ECU Master EMU User Manual
ECU Master EMU is a powerful, versatile engine control unit designed for motorsport applications. It offers a wide range of features and capabilities that make it ideal for tuning and controlling high-performance engines. With its advanced software, users can fine-tune every aspect of engine performance, from fuel injection and ignition timing to boost control and traction control.
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Page 1
ATTENTION !
•
The ECUMASTER EMU is designed for motorsport applications only and cannot be used on public roads!
•
Electronic throttle modules are only to be used for operating stationary engines (generators, testbenches). For safety reasons, do not use electronic throttle modules in vehicular applications!!!
•
The installation of this device should be performed only by trained specialists. Installation by untrained individuals may cause damage to both the device and the engine!
•
Incorrect tuning with the ECUMASTER EMU can cause serious engine damage!
•
Never modify the device’s settings while the vehicle is moving as it may cause an accident!
•
ECUMaster assumes no responsibility for damage caused by incorrect installation and/or tuning of the device!
•
To ensure proper use of ECUMASTER EMU and to prevent risk of damage to your vehicle, you must read these instructions and understand them thoroughly before attempting to install this unit.
Page 2
IMPORTANT !
•
The manual below refers to the firmware version 1.1 of the
ECUMASTER EMU
•
Modification of the tables and parameters should be performed only by people who understand the operation of the device and operation of modern fuel injection and ignition systems.
•
Never short-circuit the wires of the engine’s wiring loom or the outputs of the ECUMASTER EMU.
•
All modifications to the engine’s wiring loom must be performed with the negative terminal of the battery disconnected.
•
It is critical that all connections in the wiring loom are properly insulated.
•
All signals from the variable reluctant sensors and knock sensors should be connected using shielded cables.
•
The device must be disconnected before performing any welding on the vehicle!
Page 3
TABLE OF CONTENT
ECUMASTER EMU DEVICE.................................................................................................8
CONNECTOR PINOUT DETAILS......................................................................................11
SOFTWARE.........................................................................................................................12
Client for Windows...........................................................................................................12
Firmware..........................................................................................................................12
Software versions............................................................................................................12
Software installation.........................................................................................................12
Firmware upgrade............................................................................................................13
First connection................................................................................................................14
User interface...................................................................................................................15
Menu................................................................................................................................16
Tree view parameter list...................................................................................................18
Desktops..........................................................................................................................18
DESCRIPTION OF BASIC CONTROLS.............................................................................19
Wizard .............................................................................................................................19
Paramblock (parameters’ block)......................................................................................20
Table 2D ..........................................................................................................................21
Table 3D...........................................................................................................................23
X axis bins wizard............................................................................................................25
RPM bins wizard..............................................................................................................25
Visual log ........................................................................................................................26
Gauges............................................................................................................................26
Graph log.........................................................................................................................27
Scope...............................................................................................................................29
Status bar.........................................................................................................................30
CONNECTING THE EMU DEVICE.....................................................................................31
INPUTS AND OUTPUTS.....................................................................................................32
Ignition outputs ................................................................................................................32
Injectors / AUX outputs ...................................................................................................32
Stepper motor outputs ....................................................................................................32
Frequency inputs ............................................................................................................32
Analog inputs ..................................................................................................................33
User switches ..................................................................................................................33
SENSORS............................................................................................................................36
SENSORS CALIBRATION...................................................................................................39
Coolant temperature sensor (CLT) and intake air temperature (IAT) sensors................39
CLT, IAT input...................................................................................................................40
MAP sensor (manifold absolute pressure sensor)..........................................................41
TPS (Throttle position sensor).........................................................................................42
Oxygen sensor (lambda sensor).....................................................................................43
VSS and gearbox.............................................................................................................47
EGT sensors....................................................................................................................49
Failsafe............................................................................................................................50
FPRD failsafe...................................................................................................................50
Extra sensors ..................................................................................................................51
Analog Inputs...................................................................................................................51
MUX switch......................................................................................................................52
Page 4
FUELING PARAMETERS....................................................................................................53
General............................................................................................................................55
Speed density..................................................................................................................55
ALPHA-N.........................................................................................................................56
ALPHA-N with MAP multiplication...................................................................................57
Corrections.......................................................................................................................57
Injectors phase.................................................................................................................58
Injectors trim ...................................................................................................................59
Fuel cut............................................................................................................................59
EGO feedback.................................................................................................................60
EGT Correction................................................................................................................61
Injectors cal. ....................................................................................................................61
Barometric correction.......................................................................................................61
IAT correction...................................................................................................................61
DFPR correction..............................................................................................................62
EGT correction table........................................................................................................62
VE table 1 and 2..............................................................................................................62
AFR table 1 and 2............................................................................................................62
TPS vs MAP correction....................................................................................................62
CONFIGURATION OF IGNITION PARAMETERS..............................................................63
Primary trigger.................................................................................................................63
Trigger wheel configuration.............................................................................................66
Supported trigger wheels.................................................................................................67
Trigger edge selection.....................................................................................................69
Secondary trigger............................................................................................................72
Supported trigger wheels.................................................................................................73
CAM #2............................................................................................................................76
Ignition outputs.................................................................................................................77
Ignition event trims...........................................................................................................79
Soft rev limiter..................................................................................................................79
Coil dwell time.................................................................................................................80
Coil dwell correction.........................................................................................................80
Ignition vs CLT correction................................................................................................81
Ignition vs IAT correction..................................................................................................81
TPS vs MAP correction....................................................................................................81
Ignition angle table 1 i 2...................................................................................................81
CONFIGURATION OF ENGINE START PARAMETERS....................................................83
Parameters......................................................................................................................83
Cranking fuel 1 & 2..........................................................................................................84
Fuel TPS scale.................................................................................................................84
Prime pulse......................................................................................................................84
Time corrections..............................................................................................................84
ENRICHMENTS...................................................................................................................85
Afterstart enrichment.......................................................................................................85
Warmup table...................................................................................................................85
Acceleration enrichment..................................................................................................85
Acc. DTPS Rate...............................................................................................................86
Acc. TPS Factor...............................................................................................................86
Acc. RPM Factor..............................................................................................................86
Acc. CLT Factor...............................................................................................................86
Page 5
CONFIGURATION OF OUTPUTS PARAMETERS.............................................................87
Fuel pump........................................................................................................................87
Coolant fan.......................................................................................................................88
Tacho output....................................................................................................................89
Speedometer output........................................................................................................90
Main Relay.......................................................................................................................90
Param. output..................................................................................................................91
PWM #1...........................................................................................................................92
Honda CLT dash output...................................................................................................93
CLT Freq. output..............................................................................................................93
PWM#1 CLT scale ..........................................................................................................93
CONFIGURATION OF IDLE PARAMETERS......................................................................94
Idle parameters ...............................................................................................................94
PID control.......................................................................................................................98
Ignition control..................................................................................................................99
Idle target RPM................................................................................................................99
Idle ref. table....................................................................................................................99
Idle ign. correction.........................................................................................................100
Idle RPM ref...................................................................................................................100
Idle IGN cut ...................................................................................................................100
Idle IGN vs CLT .............................................................................................................100
Analog in corr.................................................................................................................100
DC error correction........................................................................................................100
CONFIGURATION OF KNOCK SENSORS PARAMETERS.............................................101
Sensor parameters........................................................................................................101
Sampling........................................................................................................................102
Engine noise..................................................................................................................102
Knock action..................................................................................................................103
FLEX FUEL SENSOR........................................................................................................104
Parameters....................................................................................................................104
Sensor calibration..........................................................................................................105
Tables blend...................................................................................................................105
VVT – Variable Valve Timing..............................................................................................106
Double Vanos.................................................................................................................107
VTEC.............................................................................................................................108
Boost control......................................................................................................................109
Parameters....................................................................................................................109
PID Parameters..............................................................................................................110
Gear scale......................................................................................................................110
EGT, VSS, IAT scale......................................................................................................110
DC Ref table...................................................................................................................111
Boost target table...........................................................................................................111
Boost error correction.....................................................................................................111
DBW ..................................................................................................................................112
Table...............................................................................................................................113
I Table.............................................................................................................................113
D Table...........................................................................................................................113
Stiction............................................................................................................................113
Characteristic.................................................................................................................113
TRACTION CONTROL......................................................................................................114
Page 6
Gear scale......................................................................................................................115
Adjust scale....................................................................................................................115
Adj. cal............................................................................................................................115
Torque reduction............................................................................................................115
OTHER...............................................................................................................................116
Tables switch..................................................................................................................116
Protection.......................................................................................................................117
Oil pressure cut..............................................................................................................117
Check engine.................................................................................................................118
EGT Alarm......................................................................................................................118
Engine protection...........................................................................................................119
Debug functions.............................................................................................................119
Dyno...............................................................................................................................120
DYNO TOOL......................................................................................................................121
EXT. PORT.........................................................................................................................122
APPENDIX 1 – the list of available log channels...............................................................124
Page 7
ECUMASTER EMU DEVICE
ECUMASTER EMU device is fully programmable, universal engine management unit for controlling spark-ignition engines using Speed Density or Alpha-N algorithms, using wide range of fuels (PB/E85/LPG/CNG). Due to utilizing modern technology and state of the art software, device can fully control fuel mixture using closed loop feedback based on wide band oxygen sensor, is capable of fully sequential injection and ignition, and can sense engine knock allowing optimal ignition advance and safe engine operation.
ECUMASTER EMU supports wide range of OEM sensors (IAT, CLT, MAP, KS, etc.). It has also lots of features used in motor-sports like gear dependent shift-light, flat shift, launch control, NO2 injection control, advanced boost control, and much more.
Page 8
1 Power supply
2 Current requirement
3 Operating temperature
4 Supported number of cylinders
5 Max supported RPM
6 Injection time
7 Ignition timing
8 Injectors outputs
9 Ignition outputs
10 AUX outputs
11 AUX / Stepper
12 Lambda sensors
13 Knock sensing
14 Crank / Cam signal (primary trigger)
15 CAM sensors
16 VSS
17 EGT
18 Analog inputs
19 Additional outputs
20 Other
21 Communication
22 Client software
SPECIFICATION
6-20V, immunity to transients according to ISO
7637
400mA
-40 do 100˚ C
1-6 – full sequential injection and ignition
1-12 - wasted spark
12000
0.1ms – 50ms, resolution 16us
60˚ BTDC – 20˚ ATDC,resolution 0,5˚
6 protected outputs, max. current 5A
6 outputs, max. current 7A, software selectable passive / active coils
6 protected outputs, max. current 5A
4 outputs,max. current 1A
- narrow band 4 wires sensor,
- wide-band sensor Bosch LSU 4.2
2channels, knock resonant frequency 1-20kHz
VR sensor (adaptive input), HALL / Optical, software configurable
2 inputs, VR or HALL / Optical software configurable
VR or HALL / Optical software configurable
2 channels, K-Type thermocouples
7 protected analog inputs for sensors TPS, IAT, CLT, etc.
Extension port: CANBus, Bluetooth, etc.
Built in 400 kPa MAP and Baro Sensor
USB port
Windows XP, VISTA, Windows 7
Page 9
1 Fuel calculation algorithm
2 Fuel Table
3 Injectors configuration
4 AFR Table
5 Ignition triggers
6 Ignition table
7 Ignition coils dwell
8 Ignition advance corrections
9 IAT, CLT sensors
10 Cranking fuel table
11 Enrichments
12 Knock sensing
13 Idle control
14 Parametric outputs
15 Boost control
16 Sport functions
17 Variable CAM control
18 Drive by wire
19 Others
20 Log functions
FUNCTIONS
Speed Density or Alpha-N
16x16, resolution 0,1% VE
Phase and injection angle, injectors dead time calibration(16x1), injector flow rate configuration
16x16, resolution 0.1 AFR, closed loop feedback
12 – 60 primary trigger tooth , 0-2 missing tooth, 1 tooth cam sync synchronization
16x16, resolution 0,5˚
Dwell time table (16x1), dwell correction table in function of RPM (16x1)
Correction in function of CLT and IAT (16x1), per cylinder correction
Calibration table (20x1), sensors wizard
Table 16x1
ASE, Warmup, Acceleration, Deceleration
Resonant frequency, knock window, knock actions like ignition retard, fuel mixture enrichment
PID based control over stepper motor or idle vale.
Ignition angle control. Idle Target table (16x1)
Fuel pump, radiator fans, tachometer, user defined
PID base, DC table 16x16, Boost target, Gear and speed dependent
Launch control, Nitrous injection, flat shift, gear dependent shiftlight, etc.
VTEC, iVTECm VVTi, VVL, VANOS, DOUBLE VANOS
3D PID model
Check Engine light, fail save values for sensors, password protection
Logging over 100 parameters, real time view
Page 10
CONNECTOR PINOUT DETAILS
BLACK
1 EGT In #1
2 Knock Sensor In #1
3 Analog In #2
4 CLT In
5 WBO Vs
6 Camsync In #2
7 Primary trigger In
8 Ignition coil #5
9 EGT In #2
10 Knock Sensor In #2
11 Analog In #3
12 TPS In
13 WBO Ip
14 VSS In
15 Camsync #1
16 Ignition coil #4
17 ECU Ground
18 Sensor Ground
19 Analog In #4
20 Analog In #1
21 IAT In
22 WBO Vs/Ip
23 +5V supply
24 Power Ground
Device View
GRAY
1 Ignition coil #6
2 Stepper motor #1 winding A
3 Stepper motor #2 winding A
4 AUX 6
5 AUX 3
6 Injector #4
7 Injector #1
8 Ignition coil #1
9 Ignition coil #3
10 Stepper motor #1 winding B
11 Stepper motor #2 winding B
12 AUX 5
13 AUX 2
14 Injector #5
15 Injector #2
16 Ignition coil #2
17 Power Ground
18 Power +12V
19 WBO Heater
20 AUX 4 / Tacho
21 AUX 1
22 Injector #6
23 Injector #3
24 Power Ground
Page 11
SOFTWARE
Client for Windows
Communication with ECUMASTER EMU device is performed using USB AA cable, and Microsoft
Windows based Client software . Client allows to modify all settings (parameters, tables) stored in internal device flash memory as well as gathering real time data from engine sensors. Software is available on CD included in the package. For the latest software please visit www.ecumaster.com web page.
Firmware
Firmware is internal EMU software that controls all aspects of device behavior. Due to the fact that device firmware can be upgraded, in future there will be new device functions available. It is required to use latest Client software with new firmware. The Client software is compatible backwards, what means that all previous firmware will work correctly. However the old Client will not work with new firmware (appropriate message will be shown). Firmware is always included with Client software package and can be downloaded from www.ecumaster.com
.
Software versions
Main software version is the first digit. The subversion is defined by 2 digits after the dot mark. The third digit means that there are only changes in windows client software and there is no firmware update. For example 1.01 means 1st main version with first software and firmware modification,
1.013 means first firmware update and fourth modification of Windows Client.
Software installation
Windows installation Client version is included on ECUMASTER CD or can be downloaded from www.ecumaster.com
. To install insert CD into drive and choose appropriate button or run
EmuSetup_xxx.exe
. The software is compatible with the Windows XP, Vista and Windows 7 and
Windows 8. It might be also required to install USB drivers that are included on ECUMASTER CD.
If you have any problems with software installation, please contact our technical support at [email protected]
.
Page 12
Firmware upgrade
To upgrade firmware please choose option Upgrade firmware from File menu. After selecting proper firmware version press Open button. The upgrade should begin immediately. Do not turn of the device during firmware upgrade! When upgrade is finish turn off the device. The process is finished. All parameters and tables are automatically imported.
If the upgrade process fails, turn off device, turn it back on, and repeat the procedure.
ATTENTION !
In case of firmware upgrade failure the project should be saved on a disc before updating!
ATTENTION !
Firmware upgrade should not be performed if there are problems with the communication between the device and PC computer and if car or laptop batteries are not fully charged!
ATTENTION !
Before you perform firmware upgrade, please disconnect injectors and ignition coils !
Page 13
First connection
During first connection to the EMU device, there will appear a window with the device name.
By default there will be device unique serial number which can be changed for any name. Based on this name there will be sub-directory created in directory My documents / EMU . In this subdirectory, the configuration for the given EMU, projects and logs will be saved.
File extensions:
File description
Project file
Data log file
Scope file
Layout files
Per device layout
File extension
*.emu
*.emulog
*.emuscope
*.emulayout
desktops.xml
For each device q uicksave subdirectory is created where working copies of calibration is stored when the user press F2 button ( Makes maps permanent ).
Page 14
User interface
The picture below shows Windows client after first launch.
User interface is divided into 5 areas :
1.
Menu
2.
Tree view with device parameters (you can hide / show it with key F9)
3.
Desktop
4.
Event log (you can hide / show this area by keys combination SHIFT + F9)
5.
Status bar
Page 15
Menu
A menu bar consists of the following functions:
Open project...
Save project as...
Show full screen
Upgrade firmware
Restore to default
Make permanent
Exit
FILE MENU
Open previously saved project (*.emu)
Save current project (*.emu)
Toggle full screen mode
Upgrade internal firmware of EMU device
Restore all EMU device parameters to default
Store all parameters inside EMU device data flash
Terminate EMU client software
Undo
Redo
Show undo list...
Toggle panel
Toggle log
EDIT MENU
Undo last operation
Redo the last operation
Show the window with the last operations list
Show / hide the left option panel
Show / hide application log panel
Restore desktops
MENU DESKTOPS
Restore saved desktops from disk
Store desktops Store current desktops to disk
Open desktops template Open and load previously stored desktops layout
Save desktops template Store to disc desktops layout
Switch to desktop 1-7 Switch between desktops
Next desktop Switch to the next desktop
Previous desktop Switch to the previous desktop
Switch option / windows Switch between option panel and workspace windows
MENU TOOLS
Show assigned outputs Show window with all EMU outputs and assigned functions
Customize keys Show window with keys customization
Next
Previous
Close all windows
MENU WINDOWS
Select next window in the workspace
Select previous window in the workspace
Close all windows on current desktop
Page 16
Contributors
Help
About
MENU HELP
Show contributors list window
Show help window
Information about software version. When the EMU device is connected the information about device serial number and device region is also displayed
In the menu Tools, you can find the very useful tool “Output assignment” which shows the assignment of all EMU outputs to the corresponding functions and pins.
