Other Systems Controlled

CHARGING SYSTEM (NGC)
The charging system is turned on when the engine is started. The Generator Field is controlled by the PCM using a 12-volt high side driver and a body ground. The PCM determines the Generator output voltage by an input from the Battery Temperature Sensor. The PCM applies a longer duty cycle on time to the Generator Field Control Circuit when more system voltage is needed. When a lower system voltage is needed, the PCM shortens the duty cycle on time of the high side driver.

VEHICLE SPEED CONTROL (NGC)
The PCM controls vehicle speed by operation of the speed control servo vacuum and vent solenoids. Energizing the vacuum solenoid applies vacuum to the servo to increase throttle position. Operation of the vent solenoid slowly releases the vacuum allowing throttle position to decrease. A special dump solenoid allows immediate release of throttle position caused by braking, cruise control turn off, shifting into neutral, excessive rpm (tires spinning) or ignition key off.







NATURAL VACUUM LEAK DETECTION (NVLD)
The Natural Vacuum Leak Detection (NVLD) system is the next generation evaporative leak detection system that will first be used on vehicles equipped with, the Powertrain Control Module (PCM) or Next Generation Controller (NGC) starting in 2002 M.Y. This new system replaces the leak detection pump as the method of evaporative system leak detection. The current CARB requirement is to detect a leak equivalent to a 0.020 inches (0.5 mm) hole. This system has the capability to detect holes of this size very dependably.

The basic leak detection theory employed with NVLD is the "Gas Law". This is to say that the pressure in a sealed vessel will change if the temperature of the gas in the vessel changes. The vessel will only see this effect if it is indeed sealed. Even small leaks will allow the pressure in the vessel to come to equilibrium with the ambient pressure. In addition to the detection of very small leaks, this system has the capability of detecting medium as well as large evaporative system leaks.

The NVLD utilizes the Gas Law principles
A vent valve seals the canister vent during engine off conditions. If the vapor system has a leak of less than the failure threshold, the evaporative system will be pulled into a vacuum, either due to the cool down from operating temperature or diurnal ambient temperature cycling. The diurnal effect is considered one of the primary contributors to the leak determination by this diagnostic.

When the vacuum in the system exceeds about 1 inch H2O (0.25 kPa), a vacuum switch closes. The switch closure sends a signal to the PCM. The PCM, via appropriate logic strategies (described below), utilizes the switch signal, or lack thereof, to make a determination of whether a leak is present.

The NVLD Device and how it functions
The NVLD Assembly is designed with a normally open vacuum switch, a normally closed solenoid, and a seal, which is actuated by both the solenoid and a diaphragm. The NVLD is located on the atmospheric vent side of the canister. The NVLD Assembly is mounted on top of the canister outlet for the DN.

The normally open vacuum switch will close with about 1 inch H2O (0.25 kPa) vacuum in the evaporative system. The diaphragm actuates the switch. This is above the opening point of the fuel inlet check valve in the fill tube so cap off leaks can be detected. Submerged fill systems must have recirculation lines that do not have the in-line normally closed check valve that protects the system from failed nozzle liquid ingestion, in order to detect cap off conditions.

The normally closed valve in the NVLD is intended to maintain the seal on the evaporative system during the engine off condition. If vacuum in the evaporative system exceeds 3 inches to 6 inches H2O (0.75 to 1.5 kPa), the valve will be pulled off the seat, opening the seal. This will protect the system from excessive vacuum as well as allowing sufficient purge flow in the event that the solenoid was to become inoperative. The solenoid actuates the valve to unseal the canister vent while the engine is running. It will also be used to close the vent during the medium and large leak tests and during the purge flow check. This solenoid requires initial 1.5 amps of current to pull the valve open but after 100 ms. will be duty cycled down to an average of about 150 mA for the remainder of the drive cycle.

Another feature in the NVLD Assembly is a diaphragm that will open the seal with pressure in the evaporative system. The seal will be opened at about 0.5 inches H20 (0.12 kPa) pressure to permit the venting of vapors during refueling. An added benefit to this is that it will also allow the tank to "breathe" during increasing temperatures, thus limiting the pressure in the tank to this low level. This is beneficial because the induced vacuum during a subsequent declining temperature will achieve the switch closed (pass threshold) sooner than if the tank had to decay from a built up pressure.

