Hyundai Santa Fe (2006 year). Manual — part 505
FLA -86
FUEL SYSTEM
MIL
DTC
Description
Euro-
III/IV
Euro-II
Leaded
Page
P2195
HO2S Signal Stuck Lean (Bank 1 / Sensor 1)
●
▲
FLA-609
P2196
HO2S Signal Stuck Rich (Bank 1 / Sensor 1)
●
▲
FLA-615
P2197
HO2S Signal Stuck Lean (Bank 2 / Sensor 1)
●
▲
FLA-617
P2198
HO2S Signal Stuck Rich (Bank 2 / Sensor 1)
●
▲
FLA-623
P2270
HO2S Signal Stuck Lean (Bank 1 / Sensor 1)
●
FLA-625
P2271
HO2S Signal Stuck Rich (Bank 1 / Sensor 1)
●
FLA-631
P2272
HO2S Signal Stuck Lean (Bank 2 / Sensor 2)
●
FLA-633
P2273
HO2S Signal Stuck Rich (Bank 2 / Sensor 2)
●
FLA-639
P2610
ECM/PCM Internal Engine Off Timer Performance
●
▲
▲
FLA-641
U0001
CAN Communication Malfunction
●
▲
▲
FLA-644
NOTE
●: MIL ON & MEMORY
▲: MIL OFF & MEMORY
DTC TROUBLESHOOTING PROCEDURES
FLA -87
DTC P0012 "A" CAMSHAFT POSITION-TIMING OVER-RETARDED (BANK 1)
DTC P0022 "A" CAMSHAFT POSITION-TIMING OVER-RETARDED (BANK 2)
COMPONENT LOCATION
EB1C8851
OCV [Bank 2]
OTS
OCV [Bank 1]
LGLG500A
GENERAL DESCRIPTION
E79D28F8
The CVVT (Continuously Variable Valve Timing) system is installed to the chain sprocket of the intake camshaft. This
system controls the intake camshaft to provide the optimal valve timing for every driving condition. The ECM controls the
Oil Control Valve(OCV), based on the signals output from mass air flow, throttle position and engine coolant temperature.
The CVVT controller regulates the intake camshaft angle using oil pressure through the OCV. As result, the relative posi-
tion between the camshaft and the crankshaft becomes optimal, and the engine torque improves, fuel economy improves,
exhaust emissions decrease under overall driving conditions.
DTC DESCRIPTION
E2078BC1
Figure1. illustrates the method for detecting unresolved phasing steady-state error.
The figure shows two cases, case 1 to the left of the dashed line, and case 2 to the right of the dashed line. In case
1,the duty cycle command is considered high, or above a calibration threshold memorized in PCM. This should cause the
cam phaser to move toward the maximum position, but the position remains at a medium level. The range of positions
considered ‘ medium’ is defined by calibrations.
In case 2, the duty cycle command is considered low, or below a calibration threshold memorized in PCM. This should
cause the cam phaser to move toward the minimum position, but the position remains at a medium level.
Each of these cases is a phaser position error failure. Each case is also considered to be due to a phaser seizure. When
either case is detected, a timing counter begins to increment. If the counter exceeds a calibration threshold memorized
in PCM, the failure criteria is TRUE.
Another similar diagnostic test is performed to check steady-state error. In this test, no consideration is given to the duty
cycle command versus phaser position. This test is only a check of the phasing position error. In the test, if the phaser
error is greater than a calibration threshold memorized in PCM,a timing counter increments. If the counter exceeds the
calibration threshold memorized in PCM,the failure criteria is TRUE.
FLA -88
FUEL SYSTEM
Commanded duty cycle is
high or low (this should move
the phaser).
Phaser is at "medium" pasitoiin
and`or is not moving
Time
Case 2
Case 1
100%
Duty cycle
Max position
Cam position
0
0
Fig. 1
LGLG100A
PCM monitors CAM phaser error while both cam offset is available and cam velocity is below 15CAD/s .If the CAM phaser
does not move although PCM commands OCV duty cycle, PCM determines that a fault exists and a DTC is stored.
DTC DETECTING CONDITION
E2DF22AE
Item
Detecting Condition
Possible cause
DTC Strategy
• Determines if the phaser is stuck or has
steady-state error
Enable Conditions
• Offsets available
• Cam velocity below threshold〈 15 CAD/s
Case 1
• 5 CAD 〈 Cam position〈 50 CAD
• Duty Cycle 〉 90%
• Duty Cycle 〈 10%
• Timing Counter 〉 80
Thresh
old value
Case 2
• Cam Position error 〉15 CAD
• Timing Counter 〉 80
Diagnosis Time
• Continuous
(More than 0.75sec. Test failure for every 90sec tests)
MIL On Condition
• 2 Driving Cycles
• Engine Oil
• OCV
• CVVT stuck
• PCM
DTC TROUBLESHOOTING PROCEDURES
FLA -89
SCHEMATIC DIAGRAM
E6FF558E
OCV [Bank 1]
PCM
C92-1
C30-B
62 - OCV [Bank 1]
control
PCM (C30-B)
OCV [BANK 1]
OCV [BANK 1]
(C92-1)
OCV [BANK 2]
(C92-2)
Main Relay
1
2
61 - OCV [Bank 2]
control
Main Relay
1
2
1
2
OCV [BANK 2]
1
2
OCV [Bank 2]
C92-2
1
21
2
22
3
23
4
24
5
25
6
26
7
27
8
28
9
29
10
30
11
31
12
32
13
33
14
34
15
35
16
36
17
37
18
38
19
39
20
40
41
61
42
62
43
63
44
64
45
65
46
66
47
67
48
68
49
69
50
70
51
71
52
72
53
73
54
74
55
75
56
76
57
77
58
78
59
79
60
80
PCM C30-B (62)
OCV [Bank 1] control
Main Relay
Battery Voltage (B+)
PCM C30-B (61)
OCV [Bank 2] control
Main Relay
Battery Voltage (B+)
[CIRCUIT DIAGRAM]
[HARNESS CONNECTORS]
[CONNECTION INFORMATION]
Terminal
Connected to
Function
Terminal
Connected to
Function
2
1
2
1
SCMF16115L
SIGNAL WAVEFORM AND DATA
ED93FF6C
This example shows a typical Crankshaft Position Sensor(CKPS)
and Camshaft Position Sensor(CMPS) waveform at idle.
If the Cam Phasing is generated by PCM, the offset of cam
target wheel tooth varies against 58X reference tooth of CKPS.
Cam phasing can be detected from offset variation.
CMPS(B1) Signal
CKPS Signal
EFBF600B
MONITOR DTC STATUS
E962DDB8
1.
Check DTC Status
1)
Connect scantool to Data Link Connector(DLC).
2)
IG "ON".
Нет комментариевНе стесняйтесь поделиться с нами вашим ценным мнением.
Текст