CODE 0100: AIR FLOW SENSOR CIRCRUIT FAILURE CONDITIONS (Các trường hợp hư hỏng) If an unusually low or high airflow (dịng khí, luồng khí) rate (định mức, chế độ, tiêu) is being read (kết đo) by the VAF (cảm biến lưu lượng khí nạp: Volume Air Flow), or there are air flow readings (số chỉ, số đo) that not correspond (phù hợp, với) to the expected engine load (too high or too low) during two back-to-back trips, this code will be set (xác lập) and the Malfunction (lỗi, sai hỏng, cố) Indicator (bộ báo, đèn thị) Light (MIL) will be turn on - Details: (Chi tiết) The code is set when the following conditions are met: • VAF signal less than 3,3 Hz or greater than 800 Hz • Engine speed between 500 RPM and 2000 RPM • TPS output less than volts OR • Air flow uncharacteristically (khơng đặc trưng) high or low for give engine load • Engine coolant temperature above 1800F (820C) NORMAL (bình thường, chuẩn) PARAMETERS (giá trị, tham số, thơng số) • 2.0L: approx (gẩn đúng, xấp xỉ: approximative) 4,8 g/s at idle; - g/s at 2000RPM • 3.0L: approx 6,9 g/s at idle; - g/s at 2000RPM CIRCUIT (mạch) DESCRIPTION (mô tả, mô tả) The Volume Air Flow (VAF) sensor is locate (được đặt) in the air cleaner (air cleaner: lọc gió) The sensor measure the volume of air passing (chuyển, qua) through the air intake (đường dẫn khí, luồng khơng khí vào) and generates (đưa ra, phát ra, sinh ra, tạo thành) a pulsed signal The Engine Control Module (ECM) counts (đếm, tính) the pulse generated by the sensor and uses the signal set (xác lập, xác định) fuel injector base pulse width and ignition timing The VAF and Throttle Position sensor (TPS) are used by the ECM to caculate engine load To operate, the VAF sensor requires (cần, đòi hỏi) a voltage source (nguồn, nguồn điện áp), a ground (dây nối đất, cực nối đất), and a signal wire (dây) As air passes through the sensor, it generates voltage pulse The ECM caculates the pulses into (vào, vào trong) airflow (in grams per second) (gam/giây) When the air flows faster, the pulse rate (mức, giá trị) increase CODE 0105: MAP SESOR CIRCUIT MAL FAILURE CONDITIONS If an extremely (cực kì) high or low altitude (độ cao, đỉnh cao) is being read by the barometric pressure (barometric pressure: áp suất khí trời) sensor during two back-to-back trips this code will be set and the Malfuntion Indecator Light (MIL) will be turn on - Details: The code is set when the follwing conditions are met: • Battery voltage normal • Output voltage of barometric pressure sensor above 4.5 V or below 2.0 V NORMAL PARAMETERS 2.0 V - 4.5 V ouput CIRCUIT DESCRIPTION The barometric pressure sensor is one of three sensors that make up the Volume Air Flow sensor The Engine Control Module (khối điều khiển động cơ) applies (áp dụng, gắn, ghép, đặt) five volts to the sensor and measures the voltage drop (độ sụt, giảm) across the sesor As atmospheric pressure (áp suất khơng khí, áp suất khí quyển) decreases (higher altitudes) the output voltage decreases The ECM uses the imformation to modify ignition timing and air/fuel mixture (hỗn hợp) to compensate (bù) for changes in altitude If the vehicle in driven to a higher altitude, the ECM will reduce (giảm, hạ bớt) injection pulse width time (lean out the air/fuel mixture) and advance (sự sớm) ignition timing (thời gian đánh lửa sớm) When the vehicle is driven to a lower altitude, the ECM will increase injector pulse width (enrich (làm giàu) the air/fuel mixture) and retard (làm chậm, chậm) ignition timing CODE 0110: INTAKE AIR TEMP SENSOR (IAT) FAILURE CONDITIONS If the IAT sensor or ECM is reading an extremely high or low intake air temperature during two back-to-back trips, this code will be set and the Malfunction Indicator Light (MIL) will be turn on - Details : This code will be set if the following conditions are met: • IAT sensor resistance (điện trở) is not between 140 ohms and 50000 ohms Note: The IAT sensor resistance varies with temperature as follows: • 6000 ohms at 320F (00C) • 2700 ohms at 680F (200C) • 400 ohms at 1760F (800C) NORMAL PARAMETERS The scaned intake air temperature should be approximately (một cách xấp xỉ) equal to ambient (môi trường xung quanh) temperature (engine cold) and correspond (tương đương, phù hợp) with the Engine Coolant Temperature (ECT) Sensor, and transaxle fluid (dầu hộp số) temperature sensor CIRCUIT DESCRIPTION The intake Air Temperature (IAT) sensor is part of the Volume Air Flow (VAF) sensor contained in the air filter A reference (mốc) voltage is supplied to the sensor The output voltage of sensor depends on the temperature of the air entering the sensor As the temperature increases the voltage decreases (resistance decreases) As the temperature increases the voltage increases (resistance increases) The Engine Control Module uses the IAT sensor signal to adjust fuel injector pulse width When the temperature sensed (phát hiện, nhận ra) is cold, the ECM enriches the air/fuel mixture by the increasing the injector pulse width As the air warm, the injector pulse width time is shortened CODE 0120: THROTTLE POSITION SENSOR FAILURE CONDITIONS If the ECM is reading an uncharacteristic (không đặc trưng) TP sensor voltage as compared to the idle (chế độ không tải) position switch and engine load during two back-to-back trips, this code will be set and the Malfunction Indicator Light (MIL) will be turned on - Details One of the following conditions will trigger (kích hoạt, trigger of: gây ra, gây nên) this code: • TP output voltage is 2.0 votls or more while the Idle Position Switch is ON • TP output voltage is less than 2.0 volts • Tp output voltage is greater than 4,6 volts while the engine load is less than 30% and the engine speed is lower than 3000 RPM (air flow sensor normal) NORMAL PARAMETERS TP sensor signals: • 0% - 1% (0,30 - 0,90 volts) with throttle at idle • Voltage increases as throttle valve opens • 97% - 100% (4,8 - 5,2 volts) with throttle valve wide