Electrical Field Test Procedures TPD2006 v6 PDF
Electrical Field Test Procedures TPD2006 v6 PDF
Electrical Field Test Procedures TPD2006 v6 PDF
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Electrical Field Test Procedures
CONTENTS
TERMINOLOGY .............................................................................................. 3
1 STARTER MOTOR CIRCUIT RESISTANCE TESTING ....................... 4
1.1 PURPOSE ..................................................................................................................................... 4
1.2 TEST AND ACCEPTANCE CRITERIA ............................................................................................. 4
1.3 GENERAL MEASUREMENT CONSIDERATIONS .............................................................................. 4
1.4 PREPARATION & INSTRUMENTATION .......................................................................................... 5
1.5 TEST PROCEDURE ....................................................................................................................... 6
1.5.1 Main Circuit Resistance ................................................................................................... 7
1.5.2 Starter Motor Solenoid Resistance ................................................................................... 9
1.5.3 Maximum Mean Cranking Current................................................................................. 10
1.6 RESULTS ANALYSIS .................................................................................................................. 10
1.6.1 Main Circuit Resistance ................................................................................................. 10
1.6.2 Solenoid Circuit Resistance ............................................................................................ 11
1.7 REPORTING ............................................................................................................................... 11
2 ECM CIRCUIT RESISTANCE TEST .................................................. 12
2.1 PURPOSE ................................................................................................................................... 12
2.2 TEST & ACCEPTANCE CRITERIA ............................................................................................... 12
2.3 PREPARATION & INSTRUMENTATION ........................................................................................ 13
2.4 TEST PROCEDURE ..................................................................................................................... 16
2.5 RESULTS ANALYSIS .................................................................................................................. 17
2.6 REPORTING ............................................................................................................................... 17
3 INJECTOR RESISTANCE CHECK (904, 400J-E & 400F-E ONLY) .. 18
3.1 PURPOSE ................................................................................................................................... 18
3.2 TEST & ACCEPTANCE CRITERIA ............................................................................................... 18
3.3 PREPARATION & INSTRUMENTATION ........................................................................................ 20
3.4 TEST PROCEDURE ..................................................................................................................... 22
3.5 RESULTS ANALYSIS .................................................................................................................. 23
3.6 REPORTING ............................................................................................................................... 23
4 ALTERNATOR LOAD BALANCE TEST ............................................ 24
4.1 PURPOSE ................................................................................................................................... 24
4.2 TEST & ACCEPTANCE CRITERIA ............................................................................................... 24
4.3 PREPARATION & INSTRUMENTATION ........................................................................................ 25
4.4 TEST PROCEDURE ..................................................................................................................... 26
4.4.1 Low Idle Test .................................................................................................................. 26
4.4.2 Machine Operating Speed Test ....................................................................................... 26
4.4.3 Alternator Charge Circuit Voltage Drop ........................................................................ 27
4.5 RESULTS ANALYSIS .................................................................................................................. 27
4.6 REPORTING ............................................................................................................................... 27
5 OK TO ELEVATE IDLE FUNCTIONAL TEST .................................... 28
5.1 PURPOSE ................................................................................................................................... 28
5.2 TEST AND ACCEPTANCE CRITERIA ........................................................................................... 28
5.3 GENERAL TESTING CONSIDERATIONS ....................................................................................... 28
5.4 TEST PROCEDURE ..................................................................................................................... 28
5.5 REPORTING ............................................................................................................................... 29
6 APPENDIX .......................................................................................... 30
APPENDIX A – STARTER MOTOR TESTING .......................................................................................... 30
APPENDIX B – GENERAL TOOLS & HARDWARE REQUIREMENTS ........................................................ 37
APPENDIX C – ECM & INJECTOR CIRCUIT RESISTANCE TOOLING REQUIREMENTS ............................ 37
APPENDIX D – CHANGE TABLE............................................................................................................ 37
Terminology
IMS Integrated Magnetic Switch
T30 Starter Motor Main Battery Positive Terminal
T31 Starter Motor Main Battery Negative Terminal
T50 Starter Motor Solenoid Terminal
BNC Bayonet Neill Concelman
Max Mean Cranking Current Average current measured during worst case cranking
condition
ECM Engine Control Module
CSA Cross Sectional Area
DEF Diesel Exhaust Fluid
1.1 Purpose
The purpose of this test is to ensure that a consistent and accurate method is used to
determine starter motor circuit resistance on all installed engine applications. Incorrect cable
sizing and circuit design can lead to starting issues with an otherwise correctly specified
system. Bad circuit design will result in a highly electrically resistive path between the battery
and the starter motor terminals. Increasing the resistive path between the battery and the
starter motor will mean voltage dissipated as heat across the circuit will increase.
