Computers and Control Systems: Description and Operation

Electronic Engine Controls

COMPONENT LOCATION - SHEET 1 OF 3









COMPONENT LOCATION - SHEET 2 OF 3









COMPONENT LOCATION - SHEET 3 OF 3









INTRODUCTION
The EEC (electronic engine control) system operates the engine to generate the output demanded by the accelerator pedal and loads imposed by other systems. The EEC (electronic engine control) system has an ECM (engine control module) that uses a torque-based strategy to evaluate inputs from sensors and other systems, then produces outputs to engine actuators to produce the required torque.
The EEC (electronic engine control) system controls the following:
- Charge air
- Fueling
- Ignition timing
- Valve timing
- Cylinder knock
- Idle speed
- Engine cooling fan
- Evaporative emissions
- On-board diagnostics
- Immobilization system interface
- Speed control.

ENGINE CONTROL MODULE









The ECM (engine control module) is installed in the passenger side protective box in the engine compartment, on a bracket attached to the engine bulkhead. The bracket also contains an electric cooling fan. The ECM (engine control module), which has an internal temperature sensor, controls the operation of the cooling fan. While the ignition is on, the cooling fan receives a power supply from the ECM (engine control module) relay in the EJB (engine junction box). When cooling is required, the ECM (engine control module) connects the cooling fan to ground.
The ECM (engine control module) has the capability of adapting its fuel and ignition control outputs in response to several sensor inputs.
The ECM (engine control module) receives inputs from the following:
- CKP (crankshaft position) sensor.
- CMP (camshaft position) sensors (4 off).
- ECT (engine coolant temperature) sensors (2 off).
- Knock sensors (4 off).
- MAP (manifold absolute pressure) sensor.
- MAFT (mass air flow and temperature) sensors (2 off).
- Throttle position sensor.
- Heated oxygen sensors (4 off).
- APP (accelerator pedal position) sensor.
- Ambient air temperature sensor.
- FRP (fuel rail pressure) sensor. For additional information, refer to Fuel Charging and Controls Fuel Charging and Controls
- Engine cooling fan. For additional information, refer to Engine Cooling Description and Operation
- Stoplamp switch. For additional information, refer to Anti-Lock Control - Traction Control Description and Operation
- Speed control cancel/suspend switch. For additional information, refer to Speed Control Description and Operation
- Oil level and temperature sensor. For additional information, refer to Engine Description and Operation
- Fuel LP (low pressure) sensor. For additional information, refer to Fuel Tank and Lines Fuel Tank and Lines
- Fuel pump driver module. For additional information, refer to Fuel Tank and Lines Fuel Tank and Lines
The ECM (engine control module) provides outputs to the following:
- Electronic throttle.
- Main relay.
- Heaters elements of the heated oxygen sensors (4 off).
- Fuel injectors (8 off). For additional information, refer to Fuel Charging and Controls Fuel Charging and Controls
- Ignition coils (8 off). For additional information, refer to Engine Ignition Description and Operation
- VCT (variable camshaft timing) solenoids (4 off). For additional information, refer to Engine Description and Operation
- Camshaft profile switching solenoids (2 off). For additional information, refer to Engine Description and Operation
- Variable intake system tuning valve. For additional information, refer to Intake Air Distribution and Filtering Intake Air Distribution and Filtering
- EVAP (evaporative emission) canister purge valve. For additional information, refer to Evaporative Emissions Description and Operation
- Engine starter relay. For additional information, refer to: Starting System (303-06D, Description and Operation).
- Engine cooling fan. For additional information, refer to Engine Cooling Description and Operation
- Generator. For additional information, refer to: Generator and Regulator (414-02D, Description and Operation).
- HP fuel pumps. For additional information, refer to Fuel Tank and Lines Fuel Tank and Lines
- Fuel pump driver module. For additional information, refer to Fuel Tank and Lines Fuel Tank and Lines
- DMTL (diagnostic module - tank leakage) (NAS only). For additional information, refer to Evaporative Emissions Description and Operation