open • Idle position switch ON (switch closed) with throttle valve at idle • Idle position switch OFF (switch open) with throttle valve opens CIRCUIT DESCRIPTION The Throttle Position (TP) sensor mounts (đặt, gắn vào) on the side of the throttle body and is connected to the throttle blade ( cánh, gân) shaft ( thân trụ, cần) The TP sensor is resistance changes according (ăn khớp, phù hợp) to the throttle blade shaft position When the throttle is openned wider the TP sensor resistance decreases (voltage increases) When the throttle is nearly closed the TP sensor resistance increases (voltge decreases) The TP sensor also includes an idle position switch, which is closed when the throttle is fully (đầy đủ, hoàn toàn) released (nhả ra) The ECM applies a volts reference voltage to the TP sensor and then measures the voltage present on the TP sensor signal circuit The ECM uses the TP sensor signal to adjust timing and injector pulse witdh The TP sensor signal along with (theo với, song song với) the Volume Air Flow (VAF) sensor signal is used by the ECM to caculate engine load In general (nói chung), the TP sensor signal should mimic (tương tự) the VAF sensor signal CODE 0125: C/LOOP TEMP NOT REACHED FAILURE CONDITIONS If the engine is taking more time to reach (đạt được) normal operating temperature than it should during two back-to-back trips, this code will be set and the Malfunction Indicator Light will be turned on This indicates the engine coolant temperature is not reaching normal operating temperature within (ở trong, phía trong, khoảng) the specified (chỉ rõ, ghi rõ, địng rõ) time under certain (đã biết) conditions - Details: The code will be set if the following conditions are met: • Engine has been running for at least 128 seconds from a cold start • Engine speed is between 2400 and 4000 RPM • Engine coolant temperature is less than 1800 F (820 C) Note 1: A malfunctioning oxygen sensor can also delay closed loop operation Note 2: The ECT sensor resistance varies with temperature as follows: • 5900 ohms at 320F (00C) • 2500 ohms a 680F (200C) • 300 ohms a 1760F (800C) NORMAL PARAMETERS The scanned engine coolant temperature (engine cold) should be approximately equal to the Intake Air Temperature Sensor (IAT) and transaxle oil temperature (automatic transaxle equipped) as well as within five degrees of ambient temperature CIRCUIT DESCRIPTION The Engine Coolant Temperature (ECT) sensor is located in the thermostat housing of the cylinder head The ECT sensor is a variable resistor whose resistence changes as the temperature changes When coolant temperature is low sensor resistance is high (voltage is low); when coolant temperature is high, sensor resistance is low (voltage is high) The ECM uses the ECT voltage to adjust fuel injector pulse width and ignition timing during engine warm up (open loop operation) When the temperature is sensed is very cold, the ECM enriches the air/fuel mixture and advances the ignition timing As coolant temperature rises, the ECM leans the air the air/fuel mixture and retards the ignition timing When the engine reaches normal operating temperature, about 170 - 1900 F (77 - 880C), the ECM stops using the ECT input to adjust injector pulse width and ignition timing Once at normal operating temperature (closed loop operation), the ECM relies ((+on, upon) tin, tin cậy, dựa vào) on feedback from the front oxygen sensor and driving conditions to determine fuel injector pulse width and ignition timing CODE 0130: O2 SNSR CIRCUIT-MAL (B1/S1) FAILURE CONDITIONS The code will be set if the front oxygen sensor responds too slowly (low frequency) during two back-to-back trips The code will also be set if the front oxygen sensor voltage is too high during two back-to-back trips When the code is set the Malfunction Indicator Light will be turned on - Details: The conditions for a slow respone are monitored (kiểm tra) for seconds, once per trip The code will be set if the following conditions are met during two back-to-back trips: • Rich-to-lean cross-over response time is longer than 0,6 seconds (2.0L) or 0,8 seconds (3.0L) • Lean-to-reach cross over response time is longer than 1,0 seconds (2.0L) or 0,8 seconds (3.0L) • Engine is in closed is between 1200 and 3000 RPM • Engine coolant temperature is above 1150F (460C) • Engine load is between 25% and 60% • Air/fuel ratio has been internationally changed by the ECM Or the conditions for circuit voltage are constantly monitored The code will be set if the following conditions are met during two back-to-back trips: • Oxygen sensor circuit voltage is above 4,5V • Engine coolant temperature is greater than 1800F (820C) • Engine speed exceeds (vượt, vượt quá) 1200 rpm • Engine load is greater than 25% NORMAL PARAMETERS Sensor output with engine at normal operating temperature: • 200 millivolts or less when decelerating (giảm, hãm lại) from 4000 RPM • 600 - 1000 millivolts when engine RPM is held at 2500 RPM Note: The “optimum” oxygen sensor voltage is that which represents the best air/fuel mixture For many oxygen sensor, this voltage is 0,5 volts with a nomal signal ranging between 0,1 to 0,9 volts Some Hyundai models have a voltage offset that shifts (di chuyển, dịch) the entire (toàn bộ, hoàn toàn) oxygen sensor signal to a higher voltage range This offset (độ lệch) varies depending on model an year Regardless (không kể, không kể tới) of the voltage offset, the oxygen sensor waveform will look the same, only at a higher voltage range For example, a vehicle with a 0,70 volt offset will have an optimum voltage of 1,2 volts (0,5 + 0,7) with a range of 0,8 to 1,6 volts CIRCUIT DESCRIPTION The Engine Control Module uses the front oxygen sensor to maintain the optimum air/fuel mixture ratio The oxygen sensor is coated with a catalyst (chất xúc tác) metal that causes the sensor to generate a small voltage when oxygen is present in the exhaust gas The