Engine Control System: Other Hyundai Elantra III facelift

2. Configuration Of Hardware And Related Terms

[TYPE (I) K-LINE]

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[TYPE (II) CAN]

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The Malfunction Indicator Lamp (MIL) is connected between ECM or PCM-terminal Malfunction Indicator Lamp and battery supply (open collector amplifier).

In most cars, the MIL will be installed in the instrument panel. The lamp amplifier can not be damaged by a short circuit.

Lamps with a power dissipation much greater than total dissipation of the MIL and lamp in the tester may cause a fault indication.

1. At ignition ON and engine revolution (RPM)< MIN. RPM, the MIL is switched ON for an optical check by the driver. When the ECM or PCM detects a malfunction related emission during the first driving cycle, the DTC and engine data are stored in the freeze frame memory. The MIL is illuminated only when the ECM or PCM detects the same malfunction related to the DTC in two consecutive driving cycles.

1. Misfire and Fuel System Malfunctions: For misfire or fuel system malfunctions, the MIL may be eliminated if the same fault does not reoccur during monitoring in three subsequent sequential driving cycles in which conditions are similar to those under which the malfunction was first detected.
2. All Other Malfunctions: For all other faults, the MIL may be extinguished after three subsequent sequential driving cycles during which the monitoring system responsible for illuminating the MIL functions without detecting the malfunction and if no other malfunction has been identified that would independently illuminate the MIL according to the requirements outlined above. The diagnostic system may erase a fault code if the same fault is not re-registered in at least 40 engine warm-up cycles, and the MIL is not illuminated for that fault code.
3. K-LINE Bidirectional line K-LINE is defined as the line which provides information in a serial digital form from ECM or PCM to the diagnostic tester. K-LINE is used bidirectionally, in which case it may carry commands or data from the diagnostic tester to the ECM or PCM. K-LINE is also used to initialize the serial communication.
4. CAN (CONTROLLER AREA NETWORK) Bus Topology : Line (bus) structure Wiring : Twisted pair wire Off Board DLC Cable Length : Max. 5m Data Transfer Rate Diagnostic : 500 kbps Service Mode (Upgrade, Writing VIN) : 500 or 1Mbps)

A driving cycle consists of engine start up and engine shut off and includes the period of engine off time up to the next engine startup.

A warm-up cycle means sufficient vehicle operation such that the engine coolant temperature has risen by at least 40 degrees Fahrenheit from engine starting and reaches a minimum temperature of at least 160 degrees Fahrenheit.

A trip means vehicle operation (following an engine-off period) of duration and driving mode such that all components and systems are monitored at least once by the diagnostic system except catalyst efficiency or evaporative system monitoring when a steady-speed check is used, subject to the limitation that the manufacturer-defined trip monitoring conditions shall all be encountered at least once during the first engine start portion of the applicable FTP cycle.

1. Diagnostic Trouble Code (SAE J2012)
2. DTCs used in OBD-II vehicles will begin with a letter and are followed by four numbers.

The letter of the beginning of the DTC identifies the function of the monitored device that has failed. A "P" indicates a powertrain device, "C" indicates a chassis device. "B" is for body device and "U" indicates a network or data link code. The first number indicates if the code is generic (common to all manufacturers) or if it is manufacturer specific. A "0" & "2" indicates generic, "1" indicates manufacturer-specific. The second number indicates the system that is affected with a number between 1 and 7.

The following is a list showing what numbers are assigned to each system.

1. Fuel and air metering
2. Fuel and air metering (injector circuit malfunction only)
3. Ignition system or misfire
4. Auxiliary emission controls
5. Vehicle speed controls and idle control system
6. Computer output circuits
7. Transmission

The last two numbers of the DTC indicates the component or section of the system where the fault is located.

When a freeze frame event is triggered by an emission related DTC, the ECM or PCM stores various vehicle information as it existed the moment the fault occurred. The DTC number along with the engine data can be useful in aiding a technician in locating the cause of the fault. Once the data from the 1st driving cycle DTC occurrence is stored in the freeze frame memory, it will remain there even when the fault occurs again (2nd driving cycle) and the MIL is illuminated.

