Jeep XJ. Manual — part 813
•
Do not exceed the limits shown in the table below:
FUNCTION
INPUT LIMIT
Volts
0 - 500 peak volts AC
0 - 500 volts DC
Ohms (resistance)*
0 - 1.12 megohms
Frequency Measured
Frequency Generated
0 - 10 kHz
Temperature
-58 - 1100°F
-50 - 600°C
* Ohms cannot be measured if voltage is present.
Ohms can be measured only in a non-powered
circuit.
•
Voltage between any terminal and ground must
not exceed 500v DC or 500v peak AC.
•
Use caution when measuring voltage above 25v
DC or 25v AC.
•
The circuit being tested must be protected by a
10A fuse or circuit breaker.
•
Use the low current shunt to measure circuits up
to 10A. Use the high current clamp to measure
circuits exceeding 10A.
•
When testing for the presence of voltage or cur-
rent, make sure the meter is functioning cor-
rectly. Take a reading of a known voltage or
current before accepting a zero reading.
•
When measuring current, connect the meter in
series with the load.
•
Disconnect the live test lead before disconnecting
the common test lead.
•
When using the meter function, keep the
DRBIII
t away from spark plug or coil wires to
avoid measuring error from outside interference.
4.3
WARNINGS AND CAUTIONS
4.3.1
ROAD TEST WARNINGS
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.
CAUTION:
BEFORE
ROAD
TESTING
A
VEHICLE,
BE
SURE
THAT
ALL
COMPONENTS
ARE
REASSEMBLED.
DURING THE TEST DRIVE, DO NOT TRY TO
READ
THE
DRBIII
T
SCREEN
WHILE
IN
MOTION. DO NOT HANG THE DRBIII
T
FROM
THE REAR VIEW MIRROR OR OPERATE IT
YOURSELF.
HAVE
AN
ASSISTANT
AVAILABLE TO OPERATE THE DRBIII
T
.
4.3.2
VEHICLE DAMAGE CAUTIONS
Before disconnecting any control module, make
sure the ignition is “off”. Failure to do so could
damage the module.
When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation; this will damage it and eventually cause
it to fail because of corrosion.
Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a
second DTC could be set, making diagnosis of the
original problem more difficult.
5.0
REQUIRED TOOLS AND
EQUIPMENT
DRBIII
t (diagnostic read-out box) scan tool
fuel pressure adapter (C-6631) or #6539
fuel pressure kit (C-4799-B) or #5069
fuel release hose (C-4799-1)
Min Air flow fitting #6714
jumper wires
ohmmeter
oscilloscope
vacuum gauge
voltmeter
12 volt test light minimum 25 ohms resistance
with probe #6801
CAUTION: A 12 VOLT TEST LIGHT SHOULD
NOT
BE
USED
FOR
THE
FOLLOWING
CIRCUITS, DAMAGE TO THE POWERTRAIN
CONTROLLER WILL OCCUR.
•
5 Volt Supply
•
8 Volt Supply
•
J1850 PCI Bus
•
CCD Bus
•
CKP Sensor Signal
•
CMP Sensor Signal
•
Vehicle Speed Sensor Signal
•
O2 Sensor Signal
13
GENERAL INFORMATION
6.0
GLOSSARY OF TERMS
ABS
anti-lock brake system
backfire,
popback
fuel ignites in either the intake or
the exhaust system
CKP
crank position sensor
CMP
camshaft position sensor
cuts out,
misses
a steady pulsation or the inability of
the engine to maintain a consistent
rpm
DLC
data link connector (previously
called “engine diagnostic connector”)
detona-
tion,
spark
knock
a mild to severe ping, especially un-
der loaded engine conditions
ECT
engine coolant temperature sensor
EGR
exhaust gas recirculation valve and
system
EMCC
electronic modulated convertor
clutch
genera-
tor
previously called “alternator”
hard
start
The engine takes longer than usual
to start, even though it is able to
crank normally.
hesita-
tion, sag,
stumble
There is a momentary lack of re-
sponse when the throttle is opened.
This can occur at all vehicle speeds.
If it is severe enough, the engine
may stall.
IAT
intake air temperature sensor
IAC
idle air control motor
JTEC
Combined engine and transmission
control module
lack of
power,
sluggish
The engine has less than expected
power, with little or no increase in
vehicle speed when the throttle is
opened.
MAP
manifold absolute pressure sensor
MIL
malfunction indicator lamp
MTV
manifold tuning valve
O2S
oxygen sensor
PCI
programmable communication inter-
face
PCM
powertrain control module
PCV
positive crankcase ventilation
PEP
peripheral expansion port
poor fuel
economy
There is significantly less fuel mile-
age than other vehicles of the same
design ad configuration
rough,
unstable,
or er-
ratic idle
stalling
The engine runs unevenly at idle
and causes the engine to shake if it
is severe enough. The engine idle
rpm may vary (called “hunting”).
This condition may cause stalling if
it is severe enough.
start &
stall
The engine starts but immediately
dies.
surge
engine rpm fluctuation without cor-
responding change in throttle posi-
tion sensor
TCC
torque converter clutch
TPS
throttle position sensor
TRS
transmission range sensor
VSS
vehicle speed sensor/signal
14
GENERAL INFORMATION
7.0
DIAGNOSTIC INFORMATION AND
PROCEDURES
15
Symptom:
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY
When Monitored and Set Condition:
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY
When Monitored:
With the ignition key on and the engine running.
Set Condition:
When the PCM tries to regulate the generator field with no result during
monitoring.
POSSIBLE CAUSES
GENERATOR FIELD WIRING HARNESS INTERMITTENT PROBLEM
GENERATOR FIELD WIRING HARNESS OBSERVABLE PROBLEM
GENERATOR FIELD DRIVER CIRCUIT OPEN
GENERATOR FIELD DRIVER CIRCUIT SHORTED TO GROUND
GENERATOR FIELD RESISTANCE >= 5.0 OHMS
GENERATOR FIELD SOURCE (+) CIRCUIT OPEN
POWERTRAIN CONTROL MODULE
TEST
ACTION
APPLICABILITY
1
Ignition on, engine not running.
With the DRBIII
t, actuate the Generator Field Driver Circuit.
Using a 12-volt test light, backprobe the Generator Field Driver Circuit at the back
of the Generator.
Did the light blink?
All
Yes
→
No
→
2
Ignition on, engine not running.
With the DRBIII
t actuate the Generator Field Driver Circuit.
Note: Actuator Test should still be running.
Wiggle Wiring Harness from the Generator to PCM.
With the DRBIII
t, read DTC’s.
Does the Generator Field Driver (-) Circuit code return?
All
Yes
→
Repair as necessary where wiggling caused problem to appear.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No
→
Test Complete.
16
CHARGING
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