Manual de Curvas de Sensores Ocilloscope

LAUNCH KES-200 Trainning Course

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KES-200 Handheld Engine Analyzer

Trainning Course


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Table of Contents

CHAPTER 1 GENERAL INTRODUCTION ............................................................................... E-1

1.1 BACKGROUND ..................................................................................................................... E-1 1.2 FUNCTIONS ......................................................................................................................... E-1 1.3 FEATURES........................................................................................................................... E-1

CHAPTER 2 FOUR CHANNEL OSCILLOSCOPE .................................................................... E-2

2.1 BRIEF INTRODUCTION........................................................................................................... E-2 2.2 BASIC PRINCIPLE AND STRUCTURE........................................................................................ E-2 2.3 MAIN FUNCTIONS AND SPECIFICATIONS.................................................................................. E-3 2.4 BASIC OPERATION AND APPLICATION ..................................................................................... E-4

2.4.1 WIRE CONNECT............................................................................................................. E-4 2.4.2 CHANNEL CHOICE.......................................................................................................... E-4 2.4.3 SENSOR SELECT ........................................................................................................... E-4 2.4.4 DISPLAY CONTROL......................................................................................................... E-4

2.5 MAIN SENSORS ANALYSIS ..................................................................................................... E-5

CHAPTER 3 IGNITION SYSTEM ANALYSIS .......................................................................... E-23

3.1 BRIEF INTRODUCTION......................................................................................................... E-23 3.2 BASIC PRINCIPLE AND STRUCTURE...................................................................................... E-23 3.3 BASIC OPERATION AND APPLICATION ................................................................................... E-24 3.4 IGNITION WAVEFORM ANALYSIS ........................................................................................... E-25

CHAPTER 4 SMART MULTI-METER ...................................................................................... E-28

4.1 BRIEF INTRODUCTION......................................................................................................... E-28 4.2 BASIC PRINCIPLE AND STRUCTURE...................................................................................... E-28 4.3 MAIN FUNCTIONS AND SPECIFICATIONS................................................................................ E-29 4.4 OPERATION ....................................................................................................................... E-29 4.5 TIPS FOR EFI SYSTEM MULTI-METER TEST ............................................................................ E-33 4.6 ITEM AND METHOD FOR MICRO-PROCESSOR MULTI-METER TEST ........................................... E-33

4.6.1 TIPS ........................................................................................................................... E-33 4.6.2 PROCEDURES FOR VOLTAGE TEST ................................................................................ E-34 4.6.3 PROCEDURES FOR RESISTANCE TEST ........................................................................... E-34

CHAPTER 5 CYLINDER ANALYSIS....................................................................................... E-35

5.1 POWER BALANCE............................................................................................................... E-35 5.1.1 BRIEF INTRODUCTION .................................................................................................. E-35 5.1.2 PRINCIPLE AND STRUCTURE......................................................................................... E-35 5.1.3 BASIC OPERATION AND APPLICATION............................................................................. E-36

5.2 RELATIVE CYLINDER PRESSURE TEST .................................................................................. E-37 5.2.1 BRIEF INTRODUCTION .................................................................................................. E-37 5.2.2 PRINCIPLE AND STRUCTURE......................................................................................... E-37


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5.2.3 BASIC OPERATION AND APPLICATION............................................................................. E-38 5.3 CYLINDER EFFICIENCY TEST ............................................................................................... E-38

5.3.1 BRIEF INTRODUCTION .................................................................................................. E-38 5.3.2 BASIC PRINCIPLE AND STRUCTURE ............................................................................... E-38 5.3.3 BASIC OPERATION AND APPLICATION............................................................................. E-39

CHAPTER 6 STARTING SYSTEM ANALYSIS........................................................................ E-40

6.1 BRIEF INTRODUCTION......................................................................................................... E-40 6.2 SPECIFICATION .................................................................................................................. E-40 6.3 START TO TEST .................................................................................................................. E-40 6.4 STARTING VOLTAGE............................................................................................................ E-40 6.5 STARTING CURRENT........................................................................................................... E-41

CHAPTER 7 CHARGING SYSTEM ANALYSIS ...................................................................... E-43

7.1 BRIEF INTRODUCTION......................................................................................................... E-43 7.2 SPECIFICATION .................................................................................................................. E-43 7.3 WIRE CONNECT ................................................................................................................. E-43 7.4 RESULTS DISPLAY .............................................................................................................. E-43


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Chapter 1 General Introduction

1.1 Background

The KES-200 is a handheld engine analyzer which are integrated with 4 channel oscilloscope, smart multi-meter, ignition analysis, starting analysis, charging analysis, cylinder analysis all together. It is a combination of world advanced auto testing technology and therefore is a real expert-level instrument.

1.2 Functions

KES-200’s main functions are 4-channel oscilloscope, smart multi-meter, ignition analysis, starting analysis, charging analysis, cylinder analysis, gas analyzer interface, PC link, print , etc.

1.3 Features

Dimension (mm) 320×230×80 Weight（main unit） 1. 5kg Display 320×240 LCD Keyboard 23 Touch key Beeper Key touch or error indicate Analysis cartridge PCMC2A interface Operating temperature -30～+50 Relative humidity ≤90%。 Power supply DC 12V Serial port RS232 Printer link General printer（PCL supported） Language English, Simplified Chinese and

Traditional Chinese Beeper switch On/off Hardware self check LCD、memory and keyboard Software upgrading Via PC


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Chapter 2 Four Channel Oscilloscope

2.1 Brief introduction

The KES-200 is with oscilloscope function. It can display four-channel waveform simultaneously. The built-in databank provides standard waveform and help information of many sensors to support user’s analysis on various electric signals of automobile.

2.2 Basic principle and structure

1.Principle：the basic principle is showed as picture 2-1

Picture 2-1

2．Basic structure：the basic structure of four-channel oscilloscope is showed as picture 2-2

It is consist of display, function selecting key and its menu, sensor (with probe), four-chanel adaptor, power cable and analysis cartridge.

Sensor 1

Sensor 3

Sensor 2

Sensor 4

Pre-processing of signals

A/D

Transfer

CH1

CH2

CH3

CH4

CH1/ CH2 CH3/ CH4

CPU

Data processing

LCD

Waveform

display


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5

6

7

2

1

8

3 4

图 2-2 1-Mainunit 2-Analysis cartridge 3-Accumulator 4-Accumulator cable 5-Ground cable 6-Oscilloscope cable 7-Oscilloscope probes 8-Main cable

2.3 Main functions and specifications

1. Functions

It is mainly used to test auto sensor, primary ignition waveform, executors and ECU input/output signal as well as auto electric circuit analysis.

