TÀI LIỆU mạch điện xe KIA k2700

1. Starting System 5 1.1 Features 5 1.2 Operating Principle 5 1.3 Structure and Operation 7 1.4 Schematic Diagram 11 1.5 Inspection 12 1.6 Troubleshooting 18 2. Charging System 19 2.1 Features 19 2.2 Operating Principle 19 2.3 Structure and Operation 21 2.4 Schematic Diagram 27 2.5 Inspection 28 2.6 Troubleshooting 35 3. Preheating System 37 3.1 Features 37 3.2 Operating Condition 38 3.3 Components 39 3.4 Schematic Diagram 40 3.5 Inspection 41 3.6 Troubleshooting 44 4. ETACS 47 4.1 Features 47 4.2 Operating Conditions by Function 57 5. Component Location 73 5.1 K2700 73 5.2 PREGIO 75 1. Starting System 1.1 Features The purpose of the starting system is to use electricity from the battery and an electric motor to turn over the engine during starting. The starting system consists of the battery, a starting motor, a magnetic switch, an ignition switch, and related electrical wiring. A typical starting motor is made up of a frame and field coil assembly, an armature, a drive mechanism, a brush and holder assembly, and a magnetic switch.

INT

WiperRelay

Wipe

r Motor

M Washer Motor

MF S/WWiper Motor

2

1 Starting System

The purpose of the starting system is to use electricity from the battery and an electricmotor to turn over the engine during starting The starting system consists of the battery, astarting motor, a magnetic switch, an ignition switch, and related electrical wiring

A typical starting motor is made up of a frame and field coil assembly, an armature, a drivemechanism, a brush and holder assembly, and a magnetic switch

1.1.1 Specification

ModelItem

This circular magnetic field will tend to cancel out and weaken the lines of force betweenthe poles of the permanent magnet below the conductor At the same time, both fields willcombine above the conductor to create strong magnetic field In effect, there is moremagnetism above the conductor and less below it Then, as the distorted lines of force tend

to straighten out, they exert a downward thrust on the conductor

<Rotary Motion>

In a start motor, the downward thrust is converted into rotary motion Assume that theconductor in figure #1 is bent into a loop, as shown in figure #2 This will be the rotating part,

brass bars called the commutator

The magnetic field of the two magnetic poles (marked N and S) is created by twoelectromagnets Current for the electromagnets called field coils in this setup is provided by abattery The current flowing through the field coils, figure #2, produces a strong magnetic fieldthat flows from the north pole (N) to the south pole (S)

At the same time, current flowing through the armature coil produces a circular magneticfield that surrounds the armature, as shown by the arrows in figure #2 This circular magneticfield is in a clockwise direction on the left-hand conductor of the armature and acounterclockwise direction around the right conductor Note that the current in the left-handside of the armature coil is flowing toward the commutator, which is the same direction shown

in figure #1

This results in a downward thrust on the armature Since the current is flowing in the opposite direction in the right-hand side of the armature coil, the thrust will be in the opposite direction, or upward, figure #3

The combination of the two thrusts causes the armature to rotate This rotation willcontinue because each time the armature coil passes the vertical position, the commutaotr(which rotates with the armature) will automatically connect the armature coil so the currentwill continue to flow away from the commutator in the right-hand coil and toward thecommutator in the left-hand coil

1.3 Structure and operation

The start motor is mounted under the injection pump, in front of engine The start motor

is a device that rotates the crankshaft through the flywheel ring gear to start the engine

When the start motor is activated by the ignition switch, the magnetic switch operatesand meshes the pinion with the outer ring gear of the flywheel through lever action Theengine is then rotated by the motor and starts When the ignition switch is returned to ONafter the engine has started, the pinion release the ring gear and motor revolution stops Major parts in the assembly are the motor to generate torque, the overrunning clutch totransmit power and to prevent start motor overrun, the magnetic switch to turn on/off motorcurrent and mesh the pinion with the ring gear and the internal gear to amplify armaturetorque

