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1.2. ces PIP SIGNAL ti V PIP RETURN DH 1 REV SIGNAL Dj VREV RETURN n gt SHIELD 4 20 mA ChA 4 20 mA ChA 4 20 mA ChB 4 20 mA ChB Murphy Pawer Ignition en METHOD 4 RING GEAR NO CAM SENSOR WURPIV NL 200864 BROWN BLACK SHIELD 4 20 mA ChA Murphy Power MPI 04153A page 14 of 17 Ignition METHOD 5 CRANK DISK NO CAM e i ames T Drawing 200866 SWITCH RETURN ALARM_ACK SW ISWITCH RETURN A COIL 1 DA c SHIELD DI D CAM SUPPLY DI E av F CAM SIGNAL DI di CAM RETURN DI J IGN_EN SW DI K L TDI M as OD N P DI R DI T DI U V U LEAD i Must Be Grounded For Proper Tach Operation pen TASA Murphy Power Ignition SPARE Drawing 200867 MODBUS MASTER rasa Murphy Power peo n sn Ignition POR em 3 DA SCHEMA PLAN IS THE PRGPCHIY OF MURPHY PONGA KAMON AMO ITT SN VHEH US FOREIN PATENTO HAVE BEEN IOLED OR PMED FOR 200867 E MPI 04153A page 15 of 17 Drawing 200868 WHITE Refer to drawing 200866 WHITE BLACK 4 cuHunmRuzZzztctgmR mommoow TERMINATOR PART 200614 pen TASA Murphy Power AO BY SN Ignition
3. MPI Ignition System User s Guide amp Installation Manual September 1 2004 MPI 04153A Effective 12 04 TABLE OF CONTENTS Section Page Document Scope System Description System Component Mounting amp Wiring Programming New Display Parameters Start up Procedures Wiring Drawings N UN d WON O SOON e E ND AD AP MY MY SE a a a a EA DEVIATION FROM THESE INSTRUCTIONS COULD LEAD TO IMPROPER ENGINE OPERATION WHICH COULD RESULT IN INJURY TO ALL NEARBY PERSONNEL AND EQUIPMENT DAMAGE 1 Document scope This manual covers the following products MPI 16D MPI 16 MPI 8D MPI 8 This document is intended to provide general guidelines for wiring to external equipment and power sources Wiring instructions to specific Murphy products tachs annunciators valves etc can be found in the previous MPI user manual This document will describe the new displayed parameters that were developed specifically for this new design 2 System description The MPI ignition system is a micro processor based capacitive discharge ignition system The system can be used in a wide variety of sensor arrangements The system also utilizes MPI coils that incorporate a patented sense lead feature that allows the sys tem to measure spark plug voltage KV The voltage can be used to determine 1 end of plug life 2 compression stroke 3 auto energy control 4 coil wiring plug diagnostics The new REV B
4. EY SN For AT 10 04 04 MPI 8 PRIMARY incl HARNESS MATERIAL nie UNLESS CRITIC WACO wi DESCRIPTION ER WE T SHEET OF 1 doc pori Mente Ta com ETCH OF SCHEMA PUAN B THE PROPERTY OF MURPHY POMER ITION vp ur EC iba alitt rye E EE 200868 Drawing 200869 A BROWN B WHITE BROWN C RED D WHITE RED E ORANGE F WHITE ORANGE G YELLOW H WHITE YELLOW J GREEN K WHITE GREEN L BLUE M WHITE BLUE N VIOLET P WHITE VIOLET eens als als xe ses alg ele alg alg ala mle wle ee le ed amp Meses OF o3 A 63 AA oF o3 oF OF S amp S Of OF Pe T ind bi WHITE Refer to drawing 200866 U V WHITE BLACK pat Pisa Murphy Power ny Ignition TERMINATOR pra 10 04 04 MPI 16 PRIMARY PART 200614 n e rz BARNES pm bes wm re reo TER wr ca ARE WU CRAS QUNM OS ON Wan MR A FORIO ENS TE MEN ER GU PLE NU ig done 11 18 Md PART MAr BE REPROQUOD OR USED WINO ME QOMEDIT OF THE OWNER 200869 MPI 04153A page 16 of 17 Drawing 200870 NOTE VDC RANGE 5 30 VDC Murphy Power Ignition 200870 Drawing 200871 TB 1C 4 20 TRANSDUCER 1 REV RETURN 24 SHIELD 4 20 mA ChA 250 n 4 20 mA ChA 4 20 TRANSDUCER Y 24 4 20 mA ChB EA E A EA OPTIONAL HA 4 20 mA ChB San KNOCK SENSORS MPI DSI Murphy Power Ignition 420mA INTERFACE 200871 MPI 04153A page 17 of 17
5. 12 PIP signal use gear teeth or holes in the flywheel Range 30 to 360 Sensor passive magnetic pickup Model 200203 part 72700007 1 REV signal a 0 25 dia min hole or ferrous stud located to generate a single pulse for each revolution of the crankshaft It can be located from 15 degrees before TDC to 15 degrees after TDC The user must program the controller with the actual angle when it occurs Sensor passive magnetic pick up Model 200203 MPI ferrous stud pn 72050051 Note as an option under this method the I REV can be generated using a magnet MPI pn 72050049 and MPI Hall effect sensor 72700006 1 8 or 72700008 6 MPI 04153A page 4 of 17 CAMREF signal This signal is required for 4 cycle engines only that will provide a ref erence for the compression stroke Some part of the active duration of this pulse must overlap or be coincident with the I REV signal on the compression stroke Sensor MPI Hall effect pn 72700006 8 use with MPI magnet pin 72050049 north pole polarity or the magnetic pin 7270050 south pole The user must connect the appropriate signal wire iaw the magnet polarity In addition IT IS CRITICAL THAT THE CONTROLLER IS PROGRAMMED WITH THE COR RECT CAMREF SIGNAL POLARITY FOR THE MPI HALL_EFFECT SENSORS THE POLARITY IS ALWAYS NEGATIVE FOR OTHER SENSORS THE USER MUST DETERMINE THE POLARITY AND PROGRAM THE CONTROLLER ACCORDINGLY FAILURE TO DO THIS CORRECTLY WILL RESULT IN FIR
