2011 FORD KUGA Electric

E100664
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Description
Item
Multiplate clutch
1
Ring piston pump
2
All-wheel drive control unit
3
Pressure relief valve (high pressure)
4
Input shaft
5Description
Item
Electric feed pump
6
Fluid filter
7
Pressure accumulator
8
Pressure relief valve (low pressure)
9
Preload valve
10
High-pressure valves
11
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Rear Drive Axle/Differential
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The Haldex clutch is based on the principle of a
simple wet clutch that distributes the torque variably
between the front and rear axles.
Three components are linked within the Haldex
clutch:• A mechanical component, comprising input and
output shafts, the plate assembly (clutch) as
well as the cam plate and the roller bearing.
• A hydraulic component, essentially comprising pressure valves, a pressure accumulator, the
control valve, the ring pistons and a fluid filter.
• The electronic control comprises the electric fluid pump and the all-wheel drive control unit
with integrated pressure/temperature sensor
and an actuator motor for the control valve.
Design of the multi-plate clutch
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10911
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B12
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E100662
Description
Item
Pump plunger assembly
A
Working piston assembly
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Output shaft
1
Inner plates
2
Outer plates
3
Disc drum
4
Contact plate
5Description
Item
Input shaft
6
Cam disc
7
Springs
8
Pump plunger roller
9
Pump plunger roller
10
Pump plunger
11
Working piston roller
12
Working piston
13
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Rear Drive Axle/Differential
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All-wheel drive control unit
E100663
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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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Rear Drive Axle/Differential
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E100539
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5A
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Description
Item
Barometric Pressure
A
Base pressure
B
Increased base pressure (preload)
C
Operating pressure
Drive
Plate assembly and ring piston pump
1
High-pressure valves
2
Pressure Sensor
3Description
Item
Control valve
4
Pressure accumulator
5
Electric feed pump
6
Filters7
Preload valve
8
Pressure relief valve (low pressure)
9
Pressure relief valve (high pressure)
10
Base pressure
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Rear Drive Axle/Differential
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E100541
Description
Item
Barometric Pressure
A
Base pressure
BDescription
Item
Increased base pressure (preload)
C
Operating pressure
Drive
To ensure very fast torque transmission, a higher
voltage is applied to the electric feed pump and
the control valve fully closed before the shaft-driven
pump is brought into operation. As a result, the
maximum pressure is raised above the base
pressure, and a torque of up to 80 Nm applied to
the multi-plate clutch. This achieves significantly
faster pressure build-up than with older systems (second generation). To protect the pump from
overloading, the pressure is restricted to approx.
10 bar by the pressure relief valve. The hydraulic
fluid flows back into the sump via the pressure
accumulator.
Pressure build-up
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Rear Drive Axle/Differential
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1
2
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4
E115887
Description
Item
Fluid filter
1
All-wheel drive control unit
2Description
Item
Electric feed pump
3
Pressure accumulator
4
The electric feed pump is an axial piston pump
which is more robustly designed than the gerotor
pump in the 3rd generation Haldex. The higher
feed pressure means that the ring piston pump at
the clutch plate assembly, the pressure relief
valves, preload valve and the high pressure valves
are no longer necessary.
The pressure accumulator on the 4th generation
Haldex is larger and is designed for the higher
pressure. The 4th generation Haldex has a larger fluid filter
which contains a non-return valve.
The all-wheel drive control unit no longer contains
a pressure sensor in the 4th generation Haldex.
Pressure control - 4th generation Haldex
clutch
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Rear Drive Axle/Differential
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E114914
Description
Item
Haldex clutch fluid
1
Inlet filter
2
Electric feed pump
3
Filters4
Pressure accumulator
5Description
Item
Control valve
6
Dished washer
7
Ring piston
8
Clutch plate pack
9
Return pressure accumulator
10
Return control valve
11
Full torque is available at any time on the 4th
generation Haldex clutch because the pressure is
not dependent on the difference in the speeds of
rotation. This is used for instance to activate the
Haldex clutch for better traction when moving off.
