Version 5.2

ECV5 and ECVI

Installation and Operation Manual

Class I, Div 2, Group D: T4 ISO 9001:2008 CERTIFIED

PREFACE

This manual provides instruction and maintenance information for the ECV5 Air Fuel Ratio Control System.

It is highly recommended that the user read this manual in its entirety before commencing operations. It is the policy of Continental Controls Corporation that it is neither our intention nor our obligation, to instruct others on how to design or implement engine control systems. Continental Controls Corporation will not assume responsibility for engine controls not designed or installed by our authorized representatives.

This manual is intended to help the end user install and operate the ECV5 air fuel ratio control and the ECVI display in the manner in which they were intended and in a way to minimize risk of injury to personnel or damage to engine or equipment.

Do NOT attempt to operate, maintain, or repair the fuel control valve until the contents of this document have been read and are thoroughly understood.

Every attempt has been made to provide sufficient information in this manual for the proper operation and maintenance of the ECV5 Emission Control Valve.

All information contained within shall be considered proprietary information and its release to unauthorized personnel is strictly prohibited.

If additional information is required, please contact:

Continental Controls Corporation

8845 Rehco Road San Diego, CA, 92121 (858) 453-9880

SAFETY WARNING!

The Continental Controls Fuel Control Valves are normally used with natural gas. Natural Gas and Air, when combined together, the mixture becomes very combustible. When contained within an enclosure, such as a gas turbine engine or its exhaust system can explode in a violent manner when ignited. It is necessary to always use extreme caution when working with any fuel system. Controls for Gas Engines should always be designed to provide redundant fuel shut downs. Towards this goal, the ECV5 Emission Control Direct Acting Gas Valve plays an important part in the safety of the whole system. The ECV5 is not the primary control to shut down the engine. The ECV5 Emission Control Direct Acting Gas Valve is NOT a shutoff valve. Shutoff valves should be used in addition to the Emission Control Valve. The fuel system should be designed in such a way that:

1. No single failure of a component will cause the fuel system to admit fuel to the engine when the engine has been shutdown.

2. No single failure can result in grossly over-fueling the engine when

attempting to start.

3. No fuel is trapped downstream of the ECV5 or potentially leaked into the engine fuel manifold. It is strongly recommended that the engine should be purged of any potential gas in the fuel manifold prior to turning on the ignition system. Additionally, the Ignition Permissive should be used to insure that the ignition system is on and operating prior to the ECV5 allowing gas to the engine.

Failure to follow the above rules may lead to possibly serious damage to equipment or injury to personnel!

Table of Contents

PREFACE I

SAFETY WARNING! II

TABLE OF CONTENTS III

INTRODUCTION TO AIR FUEL RATIO CONTROL FOR GAS ENGINES 1

BACKGROUND 1

RICH-BURN COMBUSTION 2

LEAN-BURN COMBUSTION 3

PRODUCTION OF EMISSIONS 5

EXHAUST GAS TREATMENT 6

PURPOSE OF THIS MANUAL 8

TERMS 9

THEORY OF OPERATION (WHY IT WORKS SO WELL!) 10

MECHANICAL VALVE DESIGN 10

FEATURES OF THE ECV5 (WHAT MAKES IT BETTER?) 12

SIMPLICITY 12

RANGE 12

CLOSED LOOP PRESSURE CONTROL 13

FULLY AUTOMATIC CONTROL 13

VARIABLE DYNAMIC GAIN 13

COMMUNICATIONS 13

INSTALLATION INSTRUCTIONS 15

THE ECV5 VALVE 15

FIELD SERVICE INITIAL STARTUP OF ECV5 AND ECVI 25 INSTALLATION OF THE ELECTRICAL 25 ECV5 COMMUNICATION VIA COMPUTER 33

USING THE ECV5 FOR LEAN BURN ENGINE CONTROL 40

ACCESSORIES AND OPTIONS - OPERATION AND INSTALLATION 41

EMISSION CONTROL VALVE INTERFACE, MODEL ECVI 41

LAMBDA SENSOR (O2 SENSOR) 42

HEATED O2 SENSOR 42

HEATED OXYGEN SENSOR CONTROLLER 42

WIDE-RANGE OXYGEN SENSOR 43

THERMOCOUPLES 44

CABLES 44

TURBO BALANCE LINE 45

TROUBLESHOOTING ECV5 46

PRODUCT WARRANTY 47

APPENDIXAPPENDIX 1 48

ECV5 ENVELOPE DRAWING 49

APPENDIX 2 52

ECVI ENVELOPE DRAWING 52

APPENDIX 3 54

ECV5 INTERFACE CABLE PIN OUT DRAWING 54

APPENDIX 4: ECVI PLC [VISION 120] HARDWARE CONFIGURATION 57

APPLICATION TYPE: STANDARD 57

APPLICATION TYPE: STANDARD 58

APPLICATION TYPE: LEAN BURN 59

APPENDIX 5 60

PRODUCT PART NUMBERS 60

MISCELLANEOUS PART NUMBERS 61

APPENDIX 6 62

MODBUS REGISTERS – SINGLE BOARD 62

APPENDIX 6 63

MODBUS REGISTERS – DOUBLE BOARD 63

APPENDIX 7 67

FUEL VALVE QUESTIONNAIRE 67

1

Introduction to Air Fuel Ratio Control for Gas Engines

Background

ears ago, before exhaust emissions were a concern, the natural gas engines used mainly by

mainly by the natural gas industry, were designed to run with excess air. The air-fuel ratio

ratio controllers were mechanical devices that were not very accurate and sometimes not

not even used. These engines ran very well with 5% to 20% excess air. The air-fuel ratio

ratio would often vary with load and as long as the engines would carry the load and didn’t

detonate or miss-fire, people were happy.

Later when exhaust emissions became important, it was discovered that these engines were running

with very high NOx levels, sometimes at the peak of the NOx curve. Two strategies evolved to

reduce the NOx while containing the CO and unburned hydrocarbons.

The first strategy is Stoichiometric or Rich-Burn combustion and the second strategy is called Lean-

Burn Combustion.

The picture on the next page is representative of the Cylinder Pressure on the vertical (Y-axis) and

the ratio of actual air-fuel ratio divided by the Stoichiometric air-fuel ratio on the horizontal (X-

axis). The graph is not to scale and does not represent any particular engine.

The Excess Air Ratio on the X-axis is referred to as Lambda. Stoichiometric air-fuel ratio is 1.0 in

the figure above. Rich-burn operation is to the left of the Stoichiometric point and Lean-burn

operation is any ratio to the right of the Stoichiometric point. As can be seen in the figure above, the

Excess Air Ratio, Lambda, needs to be much higher than 1.0, to reduce the NOx significantly.

Operation in the detonation or knock region and the incomplete combustion region must be avoided.

In the graph, it can be seen that the engine can be operated at a higher load or BMEP, without

detonating, when operating with a large amount of excess air. The higher BMEP means, more

horsepower is available and the engine will be a little more efficient because of the higher cylinder

pressure.

Chapter

1

Y

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Rich-Burn Combustion

The first method, and easiest to implement, was to operate the engines at a Stoichiometric fuel mixture. This is also referred to as “rich-burn” operation. A Stoichiometric mixture is the chemically correct fuel mixture for combustion, with near zero oxygen left over in the exhaust. This method of operation is suitable for a three-way catalytic converter. The mixture must be precisely controlled in order for the reaction in catalytic converter to oxidize the CO to CO2 and reduce the NO and NO2 to N2 and O2 and not have undesirable products left over.

Rich-Burn Oxygen Sensor In order to achieve the precision in the control of the mixture

required for the catalyst, an O2 sensor is placed in the exhaust before the catalytic converter. The output of the O2 sensor is fed back to the control device to close the loop on the amount of oxygen in the exhaust. The mixture is controlled to maintain very small oxygen content, less than 0.02% in the exhaust, as indicated by the voltage produced by the O2 sensor. This indicates that the combustion process is consuming nearly all of the oxygen. If higher oxygen content is indicated, the engine is running too lean and lower oxygen content indicates the mixture is too rich.

Benefits of Rich-Burn One of the benefits of engines running in a Rich-Burn mode with a

catalytic converter is they operate with very small quantities of NOx and CO in the exhaust. At the discharge of the catalytic converter, NOx in the range of a few parts per million is achievable. The disadvantage of this method of operation is the engine cannot generate as much power as it would in the Lean-Burn mode because with less airflow, the engine runs hotter.

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Lean-Burn Combustion

The second strategy for reducing emissions is to run the engine with as much excess air as possible. Any air/fuel reaction requires an energy source to initiate combustion. In natural gas engines, the spark plug performs this function. In the lean-burn engines, the combustion process is enhanced by pre-mixing the air and fuel upstream of the turbocharger before introduction into the cylinder. This creates a more concentrated mixture in the combustion chamber and reduces the occurrence of "knocking" or detonation. To prevent either knocking or misfiring, the combustion process must be controlled within a narrow operating window. Charge air temperatures and volume, together with air to fuel ratio and compression ratio, are constantly monitored. The microprocessor-based engine controller regulates the fuel flow, air/gas mixture and ignition timing. Lean-Burn engines are designed to operate at a lean air/gas ratio of Lambda = 1.7 (Traditional Stoichiometric natural gas engines have an air/gas ratio of Lambda = 1.0). In the chart that plots Break Mean Effective Pressure (BMEP) against Air Excess (Lambda), the operating window is a very narrow band where efficiency peaks and where NOx is near its minimum. A richer mixture (Stoichiometric) can potentially produce knocking and higher NOx emissions. A leaner mixture than Lambda 1.7 may not combust reliably and could cause misfiring, which raises HC emissions. Full-authority electronic engines, sensors and microprocessors in the new lean-burn engines are critical for maintaining combustion within these boundaries. The design of the lean-burn engine incorporates a simple open combustion chamber housed in the piston crown. The shape of the piston crown introduces turbulence in the incoming air/fuel mixture that promotes more complete combustion by thoroughly exposing it to the advancing flame front. The flame plate of the cylinder head is regular (flat) and the spark plug is centrally located. The air and gas are mixed using a governor controlled gas nozzle operating in a Venturi. If a power cylinder has more air compressed into it, the specific heat of the air charge in the cylinder is higher, which means, it can absorb the same quantity of heat with less temperature rise. The reduction in temperature causes a reduction in the oxidation of the nitrogen. Engines running with large amounts of excess air can achieve levels of NOx below 1 Gram / HP*HR without a catalytic converter. A selective catalytic converter can be used to reduce the NOx level further but has the disadvantage of requiring the injection of urea or ammonia.

