Ecm Input Output

06.05.2011

Chonan Technical Training Center

ECM Input/Output Mass Air Flow Sensor(MAF) The air flow sensor, installed between the air cleaner assembly and the throttle body assembly, consists of the heater device for keeping the constant relative temperature difference and the sensor device for measuring the air flow rate, and detect the balance of heat loss on hot film as circuit current increment. The ECM can calculate the mass air flow rate to engine, and this is the most basic and important value for engine control in injection duration and ignition timing calculation.

Mass Air Flow Sensor(MAF) Sensor Signal Characteristic

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Parts Diagnosis by ECM Component Fault System Code

Monitoring Malfunction Strategy criteria Description

Voltage P0100 Range check

Threshold Value

Secondary Enable Time MIL Parameters Conditions Required Illum.

Short to MAF_KGH_MES GND or Line > 520kg/h Time after Break start Short to MAF_KGH_MES Battery < 1kg/h Engine speed

> 1 sec

100 msec.

MIL On

2nd. Driving Y cycle

tbd

Stable MAF tbd

Mass Air flow sensor (MAF)

Battery voltage

P0101

Rationality check

> 11 V

MAFmeas. Meas. - Model > Lambda MAFmodel > tbd regulation thd. active Coolant temp.

-

2nd. Driving Y cycle

> 76°C

No relevant failure Throttle Position sensor(TPS) This is a rotary potentiometer mounted on throttle body assembly. This sensor having gold coated terminals provides throttle angle information to the ECM to be used for the detection of engine status such as idle, part load, full throttle condition and anti-jerk condition and acceleration fuel enrichment correction.

Throttle Position sensor(TPS) Sensor Signal Characteristic

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Parts Diagnosis by ECM Monitoring Component Fault Strategy System Code Description

Malfunction criteria

Short to Battery Voltage P0120 Range check Short to Battery or Line Break

Throttle Position (TPS)

Threshold Secondary Enable Time MIL Value Parameters Conditions Required Illum. TPS < 0,14 V TPS > 4,86 V

Battery voltage

> 10 V

Engine speed

tbd

MIL On

100 msec.

2nd. Driving Y cycle

-

2nd. Driving Y cycle

Stable MAP : Gradient < tbd thd. Rationality P0121 check

MAFmeas. MAFmodel > thd. AND Fuel system error

Meas. Model > tbd

Battery voltage

> 11 V

Lambda regulation active Coolant temp.

> 76°C

No relevant failure

Intake Air Temperature Sensor(IAT) The intake air temperature sensor is installed on the surge tank. This sensor measures the air temperature of surge tank and this temperature is used for injection time correction(Cold post start correction), ignition angle correction(Air temperature correction), idle speed correction(Air-density correction). Electric Circuit

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Sensor Signal Characteristic

Parts Diagnosis by ECM Monitoring Component Fault Strategy System Code Description

Malfunction criteria

Threshold Secondary Value Parameters

Enable Time MIL Conditions Required Illum.

Short to Ground

TIA > 127.5°C

> 10 V

Intake Air Voltage P0110 Temperature Range check Short to Battery or (TIA) Line Break

TIA < 38.25°C

Battery voltage

Time after Start in case of SCB 600 sec. or OL

5 sec.

MIL On

2nd. Driving Y cycle

COOLANT TEMPERATURE SENSOR The coolant temperature sensor integrated heat gauge is installed in the thermostat housing. This sensor having gold coated terminals provides information of coolant temperature to the ECM for controlling, Injection time and ignition timing during cranking & warm-up & hot condition ISC actuator to keep nominal idle engine speed Cooling & condenser fan etc. Electric Circuit

*:Gold coated terminal Coolant Temperature Sensor Sensor Signal Characteristic

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Sensor Signal Characteristic

Chonan Technical Training Center

Parts Diagnosis by ECM Component Fault System Code

Monitoring Strategy Description

P0115 Engine Coolant Temperature (TCO) P0116

Voltage Range check

Signal Stuck

Malfunction criteria

Threshold Value

Short to Battery

TPS<0,14v

Short to Battery or Line Break

tps>4,86V

TCOmodel Thd. increase depends on >Thd. But Coolant TCO meas. Start increase
Secondary Enable Time Parameters Conditions Required

Battery voltage

>10V

100 msec.

