ECM Input Output

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Parts Diagnosis by ECM

ComponentSystem

FaultCode

MonitoringStrategyDescription

Malfunctioncriteria

Threshold ValueSecondaryParameters

EnableConditions

TimeRequired

MILIllum.

MILOn

Mass Airflow sensor(MAF)

P0100VoltageRangecheck

Short toGND or LineBreak

MAF_KGH_MES> 520kg/h Time after

start> 1 sec

100msec.

2nd.Drivingcycle

Y

Short toBattery

MAF_KGH_MES< 1kg/h

P0101Rationalitycheck

MAFmeas. -MAFmodel >thd.

Meas. - Model >tbd

Engine

speed

tbd

-2nd.Drivingcycle

Y

Stable MAF tbd

Batteryvoltage

> 11 V

Lambdaregulationactive

Coolanttemp.

> 76C

No relevant

failure

Throttle Position sensor(TPS)

This is a rotary potentiometer mounted on throttle body assembly.This sensor having gold coated terminals provides throttle angle information to the ECM to be used for the detectionof engine status such as idle, part load, full throttle condition and anti-jerk condition and acceleration fuel enrichmentcorrection.

Throttle Position sensor(TPS)

Sensor Signal Characterist ic

06.05.2011 Chonan Technical Training Center

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ComponentSystem

FaultCode


Malfunction criteriaThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllum.

MILOn

ThrottlePosition(TPS)

P0120VoltageRange check

Short to BatteryTPS 10 V

100msec.

2nd.Drivingcycle

YShort to Battery orLine Break

TPS >4,86 V

P0121Rationalitycheck

MAFmeas. -MAFmodel > thd.AND Fuel systemerror

Meas. -Model >tbd

Enginespeed

tbd

-2nd.Drivingcycle

Y

Stable MAP: Gradient 11 V

Lambdaregulationactive

Coolant

temp. > 76C

No relevantfailure

Intake Air Temperature Sensor(IAT)

The intake air temperature sensor is installed on the surge tank. This sensor measures the air temperature of surge

tank and this temperature is used for injection time correction(Cold post start correction), ignition anglecorrection(Air temperature correction), idle speed correction(Air-density correction).Electric Circuit




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Sensor Signal Characterist ic


ComponentSystem

FaultCode


Malfunctioncriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllum.

MILOn

Intake AirTemperature

(TIA)

P0110VoltageRange check

Short toGround

TIA >127.5C

Battery voltage > 10 V

5 sec.2nd.Drivingcycle

YShort to

Battery orLine Break

TIA < -

38.25C

Time after Start

in case of SCBor OL 600 sec.

COOLANT TEMPERATURE SENSOR

The coolant temperature sensor integrated heat gauge is installed in the thermostat housing. This sensor havinggold coated terminals provides information of coolant temperature to the ECM for controlling,

Injection time and ignition timing during cranking & warm-up & hot conditionISC actuator to keep nominal idle engine speedCooling & condenser fan etc.

Electric Circuit

*:Gold coated terminal

Coolant Temperature Sensor




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ComponentSystem

FaultCode

MonitoringStrategy

Description

Malfunctioncriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllum.

MILOn

EngineCoolant

Temperature(TCO)


Short toBattery

TPS10V 100msec.

2nddrivingcycle

YShort toBattery or Line

Breaktps>4,86V

P0116 SignalStuck

TCOmodelincrease>Thd. But

TCO meas.increase10V

10-30 mindepending

on Starttemp.

2nd.Driving

cycleY

Heated TiO2 Sensor

There are O2 sensors in a vehicle, these are installed in front of the each bank of catalyst.The O2 sensors is consists of Titania type sensing element and heater. The resistance of sensing element ischanging greatly according to the richness of exhaust gas, and this difference to reference resistance in ECM reflectlean or rich status.For each bank(1/2), ECM can control the fuel injection rate separately with the feedback of each front O2 sensorsignals, and the desired air/fuel ratio which provide the best conversion efficiency is achieved.And, the O2 sensor tip temperature is controlled to 700deg.C to get reliable sensor signal output byO2 heater feedback control function.

Heated TiO2 Sensor

Electric Circuit




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Heated TiO2 Sensor

Sensor Signal Characteristic




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Heated TiO2 Sensor


ComponentSystem

FaultCode

MonitoringStrategy

Description

Malfunctioncriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllum.

MILOn

UpstreamO2 sensorMalfunction(VLS_UP)


ShortCircuit to

Ground Sd

VLS_UP 1.4V

Batteryvoltage, No

relevantfailure Norelevantfailure

> 10V100

mse.

Line Break0,5V>VLS_UP>0,4 V during 25

sec.

NominalHeatingPhase

Lambdacontrolacive

Batteryvoltage

> 10V

25 sec.

