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Transmission Control Module, 6 Speed 0D9 (2017 My)

DQ-250 6F 0D9
DTC Fault Code Description Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters with Enable Conditions Monitoring Time Length Frequency of checks, MIL Illum
P0219 Engine Overspeed Condition
  • signal range check
  • rotational speed of gearbox input shaft exceed a maximum value
  • rotational speed> 12000 rpm
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • 500 ms
  • 2 driving cycles
P0501 Vehicle Speed Sensor "A" Circuit Range/Performance
  • plausibility check
  • calculate the speed of input shaft with the gear ratio of engaged gear on input shaft and the output shaft speed. compare the calculated speed with measured speed of input shaft
  • speed difference magnitude > 330 rpm (output speed = 500rpm)•••100 rpm (output speed>=2000 rpm)
  • gear on input shaft engaged
  • no valid CAN output speed information
  • output speed > 25 rpm OR speed of input shaft > 1000 rpm
  • terminal 15 voltage >7.5 V for more than 500 ms
  • battery voltage >9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 300 ms
  • 2 driving cycles
P0608 Control Module VSS Output "A"
  • plausibility check
  • In spite of cutted off Common High-side Switch 1 a measurable current. In spite of turned on Common High-side Switch 1 no current measurable.
  • CHS1 cutted off and CHS1-Current> 40mA CHS1 turned on and CHS1-Current< 200mA
  • one-time after reset
  • terminal 15 voltage < 18 V
  • no short-circuit current check failure of CHS1
  • common high-side switch 1 voltage > 9.2 V
  • gearbox subsystem 1 active
  • common high-side switches not deactivated by module 2
  • 300 ms
  • 2 driving cycles
  • In spite of cutted off Common High-side Switch 2 a measurable current. In spite of turned on Common High-side Switch 2 no current measurable.
  • CHS2 cutted off and CHS2-Current> 40mA CHS2 turned on and CHS2-Current< 200mA
  • In spite of cutted off Common High-side Switch 3 a measurable current. In spite of turned on Common High-side Switch 3 no current measurable.
  • CHS3 cutted off and CHS3-Current> 40mA CHS3 turned on and CHS3-Current< 200mA
P0701 Transmission Control System Range/Performance
  • signal range check
  • travel sensor voltage gearshift fork 1/3 out of plausibility range
  • voltage < 300 mV
OR
  • voltage > 4700mV
  
  • 300 ms
  • 2 driving cycles
  • travel sensor voltage gearshift fork 2/4 out of plausibility range
  • travel sensor voltage gearshift fork 5/N out of plausibility range
  • travel sensor voltage gearshift fork 6/R out of plausibility range
P0702 Transmission Control System Electrical
  • plausibility check
  • In spite of cut off Common High-side Switch 1 a measurable current. In spite of turned on Common High-side Switch 1 no current measurable.
  • CHS1 cut off and CHS1-Current> 40 mA CHS1 turned on and CHS1-Current< 200 mA
  • one-time after reset
  • terminal 15 voltage < 18 V
  • no short-circuit current check failure of CHS1
  • common high-side switch 1 voltage >9.2V
  • gearbox subsystem 1 active
  • common high-side switches not deactivated by module 2
  • 300 ms
  • 2 driving cycles
  • In spite of cut off Common High-side Switch 2 a measurable current. In spite of turned on Common High-side Switch 2 no current measurable.
  • CHS2 cut off and CHS2-Current> 40 mA CHS2 turned on and CHS2-Current< 200 mA
  • one-time after reset
  • terminal 15 voltage < 18 V
  • no short-circuit current check failure of CHS2
  • common high-side switch 2 voltage >9.2V
  • gearbox subsystem 2 active
  • common high-side switches not deactivated by module 2
  • In spite of cut off Common High-side Switch 3 a measurable current. In spite of turned on Common High-side Switch 3no current measurable.
