STAG -4 QBOX BASIC, PLUS, -4 QNEXT PLUS, -300 QMAX PLUS LPG controller Controller User Manual

Controller User Manual
67R-01 4903
110R-00 4904
10R-03 6616
(information contained in this manual is also available
in the diagnostics software help system and at the www.ac.com.pl website)
ver. 1.7.4
2016-01-07
AC S.A. all rights reserved. Under penalty of law and/or liability claims it is forbidden to copy, publish, distribute, make available and/or use in any way all or any part of information contained
within this document, in particular photographs, drawings, illustrations, trademarks, etc.
Table of contents:
1. Controller installation ............................................................................................................ 4
1.1. Layout diagram STAG-4 QBOX BASIC ............................................................................................................. 4
1.2. Layout diagram STAG-4 QBOX PLUS .............................................................................................................. 5
1.3. Layout STAG-4 QNEXT PLUS .......................................................................................................................... 6
1.4. Layout STAG-300 QMAX PLUS ........................................................................................................................ 7
1.5. Wiring diagram for fuel level emulator FLE ....................................................................................................... 8
1.6. Wiring diagram for fuel pressure emulator FPE ................................................................................................ 9
1.7. Semi-sequential control ................................................................................................................................... 13
1.8. Full-group control ............................................................................................................................................. 13
1.9. Mounting the controller STAG-4 QBOX/QNEXT and STAG-300 QMAX PLUS .............................................. 13
1.10. Selection of pressure regulator ...................................................................................................................... 14
1.11. Selection of injector nozzles .......................................................................................................................... 14
2. The AC STAG diagnostic program ..................................................................................... 14
2.1. Controller-computer connection ...................................................................................................................... 14
2.2. AC STAG version ............................................................................................................................................ 17
2.3. Main menu ....................................................................................................................................................... 17
2.4. Controller Parameters ...................................................................................................................................... 19
2.5. Signals, ingectors. LED switchboard ............................................................................................................... 25
2.6. Auto-calibration ................................................................................................................................................ 27
2.7. Oscilloscope .................................................................................................................................................... 28
2.8. Errors ............................................................................................................................................................... 28
2.8.1.
Errors of the gas controller ..................................................................................................................... 29
2.8.2.
Gas controller message .......................................................................................................................... 31
2.8.3.
Errors the ECU ........................................................................................................................................ 32
2.9. Multiplier map .................................................................................................................................................. 33
2.9.1.
Multiplier matching .................................................................................................................................. 36
2.10. RPM correction map ...................................................................................................................................... 37
2.11. Petrol portion map ......................................................................................................................................... 38
2.12. Gas temperature correction map ................................................................................................................... 39
2.13. Reducer temperature correction map ............................................................................................................ 39
2.14. Gas pressure correction map ........................................................................................................................ 40
2.15. Petrol map „B” ................................................................................................................................................ 40
2.16. Petrol map „G” ............................................................................................................................................... 41
2.17. Map acquisition state ..................................................................................................................................... 41
2.18. Injection time deviation map .......................................................................................................................... 43
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2.19. MAP correction map (autoadaptation map) ................................................................................................... 43
2.20. OBDII/EOBD reader ...................................................................................................................................... 44
2.21. Digital recorder .............................................................................................................................................. 46
2.22. Assignment of gas injectors to banks ............................................................................................................ 46
2.23. Autoadaptacion .............................................................................................................................................. 48
2.23.1.
ISA3 mode .............................................................................................................................................. 48
2.23.2.
OBD mode .............................................................................................................................................. 49
2.24. Controller update ........................................................................................................................................... 51
3. STAG-4 QBOX/QNEXT/STAG-300 QMAX PLUS controller programming ....................... 51
3.1. Auto-calibration ................................................................................................................................................ 51
3.2. Collection of the petrol injection map with petrol (petrol map) ......................................................................... 51
3.3. Collection of the petrol injection map with LPG (LPG map) ............................................................................ 52
3.4. Checking if maps match, verification of deviations .......................................................................................... 52
3.5. Controller manual setting ................................................................................................................................. 52
3.6. LPG temperature correction ............................................................................................................................ 53
3.7. Intelligent gas level indicator............................................................................................................................ 53
4. LED switchboard operation and acoustic signals (User Manual) .................................... 55
4.1. LED-300 switchboard ...................................................................................................................................... 55
4.2. LED-300/401B and LED-401 switchboard ....................................................................................................... 56
4.3. Automatic calibration of LPG level indicator .................................................................................................... 56
4.4. Acoustic signals ............................................................................................................................................... 57
4.5. Emergency start on gas ................................................................................................................................... 57
5. Technical specifications...................................................................................................... 58
6. Warranty, restrictions, exclusions...................................................................................... 58
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3
1. Controller installation
1.1. Layout diagram STAG-4 QBOX BASIC
Fig. 1 STAG-4 QBOX BASIC controller installation layout diagram
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1.2. Layout diagram STAG-4 QBOX PLUS
Fig. 2 STAG-4 QBOX PLUS controller installation layout diagram.
Fig. 2a Wiring diagram for STAG-4 QBOX / QNEXT / QMAX PLUS connection to OBD interface.
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1.3. Layout STAG-4 QNEXT PLUS
Fig. 3 STAG-4 QNEXT PLUS controller installation layout diagram.
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1.4. Layout STAG-300 QMAX PLUS
Fig. 4 STAG-300 QMAX PLUS controller installation layout diagram.
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1.5. Wiring diagram for fuel level emulator FLE
Fig. 5 Wiring diagram for fuel level emulator FLE connection to STAG-4 QBOX PLUS.
Fig. 6 Wiring diagram for fuel level emulator FLE connection to STAG-4 QNEXT PLUS.
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Fig. 7 Wiring diagram for fuel level emulator FLE connection to STAG-300 QMAX PLUS.
1.6. Wiring diagram for fuel pressure emulator FPE
Fig. 8 Wiring diagram for fuel pressure emulator FPE connection to STAG-300 QMAX PLUS.
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Tab. 1 Table of versions
VOLVO S40
Engi
ne
Year of
manufac
ture
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
B
20
white-black
Fuel pump control signal
A
91
white-blue
Fuel pressure sensor signal
B
21
white-black
Fuel pump control signal
A
89
white-blue
Fuel pressure sensor signal
Signal
ECM location
2005
2.5T
2006
÷
2011
VOLVO S60
Engi
ne
Year of
manufac
ture
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
B
47
yellow
A
2
green-grey
Signal
ECM location
2.5T
Fuel pump control signal
2004
÷
2009
Fuel pressure sensor signal
VOLVO S60 R
Engi
ne
Year of
manufac
ture
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
B
47
yellow
A
2
green-grey
Signal
ECM location
2.5T
Fuel pump control signal
2004
÷
2009
Fuel pressure sensor signal
VOLVO S80
Engi
ne
Year of
manufac
ture
2004
÷
2006
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
B
47
yellow
A
2
green-grey
B
21
yellow-orange
A
89
blue-brown
Signal
Fuel pump control signal
ECM location
Fuel pressure sensor signal
2.5T
2007
÷
2011
Fuel pump control signal
Fuel pressure sensor signal
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within this document, in particular photographs, drawings, illustrations, trademarks, etc
10
VOLVO V70
Engi
ne
Year of
manufac
ture
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
B
21
yellow-orange
A
89
blue-brown
Signal
ECM location
2.5T
Fuel pump control signal
2007
÷
2011
Fuel pressure sensor signal
VOLVO XC60
Engi
ne
Year of
manufac
ture
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
B
21
yellow-orange
A
71
blue-red
Signal
ECM location
3.0T
3.2T
Fuel pump control signal
2009
÷
2010
Fuel pressure sensor signal
VOLVO XC70
Engi
ne
Year of
manufac
ture
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
2004
÷
2007
B
47
yellow
A
2
green-grey
2007
÷
2011
B
21
yellow-orange
A
89
blue-brown
Signal
Fuel pump control signal
ECM location
Fuel pressure sensor signal
2.5T
Fuel pump control signal
Fuel pressure sensor signal
VOLVO XC90
Engi
ne
2.5T
3.2
Year of
manufac
ture
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
B
47
yellow
A
2
green-grey
B
21
yellow
A
71
green-grey
B
20
yellow
A
71
blue
Signal
Fuel pump control signal
ECM location
2004
÷
2011
Fuel pressure sensor signal
Fuel pump control signal
ECM location
2007
÷
2011
Fuel pressure sensor signal
ECM location
4.4
Fuel pump control signal
2007
÷
2011
Fuel pressure sensor signal
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within this document, in particular photographs, drawings, illustrations, trademarks, etc
11
JAGUAR X-TYPE
Engi
ne
Year of
manufac
ture
Petrol ECM harness
Pin No.
Wire colour
Installation notes
Signal
ECM location
2.5
3.0
27
brown
73
blue
Fuel pump control signal
2003
÷
2004
Fuel pressure sensor signal
View of the pins in the connector of the petrol controller.
LAND ROVER SUPERCHARGED
Engi
ne
Year of
manufac
ture
Petrol ECM harness
Installation notes
Conne
ctor
Pin
No.
Wire colour
B
20
green-orange
A
71
blue
Signal
ECM location
4.2
Fuel pump control signal
2007
Fuel pressure sensor signal
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1.7. Semi-sequential control
Fig. 9 Semi-sequential control layout diagram
1.8. Full-group control
Fig. 3 Full-group control layout diagram
1.9. Mounting the controller STAG-4 QBOX/QNEXT and STAG-300 QMAX PLUS
STAG-4 QBOX/QNEXT, STAG-300 QMAX PLUS controller must not be installed in a place exposed
to high temperatures and/or damp.
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1.10. Selection of pressure regulator
Install the controller according to the layout show in Fig. 1 to Fig. 4. In a sequential injection system,
pay attention to select a pressure regulator properly matched to the given car engine power and
injector nozzles. A pressure regulator that is poorly matched to the car engine power will not be able to
provide sufficient supply of gas at large demand (fully open throttle) and to maintain nominal gas
pressure within the system. Should gas pressure drop below some preset low threshold, the controller
will automatically switch to petrol.
1.11. Selection of injector nozzles
Injector nozzles diameter must also be matched to the given car engine power, see the table below.
Power per cylinder is engine power divided by number of cylinders in the engine.
Nozzle diameter [mm]
reducer pressure 1 [bar]
1,7 - 1,8
1,9 - 2,2
2,3 - 2,5
2,6 - 2,8
2,9 - 3,0
3,1 - 3,2
Power per cylinder range [KM]
11 - 16
17 - 28
29 - 34
35 - 40
41 - 48
49 - 55
The above rough values may in some cases not correspond to actual values.
2. The AC STAG diagnostic program
2.1. Controller-computer connection
Using a RS, USB or Bluetooth NEXT link connect the vehicle-installed (STAG-4 QBOX
BASIC/QNEXT /STAG-300 QMAX PLUS) controller with a PC computer on which the Ac Stag
diagnostic program is to be run. Turn the vehicle ignition switch ON to supply the controller with power
before launching the program. This step is required since no communication with the controller is
possible while it is in sleep mode into which it is automatically turned about 10 minutes after its power
is disconnected. As soon as the program is started, the controller links with it (provided the correct
COM serial port is selected). Successful communication is confirmed by the „Status: No ignition
switch”, „Status: Waiting for gas”, „Status: Petrol” or „Status: Gas” message displayed at the bottom
left corner of the program screen. Parameters window and tabs are presented on figures 11 ÷ 14.
If you get the “Controller Error” message and “No connection” appears in the lower left corner of
the screen, select a different COM port from the Port menu at the top of the screen.
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Fig. 11 Parameters window (Car parameters)
Fig. 12 Parameters window (Gas controller settings)
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Fig. 13 Parameters window (Advanced settings)
Fig. 14 Parameters window (Car info)
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2.2. AC STAG version
After the diagnostic application startup, the version info is presented on its top bar;
the examples (figure 11-14) present version 0.17.11 / 0.18.11.
2.3. Main menu
The main menu consists of the following options:

Port – options may be used to select a COM port, set-up the communication link,
terminate communication with the controller

Window – options may be used to open program screens (such as: oscilloscope,
monitor parameters, monitor autoadaptation, reader OBD, digital recorder ) if they
have been closed

Language – options may be used to select user interface language version

Tools – option may be used to update hardware devices, setup program settings,

load store settings , store modified settings , restore default (factory) settings
Help – options may be used to display info on the program/the controller and
documentation (including this manual).
To bring up the About gas ECU window, select “Gas controller info” in the Help menu”.
Fig. 15 Gas controller info window.
The Gas controller info window Błąd! Nie można odnaleźć źródła odwołania.(Fig. 15) shows the
following parameters:
ECU working time:
 Fuel – working time of the controller using petrol listed in the following format: H –
hours, M – minutes, S – seconds.
 Since last connection – working time of the controller using petrol since its last
connection with a PC.
 Gas – total working time of the controller using LPG.
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

Since last connection – working time of the controller using LPG since its last
connection with a PC.
Service – Service Schedule. When the controller reaches the working time using
LPG set in this field, every time the ignition key is switched-off the controller will
produce an acoustic signal reminding of the inspection. Clearing the Inspection
Schedule is explained below.
To set the Service Schedule, click the
window will pop up (Fig. 16):
buton in the About gas ECU window. The following
Fig. 16 Service set window.
In that window you can set up the time to inspection. The time to inspection is computed on the
basis of the selected mileage, after which the inspection is to be carried out. Default conversion rate is
1h per 50 km, but you can modify it. In the example shown in the figure 1000 km and the 1 h per 50 km
conversion rate translate into 20 hours of operation to the nearest inspection. An alternative method of
inspection set-up is an option of "inspection by date", where the date of scheduled inspection is specified
instead of a mileage limit.
To clear the service schedule, select “Inactive”, in which case the controller will not monitor the
service schedule.
Selecting the option "LPG / CNG lock" prevent driving on the gas beyond the set time of the review.
Below the working times, the Controller Info lists the following types of registered events:
1. First PC connection – date of the first controller-PC connection.
2. First change of settings – date of the first modufication of the controller settings.
If these fields do not show dates but instead the „???” symbols, it means an
error occurred in the Controller Info. Time information has been lost and the
controller will start counting the times from the beginning.
3. Mod. date 1 ÷ Mod. date 5 – a list of controller settings modifications. From the
most recent ones till the oldest.
4. Clear errors – Time stamp showing when some controller error was cleared.
Each event is also accompanied by a “code” linked to the PC on which the modification was made.
Thus knowing the modification date as well as the PC code, it is easy to determine whether any
modifications have been performed by anyone else.
The bottom of this window shows additional information:
1. ECU S/N – the serial number of the controller.
2. Your PC code – The code of the PC on which the AcStag software is currently
used.
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2.4. Controller Parameters
The controller firmware version is shown at the bottom of the screen (Fig.11); Text presented on the
exemplary figure means he following:
STAG- 300-8 QMAX PLUS – controller model
2.4.0 - controller firmware version number
32.4.1 –controller version number
The Parameters window lists a number of parameters which need to be set individually for each
vehicle.
The Car parameters group contains:







Number of cylinders – numer of engine cylinders
Engine type – engine type, Standard – normally aspireted engine with no supercharger,
Turbo – supercharged engine, Valvetronic.
Source of RPM signal – engine speed signal source:
Ignition Coil: ignition coil (standard option). Set the number of cylinders per one coil
for correct data presentation.
Camshaft: timing belt sensor. This option is very useful in vehicles, in which
cylinders are switched off in the cut-off state and lack of ignition coil pulses might be
interpreted by the controller as zero engine speed.
CAUTION Use that option only with a digital sensor of the timing belt. Define
number of pulses per one engine revolution. Option active while a timing belt digital
sensor feeds engine speed pulses to the controller: specifies the number of pulses
per one engine revolution. Parameter value must be adjusted for correct engine
speed readings in the controller
Petrol injection pulses - In older cars the engine speed brown wires need not to be
connected since the controller can calculate current speed from injection pulses.
When RPM readings are disrupted (RPM changes significantly, but the engine
operation is stable), specify the minimum injection pulse time to ensure filtering the
extra-injection pulses and stabilize the RPM readings.
RPM signal – RPM signal source.
RPM detection threshold in Volts. Set the detection threshold to a value ensuring proper
revolutions reading from the controller. E.g. for impulses originating in a petrol engine
usually equal app. 5 [V], set the detection threshold to app. 2,5 [V]. For impulses
originating from the ignition coil, set the threshold to app. 7 [V].
Nissan Micra is an exception. Its computer ignition impulses equal app. 1,4 [V], in which
case the detection threshold needs to be set at app. 1,0 [V].
For some Renault Megan models, the detection setting needs to be set at app.10 [V]
RPM signal filter – Switching on (YES) and switching off (NO) of RPM signal filtration. In
case of cars from the U.S.A., correct reading of RPM value can be difficult, so this option
should be switched on. In other cases, it should be switched off.
Lambda sensor 1 – Available options:
- Voltage – standard voltage probe,
- UEGO – UEGO wide-band current probe,
- Sensor is not connected – no probe,
- Reverse voltage – reverse action voltage probe.
Lambda sensor 2 – Available options:
- Voltage – standard voltage probe
- Sensor is not connected – no probe,
- Reverse voltage – reverse action voltage probe.
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

Injection type – type of injection used in the car,
- Standard – standard indirect injection, petrol injectors with no current limit.
- Renix – indirect injection system, petrol injectors with “Renix” current limit.
Inj. Control type - type of petrol injectors control:
- Standard – standardowe sterowanie sekwencyjne
- Doubling – petrol injectors are controlled in pairs, i.e. 2 injectors are controlled from
a single channel in the petrol controller.
The Gas controller settings window lists the following groups of parameters:
Switch-over to gas – parameters related to switching from petrol to LPG.
 Fuel type – type of fuel in the LPG system (LPG or CNG).
 Switch-over threshold – engine rpm required for the controller to switch to LPG. For rpm
set to <700, the controller switches to LPG at idle run.
 Switch-over time – time after starting the engine when the controller can switch to LPG.
 Reducer filling time - delay between opening solenoid valve and gas injectors. The
function used to pre-fill the system with gas.
 Switch-over temp. – time after starting the engine when the controller can switch to LPG.
 Cylinder switch-over – time elapsing between the switching of subsequent cylinders.
E.g. with the setting at 200[ms] for a 4-cylinder engine, the switching from petrol to LPG or
LPG to petrol will take 4*200[ms]. This works regardless of whether the petrol injection
system is the so-called full sequence or not. Setting the switching time to 0 will result
in the switching from petrol to LPG or vice versa and turning on and off of the
solenoid valves without any delay.
 Fuel overlapping – activation results in single-time, simultaneous injection of gas and
petrol (pulse length configured to 5 ms) when fueling is switched to gas. The option
eliminates the problem with switching on fouled gas, which can be the case in systems
with long gas lines.
 Hot start – if checked, warm engine may be started directly from LPG. Check that option
also in vehicles equipped with the Start/Stop function, e.g. Fiats. The option is used if the
engine is started with the reducer temperature equal to or lower than the switching
temperature (but not lower than 20°C) and gas temperature not lower than 10°C.
 Switching to gas sound – checking the option will result in a beep upon switching to gas
fueling.
 At unloaded engine – if selected, switching to gas will be carried out under unloaded
engine conditions. This option can be useful when the injection sequence is changed to
mitigate fuel switching effects.
Petrol switch-over - parameters related to switching from petrol to LPG.






