Decleration

Scan Tools

Scan Tools are used to measure and diagnose your vehicle information, such as RPM, Ignition Timing, Injector Pulse width and readings from a number of sensors such as the 02 sensor, TPS (throttle positioning sensor), and (MAF) mass airflow sensor. It will also show certain switch position signals.

Using A Scan Tool

1. Plug the scan tool into the ECU, either under the dash or under the steering wheel. (Could be hidden)

2. Power On the Scan Tool. The display will come on, and after it communicates with the car's computer for a few seconds, it will display an OK message or a menu.

3. Navigate the menu to find the stored codes that the car's computer has stored into memory. These codes are collected overtime, and unless the vehicles battery has been disconnected, they should remain in memory. The scan tool will display these codes, along with basic data information about the code.

4. Write down the codes that are displayed and then research them. Automotive repair manuals will have a list of these codes and what they mean for that type of make or model. Many codes will start with a letter, followed by several numbers, such as F-233, and they are tripped by sensors that the computer monitors constantly. When these sensors determine something is wrong with the motor, they store the code in the computer so that the mechanic can determine the issue and repair it.

Example.

Here is a fault code for a 6 cylinder engine.

As you can see this is a 5 digit number, with a letter at the front. When I read the manual for this type of this vehicle, or go to the following website http://www.youfixcars.com/, I can see that the fault code is P0306- Cylinder 6 Misfire Detected. We now know that the 6th cylinder has a fault, and can now try to work out what the actual problem is. It could be a dirty spark plug, dirty distributor or any number of things. But at least now we know what the problem is. However the Scan Tool is preset to finding more priority faults first, so after the problem has been fixed, another isolated problem may still need to be attended to.

Scan Tool Observations

Find a Vehicle that will show you CAN system operation on a scan tool (such as the Range Rover)


Which Vehicle Are you using? Land Rover


Which Scan Tool are you using? Auto Boss


2.2 What different functions are available on the scan tool to examine the CAN system?


Primary Ignition, secondary Ignition, Multimeter, DSO, Engine Analyser


2.3 List the different systems that are controlled by CAN? (note which are high speed and which are low speed)


High


ABS/ TCS/ Engine Control/ EPS


Low


Tv, Windows, Body Control

CAN Multiplexing worksheet

CAN Waveform on an oscilloscope

1.1 Locate the Range Rover or other suitable vehicle with easily accessible CAN system twisted wires. Which vehicle do you have? (Year, Make, Model)
2001 Landrover

1.2 Locate a twisted wire pair. Describe where the wires are located. The Twisted Wire Pair were located inside the engine bay on the Hydraulic Control Unit

1.3 Record the waveform of one of the wires below. ("make sure your time is small enough so you dont have aliasing")

Colour of wire: Yellow

Time per division: 2 Seconds

Voltage per division: 0.5V

1.4 Record the waveform of the other wire.

Colour of wire: Black

Time Per Division: 20ms

Voltage per division: 1V

1.5 What is aliasing? Describe it: When a digital image is viewed, a reconstruction-also known as an interpolation-is performed by a display, and by the eyes and the brain. If the resolution is too low, the reconstructed image will differ from the original image, and an alias is seen. Aliasing can be caused either by the sampling stage or the reconstruction stage; these may be distinguished by calling sampling aliasing prealiasing and reconstruction aliasing postaliasing

1.6 How do you know these waveforms are not alisaling?

Because they are symmetrical when placed together, and this is what it should like.

1.7 In the 1.3 Waveform above, what is the main voltage on the line? 2.5V

What is the other voltage on the line, when the voltage is pulled up or down to "talk"?

1.8 In the 1.4 Waveform above, what is the main voltage on the line? 1.5V

What is the voltage on the line, when the voltage is pulled up or down to "talk"?

1.9 Observe the signals in 1.3 and 1.4 with a voltmeter. Compare it with DC volts or AC volts setting . Which setting would tell you if the signal is switching. Explain. DC Would tell me if the signal is switching because I would get a straight line when it is either on, or off, while analogue will give me a curvy line.

On Car Exercises

Connect a Scan Tool to the vehicle you are testing and bring up the transmission information.

