Trigger
This section contains setup information for configuring your engines' trigger system, including crank and cam trigger patterns and sensors.
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Page Contents |
Trigger Configuration
Trigger Type
This is set to the type of trigger system that the ECU is connected to. The Elite ECU requires this information to know Engine RPM, and when fuel and spark events should occur. Most engine manufacturer and types are supported and can be directly selected from the list. For those with custom trigger systems, a Generic Missing Tooth or a Generic Multi-tooth can be selected and the number of teeth entered. If you are using an engine that is not listed, but it uses the same trigger type as another engine type on the list, Haltech can be contacted and you can request your engine type to be added with a future update. Selecting each trigger type will open a Help Box that describes the crank and cam sensor patterns, which may be helpful in selecting the correct Trigger Type.
Number of Teeth
Active only when a Generic Missing Tooth or a Generic Multitooth Trigger Type is selected. This is the physical number of teeth on the trigger system, including any missing teeth as if they ere still there. Eg. if you have 35 physical teeth with a gap where one tooth would be, you would enter 36 as the number of teeth.
Number of Missing Teeth
Active only when Generic Missing Tooth is set as the Trigger Type. The number of physical teeth that are missing from the trigger wheel.
Trigger Signal Location
The location of the Trigger. Enter if the Trigger is located on the crankshaft, or it is located on the cam eg. a distributor.
TDC Offset Angle
The angle between the trigger tooth for cylinder 1 and TDC for cylinder 1. This value is important to set correctly to ensure timing accuracy. The value can be any number between 0 and 720 degrees (the full engine cycle) that allows the commanded ignition advance and the actual ignition advance to match. Typically it is adjusted while the Ignition Lock Mode is active. A timing light is required to set this value.
TDC Offset Angle Table Enable
Ticking this box activates a tuning table in ESP. The TDC Offset Angle Table allows for fine adjustment where the locked ignition timing advances or retards over RPM, and allows the ignition timing to match between ECU and Crank at all RPM. This may be required due to sensor or ignition delays.
RPM Filter Level
A filter that can be applied to the RPM signal to remove excess fluctuations that can make tuning difficult with aggressive engines. The value is adjustable from 0 – 4 with “0” being no filtering, and “4” being maximum filtering.
Quick Start
Enables the quick start feature. When using Direct fire ignition and Sequential injection enabling this function fires the Ignition in Wasted Spark and the Injection in Semi-sequential mode when Engine RPM is under the "Max Cranking RPM". This will assist with faster engine starting. We recommend disabling this function when using CDI style ignition systems and on Methanol fueled engines.
Trigger Signal
Sometimes referred to as the Reference, the Crank Sensor, or the NE signal, the Trigger Signal tells the ECU what RPM the engine is running at. The minimum requirement for the trigger to run an engine is to have one tooth (pickup event) per spark event. There are many different tooth patterns used by different manufacturers. Most of these patterns are supported by your Elite ECU and you simply need to select the correct engine type, allowing the Elite to know what pattern to expect. Some trigger patterns give more information than others. Eg. Missing tooth triggers allow for engine synchronisation giving the Elite ECU the ability to know not only that the engine is turning, but also the position of the crankshaft. Many Trigger patterns also use a Home Signal.
Edge
Select if the Rising or the Falling edge is to be used by the Trigger. The edges are found through testing and in most cases Haltech can provide the correct settings for your Trigger Type.
Sensor Type
Required to tell the system which type of sensor is connected for the Trigger input.
Reluctor
A magnetic analogue sensor, sometimes referred to as a VR sensor. In most cases it can be identified by having only 2 wires although some may have a 3rd shielding connection. It is an unpowered sensor that generates an analogue signal where a positive voltage signal produced as the tooth approaches the sensor, and a negative voltage signal is produced as the tooth moves away from the sensor.
Hall Effect
Sometimes referred to as Optical on some applications. A digital sensor that generates an on and an off voltage, and directly switches between the two. Hall and Optical sensors are powered sensors and as such will have 3 or more wires. These sensors produce what is known as a square-wave digital pattern.
