MY05-07

Vehicle: S40, V50, C30, C70

Engine: B5254T

Functional Description

Table of content

DISCLAIMER...........................................................................................................................................................2
SYSTEM OVERVIEW.............................................................................................................................................3
DIAGNOSE FUNCTIONS – OVERVIEW ........................................................................................................4
INPUT SIGNALS ...................................................................................................................................................5
OUTPUT SIGNALS ..............................................................................................................................................6
MISFIRE DIAGNOSTIC .......................................................................................................................................8
LEAKAGE DIAGNOSTIC ....................................................................................................................................9
MONITORING CONDITIONS..........................................................................................................................13
CANISTER PURGE VALVE DIAGNOSTIC ...................................................................................................14
FUEL SYSTEM MONITORING ........................................................................................................................16
FUEL PRESSURE SYSTEM DIAGNOSIS ....................................................................................................17
FUEL PRESSURE REGULATING - DECOS..................................................................................................18
CATALYST MONITORING ................................................................................................................................20
HEATED OXYGEN SENSOR DIAGNOSTIC................................................................................................21
CONTINUOUS VARIABLE VALVE TIMING (CVVT) ...................................................................................23
ENGINE SPEED (RPM) SENSOR..................................................................................................................24
CAMSHAFT POSITION (CMP) SENSOR....................................................................................................25
MASS AIR FLOW METER (MAF) ...................................................................................................................26
ENGINE COOLANT TEMPERATURE SENSOR ........................................................................................27

APPENDIX: CORRESPONDING MODE$06 DATA / DIAGNOSTIC FUNCTIONS

1
 Disclaimer

All information, illustrations and specifications contained herein are based on the latest pro-
duction information available at the time of this publication. Volvo reserves the right to make
changes in specifications and design at any time.

June 1, 2008
Volvo Customer Service

2
 System overview

The Engine Control Module (ECM) controls The substitute values will enable the vehicle with
activation’s, in- and output signals together with fun- limited emission exceedance to be driven, despite vital
ctions built-in diagnostics. When the control module functions/components are faulty. Functions which be
detects a fault then a fault code will be set after valida- limited can be, e.g.:
tion. In certain cases will the faulty signal be replaced
with a substitute value or certain functions will get - Turbo regulating
restricted functionality. Substitute value can be set, for - Camshaft regulating (CVVT)
instance in: - Lambda regulating
- Throttle angle
- Engine temperature sensor
- Air mass meter Substitute values and reduced functionality exist in
- Throttle position sensor order to keep the system operating, protect compo-
- Air pressure nents or for safety reasons (for instance the electronic
- Fuel pressure throttle). Any fault codes will be accumulated in the
memory of the ECM. The information can be read by
Substitute values are calculated by means of signals means of VIDA (Vehicle Information and Diagnostics
from other components and mathematical calculations. for Aftersales) or a Scantool via the diagnostic Con-
Other substitute values are fixed and pre-defined va- nector (DLC) in the vehicle.
lues in the control module.

3
 DIAGNOSE FUNCTIONS – OVERVIEW

General Emission related diagnosis functions

The Engine Control Module (ECM) in itself diagnoses The Engine Control Module (ECM) controls that the
internal signals and functions, together with signals emission related systems are worked properly. These
and functions from connected components. systems are controlled by performing a diagnose fun-
ction. In the diagnose function the included compo-
Conditions for diagnosis nents and the very system function are controlled.
To start a diagnosis of a component or function,
specific conditions must be fulfilled. The conditions Fault code memory
for a diagnosis are different depending on which When the Engine Control Module (ECM) detects a
component or function being diagnosed. To be able fault the fault code with qualifier and status is stored
to complete the diagnosis its driving cycle has to be in the fault code memory of the ECM. At certain fault
performed. A driving cycle varies depending on which codes the failed signal is replaced with a substitute
component or function being diagnosed. value so the system is able to continue working.

Certain diagnoses only demand ignition on and igni- If a fault is healed the fault code will be still in the
tion off in order to have a driving cycle performed. fault code memory a time period, but the status on the
Other diagnoses demands several different conditions fault code will change.
to be fulfilled, for example concerning:
Lighting of Check engine lamp
- Vehicle speed At emission related fault codes when the fault code is
- Engine temperature set, even a counter is stored which counts down to de-
- Time passed after start termine when check engine lamp shall be lighted. The
- Different load ratio and ratio of revolutions during conditions of check engine lamp lighting vary depen-
the same driving ding on which fault cod is set.
- A certain event (for instance the EVAP-valve is regu-
lating).

When Engine Control Module (ECM) has performed

all implemented diagnoses it is called the ECM has run
a “trip”. To run a “trip” it demanded long time driving
during different working conditions. Also, it can be
demanded the engine be off during a specific time and
then be driven again.

4
 Input signals

Component Signal type/explanation

Provides information about engine oil pressure. The information is sent to Driver Infor-
Oil Pressure Switch mation Module (DIM) which via the display informs the driver to stop the engine and/or
check the oil level.

Oil Quality Sensor (certain mar-

Provides certain properties of the engine oil. For this signal, only the oillevel is used.
kets only)
Provides information about the pressure changes on the high-pressure side of the A/C
A/C high pressure sensor system. Depending on the pressure the ECM can activate the engine Cooling Fan
(FC) at high/low speed and shut off the A/C compressor.
Provides information about the pressure changes on the low-pressure side of the A/C
A/C low pressure switch
system.