6. 200870 for wiring details Page 17 The three signals PIP I REV and CAMREF are provided through an opto isolat ed driver chip for use by external equipment The isolation provides for allowing a short ed condition on these outputs without affecting that actual signals coming in from the respective sensors used by the MPI for running the ignition 3 8 Secondary Comm Port Refer to drawing 200867 Page 15 The secondary communication RS 485 port protocol is a Modbus Slave type The baud rate is fixed at 9600 The slave ID can be set through the primary port and MPI display All parameters other than the slave ID and features that are accessible through the primary port and MPI display are available on the secondary port as well 3 9 Primary harness connections Refer to drawing 200868and 200869 for wiring details Page 16 3 9 1 MPI 16 Harnesses The MPI 16 primary harness contains 19 wires This includes 16 coil outputs a common coil return T lead a tank capacitor output for powering CD devices U lead and an input diagnostic sense lead V lead The sense lead can be run in the same con duit with the coil leads The firing sequence in this harness is always A B C D The user must connect this sequence to the proper cylinder in accordance with the firing order This firing pattern in the harness i e A B C D is NOT configurable through the display this is the sequence of all MPI 16 units As an example lets say an e
7. is an MPI 32 which can directly drive two sets of coils up to 16 coils per set There are a few engine models that fire two cylinders simultaneously and each cylinder uses two coils In this case 4 coils are being fired at the same point We recommend that two MPI 32 s be used in such an application This section will show what each connection is for and how to use it The connec tions are grouped according to function Each group has a dedicated drawing The fol lowing is a list of the interface groups 1 Power Supply connections 2 MPI relay connections a Ignition ON relay b Alarm relay c Shutdown relay 3 Crankshaft and camshaft sensor arrangements 4 Switch inputs a Ignition Enable b A B Select c Alarm Acknowledge MPI 04153A page 2 of 17 5 U lead connections 6 4 20 mA connections 7 Isolated repeater signals 8 Secondary comm Port 9 Primary Harness connections 3 1 Power Source The MPI controllers require a nominal 24 Volt power source capable of deliver ing 3 amps The full range for functional ignition is 12 30 volts The display range is 18 30 volts below 18 volts the display goes dark but the MPI ignition circuits will still function normally and at full power Consideration should be given to the wire gauge and length For short runs from the source lt 15 the power wires can be ISAWG min For longer distances the voltage may droop at the controller end of the pair Using 16AWG should p
8. ACK TO THE POWER SOURCE USE IGNITION RELAY POWER SUPPLY SPEC 5 AMP CONTINUOUS CHART 1 TO DETERMINE THE WIRE SIZE GAUGE NO REQUIRED IGNITION RELAY COM D dp O DO IGNITION RELAY a as Murphy Power Ho ETE P 9 14 04 E DC Power Source pe wss Q 24 FUEL SOLENOID VALVE 24 IGNITION RELAY 24 AMPS MAX LAMP IGNITION RELAY COM 24 VDC O 24 PLC 4 i IGNITION RELAY V 24 AMPS MAX ALARM RELAY LAMP NC 24 VDC gt 24 AMPS MAX BHUTDOWN RELAY 24 PLC ANNCIATOR REQUIRED e RR M 9199 RELAY INTERFACE inum er Murphy Power AE i USE FOR ANY Ds FF ESSE else eee APPLICATIONS Saat Te oo SL E EE 2 1 per em 000859 i MPI 04153A page 11 of 17 Drawing 200860 MAGNET MPI 200201 A 200211 CAMSHAFT PWR BROWN 12 VDC OXY N POLE WHITE NEGATIVE POLARITY S POLE N C BLACK RTN BLUE RING GEAR PIP SIGNAL HALL SUPPLY a2v Signal Alignment CAM REF 0000000 SS y Y a Ns nn irse COMP EXH i Li RING GEAR W CAM STEP 1 Install 1 REV to within 15 of TDC 1 cycle STEP 2 Install CAM sensor magnet select sensor location so magne
