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    GM - Cas VVT Sensor PDF

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    DoDuyBac
    GM began experimenting with variable valve timing technology in 1975 but did not implement it widely until 2004. The document describes GM's variable valve timing system, which uses camshaft position actuators and solenoids to vary intake and exhaust camshaft timing up to 50 degrees. This improves performance and emissions. The system is monitored by the PCM and camshaft position sensors, and can set diagnostic trouble codes if issues arise. 5-gas analyzer tests show how emission levels change with different camshaft timing adjustments.

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    © All Rights Reserved
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    GM - Cas VVT Sensor PDF

    Uploaded by

    DoDuyBac
    284 views16 pages
    GM began experimenting with variable valve timing technology in 1975 but did not implement it widely until 2004. The document describes GM's variable valve timing system, which uses camshaft position actuators and solenoids to vary intake and exhaust camshaft timing up to 50 degrees. This improves performance and emissions. The system is monitored by the PCM and camshaft position sensors, and can set diagnostic trouble codes if issues arise. 5-gas analyzer tests show how emission levels change with different camshaft timing adjustments.

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    GM_CAS VVT SENSOR.pdf

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    GM began experimenting with variable valve timing technology in 1975 but did not implement it widely until 2004. The document describes GM's variable valve timing system, which uses camshaft position actuators and solenoids to vary intake and exhaust camshaft timing up to 50 degrees. This improves performance and emissions. The system is monitored by the PCM and camshaft position sensors, and can set diagnostic trouble codes if issues arise. 5-gas analyzer tests show how emission levels change with different camshaft timing adjustments.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    284 views16 pages

    GM - Cas VVT Sensor PDF

    Uploaded by

    DoDuyBac
    GM began experimenting with variable valve timing technology in 1975 but did not implement it widely until 2004. The document describes GM's variable valve timing system, which uses camshaft position actuators and solenoids to vary intake and exhaust camshaft timing up to 50 degrees. This improves performance and emissions. The system is monitored by the PCM and camshaft position sensors, and can set diagnostic trouble codes if issues arise. 5-gas analyzer tests show how emission levels change with different camshaft timing adjustments.

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    © All Rights Reserved
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    of 16

    GM Variable Valve Timing VVT

    Camshaft Actuator System (CAS)

    By:
    Randall D. Decker
    &
    James N. Knobloch

    History
    In September 1975, GM patented a system intended to vary valve lift. GM
    was interested in throttling the intake valves in order to reduce emissions. This
    was done by minimizing the amount of lift at low load. GM was successful but did
    not have a proper four cylinder motor to put the new technology in. GM put the
    technology to the side. Until 2004 when it was used on the Cadillac LH2 version
    of the Northstar in the STS, XLR, and SRX sport utility vehicle. The LH2
    introduces a number of firsts for the Northstar engine. The compression ratio was
    increased for 10:1 to 10.5:1 and the intake and exhaust manifolds along with the
    cylinder head ports were designed to be less restrictive. A new air induction
    system was used designed to enhance engines volumetric efficiency. VVT was
    added and the EGR system along with associated emissions hardware was
    eliminated.

    Description
    Variable Valve Timing (VVT) is used to
    vary engine performance and enhancements. On
    dual cam systems, the PCM controls the amount
    of variance on both cams separately. There are
    two actuators in the system; one for the exhaust
    cam and one for the intake cam. The system is
    designed to lower emission output, give a wider
    torque range, improve gas mileage, and improve
    engine idle.
    In 2004 and prior years, the GM 4.2L
    engine used the cam phaser on the front end of
    the exhaust camshaft. The camshaft is designed
    with a helical spline that allows the camshaft to
    change its position in its relationship to the
    camshaft drive sprocket, which changes the
    camshaft and crankshaft relationship, thus
    changing cam timing. This technology was
    replaced with the vane type, which is a more
    efficient set up.

