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Transmission Control Module, 6 Speed 0D9 (2018 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
  • Speed sensor of gearbox input shaft signal range check
  • Rotational speed of gearbox input shaft exceed a maximum value
  • Rotational speed > 12, 000 RPM
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • 500.0 ms
  • 2 driving cycles
P0501 Vehicle Speed Sensor "A" Circuit Range/Performance
  • Output speed sensor 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 = 500 RPM) - 100 RPM (output speed >= 2, 000 RPM)
  • Gear on input shaft engaged
  • No valid CAN output speed information
  • Output speed > 25 RPM
  • Or
  • Speed of input shaft > 1, 000 RPM
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 6.3 s
  • 2 driving cycles
P0606 Control Module Processor
  • Common high-side switch 1 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
  • CHS 1 cut off and CHS 1 - current > 40.0 mA
  • CHS 1 turned on and CHS 1 - current < 200.0 mA
  • One time after reset
  • Terminal 15 voltage < 18.0 V
  • No short-circuit current check failure of CHS 1
  • Common high-side switch 1 voltage > 9.2 V
  • Gearbox subsystem 1 active
  • Common high-side switches not deactivated by module 2
  • 300.0 ms
  • 2 driving cycles
  • Common high-side switch 2 plausibility check
  • 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
  • CHS 2 cut off and CHS 2 - current > 40.0 mA
  • CHS 2 turned on and CHS 2 - current < 200.0 mA
  • One time after reset
  • Terminal 15 voltage < 18.0 V
  • No short-circuit current check failure of CHS 2
  • Common high-side switch 2 voltage > 9.2 V
  • Gearbox subsystem 2 active
  • Common high-side switches not deactivated by module 2
P0607 Control Module Performance
  • Travel sensor for gearshift fork of 1/3 gear signal range check
  • Travel sensor voltage gearshift fork 1/3 out of plausibility range
  • Voltage < 300.0 mV
  • Or
  • Voltage > 4, 700.0 mV
  
  • 300.0 ms
  • 2 driving cycles
  • Travel sensor for gearshift fork of 2/4 gear signal range check
  • Travel sensor voltage gearshift fork 2/4 out of plausibility range
  • Travel sensor for gearshift fork of 5/N gear signal range check
  • Travel sensor voltage gearshift fork 5/N out of plausibility range
  • Travel sensor for gearshift fork of 6/R gear signal range check
  • Travel sensor voltage gearshift fork 6/R out of plausibility range
P0608 Control Module VSS Output "A"
  • Common high-side switch 3 plausibility check
  • In spite of cut off common high-side switch 3 a measurable current
  • In spite of turned on common high-side switch 3 no current measurable
  • CHS 3 cut off and CHS 3 - current > 40.0 mA
  • CHS 3 turned on and CHS 3 - current < 200.0 mA
  • One time after reset
  • Terminal 15 voltage < 18.0 V
  • No short-circuit current check failure of CHS 3 and main pressure solenoid valve
  • Common high-side switch 1 and 2 voltage > 9.2 V
  • Common high-side switches not deactivated by module 2
  • 300.0 ms
  • 2 driving cycles
P0717 Input/Turbine Shaft Speed Sensor "A" Circuit No Signal
  • Speed sensor input shaft 1 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 = 500 RPM) - 100 RPM (output speed >= 2, 000 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 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 900.0 ms
  • 2 driving cycles
P072B Stuck In Reverse
  • Gearbox mechatronic 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 -10.0% synchronizing point measured by a basic adjustment (reverse gear stays in shifted position)
  • Control gearshift fork valve 3 >= 5.0%
  • Control safety valve 2 (on) >= 20.0%
  • Multiplexer position == 0.0 [-]
  • Desired main pressure > 2.0 bar
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 6, 000.0 ms
  • 2 driving cycles
P072C Stuck in Gear 1
  • Gearbox mechatronic 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 +10.0% synchronizing point measured by a basic adjustment (first gear stays in shifted position)
  • Control gearshift fork valve 2 >= 5.0%
  • Control safety valve 1 (on) >= 20.0%
  • Multiplexer position == 0.0 [-]
  • Desired main pressure > 2.0 bar
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 6, 000.0 ms
  • 2 driving cycles
P072D Stuck in Gear 2
  • Gearbox mechatronic 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 -10.0% synchronizing point measured by a basic adjustment (second gear stays in shifted position)
  • Control gearshift fork valve 4 >= 5.0%
  • Control safety valve 2 (on) >= 20.0%
  • Multiplexer position == 1.0 [-]
  • Desired main pressure > 2.0 bar
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 6, 000.0 ms
  • 2 driving cycles
P072E Stuck in Gear 3
  • Gearbox mechatronic 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 -10.0% synchronizing point measured by a basic adjustment (third gear stays in shifted position)
  • Control gearshift fork valve 1 >= 5.0%
  • Control safety valve 1 (on) >= 20.0%
  • Multiplexer position == 0.0 [-]
  • Desired main pressure > 2.0 bar
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 6, 000.0 ms
  • 2 driving cycles
P072F Stuck in Gear 4
