Approval
Date Originator Check Approval Date Part Number
21/11/2011 AH Various SoK 13/06/2012 200516
Contents Issue list
The LNG Tank contains both and Natural Gas Vapour at pressure of up to 16 bar (230psi)
High methane content LNG reduces the concern about the effects of weathering. LNG manufactured from Bio-
methane has a very high methane content. The methane content of LNG manufactured from Fossil natural gas
can vary between sources of supply.
The quality of the LNG fuel in the tank is largely dependent on the rate at which it is used. Weathered LNG can
pose problems with pre-ignition and detonation (knock). Vehicles that use the LNG regularly and consequently
re-fuel frequently do not suffer from weathered LNG. (See box for details)
The quality of the LNG in the tank cannot be assured once a vehicle has been venting gas from the LNG tank for
some time. The simple act of re fuelling will not necessarily return the fuel in the tank to a quality sufficient for
correct operation of the Dual-Fuel system.
The only way to guarantee the quality of the LNG, once the vehicle has been venting for sometime, is to dispose
of the gas in the tank and re-fill with high purity LNG. (see Gas Disposal section)
In order to enable the Dual-Fuel system to cope with as wide a range of gas compositions as possible, these are
3 dealer settable fuel indexes which can be changed using diagnostic tool. (See Figure 1)
The valves for indexes are calculated form a gas analysis. If a customer changes his gas supply they should be
re calculated from an analysis of the new gas supply and change using the Diagnostic Tool.
The index values can be calculated by Clean Air Power.
Select Calibration-General.
From Calibration drop down
SAFR Index menu)
(controls Air-Fuel Ratio)
HV Index (relates to
heating values of gas)
Figure 1
The LNG in the LNG Tank is stored in a saturated sate. That means it is on the point of boiling off. At
atmospheric conditions LNG will boil off completely. When this happens the natural gas will disperse upwards.
LNG is itself not flammable. However, the natural gas formed when it boils off is. When LNG boils off to form
Natural Gas it expands in volume by 600x so 1litre of LNG will produce 600 litres of Natural Gas.
A spill of LNG will disperse of its own accord. It is non polluting and non-toxic.
LNG is very cold. It is stored in the LNG tank at a working temperature of -130C. Contact with exposed skin will
cause frostbite.
CAUTION
Wear thermally insulated gloves, while operating the hand valves on LNG tanks.
Important Please Read This Section
Natural Gas Safety
Natural Gas is flammable in a 5% to 15% fuel / air ratio.
Natural Gas is lighter than gas and will disperse upwards.
Normally natural gas produced from LNG is odorless. (An odor may indicate aged gas with a high
propane/ethane content)
Check LNG tank pressures. The tank will vent if pressure exceeds 16bar (230psi). Pressure build is between 1
and 2 bar per day. Ensure that gas does not vent in the workshop. It may be necessary to vent some gas from
the tank before bringing the vehicle into the workshop. On vehicles that do not have a vent gas recovery
connection on the LNG tank this can be done simply by opening the Vent Hand Valve ). If the tank is equipped
with a Vent Gas Recovering Connector, vent gas disposal equipment should be used.
Pressure Gauge
Gas/ Liquid Hand Valve
Figure 2
Refer to 200293 Leak Detection and Repair Diagnostic guide to determine severity of leak.
An audible leak is a large leak and should be dealt with outdoors
A leak site downstream of the Gas/Liquid Hand Valve can be isolated by closing the valve.
Isolate LNG Tanks before bringing a vehicle into the workshop
It is good practice to close the Gas/Liquid Hand Valve on the LNG Tank( Figure 2 - Gas Liquid Hand Valve)
before bringing the vehicle into the workshop. The valve can be opened to perform diagnostic tests
If the vehicle is to be in the workshop for an extended period of time, advise the customer to use the LNG in the
tank. If the repair / maintenance is unplanned, either
a) Empty the tank of LNG using a gas disposal method. or
b) Remove LNG tank and place out doors on a pallet in a well ventilated area.
The LNG tank is of a very strong construction and is designed to be safe in an accident. If a Genesis Edge Dual
Fuel conversion vehicle is involved in an accident which causes damage to the LNG fuel system:
Check that the LNG Tank has not been ruptured or dented. If the double skins of the tank have been
pushed together or the outer skin broken, the tank will have lost its vacuum and must be replaced.
Replace any tube assemblies which have been damaged. Dont attempt to repair.
Leak test the LNG/ Natural Gas pipe work (Ref 200293 Leak Detection and Repair Diagnostic Guide)
If the vehicle has to visit the body shop or if welding has to be done on the chassis, remove the LNG
Tank and store outdoors in a well ventilated area.
Gas Disposal
LNG and Natural Gas vapor can be safely removed from the LNG tank using a gas disposal Flare Stack.
To vent natural Gas to drop the pressure in the LNG tank, a connection is made to the vent recovery quick
release connector on the tank shroud.
To remove LNG, the hose connects to the tube assembly at the back of the vaporizer.
The Flare Stack operating instructions must be adhered to for safe usage.
Personnel using the stack must have received training in its safe operation from Clean Air Power.
If a flare stack is not available for gas disposal, the gas supply should be turned off. The gas will vent off, leaving
the tank empty of LNG in around 6 weeks. If this is being done keep the vehicle outdoors, or keep the LNG tank
away from the vehicle on a pallet in a well ventilated area. The vehicle can still be used with a reduced range of
diesel only.
Commissioning
Commissioning of the Dual-Fuel system needs to take place when the vehicle arrives at a dealership new, and
after an extended period of not running in Dual-Fuel mode. Follow these guidelines:-
If the tank pressure is < 6bar and the LNG gauge is showing that the tank is empty; the tank needs to be
filled. The tank is likely to be warm, this may mean the fill process will be extended because of the
amount of filling and venting that will be needed to cool the metal of the tank down to the temperature of
the LNG. Refer to filling station instructions.
Check that the gas indexes set in the Hawk ECU are suitable for the gas supply the customer will be
using. Change if necessary.
Check that the Inertia Switch is not tripped, that all fuses and relays are in place and that the gas supply
is turned on at the tank.
Start the engine. Observe the Diagnostic Tool that there are no faults set and that the SOV test has
passed.
Test drive and get into Dual-Fuel Mode with a loaded trailer. Be vigilant for unusual engine noise. If this
occurs, stop and turn off gas supply at the earliest opportunity and carry out investigation.
Product Variants
Initial production of the Genesis Edge Dual Fuel conversion will differ from final design intent in the following
way.
There will only be one switched power supply from the fuse 08 in the Fuse and Relay Centre. Later variants will
have supplies from Fuse 06 and Fuse 08
Product variants for Australian and Spanish markets are fitted with a different CAN Gateway to enable the
cooling fan to be controlled in response to high change air temperature.
SECTION 1.0
SYSTEM DESCRIPTION
Genesis Edge Dual-FuelTM System Description
200274 on Volvo FM13 and FH13 Tractor Units Page 1 of 32
Introduction
An engine fitted with the Genesis Edge Dual-FuelTM system has the ability to operate on a
combination of natural gas and diesel fuel simultaneously. The system retains all of the
standard Volvo diesel engine hardware including the engine management system. The
Genesis Dual-FuelTM system uses its own ECU, the HawkTM, to control the diesel and gas
quantities fed to the engine, to produce the same power and driving behaviour as the base
diesel engine.
TM
The Dual-Fuel System combines the benefit of operation on natural gas with the fall back
capability of full diesel operation should the gas run out. Switching between full diesel and
Dual-FuelTM operation is fully automatic, requiring no driver input or action.
Contents
System Components
I. Engine
II. Chassis
III. LNG Tank
IV. Cab
Electronic Control
Approval
Date Originator Check Approval Date Part Number
28/10/2011 AH PB SOK 11/11/2011 200274
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 2 of 32
System Components
I. Under-Cab and Engine-Mounted Dual-FuelTM system hardware consists of the
following (see Figure 1 for location)
L
M
K
F
I
G D
E
A
N
C
This contains 6 Gas Injectors and sensors for natural gas pressure (NGP) and
temperature (NGT).
3
4
E. Turbo Air Bypass (TAB) Valve and Pipework (see Figure 5.)
3
2
1 HAWKTM ECU
2 ECU MOUNTING PLATE
H. Engine Harness
This connects the HawkTM ECU to the engine-mounted components and to the Cab
Harness and Chassis Harness (see Figure 8.)
P1
P2
J. Lambda Sensor
This is mounted in the exhaust pipe to the silencer at the rear of the LHS of the
engine. It measures the exhaust gas oxygen content.(see Figure 10.)
P31
1
P34
2
P32
P35
1 HAWKTM ECU
2 DTEC
ENGINE HARNESS CONNECTOR CRANK SIGNAL TO VOLVO
P31
HARNESS
P32 ENGINE HARNESS CONNECTOR TO CRANK SENSOR
P34 ENGINE HARNESS CONNECTOR TO CAM SENSOR
ENGINE HARNESS CONNECTOR CAM SIGNAL TO VOLVO
P35
HARNESS
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 10 of 32
1 FLEXIBLE PIPE
2 SECONDARY FILTER
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 11 of 32
E
B
L M
N
G
K
I
A. LNG Tank.
The LNG Tank is a Cryogenic container designed to keep the natural gas in liquid form
at a temperature as low as -160oC. The insulation is provided by a vacuum contained
between two stainless steel skins). See Figures 13 and 14.
C. Vent Stack
This allows gas to vent safely via the 230psi Pressure Relief Valve or when the Vent
Hand Valve is used (if the LNG Tank is not configured for vent gas recovery. (See
Figures 13 and 15.)
D. Methane Catalyst
Installed in exhaust pipe-work between turbocharger and SCR muffler. Removes
unburned Methane from the exhaust gasses. See figures 13 and 15.
These are two positions for the Methane Catalyst, high mounted (figures 13 and 15 )
and low mounted ( figure 19 ). The low mounted option is designed to give adequate
swing clearance for fridge units on trailers. With this solution the SCR Catalyst is
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 13 of 32
moved rearwards on the chassis and the Adblue tank is incorporated as part of the
diesel tank.
E. Catwalk
Fitted above LNG Tank and brackets to facilitate access behind the cab. See Figure
13A.
F. Steps
To allow access to catwalk. Attached to LNG Tank by the Tank Straps. The lower step
folds up when not in use. See Figure 13A.
G. Gas Pipe-work
Stainless steel tubing connecting the tank gas supply to the Vaporiser, the tank Vent
Hand Valve to the Vent Gas Return Connector (or Vent Stack) and the primary
Pressure Relief Valve to the Vent Stack. (See Figure 13 and 14)
Note: When the LNG Tank is configured for vent recovery the Vent Pipe is connected
in position B and the Vent Return fitting is fitted in position C.
1 4
A
B
C 2
I. Vaporiser
The Vaporiser heats the liquid gas to turn it into a vapour. It is heated by engine
coolant. (See Figure 16)
This is made up of a Pressure Regulator for the gas supply (set at 115psi) and the
Primary (coalescing) Filter (to remove any moisture from gas supplied to the engine).
See Figure 17. A Bleed Valve in the pressure regulator allows the gas pressure in the
FMM to be dropped to enable the filter to be charged. When a pre-heater is fitted to a
regulator to measure gas pressure between LOV and SOV.
4
5
6
O. Anti-Rotation Bracket
Ties LNG Tank to Chassis to prevent its rotation within the Tank Straps. See Figure
14.
P. Tank Harness
This is connected to the Chassis Harness via the Connector P2, delivering power
supply for the Chassis Solenoid Valve, the LNG Tank Fuel Level Sender Unit and the
Fill Point Door Microswitch. The Harness also carries the signal from the Fuel Level
Sender and the Ground for the Sender Unit. See Figure 18
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 16 of 32
Q. Diesel Tank.
On some installations a smaller diesel tank than the original is fitted.
With Low Mounted Catalyst Assembly the Adblue Tank is incorporated in the Diesel
Tank Assembly figure 19
2 1
K M E D O C
A
J
B F
L Q
F. Non-Return Valve
Located in the fill pipe from the fill receptacle, this valve prevents backflow through the
fill line in the event of a fill receptacle failure or vehicle accident.
G. Evacuation Port
Located on the non-plumbing end of the Tank, this provides a re-sealable connection
for re-vacuuming the Tank.
J. Fill Receptacle
For connection to LNG fuel station.
E
D
P1 Cab Inlets
Fuse and Relay Center
E
C
H C
A
B
1. A Voltage Dropper which has feeds from battery and ignition volts and supplies 13
volt permanent and switched supplies for the Dual-FuelTM system.
3. A 12 volt relay, the Solenoid Power (SOLPWR) Relay, that enables the HawkTM ECU
to switch on the power supply to other Dual-FuelTM system components.
4. A 12 volt relay, Mode Lamp Relay, that switches control of the Mode Light to the
TM
Hawk ECU when the vehicle ignition is turned on.
5. A 24 volt relay, Gas Power Relay, which is controlled by the Volvo EECU and
switches on the 12v supply (from the SOLPWR Relay) to the Gas Injectors and Shut
Off Valve (SOV).
7. A re-settable Inertia Switch which withdraws power from the Chassis Solenoid Valve
in the event of a collision and prevents gas getting to the engine.
10. A Control Module Assembly comprising the CAN Gateway module, SCR Overwrite
Module and configurable relay board (CRB). These components handle the J1939-1
and J1939-7 datalinks.
11. Genesis Edge REC Harness, connecting the components on the control Module
Assembly to the REC Harness.
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 22 of 32
10
12
2
6
1
3 11
5
4
13
14
1 VOLTAGE DROPPER
2 DUAL-FUELTM SYSTEM FUSES
3 12V SOLPWR RELAY
4 12V MODE RELAY
5 24V GAS POWER RELAY
6 J-1939 DIAGNOSTIC CONNECTOR
7 INERTIA SWITCH
8 REC HARNESS
9 RE CONNECTOR
10 CONTROL MODULE ASSEMBLY
11 GENESIS EDGE REC HARNESS
12 CONFIGURABLE RELAY BOARD
13 CAN GATEWAY
14 SCR OVERWRITER
12. Configurable Relay Board ( CRB ). This contains twin-pole relays K2 and K2 that are
powered when the vehicle ignition is turned on. They switch the J1939-1 data link
through the CAN Gateway. When not powered , direct connection between engine
and vehicle is restored.