2.Specifications

Item Specification Voltage test range DC -150~+150V Frequency test range Up to 500 KHz Time resolution 25ms-20s Voltage resolution 0.2-20V Voltage/Time resolution Auto or manual setting Display hold Can hold the waveform Waveform zoom out Up to 5X Live waveform saved 50 pages on line save, 8 pages off line save Signal type DC or AC Help information Standard waveform for popular sensors


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2.4 Basic operation and application

2.4.1 Wire connect

（1） Connect adaptor cable （2） Connect four-channel cable to port of CH1、CH2、CH3、CH4 （3） Connect main cable and power cable （4） Turn on, select [1] to enter into the system

2.4.2 Channel choice

[1.Manual set]：User can manually set the resolution of tested voltage and time. [2.Auto set (CH1)]： Automatically set the resolution of voltage and time of channel 1,

receive and display the waveform of channel 1. [3.Auto set (CH1/CH2)]： Automatically set the resolution of voltage and time of channel 1

and channel 2, receive and display the waveform of channel 1 and channel 2. [4.Auto set (CH3/CH4)]： Automatically set the resolution of voltage and time of channel 3

and channel 4, receive and display the waveform of channel 3 and channel 4. [5.Auto set (CH1/2/3/4)]： Automatically set the resolution of voltage and time of four

channels, receive and display the waveform of four channels. [6.PC link]：Can display and edit the waveform of four channels in PC via PC link.

2.4.3 Sensor select

When item 2 to 5 of the main menu of oscilloscope is selected, auto set requires sensor selecting because the voltage and frequency vary from different sensors. There are 18 items available in the sensor select menu and the selected channel, which is automatically decided by system in order from 1 to 4 channels, is showed in the top line. To test and show the signal of selected sensor, the KES-200 will automatically adjust the resolution of voltage and time, select the trigger mode according to the selected sensor so as to greatly facilitate user’s operation. For instance： [1.Injector]： Volt Div:20V、 Time Div:1Ms、 Trigger Volt:5V、 Trigger Mode: NORMAL。 [2.Air Flow Sensor]： Volt Div:2V、 Time Div:10Ms、 Trigger Volt:2V、 Trigger Mode: NORMAL。

2.4.4 Control display

① Normal mode：the [0.Hold] is not selected 1．[0.Hold]：Hold mode Stop the waveform output and hold display. In hold mode, the detail signal can be displayed by function of zoom out, axle move and trigger. 2．[1.Channel]：To choose the channel number 3．[2.Voltage]：To adjust the resolution of voltage By push [] and [] key，the resolution of voltage can be adjusted in order of 0.1，0.2，0.5，1.0，2.0，5.0，10.0，20.0V 4．[3.Time]：To adjust the resolution of time


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By push [ ] and [ ] key，the resolution of time can be adjusted in step of 25µs、50µs、0.1ms、0.2ms、0.5ms、1ms、2ms、5ms、10ms、20ms、50ms、0.1s、0.2s、0.5s、1s、2s、5s、10s、20s. Over 0.1s is the mode of ROLL. 5．[4.Ground]：To change the ground level 6．[5.DC]：To convert the AC and DC voltage 7．[6.Trigger]： [1.Trigger source]： To select the trigger source（CH1、CH2、CH3、CH4）。 [2.Trigger mode] ：Automatic, normal, single [3.Trigger slope]：To convert up/down trigger slope [↑↓ Level]：Use []、[] key to adjust level of trigger voltage

[←→ Trigger point] ：Use []、[] key to move the trigger point 8．[Current page]：To save the page number ② Hold mode：the [0.Hold] is selected 1．[0.Grid]：To display/hide grid 2．[1.Auto]：To set automatically 3．[2.Cursor]：To choose：1．Hide cursor， 2．Move cursor A，3．Move cursor B 4．Move cursor

A and B 4．[3.Zoom×1]：To zoom out/in the waveform 5．[4.Ground]：To change the ground level 6．[5.Save]， [6.Restore]：To save/replay waveform

2.5 Main sensor analysis

(1) Fuel injecting driver 1． Function：Fuel injecting driver consists of transistor switch and circuit in ECU. It sends signal to control the fuel injection. The injecting volume of fuel is decided by switch on time of the driver. 2． Position in car：For MPI engine, it is near to the inlet valve while for SPI engine it is near to throttle valve. 3． Types：Saturated switch type，peak freeze type and PNP type 4． Working principle：The ECU outputs the signal to control fuel injection driver according to running status of engine and vehicle. Firstly to ground the signal so as to switch on the driver. The voltage peak will decrease from 20.0V TO 0.0V. Then the ECU shut off the injection circuit and a peak will be generated in coil of the driver by violent change of electromagnetism. Finally the voltage will restore to 20.0V. 5． Wire connection：Normally by two wires, in case the body has been grounded, only one wire needed 6． Test procedures：

（1） Start engine and hold it at 2500RPM for 2-3 minutes，view the waveform of fuel inject driver

（2） Add propane into intake pipe to get the mixed air more dense, view the injecting time getting shorter

（3） Cause the vacuum leakage to make the mixed air light, view the injecting time getting longer


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（4） The injecting time changes between 0.25ms to 0.5ms （5） Normally the injecting time is 2-6ms at idle, 5-35ms at cold start or throttle fully open （6） The waveform of PNP type driver is reversed while for peak freeze type, there are

two peak in the waveform 7． Fault diagnosis：if the waveform of injector does not change as regular, possibly:

（1） The system is running at open loop （2） Oxygen sensor broken （3） Injection circuit broken

8． Waveform analysis：（1）MPI low resistance fuel injection waveform, ref. picture 2-3

picture 2-3

（2）MPI fuel injection waveform, ref. picture 2-4

picture 2 -4

（3）SPI fuel injection waveform, ref. picture 2-5

picture 2-5

（4）SPI throttle valve injection waveform (TBI), ref. picture 2-6


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picture 2 -6

（5）MPI fuel injection failure waveform (resistance too high, over 1000ohm, no voltage peak), ref. picture 2-7

picture 2 -7 (2) Air flow sensor 1． Function：The sensor is used in L type or Mono type fuel injection system to measure the

volume of engine aspirated air and send signal to auto ECU to act as a main factor to control injection and ignition.

2． Position in car：Normally it is installed between air filter and throttle box. 3． Type: vane, heated thread, karman volute 4． Working principle：

(1) Vane type air flow sensor adopts the fact that when air flow pass through, the vane will be pushed turn due to the force difference between up and down and rotational moment is pro rata with the volume of air flow. The vane is closed by spring when no air flow pass through. When there is air pass through, the vane will be turned to a new balance position and the potentiometer will convert the translation into electrical signal with which the ECU can calculate the volume of air. The analog voltage is getting higher with the airflow increased.

(2) Heated thread type airflow sensor adopts the fact that when airflow pass through, it will takes away thermo from heated thread. The more airflow pass, the more thermo will be taken away. The temperature change will cause resistance change of Wheatstone Bridge and so that the volume of airflow will be turned out. The analog voltage is getting higher with the airflow increased.


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(3) Karman volute type airflow sensor (digital) adopts the fact that when put a cylinder in even airflow, the alternative volution will be generated. By volution frequency, the ECU can calculate the volume of airflow. With the airflow increase, the output frequency is getting higher.