Min gas RPM – min rpm; when lower, the controller will switch over to petrol.
Max gas RPM – engine rpm; when higher, the controller will switch to petrol.
Pressure error delay – amount of time with the LPG pressure lower than minimal before
the controller switches to petrol and reports: “LPG pressure too low”.
Intelligent press. drop service – the function allows to utilize gas residues in the LPG
tank.
Min. gas temp. – min. LPG temperature; when lower, the controller will switch over to
petrol.
Max load on gas – the maximum load value in the LPG mode, above which the controller
switches to petrol. This option is very useful for the engines in the case of which petrol
injectors can be fully opened. In such a situation, the LPG controller can only open LPG
injectors permanently as well. However, corrections, e.g. resulting from changes in the
LPG pressure, will be no longer possible. The moment when petrol injectors are fully open
corresponds to the load value of 100 [%]. If petrol injectors become fully open, the “Max.
load on gas” parameter should be set to approximately 95 [%]. This will result in the
controller switching to petrol before full opening of LPG injectors.
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Calibration parameters – parameters related to controller calibration.



Operational pressure – LPG pressure at which the controller was calibrated. This setting
can be altered manually. However, each change of the operational LPG pressure
requires multiplier map calibration!!!
Minimum pressure – when the pressure is lower than minimum, the controller will switch
to petrol if the duration of min. pressure exceeds the Pressure error delay.
Gas temp. – gas temperature at which the controller was calibrated. It is impossible to
manually change this parameter.
Remaining parameters in the LPG Controller Settings group:

Gas injector type – type of the LPG injector. Changing the injector type requires reauto-calibration or multiplier map calibration!!!
Clicking the Gas Injectors Settings button
which the LPG injectors can be calibrated:
Fig. 17
Fig. 18
will open up the following window in
Gas injectors settings window
Automatic configuration of the injection sequence
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21
Fig. 19
Automatic bank assignment
Fig. 20
Gas injector flow test
Bank 1/2 – The option allows assignment of injectors to banks (available only in
controllers for 6-8 cylinders). See subsection 2.22.
Auto – automatic assignment of gas injectors to Banks 1 and 2.
Gas injectors corrections - Per cent correction of gas-air mixture injected by gas
injectors to each engine cylinder.
Test – automatic testing of the flow on individual gas injectors.
Injector opening correction – the window allows configuration of very precise,
absolute correction of gas injector. Unlike the percentage correction, it is constant and
not dependent on time. It is ideal for compensating differences in performance of
injection rails resulting from their mechanical properties.
The procedure: having auto-calibrated the controller, check petrol injection
times in individual engine cylinders. Turn one gas injector at a time to check cylinders,
in which the times differ after switching from petrol to LPG. If necessary, adjust per cent
correction factors so that the times do not change after switching to LPG.
WARNING!!! Use this option as a last resort, i.e. when sure that the installation
was performed properly, all mechanical issues have been eliminated and
injection times variations for given injectors are still present when using LPG. Do
not ever use injection strip-collector pipes of different lengths and then the
injectors’ calibration to accommodate this difference!!! Also never use this
option when the system is not in a perfect working condition or when some of its
elements have worn out.
Using this option in a manner not consistent with the above instructions may
result in damage to the car!!!
Injection sequence – Here you can freely configure the injection sequence (which
petrol injector is to control respective gas injector). In 4-cylinder controllers, the “180°”
button is used for quick switching of the injection sequence. This results in switching of
1:1,2:2,3:3,4:4 configuration to 1:3,2:1,3:4,4:2.
Configuration – automatic checks of the petrol injection sequence.
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22




Reducer temperature sensor – pressure regulator temperature sensor type selection.
Gas temp. sensor – gas temperature sensor type selection.
Extra-injection off threshold – petrol injection pulses shorter than the set value will be
ignored by the controller (gas injection pulses will not be generated for them).
Intelligent extra-injection handling – checking the option will result in leaning of the
post-injection pulses. It should be used for extra-injection pulses that are too long to omit
them with the option of “Extra-injection switch-off threshold”. For the option to perform
correctly, the injection pulses must not be the source of RPM signal.
In some Mazda cars, injection strategy varies from time to time to resemble semisequential injection, which may cause the effect of “jerking”. It is recommended to
activate the “Intelligent extra-injection handling” for such cars.
Parameters in the OBD group – settings of the connection between the controller with the onboard
diagnostic interface (available in STAG-4 QBOX/NEXT PLUS/ STAG-300 QMAX PLUS controller):
 Configuration – selecting the “OBD reader” option results in an attempt to connect to the
onboard diagnostic interface after each key switching, if the controller operates in Auto
mode.
 Interface type – Indicates OBD2/EOBD communication type available in the vehicle. The
default AUTO mode enables scanning and automatic selection of proper OBD interface. If,
despite of AUTO mode selected, no OBD communication can be established, an
appropriate interface type shall be selected individually.
The Advanced settings group offers the following options:
 Emergency starts – check to restrict the number of permitted emergency start-ups on
LPG and enter that limit into the “Allowed” textbox. The number of the start-ups already
done in the past is displayed in the “Performed” field. You can reset that counter using the
“Clear” button. Once the pre-set limit is exceeded you will not be able to start the engine
on LPG (in emergency mode).
 Injectors heating – check to enable warming up gas injectors when vehicle was parked a
longer time at freezing temperatures. Active procedure is marked with a red line displayed
on the oscilloscope screen and with blinking gas injector icon in the parameters monitor
window.
 Petrol portion – a set of options to allow automatic modification of petrol share map so
that: for rpm higher than the value set in the “minimum rpm” field and injection pulses
longer than the value set in the "minimum petrol injection time" field, gas injection will be
supported with petrol injection pulse equal to the value of the “petrol adding time” field.
 Pressure release – in the course of driving, when gas injectors are not controlled (e.g. in
the cut-off status), gas pressure in the gas controller may rise. If this option is on, when
pressure exceeds the set value (Switch-over threshold), the controller will start a
procedure to bring it down. The procedure is switched off when the pressure drops down
to 1.5 bar. Pulse frequency parameter controls the frequency of the injectors opening.
 Leaning on cold engine – the cold leaning option allows eliminating the effect of jerking
as a result of gas overflowing to the cold engine. The problem occurs in certain vehicle
models. If necessary, set the parameters as follows:
Max. engine temperature threshold should be close to the engine temperature, at
which jerking stops.
NOTE: Engine temperature threshold influences the time of function operation.
Always note if the ratio represents a rich fuel mixture for the warmed engine
under high load. Failure to follow this note may result in engine damage!
Max. rpm threshold should be set by experience so that there is no power drop under
maximum acceleration at higher rpm and there is a rich air-to-fuel mixture in open
loop conditions.
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23


Max. gas injection time is set when driving on cold engine so that sudden pressing of
the acceleration pedal does not cause jerking, while keeping the maximum dynamic
performance of the vehicle,
Switch off the solenoid – When selected, the gas solenoid valve is closed if ISA3
switches to petrol. The option is helpful when using a timing advance processor (TAP).
Fuel level emulator (FLE)1 – fuel level emulator installed in the petrol tank.
FLE-FC – emulator type designed for vehicles (mainly French models), in which float
resistance is kept within 0 – 600Ω.
FLE-JC – emulator type designed for vehicles (mainly Japanese models), in which
float resistance is kept within 10Ω - 550Ω.
Prior to selection of the emulation type, connect the controller to the float circuit
(figures 5÷7) using a dedicated harness, type W-EPP-1 (STAG-300 QMAX PLUS) or
W-EPP-2 (STAG-4 QBOX/QNEXT PLUS).
In the case of FLE-FC emulation, connect only the yellow line, without cutting
the float circuit.