Provides information about the oxygen level in the exhaust gases

Front Oxygen Sensor (HO2S)
downstream of combustion and upstream of the catalytic converter.
Provides information about the oxygen level downstream of the catalytic converter
Rear Oxygen Sensor (HO2S)
(TWC).
Engine coolant temperature
Provides information about engine coolant temperature (ECT).
sensor
Provides information about the intake mass air flow, mainly during normal driving
conditions. The Mass Air Flow (MAF) sensor for turbo charged engines has no resistor
Mass Air Flow (MAF) sensor
for the intake air temperature, but is complemented instead by a separate sensor
downstream of the Charge Air Cooler (CAC).
Camshaft Position (CMP) Sen- Provides information about the camshaft position. Adaptation available to in-crease
sors (inlet- & exhaust camshaft) accuracy.
Combined Fuel pressure- & Fuel
Provides information about the fuel pressure and the temperature in the fuel rail.
temperature sensor
Provides information about the intake air actual pressure and temperature after Charge
Combined Boost pressure- &
Air Cooler (CAC). The most important sensor for Boost Pressure Control (BPC).
Intake air temperature sensor
Turbochargers only.
Knock Sensor (KS) 1
Provides an acceleration signal which is related to how much the engine knocks.
Knock Sensor (KS) 2
Engine speed (RPM)/position
The signal is adapted in order to compensate for mechanical faults/damages.
sensor (crankshaft)
Provides information about accelerator pedal position. The signal is sent via two sepa-
Accelerator Pedal (AP) position
rate cables at the same time, one analog signal that is first sent to CEM and then to
sensor (PWM signal)
ECM via CAN, and one digital signal which direct is sent to ECM.

Brake Pedal Light Switch Provides information if the brake pedal is pressed or not.

Provides information about brake pedal position. First, the signal is sent to BCM and
Brake Pedal Position Sensor
then to ECM via CAN.

Provides information that the clutch pedal is depressed. The signal is used to discon-
nect the cruise control. Used in certain markets to connect the so-called Interlock
Clutch pedal position sensor
function via VGLA, which inhibits the starter motor. Connected to CEM and is sent to
ECM via CAN.

Diagnosis Module Tank Leakage Provides information about pump current, which is related to tank pressure. Used for
(DMTL) module fuel tank leakage detection.

Gearshift bar in P- or N-position

Provides information if the automatic transmission is in Park or Neutral position.
(Automatic Transmission only)
Exchange of information between the ECM and the following: CEM, BCM,
CAN communication
TCM and SWM 5
 Output signals

Component Signal type/explanation

Air Conditioning (A/C) relay Activates A/C compressor.

System relay Controlled by the ECM and provides sensors and functions with voltage supply.

Starter relay Controls the starter motor

Electronic Throttle Actuator Controls the air flow to the engine.

Electronic Fan Control Module Electronic fan speed.

Front Oxygen Sensor (HO2S)

Power supply for heating PTC element.
Bank 1, signal
Rear Oxygen Sensor (HO2S)
Power supply for heating PTC element.
Bank 1, signal

Fuel Injectors Controls the fuel injection (one injector/cylinder)

Fuel pump control Continuous control of the fuel pumps duty cycle.

Used for leak diagnostic and consists of: - pump current, - changeover valve, - module
Diagnosis Module Tank Leakage
heater. Controls if there are any leakage in the tank system by pumping an overpres-
(DMTL), US market only.
sure and monitor the current to the pump motor.

Canister Purge (CP) valve Continuous control of flow from EVAP canister to engine intake side.

Continuously Variable Valve Continuous control of the camshaft setting for both the exhaust camshaft and the
Timing control valve (CVVT) intake camshaft.
Controls turbocharger (TC) boost pressure, see turbocharger (TC) control system
Turbocharger (TC) control valve
description section S0805.

Ignition coil/Ignition Discharge Separate ignition coil with integrated Ignition Discharge Modules (IDM) for each cylin-
Module (IDM) for cylinders 1 – 5 der. Gives shorter charging interval and more power.

6
 Via CAN-communication

Central Electronic Module (CEM): • Engine speed

• Central Electronic Module (CEM): • Accelerator pedal position
• Outdoor temperature • Brake pedal status (depressing/not depressing)
• Clutch pedal position • Cruise control set speed
• Accelerator pedal position (analogue signal from ac- • Engine status (on/off)
celerator pedal sensor) • ”Kick down” request.
• Fuel quantity in tank
• Start operation blocking Combi instrument (DIM):
• Charging current request • Engine temperature
• Time after engine cut-off • Warning texts related to ECM
• Increased idle running speed request. • Engine speed
• Cruise control status
Brake Control Module (BCM): • Estimated fuel consumption
• Brake pedal position • Engine status (on/off)
• Vehicle speed • Oil pressure status
• Active control function • Oil level
• Front wheel spinning for detection of ”rough road” • Service time.
• Torque limiting request.
Differential Electronic Module (DEM):
Climate Control Module (CCM): • Engine speed
• A/C-compressor request • Accelerator pedal position
• Increased cooling fan speed request • Brake pedal status (depressing/not depressing)
• Request for lowest idle running speed allowed • Engine status (on/off).
• Evaporator temperature.
Electronic Power Steering (EHPAS):
Transmission Control Module (TCM): • Engine speed
• Torque limiting request • Engine status (on/off)
• Oil temperature gearbox
• Chosen gear position Central Electronic Module (CEM):
• Status on ”Lock-up” (connected/disconnected) • Fuel pump request
• Request for lowest idle running speed allowed • Engine speed
• Transmission ratio • Load
• Torque loss in gearbox. • MIL lighting request
• Charging current from generator
Steering Wheel Module (SWM): • Engine status (on/off)
• Cruise control request • Generator status
• Steering angular. • Codes for starter inhibitor function
(immobilizer)
Climate Control Module (CCM): • Cruise control status (on/off).
• A/C-compressor status
• Ambient pressure Brake Control Module (BCM):
• Engine temperature • Torque after gearbox
• Engine speed • Engine speed
• Engine status (on/off). • Brake pedal status (depressing/not depressing)
• Accelerator pedal position
Transmission Control Module (TCM): • Engine status (on/off).
• Load
• Cruise control status
• Engine temperature
7
 Misfire diagnostic

