Circuit/System Description
WARNING: This page is about a different car, the 2018 Chevrolet Suburban 3500 HD. However, it is still accessible from the selected car via links, so may be relevant.
The engine control module (ECM) uses the following information to calculate an expected airflow rate:
- The throttle position (TP)
- The barometric pressure (BARO)
- The manifold absolute pressure (MAP)
- The intake air temperature (IAT)
- The engine RPM
The intake flow rationality diagnostic provides the within-range rationality check for the mass air flow (MAF), manifold absolute pressure (MAP), and the throttle position (TP) sensors. This is an explicit model-based diagnostic containing 4 separate models for the intake system.
- The throttle model describes the flow through the throttle body and is used to estimate the MAF through the throttle body as a function of barometric pressure (BARO), TP, intake air temperature (IAT), and estimated MAP. The information from this model is displayed on the scan tool as the MAF Performance Test parameter.
- The first intake manifold model describes the intake manifold and is used to estimate MAP as a function of the MAF into the manifold from the throttle body and the MAF out of the manifold caused by engine pumping. The flow into the manifold from the throttle uses the MAF estimate calculated from the above throttle model. The information from this model is displayed on the scan tool as the MAP Performance Test 1 parameter.
- The second intake manifold model is identical to the first intake manifold model except that the MAF sensor measurement is used instead of the throttle model estimate for the throttle air input. The information from this model is displayed on the scan tool as the MAP Performance Test 2 parameter.
- The fourth model is created from the combination and additional calculations of the throttle model and the first intake manifold model. The information from this model is displayed on the scan tool as the TP Performance Test parameter.
The estimates of MAF and MAP obtained from this system of models and calculations are then compared to the actual measured values from the MAF, MAP and the TP sensors and to each other to determine the appropriate DTC to fail.