General Description
A malfunction is detected by using a checksum technique for verifying data.
The digital data is composed of zeros and ones. A checksum is the total of all ones in a string of data.
By comparing the checksum value with a stored value, a malfunction can be detected.
DTC Description
This DTC is set when the calculated checksum does not accord with memorized checksum data.
(Fault caused by reprogrammed ROM/EPROM data illegally)
The Shift lever positions P-range (Parking), R-range (Reverse), N-range (Neutral) and D-range (Driving) are changed by driver need and lever position is sent to PCM/TCM to control a gear ratio.
This DTC is set when undefined code is input to PCM/TCM without specific of transmission pattern table. (See below)
The Shift lever positions P-range (Parking), R-range (Reverse), N-range (Neutral) and D-range (Driving) are changed by driver need and lever position is sent to PCM/TCM to control a gear ratio.
This DTC is set when undefined code is input to PCM/TCM without specific of transmission pattern table. (See below)
The automatic TRANSAXLE fluid (ATF) temperature sensor is installed in the Valve Body.
This sensor uses a thermistor whose resistance changes according to the temperature changes.
The TCM supplies a approx. 3.3V reference voltage to the sensor, and the output voltage of the sensor changes when the ATF temperature varies.
The automatic TRANSAXLE fluid (ATF) temperature provides very important data for the TCM's control of the Torque Converter Clutch, and is also used for many other purposes.
This DTC is set when ATF temperature output voltage exceeds normal operating range.
The automatic TRANSAXLE fluid (ATF) temperature sensor is installed in the Valve Body.
This sensor uses a thermistor whose resistance changes according to the temperature changes.
The TCM supplies a approx. 3.3V reference voltage to the sensor, and the output voltage of the sensor changes when the ATF temperature varies.
The automatic TRANSAXLE fluid (ATF) temperature provides very important data for the TCM's control of the Torque Converter Clutch, and is also used for many other purposes.
This DTC is set when ATF temperature output voltage is lower than threshold value.
The automatic TRANSAXLE fluid (ATF) temperature sensor is installed in the Valve Body.
This sensor uses a thermistor whose resistance changes according to the temperature changes.
The TCM supplies a approx. 3.3V reference voltage to the sensor, and the output voltage of the sensor changes when the ATF temperature varies.
The automatic TRANSAXLE fluid (ATF) temperature provides very important data for the TCM's control of the Torque Converter Clutch, and is also used for many other purposes.
This DTC is set when ATF temperature output voltage is higher than threshold value.
The Input/output speed sensor is one body and installed in transmission. It's used hall sensor of an electric current type, and current is changed by magnetic variation. Each sensors are composite 2 pins and PCM/TCM supplied power to sensor and controlled by PCM/TCM.
This DTC is set when vehicle speed is above 20km/h (12.4MPH) but input speed signal is not detected by PCM/TCM.
The Input/output speed sensor is one piece and installed in transmission. It's used hall sensor of an electric current type, and current is changed by magnetic variation. Each sensors are composite 2 pins and PCM/TCM supplied power to sensor and controlled by PCM/TCM.
This DTC is set this code if vehicle speed is above 20km/h (12.4MPH) but input speed signal is not detected by PCM/TCM.
The Input/output speed sensor is one piece and installed in transmission. It's used hall sensor of an electric current type, and current is changed by magnetic variation. Each sensors are composite 2 pins and PCM/TCM supplied power to sensor and controlled by PCM/TCM.
This DTC is set this code if vehicle speed is above 20km/h (12.4MPH) but input speed signal is not detected by PCM/TCM.
The Input speed sensor value must be equal to Output speed sensor value times each gear ratio at each gear position of transmission. That operation value must be equal with TCM operation value. For example Output speed sensor value is 1000RPM and 6th speed gear ratio is 0.8 then Input speed sensor value must be 800 RPM.
This DTC is set when Input speed sensor value is different with TCM operation value, caused by control valve sticking, solenoid valve fault (most of fault is mechanical, rarely electrical fault).
The Input speed sensor value must be equal to Output speed sensor value times each gear ratio at each gear position of transmission. That operation value must be equal with TCM operation value. For example Output speed sensor value is 1000RPM and 6th speed gear ratio is 0.8 then Input speed sensor value must be 800 RPM.
This DTC is set when Input speed sensor value is different with TCM operation value, caused by control valve sticking, solenoid valve fault (most of fault is mechanical, rarely electrical fault).
The Input speed sensor value must be equal to Output speed sensor value times each gear ratio at each gear position of transmission. That operation value must be equal with TCM operation value. For example Output speed sensor value is 1000RPM and 6th speed gear ratio is 0.8 then Input speed sensor value must be 800 RPM.