1. Freeze Frame List Calculated Load Value Engine RPM Fuel Trim Fuel Pressure (if available) Vehicle Speed (if available) Coolant Temperature Intake Manifold Pressure (if available) Closed-or Open-loop operation Fault code

3. OBD-II SYSTEM READINESS TESTS

The catalyst efficiency monitor is a self-test strategy within the ECM or PCM that uses the downstream Heated Oxygen Sensor (HO2S) to determine when a catalyst has fallen below the minimum level of effectiveness in its ability to control exhaust emission.

Misfire is defined as the lack of proper combustion in the cylinder due to the absence of spark, poor fuel metering, or poor compression. Any combustion that does not occur within the cylinder at the proper time is also a misfire. The misfire detection monitor detects fuel, ignition or mechanically induced misfires. The intent is to protect the catalyst from permanent damage and to alert the customer of an emission failure or an inspection maintenance failure by illuminating the MIL. When a misfire is detected, special software called freeze frame data is enabled. The freeze frame data captures the operational state of the vehicle when a fault is detected from misfire detection monitor strategy.

The EVAP. monitoring is a self-test strategy within the ECM or PCM that tests the integrity of the EVAP. system. The complete evaporative system detects a leak or leaks that cumulatively are greater than or equal to a leak caused by a 0.040 inch and 0.020 inch diameter orifice.

The fuel system monitor is a self-test strategy within the ECM or PCM that monitors the adaptive fuel table The fuel control system uses the adaptive fuel table to compensate for normal variability of the fuel system components caused by wear or aging. During normal vehicle operation, if the fuel system appears biased lean or rich, the adaptive value table will shift the fuel delivery calculations to remove bias.

OBD-II regulations require monitoring of the upstream Heated O2 Sensor (H2OS) to detect if the deterioration of the sensor has exceeded thresholds. An additional HO2S is located downstream of the Warm-Up Three Way Catalytic Converter (WUTWC) to determine the efficiency of the catalyst. Although the downstream H2OS is similar to the type used for fuel control, it functions differently. The downstream HO2S is monitored to determine if a voltage is generated. That voltage is compared to a calibrated acceptable range.

For valve/crankcase, PCV valve is fastened to the crankcase by threaded connection to meet the requirement. Most of the case engine stalls when PCV hose is disconnected. Even the case of no stalling, there is a big engine rpm fluctuation which can easily be recognized by a driver, and the fuel trim increased up to the limit and fuel system error is detected.

The cooling system monitoring is a self-test strategy within the ECM or PCM that monitors ECTS (Engine Coolant Temperature Sensor) and thermostat about circuit continuity, output range, rationality faults.

Catalyst heating function is used to reduce cold start emission. Combination of increased engine speed and air mass flow rate (MAF) and also spark timing retardation results in faster exhaust gas temperature increase. It can be realized by opening more idle speed actuator during catalyst heating phase.

If lower air path restriction happens, engine torque is slightly decreased due to low MAF. A low MAF is compensated by spark advance increase to keep constant engine torque. But engine speed deviation does not happen in this time.

If higher air path restriction happens, even though spark timing compensates, engine speed cannot meet the target engine speed due to very low MAF.

Therefore, key control parameter for catalyst heating function is air path. Air path is represented as MAF deviation in EMS control parameter.

Continuously Variable Valve Timing (CVVT) monitoring is divided in two parts

1. Check steady deviation between camshaft set-point and actual camshaft position
2. Check camshaft position response during changing camshaft set-point

The comprehensive components monitoring is a self-test strategy within the ECM or PCM that detects fault of any electronic powertrain components or system that provides input to the ECM or PCM and is not exclusively an input to any other OBD-II monitor.

The A/C system monitoring is a self-test strategy within the ECM or PCM that monitors malfunction of all A/C system components at A/C ON.