5． Wire connection: there are three wires: one for power, one for ground and one for signal. 6． Test procedures:

(1) Starts engine, output a steady DC signal of 1.0V at idle speed. (2) Slowly knock down the acceleration pedal, view the output waveform become higher with

the airflow increase, the Max. voltage can up to 4.0 to 4.5V. (3) Then down the engine speed to idle and hold 2sec. View the output waveform restore to

1.0V (4) Suddenly knock down the acceleration pedal to most and then return to idle. View the

output waveform rapidly up to 4.0V and then restore to 1.0V. It is normal there are some burrs in waveform.

(5) The digital airflow sensor output FM signal. It gets higher with airflow increase. For some digital airflow sensor the duty ratio will also increase. The digital airflow sensor can also be tested by smart multi-meter of KES-200.

7． Fault diagnosis：If the range of waveform (frequency) no change or slight change during speed up/down, then the sensor and its concerned circuit need to inspect. 8． Waveform:

(1) Vane type (simulation) sensor, the waveform is obtained by open-close-open operation of the throttle. The range of the waveform will enlarge with the increase of vehicle speed and load. There is a voltage peak in the beginning duo to inertia of the vane. Ref. picture 2-8

picture 2-8

(2) Heated thread type (simulation) sensor, the waveform is obtained by close-open-close operation of throttle. The range of the waveform will enlarge with the increase of vehicle speed and load. There is a voltage peak when the air start to flow in due to the character of heated object. Ref. picture 2-9


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picture 2-9

(3) Analog type sensor, the waveform is obtained by close-open-close operation of the throttle. The range of waveform will enlarge with the increase of vehicle speed and load. Ref. picture 2-10

图 2-10

(4) Karman volute type (digital) sensor, the frequency of the waveform will enlarge with the increase of vehicle speed and load. Ref. picture 2-11。

picture 2-11

(5) Failure waveform of digital type sensor, ref. picture 2-12


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picture 2-12

(3) Pressure sensor of intake air 1． Function: It is used in D type fuel injection system to measure the pressure of engine’s intake

air and send results to ECU to act as a main factor to control injection and ignition. 2． Position in car: It is installed on the intake manifold. 3． Type: analog and digital (special in Ford). 4． Working principle: the operating voltage of analog sensor will increase with the vacuum rate

reduce. The output frequency of digital sensor will increase with the vacuum rate reduce. 5． Wire connection: three wires, two for power and one for signal. 6． Test procedures:

(1) Starts engine and output a steady DC signal of 1.25V at idle speed. (2) Slowly knock down the acceleration pedal, view the output waveform become higher with

throttle valve open. The max. value can up to 5.0V. (3) Then down the engine speed to idle and hold 2sec. View the output down to 0V during

speed down and then restore to 1.25V. (4) Suddenly knock down the acceleration pedal to most and then return to idle. View the

output waveform rapidly up to 5.0V and then restore to 1.25V. It is normal there are some burrs in waveform.

(5) The digital sensor outputs FM signal. It gets higher with throttle valve open. (Digital type sensor can be tested by smart multi-meter of KES-200).

(6) Fault diagnosis: If the range (frequency) of output waveform no change or slight change during speed up/down, the pressure sensor and its concerned circuit need to inspect.

(7) Waveform: （1） Analog type sensor, the waveform is obtained by close-open-close operation of the

throttle valve. The output voltage becomes bigger (from 1,0V to 5.0V) with the throttle valve open. The range (voltage) of waveform will enlarge with increase of vehicle speed and load. Ref. picture 2-13


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picture 2-13

（2） Digital type sensor: the frequency of waveform becomes higher with increase of vehicle speed and load. Ref. picture 2-14

picture 2-14

(4)Speed sensor 1． Function: To test vehicle speed and send result to ECU to control the engine speed so as to

accomplish fuel cut off when over speed. In case A/T transmission, it is also a main factor of A/T control signal.

2． Position in car: Normally it is installed in rear axle or gearbox. 3． Type: Electromagnetic type, photoelectric type and Hall effect type 4． Working principle: （1） Electromagnetic sensor uses electromagnetic effect to generate a AC signal whenever

each tooth of the gear pass through the sensor. Its output waveform is similar to sine wave and its frequency is synchronous with gear speed.

（2） Photoelectric sensor uses luminous tube to record gear pass time and its output is synchronous with gear speed.

（3） Hall effect sensor use magnetic switch to record gear pass time and outputs square waveform, which is synchronous with gear speed.

5． Wire connection: shield two wires 6． Test procedures: Lift up the driving wheel and simulates the road driving condition or test

during real road driving. 7． Fault diagnosis: the output frequency and range of electromagnetic sensor becomes bigger

with increase of vehicle speed. If it outputs a line or the frequency and range remains no change at different speed, it can be judged broken. The range of output waveform of


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photoelectric and Hall effect sensor do not change. It is the voltage of power supply. The duty rate does not change also. Only the frequency increases with speed up. If it outputs a line, that means the sensor is broken.

8． Waveform: （1） Electromagnetic (simulation) sensor, the frequency and range of output waveform

become bigger with increase of vehicle speed. Ref. picture 2-15

picture 2-15

（2） Photoelectric type or Hall effect (digital) sensor, the frequency of waveform becomes bigger with increase of vehicle speed. The max. voltage is 5V (in some case it is 12V). Ref. picture 2-16

picture 2-16

(5)TDC, crankshaft, camshaft sensor 1．Function: （1） TDC sensor provides top position signal of cylinder 1 to ECU to act as a main factor to

control ignition. （2） Camshaft sensor provides position signal of camshaft to ECU to act as a main factor

to control ignition. （3） Crankshaft sensor tests the rotation of crankshaft and provides rotational speed signal

to ECU to act as a main factor to control ignition and fuel injection. 2．Type: Electromagnetic type, photoelectric type and Hall effect type 3．Working principle: （1） Electromagnetic sensor uses electromagnetic effect to generate a AC signal

whenever each tooth of the gear pass through the sensor. Its output waveform is similar to sine wave and its frequency is synchronous with gear speed.


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（2） Photoelectric sensor uses luminous tube to record gear pass time and its output is synchronous with gear speed.

（3） Hall effect sensor use magnetic switch to record gear pass time and outputs square waveform, which is synchronous with gear speed.



with increase of vehicle speed. If it outputs a line or the frequency and range remains no change at different speed, it can be judged broken. The range of output waveform of photoelectric and Hall effect sensor do not change. It is the voltage of power supply. The duty rate does not change also. Only the frequency increases with speed up. If it outputs a line, that means the sensor is broken.