Unused outputs are marked yellow and used are marked green. In the case multiple functions use the one output the color is red.
Other useful tool is the “Customize keys” that allows user to change default keys assignment. To assign new keys combination, select function, press Assign button and then press the keys.
Page 17
Tree view parameter list
On the left there is a list of all available EMU functions grouped in functional blocks. Depending on firmware version there could be different set of functions. By expanding functional group user can access parameters and tables.
Category Sensors setup contains all options required for calibrating engine sensors as well as fail safe values.
Engine start category groups all function and tables used during engine cranking. Enrichments group is responsible for all mixture enrichments, and categories Fueling and Ignition respectively for fuel dose and ignition angle. Category Knock Sensor contains functions required for knock sensor configuration, category Idle is responsible for controlling engine's idle speed. To configure AUX outputs (eg. Fuel pump, coolant fan, PWM outputs) category Outputs needs to be used. Category Boost controls boost pressure, Sport contains functions used in motorsport,
Nitrous is responsible for nitrous oxide systems. For logging data and visual representation of EMU parameters categories Log i Gauges should be used.
Desktops
There are ten (10) desktops in the Windows Client. On each desktop user can place tables, parameters blocks, gauges, etc. Desktop layouts are assigned to the specific EMU device and are stored on disk when the windows client is closed. To make navigation between Desktops easier keyboard shortcuts could be used (CTRL+1 – CTRL+7). There is also possibility to store/load the current layout into file using Save / Open desktop template .
To change deskotop name press the right mouse button on the desktop tabs and choose Rename active desktop from popup menu.
Page 18
DESCRIPTION OF BASIC CONTROLS
The Client of EMU device consists of several basic controls, that facilitate the proper configuration of the device. We can divide it into particular types:
ICON
ICONS DESCRIPTION
DESCRIPTION
Wizard (creator)
Paramblock (parameter's block)
Table 2D
Table 3D
Visual log (parameters’ log)
Graph log (graphical log)
Gauge
Road dyno
Scope
Wizard
This tool allows you a quick selection of the saved, pre-specified, configuration of the given sensor.
An example of a wizard for an intake air temperature sensor is as follows:
The first cell in the right column is always in the form of a drop-down list. It allows to select the right characteristics from the sensors or other devices defined by the manufacturer, such as: thermistors, NTC, injectors, or – by the option " User defined " – open a blank column to fill in the values for other sensors not defined in the program. Options for specific wizards will be discussed in appropriate sections of the manual.
Page 19
Paramblock (parameters’ block)
It is a table, in which there are included particular options connected with the configuration of EMU functions. Because of this, it is possible to set all parameters required for the configuration of the given function.
Paramblock always has two columns, while the number of lines may vary from the example indicated above, depending on the configured device function. In cells of the left column there are descriptions of particular options, while in the right column there are its values. After clicking on the cell in the right column we get a chance to modify its content – this can either be a selection from the list, "on-off" option or simply a place to enter the value.
On the toolbar of this window there are 3 icons described below:
ICON
ICONS DESCRIPTION
DESCRIPTION
Open the file with the configuration of the given parameters’ block
Save the file with the configuration of the given parameters’ block
Restore default values of the given parameters’ block
Help window
Saving particular parameters’ blocks is useful during the exchange of configuration with other users or to create the base of settings (e.g., configuration of various ignition systems).
Page 20
Table 2D
2D tables are used for representing 2 dimensional non-linear functions in an easy to use graphical form. The values corresponding to the graph are located in the table below it. Any of the cell values may be modified. The values from the upper row correspond to the vertical axis on the graph, and values in the lower row correspond to the horizontal axis (bins). In order to change a cell value, highlight the cell to be modified and then enter the desired value. You can also change the value of cells using the + and - keys. To make a smaller alteration press the ALT key, and to make a larger alteration press SHIFT.
To interpolate between table cells, use the context menu (right click on the table area).
In the case of 2D tables only Horizontal interpolation is available. Arithmetic operators may be used on the selected cells by entering value followed by an arithmetic operator. For example to add a value of 5 to the selected cells, you should enter 5+ . To scale down all the selected cells by 50%, you should enter 0.5* .
To save or load a 2D table, use the appropriate disk icon on the toolbar. To load a table from an existing project, change the file extension mask to *.emu in the open dialogue window.
ICON
ICONS DESCRIPTION
DESCRIPTION
Open current 2D table from disc
Save current 2D table to disc
Help window
Page 21
SHORT-CUT
=
SHIFT =
ALT =
-
SHIFT -
ALT -
CTRL + C
CTRL + V
CTRL + H
CTRL + ARROWS
CTRL + Z
CTRL + Y
CTRL + A
DEFAULT KEYBOARD SHORT-CUTS
DESCRIPTION
Increase cell value
Coarse increase cell value
Fine increase cell value
Decrease cell value
Coarse decrease cell value
Fine decrease cell value
Copy selected cells
Paste copied cells
Interpolation between selected cells
Copy cell value to the cell indicated by arrow key
Undo last operation
Redo last operation
Select all table cells
Page 22
Table 3D
Tables 3D are used for representing three dimensional non-linear functions in an easy to use graphical form. Each 3D table is comprised of numerical values that define a variable (such as ignition timing) as it corresponds to values on two axes (such as load and RPM).
There is a wizard available for axis setup (right click on axis description).
WARNING !
Some of the axis definitions are common for several tables (eg. load, RPM).
When axis definitions are modified in one table, the axis definition will change for other tables as well.
To interpolate between table cells use the context menu (right click on the table area).
There are 3 interpolations available: horizontal, vertical and diagonal. Arithmetic operators may be used on the selected cells by entering value followed by an arithmetic operator.
For example to add a value of 5 to the selected cells, you should enter 5+ . To scale down all the selected cells by 50%, you should enter 0.5* .
To save or load a 3D table, use the appropriate disk icon on the toolbar. To load a table from an existing project, change the file extension mask to *.emu in the open dialogue window.
ICON
ICONS DESCRIPTION
DESCRIPTION
Save current 3D table to disc
Open current 3D table from disc
Change view to table view
Change view to 3D graph view
Change view to both table and 3D graph horizontally divided
Page 23
Track with the cursor current table position
This options automatically increases cell values above the current
RPM (cells are marked with white checker) if their value is lower than the value of the modified cell. This option is useful for creating the VE table
Change view to both table and 3D graph vertically divided
Tables configuration
Context help window
PARAMETER
Color scheme
Load on Y axis
DESCRIPTION OF 3D TABLES CONFIGURATION1
DESCRIPTION
Color scheme of 3D table and graph
This option defines the load axis direction in VE, AFR and IGN tables
Display square tables Make rectangle tables more square by increasing cells height
SHORT-CUT
=
SHIFT =
ALT =
-
SHIFT -
ALT -
CTRL + C
CTRL + V
CTRL + H
CTRL + ARROWS
CTRL + Z
CTRL + Y
SHIFT + ARROWS
CTRL + A
F
D
DESCRIPTION
DESCRIPTION
Increase cell value
Coarse increase cell value
Fine increase cell value
Decrease cell value
Coarse decrease cell value
Fine decrease cell value
Copy selected cells
Paste copied cells
Interpolation between selected cells
Copy cell value to the cell indicated by arrow key
Undo last operation
Redo last operation
Select area
Select all table cells
Toggle cursor tracking
Toggle auto-modification of cells above RPM
Page 24
X axis bins wizard
This wizard is used for automatic generation of set points for the load axis (X).
PARAMETER
Load min value
Load max value
Interpolation type
DESCRIPTION
Minimal value for axis X
Maximal value for axis X
The way of dividing set points on axis X between the minimal and maximal value. We have 3 options to choose from:
Linear interpolation – linear interpolation between values
Exponential interpolation 1 – exponential interpolation, version 1
Exponential interpolation 2 – exponential interpolation, version 2
RPM bins wizard
Wizard of RPM values for scale Y acts identically as wizard for axis X.
Page 25
Visual log
Using the parameters’ log we can real-time track the selected parameters of the engine’s work. Parameters are grouped according to the function, what facilitates tracking of the device’s functions (e.g. Idle control )
Gauges
It is an informative tool, used to control particular parameters’ values in the real time. Apart from the analogue display with a needle on the scale at the 270 degree angle, the indicator also shows the precise value in the digital form. Examples are presented in the picture below:
Pressing right mouse button on the gauge area display a menu to allow fast resize the gauge to one of the three predefined sizes.
Page 26
Graph log
Graph log is a tool to analyse any aspects of engine work and ECUMASTER EMU device state.
Data is shown as a graph in function of time. The detailed information about channel log value can be obtained by indicating interesting point on the graph. This tool is a key to create engine calibration as well as for troubleshooting. It allows to display 8 channels at once, however all available channels are gathered in the background. The list of the all channels could be found at the end of this manual.
On the toolbar of this window there are seven icons described below.
ICON
/
TOOLBAR ICONS DESCRIPTION
DESCRIPTION
Open log file from disk... (*.emulog)
Save log data to file... (*.emulog)
Export of visible log channels to csv file ( Excel, Open Office Calc ) to make custom data analyzys
Zoom in the graph log area
Zoom out the graph log area
Clear the log
Pause / resume graph log refresh
The list of visible log channels
The list of predefined log channels groups
Display help window
Information about current log time indicated by cursor (C) or information about selection start (S) and selection length (L) in seconds
Page 27
SHORT CUT
SPACE
DESCRIPTION OF DEFAULT KEYBOARD SHORT CUTS
DESCRIPTION
Pause / resume graph log refresh
ARROWS LEFT/RIGHT Fine movement (left / right) of the graph log
SHIFT + ARROWS
Fast movement (left / right) of the graph log
LEFT/RIGHT
Q
A
PAGE UP / PAGE DOWN Very fast movement (left / right) of the graph log
HOME Go to the beginning of the log
END Go to the end of the log
Zoom in the graph log area
Zoom out the graph log area
Page 28
Scope
ECUMASTER EMU has built in scope tool that allows measurement of signals present at primary trigger, CAM#1 and CAM#2 inputs. By using this tool it is possible to determine the trigger pattern for crankshaft and camshafts trigger wheels, to check if the polarity of the signal is correct and to save the trace for further analysis or for our technical support for troubleshooting.
For correct reading the signal, primary trigger input is required. To activate scope functionality, the option ‘enable scope’ need to be checked in Primary trigger configuration window. The scope tool is available in log/Scope options.
To take scope trace, during engine operation (cranking or running) the blue arrow should be pressed (or CTRL+SPACE short-cut). Additional data is shown for selected region for analysis purpose.
t ts te dt
RPM
NE
SELECETD AREA DATA DESCRIPTION
Current scope trace time
The time of selection start
The time of selection end
Selection length ( te - ts )
Theoretical engine RPM for selected area
Number of trigger edges for selected area
ICON
SHORT-CUT
Q
A
CTRL + SPACE
ICONS DESCRIPTION
DESCRIPTION
Open scope trace file from disk... (*.emuscp)
Save scope trace to disk... (*.emuscp)
Zoom in the scope trace
Zoom out the the scope trace
Download scope trace from device
Context help window
DEFAULT KEYBOARD SHORT-CUTS
DESCRIPTION
Zoom in the scope trace
Zoom out the the scope trace
Download scope trace from device
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Status bar
Status bar shows the most important parameters of EMU device to allow easy trace of them.
Connection status
Ignition status
STATE
TBL SET
CAN BUS
CEL
FW VER
LC
FC
SC
ALS
KS
RAL
IDL
PO1-PO4
DESCRIPTION OF STATUS BAR
DISCONNECTED - there is no communication with EMU device
CONNECTED - communication with EMU device established
Information about synchronization of ignition system
NO SYNC – no synchronization
SYNCHRONISING – trying to synchronize
SYNCHRONISED – ignition system synchronized
Current state of the EMU device
INACTIVE - there are no calculations connected to fuelling and ignition system
CRANKING - in this state fuel dose is taken directly from Cranking fuel table, and ignition angle is defined by Cranking ignition angle parameter
AFTERSTART - the engine is running, Afterstart enrichment is present
RUNNING - the engine is running normally
Information about current tables set
Current state of CAN BUS module
BUS OK - CAN BUS module works correctly
MODULE DISCONNECTED - CAN BUS module is not connected to extension port
BUS ERROR - CAN BUS error (inappropriate speed, wrong connection, termination problems)
Information about "check engine light"
Firmware version of connected EMU device
Launch control strategy active
Fuel cut
Spark cut
ALS strategy active
Knocking occurs
Rolling antilag strategy active
Idle control strategy active
Parametric outputs state
Page 30
CONNECTING THE EMU DEVICE
When connecting the EMU device, special ATTENTION should be paid to the connection of device’s grounds and their wiring in the car’s installation. Wrong connections can create loops, so called Ground loops. Bad ground connections can cause many problems, such as noisy readings from analogue sensors or problems with trigger errors. EMU device has several kinds of grounds.
Device’s grounds (pin B17) is a ground used to power the device, analogue ground (pin B18) is the ground point for analogue sensors, and power grounds (B24, G17 i G24) are used to supply power outputs and ignition outputs. The perfect situation is when the device’s ground and power ground are connected to one ground point on the block / engine’s head and are lead through separate wires. Power grounds in case of using active coils should be connected using wires with the 1,5 –
2mm diameter. +12V power supply should be connected through the 3A fuse.
Below there is example of grounds’ connections to the device.
EMU
+12V
3A
G18
B18
B17
G17
G24
B24
Sensors ground
Device ground
EMU device power scheme
Power grounds
Ground point on the engine block
IMPORTANT !
Always use the fuses on the power lines!
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INPUTS AND OUTPUTS
Ignition outputs
Ignition outputs can be used to control passive coils as well as active coils (with ignition module).
The coil type is defined by the parameter Ignition outputs / Coil type. In the case of using passive coils the EMU enclosure acts like a heat sink. The passive coils also require high current and proper wire size must be used (>1mm 2 ).
Injectors / AUX outputs
Injectors and AUX outputs are Low side type (switch to ground). Fuel injectors can be controlled only by injector outputs. Other functions can use both Injectors and AUX outputs. All of the outputs are rated for 5A and have over temperature protection. It is allowable to connect up to 4 high impedance ( Z ) injectors to one output. In the case of controlling solenoids with PWM signal (like
VVTi or Idle solenoid) it is required to use a flyback diode.
WARNING !
Disconnecting the grounds during device operation may lead to device damage!
Stepper motor outputs
Stepper motor outputs are used to control unipolar and bipolar stepper motors (for idle control). It could be also used as generic output to control relays / solenoids with a current draw less than 1A.
Stepper motor outputs are 2 state output (ground / +12v) and have built-in flyback diodes. Due to this fact it is very important to assure that devices (relays, solenoids, etc.) connected via stepper motor outputs will not be powered if the ignition is off. Otherwise the EMU device will be powered via the embedded flyback circuit.
Frequency inputs
Trigger inputs and VSS input are considered as a frequency inputs. All of them can work with VR as well as Hall sensors. Primary trigger input in the case of VR sensors acts like an adaptive one which significantly increases the immunity to noise. For all frequency inputs, it is possible to activate a built in 2Kohm pull-up resistors to +5V.
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Analog inputs
EMU device has two kinds of analog inputs. The first type is fixed for given sensors like IAT, CLT and TPS. The second type is universal one. It could be used to connect any sensor in the voltage range from 0-5v or as switch inputs for activating different strategies like ALS, Launch control, etc.
The CLT and IAT inputs have built in 2.2Kohm pull-ups to +5V.
User switches
To activate some functions like Launch control, table switch, Flat Shift or other, it is required to connect a switch. There are several options to do it.
ANALOG #1 - ANALOG #4 INVERTED
In the case of Analog input #x inverted option, the activation is performed if the voltage on analog input is lower than 1V
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ANALOG #1 - ANALOG #4
In the case of Analog input #x option, the activation is performed if the voltage on analog input is greater than 4V
MUX SWITCH 1-3
The MUX Switch function allows to connect up to 3 switches to one analog input. More information can be found in Sensors setup / MUX Switch section
Page 34
SWITCH ON CAM#2 INPUT
There is an option to connect switch to CAM#2 input . To use this option internal pullup of CAM#2 input must be activated in Ignition / CAM #2 options
Page 35
SENSORS
In case of sensors used in cars’ electric installations, we are dealing with several types:
– resistance sensors,
– voltage sensors,
– magneto-inductive sensors,
– optical sensors / Hall’s,
Resistance sensors are used to measure temperatures (e.g. temperature of cooling liquid) or the position of a throttle (TPS sensors). Voltage sensors are characterised by the fact that the value they measure is expressed in voltage. Such sensors include the sensor of absolute pressure in the intake manifold or the knock sensor.
The key sensors, from the point of view of engine’s management work, are sensors of crankshaft’s positions and/or of camshaft, thanks to which it is possible to read the speed of the engine and to control the ignition angle and injection.
The most popular sensor of this type is the variable reluctant (VR) sensor. It works on the principle of inducing the electromotive force in the winding of sensor’s coil wound on a permanent magnet, under the influence of ferromagnetic movement of the impulse wheel. The induced voltage is proportional to the sensor’s distance from the impulse wheel and its rotational speed.
Scope trace of VR sensor output using trigger wheel 60-2
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What is characteristic for this sensor is the fact that it has polarity, which is crucial when connecting it to EMU. Inversely connecting it will prevent the synchronization of ignition. Signal from such sensor, especially with low speeds, where its amplitude reaches several hundred millivolts, is very sensitive to interference. For this reason it must always be connected with a shielded cable. It should also be emphasized that the screen connected to the mass can be only on one side of the cable.
