Issue No. 1 Place of publication INACAP Revision No.

0 Training Review Date Marc

h 2001 Serial Number-0900 MAT-08-011
0
MECHANICAL AREA
Ã
CONTENT
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D
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C
E
PAGE
CHAPTER I POWER SYSTEM
BOSCH POWER GENERATOR transistorised TSZK INDUCTIVE PULSE GENERATOR GENERATOR GE
NERATOR HALL OF PHOTOELECTRIC EFFECT
4
4 June 5 July 9
CHAPTER II ON
INDUCTIVE POWER GENERATOR WITH POWER GENERATOR WITH INTEGRAL ON ELECTRONIC HALL
ON DIS
10
10 November 12, 1914
CHAPTER III DIAGNOSIS
DIAGNOSTIC SYSTEM FOR POWER ELECTRONIC TUNING ON THE ANALYSIS OF FORMS OF HONDA
PRIMARY AND SECONDARY SYSTEM MAINTENANCE
18
18 23 26 29
CHAPTER IV ELECTRONIC FUEL INJECTION 29
CLASSIFICATION LINE SENSORS AND ACTUATORS CONBUSTIBLE ELECTRONIC CONTROL UNIT (E
CU) 29 30 34 46
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INTRODUCTION
3
CONTENT
PAGES
CHAPTER V THE DIAGNOSIS OF INJECTION
GUIDE TO THE DIAGNOSIS
48
48
CHAPTER VI SELF READING CODES
TABLE OF CODES OF FAULT DIAGNOSTIC SYSTEM SCANNER OBDII DIAGNOSTIC INJECTION SYS
TEM MAINTENANCE EMISSION CONTROL SYSTEM
56
58 59 60 66 68
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INTRODUCTION
EVOLUTION OF POWER SYSTEMS
Since 1912 ignition systems incorporated into the motor's function OTTO cause ar
cing in the spark plugs and thereby turn the air-fuel mixture compressed in the
combustion chambers. From the beginning until now that goal is achieved by using
a known voltage transformer ignition coil, without a doubt, this device require
s a set of elements to operate, however it s the only one not yet been able to a
nd replace firings in the last generation. In the 70's, electronic technology ha
d advanced to the point where it could produce, en masse, economic and safe igni
tion devices. governmental requirements regarding the control of emissions, dete
rmined a more accurate and uniform control of ignition timing. engineers found t
hat electronic systems allowed them to control the operation of the engine with
greater accuracy and ease than they did electromechanical systems. In the '80s,
the incorporation of the microcomputer as an element of control, eliminated the
mechanical advances and faithfully obey mapping programmed feed in the computer
memory along with the use of electronic fuel injection took a big step forward i
n terms of on. 90 The decade is marked by the elimination of DIS systems distrib
utor, then the power control and the injection is performed by a single control
unit. Without doubt, the beginning of the electronic revolution in the 70s also
favored the car's systems, thus achieving more efficient systems, but today we d
emand further study for the diagnosis and maintenance of such systems.
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CHAPTER I / IGNITION SYSTEM
BOSCH POWER TSZK transistorised
This system BOSCH own, has the advantage over the conventional power, to release
the function switch to feed power to the primary coil, such work is performed b
y a power transistor, which functions as a switch. When the switch is closed pol
arizes the transistor base, entering it in transmission. circulate the primary c
urrent collector emitter to produce saturation of the magnetic field of the coil
. the opening of the switch eliminates the base current of the power transistor
and thereby the collector current to the next leap in spark plug.
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_____________________________________________________________________
While the integration of the transistor was a breakthrough in power, still depen
ded on the switch, which due to wear of the fiber support with the cam and the d
istributor, had shortcomings synchronous starting. below are some important adva
ntages and disadvantages to analyze. ADVANTAGES OF ON transistorised:
DISADVANTAGES: it still uses a mechanical switch to govern the system has mechan
ical advances and centrifugal vacuum conclusion: in the conventional power, ener
gy and power voltage are limited by the electrical and mechanical possibilities
of t he boards. the main problem lies in the need to create a magnetic field str
ong enough a very high electrical current through:
PULSE GENERATORS
A pulse generator is a device capable of producing a signal€either analog or di
gital, which follows a logical synchronous motor, to drive the base of power tra
nsistor in the module, signal that the system was supplied by TSZI platinum. The
generator can be: INDUCTIVE HALL OF PHOTOELECTRIC EFFECT
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Increasing the primary current wounded even 10 amps on a higher voltage produces
a higher quality spark to ignite the mixture decreased the levels of pollution
INDUCTIVE GENERATOR
It consists of a pickup coil, a pole piece with a permanent magnet rotor over a
rotating shaft connected to the distributor. The operating principle of the gene
rator is based on, rotating the rotor, the gap that remains between the teeth of
rotor and stator varies periodically in correspondence of magnetic flux. When a
n electrical conductor is subjected to the action of a magnetic flux in the cond
uctor induces a voltage. The induced voltage is altered, when the voltage change
s polarity, ie, when moving from maximum positive to maximum negative spark occu
rs.
