aise S BACK TO BASICS WITH AUTO-SOLVE TRIGGER SIGNALS (PART 2) Following, on from last months topic, we continue to look at the signals that determine, when processed, the point of ignition. In this months topic we will conclude the popular crank angle sensors by looking at the Vauxhall Multec, Hall Efect crank angle sensors and the Ford DIS systems. We wil also be looking at the co- relationship between the sensors and the primary picture. Vauxhall ECO TEC 1.6 Lt. Multec “The double-ended colin this particular case differs from many other systems as it has the ignition amplifier built into the col pack. The ccolVamplifier pack wil have 4 electrical connections: the pack receives 12 vot supply from the ignition switch, hasan independent ‘earth return and the remaining two connections are in the form of a 5 wot squarewave’ signal fom the Electronic Control Modul. ‘The ECM receives information from the engine's sensors and ‘aleulates the point of ignition by the ECM from its internal pre-set parameter At the designated point, the S-volt supply drops to zero volts, signaling the amplifer to remove the earth path on the coi primary fring the col. Te coil/amplifier pack has two separate sides, ‘one for eylinders 1 + 4 and the other for cylinders 2 + 3. Using an ‘oscilloscope with a dual trace facility, both circuits can be monitored, Itcan then be seen thatthe cols are fed alternately, asthe example shows in Fig 1.0. “The Multec system employs @ conventional inductive crank angle sensor that i located adjacent tothe front pulley. This can be seen in Fig 1.1, where both the sensor and the reluctors teeth are clearly Visible. In this ilastration, we can see how the relationship between the teeth and the spacing ofthe waveform relate. While this waveform represents the correct cranking speed output from this particular system (Fig. 1.3), there wil be slight variations between diferent ‘motor manufacturer, EAL Rewer slp ‘wn my it Tl \ li Hl a NN Ne es ITE Fig 1.3 Hall Effect Crank Angle Sensors This system is used on certain Vauxhall Vectra 2.0 Ut fitted with a Simtec 56.5 engine management syste, and is the vehicle used in the example waveforms. This system should not however be confused with the Simtec system which uses a frequency modulated signal (AC excited) The crank angle sensor in this particular instance is located adjacent to the front pulley onto which the ‘tigger targets’ are spaced. The output signal produced is then used by the engine control module to determine the exact position of the engine. The Hall Effect type crankshaft sensor is a simple digital on/off switch which produces a digital output that is recognised and Taney alee Toi alesis) ee albesler al : i j a “ | 3 * | 3 » | & eo] | | 2 2 | } | |: g | | | i Seimei OR ea ee oor STII Fig 1.0 While the positon of the crank angle sensor is at the bottom of the engine and does not allow easy access, there is a multi-plug connection acated adjacent to the airflow meter, shown in Fig 1.2, The inductive sensor is normally a two- wire device; however there are three wires in this particular instance. The third wire is from the coaxial braid used to keep out any HT interference that may interrupt ‘or comupt the signal sen by the ECM, Fig 1.2 luk March 2004 26 SIGH eves =I sliecalfor sluior Ineo processed by the ECM, The sensor is triggered by the rotating metal targets, which pass in lose proximity to the sensot. Ths esults in the characteristic squarevave output.The sensor will have the usual Hall Effect three electrical connections, alive supply, an earth and the output signal. The square wave when monitored on an osciloseape may vary slightly in amplitude; tis isnot critical as its the frequency that’s important. In Fig 1.4, we can see how the relationship between the targets and the spacing of the waveform late Ford DIS systems. The EDIS module fited tothe distibutoress range of Ford vehicles works in conjunction with the main EEC IV ECM. Its function isto collect the signal rom the crank angle sensor and modify the signal from is orginal Analogue Current (AC) signal into a digital square wave. This signal is known as the Profle lgition Pickup (PP) signal. The PIP signal notifies the ECM as to the exact position ofthe engine and this signals then fucther modified into the Spare Advance Word (SAW) signal, modified to accommodate any timing advance that the ECM sees necessary. The Sa =r ] 30 | 3 | a | 2 | as | ) 1 LOW AMPS TESTING You have a vehicle booked in for misfire. Where are you going to start your diagnostic procedure? The frst thing to confirm is the customer complaint, either by ‘observation or by road test. Is the misfire when the engine is hot fr cold or even under all conditions? If the fault occurs only while the engine is cold, it must be tested under these conditions, even ifit means the customer leaving the vehicle overnight We have a definite engine misfire caused by either an electrical, fuel or mechanical fault. We must eliminate the ‘mechanical condition frst ofall. No matter how good the ignition or fuel system is, we must have good vacuum and compression. NNo single test wil give you an overall answer so we must use the diagnostic tools available to the modem automotive repair workshop. Okay, we have established that the mechanical condition of the engine is good by testing the compression and the vacuum, Now we are looking ata misfire caused by either a faulty ignition or fuel system, achance figure willbe determined by the engine's speed and the engine load, The returning SAW signal tothe EDIS unit will determine when the earth return Cicit i released from the coll negative inorder fr the cals to be fred Fig 6 ‘As there is only one SAW sigal that triggers the col for cylinders 1 & 4, the point of gions ckadated by the EDS unit or cylinders 2 & 3 ‘As with all double-ended col configurations, the system operates, a wasted spark policy, which wil re the plugs even if they are on the exhaust stroke. Both signal can be sen in the example waveform ig 15, with the PIP signal in bie and the SAW signal in ed Fig 1.6 shows a typical 4 cylinder Ford DIS col pack Al the example vavefoms used were recorded using a PC based cosciloscope loaned by wwwpicotechcom. Other manufacturers equipment wil have diferent volage ranges but the resultant picture should be very sna. Please remember that using a higher voltage range on the ‘oxcloscope wil rest in the waveform appearing to hive a lower amplitude, although the overal voltage wil be the same Innext months iss we wil conclde tger signal and look a the relationship betuen the crank angle sensor and the camshaft sensor ®, Further information on Auto-Sohe and the products it offers can be found at wwwauto-sole.com. This also features a liscusion board with free registration. The Auto-Sove Diagnostic Assistance CD Ebook is distributed exclusively through the IMI and can be ordered on-line or by completing the form on page 48. ‘A four gas analyzer will give a good indication of which area we are to concentrate our diagnostic skills. Having established the fault les with the ignition system, we must now pinpoint the problem quickly using Low Amp testing, You can test any ignition system simply by clamping the ow amps probe around the feed wire to the coil (B+). Motor Industry Magazine vuw.motor.org.uk March 2004 27