Part 1 of 2
FUEL CONTROLThe PCM controls the air/fuel ratio of the engine by varying fuel injector on time. Mass air flow is calculated using the speed density method using engine speed, manifold absolute pressure, and air temperature change.
Different fuel calculation strategies are used dependent on the operational state of the engine. During crank mode, a prime shot fuel pulse is delivered followed by fuel pulses determined by a crank time strategy. Cold engine operation is determined via an open loop strategy until the O2 sensors have reached operating temperature. At this point, the strategy enters a closed loop mode where fuel requirements are based upon the state of the O2 sensors, engine speed, MAP, throttle position, air temperature, battery voltage, and coolant temperature.
ON-BOARD DIAGNOSTICS
The PCM has been programmed to monitor many different circuits of the fuel injection system. This monitoring is called "on-board diagnosis."
Certain criteria, or "arming conditions," must be met for a trouble code to be entered into the PCM memory. The criteria may be a range of: engine rpm, engine temperature, and/or input voltage to the PCM. If a problem is sensed with a monitored circuit, and all of the criteria or arming conditions are met, a trouble code will be stored in the PCM.
It is possible that a trouble code for a monitored circuit may not be entered into the PCM memory even though a malfunction has occurred. This may happen because one of the trouble code criteria (arming conditions) has not been met.
The PCM compares input signal voltages from each input device with specifications (the established high and low limits of the range) that are programmed into it for that device. If the input voltage is not within specifications and other trouble code criteria (arming conditions) are met, a trouble code will be stored in the PCM memory.
The On Board Diagnostics have evolved to the second Generation of Diagnostics referred to as OBDII. These OBDII Diagnostics control the functions necessary to meet the requirements of California OBDII and Federal OBD regulations. These requirements specify the inclusion of a Malfunction Indicator Light (MIL) located on the instrument panel for all 1994 and subsequent model-year passenger cars, light duty trucks, and medium-duty vehicles. The purpose of the MIL is to inform the vehicle operator in the event of the malfunction of any emission systems and components which can affect emissions and which provide input to, or receive output from, the powertrain control module.
OBD II Monitor Information:
The table summarizes the various OBDII monitors operation.
TRANSMISSION CONTROL
The PCM operation includes control of 4 speed automatic transmissions utilizing electronic governor pressure control, eliminating the need for a separate transmission controller. Transmission control is achieved through regulation of governor pressure using a Governor Pressure Solenoid valve. Valve position is controlled by pulse width modulation. Torque converter clutch and overdrive solenoids are also controlled by the PCM, as are the transmission relay and dashboard overdrive OFF lamp. PCM inputs affecting transmission operation include the throttle position sensor, output shaft speed sensor, vehicle speed, engine speed sensor (CKP), brake switch, ignition, overdrive ON/OFF switch, torque convertor clutch solenoid, transmission temperature sensor, and governor pressure sensor.
The PCM continuously checks for internal transmission problems, electrical problems, and some hydraulic problems. When a problem is sensed, the PCM stores a diagnostic trouble code. Any of these codes cause the transmission to go into "default" mode. When the PCM detects a problem, the transmission will default to third gear. When this happens, the only transmission functions are:
- PARK and NEUTRAL
- REVERSE
- THIRD GEAR
- MANUAL SHIFTING of FIRST, SECOND and THIRD GEAR
No upshifts or downshifts are allowed. The position of the manual valve alone allows the ranges that are available. Although engine performance is seriously degraded while in this mode, it allows the owner to drive the vehicle in for service. The transmission can be shifted manually by quickly down-shifting into 1st to achieve 1st gear, then shifting to 2nd, then to third. However, default mode will not allow 4th gear or any EMCC operation.
Once the DRB III is in the RE transmission portion of the diagnostic program, it constantly monitors the powertrain control module, updating the screens with switch, sensor, and input/output states, as well as displaying diagnostic trouble codes and default status.
Transmission Identification
The transmission part/identification numbers and codes are stamped on the left side of the case just above the oil pan gasket surface. The first letter/number group is the assembly part number. The next number group is the transmission serial number. Refer to this information when ordering replacement parts.
Governor Pressure Solenoid Valve
The solenoid valve generates the governor pressure needed for upshifts and downshifts. It is an electro-hydraulic device and is located in the governor body on the valve body transfer plate.
The inlet side of the solenoid valve is exposed to normal transmission line pressure while in forward gears. The outlet side of the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to produce governor pressure. The average current supplied to the solenoid valve controls governor pressure. One amp current produces zero psi governor pressure. Zero amps sets the maximum governor pressure. Current is regulated by modulation of the pulse width of a 512 hz driver frequency (512 cycles per second).
The powertrain control module (PCM) supplies electrical power to the solenoid valve. Operating voltage is 12 volts (DC) and is provided through the battery terminal on the module.
The solenoid is polarity sensitive. The PCM energizes the solenoid by grounding it through the power ground terminal on the powertrain control module.
Governor Pressure Sensor
The governor pressure sensor measures output pressure of the governor pressure solenoid valve.