  • CHS3 cut off and CHS3-Current> 40 mA CHS3 turned on and CHS3-Current< 200 mA
  • one-time after reset
  • terminal 15 voltage < 18 V
  • no short-circuit current check failure of CHS3 and main pressure solenoid valve
  • common high-side switch 1 and 2 voltage >9.2V
  • common high-side switches not deactivated by module 2
P0717 Input/Turbine Shaft Speed Sensor "A" Circuit No Signal
  • plausibility check
  • calculate the speed of input shaft 1 with the gear ratio of engaged gear on input shaft 1 and the output shaft speed. compare the calculated speed with measured speed of input shaft 1
  • speed difference magnitude> 330 rpm (output speed = 500rpm)•••100 rpm (output speed>=2000 rpm)
  • gear engaged on input shaft 1
  • valid CAN output speed information
  • speed of input shaft 1 < 25 rpm
  • output speed > 25 rpm
  • terminal 15 voltage >7.5 V for more than 500 ms
  • battery voltage >9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 900 ms
  • 2 driving cycles
  • calculate the speed of input shaft 2 with the gear ratio of engaged gear on input shaft 2 and the output shaft speed. compare the calculated speed with measured speed of input shaft 2
  • gear engaged on input shaft 2
  • valid CAN output speed information
  • speed of input shaft 2 < 25 rpm
  • output speed > 25 rpm
  • terminal 15 voltage >7.5 V for more than 500 ms
  • battery voltage >9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
P0729 Gear 6 Incorrect Ratio
  • synchronizing detection while the gearshift fork was controlled to engage sixth gear
  • integral that corresponds to the energy flux in the synchronization exceeds a maximum value. The integral calculation depends on synchronizing slip and duty factor of the safety valve 2
  • integral > 125
  • no slipping point adaptation of clutch 2
  • multiplexer position = 0
  • control gearshift fork valve 3 >= 5%
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 5 s
  • 2 driving cycles
P0731 Gear 1 Incorrect Ratio
  • synchronizing detection while the gearshift fork was controlled to engage first gear
  • integral that corresponds to the energy flux in the synchronization exceeds a maximum value. The integral calculation depends on synchronizing slip and duty factor of the safety valve 1
  • integral > 125
  • no slipping point adaptation of clutch 1
  • multiplexer position = 0
  • control gearshift fork valve 1 >= 5%
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 5 s
  • 2 driving cycles
P0732 Gear 2 Incorrect Ratio
  • synchronizing detection while the gearshift fork was controlled to engage second gear
  • integral that corresponds to the energy flux in the synchronization exceeds a maximum value. The integral calculation depends on synchronizing slip and duty factor of the safety valve 2
  • integral > 125
  • no slipping point adaptation of clutch 2
  • multiplexer position = 1
  • control gearshift fork valve 3>= 5%
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 5 s
  • 2 driving cycles
P0733 Gear 3 Incorrect Ratio
  • synchronizing detection while the gearshift fork was controlled to engage third gear
  • integral that corresponds to the energy flux in the synchronization exceeds a maximum value. The integral calculation depends on synchronizing slip and duty factor of the safety valve 1
  • integral > 125
  • no slipping point adaptation of clutch 1
  • multiplexer position = 0
  • control gearshift fork valve 2 >= 5%
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 5 s
  • 2 driving cycles
P0734 Gear 4 Incorrect Ratio
  • synchronizing detection while the gearshift fork was controlled to engage fourth gear
  • integral that corresponds to the energy flux in the synchronization exceeds a maximum value. The integral calculation depends on synchronizing slip and duty factor of the safety valve 2
  • integral > 125
  • no slipping point adaptation of clutch 2
  • multiplexer position = 1
  • control gearshift fork valve 4 >= 5%
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 5 s
  • 2 driving cycles
P0735 Gear 5 Incorrect Ratio
  • synchronizing detection while the gearshift fork was controlled to engage fifth gear
  • integral that corresponds to the energy flux in the synchronization exceeds a maximum value. The integral calculation depends on synchronizing slip and duty factor of the safety valve 1
  • integral > 125
  • no slipping point adaptation of clutch 1
