RX400h · Service Manual ENGINE

FREEZE FRAME DATA

Troubleshooting


DESCRIPTION
  1. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air/fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.

  2. A103809E10
    The intelligent tester displays freeze frame data recorded at five different points: 1) 3 times before the DTC is set, 2) once when the DTC is set, and 3) once after the DTC is set. The data can be used to simulate the vehicle's condition around the time of the malfunction. The data may be helpful in determining the cause of a malfunction. It may also be helpful in determining whether a DTC is being caused by a temporary malfunction.
  3. The ECM records engine conditions in the from of freeze frame data every 0.5 seconds. Using the intelligent tester, five separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked.

LIST OF FREEZE FRAME DATA
LABEL
(Intelligent Tester Display)
 Measure Item/Range
 Diagnostic Note
IGN Advance
 Ignition advance
 -
Calculate Load
 Calculate load
 Calculated load by ECM (Included in HV Control ECU)
Vehicle Load
 Vehicle load
 -
MAF
 Mass air flow volume
 If value approximately 0.0 g/s:
  1. Mass air flow meter power source circuit open or short
  2. VG circuit open or short
If value 160.0 g/s or more:
  1. E2G circuit open
Engine Speed
 Engine speed
 -
Vehicle Speed
 Vehicle speed
 Speed indicated on speedometer
Coolant Temp
 Engine coolant temperature
 If value -40°C, sensor circuit open
If value 140°C, sensor circuit shorted
Intake Air
 Intake air temperature
If value -40°C, sensor circuit open
If value 140°C, sensor circuit shorted
Air-Fuel Ratio
 Air-fuel ratio
 -
Ambient Temperature
 Ambient temperature
 -
Purge Density Learn Value
 Learning value of purge density
 -
Purge Flow
 Purge flow
 -
EVAP (Purge) VSV
 EVAP purge VSV duty ratio
 -
Knock Correct Learn Value
 Correction learning value of knocking
 -
Knock Feedback Value
 Feedback value of knocking
 -
Throttle Position
 Throttle position
 Read value with ignition switch on (Do not start engine)
Throttle Sensor Position
 Throttle sensor positioning
 Read value with ignition switch on (Do not start engine)
Throttle Sensor Position #2
 Throttle sensor positioning #2
 -
Throttle Motor
 Throttle motor
 -
O2S B1 S2
 Heated oxygen sensor output
 Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor
O2S B2 S2
 Heated oxygen sensor output
 Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor
AFS B1 S1
 A/F sensor output
 Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor
AFS B2 S1
 A/F sensor output
 Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor
Total FT #1
 Total fuel trim
-
Total FT #2
 Total fuel trim
-
ShortT FT #1
 Short-term fuel trim
 Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio
Long FT #1
 Long-term fuel trim
 Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve
Short FT #2
 Short-term fuel trim
 Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio
Long FT #2
 Long-term fuel trim
 Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve
Fuel System Status (Bank1)
 Fuel system status (Bank 1)
  1. OL (Open Loop): Has not yet satisfied conditions to go closed loop
  2. CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control
  3. OL DRIVE: Open loop due to driving conditions (fuel enrichment)
  4. OL FAULT: Open loop due to detected system fault
  5. CL FAULT: Closed loop but heated oxygen sensor, which used for fuel control malfunctioning
Fuel System Status (Bank2)
 Fuel system status (Bank 2)
  1. OL (Open Loop ): Has not yet satisfied conditions to go closed loop
  2. CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control
