SECTION 2
SECTION 2
GENERAL
INFORMATION
1.0 Subject
General Information
2.0 Scope
This general information document
provides information not suited to be included in any
other section or information which would have to be
included in a number of places.
3.0 GMP-4 Turbo Hardware
3.1 Inputs
3.1.1 Analog Inputs
3.1.1.1 Oxygen Sensor
The oxygen sensor signal is a voltage
ranging from low level to high level as the air/fuel
ratio ranges from lean to rich.
3.1.1.2 Coolant Temperature
The coolant temperature is sensed by a
thermistor and is determined as a percentage of the A/D
reference voltage.
3.1.1.3 Throttle Position
The throttle position sensor input is
sensed by a potentiometer on the throttle shaft and
determined a percent of the A/D reference voltage per a
percent of full scale throttle travel.
3.1.1.4 Manifold Air Temperature
(MAT)
The manifold air temperature is sensed
by a thermistor and is determined as a percentage of the
A/0 reference voltage (1K internal pull-up resistor).
3.1.1.5 Manifold Absolute Pressure
(MAP)
The manifold pressure is sensed by an
absolute pressure transducer, and is determined as a
percentage of the A/D reference voltage.
3.1.1.6 Diagnostics/ALDL Input
This signal is used to select the mode
of operation; normal, factory test, diagnostics or ALDL
made.
3.1.1.7 Electronic Spark Control
Knock Sensor
The Electronic Spark Control Knock
Sensor input is sensed by a mechanical vibration
sensitive sensor mounted on the engine and determined
analog signal per noise enhancement.
3.1.2 Discrete Inputs
3.1.2.1 Park/Neutral (P/N)
The P/N input Is a switch to ground
input, where a grounded input indicates P/N.
3.1.2.2 A/C High Head Pressure
Switch (Fan Request)
This signal comes from a normally
closed switch to ignition and signifies high A/C head
pressure for use as a fan request. Fan is requested when
this switch is open.
3.1.2.3 Power Steering Pressure
Switch (PSPS*)
This signal comes from a normally open
switch to ground and signifies high power steering
pressure when closed (power steering cramped).
3.1.2.4 Air Conditioner Dash Switch
(A/C)
This signal comes from a normally open
switch to ignition which is closed when air conditioning
is requested.
3.1.2.5 Exhaust Gas Re-circulation
Control (EGR)
This signal comes from a normally open
switch to ground and signifies to direct exhaust gases
from the exhaust manifold into the intake manifold when
closed.
3.1.3 Other Inputs
3.1.3.1 Engine RPM
Reference pulses input from the HEI
module are used to compute engine RPM.
3.1.3.2 Vehicle Speed
3.1.3.2.1 Optical Speed Input
An optical Vehicle Speed Sensor (VSS)
provides a signal which changes from low level to high
level 2002 times per mile. The time between each of these
pulses is used to compute vehicle speed in MPH.
3.1.3.2.2 Magnetic Speed Input
A magnetic Vehicle Speed Sensor (MVSSA,
MVSSB) provides a signal which changes from low level to
high level. The pulse range can be from 2002 pulses per
mile to 28,624 pulses per mile. The time between each of
these pulses is used to compute vehicle speed in MPH.
3.2 Outputs
3.2.1 EST/Bypass
These outputs are used in conjunction
with the Computer Controlled Coil Ignition (CCCI) module
or HEI module for the electronic spark timing algorithm.
3.2.2 Check Engine Light
This output is used to flag a
malfunction within the system and to flash out
malfunction codes or rich/lean status.
3.2.3 Idle Air Control Motor Outputs
Four outputs are provided to control
movement (speed and direction) of the IAC stepper motor.
3.2.4 Injector Driver Output
One output line is provided to drive a
single 1.25 ohm ramp and hold injector.
3.2.5 Solenoid Outputs
- Torque Converter Clutch
- Fan Control Relay
- Air conditioner Clutch Relay/Air
Switch
- Wastegate
- Electronic Vacuum Regulator Valve
3.2.6 Fuel Pump Relay Driver
3.2.7 Serial Data Output
The Serial Data Output driver is a
unidirectional (output only) driver circuit for
high-speed (3192 baud) data.
4.0 PFI Software
4.1 Coolant Temperature
Due to the nature of the transducer
interface configuration and the characteristics of the
temperature sensing thermistor, the A/D conversion is
non-linear with coolant temperature. ROM tables *FCLT348*
and *FCLT4K* linearize coolant temperature to provide a
coolant range from -40 to +152 Deg C (3/4 of a degree per
count).
