Chrysler Sebring, Stratus sedan, Sebring Convertible. Manual — part 545
• All inputs monitored for proper voltage range,
rationality.
• All monitored components (refer to the Emission
section for On-Board Diagnostics).
The PCM compares the upstream and downstream
heated oxygen sensor inputs to measure catalytic
convertor efficiency. If the catalyst efficiency drops
below the minimum acceptable percentage, the PCM
stores a diagnostic trouble code in memory, after 2
trips.
During certain idle conditions, the PCM may enter
a variable idle speed strategy. During variable idle
speed strategy the PCM adjusts engine speed based
on the following inputs.
• A/C status
• Battery voltage
• Battery temperature or Calculated Battery Tem-
perature
• Engine coolant temperature
• Engine run time
• Inlet/Intake air temperature
• Vehicle mileage
ACCELERATION MODE
This is a CLOSED LOOP mode. The PCM recog-
nizes an abrupt increase in Throttle Position sensor
output voltage or MAP sensor output voltage as a
demand for increased engine output and vehicle
acceleration. The PCM increases injector pulse width
in response to increased fuel demand.
• Wide Open Throttle-open loop
DECELERATION MODE
This is a CLOSED LOOP mode. During decelera-
tion the following inputs are received by the PCM:
• A/C status
• Battery voltage
• Inlet/Intake air temperature
• Engine coolant temperature
• Crankshaft position (engine speed)
• Exhaust gas oxygen content (upstream heated
oxygen sensor)
• Knock sensor
• Manifold absolute pressure
• Throttle position sensor
• IAC motor (solenoid) control changes in response
to MAP sensor feedback
The PCM may receive a closed throttle input from
the Throttle Position Sensor (TPS) when it senses an
abrupt decrease in manifold pressure. This indicates
a hard deceleration (Open Loop). In response, the
PCM may momentarily turn off the injectors. This
helps improve fuel economy, emissions and engine
braking.
WIDE-OPEN-THROTTLE MODE
This is an OPEN LOOP mode. During wide-open-
throttle operation, the following inputs are used by
the PCM:
• Inlet/Intake air temperature
• Engine coolant temperature
• Engine speed
• Knock sensor
• Manifold absolute pressure
• Throttle position
When the PCM senses a wide-open-throttle condi-
tion through the Throttle Position Sensor (TPS) it de-
energizes the A/C compressor clutch relay. This
disables the air conditioning system and disables
EGR (if equipped).
The PCM adjusts injector pulse width to supply a
predetermined amount of additional fuel, based on
MAP and RPM.
IGNITION SWITCH OFF MODE
When the operator turns the ignition switch to the
OFF position, the following occurs:
• All outputs are turned off, unless 02 Heater
Monitor test is being run. Refer to the Emission sec-
tion for On-Board Diagnostics.
• No inputs are monitored except for the heated
oxygen sensors. The PCM monitors the heating ele-
ments in the oxygen sensors and then shuts down.
FUEL CORRECTION or ADAPTIVE MEMORIES
DESCRIPTION
In Open Loop, the PCM changes pulse width with-
out feedback from the O2 Sensors. Once the engine
warms up to approximately 30 to 35° F, the PCM
goes into closed loop Short Term Correction and
utilizes feedback from the O2 Sensors. Closed loop
Long Term Adaptive Memory is maintained above
170° to 190° F unless the PCM senses wide open
throttle. At that time the PCM returns to Open Loop
operation.
OPERATION
Short Term
The first fuel correction program that begins func-
tioning is the short term fuel correction. This system
corrects fuel delivery in direct proportion to the read-
ings from the Upstream O2 Sensor.
The PCM monitors the air/fuel ratio by using the
input voltage from the O2 Sensor. When the voltage
reaches its preset high or low limit, the PCM begins
to add or remove fuel until the sensor reaches its
switch point. The short term corrections then begin.
The PCM makes a series of quick changes in the
injector pulse-width until the O2 Sensor reaches its
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FUEL INJECTION
14 - 17
FUEL INJECTION (Continued)
opposite preset limit or switch point. The process
then repeats itself in the opposite direction.
Short term fuel correction will keep increasing or
decreasing
injector
pulse-width
based
upon
the
upstream O2 Sensor input. The maximum range of
authority for short term memory is 25% (+/-) of base
pulse-width. Short term is violated and is lost when
ignition is turned OFF.
Long Term
The second fuel correction program is the long
term adaptive memory. In order to maintain correct
emission throughout all operating ranges of the
engine, a cell structure based on engine rpm and load
(MAP) is used.
Ther number of cells varies upon the driving con-
ditions. Two cells are used only during idle, based
upon TPS and Park/Neutral switch inputs. There
may be two other cells used for deceleration, based
on TPS, engine rpm, and vehicle speed. The other
twelve cells represent a manifold pressure and an
rpm range. Six of the cells are high rpm and the
other six are low rpm. Each of these cells has a spe-
cific MAP voltage range Typical Adaptive Memory
Fuel Cells.