The tests must be performed at a steady cranking speed. Therefore fuel injection must be
disabled before attempting to conduct the following tests. This must be achieved by using the
method indicated below for the engine range being tested. If using the service tool for the
‘disable injection’ method, this feature can be found under the Diagnostics menu of the
service tool.
Injection Disable
Method
Engine
Type Disconnect
Service Injector
Tool Connector
400F-E X
400J X* X
904D/F/J X* X
1100D X* X
1200F/J X* X
Table 1.2 Disable injection method
*Service Tool fuel injection disable can be found at the following menu location:
Under no circumstance should the engine ECM be disconnected from its electrical supply
during cranking or during engine running.
If main battery power is removed from the engine ECM during cranking or when the engine is
running, damage to the fuel system may occur.
In a typical customer installation both the negative and positive halves of the circuit from the
battery are connected to more than one device. For instance it is common for the supply to
the customers fuse panel to be taken from the main cable supply to the starter motor and the
negative terminals on the battery and the starter to be grounded to chassis.
In both cases it is important to ensure that the ammeter is placed around a point where a true
starter current reading can be taken without influence by glow plug activation etc.
These tests can be performed using the PC oscilloscope method or an alternative method.
Both methods are described in this document.
Due to the restricted length of the oscilloscope leads test measurement cables will need to be
fitted to each starter motor terminal (T30, T31 &T50) and routed back to a position close to
the battery. These test lead connections should be made using 2mm2 cable and be
terminated with an appropriate ring terminal for starter connection and a 4mm banana plug for
connection to the oscilloscope lead. Example test lead connection is shown in figure 2.
Note: Test leads connected to Starter terminals will be at positive battery potential
once installed. Care must be taken to ensure leads are insulated such that they are no
shorted to ground during testing.
Starter Motor
Key Switch
Battery Disconnect
Switch
(if Fitted)
V2
V1
A1
Negative cable
V1
+ - Measurement
V3 Battery Voltage
V3
By using a 4 channel PC based oscilloscope the complete Positive and negative circuit
resistance can be measured in one single test. Process below describes how to connect
each of the four channels. For instructions on how to use PicoScope please refer to
Appendix A.
Note: Care must be taken to ensure that the jaws of the ammeter are tightly closed before
activating the test, as any form of air gap between them will lead to incorrect measurements
being taken. The current clamp must be positioned such that clamp is located around the
cable and not around any protective tubing. If protective harness covering is used such as
convoluted tube this must be removed before connecting the current clamp.
The resistance of the starter motor solenoid (activation) circuit should be measured using the
same process previously detailed for main supply current but with the following changes.
Channel A must be connected between the battery negative terminal (Figure 1.2 test
connection V1) and the solenoid terminal on the starter motor.
Use the 60A ammeter to measure the current in the solenoid circuit and connect to
Channel C of the PicoScope.
Channel B must be configured to measure the system battery voltage V2.
The tests must be performed at a steady cranking speed. Therefore fuel injection must be
disabled before attempting to conduct the following tests. See table 1 for disable methods.
For this test the engine should be cranked for a minimum of 5 seconds.
Note: If the current is measured next to the T50 terminal the electromagnetic field created by
the starter motor when cranking can disrupt the measurement and result in incorrect and
inconsistent readings. Try and measure the current away from the starte e.g. at the relay.
Calculation of the mean cranking current can be taken from either the positive or the negative
circuit due to the fact that the current throughout each half of the circuit will be equal.
Average current can be calculated by measuring the DC average cranking current using the
oscilloscope DC measurement option.
The recorded value must not exceed the Maximum Mean cranking values stated in the
Starting & Charging Systems Manual, referenced in the appendix tables for each applicable
starter motor.
(Average Voltage at Battery - (Average Voltage at Starter – Average battery Negative voltage
drop)) / Average Total Circuit Current
(Channel B_av – (Channel C_av – Channel A_av) / Channel D_av = Total Circuit Resistance
(Ohm)
(Average voltage at Battery – Average Voltage at Starter T30) / Average Total Circuit Current
(Channel B_av – Channel C_av) / Channel D_av = Positive Circuit Resistance (Ohm)
Worked Example
Using the values below the circuit resistances can be calculated as follows;
Individual resistance calculations must be made for both the positive and negative halves of
the circuit; an assumption should not be made that the positive circuit will give the same
resistance as the negative as number of connections and battery isolation switches will mean
the positive and negative resistances will vary.
