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Epsilon Engine General
Epsilon Engine General
This Epsilon engine is already used in VISTO, an small sized domestic model with 0.8
ℓNA or 0.8ℓwith turbocharged. The engine variation of Epsilon has 4 types by
displacement. 0.8ℓNA, 0.8ℓwith turbocharged, 1.0ℓ and 1.1ℓ. But for Export
Market, only 1.0ℓ and 1.1ℓ are supposed to be used by region.
A 1.1 liter CRDI(Common Rail Direct Injection) diesel version of the Picanto is planned
for release in 2005. Projected figures indicate that the engine will provide 70 ps and
will keep CO2 emissions down to 116 g/km.
EU GEN AUS
Item
LX EX LX EX LX EX
1.1S 1.1S
Engine 1.1S
(1.1CRDI) (1.0:Brazil)
Seat 4 (5) 5 5
Package - Opt - Opt - Opt
※ Above Engine Application can be changeable without any prior notice
1.1 Specification
Item Unit 1.0S 1.1s
Type In-Line 4 Cylinder
Displacement cc 999 1085
Bore x Stroke mm 66 x 73 67x77
Compression Rate Kg/㎠ 15.5
Ignition Order 1-3-4-2
Idle rpm rpm 750±100
Ignition Timing ˚ BTDC 8±5 at 850rpm
Valve Type SOHC 12 Valve
Type Rocker Arm (Adjustable)
Valve
In mm 0.2
Clearance
Ex mm 0.25
In. Open 5
Valve In. Close 35
˚
Timing Ex. Open 43
Ex. Close 5
Ignition Type DLI
Spark Plug BKR5ES-11 RC10TC4
Max. Power Ps/rpm 62/5500 64/5500
Max. Torque Kg-m 8.8/4500 9.6/3000
Overall Length mm 3495
Overall Width mm 1595
Overall Height mm 2480
Wheelbase mm 2370
CO2 Emission g/Km 130
Tire Size 155R13 165R13 175R13
※ Above specification can be changeable without any prior notice
SA 1.1 전부하 성능
Performance Curve
10.0 70.0
9.5 60.0
C. Torque (kgfm)
9.0 50.0
C. Power (Ps)
8.5 40.0
8.0 30.0
7.5 20.0
7.0 10.0
6.5 0.0
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500
Engine Speed (rpm)
Traditional torque method fastens each bolt to its yield point calculated by its elasticity.
The one demerit of this method is not able to compensate for variations in each bolt’s
thread friction. Another demerit is each bolt is easy to retract to its original length when
the axial and torsional force is relieved by combined heating and cooling action of the
engine.
In any case using both torque-to-yield and torque-to-angle each bolt is recommended
not to reuse, since you don’t know how much or how often it has been tightened in the
past, regardless of the possibility of reusing a certain number of times.
All moving parts for Picanto only traditional torque method is commonly used. To keep
proper installation, keep on eyes to follow mentioned tightening torque quite exactly.
assemble these but it’s better install to the same position when contact surface is a little
worn. In case of badly worn or damaged from inspection, replace it with new one.
For rocker arm shaft tighten torque is 29 ~ 35 Nm(290 ~ 350kg-cm) When tighten this
keep in mind not forget to attach rocker arm shaft spring at the right position.
Intake Exhaust
Standard Clearance
0.2 0.25
(Intake, mm)
Standard Clearance
0.1 0.17
(Exhaust, mm)
2.6 Camshaft
The camshaft in Epsilon is SOHC type. It operates 12 valves. When you disassemble
the camshaft be sure to remove it from front side to rear side (fly wheel side)
Top ring and second ring has unique up side mark. Be sure to keep this mark always
up side. And for side rail do not use piston ring expander.
Each piston ring’s gap are poisoned as shown in the picture.
When connecting rod cap is installed, make sure that cylinder numbers put on rod and
cap at disassembly match each other. When new connecting rod is installed, be sure
that notches for holding bearing in place are on same side
3. Timing Belt
3.1 General
The Epsilon’s timing belt system is composed
with 3 parts. Crankshaft , Camshaft and Timing
belt Tensioner. Timing belt tension is supplied
from tensioner spring. For timing mark
alignment, it has two timing mark. One is
crankshaft side. The other one is cylinder side.
3.3 Inspection
3.3.1 Timing Belt
1. Check the belt for oil or dust deposits. Replace, if necessary. Small deposits
should be wiped away with a dry cloth or paper. Do not clean with solvent.
2. When the engine is overhauled or belt tension adjusted, carefully check the belt.
If any case following flaws are evident, replace the belt.
- Hardened back surface
- Cracked back surface rubber
- Cracked or separating canvas
- Badly worn teeth, Cracked tooth bottom or Missing tooth
3.3.2 Tensioner
Inspect the tensioner pulley for easy and smooth pulley rotation and check for play or
noise. Replace if necessary.
4. Cooling System
4.1 General
Picanto’s cooling system is composed with
water pump, radiator, cooling fan and
thermostat. Centrifugal impeller type water
pump is used and it is driven by drive belt.
The incoming coolant first encounters the thermostat, which now acts both on the inlet
and outlet sides of the system. Depending on the engine coolant temperature, cold
coolant from the radiator is carefully metered into the engine. This allows a more
controlled amount of cold coolant to enter, which immediately mixes with the bypass
coolant already flowing. This virtually eliminates the thermal shock present in the old
system.
After entering through thermostat (at the appropriate temperature), the cold coolant is
routed directly to the cylinder heads first, where the combustion chambers, spark plugs
and exhaust ports are cooled. Then the heated coolant returns to the engine block and
circulates around the cylinder barrels. The hot coolant from the block enters the water
pump and re-circulate back through the engine or directed to the radiator, depending
on temperature.
4.3 Thermostat
Thermostat is located inside of thermostat hosing.
It’s opening temperature is 82℃ and full opening
temperature becomes at 95℃. To check its
problems, warm up the engine first and then
analyses the current data using Hi-scan Pro such
as cooling fan on/off, ECT sensor value etc.
When ECT output value reaches more than
specific valve like 95℃ cooling fan should be on
condition and engine ECT output value should be
down gradually.