CRANKSHAFT POSITION SENSOR





The CKP (crankshaft position) sensor is an inductive sensor that allows the ECM (engine control module) to determine the angular position of the crankshaft and the engine speed.
The CKP (crankshaft position) sensor is installed in the rear left side of the sump body, in line with the engine drive plate. The sensor is secured with a single screw and sealed with an O-ring. A two pin electrical connector provides the interface with the engine harness.
The head of the CKP (crankshaft position) sensor faces a reluctor ring pressed into the outer circumference of the engine drive plate. The reluctor ring has a 60 minus 2 tooth pattern. There are 58 teeth at 6° intervals, with two teeth removed to provide a reference point with a centerline that is 21° BTDC (before top dead center) on cylinder 1 of bank A.
If the CKP (crankshaft position) sensor fails, the ECM (engine control module):
- Uses signals from the CMP (camshaft position) sensors to determine the angular position of the crankshaft and the engine speed
- Adopts a limp home mode where engine speed is limited to a maximum of 3000 rev/min.
With a failed CKP (crankshaft position) sensor, engine starts will require a long crank time while the ECM (engine control module) determines the angular position of the crankshaft.

CAMSHAFT POSITION SENSORS





The CMP (camshaft position) sensors are MRE (magneto resistive element) sensors that allow the ECM (engine control module) to determine the angular position of the camshafts. MRE sensors produce a digital output which allows the ECM (engine control module) to detect speeds down to zero.
The four CMP (camshaft position) sensors are installed in the front upper timing covers, one for each camshaft.
Each CMP (camshaft position) sensor is secured with a single screw and sealed with an O-ring. On each CMP (camshaft position) sensor, a three pin electrical connector provides the interface with the engine harness.
The head of each CMP (camshaft position) sensor faces a sensor wheel attached to the front of the related VCT (variable camshaft timing) unit.
If an exhaust CMP (camshaft position) sensor fails, the ECM (engine control module) disables the VCT (variable camshaft timing) of both exhaust camshafts.
If an intake CMP (camshaft position) sensor fails, the ECM (engine control module) disables the VCT (variable camshaft timing) of both intake camshafts. This can result in the engine being slow, or failing, to start.

ENGINE COOLANT TEMPERATURE SENSORS





The ECT (engine coolant temperature) sensors are NTC (negative temperature coefficient) thermistors that allow the ECM (engine control module) to monitor the engine coolant temperature.
There are two identical ECT (engine coolant temperature) sensors installed, which are identified as ECT 1 and ECT 2. Each sensor is secured with a twist-lock and latch mechanism, and is sealed with an O-ring. A two pin electrical connector provides the interface between the sensor and the engine harness.

ECT 1
ECT 1 is installed in the heater manifold, at the rear of the RH (right-hand) cylinder head. The input from this sensor is used in calibration tables and by other systems.
If there is an ECT 1 fault, the ECM (engine control module) adopts an estimated coolant temperature. On the second consecutive trip with an ECT 1 fault, the ECM (engine control module) illuminates the MIL (malfunction indicator lamp).

ECT 2
ECT 2 is installed in the lower hose connector which attaches to the bottom of the thermostat. The input from this sensor is used for OBD (on-board diagnostic) 2 diagnostics and, in conjunction with the input from ECT 1, to confirm that the thermostat is functional.
If there is an ECT 2 fault, the ECM (engine control module) illuminates the MIL (malfunction indicator lamp) on the second consecutive trip.

KNOCK SENSORS





The knock sensors are piezo-ceramic sensors that allow the ECM (engine control module) to employ active knock control and prevent engine damage from pre-ignition or detonation.
Two knock sensors are installed on the inboard side of each cylinder head, one mid-way between cylinders 1 and 2, and one mid-way between cylinders 3 and 4. Each knock sensor is secured with a single screw. On each knock sensor, a two pin electrical connector provides the interface with the engine harness.
The ECM (engine control module) compares the signals from the knock sensors with mapped values stored in memory to determine when detonation occurs on individual cylinders. When detonation is detected, the ECM (engine control module) retards the ignition timing on that cylinder for a number of engine cycles, then gradually returns it to the original setting.
The ECM (engine control module) cancels closed loop control of the ignition system if the signal received from a knock sensor becomes implausible. In these circumstances the ECM (engine control module) defaults to base mapping for the ignition timing. This ensures the engine will not become damaged if low quality fuel is used. The MIL (malfunction indicator lamp) will not illuminate, although the driver may notice that the engine 'pinks' in some driving conditions and displays a drop in performance and smoothness.
The ECM calculates the default value if one sensor fails on each bank of cylinders.