This DTC is set when Input speed sensor value is different with TCM operation value, caused by control valve sticking, solenoid valve fault (most of fault is mechanical, rarely electrical fault).
The Input speed sensor value must be equal to Output speed sensor value times each gear ratio at each gear position of transmission. That operation value must be equal with TCM operation value. For example Output speed sensor value is 1000RPM and 6th speed gear ratio is 0.8 then Input speed sensor value must be 800 RPM.
This DTC is set when Input speed sensor value is different with TCM operation value, caused by control valve sticking, solenoid valve fault (most of fault is mechanical, rarely electrical fault).
The Input speed sensor value must be equal to Output speed sensor value times each gear ratio at each gear position of transmission. That operation value must be equal with TCM operation value. For example Output speed sensor value is 1000RPM and 6th speed gear ratio is 0.8 then Input speed sensor value must be 800 RPM.
This DTC is set when Input speed sensor value is different with TCM operation value, caused by control valve sticking, solenoid valve fault (most of fault is mechanical, rarely electrical fault).
The Input speed sensor value must be equal to Output speed sensor value times each gear ratio at each gear position of transmission. That operation value must be equal with TCM operation value. For example Output speed sensor value is 1000RPM and 6th speed gear ratio is 0.8 then Input speed sensor value must be 800 RPM.
This DTC is set when Input speed sensor value is different with TCM operation value, caused by control valve sticking, solenoid valve fault (most of fault is mechanical, rarely electrical fault).
The PCM/TCM control Pressure control solenoid valve by changed current for reducing shift shock.
This DTC is set when PCM/TCM detects open or short circuit in valve harness.
The PCM/TCM control UD-VFS (Shift Control Solenoid Valve) solenoid valve is controlled by changed current for reducing UD brake shock.
This DTC is set when PCM/TCM detects open or short circuit in valve harness.
The PCM/TCM control 26/B-VFS solenoid valve is controlled by changed current for reducing 26 brake shock. And PCM/TCM charge pressure for reducing shift shock at 1st speed to 2nd speed by pre-Fill control.
This DTC is set when PCM/TCM detects open or short circuit in valve harness.
The PCM/TCM control 35R/C-VFS solenoid valve is controlled by changed current for reducing 35R clutch shock.
This DTC is set when PCM/TCM detects open or short circuit in valve harness.
The PCM/TCM control OD-VFS solenoid valve is controlled by changed current for reducing OD clutch shock.
This DTC is set when PCM/TCM detects open or short circuit in valve harness.
The Shift solenoid valve is ON/OFF type and changed a way of oil direction. PCM/TCM control solenoid valve to set gear speed position.
This DTC is set when PCM/TCM detects open or short circuit in valve harness.
The PCM (TCM) monitored supplied voltage to ATM solenoid valve. It this voltage is outside the specification, the gear is fixed 4th speed.
This DTC is set when output voltage from PCM/TCM to solenoid valve exceeds normal operating range.
The HEV uses the hydraulic pressure that in addition to mechanical main hydraulic pump, EOP (Electric oil pump) controlled by OPU (oil pump unit) to take command from by PCM/TCM generates to operate engine clutch and U/D brake.
While low speed driving or engine auto stop regardless of driving mode (EV mode or HEV), when hydraulic pressure become low because of mechanical main hydraulic pump rotation in low speed or stop, OPU supply pressure on U/D brake by operating EOP in order to protect Friction Element.
When shifting the driving mode from EV mode to HEV mode, EOP supplies hydraulic pressure to the engine clutch in order to use engine power when the driving mode shift is completed (Engine clutch: wet type multiple disk clutch that connect or disconnect the engine power between engine input shaft and transaxle input shaft)
This DTC is set when PCM/TCM detects open or short circuit in harness as a failure in can line.
The HEV uses the hydraulic pressure that in addition to mechanical main hydraulic pump, EOP (Electric oil pump) controlled by OPU (oil pump unit) to take command from by PCM/TCM generates oil pressure to operate engine clutch and U/D brake.
When low speed driving or engine auto stop regardless of driving mode (EV mode or HEV), when hydraulic pressure become low because of mechanical main hydraulic pump rotation in low speed or stop, OPU supply pressure on U/D brake by operating EOP in order to protect Friction Element.
When shifting the driving mode from EV mode to HEV mode, EOP supplies hydraulic pressure to the engine clutch in order to use engine power when the driving mode shift is completed (Engine clutch: wet type multiple disk clutch that connect or disconnect the engine power between engine input shaft and transaxle input shaft)
This DTC is set when PCM/TCM detects open or short circuit in harness as a failure in can line.
