Engine Controls - 4.8L, 5.3L, & 6.0L (Introduction): Overview Chevrolet Silverado 3500

Engine Controls Schematic Icons

Engine Controls Schematic Icons Icon Icon Definition NOTE: The OBD II symbol is used on the circuit diagrams in order to alert the technician that the circuit is essential for proper OBD II emission control circuit operation. Any circuit which fails and causes the malfunction indicator lamp (MIL) to turn ON, or causes emissions-related component damage, is identified as an OBD II circuit

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Malfunction Indicator Lamp (MIL) Operation

The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display as either SERVICE ENGINE SOON or one of the following symbols when commanded ON

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The MIL indicates that an emissions related fault has occurred and vehicle service is required.

The following is a list of the modes of operation for the MIL

1. The MIL illuminates when the ignition is turned ON, with the engine OFF. This is a bulb test to ensure the MIL is able to illuminate.
2. The MIL turns OFF after the engine is started if a diagnostic fault is not present.
3. The MIL remains illuminated after the engine is started if the control module detects a fault. A diagnostic trouble code (DTC) is stored any time the control module illuminates the MIL due to an emissions related fault. The MIL turns OFF after three consecutive ignition cycles in which a Test Passed has been reported for the diagnostic test that originally caused the MIL to illuminate.
4. The MIL flashes if the control module detects a misfire condition which could damage the catalytic converter.
5. When the MIL is illuminated and the engine stalls, the MIL will remain illuminated as long as the ignition is ON.
6. When the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition is cycled OFF and then ON.

Fuel Composition Sensor Description

The fuel composition sensor (FCS), or flex fuel sensor (service parts term), measures the ethanol-gasoline ratio of the fuel being used in a flexible fuel vehicle. Flexible fuel vehicles can be operated with a blend of ethanol and gasoline, up to 85 percent ethanol. In order to adjust the ignition timing and the fuel quantity to be injected, the engine management system requires information about the percentage of ethanol in the fuel.

The FCS uses quick-connect style fuel connections, an incoming fuel connection, and an outgoing fuel connection. The two connections have different diameters, to prevent incorrect attachment of the fuel lines. All fuel passes through the fuel composition sensor before continuing on to the fuel rail. The fuel composition sensor measures two different fuel related parameters, and sends an electrical signal to the powertrain control module (PCM) to indicate ethanol percentage, and fuel temperature.

The fuel composition sensor has a three-wire electrical harness connector. The three wires provide a ground circuit, a power source, and a signal output to the PCM. The power source is vehicle system voltage, +12 volts), and the ground circuit connects to chassis ground. The signal circuit carries both the ethanol percentage and fuel temperature within the same signal, on the same wire.

The FCS uses a microprocessor inside the sensor to measure the ethanol percentage and fuel temp, and change an output signal accordingly. The electrical characteristic of the FCS signal is a square-wave digital signal. The signal is both variable frequency and variable pulse width. The frequency of the signal indicates the ethanol percentage, and the pulse width indicates the fuel temperature. The PCM provides an internal pull-up to five volts on the signal circuit, and the FCS pulls the 5 volts to ground in pulses. The output frequency is linear to the percentage of ethanol content in the fuel. The normal range of operating frequency is between 50 and 150 Hertz, with 50 Hertz representing 0 percent ethanol, and 150 Hertz representing 100 percent ethanol. The normal pulse width range of the digital pulses is between 1 and 5 milliseconds, with 1 millisecond representing -40° C (-40° F), and 5 milliseconds representing 125° C (257° F).

The microprocessor inside the sensor is capable of a certain amount of self-diagnosis. An output frequency of 170 Hertz indicates either that the fuel is contaminated or contains methanol (it should not), or that an internal sensor electrical fault has been detected. Certain substances dissolved in the fuel can cause the fuel to be contaminated, raising the output frequency to be higher than the actual ethanol percentage should indicate. Examples of these substances include water, sodium chloride (salt), and methanol.

It should be noted that it is likely that the FCS will indicate a slightly lower ethanol percentage than what is advertised at the fueling station. This is not a fault of the sensor. The reason has to do with government requirements for alcohol-based motor fuels. Government regulations require that alcohol intended for use as motor fuel be DENATURED. This means that 100 percent pure ethanol is first denatured with approximately 41/2 percent gasoline, before being mixed with anything else. When an ethanol gasoline mixture is advertised as E85, the 85 percent ethanol was denatured before being blended with gasoline, meaning an advertised E85 fuel contains only about 81 percent ethanol. The FCS measures the actual percentage of ethanol in the fuel.