MIL MIL Illum. On

2nd driving Y cycle

10-30 min depending Battery voltage

>10V

2nd. Driving Y on Start cycle temp.

Heated TiO2 Sensor There are O2 sensors in a vehicle, these are installed in front of the each bank of catalyst. The O2 sensors is consists of Titania type sensing element and heater. The resistance of sensing element is changing greatly according to the richness of exhaust gas, and this difference to reference resistance in ECM reflect lean or rich status. For each bank(1/2), ECM can control the fuel injection rate separately with the feedback of each front O2 sensor signals, and the desired air/fuel ratio which provide the best conversion efficiency is achieved. And, the O2 sensor tip temperature is controlled to 700deg.C to get reliable sensor signal output by O2 heater feed back control function.

Heated TiO2 Sensor Electric Circuit

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Heated TiO2 Sensor Sensor Signal Characteristic

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Heated TiO2 Sensor Parts Diagnosis by ECM Component Fault System Code

Monitoring Malfunction Strategy criteria Description

Threshold Value

Secondary Parameters

Enable Conditions

Time MIL MIL Required Illum. On

Lambda regulation on Maximum

Upstream O2 sensor P0130 Malfunction (VLS_UP)

Voltage Range check

VLS_UP<0,02V Short Limit and Sensor Circuit to Canister Element Ground Sd Purge valve Resistance closed <20 Ohm Battery voltage No relevant failure Battery voltage, No Short relevant Circuit to VLS_UP> 1.4V failure No Battery relevant failure

0,5V>VLS_UP> Line Break 0,4 V during 25 sec.

Upstream O2sensor P0135 Heater Malfunction

Short to Ground Electrica Check

Short to Battery

-

Nominal Heating Phase Lambda control acive Battery voltage Battery voltage Heater Power

+40% 25 sec. > 10V

> 10V

100 mse.

2nd Driving Y cycle

25 sec. > 10V

> 10V 2nd 2% 10 sec. Driving Y
Line Break Nominal O2 sensor heating phase O2 sensor Heater PWM 1% Evaluate O2 Resistance > O2sensor Temperature 95% 240 sec. elapsed (to P0030 1,5 1700 Ohm Heater via <650°C perform *Emission (Element Malfunction measuring 16V > VB 11V OBDI diag) Standard Temperature < Element Exhaust 500°C) Resistance gas temperature model No relevant failure Battery voltage C:/…/ECM Input Output.htm

5 min.

2nd. Driving Y cycle

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Crankshaft position Sensor(CKP) The crankshaft position sensor detects and counts the tooth on teeth target wheel(60-2) and provides ECM with the information on the current position of crank angle and cylinder, and also the duration of each tooth and segment. So injection and ignition could be activated exactly in desired crank angle and current engine speed could be calculated also. Electric Circuit

Crankshaft position Sensor(CKP) Output Characteristic

Crankshaft position Sensor(CKP) Output Characteristic

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Parts Diagnosis by ECM Component Fault System Code

Monitoring Malfunction Threshold Secondary Strategy criteria Value Parameters Description

Enable Conditions

Valid Crankshaft Teeth not detected whereas Camshaft Camshaft Signal is Before signal valid valid Can not detect Check synchronisation Crankshaft TDC with valid Crankshaft Position P0335 Crankshaft Teeth and Signal Sensor Battery Camshaft Teeth Switching Voltage > Numder of Crankshaft 10V After Teeth not corret within synchronisation one revolution

Time Required

MIL Illum.

MIL On

5 tev.

