Woodward ECM3 Product Manual
  1. Manuals
  2. Brands
  3. Woodward Manuals
  4. Control Systems
  5. ECM3
  6. Product manual

Woodward ECM3 Product Manual

Electronic fuel injection control
Hide thumbs Also See for ECM3:
Table of Contents

Advertisement

Quick Links

Released
Product Manual 26348
(Revision E, 01/2022)
Original Instructions
ECM3
Electronic Fuel Injection Control
Installation and Operation Manual
EC-US-L1

Advertisement

Table of Contents
loading
Need help?

Need help?

Do you have a question about the ECM3 and is the answer not in the manual?

Questions and answers

Subscribe to Our Youtube Channel

Related Manuals for Woodward ECM3

Summary of Contents for Woodward ECM3

  • Page 1 Released Product Manual 26348 (Revision E, 01/2022) Original Instructions ECM3 Electronic Fuel Injection Control Installation and Operation Manual EC-US-L1...
  • Page 2 Revisions— A bold, black line alongside the text identifies changes in this publication since the last revision. Woodward reserves the right to update any portion of this publication at any time. Information provided by Woodward is believed to be correct and reliable. However, no responsibility is assumed by Woodward unless otherwise expressly undertaken.

  • Page 3: Table Of Contents

    ROGRAMMING AND ERVICE OOLS Introduction ..............................64 Connecting the ECM3 to a PC ........................65 Loading Woodward Software Tools on the PC ................... 65 Applying Power to the ECM3 ........................65 Toolkit Software Instructions ........................65 Watch Window Software Instructions ......................70 Using Watch Window ..........................
  • Page 4 Figure 2-34b. CAN-2 and CAN-3 On Engine Enhanced Wiring Diagram ........... 60 Figure 3-1. ASCII/RTU Representation of 3 ....................61 Figure 4-1. Connecting the ECM3 to a PC ....................65 Figure 5-1. Sensor Symbol Key ........................74 Figure 5-2. Pattern 1 ........................... 75 Figure 5-3.
  • Page 5 Figure C-2. Metric Proximity Sensor ......................90 Figure C-3. SAE Proximity Sensor ......................90 Table 1-1. Input/Output Arrangement ......................9 Table 1-2. ECM3 Processor Capabilities ....................10 Table 2-1. Wiring Types ..........................17 Table 2-2. J1 Pinout ............................ 21 Table 2-3. J2 Pinout ............................ 22 Table 2-4.

  • Page 6: Warnings And Notices

    Start-up 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 system that...
  • Page 7 Released Manual 26348 ECM3 Electronic Fuel Injection Control 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 condition where all output circuits and signals will default to their de-energized state as described below.

  • Page 8: Electrostatic Discharge Awareness

    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.

  • Page 9: Regulatory Compliance

    This product is certified as a component for use in other equipment. The final combination is subject to acceptance by CSA International or local inspection. The ECM3 is suitable for use in Class I, Division 2, Groups A, B, C, D per CSA for Canada and US or non-hazardous locations only.
  • Page 10 Released Manual 26348 ECM3 Electronic Fuel Injection Control 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.

  • Page 11: Chapter 1. General Information

    Control. The ECM3 provides control of electronic fuel injection systems for gas, diesel, and dual fuel reciprocating engines. The ECM3 (depending on GAP program) can perform a number of functions in addition to fuel injection, but its primary purpose is fuel injection.

  • Page 12: Control Specifications

    (EUP), and Common Rail (CR). The primary purpose of the ECM3 is to control the timing and duration of up to 24 fuel injection devices on a “group 3” reciprocating engine. Group 3 engines include all reciprocating gas and diesel engines producing more than 500 kW per engine but less than 100 kW per cylinder.
  • Page 13 Using the CAN communication links to expand functionality and control creates a networked engine with less wiring, thereby increasing reliability. The ECM3 uses a patented automatic calibration procedure for all fuel injectors that it controls. The automatic calibration procedure runs continuously while the control is operational to compensate for electrical resistance changes over temperature and valve movement differences caused by pressure and wear out effects.