Requirement

If a vehicle incorporates an engine control strategy that alters off idle fuel and/or spark control when the A/C system is on, the OBD II system shall monitor all electronic air conditioning system components for malfunctions that cause the system to fail to invoke the alternate control while the A/C system is on or cause the system to invoke the alternate control while the A/C system is off.

Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are used as part of the diagnostic strategy for any other monitored system or component.

Implementation plan

No engine control strategy incorporated that alters off idle fuel and/or spark control when A/C system is on. Malfunction of A/C system components is not used as a part of the diagnostic strategy for other monitored system or component.

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1. Harness Connector
2. Terminal Function Connector [CBG-K] CONNECTOR PIN REFERENCE CHART Pin No. Description Connected to 1 Power Ground Chassis Ground 2 Battery voltage supply after ignition switch Ignition Switch 3 Power Ground Chassis Ground 4 Battery voltage supply after main relay Main Relay 5 ECM Ground Chassis Ground 6 Battery Power Battery 7 Ignition Coil (Cylinder #1,4) control output Ignition Coil (Cylinder #1,4) 8 Shield Ignition Coil 9 Sensor ground Mass Air Flow Sensor (MAFS) 10 Mass Air Flow Sensor signal input Mass Air Flow Sensor (MAFS) 11 - 12 Ground Immobilizer Control Module 13 A/C Pressure Transducer signal input A/C Pressure Transducer (APT) 14 Sensor ground Engine Coolant Temperature Sensor (ECTS) 15 Engine Coolant Temperature Sensor signal input Engine Coolant Temperature Sensor (ECTS) 16 - 17 - 18 Intake Air Temperature Sensor signal input Intake Air Temperature Sensor (IATS) 19 - 20 - 21 Sensor ground Knock Sensor (KS) 22 Knock Sensor signal input Knock Sensor (KS) 23 Sensor power (+5V) Throttle Position Sensor (TPS) 24 - 25 Injector (Cylinder #1) control output Injector (Cylinder #1) 26 Injector (Cylinder #3) control output Injector (Cylinder #3) 27 Injector (Cylinder #4) control output Injector (Cylinder #4) 28 Injector (Cylinder #2) control output Injector (Cylinder #2) 29 Ignition Coil (Cylinder #2,3) control output Ignition Coil (Cylinder #2,3) 30 - 31 - 32 - 33 Fuel Tank Pressure Sensor signal input Fuel Tank Pressure Sensor (FTPS) 34 Sensor ground Fuel Tank Pressure Sensor (FTPS) 35 - 36 - 37 Sensor ground CVVT Oil Temperature Sensor (OTS) 38 Heated Oxygen Sensor (B1/S2) signal input Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] 39 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] 40 CVVT Oil Temperature Sensor signal input CVVT Oil Temperature Sensor (OTS) 41 Throttle Position Sensor signal input Throttle Position Sensor (TPS) 42 Sensor ground Throttle Position Sensor (TPS) 43 VS+ (NERNST Cell Voltage) Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] 44 VS-/IP- (Common Ground for VS, IP) Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] 45 Rc/Rp (Pump Cell Voltage) Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] 46 Rc (Compensative Resistance) Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] 47 Sensor power (+5V) A/C Pressure Transducer (APT) 48 Sensor power (+5V) Fuel Tank Pressure Sensor (FTPS) 49 - 50 - 51 - 52 - 53 Vehicle speed signal input ABS/ESP Control Module [With ABS/ESC] 54 - 55 Wheel Speed Sensor [A] signal input Wheel Speed Sensor (WSS)[Without ABS/ESC] 56 Wheel Speed Sensor [B] signal input Wheel Speed Sensor (WSS)[Without ABS/ESC] 57 Sensor ground A/C Pressure Transducer (APT) 58 - 59 - 60 A/C switch "ON" signal input A/C Switch 61 - 62 A/C thermal switch signal input A/C Thermal Switch 63 Fuel consumption signal output Trip Computer 64 Main Relay control output Main Relay 