MÁY CHUẨN ĐOÁN OBD 2, MÃ LỖI TIẾNG ANH

- 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 l

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CODE 0100: AIR FLOW SENSOR CIRCRUIT

FAILURE CONDITIONS (Các trường hợp hư hỏng)

If an unusually low or high airflow (dòng khí, luồng khí) rate (định mức, chế độ, chỉ tiêu) is being read (kết quả đo) by the VAF (cảm biến lưu lượng khí nạp: Volume Air Flow), or there are air flow readings (số chỉ, số đo) that do not correspond (phù hợp, đúng 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, sự cố) Indicator (bộ chỉ báo, đèn chỉ 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 2 volts

OR

 Air flow uncharacteristically (không đặc trưng) high or low for give engine load

 Engine coolant temperature above 1800F (820C)

NORMAL (bình thường, chuẩn) PARAMETERS (giá trị, tham số, thông số)

 2.0L: approx (gẩn đúng, xấp xỉ: approximative) 4,8 g/s at idle; 8 - 9 g/s at 2000RPM

 3.0L: approx 6,9 g/s at idle; 8 - 9 g/s at 2000RPM

CIRCUIT (mạch) DESCRIPTION (mô tả, sự mô tả)

The Volume Air Flow (VAF) sensor is locate (được đặt) in the air cleaner (air cleaner: bộ lọc gió) The sensor measure the volume of air passing (chuyển, qua) through the air intake (đường dẫn khí, luồng không 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

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volts to the sensor and measures the voltage drop (độ sụt, giảm) across the sesor As atmospheric pressure (áp suất không 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

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 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 ( lá 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 5 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 cùng 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, 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

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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 8 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

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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 5 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 6000F (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, ra khỏi) specification (các tiêu chuẩn) during two back-to-back trips, this code will be set and MIL will turned on

- Details:

 Oxygen sensor heater is on

 Battery voltage is between (giữa, ở giữa, trong 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) 7 - 9 ohms at 680F (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

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đổi; catalytic converter:bộ tiêu âm xúc tác, bộ chuyển đổi xúc tác, bộ 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 5 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 chính 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 hiện ra) during two back-to-back trips, this code will be set ad the MIL will be turned on

- Details

1 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

 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

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, bộ chuyển đổi xúc tác, bộ 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 5 Hz at 2500 RPM The mixture is considered (cân nhắc, xem xét) to be rich when the front

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oxygen sensor output is above 500 mV and lean when the output is below 500 mV An oxygen sensor is inaccurate (không chính xác, sai hỏng) when it is temperature falls (độ chênh, độ giảm,

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, ra khỏi) specification (các tiêu chuẩn) during two back-to-back trips, this code will be set and MIL will turned on

- Details:

 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 1940F (900C) Engine Coolant Temperature

 Sensor heater resistance = approx 7 - 9 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

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

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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, bộ chuyển đổi xúc tác, bộ 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 5 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 chính xác, sai hỏng) when it is temperature falls (độ chênh, độ giảm,

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, trong khoảng) the air/fuel control system If the fuel trim values are outside the acceptable (nhận được, có thể 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 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 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 , sự 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

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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

 Engine speed less than 1000 RPM

 Throttle position sensor voltage less than 1,16 volts (20%)

 Fuel injector voltage spikes are less than 2 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,

bộ 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

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FAILURE CONDITIONS

This code indicates that the ECM is sensing a high misfire (nổ ngược, nổ sớm, sự 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 5 seconds

 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 1 and 4 Coil number two fires cylinders 2 and 3 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

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