Another effective methods is immerse the thermostat in hot coolant to check proper
valve opening temperature. If you find any abnormal valve opening, replace it.
Whenever you install the thermostat be sure to put the giggle valve on top position as
shown in the picture.
To check the cooling fan, warm up the engine until the engine temperature reaches to a
certain level. Or simulate the water temperature above 90°C. Then check the cooling
fan or relay to see if they operate normally. In addition, check the rotation speed of the
cooling fan, noise and vibration.
It is controlled with 2 speed(low, high) by ECM through 3 relays. ECM Pin No. 50
controls high cooling fan rotation and No. 68 controls low speed cooling fan. Fans run
with high speed if ECT sensor faulty or VSS faulty
5. Lubrication System
5.1 Oil Pump
The oil pump is the heart of the
lubricating system. Normally
mechanical type gear pump is used
and it is maintenance free. This
mechanical type pump is positive
displacement pumps which are
necessary to insure proper oil
pressure even at low engine speeds.
Epsilon oil pumps is driven by
crankshaft. There isn’t any gear or
pulley to drive this and it draws oil
from the oil pan, through the pickup tube, pressurizes the oil and sends it to all moving
parts through oil filter. At engine idle condition after warm up, normally oil pressure
reaches 147Kpa(1.5kg/㎠).
Pressure relief valve is an integral part of most oil pump. This valve will control high
pressure so the oil filter or other engine components would not be damaged. The
pressure is determined by the spring tension. Since any additional pressure would not
be beneficial and would result in parasitic losses because of the extra engine power
used to drive the pump.
To check oil pressure switch, check the continuity between the terminal and the body
with a switch. If not, replace the oil pressure switch.
Fuel pressure is decided so as to enable enough quantity of fuel injected from injector
and simultaneously facilitate vaporization. In addition it is better to maintain the
pressure as high as possible to restrain generation of vaporized gas in fuel line system.
However the pressure will be limited by the reliability of the system for extended
operation at higher pressure, and the reliability of power supply for maintaining high
pressure for extended time of period.
Returnless type's advantage over return type is to constrain fuel temperature and
vaporized gas generation as possible (Specifically by 25%). When fuel is supplied to
engine and returns, the fuel will be heated by engine and become hot, and therefore it
is needed for fuel to supply only demanded quantity by engine. Minimizing the fuel
vapor is intended to respond to emission control regulation.
On the contrary, return type fuel system delivers always constant quantity of fuel, and
easy for pressure control.
Fuel pressure regulator which is assembled in fuel pump module inside of fuel tank
limits fuel pressure by 3.3kgf/㎠ constantly regardless of engine operation condition.
As for the resistance check, measure the resistance directly after removing the injector
connector. Then, the inner coil condition of the injector can be checked. If the
resistance is not with in specifications replace the injector.
15.9
To check the injector operation with the test lamp, connect the end of the test lamp to
the positive terminal of the battery, and connect the other end to the terminal at the
ECM side of the injector. Then crank or idle the engine to check whether the lamp
blinks.
Through this test, we can check whether the ECM controls the injector or there is any
wiring trouble.
To check with the waveform, you can check the waveform at the ECM side wire. The
Injector waveform should be displayed as shown in the figure in cranking or idle state.
In injector waveforms, the voltage which is used before and after injection operation
(Point A) should be equal to the battery voltage. If not, there should be a problem in the
power supply system from the battery positive terminal to the injector. Besides, the
voltage should be close to 0 volt as shown in the figure (Point B) while the injector
operates. If not, there should be problem with the ECM and wirings from injector to
ECM ground.
Point A
Point B
The ECM operates fuel pump when crankshaft position sensor transmits the signal. If
the fuel pump, injector and ignition spark do not operate while cranking, check the
crankshaft position sensor. As for the crankshaft position sensor check, please
refer to the engine sensors section.
7. Ignition System
7.1 General
DLI ignition system is used. For No. 1 and No. 4 ECM No. 5 terminal is used to control.
ECM No. 2 terminal is assigned for No.2 and No.3 ignition control.
To check the coil resistance, remove the coil connector and measure the primary coil
resistance at the connector. As for the secondary coil resistance, remove the high-
tension cable and measure the resistance of the secondary coil. Please refer to the
table for the correct values.
To check the waveform, measure it at the primary coil. The waveform at the primary
coil on timing should looks like the waveform on the picture. If not, check the battery
voltage, ground condition, spark plug, high tention cable and power transistor.
8.2 ECM
Picanto utilizes Bosch M7 EMS which has already been used by Sephia II or Spectra
1.5 or 1.6 A engine. It is located near passenger side junction box. Instead of HFM5
type MAF sensor in Spectra, T_MAP sensor is used. ISA has two coil type and it is
controlled by 100Hz for quick response. CKP and CMP are hall IC type and especially
for CKP, it is attached to crankshaft near crankshaft pulley.
1. the use of physical functions. That means, the variables within individual functions
(as for example, the reading of cylinder filling) as well as the interfaces between
functions and functional groups are defined as (in) physical variables. This
simplifies comparison of computed values with the physical reality and enables
definition of clear interfaces.
3. The architecture of new system is completed with Lambda co-ordination, which co-
ordinates in a similar manner the interventions at mixture side (rich or lean air/fuel
mixture through different functions).
Intake manifold is the route through that air and air/fuel mixture are inhaled to cylinder.
At that time engine works as a pump that draws air into intake manifold.
When engine is not operating, air will not flow, and then intake manifold pressure will be
same as atmospheric pressure. That’s why if you try to measure MAP voltage at IG on
which is not engine operating, with Hi-Scan Pro, it should show around 3.8 ~
4.2Voltage in current data.
When engine operates, throttle valve located in intake manifold will partly interrupt air
flow. Then pressure in intake manifold will decrease getting lower than atmospheric
pressure to generate partly vacuum in intake manifold. If engine were a perfect air pump
and throttle valve is close, then intake manifold pressure will be absolute zero pressure,
say perfect vacuum. However an actual engine cannot be a perfect pump, and perfect
vacuum is not available, intake manifold's absolute pressure is a little above zero.
