Description

DESCRIPTION





The Powertrain Control Module (PCM) is a digital computer containing a microprocessor. The PCM receives input signals from various switches and sensors referred to as Powertrain Control Module Inputs. Based on these inputs, the PCM adjusts various engine and vehicle operations through devices referred to as Powertrain Control Module Outputs.

NOTE: PCM Inputs:

- Air Conditioning Pressure Transducer
- Ambient temperature Sensor
- ASD Relay
- Battery Temperature Sensor (NGC)
- Battery Voltage
- Brake Switch
- Camshaft Position Sensor
- Crankshaft Position Sensor
- EGR Position Feedback
- Engine Coolant Temperature Sensor
- Heated Oxygen Sensors
- Ignition sense
- Intake Air Temperature Sensor
- Knock Sensor
- NVLD Assembly
- Manifold Absolute Pressure (MAP) Sensor
- Park/Neutral
- PCI Bus
- Power Steering Pressure Switch
- EVAP Purge Return
- SCI Receive
- Speed Control
- Throttle Position Sensor
- Transmission Control Relay (Switched B+)
- Transmission Pressure Switches
- Transmission Temperature Sensor
- Transmission Input Shaft Speed Sensor
- Transmission Output Shaft Speed Sensor
- Transaxle Gear Engagement
- Vehicle Speed

NOTE: PCM Outputs:

- Air Conditioning Clutch Relay
- Automatic Shut Down (ASD) and Fuel Pump Relays
- Data Link Connector (PCI and SCI Transmit)
- Double Start Override
- EGR Solenoid
- Fuel Injectors
- Generator Field
- High Speed Fan Relay
- Idle Air Control Motor
- Ignition Coils
- NVLD Assembly
- Low Speed Fan Relay
- MTV Actuator
- EVAP Purge
- SRV Valve
- Speed Control Vent Solenoid
- Speed Control Vacuum Solenoid
- 5 Volt Output
- Torque Reduction Request
- Transmission Control Relay
- Transmission Solenoids
- Vehicle Speed

Based on inputs it receives, the powertrain control module (PCM) adjusts fuel injector pulse width, idle speed, ignition timing, and canister purge operation. The PCM regulates the cooling fans, air conditioning and speed control systems. The PCM changes generator charge rate by adjusting the generator field.

The PCM adjusts injector pulse width (air-fuel ratio) based on the following inputs.

- Battery Voltage
- Intake Air Temperature Sensor
- Engine Coolant Temperature
- Engine Speed (crankshaft position sensor)
- Exhaust Gas Oxygen Content (heated oxygen sensors)
- Manifold Absolute Pressure
- Throttle Position

The PCM adjusts engine idle speed through the idle air control motor based on the following inputs.

- Brake Switch
- Engine Coolant Temperature
- Engine Speed (crankshaft position sensor)
- Park/Neutral
- Transaxle Gear Engagement
- Throttle Position
- Vehicle Speed

The PCM adjusts ignition timing based on the following inputs.

- Intake Air Temperature
- Engine Coolant Temperature
- Engine Speed (crankshaft position sensor)
- Knock Sensor
- Manifold Absolute Pressure
- Park/Neutral
- Transaxle Gear Engagement
- Throttle Position

The automatic shut down (ASD) and fuel pump relays are mounted externally, but turned on and off by the powertrain control module through the same circuit.

The camshaft and crankshaft signals are sent to the powertrain control module. If the PCM does not receive both signals within approximately one second of engine cranking, it deactivates the ASD and fuel pump relays. When these relays are deactivated, power is shut off to the fuel injectors, ignition coils, fuel pump and the heating element in each oxygen sensor.

The PCM engine control strategy prevents reduced idle speeds until after the engine operates for 320 km (200 miles). If the PCM is replaced after 320 km (200 miles) of usage, update the mileage in new PCM. Use the DRBIII(R) scan tool to change the mileage in the PCM.

TRANSMISSION CONTROL

CLUTCH VOLUME INDEX (CVI)

An important function of the PCM is to monitor Clutch Volume Index (CVI). CVIs represent the volume of fluid needed to compress a clutch pack.

The PCM monitors gear ratio changes by monitoring the Input and Output Speed Sensors. The Input, or Turbine Speed Sensor sends an electrical signal to the PCM that represents input shaft rpm. The Output Speed Sensor provides the PCM with output shaft speed information.

By comparing the two inputs, the PCM can determine transaxle gear ratio. This is important to the CVI calculation because the PCM determines CVIs by monitoring how long it takes for a gear change to occur.





Gear ratios can be determined by using the Scan Tool and reading the Input/Output Speed Sensor values in the "Monitors" display. Gear ratio can be obtained by dividing the Input Speed Sensor value by the Output Speed Sensor value.

For example, if the input shaft is rotating at 1000 rpm and the output shaft is rotating at 500 rpm, then the PCM can determine that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio changes to 1:1. The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the PCM can determine the volume of fluid used to apply or release a friction element.

The volume of transmission fluid needed to apply the friction elements are continuously updated for adaptive controls. As friction material wears, the volume of fluid need to apply the element increases.

Certain mechanical problems within the clutch assemblies (broken return springs, out of position snap rings, excessive clutch pack clearance, improper assembly, etc.) can cause inadequate or out-of-range clutch volumes. Also, defective Input/Output Speed Sensors and wiring can cause these conditions. The following chart identifies the appropriate clutch volumes and when they are monitored/updated:





SHIFT SCHEDULES

As mentioned earlier, the PCM has programming that allows it to select a variety of shift schedules. Shift schedule selection is dependent on the following:

- Shift lever position
- Throttle position
- Engine load
- Fluid temperature
- Software level

As driving conditions change, the PCM appropriately adjusts the shift schedule. Refer to the following chart to determine the appropriate operation expected, depending on driving conditions.