A different kind of sensor of engine speed is a sensor using the so-called Hall’s phenomenon. In contrast to the variable reluctant sensor, it requires powering. In most such cases, sensors have “open collector” outputs and require using the pullup resistor (in case of EMU computer, pullup 2K2 resistor is activated with the proper output configuration).
Czujnik Halla
Scope trace of Hall sensor output using trigger wheel 60-2
Hall’s sensors require powering (5-12V), but they are much more resistant to interference than magneto-inductive sensors. In practice, we also use shielded cables to minimise chances of interference of the signal from the sensor.
In case of signals waveform from Hall sensors, we are also dealing with the term of so-called signal edge ( signal edge ). We can distinguish two edges: rising ( rising, when the voltage’s value grows) and falling ( falling , when the voltage’s value falls).
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In the picture above the falling edges are marked with red colour, and the rising edges with green colour.
Page 38
SENSORS CALIBRATION
Calibration of analogue sensors is done from the Sensors Setup level.
Coolant temperature sensor (CLT) and intake air temperature (IAT) sensors
IAT and CLT sensors are in most cases the NTC thermistors. NTC thermistor is a nonlinear resistor, whose resistance depends strongly on temperature of the resistance material. As its names indicates ( Negative Temperature Coefficient) thermistor has a negative temperature coefficient, so its resistance decreases when temperature grows.
These sensors are connected to the EMU device in the following way:
EMU
B4
B21
CLT
IAT
B18
B18
CLT and IAT sensors wiring diagram
IAT and CLT sensor calibration takes place by using 2D tables, respectively, IAT Calibration and
CLT Calibration. This table defines the divider’s voltage created by the sensor and built in the EMU pull-up resistor corresponding to the given temperature. In order to facilitate the sensor calibration, you should use the wizard.
Using the wizard we can use the predefined sensor, or create its characteristic, providing the sensor resistance for 3 known temperatures. The highest difference of temperatures is recommended in the wizard (these data can be found in the car’s service book or can be collected with ohmmeter in 3 different temperatures)
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Predefined sensors – names of predefined sensors. In case of choosing the „User defined” sensor it is possible to add temperature values and resistance of own sensor.
After selecting the sensor, you should press the OK button, what will create the calibration table.
WARNING !
To permanently save a change in the device’s FLASH memory, you should select Make Maps Permanent option (shortcut key F2).
CLT, IAT input
CLT, IAT input configuration window is used to define which inputs are used to read Intake Air
Temperature (IAT) and Coolant Temperature (CLT) sensors values. By default IAT and CLT sensors should be connected to dedicated inputs (B21 and B4) which are equipped with internal
2.2K pull-up resistors connected to +5V.
When temperature sensors are shared with stock ECU, it is possible to connect them to general purpose analog inputs to eliminate pull-up resistors influence on temperature reading.
IAT sensor is essential for fuel calculation strategy. It's reading is used to calculate air density and therefore air mass entering the cylinder.
CLT sensor is used to determine engine temperature and all fuel and ignition corrections related to it. Also idle control is dependent on this sensor.
IAT and CLT calibration are defined in IAT sensor calibration and CLT sensor calibration 2D tables.
To create sensor calibrations, CLT Wizard and IAT Wizard can be used.
PARAMETER
CLT Input sensor
IAT Input sensor
DESCRIPTION
Use default input -CLT sensor connected to dedicated input (B4)
Analog input -CLT sensor connected to analog input
Use default input - IAT sensor connected to dedicated input (B21)
Analog input - IAT sensor connected to analog input
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MAP sensor
(
manifold absolute pressure sensor
)
Pressure sensors are used to measure pressure in the engine’s intake manifold (MAP sensor) and atmospheric pressure (baro sensor). MAP sensor fulfils the following functions:
1. In algorithm Speed Density determines the engine’s load and is the basic parameter while calculating the fuel’s dose and the angle of ignition’s timing.
2. In case of boost control in the feedback loop, the pressure’s value in the intake collector is the basic information for the algorithm.
3. Fuel cut, when the pressure value is very low or exceeds the maximum value (overboost fuel cut).
4. BARO sensor is used to calibrate the fuel dose in case of algorithm Alpha-N
MAP sensor pressure should be taken from the intake manifold from the place closest to the throttle, so that its value most closely matches the average pressure value in the intake manifold.
Pressure hoses should be as short as possible, with hard walls. In case of individual throttle bodies, pressure from each runner should be connected to the collecting can and only then to the
MAP sensor. EMU device has an in-built pressure sensor with a measuring range of 400kPa, and a built-in barometric pressure sensor. It is possible to use the external MAP sensor connected to one of the analogue inputs.
Using the configuration of the MAP sensor we can decide whether to use the built-in sensor ( Use built in map ) or the external one. In case of using the external sensor we should choose the analogue input, to which we connect ( Analogue input ) and we enter its measuring scope 0 ( MAP range and MAP offset ).
EMU
B23
B3, B11, B20, B19
B18
+5V
Out
MAP
GND
Wiring diagram of external MAP sensor
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PARAMETER
Use built in MAP
Built in MAP offset
MAP Range
MAP Offset
Analog input
Built in BARO offset
Enable digital filter
Digital filter power
Digital filter mode
DESCRIPTION
When checked, internal MAP sensor is used
Offset used to precisely calibrate internal MAP sensor readings
Measurement range of external map sensor in kPa of absolute pressure
Offset used to precisely calibrate external MAP sensor readings
Analog input used to read voltage from external MAP sensor
Offset used to precisely calibrate BARO sensor readings
When checked, activates MAP sensor signal digital filter
Power of MAP sensor digital filter. Higher filter power gives more
"smoothing" to the signal, but with higher filter power comes longer signal delay from MAP sensor. Value set here is used only when
Digital filter mode is set to Mode 0 .
Mode 0 is used to keep compatibility with software 1.066 and lower.
Modes 1 - 3 are used to select low-pass filter cutoff frequency. Cutoff frequency decreases with mode number. When mode 1-3 is selected, filter power can be set in MAP Filter power table
TPS (Throttle position sensor)
Throttle position sensor is, next to the MAP sensor, the key sensor allowing to define the engine’s load in algorithm Alpha-N, to calculate the coefficient of enriching the mixture with the acceleration and controlling engine idle. Calibration of this sensor is limited to the determination of 2 limit positions of the boundary locations of acceleration pedal. Voltage from TPS can be checked in Log
/ Analog Inputs / TPS Voltage .
PARAMETER
TPS min voltage
TPS max voltage
TPS value under min voltage
TPS value over max voltage dTPS update interval
DESCRIPTION
TPS voltage for fully closed throttle
TPS voltage for fully opened throttle
TPS value assumed when TPS voltage is below TPS Min. Voltage
TPS value assumed when TPS voltage is above TPS Max.
Voltage.
Can be used as a failsafe.
Time constant used to calculate TPS Rate (dTPS) value. It is used to regulate TPS Rate sensitivity.
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TPS sensor should be connected as follows:
EMU
B23
B12
B18
+5V
Out
TPS
GND
TPS sensor wiring diagram
Oxygen sensor (lambda sensor)
Lambda sensor allows the determination of the composition of fuel-air mixture. EMU device supports both narrowband and wideband sensors (Bosch LSU 4.2) The selection of the sensor is done in the set of parameters Oxygen Sensor (Sensor Type). In case of narrowband sensor, no further configuration is required. In case of LSU 4.2 probe, you should choose the fuel type (AFR value depends on it), and set the Rcal value (this is the value of sensor’s calibration resistor and it can be measured with ohmmeter (ranges from 30-300 ohms) between pins of 2 and 6 of LSU 4.2 sensor connector).
WARNING !
Incorrect Rcal value will cause false readings of the lambda sensor!
PARAMETR
Sensor type
OPIS
Narrow band - Both 1 and 4 wire sensor can be used. This type of sensor operates only near stoichiometric mixture (Lambda = 1)
Wide band - For this type of sensor, Bosch LSU 4.2 must be used.
Accurate Rcal value should be entered for correct measuring results.
Rcal resistance can be measured on terminals 2 and 6 of wide band sensor. Correct Rcal value should be in 30-300 ohm range.
External controller - Should be selected when external sensor
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Fuel type
Heater kP
Heater kI
Heater kD
Heater integral limit
Pump kP
Pump kI
Pump kD
Pump integral limit
RCal
AFR at 0V
AFR at 5V
Ext. controller input
Use WBO heater for
NBO sensor
Enable when no RPM controller is used and linear signal is connected to EMU.
Oxygen sensor measures Lambda value of mixture. To obtain adequate AFR measurement, correct fuel type must be selected here.
Sensor heater PID controller kP coefficient. Preset value should not be changed
Sensor heater PID controller kI coefficient. Preset value should not be changed
Sensor heater PID controller kD coefficient. Preset value should not be changed
Sensor heater PID controller integral windup limit. Preset value should not be changed.
Sensor pump cell PID controller kP coefficient. Preset value should not be changed.
Sensor pump cell PID controller kI coefficient. Preset value should not be changed.
Sensor pump cell PID controller kD coefficient. Preset value should not be changed.
Sensor pump cell PID controller integral windup limit. Preset value should not be changed.
Calibrating resistor value. Rcal resistance can be measured on terminals 2 and 6 of wide band sensor. Correct Rcal value should be in 30-300 ohm range and is essential for accurate measuring results.
When selected, sensor heater is enabled when EMU is powered, unlike in normal operation mode, when heater is enabled after engine is started. This mode can be used to measure mixture ratio during engine startup.
If heater is enabled when condensation is still present in exhaust system, sensor could be damaged, so for normal use, it is advised to disable this option.
In case of external sensor controller, defines AFR value at 0Vvoltage.
In case of external sensor controller, defines AFR value at 5Vvoltage.
Analog input used to connect external sensor controller.
In case of narrow band sensor, option enables heater output to drive the sensor heater.
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In the case of LSU 4.2 probe, you should apply the following guidelines:
- the probe must be installed in a place, where exhaust gas temperature (EGT) does not exceed
750 degrees Celsius.
- in turbo cars we install oxygen sensor in down-pipe,
- the sensor should be installed in a position close to vertical,
- you should always use original connectors,
- the connectors must be clean and dry. You must not use means like contact spray or other anticorrosion means,
- you must not drive without a connected sensor into the EMU device, as it will cause a significant shortening of probe’s life,
- EMU requires calibration ( Rcal parameter) when being connected to the new probe.
6
5
4 2
3 1
Installation of the lambda probe in the exhaust system. Pionout of the LSU 4.2 connector
EMU
B5
G19
B22
B13
5
6
3
1
2
4
3A
LSU 4.2
+12V
Bosch LSU 4.2 wiring diagram
Page 45
It is also possible to connect narrow band oxygen sensor:
EMU
B5 1
Narrow
Band
Oxygen
Sensor
1-wire lambda sensor wiring diagram
EMU
B5
B22
1
2
3
Narrow
Band
Oxygen
Sensor
1 – signal output
2 – signal gnd
3 – heater -
4 – heater+-
4
3A
+12V (po zapłonie)
4 wires lambda sensor wiring diagram
In the case of using 1 wire oxygen sensor the voltage read by EMU for stoichiometric mixture is
2.95V, for the 4 wire sensor it is 0.45V.
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VSS and gearbox
Vehicle’s speed sensor is usually placed in the gearbox. It is used by factory systems, e.g., speedometer or the system supporting the steering wheel (e.g., electrical support system).
Vehicle’s speed can be also read from ABS sensors.
Ecumaster EMU device uses the VSS reading to regulate the boost pressure towards the vehicle’s speed, controlling idle or the recognition of the currently selected gear.
To configure the VSS sensor, you should open the set of parameters VSS and gearbox.
PARAMETER
Gear detection type
Sensor type
Trigger edge
Freq. divider
Enable pullup
Speed ratio
Gear X ratio
Ratio tolerance
Gear sensor input
CAN ID
CAN ID byte idx
DESCRIPTION
Calculated current gear is determined on the basis of Vehicle Speed
/ Engine RPM ratio. Calculated ratios can be read from( VSS and gears/ Gear ratio ). For detection to work properly, ratios must be entered in fields Gear x ratio
Gearbox sensor - current gear is determined by measuring voltage from sensor located in gearbox. Sensor calibration can be found in
Gear sensor calibration table
CAN BUS - gear information is read from Can Bus signal
Type of sensor used to detect vehicle speed. VR or Hall sensor can be selected
Edge of sensor signal used to calculate vehicle speed
Speed sensor signal frequency divider is used in case of high frequency signal
Activates 2k ohm pull-up resistor from signal input and +5V
Frequency multiplier used to calculate km/h speed from VSS signal frequency
Vehicle Speed / Engine RPM ratio for gear X. For calibration, value can be checked in VSS and gears/ Gear ratio log.
Maximum allowed gear ratio deviation for gear to be determined
Analog input used to connect gearbox gear sensor
Can Bus frame ID containing information about current gear
Number of byte in frame that contains information about current gear
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VSS sensor’s connection
EMU
B23
B14
B18
+5V
Out
VSS
GND
VSS wiring diagram. Hall type sensor
EMU
B14
B18
Out
GND
VSS
VSS wiring diagram. VR type sensor
Page 48
EGT sensors
EMU device can use the K type thermocouple to measure the exhaust temperature. Sensor should be installed as close to head’s exhaust channels as possible.
EMU
B1
B18
B9
K type thermocouples connection diagram
ATTENTION!
To maintain the accuracy of a thermocouple measurement system, K type thermocouple compensation cable is required to extend from the thermocouple sensor to the EMU device.
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Failsafe
In case of failure of essential engine's sensors, EMU device is equipped with a protection, enabling fail-safe operation of the engine under certain conditions. Smooth operation of the engine and its power will be significantly decreased, however this allows to keep the vehicle’s mobility, which allows you to reach the service point. In case of failure of any sensors IAT, CLT or MAP, EMU device will automatically take on values determined by the user for the damaged sensor. These values can be adjusted in the parameter set Failsafe .
PARAMETER
MAP fail safe
CLT fail safe
IAT fail safe
FPRD failsafe
DESCRIPTION
Fail safe value for Manifold Air Pressure (MAP) sensor
Fail safe value for Coolant Temperature (CLT) sensor
Fail safe value for Intake Air Temperature (IAT) sensor
Fuel Pressure Rail Delta Failsafe function allows to limit engine RPM and indicate failure with
Check Engine light when Fuel Pressure Delta (difference of Fuel Pressure and Manifold Air
Pressure ) exceeds defined values. Fuel pressure sensor needs to be connected and calibrated for this function to work properly ( Sensors setup/Extra sensors ).
To enable Check Engine Light indication, Report fuel pressure failure option must be checked in
Other/Check engine parameters .
PARAMETER
Enable failsafe
Minimum FPR Delta
Maximum FPR Delta
Delay
Enable rev. limit
Rev. limit
DESCRIPTION
Activates FPRD failsafe function
Minimum FPR delta interpreted as correct
Maximum FPR delta interpreted as correct
Minimum time period with abnormal fuel pressure required to activate failsafe
Enables RPM restriction in case of abnormal fuel pressure
RPM limit for fuel cut, enabled when abnormal fuel pressure is detected
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Extra sensors
Extra sensors configuration window allows you to select which inputs additional sensors are connected to. Example sensors that have special functions in EMU software are Oil pressure , Oil temperature, Fuel pressure and Fuel level sensors.
PARAMETER
Oil pressure input
Oil temperature sensor input
Fuel pressure sensor input
Fuel level sensor input
DESCRIPTION
Analog input used to read oil pressure sensor value. Sensor calibration can be found in Sensors setup / Oil press. cal.
table
Analog input used to read oil temperature sensor value. Sensor calibration can be found in Sensors setup / Oil temp. cal.
table
Analog input used to read fuel pressure sensor value. Sensor calibration can be found in Sensors setup / Fuel press. cal.
table
Analog input used to read fuel level sensor value. Sensor calibration can be found in Sensors setup / Fuel level cal.
table
Analog Inputs
EMU device has 4 analog inputs, which can be used as inputs activating functions of the device, such as, e.g., launch control, or to log in signals from additional sensors. There is a possibility to configure sensors, so that voltage from the sensor is presented as physical value, e.g., pressure expressed in bars. To configure sensors connected to analogue inputs you have to use parameters
Analog Inputs .
PARAMETER
AIN#X unit
AIN#X ratio
AIN#X offset
AIN#X min.
AIN#X max.
DESCRIPTION
Unit displayed after calculated value from analog input X
Ratio of displayed value to input voltage (slope of linear function)
Offset added to value multiplied by ratio (intercept of linear function)
Minimum allowed value
Maximum allowed value
Displayed value [UNIT] = Input voltage * RATIO + OFFSET
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MUX switch
MUX switch function allows the connection of up to 3 switches to one analog input. Switches can activate various functions such as Launch Control, ALS, Pit Limiter and others. Switches connected with mux switch function are visible in software with names Mux switch 1-3. Mux switch state can be checked in Log/Other/Mux switch state. To use this function, switches must be connected according to the following diagram. It's advised to use resistors with 1% tolerance and
Sensor ground for grounding.
MUX switch wiring diagram
PARAMETR
MUX Switch enabled
MUX Switch input
DESCRIPTION
Activates MUX switch function
Analog input connected with MUX Switch
Page 52
FUELING PARAMETERS
Configuration of Fuelling parameters is responsible for fuel dosing, both for the dose’s size and the fuel injection angle. The performing element in case of fuel dosage is the injector. It is the electro valve that allows the precise dosage of the sprayed fuel. Fuel dosage is regulated by the width of electric pulse on the winding of injector coil.
Directly to EMU we can connect high impedance ( Z ) injectors (>= 8 Ohm). Up to 2x HiZ injectors can be connected to one Injector output. In case of LoZ injectors (<4 Ohm) we should apply a current limiting resistor (4,7 Ohm 50W) for each injector or additional external Peak and Hold controller.
ATTENTION !
Connecting Lo-Z injectors directly to EMU device can lead to the damage of the device or injectors.
ATTENTION !
Injectors should be powered by the properly selected fuse. The fuse’s value results from the maximal current taken by the given injectors.