Fuel pressure emulator (FPE)2 – this option activates the integrated petrol pressure
emulator, required for vehicles that generate fuel pressure errors when the engine is
fuelled by gas. In order to use the option, connect the controller to the petrol pressure
control circuits as shown on figure 8, according to recommendations presented in Table 1.
Next, perform emulator calibration (Figure 21). In order to initiate the procedure, press the
Start button and start the engine that has been warmed up earlier. The calibration is an
automatic process and takes about 3 minutes. Correct calibration will end with the
“Completed successfully” message.
Fig. 21 Calibration of the fuel pressure emulator

AUX output configuration3 – enables operating mode to be selected for universal control
output. This output can provide voltage close to that of the battery. Output current capacity
of 0.25A.
Possible configurations:
TAP CONTROL – If a TAP (timing advance processor) is installed in the vehicle. The
blue wire of the TAP harness should be connected to the AUX output.
FUEL PUMP CONTROL – If the autogas system contains a fuel pump cut-off relay.
SECOND SOLENOID VALVE CONTROL – the AUX output performs a role of the second
solenoid valve control.
1
This applies to new hardware versions of the controllers (STAG-300 QMAX PLUS, STAG-4 QNEXT PLUS,
STAG-4 QBOX PLUS from version 3/B0)
2
The function is present only in STAG-300 QMAX PLUS controllers
3
This applies to new hardware versions of the controllers (STAG-300 QMAX PLUS, STAG-4 QNEXT PLUS,
STAG-4 QBOX PLUS from version 3/B0)
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24
ACTIVE WHEN ENGINE IS RUNNING – the AUX output will be actuated if engine rpm
signals are detected.
ACTIVE WHEN PETROL IS USED – the AUX output will be actuated if the controller is in
the PETROL mode.
ACTIVE WHEN GAS IS USED – the AUX output will be actuated if the controller is in the
GAS mode.
In QBOX/QNEXT controller harnesses, the AUX output (pin 2L) is unassigned.


Pre-filling system – if the option is activated, turning the key switch will open the solenoid
shortly to prefill the system with gas.
Ignition switch signal connected 4 – This option can be unchecked to omit the ignition
switch signal connection. It is only allowed for vehicles, in which petrol injector fueling is
coupled with the ignition switch signal (fuelling of new petrol injectors is displayed upon
turning on the ignition switch and disappears when the ignition switch is turned off).
Otherwise, connect the ignition switch signal and keep the option active.
The Car info window lists the following groups of parameters:



Gas installation fitter – contact details of the installation of a gas fitter.
Car info – car data, which was mounted the gas installation.
Gas installation – general information about the components of the gas installation.
2.5. Signals, ingectors. LED switchboard
On the right side of the window there are the “Monitor” windows. The “Monitor” window shows the
following signals measured by the controller:
1. Gas pressure [bar] – LPG/CNG pressure value (the difference in the pressure regulator
pressure and the suction collector pressure)
2. MAP pressure [bar] – pressure inside the suction collector (absolute pressure value)
3. Injection time [ms] – petrol injection time
- P1 ÷ P8 – Petrol injection time for Injector 1 ÷ 8
4. Gas injection dose [ms] – Gas injection time
- G1 ÷ G8 – Gas injection time for Injector 1 ÷ 8
5. Gas temperature[°C] – LPG temperature at the pressure regulator output
6. Reducer temperature [°C] – liquid temperature at the reducer
7. Internal temperature [°C] – internal temperature in controller
8. Emulated engine temperature [°C] – estimated engine temperature
9. Lambda 1 voltage [V] – voltage at the lambda probe 1
10. Current type oxygen sensor 1 [mA] – current in the wide-band probe
11. Lambda 2 voltage [V] – voltage at the lambda probe 2
12. Battery [V] – voltage at the controller’s power supply
13. RPM [rpm] – engine revolutions
14. Engine load – current engine load value expressed in per cent.
4
This applies to new hardware versions of the controllers (STAG-300 QMAX PLUS, STAG-4 QNEXT PLUS,
STAG-4 QBOX PLUS from version 3/B0)
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25
All the above described signals are also visible on the oscilloscope. To turn off a given signal on the
oscilloscope, click on it. By clicking on the name of a given signal you can change its colour on the
oscilloscope.
Respective icons are displayed next to gas injectors. You can click any of the icons to disable/enable
gas injector represented by the icon (together with corresponding petrol injector). That way you can
easily diagnose mechanical failures of the injectors. The setting is temporary and deactivated
automatically after disconnection of the diagnostic application and cutting off the voltage with the key.
Top of the Monitor pane is occupied by LED switchboard. Depending on the type of controller and
selected switch, in can be presented in two versions presented on figures 22-23.
Fig. 4 Switchboard LED-300
Fig. 5 Switchboard LED-300/401B, LED-401
There is a button on the LED switchboard for changing the fuel type. The operating condition is
signaled in case of LED-300 switches with the diode located next to the button. LED-300/401B and LED401 switches use button illumination instead. Basic indications:
 Off – petrol
 On – LPG/CNG
 Pulsing – auto mode
The chapter 4.1 contain a detailed description of operating mode of the controller.
Gas level is indicated by LED-300 switches with a line of 5 diodes, while LED-300/401B and LED-401
indicate it with 4 diodes arranged around the button. The minimum level (low fuel alarm) is indicated
by a red LED diode in LED-300 switches. In LED-300/401B and LED-401 switches, the status is
indicated by illuminating the button in red.
After right-clicking on the LED witch view, its settings window is displayed (Figure 24). Alternatively,
use the “Gas level indicator configuration” button on the “Gas controller settings” tab.
Fig. 24 Gas level indicator configuration window
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Basic operations include configuring the type of indicator and setting the voltage values, according to
which LED diodes will be lit to indicate the gas level on the switch panel (chapter 4.3 describes the
procedure for automatic setting of threshold voltage values).
Select the type of gas level sensor and sensor characteristics. The current voltage read from the gas
level sensor is also displayed. With the “LED thresholds setting” window displayed, gas level change
on the sensor results in immediate indication of the LED diodes. It is also used for checking the
correct operation of the indicator and the switch. When the window is closed (normal operation),
changes in gas level are updated on the LED switch with a delay.
In LED-400 and LED-401 switches, it is also possible to change the sequence of gas level diode
activation (the left one is considered as the first one, bottom one with respect to the buzzer), adjust the
buzzer volume (1-minimum, 4-maximum), adjust the diode brightness (LED-401 also allows automatic
adjustment).
2.6. Auto-calibration
The auto-calibration window is used to calibrate the engine at idle run. After starting and warming up
the engine, when Lambda sensor starts operating, start the auto-calibration. During the autocalibration the engine should work at idle run. Switch off air-conditioning and lights and do not turn the
steering wheel. During the calibration, the controller will automatically switch from petrol to LPG. The
controller will be automatically switching on selected LPG cylinders. Once the auto-calibration is
complete, the controller displays a message informing the auto-calibration has finished successfully.
The following messages may appear during the calibration:
During calibration, the following messages may appear:
 No ignition switch – check the connection of the ignition switch
 High/low rpm – engine rpm is too low/high; check the rpm settings
 No injection pulses - no signal at the petrol injector ; check the connection of the
emulator's wire
 Intake manifold pressure too high - the collector pressure may be not correct; check
the connection of the manifold pressure sensor
 Unstable engine operation – manifold pressure and/or rpm signals show excessive
variations. Verify if the selected injectors match engine power, check system tightness
and make sure that air-conditioning is off.
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2.7. Oscilloscope
Fig. 6 Oscilloscope window
On each tab, except the parameters tab, there is the oscilloscope window attached to present the
changing monitor parameters (described in section 2.5).
In the bottom left part, there are control buttons with the following functions (from the left):

Start the oscilloscope

Stop the oscilloscope

Save current oscilloscope display

Load saved oscilloscope display (file)

Decrease the number of displayed points (only for loaded graphs)

Increase the number of displayed points (only for loaded graphs)

