Operation CHARM: Car repair manuals for everyone.
Home >> Mazda >> 2011 >> Tribute 2WD V6-3.0L >> Repair and Diagnosis >> Powertrain Management >> Computers and Control Systems >> Testing and Inspection >> Monitors, Trips, Drive Cycles and Readiness Codes >> Engine OBD II Monitors >> Part 3

Part 3




ENGINE OBD II MONITORS

Engine Off Natural Vacuum (EONV) EVAP Leak Check Monitor

The EONV EVAP leak check monitor is executed during key off, after the engine on EVAP leak check monitor is completed. The EONV EVAP leak check monitor determines a leak is present when the naturally occurring change in fuel tank pressure or vacuum does not exceed a calibrated limit during a calibrated amount of time. A separate, low power consuming, microprocessor in the PCM manages the EONV leak check. The engine off EVAP leak check monitor is executed by the individual components of the enhanced EVAP system as follows:
1. The EVAP canister purge valve is normally closed at key off.

2. The normally open canister vent (CV) remains open for a calibrated amount of time to allow the fuel tank pressure to stabilize with the atmosphere. During this time period the FTP sensor is monitored for an increase in pressure. If pressure remains below a calibrated limit the CV is closed by the PCM (100% duty cycle) and seals the EVAP system from the atmosphere.

3. The FTP sensor is used by the EONV EVAP leak check monitor to determine if the target pressure or vacuum necessary to complete the EONV EVAP leak check monitor on the fuel tank is reached. Some vehicle applications with the EONV EVAP leak check monitor use a remote in-line FTP sensor. If the target pressure or vacuum on the fuel tank is achieved within the calibrated amount of time, the test is complete.

4. The EONV EVAP leak check monitor uses the naturally occurring change in fuel tank pressure as a means to detect a leak in the EVAP system. At key off, a target pressure and vacuum is determined by the PCM. These target values are based on the fuel level and the ambient temperature at key off. As the fuel tank temperature increases, the pressure in the tank increases and as the temperature decreases a vacuum develops. If a leak is present in the EVAP system the fuel tank pressure or vacuum does not exceed the target value during the testing time period. The EONV EVAP leak check monitor begins at key off.After key off the normally open canister vent (CV) remains open for a calibrated amount of time to allow the fuel tank pressure to stabilize with the atmosphere. During this time period the FTP sensor is monitored for an increase in pressure. If pressure remains below a calibrated limit the CV is closed by the PCM (100% duty cycle) and seals the EVAP system from the atmosphere. If the pressure on the fuel tank decreases after the EVAP system is sealed, the EONV EVAP leak check monitor begins to monitor the fuel tank pressure. When the target vacuum is exceeded within the calibrated amount of time the test completes and the fuel tank pressure and time since key off information is stored. If the target vacuum is not reached in the calibrated amount of time, a leak is suspected and the fuel tank pressure and time since key off information is stored.
If the pressure on the fuel tank increases after the EVAP system is sealed, but does not exceed the target pressure within a calibrated amount of time the CV is opened to allow the fuel tank pressure to again stabilize with the atmosphere. After a calibrated amount of time the CV is closed by the PCM and seals the EVAP system. When the fuel tank pressure exceeds either the target pressure or vacuum within the calibrated amount of time the test completes and the fuel tank pressure and time since key off information is stored. If the target pressure or vacuum is not reached in the calibrated amount of time, a leak is suspected and the fuel tank pressure and time since key off information is stored. On ISO 14229 vehicles, a fast initial response occurs during the first 4 tests after the battery is disconnected or the DTCs are cleared. The PCM processes unfiltered data to quickly indicate a fault is present. The MIL illuminates if the PCM suspects a leak within 2 consecutive trips after a DTC clear or a battery disconnect using the fast initial response logic.
A step change logic becomes active after the 4th EONV monitor test. The step change logic detects an abrupt change from a no leak condition to a suspected leak condition. The MIL illuminates if the PCM suspects a leak within 2 consecutive trips using the step change logic. During the EONV monitor test the PCM uses an exponentially weighted moving average to filter test data. The PCM uses this average after the fourth EONV test and illuminates the MIL on the first trip when the exponentially weighted moving average is greater than a calibrated threshold. When a leak is suspected, DTC P0456 is set and the MIL is illuminated.