7． Waveform analysis: （1） Waveform of TDC sensor (reference to cylinder 1 signal). Ref. picture 2-17

picture 2-17

（2） Waveform of camshaft sensor (top position signal of cylinder 1), the wider square waveform ref to cylinder 1 and narrow square waveform ref to cylinder 4. Ref. picture 2-18.

picture 2-18

（3） Waveform of digital crankshaft sensor, this signal is used to calculate engine speed and piston position. Ref. picture 2-19


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picture 2-19

（4） Waveform of digital crankshaft sensor (with distributor), the signal is used to control ignition and injection time. It is also used to indicate piston top position and camshaft position. Ref. picture 2-20

picture 2-20

(7)Intake air temperature sensor 1． Function: To measure temperature of air in intake pipe and send result to ECU to act as a

reference factor to control fuel injection and ignition. 2． Position in car: in air regulator or air flow meter 3． Type: Normally it is analog sensor 4． Working principle: Normally it is heat-sense resistance with negative temperature ratio. The

output is voltage reduction in resistance. The output voltage is high when the temperature is low.

5． Wire connection: two wires, in case the sensor body has been grounded, only one wire needed.

6． Test procedures: （1） Turn on the power but not starts the engine, the output waveform is a 3-5V steady DC

signal. （2） Starts engine and run a while at idle speed, view the range of output waveform reduce

to 1-2V 7． Fault diagnosis: If the output waveform is 1 0.0-5.0V DC signal or the waveform does not

change with the temperature change of intake air, the sensor and its concerned circuit need to inspect. When the sensor is in short or open circuit, the ECU may get temperature signal lower than -50 or higher than 139 which may cause too high or too small AFR and eventually


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lead unsteady idle speed and violent engine running. 8． Waveform analysis: （1） This is the waveform under cold engine running, the output voltage is in direct ratio of

atmosphere temperature. Ref. picture 2-21

picture 2-21

（2） This the waveform after engine warm-up, ref. picture 2-22

picture 2-22

(7)Coolant temperature sensor （THW） 1． Function: to measure the coolant temperature in radiator and send result to ECU to act as a

reference factor to control fuel injection and ignition. It is also used as a reference factor to control other systems.

2． Position in car: in outlet of coolant 3． Type: normally it is analog type sensor. 4． Working principle: Normally it is heat-sense resistance with negative temperature ratio. The



6． Test procedures: （1） Switch on the power but not starts the engine, the output waveform is a steady signal

of DC 3-5V. （2） Starts engine and run a while at idle speed, view the range of output waveform

gradually down to 1-2V. 7． Fault diagnosis: If the output waveform is a DC signal of 0V or 5V, or the waveform does not

change with temperature change of coolant, the sensor and its concerned circuit need to


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inspect. When the sensor is in short or open circuit, the ECU may get temperature signal lower than -50 or higher than 139 which may cause too high or too small AFR and eventually lead unsteady idle speed and violent engine running.

8． Waveform analysis: （1） This is the waveform under cold engine running, ref. picture 2-23

picture 2-23

（2） This is the waveform after engine warm-up, ref. picture 2-24

picture 2-24

(8)Fuel temperature sensor 1． Function: to measure the fuel temperature in fuel supply pipe. 2． Position in car: in fuel supply system of engine 3. Type: normally it is analog type sensor. 4． Working principle: Normally it is heat-sense resistance with negative temperature ratio. The



6．Test procedures: (1) Switch on the power but not starts the engine, the output waveform is a steady signal

of DC 3-5V. (2) Starts engine and run a while at idle speed, view the range of output waveform

gradually down to 1-2V. 3． Fault analysis: If the output waveform is a DC signal of 0V or 5V, or the waveform does not

change with temperature change of fuel, the fuel temperature sensor and its concerned circuit need to inspect.


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4． Waveform analysis: similar to that of intake air temperature sensor (9)Throttle position sensor (TPS) 1． Function: to check the throttle valve status such as close (idle), open and changing speed,

send result to ECU. The ECU will use these information to calculate out current load of engine, igniting time, EGR status, idle speed, A/T mode and fuel adding for acceleration. A broken throttle position sensor may result sluggish acceleration and unsteady idle speed.

2． Position in car: in throttle body 3． Type: analog type sensor and switch type sensor 4． Working principle: plating film resistor around the ceramic base, the resistance change can be

tested when the metal lead moves on the film. 5． Wire connection: three wires, two for power and one for signal output 6． Test procedures:

Switch on the power but not starts engine, gradually open the throttle and then close, repeat operation for several times and view the range of output waveform change between 1.0V and 5V.

7． Fault diagnosis: normally there should be no interrupt or sharp in the waveform when voltage of sensor rises from 1V (idle) to 5V(full speed). Pay attention to the waveform around 2.8V. This is the point that sensor file easy-broken.

8． Waveform analysis: （1） Analog type sensor, the waveform shows complete close-open-close operation on the

throttle, ref. picture 2-25

picture 2-25

（2） Analog type sensor, the waveform is tested under idle speed. Picture 2-26

picture 2-26


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（3） Failure waveform of analog type sensor, the waveform is tested under complete operation of throttle. Note there is a fall in the waveform. Ref. picture 2-27

picture 2-27

(10)Knock sensor（KNK） 1． Function: to detect the cylinder knock caused by too early igniting, bad EGR ant etc, send

result to ECU to adjust the ignition time in order to avoid more cylinder knock. 2． Position in car: installed on the cylinder body 3． Type: analog AC signal 4． Working principle: it is made of pressure-sense element (ceramic). It can sense the cylinder

knock by pressure or vibration and output AC signal. 5． Wire connection: in case the sensor body has been grounded, only one signal wire available 6． Test procedures:测试方法：

（1） Run the engine at idle, view a AC waveform with certain frequency and range. With engine speed up, the range and frequency of output waveform become bigger.

（2） Switch on the power but not start engine, knock the engine body by a metal object. View the change of output waveform. More heavy knock, more big change.

7． Fault diagnosis: If no change for the output waveform, or the range and frequency do not rise with more engine vibration, the knock sensor and its concerned circuits need to inspect.

8． Waveform, ref. picture 2-28 and 2-29

picture 2-28


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picture 2-29

(11) Anti-block sensor 1． Function: to test the wheel speed and send result to ECU. The ECU will use this signal to

control the ABS of the vehicle. 2． Position in car: normally it is installed inside of wheel or in front axle 3． Type: electromagnetic type and photoelectric type 4． Working principle: Electromagnetic sensor uses electromagnetic effect to generate an AC

signal whenever each tooth of the gear pass through the sensor. Its output waveform is similar to sine wave and its frequency is synchronous with gear speed. Photoelectric sensor uses luminous tube to record gear pass time and its output is synchronous with gear speed.



with increase of vehicle speed. If it outputs a line or the frequency and range remains no change at different speed, it can be judged broken. The range of output waveform of photoelectric and Hall effect sensor do not change. It is the voltage of power supply. The duty rate does not change also. Only the frequency increases with speed up. If it outputs a line, that means the sensor is broken.

