DESCRIPTION
The PCM does not monitor the following circuits, systems and conditions that could have malfunctions causing driveability problems. The PCM might not store diagnostic trouble codes for these conditions. However, problems with these systems may cause the PCM to store diagnostic trouble codes for other systems or components. EXAMPLE: a fuel pressure problem will not register a fault directly, but could cause a rich/lean condition or misfire. This could cause the PCM to store an oxygen sensor or misfire diagnostic trouble code
PCM OPERATION
The PCM compares input signal voltages from each input device with established high and low limits for the device. If the input voltage is not within limits and other criteria are met, the PCM stores a diagnostic trouble code in memory. Other diagnostic trouble code criteria might include engine RPM limits or input voltages from other sensors or switches that must be present before verifying a diagnostic trouble code condition.
The EVAP vapor canister is located in the left rear quarter panel behind the left rear wheelhouse splash shield.
Scheme 1
- ESIM fresh air filter hose (1).
- ESIM electrical connector (2).
- Evaporative System Integrity Monitor (ESIM) (3).
- EVAP Vapor purge line (4).
- Fuel tank vapor line (5).
Scheme 2
The vapor canister is mounted to a V-Slot bracket and does not require any fasteners.
OPERATION
The Evaporative System Vapor Canister is filled with granules of an activated carbon mixture. Fuel vapors entering the EVAP canister is absorbed by the charcoal granules.
Fuel tank pressure vents into the EVAP canister. Fuel vapors are temporarily held in the canister until they can be drawn into the intake manifold. The duty cycle EVAP canister purge solenoid allows the EVAP canister to be purged at predetermined times and at certain engine operating conditions.
The plastic fuel fill cap is a threaded/quarter turn onto the end of the fuel fill tube. Its purpose is to retain vapors and fuel in the fuel tank.
The loss of any fuel vapor out of fuel filler tube is prevented by the use of pressure-vacuum fuel fill cap. Relief valves inside the cap will release fuel tank pressure at predetermined pressures. Fuel tank vacuum will also be released at predetermined values. This cap must be replaced by a similar unit if replacement is necessary. This is in order for the system to remain effective.
| CAUTION | Remove the fill cap before servicing any fuel system component to relieve fuel tank pressure. If the cap is left off or loose, a Diagnostic Trouble Code (DTC) may be set. |
A vacuum schematic for emission related items can be found on the vehicles VECI label. Refer to Vehicle Emission Control Information (VECI) Label for label location.
The ORVR (On-Board Refueling Vapor Recovery) system consists of a unique fuel tank, flow management valve, fluid control valve, one-way check valve and vapor canister.
The ORVR (On-Board Refueling Vapor Recovery) system is used to remove excess fuel tank vapors. This is done while the vehicle is being refueled.
Fuel flowing into the fuel filler tube (approx. 1" I.D.) creates an aspiration effect drawing air into the fuel fill tube. During refueling, the fuel tank is vented to the EVAP canister to capture escaping vapors. With air flowing into the filler tube, there are no fuel vapors escaping to the atmosphere. Once the refueling vapors are captured by the EVAP canister, the vehicle's computer controlled purge system draws vapor out of the canister for the engine to burn. The vapor flow is metered by the purge solenoid so that there is no, or minimal impact on driveability or tailpipe emissions.
As fuel starts to flow through the fuel fill tube, it opens the normally closed check valve and enters the fuel tank. Vapor or air is expelled from the tank through the control valve and on to the vapor canister. Vapor is absorbed in the EVAP canister until vapor flow in the lines stops. This stoppage occurs following fuel shut-off, or by having the fuel level in the tank rise high enough to close the control valve. This control valve contains a float that rises to seal the large diameter vent path to the EVAP canister. At this point in the refueling process, fuel tank pressure increases, the check valve closes (preventing liquid fuel from spiting back at the operator), and fuel then rises up the fuel filler tube to shut off the dispensing nozzle.
Scheme 3
The EVAP canister purge solenoid is located in the engine compartment attached to a bracket mounted on the left strut tower.
The Powertrain Control Module (PCM) operates the EVAP canister purge solenoid depending upon engine operating conditions.
The Powertrain Control Module (PCM) operates the solenoid.
During the cold start warm-up period and the hot start time delay, the PCM does not energize the solenoid. When de-energized, no vapors are purged. The PCM de-energizes the solenoid during open loop operation.
The engine enters closed loop operation after it reaches a specified temperature and the time delay ends. During closed loop operation, the PCM energizes and de-energizes the solenoid 5 or 10 times per second, depending upon operating conditions. The PCM varies the vapor flow rate by changing solenoid pulse width. Pulse width is the amount of time the solenoid energizes. The PCM adjusts solenoid pulse width based on engine operating condition.
The following procedure has been established to assist technicians in the field with enabling and running OBD II Monitors. The order listed in the following procedure is intended to allow the technician to effectively complete each monitor and to set the CARB Readiness Status in the least time possible.
Note. Once the monitor run process has begun, do not turn off the ignition. By turning the ignition key off, monitor enabling conditions will be lost. EVAP Monitor runs after key off. By performing a Battery Disconnect, or Selecting Erase DTCs, the CARB Readiness and all additional OBD II information will be cleared.