Lecm 26783

Product Manual 26783
(Revision New, 10/2016)

Original Instructions
RESTRICTED—LIMITED DISTRIBUTION
E6 Full Authority System
Application Manual
Read this entire manual and all other publications pertaining to
the work to be performed before installing, operating, or servicing
this equipment.
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Manual 26783
Copyright © Woodward, Inc. 2016
All Rights Reserved
Manual 26783 E6 Full Authority System
Contents
WARNINGS AND NOTICES ......................................................................... 16

ELECTROSTATIC DISCHARGE AWARENESS ............................................... 20
REGULATORY COMPLIANCE ..................................................................... 21
ACRONYMS ............................................................................................. 26
CHAPTER 1. ABOUT THIS CONTROL .......................................................... 29
Input/ Output Arrangement ...................................................................................30
Control Specifications ...........................................................................................31
System Description ...............................................................................................31
Air/Fuel Ratio (AFR) Control.................................................................................33
Speed/Load Control ..............................................................................................35
Internal Sequencer ...............................................................................................41
Toolkit Service Tool Usage...................................................................................45
Offline Settings Editor ...........................................................................................48
Datalogs................................................................................................................49
General Communications .....................................................................................49
Control Fundamentals ..........................................................................................51
CHAPTER 2. CALIBRATION TOOL .............................................................. 57
Navigation Page ...................................................................................................57
Engine Status .......................................................................................................59
AFR.... ..................................................................................................................62
Speed/Load Control ..............................................................................................71
Boost Control ........................................................................................................82
Ignition ..................................................................................................................85
Knock . ..................................................................................................................88
Protection Diagnostics ..........................................................................................96
Exhaust Gas Temperatures................................................................................101
Smart Devices ....................................................................................................102
External Interfaces ..............................................................................................106
TecJet Controls ..................................................................................................156
System ................................................................................................................157
CONFIG ..............................................................................................................158
Faults . ................................................................................................................175
CHAPTER 3. HARDWARE INSTALLATION .................................................. 178
Control Module ...................................................................................................179
TecJet Valve .......................................................................................................190
Throttle Actuator (F-Series, P-Series, ProAct ISC & ProAct Analog).................194
Engine Speed/Timing Sensors ...........................................................................198
Manifold Absolute Pressure Sensor (MAP) ........................................................203
Manifold Air Temperature Sensor (MAT) ...........................................................203
Engine Coolant Temperature Sensor (ECT) ......................................................203
NOX Sensor .......................................................................................................204
Universal Exhaust Gas Oxygen (UEGO) Sensor ...............................................204
easYgen-3100/3200 ...........................................................................................209
Installation Checkout Procedure ........................................................................209
CHAPTER 4. E6 COMMISSIONING ............................................................ 210
Required Tools ...................................................................................................210
Pre-Start Settings ...............................................................................................210
Alarm/Shutdown Configuration ...........................................................................214
First Firing and Set-up after Starting the Engine ................................................214
Tuning Speed Control Dynamics at First Start ...................................................216
Getting to Full Load ............................................................................................216
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E6 Full Authority System Manual 26783
Emissions Tuning ...............................................................................................217
Determine MAT to Inlet Temperature Gain ........................................................219
Verifying GQCL...................................................................................................219
If Using a Second Fuel .......................................................................................220
Optional Testing of Inlet Temperature Compensation........................................220
Tuning the Speed and Load Control...................................................................221
Misfire Detection Calibration ...............................................................................227
E6 Knock Control Logic Calibration ....................................................................228
CHAPTER 5. E6 DIAGNOSTICS ................................................................ 230
E6 System Alarms – Detailed Description ..........................................................244
CHAPTER 6. MAIN MODULE ELECTRICAL CIRCUITS .................................. 260
Main Module Connections ..................................................................................260
Input Power and Keyswitch ................................................................................267
High Voltage Transducer Power Supply ............................................................275
General Purpose Differential Analog Inputs .......................................................276
Thermocouple and RTD Inputs ..........................................................................284
Engine Sensor Analog Inputs .............................................................................287
Lambda Sensor Unit (UEGO) Inputs ..................................................................290
General Purpose Analog Outputs.......................................................................292
Digital Inputs .......................................................................................................294
Low Side Outputs with Current Feedback ..........................................................298
Low Side Outputs ...............................................................................................301
High Side Outputs...............................................................................................302
Trigger Outputs ...................................................................................................304
RS-232 Serial Communication Port....................................................................309
RS-485 Serial Communication Port....................................................................310
CAN Communication Ports .................................................................................313
Ethernet Communication Port ............................................................................319
CAN Intermodule Port ........................................................................................320
SPI Intermodule Port ..........................................................................................320
Main Digital Core ................................................................................................320
CHAPTER 7. CONTROL IO WIRING .......................................................... 325
Engine CANbus 1 (J1939) ..................................................................................326
Engine CANbus 2 (J1939) ..................................................................................326
Pulse Inputs ........................................................................................................326
Analog Inputs ......................................................................................................326
Discrete Inputs ....................................................................................................329
Analog Outputs ...................................................................................................330
Trigger Outputs ...................................................................................................330
Low-side Driver Outputs .....................................................................................330
High-Side Driver Outputs ....................................................................................330
Keyswitch ............................................................................................................331
MPRD Battery Conservation Relay ....................................................................331
E6 Wiring Diagram Example ..............................................................................332
CHAPTER 8. ELECTRONIC IGNITION DRIVER (EID) INTEGRATION ............... 350
EID Functionality.................................................................................................350
E6 to Aux Communication ..................................................................................351
Data Sent to the EID Ignition ..............................................................................351
Data Received from the EID Ignition ..................................................................352
Profile Options ....................................................................................................352
Diagnostics .........................................................................................................353
Coil Selection ......................................................................................................353
LECM Universal Coils .........................................................................................354
CHAPTER 9. EID MODULE HARDWARE .................................................... 355
EID Module Connections ....................................................................................355
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MPU and Proximity Sensor Inputs .....................................................................364
High Voltage Transducer Power Supply ............................................................370
Driver Enable Input .............................................................................................370
Driver Outputs ....................................................................................................371
High Side Output ................................................................................................375
CAN Communication Ports.................................................................................376
EID Digital Core ..................................................................................................379
CHAPTER 10. EID MODULE SERVICE TOOL ............................................. 383
Establishing Communication ..............................................................................383
Dashboard ..........................................................................................................389
0.0 – EID Status .................................................................................................392
1.0 – Setup .........................................................................................................398
1.1- Setup Cylinder Configuration ......................................................................400
1.2- Setup Timing Pattern Config .......................................................................403
Troubleshooting Sync .........................................................................................408
1.3- Setup Crank Signal .....................................................................................408
1.4- Setup CAM Signal .......................................................................................409
1.5- Setup Sync Signal .......................................................................................409
1.6- Setup Ignition Profiles .................................................................................410
1.7- Setup Legacy Profiles .................................................................................411
1.8 - Setup 4-Wire Coil Profiles ..........................................................................411
2.0 - Cylinders 1-3 ..............................................................................................412
3.0 – Misfire ........................................................................................................413
4.0 – kV...............................................................................................................414
4.1 - kV Bargraph ...............................................................................................415
5.0- Output Config ..............................................................................................415
6.0– Event List ....................................................................................................418
6.1 - Encoder Diagnostics ..................................................................................419
7.0– System ........................................................................................................422
Diagnostics .........................................................................................................422
E6 with EID System Configuration .....................................................................434
CHAPTER 11. EID 1ST TIME COMMISSIONING ........................................... 437
Step 1. Configuration ..........................................................................................438
Step 2. Cylinder Configuration ...........................................................................439
Step 3. Timing Pattern Configuration .................................................................441
Step 4. Configure Crank Signal ..........................................................................442
Step 5. Configure CAM Signal ...........................................................................444
Step 6. Configure Sync Signal ...........................................................................444
Step 7. Setup Ignition Profiles ............................................................................445
Step 8. Update and Save Profiles ......................................................................446
Step 9a Setup Legacy Red Coil Current ............................................................446
Step 9b Setup 4-Wire Coil Current .....................................................................446
Step 10. Protections ...........................................................................................447
Step 11. Save Settings and Reboot Control.......................................................447
Step 12. Encoder Sync Test ...............................................................................447
Step 13. Continuity Test .....................................................................................448
Step 14. TDC Offset ...........................................................................................449
Step 15. TDC Confirm ........................................................................................449
Step 16. First Firing ............................................................................................450
Step 17. Final Configuration ...............................................................................451
Step 18. Save Settings .......................................................................................451
CHAPTER 12. KNOCK MODULE ............................................................... 452
E6 Main Board Knock Protection Functionality ..................................................453
CHAPTER 13. AUX MODULE ELECTRICAL CIRCUITS ................................ 463
AUX Module Connections ..................................................................................463
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MPU and Proximity Sensor Inputs......................................................................469
Differential Analog Inputs ...................................................................................474
General Purpose Analog Outputs.......................................................................478
High Side Outputs...............................................................................................481
CAN Communication Ports .................................................................................482
SPI Intermodule Port ..........................................................................................484
AUX Digital Core.................................................................................................484
CHAPTER 14. KNOCK SERVICE TOOL ...................................................... 489
Establishing Communication ..............................................................................489
Dashboard ..........................................................................................................493
0.0 – Knock Status .............................................................................................495
0.1 ...... – Knock Spectrum Tool ..........................................................................498
0.2 Reference Spectrum Tool .............................................................................499
0.3 - Sensor References .....................................................................................500
0.4 - Knock Intensity Bar Graph .........................................................................503
1.0 ...... Setup Control ..........................................................................................503
1.1 ...... Setup Analog Input Scaling ....................................................................504
1.2 ...... – Setup Cylinder Configuration ...............................................................505
1.3 - Setup Reference Windows .........................................................................505
1.4 - Setup Timing Pattern Config ......................................................................506
1.5 - Setup Crank Signal ....................................................................................507
1.6 - Setup CAM Signal ......................................................................................509
1.7 - Setup Sync Signal ......................................................................................509
2.0 - Cylinder 1-3 ................................................................................................510
2.1 - Cylinders 4-6 ..............................................................................................513
2.2 - Cylinder 7-9 ................................................................................................513
2.3 - Cylinder 10-12 ............................................................................................513
2.4 - Cylinder 13-15 ............................................................................................513
2.5 - Cylinder 16-18 ............................................................................................514
2.6 - Cylinder 19-20 ............................................................................................514
3.0 – Trend .........................................................................................................514
4.0 - Diagnostics .................................................................................................515
4.1 - Encoder Diagnostics ..................................................................................515
5.0 - Thermocouples (1-8) ..................................................................................517
5.1 - Thermocouples (9-16) ................................................................................518
6.0 – System .......................................................................................................518
6.1 – Memory ......................................................................................................520
6.2 - Internal Datalink .........................................................................................521
CHAPTER 15. KNOCK 1ST TIME COMMISSIONING ..................................... 522
Overview ............................................................................................................522
Step 1. Control Configuration .............................................................................522
Step 2. Setup Analog Input Scaling ....................................................................524
Step 3. Cylinder Configuration ............................................................................524
Step 4. Setup Reference Windows.....................................................................525
Step 5. Timing Pattern Configuration .................................................................526
Step 6. Configure Crank Signal ..........................................................................528
Step 7. Configure CAM Signal ............................................................................529
Step 8. Configure Sync Signal ............................................................................530
Step 9. Save Settings and Reboot Control .........................................................531
Step 10. Encoder Sync Test ...............................................................................531
Step 11. TDC Confirm ........................................................................................532
Step 12. Knock Window Determination ..............................................................532
Step 13. Knock Band Determination ..................................................................535
Step 14. Reference Window Determination .......................................................537
Step 15. Final Configuration ...............................................................................540
Step 16. Save Settings .......................................................................................540
Step 17. J1939 Scaling .......................................................................................541
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CHAPTER 16. BOOST CONTROL ............................................................. 542
Hardware Installation ..........................................................................................543
Commissioning ...................................................................................................544
CHAPTER 17. DUAL TECJET................................................................... 546
Hardware Installation ..........................................................................................546
Commissioning ...................................................................................................546
CHAPTER 18. SYSTEM POWER AND GROUND .......................................... 547
Grounding for Protection against Electrical Shock .............................................547
Grounding for Protection against Electrical Noise ..............................................548
Harsh EMC Environmental Guidance ................................................................552
System Power Structure .....................................................................................552
CHAPTER 19. EXTERNAL J1939 CANBUS DATALINK............................... 554
Diagnostic Messages (DM) ................................................................................563
CHAPTER 20. EXTERNAL MODBUS.......................................................... 578
Boolean Write to Control ....................................................................................578
Boolean Read from Control ................................................................................579
Read Analog from Control ..................................................................................594
Analog Writes to Control.....................................................................................600
CHAPTER 21. E3 FULL AUTHORITY VS. E6 FULL AUTHORITY
FUNCTIONALITY ..................................................................................... 601
CHAPTER 22. SOFTWARE REVISION OVERVIEW ....................................... 602
CHAPTER 23. PRODUCT SUPPORT AND SERVICE OPTIONS....................... 603
Product Support Options ....................................................................................603
Product Service Options .....................................................................................603
Returning Equipment for Repair .........................................................................604
Replacement Parts .............................................................................................604
Engineering Services ..........................................................................................605
Contacting Woodward’s Support Organization ..................................................605
Technical Assistance ..........................................................................................606
APPENDIX A. CONNECTOR INFORMATION ................................................ 607
Recommended Wire Size and Types .................................................................613
Wire Gauge—AWG to Metric Comparison .........................................................613
APPENDIX B. AMP COMMISSIONING PROCEDURE ................................... 617
Control I/O Commissioning.................................................................................617
EFI Valve Commissioning ..................................................................................618
Ignition Coil Commissioning ...............................................................................618
Control Temperature Commissioning .................................................................619
Control Vibration Commissioning .......................................................................620
APPENDIX C. OUTLINE DRAWINGS .......................................................... 621
3-Stack (EID+MAIN+AUX) Outline Drawings .....................................................622
2-Stack (EID+MAIN) Outline Drawings ..............................................................626
2-Stack (MAIN+AUX) Outline Drawings .............................................................629
AUX Stand-Alone Outline Drawings ...................................................................631
MAIN Stand-Alone Outline Drawings .................................................................634
EID Stand-Alone Outline Drawings ....................................................................636
Metric Proximity Sensor ......................................................................................638
SAE Proximity Sensor ........................................................................................638
LECM CONTROL SPECIFICATIONS .......................................................... 639
DECLARATIONS ..................................................................................... 641
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Illustrations and Tables
Figure 1-1. LECM Modularity................................................................................30

Figure 1-2. System Overview ...............................................................................33
Figure 1-3. Lambda Closed Loop Correction .......................................................34
Figure 1-4. Gas Quality Closed Loop Control ......................................................34
Figure 1-5. NOx Closed Loop ...............................................................................35
Figure 1-6. PID Response ....................................................................................36
Figure 1-7. Dynamics Selection Logic ..................................................................37
Figure 1-8. Idle Speed Selection ..........................................................................38
Figure 1-9. Editing Several Values in 2D and 3D Tables .....................................47
Figure 1-10. Selecting an Operator to Modify Table Values ................................47
Figure 2-1. Service Tool Image ............................................................................57
Figure 2-2. Engine Monitor ...................................................................................58
Figure 2-3. System Info ........................................................................................59
Figure 2-4. Discrete Contact Inputs ......................................................................60
Figure 2-5. Discrete Output Status .......................................................................61
Figure 2-6. Speed Switches .................................................................................61
Figure 2-7. Fuel Shutoff Valve Output Status .......................................................61
Figure 2-8. Lambda Control ..................................................................................62
Figure 2-9. Inlet Temp Correction .........................................................................63
Figure 2-10. ECT Correction ................................................................................63
Figure 2-11. CH4 Correction ................................................................................64
Figure 2-12. Lambda Reference Table ................................................................64
Figure 2-13. Load Filter Tau .................................................................................65
Figure 2-14. Average Lambda Calculation ...........................................................65
Figure 2-15. Volumetric Efficiency Small Table ....................................................66
Figure 2-16. Total Efficiency Small Table .............................................................66
Figure 2-17. Ve Learn Status ...............................................................................67
Figure 2-18. Te Learn Status ................................................................................67
Figure 2-19. Lambda Closed Loop .......................................................................68
Figure 2-20. Gas Quality Closed Loop (GQCL) ...................................................69
Figure 2-21 NOx Closed Loop ..............................................................................70
Figure 2-22. Speed Reference Setpoints .............................................................71
Figure 2-23. Idle Request .....................................................................................72
Figure 2-24. Fuel Limiters .....................................................................................73
Figure 2-25. Load Rejection Setup .......................................................................74
Figure 2-26. Speed Switches ...............................................................................75
Figure 2-27. Fixed Dynamics Settings .................................................................75
Figure 2-28. Bump Actuator .................................................................................76
Figure 2-29. Dynamics 1 ......................................................................................76
Figure 2-30. Dynamics 2 ......................................................................................77
Figure 2-31. Load Control (Grid Mode) Settings ..................................................78
Figure 2-32. Load Setpoint Selection ...................................................................78
Figure 2-33. KW Control Dynamics ......................................................................79
Figure 2-34. Load Rejection Setup .......................................................................80
Figure 2-35. Anti-Filling ........................................................................................81
Figure 2-36. Enable Boost Control .......................................................................82
Figure 2-37. Bypass Linked to Throttle ................................................................82
Figure 2-38. Active Control ...................................................................................83
Figure 2-39. Valve Limiters ...................................................................................83
Figure 2-40. Surge Protection ..............................................................................83
Figure 2-41. Surge High Signal Select .................................................................83
Figure 2-42. Bypass bias based on MAT .............................................................84
Figure 2-43. Throttle DP Setpoint .........................................................................84
Figure 2-44. Boost PID Dynamics ........................................................................84
Figure 2-45. Ignition Timing Command ................................................................85
Figure 2-46. Timing Settings ................................................................................86
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Figure 2-47. Ignition Duration Tunables ...............................................................87
Figure 2-48. Profile ...............................................................................................87
Figure 2-49. Single Critical Knock Threshold .......................................................88
Figure 2-50. Critical Knock Threshold ..................................................................88
Figure 2-51. Heavy Knock Threshold ...................................................................89
Figure 2-52. Cylinder 01 Heavy Knock Settings...................................................89
Figure 2-53. Single Knock Threshold Check Box ................................................90
Figure 2-54. Cylinder Light Knock Threshold .......................................................90
Figure 2-55. Select Knock Control Options ..........................................................91
Figure 2-56. Timing Retard Settings ....................................................................92
Figure 2-57. Derate Settings ................................................................................92
Figure 2-58. Knock Detection – Minimum Thresholds .........................................93
Figure 2-59. Knock Enable Logic .........................................................................93
Figure 2-60. Knock Windows................................................................................93
Figure 2-61. Knock Detection Enable Status .......................................................94
Figure 2-62. Cylinder Knock Intensity ..................................................................94
Figure 2-63. Knock Timing Bias Status ................................................................95
Figure 2-64. Knock Test Timing Offset Settings...................................................95
Figure 2-65. Misfire Detection ..............................................................................96
Figure 2-66. Misfire Signal....................................................................................97
Figure 2-67. Air Fuel Ratio Closed Loop ..............................................................97
Figure 2-68. Misfire No Delay Annunciation .........................................................98
Figure 2-69. Force Misfire Tester .........................................................................98
Figure 2-70. Force Misfire Status .........................................................................99
Figure 2-71. Force Misfire Settings ......................................................................99
Figure 2-72. Spitback Detection Method ..............................................................99
Figure 2-73. Spitback detection ..........................................................................100
Figure 2-74. Spitback detection ..........................................................................100
Figure 2-75. Spitback Capture............................................................................101
Figure 2-76. Cylinder Exhaust Gas Temperatures .............................................101
Figure 2-77. Exhaust Gas Temperatures ...........................................................102
Figure 2-78. Throttle Command Selector ...........................................................103
Figure 2-79. PWM Mixture Actuator Setup.........................................................103
Figure 2-80. Manual Throttle Control .................................................................104
Figure 2-81. Manual Boost Control ....................................................................104
Figure 2-82. Data for TecJet 1 Communications................................................105
Figure 2-83. TecJet 1 Fuel Gas Properties ........................................................105
Figure 2-84. Enabling easYgen with J1939........................................................106
Figure 2-85. High Side Driver Status ..................................................................106
Figure 2-86. Low Side Driver Status ..................................................................107
Figure 2-87. HS 01 - Aux Services .....................................................................108
Figure 2-88. HS 02 - Starter ...............................................................................109
Figure 2-89. HS 03 – Pre-Lube ..........................................................................109
Figure 2-90. HS 04 – Speed Switch 1 ................................................................110
Figure 2-91. HS 05 – Fuel Valve 1 .....................................................................110
Figure 2-92. HS 06 – Fuel Valve 2 .....................................................................111
Figure 2-93. HS 07 – Power ...............................................................................111
Figure 2-94. HS 08 – Battery Conservation .......................................................112
Figure 2-95. LS 03 – Speed Switch 2 .................................................................112
Figure 2-96. LS 04 – Speed Switch 3 .................................................................113
Figure 2-97. LS 05 – Alarm ................................................................................113
Figure 2-98. LS 06 – Shutdown ..........................................................................114
Figure 2-99. LS 08 – Exciter Field Flash ............................................................114
Figure 2-100. LS 10 – Fuel Blending Ok ............................................................115
Figure 2-101. LS 11 – Manifold Air Temperature High ......................................115
Figure 2-102. LS 12 – Battery Conservation ......................................................116
Figure 2-103. Discrete Input Group 1 .................................................................116
Figure 2-104. Discrete Group 2 ..........................................................................117
Figure 2-105. Discrete Group 3 ..........................................................................118
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Figure 2-106. Discrete Input Wiring Configuration .............................................119
Figure 2-107. Power Input Measured Input Type ...............................................120
Figure 2-108. Power Measured 0-5 Vdc Example .............................................120
Figure 2-109. Potentiometer Lambda Offset Table ............................................121
Figure 2-110 Speed Sampling Type ...................................................................122
Figure 2-111. Calibration Tool Settings for Speed Sensor Input ........................122
Figure 2-112. Remote Speed/Load Reference Signal 4-20ma Example ...........124
Figure 2-113. Input Voltage to Engineering Units ..............................................125
Figure 2-114. Speed Bias Signal Configuration .................................................126
Figure 2-115. CH4-signal ...................................................................................127
Figure 2-116. Calibration Tool Settings for AL1 (System Lean) and AL10 (System
Rich)...............................................................................................128
Figure 2-117. MAP1 Input Signal .......................................................................129
Figure 2-118. MAP2 Input Signal .......................................................................129
Figure 2-119. Ambient Pressure Input ...............................................................130
Figure 2-120. BARO Using MAP Sensor ...........................................................131
Figure 2-121. Lube Oil Pressure-signal ..............................................................132
Figure 2-122. Calibration Tool Settings for Lube Oil Pressure Engine
Protection .......................................................................................132
Figure 2-123. Settings for Lube Oil Level Engine Protection .............................133
Figure 2-124. Pre Throttle Pressure Signal Configuration .................................134
Figure 2-125. Pre Throttle Pressure Signal Configuration .................................135
Figure 2-126. Throttle Position Sensor Configuration ........................................136
Figure 2-127. Analog Input Circuit – Resistance Temperature Sensors ............137
Figure 2-128. MAT Sensor Calibration ...............................................................138
Figure 2-129. Calibration Tool Settings for MAT ................................................138
Figure 2-130. Manifold Air Temp1 NTC-Sensor (J1-A10) ..................................138
Figure 2-131. Calibration Tool Settings for MAT Engine Protection ..................140
Figure 2-132. Analog Input Circuit – Resistance Temperature Sensors ............141
Figure 2-133. Engine Coolant Temperature Sensor Calibration ........................142
Figure 2-134. ECT Signal Configuration ............................................................142
Figure 2-135. ECT Sensor Voltage vs Temperature (°C) ..................................143
Figure 2-136. Calibration Tool Settings for Engine Coolant Temp Fault............144
Figure 2-137. Settings for Engine Coolant Level Engine Protection ..................145
Figure 2-138. Cooling Control High Signal Select ..............................................145
Figure 2-139. Cooling Control (J2-058/J2-050) ..................................................146
Figure 2-140. Input Exhaust Gas Temperatures Configuration .........................147
Figure 2-141. Input to Cylinder Settings .............................................................147
Figure 2-142. Input to EGT Settings ...................................................................149
Figure 2-143. Main Board Thermocouple Type Settings ...................................151
Figure 2-144. EGT Fault Settings .......................................................................151
Figure 2-145. Lambda Sensor Selector .............................................................152
Figure 2-146. Bosch Lambda Filter ....................................................................153
Figure 2-147. UEGO Heater Control ..................................................................153
Figure 2-148. Lambda Difference Check ...........................................................154
Figure 2-149. UEGO Air Calibration ...................................................................154
Figure 2-150. Lambda Sensor Selector .............................................................155
Figure 2-151. NOx Sensor 1 J1939 Position ......................................................155
Figure 2-152. NOx Lambda settings...................................................................155
Figure 2-153. Fault Reset ...................................................................................156
Figure 2-154. “Fault Log” ....................................................................................156
Figure 2-155. IO Lock .........................................................................................157
Figure 2-156. “Normal” Looking Power Supply Voltages ...................................158
Figure 2-157. System Selection .........................................................................159
Figure 2-158. AFR Requested Mode..................................................................159
Figure 2-159. LECM Knock Mode ......................................................................159
Figure 2-160. Throttle Command Selector .........................................................160
Figure 2-161. Supply Controls ............................................................................160
Figure 2-162. Boost Control Selection ...............................................................161
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Figure 2-163. LS 08 J1-007 - Exciter Field Flash Relay Driver ..........................161
Figure 2-164. Discrete Input Wiring Configuration .............................................161
Figure 2-165. Battery Conservation Relay Settings ...........................................162
Figure 2-166. CAN2 easYgen/J1939 Plant Communication ..............................165
Figure 2-167. Engine Parameters ......................................................................165
Figure 2-168. Volumetric Efficiency Calculator ..................................................166
Figure 2-169. Inlet Temperature Settings...........................................................167
Figure 2-170. Inlet Temp Gain Calculator ..........................................................168
Figure 2-171. Gas Composition & Properties.....................................................169
Figure 2-172. AFR Gas Comp Selection ............................................................170
Figure 2-173. Calculated Gas Properties ...........................................................171
Figure 2-174. Gas Parameters Fixed Gas – Table 1 .........................................171
Figure 2-175. Gas Parameters Biogas Fuel- Table 2A-B ..................................172
Figure 2-176. KW Limit Inputs ............................................................................172
Figure 2-177. KW Limit PID Settings ..................................................................173
Figure 2-178. Sequencing Configuration ............................................................174
Figure 3-1. Vibration Profile ................................................................................187
Figure 3-2. TecJet Connector Diagram ..............................................................192
Figure 3-3. Magnetic Pickup Mounting in Flywheel Housing .............................198
Figure 3-4. Main MPU Wiring Diagram ..............................................................199
Figure 3-5. MPU Signal Arm and Trigger ...........................................................199
Figure 3-6. Main Proximity Sensor1 Wiring Diagram .........................................202
Figure 3-7. CAM Sensor Wiring – Speed Sensor2 ............................................202
Figure 3-8. Manifold Pressure Sensor Wiring ....................................................203
Figure 3.9 Schematic of LSU4.9 Sensor and Chip ............................................205
Figure 3-10. Installation Angle with Respect to Exhaust Flow ...........................206
Figure 3-11. Installation Angle with Respect to the Horizontal Plane ................207
Figure 3-12. UEGO Sensor Mounting Bung .......................................................207
Figure 4-1. Lambda Reference ..........................................................................213
Figure 4-2. Lambda Reference Table ................................................................213
Figure 4-3. Edit Lambda Reference Table .........................................................217
Figure 4-4. Example of Lambda Inlet Calibration ...............................................218
Figure 4-5. Volumetric Efficiency ........................................................................218
Figure 4-6. Proportional Gain Effect ...................................................................221
Figure 4-7. Integral Gain Effect ..........................................................................222
Figure 4-8. SDR (Compensation) Effect.............................................................222
Figure 4-9. PID Together ....................................................................................223
Figure 4-10. Proportional Gain ...........................................................................223
Figure 4-11. Textbook PID Response ................................................................224
Figure 4-12. Proportional Gain Effect .................................................................225
Figure 4-13. Integral Gain Effect ........................................................................225
Figure 4-14. SDR (Compensation) Effect...........................................................226
Figure 4-15. Textbook PID Response ................................................................226
Figure 4-16. Speed Dependent Dynamics .........................................................227
Figure 4-17. Misfire Detection Curves ................................................................228
Figure 4-18. Knock Retard/Reduction Logic Selection (HMI Screen 11.2) ........228
Figure 4-19.Critical Knock Shutdown Limit (Thresholds) (HMI Screen 5.0) ......229
Figure 4-20. Knock Retard and Load Reduction Calibration (HMI Screen 5.4) .229
Figure 6-1. Main Module Terminal Locations .....................................................260
Figure 6-2. J1 Connector Overview ....................................................................260
Figure 6-4. Main Module Inputs ..........................................................................264
Figure 6-5. Main Module Outputs .......................................................................265
Figure 6-6. Main Module Communications .........................................................266
Figure 6-7. Main Module Isolation Boundaries ...................................................267
Figure 6-8. Key Switch Architecture ...................................................................270
Figure 6-9. Main Input Power Wiring Diagram ...................................................270
Figure 6-10. Duty Cycle ......................................................................................272
Figure 6-11. Left Half of J1 .................................................................................273
Woodward 9
Figure 6-12. Main PWM Wiring Diagram ............................................................274
Figure 6-13. Single Edge Filter ...........................................................................275
Figure 6-14. Dual Edge Filter .............................................................................275
Figure 6-15. Current Input Wiring Diagram; Loop Powered ...............................278
Figure 6-16. Current Input Wiring Diagram; Loop Powered by LECM ...............278
Figure 6-17. Current Input Wiring Diagram; Self-Powered.................................279
Figure 6-18. J1 Connector view of Analog Inputs ..............................................279
Figure 6-19. Voltage Input Wiring Diagram; Self-Powered ................................281
Figure 6-20. SPM-A Input Wiring Diagram .........................................................282
Figure 6-21. SPM-D Input Wiring Diagram .........................................................282
Figure 6-22. StableSense HEGO Wiring Diagram .............................................283
Figure 6-23. StableSense HEGO Connector .....................................................284
Figure 6-24. Main Thermocouple Input Wiring Diagram ....................................285
Figure 6-25. J1 Connector view of Thermocouple Inputs ..................................285
Figure 6-26. RTD Input Wiring Diagram .............................................................286
Figure 6-27. Temperature Sensor Analog Input Wiring Diagram .......................288
Figure 6-28. Engine Sensor Analog Input Wiring Diagram ................................289
Figure 6-29. UEGO Sensor Input Wiring Diagram .............................................291
Figure 6-30. Main Current Output Wiring Diagram .............................................293
Figure 6-31. J2 Connector view of Analog Outputs ............................................293
Figure 6-32. Digital Input Group 2 Overview ......................................................295
Figure 6-33. Sourcing Input Wiring Diagram ......................................................296
Figure 6-34. Alternate Sourcing Input Wiring Diagram.......................................297
Figure 6-35. Sinking Input Wiring Diagram ........................................................298
Figure 6-36. Alternate Sinking Input Wiring Diagram .........................................298
Figure 6-37. PWM Output Wiring Diagram for Linear Actuator ..........................299
Figure 6-38. Boolean Output Wiring Diagram ....................................................300
Figure 6-39. PWM Output Wiring Diagram for Linear Actuator ..........................302
Figure 6-40. Boolean Output Wiring Diagram ....................................................302
Figure 6-41. Main Boolean Output Wiring Diagram ...........................................303
Figure 6-42. Trigger Power Supply.....................................................................304
Figure 6-43. PWM Trigger Output Wiring Diagram for L-Series ........................306
Figure 6-44. PWM Trigger Output Wiring Diagram for F-Series 23 pins with
CAN ...............................................................................................306
Figure 6-45. PWM Trigger Output Wiring Diagram for F-Series 14 pins ............306
Figure 6-46. PWM Trigger Output Wiring Diagram for P-Series ........................307
Figure 6-47. PWM Trigger Output Wiring Diagram for TecJet ...........................307
Figure 6-48. Trigger as HSO Boolean Output Wiring Diagram ..........................308
Figure 6-49. Trigger as LSO Output Wiring Diagram using LECM Power .........308
Figure 6-50. Trigger as LSO Output Wiring Diagram using External Power ......308
Figure 6-51. RS-232 Wiring Diagram .................................................................310
Figure 6-52. RS-485 Wiring Diagram .................................................................313
Figure 6-53. CAN Cable Cross-Section..............................................................314
Figure 6-54. CAN System Wiring Example ........................................................315
Figure 6-55. CAN-1 Wiring Diagram - Un-Isolated .............................................317
Figure 6-56. CAN-1 Wiring Diagram - Enhanced EMI Protection ......................317
Figure 6-57. CAN-2 Wiring Diagram, optimal 3-wire cable type ........................318
Figure 6-58. CAN-2 Wiring Diagram, all units on-engine ...................................318
Figure 6-59. J3 Pin Layout .................................................................................319
Figure 6-60. Main Forced Boot Wiring Diagram .................................................322
Figure 6-61. Bootstrapping Process Diagram ....................................................323
Figure 7-1. Bosch LSU Sensor Unit Wiring Diagram .........................................325
Figure 7-2. E6 Dimensions .................................................................................332
Figure 7-3. System Level Wiring ........................................................................333
Figure 7-4. J1 & J2 Mating Connector Callout ...................................................333
Figure 7-5. J4 & J5 Mating Connector Callout ...................................................334
Figure 7-6. Sample Relay Architecture ..............................................................334
Figure 7-7. Sample Power Fusing ......................................................................335
Figure 7-8. Sample Communication Breakout Wiring ........................................336
10 Woodward
Figure 7-9. Sample Analog Input Breakouts ......................................................337
Figure 7-10 Sample Tecjet Wiring. .....................................................................338
Figure 7-11. Sample F-series Wiring ..................................................................338
Figure 7-12. Sample F-series Wiring ..................................................................339
Figure 7-13. Sample NOx Sensor Wiring ...........................................................339
Figure 7-14. Sample Speed, CAN, Digitial Output Wiring ..................................340
Figure 7-15. Sample Discrete Input Wiring ........................................................341
Figure 7-16. Sample Analog Sensor and Communication Wiring ......................342
Figure 7-17. 6 Cylinder Engine Sample Knock Sensor Wiring ..........................342
Figure 7-18. Sample Thermocouple Wiring........................................................343
Figure 7-19. 8 Cylinder Knock Wiring Example..................................................344
Figure 7-20. 16 Cylinder 1 Sensor per 2 Cylinders Knock Wiring Example .......345
Figure 7-21. 6 Cylinder Ignition Wiring Example ................................................346
Figure 7-22. 8 Cylinder Ignition Wiring Example ................................................347
Figure 7-23. 16 Cylinder Ignition Wiring Example ..............................................348
Figure 7-24.Sample CAN Wiring ........................................................................349
Figure 8-1. E6/Aux Communication ...................................................................351
Figure 8-2. Profile Definition Options .................................................................352
Figure 9-1. EID Module Terminal Locations .......................................................355
Figure 9-3. EID Module Inputs ...........................................................................356
Figure 9-4. EID Module Outputs .........................................................................358
Figure 9-5. EID Module Communications ..........................................................358
Figure 9-6. EID Module Isolation Boundaries .....................................................359
Figure 9-7. Distributed Power Capacitor Example .............................................360
Figure 9-8. Key Switch Architecture ...................................................................363
Figure 9-9. EID Input Power Wiring Diagram .....................................................364
Figure 9-10. EID Distributed Power Wiring Diagram ..........................................364
Figure 9-11. EID MPU Wiring Diagram ..............................................................367
Figure 9-12. EID Proximity Sensor Wiring Diagram ...........................................367
Figure 9-13. EID PWM Wiring Diagram .............................................................368
Figure 9-14. EID Proximity Sensor Wiring Diagram, SPD#3 .............................369
Figure 9-15. EID PWM Wiring Diagram, SPD#3 ................................................369
Figure 9-16. Driver Enable Input Wiring .............................................................371
Figure 9-17. Driver Output Enable Logic Diagram .............................................371
Figure 9-18. Driver Group Design ......................................................................372
Figure 9-19. Driver Output Wiring Diagram ........................................................374
Figure 9-20. Boost Supply Enable Logic Diagram .............................................374
Figure 9-21. EID Discrete Output Wiring Diagram .............................................376
Figure 9-22. EID CAN Wiring Diagram, 0ptimal 3-Wire Cable Type ..................378
Figure 9-23. EID CAN Wiring Diagram, All Units On-Engine .............................378
Figure 9-24. EID Module ID Wiring Diagram ......................................................380
Figure 9-25. Bootstrapping Process Diagram ....................................................381
Figure 9-26. Reset Signal ...................................................................................382
Figure 10-1: Default Protocol Network Interfaces ..............................................389
Figure 10-2. EID Encoder Dashboard Engine Running .....................................391
Figure 10-3. EID Encoder Dashboard Engine Stopped after Running ..............391
Figure 10-4. Engine State Machine Illustration ..................................................398
Figure 10-5. Engine State Setup ........................................................................399
Figure 10-6. 6+1 Advanced Counterclockwise Trigger Disc ..............................405
Figure 10-7. 6+1 Retarded Counterclockwise Trigger Disc ...............................405
Figure 10-8.: Current Profile Management .........................................................410
Figure 10-9. DOUT Hardware Monitor Diagram.................................................416
Figure 10-10. Overspeed Detection Strategy .....................................................423
Figure 10-11. Boost Supply Signal Monitors ......................................................424
Figure 10-12. Battery Voltage Signal Monitor Overview ....................................425
Figure 10-13. Temperature Sensor Monitor .......................................................426
Figure 10-14. Module Temperature Monitor......................................................426
Figure 10-15. Temperature Alarm & Shutdown Monitor ....................................427
Woodward 11
Figure 10-16. HV Transducer Voltage Signal Monitor Overview .......................428
Figure 10-17. Cylinder Mapping Status Logic ....................................................429
Figure 10-18. Internal Voltage Monitor Overview ...............................................429
Figure 10-19. DOUT Hardware Monitor Diagram ..............................................433
Figure 10-20. HMI Setting for Selection LECM EID Ignition ..............................434
Figure 10-21. HMI Settings for Spark Timing and Coil Energy ..........................435
Figure 11-1. 6-Cylinder EID Output Driver Configuration ...................................439
Figure 11-2. Updating from 16 to 6 Cylinder Firing Intervals .............................440
Figure 12-1. E6/Aux Communication .................................................................453
Figure 12-2 Knock Mode Selection ....................................................................453
Figure 12-3. Knock Calibration and Current Timing Bias ...................................454
Figure 12-4. Knock Detection Overview .............................................................454
Figure 12-5. Knock Signal Filtering ....................................................................455
Figure 12-6. E6 Knock Diagnostic and Control Logic.........................................457
Figure 12-7. E6 Knock Intensity Calculation Subroutine ....................................458
Figure 12-8. E6 Light Timing Bias Subroutine ....................................................459
Figure 12-9. E6 Severe Timing Bias Subroutine ................................................460
Figure 12-10. E6 Critical Knock Subroutine .......................................................461
Figure 12-11. Timing Bias Return Subroutine ....................................................461
Figure 13-1. AUX Module Terminal Locations ...................................................463
Figure 13-2. J4 Connector Overview ..................................................................463
Figure 13-3. AUX Module Inputs ........................................................................465
Figure 13-4. AUX Module Outputs .....................................................................465
Figure 13-5. AUX Module Communications .......................................................465
Figure 13-6. Key Switch Architecture .................................................................469
Figure 13-7. AUX Input Power Wiring Diagram ..................................................469
Figure 13-8. Left Half of J4 .................................................................................471
Figure 13-9. AUX MPU Wiring Diagram .............................................................471
Figure 13-10. AUX Proximity Sensor Wiring Diagram with Main .......................472
Figure 13-11. Stand-Alone AUX Proximity Sensor Wiring Diagram ...................472
Figure 13-12. AUX Proximity Sensor Wiring Diagram with Main .......................473
Figure 13-13. Stand-Alone AUX Proximity Sensor Wiring Diagram ...................473
Figure 13-14. AUX Current Input Wiring Diagram; Loop Powered ....................475
Figure 13-15. AUX Current Input Wiring Diagram; Self-Powered ......................475
Figure 13-16. AUX Voltage Input Wiring Diagram; Self-Powered ......................476
Figure 13-17. AUX Knock Sensor Wiring Diagram ............................................477
Figure 13-18. AUX Thermocouple Input Wiring Diagram ...................................478
Figure 13-19. AUX Current Output Wiring Diagram ...........................................479
Figure 13-20. J4 Connector View of Analog Outputs .........................................480
Figure 13-21. AUX Discrete Output Wiring Diagram ..........................................482
Figure 13-22. AUX Oscilloscope Connection .....................................................482
Figure 13-23. AUX CAN Wiring Diagram, Un-Isolated .......................................483
Figure 13-24. AUX CAN Wiring Diagram, enhanced EMI protection .................484
Figure 13-25. AUX Module ID Wiring Diagram ..................................................486
Figure 13-27. Reset Signal .................................................................................488
Figure 14-1. Default Protocol Network Interfaces ..............................................492
Figure 14-2. Knock Encoder Dashboard Engine Running .................................494
Figure 14-3. EID Encoder Dashboard Engine Stopped after Running...............494
Figure 14-4. Knock Window Six Cylinder Engine 1 Sensor for Two Cylinders ..495
Figure 14-5. Reference Window Six Cylinder Engine 1 Sensor for Two
Cylinders ........................................................................................495
Figure 14-6. No Knocking Spectrum ..................................................................499
Figure 14-7. No Knocking Spectrum ..................................................................500
Figure 14-8. Simple Moving Average .................................................................500
Figure 14-9. Reference Window Spectrum ........................................................501
Figure 14-10. No Knocking Bar Graph ...............................................................503
Figure 14-11. Knock Ratio Calculation ...............................................................512
Figure 14-12. No Knock Trend ...........................................................................514
Figure 14-13. Shutdown Logic Algorithm ...........................................................519
12 Woodward
Figure 15-1. Single Sensor per Cylinder 6 Cylinder Knock Input Driver
Configuration .................................................................................524
Figure 15-2. Single Sensor per 2 cylinders 6 Cylinder Knock Input Driver
Configuration .................................................................................525
Figure 16-1. Pre Throttle Pressure Sensor Wiring .............................................544
Figure 16-2. Boost Control Curve Throttle dP Set Point & Actual ......................545
Figure 16-3. Forcing Boost Control to Min and Max (HMI Screen 8.1) ..............545
Figure 17-1. HMI Setting for Selecting Dual TecJet Option (HMI Screen 15) ....546
Figure 18-1. I/O Isolation ....................................................................................550
Figure 18-2. Single Power Source .....................................................................553
Figure 18-3. Dual Power Source ........................................................................553
Figure A-1. Tie Strap Usage ...............................................................................609
Figure A-2. Long Edge Exit ................................................................................609
Figure A-3. Short Edge Exit ................................................................................609
Figure A-4. Short Edge Exit ................................................................................609
Figure A-5. 126-Pin Connector Drawing Sealing Range (Note 5)......................610
Figure A-6. 80/86-Pin Connector Drawing (Part 1) ............................................611
Figure A-6. 80/86-Pin Connector Drawing (Part 2) ............................................612
Figure A-7. Pin Insertion .....................................................................................614
Figure A-8. Illustration of Proper Seating of Contact in Connector ....................614
Figure A-9. TPA Lock .........................................................................................615
Figure A-10. TPA Removal.................................................................................616
Figure A-11. Pin Removal ..................................................................................616
Figure B-1. Temperature Indicator .....................................................................619
Figure C-1. EID/MAIN Vibration Isolator Installation ..........................................621
Figure C-2. 3-Stack Outline Top View ................................................................622
Figure C-3. 3-Stack Outline Front Side View .....................................................623
Figure C-4. 3-Stack Outline Right Side View .....................................................623
Figure C-5. 3-Stack Outline Drawing ISO View..................................................624
Figure C-6. EID Mounting Hole Layout ..............................................................625
Figure C-7. Main+EID Outline Top View ............................................................626
Figure C-8. Main+EID Outline Front Side View ..................................................627
Figure C-9. Main+EID Outline Right Side View ..................................................627
Figure C-10. Main+EID Outline Drawing ISO View ............................................628
Figure C-11. Main+AUX Outline Top View .........................................................629
Figure C-12. Main+AUX Outline Front Side View ..............................................630
Figure C-13. Main+AUX Outline Right Side View ..............................................630
Figure C-13a. Main+AUX Outline ISO View .......................................................630
Figure C-14. Main Mounting Hole Layout ...........................................................631
Figure C-15. AUX Stand-Alone Outline Top View ..............................................632
Figure C-16. AUX Stand-Alone Outline Front Side View ...................................632
Figure C-17. AUX Stand-Alone Outline Right Side View ...................................632
Figure C-18. AUX Stand-Alone Outline ISO View ..............................................633
Figure C-19. AUX Stand-Alone Mounting Hole Layout ......................................634
Figure C-20. MAIN Stand-Alone Outline Top View ............................................634
Figure C-21. MAIN Stand-Alone Outline Front Side View ..................................635
Figure C-22. MAIN Stand-Alone Outline Right Side View ..................................635
Figure C-23. MAIN Stand-Alone Outline ISO View ............................................635
Figure C-24. EID Stand-Alone Outline Top View ...............................................636
Figure C-25. EID Stand-Alone Outline Front Side View .....................................637
Figure C-26. EID Stand-Alone Outline Right Side View .....................................637
Figure C-27. EID Stand-Alone Outline ISO View ...............................................637
Figure C-28. Metric Proximity Sensor ................................................................638
Figure C-29. SAE Proximity Sensor ...................................................................638
Table 1-2. Hardware and Current Consumption ..................................................31

Table 2-1. Ignition Speed vs. Manifold Air Pressure (MAP) .................................86
Table 2-2. NTC Thermocouple ...........................................................................137
Table 2-3. Example NTC Thermistor ..................................................................141
Woodward 13
Table 2-4. Exhaust Gas Temperatures ..............................................................149
Table 3-1. Standard Vibration Kit Part Numbers ................................................183
Table 3-1a. Marine Vibration Kit Part Numbers ..................................................183
Table 3-1b. Vibration Kit Part Numbers ..............................................................184
Table 3-2. Vibration Profile Breakpoints .............................................................187
Table 3-3. Wiring Types .....................................................................................190
Table 3-4.TecJet Part Numbers .........................................................................190
Table 3-5. CAN TecJet Node Definitions ...........................................................193
Table 3-6. ProAct CAN Node ID Definitions .......................................................197
Table 5-1. E6 System Alarms .............................................................................230
Table 6-1. Main Power Input Specifications .......................................................269
Table 6-2. Main Input Power Monitor Specifications ..........................................269
Table 6-3. Main Speed Input Specification .........................................................271
Table 6-4. Main Speed Sensor Connections ......................................................273
Table 6-5. Main HV Transducer Power Specifications .......................................275
Table 6-6. Main HV Transducer Power Connections .........................................276
Table 6-7. Main HV Transducer Power Monitor Specifications ..........................276
Table 6-8. Main Differential Analog Input Capability ..........................................277
Table 6-9. Main Current Input Specification .......................................................277
Table 6-10. Main Differential Analog Input Connections ....................................280
Table 6-11. Main Voltage Input Specification .....................................................280
Table 6-12. Main Voltage Input Connections .....................................................281
Table 6-13. Bi-polar Voltage Input Specification ................................................282
Table 6-14. HEGO Input Specification ...............................................................283
Table 6-15. Main Thermocouple Input Specification ..........................................284
Table 6-16. Thermocouple/RTD Input Connections ...........................................285
Table 6-17. Main CJ Temperature Specification ................................................286
Table 6-18. RTD Input Specification...................................................................286
Table 6-19. Engine Sensor Analog Input Specification ......................................287
Table 6-20. Engine Sensor Analog Input Impedance ........................................288
Table 6-21. Transducer Power Specifications ....................................................289
Table 6-22. 5 V Transducer Power Output Connections....................................289
Table 6-23. Transducer Power Monitor Specifications.......................................290
Table 6-24. UEGO Sensor Input Connections ...................................................291
Table 6-25. UEGO Sensor System Connections ...............................................292
Table 6-26. Main Current Output Specification ..................................................292
Table 6-27. Main Analog Output Connections ...................................................293
Table 6-28. Transducer Power Monitor Specifications.......................................294
Table 6-29. Digital Input Pinout ..........................................................................296
Table 6-30. Sourcing Input Specification ............................................................296
Table 6-31. Sinking Input Specification ..............................................................297
Table 6-32. Low Side Outputs Specification ......................................................299
Table 6-33. LSO Outputs with Current Feedback ..............................................299
Table 6-34. Low Side Outputs Current Feedback Specification ........................300
Table 6-35. Low Side Outputs Specification ......................................................301
Table 6-36. LSO Outputs ....................................................................................301
Table 6-37. Main High Side Outputs Specification .............................................303
Table 6-38. Main HSO Outputs ..........................................................................303
Table 6-39. Trigger Outputs Specification ..........................................................304
Table 6-40. Trigger Output Voltage Specification ..............................................305
Table 6-41. Trigger Outputs ...............................................................................305
Table 6-42. RS-232 Specification .......................................................................309
Table 6-43. RS-485 Specification .......................................................................311
Table 6-44. Serial Cable Requirements .............................................................311
Table 6-45. Main CAN Specification...................................................................313
Table 6-46. Cable Specification ..........................................................................314
Table 6-47. Main CAN Connections ...................................................................316
Table 6-48. CAN Wiring Limitations ...................................................................318
Table 6-49. J3 Pinout .........................................................................................319
14 Woodward
Table 6-50. Main Processor Specification ..........................................................320
Table 9-1. EID Power Input Specifications .........................................................362
Table 9-2. EID Input Power Monitor Specifications ............................................362
Table 9-3. Speed 1&2 Input Specification ..........................................................365
Table 9-4. Speed 3 Input Specification ..............................................................366
Table 9-5. Speed PWM Input Specification ........................................................366
Table 9-6. EID Speed Sensor Connections .......................................................366
Table 9-7. EID HV Transducer Power Specifications ........................................370
Table 9-8. EID HV Transducer Power Connections ...........................................370
Table 9-9. EID HV Transducer Monitor Specifications .......................................370
Table 9-10. Driver Output Specification .............................................................372
Table 9-11. Driver Output Connections: Output Sort .........................................373
Table 9-12. Driver Output Connections: Group Sort ..........................................373
Table 9-13. Boost Supply Monitor Specifications ...............................................375
Table 9-14. EID High Side Output Specification ................................................375
Table 9-15. EID CAN Specification ....................................................................376
Table 9-16. EID CAN Connections .....................................................................377
Table 9-17. EID Processor Specification............................................................379
Table 10-1. Default Protocol Configurations ......................................................389
Table 10-2. Overspeed Monitor Tunables ..........................................................423
Table 10-3. Boost Supply Voltage Monitor Tunables .........................................425
Table 10-4. Battery Voltage Monitor Tunables ...................................................425
Table 10-5. Temperature Sensor Monitor Tunables ..........................................426
Table 10-6. Temperature Alarm & Shutdown Monitor Tunables ........................427
Table 10-8. HV Transducer Voltage Monitor Tunables ......................................428
Table 10-9. Internal Voltage Monitor Tunables ..................................................430
Table 10-10. DOUT Control Tunables ................................................................431
Table 10-11. DOUT Monitor HMI Variables .......................................................433
Table 10-12. Driver Enable HMI Variables .........................................................434
Table 13-1. AUX Power Input Specifications .....................................................467
Table 13-2. AUX Input Power Monitor Specifications ........................................468
Table 13-3. AUX Speed Input Specification .......................................................470
Table 13-4. AUX Speed Sensor Connections ....................................................470
Table 13-5. AUX Current Input Specification .....................................................474
Table 13-6. AUX Voltage Input Specification .....................................................476
Table 13-7. AUX Knock Sensor Input Specification ...........................................477
Table 13-8. AUX Thermocouple Input Specification ..........................................477
Table 13-9. AUX Cold Junction Temperature Specification ...............................478
Table 13-10. AUX Current Output Specification ................................................479
Table 13-11. AUX Analog Output Connections ..................................................480
Table 13-12. AUX Analog Output Monitor Specifications ..................................480
Table 13-13. AUX High Side Output Specification .............................................481
Table 13-14. AUX Discrete Outputs ...................................................................481
Table 13-15. AUX CAN Specification .................................................................482
Table 13-16. AUX CAN Connections .................................................................483
Table 13-17. AUX Processor Specification ........................................................484
Table 19-1. J1939 Analog Signals .....................................................................555
Table A-1. Sealing Range ..................................................................................611
Table A-2. Wire Sizes .........................................................................................613
Table A-3. Wire Gauge Comparison ..................................................................613
Table B-1. Commissioning Procedure ................................................................617
The following are trademarks of Woodward, Inc.:

DSLC ProAct
easYgen TecJet
Woodward 15
Warnings and Notices

Important Definitions
This is the safety alert symbol. It is used to alert you to potential personal injury
hazards. Obey all safety messages that follow this symbol to avoid possible
injury or death.
 DANGER—Indicates a hazardous situation which, if not avoided, will result
in death or serious injury.
 WARNING—Indicates a hazardous situation which, if not avoided, could
result in death or serious injury.
 CAUTION—Indicates a hazardous situation which, if not avoided, could
result in minor or moderate injury.
 NOTICE—Indicates a hazard that could result in property damage only
(including damage to the control).
 IMPORTANT—Designates an operating tip or maintenance suggestion.
Ensure that personnel are fully trained on Lock Out Tag Out
(LOTO) procedures prior to attempting to replace or service an
LECM on a “live” running Engine. All safety protective
Lockout/Tag out systems (overspeed, over temperature, overpressure, etc.)
must be in proper operational condition prior to the start or
operation of a running Engine. Personnel should be equipped
with appropriate personal protective equipment to minimize
the potential for injury due to release of hot hydraulic fluids,
exposure to hot surfaces and/or moving parts, or any moving
parts that may be activated and are located in the area of
control of the LECM.
The engine, turbine, or other type of prime mover should be

equipped with an overspeed shutdown device to protect
against runaway or damage to the prime mover with possible
Overspeed / Over personal injury, loss of life, or property damage.
Temperature / The overspeed shutdown device must be totally independent
Overpressure of the prime mover control system. An over temperature or
overpressure shutdown device may also be needed for safety,
as appropriate.
16 Woodward
The products described in this publication may present risks

that could lead to personal injury, loss of life, or property
damage. Always wear the appropriate personal protective
Personal Protective equipment (PPE) for the job at hand. Equipment that should
be considered includes but is not limited to:
Equipment
 Eye Protection
 Hearing Protection
 Hard Hat
 Gloves
 Safety Boots
 Respirator
Always read the proper Material Safety Data Sheet (MSDS) for
any working fluid(s) and comply with recommended safety
equipment.
Be prepared to make an emergency shutdown when starting

the engine, turbine, or other type of prime mover, to protect
against runaway or overspeed with possible personal injury,
Initial Start-up loss of life, or property damage.
The Emergency shutdown application software action will

shut down the engine immediately, shutting fuel and ignition
down at the same time. Risk of backfire in exhaust stack.
Emergency Shutdown
A gas engine should be equipped with equipment to detect
and protect against engine detonation (knocking) to prevent
damage to the prime mover with possible personal injury, loss
of life, or property damage.
On- and off-highway Mobile Applications: Unless Woodward's

control functions as the supervisory control, customer should
install a system totally independent of the prime mover control
Automotive system that monitors for supervisory control of engine (and
takes appropriate action if supervisory control is lost) to
Applications
protect against loss of engine control with possible personal
injury, loss of life, or property damage.
Woodward 17
IOLOCK: driving I/O into a known state condition.

When a control fails to have all the conditions for
normal operation, watchdog logic drives it into an
IOLOCK IOLOCK condition where all output circuits and
signals will default to their de-energized state as
described below. The system MUST be applied such
that IOLOCK and power OFF states will result in a
SAFE condition of the controlled device.
 Microprocessor failures will send the module
into an IOLOCK state.
 Discrete outputs / relay drivers will be non-
active and
de-energized.
 Analog and actuator outputs will be non-active
and de-energized with zero voltage or zero
current.
Network connections like CAN stay active during

IOLOCK. This is up to the application to drive
actuators controlled over network into a safe state.
The IOLOCK state is asserted under various

conditions, including:
 Watchdog detected failures
 Microprocessor failure
 Power Up and Power Down conditions
 System reset and hardware/software
initialization
 PC tool initiated
NOTE—Additional watchdog details and any

exceptions to these failure states are specified in the
related section of the product manual.
To prevent damage to a control system that uses an

alternator or battery-charging device, make sure the
charging device is turned off before disconnecting
Battery Charging the battery from the system.
Device
18 Woodward
RISKS OF CALIBRATION AND CHECKOUT—The

calibration and checkout procedure should only be
performed by authorized personnel knowledgeable
of the risks posed by live electrical equipment.
FUSE POWER SUPPLY MAINS—The power supply

mains should be properly fused according to the
National Electrical Code. The recommended fuse is a
European Type T fuse.
DISCONNECTING DEVICE—A switch or circuit

breaker shall be included in the building installation
that is in close proximity to the equipment and
within easy reach of the operator and that is clearly
marked as the disconnecting device for the
equipment. The switch or circuit breaker shall not
interrupt the protective earth conductor.
Woodward 19
Electrostatic Discharge Awareness

Electronic controls contain static-sensitive parts.
Observe the following precautions to prevent
damage to these parts:
 Discharge body static before handling the
Electrostatic control (with power to the control turned off,
Precautions contact a grounded surface and maintain
contact while handling the control).
 Avoid all plastic, vinyl, and Styrofoam (except
antistatic versions) around printed circuit
boards.
 Do not touch the components or conductors on
a printed circuit board with your hands or with
conductive devices.
To prevent damage to electronic components
caused by improper handling, read and observe the
precautions in Woodward manual 82715, Guide for
Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
Follow these precautions when working with or near the control.

1. Avoid the build-up of static electricity on your body by not wearing clothing
made of synthetic materials. Wear cotton or cotton-blend materials as much
as possible because these do not store static electric charges as much as
synthetics.
2. Touch your finger to a grounded surface to discharge any potential before
touching the LECM or installing cabling connectors. Alternatively ESD
mitigation may be used as well: ESD smocks, ankle or wrist straps and
discharging to a reference grounds surface like chassis or earth are
examples of ESD mitigation.
 ESD build up can be substantial in some environments: the unit has
been designed for immunity deemed to be satisfactory for most
environments. ESD levels are extremely variable and in some
situations may exceed the level of robustness designed into the
control. Follow all ESD precautions when handling the unit.
o I/O pins within connectors have had ESD testing to a
significant level of immunity to ESD, however do not touch
these pins if it can be avoided.
 Discharge yourself after picking up the cable
harness before installing it as a precaution.
o The unit is capable of not being damaged or improper
operation when installed to a level of ESD immunity for
most installation as described in the specifications.
Mitigation is needed beyond these specifications.
20 Woodward
Regulatory Compliance
European Compliance for CE Marking
These listings are limited only to those units bearing the CE Marking.
EMC Declared to Directive 2014/30/EU of the European Parliament
Directive: and of the Council of 26 February 2014 on the harmonization
of the laws of the Member States relating to electromagnetic
compatibility (recast)
Low Voltage Declared to Directive 2014/35/EU of the European Parliament
Directive: and of the Council of 26 February 2014 on the harmonization
of the laws of the Member States relating to the making
available on the market of electrical equipment designed for
use within certain voltage limits
ATEX – Declared to Directive 2014/34/EU of the European Parliament
Potentially and of the Council of 26 February 2014 on the harmonization
Explosive of the laws of the Member States relating to equipment and
Atmosphere protective systems intended for use in potentially explosive
s Directive: atmospheres (recast)
Zone 2, Category 3, Group II G, Ex nA IIC T4 Gc X IP54
Restriction Declared to 2011/65/EC COUNCIL DIRECTIVE of the

of the European Parliament and of the Council of 8 June 2011 on
hazardous the restriction of the use of certain hazardous substances in
substances electrical and electronic equipment.
(RoHS):
Exemption in use: 7(c)-I
Machinery Compliant as partly completed machinery with Directive
Directive: 2006/42/EC of the European Parliament and the Council of
17 May 2006 on machinery.
IECEx: Certified for use in hazardous locations
IECEx CSA 14.0047X Ex nA IIC T4 Gc X IP54
North American Compliance

These listings are limited only to those units bearing the CSA agency identification.
CSA: CSA Certified for Class I, Division 2, Groups A, B, C, & D, T4
(refer to Table Configurations for Max Temperature Ambient).
For use in Canada and the United States
Certificate 160584-70006660
CSA Certified for Ordinary Locations
For use in Canada and the United States
Certificate 160584-70006660
Table: Configurations for Max Temperature Ambient

Configuration Operating Temperature Current
Aux –40 to +105 °C 0.8 A
Aux + Main –40 to +100 °C 6A
Main –40 to +100 °C 5A
EID –40 to +85 °C 20 A
5 A (Main)
Main + EID –40 to + 85 °C
20 A (EID)
6 A (Main + Aux)
Aux + Main + EID –40 to + 85 °C
20 A (EID)
Woodward 21
Marine Compliance
American American Bureau of Shipping – 2015 Steel Vessel Rules 4-

Bureau of 2-1, 4-9-3, 4-9-4, & 4-9-8/ Table 1&2 Type Test for Control,
Shipping: Monitoring, and Safety equipment
China China Classification Society Rules for Classification of Sea-

Classification going Steel Ships (Guidelines for type Approval Test of
Society: Electric and Electronic Products 2015).
Det Norske Veritas – Class guideline — DNVGL-CG-0339.

Edition November 2015 Environmental test specification for
DNV-GL: electrical, electronic and programmable equipment and
systems: Temperature Class D, Humidity Class B, Vibration
Class B, EMC Class A, Enclosure B.
Lloyds Lloyd’s Register of Shipping – Type Approval System, Test
Register of Specification Number 1, February 2015: Environmental
Shipping: Categories ENV1, ENV2, ENV3, and ENV4
Class NK 2014 Guidance for the Approval and Type

Nippon Naiji
Approval of Materials and Equipment for Marine Use (Part
Kyokai:
7, Chapter 1)
Marine type certified applications have a power source and wiring restriction. If
any of the 3 items in the table below are in use within the LECM application, then
the power source for the LECM must be dedicated for the engine package (1 per
engine, not one power bus per LECM).
Main module LSO outputs used as PWM with actuators (>1.5APK) require
the power source used to be dedicated to the engine package (not
1
distributed) and must use twisted pair wiring for the LSO & actuator
source wires.
Main modules configured with IGBT discrete outputs (special ignition coil
driver DO configuration) require the power source used to be dedicated
2
to the engine package (not distributed) and must use twisted pair wiring
for the IGBT & ignition coil power source wires.
Main modules using UEGO or HEGO sensors require the power source
used to be dedicated to the engine package (not distributed) and must
3
use twisted pair wiring for the heater PWM signal and the heater power
source.
Special Conditions for Safe Use

The IP rating depends on the proper use of the mating connector. Use this
manual to determine the power and maximum ambient temperature for the
specific application.
Wiring must be in accordance with North American Class I, Division 2, or

European or other international Zone 2, Category 3 wiring methods as
applicable, and in accordance with the authority having jurisdiction.
The installer of the LECM must take responsibility for meeting Sub-Clause 26.4.2
of EN60079-0:2012 regarding impact testing. The connectors on the LECM by
themselves do not meet this requirement and therefore must be sufficiently
protected when installed.
Field wiring must be suitable for at least Tamb+10 °C.

22 Woodward
Do not remove covers or connect/disconnect

electrical connectors unless power has been
switched off or the area is known to be non-
Explosion Hazard hazardous.
Substitution of components may impair
suitability for Class I, Division 2 or Zone 2
applications.
Before doing any maintenance, always

disconnect power and any hazardous
voltages that may be connected, and follow
High Voltage all appropriate lockout/lockdown procedures.
To reduce the risk of electric shock,

Protective Earth (PE) must be connected to
the termination point on the top of the unit
Electric Shock next to the label with the symbol.
The conductor providing the connection must
have a properly sized ring lug and wire gauge
larger than or equal to 4 mm² (12 AWG). The
ring lug should be placed between the nut
and star washer.
The calibration and checkout procedure
should only be performed by authorized
personnel. To be authorized personnel,
personnel must be knowledgeable of the
risks posed by live electrical equipment.
External fire protection is not provided in the

scope of this product. It is the responsibility of
the user to satisfy any applicable requirements
External Fire Protection for their system.
This unit is not qualified for use in residential

installations due to EMC compliance. It is only
allowed in non-residential Industrial applications.
Woodward 23
General Compliance
The LECM family of products is not intended for direct sale to

general consumers. This product is intended for industrial fixed
installations and direct sale to OEM system integrators, not
general consumers.
Due to regulatory requirements listed in the specifications section, these

guidelines are necessary:
1. Wiring/cabling requirements listed by I/O types must be followed.
2. Wiring/cabling should be grouped into bundles segregated by I/O type as
indicated in individual I/O type sections.
a. Example: EID Module injector or ignition cabling should be segregated
from all other wiring but may be grouped together with EID input power
supply wiring.
3. Wiring/cabling I/O types or bundles should be routed against chassis/frame
ground potential (the engine frame) for the maximum length of the cable
present, where possible. Cabling and wire routing should only allow small
sections of wiring and cabling to be more than 5 cm (2 inches) from
chassis/frame ground potential. Wires should preferably be routed directly
against chassis/frame.
a. Cabling may be more than 5 cm (2 inches) from chassis/frame ground
potential for items like strain relief and cable routing bends. The length
of cabling allowed to be more than 5 cm (2 inches) from chassis/frame
ground potential, must be:
i. Less than ~0.25 m (~10 inch) sections at the cabling ends.
– or –
ii. Less than ~0.25 m (~10 inch) sections at points along the cable
routing where cables longer than ~1.5 m (~60 inch) on each side
of the raised section still comply with the ~5 cm (~2 inch) from
chassis/frame ground potential.
– Note –
iii. Cables shorter than ~3.0 m (~120 inch) should have at least ~1.5
m (~60 inch) of cabling within ~5 cm (~2 inch) of the chassis/frame
ground potential. Route as much length as possible against
chassis/frame ground potential.
In order to comply with IEC 61000-4-5 Surge, the unit must not be installed with
any cabling 30 m or longer except as designated below. Only the specific
exemptions of the I/O on the Main Module designated as:
1. 10/100 Mbit Ethernet Communication Port, requiring shielded cabling.
2. RS-485 Serial Communication Port, requiring shielded cabling and common
wire.
3. CAN2 & CAN3 Serial Communication Port, requiring shielded cabling and
common wire.
In order to comply with IEC 61000-4-5 Surge, the Main Modules using Trigger
Outputs and modules reading Trigger Outputs or PWM signals with Speed Inputs
have additional installation limitations. Installation limitations are either 1, 2, or 3-
7 listed below:
1. The Speed Input measuring the PWM or Trigger Output generated by
another LECM must have software averaging using a Lag Filter with Tau =
~0.5s or longer.
-or-
2. The Speed Input measuring the PWM or Trigger Output generated by
another LECM must have an edge filter (see MPU and Proximity Sensor
Input Edge Filters) set to 55-60 μs delay or longer.
-or-
24 Woodward
3. The Control Algorithm using the speed input signals must tolerate noise that
appears as additional “teeth” or a PWM frequency shift.
a. i.e., A TDC signal being sent via the triggers used on the AUX Module
for knock detection. The knock detection algorithm could allow loss of
sync for one revolution due to one pulse as the phenomena IEC 61000-
4-5 testing dictates.
-and-
4. The power bus must be dedicated to the engine package system and not
distributed to more than one engine system.
-and-
5. The power bus cabling distance from the power source may be a star
configuration to multiple devices, but must not be more than 6 m on any leg.
-and-
6. The Trigger return must run with the Trigger signal to the monitoring unit
speed reference pin (XDRG).
-and-
7. The Trigger cabling must be shielded and twisted. This may be done as a
group of Triggers with a single Trigger return in one shielded cable. The
shield must be terminated only to a speed shield pin on the speed input end
of the cabling.
The cabling distance from the Main Module supplying the Trigger Outputs to the
module reading the trigger signal must be less than 6 m.
Woodward 25
Acronyms
Acronym Description Acronym Description Acronym Description
Positive 5 volt
DC Gas Quality National Pipe
+5V_XDCR GQCL NPT
Transducer Closed Loop Thread
Power Output
negative
24 Volt Direct gas quality
24VDC- GQCL NTC temperature
Current Minus closed loop
coefficient
24 Volt Direct
24VDC+ Current HE Hall Effect pF Pico farads
Positive
proportional-
High Side integral-
analog-to- Output. derivative
A/D HSOX, HS PID
digital Example: (feedback
HSO1 control
parameters)
High Voltage
Transducer
Power Output measured
A/R as required HV_XDCR Pmeas
(Software power
selectable as
12 or 20 V)
AFR Air Fuel Ratio I/O input/output PN part number
inlet air
AFR air to fuel ratio IAT POS Position
temperature
Analog input
Neutral
Module ID parts per
AINX- Reference ID_RTN ppm
Return million
Example:
AIN1-
Analog input
Signal Positive
(4-20 mA/0-5 integrated
AINX+ ITB PRS Pressure
V/0-1.25 V). throttle body
Example:
AIN1+
Analog Output
Minus Pre-Throttle
AOX(-) kbits/s kilobits/second PTP
Example: Pressure
AN1(-)
Analog Output
pre throttle
AOX(+) Plus Example: KEY_SW Keyswitch PTP
pressure
AN1(+)
Auxiliary
module (knock pulse width
Aux kHz kilohertz PWM
and EGT modulated
measurement)
flow (q) of gas,
Avg Average kPa kilopascal Qgn
normalized
Recommended
Standard 232
American Wire Ground
AWG kW kilowatt RS232_GND
Gauge (computer
serial interface,
IEEE)
Recommended
Standard 232
barometric Received Data
BARO kWe kilowatt electric RS232_RXD
pressure (computer
serial interface,
IEEE)
26 Woodward

Recommended
Standard 232
celerity (the
large engine Transmitted
c speed of LECM RS232_TXD
control module Data (computer
light)
serial interface,
IEEE)
human-
Calibratio Light Emitting Recommended
machine LED RS485_A-
n Tool Diode Standard 485
interface
controller Recommended
CAN LOL Lube Oil Level RS485_B+
area network Standard 485
Control Area
Network
Ground (used Recommended
CANX_GN Lube Oil
with CAN LOP RS485_GND Standard 485
D Pressure
Shield wire) Ground
Example:
CAN 1_GND
Control Area
liquefied
Network Society of
petroleum gas
CANX_HI High. LPG SAE Automotive
(also referred to
Example: Engineers
as propane)
CAN1_HI
Control Area
standard cubic
Network Lo.
CANX_LO LSO low-side output sccm centimeters per
Example:
minute
CAN1_LO
comma
Low Side
separated speed
csv LSOX, LS Output. SDR
values (data derivative ratio
Example: LSO1
file format)
Bosch LSU 4.9 Speed Signal
Harness Neutral
LSU1_Pin
Cyl Cylinder Connector Pin1 SPDX- Reference.
1
(Pumping Example:
Current) SPD1-
Bosch LSU 4.9
Speed Signal
Discrete Input Harness
LSU1_Pin Positive.
DIN_GRPX Group Connector Pin2 SPDX+
2 Example:
Common (Nernst
SPD1+
Voltage)
Bosch LSU 4.9
Harness suspect
Discrete Input LSU1_Pin
DIN_RTNX Connector Pin5 SPN parameter
Return 5
(Virtual number
Ground)
Bosch LSU 4.9
Discrete
Harness
Input. LSU1_Pin time constant
DINX Connector Pin6 Tau (t)
Example: 6 (e.g. for a filter)
(Heater Supply
DIN1
Voltage)
Discrete LSU1_SH Bosch LSU 4.9
DOUT TC Thermocouple
Output LD Shield
Thermocouple
Differential
dP mA milliamps TC_RTDX(-) or RTD input
Pressure
Signal Minus
LECM board
where Thermocouple
Δp differential
dP Main performance TC_RTDX(+) or RTD input
pressure
calibration tool Signal Positive
is connected
Woodward 27
Manifold Air thermal

DRV_EN Driver Enable MAP Te
Pressure efficiency
Driver Output
Plus.
Example:
manifold
DRVR_X(+ DRVR_1(+)
MAP absolute Thd thread
) (the driver
pressure
output
Positive for
the output 1)
combined
manifold
Engine Manifold Air
ECL MAT TMAP temperature
Coolant Level Temperature
and pressure
sensor
Engine
manifold air Totem Pole
ECT Coolant MAT TP
temperature (push-pull)
Temperature
engine
Throttle
ECT coolant Mbit/s megabits/second TPS
Position Sensor
temperature
exhaust gas throttle position
EGT mJ millijoules TPS
temperature sensos
Trigger Output
(Software set
as High Side,
Module
Low Side,
Electronic Identification
Push/Pull,
EID Injection/Igniti Module_ID_X Input X. TRIGX
Discrete or
on Driver Example:
PWM
MODULE_ID_1
behavior).
Example:
TRIG1
universal
Electronic Master Power exhaust gas
EID MPRD UEGO
ignition driver Relay Driver oxygen
(sensor)
electromagne
master power voltage of direct
EMI tic MPRD Vdc
relay driver current type
interference
emergency volumetric
ESD MPU magnetic pickup Ve
shutdown efficiency
EXTBOOT External Boot ms milliseconds Vlv Valve
volts root mean
squared
Fuel Gas (absolute
FGP N.C. normally closed Vrms
Pressure measure of
alternating
voltage)
Fuel Gas
FGT N.O. normally open vs versus
Temperature
Transducer
failure mode
FMI
identifier
N/A not applicable XDRG Return
Ground
Gnd ground
28 Woodward
Chapter 1.
About this Control
The E6 system is the combination of the LECM (Large Engine Control Module)
hardware with Woodward’s:
 speed and load contro
 air/fuel ratio control
 ignition control
 misfire and knock detection
 air/gas/exhaust flow control
 the engine’s start and stop routines
 monitoring and safety-related alarms and functions
 on-board data logging and communications over multiple protocols
This manual is specific to how to install, monitor and commission the E6 Full
Authority system to control a gaseous fueled engine using Woodward’s Large
Engine Control Module.
A short overview of the LECM hardware follows. Manual 26757 covers the latest
information on the LECM hardware in detail and is recommended as a
companion to this manual for E6 system developers.
The LECM hardware is capable of managing and controlling reciprocating

engines (gas, diesel, or dual fuel) used in power generation, marine propulsion,
locomotive and industrial engine, and process markets. Contact your Woodward
account representative to inquire about opportunities for these applications.
The single controller with 1-, 2-, or 3-module approach lowers hardware, wiring,
and troubleshooting costs, as well as reducing development and installation time.
Additional advantages come from having only one software service tool to learn
and support.
Each module has its own microprocessor and runs its own software routines,
written in Woodward's MotoHawk® software, using proven core functions and
algorithms. The main module software is written in Woodward's Graphical
Application Programmer (GAP™) and is based on the E6 Full Authority firmware.
The modules all share their information with an overall system-level software
program in a real-time manner, making the entire system act as one fully
integrated system.
Woodward's ToolKit interface software provides an easy-to-use tool for

configuring, operating, and monitoring the application software loaded into the
LECM. This includes data logging and trending.
The LECM is designed to be installed directly on the engine. On engine mounting

minimizes wiring cost by minimizing wiring length and the number of junctions.
Woodward 29
EID Module Each module can be used:

(Electronic - as a standalone controller or
Ignition/
- mixed and matched to address
Injection Driver)
Module
specific application needs.
Each module:
- has its own microprocessor
- running its own program with
Main - shared information between
Module modules so that
accommodates - all the modules play together
system I/O and functions as a seamless system.
Auxiliary
Module
(Knock)
Figure 1-1. LECM Modularity
Input/ Output Arrangement

The standard I/O (input/output) for this product is shown in Table 1-1. Through
the use of circuit population options, it is possible to modify/customize some of
these circuits. Therefore, some modules may have slightly different
configurations.
Table 1-1. Input/Output Arrangement
Module Inputs Outputs

 16 digital  8 HS digital
Main Module
 29 single-ended analog  12 LS/PWM digital
 8 differential analog  2 analog
 8 Thermocouple or  4 HS/LS/TP/PWM
RTD digital
 2 wide-band oxygen
Communications:
sensor
 3 CAN
 4 VR/HE/PWM speed
sensors  1 RS-485
 1 NOx Sensors  1 RS-232
 1 Ethernet
 2 VR/HE/PWM speed  1 HS digital
EID (Electronic Ignition /
sensors  20 electronic
Injection Driver) Module
 1 additional Hall ignition/injection drivers
Effect/PWM speed
Communications:
sensor
 2 digital jumpers  2 CAN
 8 knock, 14  2 HS digital
Auxiliary Module
Thermocouple  2 analog
 2 VR/HE/PWM speed
Communications:
sensors
 2 digital jumpers  1 CAN
30 Woodward
Control Specifications
The LECM I/O accuracies and environmental specifications are listed inside the
back cover of the installation manual 26757 contact your Woodward
representative to request a copy. Specifications are dependant on following
installation instructions.
Control CPU
The LECM control uses a programmable processing core in each module. The
below listed specifications give some insight to the processor capability relative
to other Woodward controls.
Main Module
Processor type Freescale MPC5566
Clock frequency 126 MHz
Math support Single Precision Floating point CPU
Real time clock Included with battery backup
Flash memory 3 MBytes
RAM 1.128 MBytes
EEPROM 256 kBytes
EID and AUX Modules

Processor type Freescale MPC5644
Math support Single Precision Floating point CPU
RAM 196 kBytes
EEPROM 128 kBytes
Power Consumption
Table 1-2. Hardware and Current Consumption
Configuration Operating Temperature Current

Aux –40 to +105 °C 0.8 A
Aux + Main –40 to +100 °C 6A
Main –40 to +100 °C 5A
EID –40 to +85 °C 20 A
5 A (Main)
Main + EID –40 to + 85 °C
20 A (EID)
6 A (Main + Aux)
Aux + Main + EID –40 to + 85 °C
20 A (EID)
System Description
The E6 Full Authority System is a gas-engine control system that controls
speed/load, air/fuel ratio and spark ignition of a four-stroke Spark Ignited Lean-
Burn reciprocating engine. It can be applied to single or dual throttle engines in a
wide range of power outputs, in generator or mechanical drive applications.
The control is easily tunable via Toolkit and operates the engine in emissions
compliance through a wide range of engine conditions. Changes in engine AFR
operation due to gas quality, fuel system drift, and other environmental conditions
(e.g. humidity, air or fuel temperature, etc.) during normal operation of the engine
are compensated in the control by means of Power, exhaust oxygen, or exhaust
NOx closed-loop regulation.
Woodward 31
The fuel metering subsystem requires a Woodward TecJet used typically with a
venturi carburetor. A second TecJet in parallel is allowed or a TecJet for a
second fuel supply can be added.
An internal EID ignition module is accessed through CAN monitoring and control
parameters. The EID ignition module will function as a slave to the E6, receiving
timing and duration references over the Internal CAN network. The E6 control
receives diagnostic information from the EID Ignition for integrated operation and
display. For a complete list of ignition internal CAN communication, see Appendix
B.
An internal Aux Knock module is accessed through CAN monitoring and control
parameters. The Aux Knock module will function as a slave to the E6, receiving
window information over the Internal CAN network. The E6 control receives FFT
knock intensity and diagnostic information from the Aux Knock for integrated
knock mitigation and display of Thermocouple channels.
Primary functionality includes:

 Speed/load control
 Full Authority/Fuel Blending AFR Control using TecJet for
consistent starts
 Gas Quality Closed-Loop AFR with kW feedback for varying
Biofuel operation
 Engine Start and Run Sequencing including Starter, fuel valve,
engine purge, and throttle management
 Integrated internal ignition (EID Ignition)
 Integrated internal knock sensing (Aux Knock)
 Individual cylinder Knock mitigation
 Integrated Misfire (crank speed) detection
 Boost Control with Throttle Feed-forward and trim
 Integration with easYgen power management product line
 Second TecJet Valve and Throttle Drivers for Stereo control
systems
 Manifold Bank Balancing for V-Bank engines with separate
throttles
 Integrated support for Bosch LSU 4.9 UEGO Sensor
 Thermocouple inputs pre-designated for EGT up to 20
cylinders, 2 x Turbo In/Out and Oxidation Catalyst In/Out
 Low-power mode for battery only operation
 Engine Protection
 Engine, sensor, and AFR diagnostics
 Toolkit PC interface for programming, commissioning,
calibration, and service
 Parameter security with three password levels
(User/Tech/Factory)
Advanced Control Functions

 NOx sensor and Closed-loop control with kW sensor backup
 Ignition timing speed control assist
 Engine Jacket Water & Intercooler Water Cooling Fan LSS
PID Control 4-20 mA signal to Variable Frequency Drive
(VFD)
 Ambient Pressure Compensation
Communications Options:
 Plant Communications monitoring and control via Modbus
Ethernet and Serial
32 Woodward
 Plant Communications monitoring and DM1, 2, 3, & 11 via
J1939
 Ethernet with DHCP and static IP address
 Real Time Clock for event logging with SNTP time server
updates
 Long-term data log with periodic email data attachment
 Shutdown Data log with pre-trigger for forensic analysis email
data attachment
 Automatically send email via server with log data attachment
 XCP Service Tool access with 5 ms DAQ list capability
System Diagram
Air Filter
TECJET 52
FUEL METERING
OPTIONAL
NATURAL GAS SHUTOFF
S S
Natural Gas < 3 psi
Venturi
Carburetor OPTIONAL
BIO-GAS SHUTOFF
S S
Exhaust Gas
Bio-Gas < 3 psi Sensor
J1939 CANBUS NETWORK UEGO or NOx
TC TC
OXYDATION
CATALYST
TC
TC
OPTIONAL
F-Series
Turbocharger
Bypass
OPTIONAL
TC
LECM
Ignition F/P-Series
Coils Throttle
Ignition
OPTIONAL
Coolant
Temperature
ECT TC TC TC TC TC TC
OPTIONAL
Cam Sensor
CAM
ENGINE CONTROL
Intake Manifold Knock Sensors Generator PANEL
Temp/Pressure MAP Starter
MAT
Engine Oil
Temp/Pressure LOP
ECU On-Engine Crank
LOT CRK
Mounted VR Sensor
OPTIONAL
Main Engine
Harness
CAN J1939
E6 Speed, AFR, Serial OEM PANEL/HARNESS

INTERCONNECT
Ignition
Ethernet OPTIONAL
Controller with CAN
engine system USER

COMMUNICATIONS
protection and INTERCONNECT
monitoring OPTIONAL
Figure 1-2. System Overview
Air/Fuel Ratio (AFR) Control

Open loop control generates a flow command to the TecJet based on the airflow
(derived from a speed density calculation), desired lambda, and fuel properties.
Open loop control is always active in the control the closed methods generate a
correction factor that is multiplied times the open loop gas flow. For example if
the Closed loop correction (Ccor) is 1.05 the closed loop control is adding 5%
Woodward 33
more fuel than the open loop calculation. If the Ccor is 1.00 then the closed loop
control is making no correction to the Open Loop flow.
There are three methods of closed loop AFR control available:

1. Lambda closed loop control using UEGO sensor feedback
2. Gas quality closed loop (GQCL), available when a suitable kW feedback
signal is provided to the E6 controller
3. NOx closed loop
Open Loop - Lambda Closed Loop

The lambda closed loop control uses a lambda (UEGO) sensor to determine the
actual air/fuel ratio and it compares this to the open loop lambda reference value.
The difference between the lambda reference and the measured lambda is the
open loop error. This correction value is multiplied with the open loop gas flow
demand to the TecJet. In this way lambda is always controlled at or near the
required setpoint.
In open loop: _Ccorr = 1
Measured  Closed Loop Correction

E
Closed Loop value
Correction
Desired B
Figure 1-3. Lambda Closed Loop Correction
Open Loop - Gas Quality Closed Loop (GQCL)

Gas Quality Closed Loop (GQCL) uses the measured generator power (KWe),
MAP & MAT signals as to infer changes in gas quality. Figure 1-2 depicts the
logic used.
Figure 1-4. Gas Quality Closed Loop Control
34 Woodward
GQCL air/fuel ratio control acts in the following manner to maintain manifold
pressure in accordance with the setpoint. When the gas quality increases (i.e.
higher energy density), at a constant gas flow the load generated by the engine
increases. Hence the actual load increases above that expected for the MAP
setpoint. Due to speed/load control being performed by the E6 system, the
throttle will close sufficiently to reduce the speed/load back to the setpoint. This
will effectively also lower the MAP. The difference in MAP setpoint and MAP
measured will generates a correction which results in reduction in the fuel flow
command to the TecJet. This will result in the mixture becoming leaner, and the
speed/load control will compensate by increasing the throttle opening to maintain
the setpoint, resulting in an increase in MAP. A stable situation will be reached
where the MAP measured equals the MAP setpoint while the MAP, Lambda and
mixture flow are essentially the same as before the change. Only the gas flow
demand has decreased. When gas quality decreases, the same process works in
the opposite direction.
Open Loop - NOx Closed Loop

NOx Closed loop mode utilizes a NOx sensor on CAN1 to directly measure the
wet NOx in the exhaust. The NOx sensor reports both the wet NOx in the
exhaust and a lambda value. This lambda value can be used to derive a dry NOx
measurement in the control. Additionally there is a correction for ambient
pressure built into the measurement a user configurable correction based on the
open loop air flow to account for back pressure shifts of the sensor signal. Before
calibration using the sensor the air flow based correction should be calibrated to
a reference analyzer.
NOx Correction
In open loop: NOx_Ccorr = 1
NOx Measured + NOx NOx Closed Loop

E
Closed Loop Correction value
Correction
NOx Desired B
Figure 1-5. NOx Closed Loop
Inlet Compensation
Speed/Load Control
The Speed and Load Control functions use PID logic. In pump/compressor
application mode or when the engine is running in generator application mode
without load (generator breaker open) or with load but in island mode (generator
breaker closed, but grid breaker open) the control uses a speed reference and
the actual engine speed as inputs for the PID. When in grid mode (both the
generator breaker and the grid breaker are closed and “kW Dynamics” is enabled
in the Calibration Tool), a load set point and the actual measured mechanical
load are the inputs for the PID.
The speed controller compares the actual value with the set point and uses a
PID. When the actual value is higher than the set point the PID output will
Woodward 35
decrease, when the actual value is lower than the set point the PID output will
increase. There are 3 different control settings that determine the dynamic
behavior of the PID:
 Proportional Gain
 I-gain
 Derivative
The above-mentioned PID settings can be attributed to different time domains.

The proportional action reacts on the present situation, the Integral action reacts
on the past and the derivative action predicts what will happen and reacts on
that.
The output of a PID controller will change in response to a change in

measurement or set-point. Tuned PID combinations of proportional, integral, and
derivative will provide the best type of process control required. Figure 2-32
shows the process response to a perturbation with different combinations of P, I,
and D control. For a full explanation of PID control, refer to publication 83402.
Figure 1-6. PID Response
Dynamic Settings Selection

The Speed and Load dynamics depend on operator selections and engine
running modes. The following selection is to be made by the user:
Fixed dynamics or variable dynamics.

Variable dynamics have two options:
Dynamics not depending on speed or load
Dynamics depending on speed or load
Variable Dynamics
When the P, I, or D “Select Fixed Dynamics” is not selected, the corresponding
variable gain curve will be active. These variable dynamics depend on the engine
mode (generator breaker status and grid breaker status).
There are 3 different variable dynamics selections possible. Figure 2-34 shows
the logic used for selecting dynamics in different operating modes. The 3 modes
are:
 Dynamics 1 – Speed control mode (both the generator breaker and the grid
breaker are open)
 Dynamics 2 – Island mode (the generator breaker is closed but the grid
breaker is open) – Generator application only
36 Woodward
 Dynamics 3 – Load Control (Grid mode) mode (both the generator breaker
and the grid breaker are closed; the engine is parallel to the grid) –
Generator application only
As shown in Figure 2-35, the proportional gain depends on a curve block and a
ratio factor in dynamics 1 and 2. The MAP% curve block has MAP% as an input
and the output is a gain factor. The ratio factor is active when the absolute value
of the speed error (actual speed – speed set point) exceeds a tunable value. The
output of the curve block and the ratio factor are multiplied and the result is the
final gain value. In this way the curve can be used for a partial influence on the
final result.
In dynamics 3 mode (on grid) the gain is determined through 1 curve block that
receives its input from the generator load.
Fixed Dynamics NOT

selected
Generator Breaker OPEN

AND AND Dynamics 1 selected
Grid Breaker OPEN
OR Speedcontrol mode
Generator Breaker OPEN

AND
Grid Breaker CLOSED
Generator Breaker CLOSED

AND AND Dynamics 2 selected
Grid Breaker OPEN
OR Island mode
Generator Breaker CLOSED

Grid Breaker CLOSED AND
KW control not enabled
Generator Breaker CLOSED AND Dynamics 3 selected

Grid Breaker CLOSED AND Load control (Grid) mode
KW control enabled
Figure 1-7. Dynamics Selection Logic
Speed Reference
The speed reference has two main set points and can be changed with two
discrete inputs that can lower or raise the reference and it can be changed with a
remote reference input.
When the engine is started it will go through the normal start-up routine. This
means it will first go to Idle speed (no ramp) and remain there for a tunable
warm-up/delay time. After this time expires the reference will ramp up to rated
speed.
Idle Speed Selection

Idle speed is selected under following conditions:
 Engine speed is < running speed and the generator breaker is open
Woodward 37
 “Force to Idle speed” is selected on the Calibration Tool (see Figure below)
 Discrete input Idle/Rated is active TRUE
 When the engine is shutdown, Idle speed is selected
Figure 1-8. Idle Speed Selection
When the idle warm-up timer is expired the speed reference will ramp up to rated
speed with the Accel/Decel rate. When rated speed is reached the rate will
switch to the raise/lower rate. This is usually a lot slower, to allow
synchronization of the unit. When selecting Idle with the discrete input or “Force
to idle” from the Calibration Tool, it will ramp down with the Accel/Decel rate to
idle again, until this condition is removed.
Rated Speed Selection

Rated speed is selected under following conditions:
 Idle speed is reached and Idle delay/warm-up timer is expired or,
 Generator breaker is closed and the “Droop Mode” is not checked
(isochronous mode) or,
 Upon opening of the generator breaker (causing a reset to rated)
When the reference is ramping up and the operator activates a raise or lower
discrete input, it will stop the automatic ramp to rated and remain at that set
point. The reference then can be adjusted using the raise or lower inputs. The
ramp to rated speed uses the Acceleration/Deceleration Rate settings.
Raise and Lower Inputs

It is possible to change the speed reference with the raise and lower inputs.
These inputs are active when:
 Generator breaker input is open – Generator application only.
 Idle delay timer has expired (warm-up has been performed).
 Remote Speed Setting Input is not Active
The limits are the “Minimum Speed ref/Idle” and “Maximum Speed ref”, as
described above. The user specified value for “Raise/Lower Speed Rate” is used
in this case.
Remote Speed Setting Selection

Remote speed setting is selected when all of the following conditions are
simultaneously met:
 Raise and lower inputs are both active for more than 2 seconds
 Idle delay timer has expired
 Breaker is open or “Droop Mode” is selected – Generator
application only
 AL190 (Speed/Load ref min voltage) and AL200 (Speed/Load ref
max voltage) alarms are both inactive
 The discrete input Idle/Rated is not active
Under these conditions the speed reference will first ramp to idle speed and then
remain there for the warm-up during the tuned delay time. After the timer expires,
it will ramp to the remote input setting with the “Raise/Lower Speed Rate” (the
reference will not change to rated speed in this case). This option can also be
38 Woodward
used in mechanical drive applications, except that the speed reference will
remain at idle after the tuned delay time.
The remote setting can also be made active after the generator breaker is
closed. The remote setting will then change the load on the generator as
described in the droop mode below.
When either of the remote input alarms is active (AL190 “Spd/Load reference
voltage Lo (or sensor disconnected)” or AL200 “Spd/Load reference voltage Hi”)
the reference will stay at that point. The speed reference can then only be
adjusted with the raise and lower inputs. The limits are the raise and lower speed
limits, as adjusted for the raise and lower discrete input contacts.
The Raise/Lower Speed Rate is also applied when changing the speed reference
in Remote mode.
Droop Mode (using Dynamics 1 and Dynamics 2)

In droop mode the generator breaker position is monitored. To make possible
switching between Dynamics 1 and Dynamics 2 in droop mode, the generator
breaker input must be connected and the checkbox “Droop Mode” must be
checked. The following methods can be used to change the speed reference in
this mode: Raise/Lower discrete contacts, the speed bias input when configured
correctly and the Remote speed reference input. The Load Droop in percent
equates to the percent reduction from rated speed at maximum load. The Load
Droop value chosen by the user will affect the speed/load dynamics. A suggested
starting load droop percentage is 5%.
In this mode the speed reference is not set to rated when the breaker closes,
there is only a reset to rated when the breaker opens (allowing different grid
frequencies and improved load rejection performance).
Load Sensing confirm

Load sensing requires an external signal. This should be a 0–5 Vdc input signal
from a power or torque sensor. In the software the signal is converted to a kW
signal. Optionally, the measured load can be received over the J1939 network
from easYgen-3100/3200.
Engine Overpower Protection confirm

The aim of this function is to provide a safe engine shutdown in the event
overpower occurs that cannot be arrested via throttle command signal. The
primary inputs for this function are the mixture throttle TPS and status signals. If
these signals are not present or are invalid this function will use secondary data.
The overpower logic provides for engine shutdown when MAP exceeds the
reference value plus an offset due to a malfunctioning throttle that is indicated by
a TPS error, when a valid TPS signal is present (note that if the throttle is
functioning correctly – i.e. the TPS signal is valid and is following the
commanded position – the system should be able to bring the power (MAP)
under control by closing the throttle, so no action is taken by this function
until/unless throttle is already being commanded to 0). But if TPS
alarm/shutdown logic is disabled (e.g. because TPS signal not implemented) or if
there is any TPS malfunction (Voltage Hi/Lo or TPS error) then shutdown will
occur as soon as throttle position command goes to zero, which will happen
quickly as the torque limiting function attempts to limit MAP.
Woodward 39
Note that this function will be pre-empted by a TPS triggered shutdown if any of
the configurable TPS alarm/shutdowns are configured for shutdown and are
active. There are no user adjustable settings for this function.
Normal Irregularity
Reciprocating engines do not have a continuous combustion, in contrast to
turbines. The speed of the flywheel changes continuously in accordance with
each individual cylinder combustion event. Superimposed on this constant
irregularity is the irregularity between successive combustion events, due to the
stochastic nature of lean burn gas engine combustion events.
If the engine has no hardware defects and runs with correct A/F ratio and correct
spark advance, there will be a certain basic speed irregularity as measured at the
flywheel. This basic irregularity is influenced by:
 Number of cylinders, firing order, firing intervals, and cylinder
angle (V-engine)
 Inertia of engine and generator
 Stiffness of crankshaft and driveline
 Mode of operation (i.e. parallel to the grid, or island).
 Combustion stability.
Judicious calibration of the misfire detection system during the commissioning of

the engine is required for reliable detection of real misfire and to avoid false
alarms when there is no misfire.
Misfire Detection Signals

The Misfire Detection system uses a normal inductive speed pick-up that senses
the flywheel ring gear teeth. The same signal is used for engine speed control.
The speed signal is processed in such way that only irregularity caused by
combustion failures will lead to misfire detection based on the derivative signal.
After filtering and peak detection, the processed signal is used to trigger the
alarm. During engine commissioning, the goal is to calibrate the alarm levels and
the alarm delays of the Misfire Detection system in such a way that no false
alarms will be generated.
Speed Bias
Upon signal failure of the selected Speed Bias input, the bias will be set to 0.0
until a valid signal is re-established and the fault is reset.
The Speed Bias is only active when the Idle/Rated Discrete Input is inactive
(rated).
The Speed Bias function will allow tunable selection of the input. If the selected
signal is not exhibiting a signal failure then the scaled rpm will add to the base
speed reference. If the signal is failed then the rpm bias will be zero.
Off– the internal speed bias is set to 0.0.
Voltage Input – The scaled 0-5V or -2.5 to 2.5V Analog Input (0.5-2.5-4.5 or -2/5
to 2.5 scaled to -x/0/+x RPM) will add to the Rated speed setpoint.
easYgen J1939 – The scaled J1939 PGN: 61470 - GC2 SPN: 3938 as defined in
the SAE J1939 specification (-100% to +100% scaled to -z/+z RPM) will add to
the Rated speed setpoint.
40 Woodward
Misfire Detection System Operation

If the Misfire Detection system triggers an alarm in service, it is an indication that
there is more irregularity in the speed of the flywheel than there was when the
misfire detection was calibrated during the commissioning of the system. When
this occurs, it could be due to a problem with the ignition, the A/F ratio or the
engine itself (e.g. valves, pistons, etc.).
The user is advised against adjusting the calibration to eliminate the alarm. The
recommended correction is to diagnose the problem and bring the engine back in
its original condition.
Internal Sequencer
The controller will have an option to use external or internal starter control. The
start sequence progresses from step to step with defined transitions and
shutdown sequencing.
An asterisk (*) Indicates the default setting.
Sequence Modes
 Ready  Ctrl Speed Confirm

 Pre-Lube  Run
 Crank Confirm  Wait for Re-Start
 Purge  Cooldown
 Ignition Confirm  Stopping
 LOP Confirm  Ready Post-Run
 Light-Off Confirm  Shutdown Post-Run
 Start Confirm  Safety Stop
Ready
Sequence is in standby mode with engine not running and ready to start.
Throttle Closed
Boost actuator Closed
Lube Oil Prime Allowed (intermittent Lube Oil Pump)
Starter Off
Ignition Off
Fuel Valves Closed
Transitions to Pre-Lube when a start is requested
Pre-Lube
Sequence is in standby mode with engine not running and now starting.
Throttle Closed
Pre-Lube Oil Pump On
Starter Off
Ignition Off
Fuel Valves Closed
Transitions to Ready if start request is removed
Transitions to Crank Confirm when pre-lube timer expires
Woodward 41
Crank Confirm
Sequence is in crank mode and engine should be rotating.
Throttle Open
Boost Closed
Starter On
Ignition Off
Fuel Valves Closed
Transitions to Purge when engine is NOT Stopped
Transitions to Wait for Re-Start and warning latched when engine speed is never
detected for *4 s
Purge
Throttle Open
Starter On
Ignition Off
Fuel Valves Closed
Aux Svcs On
Transitions to Ignition Confirm when purge Timer Expires *1 s
Ignition Confirm
Throttle Open
Boost Closed
Starter On
Ignition On
Fuel Valves Closed
Aux Svcs On
Transitions to LOP Confirm when Ignition Go/No-go is detected
Transitions to Wait for Re-Start and warning latched when engine stalls
Transitions to Wait for Re-Start and warning latched when Ignition Go/No-go is
never detected for *5 s
LOP Confirm
Throttle Open
Starter On
Ignition On
Fuel Valves Closed
Aux Svcs On
Transitions to Light-Off Confirm when Oil Pressure is above LOP SD threshold
Transitions to Wait for Re-Start and warning latched if engine stalls
Transitions to Wait for Re-Start and warning latched if Oil Pressure never
reaches LOP SD threshold for *5 s
42 Woodward
Light-Off Confirm
Throttle controlled by Start Fuel Limiter
Starter On
Ignition On
Fuel Valves Open
Aux Svcs On
Transitions to Start Confirm when Speed is above crank disconnect threshold
Transitions to Wait for Re-Start and warning latched if speed never reaches
crank disconnect threshold for *15 s
Start Confirm
Throttle controlled by Start Fuel Limiter
Starter Off
Ignition On
Fuel Valves Open
Aux Svcs On
Transitions to Ctrl Speed Confirm when Speed is above the engine running
threshold
Transitions to Safety Stop if Ignition Go/No-go is lost
Transitions to Wait for Re-Start and warning latched if speed never reaches
engine running threshold for *30 s
Ctrl Speed Confirm

Sequence is in run mode and engine should be rotating.
Throttle controlled by speed PID
Boost actuator in tracking and trimming mode
Starter Off
Ignition On
Fuel Valves Open
Transitions to Run when Speed > 95% speed ref and PID is in control of LSS for
>1s
Transitions to Wait for Re-Start and warning latched if PID is NOT in control of
LSS for *30 s
Run
Sequence is in run mode and engine should be rotating.
Throttle controlled by PID
Pre-Lube Oil Pump Off
Starter Off
Ignition On
Fuel Valves Open
Aux Svcs On
Woodward 43
Transitions to Cooldown if start request is removed
Transitions to Safety Stop if engine stalls
Wait for Restart

Sequence is in Standby mode and engine is stalled.
Throttle Closed
Starter Off
Ignition Off
Fuel Valves closed
Aux Svcs Off
Transitions to Crank Confirm when *30 s timer expires
Transitions to Safety Stop if number of retries exceeds *3 times
Transitions to Safety Stop if engine is NOT Stopped
Cooldown
Sequence is in Stop mode and engine is rotating.
Starter Off
Ignition On
Fuel Valves Open
Aux Svcs On
Transitions to Run if start request is applied
Transitions to Stopping when *30 s timer expires
Transitions to Safety Stop if engine stalls
Stopping
Starter Off
Ignition On
Fuel Valves Closed
Aux Svcs On
Transitions to Safety Stop if engine fails to stop after *15 s
Transitions to Standby and Post-Run On if engine stalls
Shutdown
Sequence is in Stop mode and engine is stopping.
Throttle Closed
Starter Off
Ignition Off
Fuel Valves Closed
Aux Svcs On
Post-Run On
Transitions to Standby if all SD faults are cleared
44 Woodward
Safety Stop
Throttle Closed
Boost actuator open
Starter Off
Ignition On until engine speed below “Run to Stopped Speed”
Fuel Valves Closed
Aux Svcs On
Transitions to Shutdown if engine speed fails to drop below 95% of detected
speed after *2 s
Transitions to Shutdown if engine stalls
Post-Run
Sequence is in Stop mode and engine is stalled.
Throttle Closed
Starter Off
Ignition Off
Fuel Valves Closed
Aux Svcs On
Transitions to Shutdown if Post-Run Timer expires and all SD faults are NOT
cleared
Transitions to Standby if Post-Run Timer expires and all SD faults are cleared
Transitions to Pre-Lube if all SD faults are cleared and start is requested
Toolkit Service Tool Usage
When the service tool is connected, the user

can override safety functions and external
control commands. Ensure the unit is isolated
Service Tool
as desired and all personnel are in an area safe
from the prime mover.
Compatible CAN Communication Modules

ToolKit supports IXXAT VCI 3, Kvaser CANlib 5.1, and RP1210B, which allows
ToolKit to work with a variety of IXXAT, Kvaser, and RP1210 CAN interfaces.
Purchase from Amazon.com Kvaser Leaf Light V2 (685-0)
See ToolKit help for more details.
Woodward 45
Online Settings Editor

The On-line Settings editor is the main calibration interface Tool and will be
designed to be as user friendly as possible. Settings that require reboot of the
control to update will be located in the Online Editor as read-only.
Security
Access to variables will be security controlled using 3 password & user levels
defined by the engine OEM.
XCP/J1939 Communication Wiring
The pinout for a system like the Deutsch 3-wire J1939/11 is below.
Main
Main Main
Board EID Aux
Board Board
J1939/11 Service Service Service
DB9 On External
Function 3 Pin Tool Tool Tool
Pin Engine Control
Position XCP Port Port
Bus Bus
Port
CAN3 CAN1 CAN2 CAN5 CAN4
Can Lo 2 B J2-024 J1-108 J2-008 J5-072 J4-039
Can Hi 7 A J2-023 J1-096 J2-007 J5-064 J4-040
Ground 5 C J2-032 J1-120 J2-015 J5-080 J4-038
46 Woodward
Changing Table Values in ToolKit Calibration Tool

The values in the 2D and 3D tables in toolkit can be changed by clicking on the
value with the mouse and entering a new value. The value entered is used in the
control after the left mouse button is clicked or the enter key is pressed. To make
it easier to manipulate several values, or even a whole table at once, the cells to
be edited are highlighted using the mouse and then the right mouse button is
clicked. This opens a popup window as shown in Figure 1-4. In the popup
window there are different options to modify the table values as shown in Figure
1-5.
Figure 1-9. Editing Several Values in 2D and 3D Tables
Figure 1-10. Selecting an Operator to Modify Table Values
ToolKit Trend Chart Component

The ToolKit Trend Chart Component allows you to monitor values in a trend
window.
See Common Component States in Toolkit Help for Trend Chart states.
Monitoring Values
The Trend Chart component displays multiple values in a trend with the
parameter name.
To start monitoring values using the Trend Chart component, left mouse click on
the Start button.
Woodward 47
To stop monitoring values using the Trend Chart component, left mouse click on
the Stop button.
Changing Trend Chart Properties

You can modify the properties of the plots and the Trend Chart component by
clicking the Properties button on the Trend Chart component. Some of the
properties you can change include the Time Span and Sample Rate of the chart
as well as the Scale and Color of each individual plot.
Removing a Plot from the Trend Chart

There are several methods to remove a plot from the Trend Chart. Choose a
method below to remove a plot. Once a plot has been removed, you will not be
able to recover the plot. You can only re-add the parameter to the Trend Chart by
dragging it from the list of parameters in the Design Tools window and dropping it
on the Trend Chart component.
Method 1:
1. In Run Mode, right-click on the plot to remove.
2. Select Remove Plot from the pop-up menu.
Method 2:
1. In Run Mode, click on the Properties button.
2. In the Trending Properties dialog, select the plot to remove and click on
the Remove Plot button.
3. Close the Trending Properties dialog.
Method 3:
1. In Design Mode, select the Trend Chart component.
2. Select the Properties... tab of the Design Tools window.
3. Click the ... button adjacent to the Plots property.
4. In the Plot Properties dialog, select the plot to remove and click on the
Remove Plot button.
5. Close the Plot Properties dialog.
Exporting Trend Values

The Trend Chart component allows you to export the trend values that are
currently in the visible trend chart to a .csv file for inspection by other programs.
To export trend values:
1. Capture the trend in the trend chart window.
2. Right mouse click on the Export... button.
3. Select the file name to be saved in the Save Dialog.
4. Select the Save button on the Save Dialog.
Trend on the Fly

ToolKit allows you to trend any value even if a trend chart is not part of your tool.
To trend on the fly:
1. Connect to the device.
2. Right mouse click on the component containing the parameter value you
wish to trend.
3. Left mouse click the Add to Trend pop-up menu item.
4. The Trending window will open with the parameter value you selected.
5. To add additional parameters to the trend repeat steps 3 and 4 for each
parameter.
Offline Settings Editor

An offline settings editor will be provided to allow offline editing and viewing of
saved settings files. All Online settings can be found in the Offline editor. Settings
that require reboot of the control to update will be located in the Offline Editor.
48 Woodward
To edit settings using an Offline Editor Button, follow the instructions below:
1. Connect to the device.

2. Click on the button to display the offline settings editor window.
3. The settings are read from the device and displayed in the offline editor
window. Only the parameters that are used by the components in the
page(s) are read from the device.
4. Change the appropriate values.
5. Press the Apply or OK button when changes are complete. The Apply
button will commit the changes, the OK button will commit the changes
and close the editor window.
6. The settings are written to the device. Please be aware that ToolKit
ensures that the device is shutdown before loading settings.
To cancel the editing, press the Cancel button. This will close the editor window
without writing changes to the device.
Datalogs
Two data logs will be kept in volatile RAM, the memory allocation between the
datalogs will be generally balanced but managed to allow margin for sample
rate/size.
Email of Datalogs
The email function is used to enable generation of an e-mail when the data log is
printed. In order for email generation to work, a TCP_IP port must be tied to the
Ethernet communications port. The Remote IP Inputs on the port must be set to
the address of an SMTP email server that does not require authentication and
that the control has access to.
General Communications
Bit: This is the smallest possible piece of data. It represents a single
TRUE/FALSE state in a digital system. Usually represented as a binary 1 or 0.
Byte: This is comprised of 8 bits.
Data: The term used to describe any collection of information. In communications

systems it is the information being transmitted and received. Many data formats
exist (text, numeric, binary coded decimal (BCD), hexadecimal (HEX), IEEE
floating point, Octal, etc.) In each case rules define what makes up a single piece
of data.
Serial Communications: This can be defined as the sequential transmission of

the bits constituting an entity of data over a data circuit.
Asynchronous Serial Communications: This defines the broad category of

serial communications where the timing of the data is dependent on the data
itself rather than on a specific clock or other synchronizing method. All
Woodward links are of this variety with the exception of Ethernet, which is a
special case.
Baud Rate: Also known as BPS (bits per second), baud rate determines the rate
of bit transmission in a serial communication scheme. Actual raw data throughput
can be determined by the number of bits (not bytes) being sent in a second.
RS232: An ANSI (American National Standards Institute) standard definition of

electrical, functional and mechanical connections for communications between
Woodward 49
DTE (Data Terminal Equipment) and DCE (Data Communications Equipment)
such as connection of a computer to a modem. It has gained wide usage in very
short haul applications (50 feet).
RS485: An ANSI standard definition of electrical connections for communications

between devices. Only one twisted pair is required. Both transmitted and
received data use the same pair of wires. It will generally only be used to
communicate with external devices which are on a 485 network.
Ethernet: This is a high speed (10M bit/sec) communication protocol which has
more variations than will be discussed here. Two common interconnection media
are described here. Thin Coax is used for relatively short distances (<600 feet)
and requires only one wire. Optical is used typically with longer runs such as 600
feet up to 2 Km. The cabling always requires transceivers or repeaters since the
native ports of external devices is coax or AUI. Great care must be taken in
designing networks with Ethernet due to strict rules (i.e., number of repeaters,
number of transceivers, number of link segments, total propagation delay, etc.).
Woodward implements TCP/IP and UDP packets on the Ethernet. UDP
packeting is used to connect the Ethernet to a Modbus block.
Protocol: Formal set of rules governing the format, timing, sequencing and error
control of exchanged messages on a data network or from point to point.
Protocol can define rules for software, hardware, or both.
Packet: Defines the format of the data used in a specific protocol. The packet
may contain information about the source, destination, command to be
performed, data and error detection, and reporting. Packets can vary in length
and complexity depending on the protocol.
Modbus: Modbus is the software protocol implemented by Woodward. It defines

the software protocol for how data is packeted, how commands are interpreted,
and how errors are checked. ASCII and RTU are two modes of data
representations associated with Modbus.
- ASCII: hex coding / 7 bits per character (4 transmitted) / any parity / 1 or 2 stop
bits
- RTU: 8 bit binary coding/ 8 bits per char (8 transmitted) / any parity / 1 or 2 stop
bits (not supported in E6)
Beginning Slave Function Data

of frame Addr Code
ASCII: - 2 chars 2 chars4 bits data
8 bits 8 bits per char
RTU: 3 char 1 char 1 char 8 bits data 3 char
dead time 8 bits 8 bits per char dead time
RTU sends data in 8-bit binary characters. ASCII firsts divides each RTU
character into two 4-bit parts (high order and low order) and then represents
them by their hexadecimal equivalent. The ASCII characters representing the
hexadecimal characters are used to construct the message thus using twice as
many characters as RTU mode. Additionally, RTU message characters are
transmitted in a continuous stream, whereas ASCII can have breaks of up to one
second between characters.
Modbus Master: This term defines the initiator of all requests on the Modbus.
Only one master can reside on an RS232 network. Ethernet (by virtue of collision
50 Woodward
detection) does support multiple masters.
Modbus Slave: This term defines a device that will only respond when
requested to by a master. A Modbus slave will never generate a request for data.
Typically the Woodward control will communicate as a slave with Modbus master
devices utilizing a separate link to each device. Multi-dropping may also be used
in which one or more controls are connected to one master device on a single
link with Modbus over Ethernet.
Peer to Peer: This is the opposite of a master/slave arrangement. All devices on

a link are 'peers'. Each can respond to requests, and each can make requests.
Ethernet is an example of this type of interconnection.
Network: A network is any connection of more than two devices using some
communications method. The method typically involves both the hardware and
software definitions. Many types of networks exist including Woodward's
RS422/485 and Ethernet. Others include Novell, TokenRing, MAP, etc. Some of
these networks define only the software level, others the hardware level, and still
others define all levels.
Protocol Converter: Any device which converts one protocol to another.