8． The waveform is just similar to that of vehicle speed sensor (12) EGR valve position sensor 1． Function: to indicate the position of EGR valve and measure the volume of EGR. Bad sensor

may result engine shake, cylinder knock, unsteady idle running and other driving problem. 2． Position in car: in intake manifold 3． Type: normally it is analog type sensor 4． Working principle: one sliding adjustable resistor drove by spindle of EGR valve. 5． Wire connection: three wires, one for power, one for ground and one for signal 6． Test procedures （1） Hold the engine running at 2500RPM for 2-3 minutes until it is completely warm-up

and ignition feedback system is in close loop. （2） Follow the steps as start to move; slight speed-up; rapid speed-up; cruise and

speed-down


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（3） View the output waveform of the sensor 7． Fault diagnosis: The EGR valve opens at normal speed-up and close at idle or speed-down.

The sensor output a DC signal of 5V when the valve open, a DC signal of 1V when the valve close. There should be no interrupt or sharp in the waveform, otherwise the sensor is broken.

(13) Idle speed control system 1． Function: to let ECU automatically maintains a steady idle speed of engine 2． Working principle: the ECU will compare the target speed, which is decided by signal from

various sensors with the actual speed of engine. So that the speed difference will be turned out and air intake system will work to control the air volume so that the engine will be maintained running at target speed. Normally the serve control mode of engine speed is adopted.

3． Fault diagnosis: in the idle speed is not steady, possibly: （1） Rotation speed sensor (NE) broken （2） Idle control valve broken （3） Throttle valve position sensor broken

4． Waveform：（1） Waveform of ISC step motor, it control engine speed at idle. Ref. picture 2-30

picture 2-30

（2） Waveform of ISC idle control valve. It controls engine speed at idle. Ref. picture 2-31

picture 2-31

(14) Oxygen sensor 1． Function: to measure the oxygen concentration of exhaust gas, turn out a voltage signal

accordingly and feedback it to ECU to control the volume of fuel injection. The bad oxygen sensor may cause too thick or too light of mixed air and result unsteady idle speed, over-due


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fuel consumption and too much emission, etc. 2． Position in car: normally it is installed in exhaust pipe and directly touch the exhaust gas. 3． Working principle: to use concentration difference of oxygen between two sides of zirconia to

produce a potentiometer. The bigger difference concentration, the higher potentiometer. The oxygen concentration of atmosphere is 21%. Theoretically, there is no oxygen in the exhaust gas. But actually, there is oxygen because of incomplete ignition or fire off even it is much lower than that of atmosphere.

4． Type: many types available, they are one wire, two wires, three wires and four wires. The last two types are with additional heating component.

5． Test procedure: use the four-channel oscilloscope function to test the waveform ot the sensor, view the output voltage change against various concentration of mixed air.

6． Fault diagnosis: When the engine is working at normal temperature, the output voltage of oxygen sensor varys with the change of concentration of mixed air. Over 0.5V means too thick while below 0.5V means too light. If the voltage output does not change against concentration, the sensor needs to replace. The normal fault of oxygen sensor are: （1） Due to replace (at about 110,000km) （2） Contaminated by dust, silicon, oil, etc.

7． Waveform: （1） This is the waveform of heat type oxygen sensor at high speed, ref. picture 2-32

picture 2-32

（2） This is the waveform of oxygen sensor at close loop condition. Ref. picture 2-3

图 2-33


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（3） This is the waveform of Toyota oxygen sensor at warm idle speed. Ref. picture 2-34, 2-35

picture 2-34

picture 2-35

（4） This is the waveform of oxygen sensor at warm engine working. Ref. picture 2-36

picture 2-36

（5） This is the waveform of oxygen sensor at high engine speed. Ref. picture 2-37


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picture 2-37

Charter 3 Ignition system analysis

3.1Brief introduction

In all system of gasoline engine, the ignition system affects the engine performance most. Statistics shows that about 50% of engine failures are caused by inefficient ignition. Therefore the engine inspection always starts with ignition system. This function is separately listed in KES-200. With the special designed primary/secondary probe, the user can easily use the instrument to analyses brake through voltage, close angle (primary), sparking time of ignition. As the secondary waveform is affected by various working conditions of engine, fuel supply and mechanism, the related failure can be diagnosed out.

3.2Basic principle and structure

1．Working principle: as picture 3-1

Picture 3-1

Primary sensor

Secondary sensor

Cylinder 1 sensor

Signal pre-processing

Signal catch/process Peak value catch/process

Data edit/process

LCD

display waveform


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2．Basic structure:

It mainly consists of screen, function keys, sensors (primary, secondary and cylinder 1), four channel adaptors, power cable and analysis cartridge. Ref. picture 3-2

picture 3-2

1-mainunit 2-analysis cartridge 3-accumulator 4-accumulator cable 5-ground cable 6-cylinder 1 cable 7-secondary cable 8-distributor 9-ignition coil 10-oscilloscope cable 11-main cable

3.3 Basic operation and application

1．Wire connection（ref. picture 3-2）

（1） Connect four channel cable to KES-200 oscilloscope port （2） Connect main cable, switch on power( with accumulator cable) （3） Connect oscilloscope cable to CH1 to test primary （4） Connect secondary cable to CH2 to test secondary （5） Connect cylinder 1 cable to CH3 to test 2+ cylinder engine （6） Connect ground cable to CH5

2．Description of function menu:

①Normal mode: 0 hold, 1 primary/secondary, 2 time/voltage, 3 current page, 4 cylinder number, 5 move, 6 display, 7 positive/negative [0.HOLD] –to freeze the waveform for detail analysis, the waveform can be saved in HOLD [1.PRIM] --for selecting primary or secondary ignition waveform display [2.TIME VOLT] -- for setting the resolution of time and voltage


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[3. PAGE] –show the number of saved waveform page, up to 50 pages dynamic saved [4. CYLN] –to display waveform of selected cylinder by left/right key [5. MOVE] –to move waveform by up/down/left/right keys [6.DISP] – to select waveform in single cylinder, parade, bar or parallel mode [7. Positive/ Negative] – to select positive or negative peak

②Hold mode: 0 grid, 1 primary/secondary, 2 time/voltage, 3 current page, 4 cylinder number, 5 move, 6 display, 7 save, 8 restore

[0. Grid]：to select if grid is displayed [3. Page]：to display selected page by up/down keys [7. Save]：to save current waveform [8. Rcll]：to restore the saved waveform

3.4 Ignition waveform analysis

1.Waveform of distributor type ignition system

Ref. picture 3-3, it is the normal waveform. The up is the secondary and down is the primary. Phase A refers to touch point open and phase B refers to touch point close.

picture 3-3

1- touch point open: the circuit of ignition coil is cut off, the secondary voltage is induced rapidly up.

2-igniting voltage: the secondary voltage break through the resistance of high cable, clearance of relay and clearance of spark plug to release the magnetic energy. Phase 1-2 is break through voltage.


