Академический Документы
Профессиональный Документы
Культура Документы
Transmission Inputs................................................................................... 32
Transmission Outputs................................................................................ 37
Transmission Outputs................................................................................ 43
OBD-II Systems
California OBD-II applies to all gasoline engine vehicles up to 14,000 lbs. Gross Vehicle Weight Rating (GVWR)
starting in the 1996 MY and all diesel engine vehicles up to 14,000 lbs. GVWR starting in the 1997 MY.
"Green States" are states in the Northeast that chose to adopt California emission regulations, starting in the 1998
MY. At this time, Massachusetts, New York, Vermont and Maine are Green States. Green States receive
California-certified vehicles for passenger cars and light trucks up to 6,000 lbs. GVWR.
Starting in the 2004 MY, Federal vehicle over 8,500 lbs. will start phasing in OBD-II. Starting in 2004 MY, gasoline-
fueled Medium Duty Passenger Vehicles (MDPVs) are required to have OBD-II.
Federal OBD-II applies to all gasoline engine vehicles up to 8,500 lbs. GVWR starting in the 1996 MY and all
diesel engine vehicles up to 8,500 lbs. GVWR starting in the 1997 MY.
OBD-II system implementation and operation is described in the remainder of this document.
OBD-I Systems
If a vehicle is not required to comply with OBD-II requirements, it utilizes an OBD-I system. OBD-I systems are
used on all over 8,500 lbs. GVWR Federal truck calibrations. Federal > 8,500 lbs. OBD-I vehicles use that same
PCM, J1850 serial data communication link, J1962 Data Link Connector, and PCM software as the corresponding
OBD-II vehicle.
The following list indicate what monitors and functions have been altered for OBD-I calibrations:
The 6.0L is a V8 engine designed to meet customer expectations of high horsepower and torque with exceptional
fuel economy and low NVH. It must do this while meeting the tough emissions standards set by the EPA and
CARB.
Some of the technologies employed to meet these diverse criteria include EVRT (Electronic Variable Response
Turbocharger), digital fuel injection system, four valves per cylinder, and electronically controlled cooled EGR.
High-pressure oil is used with an intensifier piston to create the extremely high fuel injection pressures required for
efficient combustion.
The airflow schematic on the next page shows the path of the air as it is compressed by the turbocharger, cooled
by the air-to-air intercooler, and mixed with the cooled EGR gases. The state of this compressed and heated air is
sensed by the MAT (manifold air temperature) and MAP (manifold absolute pressure) sensors just before it enters
the cylinders. The exhaust gas pressure is measured by the exhaust backpressure gauge (EP) sensor before it
exits through the turbocharger.
The EVRT control valve is electronically controlled and uses oil pressure to position the vanes to determine the
effective size of the turbine housing to meet a desired backpressure. This backpressure is used to control manifold
boost pressure.
An electronic, proportional valve controls EGR rates with an integral position sensor (EGRP). Flows are
determined by valve position and the amount that backpressure exceeds boost pressure.
Fuel injection pressures are determined by the high-pressure oil rail (ICP_MPA) that is controlled by the injection
pressure regulating (IPR) valve and fed by a high-pressure positive displacement pump.
Engine speed (N) and crankshaft position are determined by the crankshaft position sensor (CKP) which reacts to
a 60 minus 2 tooth target wheel. Camshaft position (and speed) is determined by the camshaft position sensor
(CMP), which reacts to a peg located on the camshaft.
During engine operation, the PCM (powertrain control module) calculates engine speed from signals sent by the
crankshaft position sensor. The PCM and FICM (fuel injection control module) control engine operation by
controlling injector solenoid movement as well as the pressure at which the fuel is injected, thereby controlling fuel
quantity (MFDES) and timing (DIT). Simultaneously, airflow is modulated by controlling the turbocharger vane
position.
Fuel quantity is controlled by injector on time (pulse width) and the oil rail pressure. Required engine speed is
determined from the position of the accelerator pedal (PPS).