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HALL EFFECT GENERATOR
This generator produces a digital signal type, ie a square pulse whose value ran
ges from 0 to 5 volts. The hall is based on principle: when a semiconductor mate
rial is applied an electric current and perpendicular are subjected to the actio
n of a magnetic field in the wire ends will the so-called tension hall.
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A typical Hall effect switch in a distributor, has an integrated circuit and a m
agnet in front of him
permanent display then a set pass between the magnet and integrated to allow the
passage and the disruption of magnetic flux. When the magnetic flux passing thr
ough the air gap voltage occurs internally hall, however due to an investor prep
ared in the integrated circuit, the output voltage is low and in the case where
the display is in space air the Hall voltage will be low while the output is a h
igh level 5 volts. Approx.
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MECHANICAL AREA
PHOTOELECTRIC GENERATOR
A photoelectric generator uses a light emitting diode (LED Ligth emitter diode),
which collides with a phototransistor and generates a voltage signal. trigger w
heel is a disk that passes between the diode and transistor, therefore, when one
of the windows disk is between the diode and the phototransistor, the light pas
ses and diode generates a high level in the output. photoelectric generators are
used as crankshaft position sensor in a number of systems.
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POWER GENERATOR WITH INDUCTIVE
In our market there is a myriad of power systems with induction generator, in fa
ct the induction generator is used in bulk mainly to its reliability and low man
ufacturing cost. In this case we take as an example of typical systems with mech
anical feed.
TSZI BOSCH SYSTEM
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CHAPTER II / ON
Used in the 80s. the TSZI BOSCH, is a highly reliable power, has a terminal modu
le 6, an induction generator located under the distributor rotor, a high energy
coil and a set of vacuum and centrifugal advance.
OPERATION:
When the switch is closed, a current of around 5 amps through the coil, closing
the circuit to ground through power transistor in the module. If ignition is mai
ntained in this condition, the module interrupts the current flow after 2-3 seco
nds, as a way to protect the system if there is no boot. at this stage in the co
il magnetic field is saturated, then start giving the distributor shaft rotates,
the generator will deliver inductive signals between the terminals 1 and 2 of t
he module. The signal passes to a stage of investment (a / d), for conversion in
to square wave. This signal is processed by the module in relation to the time t
hat must be energized primary coil, and then move on to the stage of excitation
power transistor. High levels of the signal leaving the driving transistor and t
he low status take him to court to produce the spark.
HALL WITH POWER GENERATOR
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An application example is the generator hall TSZH BOSCH system which has a modul
e similar in operation to TSZI discussed above with the exception of the distrib
ution of the terminals on the module, for example hall generator is fed through
terminals 3 and 5 while the input signal to the terminal module is number 6.€Th
e vacuum advance works by moving the integrated circuit in the opposite directio
n to the rotor while the centrifugal advance moves the screens in the same direc
tion of rotation.
ON INTEGRAL
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The integral electronic ignition is the ignition that has given that speech, alo
ng with the DIS system in the current automotive fields, as has been mounted in
series in many European line engines, while full power when it comes to us comes
to mind the prodigious 80 Renault Fuego, the system has continued to be in unit
s with electronic injection current. The most distinctive feature of these turne
d on the facts we find that an electronic control unit full of his memory a grea
t number of potential ignition advance on the basis of engine speed, the load to
the motor and put it the temperature at which it is operating. The decision of
the degrees of spark advance that is suitable for each moment, according to the
state of the motor, is determined by the electronic voting system.
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In the market there are many variations on integral schemes studied by Magneti M
arelli and related by the French house Renix for Renault engines. Also the house
and Lucas Ducellier notable projects have been developed. But of all we must di
stinguish Bosch home for many years in Europe being the first in the most advanc
ed electronic application to the automobile.