amount (độ lớn, giá trị) of oxygen is present in the exhaust gases indicates the air/fuel is lean or rich Less oxygen (rich mixture) yields (hiệu suất) a higher voltage while more oxygen (lean mixture) yields a lower voltage The comparative readings of the front and rear oxygen sensor determine the effciencyof the catalytic conveter A normal oxygen sensor signal will oscillate above and below 500 mV (not considering any voltage offset which may be present), with the front oxygen sensor signal frequency of at least Hz at 2500 RPM The mixture is considered (cân nhắc, xem xét) to be rich when the front oxygen sensor output is above 500 mV and lean when the output is below 500 mV An oxygen sensor is inaccurate when it is temperature falls below 600 0F (3150C), causing the system to go into open loop operation (a predetermined air/fuel mixture and ignition timing seeting that is not affected by sensor by sensor inputs) CODE P0135: O2S HEATER CIRCUIT (B1/S1) FAILURE CONDITIONS This code indicates that the current of front oxygen sensor heater (bộ tản nhiệt) is too high or too low The ECM checks the resistance of the heater circuit after certain criteria (các tiêu chuẩn) are met If the current is out of (ra ngoài, khỏi) specification (các tiêu chuẩn) during two back-toback trips, this code will be set and MIL will turned on - Details: This code will be set if the following conditions are met: • Oxygen sensor heater is on • Battery voltage is between (giữa, giữa, khoảng) 11 and 16 volts • Oxygen sensor heater circuit current is less than 200 milliamperes or greater than 3,5 amperes NORMAL PARAMETERS Sensor output using scan tool with engine at normal operating temperature: • Sensor heater resistance = approx (approximate: gẩn, xấp xỉ) - ohms at 68 0F (200C) Engine Coolant Temperature (ECT) Note: the “optimum” oxygen sensor voltage is that which represents the best air/fuel miture For many oxygeb sensors, this voltage is 0,5 volts with a normal signal ranging between 0,1 to 0,9 volts Some Hyundai models have a voltage offset that shift the entire oxygen sensor signal to a higher voltage range This offset varies depending on model and year Regardless of the voltage offset, the oxygen sensor waveform will look the same, only at higher voltage range For example, a vehicle with a 0,70 volt offset will have an optimum voltage of 1,2 volts (0,5 + 0,7) with a range of 0,8 to 1,6 volts CIRCUIT DESCRIPTION The Engine Control Module uses the front oxygen sensor to maintain the optimum air/fuel mixture ratio The oxygen sensor is coated with a catalyst (chất xúc tác) metal that causes the sensor to generate a small voltage when oxygen is present in the exhaust gas The amount (độ lớn, giá trị) of oxygen is present in the exhaust gases indicates the air/fuel is lean or rich Less oxygen (rich mixture) yields (hiệu suất, sản ra) a higher voltage while more oxygen (lean mixture) yields a lower voltage The comparative readings (chỉ số, số đo) of the front and rear oxygen sensor determine the efficiency (hiệu lực, hiệu quả) of the catalytic converter(bộ biến đổi; catalytic converter:bộ tiêu âm xúc tác, chuyển đổi xúc tác, xúc tác) A normal oxygen sensor signal will oscillate (dao động, rung động) above and below 500 mV (not considering any voltage offset which (nào) may be present), with the front oxygen sensor signal frequency of at least Hz at 2500 RPM The mixture is considered (cân nhắc, xem xét) to be rich when the front oxygen sensor output is above 500 mV and lean when the output is below 500 mV An oxygen sensor is inaccurate (khơng xác, sai hỏng) when it is temperature falls (độ chênh, độ giảm, độ sụt) below 6000F (3150C), causing the system to go into open loop operation (a predetermined (quyết định trước, xác định trước) air/fuel mixture and ignition timing setting (điều chỉnh) that is not affected (ảnh hưởng, tác động, tác dụng) by sensor by sensor inputs (đầu vào)) CODE P0136 O2 SNSR CIRCUIT-MAL (B1/S2) FAILURE CONDITIONS This code indicates that the rear oxygen sensor is not responding the way it is expected to The ECM purposely (chủ định, chủ tâm) enriches the air/fuel mixture and monitors how the rear oxygen sensor responds If the oxygen sensor circuit doesn’t respond correctly or if a higher than normal voltage is detected (tìm ra, phát ra) during two back-to-back trips, this code will be set ad the MIL will be turned on - Details This code will be set if following conditions are met: • Engine coolant temperature exceeds (vượt qua, vượt quá) 1800F (820C) • Engine speed is greater than 1200 RPM • Engine load is greater than 25% • Rear oxygen sensor circuit voltage is less than 100 millivolts or 500 millivolts or higher NORMAL PARAMETERS Sensor output with engine at normal operating temperature: • 200 millivolts or less when decelerating from 4000 RPM • 600 - 1000 millivolts when engine RPM is held at 2500 RPM Note: the “optimum” oxygen sensor voltage is that which represents the best air/fuel miture For many oxygeb sensors, this voltage is 0,5 volts with a normal signal ranging between 0,1 to 0,9 volts Some Hyundai models have a voltage offset that shift the entire oxygen sensor signal to a higher voltage range This offset varies depending on model and year Regardless of the voltage offset, the oxygen sensor waveform will look the same, only at higher voltage range For example, a vehicle with a 0,70 volt offset will have an optimum voltage of 1,2 volts (0,5 + 0,7) with a range of 0,8 to 1,6 volts CIRCUIT DESCRIPTION The Engine Control Module uses the front oxygen sensor to maintain the optimum air/fuel mixture ratio The oxygen sensor is coated with a catalyst (chất xúc tác) metal that causes the sensor to generate a small voltage when oxygen is present in the exhaust gas The amount (độ lớn, giá trị) of oxygen is present in the exhaust gases indicates the air/fuel is lean or rich Less oxygen (rich mixture) yields (hiệu suất, sản