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3-sparking voltage：the voltage that condenser release

4-ignition voltage pulse: charging, release phase

5-sparking curve: the process that induction release, i.e. the inductive voltage can maintain the secondary circuit through

6-touch point close: the current enter into primary coil, it surges due to induction in primary coil.

a-voltage surge produced by primary coil due to induction during spark lasting period

b-the attenuation surge produced by rest magnetic energy after sparking

c-the close phase of primary coil

By this waveform, we can clearly see the range of close angle, open angle, break through voltage and sparking voltage. The spark delay and two surges are also test out. For normal ignition system, the close angle is 45%-50% (4 cylinder) or 63%-70% (6 cylinder) or 64%-71% (8 cylinder) of the total. Break through voltage should be over 15Kv, sparking voltage over 9Kv, sparking time over 0.8ms. When these figures appear abnormal, that means failure exists or system need to adjust.

The current that enters into ignition coil: view when the ignition coil starts to charge, a similar down slope of each cylinder is kept which means the ignition time and close angle are all accurate for every cylinder.

Sparking curve: view the consistency of the range of sparking voltage. A too high sparking voltage means there is a high resistance exist in secondary circuit for example circuit cut off or spark plug broken. A too short sparking curve means that the resistance of secondary circuit is lower than normal for example the contaminated or broken spark plug or high cable broken.

Spark or combustion voltage: view the consistency of spark voltage which indicates the performance of spark plug and AFR of each cylinder. In case the AFR is too low, the spark voltage will be lower than normal accordingly.

Combustion curve: view if the combustion curve is smooth and clean. There should be no burr in waveform. Too much burr means poor ignition, sparking too early, injector broken or spark plug contaminated. The curve lasting time indicates the AFR in the cylinder, too high ( over 2ms), or too low (less 0.75ms).

Surge of ignition coil: view there are at least two surges in the end of combustion curve. If the quantity of surge is more than three, that means the ignition coil and condenser are all in good condition.

2.Waveform of independent ignition system


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Ref. picture 3-4, it is the normal ignition waveform of non-distributor system. Compare with distributor type, there is no obvious surge in close phase due to the transistor switch but not mechanical switch applied. The voltage is relatively high in the magnetism charging process. This change causes the voltage of secondary circuit waving. This is normal for non-distributor ignition. Pay attention to it during testing.

picture 3–4

3.Waveform of DIS ignition system

In DIS ignition system, two cylinders share one ignition coil. So, in one working cycle there are two ignitions only the one in the end of compress process is effective (ref. picture 3-5 a). The brake through voltage is high because of low ionization degree in fresh mixed air. Pay attention to the difference during testing.

picture 3–5


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Chapter 4 Smart multi-meter


In engine inspection and diagnosis, the auto specialized multi-meter is often used to measure voltage, resistance, current, duty ratio, battery voltage and RPM of engine, etc. All these parameters are essential for engine electric control system inspection and diagnosis. The normal digital multi-meter cannot test these parameters, so a special auto multi-meter is applied.

4.2 Basic principle and structure

1．Basic principle: as per picture 4-1

Picture 4-1 2．Basic structure

It mainly consists of screen, function keys, four-channel adaptor, probe, ground cable, power cable and analysis cartridge. Ref. picture 4-2

Inspect probe

Special m

ulti-meter IC

Pre

Data

collect/ process(C

PU

1

）

Data

process

（CP

U2

）

LCD

Display


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Picture 4-2 1-mainunit 2-analysis cartridge 3-accumulator 4-accumulator cable 5-ground cable 6-the tested objective 7-oscilloscope cable 8-main cable

4.3 Main functions and specifications

1．Main functions

（1） Measure DC voltage （2） Measure resistance （3） Measure current （4） Measure duty ratio of the pulse （5） Measure frequency （6） Measure accumulator voltage （7） Measure RPM of engine （8） Measure intake vacuum (optional)

2．Specifications

（1） DC voltage DC –120~+120V（accuracy:±1%）（2） DC current:-0.4~0.4A（accuracy:±1%）。（3） Resistance：0.0~40.0MΩ。（4） Frequency:1Hz~100kHz（±0.05%）。（5） Duty ratio:0~100%。（6） RPM:500~8000rpm。（7） Intake vacuum (optional):0~105kPa。

4.4 Operation

1．Voltage measure

Select voltage measure from the main menu of multi-meter, connect ground cable and I nspection probe, then the voltage will be displayed.

2．Resistance measure

Select resistance measure from the main menu of multi-meter, connect ground cable to one end of resistor and probe to other end, then the resistance will be displayed.

3．Current measure

Select current measure from the main menu of multi-meter, connect ground cable to the negative of the circuit选 and probe to positive, then the current will be displayed.


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4．Frequency measure

Select frequency measure from main menu of multi-meter, connect ground cable, probe to the signal wire, then the frequency will be displayed.

5．Duty ratio measure

Select duty measure from the main menu of multi-meter, connect ground cable, probe to the signal wire, then the duty ratio of pulse will be displayed.

6．RPM measure

Select RPM measure from the main menu of multi-meter, clip the cylinder1 adaptor to any high cable, then the RPM will be displayed.

7. Intake vacuum measure

（1）wire connection

Connect the black BNC end of the intake air adaptor to CHI of the main unit, red BNC to CH2, details as picture 4-3

3

2

4 5 6

1

11

7

8

9

10

picture 4-3

1-main unit 2-analysis cartridge 3-3-way valve 4-vacuum sensor 5-intake air adaptor 6-ground cable 7-cylinder 1 caliper 8-distributor 9-accumulator 10-accumulator cable 11-main cable


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During testing, the screen will pop up “no cylinder 1 signal, please check wire connection” is the cylinder 1 cable is not well connected. Ref. picture 4-4

picture 4-4

（2）Intake vacuum waveform analysis

a. The normal waveform of intake vacuum for 4 cylinders engine is showed as picture 4-5. The first wave in the left side is of cylinder 1. The waves follow it are of cylinder 3,4,2 supposed the ignition order is 1-3-4-2. Through the displayed waveform, we can see the vacuum of every cylinder during air inspiration is generally the same which means the air intake system and piston are all in good condition.

picture 4-5

b. Picture 4-6 shows a failure waveform of air intake of a 4 cylinders engine. The vacuum of cylinder 3 is obviously down. Meanwhile the air intake of cylinder 3, the cylinder 4 is in exhaust phase. So we can judge that sealing of cylinder 4 is out of function to let the emission enter into intake manifold to result the vacuum down


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picture 4-6

c. Picture 4-7 shows another failure waveform of cylinder 2. The vacuum of intake manifold is too low which indicates the volume of airflow decrease in this cylinder. Normally it is resulted by over due wearing of valve tappet.

picture 4-7

d. Picture 4-8 shows a failure waveform of cylinder 4. The vacuum rapidly drops. Normally it is caused by airflow decrease due to emission leakage of outlet valve.

picture 4-8


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4.5 Tips for EFI system multi-meter test

（1） Do not use finger type multi-meter to test ECU and sensor. Should use digital multi-meter with high impedance. The inner resistance of multi-meter should not be lower than 10KΩ.