Immedi ate

Y

Knock Sensor(Bank 1 / 2) Two knock sensors are installed on each bank, detecting knock occurrence of each individual cylinders. Knock sensor signals are processed with filtering, signal noise level calculation and final decision of knock by comparing the noise level with calculated noise level threshold. When knock is detected, ignition timings of corresponding cylinder are retarded by defined value, different engine operating conditions, and advanced again with delay and increment slop. Electric Circuit

Knock Sensor Output Characteristic

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Parts Diagnosis by ECM Component Fault System Code

Monitoring Malfunction Threshold Secondary Enable Time Strategy criteria Value Parameters Conditions Required Description

Knock sensor Plausability P0325 Circuit check Malfunction

Check difference Knock Signal Noise Level

Engine speed < 0,049 V Engine load

MIL Illum.

MIL On

1600 rpm 160 mg/STK

2nd. > 1 min. Driving cycle

Y

No relevant failure

Idle Speed Actuator(ISA) Idle speed actuator controls the proper intake air amount to keep nominal idle engine speed and to avoid uncompleted combustion in closed throttle condition. The ISA opening value is concluded by Coolant temperature, Engine load(A/C, Fans, Drive, ....), Altitude etc. ECM sends duty(100Hz) signal to idle speed actuator to open or close the by-pass passage of throttle body. The idle speed actuator used is double coil type. Electric Circuit

Idle Speed Actuator(ISA) output Characteristic

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Parts Diagnosis by ECM Component Fault System Code

Monitoring Malfunction Threshold Secondary Enable Time Strategy criteria Value Parameters Conditions Required Description

P1505 Idle Speed Actuator P1506 command Signal incorrect P1507 P1508

Electrical Check

OC, SCG at coil #1

Idle Speed Actuator PWM

10% < PWM < 90%

SCB at Coil #1

Battery voltage

> 10 V

OC, SCG at coil #2

-

MIL Illum.

MIL On

2nd. Driving cycle

Y

0,5 sec.

SCB at Coil #2

Fuel Injector The pulse signal from ECM actuates injector coil to open, thus inject a defined amount of fuel. The start and end of injection is controlled by ECM according to engine operating conditions. Electric Circuit

Fuel Injector Output Characteristic

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Parts Diagnosis by ECM Component Fault System Code

Monitoring Malfunction Threshold Secondary Enable Time MIL Strategy MIL Illum. criteria Value Parameters Conditions Required On Description Short to Ground

P0201 Injector Valve

P0202 P0203

Driver Stage Check

Short to Battery

-

Line Break

Battery voltage

> 10 V

Engine speed

> 30 rpm

3 sec.

Immediate

Y

P0204

Purge Control Valve(Canister Purge Control Solenoid) 20Hz pulse duty signal is sent from ECM to purge accumulated fuel in the canister charcoal. The pulse duty to purge the canister is calculated according to engine operating condition(Engine speed, Mass air flow)

The flow rates for 100% duty are as below, DP = 200mbar ??2.00 +/- 0.50 m3/h DP = 700mbar ??2.60 +/- 0.60 m3/h

Electric Circuit

Purge Control Valve (Canister Purge Control Solenoid) Output Characteristic

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Parts Diagnosis by ECM Component Fault System Code Evaporative Emission Control System P0443 Purge Control Valve Malfunction

Monitoring Malfunction Threshold Secondary Enable Time Strategy criteria Value Parameters Conditions Required Description Purge Control Valve PWM

Short to Ground Electrical Check

Short to Battery

-

Battery voltage

2% < PWM < 98% > 10 V

3 sec.

MIL Illum.