65 Cooling Fan Relay [Low] control output Cooling Fan Relay [Low] 66 CVVT Oil Control Valve control output CVVT Oil Control Valve (OCV) 67 Purge Control Solenoid Valve control output Purge Control Solenoid Valve (PCSV) 68 - 69 Immobilizer lamp control output Immobilizer Lamp 70 Fuel Pump Relay control output Fuel Pump Relay 71 - 72 - 73 Battery voltage supply after main relay Main Relay 74 Alternator load signal input Alternator 75 Immobilizer communication line Immobilizer Control Module 76 - 77 CAN [HIGH] Other control module 78 CAN [LOW] Other control module 79 Sensor ground Camshaft Position Sensor (CMPS) 80 Camshaft Position Sensor signal input Camshaft Position Sensor (CMPS) 81 Sensor ground Crankshaft Position Sensor (CKPS) 82 Crankshaft Position Sensor signal input Crankshaft Position Sensor (CKPS) 83 - 84 Clutch Switch signal input Clutch Switch 85 - 86 Engine speed signal output Cluster (Tachometer) 87 A/C Compressor Relay control output A/C Compressor Relay 88 Cooling Fan Relay [High] control output Cooling Fan Relay [High] 89 Idle Speed Control Actuator [OPEN] control output Idle Speed Control Actuator (ISCA) 90 Idle Speed Control Actuator [CLOSE] control output Idle Speed Control Actuator (ISCA) 91 Canister Close Valve control output Canister Close Valve (CCV) 92 Malfunction Indicator Lamp (MIL) control output Cluster (Malfunction Indicator Lamp) 93 Heated Oxygen Sensor (B1/S1) Heater control output Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] 94 Heated Oxygen Sensor (B1/S2) Heater control output Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
3. Terminal Input/output Signal Connector [CBG-K] CONNECTOR PIN REFERENCE CHART Pin No. Description Condition Type Level Test Result 1 Power Ground Idle DC Max. 50mV 2 Battery voltage supply after ignition switch IG OFF DC Max. 1.0V 1.18mV IG ON Battery Voltage 12.7V 3 Power Ground Idle DC Max. 50mV -4.37mV 4 Battery voltage supply after main relay IG OFF DC Max. 1.0V -5.1mV IG ON Battery Voltage 12.3V 5 ECM Ground Idle DC Max. 50mV 10.1mV 6 Battery Power Always DC Battery Voltage 12.2V 7 Ignition Coil (Cylinder #1,4) control output Idle Pulse 1st Voltage: 300 ~ 400V 372V ON Voltage: Max. 2.0V 1.6V 8 Shield Idle DC Max. 50mV 18.3mV 9 Sensor ground Idle DC Max. 50mV 18.7mV 10 Mass Air Flow Sensor signal input Idle DC 0 ~ 2.0V 1.1V 3,000 rpm 1.0 ~ 4.5V 1.85V 11 - 12 Ground Idle DC Max. 50mV 13 A/C Pressure Transducer signal input Idle DC 0.4 ~ 4.6V A/C OFF:1.18V A/C ON:1.48V 14 Sensor ground Idle DC Max. 50mV 13.0mV 15 Engine Coolant Temperature Sensor signal input Idle DC 0.5 ~ 4.5V 1.84V 16 Sensor ground Idle DC Max. 50mV 17 - 18 - 19 - 20 - 21 Sensor ground Idle DC Max. 50mV 22 Knock Sensor signal input Knocking Variable Frequency Normal 23 Sensor power (+5V) IG OFF DC Max. 0.5V 0V IG ON 4.9 ~ 5.1V 5.03V 24 - 25 Injector (Cylinder #1) control output Idle DC Hi: Battery Voltage 14.4V Lo: Max. 1.0V 280mV Vpeak: Max. 80V 48.8V 26 Injector (Cylinder #3) control output Idle DC Hi: Battery Voltage 14.2V Lo: Max. 1.0V 240mV Vpeak: Max. 80V 49.0V 27 Injector (Cylinder #4) control output Idle DC Hi: Battery Voltage 14.4V Lo: Max. 1.0V 280mV Vpeak: Max. 80V 48.8V 28 Injector (Cylinder #2) control output Idle DC Hi: Battery Voltage 14.2V Lo: Max. 1.0V 240mV Vpeak: Max. 80V 49.0V 29 Ignition Coil (Cylinder #2,3) control output Idle Pulse 1st Voltage: 300 ~ 400V 376V ON Voltage: Max. 2.0V 1.36V 30 - 31 - 32 - 33 Fuel Tank Pressure Sensor signal input Idle DC 0.4 ~ 4.6V 2.58V 34 Sensor ground Idle DC Max. 50mV 16.1mV 35 - 36 - 37 Sensor ground Idle DC Max. 50mV 17.3mV 38 Heated Oxygen Sensor (B1/S2) signal input Racing Analog Rich: 0.6 ~ 1.0V 640mV Lean: Max. 0.4V 22mV 39 Sensor ground Idle DC Max. 50mV 3.14mV 40 CVVT Oil Temperature Sensor signal