Engine Control System - Optima Hev: Diagnosis Kia Optima III рестайлинг

OBD-II Readiness Test

[Kia Motors Drive Cycle]

Kia OBDII Drive Cycle is designed to execute and complete the OBDII monitors. To complete a specific monitor for repair verification, follow the Drive Cycle chart below.

Kia OBDII Drive Cycle consists of two modes (Mode 1 and Mode 2) and the Mode 2 is to perform the catalyst diagnostics on Dephi EMS only.

1. Continental, Bosch or Kefico EMS : Mode 1 drive cycle should be done one time for diagnostics on all systems.
2. Dephi EMS : Mode 2 drive cycle should be done two times in a row after Mode 1 is carried out one time for diagnostics on all systems

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1. Mode 1
2. Mode 2

DRIVE CYCLE MODES

1. 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.
2. 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.
3. 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.
4. 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.
5. 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.
6. 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.
7. 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.
8. 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.
9. 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. Requirement

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1. ECM (Engine Control Module) 2. Manifold Absolute Pressure Sensor (MAPS) 3. Intake Air Temperature Sensor (IATS) 4. Engine Coolant Temperature Sensor (ECTS) 5. Throttle Position Sensor (TPS) 17. ETC Motor 6. Crankshaft Position Sensor (CKPS) 7. Camshaft Position Sensor (CMPS) [Bank 1 / Intake] 8. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust] 9. Knock Sensor (KS) 10. Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] 11. Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] 12. Accelerator Position Sensor (APS) 13. A/C Pressure Transducer (APT) 14. Natural Vacuum Leakage Detection (NVLD) 15. Fuel Level Sender (FLS) 16. Fuel Tank Pressure Sensor (FTPS) 18. Injector 23. Ignition Coil 19. Purge Control Solenoid Valve (PCSV) 20. CVVT Oil Control Valve (OCV) [Bank 1 /Intake] 21. CVVT Oil Control Valve (OCV) [Bank 1 / Exhaust] 22. Canister Close Valve (CCV) 24. Main Relay 25. Fuel Pump Relay 26. Data Link Connector (DLC) [16 pin] 27. Multi-Purpose Check Connector [20 pin]

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ECM Problem Inspection Procedure

1. TEST ECM GROUND CIRCUIT: Measure resistance between ECM and chassis ground using the backside of ECM harness connector as ECM side check point. If the problem is found, repair it. Specification: Below 1ohms
2. TEST ECM CONNECTOR: Disconnect the ECM connector and visually check the ground terminals on ECM side and harness side for bent pins or poor contact pressure. If the problem is found, repair it.
3. If problem is not found in Step 1 and 2 , the ECM could be faulty. If so, make sure there were no DTC's before swapping the ECM with a new one, and then check the vehicle again. If DTC's were found, examine this first before swapping ECM.
4. RE-TEST THE ORIGINAL ECM: Install the original ECM (may be broken) into a known-good vehicle and check the vehicle. If the problem occurs again, replace the original ECM with a new one. If problem does not occur, this is intermittent problem (Refer to "Intermittent Problem Inspection Procedure" under «BASIC INSPECTION PROCEDURE»(ref-675052-S09935537212014120400000) .

Inspection

1. Connect the GDS on the Data Link Connector (DLC).
2. Measure the output voltage of the MAPS at idle and IG ON. Test Condition Output Voltage (V) IG ON 3.9 ~ 4.1 Idle 0.8 ~ 1.6

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the manifold absolute pressure sensor connector (A).
3. Remove the installation bolt (B), and then remove the sensor from the surge tank.

1. Turn the ignition switch OFF.
2. Disconnect the IATS connector.
3. Measure resistance between the IATS terminals 3 and 4.
4. Check that the resistance is within the specification. Specification: Refer to " «Specification»(ref-675085-S35218992302014120400000) "

1. Turn the ignition switch OFF.
2. Disconnect the ECTS connector.
3. Remove the ECTS.
4. After immersing the thermistor of the sensor into engine coolant, measure resistance between the ECTS terminals 3 and 4.
5. Check that the resistance is within the specification. Specification: Refer to " «Specification»(ref-675085-S28004593772014120400000) "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the engine coolant temperature sensor connector (A).
3. Remove the fixing clip (A), and then pull the sensor from the water temperature control assembly. CAUTION: Note that engine coolant may flow out from the water temperature control assembly when removing the sensor.