In traditional distributors, the centrifugal advance occurs in a way that only t
akes into account the engine speed. Within a given number of revolutions per min
ute of the ava nce dealer amounts to a degree before TDC in a linear fashion.
This does not fit with current demands in terms of getting a good burn of the ai
r-fuel mixtures and a minimum emission of pollutants, it is not enough only to t
urn more quickly to engine needs more advance, as the progress also depends on t
he state of charge to the child at that time, a motor. Given this new parameter,
we will see in the characteristic curve of comprehensive progress can and shoul
d be as irregular as in the following mapping.
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Progress of Integrated Ignition
ELECTRONIC IGNITION DIS
The acronym DIS (Distributorless ignition system) is used in the United States t
o describe any ignition system that has no distributor. The system makes use of
the theory of waste spark, similar to burning were used for many years on motorc
ycles and outboard motors. Each end of a secondary coil is connected with a cand
le. The two spark plugs are in torque piston cylinders being. When the coil fire
s the spark that is the cylinder compression ignites the mixture. The spark of t
he other cylinder is disposed at the end of the exhaust stroke. The firing order
of the coil is determined and maintained by the ignition module. When a coil fi
res, a candle lit with positive polarity and the candle lights another negative
polarity at the same time. The polarity and cylinder pressure determine the volt
age drop across each spark plug. Of course, the spark plug in cylinder compressi
on needs more voltage to create a spark between the electrodes is at escaping.
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A control circuit module, manages the flow of primary current and its time of co
ntact angle. The primary coil winding resistance is very small (less than 1 ohm)
. When you apply a voltage of 14 volts theoretical a current greater than 14 amp
s, which helps to reduce the saturation time, however, to avoid damaging the sys
tem components, the maximum current flow must be maintained between 8.5 10 amps.
The module uses a closed loop shape control range.
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It monitors the peak current of the coil in the previous cycle. If not peaked, t
he module increases the time interval to allow complete saturation of the coil.
If you reached the maximum current, the module decreases the time of contact ang
le to reduce the power consumed by the system. The system without a distributor
was designed to replace mechanical HEI great success at General Motors, however,
in any number of European and Asian manufacturers have incorporated this system
.
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CHAPTER III / DIAGNOSIS
_____________________________________________________________________
DIAGNOSIS OF ELECTRONIC IGNITION SYSTEM
The diagnosis can be made using power from a meter to a scanner, the oscilloscop
e being one of the most suitable tools for a quick and clear view on behavior. T
his module diagnosed on the basis of this instrument.
Curves of the primary circuit
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This curve is a noticeable difference with the conventional ignition primary osc
illogram. Lack completely damped oscillation at the beginning of the transition
from opening is caused solely by the existing switching capabilities and perhaps
for protection of small capacitors in the output capacity of the module. The pr
imary oscilgrama oscillogram closely resembles the secondary.
Secondary curves
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Virtually no different from conventional ignition secondary oscillogram. For the
transition from closed, ignition voltage, spark and damping is identical to the
normal oscillogram. Instead of saying contacts open or closed, he says now only
transistor in court or in saturation (driving).
A) measuring resistance spark plug wires.
Resistance should be according to what specified by the manufacturer. (In Figure
10-22 k d Suzuki SY 413)
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If an abnormality is detected by observing the power curve should proceed as fol
lows:
B) Check spark plugs
Remove the spark plugs and inspect engine: Wear of carbon electrodes Damage Depo
sit insulating If an abnormality is found, adjust the air gap, clean with a clea
ner spark plugs or spark plugs changed to new technical specification for this c
ase the gap is 0.7 to 0.8 mm.
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C) Diagnosis of the coil
Measure the electrical resistance of primary and secondary windings of the coil,
in this case Primary 0.1d.
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D) Diagnosis of CKP sensor.
With the ignition switch off, disconnect the CKP sensor and measure the resistan
ce between its terminals. For the model discussed = 360-460 d at 20 ° C. Measur
e the resistance between each terminal and ground. Insulation resistance of 1M d
or more.
TUNING IGNITION
In the current turned on the development or progress timing is reserved only for
models with slide advance distributor, those with DIS systems can only carry ou
t checks with no possibility of change except that the program permits a program
using a scanner.
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In the first case is top priority in computer-controlled ignitions have the manu
facturer's information regarding how to disable the control action on the system
's computer to set the power and perform the initial set. In the following case
is taken as an example the HEI system with mounted EST DAEWOO ESPERO 2000.