    Vane Type - Courtesy of GM

    Spline Type - Courtesy of GM

    Applications 2006 & 2007


    Buick Allure, LaCrosse, Rainier, Rendezvous, Terraza
    Cadillac CTS, Escalade, SRX, SRS, XLR
    Chevrolet Avalanche, Cobalt, Colorado, HHR, Impala, Malibu, Monte
    Carlo, Suburban
    GMC Canyon, Envoy, Yukon
    Hummer H3
    Pontiac G6, Solstice
    Saab 9-3, 9-7X, Aero
    Saturn Ion, Relay

    Components
    Mechanical

    Electrical

    Cams

    PCM

    Cam Phaser (Vane type)

    Cam Sensors

    Camshaft Position actuator


    Solenoid

    Crank Sensor

    Camshafts

    Wiring Diagram

    Courtesy of Alldata

    Current Phaser Description:


    The benefits of the vane type cam phaser are a faster response time and a
    lighter, more compact design. The vane type VVT system utilizes the camshaft
    position solenoid actuators to manipulate oil pressure to the cam phasers. The
    Camshaft Position Actuator Solenoids are sent a 12v signal which is pulse width
    modulated. With the signal received from the PCM, the solenoids actuators open
    allowing engine pressure to enter either one of the two passages; camshaft advance
    or camshaft retard. Since the solenoid is pulse width modulated, the system can
    vary camshaft position between its two limits (25 or 50 degs depending on
    system). The solenoid is an electromagnet and would not function correctly
    without the ability of pulse width modulation. The cams actuators are
    hydraulically controlled. Pressure on one side of the cam actuator piston adjusts
    the cam to move the opposite way, and reverse for the other side. Cams can be
    varied as much as 50 degrees (depending on the system), from one extreme to the
    other.

    The actuators are held in the 0


    degree position by locking pins
    which help quiet valve train noise.
    The locking spring pressure is
    released once the pressure in the
    engine is high enough to overcome
    it. The exhaust actuators also have
    return springs to aid in returning to
    the home position.
    There are two camshaft
    position sensors (CMP) which send
    signals to the PCM to verify cam
    angle. The CMP sensor is very important in this system. If the CMP sensor
    doesnt read exactly what the PCM is requesting for the cam angle, a diagnostic
    trouble code (DTC) will set and the vehicle will default to base timing.
    Locking Pin - Courtesy of GM

    PCM Strategies
    VVT can provide an EGR function. Whenever the PCM would normally
    command the EGR valve on (on a vehicle without VVT), the PCM of a VVT
    equipped vehicle would retard the exhaust camshaft. This will allow exhaust gas to
    reenter the combustion chamber with varying amounts of camshaft retardation.
    This action reduces combustion chamber temperature, thus improving NOX
    emission. On the intake camshaft, retarding the camshaft allows more air to enter
    the combustion chamber. This will provide a higher compression ratio, more
    horsepower, and improve gas mileage.

    Advantages and Disadvantages


    Advantages
    Increase horsepower and torque
    Improve gas mileage
    Improve emissions
    Eliminates the EGR system
    Eliminates AIR system

    Disadvantages
    More parts to go wrong
    Very sensitive
    Destructive capabilities
    Expensive parts

    Diagnostics Trouble Codes


    Electrical DTCs
    P0010
    P0013
    P0020
    P0023
    P2089
    P2091
    P2093
    P2095

    Description
    Intake Camshaft Position Actuator Solenoid Control Circuit
    Bank 1
    Exhaust Camshaft Position Actuator Solenoid Control Circuit
    Bank 1
    Intake Camshaft Position Actuator Solenoid Control Circuit
    Bank 2
    Exhaust Camshaft Position Actuator Solenoid Control Circuit
    Bank 2
    Intake Camshaft Position Actuator Solenoid Control Circuit
    High Voltage Bank 1
    Exhaust Camshaft Position Actuator Solenoid Control Circuit
    High Voltage Bank 1
    Intake Camshaft Position Actuator Solenoid Control Circuit
    High Voltage Bank 2
    Exhaust Camshaft Position Actuator Solenoid Control Circuit
    High Voltage Bank 2