The sensor output signal provides the necessary feedback to the powertrain control module. This feedback is needed to accurately control pressure. The unit is an absolute pressure device and the output is calibrated to be 0.35 to 0.65 volts at 14.7 psi (normal barometric pressure). Since this is an absolute pressure device, 0 psi calibration is required often to compensate for changing atmospheric pressure or altitude. This voltage measured at 0 psi is referred to as zero pressure offset.
Governor Shift Schedules
The electronic governor has several governor curves possible as opposed to a conventional governor which has a single governor curve with two stages. These transmissions are mechanically and hydraulically the same as the ones they replace.
As with all-hydraulic transmissions, the vehicle shift speeds are determined by balancing a hydraulic pressure signal proportional to transmission output speed (called governor pressure) against a pressure signal determined by throttle position (called throttle pressure). The four curves are used during the following operating conditions.
Low Transmission Fluid Temperature - When the transmission fluid is cold at or below 30 °F the conventional governor can delay shifts, resulting in higher than normal shift speeds and harsh shifts. The electronically controlled low temperature governor pressure curve is higher than normal to make the transmission shift at normal speeds and sooner. The PCM uses a temperature sensor in the transmission oil sump to determine when low temperature governor pressure is needed.
Transfer Case Low-Range Operation - On four-wheel drive vehicles operating in low range, the engine can accelerate to its peak more rapidly than in Normal range, resulting in delayed shifts and undesirable engine "flare." The low range governor pressure curve is also higher than normal to initiate upshifts sooner. The PCM compares the electronic vehicle speed signal to the transmission output shaft speed signal to determine when the transfer case is in low range.
Wide-Open Throttle Operation - In wide-open throttle (WOT) mode, adaptive memory in the PCM assures that up-shifts occur at the preprogrammed optimum speed. WOT operation is determined from the throttle position sensor, which is also a part of the emission control system. The initial setting for the WOT upshift is below the optimum engine speed. As WOT shifts are repeated, the PCM learns the time required to complete the shifts by comparing the engine speed when the shifts occur to the optimum speed. After each shift, the PCM adjusts the shift point until the optimum speed is reached. The PCM also considers vehicle loading, grade and engine performance changes due to high altitude in determining when to make WOT shifts. It does this by measuring vehicle and engine acceleration and then factoring in the shift time.
Normal Operation - Normal operation is refined through the increased computing power of the PCM and through access to data on engine operating conditions provided by the PCM that were not available with the previous stand-alone electronic module. This facilitated the development of a load adaptive shift strategy - the ability to alter the shift schedule in response to vehicle load conditions. One manifestation of this capability is grade "hunting" prevention - the ability of the transmission logic to delay an upshift on a grade if the engine does not have sufficient power to maintain speed in the higher gear. The 3-2 downshift and the potential for hunting between gears occurs with a heavily loaded vehicle or on steep grades. When hunting occurs, it is very objectionable because shifts are frequent and accompanied by large changes in noise and acceleration.
Governor Operation
The electronic governor control system replaces the old centrifugal governor pressure control and is located on the valve body. The control system uses a governor pressure solenoid that can vary pressure, a pressure sensor, and the output shaft speed sensor.
The electronic governor control system regulates pressure to control shifts in the first three gears. Output shaft and throttle position are used to determine target pressure. Actual governor pressure is read from the sensor and the difference between the target pressure and actual pressure are used to determine duty cycle correction.
The duty cycle is the amount of time the governor pressure solenoid needs to be OFF to meet the target pressure.
Speed of the output shaft, throttle position, controller calculations, and shift lever position determine different governor pressure curves.
Governor pressures can be different at the same output shaft speed. The desired pressure is determined by many things including the acceleration of the vehicle. There is no need for concern if at the same output shaft speed there are different requested pressures. There is a need for concern if the target pressure and actual pressure are not within three PSI for five seconds or more. If this occurs the control system could result in erratic shifting.
The only time the governor control system stays at zero is when the gear selector is in park, neutral, reverse or drive with the vehicle at a stop. When the transmission is in park, neutral, or reverse no line pressure is supplied to the governor pressure solenoid making governor pressure zero.
Transmission Temperature Sensor
Transmission fluid temperature readings are supplied to the powertrain control module by the transmission temperature sensor. It is a thermistor located in the governor pressure sensor connector. The temperature readings are used to control engagement of the overdrive clutch, the converter clutch, and governor pressure. Normal resistance value for the thermistor at room temperature is approximately 1000 ohms.
The powertrain control module (PCM) prevents engagement of the converter clutch and overdrive clutch, when fluid temperature is below approximately 30 °F.
If fluid temperature exceeds 260 °F, the powertrain control module will cause a 4-3 downshift and engage the converter clutch. Engagement is according to the third gear converter clutch engagement schedule.
The overdrive OFF lamp in the instrument panel, also illuminates when the shift back to third occurs. The transmission will not allow fourth gear operation until fluid temperature decreases to approximately 230 °F.