ra) a higher voltage while more oxygen (lean mixture) yields a lower voltage The comparative readings (chỉ số, số đo) of the front and rear oxygen sensor determine the efficiency (hiệu lực, hiệu quả) of the catalytic converter(bộ biến đổi; catalytic converter:bộ tiêu âm xúc tác, chuyển đổi xúc tác, xúc tác) A normal oxygen sensor signal will oscillate (dao động, rung động) above and below 500 mV (not considering any voltage offset which (nào) may be present), with the front oxygen sensor signal frequency of at least Hz at 2500 RPM The mixture is considered (cân nhắc, xem xét) to be rich when the front oxygen sensor output is above 500 mV and lean when the output is below 500 mV An oxygen sensor is inaccurate (không xác, sai hỏng) when it is temperature falls (độ chênh, độ giảm, độ sụt) below 6000F (3150C), causing the system to go into open loop operation (a predetermined (quyết định trước, xác định trước) air/fuel mixture and ignition timing setting (điều chỉnh) that is not affected (ảnh hưởng, tác động, tác dụng) by sensor by sensor inputs (đầu vào)) CODE 0141 O2S HEATER CIRCUIT (B1/S2) FAILURE CONDITIONS This code indicates that the current of front oxygen sensor heater (bộ tản nhiệt) is too high or too low The ECM checks the resistance of the heater circuit after certain criteria (các tiêu chuẩn) are met If the current is out of (ra ngoài, khỏi) specification (các tiêu chuẩn) during two back-toback trips, this code will be set and MIL will turned on - Details: This code will be set if the following conditions are met: • Oxygen sensor heater is on • Battery voltage is between 11 and 16 volts • Oxygen sensor heater circuit current is less than 200 milliamperes or greater than 3,5 amperes NORMAL PARAMETERS Sensor output using scan tool with engine at normal operating temperature: • 200 millivolts or less when decelerating suddenly from 4000 RPM • 600 - 1000 millivolts when engine is suddenly raced • Sensor heater resistance = approx 11 - 14 ohms at 194 0F (900C) Engine Coolant Temperature • Sensor heater resistance = approx - ohms at 680F (200C) Engine Coolant Temperature Note: the “optimum” oxygen sensor voltage is that which represents the best air/fuel miture For many oxygen sensors, this voltage is 0,5 volts with a normal signal ranging between 0,1 to 0,9 volts Some Hyundai models have a voltage offset that shift the entire oxygen sensor signal to a higher voltage range This offset varies depending on model and year Regardless of the voltage offset, the oxygen sensor waveform will look the same, only at higher voltage range For example, a vehicle with a 0,70 volt offset will have an optimum voltage of 1,2 volts (0,5 + 0,7) with a range of 0,8 to 1,6 volts MODEL YEAR OFFSET Accent 1996 - 1997 0,70 volts 1998 0,30 volts Elantra 1996 - 1997 0,70 volts 1998 0,27 volts Tiburon 1996 - 1997 0,71 volts 1998 0,27 volts Sonata All none CIRCUIT DESCRIPTION The Engine Control Module uses the front oxygen sensor to maintain the optimum air/fuel mixture ratio The oxygen sensor is coated with a catalyst (chất xúc tác) metal that causes the sensor to generate a small voltage when oxygen is present in the exhaust gas The amount (độ lớn, giá trị) of oxygen is present in the exhaust gases indicates the air/fuel is lean or rich Less oxygen (rich mixture) yields (hiệu suất, sản ra) a higher voltage while more oxygen (lean mixture) yields a lower voltage The comparative readings (chỉ số, số đo) of the front and rear oxygen sensor determine the efficiency (hiệu lực, hiệu quả) of the catalytic converter(bộ biến đổi; catalytic converter:bộ tiêu âm xúc tác, chuyển đổi xúc tác, xúc tác) A normal oxygen sensor signal will oscillate (dao động, rung động) above and below 500 mV (not considering any voltage offset which (nào) may be present), with the front oxygen sensor signal frequency of at least Hz at 2500 RPM The mixture is considered (cân nhắc, xem xét) to be rich when the front oxygen sensor output is above 500 mV and lean when the output is below 500 mV An oxygen sensor is inaccurate (không xác, sai hỏng) when it is temperature falls (độ chênh, độ giảm, độ sụt) below 6000F (3150C), causing the system to go into open loop operation (a predetermined (quyết định trước, xác định trước) air/fuel mixture and ignition timing setting (điều chỉnh) that is not affected (ảnh hưởng, tác động, tác dụng) by sensor by sensor inputs (đầu vào)) CODE P0170 FUEL TRIM-MAL (BANK 1) FAILRUE CONDITIONS This code indicates that readings (chỉ số) are not matching (hợp, phù hợp) expected values within (ở trong, phía trong, khoảng) the air/fuel control system If the fuel trim values are outside the acceptable (nhận được, chấp nhận được) limits stored (bộ nhớ, lưu trữ) in the ECM for at least 10 seconds after the engine has reached normal operating temperature during two backto-back trips, this code will be set and the MIL will be turned on - Details This code will be set if the following conditions are met for at least 10 seconds: • Engine coolant temperature sufficient (đủ) for closed loop operation • Long-term (lâu dài, liên tục, dài hạn) fuel trim values less than -10% or greater than 12,5% NORMAL PARAMETERS Fuel Trim Values • -12,5% to 12,5% short-term • -10% to 10 % long-term CIRCUIT DESCRIPTION The air/fuel control system, in addition to (in addition to: thêm vào) a number of sensors, includes the following components amd systems: • Intake air system • Exhaust system • Evaporative (bay hơi) emissions (khí xả , bốc ra) control system (includes purge (lọc) control solenoid valve (van điện từ)) • Fuel injectors • Fuel pressure regulator (bộ điều chỉnh) For the air/fuel ratio to be within lilmits, all of the sensors, components, and systems associated (liên kết) with the air/fuel control system must (phải) function within normal parameters CODE P0201 FUEL INJ.NO.1, CIRCUIT MAL CODE P0202 FUEL INJ.NO.2, CIRCUIT MAL CODE P0203 FUEL INJ.NO.3, CIRCUIT