10/2/2017 powertrain management |description and operation ... · 10/2/2017 powertrain management...

10/2/2017 Powertrain Management |Description and Operation, Components

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Vehicle » Powertrain Management » Description and Operation » Components

Engine general B5244S6 and B5244S, USA

General

B5244S6, Super Ultra Low Emission Vehicle (SULEV+), California - The B5244S6 is based on the B5244S - Corresponds to emissions regulations Partial Zero Emission Vehicle (PZEV). This car must satisfy statutory warranty, exhaust and EVAP regulations - Introduced only in the S60 and V70 - Due to emissions requirement, only available in California - Maximum torque 225 Nm. Maximum power 123 kW - DENSO engine management system - New Electronic Throttle Actuator (ETA) - Start is based on the Wide Range concept - Only available with automatic transmission AW 55-50 SN - The final drive ration is 2.65:1 to ensure good response.

B5244S - Only available in the 125 kW version - DENSO engine management system

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- New Electronic Throttle Actuator (ETA) - Start is based on the Wide Range concert - Start is based on the Wide Range concept - Available with both manual and automatic transmissions - Final drive 2.44:1.

B5244S6, fuel injection system

Combined fuel pressure / fuel temperature sensor Fuel temperature sensor A Negative Temperature Coefficient (NTC) sensors transmits a voltage signal (corresponding to a certain temperature) to the Engine Control Module (ECM). The signal is used to compensate for changes in fuel temperature. The injection period is regulated to provide compensation. Example: If the engine is restarted after a short stop, the temperature of the fuel in the fuel rail will have increased. The Engine Control Module (ECM) uses the signal from the sensor to compensate for the increased temperature by extending the injection period. (The volumetric energy content of hot fuel is lower than cold fuel).

Fuel pressure sensor For information about this function, see "Control of the fuel pump".

Fuel injection system miscellaneous - Fuel tank constructed from stainless steel - Fuel pump (FP) which is activated as required - Leak diagnostic based on the overpressure principle - DENSO fuel control system - New DENSO ETA (Electronic Throttle Actuator).

Fuel supply system B5244S6 and B5244S, USA









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Fuel tank

- In order to satisfy statutory requirements in California, the fuel tank is made of stainless steel. The release of hydro-carbons is reduced because steel is less permeable than plastic - Volume 70 liters - The fuel filler pipe, which is manufactured from stainless steel, is welded to the fuel tank. The small diameter of the pipe limits the flow of air into the fuel tank when refueling. The air supply effects the degree to which the canisters full up and therefore emissions - Fuel tank filler cap with more efficient valves - The geometric shape of the fuel tank enables three roll-over valves to be used - The service hatch is made of plastic. The hatch is secured using a stainless steel nut - The B5244S6 engine has an Evaporative Emission (EVAP) system with two canisters. There is a water separator upstream of the canisters. The EVAP canister closest to the fuel tank has three chambers filled with active carbon. There is another canister, HCS (Hydro Carbon Scrubber), connected in series. Based on a honeycomb coated with active carbon - B5244S has only one canister (does not have HCS).

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Fuel pump

A Fuel Pump (FP) with a flow which is adjusted to suit the requirements. By controlling the power consumption of the pump based on the fuel requirement of the engine, the following is achieved: - long service life (all components in the system must last 150,000 miles/15 years) - tailored power consumption. A DC motor drives a pump which works on the turbine principle. Pump flow is as follows at: - full load - 90 Liters per hour at 400 kPa (corresponding to 380 kPa at the fuel rail) - idle speed - 1.2 to 2.0 liters per hour. The power consumption varies from - 8 A at full capacity to - 2 A at idle speed.

Valves PW (Pressure Ventilation Valve) The valve compensates for surges in pressure that occur when, for example, fuel injection ceases during engine braking. Allowing fuel to continually pass through the valve ensures rapid pressure compensation. Any excess fuel flows





into the pump housing. The pressure is limited to 400 kPa (corresponds to 380 kPa at the fuel rail). When the engine is switched off, the valve maintains a residual pressure in the fuel injection system to prevent condensation.