Yoke assembly

Armature

Brush holder assembly

5 Magnetic switch assembly 10 Starter housing

Overrunning clutch of the roller type is used The roller is installed into a wedge-shapedgroove formed by outside and inside race (sleeve) and pressed by a spring In igniting thestart motor, the roller is pressed into the narrow side of groove and acts as a key transmittingthe revolution of outside race to the pinion

However, because the roller compresses the spring and moves into the wide side ofgroove when the pinion revolves by the engine, the effect of the key disappears and therevolution of pinion isn’t transmitted to the outside race

1.3.3 Magnetic Switch

The magnetic switch makes the loadcurrent of the motor ON/OFF, and thepinion engages with the ring gear

1.3.4 Operation

Overrunning ClutchWhen the starter switch turns ON, the

battery current flows from the terminal S of the

magnetic switch to the pull-in coil (P) and hold-in

coil(H)

The feebler current then flows from the terminal

M to the motor The plunger is attracted by the

magnetic force of the pull-in and hold-in coils,

pushing out the pinion via the lever

As the pinion comes into complete mesh

with the ring gear, the contact P2, closes allowing

a large current to directly flow from the battery

to motor to turn the pinion At the same time,

no current flows to the pull-in coil(P), the

plunger being retained by the hold-in coil(H) alone

The moment the starter switch is turned OFF,

battery current flows from the terminal B to the

pull-in(P) and hold-in(H) coils, canceling the

magnetic fluxes of the plunger This causes the

plunger to be returned spring force, opening the

contact P2 to shut off current to the motor

1.4 Schematic Diagram

The battery B+ current stands by at the start motor magnetic switch(A-01), ignitionswitch, and starter relay terminal 5(A-07) through fusible link When a driver sets the ignitionswitch to the start position, the ignition current flows to ground through the starter relayexcitation coil The standing by current of starter relay terminal 5(A-07) flows from the startmotor magnetic switch terminal (A-02)) to the hold-in coil and pull-in coil Then the magneticswitch gets closed and the standing by current of magnetic switch(A-01) flows to the motor.The plunger is pulled by the strength of the pull-in coil and holding the coil pushes outthe pinion through the lever When the pinion engages with the ring gear completely, thecontact point is closed and the large current flows directly from the battery to the motor torotate the pinion At this time, the plunger is kept only by hold-in coil (H) as the currentdoesn’t flow in the pull-in coil (P)

1.5 Inspection

1.5.1 Battery Inspection with MICRO 570 ANALYZER

using the tester

MICRO 570 Analyzer

<Procedure>

① Connect the tester to the battery

- Red clamp to battery positive (+) terminal

- Black clamp to battery negative (-) terminal

※ CAUTION

Connect clamps securely If “CHECK CONNECTION” message is displayed on the screen,

reconnect clamps securely

② The tester will ask if the battery is connect “IN A VEHICLE“ or “OUT OF A VEHICLE” Makeyour selection by pressing the arrow buttons; then press ENTER

③ Choose either CCA or CCP and press the ENTER button

※ NOTE

- CCP : Cold cranking amps, is an SAE specification for Korean manufacturer’s for cranking

batteries at -0.4 (-18℉ ℃)

④ Set the CCA value displayed on the screen to the CCA value marked on the battery label

by pressing up and down buttons and press ENTER

<Battery test results>

PRINTER

Good battery No action is required

Good recharge Battery is in a good state.