Display oscilloscope file information (data logging start/stop, total number of stored
samples, application version, controller version, controller serial number).
Continuous green line is displayed at top of the oscilloscope screen while the controller operates in the
LPG mode (red line indicates operation of the “injectors heating” function).
The oscilloscope is an excellent tool to analyze vehicle working conditions. Recorded parameters can
be saved and reviewed. In order to make the analysis of records easier, the window includes
navigation tools for effortless searching of the contents. The curve is moved with the cursor on the
oscillator window bottom, cursor buttons and clocking on the left or right side of the window.
2.8. Errors
The tab is split into areas (Figure 26) by the type of displayed information:
 Gas controller errors and messages
o Actual
o Registered
 Engine controller errors
o Pending
o Registered
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28
Fig. 7 The view of Errors tab.
2.8.1. Errors of the gas controller
Detection of events that restrict or prevent correct operation of the autogas system is indicated by
messages with descriptions in red.
Section “Active errors” lists the codes of current faults detected by the controller. If the cause of the
fault is eliminated, the entry is moved to the “Error records” section. In other words, this means that a
defect had been detected, but it is not currently active.
A “Delete” button for erasing recorded controller errors from the memory is located in the bottom part
of the “Errors” tab, below the “Error records” section.
The following errors may appear during operation:
Description in AC STAG application
Meaning
Gas injector missing
Open circuit or fault of the specified gas injector
Low gas pressure
Gas pressure dropped or kept below the allowed low
limit within the specified time
High gas pressure
Gas pressure 2x higher than the operating pressure for
60 seconds (usually associated with reducer problems)
Controller supply voltage decreased below 9 [V] (usually
associated with a failing battery)
Supply voltage too low
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29
Gas temperature sensor missing
Disconnected or disrupted circuit of the gas temperature
sensor
Reducer temperature sensor missing
Disconnected or disrupted circuit of the reducer
temperature sensor
Gas temperature sensor circuit
shorted
Reducer temperature sensor circuit
shorted
Gas temperature sensor shorted to vehicle grounding
Injector supply circuit failure
Controller’s circuit for injectors supply failed
Solenoid valve supply circuit failure
Overloaded or defective circuit or solenoid supply
Solenoid valve missing
Disconnected or disrupted circuit of the solenoid supply
Peripherals supply circuit failure
Overloaded circuit of peripherals supply (PS-02 sensor,
WPG-H gas level indicator)
Connection with the switch failed
LED 400/LED 401 switch not connected
Communication with the switch lost
Connection with LED 400/LED 401 switch interrupted
Emulator not connected, channel5
Reversed connection of the emulation circuit of the
petrol injector with the indicated number. Detection of a
reversed connection is active only in the GAS fueling
mode. Channel indication is valid for sequential control
systems. With semi-sequential control, channel
indication refers to the pair, in which one (or 2)
emulator(-s) is (are) connected incorrectly. If the fullgroup control is used, the indication is not precise and
channels should be manually switched to petrol to
identify incorrectly connected emulator circuits.
Failure /overload of AUX_12V circuit4
AUX 12V circuit is overloaded or short-circuited to the
ground (connected load is too high).
Short-circuit or failure of the supply
circuit for gas level indicator4
Gas level indicator (WPG) circuit is overloaded or shortcircuited to the ground (connected load is too high).
Reducer temperature
grounding
sensor
shorted
to
vehicle
Upon error detection, the controller records its conditions, i.e. operating parameters of the gas system,
including: pressure, gas temperature, reducer temperature, engine rpm, manifold negative pressure,
petrol injection pulses and gas dose. Such data is normally called a frozen frame of the error and
allows analyzing and detecting problems in gas system operation.
4
applies to new hardware controllers (STAG-300 QMAX PLUS, STAG-4 QNEXT PLUS, STAG-4 QBOX PLUS
from version 3/B0)
5
applies to new hardware controllers (STAG-300 QMAX PLUS, STAG-4 QNEXT PLUS, STAG-4 QBOX PLUS
from version 3/B0)
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30
Fig. 8 „Frozen” frame of injector error
2.8.2. Gas controller message
Messages are prompts that are not necessarily related to detection of events limiting or preventing the
operation of the autogas system, but signal the required verification of the configuration. Unlike the
errors, message prompts are displayed in blue.
The controller can generate the following messages:
Description in AC STAG application
Meaning
Gas injectors fully open! Check the Lambda Looping of gas injection, i.e. one gas injection pulse
sensor at maximum load
is overlapped by another pulse. If the Lambda
sensor during the message display works in a “rich”
mode, the error can be ignored; otherwise, use
larger injector nozzles to reduce the multiplier
LPG / CNG locking: review
The gas installation requires a service inspection.
“Lock LPG/CNG” option checked. The controller
will not operate in gas fueling mode until the
service message is erased.
New settings
The controller indicates new settings. The message
is usually displayed when new firmware is installed
to remind about the new options.
Low gas temperature
Low gas temperature detected in gas fueling mode.
Check the condition and method of reducer
installation.
Ignition switch signal missing
The controller detects injection pulses with the
missing ignition switch signal. Check the
connection of the ignition positive wire.
Ignition switch signal unstable
The controller detected a brief loss of the ignition
switched positive signal. Check if the ignition
positive wire is connected in the correct point.
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2.8.3. Errors the ECU
The controllers equipped with a OBD adapter (STAG-4 QBOX/QNEXT PLUS / STAG-300 QMAX
PLUS) are capable of continuous monitoring of recorded and pending faults with the use of the
onboard OBD2/EOBD interface. The errors are displayed as codes according to OBD2/EOBD notation
system with descriptions.
If an error occurs, the “Delete” button can be used to erase OBD fault codes, which is equivalent to
error acknowledgement (check engine lamp) via an external OBD scanner.
Fig. 9 The view of Errors tab. OBD faults
“Auto clear list” button allows configuration and activation of automatic clearing of OBD2/EOBD errors.
The configuration window is split into two panels. The left one contains a list of all errors that can be
cleared. In order to activate the automatic clearing function, move the selected errors to the right panel
by using the Select button. Errors from the right panel can be removed only with the “Clear selected”
button.
The errors will be cleared when the ignition is put to the ignition switch, on the condition that there are
recorded errors displayed in the right panel of the automatic clearing configuration window.
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Fig. 10
The view of the OBD error clearing configuration window.
If there are other errors recorded for the vehicle, besides those configured in the
auto clearing tool, clearing will not be executed for safety reasons. Additionally,
when engine startup is too fast, automatic clearing may fail due to the fact that not
all vehicles allow error clearing when the engine is running.
2.9. Multiplier map
The Maps tab displays various charts that visually present gas controller operational characteristics.
Fig. 11 Multiplier map
Fig. 30 shows 3 maps:



Multiplier map
Petrol injection time map (with petrol)
Petrol injection time map (with LPG)
- orange
- blue
- green
The multiplier map is displayed in orange. The left axis of the co-ordinate system (Multiplier) and the
lower axis (Injection time [ms]) relate to the multiplier map. The multiplier map is used to set the
multiplier for a given petrol injection time. The yellow points visible at the map are used to set the
multiplier. To move a given point, select it by clicking on it. The value of a selected point is displayed at
the lower right corner of the map.
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To move the points on the map, use the following keys:
 ← - left arrow moves the point to the left (change of the injection time for a given
point)
 → - right arrow moves the point to the right (change of the injection time for a given
point)
 ↓ - down arrow decreases the multiplier for given injection times
 ↑ - up arrow increases the multiplier for given injection times
 „Insert” (when a point is active) or right mouse button– add a new point
 „Delete” – delete a selected point on the map
 „Page Up” – Rising a selected point by 10 units, or the entire map, if no points are
selected
 „Page Down” – lowering a selected point by 10 units, or the entire map, if no points
are selected
 „Ctrl” + ← , or „Ctrl” + → change the active point (move to the next one)
When the „Shift” key is pressed in, the map movement speed is multiplied by 10 (fast movement).
When no point is selected, the ↑ ↓ arrows move the entire map. Apart from the multiplier map, there
are two other maps in the window. The blue map represents the petrol injection times (with petrol).
The right axis Collector pressure [Bar] and the lower axis Injection Time [ms] relate to this map. The
map consists of blue points. After collecting the data, the controller turns these points into a
continuous line. The same applies to the so-called LPG map, i.e. the map of petrol injection times (with
LPG) which is green.
After the controller collects both maps, i.e. the petrol and LPG maps, the Deflection tab becomes
active. Deflection appears as a red line after pressing button .
The map window in Fig.30 shows also cursor, which position changes vertically depending on the
manifold negative pressure and horizontally depending on petrol injection times It is very useful during
map collection as it shows the load and injection times of the engine. After pressing button
“autoselection” became active, which means, that the multiplier points will be selected automatically so
that the point next to the cursor becomes active.
Maps can be deleted with buttons
(petrol injection time map), (gas injection time map).
During the drive, pressing the SPACE key select the point closest to the current
cursor position.
In order to make injection time map acquiring easier, on the left side of the multiplier window
suggested engine load areas are presented as vertical lines. The lines represent the areas of injection
time maps, which have not been recorded yet. The blue line represents the petrol injection time map
and the green one represents the gas map. If a given area of the map is acquired, the line section
associated with this sector disappears.
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Fig. 12 Multiplier map. Suggested area of petrol map acquisition.
Fig. 13 Multiplier map. Suggested area of gas map acquisition.
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2.9.1. Multiplier matching
When 2/3 of the suggested area on gas and petrol map is acquired, button
for multiplier matching
function is activated. The operation modifies the multiplier based on a deviation between the recorded
maps for petrol and gas injection. If map differences are minor, the multiplier is not modified.
It is recommended to acquire injection time maps for the full suggested range of
engine operation. Multiplier matching is locked when autoadaptation is active
(ISA3 or OBD).
Fig. 14 Multiplier map. Operation of the multiplier matching function
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2.10. RPM correction map
In the “RPM correction" tab, an additional correction map is displayed to supplement the multiplier map.
Fig. 15 The view on the RPM correction map
The RPM correction map forms a plane. One axis of the plane represents the petrol injection time
[ms], while the other represents engine revolutions [rpm]. The map makes it possible to calibrate the
multiplier depending on engine revolutions. This is shown In Fig.34. It is possible to enrich/weaken the
mixture for a defined petrol injection time and revolutions.
In order to calibrate the multiplier, the area which is to be calibrated must be selected by moving
the mouse with the left button pressed over this area.
Another method is to press the SHIFT key and, while holding it, to select the appropriate area by
pressing arrow keys:




← Left arrow
↑ Up arrow
→ Right arrow
↓ Down arrow
Having marked the area which is to be calibrated, specified actions can be performed by using
the combination of the CTRL key and one of the keys below:


↑ Arrow up (higher calibration/richer mixture)
↓ Arrow down (lower calibration/leaner mixture)
Pressing the SHIFT key in the course of the multiplier calibration will multiply the required step by
10.
The “3D” tab seen on the right side of the RPM correction map windows allows activation of a 3D view.
Return to the classic two-dimensional view is made through the “2D” tab.
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Fig. 16 3D map view
The 3D view is a spatial display of the two-dimensional map. You can rotate the 3D map dragging it
with the right mouse button. Other editing operations may be performed identically as in the 2D map.
2.11. Petrol portion map
The “Petrol portion” tab offers configuration of the petrol post-injection with simultaneous gas
injector control. Configuration of petrol post-injection is made on a two-dimensional map with an RPM
and petrol injection time axes. Like on the RPM correction map, the cursor shows the engine operation
curve point. Navigation on the petrol portion map is identical as on the RPM correction map, i.e. cursor
keys (← ,↑,→, ↓), SHIFT and CTRL keys can be used to select map areas and modify their values.
Fig. 17 Petrol portion map
Map values specify the percentage of petrol while running on gas in a given operating curve point. The
actual petrol post-injection time is based on the map values related to the petrol injection time in a
given operating curve point. Example: 20% for the 10ms column means 2ms petrol extra-injection.
After modification of the petrol portion map, verify if the mixture is correct in areas
allowing petrol extra-injection.
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2.12. Gas temperature correction map
The controller is provided with automatic gas injection time correction based on gas temperature.
The “Gas temperature correction map” allows the user to enter manually an additional percentage
correction based on gas temperature. Entering modifications is just like on the multiplier.
Fig. 18 Gas temperature correction map view
2.13. Reducer temperature correction map
Reducer temperature map calibration allows for additional percentage matching of the
multiplier. Adjustment of the reducer temperature map calibration is similar to the multiplier
map. Modification of the correction line of the regulator temperature can be used in vehicles
where petrol fuel dosing strongly depends on the degree of the engine temperature.
Fig. 19 Reducer temperaturę correction map view
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2.14. Gas pressure correction map
The controller is provided with automatic gas injection time correction based on gas
pressure. The “Gas pressure correction map” allows the user to enter manually an additional
percentage correction based on gas pressure. Entering modifications is just like on the
multiplier.
Fig. 20 Gas pressure correction map view
2.15. Petrol map „B”
Two-dimensional gas and petrol injection time maps are displayed on the multiplier tab based on
actual 3D maps acquired versus RPM and MAP pressure.
Fig. 21 Petrol map „B” view
The “B” tab presents a preview of the petrol injection time map acquired when driving on petrol. The
yellow cursor represents the actual operating curve point. Right-click and hold to turn the map around.
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2.16. Petrol map „G”
Petrol map „G” is a collection of petrol injection times for various combinations of engine speed
and suction negative pressures acquired during driving on LPG. The two perpendicular yellow lines
form a cursor that indicates the current operational point (rpm and suction negative pressure) of the
engine. You can rotate the 3D map dragging it with the right mouse button.
Fig. 22 Petrol map „G” view
2.17. Map acquisition state
In order to monitor the process of map data acquisition, the application has been provided with a
special petrol map acquisition status preview activated with the “State” button in B and G map
windows. The preview of map acquisition status is divided into square sectors, which are colored when
a respective map section for this area is acquired.
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Fig. 23 Petrol map acquisition state
Fig. 24 Gas map acquisition state
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2.18. Injection time deviation map
The “D” tab allows the viewer to view the difference between ”Petrol” and “Gas” maps.
Differences between the petrol and gas injection time maps are expressed as a percentage.
Fig. 25 Deviation map „D” view
Positive values on the deviation map indicate that the mixture is rich. Injection
times are shorter on the gas map than on the reference petrol map. Conversely,
negative values indicate leaning. It should be noted that particularly within the
low load and short petrol pulse range it is not recommended to seek deviations
close to zero, due to the natural distribution of petrol injection pulses as a result
of the ECU control.
2.19. MAP correction map (autoadaptation map)
Autoadaptation systems (available in STAG-4 QBOX/QNEXT PLUS, STAG-300 QMAX PLUS
controllers) are provided with dedicated maps of correction with rpm and load (MAP negative
pressure) axes to make the corrections more natural and precise. The map view can be accessed
through the “MAP correction Bx” tab. If autoadaptation is inactive, the map can be used for additional,
manual corrections of gas fuel dosing.
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Fig. 26 MAP correction map
If autoadaptation is active but it is not desired in certain ranges of engine operation, it is possible
to deactivate such ranges in the autoadaptation process. Select an area of the map with a mouse and
click the right button after selection. A context menu with “Autoadaptation lock” and “Autoadaptation
unlock” commands is displayed. Locked areas are marked with grey correction values.
Controllers for 6 and 8 cylinders (STAG-300 QMAX PLUS) offer two MAP correction maps, one
for each bank. The maps can be switched only with B1/B2 buttons under the map clearing button
.
If the “Auto stop” is checked in ISA3 autoadaptation mode, areas with successful
autoadaptation will be locked automatically.
2.20. OBDII/EOBD reader
STAG-4 QBOX/QNEXT PLUS and STAG-300 QMAX PLUS are equipped with an integrated
reader of parameters and faults based on the OBDII/EOBD interface. It is not necessary to connect an
external adapter – all required circuits are integrated with the controller board.
The tool supports the following standards:
ISO 15765 (ext. std. 250/500Kbits) – commonly referred to as "CAN”;
ISO 14230 (5Baud, Fast init);
ISO 9141 – commonly referred to as “K-line”.
The reader is initiated by selecting the “OBD reader” option on the gas settings tab. If the
controller operates in auto mode, it will attempt to connect to the OBDII/EOBD diagnostic system upon
activation of the ignition switch.
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Fig. 27 OBD2/EOBD reader
The reader window can display maximum 7 parameters at the same time. Navigation is realized with
buttons
, which are used to scroll through the parameters read via OBDII/EOBD. For showing
or hiding the parameters of OBD reader on the oscilloscope in the application use the button .
The button
opens the parameters configuration window (Figure 47), which allows creating any
sets of displayed parameters thanks to which it is possible to display a set including only parameters
that are required for system calibration (such as fuel loop status, STFT and LTFT trims, results of
a wide-band oxygen sensor). The window displays a set of 96 parameters available in OBDII/EOBD
standard. Parameters unavailable in a given vehicle are grey. In order to add or remove a parameter
from the reader, select it or deselect it in the field on the left side, next to its description.
Fig. 28 OBD2/EOBD reader configuration
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If it is necessary to diagnose the vehicle with an external scanner, when STAG-4
QBOX/ QNEXT PLUS / STAG-300 QMAX PLUS and an active OBD interface is
available, switch the system to petrol fueling, switch off and switch on the
ignition. OBD connection will not be active in petrol fueling mode.
Activation of autoadaptation (ISA3 or OBD) results in automatic configuration of
OBD2/EOBD reader parameters.
2.21. Digital recorder
Advanced functionality of STAG gas controller, allowing observation of the electrical pulse curves in
the monitor window. This function records the real pulsing of petrol injectors, gas injectors or rpm
signals vs. time, like in advanced measuring tools, e.g. an oscilloscope.
Fig. 29 Digital recorder window
2.22. Assignment of gas injectors to banks
In V engines and boxer engines, the controller can include 2 banks. Bank 1 and Bank 2 (correction
values for OBD STFT B2 and LTFT B2 are other than zero). In such case, gas injectors should be
assigned to respective banks.
Press the gas injectors configuration button in the gas controller settings tab, group “Sensors and
actuating devices”.
The “Gas injectors settings” will be displayed.
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Fig. 49 Assignment of gas injectors to banks.
The “Auto.” button enables automatic assignment of injectors to a specific bank. However, if the
procedure fails or it is assumed that the results of previous automatic assignment are incorrect,
manual identification is required. Start the engine and wait to establish communication between the
controller and the OBD interface. The engine should work on idle speed without active adaptation.
Reset the value of correction to zero for all gas injectors. Save the STFT and LTFT correction values
for Bank 1 and Bank 2. Next, perform the following procedure, starting from the 1st gas injector:
1. Change the trim value for gas injector from 0 to 25 in the “Gas injectors settings”
window.
2. Observe which of the 2 banks shows changing STFT/LTFT trims to lower values.
3. Having identified the bank with changing trims, assign the respective injector to the
bank.
4. Set the injector correction value to 0. After this, STFT and LTFT trims should restore
the initial values (observed before stage 1).
Repeat the described procedure (steps 1 to 4) for the remaining gas injectors in the system.
After the assignment of gas injectors to the bank, activate autoadaptation, if necessary, set the
initial gas correction values.
In control systems with two banks, failure to perform the above-mentioned
procedure will result in incorrect autoadaptation, which may lead to engine
damage.
In engines with 1 bank in the control system, it is not required to perform the
described procedure, as all gas injectors are assigned to bank 1 on default.
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2.23. Autoadaptacion
STAG-4 QBOX/NEXT PLUS and STAG-300 QMAX PLUS controllers are provided with
a mechanism that corrects gas dosing in real time, during driving. Activation, selection of
autoadaptation mode and configuration is performed in the Autoadaptation window accessed through
the Window menu. There are 2 modes available:


ISA3 – The controller adjusts the gas dose based on the reference map acquired earlier
for petrol injection pulses.
OBD – Correction of gas dosage is based on the readings of parameters from the onboard diagnostic interface compliant with the OBD2/EOBD standard.
2.23.1. ISA3 mode
With ISA3 selected, the following set of parameters and settings is available.
Fig. 50 Configuration of ISA3 adaptation




