Engine Control System: Overview Kia Sedona II facelift

1. 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, Exhust 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.

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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.

1. 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.

1. Bidirectional line
2. 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.

A driving cycle consists of engine start up, and engine shut off.

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. 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

Mass Air Flow Sensor (MAFS) is a hot-film type sensor and is located in between the air cleaner and the throttle body. It consists of a tube, a sensor assembly and honeycomb cell and detects intake air quantity flowing into the intake manifold. Air flows from the air cleaner assembly through the honeycomb cell and over the hot film element. At this time, heat transfer is generated by convection and this sensor loses its energy. This sensor detects the mass air flow by using the energy loss and transfers the information to the PCM by frequency. The PCM calculates fuel quantity and ignition timing.

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Manifold Absolute Pressure Sensor (MAPS) is speed-density type sensor and is installed on the surge tank. This MAPS senses absolute pressure in surge tank and transfers this analog signal proportional to the pressure to the PCM. The PCM calculates the intake air quantity and engine speed based on this signal. This MAPS consists of piezo-electric element and hybrid IC that amplifies the element output signal. The element is silicon diaphragm type and adapts pressure sensitive variable resistor effect of semi-conductor. 100% vacuum and the manifold pressure applies to both sides of it respectively. That is, this sensor outputs the silicon variation proportional to pressure change by voltage.

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Intake Air Temperature Sensor (IATS) is installed inside the Mass Air Flow Sensor (MAFS) 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 PCM uses not only MAFS signal but also IATS signal. This sensor has a Negative Temperature Coefficient (NTC) and its resistance is in inverse 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 whose resistance changes with the temperature. The electrical resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The reference 5 V in the PCM is supplied to the ECTS via a resistor in the PCM. That is, the resistor in the PCM 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 PCM 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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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 a malfunction has occurred.

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Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed on upstream and downstream of the Manifold Catalyst Converter (MCC). After it compares oxygen consistency of the atmosphere with the exhaust gas, it transfers the oxygen consistency of the exhaust gas to the PCM. When A/F ratio is rich or lean, it generates approximately 1V or 0V respectively. In order that this sensor normally operates, the temperature of the sensor tip is higher than 370°C (698°F). So it has a heater which is controlled by the PCM duty signal. When the exhaust gas temperature is lower than the specified value, the heater warms the sensor tip.

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The CVVT Oil Temperature Sensor (OTS) is a negative coefficient thermistor used by the PCM tl measure engine oil temperature for the purpose of adjusting CVVT calculations.

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Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. Knock Sensor (KS) senses engine knocking and the two sensors are installed inside the V-valley of the cylinder block. When knocking occurs, the vibration from the cylinder block is applied as pressure to the piezoelectric element. At this time, this sensor transfers the voltage signal higher than the specified value to the PCM and the PCM retards the ignition timing. If the knocking disappears after retarding the ignition timing, the PCM will advance the ignition timing. This sequential control can improve engine power, torque and fuel economy.

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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 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 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 two CMPS are installed on engine head cover of bank 1 and 2 and uses a target wheel installed on the camshaft. This sensor has a hall-effect IC which output voltage changes when magnetic field is made on the IC with current flow.

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Based on information from various sensors, the PCM measures the fuel injection amount. The fuel injector is a solenoid-operated valve and the fuel injection amount is controlled by length of time that the fuel injector is held open. The PCM controls each injector by grounding the control circuit. When the PCM energizes the injector by grounding the control circuit, the circuit voltage should be low (theoretically 0V) and the fuel is injected. When the PCM de-energizes the injector by opening control circuit, the fuel injector is closed and circuit voltage should momentarily peak.

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The Continuously Variable Valve Timing (CVVT) system controls the amount of valve overlap by varying the amount of oil flow into an assembly mounted on each intake camshaft through PCM control of an oil control valve. This system uses two oil control valves, one on each bank. An Oil Temperature Sensor (OTS) is used to allow PCM monitoring of engine oil temperature. As oil is directed into the chambers of the CVVT assembly, the cam phase is changed to suit various performance and emissions requirements.

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1. When camshaft rotates engine rotation-wise: Intake-Advance/Exhaust-Retard
2. When camshaft rotates counter engine rotation-wise: Intake-Retard/Exhaust-Advance

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Variable Intake Solenoid (VIS) Valve is installed on the intake manifold and changes the effective length of the intake passenger to improve intake efficiency under varying engine conditions.

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1. Low/Middle Speed: VIS Valve Close --> Resonating Effect --> Improving Intake Efficiency
2. High Speed: VIS Valve Open --> Improving Intake Inertia Effect --> Improving Intake Efficiency

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ETC (Electronic Throttle Control) system is electronically controlled throttle device which controls the throttle valve. It consists of ETC motor, throttle body and throttle position sensor (TPS). A mechanical throttle control system receives a driver's intention via a wire cable between the accelerator and the throttle valve, while this ETC system uses the signal from the Accelerator Position Sensor (APS) installed on the accelerator pedal. After the PCM receives the APS signal and calculates the throttle opening angle, it activates the throttle valve by using the ETC motor. Additionally, it can handle cruise control function without any special devices.

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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 PCM grounds the valve control line. When the passage is open (PCSV ON), fuel vapors stored in the canister is transferred to the intake manifold.

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The evaporative emission control system prevents hydrocarbon vapors from escaping from the fuel tank into the atmosphere where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The Fuel Tank Pressure Sensor (FTPS) is installed on fuel pump assembly and is an integral part of the evaporative monitoring system. The PCM monitors the FTPS signal to detect vacuum decay and excess vacuum. The FTPS measures the difference between the air pressure inside the fuel tank and outside air pressure to check the purge control solenoid valve operation and for leak detection in the evaporative emission control system by monitoring pressure and vacuum levels in the fuel tank during the purge control solenoid valve operating cycles.

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