PRACTICE 3: "SENSOR TESTING WITH OSCILLOSCOPE"”

Wilson Gustavo Morocho Domínguez

e-mail: wmorocho@[Link]

An automotive oscilloscope has the ability to

ABSTRACT: capture a live signature of the signal from a circuit and
store it for analysis or comparison with
The presence sensor in the car has helped with driving. pattern waveforms or generated waveforms
much easier, hence that sensors in this car have for proper functioning. An oscilloscope
helped many parameters for measuring the best automotive provides advanced capabilities of the
performance engine under certain environmental multimeters combined with the possibility of
features and driver needs, measuring fuel consumption graphical representation of the trend and of the
that is doing the lowest possible so this economy as a
waveform display.
remedy depleted slowly on the planet. Number of
sensors in the car can vary from marks and definitely
a factor that prevents car here there you have all An oscilloscope represents yet another tool, for
sensors is the amount of tax concession to have to wide range and very versatile, available for locating
pay to enter this country. breakdowns in the electronic management system of the
injection system.
Sensors have definitely helped the engine
development of the best possible way as sensors WORDS KEY. Sensor oscilloscope
accept the conditions and through the ECU to fit the operation, electrical resistance.
best ways of operation.

SUMMARY: INTRODUCTION

Vehicle manufacturers have designed The injection system with electronic control of
methods to help locate a problem in the The Suzuki Baleno consists of multiple sensors
operation of the injection system. The car that detect the engine status and the conditions of
diagnosis made by the control unit driving, the ECU that controls the different
electronic generates a code that indicates the cause of the devices according to the signals from the sensors
malfunction of the system. But, the units and various controlled devices. According to
electronic controls are not perfect because they are not its operation is divided into nine systems
they cover everything, like most of the secondary:
electrical interference and intermittent failures.
[SEE ANNEX 1]
Diagnostic systems are guided by the limits
quite extensive on the operation of sensors,
- Injection control system
actuators, connectors, and terminals. When a
flammable.
component constantly exceeds its limit, it
- Idle speed control system
generate a fault code. But to maintain the
- Pump control system of
failure code, tolerances are not set to capture
flammable.
all interruptions in the signals, even when they
- A/C control system (if installed).
they can cause some of the worst problems in the
- Fan control system of the
engine operation.
radiator
Therefore, the repair technicians, in the - EGR system.
currently they are finding more and more - System of control of emissions
applications for an automotive oscilloscope. evaporants.
- Heater control system of the sensor
of oxygen.
 - Ignition control system. We determine the connection terminals of the ECT sensor.

DEVELOPMENT

The practice was based on obtaining the signals from the

different sensors that are present in the
motor and verify them with the manufacturer's data.

The vehicle that was used for this practice is the

2004 Chevrolet Steem.

[SEE ANNEX 2]

FUNCTIONAL TEST OF THE SENSOR

ECT
Fig.2 Connection terminals of the ECT sensor

For the acquisition of signals from the different

This sensor is of the NTC type, meaning that as it measures
the following is done with sensors:
that increases the operating temperature of the
a. Verify the correct connection of the sensor the motor voltage will decrease and that will be verified in the
b. Connect the test cable to the channel oscilloscope.
To the oscilloscope
c. Connect the positive of the test wire
at the sensor signal terminal
d. Connect the negative cable of the cable to
test a good dough
e. Start the vehicle, keep it in
slow down and observe that the curve of
voltage decreases as the
the motor heats up.
f. With the engine at normal temperature of
operation, keep it at 2500
rpm and observe the behavior of the
voltage curve.

