Scheme 186
Scheme 187
Note. The CMP sensor is a dual read sensor reading both camshafts of it's correlating bank.
| 3.6L VVT Component Locations | ||
|---|---|---|
| CALLOUT | DESCRIPTION | |
| 1 | VVT Actuator Bank 1 Position 2 | |
| 2 | VVT Actuator Bank 1 Position 1 | |
| 3 | VVT Actuator Bank 2 Position 1 | |
| 4 | VVT Actuator Bank 2 Position 2 | |
| 5 | Camshaft Bank 2 Position 1 | |
| 6 | Bank 2 Camshaft Sensor | |
| 7 | Camshaft Bank 2 Position 2 | |
| 8 | Camshaft Bank 1 Position 2 | |
| 9 | Bank 1 Camshaft Sensor | |
| 10 | Camshaft Bank 1 Position 1 | |
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .
THEORY OF OPERATION
The Crankshaft Position (CKP) Sensor circuits consist of a Powertrain Control Module (PCM) supplied 5 Volt reference circuit, low reference circuit and an output signal circuit. The CKP Sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes between the peaks and valleys of a reluctor wheel on the Crankshaft. Each tooth on the reluctor wheel is spaced with missing teeth for the reference gap. The CKP Sensor produces an ON/OFF DC voltage of varying frequency, reference output pulses per Crankshaft revolution. The frequency of the CKP Sensor output depends on the velocity of the crankshaft. The CKP Sensor sends a digital signal, which represents an image of the Crankshaft reluctor wheel, to the PCM as each tooth on the wheel rotates past the CKP Sensor. The PCM uses each CKP signal pulse to determine Crankshaft speed and decodes the Crankshaft reluctor wheel reference gap to identify Crankshaft position. This information is then used to sequence the ignition timing and fuel injection events for the engine. The PCM also uses CKP Sensor output information to determine the Crankshaft relative position to the Camshaft, to detect cylinder misfire and to control the CMP actuator if equipped.
The Camshaft Position (CMP) sensor circuits consist of a Powertrain Control Module (PCM) supplied 5-volt circuit, low reference (ground) circuit, and an output signal circuit. The CMP sensor is an internally magnetic integrated circuit sensing device. The sensor detects magnetic flux changes between the peaks and valleys of a reluctor wheel attached to the camshaft. As each reluctor tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF (HIGH/LOW) DC voltage pulse of varying frequency. The output pulses per camshaft revolution represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The PCM decodes the tooth pattern to identify camshaft position. This information is then used to sequence the ignition timing and fuel injection events for the engine. The PCM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control the CMP actuator operation if equipped.
The Camshaft Position (CMP) sensor circuits consist of a Powertrain Control Module (PCM) supplied 5-volt circuit, low reference (ground) circuit, and an output signal circuit. The CMP sensor is an internally magnetic integrated circuit sensing device. The sensor detects magnetic flux changes between the peaks and valleys of a reluctor wheel attached to the camshaft. As each reluctor tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF (HIGH/LOW) DC voltage pulse of varying frequency. The output pulses per camshaft revolution represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The PCM decodes the tooth pattern to identify camshaft position. This information is then used to sequence the ignition timing and fuel injection events for the engine. The PCM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control the CMP actuator operation if equipped.
The 3.6L has four separate camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) sensors on the 3.6L, each CMP sensor consists of four circuits. The sensors are located on the top end of each valve cover, closest to the transmission side of the engine. The CMP sensor is an integrated circuit sensing device and on the end of each camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-volt supply and a sensor ground circuit to the CMP sensor and the CMP Sensor provides two camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each camshaft rotates, the magnetic encoded pattern passes by the CMP sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse widths generated by the CMP varies in size based on the velocity of the camshaft. The PCM decodes the digital pattern to identify the camshaft position. The information from each individual camshaft along with the crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.
The 3.6L has four separate camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) sensors on the 3.6L, each CMP sensor consists of four circuits. The sensors are located on the top end of each valve cover, closest to the transmission side of the engine. The CMP sensor is an integrated circuit sensing device and on the end of each camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-volt supply and a sensor ground circuit to the CMP sensor and the CMP Sensor provides two camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each camshaft rotates, the magnetic encoded pattern passes by the CMP sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse widths generated by the CMP varies in size based on the velocity of the camshaft. The PCM decodes the digital pattern to identify the camshaft position. The information from each individual camshaft along with the crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.
