Technical service training diesel injection and engine management systems

Technical Service Training Diesel Injection and Engine Management Systems Common Rail Systems Tai ngay!!! Ban co the xoa dong chu nay!!! CG 8258/S en 01/2008 TC304 060H To the best of our knowledge, the illustrations, technical information, data and descriptions in this issue were correct at the time of going to print The right to change prices, specifications, equipment and maintenance instructions at any time without notice is reserved as part of FORD policy of continuous development and improvement for the benefit of our customers No part of this publication may be reproduced, stored in a data processing system or transmitted in any form, electronic, mechanical, photocopy, recording, translation or by any other means without prior permission of Ford-Werke GmbH No liability can be accepted for any inaccuracies in this publication, although every possible care has been taken to make it as complete and accurate as possible Copyright ©2008 Ford-Werke GmbH Service training programs D-F/GT1 (GB) Preface More stringent exhaust and noise emission standards and calls for lower fuel consumption continue to place new demands on the fuel injection and engine management systems of diesel engines In order to satisfy these requirements, the injection system must inject the fuel at high pressure into the combustion chamber to provide good mixture preparation and, at the same time, meter the injected fuel quantity with the highest possible accuracy The common rail system offers good potential for development, which is of particular significance both now and in the future By separating the pressure generation process from the injection process, the optimum injection pressure is always available for the injection process, regardless of engine speed Modern engine management systems ensure that the fuel injection timing and injected fuel quantity are exactly calculated and delivered to the engine cylinders by the fuel injectors The following common rail systems are currently installed in Ford vehicles: – Bosch common rail system, – Siemens common rail system, – Denso common rail system Another big step towards achieving cleanliness in diesel engines is the newly developed diesel particulate filter system This system helps reduce micro-fine diesel particulates by up to 99% Completion of the eLearning program "Diesel Fuel Injection and Engine Management Systems" is a prerequisite for the study of this Student Information This Student Information is divided into lessons At the end of each lesson there is a set of test questions that are designed to monitor the student's progress The solutions to these test questions can be found at the end of the Student Information Please remember that our training literature has been prepared for FORD TRAINING PURPOSES only Repairs and adjustments MUST always be carried out according to the instructions and specifications in the workshop literature Please make full use of the training offered by Ford Technical Training Courses to gain extensive knowledge of both theory and practice Service Training (G1008812) Table of Contents PAGE Preface Lesson – General Information Overview of the systems Introduction 10 Injection characteristics 11 Torque 13 Emission Standard IV with or without DPF 13 Cleanliness when working on the common rail system 13 Test questions 14 Lesson – Fuel System Overview 15 Low-pressure system 20 General 20 Bosch common rail system 21 Fuel filter 21 Overview of the high-pressure system 25 Fuel pump 27 Fuel rail (common rail) 33 High-pressure fuel lines 33 Fuel injectors (general) 33 Solenoid valve-controlled fuel injectors 34 Piezo-controlled fuel injectors 37 Siemens common rail system 42 Fuel filter 42 Overview of the high-pressure system 43 Fuel pump 44 Fuel rail and high-pressure fuel lines 47 Fuel injectors 48 Denso common rail system 53 Fuel filter 53 Overview of the high-pressure system 54 Fuel pump 55 Fuel rail and high-pressure fuel lines 58 Fuel injectors 60 Test questions 62 Service Training Table of Contents Lesson – Powertrain Control Module (PCM) General 63 Input signals 63 Output signals 63 Diagnosis 64 PCM and peripherals 65 Bosch common rail system 65 Siemens common rail system 69 Denso common rail system 73 Strategies 75 Idle speed control 75 Fuel metering calculations 75 Smooth-running control (cylinder balancing) 77 External intervention into the injected fuel quantity 77 Controlling fuel injection 78 Controlling the fuel pressure 79 EGR system 81 Boost pressure control 83 EOBD 86 General 