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- 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.
- Configuration of hardware and related terms 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) Driving cycle A driving cycle consists of engine start up, and engine shut off. 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 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. 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
- OBD-II system readiness tests Catalyst monitoring 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 monitoring 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. Fuel system monitoring 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. Engine cooling system monitoring 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. O2 sensor monitoring 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. Evaporative emission system monitoring 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. Air conditioning system monitoring 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. Comprehensive components monitoring 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. A/C system component monitoring 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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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.
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Fail-Safe Mode
| Item | Fail-Safe | |
|---|---|---|
| ETC Motor | Throttle valve stuck at 5° | |
| TPS | TPS 1 fault | ECM looks at TPS2 |
| TPS 2 fault | ECM looks at TPS1 | |
| TPS 1, 2 fault | Throttle valve stuck at 5° | |
| APS | APS 1 fault | ECM looks at APS 2 |
| APS 2 fault | ECM looks at APS 1 | |
| APS 1, 2 fault | Throttle valve stuck at 5° | |
FAIL-SAFE MODE REFERENCE CHART
Note. When throttle value is stuck at 5°, 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.
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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.
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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.
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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 on the cylinder block or the transaxle housing and generates alternating current by magnetic flux field which is made by the sensor and the target wheel when engine runs.
The target wheel consists of 58 slots and 2 missing slots on 360 degrees CA (Crank Angle).
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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.
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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.
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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.
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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.
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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 runs out 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.
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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.
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Fuel Tank Pressure Sensor (FTPS) is a component of the evaporative emission control system. It is installed on the fuel tank near the fuel pump assembly. It checks the evaporative system and detects an evaporative leak in the system.
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Based on information from various sensors, the ECM can calculate the fuel amount to be injected. The fuel injector is a solenoid-operated valve and the fuel injection amount is controlled by length of injection time. The ECM controls each injector by grounding the control circuit. When the ECM energizes the injector by grounding the control circuit, the circuit voltage should be low (theoretically 0V) and the fuel is injected. When the ECM de-energizes the injector by opening control circuit, the fuel injector is closed and circuit voltage should momentarily peak, and then settle at system voltage.
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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.
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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.
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Fuel Pressure Regulator Valve 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.
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The Electric WGT Control Actuator is installed on the turbocharger.
It operates the vain in the Waste Gate Turbocharger (WGT) and regulates the compressed air amount by the ECM's PWM signal. This actuator consists of a DC motor which actuates the vane, a 2-step gear which increases torque of the DC motor, a position sensor which detects status of the vane, an electric control unit which drives the DC motor.
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RCV (Recirculation Valve) Control Solenoid Valve is installed on the intercooler inlet pipe and operates the RCV actuator which controls the by-pass passage of the turbocharger compressor.
When the throttle is closed, while the engine is running at cruise RPM (tip-out), the turbocharger boost pressure raises rapidly. The pressure wave strikes a compressor blades causing a knocking noise. To prevent this the ECM opens the recirculation valve which allows excessive boost pressure to vent back to the air cleaner side of the turbocharger compressor.
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Canister Close Valve (CCV) is installed on the canister ventilation line. It seals evaporative emission control system by shutting the canister from the atmosphere when leakage detecting system operates.