UpstreamO2sensor

HeaterMalfunction

P0135ElectricaCheck

Short toGround

-

BatteryvoltageHeaterPower

> 10V2%

1,5*EmissionStandard

O2 sensorElement

Resistance >1700 Ohm(Element

Temperature

10V

Beforesynchronisation

5 tev.Immedi

ateY

Numder of CrankshaftTeeth not corret within

one revolution

Aftersynchronisation

Knock Sensor (Bank 1 / 2)Two knock sensors are installed on each bank, detecting knock occurrence of each individual cylinders. Knocksensor signals are processed with filtering, signal noise level calculation and final decision of knock by comparingthe noise level with calculated noise level threshold.When knock is detected, ignition timings of corresponding cylinder are retarded by defined value, different engineoperating conditions, and advanced again with delay and increment slop.Electric Circuit

Knock SensorOutput Characteristic




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ComponentSystem

FaultCode

MonitoringStrategy

Description

Malfunctioncriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllum.

MILOn

Idle SpeedActuator

commandSignal

incorrect

P1505

ElectricalCheck

OC, SCGat coil #1

-

Idle Speed

ActuatorPWM

10% 10 V

P0203 Line BreakEnginespeed

> 30 rpm

P0204

Purge Control Valve(Canister Purge Control Solenoid)

20Hz pulse duty signal is sent from ECM to purge accumulated fuel in the canister charcoal.The pulse duty to purge the canister is calculated according to engine operating condition(Engine speed, Mass airflow)

The flow rates for 100% duty are as below,DP = 200mbar ??2.00 +/- 0.50 m3/hDP = 700mbar ??2.60 +/- 0.60 m3/h

Electric Circuit

Purge Control Valve (Canister Purge Control Solenoid)Output Characteristic




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ComponentSystem

FaultCode

MonitoringStrategy

Description

Malfunctioncriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllum.

MILOn

EvaporativeEmissionControl

System -

PurgeControlValve

Malfunction

P0443Electrical

Check

Short toGround

-

PurgeControl

Valve PWM

2% 10 V

100msec.

2nd.Drivingcycle

Y

Ignition KeyON

Volt. afterMain Rel.too High

when OFF

> 6 VoltIgnition Key

OFF

Lambda feedback controlLambda controlLambda control is P-I control with the feedback signal of upstream O2 sensor.

It needs about 15~20 sec from the engine start to the beginning of Lambda control at FTP cycle(25deg.C).For lower temperature, it may take more time to activate O2 sensor.

Fuel InjectionLambda feedback control(TI_LAM)P-jump Delay adaptationP-jump Delay is to correct the lean-shift of exhaust gas which may cause excessive high NOx emission. Thedeterioration of upstream O2 sensor along vehicle aging could shift exhaust gas lambda to lean side. DownstreamO2 sensor signal represent the amount of Lambda shift, and if it remains on lean side, P-jump delay and its

adaptation are increased to correct the wrong stoichiometric air- fuel ratio.




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The purpose of fueling adaptation is to compensate the variations caused by engines, injectors or MAF sensorvariations. The additive term is to compensate leakage in intake system or injector dead time variations, and themultiple term is to compensate any deflected linearity of MAF sensor, injector etc,. The additive term is calculated atlow air flow condition such as idle while the multiple term is calculated at high air flow condition respectively.Catalyst overheating prevention The catalyst temperature increases over its acceptable limit at high speed and highload. In order to control the exhaust gas temperature mixture enrichment is provided.

Full load enrichment correction Full load enrichment is performed to improve engine torque and to control thetemperature for exhaust valves, catalyst converter and exhaust gas.

Acceleration enrichment correction When the throttle valve is open rapidly, lean mixture caused by the air chargingeffect of surge tank and by fuel wall wetting is compensated by quick and short fuel enrichment.

Trailing throttle fuel reduction correctionContrary to acceleration, lifting up the throttle pedal may provide rich air-fuel mixture to cylinders. This is

compensated by quick reduction of fuel.

Idle speed correctionIn order to control engine speed at idle, a mixture correction is performed as soon as the idle speed regulation isactive.

Cylinder fuel shut-off

The injection is disabled with fuel cut-off pattern for individual cylinders in such case as engine speed limitation,vehicle speed limitation, torque reduction requested by TCM and fuel cut-off engine operating conditions is met.

Ignition timing control

Appropriate ignition timing based on air flow rate, engine speed, knocking, anti-jerk, engine torque reductionrequested by TCM, is calculated for specific cylinders.Basic ignition angle

The basic ignition angle is concluded to get Maximum torque and to avoid knock for each engine operatingpoint(RPM / MAF).Basic Ignition angle for Idle condition

This basic ignition angle for idle condition is concluded to get best idlestability and low exhaust emission.