MAL CODE P0204 FUEL INJ.NO.4, CIRCUIT MAL CODE P0205 FUEL INJ.NO.5, CIRCUIT MAL CODE P0206 FUEL INJ.NO.6, CIRCUIT MAL FAILURE CONDITIONS This code indicates that the ECM is reading unusual fuel injection voltage readings If the voltage spikes (đầu, đỉnh nhọn, xung nhiễu ) controlling (điều khiển, điều chỉnh) the fuel injectors are not strong enough during two back-to-back trips, this code will be set and the MIL will be turned on - Details This code will be set if the following conditions are met: • Engine speed less than 1000 RPM • Throttle position sensor voltage less than 1,16 volts (20%) • Fuel injector voltage spikes are less than volts over battery voltage NORMAL PARAMETERS Resistance between injector terminals: • 13 - 16 ohms at 680F (200C) CIRCUIT DESCRIPTION The fuel injectors are solenoid operated valves that are normal closed When a fuel injector solenoid energized (pulsed), the injector needle (đỉnh nhọn,épp kim) valve moves, allowing pressurized fuel to pass through the injector and mix with air entering the engine Each fuel injector (one for each engine cylinder) is mounted (treo, dặt, gắn vào) in the intake manifold and is positioned to spray (phun, miệgn phun) fuel into a cylinder head (nắp xilanh) intake port (cửa, nối) The engine control module controls injector timing (when the fuel injectors are turned on) and pulse width (how long the fuel injectors are turned on) The ECM pulses the fuel injectors based on imformation provided by its network (hệ thống, lưới) of engine sensors The ECM uses the crankshaft position sensor to determine when to pulse the injectors Engine Coolant Temperature, intake air temperature, barometric pressure, throttle position and other data are used by the ECM to calculate injector pulse width The ECM also (cũng) uses its network of sensors to determine whether all injectors should be pulsed at the same time (simultaneous (cùng lúc, đồng thời, đồng bộ) injection) or each injection is almost (gần như, hầu như) always used during normal engine operation; simultaneous onjection may be used when the engine is being cranked CODE P0300 RANDOM MISFIRE DETECTER CODE P0301 CYL.NO.1, MISFIRE DETECTED CODE P0302 CYL.NO.2, MISFIRE DETECTED CODE P0303 CYL.NO.3, MISFIRE DETECTED CODE P0304 CYL.NO.4, MISFIRE DETECTED CODE P0305 CYL.NO.5, MISFIRE DETECTED CODE P0306 CYL.NO.6, MISFIRE DETECTED FAILURE CONDITIONS This code indicates that the ECM is sensing a high misfire (nổ ngược, nổ sớm, bỏ máy) rate (tốc độ, chế độ) If the misfire rate is not extremely (cực kì) high the code will set and the MIL will turned on after the conditions occur during two back-to-back trips If the misfire rate is extremely high there is a danger of burning up the catalytic converter In that case the code will be set and the MIL will turned on immediately (ngay lập tức, tức thời) and blink - Details If the misfire rate is over 2,2% per 1000 RPM then (khi ấy, sau đó) code will be set under the following conditions: • Engine speed is between 500 and 3500 RPM • Engine has been running for at least seconds • Engine load is greater than 20% • Transaxle is not shifting (đổi số, sang số) • Vehicle is not smooth (đều đặn) load If the misfire rate is 5% - 25% per 1000 RPM then the code will be set the MIL will immediately blink under the conditions described above NORMAL MAARAMETERS Ignition coil resistance: • Primary = approx 0,77 - 0,95 ohms • Secondary = approx 10,3 - 13,9 kilo ohms CIRCUIT DESCRIPTION Sonata 2.0L: With the ignition switch in ON or START, voltage is applied to the ignition coil The ignition coil consists of two coils High tension (áp lực, áp suất, điện áp) leads go to each cylinder from the ignition coil The ignition coil fires two spark plugs on every power stroke (the cylinder under compression and the cylinder on the exhaust stroke) Coil number one fires cylinders and Coil number two fires cylinders and The ignition power transistor, controlled by the ECM provides a switching circuit to ground for energizing the primary ignition coils The ECM uses the crankshaft position sensor signal to time the energizing of the coil When a primary ignition coil is energized and de-energized, the secondary coil produces a high voltage spike across the attached spark plugs At the same time, the tachometer (tốc (độ kế)) interface (part of the ignition power transistor) provides the ECM and Transaxle Control Module (TCM) with an RPM signal Sonata 3.0L: With the ignition switch in ON or START, voltage is applied to the ignition coil A single high tension lead goes from the ignition coil to the distributor From the distributor, a high tension lead goes to each cylinder The ignition power transistor, controlled by the ECM, provides a switching circuit to ground for energizing the primary ignition coil The crankshaft position sensor signal is used to time the energizing of the coil When the primary ignition coil is energized and de-energized, the secondary coil produces a high voltage spike through the distributor and across the attached spark plug The switching of the ignition power transistor also provides the ECM and TCM with an RPM signal CODE P0335 CRANKSHAFT POSI SENSOR-MAL FAILURE CONDITIONS This code indicates that the CKP sensor signal shows (chỉ ra, chứng tỏ) that then engine is not moving but the CPM sensor signal shows that it is The code is checked every time (lần cũng) the engine is started If this code condition (qui định) the MIL is turned on immediately NORMAL PARAMETERS Crankshaft position sensor output voltage with ignition on is 0,22 volts or 5,0 volts only (square ware varies upon (theo với, nhờ vào) crank angle) CIRCUIT DESCRIPTION The crankshaft position (CKP) sensor is an optical sensor (cảm biến quang) consisting of a light emitting diode, a slotted metal disk, and a photo diode The voltage signal from CKP sensor allows the ECM to determine (quyết định, xác định) crankshaft position CODE