  • Page 14: Figure 1-1. Ecm3 Outline Drawing

    Released Manual 26348 ECM3 Electronic Fuel Injection Control Figure 1-1. ECM3 Outline Drawing (Dimensions are shown in inches) Woodward EC-US-L1...

  • Page 15: Chapter 2. Installation

    • Protect the unit from direct exposure to exhaust manifolds. Mount low on the engine. • The operating range of the ECM3 control is –40 to +85 °C or less depending on injector current output. • Do not install near high-voltage or high-current devices.

  • Page 16: On-Engine Mounting

    On-Engine Mounting Vibration isolators should be used when mounting the ECM3. For example, when mounting to a plate directly on a side or end of the engine, the vibration isolators are used between the ECM3 and the mounting plate. To install the ECM3 using the vibration isolators, first install the isolators onto the ECM3. Then install the ECM3 with isolators onto the mounting plate.

  • Page 17: Figure 2-1. Vibration Isolator Installation

    Wiring harnesses should have strain relief no further than 30 cm (12 inches) from the control. The ECM3 must be located so that no wire or cable (except those noted later) in the ECM3 harness exceeds 10 meters in total length.

  • Page 18: Temperature Specifications

    Temperature Specifications The temperature rating of the ECM3 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.

  • Page 19: Electrical Connections

    ECM3. See Appendix A for mating connector usage instructions. The sealed connectors on the ECM3 are not designed for removal by hand. After input power is disconnected, the connectors can be removed using a 4 mm Allen head driver. Individual wires can be removed using an extraction tool (included in connector kit).

  • Page 20: Grounding For Protection Against Electrical Shock

    Recommended Grounding Practices Providing a proper ground for the ECM3 is important. Improper connection of the ECM3 chassis to the ground plane 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.
  • Page 21 150 kHz so take care in choosing ground schemes. It may be beneficial for all additional shield terminations, except at the ECM3, to be ac coupled to earth through a capacitor or not connect to earth at all.

  • Page 22: Harsh Emc Environmental Guidance

    The ignition control system should be located at least 15 cm (6 inches) away from the ECM3 control, and cabling of the two systems should either be segregated by 15 cm (6 inches) or double shielding may work to segregate 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 ECM3 validation tests.

  • Page 23: Ecm3 Wiring Diagrams

    ECM3 Wiring Diagrams Terminal Locations All connections are located on the top face of the ECM3. Signals are separated logically so that left and right banks of a Vee engine can be supplied by dedicated connectors thus simplifying the harness design.
  • Page 24 Released Manual 26348 ECM3 Electronic Fuel Injection Control Table 2-3. J2 Pinout Fuel Injection Drivers Injector 1 (+) J2-41 Injector 13 (+) J2-55 Injector 1 (–) J2-40 Injector 13 (–) J2-54 Injector 1 Shield J2-33 Injector 13 Shield J2-37 Injector 3 (+)
  • Page 25 Released Manual 26348 ECM3 Electronic Fuel Injection Control Table 2-4. J3 Pinout Analog Inputs Analog Input 14 (+) J3-34 Analog Input 15 (+) J3-17 Analog Input 14 (–) J3-33 Analog Input 15 (–) J3-35 Analog Input 14 Shield J3-24 Analog Input 15 Shield...

  • Page 26: Input Power

    Injector power should only come from a battery stack with a charging system or a power supply implemented as explained below. The bus impedance from the source to the ECM3 is critical; it must be a low-impedance bus. The battery stack or power supply must be located within 30 m (100 feet) of wire length and the positive and negative wires twisted with approximately 1 twist per 5 cm (2 inches) or at least the wire jackets mostly touching along their length.
  • Page 27 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 ECM3 to any one fuse. Use the largest wire size possible for the chosen connectors that also meets local code requirements. Time delay...
  • Page 28 The ECM3 input power wiring must be routed separately from all other wiring. Due to the large injection currents, these wires carry large amounts of noise that can interfere with sensitive equipment. If the wires must be routed together with other wires, shielding is recommended.