  • multiplexer position = 1
  • control gearshift fork valve 1>= 5%
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 5 s
  • 2 driving cycles
P0736 Reverse Incorrect Ratio
  • unable to disengage the reverse gear
  • gearshift fork of reverse gear stays in shifted position in spite of control to disengage
  • gearshift fork position < synchronizing point reverse gear - 10% synchronizing point measured by a basic adjustment (reverse gear stays in shifted position) control gearshift fork
  • control gearshift fork valve 3 >= 5%
  • control safety valve 2 (ON) >= 20%
  • multiplexer position = 0
  • desired main pressure > 2 bar
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 6000 ms
  • 2 driving cycles
  • synchronizing detection while the gearshift fork was controlled to engage reverse gear
  • integral that corresponds to the energy flux in the synchronization exceeds a maximum value. The integral calculation depends on synchronizing slip and duty factor of the safety valve 2
  • integral > 125
  • no slipping point adaptation of clutch 1
  • multiplexer position = 0
  • control gearshift fork valve 4 >= 5%
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 5 s
P0746 Pressure Control Solenoid "A" Performance/Stuck Off
  • pressure integral monitoring
  • integral of actual pressure minus desired pressure minus drain exceeds a maximum value
  • pressure integral>= 0.1 bar*s
  • desired pressure <= adapted clutch slipping point + 1 bar
  • standing vehicle with accelerator pedal < 0.1%
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 500 rpm
  • 300 ms
  • 2 driving cycles
  • open-circuit check
  • desired valve current of clutch 1 exceeds a threshold simultaneous the actual valve current is smaller than a second threshold
  • desired current> 350 mA actual current< 50 mA
  • common high-side switch 1 on, not defect and voltage > 9.2 V
  • gearbox subsystem 1 active
  • common high-side switches not deactivated by module 2
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
P0747 Pressure Control Solenoid "A" Stuck On
  • pressure buildup monitoring
  • the number of successive pressure buildup failure of clutch 1 reaches a maximum value
  • counter > 2
  • engaged gear on input shaft 1
  • desired pressure >adapted clutch slipping point - 0.2 bar
  • output speed < 200 rpm
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 0 ms
  • 2 driving cycles
  • short-circuit current check
  • comparison of actual valve current with desired valve current of clutch 1
  • actual current>desired current and (actual current- desired current)> 200 mA for more than 200 ms
  • common high-side switch 1 on, not defect and voltage > 9.2 V
  • gearbox subsystem 1 active
  • common high-side switches not deactivated by module 2
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 200 ms
P0751 Shift Solenoid "A" Performance/Stuck Off
  • open-circuit check
  • Comparison of residual current of gearbox subsystem 1 (total current at common high-side switch 1 - actual current of clutch 1) at switching point of control gearshift fork valve 1 with residual current at permanent control of control gearshift fork valve 1
  • difference of residual current<= 200 mA (supply voltage at common high-side 1=7 V).. 450 mA (supply voltage at common high-side 1=13 V)
  • common high-side switch 1 on, not defect and voltage > 9.2 V
  • gearbox subsystem 1 active
  • common high-side switches not deactivated by module 2
  • change of supply voltage < 1 V
  • duty factor change of safety valve 1 (control of safety valve 1 is stable) <= 5%
  • duty factor change of gearshift fork valve 2 (control of gearshift fork valve 2 is stable) <= 5%
  • duty factor of control gearshift fork valve 1 and steady state time > 70%
  • terminal 15 voltage > 9V for more than 500ms
  • engine speed > 680 rpm
  • 300 ms
  • 2 driving cycles
P0756 Shift Solenoid "B" Performance/Stuck Off
  • open-circuit check
  • Comparison of residual current of gearbox subsystem 1 (total current at common high-side switch 1 - actual current of clutch 1) at switching point of control gearshift fork valve 2 with residual current at permanent control of control gearshift fork valve 2
  • difference of residual current<= 200 mA (supply voltage at common high-side 1=7 V).. 450 mA (supply voltage at common high-side 1=13 V)
  • common high-side switch 1 on, not defect and voltage > 9.2 V