On the contrary when throttle valve is wide open, intake manifold pressure will be
approx. atmospheric pressure. As described above, intake manifold's absolute pressure
will vary from relatively low value to just a little lower value than atmospheric pressure
during engine operation.
Like this, using this kind of pressure difference when throttling, is a method to measure
intake air flow by indirect pressure changing. This is very commonly used regardless of
both system and region these days because of the production cost and convenience
and it is called as manifold absolute pressure(MAP) sensor. For air density
compensation by different intake temperature, intake air temperature sensor is
attached together. We call this as T_MAP sensor in technical term.
24 Chonan Technical Service Training Center
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8.3.2 Diagnosis
Digital volt-meter or Hi-scan pro’s multi meter function is commonly used to measure
sensor's supply voltage. With ignition switch on, measure output voltage at sensor
power supply and decide if there is specified input 5 V reference voltage from ECM. It
should be 5 Voltage regardless of any conditions. If not, check wire from ECM supply
line to MAP sensor side and decide whether this problem comes from ECM side(ECM
Pin No. 42) or wire problem. For confirming ECM reference supply voltage faulty, try to
Sensor output signal can be measured at signal line (ECM Pin NO. 37). Then with
ignition switch on (not starting up) output voltage shall be approx. 3.8~4.2V, and during
idling output voltage shall be approx. 0.8~1.6V. In addition connector's connection, and
break and short at supply side and ground side.
In case engine goes off sometimes, crank engine and shake MAP sensor harness.
Then if engine goes off, it may be decided as connector's poor contact. If output value
goes outside specified value with ignition switch on (no cranking), MAP sensor or ECM
may be faulty.
If MAP sensor output voltage is outside specified value but engine still idles, the
following defects other than MAP sensor itself’s fault shall be checked such as poor
connection between surge tank and hose, imperfect combustion inside cylinder, air
leak at intake manifold, etc.
8.3.3 waveform
The intake air temperature sensor signal is sent to ECM for correction of the intake air
amount. By temperature changing in inhaled air the oxygen density is so variable that it
is needed to compensate this kind of difference correction especially in the EMS
system which is using MAP sensor.
Another main function of IAT sensor is retarding the ignition timing at high temperature.
Of course for ignition timing control considered by engine temperature, ECT sensor is
mainly used. But at high temperature range like hot summer season, event though the
engine temperature reaches more than 90℃, ECM can not make right correction for
ignition retarding without any IAT sensor. Because at high temperature range, inhaled
hot air accelerates combustion process and it is possibly to occur preignition resulting
in engine knocking.
8.4.2 Diagnosis
The intake air temperature sensor
signal can be checked with current
data. If fault code is present or
current data is wrong, check the
sensor, wiring and ECM. As for the
sensor check, Measure the
resistance at the tested temperature.
To check the wiring and ECM,
perform sensor simulation. And then,
check the current data for correct
current data outputs against the
given voltage. ECM Pin No. 42 is designated for IAT sensor signal. When IAT sensor
fault is detected, current data shows –40℃ as default value.
8.5 TPS
8.5.1 General
Throttle position sensor is installed at the throttle body and detects the throttle valve
position. In other words, it detects the driver’s intention. This sensor is using a
potentiometer which is a variable resistor made of resistance wire or resistance object
to detect the exact amount of throttle valve opening.
8.5.2 Diagnosis
The throttle position sensor signal
can be checked with current data. If
current data is wrong, check the
sensor, wiring and ECM. ECM Pin
No.32 is for 5V reference supply
voltage, Pin No. 16 is for sensor
Signal and Pin No. 17 is for TPS
ground.
Besides, to check the signal wire and ECM, perform simulation. And then, check the
current data for the correct output values with the given voltages.
8.5.3 Waveform
It is fruitful to check TPS waveform with MAP signal together. Because these two
signals are too relevant and signal trend is also very similar as shown in the picture.
TPS
MAP
As analogue input signal like TPS, MAP, ETS and IAT, itself cannot be processed by
CPU directly. Because microcomputer only can recognize 1 or O for processing. For
digital input signal processing in ECM, A/D(analogue/digital) converter is used to
convert analogue signal to digital signal.
Blue On
No Lamp No Lamp
8.6.2 Diagnosis
Basically the diagnosis method is exactly same like IAT sensor. Because both IAT and
ECT sensor are used NTC type thermistor. One distinctive difference symptom
compared to IAT failure is cooling fan turns on when ECT has some failure. In this case
you can expect ECT sensor’s problems. To distinguish between cooling fan problems
and ECT failure you can use actuation test through Hi-scan Pro.
Measuring resistance is the most powerful checking method. The specific value of
output voltage is like on the table bellow.
Checking Condition Temperature Current Data Resistance(KΩ)
0℃ 4.27±0.3V 5.18 ~ 6.60
20℃ 3.44 ±0.3V 2.27 ~ 2.73
IG On
40℃ 2.72±0.3V 1.059 ~ 1.281
80℃ 1.25±0.3V 0.298 ~ 0.322
Unlike other general target wheel which is composed with 60 teeth including 2 missing
teeth, Picanto’s target wheel has 30 teeth with 2 missing teeth. Except this tooth unit all
logical processing in ECM is the same as before.
8.7.3 Diagnosis
If abnormal shock is felt during running
or engine stops suddenly during idling,
shake CKP sensor harness. If engine
stops, check for poor contact in
connector. If engine rpm in current data
or tachometer in cluster indicates "0"
rpm during cranking, check CKP sensor
first and then go to ignition system for
defect. Starting or intermittent engine
stop problem normally results from this
sensor.
Digital circuit tester is used to check sensor for circuit-break and short, and connector
for contact condition. ECM Pin No. 15 used for CKP Sensor Signal. To check sensor’s
proper working, measure the power supply voltage of 12 and check for continuity of the
ground circuit.
Measuring waveform using oscilloscope is another way to check this sensor’s problem.
8.7.4 Waveform
8.8 CMP
8.8.1 General
The camshaft position sensor monitors the camshaft position and sends the signals to
ECM. The ECM distinguishes the cylinder 1 and cylinder 4 by comparing the camshaft
position sensor signal with the crankshaft position sensor signal. Accordingly it
enhances the fuel injection at the right. Cylinder, ignition timing of each cylinder and so
on. Picanto’s CMP sensor is located near ignition coil.