9. ING THE SPARK PLUGS ON THE EXHAUST STROKE 2 Method 2 Crank Disk with Camshaft sensor Refer to dwg 200861 Page 12 This method utilizes an MPI disk that has magnets imbedded in it s outer circum ference The disk mounts on the crankshaft and takes the place of the ring gear teeth or holes and the 1 REV hole or stud There are various diameters of these disks available Each disk has a unique number of magnets inserted into the circumference The user must enter the number of magnets into the Number of PIPs parameter This method allows the crankshaft sensing to be accomplished with a high degree of accessibility to the disk and sensor This method is used in applications because of the difficulty certain engines present when trying to locate and mount sensors for the ring gear methods The disk magnets as with all magnets have a south pole end and a north pole end The hall effect sensing elements are selective to this magnetic polarity All but one of the magnets are installed such that the south pole faces outward The single magnet with the north pole facing out is used for the I REV signal This magnet is stamped with an R next to it The north pole pulse is also used by the controller as the last PIP pulse and performs those actions taken when normal PIP pulses are detected The South pole magnets are used for generating PIP signals The MPI hall effect sensors p n 200201 A 1 8 1 or the 200211 6 1 provide
10. both a south pole pulse and a north pole pulse on separate output wires Refer to draw ing 200861 for wiring and mounting details CAMREF signal is set up the same way as method 1 3 Method 3 CAM Disk Method Refer to dwg 200862 Page 13 This method utilizes a disk mounted directly onto the camshaft or a shaft running at synchronous speed with the camshaft Since the disk is already at cam speed there is no need for a separate camshaft sensor The cam disk provides the PIP and 1 REV sig nals with the single MPI dual hall effect sensor There are disks designed to drop in for certain engine applications Included among those is the Waukesha VHP series the Cat 3408 and 3412 engines 4 Method 4 Ring gear teeth or holes and NO cam sensor Refer to dwg ft 200864 Page 14 This method is also referred to as a camless method The PIP and I REV signals are set up as outlined in method 1 This method does not use a camshaft sensor For deter mining the compression stroke the controller uses the Smart coil technology The cam less method uses the relationship between the pressure of the air in the spark plug gap and its affect on breakdown voltage In simple terms the higher the pressure in the gap MPI 04153A page 5 of 17 the higher the voltage requirement is to start the spark Under the compression stroke the spark plug gap is subjected to a significantly higher pressure than it is during the exhaust s
11. design utilizes a single board that includes all of the electronics that was included in the REV A design that consisted of 4 modules for the MPI 16 and three modules for the MPES The new design has provided the following improvements 1 Lower operating power requires less that 2 amps This has resulted in much less heat dissipation internally This improvement alone has greatly improved reliability 2 Single board design has eliminated many internal cables this has reduced cost and increased reliability 3 Second modbus port has improved performance 4 Added a CAN port 5 Reduced weight The system features crankshaft referenced timing within 0 25 degrees with as few as 30 events pulses from the crankshaft The system is smart enough to track the fly wheel rotation in between triggers while maintaining 0 25 degrees of accuracy The timing can be adjusted while running through the easy to use display keypad The user can design his own speed timing curve up to 5 points The two 4 20mA inputs can be used to show a transducer parameter and if desired the 4 20 can also change the timing as a function of that sensor This is also user configurable MPI 04153A page 1 of 17 The unit is 100 field programmable from the display keypad unit No chips to program and install No PC is required MPI does have a PC based programming pack age available if that is desired The system provides a wide array of diagnostic features both off line and d
