` EMDEC

SYSTEM

DESCRIPTION
The EMDEC system is an electronic engine speed control and fuel management system. It is designed to provide optimal control of critical turbocharged engine functions which affect fuel economy, smoke, and emissions. The system also provides the capability to protect the engine from serious damage resulting from extreme operating conditions, such as high engine temperatures or low oil pressure. The major on engine sub-systems of EMDEC include: The Electronic Control Module(s) (ECM) The Electronic Unit Injectors (EUI) Engine Sensors Wiring Harnesses (External, Injector, Sensor and Power)

ELECTRONIC CONTROL MODULE(S)

The engine mounted Electronic Control Module(s) (ECM), as typically shown in Figure , provides the control logic for overall engine management. The ECM receives electronic inputs from the locomotive throttle interface and sensors on the engine, and uses the information to control engine operation.The ECM continuously performs self diagnostic checks and monitors the other system components. System diagnostic checks are made from the moment that the Engine Control circuit breaker is closed - on through engine start up and during all engine operating modes.

The ECM s pre-programmed memory controls the basic engine functions, such as rated speed and power, timing and quantity of fuel injection, engine governing, cold start logic, transient fuel delivery, diagnostics, and engine protection. The control logic determines the duration and timing of fueling for DLW, Varanasi Page 1

precise fuel delivery and opti-mum fuel economy based on predetermined calibration tables in the ECM memory.Multiple ECM units are employed on engines with twelve (12) or more cylinders.One ECM is called the master (or Sender), while the others are referred to as receivers. The master ECM is the primary controller of the engine. It receives input from the various sensors, then determines proper timing and communicates this information to the injectors it controls. The master ECM sends this information to receiver ECM(s). The receiver ECM(s) signal their injectors to operate in the same manner.

ELECTRONIC UNIT INJECTORS (EUI)

The Electronic Unit Injectors (EUI) perform the same basic function as the mechanical unit injectors (MUI). They both time, meter, pressurize and atomize the fuel. The metering and timing functions of the EUI are controlled electrically by the EMDEC system, while the pressurizing and atomizing are done mechanically with an injector plunger and follower actuated by the engine cam and rocker arm system.Refer to Section earlier in this manual for operation and maintenance information on the Electronic Unit Injectors (EUI) and the EMDEC fuel delivery system. Also see Section 15 for detailed troubleshooting information to check operation of the EUI injectors with the EMDEC system .

ENGINE SENSORS
The EMDEC system engine sensors provide information to the master ECM regarding various engine performance characteristics. The information sent to the ECM isused to regulate engine performance, activate the engine protection system, and provide diagnostic information. The following engine sensors are currently provided with the EMDEC system: Timing Reference Sensor (TRS) Synchronous Reference Sensor (SRS) Air Inlet Temperature Sensor (ATS) Air Box (Turbo Boost) pressure Sensor (TBS) Air Box Temperature Sensor Oil Pressure Sensor (OPS) Oil Temperature Sensor (OTS) Crankcase Pressure Detector Coolant Pressure Sensors (2) (CPS DLW, Varanasi Page 2

Fuel Pressure Sensors (2) (FPS) Fuel Temperature Sensor (FTS)

ENGINE PERFORMANCE SENSORS

Timing and Synchronous Reference Sensors: The Timing Reference Sensor (TRS) indicates the crank position of every cylinder. The Synchronous Reference Sensor (SRS) indicates a speci c cylinder in the ringorder. See Figure 12-18 on page 12B-3 for a representative illustration of these sensors, and refer to EMDEC TIMING TARGETS AND SENSORS in Section 6 earlier in this manual for additional information on the application of these sensors.

Air Box (Turbo Boost) Pressure Sensor: The Air Box Turbo Boost Pressure Sensor (TBS), Figure 12-19., provides data to the ECM for use in smoke control. This device is mounted to the underside of the crankcase pressure detector, as shown in Figure 12-20, where it is connected by a short exible line to the engine air box.

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Air Inlet Temperature Sensor:

The Air Inlet Temperature Sensor (ATS) provides necessary data to the ECM to vary injection timing for cold starts and white smoke control.Refer to Troubleshooting Section 15 for detailed information to check operation of the ATS engine performance sensor with the EMDEC system .

Air Box Temperature Sensor:

The Air Box Temperature Sensor is used to provide necessary data to the ECM to vary injection timing for smoke control.Refer to Troubleshooting Section 15 for detailed information to check operation ofthe this engine performance sensor with the EMDEC system .

ENGINE PROTECTION SENSORS

See Engine Protection Section 13 for additional application information on each of the engine protection sensors. Refer to Troubleshooting Section 15 for detailed information to check operation of the engine protection sensors with the EMDEC system.

Oil Pressure Sensor:

The Oil Pressure Sensor (OPS) activates the engine protection if the engine lube oil pressure at the turbocharger drops to a predetermined setpoint.

Oil Temperature Sensor:

The Oil Temperature Sensor (OTS) will activate engine protection if oil inlet temperature exceeds a predetermined setpoint.