  • gearbox subsystem 1 active
  • common high-side switches not deactivated by module 2
  • change of supply voltage < 1 V
  • duty factor change of safety valve 1 (control of safety valve 1 is stable) <= 5%
  • duty factor change of gearshift fork valve 1 (control of gearshift fork valve 1 is stable) <= 5%
  • duty factor of control gearshift fork valve 2 > 70% and steady state time >= 50ms
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 300 ms
  • 2 driving cycles
P0761 Shift Solenoid "C" Performance/Stuck Off
  • open-circuit check
  • Comparison of residual current of gearbox subsystem 2 (total current at common high-side switch 2 - actual current of clutch 2) at switching point of control gearshift fork valve 3 with residual current at permanent control of control gearshift fork valve 3
  • difference of residual current<= 200 mA (supply voltage at common high-side 2=7 V).. 450 mA (supply voltage at common high-side 2=13 V)
  • common high-side switch 2 on, not defect and voltage > 9.2 V
  • gearbox subsystem 2 active
  • common high-side switches not deactivated by module 2
  • change of supply voltage < 1 V
  • duty factor change of safety valve 2 <= 5% (control of safety valve 2 is stable)
  • duty factor change of gearshift fork valve 4 <= 5% (control of gearshift fork valve 4 is stable)
  • duty factor of control gearshift fork valve 3 > 70% and steady state time >= 50 ms
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 300 ms
  • 2 driving cycles
P0766 Shift Solenoid "D" Performance/Stuck Off
  • open-circuit check
  • Comparison of residual current of gearbox subsystem 2 (total current at common high-side switch 2 - actual current of clutch 2) at switching point of control gearshift fork valve 4 with residual current at permanent control of control gearshift fork valve 4
  • difference of residual current<= 200 mA (supply voltage at common high-side 2=7 V).. 450 mA (supply voltage at common high-side 2=13 V)
  • common high-side switch 2 on, not defect and voltage > 9.2 V
  • gearbox subsystem 2 active
  • common high-side switches not deactivated by module 2
  • change of supply voltage < 1 V
  • duty factor change of safety valve 2 <= 5% (control of safety valve 2 is stable)
  • duty factor change of gearshift fork valve 3 <= 5% (control of gearshift fork valve 3 is stable)
  • duty factor of control gearshift fork valve 4 > 70% and steady state time >= 50 ms
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 300 ms
  • 2 driving cycles
P0771 Shift Solenoid "E" Performance/Stuck Off
  • open-circuit check
  • Comparison of residual current of central control (total current at common high-side switch 3 - actual current of main pressure valve and cooling oil valve) at switching point of multiplexer valve with residual current at permanent control of multiplexer valve
  • difference of residual current <= 150 mA (maximum of supply voltage at common high-side 1.2 and terminal 15 =7 V).. 300 mA (maximum of supply voltage at common high-side 1.2 and terminal 15 =13 V)
  • common high-side switch 3 on and not defect
  • no short-circuit current check failure of main pressure solenoid valve
  • common high-side switch 1 and 2 voltage > 9.2 V
  • common high-side switches not deactivated by module 2
  • change of supply voltage < 1 V
  • multiplexer valve is controlled and steady state time >= 50 ms
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
    
P0776 Pressure Control Solenoid "B" Performance/Stuck Off
  • pressure integral monitoring
  • integral of actual pressure minus desired pressure minus drain exceeds a maximum value
  • pressure integral >= 0.1 bar*s
  • desired pressure <= adapted clutch slipping point + 1 bar
  • standing vehicle with accelerator pedal < 0.1%
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 300 ms
  • 2 driving cycles
  • open-circuit check
  • desired valve current of clutch 2 exceeds a threshold simultaneous the actual valve current is smaller than a second threshold
  • desired current> 350 mA actual current< 50 mA
  • common high-side switch 2 on, not defect and voltage > 9.2 V
  • gearbox subsystem 2 active
  • common high-side switches not deactivated by module 2
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
P0777 Pressure Control Solenoid "B" Stuck On
  • pressure buildup monitoring
  • the number of successive pressure buildup failure of clutch 2 reaches a maximum value