12. e shown On the older model only a few values were shown There is no difference between the old and new system in terms of these value s meaning 6 0 Start up procedures The start up procedures have not changed from the previous instructions They are summarized here 1 gt Aa LK Program the unit for the specific application 2 When the wiring is complete check the firing order using the KV diagnostic capability Perform a dry run no fuel crank and check for ignition coming on When step 3 is successful perform a start up with fuel While the engine is not loaded check the timing for stability and accuracy When step 5 is satisfied operate at normal load 7 Wiring Drawings No 200858 200859 200860 200861 200862 200863 200864 200865 200866 200867 200868 200869 200870 200871 Title DC Power Source Relay Interface Method 1 Ring Gear w Cam Sensor Method 2 Crank Disk w Cam Sensor Method 3 CAM Disk Switch Inputs Method 4 Ring Gear w o Cam Sensor Method 5 Crank Disk w o Cam Sensor U lead wiring Secondary Modbus Port MPI 8 Primary Harness MPI 16 Primary Harness Repeater Signals PIP 1 REV CAMREF 4 20 mA Interface MPI 04153A page 10 of 17 Drawing 200858 REGULATOR ALTERNATOR BATTERY i SWITCH RATING CHARGER BATTERY 10 AMP MIN ve ESL E M FUSE RATING 10 AMP RETURN POWER SUPPLY EARTH GROUND O a Y 1 IT IS RECOMMENDED THAT EACH SYSTEM BE CONNECTED SPERATELY B
13. e terminal can also be used and it s also an easy point to observe the primary parade for the odd firing tank cap The important concept to keep in mind when it is desired to use the U lead is that it s reference in the T lead The T lead is the negative side of the tank capacitor It is typically connected to all the coils terminal IF a CD powered device is used it typi cally references engine ground Therefore in order for the U lead to supply power to a device that is ground referenced the T lead must also be connected to the same ground as the device Refer to the drawing for this connection MPI 04153A page 6 of 17 The U lead can also be used for the kill function If this lead is grounded it will disable ignition similar to the Ignition Enable switch input The system will display the same message i e Ignition Disabled when the U lead is grounded 3 6 4 20mA Connections Refer to drawing 200871 for details Page 17 The MPI controllers have two 4 20 mA interfaces One is associated with sched ule A and one with schedule B There is also an option to assign the channel A 4 20mA interface to affect schedule B timing Each input is ground referenced therefore it is con sidered to be an end of line device Each input has an internal 250 ohm resistive ter mination If a voltage source is used a 1 5 volt input will have the same affect as a 4 20mA driver 3 7 Isolated Repeater Signals Refer to drawing
14. erything else is operational When the contacts close the controller will cease firing the coils and it will also shutdown the high voltage supply for the tank capaci tors If there is an ignition delay programmed the controller will wait for that speci fied amount of time before turning off the ignition 2 A B Select The switch or relay contacts wired to this input will signal the con troller to operate from either the A schedule open or switch over to the B schedule closed Leaving this input unwired will be treated as an open switch and the con troller will run the timing and 4 20ma control according to the A schedule 3 Alarm Acknowledge The switch connected to this input can be used to clear any alarms in the queue and it will also release the MPI alarm relay if it is set The same action can be done by selecting the page showing the alarms and pressing F2 on the keypad 3 5 U lead connections Refer to drawing 200866 for details Page 15 The U lead refers to the primary harness connector pin identified by the letter U This lead is used to supply CD power to end devices that typically run off the mag neto kill lead The U lead is internally connected to the odd firing tank capacitor cur rent limited through a series 30k ohm resistor The same connection point is also brought over to the terminal TB 1B position 11 The normal connection to external devices is made in the primary harness itself on the actual U lead Th
