2010 ASTON MARTIN V8 VANTAGE lock

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009



Dual MAF Diagnostic
Dual MAF Hardware

The V8 uses a common dirty air pick-up, which feeds twin air filters and MAF meters before recombining the two air streams in a junction prior to the throttle.
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FilterFilter

Filter Filter

Filter Filter

Filter Filter

MAF
meters















Normal Operation Side Wind or Partial
Blockage Backflow
Total Blockage
MAF meters receive an
equal share of the airflow. One MAF meter receives
an airflow greater than the total engine consumption. One MAF meter
receives airflow equal to the total airflow.
MAF meters receive
unequal airflows. This is due to severe side
wind. Fault judgement is
de
pendant on severity.
This can either be due
to a side wind or a partial blockage. One MAF meter will
measure zero airflow and this needs to be
determined to prevent false circuit faults.
Low engine airflow
conditions are
particularly susceptible to side wind. Fault judgement is
dependant on severity.
Fault judgement is
dependant on severity.

AML EOBD System Operation Summary

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Dual MAF Diagnostic Overview

The dual MAF diagnostic performs 11 separate tests on the measured MAF values. Each test is designed
to identify specific faults many of which, are only applicable to the dual MAF hardware configuration.
Many of the tests compare the measured MAF values to the estimated MAF (calculated from throttle
position, barometric pressure, act and engine speed). The tests are performed continuously (apart from the
conditions outlined later) and are always completed in the same sequence:

Test1 - Does MAF1+MAF2 = estimated MAF
Test2 - Does MAF1 = ½ estimated MAF
Test3 - Does MAF2 = ½ estimated MAF
Test4 - Is MAF1 Test5 - MAF1 low voltage
Test6 - MAF2 low voltage
Test7 - MAF1 high voltage
Test8 - MAF2 high voltage
Test9 - Is MAF1> estimated MAF
Test10 - Is MAF2> estimated MAF
Test11 - Does MAF1 = MAF2

By pass/fail combinations of the above tests a vari ety of conditions can be detected discretely on each
MAF:
Partly blocked MAF
Fully blocked MAF
Electrical short to ground MAF
Electrical short high MAF
Backflow
Failed in range MAF

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
Fault Matrix
ConditionMAF 1 + MAF 2 = EST
MAF 1 = ½ EST
MAF 2 = ½ EST
MAF 1 < MAF 2
MAF 1 low voltage
MAF 2 low voltage
MAF 1 high voltage
MAF 2 high voltage
MAF 1 > EST
MAF 2 > EST
MAF 1 = MAF 2Air Charge P-codes
Normal operating. YY--------f(maf_raw)
None
MAF 1 partly blocked. N-N----f(maf_raw)
P010F, P0100
MAF 1 fully blocked @ low load.
Y-N---- f(maf_raw)
P010F, P0100
MAF 2 partly blocked. -N-N- - -f(maf_raw)
P010F, P010A
MAF 2 fully blocked @ low load. -Y-N---f(maf_raw)
P010F, P010
AMAF 1 shorted to ground.
-Y-N----f(maf_raw)
P0102
MAF 1 shorted to high. -N-Y----f(maf_raw)
P0103
MAF 1 failed in range. -N-N----f(maf_raw)
P0101
MAF 2 shorted to ground. --Y-N---f(maf_raw)
P010C
MAF 2 shorted high. --N-Y---f(maf_raw)
P010D
MAF 2 failed in range. --N-N---f(maf_raw)
P010B
Estimated value wrong. --
Yf(maf_raw)None
MAF 1 and MAF 2 failed in range. --Nf(fmem)
P0101, P010B
Backflow via MAF 1. -
Y-f(fmem)
P0104
MAF 1 short to ground MAF 2 failed in rng. -N-f(fmem)
P0102, P010B
MAF 1 shorted high, MAF 2 failed in rng. -NN
YN---f(fmem)
P0103, P010B
Backflow via MAF 2.Y-- f(fmem)
P010E
MAF 1 failed in rng, MAF2 short to ground. N- -f(fmem)
P0101, P010C
MAF 1 failed in rng, MAF 2 shorted high. NNN
Y---f(fmem)
P0101, P010D
MAF 1 & MAF 2 shorted to ground. -YYNN---f(fmem)
P0102, P010C
MAF 1 & MAF 2 shorted high. -NNYY---f(fmem)
P0103, P010D
Severe backflow via MAF 2.Y-- f(fmem)
P010E
MAF 2 fully blocked @ high load N- -f(fmem)
P010F, P010B
Severe backflow via MAF 1. -
Y-f(fmem)
P0104
MAF 1 fully blocked @ high load. -N-f(fmem)
P010F, P0101
YNNY N
N
NN - NNNN
-
-NYY N
-NYNN
-YNN
Y
N
NY
Y
NN
YN
























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AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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SAIR System Monitor – Flow Check

When the air pump is energized, the MAF sensor will show a corresponding increase in airflow. The
SAIR pump flow check monitors the MAF sensor signal and two air flow models during normal
secondary air system operation to determine if secondary air is being delivered into the exhaust system.
The SAIR pump flow test compares the actual change in MAF during the pump on and off transitions to
the expected change in airflow from the secondary air fl ow model. (A throttle body flow model is used to
"zero out" errors in the air meter and to compensate fo r transient driving conditions.) The actual airflow is
divided by the expected airflow to calculate an "On flow ratio" and an "Off flow ratio".