With the crankshaft sensor the segment time devia- volutions or the 4th exceedance (for the rest of DCY)
tion between two following ignitions is measured. The over the emission threshold value after the first 1000
crankshaft is divided into 5 or 6 segments depending engine revolutions are relevant. If the number is so
on engine cylinder type. Each segment corresponds to high that the exhaust emission standard is exceeded by
a specific ignition/cylinder. To avoid incorrect seg- a factor of 1.5, then the emission related misfire rate
ment time deviations, due to manufacturing tolerances, has been reached and exceeded a fault code will be
a crankshaft adaptation must be accomplished. The stored. If misfires occur and the threshold is exceeded
crankshaft adaptation is performed during fuel-on and in the following DCY, MIL illuminates.
fuel-off..
For detection of catalyst damaging misfires, the num-
Misfire detection is shut-off for loads below the Zero bers of misfires that have occurred during an interval
Load-line at engine speeds up to 3000 rpm, and also of 200 engine revolutions are relevant. If the number
shut-off for loads under the 4"Hg-line from 3000 rpm of misfires are so high that the catalyst is endangered
up to redline. It is also shut-off during rough road (by various number of misfires depending on actual
operation, which is determined by signal from the ABS engine operating range), then the cat. Damaging mis-
control unit. fire rate has been reached and exceeded. The the fuel
will be cut off to the misfirering cylinder and a fault
Misfire detection is enabled when the engine speed code will be stored. MIL will blink with one Hertz as
has reached 150 rpm below warm idle speed plus two long as the engine has catalyst-damaging misfires. The
crankshaft revolutions or after nine ignitions, depen- fuel is cut off until engine is restarted.
ding on which occurs first.For detection of emission
related misfires, the number of misfires which have
occurred within the first interval of 1000 engine re-

Misfire Diagnostic Corresponding Mo-

Operation nitor ID
DTCs P0300 - P0305 Misfire, Emission related A2, A3, A4, A5,
P0300 – P0305 Misfire, Catalyst damage A6
Monitor Strategy descrip- Misfire detected, emission related,
tion Cylinder 1-5 (P0301-305).
Misfire detected, catalyst damage
Cylinder 1-5 (P0301-305).

Typical misfire diagnostic

enable conditions
Enable condition Minimum Maximum
Intake air temp -48°C
Engine speed 618 rpm 6580 rpm

Typical misfire diagnostic

malfunction thresholds
Malfunction criteria Threshold value
Counts misfire of all cylinders > 36 per 1000 engine revolutions
corresponds to 1.44 % misfire
8
 Leakage diagnostic

Vapor that evaporates from the fuel in the fuel tank is corresponding to a 0,20 inch or larger hole. The fuel
routed to and stored in the EVAP canister from where tank system consists of fuel tank, fuel filler pipe,
it is introduced into the combustion process via the EVAP canister, CP valve and all pipes between these
Canister Purge (CP) valve. components. To be able to diagnose the fuel tank
system, it is also equipped with a diagnostic module
A leak diagnostic has been introduced in certain mar- (DMTL = Diagnostic Module Tank Leakage) inclu-
kets to ensure that there are no leaks in the fuel tank ding the electrical driven air pump.
system. The diagnostic is designed to detect leakage

To canister

Reference
Orifice

Fresh air

Leakage diagnostic (LD) is performed in after run mode, when key off.

The diagnostic is divided into different phases as fol- - While fuel level sensors are working correctly and
low: the fuel level is higher than 85 % all leakage tests and
healing attempts are aborted.
- Reference leak measurement, performed every LD
- Rough leak test, performed every DCY - While the fuel level sensors are not working cor-
- Small leak test performed every second DCY when rectly, the test is aborted if the initial rate of change is
enabling conditions are met. higher than a calibrated level due to a combination of
high fuel level and high evaporation. In case of healing
The diagnostic is performed by measuring the motor when the fuel level sensor are not working correctly
current and then compares it to a specified reference the attempt is aborted if the initial rate of change is
current. If a fault is detected in any of the phases the higher than a calibrated level due to a combination
diagnostic is interrupted and the diagnostic trouble of high fuel level and high evaporation. This level is
code (DTC) for the component identified is stored. calibrated to approximate 70 %.
Diagnosis is carried out in the following stages:

9
 1. Reference leak measurement phase The rough leak check (≥ 0.04-inch) is performed by
For the reference current measurement, the motor- monitoring the pump motor current gradient. Relative
pump is switched on. In this mode fresh air is pum- pump motor current is created by using minimum
ped through a 0.02-inch reference orifice, situated pump motor current and reference pump motor cur-
internally in the module, and the pump motor current rent. Area ratio is created by dividing integrated relati-
is measured. At some unusual operating conditions ve current with ideal area, which is the linear integrated
the pump current may not stabilize. In this case the area from minimum pump current to current sample
leak check is aborted and a new leak check will be of the current. If the relative current has increased
performed in the next after run. To prevent a perma- above an upper limit but not exceeded a calibrated
nent disablement of the leak check due to a DM-TL area, within a calibrated time, the rough leak check has
module problem, the number of subsequent irregular passed without a fault. If the calibrated area ratio is
current measurements is counted and a module error reached before the relative pump current limit, within
is set as soon as the counter exceeds a calibrated value. the calibrated time, a rough leak fault code is set.
The integrated relative pump current area Aint is
2. Rough leak test phase defined by;
In this monitoring mode the changeover valve is
switched over (the purge control valve remains closed). Aint = A1 + A2
The motor current drops to a zero load level. Fresh
air is now pumped through the canister into the tank. and the ideal area Aideal ,
This creates a small overpressure at a tight evaporative
system, which leads to a current increase. Aideal = A2 .

