ATTENTION ! The Digital ECU Tuner 3 device is designed only for motor sports and cannot be used on public roads! The installation of the device may be carried out only by the trained specialists.
Table of contents The installation of the software..................................................................................................................5 Connecting the device................................................................................................................................6 Configuration.............................................................................................................................................7 Sensors’ configuration.................
ECUMASTER DET3 „FUEL IMPLANT” TECHNOLOGY By using the „Fuel Implant” technology, it is possible to directly control the injectors opening time by using the Speed Density algorithm. It enables the precise control of the fuel’s dose independently from the main ECU, which brings the device’s actions closer to those of the Stand Alone type of computer. Thanks to the ‘implantation’ system, the installation and tuning of the device is much easier in comparison to the typical SA computer.
The installation of the software In order to use the Fuel Implant technology you should install the right software for Windows and the appropriate firmware of the device. The software can be found on the CD included with the device or on the producer’s website www.ecumaster.com. After installing the software, connect with the device and update its firmware (File/Upgrade Firmware).
Connecting the device On the Picture below there is a typical example of the DET3 device’s connection in the „Fuel Implant” configuration with using the factory sensors and the external MAP sensor. DIGITAL ECU TUNER 3 Power Out #1 Power Ground Power Out #2 Analog Out Analog In #4 Analog In #3 Analog In #2 Analog In #1 +5V Out Ground Frequency In Ignition In Pullup Frequency Out Ignition Out Bipolar Ign. Out Bip. Ign. Out Inv.
Configuration Attention! Disconnect all injectors before setup the configuration! Basic parameters of the configuration of the device can be found in the SA Fuel Implant menu. General setup In the General setup menu we can define the basic parameters. Enable Alpha-N It activates the Alpha-N algorithm. In case of this algorithm, the engine load is defined only on the basis of the TPS signal.
Enable Baro correction Turning this option on makes the device taking into the consideration the correction of the current barometric pressure. The barometric pressure is read directly after starting the device. Number of cylinders This number describes the number of cylinder of the modified engine. This value is used to calculate the base time of the injection. Engine displacement The engine’s capacity in the cubic centimetres. This value is used to evaluate the base time of the injection.
Sensors’ configuration To make sure the device is working properly and it correctly calculates the fuel dose, you should connect and calibrate the following sensors: 1) Coolant temperature sensor (CLT), 2) Intake air temperatur sensor (IAT), 3) Throttle position sensor (TPS), 4) Intake manifold absolute pressure sensor (MAP) In most cases, you can use the engine factory sensors, which are currently present in the modified engine (codividing the sensors by the DET3 device and the factory ECU).
Sample calculations: Uin = 4.94V, Uout = 4,05V, Rk = 10000 (10K) Rx = 10000 * (4.94 – 4.05)/4.05 = 2197 ohm When you are using the additional temperature sensor, you should connect it to the DET3 device according to the scheme below. The Rx resistor should be in the 2-4k7 range, depending on the sensor’s characteristics.
Attention ! The sensors’ calibration doesn’t write down the settings in the device’s memory, it only generates the calibration curve! Intake air temperature sensor Rules of connecting and calibrating the air temperature sensor are identical to those of the coolant temperature sensor. Attention ! Intake air temperature sensor (IAT) is the key sensor used to calculate the fuel dose, that is why it cannot be ever omitted.
Injectors The DET3 device has 2 power outputs with the 5A load each. Because of this, we can connect to each of them 4 high-resistance injectors or two low-resistance injectors with the resistor limiting the current (6Ohm, 25W+). There are three ways of connecting the injectors: 1) All injectors connected to one power output, working in the „Batch Fire” mode +12V 20 Power Out #1 19 Power ground DET 3 2) Injectors are connected to both power outputs, working in the „Batch Fire”.
ATTENTION! Exceeding the outputs’ load limit (5A) will lead to the damage of the power outputs, what may cause the permanent opening of the connected injectors ! ATTENTION! The line powering the injectors (+12V) should be protected with the suitable fuse and the powering should take place only with the ignition being turned on ! ATTENTION! The ground used to control the injectors (Power ground) should be a connected by different wire than the one used to power the device (Ground pin 10).
Injection mode There are three working modes available: 1) Batch fire output 1 – in this mode, all injectors (not more than 4) are connected to the Power Out #1 output, 2) Batch fire output 1& 2 – in this mode, the injectors are connected to both power outputs and are working simultaneously, 3) Bank Fire – in this mode, the injectors are connected to both power outputs and are working in turns.
Cranking Parameters responsible for the engine’s start-up can be defined in the Cranking menu. The basic setting is the injectors’ opening time during the engine’s start-up. This time can be defined in the 2D Cranking time table. It should be noticed that this time is given in 1/10ms units, that is 1ms = 10 unit in the table. The starting dose depends on the engine’s temperature and it grows with its decrease.
Afterstart enrichment During the engine’s start-up the Afterstart Enrichment phase begins. It is in this phase that the additional enrichment of the fuel dose in order to maintain stable engine revolutions, takes place. The enrichment depends on the temperature of the liquid coolant (the cooler the engine is the stronger the enrichment should be). A 2D table determines the percentage of enriching the fuel dose in the temperature function of the coolant.
Warmup enrichment Enrichment of the fuel dose in the function of coolant compensate temperature the fact, is used that in to low temperatures, the fuel doesn't vaporize well. At the engine’s enrichment should working be temperature 100% (no enrichment). In order of additional securing of the engine from overheating you can introduce small enrichment of the mixture above the working temperature (additional fuel can in many cases help to cool down the engine).