86 Fault logging and storing 87 Test questions 88 Lesson – Sensors Introduction 89 CKP sensor 89 CMP sensor 91 MAP sensor 92 IAT sensor 93 MAPT sensor 93 BARO sensor 94 ECT sensor 94 CHT sensor (Kent and Puma diesel engines only) 96 Combined IAT sensor and MAF sensor 98 HO2S 99 Turbocharger position sensor (certain versions only) 100 Vehicle speed signal 101 APP sensor 102 Service Training Table of Contents Fuel temperature sensor 103 Fuel pressure sensor 104 Engine oil level sensor (2.4L/3.2L Duratorq-TDCi (Puma) diesel engine) 105 Engine oil level sensor (2.2L Duratorq-TDCi (DW) diesel engine) 107 Oil pressure switch 109 Stoplamp switch/BPP switch 109 CPP switch 110 Test questions 111 Lesson – Actuators Fuel metering valve 112 Fuel pressure regulator 114 Fuel injectors (solenoid valve-controlled) 116 Fuel injectors (piezo-controlled) 118 EGR valve 119 Wastegate control valve (vacuum-controlled systems) 121 Intake manifold flap and intake manifold flap solenoid valve (vacuum-controlled systems) 122 Intake manifold flap actuator motor (1.6L Duratorq-TDCi (DV) diesel engine, Emission Standard IV) 123 Turbocharger variable vane electrical actuator 125 Electric fuel pump (2.2L Duratorq-TDCi (DW) diesel engine only) 128 Test questions 129 Lesson – Engine Emission Control Introduction 130 Pollutant emissions reduction 130 DPF (general) 130 Regeneration of the DPF (general) 131 DPF with fuel additive system 133 Component overview 133 DPF 135 Charge air cooler bypass 136 Fuel additive system – general 138 Components of the fuel additive system 139 Component overview – system control 141 PCM 143 Fuel additive control unit 143 Fuel additive pump unit 144 Tank flap switch 145 Exhaust gas temperature sensor(s) 146 Service Training Table of Contents DPF differential pressure sensor 147 Intake manifold flap actuator motors (Bosch system only) 148 Charge air cooler bypass flap actuator motor (Bosch system only) 148 Intake manifold flap and charge air cooler bypass flap solenoid valves (Siemens system) 150 Coated diesel particulate filter (DPF) 151 Overview of the DPF 151 Passive regeneration 151 Active regeneration 152 Notes on the oil change interval 152 DPF regeneration indicator (2006.5 Transit only) 153 Intake manifold flap 153 Components of the engine emission control system 154 Exhaust gas temperature sensor(s) 155 DPF differential pressure sensor 155 Intake manifold flap position sensor (vacuum-controlled systems) 156 Intake manifold flap unit 157 Fuel vaporiser system 158 General 158 Fuel vaporiser system fuel pump 159 Fuel vaporiser 160 Test questions 161 Answers to the test questions 162 List of Abbreviations 163 Service Training Lesson – General Information Overview of the systems Bosch common rail system with "solenoid valve-controlled" fuel injectors E51104 (G1009902) Service Training Lesson – General Information Bosch common rail system with "piezo-controlled" fuel injectors E96077 Service Training (G1009902) Lesson – General Information Siemens common rail system E53583 (G1009902) Service Training Lesson – Engine Emission Control DPF with fuel additive system The DC motor is supplied with battery voltage by means of the ignition relay in the battery junction box The actuation of the DC motor and therefore the adjustment of the charge air cooler bypass flap is performed by the PCM connecting to ground (pulse width modulated) The position sensor is supplied with a reference voltage The voltage drop at the position sensor (variable resistance via sliding contact) signals the precise angular position of the charge air cooler bypass flap to the PCM Effects of faults In the event of a fault, limited regeneration is still possible depending upon how high the intake air temperature is and the operating condition of the engine Diagnosis Monitoring of the charge air cooler bypass flap (by means of the position sensor) includes the following checks: • reference voltage of the position sensor, E51722 • limit range check, PCM • plausibility check, Actuator motor • control deviations, Position sensor • sticking charge air cooler bypass flap DC motor Service Training (G1009908) 149 DPF with fuel additive system Lesson – Engine Emission Control Intake manifold flap and charge air cooler bypass flap solenoid valves (Siemens system) Purpose and function E54236 Intake manifold flap vacuum actuator Charge air cooler bypass flap solenoid valve Charge air cooler bypass flap vacuum actuator PCM Intake manifold flap solenoid valve The intake manifold flap has another function in addition to restricting the intake air for exhaust gas