4.1.1 Dual Coolant Temperature
Pull-up Logic
Software has the capability to switch
between a 348 ohm pull-up and a 3996 ohm pull-up if the
system is not operation in back-up fuel. The software
controlling this pull-up is described below.
- Initialized to 3998 ohm
pull-up on power-up
- Switches to 348 ohm
pull-up once temperature exceeds 50 Deg C
and COP2 has been toggled for at least
100 msec.
- Switches to 3998 ohm
pull-up if temperature drops to or below
39.5 Deg C or software has stopped
toggling COP2
4.2 Oxygen Sensor Input Voltage
The relationship between the oxygen
sensor A/D value and the actual oxygen sensor input
voltage is given by the following equation.
02AD = VIN * 1152/VREF = VIN *
225.88 (nominal)
Where: 02AD = Oxygen sensor voltage in
A/D counts
VIN = Oxygen sensor voltage
VREF = A/D reference voltage (5.1 volts
nominal)
This provides a usable range of oxygen
sensor voltages from 0 to 1.1289V with a resolution of
4.427 mV when the reference voltage is 5.1V.
4.2.1 Filtered Oxygen Sensor
(ADOZFILT)
Oxygen sensor voltage is filtered each
12.5 msec with *KAOOZAF* specifying the filter
coefficient. The filtered value of oxygen sensor is
initialized to *K02FFO* whenever the engine is not
running or a system initialization occurs.
4.2.2 Slow Trim Filtered Oxygen
Sensor (AOO2AFSC)
AOO2AFSC is a version of AOO2A used in
the fuel logic. *KFILTOZS* is the filter constant. For
initialization, ADO2FSC is set equal to *KO2FFO*. For
conditions when the fuel integrator is reset, AOOZAFSC is
set equal to *KCLOXTH*.
4.3 Throttle Position Load (NTPSLD)
Calculation
NTPSLD = (*K3*) * (ADTHROT - ADTAOFF)
Where: *K3* = Gain Calibration
ADTHROT = Throttle Position in AID Counts
ADTAOFF = Filtered 'lower' TPS Readings
4.3.1 Lower TPS Filtering for TPS
Offset
ADTHROT Is filtered at a 12.5 msec rate
when the current value of AOTHROT is less than or equal
to the current filtered value of TPS. AOTAOFF is
initialized to a value of *K4* and *KTAOFF* specifies the
filter coefficient.
4.3.2 Throttle Position for Use in
Calculating Delta TPS
Filtered values of throttle position
are maintained for DE and AE calculations (see Fuel
Section). They are called Transient Fuel Filtered
Variables. Filter coefficients are selected from the
following table. The "hot" coefficients are
used when the coolant temperature exceeds *KTFFTT* and
*KAFOPTL*, bit 4 = 1. If *KAFOPTZ*, bit 4 = 1, manifold
air temperature is used. The "hot" manifold air
temperature threshold is *KTFFTTM*.
Filtered Filter Coefficient
Variable Cold Hot
AE TPS TFTAAV KFILTTAC KFILTTAH
DE TPS TFTAAVDE KFIDETAC KFIDETAH
4.4 Engine Speed (RPM)
Engine RPM is computed from the time
between the distributor reference pulses per the
following equation:
RPM = 12O/(CYL * TREF)
Where: RPM = Engine speed in RPM
TREF = Time interval between the
falling edge of the last two reference pulses
CYL = Number of Cylinders
Number of Cylinders *KNUMCYL*
3 96 ($60)
4 128 ($80)
6 192 ($C0)
8 0 ($00)
4.4.1 Filtered RPM
RPM is filtered each 12.5 msec with
*KRPMFILT* specifying the filter coefficient.
4.4.2 NTREY65
NTREV65 represents the period of 90
degrees of engine revolution. Its value is obtained from
a counter which is triggered from reference pulses. The
transfer function is given.
NTREV65 = (15 * 2^16)/RPM
where: T = reference period in seconds
REF = 216 * TREF
4.4.3 NTRPMX
Engine speed variable NTRPMX is
calculated in inverse proportion to the reference period.
NTRPMX = (155.6 * 256)/NTREV65
= RPM/25
4.5 Vehicle Speed (MPH)
The vehicle speed sensor generates 2002
pulses per mile. This corresponds to a frequency of 0.556
pulses per second per MPH. The minimum detectable vehicle
speed is that which corresponds to a pulse to pulse
interval of 1 second or 1.798 MPH. If no pulse is
received within a 1 second interval, the speed will be
considered as 0 MPH.