See figure below.

3. Small leak test phase mum time limit has been reached.The judgment is
If the conditions for a small leak check (≥0.02-inch) based on a test value which is a combination of the
are set the pump motor remains on in monitoring actual area ratio and gradient of area ratio with respect
mode until an elliptic combination of the relation to relative pump current.
pump current and area ratio are fulfilled, or a maxi-

10
Results from simulation using old measurements and to no leakage, red curves to 0,5 mm leakage and the
creating the area ratio and relative pump current and magenta to 1,0 mm leakage.
plot them versus each other.Blue curves correlates

11
 Results from simulation using old measurements and correlates to no leakage, red curves to 0,5 mm leakage
plotting the area ratio vs. the ideal area.Blue curves and the magenta to 1,0 mm leakage.

Reference Leak

If the motor current decreases or increases too much

during one of the tests, the test is aborted and a new
leak test will be performed in the next afterrun.

12
 Monitoring conditions

To carry out the leak diagnostic it is necessary that: With the following errors the leakage detection moni-
toring can not be performed. These errors will there-
- engine-on time is at least 10 minutes fore disable the leakage detection monitoring and the
- engine coolant temperature at start doesn’t exceed MIL (and the corresponding fault code) will be set.
the ambient (with cold start offset) air temperature The disable conditions are:
- ECM (=Engine Control Module) is in after run mode
- engine speed is 0 rpm - Error on power stages DM-TL pump (E_dmpme)
- vehicle speed is 0 km/h - Error on power stage purge valve (E_teve)
- altitude is less than (or equal to) 2500 meters - Error on purge valve (E_tes)
- engine coolant temperature is above (or equal to) +0°C - Error on change-over valve (E_dmmve)
- ambient temperature is between +0°C and +37°C - Error on vehicle speed signal (E_vfz)
- fuel level between 0 % to 85 % - Error on coolant temperature sensor (E_tm)
- concentration of fuel vapor in the EVAP canister is - Error on altitude sensor (E_dsu).
not excessive
- battery voltage between 11.0 V and 14.5 V
- purge valve is closed

Leakage Diagnostic Corresponding

Operation Monitor ID
Evaporative Emission System Monitor Strategy description
DTCs P2404 Plausibility error Current drop check when swit- 3D
ching from reference leak to tank
measurement.
P2405-2406 Max and min error Reference leak current limit check 3D
P2407 Signal error Current fluctuation check 3D

Typical leakage diagnostic enable conditions

Enable condition Minimum Maximum
Engine on time 600 s
Ambient air temperature +0°C +36.75°C
Battery voltage 11.0 V 14.5 V
Cold start offset temp. 12.0°C

Typical leakage diagnostic malfunction thresholds

Malfunction criteria Threshold value
Reference current, lower limit Min error ≤ 15 mA
Reference current, upper limit Max error ≥ 40 mA

13
 Canister purge valve diagnostic

The task of the canister purge valve diagnosis is to There is one possibility for defective purge control
detect a defective purge control valve. The purge valve check:
control valve is checked with regard to controllability
of the flow rate such as permanently open as well as 1. If neither a reaction of the Lambda controller or of
permanently closed. In this cases purge control valve the idle controller can be observed during the active
is detected. Minor leaks or slightly blocked valves are check by controlling the purge control valve open.
not detected if the valve is still controllable to a large Then the purge control valve can no longer be con-
extent. A check for absolute tightness must be per- trolled (jammed at closed or open position), so the
formed separately or it can be derived from a possibly purge control valve is defective. The canister purge
given canister leak test. valve diagnosis is depending on lambda controller,
throttle angle and ignition efficiency.
The diagnosis is used in addition to the electrical
diagnosis. Provided the electrical diagnosis has already Monitoring conditions
detected a fault, the canister purge valve diagnosis To carry out the purge valve diagnosis it is necessary
remains inactive. If the electrical diagnosis should that:
not yet have detected a fault it will be detected by the
canister purge valve diagnosis. - Ambient temperature is above -7.5°C
- Engine temperature is above +65°C
There are two possibilities for an OK check: - Altitude is less than (or equal to) 4000 meters
- Vehicle speed is 0 km/h
1. From active check at idle. A deviation of the Lamb- - Condition for Lambda closed loop control fulfilled
da controller from its value prior to opening, the purge - Critical misfire or limp home on velocity pick-up
control valve indicates that the purge control valve can signal not detected
be controlled and thus is OK.
With the following errors the purge control monito-
2. If a stoichiometric mixture is coming there is no ring can not be performed. These errors will therefore
deviation of the Lambda controller. disable the purge control diagnosis and the MIL (and
a) Only the reaction of the idle control, which closes the corresponding fault code) will be set. The disable
the throttle valve, can be evaluated. conditions are:
b) Indication for an OK check is the decrease of the
air mass flowing through the throttle valve - Condition for fault type ”implausible signal” detected
c) If the valve cannot close any further the ignition in the DM-TL module.
angle efficiency is worsened. This is also detected. - Error on DM-TL change-over valve power stage,
short circuit to ground.