recirculation and closing the intake system when the engine is stopped During the regeneration phase, the intake manifold flap closes off the air flow via the charge air cooler depending on requirements At the same time, uncooled charge air is fed via the charge air cooler bypass flap Adjustment of the intake manifold flap is performed by the intake manifold flap solenoid valve via vacuum Effects of faults If a fault occurs at one (or both) of the two solenoid valves, limited regeneration is still possible depending upon how high the intake air temperature is and the operating condition of the engine Diagnosis Both solenoid valves are monitored for short and open circuit During the regeneration phase, the charge air cooler bypass flap opens, enabling uncooled charge air to be directed to the combustion chambers The uncooled air prevents cooling of the combustion chamber at low engine speeds/engine loads and this promotes the regeneration of the DPF Adjustment of the charge air cooler bypass flap is performed by the charge air cooler bypass flap solenoid valve via vacuum In accordance with the requirements, the solenoid valves are actuated at a specified duty cycle by the PCM 150 (G1009908) Service Training Lesson – Engine Emission Control Coated diesel particulate filter (DPF) Overview of the DPF Illustration shows the DPF in the exhaust tract of the 2.2L Duratorq-TDCi (DW) diesel engine E97474 Oxidation catalytic converter Rear pipe to the DPF differential pressure sensor Flexible pipe Front pipe to the DPF differential pressure sensor DPF exhaust gas temperature sensor DPF Catalytic converter exhaust gas temperature sensor The coated DPF is shaped like a honeycomb and is made from silicon carbide, similar to the DPF in the system with fuel additive (see relevant section in this Student Information) A passive regeneration of the DPF is possible at temperatures above 300 °C with the aid of the coating (platinum ceroxide) In this temperature range, the trapped diesel particulates are converted catalytically The exhaust gas temperature required for passive regeneration is often not attained In this case, the trapped diesel particulates must be burned off from time to time with the aid of an active regeneration process Passive regeneration The exhaust gases flow through the walls of the silicon element In doing so, the diesel particulates remain adhered to the ceramic wall that has been coated with a platinum ceroxide layer Service Training (G1009908) Oxidation of carbon monoxide (CO) and hydrocarbon (HC): • As with the oxidation catalytic converter, CO and HC are oxidised With high levels of CO and HC exhaust emissions, the energy release is considerable The resultant jump in temperature acts directly at the point at which high temperatures are required for oxidising the diesel particulates Oxidation of nitrogen monoxide (NO) into nitrogen dioxide (NO2): • NO is oxidised into NO2 at the catalytic coating • NO2 is a more active oxidation agent than O2 and therefore oxidises the diesel particulates even at low exhaust gas temperatures (from 300 to 450 °C approx.) The effect is known as the CRT (Continuously Regenerating Trap) effect or as passive regeneration 151 Coated diesel particulate filter (DPF) Lesson – Engine Emission Control Oxidation of carbon monoxide (CO) into carbon dioxide (CO2): However, if it is necessary to install a new DPF, a parameter reset must be performed via the IDS • Another operative mechanism is the oxidation of the CO, which is produced at low regeneration temperatures during the oxidation of diesel particulates, into CO2 The combustion of diesel particulates is improved by the localised generation of heat With some versions, the parameters of the DPF differential pressure sensor must also be reset In this regard, always refer to the instructions in the current Service Literature At temperatures from 300 °C to 450 °C (attained largely outside of cities), a passive regeneration of the DPF therefore takes place continuously It is not necessary for the engine management to intervene High exhaust gas temperatures of approx 600 °C must be generated for active regeneration of the coated DPF Active regeneration For situations where the vehicle is frequently driven for short distances, active regeneration must be initiated at certain intervals The PCM registers the engine's operating data and initiates active regeneration after evaluating the data from the DPF differential pressure sensor An attempt is then made by the engine management system to attain the necessary temperature of approximately 