Woodward implements several of these devices. The simplest being an RS232 to
RS422/485 converter.
Modem: The term modem stands for Modulator/Demodulator. It is a device that

takes the serial digital data stream from one device and converts it to an Analog
signal consisting of different modulated tones. These tones are suitable for
sending over a phone line to another modem to be converted back to a digital
serial data stream for another device.
Control Fundamentals
Signal Filtering
E6 supports analog filter time constants configurable by the user. E.g., if tuning of
the speed dynamics is proving difficult, the speed filter can be tuned to potentially
give better performance. Most signals are filtered with a second order filter, with
a tunable filter time constant. This tunable value has a range of 0.0 (unfiltered) to
10 seconds and a default of 0.016 seconds (a frequency of 10 Hz). The filter
relationships with frequency and time are given below.
1 1
f= T=
2 T 2 f
Signal Filtering
Filtering should be kept to a minimum to minimize lag, i.e. the time constant
should be as small as possible.
PID Control
A PID has a setpoint input, a process input, and an output.
– The setpoint input is the desired process setpoint or reference.
– The process input is a measurement of the actual process.
– The output typically drives an actuator. It is sometimes called the
“demand output” or “command output.”
Woodward 51
A PID controls the process, by moving an actuator. It tries to minimize the

difference between the setpoint input and the process input.
Process
Actuator
E6 Ziegler Nichols Example
ZIEGLER–NICHOLS METHOD[1]
Control Type
P - -
PI -
PD -
Classic PID[2]
Pessen Integral Rule[2]
Some Overshoot[2]
No Overshoot[2]
NOTE: Classic PID parameters are considered to be too aggressive for some
processes.
52 Woodward
Classic PID
Ku 18
Tu 0.6
Kp=0.60 × 𝐾𝑢 = 0.6 *18=10.8

2
Ki=𝑇 = 2/0.6=3.3
𝑢
𝑇𝑢
D= 8
= 0.6/8=0.075
SDR = 1/Ki*Kd = 1/(3.3*0.075)=4.0404
Woodward 53
Pessen Integral Rule

Kp=0.7 × 𝐾𝑢 = 0.7 *18=12.6
Ki= = 2.5/0.6=4.1667
D= = 3*0.6/20=0.09
SDR = 1/Ki*Kd = 1/(4.1667*0.09)=2.6666
Instable at steady state:
54 Woodward
No Overshoot
Kp=0.2 × 𝐾𝑢 = 0.2 *18=3.6
Ki= = 2/0.6=3.3333
D= = 0.6/3=0.2
SDR = 1/Ki*Kd = 1/(3.333*0.2)=1.5002
Woodward 55
Some Overshoot
Kp=0.33 × 𝐾𝑢 = 0.33 *18=5.94
Ki= = 2/0.6=3.3333
D= = 0.6/3=0.2
SDR = 1/Ki*Kd = 1/(3.333*0.2)=1.5002
56 Woodward
Chapter 2.
Calibration Tool
An unsafe condition could occur with

improper use of the Calibration Tool. Only
trained personnel should access the control
Calibration Tool
with these tools.
This chapter provides detailed information on the system software functions and
instructions for their configuration and calibration via the Calibration Tool
application (built on a Woodward program called ToolKit).
Figure 2-1. Service Tool Image
The Calibration Tool is organized in a page structure. The Navigation page

provides shortcut buttons to most often used pages. Also, the Navigation page
provides fault status to indicate what page the currently activated faults can be
found.
Navigation Page
Engine Monitor
Displays common values of interest on each page of the Calibration Tool.
AFR Mode: Current control mode of the air fuel ratio control. Open Loop,
Lambda Closed Loop, NOx Sensor Closed Loop,…
Speed: Actual engine speed
Power Measured: Actual load based on load input (kilowatt)
Throttle Command: Throttle command in percent
Bypass Command: Bypass command in percent
TecJet Position: Position of the TecJet in percent.
TecJet Command: Commanded TecJet fuel flow in normal liters per
second.
Misfire: Misfire calculated value.
Fuel Gas Pressure: Based on TecJet 1 inlet pressure
Fuel GasTemp: Based on TecJet 1 inlet temperature
Pre Throttle Pressure: Pressure upstream of the throttle in kPa.
Manifold Air Pressure: Manifold air pressure of sensor “1”
Manifold Air Temp: Manifold air temperature in degrees Celsius.
Engine Coolant Temp: Engine coolant temperature (if used)
Lube Oil Pressure: Lube of pressure in kPa.
Woodward 57
Global Timing: Base global timing commanded to the ignition. Knock
mitigation biases for cylinder(s) will not effect this number.
Lambda Measured: Measurement of lambda from universal exhaust
gas oxygen sensor (UEGO) or NOx sensor (if used)
Oxygen: Oxygen percentage based on UEGO measurement
NOx Measured: Nitrous Oxide parts per million measured by the NOx
sensor (if used).
Closed Loop Correction: Correction factor based on gas quality closed
loop, NOx closed loop, or Lambda closed loop algorithms. The number is
a multiplier on the gas flow demand when greater than 1 the gas quality
closed loop algorithm is attempting to richen up the engine and if below 1
the gas
Figure 2-2. Engine Monitor
58 Woodward
System Info
Figure 2-3. System Info
Shutdown: LED status when “Red” indicates a true condition and the E6 will
attempt to shutdown the unit by closing the TecJet, throttle, and Fuel shutoff
valve.
Alarm: LED status when “Red” indicates a true condition and the unit will
continue to run.
Engine Status
Discrete Contact Inputs
The E6 control has options for 14 discrete inputs. The contacts show themselves
as “True” when lit “Green”. Typically the status of these inputs is handled with an
appropriate external device like a switch or relay that connects J1-A24 to the
appropriate pin for the function desired. This arrangement would treat J1-A24
and the functional input pin as “Dry Contacts”. There is no detection of input or
wiring failure of these inputs. The Fuel On command input is failsafe. A failed to
open input or broken wiring will result in an engine stop.
Although certain inputs are user configurable for normally open or normally
closed operation, it is highly recommended that inputs used for engine or
equipment protection (e. g. coolant level, oil level, and external shutdowns) be
configured as normally closed, so that a wiring or switch fault will result in a
failsafe system shutdown, and will required user override or correction of the fault
for engine restart.
Input and wiring fault detection is not

performed on discrete inputs.
Woodward 59
Figure 2-4. Discrete Contact Inputs
Run Input (Fuel On): True when Pin J1-046 is >9VDC (sourcing) or <2 VDC
(sinking). This input tells the control to start the engine “Start Sequence” when
engine speed is “0”. If engine speed is >0 setting the input from “True” to “False”
will set the sequence to “Stopped”.
Throttle OK: Optional input that uses the status output of the throttle actuator
into a relay that ties J1-058 to >9VDC (sourcing) or <2 VDC (sinking) when the
throttle has no faults.
Idle/Rated: True when Pin J1-J1-059 is >9VDC (sourcing) or <2 VDC (sinking)
this sets the speed set point to the “Idle” rpm set on page 4- Speed Control.
Raise: True when pin J1-035 is >9VDC (sourcing) or <2 VDC (sinking). This
input is typically used with an external 3 position switch for manual load
control/sequencing.
Lower: True when J1-047 is >9VDC (sourcing) or <2 VDC (sinking)... This input
is typically used with an external 3 position switch for manual load
control/sequencing.
Generator Breaker: True when J1-082 is >9VDC (sourcing) or <2 VDC (sinking)
or if J1939 CAN based status is “True” from for example the Woodward easYgen
senses the breaker is closed.
Utility Breaker: True when J1-023 is >9VDC (sourcing) or <2 VDC (sinking) or if
J1939 CAN based status is “True” from for example the Woodward easYgen
senses the breaker is closed.
Reset: True if J1-071 is >9VDC (sourcing) or <2 VDC (sinking).
Gas Selection: True if J1-070 is >9VDC (sourcing) or <2 VDC (sinking).
60 Woodward
Discrete Output Status

Yellow is a “True” condition. Outputs configurable for normally closed or normally
open.
Figure 2-5. Discrete Output Status
Major Relay: When a Shutdown fault occurs J1-006 sinks current.

Minor Relay: When an Alarm fault occurs J1-005 sinks current.
Power OK Relay: When power is not OK J1-102 sinks current.
Speed Switches
Green is a “True” condition.
Figure 2-6. Speed Switches
Speed Switch 1: When speed is above setpoint J1-066 will sink current.
Fuel Shutoff Valve Output Status

Green indicates a “True” condition when the valves are commanded to be
“Open”.
Figure 2-7. Fuel Shutoff Valve Output Status
Pipeline Gas (J1-078): This output will be “True” when control attempts to open
the Pipeline gas shutoff valve.
Bio Gas (J1-090): This output will be “True” when control attempts to open the
Bio gas shutoff valve.
Woodward 61
Lambda Control
Figure 2-8. Lambda Control
Lambda Reference table: Value currently in use from Lambda Reference table
on page 1.0 – AFR Tables
Lambda Inlet Correction: Value currently in use based on settings on page 1
AFR Settings
Lambda CH4 Correction: Value currently in use based on settings on page 1.0
– AFR Tables
Lambda Potentiometer Correction: Value of bias based on external 0–5 DC
potentiometer wired into analog input J1-A14. Confirm
Lambda ECT correction: Value currently in use based on settings on page 1.0
– AFR Tables.
Lambda Desired: Currently desired lambda based on the multiplication of
lambda reference table value with all of the correction factors.
AFR
Air Fuel Ratio (AFR) control is how the control maintains the required engine
emissions.
Lambda Ref Table
Inlet Temp Correction

The table that allows the user to bias the lambda desired based on inlet temp.
62 Woodward
Figure 2-9. Inlet Temp Correction
It is recommended to use the default settings during initial startup.
ECT Correction
The table that allows the user to bias the lambda desired based on ECT temp.
Figure 2-10. ECT Correction
It is recommended to use the default settings during initial start-up.
Woodward 63
CH4 Correction
The table that allows the user to bias the lambda desired based on the CH4
input.
Figure 2-11. CH4 Correction
It is recommended to use the default settings during initial startup.
Lambda Reference Table

Sample settings for the lambda speed/load reference table. If desired, adjust the
speed and load axes, before inputting the desired reference lambda values in the
table.
Figure 2-12. Lambda Reference Table
64 Woodward
It is best to use an earlier completed table from a similar engine. If there is no table
available, the required Lambda for maximum load on the engine can be used to
interpolate down to a Lambda of ~1 at no load conditions. Filling in 1.000 at 500
rpm and lower will make the engine easier to start. The values between 500 rpm
and normal operating speed should be a smooth ramp.
Later during the commissioning these values can be adapted to get to the correct
emissions.
As a rule of thumb the lambda reference values should increase with increasing
speed and increasing Calc Fuel.
Lambda
Load% Filter Tau: The load filter can be used to tune the transient response, by
maintaining a richer mixture during rapid load acceptance.
If the filter constant value is set too high, the delay in air/fuel ratio response can
cause the mixture to be temporarily too rich for the increased load, which can
damage the engine.
Figure 2-13. Load Filter Tau
Average Lambda Calculation

This allows the user to watch the average of the measured lambda reading.
Figure 2-14. Average Lambda Calculation
Woodward 65
Ve/Te Tables
Volumetric Efficiency Table

Volumetric efficiency (Ve) is the percentage of how full the cylinder gets each
cycle with air and fuel. The volumetric efficiency increases with rpm and load as
engine manufacturers design their engines to be most efficient at full load and
rated speed.
The table should be filled in as accurately as possible so for new engines where
you don’t have a calibration it is recommended to use Lambda closed control
which calculates a Ve for you (Learn Ve). As a guideline, for every 100 rpm
increase, Ve will decrease by approximately 0.018, and vice versa for decreasing
rpm. However, a realistic maximum value for Ve is 0.900. To ensure stable
operation at rated speed, make the rows below and above the rated speed the
same as the rated speed (1200 rpm in the example).Filling in 0.900 at 500 rpm
and lower will make the engine easier to start.
Figure 2-15. Volumetric Efficiency Small Table
Total Efficiency Table

The Total Efficiency is a measure of how efficient the gen-set is at turning heat
from the fuel to usable power (typically kilowatts). The Te table can be filled in by
copying the learned values in each column to the remaining rows.
Figure 2-16. Total Efficiency Small Table
Ignition Timing: This value is from the Tables 1 and 2A-B on page 1.2.
66 Woodward
Ve Table Status
The Ve learn status values are used by the commissioning person to setup the
Volumetric efficiency table.
Figure 2-17. Ve Learn Status
MAP (y): Actual value currently being used by the Ve table.

Ve in use (Z): Actual value currently being used by the Ve table.
Ve from Learning: The value that the control is calculating based on the Lambda
closed loop algorithm. This value will continue to get closer to the actual
volumetric efficiency as you update the table values.
Te Table Status
The Te learn status values are used by the commissioning person to setup the
Volumetric efficiency table.
Figure 2-18. Te Learn Status
Ignition Timing (x): Actual value currently being used by the Te table.
Fuel Torque (y): Actual value currently being used by the Te table. It is helpful to
set the values to the fuel torque at each of the load steps you are tuning at.
Te in Use (z): Actual value currently being used by the Te table.
Te from Learning: The value that the control is calculating based on the Lambda
closed loop algorithm. It is helpful to take a trend of this value for >5 minutes and
use the average to fill in the table as this number tends to move around and
numbers in the thousands place are significant.
Pmeas: The actual load the unit is running.
Pcalc: The calculated load the unit is running based on fuel lower heating value,
fuel consumption, and Te in Use from table.
 Pcalc and Pmeas should be the same after the table is calibrated.
Woodward 67
Lambda Closed Loop
Lambda CL
Normally the settings can be left at the default values. If it is observed during
commissioning that the correction is too fast or too slow the “Closed Loop Gain”
can be adjusted to improve performance.
Figure 2-19. Lambda Closed Loop
AFR Requested Mode: Requested mode of air fuel ratio control,

Open Loop
Lambda closed loop
NOx sensor closed loop
Gas Quality Closed Loop (GQCL)
Engine Running Time: Delay timer after engine starts until Lambda closed loop
can become active.
Load Filter Tau: Load Filtering for the lambda closed loop control.
Minimum Load or Calc Fuel for Closed Loop: Should be set to around 40% of
the rated load of the engine. Whenever the generator breaker is open or the
current value is below the minimum the Lambda Closed loop function is inactive.
Ccor Lambda Limit: Percentage that the fuel command can be decreased or
increased based on the measured vs. desired values. This must be set to engine
manufacturer requirements.
Ccor Lambda Gain: The Gain (proportional) term of the closed loop PID
adjustments. Bigger numbers give faster response and smaller numbers slower
response.
Correction Integrator Time: Related to integral term of closed loop PID.
Ccor Offset: Manual offset to the Ccor.
68 Woodward
Gas Quality Closed Loop

The Gas Quality Closed Loop (GQCL) settings the configuration can be left at
default values for initial startup, except for “Minimum Load or Calc Fuel for
Closed Loop”, which should be set to 10% of maximum for calibration purposes.
Figure 2-20. Gas Quality Closed Loop (GQCL)
AFR Requested Mode: Requested mode of air fuel ratio control

Open Loop
Lambda closed loop
Correction Limit: Percentage that the fuel command can be increased or
decreased based on the measured vs. desired values. Total window of correction
is equal to twice this number e.g. 22 for this example. This must be set to engine
manufacturer requirements.
current value is below the minimum the GQCL function is inactive.
Engine Running Time: Delay timer after engine starts until GQCL can become
active.
Load% Filter Tau: Load filtering.
Ccor GQCL Gain: The Gain (proportional) term of the closed loop PID
adjustments. Bigger numbers give faster response and smaller numbers slower
response.
Correction Integrator Time: Related to integral term of closed loop PID.
Ccor Offset: Manual offset to the Ccor.
Reset Ccor to 1.00 after engine stop: Check this box when the gas quality of
the fuel changes significantly when the unit shuts down.
Woodward 69
NOx Closed Loop

NOx Closed loop uses a NOx sensor in the exhaust manifold for air fuel ratio
control.
Figure 2-21 NOx Closed Loop
AFR Requested Mode: Requested mode of air fuel ratio control,

Open Loop
Lambda closed loop
NOx Sensor State: Current state of sensor from CAN read of sensor. One of the
following: Off, Condensation Protect, Heater Ramp, Warmup, Sensor Ready,
Sensor Fault
NOx Basis Wet: If checked the value used for control will the raw reading of the
sensor ppm.
NOx Setpoint: Current NOx ppm setpoint from Load based table.
NOx Measured: Corrected NOx reading from sensor + any offset applied.
current value is below the minimum the NOx closed loop function is inactive.
Correction Limit: Maximum correction that the NOx Closed loop function can
make to the open loop fuel flow.
70 Woodward
NOx Offset Table: Mixture flow (Qmn) into the engine based correction on the
NOx sensor reading. This can be used to put in an offset to have the sensor read
the same value as an external analyzer greatly simplifying calibration.
NOx Wet to H20 Calibration. The exhaust of an engine has a significant portion
of water in it and most emission regulatory agencies require Dry NOx to be
reported. This is the NOx ppm without the water proportion in the exhaust.
Exhaust water content is linked to Lambda and the fuel properties. The control
makes an internal calculation to reduce the impact of the water percentage of the
exhaust on the measurement used for control.
Speed/Load Control
Speed Setpoints/Limiters
Speed Reference Setpoints

Below are the set points used for speed control mode.
Figure 2-22. Speed Reference Setpoints
Run Speed: Speed the engine must cross for the PID to come into control.
Idle Speed Setpoint: Idle speed of the unit provided by engine manufacturer
Rated Speed Setpoint: Rated speed of the unit provided by engine
manufacturer.
Lower Speed Limit: The lowest value an external speed bias/reference can set
the speed setpoint.
Raise Speed Limit: The highest value an external speed bias/reference can set
the speed setpoint.
Raise/Lower Speed Rate: Rate at which an external speed bias/reference can
set the speed setpoint.
Acceleration/Deceleration Rate: Rate at which the speed setpoint will ramp
from idle to rated.
Load Droop: Droop value defaulted to “0” zero for isochronous operation.
Woodward 71
Max Load for Droop Calc: Max load for droop calculation and also a load limiter
in generator mode.
Droop Mode: It is possible to run the control in droop mode. To do this, the
engine needs to be synchronized to the grid by using raise or lower speed inputs
or the speed bias and closing the utility breaker.
The control needs to remain in Speed control mode (utility breaker open).
Idle Request
This is an optional feature that controls if the unit waits at idle before going to
rated speed.
Figure 2-23. Idle Request
Force to Idle Request: Check box when “checked” forces engine speed setpoint
to idle speed.
Wait at Idle Timer: The engine speed setpoint will be the “Idle Speed setpoint”
until the timer expires.
Fuel Limiters
The start fuel limit logic is speed based. When the engine is stopped, the start
fuel ramp is forced to 0% fuel. As soon as speed is detected (>50 rpm) then the
ramp is instantly moved to the adjusted Start position. It remains at that position
until the engine is at or above run speed (>350 rpm). Then it ramps to the
maximum fuel limit, and the speed control PID will assume control of throttle
position within this limit.
The maximum fuel limit is determined in the torque limiter curve. This is important
for mechanical drive applications, but can also be used as a variable speed, start
fuel limiter.
72 Woodward
Figure 2-24. Fuel Limiters
Start Position: Position throttle will be in between 50 rpm and Run Speed
Max Limit: Maximum throttle command limit.
Purge Time: Purge time is the time interval after engine cranking is detected
before the ignition Contact A output is enabled and the main gas shutoff valve is
opened. This allows the engine to be purged with air to provide for a safe startup
condition.
Load Rejection Setup

Use Logical Overspeed
The logical overspeed is a momentary override of the throttle PID command to
the “Load Rejection Throttle Position” based on the speed being above the
“Logical Overspeed Level” the “Pulse active above load” setting for the “Actuator
pulse time.”
Load rejection Pulse based on Generator Breaker

The load rejection pulse is a momentary setting of the throttle command to the
“Load Rejection Throttle Position” based on the “Generator Breaker” opening
above the “Pulse active above load” setting for the “Actuator pulse time.”
Woodward 73
Figure 2-25. Load Rejection Setup
Use Breaker Open Load Rejection Pulse: Enables the load rejection pulse
control strategy.
Use Logical Overspeed: Check box when checked enables the usage of logical
overspeed.
Threshold load rejection pulse control: The load that the generator must be
above with the generator breaker closed for the load rejection pulse logic to
become active.
Logical Overspeed Enable Threshold: Enables the load rejection pulse control
strategy. Engine speed above which there is a momentary override of the throttle
PID command to the “Load Rejection Throttle Position” based on the speed
being above the “Logical Overspeed Level” the “Pulse active above load” setting
for the “Actuator pulse time.”
Generator Breaker: LED status of the generator breaker position “Green” when
closed. A permissive for the load rejection pulse to become active.
Load Rejection Active: LED status of the load rejection control logic “Green”
when “Active”.
Load Rejection Throttle Position: This value is the setpoint to the throttle for
the Actuator pulse time span. This value is typically set to the no load idle or no
load rated speed throttle position.
Rejection Pulse Duration: Time that the load rejection throttle position will
override any other throttle commands. This time should be set to allow the
turbocharger to start decelerating. (0.2-0.4 is a typical value).
74 Woodward
Speed Switches
Below the user adjusted speed setting the output is high and above this speed
the output is low (connected to ground).
Figure 2-26. Speed Switches
Speed Switch 1 Pick Up: Speed above which the output will be “True”
Speed Switch 1 Drop Out: Speed below which the output will be “False”
Output and wiring fault detection is not

performed on discrete outputs. As no fault
detection on the outputs is performed, the
speed switches are for indication only.
Speed Control - Fixed Dynamics

When fixed P, I, and D gains are selected in the SPEED CONTROL FIXED
DYNAMICS Calibration Tool user settings (Figure 2-33), the selected fixed gains
are independent of the generator breaker positions. Also the load and PID%
have no influence on the selected fixed gains.
Figure 2-27. Fixed Dynamics Settings
Woodward 75
Figure 2-28. Bump Actuator
Throttle Bump
This function is useful for creating a disturbance in the speed control system to
test robustness of settings and/or to find settings. This replaces the need to
create load disturbances externally to tune settings.
Bump Amount: Throttle command percentage that will subtracted from the
current command for the “Bump Time”.
BUMP TIME: Time that the “Bump Amount” will subtracted from the throttle
command. Once the bump time expires the PID will be in control.
2.2 – Speed Control - Dynamics 1

Active when the Generator breaker is Open. Utility breaker can be in any
position. These dynamics are typically used for synchronization.
Figure 2-29. Dynamics 1
2.3 – Speed Control - Dynamics 2

Active when the Generator breaker is closed. The primary purpose of these
dynamics would be for Island mode or load sharing based on a speed reference
signal.
76 Woodward
Figure 2-30. Dynamics 2
2.4 - kW Control – Dynamics

Permissive to see this page is “Enable KW-control” page
13.0 – CONFIG General
The load reference is active only when in load (grid) control mode, i.e. when the
generator breaker and utility breaker discrete inputs are closed. Both the
generator and the grid breaker inputs need to be closed. The load reference can
then be changed with the raise and lower inputs, or with the remote load
reference input if enabled and active.
The advantage over using Dynamics 2 for grid connected units is that control PID
is acting directing on the load as its setpoint. When using Dynamics 2 for load
control the external load controller is adjusting the speed setpoint and the E6 is
trying to meet that speed setpoint which creates a cascaded PID for the system
that can be more difficult to tune.
When running in Load Control (Grid mode) mode, the plant/island electrical bus
is connected to the grid via the utility breaker (both breaker feedback inputs are
TRUE). When the engine is configured as a droop system in island mode (utility
breaker open), this means that the Speed set point + Droop to PID will change
depending on the droop percentage that is configured and the base load (island
load) that is required. This speed set point will be lower than the rated speed set
point. When the utility breaker is opened and the system goes into island mode, it
depends on the island load what the resulting speed set point will be. It will be
lower than the rated speed frequency but this also depends on the droop
percentage and the actual island load.
The ratio factor in Dynamics 3 is based on a load error that is compared to an

absolute load window.
The box beside “Enable KW-control” needs to be checked to activate Dynamics

3. When this box is not checked the control will use Dynamics 1 or Dynamics 2
regardless based on generator breaker status and independent of grid breaker
status.
Woodward 77
Load Reference Setpoints
Figure 2-31. Load Control (Grid Mode) Settings
Minimum Load: Minimum load commanded from an external reference (typically 0).
Maximum Load: Maximum load commanded from an external reference (OEM
specified).
Raise Rate: Ramp rate for an external raise reference.
Lower Rate: Ramp rate for an external lower reference.
Remote Reference Rate: Maximum rate of change of the load setpoint based on
an external remote reference.

It is possible to change the load setting with the raise and lower inputs. These
inputs are active when:
 Generator breaker and the grid breaker are both closed (On Grid).
 Remote load setting input is not active
When the remote load setting is activated at a certain point of load, the reference
will switch to the remote set point and then move with the change of the set point.
The ramp rates used in this mode are the user specified raise and lower rates.
Load Setpoint Selection
Figure 2-32. Load Setpoint Selection
Zero Load Selected: LED status when “Green” indicates load set point is at
minimum
Tracked Load Selected: LED status when “Green” indicates the load set point is
equal to the followed/actual load. The load set point tracks the actual load signal
when not on grid. When the system is switched on grid the set point can be
switched over smoothly from island mode to grid mode.
Maximum Load Selected: LED status when “Green” indicates the maximum
load set point is active
78 Woodward
Remote Ref. Enbld: LED status when “Green” indicates the Remote load
reference is enabled and active:
 Raise and Lower inputs are both active high (enabled/TRUE)
 Both the generator and utility breaker are closed (on grid)
 Remote reference input not failed
Raise Load Reference: LED status when “Green” indicates the raise load
reference discrete input status is “True”.
Lower Load Reference: LED status when “Green” indicates the lower load
reference discrete input status is “True”.
Droop Mode Example

Droop % = 2%
Total load = 1000 kW
Plant load = 300 kW
Rated Speed = 1500 rpm
When the engine runs in Load Control (Grid mode) mode with both the utility and
generator breaker closed the total load is 1000 kW (300 kW island load + 700 kW
exported to the grid). With 2% droop, this gives a resulting speed set point of
1500 – 30 = 1470 rpm. The control measures the new actual plant load of 300
kW. This gives a new speed set point of 1500 – 9 = 1491 rpm. To get to the rated
speed set point, the operator needs to raise the speed setting manually. When
more engines are connected to the plant and configured as droop system, an
equal droop percentage for all engines is required to divide the load in the above-
mentioned situation. When only one engine is on the plant bus, it is better to
configure 0% droop (isochronous operation), so no speed change is seen when
switching from Load Control (Grid mode) to speed control.
Remote Load Setting Selection

Remote load setting is selected under following conditions:
 Raise and lower inputs are both active (enabled/TRUE)
 Generator breaker is closed
 Grid breaker is closed.
 AL190 (Speed/Load ref min voltage) and AL200 (Speed/Load ref max
voltage) alarms are both inactive.
The ramp rate used in this mode is the user specified value for “Remote
Reference Rate”. There is also a limiter that can be used to limit the remote
setting. This is tuned in the “Remote Reference Limit”. When deactivating the
remote setting, it will remain at that load point until it is changed using the raise
or lower inputs.
Figure 2-33. KW Control Dynamics

Woodward 79
2.5 - Bank Balancing

For engines with two throttles on a single crank the control can implement a
balancing bias to the second throttle based on the difference in manifold air
pressure. The second value position=throttle 1 position + balancing bias.
2.6 - Load Rejection

Transient load performance for gaseous fueled engines can be a challenge for
calibrations using exclusively the throttle due to the feedback nature of the speed
control. In order to enable more easily passing of ISO transient testing two
strategies have been implemented.
Use Logical Overspeed

The logical overspeed is a momentary override of the throttle PID command to
the “Load Rejection Throttle Position” based on the speed being above the
“Logical Overspeed Level” the “Pulse active above load” setting for the “Actuator
pulse time.”
Load Rejection Pulse based on Generator Breaker

The load rejection pulse is a momentary setting of the throttle command to the
“Load Rejection Throttle Position” based on the “Generator Breaker” opening
above the “Pulse active above load” setting for the “Actuator pulse time.”
Load Rejection Setup
Figure 2-34. Load Rejection Setup
Use Breaker Open Load Rejection Pulse: Enables the load rejection pulse
control strategy.
Use Logical Overspeed: Check box when checked enables the usage of logical
overspeed.
Threshold load rejection pulse control: The load that the generator must be
above with the generator breaker closed for the load rejection pulse logic to
become active.
Logical Overspeed Enable Threshold: Enables the load rejection pulse control
strategy. Engine speed above which there is a momentary override of the throttle
PID command to the “Load Rejection Throttle Position” based on the speed
being above the “Logical Overspeed Level” the “Pulse active above load” setting
for the “Actuator pulse time.”
80 Woodward
Generator Breaker: LED status of the generator breaker position “Green” when
closed. A permissive for the load rejection pulse to become active.
Load Rejection Active: LED status of the load rejection control logic “Green”
when “Active”.
Load Rejection Throttle Position: This value is the setpoint to the throttle for
the Actuator pulse time span. This value is typically set to the no load idle or no
load rated speed throttle position.
Rejection Pulse Duration: Time that the load rejection throttle position will
override any other throttle commands. This time should be set to allow the
turbocharger to start decelerating. (0.2-0.4 is a typical value).
Anti-Filling
Depending on the location of the TecJet relative to the fuel inlet
(venturi/carburetor) there can be significant time delays from when a fuel
command is altered for a change in load before that fuel makes it into the
cylinders of the engine.
This delay is demonstrated on a load acceptance where the throttle opens to

meet the increased demand in mixture flow pulling more air/fuel at the pre-load
on air fuell ratio into the engine and the engine leans out due to the fuel delay
from the new command not affecting the fuel in the manifold until the old loads
fuel has been consumed. The anti-filling equation provides a lead term for the
fuelling command based on the change of the manifold air pressure over the
“dMap/dt filter time”.
Figure 2-35. Anti-Filling
Inlet Volume: Volume used in the Anti-filling strategy to adjust for the volume
from the output of the TecJet to the engine cylinders.
Input Filter Tau: Filter tau of the map signal.
dMap/dt: Change in manifold air pressure over the change in time used by the
anti-filling equation.
Anti-Filling Bias: Bias on the TecJet command from the Anti-filling function.
2.7 - Speed Control - Ziegler Nichols
Reserved for Future Functionality
Woodward 81
Boost Control
3.0 - Boost Control
Enable Boost Control
Figure 2-36. Enable Boost Control
Enable Boost Control: Check box that enables boost control with a Woodward
F-series Throttle body using J1939 CAN.
Bypass Linked to Throttle Position Settings
Figure 2-37. Bypass Linked to Throttle
Use Throttle Position to Set Bypass Position: Check box that sets the bypass
position based on the throttle command. As both the throttle and bypass act on
the same process (flow into the engine cylinders) they can be linked based on
the speed control command to the throttle.
The minimum position the Throttle (%) table should be slightly above the no load
throttle command. The maximum value should be slightly lower than the
maximum throttle (%) that still has control authority.
Minimum Load
Throttle (%)
Maximum Throttle
Authority-5%
82 Woodward
Active Control
Displays the active control mode.
Figure 2-38. Active Control
Valve Limiters
Figure 2-39. Valve Limiters
Maximum Valve position: Maximum command to the bypass valve under all
conditions.
Minimum Valve position: Minimum command to the bypass valve under all
conditions.
Surge Protection
When the turbo charger is surged for example during a 100% load rejection it
puts significant stress on the shaft of the turbo that can reduce mechanical life.
The surge ratio protection acts a high signal select for the bypass position when
used and can be setup to open the valve during large load rejections. The Surge
ratio value increases as the compressor differential pressure increases.
Figure 2-40. Surge Protection
Check to use Surge Ratio Protection: Check box that enables the surge ratio
protection table.
Figure 2-41. Surge High Signal Select

Woodward 83
Bypass Bias based on MAT

When manifold air temperature exceeds defined limits a reduction can be applied
to the bypass position command to force the bypass closed so that the throttle
has more control authority.
Figure 2-42. Bypass bias based on MAT
Throttle dP Setpoint
For baseload engines often a slow PID that maintains a given differential
pressure across the throttle is advantageous. This acts complexity in that the
speed control PID and the throttle dP PID will interact and one should always set
an order of magnitude slower to prevent cascade PID windup.
Figure 2-43. Throttle DP Setpoint
Figure 2-44. Boost PID Dynamics
84 Woodward
Ignition
4.0 – Ignition
These are the settings from the E6 main control over the internal CANbus to the
Electronic Ignition Driver (EID).
Ignition Timing
Timing is the summation of individual biases.
Figure 2-45. Ignition Timing Command
Global Timing: Summation of the Main board global timing biases.

𝐸𝐶𝑇 𝑇𝑖𝑚𝑖𝑛𝑔 + 𝑇𝑖𝑚𝑖𝑛𝑔 𝑓(𝑆𝑝𝑒𝑒𝑑 𝑣𝑠. 𝑀𝑎𝑝) + 𝑇𝑖𝑚𝑖𝑛𝑔 𝐵𝑖𝑎𝑠 𝑓𝑟𝑜𝑚 𝐺𝑎𝑠 𝐶𝑜𝑚𝑝
= 𝐺𝑙𝑜𝑏𝑎𝑙 𝑇𝑖𝑚𝑖𝑛𝑔
Timing Read-back: Timing read back from the EID.

Timing Bias from 21.2 Gas Comp: Timing bias from fuel properties Tables on
page 21.2 Config AFR Gas Comp.
Timing Bias from Table: Timing bias from Map vs. Speed table.
ECT Timing: Engine Coolant Temp bias enabling retarding of timing for cold
engine temps for example to facilitate more reliable cold starts.
Retard Limit: The maximum timing retard for knock mitigation. The timing bias
from knock will not exceed this value typically set relative to exhaust temperature
limits on the engine.
Advance Limit: Software limit on how advanced the timing is allowed ever be
set from the biases. A safety limit typically set by the OEM to prevent tuning of
variables in the biases from causing an unsafe condition.
Safety Stop SD Timing: Safety Stop Shutdown Timing is the timing that the EID
global timing command will be set to during a faulted safety stop from a
shutdown condition being diagnosed by the E6. Useful for removing energy from
the combustion process to slow the engine down.
Woodward 85
Table 2-1. Ignition Speed vs. Manifold Air Pressure (MAP)
Ignition timing can be based on manifold air pressure and speed. In this example
the cranking speeds have a reduced timing command to generate smoother
starting and more fuel deviation flexibility. At the overspeed level the timing is
also significantly reduced to reduce combustion energy during an overspeed
event in an attempt to reduce the potential of the engine to reach a damaging
engine speed.
Timing Settings
Figure 2-46. Timing Settings
TDC Offset to EID and Aux Modules: Top dead center (TDC) offset of Cylinder
1 in the ignition order communicated to the Aux and EID modules over the
internal CANbus. The Aux and EID must be configured to listen to this message
for it to take effect. Useful for finding the TDC of the first cylinder in the firing
order with a timing light using the E6 tool only.
Global Timing Pipeline Gas: Timing command based on Table 1 of 21.2 Gas
Comp Pipeline Gas
Enable Timing Ramp: Check box then enables a maximum rate of change of
the timing command.
Timing Ramp rate: Maximum rate of change of the timing command when
“Enable Timing Ramp” box is checked.
Filter Timing reference: Filter applied to the timing reference used by the timing
ramp limiter.
86 Woodward
Ignition Duration
Ignition on time command to the EID from the main board. The EID boards needs
to be configured to use these commands for them to be the actual duration.
Figure 2-47. Ignition Duration Tunables
Ignition Duration: EID duration being used.

Ignition Duration Speed Table: Current value of the speed vs. duration table.
Ignition Duration Misfire table: Current duration from the Misfire versus engine
speed table.
Misfire Index to Table: X axis used in the Duration from speed vs. misfire table.
Manual Ignition Duration: Check box used to set the duration manually to a
single value.
Duration Low Limit: Lower limit for the duration independent of biases.
Duration High Limit: High limit for the duration independent of biases.
Profile
The EID module has various profiles available to support customer ignition coils.
The command for the profile can come from the E6 application. The end user can
set up profiles in the EID using the EID service tool and then performance test
each using only the E6 application service tool.
Figure 2-48. Profile
Woodward 87
Current Profile: Currently used profile by the EID.
Manual Profile: Check box selection used to enable the selection of a single
profile under the “Profile Select” drop down.
Profile Select: Drop down selection that manually sets an ignition profile to one
of the defined profiles in the EID.
Knock
5.0 – Critical Knock Thresholds
Critical Knock is a condition defined by many OEMs as condition where ripples
on a combustion pressure trace are visible and the maximum ripple magnitude is
the maximum in cylinder pressure and exceeds the mechanical limit of the
engine. This being a vibration based signal it could also be a large vibration
event like a broken valve rattling around inside a cylinder.
Critical Knock is determined by any single measurement of knock exceeding the

defined threshold. If any single measurement exceeds the Critical Knock
threshold the control will generate a “Shutdown” and attempt to stop the unit
using the faulted shutdown sequence.
Figure 2-49. Single Critical Knock Threshold
Use Single Critical Threshold: Check box selection used to enable a single
value for all cylinders to be used for the critical threshold.
Critical Knock Shutdown Delay: Delay time for the critical knock shutdown
condition. Critical knock condition must be active for longer than this time for a
critical knock fault shutdown condition to be created.
Critical Knock Thresholds
Figure 2-50. Critical Knock Threshold
Cylinder 1: Cylinder 1 critical knock threshold when cylinder 1’s knock intensity
average is greater than this value for longer than the “Critical Knock Delay Time”
a critical knock shutdown fault will annunciate and the control will take the critical
knock fault action.
Cylinder 2-20: Same as above for each cylinder.
88 Woodward
5.1 – Heavy Knock Thresholds

Heavy knock is a condition defined by many OEMs as condition where ripples on
a combustion pressure trace is visible and the maximum ripple magnitude is the
maximum in cylinder pressure and is approaching the OEM defined limit
(possibly the limit of the cylinder).
When a knock intensity value is above the Heavy threshold value the timing will
go to the “Maximum Retard Bias” from page 5.4 – Knock configuration. Separate
alarm and shutdown delay timers are configurable by the user.
Figure 2-51. Heavy Knock Threshold
Use Single Heavy Threshold: Check box selection used to enable a single
value for all cylinders to be used for the critical threshold.
Heavy Knock Alarm Delay: Delay time for the heavy knock alarm condition. A
heavy knock condition must be active for longer than this time for a heavy knock
fault alarm condition to be created.
Heavy Knock Shutdown Delay: Delay time for the heavy knock Shutdown
condition. A heavy knock condition must be active for longer than this time for a
heavy knock fault Shutdown condition to be created.
Cylinder 01
Heavy knock has the ability to be set independently per cylinder and/or based on
the generator load.
Figure 2-52. Cylinder 01 Heavy Knock Settings
Heavy Knock Detected: LED status that turns red when a knock intensity value
is measured greater than the threshold.
Measured Power: Measured power on a generator in kilowatt.
Heavy Threshold: Threshold knock intensity for a “Heavy” condition to be
diagnosed and the timing retarded to “Maximum Retard Bias”
Cylinder 02-20
Same as Cylinder 01
Woodward 89
5.2 – Light Knock Thresholds

Light knock is a condition defined by many OEMs as condition where ripples on a
combustion pressure trace is visible and the maximum ripple magnitude is less
than the maximum in cylinder pressure.
Figure 2-53. Single Knock Threshold Check Box
Use Single Light Knock Threshold: Check box selection used to enable a
single value for all cylinders to be used for the critical threshold.
Cylinder 1
Light knock has the ability to be set independently per cylinder and/or based on
the generator load.
Figure 2-54. Cylinder Light Knock Threshold
Pmeas: Measured power on a generator in kilowatt.

Light Knock Threshold: Threshold knock intensity for a “Light” condition to be
diagnosed and the timing retarded by the “Retard Step.”
5.3 – Knock Diag Setup

The AUX board can diagnose certain faults relative to the sensors and the
sampling of the knock windows.
Knock Sensor Fault Status

Sensor for Cylinder 01: Fault status for each cylinder
 Sensor Fail:
 Window Oversample:
 Window Undersample:
 Window Overlap:
 No Fault:
 No Fault:
 Unsupported:
Sensor for Cylinder 02-20: Fault status for each cylinder same as Cylinder 01
90 Woodward
Knock Sensor Fault Override

SD 2641: Cylinder 01 Override: Check box selection when checked will
override SD 2641: Cylinder 01.
SD 2642: Cylinder 02 Override: Check box selection when checked will
override SD 2642: Cylinder 02.
5.4 – Knock Configuration

Configuration parameters for knock mitigation by the E6 from readings of knock
intensity from the Aux board.
Select Knock Control Options
Figure 2-55. Select Knock Control Options
Knock Mode Selection: Drop down selection for the control strategy used by
the E6 relative to knock strategy.
 Off: No mitigation or actions
 Monitor Only: Monitoring of knock intensity values useful for calibration of
thresholds.
 Monitor and Diag: Monitoring of knock intensity values from the Aux
board and diagnostics of knock related parameters such as level and
sensor faults.
 Retard and Diag: Retarding of timing based on knock intensity
measurements by the Aux board, the configured thresholds, and
diagnostics of knock related parameters such as level and sensor faults.
 Retard Derate and Diag: Retarding of timing based on knock intensity
measurements by the Aux board, the configured thresholds, and
diagnostics of knock related parameters such as level and sensor faults.
Disable Sensor Check when Knock is Disabled: Check box that will disable
the knock sensor checks when knock is disabled by the minimum thresholds.
Number of Cylinders: Number of cylinders for knock timing control.
Knock Samples Averaged: Number of knock readings from the Aux module
that are averaged together for the values used in the thresholds. (Set to 1 to
start)
Woodward 91
Timing Retard Settings
Figure 2-56. Timing Retard Settings

Maximum Retard Bias: The maximum timing retard bias that will be applied to
the ignition timing.
Retard Step: Timing bias step taken when the knock intensity exceeds the “Light
Knock Threshold”.
Time Base: Time period between retard steps. Allows time for retard to have
affect.
Return Time Base: Time between retard return steps. Typically longer than
“Time Base”
Return Wait Time: if Return Wait time is greater than Return Time base there
will be a one-time pause on the retard equal to Return Wait Time minus Return
Time base. If Return Wait time is less than Return time value has no affect.
Global Timing Retard: Check box that when checked adjusts the timing of all
cylinders based on any individual cylinders knock intensity crossing the user
defined thresholds.
Derate Settings
Figure 2-57. Derate Settings

Maximum Derate: The maximum derate % that can be applied.
Derate Step: Derate step taken when the knock intensity exceeds the “Light
Knock Threshold”.
Time Base: Time period between derate steps. Allows time for derate to have
affect.
92 Woodward
Return Time Base: Time between derate return steps. Typically longer than
“Time Base”
Return Wait Time: if Return Wait time is greater than Return Time base there
will be a one-time pause on the derate equal to Return Wait Time minus Return
Time base. If Return Wait time is less than Return time value has no affect.
Knock detection – Minimum Thresholds
Figure 2-58. Knock Detection – Minimum Thresholds

Load: Minimum load at which knock detection actions will be taken.
Speed: Minimum speed at which knock detection actions will be taken.
Detection Enable Delay: Delay time that must expire before knock detection
actions will be taken.
Engine Speed < Minimum Threshold Speed
Disabled
Engine Speed >= Minimum Threshold Speed Engine Speed < Minimum Threshold Speed
for Minimum Threshold delay (seconds) for 0.1 seconds
Enabled
E6 Enable
Command
Figure 2-59. Knock Enable Logic
Knock Windows
Figure 2-60. Knock Windows

Woodward 93
Global Window Start:
Window Width from Table: Knock window in crank angles based on engine
speed used for knock intensity measurement communicated to the Aux module
from the E6.
Figure 2-61. Knock Detection Enable Status
Knock Detection On and Speed and Load > Threshold: LED that changes to
Green when knock detection minimum threshold permissives have been met and
knock detection mitigation is active.
Enable Delay: Delay time remaining before knock detection delay permissive
goes True.
Derate in use: Derate amount in percent that has been applied to attempt to
mitigate a knocking condition.
Max. Available Power: Maximum available power after derate actions have
been taken to mitigate a knocking condition.
5.5 – Knock Timing Offsets

This is a calibration page that the user can use to create individual cylinder timing
offset commands to investigate knock calibration.
Average Knock Intensity

Knock Intensity is read from the AUX module over the internal CANbus. If no
reference is used then the reading is the resultant of the FFT measurement over
the user defined crank angles and frequency.
If a reference is used the value reference FFT measured overs its crank angles
and the same frequency as the measured value is first subtracted from the Knock
window value and the product is then divided by the reference. Results that are
always zero rare. A sample at full power of a unit is shown below for a no
knocking condition.
Figure 2-62. Cylinder Knock Intensity
Cyl 01 Intensity Average: Aux board knock window resultant.

Cyl 02-20 Intensity Average: Aux board knock window resultant.
94 Woodward
Fixed Timing Offset
Figure 2-63. Knock Timing Bias Status
Fixed Timing Offset: An offset timing for a specific cylinder. For example used
to balance the combustion of an engine due to intake manifold design
imbalances or a fast way to recreate a knock recipe for calibration purposes.
Knock Test Offset: Offset used during a knock calibration test. Offsets
generated by pressing these buttons are set back to 0 on engine stop
automatically.
+: Momentary advance timing button. Used for instance to advance (toward top
dead center) the timing on a cylinder to create “slight” or heavy knocking
conditions.
-: Momentary retard timing button. Used for instance to retard (further after top
dead center) timing manually to find knock margin or reduce the level of knock.
Return: Momentary button that eliminates timing biases from pressing the “+” or
“-“ buttons.
Timing Retard: Timing retard created by the knock retard strategy from a knock
intensity exceeding a user defined threshold.
Final Timing Command: Final timing command for that specific cylinder.
Summation of Global timing command + Knock Test Offset + Timing Retard.
Cylinder Timing Bias: Summation of Knock test offset + Timing Retard.
Knock Test Timing Offset Settings

Settings for the momentary button rate and minimum and maximum range of
adjustment.
Figure 2-64. Knock Test Timing Offset Settings
Minimum Offset: Minimum offset command from adjustment of “Fixed Timing

Offset” or “-”
Maximum Offset: Maximum offset command from adjustment of “Fixed Timing
Offset” or “+”
Offset Rate: Amount of timing adjustment per second of user pressing the “+” or
“-“ momentary buttons.
Woodward 95
Protection Diagnostics
The E6 control has many protection diagnostics for temperatures, liquid levels,
and combustion health.
6.0 – Engine Misfire

The Misfire Detection system monitors the derivative of the engine speed, which
has a regular pattern corresponding to cylinder combustion events.
Deviation from the regular pattern, which generally causes an increase in the
derivative, can be due to failures in the ignition system like spark plugs, coils,
cables, extenders etc. Also a problem with the A/F ratio control, e.g., when the
mixture is too lean, can cause a Misfire Detection alarm. Furthermore, engine
problems like damaged valves or pistons will increase the level of irregularity.
Knocking combustion or detonation does not produce a significant change in the

irregularity of the engine, and will not be detected by the Misfire Detection
system.
The default settings have been refined based on numerous applications however
it is recommended that end users very the default settings.
Alarm Override at Starting and Synchronization

To avoid misfire alarms during starting and synchronization misfire detection is
only active above the user specified “Minimum Load for Misfire Detection”.
Calibration of the Misfire Detection

Misfire Detection should be calibrated to always recognize a misfire condition,
but should not produce false alarms. In order to achieve this balance, the
following procedure should be followed.
Misfire alarm table

The filtered speed derivative signal changes in response to engine load. When
the engine is operating normally (no misfire, normal A/F ratio etc.) a baseline
curve of filtered speed derivative versus engine load is defined. When the speed
derivative signal is at or below this curve, this is interpreted as no misfire. During
misfire calibration it must be determined how far the derivative signal may go
above this baseline before triggering an alarm. The misfire level vs load (Calc
Fuel %) table for triggering a misfire alarm on the ToolKit misfire screen allows
the user to adjust different alarm levels for different levels of Calc Fuel %.
The user or OEM calibrates the levels for alarm and/or shutdown activation.
Misfire Detection
Figure 2-65. Misfire Detection
96 Woodward
Misfire ALM Delay AL370: amount of time that misfire must be above the alarm
level for an AL370 Misfire will be annunciated.
AL370 Override: Check box when “checked” overrides AL370 Misfire alarm.
Misfire Delay SD380: amount of time that misfire must be above the shutdown
level for an SD380 Misfire Shutdown will be annunciated.
AL380 Override: Check box when “checked” overrides SD380 Misfire shutdown.
Add to Alarm Level for Misfire Shutdown: Add to the alarm levels of the tables
for a shutdown. For the example above the 0.2 (alarm level) + 0.5 (shutdown
difference) =0.7 or higher will result in a shutdown.
Misfire Signal
Figure 2-66. Misfire Signal
Misfire filtered signal: This field represents the change (in RPM) in engine
speed due to misfire. This field will go to 0.0 with the engine stopped. The misfire
calculation will be disabled (set to zero) if “Number of Engine Cylinders” is not an
even number between and including 4 to 20.
Misfire Filter Tau: Filter tau for the misfire signal.
AL370: Misfire detected: Status LED for AL370.
SD380: Misfire Detected: Status LED for SD380.
Air Fuel Ratio Closed Loop

Misfire on the engine can generate “lean” control responses from the Lambda
closed loop, Gas Quality Closed Loop, and depending the on NOx sensor used
NOx Closed Loop control.
The response of the E6 controller to misfire detection is user configurable. There

will always be an alarm. At the user’s option, a shutdown on misfire detection can
be selected by checking the box beside “Misfire SD Alarm Active”. If shutdown is
not selected, and the box beside “Use Misfire to Freeze Ccor” is checked, Ccor
will be frozen at its last value, upon detection of misfire. If neither box is checked,
the alarm will be given but there will be no control response.
Figure 2-67. Air Fuel Ratio Closed Loop
Use Misfire to Freeze Ccor: Check box when “checked” freezes the Ccor
(closed loop correction) when AL370 is true.
Misfire has Frozen Ccor: Status LED for a misfire alarm having frozen the Ccor.
Woodward 97
Misfire No Delay Annunciation

Service tool indications of any readings above the misfire levels that haven’t
been present long enough to generate an AL370 or SD380.
Figure 2-68. Misfire No Delay Annunciation
Engine Running: Engine speed is above “Run Speed”

Minimum Power Measured for No Delay Misfire Status LEDs: Minimum
power measured for no delay misfire detection status LEDs to become active.
Typically set to 10% or higher.
Misfire Alarm Level Exceeded (No delay): Status LED for when the alarm level
is exceeded for any reading.
Misfire SD Level Exceeded (No delay): Status LED for when the shutdown
level is exceeded for any reading.
Force Misfire Tester

The E6 has the ability to command the EID module to intentionally misfire ignition
outputs at a prescribed rate for a prescribed duration.
Misfire test mode logic is used to induce misfire conditions on a specified cylinder
(or cylinders). The misfire rate is controlled over engine cycles and a user
specified number of engine cycles. By default the number of cycles is equal to
100 giving 1% resolution (max resolution). As cylinder #1 reaches top dead
center a trigger executes and all cylinder misfire counters and misfire requested
states are updated. If a cylinder is selected for misfire and its misfire state is
requested true for the next engine cycle, the respective output(s) for that cylinder
will be disabled for that next engine cycle and the output's inhibitor status will
reflect "Induced Misfire" meaning the output is being disabled due to an induced
misfire request.
This enables procedural based calibrations for any percentage of misfire.
Figure 2-69. Force Misfire Tester
Force Misfire Mode: Drop down selection “Off” “Single Cylinder” or “Misfire
Sequencer”
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Force Misfire Status
Figure 2-70. Force Misfire Status
Force Misfire On: Status LED for when the E6 applications reads that the EID is
in force misfire mode.
Cylinder Misfiring: Active cylinder misfiring if any.
Current Run: Current run of the “Number of Runs” configured.
Force Misfire Settings
Figure 2-71. Force Misfire Settings

Force Misfire Duration: How much time the test will active before automatically
disabling.
Misfire Rate: Percentage of misfires used during the misfire test. For example, if
this value is 100 and the misfire percentage is 10%, then 1 in every 10 cycles
will be skipped.
Number of Runs: (Misfire Sequencer only) How many misfire sequences to
perform before the test is stopped.
Number of Test per Run: (Misfire Sequencer only) Number of rows of “Force
Misfire Sequence” that will be executed before a “Run” is considered complete.
For the above example when “Enable Misfire Sequence” was pressed the E6
would request that cylinder 1 be misfired for 3 seconds at 12.5%, then cylinder 2
at 12.5%, …cylinder 6 (number of tests=6) then turn off. If the user wanted the
test to repeat twice total they would set the “Number of Runs” to “2”.
6.1 – Engine Protection
Spitback detection method

Spitback detection is a diagnostic for identifying when an intake manifold backfire
may have happened that requires operator inspection.
Figure 2-72. Spitback Detection Method

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Check for LEAD / Uncheck for dMAP/dt: Check box when “checked” sets the
detection to the LEAD measurement, when “unchecked” sets the measured to
the derivative of manifold air pressure over time.
Spitback Detection (uncheck)
Figure 2-73. Spitback detection
Unfiltered MAP: Unfiltered manifold air pressure.

dMAP/dt tau: Filter Tau for dmap/dt measurement.
Actual dMAP/dt: Filtered resultant of the derivative of manifold pressure per
second.
dMAP/dt Threshold: Threshold of actual dMAP/dt for SD75 Engine Backfire in
Inlet Manifold.
Spitback detection (Checked)

This strategy uses a lead which the output leads the value of the input according
to the lead tau value.
Figure 2-74. Spitback detection
Unfiltered MAP: Unfiltered manifold air pressure.

MAP Lead tau: Lead tau measured in seconds used in spitback detection.
Actual MAP Lead: Filtered resultant of the MAP Lead.
MAP Lead Threshold: Threshold of actual MAP Lead for SD75 Engine Backfire
in Inlet Manifold.
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Spitback Capture
Figure 2-75. Spitback Capture
Hi peak: Highest measured value since the “Reset Spitback Monitor” button has
been pressed.
Lo peak: Lowest measured value since the “Reset Spitback Monitor” button has
been pressed.
Exhaust Gas Temperatures

7.0 - Exhaust Gas Temperatures
Cylinder Exhaust Gas Temperatures
Figure 2-76. Cylinder Exhaust Gas Temperatures
Highest: Highest temperatures cylinder number.

Lowest: Lowest temperatures cylinder number.
Average: Average exhaust gas temperature of all the active sensor readings. If a
sensor is deemed out of range it will not be included in the average.
Spread: Difference from the highest valid exhaust gas temperature reading and
the lowest.
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Figure 2-77. Exhaust Gas Temperatures
Dynamic view of the exhaust gas temperatures either, 1, 6, 8, 12, 16, or 20

cylinders (based on the engine cylinders tunable).
Cylinder 01: Exhaust gas temperature reading of cylinder 1 on the engine.

Cylinder 02-20: Same as above.
EGT Bar Chart

Shutdown: Shutdown temperature setting. If any valid cylinder temperature is
above this level a High Shutdown will be annunciated.
Lo Avg SD: A cylinder temperature is below the average temperature by a user
defined amount. If any valid cylinder temperature falls below this level a Lo
Shutdown will be annunciated.
Lo Avg Alarm: A cylinder temperature is below the average temperature by a
user defined amount.
Lo Misfire SD: Absolute low temperature shutdown setting. If any valid cylinder
temperature falls below this level a Lo Shutdown will be annunciated.
Smart Devices
9.0 - Throttle Actuator Calib/Test
Each Throttle output command can be configured to use J1939 CAN specific to
the actuator or PWM as the primary command. PWM is always on for the backup
feature in certain WWD ProActs.
Mixture Throttle Setup

AL430: Mixture Throttle NOT OK: LED status that when “Yellow” indicates that
the discrete input “Throttle 1 OK” is in a false condition and is configured as an
alarm.
SD430: Mixture Throttle NOT OK: LED status that when “Yellow” indicates that
the discrete input “Throttle 1 OK” is in a false condition and is configured as a
shutdown.
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Mixture Throttle Commanded Position: Commanded position to the mixture
throttle actuator (same as “Throttle Actuator”
Throttle Command Selector: Drop down selector that allows the user to select
the output command over CAN1 to a Woodward CAN based actuator or a pulse
width modulated (PWM) command (J1-013/Return J1-027)
Figure 2-78. Throttle Command Selector
PWM Throttle Actuator Calibration Procedure (using Calibration Tool)

If using a WWD integrated throttle body this is not required for engine startup.
1. Set Calibration ON
2. Tune the “Throttle at minimum position” so that the valve is mechanically
fully closed. This should be checked visually on the valve if possible.
Record the TPS voltage on the Calibration Tool and tune the “TPS at
minimum” value to this voltage.
3. Select “Throttle to maximum” and tune the “Throttle at maximum
position” value so that the valve is just mechanically fully open. This
should be visually checked on the valve if possible.
4. Record the TPS voltage on the Calibration Tool and tune the “TPS at
maximum position” value to this voltage.
5. Save Tunables and set the Calibration OFF.
Figure 2-79. PWM Mixture Actuator Setup
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Manual Throttle Control

Feature available under the “Service” or “Developer” logins.
Figure 2-80. Manual Throttle Control
Select Manual Throttle control: Check box when “Checked” sets the “Throttle
Command” to the “Manual Throttle Command”.
Manual Calibration Rate: Rate at which the command ramps from its current
value to the “Manual Throttle Command”.
Manual Throttle Command: Manual throttle command setpoint.
9.1 - Boost Actuator Calib/Test
Boost Actuator Set-up

Enable Boost Bypass Valve: Check box when “checked” enables the boost
valve control logic in the control.
Select Reverse Acting: Check box when “checked” inverts the command output
to the actuator. So a control command of 10% will be sent as a 90% position
command.
Manual Boost Control

Feature available under the “Service” or “Developer” logins.
Figure 2-81. Manual Boost Control
Select Manual Boost control: Check box when “Checked” sets the “Boost
Command” to the “Manual Boost Command”.
Manual Calibration Rate: Rate at which the command ramps from its current
value to the “Manual Boost Command”.
Manual Boost Command: Manual Boost command setpoint.
9.2 - TecJet 1
Verify that the communication between the E6 and the TecJet is working .There
should be normal values read back from the TecJet and also should there be no
Link errors. The counter can be set back to 0 with a reset if needed.
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Figure 2-82. Data for TecJet 1 Communications
TecJet 1 Fuel Gas Properties
If your TecJet fuel gas properties look like this the TecJet is not communicating:
Figure 2-83. TecJet 1 Fuel Gas Properties
TecJet1 Simulate Fuel Flow

Feature most often used to root cause speed instability to either the TecJet or
Throttle as both influence engine speed.
TecJet1 Simulate Fuel Flow Enable: Check box when “checked” sends the
“TecJet1 Simulate Fuel Flow Value” to the TecJet. When “unchecked” the TecJet
command is based on the E6 open loop fueling tables multiplied by any closed
loop air fuel ratio corrections.
TecJet1 Simulate Fuel Flow Value: Manual fuel flow value sent to the TecJet.
TecJet1 Simulate Fuel Flow Ramp Rate: Ramp rate between the E6 controls’
flow command to the “Simulate Fuel Flow Value” when the “TecJet1 Simulate
Fuel Flow Enable” check box is “checked”.
9.3 TecJet 2
Only available with Duel TecJet or Fuel Blending.
See TecJet 1 for explanations.
TecJet2 Simulate Fuel Flow

Feature most often used to root cause speed instability to either the TecJet or
Throttle as both influence engine speed.
TecJet2 Simulate Fuel Flow Enable: Check box when “checked” sends the
“TecJet2 Simulate Fuel Flow Value” to the TecJet. When “unchecked” the TecJet
command is based on the E6 open loop fueling tables multiplied by any closed
loop air fuel ratio corrections.
TecJet2 Simulate Fuel Flow Value: Manual fuel flow value sent to the TecJet.
TecJet2 Simulate Fuel Flow Ramp Rate: Ramp rate between the E6 controls’
flow command to the “Simulate Fuel Flow Value” when the “TecJet2 Simulate
Fuel Flow Enable” check box is “checked”.
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9.4 - easYgen
The E6 Control system can be configured to receive speed or load control
signals from the easYgen-3100/3200 Power Management module. Complete
information on installation, configuration, and operation of the easYgen-
3100/3200 can be found in manuals 37223, 37224, and 37225.
Figure 2-84. Enabling easYgen with J1939
Use easYgen-3000 with J1939. Uncheck for hard-wired generator inputs –

Check box when checked” uses an easYgen 3000’s J1939 messages to receive
generator information (measured load, generator and utility breaker, load
reference, etc.), this box must be checked. When the E6 controller receives this
information via hard-wired inputs, this box must be unchecked.
Filter Load: Signal filter tau in seconds.
Allow easYgen to Stop the engine: Check box when “checked” initiates a
“Normal Stop” when the easYgen sends a “Stop” command.
Latch easYgen Stop Command – AL1451: Check box when “checked” latches
a “Stop” command from the easYgen. A reason to uncheck would be to have
AL1451 easYgen commanded stop
5537 Speed Deviation ECU (total window): Speed bias 100% interpretation
from easYgen. For Example if parameter 5537 Speed Deviation ECU is set to =/-
15 rpm in the easYgen then set this to 30 rpm in the E6.
External Interfaces
10.0 – Discrete Outputs
Status and service page useful for pre-start point to point wiring checkouts and
troubleshooting.
High Side Driver Status
Figure 2-85. High Side Driver Status
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HS 01 - Aux Services (J1-030): LED status that when green indicates the
Auxiliary services relay output driver is true. For example used to drive a relay
that controls an externally mounted electrically driven oil pump.
HS 02 - Starter (J1-042): LED status that when green indicates the starter relay
output driver is true. For example used to drive a solenoid for a pneumatic
solenoid or an electric starter solenoid.
HS 03 - Pre-Lube (J1-54): LED status that when green indicates the pre-lube
services relay output driver is true. For example used to drive a relay that
controls an externally mounted electrically driven pre-lube oil pump.
HS 04 - Speed Switch 1 (J1-066): LED status that when green indicates the
speed switch 1 relay output driver is true. For example used to engage an
external run confirm panel indicator whenever the engine is above a user defined
speed.
HS 05 - Fuel Valve 1 (J1-078): LED status that when green indicates that the
Table 1 pipeline gas fuel valve relay output driver is true.
HS 06 - Fuel Valve 2 (J1-90): LED status that when green indicates that the
Table 1 fuel valve relay output driver is true.
HS 07 - Power (J1-102): LED status that when green indicates that the control
has power. For example used to drive a panel indicator lamp.
HS 08 - Battery Conservation (J1-114): LED status that when green indicates
that the battery conservation relay output driver is true. For example used to
drive a relay tied to the “Keyswitch/Run Enable” inputs on WWD actuators.
Low Side Driver Status
Figure 2-86. Low Side Driver Status
LS 01 - UEGO 1 Heater (J1-001): LED status that when green indicates that the
Bosch LSU4.9 universal exhaust gas oxygen (UEGO) sensor heater output driver
is on.
LS 03 - Speed Switch 2 (J1-003): LED status that when green indicates the
speed.
LS 04 - Speed Switch 3 (J1-004): LED status that when green indicates the
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speed.
LS 05 - Alarm (J1-005)): LED status that when green indicates the alarm status
relay output driver is true. For example used to drive a panel indicator lamp.
LS 06 - Shutdown (J1-006): LED status that when green indicates the shutdown
status relay output driver is true. For example used to drive a panel indicator
lamp.
LS 08 - Exciter Field Flash (J1-007): LED status that when green indicates the
alarm relay output driver is true. For example used to drive a relay that puts
battery voltage onto the D+ excite input on an alternator.
LS 10 - Fuel Blending OK (J1-009): LED status that when green indicates the
fuel blending ok relay output driver is true.
LS 11 - MAT High (J1-010) : ): LED status that when green indicates the MAT
high relay output driver is true. For example used to drive a secondary intercooler
radiator fan.
LS 12 - Battery Conservation (J1-011): LED status that when green indicates
that the battery conservation relay output driver is true. For example used to
drive a relay tied to the “Keyswitch/Run Enable” inputs on WWD actuators.
HS 01 - Aux Services
Figure 2-87. HS 01 - Aux Services
Use Aux Services: Check box when checked enables the Aux services output
logic.
Enable Aux Services Force Mode: Check box when checked forcing mode will
be enabled if “Use Aux Services” is “checked”.
Aux Services Force Value: Check box when checked turns the output “on” to
the LECM input power (J1-121).
Aux Services Invert: Check box when checked sets the output to normally be at
Fault Permissive via MPRD: Check box when checked required the master
power relay driver (MPRD) to be “true” for open and short faulting to be enabled.
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HS 02 - Starter
Figure 2-88. HS 02 - Starter
Use Starter: Check box when checked enables the Starter output logic.
Enable Starter Force Mode: Check box when checked forcing mode will be
enabled if “Use Starter” is “checked”.
Starter Force Value: Check box when checked turns the output “on” to the
LECM input power (J1-121).
Starter Invert: Check box when checked sets the output to normally be at the
HS 03 – Pre-Lube
Figure 2-89. HS 03 – Pre-Lube
Use Pre-Lube: Check box when checked enables the Pre-Lube output logic.
Enable Pre-Lube Force Mode: Check box when checked forcing mode will be
enabled if “Use Pre-Lube” is “checked”.
Pre-Lube Force Value: Check box when checked turns the output “on” to the
Pre-Lube Invert: Check box when checked sets the output to normally be at the
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HS 04 – Speed Switch 1
Figure 2-90. HS 04 – Speed Switch 1
Use Speed Switch 1: Check box when checked enables the Speed Switch 1
output logic.
Enable Speed Switch 1 Force Mode: Check box when checked forcing mode
will be enabled if “Use Speed Switch 1” is “checked”.
Speed Switch 1 Force Value: Check box when checked turns the output “on” to
Speed Switch 1 Invert: Check box when checked sets the output to normally be
at the LECM input power (J1-121).
HS 05 – Fuel Valve 1
Figure 2-91. HS 05 – Fuel Valve 1
Use Fuel Valve 1: Check box when checked enables the Fuel Valve 1 output
logic.
Enable Fuel Valve 1 Force Mode: Check box when checked forcing mode will
be enabled if “Use Fuel Valve 1” is “checked”.
Fuel Valve 1 Force Value: Check box when checked turns the output “on” to the
Fuel Valve 1 Invert: Check box when checked sets the output to normally be at
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HS 06 – Fuel Valve 2
Figure 2-92. HS 06 – Fuel Valve 2
Use Fuel Valve 2: Check box when checked enables the Fuel Valve 2 output
logic.
Enable Fuel Valve 2 Force Mode: Check box when checked forcing mode will
be enabled if “Use Fuel Valve 2” is “checked”.
Fuel Valve 2 Force Value: Check box when checked turns the output “on” to the
Fuel Valve 2 Invert: Check box when checked sets the output to normally be at
HS 07 – Power
Figure 2-93. HS 07 – Power
Use Power: Check box when checked enables the Power output logic.
Enable Power Force Mode: Check box when checked forcing mode will be
enabled if “Use Power” is “checked”.
Power Force Value: Check box when checked turns the output “on” to the
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Power Invert: Check box when checked sets the output to normally be at the
HS 08 – Battery Conservation
Figure 2-94. HS 08 – Battery Conservation
Use Battery Conservation: Check box when checked enables the Battery
Conservation output logic.
Enable Battery Conservation Force Mode: Check box when checked forcing
mode will be enabled if “Use Battery Conservation” is “checked”.
Battery Conservation Force Value: Check box when checked turns the output
“on” to the LECM input power (J1-121).
Battery Conservation Invert: Check box when checked sets the output to
normally be at the LECM input power (J1-121).
LS 03 – Speed Switch 2
Figure 2-95. LS 03 – Speed Switch 2
output logic.
the LECM input power minus (J1-122).
112 Woodward
at the LECM input power minus (J1-122).
LS 04 – Speed Switch 3
Figure 2-96. LS 04 – Speed Switch 3
output logic.
at the LECM input power minus (J1-122).
LS 05 – Alarm
Figure 2-97. LS 05 – Alarm
Use Alarm: Check box when checked enables the Alarm output logic.
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Enable Alarm Force Mode: Check box when checked forcing mode will be
enabled if “Use Alarm” is “checked”.
Alarm Force Value: Check box when checked turns the output “on” to the LECM
input power minus (J1-122).
Alarm Invert: Check box when checked sets the output to normally be at the
LECM input power minus (J1-122).
LS 06 – Shutdown
Figure 2-98. LS 06 – Shutdown
Use Shutdown: Check box when checked enables the Shutdown output logic.
Enable Shutdown Force Mode: Check box when checked forcing mode will be
enabled if “Use Shutdown” is “checked”.
Shutdown Force Value: Check box when checked turns the output “on” to the
LECM input power minus (J1-122).
Shutdown Invert: Check box when checked sets the output to normally be at
LS 08 – Exciter Field Flash
Figure 2-99. LS 08 – Exciter Field Flash
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Use Exciter Field Flash: Check box when checked enables the Exciter Field
Flash output logic.
Enable Exciter Field Flash Force Mode: Check box when checked forcing
mode will be enabled if “Use Exciter Field Flash” is “checked”.
Exciter Field Flash Force Value: Check box when checked turns the output
“on” to the LECM input power minus (J1-122).
Exciter Field Flash Invert: Check box when checked sets the output to normally
be at the LECM input power minus (J1-122).
LS 10 – Fuel Blending Ok
Figure 2-100. LS 10 – Fuel Blending Ok
Use Fuel Blending Ok: Check box when checked enables the Fuel Blending Ok
output logic.
Enable Fuel Blending Ok Force Mode: Check box when checked forcing mode
will be enabled if “Use Fuel Blending Ok” is “checked”.
Fuel Blending Ok Force Value: Check box when checked turns the output “on”
to the LECM input power minus (J1-122).
Fuel Blending Ok Invert: Check box when checked sets the output to normally
be at the LECM input power minus (J1-122).
LS 11 – Manifold Air Temperature High
Figure 2-101. LS 11 – Manifold Air Temperature High

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Use Manifold Air Temperature High: Check box when checked enables the
Manifold Air Temperature High output logic.
Enable Manifold Air Temperature High Force Mode: Check box when
checked forcing mode will be enabled if “Use Manifold Air Temperature High” is
“checked”.
Manifold Air Temperature High Force Value: Check box when checked turns
the output “on” to the LECM input power minus (J1-122).
Manifold Air Temperature High Invert: Check box when checked sets the
output to normally be at the LECM input power minus (J1-122).
LS 12 – Battery Conservation
Figure 2-102. LS 12 – Battery Conservation
Use Battery Conservation: Check box when checked enables the Battery
Conservation output logic.
Enable Battery Conservation Force Mode: Check box when checked forcing
mode will be enabled if “Use Battery Conservation” is “checked”.
Battery Conservation Force Value: Check box when checked turns the output
“on” to the LECM input power minus (J1-122).
Battery Conservation Invert: Check box when checked sets the output to
normally be at the LECM input power minus (J1-122).
10.1 – Discrete Inputs
Discrete Input Group 1
Figure 2-103. Discrete Input Group 1

116 Woodward
DI-02 - Power Priority: LED status that when green indicates the power priority
discrete input status is “true”.
DI-03 – Run Request: LED status that when green indicates the run request
DI-04 - Throttle 1 Ok: LED status that when green indicates the throttle 1 ok
DI-05 - Gas Select: LED status that when green indicates the gas select discrete
input status is “true”.
DI-06 - Gen Breaker: LED status that when green indicates the generator
breaker discrete input status is “true”.
DI-07 - Fault Reset: LED status that when green indicates the fault reset
DI-08 - Idle/Rated: LED status that when green indicates the idle/rated discrete
input status is “true”.
Normally Open: Sets status to be active when the wire is “open” on the input
versus “closed” to a reference voltage source.
Droop: LED status when yellow indicates a request to enable droop control.
Power Priority: LED status when yellow indicates a request to enable of power
priority control.
Run: LED status when yellow indicates a request to initiate a run of the engine.
When false the engine will stop.
Throttle 1 Ok: LED status when yellow indicating the discrete input on throttle 1
set for fault annunciation is false.
Gas Select: LED status when yellow configures the control to use the fuel
properties in Table 2 or Table 2a-b for the TecJet command.
Generator Breaker: LED status when yellow indicates a request to enable
generator breaker closed control strategies.
Fault Reset: LED status when yellow generating a fault reset for alarm and
shutdown conditions.
Idle/Rated: LED status when yellow setting the speed setpoint to “Rated” versus
when false the speed setpoint will be the “Idle speed”.
Discrete Group 2
Figure 2-104. Discrete Group 2
DI-09 – Lower: LED status that when green indicates the lower discrete input
status is “true”.
DI-10 – Raise: LED status that when green indicates the raise discrete input
DI-11 - Utility Breaker: LED status that when green indicates the utility breaker
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DI-12- Emergency Stop: LED status that when green indicates the emergency
stop breaker discrete input status is “true”.
Lower: LED status when yellow generates a lower command to the speed/load
control logic.
Raise: LED status when yellow generates a raise command to the speed/load
control logic.
Utility Breaker: LED status when yellow indicates a request to enable utility
breaker closed control strategies.
Emergency Stop: LED status when yellow indicates a request to enable the
emergency shutdown sequence.
Discrete Group 3
Figure 2-105. Discrete Group 3
DI-13 - Enable Blending: LED status that when green indicates the fuel blending
Enable Blending: LED status when yellow indicates a request to enable fuel
blending control strategies.
Discrete Analog Inputs

AN-09 - Air Cal: LED status that when green indicates the air cal discrete input
AN-11 - Fuel Valve 1 Open: LED status that when green indicates the fuel valve
1 discrete input status is “true”.
AN-13 - Throttle 2 Ok: LED status that when green indicates the throttle 2 ok
AN-15 - Lube Oil Level: LED status that when green indicates the lube oil level
AN-17 - Coolant Level: LED status that when green indicates the coolant level
AN-35 - Fuel Valve 2 Open: LED status that when green indicates the fuel valve
2 discrete input status is “true”.
AN-36 - Biofuel Available: LED status that when green indicates that biofuel
available level discrete input status is “true”.
AN-37 - Droop Alternate: LED status that when green indicates the droop
alternate discrete input status is “true”.
Air Cal: LED status when yellow indicates a request to enable the air calibration
sequence for a UEGO sensor.
Fuel Valve 1 Open: LED status when yellow indicating a confirmation that the
requested fuel valve is open.
118 Woodward
Throttle 2 Ok: LED status when yellow indicating the discrete input on throttle 2
set for fault annunciation is false.
Lube Oil Level: LED status when yellow indicates indicating that the lube oil
level is indicating sufficient oil in the engine.
Coolant Level: LED status when yellow indicates indicating that the coolant level
is indicating sufficient oil in the engine.
Fuel Valve 2 Open: LED status when yellow indicates indicating a confirmation
that the requested fuel valve 2 is open.
Biofuel Available: LED status when yellow indicates that biofuel is available for
fuel blending applications.
Droop Alternate: LED status when yellow indicates a request to enable droop
alternate control.
Discrete Input Wiring Configuration
Figure 2-106. Discrete Input Wiring Configuration
Group 1 Sinking Configuration: This check box modifies the discrete input
readings for Boolean input group 1 (Discrete Inputs 1-8) to compensate for how
the input circuit is used. If the discrete input group is wired as a sourcing input
(>9Vdc=True), this box should be unchecked. If the discrete input group is wired
as a Sinking input (<2 Vdc=True), this box should be checked (see above).
readings for Boolean input group 3 (Discrete Inputs 13-16) to compensate for
how the input circuit is used. If the discrete input group is wired as a sourcing
input (>9Vdc=True), this box should be unchecked. If the discrete input group is
wired as a Sinking input (<2 Vdc=True), this box should be checked (see above).
10.2 - INPUT Pmeas / POT. (LAMBDA OFFS.)

The engine load can be measured with a load sensor directly by the E6 control or
it can receive that signal from a power meter or generator control. The control
has been built with generators as the primary target application and it uses this
measurement for the indices of many control tables.
In the table the input voltage versus load Power Measured transfer function is
configured. A filter time constant (“Load filter”) can be entered to filter noise from
the input signal.
The default calibration is:

0.5 V – 0 kW
4.5 V – 1300 kW
Woodward 119
Power Input Measured Input Type
Figure 2-107. Power Input Measured Input Type
Power Measured Select: Drop down selection that allows the user to select
between an input configuration of 4-20ma, 0-5VDC, or 1-5VDC.
Power Measured
Figure 2-108. Power Measured 0-5 Vdc Example
Power Measured min: Signal level below which a “low signal” fault will be
annunciated.
Power Measured max: Signal level above which a “high signal” fault will be
annunciated.
Power Measured filter: Signal filter tau in seconds.
Power Measured input Raw: Signal measured by the control before the filter is
applied.
Power Measured filtered: Signal measured by the control before the filter is
applied.
Potentiometer (Lambda Offset)
A variable voltage signal, e.g. using a potentiometer, can be used to change the
target air/fuel ratio during operation. The input voltage is converted in two stages
into a Lambda correction value. Both tables need to be calibrated.
To enable the lambda offset Potentiometer in the system, the box beside “Use
Potentiometer Lambda offset” must be checked.
120 Woodward
Figure 2-109. Potentiometer Lambda Offset Table
Potentiometer min: Signal level below which a “low signal” fault will be
annunciated.
Potentiometer max: Signal level above which a “high signal” fault will be
annunciated.
Potentiometer filter: Signal filter tau in seconds.
Potentiometer input Raw: Signal measured by the control before the filter is
applied.
Potentiometer filtered: Signal measured by the control before the filter is
applied.
10.3 - INPUT (Spd Sensor/Rem. Ref/Spd Bias)
Speed Sensors’ Settings

In speed control mode, the actual speed of the engine needs to be accurately
measured. The raw speed signal enters the software as a frequency and is
converted into engine speed (rpm). In order to do this the number of teeth for the
speed sensor has to be setup and saved, to the controls permanent memory.
In order to change the number of teeth for Speed Sensor click the “Change
Number of Teeth for Speed Sensor” button. This will open the “Offline settings
editor” in a new window. After you enter the teeth and hit “Ok” the device will
reboot the control updating that setting. The engine must be shutdown
Woodward 121
Speed Sampling Type
Figure 2-110 Speed Sampling Type
Use Legacy E3/723+ Style Speed Sampling: Check box when “checked” sets
the speed filtering strategy to be the same as the E3 and 723+. The E3/723+
filtering at its fastest would produce a speed signal based on a complete
combustion cycle.
Speed Sensors’ Settings
Figure 2-111. Calibration Tool Settings for Speed Sensor Input
Number of Teeth on Crank: This field is the number of timing pulses per engine
crankshaft revolution. This field will normally be the number of teeth on the fly-
wheel.
When using a missing tooth pattern, the missing teeth should be included
(added) with the total number of teeth. If this block is used in a non-EFI with a
missing tooth gear and “Filter Function Type” is set to “Adaptive”, the missing
tooth should not be added to the total.
Any changes to this field require a control restart for them to take effect.
Overspeed Setpoint: Overspeed set point to be configured; this triggers a safety

shutdown of the engine SD80 Engine Overspeed. (see ISO 3046-6 for more
detail).
Enable Internal Misfire: Check box when checked enables the internal misfire
calculation on the E6 versus using the value read from the Aux or EID controls.
When “Use Legacy E3/723+ Style Speed Sampling” is checked:
Filter Function Type: Mimics the ABLS 723 AI_MPU1. The speed is sensed
once every 1/16th of a full engine revolution and averaged with the previous 15
samples. There are 16 speed samples in the average.
NOT SUPPORTED: This function has not been implemented.

SAMPLED: The speed period is sampled once every 1/SAMPLES of a full engine
revolution. The last SAMPLES are averaged to determine the speed. For
example, if SAMPLES = 10, then the speed period is sampled every 1/10th of an
engine revolution. The speed is the average of the last 10 samples; therefore the
speed is the average of the last 10 samples taken during the last engine
revolution.
122 Woodward
TOOTH TO TOOTH: This function is specifically designed to give readings at low
speeds without the delay associated with other types of speed sensing blocks.
The speed period is sampled on every gear tooth. The speed is determined from
the average of the last 2 gear tooth samples.
Warning: TOOTH TO TOOTH should only be used in applications where GEAR
TEETH FREQUENCIES are below 1000 Hz. Gear teeth frequencies higher than
1000 hz may result in the control resetting, causing the engine to shut down.
ADAPTIVE: The algorithm breaks up the engine cycle according to the following
equation:
Teeth or pulses before a new sample = (NUM_TEETH * REVS_CYCL) /
SAMPLES;
It is capable of changing the number of pulses for each sample period such that it
calculates speed over the same section of the speed sensing gear each engine
revolution. The block will then add a separate bias to the speed calculation for
each section based on the average speed over an entire engine revolution.
Warning: ADAPTIVE should only be used in slower speed engine and hydro
turbine applications.
Recommended max rated RPM = 4 * REVS_CYCL / Rate Group
As an example, this speed sensor would be recommended for <= 800 RPM on a
4 cycle engine with speed sensor in the 10 ms rate group (Max RPM = 4 * 2 /
0.010).
Any changes to this field require a control restart for them to take effect.
Number of Samples per cycle: This field is the number of speed samples that
are taken per engine cycle (typically set to the number of cylinders on the
engine). This field can be used to make this block more or less sensitive to rapid
speed variations. It is used with Filter Type “Sampled” and “Adaptive”.
The MISFIRE calculation will be disabled and set to zero if SAMPLES is not an
even number between and including 4 to 20.
The speed period is sampled once every 1/SAMPLES of a full engine revolution.
The last SAMPLES are averaged to determine the speed. For example, if
SAMPLES = 10, then the speed period is sampled every 1/10th of an engine
revolution. The speed is the average of the last 10 samples; therefore the speed
is the average of the last 10 samples taken during the last engine revolution.
The control must be restarted in order for a tuned SAMPLES values to take
effect.
When “Use Legacy E3/723+ Style Speed Sampling” is unchecked:
Number of Samples Averaged: Sets the number of cylinders to be averaged by

the speed sensing algorithm. This setting is used as a filter to minimize the
effects of firing torsionals that occur normally in reciprocating engines. A lower
value gives less filtering, increases steady-state speed variation but allows for
better transient response. A higher value reduces steady-state speed variation
but slows transient response. If unsure, set this to either ‘1’ or half the ‘Number of
Cylinders’ for a 4-stroke. On a 2-stroke engine, ‘1’ or ‘Number of Cylinders’ are
good choices. For uneven firing patterns, ‘Number of Cylinders Averaged’ should
be set to eliminate repeating torsionals.
Speed Sensor Type

Crank Sensor Type: This field determines the type of probe used as a crank
speed sensor. VR=Variable Reluctance often times called a magnetic pickup
(MPU) or Digital or Active Pickup with a 0 Vdc when false and 12 or 20 Vdc for
“True”. Any changes to this field require a control restart for them to take effect
Woodward 123
Reset Sensor Type: This field determines the type of probe used as a reset
CAM Sensor Type: This field determines the type of probe used as a CAM
Change Number of Teeth for Speed Sensor: Momentary button that brings up
the “Offline Settings Editor”. The offline editor allows changing of parameters in
the Offline Editor Button component from within the tool while connected to the
control. The user does not have to read the settings from the device to a file, as
they are read automatically by ToolKit when the button is pressed. The settings
are offline, meaning they will not be changed in the device until the changes are
committed. After changes are made the offline editor provides the option to save
the settings to the controls memory and reboot the controller for them to take
effect.
Remote Speed/Load Reference Input

This input is an optional input that can be used for either a remote speed
reference input or a remote load reference input. The remote speed reference
input could be used in a variable speed application when you want to set the
engine speed from a remote location with an analog signal (it could also be done
with the raise and lower speed contact inputs). The remote load reference input
could be used when the E6 is controlling generator load when parallel with the
grid. The input voltage range should be set in accordance with the plant signal.

0.5 V – (0 % of the speed limit range) + Lower Speed limit
4.5 V – (100 % of the speed limit range) + Lower Speed limit
The speed limit range is calculated as follows:

Raise Speed limit – Lower Speed limit = Speed range
These limits also apply to the discrete input raise and lower speed limits.
Figure 2-112. Remote Speed/Load Reference Signal 4-20ma Example

124 Woodward
Speed/load min: Signal level below which a “low signal” fault will be
annunciated.
Speed/load max: Signal level above which a “high signal” fault will be
annunciated.
Speed/load filter: Signal filter tau in seconds.
Speed/load input Raw: Signal measured by the control before the filter is
applied.
Speed/load filtered: Signal measured by the control before the filter is applied.
Input (mA) vs Speed/load ref (%): Specifies the conversion of the input signal
voltage to percent.
Upon signal failure the Remote reference input will hold the last value. This value
is used until a valid signal is re-established.
Voltage to Engineering Units
120
100
Engineering Units
80
60
40
20
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Signal Voltage
Figure 2-113. Input Voltage to Engineering Units
The input should be galvanically isolated from

external voltage signals to avoid ground loops
and incorrect readings.
Speed Bias Input

This is the value that is directly added to the speed reference. It can be used as
synchronizer input and as load sharing input. The input type is a 0–5 V voltage
input.
Upon signal failure the speed bias will be set to zero.
The input should be galvanically isolated from

external voltage signals to avoid ground loops
and wrong indications.
Woodward 125
Figure 2-114. Speed Bias Signal Configuration
Speed Bias min: Signal level below which a “low signal” fault will be
annunciated.
Speed Bias max: Signal level above which a “high signal” fault will be
annunciated.
Speed Bias filter: Signal filter tau in seconds.
Speed Bias input Raw: Signal measured by the control before the filter is
applied.
Speed Bias filtered: Signal measured by the control before the filter is applied.
Input (mA) vs Speed Bias ref (%): Specifies the conversion of the input signal
voltage to percent.
The voltage to speed bias transfer function table is adjusted by the user:
0.5 V – -20 rpm
4.5 V – +20 rpm
10.4 - INPUT (CH4 / UEGO NGK)
CH4-signal
CH4 (methane) input signal from an external gas chromatograph.
126 Woodward
Figure 2-115. CH4-signal
CH4 min: Signal level below which a “low signal” fault will be annunciated.
CH4 max: Signal level above which a “high signal” fault will be annunciated.
CH4 filter: Signal filter tau in seconds.
CH4 input Raw: Signal measured by the control before the filter is applied.
CH4 filtered: Signal measured by the control before the filter is applied.
Rate to healthy signal (after signal is OK): Transfer rate from an out of range
signal to the value of now in range signal to facilitate a smooth transition on.
Input (v) vs CH4 (%): Specifies the conversion of the input signal voltage to
percent.
Lambda Sensor Selection:
Lambda Sensor Selector: Selection between “External O2 Converter”

was NGK, “Bosch LSU 4.9 Sensor”, “Continental NOx Sensor”
Lambda Difference Check

The measured Lambda is compared to the Desired Lambda ± “Max Lambda
difference” value.
Woodward 127
Figure 2-116. Calibration Tool Settings for AL1 (System Lean) and AL10 (System
Rich)
UEGO NGK Sensor

The NGK UEGO sensor settings do not require user adjustment as the default
values are pre-programmed in the control.
Connect the UEGO sensor controller to the E6 and supply voltage in accordance
with the wiring diagram. Leave the UEGO sensor hanging in ambient air and
power up the system.
Check the UEGO voltage on Calibration Tool screen 10.3 - INPUT (CH4 / UEGO
NGK). The voltage should read between 4.40 & 4.60 V. If outside this range
check wiring.
H/C-Ratio (Used in O2/Lambda Calculation): Hydrogen to carbon ratio used by

the oxygen to lambda calculation.
UEGO EXTERNAL min: Signal level below which a “low signal” fault will be
annunciated.
UEGO EXTERNAL max: Signal level above which a “high signal” fault will be
annunciated.
UEGO EXTERNAL filter: Signal filter tau in seconds.
UEGO EXTERNAL input Raw: Signal measured by the control before the filter
is applied.
UEGO EXTERNAL filtered: Signal measured by the control before the filter is
applied.
Input (Vdc) vs Oxygen (%): Specifies the conversion of the input signal voltage
to percent.
10.5 - INPUT Manifold Air Pressure 1/2
MAP1 Input Signal

In the table the input voltage versus the MAP transfer function is configured. Also
a filter time constant can be entered to filter noise from the input signal.
0.0 V – 1.11 kPa
5.0 V – 315.28 kPa
The alarm thresholds are adjusted in the upper two fields. The default value for
low voltage alarm threshold is 0.1 V and for the high voltage alarm threshold is
4.9 V. If the sensor voltage is out of range, this will result in an alarm or engine
shutdown, depending on configuration (see Alarm/Shutdown Configuration topic
for more information).
128 Woodward
Two MAP sensors are sometimes used for redundancy. The average of the two
sensors is used in the calibration and operation of the AFR control. When the
second sensor is not enabled the signal of MAP1 alone is used. If the option
“Use MAP sensor 2 as a backup when MAP sensor 1 fails” is selected, then MAP
sensor 2 will be used to keep the system operating.
A difference check can be performed between the two sensors to provide
warning when the MAP1 and MAP2 signals differ more than the amount specified
in the setting “Max difference”. When the limit is exceeded this will give an alarm.
Figure 2-117. MAP1 Input Signal
MAP1 min: Signal level below which a “low signal” fault will be annunciated.
MAP1 max: Signal level above which a “high signal” fault will be annunciated.
MAP1 filter: Signal filter tau in seconds.
MAP1 input Raw: Signal measured by the control before the filter is applied.
MAP1 filtered: Signal measured by the control before the filter is applied.
Input (Vdc) vs MAP1 (kPa): Specifies the conversion of the input signal voltage
to percent.
MAP2 Input Signal
Figure 2-118. MAP2 Input Signal
Woodward 129
MAP2 min: Signal level below which a “low signal” fault will be annunciated.
MAP2 max: Signal level above which a “high signal” fault will be annunciated.
MAP2 filter: Signal filter tau in seconds.
MAP2 input Raw: Signal measured by the control before the filter is applied.
MAP2 filtered: Signal measured by the control before the filter is applied.
Input (Vdc) vs MAP2 (kPa): Specifies the conversion of the input signal voltage
to percent.
10.6 – INPUT Ambient Pressure
Figure 2-119. Ambient Pressure Input
Use Sensor For Ambient Pressure: Check box when “checked” set the
ambient pressure based on analog input (J2-011).
Ambient Pressure Min: Signal level below which a “low signal” fault will be
annunciated.
Ambient Pressure Max: Signal level above which a “high signal” fault will be
annunciated.
Ambient Pressure filter: Signal filter tau in seconds.
Ambient Pressure input Raw: Signal measured by the control before the filter is
applied.
Ambient Pressure filtered: Signal measured by the control before the filter is
applied.
Input (Vdc) vs Ambient Pressure (kPA): Specifies the conversion of the input
signal voltage to percent.
130 Woodward
Barometric Pressure
Using barometric pressure logic the E6 controller is able to diagnose an in-range

failure of the MAP sensor. When the E6 controller is powered, the key switch
input is powered (if used) and engine rotation is not detected by the controller,
the MAP sensor signal is evaluated. If this value is not between the “BARO low
limit” and the “BARO high limit” the alarm for “BARO out of Range” will be
activated.
The barometric pressure is also used to determine the absolute exhaust

backpressure. The exhaust backpressure is used as a correction on the UEGO
measurement. There is no separate barometric pressure sensor. Instead, the
MAP sensor is used to measure the barometric pressure before the engine is
started.
AL25 (BARO out of Range) will be activated if a faulty MAP sensor signal is
detected while the voltage is in range.
Figure 2-120. BARO Using MAP Sensor
Barometric Pressure: Signal measured by the control after the filter is applied.
Barometric Pressure low: Reading below which an AL25 BARO out of range
fault will be annunciated.
Barometric Pressure high: Reading above which an AL25 BARO out of range
fault will be annunciated.
MAP1 Pressure filtered: Signal measured by the control before the filter is
applied.
10.7 – INPUT Lube Oil Pressure/Level

This feature is only active if a lube oil pressure sensor is used and enabled in the
system. Since normal oil pressure varies with engine speed, the table allows the
user to calibrate the shutdown threshold as a function of engine speed. A
warning alarm can be provided by setting the “Oil pressure setpoint above
shutdown curve to give Oil pressure Alarm”.
Woodward 131
Figure 2-121. Lube Oil Pressure-signal
Lube Oil Pressure min: Signal level below which a “low signal” fault will be
annunciated.
Lube Oil Pressure max: Signal level above which a “high signal” fault will be
annunciated.
Lube Oil Pressure filter: Signal filter tau in seconds.
Lube Oil Pressure input Raw: Signal measured by the control before the filter is
applied.
Lube Oil Pressure filtered: Signal measured by the control before the filter is
applied.
Input (Vdc) vs Lube Oil Pressure (kPa): Specifies the conversion of the input
signal voltage to percent.
Oil Pressure Setpoint Curve for Shutdown
Figure 2-122. Calibration Tool Settings for Lube Oil Pressure Engine Protection
Engine Speed (rpm) vs Lube Oil Pressure (kpa): Specifies the conversion of
the input signal voltage to percent.
Oil pressure setpoint curve for shutdown: Engine oil pressure vs engine rpm
when below initiates a lube oil pressure low shutdown. For the above example a
132 Woodward
lube oil pressure reading below 250 kPA would initiate a lube oil pressure low
shutdown.
Add to Shutdown setting for lube oil pressure alarm: Add to engine oil
pressure vs engine rpm for a lube oil pressure low alarm. For the above example
a lube oil pressure reading below 250+100=350 kPa would initiate a lube oil
pressure low alarm.
Oil Level Low Switch AI-15 (J2-024)
The default settings are configured to shutdown the engine if no voltage is

sensed on the oil level input. A normally closed switch and shutdown is
recommended configuration, since a broken wire will cause a fault.
Note that this function is configurable only when the engine is stopped. This is
intended for engines whose oil level may be below the sensor during normal
operation. If the lube oil level engine protection is desired when the engine is
running as well.
Figure 2-123. Settings for Lube Oil Level Engine Protection
Oil Level contact: LED status that when Yellow indicates input status is “True”.
Check box to set Oil level contact to Normally Closed (NC): Check box when
checked sets the oil level contact to normally closed from normally open as
“True”
Oil Contact Alarm Delay: Amount of time that the oil level must be diagnosed
as low before a fault will be annunciated.
Oil Contact Set True for Shutdown: Check box that when checked causes a
shutdown instead of an alarm when low oil level is detected.
Override Al185: Overrides AL185 or SD185 but allows monitoring of the input
status.
AL185: Lube Oil Level Lo: LED status that when Red indicates input status is
“True”.
SD185: Lube Oil Level Lo: LED status that when Red indicates input status is
“True”.
Woodward 133
10.8 –Input Pre-Throttle Pressure/TPS
Enable Pre-Throttle Input Pressure/Boost Control
See Chapter 9, Boost Control.
Figure 2-124. Pre Throttle Pressure Signal Configuration
Pre Throttle Pressure min: Signal level below which a “low signal” fault will be
annunciated.
Pre Throttle Pressure max: Signal level above which a “high signal” fault will be
annunciated.
Pre Throttle Pressure filter: Signal filter tau in seconds.
Pre Throttle Pressure input Raw: Signal measured by the control before the
filter is applied.
Pre Throttle Pressure filtered: Signal measured by the control before the filter
is applied.
Input (Vdc) vs Pre Throttle Pressure (kpa): Specifies the conversion of the
input signal voltage to pressure.
Enable Boost Control Feedback Input

See Chapter 9, Boost Control
134 Woodward
Figure 2-125. Pre Throttle Pressure Signal Configuration
Enable Boost Position Sensor analog input (J2-052): Check when “checked”
enables analog input J2-052 to monitor a 0-5 Vdc boost position sensor output
signal.
Boost Position Sensor min: Signal level below which a “low signal” fault will be
annunciated.
Boost Position Sensor max: Signal level above which a “high signal” fault will
be annunciated.
Boost Position Sensor filter: Signal filter tau in seconds.
Boost Position Sensor Signal at 0 position: Boost position sensor’s voltage at
0% (fully closed) position.
Boost Position Sensor Signal at 100 position: Boost position sensor’s voltage
at 100% (fully open) position.
Boost Position Sensor input Raw: Signal measured by the control before the
filter is applied.
Boost Position Sensor filtered: Signal measured by the control before the filter
is applied.
Enable Throttle Position Feedback Input
The TPS feedback signal is optional for analog-controlled (non-J1939) throttle

actuators. The TPS feedback signal is not needed for a J1939-controlled actuator
and is disregarded when a J1939 throttle actuator is used. There is no position
error check done on this signal during normal operation. In a detected engine
overpower situation (see Engine Overpower Protection), if this signal is available
and valid, a position error check is then done which will trigger a shutdown when
the error exceeds the shutdown threshold.
low alarm threshold is 0.10 V and for the high alarm threshold is 4.9 V.
A filter time constant can be entered to filter noise from the input signal.
Upon signal failure the TPS will be to zero.
Woodward 135
Figure 2-126. Throttle Position Sensor Configuration
Enable Throttle position sensor (TPS) input

Use Throttle position sensor analog input (J2-036): Check when “checked”
enables analog input J2-036 to monitor a 0-5 Vdc throttle position sensor output
signal.
Throttle position sensor min: Signal level below which a “low signal” fault will
be annunciated.
Throttle position sensor max: Signal level above which a “high signal” fault will
be annunciated.
Throttle position sensor filter: Signal filter tau in seconds.
Throttle position sensor input Raw: Signal measured by the control before the
filter is applied.
Throttle position sensor filtered: Signal measured by the control before the
filter is applied.
10.9 - INPUT Manifold Air Temperature

The voltage-to-temperature transfer function table is adjusted by the user. The
sensor type is NTC (negative temperature coefficient), i.e. as temperature
increases, the resistance decreases.
low alarm threshold is 0.05 V and for the high alarm threshold is 4.9 V.
Note that the sensor works as a resistor in a voltage dividing circuit inside the
LECM.
The correct voltage as a function of temperature can be calculated with the

following formula:
Voltage _ at _ LECM _ input  Rthermistor

Rthermistor 1000 * 5V 
136 Woodward
Example NTC Thermistor
Ohm Temp ˚C Voltage at LECM

30.1 130 0.14
107.2 85 0.48
175.2 70 0.74
360 50 1.32
805.5 30 2.23
1991 10 3.32
3268 0 3.82
9717 -20 4.53
Table 2-2. NTC Thermocouple
+5V
External
Internal
1000 ohm
NTC
COM
Figure 2-127. Analog Input Circuit – Resistance Temperature Sensors
MAT sensor Calibration

140
120
100
80
Temperature [C]
60
40
20
0
-20 0 2 4 6
-40
Input (Vdc)
Woodward 137
Figure 2-128. MAT Sensor Calibration
MAT Sensor Selector

Drop down selector that allows the user to select Not Used, MAT1 Only, MAT2
Only, MAT 1 with MAT2 Backup, or MAT BKUP with HSS.
Figure 2-129. Calibration Tool Settings for MAT
Manifold Air Temp1 NTC-Sensor (J1-A10)
Figure 2-130. Manifold Air Temp1 NTC-Sensor (J1-A10)
Manifold Air Temp1 min: Signal level below which a “low signal” fault will be
annunciated.
Manifold Air Temp1 max: Signal level above which a “high signal” fault will be
annunciated.
Manifold Air Temp1 filter: Signal filter tau in seconds.
Manifold Air Temp1 input Raw: Signal measured by the control before the filter
is applied.
Manifold Air Temp1 filtered: Signal measured by the control before the filter is
applied.
138 Woodward
Input (Vdc) vs MAT1 (˚C): Specifies the conversion of the input signal voltage to
temperature.
Woodward 139
MAT Alarm Setup

This feature is only active if an MAT sensor is used and enabled in the system.
The default settings are configured to shutdown the engine if sensed ECT
exceeds the user input value for “Setpoint MAT Shutdown” for longer than the
“MAT Shutdown Delay time”. If the sensed ECT exceeds the user input value for
“Setpoint ECT Alarm” the alarm will activate after the “MAT Alarm Delay” time
has expired.
Figure 2-131. Calibration Tool Settings for MAT Engine Protection
Enable MAT Faults: Check box when “checked” enables manifold air
temperature high faulting.
Setpoint MAT Hi Alarm: Temperature threshold for AL108 MAT Hi alarm.
MAT Alarm Delay time: Amount of time that the MAT must be above “Setpoint
MAT Hi Alarm” before an alarm will be annunciated.
Override Alarm 108: Check box when “checked” overrides AL108.
AL 108 Manifold Air Temperature Hi: LED status that when "Red" indicates the
current Manifold air temperature reading is above “Setpoint MAT Hi Alarm”
Setpoint MAT Shutdown: Temperature threshold for SD109 MAT Hi.
MAT Shutdown Delay time: Amount of time that the MAT must be above
“Setpoint MAT Shutdown before an alarm will be annunciated.
Override Shutdown 109: Check box when “checked” overrides SD109.
SD109 Manifold Air Temperature Hi: LED status that when "Red" indicates the
current Manifold air temperature reading is above “Setpoint MAT Shutdown”
10.10 - Input Engine Coolant Temp/Level
Engine Coolant Temperature (ECT) Signal Input
The voltage to temperature transfer function table is adjusted by the user. The
input is designed to work with 0 to 5 Volt signals and requires a resistor type
sensor connected to ground. The sensor type is NTC (negative temperature
coefficient), i.e. as temperature increases, the resistance decreases. Note that
the sensor works as a resistor in a voltage dividing circuit inside the LECM. The
140 Woodward
correct voltage as a function of temperature can be calculated with the following
formula:
Example NTC Thermistor
Ohm Temp ˚C Voltage at LECM

30.1 130 0.14
107.2 85 0.48
175.2 70 0.74
360 50 1.32
805.5 30 2.23
1991 10 3.32
3268 0 3.82
9717 -20 4.53
Table 2-3. Example NTC Thermistor
+5V
External
Internal
1000 ohm
NTC
COM
Figure 2-132. Analog Input Circuit – Resistance Temperature Sensors
Woodward 141
ECT sensor Calibration

140
120
100
80
Temperature [C]
60
40
20
0
-20 0 2 4 6
-40
Input (Vdc)
Figure 2-133. Engine Coolant Temperature Sensor Calibration
NTC ECT Sensor
Figure 2-134. ECT Signal Configuration
Engine Coolant Temp1 min: Signal level below which a “low signal” fault will be
annunciated.
Engine Coolant Temp1 max: Signal level above which a “high signal” fault will
be annunciated.
142 Woodward
Engine Coolant Temp1 filter: Signal filter tau in seconds.
Engine Coolant Temp1 input Raw: Signal measured by the control before the
filter is applied.
Engine Coolant Temp1 filtered: Signal measured by the control before the filter
is applied.
Input (Vdc) vs ECT1 (˚C): Specifies the conversion of the input signal voltage to
temperature.
ECT Sensor Calibration
140
120
100
Temperature [C]
80
60
40
20
0
0 1 2 3 4 5
-20
-40
Input (Vdc)
Figure 2-135. ECT Sensor Voltage vs Temperature (°C)
low alarm threshold is 0.05 V and for the high alarm threshold is 4.9 V. If the
sensor voltage falls outside the alarm threshold, the last reading before this
occurred will be used.
ECT Engine Protection

This feature is only active if an ECT sensor is used and enabled in the system.
The default settings are configured to shutdown the engine if sensed ECT
exceeds the user input value for “Setpoint ECT Shutdown” for longer than the
“ECT Shutdown Delay time”. If the sensed ECT exceeds the user input value for
“Setpoint ECT Alarm” the alarm will activate after the “ECT Alarm Delay” time
has expired.
Woodward 143
Figure 2-136. Calibration Tool Settings for Engine Coolant Temp Fault
Enable ECT Faults: Check box when “checked” enables manifold air
temperature high faulting.
ECT Engine Running Delay: Amount of time that the engine must be running
before the ECT faulting will arm. This prevents a high ECT shutdown from
preventing the engine to immediately restart if the ECT is still above the ECT
Shutdown level.
Setpoint ECT Hi Alarm: Temperature threshold for AL108 ECT Hi alarm.
ECT Alarm Delay time: Amount of time that the ECT must be above “Setpoint
ECT Hi Alarm” before an alarm will be annunciated.
Override Alarm 167: Check box when “checked” overrides AL167
AL167 ECT Temperature Hi: LED status that when "Red" indicates the current
Manifold air temperature reading is above “Setpoint ECT Hi Alarm”
Setpoint ECT Shutdown: Temperature threshold for SD168 ECT Hi.
ECT Shutdown Delay time: Amount of time that the ECT must be above
“Setpoint ECT Shutdown before an alarm will be annunciated.
Override Shutdown 168: Check box when “checked” overrides SD168.
SD162 Manifold Air Temperature Hi: LED status that when "Red" indicates the
current Manifold air temperature reading is above “Setpoint ECT Shutdown”
Engine Coolant Level Low Switch (J2-042)

The default settings are configured to shutdown the engine if no voltage is
sensed on the engine coolant level input. A normally closed switch and shutdown
is recommended configuration, since a broken wire will cause a fault.
144 Woodward
Figure 2-137. Settings for Engine Coolant Level Engine Protection
Coolant Level contact: LED status that when Yellow indicates input status is
“True”.
Check box to set Coolant Level contact to Normally Closed (NC): Check box
when checked sets the Coolant Level contact to normally closed from normally
open as “True”
Oil Contact Alarm Delay: Amount of time that the Coolant Level must be
diagnosed as low before a fault will be annunciated.
Oil Contact Set True for Shutdown: Check box that when checked causes a
shutdown instead of an alarm when low Coolant Level is detected.
Override Al185: Overrides AL185 or SD185 but allows monitoring of the input
status.
AL185: Lube Coolant Level Lo: LED status that when Red indicates input
status is “True”.
SD185: Lube Coolant Level Lo: LED status that when Red indicates input
status is “True”.
Cooling Control (J2-058/J2-050)

For systems that have a radiator fan for cooling both the engine coolant and
manifold air temperature a cooling control has been built into the E6 based on a
high signal select (HSS) strategy of manifold air temperature and engine coolant
temperature. The output command is 4-20 milli-amp meant for a variable
frequency drive (VFD).
Engine Coolant Temp
Cooling Low Limit
Manifold Airt Temp
Inputs
Figure 2-138. Cooling Control High Signal Select
Woodward 145
Figure 2-139. Cooling Control (J2-058/J2-050)
Manifold Air Temperature Setpoint: Manifold air temperature setpoint for use
of cooling control output.
Engine Coolant Temp Setpoint: Coolant temperature setpoint for use of cooling
control output.
Fan Cooling Output: Cooling output in % (0%=4 mA, 100%=20 mA)
Cooling Fan Command: Cooling fan mille-amp output (useful for diagnostics)
Cooling Low Limit: Low limit of the output. Default of 10% to ensure cooling
always running.
Cooling Proportional Gain: Proportional Gain is the control output that is
proportional to the error in measurement or setpoint. It adjusts the overshoot and
undershoot amount.
Cooling Integral Gain: Integral gain is the control output that is proportional to
the amount of time the speed error is present. It prevents slow hunting at steady
state and controls the time rate at which the speed error returns to zero after a
speed or load disturbance.
Cooling SDR: Speed derivative ration incorporates the derivative action based
on the ultimate period of oscillation, the controls output is proportional to the rate
of change, with respect to time, of the error. Response reduces as it increases.
For fast response, start with 4, 5; for slower systems start with 5, 6.
10.11 - Input Exhaust Gas Temperatures

Inputs for the exhaust temperatures have a selectable drop down source
selection.
“Main TC#” is a selection of a thermocouple input from the main board of the
LECM.
“External TC” enables reading of the thermocouple from the CAN1 port’s signal
specific SPN.
“Aux Module TC” enables reading of the thermocouple from the internal CAN port
signal specific SPN.
“Tunable” allows the user to set the value to a fixed value.
146 Woodward
Figure 2-140. Input Exhaust Gas Temperatures Configuration
Cylinder Configuration
Number Of Cylinders: Number of cylinders of thermocouple measurement.
Input to Cylinder Settings
Figure 2-141. Input to Cylinder Settings
Cylinder 01: Drop down selection that sets the source of the measurement.
“Main TC#” is a selection of a thermocouple input from the main board of the
LECM. “External TC” enables reading of the thermocouple from the CAN1 port
SPN1137 “Engine Exhaust Gas Port 1 Temperature”. “Aux Module TC” enables
reading of the thermocouple from the internal can port SPN1137 “Engine
Exhaust Gas Port 1 Temperature” “Tunable” allows the user to set the value to a
fixed value.
Cylinder 02-20: Same as cylinder 01. Except SPN for External TC and Aux
Module TC changes specific to each cylinder’s SPN. (see below)
Woodward 147
Parameter PGN SPN

Transmission Default
PGN Group Data Position SPN SPN Name
Rate Priority
Label Length in PGN
Engine
Exhaust Gas
65183 EPT5 1s 8 7 1-2 1153
Port 17
Temperature
Engine
Exhaust Gas
65183 EPT5 1s 8 7 3-4 1154
Port 18
Temperature
Engine
Exhaust Gas
65183 EPT5 1s 8 7 5-6 1155
Port 19
Temperature
Engine
Exhaust Gas
65183 EPT5 1s 8 7 7-8 1156
Port 20
Temperature
Engine
Exhaust Gas
65184 EPT4 1s 8 6 1-2 1149
Port 13
Temperature
Engine
Exhaust Gas
65184 EPT4 1s 8 6 3-4 1150
Port 14
Temperature
Engine
Exhaust Gas
65184 EPT4 1s 8 6 5-6 1151
Port 15
Temperature
Engine
Exhaust Gas
65184 EPT4 1s 8 6 7-8 1152
Port 16
Temperature
Engine
Exhaust Gas
65185 EPT3 1s 8 7 1-2 1145
Port 9
Temperature
Engine
Exhaust Gas
65185 EPT3 1s 8 7 3-4 1146
Port 10
Temperature
Engine
Exhaust Gas
65185 EPT3 1s 8 7 5-6 1147
Port 11
Temperature
Engine
Exhaust Gas
65185 EPT3 1s 8 7 7-8 1148
Port 12
Temperature
Engine
Exhaust Gas
65186 EPT2 1s 8 7 1-2 1141
Port 5
Temperature
Engine
Exhaust Gas
65186 EPT2 1s 8 7 3-4 1142
Port 6
Temperature
148 Woodward
Exhaust Gas Temperatures (cont’d.)

