The purpose of this test is to evaluate the correct operation of a Hall effect Camshaft Position (CMP) sensor based on the signal voltage and formation with the engine at idle speed.
Connection for diagnostic work will vary dependent on application.
Technicians should whenever possible gain access to the test circuit without damage to seals and insulation. If this is not possible then make sure appropriate repairs are completed.
General connection advice
PicoScope offers a range of options within the test kits.
Dependent on difficulty of access, choose from:
Testing sensors and actuators (to include relevant circuit/connectors):
All values included in the Example waveform are typical and not specific to all vehicle types.
Channel A. Example waveform indicates the voltage signal (square waveform) output of the CMP with the engine running at idle speed.
NB. The output signal from the Hall Effect CMP can be either 5 V or 12 V depending on manufacturer.
Engine at idle speed (650-850 rpm)
The CMP must be considered an essential component of the modern day engine management system. While compact in construction, the correct operation of the CMP is paramount to an efficient running engine. To fully appreciate the role played by the Hall Effect CMP we must understand the operational principle behind the square wave voltage signal generated by such a critical component. Once we understand how this component functions, we can evaluate the cause of any errors within our waveform.
The Hall Effect principle relies upon a tiny voltage that is generated perpendicular to current flow through a conductor (Hall Element) in close proximity to a magnetic field. If either the current flow or magnetic field changes, the tiny voltage generated will change in direct proportion. The tiny voltage generated across the Hall Element will eventually be amplified and converted into the square wave signal voltage captured in the Example Waveform above
The Hall Effect Element is housed in the sensing tip of the CMP adjacent to a permannet magnet and in close proximity to the camshaft pick up. The rotation of the pick up will change the surrounding magnet field which in turn effects the tiny voltage generated across the Hall Element. The fluctuating tiny voltage is then amplified and converted as mentioned below.
Refer to vehicle technical data for specific test conditions and results.
The example waveform illustrates the square wave 5 V output signal from a Hall Effect CMP. An alternative output signal voltage of 12 V is also used across all manufacturers and so it is vital to check the relevant technical data to ensure the output voltage level is correct. Both styles of CMP will share a common ground level voltage of 0 V as indicated by the Signal Ruler (1) where the numerical value is represented in the Ruler Legend (6). N.B. There maybe occasions where the vehicle manufacturer raises the ground level of the Hall Effect CMP slightly above zero volts in order to reduce noise and improve self diagnosis. (refer to the vehicle technical data).
Unlike the inductive style CMP the amplitude of the Hall Effect CMP signal remains fixed (regardless of engine speed), however the frequency of the signal will increase in direct proportion to engine speed. The correct formation of the square wave signal is paramount to ensure efficent engine performance. Each square pulse is generated by the movement of the camshaft pick-up passing the sensing tip of CMP. Each pulse represents a single tooth, lug or drilling of the pick up which should therefore be uniform in structure, without deformation and identical in sequence.
Depending on manufacturer, numerous style pick-ups are utilised to denote one complete camshaft revolution. In the example wavefroms above three different pulse widths are used per camshaft revoution where other maufacturers may use one single pulse (a single lug) or multiple pulses denoting the precise camshaft postion in relation to firing order (refer to the vehicle technical data).
Fundamental to the correct operation of the Hall Effect CMP is the power supply and ground reference at the sensor. A typical CMP sensor connector consists of 3 wires, which can be memorised as “G.P.S” Ground (0 V) – Power (5 or 12 V) - Signal (5 or 12 V)
Both the power and ground are required to supply the integrated circuitry (IC) within the CMP which in turn is responsible for supplying stable current through the Hall Effect Element and converting the tiny voltage generated by the rotating pick up into a stable square wave output signal.
Selection of component related Diagnostic Trouble Codes (DTCs):
P0340 : Camshaft Position Sensor A - Circuit Malfunction (Bank 1)
P0341 : Camshaft Position Sensor A - Circuit Range/Performance (Bank 1)
P0342 : Camshaft Position Sensor A - Circuit Low Input (Bank 1)
P0343 : Camshaft Position Sensor A - Circuit High Input (Bank 1)
P0344 : Camshaft Position Sensor A - Circuit Intermittent (Bank 1)
P0345 : Camshaft Position Sensor A - Circuit Malfunction (Bank 2)
P0346 : Camshaft Position Sensor A - Circuit Range/Performance (Bank 2)
P0347 : Camshaft Position Sensor A - Circuit Low Input (Bank 2)
P0348 : Camshaft Position Sensor A - Circuit High Input (Bank 2)
P0349 : Camshaft Position Sensor A - Circuit Intermittent (Bank 2)
P0365 : Camshaft Position Sensor B - Circuit Malfunction (Bank 1)
P0366 : Camshaft Position Sensor B - Circuit Range/Performance (Bank 1)
P0367 : Camshaft Position Sensor B - Circuit Low Input (Bank 1)
P0368 : Camshaft Position Sensor B - Circuit High Input (Bank 1)
P0369 : Camshaft Position Sensor B - Circuit Intermittent (Bank 1)
P0390 : Camshaft Position Sensor B - Circuit Malfunction (Bank 2)
P0391 : Camshaft Position Sensor B - Circuit Range/Performance (Bank 2)
P0392 : Camshaft Position Sensor B - Circuit Low Input (Bank 2)
P0393 : Camshaft Position Sensor B - Circuit High Input (Bank 2)
P0394 : Camshaft Position Sensor B - Circuit Intermittent (Bank 2)
This help topic is subject to changes without notification. The information within is carefully checked and considered to be correct. This information is an example of our investigations and findings and is not a definitive procedure. Pico Technology accepts no responsibility for inaccuracies. Each vehicle may be different and require unique test settings.
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