MANIFOLD ABSOLUTE PRESSURE SENSOR





The MAP (manifold absolute pressure) sensor allows the ECM (engine control module) to calculate the load on the engine, which is used in the calculation of fuel injection time.
The MAP (manifold absolute pressure) sensor is installed in the air inlet of the intake manifold. The sensor is secured with a single screw and sealed with an O-ring. A three pin electrical connector provides the interface with the engine harness.
If the MAP (manifold absolute pressure) sensor fails, the ECM (engine control module) adopts a default value of 1 bar (14.5 lbf/in.2).
With a failed MAP (manifold absolute pressure) sensor, the engine will suffer from poor starting, rough running and poor driveability.

MASS AIR FLOW AND TEMPERATURE SENSORS





The MAFT (mass air flow and temperature) sensors allow the ECM (engine control module) to measure the mass flow and the temperature of the air flow into the engine. The mass air flow is measured with a hot film element in the sensor. The temperature of the air flow is measured with a NTC (negative temperature coefficient) thermistor in the sensor. The mass air flow is used to determine the fuel quantity to be injected in order to maintain the target air/fuel mixture required for correct operation of the engine and the catalytic converters.
There are two MAFT (mass air flow and temperature) sensors installed, one in each air cleaner outlet duct. Each MAFT (mass air flow and temperature) sensor is secured with two screws and sealed with an O-ring. On each MAFT (mass air flow and temperature) sensor, a five pin electrical connector provides the interface with the engine harness.
If the hot film element signal fails the ECM (engine control module) invokes a software backup strategy to calculate the mass air flow from other inputs. Closed loop fuel control, closed loop idle speed control and evaporative emissions control are discontinued. The engine will suffer from poor starting, poor throttle response and, if the failure occurs while driving, the engine speed may dip and surging may occur before recovering.
If the NTC (negative temperature coefficient) thermistor signal fails the ECM (engine control module) adopts a default value of 25 °C (77 °F) for the intake air temperature.

THROTTLE POSITION SENSORS
The TP (throttle position) sensors allow the ECM (engine control module) to determine the position and angular rate of change of the throttle blade.
There are two TP (throttle position) sensors located in the electronic throttle. See below for details of the electronic throttle.
If a TP (throttle position) sensor fails, the ECM (engine control module):
- Adopts a limp home mode where engine speed is limited to a maximum of approximately 2000 rev/min
- Discontinues evaporative emissions control
- Discontinues closed loop control of engine idle speed.
With a failed TP (throttle position) sensor, the engine will suffer from poor running and throttle response.

HEATED OXYGEN SENSORS





The heated oxygen sensors allow the ECM (engine control module) to measure the oxygen content of the exhaust gases, for closed loop control of the fuel:air mixture and for catalytic converter monitoring.
An upstream heated oxygen sensor is installed in the outlet of each exhaust manifold, which enables independent control of the fuel:air mixture for each cylinder bank. A downstream heated oxygen sensor is installed in each catalytic converter, which enables the performance of the catalytic converters to be optimized and monitored.
Oxygen sensors need to operate at high temperatures in order to function correctly. To achieve the high temperatures required, the sensors are fitted with heater elements that are controlled by a PWM (pulse width modulation) signal from the ECM (engine control module). The heater elements are operated after each engine start, once it has been calculated that there is no moisture in the exhaust (between 0 and 2 minutes delay), and also during low load conditions when the temperature of the exhaust gases is insufficient to maintain the required sensor temperature. The PWM (pulse width modulation) duty cycle is carefully controlled to prevent thermal shock to cold sensors. A non-functioning heater delays the sensor's readiness for closed loop control and increases emissions.
The upstream heated oxygen sensors produce a constant voltage, with a variable current that is proportional to the lambda ratio. The downstream heated oxygen sensors produce an output voltage dependant on the ratio of the exhaust gas oxygen to the ambient oxygen.
The heated oxygen sensors age with mileage, increasing their response time to switch from rich to lean and lean to rich. This increase in response time influences the ECM (engine control module) closed loop control and leads to progressively increased emissions. Measuring the period of rich to lean and lean to rich switching monitors the response rate of the upstream sensors.
Diagnosis of electrical faults is continually monitored in both the upstream and downstream sensors. This is achieved by checking the signal against maximum and minimum threshold, for open and short circuit conditions.
If a heated oxygen sensor fails:
- The ECM (engine control module) defaults to open loop fueling for the related cylinder bank
- The CO (carbon monoxide) and emissions content of the exhaust gases may increase
- The exhaust may smell of rotten eggs (hydrogen sulphide).
With a failed heated oxygen sensor, the engine will suffer from reduced refinement and performance.