Parameter PGN SPN
Transmission Default
Rate Priority
Label Length in PGN
Engine
Exhaust Gas
65186 EPT2 1s 8 7 5-6 1143
Port 7
Temperature
Engine
Exhaust Gas
65186 EPT2 1s 8 7 7-8 1144
Port 8
Temperature
Engine
Exhaust Gas
65187 EPT1 1s 8 7 1-2 1137
Port 1
Temperature
Engine
Exhaust Gas
65187 EPT1 1s 8 7 3-4 1138
Port 2
Temperature
Engine
Exhaust Gas
65187 EPT1 1s 8 7 5-6 1139
Port 3
Temperature
Engine
Exhaust Gas
65187 EPT1 1s 8 7 7-8 1140
Port 4
Temperature
Table 2-4. Exhaust Gas Temperatures
Input to EGT Settings
Figure 2-142. Input to EGT Settings
Turbocharger Temp In 1: Drop down selection that sets the source of the
measurement. “Main TC#” is a selection of a thermocouple input from the main
board of the LECM. “External TC” enables reading of the thermocouple from the
CAN1 port SPN1180 “Engine Turbocharger 1 Turbine Intake Temperature”. “Aux
Module TC” enables reading of the thermocouple from the internal CAN port
SPN1180 “Tunable” allows the user to set the value to a fixed value.
Turbocharger Temp Out 1: Drop down selection that sets the source of the
CAN1 port SPN1184 “Engine Turbocharger 1 Turbine Outlet Temperature”. “Aux
Woodward 149
Module TC” enables reading of the thermocouple from the internal can port
SPN1184. “Tunable” allows the user to set the value to a fixed value.
Turbocharger Temp In 2: Drop down selection that sets the source of the
CAN1 port SPN1181 “Engine Turbocharger 2 Turbine Intake Temperature”. “Aux
Turbocharger Temp Out 2: Drop down selection that sets the source of the
CAN1 port SPN1185 “Engine Turbocharger 2 Turbine Outlet Temperature”. “Aux
Oxidation Catalyst Temp In: Drop down selection that sets the source of the
CAN1 port SPN4753 “Aftertreatment 1 Gas Oxidation Catalyst Intake
Temperature”. “Aux Module TC” enables reading of the thermocouple from the
internal can port SPN4753. “Tunable” allows the user to set the value to a fixed
value.
Oxidation Catalyst Temp Out: Drop down selection that sets the source of the
CAN1 port SPN4754 “Aftertreatment 1 Gas Oxidation Catalyst Outlet
Temperature”. “Aux Module TC” enables reading of the thermocouple from the
internal can port SPN4754. “Tunable” allows the user to set the value to a fixed
value.
Parameter PGN SPN

Transmissi Default
on Rate Priority
Label Length in PGN
Turbocharger
65176 TCI4 1s 8 6 1-2 1180
Temp In 1
Turbocharger
65175 TCI5 1s 8 6 1-2 1184
Temp Out 1
Turbocharger
65176 TCI4 1s 8 6 3-4 1181
Temp In 2
Turbocharger
65175 TCI5 1s 8 6 3-4 1185
Temp Out 2
Oxidation
64802 A1GOC 500ms 8 6 1-2 4753 Catalyst
Temp In
Oxidation
64802 A1GOC 500ms 8 6 3-4 4754 Catalyst
Temp Out
150 Woodward
Main Board Thermocouple Type Settings
Figure 2-143. Main Board Thermocouple Type Settings
TC01 Type: Drop down selection to configure the hardware between “K Type” or
“J Type”
“J Type”
“J Type”
“J Type”
“J Type”
“J Type”
“J Type”
“J Type”
EGT Fault Settings
Figure 2-144. EGT Fault Settings

Woodward 151
EGT SD High Temp: Exhaust gas temperature shutdown threshold. If any
exhaust temperature is measured above this value a shutdown fault will become
true.
EGT Alarm Lo AVG Threshold: Exhaust gas temperature low from average
threshold. If any exhaust temperature has a temperature lower than the average
of the cylinder temperatures by more than this amount an alarm fault will become
true.
EGT SD Low AVG Threshold: Exhaust gas temperature low from average
threshold. If any exhaust temperature has a temperature lower than the average
of the cylinder temperatures by more than this amount a shutdown fault will
become true.
TC Fault Delay: Thermocouple fault delay time is the time that a temperature
reading must be greater than the fault threshold before a fault can become true.
Pmeas vs Lo SD Temp: Specifies the conversion of the power measured
(Pmeas) to an absolute lower limit fault temperature. If any cylinder is lower than
this value after the “TC Fault Delay” a shutdown will be initiate.
10.12 - Input Bosch UEGO Sensor

The E6 Full Authority system uses a Continental NOx Sensor, Bosch LSU 4.9
UEGO sensor or optionally an External O2 converter (voltage source to measure
oxygen and lambda).
If the system will be used in lambda closed loop mode, the UEGO sensor is
installed permanently. In GQCL mode, if an exhaust gas analyzer is not available
for initial calibration, the system can optionally be calibrated with a UEGO or NOx
sensor, which is installed for GQCL calibration only.
The UEGO sensor measures the amount of oxygen in the exhaust gas. This
measurement is then used to calculate the air/fuel ratio.
Do not move fault thresholds to if sensor will calibrate it is either faulty wiring or a
faulty sensor.
Lambda Sensor Selector
Figure 2-145. Lambda Sensor Selector
Lambda/Oxygen% Source: Drop down selector use to select the source of the
lambda and oxygen percentages used by the control for calibration and/or
control. (Continental NOx Sensor, Bosch LSU 4.9 UEGO sensor or optionally an
External O2 converter)
Bosch LSU 4.2 UEGO Sensor
Fault thresholds are adjusted for the cell voltage and heater voltage. The default
value for sense cell voltage low alarm threshold is 1.0 V and for the voltage high
alarm threshold is 5.5 V The default value for heater voltage low alarm threshold
is 0.5 V and for the voltage high alarm threshold is 10 V. The “Run Time before
Not Ready” value delays the alarm until the time entered has elapsed.
152 Woodward
Figure 2-146. Bosch Lambda Filter
UEGO Heater Control

The UEGO sensing element is susceptible to damage from thermal shock
caused by water droplets soaking into the ceramic heater while the heater
element is off. This is most likely to occur shortly after startup of a cold engine,
due to water vapor (produced by combustion) condensing inside the cold exhaust
pipework. During this period the heater power must remain off, to prevent thermal
shock damage to the sensor ceramic element. The delay before heater power is
enabled following engine startup is based on the engine coolant temperature
(ECT) at startup.
Figure 2-147. UEGO Heater Control
Warm Up Delay: Delay time that the engine must be above “Running Speed”
before the heater for the Bosch UEGO will be turned on.
Tip Temperature Filter: Signal filter tau in seconds.
Woodward 153
Lambda Difference Check

The measured Lambda is compared to the Desired Lambda ± “Max Lambda
difference” value.
Figure 2-148. Lambda Difference Check
10.13 Input Bosch UEGO Calibration

Bosch UEGO Sensor Air Calibration (Air Cal)
In use, the UEGO sensor signal can shift, due to aging and/or contamination.
The UEGO Sensor Air Calibration feature allows the user to check and adjust a
UEGO sensor signal that may have shifted.
Figure 2-149. UEGO Air Calibration
Air Range Check: How long it settles before it checks that the sensor value is
inside a window representing Air. If it is in range the calibration will be performed.
If it is not in that range it will error out (for example if the sensor is in the exhaust
with the engine running or just after it was running).
Set-up of the Bosch UEGO Sensor

The UEGO Sensor Air Calibration is accomplished by performing the following
steps:
1. Remove the UEGO sensor from the exhaust system; leave the UEGO
sensor hanging in ambient air and switch on the controller.
2. Check the box beside “Air Calibration On”. The “Air Calibration in Progress”
LED will turn “Green”. During this process the sensor is heated to operating
temperature and then the pump current in ambient air is compared to the
expected value. The sensor gain is then adjusted by the E6 controller to
achieve the correct pump current.
3. Wait until the “Air Cal Complete” LED turns “Green”, indicating the gain
adjustment was successful. This adjustment will be stored in the E6 until the
154 Woodward
next air calibration is performed. A sensor gain value between 0.99 and 1.07
is considered normal for a new sensor. With age the sensor may drift
outside these values.
4. Uncheck the box beside “Air Calibration On”.
5. “Save Values”
6. Allow the UEGO sensor time to cool down before handling. When safe to
handle, reinstall the UEGO sensor in the exhaust system.
10.14 – INPUT NOx Sensor
Figure 2-150. Lambda Sensor Selector
Lambda/Oxygen% Source: Drop down selector use to select the source of the
lambda and oxygen percentages used by the control for calibration and/or
control. (Continental NOx Sensor, Bosch LSU 4.9 UEGO sensor or optionally an
External O2 converter)
NOx sensor selection

NOx Sensor 1 J1939 Position: Drop down selector to choose from one of the 4
supported J1939 standard NOx sensor sources.
Figure 2-151. NOx Sensor 1 J1939 Position
NOx Lambda settings
Figure 2-152. NOx Lambda settings
H/C-Ratio from 15.1: Hydrogen to carbon ratio calculated from gas parameters
entered into page 15.1.
H/C-Ratio (Used in O2/Lambda Calculation): Hydrogen to carbon ratio used by
the oxygen to lambda calculation.
Woodward 155
TecJet Controls
11.0 – “Fault Log”
Fault Reset
Figure 2-153. Fault Reset
Fault Reset: Momentary button when pressed commands a “Reset” of the

alarms if the engine is running and the alarms and shutdown conditions if the
engine is stopped. If a fault has an “Active” “Event State” and the fault condition
has gone away, pressing “Fault Reset” will set the event state to “Inactive”.
Figure 2-154. “Fault Log”
This list gives an overview of the alarms that are active or have been active in the
past.
Event: The alarm ID and description

Event State: This gives an indication what alarms have been latched into the
control since the last “Reset Alarm/SD” command was given.
Occ.: Occurrences (Occ.) the number of times the alarm has occurred since the
last reset of the system or the last reset of the “Fault Log”.
SPN: The particular fault in the J1939 CANbus fault detection
Emissions: True if a fault is configured as affecting emissions.
10X Run Time: Ten times the runtime of the engine when the fault first occurred.
Last Occurrence Time:
Reset: Momentary button at the bottom that can be used to clear a highlighted
fault from the “Fault Log”. When the Reset All button is clicked, the whole “Fault
Log” will be cleared. It will only clear the alarms in the Calibration Tool “Fault
Log”, not the actual alarms stored in the control memory.
Fault Reset: Resetting the control via the discrete input or the “Fault Reset”
checkbox on all Calibration Tool screens will clear the inactive alarms in the
control and from the “Fault Log”.
Export: Allows the user to export the list to file that can be later reviewed in
Excel.
Reset “Fault Log”: Resets the “Fault Log”
156 Woodward
System
12.1 – System
Engine Info
Engine Make: Text box that allows the user to type in the engine make to help
archive settings from systems they have setup.
Engine Type: Text box that allows the user to type in the engine type to help
Engine Serial Number: Text box that allows the user to type in the engine serial
number to help archive settings from systems they have setup.
Engine Year: Text box that allows the user to type in the engine year to archive
settings from systems they have setup.
Gaseous Fuel(s) Used: Text box that allows the user to type in the fuels used to
help archive settings from systems they have setup.
License: Text box that allows the user to type in licensing information to help
Control ID: Text box that allows the user to type in licensing information to help
Memory
Memory status parameters are generated by the controller.
Software Info
Software Part Number and Software Revision are fixed parameters from the
source code and cannot be altered by the controller or the Calibration Tool.
Save to EE and Reboot

Save to EE and Reboot: Momentary button that prepares the control for a save
to the EEprom (EE) and reboot after the “Confirm” button is pressed. There are a
number of tunables that are only read by the control on boot up, such as the
TCP/IP address, “Number of Teeth on Crank”.
Confirm: Button that confirms a “Save to EE and Reboot” is desired and initiates
the sequence. Having two buttons to click minimizes the risk of accidental
initiation of a save and reboot.
Cancel Save to EE and Reboot: Momentary button that cancels a save to EE
and Reboot.
IO Lock
Figure 2-155. IO Lock
Woodward 157
IO Locked: LED status that when “Red” indicates the inputs and outputs (IO) are
locked.
IO Lock Permitted: LED status that when “Green” indicates that the IO is
allowed to be locked.
Allow IO Lock: Check box when “checked” allows an input/output (IO) lock
command to lock the IO. If “unchecked” and a lock I/O command is issued, the
I/O will not be locked out.
Press to Lock IO: “Allow IO Lock” must be checked in order to enable a locking
of the inputs and outputs. When pressed the control will disable all input and
output channels.
12.2 – Internal Voltages
LECM Main Power Supplies
Figure 2-156. “Normal” Looking Power Supply Voltages
CONFIG
System Selection (User Selection)

This is where the major functions that the user wants to use are selected.
158 Woodward
Figure 2-157. System Selection
AFR Requested Mode: Drop down selector (see Air/Fuel Ratio Control section
for more information)
Figure 2-158. AFR Requested Mode
Small AFR Tables: Check box when “Checked” displays a smaller range of AFR
table columns and rows for engine need calibration at a single run speed.
Select for Mechanical Drive: Check box if checked will checked the unit will
stay at idle speed until an external device causes the speed setpoint to increase
and use a calculated power for the power based table indices. If left unchecked
the unit will go to rated speed after the warm-up timer and use measured power
(Pmeas) for the power based table indices.
LECM Knock Mode: Drop down selector enabling user to choose between the
following modes:
Figure 2-159. LECM Knock Mode

Woodward 159
Use LECM Ignition: Check box when checked sends commands and receives
feedback from the LECM electronic ignition driver (EID).
Use easYgen with J1939: Select if using an easYgen. The hardwired inputs for
breaker positions and load reference, speed bias, and load will be ignored. This
is a good way to save onsite wiring.
Enable Engine data on CAN-Bus 2This enables engine data transmission on
the CAN 2 port of the E6 controller (pin J2-007 is CAN2 Hi and pin J2-008 is
CAN2 Lo)
The load sensor alarms are enabled if the option “AFR System Selection
(FALSE=GQCL; TRUE=LAMBDA CL)” is unchecked (Figure 2-79).
Stereo Engine with Dual Throttles: Check box when checked enables a
second throttle command for engines with two throttles (stereo engines).
Enable KW-control: Check when check allows kW closed loop control to be
used when both the generator and utility breaker contacts are closed.
Mixture Throttle Command
Throttle Command Selector: Drop down selector that allows the user to select
the output command over CAN1 to a Woodward CAN based actuator or a pulse
width modulated (PWM) command (J1-013/Return J1-027)
Figure 2-160. Throttle Command Selector
Operation Mode Selection

TecJet Operation Mode: Drop down selector enabling the user to select
between “Single TecJet” “Duel TecJet” or “Fuel Blending”.
Single TecJet is a single TecJet on the engine. Duel TecJet takes the fuel flow
command and divides it in half sending 50% of the command to TecJet ID 1 and
50% to TecJet ID 2. Fuel Blending allows blending of fuels with properties in
Table 1 with those of Table 2 or Table 2 A/B in any ratio.
Lambda Sensor Selector

Lambda Sensor Selector: Drop down selector enabling the user to select
between “External O2 Converter” was NGK, “Bosch LSU 4.9 Sensor”,
“Continental NOx Sensor”
Supply Controls
Figure 2-161. Supply Controls
160 Woodward
Shutdown 5V XDCR: Check box when checked shuts down the controls
configurable 5V transducer power supply (J1-124).
Shutdown HV XDCR: Check box when checked shuts down the controls
configurable 12V/20V HV transducer power supply (J1-126).
HV XDCR Output Supply: Drop down selector that enables the user to set the
voltage level for HV transducer power supply at either 12 Vdc or 20 Vdc.
Trigger Output Supply: Drop down selector that enables the user to set the
voltage level for the trigger discrete outputs at either 5 Vdc or 20 Vdc.
Boost Control Selection
Figure 2-162. Boost Control Selection
Enable Boost Control: Check box that when checked enables boost control
with a Woodward F-series Throttle body using J1939 CAN.
LS 08 J1-007 - Exciter Field Flash Relay Driver
Figure 2-163. LS 08 J1-007 - Exciter Field Flash Relay Driver
Use LS 08 J1-007 low side discrete output: Check box when checked enables
LS 08 based on engine speed.
LS 08 J1-007 Pickup Speed: Speed above which the output will be “True”
LS 08 J1-007 Drop Out Speed: Speed below which the output will be “False”
Set LS 08 J1-007 to Flash momentarily: Check box when “checked” pulses the
exciter field flash only for the “Flash Time”. When “unchecked the Field flash
command will be “True” above the pickup speed and “true” until the speed drops
below the drop out speed.
LS 08 J1-007 Flash Time: Amount of time that the relay driver will be command
“true” if “Flash momentarily” is “checked”.
Discrete Input Wiring Configuration
Figure 2-164. Discrete Input Wiring Configuration

Woodward 161
readings for Boolean input group 3 (Discrete Inputs 13-16) to compensate for
how the input circuit is used. If the discrete input group is wired as a sourcing
input (>9Vdc=True), this box should be unchecked. If the discrete input group is
wired as a Sinking input (<2 Vdc=True), this box should be checked (see above).
Battery Conservation Relay Settings

This output provides a means to turn off or disable electric actuators used by the
system. Connect through a relay to switch the RUN ENABLE inputs for the
actuators. Alternately the relay contacts can be used to control the Actuator
power directly.
The relay is energized immediately on control power-up or engine start and
resets after the engine has been stopped for a tunable delay time.
All faults associated with deactivated devices shall be disabled while MPRD is
not active.
Figure 2-165. Battery Conservation Relay Settings
Battery Conserve Timer: Time left for the output to be “on” for the battery
conservation function.
Battery Conserve Delay: Amount of time that the battery conservation output is
true after the engine has stopped or if a manual actuator control is requested.
Mode: Drop down selector that allows the user to select between 4 control
modes:
BATT CONSERVATION: The relay is energized immediately on control power-

up or engine start and resets after the engine has been stopped for a tunable
delay time.
ALWAYS ON: Always on.
ALWAYS OFF: Always off.
KEYSWITCH SUPPORT: State mimics Keyswitch state on LECM.
162 Woodward
13.1 – CONFIG Communication
Communications with E6
COM1 Modbus Baud Rate: Drop down selector for the RS-232 baud rate allows
the user to select between standard baud rates. (TX J2-039, RX J2-040, Ground
J2-047).
COM2 Service Tool Baud Rate: Drop down selector for the RS-485 baud rate
allows the user to select between standard baud rates. Most commonly to set
rates lower than 115K so that an end user can install a modem to log into the
control remotely (Hi J2-071, Lo J2-072, Ground J2-079).
CAN Baud Rates

CAN2 Baud Rate: Drop down selector that allows the user to change the baud
rate of the CANBUS communications. All devices on the communication bus
must use the same baud rate or “Watchdog Timeouts” will occur.
TCP/IP
Manual IP Address: Manually entered internet protocol (IP) address
represented in dot-decimal notation, which consists of four decimal numbers,
each ranging from 0 to 255, separated by dots, e.g., 172.16.254.1. Each part
represents a group of 8 bits (octet) of the address.
Gateway Address: Gateway address is a router interface connected to the
local network that sends packets out of the local network. The gateway has a
physical and a logical address represented in dot-decimal notation, which
consists of four decimal numbers, each ranging from 0 to 255, separated by dots,
e.g., 172.16.254.1. Each part represents a group of 8 bits (octet) of the address.
Subnet Mask: A subnet mask is a screen of numbers used for routing traffic
within a subnet. Once a packet has arrived at a connection point with its unique
network number, it can be routed to its destination within the internal gateways
using the subnet number.
CAN2 easYgen/J1939 Plant Communication

Enable CAN2 easYgen Comms: Check box when “checked” enables
communications of J1939 CAN control parameters to/from the easYgen.
Enable CAN2 Data Values: Check box when “checked” enables transmitting of
engine parameters in excess of what is required by the easYgen.
Modbus Global Settings

Modbus Reset: Check box when “checked” clears the exception errors.
Modbus Initialization Mode: Check box when “checked” reinitializes the
Boolean/Analog write fields to their default values.
Modbus TCP Port Settings

Modbus Time Out TCP: Number of Seconds that defines the Modbus link dead
time allowed before a link error occurs.
Woodward 163
Modbus Slave Address: Network Address definition of the E6 acting as a slave
on the Modbus network.
Enable Boolean Writes to Control: Check box when “checked” allows Boolean
messages to be written to the E6 acting as a Slave.
Enable Analog Write to and from Control: Check box when “checked” allows
Analog messages to be written to the E6 acting as a Slave.
Modbus Serial Port Settings

Modbus Time Out Serial: Number of Seconds that defines the Modbus link
dead time allowed before a link error occurs.
Modbus Slave Address: Network Address definition of the E6 acting as a slave
on the Modbus network.
Enable Boolean Writes to Control: Check box when “checked” allows Boolean
messages to be written to the E6 acting as a Slave.
Enable Analog Write to and from Control: Check box when “checked” allows
Analog messages to be written to the E6 acting as a Slave.
Communication Protocol (Set to 1=ASCII, never 2=RTU): Defines the
communication protocol for the Modbus --ASCII or RTU (Remote Terminal Unit)
format. RTU has not been verified in the E6 and should not be used.
Modbus Baud Rate: Also known as BPS (bits per second), baud rate
determines the rate of bit transmission in a serial communication scheme. Actual
raw data throughput can be determined by the number of bits (not bytes) being
sent in a second.
Modbus Bits: defines the protocol for the number of data bits in the data packets
(7 or 8)
Modbus Stop Bits: Stop bits is an integer which defines the number of stop bits
for the communications protocol. Stop bits specify the time that elapses between
transmitted characters. ( 1, 2, 1.5)
Modbus Parity: Parity input defines protocol for the parity. If you selected 8 data
bits select '1' for none. Integer value equals parity: (1 = OFF (none), 2 = ODD, 3
= EVEN)
Modbus Mode: Mode input defines protocol for the receive mode. Data can be
received a character at a time, or a line at a time.
Integer value equals mode: 1 = Line, 2 = Character
Check to Enable Echo: Echo input defines whether Auto Echo should be on or
off. Auto Echo will cause the data to be echoed back to the sending computer.
Integer value equals echo: (1 = OFF, 2 = ON)
End of Line Character: Endline input defines the End of Line character.
Integer value equals end of line character: (1 = LF (Line Feed), 2 = CR (Carriage
Return), 3 = CRLF(Carriage Return & Line Feed))
Modbus Flow: Flow input defines protocol for data flow. Flow control indicates
what the control should do if the buffer becomes too full to receive more data
from the remote computer. Select hardware (CTS-RTS) if the remote computer
uses the hardware method. Select none if the remote computer uses no overflow
method. Select XON/XOFF (software) if you don't know which flow control
method is used.
Integer value equals flow: (1 = ON, 2 = XON/XOFF, 3 = CTS-RTS)
Check to Ignore incoming "carriage return": IGNCR input defines whether
incoming 'carriage return' characters should be ignored.
Integer value equals Yes or No: (1 = OFF, 2 = ON (yes, ignore))
164 Woodward
13.2 – CONFIG CAN2
CAN2 easYgen/J1939 Plant Communication
Figure 2-166. CAN2 easYgen/J1939 Plant Communication
Use easYgen with J1939: Select if using an easYgen. The hardwired inputs for
breaker positions and load reference, speed bias, and load will be ignored. This
is a good way to save onsite wiring.
Enable CAN2 easYgen Comms: Check box when “checked” enables
communications of J1939 CAN control parameters to/from the easYgen.
Enable CAN2 Data Values: Check box when “checked” enables transmitting of
engine parameters in excess of what is required by the easYgen.
13.3 – CONFIG AFR Settings
Engine Parameters/ Auto Scaling of Tables

These values are used to calculate the fuel torque at full load and speed. The
value calculated from these numbers is used as an index for tables in the control.
Once these values are set they should not be changed.
Figure 2-167. Engine Parameters
Engine Displacement: Displacement in liters of the engine.

Power at Full Load: Maximum rated power of the engine.
MAP at Full Load: Manifold air pressure at maximum rated power.
Engine Thermal Efficiency: How efficient the engine is at turning heat from the
fuel into usable power (typically kilowatts). Engine OEMs typically include this
information on the specification sheets. The exact value will be specific to each
installation and is the number that the commissioning personnel will have to find.
Woodward 165
Volumetric Efficiency Calculator

Engine specification sheet data or end of line factory performance from some
OEMs can be used to calculate the volumetric efficiency (Ve) for the Ve table on
page 1.2. If using a serial number specific performance test the Ve value
calculated is typically with 2% of final from calibration with an Oxygen sensor.
Use linear interpolation for points not on the sheet and do a final calibration with
an oxygen sensor.
Figure 2-168. Volumetric Efficiency Calculator
Engine Displacement: Displacement in liters of the engine.

Ve Calc: Air Flow: Air flow from the performance specification sheet (typically is
total flow including the air + fuel in the intake manifold).
Ve Calc: Manifold Air Temp: Temperature of the manifold air temperature
sensor during the test.
Ve Calc: RPM: Engine revolutions per minute during the test.
Ve Calc: Manifold Air Pressure: Engine manifold air pressure during the test.
MAT vs. Inlet Calc/Table

In normal operation, there are differences between the manifold mixture
temperature (the measured MAT) and the actual mixture temperature as it enters
the cylinders (the Inlet Temperature). This is caused by heat transfer to the
intake charge due to contact with engine parts that have a coolant temperature-
related surface temperature, such as the cylinder head intake ports. Since the
temperature will change from the measured MAT, a correction is needed to get
an accurate approximation of inlet temp.
166 Woodward
Figure 2-169. Inlet Temperature Settings
There is a selection between a calculation of inlet temp or a manually entered

transfer function table. By default the calculation is selected.
The inlet temperature is directly calculated from the MAT, ECT and the
temperature gain.
InletTempCalc  TempGain * ( ECT  MAT )  MAT
Temp. Gain = 0 INLET TEMP = MAT
Temp. Gain = 1 INLET TEMP = ECT
Table 2.1 MAT vs. Inlet Calc/Table
Because of increased airflow (Qmn) at higher loads the influence of engine

temperature on INLET TEMP is reduced. To get the most accurate estimation of
INLET TEMP, which is important for open loop operation and starting reliability
the “Temperature Gain” value should be adjusted over the load range before
calibration of the AFR Tables.
Inlet Temperature Compensation

Use Inlet Temp Formula: Check when “checked” inputs the “Inlet Temp
Calculated” into the speed density equation based on the “Inlet Temp Gain (%)”
Engine Coolant Temp (ECT): Measured engine coolant temperature.
Engine Manifold Air Temp (MAT): Measured engine manifold air temperature.
Inlet Temp Calculated: Calculated inlet temperature used in speed density
equation.
QMN (l/s) vs. Inlet Temp Gain (%): Transfer function from the mixture flow to
the temperature gain factor used to calculate inlet.
Woodward 167
Inlet Temp Gain Calculator

To facilitate calibration of the “Calculated Temp Gain” the user can manually
enter a sensor based Inlet temperature measurement on this page to have the
control calculate the Temp Gain for the current Qmn.
Figure 2-170. Inlet Temp Gain Calculator
Inlet Temp from external sensor: Measured value from an external sensor to
the inlet temperature. Typically a thermocouple is install as close to the intake
valves of a cylinder as is practical.
Calculated Inlet Temp Gain: Temperature gain calculated from the following
formula.
( InletMeasu red  MAT )

Calculated InletGain 
( ECT  MAT )
Emission Permit Calculator
Reference O2: Reference oxygen percentage from the permitting agency. TA

Luft typically 5%, 15% in California.
O2% in exhaust for Calculation: Oxygen as percentage in the exhaust of the
engine used for the calculation.
NOx for Calculation: NO+NO2 in the exhaust of engine used for the calculation.
Calculated NOX: Calculated NOx based on the molecular weight, O2% in the
exhaust, NOx for calculation, and Reference O2.
CO for Calculation: CO in the exhaust of engine used for the calculation.
Calculated CO: Calculated CO based on the molecular weight, O2% in the
exhaust, CO for calculation, and Reference O2.
THC for Calculation: THC in the exhaust of engine used for the calculation.
Calculated THC: Calculated THC based on the molecular weight, O2% in the
exhaust, THC for calculation, and Reference O2.
nMHC for Calculation: nMHC in the exhaust of engine used for the calculation.
Calculated nMHC: Calculated NMHC based on the molecular weight, O2% in
the exhaust, NMHC for calculation, and Reference O2.
Calculation Formulas
Formulas are for reference, always use local permit agency procedures and
calculations for compliance permitting.
MW_NOx: Molecular weight of Nitrous oxides (for mass calculations all

NOx=NO2)=2.052 mg/Nm³
MW_CO: Molecular weight of carbon monoxide=1.249 mg/Nm³
MW_THC: Molecular weight of total hydrocarbons=0.707 mg/Nm³
MW_nMHC: Molecular weight of non-methane hydrocarbons=0.707 mg/Nm³
168 Woodward
(0.209  O2 _ Re f )
NOx  MW _ NOx *
(0.209  O2 _ Perc)
(0.209  O2 _ Re f )
CO  MW _ CO *
(0.209  O2 _ Perc )
(0.209  O2 _ Re f )
THC  MW _ THC *
(0.209  O2 _ Perc)
(0.209  O2 _ Re f )
nMHC  MW _ nMHC *
(0.209  O2 _ Perc)
NOx Permit Calculated Values (Reference Only)

NOx sensor based mass at Reference O2 Percent: Calculated mass of NOx
based on a NOx sensor if used.
13.4 - CONFIG AFR Gas Comp

This sheet is a handy tool to input values found on a typical gas analysis for the
tables on page 20.5 CONFIG AFR Gas Comp.
Figure 2-171. Gas Composition & Properties
Woodward 169
Selection
E6 System
Figure 2-172. AFR Gas Comp Selection
If a CH4 signal is to be used, check the box beside “Enable CH4% Signal”.
Recommended for systems with greater than +/-10% swings in CH4 content.
When the CH4 signal is used, gas data for the two extreme gas qualities must be
entered in tables 2A and 2B. The timing set points are communicated to the EID
module over the internal CANbus.
The gas properties used by the control are in accordance with the following
matrix:
Discrete
CH4% Signal Input Gas Table Selected
Selection”
Disabled Off Table 1 (Fixed gas data)
Disabled On Table 2A
Enabled Off Table 1 (Fixed gas data)
Enabled On Interpolation between Table 2A and 2B
Table 2.5. Gas Table Logic
The values used by the control are shown on the right side of the screen under
“System uses following parameters”.
170 Woodward
Calculated Gas Properties from page 15.1
Figure 2-173. Calculated Gas Properties
The calculated gas parameters are based on the entries on 20.4 CONFIG AFR
Gas Composition.
Gas Parameters Fixed Gas – Table 1
Figure 2-174. Gas Parameters Fixed Gas – Table 1
Density: Density of the gas at normal temperature and pressure.

Lower heat value: of the gas under the table should not move. The default
values are for natural gas.
Stoichiometric Air Fuel Ratio: This is the stoichiometric ratio based on volume.
If it were massed based, it would be closer to 17.2.
Global Timing Fixed: This value is used as an index on the Total Efficiency
table and sent as base timing to the EID (if used) and should come from the
OEM of the engine.
Woodward 171
Gas Parameters Low Quality Fuel – Table 2A-B
When using the CH4 analog input the tables will be use values between the
values of the high and low limit depending on the value of the input. For example
if the analog input is halfway between the high and low limit for this table that
would be a methane percentage of 99.5% the ignition timing will be 9.5 degrees
(half way between table 2A and 2B).
Figure 2-175. Gas Parameters Biogas Fuel- Table 2A-B
Gas parameters Biogas fuel - Table 2A

CH4 Percentage: Percentage of methane in the biogas fuel supply.
Stoichiometric Air Fuel Ratio: This is the stoich ratio based on volume. If it
were massed based, it would be closer to 17.2.
OEM of the engine.
Gas parameters Biogas fuel - Table 2B

CH4 Percentage: Percentage of methane in the biogas fuel supply.
Stoichiometric Air Fuel Ratio: This is the stoich ratio based on volume. If it
were massed based, it would be closer to 17.2.
OEM of the engine.
13.6 – CONFIG KW Limit
KW Limit Inputs
Figure 2-176. KW Limit Inputs
172 Woodward
KW Limit Setpoint: Maximum limit for the engine above which the throttle will
ramp closed. Grid connected only.
KW Limit PID Settings
Figure 2-177. KW Limit PID Settings
Proportional Gain: Proportional Gain is the control output that is proportional to

the error in measurement or setpoint. It adjusts the overshoot and undershoot
amount.
Integral Gain: Integral gain is the control output that is proportional to the
amount of time the speed error is present. It prevents slow hunting at steady
state and controls the time rate at which the speed error returns to zero after a
speed or load disturbance.
SDR: Speed derivative ratio incorporates the derivative action based on the
ultimate period of oscillation, the controls output is proportional to the rate of
change, with respect to time, of the error. Response reduces as it increases. For
fast response start with 4,5 for slower systems start with 5, 6.
KW Limit Prop Only: Check box when “checked” controls the KW limit with the
proportional gain only.
Woodward 173
13.7 – CONFIG Start Sequencing
Sequencing Configuration
Figure 2-178. Sequencing Configuration
Crank Disconnect: Engine speed at which the starter “True” command will go
false disconnecting it from the crank.
Crank to Stopped: Engine speed below which the engine is considered
“stopped”.
Run Speed: Engine speed above which the engine is considered in the “Run”
mode.
Engine Run Delay: Amount of time the engine must be above the “Run Speed”
speed to be considered.
Run to Stopped Speed: If the unit reaches the “Run” condition and drops below
this value the engine will be considered in the “Stopped” mode.
Stopped Delay:
Stop Speed:
In Control Timer: Amount of time that the engine has to reach 95% of the speed
setpoint from the time it reaches the “Run Speed”
Ignition Confirm Timer:
Lube Oil Confirm Timer: Amount of time the lube oil has to be above the Oil
pressure setpoint curve for shutdown pressure value before a starter sequence is
aborted. Prevents starting of the engine without lubrication pressure.
174 Woodward
Hot Prelube Time: Amount of time that the Prelube pump will run if the unit has
exceeded the “Has Run Time” duration and the engine has been “Stopped” for
less than the “Disable Hot Prelube Time”
Minimum Time for Post Cool: Minimum amount of “Running” time for a post run
cooling sequence to initiate. If the engine is “Running” for less than this amount
of time no post cool (lube oil pump and aux services true) will occur.
Has Run Time: After the engine has run for longer than the “minimum time for
post cool” the “Has Run Time” will keep the request a post cool.
Disable Hot Prelube: If the engine was running longer than the “Has Run Time”
and has been in the “Stopped” sequence state for less than the disable hot
prelube time the prelube time will be set to the “Hot Prelube Time”.
Crank Timer: Amount of time that the starter command will be “true” for during
an attempt.
Cooldown Timer: Amount of time the engine will remain running after the “Run”
command is removed.
Post Cool Timer: Amount of time that the Aux services outputs will be true if the
engine has been in the “Running” state for more than the “Has Run Time”.
Post Lube Timer: Amount of time that the Lube oil pump output will be true if the
engine has been in the “Running” state.
Pre Lube Time: Amount of time that the “Pre-Lube” discrete output will be true
after a “Run” command before the “Starter” command will become true.
Purge Time: Purge time is the time interval after engine cranking is detected
before the ignition Contact A output is enabled and the main gas shutoff valve is
opened. This allows the engine to be purged with air to provide for a safe startup
condition.
Run Timer: Amount of time from “Starter” engages till the unit has to be at the
“Run Speed” before the starter disengages constituting 1 “Start Attempt”
Start Attempts: Number of attempts to get the unit to “Run Speed” before the
start sequencer generates and alarm that discontinues more attempts. (3-5 is
typical)
Starter Off Time: Amount of time between start attempts to allow the starter to
cool off.
Stop Timer: Amount of time that the engine has to transition from “Stopping” to
“Stopped”.
Faults
Shutdowns
The delay for most shutdowns can be set by the user to prevent nuisance
shutdowns. The alarms with a checkbox under the heading “Shutdown” can be
configured by the user to cause a shutdown when the alarm is triggered, by
placing a checkmark in the box. Leaving the box unchecked will result in an
alarm only. During system commissioning and for troubleshooting in service,
alarms that have a checkbox under the column heading “Override” can be
disabled, by placing a checkmark in the box.
Alarms
The delay for each alarm can be set by the user to prevent false alarms that
might be caused by “glitches”. The alarms with a checkbox under the heading
“Shutdown” can be configured by the user to cause a shutdown when the alarm
is triggered, by placing a checkmark in the box. Leaving the box unchecked will
result in an alarm only. During system commissioning and for troubleshooting in
service, alarms that have a checkbox under the column heading “Override” can
be disabled, by placing a checkmark in the box.
Woodward 175
13.8 – CONFIG Datalogs

The Periodic Datalog samples 23 analog values (dashboard parameters with
sequence step, fault number and run-hours) with a tunable sampling rate with >=
0.160 second interval with < 30 sec update for a 24 hour daily log or < 3 minute
update for a 7 day weekly log.
The Periodic datalog can be configured to sample only when the engine is
running.
The Forensic Datalog samples 13 analog values (select dashboard parameters

with fault number and run-hours) with a tunable sampling rate with >= 0.005
second interval with a log buffer length of >30 seconds for a log set to sample at
0.005 seconds (15 seconds pre-trigger configurable)
The forensic datalog can be configured to sample only when the engine is
running
Periodic Datalog
The Periodic log triggers to send on specific events when any of these options
are enabled:
Send when buffer is full
Tunable Time of Day weekly intervals with tunable Day of week
Tunable Time of Day daily intervals when Day of Week is set to ‘Daily’
E-mail to: tunable string allows entry of the destination email address
E-mail from: tunable string determines the return address sent
Control can be set to disable email. All logs are still kept, but are overwritten and
only available through ASCII file extraction (using WWD Control Assistant)
E-mail Subject: Once triggered and sent, the log automatically resets for the
next email interval Tunable enumeration and string sets the email subject line to
the following options:
Logical Subject – this sets the subject based on Weekly or Daily and reflect one
of the four statuses: Shutdown, Protection, Emissions, (control) system problem
or no fault
Control Serial Number – Sends the Controller Serial Number
Custom Subject – Sends a custom tunable string up to 38 characters
Forensic Datalog
The forensic log triggers to send on specific events when any of these options
are enabled:
 Shutdown
176 Woodward
 Alarm
 Emissions fault
 Protection fault
 Send when buffer is full
 Time of Day
Once triggered and sent, the log automatically resets for the next email interval
Tunable enumeration and string sets the email subject line to the following
options:
Logical Subject – this sets the subject based on Shutdown, Protection,
Emissions, or (control) system problem or if configured for daily email Fault or No
Fault Condition
Control Serial Number – Sends the controller serial number
Custom Subject– Sends a custom tunable string up to 38 characters
Woodward 177
Chapter 3.
Hardware Installation
This chapter includes instructions for E6 Control system hardware installation.
Required Devices
Smart Devices
 E6 Full Authority Engine Control Module
 TecJet Valve (TecJet)
 Throttle
Sensors
 Manifold Air Pressure (MAP) Sensor
 Manifold Air Temperature (MAT) Sensor
 kW Sensor
 Speed Sensor
End Devices
 Power/Fuses
 Alarm Lamp/Relay
 Shutdown Lamp/Relay
 Fuel SOV Relay
 Ignition Coils/Plugs
 Knock Sensors
 Fuel SOV Relay
Comms
 Serial – Service Tool
Optional Devices
Smart Devices
 easYgen 3XXX
Sensors
 Cylinder Exhaust Gas Temperature Thermocouples
 Turbocharger Exhaust Gas Temperature Thermocouples
 Oxidation Catalyst Gas Temperature Thermocouples
 UEGO Lambda Input 0-5 V
 Pre-Throttle Pressure (PTP)
 Engine Coolant Temperature (ECT)
 Lube Oil Pressure (LOP)
 Lube Oil Temperature (LOT)
 Engine Coolant Level (ECL)
 Engine Oil Level (EOL)
178 Woodward
Inputs
 Speed Bias 0-5V  Circuit Breaker Aux
 Remote Reference  Utility Breaker Aux
 AFR Bias Pot  Raise Switch
 Fuel Blending Ratio  Lower Switch
 CH4 Input  External SD
 Ambient Air Pressure  Throttle 1 OK
 Throttle 1 TPS  Throttle 2 OK
 Throttle 2 TPS  Bypass OK
 Bypass TPS  UEGO Air Calibrate
 Run/Stop Switch  Power Priority Switch
 Droop Switch  Gas Select Switch
 Idle/Rated Switch  Fuel Blending Switch
 Reset Faults Button  Bio Gas Available
Outputs
 Battery Conservation Relay
Comms
 RS232 Serial – Modbus
 Ethernet – TCP/IP
 XCP- Service Tool CAN3
Optional Functionality:
 Auxiliary detonation sensing module
 Electronic Ignition Driver (EID)
 Dual TecJet™
 Fuel Blending
Control Module
This chapter provides the general information for selecting a mounting location and
installation of the LECM control. Information on hardware dimensions for mounting
and environmental application requirements is given in this section.
Unpacking the Shipping Carton

Before unpacking the control, refer to the inside front cover and pages 7 through
9 of this manual for WARNINGS and CAUTIONS, including the Electrostatic
Discharge Awareness procedures, before handling the LECM Control.
Be careful when unpacking the control. Check for signs of damage such as bent
or dented panels, scratches, bent connector pins and loose or broken parts. If
any damage is found, immediately notify the shipper.
The LECM was shipped from the factory in an anti-static, foam-lined, carton. This
carton should always be used for transport and handling of the LECM when it is
not installed. Try to keep this carton if any transport is needed in the future.
Check for and remove all manuals, connectors, mounting screws, and other
items before discarding the shipping box.
Woodward 179
General Installation Notes and Warnings
Due to typical noise levels in turbine (or engine) and

environments, hearing protection should be worn
when working on or around the LECM.
Hearing Protection
The surface of this product can become hot enough

or cold enough to be a hazard. Use protective gear
for product handling in these circumstances.
Hot Surfaces Temperature ratings are included in the specification
section of this manual.
External fire protection is not provided in the scope of

this product. It is the responsibility of the user to satisfy
any applicable requirements for their system.
External Fire
Protection
Due to the hazardous location listings associated

with this product, proper wire type and wiring
practices are critical to operation.
Proper Wiring
Do not remove covers or connect/disconnect

electrical connectors unless power has been
switched off or the area is known to be non-
Explosion Hazard hazardous.
Substitution of components may impair suitability
for Class I, Division 2 or Zone 2 applications.
Independent Fuel Shutoff Required—The engine,

turbine, or other type of prime mover should be
equipped with an independent fuel shut-off device to
Fuel Shutoff protect against fuel leakage or damage to the prime
mover with possible personal injury, loss of life, or
property damage. The fuel shut off device must be
totally independent of the prime mover control
system.
180 Woodward
HIGH VOLTAGE—Before doing any maintenance,

always disconnect power and any hazardous
voltages that may be connected, and follow all
Electric Shock appropriate lockout/lockdown procedures.
ELECTRIC SHOCK—To reduce the risk of electric

shock, Protective Earth (PE) must be connected to
the termination point on the top of the unit next to
the label with the symbol.
The conductor providing the connection must have

a properly sized ring lug and wire gauge larger than
or equal to 4 mm² (12 AWG). The ring lug should be
placed between the nut and star washer.
The calibration and checkout procedure should only

be performed by authorized personnel. To be
authorized personnel, personnel must be
knowledgeable of the risks posed by live electrical
equipment.
GROUNDING—Do not connect any cable grounds to

“instrument ground”, “control ground”, or any non-
earth ground system. Make all required electrical
connections based on the wiring diagrams
When selecting a location for mounting the LECM control, consider the following:
 Protect the unit from direct exposure to radiant heat sources like exhaust
manifolds. Mount low on the engine. See the Temperature Specifications
section later in this chapter.
 The operating temperature range of the LECM for the given application. See
the Temperature Specifications section later in this chapter.
 Do not install near high-voltage or high-current devices.
 Allow adequate space around the unit for servicing and airflow. See the
Installation with EID Module section later in this chapter.
 Ground the chassis for proper safety and EMI shielding. See Chapter 18.
System Power and Ground for details.
 When installing on the engine, provide vibration isolation using the isolators
specified in this manual. See the Vibration Isolator Installation Requirements
section in this chapter for details.
 Mount the unit to a solid metal mounting plate grounded to the engine
structure so the rear facing side does not have access. Refer to the
appropriate Installation with EID Module section in this chapter for details.
Woodward 181
PROTECT FROM IMPACT—The installer of the LECM

must take responsibility for meeting Sub-Clause 26.4.2 of
EN60079-0:2012 regarding impact testing. The connectors
on the LECM by themselves do not meet this requirement
and therefore must be sufficiently protected when
installed. According to EN60079-0, the protection must be
such that a 1 kg mass fitted with an impact head in the
form of a hemisphere of 25 mm diameter, can be dropped
vertically from a height of 0.7 meter, and not cause
significant damage to the connectors.
MATING CONNECTOR—The IP rating depends on the

proper use of the mating connector. Use this manual to
determine the power and maximum ambient temperature
for the specific application.
PROPER WIRING—Wiring must be in accordance with

North American Class I, Division 2, or European or other
international Zone 2, Category 3 wiring methods as
applicable, and in accordance with the authority having
jurisdiction.
PROPER WIRING—Field wiring must be suitable for at

least Tamb+10 °C.
The LECM is an integrated control package. All control hardware is contained in

one compact enclosure. All field wiring connects to the LECM through sealed
connectors located on the top face of the control. Installation placement of the
LECM must allow sufficient room for wiring access and harness strain relief.
Installation with EID Module

The LECM should be mounted vertically with the connectors facing away from
the engine to prevent moisture entry. Horizontal orientations are not
recommended so as to avoid water accumulation in the connectors. If the LECM
is mounted within another watertight enclosure, then a horizontal mounting
orientation is acceptable.
A minimum clearance of 15 cm (6 inches) in all directions except to the mounting

plate should be left free around the LECM to allow a free airflow and heat
dissipation.
Vibration Isolator Installation Requirements
Vibration isolators must be used when mounting the LECM. For example, when
mounting to a plate directly on a side or end of the engine, the vibration isolators
are used between the LECM and the mounting plate. A kit is available from
Woodward with all the necessary parts as indicated below. The kit is 8923-2031
for all except marine applications. In marine applications requiring a Type
Certificate kit 8923-2216 must be used instead.
Vibration isolator components include:

 (8) M6 snubbing washers (33 mm OD, 6.76 mm ID, 2.29 mm thick, flat)
 (4) M6 washer (12 mm OD, 1.6 mm thick, flat)
 (4) M6 locking nuts (nylon insert)
 (4) sleeves (see Table 3-1)
182 Woodward
 (4) M6x1 x 45 mm bolts
 (4) isolation mount pairs (see Table 3-1 or Table 3-1b)
See Appendix C: Figure C-1. EID/MAIN Vibration Isolator Installation for

assembly instructions and details of the kit contents. See Table 3-1b for supplier
details of the vibration isolator parts which can only be purchased from either
Woodward or Tech Products.
Item Woodward PN Supplier PN Supplier

Damper (Bottom) 1176-1013 51851-S Tech Products
Damper (Top) 1176-1012 51836-S Tech Products
Sleeve Spacer 1404-1035 722 Tech Products
Table 3-1. Standard Vibration Kit Part Numbers
8923-2216 Marine kit contents are in Table 3-1a. Appendix C. Figure C-1 is still
appropriate for the installation exploded view. Only the dampers change to a
different material.

Damper (Bottom) 1176-1021 51851-HDS Tech Products
Damper (Top) 1176-1020 51836-HDS Tech Products
Sleeve Spacer 1404-1035 722 Tech Products
Table 3-1a. Marine Vibration Kit Part Numbers
Tech Products Corp.

2215 Lyons Rd
Dayton, OH 45342-4465
The mounting bracket referenced in the assembly drawing is defined by the

customer/OEM to fit on the engine. Recommended bracket thickness for use with
45 mm long bolt is 3.00 – 6.00 mm (0.118 – 0.236 inch).
To install the LECM using the vibration isolators, first install the isolators onto the
LECM. This is most easily done by installing the two silicone dampers and then
pressing the spacer into the hole. Then install the LECM with isolators onto the
mounting plate with a washer on either side.
When installing the vibration isolators, use 6.5 – 7.6 Nm (57 – 67 in-lb.) torque to
install the nut onto the bolt.
Vibration isolators should be inspected during engine overhaul periods. If any

visual damage, drying (cracking), or wear is observed, replace with a new set of
4 isolators.
The isolators are a RoHS compliant silicone composition suitable for all land
applications. Marine applications will require a different high damping version.
Attach a ground strap as described Chapter 18.

System Power and Ground.
Installation with Main Module (no EID)

The LECM should be mounted vertically with the connectors facing away from
the engine to prevent moisture entry. Horizontal orientations are not
recommended so as to avoid water accumulation in the connectors. If the LECM
is mounted within another watertight enclosure, then a horizontal mounting
orientation is acceptable.
Woodward 183

dissipation.
See Vibration Isolator Installation Requirements in the previous section. All

details and isolators are identical.
Installation with AUX Module (no Main)

The LECM should be mounted vertically with the connector facing away from the
engine to prevent moisture entry. Horizontal orientations are not recommended
so as to avoid water accumulation in the connectors. If the LECM is mounted
within another watertight enclosure, then a horizontal mounting orientation is
acceptable.

dissipation.
Vibration isolators must be used when mounting the LECM. For example, when
mounting to a plate directly on a side or end of the engine, the vibration isolators
are used between the LECM and the mounting plate. A kit is available from
Woodward with all the necessary parts as indicated below. The kit is 8923-2049.
The same kit is used for all applications of Stand-Alone AUX.
Vibration isolator components include:

 (8) M4 snubbing washers (1.27 mm thick, 19 mm OD, 4.36 mm ID, Flat)
 (4) M4 washer (0.8 mm thick, 9 mm OD, Flat)
 (4) M4 locking nuts (elastic stop)
 (4) sleeves (6.35 mm OD, 4.216 mm ID, 15.875 mm Length)
 (4) M4x0.7 x 35 mm bolts
 (4) isolation mount pairs (see Table 3-1a)
See Appendix C: Figure C-1. EID/MAIN Vibration Isolator Installation for

assembly instructions (only). See Table 3-1a for supplier details of the vibration
isolator parts which can only be purchased from either Woodward or Tech
Products.

Damper (Bottom) 1176-1017 51822-S Tech Products
Damper (Top) 1176-1016 51807-S Tech Products
Table 3-1b. Vibration Kit Part Numbers
Tech Products Corp.

2215 Lyons Rd
Dayton, OH 45342-4465
The mounting bracket referenced in the assembly drawing is defined by the

customer/OEM to fit on the engine. Recommended bracket thickness for use with
35 mm long bolt is 3.00 – 6.00 mm (0.118 – 0.236 inch).
184 Woodward
To install the LECM using the vibration isolators, first install the isolators onto the
LECM. This is most easily done by installing the two silicone dampers and then
pressing the spacer into the hole. Then install the LECM with isolators onto the
mounting plate with a washer on either side.
When installing the vibration isolators, use 6.5 – 7.6 Nm (57 – 67 in-lb.) torque to
install the nut onto the bolt.
Vibration isolators should be inspected during engine overhaul periods. If any

visual damage, drying (cracking), or wear is observed, replace with a new set of
4 isolators.
The isolators are a RoHS compliant silicone composition suitable for all land
applications. Marine applications will require a different high damping version.
Attach a ground strap as described in Chapter 18.

System Power and Ground.
General Installation Information
Wiring Harness Requirements
Wiring harnesses should have strain relief no further than 30 cm (12 inches) from
the control. The LECM must be located so that no wire or cable (except those
noted later) in the LECM harness exceeds 30 meters in total length.
Torque each mating connector center bolt to 5 – 7 N·m (44 – 62 in-lb.).
The wire used must be rated for the engine environment (temperature, chemical
compatibility, ultraviolet light resilience, flammability rating). The insulation
diameter must be compatible with the LECM connectors in order to provide the
proper watertight seal. See Appendix A.
Connector Information for details.
Wire and cable shield types as called out in each individual I/O section must also
be used to ensure system performance and regulatory compliance with
applicable standards and requirements.
Enclosure Protection
The LECM is shipped from Woodward with a RoHS compliant clear trivalent
finish to protect it from corrosion. Further painting of the control is anticipated. If
the control is to be painted (such as during engine painting), take care to
minimize paint thickness and to mask all labels so they are readable after
painting. Thick layers of paint will inhibit the thermal transfer and can cause
overheating of the control.
To prevent potential damage to the LECM, do not

use any electrostatic painting process.
The LECM was designed for on-engine installation. It is suitably protected

against water and dust entry, thermal cycles, and exposure to oils, coolant, and
fuels. The mating wiring harnesses must be installed to complete the moisture
seal. Pressure washing of the engine will not harm the LECM but take care to
Woodward 185
avoid long-term exposure to high pressure water at the connector interfaces and
casting or cover joints. To maintain a watertight seal during pressure washing,
use of the optional backshells for the Deutsch connectors is required. The M12
sealing cap or appropriate harness must also be installed on the J3 Ethernet
connector before pressure washing.
Mounting Hole Layout

Appendix C has outline drawings for all physical configurations of the LECM
complete with dimensions and centerlines.
Also included in Appendix C are the mounting hole patterns and dimensions for
use when designing a mounting plate.
A .STP file of the enclosure is available from Woodward if needed. A .STP file of
the mating connectors is also available.
Installation for ATEX environments

The preferred and tested mounting orientation is vertical such that a long edge is
at the top. The use of backshells oriented so that the wires exit downward is
required. Backshells are required in order to pass ATEX testing.
Vibration Measurements
In order to apply the LECM on-engine, it is necessary to have a stiff mounting
bracket that will not amplify the engine vibration. Once a bracket has been
designed, it must be validated. To aid with that process, these instructions will
guide both the test criteria as well as the measurement criteria.
Vibration levels should be measured on the mounting bracket surfaces of the
LECM while in-service. Take the measurements in close proximity to the
mounting hardware at the corners of the LECM. The LECM should be installed at
the mounting place surface during vibration data collection. The data should be
collected from 10 – 2000 Hz at 20 Hz bandwidth in power spectral density units
(Grms2/Hz) for direct comparison to the vibration plot in Figure 3-1. The data
should be collected at multiple mounting locations in three orthogonal axes under
multiple typical engine loading conditions. Ideally the data will be collected
utilizing a Hanning windowing with a low pass filter at 3 Hz and high pass filter at
5 kHz.
Figure 3-1 shows the test random vibration level (3 hr. per axis, 12.8 Grms) along
with projected curves for minimum expected life at 10,000, 30,000, and 50,000
hours. The collected vibration data should be compared with these projected
curves in order to assess the life of the unit at the vibration levels present in
application. For example, if the in-service vibration levels fall below the 30,000
hour curve, the estimated life of the LECM in this application is 30,000 hours.
Special care should be taken when evaluating the vibration data that exceeds the
projected life curves, especially in the axis normal to the mounting surface of the
LECM in the range from 70-110 Hz (natural frequency of vibration isolators) and
in the range from 275 to 375 Hz (natural frequency of PCBAs). If there are
questions regarding application vibration assessment, please contact Woodward
product support.
Optimally, the first resonance of the bracket should be above 700 Hz.
186 Woodward
Figure 3-1. Vibration Profile
The minimum projected life curves are calculated using the equation below. For
this equation:
Tt = Total test time for three orthogonal axes (e.g. three hours per axis =
nine hour total test time)[hours]
Te = Projected minimum life on engine [hours]
Gt = Random profile Grms from 10 – 2000 Hz for vibration test profile [Grms]
Ge = Random profile Grms from 10 – 2000 Hz for in-application vibration [Grms]
b = Material constant (slope of a log/log fatigue or S/N curve)
For assemblies including electronics, b=6 is typical for vibration life calculations.
Frequency PSD (G2/Hz)

(Hz) 9 h Test 10,000 h 30,000 h 50,000 h
10 0.01000 0.00097 0.00067 0.00056
100 0.10000 0.00965 0.00669 0.00565
1000 0.10000 0.00965 0.00669 0.00565
2000 0.05000 0.00483 0.00335 0.00282
Table 3-2. Vibration Profile Breakpoints
Woodward 187
Temperature Specifications
The temperature rating of the LECM with EID is generally listed as –40 to +85 °C.
However, the actual temperature rating depends on many factors which influence
the amount of heat dissipated inside the enclosure. These factors include engine
rpm (injection frequency), injection duration, use of pre or post injection, the
number of injection outputs used, and the level of current used for each injection
event.
Consider the below cases to determine the proper ambient temperature

application for the LECM. If your application does not fit one of the cases below,
contact Woodward for assistance.
Case 1—Rated for use in ambient temperatures up to 85 °C

A 20-cylinder engine using 20 injection outputs spaced no less than 12
degrees apart with no pre or post injection. The engine is a 4-cycle gas with
rated speed of 1800 rpm and maximum injection duration of 100 degrees
crank angle at rated speed. The injectors are Woodward SOGAV 43 or
smaller.

degrees apart and up to 3 pre/post-injection events with no less than 4
degrees from the end of one event to the start of the next. The engine is a
4-cycle diesel with rated speed of 1800 rpm and maximum injection
duration of 50 degrees crank angle at rated speed plus another 10 degrees
for the optional pre/post-injection events. The injectors are Woodward
common rail with 13 A pull-in and 5.5 A hold.

rated speed of 1200 rpm and maximum injection duration of 100 degrees
crank angle at rated speed. The injectors are Woodward SOGAV 105 or
SOGAV 200.

rated speed of 750 rpm and maximum injection duration of 100 degrees crank
angle at rated speed. The injectors are Woodward SOGAV 250.
There are also temperature sensors located within each module near the
microprocessor. It is recommended to use these sensor measurements to warn
and possibly take action on temperatures which exceed the recommendation.
See “Temperature Sensor” in the digital core section of each module chapter.
Electrical Connections
The LECM is not shipped with mating connectors because many applications
may have a standard wiring harness or it is desirable to have the mating
connectors in advance to use when wiring. However, for service and
convenience, Woodward also carries LECM connector kits containing mating
connectors, sockets, and seal plugs. See Appendix A for mating connector usage
instructions.
The sealed connectors on the LECM are not designed for removal by hand. After
input power is disconnected, the connectors can be removed using a 4 mm or
5/32" Allen head driver. Individual wires can be removed after releasing the grey
188 Woodward
retaining cap by using a small screwdriver. See Appendix A for instructions.
When reinstalling the connectors, use 5 – 7 Nm (44 – 62 in-lb.) of torque on the
jackscrew. Too little torque will allow the connector to leak and too much torque
may damage the connector.
A hand crimp tool is necessary for use with the hand crimp sockets included in
the connector kit. The tool can be purchased from Woodward or directly from
Deutsch. See Appendix A.
Connector Information for part numbers.
Noise interactions can affect the accuracy of the control. To facilitate noise
confinement, it is recommend that:
 All low-current wires should be separated from all high-current wires
when routing from the LECM to the engine components.
 Injector and ignition cables should be routed away from all other types
of cables.
 Communications, analog, and speed signals should be routed
separately from the injector and ignition wiring.
 Discrete wiring (such as relay outputs or Boolean inputs) may be
routed separately or with the analog wiring.
 Source & Return for Discrete Input contacts should be routed together
with the signal wires. Power should be sourced from the LECM power
input if possible.
 LSO & HSO drivers that are actuated on a regular basis, less than
every 100 ms, must provide source or return wires from the LECM
power input as at least twisted pair.
Table 3-3 shows the wiring types for each signal type:
Signal Type Wiring Type Comment

Use 0.75 mm2 – 1.0 mm2 (18 AWG).
Differential analog input Shielded, twisted pair >30 twists / meter & better than 80%
shield coverage, 95% preferred
Route transducer
Sensor analog input power & XDRG with Use 0.75 mm2 – 1.0 mm2 (18 AWG)
bundle
Use 0.75 mm2 – 1.0 mm2 (18 AWG).
PWM input Shielded, twisted pair >30 twists / meter & better than 80%
Twisted pair with
Use 0.75 mm2 – 1.0 mm2 (18 AWG).
PWM output signal and source or
>30 twists / meter
return
Route wetting voltage
Discrete input Use 0.75 mm2 – 1.0 mm2 (18 AWG)
& return with bundle
Route source or
Discrete output Use 0.75 mm2 – 1.0 mm2 (18 AWG)
return with bundle
Use 0.75 mm2 – 1.0 mm2 (18 AWG).
MPU or Proximity input Shielded, twisted pair >30 twists / meter & better than 80%
Use 0.75 mm2 – 1.0 mm2 (18 AWG).
Injector output Twisted pair
>30 twists / meter
Must use serial cable (low
RS-232 or RS-485 Shielded, twisted pair
capacitance)
Must use CAN cable (See CAN
CAN Shielded, twisted pair
section for details)
Ethernet Shielded, CAT5 Use 2 twisted pairs Ethernet cabling
Use 2.0 mm2 – 3.0 mm2 (14 – 12
Power input Bundled together
AWG)
Woodward 189
Table 3-3. Wiring Types
Splicing
Individual returns are not provided for each signal. Some signals share a
common return pin. In these cases, harness splicing will be necessary.
Regardless of how the splicing is accomplished, signal routing is still very

important. A signal should always be routed together with its return or source.
Signals using twisted pair must have wires in close proximity and separations
through the splice should be minimized to the greatest extent possible.
Twisted wires should not be untwisted for more than 76 mm (3”). Similarly for
shielded cabling, no more wiring than 76 mm (3”) should be exposed without
shield coverage or wires untwisted.
Wiring for discrete signals must be done so that the signal wire and the return are
always in the same cable bundle. They should never take different paths
between the LECM and the sensor. This requirement is for signal integrity and
EMI/EMC purposes.
Harness splicing should always be done using hot solder-crimp splices. The
solder is necessary for good signal conductivity at all frequencies. The crimp is
necessary for strength and protection in the on-engine environment. Cold crimp
joints alone are not sufficient signal joints and are unreliable in a high vibration
environment.
Splicing of shielded, twisted pair wiring is not recommended. These signals

should have a single origin and destination. Breaking the signal path or shield is
not desirable as it provides an opportunity for EMI or EMC interference and
reduced signal integrity. If necessary, wiring breaks/joints may be done in
junction boxes where only the cabling of that type is present.
TecJet Valve
Fuel Plumbing
In order to ensure that customer-installed fuel piping does not pose an
appreciable restriction to the E6 System fuel control, Woodward recommends
that the internal pipe diameter from the final-stage regulator to the TecJet™
control be maintained at least as large as the nominal internal diameter of the
TecJet. The same recommendation applies to customer plumbing from the
TecJet to the air/fuel mixing device (mixer or venturi). The table below provides
the nominal internal diameters of the standard TecJet controls.
Part Number Detail Nominal ID

8407-527 Valve - TecJet 52, EGS-02 Version 52 mm
8407-533 TecJet 85 EG-02 Version 85mm
8407-523 Valve - TecJet 110, EGS-02 Version 105 mm
Table 3-4.TecJet Part Numbers

Fuel Filtration
A fuel filter with filtration media of 50 μm or smaller is required upstream of the
TecJet. The customer must ensure that the filter does not pose an appreciable
restriction to fuel flow.
190 Woodward
EXPLOSION HAZARD—Do not remove covers or

connect/disconnect electrical connectors unless power
has been switched off or the area is known to be non-
hazardous.
Substitution of components may impair suitability for

Class I, Division 2 or Zone 2.
EXPLOSION HAZARD—Leak check all gaseous fuel

connections. Leaking gaseous fuel can cause explosion
hazards, property damage, or loss of life.
Refer to product manuals 26185 and 26219 for the

TecJet 110 and TecJet 50+/Precision flow for detailed
regulatory compliance information and installation
warnings associated with these products.
External fire protection is not provided in the scope of

this product. It is the responsibility of the user to satisfy
any applicable requirements for their system.
Due to the hazardous location listings associated with

this product, proper wire type and wiring practices are
critical to operation.
The TecJet valve is pressure tested at Woodward.

Allowable leakage is less than 2 sccm or 0.00015 kg/h.
The TecJet 110 valve is NOT equipped with an overboard
drain in the event of gas leakage through its various
seals. The valve should therefore be used in a well
ventilated area. A methane detector should be used if the
valve will be used in an enclosed installation.
The TecJet valves weigh 24 to 31 kg (52 to 68 lb). In

order to prevent injury, some form of lifting assistance (a
lifting strap is recommended) should be used when
handling the TecJet.
Due to typical noise levels in engine environments,

hearing protection should be worn when working on or
around the TecJet.
The surface of this product can become hot enough or

cold enough to be a hazard. Use protective gear for
product handling in these circumstances. Temperature
ratings are included in the specification section of this
manual.
Woodward 191
Do not connect any cable grounds to

“instrument ground”, “control ground”, or any
non-earth ground system. Make all required
electrical connections based on the wiring
diagram (Chapter 6).
Complete installation instructions for the TecJet fuel control valve are available in
the individual TecJet manuals:
Manual 26185, TecJet 110

Manual 26219, TecJet 50+/Precision flow
The mating connector for the TecJet valve is Mil Spec MS3106E24-28S, which is
available from Woodward as kit, part number 6995-1021. It can also be
purchased from the following manufacturers directly:
Amphenol
Connector part number ACC 06E 24-28S (025)
Contact part number 10-597109-171 (CRIMP)
Sealing Plug 10-405996-16
Cannon
Connector part number CA 06R 24-28S A206
Figure 3-9 shows the terminal identification and wiring for the TecJet connector.
V CAN Ground J1-B24

R CAN Hi J1-B9
D C B A S CAN Lo J1-B10
X CAN Shield J1-B24
J H G F E U
P
Jumper in if this is the only or the last
Q P N M L K T Tecjet on the CAN network
121
Q
V U T S R G CAN ID2: Jumper in for Tecjet’s 3 & 4
J RS232 Common
Z Y X W CAN ID1: Jumper in for Tecjet’s 2 & 4 Computer

H
Service
M RS232 Tx
Tool
N RS232 Rx
W 16 AWG +
View looking into Tecjet connector Z 16 AWG -
Figure 3-2. TecJet Connector Diagram
Shielded Wiring
See the section above in this chapter titled CAN Communications Ports for
recommended shielding practices.
X = CAN Shield
The CAN Shield can be used to terminate the shield of the CAN wiring. Internally,
this pin is connected to the TecJet case through a capacitor.
Engine Ground
192 Woodward
In order to ensure CE compliance, the ground connection on the TecJet needs to
meet the following requirements:
(1) The connection must be less than 183 cm (6 ft.) in length.
(2) The wire that is used must be at least 3.3 mm² (12 AWG) in size.
Supply Voltage
W = Power-In (+)
Z = Power-In (–)
The supply voltage during normal operation must be 18 to 32 V, measured at the

TecJet connector. Steady state input current can reach 2.0 A for the TecJet 50+
and TecJet 50 Precision Flow valves and 4.0 A for the TecJet 110. Transient
input current may reach up to 5.0 A for the TecJet 50+ and TecJet 50 Precision
Flow valves and 13.0 A for the TecJet 110. The recommended minimum power
supply cable size is 1.3 mm² or 16 AWG. The power supply wiring must be fused.
The recommended fuses are a 6 A fast blow fuse for the TecJet 50+ and TecJet
50 Precision Flow valves and a 15 A fast blow fuse for the TecJet 110.
Recommended maximum wire length from power source to TecJet 20/50+ valve
based on an 18 V Power Supply:
TecJet 50+ / 50 PPF: 16 AWG (1.3 mm²)—12 m (39 ft.*)
TecJet 110: 16 AWG (1.3 mm²)—8 m (26 ft.*)
*Rated transient torque may not be achievable with an 18 V power supply. Listed
lengths will provide at least 75% of rated transient torque.
Recommended maximum wire length from power source to TecJet 110 valve
based on a 24 V Power Supply:
TecJet 50+ / 50 PPF: 16 AWG (1.3 mm²)—51 m (167 ft.)
TecJet 110: 16 AWG (1.3 mm²)—13 m (43 ft.)
CAN ID Inputs
H = CAN ID 1
G = CAN ID 2
J = Discrete/RS-232 Common
The CAN ID inputs are used to select which CAN identifiers will be used on the
internal Engine CANbus. With no programming tools, the customer can select
from the preprogrammed CAN IDs through a hard-wired code in the engine
harness. On the current E6 System, one or two TecJet controls can be used, so
both CAN IDs can be left open to select “TecJet 1”. For TecJet 2 CAN ID 1 needs
to be connected to the discrete common?
TecJet CAN ID CAN ID1 CAN ID2

“TecJet 1” Battery + or Open Battery + or Open
“TecJet 2” Discrete Common Battery + or Open
Table 3-5. CAN TecJet Node Definitions
CAN Termination
P = Termination resistor
Q = Termination resistor
The internal termination resistor (120 ohm) is used to terminate the CANbus.
According to the CAN specification, every CANbus must be terminated at both
Woodward 193
ends of the bus. If a TecJet valve is connected to the far end of the bus, this
termination resistor can be used. If termination is needed, connect a link between
pins P and Q. This link should be as short as possible. If no termination resistor
is needed, leave pins P and Q unconnected.
If the internal termination is used, other

devices on the CANbus may not operate
properly when the TecJet valve is
disconnected from the bus. An external
termination resistor should be used if there are
other devices on the CANbus that must not
lose communication when the TecJet valve is
disconnected.
CAN Hi and Lo
R = CAN high in
S = CAN low in
V = CAN GND
Pins R, S, and V are the CAN communication wires. Make sure that the correct
cable is used for connection to the CAN terminals (SAE J1939/11).
Voltage Level: 5V
Isolation: 1000 Vrms (optically decoupled)
Type: The TecJet valve supports CAN 2.0B.
Baud Rate: Configurable from 250 K to 1 Meg, however the J1939
standard of 250 Kbps is used on the E6 control.
RS-232 Serial Communication Service Port

M = RS-232 TX
N = RS-232 RX
Access to the service port is provided through the main connector. RS-232
communications are used for the purposes of configuring and servicing the
TecJet valve. This is done with the TecJet Calibration Tool.
Isolation: None
Baud Rate: 38.4 kbit/s
Throttle Actuator (F-Series, P-Series, ProAct ISC &

ProAct Analog)
EXPLOSION HAZARD—Do not remove covers

or connect/disconnect electrical connectors
unless power has been switched off or the
EXPLOSION HAZARD
area is known to be non-hazardous.

suitability for Class I, Division 2 or Zone 2.
194 Woodward
Refer to product manuals 26246 and 26265 for

the ProAct ISC for detailed regulatory
compliance information and installation
warnings associated with these products.
Due to the hazardous location listings

associated with this product, proper wire type
and wiring practices are critical to operation.
Proper Wiring

Throttle Body & Actuator Sizing

Please contact Woodward for correct throttle body and actuator sizing for your
application.
Installation Instructions
Complete installation instructions for the F-Series, & ProAct ISC throttle actuators
are available in the individual manuals:
Manual 26355, F-Series Actuator and Integrated Throttle Body

Manual 26246, ProAct™ ISC Integrated Speed Control
Manual 26265, ProAct™ Actuator with Integrated Speed Control and Throttle
Body (PISC ITB)
The mating connector kit for the 14 pin F-Series is part number 8923-1311. The
mating connector kit for the 23 pin F-Series is part number 8923-1312. The
connectors and terminals can also be purchased from the manufacturer directly:
Tyco Electronics
14 pin connector part number 770680-1
23 pin connector part number 776273-1
Contact part number 770854-3
The mating connector for the ProAct ISC is Mil Spec MS3106E24-28S, which is
available from Woodward as kit, part number 6995-1021. It can also be
purchased from the following manufacturers directly:
Amphenol
Connector part number ACC 06E 24-28S (025)
Cannon
Connector part number CA 06R 24-28S A206
Woodward 195
The mating connector for the ProAct Analog is Mil Spec MS3106F18-9S, which is
available from Woodward as a finished cable part number 5417-729 in various
lengths. The connector can also be purchased from the manufacturer directly:
ITT Cannon
Connector part number CA3106F18-9S-F80-A232
See the control wiring diagram in E6 Wiring Diagram Example for complete
wiring information.
Engine Ground
In order to ensure CE compliance, the ground connection on the ProAct needs to
meet the following requirements:
(1) The connection must be less than 183 cm (6 ft.) in length.
(2) The wire that is used must be at least 3.3 mm² (12 AWG) in size.
Supply Voltage
W = Power-In (+)
Z = Power-In (–)
The supply voltage during normal operation must be 18 to 32 V, measured at the

ProAct connector. Follow the supply power wiring requirements that are specified
in the respective F-Series, & ProAct ISC installation and operation manuals.
Shielded Wiring
See the section above in this chapter, titled CAN Communications Ports, for
recommended shielding practices.
X = CAN Shield
The CAN Shield can be used to terminate the shield of the CAN wiring. Internally,
this pin is connected to the ProAct case through a capacitor.
SAE J1939 Option

The E6 system is enabled for ProAct ISC throttle bodies and actuators with SAE
J1939 communications capability for control and diagnostic messages. However,
please note that the E6 system is not enabled for F-Series throttle bodies and
actuators with CAN communications.
196 Woodward
CAN ID Inputs
H = CAN ID 1
G = CAN ID 2
The CAN ID inputs are used to select which CAN identifiers will be used on the
internal Engine CANbus. With no programming tools, the customer can select
from the preprogrammed CAN IDs through a hard-wired code in the engine
harness. On the current E6 System, one or two ProActs can be used, so both
CAN IDs can be left open to select “ProAct 1”. For ProAct 2 CAN ID 1 needs to
be connected to the discrete common.
ProAct CAN ID CAN ID1 CAN ID2

“ProAct 1” Battery + or Open Battery + or Open
“ProAct 2” Discrete Common Battery + or Open
Table 3-6. ProAct CAN Node ID Definitions
CAN Termination
Follow the CAN termination instructions in the section above in this chapter, titled
CAN Communications Ports.
If the internal termination is used, other

devices on the CANbus may not operate
properly when the ProAct valve is
Proper Termination
disconnected from the bus. An external
termination resistor should be used if there are
other devices on the CANbus that must not
lose communication when the ProAct valve is
disconnected.
CAN Hi and Lo
M = CAN high in
G = CAN low in
C = Shield
Pins M and G are the CAN communication wires. Make sure that the correct
cable is used for connection to the CAN terminals (SAE J1939/11). Follow the
CAN shielding instructions in the section above in this chapter, titled CAN
Communications Ports.
Voltage Level: 5V
Isolation: 1000 Vrms (optically decoupled)
Type: The ProAct valve supports CAN 2.0B.
Baud Rate: Configurable from 250 K to 1 Meg, however the J1939
standard of 250 Kbps is used on the E6 control.
Calibration Tool Communications

Please consult the respective Installation and Operation manuals for instructions
on connection and use of the F-Series & ProAct ISC Calibration Tools.
Woodward 197
Engine Speed/Timing Sensors

If a variable reluctance magnetic pick-up sensor (MPU) input is used to detect
engine speed, it should be mounted as shown below. Connecting the shield wire
for the speed sensor inputs will eliminate any potential for electrical noise issues
and is strongly recommended. Connect the shield to J1-051 and/or J1-063
(SHIELDING GROUND). Make sure the shield has continuity the entire distance
to the speed sensor, and make sure the shield is insulated from all other
conducting surfaces. If shielded wire is not used, then a twisted wire pair is the
next best alternative.
Housing
MPU
Ring Gear
Flywheel
Gap: 0.25-1.25mm
Figure 3-3. Magnetic Pickup Mounting in Flywheel Housing
The following installation guidelines should be observed:

 Install the magnetic pickup (MPU) on the outside diameter of the flywheel
gear, either through a housing or a bracket. Usually the MPU will be located
in the flywheel housing of the engine.
 Set the gap between the MPU and the flywheel gear between 0.25 and 1.25 mm.
(touch then back ½ to ¾ of a turn)
 Connect the MPU wires to the E6 control, terminals J1-049 and J1-050 as
shown below.
 Minimum voltage of 1.5 to 2 Volt top-top is needed for proper signal detection.
Passive MPUs (VR)

The signal from such sensors is sinusoidal and requires hardware circuitry to
transform that signal into a digital signal that a microcontroller can interpret.
The following diagram shows how to connect a passive, magnetic pickup.

Connection to speed input #1 is shown. Speed inputs #2, #3, and #4 are similar.
Connections are made to J1.
198 Woodward
Twisted,
Shielded cable
+
J1-49
N
SS #1
10k
S
-
J1-50
Passive MPU
J1-51
Figure 3-4. Main MPU Wiring Diagram
The polarity of the MPU signals is important due to the way that the MPU input
circuitry inside the LECM control functions. The rising and falling edges are used
to “arm and trigger” the signal going to the CPU. The rising edge arms the event
and the falling edge triggers the event. See below graphic.
Circuit “arms”
Circuit “triggers”
Figure 3-5. MPU Signal Arm and Trigger
If the sensor is wired with the (+) terminal connected to the (+) input of the
LECM, the center of the tooth will be the trigger. If the sensor is wired with
inverse polarity, timing will be shifted from this point. However, if the target is a
hole instead of a tooth, the inverse polarity would be appropriate so that the
center of the hole becomes the “trigger” point.
Recommendation is to invert polarity by wiring the (–) terminal of the sensor to

the (+) input of the LECM for targets that are holes. This is done to create a
larger gap for detecting a missing tooth, but it does shift the timing from the
normal location. Actual timing location will depend on the tooth shape and the
sensor shape. Use timing instruments to calibrate the correct timing. For
diagnosis with an oscilloscope both an example of the correct (desired)
relationship as well as an example of what happens when the speed sensor is
wired incorrectly are shown below.
Woodward 199
Proper Signal and Interpretation
The VR circuit of the LECMs modules associate the zero-crossing event with the
observance of a zero voltage during the signal transition from a positive voltage
to a negative voltage. The modules therefore expect that sensor to be connected
so that a positive voltage is observed first.
For example the time between the two green synchronous edges with the
Number of crank teeth setting is used to determine the engine speed.
Inverted Setup Polarity

The ignition will still function erratically if the VR signal is inverted. Inversion is
introduced by connecting the sensor plus and minus signals backwards relative
to the configuration needed to generate positive to negative voltage zero
crossing for the target.
Whether A connects to Plus and B connects to Minus depends on the target with
raised teeth to one with holes. Normally with teeth an MPU’s “A” connects to the
speed plus input.
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Impact of Inversion on an Encoder Using Default Handling

An incorrectly connected VR signal that results in an inverted signal being
supplied to the encoder hardware can manifest itself as unexpected behavior
including:
 Variation in “Last Observed Sync Position”

The encoder system considers the zero-crossing point of the signal to
describe the synchronous edge, but this edge's location will vary (see the
green shading of the figure). There is no definitive zero-crossing point.
The point of inflection (see figure) introduces variability in where the
circuit detects the zero crossing voltage and will be more pronounced at
lower speeds. At higher speeds the VR signal is almost sinusoidal and
there is no point of inflection, which often hides the low speed
performance issues.
 Variation in key detection (missing tooth detection)
Missing tooth detection can be impacted because the behavior of the
signal around the missing teeth leads to unexpected ratio values.
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Proximity Sensor Wiring

The following diagram shows how to connect an active proximity sensor.
Connections are made to J1. A common active proximity sensor is shown
(confirm the connections before connecting as miss-landing the supply power
can destroy certain sensors. The LECM supplied HV Transducer power should
always be used for signal isolation. Do NOT attempt to use the HV Transducer
power from the EID Module to power a sensor connected to the Main module.
Twisted,
Shielded cable
+HV_XDCR
J1-126
+
A
N
s
J1-49 B
S
SS #1 10k
C
-
J1-50
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Active Prox
J1-125
DGND
J1-51
Figure 3-6. Main Proximity Sensor1 Wiring Diagram
The SPD(-) terminal must be left unconnected for active sensors.
J1-
052 SPD2+
Passive
MPU J1- SPD2-
CNK_VR-
053
J1-
063 SPD_shld
Figure 3-7. CAM Sensor Wiring – Speed Sensor2
202 Woodward
Manifold Absolute Pressure Sensor (MAP)

The MAP sensor is used to indicate engine load and as in index for air fuel ratio
tables.
Mount the MAP sensor at a position where only minor ambient temperature
changes occur during normal operation. The pressure connection of the MAP
sensor should be after the throttle valve, on the topside of the manifold to avoid
oil, water or dirt entering the sensor or hose. Do not mount the pressure
connection close to an intake port, directly after the throttle, or at the dead end of
the manifold to avoid erratic readings due to pulsations or strong turbulence.
Place the MAP sensor higher than the sample point. Mount the tube or hose
continuously rising to avoid trapping oil, water or dirt in the hose or tube.
+5V J2-003
1
3
MAP1 J2-019 2
XDRG J2-004
MAP #1
+5V J2-003
1
3
MAP2 J2-027 2
XDRG J2-004
MAP #2
Figure 3-8. Manifold Pressure Sensor Wiring
For the use of customer-provided or optional Woodward-provided MAP sensors,

please contact Woodward.
Manifold Air Temperature Sensor (MAT)

The Manifold Air Temperature (MAT) sensor should be installed in the engine
water jacket. Pin 1 of the two wires of the sensor element should be connected to
terminals J2-037 and Pin2 should be connected to transducer ground (J2-013).
It is important that the sensing element in the tip of the sensor measures the
temperature that represents a good average of the flow. When the tip of the
sensor is too close to the wall, the influence of the temperature of engine
components affects the measurement.
Engine Coolant Temperature Sensor (ECT)

The Engine Coolant Temperature (ECT) sensor should be installed in the engine
water jacket. Pin 1 of the two wires of the sensor element should be connected to
terminal J2-053 and Pin2 connected to transducer ground (J2-013).
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NOX Sensor
See UEGO sensor for installation and troubleshooting guidelines.
NOTE: NOx sensors are M20x1.5 instead of M18x1.5.
Universal Exhaust Gas Oxygen (UEGO) Sensor

This section contains a general overview, installation instructions and
troubleshooting for the Bosch LSU 4.9 sensor. This an abbreviated version of
WWD Manual 26656 contact Woodward to request.
Manufacturer
Part Number Quantity Description
Bosch 1 928 404 669 1 1 Connector
Tyco/AMP 1241380-2 6 6 Terminals (gold)
Seal (1.4 mm -1.9 mm ɸ
Tyco/AMP 963530-1 6
insulation)
Seal (1.9 mm– 2.4 mm ɸ
Tyco/AMP 964972-1 6
insulation)
Connector Kit
UEGO Sensor Bung
UEGO Thread Chaser
Overview
The universal exhaust gas oxygen (UEGO) sensor measures the oxygen content
of the exhaust gas enabling the correct fuel-air ratio in the engine under all
conditions. It has the ability to measure very rich to very lean fuel-air mixtures. In
contrast, a heated exhaust gas oxygen (HEGO) sensor can only accurately
measure stoichiometric mixtures. However, both sensors use the same basic
component—the Nernst cell. A chemical reaction occurs in the Nernst cell that
creates a voltage based upon the difference in oxygen concentrations on the two
sides of the cell. When one side of the cell is exposed to exhaust gas and the
other side is exposed to a known concentration (i.e. air), the generated voltage
can be used to determine the amount of oxygen in the exhaust gas. Additionally,
the UEGO sensor uses a second Nernst cell so that there is a reference cell and
a pump cell. The reference cell is held to a fixed voltage. The UEGO sensor uses
a dedicated chip mounted in the ECM to continuously monitor and control this
voltage. The work is done by the pump cell, and the amount of current required
to maintain the reference voltage is the “pump current”. An electrical schematic of
the sensor and chip are shown below. Because temperature has a large
influence in this chemical reaction, the temperature of the UEGO sensor is
controlled to a fixed value. For the LSU4.9, the temperature set point is 780 °C.
204 Woodward
Figure 3.9 Schematic of LSU4.9 Sensor and Chip
Installation
Storage
Store sensors in their original packaging. Make sure that the storage area is dry
and free of dust. The sensors can be stored between –40 °C to 100 °C (–40 °F to
212 °F)
Unpacking
Before handling the sensor, read Electrostatic Discharge Awareness (page iii).
Be careful when unpacking the sensor. Check the sensor for signs of damage
such as dents, scratches, and loose or broken parts. If any damage is found,
immediately notify the shipper.
Handling
Do not drop or throw the sensors. Do not install a sensor that has any physical
damage such as a dent, broken connector, or a cut in the wiring or protective
sheath.
Installation Tools
Do not use an impact wrench to install the sensor. A torque wrench should be
used to guarantee correct installation torque.
Painting
Do not paint the sensor or coat it with any material.
Welding
Do not conduct any welding on or near the LSU sensor. At a minimum,
disconnect wiring from the sensor if welding near the unit is being conducted.
Power Requirements
The main power consumption for the sensor comes from the heater. When the
heater is cold, power consumption is higher. Current to the heater is always
controlled by the engine control module (ECM) and is typically in the range of 0 A
to 5 A.
 The heater power supply wiring must be fused. The recommended fuse is a
15 amp due to the amount of current drawn with a cold sensor. If using two
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sensors they may both have their heaters connected to a single 15 amp
fuse or breaker.
Location and Mounting Considerations

The sensor mounting location is critical for engine performance, emissions, and
sensor life. A proper location will help the sensor read the oxygen content of the
exhaust gas from all cylinders as well as protect it from exposure to water
condensation. Guidelines are listed below. Please contact your OEM if there are
any questions regarding mounting location.
 In general, mount the UEGO sensor as close to the engine as possible. This
allows the UEGO sensor to be heated sooner after a cold start. It also
improves system response time for closed loop fuel control.
 Install downstream from the turbocharger. If the sensor is mounted directly
after the turbocharger, temperature measurements must be made to ensure
that the limits of the sensor housing and wiring are not exceeded. See
Chapter 6 for the temperature limits of the sensor.
 Naturally aspirated engines: the sensor should be mounted in the exhaust
manifold where it can measure exhaust gas from all cylinders. This is
typically in the collector just upstream of the flange where the vehicle
exhaust system is connected.
 The sensor must be mounted the same distance from the engine in all
applications with the same engine calibration.
 DO NOT mount the sensor on the outside of a bend in the exhaust system.
A sensor in this location has a higher risk of thermal shock.
 DO NOT mount the sensor after a flex coupling. A sensor in this location
has a higher risk of thermal shock. Flex couplings can also leak as they age
exhaust leaks allow air to enter the exhaust system causing the oxygen
sensor to incorrectly measure the oxygen content of the exhaust.
 The sensor must NOT be mounted more than 15° into the exhaust flow and
NOT more than 30° in the direction of the exhaust flow (see figure below. If
the sensor is angled too much into the exhaust flow, the risk from thermal
shock increases. If the sensor is angled too far downstream, it cannot
sample the exhaust gas accurately.
Figure 3-10. Installation Angle with Respect to Exhaust Flow
The sensor should be mounted at least 10° above horizontal, as shown below.
This prevents water from building up inside the sensor and damaging the
ceramic sensor element.
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Figure 3-11. Installation Angle with Respect to the Horizontal Plane
 Do NOT mount the sensor where water can drip on it. For example, do not
mount where condensation from an air conditioner unit will drip on the
sensor or connector.
 Do NOT mount where fluids such as oil can leak onto the sensor or
connector.
 Do NOT mount the sensor or wiring where it can be hit by rocks or other
debris from the road.
 Use a sensor bung with the dimensions shown in Figure 2-3. This is the
standard bung used for most oxygen sensors. It is highly recommended that
the total length of the bung not exceed 16 mm. A longer bung is only
needed for higher temperature applications (light-duty gasoline) and
increases the risk of thermal shock since water can collect between the
sensor and the sensor bung.
Figure 3-12. UEGO Sensor Mounting Bung
Installation torque is 40 N·m to 60 N·m (30 lb-ft to 44 lb-ft).
The use of cleaning/degreasing fluids (thinners or VarSol) or evaporating solids

at the sensor plug connection is not permitted.
The sensor comes with a special high-temperature resistant grease (anti-seize)

on the screw threads to prevent corrosion and seizing. If the sensor was
removed from the vehicle for service, re-apply grease before installing. Use
grease such as Castrol Optimol Paste™, Bostik Never-Seez® Regular Grade, or
equivalent.
Electrical Design Measures

The heater ground must always be routed to the ECM and not connected directly
to battery ground or chassis ground. The ECM controls the power to the sensor
heater so that the sensor is heated as quickly as possible without causing
damage from thermal stress. Before the sensor is operated, make sure the
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connection to the ECM is correct. If the signal of the reference cell is missing (i.e.
a connection failure), the internal control circuit cannot operate correctly causing:
 Excessive pumping voltage with wrong polarization that can destroy the
pumping cell of the sensor
 Damage to the sensor element by overheating, since the closed loop heater
control is not able to determine the sensor temperature.
 Do not leave the sensor in the exhaust system unpowered. This will cause
the sensor to become contaminated with carbon over time. Do not apply
power to the ECM until the sensor is completely connected. Connect and
disconnect the sensor only when the ECM is unpowered.
Troubleshooting
The ECM performs active checks of the sensor depending upon the type of
system. The OH6 OBD system performs the most advanced checks including:
 Heater open
 Heater short
 Heater temperature lower-than-expected
 Heater temperature higher-than-expected
 Heater temperature control failure
 Sensor internal faults
 Air calibration failure
 Air calibration at upper-limit
 Air calibration at lower-limit
UEGO sensor faults may be system wiring problems and not sensor problems.
Therefore, it is important to check the wiring harness between the ECM and the
connector of the LSU. There are no serviceable parts in the LSU4.9. If any part of
the sensor is damaged, the whole sensor must be replaced. If any of the wiring
between the sensor and the sensor connector is damaged, the whole sensor
must be replaced. The wire insulation is designed for high temperature
environments and heat shrink or electrical tape will fail since they are not
designed for high temperatures.
If the heater in the sensor is damaged, it will not reach the correct temperature
for the sensor to function. If heater failure is suspected, check the resistance of
the sensor by using an ohmmeter across pins 3 and 4. If the ohmmeter shows
that the circuit is open, the heater is defective and the entire sensor must be
replaced. At room temperature (20 °C to 25 °C), the resistance should measure
3.2 ± 0.8. If the sensor is still warm from operation, the resistance will measure
higher. Wait until the sensor has fully cooled and re-check the resistance to see if
it is within specification.
Electrical Design Measures

The heater ground must always be routed to the ECM and not connected directly
to battery ground or chassis ground. The ECM controls the power to the sensor
heater so that the sensor is heated as quickly as possible without causing
damage from thermal stress.
Before the sensor is operated, make sure the connection to the ECM is correct. If
the signal of the reference cell is missing (i.e. a connection failure), the internal
control circuit cannot operate correctly causing:
 Excessive pumping voltage with wrong polarization that can destroy the
pumping cell of the sensor
 Damage to the sensor element by overheating, since the closed loop heater
control is not able to determine the sensor temperature.
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 Do not leave the sensor in the exhaust system unpowered. This will cause
the sensor to become contaminated with carbon over time. Do not apply
power to the ECM until the sensor is completely connected.
easYgen-3100/3200
As part of the E6 System in a generator application, With E6 Full Authority
System, the easYgen is connected to Off-Engine Bus (CAN2) J2-007 CAN Hi,
J2-008 CAN Lo. Control and diagnostic information between the units is
exchanged via this bus connection.
For a full description of easYgen functionality 9.4 - easYgen.
For complete installation information, see the easYgen-3000 installation

manuals.
Installation Checkout Procedure

When hardware installation is complete, observation of the following checkout
procedures is recommended before commissioning is started.
1. Visual inspection
A. Check for correct wiring in accordance with the control wiring diagram,
(see Chapter 6 and individual component manuals as required).
B. Check for broken terminals and loose terminal screws.
C. Check for proper connections to the control connectors.
D. Check the speed sensor for visible damage. If the sensor is a magnetic
pickup, check the clearance between the gear and the sensor, and
adjust if necessary. Clearance should be between 0.25 and 1.25 mm
(0.010 and 0.050 inch) at the closest point. Make sure the gear runout
does not exceed the pickup gap.
2. Check for proper ground connection between the control and the engine
chassis.
3. Check the shielding on CAN links has been correctly installed, following
control wiring diagrams.
4. Check that installed fuses are in accordance with wiring diagram and with
wiring used.
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Chapter 4.
E6 Commissioning
The four main tasks to accomplish when commissioning the control are:
1. Get the engine to start
2. Get the engine to Full Load
3. Tuning Emissions with analyzer
4. Transient Performance
Commissioning can begin once all system hardware has been installed and
connected. Commissioning is performed using the ToolKit Calibration Tool. See
Toolkit Service Tool Usage for instructions on establishing a connection between
the E6 controller and the Calibration Tool PC. The RS485 port is usually the
easiest to use for first communication as it is the only port that will retrieve a SID
file, CAN3 and XCP, or the Ethernet and Servlink connection are faster ports that
allow better logging.
When available, a settings file for an existing engine of the same type can be
used and uploaded to the E6 controller. This makes the commissioning easier,
however it is important to remember that when uploading a settings file, all
previous settings will be overwritten based on the user’s password level. All
settings and sensor calibrations should be checked to ensure they are valid for
the new engine.
Required Tools
PC
Laptop Windows XP or later.
Serial Communication Device

RS-485 Converter to USB
ProAct RS-232 to USB
F-series TTL to USB
TecJet 52 TTL to USB
Software
Toolkit Version 5.0
OEM Service tool: E6 Full Authority
Exhaust Gas Analyzer

To ensure that the engine is calibrated in accordance with the manufacturer and
local requirements, use of a suitable exhaust gas analyzer is recommended to
measure the NOX, O2 and CO levels in the exhaust gas.
The exhaust gas analyzer should be installed and operated in accordance with
the manufacturer’s instructions and the testing method protocol in use.
Pre-Start Settings
Some users find using the offline settings editor is easier for their first
commissioning. The offline editor only shows tunable values making it easier to
find each parameter that needs configuration. See the “Help Contents” in the
“Help” tab for a complete description of the Offline Settings Editor.
210 Woodward
If the engine is using natural gas and another fuel the control should first be
tuned on natural gas then follow the “If Using a Second Fuel” Procedure”.

 Select the desired “AFR Requested Mode”
o Using Lambda CL or NOx CL set the control to operate at user
defined value vs. open loop where the engine could run at an
undesirable level
 Verify Configuration for your application.
13.3 – CONFIG AFR Settings

•MAP at Full Load : Use spec sheet value
 Or 240 KPA if unknown
•Displacement: Enter value in Liters
•Power at Full Load: Enter a value 5% higher than rated
•Engine Efficiency as read from spec sheet
 Or 34% if unknown
 These set the Y Axis on Ve, TE, and Lambda Reference Tables
 After the engine is fully loaded these values will need to be finalized

 Enter gas parameters based on site gas analysis
 If no gas analysis is available
o Natural gas enter 97% CH4 and 3% N2
o Propane enter 100% Propane (C3H8)
o CH4%
 Landfill gas enter 50% (ranges typically 46 to 52%)
 Digester gas enter 62% (ranges typically 58 to 65%)
o N2 is typically 5% or 4 parts N2 for every one part O2
o O2 is typically 1% or less
o CO2 is balance gas

 Enter the calculated parameters from 13.4 - CONFIG AFR Gas Comp into
the appropriate tables.
o Global Timing values set to OEM specs

 Using the “Enable Force” function check box then check “Force Value” to
confirm discrete outputs control the appropriate relays
o Certain discrete outputs like the “Starter” should be tested with
the starter disconnected.

 Externally force the discrete Inputs being used to confirm interpretation by
the E6
10.3 - INPUT (Spd Sensor/Rem. Ref/Spd Bias)

 “Change Read Only Speed Sensor Settings” as required
 Overspeed set point to be configured; this triggers a shutdown of the
engine.
10.5 - INPUT
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 Verify correct calibration values are entered for the required sensors.
o MAP1 and MAP 2 should be reading Ambient Pressure 101 kPa
at sea level
o MAT should read ambient temperature
o ECT should read ambient temperature if the engine has not
recently run or if on a common jacket water loop with other units
the temperature of the other units.
Configure the following parameters:
 Run Speed set to 400 rpm (typically 350-450 works well)
 Idle speed set point set to idle speed
 Rated Speed Setpoint: Rated Speed
o Setpoint after ”Wait at Idle speed” time has elapsed
 Lower Speed Limit and Raise Speed Limit: set synchronization speed
setpoint limits
 Raise/Lower Speed Rate set to desired set to 25
 Acceleration/Deceleration Rate: Rate the control ramps from Idle to rated
speed set to 25
 When a Droop system is used, the Load Droop percentage and the Droop
Mode selection must be enabled by checking the box beside “Droop Mode”.
 Force to Idle typically unchecked for Generators
 Force To Idle Speed
o When checked holds the engine speed setpoint at the “Idle
Speed.” Typically used for first time commissioning of all speed
systems as generator controls will flag an under-
frequency/under-voltage shutdown if the unit does not go to
rated speed.
 Wait at idle – this is the interval between the engine reaching run speed and
beginning to ramp to rated speed
o For first startup this time can be raised as desired to increase
time to check the system while the engine runs at a lower speed
 Start Position: Sets the throttles position for starting
o Set to 30% if unknown
 Throttle Limit (Max Throttle Position)
o Set to 60% if unknown
Speed Control - Fixed Dynamics

 Check box next to “Select Fixed Dynamics” if settings from a previous unit
are not available
o Set Prop Gain=0.5
o Set Integral Gain=1.0
o Set SDR=5
Lambda Ref Table

 Set all rows under “Lambda Inlet”, “Lambda ECT”, and “Lambda CH4” to a
bias of 1.00
 Set “Lambda Error” to 0.0.
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Figure 4-1. Lambda Reference
Lambda Reference Table

 On generator applications only the first five rows of the table can be used.
o The first row should be “0” rpm
o The second row should be for “Idle” rpm.
o The third row should be rated rpm minus 50
 For Example 1200 rated minus 50 =1150 rpm
o The fourth row should be rated rpm
o The fifth row should be rated rpm plus 50
 For Example 1200 rated plus 50 =1250 rpm
o The sixth row should be “2491” and each row above increments
by “1”
For a lean burn engine:
o Set the “Lambda Reference Table” to all 1.1s in the 0 rpm row
o Set the Idle speed row to lambda 1.2
o This will help start the engine
o Set all the rest of the table to 1.3
Figure 4-2. Lambda Reference Table
1.3 - Ve/Te Calibration
Woodward 213
Volumetric Efficiency Table
 Set the whole table to 0.9
Total Efficiency Table (if using GQCL)

 Set to the timing based on the fuel being used
 Be sure to enter the percentage in decimal form:
o For Example 34.0% is 0.34 on the Total Efficiency table
Configure NOx Closed Loop or Lambda Closed Loop
If Using Lambda Closed Loop
Lambda Closed Loop

•“Correction Limit” set to: 20%
•Set “Minimum Load%...” to “0”%
10.12 - Input Bosch UEGO Sensor (if using a UEGO for calibration
or control)
 With the oxygen sensor in air perform the “UEGO Air Calibration” procedure
 A new sensor will typically calibrate to between 0.95 and 1.1 gain
NOx Closed Loop

 If emission permits are on a dry basis uncheck “NOx Basis Wet”
 Set “Minimum Load%...” to “0”%
 “Correction Limit” set to: 20%
 Set the NOx Setpoint vs. Load settings
o Use the Emission Permit Calculator to find starting settings based on
IMO standards
o 140 PPM is ~1.0 Grams of NOx/bhp*hr
Alarm/Shutdown Configuration
The delay for each alarm can be set by the user to prevent false alarms that
might be caused by “glitches”. The alarms with a checkbox under the heading
“Shutdown” can be configured by the user to cause a shutdown when the alarm
is triggered, by placing a checkmark in the box. Leaving the box unchecked will
result in an alarm only. During system commissioning and for troubleshooting in
service, alarms that have a checkbox under the column heading “Override” can
be disabled, by placing a checkmark in the box.
“Settings”
 Save the pre-start settings to a local directory on your PC.
o Typically include the date, Site name, and unit number
o The notes section lets you add more information like the emissions
permit information
First Firing and Set-up after Starting the Engine

First Engine Cranking

Crank the engine with the fuel supply turned off. During cranking, make sure that
the E6 receives the speed signal from the magnetic pick-up by monitoring the
speed in the Calibration Tool. If the speed reading remains at zero during
214 Woodward
cranking, check the wiring and adjustment (gap) of the MPU(s) (installation
instructions can be found under Engine Speed/Timing Sensor).
When the speed signal is recognized the controller will count down the purge
time and then energize the appropriate gas shut-off valve relay output. Verify that
the command from the E6 to the appropriate gas shutoff valve occurs after the
defined purge timer and the Fuel Shutoff valve opens when it is commanded.
Before turning on the fuel supply, crank the engine again ensuring that the base
spark timing is correct, using a timing light on Cylinder #1.
First Start
Turn on fuel to final to electric gas shutoff valve and attempt a start.
 Adjust the Throttle “Start Position” as necessary (with an ITB somewhere

between 20 and 40% should work) if not adjust the entire Ve table in
increments of 2%
o Try Ve down for leaner first then Ve up for richer until you get it started.
 Be sure to check these values for both a hot and a cold start.
Allow unit to run up to desired speed (review sensor inputs to make sure they are
reading realistic values)
 If engine speed is unstable adjust Speed Control - Fixed Dynamics.
Failure to Start
If the engine fails to start, investigate the following:

 While engine is stopped
 Alarm and/or shutdown messages that reappear after clicking
“Reset Alarms / SD”
 During cranking
 Alarm and/or shutdown messages that reappear after clicking
“Reset Alarms / SD”
 “Speed” reading on Calibration Tool screen correctly indicates
cranking rpm
 Gas shut-off valve opens after purge time has elapsed
 Gas is supplied to TecJet (pressure will increase after fuel
shutoff valve opens)
 Spark events are occurring at correct timing (using timing light)
 Verify that the fuel parameters under “System uses following
parameters” on Calibration Tool Screen 1.2 match the
parameters of the fuel supplied to the TecJet.
 The throttle is opening to the start fuel position.
Spark Timing Check All-speed Applications
If the timing is speed dependent repeat the timing verification process with a
timing light over the whole speed range.
Failure to verify that the spark timing is correct could result in the engine
operating with incorrect spark timing that is excessively advanced or retarded.
Excessively retarded timing can result in high fuel consumption, and high
exhaust temperatures which may lead to exhaust system failure or engine
damage. Excessively advanced timing can result in high NOx emissions, and
Woodward 215
combustion knock, which may lead to engine damage or catastrophic engine
failure.
Tuning Speed Control Dynamics at First Start

1) After starting the engine, run the engine without load at the lowest speed
requiring speed control
If idle speed is required

 Force to idle speed with the discrete input or in the Calibration Tool by
selecting “Force to idle Speed”
i) Tune the speed control in “Fixed Dynamics” mode until the steady state
speed deviation is less than +/-0.75%
2) With the engine speed at rated speed and tune the P, I, and SDR terms as
necessary until the steady state speed deviation is less than +/-0.75%
Getting to Full Load

The following procedure is recommended for running the engine up to maximum
load for the first time:
1. Ramping engine to full load

a. Increase the engine load in steps of approximately 10%.
b. Keep an eye on exhaust temps for when to lean the unit out
i. When increasing lambda reference to lean the engine out
add in increments of “0.05”
ii. For example if your exhaust temps are too hot (within 30 °C
of the alarm limits) or NOx is above 200 ppm at a lambda ref
of 1.3 add 0.05 for a set point of 1.35
iii. When changing the Lambda reference select the upper left
cell of the blue boxes (left mouse click) and the higher rpm
rows and higher MAP% columns
iv. With all of the cells selected “right click” and select “edit”
then “+” “0.05”
c. Alternatively you can use NOx Closed loop and enter the measured
lambda values into the table after each 10% load increase
216 Woodward
Figure 4-3. Edit Lambda Reference Table
If necessary adjust fixed dynamics for stable engine operation.