Air/fuel ratio in lean burn engines can be as high as 22:1. When full power is needed, such as during acceleration or hill climbing, a lean burn engine reverts to a Stoichiometric (14.7:1) ratio or richer.

Lean-Burn Oxygen Sensor: The 12 VDC or 24 VDC Wide Range Oxygen Sensor Interface

used for Lean Burn engines and Rich Burn engines indicate a very wide range of oxygen in the exhaust and are often referred to as Lambda sensors. Where, Lambda is the air-fuel ratio that the engine is running at, divided by the Stoichiometric air-fuel ratio, as shown in the graph above.

Benefits of Lean-Burn: Engines running in the Lean-Burn mode, offer several important

Advantages:

LOWERED COMBUSTION TEMPERATURES

REDUCED EMISSIONS

One of the results of this technology is significantly reduced emission in the exhaust. Lean-burn gas engine generators can have NOx emissions as low as .85 grams/BHP-hr and produce low amounts of hydrocarbons (HC), carbon monoxide (CO) and particulate

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matter (PM). This allows the generator sets to meet the most stringent air quality regulations without after treatment devices in the exhaust stream. For even lower emissions, lean-burn gas engine generator sets are also available with factory-integrated after treatment options such as Selective Catalytic Reduction (SCR) and Oxidation Catalysts, resulting in NOx levels at or below 0.85 grams/BHP-hr. With these after treatment options, the gas engine generators have been shown to meet the most stringent prime power emissions regulations anywhere in the world.

FUEL FLEXIBILITY

Another advantage of the lean-burn technology with full-authority electronic engine controls is the ability to operate on gas with a wide range of quality. A measurement called the Methane Number (MN) is used to determine fuel gas suitability as an engine fuel. Most natural gas has an MN from 70 to 97, and pipeline quality gas typically has an MN of about 75. Resource recovery gas from landfills or sewage treatment facilities is typically of lower quality, but is often suitable for use in lean-burn engines. Some lean-burn gas engine generators will operate on gas with an MN of 50 or greater, providing excellent fuel flexibility. However, gas with a MN below 70 may require derating of the generator output.

Lean-burn gas engine generator sets are setting a new standard for fuel efficiency, high power output for their size, and for low emissions. In regions with supplies of natural gas, these generator sets are providing highly reliable electric power for utility peaking, distributed generation, prime power and for combined heat and power systems.

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Production of Emissions

Operation of any fuel-fired power generating equipment results in emissions of exhaust gases. Principal among these are carbon dioxide (CO2), water vapor (H2O), oxides of nitrogen (NO and NO2, generally referred to as NOx), oxides of sulfur (SOx), carbon monoxide (CO), unburned hydrocarbons (UHC), and particulates. The environmental permitting requirements for on site generation impose restrictions on emissions of NOx, SOx, CO, and particulates because of their contributions to smog and acid rain. Regions of the U.S. with significant air quality problems are classified as “Non-Attainment Zones” and severe limits are placed on annual emissions of these pollutants in those areas. As a consequence, requirements for pollution abatement equipment are more stringent in these areas.

The rates of emissions are depending on the quantities of fuel consumed, the type of fuel used, and the temperature of combustion. “Thermal” NOx emissions are a consequence of the high combustion temperatures; the higher the temperature level the greater the formation rate for NOx. This is true no matter what fuel is used. “Fuel based” NOx emissions are negligible in systems using natural gas, but they can be a significant source of pollution when fuel oil is used. SOx formation is a consequence of sulfur contained in the fuel and is insignificant for natural gas but must be considered when fuel oil or other fuels are used. Generally, technologies for reducing NOx and SOx emissions increase emissions of CO and UHCs.

As a fuel is burned in an engine, various exhaust emissions are produced:

Hydrocarbons, HC's, from unburned fuel are formed from a rich fuel mixture (or a lean fuel mixture where there is excess air, leading to a lean misfire.

Carbon Monoxide, CO, from a rich fuel mixture, and never from a lean fuel mixture.

Carbon Dioxide, CO2, formed during any combustion process when oxygen and carbon are present in the primary combustion ingredients.

Oxygen, O2, from a lean fuel mixture.

Oxides of Nitrogen (Nitrogen Oxide) NOx. Nitrogen is present in the air we breathe, and the engines air it consumes. Nitrogen displaces the air by approximately 75%. Nitrogen doesn't burn, but it can oxidize at temperatures over 2500 degrees F. NOx is a health hazard and one of the EPA's primary emission problems.

One method of controlling NOx is to reduce combustion temperatures. An EGR valve is the easiest device to use. It bleeds some inert exhaust gas into the incoming air stream, diluting the oxygen, and reducing combustion temperatures.

One method of NOx reduction is to run a richer fuel mixture. By adding more fuel, the amount of air is displaced, reducing NOx. The exhaust catalyst, converting the CO and HC into CO2, handles the left over fuel. With a liquid fuel engine, the addition of more fuel also lowers the combustion temperature by the condensing effect. Here the fuel is evaporating and absorbing combustion heat. With a vapor fuel, the

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reverse if true. If the engine is running lean (over λ=1.2), the exhaust actually begins to cool down, thus reducing exhaust and combustion temperatures.

Exhaust Gas Treatment

For any engine there are generally trade-offs between low NO x emissions and high efficiency. There are also trade-offs between low NO x emissions and emissions of the products of incomplete combustion (CO and unburned hydrocarbons). There are three main approaches to these trade-offs that come into play depending on regulations and economics. One approach is to control for lowest NOx accepting a fuel efficiency penalty and possibly higher CO and hydrocarbon emissions. A second option is finding an optimal balance between emissions and efficiency. A third option is to design for highest efficiency and use post-combustion exhaust treatment.

There are several types of catalytic exhaust gas treatment processes that are applicable to various types of reciprocating engines - three-way catalyst, selective catalytic reduction, oxidation catalysts, and lean NO x catalysts.

The catalytic three-way conversion process (TWC) is the basic automotive catalytic converter process that reduces concentrations of all three major criteria pollutants - NOx, CO and VOCs. The TWC is also called non-selective catalytic reduction (NSCR). NOx and CO reductions are generally greater than 90%, and VOCs are reduced approximately 80% in a properly controlled TWC system. Because the conversions of NOx to N 2 and CO and hydrocarbons to CO2 and H 2 O will not take place in an atmosphere with excess oxygen (exhaust gas must contain less than 0.5% O 2), TWCs are only effective with Stoichiometric or rich-burning engines. Typical "engine out" NOx emission rates for a rich burn engine are 10 to 15 gm/bhp-hr. NOx emissions with TWC control are as low as 0.15 gm/bhp-hr.

Stoichiometric and rich burn engines generally have lower efficiencies than lean burn engines. The TWC system also increases maintenance costs by as much as 25%. TWCs are based on noble metal catalysts that are vulnerable to poisoning and masking, limiting their use to engines operated with clean fuels - e.g., natural gas and unleaded gasoline. Also, the engines must use lubricants that generate catalyst-poisoning compounds and have low concentrations of heavy and base metal additives. Unburned fuel, unburned lube oil, and particulate matter can also foul the catalyst. TWC technology is not applicable to lean burn gas engines or diesels.

Lean burn engines equipped with selective catalytic reduction (SCR) technology selectively reduces NOx to N 2 in the presence of a reducing agent. NO x reductions of 80 to 90% are achievable with SCR. Higher reductions are possible with the use of more catalyst or more reducing agent, or both. The two agents used commercially are ammonia (NH 3 in anhydrous liquid form or aqueous solution) and aqueous urea. Urea decomposes in the hot exhaust gas and SCR reactor, releasing ammonia. Approximately 0.9 to 1.0 moles of ammonia is required per mole of NOx at the SCR reactor inlet in order to achieve an 80 to 90% NOx reduction.

SCR systems add a significant cost burden to the installation cost and maintenance cost of an engine system, and can severely impact the economic feasibility of smaller engine projects. SCR requires on-site storage of

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ammonia, a hazardous chemical. In addition ammonia can "slip" through the process, unreacted, contributing to environmental health concerns.

Oxidation catalysts generally are precious metal compounds that promote oxidation of CO and hydrocarbons to CO 2 and H 2 O in the presence of excess O 2. CO and NMHC conversion levels of 98 to 99% are achievable. Methane conversion may approach 60 to 70%. Oxidation catalysts are now widely used with all types of engines, including diesel engines. They are being used increasingly with lean burn gas engines to reduce their relatively high CO and hydrocarbon emissions.

Lean-NOx catalysts utilize a hydrocarbon reductant (usually the engine fuel) injected upstream of the catalyst to reduce NOx. While still under development, it appears that NOx reduction of 80% and both CO and NMHC emissions reductions of 60% may be possible. Long-term testing, however, has raised issues about sustained performance of the catalysts. Current lean-NOx catalysts are prone to poisoning by both lube oil and fuel sulfur. Both precious metal and base metal catalysts are highly intolerant of sulfur. Fuel use can be significant with this technology - the high NOx output of diesel engines would require approximately 3% of the engine fuel consumption for the catalyst system.

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Purpose of this Manual

This manual is designed to describe the installation and operation of the ECV5 for either rich or lean

burn applications on Natural Gas engines. The ECV5 and optional ECVI display represent the current

state of the art in Air Fuel Ratio Controllers.

The combination of a sophisticated mechanical design of the balanced poppet valve, with the advanced

electronic design and on board microprocessor along with the elegant software integration combines to

provide the best available control technology for controlling gas engines.

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Terms

Stoichiometric

• Chemically correct air/fuel ratio where all the fuel and all the oxygen in the mixture will be consumed

Air / Fuel Ratio

• The ratio of mass air rate to mass fuel rate Lambda

• Operating air/fuel ratio

• Stoichiometric air/fuel ratio

• Lambda = 1.0

• > 1.0 = Lean

• < 1.0 = Rich Sensor (Oxygen - O2 - Lambda)

• An exhaust-sensing device (spark plug size) sensitive at Stoichiometric air/fuel ratio (Lambda 1.0). Outputs a low signal when lean of lambda and a high signal when rich of lambda. The signal can be utilized to drive automatic air/fuel ratio controllers.