The HEV uses the hydraulic pressure that in addition to mechanical main hydraulic pump, EOP (Electric oil pump) controlled by OPU (oil pump unit) to take command from by PCM/TCM generates to operate engine clutch and U/D brake.
While low speed driving or engine auto stop regardless of driving mode (EV mode or HEV), when hydraulic pressure become low because of mechanical main hydraulic pump rotation in low speed or stop, OPU supplies hydraulic pressure on U/D brake by operating EOP in order to protect Friction Element.
When shifting the driving mode from EV mode to HEV mode, EOP supplies hydraulic pressure to the engine clutch in order to use engine power when the driving mode shift is completed (Engine clutch: wet type multiple disk clutch that connect or disconnect the engine power between engine input shaft and transaxle input shaft)
Scheme 307
Scheme 308
The Hall sensor mounted in EOP is position sensor for detecting of motor's rotor position. OPU receive position and speed information of motor' rotor in order to control motor. this code is set when OPU detect open and short of hall sensor circuit and PCM/TCM show this code through the external diagnosis scanner.
The HEV uses the hydraulic pressure that in addition to mechanical main hydraulic pump EOP (Electric oil pump) controlled by OPU (oil pump unit) to take command from by PCM/TCM generates oil pressure to operate engine clutch and U/D brake.
When low speed driving or engine auto stop regardless of driving mode (EV mode or HEV), when hydraulic pressure become low because of mechanical main hydraulic pump rotation in low speed or stop, OPU supplies hydraulic pressure on U/D brake by operating EOP in order to protect Friction Element.
When shifting the driving mode from EV mode to HEV mode, EOP supplies hydraulic pressure to the engine clutch in order to use engine power when the driving mode shift is completed (Engine clutch: wet type multiple disk clutch that connect or disconnect the engine power between engine input shaft and transaxle input shaft)
This DTC is set and sent to PCM/TCM when OPU detect error into OPU internal power control circuit.
The HEV uses the hydraulic pressure that in addition to mechanical main hydraulic pump, EOP (Electric oil pump) controlled by OPU (oil pump unit) to take command from by PCM/TCM generates oil pressure to operate engine clutch and U/D brake.
When low speed driving or engine auto stop regardless of driving mode (EV mode or HEV), when hydraulic pressure become low because of mechanical main hydraulic pump rotation in low speed or stop, OPU supply pressure on U/D brake by operating EOP in order to protect Friction Element.
When shifting the driving mode from EV mode to HEV mode, EOP supplies hydraulic pressure to the engine clutch in order to use engine power when the driving mode shift is completed (Engine clutch: wet type multiple disk clutch that connect or disconnect the engine power between engine input shaft and transaxle input shaft)
This DTC is set when PCM/TCM detects open or short circuit in harness.
The HEV uses the hydraulic pressure that in addition to mechanical main hydraulic pump, EOP (Electric oil pump) controlled by OPU (oil pump unit) to take command from by PCM/TCM generates oil pressure to operate engine clutch and U/D brake.
When low speed driving or engine auto stop regardless of driving mode (EV mode or HEV), when hydraulic pressure become low because of mechanical main hydraulic pump rotation in low speed or stop, OPU supplies hydraulic pressure on U/D brake by operating EOP in order to protect Friction Element.
When shifting the driving mode from EV mode to HEV mode, EOP supplies hydraulic pressure to the engine clutch in order to use engine power when the driving mode shift is completed (Engine clutch: wet type multiple disk clutch that connect or disconnect the engine power between engine input shaft and transaxle input shaft)
Scheme 309
Scheme 310
The EOP is mounted on HEV A/T in addition to existing mechanical motor, 12V DC voltage is supplied to OPU from battery, and is converted to 3-phase AC voltage by OPU internal inverter. Inverted 3-phase AC power is supplied to EOP by motor cable. this code is set when open circuit of 3 phase motor cable is detected by OPU and is showed by PCM/TCM.
The HEV uses the hydraulic pressure that in addition to mechanical main hydraulic pump, EOP (Electric oil pump) controlled by OPU (oil pump unit) to take command from by PCM/TCM generates oil pressure to operate engine clutch and U/D brake.
When low speed driving or engine auto stop regardless of driving mode (EV mode or HEV), when hydraulic pressure become low because of mechanical main hydraulic pump rotation in low speed or stop, OPU supplies hydraulic pressure on U/D brake by operating EOP in order to protect Friction Element.
When shifting the driving mode from EV mode to HEV mode, EOP supplies hydraulic pressure to the engine clutch in order to use engine power when the driving mode shift is completed (Engine clutch: wet type multiple disk clutch that connect or disconnect the engine power between engine input shaft and transaxle input shaft)
The EOP relay is operated by ground connection in OPU and another side is connected in the battery. OPU monitor voltage of front and rear side of relay, this code is set when voltage value is higher and lower than specification and is detected by PCM/TCM.