Recharge the battery and use

Charge & Retest

Battery is not charged properly

Charge and test the battery again (Failure to charge the battery fullymay read incorrect measurement value)

Replace battery

Replace battery and recheck the charging system (Improper

connection between battery and vehicle cables may cause “REPLACE

BATTERY”, retest the battery after removing cables and connecting

the tester to the battery terminal directly prior to replacing the battery)Bad-cell replace

Charge and retest the battery And then, test results may cause

“REPLACE BATTERY”, replace battery and recheck the charging

system

※ WARNING

Whenever filing a claim for battery, the print out of the battery test results must be attached

⑥ To conduct starter test, continuously, press ENTER

1.5.2 Starter Inspection with MICRO 570 ANALYZER

<Procedure>

① After the battery test, press ENTER immediately for the starter test

② After pressing ENTER key, start the engine

voltage low Cranking voltage is lower than normal level  Check starter.

Charge battery The state of battery charge is too low to test  Charge the battery and

④ To continue charging system test, press ENTER

1.5.3 Magnetic Switch Inspection

<Pull-in voltage>

1 Inspect the battery voltage

 Voltage : above 12.4V

② After starting the engine, check if the starter rotates smoothly

③ If the starter does not rotate, check the “S” terminal voltage during cranking engine

 Voltage above 8V : Inspect the starter

 Voltage below 8V : Inspect wiring(main fuse, ignition switch)

<Pull-in coil>

※ NOTE

Remove the battery negative cable

Remove the “M” terminal of starting motor

① Do the continuity test between “S” and “M” terminal

② If it is opened, replace the magnetic switch

<Hold-in coil>

① Do the continuity test between “S” and switch body

2 If it is opened, replace the magnetic switch

Insufficient battery charge

Loosed, corroded or worn battery cable

Malfunction of fuse and wiringMalfunction of starter

After checking specificCharge or ReplaceRepair or Replace

Repair or Replace

Malfunction of ignition switch

Repair or ReplaceRepair or Replace

Starter

rotates

slowly

Insufficient battery charging

Loosed, corroded or worn battery cable

Malfunction of magnetic switch

Malfunction of ignition switchMalfunction of starter

After checking specificCharging or ReplaceRepair or Replace

Repair or ReplaceRepair or ReplaceShorted wiring

Worn pinion gear or starter

An alternator is an electromagnetic device that converts the mechanical energy supplied

by the engine into electrical energy In operation, the generator maintains the storage battery

in fully charged condition and supplies electrical power for the electrical system andaccessory equipment

The operation of the automotive alternator is based on the principle of electromagneticinduction That is, when a coil of wire is moved through a magnetic field, a voltage will beinduced, or generated, in the coil

Actually, voltage can be induced in either to two ways :

● By moving a coil of wire through a magnetic field

● By keeping the coil stationary and moving the magnetic field

The old DC(direct current) alternator operated on the first principle The DC alternatorinduced voltage in coils of wire as the assembly (armature) rotated in a stationary magneticfield The AC (alternating current) alternator operates on the second principle The magnetic

After passing position B, the voltage will start to decrease as fewer lines of force arebeing cut It will become zero when position C is reached As rotation continues, anothermaximum will be reached at position D However, the lines of force are now being cut in theopposite direction to that of position B Therefore, the current generated will flow in theopposite direction.

Because the current keeps changing its direction as the loop of wire is rotated, it is called

an alternating current The variations in the value and direction of the generated voltage areshown in the lower portion of Figure #1 To make use of the electrical energy beinggenerated, each end of the coil is connected to a ring that rotates with the coil of wire.Contact with these rotating slip rings is made by brushes that bear against the rings

All automotive generators produce alternating current that, in turn, must be rectified(converted) to direct current to satisfy the needs of the storage battery in the variouselectrical systems and accessories

In an ac generator, or alternator, Figure #2, the magnetic field is rotated and voltage isgenerated in the stationary coils Rectifiers, or diodes, are built into the alternator to limitcurrent flow to one direction only to provide direct current at the output terminal

Figure #1

2.3 Structure and Operation

The alternator is driven by the V-belt, acting to charge the battery and supply power toother electrical equipment The alternator is driven, and connected with the engine by a beltand the quantity of power generation is different according to the rotational frequency ofengine If the quantity of power generation is more than the load, the power is supplied for allelectric devices only by the generator and the battery is charged by it An alternator mainlyconsists of a rotor to generate a magnetic field, a stator to generate power, a rectifier torectify the generated current and a regulator to stabilize the generated voltage

