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Fuel System Monitor: Powertrain Control Software

The fuel system monitor checks the fuel control system for the vehicle. It uses fuel trim tables to compensate for variability in fuel system components over time. The fuel trim strategy learns corrections needed to keep the air-fuel ratio at 14.7:1 during closed-loop operation. If short-term or long-term fuel trims exceed thresholds, it indicates a problem and the appropriate diagnostic trouble code is stored. The monitor runs when the engine is above idle speed and air flow is above a minimum.

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116 views3 pages

Fuel System Monitor: Powertrain Control Software

The fuel system monitor checks the fuel control system for the vehicle. It uses fuel trim tables to compensate for variability in fuel system components over time. The fuel trim strategy learns corrections needed to keep the air-fuel ratio at 14.7:1 during closed-loop operation. If short-term or long-term fuel trims exceed thresholds, it indicates a problem and the appropriate diagnostic trouble code is stored. The monitor runs when the engine is above idle speed and air flow is above a minimum.

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José Antonio
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2007 PCED On Board Diagnostics SECTION 1: Description and Operation

Procedure revision date: 03/29/2006

Fuel System Monitor


The fuel system monitor is an on-board strategy designed to monitor the fuel control system. The fuel control
system uses fuel trim tables stored in the powertrain control module (PCM) keep alive memory (KAM) to
compensate for the variability that occurs in fuel system components due to normal wear and aging. Fuel
trim tables are based on engine RPM and engine load. During closed-loop fuel control, the fuel trim strategy
learns the corrections needed to correct a biased rich or lean fuel system. The correction is stored in the fuel
trim tables. The fuel trim has 2 means of adapting: long term fuel trim and a short term fuel trim. Refer to
Powertrain Control Software , Fuel Trim in this section. Long term fuel trim relies on the fuel trim tables and
short term fuel trim refers to the desired air/fuel ratio parameter called LAMBSE. LAMBSE is calculated by
the PCM from the heated oxygen sensor (HO2S) inputs and helps maintain a 14.7:1 air/fuel ratio during
closed-loop operation. Short term fuel trim and long term fuel trim work together. If the HO2S indicates the
engine is running rich, the PCM corrects the rich condition by moving the short term fuel trim into the
negative range, less fuel to correct for a rich combustion. If after a certain amount of time the short term fuel
trim is still compensating for a rich condition, the PCM learns this and moves the long term fuel trim into the
negative range to compensate and allow the short term fuel trim to return to a value near 0%. Inputs from
the engine coolant temperature (ECT) or cylinder head temperature (CHT), intake air temperature (IAT),
mass air flow (MAF) sensors are required to activate the fuel trim system, which in turn activates the fuel
system monitor. Once activated, the fuel system monitor looks for the fuel trim tables to reach the adaptive
clip (adaptive limit) and LAMBSE to exceed a calibrated limit. The fuel system monitor stores the appropriate
DTC when a concern is detected as described below.

1. The HO2S detects the presence of oxygen in the exhaust and provides the PCM with feedback
indicating air/fuel ratio.

2. A correction factor is added to the fuel injector pulse width calculation and the mass air flow
calculation, according to the long and short term fuel trims as needed to compensate for variations in
the fuel system.

3. When deviation in the LAMBSE parameter increases, air/fuel control suffers and emissions increase.
When LAMBSE exceeds a calibrated limit and the fuel trim table has clipped, the fuel system monitor
sets a DTC as follows:

The DTCs associated with the monitor detecting a lean shift in fuel system operation are P0171
(Bank 1) and P0174 (Bank 2).

The DTCs associated with the monitor detecting a rich shift in fuel system operation are P0172 (Bank
1) and P0175 (Bank 2).

4. The MIL is activated after a concern is detected on 2 consecutive drive cycles.

Typical fuel system monitor entry conditions:


 RPM range greater than idle
 Air mass range greater than 5.67 g/sec (0.75 lb/min)
 Purge duty cycle of 0%

Typical fuel monitor thresholds:

 Lean Condition Concern: LONGFT greater than 25%, SHRTFT greater than 5%
 Rich Condition Concern: LONGFT less than 25%, SHRTFT less than 10%

Fuel System Monitor

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