FREE REPAIR MANUALS & LABOR GUIDES 1982-2013 Vehicles
Courtesy of Operation CHARM: Car repair manuals for everyone.
Home >> Dodge >> 2012 >> Caliber L4-2.0L >> Repair and Diagnosis >> Relays and Modules >> Relays and Modules - Powertrain Management >> Relays and Modules - Computers and Control Systems >> Engine Control Module >> Description and Operation >> Powertrain Control Module - Operation >> Operation

Operation






OPERATION

The Powertrain Control Module (PCM) has been programmed to monitor different circuits of the diesel fuel injection system. This monitoring is called on-board diagnostics. Certain criteria must be met for a diagnostic trouble code to be entered into the PCM memory. The criteria may be a range of: engine RPM, engine temperature, time or other input signals to the PCM. If all of the criteria for monitoring a system or circuit are met, and a problem is sensed, then a Diagnostic Trouble Codes (DTC) will be stored in the PCM memory. It is possible that a DTC for a monitored circuit may not be entered into the PCM memory, even though a malfunction has occurred. This may happen when the monitoring criteria have not been met. The PCM compares input signal voltages from each input device with specifications (the established high and low limits of the input range) that are programmed into it for that device. If the input voltage is not within the specifications and other trouble code criteria are met, a DTC will be stored in the PCM memory.

PCM OPERATING MODES

As input signals to the PCM change, the PCM adjusts its response to the output devices. For example, the PCM must calculate a different fuel quantity and fuel timing for engine idle condition than it would for a wide open throttle condition. There are several different modes of operation that determine how the PCM responds to the various input signals.

Ignition Switch On (Engine Off)

When the ignition is turned on, the PCM activates the glow plug relay for a time period that is determined by engine coolant temperature, atmospheric temperature and battery voltage.

Engine Start-Up Mode

The PCM uses the engine temperature sensor and the crankshaft position sensor (engine speed) inputs to determine fuel injection quantity.

Normal Driving Modes

Engine idle, warm-up, acceleration, deceleration and wide open throttle modes are controlled based on all of the sensor inputs to the PCM. The PCM uses these sensor inputs to adjust fuel quantity and fuel injector timing.

Limp-In Mode

If there is a fault detected with the accelerator pedal position sensor, the PCM will set the engine speed at 1100 RPM.

Overspeed Detection Mode

If the PCM detects engine RPM that exceeds 5200 RPM, the PCM will set a DTC in memory and illuminate the MIL until the DTC is cleared.

After-Run Mode

The PCM transfers RAM information to ROM and performs an Input/Output state check.

MONITORED CIRCUITS

The PCM is able to monitor and identify most driveability related trouble conditions. Some circuits are directly monitored through PCM feedback circuitry. In addition, the PCM monitors the voltage state of some circuits and compares those states with expected values. Other systems are monitored indirectly when the PCM conducts a rationality test to identify problems. Although most subsystems of the engine control module are either directly or indirectly monitored, there may be occasions when diagnostic trouble codes are not immediately identified. For a trouble code to set, a specific set of conditions must occur and unless these conditions occur, a DTC will not set.

DIAGNOSTIC TROUBLE CODES

Each diagnostic trouble code (DTC) is diagnosed by following a specific procedure. The diagnostic test procedure contains step-by-step instruction for determining the cause of the DTC as well as no trouble code problems. Refer to the appropriate Diesel Powertrain Diagnostic Manual for more information.

HARD CODE

A DTC that comes back within one cycle of the ignition key is a hard code. This means that the problem is current every time the PCM/SKIM checks that circuit or function. Procedures verify if the DTC is a hard code at the beginning of each test. When the fault is not a hard code, an intermittent test must be performed. NOTE: If the scantool displays faults for multiple components (i.e. ECT, VSS, IAT sensors) identify and check the shared circuits for possible problems before continuing (i.e. sensor grounds or 5-volt supply circuits). Refer to the appropriate schematic to identify shared circuits. Refer to the appropriate Diesel Powertrain Diagnostic Manual for more information.

INTERMITTENT CODE

A DTC that is not current every time the PCM/SKIM checks the circuit or function is an intermittent code. Most intermittent DTCs are caused by wiring or connector problems. Problems that come and go like this are the most difficult to diagnose; they must be looked for under specific conditions that cause them. NOTE: Electromagnetic (radio) interference can cause an intermittent system malfunction. This interference can interrupt communication between the ignition key transponder and the SKIM.
The following checks may assist you in identifying a possible intermittent problem:
- Visually inspect the related wire harness connectors. Look for broken, bent, pushed out or corroded terminals.
- Visually inspect the related wire harness. Look for chafed, pierced or partially broken wire.
- Refer to hotlines or technical service bulletins that may apply.
Refer to the appropriate Diesel Powertrain Diagnostic Manual for more information.

PCM DIAGNOSTIC TROUBLE CODES

NOTE: Before replacing the PCM for a failed driver, control circuit or ground circuit, be sure to check the related component/circuit integrity for failures not detected due to a double fault in the circuit. Most PCM driver/control circuit failures are caused by internal failures to components (i.e. relays and solenoids) and shorted circuits (i.e. sensor pull-ups, drivers and ground circuits). These faults are difficult to detect when a double fault has occurred and only one DTC has set. If the scan tool displays faults for multiple components (i.e.VSS, ECT, Batt Temp, etc.) identify and check the shared circuits for possible problems before continuing (i.e. sensor grounds or 5-volt supply circuits). Refer to the appropriate wiring diagrams to identify shared circuits. Refer to the appropriate Diesel Powertrain Diagnostic Manual for more information.
The PCM supplies two regulated 5 volts supplies - a 5V primary and a 5V secondary (auxiliary) to the following sensors:
- 1. Camshaft Position Sensor (5V secondary)
- 2. Crankshaft Position Sensor (5V primary)
- 3. EGR Position feedback sensor (5V secondary) (if equipped)
- 4. Engine coolant temperature sensor (connected to 5V internal via a pullup resistor)
- 5. Inlet Air Temperature Sensor (connected to 5V internal via a pullup resistor)
- 6. Knock sensor (connected to 5V internal via a pullup resistor)
- 7. Manifold absolute pressure sensor (5V secondary)
- 8. Oil Pressure Switch (connected to 5V internal via pullup resistor)
- 9. Pedal Value Sensor #1 (5V Primary)
- 10. Pedal Value Sensor #2 (5V Secondary)
- 11. SRV Position Feedback Sensor (5V Secondary)
- 12. Throttle Position Sensors (5V Primary)
- 13. Variable Line Pressure Sensor (5V Secondary)

pro multis Credits:Operation CHARM About Operation CHARM