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Download DSG 423 Training Session - EDI Ford Industrial Engine
Transcript
By Kyle Lick About EDI ◦ Industrializing a Ford Engine ◦ ◦ Identification Specifications ◦ ◦ Water Pump Thermostat ◦ ◦ ◦ Differences in Setups Gasoline Fuel Pump, Fuel Block, Injector Wiring Gaseous Fuel DEPR and Lock Off Valve Wiring ◦ ◦ General Layout O2 Sensor Positioning and Wiring ◦ ◦ ◦ ◦ ◦ ◦ GCP Specs/Capabilities Controls Interface Sensors Fuse box Component Wiring; MAP, Throttle, CAM, CRANK, ECT/CHT Starting and Charging Circuits ◦ ◦ ◦ ◦ Purpose Installing the Software Using the Software Using the MIL Engine Basics Cooling System Fuel system; Gasoline, LPG, NG Exhaust System Engine Electronics Engine Display Interface Software (EDIS) Engine Distributors, Inc. has been a leading distributor of Ford, Deutz, Kubota, and Crusader engines and parts for over 30 years. As a family owned business since 1958, EDI is recognized as a leader in the industry. President Glenn Cummins Jr., with sons Glenn Cummins III and Jaime Cummins have taken all of the necessary steps to provide OEM’s and consumers with product support, sales and service. Our highly experienced personnel, coupled with our deep product line of inventory, insure our commitment to total customer satisfaction. Our corporate office is located in Blackwood, NJ and with our 3 branch locations along the East Coast and Worldwide distributor network; EDI is dedicated to distributing our product lines domestically and globally. EDI purchases base engines from Ford ◦ Ford has excess capacity within their plants ◦ Engines selected are based on availability and whether it was designed for dry fuels EDI fits the control and fuel system to the engine ◦ Engine is EPA and CARB certified Other items are added onto the engine ◦ Bell housing and flywheel ◦ Cooling packages Affixed to the valve cover of the engine ◦ Contains the model and serial number ◦ Use all numbers when seeking information or ordering replacement parts Figure 1: Engine identification decal. Also located on the engine manifold Figure 2: Emissions label *Useful life is the amount of time the engine and its emissions components should be able to comply with emissions Engine Type…………….. I-4, SOHC Bore and Stroke………… 3.11” x 3.01” Displacement…………… 1.5L (91.5 CID) Compression Ratio………11:1 Oil Capacity……………… 4.25 qts. Including filter Net Weight………………. 196.2 Lbs. Basic Dimensions.……... L23.8” x W23.4”x H26.8” Certified on Gasoline, LPG, and NG ◦ 650 – 3600rpm SAE 5 Housing and SAE 7.5” flywheel available Engine Type…………….. I-4, DOHC Bore and Stroke………… 3.5”x3.93” Displacement…………… 2.5L (152.5 CID) Compression Ratio…….. 9.7:1 Oil Capacity……………… 7 qts. Including filter Net Weight………………. 351 Lbs. w/acc. Basic Dimensions.……... L30.3” x W23.3”x H32.6” Certified on Gasoline, LPG, and NG SAE 4 Housing and SAE 10” flywheel available ◦ 650 – 3200rpm Engine Type…………….. V-6, DOHC Bore and Stroke………… 3.7”x3.4” Displacement…………… 3.7L (225.7 CID) Compression Ratio…….. 10.5:1 Oil Capacity……………… 6 qts. Including filter Net Weight………………. 355 Lbs. w/acc. Basic Dimensions.……... L25.4” x W29.5”x H29.4” Certified on Gasoline, LPG, and NG SAE 3 Housing and SAE 11.5” flywheel available ◦ 650 – 3200rpm Engine Type…………….. V-10, SOHC Bore and Stroke………… 3.55” x 4.17” Displacement…………… 6.8L (415 CID) Compression Ratio…….. 9:1 Oil Capacity……………… 6 qts. Including filter Net Weight………………. 640 Lbs. Basic Dimensions.……... L30.4” x W28.5”x H31.7” Certified on Gasoline, LPG and NG ◦ 650 – 3200rpm SAE 3 Housing and SAE 11.5” flywheel available Liquid cooled ◦ Engine mounted coolant pump ◦ External radiator Full flow system regulated behind thermostat ◦ Located behind water outlet connection ◦ Controls and maintains engine temperature Typically opens at 180ºF, fully open around 200ºF Figure 4: 2.3L Belt layout Driven off of the main FEAD belt Full flow depending on engine speed Regulated by thermostat Typically starts to open between 180190° F Fully Open between 200-210°F Engines will operate between 190210°F depending on load and ambient temperatures. Located at coolant inlet on 1.5L/2.5L (front intake side of engine) Located back of 1.6L at the coolant inlet Coolant outlet on top of intake manifold for 6.8L Sensors will be covered in the electronics section EDI offers a suction and pusher fan for every engine model TSG415 and MSG425 use separate belt drive for the fan. Tension is applied by tightening the bearing bracket