P0340 CAMSHAFT POSI SENSOR-MAL FAILURE CONDITIONS The ECM will set a code and the MIL will turned on if Camshaft Position (CMP) sensor signal voltage remains (còn lại) at 0,0 volts for sensors and this condition is detected (phát hiện) in two back-to-back trips This code indicates no camshaft rotation being read by the CMP sensor or ECM NORMAL PARAMETERS Two 5,0 volts pulse per camshaft revolution (số vòng quay) CIRCUIT DESCRIPTION The Camshaft Position (CMP) sensor is an optical sensor consisting of a light emitting diode, a slotted (được đục lỗ) metal disk, and a photo diode The voltage signal from the CMP sensor allows the ECM to determine camshaft position CODE P0400 EGR FLOW-MAL FAILURE CONDITIONS This code indicates there is an insufficient (khơng đủ, thiếu sót) change in the intake manifold pressure when the EGR valve is opened If these conditions occur during two back-to-back trips the code is set and MIL is turned on - Details The code will be set if the following conditions are met for seconds: • Engine speed is between 900 – 2000 RPM • Engine coolant temperature is greater than 1800F (820C) • Engine load is less than 22% • Idle position switch is on (closed) • Intake manifold pressure changes less than 26 mm-Hg (1,02 in-Hg) when the EGR valve is opened NORMAL PARAMETERS 40 ohms resistance CIRCUIT DESCRIPTION The Exhaust Gas Recirculation (sự tuần hồn kín, vịng tuần hồn) (EGR) system is designed to introduce (đưa ra, đưa vào) exhaust gas into the combustion cycle This lowers combustion temperatures and reduces (giảm, hạ bớt) the formation (sự tạo thành) of oxides of nitrogen The amount (giá trị, lượng) and timing of exhaust gas introduced into the combustion cycle (chu kỳ làm việc, chu kỳ) varies by such (như vậy, thế) factor (chỉ số, tiêu, hệ số) as engine speed, engine vacuum, exhaust system back pressure (áp suất ngược), coolant temperature and throttle position CODE P0403 EGR SOLENOID-MAL FAILURE CONDITIONS If there is an insufficient change in the intake manifold pressure when the EGR valve is opened during two back-to-back trips, this code is set and the MIL is turned on - Details The code will be set if the following conditions are met for seconds: • Engine speed is between 900 - 2000 RPM • Engine coolant temperature is greater than 1800F (820C) • Engine load is less than 22% • Idle position switch is on (closed) • Intake manifold pressure changes less than 26 mm-Hg (1,02 in-Hg) when the EGR valve is opened NORMAL PARAMETERS 40 ohms resistance CIRCUIT DESCRIPTION The Exhaust Gas Recirculation (EGR) system is designed to introduce exhaust gas into the combustion cycle This lowers combustion temperatures ands reduces The amount and timing of exhaust gs introduced into the combustion cycle varies by such factors as engine speed, engine vacuum, exhaust system back pressure, coolant temperature and throttle position CODE P0420 CATALYST EFFICENCY FAIL-B1 FAILURE CONDITIONS If the frequencies of the front and rear oxygen sensors correlate (liên quan tới nhau) too much during two back-to-back trips, this code will be set and the MIL will be turned on This shows that the catalytic converter is not performing well - Details The code will be set if the following conditions are met for 150 seconds: • Engine speed is below 2900 RPM • ECM is in closed loop operation • Engine load is between 20% and 50% • Idle position switch is off (open) • The front and rear oxygen signals are shown to have at least a 92% (Sonata 2.0L) 87% (Sonata 3.0L) 65% (accent, Elantra, Tiburon) correlation NORMAL PARAMETERS Sensor output using scan tool with engine at normal operating temperature: • 200 mV or lower when decelerating (giảm) suddenly from 4000 RPM • 600 - 1000 mV when engine is suddenly raced • Front oxygen sensor cross over frequency is greater than rear oxygen sensor frequency CIRCUIT DESRIPTION The catalyst’s efficiency (hiệu quả) is demonstrated (chứng minh được) in its ability oxidize CO and hydrocarbon emissions (khí xả, chất thải) The ECM compares the output signals of the front and rear oxygen sensors to determine whether the output of the rear sensor is beginning to match the output of the front oxygen sensor Air/fuel mixture compensation keeps the frequency of front oxygen sensor high due (đúng) to the changes from rich to lean combustion The catalyst causes the rear oxygen sensor to have a lower frequency As the catalyst wears, the rear oxygen sensors signal trace begins to match the front oxygen sensors signal trace That is because the catalyst becomes saturated (bão hòa) with oxygen and cannot use the oxygen to convert hydrocarbon and CO in to H2O and CO2 with the same efficiency as when it was new A completely (hoàn toàn) worn (bị hư hỏng) catalyst shows a 100% match between the frequency of the front and rear sensors CODE P0421 CATALYST,S EFFICENCY FAIL-B2 FAILURE CONDITIONS If the frequencies of the front and rear oxygen sensors correlate too much during two back-toback trips, this code will be set and the MIL will be turned on This shows that the catalytic converter is not performing well - Details The code will be set if the following conditions are met for 150 seconds: • Engine speed is between 1000 and 1800 RPM • ECM is in closed loop operation • Engine load is between 1,6 and 2,6 ms • Canister purge factor is less than 0,9 • Catalyst converter temperature is more than 8460F (4520C) • The front and rear oxygen signals are shown to have at least a 50% correlation Note engine load is theoretical value calculated by the ECM using several different engine inputs Its units are in milliseconds (ms) NORMAL PARAMETERS Sensor output using scan tool with engine at normal operating temperature: • 200 mV or lower when decelerating suddenly from 4000 RPM • 600 - 1000 mV when engine is suddenly raced • Front oxygen sensor cross over frequency is greater than rear oxygen sensor frequency CIRCUIT DESRIPTION The