2011 FORD KUGA change wheel

HCU to check for sudden actuation of the brakes.
With the brake pedal pressed, the ABS module
triggers emergency braking if the rate of increase
of hydraulic pressure exceeds the predetermined
limit.
If the brake pedal is pressed so hard that the ABS
becomes active on the front wheels then the ABS
control unit increases the pressure to the rear
wheel brakes up to the ABS intervention threshold.
EBA operation continues until the driver releases
the brake pedal sufficiently for the hydraulic
pressure in the HCU to drop below a threshold
value stored in the ABS module.
Trailer stability control:If the vehicle is ordered
with a trailer coupling then the Trailer Stability
Control function is integrated in the ESP. The ESP
detects snaking when driving with a trailer and
reduces the speed of the vehicle and trailer through
adapted braking and, if necessary, by also reducing
the engine output until the snaking movement of
the trailer is corrected.
Roll-over protection: The ESP dynamically
determines the tipping tendency of the vehicle and
works in conjunction with the EBA system to
prevent the vehicle from tipping over during
dynamic maneuvers like lane changing or while
negotiating bends.
Emergency brake light: The emergency brake
light automatically switches on the hazard flasher
system to warn drivers of other vehicles that
emergency braking is being initiated. Based on a
defined delay value, the ABS/ESP module sends
a signal to the generic electronic module (GEM)
via the CAN data bus. The GEM activates the
hazard flasher system, that then flashes 7 times.
Prerequisites for activation of the emergency brake
light are:
• The speed is higher than 50 km/h.
• The brake pedal is being actuated.
• The deceleration is greater than 9 m/s².
To prevent activation on snow or ice, for example,
the following prerequisites must be met:
• The speed is higher than 50 km/h.
• The brake pedal is being actuated.
• ABS regulation takes place.
• The deceleration is greater than 6 m/s².
Tire pressure monitoring system: The tire
pressure monitoring system used in the Kuga is
able to detect loss of air in a tire at an early stage
and warn the driver. Because it can only compare
the behaviour of the tyres with each other, it is not possible to draw conclusions about the absolute
tyre pressure. It is also not possible to monitor the
spare tyre pressure. In order for the system to
operate correctly, the tyre pressures must be
regularly checked and corrected and the system
subsequently initialised (see below).
The tire pressure monitoring system used here,
depending on the equipment level, is built into the
anti-lock braking system (ABS) as an extra function
and therefore does not have its own sensors.
The ABS module measures the loss of pressure
in the tyres by calculation using the wheel speed
sensors of the ABS system. If a tyre loses
pressure, its diameter decreases and the speed of
the wheel therefore increases. If the ABS module
detects such a loss in pressure, it sends a signal
to the instrument cluster via the CAN bus and a
warning message is displayed in the message
centre. The warning threshold depends among
other things on the dimension of the tyres being
used, the vehicle operating conditions and the
status at the last initialisation. Since neither the
absolute tyre pressure nor the position of the tyre
is known, the pressure of all the tyres must be
checked and the system re-initialised after a tyre
pressure warning. If necessary, the cause of the
loss of pressure must be investigated.
Regular tyre pressure checks are still necessary.
The system must be initialised after a tyre is
changed, winter or summer tyres fitted, the
pressures corrected or adjusted to suit the vehicle
load. This can be done by the driver using the
driver information system. For further information,
see: Owner’s Manual.
Component Description
Opto-electronic steering wheel rotation
sensor
E80158
G1001304en2008.50 Kuga8/2011
206-09B-
11
Anti-Lock Control - Stability Assist
206-09B- 11
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The opto-electronic steering wheel rotation sensors
use light barriers for contactless scanning of a
segment disk which is connected fixedly to the
steering shaft.
E54014
1
23
4
Description
Item
Segment disk
1
Photoelectric barrier
2
Electronics
3
Electrical connection
4
Use is made of opto-electronic types of sensors
with relative and absolute steering angle sensing.
For relative steering angle sensing, changes in the
steering angle are measured exclusively by the
sensor and transmitted to the ABS/ESP module.
With the aid of other vehicle status signals (e.g.
wheel speed sensors) the module calculates the
straight ahead position of the steering. For absolute
steering angle sensing, the sensor transmits a
specific signal to the module for each steering
angle position (in relation to one turn of the steering
wheel). The straight ahead position of the steering
is therefore defined in the sensor. On an absolute
steering angle sensor, several photoelectric barrier
modules are distributed around the segment disk
at varying distances. The gaps between segments
of the segment disk are also unequal. For each specific steering angle there is therefore a specific
switch status of all photoelectric barriers.
ABS/ESP module or hydraulic control unit
(HCU)
E97648
1
2
3
Description
Item
ABS Pump Motor
1
Valve block (with low-pressure
accumulators)
2
ABS module
3
The HCU comprises the ABS module, the valve
block (with low-pressure accumulators) and the
ABS pump.