  • Page 29: Figure 2-4. Input Power Wiring Diagram

    The ECM3 accepts passive magnetic pickup (MPU) sensors or active proximity probe (Hall effect) sensors. When proximity sensors are used, power for the sensor is provided by the ECM3. The speed inputs can be used for detecting speed, angular position, or both with a missing tooth flywheel or camshaft gear.
  • Page 30 10 µs minimum period In GAP, speed input #1 is found in the ECM3 Chassis block as “SS_1”. Speed input #2 is found in the ECM3 Chassis block as “SS_2”. The third input which is intended for TDC or Phase is found in the ECM3 Chassis block as “SS_3”.

  • Page 31: Figure 2-5 Duty Cycle

    Most ignition systems ground the speed sensors. This technique eliminates common mode protection built into the ECM3 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.

  • Page 32: Figure 2-7. Mpu Signal Arm And Trigger

    Figure 2-7. MPU Signal Arm and Trigger If the sensor is wired with the (+) terminal connected to the (+) input of the ECM3, the center of the tooth will be the trigger. If the sensor is wired with inverse polarity, timing will be shifted from this point.

  • Page 33: General Purpose Analog Inputs

    Speed inputs #2 and #3 are similar. Each input has a dedicated shield connection. Connections are made to J1. See Table 2-11 for pinout of both speed sensor inputs. The Woodward active proximity sensor is shown. The ECM3 supplied proximity power should always be used for signal isolation. Multiple proximity sensor power output connections are also provided to ease wiring connections.
  • Page 34 The shield should be connected to the correct Analog Input shield pin on the ECM3. 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.

  • Page 35: Figure 2-11. Current Input Wiring Diagram: Loop Powered

    Released Manual 26348 ECM3 Electronic Fuel Injection Control Twisted, ECM-3 Shielded cable J3-24 4-20 mA Loop Powered J3-34 AI #14 100k J3-33 100mA Loop J3-26 J3-25 Insert short jumper for 4-20 mA use Figure 2-11. Current Input Wiring Diagram: Loop Powered Figure 2-12.

  • Page 36: Figure 2-13. Voltage Input Wiring Diagram: Self-Powered

    The shield should be connected to the correct Analog Input shield pin on the ECM3. The shield may be connected to the 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.

  • Page 37: Engine Sensor Analog Inputs

    Better than ±0.75% of full scale (±0.0375 Vdc) typical Temperature Drift Better than ±1.1% of full scale (±0.1125 Vdc) worst case Currently, all inputs of this type on the ECM3 have the same input impedance as shown in the table below. Table 2-17. Engine Sensor Analog Input Impedance...

  • Page 38: Figure 2-14. Engine Sensor Analog Input Wiring Diagram

    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 is no connection at the ECM3 for the shield. The shield should be connected to the ECM3 mounting plate at the ground strap location.

  • Page 39: Temperature Sensor Analog Inputs

    ±2.4% of full scale (1.33 V) worst case Temperature Sensor Analog Inputs There are inputs on the ECM3 dedicated to on-engine analog temperature signals. The sensor inputs accept a 0-5 Vdc signal from resistive temperature sensors. The input is single ended with a simple pull- up resistor to 5 Vdc.

  • Page 40: Figure 2-15. Temperature Sensor Analog Input Wiring Diagram

    Released Manual 26348 ECM3 Electronic Fuel Injection Control Currently, all inputs of this type on the ECM3 have the same input impedance as shown in the table below. Table 2-22. Temperature Sensor Analog Input Impedance Connection Input Impedance Connector AI_17 1 k...

  • Page 41: Boolean And Pwm Inputs

    300 ppm/C In GAP, discrete input #15 is found in the ECM3 Chassis block as “DI_15”. Discrete input #6 is “DI_16”. The GAP block “BOOL_IN” should always be used with this input if it is to be used as a Boolean input.

