Engine Controls - Diagnostic Methods - (Hybrid): Diagnosis Ford Escape I facelift

Diagnostic Tools and Equipment

Below is an equipment list with corresponding part numbers

REQUIRED SAFETY EQUIPMENT

Scheme 191

1. Rubber insulating gloves NOTE: The rubber insulating gloves are to be worn while working on high-voltage components or high-voltage cables. They must be inspected before use and must be worn in conjunction with the leather outer glove. Any hole in the rubber glove is a potential entry point for high voltage. To inspect the glove roll it up from the open end until the lower portion of the glove begins to balloon from the resulting pressure. If the glove leaks any air it must not be used.
2. 4 safety cones NOTE: The buffer zone is required only when working with the high-voltage components or cables. Position 4 orange safety cones around the corners of the vehicle to mark off a 1 meter (3 feet) perimeter around the vehicle.
3. Safety face shield NOTE: The safety face shield is to be worn while working on high-voltage components or high-voltage cables.

REQUIRED EQUIPMENT

1. Rotunda Worldwide Diagnostic System (WDS), Vehicle Communication Module (VCM) with appropriate adapters or equivalent diagnostic tool with functionality described under Diagnostic Tool Setup and Functionality.
2. Evaporative Emission System Tester 310-F007 (134-00056) or equivalent. RECOMMENDED EQUIPMENT
3. Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.) Resolution 3.4 kPa (1 in-Hg.)
4. Rotunda Vacuum Tester 014-R1054 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.)
5. Rotunda 73III Automotive Meter 105-R0057 or equivalent. Input impedance 10 Megaohm minimum.
6. Spark Tester D81P-6666-A (303-D037) or equivalent.
7. Non-powered test lamp.

OPTIONAL EQUIPMENT

1. Rotunda Fuel (Gasoline) pressure test kit 134-R0087 or equivalent. (Use tool manufacturer's instructions.)

Diagnostic Tool Set-up and Functionality

The diagnostic tool must be connected to the data link connector (DLC) for communication with the vehicle.

The DLC is located in the passenger compartment. It is attached to the instrument panel and accessible from the driver seat.

The DLC is rectangular in design and capable of accommodating up to 16 terminals. The connector has keying features to allow easy connection. The vehicle connector and the test equipment connector have latching features that make sure the test equipment connector remains mated when properly connected.

The required diagnostic tool functions are listed below

1. Monitor, record, and playback of PIDs
2. Freeze frame PID data
3. Diagnostic test modes; self-test, clear diagnostic trouble codes (DTCs)
4. Output state control
5. Output test mode
6. Resetting keep alive memory (KAM)
7. Diagnostic monitoring test results for on-board diagnostic (OBD) on-board monitors
8. On-board system readiness (OBD monitor completion status)

Some of these functions are described in this article. Refer to the diagnostic tool manufacturer's manual for specific information on diagnostic tool set-up and operation.

Quick Test

The quick test is divided into 3 specialized tests

1. Key On Engine Off (KOEO) On-Demand Self-Test
2. Key On Engine Running (KOER) On-Demand Self-Test
3. Continuous Memory Self-Test

The quick test checks the integrity and function of the electronic engine control (EEC) system, and the hybrid-electric system. The results of the quick test are requested and displayed on the diagnostic tool. The quick test also provides a quick end check of both the powertrain control system and the hybrid-electric system. It is usually carried out at the start of each diagnostic procedure with all accessories off. The quick test is also carried out at the end of most pinpoint tests for verification of the repair and to make sure no other faults were incurred while repairing a previous fault. A system pass is displayed when no diagnostic trouble codes (DTCs) are output and a diagnostic tool communication error does not exist. System pass means that hardware monitored by the powertrain control module (PCM) or the transaxle control module (TCM) is functioning within the normal operating limits. Only a system pass, a DTC, or an incomplete on board diagnostic (OBD) drive cycle (P1000) is displayed.

Note. Do not carry out consecutive quick tests without turning the key to OFF position for a minimum of 15 seconds.

Note. Some faults within the hybrid-electric system may prevent the TCM from executing key on engine off (KOEO) on-demand self-test. When one or more of the following DTCs are stored in the TCM continuous memory the KOEO on-demand self-test is not executed: P0613, P0A90, P0A1B, P0A1A, P2806, P0A0A, and U0294.