15. external switch closure on the Alarm Acknowledge input The contacts are provided for general purpose use They can be used to turn on lights directly or be used as a discrete input to a SCADA system etc 3 Shutdown Relay This relay energizes when the system has detected a serious out of range condition For example if the engine rpm exceeds the specified threshold for over speed and the duration the rpm exceeding this speed has exceed the specified amount of time the relay will energize External devices use the change in the relay contacts to detect the ignition has ceased The ignition controller itself will cease igni tion and post a message on the first operator page that a shutdown occurred and the actual cause of the shutdown will appear on the next page under Shutdowns amp Alarms The shutdown relay will automatically reset when the controller detects that the rpm is zero The shutdown message will remain posted on the second page until the engine is restarted and then it will show No Shutdown if everything is normal on the restart 3 3 Crankshaft and camshaft sensor arrangements The user needs to decide upon which method the system will use to sense the crankshaft and camshaft if applicable position It is critical that the method pro grammed matches the actual physical sensor configuration There are 5 methods to choose from 1 Method 1 Ring Gear and Camshaft sensor refer drawing 200860 for wiring page
16. ll one page to the right to show the Schedule A timing curve information At least one timing point needs to be entered If the 4 20mA input is to be used for timing retard control the user would enter this information on this page Note the 4 20mA input is shown during operation even if no timing retard curve is entered This allows the user to simply observe a transducer s output without affecting the timing The display file can be modified to scale the 4 20mA into some engineering unit for ease of reading For example if a temperature transducer is being used the display can be programmed to readout the temperature instead of the 4 20mA level or both Next the user must scroll to the Misc Parameter page and at a minimum fill in the following 1 Crank method 2 PIPs per rev 3 Overspeed RPM 4 Coil type 5 CAM polarity if applicable MPI 04153A page 8 of 17 All of the other parameters are filled in only if they are needed by the application Further details on these parameters can be obtained from the previous version of the MPI Installation manual dated Sept 2000 5 0 New Display Parameters During the development of the new single board controller there were several new parameters added to the system that appear on the display Most of them are intended for use by factory engineers to help with field support A brief description is provided here Page 2 additional parameters 1 CD 1 REV Position this parameter i
17. ndicates how centered the I REV signal is wrt the adjacent PIP pulses Its important that this shows between 90 100 which means the 1 REV signal is fairly centered If it shows 60 90 the timing accuracy will be degraded This is only critical for the crank method of Crank Disk w amp wo cam 2 Flash Status amp Checksum When the user saves the engine data the status line will indicate if the programming process completed successfully A checksum value is calculated and is check on every power up If the engine data gets corrupted the checksum on power up will not match the checksum made during the save opera tion and a message will be posted for this error 3 DBGI amp DBG2 These parameters are used to show internal variables if a problem comes up that needs to be looked into at such a depth We can assign various vari ables to these parameters on a as needed basis They are only used during the troubleshooting process and currently are not in use 4 1 Rv timestamps These parameters are updated at each occurrence of a 1 REV pulse They are the number of internal clock ticks counted between 1 REV pulses If a 1 REV pulse is detected that is not from the I REV target the parameter will show a smaller number of clock ticks Using this information we can determine in the case if a bad PIP count which signal was at fault the PIP or the I REV The last 5 cycles are saved Page 4 1 KVSCF This parameter is a calibration factor that i
18. ngine has a firing order of 1 2 15 16 7 8 The harness should be wired as follows Pin Color Code Cylinder A Brown 1 B White brown 2 C Red 15 D White red 16 E Orange 7 F Whitelorange 8 And so on MPI 04153A page 7 of 17 3 9 2 MPI 8 Harnesses This harness contains 11 leads Eight are coil outputs then then the TU amp V leads as in the MPI 16 harness There is a significant difference in the firing sequence of the MPI 8 harnesses The harness fires in the sequence as follows A C E G J L N R For example an engine with the firing order of 1 8 4 3 6 5 7 2 would be wired as follows Pin Color Cylinder Brown 1 Red Orange Yellow Green Blue Violet Grey SZANSA N YX Ud 4 