Custom
Only select this option is instructed to do so by Haltech. This setting allows for unique sensor properties to be supported and requires advanced knowledge to correctly configure.
Filter Level
Up to 4 levels (0-3) can be selected to help improve the signal from a noisy sensor. It is always best to start with Level 0 and only increase above 0 if doing so shows to improve the signal quality. High values here will indicate poor wiring, excessive radio interference, or a faulty sensor.
Pull Up
Required with a Hall Effect sensor to generate a desired signal voltage. This setting will connect an internal resistor in the Elite ECU between the signal wire and 5V. Reluctor Sensors do not require a pullup.
Disabled
No pull up resistor is used. An external pull up or a sensor with a built in pull up will use this setting. If you are connecting your Elite ECU so that it is sharing a signal with another ECU, such as an OEM ECU, you will select this option. The OEM ECU will have an internal pull up of its own and not require the Elite to have a pull up enabled.
Enabled
An internal 2.2K Ohm resistor will be connected between the signal input and 5V.
Strong
An internal 550 Ohm resistor will be connected between the signal input and 5V.
Ground Reference
Required only when using a reluctor sensor. When enabled, this setting will use the ECU Signal Ground as the 0V reference when measuring voltage from the reluctor sensor. This should be used when the ‘Trigger+’ and ‘Trigger-' wires cannot be run directly to the sensor itself, or when the sensor type requires it.
Digital Reference
Only active when Custom is selected as the sensor type. Only enable this function when instructed to do so by Haltech.
Signal Coupling
Only active when Custom is selected as the sensor type.
AC
Selected for symmetrical sensors. i.e Reluctor.
DC
Selected for unbalanced sensors. i.e. Hall
Edge Rejection Ratio Enable
Enables a percentage of time to be defined between Trigger events whereby any signal received is ignore by the Trigger system. This can be helpful with a trigger system experiencing large noise levels by rejecting all signals within this period thereby reducing the overall chance of a false trigger. (Default = Disabled)
Edge Rejection Ratio
The percentage of time between Trigger tooth events where any signals are ignored. Too high a value can cause missed detection of a correct signal with fast revving engines. (Default = 20)
Time Out Ratio
An adjustable amount of time used by the ECU to detect if the engine is running or not on shutdown. (Default = 3)
Home Signal
Sometimes referred to as the Sync, the Cam Sensor, or the G sensor, the Home Signal allows the system to know camshaft position, and therefore crank position over the full 720 degree engine cycle. From this it also knows cylinder position, which in turn allows full sequential operation of the fuel and ignition systems. A single tooth is all that is required for the system to know the engine synchronisation. Some Home Signal patterns contain multiple teeth, which is a requirement for accurate cam position detection with engines that use continuously variable cam timing.
Sensor Type
Required to tell the system which type of sensor is connected for the Trigger input.
Reluctor
A magnetic analogue sensor, sometimes referred to as a VR sensor. In most cases it can be identified by having only 2 wires although some may have a 3rd shielding connection. It is an unpowered sensor that generates an analogue signal where a positive voltage signal produced as the tooth approaches the sensor, and a negative voltage signal is produced as the tooth moves away from the sensor.
Hall Effect
Sometimes referred to as Optical on some applications. A digital sensor that generates an on and an off voltage, and directly switches between the two. Hall and Optical sensors are powered sensors and as such will have 3 or more wires. These sensors produce what is known as a square-wave digital pattern.
Custom
Only select this option is instructed to do so by Haltech. This setting allows for unique sensor properties to be supported and requires advanced knowledge to correctly configure.
Edge
Select if the Rising or the Falling edge is to be used by the Trigger. The edges are found through testing and in most cases Haltech can provide the correct settings for your Trigger Type.
Filter Level
Up to 4 levels (0-3) can be selected to help improve the signal from a noisy sensor. It is always best to start with Level 0 and only increase above 0 if doing so shows to improve the signal quality. High values here will indicate poor wiring, excessive radio interference, or a faulty sensor.
Pull Up
Required with a Hall Effect sensor to generate a desired signal voltage. This setting will connect an internal resistor in the Elite ECU between the signal wire and 5V. Reluctor Sensors do not require a pullup.