Acceleration enrichment During acceleration (sudden opening of the throttle) significant pressure change takes place in the intake manifold thus an air flow, which leads to a temporal reduction of the mixture and the impression of a non smooth car acceleration. In order to prevent this from happening acceleration enrichment is used. It is calculated from the speed of changing the angle of throttle position sensor, the current angle of the throttle opening and the current engine revolutions.
The next important tables are Acceleration enrichment RPM factor and Acceleration enrichment TPS factor table. The first defines the way in which the value from the Acceleration enrichment dTPS rate table will be scaled by factor dependent on engine revolution. The higher the revs the enrichment value is lower. The second map defines the way of scaling the value from the Acceleration enrichment dTPS rate table map depending on the opening angle of the throttle.
Narrowband O2 sensor (NGO) DET3 device has the possibility to change the contents the mixture on the basis of readings from the narrowband O2 sensor (NGO). For the 0.45V voltage sensor reads stoichiometric mixture (Lambda=1). Thanks to this in the scope of low engine load, it is possible to correct the mixture, to reach the stoichiometric composition.
Tables switch input DET 3 device has Tables Switch Input (Pin 2), which is primarily used to switch the table set (it allows the user to prepare two sets of tables depending for example from the type of fuel used). In the Fuel Implant mode it is possible to use this input as an additional analog input.
Boost control Using DET3 in Fuel Implant mode gives the possibility of controlling the boost pressure both in open loop and closed loop. In order to be able to use the boost control all injectors have to be connected into the first power output (pin 20 of the device, work in full group mode). Open Loop Controlling the boost pressure in Open Loop mode is based only on duty cycle of PWM signal controlling the electric valve. Because of that depending on the conditions (i.e.
Parameter description Enable boost control Activates boost control functionality. Max Overboost Maximum pressure allowed in kPa. Above this value the controller sets DC of the electric valve to 0%. PWM Frequency Frequency of the signal controlling the valve. Depending on the valve, the frequency can be 10-100Hz. Correct setting of PWM frequency results in optimal work of the electric valve. Max, Min DC Minimum and maximum duty cycle of the signal by which the valve works stable.
P, I, D Controllers PID factors (kP, kI, kD), determining how “strong” influence has each of the regulators members. Integral windup Maximum saturation of integral element of PID regulator. Feedback +,Maximum and minimum values by which can the PID algorithm change the DC of the electric valve defined in the Boost DC Table.
Launch control Launch control function (starting procedure) is used to set the optimal starting engine speed (for a given RPM the ignition is cut off). In turbocharged engines, it also enables the increase of the boost pressure at the start thanks to retarded ignition and an increased fuel dose. Caution ! Using the launch control function in the turbocharged engines may lead to damaging the turbocharger.
Wiring diagram for frequency input: Frequency In(10) Pullup (8) DET 3 Activation Switch (SW1)
Parametric output Parametric output is used for the parametric control of the external actuators. Depending on the electric current required by the actuator, direct controlling or controlling through an electric relay is possible. The current drawn from the Power Out #2 cannot exceed 5A (eg. it can be used directly to control LED diode, electrovalves, buzzer, etc.), .If the required current exceeds 5A (for example, fuel pump, water injection pump, etc.), electric relay must be used.
Parametric output configuration To configure the parametric output, choose the parameter window (Setup/Paramteric output configuration). In the configuration window, choose inputs, which will be used as function parameters, referential values and conditions, which fulfillment will activate the user output. Parameters Source1, Source2 and Source3 allow to choose the inputs. If interested in only one input, chose None as Source2 and Source 3.
Factory MAP/MAF sensor In Fuel Implant technology controlling the injectors is fully based on DET3 device. However the factory ECU has to constantly receive a correct signal from factory MAP sensor / flowmeter for accurate determination of the ignition angle and in order to avoid working in limp mode. There are a few possibilities of solving this problem.
Log Saving values of the sensors and parameters like time of opening the injectors, enrichments or actual RPM, in a log is an key activity in order to “tune” the engine. While analyzing a log one can optimize parameters / tables or find the cause of a not correct work of the engine. Logged signal Description TPS (Throttle position sensor) Value from the sensor of throttle position (in %) CLT(Coolant temperature) Coolant temperature Analog Out Voltage value on the Analog Out output Freq.
Freq. Out (Frequency Out) Current frequency in Hz on Frequency Out output Injection Out Time of opening of the injectors in ms Warmup(warmup enrichment) Value of enrichment of the mixture in the function of coolant temperature Acc.enrich.(Acceleration enrichment) Current value of acceleration enrichment Ign. Error(Ignition error) Error of decoding signal from the crank / cam sensor Analog In Value of the additional analog signal from Tables Switch input (pin2) NBO Corr.
Ignition control Ignition control is made analogically to the standard mode of the devices work. More information on this topic can be found in the DET3 manual.
Work mode sequence of DET3 Fuel Implant Current working mode of DET3 Fuel Implant is displayed on the Windows client status bar. The device can be running in one of the following modes: RPM > RPM Threshold Inactive RPM > 50 Cranking Afterstart Engine cycles > ASE cycles Running Inactive In this mode the device awaits signals from the crank/cam sensor. The time of opening the injectors is 0ms. Readings from all sensors connected with the device are possible.
Speed Density algorithm In Speed Density algorithm the injector opening time is calculated based on a physical model using absolute pressure in the manifold, volumetric efficiency of the engine under given load, engine speed and the temperature of the intake air that affects its density. Volumetric efficiency table is a parameter that is subject to modifications during the engines tuning and is defined on the VE Table map.
Alpha-N algorithm Algorithm Alpha-N is similar to Speed Density algorithm, however the pressure in the manifold is not taken into account, additionally the engine load is described by the opening of the throttle.