• Characteristic: 0.1 to 0.9 volts output, high output impedance when cool, very sensitive at Stoichiometric.

• Uses a zirconium element, which produces a voltage potential when the partial pressure of oxygen on one side of the element is very small relative to the other side. This element has a catalyzing outer layer, which promotes complete combustion of oxygen prior to reaching the zirconium element.

NOx Oxides of Nitrogen (NO and NO2) CO Carbon Monoxide THC Total Hydrocarbons Carbons VOC Volatile Organic Compounds) Rich Combustion < 1% O2 Lean Combustion > 4% O2 Excess Oxygen > 10% O2 Three-Way Catalyst

• Contains both reduction catalyst materials and oxidation materials and will convert NOx, CO, THC.

Supply Pressure The Fuel Gas supply pressure immediately upstream of the ECV5.

Chapter

2

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Theory of Operation (Why it works so well!)

he ECV5 is the culmination of years of development of an advanced gas valve with a very high-level mechanical design, sophisticated electronics, and all tied together with superior application specific software.

The seamless integration of all of these aspects of design into a single integrated product has helped to establish the ECV5 as the leading controller for reducing emissions for gas engines.

Mechanical Valve Design

Unlike many of the valves used in competing emissions control systems, the ECV5 was specifically designed for reciprocating engines using gaseous fuels. It is not a modified pressure regulator, a biasing restrictor, or a valve borrowed from a different market sector or manufacturer. The valve was completely designed by Continental Controls Corporation for a specific application. Every valve is manufactured at our plant in San Diego California, including all CNC machined components and electronics assemblies. Following are some of the key mechanical design features that contribute to the superior performance of the ECV5.

Full Fuel Authority

The ECV5 meters all fuel entering the engine from no flow to full flow. This prevents the valve from running out of range in difficult applications such as those with large swings in the heating value of the gas. This feature also enables the valve to change the fuel flow very quickly in response to load transients. The full fuel authority of the ECV5 is key to keeping the emissions within required limits under all conditions.

Balanced Poppet

The ECV5 utilizes a balanced metering poppet. This is a proven design that has been used for decades in numerous industries using flow control valves. Low friction rolling diaphragms counterbalance the forces exerted on the valve poppet by upstream and downstream pressures. This eliminates the need for additional spring and actuator forces to be wasted on overcoming these pressure forces. The result is an efficient valve that uses less power over a wide range of pressures.

High speed actuator

At the heart of the ECV5 is a high-speed, electromechanical, linear actuator that is used to drive the metering poppet. The actuator is comprised of a very powerful rare-earth magnet and a precision

Chapter

3

T

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wound coil attached to the poppet shaft. When the coil is energized it creates a magnetic field in the opposite direction of that created by the magnet. These opposing forces drive the poppet in the open direction. The closing force is generated by a stainless steel compression spring, making the valve fail-safe in the closed direction. The actuator is capable of generating forces in excess of 20 pounds and going from the fully closed to the fully open position in less than 50 milliseconds. This gives the valve unprecedented response to the ever-changing demands of the engine.

Pressure Sensor

The ECV5 functions as a high-speed, precision pressure regulator with a set point that is electrically driven by an oxygen sensor. An integrated pressure transducer constantly monitors the outlet pressure of the valve. This pressure is communicated to the valve‟s on-board electronics where it is compared to either the default pressure set point or the dynamic set point derived from the oxygen sensor input. Any difference between the pressure measurement and the set point is corrected by adjusting the poppet position. This process is repeated every 2 milliseconds and the pressure is adjustable from –8 in. H2O to 24 in. H2O. The end result is an electronic pressure regulator that does not suffer from the common problems associated with mechanical regulators such as droop and limited range.

Position Sensor

The performance of the ECV5 is further improved using closed loop position control. An LVDT position sensor continually communicates the poppet position to the valves computer. This signal is then compared to the position set point generated by the pressure control loop. Any error in position is quickly corrected. This feature improves transient performance and helps eliminate instability caused by flow forces on the poppet. The position sensor is also a useful diagnostic tool.

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Features of the ECV5 (What makes it better?)

Simplicity

implicity is the key. If a system is too difficult to setup, install or use, all of the features in the the world won‟t help.

The ECV5 is extremely easy to setup and use. At its simplest, the user would merely set the the default pressure and use the default gain settings and they will probably be able to control the engine.

Range

If simplicity is the main feature of the ECV5 a close second is Range. Because the ECV5 is a true full authority fuel valve, the range of the ECV5 is much greater than a system relying on a pressure regulator with a bypass valve or a restrictor stepper motor.

The incredible range of the ECV5 will help tremendously when working with applications where any of the following may occur:

Load Changes

BTU Value of the fuel gas changes

Ambient Air Temperature Changes

By pass type systems are normally set up on the lean limit and they add fuel to control in the desired range. In the event that a large load is removed, the system cannot control beyond this lean limit. In the event that the BTU value of the gas declines, the unit sometimes cannot add enough fuel to keep up with the change. This control range on a bypass type system is normally a maximum of 10% to 15% change.

A restrictor valve type of system is normally set up to run rich and the restrictor valve pinches off fuel to control in the acceptable range. This system also lacks the range to keep up with large load changes or BTU swings.

Chapter

4

S

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Closed Loop Pressure Control

This control technique is really what separates the ECV5 from other controllers when it comes to reducing emissions. The ECV5 operates as a variable pressure controller where the O2 sensor constantly readjusts the control pressure set point as required to meet emissions. This technique helps to stabilize the engine control by controlling on this moving set point and reducing droop in the regulator. This integrated pressure control concept is Patent Pending and is unlike any other controller. By reducing or increasing the Pressure gain settings in the ECV5, the valve will react as quickly or can be dampened as much as is required by the application.

Fully Automatic Control

The ECV5 is fully automatic. This means that no matter what the operational changes are in the engine, the ECV5 will keep up with the changes. There will be no need to have an operator called out to reset a set point or adjust the controller; these will be taken care of automatically.

Variable Dynamic Gain

The ECV5 automatically adjusts the amount of gain applied based on the stroke of the valve. This means that if the valve is barely being stroked, the gains are barely applied, as the stroke increases, so do the gains. At maximum stroke, the gains are still appropriate for this amount of stroke. This unique control technique allows the ECV5 to control effectively at start, light loads or fully loaded.

Communications

Communications have been greatly simplified in the ECV5. The Valve and display are both RS232 Modbus RTU compatible. Complete setup, monitoring, and control can come from an external PLC Control System via Modbus communications or the ECVI/ECV5 Valve Viewer Software Program. Appendix 4, in the back of this manual, lists the Modbus addresses currently designated for the ECV5.

Continental Controls Corporation now has an ECV5 Valve Viewer program that can be used in conjunction with the customer‟s laptop computer. Some of the benefits include viewing all readings on one page, a logging function that allows the customer to email the log data file to Continental Controls Corporation for trouble-shooting assistance, and a chart used to graph the different engine parameters.

For further information on the Valve Viewer Software package, contact Continental Controls Corporation.

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Screen Shot of the ECVI Valve Viewer Program.

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Installation Instructions

The ECV5 Valve

The gas-metering valve should be inspected immediately after unpacking. Check for any damage that may have occurred during shipping. If there are any questions regarding the physical integrity of the valve, call Continental Controls immediately.

NOTE: If possible, keep the original valve‟s shipping container. If future transportation or storage of the valve is necessary, this container will provide the optimum protection.

1. Always provide an adequate supply pressure for the application. Ideally the valve should stroke about 70% at full steady state load.

2. Supply the valve with 24VDC, 8 amps, at the valve. Dual bank units need 8 amps per valve. Using small gauge wire may cause a large voltage drop resulting in an inadequate power source at the valve.

3. Avoid ground loops when connecting the ECV5.

4. Never install valve wires within the same conduit or in close proximity to high voltage power sources.

5. Never paint the valve.

6. Do not install the valve in such a manner where condensate may build up inside the electronics housing.

The ECV5 Emission Control Direct Acting Gas Valve is designed to be installed on natural gas fired reciprocating engines.

When considering where to place the ECV5 Emission Control Direct Acting Gas Valve, try to locate the ECV5 so that there is a minimum of flow restrictions between it and the carburetor or mixing venturi. There should be no valves other than a potential bleed valve down stream of the ECV5.

Chapter

5

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The ECV5 should be installed downstream of the shut off valve. The ECV5 is generally able to overcome problems with pressure control at various distances from the carburetor or mixing bowl. It appears that the optimum distance from the ECV5 to the carburetor or mixing bowl is approximately 20”to 25”. Maintain the least amount of pressure drop as possible (I.E. no 90 degree elbows, reducers, and close nipples) sweep 90‟s are ideal. It is also recommended to use flexible hose somewhere in the fuel supply to the valve, rather than installing completely rigid piping, allowing engine vibration to be absorbed rather than transferred to the carburetor or mixing Venturi. Engine Vibration on rigid piping supply lines can cause metal fatigue.

On dual bank units, it is ideal to try, as close as is possible, to mirror the install on both sides of the engine so that the pressure drop to each carburetor or mixing Venturi is essentially the same.

On turbo charged units, a balance line should be connected from the air box side of the carburetor or mixing Venturi to the reference port on the side of the ECV5 control housing. The reference port is the Allen head plug with the hole in the center. This port is a # 4 SAE straight thread, O-ring port. The thread size is 7/16 – 20

NOTE:

Do not use NPT fittings!

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The Emissions Control Valve Interface, Model ECVI

Screen 1 OR Screen 2

Screen 1 Shows an older version ECVI [05-30-2003 to 03-08-2006] screen. Screen 1 appears when the

ECVI is powered up but the engine is not running, and the ECV5 is powered off because the ignitions confirm is not powered up.

Screen 2 Shows a newer version ECVI [03-08-2006 to Present] screen. Screen 2 appears when the

ECVI is powered up but the engine is not running, and the ECV5 is powered off because the ignitions confirm is not powered up.

