Calibration and Settings of Volvo Engine

Calibration and Settings of Volvo Engine

Parameter Setting

Connection of special tool VODIA

Connection of special tool VODIA

TAD1640GE, TAD1641GE, TAD1642GE,

TAD1641VE, TAD1642VE, TAD1643VE

Function

It is possible to read and adjust parameters with the VODIA tool, part no.3838619, as described in the following pages.

The VODIA tool is connected to the diagnostics socket, a 6-pin connector; refer to VODIA user instructions for instructions.

Adjustable parameters

NOTICE! Some parameters require special authorization.

Inverted regulator mode

Select if droop value is to be active.

Alternative modes: “No droop value” or “Variable droop value”

Preset mode: “Fixed droop value”

Regulator mode

Select if droop value is active.

Alternative modes: “Off” or “No”

Preset mode: ”No”

Primary regulator mode

Selects the regulator to be used when the regulator contact is closed.

Alternative modes: ”Isochronous” or ”Droop value”

Preset mode: ”Isochronous”

Regulator gradient

Determines the droop value to be used (gradient)

Min. value: 10 Nm/revolution

Preset value: 25 Nm/revolution

Max. value: 128 Nm/revolution

Stop function

Preset mode: ”Stop”

CIU stop function

The CIU unit stop signal is energized during “Operations” or “Stop”.

Preset mode: ”Stop”

Lamp test

This parameter determines if a lamp test is to be performed when the system is started.

Alternative modes: “Off” or “On”

Preset mode: “On”

Idling speed

Setting idle revolutions.

Min. value: 550 rpm

Preset value: 600 rpm

Max. value: 800 rpm

TAD1650VE: 700 rpm

Idle voltage (CIU)

Throttle control input signal voltage to corresponding idle at the CIU unit.

Min. value: 0.30 V

Preset value: 1.17 V

Max. value: 1.90 V

Voltage max. rpm (CIU)

Throttle control input signal voltage to corresponding full throttle at the CIU unit.

Min. value: 1.90 V

Preset value: 4.50 V

Max. value: 4.70 V

Pre-heating for ignition

Selects if pre-heating is to be activated directly the ignition is turned on. If the parameter is in ”Off” mode, pre-heating and post heating must be activated manually via the ignition lock or pre-heater button.

Alternative modes: “Off” or “On”

Preset mode: “Off”

Alarm limits

Alarm threshold, high oil temperature

A warning lamp is lit at this temperature.

Min value: 120 °C (248 °F)

Preset value: 125 °C (257 °F)

Max value: 130 °C (266 °F)

Alarm threshold, high coolant temperature

A warning lamp is lit at this temperature.

Min value: 95 °C (203 °F)

Preset value: 98 °C (208 °F)

Max value: 107 °C (217 °F)

Engine protection

Oil temperature

Determines whether engine protection is to be activated in respect of high oil temperature. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Coolant temperature

Determines whether Volvo engine protection is to be activated in respect of high coolant temperature. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Coolant level

Determines whether engine protection is to be activated in respect of low coolant level. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Charge air temperature

Determines whether engine protection is to be activated in respect of high charge air temperature. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Charge pressure

Determines whether engine protection is to be activated in respect of high charge air pressure. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Oil pressure

Determines whether engine protection is to be activated in respect of low oil pressure. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Piston cooling pressure

Determines whether engine protection is to be activated in respect of low piston cooling pressure. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Crankcase pressure

Determines whether engine protection is to be activated in respect of high crankcase pressure. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Overspeed warning shutdown

Determines whether engine protection is to be activated in respect of overspeed. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

Exhaust temperature (only TWD1643GE)

Determines whether engine protection is to be activated in respect of high exhaust temperature. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No”

Preset mode: “Yes”

CAN bus settings

Background

With new emission legislations the requirements on customer panels increases and a document describing what needs to be implemented in the OEM CAN panels is needed.

Requirements on OEM panels

There is one message that has to be sent to the VP EECU and that is the VP status message. See section VP STATUS MESSAGE: OC FF 46 11. Without this message the EECU will set a fault code on the CAN bus and disregard more communication.

Engine interface connector (EIC)

The EIC contains 8 pins with the following functions:

1 CAN High

2 CAN Low

3 Battery minus

4 Battery plus

5 Ignition and energized to run extra stop

6 Energized to extra stop

7 J1587A

8 J1587B

This is where any CAN panel shall connect to battery plus and battery minus in order to be powered. Battery after key and extra stop shall get the positive voltage from pin 4 (battery plus) when powered.

Battery after key - signal

The battery after key - signal is a “wake up” signal to the EMS. When this pin get powered the main relay will be activated which will power the EMS and the EMS will start to communicate.

This pin should have power for as long as the EMS is supposed to communicate. The EMS will hold this relay even without getting power via this signal once the software is up and running. However, in order to avoid problems in the aftermarket, it shall always be power on this pin when the EMS is supposed to communicate.

NOTICE! The battery after key signal can be configured via VP aftermarket tool. So that the engine will stop if power is removed from the pin. (Pin 5 in the 8- pole Engine Interface Connector; EIC). It shall also always be possible to power this pin without having to start the engine in order to be able to work on the engine with after market tools.

Extra stop - signal

The stop input signal, stops the engine when voltage is applied to this pin. (Pin 6 in the 8-pole Engine Interface Connector; EIC)

Never have a stop signal being continuously sent to a powered control unit. If there is a continuous active stop signal over time, it could damage the engine control unit. Figure 1 shows that the stop signal should be sent as a pulse signal.

The voltage to the stop signal should come from pin 4 in the engine interface connector.