Fig. 3 Curve of the NTC type ECT sensor

Thus the signal we will have will depend on

operating temperature will be
approximately 85 °C and will be as follows:

Fig.1 Connection diagram for signal verification

from the ECT sensor
With the switch in the ON position: The signal that will be obtained with the motor at 2000 rpm
it will be the following:

Fig.3 Review of the ECT sensor signal

Fig.5 Review of the ECT sensor signal at 2000 rpm.
Axis x (t) 1s.
Axis y (V) 2 V. Axis x (t) 1 s.
Voltage (signal) 1.8 V. Axis y (V) 0.5 V.
Temperature 80 °C. Voltage (signal) 0.8 V.
Temperature 83 °C.
Table 1. Scale and signal obtained in the sensor test
ECT.
Table 3. Scale and signal obtained in the sensor test
ECT at 2000 rpm.
Thus, the signal obtained with the engine in
RALENTI will be the next one: The signal that will be obtained with the engine at 4000 rpm
will be the next:

Fig.4 Review of the ECT sensor signal at IDLE. Fig. 6 Review of the ECT sensor signal at 4000 rpm.

Axis x (t) 1 s. Axis x (t) 1 s.

Axis y (V) 0.5 V. Axis y (V) 0.5 V.
Voltage (signal) 1 V. Voltage (signal) 0.6 V.
Temperature 85 °C. Temperature 83 °C.

Table 2. Scale and signal obtained in the sensor test Table 4. Scale and signal obtained in the sensor test
ECT with the engine idling. ECT at 4000 rpm.
Notice that the voltage curve decreases as
that the engine overheats.

Fig. 8 Connection diagram for signal verification

of the IAT sensor

We determine the connection terminals of the sensor

Fig.7 Review of the ECT sensor signal with engine ECT.
working.

Axis x (t) 50 s.
Axis y (V) 0.5 V.
Voltage (signal) 0.8–0.5 V.
Temperature 83- 88 °C.

Table 5. Scale and signal obtained in the sensor test

ECT with engine running.

FUNCTIONAL TEST OF THE IAT SENSOR

For the acquisition of the signals, the following is done Fig. 9 Connection terminals of the IAT sensor
next
This sensor is of the NTC type, meaning its resistance
a. Verify the correct connection of the sensor varies depending on the temperature at which the air
b. Connect the test cable to the channel enter the engine.
To the oscilloscope
c. Connect the positive of the test cable
to the sensor signal terminal
d. Connect the negative cable of the cable of
test a good dough
e. Start the engine and take it to the
operating temperature y
check the sensor signal
f. Turn off the engine and leave the switch on
turned ON
g. Refrigerate the sensor with a spray
liquid
h. Observe the behavior of the signal
and make a freeze with the key
HOLD. Then compare with the
Manufacturer's instructions

Fig.10 Curve of the NTC type IAT sensor

Thus, the signal that will be obtained with the switch in the The signal that will be obtained with the engine at 2000 rpm
position ON will be the following: it will be the following:

Fig.11 Review of the IAT sensor signal

Axis x (t) 2 s.
Axis y (V) 2 V.
Voltage (signal) 2.1 V. Fig.13
IAT sensor signal review at 2000 rpm.
Table 6. Scale and signal obtained in the sensor test
IAT in the ON position of the switch. Axis x (t) 2 s.
Y axis (V) 2 V.
Thus the signal obtained with the engine in Voltage (signal) 2.1 V.
RALENTI will be the next one:

Table 8. Scale and signal obtained in the sensor test

IAT at 2000 rpm.

The signal that will be obtained with the motor at 4000 rpm
will be the following:

Fig.12 Review of the IAT sensor signal at idle.

Axis x (t) 2 s.
Y axis (V) 2 V.
Voltage (signal) 2.1 V.
Fig.14 Review of the IAT sensor signal at 4000 rpm.
Table 7. Scale and signal obtained in the sensor test
IAT with the engine idling. Axis x (t) 2 s.
 Axis y (V) 2 V.
Voltage (signal) 2.1 V.

Table 9. Scale and signal obtained in the sensor test

IAT at 4000 rpm.

FUNCTIONAL TEST OF THE TP SENSOR

To obtain the signals, the following is done

next:

a. Check that the sensor is connected Fig.16 Connection terminals of the TP sensor
correctly
b. Connect the test cable to channel A The voltage signal depends on the opening angle
of the oscilloscope from the acceleration butterfly.
c. Connect the positive of the test cable
at the terminal of the sensor signal
d. Connect the negative of the cable to
test a good dough
e. Turn the power switch on
ON position and the engine off
f. Slowly pass the butterfly from
acceleration of the closed position
to the maximum opening position, and
so we return to the position of
closed.
g. Repeat the process several times and
we observe the behavior of the
voltage curve.