Screen 3 Screen 4

Screen 3 Shows an older version ECVI [05-30-2003 to 03-08-2006] screen. Screen 2 Shows a

newer version ECVI [03-08-2006 to Present] screen. Screen 3 and 4 is the power-up screen, the first

screen displayed while starting the engine. It displays the Oxygen sensor set-point, Oxygen sensor process variable, and down stream pressure in inches of water. At the bottom left of the screen there are three messages that may be displayed; #1- Default (shown while in default pressure mode (i.e. Oxygen sensor warming up or Oxygen sensor has failed)). #2- A/F Ratio Control (shown while controlling on the Oxygen sensor). #3- Communications time out (shown when communication with the valve has been lost).

In normal mode the left & right are used to toggle between screens.

Store goods

Store goods

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Screen 5 Screen 6

Screen 5 Shows an older version ECVI [05-30-2003 to 03-08-2006] screen. Screen 6 Shows an

newer version ECVI [03-08-2006 to Present] screen. Screen 5 & 6 is the Pressure & Position screen

which lets you view the down stream pressure, measured in inches of water column, and percentage the valve is open.

NOTE:

For best results the upstream pressure should be adjusted so that at full load the valve is approximately 75 percent open.

Screen 7

Screen 7 is the Catalyst Temperature. The catalyst temperature screen lets you view pre and post catalyst

temperatures. At the bottom of the screen will be two possible messages; #1- Low Temperature Differential (when this is displayed output 4 turns on in the TCA-75) or, #2- Over Temp Hazard (when this is displayed output 3 turns on in the TCA-75).

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Screen 8 Screen 9

Screen 10

Screen 8 Shows an older version ECVI [05-30-2003 to 03-08-2006] screen.

Screen 9 Shows a newer version ECVI [03-08-2006 to Present] screen.

Screen 10 Shows a LEAN BURN Version ECVI [Present] screen.

Screen 8, 9 & 10 Shows the Setup screen. To enter setup mode press the enter key and

follow the menu prompts. Pressing the escape key returns you to the previous setting screen.

Press 1, 2 or 3 to change the desired control setting. Press 4 to save these changes for the next power

cycle. Press 5 to exit without permanently changing settings.

ESC

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Screen 11

Screen 11 is the Sensor setup. Press the number to the left of the setting to modify it.

1. Gain: Oxygen sensor Integral Gain 2. Set Point: Desired voltage for the oxygen sensor

3. Warm up time: Wait period to allow the sensor to come to

operating temperature.

4. Hysteresis : Once the Undertemp limit on the Pre Catalyst has been met and the warm up time has expired, the valve will return to Default control if the O2 Sensor readings exceed 1 volt PLUS this amount. The valve will then wait for a valid sensor reading before returning to A/F Ratio Control.

5. Filter: A value of 0 turns off all filtering. Noise from

ignition systems or other electrical components may require increasing this value.

Screen 12

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Screen 12 is the Pressure setup. Press the number to the left of a setting to modify it.

1 KP: Proportional Gain

2 KI [min]: Minimum Integral Gain

3 KI [max]: Maximum Integral Gain

4 Default Pressure: Discharge pressure at start or when in Default Control.

5 Maximum Pressure: Absolute maximum pressure set point allowed. This limits the

amount of fuel allowed. Even if the sensor indicates the mixture is lean.

Note:

The pressure Integral Gain is calculated based on the current position of the valve. When the valve aperture is very small, a minimal gain is used for precise control of the discharge pressure. When the valve aperture is larger, a higher gain is used for quick response to sudden changes in fuel pressure.

Integral Gain = (KI (min) + KI (max)). Valve Position %

Screen 13 Screen 14

Screen 13 is the Catalyst Setup. Screen 14 is the Pre Catalyst Settings. Press the number to the left

of a setting to modify it.

1. Overtemp Limit: If the Pre-Catalyst temperature Exceeds this limit, a diagnostic Overtemp Hazard message is Displayed on the Catalyst Temperature screen and output 3

is Enabled in the TCA-75.

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2. Overtemp Duration: Time duration before turning on output 3 in the TCA-75 if the Pre-Catalyst temperature Exceeds the Overtemp limit.

3. Undertemp limit: Ignores the O2 sensor until the Pre-Catalyst

temperature is Above this limit.

4. Undertemp Hysteresis: This is the set point in which the Under-Temp limit will be Enabled or Disabled plus or minus this value.

Screen 15

Screen 15 is the Post-Catalyst Settings. Press the number to the left of a setting to modify it.

1. Overtemp Limit: If the Post-Catalyst temperature EXCEEDS this limit, a diagnostic Overtemp Hazard message is Displayed on the Catalyst Temperature screen and output 2

is turned on in the TCA-75.

2. Overtemp Duration: Time duration before turning on output 2 in the TCA-75 if the Post-Catalyst temperature Exceeds the Overtemp limit.

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Screen 16

Screen 16 is the O2 Alarm Setup. Press the number to the left of a setting to modify it

1. Alarm Offset: Alarm Offset, is used to compute the operational range for the Pre-

Catalyst O2 Sensor set-point.

Example: Adjustment is 0.2 V

By using the example of increasing/decreasing the Alarm Offset by 0.2 V from the factory Default Set Point for the O2 Sensor (which by default is 0.78 V for the Standard ECVI) will mean the operational range is going to be 0.58 – 0.98 V. If the O2 Sensor process variable exceeds these limits and the delay timer is expired, the alarm message O2 Sensor failed will be displayed at the bottom of the O2 Sensor PV Operational Range screen. When this is displayed, output 7 (Standard ECVI) and output 3(Lean Burn ECVI) will be activated in the TCA-75).

2. Delay Timer: Upon the expiration of the delay timer the alarm message is displayed and digital inputs (see above) are turned on.

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Screen 17 Screen 17 is the O2 Sensor PV Operational Range. It displays the Oxygen sensor set-point and Oxygen

sensor process variable (PV).

At the bottom left of the screen an alarm message “O2 Sensor failed” might be displayed if the O2 Sensor PV exceeds the limits set in the O2 Sensor Alarm screen.

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Field Service Initial Startup of ECV5 and ECVI

Installation of the electrical

Check the wiring connections of the ECV5 to the ECVI to ensure the wiring is correct before applying 24VDC to the ECVI. A minimum of 5 Amps is required per Valve. Ensure O2 sensor wiring is shielded twisted pair routed in a way to avoid large power sources. Ensure there is an Ignition confirm signal to turn the valve on, and if used, verify pre and post catalyst thermocouples are landed on the correct terminals in the ECVI.

The following are step by step procedure for tuning the ECV5 Valve Pressure Control Loop, O2 Sensor Control Loop and Catalyst Settings:

1. Ensure 24 VDC Power [5 amps for single valve, 10 amps for 2-valves] are available to ECVI. It‟s extremely important that the power supply and/or the battery 24VDC Return [common/ ground] is tied to frame ground. If there are multiple batteries or power supplies, the 24VDC Return [common/ground] should be tied together and then tied to frame ground.

2. Setup Defaults. Do the following:

A. For an older version ECVI [05-30-2003 to 03-08-2006; Version 2.0-2.8] temporarily jumper +24 VDC Power to ignition confirm terminal block. Version 2.9 Vision 120 PLC software does not require +24VDC Power to ignition confirm terminal block for verification of settings.

B. For an older version ECVI [05-30-2003 to 03-08-2006; Version 2.0-2.8], once +24 VDC is jumpered, Press the Enter Key . After the Enter Key is pressed, select Item #2 [Pressure Settings].

C. Once in the Pressure Setting screen [#2], select item #4 [Default Pressure] to change the Default Pressure to a proper STARTING pressure for the engine. Factory Default Pressure is 4” H2O.

D. Once the Default Pressure is changed go to the previous Menu by pressing the ESCAPE key [ESC].

E. In the Setup screen, select item #3 [Catalyst Settings]. Once in the Catalyst Settings screen, select item #1 [Pre-Catalyst].

F. When Pre-Catalyst is selected, select item #3 [Undertemp Limit]. Change this valve to a DESIRED number for the ECVI to switch from Default Control to Air-Fuel Ratio Control. If the Undertemp limit is set to high and if the pre-catalyst thermocouple is reading below the Undertemp limit, then the ECV5 will not go into an Air-Fuel Ratio Control Mode until the Pre-Catalyst temperature exceeds the Undertemp limit.

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G. When Pre-Catalyst settings are changed, press the ESCAPE [ESC] key to go to

the previous menu. Read the “The Emissions Control Valve Interface,

Model ECVI“, to change other settings for the Catalyst. When other settings are changed, press the ESCAPE [ESC] key to go to the previous Menu.

H. When all changes are made (i.e. Pressure, Catalyst, etc.), press item #4 [Save and Exit] in the Setup screen. You will now be back in the Main Control Screen [graph bars].

I. Repeat A thru H for the other Values.

J. After all changes are made to Default Settings, for an older version ECVI [05-30-2003 to 03-08-2006; Version 2.0-2.8] remove the +24 VDC Jumper.

3. Verify Ignition Confirm Signal [+] is placed into the appropriate terminal block in the ECVI. The Ignition Confirm signal comes from the Customer and is a 24VDC source signal.

4. Conduct a Free Air Calibration of the Wide Range O2 Sensor. The procedures for conducting a Free Air Calibration and the possible Error Codes are listed below:

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O2 SENSOR CALIBRATION (FREE AIR CAL) USING LC-1

Every time you replace the Oxygen Sensor it is necessary to do a Free Air Calibration. Continental Controls recommends you replace your Oxygen Sensor every 1600 hours. About two (2) months of constant operation. This is equivalent of driving 96,000 miles at 60 miles per hour. It may be required to replace the Oxygen Sensor more frequently, depending upon conditions. The display will indicate a failed Oxygen Sensor if replacement is required. The following is a procedure for doing a Free Air Calibration:

NOTE: Never disconnect any wiring from the Oxygen Sensor System while power is energized. Damage to the LC-1 or other components of the Oxygen Sensor System will occur. Before beginning steps to perform a Free Air Calibration, ensure the power is secured until called for in the Free Air Calibration procedures.

1) When installing a new Oxygen Sensor or recalibrating an old Oxygen Sensor, you have to

ensure the Oxygen Sensor is removed from the exhaust, exposing it to the open air.

2) Disconnect the Oxygen Sensor cable from the LC-1.

3) Supply 12VDC power (Ignition Confirm) to the LC-1 and watch the AFR Gage. The AFR

Gage should display “E 2”. Leave power on to the LC-1 for 20 – 30 seconds. Shut off power

to the LC-1.

4) Connect the Oxygen Sensor to the LC-1.

