Overview
The California Air Resources Board (CARB) began regulation of On Board Diagnostics (OBD) for vehicles sold in California beginning with the 1988 model year. The first phase, OBD-I, required monitoring of the fuel metering system, Exhaust Gas Recirculation (EGR) system and additional emission related components. The Malfunction Indicator Lamp (MIL) was required to light and alert the driver of the fault and the need for repair of the emission control system. Associated with the MIL was a fault code or Diagnostic Trouble Code (DTC) identifying the specific area of the fault.
The OBD system was proposed by CARB to improve air quality by identifying vehicle exceeding emission standards. Passage of the Federal Clean Air Act Amendments in 1990 has also prompted the Environmental Protection Agency (EPA) to develop On Board Diagnostic requirements. CARB OBD-II regulations were followed until 1999 when the federal regulations were used.
The OBD-II system meets government regulations by monitoring the emission control system. When a system or component exceeds emission threshold or a component operates outside tolerance, a DTC will be stored and the MIL illuminated.
The diagnostic executive is a computer program in the Engine Control Module (ECM) or Powertrain Control Module (PCM) that coordinates the OBD-II self-monitoring system. This program controls all the monitors and interactions, DTC and MIL operation, freeze frame data and scan tool interface.
Freeze frame data describes stored engine conditions, such as state of the engine, state of fuel control, spark, RPM, load and warm status at the point the first fault is detected. Previously stored conditions will be replaced only if a fuel or misfire fault is detected. This data is accessible with the scan tool to assist in repairing the vehicle.
The center of the OBD-II system is a microprocessor called the Engine Control Module (ECM) or Powertrain Control Module (PCM).
The ECM or PCM receives input from sensors and other electronic components (switches, relays, and others) based on information received and programmed into its memory (keep alive random access memory, and others), the ECM or PCM generates output signals to control various relays, solenoids and actuators.
Scheme 238
Scheme 239
- GST (Generic scan tool)
- MIL (Malfunction indication lamp) - MIL activity by transistor 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. At ignition ON and engine revolution (RPM) < MIN. RPM, the MIL is switched ON for an optical check by the driver.
- MIL illumination 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.
- MIL elimination 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. 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.
- Erasing a fault code 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.
- Communication line (CAN) 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)
- Drive cycle A Drive Cycle is when a vehicle is operation (following an engine-off period) for a 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.
- Warm-up cycle 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.
- Trip cycle A Trip Cycle is when a vehicle is driven under the conditions for one or more of the monitors is completed. After repairing the vehicle for an emission related fault, driving the vehicle under the conditions to run the monitor for the system is considered a Trip.
- DTC format Diagnostic Trouble Code (SAE J2012) 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. Fuel and air metering Fuel and air metering (injector circuit malfunction only) Ignition system or misfire Auxiliary emission controls Vehicle speed controls and idle control system Computer output circuits Transmission The last two numbers of the DTC indicates the component or section of the system where the fault is located.
- Freeze frame data 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. 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
Description
The Electronic Throttle Control (ETC) System consists of a throttle body with an integrated control motor and throttle position sensor (TPS). Instead of the traditional throttle cable, an Accelerator Position Sensor (APS) is used to receive driver input. The ECM uses the APS signal to calculate the target throttle angle; the position of the throttle is then adjusted via ECM control of the ETC motor. The TPS signal is used to provide feedback regarding throttle position to the ECM. Using ETC, precise control over throttle position is possible; the need for external cruise control modules/cables is eliminated.
Scheme 240
Scheme 241
Scheme 242
Fail-Safe Mode
| Item | Fail-Safe | |
|---|---|---|
| ETC Motor | Throttle valve stuck at 7° | |
| TPS | TPS 1 fault | ECM looks at TPS2 |
| TPS 2 fault | ECM looks at TPS1 | |
| TPS 1, 2 fault | Throttle valve stuck at 7° | |
| APS | APS 1 fault | ECM looks at APS 2 |
| APS 2 fault | ECM looks at APS 1 | |
| APS 1, 2 fault | Engine idle state | |
| NOTE: When throttle value is stuck at 7°, engine speed is limited at below 1, 500 RPM and vehicle speed at maximum 40 ~ 50 km/h (25 ~ 31 mph) | ||
| NOTE |
|---|
| When throttle value is stuck at 7°, engine speed is limited at below 1, 500 RPM and vehicle speed at maximum 40 ~ 50 km/h (25 ~ 31 mph) |
Manifold Absolute Pressure Sensor (MAPS) is a speed-density type sensor and is installed on the surge tank. It senses absolute pressure of the surge tank and transfers the analog signal proportional to the pressure to the ECM. By using this signal, the ECM calculates the intake air quantity and engine speed.