It also contains 2 single pole relays , K3 and K4. K3 converts the start inhibit function
if the Gas Fill front door is opened.
13. The CAN Gateway is connected in the J1939-1 datalink and modifies messages from
the EECU that indicate total fuel delivered to be equal to diesel and gas when
reduced diesel injection are being commanded by the Hawk ECU.
14. The SCR overwriter modifies a message on the J1939-7 datalink to reduce Adblue
injection quantities when gas is being used.
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 24 of 32
3 5
2 1
4 6
1 CONNECTOR P1 (BULKHEAD)
2 CONNECTOR RE (REAR ELECTRICAL CENTRE)
3 CONNECTOR CLR (INSTRUMENT HARNESS)
4 CONNECTOR CLP (INSTRUMENT HARNESS)
5 CONNECTOR FA PIN 8 (24V SIDELIGHT SUPPLY)
6 GROUND RING TERMINAL
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 25 of 32
1 4
2
3
D. Instrument Harness
The Instrument Harness connects the battery and ignition 24v supplies for the dropper
to the Floor Harness from the Fuse and Relay Centre via connector CLP to the Cab
Floor Harness. It also connects the Cab Floor Harness to the LED gauge via
connector CLR.
3 5
A blue Diesel Light. This illuminates when the engine is operating in diesel
only mode.
A Gas Door Open warning light which is illuminated when the Gas Fill Point
Door is left open.
A series of green lights indicates the liquid level in the LNG Tank
A Buzzer provides an alarm when the gas fill point is left open
3
4
1 DIESEL LIGHT
2 GAS DOOR OPEN LIGHT
3 LNG FUEL LEVEL GAUGE
4 BUZZER
The LNG (and vapour) passes out of the Tank through the Excess Flow Valve and flows
through the Vaporiser, which uses heat from engine coolant to vapourise the liquid gas. From
the Vaporiser, the gas passes through the Lock Off Valve ( LOV )(opened when the vehicle
ignition is on) and the Coalescing Filter.
The gas pressure is then reduced by the Pressure Regulator (set point of 115psi) and
delivered to the Shut Off Valve via a ridged stainless steel tube.
The Shut Off Valve (SOV) (located on the chassis rail adjacent to the engine) opens to allow
gas (at regulated pressure) to reach the Gas Injector Block via the short Flexible Pipe. The
Last Chance filter is located in the end of the short Flexible Gas Pipe where it connects to the
Gas Injector Block. The SOV opened by the HawkTM ECU, briefly when the engine is started
(to perform system checks); and opened again when the engine goes into Dual-FuelTM mode.
TM TM
The Gas Injectors are opened in Dual-Fuel mode by the Hawk ECU to supply metered
amounts of gas. The Gas Injectors fire in sequence so 1 Injector supplies gas into the inlet air
for each cylinder. Gas passes down the Mixer Hose to the Mixer Ring. The Mixer Ring mixes
the gas into the intake air being drawn into the cylinders.
The engine starts and warms up on diesel only, and goes into Dual-FuelTM mode when the
o
coolant temperature reaches 60 C.
When the engine goes out of Dual-FuelTM mode, the SOV is closed and the Gas Injectors
stop operating.
The line between the Tank and the Solenoid Valve is protected by a 350psi Pressure Relief
Valve. This relieves pressure caused by liquid gas evaporating and building pressure in the
pipe when both the Fuel Shutoff Hand Valve and Solenoid Valve are closed.
Electronic Control
The Dual-FuelTM system is controlled by the HawkTM Electronic Control Unit (ECU). This has
the following functions:
Communication between the Volvo vehicle controller (VECU), Volvo engine controller (EMS)
and the HawkTM is via the vehicle CAN (Controller Area network). The CAN uses high
frequency binary messages which are formatted according to an industry standard protocol,
J1939, and are transmitted via a twisted pair of cables, the CANbus, as high and low
voltages.
In a normal diesel vehicle, the EMS receives a Vehicle Speed Requests via the CAN from the
VECU in response to accelerator pedal position or cruise control setting. The EMS calculates
the engine torque required to fulfil this request and writes a Requested Torque message to
the CAN which is read by the controllers on the ABS, EBS and I-Shift systems. These
systems can write messages to the CAN to modify the engines response, for example, when
an automatic gear change is being made by the I-shift system. An Actual Torque message
(percentage torque proportional to actual fuel delivered to the engine) is written to the CAN by
the EMS. To inform the other controllers what torque the engine is actually making.
The Dual-FuelTM system controls diesel fuelling by making a connection into the CANbus
between the VECU and EMS and using a device called a CAN Gateway to control diesel
fuelling in Dual-FuelTM mode. The Requested Torque message from the EMS is read by the
HawkTM from the CAN. From this message the HawkTM calculates total fuel demand.
In Dual-FuelTM mode, the HawkTM calculates what proportion of total fuel needs to be provided
by gas and what proportion by diesel.
The HawkTM simultaneously writes a modified Fuel request onto the CAN which is read by the
EMS. This modified value instructs the EMS to produce the smaller diesel injection quantities
needed in Dual-FuelTM mode. This message will modify the fuelling of the engine.
TM
The Hawk delivers the required gas injection quantities by sending sequential injector dwell
signals to the six Gas Injectors. These are synchronised with the engine firing cycle. The
injector dwell time is larger for larger gas injection quantities. It is also modified in response to
changes in gas temperature and pressure.
The CAN Gateway blocks the Actual Torque message from the EMS to the CAN.. The
TM
Hawk writes to the CAN a new Actual Toque message in response to the original
Requested Torque message so that as far as the other controllers on the CANbus are
concerned, the engine is receiving the correct fuelling.
The HawkTM ECU also reads coolant temperature, charge air temperature, engine speed and
accelerator pedal position from the CAN.
When the vehicle ignition is switched on, the four relays in the Configurable Relay Board
(CRB) are pulled in. Two of these change the CANbus routing between the VECU and EMS
so that it is connected through the CAN Gateway. The ground for the CRB relays is controlled
by the HawkTM ECU. It is withdrawn in the event of a problem occurring with the Gateway,
restoring direct communication between the VECU and the EMS.
Until the Engine Coolant Temperature reaches 60oC, the engine runs on 100% diesel and the
HawkTM ECU does not write a modified fuel request to the CAN. At 60oC the engine
TM TM
transitions into Dual-Fuel mode. At this point, the Hawk switches off the Diesel Mode light
on the dashboard. Once in Dual-FuelTM mode, the HawkTM will introduce gas to fulfil part of
the total fuel requirement of the engine provided that the magnitude of Torque request is
sufficient and that an Air to Fuel ratio suitable for gas combustion can be maintained.
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 31 of 32
Fan Control
For the Australian and Spanish markets, the Gateway module allows the Hawk ECU to switch
on the cooling fan at ACT ( Change Air Temperature ) of > 42 C. This increases the Knock
margin of the engine at higher ambient temperatures.
System Protection
Before the HawkTM allows the engine to enter Dual-FuelTM mode, the following checks are
made:
4) The rpm measured by the cam sensor must be within acceptable limits.
In addition to the normal functions associated with running the engine, the HawkTM performs
diagnostic checks on the system. These are as follows:
1 and 2 are carried out before attempting to go into Dual-FuelTM Mode. The rest are carried
out continuously in Diesel and Dual-FuelTM Mode.
If one of these checks should fail then a fault code is recorded and the engine switches
automatically to Diesel Mode with the green Mode Light in the cab illuminating. If the fault is
classed as Critical, the engine will remain in Diesel Mode and the HawkTM will not allow a
return to Dual-FuelTM Mode until the engine has been stopped and started again. If the fault is
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 32 of 32
Non Critical, the HawkTM will return the engine to Dual-FuelTM Mode when the fault has
cleared. If a Non Critical Fault occurs three times during the same period of running then the
third time the fault is treated as Critical and the engine will revert to Diesel Mode until it is re-
started.
Diagnostic Tool
A Diagnostic Tool can be connected to the HawkTM via a J1939 CAN Connector located in the
cab. This enables system parameters to be viewed, current and stored Diagnostic Codes to
be interrogated and functionality checks to be performed on system components. The
Diagnostic Tool also has the facility for high speed data collection.
Other Functions
The HawkTM records the total engine hours run and the hours spent in Dual-FuelTM mode. It
also records the amount of diesel and gas burned in Dual-FuelTM mode and calculates the
gas substitution achieved. This data can be used for performance analysis.
SECTION 2.0
FAULT FINDING
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 1 of 18
OCCURRENCE COUNT.
Indicates the number of times the fault has occurred
These three components are listed in the fault screens on the diagnostic tool as illustrated in
Figure 1.
Figure 1
Approval
Date Originator Check Approval Date Part Number
04/01/2012 AH SoK RO 07/06/2012 200296
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 2 of 18
Table 1.
Resettable
200299 Genesis
Prevent
Edge Dual-Fuel
entry into or
Data Link Diagnostic
exit DF
Guide
Mode until
condition
FMI 8 CRB power supply
clears Fault is set if
SPN 2 failure
EEC1(0) message is
Abnormal
113 CRB is de- not received by the
ECM (No Pulse Sent) Frequency or Gateway power supply
powered if hawk ECU for more
(3) Pulse Width or failure
this fault is than 200ms
Period
set ,
Failed Gateway
restoring
J1939-1
Open or short circuit in
Data Link
J1939-1 Data Link
connection
wiring.
as original
Volvo.
Modified Actual
Critical Torque % message
from Hawk exceeds 200299 Genesis
FMI 8 Edge Dual-Fuel
SPN 4 Prevent % Torque requested
entry into or message by more Data Link Diagnostic
Abnormal Guide
ECM Bad Duration 116 exit DF than 50mm per firing
Frequency or
Fault Mode until cycle for more than Faulty CAN Gateway
Pulse Width or
(5) engine is 0.5 seconds. Only set
Period
stopped and in DF mode above Faulty Hawk
TM
ECU
restarted 700rpm
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 3 of 18
Resettable
200290 Genesis
Edge Dual-Fuel
Prevent CNGT sensor voltage
FMI 3 5v Sensor Diagnostic
entry into or greater than 4.8v for
SPN 174 Guide
exit DF at least 0.5 seconds
Voltage Above
131 Mode until
Gas Temperature Normal or Continuity/Insulation
fault Fault can be set in
(11) Shorted to checks on sensor
condition Dual-Fuel or Diesel
High Source wiring.
clears mode
Check CNGT sensor
operation.
200290 Genesis
FMI 1 Edge Dual-Fuel
Resettable 5v Sensor Diagnostic
Data Valid but Gas temperature is Guide
SPN 174 o
Below Normal Exit DF below -15 C
Operational 132 Mode until Check CNGT sensor
Gas Temperature
Range - Most fault Fault can only be set operation.
(11)
Severe Level condition in Dual-Fuel mode Check coolant supply
clears to vapouriser (LNG) or
pressure regulator
(CNG)
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 4 of 18
Voltage from
200298 Genesis
SOLPWR relay to
Edge Dual- Fuel
gas injectors less
Power Supply
Resettable than 10.5v for at least
FMI 4 Diagnostic Guide
0.4 seconds.
SPN 10021
Exit DF
Voltage Below Check Dual-Fuel
152 Mode until Fault set in Dual-Fuel
Voltage (Filtered) Normal or components for
fault mode only
(22) Shorted to Low excessive current
condition
Source draw if fault
clears If fault persists in
SPN10008 FMI 4 is
Diesel Mode Fault
not also set.
SPN10008 FMI 4 will
Otherwise investigate
be set.
as SPN10008 FMI 4.
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 6 of 18
Resettable
200292 Genesis
Prevent
Edge Dual- Fuel
SPN 1119 FMI 2 entry into or
Sensor voltage is Lambda Sensor
exit DF
212 above or below Diagnostic Guide
Lambda Data Erratic or Mode until
expected range.
Signal/Heater (27) Intermittent or fault
Wiring fault or faulty
Incorrect condition
Lambda Sensor
clears
Resettable
200292 Genesis
Prevent
SPN 1119 Current drawn by Edge Dual- Fuel
FMI 31 entry into or
Lambda Sensor Lambda Sensor
214 exit DF
Lambda heating element is Diagnostic Guide
Condition Mode until
Signal/Heater (27) too high.
Exists fault
Faulty Lambda Sensor
condition
clears
200288 Genesis
Edge Dual-Fuel Gas
Injector Diagnostic
Guide
Resettable
Check the connection
No current is drawn
Prevent to the Engine
FMI 5 by Gas Injector 1
SPN 10028 entry into or Harness.
223 exit DF
Current Below Fault set only when
Gas Injector 1a Fault Mode until Check for broken wire
Normal or injectors are firing
fault in injector flying lead
Open Circuit (including Click Test)
condition
clears Check wiring for open
circuit or short circuit
of 12v supply to
ground
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 7 of 18
200288 Genesis
Edge Dual- Fuel Gas
Injector Diagnostic
Guide
Resettable
No current is drawn Check the connection
Prevent
FMI 5 by Gas Injector 2 to the Engine
SPN 10029 entry into or
Harness.
224 exit DF
Current Below Fault set only when
Gas Injector 2a Fault Mode until
Normal or injectors are firing Check for broken wire
fault
Open Circuit (including Click Test) in injector flying lead
condition
clears
Check wiring for open
circuit or short circuit
of 12v supply to
ground
200288 Genesis
Edge Dual-Fuel Gas
Injector Diagnostic
Guide
Resettable
No current is drawn Check the connection
Prevent
FMI 5 by Gas Injector 3 to the Engine
SPN 10030 entry into or
Harness.