ACCELERATOR PEDAL POSITION SENSOR





The APP (accelerator pedal position) sensor allows the ECM (engine control module) to determine the driver requests for vehicle speed, acceleration and deceleration. The ECM (engine control module) uses this information, together with information from the ABS (anti-lock brake system) module and the TCM (transmission control module), to determine the setting of the electronic throttle.
Three screws attach the APP (accelerator pedal position) sensor and integrated accelerator pedal to a bracket on the lower dash panel. A six pin electrical connector provides the interface with the vehicle harness.
The APP (accelerator pedal position) sensor is a twin track potentiometer. Each track receives an independent power supply from the ECM (engine control module) and returns an independent analog signal to the ECM (engine control module). Both signals contain the same positional information, but the signal from track 2 is half the voltage of the signal from track 1 at all positions.
If both signals have a fault, the ECM (engine control module) adopts a limp home mode, which limits the engine speed to 2000 rev/min maximum.
The ECM (engine control module) constantly checks the range and plausibility of the two signals and stores a fault code if it detects a fault.

AMBIENT AIR TEMPERATURE SENSOR





The AAT (ambient air temperature) sensor is a NTC (negative temperature coefficient) thermistor that allows the ECM (engine control module) to monitor the temperature of the air around the vehicle. The ECM (engine control module) uses the AAT input for a number of functions, including engine cooling fan control. The ECM (engine control module) also transmits the ambient temperature on the high speed CAN (controller area network) bus for use by other control modules.
The AAT sensor is installed on a bracket in the front bumper ducting, on the vehicle centerline.
The ECM (engine control module) supplies the sensor with a 5 V reference voltage and a ground, and translates the return signal voltage into a temperature.
If there is a fault with the AAT sensor, the ECM (engine control module) calculates the AAT from the temperature inputs of the MAFT (mass air flow and temperature) sensors. If the AAT sensor and the temperature inputs of the MAFT (mass air flow and temperature) sensors are all faulty, the ECM (engine control module) adopts a default ambient temperature of 25 °C (77 °F).

ELECTRONIC THROTTLE





The ECM (engine control module) uses the electronic throttle to help regulate engine torque.
The electronic throttle is attached to the intake manifold. For additional information, refer to Intake Air Distribution and Filtering Intake Air Distribution and Filtering
The throttle plate is operated by an electric DC (direct current) motor integrated into the throttle body. The ECM (engine control module) uses a PWM (pulse width modulation) signal to control the DC motor. The ECM (engine control module) compares the APP (accelerator pedal position) sensor inputs against an electronic request or value to determine the required position of the throttle plate. The ECM (engine control module) and electronic throttle are also required to:
- Monitor requests for cruise control operation
- Automatically operate the electronic throttle for accurate cruise control
- Perform all dynamic stability control engine interventions
- Monitor and carry out maximum engine speed and road speed cut outs
- Provide different engine maps for the ride and handling optimization system.
A software strategy within the ECM (engine control module) calibrates the position of the throttle plate at the beginning of each ignition cycle. When the ignition is turned on, the ECM (engine control module) performs a self test and calibration routine by fully closing the throttle plate and then opening it again. This tests the default position springs and allows the ECM (engine control module) to learn the fully closed position.