Current flow in both +ve and –ve halves of the circuit should be similar. Any major differences
should be investigated.
(Average Battery Voltage - Average Voltage at T50 Terminal) / Average Solenoid Current
(Channel B_av – Channel A_av) / Channel C_av = Solenoid Circuit Resistance (Ohm)
Note: The 60A current clamp is designed to measure in mV with 1A being equal to 10mV.
This means that 600mV = 60A
Worked Example
(Channel B_av – Channel A_av) / Channel C_av = Solenoid Circuit Resistance (Ohm)
Compare measured result with the solenoid limits stated within the Starting and Charging
Systems A&I Manual Appendix III.
1.7 Reporting
Record the results of the test in the relevant section of the Application Audit Report Form. The
report should include references to documentation and personnel through which the test
conditions can be traced. The following information is required for the audit documentation;
In addition to the measured values above the general information listed below must also be
included as part of the machine audit report.
2.1 Purpose
This procedure is intended to provide necessary information to safely carry out circuit
resistance checks on the ECM power supply circuit. The circuit resistance results can then
be checked against the Perkins resistance limits.
To evaluate the customer wiring harness total resistance (total = positive + negative circuits),
the engine must be stationary and the ECM connectors (J1 and/or J2) disconnected from the
engine ECM. To understand the ECM circuit resistance, wires are inserted into the
appropriate pins on the ECM connectors on the customer side harness (positive and
negative). A milliohm meter is then used to measure the resistance from the pins to main
relay or battery positive and negative (as appropriate).
NOTE: For 400 and 900 Series engines you will need to measure the positive side of the
circuit in two parts. First measure the resistance from the ECM to the main power relay.
Secondly, measure the resistance from the main power relay to battery positive. Alternatively
the relay contacts can be bridged with a piece of wire to measure the positive side of the
circuit as a complete circuit.
NOTE: Since all of the wires that form part of the ECM Power Supply Circuit are in use at the
same time, the resistance of all positive wires must be measured in parallel, then all the
negative wires in parallel too, before adding together to calculate total circuit resistance.
Measuring individual positive or negative wire resistance is incorrect.
Notes:
Circuit resistance measured at ambient temperature 20°C.
The minimum acceptable cranking battery voltage is 7.3V. This will ensure that when the
battery voltage is 7.3V the Injector fuel delivery will be stable and so avoids poor engine
starting and ECM reset conditions.
If you are testing the harness on the engine, then you need to ensure there is no power,
as this can damage the milliohm meter.
For ease of access, it is easier for this test to be completed off engine prior to installation.
Figure 2.2 ECM Circuit Resistance Measurement Setup – no Factory Link harness
Figure 2.3 ECM Circuit Resistance Measurement – with Factory Link Harness (400 and 904 series only)
The following figures show the pins that need to be connected to for the ECM power supply
test. Green highlight is for the negative circuit. Red highlight is for the positive circuit.
Figure 2.6 A6E10 (400J-E and 904-28 series) ECM Power Supply
Milliohm meter
Number of lengths of wire to connect all power pins for ECM testing (Suitable size)
5. Connect one of the connectors of the milliohm meter across the positive wires on the
ECM J1 (1 in Fig 2.1 or 2.2), then connect the other end to the battery positive cable (2 in
Fig 2.1 or 2.2) Note the resistance.
a. The resistance of all positive wires must be measured simultaneously i.e. in
parallel as shown in Figures 2.2 or 2.3
6. Connect one of the connectors of the milliohm meter across the negative wires on the
ECM J1 (3 in Fig 2.1 or 2.2), then connect the other end to the battery negative cable (4
in Fig 2.1 or 2.2) Note the resistance.
a. The resistance of all negative wires must be measured simultaneously i.e. in
parallel as shown in Figures 2.2 or 2.3
7. Add the resistances from step 5 and 6 together. This will give you your total circuit
resistance.
8. Measure the resistance of your flying lead wires and subtract this from your total circuit
resistance from the previous step. You have your final ECM Power Supply Circuit
Resistance.
2.6 Reporting
The following information must be recorded and included within the Application Audit report.
Record final ECM Power Supply circuit resistance
3.1 Purpose
This procedure is intended to provide necessary information to safely carry out circuit
resistance checks on the injector circuit. The circuit resistance results can then be
checked against the permissible resistance limits.
To evaluate the customer wiring harness injector supply circuits total resistance (total =
positive + negative circuits), the engine must be stationary and the ECM J2 and engine
interface connector disconnected. To understand the injector circuit resistance, wires are
inserted into the appropriate pins on the J2 and engine interface connector on the customer
side harness (positive and negative). A milliohm meter is then used to measure the resistance
from the pins on the J2 to the pins on the engine interface connector (as appropriate).