up. CSG637 and WSG1068 run the fan off of the main FEAD. Tension is supplied by an auto tensioner ◦ CSG637 and WSG1068 runs off of the coolant pump Fan Pulley Main FEAD Belt Extended Crank Pulley TSG416 Uses Similar Type of Drive • Pre-mounted cooling system package, common across many EDI customers • 1 BAR radiator cap Two Types of Fuel Systems Utilized ◦ Liquid Fuel Unleaded Gasoline (87 or 89 octane) E10 ◦ Gaseous Fuel LP Vapor LPG (HD-5) Natural Gas (1050 btu/ft 3 ) CNG System consists of Fuel Fuel Fuel Fuel Fuel block filter pump Rail injectors Figure 6: Gas Fuel system Fuel block provides fuel temperature and pressure readings to ECU Fuel pump is PWM controlled based on the pressure reading from fuel block ◦ Fuel pressure is a preset value in the ECU TSG416: DSG423: MSG425: WSG1068: 54.6 74.7 58.0 58.0 psia psia psia psia Fuel Pump Typical Voltages ◦ Fuel Pump positive to direct ground ~12 volts DC Power is supplied through 15Amp fuse and fuel pump relay ◦ Fuel Pump positive to fuel pump negative ~6-7 volts DC depending on pressure Fuel Block Wiring / Voltages (four wires) ◦ ◦ ◦ ◦ Pressure – White/Lt Green – Typically 1.0 to 2.7 volts Temperature – Lt. Green/White – 0 to 5 volts 5 Volt Reference – Brown/White – 5 volts 5 Volt Return – Gray/Red Each injector has a red wire ◦ Supplies 12 volts from relayed power ◦ Always on when cranking and running Color wires are ground pulses from ECU ◦ This triggers the fuel injectors to spray Timing is preset in the ECU Low permable fuel lines ◦ Imperative customers use the EDI supplied fuel line and fittings Fuel tank must be made out of metal or a coextruded highdensity polyethylene fuel tanks with a continuous ethylene vinyl alcohol barrier layer Clamps on high pressure hose must be crimped with Oetiker pincers, model 1098i or model 1099i. A tethered or self-closing gas cap must be used. The fuel cap should incorporate a purge valve that stays seated up to a positive pressure of 24.5 kPa (3.5 psig) and a vacuum pressure of 0.7 kPa (0.1 psig). Most prevalent issue EDI is fighting on installs EPA defines that at 85°F ambient and fuel temperature of 127°F the unit will vapor lock Adding parameters to application review to record relevant data that may expose a vapor lock condition LPG System Natural Gas System CNG System LP Vapor System Liquefied Petroleum Gas (LPG Grade HD-5) ◦ Propane is vaporized and pressure reduced ◦ Pressure is regulated with an Electronic Pressure Regulator (EPR) ◦ Fuel goes to the mixer where it is mixed with air and then goes through the throttle and into the intake air manifold Consists of ◦ ◦ ◦ ◦ Dry Fuel Mixer Electronic Pressure Regulator Vapor Regulator Lock off Valve This is true for all current EDI Ford engines ◦ TSG416 and MSG425 utilize the same components for their LPG fuel system ◦ WSG1068s components are the same as the smaller displacement engines except larger in scale WSG1068 LPG Fuel System (shown) LPG from tank; lock off valve located here Air to Mixer Coolant to Vapor regulator LP Vapor to DEPR Vapor Regulator DEPR and Mixer Figure 10: V10 LPG System LPG tank pressure = 120 to 180psi Vapor regulator pressure = 11” W.C. Air and fuel mixer to engine Lock Off Mixer DEPR TSG416 Vapor Regulator 1050 btu/ft^3 is supplied to the engine at 11 inches of water columun ◦ Pressure is then regulated with an Electronic Pressure Regulator (EPR) ◦ Fuel goes to the mixer where it is mixed with air and then goes through the throttle and into the intake air manifold WSG1068 NG Fuel System (shown) Air to Mixer LPG from tank; lock off valve located here NG to DEPR DEPR and Mixer Natural Gas pressure to DEPR = 11” W.C. ◦ Same for whole product line regardless of engine size Air and fuel mixer to engine Mixer Lock off DEPR MSG425 Engine Fuels stored at higher pressures LP Vapor – Propane already in a vapor state; typically at 300psi ◦ Setup is similar to natural gas; low pressure lock off valve ◦ Pressure needs to be reduced to 11” W.C. before reaching the electronic pressure regulator CNG – Natural stored at ~3000psi. ◦ Similar to LPG setup; high pressure lock off valve ◦ Pressure needs to be reduced to ~100-300psi before entering supplied regulator on engine TSG416 WSG1068 Actuator in the EPR controls the fuel pressure to the mixer ◦ Actual “delta P” matches the GCP command Extremely accurate open loop type of fuel control After preset amount of time (50 seconds), engine goes to closed loop control ◦ Uses information from the pre and post cat oxygen sensors to