2011 FORD KUGA Engine cooling

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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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
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DESCRIPTION AND OPERATION
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• Starting process
• Engine running– Fuel supply to the engine including lambdacontrol
– Ignition setting including knock control
– Idle speed control
– Boost pressure control
– Valve timing via the camshaft adjuster for the intake and exhaust camshafts (including
internal exhaust gas recirculation)
• Refrigerant compressor (activation, deactivation and delivery)
• EVAP purge valve
• Charging system
Fuel is supplied to the engine via a sequential
multi-point injection system. Ignition is performed
by a distributor-less ignition system with one
ignition coil unit for each cylinder.
The PCM optimizes engine power and emissions
at all times by processing the sensor signals and
information received via the CAN databus and
using these for open or closed loop control of the
different variables.
The PCM contains part of the PATS (passive
anti-theft system).
The PCM is supplied with battery voltage via a fuse
in the BJB (battery junction box). This power supply
is needed to ensure that saved data is not lost
when the engine is switched off.
For other power supply requirements, the PCM
switches on a relay in the BJB which is responsible
for supplying power to the PCM and to some
sensors and actuators. Each of these are protected
by fuses in the BJB.
To guarantee optimum engine running at all times,
the PCM has several adaptive (self-learning)
functions. These adapt the output signals to
changing circumstances, such as wear or system
faults.
In some cases a faulty signal is replaced with a
substitute value or limited. A substitute value can
be calculated from other signals or it can be
predefined by the PCM. The substitute value allows
the vehicle to keep on running without the emission
values changing unduly. Depending on the signal
failure, the PCM operates in emergency mode. In
this mode, the engine power and/or the engine
speed is reduced to prevent further damage.
Depending on the faulty signal, a fault code is
stored in the error memory of the PCM. These can be read out using IDS (Integrated Diagnostic
System) via the DLC.
The PCM processes and evaluates the signals
from the sensors. The following sensors send
signals to the PCM:
• CMP sensors
• CKP sensor
• MAF sensor
•KS
• ECT sensor
• TP sensor
• APP sensor
• Broadband HO2S
• Catalyst monitor sensor
• MAPT sensor
• Air conditioning (A/C) pressure sensor
• Alternator
• Fuel temperature and fuel pressure sensor
• Engine oil level, temperature and quality sensor
• Outside air temperature sensor
The following components receive signals from the
PCM:
• Powertrain Control Module relay
• A/C clutch relay
• injectors
• Direct ignition coils
• Cooling fan module
• Throttle control unit
• Camshaft adjuster solenoid valve
• Starter Relay
• EVAP purge valve
• Alternator
• Heating element - broadband HO2S
• Catalyst monitor sensor heating element
• FPDM
• Wastegate control valve
• Air conditioning compressor
The PCM receives the following signals via the
CAN databus:
• APP
•CPP
• BPP
• Vehicle speed.
• Refrigerant compressor request
• PAT S
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E96872
1
2
3
5
4
6
7
8
Description
Item
Electrical connection
1
Solenoid coil
2
Engine oil pressure supply bore and ring
groove for camshaft adjustment unit
chamber A
3
Tappet
4
Engine oil pressure supply bore for
camshaft adjustment solenoid
5
Engine oil pressure supply bore and ring
groove for camshaft adjustment unit
chamber B
6
Spring
7
Engine oil return bore
8
MAF sensor
E58185
1
2
43
565
Description
Item
Housing
1
Housing cover
2
Control electronics
3
Sensor element
4
Sensor measuring cell
5
Heating zone
6
The MAF sensor works on the ‘hot-film principle’.
The MAF sensor is powered via the Powertrain
Control Module relay in the BJB. The MAF sensor
is connected to ground via the PCM.
The MAF sensor sits in a molded part which
protrudes into the center of the air cleaner's outlet
pipe. From this position, it measures the air mass
drawn in by the engine.
The air mass aspirated by the engine is determined
on the basis of the cooling effect of the intake air
via a hot-film element in the MAF sensor. The
greater the aspirated air mass, the greater the
cooling effect and the lower the electrical resistance
of the hot-film element. The electronics in the MAF
sensor process this resistance value and send a
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E74168
1
23456
Description
Item
Stop screw
1
Toothed segment
2
Throttle flap spindle
3
Throttle flap return spring
4
Joint shaft
5
Electric motor with pinion
6
CAUTION: The throttle control unit must
not be repaired or adjusted. The stop of
the throttle valve must on no account be
adjusted.