5) Supply 12 VDC power (Ignition Confirm) to the LC-1. The AFR Gage will flash an “E 2”

then start its calibration Sequence. The AFR Gage will then display an “H 0” and start a

count up to as high as “H 99”. Upon reaching “H 99” the AFR gage will display a count

down from “HC 9” to “HC 0”. The AFR Gage will then display a “CAL” message. As soon

as the “CAL” message appears, press the button on the AFR Gage three times quickly.

NOTE: If your finger slips or the button on the AFR Gage is not pressed quickly enough, the AFR Gage will immediately display 20.8 or 20.9. If this happens start the calibration process over, beginning from step two (2), as the Free Air Calibration process was not completed properly.

6) The message “CAL” will then flash on the AFR Gage. Press the button on the AFR Gage

once. At this point the Oxygen Sensor is being calibrated. Upon successful completion of the

calibration process the AFR Gage should display 20.7 to 20.9 depending upon geographical

location.

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7) The Oxygen Sensor Free Air Calibration is now completed. Secure power to the LC-1,

remove the Oxygen Sensor Cable from the LC-1, install the Oxygen Sensor into the exhaust

piping, re-connect all wiring, and start engine normally.

LC-1 Error Codes and Troubleshooting Tips

Error Code Error Message

Error 1 Heater circuit Shorted 1. Short in Cable 1. Repair/replace cable

2. Short in Sensor 2. Replace sensor

Error 2 Heater circuit open 1. Damaged sensor cable or cable not fully seated

1. Verify sensor connector is fully seated into unit. Repair replace sensor cable

Error 3 Pump cell circuit shorted 1. Short in sensor cable 1. Repair sensor cable

2. Short in sensor 2. Replace sensor

3. Sensor connector 3. Perform sensor heater recalibration

4. Sensor overheating 4. Move your sensor bung as far downstream as possible OR add a heatsink to isolate the sensor from the pipe 5. EGT>1700F

Error 4 Pump cell circuit open 1. Damaged sensor cable or cable not fully seated

1. Verify sensor connector is fully seated into unit. Repair replace/cable.

2. Sensor heater calibration incorrect

2. Perform complete heater calibration (not just free air calibration)

Error 5 Reference cell circuit shorted 1. Short in sensor cable 1. Repair sensor cable

2. Short in Sensor 2. Replace sensor

Error 6 Reference cell circuit open 1. Damaged sensor cable or sensor not fully connected

1. Verify sensor connector is fully seated into unit.

2. Damaged Sensor 2. Replace sensor

Error 7 General System error 1. Typical software error 1. Reboot LC-1 by cycling power. Reflash unit if necessary

Error 8 Sensor Timing Error 1. Sensor overheating 1. Perform sensor heater recalibration

2. Sensor is damaged 2. Replace sensor

Error 9 Supply Voltage too low Supply voltage too low for sensor regulation

Check your 12 V connection for corrosion

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O2 SENSOR CALIBRATION (FREE AIR CAL) Using Vision 120

ATTENTION: The sensor must be exposed to air (away from the exhaust) for free air

calibration process. The engine must be shutdown.

1. Press Enter key to enter Setup.

2. Press key 6 to select O2 Sensor Tools.

3. Press key 2 for Free Air Calibration option.

4. Press key 1 to initiate free air calibration process.

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5. Upon expiration of warm-up timer, free air calibration will be performed.

Status message will notify about calibration progress.

ATTENTION: Do not navigate away from the calibration screen until the completion of

the process.

6. Upon completion one of the following status messages will be displayed:

7. In case of calibration failure, check O2 sensor connection (or replace O2 sensor) and retry

the calibration.

8. Press Esc key to exit.

9. On the Setup screen select option 4 Save & Exit.

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5. Now go for Start. If the Engine starts, then go to the next step [5]. If the engine fails to start due to LACK of Fuel or too much fuel, then adjust the default pressure. Remember when changes are made to the ECV5 through the ECVI; ensure you Save Settings when exiting from the Setup Screen in the ECVI.

Other troubleshooting might be necessary if the Engine fails to start [i.e., main fuel shutoff valve is closed; throttle is wide open or closed, etc.]

6. Tune Pressure Control in the ECV5 after the engine is started. Typically you want to go to full load on the engine to adjust the gains in the pressure control loop. Once the engine is loaded, verify the Control Pressure of the ECV5 at maximum load.

For Dual Bank engines, it‟s very important that both sides (banks) of the engine are running at the same pressure. If both banks are not running at the same pressure, then the Rich/Lean [Load] screw on the carburetor needs to be adjusted.

Record the operating pressure (“H2O) of the ECV5 while at maximum load. Now go to the Setup screen in the ECVI by pressing the Enter key . Select item #2 [Pressure Settings]. In the Pressure Setting screen, select item #4 [Default] and change the default pressure to the recorded pressure. Once the default pressure is changed, press the ESCAPE [ESC} key. Now from the Setup screen, select item #3 [Catalyst Setting]. In the catalyst setting screen, select item #1 [Pre-Catalyst] then in the Pre-Catalyst screen, select item #3 [Undertemp Limit] and change to your desired temperature. When the Undertemp Limit is changed, press the ESCAPE [ESC] key to go to the Setup screen. In the Setup screen press item #4 [Save and Exit]. If the application is dual bank, then make the same changes to the second valve.

NOTE:

It’s very important to monitor the catalyst temperature. If the catalyst temperature is too high, then lower the default pressure.

After the catalyst temperature is checked, go to the Setup screen and select item #2 [Pressure Setting] to adjust KP [Proportional Gain] and KI [Integral Gain]. Read more

about KP and KI in the Manual section: “The Emissions Control Valve Interface,

Model ECVI”. Change the pressure gains only if the pressure feedback and the position feedback are UNSTABLE. If the pressure control is tuned, go back to the catalyst settings in the Setup screen and change the Undertemp Limit from 1100 Degrees to the PREVIOUS Value. Save and Exit to verify the ECV5 are controlling in Air-Fuel Ratio. If the ECV5 is not in A.F.R. Control, then it‟s possible the Undertemp Limit is set too high (1100 Degrees) and/or the O2 Sensor Warm up timer is not set to 1-second (Warm up timer is in the O2 Sensor Setting screen). When the ECV5 Valve controls in Air-Fuel Ratio mode, then go back to the pressure settings screen and change the Default Pressure

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to the previous starting pressure. Ensure Save and Exit when changes are made to the pressure loop. Now you have officially tuned the Pressure Control loop of the ECV5 Valve.

7. After the Pressure Control loop in the ECV5 Valve is tuned, tune the O2 Sensor Control loop. To tune the O2 Sensor Control loop, Press the Enter Key

and select the O2 Sensor setting by pressing (#1). Adjust the O2 Sensor gain only for a desired O2 Control reaction. Normal gain is between 1 and 5.

8. Adjust the O2 Set Point to meet emissions requirements. Adjust the sensor gain, if the O2 sensor feedback is not responsive. If the O2 sensor feed back is not too far from the O2 sensor set point, increase the gain. If the O2 sensor feedback is unstable, then decrease the gain. Use an Emissions Analyzer to determine if the engine is running rich or lean. If the CO is high the engine is running Rich. If the NOX is high, then the engine is running Lean.

For Rich and Lean Burn applications, increasing the O2 set point Leans the Engine. Decreasing the O2 set point Richens the engine. The O2 Sensor set point voltage can be changed by small increments. For instance, 0.780 should only be changed by .001 to .002 at a time.

9. Once the engine meets the emissions requirements, the valve is tuned completely. Remember to change the O2 Sensor when needed.

10. Call Continental Controls Corporations for support at: 858-453-9880

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ECV5 COMMUNICATION VIA COMPUTER

The following instruction is to assist you on how to set up the hyper terminal window in order to communicate with the ECV5:

1. On your computer screen, go to the start. The go the „All Programs”; select “Accessories”. In the “Accessories” select communications, and then select Hyper Terminal.

2. On your computer screen, go to the start. The go the „All Programs”; select “Accessories”. In the “Accessories” select communications, and then select Hyper Terminal.

3.

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2. Once the hyper terminal window is selected, type in the ECV5 name for the hyper terminal in

the “Connection Description”. Once the name is typed, then select “OK”.

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3. After the hyper terminal is named, “Connect To” screen will appear. In there just select

“Com 1” and the click “OK”.

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4. Once the hyper terminal port is selected as “Com 1”, then the port settings appears in the next

window. For the port settings, change the following to:

Bits Per Second: 9600

Data Bits: 8

Parity: Even

Stop Bits: 1

Flow Control: None After the settings is changed, the select “OK”.

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5. After the hyper terminal port settings are set, and then change the properties for the hyper

terminal. Do make this changes, in the hyper terminal, go to “File” and scroll down to select “Properties” Once the “Properties” screen appears, select “Settings”. When Settings is selected, Change the following to:

“Function, arrow, and ctrl keys act as”: “Window Keys”

“Emulation”: ANSI

Once the changes are made, click ok.

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6. After the hyper terminal properties are changed, go to “File” in the hyper terminal, and scroll

down to “Save As”. The “Save As” screen will appear and save the hyper terminal in your Desktop by naming it as “ECV5”.

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7. Now you‟re done setting up the hyper terminal for the ECV5. The following instruction will assist you on how to communicate with the ECV5 through Hyper Terminal Window:

1. In order to communicate with the ECV5, RS232 cable with mini grabber at one end is required. In the RS232, the following pins are used for the following operations:

Pin 2 of the DB9 is used for Transmitting (Tx)

Pin 3 of the DB9 is used for Receiving (Rx)

Pin 5 of the DB9 is used for Common

In the ECV5 cable, the Green Wire is for Transmitting (Tx), the White/Green Wire is for Receiving (Rx), and the Black Wire is for Common. Thus connect the above specified wires to the proper pins of the DB9 of the RS232.

2. Once the RS232 is connected to the ECV5 Communication wires, now make sure that the power to the ECV5 is on. Verify that with the volt meter.

3. Once the ECV5 Power is verified, open the hyper terminal window in your computer.

4. After the hyper terminal window is opened, press the “T” key in the hyper terminal five (5)

times in order to communicate with ECV5.

5. Now you‟re set up to communicate with the ECV5. Further instruction will be given for any changes to the ECV5 Settings by Continental Controls.