600 °C for combusting the trapped diesel particulates The following measures are taken to achieve this: • a post-injection close to the main injection, • increasing the injected fuel quantity, • retarded main injection, • restricting the intake air via an intake manifold flap, • a second post-injection at a distance from the main injection (if necessary) Note: The measures listed above are not always all active The map decides the measures that have to be taken to increase the temperature as a function of the operating conditions During active regeneration, the EGR system is deactivated The active regeneration process can take up to 20 minutes Notes on the oil change interval With frequent journeys in the lower partial load range, the maximum number of available measures must usually be taken to attain the exhaust gas temperature necessary for an active regeneration The intervals between the individual regeneration processes are then also shorter, so that the maximum number of available measures have to be taken more often When using the maximum number of available measures, retarded post-injection is frequently used Retarded post-injection results in a greatly increased dilution of the engine oil In extreme cases, this means that the engine lubrication is no longer adequately guaranteed In order to detect excessively diluted engine oil, an oil quality calculation strategy has been implemented in the PCM software This strategy calculates the oil quality, taking into consideration the engine operating conditions and the measures for increasing the exhaust gas temperature during the regeneration processes If the strategy determines more than % fuel in the engine oil, a corresponding text message is activated in the instrument cluster This text message signals to the driver as well as to the Ford Service personnel that an oil change must be carried out ahead of schedule After each oil change, the parameters for the oil quality calculation must be reset (see also the instructions in the current Service Literature) Service instructions The coated DPF is installed in the vehicle for life It therefore has no maintenance intervals (at the time of going to print) 152 (G1009908) Service Training Lesson – Engine Emission Control Coated diesel particulate filter (DPF) DPF regeneration indicator (2006.5 Transit only) If in addition to the DPF regeneration indicator and the MIL the transmission control indicator is also switched on, a new DPF must be installed Note: If the vehicle is mainly operated with sufficient exhaust gas temperatures, it is very possible that the DPF regeneration indicator will never come on With sufficient exhaust gas temperatures, the vehicle is always able to independently initiate and complete the necessary regeneration processes Intake manifold flap Installation position Illustration shows the system with vacuum control E98563 It is not always the case that vehicles are operated in the temperature ranges required for regeneration of the DPF The indicator indicates to the driver when there is a risk of the DPF becoming overloaded E98519 Illumination of the indicator signals to the driver that the vehicle needs to be operated at a higher engine speed to initiate and complete an active regeneration process To this end, the vehicle should be driven at a higher engine speed for at least 30 minutes Long periods of idling should be avoided The indicator goes out again following successful regeneration The vehicle can now be used as normal If the required active regeneration process cannot be successfully completed, in addition to the DPF regeneration indicator, the MIL is also switched on If this happens, the vehicle must be brought to the nearest Authorised Ford Dealer The technician can initiate active regeneration using the IDS Service Training (G1009908) The intake manifold flap is located in a housing that is mounted directly on the intake manifold Purpose and function A high temperature (approx 600 °C) is needed to burn off the diesel particulates trapped in the DPF This temperature, however, is not attained in all of the engine's operating conditions Under certain operating conditions, the intake manifold flap is partially closed in the lower partial load range The resulting lack of fresh air intake results in the combustion chambers no longer being cooled as sharply This helps to increase the exhaust gas temperature 153 Coated diesel particulate filter (DPF) Lesson – Engine Emission Control Components of the engine emission control system 10 11 E98520 Catalytic converter exhaust gas temperature