The valve block combines all of the brake pressure
control valves in one unit. Depending on the
system, either simple changeover valves or
proportioning valves (e.g. on EBD (electronic brake
force distribution) systems) are installed. The
low-pressure accumulators store the brake fluid
that is returned from the wheel brakes during the
pressure reduction phase until it is drawn back into
the system by the ABS pump.
The ABS pump is designed as a dual piston pump.
This means that two separate pump elements
assure an increase in brake pressure during control
interventions. A direct current motor drives the
pump pistons via an eccentric shaft.
The ABS/ESP module monitors the input signals
of all sensors and actuates the electro-magnetic
brake pressure valves and the ABS pump as
required. For reasons of safety, the module is of
the redundant type, whereby processing of the
signals is carried out via two separate processors
that also monitor each other.
G1001304en2008.50 Kuga8/2011
206-09B- 12
Anti-Lock Control - Stability Assist
206-09B- 12
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ESP switch
E99006
Stability assist can be deactivated via the menu in
the instrument cluster. The stability assist functions
are deactivated when the Set switch is actuated.
The ABS control module makes the stability assist
functions available once more when the Set switch
is actuated again. The stability assist function is
automatically reactivated when the ignition is
switched on.
The electronic EBA is a constant function and will
remain active even if the ESP has been switched
off.
Combined yaw rate sensor and lateral
acceleration sensor / longitudinal
acceleration sensor
E96822
The heart of the combined yaw rate sensor and
lateral acceleration sensor/longitudinal acceleration
sensor is a small, double-sided tuning fork made
of a piezo crystal (A). The exciter side of this tuning
fork is set to a resonance of 11 kHz with the aid of
an alternating current. The measuring side of the
tuning fork features a resonance frequency of 11.33
kHz and therefore does not vibrate (B). Since,
under influence of an external accelerating force,
a vibrating mass reacts slower than a comparable
mass that is not vibrating, the tuning fork twists
within itself with rotational movement being
imparted on the sensor (C). This rotation results
in a change in the charge distribution in the Piezo
element, which is subsequently picked up and
converted into an electronic signal by electronics
integrated into the sensor. This electronic signal is
then sent to the ESP module. The ESP module
evaluates these data and takes into account the
other input data (vehicle speed, wheel speed)
before deciding whether the ESP function is
required.
G1001304en2008.50 Kuga8/2011
206-09B-13
Anti-Lock Control - Stability Assist
206-09B- 13
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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
G1021908en2008.50 Kuga8/2011
303-14- 19
Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
19
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Description
Item
ABS5
Cruise control
6
Select-shift switch module
7
PCM
8
Selector lever lock
9
PWM solenoid valve – shift pressure (SLS)
10
PWM solenoid valve for main line pressure
(SLT)
11
PWM- solenoid valve – TCC (SLU)
12Description
Item
Shift solenoid S1 (open when dormant)
13
Shift solenoid S2 (closed when dormant)
14
Shift solenoid S3 (closed when dormant)
15
Shift solenoid S4 (open when dormant)
16
Shift solenoid S5 (closed when dormant)
17
The TSS sensor
18
The OSS sensor
19
The TFT sensor
20
TR sensor in TCM
21
Input signals
Hard wired
• Item 18: ISS (input shaft speed) sensor
– Supplies information on the transmissioninput shaft speed. Used for calculations, for
instance the shift process, checking the
torque converter lockup and for diagnosis of
the hydraulic/mechanical operations in the
transmission.
• Item 19: OSS sensor – Supplies information on the transmissionoutput shaft speed. Used for calculations, for
instance the vehicle speed and for diagnosis
of the hydraulic/mechanical operations in the
transmission.
• Item 20: TFT sensor – Supplies information on the transmission fluidtemperature. This information is used to
adjust the shift times and the fluid pressure.
• Item 21: TR sensor – Supplies the TCM with the information on thechosen transmission range. Starting is only
possible when the selector lever is in the P
or N position. The sensor is a permanent
magnet which creates a magnetic field over
the different Hall sensors and in this way
creates a specific voltage for each shift
operation.
Via the LIN data bus
• Item 7: Selector lever module (select-shift module)
– Indicates that the selector lever is locked inposition P and supplies information on the
sport mode status. Also transmits a control
signal during select-shift gear changes and
supplies information on the fault status in the selector lever module, so that the fault codes
in the module can be stored as required.
Via the CAN data bus
• Item 4: PCM – Stop light switch ON/OFF, is used by theTCC.
– Coolant temperature, used for diagnosis of the transmission temperature sensor and for
activating the catalytic converter.
– Engine speed >400 rpm = engine running. Used for starting the transmission fluid
pressure and diagnosis functions.
– Engine rpm. Used for checking the torque converter slip and the pressure build-up,
which have an effect on the shift comfort.
– Kickdown. If the accelerator pedal is pressed down and the throttle plate is wide open, the
PCM transmits a kickdown signal to the TCM.
– Current engine speed, used to check the line pressure of the transmission.
– Throttle plate opening, used to calculate the gear changes. During sport mode and
kickdown.
– Accelerator pedal position, used to calculate the shift threshold timings.