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Using the ECV5 for Lean Burn Engine Control

The ECV5 has two analog inputs: one measures current (4-20 milliamps), the other measures voltage.

In addition, a software set point is compared to the voltage input, and is used to adjust the fuel pressure until the set point and input voltage match.

In a rich burn application, the voltage inputs range is 0 to 5 volt. If the input voltage is less than the set point, the ECV5 will DECREASE the fuel pressure until either a match occurs, or the maximum fuel pressure limit is reached. If the input voltage is greater than the set point, the ECV5 will INCREASE the fuel pressure until either a match occurs, or the lowest measurable fuel pressure is reached.

In a lean burn application; the voltage inputs range is 0 to 5 volts. If the input voltage is less than the set point, the ECV5 will DECREASE the fuel pressure until either a match occurs, or the lowest measurable fuel pressure is reached. If the input voltage is greater than the set point, the ECV5 will INCREASE the fuel pressure until either a match occurs, or the maximum fuel pressure limit is reached. This is opposite of the rich burn application.

The 4-20 milliamp input adjusts the software set point proportionally to the range of the voltage input. This is so that the set point can be adjusted either higher or lower. A signal of 4 milliamps will subtract half the input range from the software set point. A signal of 20 milliamps will add half the input range to the software set point. A signal of 12 milliamps results in no change to the set point. Regardless, the set point will never exceed the input voltage range.

For example:

The ECV5 is configured for a rich burn application

The voltage input is scaled from 0 to 5 volt

The software set point is 2.700 volts

A current of 8 milliamps is measured at the input

The adjusted set point is 0.5 volts

Chapter

6

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Accessories and Options - Operation and Installation

he only accessory that is required by the ECV5 is a Oxygen sensor. It can be a 24 VDC Wide VDC Wide Range Oxygen Sensor Interface or a 12 VDC Wide Range Oxygen Sensor Interface. Both Wide Range O2 Sensors are heated. Other accessories are purely optional. optional. CCC recommends using only accessories sold by CCC. These accessories have have been carefully engineered to reduce system problems and make the Air Fuel control system as reliable as possible.

Emission Control Valve Interface, Model ECVI

The ECVI consists of a small LCD display (actually a powerful mini PLC) as well as a pre-wired and labeled NEMA 4 box. The ECVI provides terminal strips for all necessary connections from the ECV5. In addition to offering the interface to the ECV5 for setup and monitoring all of the operational functions of the ECV5, the ECVI provides several other functions:

Pre and Post Catalyst Temperature Monitor - The ECVI monitors thermocouple inputs for pre and post catalyst temperatures.

High Temperature Shutdown – The user can define a post catalyst high temperature shutdown.

Low Temperature Threshold – This pre-catalyst temperature threshold will tell the ECV5 when the Oxygen sensor has reached a threshold that the input from the Oxygen sensor is reliable and will allow the ECV5 to switch from Default Pressure Control to Oxygen Sensor Control.

Ignition Confirm Protection – The ECVI will not allow the ECV5 to operate until the Ignition Confirm Signal is received.

Pressure and Position Monitoring - The ECVI monitors and can display Gas Pressure and Position of the ECV5 valve.

Oxygen Sensor Set point and Oxygen Sensor Feedback – Provides information about the current O2 sensor set point that the ECV5 is attempting to control to as well as a feedback signal from the O2 sensor, which shows the current O2 sensor reading.

Chapter

7

T

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Lambda Sensor (O2 Sensor)

Correct location of the Oxygen sensor is very important for the correct operation of the sensor. It should not be placed in a well or other gathering spot for moisture. Ideally the sensor will not be in a location where there is high turbulence in the exhaust such as an elbow or pipe reduction.

The wires from the Sensor to the ECV5 should be twisted and shielded to reduce noise. Continental Controls sells only Bosch and Denso sensors and it has been our experience that they provide the most reliable service for use on gas engines.

Heated O2 Sensor

Oxygen sensors must reach a minimum operating temperature in order to provide a stable and reliable signal to the ECV5. Most O2 sensor manufacturers advertise that a temperature of around 650 F is required for using these with a gasoline engine. We believe that to effectively control Gas Engines, the operating temperature has to be at least 800 F at the sensor.

Bosch Ceramic Oxygen Sensor with embedded heater element. Photo courtesy of Bosch.

Heated Oxygen Sensor Controller

When using the 12 VDC Wide Range Oxygen Sensor Interface on a 24 VDC system, it is necessary to provide a24VDC to 12VDC power supply. CCC provides this power supply as well as electronic controls that will turn on the heater internal to the oxygen sensor when a ignition confirm signal is received in the ECVI display panel. If this CCC controller is not used and 12VDC is supplied directly to the heater, the heater will stay on continuously and this will greatly diminish the life expectancy of the oxygen sensor.

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Wide-Range Oxygen Sensor

When controlling air/fuel mix on an engine running in Rich or Lean Burn mode, it is necessary to use a sensor, which has a much greater range than does a traditional 2 wire Lambda sensor.

The wide-range Lambda sensor used by CCC in conjunction with the ECV5 is a planar dual-cell limit-current sensor. The sensor element of the wide-range Lambda sensor is the combination of a Nernst concentration cell with an oxygen pump cell. When used with its control electronics, the sensor is capable of precise measurement throughout a wide Lambda range (0.7< λ < air). The Nernst concentration cell is held to the stoichiometric voltage (450 mV) by oxygen pumped from the oxygen pump cell where the current to the oxygen pump cell is proportional to the oxygen concentration. Because the accuracy of the measurement is a function of the temperature of the sensor, the current to the heater must be closely controlled. The connector of the oxygen sensor contains a calibration resistor to normalize current to the oxygen pump cell. The cable from the control electronics to the sensor requires six leads: circuit common, Nernst cell output, two leads for current to the oxygen pump cell and two leads to the heater.

There are several versions of the Bosch LSU 4 sensor. Only the Bosch P/N 0258006066 (available from CCC) should be used with the CCC Control Electronics.

Control Electronics for Wide-Range Oxygen Sensor

The Control Electronics receives the Nernst cell signal from the oxygen sensor, compares it to a reference voltage and provides the appropriate current to the oxygen pump cell of the sensor. The current it provides is measured and converted to a voltage proportional to O2 concentration. It also turns on and maintains the proper current to the heater of the sensor so as to keep the internal operating temperature of the sensor at about 800 degrees C.

O2 Concentration Sensing

The Nernst cell output from the sensor is compared to a 450 mV reference signal. If that signal tries to go above 450 mV, indicating a rich mixture is being sampled, the unit will send a positive current to the oxygen pump cell of the sensor to generate enough oxygen to cause the sample of exhaust gas to move back toward stoichiometric. Conversely, if the signal tries to go below 450 mV, indicating a lean mixture is being sampled, the unit will send a negative current to the oxygen pump of the sensor to remove oxygen from the mixture and move the sample back toward stoichiometric. The sensor is calibrated so that the amount of current required to drive the sample to stoichiometric is proportional to O2 concentration. At a Lambda of 1 the current is 0. The unit converts the sensed current to a voltage and shifts it so that a positive output is obtained for values of Lambda slightly less than 1. The output of the unit is +0.45 volts for Lambda equal 1 and is about 3.1 volts for a sensor in air. (O2 concentration about 21%) Due to the nonlinear relationship between O2 concentration and Lambda the change in voltage out vs. a Lambda change is greater for values of Lambda less than 1 than it is for values of Lambda greater than 1. For example, a change of Lambda from 1 to 0.95 results in a voltage output change from the unit of about -0.25 volts whereas a change of Lambda from 1 to 1.05 results in a voltage output change from the unit of about +0.1 volts.

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Wide-Range SENSOR HEATER POWER CONTROL

The heater control circuitry of the unit:

Provides power to the heater when a “heater on” signal is received from the ECVI.

Limits the current to the heater to about 1 ampere at initial turn-on.

Applies full voltage to the heater until the operating point is reached.

Controls power to the heater so that the internal temperature of the sensor maintains at about 800 ºC.

Provides an output signal to the ECVI when the heater is in the proper operating region.

The heater power output is inhibited until the ECVI sends a “heater on” signal to the unit. (Power should not be applied to the sensor heater until the engine has had a chance to blow out any moisture that has collected.) At first, current is limited to about 1 ampere, and once the heater resistance has increased sufficiently the full voltage output is applied until the control region is reached. The control region is determined by measuring the internal ac resistance of the Nernst cell.

The Nernst cell resistance is about 80 ohms when the internal temperature is about 800 ºC. As the internal resistance drops toward 80 ohms the heater controller takes over and increases/decreases current to the heater to maintain 80 ohms. When the internal resistance reaches about 100 ohms the unit sends a signal to indicate that the Lambda/O2 concentration output voltage is a useable signal.

Thermocouples

The thermocouple supplied by CCC is a type K thermocouple in a stainless steel probe for a ¼ inch thermo well. The wire is stranded type K with “Teflon” insulation for heat resistance and with a standard size thermocouple connector with 2 male contacts. The cable supplied with the thermocouple assembly is stranded, twisted pair shielded, type K with a mating connector and has the same insulation. Although the shielding may not be required in all installations it is recommended that it be used.

Cables

The ECV5 interface cable is a custom cable, which includes all necessary wires between the ECV5 and ECVI interface. The wire is sized appropriately for its use and the wires are color-coded. On the 24 VDC Wide Range O2 Sensor System Interface, one end of the cable includes a quick disconnect connector which meets the CSA requirements for Class 1 Div 2 Hazardous environment applications.

45 - 45 -

Turbo Balance Line

When the ECV5 is used with a turbocharger where the fuel is added to pressurized air or what is known as high side mixing, the ECV5 needs to control on the differential pressure of water over boost pressure. For this application the ECV5 will need a ¼” turbo boost line to provide reference pressure from the boost side of the turbocharger. Normally if the ECV5 has been ordered specifically for this Turbocharged, High Side Mixing application, the ECV5 will be shipped with a Male SAE MS Connector ¼” tube x 7x16-20 straight thread fitting. Please note that this is a straight thread fitting not pipe thread.

46 - 46 -

Troubleshooting ECV5

Valve Stroke Limited

Check the stroke of the Valve at full load. If the stroke is less than 70% then lower the supply pressure to the fuel Valve.

Pressure Control Loop

Check the pressure control loop. What pressure is required for no load? What pressure is required for full load?

Compare the pressure measured by the Valve to an external measurement on each bank.