  • Gearbox mechatronic 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 +10.0% synchronizing point measured by a basic adjustment (fourth gear stays in shifted position)
  • Control gearshift fork valve 3 >= 5.0%
  • Control safety valve 2 (on) >= 20.0%
  • Multiplexer position == 1.0 [-]
  • Desired main pressure > 2.0 bar
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 6, 000.0 ms
  • 2 driving cycles
P073A Stuck in Gear 5
  • Gearbox mechatronic 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 +10.0% synchronizing point measured by a basic adjustment (fifth gear stays in shifted position)
  • Control gearshift fork valve 2 >= 5.0%
  • Control safety valve 2 (on) >= 20.0%
  • Multiplexer position == 1.0 [-]
  • Desired main pressure > 2.0 bar
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 6, 000.0 ms
  • 2 driving cycles
P073B Stuck in Gear 6
  • Gearbox mechatronic 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 +10.0% synchronizing point measured by a basic adjustment (sixth gear stays in shifted position)
  • Control gearshift fork valve 4 >= 5.0%
  • Control safety valve 2 (on) >= 20.0%
  • Multiplexer position == 0.0 [-]
  • Desired main pressure > 2.0 bar
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 6, 000.0 ms
  • 2 driving cycles
P073E Unable to Engage Reverse
  • Gearbox mechatronic 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 > 125.0 [-]
  • No slipping point
  • Adaptation of clutch 1
  • Multiplexer position == 0.0 [-]
  • Control gearshift fork valve 4 >= 5.0%
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 5.0 s
  • 2 driving cycles
P073F Unable to Engage Gear 1
  • Gearbox mechatronic 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 > 125.0 [-]
  • No slipping point
  • Adaptation of clutch 1
  • Multiplexer position == 0.0 [-]
  • Control gearshift fork valve 1 >= 5.0%
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 5.0 s
  • 2 driving cycles
P0746 Pressure Control Solenoid "A" Performance/Stuck Off
  • Solenoid valve clutch 1 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 > 350.0 mA
  • Actual current < 50.0 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 > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P0747 Pressure Control Solenoid "A" Stuck On
  • Solenoid valve clutch 1 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) > 200.0 mA
  • For more than 200.0 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 > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 200.0 ms
  • 2 driving cycles
P074A Unable To Engage Gear 2
  • Gearbox mechatronic 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 > 125.0 [-]
  • No slipping point
  • Adaptation of clutch 2
  • Multiplexer position == 1.0 [-]
  • Control gearshift fork valve 3 >= 5.0%
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 5.0 s
  • 2 driving cycles
P074B Unable To Engage Gear 3
  • Gearbox mechatronic 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 > 125.0 [-]
  • No slipping point
  • Adaptation of clutch 1
  • Multiplexer position == 0.0 [-]
  • Control gearshift fork valve 2 >= 5.0%
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 5.0 s
  • 2 driving cycles
P074C Unable To Engage Gear 4
  • Gearbox mechatronic 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 > 125.0 [-]
  • No slipping point
  • Adaptation of clutch 2
  • Multiplexer position == 1.0 [-]
  • Control gearshift fork valve 4 >= 5.0%
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 5.0 s
  • 2 driving cycles
P074D Unable To Engage Gear 5
  • Gearbox mechatronic 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 > 125.0 [-]
  • No slipping point
  • Adaptation of clutch 1
  • Multiplexer position == 1.0 [-]
  • Control gearshift fork valve 1 >= 5.0%
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 5.0 s
  • 2 driving cycles
P074E Unable To Engage Gear 6
  • Gearbox mechatronic 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 > 125.0 [-]
  • No slipping point
  • Adaptation of clutch 2
  • Multiplexer position == 0.0 [-]
  • Control gearshift fork valve 3 >= 5.0%
  • No main pressure loss
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 5.0 s
  • 2 driving cycles
P0751 Shift Solenoid "A" Performance/Stuck Off
  • Gearshift fork valve 1 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 <= 200.0 mA
  • (Supply voltage at common high-side 1.0 = 7.0 V) - 450.0 mA (supply voltage at common high-side 1.0 = 13.0 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 < 1.0 V
  • Duty factor change of safety valve 1 (control of safety valve 1 is stable) <= 5.0%
  • Duty factor change of gearshift fork valve 2 (control of gearshift fork valve 2 is stable) <= 5.0%
  • Duty factor of control gearshift fork valve 1 > 70.0%
  • And
  • Steady state time >= 50.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P0756 Shift Solenoid "B" Performance/Stuck Off
  • Gearshift fork valve 3 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 <= 200.0 mA
  • (Supply voltage at common high-side 2.0 = 7.0 V) - 450.0 mA (supply voltage at common high-side 2.0 = 13.0 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 < 1.0 V
  • Duty factor change of safety valve 2 (control of safety valve 2 is stable) <= 5.0%
