
System Operation
Passive Anti-theft System
The passive anti-theft system PATS (passive
anti-theft system) is based on an electronic engine
immobiliser.
The driver does not need to intervene in any way
to protect the vehicle, since PATS is automatically
activated when the ignition is switched off.
Component Description
Keyless vehicle module (KVM) The PATS functionality is saved in the KVM. After
pressing the start/stop button, the KVM activates
the interior antennas, which then transmit a signal.
If there is a valid passive key in the vehicle interior,
it sends an encrypted signal to the radio frequency
receiver. The radio receiver forwards this signal to
the KVM via a fixed wire. The KVM then forwards
a corresponding identification query via the HS
CAN (controller area network) to the PCM.
If a valid code was received to this query, then the
engine can be started. Interior antennas
The four interior antennas transmit an LF signal
which is identified by the passive key.
Passive key (radio remote control with
integrated emergency key)
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FORD KUGA 2011.0MY WORKSHOP REPAIR MANUALE100587 E100793 E87065132

General overview
Haldex clutches of the 3rd and 4th generations are
used in the Ford Kuga.
The development of the third generation Haldex
clutch represents a big step forward in modern
all-wheel technology. The Haldex clutch is
electro-hydraulically controlled. Additional
information is taken into consideration during
control tasks via the all-wheel drive control unit.
Slip alone is no longer decisive for the distribution
of the propulsive forces; the vehicle's driving
dynamics are also taken into consideration. The
control unit accesses the driving-related data via
the data bus. With this data, the control unit has
all the essential information about speed, cornering,
coasting or traction operation, and can optimally
react to every driving situation.
Compared with the previous generation, the 4th
generation Haldex clutches operate with higher
pressure and achieve shorter response times when
distributing the drive forces.
Advantages of the Haldex clutch:
• Permanent all-wheel drive withelectronically-controlled multi-plate clutch
• Fast response
• No straining when parking and manoeuvring
• Compatible with different tyres (e.g. emergency spare wheel)
• Fully combinable with driving dynamic control systems
The driveshaft is connected to the input shaft of
the Haldex clutch. Within the Haldex clutch, the
input shaft is separated from the output shaft to
the rear axle differential by means of a multi-plate
clutch. Torque is only transmitted to the rear axle
differential when the plate assembly of the Haldex
clutch is closed.
The multi-plate clutch is electro-hydraulically
controlled via the all-wheel drive control unit. For
ecological driving, the torque to the rear axle is reduced to a minimum up to a throttle position of
approx. 50%. A prerequisite for this is that there is
no difference in speed in the Haldex clutch between
the input and output shafts.
Operation
E100645
16
3
25
4
Description
Item
Output shaft
1
Working piston
2
Plates
3
Ring piston pump
4
Control Valve
5
Input shaft
6
Within the Haldex clutch is a plate assembly and
a so-called ring piston pump with a pump plunger
and a working piston.
Fluid supply is started if there is a speed difference
between the input and output shafts.
This fluid pressure is transmitted to the working
piston and in this way the plate assembly is
compressed.
Design of the 3rd generation Haldex
clutch
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All-wheel drive control unit
E100663
14
3
2
5
Description
Item
Electronic Control Unit
1
Control valve
2
Pressure/temperature sensor
3
Electrical connection CAN (controller area
network) databus
4
Electric feed pump connection
5
The all-wheel drive control unit is bolted directly to
the housing of the Haldex clutch.
It forms one unit made up of the control valve, a
pressure/temperature sensor, and a control
module. It receives signals from the PCM and from
the ABS control module via the CAN data bus. The
control module in the control unit uses these
signals to determine the fluid pressure that is
needed to actuate the clutch plates depending on
the requirement. This determines how much torque
should be transmitted to the rear wheels. All-wheel
drive is deactivated if a fault occurs in the all-wheel
drive control unit.
A preload of approx. 80 Nm is always present at
the Haldex clutch. The temperature sensor of the Haldex clutch is
installed near the control valve in the control unit
and is surrounded by the hydraulic fluid. The
temperature is transmitted to the control module
and is used for adaptation to the changing viscosity
of the hydraulic fluid. If the hydraulic fluid is cold,
the control valve has to be opened slightly more
than requested. This allowance has to be reduced
as the temperature increases. The normal working
temperature of the hydraulic fluid is between +40
°C and +60 °C. If the temperature rises above 100
°C, the clutch is depressurised; if the temperature
falls below 95 °C, the clutch is pressurised again.
All-wheel drive is deactivated and a diagnostic
trouble code set if a fault occurs in the temperature
sensor.
With Haldex Generations I and II, the control valve
was actuated via a stepper motor. With Haldex
Generation III, the stepper motor has been omitted.
The control valve is now actuated via a solenoid
valve. The solenoid valve is actuated by the control
module in the all-wheel drive control unit by means
of pulse width modulation. The pulse width
modulation determines the position of the
adjustment spindle and thus the opening cross
section of the return hole. This is how the pressure
at the working piston of the plates is determined.
If the return hole is fully closed, maximum pressure
is applied to the plates. If the return hole is fully
open, the plates are unpressurized.
Electric feed pump
The electric feed pump is installed in the clutch
unit. It works according to the gerotor principle.
The main purpose of the feed pump is to fill the
pressure accumulator and the space behind the
pump plunger with hydraulic fluid, thereby ensuring
a fast response time of the Haldex clutch. The feed
pump used in the third generation is designed to
achieve an even higher pressure than the base
pressure of 4 bar. It is supplied with current by the
control module in the all-wheel drive control unit
when the engine is running above approx. 400 rpm.
Pressure control - 3rd generation
Haldex clutch
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E100540
Description
Item
Barometric Pressure
A
Base pressure
BDescription
Item
Increased base pressure (preload)
C
Operating pressure
Drive
The hydraulic fluid is drawn from the sump of the
hydraulic system and directed through a filter. The
feed pump pressurises the system and pumps
hydraulic fluid into the pump plungers. This base
pressure of 4 bar presses the rollers for the pump
plungers against the cam disc. At the same time,
hydraulic fluid flows into the working piston. This
eliminates the play in the clutch plates. The Haldex
clutch can respond quickly and distribute the torque
within fractions of a second. The spring force in
the pressure accumulator determines the base pressure of 4 bar and compensates pressure
fluctuations. A compensating spring works in the
opposite direction and prevents the plate discs
becoming blocked by the force of the working
piston. This restricts the transferable torque to
approx. 7 Nm. This value can, however, deviate
slightly due to temperature and/or the difference
in speed between the input and output shafts.
Increased base pressure (preload)
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