A flow ratio that is much less than 1.0 means that the air pump has no/low flow, or the inlet hose to the
pump is disconnected. If secondary air system operation ex tends into closed loop fuel, fuel trim feedback
is used to discriminate between low pump flow and in let hose disconnection. A low flow ratio with a lean
fuel system indicates a disconnected inlet hose. A flow ratio significantly higher than 1.0 (and/or a rich
fuel system indication) indicates that th e outlet hose from the pump is disconnected.

SAIR Diagnostic


The V8 uses the standard FORD non-intrusive monitor that has been adapted for use on a V-engine. The
detection capability is detailed below with the V8 specific modifications highlighted

P0410 - Pump inlet hose disconnection.

P0491 - Low airflow into the exhaust on Bank1. Blocked hose OR failed to open vacuum valve.

P0492 - Low airflow into the exhaust on Bank 2. Blocked hose OR failed to open vacuum
valve.

P2448 - Low airflow into the exhaust on Bank1. Disconnected outlet hose.

P2449 - Low airflow into the exhaust on Bank 2. Disconnected outlet hose.

P0412 - SAIR electrical circuit fault high/low on ecu control pin.

P2257 - SAIR electrical circuit fault high on monitor pin.

P2258 - SAIR electrical circuit fault low on monitor pin.

The determination of which bank is receiving low ai rflow is performed by monitoring the closed loop
fuelling correction supplied from the oxygen sensors. The bank that has the highest enleaning correction is
the bank that has the lowest SAIR flow. If closed loop fuelling is not active when the SAIR pump is
disabled the diagnostic cannot determ ine which bank is receiving low flow and so a fault on both banks is
raised.

The relative difference between the commanded lambda values for each bank is used to determine a
restricted flow to either bank1 or 2 due to a restricted outlet. This enables P0491, P0492 to be raised if the
flow ratio is calculated as in range.

The SAIR functional tests run when SAIR is active and the results are stored until the HEGO monitor has
completed (150-200 seconds after SAIR is off on a typical FTP74). It is only when the HEGO monitor has
completed successfully that any functional SAIR fa ults and SAIR monitor complete is reported.

AML EOBD System Operation Summary

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SAIR Diagnostic High Level Flow


AIR Monitor Flow Check Operation: onitor Flow Check Operation:
DTCs P0491 Pump Low Flow Bank1
P0492 Pump Low Flow Bank2
P0410 Pump Inlet Hose Off
P2448 Pump Outlet Hose Off Bank1
P2449 Pump Outlet Hose Off Bank2
P0412 primary side circuit check
P2257, P2258 secondary side circuit checks
Monitor execution Flow check - once per driving cycle, circuit checks – continuous
Monitor Sequence Runs approx. 5 seconds after start during normal SAIR operation
Sensors OK ECT, IAT, MAF, TP, ETC, and HO2S
Monitoring Duration From 5 to 70 seconds

Typical AIR flow check entry conditions: (The monitor will run when the air pump
runs, the entry conditions below are secondary air system entry conditions.) re secondary air
system entry conditions.)
Entry condition Minimum Maximum
Time since engine start-up 5 seconds 70 seconds
Engine Coolant Temperature -7oC (20oF) 35oC (90oF)
Predicted Pump Flow 18.5kg/h (0.68lb/min)
Manifold Vacuum 13.2kPa (3.9”Hg)
Catalyst Temperature 847oC (1558oF)
Inlet Air Temperature -12oC (10oF)
Battery Voltage 11 volts 18 volts
Note: There is a Throttle position stability ch eck that can delay the calculation of the flow ratio. If the throttle is continuously moving, it is
possible, to delay calculation of the flow ratio.

Typical AIR functional check malfunction thresholds:heck malfunction thresholds:
On Flow ratio < 0.75 (P0491, P0492 - Low Flow or, P0410 - Inlet Hose Off)
Off Flow ratio < 0.75 (P0491, P0492 - Lo w Flow or, P0410 - Inlet Hose Off)
Fuel Shift >0.3/Long term fuel shift bank1/bank2 (Clears possible outlet blocked P0491/92, but leaves valid P0410)
Bank1 – Bank2 lambda correcti on error >0.5 (P0491, P0492)
Closed Loop Fuel Control Active >10 seconds (P0491, P0492 – Low Flow)
On Flow ratio > 1.58 (P2448, P2449 – Outlet Hose Off)

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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Comprehensive Component Monitor - Engine

General Inputs

Analog inputs such as Ambient Air Temperature (P0072, P0073), Intake Air Temperature (P0112, P0113),
Engine Coolant Temperature (P0117, P0118), Cylinder Head Temperature (P1289, P1290), Mass Air Flow
(P0102, P0103) and Manifold Absolute Pressure (P0107, P0108) are checked for opens, shorts, or out-of-
range values by monitoring the analog -to-digital (A/D) input voltage.