The vehicle speed variable most
commonly used in the software is NMPH.
NMPH = (16/5) * FILTMPH
Where: NMPH = Normalized miles per hour
FILTMPH = Filtered miles per hour (see software
filtering technique)
NMPH is limited to 224 which
corresponds to 70 MPH.
4.5.1 Filtered Vehicle Speed
Vehicle speed is filtered each 5Oms
with *KFILTMPH* specifying the filter coefficient.
4.7 Software Filtering Technique
Various input signals and software
variables are conditioned by a software first order lag
filter. Some of these signals and oxygen sensor voltage,
vehicle speed, and manifold vacuum pressure. The filter
can be expressed as follows:
FX1 = FXO + (I - FXO) * K
Where: FX2 = New filtered value
FXO = Old filtered value
I = Current unfiltered input value
K = Filter coefficient (0 to .996)
or FX1 = FXO + (I-FXO)*N
256
- FXO + (I-FXO)*256*K
256
= FXO + (I-FXO)*256*(1-e**(-T/t))
256
Where: N = Filter coefficient value in computer
units
= 256*K
= 256(1-e**(-T/t))
T = Software loop time (update rate) in seconds
t = Filter time constant in seconds
- -T/In(1-(N/256))
NOTE: The filter coefficient should not
be set to 0. This will result in the output of the filter
being forced to 0.
4.8 Table Lookup
The software has the capability to
interpolate between points for purposes of two and three
dimensional table lookups. If the value of an X or Y
parameter exceeds the range of the tables, the nearest
endpoint will be selected.
4.9 Diagnostic Checksum
For purposes of testing the integrity
of non-volatile memory a rotate and add incrementing
checksum is applied to the malfunction flag words.
4.9.1 Non-Volatile RAM Failure
The non-volatile RAM is indicated as
failed if any of the following conditions are satisfied.
- Initialization checksum (double
byte) of the five malfunction flag words does not
agree with the value last calculated.
The above condition will result
in the block learn memory cells being set to 128,
the present IAC motor position being set to
*KISSWNA* + *KISPKDL*, the following IAC terms
being set as follows:
ISWNAC = *KISSWNA*
ISWWAC = *KISSWNA* + *KACDLD*
ISWWAC (park) = *KISSWNA*
ISWWAC (park) = *KISSWNA* +
*KACOLD*
The rest of non-volatile memory
is cleared.
- BLM contents greater than
*KBLMMAX* or less than *KBLMMIN* (checked each 50
msec during block learn).
- This condition will result in the
block learn memorv cells being set to 128.
4.10 High Voltage Disable of ECM
Outputs
If ignition voltage is greater than or
equal to 16.9 volts all PWM and discrete outputs will be
disabled except for the check-engine light output.
4.11 Computation Rates
4.11.1 6.25 Msec Logic
4.11.2 12.5 Msec Logic
4.11.3 50 Msec Logic
4.11.4 100 Msec Logic
4.11.5 100 Msec Logic
4.11.6 RAM Refresh
RAM is refreshed during the dead time
while waiting for the next real time interrupt to occur.
Bench testing will insure that all of RAM is refreshed at
least nnce every 100 msec.
5.0 Instrumentation Module (IM)
Information
Two possible Heads-up Display (HUD)
configurations are selectable utilizing the CAL A/B
switch on the HUD unit.