The 3.6L has four separate camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) sensors on the 3.6L, each CMP sensor consists of four circuits. The sensors are located on the top end of each valve cover, closest to the transmission side of the engine. The CMP sensor is an integrated circuit sensing device and on the end of each camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-volt supply and a sensor ground circuit to the CMP sensor and the CMP Sensor provides two camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each camshaft rotates, the magnetic encoded pattern passes by the CMP sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse widths generated by the CMP varies in size based on the velocity of the camshaft. The PCM decodes the digital pattern to identify the camshaft position. The information from each individual camshaft along with the crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.
The 3.6L has four separate camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) sensors on the 3.6L, each CMP sensor consists of four circuits. The sensors are located on the top end of each valve cover, closest to the transmission side of the engine. The CMP sensor is an integrated circuit sensing device and on the end of each camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-volt supply and a sensor ground circuit to the CMP sensor and the CMP Sensor provides two camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each camshaft rotates, the magnetic encoded pattern passes by the CMP sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse widths generated by the CMP varies in size based on the velocity of the camshaft. The PCM decodes the digital pattern to identify the camshaft position. The information from each individual camshaft along with the crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.
The 3.6L has four separate camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) sensors on the 3.6L, each CMP sensor consists of four circuits. The sensors are located on the top end of each valve cover, closest to the transmission side of the engine. The CMP sensor is an integrated circuit sensing device and on the end of each camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-volt supply and a sensor ground circuit to the CMP sensor and the CMP Sensor provides two camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each camshaft rotates, the magnetic encoded pattern passes by the CMP sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse widths generated by the CMP varies in size based on the velocity of the camshaft. The PCM decodes the digital pattern to identify the camshaft position. The information from each individual camshaft along with the crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.
The 3.6L has four separate camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) sensors on the 3.6L, each CMP sensor consists of four circuits. The sensors are located on the top end of each valve cover, closest to the transmission side of the engine. The CMP sensor is an integrated circuit sensing device and on the end of each camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-volt supply and a sensor ground circuit to the CMP sensor and the CMP Sensor provides two camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each camshaft rotates, the magnetic encoded pattern passes by the CMP sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse widths generated by the CMP varies in size based on the velocity of the camshaft. The PCM decodes the digital pattern to identify the camshaft position. The information from each individual camshaft along with the crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.
The 3.6L has four separate camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) sensors on the 3.6L, each CMP sensor consists of four circuits. The sensors are located on the top end of each valve cover, closest to the transmission side of the engine. The CMP sensor is an integrated circuit sensing device and on the end of each camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-volt supply and a sensor ground circuit to the CMP sensor and the CMP Sensor provides two camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each camshaft rotates, the magnetic encoded pattern passes by the CMP sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse widths generated by the CMP varies in size based on the velocity of the camshaft. The PCM decodes the digital pattern to identify the camshaft position. The information from each individual camshaft along with the crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.
The 3.6L has four separate camshafts that the Powertrain Control Module (PCM) requires positional information from. There are two Camshaft Position (CMP) sensors on the 3.6L, each CMP sensor consists of four circuits. The sensors are located on the top end of each valve cover, closest to the transmission side of the engine. The CMP sensor is an integrated circuit sensing device and on the end of each camshaft is a magnetic encoder that is programmed with a magnetic pattern. The PCM provides a 5-volt supply and a sensor ground circuit to the CMP sensor and the CMP Sensor provides two camshaft positional signals, the intake and exhaust camshaft position, to the PCM. The sensor detects the magnetically encoded information, a series of magnetic peaks and valleys, from the encoder. As each camshaft rotates, the magnetic encoded pattern passes by the CMP sensor creating a changing magnetic field at the sensor face. The changing magnetic field is interpreted by the sensor electronics and a digital output, ON/OFF or HIGH/LOW pattern, is produced. The length of the pulse widths generated by the CMP varies in size based on the velocity of the camshaft. The PCM decodes the digital pattern to identify the camshaft position. The information from each individual camshaft along with the crankshaft information is used to control and sequence the Variable Valve Timing (VVT) system and fuel injection events.
