Gasoline Engine Control System - 2.7L: Other Kia Sportage II рестайлинг

3. OBD-II SYSTEM READINESS TESTS

1. CATALYST MONITORING The catalyst efficiency monitor is a self-test strategy within the ECM 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 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 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 that monitors ECTS (Engine Coolant Temperature Sensor) and thermostat about circuit continuity, output range, rationality faults.
5. 02 SENSOR MONITORING OBD-II regulations require monitoring of the upstream Heated 02 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 (WU-TWC) 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 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 that monitors malfunction of all A/C system component at A/C ON.
8. COMPREHENSIVE COMPONENTS MONITORING The comprehensive components monitoring is a self-test strategy within the ECM that detects fault of any electronic powertrain components or system that provides input to the ECM 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. Implementation plan: No engine control strategy incorporated that alters offidle fuel and/or spark control when A/C system is on. Malfuction of A/C system components is not used as a part of the diagnostic strategy for other monitored system or component.

CONNECTOR [C68-1]

ECM TERMINAL FUNCTION (CONNECTOR [C68-1])

CONNECTOR [C68-2]

ECM TERMINAL FUNCTION (CONNECTOR [C68-2])

CONNECTOR [C68-3]

ECM TERMINAL FUNCTION (CONNECTOR [C68-3])

CONNECTOR [C68-4]

ECM TERMINAL FUNCTION (CONNECTOR [C68-4])

CONNECTOR [C68-5]

ECM TERMINAL FUNCTION (CONNECTOR [C68-5])

ECM TERMINAL INPUT/OUTPUT SIGNAL (CONNECTOR [C68-1]) Pin Description Vehicle State Input, output value Type Range 1 Ignition switch IG ON DC Vbatt IG OFF 0 ~ 0.5 Volt 2 Not connected 3 Diagnosis line (K-line) IG ON PULSE 4 ECM ground ALWAYS Static signal 0 ~ 0.5 Volt 5 Power stage1 ground ALWAYS Static signal 0 ~ 0.5 Volt 6 Power stage2 ground ALWAYS Static signal 0 ~ 0.5 Volt 7 Battery voltage ALWAYS DC Battery Voltage 8 Battery voltage after main relay IG ON DC Battery Voltage IG OFF 0 ~ 0.5 Volt 9 Battery voltage after main relay IG ON DC Battery Voltage IG OFF 0 ~ 0.5 Volt

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ECM TERMINAL INPUT/OUTPUT SIGNAL (CONNECTOR [C68-2]) Pin Description Vehicle State Input, output value Type Range 1 HO2S heater (B1/S1) Engine RUN PWM 2 Not connected 3 Not connected 4 Not connected 5 Not connected 6 Not connected 7 HO2S heater (B1/S2) Engine RUN PWM Freq : 10 Hz 8 HO2S shield (B1/S1) Static signal 0 Volt 9 HO2S shield (B2/S1) Static signal 0 Volt 10 HO2S shield (B1/S2) Static signal 0 Volt 11 HO2S shield (B2/S2) Static signal 0 Volt 12 Not connected 13 HO2S heater (B2/S1) Engine RUN PWM Freq : 10Hz 14 HO2S input (B1/S1) 3000rpm after warm-up PULSE Freq:1.1 Hz 15 HO2S input (B2/S1) 3000 rpm after warm-up PULSE Freq : 1.1 Hz 16 HO2S input (B1/S2) Racing PULSE Freq:1.1 Hz 17 Fuel consumption signal Engine RUN PULSE Freq : depend on Fuel Consumption 18 HO2S input (B2/S2) Racing PULSE Freq : 1.1 Hz 19 HO2S heater (B1/S2) Engine RUN PWM Freq : 10HZ 20 HO2S ground (B1/S1) 3000 rpm after warm-up PULSE 0 ~ 0.4 Volt 21 HO2S ground (B2/S1) 3000 rpm after warm-up PULSE 0 ~ 0.4 Volt 22 HO2S ground (B1/S2) 3000 rpm after warm-up PULSE 0 ~ 0.4 Volt 23 Main relay IG OFF after warm-up DC 0 ~ 1 Volt Vbatt 24 HO2S ground (B2/S2) 3000 rpm after warm-up PULSE 0 ~ 0.4 Volt