allow further adjustment to meet emission regulations • Relayed and Vbat = ~12 volts • Measuring resistance across CAN+ and CAN- should result in 120 ohms WSG1068 TSG416 Device by which fuel can be added to passing air flow Amount of fuel is related to amount of air passing through the mixer This is controlled by the differential pressure across the diaphragm More air the engine demands the lower the pressure in the throat is which relates to the diaphragm Diaphragm overcomes the spring force holding it down to allow more fuel to mix with the air Figure 12: Diaphragm Mixer Operation 12 volt DC Solenoid driven valve located before the EPR or vapor regulator Only open when the engine is starting and running When user initiates engine shutdown, the valve closes ◦ Prevents fuel from getting to the intake system ◦ Engine will continue to run for about 3 seconds to use up the remaining fuel in the manifold ◦ Prevents an engine backfire from occurring during the next startup Referred to as Fuel Run-Out Low pressure valve used for NG/LP Vapor Higher pressure valve used for LPG/CNG Lock off should be placed as close as possible to vapor regulator (LPG) or DEPR (NG) This will reduce fuel run-out time Lock Off Here on LPG DEPR and Mixer LPG Vapor Regulator Lock Off Here on NG Red/Lt Green = 12 volts White/Black = Ground ◦ ◦ ◦ ◦ Fed from power relay Initial ignition cycle Cranking Running ◦ Controlled by ECU ◦ Cranking ◦ Running Vapor Regulator (Vaporizer) ◦ ◦ ◦ ◦ Used on LPG only Fuel from tank connects directly Combined with the EPR on the 2.3L Separate on all other engines (D)EPR (Electronic Pressure Regulator) Lock Off valve Mixer Governor ◦ Precisely controls the fuel into the engine ◦ Used for both LPG and NG ◦ 11” W.C. to EPR on NG ◦ Prevent fuel from building up in the intake which could cause a backfire ◦ Where the fuel from the EPR is mixed with air ◦ After the fuel and air is mixed the governor regulates the mixer into the air intake manifold Position of the vapor regulator to mixer/DEPR is very important ◦ Refer to emission install instructions for: Length of LPG hose between vapor regulator and mixer Height relative to mixer ◦ If these are not followed this could lead to premature failure of the vapor regulator Could cause oils to build up in vapor regulator and LPG lines ◦ Keep Distance of Lock off valve to vapor regulator or DEPR as short as possible 1.5L and 2.5L ◦ ◦ ◦ ◦ ◦ E100 Style Mixer D19 DEPR 3/4” NPT sized low pressure lock off Valve 40mm throttle body LPG Vapor Regulator LD DSR Throttle, Mixer and DEPR LPG Vapor Regulator LPG lock off with filter 3.7L ◦ ◦ ◦ ◦ ◦ E330 Style Mixer D19 DEPR 3/4” NPT sized low pressure lock off Valve 60mm throttle body LPG Vapor Regulator LD DSR Throttle, Mixer, DEPR, and low pressure lock off LPG Vapor Regulator LPG lock off with filter 6.2L and 6.8L ◦ ◦ ◦ ◦ ◦ E480 Style Mixer D28 DEPR 1-1/4” NPT sized low pressure lock off Valve 60mm throttle body LPG Vapor Regulator HD DSR Low Pressure Lock Off Throttle, Mixer, and DEPR LPG Vapor Regulator LPG lock off with filter Exhaust must be a closed system ◦ Emission install instructions list Distance of pre-cat sensor from exhaust manifold Distance of center of catalyst from exhaust manifold Length of solid pipe required after post-cat sensor to avoid false oxygen readings Avoid placing near critical items and fuel sources ◦ Ensure oxygen sensors are properly oriented to prevent water from burning out the sensors ◦ Use 409 stainless steel pipe or equivalent Must last useful life of engine 7 years or 5000 hours Post-cat sensor Pre-cat sensor Must be within 8 inches of exhaust manifold Figure 13: Exhaust layout Must be inclined at least be 10º above the horizontal Figure 14: O2 Sensor Positioning Gray/Red – 5 volt return Gray/Lt. Blue – Sensor signal to ECU 0 – 1.2 volts ◦ Post cat sensor = Gray/Yellow Red – 12 volts from relayed power Black/Lt Green – Heater ground GCP (Global Control Platform) ◦ 1.6L, 2.3L, 2.5L, 6.8L 4G ECU Platform ◦ 1.5L, 3.7L ◦ 1.0L and 6.2L when introduced ◦ Working 2.5L and 6.8L 4G integration as well GCP (Global Control Platform) ◦ 90 pin computer that connects to the below components on the engine Figure 15: GCP components 12 volt system only (6-18volts) IP 67 rated -40°F to 225°F normal operating temp. 1m drop onto concrete surface 15 mins. in four inches of water 8G vibration at ECM header pins 0.005 AMP draw when powered down Programmable four speed electronic governing, throttle-bywire or variable speed control