Crankcase Pressure Detector:

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The Crankcase Pressure Detector, Figure 12-20., activates engine protection if crankcase pressure increases to a predetermined positive setpoint.

Coolant Pressure Sensors:

The Coolant Pressure Sensors (CPS) monitor coolant pressure drop across the engine to activate the engine protection when the difference in pressure values is greater than a predetermined setpoint.

ENGINE DIAGNOSTIC SENSORS

See Fuel Oil System Section 11 for additional application information on the engine diagnostic sensors. Refer to Troubleshooting Section 15 for detailed information to check operation of the engine diagnostic sensors with the EMDEC system.

Fuel Pressure Sensor(s):

The Fuel Pressure Sensor (FPS) monitors fuel supply pressure to warn of an impending power loss. On 20-cylinder engine applications where two (2) sensors are used,fuel pressure drop across the engine ( lters and injectors) is monitored to detectwhen the difference in pressure values is greater than a predetermined setpoint.

Fuel Temperature Sensor:

The Fuel Temperature Sensor (FTS) measures fuel supply temperatures necessary for fuel consumption calculations and fuel input compensation by the ECM.

WIRING HARNESSES
EXTERNAL HARNESSES

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An external wiring harness provides the communications link between the master ECM and the EMDEC interface module which is located off engine in an electrical cabinet. The interface module receives throttle signals from the locomotive computer and converts them to DC speed reference signals which it sends to the ECM.The interface also receives various engine diagnostic information back from theECM to register any engine fault conditions on an annunciator panel or locomotive computer display, and to provide load information from EMDEC back to the locomotive computer so it can determine how well the engine is responding to the load.Multiple ECM units are employed on engines with 12 or more cylinders. One ECMis designated as the master (or sender), while the others are referred to as receivers.The ECM units communicate to each other over a 2 way serial link over which themaster unit can send and receive engine operational data signals.

EUI INJECTOR HARNESSES

There are two harnesses used to conduct signals from the ECM units to the EUI injectors to energize the solenoids which control the duration and timing of the injector fuel metering (poppet) valves.

SENSOR HARNESSES
Engine sensors are connected by harnesses to the master ECM to send various voltage signals relative to engine performance, protection and diagnostics - and are provided in the following 3 forms: 1. Magnetic pickups to sense targets mounted on the ywheel and provide synchronous (SRS) and timing (TRS) signals to each ECM computer for resetting and recalibration of the fuel injection on every revolution of the crankshaft. The SRS and TRS sensors are two wire devices. 2. Temperature sensors (Thermistors) are devices that react to an increase in temperature by reducing voltage. They operate within a range of 0 to 5 VDC and are used to provide oil (OTS), fuel (FTS), and air box and inlet temperature signals to the master ECM. 3. Pressure sensors (Capacitive Pressure Transducers) are devices that react to changes in pressure by changing capacitance, converting the capacitance to a voltage signal. They operate in a range of .5 to 4.5 VDC and are used to provide turbo boost (TBS), oil (OPS), coolant (CPS), fuel (FPS) pressure signals to the master ECM.

POWER HARNESS
Locomotive 74 VDC battery or auxiliary power is supplied to an isolated 74 to 24 VDC converter which is used exclusively to supply power to the EMDEC system.One feed provides this power to the EMDEC interface module located in an electrical cabinet, while a second feed connects to the engine mounted ECM units throughthe power harness.

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MAINTENANCE
Most connectors and terminals in the wiring harnesses on (or connected to) the engine are protected against moisture and dirt which could create oxidation and deposits on the terminals. This protection is important due to the very low voltage and current levels found in the electronic system. If, in the course of troubleshooting the EMDEC system (as described in Troubleshooting Section 15), a problem with a wiring harness or connection is indicated or suspected, it may be appropriate to repair the harness instead of replacing it entirely. Use care when checking the integrity of the connections or replacing terminals in them. It is possible to short between opposite terminals and damage certain components. Always use jumper wires between connectors for circuit checking. NEVER probe through a connector. When troubleshooting the harnesses, open circuits are often the most dif cult to locate by sight as oxidation or terminal misalignment conditions are hidden by theconnectors. Merely wiggling a connector on a sensor or in the wiring harness mayserve to correct the open circuit condition. This should always be considered whenan open circuit or failed sensor is indicated. Intermittent problems may also becaused by oxidation or loose connections.EMDEC connectors should be dis-connected using the proper un-latching tool. Theappropriate repair procedure for changing a terminal or connector is as follows: 1. Use a Pick tool to remove the existing terminal by pushing in the locking ear on the terminal, and then pulling the terminal through the end of the connector that plugs into the sensor or ECM. 2. Detach the wire from the terminal close to the terminal (if still attached). 3. Strip back the wire 3.63 mm (1/7 ) and pull wire through the connector rst before crimping on new terminal. 4. Crimp the wire to the core of the new terminal using crimping tool #12085271. 5. Crimp the terminal to the wire insulation using crimping tool #12085270. 6. Pull the wire back through the connector so the new terminal pulls back into the connector and snaps into place. See Service Data for a list of standard tools and connectors.

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