  • Page 42: Figure 2-16. Boolean Usage

    PWM signals may originate from a sensor or from another electronic control. The originating device must be powered or referenced to the same power source used on the input power pins of the ECM3. Like other signals on the ECM3, maximum wiring length is limited to less than 10 meters. All cabling should be 18 or 16 AWG for proper crimp strength at the ECM3 connector and for engine vibration durability.

  • Page 43: Figure 2-18. Pwm Input Wiring Diagram

    Boolean wiring is not intended to be shielded. Like other signals on the ECM3, maximum wiring length is limited to less than 10 meters. All cabling should be 18 or 16 AWG for proper crimp strength at the ECM3 connector and for engine vibration durability.

  • Page 44: Figure 2-20. Sourcing Input Wiring Diagram

    Max Input Voltage 28 Vdc In GAP, discrete input #2 is found in the ECM3 Chassis block as “DI_2”. Discrete input #3 is found as “DI_3” and so forth. The GAP block “BOOL_IN” should always be used with this input.

  • Page 45: Boolean And Pwm Outputs

    All outputs are individually optically isolated. However, all share a common power supply and return circuit. Each output uses a protected MOSFET that will protect the ECM3 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.
  • Page 46 500 Vac as a group In GAP, discrete output #1 is found in the ECM3 Chassis block as “DO_1”. Discrete output #2 is “DO_2 and so forth. The GAP block “BOOL_OUT” should be used with this output when Boolean application is desired.

  • Page 47: Figure 2-22. Pwm Output Wiring Diagram For L-Series, Fcv, Flo-Tech

    PWM wiring such as control signals to a Woodward actuator. Shielding should be unbroken between the ECM3 and the receiving device. Shielding should not be grounded anywhere in the system along the cable’s length. The shield should be connected to the receiving device as required in the product manual for that device.

  • Page 48: Figure 2-25. Pwm Output Wiring Diagram For Linear Actuator

    The output cannot be synchronized to engine position (crank angle). Like other signals on the ECM3, maximum wiring length is limited to less than 10 meters. All cabling should be 18 or 16 AWG for proper crimp strength at the ECM3 connector and for engine vibration durability.
  • Page 49 There are 24 fuel injection outputs internally grouped in sets of three. These groups are called injection groups. There are two boost supplies internal to the ECM3 that boost the 24 Vdc input voltage to 125 Vdc for fuel injection. Each boost supply provides power for 12 fuel injection outputs.

  • Page 50: Figure 2-27. Fuel Injection Group Design

    Released Manual 26348 ECM3 Electronic Fuel Injection Control +Inj Common Injector Injector Injector +Inj +Inj +Inj Common Common Common Figure 2-27. Fuel Injection Group Design The injector outputs are ordered by counting through the first of each injection group followed by the second and last by the third.
  • Page 51 J1–28 J1–29 J1–36 Like other signals on the ECM3, maximum wiring length is limited to less than 10 meters. All cabling should be 18 or 16 AWG for proper crimp strength at the ECM3 connector and for engine vibration durability.

  • Page 52: Figure 2-28. Fuel Injection Output Wiring Diagram

    Figure 2-28. Fuel Injection Output Wiring Diagram Serial Communication Ports There are two serial ports on the ECM3. They may both be used simultaneously and may both be configured independently. Performance of any one port will depend on how many ports are in use and the port traffic.
  • Page 53 Protocols Supported Woodward ServLink, Modbus RTU, Modbus ASCII In GAP, the RS-232 port is found in the ECM3 Chassis block as “COMM_1”. One of the GAP blocks “SIO_PORT” or “MOD_PORT” should be used with this port. Use “SIO_PORT” for Woodward Servlink (service tool) application.