  • Duty factor change of gearshift fork valve 4 (control of gearshift fork valve 4 is stable) <= 5.0%
  • Duty factor of control gearshift fork valve 3 > 70.0%
  • And
  • Steady state time >= 50.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P0761 Shift Solenoid "C" Performance/Stuck Off
  • Gearshift fork valve 2 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 <= 200.0 mA
  • (Supply voltage at common high-side 1.0 = 7.0 V) - 450.0 mA (supply voltage at common high-side 1.0 = 13.0 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 < 1.0 V
  • Duty factor change of safety valve 1 (control of safety valve 1 is stable) <= 5.0%
  • Duty factor change of gearshift fork valve 1 (control of gearshift fork valve 1 is stable) <= 5.0%
  • Duty factor of control gearshift fork valve 2 > 70.0%
  • And
  • Steady state time >= 50.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P0766 Shift Solenoid "D" Performance/Stuck Off
  • Gearshift fork valve 4 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 <= 200.0 mA
  • (Supply voltage at common high-side 2.0 = 7.0 V) - 450.0 mA (supply voltage at common high-side 2.0 = 13.0 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 < 1.0 V
  • Duty factor change of safety valve 2 (control of safety valve 2 is stable) <= 5.0%
  • Duty factor change of gearshift fork valve 3 (control of gearshift fork valve 3 is stable) <= 5.0%
  • Duty factor of control gearshift fork valve 4 > 70.0%
  • And
  • Steady state time >= 50.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P0771 Shift Solenoid "E" Performance/Stuck Off
  • Multiplexer valve 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 <= 150.0 mA
  • (Maximum of supply voltage at common high-side 1, 2 and terminal 15 = 7.0 V) - 300.0 mA (maximum of supply voltage at common high-side 1, 2
  • And
  • Terminal 15 = 13.0 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 < 1.0 V
  • Multiplexer valve is controlled and steady state time >= 5.0%
  • Terminal 15 voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P0776 Pressure Control Solenoid "B" Performance/Stuck Off
  • Solenoid valve clutch 2 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 > 350.0 mA
  • Actual current < 50.0 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 > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P0777 Pressure Control Solenoid "B" Stuck On
  • Solenoid valve clutch 2 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) > 200.0 mA
  • For more than 200.0 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 > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 200.0 ms
  • 2 driving cycles
P0791 Intermediate Shaft Speed Sensor "A" Circuit
  • Speed sensor input shaft 1 signal range check
  • Rotational speed of input shaft 1 exceed a maximum value
  • Rotational speed > 12, 000 RPM
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • 140.0 ms
  • 2 driving cycles
  • Speed sensor input shaft 2 signal range check
  • Rotational speed of input shaft 2 exceed a maximum value
P0797 Pressure Control Solenoid "C" Stuck On
  • Main pressure solenoid valve 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) > 200.0 mA
  • For more than 300.0 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 > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P0805 Clutch Position Sensor "A" Circuit
  • Pressure sensor clutch 1 signal range check
  • Pressure sensor voltage clutch 1 out of plausibility range
  • Voltage < 100.0 mV
  • Or
  • Voltage > 4, 900.0 mV
  
  • 300.0 ms
  • 2 driving cycles
P0810 Clutch Position Control Error
  • Pressure of clutch 1 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 + 1.0 bar
  • Standing vehicle with accelerator pedal < 0.1%
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
  • Pressure of clutch 1 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 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 1, 000.0 ms
  • Pressure of clutch 1 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 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 0.0 ms
  • Pressure of clutch 2 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 + 1.0 bar
  • Standing vehicle with accelerator pedal < 0.1%
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • Pressure of clutch 2 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 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 1, 000.0 ms
  • Pressure of clutch 2 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 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 0.0 ms
P087A Clutch Position Sensor "B" Circuit
  • Pressure sensor clutch 2 signal range check
  • Pressure sensor voltage clutch 2 out of plausibility range
  • Voltage < 100.0 mV
  • Or
  • Voltage > 4, 900.0 mV
  
  • 300.0 ms
  • 2 driving cycles
P0914 Gear Shift Position Circuit "A"
  • CAN interface selector lever 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 > 1, 100.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 1, 100.0 ms
  • 1, 000.0 ms
  • 2 driving cycles
  • CAN interface selector lever question and answer diagnosis
  • Failure of question and answer diagnosis
  
  • No bus off error
  • No error failure of all CAN messages
  • No failure of selector lever CAN messages