As the engine enters one of these cells the PCM
looks at the amount of short term correction being
used. Because the goal is to keep short term at 0 (O2
Sensor switching at 0.5 volt), long term will update
in the same direction as short term correction was
moving to bring the short term back to 0. Once short
term is back at 0, this long term correction factor is
stored in memory.
The values stored in long term adaptive memory
are used for all operating conditions, including open
loop and cold starting. However, the updating of the
long term memory occurs after the engine has
exceeded approximately 170°-190° F, with fuel control
in closed loop and two minutes of engine run time.
This is done to prevent any transitional temperature
or start-up compensations from corrupting long term
fuel correction.
Long term adaptive memory can change the pulse-
width by as much as 25%, which means it can correct
for all of short term. It is possible to have a problem
that would drive long term to 25% and short term to
another 25% for a total change of 50% away from
base pulse-width calculation.
TYPICAL ADAPTIVE MEMORY FUEL CELLS
Open
Throttle
Open
Throttle
Open
Throttle
Open
Throttle
Open
Throttle
Open
Throttle
Idle
Decel
Vacuum
20
17
13
9
5
0
Above 1,984
rpm
1
3
5
7
9
11
13 Drive
15
Below 1,984
rpm
0
2
4
6
8
10
12
Neutral
14
MAP volt =
0
1.4
2.0
2.6
3.3
3.9
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:
• Fuel System Rich
• Fuel System Lean
A DTC is set and the MIL is illuminated if the
PCM detects either of these conditions. This is deter-
mined based on total fuel correction, short term
times long term.
PROGRAMMABLE COMMUNICATIONS
INTERFACE (PCI) BUS
DESCRIPTION
The Programmable Communication Interface Mul-
tiplex system (PCI Bus) consist of a single wire. The
Body Control Module (BCM) acts as a splice to con-
nect each module and the Data Link Connector
(DLC) together. Each module is wired in parallel to
the data bus through its PCI chip set and uses its
ground as the bus reference. The wiring is a mini-
mum 20 gage wire.
OPERATION
Various modules exchange information through a
communications port called the PCI Bus. The Power-
train Control Module (PCM) transmits the Malfunc-
tion Indicator Lamp (Check Engine) On/Off signal
and engine RPM on the PCI Bus. The PCM receives
the Air Conditioning select input, transaxle gear
position inputs over the PCI Bus. The PCM also
receives the air conditioning evaporator temperature
signal from the PCI Bus.
The following components access or send informa-
tion on the PCI Bus.
14 - 18
FUEL INJECTION
JR
FUEL INJECTION (Continued)
• Instrument Panel
• Body Control Module
• Air Bag System Diagnostic Module
• Full ATC Display Head (if equipped)
• ABS Module
• Transmission Control Module
• Powertrain Control Module
• Travel Module
• SKIM
SYSTEM DIAGNOSIS
OPERATION
The PCM can test many of its own input and out-
put circuits. If the PCM senses a fault in a major
system, the PCM stores a Diagnostic Trouble Code
(DTC) in memory.
For DTC information see On-Board Diagnostics
(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/POWERTRAIN CONTROL MOD-
ULE - DESCRIPTION) .
SPECIFICATIONS
TORQUE
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
MAP SENSOR 4-
CYLINDER
4.5
40
MAP SENSOR 2.7L
4.5
40
POWER STEERING
RESERVOIR PLASTIC
MANIFOLD
5.7
50
POWER STEERING
RESERVOIR ALUMINUM
MANIFOLD
11.9
105
THROTTLE CABLE
BRACKET 4-CYLINDER
14.1
125
THROTTLE CABLE
BRACKET 2.7L
13.6
120
THROTTLE BODY BOLTS
4-CYLINDER
13.6
120
THROTTLE BODY BOLTS
2.7L
13.6
120
LOWER SUPPORT
BRACKET 2.7L
31.1
23
O2 Sensors
27
20
The composite manifolds uses special Plastic screws. The factory installed Plastic screws can be removed and
installed up to 5 times. Do not exceed the specified torque. These screws must be installed slowly (less than 600
rpms) to avoid melting the parent material. There are service repair screws available for repair. They require a
higher torque than the original screws.
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FUEL INJECTION
14 - 19
FUEL INJECTION (Continued)
SPECIAL TOOLS
FUEL
ACCELERATOR PEDAL
REMOVAL
(1) Hold the throttle body throttle lever in the
wide open position. Remove the throttle cable from
the throttle body cam (Fig. 1).
(2) From inside the vehicle, hold up the pedal and
remove the pedal retainer and throttle cable from the
upper end of the pedal lever (Fig. 2).
(3) Remove nuts from accelerator pedal attaching
studs. Remove assembly from vehicle (Fig. 3).
Pressure Gauge Assembly C–4799–B
Fuel Pressure Test Adapter 6539
Spanner Wrench 6856
Fuel Line Adapter 1/4
O2S (Oxygen Sensor) Remover/Installer—C-4907
O2S (Oxygen Sensor) Remover/Installer - 8439
Fig. 1 THROTTLE CABLE RELEASE
14 - 20
FUEL INJECTION
JR
FUEL INJECTION (Continued)
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