This system has an ALDL connector which is obtained by the diagnostic codes. For
the set-up is necessary to make a bridge between Terminal A and B of the connec
tor before starting, then check with the strobe light, that the advance is 10 °
BTDC. If progress is not, proceed to move the distributor body with engine runn
ing until the specified regulation.
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Another example is the Suzuki SY 413 discussed above. In this model it is necess
ary to make a bridge between terminals D and E of the diagnostic connector, then
connect the strobe light and an advance of five plus or minus 3 ° to idle spee
d.
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HONDA ANALYSIS OF FORMS OF PRIMARY AND SECONDARY
Here are some failures of the ignition system which can be easily detected, for
example:
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Differences between cylinders ignition voltages
It may be due to different gaps between electrodes of spark plugs or a cable wit
h high resistance. Difference max. 4 kv.
High voltages and low power
It can cause resistive cables with different values or a mixture incorrect.
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High Voltage Isolation
The electric current always tends to move in the path of least resistance. As a
result, in case of defects in high voltage insulation, both in the ignition coil
as in the cables, insulation distributor and spark plug, the spark jumps throug
h the point of faulty insulation, instead of going through electrode spark plugs
.
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SYSTEM MAINTENANCE
In current systems have eliminated a number of maintenances that formerly were m
andatory, however some precedence, for example: Changing spark plugs Changing mi
leage cables at least every 80000 km. Verification of initial set every 50000 km
. It is very important to maintain the coil and module connectors in perfect con
dition.
CHAPTER IV / INJECTION ELECTRONIC
FUEL
_____________________________________________________________________ The develo
pment of solid state devices such as diodes and transistors, made possible the e
lectronic fuel injection, which originally dates back a1893, when aviation engin
eers became interested in this procedure. Shortly before the Second World War, M
ercedes Benz, had already experienced enough in aircraft engines with a fuel inj
ection system that was implemented in 1953 with the collaboration of the house B
OSCH. At present the injection is crowded, and there in our market only vehicles
with electronic fuel injection and three-way catalytic converter.
CLASSIFICATION
At present, the injection is divided into "injection point or multipoint Mono, M
ono injection point has a single point of injection, ie, very similar to what wa
s a carburetor, but now they get better fuel air ratio. Multipoint injection has
many nozzles as has the engine cylinders. The injectors are housed in the manif
old near the intake valve and fuel sprayed as indicated by the computer of the c
ar. The system determines the amount
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fuel to inject under the conditions of load, pressure, temperature at which the
engine is. To achieve this, sensors and catuadores available, which together dev
eloped the microcomputer dosing schedules provided by the manufacturer.
FUEL LINE Fuel Pump
It is responsible for extracting gas from the tank to send to the distributor pi
pe. It is located within the basin and is powered by an electric motor. The pump
is continuously operated and powered by a relay which is actuated by the electr
onic control unit.
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Fuel Filter
He is responsible for retaining the existing dirt particles in gasoline so they
will not clog small orifices discharge nozzles. This filter is high pressure and
should be replaced as specified by the manufacturer.
Rail alignment
It is the distributor pipe belonging to multipoint systems for supplying fuel to
the injectors, single point systems is not used.
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Pressure Regulator
It consists of a valve connected to a diaphragm on which a spring is to control
the system pressure. In mono systems point, the regulator maintains a pressure o
f approximately 1.5 bar, while in multipoint systems pressure reaches 2 to 2.5 b
ar.
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Injectors
They are normally closed solenoid valves, which are controlled by the ECU. In th
e first jetronic D systems, the injectors are opened with a 3 volt pulse now rea
ches 12 volts. The pulse duration is only a few milliseconds (2 a5 to millisecon
ds), during which time the injector sprays the fuel to power the motor.
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SENSORS AND ACTUATORS
Sensors are called the devices that send information from the load, temperature,
manifold pressure, rpm, etc., where is the motor. The actuator, however, receiv
es the command from the ECU to act, for example, pump relay, the canister purge
valve, injector, etc.
Air Temperature Sensor (cur)
It consists of a NTC type resistance negative coefficient, ie its resistance dec
reases with increasing temperature.