Fig.17 Signal from the TP sensor.

The signal that will be obtained with the switch in the

position of ON it will be the next.

Fig.15 Connection diagram for signal verification

from the TP sensor.

We determine the connection terminals of the sensor

TP.
Fig.18 Review of the TP sensor signal.

Axis x (t) 0.5 s.

Axis y (V) 0.5 V.
Voltage (signal) 0.5 V.
 Table 10. Scale and signal obtained in the sensor test
TP in the ON position of the switch.

Thus the signal that will be obtained with the engine in

RALENTI will be next:

Fig.20
Review of the TP sensor signal at 2000 rpm.

Axis x (t) 1 s.
Axis y (V) 0.5 V.
Voltage (signal) 0.7 V.
Fig.19
Review of the TP sensor signal at idle.
Table 12. Scale and signal obtained in the sensor test
Axis x (t) 1 s. TP at 2000 rpm

Axis y (V) 0.5 V. Thus, the signal that will be obtained with the motor at 4000 rpm
Voltage (signal) 0.5 V. it will be the next

Table 11. Scale and signal obtained in the sensor test

TP in slow motion.

Thus, the signal obtained with the engine at 2500 rpm

it will be the following:

Fig.21
Review of the TP sensor signal at 4000 rpm.

Axis x (t) 1 s..

 Axis y (V) 0.5 V. f. Gradually pass the butterfly from
idle position acceleration
Voltage (signal) 1 V.
to the position of maximum opening, and
so we return to the position of
Table 13. Scale and signal obtained in the sensor test closed.
TP at 4000 rpm. g. Keep the butterfly open for about
of two seconds y close
immediately
Pass the acceleration butterfly from the position of Right away pass quickly the
acceleration butterfly of the position
closed until the maximum opening position, and
from slow down to maximum position
so we return to the closed position. opening, and we close quickly
i. To carry out a freeze of the form of
wave (HOLD key) and we proceed to the
inspection.

Fig. 22 Review of the TP sensor signal at 4000 rpm.

Fig. 23 Connection diagram for signal verification
x axis (t) 2 s. from the MAP sensor.

Axis y (V) 2 V.
Voltage (signal) 1-4 V. We determine the connection terminals of the sensor
MAP.

Table 14. Scale and signal obtained in the sensor test

TP at 4000 rpm.

SENSOR FUNCTIONALITY TEST

MAP

To obtain the signals, the following is done

next:

a. Check that the sensor is connected

correctly
Connect the test cable to channel A
of the oscilloscope
c. Connect the positive of the test lead Fig.24 Connection terminals of the MAP sensor.
to the sensor signal terminal
d. Connect the negative of the cable from
test a good dough
e. Turn off all accessories, turn on The signal that will be obtained with the switch in the
the engine, let it idle and the position of ON will be as follows:
check the voltage signal.
 Fig.25 Review of the MAP sensor signal. Fig.27 Review of the MAP sensor signal at 2000 rpm.

X axis (t) 1 s. Axis x (t) 2 s.

Axis y (V) 2 V. Axis y (V) 0.5 V.
Voltage (signal) 3 V. Voltage (signal) 1.2 V.

Table 15. Scale and signal obtained in the sensor test Table 17. Scale and signal obtained in the sensor test
MAP in ON position. MAP a 2000 rpm

Thus, the signal obtained with the motor in Thus, the signal that will be obtained with the engine at 4000 rpm
RALENTI will be the next one: it will be the following:

Fig. 26 Review of the MAP sensor signal at idle. Fig. 28 Review of the MAP sensor signal at 4000 rpm.

Axis x (t) 1 s. Axis x (t) 1 s.

