Home ReviewsRefund
Home/Lexus/HS/Lexus HS I (2009-2012)/Repair manual/Testing & Diagnostics/Engine Control (Diagnostics - Introduction): Other
Contents Wiring diagrams Section: Testing & Diagnostics All sections

Engine Control (Diagnostics - Introduction): Other Lexus HS I

Testing & Diagnostics 7 illustrations ~1895 words

DEFINITION OF TERMS

TermDefinition
Monitor DescriptionDescription of what the hybrid vehicle control ECU monitors and how it detects malfunctions (monitoring purpose and its details).
Related DTCsA group of diagnostic trouble codes that are output by the hybrid vehicle control ECU based on the same malfunction detection logic.
Typical Enabling ConditionPreconditions that allow the hybrid vehicle control ECU to detect malfunctions. With all preconditions satisfied, the hybrid vehicle control ECU sets DTCs when monitored value(s) exceeds malfunction threshold(s).
Sequence of OperationOrder of monitor priority, applied if multiple sensors and components are involved in a single malfunction detection process. Each sensor and component is monitored in turn, when previous detection operation has completed.
Required Sensor/ComponentsThe sensors and components used by the hybrid vehicle control ECU to detect each malfunction.
Frequency of OperationThe number of times the hybrid vehicle control ECU checks for each malfunction during each driving cycle. "Once per driving cycle" means hybrid vehicle control ECU only performs checks for that malfunction once during a single driving cycle. "Continuous" means the hybrid vehicle control ECU performs checks for that malfunction whenever enabling conditions are met.
DurationMinimum time for which the hybrid vehicle control ECU must detect a continuous deviation in monitored value(s) in order to set a DTC. Timing begins when Typical Enabling Conditions are met.
Malfunction ThresholdsThe value beyond which the hybrid vehicle control ECU determines malfunctions exist and sets DTCs.
MIL OperationTiming of MIL illumination after a malfunction is detected. "Immediate" means the hybrid vehicle control ECU illuminates the MIL as soon as a malfunction is detected. "2 driving cycle" means the hybrid vehicle control ECU illuminates the MIL if the same malfunction is detected a second time during the next sequential driving cycle.

Scheme 19

Scheme 19: ILLUSTRATION
Scheme 19: ILLUSTRATION

Scheme 20

Scheme 20: ILLUSTRATION
Scheme 20: ILLUSTRATION

Scheme 21

Scheme 21: ILLUSTRATION
Scheme 21: ILLUSTRATION

Scheme 22

Scheme 22: SYSTEM DIAGRAM
Scheme 22: SYSTEM DIAGRAM

Scheme 23

Scheme 23
Scheme 23

Scheme 24

Scheme 24
Scheme 24

CHECK FOR INTERMITTENT PROBLEMS

HINT

Inspect the vehicle's hybrid vehicle control ECU using check mode. Intermittent problems are easier to detect with the Techstream when the hybrid vehicle control ECU is in check mode. In check mode, the hybrid vehicle control ECU uses 1 trip detection logic, which is more sensitive to malfunctions than normal mode (default), which uses 2 trip detection logic.

  1. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-398225-S11190546532011051600000) .
  2. Switch the hybrid vehicle control ECU from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE»(ref-398225-S06565800662011051600000) .
  3. Perform a simulation test. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-398089-S18270818032011051600000) .
  4. Check and wiggle the harness(es), connector(s) and terminal(s). Refer to «ELECTRONIC CIRCUIT INSPECTION PROCEDURE»(ref-398089-S40084685972011051600000) .

CHECKING MONITOR STATUS

The purpose of the monitor result (mode 06) is to allow access to the results of on-board diagnostic monitoring tests of specific components/systems that are not continuously monitored. Examples are the catalyst, evaporative emission (EVAP) and thermostat.

The monitor result allows the OBD II scan tool to display the monitor status, test value, minimum test limit and maximum test limit. These data are displayed after the vehicle has been driven to run the monitor.

When the test value is not between the minimum test limit and maximum test limit, the hybrid vehicle control ECU (PCM) interprets this as a malfunction. When the component is not malfunctioning, if the difference of the test value and test limit is very small, the component will malfunction in the near future.

Perform the following instruction to view the monitor status. Although these instruction reference the Toyota diagnostic tester, it can be checked using a generic OBD II scan tool. Refer to your scan tool operator's service information for specific procedures.

