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Last Modified: 11-27-2007 1.6 C
Service Category: Engine/Hybrid System Section: Engine Control
Model Year: 2008 Model: LX570 Doc ID: RM0000013HE00FX
Title: 3UR-FE ENGINE CONTROL: SFI SYSTEM: DESCRIPTION (2008 LX570)

DTC

P1613

Secondary Air Injection Driver Malfunction

DTC

P1614

Secondary Air Injection System Driver Bank 2

DESCRIPTION

Refer to DTC P0412 3UR-FE ENGINE CONTROL: SFI SYSTEM: DESCRIPTION (2008 LX570)+ .

DTC Code

DTC Detection Condition

Trouble Area

P1613

P1614

Either of the following conditions (1) or (2) is met:

(1) All of the following conditions are met (1 trip detection logic):

  • Either the air pump or the air switching valve is not operating.
  • The diagnostic signal from the Air Injection Control Driver (AID) is 80%.
  • The battery voltage is 8 V or higher.

(2) Both of the following conditions are met (1 trip detection logic):

  • The battery voltage is 8 V or higher.
  • The diagnostic signal from the AID is abnormal (duty signal other than 0, 20, 40, 80 and 100%).
  • Air Injection Control Driver (AID)
  • Open in AID ground circuit

P1613

P1614

All of the following conditions are met (1 trip detection logic):

  • Short in diagnostic information signal circuit (AID - ECM)
  • Open or short in air pump and air switching valve command signal circuit (AID - ECM)
  • Open in AID ground circuit
  • AID
  • ECM

P1613

P1614

Both of the following conditions are met (1 trip detection logic):

  • Open or short in AID +B circuit
  • Open in diagnostic information signal circuit (AID - ECM)
  • AID
  • ECM

MONITOR DESCRIPTION

For a short time after a cold engine start, the ECM transmits command signals to the Air Injection Control Driver (AID) to drive the air pump and the Air Switching Valve (ASV). The AID detects open and short circuits according to the voltages at the AID terminals to the air pump and ASV, and the circuit voltage of the AID power source, and transmits diagnostic information as a signal to the ECM.

If the Secondary Air Injection (AIR) system circuit or the AID itself malfunctions, the AID sends a malfunction signal (duty signal) as diagnostic information to the ECM (when the system is normal, a system normal signal is sent). The ECM stores the DTC based on the diagnostic information from the AID.

EXAMPLE:

  • The duty ratio of the diagnostic signal from the AID is 0 or 100% (remains at 0 V or the same as battery voltage).
  • The duty ratio of the diagnostic signal from the AID shows an impossible ratio (other than 0, 20, 40, 80 and 100%).
  • The AID outputs the normal signal (normal duty signal: 80%) while the system is not operating.

MONITOR STRATEGY

Related DTCs

P1613: Secondary air injection system air injection control driver circuit range check

P1614: Secondary air injection system air injection control driver circuit range check

Required Sensors/Components (Main)

Air injection control driver

Required Sensors/Components (Related)

Air switching valve

Frequency of Operation

Once per drive cycle

Duration

3 seconds

MIL Operation

Immediate

Sequence of Operation

None

TYPICAL ENABLING CONDITIONS

Case 1 and 4:

Monitor runs whenever following DTCs not stored

None

Battery voltage

8 V or higher

Engine switch

On (IG)

Starter

OFF

Case 2:

Monitor runs whenever following DTCs not stored

None

Either a or b met:

-

a. Air pump

Not operating

b. Air switching valve

Not operating

Battery voltage

8 V or higher

Engine switch

On (IG)

Starter

OFF

Case 3:

Monitor runs whenever following DTCs not stored

None

Following conditions (a) and (b) met

-

a. Air pump

Operating

b. Air switching valve

Operating

Battery voltage

8 V or higher

Engine switch

On (IG)

Starter

OFF

TYPICAL MALFUNCTION THRESHOLDS

Case 1:

One of following conditions met:

A, B, C or D

A. Diagnostic signal duty ratio from air injection control driver

1% or more, and 10% or less

B. Diagnostic signal duty ratio from air injection control driver

30%

C. Diagnostic signal duty ratio from air injection control driver

49%

D. Diagnostic signal duty ratio from air injection control driver

91% or more, and 99% or less

Case 2:

Diagnostic signal duty ratio from air injection control driver

70% or more, and 90% or less

Case 3:

Diagnostic signal duty ratio from air injection control driver

0%

Case 4:

Diagnostic signal duty ratio from air injection control driver

100%

COMPONENT OPERATING RANGE

Diagnostic signal duty ratio from air injection control driver

70% or more, and 90% or less when secondary air injection system operating.