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Steering angle sensor (CKP)
The steering angle sensor lets you tell the computer the position and speed of t
he crankshaft. There are several types, including highlights: Inductive Photoele
ctric Hall effect
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Methods of measuring air
Injection systems use various methods to determine the amount of air entering th
e engine, for example, absolute pressure sensor (map) The ECU, used in this case
the method: density meter speed through manifold absolute pressure. The MAP rec
eives a reference voltage of 5 volts from the ECU,€and sends a return signal ac
cording to pressure conditions existing in the manifold. Air flow sensor (VAF) I
n this method, the ECU receives information from the intake air flow through a f
in tube type flowmeter. The device consists of a potentiometer connected to the
axis of the fin, which moves the cursor moving on the resistance to vary the vol
tage signal to the ECU.
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Airflow sensor (maf) The air mass sensor, also known as Flowmeter, can be used a
s a measuring element platinum wire heated or a hot movie, the above defines its
name. The two systems have the same objective, ie, they receive a reference vol
tage, usually 12 volts and as the amount of air entering the engine delivers a v
oltage ranging between approximately 0.8 to 4 Volts. For example: 750 r.p.m. 250
0 rpm 0.8 v 2 v 3 v 3000 rpm
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Barometric Pressure Sensor (BP) The barometric pressure sensor, as you can see,
is exactly equal to the MAP sensor, both in appearance and in its operation acce
pt:
The BP sensor does not have a vacuum hose connected to the intake manifold, but
has a hole that directly measures air pressure to correct the mixture at differe
nt altitudes. The PR sends a signal of 4.6 is sea level and the voltage decrease
s with increasing altitude.
Lambda (02) The lambda probe or oxygen sensor, whose function is to inform the c
omputer of the oxygen content in the exhaust pipe, allowing the ECU to recognize
when the engine is rich or poor mixed. Probes are currently mainly zirconium ox
ide generated from 0.1 to 0.9 Volts, the first voltage indicates rich mixture an
d the second lean.
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Vehicle Speed Sensor (VSS)
Its function is to inform the ECU of the vehicle speed by an alternating signal
that varies in frequency and amplitude according to the RPM. The VSS is located
almost always in the output of the gearbox or under the dashboard.
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Detonation Sensor (ks)
Piezoelectric device that responds to vibrations caused by blasting bad choice e
ither fuel or ignition timing bad. For example, when an explosion occurs, the se
nsor on the side of the block starts sending alternating voltage signals, the EC
U recognizes and start the ignition delay until no detonation.
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Sensor camshaft position (cmp)
This sensor is generally inductive and is mounted in contact with the camshaft,
for this reason alternating voltage signal sent to the ECU. The CMP sensor is ge
nerally used in engines with DIS systems to select the coil to fire.
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Throttle position sensor (tps)
The TPS tells the computer the angular position of the throttle butterfly angle
and models, also the position of idle and full load. The sensor generally uses a
linear potentiometer to send a variable voltage to the ECU. Get a reference vol
tage of 5 Volts and delivery, for example, 0.8 v with closed throttle. 5 v 90 °
with butterfly opening.
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Idle Control Valve
Several types of idle control valve, some only control the rapid traverse speed
in conditions of cold engine (the oldest in the bimetal type) and others, beside
s the above, controlling the different variations of idle according to the follo
wing CARGAA detailing the various types. A) bimetallic type valve: This valve ke
eps the engine accelerated only when the coolant temperature is low. The valve a
llows air flow throttle butterfly jumping, this is achieved by means of a bimeta
llic spring, which when cold has its maximum voltage after a current jump-start
by a heater, which allows the bimetal dilate closing the air duct to return the
engine to idle speed.
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B) IAC valve this type of valve controls both cold start and idle stability unde
r load. The valve is controlled by an electric motor, which receives signals fro
m the ECU few possessions. C) type solenoid valve works very similar to the abov
e, except that the element that controls the valve is an electromagnet. Purge co
ntrol valve of the canister. It is another of the actuators controlled by the EC
U. The function is to allow the passage of oil from the tank into the canister.
The valve is of the electromagnet.
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Relays. A set of relays are activated by the ECU. As a way to feed more directly
the component without overheating the ECU. The most typical relay are: A) fuel
pump relay B) of the electric relay
ELECTRONIC CONTROL UNIT (
ECU)
Its function will process the training received from the sensors and develop the
program stored in memory. The electronic control unit operates under the follow
ing principle:
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In current systems, the control unit has PROM or EEPROM memories, which can be r
eprogrammed to change or correct certain operating parameters.