  1. PERFORM MONITOR DRIVE PATTERN Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-398225-S11190546532011051600000) . Run the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern. Refer to «READINESS MONITOR DRIVE PATTERN»(ref-398225-S06961916662011051600000) . Do not turn the power switch off. NOTE: The test results will be lost if the power switch is turned off.
  2. ACCESS MONITOR RESULT Enter the following menus: Powertrain / Engine and ECT / Monitor / Result. The monitor status appears after the component name. Pass: The component is functioning normally. Fail: The component is malfunctioning. Confirm that the component is either Pass or Fail. Select the component and press ENTER. The accuracy test value appears if the monitor status is either Pass or Fail.
  3. CHECK COMPONENT STATUS Compare the test value with the minimum test limit (MIN LIMIT) and maximum test limit (MAX LIMIT). If the test value is between the minimum test limit and maximum test limit, the component is functioning normally. If not, the component is malfunctioning. The test value is usually significantly higher or lower than the test limit. If the test value is on the borderline of the test limit, the component will malfunction in the near future. HINT: The monitor result might on rare occasions be PASS even if the malfunction indicator lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem.
  4. MONITOR RESULT INFORMATION If you use a generic scan tool, multiply the value by the scaling value listed below. ADVANCE/RETARDED INTAKE SIDE Monitor ID Test ID Scaling Unit Description $35 $81 Multiply by 0.01 Second Forced movement of oil control valve time AIR FUEL RATIO SENSOR (BANK 1 SENSOR 1) Monitor ID Test ID Scaling Unit Description $01 $8E Multiply by 0.001 V Air fuel ratio sensor deterioration level $01 $91 Multiply by 0.004 mA Air fuel ratio sensor current HEATED OXYGEN SENSOR (BANK 1 SENSOR 2) Monitor ID Test ID Scaling Unit Description $02 $07 Multiply by 0.001 V Minimum sensor voltage $02 $08 Multiply by 0.001 V Maximum sensor voltage $02 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $02 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $02 $8F Multiply by 0.0003 g Maximum oxygen storage capacity CATALYST Monitor ID Test ID Scaling Unit Description $21 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst EVAP Monitor ID Test ID Scaling Unit Description $3D $C9 Multiply by 0.001 kPa Test value for small leak (P0456) $3D $CA Multiply by 0.001 kPa Test value for gross leak (P0455) $3D $CB Multiply by 0.001 kPa Test value for leak detection pump OFF stuck (P2401) $3D $CD Multiply by 0.001 kPa Test value for leak detection pump ON stuck (P2402) $3D $CE Multiply by 0.001 kPa Test value for vent valve OFF stuck (P2420) $3D $CF Multiply by 0.001 kPa Test value for vent valve ON stuck (P2419) $3D $D0 Multiply by 0.001 kPa Test value for reference orifice low flow (P043E) $3D $D1 Multiply by 0.001 kPa Test value for reference orifice high flow (P043F) $3D $D4 Multiply by 0.001 kPa Test value for purge VSV close stuck (P0441) $3D $D5 Multiply by 0.001 kPa Test value for purge VSV open stuck (P0441) $3D $D7 Multiply by 0.001 kPa Test value for purge flow insufficient (P0441) REAR OXYGEN SENSOR HEATER Monitor ID Test ID Scaling Unit Description $42 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance bank 1 sensor 2 MISFIRE Monitor ID Test ID Scaling Unit Description $A1 $0B Multiply by 1 Time Total EWMA misfire count of all cylinders in last ten driving cycles EWMA: Exponential Weighted Moving Average $A1 $0C Multiply by 1 Time When power switch on (IG), total misfire count of all cylinders in last driving cycle is displayed. While engine is running, total misfire count of all cylinders in current driving cycle is displayed. $A2 $0B Multiply by 1 Time Total EWMA misfire count of cylinder 1 in last ten driving cycles $A2 $0C Multiply by 1 Time When power switch on (IG), total misfire count of cylinder 1 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 1 in current driving cycle is displayed. $A3 $0B Multiply by 1 Time Total EWMA misfire count of cylinder 2 in last ten driving cycles $A3 $0C Multiply by 1 Time When power switch on (IG), total misfire count of cylinder 2 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 2 in current driving cycle is displayed. $A4 $0B Multiply by 1 Time Total EWMA misfire count of cylinder 3 in last ten driving cycles $A4 $0C Multiply by 1 Time When power switch on (IG), total misfire count of cylinder 3 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 3 in current driving cycle is displayed. $A5 $0B Multiply by 1 Time Total EWMA misfire count of cylinder 4 in last ten driving cycles $A5 $0C Multiply by 1 Time When power switch on (IG), total misfire count of cylinder 4 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 4 in current driving cycle is displayed.