Which scan tool are you using: Hanatech Multiscan

Which vehicle are you using: Mitsubishi Galant 1996

With the vehicle safely on jack stands or a lift (use the proper worksheet for that) safely drive the vehicle to allow it to shift up and down through the gears. View the solenoids as the vehicle shifts up and down. Record which solenoids are on in which gears.

With the shift lever in Drive or Overdrive:

First gear solenoids: 2nd/OD

Second gear solenoids: LR/OD

Third gear solenoids: 2nd/LR

Fourth gear solenoids: LR/UN

View the Torque Converter Clutch as you safely drive the vehicle. Record when it is on or off:

Torque Converter Clutch On:

The duty cycle of the torque converter clutch didn't come on until 1400 rpm had been reached in 3rd gear.

Torque Converter Clutch Off:

The duty cycle remained off from start up to 1400 rpm in 3rd gear.

What effect does the brake pedal have on the Torque Converter Clutch Operation?

When we applied the brake pedal, the slip rpm went from 33rpm to 240rpm

Create a shift chart for your vehicle.

Based on the operation of shifting above, create a shift chart that describes what solenoids are on in which gear:

Codes and diagnostics

Codes:


Pick two transmission codes out of repair information, and describe what the code means and what mailfunction would cause the code:


Code: LR Solenoid Valve Open


Code:OD Solenoid Valve Open


Diagnosis:


For each code listed above, discuss what tests you could run to diagnose the problem.


1st problem testing:
With the vehicle stuck in 3rd gear, we tryed shifting the car into a different gear. But because all the solenoid valves were stuck open and wouldn't close, the vehicle would not shift and it stayed in 3rd gear.


2nd problem testing


For the 2nd test, we plugged the solenoid cable back into the transmission and turned the car on. We were then able to change up and down gears. We then used the scan tools to make sure the valves were closing when we changed gears and they did.

Shift Solenoids

Use the following Holden Shift chart for questions below.


Shift Solenoids


Which solenoids are "on" when this vehicle is shifted into drive and starts out in first gear?
Both Solenoids are on on when this vehicle is in 1st gear.


Which solenoids are "on" when this vehicle automatically shifts into second gear?
When the vehicle switches to second gear, the second solenoid is on


Which solenoids are "on" when this vehicle automatically shifts into third gear?
No solenoids are on when this vehicle is in 3rd gear





Which solenoids are "on" when this vehicle automatically shifts into fourth gear?
The 1st solenoid is on when this vehicle is in 4th gear

Shift solenoid mailfunction


Describe what would happen if none of these solenoids came "on". Could the vehicle drive? What gear would it be in? How fast could it go? Could it have the power to climb a hill?


If all the solenoids were off in this vehicle, the only gears this vehicle could use would be 3rd gear. That is because in 3rd gear this transmission does not need any solenoids on. The vehicle will be slow and sluggish at start off and could only use third gear. As for climbing a hill, the vehicle could drive up it if the vehicle had a running start.

Electronic Transmissions and Scan Tools

Note: these abbreviations are from the GM workshop manual but are fairly common for most makes and models. Describe what they mean below.


PCM: Power-Train Control Module.


The Power-Train Control Module is a combined control unit, consisting of the Engine Management ECU and the Transmission Control Unit


TCC: Torque Converter Clutch


The Torque Converter Clutch acts as the equivalent of a manual clutch. It separates the load from the power source


TPS: Throttle Position Sensor
The Throttle Position Sensor or TPS is a sensor that monitors the position of the throttle in an internal combustion engine




ECT: Engine Coolant Temperature
The Engine Coolant Temperature is a sensor that turns on the electric fan or sends a signal to the operator when the coolant reaches a temperature above it's recommended parameters




VSS: Vehicle Speed Sensor
Detects how fast the wheel is rotating by using a rotor tooth and sensor that sends a signal to the ECU




PSA: Transmission Range Fluid Pressure Switch Assembly
The PSA is a sensor that detects all the shift points in the shifting of the gears in an Automatic Transmission




TTS: Transmission Temperature Sensor


The TTS lets the ECU know how warm or cold the transmission fluid is and adjusts the timing of the shifts.