Axis y (V) 0.5 V. Axis y (V) 1 V.
Voltage (signal) 1.3 V. Voltage (signal) 1.4 V.

Table 16. Scale and signal obtained in the sensor test Table 18. Scale and signal obtained in the sensor test
MAP in slow motion. MAP at 4000 rpm.
We keep the butterfly open for about two.
Thus the signal that will be obtained with the engine at 2500 rpm seconds, and we close immediately (we repeat in
It will be the following: sometimes process) .
 Fig.30 Connection diagram for signal verification
Fig.29 Review of the MAP sensor signal with openings from the CKP sensor.
and closures of the acceleration butterfly.

Axis x (t) 1 s.
Y axis (V) 1 V. The signal that will be obtained with the switch in the
The position of ON will be the following:
Voltage (signal) 1-3 V.

Table 19. Scale and signal obtained in the sensor test

MAP with opening and closing of the throttle butterfly.

FUNCTIONALITY TEST OF THE SENSOR

CKP OF THE INDUCTIVE TYPE

To obtain this signal, the following is done

next:

a. Check that the sensor is connected

correctly
b. Connect the test cable to channel A
of the oscilloscope
c. Connect the test leads from the
Fig.31 Review of the CKP sensor signal.
oscilloscope to the sensor terminals
d. Start the engine, leave it running
in slow motion Axis x (t) 2 s.
e. To carry out accelerations y Axis y (V) 1 V.
engine decelerations
f. Verify the generated wave and compare Voltage (signal) 0.1V.
with the one recommended by the manufacturer
g. Check the number of teeth of the Table 20. Scale and signal obtained in the sensor test
toothed wheel, which will match with the CKP in ON position.
number of peaks obtained with your
frequency measurement. Compare this
measure with the coil signal of the
first cylinder, and draw your conclusion.
(I took the measurement at idle and at 3000 rpm).

Thus, the signal obtained from the motor in

RALENTI will be the next one:
 Table 22. Scale and signal obtained in the sensor test
CKP at 2000 rpm

Thus the signal that will be obtained with the engine at 4000 rpm
it will be the following:

Fig.32 Review of the CKP sensor signal at idle.

Axis x (t) 10 ms.

Axis y (V) 1 V.
Voltage (signal) 1 V.

Table 21. Scale and signal obtained in the sensor test

CKP at idle.
Fig.34
Thus, the signal obtained with the engine at 2000 rpm Review of the CKP sensor signal at 4000 rpm.
will be the following:

Axis x (t) 5 ms.

Axis y (V) 1 V.
Voltage (signal) 2.2 V.

Table 23. Scale and signal obtained in the sensor test

CKP at 4000 rpm

FUNCTIONAL TEST OF THE SENSOR

CMP OF THE HALL EFFECT TYPE

To obtain this signal, the following is done

next:

a. Check that the sensor is connected

correctly
b. Connect the test cable to channel A
Fig.33 of the oscilloscope
Review of the CKP sensor signal at 2000 rpm. c. Connect the positive of the test cable
at the terminal of the sensor signal
Axis x (t) 5 ms. d. Connect the negative wire from
test a good dough
Axis y (V) 1 V. e. Start the engine or by performing
Voltage (signal) 1.8 V. accelerations and decelerations of
f. motor, with the engine running
 g. Verify the generated wave and compare
with the one recommended by the manufacturer
[Link] the number of teeth of the
toothed wheel, which will match with the
number of peaks obtained with your
frequency measurement. Compare this
measured with the coil signal of the
first cylinder, and draw your conclusion.
(I took the measure at idle and at 3000 rpm).

Fig. 37 Review of the CMP sensor signal.

X axis (t) 2 s.
Axis y (V) 1 V.
Voltage (signal) 0 V.

Table 24. Scale and signal obtained in the sensor test

CMP in ON position.

Thus the signal obtained with the engine in

Fig.35 Connection diagram for signal verification RALENTI will be next:
of the CMP sensor.

Fig.38 Review of the CMP sensor signal at idle.