READINESS MONITOR DRIVE PATTERN

  1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities with DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain / Engine and ECT / Monitor / Status2. When the Readiness Monitor status reads complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require a vehicle's Readiness Monitor status to show complete before beginning emission tests. The Readiness Monitor will be reset to incomplete if: The hybrid vehicle control ECU has lost battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If the Readiness Monitor status shows incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
  2. CATALYST MONITOR (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to CONFIRMATION DRIVING PATTERN [P0420]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-398227-S15544887732011051600000) .
  3. VVT SYSTEM MONITOR Refer to CONFIRMATION DRIVING PATTERN [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-398227-S34659744682011051600000) .
  4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to CONFIRMATION DRIVING PATTERN [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-398226-S42716683622011051600000) .
  5. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR MONITORS (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to CONFIRMATION DRIVING PATTERN [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-398227-S32405306132011051600000) . Refer to CONFIRMATION DRIVING PATTERN [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-398226-S38706882582011051600000) .
  6. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR HEATER MONITORS (FRONT A/F AND REAR HO2 SENSOR TYPE) Refer to CONFIRMATION DRIVING PATTERN [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-398227-S23888678552011051600000) . Refer to CONFIRMATION DRIVING PATTERN [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-398227-S33739595712011051600000) .

CHECK MODE PROCEDURE

Compared to normal mode, check mode is more sensitive to malfunctions. Therefore, check mode can detect malfunctions that cannot be detected in normal mode.

Note. All the stored DTCs and freeze frame data are cleared if: 1) the hybrid vehicle control ECU is changed from normal mode to check mode or vice versa; or 2) the power switch is turned from on (IG) to on (ACC) or off while in check mode. Before changing modes, always check and note any DTCs and freeze frame data.

Scheme 25

Scheme 25: CHECK MODE PROCEDURE
Scheme 25: CHECK MODE PROCEDURE
  1. CHECK MODE PROCEDURE Check and ensure the following conditions: Battery voltage 11 V or more. Throttle valve fully closed. Park (P) selected. A/C switch off. Turn the power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Check Mode. Switch the hybrid vehicle control ECU from normal mode to check mode. Make sure that the MIL flashes as shown in the illustration. Turn the power switch on (READY). Make sure that the MIL turns off. Simulate that the conditions of the malfunction described by the customer. Check DTCs and freeze frame data using the Techstream.

FAIL-SAFE CHART

If any of the following DTCs are set, the hybrid vehicle control ECU enters fail-safe mode to allow the vehicle to be driven temporarily or stops fuel injection.

DTCComponentFail-safe OperationFail-safe Deactivation Condition
P0031 P0032 P101DAir fuel ratio sensor heaterHybrid vehicle control ECU turns off air fuel ratio sensor heaterPower switch off
P0037 P0038 P102DHeated oxygen sensor heaterHybrid vehicle control ECU turns off heated oxygen sensor heaterPower switch off
P0102 P0103Mass air flow meter sub-assemblyHybrid vehicle control ECU calculates ignition timing according to engine speed and throttle valve positionPass condition detected
P0112 P0113Intake air temperature sensorHybrid vehicle control ECU estimates intake air temperature to be 20°C (68°F)Pass condition detected
P0115 P0117 P0118Engine coolant temperature sensorHybrid vehicle control ECU estimates engine coolant temperature to be 80°C (176°F)Pass condition detected
P0120 P0121 P0122 P0123 P0220 P0222 P0223 P0604 P0606 P0607 P060A P060E P0657 P2102 P2103 P2111 P2112 P2118 P2119 P2135Electronic throttle control systemHybrid vehicle control ECU cuts off throttle actuator current and throttle valve returns to the 6.5° throttle position by return spring. The hybrid vehicle control ECU stops the engine and the vehicle can be driven using solely the hybrid system.*1Pass condition detected and then power switch turned off
P0327 P0328Knock control sensorHybrid vehicle control ECU sets ignition timing to maximum retardPower switch off
P0351 to P0354Ignition coil assembly (Igniter)Hybrid vehicle control ECU cuts fuelPass condition detected
U0028 U0037Hybrid vehicle control ECUHybrid vehicle control ECU stops the engine and the vehicle can be driven using solely the hybrid systemPass condition detected

HINT

*1: The vehicle can be driven slowly when the accelerator pedal is depressed firmly and slowly.

More articles — Engine Control (Diagnostics - Introduction)