Non-return valve Releases fuel into the pump housing when the fuel tank is refilled having been almost empty. The valve is closed if the car tilts so that fuel remains in the pump housing.

PRV (Pressure Relief Valve) Safety valve integrated in the Fuel Pump (FP). The valve opens between 550 kPa - 850 kPa.

Ejector Continuously fills the pump housing with fuel 10 - 15 liters per hour always flows from the Fuel Pump (FP) through the ejector and back to the pump housing.

Fuel filter The fuel filter is in the pump housing. Cannot be replaced.

Fuel pump control

The following components are included in the system which controls the fuel pump: - Engine Control Module (ECM) with built-in atmospheric pressure sensor - Fuel pressure sensor - Control module for the Fuel Pump (FP) (Pump Electronic Module).

Function A piezo-electric fuel pressure sensor transmits a voltage signal to the Engine Control Module (ECM) about the actual pressure in the fuel rail. The Engine Control Module (ECM) compares the signal with the signal from the atmospheric pressure sensor in the Engine Control Module (ECM). The fuel pressure is regulated so that the pressure in the fuel rail is always 380 kPa above the atmospheric pressure (i.e. the difference in pressure is 380 kPa).






Depending on factors such as engine speed and load, the Engine Control Module (ECM) transmits a calculated Pulse Width Modulated (PWM) signal to the control module for the Fuel Pump (FP). The control module for the fuel pump sends the signal on to the fuel pump at a higher frequency. The PWM signal corresponds to a certain feed voltage to the pump. This in turn corresponds to a certain pump flow rate. By adapting the supply voltage, the load of the pump matches the fuel requirement. If the engine is running at higher engine speeds (RPM) and under high load, the speed of the pump is higher (greater flow) than at small loads and low engine speed (RPM). If the pressure briefly rises to 400 kPa, during acceleration for example, the fuel flow is compensated by reducing the injection period. For longer periods of time, such as a couple of seconds, the fuel pressure is lowered via the fuel pump to compensate. A Diagnostic Trouble Code (DTC) is stored If the pressure sensor detects that the pressure remains at the same value for a long time. The emissions warning lamp lights if the same fault persists or returns. A Diagnostic Trouble Code (DTC) is stored in the fuel pressure system if there is no signal from the pressure sensor or if it is implausible. The Fuel Pump (FP) is controlled using a PWM signal. The signal is calculated from the fuel flow - based on the injection periods and the desired pressure.

Emissions classifications

The illustration shows the relationship between the different emissions classifications. - Tier 1 (the applicable obligatory requirements, both federal and in California) - TLEV (Transitional Low Emission Vehicle) - LEV (Low Emission Vehicle) - ULEV (Ultra Low Emission Vehicle) - LEV II (Low Emission Vehicle, stage 2) - ULEV II (Ultra Low Emission Vehicle, stage 2) - SULEV (Super Ultra Low Emission Vehicle) - NOx g/mile (nitrous oxides) - CO g/mile (carbon monoxide) - NMOG g/mile (Non-Methane Organic Gases). These are the basis of smog. In principle NMOG are hydro-carbons - "A" symbolizes the optimal target of the car when it leaves the factory.



Engines, General modifications

5 and 6 cylinder diesel and gasoline engines Generator The first ramp up of the charge current (after start) is always completed, irrespective of the engine speed (rpm). This increases the engine load successively, preventing sudden loads. Otherwise the ramp up characteristic of the charge current is maintained. Previously the ramp up was interrupted and full charge current was permitted when the generator speed exceeded approx. 3400 rpm, even during the first ramp up. Function: - The charge current is 0 A until the generator speed has reached approx. 1450 rpm. The charge regulator continues to maintain the charge current at 0 A for a few further seconds - Ramp up then begins. For a number of seconds the charge current increases linearly from 0 % to 100 % of the maximum power handling capacity. If the requirement is less than the power handling capacity, it takes less than 6 seconds to reach the controlled condition. General: - All 5 cylinder engines have generators with freewheels - 6 cylinder engines have fixed pulleys - All 5 and 6 cylinder engines have 140 A generators. Unique to the XC90: - The 5 cylinder engines (diesel and gasoline) with rear air conditioning have 160 A generators - The 6 cylinder engines have 160 A generators.