sensor CAN DLC DPF exhaust gas temperature sensor DPF differential pressure sensor Intake manifold flap solenoid valve (only with vacuum-controlled systems) MAP sensor 10 Fuel injector Intake manifold flap position sensor (only with vacuum-controlled systems) 11 Intake manifold flap unit (with systems with electrical actuator unit) PCM Service instructions Before installing a new PCM or before loading new software as well as after installing a new DPF differential pressure sensor, always read the instructions in the current Service Literature 154 (G1009908) Service Training Lesson – Engine Emission Control Coated diesel particulate filter (DPF) Exhaust gas temperature sensor(s) Diagnosis Installation position The monitoring system checks: • the sensor for short circuit to ground/battery and open loop, • logical rise/fall rate of the signal, whereby intermittent faults are detected (e.g loose connector contacts), • for plausibility DPF differential pressure sensor Installation position E48497 One or two sensors are installed, depending on the system System with one sensor: • The sensor is located immediately upstream of the DPF System with two sensors: • One sensor is located upstream of the oxidation catalytic converter and • one sensor is located immediately upstream of the DPF Purpose and function The exhaust gas temperature of at least 550 °C to 600 °C required for burning off the diesel particulates is detected by the sensor(s) and transmitted to the PCM Depending on the exhaust gas temperature calculated, the PCM decides whether or not the regeneration process can be initiated Effects of faults In the event of a fault, the PCM calculates a substitute value Specific regeneration of the DPF, however, is no longer possible E59691 The differential pressure sensor is located in the engine compartment, near the bulkhead Purpose and function The sensor measures the current exhaust gas pressure upstream and downstream of the DPF and determines the differential pressure based on the readings For this purpose there is a pipe connection upstream and downstream of the DPF The readings are converted by the sensor into a voltage signal and transmitted to the PCM The soot particles and ash collected in the DPF result in a change in pressure in the exhaust gas stream upstream and downstream of the DPF The altered pressure value owing to the ash/soot load is used by the PCM as an input variable for determining soot and ash load Service Training (G1009908) 155 Coated diesel particulate filter (DPF) Lesson – Engine Emission Control Furthermore, the sensor detects a defective DPF Effects of faults If the sensor is defective, the PCM calculates the timing of the next regeneration Intake manifold flap position sensor (vacuum-controlled systems) Installation position Overloaded or blocked DPF: • The PCM continuously calculates the load status of the DPF from the engine's operating conditions and from the input variable of the sensor • With an increasing soot load, the engine torque is also continuously reduced • If the DPF is blocked, the MIL is set Diagnosis The monitoring system checks: • the sensor for short circuit to ground/battery and open loop, • the measured sensor values for plausibility (comparison with the map data) Via the sensor, the monitoring system detects: • an overloaded/blocked DPF (The pressure drop across the filter is too great and the differential pressure exceeds a calibrated maximum value.) E97945 The sensor is installed at the intake manifold flap housing, near the intake manifold flap Purpose and function In vehicles with coated DPF, the exact position of the intake manifold flap has an effect on the active regeneration process (see the section "Intake manifold flap" in this lesson) The sensor works inductively (contactless) and is therefore insensitive to slight contamination • a defective/missing DPF (The pressure drop across the filter is too low and the differential pressure falls below a calibrated minimum value.) The sensor is supplied with a reference voltage (5 V ± %) The analogue output signal to the PCM is between and 95% of the reference voltage Service instructions Effects of faults With some systems, it is necessary to carry out a parameter reset using the IDS after installing a new sensor In this regard, always refer to the instructions in the current Service Literature Specific regeneration is only possible to a limited extent In extreme cases, this leads to overloading of the DPF and thus to reduced engine power output Diagnosis The monitoring system checks: • the sensor for short to