The Shift solenoid valve is ON/OFF type and changed the path of oil direction. PCM/TCM control solenoid valve to set gear speed position.
This DTC is set when PCM/TCM detects open or short circuit in valve harness.
Several control units are applied to electronically controlled vehicles. These units perform each control with information from various sensors. Thus, sharing signal information from sensors is needed, so CAN communication type whose communication speed is high and insensitive to electrical noise by spark generation is adopted to controlling power-train (PCM (ECM), TCM, ESP PCM (ECM), ABS PCM (ECM)).
As sharing signals of engine speed, APS, gear shifting, torque reduction in ESP and various modules, active control is performed.
Scheme 311
This DTC is set when PCM/TCM detects that wrong message is sent or No message is received from CAN communication line.
Several control units are applied to electronically controlled vehicles. These units perform each control with information from various sensors. Thus, sharing signal information from sensors is needed, so CAN communication type whose communication speed is high and insensitive to electrical noise by spark generation is adopted to controlling power-train (PCM (ECM), TCM, ESP PCM (ECM), ABS PCM (ECM)).
As sharing signals of engine speed, APS, gear shifting, torque reduction in ESP and various modules, active control is performed.
Scheme 312
This DTC is set when PCM/TCM detects that no message is received from CAN communication line.
Several control units are applied to electronically controlled vehicles. These units perform each control with information from various sensors. Thus, sharing signal information from sensors is needed, so CAN communication type whose communication speed is high and insensitive to electrical noise by spark generation is adopted to controlling power-train (PCM (ECM), TCM, ESP PCM (ECM), ABS PCM (ECM)).
As sharing signals of engine speed, APS, gear shifting, torque reduction in ESP and various modules, active control is performed.
Scheme 313
This DTC is set when PCM/TCM detects that no message relating MCU is received from CAN communication line.
Several control units are applied to electronically controlled vehicles. These units perform each control with information from various sensors. Thus, sharing signal information from sensors is needed, so CAN communication type whose communication speed is high and insensitive to electrical noise by spark generation is adopted to controlling power-train (PCM (ECM), TCM, ESP PCM (ECM), ABS PCM (ECM)).
As sharing signals of engine speed, APS, gear shifting, torque reduction in ESP and various modules, active control is performed.
Scheme 314
This DTC is set when PCM/TCM detects that no message relating HCU is received from CAN communication line.
Several control units are applied to electronically controlled vehicles. These units perform each control with information from various sensors. Thus, sharing signal information from sensors is needed, so CAN communication type whose communication speed is high and insensitive to electrical noise by spark generation is adopted to controlling power-train (PCM (ECM), TCM, ESP PCM (ECM), ABS PCM (ECM)).
As sharing signals of engine speed, APS, gear shifting, torque reduction in ESP and various modules, active control is performed.
Scheme 315
This DTC is set when PCM/TCM detects that wrong message is sent or No message is received from HEV CAN communication line.
Several control units are applied to electronically controlled vehicles. These units perform each control with information from various sensors. Thus, sharing signal information from sensors is needed, so CAN communication type whose communication speed is high and insensitive to electrical noise by spark generation is adopted to controlling power-train (PCM (ECM), TCM, ESP PCM (ECM), ABS PCM (ECM)).
As sharing signals of engine speed, APS, gear shifting, torque reduction in ESP and various modules, active control is performed.
Scheme 316
This DTC is set when PCM/TCM detects that no message relating EMS is received from HEV CAN communication line.
Several control units are applied to electronically controlled vehicles. These units perform each control with information from various sensors. Thus, sharing signal information from sensors is needed, so CAN communication type whose communication speed is high and insensitive to electrical noise by spark generation is adopted to controlling power-train (PCM (ECM), TCM, ESP PCM (ECM), ABS PCM (ECM)).
As sharing signals of engine speed, APS, gear shifting, torque reduction in ESP and various modules, active control is performed.
Scheme 317
This DTC is set when PCM/TCM detects that no message relating HCU is received from HEV CAN communication line.
Several control units are applied to electronically controlled vehicles. These units perform each control with information from various sensors. Thus, sharing signal information from sensors is needed, so CAN communication type whose communication speed is high and insensitive to electrical noise by spark generation is adopted to controlling power-train (PCM (ECM), TCM, ESP PCM (ECM), ABS PCM (ECM)).
As sharing signals of engine speed, APS, gear shifting, torque reduction in ESP and various modules, active control is performed.
Scheme 318
This DTC is set when PCM/TCM detects that no message relating OPU is received from CAN communication line.