2. Run the engine at full load until temperatures are stabilized.
3. Check the values of the two MAP sensors (if redundant sensors are being
used) for differences in pressure.
a. When the difference is more than 2 kPa, check the scaling and the
mechanical connection of the sensors.
b. If necessary adapt the calibration of one or both sensors.
4. Check the scaling of the KW sensor in the Pmeas input calibration screen
10.2 - INPUT Pmeas / POT. (LAMBDA OFFS.)
Emissions Tuning
Overview: The final emissions tuning procedure starts with the engine at full
load. Once the full load emission are tuned, the load is dropped until the
minimum load requiring emissions control.
Full load Tuning

1) Let the engine warm-up for at least 15 minutes at full load and verify that oil,
jacket cooling water and intercooler temperatures are OK and in normal
operating range.
a) If using Lambda CL use an emissions analyzer to adjust the Lambda
Reference table (Page 1.2) until engine as desired value (80% of
emission permit is common)
i) Bigger numbers make the engine leaner decreasing NOx
ii) Smaller numbers make the engine richer increasing NOx
b) If using NOx CL go to Page 1.6
i) Enter current Qmn into second row of NOx Offset table
ii) Adjust NOx Offset second row value until “NOx Measured” with
sensor is same as external analyzer
iii) Adjust the NOx Setpoint until unit is at desired emissions level
(1) (80% of emission permit is common)
2) Once emissions are in permit update page 13.3 AFR settings “Engine
Parameters” “Engine Efficiency @ Full Load” with the “Learn Te (z)”
3) Update MAP at Full Load with current “Manifold Air Pressure”
4) Update “Power at Full Load” with current “Power Measured”
5) Page 1.3 – Ve/Te Tables
a) Adjust the second to last column in the Ve table’s X-axis to the current
“MAP (y)”
b) For the current speed row set the VE to the current “Learn Ve” value
c) Repeat the process until the Learn Ve(Z) is the same as the “Final Ve
correction”
i) The calculator typically requires 3 iterations to stabilize
d) Adjust the second to last column in the Te table’s X-axis to the current
“Fuel Torque (y)” and “Learn Te (z)”
6) Page 1.2 – AFR Tables : Calibrate the Inlet vs Lambda Inlet table
a) Take the actual temperature at full load as nominal temperature with a
Lambda Inlet correction of 1.000 adjust inlet to find lambda offsets
If unable to adjust the inlet temperature manually adjust the table as follows:
Woodward 217
i) For every 10 °C higher add 0.005 λ and
ii) For every 10° lower subtract 0.005 λ.
Figure 4-4. Example of Lambda Inlet Calibration
 Set Torque limit to nominal throttle position +5% in Winter, +8% if Summer.
7) “Save Values”,
8) Save the settings from “Device to File” updating the initial calibration settings.
Off Load Tuning

Overview: The tuning of the emissions at loads less than full (off-loads) is the
same in terms of adjust Lambda Ref or NOx setpoints to hit a desired emissions
level and updating the Ve and Te tables’ X,Y,Z axis with current running
conditions.
1) From full load unload the engine by 10%

2) Page 1.2 Update the X, Y, Z-axis as required
3) Page 1.3 Update the X, Y, Z-axis as required
4) Repeat process as the engine is unloaded to the minimum load requiring
emissions control (no less than 40%).
i) The Volumetric efficiency should increase from the lowest to the
highest loads
Figure 4-5. Volumetric Efficiency
218 Woodward
The Lambda Reference should increase from the lowest to the highest
loads and speed
b) Subtract 0.005 from Row 3
i) Row 3 will now be 0.5% lower than Row 4 (Rated Speed)
c) Add 0.005 for Row 5
i) Row 5 will now be 0.5% higher than Row 4 (Rated Speed)
5) If using GQCL
a) uncheck “Enable VE/TE Learn/Lambda CL” Box,
(1) the E6 will go into open loop
(2) If the calibration is good the engine should not change its
operation
b) Update Page 1.4. “Minimum Load for Closed Loop” with the value at the
minimum load requiring emissions control
c) Set GQCL limit correction factor to the desired value
d) Check “Enable GQCL”
6) Calibration of the ECT versus Lambda ECT is only required under
circumstances where the ECT is variable. Normally the ECT is
thermostatically controlled and Lambda reference needs no compensation
for ECT. In this case the Lambda ECT table can be left at the default value
(1.000)
7) When an integrated ignition control is used, repeat this procedure for

minimum and maximum global ignition timing values, making adjustments in
the Te table only for those timings
8) “Save Values”,
9) Save the settings from “Device to File” updating the initial calibration settings.
Determine MAT to Inlet Temperature Gain

This function is described in topic for more information under Inlet Temperature.
The temperature gain settings can be copied from an identical engine that has
been fully commissioned and is operating satisfactorily, if the MAT sensor is at
the same location.
If settings are not available from a similar engine and it is not possible to adjust
the MAT or ECT for calibration purposes, the default values can be used.
To calibrate this function, perform the following steps:
1.
11. Allow conditions to stabilize.
12. This procedure can be repeated at 50% load.
Verifying GQCL
1. Check emissions as the load of the engine is brought back to rated.
a. CCorr Should remain 1.00+/-0.02
2. If emissions are not as desired and Ccorr is outside the range 1.000 +/- 0.02,
it is likely that the Te-table needs adjustment.
a. As the Teff is made value higher the engine becomes richer and the
Ccor GQCL raises
Woodward 219
b. As the Teff is made value lower the engine becomes leaner and the
Ccor GQCL decreases
3. After every change in load, allow time for the engine to stabilize.
4. Save settings to the control and save the settings file to the Calibration Tool
PC.
If Using a Second Fuel

1) After finishing setting up unit on natural gas shut down unit
2) Un-check “Enable GQCL”
3) Fill table 2A with the second fuel values
4) Start engine on second fuel, Table 2A
a) Engine should start and carry full power
5) While running in Open loop mode adjust “Stoichiometric Air Fuel Ratio” for
proper emissions
i) Increasing Stoich AFR leans the engine
ii) Decreasing Stoich AFR richens the engine
6) If using CH4 input update Lambda offsets
7) You can start with the Te values from natural gas:
a) Then adjust the TE table for second fuel’s timing to get Ccor GQCL to
equal 1 +/-0.01
b) or repeat 15 minute sampling procedure
Optional Testing of Inlet Temperature Compensation

The following test can be performed if it is possible to change the temperature of
the charge cooling circuit.
1. Go to full load and allow temperatures to stabilize.
2. Bias the manifold temperature warm as much as possible (do not allow the
engine to detonate. If this happens, reduce the temperature until there is no
detonation). Monitor the emissions, Ccorr and the parameters in the example
below.
[Remark: If the engine is running against a fixed load, speed may drop.]
3. During the test, NOX emissions should go down as much as 17 ppm with an
increase of 10 °C inlet temperature. Ccorr should stay approximately the
same. If Ccorr changes, this may be due to the timing being changed by a
detonation detection system.
Example:
Charge cooling circuit fully blocked:

P= 957 kW Ccor= 1.005 Qgn= 68 L/s
MAP= 216 kPa mλ= 1.635 ΔP= 117 Pa Δp throttle= 18.3 kPa
MAT= 63 ˚C λtc= 1.001 FGP= 1039 Pa Actuator pos= 80-86%
Inlet= 70.4 ˚C FGT= 32.7 ˚C
Jacket= 97 ˚C analog O2= 8.9% pos= 33.3 mm
Ambient 33 ˚C NOx= 183 ppm
Radiator of intercooler normal :

P= 957 kW Ccor= 1.002 Qgn= 68 L/s
MAP= 212 kPa mλ= 1.616 ΔP= 116 Pa Δp throttle= 24.3 kPa
MAT= 50 ˚C λtc= 0.996 FGP= 1039 Pa Actuator pos= 77-80%
Inlet= 59.9 ˚C FGT= 32.8 ˚C
Jacket= 97 ˚C analog O2= 8.7% pos= 33.4 mm
Ambient 33 ˚C NOx= 200 ppm
4. Perform a few hot restarts (stop and start directly) and warm restarts
(shutdown for ½-1 hour), and let the engine ramp to full load normally.
Monitor the emissions during these events. If NOX becomes less than 70
ppm anywhere during the load ramp, the engine may be on the verge of
220 Woodward
misfire. If this occurs, it is recommended to enrich the air fuel ratio by
changing the Inlet versus Lambda Inlet table on Calibration Tool screen 1.3,
in the temperature range where this issue is encountered. Changes should
only be made at inlet temperatures below the normal range observed at idle
when the engine is fully warm, to avoid affecting the calibration at this
condition.
Tuning the Speed and Load Control

The stability of a gas engine is directly related to both the speed control and air
fuel ratio control. The speed control dynamic settings in the emission tuning were
set very slow to enable tuning of the air fuel ratio control. With a properly tuned
air fuel ratio control the speed control can then be optimized for the application.
The trending feature in Toolkit should be used. Two approaches are presented
the Ziegler-Nichols and Tuning by Feel Method.
For an explanation of the Woodward PID implementation, see PID Control

Application Note 83402.
PID Explained
Proportional Gain Action (Prop-gain)
With Proportional Gain, the control output is proportional to the error in

measurement or setpoint it adjusts the overshoot and undershoot amount.
Figure 4-6. Proportional Gain Effect
Integral Action (Integral-gain)
With integral action, the controls output is proportional to the amount of time the
speed error is present.
It prevents slow hunting at steady state and controls the time rate at which the
speed error returns to zero after a speed or load disturbance.
Woodward 221
Figure 4-7. Integral Gain Effect
Derivative or Compensation Action (SDR - Speed Derivative Ratio)
With Derivative action, the controls output is proportional to the rate of change,
with respect to time, of the error.
Compensation is used to avoid overshoot.
Figure 4-8. SDR (Compensation) Effect
Characteristics of a Correctly Tuned Prime Mover:

A correctly tuned prime mover typically usage of P, I, and D terms. Its behavior
will show:
1) Stable control at no load.
222 Woodward
2) Stable control over all load ranges.
3) Minimum overshoot with no ringing or instability during load transients.
Figure 4-9. PID Together
Ziegler-Nichols
The following Ziegler-Nichols method can be used to achieve PID gain values
that are close:
1. To start tuning the speed/load control, the process must be in a stable

steady state condition. If operation is not stable, the Proportional gain
should be reduced from 0.4 until the process stabilizes.
2. Increase Speed Derivative Ratio (SDR) to 100.
3. Reduce integral gain to 0.01.
4. Increase proportional gain in 150% steps and use “Bump Enable” to create
an upset until the system just starts to oscillate.
 The optimum gain for this step is when the system just starts to
oscillate and maintains a self-sustaining oscillation that does not
increase or decrease in magnitude.
Figure 4-10. Proportional Gain
Record the proportional ultimate gain (Ku) and ultimate oscillation period (Pu) in
seconds
5. Set the dynamics as follows:

 For PI control G=P(I/s + 1) set:
Woodward 223
1. – Proportional gain = 0.45*Ku
2. – Integral gain = 1.2/Pu
3. – Derivative ratio = 100
 For PID control G=P(I/s + 1 + Ds) set:
1. – Proportional gain = 0.33*Ku
2. – Integral gain = 2/Pu
3. – SDR = 1.5 for feedback dominant
1. 1.5=fast, 5=slower
4. – SDR = 0.25 for input dominant
2. Perform load step tests to verify settings adjusting as necessary for optimum
response.
Figure 4-11. Textbook PID Response
Ziegler Nichols Overview
Advantages
1. Easy experiment; only need to change the P controller
2. Includes dynamics of whole process, which gives a more accurate picture of
how the system is behaving
Disadvantages
 Experiment can be time consuming
 Can venture into unstable regions while testing the P controller, which could
cause the system to become out of control
Tuning by Feel Method

This method involves systematic trial and error.
Proportional
Set Proportional to a low value 0.4
Turn off Reset (0.01)

Set Derivative to minimum effect. Turn Derivative, in Woodward controls
"S_D_R", to high number, SDR = 100.
Create an upset of the throttle using “Bump Enable” of 1 to 10% depending on
how much swing process can tolerate.
224 Woodward
Allow time for at least 90% of the change to take place
If no cycle occurs, increase Proportional by doubling gain and use “Bump

Enable” to create an upset.
Repeat until first small cycle is seen, adjust Proportional in smaller increments
until 1/4 decay ratio is obtained.
Be sure to allow time for 90% of change to take place before changing settings.
Figure 4-12. Proportional Gain Effect
Integral
Turn Integral gain on to very slow action (0.1)
Use “Bump Enable” to recreate upset.
If no effect increase Integral in 150% increments until first effect is seen
(similar to Proportional step
After first effect is seen, add Integral in small increments until required
response is obtained.
Figure 4-13. Integral Gain Effect
Speed Derivative Ratio (SDR)

Woodward 225
Set SDR to 6
Use “Bump Enable” to recreate upset.
Decrease SDR by “1” until desired response is obtained.
Figure 4-14. SDR (Compensation) Effect
Further Refinement
Restart procedure finding final value for each term.
Check both upset conditions and load change conditions after all above steps
are completed.
Figure 4-15. Textbook PID Response
226 Woodward
Speed Dependent Dynamics

Used on constant speed applications like generators.
Figure 4-16. Speed Dependent Dynamics
Misfire Detection Calibration
The alarm is disabled below an adjustable load level. This to avoid spurious
alarms, as the derivative signal to noise ratio is poor at low load.
Before starting the calibration it is recommended to override the misfire alarms. The
ability to adjust load on the engine between 0 and 100% is required for this procedure.
The Misfire output has a small load dependency. It is necessary to compare the
misfire output at various load levels during continuous single cylinder misfire
conditions for EVERY cylinder against a reference "no misfire" running condition
at the same load level.
Abbreviated commissioning
1. Note the MISFIRE output level when no misfire is occurring at each relevant
load point
a. Set the alarm level to 4x that level
b. Set the alarm level to 10x of that level
c. Enable “Use Misfire to Freeze Ccor”
Full commissioning using 6.0 – Engine Misfire

1. Note the MISFIRE output level when no misfire is occurring at each relevant
load point
2. Then set the “Force Misfire Mode” to misfire to 30%
3. Set the “Misfire Rate” to
4. Create a Trend of “Misfire” and the index for alarming.
5. Ideally the lowest MISFIRE value of any cylinder misfire would be at least 4
times higher than the reference (no misfire) value at the same load level. On
some large cylinder count engine misfire levels below 60% will not be
measurable.
6. Set your misfire alarm condition based on a level below the lowest MISFIRE
value at the given load point but well above the reference value. To avoid
false alarms due to transient conditions, the alarm condition should be
required to be present for some minimum time before taking action.
7. Set the Shutdown level to 10x the background level or to 70% of complete
misfire level for the lowest cylinder
Woodward 227
Misfire Explained
Figure 4-17. Misfire Detection Curves
E6 Knock Control Logic Calibration

After calibrating the Knock module unit, the knock control logic in the E6 should
be calibrated for the desired response to knock detection. First, select what the
reaction of the E6 should be when the “Corrected Engine Knock Severity [0-
100%]” exceeds the user specified “Corrected Knock Severity REDUCTION
limit”.
 Set the desired action for Knock mitigation.
Figure 4-18. Knock Retard/Reduction Logic Selection (HMI Screen 11.2)
The Corrected Knock Intensity limits for shutdown should be adjusted to the
desired level.
228 Woodward
Figure 4-19.Critical Knock Shutdown Limit (Thresholds) (HMI Screen 5.0)
The control response to detected knock that exceeds these thresholds should
now calibrated and be tested.
To test the settings, the engine should be brought into a “Light knocking
condition”, with detected knock severity above the respective thresholds, to verify
that the user settings provide the desired control action.
Full Block Diagram Logic
Figure 4-20. Knock Retard and Load Reduction Calibration (HMI Screen 5.4)
Woodward 229
Chapter 5.
E6 Diagnostics
To facilitate troubleshooting problems in the system and to protect the engine, all
the critical parameters are monitored via diagnostics logic.
There are two possible reactions of the E6 to a fault:

 Alarm
 Shutdown
All the alarms and shutdowns are latching. This means that on the occurrence of
a diagnostic event, the controller will record this information and keep the
alarm/shutdown “active” in the “Fault Log”, until it receives a reset command and
the cause for the event has been removed.
Resets for the alarms can be commanded with the engine running; shutdowns
can only be reset after the engine is stopped.
Table 5-1 is a full listing of alarms and shutdowns. Message text that starts with
“AL” means alarm and “SD” means a shutdown fault.
Table 5-1. E6 System Alarms
“Fault Log” Message FMI SPN Emissions

Related
AL01 AFR Lean 0 516096 TRUE
AL10 AFR Rich 0 516097 TRUE
AL15 Barometric Capture Fault 0 516098 TRUE
AL20 MAP 1 Sensor Voltage Lo 0 516099 TRUE
AL30 MAP 1 Sensor Voltage Hi 0 516100 TRUE
AL60 MAP Difference Out Of Range 0 516103 TRUE
AL78 MAP Hi 0 516104 TRUE
AL86 Load Sensor Input Lo 0 516105
AL87 Load Sensor Input Hi 0 516106
AL88 Loss of Load Sensor Input 0 516107
AL89 Load Hi 0 516108
AL102 MAT 1 Sensor Input Lo 0 516109 TRUE
AL103 MAT 1 Sensor Input Hi 0 516110 TRUE
AL104 MAT 1 PWM Sensor Fault 0 516111 TRUE
AL105 MAT 2 Sensor Voltage Lo 0 516112 TRUE
AL106 MAT 2 Sensor Voltage Hi 0 516113 TRUE
AL107 Loss of MAT Sensor(s) 0 516114 TRUE
AL108 MAT Hi 0 516115 TRUE
AL111 UEGO1 Sense Cell Failure 0 516116 TRUE
AL112 UEGO1 Nernst Voltage Lo 0 516117 TRUE
AL114 UEGO1 Sensor Fault 0 516119 TRUE
AL115 UEGO Analog In Sensor Lo 0 516120 TRUE
AL120 UEGO Analog In Sensor Hi 0 516121 TRUE
AL121 UEGO1 Nernst Voltage Hi 0 516122 TRUE
AL125 NOx Sensor 1 Alarm 0 516123 TRUE
AL127 NOx Sensor Heater Open 0 516125 TRUE
AL128 NOx Sensor Heater Short 0 516126 TRUE
AL129 NOx Sensor Open 0 516127 TRUE
230 Woodward
Related
AL130 NOx Sensor Short 0 516128 TRUE
AL131 NOx O2 Sensor Open 0 516129 TRUE
AL132 NOx O2 Sensor Short 0 516130 TRUE
AL133 NOx Control Fail to GQCL 0 516131 TRUE
AL148 Ambient Prs Sensor Volt Lo 0 516132 TRUE
AL149 Ambient Prs Sensor Volt Hi 0 516133 TRUE
AL151 LOP 1 Sensor Voltage Lo 0 516134
AL152 LOP 1 Sensor Voltage Hi 0 516135
AL155 LOP2 Sensor Voltage Lo 0 516136
AL156 LOP2 Sensor Voltage Hi 0 516137
AL153 Loss of LOP sensor(s) 0 516138
AL157 LOP Lo 0 516139
AL159 ECT 1 Sensor Input Lo 0 516140
AL160 ECT 1 Sensor Input Hi 0 516141
AL161 ECT 1 PWM Fault 0 516142
AL163 ECT 2 Sensor Voltage Lo 0 516143
AL164 ECT 2 Sensor Voltage Hi 0 516144
AL166 Loss of ECT Sensor(s) 0 516145
AL167 ECT Hi 0 516146
AL169 Balance Differential Hi 0 516147
AL174 Bank Balance Limit Hi 0 516148
AL175 Bank Balance Limit Lo 0 516149
AL178 CH4 Sensor Input Lo 0 516150 TRUE
AL180 CH4 Sensor Input Hi 0 516151 TRUE
AL185 Lube Oil Level Lo 0 516152
AL186 Coolant Level Lo 0 516153
AL190 Remote Input Lo 0 516154
AL200 Remote Input Hi 0 516155
AL210 TPS1 Input Voltage Lo 0 516156
AL220 TPS1 Input Voltage Hi 0 516157
AL235 Boost PS Input Voltage Lo 0 516160
AL245 Boost PS Input Voltage Hi 0 516161
AL270 Lambda CCorr > Max Limit 0 516162 TRUE
AL280 Lambda CCorr < Min Limit 0 516163 TRUE
AL290 GQCL CCorr > Max Limit 0 516164 TRUE
AL300 GQCL CCorr < Min Limit 0 516165 TRUE
AL305 NOx CCorr > Max Limit 0 516166 TRUE
AL306 NOx CCorr < Min Limit 0 516167 TRUE
AL310 CAN1 Port Fault 0 516168
AL320 CAN1 Transmit Error 0 516172
AL325 CAN1 Receive Error 0 516176
AL330 5V Supply XDCR Hi 0 516180
AL331 5V Supply XDCR Lo 0 516181
AL332 HV Supply XDCR Lo 0 516182
AL333 HV Supply XDCR Hi 0 516183
AL334 Internal Supply Fault 0 516184
AL335 Main Supply Voltage Hi 0 516185
AL336 Main Supply Voltage Lo 0 516186
AL339 Power Input Lo During Start 0 516187
Woodward 231
Related
AL340 Power Input Hi During Start 0 516188
AL361 Speed Bias Input Lo 0 516189
AL363 Speed Bias Input Hi 0 516190
AL362 Speed Bias PWM Input Lo 0 516191
AL364 Speed Bias PWM Input Hi 0 516192
AL365 Speed Bias PWM Fault 0 516193
AL370 Misfire Detected 0 516194
AL390 Potmeter Input Voltage Lo 0 516195
AL400 Potmeter Input Voltage Hi 0 516196
AL410 PTP Sensor Voltage Lo 0 516197
AL420 PTP Sensor Voltage Hi 0 516198
AL430 Mixture Throttle 1 Not OK 0 516199
AL438 Torque Limited 0 516201
AL439 kW LImited 0 516202
AL440 Throttle Limited 0 516203
AL456 NOx Sensor 1 Watchdog Timeout 0 516204
AL500 TecJet1 Hi Electrical Temp 0 516206
AL501 TecJet1 Electr, Temp Fail 0 516207
AL502 TecJet1 FGT Sensor Fail Hi 0 516208
AL503 TecJet1 FGP Sensor Fail Hi 0 516209
AL504 TecJet1 Coil Current Fail Hi 0 516210
AL505 TecJet1 Electr Temp Fail H 0 516211
AL506 TecJet1 FGT Fail Lo 0 516212
AL507 TecJet1 FGP Fail Lo 0 516213
AL508 TecJet1 Coil Current Fail Lo 0 516214
AL509 TecJet1 Battery Voltage Lo 0 516215
AL510 TecJet1 FGT Lo Limit Error 0 516216
AL511 TecJet1 dP Lo Limit Error 0 516217
AL512 TecJet1 FGP Lo Limit Error 0 516218
AL513 TecJet1 Battery Voltage Hi 0 516219
AL514 TecJet1 FGT Hi Limit Error 0 516220
AL515 TecJet1 dP Hi Limit Error 0 516221
AL516 TecJet1 FGP Hi Limit Error 0 516222
AL519 TecJet1 Flo Not Reached 0 516223
AL523 TecJet2 FGP sesnor Fail Hi 0 516227
AL524 TecJet2 Coil curent Fail Hi 0 516228
AL528 TecJet2 Coil curent Fail Lo 0 516232
AL600 TecJet1 Valve Pos Error 0 516242
AL601 TecJet1 dP Fail Hi 0 516243
AL602 TecJet1 Valve Pos Fail Hi 0 516244
AL603 TecJet1 dP Fail Lo 0 516245
AL604 TecJet1 Valve Pos Fail Lo 0 516246
AL605 TecJet1 Shutdown 0 516247
232 Woodward
Related
AL606 TecJet1 Internal Fault 0 516248
AL618 TecJet1 Zero Prs Detected 0 516249
AL702 EEPROM Primary Fault 0 516254
AL703 EEPROM Secondary Fault 0 516255
AL704 EEPROM Fail to Save 0 516256
AL707 Modbus Link Error 0 516257
AL1000 HS01 Aux Svcs Open Wire 0 516258
AL1001 HS01 Aux Svcs Out Short 0 516259
AL1002 HS02 Starter Open Wire 0 516260
AL1003 HS02 Starter Out Short 0 516261
AL1004 HS03 Prelube Open Wire 0 516262
AL1005 HS03 Prelube Out Short 0 516263
AL1006 HS04 Speed Sw1 Open Wire 0 516264
AL1007 HS04 Speed Sw1 Out Short 0 516265
AL1008 HS05 Fuel Vlv1 Open Wire 0 516266
AL1009 HS05 Fuel Vlv1 Out Short 0 516267
AL1011 HS06 Fuel Vlv2 Short 0 516269
AL1012 HS07 Power Open Wire 0 516270
AL1013 HS07 Power Out Short 0 516271
AL1014 HS08 MPRD Open Wire 0 516272
AL1015 HS08 MPRD Out Short 0 516273
AL1016 LS05 Alm Relay Open Wire 0 516274
AL1017 LS05 Alm Relay Short 0 516275
AL1018 LS06 SD Relay Open Wire 0 516276
AL1019 LS06 SD Relay Short 0 516277
AL1020 LS03 Speed Sw2 Open Wire 0 516278
AL1021 LS03 Speed Sw2 Out Short 0 516279
AL1022 LS04 Speed Sw3 Open Wire 0 516280
AL1023 LS04 Speed Sw3 Out Short 0 516281
AL1024 LS07 Open Wire 0 516282
AL1025 LS07 Short 0 516283
AL1026 LS08 Gen Ctrl Open Wire 0 516284
AL1027 LS08 Gen Ctrl Out Short 0 516285
AL1028 LS09 Open Wire 0 516286
AL1029 LS09 Short 0 516287
AL1030 LS10 FB Ok Open Wire 0 516288
AL1031 LS10 FB Ok Short 0 516289
AL1032 LS11 MAT Hi Open Wire 0 516290
AL1033 LS11 MAT Hi Out Short 0 516291
AL1034 LS12 MPRD Open Wire 0 516292
AL1035 LS12 MPRD Out Short 0 516293
AL1049 ProAct 1 General Alarm 0 516294
AL1301 F-Series Boost General Alarm 0 516296
AL1450 easYgen Watchdog Timeout 0 516297
AL1500 Bio Gas Not Available 0 516298
AL1501 Fuel Blend Ratio In Volt Lo 0 516299
AL1502 Fuel Blend Ratio In Volt Hi 0 516300
AL1503 Fuel Blend Proces In Volt Lo 0 516301
AL1504 Fuel Blend Proces In Volt Hi 0 516302
AL1505 Power Prior FB Ratio Limit 0 516303
AL1506 Load Reduction Keep FB Ratio 0 516304
AL1507 Throttle at maximum Pos 0 516305
AL1508 Load Setpoint Not reached 0 516306
AL1509 TJ2 Pos Limiter (Add Pipegas) 0 516307
Woodward 233
Related
AL1510 FB Proc Limiter (Add Pipegas) 0 516308
AL1451 easYgen Stop Command 0 516309
AL1700 TC Module Watchdog Timeout 0 516310
AL1701 Failed TC Signal-CYL 1 0 516311
AL1801 Failed TC Signal-TC1-Out 0 516331
AL1803 Failed TC Signal-TC1-In 0 516333
AL1805 Failed TC Signal-OC-In 0 516335
AL1806 Failed TC Signal-OC-Out 0 516336
AL1741 Cyl 1 Low Temp from Avg ALM 0 516337
AL1901 Fail To Crank 0 516357
AL1902 No Ignition Confirm 0 516358
AL1903 Engine Failed to Light-Off 0 516359
AL1904 Fail to Start 0 516360
AL1905 Fail to Control Speed 0 516361
AL1906 Stalled During Start Attempt 0 516362
AL1907 Ignition Stopped During Start 0 516363
AL1908 Failure To Build Oil Pressure 0 516364
AL2021 EID Open Primary Cyl 1 0 516365
234 Woodward
Related
AL2041 EID Shorted Primary Cyl 1 0 516385
AL2061 EID Out+ Short to Batt+ Cyl 1 0 516405
AL2081 EID Out+ Short to Batt- Cyl 1 0 516425
Woodward 235
Related
AL2101 EID Out- Short to Batt+ Cyl 1 0 516445
AL2121 EID Out- Short to Batt- Cyl 1 0 516465
AL2151 Plug Life Indication Hi Cyl 1 0 516485
236 Woodward
Related
AL2211 EID Crank Sensor missing 0 516505
AL2212 EID Sync Sensor missing 0 516506
AL2213 EID Cam Sensor missing 0 516507
AL2214 EID Timing Pattern Error 0 516508
AL2215 EID Engine Overspeed 0 516509
AL2216 EID Mapping Config Fault 0 516510
AL2217 EID Boost Voltage Lo 0 516511
AL2218 EID Boost Voltage Hi 0 516512
AL2219 EID Unkn Timing or Duration 0 516513
AL2220 EID Command message timeout 0 516514
AL2221 EID Temp Sensor Fault 0 516515
AL2222 EID High Temp SD Pending 0 516516
AL2223 EID High Temp Alarm 0 516517
AL2224 EID Main Power Input Hi 0 516518
AL2225 EID Main Power Input Lo 0 516519
AL2226 EID Internal Voltage Fault 0 516520
AL2227 EID FPGA Refresh Needed 0 516521
AL2228 EID Discrete Output Shorted 0 516522
AL2229 EID Discrete Output Open 0 516523
AL2230 EID Cal Mem Fault - Backup 0 516524
AL2231 EID Cal Memory Severe Fault 0 516525
AL2232 EID HV XDCR Out Volt Lo 0 516526
AL2233 EID HV XDCR Out Volt Hi 0 516527
AL2234 EID eTPU Fault 0 516528
AL2240 EID Crank Config Error 0 516529
AL2241 EID Crank Synch Error 0 516530
AL2242 EID Crank Loss Error 0 516531
AL2243 EID Crank Signal Error 0 516532
AL2244 EID Crank Tooth Count Mismatch 0 516533
AL2245 EID Sync Config Error 0 516534
AL2246 EID Sync Synch Error 0 516535
AL2247 EID Sync Loss Error 0 516536
AL2248 EID Sync Signal Error 0 516537
AL2249 EID Sync Tooth Count Mismatch 0 516538
AL2250 EID Cam Config Error 0 516539
AL2251 EID Cam Synch Error 0 516540
AL2252 EID Cam Loss Error 0 516541
AL2253 EID Cam Signal Error 0 516542
AL2254 EID Cam Tooth Count Mismatch 0 516543
AL2255 EID CAN1 Severe Fault 0 516544
AL2256 EID CAN1 Intermittant fault 0 516545
Woodward 237
Related
AL2261 EID Internal Datalink Read TO 0 516550
AL2262 EID MUX Group Profile Error 0 516551
AL2263 EID Profile Slot Config Error 0 516552
AL2501 Aux Crank Sensor Missing 0 516553
AL2502 Aux TDC Sensor Missing 0 516554
AL2503 Aux Cam Sensor Missing 0 516555
AL2504 Aux Timing pattern error 0 516556
AL2505 Aux Engine Overspeed 0 516557
AL2506 Aux Cal Mem Fault - Backup 0 516558
AL2507 Aux Cal Memory Severe Fault 0 516559
AL2508 Aux Command msg timeout 0 516560
AL2509 Aux eTPU Fault 0 516561
AL2510 Aux High Temperature Fault 0 516562
AL2511 Aux Temp Sensor Fault 0 516563
AL2512 Aux Main Power Input High 0 516564
AL2513 Aux Main Power Input Low 0 516565
AL2514 Aux Internal Error 0 516566
AL2515 Aux Discrete Out 1 Fault 0 516567
AL2517 Aux Internal Voltage Fault 0 516569
AL2518 Aux Analog Output 1 Faulted 0 516570
AL2520 Aux Crank Config Error 0 516572
AL2521 Aux Crank Synch Error 0 516573
AL2522 Aux Crank Loss Error 0 516574
AL2523 Aux Crank Signal Error 0 516575
AL2524 Aux Crank Tooth Count Mismatch 0 516576
AL2525 Aux Sync Config Error 0 516577
AL2526 Aux Sync Synch Error 0 516578
AL2527 Aux Sync Loss Error 0 516579
AL2528 Aux Sync Signal Error 0 516580
AL2529 Aux Sync Tooth Count Mismatch 0 516581
AL2530 Aux Cam Config Error 0 516582
AL2531 Aux Cam Synch Error 0 516583
AL2532 Aux Cam Loss Error 0 516584
AL2533 Aux Cam Signal Error 0 516585
AL2534 Aux Cam Tooth Count Mismatch 0 516586
AL2540 Aux CAN1 Severe Fault 0 516587
AL2541 Aux CAN1 Intermittant fault 0 516588
AL2543 Aux CAN3 Intermittant fault 0 516590
AL2544 Aux Int Datalink Message TO 0 516591
AL2601 Cyl 1 Light Knock 0 516592
238 Woodward
Related
AL2621 Cyl 1 Heavy Knock 0 516612
AL2661 Cyl 1 Knock Sensor Fault 0 516632
AL2681 Cyl 1 Strategy Fault 0 516652
Woodward 239
Related
AL5001 UEGO1 VM Short to GND 0 516672
AL5002 UEGO1 VM Vub Low Voltage 0 516673
AL5003 UEGO1 VM Short to Vbatt 0 516674
AL5004 UEGO1 VM Open Wire 0 516675
AL5005 UEGO1 UN Short to GND 0 516676
AL5006 UEGO1 UN Vub Low Voltage 0 516677
AL5007 UEGO1 UN Short to Vbatt+ 0 516678
AL5008 UEGO1 UN Open Wire 0 516679
AL5009 UEGO1 IA/IP Short to GND 0 516680
AL5010 UEGO1 IA/IP Vub Low Voltage 0 516681
AL5011 UEGO1 IA/IP Short to Vbatt 0 516682
AL5012 UEGO1 IA/IP Open Wire 0 516683
AL5013 UEGO1 HTR Open Wire 0 516684
AL5014 UEGO1 HTR Short Circuit 0 516685
AL5015 UEGO1 Heater Over Temp 0 516686
AL5016 UEGO1 Fail during run 0 516687
AL5017 UEGO1 Fail to Heat 0 516688
AL5018 UEGO1 Fail to Ctrl in TmpWnd 0 516689
AL5019 UEGO1 Air Cal Fail - Cal Limit 0 516690
AL5020 UEGO1 Air Cal Fail - UEGO Flt 0 516691
SD05 LECM Boot Up 0 516692
SD60 MAP difference out of range 0 516693
SD70 Loss of MAP Sensor(s) 0 516694
SD75 Engine Backfire in Inlet Manifold 0 516695
SD79 MAP HH 0 516696
SD80 Engine Overspeed 0 516697
SD82 External Emergency Stop 0 516698
SD84 Internal Emergency Stop 0 516699
SD88 Loss of Load Sensor 0 516700
SD90 Load HiHi 0 516701
SD107 Loss of MAT Sensor(s) 0 516702
SD109 MAT HiHi 0 516703
SD140 Fuel Valve 1 Mismatch 0 516704
SD153 Loss of LOP Sensor(s) 0 516706
SD158 LOP LoLo 0 516707
SD166 Loss of ECT Sensor(s) 0 516708
SD168 ECT HiHi 0 516709
SD172 Balance Differential HiHi 0 516710
SD174 Bank Balance limit Hi 0 516711
SD175 Bank Balance limit Lo 0 516712
SD185 LOL LoLo 0 516713
SD186 ECL LoLo 0 516714
SD310 CAN1 Port Fault 0 516715
SD330 5 Volt Supply XDCR Hi 0 516719
SD331 5 Volt Supply XDCR Lo 0 516720
SD332 HV Supply XDCR Lo 0 516721
SD333 HV Supply XDCR Hi 0 516722
SD334 Internal Supply Fault 0 516723
SD337 Main Supply Voltage Lo 0 516724
SD338 Main Supply Voltage Hi 0 516725
SD341 Power Input Lo During Start 0 516726
SD342 Power Input Hi During Start 0 516727
240 Woodward
Related
SD380 Misfire Detected 0 516728
SD430 Mixture Throttle 1 Not OK 0 516729
SD442 Uncontrolled overpower 0 516731
SD450 TecJet1 Watchdog Timeout 0 516732
SD460 Knock Watchdog Data Timeout 0 516734
SD470 Ignition Watchdog Data Timeout 0 516735
SD475 Proact 1 Watchdog Data Timeout 0 516736
SD477 F-Series 1 Watchdog Data Timeout 0 516738
SD517 TecJet1 CAN Flow Demand Fail 0 516739
SD537 TecJet2 CAN Flow demand Fail 0 516740
SD600 TecJet1 Valve Pos Error 0 516741
SD605 TecJet1 Shutdown 0 516742
SD606 TecJet1 Internal Fault 0 516743
SD618 TecJet1 Zero Prs Detected" 0 516744
SD619 TecJet1 Key Switch is OFF 0 516745
SD638 TecJet2 Zero Prs Detected 0 516749
SD700 IO Lock Asserted 0 516751
SD701 LECM Main Module High Temp 0 516752
SD702 EEPROM Primary Fault 0 516753
SD703 EEPROM Secondary Fault 0 516754
SD705 Keyoff Seq Fail Module Fault 0 516755
SD706 Keyoff Seq Fail EE Save 0 516756
SD1016 Alarm Relay Open Wire 0 516757
SD1017 Alarm Relay Short 0 516758
SD1018 Shutdown Relay Open Wire 0 516759
SD1019 Shutdown Relay Short 0 516760
SD1048 Proact 1 No Run Enable 0 516761
SD1050 Proact 1 General SD 0 516762
SD1300 F-Series Boost General SD 0 516765
SD1450 easYgen Watchdog Timeout 0 516766
SD1700 TC Module Watchdog Timeout 0 516767
SD1721 Cyl 1 High Temp SD 0 516768
Woodward 241
Related
SD1811 TC1 In High Temp SD 0 516788
SD1812 TC2 Out High Temp SD 0 516789
SD1815 OC In High Temp SD 0 516792
SD1816 OC Out High Temp SD 0 516793
SD1761 Cyl 1 Low Temp from Avg SD 0 516794
SD1781 Cyl 1 Low Temp SD 0 516814
SD1920 Start Attempt Failed 0 516834
SD1921 Engine Stalled During Run 0 516835
SD1922 Ignition Off During Run 0 516836
SD1923 Ignition Off During Cooldown 0 516837
SD2200 EID Ignition Shutdown 0 516838
SD2201 EID High Temp Shutdown 0 516839
SD2202 EID Driver Enable Shutdown 0 516840
SD2203 EID Driver Enable SD Startup 0 516841
SD2521 Knock Sensor Failure 0 516842
SD2641 Cyl 1 Heavy Knock 0 516843
242 Woodward
Related
SD2701 Cyl 1 Critical Knock 0 516863
SD2721 Cyl 1 Strategy Fault 0 516883
Woodward 243
E6 System Alarms – Detailed Description

AL01 AFR Lean and AL10 AFR Rich
The individual alarms are activated when all of the following conditions are
simultaneously met:
 AFR mode selected and active (not GQCL mode)
 No UEGO sensor faults
 Engine speed is be higher than the user specified “Min. Speed”
 |Actual Lambda – Measured lambda| > user specified “Max Lambda
difference”
 Box beside “Enable Lambda difference alarm” is checked
 The alarm delay timer has expired
AL20 MAP 1 Sensor Voltage Lo and AL30 MAP 1 Sensor

Voltage Hi
The individual alarms are activated when the following conditions are
simultaneously met:
 The MAP_1 sensor voltage is above the user specified “MAP_1 max
voltage” or below the user specified “MAP_1 min voltage”
AL15 Barometric Capture Fault

This alarm is activated when the following conditions are simultaneously met:
 No AL20 or AL30, i.e. MAP_1 sensor voltage is within normal operating
range
 Sensed barometric pressure outside user defined range.
AL40 MAP 2 Sensor Voltage Lo and AL50 MAP 2 Sensor

Voltage Hi
simultaneously met:
 The MAP_2 sensor voltage is above the user specified “MAP_2 max
voltage” or below the user specified “MAP_2 min voltage”
AL60 MAP Difference Out Of Range

 The MAP difference check is enabled
 The MAP_2 sensor is enabled
 The difference between the measured MAP_1 and MAP_2 signals is more
than the user specified “Max difference”
SD80 Engine Overspeed

This shutdown is activated when the following conditions are simultaneously met:
 Sensed speed is above the user defined overspeed set point.
 The alarm delay timer has expired.
244 Woodward
AL86 Load Sensor Input Lo and AL87 Load Sensor Input Hi

The load sensor input is required when the system is configured as a GQCL
generator application (it is optional when the system is configured for lambda
closed loop operation).
simultaneously met:
 The load sensor input voltage is above the user specified “Load min voltage”
or below the user specified “Load min voltage”.
When one of the individual alarms is active in GQCL mode, the GQCL logic will
freeze Ccor at the most recent closed loop value and switch to open loop control.
AL115 UEGO Analog In Sensor Lo and AL120 UEGO Analog In

Sensor Hi
simultaneously met:
 The UEGO sensor voltage is above the maximum limit set point or below
the minimum limit set point.
 The engine is running (i.e. sensed speed is above user defined “Run
Speed”)
 Ve learn function is not active.
 System is configured as Lambda Closed Loop system (Calibration Tool
screen 15)
Recommended Action: Check wiring, replace sensor
AL111 UEGO1 Sense Cell Failure

Speed”)
 Lambda closed loop mode is selected
 The measured UEGO sense cell voltage is above the user specified “UEGO
Sense cell max. Voltage” or below the user specified “UEGO Sense cell
min. Voltage”.
 Sensed UEGO sensor tip temperature is within the normal operating range
as defined in the software
When this alarm is active the lambda closed loop logic will freeze Ccor at the
most recent closed loop value and switch to open loop control.
Woodward 245
AL112 UEGO1 Nernst Voltage Lo and AL121 UEGO1 Nernst

Voltage Hi
simultaneously met:
Speed”)
 The sensed UEGO heater voltage is above the user specified “Lo Heater
voltage” or below the user specified “Hi Heater voltage”.
most recent closed loop value and switch to open loop control.
AL114 UEGO1 Sensor Fault

Speed”)
 A fault with the UEGO sensor, wiring or UEGO control hardware internal to
the E6 controller, other than AL111-113 or AL121, is detected
 This fault and the other UEGO sensor faults AL111-113 and AL121 are not
mutually exclusive
most recent closed loop value and switch to open loop control. There are no user
adjustable parameters for this alarm.
AL102 MAT 1 Sensor Input Lo and AL103 MAT 1 Sensor Input

Hi
simultaneously met:
 The sensed MAT sensor voltage is above the user specified “MAT_1 max
voltage” or below the user specified “MAT_1 min voltage”.
AL105 MAT 2 Sensor Input Lo and AL106 MAT 2 Sensor Input

Hi
simultaneously met:
 The sensed MAT sensor voltage is above the user specified “MAT_2 max
voltage” or below the user specified “MAT_2 min voltage”.
246 Woodward
AL149 Ambient Prs Sensor Volt Lo and AL150 Ambient Prs

Sensor Volt Hi
simultaneously met:
 The sensed Ambient Pressure sensor voltage is above the user specified
“Ambient Pressure Mat” or below the user specified “Ambient Pressure Min”.
If AL149 or AL150 is true the control will failover to the captured barometric
pressure from Manifold air pressure sensor 1.
AL108 MAT Hi and SD109 MAT HiHi

The MAT engine protection functions are enabled when the following conditions
are simultaneously met:
 MAT Alarm Logic is enabled (by checking the box beside “Enable MAT
Temperature Alarms”)
 Sensed MAT sensor voltage is in range (AL130MAT_1 Sensor voltage Lo)
and AL140MAT_1 Sensor voltage Hi are not active)
MAT engine protection is activated when sensed inlet manifold temperature is in

range and exceeds user specified thresholds for user specified durations. There
are two levels of protection, using two thresholds and two timers. The first level is
an (AL108 MAT Hi), which is activated when the sensed MAT exceeds the user
specified “Setpoint MAT Alarm” for the user specified “MAT Alarm Delay time”.
The second level of protection is engine shutdown (SD109 MAT HiHi). When the
sensed MAT exceeds the user specified “Setpoint MAT Shutdown” for the user
specified “MAT Shutdown Delay time”, shutdown will occur.
AL159 ECT 1 Sensor Input Lo and AL160 ECT 1 Sensor Input

Hi
simultaneously met:
 The input is enabled (by checking the box beside “Use ECT sensor, this
enables the sensor”)
 The sensed ECT sensor voltage is above the user specified “ECT max
voltage” or below the user specified “ECT min voltage”.
AL151 LOP 1 Sensor Voltage Lo and AL152 LOP 1 Sensor

Voltage Hi
simultaneously met:
 The input is enabled (by checking the box beside “Use Oil Pressure sensor”)
 The sensed lube oil pressure sensor voltage is above the user specified
“Lube Oil Pressure max. Voltage” or below the user specified “Lube Oil
Pressure min. Voltage”.
When AL151 or AL152 is active, the E6 controller will use the last valid reading
taken when the sensor voltage was in range.
Woodward 247
AL167 ECT Hi and SD168 ECT HiHi

The ECT engine protection functions are enabled when the following conditions
are simultaneously met:
 The input is enabled (by checking the box beside “Use ECT sensor, this
enables the sensor”)
 Sensed ECT sensor voltage is in range AL159 ECT 1 Sensor Input Lo and
AL160 ECT 1 Sensor Input Hi are not active)
The ECT engine protection functions are activated when sensed inlet manifold
temperature is in range and exceeds user specified thresholds for user specified
durations.
There are two levels of protection, using two thresholds and two timers. The first
level is an AL167 ECT Hi which is activated when the sensed ECT exceeds the
user specified “Setpoint ECT Alarm” for the user specified “ECT Alarm Delay
time”. The second level of protection is an engine shutdown SD168 ECT HiHi.
When the sensed ECT exceeds the user specified “Setpoint ECT Shutdown” for
the user specified “ECT Shutdown Delay time”, shutdown will occur.
AL178 CH4 Sensor Input Lo and AL180 CH4 Sensor Input Hi

simultaneously met:
 The input is enabled by checking the box beside “Enable CH4% signal”
 The sensed input voltage is above the user specified “CH4 max. voltage” or
below the user specified “CH4 min. voltage”.
AL190 Remote Input Lo and AL200 Remote Input Hi

simultaneously met:
 Remote reference input is enabled by checking the box beside “Use Spd/Ld
reference input”
 The remote reference voltage is above the user specified “Speed/load ref
max voltage” or below the user specified “Speed/load ref min voltage”
AL210 TPS1 Input Voltage Lo and AL220 TPS1 Input Voltage Hi

The individual alarms are applicable when a mixture throttle with throttle position
feedback is used in the system
simultaneously met:
 TPS input is enabled using “Use TPS signal”
 The TPS voltage is above the user specified “TPS max voltage” or below
the user specified “TPS min voltage”
When AL210 or AL220 is active, the TPS will be set to zero.
248 Woodward
AL331 5V Supply XDCR Lo and AL330 5V Supply XDCR Hi

The individual alarms provide detection and warning of high or low voltage on the
transducer power supply from the E6 controller.
simultaneously met:
 The sensed output voltage is above the max. limit (5.25 V) or below the min.
limit (4.75 V).
AL332 HV Supply XDCR Lo and AL333 HV Supply XDCR Hi

transducer power supply XDRP_B from the E6 controller. Based on the
configuration of the HV voltage (12 or 20 Vdc) the fault levels will adjust
automatically.
simultaneously met:
 The sensed output voltage is above the nominal voltage + max. limit
(1 default) = 13 Vdc or 20 Vdc or below the nominal voltage - min. limit
(1 default) 11 Vdc or 19 Vdc.
AL334 Internal Supply Fault

internal power supply of the ECU (LECM).
simultaneously met:
 The input voltage is higher than the maximum threshold or lower than the
minimum threshold for one of the internal power supplies.
 The engine speed is higher than the user specified “Run Speed”
AL1016 LS05 Alm Relay Open Wire and AL1017 LS05 Alm
Relay Short
The individual alarms provide detection and warning of an open circuit on the
alarm relay Shutdown relay outputs.
The individual alarms are activated when the sensed impedance on the
respective output is above the expected range
The user cannot change the alarm thresholds.
Because it is assumed that a detected open circuit means that the activating the
output will have no effect and consequently will not be able to provide a warning
to the plant, each alarm is annunciated on the alternative output, i.e., the major
alarm relay open wire alarm is annunciated on the minor alarm output, and the
minor alarm relay open wire alarm is annunciated on the major alarm output. In
the latter case, the E6 system will not actually shutdown unless this alarm is
configured to do so.
Woodward 249
SD1016 Alarm Relay Open Wire and SD1018 Shutdown Relay

Open Wire
The individual shutdowns provide detection and warning of an open circuit on the
alarm relay Shutdown relay outputs.
The individual alarms are activated when the sensed impedance on the
respective output is above the expected range
The user cannot change the alarm thresholds.
Because it is assumed that a detected open circuit means that the activating the
output will have no effect and consequently will not be able to provide a warning
to the plant, each alarm is annunciated on the alternative output, i.e., the major
alarm relay open wire alarm is annunciated on the minor alarm output, and the
minor alarm relay open wire alarm is annunciated on the major alarm output. In
the latter case, the E6 system will not actually shutdown unless this alarm is
configured to do so.
AL270 Lambda CCorr > Max Limit and AL280 Lambda CCorr <
Min Limit
simultaneously met:
 The E6 controller is configured to run in Lambda Closed Loop mode
 The engine speed is higher than the user defined “Run Speed”
 Lambda Closed Loop mode is active, i.e. no UEGO sensor faults
 The closed loop correction equals the user defined “Max. Lambda
Difference“
AL290 GQCL CCorr > Max Limit and AL300 GQCL CCorr < Min
Limit
simultaneously met:
 The E6 controller is configured to run in GQCL mode
 GQCL mode is active, i.e. no load, MAP, MAT sensor faults
 The closed loop correction has reached the user defined “Correction Limit
AL305 NOx CCorr > Max Limit and AL306 NOx CCorr < Min
Limit
simultaneously met:
 The E6 controller is configured to run in NOx Closed Loop mode
 NOx Closed loop mode is active, i.e. no load, MAP, MAT sensor faults
 The closed loop correction has reached the user defined “Correction Limit
250 Woodward
AL310 CAN1 Port Fault

This alarm provides detection and warning of an internal error in the CAN1
processor (J1939 communications) on board the E6 controller.
 The E6 system is configured with a J1939 device (EID, ProAct, Knock
module™) on the engine J1939 link
 The internal diagnostics logic detects a problem with the CAN1 processor



Woodward 251
AL336 Main Supply Voltage Lo and AL335 Main Supply Voltage

Hi
The individual alarms provide detection and warning of high or low supply voltage
to the E6 controller.
The individual alarms are active when the following conditions are simultaneously
met:
 The input voltage is higher than the maximum threshold of 35.2 V or lower
than the minimum threshold 18 V
If a low voltage is detected during an automated start sequence the sequence

will exit.
AL361 Speed Bias Input Lo and AL363 Speed Bias Input Hi

simultaneously met:
 Speed control is enabled in the system
 Speed bias signal is enabled in the system
 The speed bias voltage is above the user specified “Speed Bias voltage
max” or below the user specified “Speed Bias voltage min”
When AL361 or AL363 is active, the speed bias will be set to zero.
AL370 Misfire Detected and SD380 Misfire Detected

simultaneously met:
 The engine load (”Load Percentage”) is greater than the user defined
“Minimum Load for Misfire Detection”
 The measured misfire level exceeds the user defined table “Derivative
Alarm level”
AL390 Potmeter Input Voltage Lo and AL400 Potmeter Input

Voltage Hi
simultaneously met:
 Potentiometer lambda offset is enabled in the system
 The Potentiometer lambda offset voltage is above the user specified
“Potentiometer Minimum voltage” or below the user specified “Potentiometer
Maximum voltage”
When AL390 or AL400 is active, the Potentiometer lambda offset will be set to
zero.
252 Woodward
AL410 PTP Sensor Voltage Lo and AL420 PTP Sensor Voltage

Hi
simultaneously met:
 PTP sensor is enabled in the system
 The PTP sensor voltage is above the user specified “PTP min voltage” or
below the user specified “PTP max voltage”
AL430 Mixture Throttle 1 Not OK

 Throttle status discrete input is “False”
AL435 Mixture Throttle 2 Not OK

 Throttle status discrete input is “False”
AL440 Throttle Limited

This alarm provides detection and warning of an engine overload condition.
 The Throttle PID control is at the “Throttle Max Limiter”
 Run Input contact is “True”
AL438 Torque Limited

This alarm provides detection and warning of an engine overload condition.
 The Throttle PID control is at the “Torque Limit (Max. Throttle position)”
 Run Input contact is “True”
SD442 Uncontrolled overpower

This shutdown provides protection from an uncontrolled overpower condition.
o Sensed MAP is equal to or greater than the user defined “MAP at Full
Load” + 30 kPa AND:
Woodward 253
o TPS sensor input is enabled in the system, sensed TPS voltage is in
range, AL210 (TPS input voltage Lo) and AL220 (TPS input voltage Hi)
are not active) AND:
o The calculated value of TPS filtered is greater than or less than the
“Mixture Throttle Demand Pos. (from PID)” by more than 10% OR:
o “Mixture Throttle Demand Pos. (from PID)” = 0
SD450 TecJet1 Watchdog Timeout and SD451 TecJet2

Watchdog Timeout
The individual alarms provide detection and warning of a TecJet J1939 timeout.
The individual alarms are active when the following are all true:
 No expected J1939 message from the TecJet(s) are received for more than
1.5 s
SD460 Knock Watchdog Data Timeout

This alarm provides detection and warning of a Knock module J1939 timeout.
This alarm is active when the following are all true:

 A Knock module is enabled in the system
 No expected J1939 message from the Knock module is received for more
than
1.5 s
SD470 Ignition Watchdog Data Timeout

This alarm provides detection and warning of an EID ignition controller J1939
timeout.
 An EID ignition controller with J1939 capability is enabled in the software
 No expected J1939 message from the EID is received for more than 10 s
 The alarm delay timer has expired
SD475 Proact 1 Watchdog Data Timeout
This alarm provides detection and warning of an ProAct throttle J1939 timeout.
 ProAct with J1939 capability is used as mixture throttle in the system
 ProAct with J1939 capability is enabled in the software
 No expected J1939 message from the ProAct throttle is received for more
than 1.5 s
254 Woodward
SD476 Proact 2 Watchdog Data Timeout

 ProAct with J1939 capability is used as mixture throttle in the system
 ProAct with J1939 capability is enabled in the software
 No expected J1939 message from the ProAct throttle is received for more
than 1.5 s
SD477 F-Series 1 Watchdog Data Timeout

 F-Series with J1939 capability is used as mixture throttle in the system
 F-Series with J1939 capability is enabled in the software
 No expected J1939 message from the F-Series throttle is received for more
than 1.5 s
AL157 LOP Lo and SD158 LOP LoLo

The lube oil pressure engine protection functions are enabled when the following
conditions are simultaneously met:
 The input is enabled (by checking the box beside “Use Oil Pressure sensor”)
 Sensed lube oil pressure sensor voltage is in range AL151 LOP 1 Sensor
Voltage Lo and AL152 LOP 1 Sensor Voltage Hi are not active)
Lube oil pressure engine protection is activated when sensed lube oil pressure is
in range and falls below the user specified table of minimum oil pressure versus
rpm for user specified durations. There are two levels of protection, using two
thresholds and two timers. The first level is an AL157 LOP Lo which is activated
when the difference between the sensed lube oil pressure and the interpolated
value from the user specified “Oil pressure setpoint curve for shutdown” is less
than the user specified “Oil pressure setpoint above shutdown curve to give Oil
pressure Alarm” for the user specified “Alarm Delay”. The second level of
protection is engine shutdown SD158 LOP LoLo. When the sensed oil pressure
becomes and remains equal to or less than the user specified “Oil pressure
setpoint curve for shutdown” for the user specified “Shutdown Delay” seconds,
shutdown will occur.
SD185 LOL LoLo and AL185 Lube Oil Level Lo – Lube Oil Level
(LOL)
The engine oil level engine protection functions are enabled when the following
condition is met:
 A normally closed oil level switch is connected to the oil level sensor input
and the box beside “Set Oil Level Contact NC/NO” is checked
OR
 A normally open oil level switch is connected to the oil level sensor input
and the box beside “Set Oil Level Contact NC/NO” is unchecked
Engine oil level protection logic will take effect when the oil level switch input
indicates the oil level is low. There are two alternative levels of protection. The
Woodward 255
first level is an AL185 Lube Oil Level Lo which is activated when the box beside
“Set True for Shutdown” is unchecked and the oil level switch input indicates the
oil level is low for the user specified “Alarm Delay time”.
The shutdown SD185 Lube Oil Level LoLo which is activated when the box
beside “Set True for Shutdown” is checked and the oil level switch input indicates
the oil level is low for the user specified “Alarm Delay time”.
The default configuration is for immediate .
AL186 Coolant Level Lo and SD186 ECL LoLo - Configurable

Alarm/Shutdown
The engine coolant level (ECL) engine protection functions are enabled when the
following condition is met:
 A normally closed coolant level switch is connected to the coolant level
sensor input and the box beside “Coolant Level Switch NC/NO” is checked
OR
 A normally open coolant level switch is connected to the coolant level
sensor input and the box beside “Coolant Level Switch NC/NO” is
unchecked
Engine oil level protection logic will take effect when the oil level switch input
indicates the coolant level is low. There are two alternative levels of protection. The
first level is an AL495 (Coolant level Lo), which is activated when the box beside
“Set True for Shutdown” is unchecked and the coolant level switch input indicates
the coolant level is low for the user specified “Alarm Delay time”.
The second level is a shutdown AL495 (Coolant level Lo), which is activated when
the box beside “Set True for Shutdown” is checked and the coolant level switch
input indicates the coolant level is low for the user specified “Alarm Delay time”.
The default configuration is for immediate.
SD606 TecJet1 Internal Fault & AL600AL639 (TecJet2 Internal

Alarms/Shutdowns)
These alarms identify TecJet diagnosed internal faults.
SD701: RATE GROUP SLIP

These fault provide detection of E6 controller processor over load. It annunciates
in the service tool executing an IO Lock if the control code is not executed for 3
consecutive cycle times.
The fault is activated when the following conditions are simultaneously met:
 E6 Controller is powered up
 Condition exists
There are no user-calibratable parameters for this fault.
Recommended Action: Cycle power to control and contact OEM of engine.
256 Woodward
AL911 (Knock module 1Knock level Engine Severity limit)

 A Knock module knock detection module (“Knock module 1”) with J1939 is
installed in the system, and enabled in the software
 Total knock severity exceeds the user defined value “Corrected Knock
Severity SHUTDOWN limit”
SD2721 Cyl 1 Strategy Fault

A strategy fault means that knock is still detected by the Knock module when
timing is retarded to the value defined in “Maximum Retard Bias” and/or
load/speed is reduced to the value defined in “Maximum Derate”.
 Knock mitigation is enabled in the software
 Knock is still detected, even though the timing is retarded the maximum
amount and/or load/speed is reduced the maximum amount
SD2701 Cyl 1 Critical Knock

Woodward 257
 Any single knock level measurement exceeds the “Critical Knock” threshold
SD2641 Cyl 1 Heavy Knock

 The knock level measurement exceeds the “Heavy Knock” threshold for
longer than the “SD2641 - SD2660 Delay”
AL2621 Cyl 1 Heavy Knock

 The knock level measurement exceeds the “Heavy Knock” threshold for
longer than the “AL2621 - AL2640 Delay”
258 Woodward
AL1049 ProAct 1 General Alarm

This alarm will be true when one of the internally configured alarms in the ProAct
is true. For diagnosis of the specific alarm go to Page 13.6 ProAct Mixture
Throttle Faults.
For further information, please refer to your specific ProAct manual.
SD 1050 ProAct General Shutdown

This alarm will be true when one of the internally configured Shutdowns in the
ProAct are true. For diagnosis of the specific alarm go to Page 13.6 ProAct
Mixture Throttle Faults.
For further information, please refer to your specific ProAct manual.
AL1450 easYgen Watchdog Timeout

This alarm provides detection and warning of an E6 controller diagnosed
communications fault when using the easYgen-3000 controller with J1939
communications
 easYgen-3000 with J1939 is enabled in the software
 No expected J1939 messages from the easYgen-3000 module are received
for more than 2 s.
AL1451 easYgen Stop Command

This alarm identifies an easYgen generated stop command when using the
easYgen-3000 controller with J1939 communications
 easYgen-3000 with J1939 is used in the system, and enabled in the
software
 The easYgen generates a shutdown command which is received by the E6
controller
 Allow easYgen to Stop the engine is “Checked”
Since the easYgen Shutdown command is a normal and expected occurrence,

AL1451 does not result in activation of the E6 Control shutdown relay output.
Also, AL1451 does get logged in the “Fault Log” but its status can automatically
cycle to “Inactive” if “Latch easYgen Stop Command - AL1451” is unchecked. If
the easYgen Shutdown command was due to an abnormal condition detected by
easYgen, there will be an indication of this on the easYgen user interface.
Woodward 259
Chapter 6.
Main Module Electrical Circuits
This chapter contains descriptions of each input and output type contained in the
main module of the LECM as well as connector pinout, connector location, and
visual indicators.
Main Module Connections

Terminal Locations
All connections are located on the top face of the LECM. Signals are grouped by
type within each connector.
Figure 6-1. Main Module Terminal Locations
J1 Connector Pinout Overview
1 2 3 4 5 6 7 8 9 10 11 12
LSO1 LSO2 LSO3 LSO4 LSO5 LSO6 LSO8 LSO9 LSO10 LSO11 LSO12 KEY_SW
13 14 15 16 17 18 19 20 21 22 23 24
TRIG1 TRIG2 TRIG3 TRIG4 EXTBOOT LSO7 121 122 123 AIN1 mAJPR AIN3 mAJPR AIN5 mAJPR DIN1 DIN11 DIN12
25 26 27 28 29 30 VBATT+ VBATT- VBATT- 31 32 33 34 35 36
LSU1_VM LSU1_UN TRIG_RTN LSU1_IP LSU1_IA HSO1 AIN1 mAJPR AIN3 mAJPR AIN5 mAJPR DIN2 DIN10 DIN13
37 38 39 40 41 42 43 44 45 46 47 48
LSU2_VM LSU2_UN SHIELD LSU2_IP LSU2_IA HSO2 AIN1(-) AIN3(-) AIN5(-) DIN3 DIN9 DIN14
49 50 51 52 53 54 55 56 57 58 59 60
SPD1(+) SPD1(-) SHIELD SPD2(+) SPD2(-) HSO3 AIN1(+) AIN3(+) AIN5(+) DIN4 DIN8 DIN15
61 62 63 64 65 66 67 68 69 70 71 72
SPD3(+) SPD3(-) SHIELD SPD4(+) SPD4(-) HSO4 SHIELD SHIELD SHIELD DIN5 DIN7 DIN16
73 74 75 76 77 78 79 80 81 82 83 84
TC_RTD1(+) TC_RTD1(-) SHIELD TC_RTD2(+) TC_RTD2(-) HSO5 AIN2(+) AIN4(+) AIN6(+) DIN6 DIN_RTN3 DIN_GRP3
85 86 87 88 89 90 91 92 93 94 95 96
TC_RTD3(+) TC_RTD3(-) SHIELD TC_RTD4(+) TC_RTD4(-) HSO6 124 125 126 AIN2(-) AIN4(-) AIN6(-) DIN_RTN1 DIN_RTN2 CAN1_HI
97 98 99 100 101 102 +5V_XDCR XDRG +HV_XDCR 103 104 105 106 107 108
TC_RTD5(+) TC_RTD5(-) SHIELD TC_RTD6(+) TC_RTD6(-) HSO7 AIN2 mAJPR AIN4 mAJPR AIN6 mAJPR DIN_GRP1 DIN_GRP2 CAN1_LO
109 110 111 112 113 114 115 116 117 118 119 120
TC_RTD7(+) TC_RTD7(-) SHIELD TC_RTD8(+) TC_RTD8(-) HSO8 AIN2 mAJPR AIN4 mAJPR AIN6 mAJPR +HV_XDCR +HV_XDCR CAN1_SHLD
Figure 6-2. J1 Connector Overview
260 Woodward
1 2 3 4 5 6 7 8
AIN7 mAJPR +HV_XDCR +5V_XDCR XDRG +5V_XDCR SHIELD CAN2_HI CAN2_LO
9 10 11 12 13 14 15 16
AIN7 mAJPR AIN9 AIN10 AIN19 XDRG SHIELD CAN2_GND CAN2_SHLD
17 18 19 20 21 22 23 24
AIN7(-) AIN11 AIN12 AIN20 AIN28 SHIELD CAN3_HI CAN3_LO
25 26 27 28 29 30 31 32
AIN7(+) AIN13 AIN14 AIN21 AIN29 SHIELD CAN3_GND CAN3_SHLD
33 34 35 36 37 38 39 40
SHIELD AIN15 AIN16 AIN22 AIN30 SHIELD RS232_TXD RS232_RXD
41 42 43 44 45 46 47 48
SHIELD AIN17 AIN18 AIN23 AIN31 SHIELD RS232_GND RS232_SHL
49 50 51 52 53 54 55 56
AIN8(+) AOUT1(-) AIN34 AIN24 AIN32 SHIELD HI_TERMJP LO_TERMJP
57 58 59 60 61 62 63 64
AIN8(-) AOUT1(+) AIN35 AIN25 AIN33 SHIELD HI_TERMJP LO_TERMJP
65 66 67 68 69 70 71 72
AIN8 mAJPR AOUT2(-) AIN36 AIN26 NC SHIELD RS485_HI RS485_LO
73 74 75 76 77 78 79 80
AIN8 mAJPR AOUT2(+) AIN37 AIN27 NC SHIELD RS485_GND RS485_SHL
Wiring Pinout Overview

Speed Inputs
Speed 1 (+) SPD1(+) J1-49 Speed 2 (+) SPD2(+) J1-52

Speed 1 (–) SPD1(-) J1-50 Speed 2 (–) SPD2(-) J1-53
Speed 1&2 shield SHIELD J1-51 Speed 1&2 shield SHIELD J1-51

Speed 3&4 shield SHIELD J1-63 Speed 3&4 shield SHIELD J1-63
Wide Band Oxygen (UEGO) Sensor Inputs
LSU1 VM LSU1_V J1-25 LSU2 VM LSU2_V J1-37

M M
LSU1 UN LSU1_UN J1-26 LSU2 UN LSU2_U J1-38
N
LSU1 IP LSU1_IP J1-28 LSU2 IP LSU2_IP J1-40
LSU1 IA LSU1_IA J1-29 LSU2 IA LSU2_IA J1-41
LSU 1&2 SHIELD J1-39 LSU 1&2 SHIELD J1-39
shield shield
Woodward 261
Digital Inputs
Digital Input 1 DIN1 J1-22
Digital Group 1 Common DIN_GRP1 J1-106
Digital Return 1 DIN_RTN1 J1-94
+HV Transducer Output +HV_XDCR J1-118

+HV Transducer Output +HV_XDCR J1-119

Differential Analog Inputs

Analog Input 1 (+) AIN1(+) J1-55
Analog Input 1 (–) AIN1(-) J1-43
Analog Input shield SHIELD J1-67
Current use jumper (in) AIN1 mAJPR J1-19
Current use jumper (out) AIN1 mAJPR J1-31



262 Woodward
Differential Analog Inputs (cont’d.)




Analog Inputs
Analog Input 9 AIN9 J2-10 Analog Input 24 AIN24 J2-52

Analog Input 23 AIN23 J2-44
Shields (Chassis) SHIELD J2-6, 14, 22, 30, 38, 46, 54, 62, 70, 78
Woodward 263
Temperature Inputs
TC/RTD 1 (+) TC_RTD1(+) J1-73 TC/RTD 2 (+) TC_RTD2(+) J1-76

TC/RTD 1 (-) TC_RTD1(-) J1-74 TC/RTD 2 (-) TC_RTD2(-) J1-77
TC/RTD Shield SHIELD J1-75 TC/RTD Shield SHIELD J1-75



Key Switch Input
Key Input (+) KEY_SW J1-12
Power Input
Power Input (+) VBATT+ J1-121

Power Input (–) VBATT- J1-122, 123
Special Purpose
Force Boot Override EXTBOOT J1-17
Figure 6-4. Main Module Inputs
264 Woodward
Discrete and PWM Outputs
Low Side Output 1 LSO1 J1-1

High Side Output 1 HSO1 J1-30

Trigger Output 1 TRIG1 J1-13

Trigger Output Return TRIG_RTN J1-27
Analog Outputs
Analog Output 1 AOUT1 Analog Output 2 AOUT2

J2-58 J2-74
(+) (+) (+) (+)
Analog Output 1 AOUT1 Analog Output 2 AOUT2
J2-50 J2-66
(–) (-) (–) (-)
Power Outputs
J1-126
+HV Transducer (+) +HV_XDCR
J2-2
J1-124
5 V Transducer (+) +5V_XDCR J2-3
J2-5
J1-125
Transducer Power (–) XDRG J2-4
J2-13
Figure 6-5. Main Module Outputs
Woodward 265
CAN Communications
CAN 1 High CAN1_HI J1-96

CAN 1 Low CAN1_LO J1-108
CAN 1 shield/drain CAN1_SHLD J1-120
J2-
CAN 2 High CAN2_HI J2-7 CAN 3 High CAN3_HI
23
J2-
CAN 2 Low CAN2_LO J2-8 CAN 3 Low CAN3_LO
24
CAN 2 CAN 3 CAN3_GN J2-
CAN2_GND J2-15
Common Common D 31
CAN 2 CAN 3 CAN3_SH J2-
CAN2_SHLD J2-16
shield/drain shield/drain LD 32
RS-485 Communications
RS-485 (+) RS485_HI J2-71

RS-485 (–) RS485_LO J2-72
RS-485 Common RS485_GND J2-79
RS-485 shield RS485_SHLD J2-80
Termination jumper (+) in HI_TERMJPR J2-55
Termination jumper (+) out HI_TERMJPR J2-63
Termination jumper (–) in LO_TERMJPR J2-56
Termination jumper (–) out LO_TERMJPR J2-64
RS-232 Communications
RS-232 TX RS232_TXD J2-39

RS-232 RX RS232_RXD J2-40
Figure 6-6. Main Module Communications
Status LEDs
There are 7 tri-color LEDs available for application control. The default labeling of
these LEDs is to have 1 for each communication link plus one for overall product
health status. Custom labeling per OEM is possible so not every unit may use the
LEDs in the same way. Refer to the product or customer specific application
manual for details of LED operation.
The three colors are Red, Green, and Amber.
An unhandled exception results in IO_LOCK being asserted and the system will
shut down. When this happens, a blink code of 4 blinks (1/2 sec on, 1/2 sec off,
four times separated by 3 seconds) occurs on the Red System Led (a.k.a. CPU
Led). This value is displayed the first time an application is run after an
unhandled exception is encountered.
Call your control supplier if this is observed.
13 blinks on the led then a 3 second pause on the CPU LED means an
application was loaded that requires more stack memory than the controller has.
266 Woodward
Isolation Boundaries
Figure 3-7 shows an overview of which circuits are electrically isolated. The un-
isolated circuits are all ultimately referenced to the power supply (-) input. Care
should be taken when interfacing any un-isolated circuits to other equipment that
is separately powered to avoid ground loops or high common mode voltages.
Main Module
Non-isolated Circuits
MPU/Hall/PWM Speed Inputs Isolation Group #1 Isolation Group #3
Digital Inputs
Analog Inputs CAN #2 RS232
Temperature Inputs
Isolation Boundary
UEGO Inputs
Isolation Group #2 Isolation Group #4
HS Digital Output
LS DO / PWM Output CAN #3 RS485
Trigger Outputs
Analog Outputs
CAN #1 Isolation Group #5
5V Sensor Power Supply
+HV Sensor Power Supply ENET
Key Switch Input
Power Supply
Figure 6-7. Main Module Isolation Boundaries
Input Power and Keyswitch

It is required that the installation of this equipment includes over current protection
between the power source and the LECM. This over current protection may be
accomplished by series connection of properly rated fuses or circuit breakers.
Branch circuit protection of no more than 250% of the maximum LECM power
supply input current rating must be provided. Recommended fuse rating is 15 A.
The use of properly sized UL class CC, J, T, G, RK1, or RK5 fuses is required to
meet the requirements for branch circuit protection. Do not connect more than
one LECM Main module to any one fuse. Use the largest wire size possible for
the chosen connectors that also meets local code requirements. See Appendix A
for wire sizes. Time delay fuses should be used to prevent nuisance trips.
The largest wire size that can be connected to the

control power input connector is 3.0 mm² (12 AWG).
The maximum wire gauge permissible is recommended for going between the
power source and the Main module for each power input pin. The return and
positive wires should be routed in close proximity to each other, touching as
possible. The wires may be made to touch in several manners, routing in a single
jacket, minimal twisting like 1-2 twists per meter of the four wires, or a power cord
style cable bundle.
Driven loads that are powered from the same power supply as the LECM and
returned via the Low Side Outputs of the LECM must also have branch circuit
protection. This protection should not be the same protection as used for the
LECM. If it is not possible to provide such protection, then a 25 A branch circuit
protection must be applied to the LECM power supply (-) input.
Woodward 267
The LECM input power wiring source “+” and return “-“ wires between the power
supply and the LECM should be bundled together. Twisting each of the source
and return wire pairs together is an added measure to reduce unbalanced
currents but is not required.
Input power must be applied to the LECM control up to 0.5

seconds prior to expected use. The control must have time to
run its power-up diagnostics to become operational. Failure of
the diagnostics will disable control function. Actual boot time
depends on how memory is used in the final application.
The LECM must have all power removed before installing or

removing any connectors or wiring.
This equipment is suitable for use in Class 1, Division 2, Groups
A, B, C, and D, or non-hazardous locations only.
The LECM is suitable for use in European Zone 2, Group II
environments per self-declaration to EN 60079-15.
Wiring must be in accordance with Class I, Division 2 and
European Zone 2 wiring methods and in accordance with the
authority having jurisdiction.
Do not connect more than one power source to any one fuse or
circuit breaker.
Input Power: Batteries

When batteries are used Thermal breakers or fusing must meet the following
characteristics:
Current rating: 15 A Maximum

If the High Side Outputs are not used or drive only very low currents (like
relay coils) then it is possible to use a smaller fuse like 10 Amps instead.
Type: Fuse: Class K

Breaker: <1 second Time Delay for a 10x over-current event
IEC60898-1 Type C Instantaneous Trip Characteristic
Voltage rating: 250 Vdc
In the case of using batteries for supply power an alternator or other battery-
charging device is necessary to maintain a stable supply voltage. The range of
input voltages (18–32 Vdc) has been designed to accommodate voltage dips
during cranking events.
Input Power: Non-Batteries

If using a power source other than batteries hydraulic-magnetic breakers are
recommended instead of thermal breakers. Power supplies typically will reduce
voltage (crowbar) when there is a fault condition (like a short) in an effort to
control the power within its ratings. In this case the reduced voltage may prevent
a thermal breaker from disconnecting the LECM from the power source and
possibly damage the LECM and/or the wiring.
268 Woodward
Hydraulic-Magnetic breakers with the following requirements must be met:
Voltage Rating: 32 VDC or higher
Current Rating: 15 A
Time Delay: <3 seconds for a 200% over-current event
Input Power Ratings
Voltage Range 18–32 Vdc

Maximum Voltage 36 Vdc
Maximum Input Current 6 Arms @ 18 Vdc assuming maximum loads
Maximum Input Power 140 W @ 32 Vdc
Reverse Polarity Protection –32 Vdc
Sustained Cranking
12 Vdc for 30 seconds
Voltage
Minimum Cranking Voltage 9 Vdc for 100 ms
The LECM must be wired such that no other
Input Wiring Constraints device receives power from the wiring between
the LECM and the power supply source.
Table 6-1. Main Power Input Specifications
Inrush currents are possible when current is applied to the LECM control. The
magnitude of the inrush current is not controlled and depends on the power
source impedance, so Woodward cannot specify the maximum inrush current.
Time-delay fuses or circuit breakers must be used to avoid nuisance trips.
Power Supply Grounding

See Chapter 7 for details.
Power sources with both grounded and ungrounded returns are allowed.
Power Supply Monitoring Circuit

The input voltage level is monitored for the purpose of application diagnostics.
Maximum Voltage Measured 60 Vdc

Resolution in Volts 14.6 mVdc (12-bits)
Accuracy ±1% of full scale typical steady-state
±1% of full scale typical (±0.34 V)
Temperature Drift
±2.4% of full scale worst case (±1.33 V)
Filter Constant 1 pole at 0.6 ms
Table 6-2. Main Input Power Monitor Specifications
Woodward 269
Key Switch Monitoring Circuit

The key switch is used to energize the internal power supply and make the
LECM operational. Very little current is consumed at the KEY input. It is just a
logic gate used to startup the power supply.
The key switch input needs >12 V at the input to cause the power supply to
startup. This input has hysteresis. It will require <9 V before it will indicate that
the key is “off”.
The input state is monitored by the application. A key off condition will only cause
the LECM to shutdown if the application allows it.
All modules in an LECM (like Main, EID and AUX) are controlled by the
keyswitch on the Main module. The KEY inputs on the other modules are only
operational in cases where those modules are used without the Main module.
The key behavior is shared so that all modules in the stack will see the key off
indication simultaneously. Each module will control its own shutdown but none of
the modules is allowed to shut down its power supplies until all modules are
ready. Once the last module indicates it is ready, all will shut down their power
supplies.
Power Supply
Keep Alive
OR
Board Stack Interconnect
J1-12 KEY State Power Control

KEY_SW
MAIN CPU
Figure 6-8. Key Switch Architecture
Keyswitch Monitor
J1-12
key
+B
Battery Monitor
J1-121
15A
24V
J1-122
25A
J1-123
DGND
Optional Fuse
Figure 6-9. Main Input Power Wiring Diagram
270 Woodward
MPU and Proximity Sensor Inputs

The LECM accepts passive magnetic pickup (MPU) sensors also called variable
reluctance (VR) sensors and also accepts active proximity probe (Hall Effect)
sensors. When proximity sensors are used, power for the sensor is provided by
the LECM.
The speed inputs can be used for detecting speed, angular position, or both with
a flywheel or camshaft gear including teeth or holes. For angular detection, the
resulting pattern may include missing or extra features, irregular spacing, or
combinations of these. Detection of a single tooth, or a bolt head for angular
position (TDC or Phase) should be done with a proximity sensor for maximum
noise immunity and low speed (cranking) detection. Detection of holes cast or
drilled into a gear wheel is possible but the user should consider the effects of
contaminants on the reliability of this method. Likewise, polarity is important
when the sensor detecting the holes is used for engine position detection. See
the section on MPU Wiring for more details.
Proximity sensors can be prone to EMC susceptibility issues. For best results
with Hall Effect proximity sensors, use only Woodward proximity sensors. The
Woodward proximity sensor is a “NPN-PNP” sensor meaning that it forces the
return voltage to the supply (+) or supply (–) depending on the presence of a
tooth. The supply voltage never gets pulled to the supply (+) or (–) using only
pull-up/down resistors. The sensor also has built-in protection from mis-wiring
and has been tested for EMC compliance. See Appendix C for sensor details.
Proximity sensors should be powered from the LECM. The LECM power supply
for proximity sensors is detailed further in this section.
For speed sensor application and selection, refer to Woodward publication

82510. The publication discusses sensor selection, application, and installation.
There are four inputs on the LECM main module dedicated to speed sensor
signals. Each of the inputs can be used with either a MPU (passive VR sensor)
or a Proximity (active Hall Effect) sensor. If any other modules are present in the
LECM (like EID or AUX) those speed signals will also be available on the Main
module in addition to the local inputs.
When changing speed modes from Hall to VR a power cycle is required (not just
a software reboot).
MPU Input Frequency 10 Hz – 15 kHz

Input Amplitude 2.8 – 141 V peak-to-peak
Hall Input Frequency 0.015 Hz – 10 kHz
>9 Vdc for Proximity Probe “HIGH”
Input Amplitude
<2 Vdc for Proximity Probe “LOW”
Input Impedance 9 k
Isolation Voltage None
Input Common Mode Range ±30 Vdc
±0.15% of point >300 Hz, ±0.5 Hz when
Accuracy
<300 Hz
10–90%
Prox Duty Cycle 10 µs minimum period (depending on
software filter settings)
Table 6-3. Main Speed Input Specification
Woodward 271
Sensing Gear Selection

A multi-tooth crankshaft flywheel with more than 60 teeth is the optimum location
for a speed pickup. This sensor will be used for speed control and possibly fuel
injection timing (if applicable).
Many different pattern combinations of CAM and CRANK pickups are possible
where engine synchronous behavior is needed. See the appropriate software
manual for details.
The Duty Cycle specification in the Speed Input Specification table (Table 3-3)
indicates the ratio of tooth width to the gap width between teeth on the sensing
gear wheel. See graphic below for a visual explanation.
Y
Duty _ Cycle   100%
X Y
Figure 6-10. Duty Cycle
Speed Sensor Wiring

Wiring for speed sensors must be shielded cable with wire size of 18 AWG.
Smaller wire diameters have been shown to be unreliable in on-engine wiring due
to fatigue from vibration. No wire length greater than 30 meters is allowed.
Best practice for speed sensors is not to share them with other controls. Each
control should have its own speed sensors. If sharing of sensors is absolutely
necessary, it is best to share proximity sensors rather than MPU sensors because
the signal is not as heavily affected by the load applied within the LECM. However,
in this case the two devices sharing the proximity sensor must also share the same
power source.
For best signal protection, shielding for speed sensors must be carried through
from the sensor to the LECM without interruption.
Most ignition systems ground the speed sensors. This technique eliminates
common mode protection built into the LECM rendering the input much more
susceptible to noise. For this reason it is best not to share speed sensors with
any equipment that grounds the signal return.
272 Woodward
There are multiple techniques in use for shield connections of speed sensors.
Each technique has varying results depending on the noise present in the area.
In general, the most effective shield for a proximity or MPU sensor is carried
through to the sensor body via the connector and also connected to the LECM
shield pin. Unfortunately terminating both ends of the shield can create ground
loops at lower frequencies. The recommended practice is to tie the cable shield
to the designated shield pin on the control and leave the opposite end of the
shield un-terminated and insulated.
Shield grounding can be a determinative process, specific applications and RF

environments require different shield grounding schemes to be followed. See
Woodward application note 50532, Interference Control in Electronic Governing
Systems, for more complete information.
Connection SS_1 SS_2 SS_3 SS_4
Input (+) J1–49 J1–52 J1–61 J1-64
Input (–) J1–50 J1–53 J1–62 J1-65
+HV Transducer (+) J1–126 J1–126 J1–126 J1–126
Transducer (-) J1–125 J1–125 J1–125 J1–125
Shield J1–51 J1–51 J1–63 J1-63
Table 6-4. Main Speed Sensor Connections
Figure 6-11. Left Half of J1
Woodward 273
PWM Wiring
The PWM inputs are intended for connection to devices such as speed
references (foot pedal, etc.). However, they can be connected to other devices
as well. PWM signals may originate from a sensor or from another electronic
control. The LECM supplied HV Transducer power should always be used for
PWM sensors requiring external power in order to provide signal isolation. If the
originating device requires more power than is available from the LECM, then it
must be referenced to the same power source used on the input power pins of
the LECM.
PWM wiring should be done with twisted pair wiring with a shield. Shielding
should be unbroken between the sensor / control device and the LECM.
Shielding should not be grounded along its length anywhere in the system. The
shield should be connected to the appropriate dedicated PWM shield pin on the
LECM. The shield may be connected at the source device with a capacitor or left
unconnected.
Connections are made to J1. See Table 3-4 for pinout of the speed sensor
inputs.
+HV_XDCR Optional power

J1-126
+
J1-49
PWM
SS #1 10k device
-
J1-50
Twisted,
Shielded cable
J1-125
DGND
PWM reference
J1-51 (required)
Figure 6-12. Main PWM Wiring Diagram
The SPD(-) terminal must be left unconnected for PWM signals.
Speed Signal Filtering

There are two advanced filters available for the speed sensor inputs on both the
Main and EID modules. Any of the (up to) 8 speed signals consumed on those
modules may utilize these advanced filters. The Aux module will also benefit from
the filters for signals coming from Main or EID but not its own speed sensor
inputs.
The filters may be applied to VR, Hall Effect, or PWM signals. However, in
practice the filter is typically not necessary or as effective for VR signals. These
filters are quite useful for rejecting EFT and Surge related noise events. The
filters are software controlled but executed in hardware.
One filter requires a configurable minimum active time for the signal before it will
acknowledge the next signal edge. This filter produces no delay for the critical
signal edge. A configurable timer (minimum active time) is started upon detecting
the non-critical signal edge. If the signal remains present until the timer expires,
274 Woodward
the signal will then be passed to the CPU upon timer expiration. Then as the
actual signal critical edge transition is observed, it is passed to the CPU as a
transition without delay. A visual representation is found in Figure 3-18.
Edge Filter: Falling Edge = Critical Edge
Noise Real Input (Tooth/Hole)
Signal to CPU
100µs (configured timer)

No delay
100µs (configured timer)
Figure 6-13. Single Edge Filter
The other filter also requires a configurable minimum active time for each edge of
the signal. This filter produces a signal delay by the amount of the configurable
active time. A configurable timer (minimum active time) is started upon detecting
the non-critical signal edge. If the signal remains present until the timer expires,
the signal will then be passed to the CPU upon timer expiration. Then, as the
actual signal critical edge transition is observed, it is then also evaluated by the
same configurable timer. If the signal remains at the inactive state until the timer
expires, the signal will then be passed to the CPU upon timer expiration. A visual
representation is found in Figure 3-19.
Glitch Filter: Falling Edge = Critical Edge
Real Input (Tooth/Hole)

Noise
Signal to CPU
20µs (timer) 20µs (timer)
Figure 6-14. Dual Edge Filter
Use of these filters is expected for certain types of critical signals. For example, a
single ended signal (like the Main module Trigger Outputs) connected to a speed
input on another LECM would need to use this filter to reject surge ECM pulses.
High Voltage Transducer Power Supply

A power supply is provided for the proximity (Hall Effect) probes, PWM sensors,
and 4–20 mA loop power. This supply must be used to power the active probes.
Output Type Voltage source

Output Voltage 12 or 20 Vdc ±5%
Output Current 500 mA
Protection Output is protected from short circuit
Table 6-5. Main HV Transducer Power Specifications
Woodward 275
Through software control, this power supply may be configured to output either
12 V or 20 V. The power supply will regulate to the setpoint as long as the input
voltage is at least 2 volts above the configured output voltage. If the input voltage
is less, the output will be 2 V less than the input.
Upon boot-up, the supply is defaulted to the energized state. Once the
application starts, the application logic may turn the supply off. As a result, it
could appear erratic upon startup but this behavior is intentional to reduce startup
time for applications which require rapid start.
HV Transducer Power Wiring

Note that Transducer (-) is also referenced as XDRG (Transducer Ground) in
some parts of this manual. This signal pin is electrically equivalent to VBATT- but
cleaner from EMC. It has no protection from shorts to VBATT+.
Connection Pin For Discrete In Alt. Sensors

+HV Transducer (+) J1–126 J1-118, 119 J2-2
Transducer (-) J1–125 J1-83, 94, 95 J2-4, 13
Table 6-6. Main HV Transducer Power Connections
HV Transducer Power Supply Monitoring Circuit

The HV Transducer power supply voltage level is monitored for the purpose of
application diagnostics.

Measured Voltage Filter 1 pole at 1 ms
Resolution 12 bits (14.65 mVdc)
Accuracy at 25 C ±0.5% of full scale typical
Accuracy over Temperature ±1% of full scale typical(-40C to +85C)
Table 6-7. Main HV Transducer Power Monitor Specifications
General Purpose Differential Analog Inputs

There are eight inputs on the LECM dedicated to analog transducer signals or
interfacing to other electronic controls. Each of the Analog Inputs accepts a
4–20 mA signal or a 0–5 Vdc signal. Four of the eight also can accept a 0-1.25 V
switching oxygen sensor signal. One of the eight can also accept a bi-polar
signal of ±2.5 V such as that used with analog synchronizing controls like the
Woodward SPM-A. The Analog Inputs may be used with a two-wire ungrounded
(loop powered) transducer or an isolated (self-powered) transducer. Use of
current or voltage source transducers must be determined in advance and wired
to the appropriate input pins. Wiring requirements are different between the two
types of inputs.
276 Woodward
4-20 mA 0-5 V 0-1.25 V ±2.5 V
Input 1 X X X
Input 2 X X X
Input 3 X X X
Input 4 X X X
Input 5 X X X
Input 6 X X
Input 7 X X
Input 8 X X
Table 6-8. Main Differential Analog Input Capability
Current Input
If interfacing to a non-isolated device that may have the potential of reaching
over 20 Vdc with respect to the control’s common, the use of a loop isolator is
recommended to break any return current paths which could produce erroneous
readings. Loop power must be provided from a separate source. It may also be
possible to use the +HV Transducer power output from the LECM depending on
the current needed. See transducer wiring below for typical wiring.
Loop power should always be fused with a 100 mA (or smaller) fuse if the source
supply is capable of more than 100 mA current output. This fuse prevents
damage to the sensor or to the LECM due to wiring errors or shorts.
Input Type 4–20 mA (measures 0 – 24 mA)

Max. Input Current 24.87 mA
Common Mode Rejection 40 dB
Input Impedance 200  (±1%)
Anti-Aliasing Filter multi-pole at 5 ms
Bandwidth 160 Hz
Resolution 12 bits
Accuracy @ 25 °C ±0.5% of full scale
Temperature Drift ±0.4% of full scale
Table 6-9. Main Current Input Specification
Application logic should be included to flag errors and take action when input
current or any channel is below 4 mA or above 20 mA. The input will detect
currents outside this valid range so that such diagnostics are possible.
Woodward 277
Current Input Wiring

Wiring for analog inputs must be shielded cable. Shielding should be unbroken
between the sensor and the LECM. Shielding should not be grounded anywhere
in the system along the cable length. The shield should be connected to the
correct Analog Input shield pin on the LECM. The shield may be connected to the
sensor with an optional capacitor or left unconnected. It is best not to connect
both ends of the shield without the use of a capacitor unless the sensor is
completely floating with respect to ground.
To use the input as a current input, an external jumper must be put in place. The
Current Jumper (+) and Current Jumper (–) terminals must be shorted together
with a short external wire. The mA signal is applied across the Input (+) and Input
(–) terminals.
External loop powered transducers must be

individually protected with a 100 mA (or smaller)
fuse on each channel.
Twisted,
Shielded cable
J1-67
4-20 mA
Loop Powered
J1-55
Transducer
AI #1 + +
133k
-
J1-43 100mA
-
200
J1-19 Loop
Pwr
J1-31 Insert short jumper

for 4-20 mA use
Figure 6-15. Current Input Wiring Diagram; Loop Powered
Twisted,
Shielded cable
J1-67
4-20 mA
Loop Powered
from LECM
J1-55
Transducer
AI #1 + +
133k
- J1-126
Insert short jumper
J1-43 for LECM loop
- power reference
J1-125
200 Insert short jumper
for 4-20 mA use
J1-19
J1-31
Figure 6-16. Current Input Wiring Diagram; Loop Powered by LECM
278 Woodward
Twisted,
J1-67 Shielded cable
4-20 mA
Self-Powered
+
J1-55
Transducer
AI #1 +
133k
- Isolated Transducer
J1-43
- (or power supply
200 grounded at same point
as LECM power supply)
J1-19
Insert short jumper

J1-31
for 4-20 mA use
Figure 6-17. Current Input Wiring Diagram; Self-Powered
J1 on right
side of
connector
Figure 6-18. J1 Connector view of Analog Inputs
Woodward 279
Analog Input 1 (+) J1-55 Analog Input 2 (+) J1-79

Analog Input 1 (–) J1-43 Analog Input 2 (–) J1-91
Analog Input 1&2 shield J1-67 Analog Input 1&2 shield J1-67
Current use jumper (in) J1-19 Current use jumper (in) J1-115
Current use jumper (out) J1-31 Current use jumper (out) J1-103



Analog Input 7 shield J2-33 Analog Input 8 shield J2-41
Table 6-10. Main Differential Analog Input Connections
Voltage Input (0–5 V)

over 20 Vdc with respect to the control’s common, the use of a signal isolator is
recommended to break any return current paths that could produce erroneous
readings. Transducer power must be provided from an external source. It may
also be possible to use the +HV Transducer power output from the LECM
depending on the current needed. See transducer wiring below for typical wiring.
Input Type 0–5 Vdc

Max. Input Voltage 5 Vdc
Common Mode Rejection 40 dB typical
Input Impedance 133 k (±1%)
Anti-aliasing Filter multi-pole at 5 ms
Bandwidth 160 Hz
Resolution 12 bits
Table 6-11. Main Voltage Input Specification
280 Woodward
Voltage Input Wiring

between the sensor and the LECM. Shielding should not be grounded anywhere
sensor with a capacitor or left unconnected. It is best not to connect both ends of
the shield without the use of a capacitor unless the sensor is completely floating
with respect to ground.
To use the input as a voltage input, the external jumper used with current inputs
must NOT be put in place. The Current Jumper (+) and Current Jumper (–)
terminals must not have any connections. The voltage signal is applied across
the Input (+) and Input (–) terminals. See Table 3-12 for pinouts.
Twisted,
0-5 V
+ Self-Powered
J1-55
Transducer
AI #1 +
133k
-
J1-43 Isolated Transducer
(or power supply
200 grounded at same point
J1-19 as LECM power supply)
J1-31 No jumper. Leave open.
Figure 6-19. Voltage Input Wiring Diagram; Self-Powered
Connection Input (+) Input (–) Shield

Analog In #1 J1-55 J1-43 J1-67
Analog In #2 J1-79 J1-91 J1-67
Analog In #3 J1-56 J1-44 J1-68
Analog In #4 J1-80 J1-92 J1-68
Analog In #5 J1-57 J1-45 J1-69
Analog In #6 J1-81 J1-93 J1-69
Analog In #7 J2-25 J2-17 J2-33
Analog In #8 J2-49 J2-57 J2-33
Table 6-12. Main Voltage Input Connections
Bi-Polar Voltage Input (±2.5 V)

over 20 Vdc with respect to the control’s common, the use of a signal isolator is
recommended to break any return current paths that could produce erroneous
readings. See wiring below for typical wiring.
Woodward 281
Input Type ±2.5 Vdc

Max. Input Voltage 2.5 Vdc
Input Common ModeR ±32 Vdc
Anti-aliasing Filter Multi-pole at 5 ms
Bandwidth 160 Hz
Resolution 12 bits
Table 6-13. Bi-polar Voltage Input Specification
Bi-Polar Voltage Input Wiring

between the source and the LECM. Shielding should not be grounded anywhere
source with a capacitor or left unconnected. It is best not to connect both ends of
the shield without the use of a capacitor.
To use the input as a bi-polar voltage input, the external jumper used with current
inputs must NOT be put in place. The Current Jumper (+) and Current Jumper (–)
the Input (+) and Input (–) terminals. See Table 3-13 for pinouts.
Twisted,
J1-57
22
AI #5 + SPM-A
133k
- 21
J1-45
200
J1-21
Figure 6-20. SPM-A Input Wiring Diagram
Twisted,
J1-57
9
AI #5 + SPM-D
133k
- 10
J1-45
200
J1-21
Figure 6-21. SPM-D Input Wiring Diagram
282 Woodward
Switching Oxygen Sensor Voltage Input (0 – 1.25 V)

HEGO stands for Heated Exhaust Gas Oxygen. These sensors are also referred
to as Lambda sensors. HEGO sensors are designed to measure the portion of
oxygen that is in an exhaust gas flow. It has a very narrow measurement range
centered around the exhaust oxygen content of a stoichiometric air/fuel mixture.
Since the sensor measurement is sensitive to temperature, a heater is built in to
maintain constant temperature. Four sensor input channels allow for HEGO
measurements.
This configuration is similar to the 0–5 V but with an internal gain of 4x on the
signal to improve the measurement of an oxygen sensor signal. See wiring below
for typical wiring.
Input Type 0 – 1.25 Vdc

Max. Input Voltage 1.25 Vdc
Bandwidth 160 Hz
Resolution 12 bits
Accuracy @ 25 °C ±3% of full scale
Temperature Drift ±1% of full scale
Table 6-14. HEGO Input Specification
Switching Oxygen Sensor Voltage Input Wiring

To use the input as a voltage input, the external jumper used with current inputs
must NOT be put in place. The Current Jumper (+) and Current Jumper (–)
the Input (+) and Input (–) terminals. Woodward StableSense HEGO sensor
wiring shown below.
Twisted,
Sensor Signal
(Black)
J1-55
HEGO
AI #1 +
133k
- Sensor Return
J1-43
(Grey)
200
J1-19
Figure 6-22. StableSense HEGO Wiring Diagram
Woodward 283
Figure 6-23. StableSense HEGO Connector
Thermocouple and RTD Inputs

There are eight inputs on the LECM dedicated to temperature measurement.
Each of the Analog Inputs accepts a Thermocouple signal or a RTD signal. The
inputs may be used with two-wire ungrounded Thermocouples or RTDs.
Use only ungrounded thermocouples or RTDs.
All 8 inputs will be processed and available with updated temperature data every
1 second. Initial readings upon first applying power may require a few seconds to
fully stabilize due to filter time constants.
Thermocouple Input
The input was developed with J and K-type thermocouples in mind. Other types
may still work acceptably but have not been tested.
Input Type mV
Max. Input Voltage 71 mV (open fault is annunciated above
63 mV)
Common Mode Rejection 56 dB
Resolution 12 bits
Accuracy @ 25 °C Maximum of ±3C or 0.75% of point
Temperature Drift ±2C between 20 – 100C
Table 6-15. Main Thermocouple Input Specification
The input will bias toward a high voltage when left open circuit. This is provided
for open wire detection. Open wire detection annunciates at 65 mV and higher.
Thermocouple Input Wiring

Wiring for thermocouple inputs must be shielded cable. Shielding should be
unbroken between the sensor and the LECM. Shielding should not be grounded
anywhere in the system along the cable length. The shield should be connected
to the shield pin provided on the LECM.
284 Woodward
Twisted,
Shielded
J1-75 Thermocouple
Cable
+
J1-73
+ Thermocouple
TC #1
- J1-74
Ungrounded
Figure 6-24. Main Thermocouple Input Wiring Diagram
J1 on left
side of
connector
Figure 6-25. J1 Connector view of Thermocouple Inputs
TC/RTD 1 (+) J1-73 TC/RTD 2 (+) J1-76

TC/RTD 1 (1) J1-74 TC/RTD 2 (1) J1-77
TC/RTD 1&2 Shield J1-75 TC/RTD 1&2 Shield J1-75
TC/RTD 3 (+) J1-85 TC/RTD 4 (+) J1-88

TC/RTD 3 (1) J1-86 TC/RTD 4 (1) J1-89
TC/RTD 5 (+) J1-97 TC/RTD 6 (+) J1-100

TC/RTD 5 (1) J1-98 TC/RTD 6 (1) J1-101
TC/RTD 7 (+) J1-109 TC/RTD 8 (+) J1-112

TC/RTD 7 (1) J1-110 TC/RTD 8 (1) J1-113
Table 6-16. Thermocouple/RTD Input Connections
Woodward 285
Cold Junction
An on-board cold junction temperature measurement taken inside the LECM at
the connector pins is available to the application for temperature compensation.
Resolution 12 bits
Accuracy @ 25 °C ±2C
Temperature Drift ±2C
Anti-aliasing filter 1 pole at 0.1 ms
Table 6-17. Main CJ Temperature Specification
RTD Input
The input was developed to interface with 2-wire 100 , 200 , and 1000 
Platinum Type 385 resistive temperature devices. Other RTD types may work
acceptably but have not been tested. See transducer wiring below for typical
wiring.
0 – 554 Ω (using PT100 setting [x8 gain])

Input Resistance Range 0 – 1110 Ω (using PT200 setting [x4 gain])
0 – 4444 Ω (using PT1000 setting [x1 gain])
Maximum Input Resistance 4444 
Measurement Current 1 mA
Resolution 12 bits
Temperature Drift ±2C between 20 – 100C
Table 6-18. RTD Input Specification
RTD Input Wiring

Wiring for RTD inputs must be shielded cable. Shielding should be unbroken
between the RTD and the LECM. Shielding should not be grounded anywhere in
the system along the cable length. The shield should be connected to the shield
pin provided on the LECM.
Twisted,
+5V J1-75 Shielded Cable
+ J1-73
RTD #1 PT RTD
-
J1-74
Current
Sink
Figure 6-26. RTD Input Wiring Diagram
286 Woodward
Engine Sensor Analog Inputs

There are inputs on the LECM dedicated to on-engine analog transducer signals.
The sensor inputs accept a 0–5 Vdc signal from devices such as pressure
sensors and thermistors. The input is single ended with a simple pull-down
resistor to circuit ground (not battery ground) or pull-up resistor to 5 Vdc
depending on the input.
The pull-down sensor inputs should be used with three-wire ungrounded

transducers powered by the LECM. Use of ratiometric sensors or non-ratiometric
sensors is supported. The power source from the LECM is a 5 Vdc source
(typical for engine sensors). This power source is monitored internally for
diagnostic purpose and for compensation of ratiometric sensors.
The pull-up analog inputs should be used with two-wire ungrounded temperature
sensors. It is not acceptable to use an engine block ground for the sensor return.
These inputs may also be used as digital switch inputs. If using an input as a digital
switch input, it is recommended to use the lowest input impedance possible in
order to provide some contact cleaning of the physical switch. Although use of 5 V
in the switch circuit is preferred, battery levels are also allowed.
These inputs are not suitable for use with thermocouples. They may be used with
thermistors (negative coefficient temperature sensor) or RTDs. RTD use will have
very limited resolution. If possible, use the dedicated RTD inputs instead. Careful
selection of input impedance matched to sensor impedance range is required.
Input Type 0–5 Vdc
Max. Input Voltage 32 Vdc (due to wiring failure)
Common Mode Rejection 0 dB (single ended)
Input Common Mode Range 0 Vdc
Input Impedance Resistor to DGND (see Table 3-18)
Anti-aliasing Filter 1 pole at 1 ms
Resolution 12 bits
Temperature Drift ±1% of full scale
Table 6-19. Engine Sensor Analog Input Specification
Woodward 287
A variety of input impedances is provided for compatibility to most sensors.
Input Input Impedance Type Connection
AIN9 500 Ω Pull-up (temperature) J2-10
AIN10 49.9 kΩ Pull-down (pressure) J2-11
AIN27 221 kΩ Pull-down (potentiometer) J2-76
AIN29 221 kΩ Pull-down (potentiometer) J2-29
AIN30 1 kΩ Pull-up (temperature) J2-37
Table 6-20. Engine Sensor Analog Input Impedance
Engine Sensor Analog Input Wiring

Shielding is not required for engine sensor analog input wiring but may be used if
desired. If shielding is used, the shield should be continuous and ungrounded
along its length. There are connections available at the LECM for the shield that
are internally connected to chassis ground.
+5V
x Thermistor or
AI #9 + 0-5V transducer
J2-10
Transducer
33.2k
J2-4
DGND (XDRG)
Figure 6-27. Temperature Sensor Analog Input Wiring Diagram
288 Woodward
+5V_XDCR
J2-3
0-5V powered
by LECM
+
AI #10 J2-11 Transducer
33.2k y
J2-4
DGND (XDRG)
Figure 6-28. Engine Sensor Analog Input Wiring Diagram
For wiring ease, the transducer power supply is pinned out twice on J2. The
power output is the same physical source for a given pin but provided on multiple
pins.
All engine sensors must be wired to the same common connection. For wiring
ease, the transducer power supply common (XDRG) is pinned out twice on J2.
Choice of pin is arbitrary and only one connection of the two is required.
Transducer Power Supply

A software controlled 5 Vdc transducer power supply is provided to power the
engine sensors. The application software is able to turn the transducer power
supply on and off.

Output Voltage 5 Vdc  2%
Protection Protected from short circuit
Table 6-21. Transducer Power Specifications
Transducer Power Outputs Common Returns

+5V_XDCR J1–124 J1–125
+5V_XDCR J2–3 J2–4
+5V_XDCR J2–5 J2–13
Table 6-22. 5 V Transducer Power Output Connections
Woodward 289
Transducer Power Supply Monitoring Circuit

The 5 V transducer power supply voltage level is monitored for the purpose of
application diagnostics or for ratio metric sensor biasing.

Measured Voltage Filter 1 pole at 0.5 ms
Accuracy @ 25C ±0.5% of full scale
Accuracy over Temperature ±1% of full scale
Table 6-23. Transducer Power Monitor Specifications
Lambda Sensor Unit (UEGO) Inputs

UEGO stands for Universal Exhaust Gas Oxygen. These sensors are also
referred to as Wide Band Lambda sensors. UEGO sensors are designed to
measure the portion of oxygen that is in an exhaust gas flow. This measurement
is typically used to infer an air/fuel ratio at the time of combustion, ignition timing
corrections, and the proportions of pollutants entering or exiting the catalytic
converter.
It can also be used to measure the oxygen content of the intake flow when
exhaust gas is mixed with the intake flow in an Exhaust Gas Recirculation (EGR)
system. When used in the intake flow, the sensor should be located in the flow
prior to fuel mixing since the sensor operates at very high temperatures.
UEGO sensors are more complex inputs than the typical pressure or temperature
sensor. There is a control loop required to create the measurement signal, a
heater control circuit to maintain the sensor at the proper operating temperature,
two voltages to be corrected, sensor protection schemes and a calibration to be
maintained.
The UEGO (Universal Exhaust Gas Oxygen) inputs are compatible with Bosch
LSU4.9 wide range λ-sensors (Lambda sensors). The λ-sensor works in
conjunction with the on-board Bosch CJ125 ASIC(s) to provide continuous
regulation of λ for a sensor in the range of λ = 0.65...∞ (air). Figure 3-34 shows
the wiring diagram for the UEGO mating connector to the LECM.
It is required that the wires from the UEGO sensor(s)

to the LECM be shielded to reduce the levels of EMI.
A software filter must be used in the application to

reduce the noise seen on the UA_VOLTS and
UR_VOLTS. The recommended time constants are
0.1 sec for UA_VOLTS and 0.1 sec for UR_VOLTS.
290 Woodward
UEGO Sensor Input Wiring

The Bosch CJ125 microchip that is on-board the LECM works in conjunction with
the UEGO sensor. The microchip monitors the sense cell (also called the Nernst
cell) of the UEGO and drives the pump cell current to determine oxygen partial
pressure of the measured gas. The UEGO sensor heater is a PWM controlled
voltage from the LECM. Any LSO output with current read back may be used.
LSO1 was selected for Figure 3-34. Notice the heater wires were left out of the
shield but are twisted. This was done anticipating those noisy wires can be
routed separately so the noise doesn’t couple to the sensor signal wires which
are very noise sensitive. There are 5 connections to the LECM and 1 connection
to 24 Vdc.
+BATT
Bosch LSU4.9
Twisted pair
4 Grey
Heater
UEGO #1 LSO1 J1-1 3 White
UN – Nernst Voltage J1-26 Black

6
Yellow
VM – Virtual Ground J1-25 2
Green
IA – Trim Current J1-29 5
IP – Pumping Current J1-28 Red

1
J1-39 Twisted,
Shielded cable
Figure 6-29. UEGO Sensor Input Wiring Diagram
LSU1 VM J1-25 LSU2 VM J1-37

LSU1 UN J1-26 LSU2 UN J1-38
LSU1 IP J1-28 LSU2 IP J1-40
LSU1 IA J1-29 LSU2 IA J1-41
LSU Shield J1-39 LSU Shield J1-39
Table 6-24. UEGO Sensor Input Connections
Woodward 291
Sensor Sensor LECM LECM
UEGO Sensor Wire Connector UEGO 1 UEGO 2
Color Pin Channel Pin Pin
Sense (Nernst) Cell Black 6 UEGO_UN J1-26 J1-38
Trim Resistor Green 5 UEGO_IA J1-29 J1-41
Heater Supply Voltage Grey 4 Vbatt +24 Vdc +24 Vdc
Heater - White 3 LSO J1-1 J1-2
Virtual Ground Yellow 2 UEGO_VM J1-25 J1-37
Pumping Current Red 1 UEGO_IP J1-28 J1-40
Table 6-25. UEGO Sensor System Connections
General Purpose Analog Outputs

There are two outputs on the LECM dedicated to operating a gauge or interfacing
to other electronic controls. Each of the Analog Outputs provides a 4–20 mA
(0–22 mA) signal.
Current Output
The current outputs are sourcing outputs that control the current from the (+)
output. The (-) return goes to the circuit reference but is not measured. There is a
read back for the application to see the actual current that is provided at the (+)
output pin. This is primarily used for diagnostic purposes.
Output Type 4–20 mA (range 0 – 22 mA)

Maximum Output Current 24.85 mA
Minimum Load Resistance 2Ω
Maximum Load Resistance 420 Ω at 20 mA
Output Voltage 15 V
16 mA Step Response 10 ms
Current Ripple ±0.05 mA at 250 Ω load
Resolution 12 bits
Table 6-26. Main Current Output Specification
Each analog output has identical circuitry. There is no isolation between outputs
and no isolation to the digital circuitry of the LECM. Wiring for the first output is
shown below.
Current Output Wiring

Wiring for analog outputs should be with shielded cable. Shielding should be
unbroken between the LECM output and the load. The shield may be connected
at the load end.
292 Woodward
+15V
A/D
Setpoint PWM
IO Lockout J2-58 +
A
Short Protect 4-20 mA

J2-50
DGND
Figure 6-30. Main Current Output Wiring Diagram
J2 on left
side of
connector
Figure 6-31. J2 Connector view of Analog Outputs
Channel Output (+) Output (–)

Analog Out #1 J2-58 J2-50
Table 6-27. Main Analog Output Connections
Woodward 293
Analog Output Read back

The Analog Output Current is monitored for the purpose of application
diagnostics. The monitored current is the current that is provided at the (+)
terminal.
Maximum Current Measured 25 mA
Measured Current Filter 1 pole at 0.44 ms
Resolution 12 bits
Accuracy @ 25 C ±1% of full scale
Temperature drift ±1% of full scale
Table 6-28. Transducer Power Monitor Specifications
Digital Inputs
There are inputs on the LECM dedicated to switch signals. All inputs are
un-isolated and are designed for use with nearby dry contacts. There are three
groups of inputs. Each group may be configured for sinking or sourcing behavior.
Configuration is done via wiring jumper. Group 2 is shown below to give an
overview understanding of how the inputs are grouped with a common reference.
The Digital Return pins (J1-94, J1-95, J1-83) should only be used as jumper pins
to the DIN_GRP common pins. These pins are unprotected from shorts to battery
and so they should not be used for other DGND purposes. The +HV_XDRC
Transducer + pins (J1-118, J1-119) should be used as jumper pins to the
DIN_GRP common pins for sourcing behavior.
Whetting voltage and return wires need to be routed with the signal wires.
294 Woodward
12V or 20V
J1-126
+HV XDCR
To CPU
DIN#9 J1-47
1k
25k
0.01uF
DIN#10 J1-35
1k
25k
0.01uF
DIN#11 J1-23
1k
25k
0.01uF
DIN#12 J1-24
1k
25k
0.01uF J1-107
DIN_GRP2
DGND J1-95
Insert short jumper
Figure 6-32. Digital Input Group 2 Overview
Woodward 295
Digital Input 1 J1-22 Digital Input 9 J1-47

Digital Input 5 J1-70 Digital Group 2 Common J1-107
Digital Input 6 J1-82 Digital Return 2 J1-95
Digital Input 7 J1-71 +HV Transducer Output J1-119
Digital Input 8 J1-59
Digital Group 1 Common J1-106 Digital Input 13 J1-36
Digital Return 1 J1-94 Digital Input 14 J1-48
+HV Transducer Output J1-118 Digital Input 15 J1-60
Digital Input 16 J1-72
Digital Group 3 Common J1-84
Digital Return 3 J1-83
Table 6-29. Digital Input Pinout
Sourcing Behavior

> 9 Vdc = “ON”
Input Thresholds
< 2 Vdc = “OFF”
Max Input Voltage ±32 Vdc
Anti-aliasing Filter 0.200 ms
Table 6-30. Sourcing Input Specification
Each input also has a contact cleaning circuit which will draw enough current to
arc across dry contacts during switch closure. This action will clean the contacts
so they don’t build up resistance over time. The amount of current drawn
depends on the sourcing voltage. There is a 1 k resistance so to determine the
maximum current draw, simply take V/1000 where V is the source voltage in use.
Sourcing Input Wiring

Figure 6-33 is the preferred wiring method. Figure 6-34 is also allowed but not
preferred since it has the potential to introduce external noise or create ground
loops. +HV_XDCR may be sourced from J1-126, J-118, or J1-119.
+HV XDCR J1-126

To CPU
DIN#1 J1-22
1k
Contact 25k
Cleaning
Circuit
0.01uF J1-106
DIN_GRP1
J1-94
DIN_RTN1
DGND
Insert short jumper
Figure 6-33. Sourcing Input Wiring Diagram
296 Woodward
To CPU
DIN#1 J1-22
Contact
1k
25k
>9V
Cleaning
Circuit
0.01uF J1-106
DIN_GRP1 VBATT- (J1-122)
J1-94
DIN_RTN1
DGND
Insert short jumper
Figure 6-34. Alternate Sourcing Input Wiring Diagram
Sinking Behavior

> 9 Vdc = “OFF”
Input Thresholds
< 2 Vdc = “ON”
Max Input Voltage 32 Vdc
Anti-aliasing Filter 0.200 ms
Table 6-31. Sinking Input Specification
Each input also has a contact cleaning circuit which will draw enough current to
arc across dry contacts during switch closure. This action will clean the contacts
so they don’t build up resistance over time. The amount of current drawn
depends on the sourcing voltage. There is a 1 k resistance so to determine the
maximum current draw, simply take V/1000 where V is the source voltage in use.
Sinking Input Wiring

Wiring to use an input as a switch input is shown below. Each input has identical
circuitry. Wiring for discrete input #1 is shown below. Only the terminal numbers
change for the remaining discrete inputs.
The discrete input return should not be connected to any other devices. For best
results, connect to the contact of a relay and do not share the contact with other
devices.
Woodward 297
J1-125
To CPU DGND
DIN#1 J1-22
1k
Contact
25k
Cleaning
Circuit
0.01uF J1-106
DIN_GRP1
12V or 20V
J1-118
+HV XDCR Insert short jumper
Figure 6-35. Sinking Input Wiring Diagram
To CPU
DIN#1 J1-22
1k
Contact 25k VBATT- (J1-122)
Cleaning
Circuit
0.01uF J1-106
DIN_GRP1
12V or 20V
J1-118
+HV XDCR Insert short jumper
Figure 6-36. Alternate Sinking Input Wiring Diagram
Low Side Outputs with Current Feedback

There are 4 discrete outputs with current feedback. Each of the outputs can be
used as a Boolean (discrete) output or as a PWM output for direct control of
proportional actuators. Another common use is to drive an analog dashboard
meter indicating, for example, pressure or temperature.
Each output uses a protected MOSFET that will protect the LECM if a short
circuit is detected. The output will be retried periodically until the short circuit is
removed allowing the output to operate normally again. Feedback is provided to
the software application indicating the short circuit condition.
Current feedback is provided for application diagnostics and control. The current
is not automatically regulated. The regulation must be done in the application.
298 Woodward
Low-side driver with short circuit and

Output Type
over voltage protection
Continuous Current 3A
Transient Current 6A
PWM Output Frequency 30–2000 Hz
PWM Duty Cycle 0–100%
PWM Resolution 12 bits
±1% for both frequency and duty cycle
PWM Accuracy determination from 10% to 90% duty
cycle from 100 Hz – 2000 Hz
Table 6-32. Low Side Outputs Specification
PWM Wiring
When using discrete outputs as PWM outputs, there is not a recirculation diode
internal to the LECM output. Therefore, if the load is inductive (like a linear
actuator) then a recirculation diode must be provided at the terminals of the
actuator. If the load is only resistive (like an oxygen sensor heater) then a
recirculation diode is not necessary.
For inductive loads, a recirculation diode is required

to be placed at the load.
Channel Signal Output

LSO 1 J1-1
LSO 2 J1-2
LSO 3 J1-3
LSO 4 J1-4
Table 6-33. LSO Outputs with Current Feedback
Twisted pair wiring is recommended for PWM wiring to balance the signal for EMI
control.
Linear
LSO#1 Actuator
J1-1
-
GATE
DRIVE & 1M +
DIAG
24V Same power

50m
Current source as LECM
Feedback J1-122 - power or grounded
to same place
Figure 6-37. PWM Output Wiring Diagram for Linear Actuator
Woodward 299
Boolean (Discrete) Output Wiring

All discrete outputs may be used as Boolean outputs. Each output has identical
circuitry. Wiring for digital output #1 is shown below. Only the terminal numbers
change for the remaining discrete outputs. See Table 3-34 for pinout.
The discrete outputs are generally designed for connection to a small indicating
lamp (LED or incandescent) or a relay coil. The output cannot be synchronized to
engine position (crank angle).
Note that since the discrete outputs can be used as PWM or Boolean outputs,
take care on wiring the Discrete Output power source to avoid loops.
LSO#1
J1-1
GATE
DRIVE & 1M
DIAG
24V Same power

50m source as LECM
Current power or grounded
Feedback J1-122 -
to same place
Figure 6-38. Boolean Output Wiring Diagram
LSO1-4 Current Feedback

The current feedback is sampled when the FET is turned on. Measurement
accuracy for inductive loads assumes L>20 mH, LSO frequency > 200 Hz, and
presence of a recirculation diode at the load. The higher the inductance, the
lower the frequency may be while still maintaining the same accuracy. Loads with
L>140 mH may operate down to 100 Hz with the same accuracy as a 20 mH load
at 200 Hz.
Resistive only loads such as oxygen sensor heaters require application logic to
determine an accurate current due to the sample method. The formula is:
[Average Current] = [LSOx_Current] * [LSOx_PWM_Duty]
Maximum Current 6A
Sample Rate Every time the FET turns on
Sample Point 12 µs after FET turns on
Resolution 8 bits
Accuracy ±3%
±0.5% for both frequency and duty cycle
Temperature Drift
over the operating temperature range
Table 6-34. Low Side Outputs Current Feedback Specification
300 Woodward
Low Side Outputs

There are 8 low side discrete outputs without current feedback. Each of the
outputs can be used as a Boolean (discrete) output or as a PWM output for direct
control of proportional actuators. Another common use is to drive an analog
dashboard meter indicating, for example, pressure or temperature.
the software application indicating the short circuit condition.
Although each output is rated to 3 A, the total current consumed by all 8 outputs
together with the total current consumed by the 4 LSO with current feedback
should never exceed 15 A.
Low-side driver with short circuit and

Output Type
Continuous Current 3A
Transient Current 6A
±1% for both frequency and duty
PWM Accuracy cycle determination from 10% to 90%
duty cycle from 100 Hz – 2000 Hz
Table 6-35. Low Side Outputs Specification
PWM Wiring
When using discrete outputs as PWM outputs, there is not a recirculation diode
internal to the LECM output. Therefore, if the load is inductive (like a linear
actuator) then a recirculation diode must be provided at the terminals of the
actuator. If the load is only resistive (like an oxygen sensor heater) then a
recirculation diode is not necessary.
For inductive loads, a recirculation diode is required

to be placed at the load.

LSO 5 J1-5
LSO 6 J1-6
LSO 7 J1-18
LSO 8 J1-7
LSO 9 J1-8
LSO 10 J1-9
LSO 11 J1-10
LSO 12 J1-11
Table 6-36. LSO Outputs
Woodward 301
Twisted pair wiring is required for PWM wiring to balance the signal for EMI
control.
Linear
LSO#5 Actuator
J1-5
-
GATE 24V
DRIVE & 1M +
DIAG
J1-122 -
Same power
source as LECM
power or grounded
to same place
Figure 6-39. PWM Output Wiring Diagram for Linear Actuator

All discrete outputs can be used as Boolean outputs. Each output has identical
circuitry. Wiring for digital output #5 is shown below. Only the terminal numbers
change for the remaining discrete outputs. See Table 3-37 for pinout.
lamp (LED or incandescent) or a relay coil. The output cannot be synchronized to
engine position (crank angle).
Note that since the discrete outputs can be used as PWM or Boolean outputs,
take care on wiring the Discrete Output power source to avoid loops. The power
should derive from the LECM VBATT+ wiring within 0.5 m of the LECM.
LSO#5
J1-5
GATE
DRIVE & 1M
DIAG 24V
Same power
- source as LECM
J1-122 power or grounded
to same place
Figure 6-40. Boolean Output Wiring Diagram
High Side Outputs

There are 8 high side discrete outputs. These outputs do not have the capability
to monitor current. Each of the outputs can be used as a Boolean (discrete)
output for relay control or signaling for another device. Their power comes from
the LECM input power (J1-121) and is not regulated, but is filtered and has
transient voltage suppression. So if the input voltage dips (like during cranking)
the output voltage at these outputs will also sag.
the software application indicating the short circuit condition. Protection is also
provided for the fly back of inductive relay loads.
302 Woodward
Although each output is rated to 300 mA, the total current consumed by all 8
outputs should never exceed 2A.
High-side driver with short circuit

Output Type
and over voltage protection
Continuous Current 300 mA
Transient Current 400 mA
Table 6-37. Main High Side Outputs Specification
High Side Output Wiring

Each output has identical circuitry. Wiring for HSO #1 is shown below. Only the
terminal numbers change for the remaining discrete outputs.
lamp (LED or incandescent) or a relay coil. When using MotoHawk, these
outputs may also be used for PWM, one-shot, or engine synchronous behaviors
as well as simple relay like applications.
The load return should be connected to the VBATT- cabling within 0.5 m of the
LECM.

HSO 1 J1-30
HSO 2 J1-42
HSO 3 J1-54
HSO 4 J1-66
HSO 5 J1-78
HSO 6 J1-90
HSO 7 J1-102
HSO 8 J1-114
Table 6-38. Main HSO Outputs
+BATT
J1-121
HSO#1
500k
GATE
DRIVE &
DIAG J1-30
DGND J1-122
Same ground as
LECM
Figure 6-41. Main Boolean Output Wiring Diagram
Woodward 303
Trigger Outputs
There are 4 configurable discrete outputs for low current applications. Each of
the outputs can be used as a Boolean (discrete) output, as a PWM output, or (if
the application software is configured to support it) triggered based on engine
angle. Also, each output may be separately configured to be either a LSO, HSO,
or both in a push-pull/totem pole (TP) configuration.
When an output is configured for HSO or push-pull mode, the sourcing voltage
used is a regulated supply which may be configured for 5 V or 20 V. Selection of
5 V or 20 V will affect all outputs that use the source.
5V or 20V Software
Power Supply Configuration
TRIG#1
TRIG#2
TRIG#3
TRIG#4
Figure 6-42. Trigger Power Supply
Each output uses protected MOSFETs that will protect the LECM if a short circuit
is detected. The output will be retried periodically until the short circuit is removed
allowing the output to operate normally again. Feedback is provided to the
software application indicating the short circuit condition.
Although each output is rated to 300 mA in 20 V mode, the total current

consumed by all 4 outputs together should never exceed 800 mA.
Output Type Configurable Totem-pole driver with short

circuit and over voltage protection
Continuous Current 100 mA at 5 V or 300 mA at 20 V
Transient Current 200 mA at 5 V or 400 mA at 20 V
Maximum Frequency 6000 Hz
Minimum Pulse Width 28μsec
PWM Duty Cycle Accuracy ±1% from 10% – 90% DC up to 2 kHz
±1.5% from 10% – 90% DC above 2 kHz
Frequency Accuracy ±0.3% over the operating temperature
range
Table 6-39. Trigger Outputs Specification
304 Woodward
Trigger Output Voltage

There is a separate power supply just for the trigger outputs. By software
configuration, it can regulate at 5 V or 20 V. When in 20 V mode, if the input
voltage to the LECM sags below 22 V (like during engine crank) then the 20 V
output will sag with it staying about 2 V below the input voltage level.
Upon boot up, the default voltage regulation level is 5 V. Once the application
starts, the voltage will be set to the application configured level.
5 V Regulation ±1%
Current at 5 V 400 mA
20 V Regulation ±5%
Current at 20 V 800 mA
Table 6-40. Trigger Output Voltage Specification
PWM Wiring
When using the trigger outputs as PWM outputs, select the most appropriate
mode for the load to be driven. If the load is a Woodward actuator (like TecJet,
L-Series, F-Series, P-Series, or R-Series) the best choice is push-pull mode
using a 20 V trigger output voltage. That mode and voltage is compatible with all
the actuators and will provide the best accuracy.
Note: For E6 only PWM throttle command is supported if PWM is desired

for other actuators contact you OEM.
There is a dedicated PWM return pin (J1-27) to be used for the PWM
return/reference wire. This return is protected against shorts to battery(+). Such
shorts could happen if the input power for the LECM is properly wired but the
input power for an actuator being connected to the trigger output is miss-wired at
the opposite polarity. For this reason, it is highly recommended to use this
protected output for the PWM reference. The protected output is rated at 100
mA. This is enough even for all 4 outputs to be connected to Woodward
actuators and sharing the same return pin since the actuators have a high
impedance input that doesn’t draw much current.
TRIG 1 J1-13
TRIG 2 J1-14
TRIG 3 J1-15
TRIG 4 J1-16
TRIG Return J1-27
Table 6-41. Trigger Outputs
Twisted pair wiring is required for PWM wiring to balance the signal for EMI
control. If more than one trigger signal goes to the same location, it is acceptable
to twist the return and each signal wire together. If the PWM trigger signal is used
as a speed or engine position indication, it must also be shielded.
Woodward 305
LECM 5V or 20V Push-Pull mode
SW configuration
TRIG#1
Twisted cable
GATE
DRIVE & L-Series
DIAG J1-13 11
J1-27 3
Short
DGND Protection
Figure 6-43. PWM Trigger Output Wiring Diagram for L-Series

(See manual 26249 or 26237 for more information.)