  • Page 54: Figure 2-29. Rs-232 Wiring Diagram

    Protocols Supported Woodward Servlink, Modbus RTU, Modbus ASCII In GAP, the RS-485 port is found in the ECM3 Chassis block as “COMM_2”. One of the GAP blocks “SIO_PORT” or “MOD_PORT” should be used with this port. Use “SIO_PORT” for Woodward Servlink (service tool) application.
  • Page 55 (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.

  • Page 56: Figure 2-30. Rs-485 Wiring Diagram

    Port 1 is electrically isolated from all other circuits in the ECM3. It may be used for on-engine or off-engine communications. Isolation used on this port is SELV rated with respect to product safety requirements.
  • Page 57 This cable does not include the extra wire used to carry the common reference. It is suitable for use with CAN2 and CAN3 on the ECM3. It can also be used with CAN1 (the isolated port) if an extra wire is used for CAN common.

  • Page 58: Figure 2-31. Can Cable Cross-Section

    Figure 2-31. CAN Cable Cross-Section 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.
  • Page 59 A daisy chain (zero drop length) connection is not feasible at the ECM3 connection due to the sealed connector design. The next best alternative is to use a very short drop line from the trunk into the ECM3. Special ‘T’ connectors (Tap in the diagram above) are available from multiple manufacturers to ease the wiring harness manufacture.

  • Page 60: Figure 2-33A. Can-1 Wiring Diagram

    CAN Port #1 may be used for off-engine wiring to control rooms. It is electrically isolated from all other circuits in the ECM3. Isolation used on this port is SELV rated for product safety requirements. Wiring length restrictions depend on the baud rate used. Table 2-41 is appropriate for CANopen, at the 4 supported baud rates.

  • Page 61: Figure 2-33B. Can-1 Wiring Diagram-On And Off Engine

    Released Manual 26348 ECM3 Electronic Fuel Injection Control ECM-3 On engine Off engine shielded CAN shielded CAN CAN-1 cable with cable with J3-13 external common wire common wire (Termination resistors Transceiver not shown) J3-10 J3-12 Common wire Device J3-11 CAN-1 Com Direct ground 0.68 uF+1 ohm...

  • Page 62: Figure 2-34B. Can-2 And Can-3 On Engine Enhanced Wiring Diagram

    Released Manual 26348 ECM3 Electronic Fuel Injection Control (Termination resistors ECM-3 not shown) CAN-1 Shielded J2-12 CAN Cable without common wire Transceiver J2-9 J2-20 Device J2-21 CAN-1 Com Common wire run adjacent to cable All Units On Engine Figure 2-34b. CAN-2 and CAN-3 On Engine Enhanced Wiring Diagram Table 2-42.

  • Page 63: Chapter 3. Serial Communications

    The ECM3 supports two Modbus transmission modes. The mode defines the individual units of information within a message and the numbering system used to transmit the data. Only one mode per Modbus network is allowed.
  • Page 64 A transaction consists of a request from the master to a slave unit and the slave’s response. The ECM3 can directly communicate with a DCS or another Modbus supporting device on a single communications link, or through a multi-dropped network. If multi-dropping is used, up to 246 devices (ECM3 or other devices) can be connected to one Master device on a single network.

  • Page 65: Port Adjustments

    None time-out period Port Adjustments Before the ECM3 will communicate with another device, the communication parameters must be verified. These values are set in the GAP program, and the GAP programmer may also make these values tunable if desired. Table 3-5. Modbus Communication Port Adjustments...

  • Page 66: Chapter 4. Programming And Service Tools

    Only trained personnel should have access to these tools. Two program download and service tools are available for the ECM3 control. The Woodward Toolkit is the primary service software. The alternate service software is the Woodward Watch Window system. Both software tools run on a PC that is connected to the control with a RS-232 serial cable.