Using a Scan Tool

Using a scan tool, go to the ABS live data screen and note all the sensors, data and what it's telling you

1. A/con Switch Off


2. BPP Off


3.Power Steering Pressure Off


4. MT/AT discrimination Off


5. Neutral/ Clutch Switch On


6. Refridgerant Press Switch Off


7. Trans Range (DLC) On


8. Ten Terminal (DLC) On


9. Cooling Fan Control (Hi) Off


Using the scan tool on the vehicle you have been assigned to. Go to the actuator test screen. Note below what component you have tested and what happened when you tested that component and the test results.



1. # of Continuous DTCS in modulator 3



2. ABS Valve CTRL Relay on



3. ABS warning lamp status off



4. BAT positive volt 14.69



5. Brake Switch In off



6. Hydraulic Pump Motor x2 off



7. LF ABS inlet valve off



8. LF ABS output valve off



9. LF Wheel Speed Sensor 0kmh



10. RF ABS inlet valve off

11. RF ABS Output Valve off

12. RL Wheel Speed Sensor 0kph

13. RR ABS output Valve off

14. RR Wheel Speed Sensor 0kph

ABS Wheel Speed Sensors

On the vehicle you have been assigned does it use analogue or digital wheel sensors?

Analogue

How did you conclude the wheel sensors were analogue or digital?

Because there are only 2 wires on the sensors. Digital sensors have three.

Measure the air gap for each sensor. State the air gap and visual condition of each wheel sensor.

Front Right

.838. The air gap was good, the gap should be between .4 and 1mm

Front Left

.838. The air gap is good. The gap is between the specifications, and there is no visual wear to the sensor.

Rear Right

1.043. The air gap is off and needs to be adjusted. No evidence of wear

Rear Left

1.043. The air gap is off and needs to be adjusted. No evidence of wear.

Using an oscilloscope connect it to a wheel sensor and record the pattern shown, If the sensor is a analogue sensor then just connect the probe and spin the wheel. If the sensor is digital you will need to have the ignition before you turn the wheels. (Left Image Front Wheel Sensor), (Right Image Rear Wheel Sensor)

Is this pattern analogue or digital?

Analogue

Using the frequency scale on a multimeter. Turn the wheel approximately the same speed as in the above test. Note the frequency and compare it to the graph you drew above.

Frequency Observations....

My recorded results when measuring the frequency of the wheels with a multimeter were 2.96 and 2.97 KHz for the front wheel sensors and 3.15-3.16 KHz for the rear wheel sensors. Meaning the rear wheels were spinning slighty faster.

Relay Waveforms

Capture a waveform that shows both the control circuit change when it turns on the relay, and the power switching on to power something in the ABS system. (Use an oscilloscope with 2 channels to capture this pattern. You may have to carefully set the trigger to capture this.)

Record the waveform below with the time and volts per division, and explain what you're measuring.

With the ABS switched off, I measured the voltage on the system relay control circuit with one oscilloscope and recorded 0.5 volts at 86 and 0V at 30. In this case, the wiring diagram indicates that 86 and 85 being the control circuit, and 30 and 87 being the switch circuit. However on the diagram, 87 is the positive terminal of the switch, whilst 30 is the negative terminal of the switch, which is the reverse of what we've learnt in the course. I measured 86 because with no power running through, the switch should not be activated, therefore giving me 0V at pin 30. When I turned the power on, I measured the voltage again and recorded 12V at 86, and 12V at pin 30, which indicates the relay is good and the switching circuit works. I then used a second oscilloscope to catch the switching circuit waveform when the switch is closed and power runs through to pin 1 of the ECU.

Explain what is happening above.

For the relay to switch on, the control circuit needs a certain amount of voltage. When there is no power running through the control circuit, the switching circuit will be 0V. When I switched the ABS on after 200ms, the switch closed, and voltage could now go through the switch circuit. However, after 50ms, the voltage dropped to 10V for 50ms, and then raised back up to 13V. The reason for this drop was from the Pump turning on and testing itself, and then turning itself off.