5 and 6 cylinder gasoline engines Pistons All engines (except B5204TX, B5234TX and B5244TX) have pistons with the mantles coated with graphite. This reduces noise and lowers the friction between the piston and the cylinder, particularly when cold starting and under large loads at low engine speeds. Also improves resistance to scoring.

Pulsation damper fuel rail The engines have a pulsation damper, Air Tube Damper (ATD), in the fuel rail. The pulsation damper is filled with air and



helium. Helium is used during manufacture to check for leaks.

Combined temperature/pressure sensor for intake air (turbocharged engines only) The temperature/pressure sensor, T-MAP (Temperature/Manifold Absolute Pressure), is on the outlet side of the Charge Air Cooler (CAC). The sensors work according to the previous principles. There are new resistance values for the temperature sensor.

5 cylinder naturally aspirated and turbocharged engines The flame trap has a labyrinth which efficiently separates oil from the crankcase vapors before they are returned to the intake manifold. Does not apply to Bi-Fuel cars. The camshaft toothed belt is reinforced to increase service life. The belt tensioner has a new gasket to ensure an optimal seal.

B6294T and B6294S2 The diameter of the gear drive on the coolant pump has been reduced. The number of teeth has been reduced from 21 to 17. The pump operates at a higher speed, improving the flow and therefore engine cooling. New tension pulley for the camshaft. The increased diameter compensates for the smaller gear drive for the coolant pump. The timing belt is unchanged.

B5244S/S2 - CVVT (Continuous Variable Valve Timing) only for the intake camshaft. Change over angle CVVT intake = 60 crankshaft degrees - A new manifold gives improved torque at low engine speeds - Only an under floor catalyst with two ceramic monoliths and integrated muffler - New Electronic Throttle Actuator (ETA) - Start is based on the Wide Range concept - Electrical cooling fan for the control module box. The fan starts when the temperature reaches - approx. +70°C and stops at approx. +65°C. The temperature sensor in the Engine Control Module (ECM) is used as a reference - The connection nipple for the crankcase ventilation at the intake manifold has been modified to provide more even distribution of the crankcase vapors between the cylinders. A Positive Temperature Coefficient (PTC) element prevents freezing.

Resonator There is a resonator on the hose between the Mass Air Flow (MAF) sensor and the ETA (Electronic Throttle Actuator). This is to satisfy European legal requirements for vehicle sound levels. By modifying the unfavorable frequencies which occur at high engine speeds, the sound levels of the intake and exhaust systems are reduced. When the pulses affect the measurement function of the Mass Air Flow (MAF) sensor, software in the Engine Control Module (ECM) compensates for this. Because the pulses have been reduced, the software has also been modified from previous Engine Control Module (ECM). If the resonator is removed, the signals from the Mass Air Flow (MAF) sensor will be incorrectly interpreted by the Engine Control Module (ECM).

B5204T4, B5234T7, B5244T9 General - Engine management system Bosch 7.01 - Bosch Electronic Throttle Actuator (ETA) - The location of the Evaporative Emission system (EVAP) valve has been moved to the engine - CVVT only for the exhaust camshaft - Leak diagnostic based on the overpressure principle. Applies only to USA.

D5244T/T2 XC90 - The fuel pressure sensor and safety valve have changed place on the fuel rail for increased safety in the event of a collision - Unique software due to EGR calibration, weight and to ensure a more rapid response during "take off".

All D5244T/T2 The Manifold Absolute Pressure (MAP) sensor on the intake manifold has been withdrawn and replaced by a combined T-MAP sensor. Only the MAP sensor is used. The signal characteristic is unchanged Adapted oil drain pipe for the Turbocharger (TC) Modified intake manifold for the coolant pump.