Observe the transducer pressure using a scope on 4-20 mA wire to ECV5 Common wire. Vary the load and measure the pressure transducer voltage. Compare that to the manometer. Note: watch for the catalyst temperature.

Check the pressure control response with the scope to load changes, with o2 sensor active.

Governor Control

Measure the manifold pressure on each bank. Observe if the butterfly(s) match.

O2 Sensor

Observe the output of the o2 sensor(s). Measure the temperature of the o2 sensor(s)

Compare the noise on the o2 sensor signal on each bank. Sensors generally get noisy if the temperature is too low (<800 Degree).

Vary the injection pressure to change the mixture. See if the o2 sensor voltage changes and how much pressure change is required to change the o2 sensor voltage. Sensitivity to mixture varies.

Are there differences in the carburetors performance? Do they track?

Check the inlet pressure to the carburetors. Check the adjustments on the carburetors.

Chapter

8

47 - 47 -

Product Warranty

ontinental Controls Corporation warrants that all goods furnished by CCC are free from

defects in workmanship and material as of the time and place of delivery.

As a matter of general warranty policy, CCC honors an original buyer's warranty claim in the event of

failure within 12 months of shipment to the end-user, when the equipment has been installed and

operated under normal conditions and in accordance with installation instructions contained in the

operating manual and generally accepted operating practices.

All warranty work must be performed and CCC‟s manufacturing facility in San Diego. The customer

is responsible for shipment or delivery of the product to the CCC facility. CCC will pay return ground

freight. The customer will pay any expedited freight fees.

Chapter

9

C

48 - 48 -

APPENDIX

Chapter

10

49 - 49 -

Appendix 1

ECV5 Envelope Drawing

5.97

5.37

ANSI CLASS 1502" PIPE FLANGE

5/8-11 UNC, 4PLEQ. SPACED ON 4.75

22 PIN CONNECTOR(OPTIONAL 1/2-14 NPT CONDUIT ENTRY)

11.965

6.00

EXTERNAL PRESSURE REFERENCE -4 SAE STRAIGHT THREAD O'RING BOSS PORT

CONTINENTAL

CONTROLS

CORPORATION

ECV5 GAS METERING VALVEENVELOPE DRAWING, 2" CLASS 150 FLANGE

CONTINENTAL CONTROLS CORPORATION8845 RECHO RD.SAN DIEGO, CALIFORNIA 92121 USAPHONE (858)453-9880 FAX (858)453-5078

11-24-03

6.00

5.37ANSI CLASS 1502" PIPE FLANGE

5/8-11 UNC, 4PLEQ. SPACED ON 4.75

22 PIN CONNECTOR(OPTIONAL 1/2-14 NPT CONDUIT ENTRY)

11.98

EXTERNAL PRESSURE REFERENCE -4 SAE STRAIGHT THREAD O'RING BOSS PORT

CONTINENTAL

CONTROLS

CORPORATION

ECV5 GAS METERING VALVEENVELOPE DRAWING, 2" CLASS 150 FLANGE

CONTINENTAL CONTROLS CORPORATION8845 RECHO RD.SAN DIEGO, CALIFORNIA 92121 USAPHONE (858)453-9880 FAX (858)453-5078

10-27-04

6.00

5.37ANSI CLASS 1502" PIPE FLANGE

5/8-11 UNC, 4PLEQ. SPACED ON 4.75

22 PIN CONNECTOR(OPTIONAL 1/2-14 NPT CONDUIT ENTRY)

11.98

EXTERNAL PRESSURE REFERENCE -4 SAE STRAIGHT THREAD O'RING BOSS PORT

CONTINENTAL

CONTROLS

CORPORATION

ECV5 GAS METERING VALVEENVELOPE DRAWING, 2" CLASS 150 FLANGE

CONTINENTAL CONTROLS CORPORATION8845 RECHO RD.SAN DIEGO, CALIFORNIA 92121 USAPHONE (858)453-9880 FAX (858)453-5078

10-27-04

52 - 52 -

Appendix 2

ECVI Envelope Drawing

8.0

12.75

4 PLACES.310 THRU

12.0

5.27

CONTINENTAL

CONTROLS

CORPORATION

EMISSIONS CONTROL VALVE INTERFACE, MODEL ECVIENVELOPE DRAWING

CONTINENTAL CONTROLS CORPORATION8845 RECHO RD.SAN DIEGO, CALIFORNIA 92121 USAPHONE (858)453-9880 FAX (858)453-5078

01-06-2005

8.0

12.75

4 PLACES.310 THRU

12.0

5.27

CONTINENTAL

CONTROLS

CORPORATION

EMISSIONS CONTROL VALVE INTERFACE, MODEL ECVIENVELOPE DRAWING

CONTINENTAL CONTROLS CORPORATION8845 RECHO RD.SAN DIEGO, CALIFORNIA 92121 USAPHONE (858)453-9880 FAX (858)453-5078

01-06-2005

54 - 54 -

Appendix 3

ECV5 Interface Cable PIN out Drawing

DA

SH

NU

MB

ER

WIL

L IN

DIC

ATE

TH

E L

EN

GTH

OF C

AB

LE

1 S2

3

2

5

4

5

ITE

M N

O.

QTY

.

PA

RT

NO

.

D

ESC

RIP

TIO

N

11

AL0

6X

17-9

9S

CO

NN

EC

TOR

, SU

B-M

IN C

YLI

ND

RIC

AL,

17-9

9 S

OC

KET

21

CV

F-2

00

710

-XC

AB

LE, FO

IL S

HIE

LDED

, 10 T

WIS

TED

PA

IR

31

B-1

030A

-XC

AB

LE, FO

IL S

HIE

LDED

, 10 T

WIS

TED

PA

IR

41

NA

CSA

& U

L, C

ON

DU

IT, STE

EL,

FLE

XIB

LE, LI

QU

IDTI

GH

T, 3

/4-1

4 N

PT

52

NA

FIT

TIN

G, LI

QU

IDTI

GH

T, S

TEEL,

ETP

, 3/4

" N

PT

CO

NT

INE

NT

AL

CO

NT

RO

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RP

OR

AT

ION

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B

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OF

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007

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BLY

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CE, EC

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11

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1-0

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5 T

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17-9

91

1

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BY

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MP

PIN

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PIN

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ON

NEC

TOR

.

C

UT

WH

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LUE W

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IN

CH

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INSER

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WH

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LUE A

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BLA

CK

WIR

ES IN

TO P

IN

AN

D C

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P U

SIN

G 2

0 A

WG

SETT

ING

ON

CR

IMP

ING

TO

OL.

05-3

0-0

7

PIN

DES

CR

IPT

ION

WIR

E C

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OR

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GA

UG

EP

IND

ES

CR

IPT

ION

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AB

OA

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PO

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[19-3

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RA

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[19-3

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BB

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CD

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UTPU

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TPU

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24

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TPU

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[+] [S

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20

5D

ISC

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TPU

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[-]

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WH

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FD

ISC

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TPU

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20

6R

S232 [TX

]G

REEN

24

GD

ISC

RETE IN

TPU

T 2

[+] [IG

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ION

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M]

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LET

20

7R

S232 [R

X]

WH

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REEN

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HD

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RETE IN

TPU

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[-]

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WH

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20

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UTPU

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[-]

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E24

JR

S232 [TX

]G

REEN

20

9D

ISC

RETE IN

TPU

T 2

[+] [IG

NIT

ION

CO

NFIR

M]

VIO

LET

24

KR

S232 [R

X]

WH

ITE / G

REEN

20

10

DIS

CR

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TPU

T 2

[-]

[IG

NIT

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CO

NFIR

M]

WH

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IOLET

24

LA

NA

LO

G C

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NB

LA

CK

20

11

4-2

0 M

A IN

PU

T (

O2 S

ETPO

INT T

RIM

)B

RO

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24

M4-2

0 M

A IN

PU

T (

O2 S

ETPO

INT T

RIM

)B

RO

WN

20

12

AN

ALO

G IN

PU

T [O

2 S

EN

SO

R F

EED

BA

CK

]B

LU

E24

NA

NA

LO

G IN

PU

T [O

2 S

EN

SO

R F

EED

BA

CK

]B

LU

E20

13

AN

ALO

G C

OM

MO

NB

LA

CK

24

P4-2

0 m

A O

UTPU

T [PO

SIT

ION

FEED

BA

CK

]Y

ELLO

W20

14

4-2

0 m

A O

UTPU

T [PO

SIT

ION

FEED

BA

CK

]Y

ELLO

W24

R4-2

0 m

A O

UTPU

T [PR

ES

SU

RE F

EED

BA

CK

]W

HIT

E / Y

ELLO

W20

15

4-2

0 m

A O

UTPU

T [PR

ES

SU

RE F

EED

BA

CK

]W

HIT

E / Y

ELLO

W24

S T U V WA

CTU

ATO

R 1

9-3

6 V

DC

BA

TTER

Y R

ETU

RN

BLA

CK

16

X YA

NA

LO

G IN

PU

T C

OM

MO

N [O

2 S

EN

SO

R F

EED

BA

CK

]W

HIT

E / B

LU

E20

ZA

CTU

ATO

R P

OW

ER

[19-3

6 V

DC

]W

HIT

E16

P2 (

AM

PH

ON

EL

17-9

9 C

IRC

UL

AR

CO

NN

EC

TO

R)

PIN

P1 (

DB

15)

PIN

CO

NN

EC

TO

R O

N T

HE

VA

LV

EC

ON

NE

CT

OR

IN

SID

E T

HE

VA

LV

E

11

15

6-1

81

5C

ON

NE

CT

OR

, 1

5 P

IN H

IGH

DE

NS

ITY

,

21

AL

OX

17

-99

PC

ON

NE

CT

OR

, S

UB

-MIN

CY

LIN

DR

ICA

L 1

7-9

9

31

NA

WIR

ES

57 - 57 -

Appendix 4: ECVI PLC [Vision 120] Hardware Configuration

Application Type: Standard

Model: V120-12-UN2 V120-22-UN2

Digital Inputs Description

Input 0 Ignition Confirm

Input 1 PLC

Digital Outputs Description

Output 0 Ignition Confirm

Output 1 Ignore Sensor (Valve Discrete Input 1)

Output 2 Post-Cat Overtemp.

Output 3 Pre-Cat Overtemp.