input Idle Analog 0.5 ~ 4.5V 950mV 41 Throttle Position Sensor signal input C.T Analog 0.25 ~ 0.9V 307mV W.O.T Min. 4.0V 4.28V 42 Sensor ground Idle DC Max. 50mV 13.6mV 43 VS+ (NERNST Cell Voltage) Engine Run Analog Normal: 450±50mV 440mV Rich: Max. Normal+150mV 508mV Lean: Min. Normal-150mV 356mV 44 VS-/IP- (Common Ground for VS, IP) Engine Run Analog Reference for VS, IP Hi: 2.7V Lo: 2.0V 45 Rc/Rp (Pump Cell Voltage) Engine Run Analog Normal: 0±500mV 440mV Rich: Min. Normal-1.5mV -860mV Lean: Max. Normal+1.5mV 870mV 46 Rc (Compensative Resistance) Idle Analog |Rc-Rc/Rp|<±0.1V|LH -107mV 47 Sensor power (+5V) IG OFF DC Max. 0.5V 2.61mV IG ON 4.9 ~ 5.1V 5.04V 48 Sensor power (+5V) IG OFF DC Max. 0.5V 3.16mV IG ON 4.9 ~ 5.1V 5.06V 49 - 50 - 51 - 52 - 53 Vehicle speed signal input Vehicle Run Pulse Hi: Min. 4.5V 13.0V Lo: Max. 0.5V -200mV 54 - 55 Wheel Speed Sensor [A] signal input Vehicle Run (30km/h) SINE Wave 15Hz: Min. 0.13Vpp 1,000Hz: Min 0.2Vpp Overall: Max. 250Vpp 56 Wheel Speed Sensor [B] signal input Vehicle Run (30km/h) SINE Wave 15Hz: Min. 0.13Vpp 1,000Hz: Min 0.2Vpp Overall: Max. 250Vpp 57 Sensor ground Idle DC Max. 50mV 10mV 58 - 59 - 60 A/C switch "ON" signal input A/C S/W OFF DC Max. 1.0V 0mV A/C S/W ON Battery Voltage 12.8V 61 - 62 A/C thermal switch signal input A/C S/W OFF DC Max. 1.0V 0mV A/C S/W ON Battery Voltage 12.8V 63 Fuel consumption signal output Idle Pulse Hi: Battery Voltage 13.8V Lo: Max. 0.5V 0.1V 64 Main Relay control output Relay OFF DC Battery Voltage 12.9V Relay ON Max. 1.0V 0.88V 65 Cooling Fan Relay [Low] control output Relay OFF DC Battery Voltage 12.9V Relay ON Max. 1.0V 30mV 66 CVVT Oil Control Valve control output Idle Pulse Battery Voltage 14.8V Max. 1.0V 100mV 67 Purge Control Solenoid Valve control output Active Inactive Pulse Hi: Battery Voltage 14.2V Lo: Max. 1.0V 100mV 68 - 69 Immobilizer lamp control output Lamp OFF DC Battery Voltage Lamp ON Max. 2.0V 70 Fuel Pump Relay control output Relay OFF DC Battery Voltage 13V Relay ON Max. 1.0V 100mV 71 - 72 - 73 Battery voltage supply after main relay IG OFF DC Max. 1.0V -5.1mV IG ON Battery Voltage 12.3V 74 Alternator load signal input Idle Pulse Hi: Battery Voltage 14V Lo: Max. 1.5V 10mV 75 Immobilizer communication line When communicating after IG ON Pulse Hi: Min. 8.5V Lo: Max. 3.5V 76 - 77 CAN [HIGH] RECESSIVE Pulse 2.0 ~ 3.0V 2.55V DOMINANT 2.75 ~ 4.5V 3.57V 78 CAN [LOW] RECESSIVE Pulse 2.0 ~ 3.0V 2.55V DOMINANT 0.5 ~ 2.25V 1.44V 79 Sensor ground Idle DC Max. 50mV 10mV 80 Camshaft Position Sensor signal input Idle Pulse Hi: Vcc 5.0V Lo: Max. 0.5V 0.2V 81 Sensor ground Idle DC Max. 50mV 10mV 82 Crankshaft Position Sensor signal input Idle Pulse Hi: Vcc 5.0V Lo: Max. 0.5V 40mV 83 - 84 Clutch Switch signal input Release DC Max. 0.5V Push Battery Voltage 85 - 86 Engine speed signal output Idle Pulse Hi: Battery Voltage 14.0V Lo: Max. 0.5V 100mV Freq.: 20 ~ 26Hz 21.8Hz 87 A/C Compressor Relay control output Relay OFF DC Battery Voltage 14.1V Relay ON Max. 1.0V 0.1V 88 Cooling Fan Relay [High] control output Relay OFF DC Battery Voltage 14.1V Relay ON Max. 1.0V 320mV 89 Idle Speed Control Actuator [OPEN] control output Idle Pulse Hi: Battery Voltage 14.6V Lo: Max. 1.0V 192mV 90 Idle Speed Control Actuator [CLOSE] control output Idle Pulse Hi: Battery Voltage 14.9V Lo: Max. 1.0V 248mV 91 Canister Close Valve control output Active Inactive Pulse Hi: Battery Voltage 14.0V Lo: Max. 1.0V 170mV 92 Malfunction Indicator Lamp (MIL) control output Lamp OFF DC Battery Voltage 13V Lamp ON Max. 1.0V 50mV 93 Heated Oxygen Sensor (B1/S1) Heater control output Engine Run Pulse Hi: Battery Voltage 14V Lo: Max. 1.0V 0.3V 94 Heated Oxygen Sensor (B1/S2) Heater control output Engine Run Pulse Hi: Battery Voltage 14V Lo: Max. 1.0V 0.3V