The MAPS consists of a piezo-electric element and a hybrid IC amplifying the element output signal. The element is silicon diaphragm type and adapts pressure sensitive variable resistor effect of semi-conductor. Because 100% vacuum and the manifold pressure apply to both sides of the sensor respectively, this sensor can output analog signal by using the silicon variation proportional to pressure change.
Scheme 243
Intake Air Temperature Sensor (IATS) is included inside Manifold Absolute Pressure Sensor and detects the intake air temperature.
To calculate precise air quantity, correction of the air temperature is needed because air density varies according to the temperature. So the ECM uses not only MAPS signal but also IATS signal. This sensor has a Negative Temperature Coefficient (NTC) Thermistor and it's resistance changes in reverse proportion to the temperature.
Scheme 244
Ambient Temperature Sensor (ATS) is installed on the front-end module and senses the ambient temperature. ECM receives not only the intake air temperature but also the ambient air temperature informations at the same time to control the intake air quantity precisely provided through the turbo charger. The electrical resistance of the thermistor decreases as the temperature increases, and increases as the temperature decreases This sensor has a Negative Temperature Coefficient (NTC) and its resistance is in inverse proportion to the temperature.
Scheme 245
The Boost Pressure Sensor (BPS) is installed on the intercooler assembly and measures the pressure of the compressed air in turbocharger.
Scheme 246
Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for detecting the engine coolant temperature. The ECTS uses a thermistor that changes resistance with the temperature.
The electrical resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The reference +5V is supplied to the ECTS via a resistor in the ECM. That is, the resistor in the ECM and the thermistor in the ECTS are connected in series. When the resistance value of the thermistor in the ECTS changes according to the engine coolant temperature, the output voltage also changes.
During cold engine operation, the ECM increases the fuel injection duration and controls the ignition timing using the information of engine coolant temperature to avoid engine stalling and improve driveability.
Scheme 247
Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of the most important sensors of the engine control system. If there is no CKPS signal input, the engine may stop because of CKPS signal missing.
This sensor is installed in ladder frame and generates alternating current by magnetic flux field which is made by the sensor and the target wheel when the engine rotates. The target wheel consists of 58 slots and 2 missing slots on 360 CA (Crank Angle).
Scheme 248
Camshaft Position Sensor (CMPS) is a hall sensor and detects the camshaft position by using a hall element.
It is related with Crankshaft Position Sensor (CKPS) and detects the piston position of each cylinder which the CKPS can't detect.
The CMPS is installed on engine head cover and uses a target wheel installed on the camshaft. The Cam Position sensor is a hall-effect type sensor. As the target wheel passes the Hall sensor, the magnetic field changes in the sensor. The sensor then switches a signal which creates a square wave.
Scheme 249
Scheme 250
Scheme 251
Scheme 252
Scheme 253
Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. Knock Sensor (KS) is installed on the cylinder block and senses engine knocking.
When knocking occurs, the vibration from the cylinder block is applied as pressure to the piezoelectric element. When a knock occurs, the sensor produces voltage signal. The ECM retards the ignition timing when knocking occurs. If the knocking disappears after retarding the ignition timing, the ECM will advance the ignition timing. This sequential control can improve engine power, torque and fuel economy.
Scheme 254
Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed both upstream and downstream of the Manifold Catalytic Converter. The sensor output voltage varies in accordance with the air/fuel ratio.
The sensor must be hot in order to operate normally. To keep it hot, the sensor has a heater which is controlled by the ECM via a duty cycle signal. When the exhaust gas temperature is lower than the specified value, the heater warms the sensor tip.