  • counter > 2
  • engaged gear on input shaft 2
  • desired pressure > adapted clutch slipping point - 0.2 bar
  • output speed < 200 rpm
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 0 ms
  • 2 driving cycles
  • short-circuit current check
  • comparison of actual valve current with desired valve current of clutch 2
  • actual current >desired current and (actual current- desired current) > 200 mA for more than 200 ms
  • common high-side switch 2 on, not defect and voltage > 9.2 V
  • gearbox subsystem 2 active
  • common high-side switches not deactivated by module 2
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 200 ms
P0781 1-2 Shift
  • unable to disengage the first gear
  • gearshift fork of first gear stays in shifted position in spite of control to disengage
  • gearshift fork position > synchronizing point first gear + 10% synchronizing point measured by a basic adjustment (first gear stays in shifted position) control gearshift fork valve 2 >= 5%
  • control safety valve 1 (ON) >= 20%
  • multiplexer position = 0
  • desired main pressure > 2 bar
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 6000 ms
  • 2 driving cycles
P0782 2-3 Shift
  • unable to disengage the second gear
  • gearshift fork of second gear stays in shifted position in spite of control to disengage
  • gearshift fork position < synchronizing point second gear - 10% synchronizing point measured by a basic adjustment (second gear stays in shifted position) control gearshift fork valve 4 >= 5%
  • control safety valve 1 (ON) >= 20%
  • multiplexer position = 1
  • desired main pressure > 2 bar
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 6000 ms
  • 2 driving cycles
P0783 3-4 Shift
  • unable to disengage the third gear
  • gearshift fork of third gear stays in shifted position in spite of control to disengage
  • gearshift fork position < synchronizing point third gear - 10% synchronizing point measured by a basic adjustment (third gear stays in shifted position) control gearshift fork valve 1 >= 5%
  • control safety valve 1 (ON) >= 20%
  • multiplexer position = 0
  • desired main pressure > 2 bar
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 6000 ms
  • 2 driving cycles
P0784 4-5 Shift
  • unable to disengage the fourth gear
  • gearshift fork of fourth gear stays in shifted position in spite of control to disengage
  • gearshift fork position > synchronizing point fourth gear + 10% synchronizing point measured by a basic adjustment (fourth gear stays in shifted position) control gearshift fork valve 3 >= 5%
  • control safety valve 2 (ON) >= 20%
  • multiplexer position = 1
  • desired main pressure > 2 bar
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 6000 ms
  • 2 driving cycles
P0791 Intermediate Shaft Speed Sensor "A" Circuit
  • signal range check
  • rotational speed of input shaft 1 exceed a maximum value
OR
  • rotational speed of input shaft 2 exceed a maximum value
  • rotational speed > 12000 rpm
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • 140 ms
  • 2 driving cycles
P0797 Pressure Control Solenoid "C" Stuck On
  • short-circuit current check
  • comparison of actual valve current with desired valve current of main pressure solenoid valve
  • actual current>desired current and (actual current- desired current) > 200 mA for more than 300 ms
  • common high-side switch 3 on and not defect
  • common high-side switch 1 and 2 voltage > 9.2 V
  • common high-side switches not deactivated by module 2
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 300 ms
  • 2 driving cycles
P0829 5-6 Shift
  • unable to disengage the fifth gear
  • gearshift fork of fifth gear stays in shifted position in spite of control to disengage
  • gearshift fork position > synchronizing point fifth gear + 10% synchronizing point measured by a basic adjustment (fifth gear stays in shifted position) control gearshift fork valve 2 >= 5%
  • control safety valve 1(ON) >= 20%
  • multiplexer position = 1
  • desired main pressure > 2 bar
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 600 rpm for more than 500 ms
  • 6000 ms
  • 2 driving cycles
  • unable to disengage the sixth gear
  • gearshift fork of sixth gear stays in shifted position in spite of control to disengage
  • gearshift fork position > synchronizing point sixth gear + 10% synchronizing point measured by a basic adjustment (sixth gear stays in shifted position) control gearshift fork valve 4 >= 5%
