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Part 10

14 COMPREHENSIVE COMPONENTS MONITORING Contd.

14.31 Automatic Transmission Monitor

General Description
The gearbox is fitted with a oil temperature sensor, 2 rotation speed sensors (in/out), a shift lever sensor and 1 for reverse gear. Based on these sensors the diagnosis is checking if the gearbox is working correctly. For controlling the gearbox there are 7 pressure regulators and 2 magnetic valves necessary.
With the pressure regulators the clutches, the cooling, the system are controlled. The magnetic valves are need for the selection of the clutches. Also there's one valve for thermo management. BUS system is CAN.

1. Start Stop / Hybrid
For start stop / Hybrid function there is an Electrical oil pump needed. It is controlled via driver. The ATCU detects temperature and failure of EOP.

2. Plausibility Checks
2a Shift lever diagnosis
Based on the driver action the movement of the shift lever were checked by the shift lever sensors with several plausibility checks. Also the sensors can detect manual shifting.

14.32 Other Emission Control or Source System Monitoring

14.33 Intake manifold runner flap monitoring

14.33.1 General Description
The intake manifold runner control uses an adjustable electrical motor driven 2-point flap which is located closely in front of the intake valve, within the air intake system. It is intended to generate increased flow intensity in the combustion chamber in order to provide improved fuel mixture preparation., especially at low load conditions.
The target position of the flaps is shown in the engine operation map in Figure 226 Intake manifold runner flap position while engine operation.






The intake manifold runner control flaps of one cylinder bank are connected to each other by a continuous metal shaft to form a single unit and are moved by a pneumatic actuator. The rotation angle of the shaft and with it the position of the intake manifold runner control flaps are measured by a "position feedback sensor" (potentiometer) at the output end of the shaft. Each cylinder bank has its own unit.
The spring-driven default position for the flaps is open.

14.33.2 Intake manifold runner control stuck open / closed P2004, P2005, P2006, P2007

Stuck open: Bank 1: P2004; Bank 2: P2005
Stuck closed: Bank 1: P2006; Bank 2: P2007

14.33.3 Monitoring Strategy
A stuck intake manifold runner control unit can be detected by comparing the setpoint value to the actual value. The actual value indicates the stuck open or closed position of the unit.

14.33.4 Typical Enable Conditions
- Coolant temperature greater than defined threshold value
- Ambient temperature greater than defined threshold value
- Engine speed greater than 0 or defined threshold value
- Difference between ambient pressure and intake manifold air pressure greater than defined threshold value

14.33.5 Malfunction Criteria
The position of the intake manifold runner control flaps is detected by a "position feedback sensor" and is outputted as an actual value. The component tolerances of the system are compensated for by an adaptation process. The setpoint value can be in a range between 0 % (flaps fully open) and 100 % (flaps fully closed), but only the values 0 % and 100 % are used.

If the actual value is less than the setpoint value for the 100 % position minus a defined tolerance value, " intake manifold runner control stuck open" is diagnosed.

If the actual value is greater than the setpoint value for the 0 % position plus a defined tolerance value, " intake manifold runner control stuck closed" is diagnosed.

A fault is set when the threshold value of the permissible control deviation has been exceeded three times for longer than the confirmation time.

14.33.6 Flowchart






14.33.7 Overview of electrical and rationality checks


















14.33.8 System design

please refer to VW/Audi Common OBD description sect. 2.1.3

14.34 Engine off timer (EOT) monitoring

14.34.1 General Description
Some monitoring functions require the information that a cold start situation is present on a motor vehicle with an internal combustion engine. A cold start situation is for example detected by temperature sensors fitted to the vehicle, however the temperature values provided by the sensors are not fully reliable. This is because the impact of varying ambient air temperatures and different mounting locations with their different thermal conditions may have a negative influence on the accuracy of the temperature values. As an alternative to the evaluation of the temperature values provided by the temperature sensors, a cold start situation can generally also be detected on the basis of an engine-off time provided by the engine control module.

14.34.2 EOT Rationality Check in the case of an engine restart during ECM Keep Alive Time

14.34.2.1 Engine-off time implausible - too long - P150A

Monitoring Strategy
The engine-off time provided by the instrument cluster is compared against the ECM keep alive time.

Typical Enable Conditions
- Ignition on
- CAN communication active

Malfunction Criteria
If the difference between the engine-off time provided by the instrument cluster and the engine-off time obtained from the ECM keep alive time counter is greater than a positive upper threshold value, an implausibly long engine-off time is detected.






14.34.2.2 EOT implausible - too short - P150A

Monitoring Strategy
The engine-off time provided by the instrument cluster is compared against the ECM keep alive time.

