2007 PCED On Board Diagnostics SECTION 1: Description and Operation
Procedure revision date: 03/29/2006
Powertrain Control Software
Computer Controlled Shutdown
The powertrain control module (PCM) controls the electronic engine control (EEC) power relay when the key
is turned to the ON or START position, by grounding the PCM relay control (PCMRC) circuit. After the key is
turned to the OFF, ACC or LOCK position, the PCM stays powered up until the correct engine shutdown
occurs.
The ignition switch position run (ISP-R) and the injector power monitor (INJPWRM) circuits provide the key
state input to the PCM. Based on the ISP-R and INJPWRM signals the PCM determines when to power
down the EEC power relay.
Engine RPM/Vehicle Speed Limiter
The PCM disables some or all of the fuel injectors whenever an engine RPM or vehicle over speed condition
is detected. The purpose of the engine RPM or vehicle speed limiter is to prevent damage to the powertrain.
The vehicle exhibits a rough running engine condition, and the PCM stores one of the following continuous
memory diagnostic trouble codes (DTCs): P0219, P0297, or P1270. Once the driver reduces the excessive
speed, the engine returns to the normal operating mode. No repair is required. However, the technician
should clear the DTCs and inform the customer of the reason for the DTC.
Excessive wheel slippage may be caused by sand, gravel, rain, mud, snow, ice, or excessive and sudden
increase in RPM while in NEUTRAL or while driving.
Fail-Safe Cooling Strategy
Note: Not all vehicles with a cylinder head temperature (CHT) sensor have the fail-safe cooling strategy.
The fail-safe cooling strategy is activated by the PCM only in the event that an overheating condition has
been identified. This strategy provides engine temperature control when the cylinder head temperature
exceeds certain limits. The cylinder head temperature is measured by the CHT sensor. For additional
information about the CHT sensor, refer to Engine Control Components in this section.
A cooling system failure such as low coolant or coolant loss could cause an overheating condition. As a
result, damage to major engine components could occur. Along with a CHT sensor, the fail-safe cooling
strategy is used to prevent damage by allowing air cooling of the engine. This strategy allows the vehicle to
be driven safely for a short time with some loss of performance when a overheat condition exist.
Engine temperature is controlled by varying and alternating the number of disabled fuel injectors. This allows
all cylinders to cool. When the fuel injectors are disabled, the respective cylinders work as air pumps, and
this air is used to cool the cylinders. The more fuel injectors that are disabled, the cooler the engine runs, but
the engine has less power.
A wide open throttle (WOT) delay is incorporated if the CHT temperature is exceeded during WOT
operation. At WOT, the injectors function for a limited amount of time allowing the customer to complete a
passing maneuver.
Before injectors are disabled, the fail-safe cooling strategy alerts the customer to a cooling system problem
by moving the instrument cluster temperature gauge to the hot zone and DTC P1285 is set. Depending on
the vehicle, other indicators, such as an audible chime or warning lamp, can be used to alert the customer of
fail-safe cooling. If overheating continues, the strategy begins to disable the fuel injectors, DTC P1299 is
stored in the PCM memory, and a malfunction indicator lamp (MIL) illuminates. If the overheating condition
continues and a critical temperature is reached, all fuel injectors are turned off and the engine is disabled.
Failure Mode Effects Management
Failure mode effects management (FMEM) is an alternate system strategy in the PCM designed to maintain
engine operation if one or more sensor inputs fail.
When a sensor input is determined to be out-of-limits by the PCM, an alternative strategy is initiated. The
PCM substitutes a fixed value for the incorrect input and continues to monitor the suspect sensor input. If the
suspect sensor begins to operate within limits, the PCM returns to the normal engine operational strategy.
All FMEM sensors display a sequence error message on the scan tool. The message may or may not be
followed by key on engine off (KOEO) or continuous memory DTCs when attempting key on engine running
(KOER) self-test mode.
Flash Electrically Erasable Programmable Read Only Memory (EEPROM)
The flash EEPROM is an integrated circuit (IC) within the PCM. This IC contains the software code required
by the PCM to control the powertrain. One feature of the EEPROM is that it can be electrically erased and
then reprogrammed without removing the PCM from the vehicle. If a software change is required to the
PCM, a new module is no longer necessary as the current one can be reprogrammed through the data link
connector (DLC).
Fuel Trim
Short Term Fuel Trim
If the oxygen sensors are warmed up and the PCM determines that the engine can operate near
stoichiometric air/fuel ratio (14.7:1 for gasoline), the PCM enters closed loop fuel control mode. Since an
oxygen sensor can only indicate rich or lean, the fuel control strategy continuously adjusts the desired
air/fuel ratio between rich and lean causing the oxygen sensor to switch around the stoichiometric point. If
the time between rich and lean switches are the same, then the system is actually operating at
stoichiometric. The desired air/fuel control parameter is called short term fuel trim (SHRTFT1 and 2) where
stoichiometric is represented by 0%. Richer (more fuel) is represented by a positive number and leaner (less
fuel) is represented by a negative number. Normal operating range for short term fuel trim is +/- 25%. Some
calibrations have time between switches and short term fuel trim excursions that are not equal. These
unequal excursions are used to run the system slightly lean or rich of stoichiometric. This practice is referred
to as using bias. For example, the fuel system can be biased slightly rich during closed loop fuel to help
reduce oxides of nitrogen (NO x ).