ground/battery (by means of a limit range check) and open loop, • the logical rise/fall rate of the signal, whereby intermittent faults are detected Service instructions Following installation of a new sensor, it must be initialised using the PCM (refer to the instructions in the current Service Literature) 156 (G1009908) Service Training Lesson – Engine Emission Control Coated diesel particulate filter (DPF) Intake manifold flap unit Diagnosis Installation position Intake manifold flap unit monitoring is divided into the following steps: Intake manifold flap unit with integrated actuator motor and position sensor • Monitoring of the DC motor via the PCM output stage • Monitoring of the position sensor: – Limit monitoring: the PCM constantly checks if the incoming signal is within the limits – Monitoring for short circuit and open circuit – Reference voltage monitoring • Monitoring of the intake manifold flap: E98522 The unit is mounted directly at the intake manifold Purpose and function The intake manifold flap is partially closed as required during the active regeneration process This helps to increase the exhaust gas temperature – The position sensor detects a jammed or sticking intake manifold flap Service instructions With some systems, it is necessary after installing a new intake manifold flap unit to carry out an initialisation using the IDS In this regard, always refer to the instructions in the current Service Literature The intake manifold flap unit consists of the following components: • intake manifold flap, • actuator motor, • position sensor The intake manifold flap is operated by a DC motor Actuation is performed via PWM by the PCM The current position of the intake manifold flap is detected by a position sensor (potentiometer) The output signal is an analogue voltage signal Effects of faults Specific regeneration is only possible to a limited extent In extreme cases, this leads to overloading of the DPF and thus to reduced engine power output If the intake manifold flap becomes jammed closed, the engine cannot be started Service Training (G1009908) 157 Fuel vaporiser system Lesson – Engine Emission Control General E98530 Fuel vaporiser system fuel pump Fuel outlet bore Fuel line Electrical connection for glow plug Non-return valve Main oxidation catalytic converter Fuel vaporiser DPF with integrated oxidation catalytic converter Centring 158 (G1009908) Service Training Lesson – Engine Emission Control NOTE: At the time of going to print, the fuel vaporiser system is only planned for the 2.4L Duratorq-TDCi in the 2006.5 Transit Fuel vaporiser system Fuel vaporiser system fuel pump Purpose and function For space reasons, the coated DPF of the 2.4L Duratorq-TDCi (Puma) diesel engine is located far behind the main oxidation catalytic converter The exhaust gas temperature (approx 600 °C) generated by engine-based measures for active regeneration of the DPF would cool too rapidly before the DPF is reached Active regeneration of the DPF would therefore not be possible To attain the necessary exhaust gas temperature for active regeneration, a fuel vaporiser system is installed here With the help of the fuel vaporiser system, vaporised fuel is injected to the exhaust tract The vaporised fuel reacts in the second oxidation catalytic converter, which is located immediately upstream of the DPF This second oxidation catalytic converter and the DPF are contained in a single housing Through the reaction of the vaporised fuel in the second oxidation catalytic converter, the exhaust gas temperature of around 600 °C required for burning off the trapped diesel particulates is attained The fuel vaporiser system is actuated by the PCM under the following conditions: • The trapped diesel particulates must be burned off with the aid of an active regeneration process • The exhaust gas temperature upstream of the DPF must be at least 205 °C The fuel vaporiser system is activated during the entire active regeneration process (approx 10 - 15 minutes) Service instructions After working on the fuel vaporiser system (e.g after renewing the fuel vaporiser system fuel pump or one of the fuel lines), the system must be bled After cleaning the fuel system (e.g due to incorrect refuelling of the vehicle with petrol), the fuel vaporiser system must also be cleaned and then bled E98544 The fuel vaporiser system fuel pump is a reciprocating piston pump The pump stroke is generated electromagnetically All cavities are filled with fuel in currentless state When the solenoid coil is energised, the solenoid armature pushes the pump plunger