SW configuration
TRIG#1
18
F-Series
GATE
23-pin with
DRIVE &
J1-13 18 CAN
DIAG
J1-27 10
Short
DGND Protection
Twisted,
Shielded cable
Figure 6-44. PWM Trigger Output Wiring Diagram for F-Series 23 pins with CAN
(See manual 26600 for more information.)

SW configuration
TRIG#1
F-Series
GATE 14-pin
DRIVE &
DIAG J1-13 12
J1-27 7
Short
DGND Protection
Twisted cable
Figure 6-45. PWM Trigger Output Wiring Diagram for F-Series 14 pins
306 Woodward

SW configuration
TRIG#1
W
P-Series
GATE
DRIVE &
DIAG J1-13 R
J1-27 S
Short
DGND Protection
Twisted,
Shielded cable
Figure 6-46. PWM Trigger Output Wiring Diagram for P-Series


SW configuration
TRIG#1
Y
Tecjet
GATE
DRIVE &
DIAG J1-13 K
J1-27 L
Short
DGND Protection
Twisted,
Shielded cable
Figure 6-47. PWM Trigger Output Wiring Diagram for TecJet

(See manual 26185 or 26833 for more information.)

Each of the trigger outputs can also be used as Boolean outputs. Each output
has identical circuitry. Wiring for trigger output #1 is shown below. Only the
terminal numbers change for the remaining outputs. See Table 3-42 for pinout.
lamp (LED or incandescent) or a relay coil.
Woodward 307
LECM 5V or 20V HSO mode SW
configuration
TRIG#1
GATE
DRIVE &
DIAG J1-13
OFF
J1-27
Short
DGND Protection
Use either connection (not both). BATT-

If total return current >100mA,
then the BATT- connection is
required
Figure 6-48. Trigger as HSO Boolean Output Wiring Diagram
LECM 5V or 20V LSO mode SW

configuration
TRIG#1 J1-126
OFF
GATE
DRIVE &
DIAG J1-13
J1-27
Short
DGND Protection
Figure 6-49. Trigger as LSO Output Wiring Diagram using LECM Power
LECM 5V or 20V LSO mode SW

configuration
TRIG#1
GATE
DRIVE &
DIAG J1-13
OFF
J1-27
Short 24V
Same power
Protection
source as LECM
power or grounded
to same place
J1-122
-
DGND
BATT-
Figure 6-50. Trigger as LSO Output Wiring Diagram using External Power
308 Woodward
RS-232 Serial Communication Port

There is one RS-232C serial port on the LECM. The RS-232 serial port is
isolated from all other I/O and communication ports on the LECM. The isolation
conforms to SELV Product Safety requirements. The serial port is intended as a
service and monitoring port; no critical functions should be attributed to it. Data is
sent in a free-run mode such that the port is serviced when the microprocessor
has extra time.
This port may be used as a Modbus RTU, Modbus ASCII, or Servlink port
depending on the software application.
RS-232 Communication Port

RS-232 is an ANSI (American National Standards Institute) standard definition of
electrical, functional and mechanical connections for communications between
DTE (Data Terminal Equipment) and DCE (Data Communications Equipment)
such as connection of a computer to a modem. It has gained wide usage in
short-distance applications (15 m/50 ft.). In practice, the standard is largely
ignored beyond the most rudimentary implementation of electrical signals (±3 to
±15 volts). Woodward’s implementation will support speeds up to 230 K baud.
The actual specification allows 19.2K baud at up to 15 m (50 ft.).
Transceiver Type RS-232C

Isolation Voltage 500 Vdc SELV rated
Baud Rates Supported 9.6, 19.2, 38.4, 57.6, 115.2, 230.4 kbps
Woodward Servlink, Modbus RTU, Modbus
Protocols Supported
ASCII
Table 6-42. RS-232 Specification
RS-232 Serial Wiring

The connected wiring should meet the requirements of EIA RS-232. This
standard states a maximum cable length of 15 m (50 ft.) with a total capacitance
less than 2500 pF and a data rate not exceeding 56 kbps. The LECM serial port
may be configured for data rates up to 230400 bps.
PCs usually tie the RS-232 signal common to chassis and protective earth; this
can allow an unintended ground loop to be formed and/or introduce high
common mode noise voltages on the signal. Occasionally damage to the control
or to the un-isolated PC may occur. The typical problems encountered are noise
sources, such as surges, or broken power returns damaging the PC. For this
reason, the RS-232 signal common is isolated in the LECM.
Serial Cable Characteristics

Please refer to SERIAL CABLE CHARACTERISTICS in the RS-485 Serial Port
section elsewhere in this manual.
Woodward 309
RS-232 Shielding
Shielded RS-232 cable is required between the LECM and any other devices.
Unshielded or improperly shielded cables are likely to cause communication
problems and unreliable operation.
The shield must always be ac-coupled (connected through a capacitor) at one

end and connected directly to earth on the opposite end for proper operation.
Improper shield termination to ground can also cause communication problems
and unreliable control operation.
The LECM has been constructed so that the serial port shield connections are ac
coupled to chassis ground (chassis ground must be tied directly to earth/frame
ground). Devices connected to the opposite end of the cable may provide a direct
ground shield connection.
+5V_RS232
Connect shield to
DB9 shell
J2-48
RS 232C
Transceiver Shielded
Cable PC
TXB J2-39 2 2 RXB

3 3 TXB
5 5 GND
RXB J2-40
J2-47
RS232_GND
Connect to
Connect to J2-40
J2-39
Connect to
J2-47
1 5
6 9
Figure 6-51. RS-232 Wiring Diagram
RS-485 Serial Communication Port

RS-485 is also an ANSI standard definition of electrical connections for
communications between devices. Because it uses balanced drivers, it can
communicate over long distances (900 m/3000 ft.) at high baud rates (115K). This
protocol is implemented identically to “RS-422” with the exception that only one
twisted pair is required. Both transmitted and received data use the same pair of
wires. A common wire is still required since the output ground is isolated. The port
supports up to 32 devices as a half-duplex, multi-drop communications network.
This allows more than one device to be connected to the common bus with a single
master requesting data. It requires one twisted pair and common to operate.
This port may be used as a Modbus RTU, Modbus ASCII, or Servlink port
depending on the software application. All messaging can be independent from
the RS-232 port. This port supports multi-drop communications on all protocols.
310 Woodward
Transceiver Type RS-485 half duplex

Isolation Voltage 500 Vdc SELV rated
Baud Rates Supported 9.6, 19.2, 38.4, 57.6, 115.2, 230.4 kbps
Table 6-43. RS-485 Specification
Serial Cable Characteristics

When choosing a cable for RS-485, it is necessary to examine the required
distance of the cable run and the data rate of the system. Beyond the obvious
traits such as number of conductors and wire gauge, cable specifications include
a handful of less intuitive terms.
Characteristic Impedance (ohms)—A value based on the inherent

conductance, resistance, capacitance, and inductance of a cable that represents
the impedance of an infinitely long cable. When the cable is cut to any length and
terminated with this Characteristic Impedance, measurements of the cable will be
identical to values obtained from the infinite length cable. Therefore, termination
of the cable with this impedance gives the cable the appearance of being infinite
length, allowing no reflections of the transmitted signal. When termination is
required in a system, the termination impedance value should match the
Characteristic Impedance of the cable.
Cable (Shunt) Capacitance (pF/ft.)—The amount of equivalent capacitive load

of the cable, typically listed in a per foot or per meter basis (1 pF/ft = 3.28 pF/m).
One of the factors limiting total cable length is the capacitive load. Systems with
long lengths benefit from using low capacitance cable.
Propagation velocity (% of c)—The speed at which an electrical signal travels

in the cable. The value given typically must be multiplied by the speed of light (c,
3x108 m/s) to obtain units of meters per second. For example, a cable that lists a
propagation velocity of 67% gives a velocity of 0.67 x 3x10 8 = 2.01x108 m/s. The
higher the percentage, the smaller the signal delay.
General recommendations for serial cable are listed in Table 6-44.
Characteristic Impedance 100  ±20%

Cable Capacitance 49.2 pF/m (15.0 pF/ft) at 1 kHz
Propagation Velocity 67.0%
Data Pairs 0.8 mm² (18 AWG) tinned copper
Signal Attenuation 6.0 dB maximum point to point
Table 6-44. Serial Cable Requirements
RS-485 Network Construction

While there are a number of different ways to physically connect devices on a
network, for best performance, Woodward recommends that multi-drop networks
be constructed using a “daisy chain” configuration or a “backbone with short
stubs”.
In a daisy chain configuration, wires are run from device one to device two to
device three, etc.
Woodward 311
In a backbone with stubs configuration, a main trunk line is run between the two
devices that are physically farthest apart and have the physically longest cable.
Stub lines are run from the intermediate devices to the trunk line. Stubs should
be kept as short as possible.
The RS-485 specification states that a common wire is needed if there is no

other ground path between units. The preferred method for isolated ports is to
include a separate common wire in the cable that connects the circuit commons
together.
RS-485 Termination
To achieve best performance with RS-485 serial communication networks, it is
necessary to terminate the network to prevent interference caused by signal
reflections. (RS-232 networks are short enough that termination is not required.)
Woodward has provided built-in network termination resistors for the RS-485
serial port to ease network setup and configuration. The resistor network used is
a special design intended to provide maximum noise immunity. The same design
should be used at the opposite end of the network. This termination network is
necessary due to limitations of the Modbus protocol.
To activate the termination resistors, external jumpers must be placed at the

connector.
As a rule, no matter how many units are on a network, there should never be
more than two network terminations installed. Termination resistors must be
installed only on the two units that are at the furthest ends of the network.
Terminating more than two units can overload the network and put it into a cyclic
thermal shutdown mode.
RS-485 Shielding
Shielded RS-485 cable is required between the LECM and any other devices.
problems and unreliable control operation.
The shield must always be ac-coupled (connected through a capacitor) at each

node. The LECM has been constructed so that the serial port shield connections
are ac coupled to chassis ground (chassis ground must be tied directly to earth).
312 Woodward
+5V_RS485
J2-80 Connect
BOTH
jumpers for
243 termination
J2-55
+5V_RS485
Shielded
J2-63 Twisted
RS 485 Pair
Transceiver
+ J2-71 +
-
- J2-72 C RS 485
Device
J2-56
140
Connect
BOTH
J2-64 jumpers for
termination
243
J2-79
RS485_GND
Figure 6-52. RS-485 Wiring Diagram
CAN Communication Ports

There are 3 CAN ports for distributed I/O, distributed control, and Human
Machine Interface (HMI) purposes. Each port operates independently.
Communications is application controlled and may be deterministic. Care should
be given to the choice of devices used on each network. HMI devices should
generally not be put on distributed control networks with real time control
requirements.
Port 1 is not electrically isolated so that it shares a common reference with the
LECM power input and other I/O. It should be used only for on-engine
communications.
Ports 2 and 3 are isolated from other circuits and from each other. The isolation
conforms to product safety SELV requirements. Each port is suitable for either
communication off the engine or on the engine.
When connecting any of these ports to a PC for service, an isolated CAN-USB

converter must always be used.
Transceiver Type CAN 2.0B

None on port #1
Isolation Voltage
500 Vdc SELV (ports #2 and #3)
Baud Rates Supported 125, 250, 500, and 1000 kbps
Table 6-45. Main CAN Specification
Woodward 313
Recommended Bulk Cable for CAN

Use shielded CAN compatible cabling for all CAN networks. SAE J1939-11
defines a suitable cable but this cable does not include the extra wire used to
carry the common reference. Similar cable with a third wire to be used for the
CAN Common connection is also available. Raychem makes a compatible cable
as do many other manufacturers.
Part Number Description
Raychem Cheminax, J1939-11, 0.75 mm2, 120  characteristic
2019D0301 impedance, 10.5 pF/ft. mutual capacitance, 74% velocity of
propagation
The basic cable requirements are listed below. When selecting other cables, be
sure they meet these requirements.
Data Pair Impedance 120  ±10% at 1 MHz
Cable Capacitance 40 pF/m at 1 kHz (nominal)
Capacitive Unbalance 1200 pF/1000 ft. at 1 kHz (nominal)
Propagation Delay 5 ns/m
Dc Resistance 50 m / m @ 20C (maximum)
0.8 mm2 to 1.0 mm² corresponds to 18 AWG,
Data Pair
individually tinned, 5 – 10 twists/foot
0.8 mm2 to 1.0 mm² corresponds to 18 AWG,
Common Wire
individually tinned
0.75 mm2 to 1.0 mm² Tinned Copper drain wire
Drain / Shield Wire
inside a braid or foil shield
0.13 dB/100 ft. @ 125 kHz (maximum)
Signal Attenuation 0.25 dB/100 ft. @ 500 kHz (maximum)
0.40 dB/100 ft. @ 1000 kHz (maximum)
Table 6-46. Cable Specification
Figure 6-53 illustrates what the J1939 cables will look like including shielding.
There is a foil tape around the entire group of conductors. This cable does not
include a CAN Common wire. The drain wire must only be used for a shield
connection.
Figure 6-53. CAN Cable Cross-Section
CAN Network Construction

There are a number of different ways to physically connect devices on a CAN
network. Woodward recommends that multi-drop networks be constructed using
either a “daisy chain” configuration (also called zero length drop line) or a
“backbone” with very short drop lines for best performance.
314 Woodward
In a daisy chain configuration, wires are run from one device to the next device
without drop lines.
In a backbone with stubs configuration, a main trunk line is run between the two
devices that are physically farthest apart and have the physically longest cable.
Stub lines are run from the intermediate devices to the trunk line. Stubs should
be kept as short as possible and may never exceed 6 m (20 ft.) per stub. As
shown in Figure 6-54, it is acceptable to mix both methods on the same network.
Figure 6-54. CAN System Wiring Example
A daisy chain (zero drop length) connection is not feasible at the LECM
connection due to the sealed connector design. The next best alternative is to
use a very short drop line from the trunk into the LECM. Special ‘T’ connectors
(Tap in the diagram above) are available from multiple manufacturers to ease the
wiring harness manufacture. Also available from the same manufacturers, are
termination resistors that plug directly into the ‘T’ connectors for the network
ends.
Due to the port isolation on ports 2 and 3, a common wire is needed between all
units on the network. The preferred method for isolated ports is to include a
separate wire within the CAN cable. This keeps the communications and ground
reference at the same potential at all times.
Non-isolated nodes may not have a signal common available for connection. If a
signal common is not available, use the alternate wiring scheme of connecting
the CAN ground wire from the isolated nodes to the B- terminal at a non-isolated
node. B- is typically the signal reference for CAN if isolation is not provided.
The CAN common wire should not be grounded. The only exception to this rule is
if one of the devices on the link is not isolated, then connecting CAN common to
B- on that device may create a connection to the B- power supply ground,
assuming the power supply has a connection to ground. Otherwise, no other
connections to ground or physical earth should be provided.
Woodward 315
CAN Termination
It is necessary to terminate the network to prevent interference caused by signal
reflections. Depending on network length, many CAN networks will not operate
without proper termination.
In order to allow the possibility of removing and inserting a unit onto a running
network, the CAN termination network is not included inside the LECM control.
An external CAN termination network must be provided.
As a rule, no matter how many units are on a network, there should never be
more than two network terminations installed. Termination resistors must be
installed only for the two units that are at the physical ends of the network.
Terminating more than two units can overload the network and stop all
communications.
Termination is a simple 121 Ω, ¼ W, 1% metal film resistor placed between CAN

high and CAN low terminals at the two end units, a differential termination. Do
not connect the termination resistor to anything besides the CAN high and CAN
low wires.
CAN Shielding
Shielded CAN cable is required between the LECM and any other devices.
problems and unreliable control operation. Improper shield termination to ground
can also cause communication problems and unreliable control operation.
The standard for CAN networks is that each device will have an ac-coupled
shield connection (ac-coupled: connected through a capacitor). Additionally a
single direct network shield ground location may be provided in some situations.
Typically the direct shield grounding location does not have to be at a unit
connector, it can be any convenient place in the system.
The LECM has been constructed so that the CAN port shield connections are ac
coupled to chassis ground. The LECM chassis ground must be tied directly to
earth ground.
It is expected that each network have one direct connection to chassis ground.
The chassis grounding point should be chosen for its proximity to ground noise
generators and node connections.
CAN Port 1 Wiring

CAN Port #1 should be used for on-engine wiring only. It is not electrically
isolated. Wiring length for this port should be limited to 30 m maximum trunk and
drop length.
Port CAN_1 CAN_2 CAN_3
CAN High J1-96 J2–7 J2–23
CAN Low J1-108 J2–8 J2–24
CAN Common J1-125 J2–15 J2–31
Shield J1-120 J2–16 J2–32
Table 6-47. Main CAN Connections
316 Woodward
Figure 6-55 shows the wiring for CAN1 to a generic un-isolated device. If using
wiring according to Figure 6-55, it is necessary that each un-isolated device
being connected is powered from the same power source as the LECM. Figure
6-56 shows how this can be enhanced to improve EMI performance. The Figure
6-56 method is preferred because it protects the LECM and other connected
devices from potential damage due to power surges.
(Termination resistors
Shielded
+5V not shown)
CAN Cable
J1-120
CAN
Transceiver
H J1-96 H
L
L J1-108
CAN
Device
B- B-
J1-122 Com
DGND
Figure 6-55. CAN-1 Wiring Diagram - Un-Isolated
+5V Shielded
J1-120
CAN Cable with
Common wire
CAN
Transceiver
H J1-96 H
L
L J1-108
Com CAN
Device
J1-125
DGND
not shown)
Figure 6-56. CAN-1 Wiring Diagram - Enhanced EMI Protection
CAN Ports 2 and 3 Wiring

CAN Ports 2 and 3 are independently isolated. The isolation conforms to SELV
product safety requirements.
Both CAN port #2 and CAN port #3 have identical circuit designs to each other.
Only the pinout for CAN port #2 is shown. The pinout for CAN port #3 is similar
except with different terminal numbers. To improve immunity to noise, CAN
common must be routed with the shielded signal cable. This is particularly useful
when connecting to isolated devices.
Wiring length restrictions depend on the baud rate used. Table 6-48 is from the
CiA CANopen standard, at the 4 supported baud rates. The “Trunk” is the length
between the two units that are at the physical ends of the network. The
“Cumulative Drop” is the added length of all drop wires from the trunk to the
Woodward 317
devices. This only applies to “backbone” type networks since Daisy chain
networks do not have drops. The “Maximum Drop” is the maximum allowed for
any 1 drop. Any network configured for 1000 kbps should use the daisy chain
topology to reduce the possibility of reflections.
The limits in Table 6-48 are the maximum allowed by the CAN standard. To
maintain a high level of reliability in practice, shorter lengths are highly
recommended. For example, the SAE J1939 standard limits wiring distances to
40 meters at either 250 kbps or 500 kbps when un-isolated controls are
connected on the link.
Baud Rate Trunk Length Cumulative Drop Maximum Drop

125 kbps 500 m (1640 ft) 156 m (512 ft) 6 m (20 ft)
250 kbps 250 m (820 ft) 78 m (256 ft) 6 m (20 ft)
500 kbps 100 m (328 ft) 39 m (128 ft) 6 m (20 ft)
1000 kbps 25 m (82 ft) Not recommended Not recommended
Table 6-48. CAN Wiring Limitations
Figure 6-57 shows optimal wiring and what is expected if the CAN link will run off
the engine. Figure 6-58 shows a suitable on-engine alternative if all cabling
remains on the engine.
(Termination resistors not shown)

+5V
CAN-2
J2-16 Shielded
CAN Cable with
CAN Common wire
Transceiver
H J2-7 H
L
L J2-8
Com CAN
Device
J2-15
CAN-2 Com
Figure 6-57. CAN-2 Wiring Diagram, optimal 3-wire cable type
not shown)
+5V
CAN-1 Shielded
J2-16 CAN Cable
without
CAN common wire
Transceiver
H J2-7 H
L
L J2-8
Com CAN
Device
J2-15
CAN-1 Com
Common wire run

adjacent to cable
Figure 6-58. CAN-2 Wiring Diagram, all units on-engine
318 Woodward
Ethernet Communication Port

The LECM has one 10/100 Base-TX full duplex Ethernet port utilizing two twisted
pairs in shielded CAT5 cable. It complies with IEEE 802.3. The port is pinned out
using a standard Ethernet pinout on the independent impedance matched M12
connector. The LECM design will automatically detect and utilize the appropriate
baud rate based on the equipment it is connected to. It can connect directly to
another LECM, HMI, computer, or switch/hub device.
The M12 cabling is identical to that used in Industrial Ethernet or PROFINET.

Cables are available from many manufacturers but care should be taken to select
one of a high enough temperature rating for the engine environment.
Ethernet Shielding
Shielded CAT5 cable is required between the LECM and any other devices.
problems and unreliable control operation. Improper shield termination to ground
can also cause communication problems and unreliable control operation.
Ethernet Specifications
The M12 connector is a RoHS connector with keying to prevent improper
connection of the mating cable. The M12 connector is directly grounded to the
LECM chassis. It is sealed to IP69K when mated to a sealed cable assembly. It
is rated from –40 C to +125 °C.
Upon removal of the connector be sure to inspect the M12 connector O-ring
which can come off with the protective cap during removal. The O-ring must be
present to maintain the IP69K (water and dust ingress) rating.
Ethernet Wiring
The pinout of the M12 and orientation of pin 1 is shown in Figure 6-59. The
Ethernet M12 connector is referred to as J3.
Figure 6-59. J3 Pin Layout
Pin Signal
1 TD(+)
2 RD(+)
3 TD(-)
4 RD(-)
Shell Shield
Table 6-49. J3 Pinout
Woodward 319
Cable assemblies may be ordered from many manufacturers including Phoenix
and Conec. Phoenix carries a high temperature cable that is shielded and
suitable for on-engine use. Shielded cables are required.
The LECM ships from the factory with a sealing cap on the J3 Ethernet port. This
cap is required to maintain the IP rating if the port is not being used. If a
replacement is needed, it can be ordered from Woodward as 1219-1333 or from
Conec as 43-11358.
CAN Intermodule Port

There is one CAN link internal to the LECM that connects the Main module to the
EID module and to the AUX module if any of those other modules are installed. It
can operate up to 1 Mbps with any application defined protocol desired.
SPI Intermodule Port

There is one SPI link available to the application designer for memory transfers
between CPUs internal to the LECM in stacked (multiple) module configurations.
It connects the Main module to the AUX module where the Main module is the
master and the AUX module is the slave. It can operate up to 1 Mbps. The
applications in the Main and AUX modules have full control over the content
transferred.
Main Digital Core

The digital core on the main module consists of a microprocessor, external
memory, FPGA, real time clock, and a temperature sensor. The main module
application processor may be programmed using Woodward Graphical
Application Programmer (GAP) or Woodward MotoHawk application
development environments.
Clock Frequency 126 MHz
Math Support Single Precision Floating Point CPU
Real Time Clock Included with battery backup
Flash Memory 3 MBytes
RAM 1.128 MBytes
EEPROM 256 kBytes
Table 6-50. Main Processor Specification
Temperature Sensor
There is a temperature sensor located near the microprocessor. It indicates the
air temperature inside the LECM main module housing area. Heavy use of I/O on
the Main module, and if it is installed, the EID module, will cause considerable
self-heating in all the LECM modules that are present. This sensor is also used to
determine when the FPGA needs to be flash updated (see FPGA section). It is
also useful to determine if a particular application is within the acceptable
operating conditions. So even if the external ambient temperature is within the
required range, it is still possible for the internal temperature to exceed the
recommended limit.
Woodward recommends an application monitor using this temperature value be

included in every application created for the LECM. The monitor must alarm if the
320 Woodward
temperature exceeds 115 C. If the temperature exceeds 120C preventative
measures to control and reduce the internal temperature are necessary. Useful
actions to limit internal heating include:
 Reduce the current controlled by PWM outputs.
 If an EID module is present, reduce the number of injection pulses (like in a
common rail application)
 Reduce the EID driver output current (like using a lower energy ignition
profile)
 A reduction in engine RPM will also work but may not be practical for most
applications.
FPGA
There is an FPGA (Field Programmable Gate Array) within the digital core of the
LECM main module. It also has on-board flash memory used to hold its program.
This flash program is a fixed program that is invisibly included when the main
module application is coded.
In order to save programming time, the FPGA flash is only updated if the FPGA
flash image in the program being downloaded is different from the one that is
already resident on the FPGA or if the flash retention period has expired. The
FPGA flash retention is more limited than the main microprocessor flash
retention. Depending on the temperature within the LECM main module
enclosure, it may never need to be re-flashed or it may need to be re-flashed in
five years (unlikely worst case). There is an application block that will provide an
estimated time remaining in the flash retention period. This block uses the
measured temperature and operating time to create the estimated life remaining.
It is the application designer’s responsibility to monitor the estimated retention life
and to signal that a reprogramming is needed. Unpredictable results may occur
once the FPGA flash retention period expires.
Real Time Clock

There is a battery backed real time clock within the LECM Main module. The
battery is only used when no power is available. If the key switch is used to turn
off the LECM but the VBATT input still has voltage available, this voltage will still
be used to operate the real time clock. However, even without any local power
the battery will last 20 years at room temperature.
Time is reported to 1 second resolution. Clock accuracy is 0.86 seconds/day

(5.26 minutes/year).
SNTP time server synchronization is supported in both GAP and MotoHawk.

Refer to the specific application manual for details.
IO_LOCK
There is a hardwired interconnect between each module to lockout the outputs. If
any one of the microprocessors asserts this interlock, the outputs on all modules
will be disabled. In their disabled state, each output goes to the same state it
would be in if power to the module is removed.
It is typical that this interlock will be set by application command, service tool
command (like during settings download), by watchdog timeout, or during
application loading.
During IO Lock, the communication ports are still active. This is up to the
application to drive actuators controlled via network into a safe state.
Woodward 321
RESET
There is a hardwired interconnect between the main module and any other
installed module like EID and AUX so that the main module microprocessor can
hold the other processors in a reset state. This will occur if the main module is
being programmed, during a watchdog timeout, or if the main module loses
power.
Forced Boot/External Forced Boot

There is a special purpose input that when activated upon power up, the Main
module will enter a special boot-up mode called bootstrapping. Bootstrapping
refers to the process of flashing a module by means of a standard routine
designed in the firmware. This can be performed to recover the module if an
application were invalid or corrupt. In bootstrapping the microprocessor will wait 3
seconds for a service tool connection on any of the communication ports. If no
connection is made, it will continue the normal boot-up process and start the
installed application. If J1-17 is activated after boot-up (when the application is
already running) it will have no effect. While the microprocessor is waiting for a
service tool connection, any installed AUX and EID module will be held in RESET
so they will not boot up.
The Forced Boot input has an internal pull-up. To activate the input, make a
connection between J1-17 and ground (XDRG preferred).
+V
Forced Boot J1-17
J1-125
XDRG
DGND Insert temporary
jumper
Figure 6-60. Main Forced Boot Wiring Diagram
Note, in some applications security may be enforced in this special boot mode. If
security is enforced, only a Woodward representative will be able to use
bootstrapping.
322 Woodward
Figure 6-61 illustrates the firmware startup process.
This includes adequate voltage
Power On applied to Vbatt and KeySwitch
resources
For stack LECM variants, the

KeySwitch resource is globally
Start applied to all boards through
(CPU Power up) the Main boards KeySwitch pin
Yes Is Module No
Bootstrapped?
Configure networks with

bootstrap configurations
Application Startup Routines The “normal” applica
startup routines assu
Application + Flash valid checksums. Ot
Calibration Checksum procedures are follow
these routines fail;
Received Flash Request Wait 3 seconds for however these are n
flash request Wait Period Expired illustrated here
EEPROM
Also note that Transf
Checksum
Flash Calibration To
is only applicable to
Execute Flash Routine build variants
Transfer Flash Calibration

To RAM
Transfer EEPROM Calibration

To RAM
Power-On Reset
Start Application
Figure 6-61. Bootstrapping Process Diagram
When using MotoTune for bootstrapping on CAN, use 250 kbps and City ID 11.
Security is defined by the activation dongle.
When using Toolkit for bootstrapping on CAN, use 250 kbps and the below
extended ID CAN identifiers. Toolkit will use the XCP protocol.
 Command ID: 0x188C0BF9
 Response ID: 0x188BF90B
When using MotoTune for bootstrapping on serial RS-232 or RS-485, use 9600
baud. Security is defined by the activation dongle.
When using Toolkit for bootstrapping on Ethernet, the LECM defaults to a DHCP
defined IP address using IPv4. To ease the DHCP server configuration the
LECM MAC address is available on the LECM identification label. The hostname
is “LECM_Bootloader”. If no DHCP server is found, the module will revert to an
auto assigned IP address (ref: RFC 3927 specification) using a 169.254.x.x
address. When connecting directly to a PC without a switch/hub/router in
between, Toolkit may still be able to communicate to the LECM using the
hostname to find it.
Woodward 323
All LECM modules use the same bootstrap message IDs. Therefore, when
bootstrapping where multiple modules of an LECM or multiple LECMs are
normally interconnected, the network must be modified so only a point-to-point
connection is made between the bootstrapped module and the PC. For CAN
bootstrapping, the termination resistors are still required.
When bootstrapping where multiple modules or

networks are interconnected, ensure the network is
isolated to only a single interface and your PC to
avoid protocol addressing and transfer rate conflicts
Bootstrapping Procedure
Please use the following procedure to bootstrap the Main:
1. Power off the Main module (disconnect power or Keyswitch to “off”
position).
2. Configure the Main module’s bootstrap hardware interface as described
above
3. Isolate the respective network to the module and your PC
4. Configure your PC tool used for flashing to the respective network
configuration
5. Start the flash procedure
6. Power on the module
7. The flashing procedure should begin immediately
External Windowed Watchdog

The main module has a windowed watchdog that must be serviced at a certain
frequency and during a certain time period. This is all handled by the operating
system and does not require user or application input. If something goes very
wrong so the microprocessor is not able to service its own interrupts on the
normal schedule, the watchdog will time out and cause the power supply to reset
the microprocessor. When this occurs, the application can see that the watchdog
caused the reset upon the restart. This condition is made available for diagnosis.
324 Woodward
Chapter 7.
Control IO Wiring
Galvanic Isolation
To avoid problems with analog connections to the ECU, isolators should be used.
These separate the analog input from the ECU galvanically. These devices
require a power supply, which is also isolated from the input and the output of the
isolator.
Phoenix supplies configurable isolating amplifiers like MINI MCR-SL-UI-UI(-SP)
(–NC). On the input and output side, the standard signals 0–20 mA, 4–20 mA,
0–10 V, 2–10 V, 0–5 V, or 1–5 V are available, electrically isolated. The DIP
switch accessible on the side of the housing allows the configuration of the input
and output signal ranges. The voltage supply (19.2–30 Vdc) can either be
provided via connecting terminal blocks "3"/"4" or "7"/"8" of the modules, or
together, via the DIN rail connector.
Lambda (UEGO) Sensors

The UEGO (Universal Exhaust Gas Oxygen) sensor measures the oxygen
content of the exhaust mixture.
It is recommended that the wires from the

UEGO sensor(s) to the E6 control be shielded
to reduce the levels of EMI.
Bosch LSU4.9
Bosch LSU 4.9 UEGO sensor wiring is shown below.
3
4
6
5
2
1
Figure 7-1. Bosch LSU Sensor Unit Wiring Diagram
Analog Voltage UEGO sensor

The electrical installation must be done in accordance with the documentation
provided with the controller.
Woodward 325
Engine CANbus 1 (J1939)

There is a J1939 CANbus with the primary purpose of allowing communication of
control and diagnostic signals between the E6 controller and CAN enabled
actuators (TecJet & ProAct). As the CANbus circuit is not isolated, isolation of
external devices is required to avoid ground loops and communication failure.
Engine CANbus 2 (J1939)

There is a J1939 CANbus with the primary purpose of allowing communication of
control and diagnostic signals between the E6 controller and an external
control/monitoring system.
Off-Engine Bus (CAN2) J2-007 CAN Hi, J2-008 CAN Lo
The CANbus 2 circuitry in the LECM is isolated.
Pulse Inputs
Crank Pickup: Speed 1
MPU or Active Sensor, connect speed sensor signal and return.
Cam Pickup: Speed 2

TDC Pickup: Speed 3

Analog Inputs
Analog inputs are 0.5 to 4.5 Vdc or 4/20 ma signals. If their grounds are not
common to engine ground, they should be isolated with a galvanic isolator.
Analog Inputs General

Any Analog Input Function will issue a fault if the voltage/ current falls outside of
tunable high and low limits for a tunable duration of time. These signal faults are
disabled when the associated function is disabled.
Toolkit provides the means to calibrate and troubleshoot each analog input.
Tunables displayed for each Analog Input: Min/Max Limits, Input Filter constant,
manual force value, input select (if applicable), and Scaling lookup table.
Status displayed for each Analog Input: Status OK, raw Input value, unfiltered
engineering unit value, and filtered engineering unit value.
Differential Analog inputs AI4-AI8 shall have an enumerated selection for 4-20
mA or Voltage input. Units shall be removed to allow toolkit hacks to show the
mA or V as required
Throttle Position 2: Analog Input 21

The transducer voltage is scaled to Position using a 2 x 2 table. The raw voltage
and scaled %open are displayed in Toolkit.
326 Woodward
Throttle Position 1: Analog Input 22

Bypass Valve Position: Analog Input 24

Power Measured: Analog Input 6

This input is configured for a load transducer (kW) or torque signal connected
J1-081 and transducer ground J1-093. With a jumper across J1-105 and J1-117
when using 4-20ma (recommended configuration).
Woodward recommends real power sensors that are powered separately from
the generator so that a failed load signal is not detected during shutdown. The
signal should be 4 to 20 ma so that a failed signal can be detected. Measurement
of all three phases is required.
A transducer needs a maximum response time of approximately 250 ms for a 0–

90% change in load. An accurate signal and update time will reduce the emission
excursions and minimize closed loop error when operating in GQCL mode.
A signal from a PLC is not preferred.
The transducer voltage is scaled to Load using a 2 x 2 table. The raw

measurement and scaled kW are displayed in Toolkit.
Fuel Blending Ratio Input: Analog Input 7

This input is configured for a fuel blending ratio input to be connected to J2-025
and signal ground J2-017. With a jumper across J2-009 and J2-001 when using
4-20ma (recommended configuration).
The transducer voltage is scaled to % using a 2 x 2 table. The raw measurement

and scaled % are displayed in Toolkit.
CH4 Input: Analog Input 8

This input is configured for a Methane (CH4) percentage signal to be connected
to J2-049 and signal ground J2-057. With a jumper across J2-065 and J2-073
The transducer voltage is scaled to CH4% using a 2 x 2 table. The raw

measurement and scaled CH4% are displayed in Toolkit.
MAP Sensor 1: Analog Input 12

The transducer voltage is scaled to Pressure using a 2 x 2 table. The raw voltage
and scaled kPa are displayed in Toolkit.
MAP Sensor 2: Analog Input 14

PTP Sensor: Analog Input 16

Woodward 327
Lube Oil Pressure Sensor 1: Analog Input 23

and scaled kPag are displayed in Toolkit.
Lube Oil Pressure Sensor 2: Analog Input 26

and scaled kPag are displayed in Toolkit.
Remote Reference: Analog Input 4

The remote reference input (speed or load) is connected to J1-080 and signal
ground J1-092. The signal should be a 4 to 20 ma or 0.5 to 4.5 Vdc signal, so
that loss of signal can be detected. With a jumper across J1-104 and J1-116
The controller voltage is scaled to rpm using a 2 x 2 table. The raw measurement
and scaled rpm are displayed in Toolkit.
Analog Speed Bias: Analog Input 5

The speed bias input (speed or load) is connected to J1-057 and signal ground
J1-045. The signal can be a 4 to 20 ma, +/-2.5 Vdc, or 0.5 to 4.5 Vdc signal. With
a jumper across J1-033 and J1-021 when using 4-20ma.
This bias signal is added directly to the speed setpoint. The input signal must be
configured with a null point, such as 2.5 Vdc. The null point voltage corresponds
to a bias of 0 rpm.
The controller voltage is scaled to rpm using a 2 x 2 table. The raw measurement
and scaled bias rpm are displayed in Toolkit.
MAT Sensor 1: Analog Input 30

Thermistor NTC sensor
The transducer resistance is measured and scaled to Temperature using a 2 x 8
table. The raw input voltage and scaled °C are displayed in Toolkit.
MAT Sensor 2: Analog Input 31

Lube Oil Temperature Sensor: Analog Input 35

Engine Coolant Temperature Sensor 1: Analog Input 32

Engine Coolant Temperature Sensor 2: Analog Input 34

328 Woodward
AFR Trim: Analog Input 27

This input has a 221kΩ pull-down to internal circuit common.
The potentiometer voltage is scaled to Volts. The raw voltage is displayed in
Toolkit.
Connect the sensor signal to the signal input and return grounded to XDRG.
Blending Trim: Analog Input 29

This input has a 221kΩ pull-down to internal circuit common.
The potentiometer voltage is scaled to Volts. The raw voltage is displayed in
Toolkit.
UEGO Lambda Analog: Analog Input 25

This input has a 49.9kΩ pull-down to internal circuit common.
The input is scaled to Volts. The raw voltage is displayed in Toolkit.
Ambient Air Pressure: Analog Input 10

Lube Oil 2 Pressure: Analog Input 26

Discrete Inputs
Discrete Inputs
13 discrete inputs are used (3 remaining are used for PWM ins)
Close for Droop: Discrete Input 1

FB Power Priority: Discrete Input 2
Run: Discrete Input 3
Throttle 1 Ok: Discrete Input 4
Gas Select: Discrete Input 5
Generator Circuit Breaker: Discrete Input 6
Reset Faults: Discrete Input 7
Close for Idle: Discrete Input 8
Lower: Discrete Input 9
Raise: Discrete Input 10
Utility Circuit Breaker: Discrete Input11
Emergency Stop: Discrete Input 12
Enable Fuel Blending: Discrete Input 13
Woodward 329
Using Analog Input as Discrete Function

6 Analog w/internal Pull-ups used as discrete functions:
Calibrate UEGO Sensor: Analog Input 9

Throttle 2 Ok: Analog Input 13
Oil Level Low: Analog Input 15
Coolant Level Low: Analog Input 17
Bypass Ok– Analog Input 19
Biofuel Available: Discrete Input 37
Analog Outputs
Analog Output 14-20 mA to Cooling Fan VFD Speed Input
Analog Output 24-20 mA to Configurable analog output
This configurable output uses an enumerated Selection in Toolkit
NOx (ppm)
Misfire (rpm)
Speed (rpm)
Throttle (% Open)
Trigger Outputs
Trigger Output 1: PWM to Actuator Position Demand 1
Trigger Output 2: PWM to Actuator Position Demand 2
Trigger Output 3: PWM to Bypass Actuator Position Demand
Trigger Output 4: PWM to Cooling Control
Low-side Driver Outputs

For all Low-Side Driver Outputs connect fused battery power to one side of the
relay and the LS Out to the other. Only use external relays with a maximum coil
current of <= 1 A.
UEGO 1 Heater LS01: PWM to UEGO Heater
Speed Switch 2 Relay LS03: Discrete Output to Speed Switch 2 Relay Coil
Speed Switch 3 Relay LS04: Discrete Output to Speed Switch 3 Relay Coil
Alarm Relay LS05: Discrete Output to Alarm Relay Coil
Shutdown Relay LS06: Discrete Output to Shutdown Relay Coil
Gen Control Relay LS08: Discrete Output to Gen Control Relay Coil
Fuel Blending OK Relay LS10: Discrete Output to Fuel Blending Ok Relay Coil
MAT High Relay LS11: Discrete Output to MAT High Relay Coil
Battery Conservation Relay LS12: Discrete Output to Battery Conservation Relay
Coil
High-Side Driver Outputs

For all Low-Side Driver Outputs connect fused battery power to one side of the
relay and the LS Out to the other. Only use external relays with a maximum coil
current of <= 1 A.
Aux Services HS01: Discrete Output to electric driven water pump or cooling
system
Starter Relay HS02: Discrete Output to Starter Pilot Relay Coil
330 Woodward
Pre-Lube Relay HS03: Discrete Output to electric driven lube oil pump Relay
Coil
Speed Switch 1 Relay HS04: Discrete Output to Speed Switch 1 Relay Coil
Fuel SOV 1 Relay HS05: Discrete Output to Fuel SOV 1 Relay Coil
Fuel SOV 2 Relay HS06: Discrete Output to Fuel SOV 2 Relay Coil
Power OK Relay HS07: Discrete Output to Power Ok Lamp
Battery Conservation Relay HS08: Discrete Output to Battery Conservation
Relay Coil
Keyswitch
Power must be applied to the Keyswitch input when power to BATT is applied,
this allows the controller to boot up and run the application.
When the Keyswitch is opened, the control will execute a normal engine
sequence stop and once Post run activities are complete, execute a EE Save if
*enabled and shutdown the controller to a low power mode until the Keyswitch is
closed again.
MPRD Battery Conservation Relay

This output provides a means to turn off or disable electric actuators used by the
system.
Connect through a relay to switch the RUN ENABLE inputs for the actuators.
Alternately the relay contacts can be used to control the Actuator power directly.
The relay is energized immediately on control power-up or engine start and
resets after the engine has been stopped for a tunable delay time.
All faults associated with deactivated devices shall be disabled while MPRD is
not active.

The manual speed adjustments are active when the generator breaker input is
open and the idle delay timer has expired.
When the Lower input is active, the speed reference ramps to “Minimum Speed
ref/Idle” at the “Raise/Lower Speed Rate”.
When the Raise input is active, the speed reference ramps to “Maximum Speed
ref” at the “Raise/Lower Speed Rate”.
Woodward 331
E6 Wiring Diagram Example

Note that all system and wiring options are not shown. Wiring of individual
applications will be different from that shown.
Figure 7-2. E6 Dimensions
332 Woodward
Legend
+ - + - + - + - + - + - + -
Ref Description
U1 LECM
U3 P-Series throttle
U4 TecJet
U6 F-Series bypass
2
J56
J55
J53
J52
J51
J54
U7 NOx sensor
X1 Customer interface J41 J42 J43 J44 J45 J46
F1 Breaker for LECM-MAIN + TC Module
F2 Breaker for TecJet
F3 Breaker for P-Series
F4 Breaker for F-Series
F5 Breaker for LECM-EID
F6 Breaker for NOx sensor SPD
SPD Speed sensor
CAM Cam sensor
MAP1 Manifold Air Pressure 1 sensor CAM
MAP2 Manifold Air Pressure 2 sensor
MAT
PTP
Manifold Air Temperature sensor
Pre-Throttle Pressure sensor
1
J4 J1
J5
MAP1
ECT
LOP
Engine Coolant Temperature sensor
Lube Oil Pressure sensor
J1, J2,
J1
J2
First connector MAIN
Second connector MAIN
J4 & J5 MAP2
J3 Ethernet connection MAIN
J4 Connector AUX
J5 Connector EID MAT
J10 CAN-AUX
J19
J20
J10
J27
J16 RS845-MAIN (Toolkit)
J18 NOx sensor adapter J2 PTP
J19 Power EID
J20 CAN-EID
J22 RS232-MAIN (Toolkit)
J24 CAN-AUX (Toolkit) U1 - LECM J3 ECT
J25 CAN-EID (Toolkit)
J26 CAN 2-MAIN (Toolkit)
J27 AUX Windows Check LOP
J41 Knock sensor cyl 1
J45 Knock sensor cyl 5 J18
J51 Ignition coil cyl 1
J54 Ignition coil cyl 4 U4 U3 U6 U7
J56 Ignition coil cyl 6 TecJet P-Series F-Series NOx
Relays
K12
J26
J25
J24
J22
J16
K2-
TB
K1
F1
F2
F3
F4
F5
F6
Wires
Power
CAN Communication X1 - Terminal block assy
Serial Communication Notes
Analog, digital signals
The mating connectors have place to secure cable tie. Use them to
1 provide strength relief to the harness.
2 Use heavy-braided ground strap (>= ½” wide flat, hollow braid < 12"
in length) to connect controller to engine/chassis ground.
Figure 7-3. System Level Wiring
Figure 7-4. J1 & J2 Mating Connector Callout

NOTES
The mating connectors have places to secure cable tie. Use them to provide
strength relief to the harness
Woodward 333
3 AIN1_2 6 AIN17_18
1 AIN1+ 2 AIN1- _SHLD
4 AIN7+ 5 AIN11+ _SHLD
7 AIN17+ 8 AIN17-
11 AIN7_8 14 AIN11_12
-86SC 9 AIN2+ 10 AIN2- _SHLD
12 AIN7- 13 AIN11- _SHLD
15 AIN18+ 16 AIN18-
19 AIN3_4 22 AIN19_20
20 AIN8+ 21 AIN12+ _SHLD
23 AIN19+ 24 AIN19-
27 AOUT1_2 30 AIN13_14
28 AIN8- 29 AIN12- _SHLD
31 AIN20+ 32 AIN20-
1
35 MODULE 38 CAN
33 AOUT1(+) 34 AOUT2(+)
_ID_1
36 DOUT1 37 AIN13+ _SHLD
39 CAN_LO 40 CAN_HI
46 AIN21_22
41 AOUT1(-) 42 AOUT2(-) 43 DO_GND 44 DOUT2 45 AIN13- _23_SHLD
47 AIN21+ 48 AIN21-
51 MODULE 54 AIN15_16
49 AIN5+ 50 AIN5- _ID_2
52 AIN9+ 53 AIN14+
_24_SHLD
55 AIN22+ 56 AIN22-
59 AIN5_6
60 AIN9- 61 AIN14- 62 AIN16+ 63 AIN23+ 64 AIN23-
65 SPEED_ 66 SPEED_ 67 AIN9_10
INPUT1+ INPUT1- _SHLD
68 AIN10+ 69 AIN15+ 70 AIN16- 71 AIN24+ 72 AIN24-
73 SPEED_ 74 SPEED_ 75 SPD1_2
INPUT2+ INPUT2- _SHLD
76 AIN10- 77 AIN15- 78 KEY_SW 79 VBATT+ VBATT-
1 INJ12+ 2 INJ2+ 3 INJ13+ 4 INJ3+ 5 INJ4+ 6 INJ14+ 7 INJ5+ 8 INJ20+

GRP1-INJ2+ GRP1-INJ0+ GRP2-INJ2+ GRP2-INJ0+ GRP3-INJ0+ GRP3-INJ2+ GRP4-INJ0+ GRP4-INJ3+
9 INJ12- 10 INJ2- 11 INJ13- 12 INJ3- 81 82 83 13 INJ4- 14 INJ14- 15 INJ5- 16 INJ20-
P28-86SA GRP1-INJ2- GRP1-INJ0- GRP2-INJ2- GRP2-INJ0- GRP3-INJ0- GRP3-INJ2- GRP4-INJ0- GRP4-INJ3-
17 SHIELD 18 SHIELD 19 SHIELD 20 SHIELD VBATT- VBATT- XDRG 21 SHIELD 22 SHIELD 23 SHIELD 24 SHIELD
25 SHIELD 26 SHIELD 27 SHIELD 28 SHIELD 29 SHIELD 30 SHIELD 31 SHIELD 32 SHIELD
33 INJ7+ 34 INJ17+ 35 INJ18+ 36 INJ8+ 37 INJ9+ 38 INJ19+ 39 INJ10+ 40 INJ15+
GRP1-INJ1+ GRP1-INJ3+ GRP2-INJ3+ GRP2-INJ1+ GRP3-INJ1+ GRP3-INJ3+ GRP4-INJ1+ GRP4-INJ2+
41 INJ7- 42 INJ17- 43 INJ18- 44 INJ8- 45 INJ9- 46 INJ19- 47 INJ10- 48 INJ15-
GRP1-INJ1- GRP1-INJ3- GRP2-INJ3- GRP2-INJ1- GRP3-INJ1- GRP3-INJ3- GRP4-INJ1- GRP4-INJ2-
49 INJ16+ 50 INJ1+ 53 SPD1_ 54 SPD2_3
1 51 SHIELD 52 KEY_SW SHIELD _SHIELD
55 CAN2_SHLD 56 CAN1_SHLD
GRP0-INJ3+ GRP0-INJ0+
57 INJ16- 58 INJ1- 59 SHIELD 60 INJ_EN 61 SPD1+ 62 SPD1- 63 CAN2_HI 64 CAN1_HI
GRP0-INJ3- GRP0-INJ0- 84 85 86
65 INJ11+ 66 INJ6+ 67 MODULE 68 MODULE VBATT+ VBATT+ +HV_XDCR
GRP0-INJ2+ GRP0-INJ1+ _ID_1 _ID_2
69 SPD2+ 70 SPD2- 71 CAN2_LO 72 CAN1_LO
73 INJ11- 74 INJ6- 75 DOGND 76 DOUT 77 SPD3+ 78 SPD3- 79 CANGND 80 CANGND
GRP0-INJ2- GRP0-INJ1-
Notes
The mating connectors have place to secure cable tie. Use them to
provide strength relief to the harness.
Figure 7-5. J4 & J5 Mating Connector Callout
12
14
11
A1
A2
Relay reference
ys
Rela
A1 14
LSO8 J1-007 A2 K11 11
Speed switch 5 (Generator excitation)
HSO4 J1-066 A1 14
A2 K10 11
Speed switch 4
HSO6 J1-090 A1 14
A2 K9 11
Shut-off valve 2
A1 14
LSO5 J1-005 A2 K8 11
Minor Alarm
A1 14
J1 LECM Connector LSO6 J1-006 A2 K7 11
Major Alarm
HSO5 J1-078 A1 14
A2 K6 11
Shut-off Valve 1
HSO1 J1-030 A1 14
A2 K4 11
Auxiliaries Services (CW & JCW Pump) Relay
HSO2 J1-042 A1 14
A2 K3 11
Starter Motor Relay
HSO3 J1-054 A1 14
A2 K2 11
Auxiliaries Pre & Post Run (Pre-Lube Pump) Relay
14 Keyswitch RUN-ENABLE
HSO8 J1-114 A1
A2
K1 11 P-SERIES_KEY
12 F
TECJET_KEY
1
F1 24
F
F-SERIES_KEY
3 5
LECM MAIN Breaker + 24VDC

-
Panel Wiring
Notes
Figure 7-6. Sample Relay Architecture
334 Woodward
Notes
J1 Twist power cable together with at least 45 twists per me
7
J19
J18 8 Other connections for this terminal on the other pages.
U4 U6 U3
Relays
TecJet F-Series P-Series
K12
J26
J25
J24
J22
J16
K2-
TB
K1
F1
F2
F3
F4
F5
F6
Terminal block assy
J1 Power Supply MAIN Deutsch DCRP28-126SA Key A WW 8928-7414
KEY_SW KEY_SW J1-012

8
Keyswitch Relays
POWER VBATT+ J1-121 1 2
24VDC VBATT- J1-122 3 F1 4
LECM MAIN Break
1 2
3 F2 4
TecJet valve Break
7 1 2
Power Supply to actuators See page 5 for actuators connector layout 3 F3 4
ProAct ITB Breaker
1 2
U4 TECJET VBATT+ W 7 3 F4 4
F-Series Bypass Br
24VDC VBATT- Z 1 2 LECM Ignition Brea
MIL 24-way
WW 6995-1021 3 F5 4 short)
7 1 2
U3 PROACT VBATT+ Z 3 F6 4
NOx sensor Breake
24VDC
MIL 24-way
VBATT- Q A1 12 + 24VDC
WW 6995-1021
7 8
A2 K1 14 -
11
U6 F-SERIES VBATT+ 01
24VDC
Tyco 23-way
VBATT- 16 Terminal 8
WW 8923-1312
blocks
J18 NOx VBATT+ 1 25
24VDC LECM Keyswitch
Deutsch 8-way plug
VBATT- 2 26
DT068SA-CE10
J19 Power Supply EID Deutsch DTP064S-C015 4-way plug 1pc. Plug DTP064S-C015
1pc. Wedge WP-4S
Panel Wiring
4pcs. Socket 0462-203-12141 7
J19 VBATT+ 1
24VDC VBATT- 4
VBATT+ 2
VBATT- 3
Figure 7-7. Sample Power Fusing
Woodward 335
9
9 9
5
4
CAN2_GND J2-015 8
3 J26 CAN2-MAIN (SUBD9 Female)
CAN2_HI J2-007 7
2
CAN2_LO J2-008 6
1
CAN2_SHLD J2-016 CAN J1939-11 T
5
9
4
8
1pc. Receptacle DT043P-CE02 3 J25 CAN-EID (SUBD9 Female)
1pc. Wedge W3P-1939
J20 CAN High B 7
Deutsch 3-way J1939 Receptacle 2
3pcs. Pin 0460-202-16141 Low A 6
Label CAN-EID 1
Shield C CAN J1939-11 T
5
9
1pc. Receptacle DT043P-CE02 4
1pc. Wedge W3P-1939
J10 CAN High B 8
Deutsch 3-way J1939 Receptacle 3 J24 CAN-AUX (SUBD9 Female)
3pcs. Pin 0460-202-16141 Low A 7
Label CAN-AUX 2
Shield C CAN J1939-11 6
1
T
RS232_SHLD J2-048 5
9
RS232_GND J2-047 4
8
RS232_TXD J2-039 3 J22 RS232 Modbus (SUBD9 Male)
7
RS232_RXD J2-040 2
6
1
T
RS445_HI J2-071 01 RS485+
RS485_LO J2-072 02 RS485-
RS485_SHLD J2-080
RS485_HI_TERM J2-055
9
RS485_LO_TERM J2-056 9
RS485_LO_TERM J2-064
Panel Wiring
Notes
9 Keep unshielded length shorter than 4”.
Figure 7-8. Sample Communication Breakout Wiring
336 Woodward
8
1 2
3 F1 4
LECM MAIN Breaker
A1 14
A2 K1 11
MPRD
01 RS485+
02 RS485-
03 Spare
04 Spare
DIN11 J1-023 05 UTILITY BREAKER
DIN8 J1-059 06 IDLE / RATED
DIN10 J1-035 07 RAISE / INCREAS
J1 LECM Connector DIN9 J1-047 08 LOWER / DECREA
DIN7 J1-071 09 RESET
DIN5 J1-070 10 GAS SELECTION
DIN6 J1-082 11 GENERATOR BRE
DIN3 J1-046 12 FUEL ON (RUN)
J2 LECM Connector AIN37 J2-075 13 ISOCH / DROOP
AIN3_4_SHLD J1-068 9 9 14 Spare
AIN4+ J1-080 15 SPEED / LOAD REF +
J1 LECM Connector AIN4 - J1-092 16 SPEED / LOAD REF -
AIN6+ J1-081 17 KW LOAD TORQUE +
AIN6 - J1-093 18 KW LOAD TORQUE -
AIN8+ J2-049 19 CH4 SIGNAL +
J2 LECM Connector AIN8 - J2-057 20 CH4 SIGNAL -
AIN8_SHLD J2-041 21 SPEED BIAS +
AIN5+ J1-057 22 SPEED BIAS -
AIN5 - J1-045 23 Analog & Digital Co
AIN5_6_SHLD J1-069 9 24 Spare
J1 LECM Connector XDRG J1-125 9 25
KEY_SW J1-012 26 LECM Keyswitch
DIN12 J1-024 27 EMERGENCY SD
28 Spare
EXTBOOT J1-017 29
LECM-MAIN EXTB
30
DOUT1 1 31 J4:DOUT1
DOUT2 2 32 J4:DOUT2
DO_GND 3 33 J4:DO_GND
34 Spare
Panel Wiring
Notes
8 Other connections for this terminal on the other pages.
Figure 7-9. Sample Analog Input Breakouts
Woodward 337
9
CAN_TERM P
9 8
CAN_TERM Q
CAN_HI R J1-096
CAN_LO S J1-108 U1:J1
U4 CAN_SHLD X CAN J1939-11 J1-120
LECM MAIN
TecJet
VBATT+ W 1 2
GND Z 3 F2 4 X1
Field wiring
KEYSW F A1 14
A2 K1 11
8
otes
Other connections for this terminal on the other pages.
Keep unshielded length shorter than 2”.
Figure 7-10 Sample Tecjet Wiring.
9 8
13
6 21 U6
F-Series
9 CAN J1939-11 14
8 9
CAN Junction
CAN_HI M J1-096
CAN_LO G J1-108 U1:J1 8
CAN J1939-11 LECM MAIN
CAN_SHLD C J1-120
U3 VBATT+ Z 1 2
P-Series
GND Q 3 F3 4 X1
Field wiring
KEYSW F A1 14
Woodward 6995-1021 A2 K1 11
Notes
Figure 7-11. Sample F-series Wiring
338 Woodward
9 8
M
6 G U3
9 CAN J1939-11 C
P-Series
9
CAN Junction
CAN_HI 13 4
CAN_LO 21 3 J18 8
NOx sensor
CAN_SHLD 14 CAN J1939-11 5
U6 VBATT+ 01
connection
1 2
F-Series
GND 16 3 F4 4 X1
Field wirin
KEYSW 05 A1 14
Woodward 8923-1312 (23pins) A2 K1 11
Notes
Figure 7-12. Sample F-series Wiring
1pc. Receptacle DT043P-CE02 B B

120 Resistor
1pc. Wedge W3P-1939 A A Deutsch DT06-3S-P006 or
3pcs. Pin 0460-202-16141 DT06-3S-EP10
C C
9 6 9 8
CAN_HI 4 13
CAN_LO 3 21 U6
CAN J1939-11 F-Series
CAN_SHLD 5 14
J18 VBATT+ 1 1 2
NOx sensor
connection GND 2 3 F6 4
Deutsch DT068SA Plug

1pc. Plug DT068SA
1pc. Wedge W8S
8pcs. Pin 0462-201-16141
3pc. Seal 114017
Notes
Figure 7-13. Sample NOx Sensor Wiring
Woodward 339
Notes
SPD
Deutsch DCRP26-126SA
Key A
CAM
J1
U3
P-Series
Relays
K12
K2-
TB
K1
F1
Digital outputs
Terminal block assy

A1 14
LSO8 J1-007 A2 K11 11
HSO4 J1-066 A1 14
eed & timing inputs A2 K10 11
9 HSO6 J1-090 A1 14
SPD1+ J1-049 A A2 K9 11
SPD1- J1-050 B
Speed sensor A1 14
t1
SPD_1_2_ J1-051
MIL 2-way
LSO5 J1-005 A2 K8 11
SHLD
9 A1
K7 14
SPD2+ J1-052 A LSO6 J1-006 A2 11
SPD2- J1-053 B
Cam sensor HSO5 J1-078 A1 14
t2 MIL 2-way
A2 K6 11
HSO1 J1-030 A1 14
A2 K4 11
HSO2 J1-042 A1 14 X1
wer Supply MAIN A2 K3 11
Field wiring
HSO3 J1-054 A1 14
SW KEY_SW J1-012 26 A2 K2 11
X1 Field wiring HSO8 J1-114 A1 14
R VBATT+ J1-121 1
F1 2
A2
K1 12
VBATT- J1-122 3 4 11
1 2
3 F1 4
Engine CAN J1939
9 8
CAN1_HI
CAN1_LO
J1-096
J1-108
R
S
U4 9
TecJet
CAN J1939-11
CAN1_SHLD J1-120 X
6
M
G
U3
P-Series
CAN J1939-11
C
Figure 7-14. Sample Speed, CAN, Digitial Output Wiring
340 Woodward
Notes
SPD
Deutsch DCRP26-126SA
Key A 9 Keep unshielded length shorter than 2”.
CAM
J1
U4 U3
TecJet P-Series
Relays
K12
K2-
TB
K1
F1
Terminal block assy
Digital & analog inputs 4

DIN11 J1-023 05
DIN8 J1-059 06
DIN10 J1-035 07
DIN9 J1-047 08
DIN7 J1-071 09
DIN5 J1-070 10
DIN6 J1-082 11
DIN3 J1-046 12
AIN3_4_SHLD J1-068 9 9
AIN4+ J1-080 15
AIN4 - J1-092 16
AIN6+ J1-081 17 X1
Field wiring
AIN6 - J1-093 18
AIN5+ J1-057 21
AIN5 - J1-045 22
AIN5_6_SHLD J1-069 23
XDRG J1-125
9 9
KEY_SW J1-012 26
DIN12 J1-024 27
EXTBOOT J1-017 29
DIN_COM1 J1-106
+HV_XDCR J1-118
DIN_COM2 J1-107
+HV_XDCR J1-119
Figure 7-15. Sample Discrete Input Wiring
Woodward 341
Notes
MAP1
WW 8928-7416
Deutsch DCRP28-86SB MAP2
Key B
J2
MAT
PTP
J26
J25
J24
J22
J16
ECT
Terminal block assy
LOP
Temperature Sensors Communications
AIN30 J2-037 1 SIG

MAT 9
XDRG J2-013 2 GND
Mating connector
9 9
5
4
WW 2008-055 2x20AWG CAN2_GND J2-015 8
ECT 3 J26
2 GND CAN2_HI J2-007 7
Mating connector 2
AIN32 J2-053 1 SIG CAN2_LO J2-008 6
1
WW 2008-055 2x20AWG CAN2_SHLD J2-016 CAN J1939-11 T
5
RS232_SHLD J2-048 9
4
X1
Field wiring
RS232_GND J2-047 8
3 J22
RS232_TXD J2-039 7
Pressure Sensors 2
RS232_RXD J2-040 6
1
T
+5V_XDCR J2-003 1 POWER RS485_HI J2-071
MAP1 01 RS485+
XDRG J2-004 2 COM RS485_LO J2-072
Mating connector 02 RS485-
AIN12 J2-019 3 OUTPUT RS485_SHLD J2-080
1 POWER RS485_HI_TERM J2-063
2 COM
MAP2
Mating connector
RS485_LO_TERM J2-056 9 9
AIN14 J2-027 3 OUTPUT RS485_LO_TERM J2-064
Field Wiring IO
1 POWER
2 COM
PTP AIN37 J2-075 13
Mating connector
AIN16 J2-035 3 OUTPUT
X1
AIN8+ J2-049 19 Field wiring
1 POWER AIN8 - J2-057 20
2 COM
LOP AIN8_SHLD J2-041
Mating connector
AIN23 J2-044 3 OUTPUT
9 9
Figure 7-16. Sample Analog Sensor and Communication Wiring
J4
WW 8928-7417
Knk#1 Knk#2 Knk#3 Knk#4 Knk#5 Knk#6
Deutsch DCRP28-86SC
Key C
+ - + - + - + - + - + - + - + -
CAN Communication
CAN_HI J4-040 B High Turbo Turbo

AN CAN EGT#1 EGT#2 EGT#3 EGT#4 EGT#5 EGT#6
rt
CAN_LO J4-039 A Low
Deutsch 3-way J1939 Plug
Intake#1 Outlet#1
ototune/Toolkit CAN_SHL J4-038 C Shield Label CAN-AUX
mmunication D
1pc. Plug DT063S-CE06
1pc. Wedge W3S-1939-P012
9 9 3pcs. Socket 0462-201-16141
Knock inputs
AIN1+ J4-001 1 + AIN5+ J4-049 1 +

NK1 AIN1- J4-002 2 -
Knock sensor 1 KNK5 AIN5- J4-050 2 -
Knock sensor 5
ock input 1 DL05151003 Knock input 5 DL05151003
AIN1_2_S J4-003 3 SHLD Jetronic 3-way AIN5_6_S J4-059 3 SHLD Jetronic 3-way
HLD HLD
9 9 9 9
AIN2+ J4-009 1 + AIN6+ J4-057 1 +
NK2 AIN2- J4-010 2 -
Knock sensor 2 KNK6 AIN6- J4-058 2 -
Knock sensor 6
ock input 2 DL05151003 Knock input 6 DL05151003
AIN1_2_S J4-003 3 SHLD Jetronic 3-way AIN5_6_S J4-059 3 SHLD Jetronic 3-way
HLD HLD
9 9 9 9
AIN3+ J4-017 1 +
NK3 AIN3- J4-018 2 -
Knock sensor 3
ock input 3 DL05151003
AIN3_4_S J4-019 3 SHLD Jetronic 3-way Windows check outputs
HLD
9 9 DOUT
DOUT1 J4-036 1 DOUT1
J27 Windows Check
DOUT2 J4-044 2 DOUT2
Windows check Deutsch 4-way DT064S-CE06 Plug
AIN4+ J4-025 1 + DO_GND J4-043 3 DO_GND Label WIN-AUX
NK4 AIN4- J4-026 2 -
Knock sensor 4 1pc. Plug DT064S-CE06
ock input 4 DL05151003 1pc. Wedge W4S-P012
AIN3_4_S J4-019 3 SHLD Jetronic 3-way
HLD 3pcs. Socket 0462-201-16141
1pc. Seal 114017
9 9 3
otes
Keep unshielded length shorter than 2”.
Figure 7-17. 6 Cylinder Engine Sample Knock Sensor Wiring
342 Woodward
J41 J42 J43 J44 J45 J46
J4 Knk#1 Knk#2 Knk#3 Knk#4 Knk#5 Knk#6

Deutsch DCRP28-86SC
Key C
+ - + - + - + - + - + - + - + -
EGT#1 EGT#2 EGT#3 EGT#4 EGT#5 EGT#6 TIT#1 TOT#1
Thermocouple inputs
AIN11+ J4-005 + +
Exhaust Gas AIN15+ J4-069 + +
Exhaust Gas
TC1 AIN11- J4-013 - -
Temperature 1 TC5 AIN15- J4-077 - -
Temperature 5
Thermocouple xxxxx Thermocouple xxxxx
input 1 AIN11_12_ J4-014 Thermocouple extension DIN 72585 2/4-way input 5 AIN15_16 J4-054 Thermocouple extension DIN 72585 2/4-way
SHLD _SHLD
AIN12+ J4-021 + +
Exhaust Gas
TC2 AIN12- J4-029 - -
Temperature 6
input 2 AIN11_12 J4-014 Thermocouple extension DIN 72585 2/4-way input 6 AIN15_16 J4-054 Thermocouple extension DIN 72585 2/4-way
_SHLD _SHLD
AIN13+ J4-037 + +
Turbine Intake
TC3 AIN13- J4-045 - -
Temperature 1
_SHLD _SHLD
AIN14+ J4-053 + +
Turbine Outlet
TC4 AIN14- J4-061 - -
Temperature 1
_SHLD _SHLD
Notes
Figure 7-18. Sample Thermocouple Wiring
Woodward 343
NOTES: KNOCK LECM AUX KNOCK

SENSORS
DEVELOPMENT ONLY, NOT REQUIRED FOR PRODUCTION SOLUTION
MODULE
1
CYL 01
J4-01 AIN01(+) FIRING ORDER #1(+)
+-
J4-02 AIN01(-) FIRING ORDER #1(-)
CYL 04 J4-03 SHLD_AIN1_2
+-
CYL 07 J4-10 AIN02(-) FIRING ORDER #2(-)
+-
CYL 06
J4-19 SHLD_AIN3_4
IN FIRING ORDER
+-
+-
CYL 05
J4-67 SHLD_AIN5_6
+-
+-
CYL 03 J4-11 SHLD_AIN7_8
+-
J4-67 SHLD_AIN9_10

J4-14 SHLD_AIN11_12

J4-40 SHLD_AIN13_14

J4-54 SHLD_AIN15_16

CAN Communication
CAN4_HI J4-040 7 High

CAN CAN4_LO J4-039 2 Low CAN
Port SUB-D9 Female connector
1 CAN4_SHLD J4-038 5 Shield
Service Tool Label CAN-AUX
Communication
Figure 7-19. 8 Cylinder Knock Wiring Example
344 Woodward
NOTES: LECM AUX KNOCK

DEVELOPMENT ONLY, NOT REQUIRED FOR PRODUCTION SOLUTION
MODULE
1
CYL 1 2
+
-
CYL 3 4
J4-03 SHLD_AIN1_2
+
-
CYL 5 6 J4-10 AIN02(-) FIRING ORDER #2(-)
+
-
Cyl 7 8 J4-19 SHLD_AIN3_4
IN FIRING ORDER
+
-
Cyl 9 10
+
-
CYL 11 12
J4-67 SHLD_AIN5_6
+
-
CYL 13 14 J4-58 AIN6(-) FIRING ORDER #6(-)
+
-
CYL 15 16
J4-11 SHLD_AIN7_8
+
-
J4-67 SHLD_AIN9_10

J4-14 SHLD_AIN11_12

J4-40 SHLD_AIN13_14

J4-54 SHLD_AIN15_16

CAN Communication
CAN4_HI J4-040 7 High

CAN CAN4_LO J4-039 2 Low CAN
Port SUB-D9 Female connector
1 CAN4_SHLD J4-038 5 Shield
Service Tool Communication Label CAN-AUX
Figure 7-20. 16 Cylinder 1 Sensor per 2 Cylinders Knock Wiring Example
Woodward 345
Use snake skin to bundle ignition coil lines together

J5
Deutsch DCRP28-86SA
Key A
J52
J53
J54
J55
J56
J51
Coil #1 Coil #2 Coil #3 Coil #4 Coil #5 Coil #6
6CYL
AN Communication INJ3+ J5-004 1 +
INJ3 INJ3- J5-012 2 -
IGN3
GRP2-INJ0
CAN1_HI J5-064 B High Ignition output 3 SHIELD J5-020 Deutsch DT06-2S-EP11
CAN1_LO J5-072 A Low
CAN 1pc. Plug DT06-2S-EP11
Deutsch 3-way J1939 Plug 1pc. Wedge W2S-P012
ol CAN1_SHL J5-056 C Shield Label CAN-EID
D 4pcs. Socket 0462-201-16141
ation
1pc. Plug DT063S-CE06
9 9 1pc. Wedge W3S-1939-P012
3pcs. Socket 0462-201-16141 INJ4
INJ4+ J5-005 1 +
IGN6
INJ4- J5-013 2 -
GRP3-INJ0
wer Supply EID Ignition output 4 SHIELD J5-021 Deutsch DT06-2S-EP11
1pc. Plug DT06-2S-EP11
1pc. Wedge W2S-P012
EN IGN_EN J5-060 4pcs. Socket 0462-201-16141
able
TRIG4 J1-016
10 INJ6+ J5-066 1 +
INJ6 INJ6- J5-074 2 -
IGN2
GRP0-INJ1
VBATT+ J5-084 1 Ignition output 5 SHIELD J5-051 Deutsch DT06-2S-EP11
ER VBATT- J5-081 4 POWER-EID 1pc. Plug DT06-2S-EP11
VBATT+ Deutsch DTP044P-C015 1pc. Wedge W2S-P012
J5-085 2
Receptacle 4pcs. Socket 0462-201-16141
VBATT- J5-082 3 1pc. Receptacle DTP044P-C015
1pc. Wedge WP-4P INJ7+ J5-033 1 +
4pcs. Pin 0460-204-12141 INJ7 INJ7- J5-041 2 -
IGN4
GRP1-INJ1
nition outputs Ignition output 6 SHIELD J5-025
6CYL Deutsch DT06-2S-EP11
INJ1+ + 1pc. Wedge W2S-P012
J5-050 1
4pcs. Socket 0462-201-16141
INJ1- J5-058 2 - IGN1
0 1635-1109
tput 1 SHIELD J5-051
Deutsch DT06-2S-EP11
1pc. Wedge W2S-P012
4pcs. Socket 0462-201-16141
INJ2+ J5-002 1 +
INJ2- J5-010 2 - IGN5
0 1635-1109
tput 2 SHIELD J5-018
Deutsch DT06-2S-EP11
1pc. Wedge W2S-P012
4pcs. Socket 0462-201-16141
s
ep unshielded length shorter than 2”.
ection Enable is shown connected to the Main Board Ignition enable.

E-STOP or separate contact may be added to disconnect J5-060
m J1-016 to turn off the ignition (hardware disconnect).
Figure 7-21. 6 Cylinder Ignition Wiring Example
346 Woodward
IGNITION
LECM EID COIL PRIMARIES
CYL 01 NOTES: Ignition Primaries Shielded-Twisted pair
FIRING ORDER #1(+) J5-50 EID_A1+
+
-
1
FIRING ORDER #1(-) J5-58 EID_A1- 1 USE BRAIDED GROUND STRAP FOR BEST HF COUPLING
FIRING ORDER #1(SHLD) J5-51 SHIELD
CYL 04
FIRING ORDER #2(+) J5-2 EID_B1+
+
-
1
CAN Communication
FIRING ORDER #2(-) J5-10 EID_B1-
CYL 07 CAN5_HI High
FIRING ORDER #3(+) J5-4 EID_C1+
J5-064 7
+
-
1 CAN CAN5_LO Low
FIRING ORDER #3(-)
J5-072 2
J5-12 EID_C1- Port
CAN5_SHLD J5-056 5 Shield
FIRING ORDER #3(SHLD) J5-20 SHIELD Mototune/Toolkit
Communication
CYL 06
FIRING ORDER #4(+) J5-5 EID_D1+
+
-
1
C
FIRING ORDER #4(-) J5-13 EID_D1-
Power Supply EID
CYL 08
FIRING ORDER #5(+) J5-66 EID_A2+
+
-
1
FIRING ORDER #5(-) J5-74 EID_A2-
FIRING ORDER #5(SHLD) J5-59 INJ_EN INJ_EN J5-060
SHIELD Emergency Stop Switch
CYL 05 Ignition enable
FIRING ORDER #6(+) J5-33 EID_B2+ TRIG4 J1-016
+
-
1
VBATT+ J5-084 1
FIRING ORDER #6(SHLD) J5-25 POWER VBATT+ J5-085 2

SHIELD
CYL 02 24VDC
FIRING ORDER #7(+) J5-36 EID_C2+ VBATT- J5-081 5
+
-
1
PRIMARIES IN FIRING ORDER
FIRING ORDER #7(-) J5-44 EID_C2-

VBATT- J5-082 6

CYL 03
+
-
1
FIRING ORDER #9(-) J5-65 EID_A3+
FIRING ORDER #9(+) J5-73 EID_A3-
FIRING ORDER #10(+) J5-1 EID_B3+
FIRING ORDER #11(+) J5-3B EID_C3+
NOTES:
J5-19 SHIELD
1. The mating connector has a place to secure tie wraps. To reduce noise e
suggested to tie wrap speed/encoder signals to exit in one direction and the
FIRING ORDER #12(-) J5-14 EID_D3- outputs to exit in the other direction.
2. Use heavy-braided ground strap (>= ½” wide flat, hollow braid < 12" in le
FIRING ORDER #13(+) J5-49 EID_A4+ connect controller to engine/chassis ground.
FIRING ORDER #13(-) J5-57 EID_A4- 3. Injection Enable is shown connected to the Main Board Ignition enable. A
FIRING ORDER #13(SHLD) J5-25 SHIELD separate contact may be added to disconnect J5-060 from J1-016 to turn off
FIRING ORDER #14(+) J5-34 EID_B4+ (hardware disconnect).
FIRING ORDER #15(+) J5-35 EID_C4+
Woodward 347
IGNITION
LECM EID COIL PRIMARIES NOTES: Ignition Primaries Shielded-Twisted pair
CYL 01A
FIRING ORDER #1(+) J5-50 INJ01(+) 1 USE BRAIDED GROUND STRAP FOR BEST HF COUPLING
+
-
1
FIRING ORDER #1(-) J5-58 INJ01(-) CAN Communication
FIRING ORDER #1(SHLD) J5-51 INJ01(SHLD)
CYL 01B
FIRING ORDER #2(+) J5-2 INJ02(+)
+
-
1 CAN5_HI J5-064 7 High
FIRING ORDER #2(-) J5-10 INJ02(-) CAN CAN5_LO J5-072 2 Low CAN
Port
FIRING ORDER #2(SHLD) J5-18 INJ02(SHLD) CYL 3A Mototune/Toolkit
CAN5_SHLD J5-056 5 Shield
Label CAN-EID
FIRING ORDER #3(+) J5-4 INJ03(+) Communication
+
-
1
FIRING ORDER #3(-) J5-12 INJ03(-)
FIRING ORDER #3(SHLD) J5-20 INJ03(SHLD) CYL 3B
+
Power Supply EID
-
1
C
CYL 7A INJ_EN INJ_EN J5-060
FIRING ORDER #5(+) J5-66 INJ06(+) Emergency Stop Switch 3
+
-
1 Ignition enable EID_EN J1-016
FIRING ORDER #5(-) J5-74 INJ06(-) VBATT+ J5-084 1
FIRING ORDER #5(SHLD) J5-59 INJ06(SHLD) CYL 7B POWER VBATT+ J5-085 2 POWER-EID
+
-
1 24VDC VBATT- J5-081 5
FIRING ORDER #6(-) J5-41 INJ07(-) VBATT- J5-082 6
FIRING ORDER #6(SHLD) J5-25 INJ07(SHLD) CYL 5A
+
-
1
FIRING ORDER #7(SHLD) J5-28 INJ08(SHLD) CYL 5B
+
-
1
CYL 8A
FIRING ORDER #9(-) J5-65 INJ11(+)
+
-
1
FIRING ORDER #9(+) J5-73 INJ11(-)
CYL 8B
+
-
1
CYL 6A
FIRING ORDER #11(+) J5-3B INJ13(+)
+
-
1
CYL 6B
+
-
1
FIRING ORDER #13(+) J5-49 INJ16(+) CYL 2A NOTES:
+
-
1
FIRING ORDER #13(-) J5-57 INJ16(-) 1. The mating connector has a place to secure tie wraps. To reduce noise effects, its is
FIRING ORDER #13(SHLD) J5-25 INJ16(SHLD) suggested to tie wrap speed/encoder signals to exit in one direction and the ignition outputs to
CYL 2B exit in the other direction.
+
-
1
FIRING ORDER #14(-) J5-42 INJ17(-) 2. Use heavy-braided ground strap (>= ½” wide flat, hollow braid < 12" in length) to connect
controller to engine/chassis ground.
CYL 4A 3. Injection Enable is shown connected to the Main Board Ignition enable. An E-STOP or
+
-
1
separate contact may be added to disconnect J5-060 from J1-016 to turn off the ignition
FIRING ORDER #15(-) J5-43 INJ18(-) (hardware disconnect).
CYL 4B
+
-
1
348 Woodward
CAN Communication
High 7 Yellow
7 High
CAN CAN
SUB-D9 Male connector Low 2 Green
2 Low
SUB-D9 Female connector
Label CAN-AUX GND 3 White
3 GND Label CAN-AUX
Shield 5 5 Shield
9 9
High 7 Yellow
7 High
CAN CAN
SUB-D9 Male connector Low 2 Green
2 Low
SUB-D9 Female connector
Label CAN-AUX GND 3 White
3 GND Label CAN-AUX
Shield 5 5 Shield
NOx sensor harness adapters

9 9
CAN_HI 4 Yellow
4 CAN_HI
CAN Connector mating UNINOx sensor
Deutsch 8-way receptacle CAN_LO 3 Green
3 CAN_LO
NOx sensor VDO UNINOx 5WK9 6614G
DT048PA-CE02 Shield 5 Hirschmann connector
Label J18
VBATT+ 1 Red
1 UBatt
GND 2 Black
2 GND
9 9
CAN_HI 4 Yellow
5 CAN_HI
CAN Connector mating NOx sensor
Deutsch 8-way receptacle CAN_LO 3 Green
6 CAN_LO
Nox sensor CAT 365-4057
DT048PA-CE02 Shield 5
Label J18
VBATT+ 1 Red
1 VS
GND 2 Black
4 GND
1pc. Receptacle DT048PA-CE02
1pc. Wedge W8P-P012
8pcs. Pin 0460-202-16141
3pc. Seal 114017
Notes
Figure 7-24.Sample CAN Wiring
Woodward 349
Chapter 8.
Electronic Ignition Driver (EID) Integration
An unsafe condition could occur with improper use of the

HMI tools. Only trained personnel should access the
control with these tools.
Trained Personnel
Authorized personnel must be knowledgeable of the risks

posed by live electrical equipment.
Electric Shock
The EID module and software are primarily designed to enable ignition control for large
engine applications (>22 liters) of lean Lambdas >1.6.
The LECM hardware and base software was designed with a high degree of
flexibility programmed in Simulink using Woodward MotoHawk application
software. Enabling user freedom over ignition waveform design. This provides
the controls and applications team with the ability to customize the characteristics
of the ignition system to strike a balance between performance and plug
longevity.
It is integrated with the E6 LECM Super LRU system by means of the internal
CAN network.
The EID Ignition is set to CAN J1939 Slave mode. The E6 sends timing and
energy reference information to the EID ignition.
Max Nominal Engine Speed: 1800 RPM (4-stroke)
Max Cylinder Count: 20 Cylinders
Max Operating Temperature: 85 ⁰C
EID Functionality
The Aux knock module functions as a monitor and processor of the vibration based knock
sensor signals. The E6 control receives FFT knock intensity as calculated by the Aux
module for execution of knock mitigation (timing retard/load derate).
The 20 outputs can be configured to monitor more than one cylinder for example on
many 16 cylinder engines there is a sensor mounted on the engine block between pairs
of cylinders. If more than 10 sensors are desired a higher count module can be
requested.

 Engine Position Encoder (Flex Encoder with NX, N+M, N-M patterns)
 20 ignition outputs
 Compatible with Red Coil or LECM Coil
 Coil failure detection
 Primary output failure detection
 9 predefined profiles based on duration and current amplitude
 Local runtime control for Windows
 Control diagnostics
 Test mode
 Discrete outputs for window mimic triggering to o-scope/timing light
and alarm.
350 Woodward
Communications Options:
 Internal CAN interface to Main Control
 Adjustable Windows during runtime from Main Internal CAN
 Diagnostics and monitor to Main Internal CAN
 External CAN port for Toolkit/Calibration Tool-XCP access
E6 to Aux Communication
The software supports both a local control (local to the board/override control) as well as
control features and feedback remotely through an internal CANbus protocol which is
designed to interface with the E6 engine control application. Figure 8-1 illustrates the
CAN interface for control and ignition feedback.
LECM Main Board (E6 GAP)

0xFFF5 – Cylinder #01-08 Timing Offset

0xEF34 – Global Timing & Energy
Internal CAN Bus

0xFF0E – 0xFF10 – Diagnostics & Status
0xFE82 – 0xFE86 ITx (Cylinder Timing)
0xFF43 – IT21-24 (Cylinder Timing)
0xFD72 – 0xFD77 (kV Detection)

0xFE87 – IT6 (Global Timing)
Cylinder #01 – Cylinder #24

Cylinder #01 – Cylinder#20
Messages #01 - 03
Cylinder #21-24
Primary Ignition Control External Outputs
...
Ignition Ignition Ignition Ignition SensorHV

DO1
Driver #01 Driver #02 Driver #03 Driver #N Power
Figure 8-1. E6/Aux Communication
Data Sent to the EID Ignition

 Global timing
 Ignition duration
 Ignition coil profile
 Individual cylinder timing offsets; this allows adjustment of each
cylinder offset through Toolkit and through knock mitigation/control
 Intentional misfire test cylinder and amplitude
Woodward 351
Data Received from the EID Ignition

The E6 receives read-back and diagnostic information from the EID Ignition. The
commands are structured based on details contained in Woodward Manual
26263. All information gathered will be displayed in Toolkit.
Summary of the data received from the EID Ignition:

 Individual cylinder timing feedback
 Total timing setpoint read-back
 Actual timing read-back
 Firing indication from EID Ignition used as an interlock to open the fuel
valve
 Diagnostics info
Profile Options
The application provides 9 predefined square waveform ignition profiles. These
profiles are labeled as Hi, Med, or Lo which are attributed to the Amplitude and
Duration attributes (e.g. a profile of "Hi" amplitude and "Hi" duration is denoted as
HiHi, whereas a profile of "Lo" amplitude and "Lo" duration is denoted as LoLo.
The 9 predefined profiles shall be designed with configurations that are safe for
operation based on the following peak operating conditions:
For the long duration predefined profiles ([Hi/Med/Lo]Hi) the application should
have 3 limitations:
 Option 1: 16 Cylinder Max Output
 Option 2: 1500 (4-stroke) Max Speed
 Option 3: 330 RPM (2-stroke) Max Speed
(Options 2 and 3 are mutually exclusive)
The 9 predefined square profiles will be the safe User-Space profiles. These will
provide all customers with the common options that span the standard design
space and have been verified by the control manufacturer. In addition, one other
Custom Profile shall be provided to allow the user to create a custom waveform
shape and configuration.
Eid Ignition Profile Definition Requirements
Privileged-Space Profile User-Space Profiles

(Customer Owned – Custom) (Woodward Owned – Predefined)
CustomProfile LoLo LoMed LoHi MedLo MedMed MedHi HiLo HiMed HiHi
Square Ignition Waveform

HiLo HiMed HiHi
45 Profile (AmplitudeDuration) Primary Amplitude [A] Primary Duration [us] Off Time [us]
LoLo 25 300 75
Amplitude [A]
LoMed 25 650 75
MedLo MedMed MedHi
LoHi 25 1300 75
35 MedLo 35 250 80
MedMed 35 500 80
MedHi 35 900 125
HiLo 45 200 85
LoLo LoMed LoHi HiMed 45 400 85
25 HiHi 45 750 170
200-300 400-650 750-1300

Duration [us]
Figure 8-2. Profile Definition Options

352 Woodward
Diagnostics
The different types of primary faults that LECM EID protects against and
differentiates:
 Short to battery positive on coil (+) output
 Short to battery positive on coil (-) output
 Short to battery negative/GND on coil (+) output
 Short to battery negative/GND on coil (-) output
 Short coil [short between coil (+) to coil (-)]
 Open coil
Coil Selection
4-Wire Coil
 Galvanically isolates the high voltage secondary from the primary of
the coil
 Primary current loop can be driven by differential pair from driver
which results in minimum EMI disturbance
 Secondary current loop can be grounded next to spark plug which
creates small spark current loop which results in minimum EMI
disturbance
 May facilitate more accurate sensing of speed, position, temperature,
pressure, etc.
 LECM driver can protect and differentiate between six different fault
conditions when used with the 4-wire coils.
 Short coil, Open coil, Short to chassis on coil “+”, Short to chassis on
Coil “-”, Short to Vbat “+” on coil “+”, Short to Vbat “+” on Coil “-”
 Finer duration control as small as 1 µs is possible
3-Wire Coil
 Cannot provide optimum wiring for noise immunity for both primary
and secondary currents
 LECM cannot identify Shorts on coil “–” when operated with a 3-wire
coil because faults look like normal mode of operation.
 Must use min off time control in place of active hysteretic current
control
 Duration control resolution is limited by the Min off time.
 Hence higher hysteresis results in lower duration resolution.
 Lower hysteresis results in finer duration resolution but limits the
maximum excitation duration
Woodward 353
LECM Universal Coils

These coils have been designed to match well with the high-energy spark driver
LECM EID.
 Specific features developed for hard-to-spark applications such as:
o High BMEP Lean-Burn Engines
o Bio-Fuel applications
o EGR
o Any other diluted fuel mixture applications
 CSA/ATEX Hazardous Location Certified
 Designed with high voltage damping primary for maximizing extender life
o Helps minimize spark plug erosion as well.
 Longer duration (energy) up to 1000 us (750 mJ) – Performance
Improvement
o <200mJ and <300µs for a legacy 3-wire coil (Red coil)
 Higher kV potential (>40 kV) on engine – Plug-life Improvement
 More precise individual coil current control – Plug-life Improvement
 Better diagnostics detection – Usability Improvement
 Finer duration resolution as low as 1µs
 Form Factor
o Mounting feet fits standard red coil bracket (2-hole)
o Integrated return path for the secondary, no need for flat braid
between coil and engine block
o Connector for primary to terminate quick-connect harnesses
o Flexible wire conduit ready
 Larger coil dissipates more power
 Primary coil impedance allows for fast spark initiation
354 Woodward
Chapter 9.
EID Module Hardware
This chapter contains descriptions of each input and output type contained on the
EID module of the LECM, as well as connector pinout and connector location.
EID stands for Electronic Ignition Driver or Electronic Injector Driver depending
on how it is programmed and what loads are connected to it. The same module
is capable of either operation.
EID Module Connections

Terminal Locations
All connections are located on the top face of the LECM via connector J5.
Signals are grouped by type within the connector.
J5 Connector
Figure 9-1. EID Module Terminal Locations
The status LEDs are not visible in a stack configuration with the Main module.
Woodward 355
1 2 3 4 5 6 7 8
DRVR12(+) DRVR2(+) DRVR13(+) DRVR3(+) DRVR4(+) DRVR14(+) DRVR5(+) DRVR20(+)
G RP B- O UT3 G RP B- O UT1 G RP C- O UT3 G RP C- O UT1 G RP D- O UT1 G RP D- O UT3 G RP E - O UT1 G RP E - O UT4
9 10 11 12 13 14 15 16
DRVR12(-) DRVR2(-) DRVR13(-) DRVR3(-) DRVR4(-) DRVR14(-) DRVR5(-) DRVR20(-)
G RP B- O UT3 G RP B- O UT1 G RP C- O UT3 G RP C- O UT1 81 82 83 G RP D- O UT1 G RP D- O UT3 G RP E - O UT1 G RP E - O UT4
17 18 19 20 VBATT- VBATT- XDRG 21 22 23 24

SHIELD SHIELD SHIELD SHIELD SHIELD SHIELD SHIELD SHIELD
25 26 27 28 29 30 31 32
SHIELD SHIELD SHIELD SHIELD SHIELD SHIELD SHIELD SHIELD
33 34 35 36 37 38 39 40
DRVR7(+) DRVR17(+) DRVR18(+) DRVR8(+) DRVR9(+) DRVR19(+) DRVR10(+) DRVR15(+)
41 42 43 44 45 46 47 48
DRVR7(-) DRVR17(-) DRVR18(-) DRVR8(-) DRVR9(-) DRVR19(-) DRVR10(-) DRVR15(-)
49 50 51 52 53 54 55 56
DRVR16(+) DRVR1(+) SHIELD KEY_SW SHIELD SHIELD CAN2_SHLD CAN1_SHLD
G RP A- O UT4 G RP A- O UT1
57 58 59 60 61 62 63 64
DRVR16(-) DRVR1(-) SHIELD DRV_EN SPD1(+) SPD1(-) CAN2_HI CAN1_HI
G RP A- O UT4 G RP A- O UT1 84 85 86
65 66 67 68 VBATT+ VBATT+ +HV_XDCR 69 70 71 72
DRVR11(+) DRVR6(+) MODULE MODULE SPD2(+) SPD2(-) CAN2_LO CAN1_LO
G RP A- O UT3 G RP A- O UT2 ID1 ID2
73 74 75 76 77 78 79 80
DRVR11(-) DRVR6(-) ID_RTN DOUT SPD3(+) SPD3(-) CAN_GND CAN_GND
G RP A- O UT3 G RP A- O UT2

Speed Inputs
(Figure 9-3)

Speed shield SHIELD J5-53 Speed shield SHIELD J5-54
Speed 3 (+) SPD3(+) J5-77

Speed 3 (–) SPD3(-) J5-78
Speed shield SHIELD J5-54
Key Switch Input
Driver Enable Input
Driver Enable Input DRV_EN J5-60
Power Input
Power Input (+) VBATT+ J5-84, 85

Power Input (–) VBATT- J5-81, 82
Special Purpose
Module ID 1 MODULE ID 1 J5-67

Module ID 2 MODULE ID 2 J5-68
Module ID Return ID_RTN J5-75
Figure 9-3. EID Module Inputs

356 Woodward
Discrete Output
High Side Output 1 DOUT J5-76
Sensor Power Output
+HV Transducer (+) +HV_XDCR J5-86

Transducer Power (–) XDRG J5-83
Driver Outputs
(Figure 9-4)
(Group A, Output 1) (Group A, Output 2)

Driver Output 1 (+) DRVR J5- Driver Output 6 DRVR6( J5-
1(+) 50 (+) +) 66
Driver Output 1 (–) DRVR J5- Driver Output 6 DRVR6(- J5-
1(-) 58 (–) ) 74
Shield SHIEL J5- Shield SHIELD J5-
D 51 59
(Group A, Output 3) (Group A, Output 4)

Driver Output 11 DRVR11 J5- Driver Output 16 DRVR16 J5-
(+) (+) 65 (+) (+) 49
(–) (-) 73 (–) (-) 57
Shield SHIELD J5- Shield SHIELD J5-
59 51
(Group B, Output 1) (Group B, Output 2)
Driver Output 2 DRVR2 J5-2 Driver Output 7 DRVR7 J5-
(+) (+) (+) (+) 33
(–) (-) 10 (–) (-) 41
18 25
(Group B, Output 3) (Group B, Output 4)

(+) (+) (+) (+) 34
(–) (-) (–) (-) 42
17 26
(Group C, Output 1) (Group C, Output 2)
(+) (+) (+) (+) 36
(–) (-) 12 (–) (-) 44
20 28
(Group C, Output 3) (Group C, Output 4)

(+) (+) (+) (+) 35
(–) (-) 11 (–) (-) 43
19 27
Woodward 357
Figure 9-4 cont’d.
(Group D, Output 1) (Group D, Output 2)

(+) (+) (+) (+) 37
(–) (-) 13 (–) (-) 45
21 29
(Group D, Output 3) (Group D, Output 4)

(+) (+) (+) (+) 38
(–) (-) 14 (–) (-) 46
22 30
(Group E, Output 1) (Group E, Output 2)

(+) (+) (+) (+) 39
(–) (-) 15 (–) (-) 47
23 31
(Group E, Output 3) (Group E, Output 4)

Driver Output 15 DRVR15 J5- Driver Output 20 DRVR20 J5-8
(+) (+) 40 (+) (+)
(–) (-) 48 (–) (-) 16
32 24
Figure 9-4. EID Module Outputs
The driver outputs are sequentially numbered from 1 through

20. Take great care to make sure that the correct firing order for
the engine is obtained by wiring each output to the correct
cylinder. See the application manual for your system for details.
CAN Communications
CAN 1 High CAN1_HI J5- CAN 2 High CAN2_HI J5-

64 63
CAN 1 Low CAN1_LO J5- CAN 2 Low CAN2_LO J5-
72 71
CAN 1 CAN1_G J5- CAN 2 CAN2_GN J5-
Common ND 80 Common D 79
CAN 1 CAN1_SH J5- CAN 2 CAN2_SH J5-
shield/drain LD 56 shield/drain LD 55
Figure 9-5. EID Module Communications
358 Woodward
Isolation Boundaries
Figure 9-6 shows an overview of which circuits are electrically isolated. The un-
isolated circuits are all ultimately referenced to the power supply (-) input. Care
should be taken when interfacing any un-isolated circuits to other equipment that
is separately powered. Significant EID Module return currents may be allowed to
flow through grounds being tied together. This creates ground loops reducing the
ability to withstand self-generated and system-wide noise; it also creates
potentially damaging voltages and currents on the return path.
The module interconnect isolation group is for all the internal signals between the
Main or AUX module and the EID module.
Unisolated Circuits Isolation Group #1

MPU/Hall/PWM Speed Inputs
CAN #1
Digital Inputs
HS Digital Output
+HV Sensor Power Supply CAN #2
Key Switch Input
Driver Enable Input
Isolation Group #2
Power Supply
Board
Interconnect
Figure 9-6. EID Module Isolation Boundaries

It is recommended that a widely distributed power bus NOT be used for the EID
driver module. If distributed power must be used, bulk capacitors must be located
close to the input connector on the LECM, and the return connection to ground
must be made at the frame ground local to the control area. Distributed power is
defined as a centralized power source used for more than one engine or located
more than 30m away.
Bulk capacitance for an EID powered from a distributed power bus must be
determined on an installation by installation basis. A minimum recommendation
is 4800μF rated at ≥63 Vdc. An example is Cornell Dubilier CGS482U075V3C
which has screw terminals on the top of it for easy wiring. The purpose of this
capacitance is to stabilize the EID power. The EID may take large amounts of
current for very short periods of time and may also push back large amounts of
current for very short periods of time. The actual current requirements will be
unique for each driver application.
Typically, polarized capacitors are used in this capacitance range. If polarized

capacitors are used, negative transients or reverse biasing may damage the
capacitors. Polarized capacitors used in conjunction with a distributed power bus
must be protected from negative voltages. One recommended method is to use a
Zener Diode or a Transient Voltage Suppression Diode (TVS) with a 40 V
breakdown placed across the capacitor oriented with the cathode to the positive
terminal of the capacitor. This puts the diode in the forward conducting mode for
suppressing a negative transient. An example diode is Littlefuse 30KPA36A. See
Figure 9-10 for sample wiring.
Woodward 359
Figure 9-7. Distributed Power Capacitor Example
The same bulk capacitance method may also be used in systems with a local
power source to help suppress noise in systems or applications with noise
sensitivity.
It is required that the installation of this equipment include over current protection
between the power source and the LECM. This over current protection may be
accomplished by series connection of properly rated fuses or circuit breakers.
Branch circuit protection of no more than 250% of the maximum LECM power
supply input current rating must be provided. Recommended fuse rating is 50 A.
The use of properly sized UL class CC, J, T, G, RK1, or RK5 fuses is required to
meet the requirements for branch circuit protection. Do not connect more than
one LECM EID module to any one fuse. Use the largest wire size possible for the
chosen connectors that also meets local code requirements. See Appendix A.
Connector Information for wire sizes. Time delay fuses should be used to prevent
nuisance trips.
The largest wire size that can be connected to the

control power input connector is 3.0 mm² (12 AWG).
Two contacts for VBATT+ and two contacts for
VBATT- are provided on the connector. Use all 4
contacts to connect the LECM EID to the power
source.
power source and the EID module for each power input pin. The return and
possible. The wires may be made to touch in several manners: routing in a single
jacket, minimal twisting of 1-2 twists per meter of the four wires, or a power cord
style cable bundle. Increased twisting of the power wires may be done as well to
help suppress noise in systems or applications with noise sensitivity. Segregating
EID power wiring from all other wiring may also help in such systems.
Input power must be applied to the LECM control up

to 0.5 seconds prior to expected use. The control
must have time to run its power-up diagnostics to
become operational. Failure of the diagnostics will
disable control function.
360 Woodward
The LECM must have all power removed before

installing or removing any connectors or wiring.
This equipment is suitable for use in Class 1,
Division 2, Groups A, B, C, and D, or non-hazardous
locations only.
The LECM is suitable for use in European Zone 2,
Group II environments per self-declaration to EN
60079-15.
Wiring must be in accordance with Class I, Division
2 and European Zone 2 wiring methods and in
accordance with the authority having jurisdiction.
Do not connect more than one power source to any
one fuse or circuit breaker.

When batteries are used, thermal breakers or fusing must meet the following
characteristics:
Current rating: 50 A Maximum
Type: Fuse: Class K

Breaker: <1 second Time Delay for a 10x over-current event
IEC60898-1 Type C Instantaneous Trip Characteristic
Voltage rating: 250 Vdc


Voltage Rating: 32 VDC or higher
Current Rating: 50 A
Time Delay: <3 seconds for a 200% over-current event
Woodward 361
Input Power Ratings

Voltage Range 18–32 Vdc
Maximum Input Current 20 Arms @ 18 Vdc assuming maximum loads
Maximum Input Power 450 W @ 32 Vdc
Reverse Polarity Protection –32 Vdc
Sustained Cranking Voltage 12 Vdc for 30 seconds
Minimum Cranking Voltage 9 Vdc for 100 ms
Input Wiring Constraints device receives power from the wiring between
Table 9-1. EID Power Input Specifications
Inrush currents are possible when voltage is applied to the LECM control. The

See Chapter 18.
System Power and Ground for details.
Both grounded and ungrounded power supplies are allowed.

Voltage Scaling 5 / 60
Resolution in Volts 14.6 mVdc (12-bits)
Temperature Drift
Table 9-2. EID Input Power Monitor Specifications

In stand-alone applications of the EID module, the key switch is used to energize
the internal power supply and make the LECM EID operational. In stacked
applications which include a Main module, the KEY on Main is used instead and
the KEY input on EID is not internally connected. Very little current is consumed
at the KEY input. It behaves like a logic signal used to startup the power supply.
The input has a contact cleaning circuit which will draw enough current to arc
across dry contacts during switch closure. This action will clean the contacts so
they don’t build up resistance over time but does not draw a continuous high
current.
startup. This input has a wide hysteresis range. It will require <9 V (may be as
low as 7.5 V) before it will indicate that the key is “off”.
362 Woodward
the EID to shutdown if the application allows this action.
All modules in an LECM (like Main, EID and AUX) are controlled by the key
switch on the Main module. The KEY inputs on the other modules are only
indication simultaneously. Each module will control its own shutdown but EID
may prevent Main from shutting down its power supplies until ready. Power
sequencing is primarily an application software controlled feature.
Ignored
J5-52 Power Control

KEY_SW
EID CPU
EID Power Supply

Keep Alive
OR
Main Power Supply

Keep Alive
OR

KEY_SW
MAIN CPU
In a stack configuration, the KEY input on EID (J5-

52) is not internally connected. KEY functionality is
controlled from the Main module KEY input J1-12.
Woodward 363
Keyswitch Monitor
J5-52
key
+B
Battery Monitor
J5-84
50A
J5-85 24V
J5-81
50A
J5-82
DGND
Optional Fuse
Figure 9-9. EID Input Power Wiring Diagram
Keyswitch Monitor
Capacitor for Distributed
J5-52 Power Source
key
+B
Battery Monitor
J5-84
50A
J5-85 24V
+
75V, 4800µF
36V
J5-81
J5-82
50A
DGND
Optional Fuse
Figure 9-10. EID Distributed Power Wiring Diagram

the LECM.
364 Woodward
the section on Error! Reference source not found. for more details.
General use proximity sensors can be prone to EMC susceptibility issues. For
best results with Hall Effect proximity sensors, use only Woodward proximity
sensors. The Woodward proximity sensor is a “NPN-PNP” (or “Push-Pull”)
sensor meaning that it forces the return signal to the supply (+) or supply (–)
depending on the presence or absence of a tooth. The signal is directly
connected to the supply (+) or (–) without using pull-up/down resistors. The
sensor also has built-in protection from miss-wiring and has been tested for EMC
compliance. See Appendix C.
Outline Drawings for sensor details.
Proximity sensors should be powered from the LECM. The LECM power supply
for proximity sensors is the High Voltage Transducer Power Supply further
detailed in the next section.

There are three inputs on the LECM EID module dedicated to speed sensor
signals. The first two of the inputs can be used with either a MPU (passive VR
sensor) or a Proximity (active Hall Effect) sensor. The third may only be used
with an active (proximity) sensor. If any other modules are present in the LECM
(like Main or AUX) those speed signals will also be available on the EID module
in addition to the local inputs. However, Main Speed 4 and EID Speed 3 are
mutually exclusive. Either one or the other may be used on EID but not both.
Each input is also capable of measuring PWM signals.
When changing speed modes from Hall to VR a power cycle is required (not just
a software reboot).
MPU Input Frequency 10 Hz – 15 kHz

Input Amplitude 2.8 – 141 V peak-to-peak
Input Amplitude
Input Common Mode Range ±30 Vdc (for MPU)
±0.15% of point >300 Hz, ±0.5 Hz when
Accuracy
<300 Hz
10–90%
Prox Duty Cycle 10 µs minimum period (depending on
software filter settings)
Table 9-3. Speed 1&2 Input Specification
Woodward 365

>6.3 Vdc for Proximity Probe “HIGH”
Input Amplitude
<2.7 Vdc for Proximity Probe “LOW”
Input Common Mode Range 0 Vdc
Accuracy ±0.15% of point >300 Hz, ±0.5 Hz when <300 Hz
10–90%
Prox Duty Cycle 10 µs minimum period (depending on software
filter settings)
Table 9-4. Speed 3 Input Specification
PWM Frequency 100 Hz – 5 kHz

±1% full scale with 10-90% DC up to 2 kHz at ≥20
V input signal level while between 0 – 100 C
PWM Accuracy
±1.5% full scale with 10-90% DC >2 kHz at ≥20 V
input signal level while between 0 – 100C
Table 9-5. Speed PWM Input Specification

See Sensing Gear Selection topic for more information.
Speed Sensor Wiring

See Speed Sensor Wiring topic for more information.
Connection SS_1 SS_2 SS_3

Input (+) J5–61 J5–69 J5–77
Input (–) J5–62 J5–70
+HV Transducer (+) J5–86 J5–86 J5–86
Transducer (-) / XDRG J5–83 or J5–78 J5–83 or J5–78 J5–78
Shield J5–53 J5–54 J5–54
Table 9-6. EID Speed Sensor Connections
MPU Wiring
Figure 9-11 shows how to connect a passive, magnetic pickup. Connection to
speed input #1 is shown. Speed input #2 is similar. Connections are made to J5.
Explanation for inverted wiring is given in the following section regarding missing
tooth gears.
366 Woodward
Twisted,
Shielded cable
+
J5-61
N
SS #1
10k
S
-
J5-62
Passive MPU
J5-53
Figure 9-11. EID MPU Wiring Diagram
The polarity of the MPU signals is important due to the way that the MPU input
circuitry inside the LECM control functions. The rising and falling edges are used
to “arm and trigger” the signal going to the CPU. The rising edge arms the event
and the falling edge triggers the event.
See Error! Reference source not found. topic for more information.

Connection to speed input #1 is shown. Speed input #2 is similar. Connections
are made to J5. See Table 9-6 for pinout of the speed sensor inputs. The
Woodward active proximity sensor is shown. The LECM supplied HV Transducer
power should always be used for signal quality. Do NOT attempt to use the HV
Transducer power from the Main module to power a sensor connected to the EID
module. The XDRG pin, J5-83, is not protected from shorts to VBATT+. It is
important to verify wiring and fusing before applying power.
Twisted,
Shielded cable
+HV_XDCR
J5-86
+
A
N
s
J5-61 B
S
SS #1 10k
C
-
J5-62
Woodward
Active Prox
J5-83
DGND
J5-53
Figure 9-12. EID Proximity Sensor Wiring Diagram
PWM Wiring
In Hall Effect / Proximity Sensor mode, the speed inputs may also be used as
PWM inputs. As PWM inputs, they are intended for connection to devices such
as speed references (foot pedal, etc.). However, they can be connected to other
devices as well. PWM signals may originate from a sensor or from another
electronic control.
Woodward 367
The LECM supplied HV Transducer power should always be used for PWM
sensors requiring external power in order to provide high signal quality. If the
originating device requires more power than is available from the LECM, then it
must be referenced to the same power source used on the input power pins of
the LECM EID Module. Do NOT attempt to use the HV Transducer power from
the Main module to power a sensor connected to the EID module.
PWM wiring should be done using twisted pair wiring with ≥30 twists/meter and a
shield. Shielding should be unbroken between the sensor / control device and the
LECM. Shielding should not be grounded along its length anywhere in the
system. The shield should be connected to the appropriate dedicated
Speed/PWM shield pin on the LECM. Optionally, the shield may be connected at
the source device with a series capacitor.

are made to J5. See Table 9-6 for pinout of the speed sensor inputs. The XDRG
pin, J5-83, is not protected from shorts to VBATT+. It is important to verify wiring
and fusing before applying power.

J5-86
+
J5-61
PWM
SS #1 10k - device
J5-62
Twisted,
Shielded cable
J5-83
DGND
PWM reference
J5-53 (required)
Figure 9-13. EID PWM Wiring Diagram
Speed #3 Proximity Sensor Wiring

Figure 9-14 shows how to connect an active proximity sensor. Connection to
speed input #3 is shown. See Table 9-6 for pinout of the speed sensor inputs.
The Woodward active proximity sensor is shown. The LECM supplied HV
Transducer power should always be used for high signal quality. Do NOT attempt
to use the HV Transducer power from the Main module to power a sensor
connected to the EID module.
368 Woodward
Twisted,
Shielded cable
Ref +HV_XDCR
J5-86
+
+ A
SS #3
N
s
- J5-77 B
S
25k C
-
J5-78
Woodward
Active Prox
DGND J5-54
Figure 9-14. EID Proximity Sensor Wiring Diagram, SPD#3
Speed #3 PWM Wiring

The speed #3 input may also be used as a PWM input. PWM signals may
originate from a sensor or from another electronic control. The LECM EID
supplied HV Transducer power should always be used for PWM sensors
requiring external power in order to provide high signal quality. If the originating
device requires more power than is available from the LECM, then it must be
referenced to the same power source used on the input power pins of the LECM.
Do NOT attempt to use the HV Transducer power from the Main module to
power a sensor connected to the EID module.
Speed/PWM shield pin on the LECM. Optionally, the shield may be connected at
the source device with a capacitor.
The SPD3(-) pin, J5-78, is not protected from shorts to VBATT+. It is important to
verify wiring and fusing before applying power.
Ref +HV_XDCR Optional power

J5-86
+
+
SS #3
- J5-77
PWM
device
-
25k
J5-78
Twisted,
Shielded cable
DGND J5-54
PWM reference
(required)
Figure 9-15. EID PWM Wiring Diagram, SPD#3
Speed 3 PWM specification is the same as Speed 1&2 found in Table 9-7.

There are two advanced filters available for the speed sensor inputs
implemented in hardware but configured in the application software.
Woodward 369
High Voltage Transducer Power Supply

A power supply is provided for the proximity (Hall Effect) probes and PWM
sensors. This supply must be used to power the active probes.