Dynamic correction in idle To maintain idle speed within target value, ignition timing control is added to idle actuator

control.When engine speed is below target speed, ignition timing is advanced and vise versa.Air & coolant temperature correction High air and coolant temperature can cause knock. To avoid this knock, thebasic ignition angle is adjusted versus ambient conditions.

Ignition timing controlInstationary correction In order to prevent knock during strong acceleration, an ignition angle correction is applied tothe nominal ignition angle.Anti-jerk correction Due to sudden acceleration, engine shock & jerking can occur. These shock & jerks could becontrolled by selective torque reduction by ignition angle retard.Knock control Knock control actives within defined engine operating window. When knocking is detected, ignitiontiming of corresponding cylinder is retarded and recovered with delay and gradient.

Idle Speed Control(ISA operation)

Basic ISA Valve OpeningBasic ISA opening correction is required to keep target engine speed versus engine load.Idle speed regulation correction To compensate deviations from the nominal engine speed.

ISA adaptationThe required value of basic ISA opening could be differed due to part to part deviation and other effects of aging. Thisfunction is needed to compensate this kind of deviations.

Fan correctionIts purpose is to correct the cooling and condenser fans power requirements. The correction amount is depends onfans state(Off/Low/Middle/High).

Air condition compressor correctionThe increased duty cycle for the air condition compressor ISAPWM_ACCIN covers the compressor's powerrequirements depending on the engine speed(RPM), the intake air temperature, the pressure level in the A/C circuitand the air mass and air flow corrected by altitude.




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Intake air temperature correction This correction is needed to compensate the ISA deviation by air density by intakeair temperature.ISA operation during power latch time In order to clean the idle speed valve from deposits, the ISA valve is opened to100% duty cycle for a short time after key off.

Target idle speed depends on the coolant temperature

Coolant Temp.[C]A/C ON A/C OFF

N range D range N range D range

90 850 750 700 750

20 1021 924 1021 924

0 1120 1008 1120 1008

-30 1300 1070 1300 1070

Component

System

Fault

Code

Monitoring Strategy

Description

Malfunction

criteria

Threshold

Value

Secondary

Parameters

Enable

Conditions

Time

Required

MIL

Illum.

MIL

On

Idle SpeedRPM Lower /Higher thanExpected

P0506

Monitoring highdeviation between

Target Idle Speedand Actual EngineSpeed

EngineSpeed -NominalIdle Speed

< -100rpmEngineSpeed tooLow

Idle speedengineoperatingstate

> 10 V

25 sec.

2nd.Drivingcycle

Y

Coolanttemp.

> 76C

EngineLoad

< 283mg/STK

Stable Idle

SpeedActuatoropening

P0507> 200 rpmEngineSpeed tooHigh

Meas. -Model >tbd

Vehiclespeed

= 0

-2nd.Drivingcycle

Y

Time afterStartelapsed

3 sec.

No relevantfailure

Batteryvoltage

> 10 V

Auxil iary funct ions

Air Condition Compressor Control- A/C compressor activation conditions : A/C switch ON & Blower ON & Thermo switch ON- A/C compressor deactivation conditions : Engine cranking, Full load detected by high throttle angle, Too highcoolant temperature(120deg.C),Vehicle take-off detection from vehicle stop.Cooling and Condenser Fan Control The cooling and condenser fans activation is controlled by the ECM and theyare set ON or OFF depending on coolant temperature, A/C compressor state, vehicle speed, pressure in the A/Ccircuit.

If the pressure in the A/C circuit is high and A/C compressor is ON, then cooling and condenser fan speed is set tohigh in order to fastly decrease the pressure.

Evaporative Emission Control(Canister purge control)This function is to prevent the HC gas which evaporated in the fuel tank go out to atmosphere.By this function, the HC gas is burned in combustion chamber of engine.




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Auxil iary funct ionsEngine and vehicle speed limitEngine speed and vehicle speed limitations are to prevent any damages on engine hardware to have safety for highspeed operation and are applied by fuel shut-off.

Fuel Pump Relay Control

The fuel pump is switched ON for 4sec from the ignition Key ON. And then, if the first tooth is detected, the fuelpump is switched ON again.Following ignition key OFF, the fuel pump is switched OFF after a waiting period(1sec).

Fuel Pump Relay Control

Traction Control / Torque Intervention

Engine torque may be reduced by ignition retard and/or fuel shut-off for specific cylinder. When there is a torquereduction request from TCM, the amount of ignition retard is calculated and applied.And when torque reduction request from TCS, fuel shut-off pattern and the amount of ignition retard are calculatedand applied together. The torque reduction requests and corresponding amount of reduced torque are transferredeach other through CAN.

Torque reduction request Ignition Retard Fuel shut-off

From TCU Yes No

From TCS Yes Yes


ECM Input Output

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