The State of Change (SOC) catalyst monitor uses the signals from both the upstream and downstream O2 sensors to detect aging of the catalyst. Based on the fact that when a catalyst ages, it loses some of its Oxygen Storage Capacity (OSC). As a result, part of the untreated exhaust gases can breakthrough the catalyst and causes the downstream O2 sensor to deviate from its neutral (Stoichiometric) position. By observing the activities in the downstream O2 signal, the degradation level of catalyst can be detected. In general, the higher the downstream O2 sensor SOC value, the more exhaust gas breakthrough and the lower the OSC of the catalytic converter.
The State of Change (SOC) catalyst monitor uses the signals from both the upstream and downstream O2 sensors to detect aging of the catalyst. Based on the fact that when a catalyst ages, it loses some of its Oxygen Storage Capacity (OSC). As a result, part of the untreated exhaust gases can breakthrough the catalyst and causes the downstream O2 sensor to deviate from its neutral (Stoichiometric) position. By observing the activities in the downstream O2 signal, the degradation level of catalyst can be detected. In general, the higher the downstream O2 sensor SOC value, the more exhaust gas breakthrough and the lower the OSC of the catalytic converter.
The Evaporative Purge Monitor tests the integrity of the hoses/tube between the throttle body/intake and the fuel tank. The monitor is a two stage test and runs only after the Evaporative system passes the small leak test. Stage one is non-intrusive. The Powertrain Control Module (PCM) monitors the purge vapor ratio and the Evaporative System Integrity Monitor (ESIM) Switch closed ratio. If the purge vapor ratio is above a calculated value, the monitor passes. If the ESIM Switch closed ratio is greater than calculated value when purge flow is greater than a minimum value, the monitor passes. Stage two is an intrusive test and runs only if stage one does not pass. The PCM commands the purge solenoid to flow at a specified rate to force the purge vapor ratio to update. The ratio is compared to a calibrated specification. If it is less than specified, a one trip failure is recorded. This test can detect if the purge hose is off, obstructed or the purge valve is not operational.
The Evaporative Purge Monitor tests the integrity of the hoses/tube between the throttle body/intake and the fuel tank. The monitor is a two stage test and runs only after the Evaporative system passes the small leak test. Stage one is non-intrusive. The Powertrain Control Module (PCM) monitors the purge vapor ratio and the Evaporative System Integrity Monitor (ESIM) Switch closed ratio. If the purge vapor ratio is above a calculated value, the monitor passes. If the ESIM switch closed ratio is greater than calculated value when purge flow is greater than a minimum value, the monitor passes. Stage two is an intrusive test and runs only if stage one does not pass. The PCM commands the purge solenoid to flow at a specified rate to force the purge vapor ratio to update. The ratio is compared to a calibrated specification. If it is less than specified, a one trip failure is recorded. This test can detect if the purge hose is off, obstructed or the purge valve is not operational.
The Evaporative Purge Monitor tests the integrity of the hoses/tube between the throttle body/intake and the fuel tank. The monitor is a two stage test and runs only after the Evaporative system passes the small leak test. Stage one is non-intrusive. The Powertrain Control Module (PCM) monitors the purge vapor ratio and the Evaporative System Integrity Monitor (ESIM) Switch closed ratio. If the purge vapor ratio is above a calculated value, the monitor passes. If the ESIM switch closed ratio is greater than calculated value when purge flow is greater than a minimum value, the monitor passes. Stage two is an intrusive test and runs only if stage one does not pass. The PCM commands the purge solenoid to flow at a specified rate to force the purge vapor ratio to update. The ratio is compared to a calibrated specification. If it is less than specified, a one trip failure is recorded. This test can detect if the purge hose is off, obstructed or the purge valve is not operational.