On the 4th generation Haldex clutch, the preload
function which applied 80 Nm to the plates in the
3rd generation is no longer required.
On request from the control unit and at engine
speeds above 400 rpm, the electric feed pump runs
and maintains the storage pressure at about 30
bar.
A pressure reducing valve acts as a control valve,
allowing the all-wheel drive control unit to control
the pressure with much greater precision. The
all-wheel drive control unit monitors the position and function of the control valve. The control valve
distributes the pressure, depending on the
requirements, across its three outlet openings
(storage pressure, working pressure, return).
From the storage pressure (30 bar) and depending
on the requirements, the control valve regulates a
working pressure of 0 - 17 bar, which is applied to
the ring piston. At 17 bar working pressure, the
maximum torque of 1000 Nm is transferred to the
rear wheels. The all-wheel drive control unit
ensures the best possible performance under all
driving conditions, for all road conditions and
independent of the speed.
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Rear Drive Axle/Differential
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Brake System
General EquipmentPressure/vacuum gauge set
The Ford approved diagnostic tool
The brake system operates by transferring effort
applied to the brake pedal by the driver to the
brakes at each wheel.
The braking effort is distributed to each wheel,
using a hydraulic system. The system is assisted
using a vacuum brake booster that reduces pedal
effort and increases hydraulic pressure.
The parking brake operates on the rear wheels
and is applied using a hand operated control.
Inspection and Verification
NOTE: Before carrying out any diagnosis, make
sure that the brake system warning indicator is
functional.
1. Verify the customer concern.
2. Visually inspect for obvious signs of mechanical or electrical damage.
Visual Inspection Chart
Electrical
Mechanical
• Electricalconnector(s)
• Wiring harness(s)
• Switch(es)
• Tire pressure(s)
• Wheels and tires
• Fluid leak(s)
3. If an obvious cause for an observed or reported concern is found, correct the case (if possible)
before proceeding to the next step.
4. If the cause if not visually evident, verify the symptom and refer to the Symptom Chart.
Road Test
Carry out a road test to compare actual vehicle
braking performance with the performance
standards expected by the driver. The ability of the
test driver to make valid comparisons and detect
performance deficiencies will depend on
experience.
The driver should have a thorough knowledge of
the brake system operation and accepted general performance guidelines to make good comparisons
and detect performance concerns.
An experienced technician will always establish a
route that will be used for all brake diagnosis road
tests. The road selected will be reasonably smooth
and level. Gravel or bumpy roads are not suitable
because the surface does not allow the tires to grip
the road equally. Crowned roads should be avoided
because of the large amount of weight shifted to
the low set of wheels on this type of road. Once
the route is established and consistently used, the
road surface variable can be eliminated from the
test results.
Before a road test, get a complete description of
the customer concerns or suspected condition.
From the description, the technician will be able to
match possible causes with symptoms. Certain
components will be identified as possible sources
while others will be eliminated by the evidence.
More importantly, the customer description can
reveal unsafe conditions which should be checked
or corrected before a road test. The description will
also help form the basic approach to the road test
by narrowing the concern to specific components,
vehicle speed or conditions.
Begin the road test with a general brake
performance check. Using the description of the
concern, test the brakes at different vehicle speeds
using both light and heavy pedal pressure.
Determine if the concern is in the front or rear
braking system. First use the foot brake and then
the parking brake. If the condition (i.e. pull,
vibration, pulsation) occurs only on operation of
the parking brake, the concern is in the rear brake
system. If the condition occurs when the foot brake
is depressed, the concern is in the front brake
system.
Avoid locking the brakes and sliding the tires. This
condition will not indicate brake efficiency. A heavily
braked but turning wheel will stop the vehicle in a
shorter distance than locked wheels.
If the concern becomes evident during this check,
make sure it fits the description given before the
road test. If the concern is not evident, attempt to
duplicate the condition using the information from
the description.
If a concern exists, use the Brake System Symptom
Chart in order to isolate it to a specific sub-system
and condition description. From this description, a
list of possible sources can be used to further
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Brake System - General Information
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DIAGNOSIS AND TESTING
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