8.8.2 Diagnosis
Checking method for CMP sensor is the same as CKP. Because this two sensor are
using Hall IC type. For CMP signal input, ECM Pin No. 79 is used.
8.8.3 Waveform
CMP Sensor Waveform
Signal High
Signal Low
P0340 12 Times Yes
Signal Interruption
Rationality
Front or Up Stream
Oxygen Sensor
Zirconia type oxygen sensor is used for Picanto. This material reacts to the
oxygen content in the exhaust system. The Zirconia oxygen sensor generates a
small voltage depending on the exhaust gas condition. The normal voltage range is 0.2
~ 0.8 volts. 0.2 volts indicates a lean mixture and a voltage of 0.8v indicates a richer
mixture.
8.9.2 Diagnosis
The sensor can be checked by the fault code, current data, voltage measurement at
terminal, Waveform and sensor simulation.
ratio, maximum and minimum values at the idle state or constant speed.
In particular ZrO2 oxygen, sensor's resistance shall not be checked directly. As the
oxygen sensor itself generates voltage, resistance measurement may damage the
sensor. In order to decide whether oxygen sensor is faulty or oxygen output voltage is
abnormal by faulty air/fuel ratio, approve 14V at oxygen sensor heater part terminal,
and wait approx. 1~2minutes and then read sensor output voltage that shall be
10~100mV. If output voltage is OK, oxygen sensor may be normal, and then proceed to
check other parts.
T = TB * (KLRN + KI + 1.0)
- T : Total Injection
- TB : Base injection time through main input sensors and corrections
- KI (Integral Value) is determined to achieve A/F ratio stoichiometric for Short Term F/T
- KLRN (Learning Value) for Long Term F/T
After feedback from O2 sensor, next injection time is decided with considering of
KI(Short Term) and KLRN(Long Term). When short term in current data shows + 3% for
example, it means engine’s fuel condition is lean. When this value shows –3%, fuel
system needs to decrease fuel injection volume by this level because of the rich
condition. Long Term is adaptive value unlike Short Term which is correction value. It is
achived at engine’s load range like Idle or P/Load and it is also considered by engine
rpm range. And changing time through Hi-scan Pro current data is slower than Short
Term’s.
When Short Term reaches ±25%, you have to check fuel system problems such as
poor fuel pressure, sensors which are related with basic injection time failure and air
leakage etc.
If the waveform is normal but current data is abnormal, check the signal wire using the
simulation function of hi-scan and check whether the ECM reads the sensor value
correctly.
Good
Bad
Front
Rear
Closed loop means that the sensor monitors the oxygen content and the sensor signal
is used to control Air-fuel mixture according to exhaust gas condition.
Like this there are several control systems used recently. But 4 common control
systems are commonly used in automobile area.
Open-loop control system means that the system output has no effect on the control
activity. Each step of control is performed in pre-determined order and therefore it is
called sequential control.
On the contrary in an open-loop control, the system configuration is simple and easy to
maintain. The price is also low, and it is actually used in many cases, i.e. when relation
between input and output is already known and outside effect does not exist. For
example traffic signal control is one. Traffic signal typically operates repeatedly in pre-
determined interval irrespective to traffic level(output)
Controller Plant
Closed-loop control system always compare system output with target value(reference
input), and send back the difference value to control system via feedback route for
correcting error.
As shown on the following picture system forms closed-loop for comparing output with
input, so it is called closed-loop control or feedback control system.
Detector
Open-loop control system is used in cases where by definition there is no outside effect,
and system input/output characteristics are known. However actually for most systems
that may be found around us, we cannot know their features accurately, and
unexpected outside effect may exist in many cases. As those unexpected features
make open-loop control system hard to achieve the system purpose, most control
systems are configured in closed-loop control systems.
For example, there is a system that maintains constant motor speed. Then the motor
supply voltage will be output and the system target will be maintaining constant speed.
Maintaining constant speed may be achieved by applying constant voltage on the
motor.
If unexpected load is applied on the motor shaft an open-loop control system may
maintain constant motor speed no more. However if the system measures the motor
speed and send the result as an input so as to vary the voltage as per speed variation,
the motor speed may remain constant in spite of the outside effect.
Therefore a closed-loop control system has an advantage that system response may
provide accurate, reliable and adaptable control in response to outside effect and
system variable change using feedback signal. Stability is a key element to a closed-
loop control system.
'Adaptive' means the ability that a system may adjust and correct for itself against
unexpected change of environment and organization. This system finds change of
plant parameters for itself and corrects the controller parameters so as to maintain
optimal performance, what is called an 'adaptive control system'.
The term was initially used in late 1950s referring to living creature's adaptation to
environmental change.
A closed-loop system feeds output back to input and thus avoid effect form outside
variation to always reach target values. However when outside environment varies
greatly controlled target and control characteristics change and closed-loop control will
not be enough to achieve the goal.
Over time, parts may wear out and parameters and environment may change, then the
control system's dynamic characteristics will not be constant any more. To say typically
used feedback control systems may dampen lower dynamic characteristics change, but
adaptive ability against system parameters and environmental change is required to
make a satisfactory system.
Estimation or
Design
PI measurement
Correction
Input Output
Controller Plant
Environmental effect
This type of control system has learning ability. The basic concept of the system is to
introduce human learning ability on to control systems; then a control system is
provided with ability to change action by experience like human beings.
A human remembers experienced or learned facts from outside for him/herself under
certain conditions, and when face the same condition he/she decides and acts on the
basis of stored experience. Learning how to drive a car provides a good example.
If this learning feature is integrated on to a control system, the system will obtain
information required for control activity even under such environment that the control
system's dynamic characteristics and outside effect nature are not fully known. For a
learning control system to improve learning effect, education is required. The education
typically involves installing an education model and correcting the model, and finally
refine and store the past experience. Following picture illustrates an exemplary learning
control system. The control system corrects the model parameters such that difference
between controlled target and original output makes zero. Whenever outside effect
changes, the mode will perform the correction to store new experience and raise the
control level.