Injectors are controlled by switching to the ground and require the connected power grounds (G17,
G24, B24)
+12V
10A
EMU
G7
G15
G23
G6
G17
G24
B24
4 Hi-Z injectors wiring example
Page 53
+12V
15A
EMU
G7
G15
G23
G6
G17
G24
B24
4R7 50W
4R7 50W
4R7 50W
4R7 50W
4 Lo-Z injectors wiring example
Selecting of injectors
To determine required injector’s flow rate, you should know the engine's BSFC. BSFC ( brake specific fuel consumption ) is the amount of fuel needed to generate 1 horsepower per hour. For naturally aspirated engines this value is about 5,25cm 3 /min, while for turbo engines about
6cm 3 /min. We select injectors' flow rate to achieve the expected power with 80% duty cycle (DC).
Fuel injector duty cycle is a term used to describe the length of time each individual fuel injector remains open relative to the amount of time that it is closed and is expressed in %.
Injectors flow rate = (Horsepower * BSFC) / (number of injectors * max. DC)
For example, for 4 cylinder naturally aspirated engine with 150KM power
Injectors flow Rate = (150 * 5,25) / (4 * 0,8) = 246 cm
3
/min
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General
Fuelling general configuration window is used to set up general fueling strategy and parameters.
Values entered here directly influence fuel dose, so it's important to enter values that reflect real engine parameters.
PARAMETER
Engine displacement
Fueling type
Enable baro correction
Injectors size
DESCRIPTION
Engine displacement in cubic centimeters
Fueling strategy selection. Fueling strategies are described below.
Enables fuel dose correction as a function of barometric pressure. Value of correction is defined with Barometric corr.
2D map. Barometric correction should be used with Alpha-N fueling strategy.
Injector flow in cubic centimeters per minute. If number of injectors is not equal to the number of cylinders, average injector flow per cylinder should be entered here.
Speed density
The basic algorithm of calculating the fuel dose can be used for turbo engines as well as for naturally aspirated ones. It can be characterized by the fact that engine’s load is defined by the value of absolute pressure in the intake manifold.
In this algorithm the fuel dose is calculated as follows:
PW = INJ_CONST * VE(map,rpm) * MAP * AirDensity * Corrections + AccEnrich +
InjOpeningTime
PW ( pulse width )
INJ_CONST
VE(map, rpm)
MAP
AirDensity final time of injector’s opening a constant for the given size of injectors, engine’s displacement, pressure 100kPa, temperatures of the intake air 21 ° C, VE 100%, time of injectors’ opening required to obtain the stoichiometric mixture (Lambda = 1) value of volumetric effectiveness read from the VE table
Intake manifold pressure percentage difference of air density towards air density in temperature 21 ° C
Page 55
Corrections
AccEnrich
InjOpeningTime fuel dose corrections (discussed in the following pages) acceleration enrichment the time it takes for an injector to open from the time it has been energized until it is fully open (value from the calibration map
Injectors cal.
)
ALPHA-N
Algorithm used in naturally aspirated engines, where there is no stable vacuum (sport cams, ITB, etc.). It is characterized by the fact that the load is defined by the TPS. It is not suitable nor recommended for turbocharged engines.
PW = INJ_CONST * VE(tps,rpm) * AirDensity * Corrections + AccEnrich + InjOpeningTime
PW ( pulse width )
INJ_CONST
VE(tps, rpm)
AirDensity
Corrections
AccEnrich
InjOpeningTime final time of injector’s opening a constant for the given size of injectors, engine’s displacement, pressure 100kPa, temperatures of the intake air 21 ° C, VE 100%, time of injectors’ opening required to obtain the stoichiometric mixture (Lambda = 1) value of volumetric effectiveness read from the VE table percentage difference of air density towards air density in temperature 21 ° C fuel dose corrections (discussed in the following pages) acceleration enrichment the time it takes for an injector to open from the time it has been energized until it is fully open (value from the calibration map
Injectors cal.
)
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ALPHA-N with MAP multiplication
Algorithm combining features of Speed Density and Alpha-N. The load is defined by TPS, while VE value is multiplied by the value of absolute pressure in the intake manifold. It can be used for both naturally aspirated and turbocharged engines.
PW = INJ_CONST * VE(tps,rpm) * MAP * AirDensity * Corrections + AccEnrich +
InjOpeningTime
PW ( pulse width )
INJ_CONST
VE(tps, rpm)
MAP
AirDensity
Corrections
AccEnrich
InjOpeningTime final time of injector’s opening a constant for the given size of injectors, engine’s displacement, pressure 100kPa, temperatures of the intake air 21 ° C, VE 100%, time of injectors’ opening required to obtain the stoichiometric mixture (Lambda = 1) value of volumetric effectiveness read from the VE table
Intake manifold pressure percentage difference of air density towards air density in temperature 21 ° C fuel dose corrections (discussed in the following pages) acceleration enrichment the time it takes for an injector to open from the time it has been energized until it is fully open (value from the calibration map
Injectors cal.
)
Corrections
Corrections = Baro * Warmup * ASE * EGO * KS * NITROUS
Corrections Final percentage value of fuel dose correction
Baro( barometric correction ) Barometric correction used in Alpha-N algorithm
Warmup (warmup enrichment) value of mixture enrichment in the function of cooling liquid temperature expressed in percentage
ASE( Afterstart enrichment) Enrichment applied after engine start for given number of engine cycles
EGO ( Exhaust gas oxgen correction according to indications of the Lambda probe sensor correction )
KS( Knock Sensor
Correction)
NITROUS enrichment in the moment of knock occurrence enrichment of the mixture with the activation of nitrous oxide system
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Injectors phase
Injectors phase configuration window connects fuel injection start with Ignition Events . Injections starts N degrees before Top Dead Centre of cylinder connected with Ignition Event , to which the injector is assigned. N is a base angle that is equal to Trigger angle value from Primary trigger configuration.
Number of Ignition Events equals number of cylinders in the engine. Every injector opens only one time in engine cycle (720 degrees) except when Squirt twice per cycle option is activated, then every injector opens twice per cycle. This option is used for bank fire injection.
PARAMETER
Injector X Phase
Squirt twice per cycle
Injection offset
DESCRIPTION
Ignition Event to which injector X opening is associated.
Activates two fuel injections during full engine cycle
Offset of injection angle from base angle described above
Example configurations
Full sequential injection for 1-3-4-2 ignition sequence
Bank fire injection for wasted spark ignition
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Injectors trim
Injectors trim configuration is used to correct fuel dose for individual injectors. It's useful for precise fuel dose control for each individual cylinder.
Fuel cut
Fuel cut parameters are responsible for setting up circumstances to occur for Fuel Cut to be executed. These can be excessive engine RPM or MAP. Deceleration fuel cut can also be set here.
PARAMETER
RPM Limit
Fuel cut above pressure
Fuel cut under pressure
Fuel cut TPS limit
DESCRIPTION
RPM value for fuel cut rev limiter. Used to protect engine from over revving
Minimum intake manifold air pressure to execute fuel cut. Acts as a protection from over boost
Cuts fuel when throttle is closed and MAP drops below set value. Used to improve fuel economy when braking with engine
Maximum TPS value for Fuel cut under pressure to occur
Fuel cut above RPM Minimum RPM value for Fuel cut under pressure to engage
Fuel resume below
RPM
RPM value under which fuel injection is unconditionally resumed
Overrun fuel cut decay rate
In case of overrun fuel cut, defines rate at which fuel dose is reduced with every engine revolution. 100% is full fuel cut in one engine revolution
Disable spark during
Allows to disable spark executing during overrun fuel cut overrun fuel cut
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EGO feedback
EGO feedback configuration window is used to set up EGO closed loop correction operation parameters. Both wideband and narrowband sensors can be used for correction. In case of narrowband sensor, it's only possible control mixture content around stoichiometric (NBO Ref
Target ). Use of wideband sensor allows controlling mixture to achieve values set in AFR table.
PARAMETER
Enable EGO feedback
Rich limit
Lean limit
NBO change step
NBO change rate
DESCRIPTION
Enables EGO closed loop correction
Fuel mixture enrichment limit
Fuel mixture leaning limit
Used only with narrowband sensor. Defines fuel dose correction step size in percent
Used only with narrowband sensor. Defines correction calculation interval in engine revolutions
NBO ref target
Warmup time
TPS limit
Min CLT
Min RPM
Max RPM
Min MAP
Max MAP
Fuel Cut delay
EGO kP
Reference voltage to be held for narrowband sensor correction
Defines how long the system is inactive after engine start
Minimal TPS value for EGO feedback to be active
Minimal engine coolant temperature for EGO feedback to be active
Minimal engine RPM for EGO feedback to be active
Maximum engine RPM for EGO feedback to be active
Minimal Manifold Air Pressure for EGO feedback to be active
Maximum Manifold Air Pressure for EGO feedback to be active
Time in ms for EGO feedback to be reactivated after fuel cut
Proportional gain of EGO correction PID controller
EGO kI Integral gain of EGO correction PID controller
EGO Integral Limit Limit to prevent PID controller integral windup
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EGT Correction
EGT correction is fuel dose correction function used to protect engine from excessively high EGT by enriching air fuel mixture. Per injector correction can be set by selecting EGT sensors associated with particular injector. Value of correction can be set up in EGT Correction 2D table.
PARAMETER
Enable correction
Injector N probe
DESCRIPTION
Activates EGT fuel dose correction function
EGT sensor signal responsible for fuel dose correction on injector N.
Injectors cal.
Injectors cal.
table is used to calibrate injectors dead time as a function of supply voltage. Injectors take some time, to start delivering fuel, from the beginning of electrical signal. This time is longer for lower supply voltages and it depends on used injector. Also higher fuel pressure can cause longer dead time.
In case of using popular injector types Injectors Wizard could be used to set up dead time.
Barometric correction
Barometric correction table defines fuel dose correction as a function of barometric pressure. It's used with ALPHA-N fueling strategy. To activate barometric correction it is necessary to check
Enable Baro Correction in General options.
IAT correction
Fuel dose correction table is used to additional correction of fuel dose in a function of Intake Air
Temperature. It can be used as extra correction independent of fueling strategy calculated air density correction.
ATTENTION !
Fuel calculating strategy takes in account changes of air density related to its temperature. IAT correction is additional function used to implement engine cooling strategies.
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DFPR correction
DFPR correction table is used to set up fuel dose correction related to fuel rail pressure delta.
Delta pressure is pressure difference between fuel rail pressure and manifold air pressure. With properly working fuel system this delta pressure should always be constant. DFPR corr. function is useful to correct fuel pressure regulator non-linearities or to protect the engine in case of fuel pump or regulator failure. To use this function it is necessary to have fuel pressure sensor installed and calibrated. Sensors setup / Extra sensors.
Engine protecting fail-safe functions, that will activate with abnormal delta fuel pressure, can be enabled in Sensors setup / Fail safe FPR.
EGT correction table
EGT correction table is used to correct fuel dose in function of exhaust gases temperature. In case of using multiple thermocouples it is possible to trim fuel dose per individual cylinder. The thermocouples assignment table could be found in Fuelling/EGT correction.
VE table 1 and 2
VE table is 3D table of engine volumetric efficiency as a function of engine RPM and load.
Volumetric efficiency is ratio of air that is trapped by the cylinder during induction over the swept volume of the cylinder. VE table is the most important table used to tune fuel dose. Different available fueling strategies are described in Fuelling - General section. It's important to take in account that fuel dose depends also on many different corrections and enrichments, not only on
VE table.
AFR table 1 and 2
AFR Table defines target AFR for EGO closed loop operation. Two separate AFR tables exist, that could be switched by user or interpolated using signal from FlexFuel sensor.
TPS vs MAP correction
TPS vs MAP corr. is fuel dose correction table as a function of MAP pressure and TPS position.
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CONFIGURATION OF IGNITION PARAMETERS
Configuration of ignition parameters is crucial from the point of view of the correct engine work and should be performed with the utmost care.
Primary trigger
Primary trigger options are responsible for configuring the main sensor directing ignition system and base ignition advance. The signal source (sensor) can be located on the crankshaft as well as on the camshaft. After each change of parameters, the ignition angle should be checked with a timing light.
ATTENTION !
Proper configuration of the ignition system is essential for safe operation of the engine!
ATTENTION !
After each modification to the ignition system parameters it is necessary to check ignition angle advance using a timing light
Depending on the type of the sensor, the scheme of connections looks as follows:
EMU
B23
B7
B18
+5V
Out
Hall
GND
Hall's / Optical sensor connection
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EMU
B7
B18
+
-
VSS
VR sensor connection
ATTENTION !
In case of VR sensors connecting the sensor with the device must be done with the shielded cable, while the shield must be connected to the ground only at one end!
ATTENTION !
In case of VR sensor the sensor’s polarity is important!
PARAMETER
Sensor type
Enable pullup
Trigger type
Trigger edge
Num teeth (incl. missing)
Number of cylinders
DESCRIPTION
Indicates the type of sensor connected to the Primary trigger input. For
Hall/Optical sensors option Enable pullup is required
Enable 2K pullup to +5V on Primary trigger input. This function is used in the case of Hall and Optical sensors that have open collector outputs
Supported Primary trigger decoders. More information about supported decoders could be found further
Trigger edge of input signal used for decoding trigger pattern. More information about proper trigger selection can be found further
Number of engine cylinders. This determines the number of ignition events which are always equal to number of cylinders
Number of teeth on primary trigger toothed wheel including missing ones. In the case of toothed wheel with additional tooth the additional tooth is excluded. For example for 12+1 wheel, num teeth should be 12.
In the case of some trigger types this value has no effects
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First trigger tooth
Trigger angle
The tooth index that defines first ignition event. Detailed information about the first trigger tooth and trigger angle configuration can be found further
The angle defines the location of the First trigger tooth in relation to Top
Dead Center. This number will be a positive value that indicates the number of degrees before Top Dead Center.
This value also defines the maximum allowable ignition advance. The suggested value is between 50-60 degrees. Detailed information about the first trigger tooth and trigger angle configuration can be found further
When using trigger decoders with missing tooth (teeth) or an additional
Cranking gap detection tooth, during engine starting ( Cranking ) this parameter influences the way the missing (or additional) tooth is detected. This option is useful scale for engines with high compression ratios when the crankshaft angular
Next edge rejection angle
Enable scope speed is uneven.
The distance in crank degrees from the last trigger edge, below which any incoming trigger edge will be ignored as noise. This parameter is used for noise reduction
This function activates the EMU scope function which allows logging of
Ignition angle lock
Lock angle signals on the Primary trigger , Secondary trigger and CAM#2 inputs
This option locks the ignition timing to a fixed value. This is useful for checking the base ignition angle and trigger settings using a timing light. Be sure to disable ignition lock after verifying timing.
Ignition angle value for ignition angle lock function
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Trigger wheel configuration
In the following example, Trigger Tooth is defined as 9th tooth, which is located 60 degrees before engines first cylinder Top Dead Center (which is located at 19th tooth). Next ignition event is located on 39th tooth ( in 4 stroke engine ignitions are spaced by 180 degrees ). The trigger teeth for any ignition event must not overlap with missing teeth on trigger wheel!
0 57
60 O
60-2 trigger wheel
ATTENTION !
After each modification to the ignition system parameters it is necessary to check ignition angle advance using a timing light
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Supported trigger wheels
PARAMETER DESCRIPTION
The toothed wheel with missing two teeth. The typical sample of such
Toothed wheel with pattern is 60-2 toothed wheel. The tooth number 0 is the first tooth after the
2 missing teeth gap and does not depend on the camshaft synchronization what in this case determines engine cycle
The toothed wheel with missing tooth. A typical example of this pattern is
Toothed wheel with the Ford 36-1 toothed wheel. The tooth number 0 is the first tooth after the
1 missing tooth gap and does not depend on the camshaft synchronization what in this case determines engine cycle
Toothed wheel with evenly spaced teeth. In the case of multitooth pattern it is necessary to use camshaft synchronization to determine tooth number 0.
Multitooth
Cam sync is only optional when a distributor is used and the number of teeth on the camshaft are equal to the number of cylinders
Ignition system that utilizes a CAS trigger wheel with 360 outer slits and 4
Nissan trigger or 6 inner slits. This signal is converted to multitooth 60
Toothed wheel with evenly spaced teeth and one additional tooth used for
Toothed wheel with synchronization. The tooth number 0 is the first tooth after the additional additional tooth one and does not depend on the camshaft synchronization what in this
Honda J35A8
Rover 18-1-18-1 case determines engine cycle
Ignition system specific to J35A8 engine. The signal is converted to multitooth 24, but the tooth number 0 is determined and does not depend on the camshaft synchronization what in this case determines engine cycle
Ignition system specific to Rover engines. The signal is converted to multitooth 36 but the tooth number 0 is determined and does not depend on the camshaft synchronization what in this case determines engine cycle
Ignition system specific to Porsche engines. The signal is converted to
Porsche 132 teeth
Rover 13-1-2-1-14-
1-3-1 (Lotus Elise)
Subaru 36-2-2-2 multitooth 2 and it is required to synchronize with camshaft sensor
Ignition system specific to Rover engines. The signal is converted to multitooth 12 but the tooth number 0 is determined and does not depend on the camshaft synchronisation what in this case determines engine cycle
Ignition system specific to Subaru engines. The signal is converted to multitooth 12 but the tooth number 0 is determined and does not depend
Subaru 6 teeth on the camshaft synchronisation what in this case determines engine cycle
Ignition system specific to Subaru engines. The signal is converted to multitooth 2 but the tooth number 0 is determined and does not depend on
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the camshaft synchronisation what in this case determines engine cycle
Ignition system specific to Dodgde engines. The signal is converted to multitooth 36 but the tooth number 0 is determined and does not depend Dodge 18-2-18-2
Audi trigger 135 tooth on the camshaft synchronization what in this case determines engine cycle
Ignition system specific to Audi engines. It is converted to multitooth required to synchronize with 2nd crank sensor and camshaft sensor
45. It is
CAM toothed wheel Toothed wheel with evenly spaced teeth and one additional tooth used for with additional synchronization located at camshaft. The tooth number 0 is the first tooth tooth
TFI
Renault Clio after the additional one and does not require synchronization
FORD TFI ignition system
Ignition system specific to Renault Clio Williams. It requires using
Williams44-2-2
BMW E30 M3 116 teeth distributor
Ignition system specific to Porsche engines. The signal is converted to multitooth 2 and it is required to synchronize with camshaft sensor
Ignition system specific to Mitsubishi Colt 1.5CZ engines. The signal is converted to multitooth 12 but the tooth number 0 is determined and does Mitsubishi Colt
1.5CZ
not depend on the camshaft synchronization what in this case determines engine cycle
Toothed wheel with
The toothed wheel with missing two teeth. The tooth number 0 is the first tooth after the gap and does not depend on the camshaft synchronization
3 missing teeth what in this case determines engine cycle
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Trigger edge selection
For proper signal processing, it's important that you select the correct trigger edge for the crankshaft and camshaft position sensors. The EMU is equipped with a Scope tool which is useful to verify that the signal is being decoded correctly.