Disabled
No pull up resistor is used. An external pull up or a sensor with a built in pull up will use this setting. If you are connecting your Elite ECU so that it is sharing a signal with another ECU, such as an OEM ECU, you will select this option. The OEM ECU will have an internal pull up of its own and not require the Elite to have a pull up enabled.
Enabled
An internal 2.2K Ohm resistor will be connected between the signal input and 5V.
Strong
An internal 550 Ohm resistor will be connected between the signal input and 5V.
Ground Reference
Required only when using a reluctor sensor. When enabled, this setting will use the ECU Signal Ground as the 0V reference when measuring voltage from the reluctor sensor. This should be used when the ‘Home+’ and ‘Home-‘ wires cannot be run directly to the sensor itself, or when the sensor type requires it.
Digital Reference
Only active when Custom is selected as the sensor type. Only enable this function when instructed to do so by Haltech.
Signal Coupling
Only active when Custom is selected as the sensor type.
AC
Selected for symmetrical sensors. i.e. Reluctor.
DC
Selected for unbalanced sensors. i.e. Hall
Minimum RPM
With the Quick Start feature enabled, the home signal is ignored below this RPM when determining engine position. While below this RPM, if the Injection Mode is set to Sequential it will operate only as semi sequential, and if the Ignition Mode is set as Direct Fire it will operate as Waste Spark. When RPM goes above this value the home signal is latched on and will help provide more synchronisation information allowing Sequential and Direct Fire operation. This is reset when RPM goes back to 0.
Synchronisation Mode
Select when the Home sensor should be used
Always
Always uses the Home signal to determine engine position information, unless RPM falls below the Minimum RPM setting (if enabled).
Until Full Sync
When this is set to Until Full Sync, the home signal gets ignored once the ECU has been at full cycle engine synchronisation for 8 engine cycles, after which only the crank sensor is used for engine position information. This is only available for Generic Standard Full Cycle and some Missing Tooth and Extra Tooth trigger patterns.
Related Tables
TDC Offset Angle Table
The TDC Offset Angle Table allows for fine adjustment where the locked ignition timing advances or retards over RPM, and allows the ignition timing to match between ECU and Crank at all RPM. This may be required due to sensor or ignition delays.
Trigger Diagnostic Channels
Trigger Synchronisation Level:
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None |
Not enough information to determine engine position |
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Cylinder |
Can determine engine position with a cylinder event |
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Half |
Can determine engine position within half engine cycle |
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Full |
Can determine engine position within a full engine cycle |
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Error |
Error detecting synchronisation |
Trigger Synchronisation State:
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Stopped |
The reference signal is stopped |
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First Tooth |
Waiting for first tooth |
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First Ref Event |
Waiting for the first reference event |
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First Unique Ref Event |
Waiting for the first unique reference event |
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Running |
Trigger synchronised |
Trigger System Errors:
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Running |
The trigger is running |
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Stopped |
The trigger has stopped |
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1: No Home |
No home signal is detected |
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2: Home Position Error |
Occurs when the current engine position and the position the sync signal thinks the engine is in don't match |
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3: Reference Detection Error |
An error detecting a reference event on the reference signal |
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4: Home Tooth Count Error |
The number of home teeth between reference events does not match the expected value |
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5: Trigger Tooth Count Error |
The number of trigger teeth between reference events does not match the expected value |
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Error "X" & "X" |
Combinations of the errors listed above |
Trigger Tooth Count:
On triggers with an extra tooth or missing tooth reference event it's the count of teeth between the reference events.
On standard triggers it's the number of teeth on the wheel.
Trigger System Error Count:
The number of times an error has occurred.
Trigger Tooth Count at Error:
The tooth count when a Reference Detection Error or Trigger Tooth Count error occurs.
Home Tooth Count at Error
The tooth count when a Home tooth Count Error occurs
Tooth Period at Error:
The tooth period measured when the last Reference Detection Error or Trigger Tooth Count Error occurred.
Previous Tooth Period at Error:
The tooth period measured before the Tooth Period At Error
Sync Offset Difference at Error:
The difference in angle between what the sync signal says the engine position is and where the current engine position is at.
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