0% when secondary air injection system not operating.

WIRING DIAGRAM

Refer to DTC P0412 3UR-FE ENGINE CONTROL: SFI SYSTEM: DESCRIPTION (2008 LX570)+ .

INSPECTION PROCEDURE

HINT:

Diagnostic information output by the Air Injection Control Driver (AID) can be confirmed by connecting an oscilloscope to the diagnostic information terminal of the AID. Reading the waveform while performing the AIR system intrusive operation provided in the System Check function, allows the possible trouble areas to be narrowed down.

NOTICE:

  • This Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR).

    If an ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again.

  • Performing the Air Injection Check repeatedly may cause damage to the AIR system. If necessary, leave an interval of several minutes between System Check operations to prevent the system from overheating.
  • When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running.
  • Turn the engine switch off when the Air Injection Check operation finishes.

AID Diagnostic Signal Waveforms

ECM

Commands

DTCs

(ECM Output)

Suspected Trouble Areas

100% Duty Ratio

Any Secondary Air Injection (AIR) System operation

P1613

P1614
  • Open in diagnostic signal circuit
  • Air Injection Control Driver (AID)
  • Open in AID BATT circuit
  • Short between +B and diagnostic signal circuits

0% Duty Ratio

AIR System: ON (Air pump ON, ASV ON)

P1613

P1614
  • Open or short in air pump or Air Switching Valve (ASV) command signal circuit (ECM - AID)
  • Short between diagnostic signal circuit and body ground
  • AID
  • ECM

0% Duty Ratio

AIR System: OFF (Air pump OFF, ASV OFF)

-

Normal

20% Duty Ratio

Air Pump: ON

P0418

P0419
  • Short between air pump drive circuit and body ground
  • Harness and connector (AID - Pump)
  • Air pump
  • AID
  • ECM

20% Duty Ratio

Air Pump: OFF

P0418

P0419
  • Open in air pump drive circuit (AID - Pump)
  • Harness and connector (AID - Pump)
  • Air pump
  • AID
  • ECM

40% Duty Ratio

ASV: ON

P0412

P0415
  • Short between ASV drive circuit and body ground
  • Harness and connector (AID - ASV)
  • ASV
  • AID
  • ECM

40% Duty Ratio

ASV: OFF

P0412

P0415
  • Open in ASV drive circuit (AID - ASV)
  • Harness and connector (AID - ASV)
  • AID
  • ASV
  • ECM

80% Duty Ratio

AIR System: OFF (Air pump OFF, ASV OFF)

P1613

P1614
  • AID
  • ECM

80% Duty Ratio

AIR System: ON (Air pump ON, ASV ON)

-

Normal

Other than above

(other than 0, 20, 40, 80 and 100% duty)

-

P1613

P1614
  • AID
  • Open in AID ground circuit

HINT:

  • By using the Techstream to perform the Air Injection Check operation in the System Check, the air-fuel ratio and the pressure in the secondary air injection system passage can be checked while the secondary air injection system is operating. This helps technicians to troubleshoot the system when it malfunctions.
  • Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

PROCEDURE

1.

CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P1613 OR P1614)

(a) Connect the Techstream to the DLC3.

(b) Turn the engine switch on (IG) and turn the Techstream on.

(c) Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.

(d) Read DTCs.

Result

Result

Proceed to

P1613 and/or P1614 are output

A

P1613 and/or P1614 and other DTCs are output

B

If any DTCs other than P1613 and P1614 are output, troubleshoot those DTCs first.