Scheme 298

ECM TERMINAL INPUT/OUTPUT SIGNAL (CONNECTOR [C68-3]) Pin Description Vehicle State Input, output value Type Range 1 MAFs signal input IDLE 2000 rpm Analog 0.5 Volt 1 Volt 2 Not connected 3 Not connected 4 Not connected 5 Not connected 6 Not connected 7 Not connected 8 CKPS signal input IDLE 3000 rpm Frequency 600 ~ 900 Hz 2700 ~ 3300 Hz 9 Not connected 10 TPS Supply After IG ON DC VCC 11 Not connected 12 Not connected 13 Not connected 14 Not connected 15 Not connected 16 Not connected 17 MAFS ground Static signal 0 ~ 0.5 Volt 18 Not connected 19 TPS signal input IDLE Wide open Analog 0.25 ~ 0.8 Volt 4.25 ~ 4.7 Volt 20 TPS ground Static signal 0 ~ 0.5 Volt 21 CKPS ground Static signal 0 ~ 0.5 Volt 22 Signal input 0°C 20°C Analog 4.3 Volt 3.44 Volt 23 IATS ground Static signal 0 ~ 0.5 Volt 24 ECTS signal input COLD(20°C) WARM(80°C) Analog 3.44 Volt 1.25 Volt 25 ECTS ground Static signal 0 ~ 0.5 Volt 26 POWER STEER'G LOAD INPUT ON OFF DC 0 ~ 0.5 Volt Vbatt 27 Not connected 28 Not connected 29 Knock sensor1, input A (CYL 2/4/6) Knocking Normal Frequency -0.3 ~ 0.3 Volt 0 Volt 30 Knock sensor2, input B (CYL 1/3/5) 31 Knock sensor2, input B (CYL 2/4/6) Knocking Normal Frequency -0.3 ~ 0.3 Volt 0 Volt 32 Knock sensor2, input B (CYL 2/4/6) 33 Injector output(CYL.1) IG ON 3000 rpm DC (PWM) Freq : 20 ~ 30Hz 34 Injector output(CYL.2) IG ON 3000 rpm DC (PWM) Freq : 20 ~ 30Hz 35 Injector output(CYL.3) IG ON 3000 rpm DC (PWM) Freq : 20 ~ 30Hz 36 Injector output(CYL.4) IG ON 3000 rpm DC (PWM) Freq : 20 ~ 30Hz 37 Injector output(CYL.5) DC (PWM) Freq : 20 ~ 30Hz 38 Injector output(CYL.6) DC (PWM) Freq : 20 ~ 30Hz 39 Not connected 40 Not connected 41 Not connected 42 Canister purge sol. v/v control Inactive Active (After warm up & racing) PULSE PWM Freq:20Hz 43 Not connected 44 Not connected 45 VIS solenoid output 0 ~ 0.5 Volt 14 Volt 46 ISCA PWM output2 Idle (close) PWM Freq:100Hz 47 ISCA PWM output1 Idle (open) PWM Freq:100Hz 48 Knock sensor shield GND 0 ~ 0.5 Volt 49 Not connected 50 Not connected 51 Not connected 52 VIS solenoid2 output ON OFF DC 0 ~ 0.5 Volt 14 Volt