  • Page 67: Connecting The Ecm3 To A Pc

    ECM3 Electronic Fuel Injection Control Connecting the ECM3 to a PC Connection of a generic PC to the ECM3 is required in order to load application software and view/tune within that software application. Figure 4-1 shows the connection details. Shielded...
  • Page 68 Downloading the GAP Application Code The ECM3 may be shipped from the factory with a default GAP program. If no application is loaded or a new application needs to be loaded, the application can be downloaded by selecting the option Load Application from the File menu.
  • Page 69 A warning screen will ask that the user make sure the prime mover is shut down before downloading. When the warning screen has been addressed by clicking Next >, the application file (SCP) to load into the ECM3 must be selected. Woodward...
  • Page 70 Manual 26348 ECM3 Electronic Fuel Injection Control Once the file is selected, click Next > to begin the download. The ECM3 will automatically reboot and start a boot loader to accept the new program. After the new connection is established (automatically) the new application download will begin. A progress meter indicates the download status.
  • Page 71 Using Toolkit Here are brief instructions for using the Toolkit to view and tune the variables for your ECM3. These instructions are meant to be introductory. Full on-line help is available in Toolkit. There are three basic types of control parameters within Toolkit. These are: •...

  • Page 72: Watch Window Software Instructions

    Opening Communications with the ECM3 Initial ECM3 Communications Before communications can begin between the Watch Window software and the ECM3, a Network Definition file must be created. Once this file is created and saved, it never has to be recreated unless a new GAP application program is installed.
  • Page 73 “<unidentified>”. The user should note this name. See example below. Downloading the GAP Application Code The ECM3 may be shipped from the factory with a default GAP program. In order to download a new GAP-generated application program it is necessary to use the Watch Window Professional service tool.
  • Page 74 Released Manual 26348 ECM3 Electronic Fuel Injection Control Right click on this tab to display a pop-up menu and select LOAD APPLICATION. See example screen below. Once the Load Application selection has been made, the Inspector window will close and a new window will appear.

  • Page 75: Using Watch Window

    Start the ServLink server and open a new file. Select the proper COM port for your PC, verify that POINT TO POINT communications mode is selected, and verify that the baud rate matches the baud rate of the ECM3 control. See the on-line help file if you have been changing the port settings of your control.

  • Page 76: Figure 5-1. Sensor Symbol Key

    ECM3 Electronic Fuel Injection Control Chapter 5. Speed and Position Sensing The ECM3 has a total of 3 inputs that can be used for speed sensing for a variety of purposes. The following sections will explain the options. Speed Sensing for Fuel Injection The fuel injection algorithms need to know the engine speed and position relative to a known reference.

  • Page 77: Figure 5-2. Pattern 1

    The primary group is the group that will be used by default. If any one sensor in the primary group fails, the ECM3 will switch over to the backup sensor group. Again, either of the above patterns may be used for the backup group. It is not necessary to use the same pattern type for the primary and the backup groups.
  • Page 78 Released Manual 26348 ECM3 Electronic Fuel Injection Control Because there are only 3 inputs available for EFI speed sensing, one of either the primary or the backup group must use pattern 4. 4-Cycle Engine In this application, both speed and Top Dead Center (TDC) of cylinder #1 are needed as well as the engine phase.

  • Page 79: Figure 5-4. Pattern 2

    Released Manual 26348 ECM3 Electronic Fuel Injection Control Phase Camshaft Gear Speed Crankshaft Flywheel 60+ teeth Figure 5-4. Pattern 2 Phase Camshaft Gear Speed Crankshaft Flywheel 60+ teeth Figure 5-5. Pattern 8 Many varieties of two-sensor system are possible. In all cases, speed is measured from a sensor located on the crankshaft flywheel.

  • Page 80: Figure 5-6. Pattern 3

    Released Manual 26348 ECM3 Electronic Fuel Injection Control fuel injection event after this reset starts over again with injection output #1. The sensor does not need to be located exactly at the TDC point for the engine phase. A software offset is available to compensate for actual sensor location.