5.1 Display "A'" (Cal A)
Selector Switch Information
Display ""A"' Selector
Switch (Upper and Lower) Positions
0 1
9 2
8 3
7 4
6 5
5.1.1 Upper Switch Position Display
Function Table
Position Display Parameter Label
0 Spark Advance (Degrees) SATDC
1 Barometric Pressure (kPa) ADBARO
2 Engine Coolant Temperature (Degrees C)
COOLDEG
3 Manifold Air Temperature (Degrees C) MATDEG
4 IAC Present Motor Position (Steps) ISSPMP
5 Data Change Slew Value IDATAMOD
6 RAM Address Slew Value IADDRMOD
7 Vehicle Read Speed (KPH) FILTMPH
8 A/F or Base Pulse Change Slew Value IAFMOD
9 Block Learn Multiplier BLM
5.1.2 Lower Switch Position Display
Function Table
Position Display Parameter Label
0 Spark Advance Change-Slew Value ISPKMOD
1 Knock Spark Retard NOCKRTD
2 Closed Loop Integrator Value INT
3 Wastegate Duty Cycle (Percent) WGATEDC
4 IAC Desired Motor Position (Steps) IMPMOD
5 Base Pulse Width (Msec) BPW
6 Contents of RAM Location CONTENTS
7 Throttle Angle (Percent) NTPSLD
8 A/F Ratio AIRFUEL
9 EGR Duty Cycle (Percent) EGRDC
5.2 Discrete Status Word Display
Information (Display "A")
Discrete Display of Status Word
Status #1
NVM BLM BKR TCC FAN AC PFM Acc
S7 S6 S5 S4 S3 S2 S1 S0
Status #2
IAC ASYNCH LE AE DE PE CL R
5.2.1 Status Word #1 Display
Information
Position Status Information
S7 Non-Volatile Memory Failure
S6 BLM Cell
S5 Burst Knock Retard
S4 TCC Enabled
S3 Fan ON
S2 Air Conditioning Request
SI Premium Fuel Mode
SO Air Conditioning Clutch Disabled
5.2.2 Status Word #2 Display
Information
Position Status Information
S7 IAC Motor Moving
S6 Asynch Pulse Mode
S5 Learn Enabled
S4 Acceleration Enrichment
S3 Decel Enleanment
S2 Power Enrichment
S1 Closed Loop Enabled
SO Oxygen Sensor RICH
5.3 Display "B" (Cal B)
Selector Switch Information
Display "B'. Selector Switch (Upper and
Lower) Positions
0 1
9 2
8 3
7 4
5 5
5.3.1 Upper Switch Position Display
Function Table
Position Display Parameter Label
0 Average MPG MPGMEAN
1 Power Steering Stall ISALPA
2 Cold Control IAC Bias for P/N NBIASPN
3 IAC Drive Motor Position, Warm With No A/C
ISWNAC
4 Manifold Absolute Pressure MAPP
5 IAC Drive MQtOr Position, Warm With A/C
ISWWAC
6 Filtered RPM ISES
7 Battery Voltage ADBAT
8 FAN On Time FAN
9 Filtered O2 Value (A/D Counts) ADO2AFSC
5.3.2 Lower Switch Position Display
Function Table
Position Display Parameter Label
0 IAC Extended Throttle Cracker With No A/C
ETCACOFF
1 Coolant Offset for IAC ISMPTV
2 Cold Control IAC Bias For Drive NBIASDR
3 IAC P/N Motor Position, Warm With No A/C
ISWNACP
4 IAC Desired Motor Position ISDSMP
5 IAC P/N Motor Position, Warm With A/C ISWWACP
6 Desired Engine Speed (RPM) DESSPD
7 Instantaneous MPG MPG
8 Delay Counter For P/S Crack Decay PSTCLC
9 IAC Extended Throttle Cracker With A/C
ETCACON
5.6 Analog Channel Assignments
(Continued)
Min. Max.
Block Parameter Scale Scale
14 IAC OMP Slew Value 0 Counts 255 Counts
15 Base Pulse Width 0 mSec 0 mSec
16 IMMW3 (Octal) -- --
17 TPS Load 0% 100%
18 Air/Fuel Ratio 0 A/F 25.5 A/F
19 Battery Voltage 0V 25.5V
20 IMMW1 0V 25.5V
21 IMMW2
22 RPM 0 RPM 6400 RPM
23 Manifold Absolute Pressure 10.35KPa 104.4KPa
24 Closed Loop Correction --
25 IAC Present Motor Position
26 Not Used
27 Not Used
28 Not Used
29 Not Used
30 vehicle Road Speed (MPH) 0 KPH 200 KPH
31 Base Pulse Width 0 msec 100 msec
32 IMMW1B
33 IMMW28
34 RPM 0 RPM 3200 RPM
35 RPM (Filtered) 0 RPM 1600 RPM
36 Base Pulse Width 0 msec 200 msec
37 IAC Present Motor Position 0 Counts 200
Counts
38 Manifold Air Temperature -40 Deg 152 Deg
39 A.E. Delta MAP 0 kPa 100 kPa
40 A.E. Delta Throttle 0% 100%
41 D.E. Delta MAP 0 kPa 100 kPa
42 D.E. Delta Throttle 0% 100%
43 N/V Ratio for Shift Light 0 Ratio 144 RA
44-100 Not Used