Land Rover Lesson 2 Auto Trans Coolingine Rover Manual
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Fault DescriptionComponent/SignalP Code No Voltage highCharging systemP2504 Performance faultWater pumpP2601 Timer malfunctionEngine off timerP2610 Output circuit openSecondary fuel pump driver circuitP2632 Output lowSecondary fuel pump driver circuitP2633 High inputSecondary fuel pump driver circuitP2634 Pump not working when requestedPrimary fuel pumpP6365 Low flow/performanceSecondary fuel pumpP2636 TERRAIN RESPONSE ™ Terrain Response ™ system allows the driver to select a program which will provide the optimum settings for traction and performance for prevailing terrain conditions. As part of Terrain Response ™ there will be different throttle pedal progression maps associated with different Terrain Response ™ modes. The two extremes are likely to be a sand map (quick build up of torque with pedal travel) and grass/gravel/snow (very cautious build up of torque). The TdV6 implementation of throttle progression is based on a fixed blend time. The torque will blend from that on one map to that on the new map (for the same pedal position) over a fixed time. This means blending will always take the same amount of time but when the torque change is small the torque increase over time will be small, whilst if the torque change is greater then the torque increase over time will be steeper. The resulting acceleration of the vehicle will depend on the torque difference between the two maps as well as on the gear and range selected. The worst case blending that could ever occur has been calibrated to match the blend rate for petrol derivatives as closely as possible, so as to give a transparent behaviour to customers. CENTRAL JUNCTION BOX The ECM is connected to ignition switch I and II. When the ignition is turned on 12V is applied to the Ignition Sense input. The ECM then starts its power up routines and turns on the ECM main relay; the main power to the ECM and its associated system components. When the ignition is turned OFF the ECM will maintain its powered up state for up to 20 minutes while it initiates its power down routine and on completion will turn off the ECM main relay. The ECM will normally power down in approximately 60 seconds, do not disconcert the battery until the ECM is completely powered down. Electronic Engine ControlsLesson 2 – Powertrain 217Technical Training (G421151)
TDV6 Engine Management Component Location Sheet 1 of 2 Knock sensors1 Fuel rail pressure sensor2 High pressure fuel pump3 EGR Valve/ cooler4 (G421152) Technical Training218 Lesson 2 – PowertrainElectronic Engine Controls
Injector5 Turbo boost pressure control6 Crankshaft sensor7 Oil temperature sensor8 Camshaft position sensor9 MAF/IAT10 Air charge temperature sensor11 Glow plugs12 Electronic throttle incorporating MAP sensor13 Glow plug wiring harness14 Engine coolant temperature sensor15 TDV6 Engine Management Component Location Sheet 2 of 2 Main relay1Transfer box control module2 Electronic Engine ControlsLesson 2 – Powertrain 219Technical Training (G421152)
ECM3 Accelerator pedal position sensor (APP)4 Stop light switch5 Clutch switch6 ABS Control module7 (G421152) Technical Training220 Lesson 2 – PowertrainElectronic Engine Controls
TDV6 Engine Management Control Diagram Sheet 1 of 2 NOTE: A= Hardwired D= CAN Glow plugs1E-box cooling fan2 Electronic Engine ControlsLesson 2 – Powertrain 221Technical Training (G421152)
Port de-activation vacuum actuator3 ABS control module4 Instrument cluster5 EAT control module6 Restraints control module7 Transfer box control module8 Differential control module9 Electric park brake control module10 Terrain Response™ control module11 Turbo boost pressure controller12 EGR valve/ cooler13 Generator14 Steering wheel mounted speed control switches15 Clock spring16 ECM17 Electric throttle valve18 Injectors19 (G421152) Technical Training222 Lesson 2 – PowertrainElectronic Engine Controls
TDV6 Engine Management Control Diagram Sheet 2 of 2 NOTE: A= Hardwired Main relay1Crankshaft position sensor2 Electronic Engine ControlsLesson 2 – Powertrain 223Technical Training (G421152)
Camshaft position sensor3 Engine coolant temperature sensor4 Accelerator pedal position sensor5 MAF/IAT sensor6 Engine oil temperature sensor7 Fuel rail temperature sensor8 Boost pressure sensor9 Boost air temperature sensor10 Restraints control module11 Stop light switch12 Knock sensors13 ECM14 Fuse 60P15 Fuse 25P16 Ignition switch17 Fuse 11E18 GENERAL The TDV6 engine has an Electronic Diesel Control (EDC) engine management system supplied by Siemens. The system is controlled by an Engine Control Module (ECM) and is able to monitor, adapt and precisely control the fuel injection. The ECM uses multiple sensor inputs and precision control of actuators to achieve optimum performance during all driving conditions. The ECM controls fuel delivery to all six cylinders via a Common Rail (CR) injection system. The CR system uses a fuel rail to accumulate highly pressurised fuel and feed the