（2） Before test, the multi-meter must be zeroed. （3） When test accumulator voltage, the ignition switch should be on and the voltage should

not be lower than 11V. （4） When test resistance, wag the wire in vertical and horizontal so as to increase accuracy. （5） When inspect the failure of circuit cut off, should plug off the connector between ECU and

sensor. Then measure the resistance between two ends of connector to diagnose if any failure in connecting.

（6） When inspect failure of grounding, should disassemble the connector in two ends. Then test the resistance between connector and vehicle body (ground). The resistance should be more than 1MΩ.

（7） Before disassemble any electric control circuit of engine, should firstly switch off the power and take off the cable from accumulator.

（8） The marks in the end of connector vary from different vehicle models. Pay attention to make sure with reference to the manual.

（9） When test voltage between two ends or two circuit, should touch the two ends or two wires by two probes of the multi-meter.

（10） When test voltage of an end or circuit, be sure to put positive probe of the multi-meter onto the tested end or circuit, and put the negative probe ground.

（11） When measure resistance or voltage, normally need to disassemble the connector. Therefore the connector will be split into two parts. One is called sensor connector and another is called sensor wire connector. Pay attention to identify what part it is.

（12） All sensors and relays are connected to the ECU, so as to all the executors. So the inspection can be performed on concerned end of ECU connector.

4.6 Item and method for micro-processor multi-meter test

4.6.1 Tips

Pay attention to following precaution when test voltage and resistance of micro-processor

（1） Before test, should check if the auto micro-processor and other electric control systems are well connected by fuse.

（2） When ignition switch is on, the voltage of accumulator should not be lower than 11V. Too low voltage may affect the test result.

（3） Must use high impedance multi-meter (resistance over10MΩ/V), otherwise the micro- processor is possibly injured. Suggest use special auto multi-meter.

（4） The micro-processor and wire connector must be well connected when test the voltage of each end of micro-processor. The probe of multi-meter must be inserted from the side of wire connector to test the voltage.


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（5） Prohibit test the resistance of each end of micro-processor under separate status of micro-process and connector. Otherwise may injure the micro-processor.

（6） If it is necessary to plug off the wire connector from micro-processor, must firstly disassemble the accumulator cable, otherwise may injure the micro-processor.

（7） When test, should firstly disassemble the micro-processor together with wire. To test voltage between each end and ground under ignition switch on and switch off condition as per order listed in query table. Also can plug off the wire connector to check it individually.

4.6.2 Procedures for voltage test

（1） Be sure the voltage of accumulator is not lower than 11V, or need to recharge before test. （2） To disassemble to micro-processor from vehicle but the connection between

micro-processor and wire connector should be always kept. （3） To put ignition switch on （4） To set the multi-meter in voltage test （5） To insert the probe from the side of wire connector in order to measure the voltage

between end and ground. （6） Record result and compare it to the standard. If they are not in consistency, there may be

failure in micro-processor or control circuit.

4.6.3 Procedures for resistance test

（1） Disassemble the micro-processor from vehicle （2） Plug off the wire connector （3） Set multi-meter in resistance test to measure the resistance between each end of wire

connector. （4） Record result and compare it to the standard so as to judge if the control circuit is good. （5） If the micro-processor is diagnosed to be failure, do not give up it. Need to use

replacement method to confirm if it is really broken. （6） In most case, the micro-processor is repairable. Most of failure is caused by diode, audion ,

condenser or resistor broken. All these parts are easy to get in market. But the IC board or PROM of the micro-processor are normally not repairable.


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Chapter 5 Cylinder Analysis

5.1 Power balance

5.1.1 Brief introduction

Power balance is also called uniformity of cylinder working. It directly reflects the power performance of cylinder. The speed will drop down a lot when cut off ignition if that cylinder is working well. On the contrary, the cylinder is not working well.

5.1.2 Principle and structure

1． Principle

It measures the speed drop in ignition cut off one by one under unload condition. The results are displayed in mean of figure or bar. The higher the figure or bar, the better that cylinder is.

Let’s take a 4 cylinders distributor engine for example. Its ignition order is 1-3-4-2. The cylinder 1 caliper has been put on the high cable of cylinder 1.

When the engine speed is steady, the power balance test can be performed. The cut off time for each cylinder is 4s. The restore time between two cut off is 10s.

（1） Record the engine speed as RPM1 when start to cut off （2） Enter into cut off of cylinder 1, record the average engine speed during 4s as RPM2 （3） Stop cut off, take 10s to restore and record the average engine speed as RPM11 （4） Enter into cut off of cylinder 3, record the average engine speed during 4s as RPM21 （5） Stop cut off, take 10s to restore and record the average engine speed as RPM12 （6） Enter into cut off of cylinder 4, record the average engine speed during 4s as RPM22 （7） Stop cut off, take 10s to restore and record the average engine speed as RPM13 （8） Enter into cut off of cylinder 2, record the average engine speed during 4s as RPM23

The relative percentages of speed drop for each cylinder are:

Cylinder 1：（（RPM1-RPM2）/RPM1）*100%。

Cylinder 3: （（RPM11-RPM21）/RPM11）*100%。



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The bigger the percentage, the better power performance that cylinder is.

2．Structure

It mainly consists of screen, function key, 4-chennal adaptor, cylinder 1 caliper, ignition cut off cable, power cable and analysis cartridge. Ref. picture 5-1

图 5-1

1-main unit 2-analysis cartridge 3-accumulator 4-accumulator cable 5-main cable 6-ignition cut off adaptor 7-ignition coil 8-cylinder 1caliper 9-high cable of cylinder 10-distributor

5.1.3 Basic operation and application

1．Wire connection（ref. picture 5-1）：

（1） Connect the accumulator cable to main cable to fetch the power from accumulator （2） The connection of cylinder 1 cable and 4-chennal adaptor are just as the same as that

of ignition waveform analysis. （3） Connect the clip of ignition cut off cable to ignition coil (note: red-positive,

black-negative), connect other end with 15PIN to main cable and main cable to KES-200 main unit.

2．Precaution:

（1） Start the engine only after all cable well connected. （2） Connect cable in strict conformity with manual instruction （3） Select correct cylinder number （4） Must input the correct ignition order


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（5） Maintain the engine speed at 750-1800RPM before performing power balance

5.2 Relative cylinder pressure test


The engine is drove by accumulator at starting. As the voltage of accumulator is relatively steady, bigger current will be required if the sealing condition of the cylinder is good. So, the staring current of each cylinder reflects the sealing condition of the cylinder. The sealing condition of the cylinder affects the relative cylinder pressure.

5.2.2 Principle and structure

1．Principle

Relative pressure test is to measure the peak starting current of each cylinder under ignition cut off. Then calculate out the relative percentage of each cylinder’s peak starting current and display it in figure or bar. The higher the percentage, the better compress performance of that cylinder. The highest is 100% for cylinder 1.