14
Canister purge valve diagnostic
Evaporative Emission System Monitor Strategy description Corresponding Monitor ID
P0496 Max error
DTCs Incorrect purge flow 3D
P0497 Min error

Typical canister purge valve diagnostic enable conditions

Enable condition Minimum Maximum
Engine temperature at start 65.25°C
Altitude 4000 meters
Ambient air temperature -7.5ºC

Typical canister purge valve diagnostic malfunction thresholds

Malfunction criteria Threshold value
Delta resistant torque from
< -2.99 %
resistant torque adaptation

15
 Fuel system monitoring

The fuel injection system has a function which com- The integrator signal controls the fuel injection time,
pensates for changes in the lambda (λ) control which in a new car the integrator signal oscillates about 1
occur slowly over its service life. It is called λ adap- (equivalent λ=1).
tation and its purpose is to keep the integrator signal
within its limits of control (see figure below).

Integrator signal shift

Integrator signal
Upper contol limit
1,25

New car Offset signal Adaption

1,0

0,75
Lower control limit

The amount of λ integrator offset is calculated when The correction of the fuel amount = calculated fuel
the set λ is equal to 1 and the canister close valve is amount * frai + ora. The speed of the fuel adapta-
closed. tion is depending on the λ integrator offset (big offset
is equal to high adaptation speed). The amount of
The fuel adaptation will compensate the fuel amount the λ integrator offset is also used in calculation of
so that the λ integrator will remain in the middle the physical urgency. The purge functionality is also
(λ=1.0). calculating a physical urgency (dependant of charcoal
canister load). This means that the fuel adaptation will
The λ control adaptation is divided into two adaptation get more time for adaptation if there is an offset and/
areas: The additive adaptation at idle conditions (ora) or low charcoal canister load.
and the multiplicative adaptation area at loaded engine
(frau).

16
 Fuel pressure system diagnosis

New fuel pressure system diagnosis function is im- The function, fuel temperature sensor diagnosis will
plemented. It is due to new hardware design for this detect min and max error.
model year, with a variable fuel pump, a fuel pressure
sensor and a fuel temperature sensor. The function tar- The function, fuel pressure sensor diagnosis will detect
get is to be able to point out the fuel pressure system min and max error.
as incorrect due to performance specification and ful-
fill legal requirements. The function will detect the fuel And the function fuel power stage diagnosis will detect
pressure to be stuck high (higher pressure than target), min, max and signal error.
stuck low, noisy pressure signal or plausibility.

Fuel Monitor Operation Corresponding Monitor ID

ora: P2187 Lean 81
P2188 Rich 81
DTCs
frau: P2177 Lean 81
P2178 Rich 81
Monitor Strategy description Long term fuel trim correction value is updated to
maintain the short-term fuel trim at desired set value
(0 % correction). The value of the long term fuel trim
correction is monitored.

Typical fuel monitor enable conditions

Enable condition Minimum Maximum
Filtered air mass flow 27 kg/h 325 kg/h
Engine temperature 69.8°C
Intake air temperature 80.3°C

Typical fuel monitor malfunction thresholds

Malfunction criteria Threshold value
Multiplicative correction factor:
frai, Lean ≥ 1.234985
frai, Rich ≤ 0.82
Additive correction:
rkat, Lean ≥ 8.531 %
rkat, Rich ≤ -7.406 %

17
 Fuel pressure regulating – DECOS

The fuel pressure regulating for demand control- The Engine Control Module (ECM) calculates which
led fuel pump (DECOS – DEmand COntrolled fuel fuel pressure that shall be reached. After that a signal
Supply), means that the fuel pressure is infinitely vari- will be sent to the Fuel pump control module with a
able by vary the power of the fuel pump. The systems request for desired fuel pressure. This is performed
construction implies among other things that a larger via serial communication between ECM and the Fuel
maximum pressure (approx. 5.5 bar) is allowed in the pump control module. By changing the PWM-signal
fuel pump. This pressure is used in extreme situations, the fuel pump can be infinitely variable. Only the
for instance at high engine load. Following compo- needed pressure will be delivered to the Fuel distribu-
nents are used for fuel pressure regulating: tion pipe/Injection valves. The value of the PWM-
signal is a measure on workload of the Fuel pump (%
- Engine Control Module (ECM) duty, 100% = maximum pressure).
- Fuel pump control module
- Fuel pressure sensor with Fuel temperature sensor The ECM is continually monitoring the fuel pressure
- Fuel pump by means of a signal from the Fuel pressure sensor.
Thereby, desired fuel pressure can be reached and
The time for start process of the engine can be de- on condition a signal will be sent to the Fuel pump
creased by quickly raising the pressure in the fuel control module with a request to adjusting the fuel
distribution pipe, when ECM receive a signal from pressure.
Central Electronic Module (CEM) about position of
the ignition switch. ECM can easier calculate the in- If the control module in Supplemental Restraint Sys-
jection time for the injection valves, because the signal tem (SRS) detects a collision the Engine Control Mo-
from the fuel pressure sensor provides information dule, by reasons of security, will cut off the fuel pump.
about current fuel pressure. Especially cold start pro-
perties of the engine are improved. Advantages which
receives when not all power of the fuel pump is used
continuously are:

- The total current consumption of the fuel pump is

decreased which bring about the power-supply system
being discharged.
- The fuel pump durability will increase.
- Noise from the fuel pump is decreased.