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VIN Programming Procedure

VIN (Vehicle Identification Number) is a number that has the vehicle's information (Maker, Vehicle Type, Vehicle Line/Series, Body Type, Engine Type, Transmission Type, Model Year, Plant Location and so forth. For more information, please refer to the GENERAL INFORMATION article ). When replacing an PCM, the VIN must be programmed in the ECM/PCM. If there is no VIN in ECM/PCM memory, the fault code (DTC P0630) is set.

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1. Select "Vehicle" and "Engine" (For example, TUCSON 2.0L L4).
2. Select "VIN WRITING".
3. Check the ECM/PCM status. NOTE: VIRGIN: VIN is not programmed LEARNT: VIN has been already programmed Is the PCM status "VIRGIN"? YES Go to next step 4. NO END
4. Write the VIN with cursor, function and number keys. WARNING: Before pressing the "ENTER" key, confirm the VIN again because the programmed VIN cannot be changed.
5. After verifying the written VIN, press the "ENTER" key.
6. Turn the ignition switch OFF, and then turn ON.
7. Verify the programmed VIN in the PCM memory.

Scheme 95

1. Turn ignition switch off.
2. Disconnect the battery (-) cable from the battery.
3. Disconnect the ECM connector (s) (A).
4. Unscrew the ECM mounting bolts (B) and remove the ECM from the air cleaner assembly.
5. Install a new ECM. ECM mounting bolts: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)