225 exit DF
Current Below Fault set only when
Gas Injector 3a Fault Mode until
Normal or injectors are firing Check for broken wire
fault
Open Circuit (including Click Test) in injector flying lead
condition
clears
Check wiring for open
circuit or short circuit
of 12v supply to
ground
200288 Genesis
Edge Gas Dual-Fuel
Injector Diagnostic
Guide
Resettable
Check the connection
No current is drawn
Prevent to the Engine
FMI 5 by Gas Injector 4
SPN 10031 entry into or Harness.
231 exit DF
Current Below Fault set only when
Gas Injector 4a Fault Mode until Check for broken wire
Normal or injectors are firing
fault in injector flying lead
Open Circuit (including Click Test)
condition
clears Check wiring for open
circuit or short circuit
of 12v supply to
ground
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 8 of 18
200288 Genesis
Edge Dual-Fuel Gas
Injector Diagnostic
Guide
Resettable
No current is drawn Check the connection
Prevent
FMI 5 by Gas Injector 5 to the Engine
SPN 10032 entry into or
Harness.
232 exit DF
Current Below Fault set only when
Gas Injector 5a Fault Mode until
Normal or injectors are firing Check for broken wire
fault
Open Circuit (including Click Test) in injector flying lead
condition
clears
Check wiring for open
circuit or short circuit
of 12v supply to
ground
200288 Genesis
Edge Dual-Fuel Gas
Injector Diagnostic
Guide
Resettable
No current is drawn Check the connection
Prevent
FMI 5 by Gas Injector 6 to the Engine
SPN 10033 entry into or
Harness.
233 exit DF
Current Below Fault set only when Check for broken wire
Gas Injector 6a Fault Mode until
Normal or injectors are firing in injector flying lead
fault
Open Circuit (including Click Test)
condition
Check wiring for open
clears
circuit Check wiring for
open circuit or short
circuit of 12v supply to
ground
Resettable
/De-power
200288 Genesis
Relay 1
Edge Dual-Fuel Gas
(SOLPWR
Injector Diagnostic
Relay) is
Guide
turned off by
the Hawk
Too much current is Check for degraded
FMI 6 ECU when
drawn by Gas insulation on flying
this fault is
SPN 10028 Injector 1 leads.
Current Above set,
234
Normal or withdrawing
Gas Injector 1a Fault Fault set only when Check insulation of
Grounded the power
injectors are firing injector wires in wiring
Circuit supply to
(including Click Test) harnesses.
the gas
injectors.
Check for short circuit
DF Mode
of wire from injector to
will resume
Hawk to 12v source
if fault
condition
clears
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 9 of 18
Resettable
/De-power
Relay 1
200288 Genesis
(SOLPWR
Edge Duel-Fuel Gas
Relay) is
Injector Diagnostic
turned off by
Guide
the Hawk
ECU when Too much current is
FMI 6 Check for degraded
this fault is drawn by Gas
insulation on flying
SPN 10029 set, Injector 2
Current Above leads.
235 withdrawing
Normal or
Gas Injector 2a Fault the power Fault set only when
Grounded Check insulation of
supply to injectors are firing
Circuit injector wires in wiring
the gas (including Click Test)
harnesses.
injectors.
Check for short circuit
DF Mode
of wire from injector to
will resume
Hawk to 12v source
if fault
condition
clears
Resettable
/De-power
Relay 1
200288 Genesis
(SOLPWR
Edge Dual-Fuel Gas
Relay) is
Injector Diagnostic
turned off by
Guide
the Hawk
ECU when Too much current is
FMI 6 Check for degraded
this fault is drawn by Gas
insulation on flying
SPN 10030 set, Injector 3
Current Above leads.
241 withdrawing
Normal or
Gas Injector 3a Fault the power Fault set only when
Grounded Check insulation of
supply to injectors are firing
Circuit injector wires in wiring
the gas (including Click Test)
harnesses.
injectors.
Check for short circuit
DF Mode
of wire from injector to
will resume
Hawk to 12v source
if fault
condition
clears
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 10 of 18
Resettable
/De-power
Relay 1
(SOLPWR 200288 Genesis
Relay) is Edge Dual-Fuel Gas
turned off by Injector Diagnostic
the Hawk Guide
ECU when
this fault is Too much current is Check for degraded
FMI 6
set, drawn by Gas insulation on flying
SPN 10031 withdrawing Injector 4 leads.
Current Above
242 the power
Normal or
Gas Injector 4a Fault supply to Fault set only when Check insulation of
Grounded
the gas injectors are firing injector wires in wiring
Circuit
injectors. (including Click Test) harnesses.
Resettable
/De-power
Resettable
/De-power
Resettable
Short circuit in Mode 200298 Genesis
Lamp circuit Edge Dual-Fuel
SPN 10036 FMI 31 This fault
Power Supply
alone will
252 Fault can be set Diagnostic Guide
Mode Lamp Drive Condition not cause
whenever Mode
Fault (47) Exists out of Dual-
Lamp is powered by Check electrical
Fuel mode
the Hawk ECU connectors
operation.
200298 Genesis
Critical
Edge Dual-Fuel
Power Supply
Prevent
SPN 1188 FMI 31 Diagnostic Guide
entry into or Short or open circuit
253 exit DF on power supply to
Wastegate Drive Condition Short or open circuit in
Mode until DTEC relay coil
Fault Exists power supply to
engine is
DTEC.
stopped and
restarted
Failed DTEC module.
200298 Genesis
Resettable Short circuit across
Edge Dual-Fuel
SOLPWR Relay coil
Power Supply
SPN 10037 FMI 31 Prevent
Diagnostic Guide
entry into or Fault can be set
254
Relay Drive Fault Condition exit DF whenever SOLPWR
Check electrical
(49) Exists Mode until Relay coil is
connectors to, and
fault grounded by the
function of Relay 1
condition Hawk ECU
clears
FMI 0
Check correct
Resettable operation of cooling
Data Valid but Charge Air
SPN 10040 fan. Check Intercooler
Above Normal Temperature
Exit DF o for obstruction/
Operational exceeds 60 C
ACT High Emode 312 Mode until blockage.
Range - Most
Fault (52) fault
Severe Level Fault can be set in
condition Dual-Fuel will not be
Dual-Fuel mode only rd
clears resumed after 3
occurrence.
Gas pressure less 200284 Genesis
than 515 kPa for at Edge Dual-Fuel
Resettable least 0.9 seconds Gas Pressure
SPN 10041 FMI 1 when in DF mode. Diagnostic Guide
Exit DF
Gas Pressure Emode Data Valid but Mode until Gas pressure less Fault set when Vehicle
Fault (53) Below Normal 313 fault than 635 kPa when runs out of gas.
Operational condition SOV opens in Can also be set by a
Range - Most clears transition into DF restriction in the gas
Severe Level mode. In this case it supply.
becomes a critical
fault on the third Dual-Fuel will not be
rd
occurrence. resumed after 3
occurrence.
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 13 of 18
200284 Genesis
FMI 0 Resettable Edge Dual-Fuel
Gas pressure greater
Gas Pressure
SPN 10041 than 1000 kPa for at
Data Valid but Exit DF Diagnostic Guide
least 3 seconds
Above Normal 314 Mode until Failed regulator
Gas Pressure Emode
Operational fault
Fault (53) Fault set in Dual-Fuel
Range - Most condition Dual-Fuel will not be
mode only rd
Severe Level clears resumed after 3
occurrence
Check correct
operation of vehicle
FMI 0 Resettable
cooling system :
Gas temperature
SPN 10042 o coolant level/ fan
Data Valid but Exit DF exceeds 80 C
operation.
Above Normal 321 Mode until
Gas Temp Emode
Operational fault Fault set in Dual-Fuel
Fault (55)) Dual-Fuel will not be
Range - Most condition mode only rd
resumed after 3
Severe Level clears
occurrence.
Check correct
FMI 0 Resettable
operation of vehicle
Gas temperature
SPN 10042 o cooling system :
Data Valid but Exit DF exceeds 80 C
coolant level/ fan
Above Normal 321 Mode until
Gas Temp Emode operation.
Operational fault Fault set in Dual-Fuel
Fault (55))
Range - Most condition mode only
Dual-Fuel will not be
Severe Level clears rd
resumed after 3
occurrence.
200284 Genesis
Edge Dual-Fuel
Gas Pressure
Diagnostic Guide
Gas pressure does Check Gas/ Liquid
not rise above Hand Valve is turned
500kPa when SOV on.
commanded to open Check Inertia switch is
during SOV test. not tripped.
Critical
Check that there is
FMI 7 This fault can be set LNG in the tank.
Transition to
for reasons unrelated
SPN 10044 DF Mode
Mechanical to the SOV: 200278 Genesis
will not be
System not 323 a) Gas tank turned off Edge Dual- Fuel
SOV Gas Pressure attempted
Responding or b) No gas in tank SOV Diagnostic
Does Not Rise (58) until engine
Out of c) Tripped Inertia Guide
has been
Adjustment Switch Check that the SOV
stopped and
d) Failed Lock Off and LOV opens
re-started
Valve correctly.
De-rate to maximum
Resettable
fuelling of engine due
SPN 10050 FMI 31 to high charge air
This fault
temperature.
334 will not Info only
ACT Derate Low Condition
cause exit
Fault (64) Exists Fault is set in Dual-
from Dual-
Fuel mode only
Fuel mode.
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 16 of 18
Resettable
Fault is set if very
200288 Genesis
lean or very rich
FMI 7 This fault Edge Dual-Fuel
combustion is
will cause Gas injector
detected by the
SPN 10053 Mechanical exit from Diagnostic Guide
Lambda Sensor.
System not 342 Dual-Fuel
TAB O2 Fault (67) Responding or mode until Check that all injectors
Fault is set in Dual-
Out of fault pass click test check
Fuel mode only
Adjustment condition for stuck open gas
clears injectors
Resettable
This fault
alone will
not prevent
SPN 10060 FMI 11 Indicates that the
entry into, or
ECU has been re-
354 cause exit No action
Framework ECU Root Cause booted during
from Dual-
Reset Fault (74) Not Known operation
Fuel mode
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 17 of 18
Fault is set if
Resettable
readings from the two
200289 Genesis
position sensors do
FMI 2 This fault Edge Dual-Fuel TAB
SPN 10061 not agree when a
alone will Diagnostic Guide
change in TAB
Data Erratic or 441 not prevent
TAB feedback fault - position is
Intermittent or entry into, or Check wiring
inconsistent (75) commanded
Incorrect cause exit connecting to TAB
from Dual- Valve
Fault is set in Dual-
Fuel mode
Fuel mode only
Critical
200289 Genesis
Edge Dual-Fuel TAB
FMI 3 Transition to The current drawn by
Diagnostic Guide
SPN 10063 DF Mode the TAB Valve motor
Voltage Above will not be is too high (indicating
443 Reset Endstop valves
ETC High Current Normal or attempted that the valve is being
using diagnostic tool.
Fault (77) Shorted to until engine driven against its
If this is not successful
High Source has been mechanical stop).
replace valve.
stopped and
re-started
Resettable
200294-1 LNG Gauge
Prevent
Diagnostic Guide
FMI 3 entry into or
SPN 10081
exit DF Voltage output from
Check wiring
Voltage Above mode until LNG level sender unit
LNG Level Sender 451 connections to sender
Normal or Fault is above 4.8v for 0.5
Signal (79) unit
Shorted to condition seconds
High Source clears
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 18 of 18
Resettable
FMI 4 200294-1 LNG Gauge
Prevent
SPN 10081 Voltage output from Diagnostic Guide
entry into or
Voltage Below LNG level sender unit
445 exit DF
LNG Level Sender Normal or is below 0.2v for 0.5 Check wiring
mode until
Signal (79) Shorted to seconds. connections to sender
Fault
Low Source unit
condition
clears
Critical
Fault set if LNG level
Transition See 200294-1
has fallen by and
into Dual- LNG Gauge
SPN 10081 no gas has been
Fuel mode Diagnostic Guide.
used by the engine.
FMI 14 525 will be
LNG Level Sender To reset it requires
prevented Refill LNG Tank or use
Signal (79) the LNG tank to be
until engine Dealer-Reset on
refilled or a Dealer-
has been Diagnostic Tool.
Reset
stopped and
re-started
GENESIS EDGE DUAL-FUEL
200297 Basic Fault Finding Page 1 of 13
Introduction
If there is a fault with the Dual-Fuel system it is usually detected by the HawkTM ECU in the
form of a Fault Code. The Fault Code List explains what conditions set each Fault Code and
references the relevant Diagnostic Guide. The Fault Codes can be read and cleared using the
Clean Air Power Diagnostic Tool.
Additionally, stored fault codes are displayed as a series of 3 digit blink codes by the Diesel
Mode Light with the ignition on. These are explained in Section 1.
Section 2 explains how the CAP Diagnostic Tool can be used to view and clear Dual-Fuel
Fault Codes
It often saves diagnostic time when investigating a reported defect to go through some basic
checks that are relevant to that defect. Section 3. Contains step by step tables to aid in the
diagnosis of reported defects.
Use section 4 to determine if a problem with the vehicle is related to the Dual Fuel system
or not if in doubt.
The faults displayed by the blink codes are not necessarily current faults.
Fault codes stored in the ECU cannot be cleared without the CAP Diagnostic Tool.
Approval
Date Originator Check Approval Date Part Number
27/02/12 AH SP SoK 05/03/12 2002297
GENESIS EDGE DUAL-FUEL
200297 Basic Fault Finding Page 2 of 13
2. Reading, Saving and Clearing Fault Codes using the Cap Diagnostic
Tool.
Fault code information can be accessed by the Faults drop-down menu (Figure 1.1).
The Current Faults screen shows currently active fault codes. (Figure 1.2)
Previously set (inactive) Fault Codes are displayed on the Freezeframe Data screen along
with other information about when the most recent occurrence of the fault occurred. (Figure
1.3). The most recent fault is at the top of the list. When the engine is stopped, it is possible to
print this information to file.
To do this edit the file name to read (for example) the registration and odometer reading of
the vehicle but leave the .csv at the end. Then click on the Save to File button. The file is
written onto the C:/ drive of the computer. To access the file, open it using Microsoft Excel.
This is the best way to keep a record of fault codes before they are cleared.