The Evaporative Purge Monitor tests the integrity of the hoses/tube between the throttle body/intake and the fuel tank. The monitor is a two stage test and runs only after the Evaporative system passes the small leak test. Stage one is non-intrusive. The Powertrain Control Module (PCM) monitors the purge vapor ratio and the Evaporative System Integrity Monitor (ESIM) Switch closed ratio. If the purge vapor ratio is above a calculated value, the monitor passes. If the ESIM Switch closed ratio is greater than calculated value when purge flow is greater than a minimum value, the monitor passes. Stage two is an intrusive test and runs only if stage one does not pass. The PCM commands the purge solenoid to flow at a specified rate to force the purge vapor ratio to update. The ratio is compared to a calibrated specification. If it is less than specified, a one trip failure is recorded. This test can detect if the purge hose is off, obstructed or the purge valve is not operational.
The Evaporative Purge Monitor tests the integrity of the hoses/tube between the throttle body/intake and the fuel tank. The monitor is a two stage test and runs only after the Evaporative system passes the small leak test. Stage one is non-intrusive. The Powertrain Control Module (PCM) monitors the purge vapor ratio and the Evaporative System Integrity Monitor (ESIM) Switch closed ratio. If the purge vapor ratio is above a calculated value, the monitor passes. If the ESIM Switch closed ratio is greater than calculated value when purge flow is greater than a minimum value, the monitor passes. Stage two is an intrusive test and runs only if stage one does not pass. The PCM commands the purge solenoid to flow at a specified rate to force the purge vapor ratio to update. The ratio is compared to a calibrated specification. If it is less than specified, a one trip failure is recorded. This test can detect if the purge hose is off, obstructed or the purge valve is not operational.
Fuel level is recorded when the ignition key is turned off and is compared to the fuel level when the ignition key is turned back on. The Powertrain Control Module (PCM) recognizes an increase in fuel level and will fail the Medium leak test because the fuel cap is broken or not installed properly. GAS CAP will be displayed to inform the owner that the cap is off of loose.
The fuel level sensor information is a bussed message to the Powertrain Control Module (PCM) from the Totally Integrated Power Module (TIPM). The fuel level rationality will set a fault for a fuel level reading that does not change over an accumulated mileage threshold to keep stuck high or stuck low fuel levels from disabling OBD monitors. If the vehicle is fitted with a saddle tank fuel system this feature includes diagnostics for both of the sending units and diagnostics for a siphon tube that has become disconnected or plugged. The power up test looks to see a large enough fuel level voltage change from the last key-off to the following engine run. The engine run test looks to see a fuel level voltage change over an accumulated mileage.
Vehicles fitted with saddle fuel tank configurations have two fuel level sending units. The primary side of the tank has the filler tube inlet near the bottom and contains the fuel pump module. During fuel tank fills, fuel must overflow the primary side to reach the secondary side of the tank. As fuel is consumed, a siphon tube is used to draw fuel from the secondary side to the primary side. Because the siphon tube flow rate exceeds the fuel consumption rate, the secondary side of the tank will be empty before fuel is depleted from the primary side. Fuel level sensor 1 is located on the primary side of the tank. Fuel level sensor 2 is located on the secondary side of the tank.
The fuel level sensor information is a bussed message to the Powertrain Control Module (PCM) from the Totally Integrated Power Module (TIPM). Vehicles fitted with saddle fuel tank configurations have two fuel level sending units. The primary side of the tank has the filler tube inlet near the bottom and contains the fuel pump module. During fuel tank fills, fuel must overflow the primary side to reach the secondary side of the tank. As fuel is consumed, a siphon tube is used to draw fuel from the secondary side to the primary side. Because the siphon tube flow rate exceeds the fuel consumption rate, the secondary side of the tank will be empty before fuel is depleted from the primary side. Fuel level sensor 1 is located on the primary side of the tank. Fuel level sensor 2 is located on the secondary side of the tank.
The fuel level sensor information is a bussed message to the Powertrain Control Module (PCM) from the Totally Integrated Power Module (TIPM). Vehicles fitted with saddle fuel tank configurations have two fuel level sending units. The primary side of the tank has the filler tube inlet near the bottom and contains the fuel pump module. During fuel tank fills, fuel must overflow the primary side to reach the secondary side of the tank. As fuel is consumed, a siphon tube is used to draw fuel from the secondary side to the primary side. Because the siphon tube flow rate exceeds the fuel consumption rate, the secondary side of the tank will be empty before fuel is depleted from the primary side. Fuel level sensor 1 is located on the primary side of the tank. Fuel level sensor 2 is located on the secondary side of the tank.
