2011 FORD KUGA Fuel pump

Description
Item
Medium speed CAN data bus (MS-CAN)
1
DLC
2
GEM
Comments:Serves as a gateway between the two
CAN databus systems.
3
High speed CAN data bus (HS-CAN)
4
PCMRefertoComponentDescription:(page
8)
5
LIN (local interconnect network) databus
6
Alternator
7
Heating element - broadband HO2S
8
Catalyst monitor sensor heating element
9
Powertrain Control Module relay
10
Starter Relay
11
FPDM
Comments:Refer to: Fuel Tank and Lines - 2.5L
Duratec (147kW/200PS) - VI5 (310-01
Fuel Tank and Lines, Description and
Operation).
12
Fuel pump
13
injectorsRefertoComponentDescription:(page
?)
Comments: 5x
14Description
Item
Air conditioning clutch relay
Comments:Refer to: Climate Control (412-01
Climate Control, Description and
Operation).
15
EVAP valve
Comments:
16
VCT oil control solenoid, exhaust camshaftRefer to Component Description:
solenoids(page26)
17
VCT oil control solenoid, intake camshaftRefer to Component Description:
solenoids(page26)
18
Cooling fan module
Comments:Refer to: Engine Cooling - 2.5L Duratec
(147kW/200PS) - VI5 (303-03 Engine
Cooling, Description and Operation).
19
Wastegate control valve
Comments:Refer to: Turbocharger (303-04 Fuel
Charging and Controls - Turbocharger
- 2.5L Duratec (147kW/200PS) - VI5,
Description and Operation).
20
Ignition coil-on-plugRefertoComponentDescription:(page
10)
Comments: 5x
21
Throttle control unitRefertoComponentDescription:(page
30)
Comments: Actuator motor unit
22
System Operation
The engine is controlled by the PCM. For this
purpose, the PCM uses information from the
sensors, sender units and switches. In addition,
the PCM receives information from other control
modules via the CAN data bus. All the information
is processed in the PCM and is used to control or
regulate the different actuators.
These are:
• the throttle control unit,
• the fuel injectors, • the camshaft adjustment,
• the boost control solenoid valve
• and the ignition coils.
Some values are sent via the CAN databus to other
systems.
The following functions are regulated or controlled
by the PCM:
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DESCRIPTION AND OPERATION
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• Torque reduction request (stability assistmodule)
• Cruise control request
The PCM sends the following signals via the CAN
databus:
• Fuel pump relay on/off
• Engine speed
• Warning lights on/off (MIL (malfunction indicator lamp), battery warning lamp)
• PAT S
•ECT
• Air conditioning pressure transducer
• Outside air temperature
With the aid of the input and output signals listed
above, the PCM controls / regulates engine
starting, fuel injection and fuel pressure, ignition,
boost pressure, camshaft adjustment, tank purging,
the radiator fan and the refrigerant compressor.
Speed and TDC recording
The CKP uses the PCM sensor to record engine
speed and detect 1st cylinder TDC (top dead
center). An additional sensor wheel for the CKP sensor is
located on the flywheel. This has 60-2 teeth. The
gaps between the teeth are required for detection
of TDC. The CKP sensor works according to the
induction principle and generates a sinusoidal
signal voltage whose level and frequency are
speed-dependent.
From the frequency of the signal the PCM
calculates the engine speed. Each time the engine
rotates, the double gap in the sensor wheel alters
the sinusoidal oscillation that is generated; this
helps the PCM to detect the TDC position of
cylinder 1.
The signal from the CKP sensor is used to
determine
• the crankshaft position,
• the engine speed,
• the ignition timing,
• the injection timing and
• the adjustment angle of the VVT units.
2
3
4
1
9
7
8
6
5
2
3
4
1
9
7
8
6
5
E96631
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than to a change in the throttle valve position. The
ignition timing also changes much more quickly.
To keep the ignition point as close as possible to
the knock limit and so optimize the efficiency of the
engine, two KS are installed in the engine, which
pick up the mechanical vibrations of the engine
and convert them into an electrical signal for the
PCM.
TIE42093
1
2
A
B1
2
Description
Item
Normal combustion
A
Knocking combustion
B
Pressure characteristic in cylinder
1
Output signal from KS
2
The term "knocking" is used to describe
combustion processes in which the flame front
propagation speed reaches the speed of sound.
This can happen towards the end of combustion
in particular, when unburnt air/fuel mixture on the
combustion chamber walls self-ignites due to the
increase in pressure following initiation of regular
combustion. The resulting pressure peaks damage
the pistons, cylinder head gasket and cylinder
head.
The cylinder in which combustion knock is
occurring is identified from the camshaft position (CMP sensors) and crankshaft position (CKP
sensor) information.
If the PCM detects combustion knock, the ignition
timing for the cylinder in question is gradually
retarded for a few crankshaft revolutions until
combustion knock stops. After that the ignition point
is slowly returned to the calculated value. This
facilitates individual cylinder ignition, which makes
it possible for the engine to operate at optimum
efficiency at the knock limit.
Engine fueling
Fuel is supplied by a non-return fuel system.