Unique to the XC90 with B6294T engine

- The routing of the pipes for the oil cooler has been changed to suit the unique bevel gear - The drain nipple for the coolant have been moved to the supply hose for the oil cooler - Has only a rear catalytic converter containing two ceramic monoliths - Three Heated Oxygen Sensor (HO2S). Two front and a common rear - Engine Cooling Fan (FC) without brushes, controlled in 6 set stages. The advantages are: high capacity with good cooling characteristics, long service life and high efficiency - When a hot engine is switched off, the fan run on is a maximum of 6 minutes. Ramp down takes places in steps from stage 6 to 0.




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ETA (Electronic Throttle Actuator), DENSO

Function The Engine Control Module (ECM) uses a PWM signal to control the position of the DC motor and with it the position of the throttle. By changing the polarity of the power supply, the DC motor can be run in both directions. Two permanent magnets in the gear sector on the throttle spindle are used to check the position of the throttle. - The permanent magnets affect the two Hall sensors in the cover - When the throttle spindle is turned, the position and strength of the magnetic field changes, which affects the Hall sensors - Internal circuits convert the hall signals to two voltage signals which are transmitted to the Engine Control Module (ECM). The two signals are offset internally. - The voltage of the main signal is 0.6 V when the throttle is shut. The voltage increases by 40 mV per degree that the throttle is opened. The voltage is approx. 4 V at Wide Open Throttle (WOT) - The voltage of the redundant signal is 1.48 V when the throttle is shut. The voltage increases by 32 mV per degree that the throttle is opened. The voltage is approx. 4.2 V at Wide Open Throttle (WOT). In order for the Engine Control Module (ECM) to determine whether the voltage signals are plausible, the actual values are compared with stored desired values. A Diagnostic Trouble Code (DTC) is stored if the values are outside certain tolerances. In certain situations, depending on the nature of the fault, this may mean that the power supply to the DC motor is broken. If this happens, the throttle, through the use of springs, is moved to a position which makes the car drivable (with limited driveability).

Function, continued




- The conditions for running the adaptation are that the ignition key is turned from position I to position II and when the engine is turned off. The adaptation is stopped when the car is cranked (i.e. the ignition key is turned to position III) - During adaptation, the throttle switches from the Limp Home mode to the mechanically closed position. The Engine Control Module (ECM) updates the values if these deviate from the stored values - The ETA (Electronic Throttle Actuator) has a return spring and a Limp Home spring. The springs are always checked after the engine is switched off - The DC motor first closes the throttle. The Limp Home spring then resets the throttle to the Limp Home position. The throttle is then opened a few degrees, whereupon the return spring closes the throttle to the Limp Home position. A Diagnostic Trouble Code (DTC) is stored if the throttle does not reach the Limp Home position within a certain time - Diagnostic Trouble Codes (DTCs) related to the Electronic Throttle Actuator (ETA) are stored in the Engine Control Module (ECM) - During adaptation and spring control there is noise as the throttle moves to different positions - The connector terminal pins are gold plated. A damaged terminal pin surface can interfere with the function - The terminating resistor for the CAN network has been moved to the Engine Control Module (ECM).