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The signals received by the ECU is processed and temporarily stored in RAM, then
the system processor compares these data with those in the ROM and takes the de
cision, which translates into an injection pulse train for ideal mixtures, rich
or poor according to engine operating condition, also governs the operation of t
he heater, the canister purge valve d, and in the most advanced systems, the Ign
ition advance, including the stuff.
CHAPTER V / DIAGNOSTIC INJECTION
This module aims to become skilled in the diagnosis of the system of electronic
fuel injection. The development of the following guide is intended for Mono Motr
onic MA 3.0 system, but can be applied to other models by adding the correspondi
ng sensors. The development of the guide will be made in the model for the syste
m. Automotive electronics LABORATORY DIAGNOSIS SYSTEM OF INJECTION ELECTRONIC BO
SCH - MONO - Motronic MA 3.0
GUIDE TO THE DIAGNOSIS
Objective: To diagnose sensors and actuators for the system. Elements: model eng
ine Peugeot - Citroen - digital multimeter - Automotive Oscilloscope - Scanner.
Develop the following activities
1 .- Diagnosis of engine temperature sensor: A) Measure the polarization voltage
sensor B) Measure the electrical resistance, voltage output in cold and hot. Fo
r this measurement, using ohmmeter, voltmeter and oscilloscope. C) Note the valu
es obtained in the following boxes:
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BIAS VOLTAGE =
VOLTAGE MOTOR WITH NORMAL TEMPERATURE COLD = =
2 .- Diagnosis of the air temperature sensor A) Measure the polarization voltage
sensor
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COLD ENGINE WITH RESISTANCE = = NORMAL TEMPERATURE
B) Measure the electrical resistance, voltage output in cold and hot. For this m
easurement, using ohmmeter, voltmeter and oscilloscope. C) Note the values obtai
ned in the following boxes
BIAS VOLTAGE =
COLD ENGINE WITH RESISTANCE = = NORMAL TEMPERATURE
VOLTSAJE MOTOR WITH NORMAL TEMPERATURE COLD = =
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3 - Diagnosis of the throttle position sensor TPS. - The following measurements
should be performed on both tracks of the sensor A) Measure the polarization vol
tage for each track B) Measure voltage resistance and work in the different posi
tions of the butterfly Polarization Voltage Track 1 Track = No 2 = Resistance (c
losed - open) Track 1 Track n = 2 = ---
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Working voltage (closed - open) Tennis Track n ° = n ° = ---
4. - Collector of regimen A) Indicate the type of sensor
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TYPE =
B) To measure electrical resistance and output voltage under the following condi
tions AC VOLTAGE IN: START = VEL.DE VAL.DE IDLE = 2500 RPM =
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5 .- Injector: A) Measure the electrical resistance of the injector B) Display t
he signal on the oscilloscope C) Determine the pulse duration under various oper
ating conditions RESISTANCE =
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Resistance Terminals 1 and 2 Closed throttle = Resistance Terminals 3 and 4 Mari
posa Mariposa closed = open = open Butterflies career = ¼
7 .- Oxygen Sensor A) Measure the electrical resistance heater
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6 .- idle speed control (engine idle) A) Measure the resistance between terminal
s 1 and 2 B) Measure the resistance between terminals 3 and 4
B) Measure the voltage supply to the heater C) Measure the voltage delivered by
the probe to the computer with closed-loop D) Measure the voltage on the probe b
y disconnecting the connector E) Display the signal on the oscilloscope. Perform
the above tests with the gas analyzer connected and engine at normal temperatur
e. Heater Resistance = Voltage Power =
Voltage probe connected = voltage probe connected =
CHAPTER VI / READING CODES
SELF
___________________________________________________________
The current electronic fuel injection systems have developed a diagnostic method
to monitor many of the essential circuits and prevent the driver via an indicat
or lamp engine trouble (CHECK ENGINE). This board diagnostic system stores a cod
e of two or more digits (as the generation of the system) in memory of the ECU r
elated to the circuit where the problem has been detected. The code can be obtai
ned using a scanner or through the warning lamp. This lamp is activated by an AL
DL diagnostic connector in vehicles called American or Asian vehicles DTC. The c
onnector is located in the engine compartment or passenger and must apply a rigo
rous procedure for which you need the manual of the manufacturer, through this m
ethod can obtain diagnostic codes, testing also activation of actuators, in shor
t, an aid to locate the faulty sensor or actuator. The following is a diagnostic
method for the Suzuki SY 413.