The NVLD Assembly itself has 3 wires: Switch sense, solenoid driver and ground. It also includes a resistor to protect the switch from a short to battery or a short to ground. The PCM utilizes a high-side driver to energize and duty-cycle the solenoid.

The PCM's Role in NVLD Diagnosis:
The integral part of the diagnostic system that makes engine-off leak detection possible is a special circuit in the PCM controller. After the vehicle is turned off, a special part of the controller stays alive and monitors for an NVLD switch closure. This circuit within the PCM is very specific in its function and consumes very little power. If a switch closure is detected, it will log the event and time from key-off, and then power down. This information will be processed at the next key cycle.

NVLD Leak Detection
Small Leak Test (Passive)
If, after a specified delay after key off (perhaps 5 minutes), the switch closes or is closed, the test will be pass, indicating that there is no leak. The PCM records the switch closure. The NVLD circuit in the PCM will shut down for the remainder of that particular engine off (soak) period. When the engine is started, the switch closure is recorded as a "Pass", and the timers that are recording accumulated time are reset.

This diagnostic test can take at least a week to mature a leak fault. A week has been chosen for this because the vehicle will have been exposed to the largest possible drive scenarios before a decision is made (most vehicles should see both daily work and weekend driving cycles). This also satisfies CARB's state goal of getting 3 MIL illuminations within a month for 0.020 inches (0.5 mm) leak detection diagnostic. The diagnostics will log engine run time and engine off time to determine when a week has elapsed. There is a limit on the total amount of run time that is applied to the one-week timer. There is also a limit on the total soak time that will be allowed to apply to the one-week timer. There will be a limit on the amount of accrued run time during one specific drive than can be applied to the one-week timer.

The enabling criteria to run this monitor are:
- Fuel level less than 85%
- Ambient temperature greater than 40 °F (4.4 °C)

Rationality Tests
1. The rationality check of the switch, solenoid and seal will be performed as follows:
- At key-on, the NVLD solenoid will be energized to vent any vacuum that may be trapped in the evaporative system from the previous soak. This should result in an open switch condition.
- The solenoid will be de-energized (to seal the system) at the point where purge begins. The system/NVLD component rationality passes for that drive cycle if the switch closes after purge begins.
- The solenoid is then re-energized for the remainder of the drive cycle.
- If the switch events are not seen in a certain period of time, the rationality check will have failed (2 trip rule).

2. Purge Flow
The above rationality check is considered sufficient to confirm purge solenoid function and con-formance with the purge flow test requirement. The Purge Flow Monitor is passed based on switch activity when purge is turned on or based on a rich fuel control shift when purge is turned on. Medium and Large Leak Test (Intrusive)

NOTE: This intrusive test will only be run if the Small Leak (passive) test fails, or is inconclusive (the switch does not close)

Enabling Conditions:
- 40 °F to 90 °F
- Engine temperature at startup within 10 °F of the ambient temperature
- Fuel level less than 85%

The intrusive Medium and Large leak are conducted as follows:
- De-energize the NVLD solenoid to seal the canister vent.
- Activate purge shortly after closed loop. Pull the tank vacuum past the vacuum switch point (1 inch H2O vacuum) of the NVLD for a specific time while tracking the standard purge flow rate.
- Turn purge off and determine how long it takes to decay the tank vacuum and reopen the switch. Determine the leak size from the time it took to reopen the switch.

NOTE: Fuel level is an important determining factor.

- If the switch does not close, a more aggressive purge flow will be applied to determine if it is a very large leak, missing fuel cap, problem with the NVLD device, purge flow problem, etc.

TEST EQUIPMENT
The Evaporative Emission Leak Detector (EELD) Miller Special Tool 8404 is capable of visually detecting leaks in the evaporative system and will take the place of the ultrasonic leak detector 6917A. The EELD utilizes shop air and a smoke generator to visually detect leaks down to 0.020 or smaller. The food grade oil used to make the smoke includes an UV trace dye that will leave telltale signs of the leak under a black light. This is helpful when components have to be removed to determine the exact leak location. For detailed test instructions, follow the operators manual packaged with the EELD.

IMPORTANT
Be sure that the PCM has the latest software update. Reprogram as indicated by any applicable Technical Service Bulletin. After LDP repairs are completed, verify the repair by running the DRBIII Leak Detection Pump (LDP) Monitor Test as described in Technical Service Bulletin 18-12-99.