Notes:
Circuit resistance measured at ambient temperature 20°C.
If you are testing the harness on the engine, then you need to ensure there is no
power, as this can damage the milliohm meter.
It is recommended that this test is completed off engine prior to harness installation
Figure 3.2 Injector Test Circuit Setup for a Single Injector Circuit
The following figures show the pins that need to be connected to for the Injector power supply
test. Green highlight is for the negative circuit. Red highlight is for the positive circuit.
Figure 3.3 Injector #1 Circuit Engine Interface Connector pinout (400J-E and 904 series)
Figure 3.5 Injector #1 A6E10 ECM J2 Connector pinout (904-28 and 400 series)
Milliohm meter
Number of lengths of wire to connect all power pins for ECM testing (Suitable size)
3.6 Reporting
The final injector circuit resistance value must be included as part of the A&I audit report.
4.1 Purpose
The purpose of this procedure is to ensure that the selected machine alternator has enough
capacity to supply the demand from the engine and machine control systems and provide
charge to the machine battery across all operating speeds.
Incorrect alternator sizing can lead to poor system performance and in worst case drained
machine batteries. With the introduction of DEF systems at Tier 4 Final, the total electrical
demand from the engine system has increased to levels higher than those previously seen at
Tier 3 and Tier 4interim. To ensure that the alternator is sized correctly for the total system
demand, tests must be conducted at Low idle and standard machine operating speed, as the
output from the alternator will be less than the advertised rated output at lower engine
speeds.
Alternator can meet machine electrical load requirement at all engine speeds (Low
idle and main machine operating speed).
Acceptance criteria for low idle needs to be based on an assessment of a typical
operating cycle for the machine under test, specific conditions and time spent at low
idle speeds.
Max output required from alternator should be at least 10A less then max advertised
alternator output to ensure reserve is available for battery charging.
Measured alternator output must not exceed manufacturers current output defined by
the alternator load curve.
Alternator load curves are referenced at 25degC and all alternator testing should be
conducted as close to this temperature as possible to ensure accurate data
correlation.
Volt drop test pass criteria (delta between V1 and V2).
12V = 0.5V
24V = 1V
Before testing, the machine battery must be charged to full capacity. Once charged the
battery should be disconnected from the charger and left disconnected from the machine for a
minimum of 1 hour prior to commencing the alternator test. This time period allows the
battery terminal voltage to settle after charging.
Connect the fully charged battery into machine system (after allowing at least 1hr for
the battery terminal voltage to settle after charging).
Position alternator current clamp (A1) so that the polarity of the reading is ‘positive’
when the alternator is generating current.
Position the battery current clamp (A2) so that the polarity of the reading is ‘negative’
when the battery is discharging and reading ‘positive’ when the battery is charging.
Connect voltage probe (V1) between the alternator B+ terminal and the alternator
case (ground).
Connect voltage probe (V2) between the battery + terminal and the battery – terminal.
(see diagram Figure 1).
Note: the batteries may be discharging, ‘adding to’ (+) the output form the alternator, OR
charging, ‘taking from’ (-) the alternator.
Upon completion of this test, it is recommended to conduct a volt drop test. The
following section explains the reason and procedure for conducting this test.
Injection Disable
Method
Engine
Type Disconnect
Service Injector
Tool Connector
400F-E X
400J X* X
904D/F/J X* X
1100D X* X
1200E/F/J X* X
Table 4.1 Injection disable method per engine type
In order for the alternator sizing to be acceptable within an application both the low idle and
high idle current demands from engine and machine must fall within the current limits of the
alternator. If at any time the load exceeds the advertised output of the engine alternator a
review of the alternator option must be held with the customer.
4.6 Reporting
All recorded measurements are to be recorded within the relevant section of the A&I audit
report.
5.1 Purpose
The purpose of this test is to ensure that the OK to Elevate Idle (also known as Machine Safe
State or Work Mode) is correctly fitted and configured on the engine to enable the idle speed
to be elevated when required for Aftertreatment Regeneration. As well as helping
regeneration during normal machine operations this functionality is also required to run
certain Service Tests where engine speed must be controlled by the ECM instead of the
machine throttle.
Consult the relevant Electronic A&I guide to check exactly which ECM pin needs to be used
for this function and which J1939 message needs to be received by the ECM.
Connect up the Service Tool to the engine under test and navigate to the ‘Status’ screen
(Shortcut F2.)