2． Structure

It mainly consists of screen, function key, 4-chennal adaptor, cylinder 1 caliper, ignition cut off cable, big current caliper, power cable and analysis cartridge. Ref. picture 5-2

图 5-2

1-main unit 2-analysis cartridge 3-accumulator 4-accumulator cable 5-starter wire 6-big current caliper 7-ground cable 8- ignition cut off cable r 9-ignition coil 10-the other end of big current cable ( to CH4) 11-cylinder 1 caliper 12-high cable of cylinder 1 13-main cable


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1. Wire connection（Ref 5-2）:

（1） Connect accumulator cable to main cable to fetch power from accumulator （2） The connection of cylinder 1 cable and 4-chennal adaptor are just as the same as that

of ignition waveform analysis （3） Connect the clip of ignition cut off cable to ignition coil (note: red-positive, black-

negative), connect other end with 15PIN to main cable and main cable to KES-200 main unit. Connect one end of big current cable to CH4 of 4-chennal adaptor, put the other end (with big caliper) on to positive pole of accumulator (the current way is in the arrow direction on caliper)

2. Precaution

（1） Start the engine only after all cable well connected. （2） Connect cable in strict conformity with manual instruction （3） Select correct cylinder number （4） Must input the correct ignition order （5） Seldom use the function on top grade cars

5.3 Cylinder efficiency test


This function is similar to power balance. The only difference is the testing method. Cylinder efficiency test is to measure the ignition interval of two neighbor cylinders. The longer the interval, the worst power performance of the first cylinder.

5.3.2 Basic principle and structure

1．Working principle

Let’s take a 4 cylinders distributor engine for example. Its ignition order is 1-3-4-2. The cylinder 1 caliper has been put on the high cable of cylinder 1. Base on cylinder 1 signal, the interval between 1 and 3 is T1, T2 for cylinder 3 and 4, T3 for cylinder 4 and 2, T4 for cylinder 2 and 1. Suppose T1 is smaller, that means cylinder 1’s power performance is better. The relative percentage of interval will be showed by figure and bar. The smaller the figure, the better performance of that cylinder is.

2．Structure

It mainly consists of screen, function key, 4-chennal adaptor, cylinder 1 caliper, ignition cut off cable, power cable and analysis cartridge. Ref. picture 5-3


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picture 5-3

1-main unit 2-analysis cartridge 3-accumulator 4-accumulator cable 5-main cable 7-ignition cut off cable 7-ignition coil 8-cylinder 1 caliper 9-high cable of cylinder 1 10-distributor


1．Wire connection

Be sure all cables are well connected before perform cylinder efficiency test.

（1） Connect the accumulator cable to main cable to fetch the power from accumulator （2） The connection of cylinder 1 cable and 4-chennal adaptor are just as the same as that

of ignition waveform analysis （3） Connect the clip of ignition cut off cable to ignition coil (note: red-positive, black-

negative), connect other end with 15PIN to main cable and main cable to KES-200 main unit.

3． Precaution

（1） Start engine only after all cables are well connected （2） Select correct cylinder number （3） Must input the correct ignition order （4） Steady the engine speed before perform cylinder efficiency test


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Chapter 6 Starting system analysis


KES-200 is with function of vehicle starting system analysis. It is mainly used to judge the condition of accumulator and starter by measuring the starting voltage and current.

6.2 Specification

Tested item Range Starting voltage 8.6~15.0V Starting current 0~900A

6.3 Start to test

Insert the analysis cartridge into main unit then turn on, the start menu will be displayed. Select starting system analysis by push [4] and choice the tested item by []、[ ] keys. Ref. picture 6-1

picture 6-1

6.4 Starting voltage

Click [1] on the function menu of starting system analysis, the screen will display the starting voltage test mode as shown in Figure a-2. The aim of starting voltage test is to test the capability of the battery to maintain specified voltage supply. Some alkaline battery can maintain static voltage after charging; but when perform starting test, it supplies required starting current to the KES-200, and thus resulting in the drop of battery voltage. When the battery voltage drops the allowable voltage, the engine may not start. To test the starting voltage, just connect the battery clip to the battery (“+” to “+” and “-“ to “-“), connect the main cable, and then start the engine. At the beginning of start, the voltage wave should drop 2V or more, during the process of continuous start, the voltage should maintain the status after drop. The voltage drop for poor battery will be larger than that of the normal battery. After connection and starting the engine, the screen will display the actual staring waveform as


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shown in Fig.6-2.

picture 6-2

In waveform of starting voltage: (1) Initial value: the accumulator voltage before starting of engine. (2) End value: the accumulator voltage after starting of engine.

6.5 Starting current

The aim of starting current test is to test the discharge current of battery during the starting of engine. The starting current may be used to analyze the load condition of engine during start. Hot start requires larger current than cold start. Connect the test cable as shown in Fig.6-3, and then start the engine. Click [2] on the function menu of starting system analysis, the screen will display the actual starting current test mode as shown in Fig.6-4.

picture 6-3

1-main unit 2-analysis cartridge 3-accumulator cable 4-accumulator 5-power wire of starter 6-big current adaptor 7-main cable


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picture 6-4

While testing, user may: Press [0] to save the tested waveform or replay the saved waveform; Press [1] to adjust the time division; Press [2] to adjust the current division; Press [4] to adjust the position of zero line to get a better analysis of waveform;


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Chapter 7 Charging system analysis


KES-200 is with function of testing charging system of engine. User can use this function to test charging voltage waveform, accumulator voltage, charging current of engine charging system. If the charging voltage is too low, it may lead inefficient power of accumulator and cause difficult starting or electric system malfunction. As well as shorten the life of accumulator.

7.2 Specification

Tested item Range Charging voltage 8.6~15.0V Charging current 0~40A

7.3 Wire connection

Ref. picture 7-1

picture 7-1

1-main unit 2-analysis cartridge 3-accumulator cable 4-accumulator 5-charging wire 6-charging current adaptor 7-charging voltage adaptor 8-cylinder 1 caliper 9- secondary high cable 10-main cable

7.4 Result display

The waveform at the middle of the screen as shown in Fig.7-2 is the ripple of AC voltage during the discharging of battery. If the charging voltage is too low, it will result in insufficient battery capacity and thus result in poor start of engine or abnormal operation of vehicle electric device; if the charging voltage is too high, it will result in too high battery electrolyte and quicken the drop of it, shorten the work life of battery, and easily destroy electrical accessories.


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The battery voltage, average charging current and engine speed are displayed on the lower screen.

picture 7-2

While testing, user may: Press [0] to save the tested waveform or replay the saved waveform; Press [1] to adjust the time division; Press [2] to adjust the voltage division; Press [4] to adjust the position of zero line to get a better analysis of waveform; Press [5] to perform triggering control; Press [6] to switch the ignition mode between DIS and non-DIS when testing engine speed.

Documents

Manual de Curvas de Sensores Ocilloscope