GENESIS EDGE DUAL-FUEL
200297 Basic Fault Finding Page 3 of 13
Previously set ( inactive ) Fault Codes can also be viewed on the Previous Faults screen. As
with the Freezeframe Data screen, the most recent event is at the top of the table and for
each stored fault code there is a record of the number of times it has occurred. (See Figure
1.4)
This screen is used to clear Fault Codes from the HawkTM. To do this, click on the Clear
Faults button. The Fault Codes will go and be replaced by a message saying No Trouble
Code. The Freezeframe data is also cleared when this is done.
The Re-Read Faults button is used to refresh the list of Fault Codes.
.
3. Diagnostic Tables
SYMPTOM: Engine will not start (assuming batteries, starter motor and charge
alternator are all in good condition and functioning correctly.)
SYMPTOM: Engine goes into Dual-Fuel mode when warm but reverts to diesel mode
and does not return to Dual-Fuel operation for rest of journey.
SYMPTOM: Engine runs intermittently in Dual-Fuel Mode (Diesel Light coming on and
going off again)
SYMPTOM: Diesel Mode Light does not come on when engine starts
Leaking Gas Carry out click test with See Gas Injector Diagnostic Guide
injector(s) Diagnostic Tool All - Replace Faulty Injectors.
Gas injector(s) injectors should click.
sticking open Leak test injectors
One or more Gas Carry out Gas Injector Coil If No
Injectors not Insulation Check. Do all Replace Gas Injectors that Fail Test
opening properly injectors pass test? Y/N
(see Gas Injector
Diagnostic Guide)
Damaged Diesel Turn off Gas at Gas/Liquid Black smoke under free acceleration
Injector hand valve and run as a indicates one or more defective diesel
diesel. Rev engine hard injectors. Investigate and repair as
can black smoke be seen required. Verify correct operation as a
coming from the exhaust diesel engine before turning LNG supply
pipe back on.
None of the Use HawkTM Diagnostic Refer to Diagnostic Guide(s) relevant to
above Tool to check previous the Fault Code(s) set.
Fault Codes.
Note any which have a
high number of
occurrences.
Clear previous Fault
Codes.
Start engine and check
that coolant temperature
is >60oC.
Test drive until fault
occurs. See what fault
code(s) have been set.
GENESIS EDGE DUAL-FUEL
200297 Basic Fault Finding Page 9 of 13
Figure 2
Red Hand
Valve
Fuse 8
24v SW
Figure 3
Fuse 34
24v Batt
N. See 2.
GENESIS EDGE DUAL-FUEL
200297 Basic Fault Finding Page 10 of 13
Restore original vehicle data-link connection by re-assembling the MA connector in the Cab
Inlets as shown by figure 4.
Figure 4
III. If there is an active MID128 fault to do with the crank or cam speed
sensors.
The Duel-Fuel Engine Harness connects between the MD13 Engine Harness and the Cam
and Crank sensors to break out the signals.
Reconnect D13 engine harness connectors to Cam and Crank sensors. ( on Dual-Fuel
engines, the Dual-Fuel engine harness ) (Figure 5)
Figure 5
IV. If engine will not build boost pressure with Dual-Fuel systems
disabled.
Visually inspect Turbo Air Bypass Valve ( Figure 6 ) after removing outlet pipe.
Turbo Air
Bypass Valve Figure 6
Remove
this pipe
Figure 6
Figure 7
Y. Test as before
DIAGNOSTIC GUIDES
GENESIS EDGE DUAL-FUEL SYSTEM
ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE
200298 Page 1 of 20
Functional Description
TM
The Hawk ECU utilises a nominal 12v supply. This is provided by a Voltage Converter that
is permanently fed by the vehicle battery voltage.
In all, 7 power supplies are utilised to power and control the Dual-Fuel system.
(i) Switched power supply to the Voltage Converter from Fuse 08 in the Fuse
and Relay Center. Switched on when vehicle ignition is on. Connection is
made at XL connector pin 8
(ii) Switched power supply to the coil of Relay 2 from Fuse 06 in the Fuse and
Relay Centre. Switched on when vehicle ignition is on. Connection is made at
XL connector pin 6 . Relay 2 switches on 12v supply to Lock Off Valve and
DTEC .
The SOLPWR supply to the DTEC and LOV (Lock Off Valve) is interlocked by Relay
2 (Gas Power Relay) which is switched on by 24v ignition voltage. The SOV and LOV
coils receive their power supply from terminal 87 of this relay.
The supply to the Lock Off Valve is routed through an Inertia Switch which is
designed to trip if the vehicle is involved in a collision, withdrawing the power supply
(LOV Power) from the Lock Off Valve.
Approval
Date Originator Check Approval Date Part Number
06/01/2012 AH SP RO 07/06/2012 200298
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 2 of 20
The connection to fuses A01 6 and 8 is via terminals 6 and 8 of the XL connector. The
connection to fuse 34 is made directly into the fuse holder
NOTE : On conversions built before January 2012, the 24v switch supply is from Fuse 8 only
and supplies the Voltage Converter and the coil of Relay 2.
Fuse 6
24v SW
Fuse 8
24v SW
Fuse 34
24v Batt
Figure 1.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 3 of 20
FA Pin 8
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 4 of 20
Fuses
1 to 5
1 4
D1 2
5
3
R1 R3
R2
Figure 3.
IMPORTANT
Both 12v and 24v supplies and Relays are used in the Rear Electrical Centre. Care
must be taken that the Relays are not mixed or swapped for the incorrect voltage type.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 5 of 20
12v supply to
a) Instrument Harness CLR (2) for
Ignition on. LNG Level Gauge and Lamps
Fuse 5 12v Ignition No fault via RE (20) 5A
condition. b) Mode Lamp Relay (R3) coil (86)
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 6 of 20
NOTE: Relays 1 to 3 are not standard relays, they incorporate diodes. Make sure correct
spare part is used when replacing.
NOTE: Relays K1,K2 and K3 are located in the CRB (Configurable Relay Board)
See Figure 5
Figure 4.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 8 of 20
Voltage CRB
converter
SCR
Overwriter
CAN Gateway
ERE
ERE
RZ
RE RE
REC Harness RE
Edge REC
Harness
Figure 5.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 9 of 20
Fault Codes
This fault is set if the SOLPWR voltage drops below 10.5v in Dual-Fuel Mode
This fault is set if the SOLPWR voltage drops below 10.5v in Diesel Mode
This fault is set if there is a short circuit across the SOLPWR Relay coil.
All these faults will prevent entry into or cause exit from Dual-Fuel mode. They are all re-
settable faults.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 11 of 20
Diagnostic Tests
SOLPWR Relay Test
TM
It is possible to test the correct function of the SOLPWR Relay using the Hawk Diagnostic
Tool. With the ignition on select Power Relay from the Tests drop down menu and proceed
with the test (see figure 7.)
Figure 7.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 12 of 20
Electrical Connections.
Figure 8 (a and b ) shows the electrical connections to the engine and chassis mounted
components.
Figure 8a pre January 2012
Figure 8b after January 2012
Figure 8a.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 13 of 20
Figure 8b.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 14 of 20
Figure 9.
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 15 of 20
Resistance check:-
RE pin 2 to ground
RE pin 3 to ground.
RE pins 2 and 3 to each other
RE pin 2 to all other RE pins
RE pin 3 to all other RE pins
9 Check ground Ignition off 0 Go to 10 Repair
connection to RE connector ground
REC disconnected. connection
Resistance check:-
RE connector pin 1 to ground
10 Check power Ignition off 0 Go to 12 Locate and
supply wires REC removed repair open
in REC circuit
harness for Resistance check:-
open circuit RZ pin 2 to VC pins 7 and 10
RZ pin 3 to VC pin 3
11 Check power Ignition off Open Suspect Locate and
supply wires REC removed circuit Failed repair short
in REC VC disconnected Voltage circuit
harness for Converter
short circuit Resistance check:- Change
VC 7 to all other VC pins Voltage
except VC 10 Converter
VC 10 to all other VC pins
except VC 7
Resistance check:-
VC pins 6, 8 and 9 to RZ pin 4
13 Check Ignition off 0 Suspect Locate and
connections REC removed Failed repair open
in REC VC disconnected Voltage circuit
Harness from Converter
Voltage Resistance check:- Change
Converter to VC pin 1 to Fuse 4 pin 1 Voltage
Fuses VC pin 2 to Fuse 5 pin 1 Converter
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 17 of 20
Resistance check:-
RE pin 6 (CAB Floor Harness)
to ground and to all other pins
on RE connector
P5 and P6 removed
gateway and
overwriter
Resistance check:-
pin 6 on RZ to all other pins
on RZ
16 Investigate Ignition off Open Suspect Locate and
power RE connector Circuit failed Mode repair short
supplies to unplugged ( from RZ ) Lamp / Fuel circuit
Mode Lamp/ FG connector Gauge
Fuel Gauge unplugged assembly
assembly for
short circuits Resistance check:-
RE pin 20 to ground and all
other pins on RE Connector
Resistance check:-
RE pin 6 to J1B pin 2
GENESIS EDGE DUAL-FUEL SYSTEM
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 18 of 20
RE pin 20 to FG pin 5
Functional Description
Two Volvo Data-Links are used by the Genesis Edge Dual-Fuel System. These are J1939-1
and J1939-7.
Requested % Torque messages from other systems (Gearbox, ABS, EBS) have higher
TM
priority than TSC1. When one of these is being sent, the engine will remain in Dual-Fuel
mode but will receive full diesel fueling while they are being transmitted (for example, during
an I-Shift gear change).
Approval
Date Originator Check Approval Date Part Number
19/03/2012 AH SP SOK 08/05/2012 200299
GENESIS EDGE DIAGNOSTIC MANUAL
200299 DATA-LINK COMMUNICATION DIAGNOSTIC GUIDE Page 2 of 11
J1939-7 Data-Link
When gas is being burned, the amount of SCR injected into the exhaust is reduced. Another
Gateway device called the Overwriter is used in the J1939-7 Data-Link on the vehicle
between the EMS and VECU. This device also alters EEC1(0) so that the Actual % Torque
value = % Requested Torque and additionally overwrites the SCR injection message from
the EMS to the VECU with a reduced SCR request. The Hawk also reads SCR inlet
temperature from the J1939-7 Data-Link.
EC1(0)
ECT, ACT
EEC1(0)
RPM
Actual % Torque
EEC1(0)
Requested
% Torque
HAWK
EMS
CCVS
Km
Vehicle Speed
VECU Requested Torque
SCR
EEC1(1)
Modified Actual % Torque (QNET)
TSC1
Modified Torque Request (QDIESEL)
GATEWAY
OVERWRITER
ABS
J1939-1
ISHIFT
SCR - modified
EEC1(0) - modified
Modified Actual % Torque(QNET)
J1939-7
EBS
EEC1(0) - modified
Modified Actual % Torque(QNET)
VECU
Function of CRB
The CAN Gateway and Overwriter have both switched and un-switched 12v power supplies.
Because the Gateway breaks the Data-Link between the VECU and EMS, any failure of the
Gateway or Gateway power supply would lead to Data-Link faults with the VECU and EMS.
To protect against this, the Dual-Fuel system uses a series of 4 relays in a device called the
Configurable Relay Board or CRB. The relay coils receive a permanent 12v supply. They are
TM TM
grounded by the Hawk ECU when it powers up. If the Hawk does not receive one of the
messages it should from the Data-Link (Vehicle Speed, % Requested Torque, Engine Speed
or Actual % Torque) it withdraws the ground from the CRB, causing the four relays to close
and restoring the Data-Link between VECU and EMS. Figure 2 shows the Data-Link
TM
connections to the CRB in the powered state. The node linking the Hawk to the J1939-1 is
made within the CRB as illustrated. If the CRB is disconnected, it will trigger faults on the
TM
truck and communication between the J1939-1 Data-Link and the Hawk will be lost. If the
power supply to the CRB is lost, the truck will operate as a standard Volvo diesel but
TM
communication between the J1939-1 Data-Link and the Hawk will be lost.
If the power supply to the Overwriter fails, too much Adblue will be injected for the NOx levels
TM
in Dual-Fuel mode. This will not create an emissions issue.
CRB
EMS VECU
Diagnostic Connector
TM
There is an additional Data-Link connecting the Hawk to a J1939 connector D1 located in
TM
the Rear Electrical Centre. This is used to connect the Hawk Diagnostic Tool. There is also
a connection from the J1939 Data-Link to the Diagnostic connector.
If a new CAN Gateway or Overwriter is fitted care must be taken to order the correct
part number as this is determined by the software flashed to the module and this is
vehicle specific. A different Gateway module is used if Fan Control is utilised by Dual
Fuel system.
GENESIS EDGE DIAGNOSTIC MANUAL
200299 DATA-LINK COMMUNICATION DIAGNOSTIC GUIDE Page 4 of 11
Diagnostic Tests
Restoring Volvo Data-Links to eliminate Dual-Fuel System
It is possible to restore the Data-Link wiring back to the original Volvo standard. To do this
access the MA bulkhead connector.
Remove MA connector and the adjacent CAP Engine Harness connector P1.
Remove back-shells from both connectors.
Split the halves of connectors apart.
Assemble black half out of P1 connector with white half from MA connector, replace back-
shell and plug in to Volvo MA socket.
This completely restores Volvo Data- Links.
If the vehicle is run in this configuration it will not go into Dual-Fuel mode. Re-assemble as per
Figure 3. to restore Dual-Fuel system CAN wiring.
CRB
TO
10 8
VECU
CAP Cab
Harness
Bulkhead
Connector
P1
4
3
CAP Engine Volvo
Harness Bulkhead
Connector Connector
P1 MA
TO
OVERWRITER
11 3
26
10
27 CAP Cab
TO Harness
HAWK Volvo Connector
Connector MA
TO MA
EMS
Figure 3. Dual-Fuel CAN connections (back-shells omitted for clarity)
If a Data-Link error on the vehicle system goes away when this is done, it indicates that the
root cause is with the Dual-Fuel system. If it does not then the root cause is with the vehicle
system.