ATTENTION !
Changing a trigger edge also changes the base ignition angle. You must verify ignition timing with a timing light after making any trigger setting changes .
Trigger edge selection for trigger wheels with missing teeth
When trigger wheel with missing teeth is used, edge choice can be verified by inspecting the scope results in the region of the missing teeth.
Correct scope for 60-2 trigger wheel
When the edge is selected incorrectly, the gap associated with the missing teeth is smaller than expected by the decoding algorithm.
Incorrect scope for 60-2 trigger wheel
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Edge selection for camshaft trigger wheel signal
Frequently, when a variable valve timing system is present in an engine, incorrect signal edge selection makes proper signal decoding impossible.
Incorrect scope for camshaft trigger wheel signal
The scope above shows a camshaft trigger wheel signal decoded with equal distances between signal edges (teeth). This configuration prevents clear engine stroke detection. After edge change, the decoded signal is clearly different between engine strokes. This makes possible to use camshaft trigger wheel signal decoder ( N+1 in this case )
Correct scope for camshaft trigger wheel signal
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Edge selection for multitooth trigger wheel signal
When a trigger wheel with equal tooth spacing ( multitooth ) is connected to the Primary Trigger input, and synchronization is based on a camshaft trigger wheel signal, edges should be selected in a manner that gives the maximum distance between Primary Trigger and Secondary Trigger edges. If the distance is too small, the synchronizing trigger tooth can change at higher RPM.
Incorrect trigger edge setup for multitooth
Correct edge setup for multitooth
Proper edge selection can be checked by monitoring Cam sync trigger tooth parameter in log. With a multitooth trigger, this parameter must be constant. Any Cam sync trigger tooth change during engine operation indicates incorrect edge selection or poor trigger wheel signal quality.
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Secondary trigger
Secondary trigger parameters are used to synchronize the crank position to the engine cycle phase. This allows you to use full sequential ignition and injection. Camshaft position sensors are also required for using VVTi/VANOS systems. The EMU device supports several different secondary trigger wheels, and supports VR as well as HALL/Optical sensors.
PARAMETER
Sensor type
Enable pullup
DESCRIPTION
Type of the sensor connected to Secondary trigger input. For Hall/Optical sensors option Enable pullup is required
Enable 2K pullup to +5V on Secondary trigger input. This function is used in the case of use Hall and Optical sensors that have open collector output
Trigger type
Trigger edge
Nissan sync window width
Sensitivity switch RPM
Supported Secondary trigger decoders. More information about supported decoders can be found in next section
Trigger edge of input signal used for decoding trigger pattern
Disable camsync above
RPM
This option disables cam shaft synchronization above a defined RPM.
This function can be used for noisy sensor signals
Option available for Nissan trigger decoder. More information can be found in next section
This options allows to change input sensitivity from 250mV to 2.5V when the engine s RPM are higher than defined. It is used for VE sensors and can increase noise immunity
Next edge rejection angle
The angular distance in crank degrees from the last trigger edge, below which distance any incoming trigger edge will be ignored as a noise. This is used for noise reduction
User cam min tooth
User cam max tooth
In the case of User defined trigger decoder, the range of Primary trigger tooth where the cam sync trigger edge appears should be defined. CAM min tooth defines the beginning of this range
In the case of User defined trigger decoder, the range of Primary trigger tooth where the cam sync trigger edge appears should be defined. CAM min tooth defines the end of this range
Enable advanced filter Activation of advanced filter for secondary trigger input
Trigger tooth
Tooth deviation
This parameter defines the Primary trigger tooth where cam sync should occur, otherwise cam sync is ignored
This parameter defines allowable deviation from the trigger tooth. In the case of multitooth primary trigger this value must be 0
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Supported trigger wheels
PARAMETER DESCRIPTION
Do not use camsync
Do not synchronize with camshaft position
1 tooth
A toothed wheel with the only 1 tooth that synchronize the engine cycle
(cam sync). When using a multitooth primary trigger, the next tooth after camshaft tooth will have index 0. In the case of toothed wheel with missing / additional tooth the tooth 0 will be always after the gap (or additional tooth) and camshaft tooth will determine the engine cycle
Decoder specific for Nissan trigger (360 slits CAS disc). Depending on the number of cylinders, synchronization is performed by detecting one of 4 or
Nissan trigger
N+1
2JZ VVTI 3 teeth
6 gap with the width defined by number of primary trigger slits. This value is defined by Nissan sync window width and can be 4, 8, 12, 16
The synchronization (cam sync) occurs in the case the time between 2 previous teeth (prevDT) is greater that the time between previous and current tooth (DT) multiplied by 2. prevDT > DT * 2
Decoder specific to Toyota 2JZ VVTi engine (3 symmetrical teeth)
The synchronization (cam sync) occurs in the case the time between 2 previous teeth (prevDT) is greater that the time between previous and VW R32 4 teeth
Honda J35A8
Missing tooth previous teeth (prevDT) is less that the time between previous and current tooth (DT) multiplied by 0,66. prevDT < DT * 0,66
Subaru 7 teeth Decoder specific to Subaru engine
EVO / MX-5 2 teeth Decoder specific to Mitsubishi Lancer EVO and Mazda MX5 1.8BP
Dodge SRT Decoder specific to Dodge SRT engine
The synchronization (cam sync) occurs in the case the time between 2
VW 1.8T
current tooth (DT) multiplied by 2. prevDT > DT * 2
Decoder specific to J35A8 engine
The synchronization (cam sync) occurs in the case the time between 2
N+1 60%
Audi trigger
3UZ-fe vvt-i previous teeth (prevDT) is less that the time between previous and current tooth (DT) multiplied by 0,66. prevDT < DT * 0,6
The synchronization (cam sync) occurs in the case the time between 2 previous teeth (prevDT) is greater that the time between previous and current tooth (DT) multiplied by 1,6. prevDT > DT * 1,66
Decoder specific to Audi trigger
Decoder specific to 3UZ-fe vvt-i engine
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2 symetrical tooth
2 missing teeth
Decoder for camshaft trigger wheel with two evenly spaced tooth. It allows to synchronize ignition system for wasted spark mode
The synchronization (cam sync) occurs in the case the time between 2 previous teeth (prevDT) is less that the time between previous and current tooth (DT) multiplied by 0,4. prevDT < DT * 0,4
Decoder specific to Mitsubishi Colt 1.5CZ
Mitsubishi
Colt1.5CZ
User defined The tooth inside user defined range causes camshaft synchronization
Examples
Toothed wheel with 12 evenly spaced teeth located on crankshaft, 1 tooth cam sync
Toothed wheel 60-2 located on crankshaft, 1 tooth cam sync
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Toothed wheel 12+1located on crankshaft, camsync N+1. N+1 cam docoder.
Condition: prevDT > DT * 2. In this case prevDT=58ms, DT=19,6ms
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CAM #2
CAM#2 trigger is required to control variable valve timing on the second camshaft. It is used for calculating cam angle in relation to crank shaft position (it is not used for synchronising engine phase). EMU supports HALL/ Optical and VR sensors.
ATTENTION !
We suggest that you use Prim Trig Tooth Range CAM#2 decoder. Other decoders are present for backward compatibility.
PARAMETER
Sensor type
Enable pullup
Trigger type
Trigger edge
Min tooth
Max tooth
DESCRIPTION
Type of the sensor connected to CAM#2 input. For Hall/Optical sensors option Enable pullup is required
Enable 2K pullup to +5V on CAM#2 input. This function is used for Hall and Optical sensors that have open collector outputs
Supported CAM#2 decoders. We suggest using the Prim Trig Tooth
Range decoder
Trigger edge of input signal used for decoding trigger pattern.
The minimal value of tooth range of primary trigger toothed wheel. The incoming CAM#2 signal edge in this range will be used for calculating camshaft angle
The maximum value of tooth range of primary trigger toothed wheel. The incoming CAM#2 signal edge in this range will be used for calculating camshaft angle
On the example below, the correct tooth range for CAM#2 trigger edge marked in purple is from 12 to 24. A wide range allows for the change in camshaft position without the risk of losing correct synchronization. Too wide a range can cause the other CAM#2 edge to be used. On the log it will appear as an abrupt change in camshaft position ( CAM#2 Angle channel).
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Ignition outputs
Ignition output table is responsible for assigning ignition events to ignition outputs.
ATTENTION !
Selecting active coils in the software when using passive coils will lead to damage to the coils or EMU device!
PARAMETER
Spark distribution
Coils type
Output offset
Ignition event X
DESCRIPTION
This parameter defines spark distribution type. The difference between
Distributor and Coils is the method of calculating dwell time
When using passive coils (without ignition amplifier) the option Coils without amplifier should be used. For active coils (with ignition module) the option Coils with built in amplifier should be used
The parameter Output offset changes the ignition event to ignition output assignment. This feature is useful in the case when the primary trigger configuration indicates a cylinder other than number 1
Assignment of ignition event s to ignition output s. The number of ignition events is always equal to the number of cylinders
Ignition outputs configuration for 4 cylinders engine, full sequential ignition, coils without amplifier (passive). The ignition order is 1-3-4-2 .
Coils are connected in the following way:
Coil 1 - Ignition output 1
Coil 2 - Ignition output 2
Coil 3 - Ignition output 3
Coil 4 - Ignition output 4
Ignition outputs configuration for 6 cylinders engine, wasted spark ignition, active coils. The ignition order is 1-5-3-6-2-4.
Coils are connected in the following way:
Coil 1 - Ignition output 1
Coil 6 - Ignition output 2
Coil 5 - Ignition output 3
Coil 2 - Ignition output 4
Coil 3 - Ignition output 5
Coil 4 - Ignition output 6
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Ignition outputs configuration for 8 cylinders engine, one ignition coil with distributor
It is common that settings for primary and secondary triggers define the correct base ignition angle, but the spark at cylinder 1 is not executed during ignition event #1 . In this case it is possible to use output offset parameter to "move" the first ignition event in the ignition outputs table .
In the configuration on the left the ignition order is 1-3-
4-2 , for output offset equal to 1 the ignition order will be
3-4-2-1 , for output offset equal to 2 the firing order will be 4-2-1-3 , and so on.
Example of connecting the ignition coils to the EMU device
EMU
G8
G16
G9
B16
G17
G24
B24
Connection of 4 passive ignition coils
+12V
15A
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+12V
15A
EMU
G8
G16
G9
B16
G17
G24
B24
Sample of connection of 4 passive coils using ignition module
In case of active coils or using ignition modules, there is a chance to connect two coils or module inputs to one ignition output in order to do wasted spark ignition.
Ignition event trims
Ignition event trims table defines ignition angle correction for each ignition event. Using this table you can adjust ignition timing for each cylinder on an individual basis.
Soft rev limiter
The ignition soft rev limiter offers a smoother method for limiting engine RPM when compared to the fuel cut RPM limiter. In order to function properly, the soft cut ignition limiter RPM must be set below the fuel cut based limiter (Fuelling / Fuel cut).
PARAMETER DESCRIPTION
Enable soft rev limiter Activates soft rev limiter
Rev limit Rev limier RPM
Control range
The range below rev limit RPM where the spark cut occurs. In this range the value of Spark cut percent and Ignition retard are interpolated (see the picture below the table)
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Spark cut percent
Ignition retard
Maximum percentage of cut spark at rev limit RPM. If this value is too small the soft rev limiter will not be able to limit the RPM
The ignition angle retard in the Control range area. This parameter can be used to soften the rev limiter and protect the engine against knock during RPM limit
Interpolation of spark cut value in the control range region
Coil dwell time
Coil dwell table defines how long the ignition coil will be energized as a function of battery voltage.
The lower the battery voltage, the longer time is required to energize the coil. Dwell times that are too short will lead to weak spark and misfires. Dwell times that are too long will lead to overheating the coils.
To create the Coil dwell table you are advised to use the Coils dwell wizard or use the coil manufacturer datasheet.
Coil dwell correction
Coil dwell correction table is used to correct coil dwell time as a function of RPM. It is common to increase dwell time at low RPM to improve combustion efficiency. Due to the low RPM, coil thermal stress doesn't increase substantially.
Ignition vs CLT correction
Igntion vs CLT table defines ignition angle correction as a function of engine coolant temperature.
When active idle control via ignition timing is used, it references the Idle ign. vs CLT table .
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Ignition vs IAT correction
Ignition va IAT table defines the correction of ignition angle as a function of intake air temperature .
TPS vs MAP correction
TPS vs MAP correction table defines the ignition angle correction as a function of throttle position and manifold absolute pressure.
Ignition angle table 1 i 2
Ignition angle table is the main table used for ignition angle advance. The resolution of this table is
0.5 degrees. Positive values indicate a spark angle before TDC, negative values mean the spark angle after TDC.
Important !
The values of ignition angle table are correct only when the configuration of the base ignition angles (primary and secondary triggers) are correct!
The final ignition angle is calculated in the following way:
Angle = IGN(load,rpm) + CYLCorr(cyl) + IATCorr + CLTCorr + KSCorr + IDLECorr + LCCorr
+ Nitro(load, rpm) + TPSvsMAP(tps, MAP)
PARAMETERS
IGN(load,rpm)
CYLCorr(cyl)
DESCRIPTION
Ignition angle from the Ignition table
Per cylinder ignition angle trim from Ignition event trims table
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IATCorr
CLTCorr
KSCorr
IDLECorr
LCCorr
Nitro(load,rpm)
TPSvsMAP(tps,MAP)
Ignition correction based on intake air temperature defined in I gnition vs IAT table
Ignition correction based on intake air temperature defined in Ignition vs CLT table
Ignition angle correction connected to knock action
Ignition angle correction connected to idle control strategy
Ignition angle correction of Launch control strategy
Ignition angle correction based on Nitrous ignition mod.
table
Ignition angle correction based on Ignition TPS vs MAP corr.
table
Page 82
CONFIGURATION OF ENGINE START PARAMETERS
Settings in the parameter group Engine Start are used in the start-up phase of the engine.
Parameters
The Engine start parameters menu defines parameters like ignition angle, injectors configuration and other important parameters related to the engine cranking phase.
The Cranking fuel table defines the injector opening time as a function of engine coolant temperature. In addition, the Fuel TPS scale table defines the injector opening time correction as a function of throttle position. Using this table, an anti flood strategy can be enabled.
PARAMETER
Enable prime pulse
Batch all injectors
Cranking threshold
Engine stall rev. limit
Cranking ign. angle
Use injectors cal.
DESCRIPTION
This parameter enables a single fuel dose when the engine is cranked, but before synchronization has been achieved. This function can improve engine starting. The injector opening time during prime pulse is defined in Prime pulse table
When this parameter is checked all injectors squirt together at every ignition event
If the engine RPM is higher than Cranking threshold value, the EMU will change state from Cranking to Afterstart and the fuel dose will be calculated based on the VE table
The engine RPM below which the EMU stops executing ignition and fuel injection
Ignition angle during cranking
This option enables battery correction of injectors opening time from tables Prime pulse and C ranking fuel. The battery calibration table is defined in Fueling injectors cal. table
Page 83
Cranking fuel 1 & 2
Cranking fuel table is used to define the injectors opening time during engine start up (cranking).
This time depends on engine coolant temperature and should be higher for lower engine temperatures. There are two cranking fuel tables that can be switched using Other / Tables Switch functionality or these tables can be interpolated as a function of ethanol content. More information about 2D tables and keyboard shortcuts can be found in 2D Tables section.
ATTENTION !
Excessive amounts of cranking fuel may lead to engine flooding. Due to this fact it is advised to start with lower values and increase them until the engine starts easily.
Fuel TPS scale
Fuel TPS scale table is used to scale the injector pulsewidth during engine cranking as a function of throttle position.
Prime pulse
Prime pulse table is used to define a single fuel injection event when the Primary trigger sensor signal is first recognized. To enable this feature, Enable prime pulse option should be checked in
Engine start / parameters.
Time corrections
Time corrections table is used to scale injectors pulse width during engine cranking as a function of cranking time. This feature can be useful to avoid engine flooding if the engine doesn't start immediately after engaging the starter.
Page 84
ENRICHMENTS
Afterstart enrichment
Afterstart enrichment function enables a fuel dose enrichment for a set number of engine cycles after engine start. Values in the table define the initial enrichment rate. With every engine cycle after start this value decreases linearly to zero. Initial enrichment value as a function of engine temperature can be set in
ASE table .
Enrichment (%)
Start enrichment
ASE
Duration
Engine's cycles
Warmup table
Warmup enrichment compensates for poor fuel vaporization in low temperatures. Enrichment should be set to 100% (no enrichment) at normal operating temperature. To protect engine from overheating, fuel dose can be enriched in excessively high temperature range. Additional fuel vaporization will help to cool the engine.
Acceleration enrichment
During sudden acceleration (fast throttle opening), engine air flow increases rapidly and causes a temporary "lean" condition. To compensate for this, Acceleration Enrichment is used. Its calculation is based on throttle opening speed (dTPS), actual throttle angle (TPS), current engine RPM and temperature.
