Gas FORD KUGA 2011 1.G Repair Manual

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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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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Exhaust System – Component Location
E106894
1
2
3
4
5
6
7
8
Description
Item
Exhaust flexible pipe gasket
1
HO2S (heated oxygen sensor)
2
Exhaust flexible pipe
3
Front gasket, catalytic converter
4Description
Item
Exhaust catalytic convertor
5
Rear gasket, catalytic converter
6
Rear Muffler
7
Catalyst monitor sensor
8
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Description
Item
Latch mechanism
1
Housing, capless fuel filler pipe
2
Overflow
3Description
Item
Gasket
4
Filler nozzle
5
A spring-loaded fuel filler door closes off the upper
end of the fuel tank filler pipe in place of the filler
cap. The spring-loaded fuel filler door features a
latching mechanism. The release mechanism is
matched to the size of the filler nozzle. If the correct
filler nozzle is inserted, the release lugs are pushed
back. This releases the slide which can move
upwards and opens the way to the spring-loaded
fuel filler door for the filler nozzle.
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Fuel Tank and Lines
310-01- 7
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Perform the leak test, by closing the hand valves
on the gauge set, switching off the service unit
vacuum pump and observing the low pressure
gauge.
10. N O T E : This step is only necessary if the
pressure increase exceeds 20 mbar.
Locate and rectify any leaks in the A/C
refrigerant circuit using a leak tester.
General Equipment: UV Leak Detector
General Equipment: Electronic Leak Detector
General Equipment: Automatic Calibration Halogen Leak Detector
11 . Add refrigerant oil to the air conditioning system.
Refer to: Specifications (412-00 Climate Control
System - General Information, Specifications).
Refer to: Refrigerant Oil Adding (412-00 Climate
Control System - General Information, General
Procedures).
12. Fill the air conditioning system with liquid
through the high-pressure connection.
Refer to: Specifications (412-00 Climate Control
System - General Information, Specifications).
13. Open the shut-off valve on the high-pressure
side.
1.
2. Switch the service unit to "Fill" mode and fill
the system with the specified quantity of
liquid refrigerant (R134a).
14. Fill the air conditioning system with gas through
the low-pressure connection.
Refer to: Specifications (412-00 Climate Control
System - General Information, Specifications).
15. Open the shut-off valve on the low-pressure
side.
1.
2. Switch the service unit to "Fill" mode and fill
the system with the specified quantity of
gaseous refrigerant.
3. Add the remaining amount of refrigerant with the air conditioning switched on. To do so
run the engine at about 1200-1500 rev/min.
Set the air conditioning system to full cooling
power and fresh air mode. Set the blower
motor to the highest setting. Fill with the
remainder of the specified fill capacity.
16. Disconnect the service unit. 17.
Close the shut-off valve.
1.
2. Switch off the service unit.
3. Disconnect the service unit lines from the
filling connections of the air conditioning
system.
4. Screw the protective caps onto the charging connections.
18. Install all components in reverse order.
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Climate Control System - General Information
412-00- 8
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Electronic Leak Detection
1.Refer to: Air Conditioning (A/C) System Health
and Safety Precautions (100-00 General
Information, Description and Operation).
2. WARNINGS:
Before starting leak detection, make
sure that the area where it is to be done
is well ventilated. If the surrounding air
is contaminated with refrigerant gas, the
leak detector will indicate this gas all
the time. Odors from other chemicals
such as antifreeze, diesel fuel, disc
brake cleaner, or other cleaning
solvents can cause the same problem.
Prevent air movement while performing
leak detection.
The refrigerant identification equipment
must be used before attaching the
manifold gauge set. Otherwise the
manifold gauge set may become
contaminated. Contaminated refrigerant
must be disposed of as special waste.
Follow the manufacturer's instructions
when working with the service unit.
NOTE: At 24°C with the engine switched off,
both manifold gauges should show 4.1 to 5.5
bar.
Attach the manifold gauge set to the service
gauge port valves.
3. For the leak test, close the manual valves on
the gauge set.
4. If little or no pressure is indicated, charge the
system with approx. 300g of refrigerant. Refer
to: Air Conditioning System - Evacuate and
Refill.
5. Use the R-134a Automatic Calibration Halogen
Leak Detector to leak test the refrigerant system.
Follow the instructions included with leak
detector for handling and operation techniques.
6. If any leak is found, extract the refrigerant under
suction. Refer to: Air Conditioning System -
Evacuate and Refill.
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Climate Control System - General Information
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1
2
3
5
4
67
8
9
10
11
E100819
Description
Item
Condenser
1
Air conditioning compressor
2
Suction accumulator
3
Evaporator assembly
4
Blower motor
5Description
Item
Evaporator Core Orifice Tube
6
Cooling fans.
7
High - pressure (liquid and warm)
8
Low - pressure (liquid and cool)
9
Low pressure (gaseous and cold)
10
High pressure (gaseous and hot)
11
The engine driven refrigerant compressor (2) sucks
in gaseous refrigerant from the suction accumulator
and compresses it. The temperature of the
refrigerant rises to a value between 70 °C and 110
°C. It passes to the condenser (1) under high
pressure.
At this point heat is drawn from the refrigerant by
the air being forced past the cooling fins. Because
of this heat loss, the refrigerant liquefies and leaves
the condenser.
A fixed orifice tube (6), which separates the
refrigerant at high pressure from that at low
pressure, is located between the condenser and
the evaporator (5). This fixed orifice tube slows
down the flow of the refrigerant from the compressor, so that pressure builds up in the
condenser.
After passing through the fixed orifice tube the
liquid refrigerant expands in the circuit to the
evaporator, where it becomes gaseous. This
causes heat to be extracted from the air coming
into the vehicle. The air cools down, and excess
moisture contained in it is condensed and is
drained off. The refrigerant coming from the
evaporator flows into the refrigerant accumulator
and is again sucked in by the refrigerant
compressor.
The system is protected by a high-pressure limiting
switch, in order to prevent damage by excessive
pressure (e.g. because of overfilling with
refrigerant). If the pressure exceeds the maximum
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Climate Control
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