  • control safety valve 2 (ON) >= 20%
  • multiplexer position = 0
  • desired main pressure > 2 bar
  • no main pressure loss
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 600 rpm for more than 500 ms
P0840 Transmission Fluid Pressure Sensor/Switch "A" Circuit
  • signal range check
  • pressure sensor voltage clutch 1 out of plausibility range
  • voltage < 100 mV
OR
  • voltage > 4900 mV
  
  • 300 ms
  • 2 driving cycles
P0841 Transmission Fluid Pressure Sensor/Switch "A" Circuit Range/Performance
  • overpressure monitoring
  • hydraulic pressure of clutch 1 exceeds a maximum value
  • pressure>= 15.5 bar
  • signal range check is correct
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 1000 ms
  • 2 driving cycles
P0845 Transmission Fluid Pressure Sensor/Switch "B" Circuit
  • pressure sensor voltage clutch 2 out of plausibility range
  • pressure sensor voltage clutch 2 out of plausibility range
  • voltage < 100 mV
OR
  • voltage > 4900 mV
  
  • 300 ms
  • 2 driving cycles
P0846 Transmission Fluid Pressure Sensor/Switch "B" Circuit Range/Performance
  • overpressure monitoring
  • hydraulic pressure of clutch 2 exceeds a maximum value
  • pressure >= 15.5 bar
  • signal range check is correct
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 1000 ms
  • 2 driving cycles
P0864 TCM Communication Circuit Range/Performance
  • buss off detection of the microcontroller
    
  • terminal 15 voltage > 9 V for more than 1000 ms
  • >1000 ms after reset
  • 80 ms
  • 2 driving cycles
P0890 TCM Power Relay Sense Circuit Low
  • short-circuit current check
  • Detection by hardware circuit
  • current > 8.5 A
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • 200 ms
  • 2 driving cycles
P0914 Gear Shift Position Circuit
  • time out detection of the question and answer diagnosis
  • if time out of the question and answer diagnosis is detected increment an event counter
  • time out threshold> 100 ms
  • gear message for selector lever is transmittable and selector lever message is receivable
  • no failure of selector lever CAN messages
  • time after Reset > 100 ms
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • 300 ms
  • 2 driving cycles
  • plausibility check of selector lever
  • selector lever position is not equal to negation of the inverse selector lever position
OR
  • selector lever position equals initialization value
OR
  • selector lever position equals error value
OR
  • selector lever position is equal to negation of the inverse selector lever position but no valid position
  • selector lever position == Position 1 or Position 2 or Position 3 or Position 4 or Position L
  • no bus off error
  • no error failure of all CAN messages
  • no failure of selector lever CAN messages
  • time after Reset > 1600 ms
  • terminal 15 voltage > 9 V for more than 1600 ms
  • 1000 ms
  • question and answer diagnosis
  • failure of question and answer diagnosis
  
  • 1500 ms
P0919 Gear Shift Position Control Error
  • evaluation the error signal of selector lever CAN message
  • error flag of not determinable selector lever position is set
  
  • no failure of selector lever CAN messages
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 20 ms
  • 2 driving cycles
  • validity check of selector lever position
  • if the selector lever position is equal to negation of the inverse selector lever position but is not valid (position == L, P4, P3, P2, or P1)
AND
  • is not in error state (position != error)
AND
  • initialization value with the initialization flag not set then increment an event counter
  • no failure of selector lever CAN messages
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • error detection of the question and answer diagnosis
  • if the answer of the diagnosis is wrong an event counter is incremented
  • no failure of selector lever CAN messages
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • 100 ms
  • plausibility check of selector lever position
  • if the selector lever position is not equal to negation of the inverse selector lever position
OR
  • selector lever position equals initialization value but the initialization flag is not set
OR
  • selector lever position equals error value then increment an event counter
  • no failure of selector lever CAN messages