Key On Engine Off (KOEO) On-Demand Self-Test

The KOEO on-demand self-test is a functional test of the PCM or the TCM, and is carried out on demand with the ignition key in the ON position and the engine OFF. This test carries out checks on certain input and output circuits. A fault must be present at the time of testing for the KOEO self-test to detect the fault. When a fault is detected, a DTC is output on the data link at the end of the test when requested by a diagnostic tool. The KOEO on-demand self-test can be executed with the gear selector in PARK only.

Key On Engine Running (KOER) On-Demand Self-Test

The KOER on-demand self-test is a functional test of the PCM, and is carried out on-demand with the ignition key in the START position, the engine running and the vehicle stopped. A check of certain inputs and outputs is made during operating conditions and at a normal temperature. The brake pedal position (BPP) test is a part of the KOER on-demand self-test and must be carried out during this operation. A fault must be present at the time of testing for the KOER on-demand self-test to detect the fault. When a fault is detected, a DTC is output on the data link at the end of the test when requested by a diagnostic tool. The KOEO on-demand self-test can be executed with the gear selector in PARK only.

Continuous Memory Self-Test

The continuous memory self-test is a functional test of the PCM or the TCM which is carried out under any condition (engine running or OFF) with the ignition key in ON position. Unlike the KOEO and KOER on-demand self-tests, the continuous self-test is always active. A fault does not need to be present when retrieving continuous memory self-test DTCs, making the test valuable when diagnosing intermittent faults. The vehicle may need to be driven or the OBD drive cycle completed to allow the PCM or the TCM to detect a fault. Refer to ON BOARD DIAGNOSTIC (OBD) DRIVE CYCLE for more information. When a fault is stored in memory, a DTC is output on the data link at the end of the test when requested by a diagnostic tool.

There are 3 types of continuous DTCs

1. an emission-related malfunction indicator lamp (MIL) code which illuminates the CHECK ENGINE indicator in the instrument cluster.
2. a non-emission related, non-MIL code which does not illuminate the CHECK ENGINE indicator, but illuminates CAUTION, HAZARD or both indicators.
3. a non-emission, non-MIL code which does not illuminate any indicators.

For emission-related MIL codes, the PCM stores the DTC in continuous memory when a fault is detected for the first time. At this point the DTC does not illuminate the MIL and is now considered a pending code. The purpose of pending codes is to assist in repair verification by reporting a pending DTC after 1 drive cycle. If the same fault is detected after the next ignition start-run cycle, the emission-related MIL code illuminates the MIL. The MIL remains on even if the fault is intermittent. The MIL is extinguished if the fault is not present through 3 consecutive drive cycles, the DTC that illuminates the MIL is cleared, or the keep alive memory (KAM) is reset. Also, an emission-related pending MIL and non-emission related (non-MIL) DTCs are erased after approximately 40 vehicle warm up cycles, a KAM reset, or when the DTCs are cleared.

Any diagnostic tool that meets OBD requirements can access the continuous memory to retrieve emission related MIL DTCs. However, not all diagnostic tools access pending and non-emission related (non-MIL) DTCs in the same way.

Note. In order to retrieve the DTCs, the diagnostic tool communication protocol must be compatible with the vehicle communication protocol.

During most diagnostic procedures in this manual, it is required that all DTCs be retrieved and cleared. Consult the instruction manual from the tool manufacturer for specific instructions.

Brake Pedal Position (BPP) Test

This tests the ability of the EEC system to detect a change of state in the BPP switch. The brake pedal must be briefly applied and released on all vehicles equipped with a BPP input. This is done during a KOER on-demand self-test.

Engine Cranking Diagnostic Mode

Note. Access the traction battery control module (TBCM) and monitor the traction battery SOC PID. If the monitored PID displays the SOC below 45%, start and idle the engine with full A/C ON. When the traction battery SOC exceeds 45%, the engine cranking diagnostic mode can be activated.

The engine cranking diagnostic mode is a powertrain control module (PCM) strategy which is separate from the normal operating strategy. It allows the engine to crank in a similar fashion as a conventional vehicle with the fuel disabled. When in this mode, the PCM commands the transaxle control module (TCM) to spin the generator which cranks the engine with the speed between 900 and 1,200 RPM. To activate the engine cranking diagnostic mode the gear selector must be in the PARK position, the traction battery state of charge (SOC) must be greater than 45%, and the ignition key must be cycled to the START position. The engine will crank as long as the traction battery SOC stays greater than 35%. The hazard indicator flashing once per second indicates that the vehicle is in the engine cranking diagnostic mode. This mode is helpful whenever the engine must be cranked but not started. Carry out the following sequence to activate this mode

1. Apply the parking brake.
2. Place the gear selector in the PARK position.
3. Key in the OFF position. CAUTION: Do not start the engine.
4. Key in the ON position with the engine OFF.
5. Within 5 seconds of the key in the ON position, fully apply the accelerator pedal and hold for 10 seconds.
6. Within 5 seconds release the accelerator pedal, shift the gear selector to the NEUTRAL position and fully apply the accelerator pedal.
7. Hold the accelerator pedal fully applied for 10 seconds.
8. Release the accelerator pedal and shift the gear selector to the PARK position.