Oo 4 Programming Programming the MPI controllers for specific applications is accomplished by two means 1 Programming through the display keypad unit 2 Using a PC and MPI Prog software Prior to programming the unit must be in the Standby mode engine rpm 0 Select the Programming Page option F4 from the main menu Then press F2 View Edit This should result in the display showing the first page of the crankshaft selections Scroll through until the desired crankshaft is seen and press the associated F key By selecting the crankshaft the angles and number of cylin ders is obtained The display will automatically switch to show the actual crank angles in degrees between the tdc points of each cylinder Scro
19. reclude any signifi cant voltage drop For engines using electric starters it is best to run a dedicated pair direct from the battery to the MPI The user may want to provide a power switch for the MPI This is a recommended practice as it allows the user to turn off power to the MPI for maintenance safety It is further recommended that external fusing or circuit breakers for the power wire are provided near the source Refer to drawing 200858 for wiring details Page 11 3 2 Relay connections There are three relays for optional use All use a form C arrangement that means there are a common a normally open and a normally closed set of contacts The current rating for all of these contacts is 2 amps cont Refer to drawing 200859 Page 11 for the wiring details The relays are 1 Ignition On relay This relay energizes when the controller has recognized that the engine is cranking and the crankshaft signals PIP amp I REV and CAMREF if appli cable are within specs This means that the PIP count is within the tolerance range specified in the engine data that was programmed It also implies the CAMREF and 1 REV signals are in their correct relative alignment At the same moment the relay comes on the controller starts firing the coils Normally the N O contacts are used to turn on a fuel valve Holding off fuel until the ignition comes on prevents excessive fuel build up in the engine prior to sparks For applications
20. s set at the factory but may be further adjusted in the field if necessary It corrects for the propagation delays of the sense signal through all of the electronic components Each production board can have slight differences in their component delays so this parameter is used to make sure the KV readings are accurate for each bd Sometime the field wiring can also add delays so this parameter can be used to compensate for long harnesses 2 KV Termination This parameter is either IN or OUT and it tells the proces sor to switch on the termination hardware on the sense lead This termination is helpful for shielded system where an excessive amount of primary voltage can be induced on to the sense lead The termination helps to reduce that induced voltage Field testing determines if it is needed But generally shielded systems use it unshielded systems typically do not benefit by it 3 SecThres This parameter adjusts a reference voltage within the sense signal inter face circuitry It used to be established with a small potentiometer in the older design Now the voltage is set through the panel This number is set at the factory and is typically set between 3 4 volts Changing this parameter in the field should only be attempted by specially trained technicians that have a thorough under standing of the functionality of this parameter MPI 04153A page 9 of 17 Page 6 On this page all of the test values for camless operation ar
21. t is aligned with CAM sensor when 1 REV target hole stud is aligned with 1 REV sensor Drawing 200861 MAGNET MPI 200201 A 2002115 CAMSHAFT WVA ANANN PWR BROWN 12 VDC AQUA 2 N POLE WHITE NEGATIVE 3 POLARITY 4 MPI TRIGGER N C BLACK Palli DISK RTN BLUE SENSOR E 200860 i d qd Murphy Power R METHOD 2 CRANK DISK W CAM MPI 04153A page 12 of 17 SENSOR TRY NI 200861 MPI TRIGGER DISK ALIGN I REV TO TDC 1 COMPRESSION Drawing 200862 BROWN BLACK BLUE SHIELD 1 REV SIGNAL TDC I REV RETURN SHIELD 4 20 mA ChA 4 20 mA ChA 4 20 mA ChB 4 20 mA ChB Murphy Power Ignition z SWITCH CONFIGURATIONS RELAY Piogge CONTACT TL MANUAL SWITCH gt EN SW SWITCH IGN Y dear ET ALL DW SN BIPOLAR TRANSISTOR SAME AS DRIVE IGN_EN SAME AS IGN_EN MOSFET TRANSISTOR DRIVE i 2 MERA Fresu UNLESS OTHERWISE NOTED al ARE CUES sa 3 030 MES t2 ente EU Murphy Power Ignition MPI 04153A page 13 of 17 Drawing 200864 RING GEAR HALL SUPPLY 12V PWR BROWN 12 VDC WHITE FLYWHEEL __ N MAGNET MPI HALL EFFECT RTN BLUE