GENESIS EDGE DIAGNOSTIC MANUAL
200299 DATA-LINK COMMUNICATION DIAGNOSTIC GUIDE Page 5 of 11
If the engine speed is not displayed on the system when the engine is running, this indicates
a loss of communication between the Hawk and the J1939-1 datalink.
Fault Codes
The following Fault Codes are relevant
This is a Re-settable Fault and will be re-set when the fault conditions clears.
This fault can be set with Ignition On and in both Diesel and Dual-Fuel mode.
TM
When this fault is set the Hawk withdraws ground from the CRB. This restores direct Data-
Link connection between EMS and VECU controllers (provided the fault is not in the CAN
connections between the VECU and CRB or EMS and CRB). If the fault clears the ground to
the CRB is restored.
This is a Critical Fault and cannot be cleared until the engine has been stopped and re-
started.
GENESIS EDGE DIAGNOSTIC MANUAL
200299 DATA-LINK COMMUNICATION DIAGNOSTIC GUIDE Page 6 of 11
Electrical Connections
TM
Figure 4 is a schematic showing the CANbus wiring on the Dual-Fuel Volvo Genesis
Figure 4.
GENESIS EDGE DIAGNOSTIC MANUAL
200299 DATA-LINK COMMUNICATION DIAGNOSTIC GUIDE Page 7 of 11
Note : When investigating an open circuit check connections for pushed-back pins and do a
pull test on the wires to test the crimping in the terminals
Repeat checks in 8
Functional Description
The Shut Off valve (SOV) controls the flow of gas into the Gas Injector Block.
The Lock Off Valve (LOV) controls the flow of gas from the LNG containment on the chassis
to the engine.
Both Valves are normally closed solenoid valves. They are identical parts.
The power supply to the valves is 13v +/- 1v from Relay 1 (SOLPWR relay) and is activated
when Hawk ECU receives on engine speed signal and switches on the relay.
Relay 2 (Gas Power Relay) provides an interlock on the power supply to the LOV. This relay
is switched on by the vehicle ignition.
The power supply to the Lock Off Valve is additionally routed through the Inertia Switch in the
Rear Electrical Centre. If this is tripped, the power supply to the LOV is stopped until the
switch is re-set.
Both valves rely on up stream gas pressure to hold them in the closed position. The coil is not
strong enough to withdraw the plunger from the seat against this gas pressure. Opening is a 2
stage operation. Firstly, the upper part of the plunger lifts, breaking a face seal on the top of
the bore through the lower part of the plunger. Gas pressure equalises across the plunger
seat when this happens, and the plunger fully withdrawn.
The LOV is opened when the Hawk ECU provides a ground to the solenoid coil when the
engine is running. It is closed when the engine stops.
The SOV is opened when the Hawk ECU grounds the solenoid coil when the engine goes into
Dual-Fuel mode. It is closed on exit from Dual-Fuel mode.
The SOV is additionally used in the system self-test procedure which takes place when the
TM
engine is started, and must be passed before the Hawk ECU allows Dual-Fuel Mode
operation as described below.
The Natural Gas Pressure (CNGP) value is checked by the HawkTM ECU.
If CNGP < 500kPa then SOV is opened to allow gas pressure into gas Injector Block.
If CNGP > 500kPa there is already sufficient gas pressure in the gas Injector Block and the
SOV remains closed for the next step.
Approval
Date Originator Check Approval Date Part Number
08//12/2011 AH SP SoK 19/04/2012 200287
GENESIS EDGE DUAL-FUEL
200287 Shut Off Valve (SOV) Diagnostic Guide Page 2 of 9
The SOV remains closed, trapping the gas pressure in the Injector Block; then the gas
injectors are cycled to bleed down the pressure.
The HawkTM ECU monitors how long it takes for CNGP to decrease to a pressure equal to the
Manifold Air Pressure +10kPa. If this is not achieved in 10 seconds then a critical fault is set.
The injectors stop firing and the SOV is opened again to let gas into the Injector Block. The
HawkTM ECU monitors CNGP. If CNGP does not increase a value greater than 500kPa in
less than 10 seconds then a critical fault is set.
The SOV is closed again to trap some gas in the Gas Injector Block. The injectors are not
fired. The HawkTM ECU monitors the decrease in CNGP over a period of 10 seconds. If
CNGP decreases by more than 175 kPa in this period then a critical fault is set.
GENESIS EDGE DUAL-FUEL
200287 Shut Off Valve (SOV) Diagnostic Guide Page 3 of 9
Fault Codes
SPN 10034 FMI 31 SOV Drive Fault (45) is set if the SOV coil or the LOV coil is not drawing
current when the valves are is commanded open. It indicates a short or open circuit in the
engine harness wiring to the coil. This fault will not alone cause causes exit from Dual-Fuel
mode.
SPN 10043 FMI 7 SOV Gas Leaky Valve (57) is set if the pressure in the Gas Injector Block
decays by more than 175 kPa in 10 seconds(leak rate of >17.5 kPa/second during step 4 of
the SOV test. The fault generally indicates that one or more gas injectors are leaking (see
Gas Injector Diagnostic Guide). This is a Critical Fault. Once it is set the engine will not
attempt to go into Dual-Fuel mode until it has been stopped and re-started.
SPN 1004 FMI 7 SOV Gas Pressure Does Not Rise (58) is set if the gas pressure in the
Injector Block does not increase to a value >500 kPa in 10 seconds after the valve is opened
in step 3 of the SOV Test. It can indicate that the SOV has failed to open.
This fault code can also be set for reasons un-related to the SOV:
a) Gas tank(s) turned off
b) No gas in tank(s)
c) Tripped Inertia Switch
d) Failed Lock Off valve. LOV
This is a Critical Fault. Once it is set the engine will not attempt to go into Dual-Fuel mode
until it has been stopped and re-started.
SPN 10045 FMI 7 SOV Gas Pressure Stays High (59) is set if the gas pressure in the
Injector Block does not fall to <MAP +10kPa within 10 seconds of the injectors firing in step 2
of the SOV Test. This fault indicates that either the SOV is not closing properly or that the
injectors are failing to open.
This is a Critical Fault. Once it is set the engine will not attempt to go into Dual-Fuel mode
until it has been stopped and re-started.
Note:
Be aware that the valve plunger has two parts. In the case of severe wear to the bore of the
plunger housing, it may be possible that the bottom half of the plunger pulls back in to the
upper half enough to allow gas through the valve, but the upper part of the plunger sticks in
the bore and the valve does not fully open. This causes a flow restriction. An SOV or LOV in
this condition will not cause the SOV test to fail but the flow restriction would cause a low gas
pressure fault to be set whenever the engine demands a substantial quantity of gas. In this
case replace the SOV or LOV is appropriate.
GENESIS EDGE DUAL-FUEL
200287 Shut Off Valve (SOV) Diagnostic Guide Page 4 of 9
Diagnostic Tests
The function of the LOV and SOV can be tested with the diagnostic tool.
LOV Test
Clicking on the Run Test button powers open the LOV for 30 seconds.
(See Figure 1a)
A click should be heard from the Solenoid when the test is carried out.
Current faults are displayed at the bottom of the test screen. If the fault code
SPN 10034 FMI 31 SOV Drive Fault appears when commanded then there is a
failure of the electrical connections to the LOV.
SOV Test
Can be used to test SOV alone on both LOV and SOV in service (if check box is
ticked).(see Figure 1b)
CNGP (Gas Manifold Pressure ) is displayed numerically and graphically on the test
screen.
If both LOV and SOV test are commanded CNGP should reflect LNG tank pressure
or Regulator set point in kPa (absolute pressure) see gas pressure diagnostic guide
for expected values.
A click (clicks) should be heard from the solenoid valve(s) when activated.
If SOV (only) test is performed, an occurrence of SPI 10034 FMI 31 SOV Drive Fault
indicates a failure of electrical connectors to the SOV. This will appear in the current
faults field at the bottom of the test screen.
GENESIS EDGE DUAL-FUEL
200287 Shut Off Valve (SOV) Diagnostic Guide Page 5 of 9
Electrical Connections
Figure 2. shows a schematic of the electrical connections to the SOV
Face Seal
Bore in
lower
point of
plunger
Flow
Direction
Valve
al Seat
Installation Information.
To remove, hold the spring housing using a hex key while removing the flange nut and
spacer. Withdraw the coil from the body and unscrew the body/spring housing assembly.
Installation is a reverse of this procedure. Cleaning and inspection of the SOV and LOV are
included in the Dual-Fuel service schedule with an interval of 200,000km. Torque settings for
installation are tabulated in Table 1.
FLANGE NUT
SPACER
SPRING
HOUSING
COIL BODY
SPRING
lbft Nm inft
Valve Body 29 2 39 3 348 24
Spring Housing Nut 11 1 15 1 132 12
Table 1.
GENESIS EDGE DUAL-FUEL
200287 Shut Off Valve (SOV) Diagnostic Guide Page 9 of 9
Basic Checks :
LNG Tank Gas/Liquid valve is open.
Inertia switch is not tripped
Functional Description
The Dual-Fuel system Gas Injector is a fast acting solenoid valve which delivers a metered
rate of gas flow into the air being drawn into the inlet ports of the cylinders. Six Gas Injectors,
are mounted in a Gas Injector Block which is attached to the Gas Mixer. The Gas Mixer is
located at the inlet to the air inlet manifold in the position normally taken by the engine pre-
heater.
The gas injectors are supplied with a 12v dropped voltage supply to pin A of their connectors
via the Solenoid Power circuit which is energised when the engine is running (the ECU
grounds the coil of the Relay 1 ( Solenoid Power )relay when it detects an engine speed
signal). The injectors are fired by a pulse width modulated (PWM) ground signal provided by
the ECU to pin B on the connector. The frequency of the signal corresponds to the firing
frequency of the injector.
The current flow through the injector coils is of a pull and hold type with 3 amps to open the
injector and 1 amp to hold it open. A current probe on an oscilloscope on one of the injector
wires should measure the pattern in Figure 1. The dwell time that the gas injector is held open
is varied to vary gas flow.
Gas Injector Coil Current
4.5
4
Period = 60/rpm
3.5
2.5
Amps
1.5
0.5
0 Dwell
-0.5
Time
Figure 1.
The actual firing of the injectors is timed so that the gas will be drawn into the relevant
cylinder on the pistons induction stroke.
Approval
Date Originator Check Approval Date Part Number
9/12/10 AH SP SoK 24/04/2012 200288
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 2 of 11
Specifications
Coil resistance: 1.6 +/- 0.4
Coil M resistance: less than 100 M is faulty
Gas Injector hold down screw: 20 lb. in. +/- 1 (2.4 Nm)
Flow Rate
Colour Code
Compensation
Red 1.025
Black 1.00
Blue 0.975
Table 1.
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 3 of 11
Fault Codes
There is a fault code set for each individual Gas Injector if the Hawk ECU detects a short
circuit or an open circuit when it attempts to fire that injector.
These faults can be set any time the injectors are being fired (including during a Click Test or
during the automatic SOV Test sequence on startup.)
SPN 10043 FMI 7 Gas Leaky Valve (57) fault is set during the automatic SOV Test
sequence performed when the engine is started and indicates that gas is leaking past one or
more injectors when they are not being fired.
This SOV Test introduces gas pressure into the Injector Block and then closes the Shut Off
Valve (SOV); if the gas pressure falls more than 175 kPa in 10 seconds then the Gas Leaky
Valve fault is set
If fault SPN 10045 FMI 7 SOV Gas Pressure Does Not Rise (58) is set, it could possibly
indicate a gas injector that is stuck in the open position or is leaking so badly that the Gas
Pressure doesnt exceed 500kPa, during the SOV test.
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 4 of 11
Diagnostic Tests
There are a number of diagnostic tests that can be used to check the correct function of the
Gas Injectors.
Figure 3.
Figure 4.
Once the test has started a rapid clicking should be heard from the selected injector. The
Diagnostic Tool screen additionally shows a graph of Gas manifold pressure (see Figure 5a.).
If the gas pressure is high to start with it should fall to 100 +/-10 during the click test. If the
pressure is already low before commencing the test it can be raised if required by manually
opening the Shut Off Valve (SOV) see Shut Off Valve Diagnostic Guide (200287).
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 5 of 11
Figure 5a.
It is possible to use this diagnostic function to test multiple injectors with one pressurisation of
the gas manifold. Set the Pulse Width low (approx 0.01) and in turn click on the start and stop
buttons in quick succession. The result is shown in Figure 5b where the 6 steps in the graph
show when the 6 injectors have been sequentially fired.
Figure 5b.
Note: If using the click test as an audible indicator only, set the Pulse Width to a higher
value.
Note: If there is no pressure in the gas manifold, low pulse widths may not manage to
actuate injections. For this reason and to avoid false diagnosis the pulse width is set to
0.1 by default when the test screen is opened.
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 6 of 11
During the SOV test when the engine is started, if the leak rate exceeds 17.5kPa/second then
the Gas Leaky Valve fault will be set. The diagnostic test will display a Pass if the leak rate is
less than 17.5kPa/second and a Fail if it is greater. A failed test should be followed up by a
Vacuum Leak test of the injectors.
The fault field at the bottom of the screen displays any current faults set during the test. If Gas
Pressure fails to exceed 500kPa when the SOV is opened, fault code SOV Gas Pressure
Does Not Rise (58) will be displayed. This could indicate a stuck open gas injector. Verify this
with the SOV test function. The pressure will rise to a value approaching 500kPa then fall
back to 100kPa again. A stuck open injector will also fail the click test but it will not set a Gas
Leaky Valve (57) fault.
Start time
and pressure
Gas pressure
Leak Rate
Test Result
Current
Faults
Figure 6.
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 7 of 11
Vacuum Vacuum
Pump Block
909209-1 619647-1
Figure 7.
1. Verify that the vacuum pump, hose/s, and gauge hold a vacuum.
2. Ensure that the vacuum block tester is free of debris.
3. Ensure that the Gas Injector o-rings are undamaged and free of debris replace if required.
4. Install the Gas Injector into the injector vacuum block tester and pull a vacuum of 25 inches
of Hg on the top port (valve outlet).