Scheme 299

ECM TERMINAL INPUT/OUTPUT SIGNAL (CONNECTOR [C68-4]) Pin Description Vehicle State Input, output value Type Range 1 Not connected 2 Not connected 3 Not connected 4 Fuel tank pressure sensor supply IG ON Static signal 5V IG OFF 0 ~ 0.5V 5 Fuel level sender signal 0~Vcc 6 Not connected 7 CMPS signal input IDLE (after cranking) Frequency 8 CMPS ground Static signal 0~0.5 Volt 9 Not connected 10 Fuel pump relay IG SW ON IDLE DC Vbatt 0~0.5 Volt 11 Not connected 12 Not connected 13 TPS PWM output to EPS/ECS C.T W.O.T Engine run 5% DUTY (C.T) 91% DUTY (W.O.T) Freq:100Hz 14 Fuel tank pressure sensor ground GND 0 ~ 0.5Volt 15 Fuel level sender ground GND 0 ~ 0.5Volt 16 Not connected 17 ENGINE SPEED SIGNAL ENGINE RUN Frequency 18 FAN LOW RELAY FAN ON FAN OFF DC 0~0.5 Volt Vbatt 19 Not connected 20 MIL During IG ON after START DC 0~0.5 Volt Vbatt 21 Not connected 22 Vehicle speed Sensor signal/ Wheel speed Sensor signal(ABS) Vehicle RUN (80km/h) PULSE 250Hz from ABS 25Hz from VSP 23 A/C COMP. SW (HI/LOW) SW OFF SW ON DC 0~0.5 Volt Vbatt 24 A/C SW SW OFF SW ON DC 0~0.5 Volt Vbatt 25 A/C COMP. SW (MID) SW OFF SW ON DC 0~0.5 Volt Vbatt 26 Not connected 27 Not connected 28 Not connected 29 A/CON COMP RESSOR RELAY A/C ON A/C OFF DC 0~0.5 Volt Vbatt 30 CCV control CLOSE OPEN DC Vbatt 0~0.5 Volt 31 Not connected 32 Not connected 33 Engine run ANALOG 34 Not connected 35 Not connected 36 CAN (HIGH) Recessive Dominant DC 2.0~3.0Volt 2.75~4.5Volt 37 CAN (LOW) Recessive Dominant DC 2.0~3.0Volt 0.5~2.25Volt 38 Wheel speed sensor ground Static signal 0V 39 Wheel speed sensor signal Run Vehicle 40 Ran relay (high) FAN OFF DC V batt

Scheme 300

ECM TERMINAL INPUT/OUTPUT SIGNAL (CONNECTOR [C68-5]) Pin Description Vehicle State Input, output value Type Range 1 Ignition Coil3(CYL.3/6) ENGINE RUN PULSE 2 Ignition Coil3(CYL.2/5) ENGINE RUN PULSE 3 Ignition Coil1(CYL.1/4) ENGINE RUN PULSE 4 Not connected 5 Ignition power stages ground Static ground 0 Volt 6 Not connected 7 Not connected 8 Not connected 9 Not connected

Scheme 301

VIN PROGRAMMING PROCEDURE

VIN (Vehicle Identification Number) is a number that has the vehicle's information (Maker, Vehicle Type, Vehicle Line/Series, Body Type, Engine Type, Transmission Type, Model Year, Plant Location and so forth. For more information, please refer to " GENERAL INFORMATION ").

When replacing an ECM, the VIN must be programmed in the ECM. If there is no VIN in ECM memory, the fault code (DTC P0630) is set.

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1. Select "Vehicle" and "Engine" (For example, SEDONA 3.5L V6).
2. Select "VIN WRITING"
3. Check the ECM status. NOTE: VIRGIN: VIN is not programmed LEARNT: VIN has been already programmed Is the ECM status "VIRGIN"? YES Go to next step 4. NO END
4. Write the VIN with cursor, function and number keys. WARNING: Before pressing the "ENTER" key, confirm the VIN again because the programmed VIN cannot be changed.
5. After verifying the written VIN, press the "ENTER" key.
6. Turn the ignition switch OFF, and then turn ON.
7. Verify the programmed VIN in the ECM memory.