18
Fuel pressure regulating – DECOS operation
P0087 Min error
DECOS – Fuel Pressure P0088 Max error
error P0089 Plausibility error
P0090 Signal error
Monitor Strategy description Performance

Fuel pressure regulating – DECOS operation

DECOS – Fuel Temperature Sensor Monitor Strategy description
DTCs P0183 Min error Circuit low
P0182 Max error Circuit high

Fuel pressure regulating – DECOS operation

DECOS – Fuel Pressure Sensor low Monitor Strategy description
DTCs P0192 Min error Circuit low
P0193 Max error Circuit high

Fuel pressure regulating – DECOS operation

DECOS – Pump Power stage (No MIL) Monitor Strategy description

DTCs P0627 Signal Error Turn on delay

P0628 Min error
P0629 Max error

Typical fuel pressure regulating - DECOS conditions

Enable condition Minimum Maximum
Waiting time after end of start 60 s
Duty Cycle PCM 10 % 90 %

Typical fuel pressure regulating - DECOS malfunction thresholds

Malfunction criteria Threshold value
Fuel pressure deviation lower limit ≤ 150.00 kPa
Control Signal to DSM too high 20 %
Delay time after condition above >5s

19
 Catalyst monitoring

General Description

UFC
UHEGO
TAILPIPE

2-sensor method
HEGO

HEGO = Universal Heated Exhaust Gas Oxygen Sensor = ”Binary sensor”

UHEGO = Universal Heated Exhaust Gas Oxygen Sensor = ”Linear sensor”
UFC = Under Floor Catalyst

Sensor methods

The two-sensor method makes use of one upstream - Computation of the amplitude of the downstream
and one downstream oxygen sensor, one sensor Lambda sensor.
(UHEGO) before the catalytic converter and one - In the 3-sensor case, an additional modeling of a
sensor (HEGO) inserted into the catalytic converter, borderline catalyst and of the signal amplitudes of the
monitoring the front part of the catalyst. downstream Lambda sensor
- Modeling of a single air fuel mixture corresponding
Catalyst monitoring is based on monitoring the oxygen to the two front sensors, before the catalytic converter.
storage capability. The (nonlinear) correlation between - Signal evaluation
conversion efficiency and storage capability has been - Fault processing
shown in various investigations. The engine mixture - Check of monitoring conditions
control results in regular Lambda oscillations of the
exhaust gas. When using a linear sensor Lambda con-
trol, Lambda oscillations are artificially created during
catalyst monitoring. These oscillations are dampened
by the storage activity of the catalyst. The amplitude
of the remaining Lambda oscillations downstream the
catalyst indicates the storage capability.

This information is evaluated during one single engine

load and speed range. According to the described
operating principle the following main parts can be
distinguished:

20
 Heated oxygen sensor diagnostic

Heated oxygen sensors are used in the system. These open-circuits. When these faults occur, corresponding
sensors are checked as usual for short-circuits and errors are stored for each sensor.

Function of oxygen sensors

The basic functionality of these sensors is the concept The internal resistance of the front sensors is con-
of a pump current of the oxygen in fuel-air mixtures, stantly monitored for the heating diagnosis. A com-
from where the sensor system can compute the actual parison is therefore made with a reference in order
fuel-air mixture. Heating of the sensors is also under- to consider aging and sample deviations. Also, power
taken in order to decrease the internal resistance and stage diagnosis is made for the front sensors where a
to further improve the performance of the sensors. comparison of the control signal (input) and the out-
put signal is made. Through this procedure all various
possible types of short-circuits will be detected.

Diagnosis of oxygen sensors

Diagnosis of incorrect lambda measurements due to Similar testing as these above are also undertaken for
shunting effects is performed through a lambda offset the rear sensors, where the major differences in the
of the downstream-control if a difference of air-fuel diagnosis can be found through oscillation checks,
mixture exceeds a threshold (3%). By monitoring the checking of the sensor voltage and the dynamics
voltage output of the specific processor CJ125 a check during fuel cut-off, for the rear sensors.
is made that it operates correct, avoiding hardware
errors. Insufficient heating of the LSU, i.e., the front During active oxygen sensor aging diagnosis the sensor
sensor, and disconnection of the pump current are signal (shape and frequency) can be considered as
detected through a comparison of the fuel-air mixture characteristic for the quality of the installed upstream
with the rear sensors. The criterion is that if the front sensor. Thus, for this purpose several parameters
sensor indicates a fuel-air mixture with a ratio of 1, are calculated continuously. These calculated values
while the rear sensor indicates a lean or rich mixture, are then provided via a tester interface (Scan Tool),
one of these failures has occurred. Through different together with the correction value of the downstream
comparisons of the front and rear sensors, also short- controller, the dynamic property value of the upstream
circuits and high resistance to battery and ground, are continuous sensor and different constants by this
detected for the front sensors. Low resistance con- tester interface. It is by this functionality the legislative
nection between heater and the sensor, i.e. the heater authorities (for instance CARB) determine the stan-
coupling, is detected by monitoring lambda changes dard of the oxygen sensor system.
due to the heater pulse rate. A decrease of the actual
performance, known as the dynamics, of the sensor
due to aging or fouling can be detected through a
comparison of the estimated (model based) signal and
the actual measured signal.

21
 Catalyst Monitor Operation
DTCs P0420 Main Catalyst, Bank 1 Corresponding Monitor ID
Monitor Strategy description Efficiency below threshold (oxygen storage) 21

Typical Catalyst monitor enable conditions

Enable condition Minimum Maximum
Engine speed 1440 rpm 2400 rpm (AT), 2520 rpm (MT)
Modeled bed catalyst temperature 482.991°C (AT), 519.998°C (MT) 719.991 °C
Ambient air start temperature -24.0°C 143.3°C

Typical Catalyst monitor malfunction thresholds

Malfunction criteria Threshold value
Normalized catalyst quality factor > 0.1797 (AT), > 0.2188 (MT)
Cumulative catalyst monitoring time > 40 s (MT), > 65 s (AT)