  • Time after reset > 3, 100.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 3, 100.0 ms
  • 1, 500.0 ms
P0919 Gear Shift Position Control Error
  • CAN interface selector lever 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 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 20.0 ms
  • 2 driving cycles
  • CAN interface selector lever 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 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • no failure of selector lever CAN messages
  • terminal 15 voltage > 7.5 V for more than 500 ms
  • 400.0 ms
  • CAN interface selector lever 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
  • Equals not the 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 500.0 ms
  • 20.0 ms
  • CAN interface selector lever validity check of shiftlock position signal
  • If the shiftlock position signal is not valid (position != error, deactive, active or init) increment an event counter
  • CAN interface selector lever 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 > 100.0 ms
  • Gear message for selector lever is transmittable
  • And
  • Selector lever message is receivable
  • No failure of selector lever CAN messages
  • Time after reset > 100.0 ms
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • 300.0 ms
  • CAN interface selector lever 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 500.0 ms
  • 100.0 ms
P2711 Unexpected Mechanical Gear Disengagement
  • Gearbox mechatronic 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 >= 6.0 [-]
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 0.0 ms
  • 2 driving cycles
  • Gearbox mechatronic unable to engage a gear on shaft 2
  • The number of successive engagements of the same gear on shaft 2 exceeds a maximum value
  • Gearbox mechatronic detect disengagement of gears on shaft 1 without control
  • In spite of a constant desired gear disengagement counter exceeds a maximum value
  • Counter > 3.0 [-]
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • Output speed >= 12 RPM
  • Gearbox mechatronic 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
  • Safety valve 1 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 <= 150.0 mA (supply voltage at common high-side 1.0 = 7.0 V) - 300.0 mA (supply voltage at common high-side 1.0 = 13.0 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 < 1.0 V
  • Duty factor of control gearshift fork valve 1 and 2 <= 10.0%
  • Duty factor of safety valve 1 >= 53.0%
  • And
  • Steady state time >= 50.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P2732 Pressure Control Solenoid "F" Performance/Stuck Off
  • Safety valve 2 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 <= 150.0 mA (supply voltage at common high-side 2.0 = 7.0 V) - 300.0 mA (supply voltage at common high-side 2.0 = 13.0 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 < 1.0 V
  • Duty factor of control gearshift fork valve 3 and 4 <= 10.0%
  • Duty factor of safety valve 2 >= 53.0%
  • And
  • Steady state time >= 50.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • 300.0 ms
  • 2 driving cycles
P2767 Input/Turbine Shaft Speed Sensor "B" Circuit No Signal
  • Speed sensor input shaft 2 plausibility check
  • 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
  • Speed difference magnitude > 330 RPM (output speed = 500 RPM) - 100 RPM (output speed >= 2, 000 RPM)
  • 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 500.0 ms
  • Battery voltage > 9.0 V
  • For more than 500.0 ms
  • Engine speed > 680 RPM
  • For more than 500.0 ms
  • 900.0 ms
  • 2 driving cycles
U0001 High Speed CAN Communication Bus
  • CAN-Bus off detection of the microcontroller
    
  • Terminal 15 voltage > 9.0 V
  • For more than 2, 500.0 ms
  • > 2, 500.0 ms after reset
  • 280.0 ms
  • 2 driving cycles
U0002 High Speed CAN Communication Bus Performance
  • CAN total interface message time-out detection
  • Failure of all CAN messages but gearbox is still in position to send
  • Time-out for more than 450.0 ms
  • Terminal 15 voltage > 9.0 V
  • For more than 2, 500.0 ms
  • > 2, 500.0 ms after reset
  • 450.0 ms
  • 2 driving cycles
U0100 Lost Communication With ECM/PCM "A"
  • CAN interface engine control unit message time-out detection
  • Failure of main CAN engine message
  • Time-out for more than 490.0 ms
  • No bus off error
  • No error failure of all CAN messages
  • Terminal 15 voltage > 9.0 V
  • For more than 2, 500.0 ms
  • > 2, 500.0 ms after reset
  • 490.0 ms
  • 2 driving cycles
U0103 Lost Communication With Gear Shift Control Module "A"
  • CAN interface selector lever message time-out detection
  • Failure of selector lever CAN messages
  • Time-out for more than 490.0 ms
  • No bus off error
  • No error failure of all CAN messages
  • Terminal 15 voltage > 9.0 V
  • For more than 2, 500.0 ms
  • > 2, 500.0 ms after reset
  • 490.0 ms
  • 2 driving cycles
U0404 Invalid Data Received From Gear Shift Control Module "A"
  • CAN interface selector lever 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 > 5.0 [-]
  • No failure of selector lever CAN messages
  • Terminal 15 voltage > 7.5 V
  • For more than 500.0 ms
  • 50.0 ms
  • 2 driving cycles
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