The Powertrain Control Module (PCM) sends a CAN bus message to the Totally Integrated Power Module (TIPM) requesting cooling fan operation. The TIPM grounds the coil for the requested Cooling Fan Relay through the radiator fan control circuit. The Cooling Fan Relay then provides battery voltage to the Cooling Fan Motor. Vehicles with diesel engines, certain export market vehicles and trailer tow packages are equipped with a pulse-width modulated (PWM) fan. The fan receives a duty cycle signal from the Totally Integrated Power Module (TIPM) on the Rad Fan Speed Control circuit. Based on the requested fan speed from the PCM, the TIPM outputs a duty cycle signal on the Rad Fan Speed Control circuit to the Radiator Cooling Fan. The Radiator Cooling Fan receives the duty cycle signal from the TIPM and controls the fan accordingly. The High or Low Speed Cooling Fan Relay is not used to control any components in a PWM system and have no external function. The TIPM connects to the Cooling Fan Relays through an internal connections and may set a DTC if the Cooling Fan Relays are removed or damaged.
The Powertrain Control Module (PCM) sends a CAN bus message to the Totally Integrated Power Module (TIPM) requesting cooling fan operation. The TIPM grounds the coil for the requested Cooling Fan Relay through the radiator fan control circuit. The Cooling Fan Relay then provides battery voltage to the Cooling Fan Motor. Vehicles with diesel engines, certain export market vehicles and trailer tow packages are equipped with a pulse-width modulated (PWM) fan. The fan receives a duty cycle signal from the Totally Integrated Power Module (TIPM) on the Rad Fan Speed Control circuit. Based on the requested fan speed from the PCM, the TIPM outputs a duty cycle signal on the Rad Fan Speed Control circuit to the Radiator Cooling Fan. The Radiator Cooling Fan receives the duty cycle signal from the TIPM and controls the fan accordingly. The High or Low Speed Cooling Fan Relay is not used to control any components in a PWM system and have no external function. The TIPM connects to the Cooling Fan Relays through an internal connections and may set a DTC if the Cooling Fan Relays are removed or damaged.
The vehicle speed sensor rationality is a continuous test that monitors the vehicle speed sensor for lack of activity. The rationality will not run if a limp-in exists for MAP, Throttle Position, and Engine Coolant Temperature. If vehicle speed sensor is below a minimum threshold for a period of time after the vehicle is operated at a sufficient load, a failure will be indicated.
The vehicle speed sensor rationality is a continuous test that monitors the vehicle speed sensor for lack of activity. The rationality will not run if a limp-in exists for MAP, Throttle Position, and Engine Coolant Temperature. If vehicle speed sensor is below a minimum threshold for a period of time after the vehicle is operated at a sufficient load, a failure will be indicated.
The objective of the Idle "Speed Rationality is to monitor the ability to achieve and maintain a steady idle condition. The monitor will judge the functionality of the idle speed control system by monitoring RPM during idle. If RPM does not come within a calibrated dead band of target idle speed, a timer is started. If the timer reaches its maximum threshold without any sign of the RPM trending towards control, a soft failure is generated.
The objective of the Idle "Speed Rationality is to monitor the ability to achieve and maintain a steady idle condition. The monitor will judge the functionality of the idle speed control system by monitoring RPM during idle. If RPM does not come within a calibrated deadband of target idle speed, a timer is started. If the timer reaches its maximum threshold without any sign of the RPM trending towards control, a soft failure is generated.
Spark adjustment during a cold start is intended to provide quick response to idle speed variations. The spark adjust diagnostics monitors spark advance on a cold start over a period of time, then compares the average spark advance to a threshold.
The objective of the Dynamic Crankshaft Fuel Control (DCFC) is to reduce the fuel as much as possible during a cold start. The DCFC begins subtracting fuel from a high limit upon a cold start and keeps removing fuel in an attempt to get to a calibrated lean limit. DCFC stops removing fuel when rough idle is detected or the lean limit is reached.
For further information. Refer to SENSOR, OIL PRESSURE, DESCRIPTION .