Air Filter
Compressor
Inlet
Manifold
Compressor
Air Temp (IAT2)
EGR Valve Outlet
EGR
Cooler
Manifold
Absolute Pressure EVRT Actuator
(MAP)
Turbine Inlet
Exhaust Pressure
(EBP)
Turbo Outlet
to Exhaust
EGR Valve
EVRT Turbocharger
Compressor Outlet
The 6.0L Diesel engine utilizes a variable reluctance sensor that processes the edges of a 60-2 tooth stamped
target wheel mounted on the crankshaft (CKP). The software gets an edge every 3 degrees and these edges are
used for fuel injection timing, fuel quantity control along with the calculation of engine speed. The 6.0L utilizes a
second variable reluctance sensor (CMP) that processes a peg mounted on the camshaft for cylinder identification.
These two signals are hardware buffered and sent to the Fuel Injector Control Module that performs the injection
event.
The LDR Misfire Monitor utilizes the variable reluctance crankshaft (CKP) sensor signal from the 60-2 tooth wheel.
There is a missing two-tooth window to provide sync pulses to the CKP sensor along with a CMP peg, which
indicates proper camshaft to crankshaft position for correct cylinder timing. The PCM calculates crankshaft
rotational velocity for each cylinder from this position signal. The acceleration for each cylinder is then calculated
into a percentage delta change decrease in velocity for use by the misfire algorithm. The resulting deviant cylinder
acceleration values are used in evaluating misfire.
Misfire is defined as a loss of compression. The amount of compression loss in a cylinder that misfire monitor will
detect is referenced as a 3/16" or larger hole in a cylinder or valve train component.
The acceleration that a piston undergoes during a normal firing event is directly related to the amount of torque that
a cylinder produces. For misfire determination the CKP signal is processed at the peak instantaneous inverse
o
velocity angle of 90 after top dead center (ATDC) from the previous cylinder firing event. The calculated inverse
velocity of a cylinder under test is compared to the previous cylinder firing event to establish a percentage delta
velocity change decrease. A cylinder with a misfire is identified by a large delta velocity value. When the delta value
exceeds the calibrated threshold, the misfire algorithm increments the specific cylinders misfire counter.
The number of misfires are counted in a block of 1000 revs. (The misfire counters are not reset if the misfire
monitor is temporarily disabled such as an off idle condition, etc.)
To insure accurate misfire calculation and reliable cylinder misfire quantification, misfire data is sampled at engine
speeds below 750 RPM. Misfire data becomes unreliable in an operating range outside of the idle region. For this
reason other engine operating parameters are monitored to insure misfire operates in a region that yields accurate
misfire results. The table below outlines the entry conditions required in order to execute the misfire monitor
algorithm.
The Delta Pressure Exhaust Gas Recirculation (EGR) System is a closed loop EGR Valve Position control system.
It utilizes an exhaust manifold pressure sensor, an intake manifold pressure sensor and a speed density estimate
of total mass flow and derives a desired EGR Valve position based on a desired EGR flow percentage.
The EGR Monitor is a series of electrical tests and functional tests that monitor various aspects of EGR system
operation.
When normal EGR rates are being commanded and when the engine enters into either one of two specified
operating ranges, a flow check is performed. The operating ranges are defined to insure an adequate amount of
EGR is being requested to allow for an accurate estimate of the EGR flow percentage. At this point EGR flow is
estimated based on the difference between the Mass Air Flow (MAF) sensor reading and the total mass flow
calculated by the speed density calculation. The estimated EGR flow is then compared to the expected EGR flow
to determine if there is insufficient or excessive flow.
Typical Exhaust Gas Recirculation (EGR) Cooler Efficiency Monitor Entry Conditions:
Exhaust Gas Recirculation (EGR) valve close position has been learned, engine off timer > 60 minutes,
engine speed (N) 600-750 RPM, fueling desired (MFDES) 4-16 mg/stroke and Exhaust Gas Recirculation
(EGR) valve position greater than 0.08.