Fig.36 Connection terminals of the CMP sensor.
X axis (t) 20 ms.
Y axis (V) 2 V.
The signal that will be obtained with the switch in the Voltage (signal) 0.4–4.5 V.
ON's position will be as follows:

Table 25. Scale and signal obtained in the sensor test

CMP in idle.

Thus, the signal obtained with the engine at 2000 rpm

it will be the following:
 Fig.39 Review of the CMP sensor signal at 2000 rpm.
Fig.41 Review of the CMP sensor signal with
Axis x (t) 10 ms. accelerations and decelerations.
Axis y (V) 2 V.
Voltage (signal) 0.4–4.5 V. Axis x (t) 20 ms.
Axis y (V) 2 V.
Table 26. Scale and signal obtained in the sensor test Voltage (signal) 0.4–4.5 V.
CMP at 2000 rpm

Table 28. Scale and signal obtained in the sensor test

Thus, the signal that will be obtained with the engine at 4000 rpm CMP at 4000 rpm
it will be the following:

FUNCTIONAL TEST OF THE SENSOR OF

OXYGEN

One must be careful not to over-revolutionize the

motor. It is not necessary to accelerate over 4000
rpm.

To obtain this signal, the following is done

next:

a. Check that the sensor is connected

correctamente
b. Connect the test cable to channel A
of the oscilloscope
c. Connect the positive of the test cable
at the terminal of the sensor signal
d. Connect the negative of the cable of
Fig. 40 Review of the CMP sensor signal at 4000 rpm. test of a good dough
e. Start the engine until it reaches
Axis x (t) 5 ms. his temperature normal of
functioning.
Axis y (V) 2 V.
f. Keep the engine revved at 2500
Voltage (signal) 0.4–4.5 V. rpm, and then leave them for about 20 seconds
at idle
g. Accelerate the engine quickly 5 or 6
Table 27. Scale and signal obtained in the sensor test times with intervals of 2 seconds.
CMP at 4000 rpm h. Perform a freezing of the shape of
wave, using the HOLD key, and analyze
the behavior of the wave review the
We start the engine and make accelerations. maximum voltage, the minimum voltage, and the
and engine decelerations.
 behavior in a state of poverty
and richness of the blend.

Fig.4 Review of the O2 sensor signal at idle.

Fig.42 Connection diagram for signal verification Axis x (t) 2 s.

from the O2 sensor.
Y axis (V) 50 mV.

The signal that will be obtained with the switch in the Voltage (signal) 0.25 mV.
the position of ON will be the following:
Table 30. Scale and signal obtained in the sensor test
O2 at idle.

Thus the signal that will be obtained with the motor at 2000 rpm
it will be the next:

Fig.4 Review of the O2 sensor signal.

Axis x (t) 2 s.
Y-axis (V) 1 V.
Voltage (signal) 0 V. Fig. 4 Review of the O2 sensor signal at 2000 rpm.

Axis x (t) 0.5 ms.

Table 29. Scale and signal obtained in the sensor test
O2 in ON position. Axis y (V) 50 mV.
Voltage (signal) 200 mV.
Thus the signal that will be obtained with the motor in
RALENTI will be next: Table 31. Scale and signal obtained in the sensor test
O2 at 2000 rpm

Thus, the signal that will be obtained with the engine at 4000 rpm
it will be the following:
 - The CMP indicates to the ECU the position of the shaft.

of lifts to determine the sequence

adequate injection.
- The MAP sensor consists of generating a
signal proportional to the existing pressure in
the intake pipe with respect to the
atmospheric pressure, measuring the pressure
absolute existence in the collector of
admission.
- The sensor converts the amount of oxygen
of the gases that the car produces in
Fig.4 Review of the O2 sensor signal at 4000 rpm.
electrical signal, the ECU takes that signal and thus
Axis x (t) 0.5 ms. you realize if the gasoline-air mixture
Axis y (V) 50 mV. it is at an optimal point; if it is not, take
Voltage (signal) 130 mV. measures to do it.
- The TP sensor register the position of the
Table 32. Scale and signal obtained in the sensor test
butterfly sending the information towards the
O2 at 4000 rpm
control unit.
The results are presented in the table:

[SEE ANNEX 3]

CONCLUSIONES: BIBLIOGRAPHY:
- The injection system with electronic control
[1 ALONSO PEREZ, JOSE MANUEL. "Techniques
The Suzuki Baleno consists of multiple
of the car: injection systems of
sensors that detect the status of the engine and fuel in diesel engines
Thomson Publishers. Madrid. 2001.
the driving conditions.
CASTRO VICENTE, MIGUEL DE. 'Injection'
- A sensor is a device that can be gasoline: monopoint systems" Library
CEAC of the automobile; CEAC Editorial Group.
electric or mechanical depending on the Barcelona. 2002
function that will be performed. GIL HERMOGENES, Injection systems
of gasoline, Technical manuals of the car,
- It is important to have a clear understanding of the
CEAC Editions, Barcelona 2002, 284 pages.
operation of the different sensors, Technical manual of fuel injection / Jesús Rueda
Santander/ Guayaquil: Diseli Publishers, 2010/ 4th.
as well as the testing procedures. ed.
- Sensors are transducers, that is to say, the Automobile techniques: gasoline injection
and pollution control devices / José Manuel
they transform physical magnitudes (like
Alonso Pérez/ Madrid: Thomson/Paraninfo,
temperature, pressure, revolutions, etc.) in 2005/2nd ed.; 4th reprint.
electrical signals. Suzuki SY413/SY416 Service Manual
- The ECT sensor is responsible for measuring the
engine operating temperature and
the one in charge of turning on the fan.
- The IAT sensor is responsible for measuring the
air temperature entering the engine.
ANNEXES: system of injection
electronics (components).

Annex 1
 Configuration: Motor forward
transversal traction
forward

Appendix 2: practice vehicle

Brand: Chevrolet
Model: ESTEEM 4P
Version: STD
Año: 2004
Annex 3: results table

Sensor connection Obtained voltage Scale of Scale of Scale of Scale of

voltage and voltage and voltage and voltage and
time time time time
oscilloscope oscilloscope oscilloscope
ON pio 2500 RPM 4000 RPM
Idle

ECT
On: 1.8v V: 2 v V: 0.5 v V: 0.5 v V: 0.5 v
Idle: 1 v I T: 1 sg T: 1 sg T: 1 sg
2500 rpm : 0.8 v
4000rpm : 0.7 v
On
 ventilador: 0,6 v

IAT
On: 2.1v V: 2 v V: 2 v V: 2 v V: 2 v
Idle: 2.1 V You (singular, informal) You (singular, informal)
You: 2nd person singular You: 2nd person singular

2500 rpm : 2.1 v

4000rpm : 2.1 v

TPS
On: 0.5 v V: 0.5 v V: 0.5 v V: 0.5 v V: 0.5 v
Idle: 0.5 v T: 0.5 sg T: 1 sg I I: 1 sg
2500 rpm : 0.7 v
4000rpm : 1 v

MAP
On: 3 v V: 2 v V: 0.5 v V: 0.5 v V: 1 v
Idling: 1.3 v T: 1 sg I T: 2 sg I
2500 rpm : 1.2 v
4000rpm : 1.4 v

CKP
On: 0 v V: 1 v V: 1 v V: 1 v V: 1 v
Idle: 2.3 v T: 2 sg T: 10 msg T: 5 msg T: 5 msg
2500 rpm : 2.3 v
4000rpm : 2.3 v

CMP
On: 0 v V: 1 v V: 2 v 2 v V: 2 v
Idle: 4.6 V T: 2 sg T: 20 msg 10 msg T: 5 msg
2500 rpm : 4.6 v
4000rpm : 4.6 v

Sensor
of On : 0 v V: 1 v V: 1 v V: 1 v V: 1 v
oxygen Idle: 0.1 v T: 0.5 sg T: 0.5 sg T: 0.5 sg T: 0.5 sg
2500 rpm : 0.8 v
4000rpm : 1 v