Rotor shaft

2.3.2 Stator

Together with the rotor core, the stator core forms the magnetic flux path The magneticflux lines in the stator core are affected by the passage of the rotor core field and generateelectricity The stator core is made by overlapping several steel plates or silicon steel plates

to reduce the loss of magnetic field, and forms the magnetic circuit with the rotor core

The stator has three sets of windings that are assembled around the insidecircumference of a laminated core Each winding of the stator generates a separate voltage,making the alternator a three-phase unit One end of each winding is connected to a positivediode and a negative diode The other ends of the stator windings are connected to form a

“Y”(120˚) arrangement

2.3.3 Rectifier

The rectifier mainly consists of 3 diode trios, 6 diodes and 2 heat sinks It rectifies the ACstator output to DC power Each heat sink has the (+) or (-) leads from 3 diodes attached to it,performing full wave rectification for 3-phase AC

The diodes are connected to the stator leads and serve as one-way valves that permitcurrent to flow through in one direction only Each phase of the three-phase output of thealternator ranges from positive to negative and back to positive again The diodes convertthis alternating current to direct current at the alternator output terminal

Stator coreStator coil

In diagram ②, high voltage is generated between I

and III, so current passes through diode 1 to the

load and returns through diode 6

the current of the rotor coil by the semiconductor circuit In addition, if the output voltage ofthe generator is low, it will turn the charging warning lamp ON

<IC regulator operation>

When the Ignition switch is turned on, base current flows from the battery to the powertransistor (Tr1), turning it on Current then flows to the field coil, lighting the charge lamp

When the engine is started and the alternator begins to generate electricity, the base current

is supplied by the alternator itself The field current comes from the diode trio, exciting thefield coil The output voltages at B and L terminals are the same, extinguishing the chargelamp

When alternator voltage rises, Zener diode ZD is energized, and supplies a base current

to transistor Tr2, turning it on This causes the base current of power transistor to short toground through Tr1 The power transistor is turned off and the current flow stops,

When output voltage drops, Zener diode ZD shuts off, turning on the power transistor, andraising the voltage by supplying field current again

Adjustment of the voltage generated by the alternator is thus achieved by the ICregulator is constantly repeating this operating cycle

2.4 Schematic Diagram

<First, when the ignition switch is ON before starting>

And then stands by at the TR1

At the same time, the current is supplied to the base of TR1

So, the current which stands by at TR1 flows and grounded

Rotor coil becomes a magnet and the warning lamp comes on because of the differentvoltage level

<Second, when charging after starting>

After starting the engine, current for rotor coil is supplied from alternator

And that current is grounded through the rotor coil TR1

At the same time, the warning lamp goes off because of the same voltage level

<Last, when overcharging the battery>

When alternator output voltage overcomes the Zener Diode

The current, which is supplied to the base of TR1, is grounded through TR2, and the rotor coilturns off

When rotor coil turns off the charging current is reduced

And then voltage at the Zener Diode is reduced

So, TR2 turns OFF, TR1 turns ON and alternator generates the current again

Repeat this operation and regulator can keep the charging voltage

2.5 Inspection

Charging system requires regular inspection and maintenance The frequency ofinspection depends on operating conditions High-speed operation, high temperatures, dust,and dirt all tend to increase wear on alternator components

Inspect the charging system at recommended intervals Also test the battery’s state ofcharge and check the condition of starting and charging system cables, wires, andconnections It pays to check the condition of the battery and starting system beforeperforming charging system electrical tests Look over the alternator drive belt for signs ofwear or slippage See that the tension adjustment is correct

<Precautions>

Alternator test and service call for special precautions since the alternator output terminal hasconnected to the battery at all times