catalyst’s efficiency is demonstrated in its ability oxidize CO and hydrocarbon emissions The ECM compares the output signals of the front and rear oxygen sensors to determine whether the output of the rear sensor is beginning to match the output of the front oxygen sensor Air/fuel mixture compensation keeps the frequency of front oxygen sensor high due to the changes from rich to lean combustion The catalyst causes the rear oxygen sensor to have a lower frequency As the catalyst wears, the rear oxygen sensors signal trace begins to match the front oxygen sensors signal trace That is because the catalyst becomes saturated with oxygen and cannot use the oxygen to convert hydrocarbon and CO in to H 2O and CO2 with the same efficiency as when it was new A completely worn catalyst shows a 100% match between the frequency of the front and rear sensors CODE P0440 EVAP.CONTROL SYSTEM-MAL FAILURE CONDITIONS This code indicates the stored (tích trữ) evaporated (bay hơi) fuel is not being flushed (phun) into the intake manifold as expected The expelled (phun ra) fuel vapor (hơi, nước) is detected (phát hiện) by a change is the air/fuel mixture If the air/fuel mixture doesn’t change when it should druing two back-to-back trips, this code will be set and the MIL will be turned on - Details The code will be set if the following conditions are met for seconds • ECM is in closed loop operation • Engine has been running for less than minutes • Engine coolant temperature exceeds 1800F (820C) • Power steering pressure switch is off • Idle Speed Control (ISC) motor (động cơ, máy) has been activated for less than 10 seconds • ISC motor adjust steps or less air/fuel ratio changes less than 3% NORMAL PARAMETERS 33 ohms resistance CIRCUIT DESCRIPTION The evaporative system reduces (giảm) hydrocarbon emissions by trapping fuel tank vapors until they can be burned as part of the incoming fuel charge Evaporating fuel is stored in a charcoal (than hoạt tính) canister (charcoal canister :bầu lọc than hoạt tính) until is can be flushed into the intake manifold CODE P0442 EVAP.SYSTEM-SMALL LEAK FAILURE CONDITIONS If the pressure in the evaporative control system changes too much during the small leak (lỗ thủng, rò ra, lọt ra) test of the system during two back-to-back trips, this code will be set and the MIL will be turned on The self check is performed (sử dụng, làm, thực hiện) once per trip A small leak is indicated if the system can’t hold a nearly steady (ổn định, không đổi) vacuum for seconds - Details: The code will be set if the following conditions are met: • Pressure gradient (độ chênh lệch) in the evaporative emission control system exceeds allowable limits • Evaporative control system is fully closed • Engine speed must be greater than 1600 RPM • Engine coolant temperature exceeds 1400F (600C) • Engine load is between 20% and 80% • Fuel tank vacuum is greater than 0,29 psi (20 hPa) after 50 seconds of purging (tẩy, làm sạch) • Intake air temperature is above 140F (-100C) • Power steering pressure switch is off • Fuel tank is at least 15% full NORMAL PARAMETERS Not applicable CIRCUIT DESCRIPTION The evaporative system reduces hydrocarbon emissions by trapping fuel tank vapors until they can be burned as part of the incoming fuel charge Evaporating fuel is stored in a charcoal canister until it can be flushed into the intake manifold The evaporative control system is made up of the following components: • Fuel tank that can be completely sealed (đóng kín) from outside air • • • • • Fuel tank pressure sensor Fuel/vapor separator (bộ tách) that only allows vapor to enter the canister Canister Close Valve (CCV) that seals (bít kín) the canister from the outside air Canister filled with activated charcoal granules (hạt nhỏ) Purge Control Solenoid Valve (PSVC) In normal operation, the purge control valve opens and closes, depending on throttle angle and intake manifold vacuum When it opens, fuel vapors are flushed from the canister and drawn into the intake manifold To avoid (phá hủy) a vacuum build up in the canister, the canister close valve is normally held open to allow fresh air to replace the vapors drawn into the in take manifold CODE P0443 EVAP.SYSTEM-PURGE VALVE FAILURE CONDITIONS If the Purge Control Solenoid Valve (PCSV) reads volts less than battery voltage when activated during back-to-back-trips, the code will be set and the MIL will be turned on - Details The code will be set if the following conditions are met: • Bettery voltage is between 10 and 16 volts NORMAL PARAMETERS Purge Control Solenoid Valve (PCSV) resistance = 33 ohms CIRCUIT DESCRIPTION The evaporative system reduces hydrocarbon emisions by trapping fuel tank vapors until they can be burned as part of the incoming fuel charge Evaporating fuel is stored in a charcoal canister until it can be flushed into the intake manifold The evaporative control system is made up of the following components: • Fuel tank that can be completely sealed from outside air • Fuel tank pressure sensor • Fuel/vapor seperator that only allows vapor to enter the canister • Canister Close Valve (CCV) that seals th canister from the outside air • Canister filled with activated charcoal granules • Purge Control Colenoid Valve (PCSV) In normal operation, the purge control valve opens and closes, depending on throttle angle and intake manifold vacuum When it opens, fuel vapors are flushed from the canister and drawn into the intake manifold To avoid a vacuum build up in the canister, the canister close valve is normally held open to allow fresh air to replace the vapors drawn into the in take manifold • CODE P0446 EVAP.SYSTEM-VENT CONTROL FAILURE CONDITIONS If the bettery surge voltage of the CCV is less than volts below bettery voltage when commanded ON during two back-to-back trips, this code will be set and the MIL will be turned on - Details This will be triggered if the following conditions