Output Voltage 12 or 20 Vdc ±5%
Protection Output is protected from short circuit
Table 9-7. EID HV Transducer Power Specifications
Through software control, this power supply may be configured to output either
12 V or 20 V. The power supply will regulate to the setpoint as long as the input
voltage is at least 2 volts above the configured output voltage.
HV Transducer Power Wiring

Note that Transducer (-) is also referenced as XDRG (Transducer Ground) in
some parts of this manual. This signal pin is electrically equivalent to VBATT- but
cleaner from EMC. It has no protection from shorts to VBATT+. It is important to
verify wiring and fusing before applying power.
Table 9-8. EID HV Transducer Power Connections

Connection Pin
+HV Transducer (+) J5–86
Transducer (-) / XDRG J5–83
HV Transducer Power Supply Monitoring Circuit

The HV Transducer power supply voltage level is monitored for the purpose of
application diagnostics.
Voltage Scaling 5 / 60
Measured Voltage Filter 1 pole at 1 ms
Accuracy at 25 C ±0.5% of full scale
Table 9-9. EID HV Transducer Monitor Specifications
Driver Enable Input

There is a special purpose sourcing discrete input used to enable the driver
outputs and the boost supply. The input is activated with a connection to BATT+.
This input must be activated in order to operate the driver outputs. It draws very
little current as it is only a logic gate activation. However, the input does have a
contact cleaning circuit which will draw enough current to arc across dry contacts
during switch closure. This action will clean the contacts so they don’t build up
resistance over time.
370 Woodward
The state of the input may also be monitored by the application software.
Driver Enable Monitor

STOP
J5-60
Enable Logic
24V
J5-81
J5-82
DGND
Figure 9-16. Driver Enable Input Wiring
Driver Outputs
There are 20 driver outputs internally grouped in sets of four. There is a boost
supply internal to the LECM that boosts the 24 Vdc input voltage to a
programmable level between 35 – 125 Vdc for the output drivers.
Each group may overlap but with limitations. Two groups must not
simultaneously start operation. There should be a delay between the two but the
time of the delay depends on how depleted the boost supply is from the prior
operation. Exact driver timing will become calibration dependent. Woodward has
software tools to aid this process.
Each driver output has two pins on the connector labeled (+) and (–). Wiring is
required to be twisted pair with ≥30 twists/meter, one wire to each connection.
Optional shielding may be used in systems or applications sensitive to EMI noise.
Both (+) and (–) connections are protected from over current and miss-wiring. In
the case of a short circuit causing an over current condition, the individual output
will be disabled. Feedback is provided to the software application when an over
current condition occurs that details the fault location. The software application
can reset the channel lock out to allow the output to operate again. An over-
current condition on one channel will not affect other groups and may not affect
other channels in the same group. Open circuit conditions (like broken wire) are
also detected and reported to the software application.
In addition to application controlled output timing, the driver output operation is
further gated by the internal IO_Lock and an external enable signal. There is a
Driver Enable pin on the connector (J5-60) that must be connected to +24 V in
order to enable the driver outputs. All of the LECM modules in a stack
configuration control an internal IO Lock signal. If any of the modules activates IO
Lock, the driver outputs will also be disabled.
External Driver Enable

J5-60
Application Driver Timing
AND Enable Driver
EID Outputs
CPU
IO Lock
MAIN OR
CPU
AUX
CPU
Figure 9-17. Driver Output Enable Logic Diagram

Woodward 371
Number of Channels 20
Output Type Current controlled driver
23 A maximum solenoid pull-in
Current Drive Rating
50 A maximum ignition coil
Output Voltage 35 – 125 Vdc
Table 9-10. Driver Output Specification
Driver Output Wiring

Each driver group supports 4 outputs. One output of a group can be used at a
time. See below graphic for an understanding of how driver outputs are
combined in a group. The external connections to the LECM are marked as a
box with a star inside. All outputs in a group share a common return switch but
have separate connector pins to simplify wiring.
+V
Group A
(others are identical)
HS Driver A-1 HS Driver A-2 HS Driver A-3 HS Driver A-4
Coil Coil Coil Coil
LS Driver A
DGND
Figure 9-18. Driver Group Design
The driver outputs are ordered by counting through the first of each injection
group followed by the second and last by the third.
This is illustrated in Table 9-11.
372 Woodward
Injector Driver Driver

Output # Shield
Group (+) (–)
A 1 J5–50 J5–58 J5–51
B 2 J5–2 J5–10 J5–18
C 3 J5–4 J5–12 J5–20
D 4 J5–5 J5–13 J5–21
E 5 J5–7 J5–15 J5–23
A 6 J5–66 J5–74 J5–59
B 7 J5–33 J5–41 J5–25
C 8 J5–36 J5–44 J5–28
D 9 J5–37 J5–45 J5–29
E 10 J5–39 J5–47 J5–31
A 11 J5–65 J5–73 J5–59
B 12 J5–1 J5–9 J5–17
C 13 J5–3 J5–11 J5–19
D 14 J5–6 J5–14 J5–22
E 15 J5–40 J5–48 J5–32
A 16 J5–49 J5–57 J5–51
B 17 J5–34 J5–42 J5–26
C 18 J5–35 J5–43 J5–27
D 19 J5–38 J5–46 J5–30
E 20 J5–8 J5–16 J5–24
Table 9-11. Driver Output Connections: Output Sort
Injector Driver Driver

Output # Shield
Group (+) (–)
A 1 J5–50 J5–58 J5–51
A 6 J5–66 J5–74 J5–59
A 11 J5–65 J5–73 J5–59
A 16 J5–49 J5–57 J5–51
B 2 J5–2 J5–10 J5–18
B 7 J5–33 J5–41 J5–25
B 12 J5–1 J5–9 J5–17
B 17 J5–34 J5–42 J5–26
C 3 J5–4 J5–12 J5–20
C 8 J5–36 J5–44 J5–28
C 13 J5–3 J5–11 J5–19
C 18 J5–35 J5–43 J5–27
D 4 J5–5 J5–13 J5–21
D 9 J5–37 J5–45 J5–29
D 14 J5–6 J5–14 J5–22
D 19 J5–38 J5–46 J5–30
E 5 J5–7 J5–15 J5–23
E 10 J5–39 J5–47 J5–31
E 15 J5–40 J5–48 J5–32
E 20 J5–8 J5–16 J5–24
Table 9-12. Driver Output Connections: Group Sort
Figure 9-19 shows driver connections for output 1. The others are similar.
Woodward 373
+V Shielding is
optional
Coil
J5-50
J5-58
>30 twists/m
DGND
J5-51 required
Chassis
Figure 9-19. Driver Output Wiring Diagram
Boost Supply
There is an internal 400 Watt boost supply used to create a high voltage for
driver output use. Some injectors require a high voltage to begin operation and
all ignition coils require a high voltage for operation. This internal supply provides
a programmable voltage between 35 V and 125 V to be shared by all driver
outputs.
The boost supply is very fast and can store more than 1 Joule of energy for
delivery to the load. The more energy that is used by an injector or ignition coil,
the longer it will take to replenish the boost supply to its programmed voltage.
Most applications will take less than 2 ms to restore the boost voltage. The next
injector/ignition event requiring boosted voltage should not be started until the
boost voltage is completely restored. This recommendation is made to provide
consistent injector or ignition coil operation.
In addition to an application controlled voltage level, the boost supply operation is

both application and user controlled. There is a Driver Enable pin on the
connector (J5-60) that must be connected to +24 V in order to enable the boost
supply. The software application may also disable the boost supply but it cannot
enable the boost supply if the external Driver Enable pin is not connected to
+24 V. All of the LECM modules control the IO Lock signal. If any of the modules
activates IO Lock, the Boost Supply will also be disabled.
External Driver Enable
J5-60
Application Boost Enable
AND Enable Boost
EID Supply
CPU
IO Lock
MAIN OR
CPU
AUX
CPU
Figure 9-20. Boost Supply Enable Logic Diagram
374 Woodward
Boost Supply Monitoring Circuit

There are two boost supply monitoring circuits. One is measured by the CPU A/D
converter and is available for application use in diagnostics, troubleshooting, and
calibration. The other is measured by the FPGA and used for voltage control. It is
also available to the application as a secondary feedback for troubleshooting
purposes. Protection is also provided for the fly back of inductive relay loads.
Some conditions will prevent short and open circuits from being detected:
Output Energized: inhibits open circuit diagnostics
Output De-Energized: inhibits short circuit diagnostics

Resolution 58.6 mVdc (12-bit)
Accuracy 2.5%
Accuracy over Temperature ±5.0% of full scale, full temperature range
Table 9-13. Boost Supply Monitor Specifications
High Side Output

There is one high side discrete output. It can be used as a Boolean (discrete)
output for relay control or signaling for another device. Power comes from the
LECM EID input power (J5-84/85) and is not regulated, but is filtered and has
transient voltage suppression. So if the input voltage dips (like during cranking)
the output voltage at this output will also dip.
The output uses a protected MOSFET that will protect the LECM by turning off
the output if a short circuit is detected. The output will be retried periodically until
the short circuit is removed allowing the output to operate normally again.
Feedback is provided to the software application indicating the short circuit
condition. The output is protected from the fly back of inductive relay loads.
High-side driver with short circuit and

Output Type
Continuous Current 100 mA
Transient Current 200 mA for 300ms
Table 9-14. EID High Side Output Specification

The discrete output is generally designed for connection to a small indicating
lamp (LED or incandescent), a relay coil, oscilloscope, or other smart control.
The load return current should be connected to the EID power source (-)
somewhere in the system but within 0.5 m of the LECM. It is shown going to pin
81 in the diagram just for an understanding of the circuit reference. Note that
since the discrete output can be connected to loads with a separate ground, take
care when wiring the load return to avoid loops.
Woodward 375
+BATT
J5-84
J5-85
HSO#1
500k
GATE
DRIVE &
DIAG J5-76
J5-81
Same ground as
DGND LECM
J5-82
Figure 9-21. EID Discrete Output Wiring Diagram

There are 2 CAN ports for distributed I/O, distributed control, service tool, and
Human Machine Interface (HMI) purposes. Each port operates independently.
Communications is application controlled and may be deterministic. Care should
be given to the choice of devices used on each network. HMI devices or service
tools should generally not be put on distributed control networks with real time
control requirements.
Both ports are electrically isolated from other circuits but share a common
reference with each other. As a result, these ports are limited to ≤30m total cable
length. The isolation conforms to product safety SELV requirements. The
isolation is provided for safety reasons rather than functional reasons due to the
high voltage boost supply.
Transceiver Type CAN 2.0B

Isolation Voltage 500 Vdc SELV
Baud Rates Supported 125, 250, 500, and 1000 kbps
Table 9-15. EID CAN Specification

See Recommended Bulk Cable for CAN networks topic for more information.
Network Construction
See CAN Network Construction for further details.
Due to the port isolation, a common wire may be needed between all units on the
network. The preferred method for isolated ports is to include a separate wire
within the CAN cable. A feasible alternative is to bundle a separate ground wire
with the CAN cable perhaps tie-strapped together. This keeps the
communications and ground reference at the same voltage potential at all times.
Non-isolated nodes may not have a signal common available for connection. If a
signal common is not available, use one of the alternate wiring schemes. These
alternate wiring schemes are listed in preferential order.
1. No connection of CAN common
2. If the CAN common needs to be connected for reliable operation,
connect the CAN ground wire from the isolated nodes to the
376 Woodward
VBATT- terminal at a non-isolated node. Also defeat the CAN
isolation on LECM by shorting CAN common to VBATT-. VBATT-
is typically the signal reference for CAN if isolation is not provided.
3. Defeat the CAN isolation on the LECM CAN port by shorting CAN
common to VBATT-
The CAN common wire should not be grounded to chassis. The only exception to
this rule is if one of the devices on the link is not isolated, then connecting CAN
common to VBATT- on that device may create a connection to the VBATT-
power supply chassis ground (assuming the power supply has a connection to
chassis ground). Otherwise, no other connections to ground or physical earth
should be provided.
CAN Termination
See CAN Termination topic for more information.
CAN Shielding
See CAN Shielding topic for more information.
CAN Port Wiring

The CAN ports are isolated from other circuits but use a common power source
between them. The isolation conforms to SELV product safety requirements.
Both CAN port #1 and CAN port #2 have identical circuit designs. Only the pinout
for CAN port #1 is shown. The pinout for CAN port #2 is similar except with
different terminal numbers. To improve immunity to noise, CAN common can be
routed with the shielded signal cable. This is particularly useful when connecting
to isolated devices.
The CAN ports are best used for on-engine wiring due to the length limitations.
They should be limited to a total of 30 m wiring length together (e.g. 10 m on
CAN1 and 20 m on CAN2).
Port CAN_1 CAN_2

CAN High J5-64 J5–63
CAN Low J5-72 J5–71
CAN Common J5-80 J5–79
Shield J5-56 J5–55
Table 9-16. EID CAN Connections
Figure 9-22 shows optimal wiring and what is expected if the CAN link will run off
the engine. Figure 9-23 shows a suitable on-engine alternative if all cabling
remains on the engine.
Woodward 377
(Termination resistors not shown)
+5V
CAN-1/2
J5-56 Shielded
CAN Cable with
CAN Common wire
Transceiver
H J5-64 H
L
L J5-72
Com CAN
Device
J5-80
CAN-1/2 Com
Optimal solution where appropriate wire can be used
Figure 9-22. EID CAN Wiring Diagram, 0ptimal 3-Wire Cable Type
not shown)
+5V
CAN-1/2 Shielded
J5-56 CAN Cable
without
CAN common wire
Transceiver
H J5-64 H
L
L J5-72
Com CAN
Device
J5-80
CAN-1/2 Com
Common wire run

adjacent to cable
All Units On Engine
Figure 9-23. EID CAN Wiring Diagram, All Units On-Engine

There is 1 CAN link internal to the LECM that connects Main to EID and to AUX if
any of those other modules are installed. It can operate up to 1 Mbps with any
application defined protocol desired. There is isolation for this port on the EID
module for safety reasons.
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EID Digital Core

The digital core on the EID module consists of a microprocessor, FPGA, and a
temperature sensor. The EID module application processor may be programmed
using the Woodward MotoHawk application development environment.
Clock Frequency 147 MHz

Math Support Single Precision Floating Point CPU
Flash Memory 4 MBytes
RAM 192 kBytes
EEPROM 128 kBytes
Table 9-17. EID Processor Specification
Temperature Sensor
air temperature inside the LECM EID module housing area. This sensor is used
to determine when the FPGA needs to be flash updated (see FPGA section). It is
also useful to determine if a particular application is within the acceptable
operating conditions. This is because heavy use of the driver outputs and boost
supply will cause self-heating. Even if the external ambient temperature is within
the required range, it is still possible for the internal temperature to exceed the
recommended limit.
It is recommended to include an application monitor using this temperature value.

Alarm if the temperature exceeds 110 C. If the temperature exceeds 115 C
preventative measures to control and reduce the internal temperature are
necessary. Reducing the number of injection pulses (like in a common rail
application) is a fast way to reduce the internal temperature. Reducing the
current (like using a lower energy ignition profile) is also a valid way to reduce the
temperature. A reduction in engine RPM will also work but may not be practical
for most applications.
FPGA
There is an FPGA (Field Programmable Gate Array) within the digital core of the
LECM EID module. It also has on-board flash used to hold its program. This flash
program is a fixed program that is invisibly included when the EID module
application is coded.
In order to save programming time, the FPGA flash is only updated if the FPGA
flash image in the downloaded program is different from the one that is installed
or if the flash retention period has expired. The FPGA flash retention is more
limited than the EID microprocessor flash retention. Depending on the
temperature within the LECM EID module enclosure, it may never need to be re-
flashed or it may need to be re-flashed in five years (unlikely worst case). There
is a special application block that will provide an estimated time remaining in the
flash retention period. This block uses the measured temperature and operating
time to create the estimated life remaining. It is the application designer’s
responsibility to monitor the estimated retention life and to signal that a
reprogramming is needed. Unpredictable results may occur once the FPGA flash
retention period expires.
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IO_LOCK
would be in if power to the module is removed.
While in IO_LOCK, the application will continue to execute and communications

may occur normally. It is up to the application or system developer to drive
actuators controlled via network into a safe state. Only the local outputs are
disabled.
The IO_Lock signal is electrically isolated for safety reasons.
RESET
There is a hardwired interconnect between the main module and the EID module
so that the main module microprocessor can hold the EID processor in a reset
state. This will occur when the main module is being programmed, during a
watchdog timeout, or if the main module loses power. It is further possible for a
Main module application to control this signal.
The RESET signal is electrical isolated for safety reasons.
Module ID Inputs
There are two discrete inputs that are intended for harness coding. They are
each internally pulled up. A connection to circuit reference using the ID Return
pin is necessary to activate them. The ID Return is not electrically protected for
shorts to 24 V so it should not be distributed along the harness length. It is only
intended to be used for a local short jumper. Jumpers should be kept short
(≤100mm end to end, ≤50 mm outside the connector).
Wiring for Module ID 1 is shown below. Module ID 2 (J5-68) is an identical circuit

and can be wired the same way.
+V
ModuleID #1 J5-67
J5-75
ID_RTN
DGND
Insert short jumper
Figure 9-24. EID Module ID Wiring Diagram
The current state of the Module ID inputs is always available to the application.
These are intended to allow the application to use different operating modes
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based on a harness code. They do not draw enough current for contact cleaning
and thus are not recommended as general purpose discrete inputs.
Note that if BOTH Module ID 1 and Module ID 2 are activated upon power up,
the EID module will enter a special boot-up mode called bootstrapping.
Bootstrapping refers to the process of flashing a module by means of a standard
routine designed in the firmware. This can be performed to recover the module if
an application were invalid or corrupt. In bootstrapping the microprocessor will
wait 3 seconds for a service tool connection on either CAN port. If no connection
is made, it will continue the normal boot-up process and start the installed
application. If both Module ID inputs are activated after boot-up (when the
application is already running) it will have no special effect.
bootstrapping.

resources

Yes Is Module No
Bootstrapped?

Application Startup Routines The “normal” application
startup routines assume
Application + Flash valid checksums. Other
Calibration Checksum procedures are followed if
Received Flash Request Wait 3 seconds for however these are not
EEPROM
Also note that Transfer
Checksum
Flash Calibration To RAM
is only applicable to “DEV”

To RAM

To RAM
Power-On Reset
Start Application
When using MotoTune for bootstrapping, use 250 kbps and City ID 11. Security
is defined by the activation dongle.
When using Toolkit for bootstrapping, use 250 kbps and the below extended ID
CAN identifiers. Toolkit will use the XCP protocol.
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When bootstrapping where multiple modules or networks

are interconnected, ensure the network is isolated to only a
single interface and your PC to avoid protocol addressing
and transfer rate conflicts
When flashing an EID module in a stack configuration (either bootstrapped or

not), the LECM main module MUST have a valid running application that is
releasing the RESET signal and also may not be bootstrapped itself (i.e. the
main module must be in a state where the reset lines are released).
LECM Aux Board

ResetAux
Released
LECM Main Board
ResetEid
Released
LECM Eid Board
Figure 9-26. Reset Signal
Use the following procedure to bootstrap the EID:
1. Power off the EID module (disconnect power or Keyswitch to “off”
position). The Main module power should remain “on”.
2. Make sure a valid Main module application is already running and
releasing the reset line of the respective module
3. Configure the module’s bootstrap hardware interface as described above
configuration
382 Woodward
Chapter 10. EID Module Service Tool

Establishing Communication
improper use of the service tools. Only trained
personnel should access the control with
Trained Personnel
these tools.
Procedure
 Close out any open Toolkit Windows
 Plug in your compatible CAN communication module
 Place the provided security DLL file in the folder location where the .Sid
file is located (not needed for all applications).
o If the control is using security the control provider will need to
provide the DLL file for commissioning a new engine
 Open the EIDIgnition.wtool file provided by your control supplier
 Left click “Connect”
 Select the CAN adapter (Hint: It’s never a “Virtual”)

 Set the Protocol to “XCP”
 Set baud rate to “Baud_250Kbits”
 Check the two boxes under “Extended”
 Command” ID enter 177C0BF9 (0=the number zero)
 “Response” ID enter 177BF90B (0=the number zero)
 Hit “Add”
 Check the box next to the newly created “Alias” 177C0BF9.
Woodward 383
o The Alias can be renamed to “EID” to avoid future confusion by
hitting a right click on your mouse.
 Finally, left-click the connect button on the bottom of panel.
 If the control does not connect see Troubleshooting
 If the control does not have security a status as the bottom left of the
Toolkit window should look like this:
 If the control has security after a connection is made a “Security

Login” window will pop up where you can select the appropriate
login level and enter the control provider’s password.
 Once successfully connected and logged in the values on “0.0 – EID

Status” will become live.
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Security
Depending on the existing application configuration, a security DLL may have to
be specified before ToolKit can complete the communications connection. If
needed the DLL file should have been included with the service tool (.Wtool) file.
If included place the security DLL file in the same location as the application SID
file. Contact the application developer for the security DLL file. If the security DLL
file is valid and in the correct location, ToolKit will establish a connection with the
control.
Otherwise ToolKit will indicate an error dialog.
1st Time Configuration for Ignition
Troubleshooting:
Incorrect connection settings

If the incorrect baud rate or ID is specified or if the wiring is incorrect, ToolKit will
indicate a status of “Connecting” in the Details dialog. The CAN communications
device, such as Kvaser Leaf Light V2, may flash a red error light.
To resolve the issue confirm:

 Protocol is “XCP”
 Baud rate is set to “Baud_250Kbits”
 That there is a device under the word “Alias” where
 177C0BF9 (0=the number zero) is the “Command” ID
 177BF90B (0=the number zero) is the “Response” ID
It is common to configure the address and forget to hit “Add” for example leading
to no boxes to check under “Alias”.
Mis-wiring
Control will just say “Connecting” forever. To remedy, confirm wiring to

communication module.
J1939/11 3 Pin EID Service

Function DB9 Pin
Position Tool Port
Can Lo 2 B J5-072
Can Hi 7 A J5-064
Ground (optional) 5 C J5-080
Missing security DLL
If the control requires a security .DLL file, make sure it is in the same location as
the control .Sid and .Wtool files. If one was not provided contact your control
supplier and request it.
Woodward 385
Loading Settings
If the user has settings from a previous installation for a similar engine they can
be used to expedite the commissioning process.
Under the “Settings” header select the option to “Load Settings from File to
Device”
 Left click “Browse” to locate the file
 Left Click the file you want to use and then Left click “Open”
386 Woodward
 Left Click “Next”
 Left click “Next”
 If the settings were built for a different version of application you will get
this error message,
 Left Click “Next”
 Any settings not found or in conflict will display, Left click “Next”
Woodward 387
Once the settings start to load you will be able to see the progress.
Some settings being used by the control are only updated on power up. Toolkit
tries to reboot the control but in version 5.0.1 rebooting the control by Toolkit is
not supported because a “Reboot” command is not part of the XCP
communication standard. It may become available in later versions of Toolkit.
 Left Click “Close”
 Left Click “Save to Permanent Memory and Reboot”
 Left Click “Apply” and the control will save the setting to permanent non-
volatile memory and reboot.

EID Communication Overview

The software supports two standard communication protocols for interfacing with
the application: XCP & ERI. The XCP protocol is an industry standard protocol
originating from ASAM also known as the Universal Measurement and Calibration
Protocol. The protocol supports a number of ECU features including read/write
access of variables, synchronous data transfer (DAQ and STIM†), and support for
programming flash memory. The ERI protocol is a legacy protocol for the control
hardware manufacturer and its use is not needed for end users.
The EID module contains two external CAN datalink interfaces. Both XCP and ERI
protocols are available on these networks. The XCP instances contain tunable
protocol identifiers; however the following tables and figure illustrate the default
configurations:
(†) Stimulation (STIM) is currently not available
388 Woodward
MAIN
Internal CAN
Remote Interface (Stack)
EID
CAN Internal
CAN5 CAN6
XCP1/ERI XCP2/ERI XCP3
Figure 10-1: Default Protocol Network Interfaces
Name Interface Defaults

CommandId = 0x177C0BF9x
XCP1 CAN5 ResponseId = 0x177BF90Bx
BroadcastId = 0x17FCD4F9x
CommandId = 0x1AAC0BF9x
XCP2 CAN5 ResponseId = 0x1AABF90Bx
BroadcastId = 0x1AFCD4F9x
CommandId = 0x1BBC0BF9x
XCP3 CAN6 ResponseId = 0x1BBBF90Bx
BroadcastId = 0x1BFCD4F9x
ERI (control OEM
CAN5 CityId = 0x0C (alias = PCM-2)
use only)
ERI (control OEM
use only)
Table 10-1. Default Protocol Configurations
Dashboard
The dashboard values along the top and left sides of the tool give the user
pertinent information about the current states of the control.
Woodward 389
Driver Enable: Led status indicator when “Green” indicates the Driver Enable
reads “True”. Reflecting the current state of the Injection Enable hardware pin J5-
060.
 “True” when pin voltage is strictly greater than 7.5 volts
 “False” when pin voltage is strictly less than 2.0 volts
Sync: Led status indicator when “Green” indicates an engine startup is in

progress and there are 0 errors on all encoders sources and 2 error free crank
revolutions have occurred.
Led status indicator when “Grey” indicates the “Average Engine Speed” has been
0 for 1 second.
Led status indicator when “Red” indicates the crank signal is >0 and the CAM
position is unknown.
EncoderState: Status text either ZeroSpeed, PositionUnknown,
EncSyncCamUnknown, EncSyncCamSyncPending, EncSyncCamSync
Upon engine startup, if there are 0 errors on all encoder sources, then after 2
crank revolutions, the EncoderState should transition from
EncSyncCamSyncPending to EncSyncCamSync
NotCreated (0)
Application Startup
0: NotCreated
1: ZeroSpeed
2: RotatingPositionUnknown
EncoderState != NotCreated
3: EncSyncCamUnknown
EncoderState == ZeroSpeed EncoderState == PositionUnknown
OR OR 4: EncSyncCamSyncPending
InstRPM == 0 InstRPM > 0
EncoderState 5: EncSyncCamSync
&
InstRPM
**Please Note EncoderState in the
transitions refers to FlexibleEncoder
reported EncoderState
EncoderState == ZeroSpeed
ZeroSpeed (1) RotatingPositionUnknown (2)
EncoderState == PositionUnknown
OR
InstRPM > 0
EncoderState == ZeroSpeed EncoderState > 2 EncoderState < 3
EncoderState != EncSyncCamSync
EncSyncCamSyncPending (4)
EncSyncCamUnknown (3)
NonErrorRevFlag = Reset
EncoderState == EncSyncCamSync
&& EncoderState != EncSyncCamSync
NonErrorRevFlag = Set OR
CamLossFaultCounter > 0
OR
BadHalfCycleWdwError > 0
OR SyncEncoderLossFaultCounter > 0
PhaseError > 0 OR
CrankSyncFaultCounter > 0
OR
EncSyncCamSync (5) CamHalfCycleError > 0
ClearEncoderFaultCounters OR
SlipErrorFaultCounter > 0
SystemState: Status Text in order or priority (first one has higher priority than
second, etc.)
 “Shutdown” if shutdown diagnostic is true
 “Stalled” if J1939 In Use Request is “True” and J1939 Not Enabled is
“True” or Average Speed= 0
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 “Firing Test Mode: if “Enable Test Mode is “checked” AND Global Output
Enable is “True” AND Sync is “True” AND Injection Enable discrete input
is “True”
 “Firing- Normal Mode: if Global Output Enable is “True” AND Sync is
“True” AND Injection Enable discrete input is “True”
 Otherwise “Disabled”
Encoder
Figure 10-2. EID Encoder Dashboard Engine Running
Figure 10-3. EID Encoder Dashboard Engine Stopped after Running
Average Engine Speed: Filtered speed of the engine.

Engine State: There are three possible states: Stalled, Crank, and Run. Engine
speed and tunable time periods control these different engine states. The
reported state is then used within the model as diagnostic inhibitors for example.
Last Error:
 CNK Error: Last error reported by the encoder. Count of errors on the
crank signal since “Sync”
 TDC Error: Last error reported by the encoder. Count of errors on the
 CAM Error: Last error reported by the encoder. Count of errors on the
Woodward 391
Missing Sensor: This is a status that the encoder source lost counts are
incrementing for each specific source when the engine is rotating.
CAM: LED status indicator when “Red” indicates that the CAM sensor encoder
error counts are increasing.
Crank: LED status indicator when “Red” indicates that the Crank sensor encoder
Sync: LED status indicator when “Red” indicates that the Sync sensor encoder
Monitor
Global Timing: The global timing command for all cylinders in degrees before
top dead center.
Battery Voltage: Battery voltage or power supply voltage on the EID.
Boost Voltage: Boost supply voltage inside the EID, typically 130 Vdc for
ignition configurations.
Electronics Temp: Board level electronics temperature.
J1939 Command from Main

J1939 Enabled: LED status when “Green” indicates an “Enable command” from
the main board is being transmitted.
J1939 Control Msg Received: LED Status when “Green” indicates that a J1939
control message has been received. This input resets on a Engine State Run to
Stall transition
Global Enable From Main: LED Status when “Green” indicates that a J1939
Global Ignition Enable control message has been received from the main board.
Global Duration: The J1939 ignition duration currently used.
Global Timing Advance: The J1939 global timing command for all cylinders in
degrees before top dead center.
Profile Select: J1939 ignition profile currently selected.
J1939 Status
Status text related to J1939 command usage 'NotInControl', 'NotInUse',
'LostCommsHoldingLast', 'LostCommsRevertedToSafeSettings',
'EngineRunningJ1939InControl', 'EngineStalledJ1939InControl'
0.0 – EID Status

EID Status is a page for monitoring the current states of the ignition. More
advanced users can set up the firing order, driver, and top dead center angle
maps. It is recommended to use the “1st Time Setup” routine built into the tool.
Global Settings
J1939 Duration
Global Output Enable: Check box when “checked” enables the global output
enable or acts an indicator when the outputs are enables if using “J1939”.
Profile Select Method: Drop down selection enumeration 'Local Setting', 'Global
Setting', 'J1939'
Global Profile Select: Drop down selection enumeration 'Profile1', 'Profile2',
'Profile3', 'Profile4'
Use J1939 Global Enable Control: Check box when “checked” allows the
J1939 communication to enable the ignition.
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Use J1939 Ignition Duration: Check box when “checked” allows the J1939
communication to set the ignition duration.
Use J1939 Ignition Timing: Check box when “checked” allows the J1939
communication to set the ignition timing.
Use J1939 TDC Offset Control: Check box when “checked” allows the J1939
communication to adjust the top dead center (TDC) location of the first cylinder in
the firing order.
Timing Offsets from Main

Cyl1 Offset-Cyl 20 Offset: Cylinder timing offsets for each cylinder from main
control.
Interval Tables
Index # (): Cylinder number index used by the software for its internal mapping.
Firing Order to Cylinder Map (): This map defines the cylinder firing order of the
engine. Cylinder numbers are one-based 1,2,3,4... A 0 should be placed in the
remaining unused indices of the array.
An example map for a 6-cylinder setup may look like:
Output Driver Map ():This map is a one-one correspondence to the firing order
map, where the indices align to map the ignition output to the respective cylinder
of the firing order map.
Reference above example for the 6-cylinder engine firing order map and the
below example for the driver map:
Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl#
1 2 3 3 4 5 0 0 0 0
0 0 0 0 0 0 0 0 0 0
Mapping from index to index, this configuration provides the following Cylinder -
Driver assignment:
 Cylinder #1 → Driver #1
 Remaining Not Used...
TDC Angle Map (deg): This map is a one-one correspondence to the firing order
map, where the indices align to map the TDC angles to the respective cylinder of
the firing order map.
Woodward 393
Reference the 6-cylinder firing order map example above and the TDC Angle
map example below. This map will almost always be angle in ascending order.
Angle assignment:
 Cylinder #1 → 0°
Generate Intervals Automatically

Generate Intervals Automatically provides a method that automatically calculates
the TDC angles based on an X-Y firing interval pattern. These patterns are a
common way that engine manufacturers specify the engine firing angles. An
example of this is the an even firing angle 6 cylinder engine, which would be
represented as 0°-120°. Another example is a 16 cylinder engine that has firing
angles that alternate between 30° and 60° represented as 30°-60°. When using
this strategy, the user simply has to enter the firing interval pattern and the TDC
angles will be overwritten when updated. It's important to note that when using
this strategy, the first TDC angle will ALWAYS be 0°. If you the desired pattern is
equally-spaced TDC angles, specify the first angle as 0° and the second angle as
the spacing in degrees. Consider these few examples to better understand how
the patterns work:
Update Driver Mapping: Momentary drop down selection that acts as a trigger
for the software to update the firing angles based on the firing intervals entered
and number of cylinders.
394 Woodward
Output Drive Mapping Status: Diagnostic on user settings are provided at the
output with the following status enumeration:
 STATUS_VALID (0)
o Current input mappings are valid and active since last update
 STATUS_FIRINGORDER_INVALID_ORDER (1)
o Firing order array contains an invalid order (or a 0 in between
valid values)
For example, the following firing order array would report
STATUS_FIRINGORDER_INVALID_ORDER:
Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl# Cyl#
1 5 3 0 2 4 6 0 0 0 0 0 0 0 0 0
 STATUS_FIRINGORDER_INVALID_CYLINDER (2)
o Firing order array contains an invalid cylinder (> Max #
Cylinders)
o For example, the following firing order array would report
STATUS_FIRINGORDER_INVALID_CYLINDER:
1 5 3 6 20 4 6 0 0 0 0 0 0 0 0 0
 STATUS_FIRINGORDER_INVALID_NOT_UNIQUE (3)
o Firing order array contains an multiple non-zero cylinder #
STATUS_FIRINGORDER_INVALID_NOT_UNIQUE:
1 5 3 6 1 4 6 0 0 0 0 0 0 0 0 0
 STATUS_OUTPUTMAP_INVALID_ORDER (4)
o Driver map contains an invalid order (or a 0 in between valid
values)
For example, the following driver map would report
STATUS_OUTPUTMAP_INVALID_ORDER:
Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv# Drv#
1 2 3 0 6 7 0 0 0 0 0 0 0 0 0 0
Woodward 395
 STATUS_OUTPUTMAP_INVALID_OUTPUT (5)
o Driver map contains an invalid driver # (> Max Driver #)
STATUS_OUTPUTMAP_INVALID_OUTPUT:
1 2 3 30 6 7 0 0 0 0 0 0 0 0 0 0
 STATUS_OUTPUTMAP_INVALID_NOT_UNIQUE (6)
o Driver map contains a driver number more than once
STATUS_OUTPUTMAP_INVALID_NOT_UNIQUE:
1 2 3 1 6 7 0 0 0 0 0 0 0 0 0 0
 STATUS_TDCANGLE_INVALID_ANGLE (7)
o TDC angle map contains an invalid angle value (2-Stroke: 0° -
359°, 4-Stroke: 0° - 719°)
For example, the following TDC angle map would report
STATUS_TDCANGLE_INVALID_ANGLE:
TDC TDC TDC TDC TDC TDC TDC TDC TDC TDC TDC TDC TDC TDC TDC TDC
0 120 240 1000 480 -120 0 0 0 0 0 0 0 0 0 0
 STATUS_TDCANGLE_INVALID_NOT_UNIQUE (8)
o TDC angle map contains an angle more than once AND Allow
Common TDC Angles is UNCHECKED
STATUS_TDCANGLE_INVALID_NOT_UNIQUE:
0 120 240 0 480 600 0 0 0 0 0 0 0 0 0 0
 STATUS_FIRINGINTERVAL_INVALID (9)
o Firing interval is invalid if one or more of the following conditions
are not met:
1. Angle#1 < 0°
2. Angle#2 < 1°
3. Angle#1 > 180°/360° (2-/4-stroke)
4. Angle#2 > 180°/360° (2-/4-stroke)
396 Woodward
Ignition TDC Angle Set Mode: Drop down selection either “Firing Intervals” for
using the automatic settings or “User-Defined” for setting the angles manually in
the tables.
Ignition Firing Intervals (deg): X-Y firing interval pattern often documented by
OEMs. 0,120 for a 6 cylinder engine for example.
Active Cyls: Number of active cylinders based on the firing order map.
Settings
TDC Offset: Top dead center offset for the encoder.
Boost Supply Setpoint: EID boost supply voltage setpoint. Internal supply boost
the battery voltage to this setpoint.
Continuity Test Mode Interface Select

Drop down selection between “Local” and “Remote”
Local Test Configuration

The continuity test mode is an output actuation test mode available only during
engine stopped conditions (zero encoder speed) for which each output can be
selected to actuate at a periodic rate for a user-defined duration. This provides a
mechanism to perform continuity or "wire-checks." The continuity test mode has
a user-defined time limit for which it will be activated when it is commanded to an
active (on) state. Any engine moved or encoder state transition out of ZeroSpeed
will result in the test mode automatically de-asserting. The test mode can also be
controlled remotely from the internal J1939 datalink using the Misfire Cylinder
Select enumeration.
Enable Continuity Test Mode: Check box when “checked” enables continuity
test mode.
Cylinder Select: Cylinder selection for continuity test.
Remote Test Configuration

Test Mode Enabled (Controlled Remotely): LED status when “Green” indicates
test mode has been enabled remotely.
Cylinder Selected (Controlled Remotely): Cylinder selected by the remote
controller.
Continuity Test Mode Settings

Test Time: Test time that test mode will be active before automatically exiting.
Repetition Rate: This tunable controls the repetition rate at which the selected
cylinder's output is activated.
Test Mode Duration: This tunable controls the on time for which the selected
cylinder's output will be activated ("how long").
Test Mode Status

Remaining Time: How much time is remaining before the test mode will
automatically de-assert
Inhibitors: The conditions that are causing the continuity test mode to not enable
(or not be enabled).
Driver Output Test Mode

The driver output test uses a pseudo speed to fire all the configured outputs as if
the engine was turning at the configured speed.
Woodward 397
Enable Test Mode: Check box when “checked” requests the driver output test to
begin.
Test Mode Setpoint: Test mode setpoint speed.
Test Mode Inhibitors: The conditions that are causing the continuity test mode
to not enable (or not be enabled).
Test Mode Remaining Time: How much time is remaining before the test mode
will automatically de-assert
Test Mode Time: This tunable controls the on time for which the ignition outputs
will be activated ("how long").
Global Advance vs. Speed

Allows user to adjust timing based on speed. Typically retarding for starting and
for overspeed conditions.
In: 1st column axis speed for table.

Out: 2nd column result timing output in degrees before top dead center.
1.0 – Setup
Engine State Setup
Upon application startup the engine state defaults to the Stall state. When the
“Average Engine Speed” goes above the “Stall To Crank” setpoint, the Crank
state is entered. Once the “Average Engine Speed” goes above the “Crank To
Run” setpoint, a hold period occurs using the “Run Delay” setpoint. Once this
time expires and the speed is still consistently above the “Crank To Run” speed,
the engine state transitions to the Run state.
Once the Run state is entered, the state will only transition back to the Stall state
after the speed drops below the “Run To Stall” speed threshold.
Individual timers are also incremented in the different states to report the “Time
Since Stall” (resets to 0 once the state is entered), the “Last Crank Time” (how
much time was spent in the crank state since last entered) and the “Time Since
Run” (last amount of time that was spent within the run state).
Figure 10-4. Engine State Machine Illustration
398 Woodward
Figure 10-5. Engine State Setup
Last Crank Time: How much time was spent in the crank state since last
entered. In the figure above the engine took 6.8 seconds to go from the “Crank”
state to “Run”.
Time Since Run: Last amount of time that was spent within the run state. In the
image above the engine had “Run” for 806 seconds.
Time Since Stall: It is the time in seconds that the engine has been stopped.
Resets to 0 once the “Run” state is entered, counts up when the engine goes
from “Run” to “Stall”.
Stall to Crank: Engine speed threshold to enter the “Crank” state.
Crank to Run: Engine speed threshold to enter the “Run” state from “Crank”.
Run Delay:
Run To Stall: Engine speed threshold to enter the “Stall” state from “Run”.
Crank to Stall: Engine speed threshold to enter the “Stall” state from “Crank”
Global Settings
J1939 Duration
Global Output Enable: Check box when “checked” enables the global output
enable or acts an indicator when the outputs are enables if using “J1939”.
Profile Select Method: Drop down selection enumeration 'Local Setting', 'Global
Setting', 'J1939'
Global Profile Select: Drop down selection enumeration 'Profile1', 'Profile2',
Use J1939 Global Enable Control: Check box when “checked” allows the
J1939 communication to enable the ignition.
Use J1939 Ignition Duration: Check box when “checked” allows the J1939
communication to set the ignition duration.
Use J1939 Ignition Timing: Check box when “checked” allows the J1939
communication to set the ignition timing.
Use J1939 TDC Offset Control: Check box when “checked” allows the J1939
communication to adjust the top dead center (TDC) location of the first cylinder in
the firing order.
Manual Duration:
Use Global Duration: Check box when “checked” sets the duration to the
“Global Duration”.
Global Duration: Internally used duration for all the cylinders.
Woodward 399
1.1- Setup Cylinder Configuration

Interval Tables
Index # (): Cylinder number index used by the software for its internal mapping.
Firing Order to Cylinder Map (): This map defines the cylinder firing order of the
engine. Cylinder numbers are one-based 1,2,3,4... A 0 should be placed in the
remaining unused indices of the array.
An example map for a 6-cylinder setup may look like:
Output Driver Map ():This map is a one-one correspondence to the firing order
map, where the indices align to map the ignition output to the respective cylinder
of the firing order map.
Reference above example for the 6-cylinder engine firing order map and the
below example for the driver map:
1 2 3 3 4 5 0 0 0 0
0 0 0 0 0 0 0 0 0 0
Driver assignment:
TDC Angle Map (deg): This map is a one-one correspondence to the firing order
map, where the indices align to map the TDC angles to the respective cylinder of
the firing order map.
Reference the 6-cylinder firing order map example above and the TDC Angle
map example below. This map will almost always be angle in ascending order.
Angle assignment:
400 Woodward
Generate Intervals Automatically

Generate Intervals Automatically provides a method that automatically calculates
the TDC angles based on an X-Y firing interval pattern. These patterns are a
common way that engine manufacturers specify the engine firing angles. An
example of this is the an even firing angle 6 cylinder engine, which would be
represented as 0°-120°. Another example is a 16 cylinder engine that has firing
angles that alternate between 30° and 60° represented as 30°-60°. When using
this strategy, the user simply has to enter the firing interval pattern and the TDC
angles will be overwritten when updated. It's important to note that when using
this strategy, the first TDC angle will ALWAYS be 0°. If you the desired pattern is
equally-spaced TDC angles, specify the first angle as 0° and the second angle as
the spacing in degrees. Consider these few examples to better understand how
the patterns work:
Update Driver Mapping: Momentary drop down selection that acts as a trigger
for the software to update the firing angles based on the firing intervals entered
and number of cylinders.
Output Drive Mapping Status: Diagnostic on user settings are provided at the
output with the following status enumeration:
 STATUS_VALID (0)
o Current input mappings are valid and active since last update
 STATUS_FIRINGORDER_INVALID_ORDER (1)
o Firing order array contains an invalid order (or a 0 in between
valid values)
STATUS_FIRINGORDER_INVALID_ORDER:
1 5 3 0 2 4 6 0 0 0 0 0 0 0 0 0
 STATUS_FIRINGORDER_INVALID_CYLINDER (2)
o Firing order array contains an invalid cylinder (> Max #
Cylinders)
o For example, the following firing order array would report
STATUS_FIRINGORDER_INVALID_CYLINDER:
Woodward 401
1 5 3 6 20 4 6 0 0 0 0 0 0 0 0 0
 STATUS_FIRINGORDER_INVALID_NOT_UNIQUE (3)
o Firing order array contains an multiple non-zero cylinder #
STATUS_FIRINGORDER_INVALID_NOT_UNIQUE:
1 5 3 6 1 4 6 0 0 0 0 0 0 0 0 0
 STATUS_OUTPUTMAP_INVALID_ORDER (4)
o Driver map contains an invalid order (or a 0 in between valid
values)
STATUS_OUTPUTMAP_INVALID_ORDER:
1 2 3 0 6 7 0 0 0 0 0 0 0 0 0 0
 STATUS_OUTPUTMAP_INVALID_OUTPUT (5)
o Driver map contains an invalid driver # (> Max Driver #)
STATUS_OUTPUTMAP_INVALID_OUTPUT:
1 2 3 30 6 7 0 0 0 0 0 0 0 0 0 0
 STATUS_OUTPUTMAP_INVALID_NOT_UNIQUE (6)
o Driver map contains a driver number more than once
STATUS_OUTPUTMAP_INVALID_NOT_UNIQUE:
1 2 3 1 6 7 0 0 0 0 0 0 0 0 0 0
402 Woodward
 STATUS_TDCANGLE_INVALID_ANGLE (7)
o TDC angle map contains an invalid angle value (2-Stroke: 0° -
359°, 4-Stroke: 0° - 719°)
STATUS_TDCANGLE_INVALID_ANGLE:
0 120 240 1000 480 -120 0 0 0 0 0 0 0 0 0 0
 STATUS_TDCANGLE_INVALID_NOT_UNIQUE (8)
o TDC angle map contains an angle more than once AND Allow
Common TDC Angles is UNCHECKED
STATUS_TDCANGLE_INVALID_NOT_UNIQUE:
0 120 240 0 480 600 0 0 0 0 0 0 0 0 0 0
 STATUS_FIRINGINTERVAL_INVALID (9)
o Firing interval is invalid if one or more of the following conditions
are not met:
1. Angle#1 < 0°
2. Angle#2 < 1°
3. Angle#1 > 180°/360° (2-/4-stroke)
4. Angle#2 > 180°/360° (2-/4-stroke)
1.2- Setup Timing Pattern Config

NX Pattern
NX Pattern Crank Teeth: Number of equidistant crank teeth for the “NX
Encoder” selection. (Limited to 300, if more is required contact your control
supplier)
N+1 Pattern
This pattern uses a single pickup on the CAM sensor. There are N evenly
spaced teeth with the addition of a single tooth. Where “N” equals the
number of cylinders on the engine.
The software is looking at the ratio of the spaces between teeth to
determine the angular position of the engine. This is critical to
understanding how to setup the “Key Ratio”.
Many systems require a specific “Key Ratio” and hence a specific timing or
trigger disc configuration. For example many require that the +1 Tooth be
located ¾ of the way between the last cylinder’s tooth and cylinder 1’s tooth.
This encoder can accommodate any position of the +1 tooth which is a major
advantage to engine OEMs because they can use their current discs from their
old and now obsolete systems with an industry leading ignition.
Woodward 403
N+1 Key Ratio Example

The “Key tooth position” is the reference for the pattern and is considered 0
degrees. Setting the “Key tooth position” to “0” ensures that TDC of Cylinder 1 is
used for the reference. The ratio of the two previous pulses is the “Key Ratio”.
8-cylinder engine with an 8+1 gear attached to the CAM
N+1 Pattern Teeth=Number of cylinders+1=9
Teeth Before Absent Key Fault=Number of cylinders+2=10
Key Tooth Position=0 So that the software references the ratios of the teeth
before top dead center of cylinder 1. Position 0 is defined as the first tooth after
the +1 tooth.
The +1 pulse occurs 40° before (Advanced of) TDC of Cylinder 1 and 20° after
TDC of Cylinder 8 for a “Key Ratio” of 40/20=2.
Key Tooth
20⁰ Position “0”
40⁰ or TDC Cyl1
6 Cylinder 6+1 Example Counterclockwise Trigger Disc
404 Woodward
Figure 10-6. 6+1 Advanced Counterclockwise Trigger Disc
Figure 10-7. 6+1 Retarded Counterclockwise Trigger Disc
Woodward 405
6 Cylinder 6+1 Example Clockwise Trigger Disc
Key Tooth Position=0 So that the software references the ratio of the teeth before
top dead center of cylinder 1.
With the Key Position set to “0”which is TDC of Cylinder 1: The +1 tooth is 50
degrees before TDC Cyl1 and 10 degrees after TDC Cyl 6 for a Key ratio of
50/10=5
N+1 Pattern Teeth: N equals the number of cylinders on the engine typically. .
Teeth Before Absent Key Fault: How many keys that are missed before a fault
is diagnosed.
Key Tooth Position [0-16]: Value that should always be set to “0”.
Key Ratio: Ratio of the angles between the tooth prior to the TDC Cylinder 1
tooth and the angle between the tooth prior to the TDC Cylinder 1 and the one
before that.
ProTip: If during startup, a “Lose of Sync” is observed you may want to decrease
this value by 5% or 0.125 (for this example) to give the system an asymmetric
fault range.
Default Key Tolerance: Tolerance of the position of the key ratio before loss of
sync fault. 0.25 is typical value.
Clear HalfCycle Tooth (keep at 0): Value that should always be set to “0”.
Set HalfCycle Tooth (N/2): Set to N/2.
406 Woodward
N+1 Pattern Teeth=Number of cylinders+1=7
Key Tooth Position=0 So that the software references the ratio of the teeth before
top dead center of cylinder 1.
With the Key Position set to “0”which is TDC of Cylinder 1: The +1 tooth is 50
degrees before TDC Cyl1 and 10 degrees after TDC Cyl 6 for a Key ratio of
50/10=5
N+1 Pattern Teeth: N equals the number of cylinders on the engine typically. .
Teeth Before Absent Key Fault: How many keys that are missed before a fault
is diagnosed.
Key Tooth Position [0-16]: Value that should always be set to “0”.
Key Ratio: Ratio of the angles between the tooth prior to the TDC Cylinder 1
tooth and the angle between the tooth prior to the TDC Cylinder 1 and the one
before that.
ProTip: If during startup, a “Lose of Sync” is observed you may want to decrease
this value by 0.125 to give the system an asymmetric fault range.
Default Key Tolerance: Tolerance of the position of the key ratio before loss of
sync fault. 0.25 is typical value.
Clear HalfCycle Tooth (keep at 0): Value that should always be set to “0”.
Set HalfCycle Tooth (N/2): Set to N/2.
N+1 Tooth Edge Array (degrees)
N-M CAM Pattern

Number of Equidistant Teeth (includes missing tooth): Number of teeth that
would be present if not teeth were missing. For example if a 30-5 CAM pattern is
being used where there are only 25 physical teeth “30” would be entered.
Number of Missing Teeth: Number of missing teeth in the CAM pattern.
Key Tolerance: Tolerance of the position of the key ratio before loss of sync
fault. 0.25 is typical value.
N-M Pattern Status: Configuration fault status.
Woodward 407
Troubleshooting Sync
If having trouble getting the encoder to synchronize, contact your control’s
provider with your settings plus oscilloscope traces of the Crank, CAM, and/or
Sync.
1.3- Setup Crank Signal

Crank Flex Encoder Setup
A) System Configuration
Number of Cylinders: Set to number of cylinders on the engine.
Crank RPM Samples In Use: Should be set to the number of nonzero columns
in the RPM Samples table and determines how many values will be averaged in
creating the Average RPM value. Typically set to the number of cylinders on the
engine. The number should not exceed more than ½ the teeth per engine cycle.
B) Control
Encoder Source: Drop Down selector 'Pseudo', 'Crank'. Pseudo creates a
software generated simulation of a synchronized pattern firing the ignition outputs
as if the engine were turning and the encoder synchronized. “Crank” is the
normal state for running the engine.
Crank Speed Sample Angles

TDC Angles: Angles of the top dead center locations of each cylinder.
RPM Samples: Defines the points about the cycle where RPM shall be
measured if the crank source is active. Average RPM is calculated based upon
the latest RPM calculated from one of these points. Average Cycle RPM is the
averaged sum of the RPMs measured at these points. The old calculation for a
RPM point is discarded as a new data element becomes available. The RPM
Samples also define the trigger points for misfire RPM sampling for each cylinder
firing event. Typically RPM is sampled 15° and 75° after each TDC event on
engines with 10 cylinders or less or 75°after each TDC for engine greater than 10
cylinders.
RPM
15 75 135 195 255 315 375 435 495 555 615 675
Samples
C) Crank
Use Crank: Drop selector “True” or “False”.
MainSpeed1 Interface: Crank sensor input is configurable for a digital sensor or
VR.
Rising Edge Sync: For digital sensors this determines if sync event is triggered
on the rising or falling edge of the signal. False is most common usage.
Crank Revs Per Cycle: Revolutions per cycle should correspond to the number
of crank revolutions required for a complete engine firing cycle, typically 2 on a
4-stroke engine.
Crank Pattern Selector: Several different crank patterns are selectable typically
NX is selected.
Crank Sync Companion: Signifies that the crank source has a companion
source (Cam) that it will use to detect loss of the Crank encoder's signal. Loss is
flagged if a certain number of teeth are detected on the Cam with no Crank teeth
observed.
408 Woodward
Crank Halfcycle Companion: Signal that determines that the engine has turned
through one half of a cycle. This would be a signal that turns at the crank speed
(Sync Input in a 3 speed sensor configuration.
Teeth Before Loss: If this number of teeth is seen on the “Sync Companion”
and no crank teeth are seen a “Crank Loss” fault is diagnosed.
Crank Good Keys To Clear Fault: Number of crank key events that must occur
without a fault being detected before clearing the fault status at the encoder level.
Once this occurs the CnkEncoderFaultCntClearThresh must be met before the
CnkEncoderFaultCnt resets to 0.
Crank Loss-Companion Teeth Before Loss: The number of teeth that need to
be observed by the Cam encoder source without a tooth being observed on the
Crank encoder source before Crank encoder source is considered to have
suffered a loss failure.
*Crank Sync Companion Window: Defines the maximum number of source

teeth on this source that could be observed between the synchronizing
companion observing its key and this companion observing its key. This defines
a window where the synchronizing event is expected. An event that falls outside
this window is ignored.
Half-Cycle Companion Window: This window determines the region of teeth on
the Crank source for which the Cam key should be prior to the synchronization
event on the Crank. In other words, before seeing the sync event on the Crank,
the encoder system is expecting to see the Cam event within so many teeth
before the Crank sync event (window of teeth). For a single tooth CAM this would
be the number of teeth on the crank.
1.4- Setup CAM Signal

CAM Flex Encoder Setup
Use Cam: Drop selector “True” or “False”.
MainSpeed2 Interface: Cam sensor input is configurable for a digital sensor or
VR.
Cam Rising Edge: Determines if sync event is triggered on the rising or falling
edge of the signal. This only applies when Digital Cam input is used.
Cam Revs Per Cycle: Revolutions per cycle should correspond to the number of
cam revolutions required for a complete engine firing cycle, typically 1.
Cam Pattern Selector: Cam patterns that are available for different applications.
Select the pattern that is appropriate for the application’s hardware. Typically
EncNPlus1 or EncSingleTooth.
Cam Good Keys to Clear Fault: Number of good key events that it takes to
clear a faulted condition.
1.5- Setup Sync Signal

Sync Encoder Flex Encoder Setup
Used for a single pulse signal on the crank (called Reset on other vendors
systems).
Use Sync Encoder: Drop selector “True” or “False”.

MainSpeed3 Interface: Sync Encoder sensor input is configurable for a digital
sensor or VR.
Woodward 409
Sync Encoder Rising Edge: Determines if Sync Encoder event is triggered on
the rising or falling edge of the signal. This only applies when Digital Sync
Encoder input is used.
Sync Encoder Pattern Selector: Several different Sync Encoder patterns are
available for different applications. Select the pattern that is appropriate for the
application’s hardware. Typically EncSingleTooth if a Sync input is being used.
Teeth Before Loss: Number of teeth on the crank that are seen before a “Sync
Loss” fault is diagnosed. Min: MainCrank Teeth per cycle+1.
Sync Revs Per Cycle: Revolutions per cycle should correspond to the number
of Sync Encoder revolutions required for a complete engine firing cycle, typically
2 on a 4-stroke engine.
Sync Encoder Good Keys to Clear Fault: Number of good key events that it
takes to clear a faulted condition.
1.6- Setup Ignition Profiles

Each output driver can dynamically switch between 4 available profiles that get
assigned to the driver’s respective mux group. This feature allows engine OEMs
to test multiple ignition strategies at the same time on a single engine. It also sets
the stage for firmware that supports both injectors and spark plugs.
For end user setup all the groups should be assigned to a single “Slot” so the entire
engine runs the same settings.
There are a total of 4 slot instances defined within the application that define the 4
“live” or active profiles for ALL mux groups. This is best illustrated in the following
figures below:
Profile Definitions User Abstraction Layer Runtime Slots

Profile Definition Database Slot Object Model Slot #01
OutputType CoilType Shape †Number Strikes
†Legacy
Ignition Legacy †Square 1
Injection 4-Wire CD-Like 2
Legacy 4-Wire SOGAVxx MegaStrike 3
SOGAVyy Custom 4
... ... Slot #02
†4-Wire Current 30 A
†4-Wire
†Legacy Current
CD-Like MegaStrike Extensible Extensible 20A
...
50A
Slot #03
†Max Allowed Duration 450 us
†4-Wire
Custom SOGAVxx
Slot #04
Extensible
Assignment of available profiles to runtime slots is not SOGAVxx
made directly, but through the abstraction layer above
Figure 10-8.: Current Profile Management
Slot #01
Output Type:
Coil Type: Drop down selector of Legacy, 4-Wire. Legacy is for older “Red Coils”
and the 4-Wire is for the Woodward LECM coil.
Shape: Square, CD-Like, MegaStrike, Custom. “Square” is the recommended
final setting. “CD Like” is used for benchmarking the EID to older Capacitive
Discharge controls.
4-Wire Current: Default is 35 amps if customer wants longer duration they can
lower the current. If they want more energy because they have a higher BMEP or
leaner engine they can increase.
Legacy Current: 7 optional current levels for legacy coil types: 20A, 25A, 30A,
35A, 40A, 45A, and 50A.
410 Woodward
4-Wire Current:
# Strikes: Drop down selector option 1, 2, 3, 4
Active # Strikes: Current number of strikes being used.
Active Profile: Current profile assigned to this profile.
Max Duration (Square Only): Read only maximum duration allowed based on
“Coil Type” and “Legacy Current”. This value protects the hardware when using
“Square” profiles from being driven so hard there is risk to components on the
circuit boards.
Slot #02
Same as Slot #01
Slot #03
Same as Slot #01
Slot #04
Same as Slot #01
1.7- Setup Legacy Profiles
Legacy profiles are for Red Coils. The control will work with Black coils and
behave erratically with Blue Coils.
Most likely if Blue Coils were used the maximum secondary voltage would be
limited to the 20-25kV vs 40kV for Red coils.
Current Level: Current level output by the ignition into the coil. Range of 20-50
amps. Testing has found 35A to work well in most applications. This value can be
adjusted lower to try to extend plug life for low BMEP engines and may need to
be adjusted higher for high BMEP engines.
1.8 - Setup 4-Wire Coil Profiles

The LECM specific coil is a 4-wire coil that gives better diagnostics, kV
calculations and most importantly has been demonstrated to deliver 40kV of
secondary voltage on engines under all environmental conditions.
Woodward 411
Current Level: Current level output by the ignition into the coil. Range of 20-50
amps. Testing has found 35A to work well in most applications. This value can be
adjusted lower to try to extend plug life for low BMEP engines and may need to
be adjusted higher for high BMEP engines.
2.0 - Cylinders 1-3

2.1 - Cylinders 4-6: Same as Cylinder 01 information below.
2.2 - Cylinders 7-9: Same as Cylinder 01 information below.
2.3 - Cylinders 10 – 12: Same as Cylinder 01 information below.
Cylinder 01
Inhibitor: Display that shows which conditions above are currently inhibiting the
respective cylinder's output: 'None - Cylinder Active', 'Invalid Output', 'Induced
Misfire', 'Local Disable', 'Shutdown Asserted', 'Encoder State Permissive'
Enable: Check box when “checked” enables cylinder 1’s ignition output.
Output: The currently mapped output.
# Strikes: The current number of active strikes.
Actual Duration: The current ignition duration in micro-seconds.
Duration Limited: LED status when “Red” indicates the duration has been
limited. For example if a user enters too high a current demand, the maximum
allowed duration command will be internally saturated to an upper-limit to prevent
"high current, long duration" conditions that are detrimental to the hardware.
These levels have been found during destructive testing for the red coil and
LECM coil.
Actual Profile: Currently used profile by the cylinder. 'Profile1', 'Profile2',
Local Duration: Ignition duration from the local setpoint.
Local Timing Offset: Ignition timing offset from the local setpoint.
Timing Offset: Final timing offset from the global timing advance.
Angle: Crank angle of firing=timing offset(s) + global timing advance. (0-720 for
4-stroke)
412 Woodward
Plug Life Indicator Cylinder 01

The Plug Life Indicator value is a normalization of the measured kilo-volts on the
secondary of the ignition.
KV 0 30,000 40,000
PLi 0 100 130
Instantaneous PLi: Current PLi.

Average PLi: Average PLi of the previous 300 cycles.
Max PLi: Maximum PLi since the last “Reset Global kV Detect Sample Stats”
Min PLi: Minimum PLi since the last “Reset Global kV Detect Sample Stats”
3.0 – Misfire
The misfire test mode sequencer allows for the end-user to specify an array of
cylinders to step through for automated misfire induction testing purposes. The
user has an array of size 20, where they enter cylinder numbers for which to
step, or 0 to jump back to the beginning. When the test sequencer is enabled, it
will start at Slot01 of the array and set that cylinder as the desired misfiring
cylinder. It will hold that position until the number of engine cycles has
incremented by ‘Number of Test Cycles’ value, in which case it will step to the
next selected cylinder. If the next selected cylinder is set to ‘None’, it will restart
again from ‘Select 1’. This allows the end-user to automate misfire on cylinders in
any order they prefer and hold the misfire by the number of specified cycles. The
misfire percentage used is controlled by ‘Rate’.
Interface Select: Drop down selector to choose if the continuity test mode is
controlled locally or remotely (through the internal J1939 datalink) ‘ Local’,
‘Remote’
Select 1: Drop down selector to choose which cylinder to misfire first. 'None', 'All
Cylinders', 'Test Sequencer', 'Cylinder #01', 'Cylinder #02', 'Cylinder #03',
'Cylinder #04', 'Cylinder #05', 'Cylinder #06', 'Cylinder #07', 'Cylinder #08',
'Cylinder #14', 'Cylinder #15', 'Cylinder #16'
Select 2: Drop down selector to choose which cylinder to misfire second. 'None',
'All Cylinders', 'Test Sequencer', 'Cylinder #01', 'Cylinder #02', 'Cylinder #03',
Select 3: Drop down selector to choose which cylinder to misfire third. 'None', 'All
Cylinders', 'Test Sequencer', 'Cylinder #01', 'Cylinder #02', 'Cylinder #03',
Rate: Percentage of non-fires for the specific ‘Select X. The rate is equally
distributed.
For example if set to 33% the sequence would be: Misfire, Fire, Fire, Misfire,
Fire, Fire,…
Number of Test Cycles: Number of test cycles before the automated misfire
tester will stop.
Time Limit: Time limit when exceeded will stop the automated misfire test.
For example:
Misfire Test
Woodward 413
Total Cycles: Number of cycles that have been executed is the automated
misfire test.
Overall Misfire Rate: Engine based misfire rate.
Sequencer Tables
Misfire Rate: Misfire rate for each cylinder in the test sequencer table.
Misfire Test Sequencer: Table for the sequencer where the first index is
Cylinder #1, second index is Cylinder #2, etc...
4.0 – kV
kV detection logic is a secondary breakdown voltage estimation algorithm based
on a 3rd order curve-fit model (not a direct measurement). Direct measurement
of kV requires extremely expensive measurement equipment and calibrations.
Additionally the EMI issues with connecting a measurement lead to the
secondary of an ignition and routing it near other engine signal wires and into the
control are well known. The kV algorithm employed provides the end user value
of being able to diagnose underperforming spark plugs/secondary lead/coils and
set prognostic levels for any engine based on observed readings when issues in
the plugs/secondaries/coils have been diagnosed as root causes of engine
performance issues.
In summary, it gets end users 100% of what they need while giving developers
95% of what they want in an on-engine mountable control that is cost competitive
with any system in its class.
The actual secondary coil breakdown voltage is correlated with the time it takes
to reach the peak target primary current using a 3rd order curve fit model.
Reset
Segment #01 Time [us]** kV kV Metrics PLi Metrics

kV Estimation Model kV Metrics PLi Normalization
Ax3 + Bx2 + Cx + D Avg, Min, Max, Inst Avg, Min, Max, Inst
** The segment time is only used after passing a threshold check . If the kV Detection value is not within a valid range , kV queue calculations will not be updated
PLi: Current PLi (kV normalized to 0-255)
For example:
KV 0 30,000 40,000
PLi 0 100 130
Avg kV: Average kilo-volts from the previous 300 cycles.

Inst kV: Current kilo-volts.
kV Max Peak: Maximum PLi since the last “Reset Global kV Detect Sample
Stats”
kV Min Peak: Minimum PLi since the last “Reset Global kV Detect Sample Stats
kV Range: Max Peak-Min Peak
kV over Threshold: Led status indicator when “Red” indicates the most recent
segment time from the respect output was longer than the ‘kV Detection
Threshold’ (85 μsec) and is therefore NOT included in the kV metric updates.
414 Woodward
kV Detection Settings
kV Detection Threshold: Amount of time in micro-seconds for the first of the
ignition drive to execute (should not need to changed).
kV Coefficients: Third order polynomial coefficients to convert from measured
segment 1 time to kilo-volts. This is the user tunables if more precise calibration
of an ignition system is desired.
4.1 - kV Bargraph
Bar graphs showing Average kilo-volts for each cylinder from the previous 300
cycles.
5.0- Output Config

The EID module has a single discrete output (DOUT) for which the state is
controlled based on a user-defined configuration.
Control
The DOut Behavior Select manages the control behavior and the
actual command to the DOUT, regardless of the actual physical result,
is reflected with the DOut Commanded State.
DOut Behaviour Select: Drop down selector: 'Not Connected', 'Disabled',

'Enabled', 'FiringStatus', 'J1939', 'CrankEncoderError', 'CamEncoderError',
'SyncEncoderError'
 Not Connected
o When the DOUT control behavior is configured to Not
Connected, it will be commanded to an inactive state. The
DOUT hardware fault will be inhibited.
 Off
o When the DOUT control behavior is configured to Off, it will be
commanded to an inactive state and the DOUT hardware fault
will be enabled.
 On
o When the DOUT control behavior is configured to On, it will be
commanded to an active state. The DOUT hardware fault will be
enabled.
 Firing Status
o When the DOUT control behavior is configured to Firing Status, it
will be commanded to an active state whenever the System
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State is either Firing – Test Mode or Firing – Normal Mode.
The DOUT hardware fault will be enabled.
 Remote
o When the DOUT control behavior is configured to Remote, its
command will reflect the remote command as described in
Remote Communication Interfaces. The DOUT hardware fault
will be enabled.
 Crank Encoder Error
o When the DOUT control behavior is configured to
CrankEncoderError, its state will toggle each time an encoder
error is observed on the Crank source. The DOUT hardware fault
will be enabled. This allows for the user to debug encoder
patterns by observing where the error occurred relative to the
pattern if the signals are monitored with an oscilloscope.
 Cam Encoder Error
CamEncoderError, its state will toggle each time an encoder
error is observed on the Cam source. The DOUT hardware fault
 Sync Encoder Error
SyncEncoderError, its state will toggle each time an encoder
error is observed on the Sync source. The DOUT hardware fault
DOut Commanded State: LED status when “Green” indicates the discrete
output is “True”.
DOut Diagnostics:
The software contains hardware diagnostics for the single discrete output of
ShortCircuitToGround and OpenOrShortToBattery. If either of these hardware-
reported conditional statuses are asserted, the DOUT hardware fault will also
assert if it is not inhibited. As described in the control section above, the DOUT
hardware fault is inhibited if the user configures the behavior to Not Connected.
The following diagram illustrates this monitor:
ShortCircuitToGround Hardware Status
OpenOrShortToBatt Hardware Status DOutHardwareFault
DOutControlSelect == Not Connected
Figure 10-9. DOUT Hardware Monitor Diagram
Fault Cause: Status indicator for any faults related to the discrete output:
'NotFaulted', 'ShortCircuitToGround', 'OpenOrShortToBattery'
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Conditional Status: LED status when “Red” indicates a fault condition is
currently being diagnosed.
Short To Gnd Conditional Status: LED status when “Red” indicates a short to
ground is being diagnosed.
Open/Short To Batt Conditional Status: LED status when “Red” indicates an
open or short to battery condition is being diagnosed.
Is Inhibited: Means faulting is inhibited by the software for some reason,
typically used with the engine states to prevent nuisance faults.
Speed Zero Clear Only: Check box when “checked” means the fault will only be
allowed to be cleared by the end-user if the Engine Speed is zero.
X: Time of X for OBD
Y: Time of Y for OBD
Condition #1: Select one of the following:
Suspected Volatile This is a volatile state that is reflects

the current status of the fault
assertion condition (suspected input
of the fault)
Pending NonVolatile This is a latching nonvolatile state
that is reported whenever X of Y
samples are true. The pending state
will only be cleared only after one
complete drive cycle for which no
fault is detected
Confirmed NonVolatile A fault is considered confirmed if it
has passed X/Y Driving cycle
detection. For example, if the
driving cycles are set to 1/1, it means
the fault is 2 trip faults. After fault
becomes pending, if it is detected
again in the next driving cycle, the
fault will become confirmed
immediately after the fault is
detected. The confirmed state will be
cleared only after one complete
operation cycle that no fault is
detected.
Action #1: Drop down selector for a faulted action either “Shutdown” or (None)
which generates a fault in the diagnostic log of the EID and Main.
Force Fault: Manual force of fault for checking system integration
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6.0– Event List

Cylinder Output Status Marquees
Cylinder 1: Status of cylinder fault input condition.

 OverrunStatus
o The status is set when two outputs of the same mux group is
fired at the same time.
 MinOnTimeStatus
o This protection is valid only during hysteretic control segment.
This status is set when the number of occurrences of min on
time exceeds the “MinOntime_Count” threshold (variable). The
Min on time control is executed when there is a short to Battery-
on Output+ of the EID board.
 MinOffTimeStatus
o This protection is valid only during hysteretic control segment.
This status is set when the number of occurrences of min off
time exceeds the “MinOfftime_Count” threshold (variable). The
Min off time control is executed when there is a short to Battery-
on Output- of the EID board. The status should be ignored when
running a legacy (3-wire) ignition coils, since the short to battery-
on output- is a normal operating condition due to the internal
wiring of ignition coils
 MinBoostVoltageStatus
o The status is set when the boost voltage goes below a given
threshold (variable – usually 90V but depends on the application.
Applications that draws a lot of energy from boost power supply
would need a lower limit to prevent nuisance trips.). The CPU
has to utilize the status to either shutdown or continue to run the
control unlike the case of SeverUnderBoostVoltageStatus.
 MaxBoostVoltageStatus
o The status is set when the boost voltage goes above a given
threshold(variable- usually 150V)
 SevereUnderBoostVoltageStatus
o This is an additional protection feature in addition to the
MinBoostVoltageStatus. This is a hard stop in the SOFTWARE.
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When this status is set, the SOFTWARE shuts down the control
independent of the CPU command.
 ShortCoilStatus
o The status is set when there is a short coil connected across
output + and Output -. This could happen in case of a coil
failures. When this status is set, the SOFTWARE shuts down the
control independent of the CPU command.
 OpenCoilStatus
o This status is set when there is no load across the Output+ and
Output -. This could also be set in case of a high impedance load
(SOGAV) connected across the output when the profile is
designed for a low impedance coils (Ignition Coils).
 ShortGndToCoilMinusStatus
o The status is similar to MinOffTime Status fault except it
identifies such fault during the initial segments (before the control
latches into hysteretic control mode).
 ShortGndToCoilPlusStatus
o This status is similar to MinOntime fault status except that it
identifies such fault during the initial segments (before the control
latches into hysteretic control mode). When this status is set, the
SOFTWARE shuts down the control independent of the CPU
command.
 ShortPSToCoilPlusStatus
o The status is set when there is a detrimental fault to Battery + on
Output+ during the initial current raise. When this status is set,
the SOFTWARE shuts down the control independent of the CPU
command.
 ShortPSToCoilMinusStatus
o The status is set when there is a detrimental fault to Battery + on
Output+ during the initial current raise. When this status is set,
the FPGA shuts down the control independent of the CPU
command.
6.1 - Encoder Diagnostics

Crank Statuses
Configuration Error: LED status when “Red” indicates (Absent Key, Bad
Halfcycle Window)
Synchronization Error: LED status when “Red” indicates (Sync, HalfCycle)
Signal Error: LED status when “Red” indicates (Phase, Slip, Noise)
Loss Error: LED status when “Red” indicates (Loss)
Tooth Count Mismatch: LED status when “Red” indicates the number of
observed teeth in a cycle does not equal the number of teeth entered.
# Teeth Between Sync Events: Status of the number of teeth between sync
events.
Cam Statuses
Halfcycle Window)
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events.
Sync Statuses
Halfcycle Window)
events.
Active Encoder Fault Counters

Shows active fault counters. These counters will be auto-cleared by the encoder
state control.
Crank Sensor Loss: This fault is used to catch a missing Crank sensor
condition. If the fault happens during cranking, it will trigger Fallback mode to
have engine start with Cam sensor only. If the fault occurs during engine running
the encoder source will switch or continue to run on Cam.
CAM Loss: This fault is used catch a missing Cam sensor condition. If the fault
happens during cranking, it will trigger Fallback mode if enabled to have the
engine start with Crank sensor only. If the fault occurs during engine running the
encoder source will switch or continue to run on Crank.
Sync Loss: This fault is used to catch a missing Sync sensor condition.
Sync: This fault is used to detect when the Crank sync event does not line up
with the expected engine degree.
CAM Phase Error: This fault is used when the active encoder source is Crank
while Cam resource is being used for phase detection. The angle the Cam sync
is observed relative to the Crank angle is monitored. If the expected Cam sync
event does not line up with the expected engine degree within an error window
the condition will be flagged.
Crank Phase Error: A source is said to have suffered a phase error if its zero
tooth (as defined by the Pattern Definition Physical Teeth entry of this source's
referenced pattern) falls outside the window defined by Start Phase Window and
End Phase Window calibrated values.
Halfcycle Error: A halfcycle fault is observed when the tracked position does not
match the calculated position, but a Synchronization Fault has not been
observed. It implies that the system has a problem with the halfcycle
determination, which could be due to companion sensor setup.
Bad Halfcycle Window: This error is only observed when halfcycle window
encoding is in use. Consecutive occurrences of this error suggests that the
halfcycle window has not been correctly configured. It occurs when halfcycle
events are being observed, yet none of these events are being observed within
the window.
Absent Key: When expected Crank, CAM, or Sync key are not observed.
Slip Error: The software supports encoder sync slip logic that is only applicable
for NX crank patterns. Sync slip logic is desired to allow for a certain amount of
movement of the sync companion relative to an NX Crank's synchronization tooth
without falling out of sync. This is commonplace in 2-sensor setups where the
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Crank is NX and the Cam is used for both the sync and halfcycle companion.
Since Cam's often have movement relative to the Crank signal and it is also
providing the synchronization information to the Crank, sync slip gives the
system the ability to tolerate this phase shifting within predefined limits.
Noise Suspected: Annunciation of noise suspected, no action taken by control.
Means that random fluctuations in the electrical signal were observed. Also
generates a “Sync Error”. Very common status as the engine shuts down.
Upper: MPU signal with no noise is a perfect sine wave.
Lower: Actual signal has noise that if much more severe than illustrated could
trigger multiple Zero crossings and cause the encoder to lose position.
For example a representation of an MPU signal with no shielding routed next to

an ignition coil secondary wire.
Encoder Fault Counter Histories

Shows total fault counters. These counters will be auto-cleared when the
encoder state transitions out of a ZeroSpeed condition.
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7.0– System
Status
CAN1 Transmit Status:
NV Save Configuration
Allow Key Switch Shutdown: Check box when “checked” allows the system-
wide keyswitch-based shutdown initiation logic to execute.
Save EEPROM Memory On Shutdown: Check box when “checked” initiates as
save of parameters to the EEPROM on shutdown.
Shutdown Status: Reports the current status of the shutdown sequence. Run
means the shutdown sequence has not been initiated. ShutdownPending means
the shutdown sequence has already been initiated, the shutdown event has been
posted, NV data has been saved, and the application is simply awaiting for the
main to command it to finalize the process by shutting down the processor once
the ShutdownCPUIfKeyOff datalink control bit reports a logical true. Inhibited
means all save operations are currently ignored due to an inhibit condition.
Power Supply Output Configuration

Enable HV Transducer: Check box when “checked” enables the high voltage
transducer power.
HV Transducer Setpoint: Drop selection between 12 or 20 Vdc.
Diagnostics
8.0 - Diag Overspeed

The software contains a secondary Overspeed monitor within the Eid that can be
used for redundant overspeed detection logic. The overspeed faulting strategy
monitors the cycle average RPM calculation and uses a hysteretic RPM threshold
to assert a flag. Once the flag is asserted a timeout period occurs where the
overspeed flag must still be active before asserting an OverspeedFault. The
OverspeedFault can be routed to the Shutdown Action to force outputs off
immediately if desired, which is the default behavior. The following diagram
illustrates the overspeed detection strategy:
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Cycle Average RPM
>= Overspeed
No Yes
Threshold
<= Overspeed No
Assert Overspeed Flag
Threshold – 10 RPM
Yes
Overspeed Flag Is Time To Fault Start Time To Fault

Clear Overspeed Flag Yes No
Asserted? Timer Started? Timer
Yes
Is Overspeed Time To Fault Timer

Yes
Flag Still Asserted? Complete?
Yes
No
Assert Overspeed
No Done
Fault
Figure 10-10. Overspeed Detection Strategy
Also note: the status of the Overspeed fault is also reporting over the Diagnostics
and Status Interface (see Remote Communication Interfaces above).
The following tunables control the overspeed threshold and time to fault timeout
period:
Storage DataType Default Value [Min/Max] Units

OverspeedThreshold
Calibration
UInt16 2250 [10/65535] RPM
(EEPROM)
OverspeedTimeToFault
Calibration
Single 0 [0/∞] Seconds
(EEPROM)
Table 10-2. Overspeed Monitor Tunables
8.1 - Diag Boost

The software monitors a filtered read back of the boost supply voltage and
reports three different fault conditions: InternalBoostFault, BoostHighFault, and
BoostLowFault. Please note the boost supply is always enabled, except when
any of the following conditions are valid:
 DriverEnable (a.k.a. InjEnableCPU hardware pin) is in a non-activated

state (see Output Driver control section for more details)
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 IOLock is in an activated state
If either of the above conditions are valid, the boost supply will be internally
disabled by the hardware and its voltage will drop to the input power (battery)
voltage. Please refer to the LECM hardware manual for more details on the
hardware-controlled behaviors of the boost supply.
The InternalBoostFault provides a basic diagnostic that checks to see if the boost
supply voltage read back is greater than a lower-bound threshold even when it is
commanded to be active. This fault implies that the boost supply has internally
failed if this fault is in an active state. The internal fault also acts as an inhibitor
condition for the BoostLow and BoostHigh faults. The BoostLow and BoostHigh
faults are used to validate that the boost supply is continuously working within an
upper and lower range of the setpoint whenever it is in an enabled state. The
following diagrams illustrate the overall boost supply diagnostic logic and inhibit
conditions:
Setpoint
Internal
Low Valid (50V - 125V) High
Error
Range Low Range High

Threshold Threshold
Processed Internal
Signal Processing Signal Internal Signal Monitor Conditional Status
Signal
Internal Fault
AND
Inhibit Logic
IOLock Active
HW Driver Inactive
NOT
2 Second Timeout
After Enabled OR
Processed Fault Conditional Fault

Signal Processing Signal High[Low] Signal Monitor
Signal Status Input
AND
IOLock Active Inhibit Logic
HW Driver Inactive
Internal Fault Active NOT

OR
2 Second Timeout
After Enabled
Figure 10-11. Boost Supply Signal Monitors
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The following tunables control the boost supply high and low thresholds:

BoostVoltageRangeLowThreshold
Calibration
Single 110 [0/150] V
(EEPROM)
BoostVoltageRangeHighThreshold
Calibration
Single 140 [0/150] V
(EEPROM)
Table 10-3. Boost Supply Voltage Monitor Tunables
8.2 - Diag VBatt

The software monitors the battery (input power) voltage and asserts a high or low
range fault if the voltage is outside a valid range. The battery voltage low and
high alarm faults are inhibited when the internal engine state is “Cranking,” to
avoid asserting faults during normal voltage drop conditions typically caused by
starter engagement. The single-range low/high diagnostic utilizes a 1st order low-
pass tau filtered signal of the input power voltage as illustrated in Figure 10-12
below:

Signal Processing Signal Signal Monitor
Signal Status Input
AND
Inhibit Logic
NOT
Low Valid High

Threshold Threshold
Figure 10-12. Battery Voltage Signal Monitor Overview
The following tunables control the low and high alarm thresholds:

VBattRangeLowThreshold
Calibration (Flash) Single 22 [18/36] V
VBattRangeHighThreshold
Table 10-4. Battery Voltage Monitor Tunables
8.3 - Diag Electronics Temp

The software contains an internal electronics temperature diagnostic. This
monitors the local internal temperature of the module and can assert a shutdown
state if the temperature exceeds a shutdown threshold in order to protect the
hardware from irreversible permanent damage. The electronics temperature
sensor is also monitored to ensure it reports temperatures within a valid range. If
a TempSensor failure is asserted, the electronics temperature diagnostics will be
inhibited since the sensor cannot provide adequate information. Figure 10-13
illustrates the basic threshold checks for the TempSensor fault.
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Valid Range
Lower Valid Upper Valid

Sensor Range Sensor Range
Figure 10-13. Temperature Sensor Monitor
The following tunables control the temperature sensor thresholds above:

ElectronicsTempSensorRangeHighThreshold
Calibration
Single 145 [-50/150] °C
(Flash)
ElectronicsTempSensorRangeLowThreshold
Calibration
Single -45 [-50/150] °C
(Flash)
Table 10-5. Temperature Sensor Monitor Tunables
As mentioned above, if the TempSensor fault is asserted, the module temperature

diagnostics will be inhibited since the sensor output is invalid. Unlike the single-
range low/high temperature sensor monitor, the module temperature monitor is
implemented as a dual-range high monitor with an alarm high range and a
shutdown high range. The alarm high range is intended to provide a warning so
preventative actions can be taken to reverse the rising temperature (e.g. engine
derate); however if temperature continues to rise the shutdown range will be
entered and the module will enter a pending shutdown state. Also note the alarm
range will automatically de-assert after cooling down below the alarm threshold
minus 10 °C. After a user-defined ShutdownPending timeout period, the module
will enter a Shutdown state and all outputs will be forced to a disabled state. Once
the shutdown range is entered, you cannot stop the shutdown from occurring
unless the application is restarted. The dual high range temperature monitor and
flowchart is illustrated in Figure 10-14 below.
Temperature Increasing
Valid Range Alarm Range High Shutdown Range High
Auto-Deassert Alarm Range Shutdown Range

Threshold High Threshold High Threshold
Figure 10-14. Module Temperature Monitor
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Tau Filtered
ElectronicsTemp
Has Shutdown
Sequence Started/
Completed?
No
Above Shutdown
No Yes
Range Limit?
Yes
Assert
Above Alarm No De-Assert Alarm
Pending
Range Limit? (if active)
Shutdown Alarm
Yes
Assert Has Shutdown

Done No
Low/High Alarm Timeout Expired?
Yes
Assert
Shutdown
Alarm & Action
Figure 10-15. Temperature Alarm & Shutdown Monitor
The following tunables control the alarm range high, shutdown range high, and
pending shutdown timeout:

ElectronicsTempAlarmRangeHighThreshold
Calibration (Flash) Single 115 [0/150] °C
ElectronicsTempPendingShutdownRangeHighThreshold
Calibration (Flash) Single 125 [0/150] °C
ElectronicsTempShutdownRangeHighTimeout
Calibration (Flash) Single 300 [0/∞] sec
Table 10-6. Temperature Alarm & Shutdown Monitor Tunables
8.4 - Diag HV Transducer

The software monitors the read back of the high voltage transducer output power
and asserts a high or low range fault if the voltage is outside a valid range. The
HV transducer output can be configured for either a 12V output or 20V output
and different thresholds are used for the different configurations. The HV
transducer power low and high alarm faults are inhibited when the internal engine
state is “Cranking” or when the HV transducer output power is requested to be
Woodward 427
disabled. The single-range low/high diagnostic utilizes a 1st order low-pass tau
filtered signal of the HV transducer voltage read back as illustrated in Figure X-X
below:

Signal Processing Signal Signal Monitor
Signal Status Input
AND
Inhibit Logic
NOT
Low Valid (12V) High

Threshold Threshold
Low Valid (20V) High

Threshold Threshold
Figure 10-16. HV Transducer Voltage Signal Monitor Overview
The following tunables control the low and high alarm thresholds:

HVTransducer12VRangeLowThreshold
Calibration (Flash) Single 11.37 [0/15] V
HVTransducer12VRangeHighThreshold
HVTransducer20VRangeLowThreshold
HVTransducer20VRangeHighThreshold
Table 10-8. HV Transducer Voltage Monitor Tunables
8.5 - Diag Configurations

The cylinder mapping configuration fault asserts whenever a configuration error
exists with the cylinder mapping or TDC angles. This fault can optionally be
bound to the Shutdown action and prevent operation if the user configures the
system incorrectly (not default behavior). This is done by monitoring the cylinder
mapping status. If the Cylinder Mapping Status is not equal to Valid, the
CylinderMappingConfigFault is active. The cylinder mapping configuration status
has the following enumerated statuses that are active based on the algorithm as
illustrated in Figure 10-17 below:
†Cylinder Mapping Configuration Status Enumeration:

 0 = Valid
 1 = InvalidCylinderMap
 2 = InvalidTDCAngleMap
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On Update
On Application Startup
Are all remaining Check cylinder map...

Yes
elements zero? Is zero found?
No
Yes No
# Cylinders = 0
Yes Any duplicates? # Cylinders = 20
Status = InvalidCylinderMap
No
Any values
greater than No
# Cylinders?
Firing
Intervals
TDC Angle Auto-calculate angles
Set Mode Based on firing intervals
User Defined
#Cylinders = 0
Yes Any duplicates?
Status = InvalidTDCAngleMap
No
# Cylinders = # Elements
Done
Status = Valid
Figure 10-17. Cylinder Mapping Status Logic
8.6 - Diag Internal Voltage

The software monitors the internal voltage signals associated with the transducer
output power and asserts an internal voltage fault if either the Sense 15V or
Sense -7.5V read backs are outside a valid range. The single-range low/high
diagnostic of the two internal voltages is illustrated in below:
Sense 15V > Sense15VRangeHigh
Sense 15V < Sense15VRangeLow

Internal Voltage
Fault
Sense -7.5V > Sense7_5VRangeHigh
Sense -7.5V < Sense7_5VRangeLow
Figure 10-18. Internal Voltage Monitor Overview
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The following tunables control the voltage alarm thresholds:

Sense15VRangeHigh
Sense15VRangeLow
Sense7_5VRangeHigh
Calibration (Flash) Single -6.89 [-15/0] V
Sense7_5VRangeLow
Calibration (Flash) Single -7.823 [-15/0] V
Table 10-9. Internal Voltage Monitor Tunables
8.7 - Diag Internal J1939 Comm Loss

The software provides diagnostics of loss of communication of J1939 parameters
on the internal CANbus from the E6 main board application.
8.8 - Diag CAN Hardware

The software provides diagnostic information related to the CAN hardware
components on the EID’s circuit board.
8.9 - Diag FPGA Retention

The FPGA software may need to be re-flashed on occasion. Current systems
that have gone through 3,500 field trials have ~899,300 hours of engine running
hours before the FPGA software would need to be re-flashed.
8.10 - Digital Output

The EID module has a single discrete output (DOUT) for which the state is
controlled based on a user-defined configuration. Please refer to the LECM
hardware manual for circuit details of the DOUT output and proper wiring
schematics. The following options are available to the user to configure the
behavior of the DOUT:
 Not Connected
o When the DOUT control behavior is configured to Not
Connected, it will be commanded to an inactive state. The
DOUT hardware fault will be inhibited.
 Off
o When the DOUT control behavior is configured to Off, it will be
commanded to an inactive state and the DOUT hardware fault
will be enabled.
 On
o When the DOUT control behavior is configured to On, it will be
commanded to an active state. The DOUT hardware fault will be
enabled.
 Firing Status
o When the DOUT control behavior is configured to Firing Status, it
will be commanded to an active state whenever the System
State is either Firing – Test Mode or Firing – Normal Mode.
The DOUT hardware fault will be enabled.
 Remote
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o When the DOUT control behavior is configured to Remote, its
command will reflect the remote command as described in
Remote Communication Interfaces. The DOUT hardware fault
will be enabled.
 Crank Encoder Error
CrankEncoderError, its state will toggle each time an encoder
error is observed on the Crank source. The DOUT hardware fault
 Cam Encoder Error
CamEncoderError, its state will toggle each time an encoder
error is observed on the Cam source. The DOUT hardware fault
 Sync Encoder Error
SyncEncoderError, its state will toggle each time an encoder
error is observed on the Sync source. The DOUT hardware fault
The following tunable controls the DOUT control behavior:
Storage DataType Default Value Enumeration

DOutControlSelect
0 = Not Connected
1 = Off
2 = On
Calibration UInt8 3 = FiringStatus
FiringStatus
(EEPROM) (enum) 4 = Remote
5 = CrankEncoderError
6 = CamEncoderError
7 = SyncEncoderError
Table 10-10. DOUT Control Tunables
Please refer to the Remote Communication Interfaces section above to the

DOUT remote control command.
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The interface for the DOUT control in ToolKit is located on Page

9.0. The DOut Behavior Select manages the control behavior and
the actual command to the DOUT, regardless of the actual
physical result, is reflected with the DOut Commanded State.
Fault Cause: Status indicator for any faults related to the discrete output:
'NotFaulted', 'ShortCircuitToGround', 'OpenOrShortToBattery'
Conditional Status: LED status when “Red” indicates a fault condition is
currently being diagnosed.
Short To Gnd Conditional Status: LED status when “Red” indicates a short to
ground is being diagnosed.
Open/Short To Batt Conditional Status: LED status when “Red” indicates an
open or short to battery condition is being diagnosed.
Is Inhibited: Means faulting is inhibited by the software for some reason,
typically used with the engine states to prevent nuisance faults.
Speed Zero Clear Only: Check box when “checked” means the fault will only be
allowed to be cleared by the end-user if the Engine Speed is zero.
X: Time of X for OBD
Y: Time of Y for OBD
Condition #1: Select one of the following:
Suspected Volatile This is a volatile state that is reflects

the current status of the fault
assertion condition (suspected input
of the fault)
Pending NonVolatile This is a latching nonvolatile state
that is reported whenever X of Y
samples are true. The pending state
will only be cleared only after one
complete drive cycle for which no
fault is detected
Confirmed NonVolatile A fault is considered confirmed if it
has passed X/Y Driving cycle
detection. For example, if the
driving cycles are set to 1/1, it means
the fault is 2 trip faults. After fault
becomes pending, if it is detected
again in the next driving cycle, the
fault will become confirmed
immediately after the fault is
detected. The confirmed state will be
cleared only after one complete
operation cycle that no fault is
detected.
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Action #1: Drop down selector for a faulted action either “Shutdown” or (None)
which generates a fault in the diagnostic log of the EID and Main.
Force Fault: Manual force of fault for checking system integration
Digital Output (DOUT) Hardware Monitor

The software contains hardware diagnostics for the single discrete output of
ShortCircuitToGround and OpenOrShortToBattery. If either of these hardware-
reported conditional statuses are asserted, the DOUT hardware fault will also
assert if it is not inhibited. As described in the control section above, the DOUT
hardware fault is inhibited if the user configures the behavior to Not Connected.
The following diagram illustrates this monitor:
ShortCircuitToGround Hardware Status
OpenOrShortToBatt Hardware Status DOutHardwareFault
DOutControlSelect == Not Connected
Figure 10-19. DOUT Hardware Monitor Diagram
The following HMI points are available that enumerate the DOUT hardware fault
statuses:
DataType Description
DOutShortCircuitToGroundConditionalStatus
Reports logical true if the DOUT circuit is shorted to
Boolean
ground
DOutOpenOrShortToBattConditionalStatus
Reports logical true if the DOUT circuit is open or
Boolean
shorted to battery
DOutHardwareFaultCause
A scrolling marquee that updates 1 second with
which of the conditions are causing the DOUT
hardware fault to be asserted
UInt8 (enum)
0 = NotFaulted
1 = ShortCircuitToGround
2 = OpenOrShortToBattery
Table 10-11. DOUT Monitor HMI Variables
8.11 - Diag Driver Enable Shutdown

The EID module has a built-in hardware circuit switch that must be activated
externally by applying adequate voltage (nominally 24V) to pin J5-60 in order for
the output drivers and boost supply to be enabled internally in hardware. This
provides an external means to disable the output drivers. The activated status is
monitored in the software and also used for inhibit conditions of the boost supply
diagnostics. Please refer to the LECM hardware manual for information on the
driver enable circuitry.
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DataType Description
DriverEnable
Reports the current active/inactive state of the
DriverEnable pin on the EID module. Please refer to
LECM hardware manual for the driver enable input
Boolean circuitry details.
True = Active
False = Inactive
Table 10-12. Driver Enable HMI Variables
8.12 - Diag Memory

The software supports diagnostics relative the memory on the control.
E6 with EID System Configuration

To enable EID ignition, place a check in the box beside “Use LECM Ignition”.
Figure 10-20. HMI Setting for Selection LECM EID Ignition

(
13.0 – CONFIG General)
For all timing values: a positive value indicates spark timing in degrees advanced or
BTDC; a negative value indicates degrees retarded or ATDC.
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Figure 10-21. HMI Settings for Spark Timing and Coil Energy
(
4.0 – Ignition)
Ignition Timing
The E6 FA can provide timing reference information to the EID Ignition. The
timing is in units of advance (°BTDC). The timing command is the sum of the two
tables and the CH4 timing ref and a manual timing advance accessed through
Toolkit. Tunable global High and Low limits are also provided through Toolkit.
Safety Stop Retard

When the controller is in Safety stop, the global timing is instantly switched to a
tunable value. This keeps the engine firing but much less efficiently.
Speed vs. MAP vs. Global Advance table

The timing advance table is a 5 x 5 lookup table Engine Speed (rpm) vs. MAP
(kPa) vs. Timing advance (°CA).
Coolant Temperature vs. Advance table

The coolant Temperature timing advance table is a 2 x 5 lookup table Coolant
Temp (°C) vs. Timing advance bias (°CA).
Individual Timing Offsets

Each cylinder can be manually offset using a tunable value for troubleshooting or
fine-tuning (°CA).
Woodward 435
Ignition Duration
The E6 FA can provide ignition duration information to the EID Ignition module.
The timing duration command is global only and the sum of the two tables or a
single manual selection in Toolkit. Tunable global High and Low limits are also
provided through Toolkit.
Speed vs. Duration table

The Speed Duration table is a 2 x 5 lookup table Engine Speed (rpm) vs. Ignition
Duration (µs). This table is used for extended durations during start and ramp up.
Misfire vs. Load vs. Duration table

The Misfire Duration table is a 6 x 6 lookup table Speed Misfire (rpm) vs. Load
(kW) vs. Duration (µs). This table increases the duration based on the misfire
level and is used to increase energy to the plug if AFR or poor mixing is the
reason for the misfire.
Ignition Profiles
The E6 FA can provide ignition Profile information to the EID Ignition module.
The timing duration command is global only and is a result of the table or a single
manual selection in Toolkit.
Speed vs. Load vs. Ignition Profile table

The Ignition Profile table is a 5 x 5 lookup table Engine Speed (rpm) vs. Engine
Load (kW) vs. Ignition Profile. This table is used for multi-strike profiles during
start and ramp up. It can also be used to switch profiles at Rated Speed based
on load.
436 Woodward
Chapter 11. EID 1st Time Commissioning
HIGH VOLTAGE— The calibration and

checkout procedure should only be performed
by authorized personnel. To be authorized
Electric Shock personnel, personnel must be knowledgeable
of the risks posed by live electrical equipment.
Overview: Commissioning a brand new engine has a number of key steps

broken into two stages. First stage is without fuel confirming synchronization,
firing order, and firing angle. The second stage is starting the engine with fuel.
1. Establish Synchronization with the encoder

2. Establishing the Top Dead Center (TDC) Timing offset
3. Confirming ignition output wiring
4. Starting the engine with fuel
Tools Required:
 Compatible CAN communication module

 Security .DLL file in the folder location where the .Sid file is located
 Open the EIDIgnition.wtool file provided by your control supplier
 Timing Light (one of the following)
o Snapon Option Externally Powered
o Innova Pro Externally Powered
o Electronic Specialties Internally Powered
 50 feet model recommended for larger engines
 Recommended to be clamped to ignition coil primary +
wire as it sometimes has trouble triggering being
clamped on secondary.
 Multimeter
Tools Recommended:
 Oscilloscope like a Picoscope
o Current probe like Fluke 80i-110s
o Useful for confirming polarity of MPU sensors and angles of N+1
timing signals if used
After successfully establishing communication with the control under the

“Service” level with the password provided by your control’s vendor.
 Left-click the “1st Time Setup” button.
Woodward 437
Step 1. Configuration
Configure the:
A) Engine State Setup for the current engine.
 These settings are good to start with for most applications of engines
with rated speeds of 1200-1800rpm.
B) Global Settings for internal control by the EID.
For a first start application on a brand new engine it is typically simpler to start
with the EID making decisions about timing, profiles, TDC offset and duration,
then once the unit has started, shut it down and configure for control from the E6
Main control over the internal CANbus is recommended.
 Uncheck “Use J1939 Global Enable Control”
438 Woodward
 “Check” the Global Output Enable Box.

 Uncheck “Use J1939 Ignition Duration”
 Uncheck “Use J1939 Ignition Timing”
 Set Global Profile Select to “Profile 1”
 Uncheck “Use J1939 TDC Offset Control”
 Set Profile Select Method to “Global Setting”
 Check “Use Global Duration”
 Set duration to 350 microseconds to start with.
C) Set the ignition timing for your application based on the OEMs timing
recommendations.
 Set the timing “Advance (deg) to the engine OEM recommended timing
or the timing on the engine plate for all Speeds
Left click:
Step 2. Cylinder Configuration
Figure 11-1. 6-Cylinder EID Output Driver Configuration
A) Assign the outputs # to match the engine Cylinders #.

 These should be 1,2,3,4,5...Number of cylinders on the engine (6, 8, 9,
12, 16, or 20).
 Enter "0" for each output that isn't going to be used. This tells the control
not to fire that output.
o For Vee bank engines that use 1A, 1B, 2A, 2B for nomenclature
consider the “A” cylinders odd (1,3,5,..) and “B” cylinders even
(2, 4, 6,….)
Woodward 439
B) Enter the engine's firing order under "Cylinder Configuration".
 Most OEM engine specification sheets will included the firing order of the
engine.
o A vast majority of 6 cylinder engines have a firing order of
1,5,3,6,2,4
o Enter "0" for each output that isn't going to be used. This tells the
control not to fire that output.
C) Configure the TDC angles.
This can be defined either by the user or the control can generate them
automatically with known Firing Intervals.
 This example will use the “FiringIntervals” option to spare the end user
from mishaps with addition that were common during the development of
the control by the control’s developer.
 Set "TDC Set Mode" to FiringIntervals"
 Enter the engines “Firing Intervals”

o For a 6 cylinder engine 0, 120
 Change "Update TDC Angle based on Firing Intervals" from "Arm" to

"Update" and the TDC Angles will automatically be updated.
 If starting with settings from a higher cylinder count engine the TDC
angles for the cylinders higher than the current engine will be retained.
Figure 11-2. Updating from 16 to 6 Cylinder Firing Intervals
 As needed set the extra columns to “0”

 Left Click:
440 Woodward
Step 3. Timing Pattern Configuration

Setup Timing Patterns
A) If there are no missing teeth on the crank enter the number of teeth in "Crank
Teeth"
 Set to the number of teeth on the Crank.
B) If the CAM pattern is N+1 or N-1 where "N" is normally equal to the number of
cylinders on the engine configure the pattern.
If the CAM is a single tooth proceed to Step 4.
B1) N+1 CAM Pattern
 Enter Number of cylinders+1

 Key Tooth Position if not 0, set to 0 in offline editor.
 Set Key Ratio value to equal the angle between the +1 tooth and the
next tooth divided by the angle of the +1 tooth and the previous tooth
(see example below).
Key Tooth
40⁰ or TDC Cyl1
 Set Default Key Tolerance to 0.25.
 Set N+1 tooth edge array to the physical angle of teeth on the wheel
Woodward 441
B2) N-M CAM Pattern
 Set number of equidistant teeth to number on CAM.

o For example for a 60-2 crank pattern enter "60"
o Set number of missing teeth.
 For example for a 60-2 set to “2”
o Set Key tolerance to 0.5.
 Left Click:
Step 4. Configure Crank Signal

Note: RPM sample points default to encoder TDC angle definitions.
 Set the number of cylinders to the cylinder count.

 Set the crank RPM samples in use to the cylinder count.
 Set the RPM Samples to be the same as the TDC Angles from
page 1.1
B) Control
Set Encoder Source to "Crank"
C) Configure the Crank signal
 Set Use Crank to “True”

 Set the MainSpeed1 Interface to VR (=MPU=Passive) or Digital
(=Prox=Hall Effect=Active) based on what kind of sensor is being used
442 Woodward
Set Crank Revs Per Cycle to 2 for a 4-stroke or 1 for a 2-stroke

 Set Crank Pattern Selector to EncNX
 Set the Crank Sync Companion to Sync for a 3 sensor pattern or
“NoSourceConnected" if using a 2 sensor pattern.
 Set the Halfcycle companion to "CAM"
 For a single pulse CAM set the “Crank Loss-Companion Teeth Before
Loss” to 2 for a 3 sensor pattern or N+2 if using a 2 sensor pattern.
 If “Crank Halfcycle companion” is “CAM” set the Half-cycle companion

window to the number of Crank Teeth
 Set Crank Good keys To Clear Fault to 1
 Set the “Local TDC offset”

o Angle in degrees of the "Sync Companion" location relative to TDC of
Cylinder 1 in the firing order.
o For a 3 sensor timing setup the "Crank Sync Companion" would be set
to "Sync" and the offset would be the number of degrees from the "Sync"
signal to TDC Cylinder 1.
o If doing a retrofit start with the most advanced timing and subtract (for
example 720-27=693 for an engine that runs at 27 BTDC for its most
advanced timing.)
o If most advanced timing is not known use the nameplate timing for the
fuel used and subtract 720 or timing on the nameplate (this value was used
in Step 1C)
 720-12.5=707.5
o For a 2 sensor timing setup the "Crank Sync Companion" would be set
to "Cam" and the offset set to the degrees of the +1 pin.
o For a +1 pin that is 45 degrees before TDC enter
 720-45=675
The TDC Offset will be tuned with a timing light with the engine
cranking with no fuel in a later step.
Woodward 443
Step 5. Configure CAM Signal
 Set Use Cam to “True”

 Set MainSpeed2 Interface to MPU or Digital
o The LECM has been used successfully on engines with MPUs on N+1
gears with cranking speeds of ~80 rpm.
 Cam Rising Edge set to “False”
 If using a Digital sensor check the “Enable HV Transducer box”

 Set the HV Transducer voltage to the appropriate level
 Set Cam Revs Per Cycle to 1

 Set Pattern Selector to EncSingleTooth or EncNPlus1
 Set Teeth before loss to the Crank teeth set in (Step 3A) per cycle +3
 Set Cam Good Keys to Clear Fault to 1
Step 6. Configure Sync Signal

Sync is a signal that occurs once per revolution of the crank (called "Reset" on
other systems). When a configuration uses a “3 sensor timing configuration” this
is the 3rd sensor. The advantage is that the CAM timing signals can change
slightly as the gear train between the crank and the CAM drive gear wear. Using
a single pulse per revolution ensures the timing can’t change due to wear in the
gear train.
 Set Use Sync to “True”

o Typically this signal is Digital.
 Sync Encoder Rising Edge set to “False”
444 Woodward

 Set Sync Revs Per Cycle to 2 for a 4 stroke engine

 Set Sync Pattern Selector to EncSingleTooth
 Set Teeth before lose to the Crank teeth +1
 Set Sync Good Keys to Clear Fault to 1
Step 7. Setup Ignition Profiles

Step 7. Setup Ignition Profiles
 Set the Profile Select Method to “Global Setting

 Set the Global Profile Select to “Profile1:
 Set the Output Type to “Ignition”

 Set the Coil Type to “Legacy” or “4-Wire” (for LECM coils)
o Red Coils are “Legacy”
 Set the # Strikes to 1
 Set shape to “Square”
Woodward 445
Step 8. Update and Save Profiles
 Left Click “Update/Save Profiles”
Step 9a Setup Legacy Red Coil Current

The legacy profile for Red coils is mostly defined. The user can adjust the current
level to try to optimize spark plug life or combustion.
 Set Legacy Red Profile Slot to “Slot #01”

 Set the Current Level to 35
Step 9b Setup 4-Wire Coil Current

The 4-wire profile for LECM coils is mostly defined. The user can adjust the
current level to try to optimize spark plug life or combustion.
 Set FourWire Profile Slot to “Slot #01”

 Set the Current Level to 35
446 Woodward
Step 10. Protections

 Set “Assert Overspeed at” to the engine OEM defined value
o Rated speed+10% is common for 1200 and 1500 rpm engines
o Rated speed +6.5% is common for 1800 rpm engines
 Set Assert Overspeed Fault After to 0
 Check Speed Zero Clear Only
 Set Condition #1 to “Confirmed”
 Set Action #1 to Shutdown
The rest of the diagnostic pages in section 8 should be reviewed for the customer’s
application. It is not anticipated that Diag Boost, Vbatt, Electronics Temp, HV
Transducer, Configurations, Internal Voltage, Internal J1939 Comm Loss, CAN
Hardware, FPGA Retention would need to be altered by the end user for first firing.
All fault pages must be reviewed before commissioning can be considered complete.
Step 11. Save Settings and Reboot Control

Step 12. Encoder Sync Test

Go to page 6.1 – Encoder Diagnostics
 With the fuel turned off engage the starter on the engine for ~15
seconds.
If the encoder is setup correctly and the sensor wiring is correct the “Sync” LED
should turn bright green when the engine cranks.
Synchronization During a Start Sequence
Engine Stopped
Initial Cranking
Sync Pending
Sync Successful
Woodward 447
Troubleshooting
If the Sync light does not turn green review the Fault Counters for clue.
See definitions of errors.
Hook up an oscilloscope to the MPU to confirm polarity and signal output of the
MPU on the Crank and/Cam.
Signals should look this. If an oscilloscope is not available. A meter with a

frequency input can be used to confirm a signal is present during cranking and to
confirm Vrms is greater 1.1 Volts.
If a signal is present and the Vrms is sufficient but the signal is still giving errors
swap the A and B pin wiring and try another crank. If the polarity was incorrect
this will fix the issue.
Step 13. Continuity Test

3.0 - Test Modes (Continuity Test)
A continuity test is available for customer that want to confirm the “Output
(Driver) Configuration from Step 2a using a timing light.
This test should only be used when it is known with 100% certainty there is no
residual fuel in the system that could light during the test.
 Connect timing light to cylinder 1 primary +

 Set the Interface to “Local”
 Set the Output Driver to “Cylinder #01”
 Set Mode Duration to 250 microseconds
 Set Test Mode Time to desired duration (60 seconds is typically
enough)
 Check “Enable Continuity Test Mode”
448 Woodward
 Confirm timing light flashes on cylinder 1.

 Repeat for all cylinders
Step 14. TDC Offset

Page 0.0 – EID Status
 With the EID now able to Sync and the outputs to the cylinders
confirmed, connect a timing light to Cylinder 1 in the firing order.
 Crank the engine for 10 seconds at a time reducing the TDC Offset by 10
each attempt to find the appropriate “TDC Offset”
o Start with the TDC from Step 4C
 After 5-10 crank cycles allow the starter to rest for 3 minutes and
batteries to recharge as necessary.
Step 15. TDC Confirm

Page 0.0 – EID Status
This step is highly recommended for startups on engines where the ignition primary
harnessing has been altered. It will confirm Firing order to TDC angles set in Step 2C
are correct.
Note this step uses the TDC marks on the flywheel so we don’t know if we are on the
correct phase.
Overview
Most engines only have a TDC mark for all the cylinders. Only cylinder 1 will have
marks for its firing timing. Setting the timing command to 0 and confirming the
cylinder output is firing at the cranks top dead center mark with a timing mark
ensures the output wiring, firing order, and TDC angles entered into the EID tables
are all correct.
Woodward 449
 Set the timing advance to 0 for all rpms.

 Put timing light on cylinder 2 coil
 Crank engine confirming coil 2 is firing at TDC
 Repeat rest of cylinders
 Set the speed based timing curve

o Typically on first time firings it is beneficial to retard the timing by
8-10 degrees from 0 to Run speed and then ramp it to nominal
around 750 rpm for 1200-1800 rpm rated engines
The retarded timing makes the engine more sluggish and less likely to have
issues with un-tuned speed governor settings
Most applications continue to use retarded timing for starting as the engine
accelerates smoother when compared to using the most advanced timing at
cranking speeds.
Step 16. First Firing

Configure engine air fuel ratio control and speed governor for first firing if not
done so already.
With the ignition outputs, TDC angles, and firing order confirmed attempt to start
the unit with fuel.
450 Woodward
Troubleshooting
Issue will be fuel, air, or spark.
For spark try adding 360 degrees to “TDC Offset” as the TDC angles, Outputs
and order were confirmed not the phase.
Step 17. Final Configuration

Finalize “Global Settings” for the application.
Step 18. Save Settings

Save settings to PC.
Woodward 451
Chapter 12.
Knock Module
The Auxiliary (Aux) module provides the means to monitor input signals in
addition to those on the main board. The most common module has 14
thermocouple inputs and 10 knock sensor inputs.
Aux Knock Functionality
The Aux knock module functions as a monitor and processor of the vibration
based knock sensor signals. The E6 control receives FFT knock intensity as
calculated by the Aux module for execution of knock mitigation (timing retard/load
derate).
The 10 sensors can be configured to monitor more than one cylinder. For
example on many 16-cylinder engines there is a sensor mounted on the engine
block between pairs of cylinders. If more than 10 sensors are desired, a higher
count module can be requested.