● Use care to avoid reverse polarity when performing battery service of any kind A surge

of current in opposite direction could burn out alternator diodes(rectifiers) and damage

● Do not purposely or accidentally “short” or “ground” the system when disconnecting wires

or connecting test leads to the terminals of the alternator

● Never operate an alternator on an open circuit With no battery or electric load in circuit,alternators are capable of building high voltage (50 to 110 volts), which may damagediodes and could be dangerous to anyone who might touch the alternator output terminal

2.5.1 Quick Check

1.Check a fuse or fusible link of charging system for appearance and continuity

2.Check the charge indicator lamp on the instrument cluster The only time the lamp shouldlight is when the ignition switch is in the “on” position and the engine is off Once the enginestarts and the alternator begins to produce voltage, the indicator lamp should turn off If itstays on, there is a malfunction in the charging system If the lamp fails to light in anyignition switch position, the indicator lamp bulb is probably at fault

2.5.2 Charging System Test with MICRO 570 ANALYZER

① Press ENTER to begin charging system test (This test is continued from the starter test)

② If ENTER button is pressed, the tester displays the actual voltage of alternator

3 Turn off all electrical load and revolves engine for 5 seconds with pressing the acceleratorpedal

4 Press ENTER button

5 The MICRO 570 analyzer charging system output at idle for comparison to other

readings

6 Take a relevant action according to the test results by referring to the table below after shutting off the engine and disconnect the tester clamps from the battery

Alternator does not supply charging current to battery.

Check belts, connection between alternator and battery

Check connection and ground and replace regulator as necessary

Check electrolyte level in the battery

Excess ripple

detected

One or more diodes in the alternator are not functioning properly

Check alternator mounting and belts and replace s necessary

2.5.3 Stator Inspection

2.5.4 Rotor Inspection

Check that there is no continuity between each lead

wire and the core If there is continuity, the stator

windings are grounded and the stator must be

replaced

<Continuity between lead wire and core>

2.5.5 Output Current Test

This test determines whether or not the alternator gives an output current that isequivalent to the normal output

<Preparation>

1 Prior to the test, check the following items and correct as necessary

 Check the battery installed in the vehicle to ensure that it is good condition The batterythat is used to test the output current should be one that has been partially discharged.With a fully charged battery, the test may not be conducted correctly due to aninsufficient load

 Check the tension of the alternator drive belt

2 Turn off the ignition switch

3 Disconnect the battery ground cable

4 Disconnect the alternator output wire from the alternator “B” terminal

5 Connect a DC ammeter (150A) in series between the “B” terminal and the disconnectedoutput wire Be sure to connect the (-) lead wire of the ammeter to the disconnected outputwire

6 Connect a voltmeter (20V) between the “B” terminal and ground Connect the (+) lead wire

to the alternator “B” terminal and (-) lead wire to a good ground

7 Attach an engine tachometer and connect the battery ground cable

8 Leave the engine hood open

<Field coil resistance>

Measure the field coil resistance If it is excessively

small, it indicates shorted field coil If no continuity or

shorted, replace the rotor assembly

Resistance : 3 ~ 4Ω

<Test>

1 Check to see that the voltmeter reads as the same value as the battery voltage If thevoltmeter reads 0V, and the open circuit in the wire between alternator “B” terminal andbattery (-) terminal or poor grounding is suspected

2 Start the engine and turn on the headlamps

3 Set the headlamps to high beam and the heater blower switch to HIGH, quickly increasethe engine speed to 2,500 rpm and read the maximum output current value indicated bythe ammeter

※ After engine starts up, the charging current quickly drops Therefore, the above operationmust be done quickly to read the maximum current value correctly

<Result>

The ammeter reading must be higher than the limit value If it is lower but the alternatoroutput wire is in good condition, remove the alternator from the vehicle and test it

 Limit value (75A alternator) : 52.5A minimum

2.5.6 Regulated Voltage Test

The purpose of this test is to check that the electronic voltage regulator controls voltagecorrectly