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 400 ms
P0929 Gear Shift Lock Solenoid/Actuator Control Circuit "A" Range/Performance
  • validity check of shiftlock position signal
  • if the shiftlock position signal is not valid (position != error, deactive, active or init) increment an event counter
  
  • no failure of selector lever CAN messages
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • 20 ms
  • 2 driving cycles
P2711 Unexpected Mechanical Gear Disengagement
  • unable to engage a gear on shaft 1
  • the number of successive engagements of the same gear on shaft 1 exceeds a maximum value
  • counter>=6
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • 0 ms
  • 2 driving cycles
  • unable to engage a gear on shaft 2
  • the number of successive engagements of the same gear on shaft 2 exceeds a maximum value
  • detect disengagement of gears on shaft 1 without control
  • In spite of a constant desired gear disengagement counter exceeds a maximum value
  • counter>3
  • battery voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm for more than 500 ms
  • output speed >= 12 rpm
  • detect disengagement of gears on shaft 2 without control
  • In spite of a constant desired gear disengagement counter exceeds a maximum value
P2723 Pressure Control Solenoid "E" Performance/Stuck Off
  • open-circuit check
  • residual current of gearbox subsystem 1 (total current at common high-side switch 1 - actual current of clutch 1) is smaller than a minimum value
  • residual current <= 150 mA (supply voltage at common high-side 1=7 V).. 300 mA (supply voltage at common high-side 1=13 V)
  • common high-side switch 1 on, not defect and voltage > 9.2 V
  • gearbox subsystem 1 active
  • common high-side switches not deactivated by module 2
  • change of supply voltage < 1 V
  • duty factor of control gearshift fork valve 1 and 2 <= 10 %
  • duty factor of safety valve 1 >= 53% and steady state time >= 50 ms
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 300 ms
  • 2 driving cycles
P2732 Pressure Control Solenoid "F" Performance/Stuck Off
  • open-circuit check
  • residual current of gearbox subsystem 2 (total current at common high-side switch 2 - actual current of clutch 2) is smaller than a minimum value
  • residual current <= 150 mA (supply voltage at common high-side 2=7 V).. 300 mA (supply voltage at common high-side 2=13 V)
  • common high-side switch 2 on, not defect and voltage > 9.2 V
  • gearbox subsystem 2 active
  • common high-side switches not deactivated by module 2
  • change of supply voltage < 1 V
  • duty factor of control gearshift fork valve 3 and <= 10 %
  • duty factor of safety valve 2 >= 53% and steady state time >= 50 ms
  • terminal 15 voltage > 9 V for more than 500 ms
  • engine speed > 680 rpm
  • 300 ms
  • 2 driving cycles
U0100 Lost Communication With ECM/PCM "A"
  • Timeout Check
  • failure of all CAN engine messages
  • time-out for more than 490 ms
  • no bus off error
  • no error failure of all CAN messages
  • terminal 15 voltage > 9 V for more than 1000 ms
  • >1000 ms after reset
  • 490 ms
  • 2 driving cycles
  • failure of one or more CAN engine messages (but not all CAN engine messages)
  • time-out for more than 1010 ms
  • no bus off error
  • no error failure of all CAN messages
  • no error failure of all CAN engine messages
  • terminal 15 voltage > 9 V for more than 1000 ms
  • >1000 ms after reset
  • 1010 ms
  • failure of all CAN messages but gearbox is still in position to send
  • time-out for more than 450 ms
  • terminal 15 voltage > 9 V for more than 1000 ms
  • >1000 ms after reset
  • 450 ms
U0103 Lost Communication With Gear Shift Control Module "A"
  • Timeout Check
  • failure of selector lever CAN messages
  • time-out for more than 490 ms
  • kein Bus off Fehler no bus off error
  • no error failure of all CAN messages
  • terminal 15 voltage > 9 V for more than 1000 ms, >1000 ms after reset
  • 490 ms
  • 2 driving cycles
U0404 Invalid Data Received From Gear Shift Control Module "A"
  • evaluation of selector lever CAN message counter
  • if the value of message counter is permanent constant or change exceeds a threshold increment an event counter
  • maximum change of message counter > 5
  • no failure of selector lever CAN messages
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • 50 ms
  • 2 driving cycles
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