Appearance
Control
Output
device
Model
Signal Correction
operation device
Optimizer Model
1600~2800rpm
P0133 Response Rate
Load : 30~70%
※Some P-Code can not be shown in your market because of the difference of
emission control.
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MBT (minimum spark advance for the best torque) is the ignition timing to generate
maximum torque, and located just adjacent to the ignition timing to generate knocking.
So ignition timing shall be set a little away from knock generation range.
MBT
Without knock control, ignition timing will be set at retarded point from maximum torque
generating point in order to ensure required allowance, and then lower torque will be
generated. On the other hand, ignition point may be set close to knocking range
effectively raising engine output using knock sensor.
Knocking occurs only during combustion period in the relevant cylinder, and therefore
decided only within knocking judgment period in order to avoid faulty detection due to
noise. ECU retards ignition timing when knock is detected and slowly advances the
timing after no knock has been generated for a certain period of time, in the form of
feedback control.
8.10.3 Waveform
Measuring knocking sensor signal is a little difficult with Hi-scan Pro because of the
high frequency. Special oscilloscope is needed to measure. Following waveform is an
example of knock sensor waveform. When knocking happens, the frequency reaches
12.5kHz.
8.10.4 Diagnosis
Knock sensor shall be checked
for connection contact condition
and circuit-break and short. As
piezo type sensor is installed on
cylinder block , it is needed to
keep tighten torque : 20±5Nm.
Signal Check
>2800rpm
P0325 Circuit Pulse Test <3.7V Continuous Yes
Sensor Structure
G-Cell
Picanto’s acceleration sensor has 3 terminals. Output voltage at idle condition shows
2.3 ~ 2.7V. ECM Pin No. 60 is used for acceleration sensor signal. Sensor power and
ground are shared with TPS.
ECM calculates the vehicle speed by counting the number of pulses per second. Hall
IC type sensor is used.
8.12.2 Diagnosis
Check if frequency rises in proportion to vehicle speed variation. Check if input voltage
and grounding are maintained normally at on and off condition. Speed sensor input
voltage is 12V from I/P junction box. ECM Pin No. 59 receives vehicle speed sensor
digital signal and produces rpm signal to cluster through Pin No. 8.
Following picture illustrates analysis of speed sensor output waveform of digital pulse
type. Part A indicates reference voltage and represented as constant horizon. Part B
indicates voltage variation state, and represented as vertical line. Part C indicates
peak-to-peak voltage, same as reference voltage. And part D shows almost grounded
state, expressed as constant horizon. AS vehicle speed is increased, speed sensor
output frequency goes up. Voltage drop at ground shall be less than 400mV. If not
check vehicle speed sensor and ECM for defective grounding.
8.13 ISA
8.13.1 General
The function of the Idle Speed Control actuator is controlling the idle speed according
to engine conditions such as temperature, throttle position, engine speed and different
load factors.
The ECM compares the actual engine speed with the target speed. The ECM transmits
a signal to the idle speed actuator, which adjusts to the target speed by increasing the
bypass air when the idle speed is too low, and decreasing it when the idle is too high.
For example, When the engine is started in cold weather, the engine Control Module
(ECM) will give the engine cold start enrichment and will increase the engine's idle
speed to approximately 1000 rpm or more. The Idle speed control actuator is
responsible for this increase.
As the engine reaches operating temperature the enrichment will be eliminated and the
idle speed will be reduced to a predetermined speed; this speed will be maintained
regardless of electrical loads on the alternator and to a certain extent mechanical loads.
8.12.2 Diagnosis
Following picture illustrates ISA circuit and terminals. It has 3 terminals from ISA side.
One is for open ISA signal, another is for close ISA signal, and the last is for 12V
supply. ECM Pin No. 29 is designated for open control and No. 26 pin for close control.
A circuit tester is used to check connectivity between terminal 2 & 1 and between
terminal 2 & 3. In addition measure voltage at terminal 2 and find if normal battery
voltage is applied.
53 Chonan Technical Service Training Center
ENGINE
Another checking method is using the current data. The ISA duty in the current data is
a calculated figure by the ECM to control the ISA depending on the engine condition.
Use this value only as a reference value because actual opening may differ from the
current data in case of idle speed actuator is broken.
8.12.4 Waveform
When using oscilloscope, read output waveform from terminal 1 or 3, and find duty
rates for open and close rates. Thereafter decide whether the read values are within in
specified values or not.
Each coil receives opposite signals form each other alternately. In other words, the
closing coil turns off when the opening coil is on. On the contrary, the closing coil turns
on when the opening coil is off.
ECM carries out these on and off motion 100 times per second, which corresponds to
100 Hz. ECM also controls the on and off time, which varies depending on the engine
condition. This type control is called duty control, in which on and off ratio is controlled.
The duty value of the idle speed actuator is displayed on the current data of the Hi-
scan. ISA duty 30% means that the ECM turns on the opening coil 30% to let the
opening be 30%. Though it will not be displayed in the current data, in case of the
closing coil, the closing coil turns on 70% to let the closing be 70% because it is the
reverse of the opening coil.
For example, in the case of 30% opening duty, the valve remains open for about 30%.
Likewise, in the case of 60% opening duty, valve remains open for 60%.
8.13 PCSV
8.13.1 General
PCSV is installed between the canister and the intake manifold, it delivers or shuts the
vapor gas to intake manifold, which is stored in the canister. The ECM controls the
purge control solenoid valve.
When vehicle is operating it generates evaporative gas from fuel system such as in fuel
tank, and HC is the main substance of the gas. Fuel tank requires venting system to
avoid pressure rising in the tank when raised temperature generates volume expansion,
and there after resulting vacuum pressure.
In addition, vapor gas control system is required to prevent fuel vapor from being
discharged into atmosphere. Vapor gas control types include crankcase capturing type
and activated charcoal capturing type. Activated charcoal capturing type is the most
widely used . Following picture illustrates vapor gas control system which is
represented as PCSV using activated charcoal.
Activated charcoal adsorbs fuel vapor very well, and thereafter when blowing air goes
in, it separates the fuel vapor again. During all engine operating term, charcoal canister
captures vaporized fuel gas in itself.
