2004 DAEWOO NUBIRA language

1F – 630IENGINE CONTROLS
DAEWOO V–121 BL4
COMPREHENSIVE COMPONENT
MONITOR DIAGNOSTIC OPERATION
Comprehensive component monitoring diagnostics are
required to monitor emissions–related input and output
powertrain components.
Input Components
Input components are monitored for circuit continuity and
out–of–range values. This includes rationality checking.
Rationality checking refers to indicating a fault when the
signal from a sensor does not seem reasonable, i.e.
Throttle Position (TP) sensor that indicates high throttle
position at low engine loads or Manifold Absolute Pressure
(MAP) voltage. Input components may include, but are not
limited to, the following sensors:
S Vehicle Speed Sensor (VSS).
S Crankshaft Position (CKP) sensor.
S Throttle Position (TP) sensor.
S Engine Coolant Temperature (ECT) sensor.
S Camshaft Position (CMP) sensor.
S Manifold Absolute Pressure (MAP) sensor.
In addition to the circuit continuity and rationality check,
the ECT sensor is monitored for its ability to achieve a
steady state temperature to enable closed loop fuel con-
trol.
Output Components
Output components are diagnosed for proper response to
control module commands. Components where functional
monitoring is not feasible will be monitored for circuit conti-
nuity and out–of–range values if applicable. Output com-
ponents to be monitored include, but are not limited to the
following circuit:
S Idle Air Control (IAC) Motor.
S Control module controlled EVAP Canister Purge
Valve.
S A/C relays.
S Cooling fan relay.
S VSS output.
S MIL control.
Refer to ”Engine Control Module” and Sensors in this sec-
tion.
Passive and Active Diagnostic Tests
A passive test is a diagnostic test which simply monitors
a vehicle system or component. Conversely, an active
test, actually takes some sort of action when performing
diagnostic functions, often in response to a failed passive
test. For example, the Exhaust Gas Recirculation (EGR)
diagnostic active test will force the EGR valve open during
closed throttle deceleration and/or force the EGR valve
closed during a steady state. Either action should result in
a change in manifold pressure.
Intrusive Diagnostic Tests
This is any on–board test run by the Diagnostic Manage-
ment System which may have an effect on vehicle perfor-
mance or emission levels.
Warm–Up Cycle
A warm–up cycle means that engine temperature must
reach aminimum of 160°F (70°C) and rise at least 72°F
(22°C) over the course of a trip.
Freeze Frame
Freeze Frame is an element of the Diagnostic Manage-
ment System which stores various vehicle information at
the moment an emissions–related fault is stored in
memory and when the Malfunction Indicator Lamp (MIL)
is commanded on. These data can help to identify the
cause of a fault.
Failure Records
Failure Records data is an enhancement of the EOBD
Freeze Frame feature. Failure Records store the same ve-
hicle information as does Freeze Frame, but it will store
that information for any fault which is stored in onboard
memory, while Freeze Frame stores information only for
emission–related faults that command the MIL on.
COMMON EOBD TERMS
Diagnostic
When used as a noun, the word diagnostic refers to any
on–board test run by the vehicle’s Diagnostic Manage-
ment System. A diagnostic is simply a test run on a system
or component to determine if the system or component is
operating according to specification. There are many diag-
nostics, shown in the following list:
S Misfire
S Front Heated Oxygen Sensor (HO2S1)
S Rear Heated Oxygen Sensor (HO2S2)
S Exhaust Gas Recirculation (EGR)
S Catalyst monitoring
Enable Criteria
The term ”enable criteria” is engineering language for the
conditions necessary for a given diagnostic test to run.
Each diagnostic has a specific list of conditions which
must be met before the diagnostic will run.
”Enable criteria” is another way of saying ”conditions re-
quired.”
The enable criteria for each diagnostic is listed on the first
page of the Diagnostic Trouble Code (DTC) description
under the heading ”Conditions for Setting the DTC.” En-
able criteria varies with each diagnostic and typically in-
cludes, but is not limited to, the following items:
S Engine speed.