For further information. Refer to SENSOR, OIL PRESSURE, DESCRIPTION .
For further information. Refer to SENSOR, OIL PRESSURE, DESCRIPTION .
For further information. Refer to SENSOR, OIL PRESSURE, DESCRIPTION .
For the MDS to enable the 4 cylinder mode, the oil pressure has to be approximately 25 psi. For the MDS to remain enabled in the 4 cylinder mode the engine oil pressure can not drop below 23.2 psi. If the oil pressure drops below 23.2 psi while the, the MDS will be disabled. For further information. Refer to SENSOR, OIL PRESSURE, DESCRIPTION .
The A/C pressure transducer monitors the pressures in the high side of the A/C refrigerant system through its connection to a fitting on the A/C discharge line and its internal resistance changes in response to the pressures it monitors. The Totally Integrated Power Module (TIPM) provides a five Volt reference signal and a sensor ground to the A/C pressure transducer, then monitors the output voltage of the transducer on a sensor return circuit to determine refrigerant pressure the TIPM busses the reads to PCM. The PCM is programmed to respond to this and other sensor inputs by controlling the operation of the A/C clutch and the radiator cooling fan to help optimize A/C system performance and to protect the A/C system components from damage. The PCM will request disengagement of the A/C clutch when high side pressure rises above 3219 kPa (476 psi) and re-engage the clutch when high side pressure drops below 2937 kPa (426 psi). The PCM will also disengage the A/C clutch if the high side pressure drops below 110 kPa (16 psi) and will re-engage the clutch when the high side pressure rises above 220 kPa (32 psi). When the refrigerant pressure rises above 1655 kPa (240 psi), the PCM will actuate the cooling fan.
The A/C pressure transducer monitors the pressures in the high side of the A/C refrigerant system through its connection to a fitting on the A/C discharge line and its internal resistance changes in response to the pressures it monitors. The Totally Integrated Power Module (TIPM) provides a five Volt reference signal and a sensor ground to the A/C pressure transducer, then monitors the output voltage of the transducer on a sensor return circuit to determine refrigerant pressure the TIPM busses the reads to PCM. The PCM is programmed to respond to this and other sensor inputs by controlling the operation of the A/C clutch and the radiator cooling fan to help optimize A/C system performance and to protect the A/C system components from damage. The PCM will request disengagement of the A/C clutch when high side pressure rises above 3219 kPa (476 psi) and re-engage the clutch when high side pressure drops below 2937 kPa (426 psi). The PCM will also disengage the A/C clutch if the high side pressure drops below 110 kPa (16 psi) and will re-engage the clutch when the high side pressure rises above 220 kPa (32 psi). When the refrigerant pressure rises above 1655 kPa (240 psi), the PCM will actuate the cooling fan.
The Powertrain Control Module (PCM) continuously monitors the system voltage. The system voltage information is taken from the PCM's ignition feed circuits. Since voltages that are out of range could cause improper system operation and/or component damage, the PCM operates in a default mode if a PCM voltage DTC sets. If the system voltage is low the PCM raises the idle speed in order to increase the generator output. If the system voltage is high, the PCM disables outputs to protect the hardware.
The Powertrain Control Module (PCM) continuously monitors the system voltage. The system voltage information is taken from the PCM's ignition feed circuits. Since voltages that are out of range could cause improper system operation and/or component damage, the PCM operates in a default mode if a PCM voltage DTC sets. If the system voltage is low the PCM raises the idle speed in order to increase the generator output. If the system voltage is high, the PCM disables outputs to protect the hardware.
The brake switch rationality checks both failure modes of the brake switch. The brake switch stuck on test checks for a high vehicle speed condition where the brake switch is unexpectedly depressed. The brake switch stuck off test checks for repeated vehicle stop maneuvers without the brake switch depressed.
The Speed Control Switch is hardwired to the Steering Column Control Module (SCCM). The SCCM is located near the top of the steering column below the steering wheel. The SCCM includes the steering column shroud, the Steering Angle Sensor (SAS), the Clockspring, the Multi-function Switch, a Steering Column Power Tilt and Telescope Switch (if equipped), and a trim cover. The speed control messages are bussed to the Powertrain Control Module (PCM) via the Can Bus.