5. The EONV EVAP leak check monitor is controlled by a separate low power consuming microprocessor inside the PCM. The fuel level indicator, fuel tank pressure, and battery voltage are inputs to the microprocessor. The microprocessor outputs are the CV solenoid and the stored test information. If the separate microprocessor is unable to control the CV solenoid or communicate with other processors DTC P260F is set.





6. The MIL is activated for DTCs P0456 and P260F. The MIL can also be activated for any enhanced EVAP system component DTCs in the same manner. The enhanced EVAP system component DTCs P0443, P0446, P0452, P0453, and P1451 are tested as part of the CCM.

Fuel System Monitor

The fuel system monitor is an on-board strategy designed to monitor the fuel control system. The fuel control system uses fuel trim tables stored in the PCM keep alive memory (KAM) to compensate for the variability that occurs in fuel system components due to normal wear and aging. Fuel trim tables are based on air mass. During closed-loop fuel control, the fuel trim strategy learns the corrections needed to correct a biased rich or lean fuel system. The correction is stored in the fuel trim tables. The fuel trim has 2 means of adapting: long term fuel trim and a short term fuel trim. See POWERTRAIN CONTROL SOFTWARE, FUEL TRIM. Long term fuel trim relies on the fuel trim tables and short term fuel trim refers to the desired air/fuel ratio parameter called LAMBSE. LAMBSE is calculated by the PCM from the heated oxygen sensor (HO2S) inputs and helps maintain a 14.7:1 air/fuel ratio during closed-loop operation. Short term fuel trim and long term fuel trim work together. If the HO2S indicates the engine is running rich, the PCM corrects the rich condition by moving the short term fuel trim into the negative range, less fuel to correct for a rich combustion. If after a certain amount of time the short term fuel trim is still compensating for a rich condition, the PCM learns this and moves the long term fuel trim into the negative range to compensate and allow the short term fuel trim to return to a value near 0%. Inputs from the cylinder head temperature (CHT), intake air temperature (IAT), mass air flow (MAF) sensors are required to activate the fuel trim system, which in turn activates the fuel system monitor. Once activated, the fuel system monitor looks for the fuel trim tables to reach the adaptive clip (adaptive limit) and LAMBSE to exceed a calibrated limit. The fuel system monitor stores the appropriate DTC when a malfunction is detected as described below.
1. The HO2S detects the presence of oxygen in the exhaust and provides the PCM with feedback indicating air/fuel ratio.

2. A correction factor is added to the fuel injector pulse width calculation and the mass air flow calculation, according to the long and short term fuel trims as needed to compensate for variations in the fuel system.

3. When deviation in the LAMBSE parameter increases, air/fuel control suffers and emissions increase. When LAMBSE exceeds a calibrated limit and the fuel trim table has clipped, the fuel system monitor sets a DTC as follows:The DTCs associated with the monitor detecting a lean shift in fuel system operation are P0171 (Bank 1) and P0174 (Bank 2). The DTCs associated with the monitor detecting a rich shift in fuel system operation are P0172 (Bank 1) and P0175 (Bank 2).

4. The MIL is activated after a malfunction is detected on 2 consecutive drive cycles.

Typical fuel system monitor entry conditions:

- RPM range greater than idle
- Air mass range greater than 5.67 g/sec (0.75 lb/min)
- Purge duty cycle of 0%

Typical fuel monitor thresholds:

- Lean Condition Malfunction: LONGFT greater than 25%, SHRTFT greater than 5%
- Rich Condition Malfunction: LONGFT less than 25%, SHRTFT less than 10%