ABS Pump Relay Waveforms:

Capture a waveform that shows both the control circuit change when it turns on the relay, and the power switching on to power the ABS pump.

Y Axis = Voltage On the Switching Circuit Of the Relay

X Axis = Time caught in 200ms intervals

Explain what is happening in the waveform.

The Pump Relay switches after 800ms. The Pump Motor then recieves a 12V supply at the switching circuit , activating the Pump. The Pump then turns off after 200ms, and slowly reduces it's Voltage

Observe what happens during the ABS self test when you first turn the key on. Watch the warning lights, and observe power at the wires with an oscilloscope. Then discuss what is happening in the ABS system during the Self Test.

When I turn the key on, the ABS warning lamp comes on. This is because the ABS is doing a self test. The system relay switch closes and voltage runs through to the Motor Pump Relay and Power at the pump jumps to 12V, and then after a few seconds switches off and voltage at the pump goes back to 0V. The lamp then goes off, indicating that everything is fine with the ABS.

Create A Fault in the system by slowing down a wheel speed sensor or safely shorting out an inductive wheel speed sensor while you are applying the brakes. (Don't short out a Hall Effect, or Magneto-Resistive sensor) As you are applying the brakes, notice if the ABS pump turns on, solenoids turn on, or if the hydraulic pressure changes in one of the brake circuits and shows up on the pressure gauge. Discuss what is happening below:

In order to slow down the rotor, I had to manually create friction against the rotor, but because the rotor was spinning too fast for my fingers I thought of just locking up the rotor before I turned the machine on. With my finger hard against the rotor preventing it to move, I turned the machine on, but noticed the pump wasn't doing a self test, so I had to slowly release the brakes until the pump could do a self test and then turn off before locking up the rotor. I quickly noted the hydraulic pressure in all 4 chambers of 1000Kpa. Then when I locked the rotor once more I noticed straight away the Pump turning on. I also noted the pressure in one of the chambers had dropped drastically but the other 3 chambers were still at 1000Kpa.

Catch an oscilloscope pattern when an ABS solenoid has actuated. What is the pin and name of the solenoid? How did you do it?

I caught this pattern by slamming on the brakes at 800ms. The voltage then went up to 5v and stayed. This means the solenoid was off until I slammed onto the brakes, then the solenoid turned on, and this is how I got my reading of 5V.

Draw the pattern

ABS Relays

Looking at the wiring diagram, Record the name of the relay or switch that powers up the ABS ECU:

S-13

Record the name of the relay or switch that powers up the ABS pump:

K-100

Record the name of the relay or switch that sends power to the ABS HCU solenoids

K-38

Relay wire identification:

Ws/Rt

What is the ECU pin number for the wire that brings in the power to the ABS ECU?

Pin 1

What is the ECU pin number , or other number, for the wire that controls the relay for the ABS ECU?

Pin 27

What is the pin number for the wire that brings in the power to the ABS pump?

Pin 14

What is the pin number, or other number, for the wire that controls the relay for the ABS pump?

Pin 28

ABS Demonstrators

Using the wiring diagram for your vehicle, find the ABS wheel speed sensor pin out connections to the ECU on the wiring diagram and the demonstrator. Record which ECU wires go to which speed sensors.

Mazda 323 JM BA

Left Front ECU pin# 2O and 2P

Left Rear ECU pin# 2R and 2Q

Right Front ECU pin# 2N and 2M

Right Rear ECU pin# 2S and 2T

By looking at the wiring diagram, what type of speed sensor is this?

Inductive. 4 Channel/ Each wheel has it's own individual sensor. And each sensor only has 2 wires.

Describe how it works

The wheel sensor is placed approximately 1mm above a sensor rotor. As the wheel rotates the pulse ring rotates with it. As each pulse ring passes under the sensor, a small voltage pulse is induced in the sensor. The pulses are sent as input signals to ECU. (ref Ed May and Les Simpson Automotive Mechanics Volume 2)

Locate an oscilloscope. Turn it on and set it up to be fully operational. What oscilloscope are you using.

DIGITECH Dual-Channel Oscilloscope QC1992

Record a Waveform for each wheel speed sensor in the boxes below. Note voltage per division and time for per division for each. Please don't keep the ABS units on very long because it drains the batteries. All Graphs will be in 5V per division on the Y-Axis, and .2 ms on the X-Axis.