ECM RELAY
The ECM (engine control module) relay is used to initiate the power up and power down routines within the ECM (engine control module). The ECM (engine control module) relay is installed in the EJB (engine junction box).
When the ignition is turned on, battery voltage is applied to the ignition sense input. The ECM (engine control module) then starts its power up routines and energizes the ECM (engine control module) relay.
When the ignition is turned off, the ECM (engine control module) maintains its powered up state while it conducts the power down routines. This can be for:
- Up to 20 minutes in extreme cases, when the DMTL system is running (NAS markets) or the TCM (transmission control module) is 'kept awake' because of a 'not in park' condition
- Up to 5 minutes when cooling fans are required.
On completion of the power down routines the ECM (engine control module) de-energizes the ECM (engine control module) relay.

CONTROL DIAGRAM

Sheet 1 of 2

NOTE:
A = Hardwired.









Sheet 2 of 2

NOTE:
A = Hardwired; D = High speed CAN (controller area network) bus.









OPERATION

ECM Adaptations
The ECM (engine control module) has the ability to adapt the input values it uses to control certain outputs. This capability maintains engine refinement and ensures the engine emissions remain within the legislated limits. The components which have adaptations associated with them are:
- The APP (accelerator pedal position) sensor
- The heated oxygen sensors
- The MAFT (mass air flow and temperature) sensors
- The CKP (crankshaft position) sensor
- Electronic throttle
- Knock sensors.

Oxygen and MAFT Sensors
There are several adaptive maps associated with the fueling strategy. Within the fueling strategy the ECM (engine control module) calculates short-term adaptations and long term adaptations. The ECM (engine control module) will monitor the deterioration of the heated oxygen sensors over a period of time. It will also monitor the current correction associated with the sensors.
The ECM (engine control module) will store a fault code in circumstances where an adaption is forced to exceed its operating parameters. At the same time, the ECM (engine control module) will record the engine speed, engine load and intake air temperature.

Crankshaft Position Sensor
The characteristics of the signal supplied by the CKP (crankshaft position) sensor are learned by the ECM (engine control module). This enables the ECM (engine control module) to set an adaption and support the engine misfire detection function. Due to the small variation between different drive plates and different CKP (crankshaft position) sensors, the adaption must be reset if either component is renewed, or removed and refitted. It is also necessary to reset the drive plate adaption if the ECM (engine control module) is renewed or replaced. The ECM (engine control module) supports four drive plate adaptations for the CKP (crankshaft position) sensor. Each adaption relates to a specific engine speed range. The
engine speed ranges are detailed in the table below:





Misfire Detection
Legislation requires that the ECM (engine control module) must be able to detect the presence of an engine misfire. It must be able to detect misfires at two separate levels. The first level is an amount of misfire that could lead to the legislated emissions limit being exceeded by a given amount. The second level is a misfire rate that causes degradation in catalytic converter efficiency.
The ECM (engine control module) monitors the number of misfire occurrences within two engine revolution ranges. If the ECM (engine control module) determines a misfire failure within either of these two ranges, over two consecutive journeys, it will record a fault code and details of the engine speed, engine load and engine coolant temperature. In addition, if the second level of misfire occurs, on any trip, the ECM (engine control module) flashes the MIL (malfunction indicator lamp) while the fault is occurring.
The signal from the CKP (crankshaft position) sensor indicates how fast the poles on the drive plate are passing the sensor tip. A sine wave is generated each time a pole passes the sensor tip. The ECM (engine control module) can detect variations in drive plate speed by monitoring the sine wave signal supplied by the crankshaft position sensor. By assessing this signal, the ECM (engine control module) can detect the presence of an engine misfire. The ECM (engine control module) will evaluate the signal against a number of factors and will decide whether to record the occurrence or ignore it. The ECM (engine control module) can assign a misfire judgement to an individual cylinder, which can be viewed on Land Rover approved diagnostic equipment.

Diagnostics
The ECM (engine control module) stores each fault as a DTC (diagnostic trouble code). The DTC (diagnostic trouble code) and associated environmental and freeze frame data can be read using Land Rover approved diagnostic equipment, which can also read real time data from each sensor, the adaption values currently being employed and the current fueling, ignition and idle speed settings.