Heated Oxygen Sensor (HO2S) Monitor

The HO2S monitor is an on-board strategy designed to monitor the HO2S sensors for malfunctions or deterioration which can affect emissions. The fuel control or stream 1 HO2S are checked for correct output voltage and response rate. Response rate is the time it takes to switch from lean to rich or rich to lean. Stream 2 HO2S sensors are used for catalyst monitoring, and stream 3 HO2S sensors used for fore-aft oxygen sensor (FAOS) control are also monitored for correct output voltage. Input is required from the camshaft position (CMP), crankshaft position (CKP), cylinder head temperature (CHT), fuel rail pressure (FRP), fuel tank pressure (FTP), intake air temperature (IAT), mass air flow (MAF), manifold absolute pressure (MAP), and throttle position (TP) sensors and the vehicle speed sensor (VSS) to activate the HO2S monitor. The fuel system monitor and misfire detection monitor must also have completed successfully before the HO2S monitor is enabled.
1. The HO2S senses the oxygen content in the exhaust flow and outputs a voltage between 0 and 1.0 volt. Lean of stoichiometric, air/fuel ratio of approximately 14.7:1, the HO2S generates a voltage between 0 and 0.45 volt. Rich of stoichiometric, the HO2S generates a voltage between 0.45 and 1.0 volt. The HO2S monitor evaluates the stream 1 (fuel control), stream 2 (catalyst monitor), and stream 3 (FAOS control) HO2S for correct function.

2. The time between HO2S switches is monitored after vehicle startup and during closed loop fuel conditions. Excessive time between switches or no switches since startup indicates a malfunction. Since lack of switching malfunctions can be caused by HO2S sensor malfunctions or by shifts in the fuel system, DTCs are stored that provide additional information for the lack of switching malfunction. Different DTCs indicate whether the sensor always indicates lean/disconnected (P2195 or P2197), or always indicates rich (P2196 or P2198). The HO2S signal is also monitored for high-voltage, in excess of 1.1 volts and stores a unique DTC (P0132 or P0152). An over-voltage condition is caused by a HO2S heater or battery power short to the HO2S signal line.
A functional test of the rear HO2S (stream 2 or stream 3) sensors is done during normal vehicle operation. The peak rich and lean voltages are continuously monitored. Voltages that exceed the calibrated rich and lean thresholds indicate a functional sensor. If the voltages have not exceeded the thresholds after a long period of vehicle operation, the air/fuel ratio may be forced rich or lean in an attempt to get the rear sensor to switch. This situation normally occurs only with a green, less than 804.7 km (500 mi), catalyst. If the sensor does not exceed the rich and lean peak thresholds, a malfunction is indicated. Also, a rear HO2S response test is done during a deceleration fuel shut-off (DFSO) event. Carrying out the HO2S response test during a DFSO event helps to isolate a sensor concern from a catalyst concern. The response test monitors how quickly the sensor switches from a rich to lean voltage. It also monitors if there is a delay in the response to the rich or lean condition. If the sensor responds very slowly to the rich to lean voltage switch or is never greater than a rich voltage threshold or less than a lean voltage threshold, a concern is indicated.

3. The MIL is activated after a concern is detected on 2 consecutive drive cycles.

4. The MIL is activated after a malfunction is detected on 2 consecutive drive cycles.

The HO2S monitor DTCs can be categorized as follows:

- P0030, P0050 - HO2S heater control (universal HO2S)
- P0040, P0041 - Swapped HO2S connectors
- P0053, P0054, P0055, P0059, P0060 - HO2S heater resistance
- P0130, P0150 - HO2S circuit concerns (universal HO2S)
- P0132, P0138, P0152, P0158 - HO2S circuit high-voltage
- P0133, P0139 - HO2S slow/delayed response rate
- P0153, P0159 - HO2S slow response rate
- P0134, P0154 - HO2S circuit no activity detected (universal HO2S)
- P0135, P0141, P0155, P0161 - HO2S heater circuit
- P013A, P013C, P013E, P0144A - Rear HO2S DFSO response test
- P1127 - Downstream HO2S not running in on-demand self-test
- P2096, P2097, P2098, P2099 - Post-catalyst fuel trim (universal HO2S)
- P2195, P2196, P2197, P2198, P2270, P2271, P2272, P2273, P2274, P2275 - HO2S lack of switching

For applications using a universal HO2S in the upstream or stream 1 position, there are additional DTCs such as heater temperature control, additional circuit diagnostics, lack of movement, and fore/aft sensor catalyst optimization.For applications using a universal HO2S in the upstream or stream 1 position, there are additional DTCs such as heater temperature control, additional circuit diagnostics, lack of movement, and fore-aft oxygen sensor catalyst optimization.
During deceleration fuel shut-off (DFSO) the PCM monitors the integrity of the upstream universal heated oxygen sensor (HO2S) UO2SPCT circuit by comparing the actual oxygen sensor voltage to an expected oxygen sensor voltage. The associated DTCs are:

- P2626 - O2 Sensor Positive Current Trim Circuit/Open (Bank 1 Sensor 1)
- P2629 - O2 Sensor Positive Current Trim Circuit/Open (Bank 2 Sensor 1)





Misfire Detection Monitor

The misfire detection monitor is an on-board strategy designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. The misfire detection monitor is enabled only when certain base engine conditions are first satisfied. Input from the cylinder head temperature (CHT), intake air temperature (IAT), mass air flow (MAF) sensors is required to enable the monitor. The misfire detection monitor is also carried out during an on-demand self-test.
1. The PCM synchronized ignition spark is based on information received from the CKP sensor. The CKP signal generated is also the main input used in determining cylinder misfire.

2. The input signal generated by the CKP sensor is derived by sensing the passage of teeth from the crankshaft position wheel mounted on the end of the crankshaft.

3. The input signal to the PCM is then used to calculate the time between CKP edges and also crankshaft rotational velocity and acceleration. By comparing the accelerations of each cylinder event, the power loss of each cylinder is determined. When the power loss of a particular cylinder is sufficiently less than a calibrated value and other criteria is met, then the suspect cylinder is determined to have misfired.

4. The MIL is activated after one of the above tests fail on 2 consecutive drive cycles.





Misfire Monitor Operation

There are 2 different misfire monitoring systems used. They are low data rate (LDR) and a high data rate (HDR). The LDR system is capable of meeting the federal test procedure monitoring requirements on most engines and is capable of meeting the full-range of misfire monitoring requirements on 4-cylinder engines. The HDR system is capable of meeting the full-range of misfire monitoring requirements on 6 cylinder engines. The HDR on these engines meets the full-range of misfire phase-in requirements specified in the OBD regulations. The PCM software allows for detection of any misfires that occur 6 engine revolutions after initially cranking the engine. This meets the OBD requirement to identify misfires within 2 engine revolutions after exceeding the warm drive, idle RPM.

Low Data Rate System (LDR)

The LDR misfire monitor uses a low data rate crankshaft position signal, one position reference signal at 10 degrees before top dead center (BTDC) for each cylinder event. The PCM uses the CKP signal to calculate the crankshaft speed and acceleration for each cylinder. The crankshaft acceleration is then processed to detect a sporadic, single-cylinder misfire patterns. The changes in overall engine RPM are removed by subtracting the median engine acceleration over a complete engine cycle. The resulting deviant cylinder acceleration values are used in evaluating misfire. See Generic Misfire Processing section below.

High Data Rate System (HDR)

The HDR misfire monitor uses a high data rate crankshaft position which indicates 18 position references per crankshaft revolution. This high resolution signal is processed using 2 different algorithms. The first algorithm is optimized to detect hard misfires on one or more continuously misfiring cylinders. The low pass filter filters the high-resolution crankshaft velocity signal to remove some of the crankshaft torsional vibrations that degrade signal to noise. Two low pass filters are used to enhance detection capability - a base filter and a more aggressive filter to enhance single-cylinder capability at higher RPM. This significantly improves detection capability for continuous misfires on single cylinders up to redline. The second algorithm, called pattern cancellation, is optimized to detect low rates of misfire. The algorithm learns the normal pattern of cylinder accelerations from the mostly good firing events and is then able to accurately detect deviations from that pattern. Both the hard misfire algorithm and the pattern cancellation algorithm produce a deviant cylinder acceleration value, which is used in evaluating misfire in the Generic Misfire Processing section below. Due to the high data processing requirements, the HDR algorithms may be implemented by the PCM in a separate chip. The chip carries out the HDR algorithm calculations and sends the deviant cylinder acceleration values to the PCM microprocessor for additional processing as described below. The chip requires correct operation of the CKP and camshaft position (CMP) sensor inputs. DTC P1336 will be set if the chip detects noise on the CKP sensor input or if the chip is unable to synchronize with the missing tooth location. A DTC P1336 points to noise present on the CKP sensor input or a lack of synchronization between the CMP and CKP sensors.
pro multis · About Operation CHARM