Glow Plug Control, Comprehensive Component Monitors, and Wait to Start Indicator
California
The California glow plug system is composed of solid state Glow Plug Control Module (GPCM), glow plugs, glow
plug light, and the associated wiring harness. The glow plug on time is controlled by the Powertrain Control Module
(PCM) and is a function of oil temperature, barometric pressure and battery voltage. The PCM enables the GPCM
that drives the individual glow plugs. Glow plug on time normally varies between 1 and 120 seconds. In addition to
PCM control, the GPCM internally limits the glow plug operation to 180 seconds regardless of PCM commanded
on time. The power to the glow plugs is provided through the GPCM solid-state drivers directly from the vehicle
battery. The GPCM monitors and detects individual glow plug functionality, and the control and communication
links to the PCM. The failures detected by the GPCM are passed to the PCM using a serial communication signal
on the glow plug diagnostic line.
Note: Pedal position sensor faults do not illuminate the MIL. If one pedal position sensor fails, there is no drivability
impact to the customer. If two or more pedal position sensors fail, the vehicle cannot be driven because the engine
remains at idle. Engine emissions are not affected for any of these failures.
General
The MIL is illuminated for all emissions related electrical component malfunctions. For malfunctions attributable to
a mechanical component (such as a clutch, gear, band, valve, etc.), some transmissions are capable of not
commanding the mechanically failed component and providing the remaining maximum functionality (functionality
is reassessed on each power up)- in such case a non-MIL Diagnostic Trouble Code (DTC) will be stored and, if
so equipped, a Transmission Control Indicator Light (TCIL) will flash.
5R110W does not have the ability to isolate a shift solenoid fault from the rest of the mechanical/hydraulic system
all detected ratio errors result in MIL illumination except those attributed to the Over Drive and Simpson On-
Way Clutches (which cause Neutral condition failures which cannot be caused by an electrical component).
Transmission Inputs
On all other applications vehicle speed is provided by the Anti-lock Brake System (ABS) or a vehicle speed sensor.
In either case the vehicle speed input is tested as a "VSS", using fault code P0500.
Note: If the Vehicle ID block has not been programmed or has been programmed with an out-of-range (uncertified)
tire/axle ratio, a P1639 DTC will be stored and the MIL will be illuminated immediately.
NOTE: on stand alone systems (engine controlled by a ECM, transmission by a TCM) the VSS input (usually
provided by the ABS system) is diagnosed by the Engine Control Module.
NOTES: 5R110W has a feature called "Cold Mode". If TFT is below 0 deg F, the transmission will limit
st nd rd th th th
operation to 1 , 2 , 3 , and 4 gears (5 and 6 gears are disabled). Cold mode remains in effect until TFT
rises above 0 deg F or vehicle operation (based on shift times or heat generated by driving) indicates that
TFT should not be in the cold mode range, at which point normal operation is enabled.
Direct clutch apply times cold have forced the addition of this cold mode because the direct clutch takes an
unacceptable amount of time to apply below 10 deg F).
TFT failure management if TFT is failed at start up, the transmission will be placed in cold mode and remain
there until TFT is no longer failed and above 0 deg F or the vehicle operating conditions listed above trigger
an exit from cold mode. Once out of cold mode, a TFT failure will not trigger cold mode (transmission will only
go into cold mode once per power-up)
The 5R110W shift solenoids are functionally tested by monitoring ratio and shift events for proper
execution. Clutch system fault codes (since the solenoid cannot be isolated from the rest of the
system using ratio alone) are set if the clutch is in the incorrect state for 3 commanded cycles of
the clutch.
st
NOTE: For the Intermediate Clutch, Direct Clutch, and Over Drive Clutch, once the 1 "bad" event
is detected, a special test mode is triggered that will cycle a suspected clutch on/off and retest
the clutch system test modes described below typically complete within 30 seconds drive time
st
(vehicle speed > 5mph) after the 1 event.
For the Coast Clutch and Low Reverse Clutch, the test must wait until the customer goes to
closed pedal so the diagnostics can test for engine braking. Once the customer tips out, the tests
quickly complete; but test mode duration depends on how long until the customer tips out.
5R110W has a single high side switch that provides power to all 7 Variable Force Solenoids (5 shift solenoids,
TCC, and EPC). The high side switch has circuit diagnostics, and if failed open a fault code will be stored.