  • Page 81: Figure 5-8. Pattern 7

    Released Manual 26348 ECM3 Electronic Fuel Injection Control Phase Missing tooth for TDC Camshaft Gear Speed & Crankshaft Gear 60+ teeth Figure 5-8. Pattern 7 TDC & Phase Camshaft Gear Speed Crankshaft Flywheel 60+ teeth Figure 5-9. Pattern 9 If a single-sensor system is to be used, a gear wheel on the camshaft is the only choice. A minimum of 120 teeth is required on the gear to maintain the desired fuel injection accuracy.

  • Page 82: Figure 5-10. Pattern 5

    The primary group is the group that will be used by default. If any one sensor in the primary group fails, the ECM3 will switch over to the backup sensor group. Again, any of the above patterns may be used for the backup group given the limitation of 3 total sensor inputs. It is not necessary to use the same pattern type for the primary and the backup groups.

  • Page 83: Chapter 6 Product Support And Service Options

    • 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...

  • Page 84: Returning Equipment For Repair

    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.

  • Page 85: Engineering Services

    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.

  • Page 86: Technical Assistance

    ECM3 Electronic Fuel Injection Control 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...

  • Page 87: Appendix A. Connector Information

    Woodward also carries an ECM3 connector kit that contains all of the mating terminal blocks used on the ECM3. A single kit provides all the necessary parts for the ECM3. The kit part number is 8928-7138. Contents of the kit include: •...

  • Page 88: Recommended Wire Size And Types

    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 ECM3, the important characteristic difference between these cable types is the insulation thickness.

  • Page 89: Wire Gauge-Awg To Metric Comparison

    Wire Gauge—AWG to Metric Comparison Table A-3 is intended as a guide for determining the wire size that will fit into the ECM3 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.

  • Page 90: Appendix B. Commissioning Procedure

    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 Refer to Woodward Application Note 51275, In-Pulse II and ECM3 Engine Commissioning Procedure. Woodward EC-US-L1...

  • Page 91: Appendix C. Proximity Sensors

    Sensor is sealed and potted internally making it oil and moisture resistant • Transient voltage protection for CE and marine spec levels provided internally. • The connector on the sensor mates with Woodward part number 1631-002 (MS3106A-10SL-3S). Hall Effect Sensor Current Limit Figure C-1.
  • Page 92 Released Manual 26348 ECM3 Electronic Fuel Injection Control Metric Proximity Sensor Woodward part number: 1689-1056 Figure C-2. Metric Proximity Sensor SAE Proximity Sensor Woodward part number: 1689-1058 Figure C-3. SAE Proximity Sensor Woodward EC-US-L1...

  • Page 93: Appendixd Technical Specifications

    Released Manual 26348 ECM3 Electronic Fuel Injection Control Appendix D Technical Specifications Table D-1. ECM3 Control Specifications Input Power Voltage 18–32 Vdc (24 Vdc nominal) Power Consumption Application-specific Speed Signal Inputs Magnetic Pickup: 1.4–70.0 V peak-to-peak Speed Input Voltage Proximity Switch: 5–28 Vdc...
  • Page 94 Released Manual 26348 ECM3 Electronic Fuel Injection Control Table D-1. ECM3 Control Specifications (cont’d.) Environmental On-engine mounting with application-defined temperature Max Operating Temperature limits –40 to +120 °C (–40 to +248 °F) Storage Temperature Humidity 95% @ +60 °C (+140 °F)

  • Page 95: Revision History

    Regulatory Compliance Updated EMC Directive to 2014/30/EU specifications Removed ATEX Directive Removed "The ECM3 is suitable for use in European Zone 2, Group II environments per self-declaration to EN 60079-15." Removed reference to European Zone 2 in wiring methods specification Removed Special Conditions for Safe Use sections •...

  • Page 96: Declarations

    Released Manual 26348 ECM3 Electronic Fuel Injection Control Declarations Woodward EC-US-L1...
  • Page 97 Released Manual 26348 ECM3 Electronic Fuel Injection Control THIS PAGE INTENTIONALLY LEFT BLANK Woodward EC-US-L1...
  • Page 98 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.

Table of Contents