Current ADAP Cell ID meaning?
#1
10-25-2011, 03:47 PM
Current ADAP Cell ID meaning?
I'm have a 94 Jeep Wrangler with the 4.0 that's running rough and has a hard start. I hooked up the scan tool to see if I could find anything unusual. No codes. I checked fuel control- LT ADAP is -10which doesn't seem too bad, but what I don't understand is the parameter called Current ADAP Cell ID. It reads -29. Does this mean the computer is compensating for a rich condition?
BTW I've done the obvious stuff- cap, rotor, etc. Even replaced the crank sensor since that's a common problem. Would appreciate some expert help!
BTW I've done the obvious stuff- cap, rotor, etc. Even replaced the crank sensor since that's a common problem. Would appreciate some expert help!
#3
10-25-2011, 06:29 PM
I'm curious though-- How does "Current ADAP Cell ID" relate to "LT ADAP" and "ST ADAP"? Is the total 29% plus LT and ST ADAP? I've done a lot of searching and can't seem to find a good explanation of this anywhere.
#4
10-25-2011, 07:35 PM
FUEL CORRECTION or ADAPTIVE MEMORIES
DESCRIPTION
In Open Loop, the PCM changes pulse width without feedback from the O2 Sensors. Once the engine warms up to approximately -1.1° to 1.6°C (30° to 35° F), the PCM goes into closed loop Short Term Correction and utilizes feedback from the O2 Sensors. Closed loop Long Term Adaptive Memory is maintained above 77° to 88°C (170° to 190°F) unless the PCM senses wide open throttle. At that time the PCM returns to Open Loop operation.
OPERATION
Short Term
The first fuel correction program that begins functioning is the short term fuel correction. This system corrects fuel delivery in direct proportion to the readings from the Upstream O2 Sensor.
The PCM monitors the air/fuel ratio by using the input voltage from the O2 Sensor. When the voltage reaches its preset high or low limit, the PCM begins to add or remove fuel until the sensor reaches its switch point. The short term corrections then begin.
The PCM makes a series of quick changes in the injector pulse-width until the O2 Sensor reaches its opposite preset limit or switch point. The process then repeats itself in the opposite direction.
Short term fuel correction will keep increasing or decreasing injector pulse-width based upon the upstream O2 Sensor input. The maximum range of authority for short term memory is 25% (+/-) of base pulse-width. Short term is violated and is lost when ignition is turned OFF.
Long Term
The second fuel correction program is the long term adaptive memory. In order to maintain correct emission throughout all operating ranges of the engine, a cell structure based on engine rpm and load (MAP) is used.
The number of cells varies upon the driving conditions. Two cells are used only during idle, based upon TPS and Park/Neutral switch inputs. There may be two other cells used for deceleration, based on TPS, engine rpm, and vehicle speed. The other twelve cells represent a manifold pressure and an rpm range. Six of the cells are high rpm and the other six are low rpm. Each of these cells has a specific MAP voltage range Typical Adaptive Memory Fuel Cells.
As the engine enters one of these cells the PCM looks at the amount of short term correction being used. Because the goal is to keep short term at 0 (O2 Sensor switching at 0.5 volt), long term will update in the same direction as short term correction is moving to bring the short term back to 0. Once short term is back at 0, this long term correction factor is stored in memory.
The values stored in long term adaptive memory are used for all operating conditions, including open loop and cold starting. However, the updating of the long term memory occurs after the engine has exceeded approximately 77° to 88°C (170° to 190°F), with fuel control in closed loop and two minutes of engine run time. This is done to prevent any transitional temperature or start-up compensations from corrupting long term fuel correction.
Long term adaptive memory can change the pulse-width by as much as 25%, which means it can correct for all of short term. It is possible to have a problem that would drive long term to 25% and short term to another 25% for a total change of 50% away from base pulse-width calculation.
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:
DESCRIPTION
In Open Loop, the PCM changes pulse width without feedback from the O2 Sensors. Once the engine warms up to approximately -1.1° to 1.6°C (30° to 35° F), the PCM goes into closed loop Short Term Correction and utilizes feedback from the O2 Sensors. Closed loop Long Term Adaptive Memory is maintained above 77° to 88°C (170° to 190°F) unless the PCM senses wide open throttle. At that time the PCM returns to Open Loop operation.
OPERATION
Short Term
The first fuel correction program that begins functioning is the short term fuel correction. This system corrects fuel delivery in direct proportion to the readings from the Upstream O2 Sensor.
The PCM monitors the air/fuel ratio by using the input voltage from the O2 Sensor. When the voltage reaches its preset high or low limit, the PCM begins to add or remove fuel until the sensor reaches its switch point. The short term corrections then begin.
The PCM makes a series of quick changes in the injector pulse-width until the O2 Sensor reaches its opposite preset limit or switch point. The process then repeats itself in the opposite direction.
Short term fuel correction will keep increasing or decreasing injector pulse-width based upon the upstream O2 Sensor input. The maximum range of authority for short term memory is 25% (+/-) of base pulse-width. Short term is violated and is lost when ignition is turned OFF.
Long Term
The second fuel correction program is the long term adaptive memory. In order to maintain correct emission throughout all operating ranges of the engine, a cell structure based on engine rpm and load (MAP) is used.
The number of cells varies upon the driving conditions. Two cells are used only during idle, based upon TPS and Park/Neutral switch inputs. There may be two other cells used for deceleration, based on TPS, engine rpm, and vehicle speed. The other twelve cells represent a manifold pressure and an rpm range. Six of the cells are high rpm and the other six are low rpm. Each of these cells has a specific MAP voltage range Typical Adaptive Memory Fuel Cells.
As the engine enters one of these cells the PCM looks at the amount of short term correction being used. Because the goal is to keep short term at 0 (O2 Sensor switching at 0.5 volt), long term will update in the same direction as short term correction is moving to bring the short term back to 0. Once short term is back at 0, this long term correction factor is stored in memory.
The values stored in long term adaptive memory are used for all operating conditions, including open loop and cold starting. However, the updating of the long term memory occurs after the engine has exceeded approximately 77° to 88°C (170° to 190°F), with fuel control in closed loop and two minutes of engine run time. This is done to prevent any transitional temperature or start-up compensations from corrupting long term fuel correction.
Long term adaptive memory can change the pulse-width by as much as 25%, which means it can correct for all of short term. It is possible to have a problem that would drive long term to 25% and short term to another 25% for a total change of 50% away from base pulse-width calculation.
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:
- Fuel System Rich
- Fuel System Lean
Last edited by TNtech; 10-25-2011 at 07:40 PM.
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