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TABLE OF FAULT DIAGNOSIS CODES
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I OBDI SYSTEM
In point three code reading is referred to a diagnostic method called by the Ame
ricans OBDII, which began to be used in 1978, for example, Ford and GM in 1980,
but in 1990 signed the minutes Clean Air (Clean Air Act) in the United States, w
hich required a more efficient system in gaining greater control over emissions
of polluting gases and also, contemplated that the diagnostic review of the syst
em. Section 202 of the Act states since 1994, all cars and light trucks new, hav
e an onboard diagnostic system (OBD) that had the primary function of controllin
g emissions by the same processor of the car and that his language be universal.
This regulation provides, among other things, that the monitor (SCANNER) has a
universal function, that is generic to all cars. This means that the monitor fro
m a manufacturer should read codes from another manufacturer in a generic functi
on. These monitors are able to identify the data processor, and read codes and s
ee whether there is compliance with emission regulations, for example, the catal
ytic efficiency of the catalytic system evaporative heating secondary air system
explosion Fuel Supply System Sensor oxygen EGR System Cooling System Scanner un
ified connector
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DIAGNOSTIC SCANNER
Electronics applied to the motor, has allowed to evolve in the control of emissi
ons, however, this gain technology brings more to the diagnosis. The coach needs
to master new subjects, such as electronics and in turn drive new diagnostic sy
stems. The most effective method consists in the diagnosis of four on board the
vehicle, this is done with a monitor that is named generically and miltimarca si
ngle brand scanner, in which the former is a tool for a specific brand that work
s only with models your brand, have the advantage, in some cases, more informati
on regarding a multi. The multi-scanner into view virtue as it encompasses a ser
ies of marks, usually a line of vehicles, whether American, European or Asian
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The addition of diagnostic OBDII facilitated the development of a myriad of scan
ner. This course will develop activities in the esc American Aner NAPRO OTC 4000
and the vehicles covered by European line. The first step is for diagnostic use
to choose the right program, the connector according to model, for example, the
OTC 4000 will be as follows.
Monitor Settings
It is easy to configure! Place the cartridge on the monitor software. Connect th
e adapter cables monitor vehicle and the vehicle diagnostic connector. Supply th
e tester by means of connector 12 Volt cigarette lighter, or alternatively, the
unit receives power directly from the vehicle diagnostic connector on the latest
vehicle applications. Once done, you are ready for testing.
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Pathfinder Settings
Pathfinder software is automatically loaded when you connect the power supply to
the tester Monitor. We present a series of menus, including options you can sel
ect,€tests or functions. It has a record button (record) that lets you capture
data, and a help button (helps) that allows access to online help.
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Employment pathfinder
Pathfinder software is easy to use, consists of a series of screens of menus wit
h options. Select the desired option from a menu icon by putting the selector on
the desired option and pressing the Enter key to select or by pressing the numb
er key that represents the option. You can explore the options immediately.
This section of the manual introduction of Pathfinder continues with the specifi
c information necessary to travel the Pathfinder program. Be sure to test the op
tions with the option Pathfinder demonstrator vehicle. This is a quick and easy
way to learn more about the capabilities of Pathfinder. The monitor is an instru
ment easy to use test that will withstand use in harsh conditions. Take a moment
to familiarize yourself with the options tester
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Display Window: Displays information and messages to the user. Memory card: Cont
ains the software to test the vehicles. Power Cord: The monitor's power cord is
plugged into the cigarette lighter socket or adapter cable from the battery. Som
e vehicles use an adapter cord that powers the tester vehicle diagnostic connect
or. This means, depending on the vehicle, the power cord is not always part of t
he setup procedure. Adapter Cord: Plugs into the vehicle adapter cable. Some of
the newer vehicles or use the style cord adapter and power cord shown. Adapter c
ords newer vehicles can be plugged directly into the DB25 port. Puerto DB25: The
car adapter cord plug into the DB25 port (HD monitor, enhanced) serial interfac
e. Used to connect optional devices such as printer, rminal t e a personal compu
ter. LED Lights: Displays additional information during the tests. Support: Enab
les support or hang the test. Keypad: Lets you enter data and answer messages fr
om the tester. The keys function as described in the next page. Protective rubbe
r cover (3305-30): Protects against falls tester (not shown).