If there is a fault, the throttle is returned to its
original position by means of the throttle valve
return spring. In this position, the throttle valve is
still slightly open. As a result, a higher idle speed
is set, enabling the vehicle to be driven, though
within narrow limits.
ECT sensor
E94804
The ECT sensor is designed as an NTC resistor.
A voltage of 5V is applied to the ECT sensor by
the PCM. The PCM is able to determine the coolant
temperature from the temperature-dependent
voltage drop at the sensor.
Cooling fan module
E94806
The cooling fan module is directly supplied with
battery power via a 60A fuse in the BJB. The
radiator fan speed is controlled by the PWM via a
PCM signal.
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• The refrigerant line between the fixed orificetube and the evaporator must be cold from the
point where the fixed orifice tube is installed.
Depending on the weather, the refrigerant line
may also have ice on its surface.
• The refrigerant line between the evaporator and the A/C compressor including the dehydrator
must be cold.
Evaporator outlet line temperature test
To test the power of the A/C system, the
temperature at the evaporator outlet line must be
measured. To do this, the following preconditions
must be met:
• Open all windows.
• Set the air distribution to the defrost/dashboardposition and open all the ventilation nozzles.
• DO NOT switch on recirculated air.
• Select lowest blower switch setting.
• Select lowest temperature setting.
NOTE: The temperature measurement cannot be
done with a thermometer which makes no contact.
The surface reflection from the metal line may
cause incorrect readings.
Connect the temperature sensor (Fluke 80 PK-8)
to the outlet line of the evaporator. Locate the
temperature sensor as close as possible to the
evaporator. Connect the temperature sensor to the
multimeter.
Start the engine and allow it to run at idle speed
for several minutes.
Switch on the A/C.
After three minutes, measure the surface
temperature of the evaporator outlet line.
If the temperature measured is 4° C or lower, the
A/C system is OK. If the temperature is higher, the
A/C system may be under-filled. For further
information, refer to
REFER to: Air Conditioning (A/C) System
Recovery, Evacuation and Charging (412-00
Climate Control System - General Information,
General Procedures).
Frequent faults and their causes
If the cooling power of the A/C system is not
adequate, make certain that the temperature
control flap(s) is/are operating correctly. • No or poor cooling performance:
– Blockage or narrowing of a refrigerant line orin the dehydrator. The location of the
blockage or narrowing can easily be located
by temperature comparisons at the
refrigerant lines and the dehydrator. The
blockage or restriction is located at the point
where the temperature difference is
identified. Note: A temperature difference
in the area of the fixed orifice tube is
normal. If the location of the blockage or
narrowing is found, check the corresponding
component and renew as applicable.
• Sudden drop in cooling performance (after the air conditioning has been switched off for
approx. 5 minutes, the cooling performance
returns to normal):
– The cause is an iced-up fixed orifice tubebecause of moisture in the refrigerant circuit.
In order to ensure that moisture is completely
removed from the refrigerant circuit, the
dehydrator should be renewed and the
evacuation time should be extended to 2-3
hours. For further information
REFER to: Air Conditioning (A/C) System
Recovery, Evacuation and Charging
(412-00 Climate Control System - General
Information, General Procedures).
Sequence of A/C Request Signal
NOTE: The electronic automatic temperature
control (EATC) module is integrated into the air
conditioning control assembly.
NOTE: The generic electronic module (GEM) is
an integral part of the central junction box (CJB).
After actuating the A/C ON/OFF switch integrated
into the A/C control assembly, an A/C request
signal is sent from the A/C control assembly
(vehicles with EATC: EATC module) to the GEM.
From there, the signal is sent to the instrument
cluster via the MS-CAN bus. A gateway is installed
in the instrument cluster, which establishes the
connection between the MS-CAN bus and the
HS-CAN bus.
After the signal has been converted in the gateway,
it is relayed to the powertrain control module (PCM)
via the HS-CAN bus. Once all the required
parameters have been met, the PCM switches on
the refrigerant compressor and thus the A/C system
via the A/C clutch relay.
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Climate Control System - General Information
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DIAGNOSIS AND TESTING
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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
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GENERAL PROCEDURES
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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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