Typical Enable Conditions
- Ignition on
- CAN communication active

Malfunction Criteria
If the difference between the engine-off time provided by the instrument cluster and the engine-off time obtained from the ECM keep alive time counter is less than a negative lower threshold value, an implausibly short engine-off time is detected.






14.34.3 EOT Rationality Check in the case of an engine restart post to ECM Keep Alive Time
In this case, the engine-off time provided by the instrument cluster control module can only be assessed as "implausible - too short", as the ECM keep alive time has a defined limit, after which the engine-off time cannot be assessed as "implausible - too long", because after the ECM keep alive time, it will always be greater than the maximum keep alive time, and thus a comparison does not provide a result.

14.34.3.1 EOT implausible - too short - P150A

Monitoring Strategy
The engine-off time provided by the instrument cluster is compared against the maximum ECM keep alive time.

Typical Enable Conditions
- Ignition on
- CAN communication active

Malfunction Criteria
If the difference between the engine-off time provided by the instrument cluster and the maximum engine-off time obtained from the ECM keep alive time counter is less than a negative lower threshold value, an implausibly short engine-off time is detected.






14.35 CAN BUS Monitoring

14.35.1 CAN Communication lost U0002, U0121, U0155, U0101

Monitoring Strategy
The CAN messages received by the ECM are monitored.

Typical Enable Conditions
- Time since ignition ON greater than defined threshold value
- Battery voltage in valid range

Malfunction Criteria
Powertrain CAN-bus (high-speed): U0002
In order to monitor the CAN communication with the powertrain communication participants, characteristic messages are selected from the possible CAN messages and defined for the monitor. If the ECM receives none of the defined CAN messages within a defined time period, a general loss of the CAN communication is detected and a fault is stored in the fault memory.

ABS control module: U0121, instrument cluster: U0155, transmission control module: U0101
If the ECM does not receive any CAN messages from one of the communication participants within a defined time period, a loss of the CAN communication with the respective communication participant is detected and a fault is stored in the fault memory.

14.35.2 CAN-Bus not active (U0001, U0028) or CAN-Hardware Fault detected (P0606)

Monitoring Strategy
The CAN-bus activity and the RAM memory of the CAN controller are monitored.

Typical Enable Conditions
For the CAN-bus activity monitoring:
- Time since Ignition On greater than defined threshold value
- Battery voltage in valid range

For the RAM memory monitoring:
- ECM initialization active

Malfunction Criteria
CAN-bus not active, U0001, U0028:
Powertrain CAN-bus (high-speed): U0001, CAN-bus for the sensors / hybrid components: U0028 If the ECM cannot transfer any CAN-messages because the CAN communication is disturbed, the CAN controller carries out a reinitialization. If a defined number of reinitializations are exceeded in the process, a fault is stored in the fault memory.

CAN-hardware fault, P0606:
If a defective RAM memory is detected during the initialization of the CAN controller, a fault is stored in the fault memory.

14.35.3 Transmission Control Module (TCM) - CAN message irrational U0402

Monitoring Strategy
The CAN messages sent from the TCM to the ECM are checked for rationality.

Typical Enable Conditions
- Time since ignition ON greater than defined threshold value
- Battery voltage in valid range

Malfunction Criteria
The CAN messages sent from the TCM to the ECM are checked for message counter faults (stagnant counter value) and message length faults. If a defined number of irrational messages are detected, a fault is stored in the fault memory.

14.35.4 TCM Software not compatible U0302

Monitoring Strategy
The CAN messages sent from the TCM to the ECM are monitored.

Typical Enable Conditions
- Time since ignition ON greater than defined threshold value
- Battery voltage in valid range

Malfunction Criteria
If the ECM is encoded for a manual transmission, but CAN messages from an automatic transmission are received, a fault is stored in the fault memory.

14.35.5 Instrument Cluster Control Module - CAN message irrational U0423

Monitoring Strategy
The CAN messages sent from the instrument cluster control module to the ECM are checked for rationality.

Typical Enable Conditions
- Time since ignition ON greater than defined threshold value
- Battery voltage in valid range

Malfunction Criteria
The CAN messages sent from the instrument cluster control module to the ECM are checked for message length faults. If a defined number of irrational messages are detected, a fault is stored in the fault memory.

14.35.6 Anti-Lock Brake System (ABS) Control Module - CAN message irrational U0415

Monitoring Strategy
The CAN messages sent from the ABS control module to the ECM are checked for rationality.

Typical Enable Conditions
- Time since ignition ON greater than defined threshold value
- Battery voltage in valid range

Malfunction Criteria
The CAN messages sent from the ABS control module to the ECM are checked for message counter faults (stagnant counter value) and message length faults. If a defined number of irrational messages are detected, a fault is stored in the fault memory.
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