XC70 AWD L6-3.2L VIN 98 B6324S (2009)
The engine control module (ECM) primarily uses the signal from potentiometer 1 as a measurement of throttle opening. The signal from potentiometer 2
is mainly to check that potentiometer 1 is working. The engine control module (ECM) then uses the signal to calculate a throttle angle (actual value).
This is the actual throttle angle. The value for the actual throttle angle is used by those functions in the engine control module (ECM) which depend on
this information so that the throttle can be correctly regulated.
There is an adaptation (learning) in the engine control module (ECM) so that the control module can calculate how the damper motor needs to be
controlled. See "Adaptation of the throttle unit" below.
The throttle angle is regulated so that the actual angle (actual value) is the same as the angle calculated by the engine control module (ECM) (desired
value). The engine control module (ECM) also uses the values that were stored during adaptation of the throttle angle, and the actual signals from the
potentiometers.
The damper motor is deployed by the integrated power stage in the engine control module (ECM) using a pulse width modulation (PWM) signal. The
torsion from the opening and return springs in the electronic throttle unit is also used. If there is a fault in the engine control module (ECM) so that the
throttle unit cannot be operated or powered, the springs in the throttle unit will turn the throttle disc to the limp home position (return position). This
return position gives a throttle angle large enough to allow the car to be driven to a workshop, although with considerably reduced drivability.
Throttle angle
The throttle angle is usually gauged by potentiometer 1. For small angles the amplified signal is used to obtain a clearer signal. The engine control
module (ECM) also monitors the throttle unit signals from the potentiometers to check that they are plausible, that they are within the minimum and
maximum limits and that the signals correspond to the same throttle angle. If there is a difference in the signals, a fictitious throttle signal is calculated
from the load signal, the engine speed (rpm) and the prevailing conditions, particularly pressure and temperature.
The potentiometer whose signal is closest to the calculated throttle angle will then be assumed to be correct. The other potentiometer is then classified as
not functioning and a diagnostic trouble code (DTC) is generated. The system then constantly monitors the throttle angle of the remaining potentiometer
in comparison to the calculated throttle angle. If there is a difference between these values, the engine control module (ECM) will not rely on any of the
throttle unit potentiometers. The power stage in the throttle unit is then disengaged, and the throttle switches to limp home mode.
Adaptation of the throttle unit
In ignition position II, the engine control module (ECM) carries out adaptation of the electronic throttle unit. Adaptation is carried out by the throttle disc
being mechanically controlled to the closed position and the current throttle position being read off. If previous adaptation values are missing in the
engine control module (ECM), for example, if the control module has not been powered, the current throttle angle is stored as the adaptation value. If, in
addition, there is a previously stored value, the average value of the previous one and the current throttle angle is stored as the new adaptation value.
Hint: When replacing the electronic throttle unit, the engine control module (ECM) must therefore always be switched off.
Cold zone Cooling Control
the engine control module (ECM) is located in the cold zone in front of the windshield for optimum cooling, but in extremely hot climates and in hot
engine compartments, the internal temperature in the engine control module (ECM) can reach the temperature limit (+105 °C).
By overriding the recirculation shutter and the blower fan, the air flow in the cold zone increases, which cools the engine control module (ECM). This
may result in the customer noticing hot air being blown into the passenger compartment without wanting it.