Values for SHRTFT1 and 2 may change significantly on a scan tool as the engine is operated at different
RPM and load points. This is because SHRTFT1 and 2 react to fuel delivery variability that changes as a
function of engine RPM and load. Short term fuel trim values are not retained after the engine is turned off.
Long Term Fuel Trim
While the engine is operating in closed loop fuel control, the short term fuel trim corrections are learned by
the PCM as long term fuel trim (LONGFT1 and 2) corrections. These corrections are stored in the keep alive
memory (KAM) fuel trim tables. Fuel trim tables are based on engine speed and load and by bank for
engines with 2 heated oxygen sensor (HO2S) forward of the catalyst. Learning the corrections in KAM
improves both open loop and closed loop air/fuel ratio control. Advantages include:
Short term fuel trim does not have to generate new corrections each time the engine goes into closed
loop.
Long term fuel trim corrections can be used both while in open loop and closed loop modes.
Long term fuel trim is represented as a percentage, similar to the short term fuel trim, however it is not a
single parameter. A separate long term fuel trim value is used for each RPM/load point of engine operation.
Long term fuel trim corrections may change depending on the operating conditions of the engine (RPM and
load), ambient air temperature, and fuel quality (% alcohol, oxygenates). When viewing the LONGFT1/2 PID
(s), the values may change a great deal as the engine is operated at different RPM and load points. The
LONGFT1/2 PID(s) display the long term fuel trim correction that is currently being used at that RPM/load
point.
High Speed Controller Area Network (CAN)
High speed CAN is a serial communication language protocol used to transfer messages (signals) between
electronic modules or nodes. Two or more signals can be sent over one CAN communications network
circuit allowing 2 or more electronic modules or nodes to communicate with each other. This communication
or multiplexing network operates at 500kB/sec (kilobytes per second) and allows the electronic modules to
share their information messages.
Included in these messages is diagnostic data that is outputted over the CAN + and CAN - lines to the DLC.
PCM connection to the DLC is typically done with a 2-wire, twisted pair cable used for the network
interconnection. The diagnostic data such as self-test or PIDs can be accessed with a scan tool. For
additional information on scan tool equipment, refer to Section 2, Diagnostic Methods .
Idle Air Trim
Idle air trim is designed to adjust the idle air control (IAC) calibration to correct for wear and aging of
components. When the engine conditions meet the learning requirement, the strategy monitors the engine
and determines the values required for ideal idle calibration. The idle air trim values are stored in a table for
reference. This table is used by the PCM as a correction factor when controlling the idle speed. The table is
stored in the KAM and retains the learned values even after the engine is shut off. A DTC is set if the idle air
trim has reached its learning limits.
Whenever an IAC component is replaced, or a repair affecting idle is carried out, it is recommended that the
KAM be reset. This is necessary so the idle strategy does not use the previously learned idle air trim values.
To reset the KAM, refer to Section 2, Resetting The Keep Alive Memory (KAM) . It is important to note that
erasing DTCs with a scan tool does not reset the idle air trim table.
Once the KAM has been reset, the engine must idle for 15 minutes (actual time varies between strategies)
to learn new idle air trim values. Idle quality improves as the strategy adapts. Adaptation occurs in 4
separate modes as shown in the following table.
IDLE AIR TRIM LEARNING MODES
Transmission Range Air Conditioning Mode
NEUTRAL A/C ON
NEUTRAL A/C OFF
DRIVE A/C ON
DRIVE A/C OFF
Idle Speed Control Closed Throttle Determination — Applications Without
Electronic Throttle Control
One of the fundamental criteria for entering RPM control is an indication of closed throttle. Throttle mode is
always calculated to the lowest learned throttle position (TP) voltage seen since engine start. This lowest
learned value is called ratch, since the software acts like a one-way ratch. The ratch value (voltage) is
displayed as the TPREL PID. The ratch value is relearned after every engine start. Ratch learns the lowest,
steady TP voltage seen after the engine starts. In some cases, ratch can learn higher values of TP. The time
to learn the higher values is significantly longer than the time to learn the lower values. The brakes must
also be applied to learn the higher values.
All PCM functions are done using this ratch voltage, including idle speed control. The PCM goes into closed
throttle mode when the TP voltage is at the ratch (TPREL PID) value. An increase in TP voltage, normally
less than 0.05 volts, puts the PCM in part throttle mode. Throttle mode can be viewed by looking at the TP
MODE PID. With the throttle closed, the PID must read C/T (closed throttle). Slightly corrupt values of ratch
can prevent the PCM from entering closed throttle mode. An incorrect part throttle indication at idle prevents
entry into closed throttle RPM control, and could result in a high idle. Ratch can be corrupted by a throttle
position sensor or a circuit that drops out or is noisy, or by loose/worn throttle plates that close tight during a
deceleration and spring back at a normal engine vacuum.
Multiplexing
The increased number of modules on the vehicle necessitates a more efficient method of communication.
Multiplexing is a method of sending 2 or more signals simultaneously over a single circuit. In an automotive
application, multiplexing is used to allow 2 or more electronic modules to communicate simultaneously over
a single media. Typically this media is a twisted pair of wires. The information or messages that can be
communicated on these wires consists of commands, status or data. The advantage of using multiplexing is
to reduce the weight of the vehicle by reducing the number of redundant components and electrical wiring.
Multiplexing Implementation
Currently Ford Motor Company uses CAN communication language protocol to communicate with the PCM.
For additional information about the module communications network, refer to the Workshop Manual Section
418-00, Module Communications Network.