Acc enrich. = dTPS rate(dTps) * RPM Factor(rpm) * TPS Factor(tps) * CLT Factor(clt)
PARAMETER dTPS Threshold
Sustain rate
Enrichment limit
DESCRIPTION
Minimal dTPS value to apply Acceleration Enrichment. This feature used to filter out minor changes in TPS value caused by electrical noise.
Percentage of enrichment sustained to next engine cycle. A higher value here results in longer lasting enrichment.
Maximum enrichment value allowable. This value is used to trim enrichment independently of enrichment calculation.
Page 85
The following 2D tables are connected with the function of Acceleration enrichment .
Acc. DTPS Rate
Defines percentage of enrichment as a function of throttle opening speed (dTPS). The faster the opening speed, the larger the enrichment should be.
Acc. TPS Factor
Defines how enrichment value will be scaled as a function of throttle opening angle. Enrichment should be scaled down during changes at larger throttle angles (near wide open throttle).
Acc. RPM Factor
Defines how acceleration fuel enrichment will be scaled as a function of engine RPM. Enrichment should be higher at low engine RPM.
Acc. CLT Factor
Defines how acceleration fuel enrichment will be scaled as a function of engine RPM. Enrichment should be higher at low engine RPM.
Page 86
CONFIGURATION OF OUTPUTS PARAMETERS
Fuel pump
Fuel pump options determine which output is used to control the fuel pump relay and its control parameters.
PARAMETER
After start activity
Output
Invert output
DESCRIPTION
Specifies how long the fuel pump will run after the device is powered on (time in seconds). This time must be long enough to allow the pump to build nominal pressure in the fuel line
Device output to which the fuel pump relay is connected
Invert the output state. Can be used to test the operation of the fuel pump relay
Relay and 10-20A fuse must be used for proper fuel pump wiring.
EMU
+12V +12V
30 86
G21
87 85
15A
G17
G24
B24
M
Example of the fuel pump relay wiring diagram
Page 87
Coolant fan
Coolant fan options determine which output is used to control the radiator fan relay and its control parameters.
PARAMETER DESCRIPTION
Activation temperature Cooling fan turn-on temperature
Hysteresis
Output
Hysteresis which defines how many degrees the coolant temperature must fall below the Activation temperature to turn off the cooling fan
Device output to which the coolant fan relay is connected
Invert output
Turn off during cranking
Reversal of output state. Can be used to test the operation of the coolant fan
This option allows to turn off coolant fan during cranking
Relay and appropriate fuse must be used for proper radiator fan wiring.
EMU
+12V +12V
30 86
87 85
G21
20A
G17
G24
B24
M
Example of the radiator fan relay wiring diagram
Page 88
Tacho output
Tacho output function is used to control electronic tachometers. Based on engine speed, the EMU generates a square wave signal with a frequency proportional to the crankshaft speed. The tachometer should be connected to AUX 4 which is equipped with a 10K pullup resistor connected to + 12V. If any other output than AUX 4 is used, an external pullup resistor must be used.
PARAMETER
Output
RPM Multiplier
DESCRIPTION
Device output to which the tachometer is connected
The value of the output frequency scaling that matches tachometer indication to the engine speed
EMU
G12
G17
G24
B24
Example of the tachometer wiring diagram
Page 89
Speedometer output
Speedometer Output function is used to operate an electronic speedometer. On the basis of vehicle speed, it generates a square wave signal with a frequency proportional to the vehicle speed. The speedometer can be connected to one of the outputs for Stepper motor or free
INJECTOR / AUX.
PARAMETER
Output
VSS Multiplier
DESCRIPTION
Device output to which the speedometer is connected
The value of the output frequency scaling, which allows to match speedometer indication to the vehicle speed
EMU
G10
G17
G24
B24
Example of the speedometer wiring diagram
Main Relay
Main relay configuration defines which output is used to connect the main relay. This relay is responsible for switching voltage of +12V to a relay that powers devices such as injectors, ignition coils, solenoids etc.
PARAMETER
Main relay output
Invert output
DESCRIPTION
Device output to which the main relay is connected
Reversal of output state. Can be used to test the operation of the main relay
Page 90
Param. output
Parametric output strategy can be used to perform specific functions like alternator control, electric pumps, electric blow off valve, variable intake manifold length etc.
Parametric Output 1 has 3 conditions that control the state of the output, the other parametric outputs have only 2 conditions. These conditions can be combined with logical operators OR /
AND.
PARAMETER DESCRIPTION
Output
Invert output
Variable #X type
Variable #X operator
Variable #X value
Device output to control with the parametric output strategy
Reversal of output state
The first condition variable: RPM, MAP, TPS, IAT, CTL, VSS, analog input voltage Analog In#, Oil pressure, Oil temperature, Fuel pressure, battery voltage
Mathematical operator of the condition to change the state of the output: GREATER THAN , LOWER THAN , EQUAL OR GREATER
THAN, LOWER THAN OR EQUAL
The value on which the output depends (unit depends on the variable type )
Variable #X hysteresis Hysteresis limit value at which it will return to its original state
Logical operator 1 Option adds next condition with logical operator "OR" "AND"
Enable cycling
Cycling on time
Cycling off time
Cycle once
Turns cyclic operation
The time for which the output will be active
The time for which the output is not active
Option turn of cycling after one cycle
Page 91
PWM #1
The PWM #1 output is used to control an external solenoid with a predefined frequency and duty cycle (DC) defined in 3D PWM table .
PARAMETER DESCRIPTION
Output
Frequency
Device output used for solenoid
The frequency of the PWM signal
Disable output if no RPM This option allows to disable PWM output during cranking
ATTENTION !
In the case of solenoid valves with high current consumption and high frequency operation, use an external flyback diode.
EMU
G12
+12V
G17
G24
B24
Example of the solenoid wiring diagram
Page 92
Honda CLT dash output
Honda CLT dash function is used to generate coolant temperature signal from EMU to the electronic indicator on the dashboard of the Honda S2000.
PARAMETER
Enable
Output
DESCRIPTION
Enable signal generation
Output to which indicator is connected
CLT Freq. output
The Clt freq. output function is used to generate a signal with a frequency dependent on the coolant temperature. Frequency for a given temperature is defined on the Clt freq. Output table.
This function is used to provide a signal that can be read by some models of instrument clusters.
PARAMETER
Output
DESCRIPTION
Output to which indicator is connected
PWM#1 CLT scale
PWM#1 CLT scale table scales the value of duty for PWM #1 from a table dependent on coolant temperature. This feature allows you to generate a signal for coolant temperature indicator or a water pump controlled by a PWM signal. This table is used by PWM Output #1 function.
Page 93
CONFIGURATION OF IDLE PARAMETERS
Idle parameters
Idle parameters are used to configure engine idle control options. A valve that regulates engine air flow during idle is the base device of idle control system. Base map for idle tuning is Idle Ref table which defines base opening of idle control device with relation to engine coolant temperature
(CLT). With lower Coolant Temperature , higher air flow is needed to keep engine RPM at required level. Ignition angle modification is an effective method of idle RPM stabilization. It can be implemented with PID controller or with simple table defining angle modification as a function of
RPM Error (Idle ign. corr). RPM Error is a difference between current engine RPM and target RPM defined in I dle Target RPM . Information about current idle control state (active or not) and controller parameters can be found in Log group idle .
ON/OFF – such valve has only two conditions: on and off. It is always a by-pass. Valves of such type occur in old cars and it is a rarely used solution.
EMU
G12
+12V
G17
G24
B24
Sample wiring diagram of On/Off solenoid
Page 94
PWM
– valve with the possibility of the smooth change of opening through the modulation of impulses’ width. It is always a by-pass. Usually the increase of the duty cycle causes the increase of the amount of air flowing through the valve. In case of valves controlled by high frequency (e.g.,
Bosch 0280 140 512) you should use the external flyback diode.
EMU
G12
G17
G24
B24
+12
V
Sample connection of PWM valve with flyback diode
Stepper motor
– valve, which performing element is the stepper motor. It only requires the power supply during the change of the stepper motor position.
EMU
G3
G2
G10
G11
G17
G24
B24
Sample connection of bipolar stepper motor
Page 95
Unipolar stepper motor - valve, which performing element is the unipolar stepper motor. It only requires the power supply during the change of the stepper motor position
EMU
G3
G2
+12V
+12V
G10
G11
G17
G24
B24
Sample connection of unipolar stepper motor
3 Wire PWM – valve using two windings (e.g., Bosch 0280 140 505). When it is not powered, it is in the middle position. Depending on which winding is powered, the valve will get more closed or opened.
+12V
EMU
G1
2
G12
+12V
G13
G4
G1
7
G17
G24
B24
G2
4
+12V
DBW – idle control is performed by electronic throttle. In this case the Idle ref table sets the throttle position by scaling of DBW Idle Range parameter.
Ignition cut - idle is controlled by regulating executed spark percent with Idle ign. cut table .
Page 96
PARAMETER
Idle valve type
Frequency
Stepper steps range
DESCRIPTION
On/Off - the simplest valve which is opened when engine is cold and closed after warm-up.
PWM - valve which increases air flow with Duty Cycle of PWM controlling signal.
Stepper - bipolar stepper motor ( 4 wire ),
3 Wire PWM - PWM valve with two coils,
Unipolar stepper - unipolar stepper motor ( 6 wire),
DBW - idle control implemented with Drive By Wire electronic throttle.
Ignition cut - idle is controlled by regulating executed spark percent with Idle ign. cut table
PWM frequency for idle valve or stepping signal frequency for stepper motor
Stepper motor range defined in number of steps. Stepper motor is calibrated with each EMU startup
Reverse
In case of PWM valve, checking this function inverts Duty Cycle of signal. When stepper motor is used, stepper rotation direction is reversed
Output used to drive the PWM valve Idle PWM output
Idle PWM output #2 Output used to drive second wiring of two-coil valve ( 3 Wire PWM )
Idle control max RPM RPM limit reached to disable idle control
Afterstart RPM increase
Afterstart duration
Defines target idle RPM increase during after-start period
Idle On if TPS below
Duration of after-start period with increased idle RPM
Idle control is activated when Throttle Position Sensor signal drops below this value
Idle Off is TPS over
Increase idle above
VSS
VSS idle increase value
DC during cranking
Idle control is deactivated when Throttle Position Sensor signal rises above this value
Defines minimum Vehicle Speed to activate increased idle RPM function
Amount of idle RPM increase implemented when Vehicle Speed exceeds Increase idle above VSS parameter.
Defines idle device Duty Cycle for engine cranking. In case of stepper motor, stepper position is calculated as DC * Stepper steps range. In case of Drive By Wire, idle throttle opening angle is calculated as DC *
Page 97
Idle valve min DC
Idle valve max DC
Idle corr. analog input
DBW Idle range
Minimum allowed signal Duty Cycle for PWM valve
Maximum allowed signal Duty Cycle for PWM valve
Defines which analog input is used to read and calculate correction value for idle device Duty Cycle. Correction value is defined in Analog in corr. table
PID control
Idle PID control parameters are used to configure idle RPM PID regulator. Regulator is designed to keep engine RPM at level defined in Idle Target RPM table. Regulation is based on values from
Idle Ref table . Is is possible to use simplified regulator based on DC error correction map.
Information about idle control state (active or not) and controller parameters can be found in Log group idle.
ATTENTION !
F ine tuned VE table in idle range is a groundwork for idle tuning.
PARAMETER
Enable PID control kP kI kD
Integral limit +
Integral limit -
Max feedback +
Max feedback -
Deadband RPM
DESCRIPTION
Activates PID regulator for idle control
PID regulator proportional term coefficient
PID regulator integral term coefficient
PID regulator derivative term coefficient
PID regulator positive integral windup limit
PID regulator negative integral windup limit
Maximum positive regulator influence on Duty Cycle value
Maximum negative regulator influence on Duty Cycle value
Minimum RPM error to start idle correction. When RPM is lower than entered value, PID regulator is inactive.
Page 98
Ignition control
Idle ignition control function is used to control idle RPM by ignition angle modification. Advance of ignition angle leads to increase of RPM, retardation lowers RPM. Ignition control regulates ignition angle to achieve engine RPM defined in Idle target rpm table. Idle control state (active or not) and current controller parameters can be checked in Log group idle.
PARAMETER DESCRIPTION
Enable ignition control Activates idle control by ignition angle strategy
Use correction table
Max ignition advance
When checked, ignition angle is controlled by Idle ign. corr.
table as a function of RPM Error instead of being controlled with PID controller.
Defines maximum allowed ignition advance for PID controller. Not used when Idle ign. corr. table is active.
Max ignition retard
Ignition angle change rate
Defines maximum allowed ignition retardation for PID controller. Not used when Idle ign. corr.
table is active.
Defines how often ignition angle is changed. Value entered here is number of engine cycles for one degree ignition angle change. Not used when Idle ign. corr.
table is active.
Idle target RPM
Idle target RPM table is used to define target engine idle RPM as a function of engine Coolant
Temperature (CLT). Table is active only when one of following idle strategies is active: PID control ,
DC error correction or Ignition control .
Idle ref. table
Idle ref table is used to define base idle valve Duty Cycle as a function of engine Coolant
Temperature (CLT) when Idle Control is active. Values from table have different meaning in case of different idle control devices. When PWM valve is used, DC of valve is defined. In case of stepper motor, stepper position is calculated as DC * Stepper steps range. In case of Drive By Wire , idle throttle opening angle is calculated as DC * DBW Idle range. When On/Off valve is used or idle control is implemented with Ignition cut , Idle ref table is not used.
Page 99
Idle ign. correction
Idle ign. correction is used to define ignition angle correction as a function of RPM error (difference between current RPM and target RPM). Target RPM can be set in Idle Target RPM table. Idle control by ignition angle change is activated in Idle ignition control options.
Idle RPM ref
Idle RPM ref table is used to define idle valve Duty Cycle as a function of engine RPM. Values from the table are executed only when Idle control is not active.
Idle IGN cut
Idle ign. cut table is used to define ignition event cut percent as a function RPM error (difference between current RPM and target RPM). Target RPM can be set in Idle Target RPM table. Idle control by ignition cut is activated in Idle parameters by setting Idle valve type as Ignition cut.
Idle IGN vs CLT
Idle ign. vs CLT is used to correct ignition angle as a function of engine Coolant Temperature
(CLT). Function is only active when idle RPM's are being controlled ( Idle control active ).
Analog in corr.
Analog in correction table is used to regulate Duty Cycle of idle valve in relation to analog input voltage. Function can be useful to manually change idle with potentiometer. Analog input to be used is set up in Idle parameters ( Idle corr. analog input ).
DC error correction
DC error correction table is used to set idle valve Duty Cycle correction as a function of RPM error
(difference between current RPM and target RPM). Target RPM can be set in Idle Target RPM table.
Page 100
CONFIGURATION OF KNOCK SENSORS PARAMETERS
EMU has the ability to work with common knock sensors and to take appropriate corrective actions when knock is detected. Common correction strategies are to enrich the fuel dose and to retard ignition timing. The EMU employs advanced knock processors designed for use with flat response
(wideband) knock sensors. Flat response knock sensors are able to capture much more information than older style sensors, and advanced filtering and processing is performed by the
EMU in order to better detect knock. Connection for two-wire sensors is shown below. One-wire sensors do not need a ground wire as the body of the sensor is grounded by mounting to the engine block.
EMU
Out
B2
B18
KS
GND
Knock sensor sample connection
ATTENTION !
Knock sensors must be connected with shielded cables. Shielding must be connected to ground on only one end.
Sensor parameters
PARAMETER
Knock frequency
Gain
DESCRIPTION
The engine knock characteristic frequency used to configure the band-pass filter. This characteristic is different for every engine. It can be approximated with the following equation:
Knock frequency (kHz) = 1800/(Pi * D)
Where D is cylinder diameter in millimeters
Knock sensor signal gain should be adjusted so that the Knock sensor value parameter doesn't exceed 3V across the full RPM range during normal combustion
Page 101
Integrator
Time constant of signal integrator.
-Higher value gives better immunity to noise and lowers Knock sensor value parameter. Too high a value can cause light engine knock to be filtered out.
-Lower values increases engine knocking sensitivity but it also increases susceptibility to noise. This yields a higher Knock sensor value parameter
It's advised to set values between 100µs and 200µs
Sampling
Sampling parameters allows you to configure when the knock sensor signal is processed by the
EMU. To reduce interference from noise, the knock sensor signal is only processed during the defined Knock window . The knock window represents the area where engine knock is most likely to occur. Because it is possible to install more than one knock sensor, it is necessary to configure which knock sensor channel should be processed for each ignition event.
PARAMETER
Knock window start
DESCRIPTION
Crankshaft rotation angle after TDC when Knock window
Knock window duration
Knock window length in crankshaft rotation degrees
Ignition event X knock input
Assign a knock sensor channel to ignition event X starts
Engine noise
Engine noise 2D table is used to define noise level of normal engine operation across the whole
RPM range. If Knock sensor value exceeds Engine noise from table, it is interpreted as engine knocking. This difference is named Knock Level . Higher Knock Level means more severe engine knock.
Page 102
Knock action
Action menu allows you to define which actions should be taken when knock is detected. The knock level is equal to Knock sensor value - Knock Engine Noise .
PARAMETER
Active
Min RPM
Max RPM
DESCRIPTION
Activates engine knock protection
Minimal engine RPM for the system to be active
Maximum engine RPM for the system to be active
Fuel enrich rate Percent of air fuel mixture enrichment for every 1V of Knock level parameter
Max fuel enrich Maximum allowed mixture enrichment
Ignition retard
rate
Max ignition
retard
Ignition angle retardation for every 1V of
Maximum allowed ignition retardation
Knock level parameter
Restore rate
Number of engine revolutions counted from last engine knock detected to restore 1% of fuel enrichment and 1 degree of ignition retard
Page 103
FLEX FUEL SENSOR
A FlexFuel sensor measures the ethanol content of the fuel as it passes through the fuel system.