Output 4 Low-Catalyst Differential

Output 5 O2 Sensor Inoperable

Output 6 Pre-Cat Undertemp.

Analog Inputs Description

Input 0 Pre-Catalyst Thermocouple

Input 1 Post-Catalyst Thermocouple

58 - 58 -

Application Type: Standard

Model: V120-22-UA2

Digital Inputs Description

Input 0 Ignition Confirm

Input 1 PLC

Digital Outputs Description

Output 0 Ignition Confirm

Output 1 Ignore Sensor (Valve Discrete input 1)

Output 2 Post-Cat Overtemp.

Output 3 Pre-Cat Overtemp.

Output 4 Low-Catalyst Differential

Output 5 O2 Sensor Inoperable

Output 6 Pre-Cat Undertemp.

Analog Inputs Description

Input 0 Pre-Catalyst Thermocouple

Input 1 Post-Catalyst Thermocouple

Analog Outputs Description

Output 0 O2 Process Variable (mA)

Output 1 O2 Process Variable (Volts)

59 - 59 -

Application Type: Lean Burn

Model: V120-12-UN2 V120-22-UN2

Digital Inputs Description

Input 0 Ignition Confirm

Input 1 PLC

Input 3 Hot Or Not

Digital Outputs Description

Output 0 Ignition Confirm

Output 1 Ignore Sensor (Valve Discrete input 1)

Output 2 O2 Sensor Inoperable

Application Type: Lean Burn Model: V120-22-UA2

Digital Inputs Description

Input 0 Ignition Confirm

Input 1 PLC

Input 3 Hot Or Not

Digital Outputs Description

Output 0 Ignition Confirm

Output 1 Ignore Sensor (Valve Discrete input 1)

Output 2 O2 Sensor Inoperable

Analog Outputs Description

Output 0 O2 Process Variable (mA)

Output 1 O2 Process Variable (Volts)

60 - 60 -

Appendix 5

Product Part Numbers

IMPORTANT PART NUMBERS

EMISSIONS CONTROL VALVE, MODEL ECV5, P/N: 50500008-XX

P/N VALVE DESCRIPTION

50500008-C-L LEAN BURN ECV5 VALVE WITH CONNECTOR

50500008-C-N NEGATIVE OPERATING ECV5 VALVE WITH CONNECTOR

50500008-C-T PRE-TURBOCHARGER OPERATING ECV5 VALVE WITH CONNECTOR

50500008-C-P PRIMARY ECV5 VALVE WITH CONNECTOR

50500008-C-S SECONDARY ECV5 VALVE WITH CONNECTOR

EMISSIONS CONTROL VALVE INTERFACE, MODEL ECVI, P/N: 50505208-XX

P/N VALVE DESCRIPTION

50505208-C-S SINGLE VALVE ECVI WITH CONNECTOR

50505208-C-D DUAL VALVE ECVI WITH CONNECTOR

LEAN BURN EMISSIONS CONTROL VALVE INTERFACE, MODEL LECVI, P/N: 67300008-XX

P/N VALVE DESCRIPTION

67300008-C-S-L LEAN BURN SINGLE VALVE ECVI WITH CONNECTOR

67300008-C-D-L LEAN BURN DUAL VALVE ECVI WITH CONNECTOR

61 - 61 -

Miscellaneous Part Numbers

MISCELLANEOUS PARTS

P/N DESCRIPTION

50505159 THERMOCOUPLE, K TYPE

50505019 STANDARD OXYGEN SENSOR

50505029 HEATED OXYGEN SENSOR

67200008 POWER SUPPLY FOR HEATED OXYGEN SENSOR

50505047-25 ECV5 VALVE INTERFACE CABLE, 25 FEET

50505177-30 STANDARD OXYGEN SENSOR CABLE, 30 FEET

50505187-30 HEATED OXYGEN SENSOR CABLE, 30 FEET

50505167-30 THERMOCOUPLE CABLE, 30 FEET

50505249 ECV5 MATING FLANGES, ANSI CLASS 150 PIPE THREADED

50505259 1/4" SAE STRAIGHT THREAD FITTING FOR ECV5 AIR BIAS INPUT (FOR TURBO ENGINE ONLY)

50505269 1/4" MNPT THREAD FITTING FOR TURBO INPUT

62 - 62 -

Appendix 6

Modbus Registers – Single Board

ECV5 Modbus Registers (versions 2.3 – 2.10 Single Board)

63 - 63 -

Appendix 6

Modbus Registers – Double Board

ECV5 Modbus Registers (versions 1.0 – current Double Board)

40x Input Registers

Register Description Scaling Factor

40012 O2 Sensor Process Variable 1.0E-03

40013 Ignore

40014 Ignore

40015 Ignore

40016 Ignore

40017 Position process variable 1.0E-02

40018 Position demand 1.0E-02

40019 Manifold pressure 1.0E-03

40020 Pressure demand 1.0E-03

40021 Actuator output Actual

40022 Ignition confirm Actual

40023 Actuator power Actual

40024 Sensor ignore Actual

40025 Sp adjusted 1.0E-03

40026 Analog input 4-20 mA

40027 Ignore

40028 Ignore

40029 Ignore

40030 Position proportional contribution Actual

40031 Position integral contribution Actual

40032 Pressure proprtional contribution Actual

40033 Pressure integral contribution Actual

40034 O2 integral contribution Actual

40035 DAC1 output

40036 DAC2 output

40037 DAC3 output

40038 DAC4 output

40039 Warmup timer Actual

40040 Ignore

40041 Ignore

64 - 64 -

40042 Default mode Actual

40043 Sequence Actual

40044 Ignore

40045 O2 Sensor Sp selected 1.0E-03

40046 Heater

40047 Ignore

40048 Ignore

40049 Ignore

40050 Ignore

40051 Ignore

40052 Ignore

40053 Ignore

40054 Ignore

40055 Ignore

40056 Ignore

40057 Ignore

40058 Ignore

40059 Ignore

40060 Ignore

40061 Ignore

40062 Ignore

40063 Ignore

40064 Ignore

40065 Ignore

40066 Ignore

40067 Ignore

40068 Ignore

40069 Ignore

40070 Ignore

65 - 65 -

401x Holding Registers

Register Description Scaling Factor

40111 Stroke gain Actual

40112 Stroke offset Actual

40113 O2 Set-point 1.0E-03

40114 Demand gain Actual

40115 Demand offset Actual

40116 mA gain Actual

40117 mA offset Actual

40118 O2 gain Actual

40119 O2 offset Actual

40120 Manifold pressure gain Actual

40121 Manifold pressure offset Actual

40122 Default Pressure 1.0E-03

40123 Position proportional gain Actual

40124 Position integral gain Actual

40125 Pressure proportional gain Actual

40126 Pressure integral gain Actual

40127 Load gain prop. Actual

40128 Load gain int Actual

40129 O2 integral Actual

40130 Actuator offset Actual

40131 Maximum pressure 1.0E-03

40132 Minimum pressure 1.0E-03

40133 Serial Number Actual

40134 Modbus address Actual

40135 DAC1 gain Actual

40136 Dac1 offset Actual

40137 Calibrated Actual

40138 Diag Actual

40139 Valve type Actual

40140 Force ignition confirm Actual

40141 Force actuator power Actual

40142 Force sensor ignore Actual

40143 Save data Actual

40144 Warmup timer start Actual

40145 O2 Fail timer start Actual

40146 Actuator limit Actual

66 - 66 -

40147 mA minimum 1.0E-02

40148 mA maximum 1.0E-02

40149 Set-point minimum 1.0E-03

40150 Set-point maximum 1.0E-03

40151 Sp enable Actual

40152 Zeroing Actual

40153 KI minimum Actual

40154 KI maximum Actual

40155 Start_timer_start Actual

40156 Ramp Rate Actual

40157 Lvdt Limit Actual

40158 ManPressure Point 0 1.0E-03

40159 ManPressure Point 1 1.0E-03

40160 ManPressure Point 2 1.0E-03

40161 ManPressure Point 3 1.0E-03

40162 ManPressure Point 4 1.0E-03

40163 ManPressure Point 5 1.0E-03

40164 ManPressure Point 6 1.0E-03

40165 ManPressure Point 7 1.0E-03

40166 ManPressure Point 8 1.0E-03

40167 ManPressure Point 9 1.0E-03

40168 O2 Set-point Point 0 1.0E-03

40169 O2 Set-point Point 1 1.0E-03

40170 O2 Set-point Point 2 1.0E-03

40171 O2 Set-point Point 3 1.0E-03

40172 O2 Set-point Point 4 1.0E-03

40173 O2 Set-point Point 5 1.0E-03

40174 O2 Set-point Point 6 1.0E-03

40175 O2 Set-point Point 7 1.0E-03

40176 O2 Set-point Point 8 1.0E-03

40177 O2 Set-point Point 9 1.0E-03

40178 O2 standard free air Actual

40179 O2 standard zero Actual

40180 O2 calibration value Actual

40181 O2 calibration slope Actual

40182 O2 calibration offset Actual

40183 Init calibration Actual

40184 O2 calibration complete Actual

40185 O2 correction factor Actual

67 - 67 -

Appendix 7

Fuel Valve Questionnaire

The following are questions that will help us to ensure proper configuration of the ECV5, ECVI and Mixing Venturi. Please answer as completely as possible and add comments as necessary:

1. Engine Manufacturer and Model 2. Will the engine be run as Rich or Lean Burn? ______________________

3. Expected Supply pressure range at the ECV5 __________________________

4. Application (Generator or Mechanical Drive) ______________________

5. Rated Horsepower of the Engine ________________________________

6. Will the engine burn Standard Natural Gas? (If not what gas?)_____________

7. Lower Heating Value of Gas or BTU Range _______________________

8. Will this be used in an area classified as hazardous? What Classification?

_______________________ 9. Will the valve need to include a balance line? ______________________

(Pre Turbo or High Side mixing applications) 10. Do you want to monitor pre and post cat temperature? ______________

11. Will the operating Exhaust Gas Temperature always be above 800 degrees F at the

Oxygen sensor? _______________________________________________________

12. If you are using the ECVI cable and connector is the run less than 25‟. If it is greater

than 25‟ specify length. _______________________________ 13. Would you like to replace the Carburetor with a Mixing Venturi? ______

14. Is there anything special or problematic about the application?

__________________________________________________________