  3. OL DRIVE: Open loop due to driving conditions (fuel enrichment)
  4. OL FAULT: Open loop due to detected system fault
  5. CL FAULT: Closed loop but heated oxygen sensor, which used for fuel control malfunctioning
O2FT B1 S2
 Fuel trim at heated oxygen sensor
 Same as SHORT FT #1
O2FT B2 S2
 Fuel trim at heated oxygen sensor
 Same as SHORT FT #1
AF FT B1 S1
 Fuel trim at A/F sensor
 -
AF FT B2 S1
 Fuel trim at A/F sensor
 -
Catalyst Temp (B1 S1)
 Catalyst temperature
 -
Catalyst Temp (B2 S1)
 Catalyst temperature
 -
Catalyst Temp (B1 S2)
 Catalyst temperature
 -
Catalyst Temp (B2 S2)
 Catalyst temperature
 -
Initial Engine Coolant Temp
 Initial engine coolant temperature
 -
Initial Intake Air Temp
 Initial intake air temperature
 -
Injection Volume (Cylinder 1)
 Injection volume
 -
Injector
 Injection period of No.1 cylinder
-
Closed Throttle Position Switch
 Closed throttle position switch
 -
Stop Light Switch
 Stop light switch
 -
Engine Oil pressure SW
 Engine oil pressure switch signal
 Always ON while engine is running
Battery Voltage
 Battery voltage
 -
Atmosphere Pressure
 Atmospheric pressure
 -
VVT Control Status (Bank2)
 VVT control status (bank 2)
 -
EVAP Purge VSV
 EVAP Purge VSV
 -
Fuel Pump/Speed Status
 Fuel pump/speed status
 -
VVT Control Status (Bank1)
 VVT control status (bank 1)
 -
TC/TE1
 TC and TE1 terminals of DLC3
 -
VVTL Aim Angle (Bank1)
 VVT aim angle (bank1)
 -
VVT Change Angle (Bank1)
 VVT change angle (bank 1)
 -
VVT OCV Duty (Bank1)
 VVT OCV operation duty (bank 1)
 -
VVTL Aim Angle (Bank2)
 VVT aim angle (bank 2)
 -
VVT Change Angle (Bank2)
 VVT change angle (bank 2)
 -
VVT OCV Duty (Bank2)
 VVT OCV operation duty (bank 2)
 -
Idle Fuel Cut
 Idle fuel cut
 ON: when throttle valve fully closed and engine speed over 1,500 rpm
FC TAU
 FC TAU
 Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete
Ignition
 Ignition
 -
Cylinder #1 Misfire Rate
 Cylinder #1 misfire rate
 Displayed in only idling
Cylinder #2 Misfire Rate
 Cylinder #2 misfire rate
 Displayed in only idling
Cylinder #3 Misfire Rate
 Cylinder #3 misfire rate
 Displayed in only idling
Cylinder #4 Misfire Rate
 Cylinder #4 misfire rate
 Displayed in only idling
Cylinder #5 Misfire Rate
 Cylinder #5 misfire rate
 Displayed in only idling
Cylinder #6 Misfire Rate
 Cylinder #6 misfire rate
 Displayed in only idling
All Cylinder Misfire Rate
 All cylinder misfire rate
 Displayed in only idling
Misfire RPM
Misfire RPM
 -
Misfire Load
 Misfired load
 -
Misfire Margin
 Misfire monitoring
 -
Engine Run Time
 Accumulated engine running time
 -
Time After DTC Cleared
 Cumulative time after DTC cleared
 -
Distance from DTC Cleared
 Accumulated distance from DTC cleared
 -
Warmup Cycle Cleard DTC
 Warm-up cycle after DTC cleared
 -
Electric Fan Motor
 Electric fan motor
 ON: Operate
Requested Engine Torque
 Requested engine torque
 -
HV Target Engine Speed
 HV target engine speed
 -
Actual Engine Torque
 Actual engine torque
 -
Estimated Engine Torque
 Estimated engine torque
 -
Engine Run Time
 Engine run time
 -
Request Engine Ignition
 Request engine run time
 -
Judge Time Engine Ignition
 Judge time engine ignition
 -
Judge Time Engine Output
 Judge time engine output
 -
Fuel Level
 Fuel level
 -
ISC Learning
 ISC learning
 -
F/C for Engine Stop Req
 Fuel cut for engine stop request
 -
Engine Independent
 Engine Independent operation
 -
Racing Operation
 Racing operation
 -
Request Warm-up
 Request warm-up
 -
Engine Independent Control
 Engine independent control
 -
ISC Learning Value
 ISC learning control
 -
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