MIL On

2nd. Driving cycle

Y

Line Break

Main relay The voltage after main relay is used to supply power to the sensors and actuators. ECM controls the Main Relay and its remains ON at Key off in order to store the adaptation values and fault status to the memory. Electric Circuit

Function description

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Parts Diagnosis by ECM Component Fault System Code

Monitoring Malfunction Threshold Secondary Enable Time Strategy criteria Value Parameters Conditions Required Description

Comparison of Battery Main Relay Voltage and P1640 Malfunction Voltage after Main Relay

Volt. after Main Rel. too Low when ON Volt. after Main Rel. too High when OFF

Battery Voltage

MIL Illum.

MIL On

2nd. Driving cycle

Y

> 10 V

< 6 Volt Ignition Key ON

> 6 Volt

100 msec.

Ignition Key OFF

Lambda feedback control Lambda control Lambda control is P-I control with the feedback signal of upstream O2 sensor. It needs about 15~20 sec from the engine start to the beginning of Lambda control at FTP cycle(25deg.C). For lower temperature, it may take more time to activate O2 sensor.

Fuel Injection Lambda feedback control(TI_LAM) P-jump Delay adaptation P-jump Delay is to correct the lean-shift of exhaust gas which may cause excessive high NOx emission. The deterioration of upstream O2 sensor along vehicle aging could shift exhaust gas lambda to lean side. Downstream O2 sensor signal represent the amount of Lambda shift, and if it remains on lean side, P-jump delay and its adaptation are increased to correct the wrong stoichiometric air- fuel ratio.

Fuel adaptation

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Fuel adaptation The purpose of fueling adaptation is to compensate the variations caused by engines, injectors or MAF sensor variations. The additive term is to compensate leakage in intake system or injector dead time variations, and the multiple term is to compensate any deflected linearity of MAF sensor, injector etc,. The additive term is calculated at low air flow condition such as idle while the multiple term is calculated at high air flow condition respectively. Catalyst overheating prevention The catalyst temperature increases over its acceptable limit at high speed and high load. In order to control the exhaust gas temperature mixture enrichment is provided. Full load enrichment correction Full load enrichment is performed to improve engine torque and to control the temperature for exhaust valves, catalyst converter and exhaust gas. Acceleration enrichment correction When the throttle valve is open rapidly, lean mixture caused by the air charging effect of surge tank and by fuel wall wetting is compensated by quick and short fuel enrichment. Trailing throttle fuel reduction correction Contrary to acceleration, lifting up the throttle pedal may provide rich air-fuel mixture to cylinders. This is compensated by quick reduction of fuel. Idle speed correction In order to control engine speed at idle, a mixture correction is performed as soon as the idle speed regulation is active. Cylinder fuel shut-off The injection is disabled with fuel cut-off pattern for individual cylinders in such case as engine speed limitation, vehicle speed limitation, torque reduction requested by TCM and fuel cut-off engine operating conditions is met. Ignition timing control Appropriate ignition timing based on air flow rate, engine speed, knocking, anti-jerk, engine torque reduction requested by TCM, is calculated for specific cylinders. Basic ignition angle The basic ignition angle is concluded to get Maximum torque and to avoid knock for each engine operating point(RPM / MAF). Basic Ignition angle for Idle condition This basic ignition angle for idle condition is concluded to get best idlestability and low exhaust emission. Dynamic correction in idle To maintain idle speed within target value, ignition timing control is added to idle actuator control. When engine speed is below target speed, ignition timing is advanced and vise versa. Air & coolant temperature correction High air and coolant temperature can cause knock. To avoid this knock, the basic ignition angle is adjusted versus ambient conditions. Ignition timing control Instationary correction In order to prevent knock during strong acceleration, an ignition angle correction is applied to the nominal ignition angle. Anti-jerk correction Due to sudden acceleration, engine shock & jerking can occur. These shock & jerks could be controlled by selective torque reduction by ignition angle retard. Knock control Knock control actives within defined engine operating window. When knocking is detected, ignition timing of corresponding cylinder is retarded and recovered with delay and gradient. Idle Speed Control(ISA operation) Basic ISA Valve Opening Basic ISA opening correction is required to keep target engine speed versus engine load. Idle speed regulation correction To compensate deviations from the nominal engine speed. ISA adaptation The required value of basic ISA opening could be differed due to part to part deviation and other effects of aging. This function is needed to compensate this kind of deviations. Fan correction Its purpose is to correct the cooling and condenser fans power requirements. The correction amount is depends on fans state(Off/Low/Middle/High). Air condition compressor correction The increased duty cycle for the air condition compressor ISAPWM_ACCIN covers the compressor's power requirements depending on the engine speed(RPM), the intake air temperature, the pressure level in the A/C circuit and the air mass and air flow corrected by altitude. Idle Speed Control(ISA operation)