against a spring The pump plunger opens a non-return valve in the pump and expels the fuel The pump plunger simultaneously closes the bores to the pump chamber At the same time, the armature chamber is filled with new fuel If the power is switched off, the spring pushes the solenoid armature and the pump plunger back This creates a vacuum and the fuel enters via the bore The pump delivers fuel to the fuel vaporiser for the duration of the regeneration process The fuel pump is actuated by the PCM during active regeneration with a frequency of Hz Service instructions After installing a new fuel vaporiser system fuel pump, the fuel vaporiser system must be bled In this regard, always refer to the instructions in the current Service Literature Effects of faults If the pump is defective, active regeneration can no longer be carried out The result is a blocked DPF In this regard, always refer to the instructions in the current Service Literature Service Training (G1009908) 159 Fuel vaporiser system Lesson – Engine Emission Control Fuel vaporiser Purpose and function E97163 Fuel vaporiser Glow plug Fuel vaporiser chamber Fuel outlet bore Non-return valve At the start of the regeneration process, the glow plug in the fuel vaporiser is actuated by the PCM A few seconds later, the fuel vaporiser system fuel pump delivers fuel to the fuel vaporiser chamber The delivered fuel flows past the heated glow plug, vaporising in the process The vaporised fuel then flows into the exhaust tract via the outlet bore The non-return valve ensures the necessary pressure and prevents the fuel line draining The fuel is admitted into the fuel vaporiser chamber at a pressure of less than bar 160 (G1009908) Service Training Lesson – Engine Emission Control Test questions Tick the correct answer or fill in the gaps What is the fuel additive used for? a To enhance the performance of the engine b To lower the NOX emissions during the regeneration process c To support the combustion of HC emissions inside the engine d To lower the combustion temperature for the deposited diesel particulates What is the advantage of the coated DPF? a No interventions by the engine management system are required b Active regeneration can take place at 300 °C c The fuel additive tank is designed with a large enough volume so that no fuel additive needs to be topped up for the service life of the vehicle d No fuel additive is required What must be performed on vehicles with coated DPF after each oil change? a A reset of the parameters for the soot load of the DPF b A reset of the parameters for the oil quality calculation c A reset of the differential pressure sensor parameters d A visual inspection of the DPF for signs of overheating The fuel vaporiser system a pumps fuel from the EVAP (Evaporative Emission) canister directly into the exhaust tract b injects vaporised fuel into the exhaust tract c injects vaporised fuel directly into the engine cylinder during the exhaust stroke d injects vaporised fuel directly into the intake tract Service Training (G1009909) 161 Answers to the test questions Lesson – General Information b c d c Lesson – Fuel System b a b c Lesson – Powertrain Control Module (PCM) c a d c Lesson – Sensors c a b c Lesson – Actuators d c a c Lesson – Engine Emission Control d d b b 162 Service Training List of Abbreviations ABS Anti-lock Brake System IDS Integrated Diagnostic System APP Accelerator Pedal Position KS Knock Sensor BARO Barometric Pressure MAF Mass Air Flow BDC Bottom Dead Center MAP Manifold Absolute Pressure BPP Brake Pedal Position MAPT Manifold Absolute Pressure And Temperature CAN Controller Area Network MIL Malfunction Indicator Lamp CHT Cylinder Head Temperature NOX Oxides Of Nitrogen CKP Crankshaft Position NTC Negative Temperature Coefficient CMP Camshaft Position O2 Oxygen CO Carbon Monoxide PATS Passive Anti-theft System CO2 Carbon Dioxide PCM Powertrain Control Module CPP Clutch Pedal Position PTC Positive Temperature Coefficient DC Direct Current PWM Pulse Width Modulation DLC Data Link Connector TC Turbocharger DPF Diesel Particulate Filter TDC Top Dead Center DTC Diagnostic Trouble Code T-MAP ECT Engine Coolant Temperature Temperature And Manifold Absolute Pressure EGR Exhaust Gas Recirculation VSS Vehicle Speed Sensor EOBD European On-board Diagnostic WDS Worldwide Diagnostic System European On-Board Diagnostics EOP Engine Oil Pressure EPROM Erasable Programmable Read Only Memory EVAP Evaporative Emission GEM Generic Electronic Module HC Hydrocarbon HO2S Heated Oxygen Sensor IAT Intake Air Temperature Service Training 163