1. Check the signal waveform of the CMPS and CKPS using the GDS. Specification: Refer to " «Wave Form»(ref-675085-S42460816462014120400000) "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the crankshaft position sensor connector (A).
3. Remove the protector (A).
4. Remove the installation bolt (A), and then remove the crankshaft position sensor.

1. Check the signal waveform of the CMPS and CKPS using the GDS. Specification: Refer to " «WAVE FORM»(ref-675085-S29367846002014120400000) "

1. Turn the ignition switch OFF.
2. Disconnect the HO2S connector.
3. Measure resistance between the HO2S terminals 4 and 5 [B1/S1]. Measure resistance between the HO2S terminals 3 and 4 [B1/S2].
4. Check that the resistance is within the specification. Specification: Refer to " «Specification»(ref-675085-S22184556242014120400000) "

1. Connect the GDS on the Data Link Connector (DLC).
2. Turn the ignition switch ON.
3. Measure the output voltage of the APS 1 and 2 at C.T and W.O.T. Specification: Refer to " «Specification»(ref-675085-S38086047982014120400000) "

1. Connect the GDS on the Data Link Connector (DLC).
2. Measure the output voltage of the FTPS.

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Lift the vehicle.
3. Remove the canister. (Refer to «Canister»(ref-675096-S32808860702014120400000) )
4. Support the fuel tank with a jack and then remove the right fuel tank band (A).
5. Make a gap for removing the fuel tank pressure sensor by lowering the jack.
6. Remove the fuel tank pressure sensor (A) after releasing the hooks vertically.

1. Turn the ignition switch OFF.
2. Disconnect the injector connector.
3. Measure resistance between the injector terminals 1 and 2.
4. Check that the resistance is within the specification. Specification: 13.8 ~ 15.2ohms [20°C(68°F)]

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Release the residual pressure in fuel line (Refer to " «RELEASE RESIDUAL PRESSURE IN FUEL LINE»(ref-675088-S17449914592014120400000) " ).
3. Disconnect the injector connector (A).
4. Remove the wiring harness bracket installation bolt (B).
5. Remove the mounting nut, and then disconnect the fuel feed tube (C).
6. Remove the mounting bolt (D), and then remove the delivery pipe & injector assembly from the engine.
7. Remove the fixing clip (A), and then separate the injector from the delivery pipe.

1. Turn the ignition switch OFF.
2. Disconnect the PCSV connector.
3. Measure resistance between the PCSV terminals 1 and 2.
4. Check that the resistance is within the specification. Specification: 19.0 ~ 22.0ohms [20°C(68°F)]

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the purge control solenoid valve connector (A).
3. Disconnect the vapor hoses (B) from the purge control solenoid valve.
4. Remove the valve from the bracket in the direction of the arrow.

1. Turn the ignition switch OFF.
2. Disconnect the OCV connector.
3. Measure resistance between the OCV terminals 1 and 2.
4. Check that the resistance is within the specification. Specification: 6.9 ~ 7.9ohms [20°C(68°F)]

Mechanical inspection

1. Turn ignition switch OFF.
2. Disconnect the NVLD connector.
3. Remove the NVLD.
4. Connect the hose (A) to the canister hose connected port as below.
5. After immersing the hose (A) in water, Apply more than 6 mbar (positive) pressure to Atmosphere port (B).
6. If the NVLD is normal, many bubbles will indicate large leak.

Note. Allowable internal leakage of 0.35 g/hr at 3 mbar will show as one bubble every second (approximately).

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1. Connect power supply line and ground line to the NVLD terminals as below.
2. Measure current between the NVLD terminal 1 and battery (+) terminal during NVLD switch open.
3. Measure current between the NVLD terminal 1 and battery (+) terminal during NVLD switch closed.
4. Measure current between the NVLD terminal 2 and battery (+) terminal during NVLD switch open.
5. Check the current is within the specification. NOTE: NVLD switch is normal open. When applying more than 6 mbar (Positive) pressure to canister port, switch is closed.