<Preparation>

1 Prior to the test, check the following items and correct if necessary

 Check that the battery installed on the vehicle is fully charged

 Check the alternator drive belt tension

2 Turn ignition switch to “OFF”

3 Disconnect the battery ground cable

the (+) lead of the voltmeter to the “B” terminal of the alternator Connect the (-) lead togood ground or the battery (-) terminal

5 Disconnect the alternator output wire from the alternator “B” terminal

6 Connect a DC ammeter (150A) in series between the “B” terminal and the disconnectedoutput wire Connect the (-) lead wire of the ammeter to the disconnected output wire

7 Attach the engine tachometer and connect the battery ground cable

<Test>

1 Turn on the ignition switch and check to see that the voltmeter indicates the batteryvoltage

2 Start engine Keep all light and accessories off

3 Run the engine at a speed of about 2,500 rpm and read the voltmeter when the alternatoroutput current drops to 10A or less

<Result>

If the voltmeter reading agrees with the value listed in the regulating voltage table below, thevoltage regulator is functioning correctly If the reading is other than the standard value, thevoltage regulator or the alternator is faulty

<Regulating voltage table>

Voltage regulator ambient temperature ℃ ℉ ( ) Regulating voltage (V)

After starting engine, check if the

warning lamp turns off

Check the battery

1~2 VL

14.1 ~ 14.7About 12V

R

14.1 ~ 14.7About 12V

B

Idle(V)IGN 밢N�

Terminal

“B” terminal

“R” terminal “L” terminal

 Inspect the bulb of the warning lamp

 Check the wiring between L terminal and the warning lamp

Step 4

No

OK

Charging system is normal

1 Connect an ammeter (min.100A) between B terminal and wiring

2 Turn off all electric load after starting engine

3 Keep the engine speed to 2500 ~3000 rpm

4 Check if the output current increases when turning electric load on

To ensure long engine life, if the ambient temperature has dropped below –0℃(℉), it isadvisable to warm any diesel engine before initial start-up Warming the engine will allow it tostart quickly and reduce wear on starting system components There are several methods ofwarming an engine in coil weather These include coolant heaters, lube oil heaters, glowplugs, intake air heaters, and battery heaters but only glow plugs are used for warming anengine in K2700 and PREGIO J2 and JT engine’s glow plugs are controlled by Q.S.S(QuickStart System) control unit But D4BH engine’s glow plugs are controlled by E.C.M(EngineControl Module) So detailed function of D4BH engine’s preheating system is introduced inE.M.S section.

voltage DC 8V ~ 15VOperating

temperature -30℃ ~ 80℃Glow plug Rated voltage DC 12V

Operatingvoltage range DC 6V ~ DC 16VCurrent J2, JT : 13A±1.5A after 6 sec loading at rated voltage

D4BH : 16A±1.5A after 4 sec loading at rated voltageReplace the alternator

Resistance J2, JT : 0.5 Ω

D4BH : 0.25 ΩGlow lamp operating time (T1) 5 sec

Pre-heating time (T2) 7±1 sec

After-heating time (T3) Refer to the timing chart

3.2 Operating Condition (J2, JT Engine)

T1 (Glow lamp operating time) : 5.0 sec

T2 (Pre heating time) : 7.0 ± 1.0 sec

15.0 ± 1.0 sec (When ignition switch stays in “ON” position)

T3 (After heating time) : Refer to below time characteristic

The ignition switch is “ON” by a driver The glow lamp lights up Power is supplied to theglow relay simultaneously when the lamp turns on The glow lamp is OFF after T1 sec as astarting signal Then, power is continuously supplied to the glow relay Power for the glowrelay lasts for T3 sec from starting and then turns OFF

<After heating Temperature - Time characteristic>

3.3 Components

3.3.1 J2 and JT

3.3.2 D4BH

Glow lamp control

W.T.S inputGlow relay control