When operating condition is achieved, PCSV is working and outside air will be blown
into the canister separating adsorbed fuel out of the charcoal, and route and purge the
fuel gas into intake line by ECM’s duty control.
8.13.2 Diagnosis
There are several purge control solenoid valve check method, such as checking waveform
and checking valve operation.
To check the waveform, measure the waveform at the ECM connection line. ECM Pin No.
46 is used for PCSV duty control.
When the purge control solenoid valve turns on, check whether the circled voltage
becomes close to 0 volt. And check whether voltage becomes the same with the
battery voltage when it turns off. If not, check the wiring, fuse and ECM ground
condition.
This immobilizer system consists of the ECM, the SMARTRA, annteena coil,
immobilizer lamp and ignition keys with built-in transponder. The ECM carries out
checking of ignition key’s authentication by special encryption algorithm, which runs in
the transponder and in the ECM in parallel. Only if the results are accepted, the engine
can be started. The data of all transponder, which are valid for the vehicle, are stored in
the ECM with special inscription logic.
ECM Pin No. 52 is for immobilizer signal from SMARTRA unit, Pin No. 61 is for
immobilizer system ground and Pin No. 49 is for immobilizer indicator lamp control.
9.2 Components
9.2.1 Transponder
Transponder is the simple ignition key
which has unique memory bank inside of
this. During the key teaching procedure the
transponder will be programmed with
vehicle specific data.
The vehicle specific data are written into the transponder memory. The write procedure
is unique; therefore the content of transponder can never be modified or changed. It
means if you make any key teaching to ECM, you cannot erase the ROM memory data.
The data are a string of 9 bytes defined by vehicle manufacturer. The transponder
memory is split into two strings called authenticator and key password After this
programming the transponder memory is locked and the data(PIN code) cannot be
read or changed respectively.
The IDE information in ECM is erased by teaching procedure, if ECM is taught newly.
All used key have to be registered again through teaching method prohibiting with lost
key’s reusing. Registered Pin code in the key can not be changed. It means used key
can not be reused again, if the PIN code is changed.
9.2.2 SMARTRA
The SMARTRA unit contains an integrated inductive antenna and electronics around
the ignition lock assembly. The SMARTRA communicates with an engine control
module via a dedicated communications line. The SMARTRA carries out the
communication with the built-in transponder of the ignition key. This wireless
communication runs by RF (Radio frequency of 125 kHz). The SMARTRA is mounted
at the ignition lock close to the antenna coil for RF transmission and receiving.
The RF signal from the transponder which is received by the antenna coil is converted
into messages for serial communication by the SMARTRA device. And the received
messages from the ECM are converted into the RF signal, which is transmitted to the
transponder by antenna.
The SMARTRA does not carry out the check of validity of transponder or the
calculation of encryption algorithm. This device is only an advanced interface, which
converts the RF data flow of transponder into serial communication to ECM and vice
versa. When transponder is insert within 24 degree(figure), it can be recognized by
antenna.
The user password teaching is only accepted by "learnt" ECM. Before first teaching of
user password, the status of user password is "virgin". Limp home function is
impossible.
The teaching is started by ignition on with a valid key and sending the user password
by tester. Refer the user password teaching procedure. After successful teaching, the
status of user password changes from "virgin" to "learnt".
The learnt user password can also be changed. This can be done if the user password
status is "learnt" and the tester sends for authorization of access either the old user
password or the vehicle specific data. After correct authorization the ECM requests new
user password.
The status remains in "learnt" and the new user password will be valid for next limp
home mode. If wrong user passwords or wrong vehicle specific data have been sent to
ECM three times, the ECM will reject the request of password changing for one hour.
This time cannot be reduced by disconnecting the battery or other manipulation. After
connecting the battery the timer starts again for one hour. Only wait until 1 hour with
ignition on condition to erase this protection.
Learnt
The Password has been taught successfully to ECM.
Virgin
This is the status at the end of ECM production line before delivery to final customer. Of
course when you buy new ECM with A/S parts it also shows virgin condition. When you
try to input password with this condition, ECM requests ‘input new password” first
instead of asking old password. Because it hasn’t any information about password.
Locked by timer
After 3 times of wrong input password processing is done, ECM is locked for one hour
and anymore input procedure can not be accepted during this time.
It is necessary for ECM to leave it more than 1 hour with ignition on to be recovered
from this condition. Disconnecting battery’s negative terminal to erase any trouble code
is useless.
The status of ECM defines the possibility of vehicle operation related to the immobilizer
and the teaching of keys. This status depends on the handling of ECM by tester
operation.
9.3.3 Teaching
PIN code is abbreviation of Product Identification Number code. PIN code is made by
special encryption algorithm through the VIN(vehicle identification number). PIN code is
a unique code for each vehicle. PIN code is registered in production line. Also, it can be
registered by Hi-scan Pro through the teaching procedure in the field. PIN code must
be needed when the teaching for ECM and key.
For example,
1. When replacing with new ECM or used ECM(neutralized ECM)
2. When a key is lost
3. When a key is added
PIN code is control by Overseas service team or specified dealer for field service. They
have a special program which can find out lost PIN code for each vehicle. Therefore,
simply sending a VIN(vehicle identification number) to above office, if dealer shop want
to know the PIN code.
Wrong PIN code can be registered to new ECM. But, it will make a big problem later
because nobody can find out registered wrong code.
The key teaching is done at the end of production line, after replacing defective ECM at
service station or for providing of additional keys to the vehicle owner. The procedure
starts with ECM request of vehicle specific data from tester. The "virgin" ECM stores
the vehicle specific data(PIN code), the key teaching can be started. The "learnt" ECM
compares the vehicle specific data from tester with the stored data. If the data are
correct, the key teaching can be started. If wrong vehicle specific data have been sent
to ECM three times, the ECM will reject the request of key teaching for one hour.
This time cannot be reduced by disconnecting the battery or other manipulation. After
connecting the battery the timer starts again for one hour
The key teaching is done by ignition on with key and additional tester command. The
ECM stores the relevant data(IDE->Identifier number) in the EEPROM and in the
transponder(PIN code). Then the ECM runs the authentication for confirmation of
teaching process. The successful programming is confirmed by message to tester. If
the key is already known to ECM from previous teaching the authentication will run and
the EEPROM data are updated. There is no change of transponder content (this is
impossible for learnt transponder).