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Idle Speed Control(ISA operation) Intake air temperature correction This correction is needed to compensate the ISA deviation by air density by intake air temperature. ISA operation during power latch time In order to clean the idle speed valve from deposits, the ISA valve is opened to 100% duty cycle for a short time after key off. Target idle speed depends on the coolant temperature

Coolant Temp.[°C]

Component System

A/C ON

A/C OFF

N range

D range

N range

D range

90

850

750

700

750

20

1021

924

1021

924

0

1120

1008

1120

1008

-30

1300

1070

1300

1070

Fault Monitoring Strategy Malfunction Threshold Secondary Enable Time MIL Code Description criteria Value Parameters Conditions Required Illum.

Engine Speed Nominal Idle Speed

P0506

< -100 rpm Engine Speed too Low

P0507

> 10 V

Coolant temp.

> 76°C

Engine Load

< 283 mg/STK

25 sec.

2nd. Driving Y cycle

-

2nd. Driving Y cycle

Stable Idle Speed Actuator opening

Monitoring high deviation between Target Idle Speed and Actual Engine Speed

Idle Speed RPM Lower / Higher than Expected

Idle speed engine operating state

MIL On

Vehicle speed

> 200 rpm Engine Speed too High

Meas. Model > tbd

Time after Start elapsed

=0

3 sec.

No relevant failure Battery voltage

> 10 V

Auxiliary functions Air Condition Compressor Control - A/C compressor activation conditions : A/C switch ON & Blower ON & Thermo switch ON - A/C compressor deactivation conditions : Engine cranking, Full load detected by high throttle angle, Too high coolant temperature(120deg.C), Vehicle take-off detection from vehicle stop. Cooling and Condenser Fan Control The cooling and condenser fans activation is controlled by the ECM and they are set ON or OFF depending on coolant temperature, A/C compressor state, vehicle speed, pressure in the A/C circuit. If the pressure in the A/C circuit is high and A/C compressor is ON, then cooling and condenser fan speed is set to high in order to fastly decrease the pressure. Evaporative Emission Control(Canister purge control) This function is to prevent the HC gas which evaporated in the fuel tank go out to atmosphere. By this function, the HC gas is burned in combustion chamber of engine. C:/…/ECM Input Output.htm

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Auxiliary functions Engine and vehicle speed limit Engine speed and vehicle speed limitations are to prevent any damages on engine hardware to have safety for high speed operation and are applied by fuel shut-off.

Fuel Pump Relay Control The fuel pump is switched ON for 4sec from the ignition Key ON. And then, if the first tooth is detected, the fuel pump is switched ON again. Following ignition key OFF, the fuel pump is switched OFF after a waiting period(1sec). Fuel Pump Relay Control

Traction Control / Torque Intervention Engine torque may be reduced by ignition retard and/or fuel shut-off for specific cylinder. When there is a torque reduction request from TCM, the amount of ignition retard is calculated and applied. And when torque reduction request from TCS, fuel shut-off pattern and the amount of ignition retard are calculated and applied together. The torque reduction requests and corresponding amount of reduced torque are transferred each other through CAN.

C:/…/ECM Input Output.htm

Torque reduction request

Ignition Retard

Fuel shut-off

From TCU

Yes

No

From TCS

Yes

Yes

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