Which wheel is this?

Left Front

Which wheel is this?

Left Rear

Which wheel is this?

Right Front

Which wheel is this?

Right Rear


Are all the waveforms exactly the same? Yes/ No. Discuss what are the differences, and what can cause the differences between the waveforms.

No, the front and rear sensor waveforms were different. The front left and right sensors gave me a amplitude reading of .6V whilst the rear left and right sensors were .4V, but the frequency for all sensors were both .38ms. I first thought they could be different because they had different numbers of teeth for the front and rear rotor teeth. So I checked, but both rotors had 44 teeth. I then measured the resistance for each wheel sensor and recorded .430k for the front wheels and .890k for the rear. I then asked myself how the amplitude could increase with the frequency remaining the same. I checked the air gap of all sensors and they were all within specifications. With all my results from my tests I had to conclude the greater resistance in the rear wheels was why the amplitude was greater for the front wheels, considering the wheels were rotating at the exact same speed.

With the wheel speed sensors spinning, measure AC volts with a multimeter and record here.

Left Front:

3.17V

Left Rear:

2.68V

Right Front:

4.22V

Right Rear:

2.85V

Can a multimeter be as accurate as in finding problems with the wheel speed sensors as an oscilloscope? Yes/ No

No

Discuss what the oscilloscope could find that the multimeter could not find and why.

The oscilloscope can give you a visual reading of what the sensor is picking up. If there is a chip or dent on the rotor tooth, the oscilloscope will display a break or distorted line indicating where the fault is. An oscilloscope also can measure frequency and amplitude at the same time, while on a multimeter you have to record your result and then change settings to record something else.

ABS Wheel Sensors

There are 3 main types of Wheel Sensors on modern vehicles. One sends an analogue signal using an inductive pick up, the others send a digital signal using either a hall effect or magneto resistance encoder.

Draw a digital signal that switches 5 Volts every 2 Seconds.

(Left Image)

Draw an analogue signal with a frequency of 0.5 Hz and a maximum of +3 volts. (Right Image)

Note

All Graphs were created using Microsoft Paint and are all my own work

ABS Solenoid Valves

Using the picture as a guide, which of the following gives the correct condition of the inlet and outlet solenoid valves under normal braking?

A: Inlet Valve Open Outlet Valve Open

B: Inlet Valve Open Outlet Valve Closed

C: Inlet Valve Closed Outlet Valve Open

D: Inlet Valve Closed Outlet Valve Closed

Answer = B.

When the brakes are being used normally and there is no ABS action required, the inlet valves are held open, and the outlet valves are held closed.


Which of the following gives the correct condition of the inlet and outlet solenoid valves when the ABS is operating to reduce wheel back pressure?


A: Inlet Valve Open Outlet Valve Open


B: Inlet Valve Open Outlet Valve Closed


C: Inlet Valve Closed Outlet Valve Open


D: Inlet Valve Closed Outlet Valve Closed


Answer = C
When the ECU detects that the pressure at a wheel needs to be reduced to prevent skidding the outlet valve is opened by a signal from the ECU.


Which of the following gives the correct condition of the inlet and outlet solenoid valves when the ABS is operating to hold back pressure?


A: Inlet Valve Open Outlet Valve Open


B: Inlet Valve Open Outlet Valve Closed


C: Inlet Valve Closed Outlet Valve Open


D: Inlet Valve Closed Outlet Valve Closed


Answer = D
When the ECU detects the sudden decceleration of a wheel, indicating the wheel is about to skid, it signals the hydraulic control unit to hold the pressure at that brake. The outlet valve is already closed and the signal from the ECU closes the inlet valve.


Which of the following gives the correct condition of the inlet and outlet solenoid valves when the ABS is operating to increase wheel back pressure?


A: Inlet Valve Open Outlet Valve Open


B: Inlet Valve Open Outlet Valve Closed


C: Inlet Valve Closed Outlet Valve Open


D: Inlet Valve Closed Outlet Valve Closed


Answer = A


After the pressure at the wheel has been reduced and the wheel is no longer about to skid, the pressure can be increased: The outlet valve is closed so that fluid cannot pass to the accumulator and pump. The inlet valve is opened so that pressure can be increased.