 Engine Position Encoder (Flex Encoder with NX, N+M, N-M patterns)
 20 Cylinders knock intensity
 20 Knock sensors
 Uses piezo sensor
 Sensor failure detection
 Up to 5 band frequency spectrum with 300 Hz resolution
 512 bin 150 kHz FFT Knock sampling
 Mean, Peak or Integral Knock measurement options
 Up to 3 window overlap for Knock windows
 Sensor reference one per cycle update with averaging
 Local runtime control for windows
 Control diagnostics
 Sensor test mode
 Discrete outputs for window mimic triggering to o-scope/timing light
and alarm
 Flexible thermocouple support for Hardware designations up to 24
thermocouple channels
Communications options:
 Internal CAN Interface to Main Control
 Adjustable windows during runtime from Main Internal CAN
 Diagnostics and monitor to Main Internal CAN
 External CAN port for Toolkit/Calibration Tool-XCP access
452 Woodward
E6 to Aux Communication
E6 Main Board Software
(Cylinders #13 - #16 Knock Windows)

(Knock Controller Commands)

PGN65303
PGN65304
PGN65305
PGN65306
PGN65307
PGN65302
Internal CAN Bus
(Cylinder #17 – #20 Knock Diagnostics)

(Cylinder #17 – #20 Knock Ratios)
(Thermocouples)
Internal J1939
PGN65516
PGN61463
PGN61464
PGN61465
PGN65515
PGN65516
AUX
Sensor-Based Knock Detection Auxiliary Thermocouples
Software
External J1939
Thermocouple #22
Thermocouple #23
Thermocouple #24
Knock Sensor #14
Knock Sensor #15
Knock Sensor #16
Thermocouple #1
Thermocouple #2
Thermocouple #3
Knock Sensor #1
Knock Sensor #2
Knock Sensor #3
DOUT #1
DOUT #2
AOUT #1
AOUT #2
... ...
Figure 12-1. E6/Aux Communication
E6 Main Board Knock Protection Functionality

 All actions and diagnostics based on individual cylinders
 Event driven knock processing
 Mitigation based on running average of 1 to 10 samples
 Running average up to 20 cylinders
 Three (3) adjustable knock thresholds per cylinder
o Light
o Heavy
o Critical
 Spark retard per cylinder
 Fault annunciation and logging
 Engine Internal Load/Speed derate
 Engine shutdown
Figure 12-2 Knock Mode Selection

(5.4 – Knock Configuration)
Woodward 453
Figure 12-3. Knock Calibration and Current Timing Bias

(5.5 – Knock Timing Offsets)
Knock Detection Overview

The Aux Knock application implements a Fast Fourier Transform windowed knock
detection strategy where an N-point FFT is executed on set of vibration sensor
samples taken along an angular window. A filter is also applied to the spectrum to
only look at specific frequency bands for which knock occurs. A mean, integral,
and peak (maximum) are then calculated on the final filtered spectrum. These
values are then used with custom scaling logic to calculate a 0 - 100% knock
intensity metric for each respective cylinder. Normalization of background noise is
also available by scaling the results of each cylinder's knock intensity by a
reference window. A reference window is just like a knock window (an FFT of an
angular window sample set of a specific knock sensor), but is configured to occur
outside of the normal knocking region.
Consider the following illustration which demonstrates a combustion pressure

trace and a knock sensor signal along the angular domain. Regions for where a
reference window and knock window might be located are also shown in addition
to example FFT spectrum visualizations along these regions (nothing is drawn to
scale and is only intended to provide a conceptual diagram of the knocking
strategy).
Reference Window Region

Knock Window Region
Knock Sensor Signal
Combustion Pressure Signal
-200° -100° 0° 100° 200°
1 kHz 10+ kHz 1 kHz 10+ kHz
Typical Knocking Region

5 – 10 kHz
** Depends on engine geometry
Figure 12-4. Knock Detection Overview
454 Woodward
Knock Signal Filtering

Done on the Knock module. Both the reference windows and the knock windows
share a common spectrum filter for which up to 5 frequency bands are tunable to
the end-user. The spectrum filter is applied during the calculation of the spectrum
and then the final spectrum results are calculated (integral or mean).
Spectrum
A1 A2 A3 ... ... ... AN-2 AN-1 AN
1 kHz 10+ kHz
Spectrum Filter (Frequency Bands)

3.0
4.5
5.5
7.0
8.0
9.0
k
k
Hz
Hz
Hz
Hz
Hz
Hz
Filtered Spectrum
A1 A2 A3 ... ... ... AN-2 AN-1 AN
1 kHz 10+ kHz
N N

 Ai
Integral  Ai Mean  i 1
N
i 1
Peak  max{ Ai }
Figure 12-5. Knock Signal Filtering
Reference Window Signal Filtering
Reference window signal filtering is equivalent to how the knock windows are
filtered and is recommended for all applications. What differs is the angular
location they are designed to be used at. They are set to take a spectrum of a
particular knock sensor around a non-knocking region of the engine along the
angular domain. This signal should be representative of background mechanical
noise at the frequencies of interest and that specific sensors output. They are then
used to normalize the FFT spectrum of the knocking window region to help
increase the signal-to-noise ratio (SNR).
Setting the reference windows should be done with a timing schedule of intake
and exhaust valve events. If those are not available using an oscilloscope
monitoring a knock sensor signal on one channel and an angular based discrete
output signal into a second a “quiet” region can be found.
Woodward 455
Retard/Reduction Logic Selection
There are 3 different selectable modes for configuring the system’s response to a
detected knocking condition:
 Timing retard
 Load reduction through lowering the load set point in Load Control (Grid
mode)
 Load reduction through lowering the speed set point in Droop mode or when
the engine is used in mechanical drive mode (compressor/pump)
Knock Detection Logic
Detection of knock is done by the Knock module, but the knock abatement
strategies are performed by the E6 controller. The E6 knock subsystem
determines the so-called Total Engine Knock Severity. This is the level of knock
for the whole engine detected by the Knock module. For each cylinder this level
can be between 0% (no knocking) and 100% (every cycle knocking). The total
number or cylinders determine the maximum of the Engine Knock severity. In a
12 cylinder engine the Total Engine Knock Severity can be a maximum of
1200%. This value is normalized in the E6 controller by dividing the Total Engine
Knock Severity value received from the Knock module over the CANbus by the
number of cylinders. The correct number of cylinders entered in the HMI Knock
screen. This is important for the E6 control to correctly interpret the Knock
module data.
The normalized Engine Knock Severity is compared with:

 The user specified “Corrected Engine Knock Severity SHUTDOWN limit”.
This limit value can be adjusted in the HMI and is the maximum level allowed
before the E6 shuts down the engine.
 The user specified “Corrected Engine Knock Severity REDUCTION limit”.
This limit value can be adjusted in the HMI and is the maximum level allowed
before the E6 starts with the selected actions (timing retard / load reduction).
When the value entered here is lower than the “Corrected Engine Knock Severity
SHUTDOWN limit”, the E6 controller will employ the timing reduction strategy,
whenever the “Corrected Engine Knock Severity” is equal to or greater than
“Corrected Engine Knock Severity REDUCTION limit” and less than the
“Corrected Engine Knock Severity SHUTDOWN limit”.
Timing Retard Settings

(with integrated ignition ONLY)
This assumes that an EID ignition control is connected to the internal engine
J1939 bus. If this is not the case, only the load reduction logic described below
can be used.
 The user specified “Max. Timing Retard Bias” is the maximum value the
timing will be retarded.
 The user specified “Timing Retard Bias Step” is the step size the ignition will
retard when knock is detected.
 The user specified “Speed of return Timing Bias” is the rate for clearing the
timing retard.
 The user specified “Time Base Timing Retard” is the time that is allowed to
elapse between timing retard steps.
456 Woodward
Timing Retard Block Diagrams
E6
E6 Knock
Knock Diagnostic
Diagnostic and
and Control
Control Logic
Logic
Start
True
Bias Set to Zero Knock

Intensity Set to Zero
Knock Intensity
Calculation
Subroutine
Moderate
Severe Knock
Knock Timing Critical Knock
Timing Bias
Bias Subroutine
Subroutine
Subroutine
Timing No Bias
Subroutine
End
Figure 12-6. E6 Knock Diagnostic and Control Logic
Woodward 457
E6
E6 Knock
Knock Intensity
Intensity Calculation
Calculation Subroutine
Subroutine
Start
Engine Speed and

Knock Intensity
End False Load Above
Set to 0
Minimums
True
Capture “Knock
Intensity”
Knock Intensity
Calculation
KnockMeasu red  Re ference

Re ference
Figure 12-7. E6 Knock Intensity Calculation Subroutine
458 Woodward
E6
E6 Light
Light Timing
Timing Bias
Bias Subroutine
Subroutine
Start
Knock Intensity
>Moderate False End
Threshold
True
Timing Bias Set Strategy Fault =

≥Maximum Bias True True or Request
Limit Power Reduction
False
Retard by 1 Knock
Retard Timing Step
-Start Count Down timer

set to “Wait to Retard
Timer”
Wait Timer
Countdown
Expired
True
Figure 12-8. E6 Light Timing Bias Subroutine
Woodward 459
E6
E6 Severe
Severe Timing
Timing Bias
Bias Subroutine
Subroutine
Start
Knock Intensity
False End
>Severe Threshold
True
Timing Bias Set Strategy Fault =

≥Maximum Bias True True or Request
Limit Power Reduction
False
Retard by Maximum
Bias

Timer”
Wait Timer
Countdown
Expired
True
Figure 12-9. E6 Severe Timing Bias Subroutine
460 Woodward
E6
E6 Critical
Critical Knock
Knock Subroutine
Subroutine
Start
Knock Intensity
False End
>Critical
True
Initiate Emergency
Stop
Figure 12-10. E6 Critical Knock Subroutine
Timing
Timing Bias
Bias Return
Return Subroutine
Subroutine
Start

+1 Timing Bias
Return Step
Timer”
Knock
End True Intensity>Slight
Threshold
False
Knock
True Intensity>Slight
Threshold
False
Knock
True Intensity>Slight
Threshold
False
False
Timing Bias
True =Minimum Bias
Limit
Figure 12-11. Timing Bias Return Subroutine
Woodward 461
Load Reduction Settings
 The user specified “Max. Reduction (Load/Speed)” is the maximum

percentage the load set point or speed setting will be reduced.
 The user specified “Reduction Step (Load/Speed)” is the load or speed
reduction step size.
 The user specified “Speed of Return Reduction (Load/Speed)” is the rate of
return to the normal load setting or speed setting when load reduction has
occurred and knock is no longer being detected.
 The user specified “Time Base Reduction (Load/Speed)“ is the time that is
allowed to elapse between load reduction steps.
462 Woodward
Chapter 13.
AUX Module Electrical Circuits
This chapter contains descriptions of each input and output type contained on the
AUX module of the LECM as well as connector pinout and connector location.
AUX stands simply for Auxiliary as it contains a variety of additional I/O for
engine monitoring and perhaps control. Circuits for detonation detection, in-
cylinder pressure sensing, exhaust temperature monitoring, and general analog
sensor applications are all available in optional versions of this module.
AUX Module Connections

Terminal Locations
All connections are located on the top face of the LECM. Signals are grouped by
type.
Figure 13-1. AUX Module Terminal Locations
1 2 3 4 5 6 7 8
AIN1(+) AIN1(-) SHIELD AIN7(+) AIN11(+) SHIELD AIN17(+) AIN17(-)
9 10 11 12 13 14 15 16
AIN2(+) AIN2(-) SHIELD AIN7(-) AIN11(-) SHIELD AIN18(+) AIN18(-)
17 18 19 20 21 22 23 24
AIN3(+) AIN3(-) SHIELD AIN8(+) AIN12(+) SHIELD AIN19(+) AIN19(-)
25 26 27 28 29 30 31 32
AIN4(+) AIN4(-) SHIELD AIN8(-) AIN12(-) SHIELD AIN20(+) AIN20(-)
33 34 35 36 37 38 39 40
AOUT1(+) AOUT2(+) MODULE DOUT1 AIN13(+) CAN SHLD CAN_LO CAN_HI
41 42 43 44 45 46 47 48
AOUT1(-) AOUT2(-) ID_RTN DOUT2 AIN13(-) SHIELD AIN21(+) AIN21(-)
49 50 51 52 53 54 55 56
AIN5(+) AIN5(-) MODULE AIN9(+) AIN14(+) SHIELD AIN22(+) AIN22(-)
57 58 59 60 61 62 63 64
AIN6(+) AIN6(-) SHIELD AIN9(-) AIN14(-) AIN16(+) AIN23(+) AIN23(-)
65 66 67 68 69 70 71 72
SPD1(+) SPD1(-) SHIELD AIN10(+) AIN15(+) AIN16(-) AIN24(+) AIN24(-)
73 74 75 76 77 78 79 80
SPD2(+) SPD2(-) SHIELD AIN10(-) AIN15(-) KEY_SW VBATT+ VBATT-
Woodward 463

Speed Inputs

Speed shield SHIELD J4-67 Speed shield SHIELD J4-75

Analog Input 1 (+) AIN1(+) J4-1 Analog Input 2 (+) AIN2(+) J4-9
Analog Input 1 (–) AIN1(-) J4-2 Analog Input 2 (–) AIN2(-) J4-10
Shield SHIELD J4-3 Shield SHIELD J4-11
464 Woodward
Key Switch Input (not used in stack configurations)
Power Input (not used in stack configurations)
Power Input (+) VBATT+ J4-79

Power Input (–) VBATT- J4-80
Special Purpose
Module ID 1 MODULE ID1 J4-35

Module ID 2 MODULE ID2 J4-51
Module ID Return ID_RTN J4-43
Figure 13-3. AUX Module Inputs

Analog Outputs
Analog Output 1 AOUT1( J4- Analog Output 2 AOUT2(+) J4-

(+) +) 33 (+) 34
Analog Output 1 AOUT1(- J4- Analog Output 2 AOUT2(-) J4-
(–) ) 41 (–) 42
Discrete Outputs
High Side Output 1 DOUT1 J4-36

High Side Output 2 DOUT2 J4-44
Figure 13-4. AUX Module Outputs
CAN Communications
CAN 1 High CAN_HI J4-40

CAN 1 Low CAN_LO J4-39
CAN 1 shield/drain CAN_SHLD J4-38
Figure 13-5. AUX Module Communications
Woodward 465

These pins are reserved for application of a stand-alone AUX module (an AUX
packaged without a connected Main module). They are not internally connected
for the AUX module when used together with the Main module.
For stand-alone application, over current protection between the power source and
the LECM is required. This over current protection may be accomplished by series
connection of properly rated fuses or circuit breakers.
Branch circuit protection of no more than 250% of the maximum AUX module
power supply input current rating must be provided. Recommended fuse rating is
15 A. The use of properly sized UL class CC, J, T, G, RK1, or RK5 fuses is
required to meet the requirements for branch circuit protection. Do not connect
more than one LECM AUX module to any one fuse. Use the largest wire size
possible for the chosen connectors that also meets local code requirements. See
Appendix A.
Connector Information for wire sizes. Time delay fuses should be used to prevent
nuisance trips.
power source and the AUX module for the power input pins. The return and
possible. The wires may be made to touch in several manners: routing in a single
jacket, minimal twisting like 1-2 twists per meter of the four wires, or a power cord
style cable bundle. The wires mentioned include VBATT+, VBATT-, and KEY
where KEY is optional.
Input power must be applied to the LECM control up

to 0.5 seconds prior to expected use. The control
must have time to run its power-up diagnostics to
become operational. Failure of the diagnostics will
disable control function. Actual boot time depends
on how memory is used in the final application.
The LECM must have all power removed before

installing or removing any connectors or wiring.
This equipment is suitable for use in Class 1,
Division 2, Groups A, B, C, and D, or non-hazardous
locations only.
The LECM is suitable for use in European Zone 2,
Group II environments per self-declaration to EN
60079-15.
Wiring must be in accordance with Class I, Division
2 and European Zone 2 wiring methods and in
accordance with the authority having jurisdiction.
Do not connect more than one power source to any
one fuse or circuit breaker.
466 Woodward

When batteries are used Thermal breakers or fusing must meet the following
characteristics:
 Current rating: 5 A Maximum

 Type: Fuse: Class K
o Breaker: <1 second Time Delay for a 10x over-current event
o IEC60898-1 Type C Instantaneous Trip Characteristic
 Voltage rating: 250 Vdc

 Voltage Rating: 32 VDC or higher
 Current Rating: 5 A
 Time Delay: <3 seconds for a 200% over-current event
Input Power Ratings
Voltage range 18–32 Vdc

Maximum voltage 36 Vdc
Maximum input current 0.8 Arms @ 18 Vdc assuming maximum loads
Maximum input power 3.9 W @ 32 Vdc
Reverse polarity –32 Vdc
protection
Sustained cranking 12 Vdc for 30 seconds
voltage
Minimum cranking voltage 9 Vdc for 100 ms
Input wiring constraints device receives power from the wiring between
Table 13-1. AUX Power Input Specifications
Inrush currents are possible when current is applied to the LECM control. The
Power sources with both grounded and ungrounded returns are allowed.
Woodward 467

Voltage scaling 5 / 55
Resolution in volts 14.6 mVdc (12-bits)
Temperature drift
Filter constant 1 pole at 0.6 ms
Table 13-2. AUX Input Power Monitor Specifications

In stand-alone applications of the AUX module, the key switch is used to
energize the internal power supply and make the LECM AUX operational. In
stacked applications which include a Main module, the KEY on Main is used
instead and the KEY input on AUX is not internally connected. Very little current
is consumed at the KEY input. It behaves like a logic signal used to startup the
power supply. The input has a contact cleaning circuit which will draw enough
current to arc across dry contacts during switch closure. This action will clean the
contacts so they don’t build up resistance over time but does not draw a
continuous high current.
startup. This input has hysteresis. It will require <9 V (may be as low as 7.5 V)
before it will indicate that the key is “off”.
the LECM AUX to shut down if the application allows this action.
All modules in an LECM (like Main, EID and AUX) are controlled by the
Keyswitch on the Main module. The KEY inputs on the other modules are only
indication simultaneously. Each module will control its own shutdown but AUX
and EID may prevent MAIN from shutting down its power supplies until they are
ready. Power sequencing is primarily an application software controlled feature.
468 Woodward
Ignored
J4-78 Power Control

KEY_SW
AUX CPU
AUX Power Supply

Keep Alive
OR
Main Power Supply

Keep Alive
OR

KEY_SW
MAIN CPU
Keyswitch Monitor
J1-12
key
+B
Battery Monitor
J1-121
15A
24V
J1-122
25A
J1-123
DGND
Optional Fuse
Figure 13-7. AUX Input Power Wiring Diagram

the LECM main module.
Woodward 469
the section on MPU Wiring for more details.
Proximity sensors can be prone to EMC susceptibility issues. For best results
with Hall Effect proximity sensors, use only Woodward proximity sensors. The
Woodward proximity sensor is a “NPN-PNP” sensor meaning that it forces the
return voltage to the supply (+) or supply (–) depending on the presence of a
tooth. The supply voltage never gets pulled to the supply (+) or (–) using only
pull-up/down resistors. The sensor also has built-in protection from miss-wiring
and has been tested for EMC compliance. See Appendix C for sensor details.
There are two inputs on the LECM AUX module dedicated to speed sensor
signals. Each of the inputs can be used with either a MPU (passive VR sensor)
or a Proximity (active Hall Effect) sensor. If any other modules are present in the
LECM (like Main or EID) those speed signals will also be available on the AUX
module in addition to the local inputs. However, EID Speed 3 is not available to
the AUX or Main modules.
MPU input frequency 10 Hz – 15 kHz
Input amplitude 2.8 – 141 V peak-to-peak
Hall Input frequency 0.015 Hz – 10 kHz
Input amplitude
Input impedance 9 k
Isolation voltage None
Input common mode range ±30 Vdc
±0.15% of point >300 Hz, ±0.5 Hz when <300
Accuracy
Hz
10–90%
Prox duty cycle 10 µs minimum period (depending on software
filter settings)
Table 13-3. AUX Speed Input Specification

See Sensing Gear Selection topic for more information.
Speed Sensor Wiring

See Speed Sensor Wiring topic for more information.
The AUX module does not have a transducer power supply output. For LECM
stack configurations where the Main module is present in addition to the AUX
module, the +HV Transducer power supply from Main should be used to power
Proximity and PWM sensors connected to the AUX speed inputs. In stand-alone
configurations of LECM AUX, the power supply used for the AUX power source
may be used instead.
Connection SS_1 SS_2

Input (+) J4–65 J4–73
Input (–) J4–66 J4–74
+HV Transducer (+) J1–126 J1–126
Transducer (-) J1–125 J1–125
Shield J4–67 J4–75
Table 13-4. AUX Speed Sensor Connections

470 Woodward
Figure 13-8. Left Half of J4
MPU Wiring
The following diagram shows how to connect a passive, magnetic pickup.
are made to J4. Explanation for inverted wiring is given in the Error! Reference
source not found. section regarding missing tooth gears topic for more
information.
Twisted,
Shielded cable
+
+
J4-65
N
SS #1
10k
S
-
J4-66
Passive MPU
J4-67
Figure 13-9. AUX MPU Wiring Diagram

are made to J4 for signal and shield but to J1 for power and ground when the
Woodward 471
Main module is present. See Table 5-2 for pinout of the speed sensor inputs. The
Woodward active proximity sensor is shown. When the LECM Main module is
present, the main module supplied HV Transducer power should always be used
for signal quality. Do NOT attempt to use the HV Transducer power from the EID
module to power a sensor connected to the AUX module. For stand-alone AUX
configurations, use the AUX power source for the proximity sensor power as
shown in Figure 13-11.
Do NOT attempt to use the HV Transducer power

from the EID module to power a sensor connected to
the AUX module.
Twisted,
Shielded cable
+HV_XDCR
J1-126
+
A
N
s
J4-65 B
S
SS #1 10k
C
-
J4-66
Woodward
Active Prox
J1-125
DGND
J4-67
Figure 13-10. AUX Proximity Sensor Wiring Diagram with Main
VBATT+
Twisted,
Shielded cable
J4-79
+
A
N
s
J4-65 B
S
SS #1 10k
C
-
J4-66
Woodward
Active Prox
J4-80
DGND
J4-67
Figure 13-11. Stand-Alone AUX Proximity Sensor Wiring Diagram
PWM Wiring
In Hall Effect / Proximity Sensor mode, the speed inputs may also be used as
PWM inputs. As PWM inputs they are intended for connection to devices such as
speed references (foot pedal, etc.). However, they can be connected to other
472 Woodward
devices as well. PWM signals may originate from a sensor or from another
electronic control.
When present, the LECM main module supplied HV Transducer power should
always be used for PWM sensors requiring external power in order to provide
high signal quality. If the originating device requires more power than is available
from the LECM or the Main module is not present, then it must be referenced to
the same power source used on the input power pins of the LECM. Do NOT
attempt to use the HV Transducer power from the EID module to power a sensor
connected to the AUX module.
Speed/PWM shield pin on the LECM. Optionally, the shield may also be
connected at the source device with a series capacitor.

are made to J4 and J1 for power. See Table 5-2 for pinout of the speed sensor
inputs. The XDRG pin, J1-125, is not protected from shorts to VBATT+. It is
important to verify wiring and fusing before applying power. For stand-alone AUX
configurations, use the AUX power source for the PWM sensor power as shown
in Figure 13-13.

J1-126
+
J4-65
PWM
SS #1 10k device
J4-66 -
Twisted,
Shielded cable
J1-125
DGND
PWM reference
J4-67 (required)
Figure 13-12. AUX Proximity Sensor Wiring Diagram with Main
VBATT+
Optional power
J4-79
+
J4-65
PWM
SS #1 10k device
-
J4-66
Twisted,
Shielded cable
J1-125
DGND
PWM reference
J4-67 (required)
Figure 13-13. Stand-Alone AUX Proximity Sensor Wiring Diagram
Woodward 473

There are two advanced filters available for the speed sensor inputs on both the
Main and EID modules. The AUX module, when used in a stack, has up to six
speed signals available from the other modules. Only the six possible speed
signals coming from other modules may utilize the speed signal filtering. The
filters must be setup on the module on which the signals originate.

There are 24 differential analog inputs on the AUX module. There are factory circuit
populations supporting many options including knock sensors, 4–20 mA sensors,
0–5 V sensors, and thermocouples. Reference the documentation supplied with
your unit to identify the circuit population type for each of the 24 inputs.
Current Input (4–20 mA)

The current input population has two low pass filter options. The fast filter option
is used with in-cylinder pressure sensors which output a 4–20 mA signal. The
process filter option is used for general purpose applications like air manifold and
coolant pressure sensing. The filters are a population choice resulting in different
LECM part numbers. Refer to the documentation supplied with your unit to
identify the circuit population provided.
Loop power must be provided from a power source with a ground (B-) common
to the LECM VBATT- input.
Input type 4–20 mA (measures 0 – 24 mA)

Max. input current 24 mA
Common mode rejection 54 dB
Input impedance 200  (±1%)
Anti-aliasing filter multi-pole at 5 ms (general purpose population)
multi-pole at 0.1 ms (cylinder pressure
Anti-aliasing filter
population)
155 Hz (general purpose population)
Bandwidth
11.3 kHz (cylinder pressure population)
Resolution 12 bits
Temperature drift ±0.4% of full scale
Table 13-5. AUX Current Input Specification
Application logic should be included to flag errors and take action when input
current on any channel is below 4 mA or above 20 mA. The input will detect
currents outside this valid range so that such diagnostics are possible.
Current Input Wiring

Wiring for analog inputs must be shielded, twisted pair cable with ≥30
twists/meter. Shielding should be unbroken between the sensor and the LECM.
Shielding should not be grounded anywhere in the system along the cable
length. The shield should be connected to an Analog Input shield pin on the
LECM. The shield may be connected to the sensor with an optional series
474 Woodward
capacitor or left unconnected. It is best not to connect both ends of the shield
without the use of a series capacitor unless the sensor is completely floating with
respect to ground.
Wiring for Analog Input #1 is shown. Only the terminal numbers change for the
remaining analog inputs.
External loop powered transducers must be

individually protected with a 100 mA (or smaller)
fuse on each channel.
Twisted,
Shielded cable
J4-3
4-20 mA
Loop Powered
J4-1
Transducer
AI #1 + +
200
-
J4-2 100mA
-
Loop
Pwr
Figure 13-14. AUX Current Input Wiring Diagram; Loop Powered
Twisted,
J4-3 Shielded cable
4-20 mA
Self-Powered
+
J4-1
Transducer
AI #1 +
200
- Isolated Transducer
J4-2
- (or power supply
grounded at same point
Figure 13-15. AUX Current Input Wiring Diagram; Self-Powered
Voltage Input (0–5 V)

The voltage input population has two low pass filter options. The fast filter option
is used with in-cylinder pressure sensors which output a 0-5 V signal. The
process filter option is used for general purpose applications like air manifold and
coolant pressure sensing. The filters are a population choice resulting in different
LECM part numbers. Refer to the documentation supplied with your unit to
identify the circuit population provided.
Sensor power must be provided from a power source with a ground (B-) common
to the LECM VBATT- input. The 5 V Transducer output on the main board may
be used if there is sufficient current available.
Woodward 475
Input type 0–5 Vdc
Max. input voltage 5 Vdc
Input common mode ±10 Vdc
range
Input impedance 385 k (±1%)
Anti-aliasing filter Multi-pole at 5 ms (general purpose population)
Multi-pole at 0.1 ms (cylinder pressure
Anti-aliasing filter
population)
155 Hz (general purpose population)
Bandwidth
11.3 kHz (cylinder pressure population)
Resolution 12 bits
Table 13-6. AUX Voltage Input Specification
Voltage Input Wiring

Wiring for analog inputs must be shielded, twisted pair cable with ≥30
LECM. The shield may be connected to the sensor with a series capacitor or left
unconnected. It is best not to connect both ends of the shield without the use of a
series capacitor unless the sensor is completely floating with respect to ground.
Wiring for Analog Input #1 is shown. Only the terminal numbers change for the
remaining analog inputs.
Twisted,
J4-3 Shielded cable
0-5 V
+ Self-Powered
J4-1
Transducer
AI #1 +
385k
-
J4-2 Isolated Transducer
(or power supply
grounded at same point
Figure 13-16. AUX Voltage Input Wiring Diagram; Self-Powered
Knock Sensor Input

The knock sensor input population is designed to work with typical automotive
type Piezo electric acceleration sensors. These sensors have 2 signal wires and
emit a bi-polar signal depending on acceleration direction.
476 Woodward
Input type ±1 Vdc
Max. input voltage 1 Vdc
Common mode rejection 54 dB typical
Input impedance 39.8 k (±1%)
Anti-aliasing filter Multi-pole at 33 µs
Bandwidth 35.5 kHz
Resolution 12 bits
Table 13-7. AUX Knock Sensor Input Specification
Knock Sensor Input Wiring

Wiring for knock sensors must be shielded, twisted pair cable with ≥30
twists/meter. Shielding should be unbroken between the source and the LECM.
LECM.
Wiring for Knock Sensor Input #1 is shown. Only the terminal numbers change
for the remaining inputs.
Twisted,
J4-3 Shielded cable
J4-1
AI #1 +
39.8k
-
J4-2
Figure 13-17. AUX Knock Sensor Wiring Diagram
Thermocouple Input
The input population is designed to work with J and K-type thermocouples in
mind. Other types may still work acceptably but have not been tested.
Input type mV
Max. input voltage 64 mV
Input impedance 18 kΩ
Anti-aliasing filter Multi-pole at 600 µs
Bandwidth 194 Hz
Resolution 12 bits
Temperature drift ±4C between 20 – 100C
Table 13-8. AUX Thermocouple Input Specification
Woodward 477
If the input is left open circuit, the resulting temperature measurement will be
approximately equal to the internal CJ temperature measurement.
Thermocouple Input Wiring

Wiring for thermocouple inputs must be shielded, twisted pair cable with ≥30
length. The shield should be connected to the shield pin provided on the LECM.
Wiring for Thermocouple Input #1 is shown. Only the terminal numbers change
for the remaining thermocouple inputs.
Twisted,
Shielded
J4-3 Thermocouple
Cable
+
J4-1
+ Thermocouple
TC #1
30.5k
- J4-2
Ungrounded
Figure 13-18. AUX Thermocouple Input Wiring Diagram
Cold Junction
An on-board cold junction temperature measurement taken inside the LECM at
the connector pins is available to the application for temperature compensation.
Resolution 12 bits
Accuracy @ 25 °C ±2C
Temperature drift ±2C
Anti-aliasing filter 1 pole at 0.1 ms
Table 13-9. AUX Cold Junction Temperature Specification
General Purpose Analog Outputs

There are two outputs on the LECM AUX module dedicated to operating a gauge
or interfacing to other electronic controls. Each of the Analog Outputs provides a
4–20 mA (0–22 mA) signal.
Current Output
The current outputs are sourcing outputs that control the current from the (+)
output. The (-) return goes to the circuit reference but is not measured. There is a
read back for the application to see the actual current that is provided at the (+)
output pin. This is primarily used for diagnostic purposes.
478 Woodward
Output type 4–20 mA (range 0 – 22 mA)
Maximum output current 24 mA
Minimum load resistance 2Ω
Maximum load resistance 420 Ω at 20 mA
Output voltage 15 V
16 mA step response 10 ms
Current ripple ±0.05 mA with 250 Ω load
Resolution 12 bits
Accuracy over temperature ±2% of full scale
Table 13-10. AUX Current Output Specification
Each analog output has identical circuitry. There is no isolation between outputs
and no isolation to the digital circuitry of the LECM. Wiring for the first output is
shown below.
Current Output Wiring

Wiring for analog outputs should use a twisted pair cable with ≥30 twists/meter
and shielding. Shielding should be unbroken between the LECM output and the
load. The shield should be connected at the load end. If necessary, the shield
may be connected at the LECM end using shield pins and connected at the load
end with a series capacitor or left unconnected. Analog Out #1 is shown below.
Analog Out #2 is similar but has different terminal numbers.
+15V
A/D
J4-33 +
A
Short Protect 4-20 mA

J4-41
DGND
Figure 13-19. AUX Current Output Wiring Diagram
Woodward 479
Figure 13-20. J4 Connector View of Analog Outputs
Channel Output (+) Output (–)

Table 13-11. AUX Analog Output Connections
Analog Output Read back

The Analog Output Current is monitored for the purpose of application
diagnostics. The monitored current is the current that is provided at the (+)
terminal.
Maximum current measured 25 mA

Measured current filter 1 pole at 0.44 ms
Resolution 12 bits
Accuracy @ 25 C ±1% of full scale
Temperature drift ±1% of full scale
Table 13-12. AUX Analog Output Monitor Specifications
480 Woodward
High Side Outputs

There are two high side discrete outputs. Each can be used as a Boolean
(discrete) output for relay control or signaling for another device. It is also
possible to trigger the outputs based on engine angular position. This can be
useful for verifying knock/pressure sampling windows. Power comes from the
LECM Main/AUX input power and is not regulated but is filtered and has transient
voltage suppression. So if the input voltage dips (like during cranking) the output
voltage at this output will also dip.
The output uses a protected MOSFET that will protect the LECM by turning off
the output if a short circuit is detected. The output will be retried periodically until
the short circuit is removed allowing the output to operate normally again.
Feedback is provided to the software application indicating the short circuit
condition. Protection is provided for the flyback of inductive relay coils. Some
conditions will prevent short and open circuits from being detected.
Output Energized inhibits open circuit diagnostics

Output De-Energized inhibits short circuit diagnostics
High-side driver with short circuit and over

Output type
voltage protection
Continuous current 100 mA
Transient current 200 mA for 300ms
Turn on time 10 µs
Table 13-13. AUX High Side Output Specification

lamp (LED or incandescent), a relay coil, oscilloscope, or other smart control.
The load return current should be connected to the Main/AUX power source (-)
within 0.5 m of the LECM. It is shown going to pin J4-80 in the diagram just for an
understanding of the circuit reference. Note that since the discrete output can be
connected to loads with a separate ground, take care when wiring the load return
to avoid loops.

HSO 1 J4-36
HSO 2 J4-44
Table 13-14. AUX Discrete Outputs
Woodward 481
VBATT+
J1-121
J4-79
HSO#1
1M
GATE
DRIVE &
DIAG J4-36
DGND J4-80
Same ground as
LECM
Figure 13-21. AUX Discrete Output Wiring Diagram
When connecting directly to an oscilloscope, an optional resistor may be used to

load the output. If only the leading (transition from 0V to 24V) is of interest, then
no resistor or something on the order of 10k is appropriate. However, if the
falling edge or both edges are of interest, then the resistor is necessary and
should be a smaller value on the order of 1k in order to provide a more
accurate measurement.
VBATT+
HSO#1
1M
GATE
DRIVE &
DIAG J4-36
DGND J4-80
Figure 13-22. AUX Oscilloscope Connection

There is a CAN port for distributed I/O, distributed control, service tool, and
Human Machine Interface (HMI) purposes. Communications is application
controlled and may be deterministic. Care should be given to the choice of
devices used on each network. HMI devices or service tools should generally not
be put on distributed control networks with real time control requirements.
The CAN port is electrically non-isolated so that it shares a common reference
with the LECM power input and other I/O. It should be used only for on-engine
communications.
Transceiver type CAN 2.0B
Isolation voltage None
Baud rates supported 125, 250, 500, and 1000 kbps
Table 13-15. AUX CAN Specification

482 Woodward

See Recommended Bulk Cable for CAN networks topic for more information.
Network Construction
See CAN Network Construction topic for more information.
CAN Termination
See CAN Termination topic for more information.
CAN Shielding
See CAN Shielding topic for more information.
CAN Port Wiring

The CAN port should be used for on-engine wiring only. It is not electrically
isolated. Wiring length for this port should be limited to 30 m maximum trunk and
drop length.
Port CAN_1
CAN High J4-40
CAN Low J4-39
Shield J4-38
Table 13-16. AUX CAN Connections
Figure 5-23 shows the wiring for CAN1 to a generic un-isolated device while
Figure 5-24 shows how this can be enhanced to improve EMI performance.
Shielded
+5V not shown)
CAN Cable
J4-38
CAN
Transceiver
H J4-40 H
L
L J4-39
CAN
Device
B- B-
J4-80 Com
DGND
Figure 13-23. AUX CAN Wiring Diagram, Un-Isolated
Woodward 483
+5V Shielded
J4-38
CAN Cable with
Common wire
CAN
Transceiver
H J4-40 H
L
L J4-39
Com CAN
Device
J4-80
DGND
not shown)
Figure 13-24. AUX CAN Wiring Diagram, enhanced EMI protection

There is 1 CAN link internal to the LECM that connects Main to EID and to AUX if
any of those other modules are installed. It can operate up to 1 Mbps with any
application defined protocol desired. There is isolation for this port on the EID
module for safety reasons.
SPI Intermodule Port

There are 2 SPI links available to the application designer for memory transfers
between CPUs internal to the LECM. Each connects Main to AUX where Main is
the master and AUX is the slave. Each operates at ~10 Mbps. These links are
user programmable by the application designer.
AUX Digital Core

The digital core on the AUX module consists of a microprocessor and a
temperature sensor. The AUX module application processor may be
programmed using the Woodward MotoHawk application development
environment.

Math support Single Precision Floating Point CPU
RAM 192 kBytes
EEPROM 128 kBytes
Table 13-17. AUX Processor Specification
Temperature Sensor
air temperature inside the LECM AUX module housing area. This sensor is
useful to determine if a particular application is within the acceptable operating
conditions. This is because heavy use of the LECM outputs on other modules will
cause self-heating that also affects the AUX module. Even if the external ambient
484 Woodward
temperature is within the required range, it is still possible for the internal
temperature to exceed the recommended limit.
It is recommended to include an application monitor using this temperature value.

Alarm if the temperature exceeds 115C. If the temperature exceeds 120C
preventative measures to control and reduce the internal heating include:
 If a Main module is present, reduce the current controlled by LSO PWM
outputs
 If an EID module is present, reduce the number of injection pulses (like
in a common rail application)
 If an EID module is present, reduce the EID driver output current (like
using a lower energy ignition profile)
 A reduction in engine RPM will also work but may not be practical for
most applications.
IO_LOCK
would be in if power to the module failed.
While in IO_LOCK, the application will continue to execute and communications

may occur normally. It is up to the application or system developer to drive
actuators controlled via network into a safe state. Only the local outputs are
disabled.
The IO_Lock signal will disable both digital (HSO) outputs and both analog
outputs.
RESET
There is a hardwired interconnect between the main module and the AUX
module so that the main module microprocessor can hold the AUX processor in a
reset state. This will occur when the main module is being programmed, during a
watchdog timeout, or if the main module loses power. It is further possible for an
application to control this signal.
Module ID Inputs
There are two discrete inputs that are intended for harness coding. They are
each internally pulled up. A connection to circuit reference using the ID Return
pin is necessary to activate them. The ID Return is not electrically protected for
shorts to 24 V so it should not be distributed along the harness length. It is only
intended to be used for a local short jumper. Jumpers should be kept short
(≤100mm end to end, ≤50 mm outside the connector).
Wiring for Module ID 1 is shown below. Module ID 2 (J4-51) is an identical circuit

and can be wired the same way.
Woodward 485
+V
ModuleID #1 J4-35
J4-43
ID_RTN
DGND
Insert short jumper
Figure 13-25. AUX Module ID Wiring Diagram
The current state of the Module ID inputs is always available to the application.
These are intended to allow the application to use different operating modes
based on a harness code. They do not draw enough current for contact cleaning
and thus are not recommended as general purpose discrete inputs.
Note that if BOTH Module ID 1 and Module ID 2 are activated upon power up,
the AUX module will enter a special boot-up mode called bootstrapping.
Bootstrapping refers to the process of flashing a module by means of a standard
routine designed in the firmware. This can be performed to recover the module if
an application were invalid or corrupt. In bootstrapping the microprocessor will
wait 3 seconds for a service tool connection on either CAN port. If no connection
is made, it will continue the normal boot-up process and start the installed
application. If both Module ID inputs are activated after boot-up (when the
application is already running) it will have no special effect.
bootstrapping.
486 Woodward
resources

Yes Is Module No
Bootstrapped?

Application Startup Routines The “normal” applicatio
startup routines assum
Application + Flash valid checksums. Othe
Calibration Checksum procedures are followe
Received Flash Request Wait 3 seconds for however these are not
EEPROM
Also note that Transfer
Checksum
Flash Calibration To R
is only applicable to “D

To RAM

To RAM
Power-On Reset
Start Application
When using MotoTune for bootstrapping, use 250 kbps and City ID 11. Security
is defined by the activation dongle.
When using Toolkit for bootstrapping, use 250 kbps and the below extended ID
CAN identifiers. Toolkit will use the XCP protocol.
When bootstrapping where multiple modules or

networks are interconnected, ensure the network is
isolated to only a single interface and your PC to
avoid protocol addressing and transfer rate conflicts
When flashing an AUX module in a stack configuration (either bootstrapped or

not), the LECM main module MUST have a valid running application that is
Woodward 487
releasing the RESET signal and also may not be bootstrapped itself (i.e. the
main module must be in a state where the reset lines are released).
LECM Aux Board

ResetAux
Released
LECM Main Board
ResetEid
Released
LECM Eid Board
Figure 13-27. Reset Signal
Please use the following procedure to bootstrap the AUX:
1. Power off the LECM (disconnect power or Keyswitch to “off” position)
2. Make sure a valid Main module application is already running and
releasing the reset line of the respective module
3. Configure the module’s bootstrap hardware interface as described above
configuration
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Chapter 14.
Knock Service Tool
improper use of the service tools. Only trained
personnel should access the control with
Trained Personnel
these tools.
Establishing Communication
Procedure
 Close out any open Toolkit Windows
 Plug in your compatible CAN communication module
 Place the provided security DLL file in the folder location where the .Sid
file is located (not needed for all applications).
 Open the Knock_New.wtool file provided by your control supplier
 Left click “Connect”
 Select the CAN adapter (Hint: It’s never a “Virtual”)

 Set the Protocol to “XCP”
 Set baud rate to “Baud_250Kbits”
 Command” ID enter 166C0BF9 (0=the number zero)
 “Response” ID enter 166BF90B (0=the number zero)
 Hit “Add”
 Check the box next to the newly created “Alias” 166C0BF9.
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o The Alias can be renamed to “NK” to avoid future confusion by
hitting a right click on your mouse.
 Finally, left-click the connect button on the bottom of panel.
 If the control does not connect see Troubleshooting
 If the control does not have security a status at the bottom left of the
Toolkit window should look like this:
 If the control has security after a connection is made a “Security Login”

window will pop up where you can select the appropriate login level and
enter the control provider’s password.
 Once successfully connected and logged in the values on “0.0 – Knock

Status” will become live.
Security
Depending on the existing application configuration, a security DLL may have to
be specified before ToolKit can complete the communications connection. If
needed the DLL file should have been included with the service tool (.Wtool) file.
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If included place the security DLL file in the same location as the application SID
file. Contact the application developer for the security DLL file. If the security DLL
file is valid and in the correct location, ToolKit will establish a connection with the
control.
Otherwise ToolKit will indicate an error dialog.
1st Time Configuration for Knock
Troubleshooting
Incorrect connection settings

If the incorrect baud rate or ID is specified or if the wiring is incorrect, ToolKit will
indicate a status of “Connecting” in the Details dialog. The CAN communications
device, such as Kvaser Leaf Light V2, may flash a Red error light.
To resolve the issue confirm:

 Protocol is “XCP”
 Baud rate is set to “Baud_250Kbits”
 That there is a device under the word “Alias” where
 166C0BF9 (0=the number zero) is the “Command” ID
 166BF90B (0=the number zero) is the “Response” ID
It is common to configure the address and forget to hit “Add” for example leading
to no box to check under “Alias”.
Miss wiring
Control will just say “Connecting” forever. To remedy, confirm wiring to

communication module.
J1939/11 Knock Service

Function DB9 Pin
3 Pin Position Tool Port
Can Lo 2 B J4-039
Can Hi 7 A J4-040
Ground (optional) 5 C J4-038
Missing security DLL
If the control requires a security .DLL file make sure it is in the same location as
the control .Sid and .Wtool files. If one was not provided contact your control
supplier and request it.
Loading Settings
If the user has settings from a previous installation for a similar engine they can
be used to expedite the commissioning process.
The loading settings process is identical to that used for the EID. In fact if an EID
module has been commissioned loading the EID settings into the Knock will set
the encoder (the most trouble prone step).
Knock Communication Overview
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The software supports two standard communication protocols for interfacing with
the application: XCP & ERI. The XCP protocol is an industry standard protocol
originating from ASAM also known as the Universal Measurement and
Calibration Protocol. The protocol supports a number of ECU features including
read/write access of variables, synchronous data transfer (DAQ and STIM †), and
support for programming flash memory. The ERI protocol is a legacy protocol for
the control hardware manufacturer and its use is not needed for end users.
The EID module contains two external CAN datalink interfaces. Both XCP and
ERI protocols are available on these networks. The XCP instances contain
tunable protocol identifiers; however Figure 14-1 and Table 14-1 illustrate the
default configurations:
† Stimulation (STIM) is currently not available

( )
MAIN
Internal CAN
Remote Interface (Stack)
Aux
CAN Internal
CAN4
XCP1/ERI XCP2/ERI
Figure 14-1. Default Protocol Network Interfaces
Name Interface Defaults

ERI
(control OEM use only)
ERI
(control OEM use only)
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Dashboard
The dashboard values along the top and left sides of the tool give the user
pertinent information about the current states of the control.
EncoderState: Status text either ZeroSpeed, PositionUnknown,

EncSyncCamUnknown, EncSyncCamSyncPending, EncSyncCamSync
Upon engine startup, if there are 0 errors on all encoder sources, then after 2
crank revolutions, the EncoderState should transition from
EncSyncCamSyncPending to EncSyncCamSync
NotCreated (0)
Application Startup
0: NotCreated
1: ZeroSpeed
2: RotatingPositionUnknown
EncoderState != NotCreated
3: EncSyncCamUnknown
EncoderState == ZeroSpeed EncoderState == PositionUnknown
OR OR 4: EncSyncCamSyncPending
InstRPM == 0 InstRPM > 0
EncoderState 5: EncSyncCamSync
&
InstRPM
**Please Note EncoderState in the
transitions refers to FlexibleEncoder
reported EncoderState
EncoderState == ZeroSpeed
ZeroSpeed (1) RotatingPositionUnknown (2)
EncoderState == PositionUnknown
OR
InstRPM > 0
EncoderState == ZeroSpeed EncoderState > 2 EncoderState < 3
EncoderState != EncSyncCamSync
EncSyncCamSyncPending (4)
EncSyncCamUnknown (3)
NonErrorRevFlag = Reset
&& EncoderState != EncSyncCamSync
NonErrorRevFlag = Set OR
CamLossFaultCounter > 0
OR
BadHalfCycleWdwError > 0
OR SyncEncoderLossFaultCounter > 0
PhaseError > 0 OR
CrankSyncFaultCounter > 0
OR
EncSyncCamSync (5) CamHalfCycleError > 0
ClearEncoderFaultCounters OR
SlipErrorFaultCounter > 0
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Knk Inhibitors:
Figure 14-2. Knock Encoder Dashboard Engine Running
Figure 14-3. EID Encoder Dashboard Engine Stopped after Running
Engine Speed: Filtered speed of the engine.

Power Input: Battery voltage or power supply voltage.
Control Temp: Board level electronics temperature.
Last Error:
 CNK Error: Last error reported by the encoder. Count of errors on the
 TDC Error: Last error reported by the encoder. Count of errors on the
 CAM Error: Last error reported by the encoder. Count of errors on the
Missing Sensor: This is a status that the encoder source lost counts are
incrementing for each specific source when the engine is rotating.
CAM: LED status indicator when “Red” indicates that the CAM sensor encoder
Crank: LED status indicator when “Red” indicates that the Crank sensor encoder
Sync: LED status indicator when “Red” indicates that the Sync sensor encoder
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Knock Mode:
Enabled: LED Status indicator when “Green” indicates that knock measurement
has been enabled.
0.0 – Knock Status
Figure 14-4. Knock Window Six Cylinder Engine 1 Sensor for Two Cylinders
Cylinder: Read only index for the cylinders of the engine.

Knock Sensor Input Map: Analog input connected to the Cylinder index.
Ref Window Map: Reference window to cylinder mapping. Should be 1,2,3,..N
and “0” for columns that are not needed
Knock TDC Angles: Top dead center angle relative to the cylinder index.
Knock Start Angles: Start angle relative to top dead center of the cylinder index
for knock measurement, typically all cylinders have the same start angle.
Knock Window Width: Knock window width for knock measurement, typically all
cylinders have the same knock window width.
Reference Windows
Figure 14-5. Reference Window Six Cylinder Engine 1 Sensor for Two Cylinders
Ref Sensor Input Map: Map of the reference value to the analog input. Should
be same as Knock Sensor Input Map
Reference Start Angles: Start angle of the cylinder index for reference
measurement relative to top dead center of cylinder 1. Set based on
intake/exhaust valve timing to avoid taking a reference reading when a valve is
opening or closing.
Reference Window Width: Reference window width for reference
measurement, typically all cylinders have the same knock window width
Woodward 495
Encoder TDC Offset

Use J1939 TDC Offset: Check box when “checked” enables setting of the TDC
offset by the main board.
TDC Offset: Manual TDC offset setting used if “Use J1939 TDC Offset” is
unchecked.
Knock Enable Speed: When the engine is above this speed for the “Enable
Timeout” knock measurement will be enabled.
Enable Delay: Amount of time that the engine must be above the “Knock Enable
Speed” for knock measurement to be enabled.
Sample Frequency: Read only measurement of the sampling frequency of the
FFT.
Number of Bands
Drop down selector that sets the number of frequency bands used to calculate
the knock intensity.
Internal Value Scaling

Knock Window Prescaler: Multiplier on the knock measurement usually set to 1.
Reference Prescaler: Multiplier on the reference measurement usually set to 1.
J1939 Command From Main

Use J1939 Window Configuration: Check box when “checked” enables control
of knock windows from the main board.
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Enable J1939 Sensor Diagnostics: Check box when “checked” enables
transmission of knock sensor diagnostics to the main board.
Use J1939 Knock Enable: Check box when “checked” enables control of knock
measurement enable from the main board.
J1939 Scaling: J1939 Scaling is the scaling that converts knock intensity to
J1939 scaled value.
J1939 Stalled Engine Update Rate: Slowest update is the minimum update
frequency of knock ratios internally to the main
J1939 Source Address: J1939 source address of the Knock module.
Discrete Output 1 Synchronous Window
Select: Drop down selector between “Local” or “J1939” control.

Enable: Check box when “checked” enables discrete output 1.
Start Angle: Angle to start enabling discrete output 1.
Stop Angle: Angle to stop enabling discrete output 1.
Command: LED status that is “Green” when the discrete output is enabled.
Discrete Output 2 Synchronous Window

Select: Drop down selector between “Local” or “J1939” control.
Enable: Check box when “checked” enables discrete output 2.
Reference Window Select: Check box when “checked” sets discrete output 2 to
a cylinders reference window configuration. Unchecked sets discrete output 2 to
the cylinder’s knock window configuration.
Cylinder #: Cylinder number used to set the start and stop angles of discrete
output 2 being enabled.
DO2 Actual
Command: LED Status that is “Green” when discrete output 2 is enabled.
DO2 Start: Start angle for discrete output #2.
DO2 Stop: Stop angle for discrete output #2.
Knock Measuring
Knock Intensity Method: Drop down selector between Mean, Peak, Integral
usually set to “Mean”
Use Reference in Knock Intensity: Check box when “checked” uses the
reference measurement in the calculation of Knock Intensity.
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0.1 – Knock Spectrum Tool

As a calibration feature, the spectrum for the knock/reference windows is visible
by selecting which knock/reference window you would like to view and monitoring
the respective spectrum, which is updated with the respective selected reference
window's spectrum when updated using the following tunables and HMI points.
Knock Log Spectrum Capture Control

Spectrum #01: Drop down selector that enables choosing between “Disabled”
“Selected Reference” “Cylinder 01” “Cylinder 02” Cylinder 03”….
Behavior After Snapshot Collected: Drop down selector that enables the user
to choose between “Overwrite Automatically” or “Wait to be Cleared”
Snapshot Method: Drop down selector that enables the user to choose between
“Manual Trigger” “AUXModuleId1 Edge” “AUXModuleId2 Edge” “AutoSnapshot If
Spectrum#1 Overthreshold” “Collect AverageCount Spectrums On Manual
Trigger”
1) Manual Trigger (an HMI tunable edge trigger event)
This method allows the user to manually take a snapshot of a specific
cylinder's spectrum
2) AuxModuleId0 Edge
This method takes a snapshot of the selected cylinder's spectrum when the
AuxModuleId0 input pin changes state with a maximum detection frequency
of 200 Hz.
of 200 Hz.
4) AutoSnapshot If Spectrum#1 Overthreshold
This method takes a snapshot of the selected cylinder's spectrum when any
of the spectrum's bin values is strictly greater than a user-defined threshold.
Start Frequency: Start frequency for the bar chart.
Knock Prescalar: Multiplier on the knock measurement usually set to 1
Ref Prescaler: Multiplier on the reference measurement usually set to 1
Snapshot State
Snapshot State: The current state of the snapshot state can be monitored
# Snapshots: Number of snapshots is the number of times a snapshot has been
taken.
Clear Snapshot: Button when pressed clears the log of the snapshot.
Capture Snapshot: Button when pressed captures a snapshot.
Visibility Options
Show Spectrum #01 Chart: Check box when “checked” displays the spectrum
of Spectrum #01 on the chart.
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Figure 14-6. No Knocking Spectrum
0.2 Reference Spectrum Tool

As a calibration feature, the spectrum for the knock/reference windows is visible by
selecting which knock/reference window you would like to view and monitoring the
respective spectrum, which is updated with the respective selected reference
window's spectrum when updated using the following tunables and HMI points.
Knock Log Spectrum Capture Control

Behavior After Snapshot Collected: Drop down selector that enables the user to
choose between “Overwrite Automatically” or “Wait to be Cleared”
Snapshot Method: Drop down selector that enables the user to choose between
“Manual Trigger” “AUXModuleId1 Edge” “AUXModuleId2 Edge” “AutoSnapshot If
Spectrum#1 Overthreshold” “Collect AverageCount Spectrums On Manual Trigger”
1) Manual Trigger (an HMI tunable edge trigger event)
This method allows the user to manually take a snapshot of a specific
cylinder's spectrum
of 200 Hz.
of 200 Hz.
4) AutoSnapshot If Spectrum#1 Overthreshold
This method takes a snapshot of the selected cylinder's spectrum when any
of the spectrum's bin values is strictly greater than a user-defined threshold.
Start Frequency: Start frequency for the bar chart.
Knock Prescaler: Multiplier on the knock measurement usually set to 1
Ref Prescaler: Multiplier on the reference measurement usually set to 1
Snapshot State
Snapshot State: The current state of the snapshot state can be monitored
# Snapshots: Number of snapshots is the number of times a snapshot has been
taken.
Clear Snapshot: Button when pressed clears the log of the snapshot.
Capture Snapshot: Button when pressed captures a snapshot.
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Visibility Options
Figure 14-7. No Knocking Spectrum
0.3 - Sensor References

Reference Window Settings
measured reference value in the calculation of the knock intensity.
Restore Reference History On Startup: When checked, the application will
store the reference window mean and peak averages when the application
undergoes a save and reboot shutdown process and restore them upon
application boot up. The values are also stored across firmware updates.
Reference Moving Average Samples: This tunable controls the number of
samples to average the reference window results using a simple moving average
scheme.
The simple moving average model used is illustrated with the following diagram:
Simple Moving Average
_
Previous Average
X + X
Average Count New Value New Average
/
µnew = ( ( µold * N ) + xnew – µold ) / N
Figure 14-8. Simple Moving Average
Reference Vector Select: This selection controls which reference window

spectrum is visible in ReferenceWindowVector HMI point (what is labeled as
500 Woodward
Vector in the tool), starting at a frequency specified by
ReferenceWindowVectorBandLimits with a 10 kHz range.
ReferenceWindowVector
DataType: single
Dimensions: 1x35
Read Access: L1
Type: Number
Instrumentation Group: "Control | Knock | Reference Windows"
This is the spectrum of the reference window with a range of 10 kHz and a
starting frequency selected by ReferenceWindowVectorBandLimits tunable.
For example, if ReferenceWindowVectorBandLimits is set to 1000 Hz, the

spectrum will contain 35 frequency "bins" between 1 kHz and 11 kHz (10 kHz
range), where the amplitude of each bin is representative of the frequency
content for the respective region with a ~285 Hz resolution (10 kHz / 35).
... ...
1.000 – 1.285 kHz
1.285 – 1.587 kHz
1.587 – 1.855 kHz
10.120 – 10.405 kHz

10.405 – 10.690 kHz
10.690 – 10.975 kHz
Figure 14-9. Reference Window Spectrum
Reference Window Control

Reference Window Executor State: Indicates the current state of the reference
window executor (SourceUpdatePending or ResultsUpdatePending).
Debugging/Development, can hide/remove from user tool
Ref Window Update Event Counts: Increments by 1 each time a reference
window is updated. Debugging/Development, can hide/remove from user tool
On Source Results Available Counter: Increments by 1 each time a reference
window is source result is posted at the application layer.
Last Updated Reference Window: Reports the last reference window that was
updated. Debugging/Development, can hide/remove from user tool

Active Reference Window: Reports the current active reference window for
which results are pending. Debugging/Development, can hide/remove from user
tool
Active Start Angle: Reports the current active reference window start angle.
Active Stop Angle: Reports the current active reference window stop angle.
Active Sensor Reference: Reports the current active reference window sensor
reference. Debugging/Development, can hide/remove from user tool
Woodward 501
Active Reference Window Status: Reports the current active reference window
status (0 = OK, 1 = BoundaryOverlap, 2 = OutsideBoundary, 3 = PulseDisabled,
4 = ResourceError, 5 = EncoderSchedulingError, 6 = Uninitialized).
Reference Window Vectors

For the following, the one-based indices of the 20 element vectors correspond to
the respective reference window (e.g. Values in the first element are for
ReferenceWindow #1, second element are for ReferenceWindow #2
Peaks: The moving average spectrum peak value in the respective reference
window’s band-filtered spectrum
Means: The moving average spectrum mean value in the respective reference
Integrals: The moving average spectrum integral value in the respective
reference window’s band-filtered spectrum
Exec Time: The last execution time of the respective reference window’s
spectrum. Debugging/Development, can hide/remove from user tool
Window Statuses: The last reported window status of the respective reference
window. Anything but 0 = OK, or 3 = PulseDisabled, is typically the result of an
error condition.
Fault Statuses:
Update Counts: The total number of the times the respective reference window
has updated since last application start.
Skipped Counts: The total number of the times the respective reference window
has been skipped since last application start. Debugging/Development, can
hide/remove from user tool
# Samples: The last reported # of samples used in the FFT spectrum

calculation (function of window width, RPM, and sampling frequency)
Vector: See Reference Window Select description above
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0.4 - Knock Intensity Bar Graph

Knock intensity bar graph showing the current knock intensity for each cylinder.
Figure 14-10. No Knocking Bar Graph
1.0 Setup Control

J1939 Command From Main
Use J1939 Window Configuration: Check box when “checked” enables control
of knock windows from the main board.
Enable J1939 Sensor Diagnostics: Check box when “checked” enables
transmission of knock sensor diagnostics to the main board.
Use J1939 Knock Enable: Check box when “checked” enables control of knock
measurement enable from the main board.
J1939 Scaling: 0-255 scaling for inter board communication.
J1939 Stalled Engine Update Rate: Update rate of information from the Knock
module to the Main board when the engine is stalled. When the engine is running
an updated value per revolution occurs.
J1939 Source Address: J1939 source address of the Knock module.
Internal Value Scaling

Knock Window Prescaler: Multiplier on the knock measurement usually set to 1.
Reference Prescaler: Multiplier on the reference measurement usually set to 1.
Encoder TDC Offset

Use J1939 TDC Offset: Check box when “checked” enables setting of the TDC
offset by the main board.
TDC Offset: Manual TDC offset setting used if “Use J1939 TDC Offset” is
unchecked.
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Knock Enable Speed: When the engine is above this speed for the “Enable
Timeout” knock measurement will be enabled.
Enable Delay: Amount of time that the engine must be above the “Knock Enable
Speed” for knock measurement to be enabled.
Sample Frequency: Sampling frequency of the analog input inside the windows.
Fixed at 150 kHz.
Knock Measuring
Knock Intensity Method: Drop down selector between Mean, Peak, Integral
usually set to “Mean”
reference measurement in the calculation of Knock Intensity.
1.1 Setup Analog Input Scaling

AIN01:
Analog Input Mode: Configures the respective input to report the values in the
respective engineering units. This mode shall match the type of input defined by
the hardware:
Analog Input Mode Units Comments/Description

(Mode 1) 0-5V Voltage measurement V
(Mode 2) 0-1.25V Voltage measurement V
(Mode 3) +-1V Differential voltage measurement V
(Mode 4) +-2.5V Differential voltage measurement V
(Mode 5) 4-20mA Current measurement mA
(Mode 6) RTD Low Impedance Low impedance thermistor (typically PT100) Ohms
(Mode 7) RTD Medium
Medium impedance thermistor (typically PT200) Ohms
Impedance
(Mode 8) RTD High Impedance High impedance thermistor (typically PT1000) Ohms
(Mode 9) Thermocouple Thermocouple temperature measurement mV
Knock Sensor Gain/Offset: Scaling applied to knock sensor ADC samples

taken by the DSP system to compensate the sensor parameters and input
hardware circuit. Knock signal passed to the DSP system is calculated based on
the following equation: y = x * GAIN + OFFSET, where x is the 12bit ADC
sample.
Example: In order to change the input signal to engineering units -2.5V : 2.5V
assuming 5V ADC reference, the following settings are used: GAIN = 5/4095 ;
OFFSET = -2.5
AIN03: Same as AIN01. AIN14: Same as AIN01.

504 Woodward
1.2 – Setup Cylinder Configuration

Knock windows are designed to calculate a spectrum of a particular knock
sensor around a knocking region of the engine along the angular domain. Knock
windows are cylinder-based and it is common for many engine setups to share
knock sensors among many cylinders (e.g. 16 cylinder engine may only have 8
knock sensors centered near the midpoint of two of the cylinders). Knock
windows can also reference one of the reference windows for normalization.
Knock window objects in the software have the following attributes:
Cylinder Configuration
Cylinder #: Read only index for the cylinders of the engine.

A) Knock Sensor Input Map: Analog input connected to the Cylinder index.
B) Knock TDC Angles: Top dead center angle relative to the cylinder index.
C) Knock Start Angles: Start angle relative to top dead center of the cylinder
index for knock measurement, typically all cylinders have the same start angle.
D) Knock Window Width: Knock window width for knock measurement,
typically all cylinders have the same knock window width.
E) Boundary Start Angles: Earliest start angle allowed by the FPGA read
during control startup. Leave set at 5.
F) Boundary Width: Width of boundary allowed by FPGA read during control
startup. Leave at 90.
1.3 - Setup Reference Windows

Reference windows are equivalent to knock windows, but are designed to be
used to take a spectrum of a particular knock sensor around a non-knocking
region of the engine cycle.
They are then used to generate a normalized FFT spectrum of the knocking
window vs. reference window region.
This accomplishes two main objectives:

1. Greatly reducing individual sensor impacts on control thresholds. The
reference is used in the denominator of the knock intensity calculation
sensors so that sensors that have lower nominal signal output levels will
have similar knock intensities to those with higher nominal signal output
levels.
 For calibration engineers this translates into the ability to use a
single knock intensity threshold for control independent of
cylinder and load.
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2. Reduce impacts of sensor aging. As the sensors age the output signal
voltage can reduce, using the knock reference in the denominator
maintains the knock intensity level used for control.

measured reference value in the calculation of the knock intensity.
Restore Reference History On Startup: When checked, the application will
store the reference window mean and peak averages when the application
undergoes a save and reboot shutdown process and restore them upon
application boot up. The values are also stored across firmware updates.
Reference Moving avg Samples: This tunable controls the number of samples
to average the reference window results using a simple moving average scheme.
(300 is common)
Reference Input Configuration
A) Ref Window Map: Reference window to cylinder mapping. Should be

1,2,3,..N and “0” for columns that are not needed
B) Ref Sensor Input Map: Map of the reference value to the analog input.
Should be same as Knock Sensor Input Map
C) Reference Start Angles: Start angle of the cylinder index for reference
measurement relative to top dead center of cylinder 1. Set based on
intake/exhaust valve timing to avoid taking a reference reading when a valve is
opening or closing.
D) Reference Window Width: Reference window width for reference
measurement, typically all cylinders have the same knock window width
1.4 - Setup Timing Pattern Config

A) If there are no missing teeth on the crank enter the number of teeth in "Crank
Teeth"
 Set to the number of teeth on the Crank.
B) If the CAM pattern is N+1 or N-1 where "N" equals the number of cylinders on
the engine configure the pattern.
If the CAM is a single tooth proceed to step 4.
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B1) N+1 CAM Pattern

 Set Key Ratio of the +1 tooth to the previous tooth. (2, 0.5 and 5 are the
most common)
B2) N-M CAM Pattern

 Left Click:
1.5 - Setup Crank Signal

 Set the RPM Samples to the TDC angles if they aren’t already.

 Set the RPM Samples to be the same as the TDC Angles from page 1.1
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B) Control

 Set the Local TDC offset
o Angle in degrees of the "Sync Companion" location relative to
TDC of Cylinder 1 in the firing order.
o For a 3 sensor timing setup the "Crank Sync Companion" would
be set to "Sync" and the offset would be the number of degrees
from the "Sync" signal to TDC Cylinder 1.
o If doing a retrofit start with the most advanced timing and

subtract (for example 720-27=693 for an engine that runs at 27
BTDC for its most advanced timing.)
o IF most advanced timing is not known use the nameplate timing
for the fuel used and subtract 720 or timing on the nameplate
(this value was used in Step 1C)
 720-12.5=707.5
be set to "Cam" and the offset set to the degrees of the +1 pin.
 720-45=675
o The TDC Offset will be tuned with a timing light with the engine


 Set Crank Pattern Selector to the source being used typically EncNX
 For Crank Sync Companion if the crank can Sync itself set to
“NoSourceConnected" if using a 2 sensor pattern
o Examples would be N-M or N+1 for ”Crank Patter Selector”
 If the crank cannot Sync itself like the example above which uses EncNX
o Set to “Sync”
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 For a single pulse CAM set the Crank Loss-Companion Teeth Before
Loss to 2 for a 3 sensor pattern or N+2 if using a 2 sensor pattern.

1.6 - Setup CAM Signal

o The LECM has been used successfully on engines with MPUs
on N+1 gears with cranking speeds of ~80 rpm.


 Set Teeth before lose to the Crank teeth set in (Step 3A) per cycle +3
1.7 - Setup Sync Signal

gear train.

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2.0 - Cylinder 1-3

Cylinder 1
Enable Diagnostics: This tunable must be true for the respective cylinder knock
window’s fault logic to be active (Cylinder xWindowFault)
Status: Reports the current knock window scheduling status as one of the
following:
0 = OK
1 = BoundaryOverlap
 Pulse was not scheduled because boundaries overlapping
(configuration error)
2 = OutsideBoundary
 Pulse timings were not updated because the runtime knock window is
outside the prescribed boundaries (runtime error)
3 = PulseDisabled
4 = ResourceError
 Internal resource used for window generation is reporting an error
condition (fatal error)
5 = EncoderSchedulingError
 Pulse was not scheduled because encoder errors (runtime error)
6 = Uninitialized
 System was not fully initialized (fatal error)
Fault: Reports the current knock window fault status as one of the following:
0 = NotFault
1 = WindowOversampled
 Current knock window is larger than required to acquire all 1024
samples (not an error)
2 = WindowUndersampled
 Current knock window is too small to acquire at least 512 samples
(runtime error)
3 = WindowOutsideBoundary
 Current knock window is outside prescribed boundaries (runtime error)
4 = ChannelOverlap
 Max overlapped channels exceeded, not possible to assign window
(configuration error)
5 = ResourceError
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 Internal resource used for window generation is reporting an error
condition (fatal error)
6 = EncoderSchedulingError
 Pulse was not scheduled because encoder errors (runtime error)
7 = Uninitialized
 System was not fully initialized (fatal error)
8 = NoSyncDetected
 Encoder is currently not synchronized (not an error)
Analog Input: Indicate which knock sensor (analog input) for which the
respective knock window is mapped.
Ref Window: Indicates which reference window the respective knock window is
using in its knock ratio calculation.
Angle Offset: Indicates the relative offset in absolute engine cycle degrees of
the respective knock window (central value for which all knock window start/stop
angles and boundaries are referenced). Typically the Cylinder TDC angle.
# Samples: The last reported # of samples used in the FFT spectrum calculation
(function of window width, RPM, and sampling frequency)
Is Enabled: Indicates true if the respective knock window is currently active.
Is Mapped: Indicates true if the respective knock window is mapped to a
cylinder.
Is Scaled By Reference: Indicates true if the respective knock window’s ratio
calculation is being scaled by its mapped reference window.
Knock Window
Gain/Offset: An individual cylinder knock window gain/offset applied after global
prescalar gain and reference window scaling, but before datalink scaling (see
diagram below).
State: A scrolling marquee that indicates which of the conditions are causing the
output to be disabled:
0 = Enabled
1 = LocalDisable
 The cylinder knock window has been locally disabled (user request)
2 = NoCylAssigned
 The knock window is not mapped to a valid cylinder (i.e. unused)
3 = GlobalModeDisableCondition
 One or more global conditions exist that are disabling knock detection
(global disable request, speed limit conditional not met, …)
Knock Ratio: The most recent knock ratio calculation of the respective knock
window. Calculated as follows:
The AuxKnock application calculates a knock ratio based on the mean, peak, or
integral of the knock window FFT results multiplied by a user-defined pre-gain
factor. This prescaled value is scaled by reference window FFT
peak/mean/integral also multiplied by a user-defined reference pre-gain factor.
This allows the user to create their own 0 - 100% scaling based on different
engine setups. A post scalar gain is also available to scale the 0 - 100% knock
ratio value to 0 - 250 for the internal J1939 datalink (i.e. 0 - 100% value is scaled
up to 0 - 250 to be interpreted independently in the main board). Also note a
value of 255 (0xFF or J1939 Not Available) is output for the post scaled value if
the knock window is not active.
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Figure 14-11. Knock Ratio Calculation
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Peak: The most recent spectrum peak value in the respective knock window’s
band-filtered spectrum
Mean: The most recent spectrum mean value in the respective knock window’s
band-filtered spectrum
Integral: The most recent spectrum integral value in the respective knock
Cylinder 2
Same as Cylinder 1
Cylinder 3
Same as Cylinder 1
2.1 - Cylinders 4-6

Cylinder 4
Same as Cylinder 1
Cylinder 5
Same as Cylinder 1
Cylinder 6
Same as Cylinder 1
2.2 - Cylinder 7-9

Cylinder 7
Same as Cylinder 1
Cylinder 8
Same as Cylinder 1
Cylinder 9
Same as Cylinder 1
2.3 - Cylinder 10-12

Cylinder 10
Same as Cylinder 1
Cylinder 11
Same as Cylinder 1
Cylinder 12
Same as Cylinder 1

Cylinder 13
Same as Cylinder 1
Cylinder 14
Same as Cylinder 1
Cylinder 15
Same as Cylinder 1
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Cylinder 16
Same as Cylinder 1
Cylinder 17
Same as Cylinder 1
Cylinder 18
Same as Cylinder 1

Cylinder 19
Same as Cylinder 1
Cylinder 20
Same as Cylinder 1
3.0 – Trend
Pre-built trend for monitoring the knock intensity.
Figure 14-12. No Knock Trend
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4.0 - Diagnostics
Fault Options
Clear Knock Faults on Sync: When checked, all knock window faults will clear
when the encoder state transitions to EncSyncCamSync (i.e. upon transition into
full synchronization, clear faults)
Knock Sensor Fail Threshold/Fault Timeout: Defines the threshold for knock
sensor fault detection. If the diagnostic integral of the knock sensor is less than
this value continuously for the Knock Sensor Fault Timeout, the respective knock
sensor fault is asserted.
4.1 - Encoder Diagnostics

Crank Statuses
Halfcycle Window)
events.
Cam Statuses
Halfcycle Window)
Synchronization Error: LED status when “Red” indicates (Sync, Halfcycle)
events.
Sync Statuses
Halfcycle Window)
Synchronization Error: LED status when “Red” indicates (Sync, Halfcycle)
events.
Active Encoder Fault Counters

Shows active fault counters. These counters will be auto-cleared by the encoder
state control.
Crank Sensor Loss: This fault is used to catch a missing Crank sensor
condition. If the fault happens during cranking, it will trigger Fallback mode to
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have engine start with Cam sensor only. If the fault occurs during engine running
the encoder source will switch or continue to run on Cam.
CAM Loss: This fault is used catch a missing Cam sensor condition. If the fault
happens during cranking, it will trigger Fallback mode if enabled to have the
engine start with Crank sensor only. If the fault occurs during engine running the
encoder source will switch or continue to run on Crank.
Sync Loss: This fault is used to catch a missing Sync sensor condition.
Sync: This fault is used to detect when the Crank sync event does not line up
with the expected engine degree.
CAM Phase Error: This fault is used when the active encoder source is Crank
while Cam resource is being used for phase detection. The angle the Cam sync
is observed relative to the Crank angle is monitored. If the expected Cam sync
event does not line up with the expected engine degree within an error window
the condition will be flagged.
Crank Phase Error: A source is said to have suffered a phase error if its zero
tooth (as defined by the Pattern Definition Physical Teeth entry of this source's
referenced pattern) falls outside the window defined by Start Phase Window and
End Phase Window calibrated values.
Halfcycle Error: A Halfcycle fault is observed when the tracked position does
not match the calculated position, but a Synchronization Fault has not been
observed. It implies that the system has a problem with the Halfcycle
determination, which could be due to companion sensor setup.
Bad Halfcycle Window: This error is only observed when Halfcycle window
encoding is in use. Consecutive occurrences of this error suggests that the
Halfcycle window has not been correctly configured. It occurs when Halfcycle
events are being observed, yet none of these events are being observed within
the window.
Absent Key: When expected Crank, CAM, or Sync key are not observed.
Slip Error: The software supports encoder sync slip logic that is only applicable
for NX crank patterns. Sync slip logic is desired to allow for a certain amount of
movement of the sync companion relative to an NX Crank's synchronization tooth
without falling out of sync. This is commonplace in 2-sensor setups where the
Crank is NX and the Cam is used for both the sync and Halfcycle companion.
Since Cam's often have movement relative to the Crank signal and it is also
providing the synchronization information to the Crank, sync slip gives the
system the ability to tolerate this phase shifting within prescribed limits.
Noise Suspected: Annunciation of noise suspected, no action taken by control.
Means that random fluctuations in the electrical signal were observed. Also
generates a “Sync Error”. Very common status as the engine shuts down.
Upper Diagram: MPU signal with no noise is a perfect sine wave.
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Lower Diagram: Actual signal has noise that if much more severe than illustrated
could trigger multiple Zero crossings and cause the encoder to lose position.
For example a representation of an MPU signal with no shielding routed next to

an ignition coil secondary wire.
Encoder Fault Counter Histories

Shows total fault counters. These counters will be auto-cleared when the
encoder state transitions out of a Zero Speed condition.
5.0 - Thermocouples (1-8)

TC01
Temperature: The current temperature reading of the respective thermocouple
Enable Write: Enables the thermocouple J1939 assignment (otherwise, the
respective message/SPN assignment is set to Not Available)
J1939 Message Select: Selects the respective J1939 message for which this
thermocouple will be assigned
SPN Position Select: Selects the respective SPN position of the associated
J1939 message for which this thermocouple will be assigned
TC Type: Sets the thermocouple type as either K-Type, or J-Type
Channel Number: Reports the analog input channel # for which the respective
thermocouple is referencing
Input: Reports the raw analog input channel value (in units configured by the
Analog Input Mode). mV for thermocouple configured inputs.
Supported: Reports true if the thermocouple type is properly configured and
supported in the hardware.
Status: Reports the active thermocouple type setting (Not Configured, K-Type, J-
Type)
TC02
Same as TC01
TC03
Same as TC01
TC04
Same as TC01
TC05
Same as TC01
TC06
Same as TC01
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TC07
Same as TC01
TC08
Same as TC01
PGN1
Debug Counter: Increments by 1 each time the PGN is transmitted.
J1939 PGN: Sets the respective J1939 PGN value for the associated message
J1939 Priority: Sets the respective J1939 Priority value for the associated
message
TX Enable: Enables transmission for the associated message
J1939 Update Rate: Configures the updates rate for the associated message
PGN2: Same as PGN1

PGN3: Same as PGN1
PGN4: Same as PGN1
PGN5: Same as PGN1
PGN6: Same as PGN1
PGN7: Same as PGN1
PGN8: Same as PGN1
PGN9: Same as PGN1
5.1 - Thermocouples (9-16)

TC09
Same as TC01
TC10
Same as TC01
TC11
Same as TC01
TC12
Same as TC01
TC13
Same as TC01
TC14
Same as TC01
TC15
Same as TC01
TC16
Same as TC01
6.0 – System
Developer Password
Operator Password: Configures the operator level password
Service Password: Configures the service level password
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Developer Password: Configures the developer level password
Programming Password: Configures the programming password
CAN
CAN 1 Transmit Overrun: Debug value that indicates underlying CAN hardware
status (debug)
CAN 2 Transmit Overrun: Debug value that indicates underlying CAN hardware
status (debug)
NV/Shutdown Behavior
Allow Keyswitch Shutdown: Enables Keyswitch shutdown behavior
Execute NV Save On Shutdown: Executes EEPROM NV save upon shutdown
if configured as Enabled
Shutdown Status:
DataType: uint8
Read Access: L1
Type: Enumeration ({'Run', 'ShutdownPending', 'Inhibited'})
Instrumentation Group: "Shutdown"
This HMI point reports the current status of the shutdown sequence. Run means
the shutdown sequence has not been initiated. ShutdownPending means the
shutdown sequence has already been initiated, the shutdown event has been
posted, NV data has been saved, and the application is simply awaiting for the
main to command it to finalize the process by shutting down the processor once
the ShutdownCPUIfKeyOff datalink control bit reports a logical true. Inhibited
means all save operations are currently ignored due to an inhibit condition.
Figure 14-11 illustrates the shutdown logic algorithm.
AllowKeySwitchShutdown
KeySwitch Shutdown
Condition
KeySwitch
XCP Reset Request Shutdown
User Tool Reset Request
ShutdownStatus
Run
No
VBatt >= 11.9 V

OR
Vbatt < 11.9 V
KeySwitch == False
Shutdown == True AND
KeySwitch == True
Shutdown == false
Yes
ShutdownStatus
Execution Shutdown Event Inhibited
Execute NV Save
User Tool Reset Request
ShutdownStatus VBatt < 11.9 V

XCP Reset Request FinalizeShutdown AND
ShutdownPending
KeySwitch == True
ShutdownCPUIfKeyOff
(Internal Datalink Signal)
No
FinalizeShutdown
== True
Yes
Execute CPU Shutdown

Flash Save
Done
Figure 14-13. Shutdown Logic Algorithm
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6.1 – Memory
Memory details used by control manufacturer.
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6.2 - Internal Datalink

Internal CAN datalink communication statistics.
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Chapter 15.
Knock 1st Time Commissioning
Overview
Commissioning a brand new engine has a number of key steps broken into
stages:
1. Establish synchronization with the encoder
2. Establishing the Top Dead Center (TDC) Timing offset
3. Confirming input wiring
4. Determine sensor location
5. Define measurement windows for Knock and Reference
6. Set thresholds based on Knock intensities
7. Calibrate protection
Software Required:
 Security .DLL file in the folder location where the .Sid file is located (not
needed for all applications).
 The AuxKnock.wtool file provided by your control supplier
Tools Required:
 Compatible CAN communication module
 Current Clamp
o Used to confirm TDC angles based on ignition firing
Tools that are Useful:
 Oscilloscope
o Useful if intake and exhaust valve timing is unknown
o Useful for confirming polarity of MPU sensors as well
After successfully establishing communication with the control under the

“Service” level with the password provided by your control’s vendor:
 Left click the “1st Time Setup” button
Step 1. Control Configuration

The following procedure shows the settings for a 6-cylinder engine using 1 knock
sensor for 2 cylinders. The procedure is the same for other engine/sensor
configurations.
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Configure the:
A) J1939 Commands from Main Board
 Uncheck Use J1939 Window Configuration

 Uncheck Enable J1939 Sensor Diagnostics
 Uncheck Use J1939 Knock Enable
 Set J1939 Scaling to 1
 Set J1939 Stalled Engine Update Rate to 1
 Set J1939 Source Address to 8
 Set Knock Window Prescaler to 1
 Set Reference Prescaler to 1
B) Set Knock Enable Settings
The enable settings determine when the knock measurement will begin.
 Set the Knock Enable Speed to 500

 Set Enable Timeout to 10 seconds
C) Knock Measuring
 Set Knock Intensity Method to “Mean”

 Uncheck box to Use Reference in Knock Intensity
Left click: Next Page
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Step 2. Setup Analog Input Scaling

Knock Detection Analog Inputs
 For the analog inputs being used for knock detection set the Analog
Input Mode to “(Mode 3) +-1V” for the number of sensors and the Analog
inputs being used
 Confirm the Knock Sensor Gain is 0.000812376034
 Confirm the Knock Sensor Offset is -1.66666663.
Thermocouple Analog Inputs

For the analog inputs being used for Thermocouples set the Analog Input Mode
to “(Mode 9) Thermocouple”

A) Knock Sensor Inputs to the Cylinder #.
For a single sensor per cylinder
If the user wires the analog inputs to correlate to the cylinder number enter
1,2,3,4,5...Number of cylinders on the engine (6, 8, 9, 12, 16, or 20).
not to measure that input.
Figure 15-1. Single Sensor per Cylinder 6 Cylinder Knock Input Driver
Configuration
If the user wires the analog inputs to correlate to the firing order enter the firing
order (this approach is possible but not illustrated nor discussed in the service
tool captures that follow)
not to measure that input.
For a single sensor per 2 cylinder (or more)

 For each cylinder # enter the analog input used to measure knock
o When using a single sensor for two cylinders the analog input
number will be in two columns (see below).
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Figure 15-2. Single Sensor per 2 cylinders 6 Cylinder Knock Input Driver
Configuration
B) Knock TDC Angles

 Using the EID module angle settings enter the TDC angles for each
cylinder in order of cylinder.
 Most OEM engine specification sheets will included the angles between
cylinders and the engine firing order.
o Inline engines have TDC angles of 720/Number of Cylinders
 6 cylinder engines have 720/6=120 degrees between top
dead center locations
o Vee bank engines can have various angles between TDCs like
45 or 30, 60
o The firing order for 99% of 6 cylinder engines have a firing order
of 1,5,3,6,2,4
 So the angles will be:
C) Knock Start Angles

Set the Start angle to 10
D) Knock Window Width

Set the Knock Window Width based on the rated speed of the engine using
the following table:
RPM 30 100 300 500 720 1000 1200 1500 1800 2070
Knock
Window 2 4 12 20 30 40 50 62 74 84
Width
E) Advanced Input Configuration

 Boundary Start Angles set to 0
 Boundary Width set to 90
 As needed set the extra columns to “0”
Step 4. Setup Reference Windows

A) Set the reference window map to match the Cylinder # map.
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B) Set the Ref Sensor input map based on the analog inputs being used.
Should like the Knock sensor input map.
C) Reference Window Width

 Set the reference window width based on the engine’s rated speed and
the table below.
RPM 30 100 300 500 720 1000 1200 1500 1800 2070
Reference
Window 1 2 6 10 15 20 25 31 37 42
Width
D) Reference Window Settings
 Check Restore Reference History On Startup

 Set Reference Moving Avg Samples to 300
Step 5. Timing Pattern Configuration

Setup Timing Patterns
If an EID module has been configured, the settings from it can be loaded into the
Knock module to set the Timing pattern.
If No EID settings are available use hyperlink.

 Then Load the EID settings
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Crank Teeth
 If there are no missing teeth on the crank set to the number of teeth on
the Crank.
B) If the CAM pattern is N+1 or N-1 where "N" is normally equal to the number of
cylinders on the engine configure the pattern.
If the CAM is a single tooth proceed to step 4.
B1) N+1 CAM Pattern

 Set Key Ratio value to equal the angle between the +1 tooth and the next
tooth divided by the angle of the +1 tooth and the previous tooth (see
example below).
Key Tooth
40⁰ or TDC Cyl1
B2) N-M CAM Pattern

 Left Click:
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Step 6. Configure Crank Signal

 Set the RPM Samples to the TDC angles if they aren’t already.

 Set the RPM Samples to be the same as the TDC Angles from page 1.1
B) Control


 Set Crank Pattern Selector to EncNX
 Set the Crank Sync Companion to Sync for a 3 sensor pattern or
“NoSourceConnected" if using a 2 sensor pattern.
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 For a single pulse CAM set the Crank Loss-Companion Teeth Before
Loss to 2 for a 3 sensor pattern or N+2 if using a 2 sensor pattern.
 Set the “Local TDC offset” to the value from the EID
o Angle in degrees of the "Sync Companion" location relative to

TDC of Cylinder 1 in the firing order.
be set to "Sync" and the offset would be the number of degrees
from the "Sync" signal to TDC Cylinder 1.
o If doing a retrofit start with the most advanced timing and
subtract (for example 720-27=693 for an engine that runs at 27
BTDC for its most advanced timing.)
o If most advanced timing is not known use the nameplate timing
for the fuel used and subtract 720 or timing on the nameplate
(this value was used in Step 1C)
 720-12.5=707.5
be set to "Cam" and the offset set to the degrees of the +1 pin.
 720-45=675
o The TDC Offset will be tuned with a timing light with the engine
Step 7. Configure CAM Signal

o The LECM has been used successfully on engines with MPUs
on N+1 gears with cranking speeds of ~80 rpm.
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 Set Teeth before loss to the Crank teeth set in (Step 3A) per cycle +3


Step 8. Configure Sync Signal

gear train.


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Step 9. Save Settings and Reboot Control

Step 10. Encoder Sync Test

Go to page 4.1 – Encoder Diagnostics
 Start Engine if not already running
If the encoder is setup correctly and the sensor wiring is correct the “Sync” LED
should turn bright green when the engine cranks.
Engine Stopped
Initial Cranking
Sync Pending
Sync Successful
Troubleshooting
If the Sync light does not turn green review the Fault Counters for clue.
See definitions of errors.
 Hook up an oscilloscope to the MPU to confirm polarity and signal output

of the MPU on the Crank and/Cam.
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 Signals should look this. If an oscilloscope is not available, a meter with

a frequency input can be used to confirm a signal is present during
cranking and to confirm Vrms is greater 1.1 Volts.
o If a signal is present and the Vrms is sufficient but the signal is

still giving errors swap the A and B pin wiring. If the polarity was
incorrect this will fix the issue.
Step 11. TDC Confirm

Page 0.0 – Knock Status
This step is highly recommended for startups on engines with new harnessing. It
will confirm Cylinder to Knock TDC angles set in Step 3B are correct using
discrete output 1.
Overview
With the ignition firing at the correct timings we can use Discrete Output 1 and a
current clamp to confirm the angles.
1. Connect Aux Discrete Output 1 (J4-36) to a 5 kohm resistor to J4-43

(DGND) and connect to oscilloscope
2. Connect to current probe (100 mV/A) clamped around one leg of Injector
and connect probe to other channel of o-scope
3. Check “Enable” box

4. Set Start angle to current Ignition Timing
5. Set stop angle to TDC of Cylinder 1
6. Using oscilloscope confirm ignition and Aux DO1 agree
7. Repeat Rest of cylinders
Step 12. Knock Window Determination
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Overview: The knock intensity is based on the window width (angle over which
the knock measurement is made). When a width that is larger than optimal is
used the knock intensity will be reduced. The procedure below starts with the
maximum supported window width and has the user decrease the window size
until the maximum intensity value would occur using the spectrum capture tool.
Page 0.1 – Knock Spectrum Tool
 Load engine to rated power
 Set Spectrum #01 to Cylinder01

 Set Spectrum #02 to Disabled
 Set Behavior After Snapshot Collect to Overwrite Automatically
 Set Snapshot Method to AutoSnapshot if Spectrum#1 Overthreshold
 Set Spectrum Snapshot Display to Maximum
o Using maximum means the highest signal since the snapshots
started is displayed. The user can monitor the maximums to see
if they are increasing and when they stop increasing that is the
final knock window width setting.
 Set Start of Vector to 1000 hz
 Set Threshold to 0.01
 Check Show Spectrum #01 Chart

 Advance timing on Cylinder 1 until in light knock
o Ok: Watching for spectrum to increase significantly
o Better: Using a microphone
o Best: This can be determined by visual interpretation of
combustion pressure monitoring traces
 Capture ~5,000 snapshots
o The user can take a “print screen” to archive the results for
comparison later on.
 Decrease window width by 5°
 Capture ~5,000 snapshots
o Repeat decreasing width by 5° and waiting for ~5,000 snapshots
to be captured (taking print screens as desired) until the
maximum values no longer increase or the minimum is reached:
RPM 30 100 300 500 720 1000 1200 1500 1800 2070
Minimum
Knock
1 2 6 10 15 20 25 31 37 42
Window
Width
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 Set Start of Vector to 11000 Hz

 Left Click Clear Snapshot
 Allow 5,000 snapshots to be captured
 Capture print screen of result
 Take engine out of Knock
 Set all cylinders to Knock Window Width found
To capture background noise for identifying knock frequencies

 Left Click Clear Snapshot
 Capture print screen after ~5,000 snapshots with the engine not
knocking at full load
o Capture print screen of result of the Spectrum and Frequency
 Left click Clear Snapshot
 Allow 5,000 snapshots to be captured
o Capture print screen of result
 Unload engine to full speed no load
Example on a 1200 RPM Engine
No Knocking
Knocking Condition Generated using E6 Page 5.5 Knock Test Offset
Knocking at maximum window width for 1200 rpm engine 50
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Step 13. Knock Band Determination

 Based on the No Knock and best Window Width spectrum result identify
bands from 1-11khz
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o Note the identifiers of each band is the starting frequency. For
the band settings subtract 1 from the starting frequency of the
band to the right of the upper limit desired. Examples below:
No Knocking 1-11kHz
Band 3
Band 1
Band 2
Light Knocking 1-11kHz
Band 1 Band 2 Band 3

Lower
3516 5859 10254
Frequency
Upper
4395-1=4394 7031-1=7030 11133-1=11132
Frequency
 Based on the No Knock and best Window Width spectrum result identify
bands from 11-21khz
No Knocking 11-21kHz
Band 4
Slight Knocking 11-21kHz
Band 4
14365
16513-1=16512
 Set the “Number of Bands” and the frequencies for each band on Page
0.0
536 Woodward
Step 14. Reference Window Determination

Page 0.2 – Reference Spectrum Tool
 Unload engine to zero load and rated speed

 Set Start of Vector to beginning of first Band identified
o 3516 was the first frequency in the example
Setting the Reference Start Angle

If the intake and exhaust valve timings are known they can be used to generate a
reference in a “quiet” angle domain for the reference
If the intake and exhaust valve events are unknown an oscilloscope used in
combination with one of the discrete outputs can be used to find angles that are
“quiet”
 Connect Aux Discrete Output 2 (J4-044) to a 5 kohm resistor to J4-43

(DGND) and connect to o-scope
 Connect to current probe (100 mV/A) clamped around one leg of Injector
and connect probe to other channel of o-scope
If an oscilloscope is not available set the Reference Window Start Angle to=720-
knock window
 For Example if the knock window width is 25
o Set start angle for cylinder 1 to 720-25=695
Woodward 537
 After finding the reference Window Subtract the value from the TDC
angles of each cylinder
Optimal Reference Window
Overview: Determining the optimal knock reference window involves adjusting

the Reference Start angle to minimize the Ref 01 Mean. Recall the formula for
knock intensity:
𝐾𝑛𝑜𝑐𝑘 𝑊𝑖𝑛𝑑𝑜𝑤 − 𝐾𝑛𝑜𝑐𝑘 𝑅𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒
𝐾𝑛𝑜𝑐𝑘 𝐼𝑛𝑡𝑒𝑛𝑠𝑖𝑡𝑦 =
𝐾𝑛𝑜𝑐𝑘 𝑅𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒
Small changes in the knock reference make a significant impact on the signal to
noise used for control.
Ref window set to 170° ATDC
Reference Window Mean 0.26
538 Woodward
Ref window set to 695 °ATDC

Mean 0.09
Ref window set to 220° ATDC

Best Result: Mean 0.05
Woodward 539
Step 15. Final Configuration

Finalize “J1939 Command from Main” for the application.
 Set “Knock Mode” to Desired mode

o “Remote (Monitor+Diagnostics) if there is a Main board 3 Stack
Step 16. Save Settings

Save to NV Memory and Reboot
Save settings to PC.
540 Woodward
Step 17. J1939 Scaling

If using a 3-board LEC, the J1939 may need to be adjusted so that the knock
intensity is scaled to a value that can be used for mitigation.
 With Knock service tool connected, create live trend of Knock Intensities.
 Put engine into light Knock and observe values.
 Adjust scaling as needed until readings on Main Board change
significantly enough to set Light, Heavy, and Critical thresholds.
Woodward 541
Chapter 16.
Boost Control
The E6 control can provide turbocharger boost control by actuating a butterfly

valve body controlling bypass (recirculation) flow around the turbocharger
compressor, or other actuator that is configured to control compressor bypass
flow or turbocharger Wastegate position. Actuator positioning is accomplished via
a PWM signal from the E6 control to the actuator.
At low loads, the boost control actuator is positioned for minimum boost
pressure, and the mixture throttle valve is used to control the speed or load of the
engine. As load increases and the mixture throttle valve approaches fully open,
the boost control actuator is positioned to increase the boost pressure and hence
allow the engine output to increase without further opening of the mixture throttle.
This is done so that there is some margin remaining for fast response to speed or
load changes with the mixture throttle.
The boost control function is based on differential pressure across the mixture
throttle (throttle dP). Consequently, the boost control algorithm requires a pre-
throttle pressure (PTP) sensor signal, from which manifold pressure is subtracted
to determine throttle dP. Configuration of the PTP sensor, boost control actuator,
and control function are described in the sub-sections below.
Select between the following primary control paths.
Boost Throttle Feed-Forward
Allows Bypass and throttle to work together eliminating a control loop.

The two biases add together to get an open loop feed-forward
relationship
Throttle (%) vs. Bypass position (%) 2 x 2 curve block, must determine bypass
close open-loop breakpoints. Usually closed at full load.
MAT (°C) vs. Bypass position (%) 2 x 5 curve block, must determine bypass
close open-loop breakpoints. Biased with high MAT.
Throttle dP control PID

Controls PTPMAP to setpoint with a Standard Woodward PID.
Load (kW) vs dP (kPad) 2 x 5 table, must determine setpoints throughout load
range.
Boost Act LSS Close Control
MAT/Torque Limiter/Throttle Max Limiter PID Control

PID to close the Bypass if MAT gets too high or Torque Limiter active or Max
Throttle Limiter active
Boost Act HSS Close Control
Turbocharger Surge Control

Surge Index
Surge is a potentially damaging phenomenon, it is caused when the turbo
compressor outlet gets backed up and flow stops. This causes the compressor
side of the turbocharger to ‘slip’ and rapidly unload producing high torques on the
turbo shaft.
542 Woodward
Surge is usually caused by rapid throttle closure in a good-faith effort to control

the speed or load. It is related to the pressure ratios and one simple model of the
surge magnitude is used by the control:
𝑘𝑃𝑎
𝑃𝑟𝑒 𝑇ℎ𝑟𝑜𝑡𝑡𝑙𝑒 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒(𝑘𝑃𝑎)∗1000( )
𝑺𝒖𝒓𝒈𝒆 𝑰𝒏𝒅𝒆𝒙(1/MPa) = 𝑀𝑃𝑎
𝑀𝐴𝑃(𝑘𝑃𝑎)∗𝐵𝑎𝑟𝑜𝑚𝑒𝑡𝑟𝑖𝑐 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒(𝑘𝑃𝑎)
The Surge Limiter Table

The table is a 3 x 3 3-D lookup table Surge Index (1/MPa) vs. Load (kW) vs.
Bypass Position (%).
This table is used to set an open-loop limiter such that the Bypass valve opens
when Surge is high to keep it out of surge. The output of this limiter goes into the
Bypass HSS.
The hardware required for Boost Control functionality can be a butterfly throttle
controlling bypass flow around the turbocharger compressor (Compressor
Bypass Valve), or other electronic actuator that is capable of controlling boost
pressure, such as a bleed solenoid installed between the pressure source and
the Wastegate diaphragm (Wastegate Control Valve). In addition to the actuator,
a pre-throttle pressure (PTP) sensor is required.
Compressor Bypass Valve (F-Series)
EXPLOSION HAZARD—Do not remove covers

or connect/disconnect electrical connectors
unless power has been switched off or the
area is known to be non-hazardous.

suitability for Class I, Division 2 or Zone 2.
Refer to product manuals 26355 and 26147 for

the F-Series and ProAct™ Analog for detailed
regulatory compliance information and
installation warnings associated with these
products.
Due to the hazardous location listings

associated with this product, proper wire type
and wiring practices are critical to operation.

Woodward 543
Installation Instructions
Complete installation instructions for the F-Series throttle body actuators are
available in the individual manuals:
 Manual 26355, F-Series Actuator and Integrated Throttle Body
Pre-Throttle Pressure Sensor (PTP)

The standard Pre-Throttle Pressure (PTP) Sensor for the E6 system is PN
6910-314.
Mount the PTP sensor at a position where only minor ambient temperature
changes occur during normal operation. The pressure connection of the PTP
sensor should be before the throttle valve, on the topside of the ducting to avoid
oil, water or dirt entering the sensor or hose. Place the PTP sensor higher than
the sample point. Mount the tube or hose continuously rising to avoid trapping oil,
water or dirt in the hose or tube.
Connect the wires of the PTP sensor to terminals J1-A21 (PTP), and transducer
ground as shown in Figure 9-6.
+5V J1-A11/
B11
C
B
PTP J1-A21 A
ground J1-A24
PTP
Figure 16-1. Pre Throttle Pressure Sensor Wiring
Commissioning
The first step in commissioning of the boost control function is recording the
mixture throttle dP over the whole load range of the engine, first with the boost
control set to minimum boost, then with boost control set to maximum boost. With
the boost control set to minimum boost, the engine will probably not be able to
achieve full load, as indicated by the dashed portion of this line. Setting the boost
control to minimum and maximum can readily be done by unchecking the box
beside “Enable Boost control” and adjusting the “Actuator position when switched
off” in turn to 0 and 100, as shown in Figure 9-7.
Once the minimum and maximum throttle dP curves have been determined, the
”Throttle dP setpoint (kPa)” vs “Calc Load / Measured Load (kW)” table can be
adjusted to fall between these two curves as shown in Figure 9-7. Adjusting the
setpoint closer to the minimum boost curve will increase engine efficiency by
reducing throttling loss, but will reduce speed control responsiveness and load
acceptance capability.
The remaining calibration settings for boost control are explained in topic Boost
Control Calibration.
544 Woodward
Figure 16-2. Boost Control Curve Throttle dP Set Point & Actual
Figure 16-3. Forcing Boost Control to Min and Max (HMI Screen 8.1)
The Boost PID gain settings should be kept low to avoid instability during load
transients. The limiters for the minimum and maximum positions of the boost
control actuator can be adjusted as desired to reduce boost control authority. The
“Speed (RPM)” vs “Speed Gain (-)” table can be used for all-speed applications
to adjust control responsiveness versus engine speed.
The load rejection boost control logic can be used for installations where sudden
load rejection can occur. The optimum time for the boost control actuator opening
pulse length (“Open valve pulse to CURVE”) and the boost control actuator set
point (from the table) should be determined experimentally. A default opening
pulse of 1 second can be used while performing load rejections from different
loads. The boost control actuator set point can then be changed to improve load
rejection performance and avoid turbocharger compressor surge.
Woodward 545
Chapter 17.
Dual TecJet
For very large engines fueled by low quality gas where a single TecJet cannot
flow sufficient volume for the engine’s needs, a dual TecJet option is available.
When this option is selected, the fuel flow demand determined by the E6 control
is divided in half and this result is transmitted to both TecJet controls. To enable
dual TecJet controls, select option Dual TecJet in the box beside “Operation
mode”.
Figure 17-1. HMI Setting for Selecting Dual TecJet Option (HMI Screen 15)
A jumper in the wiring harness identifies TecJets 1 and 2. In the E6 system,
TecJet 1 uses CAN-ID 1 and TecJet 2 uses CAN-ID 2.
See the TecJet installation and operation manual, publication 26219, and E6
Wiring Diagram Example for example wiring information.
Commissioning
The dual TecJet configuration does not require any special commissioning
procedures. Follow the standard commissioning procedures.
546 Woodward
Chapter 18.
System Power and Ground
ELECTRIC SHOCK—To reduce the risk of electric

shock, Protective Earth (PE) must be connected to the
termination point on the top of the unit next to the label
with the symbol.
The conductor providing the connection must have a
properly sized ring lug and wire gauge larger than or
equal to 4 mm² (12 AWG). The ring lug should be placed
between the nut and star washer.
The calibration and checkout procedure should only be
performed by authorized personnel. To be authorized
personnel, personnel must be knowledgeable of the
risks posed by live electrical equipment.
Grounding—Proper grounding is required in order to

meet Zone 2 and Division 2 installation requirements.
Grounding—Do not connect any cable grounds to

“instrument ground”, “control ground”, or any non-earth
ground system. Make all required electrical connections
based on the wiring diagrams.
This chapter provides the system power requirements and grounding

recommendations for the LECM.
Grounding for Protection against Electrical Shock

Protective Earth (PE) must be connected to the termination point on the side of
the unit next to the label with the symbol to reduce the risk of electric
shock. There is a single location on the LECM with this symbol. It is always on
the bottom-most module (the module with the vibration isolators). The conductor
providing the PE connection is also the EMI ground strap. See Grounding for
Protection against Electrical Noise following this paragraph for details.
Recommended Grounding Practices

Providing a proper ground for the LECM is important. Improper connection of the
LECM chassis to the ground plane (engine chassis) may affect accuracy of I/O
and immunity to noise. Differences in potential between the chassis and the
ground reference result in an equalizing current flow. The current flow produces
unacceptably high common mode noise voltages.
Common mode voltages may result in improper readings for analog and speed
inputs or even damage to the LECM in extreme cases. To minimize this problem,
it is necessary to provide a low resistance (impedance) path between ground and
Woodward 547
the chassis of the LECM. Typically a single ground point is designated for the
engine and all related equipment.
Grounding for Protection against Electrical Noise

A proper ground strap must be connected to the chassis termination point to
provide a low impedance path for EMI. The strap providing the connection must
have a properly sized ring lug and be constructed of ½ inch wide, flat, hollow
braid no more than 12 inches long or any strap that is equivalent at DC-to-RF
frequencies. Equivalency is determined be evaluating the surface area (length *
outer cross-section circumference). (Example braid: International Wire,
Continental Cordage Corp. P/N 233/2, Woodward P/N 2008-957). A 5 inch long
strip with this flat braid and lugs is available from Woodward as P/N 5437-1082.
The ground strap may be any of several choices. However, it must contain all of
these features:
1. The circumference of the strap must be ≥2.5 cm (1 inch)
2. The length may be ≤30.5 cm (12 inches)
3. Consist of a flat hollow braid or a flat copper strip/strap
4. Total surface area equivalent of 53.5 mm 2 to 67.4 mm2 (0 to 00 AWG)
wire
Shields and Grounding

Signals that require shielding include speed inputs, some analog inputs, PWM
inputs, communications links, and signaling PWM outputs. Relay outputs, contact
inputs, high current PWM outputs, and power supply wiring does not normally
require shielding but can be shielded if desired. All shielded cable must be a
twisted conductor pair, triad, or multiple pairs with ≥30 twists/meter. Do not
attempt to tin (solder) the braided shield prior to crimping it into the socket or
splice. The solder will affect the crimp strength and create vibration susceptibility.
Shield terminations are provided through the LECM connectors for each of the
input signals requiring shielding.
It is important that only the shield pin designated for

a specific type of signal be used. Do not substitute
shield pin connections between different groups.
Not all shields are connected the same way within
the LECM control.
Signal lines are shielded to prevent picking up stray signals from adjacent
equipment. Wire exposed beyond the shield should be as short as possible, not
exceeding 75 mm (3 inches). In most cases, one end of the shields must be left
open and insulated from any other conductor. Typically the shield at the end
opposite of the control is un-terminated, but not always. The sections of this
manual describing wiring for each I/O point will indicate the best shielding
methods for the given signal type.
The LECM is designed for shield termination to only the designated shield
connections on the LECM. If intervening terminal blocks or connectors are used
in routing a signal, the shield should be continued through the terminal block (or
connector) without a local ground connection. The exposed cabling around the
terminal blocks (or connector) must not be more than 75 mm (3 inches) total;
37.5 mm (1.5 inches) on each side of the terminal block.
548 Woodward
Where shielded cable and shield termination is required, cut the cable to the
desired length and prepare the cable as instructed below.
1. Strip outer insulation, exposing the braided or spiral wrapped shield. Do not
cut the shield or nick the wire inside the shield.
2. Using a sharply pointed tool carefully spread the strands of the braided
shield.
3. Pull inner conductor(s) out of the shield. If the shield is the braided type,
twist it to prevent fraying.
4. Remove 6 mm (1/4 inch) of insulation from the inner conductors.
5. Connect wiring and shield as shown in plant wiring diagram.
6. If a shield connection is not required or desired, fold back and secure or
remove the excess shield as needed.
For noise suppression reasons, it is recommend that:

 All low-current wires should be separated from all high-current wires.
 The input power ground terminal should also be wired to earth ground
at a single point near the power source.
Installations with severe electromagnetic interference (EMI) may require

additional shielding precautions, such as wire run in conduit or double shielding.
See the Harsh EMC Environmental Guidance section for more information.
Shields can be directly grounded at both ends (LECM and load) if the cable
length is sufficiently short to prevent ground loop current in the shield. Cables
that remain within the same cabinet as the control or are less than 10 m in total
length are an example of this.
Shield grounding can be a determinative process, specific applications and RF

environments require different shield grounding schemes be followed. See
Woodward application note 50532, Interference Control in Electronic Governing
Systems, for more complete information.
Isolation
Figure 18-1 shows how the I/O is isolated with regard the input power supply and
other I/O types. Each wiring diagram also shows how an input or output type is
isolated in more detail.
This isolation diagram is shown so that the power and return wiring can be
properly grouped and so that ground loops can be avoided. Isolation is not a
substitution for proper grounding techniques. Each input and output section
contains information regarding proper shielding and grounding for the specific I/O
type. These guidelines must be followed in order to maintain compliance with the
marked or certified standards as well as to provide high operating reliability.
There is significant capacitance within the LECM between the chassis (housing)
and BATT- (DGND). As a result, when multiple LECM modules are used in a
system all powered from the same power source, the source may begin to
appear as if it were grounded for AC signals and transient signals. If ground fault
equipment is installed to monitor for grounds faults, it could be fooled by this
capacitance.
Woodward 549
AUX Module
Unisolated Circuits
MPU/Hall/PWM Speed Inputs
Module ID Inputs No Isolated Circuits
Analog Inputs 1-24
HS Digital Outputs
Analog Outputs
CAN #1
Common
Main Module
Unisolated Circuits
MPU/Hall/PWM Speed Inputs Isolation Group #1 Isolation Group #3
Digital Inputs
Analog Inputs CAN #2 RS232
Temperature Inputs
Isolation Boundary
UEGO Inputs
Isolation Group #2 Isolation Group #4
HS Digital Output
LS DO / PWM Output CAN #3 RS485
Trigger Outputs
Analog Outputs
CAN #1 Isolation Group #5
5V Sensor Power Supply
+HV Sensor Power Supply ENET
Key Switch Input
Power Supply
Isolation Boundary
EID Module
Unisolated Circuits Isolation Group #1 Isolation Group #2
MPU/Hall/PWM Speed Inputs Board
Digital Inputs CAN #1
Interconnect
HS Digital Output
+HV Sensor Power Supply
Key Switch Input CAN #2
Driver Enable Input
Power Supply
Figure 18-1. I/O Isolation

The LECM has been tested to operate properly in both grounded and
ungrounded systems. In the case of a grounded power supply system, the
following guidelines must be observed for the LECM power source connections.
 The power source is ≤30m away (prefer ≤10m). Use of local

capacitance is used for distributed power sources.
 The 24 V power supply negative lead should be bonded to protective
Earth (PE) at only one point.
 This bond strap should be relatively short compared to the total length
of the power leads, ≤0.1 m (3.9 in).
 The power supply return should be bonded to the same PE structure as
the LECM.
 The negative leads should not be bonded to PE at the LECM.
 The negative leads on the power supply should be bonded to PE
relatively close to the supply or at the point the supply voltages arrive at
the PE structure used for the LECM and within 30m of the LECM.
Battery systems utilizing a maintaining charger should be grounded.
550 Woodward
In the case of a non-grounded power supply system (or isolated power source),
the following guidelines must be observed for the LECM power source
connections.
 The power source is ≤30m away (prefer ≤10m). Use of local
capacitance is used for distributed power sources. The longer the
distance, the larger the wire size needs to be from the power
source in order to compensate for the distance.
 The power source is recommended to be dedicated for the LECM
& LECM connected devices.
 The power source return is typically floating. If grounded, take care
to use a single ground point at the supply rather than at the LECM.
Power Supply Noise Improvements

In reciprocating engine systems significant low frequency noise sources may be
present in the system. These sources can affect power bus quality for any
equipment connected to it. Examples include:
 EID driver outputs
 PWM signals (Oxygen sensor heaters, actuators)
 Engine timing signals (Engine Position Sensors)
If any of these signals is interfering with other connected equipment or being

interfered with themselves the following additional measures may be taken.
 Combustion Knock Control Add shielding to EID driver outputs. This
option is shown in the Driver Output Wiring section.
 Twist EID driver output wiring tighter. Double or triple the twists per
meter.
 If the EID driver output wiring is <10m, terminate the shield both to the
LECM shield pin and ALSO at the injector/ignition coil end.
 Add shielding to PWM outputs. This option is shown in the LSO PWM
Wiring section.
 Twist PWM wiring tighter. Double or triple the twists per meter.
 If the PWM wiring is <10m, terminate the shield both to a LECM shield
pin and ALSO at the receiving end. Use the nearest Analog Input shield
pin on the LECM connector for the shield pin.
Power bus noise can also be improved by reducing the effective wiring
impedance. This may be done using any or all of the below (in suggested order):
 Use the largest wire size possible
 Twist the power wiring (+) and (-) wires
 Add capacitance as if the power source were distributed (See Input
Power and Keyswitch topic for more information)
 Shield the power wiring and ground the shield near the power supply
Power bus ground bounce may be improved by grounding the power source.
Ground the return signal near the power source. This recommendation assumes
the power source is located near the engine package as shares the same
chassis ground.
Woodward 551
Harsh EMC Environmental Guidance

If the unit is to be installed in a harsh EMC environment or with noise generators
(such as VFD & motor drives, ignition systems, AC measurement or control
equipment, AC load breakers, and AVRs), additional precautions may be
needed. Items like conduit, double shielding, and segregated cabling are
discussed within this manual, and may be needed in harsh environments.
A harsh EMC environment example is an ignition control system placed in the

vicinity of the LECM. Segregation of cabling, grounding, and power are especially
critical in ignition systems. The ignition control system should be located at least
15 cm (6 inches) away from the LECM and cabling of the two systems should
either be segregated by 15 cm (6 inches) or double shielded to segregate the
signals in the cabling. Routing cabling against grounded metal frames and cable
ways will help, but in systems such as these, noise can be significantly higher
than the LECM validation tests.
Another harsh EMC environment example are high-current or high-voltage

relays, both due to contact switching noise and to a lesser extent de-energizing
the coils. Segregation similar to above is usually able to address this EMC noise
except noise that is coupled to relay coil driver power. If the power supply for
Discrete Inputs (DI) and Discrete Outputs (DO) is derived from the same source
and is used to drive relays with high voltage or high current on the contacts,
contact noise will typically couple to the relay driver source and the contact's
wiring. The noise level present will depend on the implementation but may be
high enough to send false signals to the discrete inputs or other devices like
speed sensors on the same power source as the relay driver. To avoid false
signals, use only the HV Transducer Outputs from the LECM for discrete inputs.
When additional shielding is needed, shields may be spliced with 18AWG wire in
order to be inserted into the LECM connector. Shield pins may be “shared” as
called out. Do not share Communication I/O shield pins with other I/O as they are
typically series connected using a capacitor rather than directly connected to
ground.
System Power Structure

Figure 7-2 shows a simplified system power Diagram for the LECM. The LECM is
designed so that discrete output loads must return to the same power source
used to power the LECM. If the same source is used for both Main and EID
modules, then everything must route back to that source.
The LECM loads which are controlled by LSO, HSO, and TRIG outputs as well
as any DI not using the +HV_XDCR for whetting voltage must be wired to the
same power source used to power the LECM. This load wiring needs to follow
the same path as the LECM power wiring. Use of a local power distribution box
(PDB), like shown in Figure 7-2, is a convenient way to implement this
requirement. The wiring from the PDB to the power source must be large cable.
The size of the cable depends on the distance to the power source. Sizing
guidelines are for noise rather than current carrying capacity. Noise effects are
minimized when the cable is oversized. Adding a large capacitor in the PDB is an
alternative way to reduce the wire size (See Input Power and Keyswitch topic for
more information)
552 Woodward
Starting Batteries or
System Supply
24V
Power Distribution Box

Battery Cable
(large cable) + -
Optional
Load Load
15A
(+) & (-)
Routed
AUX PCB HSO
50A
15A together
KEY
BATT+
HSO
Load
BATT- Main PCB
LSO1
PWM Load
(+) & (-)
LSO12
Routed
together
INJ Enable HSO

BATT+ EID PCB
LSO Power
and BATT BATT-
Load
Routed
together
Figure 18-2. Single Power Source
It is allowed to have the EID power come from a separate source since it is
isolated from Main and Aux. However, caution is necessary in how probes are
powered and loads are referenced.
15A
LSO Power
and BATT PWM
Load Load Load
Routed Load
together
AUX PCB HSO
24VDC KEY
15A
BATT+
HSO
Optional
BATT- Main PCB
(+) & (-) LSO1
(recommended)
Routed
together
LSO12
24VDC
INJ Enable HSO
50A
BATT+ EID PCB
BATT- Load
(+) & (-)
Routed
together
Figure 18-3. Dual Power Source
Woodward 553
Chapter 19.
External J1939 CANbus Datalink
The E6 control has a plant communications port providing engine information

over a 250 kbit/S J1939 link. The messages are broadcast from CAN2 port.
Main Board
J1939/11 3 Pin
Function DB9 Pin External Control
Position
Bus
CAN2
Can Lo 2 B J2-008
Can Hi 7 A J2-007
Ground 5 C J2-015
554 Woodward
J1939 Analog Signals
Table 19-1. J1939 Analog Signals