Oxygen sensor check Operation

Lambda sensor upstream catalyst Monitor Strategy description Correspon-
ding Monitor
ID
P0131-P0132: control circuit input lines IC CJ125 internal errors are detected by a
voltage comparator check and sent to the
main processor
P1646: evaluation IC Circuit Range / Performance
P2096 lean plausible test Front sensor is detected as shifted erroneo- 01
usly to lean side
P2097: rich plausible test Front sensor is detected as shifted erroneo- 01
usly to rich side
P2195-P2196: lean / rich plausible test Front sensor signal characteristic lean / rich
DTCs
P2237-P2239: pumping current pin Line interruption on IP
P2251: virtual ground Line interruption on VM
P2414: outside exhaust system Front sensor is out of exhaust gas system
P2626: pumping current trim Circuit Range / Performance
P2243: lambda sensor upstream cat, Line interruption on UN
reference voltage output
P0133: front sensor heating Circuit Slow Response 01
P2231: front sensor heating Circuit Cross-coupling to sensor heating
P0141 O2 sensor heater Circuit 81
P2626: Lambda sensor upstream cat, Signal
pumping current trim

Typical Oxygen sensor enable conditions

Enable condition Minimum Maximum
Battery voltage 10,7 V 16,0 V

Typical Oxygen sensor malfunction thresholds

Malfunction criteria Threshold value
Sensor voltage upstream of the catalyst > 4.81 V
22
 Continuous Variable Valve Timing (CVVT)

1. Cam belt wheel

2. Lock pin with feather
3. Rotor
4. Rotor wings
A1. Chamber A
B1. Chamber B

The Engine Control Module (ECM) infinitely vari-

able controls the CVVT valve which in turn controls
the CVVT unit with engine oil pressure.

The CVVT unit is mounted on the exhaust camshaft

and the intake camshaft. The CVVT unit is used on
all 5-cylinder engines.

The variable camshaft main task is to minimize

exhaust emissions, mainly at cold start, but also gives
an improved idling quality.

23
 Engine speed (RPM) sensor

The periphery of the flywheel/flex plate is provided dule (ECM) determines the engine speed and of the
with a series of holes. As it passes, each transition crankshaft by detecting the voltage pulses.
between hole and metal induces a voltage in the pick-
up coil of RPM sensor. The resulting signal is an A/C At approximately 90° before TDC for cylinder 1 there
signal whose frequency is a function of the number is a section without any gap. When this longer me-
of holes passing per second and whose voltage can tal section (= missing holes) passes the RPM sensor,
vary between 0.1 V and 100 V AC, depending on the voltage pulses stop and the ECM can calculate angular
engine speed and the air gap. Voltage and frequency crankshaft position.
increases with engine speed. The engine control mo-

24
 Camshaft position (CMP) sensor

The sensor consists of an MRE (Magnetic Resistance The magnetic field swings backwards and forwards
Element). It is a permanent magnet with 2 special between the teeth on the pulse wheel and the ECM
semiconductor resistors, which are connected in series senses the signals between the teeth, partly before and
with each other, as described in the picture above. partly after the sensor.
The output signal is an analog sine curve which passes
through an analog/digital converter in the Camshaft The pulse wheel has 4 teeth. The ECM calculates the
Position (CMP) sensor before being sent on to the time interval from one tooth to the next and can de-
Engine Control Module(ECM). cide exactly which cylinder must be supplied with fuel
and ignition spark respectively.
When a tooth on the pulse wheel nears the sensor the
magnetic field is bent and affects the resistor located Faults in the CMP sensor:
nearest to the ground, resistance affects the voltage
and the output signal to the ECM is low. When the - The engine can still be started and driven in event of
same tooth continues past the sensor the magnetic faults in the CMP sensor.
field follows and so affects the other resistor that is
located nearest to the voltage supply, this resistor af- - The engine may need to be cranked for a long time
fects the voltage so that the output signal to the ECM before the ECM sends a spark to the correct cylinder
is high. and the engine starts.

Camshaft position sensor Operation

Sensor 1 (P0340-44), Sensor 2 (P0345-49) Monitor Strategy description
P0340: Signal error Circuit
P0342, P0343: Min, Max error Circuit Low Input, Circuit High Input
DTCs P0344: Plausibility error Circuit Intermittent
P0345: Signal error Circuit
P0347, P0348: Min, Max error Circuit Low Input, Circuit High Input
P0349: Plausibility error Circuit Intermittent

Typical Camshaft position sensor enable conditions

Enable condition Minimum Maximum
Clear fault path PH TRUE

Typical Camshaft position sensor system constant

Enable condition Minimum Maximum
Detection of reversed rotation of TRUE
the engine

Typical Camshaft position sensor malfunction thresholds

Malfunction criteria Threshold value
Sum of phase edges last 3 working cycles > 11 and < 13
Number of camshaft sensor signal slopes permanently low ≥4
25
 Mass air flow meter (MAF)

The mass air flow (MAF) sensor supplies the engine intake air to the engine.
control module (ECM) with a signal describing the
intake air mass. The heated film consists of four resistors. The MAF
This information is for instance used to: sensor is supplied with battery voltage and has sepa-
rate power and signal ground points. The sensor signal
- Regulate fuel/air conditions varies from 0 V to 5 V, depending on the air mass.
- Regulate emission Voltage increases with air flow.
- Calculate torque.
The ECM will adopt substitute (limp home) values if
The MAF sensor consists of a plastic housing con- the MAF sensor signal is missing or faulty.
taining a connector, electronic circuitry and an alumi-
num heat sink. The MAF sensor measuring device is a The MAF sensor is located between the air cleaner
heated film mounted in a pipe which is cooled by the cover and the intake air hose.