are met: • Bettery surge voltage of CCV is less than volts below bettery voltage when commonded ON • Bettery voltage is between 10 and 16 volts Note: Water or other debris in the line between the PCSV and canister can also set this code To clear the lines of bebris, below compressed air through the lines NORMAL PARAMETERS Canister Close Valve (CCV): 25 ohms resisstance CIRCUIT DESCRIPTION The evaporative system reduces hydrocarbon emisions by trapping fuel tank vapors until they can be burned as part of the incoming fuel charge Evaporating fuel is stored in a charcoal canister until it can be flushed into the intake manifold The evaporative control system is made up of the following components: • Fuel tank that can be completely sealed from outside air • Differential Pressure Sensor (DPS) • Fuel/vapor seperator that only allows vapor to enter the canister • Canister Close Valve (CCV) that seals th canister from the outside air • Canister filled with activated charcoal granules • Purge Control Colenoid Valve (PCSV) In normal operation, the purge control valve opens and closes, depending on throttle angle and intake manifold vacuum When it opens, fuel vapors are flushed from the canister and drawn into the intake manifold To avoid a vacuum build up in the canister, the CCV is normally held open to allow fresh air to replace the vapors drawn into the intake manifold During the evaporative emissions system self test the CCV is closed along with the PCSV to seal off CODE P0450 EVAP.EMISSION-P.SNSR MAL FAILURE CONDITIONS If the DPS output voltage is not within the normal range when the evaporative emissions are either being purged or stored during two back-to-back trips, this code will be set and the MIL will be turned on The malfunction indecates a faulty DPS (fuel tank pressure sensor) - Details The code will be set if following conditions are met: • DPS output is less than 0,5 V while the purge duty reading is 0% OR • DPS output is more than 4,5 volts while the purge duty is 100% or more the intake air temperature is less than 1130F (450C) • Engine load is between 25% and 80% NORMAL PARAMETERS 5,8 kilo ohms across terminals and CIRCUIT DESCRIPTION The evaporative system reduces hydrocarbon emisions by trapping fuel tank vapors until they can be burned as part of the incoming fuel charge Evaporating fuel is stored in a charcoal canister until it can be flushed into the intake manifold The evaporative control system is made up of the following components: • Fuel tank that can be completely sealed from outside air • Fuel tank pressure sensor or Differential Pressure Sensor (DPS) • Fuel/vapor seperator that only allows vapor to enter the canister • Canister Close Valve (CCV) that seals th canister from the outside air • Canister filled with activated charcoal granules • Purge Control Colenoid Valve (PCSV) In normal operation, the purge control valve opens and closes, depending on throttle angle and intake manifold vacuum When it opens, fuel vapors are flushed from the canister and drawn into the intake manifold To avoid a vacuum build up in the canister, the canister close valve is normally held open to allow fresh air to replace the vapors drawn into the intake manifold CODE P0500 VEHICLE SPEED SENSOR FAILURE CONDITIONS If the ECM does not receive a signal from the vehicle speed sensor but other indicators show the the vehicle is moving during back-to-back trips, this code will be set and the MIL will be turned on - Details This sode will be stiggered if the following conditions are met: • ECM does not receive a vehicle speed sensor signal for at least seconds • Idle switch is open (engine not idling) • Engine speed is greater than 3000 RPM • Engine load is greater than 70% NORMAL PARAMETERS Four 5-volt pulse per speedometer shaft revolution CIRCUIT DESCRIPTION The vehicle speed sensor is hall integrated (tích hợp) circuit type The speed sensor converts the transaxle gear revolutions into pulse signals, which are sent to the ECM CODE P0505 IDLE CON.SYSTEM MAL FAILURE CONDITIONS If the ISC motor cannot cause the engine to match the ECM’s target (mục đích, mục tiêu) engine speed within a certain range during two back-to-back trips, this code will be set and the MIL will be turned on - Details: This code will be triggered if the following conditions are met: • ISC motor does not adjust the engine RPM to match the target engine speed to within (ở trong, bên trong, phía trong) 200 RPM above or 100 RPM below for 10 seconds • Engine idling (throttle not depressed) NORMAL PARAMETERS 29 - 34 ohms resistance at 680F (200C) CIRCUIT DESCRIPTION Intake air volume control is achieved (đạt được) through the use of a stepper motor that actuates (dẫn động, vận hành) the idle air control valve The ECM adjust the position of the valve based (căn vào, dựa trên)on engine and driving conditions CODE P0510 CLOSED TP SWITCH-MAL FAILURE CONDITIONS If the idle position switch is never triggered within a trip during two back-to-back trip, this code will be set and the MIL will be turned on DTC 0120 cannot be set if the idle position switch never closes NORMAL PARAMETERS Idle PositionSwitch closed in Idle (nearly ohms resistance) CIRCUIT DESCRIPTION The idle position switch is inside the Throttle Position (TP) sensor The switch is closed in the idle position (accelerator pedal not depressed) The ECM controls engine functions by sensing the position of the idle switch The TP sensor mounts (gằn vào, gắn) on the side of the throttle body and is connected to the throttle blade shaft CODE P0700 TCM-MALFUNCTION CODE P0705 TRANS.RANGE SNSR-MAL CODE P 0710 TRANS.FLUID TEM.SNSR-MAL CODE P 0715 INPUT/TUR.SPEED SNSR-MAL CODE P0750 SCSV A(L&R SOL)-MAL CODE P 1300 SPARK TIMMING ADJUST SIG CODE P 1400 MANIFOLD DIF.PRESSURE SNSR CODE P1521 POWER STEERING SW CIRCUIT CODE P1600 SERIAL COMM.-MAL (WITH4A/T) CODE P1715 A/CON SW CODE P1750 TPS COMUNICATION MAL