A

2.

CHECK AIR INJECTION CONTROL DRIVER (POWER SOURCE CIRCUIT)


(a) Disconnect the C30 or C32 Air Injection Control Driver (AID) connector.

(b) Turn the engine switch on (IG).

(c) Measure the voltage according to the value(s) in the table below.

Standard Voltage:

Tester Connection

Switch Condition

Specified Condition

C30-5 (+B) - Body ground

Engine switch on (IG)

11 to 14 V (near battery voltage)

C32-5 (+B2) - Body ground

Engine switch on (IG)

11 to 14 V (near battery voltage)
OK

3.

CHECK HARNESS AND CONNECTOR (AID - ECM, BODY GROUND)


(a) Disconnect the A38 or C53 ECM connector.

(b) Disconnect the C30 or C32 AID connector.

(c) Measure the resistance according to the value(s) in the table below.

Standard Resistance:

Tester Connection

Condition

Specified Condition

C53-54 (AIRP) - C30-4 (SIP)

Always

Below 1 Ω

C53-28 (AIRV) - C30-3 (SIV)

Always

Below 1 Ω

C53-53 (ARP2) - C32-4 (SIP2)

Always

Below 1 Ω

A38-43 (ARV2) - C32-3 (SIV2)

Always

Below 1 Ω

C53-30 (AIDI) - C30-2 (DI)

Always

Below 1 Ω

C53-29 (AID2) - C32-2 (DI2)

Always

Below 1 Ω

C30-1 (E) - Body ground

Always

Below 1 Ω

C32-1 (E2) - Body ground

Always

Below 1 Ω

C53-54 (AIRP) or C30-4 (SIP) - Body ground

Always

10 kΩ or higher

C53-28 (AIRV) or C30-3 (SIV) - Body ground

Always

10 kΩ or higher

C53-53 (ARP2) or C32-4 (SIP2) - Body ground

Always

10 kΩ or higher

A38-43 (ARV2) or C32-3 (SIV2) - Body ground

Always

10 kΩ or higher

C53-30 (AIDI) or C30-2 (DI) - Body ground

Always

10 kΩ or higher

C53-29 (AID2) or C32-2 (DI2) - Body ground

Always

10 kΩ or higher
OK

4.

INSPECT AIR INJECTION CONTROL DRIVER (DI TERMINAL VOLTAGE)


(a) Disconnect the C30 or C32 AID connector.

(b) Turn the engine switch on (IG).

(c) Measure the voltage according to the value(s) in the table below.

Standard Voltage:

Tester Connection

Switch Condition

Specified Condition

C30-2 (DI) - C30-1 (E)

Engine switch on (IG)

11 to 14 V (near battery voltage)

C32-2 (DI2) - C32-1 (E2)

Engine switch on (IG)

11 to 14 V (near battery voltage)
OK

5.

REPLACE AIR INJECTION CONTROL DRIVER

(a) Replace the air injection control driver 3UR-FE EMISSION CONTROL: AIR INJECTION DRIVER: REMOVAL (2008 LX570) .

NEXT

6.

CONFIRM WHETHER DTC OUTPUT RECURS

(a) Start the engine and warm it up.

(b) Turn the engine switch off.

(c) Connect the Techstream to the DLC3.

(d) Turn the engine switch on (IG) and turn the Techstream on.

(e) Clear DTCs 3UR-FE ENGINE CONTROL: SFI SYSTEM: DTC CHECK / CLEAR (2008 LX570) .

(f) Enter the following menus: Powertrain / Engine and ECT / Utility / Air injection check / Automatic Mode.

(g) Start the engine after the Techstream initialization is finished.

(h) Perform the System Check operation by pressing Next.

(i) After operating the AIR system, perform the following to confirm the AIR system pending codes: Press the Exit button.

(j) Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.

(k) Read DTCs.

Result

Result

Proceed to

No DTC is output

A

Other DTCs are output

B

(l) Turn the engine switch off.

NOTICE:

  • When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running.
  • Turn the engine switch off when the Air Injection Check operation finishes.

A