Information about ethanol content can be utilized by the ECUMASTER EMU to adjust the fuel dose, ignition advance, or boost pressure. The EMU supports GM/Continental frequency sensors.
EMU
+12V
B6
CAM#2 or VSS Input FF
Sensor
The FlexFuel sensor should be connected to the CAM#2 input or to VSS input if the CAM#2 input is used for a camshaft position sensor. To activate the FlexFuel sensor, the Enable FlexFuel parameter should be checked and Table switch mode should be set to FlexFuel blend in options menu Other/Tables switch .
Parameters
PARAMETER
Enable FlexFuel
Sensor input
Maximum TPS to read sensor
Blend VE tables
Blend IGN tables
Blend AFR tables
Blend Boost tables
Blend fuel when cranking tables
Blend ASE tables
Blend warmup tables
FUNCTION
Activates FlexFuel sensor support
Defines EMU input used for FlexFuel sensor ( CAM#2 or VSS )
Maximum throttle position under which the ethanol content will be read from the sensor (clamps the ethanol content signal at high throttle inputs)
Activate blending between VE #1 and VE #2 table s
Activate blending between IGN #1 and IGN #2 table s
Activate blending between AFR #1 and AFR #2 table s
Activate blending between Boost DC Ref #1 and Boost DC Ref #2 , and Boost target #1 and Boost target #2 tables
Activate blending between Cranking fuel #1 and Cranking fuel #2 tables
Activate blending between ASE #1 i ASE #2 tables ( afterstart enrichment )
Activate blending between Warmup tbl. #1 and Warmup tbl. #2
Page 104
Enable temp. correction Activate fuel dose correction in function of fuel temperature
If the frequency of the FlexFuel sensor is greater or equal Error frequency , the sensor is not working correctly. In such cases the
Error frequency check engine light can be enabled ( Check engine ) and the value from
Fail safe Ethanol content
Fail safe temperature the Fail safe Ethanol content parameter is used
The fail safe value of ethanol content in the case of FlexFuel sensor failure
The fail safe value of fuel temperature in the case of FlexFuel sensor failure
Sensor calibration
Sensor calibration table is used to define fuel ethanol content as a function of FlexFuel sensor signal frequency. For GM/Continental sensors, ethanol content at 50Hz is 0% and 100% at 150Hz.
Tables blend
Interpolation between tables based on ethanol content is available for the flowing maps: VE, IGN,
AFR, Boost, Crank fuel, ASE . The blending factor between the tables is defined with corresponding blending table (eg. VE Blend for VE table). The final value is calculated as follow::
Value = Tbl1[] * Blending% + Tbl2[] * (100% - Blending%)
Page 105
VVT – Variable Valve Timing
Typical variable valve timing system is based on PWM controlled solenoid that regulates the oil pressure applied to an actuator to adjust the camshaft position.
EMU
G12
+12V
G17
G24
B24
Sample connection of single PWM VVT control solenoid
PARAMETER DESCRIPTION
CAM Offset
This parameter is used for camshaft starting position calibration.
The correct value should be chosen to make
Cam #1 angle
log channel equal to 0 deg, when the solenoid is not powered
Max. retard / advance
Maxim allowable value to retard / advance the camshaft position
Control type
VVTi -
control of camshaft position is based on one solenoid.
Dependant of control signal DC (duty cycle) camshaft position can be advance or retard.
Double Vanos
- the control of camshaft position is based on two solenoids. Each solenoid is responsible for moving the camshaft position in one direction
Solenoid output #1
Output used for camshaft control solenoid (
VVT)
or one of the
Double Vanos
solenoids
Solenoid output #2
Output used for second camshaft control solenoid of the
Double
Vanos
system
Output frequency
The frequency of signal controlling solenoid
Steady pos DC
In the case of VVT system based on one camshaft control
Page 106
Max DC
Min DC
Higher DC
Min coolant temp
Min RPM kP kI kD
Integral limit
Deadband
solenoid this value define the DC when the camshaft position is stable. In practice this value defines when the camshaft changes its movement direction.
In
Double Vanos
system this value should be 50%
Maximum allowable DC value of camshaft control solenoid
Minimum allowable DC value of camshaft control solenoid
Increase cam angle
- increasing signal DC increases the value of cam shaft position
Decrease cam angle
- decreasing signal DC increases the value of cam shaft position
The minimum coolant temperature value that allows camshaft position control
The minimum RPM value that allows camshaft position control
Proportional gain of PID controller
Integral gain of PID controller
Derivative gain of PID controller
Prevents the integral term from accumulating above this limit
The neutral zone where no DC change is performed
Double Vanos
By default Double VVT solenoids (Vanos) are controlled by +12V (High side). The EMU controls solenoids by switching them to the ground (Low side). In this case it is required to change direction of diodes that are built in into solenoid connectors or solenoids module.
EMU G12
+12V
G4
G17
G24
B24
+12V
+12V
Sample connection of double solenoid VVT
Page 107
VTEC
VTEC control parameters are used for controlling variable timing and lift of the valves using on/off type solenoid. There is an option to automatic switch tables when the solenoid state changes. To do this in parameters Tables Switch/Table switch mode option VTEC Switch must be enabled.
Activation of VTEC control solenoid can be defined by two non-continuous areas, in ranges of
RPM, TPS and intake manifold pressure (MAP).
PARAMETER
VTEC Output
Invert output
RPM Min/Max
RPM Hist.
MAP Min/Max
MAP Hist
TPS Min / Max
TPS Hist
VSS Min
VSS Hist
DESCRIPTION
The EMU output used for VTEC control solenoid
Inverting the output state
The range of RPM that is used for activation of VTEC control solenoid
RPM range hysteresis
The range of MAP sensor values that is used for activation of VTEC control solenoid
MAP range hysteresis
The range of throttle position that is used for activation of VTEC control solenoid
TPS range hysteresis
The minimum vehicle speed for activation of VTEC control solenoid
Speed hysteresis
Page 108
Boost control
Boost contro l strategy allows for electronic boost pressure control. Boost pressure can be adjusted as a function of exhaust gas temperature, air temperature or vehicle speed. Boost control has two sets of 3D tables to permit switchable boost sets. These tables can be changed by a switch connected to one of the analog inputs of the EMU.
EMU
G12
+12V
G17
G24
B24
Sample connection of boost control solenoid
Parameters
PARAMETER DESCRIPTION
Enable boost control Activation of boost control
Boost control Type
Solenoid output
Invert output
Solenoid frequency
Solenoid min DC
Activation of the PID controller for boost correction for closed loop feedback. You may also correct boost pressure using the DC error correction table (open loop control)
Output to which boost control solenoid is connected
Reversal of output state
Operating frequency of the boost control solenoid
Minimum duty cycle of the boost control solenoid
Solenoid max DC Maximum duty cycle of the boost control solenoid
Disable output under The pressure under which the solenoid is not powered
Boost switch input Analog input used to switch the boost map
Page 109
Open loop control strategy
Open loop control allows you to control the boost pressure without PID. This strategy uses Boost
DC re map and does not use the Boost target table.
Closed loop control strategy
Closed loop control bases on PID control. The EMU will aim to obtain boost pressure defined in
Boost target table by reducing or increasing the duty cycle from the Boost DC ref map. Another strategy to use in the closed loop operation is to use the Boost DC error correction table which allows you to correct the value from the Boost DC ref table as a function of current boost error.
PID Parameters
Boost PID parameters are used to configure PID terms of the boost control strategy. The PID controller works only when Closed Loop option is turned on.
PARAMETER kP, kI, kD
Integral limit +
Feedback + / -
DESCRIPTION
Proportional gain (kP), integral gain (kI), and derivative gain (kD) of PID controller
The maximum saturation of the integral term (positive and negative)
The maximum value ( "+" and "-"), by which the controller can change
DC of solenoid defined in the Boost DC ref table
Gear scale
Gear scale table is used to define the scaling of boost pressure as a function of current gear. When open loop boost control is used, the duty cycle value of the DC Ref table is scaled. When closed loop control is used, both the DC Ref and Boost target tables are scaled.
EGT, VSS, IAT scale
Scale tables are used for scaling the boost pressure as a function of EGT, VSS or IAT. When boost control is used with open loop control , the duty cycle value of DC Ref table is scaled. For closed loop control both DC Ref table and Boost target table are scaled.
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DC Ref table
Boost DC reference table defines the duty cycle of the boost control solenoid as a function of throttle position and engine RPM. If closed loop control is enabled, boost pressure will maintain a defined boost target.
Boost target table
Boost target table defines boost pressure as a function of throttle position and engine RPM.
Depending on settings, the feedback loop can be defined by PID controller or Boost DC error corr table. For proper boost control, the Boost DC ref table must be created first.
Boost error correction
Boost DC error correction table corrects the boost control solenoid duty cycle as a function of boost pressure error (the difference between actual and target pressure). This table works with open and closed loop control strategy.
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DBW
ATTENTION !
The functions associated with operating the electronic throttle are only for testing stationary engines (generators, test benches, engine dynometers). For safety reasons, do not use the electronic throttle service on the road !!!!
In order to use the electronic throttle (DBW) you need an additional control unit. DBW Module
(driver) which controls the engine throttle based on the control signal from the EMU. The module input is connected to one of the EMU outputs (injector, AUX, stepper). The electronic throttle is equipped with two potentiometers that determine the current percentage of its opening. The second potentiometer (POT INV) produces an inverse signal from the primary potentiometer (POT)
The sum of the two voltage signals will always remain 5V. If irregularities are detected the throttle is automatically closed in transition to safe mode. This DBW safety function will be disabled if only one potentiometer is connected.
The diagram shows how to connect the module DBW, EMU and the electronic throttle
Terminal
A
B
C
D
E
F
DBW MODULE CONNECTORS DESCRIPTION
Description
+12V after ignition fuse 7.5A!
Power ground
EMU ground
Input Signal (Connect to Injector, AUX or Stepper Motor)
Motor -
Motor +
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Table
P table defines proportional gain of PID controller in function of current throttle position and position error (the difference between target and current position).
I Table
I table defines integral gain of PID controller in function of current throttle position error (the difference between target and current position).
D Table
D table defines derivative gain of PID controller in function of current throttle position delta error
(the difference between current and previous throttle position error).
Stiction
The friction table define the force against the throttle spring in function of the current throttle position.
Characteristic
Characteristic table defines how the accelerator pedal position (TPS) is mapped into electronic throttle position.
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TRACTION CONTROL
Traction control strategy allows engine torque to be reduced in the case of wheel slip. Wheel slip is detected based on engine RPM increase. For the traction control strategy to work correctly a VSS sensor or gear sensor is required. In addition to gear detection, a rotary switch (or potentiometer) should be installed. The rotary switch is used for traction control sensitivity control.
The main variable used in traction control strategy is the value of TC dRPM RAW . This value equals the current change in engine RPM . When the TC dRPM RAW is too high for a given gear, wheel slip is occurring and torque reduction should be performed. The torque reduction is performed by cutting spark events. The Traction control/Gear Scale table is used to define the different torque transfer for each gear. In addition the sensitivity of traction control can be adjusted by rotary switch or potentiometer and is defined with Adj. scale table.
The torque reduction is defined in Traction control/Torque reduction 3D table. The Y axis value ( TC
Delta RPM ) is calculated as follow:
TC DELTA RPM = TC dRPM RAW * Gear Scale[Current gear] * Adj.
Scale[Switch pos]
PARAMETER
Enable TC
Disable if second table set
After gear cut disable
DESCRIPTION
Activation of
This option allows to disable traction control when the second tables set is active
Traction Control
The time after Gear Cut strategy strategy is activated , when the Traction time Control is not active
The time base for dRPM Raw integrator. The lower value the lower
Sensitivity dRPM Raw value
Adjustment switch input
Analog input that potentiometer or rotary switch is connected to control TC sensitivity
TC active output The output used for traction control activity indication
Minim speed to activate The minimal vehicle speed to activate traction control strategy
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Gear scale
Gear scale table defines how to scale TC Delta RPM RAW depending on current gear. The lower the gear, the value in the table should also be lower. The value of 100% means no scale of TC
Delta RPM RAW.
Adjust scale
Adjust scale table is used to define how the TC Delta RPM RAW value should be scaled depending on rotary switch / potentiometer position. The value of 0% means no traction control.
The discrete positions of rotary switch / potentiometer are defined in Traction control / Adjust scale calibration table.
Adj. cal.
Adjust scale calibration table is used to define the voltage for each discreet position (1-10) of rotary switch or potentiometer. More information about TC can be found in Traction control section.
Torque reduction
Torque reduction table is used to define torque reduction in function of load and TC Delta RPM value. The value of 0% means no torque reduction (no spark event to be skipped), 100% means no torque (all spark events skipped).
WARNING !
Torque reduction is performed by spark cutting and may lead to catalytic converter damage or destruction.
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OTHER
Tables switch
Tables switch options are used to define how the tables will be change. The tables that can be switched have suffix #1 and #2. Tables can be change via switch or automatically when the VTEC option is activated. There is also an option to interpolate between tables based on external signal such as fuel ethanol content from FlexFuel sensor readings. In the case of boost tables switching it is defined in Boost/Parameters options.
Information about current table set can be found on the application status bar ( TBL SET) .
PARAMETER
Tables switch mode
Tables switch input
Switch VE table
Switch IGN table
Switch AFR table
Switch CAM #1 table
Switch CAM #2 table
Switch cranking fuel
Switch warmup enrichment
DESCRIPTION
Do not switch tables - table switch function is disabled
Switch with user input - switching tables using switch connected to one of the EMU inputs
VTEC Switch - automatic switch when the VTEC solenoid is activated
FlexFuel blend - dual tables are used for interpolation based on
FlexFuel configuration
The EMU input used for tables switch. More information about switches can be found in User switches section
Activation of switching VE tables
Activation of switching IGN tables
Activation of switching AFR tables
Activation of switching VVTi tables for CAM #1
Activation of switching VVTi tables for CAM #2
Activation of switching Cranking fuel tables
Activation of switching Warmup enrichment tables
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Protection
Password protection is used to protect access to the EMU device. The password is required to access any data and log. In the case of missing password it is possible to restore device to factory defaults, however all information will be lost.
PARAMETER DESCRIPTION
Enable password protection Activate password protection
Copyrights The string with author information
The string with email address or phone number to allow contact
Contact info
Password with password owner
The password
Oil pressure cut
Oil pressure cut strategy is used for engine protection in case of low oil pressure during engine work. If the oil pressure for given RPM is lower than defined the engine will shut off. The minimal oil pressure for given RPM is defined in the Oil Pressure Cut table.
PARAMETER DESCRIPTION
Oil pressure cut enable Activation of oil pressure protection strategy
The time after engine start up when the function is not active (time
Oil pressure start delay required to build up oil pressure by the oil pump)
The allowable time during the oil pressure is lower than the pressure defined in Oil Pressure Cut table . After this time the Oil pressure cut delay engine will shut off
Oil pressure restart time The time required to start the engine again
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Check engine
Check engine function is used to indicate possible sensor failures detected by EMU device.
PARAMETER DESCRIPTION
Check engine light output
Invert output
Report failure of WBO sensor
Report failure of IAT sensor
Report failure of CLT sensor
Report failure of MAP sensor
Output used for indication device (LED, bulb, buzzer, etc.)
Invert output state (can be used to test indicator)
Oxygen sensor circuit malfunction
Intake air temperature sensor (IAT) circuit malfunction
Report failure of EGT1 sensor
Report failure of EGT2 sensor
Report EGT alarm
Coolant temperature sensor (CLT) circuit malfunction
Manifold absolute pressure sensor (MAP) circuit malfunction
Exhaust gas temperature sensor #1 circuit malfunction
Exhaust gas temperature sensor #2 circuit malfunction
Excessive exhaust gas temperature
Report knocking Knock sensor alert
Report failure of FlexFuel senosr FlexFuel sensor circuit malfunction
Report failure of DBW
Report fuel pressure failure
Electronic throttle circuit malfunction
Fuel pressure alert
EGT Alarm
EGT function is used to indicate overrun of defined exhaust gas temperature. In the case of two sensors it is possible to define which sensor should be used for alarm function. There is also an option to indicate temperature overrun using check engine light. To activate this feature in options
Check Engine/Report EGT alarm should be checked.
PARAMETR
Alarm type
Alarm output
Invert output
EGT temperature
DESCRIPTION
Selection of EGT sensor(s) that should be used for alarm
The output for indicator device (LED, buzzer, etc.).
In the case of using Check Engine / Report EGT alarm option, this output could be unassigned
Inverting of output state (could be used for testing output)
The alarm temperature limit
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Engine protection
Engine protection strategy is used to protect the engine by limiting the maximum RPM when the specific conditions are met.
PARAMETER
Enable over temp. rev limit
High temperature limit
Rev. limiter
Soft rev. limiter
Enable low temp. rev limit
Low temperature limit
Rev. limiter
Soft rev. limiter
DESCRIPTION
Over-temperature engine protection. When CLT temperature is higher than defined the new rev limit is used
Temperature limit to activate protection function
Fuel cut based rev limiter when the temperature is above the limit
Soft rev limiter (spark cut based) when the temperature is above the limit
Cold engine protection. When CLT temperature is lower than defined the new rev limit is used
Temperature limit to activate protection function
Fuel cut based rev limiter when the temperature is below the limit
Soft rev limiter (spark cut based) when the temperature is below the limit
Debug functions
Debug functions parameters are used to analyze PID controllers. To analyst a particular PID controller PID debug option must be selected in options. The controller data is then available for analysis in the following log channels: Debug PID P Term, Debug PID I Term, Debug PID D Term .
PARAMETER
PID Debug option
DESCRIPTION
PID controller to be analyzed
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Dyno
Dyno parameters are used to set up road dyno parameters ( Dyno ). The accuracy of the generated power curve will largely depend on the preciseness of the values entered.
PARAMETER
Coefficient of drag
Frontal area
Car mass
RPM Ratio
Filter power
Aero correction
Show AFR
Show MAP
Show IAT
Min RPM
Max RPM
DESCRIPTION
Coefficient of drag can be found in technical documentation of the car as a Cx value
The frontal area of the car
The weight of the car (with driver, fuel, etc.)