Scheme 255
Rail Pressure Sensor (RPS) is installed on the delivery pipe and measures the instantaneous fuel pressure in the delivery pipe. The sensing element (Semiconductor element) built in the sensor converts the pressure to voltage signal. By using this signal, the ECM can control correct injection amount and timing and adjusts the fuel pressure with the fuel pressure regulator valve if the target pressure and the actual pressure calculated by the RPS output signal are different.
Scheme 256
Scheme 257
Scheme 258
Scheme 259
Scheme 260
Accelerator Position Sensor (APS) is installed on the accelerator pedal module and detects the rotation angle of the accelerator pedal. The APS is one of the most important sensors in engine control system, so it consists of the two sensors which adapt individual sensor power and ground line. The second sensor monitors the first sensor and its output voltage is half of the first one. If the ratio of the sensor 1 and 2 is out of the range (approximately 1/2), the diagnostic system judges that it is abnormal.
Scheme 261
The GDI injector is similar to a standard injector, but sprays fuel at a much higher pressure directly into the combustion chamber and has a swirl disc to get the fuel swirling as it exits the nozzle. This aids in atomization of the fuel.
The ECM controls both the feed circuits (high side) to feed voltage to the injectors and the ground circuits (low side) to energize the injectors. Also, the feed for 2 injectors comes from the same driver set. As the ignition coils are paired with cylinders (1-4 and 2-3), the injectors are also set up in pairs.
Scheme 262
Purge Control Solenoid Valve (PCSV) is installed on the surge tank and controls the passage between the canister and the intake manifold. It is a solenoid valve and is open when the ECM grounds the valve control line. When the passage is open (PCSV ON), fuel vapor stored in the canister is transferred to the intake manifold.
Scheme 263
Continuous Variable Valve Timing (CVVT) system advances or retards the valve timing of the intake and exhaust valve in accordance with the ECM control signal which is calculated by the engine speed and load.
By controlling CVVT, the valve over-lap or under-lap occurs, which makes better fuel economy and reduces exhaust gases (NOx, HC) and improves engine performance through reduction of pumping loss, internal EGR effect, improvement of combustion stability, improvement of volumetric efficiency, and increase of expansion work.
This system consist of
- the CVVT Oil Control Valve (OCV) which supplies the engine oil to the cam phaser or cuts the engine oil from the cam phaser in accordance with the ECM PWM (Pulse With Modulation) control signal
- the CVVT Oil Temperature Sensor (OTS) which measures the engine oil temperature
- and the Cam Phaser which varies the cam phase by using the hydraulic force of the engine oil.
The engine oil getting out of the CVVT oil control valve varies the cam phase in the direction (Intake Advance/Exhaust Retard) or opposite direction (Intake Retard/Exhaust Advance) of the engine rotation by rotating the rotor connected with the camshaft inside the cam phaser.
Scheme 264
WGV (Waste Gate Solenoid Valve) Control Solenoid Valve is installed side of the exhaust manifold and operates the WGT actuator which controls the by-pass passage of the turbo-charger turbine. When the turbine internal pressure is too high, the knocking phenomenon will occur in case of gasoline engine because of excessive operation of the compressor. So, in this case, in order to drop the turbine internal pressure, ECM restricts the turbine rotation by opening the by-pass passage.
Scheme 265
RCV (Recirculation Valve) Control Solenoid Valve is installed on the cooling pan motor top and operates the RCV actuator which controls the by-pass passage of the turbo-charger compressor.
When the throttle valve is closed during engine running [Tip-out], crash noise of the impeller will occur because of rapid increasing of the boost pressure. So, in this case, in order to prevent this phenomenon, ECM maintains the appropriate boost pressure by opening the by-pass passage.
Scheme 266
Fuel Pressure Control Valve (FPCV) is installed on the high pressure fuel pump and controls fuel flow flowing into the injectors in accordance with the ECM signal calculated based on various engine condition.
Scheme 267
Canister Close Valve (CCV) is normally open and is installed on the canister ventilation line. It seals evaporative emission control system by shutting the canister from the atmosphere during EVAP leak detection process.