• Item 5: ABS module – Supplies information on the vehicle speedand also on the difference in speed between
the left-hand and right-hand wheels. Prevents
changing up if the speed difference is greater
than 40 km/h, to protect the differential in the
transmission.
• Item 6: Vehicle speed control system – Is used to calculate the acceleration,depending on the position of the resume and
set buttons.
G1163605en2008.50 Kuga8/2011
307-01- 44
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 44
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Description
Item
PCM
8
Throttle body
Comments:Contains the TP (throttle position) sensor
9
The APP (accelerator pedal position)
sensor.
10Description
Item
CPP (clutch pedal position) switch
Comments:Vehicles with manual transaxle.
11
BPP (brake pedal position) switch
12
Reverse gear solenoid
Comments:Vehicles with manual transaxle.
13
System Operation
Speed Control
Cruise control is integrated into PCM and
intervenes in engine management to automatically
keep to the target speed selected by the driver.
When the system is active, the vehicle can be
accelerated or decelerated without the accelerator
pedal being pressed. Cruise control is operated
using the control switch units on the steering wheel.
The PCM controls the throttle to achieve this. The
ABS module supplies the VSS signal for this.
On vehicles with automatic transmission, the TCM
receives a notification via the CAN (controller area
network) bus that cruise control is active. The TCM
then controls the transmission based on special
engine maps.
Cruise control recognizes three operating modes:
• "OFF": Control is switched off.
• "STANDBY": Control is switched on but not
active. The speed of the vehicle is not regulated
by the cruise control.
• "ACTIVE": Control is switched on and active. Cruise control adjusts the vehicle speed to the
stored or desired target speed.
Every time the engine is started, cruise control is
in the "OFF" mode. In this mode, only the "ON"
button is operable.
Cruise control is initially set to "STANDBY" mode
when the "ON" button is pressed. The green cruise
control indicator lamp in the instrument cluster
lights up. There is no target speed saved.
Cruise control can only be set to "STANDBY" mode
under the following conditions:
• Engine speed is between idle speed and maximum permissible speed. Cruise control can only be changed into "ACTIVE"
mode under the following conditions:
• 2nd - 6th gear engaged.
• Engine speed between idle speed and maximum
permissible speed.
• Vehicle speed at least 40 km/h.
Pressing the "SET+" or "SET-" button activates
cruise control ("ACTIVE" mode). The green "Cruise
control" indicator lamp in the instrument cluster
lights up. The current vehicle speed is saved as
the target.
In "ACTIVE" mode the "OFF", "SET+", "SET-" and
"RES" buttons are active. If the "RES" button is
pressed again, control is suspended. The "RES"
button has a dual function and is used to resume
and suspend the cruise control.
Tapping the "SET+" button (for less than 640 ms)
increases the target speed by 1 km/h at a time.
Holding down the "SET+" button (for longer than
640 ms) increases the target speed until the button
is released. If the button is not released, cruise
control accelerates the vehicle up to the maximum
permissible vehicle speed (200 km/h) or up to the
vehicle's maximum speed (whichever speed is
lower). Tapping the "SET-" button (for less than
640 ms) reduces the target speed by 1 km/h at a
time. When the the "SET-" button is held down, the
control reduces the target speed until the button is
released. If the "SET-" button is held down until
the minimum speed of 40 km/h is reached, cruise
control switches to "STANDBY" mode.
Cruise control is put into "STANDBY" mode when
the "RES" button is pressed. Control to the stored
target speed can be started again by pressing the
"RES" button again. If the "SET+" or "SET-" button
is pressed while the "RES" function is being
performed (control to saved target speed), cruise
G1044191en2008.50 Kuga8/2011
310-03- 4
Speed Control
310-03- 4
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Climate Control – Overview
Pollen filter
E97258
The pollen filter must be changed at intervals in
accordance with the service schedule. A special
production pollen filter is installed in the factory,
and this must be cut through when the filter is
changed. The service pollen filter is flexible and
can be pushed together during installation or
removal.
Heat exchanger
E97249
The heat exchanger is accessible from the
right-hand side of the climate control housing (LHD
and RHD). It can be removed and installed with
the climate control housing still installed in the
vehicle. During removal, the coolant pipes of the
production heater core must be sawn through.
During servicing, a heater core with separate
coolant pipes is installed.
Evaporator assembly
E97250
The evaporator is located on the right-hand side
of the climate control housing (LHD and RHD). It
can only be removed and installed with the climate
control housing still installed in the vehicle, and the
heat exchanger must be removed at the same time.
Blower motor
CAUTION: Make sure that the blower motor
and fan assembly is placed on the bench
with the fan pointing upwards.
412-131
E101398
To prevent damage to the fan wheel vanes, the
fan wheel must not be touched. For this reason, a
special tool (412-131) has been introduced for
removal and installation of the blower motor. This
tool is pushed onto the central shaft in order to lift
out the blower motor.
G1034945en2008.50 Kuga8/2011
412-01-10
Climate Control
412-01- 10
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