Fuel pressure and fuel delivery rate are regulated
by the PCM with the aid of the FPDM. The fuel
pump is supplied with a cycled voltage by the
FPDM. By cycling the voltage, the fuel pump output
can be steplessly adjusted. The fuel pressure can
be steplessly regulated between 3 and 5 bar.
Adjusting the fuel pump output has the following
advantages:
• The fuel pump's power consumption is reduced,
thereby reducing the load on the vehicle's power
supply system.
• The fuel pump's service life is increased.
• Fuel pump noise is reduced.
Fuel pressure regulator
The PCM calculates the required fuel pressure
based on the operating conditions. The PCM
transmits a corresponding PWM signal to the
FPDM. With the aid of this signal, the FPDM
actuates the pump by sending, in turn, a PWM
signal to the ground connection of the fuel pump.
The fuel pump can be steplessly regulated by
varying the pulse width of the PWM signal.
The PCM continuously monitors the fuel pressure
in the fuel rail by means of the fuel temperature/fuel
pressure sensor. If the pressure deviates from the
calculated value, the PCM adapts the PWM signal
to the FPDM accordingly. Thus the fuel pressure
levels out at approx. 4 bar.
For safety reasons, the PCM switches off fuel
delivery if the SRS (supplemental restraint system)
module detects a crash.
Regulation of injected fuel quantity
The electromagnetically controlled injectors dose
and atomize the fuel. The quantity of injected fuel
is regulated by the duration of actuation of the fuel
injectors. The fuel injectors are either closed (not
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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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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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PWM- solenoid valve – TCC (SLU)
E112325
Installation position
The PWM solenoid valve for the TCC (SLU) is
located in the valve body on the front of the
transaxle.
Function
00.2 1.0 0.80.60.4
0
0.2 1.0
0.80.60.4
0
0.2 1.0
0.80.60.40
0.2 1.0 0.80.60.4
E125965
1
2
Description
Item
Hydraulic pressure
1
Average current (A)
2
The valve actuates the torque converter clutch as
well as the reverse gear brake (B3) and 2nd - 5th
gear brake (B2). The PWM control achieves
smooth engagement of the gears. The two brakes
are actuated in 1st and 2nd gear to guarantee
engine braking.
The valve also actuates the torque converter in
such a way that is works in three positions: 'open',
'controlled looping (slip lock-up mode)', and 'locked
(full lock-up mode)'. The hydraulic function of the
valve is linear.
In lockup mode the TCC is closed. The impeller
and the turbine of the torque converter are friction
locked. The engine torque acts directly on the
transmission input shaft. Fuel consumption is
reduced due to a reduction in the torque converter
pump losses.
In slip lock-up mode, slip in the TCC is permitted
in order to improve driving comfort. The hydraulic
pressure acting on the TCM varies in accordance
with the duty signal of the actuation signal
generated by the PWM for the TCC solenoid valve
for the TCC (SLU). The temperature of the
transmission fluid increases in slip mode.
Consequences of signal failure
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Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 49
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Description
Item
Drive
3
Intake side
4
Delivery side
5
The fluid pump operates on the principle of a
G-rotor fluid pump.
The fluid pump draws transmission fluid from the
fluid pan, builds up fluid pressure and then supplies
it to the valve body.
The fluid pump is driven by the crankshaft via the
torque converter housing.
Torque converter with TCC
E66428E66428
1
2
3
5
4
Description
Item
Torque converter housing and impeller
1
Turbine
2
TCC3
Transaxle input shaft
4
Stator with roller-type one-way clutch
5 The torque converter transmits the output torque
hydraulically from the engine to the transaxle input
shaft.
The stator increases the torque up to the clutch
take-up point. At the clutch take-up point, the speed
difference between impeller and turbine is
approximately 90 %.
In order to improve the efficiency, the torque
converter features a hydraulically-activated TCC.
When the TCC is engaged, the torque is
transmitted directly from the crankshaft via the
torque converter housing to the transaxle input
shaft.
Installation position
The TCC is an integral component of the torque
converter.
Function
The TCM controls the PWM via the TCC solenoid
valve for the TCC (SLU). Based on the signals for
engine speed and accelerator pedal position as
well as vehicle speed, driving comfort is improved
by linear actuation of the TCC.
E89081
1
A
B
23
Description
Item
APP (accelerator pedal position)
A
Vehicle speed
B
TCC disengaged
1
Slip lock-up mode
2
Full lock-up mode
3
Full lock-up mode
In lockup mode the TCC is closed. The impeller
and the turbine of the torque converter are friction
locked. The engine torque acts directly on the
transmission input shaft. Fuel consumption is
reduced due to a reduction in the torque converter
pump losses.
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Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 55
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Fuel System Pressure Release
Release
1.Refer to: Petrol and Petrol-Ethanol Fuel
Systems Health and Safety Precautions
(100-00 General Information, Description and
Operation).
2. Remove the fuel pump and sender unit fuse.
3. Start the engine and allow it to idle until the
engine stalls.
4. Crank the engine for approximately five seconds
to make sure that the fuel rail pressure is
released.
5. Install the fuel pump and sender unit fuse.
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Fuel System - General Information
310-00- 10
GENERAL PROCEDURES
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