governing. Programmable emergency warning/shut-down feature for high water temperature, low oil pressure, etc. Starter lockout Programmable over speed protection Automatic altitude compensation Sequential port fuel injection (gasoline) with pressure regulator to precisely control fuel delivery Certified closed loop dry fuel control Configurable outputs available based on ECT, RPM or MAP signals and customer requirements Diagnostic software allows viewing of historical and active faults with on-demand diagnostics to assist technicians and reduce equipment downtime. Protects the user and the engine from hazards such as: ◦ ◦ ◦ ◦ ◦ ◦ ◦ Over speed Over temperature Over voltage Low oil pressure Unauthorized tampering Over cranking the starter motor Dry fuel run-out Operating conditions being read ◦ ◦ ◦ ◦ ◦ ◦ ◦ ◦ ◦ Engine coolant temperature Exhaust oxygen content Manifold absolute pressure Battery voltage Throttle Position/Electronic actuator Fuel pump voltage Intake air temperature Camshaft position Crankshaft position Throttle Potentiometer Discrete Speed Tap Up / Tap Down J1939 ◦ 0 – 5 volts with an IVS ◦ 0 – 5 volt input ◦ 12 volt signals directly ramp the engine to a set speed ◦ 12 volt signals variably increases or decreases the speed ◦ Can use TSC1 Commands Systems controlled Spark Electronic throttle control Electric fuel pump or Dry Fuel Pressure Regulator Diagnostics – Malfunction indicator lamp (check engine lamp) ◦ Diagnostics – Data Link Connector (DLC) ◦ ◦ ◦ ◦ Outputs common J1939 Parameters ◦ ◦ ◦ ◦ ◦ ◦ ◦ ◦ Throttle position Engine Speed Engine Temperature Oil Pressure (9psi or 99psi with switch) Engine Hours Fuel Consumption Battery Voltage Faults codes via a SPN and FMI # Can also take throttle commands via TSC1 ◦ Address is configurable 3, 39, 17, 208 and 234 ECU monitors the output of the engine and makes changes so the desired output is achieved Certain conditions must be must ◦ Coolant temp of 100 deg[F] ◦ Run time of engine, 15 seconds after reaching temp above Once closed loop ◦ ECU actively monitors the EGO sensor to determine fueling accuracy ◦ If it is not accurate it will begin adding or subtracting fuel to achieve a stoichiometric fuel mixture Primary interface from the OEM customer wiring to the engine harness ◦ 5080030 – Pin kit with 42 pin connector ◦ F8JL14324AC – 42 pin connector with 6’ wire leads Pin 1 – Voltage Switch (VSW), primary ignition input to ECU. 12 volts when key is on, cranking, running. Remove 12 volts for shutdown Pin 3 – MIL diagnostic trigger. Ground to start flash code sequence when key is on, engine off Pin 5 – Fuel pump positive on gasoline Pin 6 – MIL control ground, other side of lamp is 12 volts with key on Pin 7 – Fuel select, used on dual fuel units, typically ground/open = gasoline, 12 volts = LPG Pin 14 – Potentiometer input, 0.2-4.8 volts Pin 15 – Crank input, on DSG423 and WSG1068 this must be a low restricted source of power. On TSG416 and MSG425, this input controls a relay. Pin 18 – Fuel Pump negative on gasoline Pin 23 – Gov 1 input, speed # 1 when discrete or increase speed when tap u/d control is used. 12 volt input Pin 24 – Gov 2 input, speed # 2 when discrete or decrease speed when tap u/d control is used. 12 volt input Pin 25 – IVS input with foot pedal Pin 28 – CAN + for J1939 input/output Pin 29 – CAN - for J1939 input/output Pin 31 – Vref, 5 volts, used with potentiometer Pin 33 – Analog return, used with potentiometer Extremely important to have sufficient grounding Chassis ground must be on unpainted surface Battery ground must be directly to engine block on unpainted surface Recommend at least 1 gauge wire size Electronic Distributor less Ignition System (EDIS) Individual ignition coils (DSG423/MSG425/WSG1068) ◦ ◦ ◦ ◦ Located directly above each spark plug Ignite the fuel in the cylinders Each coil has a red wire; 12 volts from relayed power Engine ECU provides ground to fire coil (color wires) Spark is only allowed when the CAM and crank sensor are detected together • • 2.5L, 3.7L and 6.8L use the same coil on plug system 1.5L uses two coil packs, each coil pack fires 1.5L uses two coil packs, each coil pack fires two cylinder separately. ◦ Not waste spark 10 Alternator • TPS1 and TPS 2 = 5 volts added together • Brown/White = 5 volt ref. Regulator is integrated into alternator Pin 1 is Excite Wire (Rd/tan) Pin 2 is stator (white) Pin 3 is voltage reference (Rd) Schematic shown refers to WSG1068 and MSG425 TSG415 has only the charge wire ◦ 12 volts