    Mechanical DTCs
    P0011
    P0014
    P0021
    P0024

    Description
    Intake Camshaft Position System Performance Bank 1
    Exhaust Camshaft Position System Performance Bank 1
    Intake Camshaft Position System Performance Bank 2
    Exhaust Camshaft Position System Performance Bank 2

    Correlation DTCs
    P0016

    Description
    Crankshaft Position-Intake Camshaft Position Correlation Bank
    1
    Crankshaft Position-Exhaust Camshaft Position Correlation
    Bank 1
    Crankshaft Position-Intake Camshaft Position Correlation Bank
    2
    Crankshaft Position-Exhaust Camshaft Position Correlation
    Bank 2

    P0017
    P0018
    P0019

    Diagnostics for the DTCs


    Electrical
    P0010, P0013, P0020, and P0023
    Conditions for running the DTCs are that the engine is running more than
    80 RPM. The EMC has commanded the Camshaft position Actuator solenoid on
    and off at least once during the ignition cycle. It is a continuous monitor.
    Conditions for setting the DTCs are the ECM detects a open, short to
    ground, short to voltage on the high control circuit or an open in the low end for
    more than a second.

    P2089, P2091, P2093, and P2095


    Conditions for running the DCTs are that the engine is running more than
    80 RPM. The EMC has commanded the Camshaft position Actuator solenoid on
    and off at least once during the ignition cycle. It is a continuous monitor.
    Conditions for setting the DTCs are the ECM detects a short to voltage in
    the camshaft position actuator solenoid circuits and the conditions exists for more
    than 4 seconds.
    Mechanical
    P0011, P0014, P0021, and P0024
    Conditions for running the DTCs are engine speed is more than 1000RPM,
    The engine is running for more than approximately 5 minutes, and the actuator
    system must move from the park position for at least 5 seconds and at least 4 times.
    Conditions for setting the DTCs are if the ECM detects a difference of 5
    degrees between the desired and actual cam position for more than 4 seconds or if
    the ECM detects a difference between actual camshaft position and locked position
    for more than 4 seconds.
    Correlation
    P0016, P0017, P0018, and P0019
    Conditions for running the DTCs are the engine needs to be running for
    more than 5 seconds. The ECT reads between 32 and 203 degrees F. Engine oil

    temperature is below 240 degrees F. Continuously ran once the conditions are met
    for approximately 10 minutes.
    Conditions for setting the DTCs are the ECM detects one of the following
    conditions for more than 4 seconds: 1) a camshaft is too advanced or retarded in
    relationship to the crankshaft, 2) a deviation in the relationship between a camshaft
    and the crankshaft

    5 Gas Analyzer Data


    All 5-gas tests were performed at 1500rpm, as required by the Tech2 scan tool.

    HC

    CO

    CO2

    O2

    NOX

    Normal

    175 ppm

    .6%

    14.7%

    .6%

    250 ppm

    5 Degree
    Intake
    15 Degree
    Intake
    25 Degree
    Intake
    5 Degree
    Exhaust
    15 Degree
    Exhaust
    25 Degree
    Exhaust

    166 ppm

    .5%

    14.7%

    .7%

    300 ppm

    228 ppm

    .4%

    14.5%

    .6%

    360 ppm

    675 ppm

    .9%

    13.9%

    1.3%

    58 ppm

    190 ppm

    .65%

    14.5%

    .7%

    200 ppm

    150 ppm

    .64%

    14.7%

    .5%

    242 ppm

    160 ppm

    .64%

    14.5%

    .6%

    100 ppm

    Pico scope Images

    Normal

    5 degree intake

    15 Degree intake

    25 Degree intake

    5 Degree Exhaust

    15 Degree Exhaust

    25 Degree Exhaust

    References

    Hatch, S. 2006. Computerized Engine Controls Seventh Edition

    https://mycourses.siu.edu/webct/urw/lc5116001.tp0/cobaltMainFrame.dowebct

    http://en.wikipedia.org/wiki/Variable_valve_timing

    www.Alldatapro.com

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