Throttle Actuator Control (TAC) System Description

The throttle actuator control (TAC) system delivers improved throttle response and greater reliability and eliminates the need for mechanical cable. The TAC system performs the following functions

1. Accelerator pedal position (APP) sensing
2. Throttle positioning to meet driver and engine demands
3. Throttle position sensing
4. Internal diagnostics
5. Cruise control functions
6. Manage TAC electrical power consumption

The TAC system components include the following

1. The APP sensors
2. The throttle body assembly
3. The TAC module
4. The powertrain control module (PCM)

Fuel System Overview

The Fuel System is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions.

An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times.

Fuel Metering Modes of Operation

The powertrain control module (PCM) monitors voltages from several sensors in order to determine how much fuel to give the engine. The PCM controls the amount of fuel delivered to the engine by changing the fuel injector pulse width. The fuel is delivered under one of several modes.

The fuel tank stores the fuel supply. The electric fuel pump sends fuel through an in-line fuel filter to the fuel rail assembly. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injectors. The fuel pressure regulator keeps fuel available to the injectors at a regulated pressure. A separate pipe returns unused fuel to the fuel tank.

The powertrain control module (PCM) monitors voltages from several sensors in order to determine how much fuel to give the engine. The PCM controls the amount of fuel delivered to the engine by changing the fuel injector pulse width. The fuel is delivered under one of several modes.

EVAP System Operation

The evaporative emission (EVAP) control system limits fuel vapors from escaping into the atmosphere. Fuel tank vapors are allowed to move from the fuel tank, due to pressure in the tank, through the vapor pipe, into the EVAP canister. Carbon in the canister absorbs and stores the fuel vapors. Excess pressure is vented through the vent line and EVAP vent solenoid valve to the atmosphere. The EVAP canister stores the fuel vapors until the engine is able to use them. At an appropriate time, the control module will command the EVAP purge solenoid valve ON, allowing engine vacuum to be applied to the EVAP canister. With the EVAP vent solenoid valve OFF, fresh air is drawn through the vent solenoid valve and the vent line to the EVAP canister. Fresh air is drawn through the canister, pulling fuel vapors from the carbon. The air/fuel vapor mixture continues through the EVAP purge pipe and EVAP purge solenoid valve into the intake manifold to be consumed during normal combustion. The control module uses several tests to determine if the EVAP system is leaking.

Electronic Ignition (EI) System Description

The electronic ignition (EI) system is responsible for producing and controlling a high energy secondary spark. This spark is used to ignite the compressed air/fuel mixture at precisely the correct time. This provides optimal performance, fuel economy, and control of exhaust emissions. This ignition system consists of a separate ignition coil connected to each spark plug by a short secondary wire. The driver modules within each coil assembly are commanded ON/OFF by the powertrain control module (PCM). The PCM primarily uses engine speed and position information from the crankshaft and camshaft position (CMP) sensors to control the sequence, dwell, and timing of the spark. The EI system consists of the following components

Modes of Operation

There is one normal mode of operation, with the spark under PCM control. If the CKP pulses are lost the engine will not run. The loss of a CMP signal may result in a longer crank time since the PCM cannot determine which stroke the pistons are on. Diagnostic trouble codes are available to accurately diagnose the ignition system with a scan tool.

Sensor Description

This knock sensor (KS) system uses one or 2 broadband one-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration, or noise, level. The amplitude and frequency are dependent upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the engine block through the sensor housing.

One way the control module monitors the system is by output of a bias voltage on the KS signal wire. The bias voltage creates a voltage drop that the control module monitors and uses to help diagnose KS faults. The KS noise signal rides along this bias voltage, and due to the constantly fluctuating frequency and amplitude of the signal, will always be outside of the bias voltage parameters.

Another way the control module monitors the system is by learning the average normal noise output from the KS. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. The control module uses this noise channel, and the KS signal that rides along the noise channel, in much the same way as the bias voltage type does. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal.

In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will fall within the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output.

Air Intake System Description

The primary function of the air intake system is to provide filtered air to the engine. The system uses a cleaner element mounted in a housing. The cleaner housing is remotely mounted and uses intake ducts to route the incoming air into the throttle body. The secondary function of the air intake system is to muffle air induction noise. This is achieved through the use of resonators attached to the air intake ducts. the resonators are tuned to the specific powertrain. The mass air flow (MAF) sensor is attached to the outlet of the air cleaner housing. The air cleaner life indicator is located on an intake duct between the air cleaner housing and the throttle plate.