six, electronically controlled injectors. The fuel rail is located in close proximity to the injectors, which assists in maintaining full system pressure at each injector at all times. The ECM uses the drive by wire principle for acceleration control. There are no control cables or physical connections between the accelerator pedal and the engine. Accelerator pedal demand is communicated to the ECM by two potentiometers located in a throttle position sensor. The ECM uses the two signals to determine the position, rate of movement and direction of movement of the pedal. The ECM then uses this data, along with other engine information from other sensors, to achieve the optimum engine response. The ECM processes information from the following input sources: •Crankshaft sensor (CKP) •Camshaft sensor (CMP) •Manifold air temperature and pressure •Coolant temperature •Oil temperature •Inlet air flow and temperature •Fuel rail temperature •Knock sensors (one per cylinder bank) The ECM outputs controlling signals to the following sensors and actuator: •Fuel injectors •Cooling fan solenoid •Electronic Throttle •Electronic vane controlled turbo •Port deactivation •Fuel pressure control valve •Fuel volume control valve •E-box fan •Engine mounts •Electronic EGR •Glow plugs (G421152) Technical Training224 Lesson 2 – PowertrainElectronic Engine Controls
ECMThe ECM is located in the E-Box in the plenum area on the RH side of the engine compartment attached to the bulkhead. E Box E box fan1 ECM2 Transfer box control module3 Inputs The ECM has the following inputs: •Engine Coolant Temperature •Clutch Switch (via electric park brake control module) •Stop lamp switch (via ABS control module on CAN) •Manifold Absolute Pressure Electronic Engine ControlsLesson 2 – Powertrain 225Technical Training (G421152)
•Throttle Pedal Position 1 •Throttle Pedal Position 2 •Electronic throttle Position •Viscous Fan Speed •Engine speed and position sensor (crankshaft sensor) •Camshaft position sensor •Engine Oil Temperature •Speed Control Switches (resistive ladders) •Vehicle Speed (via CAN bus) •Generator Monitor •Restraints Control Module •Manifold Absolute Pressure and Inlet Air Temperature Outputs The ECM outputs to the following: •Throttle Actuator •Fuel injectors (6) •EGR Valves •Engine Cooling Fan •Fuel pump relay •Starter Relay •Air conditioning condenser fan module •EMS Main Relay •Viscous Fan Control •Generator Control The ECM connected to the vehicle harnesses via three connectors. The ECM contains data processors and memory microchips. The output signals to the actuators are in the form of ground paths provided by driver circuits within the ECM. The ECM driver circuits produce heat during normal operation and dissipate this heat via the casing. The fan in the E-box assists with the cooling process by maintaining a constant temperature with the E-box. The fan is controlled by a thermostatic switch located in the E-box. The E-box has pipe connections to the vehicle interior and receives additional cooled air via the A/C system. Some sensors receive a regulated voltage supplied by the ECM. This avoids incorrect signals caused by voltage drop during cranking. The ECM performs self diagnostic routines and stores fault codes in its memory. These fault codes and diagnostics can be accessed using T4. If the ECM is to be replaced, the new ECM is supplied blank and must be configured to the vehicle using T4. A flash Electronic Erasable Programmable Read Only Memory (EEPROM) allows the ECM to be externally configured, using T4, with market specific or new tune information up to 14 times. If a fifteenth update is required the ECM must be replaced. The current engine tune data can be accessed and read using T4. When a new ECM is fitted, it must also be synchronised to the immobilisation control module using T4. ECMs cannot be swapped between vehicles. The ECM is connected to the engine sensors which allow it to monitor the engine operating conditions. The ECM processes these signals and decides the actions necessary to maintain optimum engine performance in terms of driveability, fuel efficiency and exhaust emissions. The memory of the ECM is programmed with instructions for how to control the engine, this known as the strategy. The memory also contains data in the form of maps which the ECM uses as a basis for fuelling and emission control. By comparing the information from the sensors to the to the data in the maps, the ECM is able to calculate the various output requirements. The ECM contains an adaptive strategy which updates the system when components vary due to production tolerances or ageing. The ECM receives a vehicle speed signal on a CAN bus connection from the ABS Control Module. Vehicle speed is an important input to the ECM strategies. The ABS control module derives the speed signal from the ABS wheel speed sensors. The frequency of this signal changes according to road speed. The ECM uses this signal to determine the following: (G421152) Technical Training226 Lesson 2 – PowertrainElectronic Engine Controls