If the sequence is properly executed the instrument cluster hazard indicator (red triangle) flashes once per second when the gear selector is shifted to the PARK position. The engine may be cranked by cycling the ignition key to the START position. If the ignition key stays in the START position for 15 seconds or longer, the PCM may set the diagnostic trouble code (DTC) P2535. The PCM exits the engine cranking diagnostic mode when the traction battery SOC drops below 35%, the gear selector is shifted to any gear other than PARK, or when the ignition key is turned to the OFF or ACC position.

Engine Running Diagnostic Mode

The engine running diagnostic mode is a PCM strategy which is separate from the normal operating strategy. When in this mode, the engine is running and does not turn off, as it does during the normal operation. The engine RPM may be increased to the desired speed as the vehicle is in the pedal follower mode. To activate the engine running diagnostic mode the gear selector must be in the PARK position, and the ignition key cycled to the START position. The engine is allowed to idle as long as the powertrain and hybrid-electric systems operate within the calibrated limits. The caution indicator flashing once per second indicates the vehicle is in the engine running diagnostic mode. This mode is helpful whenever the engine must stay running for diagnostics and repairs that require the engine to be idling for extended time. Carry out the following sequence to activate this mode

1. Apply the parking brake.
2. Place the gear selector in the PARK position.
3. Key in the OFF position. CAUTION: Do not start the engine
4. Key in the ON position with the engine OFF.
5. Within 5 seconds of the key in the ON position, fully apply the accelerator pedal and hold for 10 seconds.
6. Within 5 seconds release the accelerator pedal, shift the gear selector to the DRIVE position and fully apply the accelerator pedal.
7. Hold the accelerator pedal fully applied for 10 seconds.
8. Release the accelerator pedal and shift the gear selector to the PARK position.

If the sequence is properly executed the instrument cluster caution indicator (yellow wrench) flashes once per second when the gear selector is shifted to the PARK position. The engine may be started by cycling the ignition key to the START position. The PCM exits the engine running mode when the gear selector is shifted to any gear other than PARK, when the ignition key is turned to the OFF or ACC position, or the powertrain or hybrid-electric system exceeds calibrated limits.

Diagnostic Monitoring Test Results

The purpose of this test mode is to allow access to the results of the on board diagnostic (OBD) monitor diagnostic test results. The test values that are stored at the time of the particular monitor completion are displayed when the particular test identification is requested. Refer to the following table DIAGNOSTIC MONITORING TEST RESULTS TABLE for test information.

DIAGNOSTIC MONITORING TEST RESULTS TABLE

DIAGNOSTIC MONITORING TEST RESULTS TABLE

The conversion is done as follows

If the value is greater than 32767 then complement (change 0s to 1s and 1s to 0s), add 1 and a negative sign.

Example

Intermittent Diagnostic Techniques

Intermittent diagnostic techniques help find and isolate the root cause of intermittent faults associated with the electronic engine control (EEC) or the hybrid-electric system. The information is organized to help find the fault and carry out the repair. The process of finding and isolating an intermittent fault starts with recreating a fault symptom, accumulating powertrain control module (PCM) data, and comparing that data to typical values, then analyzing the results. Refer to the diagnostic tool users manual for the functions described below.

Before proceeding, be sure that

1. Customary mechanical system tests and inspections do not reveal a concern. (Remember, mechanical component conditions can make a PCM system react abnormally.)
2. Technical Service Bulletins (TSBs) if applicable, are reviewed.
3. Quick test and associated diagnostic subroutines have been completed without finding a fault, and the symptom is still present.

Adaptive Fuel Diagnostic Trouble Code (DTCs) Diagnostic Techniques

Adaptive fuel DTCs diagnostic techniques help isolate the root cause of the adaptive fuel concern. Before proceeding, attempt to verify if any driveability concerns are present. These diagnostic aids are meant as a supplement to the pinpoint test steps in the PINPOINT TEST article. For a description of fuel trim, refer to FUEL TRIM .