from relayed power ◦ battery voltage WSG1068 Starter relay is a pass through ECU opens circuit after 8 seconds of continuous cranking to prevent over cranking Voltage to the solenoid is provided by the users panel side TSG415, MSG425 and CSG637 Starting circuit Starter Solenoid Engagement circuit is internal to the wiring harness ECU controls ground side of starter Relay. User controls positive side of starter relay. All new engines will utilize this circuit 1.5L and 2.5L utilize a ECT sensor ◦ Engine coolant temperature direct measurement ◦ Both located on back of engine near the coolant outlet 3.7L and 6.8L utilize a CHT sensor ◦ Cylinder head temperature measurement ◦ Coolant temp. displayed is based off of calculation from CHT measurement ◦ 6.8L located underneath the intake manifold towards the front of the engine Both sensor types are 0 – 5 volts Pull up type circuit ◦ When open the circuit defaults to 5 volts ◦ Sensor applies a resistive load between the sensor signal and its ground and brings down the voltage Gray/Red – 5 volt return Lt Green/Red (37) – Signal to ECU TSG415 MSG425 CSG637 WSG1068 Intake air temperature and manifold air pressure measurement sensor Intake air = ~ambient air temperatures MAP = 4psia to 14.7psia Both are 0 – 5 volt sensors. Same sensor used on all Ford NA engines ◦ The greater the delta from 14.7, the smaller the load ◦ The closer to 14.7psia, the larger the load Lt.Green/Black – MAP signal in Brown/White – 5 volt reference Gray – IAT signal in Gray/Red – 5 volt return IAT - Pull up type circuit MAP – Pull down type circuit ◦ When open the circuit defaults to 5 volts ◦ Sensor applies a resistive load between the sensor signal and its ground and brings down the voltage ◦ 3 wire circuit where the signal in and 5 volt circuit are separate. When unplugged the signal defaults to 0 volts ◦ A resistive load is placed between the 5 volt circuit and the sensor ground 2.5L – Hall effect with pullup ◦ Three wire sensors 5 volt reference CAM+: Signal CAM –: 5 volt return 3.7L/6.8L Magnetic Pickup ◦ Two wire sensor; crank+ and crank Typical resistance values 1.5L: 0.490 kΩ 3.7L: 1.25 kΩ 6.8L: 0.388 kΩ 3.7L has two CAMs per head EDI only uses the intake CAM sensors MSG425 CAM sensor resistance Measurements Component CAM Sensor: Measurement Unit Viewing PINS with sensor side down 5.2 OL 4.6 MΩ MΩ 1.5L/2.5L/3.7L/6.8L – Magnetic pickup ◦ Two wire sensor of crank+ and crank Typical resistance values 1.5L: 2.5L: 3.7L: 6.8L: 0.43 kΩ 0.452 kΩ 0.680 kΩ 1.3 Ω 2.3L/2.5L/6.8L – Read off of the front crank pulley 3.7L – Reads off crank tooth plate Monitors engine noise to prevent pre-ignition ◦ Two wire sensor – knk+ and knk Typical resistance values 1.5L: Ω 2.5L: 4.8 MΩ 3.7L: MΩ All engines utilize a normally open switch ◦ Open without pressure ◦ Closed with pressure ◦ Monitored by ECU and will cause a shutdown if open for 15 seconds when above 650 RPM Typically opens/closes at 7psig ◦ 0 volts on circuit when running ◦ 5 volts on circuit when low or off Electronically controlled hydraulic valves that direct high pressure engine oil into the camshaft phaser cavity ECU PWM signal to the solenoids to move a valve spool that regulates the flow of oil to the phaser cavity. The phaser cavity changes the valve timing by rotating the camshaft slightly from its initial orientation, which results in the camshaft timing being advanced or retarded. The ECU adjusts the camshaft timing depending on factors such as engine load and RPM Constant 12volts on hot side; at initial key on, cranking, and running Ground is PWM Controlled Will through DTC 11: Intake cam/distributor position error MSG425 ◦ Typically a result of the positive or PWM wire being disconnected CSG637 has twin solenoids on each head. EDI only uses the intake solenoids CSG637 Three methods to obtain fault codes 1. Flash codes out via MIL (malfunction indicator lamp) 2. Retrieve the fault using the GCP or 4G display software 3. Via SPN and FMI #s from CAN display If a fault is present the MIL will blink when the key is on and the engine is off otherwise it will be on solid until the engine is started If the engine is running and the light is on then there is an active code Ground Pin 3 of the 42 Pin Connector ◦ Put the key into the accessory position with the engine NOT running ◦ The default “all clear code” will be displayed three times If that is all that is displayed then there are no codes ◦ A code will be 3 to 4 digits long and will be repeated three times in