Adaptation switch on threshold – Accepted deviation between the actual petrol injection
time and time recorded for the reference petrol map. In other words, adaptation will be
attempted only if the deviation exceeds the threshold value. Due to the mentioned natural
distribution of petrol injection pulses as a result of the ECU control, a minimum deviation
setting is 4%.
LTFT maximum – maximum limit of the correction value that autoadaptation can
implement.
Adaptation in OL – Activation/deactivation of autoadaptation in an open loop mode. The
function requires a voltage type Lambda sensor connected and activated Fuel Loop
Status reading option (see: OBDII/EOBD reader (Chapter 2.20).
Map autocomplete – Activation/deactivation of the auto-switching to petrol option in
areas without reference injection pulses recorded. The option works within an RPM range
from 1500 to 6000.
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




Auto stop – checking the option will result in automatic blocking of engine operating
curve points on MAP correction map when the specified deviation limit is reached (see:
“Adaptation enable threshold”)
Active – autoadaptation On/Off.
STFT bank 1 – current correction of injection time implemented by the autoadaptation.
Temp. dev. Bank 1 – Momentary percentage value of petrol injection time deviation when
driving on gas with respect to the reference injection recorded when driving on petrol. A
positive value means that the injection time on gas is longer than on the reference map.
ISA3 OL mode – indication of autoadaptation working in an open loop mode.
In order to improve the quality of ISA3, the reference petrol map should be
acquired on a warmed engine. The required minimum engine temperature is
higher when ISA3 is On. Therefore, when the adaptation is activated, certain
points on the map may disappear (the controller remembers the temperature at
the time of data acquisition for individual points).
The actual engine temperature is estimated based on the controller’s integrated
algorithm or read directly from the OBD, if reading is active (see: Parameter and
fault reader OBDII/EOBD).
If the vehicle is equipped with a diagnostic system compatible with OBDII / EOBD
is recommended to connect and configure the OBD reader to retrieve information
about the status of the control system fuel dose. This makes it possible to
pinpoint the areas of engine operation in open loop mode and precise adaptation.
2.23.2. OBD mode
With OBD selected, the following settings and parameters can be configured and viewed:
Fig. 51 Configuration of OBD adaptation
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

The map of OBD target corrections – Press the Open button to display the configuration
window, in which the resulting OBD corrections for each bank are displayed as a map with rpm
and negative pressure axes. Map content is also automatically refreshed during controller
autocalibration.
The minimum engine temperature – Engine temperature threshold (read through OBD2/EOBD
or emulated by the controller), above which it is allowed to correct the gas dose.
Fig. 52 OBD target correction map






Próg włączenia – Wartość poszerzająca zakres akceptowanej docelowej korekcji
Switch on threshold – A value that extends the range of acceptable resultant target correction.
For example, a threshold of 4% with target correction of 0% (on the map) means the range of 4% +4% of the OBD resulting correction, within which the adaptation procedure will not correct
gas doses.
LTFT max. – a limit, maximum trim value that the OBD autoadaptation can make.
Acquire OBD correction map – Activation results in automatic filling of target correction maps
when driving on petrol.
Reversed STFT – In conventional fuel dose control systems, OBD correction values are positive
for the lean mixture and negative for the rich mixture. The option should be active in vehicles, in
which the relation between the mixture and OBD correction positive/negative status is reversed.
Adaptation in OL – OBD correction values are used if the engine open loop control is applied.
Activation of the option allows additional adaptation, adjusted to the status of the open loop. In
order for the function to be activated by the controller, a Lambda probe must be connected or
Lambda value must be read by the OBD2/EOBD reader.
Incorrect setting of the Reversed STFT will cause an abrupt gas pulse correction that
prevents from further driving.
Limitation of the OBD autoadaptation depending on engine rpm is implemented with
the “Adaptation lock” option accessible through the context menu on the MAP
correction map tab (see 2.19).
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2.24. Controller update
To update the controller, connect it to the diagnostic software and turn the engine off. Select “Tools” “Devices update” from the main menu. All available devices are automatically found. The “Devices
update” window will pop up. The “Devices Parameters” window shows the information on current
controller firmware version. The “Available updates” window includes a list of updates available for the
connected controller. Loading an update not included in the program directory requires clicking “Read
update” and selecting the update file. Loaded update should be included in the list of available
updates. Click “Update” once the update file has been selected from the list. When the progress bar
reaches 100%, the controller will disconnect and then re-connect. The new version number should
appear at the bottom of the screen and should reflect the version number of the update file.
Should the update go wrong the update window will be opened automatically upon connecting with the
controller. Perform the update procedure again.
3. STAG-4 QBOX/QNEXT/STAG-300 QMAX PLUS controller programming
The controller may be programmed using the acquired petrol map and the gas map. The procedure:
 Auto-calibrate the controller
 Acquire petrol map B
 Acquire petrol map G
 Check deviations between both maps.
3.1. Auto-calibration
Prior to starting the auto-calibration, start the engine and wait until the lambda probe begins to
work. During the auto-calibration the engine should work at idle run; do not increase rpm, switch off
air-conditioning and lights and do not turn the steering wheel as this may cause errors during the autocalibration. During the auto-calibration, watch carefully petrol and LPG injection times. If LPG injection
times are shorter than petrol injection times, the injector nozzles may be too large and should be
replaced with smaller diameter ones. When auto-calibration is completed, the multiplier map will be
preset. The multiplier’s value for this point should be between 1.2 and 1.8; if the value is greater than
1.8, longer times of petrol injection i.e. greater load and high rpm, may cause overlapping of injection
times i.e. one LPG injection will begin before the previous one ends (looped injections). In such a
case, the controller will display the „Too long injection time” error message. In such case, make sure
that the Lambda sensor indicates a rich fuel mixture.
3.2. Collection of the petrol injection map with petrol (petrol map)
Having finished the auto-calibration, switch over to petrol and drive the vehicle for app. 4 km to collect
the petrol map. During the collection of the map try to drive without changing gears e.g. at the 4th gear
and in a way making the lambda probe to “work” i.e. changing its mode from weak to rich. Blue points
should appear during the collection of the map. To collect the map quicker, adjust vehicle load in such
a way causing new points to be collected in places which are still empty. Collection of maps is
performed without participation of the diagnostic software, thus can be done with the PC
disconnected. However, collecting the map while the PC is connected and the diagnostic software
running is quicker and enables the operator to see what is actually happening to the vehicle. When the
controller collects sufficient number of points, the map will be drawn with a continuous line and the
petrol map collection is finished.
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3.3. Collection of the petrol injection map with LPG (LPG map)
Having collected the petrol map, switch to LPG and collect the LPG map in the same way the petrol
map was collected. The LPG map should be collected in the same road conditions and with similar
loads as the petrol map. The LPG map is drawn with green points. Having collected sufficient number
of green points, the map will be drawn with a continuous green line. If the controller is set properly (the
multiplier characteristics selected properly), the petrol and the LPG maps should match. If the maps do
not match, the multiplier characteristic should be corrected at the points where the maps do not match
(the lower axis of co-ordinates for injection times). If the LPG map is collected with the PC connected
and the diagnostic software running, it is possible to immediately correct the multiplier characteristics
when the collected green points do not match with the petrol map. It is even strongly recommended to
use the PC in this way as if the multiplier characteristics differ strongly from the required ones, the
controller starts to switch over and – in the extreme case – can activate the “check” signal lamp. When
correcting the multiplier characteristics, make the points on the LPG map match with the petrol map.
Once both maps match, the characteristics are properly set.
3.4. Checking if maps match, verification of deviations
Having collected the petrol and LPG maps (both maps drawn with continuous lines) check the
deviation between them. In the Map window there is the “D” button located on the right. Press it to see
the deviation graph drawn with a red line. If the deviation fits within ± 10%, the controller is
programmed properly; otherwise, the multiplier characteristics should be corrected at points where
maps do not match.
3.5. Controller manual setting
The controller may also be set up manually, which – provided sufficient experience has been gained –
may prove quicker than the above described procedure.
Start with the auto-calibration in the same way as described above (this is necessary to ensure the
controller works properly, see 3.1). If the auto-calibration finishes properly and the multiplier values
are correct for the calibration point, switch the engine to petrol and take it for a ride. The multiplier
characteristics need to be set in the following way:
Drive the car with a constant load, i.e. the petrol injection times should be stable. Adjust the engine
loads so that the injection times equal e.g. app. 5 [ms]. The blue marker will help determine the
injection times as it is location on the horizontal axis is determined by the injection times. Next, switch
the car to LPG and watch the blue marker for variations in injection times when compared with the
earlier petrol injection times. If the injection times decreased (the marker moved to the left) it means
that for the selected injection times the multiplier is too high (the mixture is too rich). In this case,
lower the multiplier value for the 5 [ms] injection time (in our case). If upon switching to LPG the blue
marker moves to the right, it means the mixture is not reach enough and the multiplier needs to be
brought up for given injection times.
The procedure described above should be performed for a few different injection times, starting at the
calibration point all the way until heavy load injections. You can check the multiplier map e.g. every 2
[ms] starting at the calibration point. If necessary, add a point at the multiplier map to set it more
precisely.
Once the manual setting is complete, both maps – petrol and LPG – should match.
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3.6. LPG temperature correction
If the petrol injection time changes when the LPG temperature is changed in the LPG mode, the LPG
temperature calibration must be corrected. The correction may be made by means of the “LPG
temperature calibration map” (see 2.12). However, it must be remembered that this operation may
be performed if the auto-calibration and the multiplier setting while driving have been carried
out correctly. In order to make the correction in a proper way, the car must be started with a cold
engine. Then, beginning with the temperature of switching to LPG, the petrol injection time must be
checked and after switching to LPG the petrol injection time should be compared. If the petrol injection
time value is bigger after switching to LPG, the positive correction must be made for this LPG
temperature value (the LPG temperature calibration map must be brought up). If the petrol injection
time value is lower after switching to LPG, the calibration map for a given LPG temperature value must
be brought down. The calibration map must be set in such a way as to ensure that the petrol injection
time remains the same after switching from petrol to LPG. In order to set the LPG temperature
calibration map correctly, the procedure described above must be repeated for the full range of LPG
temperature values in 5 [°C] steps.
3.7. Intelligent gas level indicator
The function is supported by all Q-generation controllers (Q-max, Q-box, Q-next), but its operation
requires the use of the WPGH-type gas level indicator.
This function is used to indicate the level of gas to the user more precisely (on the LED switch panel)
without the impact of the terrain slope. It is particularly important in the mountain area, where long
uphill driving or long downhill driving results in indications that do not represent the actual gas amount
in the tank. This problem should be eliminated by the described function.
Perform the following steps to use the function:
1. Perform WPGH level indicator auto-calibration.
2. Use all gas in the tank.
3. Fill up the tank to full.
4. Use all gas in the tank.
When the above-mentioned steps have been performed, the displayed gas level will be calculated
based on the actually used gas, instead of the WPGH indicator signal.
Note that it is not possible to measure the exact amount of the gas and the
number of gas fuel liters to be filled to an empty tank depends on many factors
and can vary even within ±15% at the same voltage value from the WPGH
indicator. This leads to an error that is not possible to be eliminated without
user's action.
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Fig. 53 Gas level indicator configuration window
The current status of the "Intelligent Gas Level" function is shown in the software. Status options:







Inactive – the function is OFF;
Active – gas level is calculated by the "Intelligent Gas Level" function;
Calibration is not done – the function is OFF and waits for auto-calibration of the WPGH
indicator; it does not perform gas level calculation;
Unsupported sensor type – the installed gas level sensor is not supported (WPGH
version is required);
Learning process (stage 1) – after the WPGH indicator autocalibration – the function
waits until the driver uses all gas in the tank and fills up to full;
Learning process (stage 2) – the function waits until the driver uses all gas in the tank
again and fills up to full;
Waiting to refuel – the function was not able to detect the initial level of gas; this is why
it's on hold until the tank is filled up again; this may be the case when the tank has not
been refilled to full.
Before the procedure of "Intelligent Gas Level" function calibration is complete (i.e. the status is other
than "Active"), the LED switch panel shows the gas level that has been calculated based on the
current voltage from the WPGH sensor and defined voltage thresholds. The same occurs when the
WPGH indicator calibration window is open (regardless of the function status).
The function does not require filling up the tank always to full to operate
properly.
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If the "Sound alarm on gas level drop" option is checked, refilling detection is signaled with the buzzer
in the following modes:


One short sound – refilling detected (not to full)
Two short sounds – refilling to full detected
When the tank or its WPGH level indicator is replaced, or, when the angular
position of the WPGH indicator in the tank changes, it is required to re-calibrate
the "Intelligent Gas Level" function, i.e. perform the described operations once
again.
4. LED switchboard operation and acoustic signals (User Manual)
4.1. LED-300 switchboard
Fig. 54 LED-300 switchboard
The LED switchboard consists of:
 Przycisk LED line indicating LPG level
 the LED indicating type of fuel
 button
LED line– shows current LPG level in the tank. 4 green LEDs indicate a full tank; a red LED indicates
“reserve”.
The LED – shows current operating status:
 Off –the engine runs on petrol
 Slow blinking (once per second) – the engine is started on petrol and switches to autogas
when the set parameters are achieved
 Normal blinking (twice per second) – the engine is started on petrol and switches to
autogas when the set parameters are achieved. The system switches the engine to gas
fueling. The state may continue for up to 10 seconds, depending on engine working
parameters at the moment and controller settings.
 Fast blinking (4 times per second) – system error prevents gas fueling, e.g. empty gas
tank, LPG installation fault; the engine runs on petrol.
 On – the engine runs on LPG
Push button – for switching from one fuel type to another.
The controller “remembers” the last fuel type setting before switching the ignition switch off.
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4.2. LED-300/401B and LED-401 switchboard
Fig. 55 LED-300/401B / LED-401 switchboard
LED-300/401B and LED-401 LED switchboard consists of:
Gas level indicator – four diodes in a circular arrangement showing the current gas level in the
tank. Four green diodes indicate that the tank is full.
Button (with AC logo) – used for fuel switching and indicate current operating conditions:






Off (PETROL mode) – indication that the engine is fueled with petrol,
Slow blinking (once per second – AUTO mode) – the engine is started on petrol and
switches to autogas when the set parameters are achieved
Normal blinking (twice per second, no acoustic signals –AUTO mode) – the engine is
started on petrol and switches to autogas when the set parameters are achieved. The
system switches the engine to gas fueling. The state may continue for up to 10 seconds,
depending on engine working parameters at the moment and controller settings.
Fast blinking (4 times per second, with acoustic signals –EMERGENCY mode) – system
error prevents gas fueling, e.g. empty gas tank, LPG installation fault; the engine runs on
petrol
Continuous light in white (GAS mode) - the engine is supplied with autogas
Continuous light in red – operation on gas, low fuel level
If the controller is connected to the LED-401 switch, additional functions are available:
 The user can adjust LED brightness (4 brightness levels) – if automatic LED brightness is
Off,
 The user can adjust the volume of buzzer installed inside the switch,
 The switch can be installed in any position to allow comfortable control of gas level
indication and the reference position is the position of the buzzer,
 Automatic detection of the connected switch. If LED-401 is connected, the application also
shows LED-401.
4.3. Automatic calibration of LPG level indicator
The automatic calibration of LPG level indicator should be carried out when an empty tank is being
filled with gas. The indicator type should already be set, but, if necessary, the procedure itself may
change its type, e.g. from ascending to descending.
The calibration procedure is as follows:
 Press and maintain the switchboard push button,

Switch off the ignition switch (during to three seconds after pressing push button),

Depress the button when the switch initiates level indicator calibration.
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within this document, in particular photographs, drawings, illustrations, trademarks, etc
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Process of calibration is signalized on the LED in form of continuously increasing gas level.
When the tank filling is over, switch on the ignition switch, thus terminating the calibration procedure.
Successful calibration is signaled by smooth ascending, followed by smooth descending of the gas
level indication on the LED line from fuel reserve to maximum fuel level and back (twice). In the case
of calibration failure, the level indication on the LED line will change five times from reserve to
maximum.
4.4. Acoustic signals
The controller may emit the following acoustic signals:

Three beeps if it had to switch over to petrol because of a too low level in LPG tank.

Three short beeps and one long beep in case of a controller error.

Two short beeps and one long beep each time the ignition switch has just been turned on is
a warning that the system needs to be inspected.

Three long beeps repeated every minute is a reminder that the engine is operating in
emergency mode.
4.5. Emergency start on gas
In order to start the engine on gas (emergency mode, e.g. when the fuel pump fails), position the key
in ignition mode, then press and hold the button on the switch. The LED will be switched on in
a continuous light mode and a buzzer sound will be generated. When RPM is detected, the controller
opens the solenoids and the engine is started on gas fuel.
It is not possible to switch to petrol in the emergency mode. The emergency mode is deactivated when
the engine is turned off. Operation in the emergency mode is indicated with occasional buzzer sounds.
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5. Technical specifications
12[V] -20% ÷ +30%
Power supply voltage
Maximum power supply current for a 4-cylinder engine controller, 1 [Ω]
gas injectors
Current load in the sleep mode
12,5 [A]
< 10 [mA]
-40 - 110 [°C]
Operating temperature range
Protection class
IP54
6. Warranty, restrictions, exclusions
Warranty does not cover:
1. Damage resulting from installing the controller not in line with the recommended layout diagram,
in particular from hooking signal cables up to other terminals than those specified in installation
guidelines.
2. Damage resulting from installing the controller in places incompatible with installation guidelines
or from exposition to water, high temperatures, vehicle battery vapours.
3. Devices tampered with / repaired without proper authorisation.
4. Mechanical damage through Customer’s fault, in particular damage of:
 connectors (including damage caused by use of inappropriate chemical cleaning agents)
 controller housing
 electronics PCB.
5. Electrical damage of circuitry brought about by hooking communication interfaces up not in line
with installation guidelines.
AC S.A. all rights reserved. Under penalty of law and/or liability claims it is forbidden to copy, publish, distribute, make available and/or use in any way all or any part of information contained
within this document, in particular photographs, drawings, illustrations, trademarks, etc
58
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