5. If the vacuum decrease is 5 inches of Hg or greater after 30 seconds then replace the Gas
Injector.
Note: The rate of vacuum decay can vary depending on the length of vacuum hose
used. As a rule, if a Gas Leaky Valve Fault is being set, or the Diag Tool leak test fails
then one or more injectors show rapid vacuum decay when tested: these should be
replaced.
Note: The results of this test can vary with the temperature of the gas injector a hot
gas injector will have poorer insulation than a cold one so if a problem is suspected
test on a hot engine.
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 8 of 11
When Gas injectors are removed or replaced They should be installed and Connected in the
correct order.
Engine harness connectors P13, P14, P15, P16, P17, and P18 should be connected to
injectors 1 to 6 in order (see Figure 8.)
To verify that the injectors are connected in the correct order use the click test on the
diagnostic tool.
Either :
Use a clamp meter on one of the pair of injectors wires to measure a current when the correct
injector is clicked.
Or:
Connect and disconnect the connector on the injector during the click test to confirm that it is
the one being tested. (Clicking should stop when the connector is disconnected)
Injector # 5
P14
Injector # 4 P13 P15 Injector # 6
Figure 8
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 9 of 11
Electrical Connections
The 12v power supply to all 6 Gas Injectors is routed from Relay1 SOLPWR Relay)via Fuse
2. The PWM ground signals for Gas Injectors are from ECU Plugs J2-A and J2-B. See
schematics in Figure 9.
13V from
Fuse 2
Figure 9
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 10 of 11
Note: Before changing a single gas injector, check service records to see if the set of
injectors has exceeded the service interval for changing. If it has, change all 6 injectors.
Pins should be
Inspect pins on Ignition off
not be bent or Repair connector
6 Injector Deutsch Injector Go to 7
pushed back pins.
connector. plug off.
into connector.
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 11 of 11
Functional Description
See System Description for location of TAB Valve.
The function of the TAB valve is to control the Air to Fuel ratio in Dual-Fuel mode in order to
achieve a desired Lambda value for gas combustion.
D/F Operation
Figure 1.
For emissions, the Lambda value needs to be controlled to be between 1.4 and 1.7 as
illustrated in Figure 1.
A Lambda value of 1 represents an Air to Fuel ratio that will result in the Stoichiometric
combustion of gas.
The HawkTM ECU compares the boost pressure needed to achieve the desired Lambda value
(RMAP) with the actual boost pressure (MAP) and expresses this in terms of a parameter
called MAPERR. If this value is positive then the TAB valve will open until the boost pressure
falls to the desired level. Boost air that is bled off through the TAB Valve is dumped into the
air intake and returned through the intercooler. If MAPERR is negative then more air is
required to burn gas than is being delivered and the TAB valve remains closed.
When the engine is in Diesel mode the TAB valve is closed. In Dual-Fuel mode the TAB valve
is active in controlling the boost pressure all the time irrespective of whether the engine is
running full diesel or using gas.
The Dual-Fuel system uses a Bosch DV-E5 Throttle Body as the TAB Valve.
The throttle body contains an actuator, throttle plate (butterfly valve) and two position
sensors.
Approval
Date Originator Check Approval Date Part Number
18/12/2011 AH SP SoK 20/04/2012 200289
GENESIS EDGE DUAL-FUEL
SYSTEM
200289 TAB Diagnostic Guide Page 2 of 10
The actuator contains a DC motor with a 2 stage gear. The motor has a 2 wire connection to
the ECU which can reverse polarity in order to drive the throttle plate both open and closed.
The driving signal is a 12v 440Hz PWM. The duty cycle is varied to control position and speed
of response. As a consequence a greater current is used to move the throttle plate position
than to hold it in position.
The position sensor has twin counter-rotating potentiometer tracks. These are supplied with a
5v reference voltage and a common ground by the ECU. The reference voltage supply and
ground are shared with the Gas Pressure and Gas Temperature sensors. Track 1 is used by
the ECU to indicate throttle plate position. Track 2 is used to check the output of track 1.
In the case of an electrical disconnection the throttle plate is pushed back by a return spring
into an idle default position of around 6% open. The HawkTM ECU controls the travel of the
throttle plate so that it is never driven into the mechanical stops in its fully open and fully
closed positions.
The HawkTM carries out a calibration for throttle plate position the first time the engine ignition
is turned on after the ECU is flashed. The throttle plate is slowly cycled closed and the current
drawn by the motor measured. If the current exceeds 1.5A then it is deemed that the throttle
plate has hit the mechanical stop and the ECU calibrates itself to stop rotation of the valve
short of this position, thus defining the lower end-stop value. The first time the throttle plate is
fully opened the ECU uses a similar procedure to define an upper end stop value. These end
stop values are defined in terms of % of rotation as detected by the position sensor (0% =
fully closed, 100% = fully open). This calibration is stored in the non volatile memory (NVM) of
the ECU. The ECU cycles the throttle plate to the lower end stop value each time the ignition
is turned on to check this calibration. When a new TAB Valve is fitted the NVM must be re-set
so that the ECU recalibrates for the new Valve.
This process can be carried out using the HawkTM Diagnostic Tool. After fitting new valve,
switch on ignition and select Reset TAB Stops from the Reset NVM drop down menu and
click on Reset button. See figure 2. Four values will be displayed. These represent the upper
and lower end stop values in terms of displacement of the two potentiometers. (1024 is equal
to 100% displacement).
Click on the Reset button and the four numbers will assume default values. The next time the
HawkTM ECU cycles the throttle plate, new end stop values will be set and stored in the
NVM. These values will then be displayed on this screen.
GENESIS EDGE DUAL-FUEL
SYSTEM
200289 TAB Diagnostic Guide Page 3 of 10
Select
Reset TAB Stops
from Reset NVM
drop-down menu
Click on
Reset
Button
Diagnostic Tests
Checking TAB Valve Operation using Hawk Diagnostic Tool Self-Test
With the vehicle ignition on and the engine stopped select TAB Valve from the Tests drop
down menu (see Figure 3a
When the TAB Valve is unpowered, the throttle plate sits in a neutral, almost closed position
this is indicated by a value of 6% +/-2.5% in the Actual TAB Position field. See Figure 3a.
Click on the upper slider and drag fully to the right and then click on the Run Test button. The
lower slider should be seen to move to the right and the Actual TAB Position should read
95%+/-5% (fully open) and then return to 6% +/-2.5% (which is the neutral position). See
Figure 3b.
Next with the upper slider in its default position, fully to the left, click on the Run Test button.
The lower slider should be seen to move to the left and the Actual TAB Position should read
2% +/-2% fully closed) and then return to the neutral position of 6% +/-2.5% again. Closed
position should be 2% less than returned position See Figure 3c.
This test demonstrates that the TAB valve is functional and that the end stop values are set
correctly. During the test, any currently active fault codes will be displayed in the panel at the
bottom of the test screen (see figure 3a)
N.B Once the TAB valve is > 50% open it is fully opened as far as airflow control is
concerened. Therefore if the test shows a fully opened position that is less than desired but
>50%, note as an early indication of failure but do not change unless valve fails physical
inspection or there is a high count of TAB stuck on TAB Drive Faults.
Select
TAB Valve Test
from Tests drop-
down menu
Neutral position =
6% +/- 2.5%
Solenoid Voltage
Slider moved to
fully open position,
Run Test button
clicked
Slider in default,
fully closed
position, Run Test
button clicked
Fully closed
position =
2% +/- 2%
Figure 3c - TAB Valve Screen During Test Valve Commanded Fully Closed
GENESIS EDGE DUAL-FUEL
SYSTEM
200289 TAB Diagnostic Guide Page 6 of 10
Fault Codes
The following Fault Codes are relevant to the operation of the TAB Valve:
Or
If the required position of the throttle plate is greater than 50% open and the position indicated
by the position sensor is less than 10% open.
This fault is will not cause the engine to exit from Dual-Fuel mode and will clear if the situation
is resolved.
If the throttle plate is physically stuck open then there will be severe lack of power in both
Dual-Fuel and Diesel modes of operation because the engine will not build the required boost
pressure.
If the throttle plate is physically stuck closed then this will impact on gas substitution because
when the air/fuel ratio is too lean for Dual-Fuel operation (high Lambda value) no gas will be
burned in Dual-Fuel mode and this will be the case at high engine loads when most gas is
usually burned.
Electrical Connections
Figure 4.shows a schematic of the sensor electrical connections.
J1B
GENESIS EDGE DUAL-FUEL
SYSTEM
200289 TAB Diagnostic Guide Page 8 of 10
Common 5v power
supply to CNGP
sensor, CNGT sensor
and TAB valve
potentiometers is not
present. Check for 5v
at ECU on connector
Select Current Faults
J1-B pin 11 with
screen from Faults
ignition on.
drop down menu.
Engine OFF
4 No Go to 5. If not present
Are faults Ignition ON
Go to 8
SPN 159 FM1 4 and
SPN 174 FM1 4
If present check
present?
engine harness wiring
between ECU Plug
J1-B11 and sensors
and TAB valve for
short or open circuits
and repair as required
refer Figure 4 for
details.
GENESIS EDGE DUAL-FUEL
SYSTEM
200289 TAB Diagnostic Guide Page 9 of 10
Ignition OFF.
Resistance
Check power supply to
check
TAB position sensor for
between
continuity
ECU Plug J1-
5 Resistance check 0 +/3 Go to 6. Repair open circuit.
B pin 11 and
between ECU Plug J1-
TAB Valve
B pin 11 and TAB
connector
Valve.
P20 pin 2
a) Resistance
check between Engine OFF
ECU Plug J2-B Ignition OFF a) 0 +/
pin 22 and TAB
3
Connector P20 Connectors
Repair open or short
7 pin 4 and J2-B (ECU) Go to 8.
circuit.
between J2-B and P20
pin 23 and P20 (TAB) b) Open
pin 1. disconnected Circuit
b) Measure .
resistance
between TAB
connector P20
pin 4 to ground
and to other
pins on P20
connector.
GENESIS EDGE DUAL-FUEL
SYSTEM
200289 TAB Diagnostic Guide Page 10 of 10
Functional Description
The NGP Sensor and NGT Sensor are located on the Gas Injector Block . The TMAP Sensor
is located on the Gas Mixer in front of the Inlet manifold.
The Gas Pressure and Temperature sensors used on the Dual-Fuel system are of a 3 wire
type. They are supplied by the HawkTM ECU with a reference voltage of 5v and are grounded
via the ECU. A signal wire returns the sensor signal to the ECU. The signal voltage is
between 0v and 5v and is proportional to the magnitude of the pressure or temperature being
measured. The signal voltage should be in the range of 0.5v to 4.5v.
The TMAP sensor contains a combined boost pressure (MAP) and Change Air Temperature
(ACT) sensors. The pressure sensor is of a 3 wire type as described above. The temperature
sensor is a 2 wire resistive type sensor. It forms half a potential divider which is supplied with
a 5v reference voltage (internally) by Hawk ECU. The signal voltage is measured across a
33k resister in the hawk ( which forms the other half of the potential divider.)
Expected reading
Sensor Pin 1 Pin 2 Pin 3 Pin 4
on cold engine
Gas Temperature
Should read ambient temperature on a cold engine
When the SOV and LOV are opened using the SOV test on the Diagnostic Tool the
Gas pressure should initially correspond to the LNG tank pressure (see Table 2)
Approval
Date Originator Check Approval Date Part Number
08/12/2011 AH SP SoK 20/04/2012 200290
GENESIS EDGE DUAL-FUEL SYSTEM
5v Sensor Diagnostic Guide
200290 Page 2 of 8
Table 2.
On a road test this should rise to 200 kPa plus during hand acceleration in the 7th or
8th gear.
Fault Codes
High /Low range faults indicate a problem with the sensors or sensor wiring. The faults will
cause exit from Dual-Fuel mode. These faults are resettable and Dual- Fuel mode will resume
if the fault condition clears
Emode fault codes are associated with the measured parameter going outside system limits.
As a rule, if an emode fault is logged the root cause of the fault should be investigated first
rather than the sensor treated as suspect, unless the sensor reading is obviously implausible.
These are re-settable faults. The engine will revert back to Dual-Fuel mode when the fault
condition clears.
NOTE
Other High / Low range and emode faults can be set by Dual-Fuel systems. These will be set
in response to parameters read by the Hawk ECU from the J1939-1 datalink. These faults will
still prevent Dual-Fuel running but the root cause will be with a sensor on the D13 engine.
Check MID128 fault codes in this case
GENESIS EDGE DUAL-FUEL SYSTEM
5v Sensor Diagnostic Guide
200290 Page 4 of 8
Electrical Connections
Figure 1. shows a schematic of the sensor electrical connections.
FIGURE 1
GENESIS EDGE DUAL-FUEL SYSTEM
5v Sensor Diagnostic Guide
200290 Page 5 of 8
.
GENESIS EDGE DUAL-FUEL SYSTEM
5v Sensor Diagnostic Guide
200290 Page 6 of 8
Sensor Calibration
The plots below gives the calibration information for 5v sensors used on the Dual Fuel
system. Note that pressure sensors read absolute pressure (gauge pressure + 100kPa).
120
110
100
90
80
70
60
Temperature C
50
40
30
20
10
-10
-20
-30
-40
0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00 4.50
Voltage +/- 0.22
GENESIS EDGE DUAL-FUEL SYSTEM
5v Sensor Diagnostic Guide
200290 Page 7 of 8
2200
2100
2000
1900
1800
1700
1600
1500
Absolute Pressure (kPa)
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
0.00 0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00 4.50 5.00
Voltage +/-0.22
450
425
400
375
350
325
Absolute Pressure (kPa)
300
275
250
225
200
175
150
125
100
75
50
25
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Voltage +/- 0.22
GENESIS EDGE DUAL-FUEL SYSTEM
5v Sensor Diagnostic Guide
200290 Page 8 of 8
140
120
100
80
Air Temperature C
60
40
20
-20
-40
0 5000 10000 15000 20000 25000 30000 35000 40000
Resistance (Pin 2 to Pin 1)
GENESIS EDGE DUAL-FUEL SYSTEM
200291 Knock Diagnostic Guide Page 1 of 6
Functional Description
Two Knock Sensors are used on the D13 engine. See System Description for location of
Knock Sensors.