In the four cases above state when the ABS motor will be working?


When the ABS is opening solenoid valves and trying to reduce pressure

ABS Wiring and Operation

1. Disc


2. Rear Wheel Sensor


3. Toothed Rotor

4. Hydraulic Module

5. Brake Master Cylinder

6. Rear caliper

7. Brake Booster

Wiring Diagram Practice


There are a number of components in the ABS systems that are also used for fuel injection. These are mostly speed sensors e.g. wheel speed and engine speed



Using the diagram in the workshop manuals identify the wheel speed sensors and list their wire colours for each sensor.



Front Right: B/W



Front Left: G/R

Rear Left: L/P

Rear Right: Y/BR

On the ABS wheel sensor what is the reason for the braded wire?

So it can be used for shielding purposes or used alone in flattened form as a shielding strap (ref There are many advantages of using braded wire for the wheel sensor. ref www.answers.com/topic/braided-wire

• Power: Braded wire can carry more power because it has a higher surface area. It can also used to carry large amounts of power because it dissipates heat much quicker when there is space between the wires.



• Sound: When sound is introduced to a piece of wire, a vibration occours, disrupting the signal. This is bad for the wheel sensor because the sensor is constantly operating and sending signals to the ECU. With braded wire, voltage gets dissipated alot quicker as the signal is sent to the ECU.



• Flexibility: Braided wire is often used for devices that need to be compact because of it's greater flexibility. This is a great advantage because the hose is constantly moving and twisting and braided wire is much more reliable.

Identify and list all the fuses that are used by the ABS circuit.

F14 fuse box, FL main, Y-G, Gauge 10A, Dome 20A, Stop 15A (brake) and ECU.

Identify the earths for the ABS control unit and ABS motor and their wire colours and pin numbers

10B W-B/ 7B W-B/ 1A W-B

On the wiring diagram for the ABS actuator, identify which solenoids control which wheel cylinder. Then note the wire colours and pin numbers.

Front Right Wheel Pin Number: 2B/6B Wire Colour: R-W/R-G

Front Left Wheel Pin Number: 3B/ 7B Wire Colour: L-R/ L-W

Rear left Wheel Pin Number: 1B/5B Wire colour: BR-W/BR-R

Rear Right Wheel Pin Number: 4B/8B Wire Colour: G-B/ G-Y

ABS Braking Off Car Exercises

Misconceptions, The ABS system should be simple and robust, with the Module/ECU/Controller almost never giving any trouble.

Below are some possible causes for damaging an ECU.

• Spiked by careless welding, i.e. MIG welding without disconnecting the battery. True/False.

True. When welding on cars there are two basic rules to follow: Always unhook the Positive and Negative cables from the battery terminals. Set a grounding clamp as close as possible to the area around you are welding with a clean connection.

• Enclosure seal damaged and with obvious sign of water ingress

True. If the enclosure seal is cracked or damaged, water or other substances have a way of getting into the compartment and damaging the ECU

• Obvious signs of mechanical damage to the enclosure

True. Mechanical damage can destroy the ECU depending on what and how the damage was occurred in the first place.

Often the ECU will be misdiagnosed as faulty, usually because the technician is inexperienced in fault finding.

• Faults are much more likely to be with connections or sensors. True/False.

True. A chipped rotor tooth, damaged sensor or cracked or broken connection hose will send no, or false information to the ECU. Also, as the ECU has hundreds, or even thousands of processes at a time, it is much more common that a sensor or connection has become faulty rather then the ECU itself being faulty.

Discuss how these ECU issues should be incorporated into diagnostic practices to test an ABS system.

When diagnosing faults with the ABS system, make sure all sensors and in working order and no damage has occurred to the connection hose. Also checking the condition of the coil in the wheel sensor for open circuits may lead to the ECU getting false information. If able, acquire a scan tool and check for faulty circuits before replacing parts. Also make sure the wheel sensor air gap should be around 0.4mm to 1mm.