The attempt of repeated teaching of a key, which has been taught already during the
same teaching cycle, is recognized by ECM. The ECM rejects this key and a message
is sent to the tester.
The ECM rejects invalid keys, which are presented for teaching. A message is sent to
the tester. The key can be invalid due to faults of transponder or other reasons, which
result into not successful programming of data. If the ECM detects different
authenticators of transponder and ECM, the key is considered to be invalid. The
maximum number of taught keys is 4.
If an error occurs during the immobilizer Service Menu, the ECM status remains
unchanged and a specific fault code is stored. If the ECM status and the key status do
not match for teaching of keys, the tester procedure will be stopped and a specific fault
code is stored at ECM.
When ECM is neutralized, it is possible to input all Pin code. But keep in mind only
correct Pin code should be used following the VIN. If not, authentication between
transponder and ECM can not be made. Furthermore when you buy new ECM with
spare parts, you must insert correct Pin code which has been used already.
Input wrong Pin code more than 3 times in this mode results in the same problem
which is mentioned before in teaching section.
2.Unlocking of ECM
This is the release of fuel injection and ignition by ECM for successful start of the
engine. The normal operation is with valid key. A key is valid after successful
programming of vehicle specific data to the transponder and storing of relevant data of
the transponder in the ECM.
After ignition on the authentication procedure starts. At first the unique IDE of
transponder is checked. If it is equal to one of the transponder known to ECM the
authentication procedure starts. The authenticator, the IDE and a random number are
converted into the encrypted lock password and transferred to the transponder via the
SMARTRA.
The transponder compares the data with its calculation result. If the results are equal,
the transponder sends back the encrypted key password to ECM. If this is equal to the
calculation result of ECM, the ECM will be unlocked until switching off ignition. The
unlocked ECM releases fuel injection and control of ignition.
- Twice ignition
- Limp home by Hi-scan Pro
- Limp home by ignition key
1. Twice Ignition
For special purposes during the vehicle manufacturing process the function "twice
ignition on" is implemented. It is only possible when ECM status is virgin.
The unlocked status remains for the time 30 sec. After elapsing of timer the ECM is
locked again. By using a valid key a new authentication runs after begin of cranking.
In case of limp home and twice ignition new inputs are requested.
Timing conditions between each sequence has to be fulfilled for successful start. It is
like as follows :
- first ignition on less than 1.5 sec
- ignition off time is limited by minimum 0.2 sec and the maximum 1.5 sec
- ignition on and cranking within 30 sec
To achieve the limp home function with twice ignition, both ECM and transponder
should be in "virgin" status and the timing condition which is mentioned before should
be fulfilled.
This password can be defined by vehicle owner and is programmed at the service
station (See user password teaching). The ECM informs the driver about the limp home
condition by blinking immobilizer lamp.
Then the user password can be sent to the ECM by Hi-scan Pro. Only if the ECM is in
status "learnt" and the user password status is "learnt" and the user password is the
correct one, the ECM is unlocked for the time 30sec.
The engine can only be started during this time. After elapsing of timer no engine start
is possible. Unlike the limp home function with Twice ignition, the number using Hi-scan
Pro is limited to 255.
If wrong user passwords have been sent to ECM three times, the ECM will reject the
request of limp home for one hour. Disconnecting the battery or other manipulation
cannot reduce this time. After ignition key “ON”, the timer starts again for one hour.
Only if the ECM is in status "learnt" and the user password status is "learnt" and the
user password is the correct one, the ECM is unlocked for the time 30sec. The engine
can be started during this time. After elapsing of timer no engine start is possible. After
new input of user password the timer 30sec starts again. After ignition off the ECM is
locked (if timer 30sec is elapsed). For next start the input of user password is
requested again.
9.4 DTC
The following table shows the assignment of immobilizer related faults:
P-Code Description
P1693 TP No response Error / TP Invalid response)
P1674 TP status Error
P1675 TP programming Error
P1690 SMARTRA no response
P1676 SMARTRA message error
P1696 Authentication Fail
P1695 EMS memory error
P1694 EMS message error
P1699 Twice Overtrial
P1697 Hi-scan Pro message error
P1692 Immobilizer lamp error
P1610 Non-immobilizer EMS connected to an immobilizer
A valid ignition key is inserted and after ignition on the ECM requests the vehicle
specific data from tester. Refer to the neutralizing procedure. After successful receiving
of data the ECM is neutralized. The ECM remains locked. Neither the limp home mode
nor the "twice ignition on" function is accepted by ECM. The teaching of keys follows
the procedure described for virgin ECM. The vehicle specific data have to be
unchanged due to the unique programming of transponder. If data(PIN code) should be
changed, new keys with virgin transponder are required.
9.5 Cautions
1. When there is only one master key registered and you wish to register another
master key, You need to re-register the master key which was already
registered.
2. When the master key #1 is registered and master key #2 is not registered, Put
the master key #1 in the IG/ON or the start position and remove it. The engine
can be started with the unregistered master key #2. (Note that master key #2
must be used within 10 seconds of removing master key #1)
3. When the master key #1 is registered and master key #2 is not registered, Put
the Unregistered master key #2 in the IG/ON or the start position. The engine
cannot be started even with the registered master key #1.
4. When you inspect the immobilizer system, refer to the above paragraphs 1, 2
and 3. Always remember the 10 seconds zone.
5. If the pin code & password are entered incorrectly on three consecutive inputs,
the system will be locked for one hour. Only elapsing time for one hour can
release this condition.
10. Throubleshooting
10.1 Current Data
It raises temp. in order for oxygen sensor to be activated after starting engine. Duty
control relying on ECM is performed(400-800℃). Heater resistance is approx. 8Ω for
Bosch type and approx 3.7Ω for others.
It has ignition type without distributor and called DLI(distributor less ignition). Ignition
timing is calculated by ECU. Power TR is built in ECU and consists of 2 coils. For item
inspection, first coil has resistance of approx. 0.5-0.6Ω and second coil has approx.
12KΩ.