Ratio between RPM and vehicle speed in km/h multiplied by 100
RPMratio = (Speed / RPM) * 100
The coefficient of digital filter used to smooth power and torque curve.
The higher value the more filtering will be applied
If this parameter is checked the aerodynamics of the car (parameters
Coefficient of drag and Frontal area ) are used for power and torque calculations
Shows AFR curve on the dyno graph
Shows MAP curve on the dyno graph
Shows IAT curve on the dyno graph
Minimal RPM on the dyno graph
Maximal RPM on the dyno graph
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DYNO TOOL
ATTENTION !
The dyno tool is used for estimation of engine power (at the wheels) and to analyze boost pressure, AFR, and IAT as functions of engine RPM
To generate estimated power and torque graphs, test runs must be made on a flat road. During the test run only one gear should be used. The higher gear the better (more data). During the test run, no wheel slip is allowed. To create a dyno plot, highlight the section of the graph log to be analyzed as shown below.
Selected area will be used for dyno graph generation
To generate the dyno graph, right click on the highlighted area (context menu will appear), and choose option Create Dyno Graph. To get accurate data on the dyno graph, vehicle information should be entered in Other/Dyno parameters window. On the graph below you will see power, torque, MAP, AFR and IAT curves
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EXT. PORT
Extension port is used for EMU communication with additional modules like the BlueTooth , CAN-
BUS module and racing Dashboards. The extension port is compatible with RS232 serial communication. With the BlueTooth module connected to the extension port it is possible to use an Android application to display gauges on a tablet or phone. Sport dashboards such as
RaceTechnology or AIM with serial input can be connected directly to the extension port. For
Dashboards utilizing CAN-BUS protocol, you may connect the CAN-BUS module to the extension port.
EXTENSION PORT PINOUT DESCRIPTION
1 - RXD
2 - TXD
3 - +3,3V
4 - GROUND
5 - +5V
CAN-BUS MODULE PORT DESCRIPTION
1 - CAN L
2 - EXT ANALOG #1
3 - EXT ANALOG #2
4 - EXT ANALOG #3
5 - CAN H
6 - EXT ANALOG #4
PARAMETER
Device
DESCRIPTION
AIM Dashboard - AIM protocol support. Use this protocol for AIM dashboards or Android dashboard applications compatible with AIM protocol
Race Technology Dashboard - Race Technology protocol support. It allows direct communication to the Race Technology dashboards and dataloggers.
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ECUMASTER Serial Protocol - ECUMASTER serial protocol allows to connect Android based dashboard application.
CAN-Bus speed
Send EMU data over
CAN-Bus
CAN-Bus Dashboard
CAN-Bus - this device type should be selected for CAN-BUS module support
Always reset EMU device after selecting new device protocol!
Speed of the CAN-BUS
This option allows to send ECUMASTER EMU data over CAN-BUS
Select supported Dashboard to send compatible data over CAN-BUS
DASHBOARD
BMW E46
BMW E46 M3
CITROEN C2
VOLKSWAGEN
FORD FIESTA MK7
LOTUS
MOTEC M800 set 1
HALTECH E8 E11v2
PECTEL SQ 6
BMW Z4
MAZDA RX8
SUPPORTED FUNCTIONS
RPM, CLT, check engine light, Drive by wire error, overheat light, oil temperature, alternator light
RPM, CLT, check engine light, Drive by wire error, overheat light, shift light (limit must be set in Shift Light EMU options), oil
Temperature, alternator light
RPM, vehicle speed, enable power steering, enable heater blower
RPM
RPM, vehicle speed, check engine light, low oil pressure light, alternator light, overheat light, enable power steering, enable heater blower
RPM, water temperature, vehicle speed, check engine light, low oil pressure light, shift light (limit must be set in Shift Light EMU options), fuel level
RPM, TPS, MAP, IAT, CLT, lambda 1, fuel temp., fuel pressure, oil temp., oil pressure, EGT 1, EGT 2, VBAT, ECU temp., vehicle speed
RPM, VSS, oil temp., oil pressure, fuel pressure, VBAT, TPS, MAP,
IAT, EGT1, lambda, ign. angle, gear, injectors DC
RPM, VSS, oil temp., oil pressure, fuel pressure, VBAT, TPS, MAP,
IAT, EGT1, EGT2, lambda, ign. angle, gear, injectors DC, ECU Temp
RPM, Oil pressure light, Oil temperature or CLT if the oil temp. sensor is not connected, alternator light, Check engine light
RPM, vehicle speed, check engine light, CLT, Oil pressure light, alternator light
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APPENDIX 1 – the list of available log channels
LOG CHANNEL DESCRIPTION
Acc. Enrichment
Acc. Enrichment PW
Current value (%) of acceleration enrichment
Current value (in ms) of additional injector pulse width due to acceleration enrichment
Acc. Ignition
Correction
AFR
Current Ignition angle correction due to acceleration enrichment
AFR Target
Current AFR value
Current AFR target (only available when EGO feedback function is active)
Afterstart Enrichment Current value of Afterstart enrichment
ALS Active
ALS fuel correction
Information about activation of Anti lag (ALS)
When Anti lag (ALS) is active, this value represents the fuel dose enrichment in % from ALS fuel correction table
ALS ignition angle
ALS spark cut
Analog #1
Analog #2
Analog #3
Analog #4
BARO
BARO Correction
Battery voltage
Boost Correction
When Anti lag (ALS) is active, this value represents current ignition angle from ALS ignition table
When Anti lag (ALS) is active, this value represents current spark cut percent from ALS spark cut table
The voltage of signal connected to Analog In #1
The voltage of signal connected to Analog In #2
The voltage of signal connected to Analog In #3
The voltage of signal connected to Analog In #4
Barometric pressure value
The correction of fuel dose (in %) resulting from barometric pressure based on Barometric correction table
Vehicle battery voltage
Boost correction (of Boost target when using Closed loop control or
DC when using Open loop control) resulting from correction tables
VSS, IAT, EGT
Boost DC Current value of DC (duty cycle) of boost control solenoid
Boost DC error corr.
The value of boost DC correction resulting from DC error correction
Boost DC From Table
The value of DC (duty cycle) of boost control solenoid from Boost DC table
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Boost DC PID
Correction
Boost Table set
Boost Target
The value of correction of DC of boost control solenoid resulting from
PID control ( Closed loop control )
Current boost tables set
The final value of boost target for closed loop control (PID) or DC error correction table
Boost Target From
Table
The value of boost target from Boost target table (before corrections)
Cam #2 signal present Information about presence of signal pulses on CAM#2 input
Cam signal present Information about presence of signal pulses on Secondary trigger input
Cam sync trigger tooth
This value indicates the primary trigger tooth where synchronization of the cam trigger occurs
CAM1 angle
CAM2 angle
CAN EGT #1
CAN EGT #2
CAN EGT #3
CAN EGT #4
CAM1 angle target
CAM1 valve DC
CAM2 valve DC
CAN Analog #1
CAN Analog #2
CAN Analog #3
CAN Analog #4
CAM2 angle target
The CAM1 angle (in degrees) in terms of crankshaft position. This value is connected to the variable valve timing control (VVT)
The CAM1 angle target (in degrees) in terms of crankshaft position.
This value is defined in CAM#1 Angle target
The DC of the solenoid controlling variable valve timing for camshaft
#1 ( CAM1 )
The CAM2 angle (in degrees) in terms of crankshaft position. This value is connected to the variable valve timing control (VVT)
The CAM2 angle target (in degrees) in terms of crankshaft position.
This value is defined in CAM#2 Angle target
The DC of the solenoid controlling variable valve timing for camshaft
#2 ( CAM2 )
The voltage from CAN module analog #1 input
The voltage from CAN module analog #2 input
The voltage from CAN module analog #3 input
The voltage from CAN module analog #4 input
The temperature of EGT #1 sensor connected to external EGT2CAN controller
The temperature of EGT #2 sensor connected to external EGT2CAN controller
The temperature of EGT #3 sensor connected to external EGT2CAN controller
The temperature of EGT #4 sensor connected to external EGT2CAN
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CAN EGT #5
CAN EGT #6
CAN EGT #7
CAN EGT #8
CAN-Bus State
Check engine code
CLT
CLT Ignition Trim
DBW delta error
DBW error controller
The temperature of EGT #5 sensor connected to external EGT2CAN controller
The temperature of EGT #6 sensor connected to external EGT2CAN controller
The temperature of EGT #7 sensor connected to external EGT2CAN controller
The temperature of EGT #8 sensor connected to external EGT2CAN controller
Current state of CAN BUS module
BUS OK - the CAN module and CAN BUS are working correctly
MODULE DISCONNECTED - CAN module is not connected to the external port
BUS ERROR - CAN bus error (wrong speed or connection)
Current engine error code:
NONE - no errors
CLT - CLT sensor error, the CLT value is taken from Fail safe settings
IAT - IAT sensor error, the IAT value is taken from Fail safe settings
MAP - MAP sensor error, the MAP value is taken from Fail safe settings
WBO - wideband oxygen sensor error
EGT1 - EGT #1 sensor disconnected or broken
EGT2 - EGT #2 sensor disconnected or broken
EGT ALARM - EGT too high (defined in EGT Alarm )
KNOCK - knock is detected
FF SENSOR - Flex Fuel disconnected or broken
DBW - drive by wire connection / control error
FPR - fuel pressure error
The temperature of coolant temperature
The ignition advance correction in function of coolant temperature resulting from Ignition vs CLT table
The difference between current and previous error resulting from commanded and current throttle position ( DBW error - Prev DBW error )
The difference between current and commanded electronic throttle
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DBW Out. DC
DBW pos
DBW pot error
DBW target
Debug PID D Term
Debug PID I Term position
The DC value of signal controlling the electronic throttle module
Current electronic throttle position
The error resulting from the sum of the voltage from both potentiometers of electronic throttle
Required position of the electronic throttle
The value of D term of PID controller. To debug specified PID controller you should select the appropriate channel in Debug functions
The value of I term of PID controller. To debug specified PID controller you should select the appropriate channel in Debug functions
Debug PID P Term
Dwell Error
Dwell Time
ECU Reset
The value of P term of PID controller. To debug specified PID controller you should select the appropriate channel in Debug functions
The difference between required and executed dwell time
Required dwell time
ECU State
Information about EMU device reset
Current state of EMU device:
INACTIVE - there are no calculations connected to fuel dose and ignition advance
CRANKING - in this state the fuel dose is based on Cranking fuel table , and ignition advance is defined as Cranking ignition angle
AFTERSTART - the engine is working, Warmup enrichment is active
RUNNING - the engine is working normally
The temperature of EMU device
Correction of fuel dose resulting from EGO Feedback strategy
ECU Temperature
EGO Correction
EGT #1
EGT #2
FF Blend Boost
FF Blend Cranking
The temperature of EGT sensor #1
The temperature of EGT sensor #2
Executed sparks count The number of executed ignition events
FF Blend AFR
FF Blend ASE
The blending percent between AFR tables resulting from fuel ethanol content according to Flex Fuel AFR Blend table
The blending percent between ASE tables resulting from fuel ethanol content according to Flex Fuel ASE Blend table
The blending percent between Boost tables resulting from fuel ethanol content according to Flex Fuel Boost Blend table
The blending percent between Cranking Fuel tables resulting from fuel
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Fuel
FF Blend IGN
FF Blend VE
FF Blend Warmup
The blending percent between Warmup tables resulting from fuel ethanol content according to Flex Fuel Warmup Blend table
Fuel ethanol content according to Flex Fuel sensor readings FF Ethanol content
FF Fuel Temp
FF Fuel Temp
Correction
Fuel temperature according to Flex Fuel sensor readings
Fuel dose correction resulting from fuel temperature according to Flex
Fuel temp. corr table
FF Sensor frequency The frequency of signal from Flex Fuel sensor
Flat Shift Active Information about activation of Flat Shift strategy
Flat Shift Fuel Cut
Flat Shift Ign. Cut
Fuel Cut
Fuel level
Fuel pressure
Fuel pressure delta ethanol content according to Flex Fuel Crank Fuel Blend table
The blending percent between Ignition angle tables resulting from fuel ethanol content according to Flex Fuel IGN Blend table
The blending percent between VE tables resulting from fuel ethanol content according to Flex Fuel VE Blend table
Information about fuel cut performed by Flat Shift strategy
Information about ignition cut preformed by Flat Shift strategy
Information about fuel cut
The fuel level according to Fuel level cal.
The fuel pressure according to table
Fuel press. cal.
table
The difference between fuel pressure and current manifold absolute pressure (MAP)
Fuel pressure delta correction
Gear
Gear Ratio
IAT
IAT Correction
IAT Ignition Trim
Idle Control Active
Idle Ign. Correction
Idle ign. cut percent
Idle Motor Step
Fuel dose correction resulting from
Current gear
Quotient of vehicle speed (
Intake air temperature ( IAT
VSS
)
DFPR Corr
) and engine
The fuel dose correction according to
. table
RPM
Fuelling IAT correction table
The value of ignition angle correction as a function of intake air temperature, according to Ignition VS IAT table
Information about activation of idle control
The value of ignition angle correction according to Idle ignition control strategy
Current cut spark percent according to Idle ign. cut strategy
Current position of stepper motor
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Idle PID DC Correction DC correction according to idle control PID controller
Idle Target The RPM target value according to Idle RPM target table
Idle Valve DC
Duty cycle of signal controlling idle control solenoid. In the case of stepper motor or electronic throttle this value defines percent of defined step range or the range of electronic throttle opening ( idle range)
Ignition From Table
Igntion Angle
Injector 1 trim
Injector 2 trim
The value of ignition angle advance according from
Current ignition angle advance
Fuel dose correction of injector connected to
Fuel dose correction of injector connected to
Ignition angle injector output #1 injector output #2 table
Injector 3 trim
Injector 4 trim
Injector 5 trim
Injector 6 trim
Injectors cal. time
Fuel dose correction of injector connected to
Fuel dose correction of injector connected to
Fuel dose correction of injector connected to
Fuel dose correction of injector connected to injector output #3 injector output #4 injector output #5 injector output #6
The time required to open the injector according to the Injectors cal. table
The percentage of time the injectors are switched on
The final injectors opening time in ms
Injectors DC
Injectors PW
Knock Action Fuel
Enrich
Knock Action Ign.
Retard
Fuel dose correction resulting from Knock action
Ignition angle correction resulting form strategy
Knock action strategy
Knock Engine Noise The value of "engine noise" according to Knock engine noise table
Knock ignition event Indication of ignition event(s) causing knocking
Knock Level
The current level of knocking ( Knock sensor value - Knock engine noise )
Knock Sensor value The voltage from the knock sensor
Lambda Lambda value from wide band oxygen sensor
LC Active
LC Fuel Enrichment
Information about activation of Launch control
Fuel dose enrichment resulting from
strategy
Launch control strategy
LC Ign. Retard
MAP
MUX switch state
Ignition angle correction resulting from Launch control strategy
Manifold absolute pressure value (MAP)
Information about state of MUX Switch
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Nitrous Active
Nitrous fuel scale
Nitrous ign. mod.
None
Oil pressure
Oil temperature
Overdwell
Param. Output #1
Param. Output #2
Information about activation of Nitrous control
Fuel dose correction resulting from Nitrous strategy according to
Nitrous Fuel Scale table
Ignition angle correction resulting from Nitrous strategy according to
Nitrous ignition mod. table
Disable displaying log channel on the graph log
Oil pressure value according to
The state of
Oil pressure cal.
Oil temperature value according
Parametric output #2 table
Oil temperature cal. table
Information about ignition coil overdwell (DC >= 100%)
The state of Parametric output #1
Param. Output #3
Param. Output #4
Pit limiter active
Pit Limiter torque reduction
The state of
The state of
Parametric output #3
Parametric output #4
Information about activation of Pit limiter
Torque reduction (in %) resulting from
strategy
Pit limiter strategy
PWM #1 DC Duty cycle of PWM#1 output
Rolling anti lag active Information about activation of Rolling anti lag strategy
Rolling anti lag ign. retard
RPM 2nd engine
The ignition angle resulting from Rolling anti lag
Rolling anti lag target The target RPM acquired for Rolling anti lag
RPM Engine speed strategy
The RPM of the second engine transmitted by ECUMASTER serial protocol
Shift Light On
Spark cut percent
Tables set
TC dRPM
TC adjust pos
Information about output state of Shift light
Information about current spark cut percent
Information about current selected table set
Position of sensitivity switch used by Traction control strategy
TC dRPM Raw
TC Torq. Reduction
TPS
Corrected value of delta RPM used by Traction control strategy
The value of delta RPM (how fast the RPM increases) used by
Traction control strategy
Torque reduction (in %) resulting from Traction control strategy
Current throttle position
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TPS Rate
TPS Voltage
Trigger error
Trigger sync status
Throttle position change rate
Voltage value from TPS sensor
Information about trigger errors connected to primary or/and secondary trigger
Information about state of ignition system
NO SYNC – no synchronization
SYNCHRONISING – trying to synchronize
SYNCHRONISED – ignition system synchronized
VE
Vehicle Speed
VSS Frequency
VTEC Active
The value of VE according to VE table
The vehicle speed based on signal from VSS sensor
The frequency of signal from VSS sensor
Information about activation of VTEC strategy
Warmup enrichment Fuel dose enrichment according to Warmup enrichment table
WBO Heater DC Duty cycle of WBO heater control signal
WBO IP Meas.
WBO IP Norm.
Measure IP value of wide band oxygen sensor
Normalized IP value of wide band oxygen sensor
WBO RI
WBO VS
The RI value of wide band oxygen sensor
The VS value of wide band oxygen sensor
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Key features
- Advanced software for precise engine control
- Wide range of inputs and outputs for connecting to sensors and actuators
- Built-in data logging and analysis tools
- Support for multiple fuel injection and ignition systems
- Expandable with additional modules for even more functionality