Transmission Inputs
The Non-contacting Pulse Width Modulated Transmission Range Sensor (TRS) provides a duty cycle signal for
each position. This signal is transmitted at a frequency of 125 Hz. The PCM decodes the duty cycle to determine
the driver-selected gear position (Park, Rev, Neutral, OD, 3, 2, 1). This input device is checked for out of range
frequency, low duty cycle and high duty cycle input signals. (P0706, P0707, P0708)
Speed Sensors
The Turbine Shaft Speed (TSS) sensor, Intermediate Shaft Speed (ISS) sensor and Output Shaft Speed (OSS)
sensor, if equipped, are hall effect inputs that are checked for rationality. The vehicle speed signal is provided from
the ABS system to the PCM. If the engine rpm is above the torque converter stall speed and engine load is high, it
can be inferred that the vehicle must be moving. If there is insufficient output from the VSS sensor, a malfunction is
indicated (P0500). If there is insufficient output from the TSS sensor, a malfunction is indicated (P0715). If there is
insufficient output from the ISS sensor, a malfunction is indicated (P0791). If there is insufficient output from the
OSS sensor, a malfunction is indicated (P0720).
The transmission fluid temperature sensor is checked for circuit continuity (P0712, P0173) and for being stuck
(P0711)
Transmission Outputs
Shift Solenoids
The Shift Solenoid (SSA, SSB, SSC, SSD, and SSE) output circuits are checked for opens and shorts by the PCM
by monitoring the status of a feedback circuit from the output driver. SSA (P0750, P0973, P0974), SSB (P0755,
P0976, P0977), SSC (P0760, p0979, P0980), SSD (P0765, P0982, P0983), SSE (P0770, P0985, P0986) each
have fault codes for open circuit, short to ground, and short to power malfunctions.
The shift solenoids will be tested for function as part of the clutch system the solenoid controls. This is determined
by vehicle inputs such as gear command and gear ratio. Clutch system malfunction codes:
Coast Clutch (controlled by SSA) P2700 Transmission Friction Element A apply time range/performance.
Over Drive Clutch (SSB) P2701 Transmission Friction Element B apply time range/performance.
Direct Clutch (SSD) P2703 Transmission Friction Element D apply time range/performance.
Low/Reverse Clutch (SSE) P2704 Transmission Friction Element E apply time range/performance.
Gears are enabled/disabled based on clutch faults. Example: if the OD clutch is failed off, all gears requiring the
nd th th
ODC to be on are disabled (2 , 4 , and 6 gear). If the OD clutch is failed on, only gears with the ODC on are
nd th th st rd th
commanded (only 2 , 4 , or 6 gear will be commanded, 1 , 3 , and 5 will be disabled).
The Torque Converter Clutch (TCC) Solenoid for 5R110W is a Variable Force Solenoid (VFS) that is tested
electrically by a PCM output driver that has the capability to detect and distinguish opens (P0740), shorts to ground
(P0742), and shorts to power (P0744).
The TCC solenoid is checked functionally by evaluating torque converter slip under steady state conditions when
the torque converter is fully applied. If the slip exceeds the malfunction thresholds when the TCC is commanded
on, a TCC malfunction is indicated (P0741).
The EPC solenoid is a variable force solenoid that controls line pressure in the transmission. The EPC solenoid
has a feedback circuit in the PCM that monitors EPC current. If a EPC short to ground is detected (minimum
pressure) a high side switch will be opened, causing all solenoids to lose power. This will result in Park, Reverse,
Neutral, and 5M (direct drive with engine braking) as the only forward gear. For Open or short to power faults
(maximum line pressure) no gears are disabled; but engine idle is raised (to prevent line pressure instability since
at low rpm the pump can't meet the maximum pressure demand caused by these faults).
The high side switch provides power to all 7 solenoids. During certain failure modes the high side switch is opened,
providing Park, Reverse, Neutral, and 5M.
TCM CAN communication with the ECM is monitored. If the TCM is unable to communicate with the ECM a
U0100 fault code will be stored and the TCM high side electrical drivers will be commanded off, resulting in the
transmission allowing only park, reverse, neutral and 5M.