a row then will go back to the “all clear code” and restart the cycle again ◦ All historic codes are stored on the GCP Can only be cleared via the GCP display software WSG1068 ◦ 1–2–3 TSG415/MSG425/CSG637/All future engines ◦ 1-6–5-4 GCP (Global Control Platform) and 4G Display ◦ Purpose Real time engine data with plotting capabilities Display / retrieve fault code information Reprogramming the GCP module Desktop logo and gauges page Serial connection to the PC ◦ Can use a USB to serial adapter if needed Connector below attaches to adapter located on the engine harness Figure 18: GCP connector Open the CD “GCP Display” ◦ Latest_GCP_Display PC_Display Double Click “GCP Display” file ◦ Follow install instructions ◦ Once installed copy password from gcp password text file Paste password into prompt box when opening the software Figure 19: Enter GCP password Menus located on top of the screen ◦ File Menu: Used primarily to perform disk and file management functions. ◦ Page Menu: Used to select the active page and configure which pages will be visible for use during a software session. ◦ Flash Menu: Commits updated calibration variables to flash memory ◦ Comm Port Menu: Selects the PC’s active serial communication port and displays communication statistics. ◦ Plot/Log Menu: Graphically plots or numerically logs static and dynamic variables and metrics that have been tagged for plotting or logging. Tag by right clicking a variable. ◦ Help: Provides general information about EDIS and defines shortcuts for use in the software Figure 20: Header while not connected to a GCP Figure 21: Header while connected to a GCP Save Calibration to Disk: Saves calibration variables, accessible from the display software, from the GCP’s flash memory to the PC. Load Calibration from Disk: Loads a partial calibration from a calibration file on the PC to the GCP’s flash memory. Only variables for which your password has write access will be updated. Clear Cal Tags: Removes all calibration tags from EDIS memory during software use. Reprogram Target: Reprograms the GCP processor with a binary MOT file (S-record) that contains both a full calibration and embedded software control algorithms. Bulk Reprogram: Used to program multiple GCPs for an OEM’s end-of-line production process. Print Panel: Sends a snapshot of the active EDIS page to a printer. Calibration File (.CAL) ◦ Static variables ◦ Not the entire calibration ◦ Use “Load Calibration from Disk” to upload MOT File (.mot) ◦ ◦ ◦ ◦ ◦ Full calibration Embedded software algorithms Necessary to completely configure the GCP Can not be viewed or executed on a PC Use “Reprogram Target” to upload Uploads a calibration from a partial calibration file stored on the connected PC to the GCP flash memory ◦ Only changes variables your password has write access to Figure 22: Successful calibration load prompt Reprograms the GCP’s microprocessor with a binary MOT file that contains the full calibration and embedded software control algorithms. Performed when software modifications have been released or a full calibration is needed to be loaded Locate the .mot file on your PC ◦ Click Ok Then follow these prompts ◦ Clicking Yes Figure 23: Prompts Figure 24: Successful MOT load If there is an error while uploading the MOT file, you will receive this prompt ◦ Try reloading again ◦ If it continues to fail contact EDI Figure 25: Unsuccessful MOT load prompt Allows the user to select the PC’s active serial port and provides information about communication statistics Automatic (Default): Permits the software to cycle through available RS-232 serial communication ports until a connection is established with a target. COM1, COM2, etc.: Specifies which communication port to connect through for a given software session. This setting is not retained once the software has been exited. Show Stats (Ctrl+S): Displays communication statistics between the PC and ECM once a connection has been established Statistics include serial baud rate, transmit and receive loads, and time information. Allows the user to graphically plot or numerically log variables that have been tagged for plotting/logging To plot or log variables, a tag must be assigned to each variable of interest ◦ Right click over the variable to tag it ◦ If a variable is tagged it will be highlighted green ◦ Maximum of 20 variables can be tagged for logging and plotting Clear Tags: Releases all plot/log variables. Plot Tags (Ctrl + P, or P): Graphically plot all tagged