22. troke when the cylinder is at atmospheric pressure The KV measurement shows this affect of the higher breakdown voltage required under the higher pressure Using this cause and effect relationship the controller program will test fire a number of coils when the engine first starts to crank It saves all of the KV readings over four revolutions on each tested coil Each coil fired during this testing phase has been fired twice during the compression stroke and twice during the exhaust stroke The program then determines by evaluating the readings in the sequence they were read which two strokes were compres sion and which two were exhaust strokes The result of this evaluation is the determina tion of the stroke type coming up on the 5th revolution After this initialization the pro gram keeps track of the stroke type by switching the stroke type with every I REV pulse 5 Method 5 Crank Disk with NO cam sensor Refer to dwg 200865 Page 14 This method is similar to method 2 with the exception of the eliminated cam sen sor This is another camless based method and the compression stroke is determined as outlined in method 4 3 4 Switch Inputs Refer to drawing 200863 for wiring details Page 13 The MPI controller has three switch type inputs 1 Ignition Enable This input is used to enable or kill the ignition When the con nected switch contact relay or manual switch is open the ignition is allowed to run if ev
23. uring engine operation Off line diagnostics feature the ability to fire the coils to verify the pri mary harness is wired to the correct cylinder firing order verification Firing the coils plugs also provides a means of verifying the coils and pugs are operating normally The user can selectively turn the relays on amp off to test those interfaces The user can set the tank voltage to any desired level between 100 250 volts On line diagnostics include measurements of the input voltage verification of the tooth or hole count overspeed protection many more useful parameters to give the user a fast and comprehensive look at what the system is doing ND AD AD 4 av i 4 b A AVARNING my a am P d WARNING THE MPI IGNITION SYSTEM MUST BE CONFIGURED PROGRAMMED PRIOR TO RUNNING THE ENGINE REFER TO THE PROGRAMMING SECTION FOR INSTRUCTIONS 3 0 System component mounting amp wiring A basic system consists of an ignition controller with integral display primary wiring harness crankshaft and camshaft sensors a coil for each spark plug The controller comes in 2 basic configurations MPI 16 which can directly drive up to 16 spark plug coils and an MPI 8 which can drive up to 8 coils Each of these con trollers can come with an integrated display or can be purchased without the display In the latter case the display can be purchased separately and mounted remotely For engines that operate with 2 spark plugs per cylinder there
24. where the coils provide the compression reference camless mode it is imperative that this relay keeps fuel off until ignition has begun These contacts can be used to signal a PLC turn on a light whatever is needed The N O contacts will close when the relay is energized There is light indicator next to the relay that will illuminate when it s energized The displayed parameter on the first operator s page will change from IGN OFF to IGN ON simultaneously when the relay is energized MPI 04153A page 3 of 17 2 Alarm Relay This relay energizes when the controller detects an alarm criteria that has been met The cause of the alarm will show on the display Many alarms are not considered reasons for shutting down the engine For example the input 24 volts may droop below the alarm threshold typically it is set for 20 volts This alarm would rou tinely appear on systems with electric starters No real problem and no corrective action would be required If however this alarm appears during normal run time that could be an early indicator that the charger is not maintaining the battery and correc tive action can be taken before the battery discharges down to the point where the unit can no longer keep running In addition to showing the alarm message the display will show an ALARM ON message on the first operator page To clear the alarm the user can press the appropriate function key on the appro priate page or use an
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