SPN
SPN
PGN Acronym Transmission Rate Priority Timeout Src Dest Position in SPN SPN Name Resolution Offset Units
Length
PGN
Engine Override Control
0 TSC1 10 ms 3 50 ms 234 0 1.1 695 2 bits 4 states/2 bit 0 bit
Mode
Engine Requested Speed
Control Conditions
Override Control Mode
Priority
Engine Requested
0 TSC1 10 ms 3 50 ms 234 0 2-3 898 2 bytes 0.125 rpm per bit 0 rpm
Speed/Speed Limit
Engine Requested
0 TSC1 10 ms 3 50 ms 234 0 4 518 1 byte 1 %/bit -125 % %
Torque/Torque Limit
0 TSC1 10 ms 3 50 ms 234 0 5.1 3349 TSC1 Transmission Rate 3 bits 8 states/3 bit 0 bit
0 TSC1 10 ms 3 50 ms 234 0 5.4 3350 TSC1 Control Purpose 5 bits 32 states/5 bit 0 bit
Engine Requested Torque
0 TSC1 10 ms 3 50 ms 234 0 6.1 4191 4 bits 0.125 %/bit 0 %
(Fractional)
0 TSC1 10 ms 3 50 ms 234 0 8.1 4206 Message Counter 4 bits 1 count/bit 0 count
0 TSC1 10 ms 3 50 ms 234 0 8.5 4207 Message Checksum 4 bits 1 count/bit 0 count
Parameter Group Number
59904 RQST 333 ms 0 234 1-3 2540 3 bytes
(RQST)
Parameter Group Number
59904 RQST 5 sec 234 0 1-3 2540 3 bytes
(RQST)
Engine Auxiliary Shutdown
61441 EBC1 100 ms 6 500 ms 234 255 4.5 970 2 bits 4 states/2 bit 0 bit
Switch
50 ms (preferred) or
Accelerator Pedal Position
61443 EEC2 Engine Speed Dependent 3 0 255 2 91 1 byte 0.4 %/bit 0 %
1
(if required by application)
Engine Percent Load At
61443 EEC2 Engine Speed Dependent 3 0 255 3 92 1 byte 1 %/bit 0 %
Current Speed
Woodward 555
SPN
SPN
Length
PGN
Accelerator Pedal Position
2
Actual Engine - Percent
61444 EEC1 Engine speed dependent 3 0 255 3 513 1 byte 1 %/bit -125 % %
Torque
61444 EEC1 Engine speed dependent 3 0 255 4-5 190 Engine Speed 2 bytes 0.125 rpm per bit 0 rpm
Aftertreatment 1 Outlet
61455 AT1OG1 50 ms 6 0 255 1-2 3226 2 bytes 0.05 ppm/bit -200 ppm ppm
NOx 1
Aftertreatment 1 Outlet
61455 AT1OG1 50 ms 6 0 255 3-4 3227 2 bytes 0.000514 %/bit -12 % %
Percent Oxygen 1
61470 GC2 20 ms 3 100 ms 234 255 1-2 3938 Generator Governing Bias 2 bytes 0.004 %/bit -125 % %
Engine Cylinder 1 Ignition
61669 ITO1 Engine Speed Dependent 3 0 255 1 7356 1 byte 0.1 deg/bit -12.5 deg deg
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
556 Woodward
SPN
SPN
Length
PGN
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Timing Offset
Aftertreatment 1 Gas
64802 A1GOC 500 ms 6 0 255 1-2 4753 Oxidation Catalyst Intake 2 bytes 0.03125 °C/bit -273 °C °C
Temperature
Aftertreatment 1 Gas
64802 A1GOC 500 ms 6 0 255 3-4 4754 Oxidation Catalyst Outlet 2 bytes 0.03125 °C/bit -273 °C °C
Temperature
Engine Coolant
64870 ET4 1s 6 0 255 1 4076 1 byte 1 °C/bit -40 °C °C
Temperature 2
Generator Circuit Breaker
64913 ACS 250 ms 6 1250 ms 234 255 1.1 3545 3 bits 8 states/3 bit 0 bit
Status
234 Utility Circuit Breaker
64913 ACS 250 ms 6 1250 ms 255 1.4 3546 3 bits 8 states/3 bit 0 bit
Status
100 ms (preferred) or Engine Turbocharger
64931 EEC6 Engine Speed Dependent 4 0 255 1-2 3470 Compressor Bypass 2 bytes 0.0025 %/bit 0 %
(if required by application) Actuator 1 Command
64931 EEC6 Engine Speed Dependent 4 0 255 4 3675 Compressor Bypass 1 byte 0.4 %/bit 0 %
(if required by application) Actuator 1 Position
Engine Turbocharger
Compressor Bypass
Woodward 557
SPN
SPN
Length
PGN
Actuator 1 Desired
Position
64931 EEC6 Engine Speed Dependent 4 0 255 8.1 5367 Compressor Bypass 5 bits Binary 0 binary
(if required by application) Actuator 1 Preliminary FMI
Engine Turbocharger
Compressor Bypass
64931 EEC6 Engine Speed Dependent 4 0 255 8.6 5368 3 bits 8 states/3 bit 0 bit
Actuator 1 Temperature
Status
Engine Droop Accelerator
64971 OHECS 500 ms 6 2500 ms 234 255 3.1 2881 4 bits 16 states/4 bit 0 bit
1 Select
Generator Total Real -2,000,000,000
65029 GTACP 100 ms 3 0 255 1-4 2452 4 bytes 1 W/bit W
Power Watts
Generator Total Real -2,000,000,000
65029 GTACP 100 ms 3 500 ms 234 255 1-4 2452 4 bytes 1 W/bit W
Power Watts
65153 GFI2 On request 7 0 255 1-2 1440 Engine Fuel Flow Rate 1 2 bytes 0.1 m³/h per bit 0 m³/h
Engine Fuel Valve 1
65153 GFI2 On request 7 0 255 5 1442 1 byte 0.4 %/bit 0 %
Position
Engine Fuel Valve 2
65153 GFI2 On request 7 0 255 6 1443 1 byte 0.4 %/bit 0 %
Position
Engine Fuel Valve 1 Intake
65163 GFP On request 7 0 255 1-2 1390 2 bytes 0.1 kPa/bit 0 kPa
Absolute Pressure
Engine Fuel Valve 1
65163 GFP On request 7 0 255 3-4 1391 2 bytes 0.1 kPa/bit 0 kPa
Differential Pressure
Engine Turbocharger 1
65175 TCI5 1s 6 0 255 1-2 1184 Turbine Outlet 2 bytes 0.03125 °C/bit -273 °C °C
Temperature
65175 TCI5 1s 6 0 255 3-4 1185 Turbine Outlet 2 bytes 0.03125 °C/bit -273 °C °C
Temperature
65176 TCI4 1s 6 0 255 1-2 1180 Turbine Intake 2 bytes 0.03125 °C/bit -273 °C °C
Temperature
65176 TCI4 1s 6 0 255 3-4 1181 Turbine Intake 2 bytes 0.03125 °C/bit -273 °C °C
Temperature
558 Woodward
SPN
SPN
Length
PGN
Engine Exhaust Gas Port
65183 EPT5 1s 7 0 255 1-2 1153 2 bytes 0.03125 °C/bit -273 °C °C
17 Temperature
18 Temperature
19 Temperature
20 Temperature
13 Temperature
14 Temperature
15 Temperature
16 Temperature
9 Temperature
10 Temperature
11 Temperature
12 Temperature
5 Temperature
6 Temperature
7 Temperature
8 Temperature
1 Temperature
2 Temperature
Woodward 559
SPN
SPN
Length
PGN
3 Temperature
4 Temperature
65188 ET2 1s 6 0 255 3-4 1136 Engine ECU Temperature 2 bytes 0.03125 °C/bit -273 °C °C
Engine Intake Manifold 2
65189 IMT2 1s 7 0 255 1 1131 1 byte 1 °C/bit -40 °C °C
Temperature
65190 IMT2 0.5 s 6 0 255 1-2 1127 2 bytes 0.125 kPa/bit 0 kPa
Boost Pressure
65190 IMT2 0.5 s 6 0 255 3-4 1128 2 bytes 0.125 kPa/bit 0 kPa
Boost Pressure
Engine Actual Exhaust
65193 EO1 On request 7 0 255 5-6 1119 2 bytes 0.0025 %/bit 0 %
Oxygen
Engine Exhaust O2
65193 EO1 On request 7 0 255 7 1695 1 byte 1 %/bit -125 % %
Sensor Fueling Correction
65214 EEC4 On request 7 3500 ms 234 255 3-4 189 Engine Rated Speed 2 bytes 0.125 rpm per bit 0 rpm
Engine Total Hours of
65253 HOURS On request 6 0 255 1-4 247 4 bytes 0.05 h/bit 0 h
Operation
Engine Coolant
65262 ET1 1s 6 0 255 1 110 1 byte 1 °C/bit -40 °C °C
Temperature
Engine Fuel 1
65262 ET1 1s 6 0 255 2 174 1 byte 1 °C/bit -40 °C °C
Temperature 1
Engine Fuel Delivery
65263 EFL/P1 0.5 s 6 0 255 1 94 1 byte 4 kPa/bit 0 kPa
Pressure
65263 EFL/P1 0.5 s 6 0 255 4 100 Engine Oil Pressure 1 byte 4 kPa/bit 0 kPa
Engine Throttle Valve 1
65266 LFE1 100 ms 6 0 255 7 51 1 byte 0.4 %/bit 0 %
Position 1
Engine Throttle Valve 2
65266 LFE1 100 ms 6 0 255 8 3673 1 byte 0.4 %/bit 0 %
Position
65269 AMB 1s 6 0 255 1 108 Barometric Pressure 1 byte 0.5 kPa/bit 0 kPa
65269 AMB 1s 6 0 255 4-5 171 Ambient Air Temperature 2 bytes 0.03125 °C/bit -273 °C °C
Engine Intake Manifold 1
65270 IC1 0.5 s 6 0 255 3 105 1 byte 1 °C/bit -40 °C °C
Temperature
65270 IC1 0.5 s 6 0 255 4 106 Engine Intake Air Pressure 1 byte 2 kPa/bit 0 kPa
560 Woodward
SPN
SPN
Length
PGN
Engine Exhaust
65270 IC1 0.5 s 6 0 255 6-7 173 2 bytes 0.03125 °C/bit -273 °C °C
Temperature
Battery Potential / Power
65271 VEP1 1s 6 0 255 5-6 168 2 bytes 0.05 V/bit 0 V
Input 1
Key Switch Battery
65271 VEP1 1s 6 0 255 7-8 158 2 bytes 0.05 V/bit 0 V
Potential
Desired Power from -2,000,000,000
65403 WDP 50 ms 3 250 ms 234 0 1-4 4 bytes 1 W/bit W
Generator Watts
Spark Plug Life Indicator
65519 PLI1 1s 6 0 255 1 1 byte 1 Pli/bit 0 Pli
cylinder 1
cylinder 2
cylinder 3
cylinder 4
cylinder 5
cylinder 6
cylinder 7
cylinder 8
cylinder 9
cylinder 10
cylinder 11
cylinder 12
cylinder 13
cylinder 14
Woodward 561
SPN
SPN
Length
PGN
cylinder 15
cylinder 16
cylinder 17
cylinder 18
cylinder 19
cylinder 20
562 Woodward
Diagnostic Messages (DM)

DM1
The DM1 messages transmit Active Diagnostic Trouble Codes (DM1) using the
J1939 protocol. It cannot be used with any other network protocol. It will send
active diagnostics (as defined by the DM1 message format in J1939).
This block will send the DM1 message every 1 second (using the BAM
transmission protocol if necessary) regardless of the existence of an ACTIVE
event. Any event state change to or from ACTIVE will cause the DM1 message
to transmit immediately, however 2 or more state changes within 1 second will
not cause a retransmission of the message until the next 1 second interval.
The Message is also available upon request using PGN 59904.
If none or one event only is to be transmitted, a single 8-byte message using
PGN 65226 will be sent in response (if enabled). If more than 1 event is active, a
global request (Destination Address of 255) will result in a multi-packet message
transmitted using the BAM transmission protocol. A destination specific request
(a DA other than 255) will result in a multi-packet message transmitted using the
CTS/RTS transmission protocol as required by the SAE standard.
A unique FMI and SPN field are set to define a unique identifier of the error and
type of failure which was detected.
The number of times (occurrences) each event has transitioned to ACTIVE
(since last being cleared) is also sent in the DM1 message.
The SPN Conversion Method used by this block is type '0' as defined by the SAE
standard
DM2
The DM2 transmits Previously Active Diagnostic Trouble Codes (DM2) using the
J1939 protocol. Previously Active means that the event is not currently active but
is stored in the non-volatile memory log. It cannot be used with any other network
protocol. It will send previously active event information (as defined by the DM2
message format in J1939).
The control will send the DM2 messages only upon request using PGN 59904. If
none or one event only is to be transmitted, a single 8-byte message using PGN
65227 will be sent in response (if enabled). If more than 1 event is in the log, a
global request (Destination Address of 255) will result in a multi-packet message
transmitted using the BAM transmission protocol. A destination specific request
(a DA other than 255) will result in a multi-packet message transmitted using the
CTS/RTS transmission protocol as required by the SAE standard.
A unique FMI and SPN field are set to define a unique identifier of the error and
type of failure which was detected.
The number of times (occurrences) each event has transitioned to ACTIVE
(since last being cleared) is also sent in the DM2 message.
The SPN Conversion Method used by this block is type '0' as defined by the SAE
standard.
Woodward 563
DM3
The DM3 mechanism provides for another device to request the control to reset
all previously active faults that are not "emissions related". DM3 is the SAE
defined standard method to reset all applicable diagnostic data in non-emissions
related components. Emissions related events may not be reset using this
method.
Upon receipt of a DM3 request, the control will reset the unprotected events
which are not "emissions related" in the Fault Log, clear any
corresponding freeze frame data reported by DM25, and clear any corresponding
test data reported by DM30. ACTIVE events will not be affected by this reset but
history will be removed (Occurrence counter set to 1). A Pending status will not
be affected by this reset method.
It can be used only with J1939 protocol.
DM11
The DM11_MSG block provides a mechanism for another device to request the
control to reset all active, pending, and previously active faults that are not
"protected". No faults in the E6 are "Protected" events.
DM11 is the SAE defined standard method to reset all applicable diagnostic data
in emissions related components.
Upon receipt of a DM11 message the control will reset all unprotected events in
the Fault Log, clear any corresponding freeze frame data reported by DM25, and
clear any corresponding test data reported by DM30.
DM Fault List
Message FMI ID SPN IN Emissions
AL01 AFR Lean 0 516096 TRUE
Related
AL02 AFR Rich 0 516097 TRUE
AL07 Main FPGA Refresh Needed 0 516098 TRUE
AL15 Ambient Capture Fault 0 516099 TRUE
AL60 MAP Difference Out Of Range 0 516104 TRUE
AL78 MAP Hi 0 516105
AL86 Load Sensor Input Lo 0 516106
AL87 Load Sensor Input Hi 0 516107
AL88 Loss of Load Sensor Input 0 516108
AL89 Load Hi 0 516109 TRUE
AL102 MAT 1 Sensor Input Lo 0 516110 TRUE
AL103 MAT 1 Sensor Input Hi 0 516112 TRUE
AL105 MAT 2 Sensor Voltage Lo 0 516113 TRUE
AL106 MAT 2 Sensor Voltage Hi 0 516114 TRUE
AL107 Loss of MAT Sensor(s) 0 516115 TRUE
AL108 MAT Hi 0 516116
AL116 Lube Oil Temp Input Lo 0 516117
AL117 Lube Oil Temp Input Hi 0 516119
AL118 Lube Oil Temp Hi 0 516120 TRUE
AL111 UEGO1 Sense Cell Failure 0 516121 TRUE
AL112 UEGO1 Nernst Voltage Lo 0 516122 TRUE
AL114 UEGO1 Sensor Fault 0 516123 TRUE
AL115 UEGO Analog In Sensor Lo 0 516124 TRUE
564 Woodward
AL120 UEGO Analog In Sensor Hi 0 516125 TRUE
Related
AL121 UEGO1 Nernst Voltage Hi 0 516126 TRUE
AL127 NOx Sensor Heater Open 0 516129 TRUE
AL128 NOx Sensor Heater Short 0 516130 TRUE
AL129 NOx Sensor Open 0 516131 TRUE
AL130 NOx Sensor Short 0 516132 TRUE
AL131 NOx O2 Sensor Open 0 516133 TRUE
AL132 NOx O2 Sensor Short 0 516134 TRUE
AL133 NOx Control Fail to GQCL 0 516135
AL 135 Cooling Inputs Fail During Run 0 516136
AL 136 Cooling PID Limit Hi 0 516137
AL 137 Cooling PID Limit Lo 0 516138
AL 138 Analog Output 1 Error 0 516139
AL 139 Analog Output 2 Error 0 516140
AL145 Ambient Temp Sensor Volt Lo 0 516141
AL146 Ambient Temp Sensor Volt Hi 0 516142
AL147 Air Temp Hi 0 516143 TRUE
AL149 Ambient Prs Sensor Volt Lo 0 516144 TRUE
AL150 Ambient Prs Sensor Volt Hi 0 516145
AL151 LOP 1 Sensor Voltage Lo 0 516146
AL152 LOP 1 Sensor Voltage Hi 0 516147
AL155 LOP2 Sensor Voltage Lo 0 516148
AL156 LOP2 Sensor Voltage Hi 0 516149
AL153 Loss of LOP sensor(s) 0 516150
AL157 LOP Lo 0 516151
AL159 ECT 1 Sensor Input Lo 0 516152
AL160 ECT 1 Sensor Input Hi 0 516153
AL163 ECT 2 Sensor Voltage Lo 0 516154
AL164 ECT 2 Sensor Voltage Hi 0 516155
AL166 Loss of ECT Sensor(s) 0 516156
AL167 ECT Hi 0 516157
AL169 Balance Differential Hi 0 516158
AL174 Bank Balance Limit Hi 0 516159
AL175 Bank Balance Limit Lo 0 516160 TRUE
AL178 CH4 Sensor Input Lo 0 516161 TRUE
AL180 CH4 Sensor Input Hi 0 516162
AL185 Lube Oil Level Lo 0 516163
AL186 Coolant Level Lo 0 516164
AL190 Remote Input Lo 0 516165
AL200 Remote Input Hi 0 516166
AL235 Boost PS Input Voltage Lo 0 516171
AL245 Boost PS Input Voltage Hi 0 516172 TRUE
AL250 Throttle 1 PWM fault 0 516173 TRUE
AL255 Throttle 2 PWM fault 0 516174 TRUE
AL260 Bypass PWM fault 0 516175 TRUE
AL265 EID Driver fault 0 516176 TRUE
AL270 Lambda CCorr > Max Limit 0 516177 TRUE
AL280 Lambda CCorr < Min Limit 0 516178
AL290 GQCL CCorr > Max Limit 0 516179
AL300 GQCL CCorr < Min Limit 0 516180
AL305 NOx CCorr < Min Limit 0 516181
AL306 NOx CCorr > Max Limit 0 516182
Woodward 565
AL320 CAN1 Transmit Error 0 516187 Related
AL330 5V Supply XDCR Hi 0 516195
AL331 5V Supply XDCR Lo 0 516196
AL332 HV Supply XDCR Lo 0 516197
AL333 HV Supply XDCR Hi 0 516198
AL334 Internal Supply Fault 0 516199
AL335 Main Supply Voltage Hi 0 516200
AL336 Main Supply Voltage Lo 0 516201
AL339 Power Input Lo During Start 0 516202
AL340 Power Input Hi During Start 0 516203
AL361 Speed Bias Input Lo 0 516204
AL363 Speed Bias Input Hi 0 516205
AL370 Misfire Detected 0 516206
AL390 Potmeter Input Voltage Lo 0 516207
AL400 Potmeter Input Voltage Hi 0 516208
AL410 PTP Sensor Voltage Lo 0 516209
AL420 PTP Sensor Voltage Hi 0 516210
AL436 Bypass Not OK 0 516213
AL438 Torque Limited 0 516214
AL439 kW Limited 0 516215
AL440 Throttle Limited 0 516216
AL503 TecJet1 FGP Sensor Fail Hi 0 516222
AL504 TecJet1 Coil Current Fail Hi 0 516223
AL508 TecJet1 Coil Current Fail Lo 0 516227
AL523 TecJet2 FGP sesnor Fail Hi 0 516240
AL524 TecJet2 Coil curent Fail Hi 0 516241
AL528 TecJet2 Coil curent Fail Lo 0 516245
566 Woodward
AL532 TecJet2 FGP Lo Limit Error 0 516249 Related
AL600 TecJet1 Valve Pos Error 0 516255
AL605 TecJet1 Shutdown 0 516260
AL606 TecJet1 Internal Fault 0 516261
AL618 TecJet1 Zero Prs Detected 0 516262
AL702 EEPROM Primary Fault 0 516267
AL703 EEPROM Secondary Fault 0 516268
AL704 EEPROM Fail to Save 0 516269
AL707 Modbus Link Error 0 516270
AL1000 HS01 Aux Svcs Open Wire 0 516271
AL1001 HS01 Aux Svcs Short 0 516272
AL1002 HS02 Starter Open Wire 0 516273
AL1003 HS02 Starter Short 0 516274
AL1004 HS03 Prelube Open Wire 0 516275
AL1005 HS03 Prelube Short 0 516276
AL1006 HS04 Speed Sw1 Open Wire 0 516277
AL1007 HS04 Speed Sw1 Short 0 516278
AL1009 HS05 Fuel Vlv1 Out Short 0 516280
AL1011 HS06 Fuel Vlv2 Short 0 516282
AL1012 HS07 Power Open Wire 0 516283
AL1013 HS07 Power Short 0 516284
AL1014 HS08 MPRD Open Wire 0 516285
AL1015 HS08 MPRD Short 0 516286
AL1016 LS05 Alm Relay Open or Grounded 0 516287
AL1017 LS05 Alm Relay Short to Power 0 516288
AL1018 LS06 SD Relay Open or Grounded 0 516289
AL1019 LS06 SD Relay Short to Power 0 516290
AL1020 LS03 Speed Sw2 Open or Grounded 0 516291
AL1021 LS03 Speed Sw2 Short to Power 0 516292
AL1022 LS04 Speed Sw3 Open or Grounded 0 516293
AL1023 LS04 Speed Sw3 Short to Power 0 516294
AL1024 LS07 Open or Grounded 0 516295
AL1025 LS07 Short to Power 0 516296
AL1026 LS08 Gen Ctrl Open or Grounded 0 516297
AL1027 LS08 Gen Ctrl Short to Power 0 516298
AL1028 LS09 Open or Grounded 0 516299
AL1029 LS09 Short to Power 0 516300
AL1030 LS10 FB Ok Open or Grounded 0 516301
AL1031 LS10 FB Ok Short to Power 0 516302
AL1032 LS11 MAT Hi Open or Grounded 0 516303
AL1033 LS11 MAT Hi Short to Power 0 516304
AL1034 LS12 MPRD Open or Grounded 0 516305
AL1035 LS12 MPRD Short to Power 0 516306
AL1301 F-Series Boost General Alarm 0 516309
AL1450 easYgen Watchdog Timeout 0 516310
Woodward 567
AL1500 Bio Gas Not Available 0 516311 Related
AL1501 Fuel Blend Ratio In Volt Lo 0 516312
AL1502 Fuel Blend Ratio In Volt Hi 0 516313
AL1503 Fuel Blend Proces In Volt Lo 0 516314
AL1504 Fuel Blend Proces In Volt Hi 0 516315
AL1505 Power Prior FB Ratio Limit 0 516316
AL1506 Load Reduction Keep FB Ratio 0 516317
AL1507 Throttle at maximum Pos 0 516318
AL1508 Load Setpoint Not reached 0 516319
AL1509 TJ2 Pos Limiter (Add Pipegas) 0 516320
AL1510 FB Proc Limiter (Add Pipegas) 0 516321
AL1451 easYgen Stop Command 0 516322
AL1700 TC Module Watchdog Timeout 0 516323
AL1805 Failed TC Signal-OC-In 0 516348
AL1806 Failed TC Signal-OC-Out 0 516349
AL1807 Failed TC Signal-ET1 0 516350
AL1808 Failed TC Signal-ET2 0 516351
AL1901 Fail To Crank 0 516372
568 Woodward
AL1902 No Ignition Confirm 0 516373 Related
AL1903 Engine Failed to Light-Off 0 516374
AL1904 Fail to Start 0 516375
AL1905 Fail to Control Speed 0 516376
AL1906 Stalled During Start Attempt 0 516377
AL1907 Ignition Stopped During Start 0 516378
AL1908 Failure To Build Oil Pressure 0 516379
Woodward 569
AL2076 EID Out+ Short to Batt+ Cyl 16 0 516435 Related
570 Woodward
AL2138 EID Out- Short to Batt- Cyl 18 0 516497 Related
AL2211 EID Crank Sensor missing 0 516520
AL2212 EID Sync Sensor missing 0 516521
AL2213 EID Cam Sensor missing 0 516522
AL2214 EID Timing Pattern Error 0 516523
AL2215 EID Engine Overspeed 0 516524
AL2216 EID Mapping Config Fault 0 516525
AL2217 EID Boost Voltage Lo 0 516526
AL2218 EID Boost Voltage Hi 0 516527
AL2219 EID Unkn Timing or Duration 0 516528
AL2220 EID Command message timeout 0 516529
AL2221 EID Temp Sensor Fault 0 516530
AL2222 EID High Temp SD Pending 0 516531
AL2223 EID High Temp Alarm 0 516532
AL2224 EID Main Power Input Hi 0 516533
AL2225 EID Main Power Input Lo 0 516534
AL2226 EID Internal Voltage Fault 0 516535
AL2227 EID FPGA Refresh Needed 0 516536
AL2228 EID Discrete Output Shorted 0 516537
AL2229 EID Discrete Output Open 0 516538
AL2230 EID Cal Mem Fault - Backup 0 516539
AL2231 EID Cal Memory Severe Fault 0 516540
AL2232 EID HV XDCR Out Volt Lo 0 516541
AL2233 EID HV XDCR Out Volt Hi 0 516542
AL2234 EID eTPU Fault 0 516543
AL2240 EID Crank Config Error 0 516544
AL2241 EID Crank Synch Error 0 516545
AL2242 EID Crank Loss Error 0 516546
AL2243 EID Crank Signal Error 0 516547
AL2244 EID Crank Tooth Count Mismatch 0 516548
AL2245 EID Sync Config Error 0 516549
AL2246 EID Sync Synch Error 0 516550
AL2247 EID Sync Loss Error 0 516551
AL2248 EID Sync Signal Error 0 516552
AL2249 EID Sync Tooth Count Mismatch 0 516553
AL2250 EID Cam Config Error 0 516554
AL2251 EID Cam Synch Error 0 516555
AL2252 EID Cam Loss Error 0 516556
AL2253 EID Cam Signal Error 0 516557
AL2254 EID Cam Tooth Count Mismatch 0 516558
Woodward 571
AL2255 EID CAN1 Severe Fault 0 516559 Related
AL2261 EID Internal Datalink Read TO 0 516565
AL2262 EID MUX Group Profile Error 0 516566
AL2263 EID Profile Slot Config Error 0 516567
AL2501 Aux Crank Sensor Missing 0 516568
AL2502 Aux TDC Sensor Missing 0 516569
AL2503 Aux Cam Sensor Missing 0 516570
AL2504 Aux Timing pattern error 0 516571
AL2505 Aux Engine Overspeed 0 516572
AL2506 Aux Cal Mem Fault - Backup 0 516573
AL2507 Aux Cal Memory Severe Fault 0 516574
AL2508 Aux Command msg timeout 0 516575
AL2509 Aux eTPU Fault 0 516576
AL2510 Aux High Temperature Fault 0 516577
AL2511 Aux Temp Sensor Fault 0 516578
AL2512 Aux Main Power Input High 0 516579
AL2513 Aux Main Power Input Low 0 516580
AL2514 Aux Internal Error 0 516581
AL2517 Aux Internal Voltage Fault 0 516584
AL2520 Aux Crank Config Error 0 516587
AL2521 Aux Crank Synch Error 0 516588
AL2522 Aux Crank Loss Error 0 516589
AL2523 Aux Crank Signal Error 0 516590
AL2524 Aux Crank Tooth Count Mismatch 0 516591
AL2525 Aux Sync Config Error 0 516592
AL2526 Aux Sync Synch Error 0 516593
AL2527 Aux Sync Loss Error 0 516594
AL2528 Aux Sync Signal Error 0 516595
AL2529 Aux Sync Tooth Count Mismatch 0 516596
AL2530 Aux Cam Config Error 0 516597
AL2531 Aux Cam Synch Error 0 516598
AL2532 Aux Cam Loss Error 0 516599
AL2533 Aux Cam Signal Error 0 516600
AL2534 Aux Cam Tooth Count Mismatch 0 516601
AL2541 Aux CAN1 Intermittent fault 0 516603
AL2543 Aux CAN3 Intermittent fault 0 516605
AL2544 Aux Int Datalink Message TO 0 516606
572 Woodward
AL2615 Cyl 15 Light Knock 0 516621 Related
Woodward 573
AL2697 Cyl 17 Strategy Fault 0 516683 Related
AL5001 UEGO1 VM Short to GND 0 516687
AL5002 UEGO1 VM Vub Low Voltage 0 516688
AL5003 UEGO1 VM Short to Vbatt 0 516689
AL5004 UEGO1 VM Open Wire 0 516690
AL5005 UEGO1 UN Short to GND 0 516691
AL5006 UEGO1 UN Vub Low Voltage 0 516692
AL5007 UEGO1 UN Short to Vbatt+ 0 516693
AL5008 UEGO1 UN Open Wire 0 516694
AL5009 UEGO1 IA/IP Short to GND 0 516695
AL5010 UEGO1 IA/IP Vub Low Voltage 0 516696
AL5011 UEGO1 IA/IP Short to Vbatt 0 516697
AL5012 UEGO1 IA/IP Open Wire 0 516698
AL5013 UEGO1 HTR Open Wire 0 516699
AL5014 UEGO1 HTR Short Circuit 0 516700
AL5015 UEGO1 Heater Over Temp 0 516701
AL5016 UEGO1 Fail during run 0 516702
AL5017 UEGO1 Fail to Heat 0 516703
AL5018 UEGO1 Fail to Ctrl in TmpWnd 0 516704
AL5019 UEGO1 Air Cal Fail - Cal Limit 0 516705
AL5020 UEGO1 Air Cal Fail - UEGO Flt 0 516706
SD05 LECM Boot Up 0 516707
SD60 MAP difference out of range 0 516708
SD70 Loss of MAP Sensor(s) 0 516709
SD75 Engine Backfire in Inlet Manifold 0 516710
SD79 MAP HH 0 516711
SD80 Engine Overspeed 0 516712
SD82 External Emergency Stop 0 516713
SD84 Internal Emergency Stop 0 516714
SD88 Loss of Load Sensor 0 516715
SD90 Load HiHi 0 516716
SD107 Loss of MAT Sensor(s) 0 516717
SD109 MAT HiHi 0 516718
SD119 Lube Oil Temp Hi Hi 0 516719
SD148 Air Temp HIHI 0 516722
SD153 Loss of LOP Sensor(s) 0 516723
SD158 LOP LoLo 0 516724
SD166 Loss of ECT Sensor(s) 0 516725
SD168 ECT HiHi 0 516726
SD172 Balance Differential HiHi 0 516727
SD174 Bank Balance limit Hi 0 516728
SD175 Bank Balance limit Lo 0 516729
SD185 LOL LoLo 0 516730
SD186 ECL LoLo 0 516731
SD250 Throttle 1 PWM fault 0 516732
SD255 Throttle 2 PWM fault 0 516733
SD260 Bypass PWM fault 0 516734
SD265 EID Driver fault 0 516735
SD330 5 Volt Supply XDCR Hi 0 516740
SD331 5 Volt Supply XDCR Lo 0 516741
SD332 HV Supply XDCR Lo 0 516742
SD333 HV Supply XDCR Hi 0 516743
SD334 Internal Supply Fault 0 516744
574 Woodward
SD337 Main Supply Voltage Lo 0 516745 Related
SD338 Main Supply Voltage Hi 0 516746
SD341 Power Input Lo During Start 0 516747
SD342 Power Input Hi During Start 0 516748
SD380 Misfire Detected 0 516749
SD436 Bypass Not OK 0 516752
SD442 Uncontrolled overpower 0 516753
SD460 Knock Watchdog Data Timeout 0 516756
SD470 Ignition Watchdog Data Timeout 0 516757
SD477 F-Series 1 Watchdog Data Timeout 0 516760
SD517 TecJet1 CAN Flow Demand Fail 0 516761
SD537 TecJet2 CAN Flow demand Fail 0 516762
SD618 TecJet1 Zero Prs Detected" 0 516766
SD638 TecJet2 Zero Prs Detected 0 516771
SD700 IO Lock Asserted 0 516773
SD701 LECM Main Module High Temp 0 516774
SD702 EEPROM Primary Fault 0 516775
SD703 EEPROM Secondary Fault 0 516776
SD705 Keyoff Seq Fail Module Fault 0 516777
SD706 Keyoff Seq Fail EE Save 0 516778
SD1016 Alarm Relay Open Wire 0 516779
SD1017 Alarm Relay Short 0 516780
SD1018 Shutdown Relay Open Wire 0 516781
SD1019 Shutdown Relay Short 0 516782
SD1300 F-Series Boost General SD 0 516787
SD1450 easYgen Watchdog Timeout 0 516788
SD1700 TC Module Watchdog Timeout 0 516789
Woodward 575
SD1738 Cyl 18 High Temp SD 0 516807 Related
SD1815 OC In High Temp SD 0 516814
SD1816 OC Out High Temp SD 0 516815
SD1817 ET1 High Temp SD 0 516816
SD1818 ET2 High Temp SD 0 516817
SD1920 Start Attempt Failed 0 516858
SD1921 Engine Stalled During Run 0 516859
SD1922 Ignition Off During Run 0 516860
SD1923 Ignition Off During Cooldown 0 516861
SD2200 EID Ignition Shutdown 0 516862
SD2201 EID High Temp Shutdown 0 516863
SD2202 EID Driver Enable Shutdown 0 516864
SD2203 EID Driver Enable SD Startup 0 516865
SD2600 Knock Sensor Failure 0 516866
576 Woodward
SD2643 Cyl 3 Heavy Knock 0 516869 Related
Woodward 577
Chapter 20. External Modbus
The E6 Full Authority control is also capable of interacting with a supervisory

control or SCADA system. The communication protocol is Modbus with the E6
acting as a Slave. There is remote control capability over the Modbus link,
however it is not capable of remote configuration or tuning.
RS-232 Modbus Communication Port
RS-232 TX RS232_TXD J2-39

RS-232 RX RS232_RXD J2-40
Boolean Write to Control

Address Description
Boolean Write to Control
0:0001 Fault Reset
0:0002 Speed Monitor Reset
0:0003 Misfire Monitor Reset
0:0004 Lambda Average Reset
0:0005 CAN1 Reset
0:0006 CAN2 Reset
0:0007 CAN3 Reset
0:0008 CAN4 Reset
0:0009 Start Engine
0:0010 Stop Engine
0:0011 Send Periodic Email
0:0012 Send Forensic Email
0:0013 Increment AFR setpoint
0:0014 Decrement AFR setpoint
0:0015 Reset AFR setpoint to zero
0:0016 Force Misfire Start
0:0017 Force Misfire Cancel
0:0018 DI - Power Priority
0:0019 DI - Activate Fuel Blending
0:0020 DI - Biofuel Available
0:0021 DI - Gas Select
0:0022 DI - Run
0:0023 DI - Droop
0:0024 DI - Throttle 1 OK
0:0025 DI - Throttle 2 OK
0:0026 DI - Bypass OK
0:0027 DI - Generator Breaker
0:0028 DI - Utility Breaker
0:0029 DI - Idle
0:0030 DI - Lower
0:0031 DI - Raise
0:0032 DI - Emergency Stop
0:0033 DI - Lube Oil Level Low
0:0034 DI - Coolant Level Low
0:0035 DI - Fuel Valve 1 Open
0:0036 DI - Fuel Valve 2 Open
0:0037 DI - Alt Droop
0:0038 DI - UEGO Air Calibration
0:0039 DI - Fault Reset
578 Woodward
Address Description
0:0040 DI - Fire Confirm
0:0041 DI - Force Power Priority
0:0042 DI - Force Activate Fuel Blending
0:0043 DI - Force Biofuel Available
0:0044 DI - Force Gas Select
0:0045 DI - Force Run
0:0046 DI - Force Droop
0:0047 DI - Force Throttle 1 OK
0:0048 DI - Force Throttle 2 OK
0:0049 DI - Force Bypass OK
0:0050 DI - Force Generator Breaker
0:0051 DI - Force Utility Breaker
0:0052 DI - Force Idle
0:0053 DI - Force Lower
0:0054 DI - Force Raise
0:0055 DI - Force Emergency Stop
0:0056 DI - Force Lube Oil Level Low
0:0057 DI - Force Coolant Level Low
0:0058 DI - Force Fuel Valve 1 Open
0:0059 DI - Force Fuel Valve 2 Open
0:0060 DI - Force Alt Droop
0:0061 DI - Force UEGO Air Calibration
0:0062 DI - Force Fault Reset
0:0063 DI - Force Fire Confirm
Boolean Read from Control

Address Description
Boolean Read from Control
1:0001 Oil Primer Function On
1:0002 Run Request On
1:0003 Force Misfire Enabled
1:0004 Prelube Driver On
1:0005 Aux Services Driver On
1:0006 Starter On
1:0007 Speed Switch 1 On
1:0010 Generator Ctrl Driver On
1:0011 Natural Gas Valve Driver On
1:0012 Bio Gas Valve Driver On
1:0013 High MAT Fault
1:0014 GQCL No Limit
1:0015 GQCL Run Time
1:0016 GQCL Min Load
1:0017 GQCL Load Sensor Ok
1:0018 NOxCL No Limit
1:0019 NOxCL Run Time
1:0020 NOxCL Min Load
1:0021 NOxCL Sensor Ok
1:0022 NOxCL Sensor Start Delay
1:0023 LambdaCL No Limit
1:0024 LambdaCL Run Time
1:0025 LambdaCL Min Load
1:0026 LambdaCL Sensor Ok
1:0027 LambdaCL Sensor Start Delay
1:0028 Droop Function
1:0029 Generator Breaker
1:0030 Utility Breaker
Woodward 579
Address Description
1:0031 DI1 - Droop
1:0032 DI2 - Power Priority
1:0033 DI3 - Run
1:0034 DI4 - Throttle 1 OK
1:0035 DI5 - Gas Select
1:0036 DI6 - Generator Breaker
1:0037 DI7 - Reset Faults
1:0038 DI8 - Idle
1:0039 DI9 - Lower
1:0040 DI10 - Raise
1:0041 DI11 - Utility Breaker
1:0042 DI12 - Emergency Stop
1:0043 DI13 - Activate Fuel Blending
1:0044 DI14 - Fuel Valve 1 Open
1:0045 DI15 - Fuel Valve 2 Open
1:0046 DI16 - Biofuel Available
1:0047 DIA09 - UEGO Air Calibration
1:0048 DAI13 - Fire Confirm
1:0049 DAI15 - Lube Oil Level Low
1:0050 DAI17 - Coolant Level Low
1:0051 DAI19 - Bypass OK
1:0052 DAI36 - Throttle 2 OK
1:0053 DAI37 - Alt Droop
1:0054 Cyl 01 Light Knock
1:0074 Cyl 01 Heavy Knock
580 Woodward
Address Description
1:0094 AL01 AFR Lean
1:0095 AL02 AFR Rich
1:0096 AL07 Main FPGA Refresh Needed
1:0097 AL15 Ambient Capture Fault
1:0098 AL20 MAP 1 Sensor Voltage Lo
1:0099 AL30 MAP 1 Sensor Voltage Hi
1:0100 AL40 MAP 2 Sensor Voltage Lo
1:0101 AL50 MAP 2 Sensor Voltage Hi
1:0102 AL60 MAP Difference Out Of Range
1:0103 AL78 MAP Hi
1:0104 AL86 Load Sensor Input Lo
1:0105 AL87 Load Sensor Input Hi
1:0106 AL88 Loss of Load Sensor Input
1:0107 AL89 Load Hi
1:0108 AL102 MAT 1 Sensor Input Lo
1:0109 AL103 MAT 1 Sensor Input Hi
1:0110 AL105 MAT 2 Sensor Voltage Lo
1:0111 AL106 MAT 2 Sensor Voltage Hi
1:0112 AL107 Loss of MAT Sensor(s)
1:0113 AL108 MAT Hi
1:0114 AL116 Lube Oil Temp Input Lo
1:0115 AL117 Lube Oil Temp Input Hi
1:0116 AL118 Lube Oil Temp Hi
1:0117 AL111 UEGO1 Sense Cell Failure
1:0118 AL112 UEGO1 Nernst Voltage Lo
1:0119 AL114 UEGO1 Sensor Fault
1:0120 AL115 UEGO Analog In Sensor Lo
1:0121 AL120 UEGO Analog In Sensor Hi
1:0122 AL121 UEGO1 Nernst Voltage Hi
1:0123 AL125 NOx Sensor 1 Alarm
1:0124 AL126 NOx Sensor 2 Alarm
1:0125 AL127 NOx Sensor Heater Open
1:0126 AL128 NOx Sensor Heater Short
1:0127 AL129 NOx Sensor Open
1:0128 AL130 NOx Sensor Short
1:0129 AL131 NOx O2 Sensor Open
1:0130 AL132 NOx O2 Sensor Short
1:0131 AL133 NOx Control Fail to GQCL
1:0132 AL 135 Cooling Inputs Fail During Run
1:0133 AL 136 Cooling PID Limit Hi
1:0134 AL 137 Cooling PID Limit Lo
1:0135 AL 138 Analog Output 1 Error
1:0136 AL 139 Analog Output 2 Error
1:0137 AL145 Ambient Temp Sensor Volt Lo
1:0138 AL146 Ambient Temp Sensor Volt Hi
1:0139 AL147 Air Temp Hi
1:0140 AL149 Ambient Prs Sensor Volt Lo
1:0141 AL150 Ambient Prs Sensor Volt Hi
1:0142 AL151 LOP 1 Sensor Voltage Lo
1:0143 AL152 LOP 1 Sensor Voltage Hi
1:0144 AL155 LOP2 Sensor Voltage Lo
1:0145 AL156 LOP2 Sensor Voltage Hi
1:0146 AL153 Loss of LOP sensor(s)
1:0147 AL157 LOP Lo
1:0148 AL159 ECT 1 Sensor Input Lo
1:0149 AL160 ECT 1 Sensor Input Hi
1:0150 AL163 ECT 2 Sensor Voltage Lo
1:0151 AL164 ECT 2 Sensor Voltage Hi
1:0152 AL166 Loss of ECT Sensor(s)
1:0153 AL167 ECT Hi
1:0154 AL169 Balance Differential Hi
Woodward 581
Address Description
1:0155 AL174 Bank Balance Limit Hi
1:0156 AL175 Bank Balance Limit Lo
1:0157 AL178 CH4 Sensor Input Lo
1:0158 AL180 CH4 Sensor Input Hi
1:0159 AL185 Lube Oil Level Lo
1:0160 AL186 Coolant Level Lo
1:0161 AL190 Remote Input Lo
1:0162 AL200 Remote Input Hi
1:0163 AL210 TPS1 Input Voltage Lo
1:0164 AL220 TPS1 Input Voltage Hi
1:0165 AL215 TPS2 Input Voltage Lo
1:0166 AL225 TPS2 Input Voltage Hi
1:0167 AL235 Boost PS Input Voltage Lo
1:0168 AL245 Boost PS Input Voltage Hi
1:0169 AL250 Throttle 1 PWM fault
1:0170 AL255 Throttle 2 PWM fault
1:0171 AL260 Bypass PWM fault
1:0172 AL265 EID Driver fault
1:0173 AL270 Lambda CCorr > Max Limit
1:0174 AL280 Lambda CCorr < Min Limit
1:0175 AL290 GQCL CCorr > Max Limit
1:0176 AL300 GQCL CCorr < Min Limit
1:0177 AL305 NOx CCorr < Min Limit
1:0178 AL306 NOx CCorr > Max Limit
1:0179 AL310 CAN1 Port Fault
1:0183 AL320 CAN1 Transmit Error
1:0187 AL325 CAN1 Receive Error
1:0191 AL330 5V Supply XDCR Hi
1:0192 AL331 5V Supply XDCR Lo
1:0193 AL332 HV Supply XDCR Lo
1:0194 AL333 HV Supply XDCR Hi
1:0195 AL334 Internal Supply Fault
1:0196 AL335 Main Supply Voltage Hi
1:0197 AL336 Main Supply Voltage Lo
1:0198 AL339 Power Input Lo During Start
1:0199 AL340 Power Input Hi During Start
1:0200 AL361 Speed Bias Input Lo
1:0201 AL363 Speed Bias Input Hi
1:0202 AL370 Misfire Detected
1:0203 AL390 Potmeter Input Voltage Lo
1:0204 AL400 Potmeter Input Voltage Hi
1:0205 AL410 PTP Sensor Voltage Lo
1:0206 AL420 PTP Sensor Voltage Hi
1:0207 AL430 Mixture Throttle 1 Not OK
1:0208 AL435 Mixture Throttle 2 Not OK
1:0209 AL436 Bypass Not OK
1:0210 AL438 Torque Limited
1:0211 AL439 kW Limited
1:0212 AL440 Throttle Limited
1:0213 AL456 NOx Sensor 1 Watchdog Timeout
1:0214 AL457 NOx Sensor 2 Watchdog Timeout
1:0215 AL500 TecJet1 Hi Electrical Temp
1:0216 AL501 TecJet1 Electr, Temp Fail
582 Woodward
Address Description
1:0217 AL502 TecJet1 FGT Sensor Fail Hi
1:0218 AL503 TecJet1 FGP Sensor Fail Hi
1:0219 AL504 TecJet1 Coil Current Fail Hi
1:0220 AL505 TecJet1 Electr Temp Fail H
1:0221 AL506 TecJet1 FGT Fail Lo
1:0222 AL507 TecJet1 FGP Fail Lo
1:0223 AL508 TecJet1 Coil Current Fail Lo
1:0224 AL509 TecJet1 Battery Voltage Lo
1:0225 AL510 TecJet1 FGT Lo Limit Error
1:0226 AL511 TecJet1 dP Lo Limit Error
1:0227 AL512 TecJet1 FGP Lo Limit Error
1:0228 AL513 TecJet1 Battery Voltage Hi
1:0229 AL514 TecJet1 FGT Hi Limit Error
1:0230 AL515 TecJet1 dP Hi Limit Error
1:0231 AL516 TecJet1 FGP Hi Limit Error
1:0232 AL519 TecJet1 Flo Not Reached
1:0233 AL520 TecJet2 Hi Electrical Temp
1:0234 AL521 TecJet2 Electr, Temp Fail
1:0235 AL522 TecJet2 FGT Sensor Fail Hi
1:0236 AL523 TecJet2 FGP sesnor Fail Hi
1:0237 AL524 TecJet2 Coil curent Fail Hi
1:0238 AL525 TecJet2 Electr Temp Fail H
1:0239 AL526 TecJet2 FGT Fail Lo
1:0240 AL527 TecJet2 FGP Fail Lo
1:0241 AL528 TecJet2 Coil curent Fail Lo
1:0242 AL529 TecJet2 Battery Voltage Lo
1:0243 AL530 TecJet2 FGT Lo Limit Error
1:0244 AL531 TecJet2 dP Lo Limit Error
1:0245 AL532 TecJet2 FGP Lo Limit Error
1:0246 AL533 TecJet2 Battery Voltage Hi
1:0247 AL534 TecJet2 FGT Hi Limit Error
1:0248 AL535 TecJet2 dP Hi Limit Error
1:0249 AL536 TecJet2 FGP Hi Limit Error
1:0250 AL539 TecJet2 Flo Not Reached
1:0251 AL600 TecJet1 Valve Pos Error
1:0252 AL601 TecJet1 dP Fail Hi
1:0253 AL602 TecJet1 Valve Pos Fail Hi
1:0254 AL603 TecJet1 dP Fail Lo
1:0255 AL604 TecJet1 Valve Pos Fail Lo
1:0256 AL605 TecJet1 Shutdown
1:0257 AL606 TecJet1 Internal Fault
1:0258 AL618 TecJet1 Zero Prs Detected
1:0259 AL621 TecJet2 dP Fail Hi
1:0260 AL622 TecJet2 Valve Pos Fail Hi
1:0261 AL623 TecJet2 dP Fail Lo
1:0262 AL624 TecJet2 Valve Pos Fail Lo
1:0263 AL702 EEPROM Primary Fault
1:0264 AL703 EEPROM Secondary Fault
1:0265 AL704 EEPROM Fail to Save
1:0266 AL707 Modbus Link Error
1:0267 AL1000 HS01 Aux Svcs Open Wire
1:0268 AL1001 HS01 Aux Svcs Short
1:0269 AL1002 HS02 Starter Open Wire
1:0270 AL1003 HS02 Starter Short
1:0271 AL1004 HS03 Prelube Open Wire
1:0272 AL1005 HS03 Prelube Short
1:0273 AL1006 HS04 Speed Sw1 Open Wire
1:0274 AL1007 HS04 Speed Sw1 Short
1:0275 AL1008 HS05 Fuel Vlv1 Open Wire
1:0276 AL1009 HS05 Fuel Vlv1 Out Short
1:0277 AL1010 HS06 Fuel Vlv2 Open Wire
1:0278 AL1011 HS06 Fuel Vlv2 Short
Woodward 583
Address Description
1:0279 AL1012 HS07 Power Open Wire
1:0280 AL1013 HS07 Power Short
1:0281 AL1014 HS08 MPRD Open Wire
1:0282 AL1015 HS08 MPRD Short
1:0283 AL1016 LS05 Alm Relay Open or Grounded
1:0284 AL1017 LS05 Alm Relay Short to Power
1:0285 AL1018 LS06 SD Relay Open or Grounded
1:0286 AL1019 LS06 SD Relay Short to Power
1:0287 AL1020 LS03 Speed Sw2 Open or Grounded
1:0288 AL1021 LS03 Speed Sw2 Short to Power
1:0289 AL1022 LS04 Speed Sw3 Open or Grounded
1:0290 AL1023 LS04 Speed Sw3 Short to Power
1:0291 AL1024 LS07 Open or Grounded
1:0292 AL1025 LS07 Short to Power
1:0293 AL1026 LS08 Gen Ctrl Open or Grounded
1:0294 AL1027 LS08 Gen Ctrl Short to Power
1:0295 AL1028 LS09 Open or Grounded
1:0296 AL1029 LS09 Short to Power
1:0297 AL1030 LS10 FB Ok Open or Grounded
1:0298 AL1031 LS10 FB Ok Short to Power
1:0299 AL1032 LS11 MAT Hi Open or Grounded
1:0300 AL1033 LS11 MAT Hi Short to Power
1:0301 AL1034 LS12 MPRD Open or Grounded
1:0302 AL1035 LS12 MPRD Short to Power
1:0303 AL1049 ProAct 1 General Alarm
1:0304 AL1052 ProAct 2 General Alarm
1:0305 AL1301 F-Series Boost General Alarm
1:0306 AL1450 easYgen Watchdog Timeout
1:0307 AL1500 Bio Gas Not Available
1:0308 AL1501 Fuel Blend Ratio In Volt Lo
1:0309 AL1502 Fuel Blend Ratio In Volt Hi
1:0310 AL1503 Fuel Blend Proces In Volt Lo
1:0311 AL1504 Fuel Blend Proces In Volt Hi
1:0312 AL1505 Power Prior FB Ratio Limit
1:0313 AL1506 Load Reduction Keep FB Ratio
1:0314 AL1507 Throttle at maximum Pos
1:0315 AL1508 Load Setpoint Not reached
1:0316 AL1509 TJ2 Pos Limiter (Add Pipegas)
1:0317 AL1510 FB Proc Limiter (Add Pipegas)
1:0318 AL1451 easYgen Stop Command
1:0319 AL1700 TC Module Watchdog Timeout
1:0320 AL1701 Failed TC Signal-CYL 1
1:0340 AL1801 Failed TC Signal-TC1-Out
584 Woodward
Address Description
1:0341 AL1802 Failed TC Signal-TC2-Out
1:0342 AL1803 Failed TC Signal-TC1-In
1:0343 AL1804 Failed TC Signal-TC2-In
1:0344 AL1805 Failed TC Signal-OC-In
1:0345 AL1806 Failed TC Signal-OC-Out
1:0346 AL1807 Failed TC Signal-ET1
1:0347 AL1808 Failed TC Signal-ET2
1:0348 AL1741 Cyl 1 Low Temp from Avg ALM
1:0368 AL1901 Fail To Crank
1:0369 AL1902 No Ignition Confirm
1:0370 AL1903 Engine Failed to Light-Off
1:0371 AL1904 Fail to Start
1:0372 AL1905 Fail to Control Speed
1:0373 AL1906 Stalled During Start Attempt
1:0374 AL1907 Ignition Stopped During Start
1:0375 AL1908 Failure To Build Oil Pressure
1:0376 AL2021 EID Open Primary Cyl 1
1:0396 AL2041 EID Shorted Primary Cyl 1
Woodward 585
Address Description
1:0416 AL2061 EID Out+ Short to Batt+ Cyl 1
1:0436 AL2081 EID Out+ Short to Batt- Cyl 1
1:0456 AL2101 EID Out- Short to Batt+ Cyl 1
586 Woodward
Address Description
1:0476 AL2121 EID Out- Short to Batt- Cyl 1
1:0496 AL2151 Plug Life Indication Hi Cyl 1
1:0516 AL2211 EID Crank Sensor missing
1:0517 AL2212 EID Sync Sensor missing
1:0518 AL2213 EID Cam Sensor missing
1:0519 AL2214 EID Timing Pattern Error
1:0520 AL2215 EID Engine Overspeed
1:0521 AL2216 EID Mapping Config Fault
1:0522 AL2217 EID Boost Voltage Lo
1:0523 AL2218 EID Boost Voltage Hi
1:0524 AL2219 EID Unkn Timing or Duration
1:0525 AL2220 EID Command message timeout
1:0526 AL2221 EID Temp Sensor Fault
Woodward 587
Address Description
1:0527 AL2222 EID High Temp SD Pending
1:0528 AL2223 EID High Temp Alarm
1:0529 AL2224 EID Main Power Input Hi
1:0530 AL2225 EID Main Power Input Lo
1:0531 AL2226 EID Internal Voltage Fault
1:0532 AL2227 EID FPGA Refresh Needed
1:0533 AL2228 EID Discrete Output Shorted
1:0534 AL2229 EID Discrete Output Open
1:0535 AL2230 EID Cal Mem Fault - Backup
1:0536 AL2231 EID Cal Memory Severe Fault
1:0537 AL2232 EID HV XDCR Out Volt Lo
1:0538 AL2233 EID HV XDCR Out Volt Hi
1:0539 AL2234 EID eTPU Fault
1:0540 AL2240 EID Crank Config Error
1:0541 AL2241 EID Crank Synch Error
1:0542 AL2242 EID Crank Loss Error
1:0543 AL2243 EID Crank Signal Error
1:0544 AL2244 EID Crank Tooth Count Mismatch
1:0545 AL2245 EID Sync Config Error
1:0546 AL2246 EID Sync Synch Error
1:0547 AL2247 EID Sync Loss Error
1:0548 AL2248 EID Sync Signal Error
1:0549 AL2249 EID Sync Tooth Count Mismatch
1:0550 AL2250 EID Cam Config Error
1:0551 AL2251 EID Cam Synch Error
1:0552 AL2252 EID Cam Loss Error
1:0553 AL2253 EID Cam Signal Error
1:0554 AL2254 EID Cam Tooth Count Mismatch
1:0555 AL2255 EID CAN1 Severe Fault
1:0556 AL2256 EID CAN1 Intermittant fault
1:0561 AL2261 EID Internal Datalink Read TO
1:0562 AL2262 EID MUX Group Profile Error
1:0563 AL2263 EID Profile Slot Config Error
1:0564 AL2501 Aux Crank Sensor Missing
1:0565 AL2502 Aux TDC Sensor Missing
1:0566 AL2503 Aux Cam Sensor Missing
1:0567 AL2504 Aux Timing pattern error
1:0568 AL2505 Aux Engine Overspeed
1:0569 AL2506 Aux Cal Mem Fault - Backup
1:0570 AL2507 Aux Cal Memory Severe Fault
1:0571 AL2508 Aux Command msg timeout
1:0572 AL2509 Aux eTPU Fault
1:0573 AL2510 Aux High Temperature Fault
1:0574 AL2511 Aux Temp Sensor Fault
1:0575 AL2512 Aux Main Power Input High
1:0576 AL2513 Aux Main Power Input Low
1:0577 AL2514 Aux Internal Error
1:0578 AL2515 Aux Discrete Out 1 Fault
1:0579 AL2516 Aux Discrete Out 2 Fault
1:0580 AL2517 Aux Internal Voltage Fault
1:0581 AL2518 Aux Analog Output 1 Faulted
1:0582 AL2519 Aux Analog Output 2 Faulted
1:0583 AL2520 Aux Crank Config Error
1:0584 AL2521 Aux Crank Synch Error
1:0585 AL2522 Aux Crank Loss Error
1:0586 AL2523 Aux Crank Signal Error
1:0587 AL2524 Aux Crank Tooth Count Mismatch
1:0588 AL2525 Aux Sync Config Error
588 Woodward
Address Description
1:0589 AL2526 Aux Sync Synch Error
1:0590 AL2527 Aux Sync Loss Error
1:0591 AL2528 Aux Sync Signal Error
1:0592 AL2529 Aux Sync Tooth Count Mismatch
1:0593 AL2530 Aux Cam Config Error
1:0594 AL2531 Aux Cam Synch Error
1:0595 AL2532 Aux Cam Loss Error
1:0596 AL2533 Aux Cam Signal Error
1:0597 AL2534 Aux Cam Tooth Count Mismatch
1:0598 AL2540 Aux CAN1 Severe Fault
1:0599 AL2541 Aux CAN1 Intermittant fault
1:0600 AL2542 Aux CAN3 Severe Fault
1:0601 AL2543 Aux CAN3 Intermittant fault
1:0602 AL2544 Aux Int Datalink Message TO
1:0603 AL2601 Cyl 1 Light Knock
1:0623 AL2621 Cyl 1 Heavy Knock
1:0643 AL2661 Cyl 1 Knock Sensor Fault
Woodward 589
Address Description
1:0663 AL2681 Cyl 1 Strategy Fault
1:0683 AL5001 UEGO1 VM Short to GND
1:0684 AL5002 UEGO1 VM Vub Low Voltage
1:0685 AL5003 UEGO1 VM Short to Vbatt
1:0686 AL5004 UEGO1 VM Open Wire
1:0687 AL5005 UEGO1 UN Short to GND
1:0688 AL5006 UEGO1 UN Vub Low Voltage
1:0689 AL5007 UEGO1 UN Short to Vbatt+
1:0690 AL5008 UEGO1 UN Open Wire
1:0691 AL5009 UEGO1 IA/IP Short to GND
1:0692 AL5010 UEGO1 IA/IP Vub Low Voltage
1:0693 AL5011 UEGO1 IA/IP Short to Vbatt
1:0694 AL5012 UEGO1 IA/IP Open Wire
1:0695 AL5013 UEGO1 HTR Open Wire
1:0696 AL5014 UEGO1 HTR Short Circuit
1:0697 AL5015 UEGO1 Heater Over Temp
1:0698 AL5016 UEGO1 Fail during run
1:0699 AL5017 UEGO1 Fail to Heat
1:0700 AL5018 UEGO1 Fail to Ctrl in TmpWnd
1:0701 AL5019 UEGO1 Air Cal Fail - Cal Limit
1:0702 AL5020 UEGO1 Air Cal Fail - UEGO Flt
1:0703 SD05 LECM Boot Up
1:0704 SD60 MAP difference out of range
1:0705 SD70 Loss of MAP Sensor(s)
1:0706 SD75 Engine Backfire in Inlet Manifold
1:0707 SD79 MAP HH
1:0708 SD80 Engine Overspeed
1:0709 SD82 External Emergency Stop
1:0710 SD84 Internal Emergency Stop
1:0711 SD88 Loss of Load Sensor
1:0712 SD90 Load HiHi
590 Woodward
Address Description
1:0713 SD107 Loss of MAT Sensor(s)
1:0714 SD109 MAT HiHi
1:0715 SD119 Lube Oil Temp Hi Hi
1:0716 SD140 Fuel Valve 1 Mismatch
1:0717 SD144 Fuel Valve 2 Mismatch
1:0718 SD148 Air Temp HIHI
1:0719 SD153 Loss of LOP Sensor(s)
1:0720 SD158 LOP LoLo
1:0721 SD166 Loss of ECT Sensor(s)
1:0722 SD168 ECT HiHi
1:0723 SD172 Balance Differential HiHi
1:0724 SD174 Bank Balance limit Hi
1:0725 SD175 Bank Balance limit Lo
1:0726 SD185 LOL LoLo
1:0727 SD186 ECL LoLo
1:0728 SD250 Throttle 1 PWM fault
1:0729 SD255 Throttle 2 PWM fault
1:0730 SD260 Bypass PWM fault
1:0731 SD265 EID Driver fault
1:0732 SD310 CAN1 Port Fault
1:0736 SD330 5 Volt Supply XDCR Hi
1:0737 SD331 5 Volt Supply XDCR Lo
1:0738 SD332 HV Supply XDCR Lo
1:0739 SD333 HV Supply XDCR Hi
1:0740 SD334 Internal Supply Fault
1:0741 SD337 Main Supply Voltage Lo
1:0742 SD338 Main Supply Voltage Hi
1:0743 SD341 Power Input Lo During Start
1:0744 SD342 Power Input Hi During Start
1:0745 SD380 Misfire Detected
1:0746 SD430 Mixture Throttle 1 Not OK
1:0747 SD435 Mixture Throttle 2 Not OK
1:0748 SD436 Bypass Not OK
1:0749 SD442 Uncontrolled overpower
1:0750 SD450 TecJet1 Watchdog Timeout
1:0751 SD451 TecJet2 Watchdog Timeout
1:0752 SD460 Knock Watchdog Data Timeout
1:0753 SD470 Ignition Watchdog Data Timeout
1:0754 SD475 Proact 1 Watchdog Data Timeout
1:0755 SD476 Proact 2 Watchdog Data Timeout
1:0756 SD477 F-Series 1 Watchdog Data Timeout
1:0757 SD517 TecJet1 CAN Flow Demand Fail
1:0758 SD537 TecJet2 CAN Flow demand Fail
1:0759 SD600 TecJet1 Valve Pos Error
1:0760 SD605 TecJet1 Shutdown
1:0761 SD606 TecJet1 Internal Fault
1:0762 SD618 TecJet1 Zero Prs Detected"
1:0763 SD619 TecJet1 Key Switch is OFF
1:0764 SD620 TecJet2 Valve Pos Error
1:0765 SD625 TecJet2 Shutdown
1:0766 SD626 TecJet2 Internal Fault
1:0767 SD638 TecJet2 Zero Prs Detected
1:0768 SD639 TecJet2 Key Switch is OFF
1:0769 SD700 IO Lock Asserted
1:0770 SD701 LECM Main Module High Temp
1:0771 SD702 EEPROM Primary Fault
1:0772 SD703 EEPROM Secondary Fault
1:0773 SD705 Keyoff Seq Fail Module Fault
1:0774 SD706 Keyoff Seq Fail EE Save
Woodward 591
Address Description
1:0775 SD1016 Alarm Relay Open Wire
1:0776 SD1017 Alarm Relay Short
1:0777 SD1018 Shutdown Relay Open Wire
1:0778 SD1019 Shutdown Relay Short
1:0779 SD1048 Proact 1 No Run Enable
1:0780 SD1050 Proact 1 General SD
1:0781 SD1051 Proact 2 No Run Enable
1:0782 SD1053 Proact 2 General SD
1:0783 SD1300 F-Series Boost General SD
1:0784 SD1450 easYgen Watchdog Timeout
1:0785 SD1700 TC Module Watchdog Timeout
1:0786 SD1721 Cyl 1 High Temp SD
1:0806 SD1811 TC1 Out High Temp SD
1:0807 SD1812 TC2 Out High Temp SD
1:0808 SD1813 TC1 In High Temp SD
1:0809 SD1814 TC2 In High Temp SD
1:0810 SD1815 OC In High Temp SD
1:0811 SD1816 OC Out High Temp SD
1:0812 SD1817 ET1 High Temp SD
1:0813 SD1818 ET2 High Temp SD
1:0814 SD1761 Cyl 1 Low Temp from Avg SD
1:0834 SD1781 Cyl 1 Low Temp SD
592 Woodward
Address Description
1:0854 SD1920 Start Attempt Failed
1:0855 SD1921 Engine Stalled During Run
1:0856 SD1922 Ignition Off During Run
1:0857 SD1923 Ignition Off During Cooldown
1:0858 SD2200 EID Ignition Shutdown
1:0859 SD2201 EID High Temp Shutdown
1:0860 SD2202 EID Driver Enable Shutdown
1:0861 SD2203 EID Driver Enable SD Startup
1:0862 SD2600 Knock Sensor Failure
1:0863 SD2641 Cyl 1 Heavy Knock
1:0883 SD2701 Cyl 1 Critical Knock
Woodward 593
Address Description
1:0903 SD2721 Cyl 1 Strategy Fault
Read Analog from Control

Address Description Multiplier
Read Analog from Control
3:0001 Engine Speed 10
3:0002 Global Engine Misfire 1000
3:0003 Load 10
3:0004 Torque 10
3:0005 Engine State 1
3:0006 Fault Number 1
3:0007 Sequence Step 1
3:0008 Current Step Time Remain 1
3:0009 Failed Starts 1
3:0010 Nox Sensor Sequence 1
3:0011 NOx Closed-Loop Status 1
3:0012 UEGO Sensor Sequence 1
3:0013 UEGO Air Calibration Sequence 1
3:0014 EE Save Sequence 1
3:0015 Save and Reboot Sequence 1
3:0016 Forensic Datalog Sequence 1
3:0017 Ambient pressure Sequence 1
3:0018 Periodic Datalog Sequence 1
3:0019 Lube Prime Wait Remain 1
3:0020 Lube Prime Run Remain 1
3:0021 Number of Cylinders Configured 1
3:0022 Internal Power Supply Fault Code 1
3:0023 Engine Hours Addr 1 1
3:0024 Engine Hours Addr 2 1
3:0025 AFR Requested 1
3:0026 AFR Status 1
3:0027 Speed Control Status 1
594 Woodward
3:0028 Cooling Control Status 1
3:0029 Boost Control Status 1
3:0030 UEGO Heater Status 1
3:0031 NOx Sensor Power State 1
3:0032 NOx Sensor Heater State 1
3:0033 NOx Sensor State 1
3:0034 NOx O2 Sensor State 1
3:0035 Nox Sensor FMI 1
3:0036 NOx Sensor Diag Feedback 1
3:0037 O2 FMI 1
3:0038 NOx Heater Mode 1
3:0039 NOx Heater FMI 1
3:0040 TecJet Select Readback 1
3:0041 Misfire Peak Hi 1000
3:0042 Misfire Peak Lo 1000
3:0043 Speed Peak Hi 10
3:0044 Speed Peak Lo 10
3:0045 Percent Deviation Hi 100
3:0046 Percent Deviation Lo 100
3:0047 Main Speed 1 10
3:0050 MAP 1 10
3:0051 MAP 2 10
3:0052 MAP Used 10
3:0053 MAT 1 10
3:0054 MAT 2 10
3:0055 MAT Used 10
3:0056 Inlet Temp 10
3:0057 ECT 1 10
3:0058 ECT 2 10
3:0059 ECT Used 10
3:0060 LOP 1 10
3:0061 LOP 2 10
3:0062 LOP Used 10
3:0063 LOT 10
3:0064 PTP 10
3:0065 Ambient Pressure 100
3:0066 Ambient Temp 10
3:0067 CH4% 100
3:0068 CALC POWER 10
3:0069 Speed Bias 100
3:0070 Speed Ref 10
3:0071 Droop Pct Setpoint 100
3:0072 Remote Speed Reference 100
3:0073 External Fuel Blending Ref 1000
3:0074 Fuel Blending Process 10
3:0075 Load Ref 10
3:0076 Remote Load Reference 10
3:0077 Coolant Control Demand 10
3:0078 Throttle 1 Command 10
Woodward 595
3:0079 Throttle 1 TPS 10
3:0080 Throttle 1 CAN Position 10
3:0081 Throttle 2 Command 10
3:0082 Throttle 2 TPS 10
3:0083 Throttle 2 CAN Position 10
3:0084 Bypass Command 10
3:0085 Bypass TPS 10
3:0086 Bypass CAN position 10
3:0087 Bypass Temp 1
3:0088 Bank Balance Bias 100
3:0089 Ccorr 1000
3:0090 Ccorr GQCL 1000
3:0091 Ccorr NOx 1000
3:0092 Ccorr Lambda 1000
3:0093 Ccorr Nox Backup 1000
3:0094 Global Timing to Ignition 10
3:0095 Speed Timing Advance 10
3:0096 ECT Timing Advance 10
3:0097 CH4 Timing Advance 10
3:0098 Duration to Ignition 1
3:0099 Duration vs. Speed 1
3:0100 Duration vs. Misfire 1
3:0101 Profile to Ignition 1
3:0102 QmixN 1
3:0103 QgasN 1
3:0104 VE 1000
3:0105 VE Table 1000
3:0106 VE ECT Corr 1000
3:0107 VE Fuel Type Corr 1000
3:0108 VE Inlet Corr 1000
3:0109 TE 1000
3:0110 TE Table 1000
3:0111 TE ECT Corr 1000
3:0112 TE Fuel Type Corr 1000
3:0113 TE Pot Corr 1000
3:0114 GQCL Reference 1
3:0115 Lambda Measured 1000
3:0116 Lambda Reference 1000
3:0117 Modbus Lambda Bias 1000
3:0118 Lambda Fuel Type Corr 1000
3:0119 Lambda Pot Corr 1000
3:0120 Lambda Inlet Corr 1000
3:0121 Lambda ECT Corr 1000
3:0122 Lambda Speed Bias 1000
3:0123 Lambda Manual Gain 1000
3:0124 O2 Measured 100
3:0125 NOx Reference 1
3:0126 NOx Measured 1
3:0127 Lambda - Nox Sensor Measured 1000
3:0128 NOx Sensor Operating Hours 1
3:0129 Exhaust Back Pressure Model 1
596 Woodward
3:0130 Fuel Flow 1 100
3:0131 Fuel Valve 1 Position 100
3:0132 Fuel Valve 1 Desired Position 100
3:0133 Fuel Gas 1 Pressure 10
3:0134 Fuel Gas 1 dP 100
3:0135 Fuel Gas 1 Temp 10
3:0136 Fuel Gas 1 Specific Gravity 1000
3:0137 Fuel Gas 1 Ratio Spec Heat 1000
3:0138 Fuel Flow 2 100
3:0139 Fuel Valve 2 Position 100
3:0140 Fuel Valve 1 Desired Position 100
3:0141 Fuel Gas 2 Pressure 10
3:0142 Fuel Gas 2 dP 100
3:0143 Fuel Gas 2 Temp 10
3:0144 Fuel Gas 2 Specific Gravity 1000
3:0145 Fuel Gas 2 Ratio Spec Heat 1000
3:0146 AI_4 - Remote Ref 1000
3:0147 AI_5 - Speed Bias 1000
3:0148 AI_6 - Generator Load 1000
3:0149 AI_7 - Blending Ratio Process 1000
3:0150 AI_8 - CH4% 1000
3:0151 AI_10 - Ambient Pressure 1000
3:0152 AI_11 - Lube Oil Temp 1000
3:0153 AI_12 - Manifold Inlet Prs 1 1000
3:0154 AI_14 - Manifold Inlet Prs 2 1000
3:0155 AI_16 - Pre-Throttle Prs 1000
3:0156 AI_21 - Throttle Position Sensor 2 1000
3:0157 AI_22 - Throttle Position Sensor 1 1000
3:0158 AI_23 - Lube Oil Pressure 1 1000
3:0159 AI_24 - Bypass Position Sensor 1000
3:0160 AI_25 - UEGO Analog 1000
3:0161 AI_26 - Lube Oil Pressure 2 1000
3:0162 AI_27 - Lambda Bias Pot 1000
3:0163 AI_29 - Blending Ratio Pot 1000
3:0164 AI_30 - Manifold Inlet Temp 1 1000
3:0165 AI_31 - Manifold Inlet Temp 2 1000
3:0166 AI_32 - Engine Coolant Temp 1 1000
3:0167 AI_33 - Ambient Air Temp 1000
3:0168 AI_34 - Engine Coolant Temp 2 1000
3:0169 TC_RTD1 - Temp In 10
3:0177 Timing Offset to Cyl 1 10
Woodward 597
3:0197 PLi Cyl 1 1
3:0198 PLi Cyl 2 1
3:0199 PLi Cyl 3 1
3:0200 PLi Cyl 4 1
3:0201 PLi Cyl 5 1
3:0202 PLi Cyl 6 1
3:0203 PLi Cyl 7 1
3:0204 PLi Cyl 8 1
3:0205 PLi Cyl 9 1
3:0206 PLi Cyl 10 1
3:0207 PLi Cyl 11 1
3:0208 PLi Cyl 12 1
3:0209 PLi Cyl 13 1
3:0210 PLi Cyl 14 1
3:0211 PLi Cyl 15 1
3:0212 PLi Cyl 16 1
3:0213 PLi Cyl 17 1
3:0214 PLi Cyl 18 1
3:0215 PLi Cyl 19 1
3:0216 PLi Cyl 20 1
3:0217 Knock Cyl 1 1
3:0226 Knock Cyl 10 1
3:0227 Knock Cyl 11 1
3:0228 Knock Cyl 12 1
3:0229 Knock Cyl 13 1
3:0230 Knock Cyl 14 1
3:0231 Knock Cyl 15 1
598 Woodward
3:0232 Knock Cyl 16 1
3:0233 Knock Cyl 17 1
3:0234 Knock Cyl 18 1
3:0235 Knock Cyl 19 1
3:0236 Knock Cyl 20 1
3:0237 Knock Light Count Cyl 1 1
3:0257 Knock Heavy Count Cyl 1 1
3:0277 Average Exhaust Cyl Temp 10
3:0278 Exhaust Cyl Temp Spread 1
3:0279 Highest Exhaust Temp 1
3:0280 Highest Exhaust Cylinder 1
3:0281 Lowest Exhaust Temp 1
3:0282 Lowest Exhaust Cylinder 1
Woodward 599
3:0283 Exhaust Temp Cyl 1 10
3:0303 Turbo 1 Out Temp 10
3:0304 Turbo 2 Out Temp 10
3:0305 Turbo 1 In Temp 10
3:0306 Turbo 2 In Temp 10
3:0307 Oxidation Catalyst In Temp 10
3:0308 Oxidation Catalyst Out Temp 10
3:0309 Exhaust Temp Bank 1 10
3:0310 Exhaust Temp Bank 2 10
Analog Writes to Control

Analog Writes to Control
4:0001 Load Ref 10
4:0002 Speed Ref 10
4:0003 CH4% 100
4:0004 Fuel 1 Specific Gravity 10000
4:0005 Fuel 1 Ratio of Specific Heats 10000
4:0006 Fuel 2 Specific Gravity 10000
4:0007 Fuel 2 Ratio of Specific Heats 10000
4:0008 Force Misfire Level 1
4:0009 Force Misfire Cylinder 1
4:0010 Force Misfire Time 1000
600 Woodward
Chapter 21.
E3 Full Authority vs. E6 Full Authority
Functionality
The E6 Full Authority System provides state of the art integrated complete
engine control, using the LECM controller. This system consists of several
other Woodward products carefully integrated using the smart device
concept. The E6 Engine control contains the customized application
program, gathering data from the several sensors, and sending commands
to the smart devices.
The base functionality of the system will replicate the capabilities of the E3
Full Authority System.
Features carried over from E3 Full Authority are:
 Speed/load control (PWM/CAN actuator/ITB)
 Full Authority/Fuel Blending AFR Control using Dual TecJets
 Integrated Crank speed based Misfire detection
 Toolkit PC interface for programming, commissioning,
calibration, and service
 Integration with easYgen power management product line
 Engine Protection
New features include:

 Integrated internal ignition (EID Ignition)
 Island Mode AFR and Speed Control improvements
 Long-term and forensic SD log, ability to automatically send
email with log data
 Second TecJet Valve and Throttle Drivers for Stereo control
systems
 Manifold Bank Balancing for Vee-engines with separate
throttles
 Engine Start and Run Sequencing including Starter, fuel valve,
engine purge, and throttle management
 Plant Communications monitoring and control via Modbus
 Thermocouple inputs pre-designated for EGT up to 20
cylinders, 2 x Turbo In/Out and Oxidation Catalyst In/Out
 Ambient Pressure input
 NOx sensor and Closed-loop control
 Ignition Duration Control
 Ignition timing speed control assist
 Ethernet with DHCP and static IP address
 Real Time Clock with SNTP time server updates
 Load rejection Logic via Speed excursion
 Engine Jacket Water & Intercooler Water Cooling Fan LSS PID
Control 4-20 mA signal to Variable Frequency Drive (VFD)
 Engine, sensor, and AFR diagnostics
Features modified include:

 Password Levels
 Boost Control now with Throttle Feed-forward
 Knock Mitigation now with individual cylinder mitigation
 Communication to Ignition and knock now expanded and over
internal CAN
Woodward 601
Chapter 22.
Software Revision Overview
The “Revisions” section lists the updates per revision.
No updates as manual covers firmware revision New.
602 Woodward
Chapter 23.
Product Support and Service Options
Product Support Options

If you are experiencing problems with the installation, or unsatisfactory
performance of a Woodward product, the following options are available:
1. Consult the troubleshooting guide in the manual.
2. Contact the OE Manufacturer or Packager of your system.
3. Contact the Woodward Business Partner serving your area.
4. Contact Woodward technical assistance via email
(EngineHelpDesk@Woodward.com) with detailed information on the
product, application, and symptoms. Your email will be forwarded to an
appropriate expert on the product and application to respond by telephone
or return email.
5. If the issue cannot be resolved, you can select a further course of action to
pursue based on the available services listed in this chapter.
OEM or Packager Support: Many Woodward controls and control devices are
installed into the equipment system and programmed by an Original Equipment
Manufacturer (OEM) or Equipment Packager at their factory. In some cases, the
programming is password-protected by the OEM or packager, and they are the best
source for product service and support. Warranty service for Woodward products
shipped with an equipment system should also be handled through the OEM or
Packager. Please review your equipment system documentation for details.
Woodward Business Partner Support: Woodward works with and supports a

global network of independent business partners whose mission is to serve the
users of Woodward controls, as described here:
 A Full-Service Distributor has the primary responsibility for sales, service,
system integration solutions, technical desk support, and aftermarket
marketing of standard Woodward products within a specific geographic area
and market segment.
 An Authorized Independent Service Facility (AISF) provides authorized
service that includes repairs, repair parts, and warranty service on
Woodward's behalf. Service (not new unit sales) is an AISF's primary
mission.
 A Recognized Engine Retrofitter (RER) is an independent company that
does retrofits and upgrades on reciprocating gas engines and dual-fuel
conversions, and can provide the full line of Woodward systems and
components for the retrofits and overhauls, emission compliance upgrades,
long term service contracts, emergency repairs, etc.
A current list of Woodward Business Partners is available at

www.woodward.com/directory.
Product Service Options

Depending on the type of product, the following options for servicing Woodward
products may be available through your local Full-Service Distributor or the OEM
or Packager of the equipment system.
 Replacement/Exchange (24-hour service)
 Flat Rate Repair
 Flat Rate Remanufacture
Woodward 603
Replacement/Exchange: Replacement/Exchange is a premium program
designed for the user who is in need of immediate service. It allows you to
request and receive a like-new replacement unit in minimum time (usually within
24 hours of the request), providing a suitable unit is available at the time of the
request, thereby minimizing costly downtime.
This option allows you to call your Full-Service Distributor in the event of an
unexpected outage, or in advance of a scheduled outage, to request a
replacement control unit. If the unit is available at the time of the call, it can
usually be shipped out within 24 hours. You replace your field control unit with
the like-new replacement and return the field unit to the Full-Service Distributor.
Flat Rate Repair: Flat Rate Repair is available for many of the standard
mechanical products and some of the electronic products in the field. This
program offers you repair service for your products with the advantage of
knowing in advance what the cost will be.
Flat Rate Remanufacture: Flat Rate Remanufacture is very similar to the Flat
Rate Repair option, with the exception that the unit will be returned to you in “like-
new” condition. This option is applicable to mechanical products only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned for repair,
please contact your Full-Service Distributor in advance to obtain Return
Authorization and shipping instructions.
When shipping the item(s), attach a tag with the following information:
 return number;
 name and location where the control is installed;
 name and phone number of contact person;
 complete Woodward part number(s) and serial number(s);
 description of the problem;
 instructions describing the desired type of repair.
Packing a Control
Use the following materials when returning a complete control:
 protective caps on any connectors;
 antistatic protective bags on all electronic modules;
 packing materials that will not damage the surface of the unit;
 at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
 a packing carton with double walls;
 a strong tape around the outside of the carton for increased strength.
To prevent damage to electronic components

caused by improper handling, read and observe the
precautions in Woodward manual 82715, Guide for
Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
Replacement Parts
When ordering replacement parts for controls, include the following information:
 the part number(s) (XXXX-XXXX) that is on the enclosure nameplate;
 the unit serial number, which is also on the nameplate.
604 Woodward
Engineering Services
Woodward’s Full-Service Distributors offer various Engineering Services for our
products. For these services, you can contact the Distributor by telephone or by
email.
 Technical Support
 Product Training
 Field Service
Technical Support is available from your equipment system supplier, your local
Full-Service Distributor, or from many of Woodward’s worldwide locations,
depending upon the product and application. This service can assist you with
technical questions or problem solving during the normal business hours of the
Woodward location you contact.
Product Training is available as standard classes at many Distributor locations.

Customized classes are also available, which can be tailored to your needs and
held at one of our Distributor locations or at your site. This training, conducted by
experienced personnel, will assure that you will be able to maintain system
reliability and availability.
Field Service engineering on-site support is available, depending on the product

and location, from one of our Full-Service Distributors. The field engineers are
experienced both on Woodward products as well as on much of the non-
Woodward equipment with which our products interface.
For information on these services, please contact one of the Full-Service

Distributors listed at www.woodward.com/directory.
Contacting Woodward’s Support Organization

For the name of your nearest Woodward Full-Service Distributor or service facility,
please consult our worldwide directory at www.woodward.com/directory, which
also contains the most current product support and contact information.
You can also contact the Woodward Customer Service Department at one of the
following Woodward facilities to obtain the address and phone number of the
nearest facility at which you can obtain information and service.
Products Used in Products Used in Products Used in Industrial

Electrical Power Systems Engine Systems Turbomachinery Systems
Facility --------------- Phone Number Facility --------------- Phone Number Facility --------------- Phone Number
Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800
China ----------- +86 (512) 6762 6727 China ----------- +86 (512) 6762 6727 China ----------- +86 (512) 6762 6727
Germany: Germany ------ +49 (711) 78954-510 India --------------- +91 (124) 4399500
Kempen---- +49 (0) 21 52 14 51 India --------------- +91 (124) 4399500 Japan---------------+81 (43) 213-2191
Stuttgart - +49 (711) 78954-510 Japan---------------+81 (43) 213-2191 Korea ---------------+82 (51) 636-7080
India --------------- +91 (124) 4399500 Korea ---------------+82 (51) 636-7080 The Netherlands--+31 (23) 5661111
Japan---------------+81 (43) 213-2191 The Netherlands--+31 (23) 5661111 Poland -------------- +48 12 295 13 00
Korea ---------------+82 (51) 636-7080 United States -----+1 (970) 482-5811 United States -----+1 (970) 482-5811
Poland -------------- +48 12 295 13 00
United States -----+1 (970) 482-5811
.
Woodward 605
Technical Assistance
If you need to contact technical assistance, you will need to provide the following information. Please write
it down here before contacting the Engine OEM, the Packager, a Woodward Business Partner, or the
Woodward factory:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Manufacturer
Engine Model Number
Number of Cylinders
Type of Fuel (gas, gaseous, diesel,
dual-fuel, etc.)
Power Output Rating
Application (power generation, marine,
etc.)
Control/Governor Information
Control/Governor #1
Woodward Part Number & Rev. Letter
Control Description or Governor Type
Serial Number
Control/Governor #2
Serial Number
Control/Governor #3
Serial Number
Symptoms
Description
f you have an electronic or programmable control, please have the adjustment setting positions or the menu
settings written down and with you at the time of the call.
606 Woodward
Appendix A.
Connector Information
The LECM is not shipped with mating connectors because many applications
may have a standard wiring harness or it is desirable to have the mating
connectors in advance for wiring harness wiring. However, for service and
convenience, Woodward also carries LECM connector kits that contain all of the
mating terminal components used on the LECM. There is 1 kit per connector.
A kit provides all the necessary parts for the LECM Main Module J1 connector.
The kit part number is 8928-7414. Contents of the kit include:
 J1 mating connector
 130 hand crimp sockets for 18–20 AWG (1.0–0.5 mm2) wire
 60 sealing plugs for unused signal terminals
 4 sealing plugs for unused power terminals
A kit provides all the necessary parts for the LECM Main Module J2 connector.
 8 sealing plugs for unused power terminals (must be sealed)
A kit provides all the necessary parts for the LECM AUX Module J4 connector.
 8 sealing plugs for unused power terminals (must be sealed)
A kit provides all the necessary parts for the LECM EID Module J5 connector.
 4 sealing plugs for unused power terminals
Those who wish to create standard harnesses may want to purchase the
connectors only and get the socket terminals on reels for automated assembly. In
support of this need, the manufacturer part numbers are provided below for the
parts that are available from Deutsch (TE Connectivity):
Woodward 607
Component Deutsch Part # Notes

126 pin DRCP plug, key
J1 mating connector DRCP26-126SA
A
J2 mating connector DRCP28-86SB 80 pin DRCP plug, key B
J4 mating connector DRCP28-86SC 80 pin DRCP plug, key C
J5 mating connector DRCP28-86SA 86 pin DRCP plug, key A
#20 seal plugs 0413-204-2005 Suitable for signal pins
#12 seal plugs 114017 Suitable for power pins
#20 gold solid sockets 0462-005-2031 Suitable for 16-18 AWG
#20 gold solid sockets 0462-201-2031 Suitable for 18-20 AWG
#12 nickel solid sockets 0462-203-12141 Suitable for power pins
16–22 AWG (1.0–0.5 mm2) Suitable for #20 signals
1062-20-0144
stamped terminals on a reel Gold plated
12–14 AWG (2.0–3.0 mm2) Suitable for power pins
1062-12-0166
stamped terminals on a reel Nickel plated
10 AWG (4.0 mm 2) stamped Suitable for power pins
1062-12-0222
terminals on a reel Nickel plated
Automated production
HDP-400 For stamped terminals
crimping tool
Manual crimping tool HDT-48-00 For machined contacts
80/86-pin Backshell 4828-008-8605 Short edge exit
80/86-pin Backshell 4828-007-8605 Long edge exit
Woodward
126-pin Backshell Long edge exit
1634-1052
The sealed connectors on the LECM are not designed for removal by hand. After
input power is disconnected, the connectors can be removed using a 4 mm or
5/32” Allen head driver. When reinstalling the connectors, use 5 – 7 Nm (44 – 62
in-lb.) torque for the jackscrew. Using the correct torque is required to both avoid
damage and provide proper force on the gasket for a moisture seal.
These connectors use a “push-to-seat” design. To use the connectors, it is first

necessary to strip the wire, crimp on a terminal, and then push the wire into the
connector body from the back to seat it into the connector locking mechanism.
Care must be taken to align the terminal correctly with the connector when
pushing it into the connector body.
A crimp tool is necessary for proper field crimping of the mating terminals. In
practice, we have found that it is necessary to use the correct crimping tool to
avoid damaging the terminals and to get a good crimp. The hand crimping tool is
available from Woodward as part number 8992-557.
Each wire seals within the connector body individually to protect against dust and
water intrusion into the connector. In order to make a proper seal, the wire
insulation diameter on the signal wires (#20 contacts) must be between 1.6 mm
and 3.15 mm (0.063 and 0.124 inch). Likewise, the wire insulation diameter on
the power wires (#12 contacts) must be between 3.0 and 5.3 mm (0.118 and
0.210 inch).
All unused spaces must be filled with seal plugs into order to provide the water
seal and IP rating. On connectors without the power pins (J2 and J4) it is
necessary to plug all 6 power pin holes.
The mating connectors include provisions for tie straps to be used to hold down
the wires exiting the rear of the connector. These provisions are provided on all 4
edges.
608 Woodward
Figure A-1. Tie Strap Usage
Backshells are available for each connector. The 80 and 86-pin connectors have
two backshells available. One provides an exit along the short edge of the
connector and the other provides an exit along the long edge of the connector.
Figure A-2. Long Edge Exit

80/86-Pin Backshell
Figure A-3. Short Edge Exit

80/86-Pin Backshell
A single backshell is available for the 126-pin connector. It exits on the long
edge. This backshell may only be ordered from Woodward.
Figure A-4. Short Edge Exit

126-Pin Backshell
Woodward 609
Notes:
1. All dimensions are inches [metric]
2. Dimension tolerance ± 0.025 [0.64]
3. Material Specification:
Housing / Backshell = Plastic
(Black), TPA (Grey)
Grommet / Main seal = Rubber
Bolt = Steel / Zinc Plated
4. Plug Mating Torque = 44 – 62 in-lb
[5 – 7 Nm]
5. Refer to 0425-015-0000 for contact
and crimping details
6. Requires cover (not included) for
high pressure spray applications
7. Secure harness with tie wraps for
high vibration applications
8. See sheet 2 for alternate keys.
Consult factory for key availability.
9. This part mates with DRCP25-
126P**-**** (** = Key) (**** = MOD)
10. TPA shipped in open position, close
to secure terminals, remove to
service.
11. Use blade type probe for terminal
presence check
Figure A-5. 126-Pin Connector Drawing Sealing Range (Note 5)
610 Woodward
Table A-1. Sealing Range
Cavity Size Minimum Maximum

#20 0.063” [1.6 mm] 0.124” [3.15 mm]
#12 0.118” [3.0 mm] 0.210” [5.3 mm]
Figure A-6. 80/86-Pin Connector Drawing (Part 1)
Woodward 611
Notes:
1. All dimensions are inches [metric]
2. Dimension tolerance ± 0.025 [0.64]
3. Material Specification:
Housing / Backshell = Plastic
(Black), TPA (Grey)
Grommet / Main seal = Rubber
Bolt = Steel / Zinc Plated
4. Plug Mating Torque = 44 – 62 in-lb
[5 – 7 N·m]
5. Refer to 0425-015-0000 for contact
and crimping details
6. Requires cover (not included) for
high pressure spray applications
7. Secure harness with tie wraps for
high vibration applications
8. See sheet 2 for alternate keys.
Consult factory for key availability.
9. This part mates with DRCP25-
86P**-**** (** = Key) (**** = MOD)
10. TPA shipped in open position, close
to secure terminals, remove to
service.
11. Use blade type probe for terminal
presence check
12. This part replaces DRCP26-86S*
Figure A-6. 80/86-Pin Connector Drawing (Part 2)
612 Woodward
Recommended Wire Size and Types

The Society of Automotive Engineers (SAE) has a standard for on-engine cabling
called J1128. It covers many wire sizes and types. For individual wiring, the TXL,
GXL, and SXL wire types are common. TXL is Thin Wall, Cross Linked Polyolefin
Insulated and has the thinnest insulation. GXL is General Purpose, Cross Linked
Polyolefin Insulated and has a medium size insulation thickness. SXL is Special
Purpose, Cross Linked Polyolefin Insulated and has a very thick insulation layer.
Each type has different characteristics. In relation to the connector on the LECM,
the important characteristic difference between these cable types is the insulation
thickness.
The 126 and 86 pin connectors accept wire sizes of 12–14 AWG (3.0–2.0 mm2)
on the power pins in the center of the connector. In order to seal properly within
the connector, the wire insulation diameter must be greater than 2.26 mm (0.089
inches) but less than 3.94 mm (0.155 inches).
The 126, 80, and 86 pin connectors accept wire sizes of 16–20 AWG (1.0–0.75
mm2) on the signal pins. In order to seal properly within the connector, the wire
insulation diameter must be greater than 2.24 mm (0.088 inches) but less than
3.68 mm (0.145 inch). SXL, GXL, and TXL wire all fit within this range for 14
AWG wire.
Table A-2. Wire Sizes
Gauge
Type Use
(AWG)
TXL, GXL or SXL, Stranded,
12 Power Supply inputs
unshielded
GXL or SXL, Stranded, Discrete I/O, injectors,
18
unshielded ignition coils
Two or Three conductor,
18 4–20 mA, MPU, Prox, PWM
twisted, shielded
Three conductor stranded,
RS-232
18 twisted, shielded, 100 Ω
RS-485
impedance
Two by two conductor stranded,
18 twisted, shielded, 121  CAN
impedance
CAT 5e Ethernet, two by two
22 conductor stranded, twisted, Ethernet
shielded
Wire Gauge—AWG to Metric Comparison

Table A-3. Wire Gauge Comparison
Cross Sectional Area

Gauge (AWG) Diameter (mm) [inches]
(mm2)
12 2.05 mm [0.0808 inch] 3.31
14 1.63 mm [0.0641 inch] 2.08
16 1.29 mm [0.0508 inch] 1.31
18 1.02 mm [0.0403 inch] 0.82
20 0.81 mm [0.032 inch] 0.52
22 0.65 mm [0.0254 inch] 0.33
Woodward 613
Table A-3 is intended as a guide for determining the wire size that will fit into the
LECM connector(s). The wire size must also be evaluated for the maximum
current rating for each connection. Most places in this manual refer to various
AWG sizes as being equal to common metric sizes. For example, 18 AWG is
noted the same as 0.8 mm 2. Though they are not exactly the same physical
sizes, their use is interchangeable.
Connector Contact Installation

With the grey TPA (Terminal, Position, Assurance) section of the connector
removed, or open (as shown in the photos), follow the instructions to install
contacts in the LECM Deutsch connectors. Properly terminated contacts of the
appropriate size and type should be utilized in each the 12 AWG and 18 AWG
locations.
1. Insert the terminated contact into the chosen location on the connector.
2. Gently push the contact through the orange silicone seal inside the body
of the connector.
3. Continue pushing the contact into the body of the connector until an
audible ‘click’ is heard and the contact locks into place.
If higher than expected resistance is encountered during the process, relieve
pressure from the contact, incrementally change the approach angle, and apply
pressure again.
Figure A-7. Pin Insertion
The audible ‘click’ from step three is the contact passing the clip as shown in
Figure A-7. If the contact is not properly seated, the clip will block the grey TPA
section of the connector when it is closed.
Figure A-8. Illustration of Proper Seating of Contact in Connector
614 Woodward
After contact population is complete per Step 3, push the grey TPA section into
the body of the connector as shown in 4a and 4b until the TPA locks into position
with an audible ‘click’. After the grey TPA section is locked, confirm that each
contact is seated and locked properly in the connector with a gentle pull of each
wire. If any wires are not securely seated, follow the instructions in this appendix
to open the TPA and seat the contact properly then repeat steps for TPA closure
and contact seating verification.
Figure A-9. TPA Lock
Connector Contact Removal

To remove contacts from the Deutsch connectors, first disengage the connectors
from the LECM unit. The grey TPA section at the mating portion of the connector
locks the contacts into place. To remove the contacts, this grey section must be
removed first. Follow these instructions as illustrated for grey TPA section and
contact removal:
1. Insert a small flathead screwdriver carefully into one of the slots in the
grey TPA section outboard of the 12 AWG power pins. The thickness of
the screwdriver will expand the slot in the TPA section in an outboard
direction to unlock the TPA section for removal.
2. On the same side as step 1, insert a small flathead screwdriver carefully
into the side of the connector between the grey TPA section and the
orange seal.
3. With the screwdriver still inserted from step one, using the screwdriver as
a lever, gently pry open the grey TPA section of the connector with the
screwdriver from step two. If completing this one side at t time, open the
TPA section to a gap of about 1 or 2 mm from the orange seal.
Applying pressure to keep the side open, repeat the steps one through three on
the opposite side of the TPA section. Using these steps on both sides of the
connector, the grey TPA section of the connector can be removed in order to
access the contacts as shown in step four. Steps one, two, and three can be
completed on both sides of the connector simultaneously with enough small
screwdrivers.
Woodward 615
Figure A-10. TPA Removal
All contacts in the connector can be accessed after removing the grey section of
the connector. To remove individual contacts, follow the instructions illustrated on
this page:
5a. There is a locking clip at the base of each contact. A cross-section detail
of this clip is shown in Figure A-8. Push this tab gently away from the base
of the contact then carefully apply pressure to the contact to push it into the
body of the connector.
5b. Push the contact into the body of the connector as far as possible, then:
5c. gently pull the wire from the other side of the connector until the contact
is disengaged from the connector.
Figure A-11. Pin Removal
All steps in this process should be done very carefully and without the use of
excess force to avoid damage to the contact or connector body.
616 Woodward
Appendix B.
AMP Commissioning Procedure
The Application Management Procedure (AMP) below is a step-by-step
suggestion for installing an LECM for the first time on a given engine family. It is
generally recommended to perform the steps in the order listed.
Table B-1. Commissioning Procedure
Step Description Link

Vibration Isolator
1 Verify mounting isolator Installation
Requirements
Control I/O
2 Verify chassis grounding
Commissioning
Control I/O
3 Verify power grounding
Commissioning
Control I/O
4 Verify power input and fusing
Commissioning
Control I/O
5 Verify enabling inputs are fused
Commissioning
Control I/O
6 Verify load fusing
Commissioning
Control I/O
7 Verify output connections
Commissioning
Control I/O
8 Verify input connections
Commissioning
EFI Valve
Commissioning
9 Verify EID Driver output profile
Ignition Coil
Commissioning
EFI Valve
Commissioning
10 Verify EID Driver connections
Ignition Coil
Commissioning
Ignition Coil
Commissioning
11 Verify engine position sensing
Ignition Coil
Commissioning
EFI Valve
Commissioning
12 Verify EID Driver firing order
Ignition Coil
Commissioning
Control Temperature
13 Verify LECM temperature environment
Commissioning
Control Vibration
14 Verify LECM vibration environment
Commissioning
Control I/O Commissioning

In order to verify correct installation wiring and safe starting and stopping
capability, it is necessary to check all control I/O functionality.
Verify wiring using current injection, digital multi-meters, visual inspection, and
any other means necessary. Verify wiring polarity as well.
Woodward 617
Verify proper chassis ground strap is connected. The chassis strap is defined in
Grounding for Protection against Electrical Noise topic for more information..
Verify the ground using a multi-meter from the engine block to the LECM chassis.
The measurement should read the minimum for the meter (same as shorting the
two meter leads together).
Ensure if the power reference return is tied to the package chassis / engine
frame it is done at only one point. See Power Supply Grounding for additional
instruction.
Verify B+ is properly fused. See Input Power and Keyswitch topic for more
information depending on the LECM configuration used.
Verify the Keyswitch and driver enable signals are fused. See Input Power and
Keyswitch topic for more information and Driver Enable Input topic for more
information.
Verify the loads which are connected to B+ are all fused (these return to the LSO
channels). See Low Side Outputs with Current Feedback and Low Side Outputs
topic for more information for wiring information.
Verify that each output point is connected to the correct device by using test
modes in the software and verifying correct actuator / relay movement.
Verify that each input point is connected to the correct device by using current or
voltage injection in place of the devices for analog and digital inputs.
Communications networks will require special communications equipment to
validate.
EFI Valve Commissioning

At a minimum, perform these steps in order. Additional steps may be inserted as
desired.
Use an oscilloscope to verify the proper injector current profile is provided while
using a test mode. It is necessary to have a current probe for this activity.
Verify each output is wired to the correct cylinder. This is often accomplished by
enabling one output at a time and executing a test mode to operate that output
while using the current probe and oscilloscope to verify the signal.
Verify proper engine position and TDC offset (calibration) by turning over the
engine on the starter motor but keeping the fuel valve closed. A test instrument
will be necessary to identify TDC of cylinder #1.
Verify proper firing order using a test mode and multi-channel data collection (like
an oscilloscope). Crank the engine without fuel. Use one channel of the scope to
measure TDC using the engine position sensor. Use another channel with a
current probe to monitor the injector firing signal. Verify the correct timing.
Repeat for each cylinder.
Ignition Coil Commissioning

Use an oscilloscope to verify the proper ignition coil primary current profile is
provided while using a test mode. It is necessary to have a current probe for this
activity.
618 Woodward
Verify each output is wired to the correct cylinder. This is often accomplished by
enabling one output at a time and executing a test mode to operate that output
while using a timing light to verify the signal.
Verify proper engine position and TDC offset (calibration) by turning over the
engine on the starter motor but keeping the fuel valve closed. A test instrument
will be necessary to identify TDC of cylinder #1.
Verify proper firing order using a test mode and a timing light. Mark the flywheel
with unique marks for each cylinder TDC location. Crank the engine without fuel.
Connect the timing light to the ignition coil primary. Verify the correct timing.
Repeat for each cylinder.
Control Temperature Commissioning

It is appropriate to understand the actual temperatures that occur near and within
the LECM during worst case application.
General Items for Collecting Temperature Data

This procedure can be used to collect the results:
1. Operate the engine at maximum rated output
2. Record ambient temperature
3. Record temperature in the vicinity of the LECM as installed. This may be
done with infrared heat cameras, RTDs, thermocouples, or temperature
indicating strips.
4. After operating for more than 1 hour, record temperature reported from
the LECM application for each module (Main, EID, AUX). This is the data
taken from the on-board temperature sensors within the LECM on each
module.
An example of a temperature indicating strip is Thermax part TLCSEN034, which

provides a range from 77 C to 127 C.
Figure B-1. Temperature Indicator
Data Analysis
It is necessary to determine the maximum recorded ambient temperature for the
physical location where the engine is installed. This is likely done using an
internet search.
Add the difference between the current ambient temperature and the maximum
recorded temperature to all data collected in order to understand the worst case.
Woodward 619
Lower internal temperatures will result in a longer expected life of the LECM. If
any of the adjusted temperature data exceeds the limits indicated in this manual,
the application is too hot. Ambient temperature limits are indicated in LECM
Control Specifications at the end of this manual. Internal temperature limits are
indicated in the Temperature Sensor topic for more information..
Control Vibration Commissioning

General Items for Collecting Vibration Data
When collecting vibration data on an engine, ensure that the following points are
met.
1. Take data at each point in three orthogonal axes, X, Y, and Z.
2. Orient X along the axis of the engine crankshaft, Y normal to the
crankshaft in the horizontal plane, and Z in the vertical direction. If this
orientation is not achievable, orient axes as close as possible and make
sure to document axes with pictures.
3. Take data at the mounting point of the LECM. Locate the accelerometer
as close as possible to a mounting bolt of the LECM. Ensure the location
has high stiffness – for instance, not on a thin bracket a distance from
the mounting bolt.
4. Additionally, take data at a minimum of one point on the LECM.
5. Data can also be taken at any other points of interest on the product or
engine.
6. If the LECM is mounted to a bracket, ensure that data is taken where the
LECM mounts to the bracket (per 2 above) and at the base of the
bracket where it connects to the engine. Consider this for other
mountings too. It is a good practice to take data both where the LECM
mounts and where the LECM+bracket connects to the main engine
block.
7. When collecting the above data, record data at multiple engine
conditions. At a minimum take data at the maximum or rated engine
output condition, but also consider other output conditions that may
create different vibration levels. It is recommended to take data at 75%
and 100% load at a minimum.
Detailed Measurement Settings for Collecting Vibration Data

When using a vibration measurement device use the following settings.
1. Windowing: Hanning
2. Number of Averages: 100 or 200 lines
3. Record Grms data
4. Bandwidth: 20 Hz
5. Frequency Span: 2 kHz
6. High Pass Filter: 3 Hz
7. Low Pass Filter: 5 kHz
Data Analysis
The collected vibration data should be compared with the projected curves in
Figure 2-1 in order to assess the life of the unit at the measured vibration levels.
620 Woodward
Appendix C.
Outline Drawings
Figure C-1. EID/MAIN Vibration Isolator Installation
Woodward 621
3-Stack (EID+MAIN+AUX) Outline Drawings

Reference: Woodward outline drawing 9989-4524
Figure C-2. 3-Stack Outline Top View
622 Woodward
Figure C-3. 3-Stack Outline Front Side View
Figure C-4. 3-Stack Outline Right Side View
Drawings Notes:
1. Torque mating connector center bolt to 44-62 in-lbs. (5-7 Nm)
2. Unit shall be mounted using vibration isolation mounting kit Woodward
Part Number 8923-2031. See Figure C-1 for details.
3. Mounting plate defined by customer. Recommended thickness for use
with 45 mm long bolt: 0.118 – 0.236 inch (3 – 6 mm)
Woodward 623
Figure C-5. 3-Stack Outline Drawing ISO View
624 Woodward
Figure C-6. EID Mounting Hole Layout
Figure C-6 is suitable for use with EID Stand-Alone, Main+EID 2-stack
configurations, and Main+EID+AUX 3-stack configurations.
Woodward 625
2-Stack (EID+MAIN) Outline Drawings

Figure C-7. Main+EID Outline Top View
626 Woodward
Figure C-8. Main+EID Outline Front Side View
Figure C-9. Main+EID Outline Right Side View
Drawings Notes:
1. Torque mating connector center bolt to 44-62 in-lbs (5-7 Nm)
Woodward 627
Figure C-10. Main+EID Outline Drawing ISO View
See Figure C-6 for the Mounting Hole Layout View.
628 Woodward
2-Stack (MAIN+AUX) Outline Drawings

Figure C-11. Main+AUX Outline Top View
Woodward 629
Figure C-12. Main+AUX Outline Front Side View
Figure C-13. Main+AUX Outline Right Side View
Drawings Notes:
Figure C-13a. Main+AUX Outline ISO View
630 Woodward
Figure C-14. Main Mounting Hole Layout
Figure C-14 is suitable for use with Main Stand-Alone and Main+AUX 2-stack
configurations.
AUX Stand-Alone Outline Drawings

Woodward 631
Figure C-15. AUX Stand-Alone Outline Top View
Figure C-16. AUX Stand-Alone Outline Front Side View
Figure C-17. AUX Stand-Alone Outline Right Side View
Drawings Notes:
632 Woodward
Figure C-18. AUX Stand-Alone Outline ISO View
Woodward 633
Figure C-19. AUX Stand-Alone Mounting Hole Layout
MAIN Stand-Alone Outline Drawings

Figure C-20. MAIN Stand-Alone Outline Top View
634 Woodward
Figure C-21. MAIN Stand-Alone Outline Front Side View
Figure C-22. MAIN Stand-Alone Outline Right Side View
Drawings Notes:
Figure C-23. MAIN Stand-Alone Outline ISO View
Woodward 635
EID Stand-Alone Outline Drawings

Figure C-24. EID Stand-Alone Outline Top View
636 Woodward
Figure C-25. EID Stand-Alone Outline Front Side View
Figure C-26. EID Stand-Alone Outline Right Side View
Drawings Notes:
Figure C-27. EID Stand-Alone Outline ISO View
Woodward 637
Metric Proximity Sensor

Woodward part number: 1689-1114
Figure C-28. Metric Proximity Sensor
SAE Proximity Sensor

Woodward part number: 1689-1115
Figure C-29. SAE Proximity Sensor
638 Woodward
LECM Control Specifications
Operating Overall size of

Current
Configuration Temperature Mass the equipment
(A)
(°C) (L x W x H):
- 22.9X16.5X5.3
1.6 kg
Aux 40°C≤Tamb≤105° 0.8 cm
C 3.5 lb.
9.0 X 6.5 X 2.1 in
22.9X33.0X8.1
- 4.2 kg cm
Aux + Main 40°C≤Tamb≤100° 6
C 9.3 lb. 9.0 X 13.0 X 3.2
in
- 22.9X33.0X5.3
3.1 kg
Main 40°C≤Tamb≤100° 5 cm
C 6.8 lb.
9.0 X 13.0 X 2.1
30.5X43.2X7.1
4.1 kg cm
EID -40°C≤Tamb≤85°C 20
9.0 lb. 12.0 X 17.0 X2.8
in
30.5X43.2X8.0
5.9 kg
Main + 5 (M) cm
-40°C≤Tamb≤85°C 13.1
EID 20 (E) 12.0 X 17.0 X
lb.
3.13
30.5X43.2X10.2
6.9 kg
Aux + Main + 6 (M+A) cm
-40°C≤Tamb≤85°C 15.3
EID 20 (E) 12.0 X 17.0 X4.0
lb.
in
Input Power
Voltage 18–32 Vdc (24 Vdc nominal)
Power Consumption (Aux) 0.8 A maximum (worst case loads)
Power Consumption (Main) 6 A maximum (worst case loads)
Power Consumption (EID) 20 A maximum (worst case loads)
Speed Signal Inputs
Speed Input Voltage Magnetic Pickup: 1.4–70.0 V peak-to-peak
Proximity Switch: 9–32 Vdc
Speed Input Frequency 10 Hz to 15 kHz
Proximity Input Duty Cycle 10–90% to 10 kHz
Discrete Inputs
Type Configurable via wiring for Sinking or Sourcing
Impedance 25 kΩ
Analog Inputs
Type 0–5 Vdc, 4–20 mA, ±2.5 V, 0-1.25 V
Input Impedance 100 k for Vdc input
200 Ω for 4–20 mA input
Resolution 12 bits
Accuracy 0.5% of full scale typical
Temperature Inputs
Type PT RTD, J or K Thermocouple
Resolution 12 bits
Woodward 639
Accuracy 3% of full scale
Engine Sensor Inputs
Type Analog voltage sensor
Accuracy 1% of full scale
Resolution 12 bits
Input Impedance 49.9 k, 221 k, 1 k
UEGO Inputs
Type Bosch LSU 4.9
Boolean/PWM Outputs
Type 11 High Side Outputs
8 Low Side Outputs
4 Low Side Outputs with current feedback
4 Configurable HSO, LSO, Push-Pull
Max Output Current 800 mA for each HSO
3 A for each LSO
100 mA for each configurable driver
PWM Frequency Range 30–2000 Hz (configurable) for LSO
30–3000 Hz (configurable) for TRIG
Analog Outputs
Type 4–20 mA sourcing output
Max Load Impedance 420
HV Transducer Power Output
Voltage Level 12 Vdc or 20 Vdc software configurable
Current Limit 500 mA (Main), 100 mA (EID)
Sensor Power Output
Voltage Level 5 V ±2%
Current Limit 500 mA
Driver Outputs
Voltage Level 50 - 125 Vdc and 24 Vdc
Current Limit 23 A pull-in (peak current)
Type Totem pole driver
Digital Cores
Main Board MPC5566, 3MB Flash, 640kB RAM, 256kB EE
EID Board MPC5644, 4MB Flash, 196kB RAM, 128kB EE
AUX Board MPC5644, 4MB Flash, 196kB RAM, 128kB EE
Environment
Storage Temperature –40 to +120 °C (–40 to +248 °F)
Humidity 95% at +60 °C (+140 °F)
Mechanical Vibration 8.1 Grms (accelerated qualification level)
Mechanical Shock 40 G
CE Compliant EMC Directive, LVD, ATEX Directive (Zone 2,
Group II), RoHS
Enclosure Protection IP-69k, IP-67
Maximum Altitude 3500m/11,483ft
Pollution Degree 2 (Inside LECM cavity and under completed
connectors)
640 Woodward
Declarations
Woodward 641
642 Woodward
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Woodward 643
We appreciate your comments about the content of our publications.
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Please reference publication 26783.
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PO Box 1519, Fort Collins CO 80522-1519, USA

1041 Woodward Way, Fort Collins CO 80524, USA
Phone +1 (970) 482-5811  Fax +1 (970) 498-3058
Email and Website—www.woodward.com
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized
service and sales facilities throughout the world.
Complete address / phone / fax / email information for all locations
is available on our website.

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Product Manual 26783

(Revision New, 10/2016)

E6 Full Authority System

Any unauthorized modifications to or use of this equipment

This publication may have been revised or updated since this

The latest version of most publications is available on the

If the cover of this publication states "Translation of the Original

Revisions—Changes in this publication since the last revision are

WARNINGS AND NOTICES ......................................................................... 16

Illustrations and Tables

Figure 1-1. LECM Modularity................................................................................30

Table 1-2. Hardware and Current Consumption ..................................................31

The following are trademarks of Woodward, Inc.:

Warnings and Notices

The engine, turbine, or other type of prime mover should be

The products described in this publication may present risks

Be prepared to make an emergency shutdown when starting

The Emergency shutdown application software action will

On- and off-highway Mobile Applications: Unless Woodward's

IOLOCK: driving I/O into a known state condition.

Network connections like CAN stay active during

The IOLOCK state is asserted under various

NOTE—Additional watchdog details and any

To prevent damage to a control system that uses an

RISKS OF CALIBRATION AND CHECKOUT—The

FUSE POWER SUPPLY MAINS—The power supply

DISCONNECTING DEVICE—A switch or circuit

Electrostatic Discharge Awareness

Follow these precautions when working with or near the control.

Zone 2, Category 3, Group II G, Ex nA IIC T4 Gc X IP54

Restriction Declared to 2011/65/EC COUNCIL DIRECTIVE of the

North American Compliance

Table: Configurations for Max Temperature Ambient

American American Bureau of Shipping – 2015 Steel Vessel Rules 4-

China China Classification Society Rules for Classification of Sea-

Det Norske Veritas – Class guideline — DNVGL-CG-0339.

Class NK 2014 Guidance for the Approval and Type

Special Conditions for Safe Use

Wiring must be in accordance with North American Class I, Division 2, or

Field wiring must be suitable for at least Tamb+10 °C.

Do not remove covers or connect/disconnect

Before doing any maintenance, always

To reduce the risk of electric shock,

External fire protection is not provided in the

This unit is not qualified for use in residential

The LECM family of products is not intended for direct sale to

Due to regulatory requirements listed in the specifications section, these

AFR Air Fuel Ratio I/O input/output PN part number

Acronym Description Acronym Description Acronym Description

Acronym Description Acronym Description Acronym Description

Manifold Air thermal

The LECM hardware is capable of managing and controlling reciprocating

Woodward's ToolKit interface software provides an easy-to-use tool for

The LECM is designed to be installed directly on the engine. On engine mounting

EID Module Each module can be used:

Figure 1-1. LECM Modularity

Input/ Output Arrangement

Table 1-1. Input/Output Arrangement

Module Inputs Outputs