variables. Log Tags (Ctrl + L): Numerically log all variables that have been tagged for plotting/logging. New Mark: Takes a 5 second average of highlighted variables and saves into an excel file Mark: View marks taken during GCP display session, marks are deleted unless saved Recorder Settings: Change recorded settings (time, sampling rate, etc..) Load Recorder Settings:Loads and tags same variables for plotting/logging that are present in a plot file (.bplt). *Tagged variables shown in green Can plot up to 20 different tagged variables Can log up to 20 variables Can be viewed in Excel Set the file name and save location Can set to log for a set time or until stopped 1. 2. 3. 4. 5. Gauges RawVolts Service1 Service2 Faults GCP display pages Main Function: ◦ Initial screen shown at start-up. Presents visual indication of most viewed information. Secondary Functions: ◦ Displays ECI and customer configuration information including the GCP’s part numbers, displays the customer’s emissions calibration MOT filename, and displays governor calibration information ◦ Displays system states based on current operating conditions Gauges page EDI part # Calibration # Engine Part # Displacement Firing order EDI Ford Calibration Identification Key Model, Customer and Base Cal # Quick Reference Parameters # ### X # # X Module OEM (EDI REFERENCE) Engine Model Option 1 Option 2 Revision Module # Type of Module Manufacturer XX -- Fuel 1 EPM Econtrols 2 L series Woodward Fuel GAS LP NG 3 GCP Econtrols DF( Gas/LP) X -- # Control Type -- Speeds idle(optional), max Control Type FP - Foot Pedal HT - Hand Throttle TAPUD - Tap Up/Down DIS - Discrete Speed X# -- TSC1 - J1939 CAN Control Engine Model Engine Model D DSG 423 T TSG 416 E ESG 642 W WSG 1068 M MSG425 FIXED - Goes directly to set RPM (Genset) Notes: Example 3125M13B_NG_TAPUD_2100 Explanation Customer # 125 has an MSG425 on natural gas with tap up/down control up to 2100 RPM. Engines from December 2012 and beyond will follow the above labeling system. Engines prior to December 2012 and large volume OEMs that have standardized calibrations will follow the "Model, Customer, Base Cal #" system *Also located on GCP sticker MISC Main Function: ◦ Displays raw voltage feedback from GCP inputs and outputs. Aux_DIG1 volts – Fuel select; 12 volts, gnd, open Aux_DIG3 volts – Brake input if used TPS1_Raw volts – Throttle position sensor 1 voltage TPS2_Raw volts – Throttle position sensor 2 voltage FPP1(2)_raw – Foot pedal (1 & 2) input voltage Gov1_raw – Governor 1 input; 12 volts (engage), 0 volts (ground) or 2 volts (open) Gov2/DIG4_raw - Governor 2 input; 12 volts (engage), 0 volts (ground) or 2 volts (open) Oil pressure voltage – Reference voltage; 5 volts = open, 0 volts = ok MAP_raw – Sensor is 0 volts if open, 0-5 volts when operating ECT_raw – ECT/CHT Sensor is 5 volts if open, 0 -5 volts when operating IAT_raw - Sensor is 5 volts if open, 0 -5 volts when operating Aux_PWM3 – Gasoline fuel pump ground control Aux_PU1 – Gasoline fuel block temperature voltage Aux_PD2 – Gasoline fuel block pressure voltage Main Function: ◦ Displays information generally used during fault detection and provides fault code interaction. ◦ Historic and active faults are displayed here ◦ Provides some variables to aid in diagnosing faults ◦ Can clear the faults from this page as well Figure 32: Faults page Engine Speed – Reading from the crank sensor Manifold Pressure – Pressure reading from intake manifold; typically 4 to 14psia depending on load Barometric pressure – Reading from MAP sensor at key on; typically 14.7psia Coolant temperature – Direct reading from ECT sensor or estimation from CHT Cylinder head temp – Direct reading CHT if equipped Intake air temperature – Reading of the manifold intake temperature from TMAP sensor Spark Advance – Shows current timing of ECU, preset in ECU Fuel rail pressure – Pressure reading from gasoline fuel block Fuel temperature – Temperature reading from gasoline fuel block Gaseous pressure target – DEPR target output pressure to mixer Gaseous pressure actual – DEPR actual output pressure to mixer; should match target Current governor target – Engine speed ECU is trying to achieve Engine load; torque – Estimation of % load/torque based on MAP, Engine speed, etc. Vbattery – Battery voltage value into GCP; should equal battery voltage Vswitch – Ignition voltage from keyswitch; voltage at start/running, zero volts at shutdown Hour meter – current engine hours logged by ECU MIL-total on