The Knock Sensors are fitted as part of the Dual-FuelTM system to detect detonation or
uncontrolled ignition of the gas and air mixture in the cylinders which is known as knock.
Severe or prolonged knock can lead to engine damage due to the high pressures generated.
For this reason the Dual-FuelTM system employs a strategy to detect knock as soon as it
starts to occur, take steps to eliminate it, and if this fails to revert to Diesel operation. Knock
generates vibration in the engine block within a characteristic frequency band.
A Knock Sensor is an accelerometer which is bolted to the engine block. The HawkTM ECU
filters the (mV per g) output from the Knock Sensors so that it only looks at vibration in the
frequency band associated with knock. Sampling occurs twice during each firing cycle for
every cylinder, firstly in a reference window before TDC on the compression stroke to get
background amplitude of vibration and then in a knock window at diesel injection where
Knock would occur. The forward sensor monitors cylinders 1 to 3, and the rear sensor
cylinders 4 to 6.
If the amplitude of vibration in the knock window exceeds the amplitude in the reference
window by more than a specified amount then the ECU will take the following actions in
sequence to try and reduce the difference in amplitudes to an acceptable level:
If the difference in amplitudes of vibration remains too high then the ECU increments a Knock
Counter. If the difference in amplitudes of vibration subsequently falls to an acceptable level
then the Knock Counter will be decremented. Once the Knock Count reaches a high
threshold, a Knock Detected SPN 10048 FMI 31 Knock Detected (62) fault will be set and the
engine will revert to diesel only operation until fuel demand is zero (e.g. the accelerator pedal
is released) when it will return to Dual-Fuel operation. If this fault is set 3 times, the 3rd time a
Knock Repeat Fault SPN 10049 FMI 31 Knock Repeat Fault (63) is also set. This is a critical
fault which prevents the engine reverting to Dual-Fuel mode until it has been switched off and
re-started.
Installation
Tighten retaining bolt to torque of 20+/-4Nm
IMPORTANT
If Audible Knock occurs on the engine in Dual-Fuel mode take the vehicle out of
service until the problem has been resolved to minimise the risk of engine damage
Approval
Date Originator Check Approval Date Part Number
19/12/2011 AH SP SoK 24/04/2012 200291
GENESIS EDGE DUAL-FUEL SYSTEM
200291 Knock Diagnostic Guide Page 2 of 6
Fault Codes
SPN 10046 FMI 4 Knock Input Low (60)
This fault is set if the voltage output from a Knock Sensor is lower than the expected minimum
value. It can indicate a disconnected Knock Sensor, an open circuit in the wiring or a failed
Knock Sensor. When this fault is set the engine will revert to diesel only operation until the
fault condition is cleared, when it will revert to Dual-Fuel mode.
Electrical Connections
Figure 1 shows a schematic of the Knock Sensors electrical connections.
Figure 1.
GENESIS EDGE DUAL-FUEL SYSTEM
200291 Knock Diagnostic Guide Page 4 of 6
If Knock is not audible, first go through checks in Table 1. If these fail to resolve the issue also
carry out the checks in Table 2.
Result Achieved
Test Conditions Expected Result
Y N
1 Check security
The Knock Sensor Re-tighten bolt
of mounting of
should not be free Go through the Knock
Knock Sensor Ignition off
to move relative to to 2. Sensor to 20+/-4
to engine
the block. Nm.
block.
2 Check Connectors should
condition of be free of damp or
connection corrosion. Pins
Ignition off.
between Knock should not be bent
Disconnect Go Rectify or replace as
Sensor plug or pushed back.
connector and to 3. required.
and Engine Wires into the back
inspect both halves.
Harness of the connectors
connectors P25 should be secure
and P26 when pulled.
3 Check ground
connection Inspect ECU plug
through ECU J1-C pin 20 (or pin
from pin B on Ignition off. Measure 22 as appropriate) to
Engine resistance between make sure it is not
Go
Harness P25 pin B and P26 0 +/ 3 pushed back.
to 4.
connector P25 pin B and a good If OK then locate
and pin B on earth. and repair open
Engine circuit in Engine
Harness Harness.
connector P26
4 Ignition off. Measure
resistance between
Check signal Locate and repair
P25 pin A and ECU Go
wire for 0 +/ 3 open circuit in
plug J1-C pin 21 and to 5.
continuity. Engine Harness.
between P26 pin A
and J1-C pin 19
5 Ignition off.
Disconnect P25
Check (and P26) and ECU
Locate and repair
insulation of plug J1-C. Measure Go
Open Circuit short circuit in
Knock Sensor resistance from pins to 6
Engine Harness
wires on P25 (and P26) to
ground and to each
other.
6. Fit a replacement Carry out
Change Knock Knock faults no
Knock Sensor and End investigation in
Sensor longer setting
carry out a test drive Table 2.
GENESIS EDGE DUAL-FUEL SYSTEM
200291 Knock Diagnostic Guide Page 5 of 6
Functional Description
See System Description for location of Lambda Sensor.
The Lambda Sensor is fitted as part of the Dual-Fuel system to monitor the O2 fraction of the
exhaust gasses to determine if combustion is too rich or too lean. The ECU does not use this
information to modify fuelling, but it does set fault codes for lean and rich combustion which
are indicative of problems with either the TAB valve or the fuel injection (gas or diesel).
Too lean combustion (too much air) can be caused by the TAB valve not opening or by
inadequate fuel injection (one or more injectors not firing or injectors under-flowing).
Too rich combustion can be caused by stuck open or leaking gas injectors, broken diesel
injectors or a stuck open TAB valve.
The Lambda Sensor needs to be heated to operate and contains its own heating element.
The Lambda Sensor heater is supplied by 13v SOLPWR voltage.
TM
The control circuits for the sensor cell and pump cell are contained within the Hawk ECU.
Figure 1.shows a schematic of the sensor. IPump is the output from the Lambda Sensor and
is proportional to the O2 fraction of the exhaust gas and consequently to the Lambda value of
combustion in the engine.
Figure 2. shows the relationship between Pump Current Ip and combustion Lambda.
Exhaust Gas
Heater
Approval
Date Originator Check Approval Date Part Number
19/12/2011 AH RO SoK 30/04/12 200292
GENESIS EDGE DUAL-FUEL SYSTEM
200292 Lambda Sensor Diagnostic Guide Page 2 of 6
Electrical Connections
Figure 3 shows a schematic of the Lambda Sensors electrical connections.
Lambda Sensor
Figure 3
GENESIS EDGE DUAL-FUEL SYSTEM
200292 Lambda Sensor Diagnostic Guide Page 4 of 6
Fault Codes
Sensor Faults
A short circuit of the heater ve wire (J1-B20 to P23-4) a +ve voltage source
These faults are non critical and will cause the engine to exit from Dual-Fuel mode until the
fault condition has cleared.
O2 Fraction Faults
This fault is set if the Lambda Sensor detects extremely over rich or extremely over-lean
combustion. If this fault is set check that all the Gas Injectors are firing and that the TAB Valve
is not opening or sticking closed (refer to Gas Injector Diagnostic Guide and TAB Valve
Diagnostic Guide).
Those faults are set as indication only and will not cause the engine to drop out of Dual-Fuel
mode.
GENESIS EDGE DUAL-FUEL SYSTEM
200292 Lambda Sensor Diagnostic Guide Page 5 of 6
A: Antifreeze Contamination
This will cause a heavy black carbon layer to form on the sensor
element. Rich fuel mixture is usually caused by a failure in the
air/fuel metering system
This will coat the sensing element with a crusty, brown layer.
Worn piston rings and valve guides, or other internal engine
problems can cause high oil consumption.
D: Silicone Poisoning
Installation Information
Thread size M18 x 1.5
Tightening Torque 40Nm to 60Nm
GENESIS EDGE DUAL-FUEL SYSTEM
200292 Lambda Sensor Diagnostic Guide Page 6 of 6
Notes:
To make a temporary repair in the case of a faulty Lambda Sensor, leave sensor
disconnected. This will not affect Dual-Fuel operation.
Result Achieved
Test Conditions Expected Result
Y N
1 Remove,
inspect and if
Attempt to
Disconnect Fault is no longer required
replicate fault Go to 2.
Lambda Sensor set replace
condition
Lambda
Sensor
2 Measure
resistance
between: Repair or
P23-1 to J1B-14 replace engine
Resistance
P23-2 to J1B-21 0 +/-3 Go to 3. harness to
Check
P23-3 to J1B-1 correct open
P23-4 to J1B-20 circuit.
P23-5 to P1-22
P23-6 to J1B-15
3 P23, P1 and J1B
Repair or
all disconnected
replace engine
Measure
Insulation check harness to
resistance Open circuit Go to 4.
(to ground) correct short
between:
circuit to
P23 pins 1 to 6
ground.
to ground
4 P23, P1 and J1B
all disconnected
Repair or
Measure
replace engine
Insulation check resistance
harness to
(to other between each Open circuit Repeat checks
correct short
harness wires) pin in connector
circuit between
P23 and the
harness wires.
other 5 pins.
GENESIS EDGE DUAL-FUEL SYSTEM
200293 LNG System Leak Detection & Repair Page 1of 12
Leak Detection
It is important to be able to recognise, assess the severity of, and repair leaks on the LNG fuel
system. Leaks have 3 main unwanted consequences:
Safety
Risk of fire or explosion in confined spaces
Risk of cryogenic burns (if LNG comes into contact with exposed skin)
Operational
Gas leaks will cause the system to loose pressure. This can stop the engine from
running in Dual-Fuel mode.
Economic
A gas leak looses fuel in the same way as a hole in the diesel tank!
Natural gas will disperse into the atmosphere outdoors but will accumulate in confined
spaces. If the local gas concentration reaches 5% in air the mixture will be flammable. This
means that large leaks are more hazardous than are small leaks. Always keep vehicles with a
gas leak outdoors. The types of gas leak are listed below in order of decreasing severity, as
described in the LNG Tank manufacturers operation manual, along with diagnostic advice.
Liquid Leaks
Liquid leaks are doubly hazardous because apart from flammability risks, the liquid is at
around -130C and presents freeze hazards to components and personnel. Even small leaks
release 600 times more gas per unit volume than do gaseous leaks through the same size
opening. They are always flammable. All liquid leaks should be immediately repaired. They
are the easiest type of leak to detect since they are both visible and audible, requiring no
specialised equipment to find. Leaking LNG will cause cryogenic burns if it comes into contact
with exposed skin. Wear insulated gloves and goggles when investigating a suspected leak
site.
Look for liquid dripping to the floor and immediately evaporating. Vapour clouds may be
present around where the liquid is pooling caused by condensation of water vapour in the air.
Caution : Liquid drops can spit on contact with warm surfaces. Wear PPE.
Gaseous Leaks
Gaseous leaks are by nature less hazardous than liquid leaks since they release less natural
gas than liquid leaks. The gas can still be very cold at the leak site, so freeze burn hazard
may still be present. The difficulty in dealing with small gaseous leaks is that they may be
invisible, and require special techniques and equipment to locate. Gaseous leaks fall into the
following categories.
Audible Leaks
Gaseous leaks become audible, in a quiet environment, at a flow rate of about 1 litre per
minute. Audible leaks are large leaks and always flammable. These leaks should be
immediately repaired. They may also be detected by frosting around the leak site.
Approval
Date Originator Check Approval Date Part Number
19/12/2011 AH AW SoK 30/04/12 200293
GENESIS EDGE DUAL-FUEL SYSTEM
200293 LNG System Leak Detection & Repair Page 2 of 12
Inaudible Leaks
Inaudible leaks can also be flammable. Because they are inaudible and invisible leak
detection equipment must be used to locate leaks smaller than 1 litre per minute. Most
inaudible leaks are not the result of parts failures, but rather are the result of improper
assembly techniques or small defects in parts. Leaks that spiral through a pipe thread or past
a damaged O ring, follow porosity through a casting, or seep past a particle trapped in a
compression fitting are typical examples. These leaks typically dont grow any larger with age.
Leaks of between 100cc/min and 1000cc/min will cause a noticeable pressure drop and can
be spotted by frosting of the pipework leading to the leak site.
Even though we cant hear leaks much smaller that 1 litre / minute they are still making
sound. The sound is in the ultrasonic frequency range and can be heard by the use of an
ultrasonic leak detector. An ultrasonic leak detector will rapidly find and pinpoint leaks down to
about 100 cc/min. Ultrasonic size leaks, while flammable, pose little threat to moving vehicles
or to maintenance facilities. The main threat would be accumulation of gas in a poorly
ventilated building where the vehicle is parked. They should be repaired when discovered.
Bubble Testing
Leaks smaller than 100 cc/min. are most easily pinpointed via commercially available bubble
test solutions. Bubble testing will not only pinpoint the source of small leaks, but it will also
classify them by size. One caution on the use of bubble test solutions; leaks larger than 100
cc/min blow out the bubbles so fast and dry themselves out so quickly that they might be
missed in a piping check relying only on bubble testing.
NOTE : There are leak detectors which find flammable gasses, but they can be triggered by
oils or workshop solvents, aerosols etc and are difficult to interpret correctly.
Leaks between 25 cc/min and 100 cc/min are flammable in still air. If ignited the flame ranges
in size from less than 1/16th of an inch tall, sustainable only in still air to a flame the size of a
normal cigarette lighter flame. This size of leak is recognised by bubbles that grow and burst
at the site of the leak before they can flow away from it.
These leaks pose no hazard in moving air, or in well ventilated buildings, but could
accumulate inside of small, poorly ventilated enclosed spaces.
GENESIS EDGE DUAL-FUEL SYSTEM
200293 LNG System Leak Detection & Repair Page 3 of 12
Figure 1.
Insignificant Leaks
Leaks smaller than 1/2 cc/min. are so small and diffuse so rapidly that they can be ignored.
