// DIAGNOSIS OF HALL SENSORS
FOR CRANKSHAFT
AND CAMSHAFT
In recent years, Hall sensors have mostly replaced
inductive sensors when fitted to passenger car en-
gines because they deliver a square-wave signal
even at low engine speeds, which no longer need
to be processed in the control unit. In times of start-
stop systems, a faster engine start can be achieved.
Structure
A Hall sensor is a sensor with a power supply. When
used in petrol and diesel engines they measure the
engine speed and the crankshaft or camshaft posi-
tion. The sensor consists of a Hall element with an
integrated permanent magnet triggered by a steel
encoder wheel (Fig. 1) or a Hall element triggered
by permanent magnetic encoder wheel (Fig. 2). Picture 2: The crankshaft sensor of a Peugeot DV 4 engine
with magnetised encoder wheel. The encoder wheel must
not come into contact with a magnet. The arrow points to
the alignment hole. // Photo: Guenther
Picture 1: The camshaft sensor (1) on a Peugeot DW10 Picture 3: The circuit of a Hall sensor. // Source: Guenther
engine. 2) Encoder wheel 3) Toothed belt wheel 4) Hub.
Function
As the teeth of the encoder wheel passes the sensor, A Hall sensor therefore has three connections. Pow-
the magnetic field is distorted. The tension of the Hall er is supplied via 2 pins with 5 to 12 volts DC voltage.
element changes. The sensor then switches the signal The third signal pin ‘S’ is supplied by the control unit
voltage to ground, which is sent from the control unit with 5 to 12 volts which is sent to ground (earth).
to the sensor (Fig. 3). A square wave pulse voltage is
generated when the encoder teeth pass, which can
be measured against the signal ground (Fig. 4–6).
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// DIAGNOSIS OF HALL SENSORS
FOR CRANKSHAFT
AND CAMSHAFT
Possible errors: run, but many engines cannot be started again after
Most engines do not start after the failure of the switching off. On some (eg VAG Group engines) the
crankshaft or camshaft sensor. If the crankshaft control unit injects fuel at TDC of the 1st cylinder on
sensor fails while driving, the engine usually stops. a trial basis and waits for the reaction of the engine.
If the camshaft sensor fails, the engine continues to When the engine starts, it uses the crankshaft sen-
sor to determine the position of the other cylinders.
If the engine does not start, it tries again one revo-
lution later.
For many engines, if the crankshaft sensor fails, a
fault may not be stored in the fault memory because
Picture 4: The signal of the camshaft sensor of picture 1.
The signal voltage fluctuates between 0.3 V and 13.3 V. the control unit assumes that the engine is stopped.
// Source: Guenther If there is a suspicion of failure of the crankshaft
sensor, display the engine speed and the camshaft
speed in the data list via the tester/scan tool. Dur-
ing the starting process, the engine speed should
be displayed as starter (cranking) speed of 200 to
300 RPM and the speed indicated by the camshaft
sensor should be half the speed of the crankshaft.
If a speed of 0 RPM is displayed during the start
process, you can be sure that the corresponding
sensor has been damaged. Perform the following
measurements to isolate the fault:
Picture 5: Signal of a camshaft sensor with 5 V signal • Use a feeler gauge or depth gauge to check the
voltage. (VW 1.6 TDI) // Source: Guenther distance between the sensor and the sensor
wheel (guide value 1.0 mm -1.2 mm*). If the dis-
tance is too small, there is a risk that the teeth will
damage the sensor. With some Peugeot engines
(e.g. DW10), the distance between the sensor
and the encoder wheel can be adjusted.
• Check with a voltmeter in the DC range at the pins
of the sensor (Figure 2: + and -) the voltage supply
(guide value for ignition on: 5 to 12V*). If there is
no power supply, check the cables from the sen-
sor to the control unit for continuity, short-circuit to
ground and short-circuit to each other. If there is
Picture 6: The signal of the crankshaft sensor of picture 2 no supply voltage at the corresponding pins of the
with 12 V signal voltage. // Source Günther control unit despite intact cables, it is suspected
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// DIAGNOSIS OF HALL SENSORS
FOR CRANKSHAFT
AND CAMSHAFT
that the control unit must be checked/replaced or *Before making repair decisions, please famil-
repaired. iarise yourself with the target values and re-
• Disconnect the sensor from the vehicle loom, then quirements of the specific vehicle model.
connect the voltmeter to signal pin ‘S’ and signal
ground of the vehicle connector. A voltage of 5 As a result of the above, the control unit may record
to 12 V* should be applied. If the measurement a fault of ‘synchronisation crankshaft/camshaft’ as
result is 0 V (zero), check the signal line from the a result of the magnetism damage (see Figs. 7 and
sensor to the control unit for continuity, short-cir- 8). The same fault can be recorded if timing chains
cuit to ground and short-circuit to each other. If stretch due to high mileage or neglected mainte-
the signal line is OK and no voltage can be meas- nance (extended oil change intervals or incorrect
ured at the plug of the control unit, the control unit engine oil grade) or material quality problems.
must be checked/replaced or repaired.
The synchronisation of the crankshaft to the cam-
When the plug is connected, the signal voltage shaft is no longer accurate due to the worn timing
changes depending on the encoder wheel position. chain (often a rattle is heard). You can confirm the
In this example, it could be 0, 5 or 12 V. If you then problem with a two-channel oscilloscope to pick up
rotate the crankshaft, the voltage displayed by the the signal from the crankshaft sensor and the cam-
voltmeter will change. When testing a camshaft sen- shaft sensor (Fig. 9). When idling, the signals of the
sor with only one pin for cylinder 1, this will require two sensors may not be steady and constantly shift
2 crankshaft revolutions. If the signal voltage does against each other.
not change, the Hall sensor is defective. Note some
vehicle manufacturers require a ‘teach-in’ process
to be carried out for a new sensor - with the tester/
scan tool, or a learning cycle during vehicle use*.
Measurement of the signal voltage with an oscillo-
scope is a more meaningful diagnostic method as
you can not only judge the level of the voltage, but
also recognise damage to the encoder wheel from
the shape to the signal (Fig. 4–6). Encoder wheels
can be damaged when the gear unit is installed or
when the toothed belt is changed. The encoder
wheels with permanent magnetisation are particu-
larly sensitive (Fig. 2). If these encoder wheels come
into contact with a permanent magnet, e.g. when
‘fishing’ for a dropped screw with a magnetic tool
or a hand lamp with a permanent magnet, the alter- Picture 7: The good images of a magnetised encoder
wheel: The reference mark shown on the left. The
nating magnetisation of the encoder wheel can be magnetisation points between the reference mark is shown
permanently damaged. on the right. // Photo: Guenther
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// DIAGNOSIS OF HALL SENSORS
FOR CRANKSHAFT
AND CAMSHAFT
Picture 8: A correct reference mark is shown on the left,
compared to the right, which has damaged magnetisation
points. The encoder wheel must be replaced.
// Photo: Guenther
Picture 9: The signals of the camshaft sensor (blue) and the crankshaft sensor (red). The camshaft adjuster can also be
checked in 2-channel mode. // Source Günther
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