time – Amount of hours engine ran with MIL on Cumulative starts – Amount of start attempts made on engine EG01 – Pre-catalyst O2 sensor voltage; switches between 0-1.0 volts Closed loop 1 – shows fueling accuracy, 0 = stoichiometric; typically will switch between negative (rich) and positive (lean); +/-1%. Adaptive 1 – Where the fueling correction is added to the ECU permanent memory. If closed loop 1 goes more than +/- 1% for a certain amount of time. Compensates for manufacturing tolerances in the engine assembly. EGO2 – Post catalyst sensor voltage; typically ~1 volt OL, 0.8 volts CL TPS Command – Throttle position ECU is commanding TPS Position – Actual position of the throttle, should match the command TPS1 percent – throttle position sensor 1 % open TPS2 percent – throttle position sensor 2 % open TPS1 voltage – Voltage value of the throttle position 1 TPS2 voltage – Voltage value of the throttle position 2; TPS1 and TPS2 = 5 volts added together FPP Command - % of the foot pedal being registered by ECU FPP Position - % of the actual foot pedal position FPP1 Voltage – Voltage input of foot pedal, 0.2 to 4.8 volts FPP2 Voltage - Voltage input of foot pedal 2, 0.2 to 4.8 volts IVS Voltage – Voltage of the IVS switch from foot pedal Run Mode – Shows the current engine state; stopped, cranking, running Power Mode – Key Off, Standby, Active Fuel Type – Current fuel type the ECU is set too; Gasoline, Propane, Natural Gas Fuel supply – On or off Fuel Control Mode – Showing if the system is open loop, closed loop, or closed loop with adaptive learn Active governor mode – Isochronous or droop, typically all EDI engines are isochronous Oil pressure state – low, low-ignored, OK Oil Pressure config. – Ground = Ok, or visa versa Gov 1 Voltage – Governor 1 input; 12 volts (engage), 0 volts (ground) or 2 volts (open) Gov 2 Voltage - Governor 2 input; 12 volts (engage), 0 volts (ground) or 2 volts (open) Oil pressure voltage – Reference voltage; 5 volts = open (low or off), 0 volts = closed (ok) MAP Voltage – Sensor is 0 volts if open, 0-5 volts when operating ECT/CHT voltage – Sensor is 5 volts if open, 0 -5 volts when operating IAT voltage - Sensor is 5 volts if open, 0 -5 volts when operating Spark kill – On gasoline only coils can be disabled to locate a possible bad coil; #s listed is firing order Injector kill - On gasoline only fuel injectors can be disabled to locate a possible bad injector; #s listed is firing order DBW test – To test the throttle body by verifying if it goes to commanded position, KOEO, sends the throttle to 0% position. External power – KOEO; Auto (standard ECU control), Relay On (turns power relay on), All On (turns power relay and fuel pump relay on) De-rates/Warnings – Shows if a code is forcing a de-rate, idle, or other condition onto the engine. Snapshot / Flight data base definitions – Shows defaults settings as well as custom definitions that can be added Historic Faults – All of the faults that have occurred on the engine, can only be cleared via the GCP display software Active fault – Only shows faults that are currently active on the engine. Once issue is corrected this fault will disappear and only be listed as historic. Monitored Drivers ◦ Injector-on low-side voltage 0 volts all times ◦ Injector-off low-side voltage 12 volts when running 0 volts when unplugged or off ◦ Coil Driver Spark dwell [ms] Preset Values in ECU– based on system voltage Two sets of data are recorded ◦ Fault snapshot and Flight data recorder All the variables recorded for each can be seen on the bottom right of the faults page Double click red light next to fault code After double clicking this page comes up ◦ Can clear the fault or view the Snap Shot Data or the Flight Data Recorder Diesel/Contaminated fuel introduced into the gasoline system ◦ Clean lines/fuel rail, replace injectors, block filter and pump Low power on a natural gas Genset No start, no codes present High gasoline fuel pressure; code 1561 O2 sensor failure; code 134 or 154 Bricked GCP (Bootstrap Mode) ◦ Typically not enough fuel pressure to the engine ◦ Typically fuel related issue ◦ Bad fuel block or fuel was grounded directly (normally PWM controlled) ◦ Improper mounting from installation ◦ Liquid being introduced into the ◦ User lost power or unplugged the COMs cable while programing All Available on SharePoint ◦ ◦ ◦ ◦ ◦ ◦ Engine Wiring Schematics Panel Wiring Schematics Latest GCP Diagnostic Manual Service Manuals Parts Manuals Warranty Information