MAF meter operation

Mass Air Flow Monitor Strategy description
DTCs P0102: Max error Circuit low input
P0103: Min error Circuit high input

Typical MAF enable conditions

Enable condition Minimum Maximum
Time after engine start 0.40 s
Throttle potentiometer fault FALSE

Typical MAF malfunction thresholds

Malfunction criteria Threshold value
Unfiltered MAF sensor value (min error) < -40.0 kg/h
Unfiltered MAF sensor value (max error) > 940.0 kg/h

26
 Engine coolant temperature sensor

The engine coolant temperature (ECT) sensor trans- The voltage across the sensor is a function of engine
mits a signal to the engine control module (ECM) temperature and, therefore, of sensor resistance. Vol-
describing the temperature of the engine coolant. This tage can be between 0 V and 5 V.
gives the ECT sensor a measurement of engine tem-
perature and influences the control of: The ECM uses substitute values if the signal from the
ECT sensor is missing or faulty, however, substitute
- Injection period values can cause starting problems in very cold wea-
- Idling speed ther.
- Engine coolant fan (FC)
- Ignition timing The sensor is mounted in the thermostat housing.
- On-board diagnostic (OBD) functions.

The sensor incorporates a temperature-sensitive resis-

tance with a negative temperature coefficient (NTC).
The sensor is supplied with a stabilized voltage of 5 V
from ECM.

Engine coolant temperature operation

Engine Coolant Temperature Monitor Strategy description
P0116: Plausibility error Circuit Range/Performance
DTCs
P0117: Max error Circuit low input
P0118: Min error Circuit high input

27
 Mode $06 Data

MY05-07
Vehicle: S40, V50, C30, C70
Engine: B5254T

Request on-board monitoring test results for specific monitored

systems

The purpose of this service is to allow access to the results for on-board
diagnostic monitoring tests of specific components / systems that are
continuously monitored (e.g. mis-fire monitoring) and non-continuously mo-
nitored (e.g. catalyst system).

The request message for test values includes an On-Board Diagnostic Moni-
tor ID (see below) that indicates the information requested.

The latest test values (results) are to be retained, even over multiple ignition
OFF cycles, until replaced by more recent test values (results). Test values (re-
sults) are requested by On-Board Diagnostic Monitor ID. Test values (results)
are always reported with the Minimum and Maximum Test Limits. The Unit
and Scaling ID included in the response message defines the scaling and unit
to be used by the external test equipment to display the test values (results),
Minimum Test Limit, and Maximum Test Limit information.

If an On-Board Diagnostic Monitor has not been completed at least once

since Clear/reset emission-related diagnostic information or battery
disconnect, then the parameters Test Value (Results), Minimum Test Limit,
and Maximum Test Limit shall be set to zero ($00) values.

The diagnostic communication for external Scan Tools follows ISO 15765-4.

1
 Mode $06 Data

MY05-07
Vehicle: S40, V50, C30, C70
Engine: B5254T

Monitor
Test ID Description DTCs
ID
01 83 Front O2 sensor slow response. P0133

84 Difference between front and rear oxygen sensors. P2096/P2097

Oxygen sensor monitor Bank 1 - Sensor 2 Rich to Lean Sensor Threshold

02 01
Voltage (Constant)
Oxygen sensor monitor Bank 1 - Sensor 2 Lean to Rich Sensor Threshold
02
Voltage (Constant)
Oxygen sensor monitor Bank 1 - Sensor 2 Minimum Sensor Voltage for
07
Test Cycle. (Calculated)
Oxygen sensor monitor Bank 1 - Sensor 2 Maximum Sensor Voltage for
08
Test Cycle (Calculated)
81 O2 sensor Bank 1 Sensor 2 max. sensor voltage of oscillation check P0140

82 O2 sensor Bank 1 Sensor 2 mimimum sensor voltage of oscillation check P0140

83 02 for sensor diagnosis Bank 1 Sensor 2 sensor voltage of fuel cut-off P0140

21 80 Catalyst monitor Bank 1 P0420

3B 81 1.0mm leak check (tank leak diagnosis) P0442

3C 81 0.5mm leak check (tank leak diagnosis) P0442

3D 80 CPV-Diagnosis P0496/P0497

83 CPV-Diagnosis P0496/P0497

86 TEV-Diagnosis P0496/P0497

8B Component Check P2407

2
 Mode $06 Data

MY05-07
Vehicle: S40, V50, C30, C70
Engine: B5254T

Monitor
Test ID Description DTCs
ID
3D 8C AAV-Diagnosis P2404

8D Component Check P2406/P2405

41 85 Bank1 Sensor1 heater power P0053

42 81 O2 sensor Bank 1 Sensor 2, resistance of ceramic P0141

81 80 Fuel System Monitor Bank 1 (Additive correction of the mixture adaptation) P2187/P2188

82 Fuel System Monitor Bank 1 (Multiplicative correction of the mixture adaptation) P2177/P2178

A2 0B Misfire counts for complete driving cycle (Cylinder 1) P0300/P0301

AC Exponential weighted moving average of the misfire counts for the last 10 driving cycles P0300/P0301

A3 0B Misfire counts for complete driving cycle (Cylinder 2) P0300/P0302

AC Exponential weighted moving average of the misfire counts for the last 10 driving cycles P0300/P0302

A4 0B Misfire counts for complete driving cycle (Cylinder 3) P0300/P0303

AC Exponential weighted moving average of the misfire counts for the last 10 driving cycles P0300/P0303

A5 0B Misfire counts for complete driving cycle (Cylinder 4) P0300/P0304

AC Exponential weighted moving average of the misfire counts for the last 10 driving cycles P0300/P0304

A6 0B Misfire counts for complete driving cycle (Cylinder 5) P0300/P0305

AC Exponential weighted moving average of the misfire counts for the last 10 driving cycles P0300/P0305
3