Then using the menu on the left select ‘Aftertreatment Regeneration’ (Aftertreatment
Regeneration - II for 1200J)
The parameter that needs to be checked during the test is called ‘DPF Low Speed
Regeneration Engine Speed Control Enable Switch Status’
When the machine controls are in the logical position decided by the OEM to declare ‘safe
state’ or ‘not in work mode’ the above status should read ‘On.’ The engine ECM will have
permission to Elevate the Idle Speed in this condition.
When the machine controls are not in the above position i.e. machine is declaring ‘not safe’
or ‘in work mode’ the above status should read ‘Off.’ The engine ECM will not have
permission to Elevate the Idle Speed in this condition.
5.5 Reporting
Record the results of the test in the relevant section of the Application Audit Report Form
including the logical position of all operator controls required to change the status of the Ok to
Elevate Idle switch.
6 APPENDIX
Appendix A – Starter Motor Testing
Before entering the PicoScope software application, ensure that the PicoScope interface unit
is connected to the PC via the USB cable supplied with the unit. - Select the PicoScope icon
from the desktop.
Before starting the test ensure that the PicoScope is set to x1 probe, resolution 5s/div
and channels are set to the voltage ranges shown below.
Once configured each channel will be set to measure the following parameters;
To activate the test press the space bar on the PC, this will activate the logger and
sampling operation.
Crank the engine for 5 seconds (after the engine injection has been disabled in
accordance with table 1) and a waveform similar to that shown in figure 7 should be
displayed.
Press the space bar to stop the logger.
Note: The sampling operation of the PicoScope is set to record the data for a 50 second
period on a rolling basis. For this reason the logging operation should be started a few
seconds before the engine cranking begins and stopped a few seconds after the 5 second
crank has been completed. This will ensure that all data will be captured.
The waveforms can be saved via the file / save current waveform option for further
analysis at a later date.
Waveforms and measurement data should be checked to ensure that data captured
is of good quality to ensure repeat visits are not required.
After completing the test procedure the captured data will provide all the information
necessary to determine the following;
To prepare the captured data for resistance calculations the data from each channel must be
averaged using the PicoScope tool. The following procedure describes this process.
Measurement
Cursor
Drag the cursors into position using the mouse. It is important that the first cursor is
placed at the point at which the waveforms begin to stabilise as the initial cranking
voltage and current will distort all calculations and should be ignored. The second
cursor should be placed at the end of the trace as shown below.
Once the measurement cursors have been set-up, via the measurements tab select
add measurement and configure the measurement as shown below.
Once all channels have been set-up correctly, the average readings one for each
channel i.e. volt drop and current will be displayed at the bottom of the screen as
shown below. The values can now be used to determine circuit performance.
Note: Channel D will read mV and not current. The current clamp used is designed to
read in mV with 1mv = 1A. This means that a reading of 300mA = 300A when used in
calculations.
A standard test configuration can be used to measure each of the critical system parameters
such as circuit resistance, voltage drop etc. The test layout shown in figure 6 shows the
preferred test configuration.
Test procedure:
Connect a clamp on ammeter to the battery negative cable as close to the battery as
possible ensuring that the ammeter is connected in the correct orientation i.e.
negative sign facing the most negative part of the circuit, the battery.
Ensure that the ammeter is connected as close to the negative battery terminal as
possible.
Using a set of multimeter crocodile clips, clip the negative multimeter cable to the
negative terminal of the battery and the positive lead to the starter motor negative
terminal. This will enable a true voltage drop measurement to be taken across the
length of the negative circuit.
Set the multimeter to measure in mV DC, to record the voltage drop on the cable.
Crank the engine for 7 to 8 seconds and record the average voltage drop reading and
circuit current readings.
Repeat the test 3 times and record the average result of the three tests.
Now repeat the test for the positive half of the circuit ensuring that the current clamp
is orientated correctly and is positioned so that the reading is purely for the starting
circuit and does not encompass the machine demand from the battery during
cranking.
The two sets of test results can now be used to calculate circuit resistance, voltage drop at
the starter motor and the average cranking current.
Supplementary Tests
The Following tests should be conducted in the event of a starter motor circuit resistance
failure.
In cases where the application system design contains a battery disconnect switch, a contact
resistance check should be made to ensure that the switch is not contributing excessively to
the overall circuit resistance. This Measurement can be taken using the PC based
oscilloscope and measuring both the voltage drop across the disconnect switch and the
overall circuit current as shown below in figure 5.10, or by using multimeters to take
measurements as shown in figure 5.11.