It grounds various actuators of ECU to engine block. It may have effect on all waveform,
operation, and reference signal of ECU, and therefore wire of enough size as specified
shall be used with out fail. Under poor contact, it may cause sporadic defects.
ECU calculates fuel rate(open period of time) and injection timing relying or engine
condition and injects fuel as required for each cylinder(However ECU decides open
period of time relying on coolant temp. and perform simultaneous injection upon
starting engine). For item inspection, the resistance shall be 13-17Ω.
It transmit engine ECM's TPS opening level to TCM in order to use for shifting stage
control.
It transmits torque signal to TCM for decreasing shift shock and thus providing
comfortable shifting.
It is directly connected to battery always for storing learning values, DTS, etc of ECU. If
the power is cut off and connected again, then stored learning values and DTC's will be
erased.
Upon key-on, ECU operates this main relay(It operates approx. 102 seconds before
starting and operates again after receiving crank angle signal). At the same time CU
operates each actuator for a short period to perform self-diagnosis.
As shown on wiring diagram, when main relay operates ECU supplies power through
this contact to fuel pump, actuators and sensors. Therefore if problems occur to one of
the parts, engine will not start.
The sensor is Hall IC type. It generates digital signal from crankwheel's 30 teeth and
sends the signal to ECU. As there are 30 pulses(long pulse=2) one pulse is around 12°.
Using this signal ECU decides ignition timing and injection time.
It is an adjustable resistance, and detects throttle valve opening level as voltage figures
and provides it to ECU for idle decision, decision on engine acceleration condition, etc.
For item inspection, total resistance (terminal 1 & 2) shall be 1.6-2.4KΩ.
17 TPS ground
The sensor is not grounded out side (Inside ECU it is connected with all other
groundings. It is intended to allocate ground separately avoiding points of high current
flow(cause of noise)). It is shared with Acceleration Sensor ground
It decides oxygen concentration in exhaust gas, and feed back the result to ECU, which
uses it for regulating fuel rate always at stoichiometric air/fuel ratio. It is a zirconium
sensor and has range of approx. 100mV-900mV.
The sensor is not grounded out side (Inside ECU it is connected with all other
groundings. It is intended to allocate ground separately avoiding points of high current
flow(cause of noise))
24. Cooling Fan Signal input from middle Switch in Triple Switch
It is of 2 coils, duty control type. It places throttle body at center and bypasses air
directly to surge tank, to regulate idle speed(800rpm). It opens approx. 30% under no-
load idling after warm-up. For item inspection, total resistance between terminal 1 & 3
shall be approx 34Ω(Open coil resistance + Close coil resistance).
It light up upon failure of engine sensors or actuators (connect scanner and read it)
This sensor is not grounded out side. Inside ECU it is connected with all other
groundings. It is intended to allocate ground separately avoiding points of high current
flow(cause of noise)
This sensor is not grounded out side. Inside ECU it is connected with all other
groundings. It is intended to allocate ground separately avoiding points of high current
flow(cause of noise)
MAP sensor indirectly detects intake air rate depending on pressure variation inside
surge tank, and used to decide basic injection rate and ignition timing depending on
engine load(Upon abnormality, engine may stop. At the next cranking however ECU
will apply basic value on the basis of TPS for starting engine. Then engine may show
malfunction and poor acceleration during running)
Using thermistor it measures coolant temp. for controlling fuel injection rate by engine
temp., and used as important reference condition for checking engine condition.
It is NTC thermistor to check intake air temp. for compensating fuel injection rate. It is
assembled with T_MAP sensor.
It provides battery power to ECM when engine relay control becomes on.
46 PCSV control
Fuel vapor occurs by raised temp. in fuel tank, and fuel vapor is not emitted into air but
stored in canister. Depending on engine condition ECU operates solenoid valve to
route fuel vapor into intake manifold and burn it out.
It gives drivers the immobilizer condition information through indicator lamp working.
55 HO2S(downstream) input
It is for downstream oxygen sensor input and used for monitoring catalysis for OBDII or
EOBD. At normal condition it produces 0.65V.
57. Triple signal input (Pin sensor and DPS are connected in serial)
It detects air-conditioning temp. and pressure and sends them to ECU, which controls
compressor relay on/off using them
59 VSS
It is Hall IC type. ECU will use this signal to decide and calculate car condition as stop
or running and car speed, and then use the results for related status and condition.
Acceleration Sensor signal is used for rough road detection. When vehicle goes rough
road it detect this vibration and prohibit ECM with misfiring control
It is connected with blower fan switch in series, and operate condenser fan when both
switches are on.
It is used to drive fuel pump. ECU drives fuel pump relay only above minimum set
speed(typically 50 rpm) and also prevent fuel leak in emergency. For improving initial
start it may turn on relay for 3-5 seconds raise pressure inside fuel system relying on
coolant temp. upon ignition-on
71 K-line
It is connected with diagnostic connector, and used between ECU and scanner for data
communication. (diagnostic code, sensor value, etc)
TCM sends signal for requesting torque reduction to ECM for comfortable shifting.
It is used for A/T cars and also called inhibitor switch. The switch allows starting engine
at shifting lever position P or N.
It is input signal to compensate for increased load when power steering is operating.
CMP sensor consists of Hall element, and synchronized with crank angle signal, and
used for ECU to recognize #1 cylinder. Though ECU already knows TDC using crank
angle signal, ECU requires CMP sensor signal to decide of which cylinder TDC is.
Pin assignment can be differ by region or emission control. Totally M7 ECU consists of
121 pins. Simply when you say about this EMS system you can say 121 pin is used.
Then everybody understands this is used from Bosch M7. Another 40 pins are for T/M
control but here these are not used. Different T/M controller is used for Picanto.
5
Key ON/switch HEAD B+
76 Headlight switch signal input Headlight switch
Key ON <1V
Key ON/switch operation <1V
77 Power steering switch input Power steering switch Key ON/switch non-
B+
operation
Key ON/ENG OFF 5V
Camshaft position sensor
79 Camshaft position sensor 2-3V(duty
signal input Idle
40~50%)
80 Ground Ground Constant <0.5V
(1)
Except for Europe
(2)
Only Europe