Analog Sensor Check Operation:
DTCs P0072, P0073, P0112, P0113, P0117, P0118, P0102, P0103, P0107, P0108,
P1289, P1290
Monitor execution continuous
Monitor Sequence none
Monitoring Duration 5 seconds to register a malfunction

Typical analog sensor check malfunction thresholds:
Voltage < 0.20 volts or voltage > 4.80 volts

On Vehicles fitted with Cylinder Head Temperature (CHT ) Sensors, 'Fail Safe Cooling' can be applied if
the cylinder head temperature is too high. The P1299 DTC will be set under these conditions.

Loss of Keep Alive Memory (KAM) power (a separate wire feeding the PCM) results in a P1633 DTC and
immediate MIL illumination.

Loss or corruption of the Vehicle Identification (VID) Block in the PCM results in a P1639 DTC and
immediate MIL illumination.


Ignition

Electronic Ignition systems (Electronic Distributorless Ignition System - EDIS or Coil on Plug - COP)
systems are used on all applications.

The EDIS system, located in the PCM, processes the 36 (or 40) tooth crankshaft position signal to
generate a low data rate PIP signal to control a 4 or 6 terminal 'double-ended' coil pack. The 'double ended'
coils fire a pair of spark plugs simultaneously - one is on its compression stroke, the other on its exhaust
stroke. The COP system also uses the EDIS system in the same way as described above, however each
sparkplug has it’s own coil which is fired only once on the compression stroke.

The ignition system is checked by monitoring three ignition signals during normal vehicle operation:

Profile Ignition Pickup (CKP, commonly known as PIP), the timing reference signal derived from the crankshaft 36-tooth wheel and processed by the EDIS system. PIP is a 50% duty cycle, square
wave signal that has a rising edge at 10 ° BTDC.

Camshaft IDentification (CMP, commonly known at CID), a signal derived from the camshaft to identify the #1 cylinder

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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Turbine Shaft Speed Sensor Functional Check Operation:
DTCs P0715
Monitor execution continuous
Monitor Sequence none
Monitoring Duration 30 seconds

Typical TSS functional check entry conditions: Minimum Maximum
Gear selector position drive
Engine rpm (above converter stall speed) OR 3000 rpm
Turbine shaft rpm (if available) OR 1500 rpm
Output shaft rpm 650 rpm
Vehicle speed (if available) 15 mph
Torque converter lock-up (some applications) 3rd gear only

Typical TSS functional check malfunction thresholds:
Vehicle is inferred to be moving with positiv e driving torque and TSS < 200 rpm for 5 seconds

AML EOBD System Operation Summary

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Inspection Maintenance Readiness Code


I/M readiness information indicates whether a full diagnos tic check has been completed, i.e. the minimum
number of driving cycles necessary for MIL illumination has been completed since computer memory was
last cleared. Information available to the test equi pment or diagnostic tool includes all the non-continuous
monitors. Misfire, Fuel System and CCM monitors are assumed to complete if all the non-continues
monitors have completed.

A P1000 DTC is stored after an OBD reset is performed, until the I/M readiness check is complete.



Tamper Protection


The AML EOBD System shall meet ISO DIS 15031-7 / SAE J2186 - Diagnostic Data Link Security
requirements, to write-protect any re-programmable co mputer code. Additional data will be stored in the
PCM Vehicle Identification Block to enable retrieva l of VIN (although VIN may not be in the VID block
for all vehicles), CALID (CALibration ID identifi es the specific calibration) and CVN (Calibration
Verification Number, similar to an encrypted check sum). CALID and CVN will be tracked for all initial
releases, running changes and field fixes.

To achieve this data retrieva l J1979 Mode 09 will be implemented for VIN, CALD and CVN.



Serial Data Link Connector

The connection between the vehicle and the diagnostic tester shall comply with ISO DIS 15031-3 / SAE
J1962. Whereby the connector will be located in the passenger compartment in the area bounded by the
driver's end of the instrument panel to 300mm beyond the vehicle center line, attached to the instrument
panel and accessible from the driver's seat, and permit one handed / blind insertion of the mating
connector.



Serial Data Link Communication Protocol

The Communication Protocol used by the AML EOBD system will conform to ISO DIS 15031-4 / SAE
J1850, Class B Data Communication Network In terface (41.6kbps) / ISO DIS 15765-4 Diagnostics on
Controller Area Network (CAN).

Basic diagnostic data and bi-directional control inform ation will be provided using the format and units as
described in ISO DIS 15031-5 / SAE J1979 and will be av ailable to Test equipment and diagnostics tools
meeting the requirements of ISO DIS 15031-4 / SAE J1850.