Diagnostics - The diagnostics for the ETA (Electronic Throttle Actuator) have changed in comparison with the previous ETM (Electronic Throttle Module), Magneti-Marelli. The Engine Control Module (ECM) continuously reads off the engine torque. If the torque exceeds the expected value, for example if the throttle opening angle is too great, an error flag is stored and the system is reconfigured. This means that the torque is limited using other control mechanisms than the normal, for example fuel shut-off. The cruise control will be disengaged if it is in use - The following happens, depending on the character of the fault. If the fault persists for a longer period a Diagnostic Trouble Code (DTC) is stored. If the function returns to normal, the error flag goes out and the reconfiguration stops. No Diagnostic Trouble Code (DTC) is stored if the error flag has only been stored for a short time - In comparison to previous diagnostics, the tolerances before the Diagnostic Trouble Code (DTC) is stored have increased, while the tolerance for the error flag have been reduced. The actual Diagnostic Trouble Code (DTC) is first stored after the error flag has been in the fault area for a certain amount of time - A new function has been introduced in VADIS/VIDA for fault-tracing - The new fault-tracing functions are based on there being a tool which reads out ranking values for relevant Diagnostic Trouble Codes (DTCs) - A ranking code for a Diagnostic Trouble Code (DTC) indicates how closes the system is to storing a Diagnostic Trouble Code (DTC) - A high ranking value can result in reconfiguration, even though no Diagnostic Trouble Code (DTC) is stored. The customer may have noticed a specific abnormality without a Diagnostic Trouble Code (DTC) being stored. The cause of this can be identified by reading off the ranking values - The tool can be used to read off two ranking value positions: "worst" and "latest". "worst" is the highest ranking value since the Diagnostic Trouble Code (DTC) was erased. "latest" is the ranking value of the Diagnostic Trouble Code (DTC) at the time it is read.



Crankcase ventilation, B6294T

Evacuation The evacuation system for the crankcase ventilation has been modified to ensure stable pressure in the crankcase. The crankcase gases are routed from the flame trap to, depending on the pressure conditions, the intake manifold (1) or the intake for the Turbocharger (TC) (2). When the pressure at the intake manifold is lower than at the intake for the Turbocharger (TC), the gases flow to the intake manifold. When the pressure at the intake for the Turbocharger (TC) is lower than in the intake manifold, the gases flow to the intake for the Turbocharger (TC). A non-return valve in the banjo screw for the crankcase ventilation connection (1) prevents the crankcase gases from returning to the intake for the Turbocharger (TC) when the pressure is high. This ensures that the gases are correctly evacuated and that the pressure in the crankcase is stable.

Heating Coolant is used to heat the crankcase gases to prevent freezing. The coolant flows from a duct in the cylinder head (4) to a common pipe which fills with coolant (7). The coolant then flows to the crankcase ventilation connection to the intake manifold (1). The coolant returns through a separate pipe (5) to the inlet (3) for the coolant pump. The crankcase gases which flow to the Turbocharger (TC), are warmed in a separate pipe (6) in the common pipe (7). The location of the components and connections corresponds to the system required for diagnostics and service by authorities such as CARB (California Air Resources Board). The flame trap is insulated using PUR foam. The flame trap has a labyrinth which efficiently separates oil from the crankcase vapors.




Ignition and high voltage components Switch off the ignition before:




- Connecting and disconnecting the test instruments - Connecting and disconnecting the connectors - Taking readings using an ohmmeter.

High voltage There are dangerous voltages at all points in the ignition system, including the connectors etc.

Warning: The ignition system operates at high power and voltages. Contact with the high tension circuit - the ignition coil, spark plug caps and distributor cap - is dangerous.

Caution: Because of the fire hazard avoid sparking when working on the fuel system, especially when checking the injectors.

Battery, charging

It is important that the battery voltage is normal (approximately 12 V) when testing the car system components. If necessary a battery charger can be connected during the test. Connect the battery charger to the battery terminals. Charge the battery for approximately 10 hours at the recommended current - maximum 6A.








Example: If the battery is marked 520 A, the recommended charge current is 0.01 x 520 = 5.2 A. A higher than recommended charge current may damage the battery.

Note: Boost charging (with a high current or voltage above 16 V) will damage the battery and is prohibited.

Warning: Explosive oxyhydrogen accumulates when the battery charges. Smoking, welding, grinding or other activities involving sparks or naked flames are prohibited in the vicinity of a charging battery. Only charge the battery in a well ventilated area.

Cleanliness

Cleanliness is particularly important when working on the fuel system. Clean the fuel line connections thoroughly before disconnecting them.

When compression testing



- Disconnect engine speed (RPM) sensor before carrying out a compression test. - The Diagnostic Trouble Code (DTC) must be erased when the engine speed (RPM) sensor has been reconnected.

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