S Vehicle speed
S Engine Coolant Temperature (ECT)
S Manifold Absolute Pressure (MAP)

ENGINE CONTROLS 1F – 631
DAEWOO V–121 BL4
S Barometric Pressure (BARO)
S Intake Air Temperature (IAT)
S Throttle Position (TP)
S High canister purge
S Fuel trim
S A/C on
Trip
Technically, a trip is a key–on run key–off cycle in which all
the enable criteria for a given diagnostic are met, allowing
the diagnostic to run. Unfortunately, this concept is not
quite that simple. A trip is official when all the enable crite-
ria for a given diagnostic are met. But because the enable
criteria vary from one diagnostic to another, the definition
of trip varies as well. Some diagnostics are run when the
vehicle is at operating temperature, some when the ve-
hicle first starts up; some require that the vehicle be cruis-
ing at a steady highway speed, some run only when the
vehicle is at idle; some diagnostics function with the
Torque Converter Clutch (TCC) disabled. Some run only
immediately following a cold engine startup.
A trip then, is defined as a key–on run key–off cycle in
which the vehicle was operated in such a way as to satisfy
the enables criteria for a given diagnostic, and this diag-
nostic will consider this cycle to be one trip. However,
another diagnostic with a different set of enable criteria
(which were not met) during this driving event, would not
consider it a trip. No trip will occur for that particular diag-
nostic until the vehicle is driven in such a way as to meet
all the enable criteria
Diagnostic Information
The diagnostic charts and functional checks are designed
to locate a faulty circuit or component through a process
of logical decisions. The charts are prepared with the re-
quirement that the vehicle functioned correctly at the time
of assembly and that there are not multiple faults present.
There is a continuous self–diagnosis on certain control
functions. This diagnostic capability is complimented by
the diagnostic procedures contained in this manual. The
language of communicating the source of the malfunction
is a system of diagnostic trouble codes. When a malfunc-
tion is detected by the control module, a diagnostic trouble
code is set and the Malfunction Indicator Lamp (MIL) is illu-
minated.
Malfunction Indicator Lamp (MIL)
The Malfunction Indicator Lamp (MIL) is required by On–
Board Diagnostics (EOBD) that it illuminates under a strict
set of guide lines.
Basically, the MIL is turned on when the engine control
module (ECM) detects a DTC that will impact the vehicle
emissions.The MIL is under the control of the Diagnostic Executive.
The MIL will be turned on if an emissions–related diagnos-
tic test indicates a malfunction has occurred. It will stay on
until the system or component passes the same test, for
three consecutive trips, with no emissions related faults.
Extinguishing the MIL
When the MIL is on, the Diagnostic Executive will turn off
the MIL after three consecutive trips that a ”test passed”
has been reported for the diagnostic test that originally
caused the MIL to illuminate. Although the MIL has been
turned off, the DTC will remain in the ECM memory (both
Freeze Frame and Failure Records) until forty (40) warm–
up cycles after no faults have been completed.
If the MIL was set by either a fuel trim or misfire–related
DTC, additional requirements must be met. In addition to
the requirements stated in the previous paragraph, these
requirements are as follows:
S The diagnostic tests that are passed must occur
with 375 rpm of the rpm data stored at the time the
last test failed.
S Plus or minus ten percent of the engine load that
was stored at the time the last test failed. Similar
engine temperature conditions (warmed up or
warming up) as those stored at the time the last
test failed.
Meeting these requirements ensures that the fault which
turned on the MIL has been corrected.
The MIL is on the instrument panel and has the following
functions:
S It informs the driver that a fault that affects vehicle
emission levels has occurred and that the vehicle
should be taken for service as soon as possible.
S As a system check, the MIL will come on with the
key ON and the engine not running. When the en-
gine is started, the MIL will turn OFF.
S When the MIL remains ON while the engine is run-
ning, or when a malfunction is suspected due to a
driveability or emissions problem, an EOBD System
Check must be performed. The procedures for
these checks are given in EOBD System Check.
These checks will expose faults which may not be
detected if other diagnostics are performed first.
Data Link Connector (DLC)
The provision for communicating with the control module
is the Data Link Connector (DLC). The DLC is used to con-
nect to a scan tool. Some common uses of the scan tool
are listed below:
S Identifying stored DTCs.
S Clearing DTCs.
S Performing output control tests.
S Reading serial data.