Key functions F
PULSE + F1 F1 F1 F1 + 0 + 1 + 2 F1 F1 F1 + 4 + 6 + 7 F1 F2 F1 F1 + F2 + 0 + 1 +
2 F2 F2 F2 + 3 + 4 + 5 F2 F2 F2 + 6 + 7 RESULTS Menu F1: The F1 show all functio
ns available. Record / Playback: Record menu is displayed / playback of data flo
w. English / Metric: screen passes data flow English to metric and vice versa. O
n / Off Tone: When you press a key tester beeps. "Tone Off" (deactivate tone) me
ans that the tester is no sound. This function switches to turn off tone to tone
and vice versa. Diagnostic State: Changes the state of diagnosis of GM. Return
to the default options: The screen returns to the implicit adapted. Choice of la
nguage French / Spanish / English: Help messages are displayed in the selected l
anguage. Menu F2: all functions are displayed F2 available. Revision Level: Disp
lays the software revision level. Print: The data view is printed using the prin
ter connected. Monitor / Terminal: Pass on the terminal screen or back to the mo
nitor screen. Vehicle configuration: Switch to a different application of the ve
hicle. System screen: Displays the year and tested Vehicle System. Baud Rate: Sw
itch and save the baud rate of the tester. Printer configuration: Install a head
er from four lines with your name, address and telephone number. EZ Setup events
: Allows access to configuration screens software EZ graphical representation of
events.
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INJECTION SYSTEM MAINTENANCE
Electronic fuel injection is designed to work free from preventive maintenance b
ut rather remedial, but one of the typical operations ordered by the manufacture
rs is to clean injectors which takes place every 40 000 km of travel or as presc
ribed by the manufacturer . The injector cleaning can be performed by them are t
wo classic methods: Cleaning Ultrasonic cleaning product applied to the rail The
first case corresponds to the removal of the jets and then place them in a cont
ainer of detergent.€The product is subjected to ultrasound waves to cause vibra
tion in the liquid. The advantage of this system is to obtain a more thorough cl
eaning, especially the system that long has not been subjected to cleaning. The
disadvantage is the time required the removal of the jets. The second method is
to perform the cleaning with a special solvent applied directly to the fuel line
, so that natural power is turned off the vehicle to keep it running over a peri
od of 10 minutes or so. The cleaning product is most used by the speed of work a
nd the good results obtained in the reduction of polluting gases.
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EMISSION CONTROL SYSTEM
Since 1960, car manufacturers have had to abide by the regulations issued by the
government. In the United States have been established safety rules and regulat
ions of fuel efficiency and emissions. Of these new regulations, that affect the
technician is the emission control system. When fuel and air come together in t
he combustion chamber of a gasoline engine and heat is added a complex chemical
reaction occurs. Due to the complex formed by the products involved, the result
is a pollutant gas. We must remember that the air contains 21% oxygen, 78% nitro
gen and 1% various gases. In ideal combustion, nitrogen and various gases remain
in its original form, while the oxygen combines with the fuel. When something g
oes wrong in the process of combustion, nitrogen begins to combine with oxygen,
resulting in a disastrous chemical bond. The union is called oxygen compounds of
nitrogen, which is responsible for photochemical smog. Furthermore, gasoline is
a complex hydrocarbon made up of 86% carbon and 14% hydrogen. Along with these
elements are small amounts of sulfur. If combustion is complex, the combination
of air with gasoline will produce only carbon dioxide, water and nitrogen. The p
resence of sulfur in gasoline causes the formation of sulfuric acid and hydrogen
sulfide, which is responsible for the smell of rotten eggs that often feels, es
pecially with cold engine. When the air-fuel ratio is not correct (ratio lambda
1 and for 1 kg of gasoline and 14.7 kg of air) and if in addition the condition
of pressure and temperature inside the camera are not optimal will occur such as
: For shortness of breath, increased carbon monoxide Due to lack of temperature
increase of hydrocarbons by the increase in temperature, nitrous oxide This is r
eflected in the following charts:
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In our country, legislation has its limit as the issuer of gaseous pollutants, f
or example, a vehicle can only be free of restriction and eligible for Green Sea
l if it meets the following conditions:
Then the car will be submitted annually or biannually to review gas covered: Max
imum level of CO at idle and 2500 RPM maximum 0.5% HC level at idle and 100 PPM
2500 RPM Nitrous oxide is not controlled elements incorporated into the emission
control system are: PCV valve allows reducing HC emissions.
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A) Have monitored carburetor or electronic fuel injection B) Be equipped for ele
ctronic ignition C) possess catalytic converter D) to have an emissions system
EGR valve reduces nitrous oxide.
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