They are recognised by a series of uniform size tiny (smaller than a pinhead) bubbles that
emerge from the leak. This might show up immediately as a chain of tiny bubbles on leaks
near the 1/2 cc/min size or appear as foam around the fitting up to 5 minutes after the fitting is
sprayed with bubble test solution for the smallest leaks. In either case the leaks are not
flammable and will not accumulate inside of vehicle compartments or cause any significant
fuel or pressure loss. Figure 2. shows an insignificant leak detected by bubble testing.
Figure 2.
Figure 3.
When the vehicle is parked for a time at ambient conditions this ice will melt away and the
speed of the ice melting will depend on current weather conditions. Frosting on pipework on a
vehicle that has been parked for some time may indicate the presence of a leak.
GENESIS EDGE DUAL-FUEL SYSTEM
200293 LNG System Leak Detection & Repair Page 4 of 12
It may be necessary at times to rapidly remove ice build up from the LNG Tank Hub in order
to carry out leak detection or to replace a component. The best way to do this is to use a
container of warm water and a piece of plastic tube ( such as air brake pipe ). Siphon the
warm water through the pipe and direct it at the ice that needs to be removed. It will quickly
disperse ( see figure 4)
Figure 4
Make sure the leaking line, component or fitting is not under pressure or containing
LNG before disassembly.
Figure 5.
GENESIS EDGE DUAL-FUEL SYSTEM
200293 LNG System Leak Detection & Repair Page 5 of 12
LNG can be removed from the LNG tank using a gas disposal device (flare stack)
attached to the outlet from the vaporiser. The engine must be warmed up to the
operating temperature when this is used and care taken not to loose too much
pressure from the tank. Instructions for the gas disposal device should be closely
followed.
Vent the pressure in the tank to zero. On tanks with a vent recovery connector
either connect gas disposal device to this or temporarily remove the connector
from the elbow on the tank to vent pressure and open vent hand valve. Do not
leave the tank open to atmosphere (with fittings removed) for any longer than it
takes to rectify the defect.
Two types of compression fitting are used in the LNG pipe work.
b) Fared Type
Flared copper tubes which locate on conical fittings are also utilised in the LNG Tank
Plumbing.
To tighten, screw the tube nut finger tight onto the fitting to the extent of its travel and then,
holding the fitting with another spanner to stop it rotating, tighten the tube nut by another of
a turn.
If a leak is detected at a compression fitting, first check if the fitting is loose. If it is re-tighten,
re-pressurise the system and check again for the leak.
GENESIS EDGE DUAL-FUEL SYSTEM
200293 LNG System Leak Detection & Repair Page 6 of 12
If the leak persists, de-pressurise the system again, disassemble the joint and inspect the
mating surfaces of the joint for contamination or damage. Check for crossed threads which
can prevent the fitting being tightened properly.
If contamination is present, clean off and re-assemble. If tube fittings are damaged, replace. If
there is damage to the ferrules or flared tube ends then the tubes need to be replaced.
Apply a small amount of thread sealant to the male thread. Keep the first 2 threads free of
sealant and do not use an excessive quantity as this could lead to sealant entering the piping
and causing failures of valves and regulators.
Use either an anaerobic sealant such as Loctite PST 567 (SWAK) or PTFE tape. Figure 7
shows sealant correctly applied to a fitting.
NOTE : Tapered pipe threads on tanks and other components are U.S. NPT series.
DO NOT substitute UK BSP components, they are not interchangeable even if they appear to
be .
On reassembly, use 2 spanners where necessary to prevent the female fitting from turning.
Screw the fitting in firmly but do not over-tighten. With elbows, first tighten so that the elbow is
pointing just short of its required position and then carefully tighten more so that it is in the
correct position. If the elbow has been screwed past its desired position, do not slacken it off
so that it is in the right place: remove the fitting, clean it, re-apply sealant and install again
using one further turn to align and seal.
Re-pressurise pipes and verify that the leak has been fixed.
GENESIS EDGE DUAL-FUEL SYSTEM
200293 LNG System Leak Detection & Repair Page 7 of 12
Use bubble test to verify where the leak is coming from. If the leak is directly under the handle
the upper seal can be changed without depressurising the tank ( close valve ) for other leaks ,
then depressurise the tank and, in the case of the Gas/Liquid hand valve, ensure tank is
empty of LNG.
Install a Hand Valve repair kit. Follow the instructions that come with the Repair Kit which will
contain the components
shown in Figure 8.
These parts
can be
replaced with De-pressurise
the tank the tank before
pressurised replacing
and valve these parts
closed
If the leak is at the base of the Relief Valve, then empty Tank contents and depressurise, then
remove the valve, clean the threads, apply new thread sealant and re-assemble. Re-
pressurise the system and verify the leak has gone.
In the case of a leak through the PRV, first check the LNG Tank pressure. If it exceeds the set
pressure of the PRV (230psi Primary PRV, 350psi Secondary PRV) then the valve is doing its
job. If the pressure is less than the PRV set pressure then the valve is stuck open. This could
be because of debris or ice build up in the valve. If the Secondary PRV is flowing then its red
cap will be missing.
Note :
If the Tank vents due to pressure build, the primary PRV may not completely seal. This will
result in a small weep of gas out of the vent stack. The valve should be completely sealed
once the LNG Tank pressure is below 190psi. Therefore, manually vent the tank to below this
pressure before continuing with investigation.
To repair, first try tapping the valve body with moderate force to see if it will seat and stop
flowing. Failing this, try directing warm water onto the outside of the valve. A slow continuous
flow from a bore tube used as a siphon is ideal. This procedure may take several minutes.
If these methods are unsuccessful, empty the LNG Tank and de-pressurise, then fit a new
PRV.
First locate the source of the leak using a Bubble test. Is it from the fittings used in the
Economiser or from the joint between its upper and lower parts? (See Figure 10.) Then
ensure tank is empty and de-pressurised before commencing repair.
If the Economiser is leaking from any of the pipe fittings repair using the pipe thread
procedure.
If the Economiser is leaking where the lower part connects onto the upper part, then
tighten the lower part onto the upper. Hold the upper body while doing this to avoid
disturbing the sealing of the pipe fittings.
UPPER PART
LOWER PART
First locate the source of the leak using a Bubble Test, then de-pressurise the pipe work
before carrying out a repair.
If there is a leak from the vent hole in the dome of the regulator, replace the regulator
as the diaphragm has failed. ( See Figure 11.)
If the fittings screwed into the regulator body leak, then try tightening them. If this
does not work then the fittings may have to be replaced. These fittings rely on an o-
ring seal with the Regulator body and do not need thread sealant.
If the leak is occurring from between the lower and upper halves, replace the
regulator.
O-ring Groove
Drain Hole
If tightening the tube fittings doesnt stop the leak then the tank must be de-pressurised and
emptied of LNG. Dis-assemble the fitting and replace the flaretite seals. ( see figure 12 )
Flaretite Seal
Sender Tee
If clouds of vapour can be seen coming from the LNG Tank shroud when the Tank is being
vented, it is likely that the plastic pipe between the 230psi pressure Relief Valve and the Vent
Port on the Tank Shroud has become disengaged from one of its plastic end fittings.
The end of the plastic pipe will have been shaved of a thin layer of plastic when it came out of
the fitting so it will not make a good seal if re-used. Before assembly, squarely cut off the last
inch of the pipe and remove any burrs from the cut end.
GENESIS EDGE DUAL-FUEL SYSTEM Page 12 of
200293 LNG System Leak Detection & Repair 12
Mark a line 20mm from the newly cut end of the tube. (Figure 13.)
Figure 13.
Install the new fitting. Refer to Figure 14 for how parts should be assembled.
Figure 14.
Moisten the end of the tube and insert into the fitting until the tube bottoms on the fittings
shoulder. Hold in tubing in place inside the fitting while tightening the nut hand tight and then
tighten an additional of a turn. (Do not over-tighten the nut as this could strip the threads).
If the assembly is correct, the mark made on the tube should not be visible. If it is, re-make
the joint.
Functional Description
Liquefied Natural Gas (LNG) is stored at between 95 and 230psi in the vacuum-insulated
o
LNG Tank at temperatures down to -160 C. The LNG in the Tank is always slowly warming
up and evaporating, forming a vapour layer above the liquid gas in the Tank (see Figure 1.).
As evaporation continues, the pressure in the Tank rises. This pressure is used to deliver gas
to the engine. Once the pressure of the vapour layer exceeds 230psi, some of the gas vapour
is vented to atmosphere via the 230psi (16bar) Pressure Relief Valve and the Vent Stack.
During normal operation, the pressure of the vapour layer is moderated by the Economiser.
This ensures that at pressures above 105psi (7.2 bar), both vapour and liquid are drawn from
the Tank. If the pressure is below 105psi (7.2 bar), only liquid is used; preserving enough
pressure to deliver the fuel.
The LNG (and vapour) pass out of the Tank through the Excess Flow Valve and flow through
the Vaporiser, which uses heat from engine coolant to vaporise the LNG. From the Vaporiser,
the gas passes through the Lock Off Valve (LOV),Coalescing Filter and Pressure Regulator.
The LOV is opened when the Engine is started
The Pressure Regulator has a set point of 115psi (8bar) and controls the maximum pressure
of the gas supply to the engine.
Gas is delivered to the Engine compartment by a rigid tube assembly that links the Regulator
and Shut Off Valve (SOV).The Shut Off Valve (SOV) is located in a block on the chassis rail,
adjacent to the engine. A Flexible gas pipe connects the outlet from the SOV to the Gas
Injector Block / Mixer Assembly. The SOV opens to allow gas to reach the Injector Block on
the Mixer Assembly when the engine is in Dual-Fuel Mode. The Last Chance Filter is located
in a short tube assembly at the end of the flexible pipe where it attaches to the elbow on the
Injector Block on the Mixer Assembly.
A pressure sensor monitors Gas pressure in the system. The CNGP sensor is located in the
Gas Injector Block.
A Gas system schematic is included in the System Description section of the manual.
Approval
Date Originator Check Approval Date Part Number
10/11/2011 AH AW SoK 30/04/12 200284
Genesis Edge Dual- Fuel System
200284 LNG Gas Pressure Diagnostic Guide Page 2 of 13
Fill tube
Vapour
Insulation
in vacuum
space
Liquid
Level
Vapour
pick up
tube
Tank Hub
Liquid
Liquid
pick up
tube
Figure 1. Inside the LNG Tank
Pressure
Gauges
Excess Flow
Valve
230 psi (16bar)
Primary Relief Valve
Gas / Liquid
Hand Valve
Economiser
U-Tube
Tank depressurised
and Elbow removed
As there is no pump to deliver gas to the engine, the pressure in the tank is used to do this.
The Dual-Fuel system requires gas pressure to be regulated between lower and upper limits
TM
between which the dwell time of the Gas Injectors can be adjusted by the Hawk ECU to
provide accurate fuelling.
In operation, the pressure of the tank is controlled by a device called the Economiser. See
Figure 2. for location. This is a pressure actuated valve controlling the gas flow from the tank
vapour space. It is open above 105psi (7.2 bar) and closed below 105psi (7.2 bar). The pick
up pipe from the bottom of the tank through which the liquid flows is fitted with a 2psi check
valve (see Figure 2.). Therefore, when the vapour and liquid flows meet in the tank hub the
vapour is at 2psi higher pressure than the liquid and flows out through the fuel pipe in
preference to the liquid. Below 105psi (7.2 bar)the Economiser valve is closed so that no
vapour is drawn from the tank, only liquid, preserving the pressure of the vapour layer.
Because vapour is used preferentially at tank pressures of over 105psi (7.2 bar), the tank
should not build pressure and vent on a vehicle that is in regular use. The gas pressure may
go below 105psi (7.2 bar) during normal operation due to LNG being drawn from the tank
faster than the boil off rate can maintain the pressure. However, as long as the tank pressure
is above 80psi (5.5 bar), Dual-Fuel operation is possible.
Downstream of the Vaporiser, the Lock Off Valve (LOV) is fitted. This is opened by the Hawk
ECU when the engine is running and is supplied by 13v Solenoid Power supply from Fuse 3.
The power supply is routed via a re-settable Inertia Switch located in the Rear Electrical
Centre. This will trip if the vehicle is in a collision and close the LOV. (See Figure 4 for
electrical connections)
The gas then passes through the Fuel Management Module (FMM) comprising a Coalescing
( Primary ) Filter and Pressure Regulator to reach the Shut Off Valve (SOV). All the gas
pipework is thick walled stainless steel tube rigidly mounted to the vehicle chassis. (See
Figure 3.) There is a bleed point on the Pressure Regulator that allows the pipework between
the LOV and engine to be de-pressurised.
Genesis Edge Dual- Fuel System
200284 LNG Gas Pressure Diagnostic Guide Page 5 of 13
9
6
The Shut Off Valve (SOV) on the Chassis rail adjacent to the engine opens during the SOV
test when the engine is started and again when the engine goes into Dual-Fuel mode. The
gas supply pressure (CNGP) is measured in the Injector Black by the CNGP sensor. This can
be viewed on the Engine Parameters Screen of the Diagnostic Tool. It is an absolute pressure
in kPa. Table 1 shows the expected states of the LOV and SOV. Table 2 shows how the
CNGP should relate to the pressure displayed on the Pressure Gauge of the LNG Tank. Both
the SOV and LOV can be powered open with the Diagnostic Tool when the engine is stopped
for diagnostic purposes. The CNGP will be lower when the engine is using gas due to
pressure losses across the regulator and filters.
LOV SOV
Engine stopped Closed Closed
Engine Running (Diesel Mode) Open Closed
Dual-Fuel Mode Open Open
Table 2 shows the expected state of the SOV and LOV valves in normal use
CNGP CNGP
Tank Tank
(kPa) (kPa)
Pressure Pressure
No Flow Flow
(psig) (bar)
(+/- 50kPa) (+/- 50kPa)
50 3.5 445 307
55 3.8 479 341
60 4.1 514 376
65 4.5 548 410
70 4.8 583 445
75 5.1 617 479
80 5.5 652 514
85 5.8 686 548
90 6.2 721 583
95 6.5 755 617
100 6.9 790 652
105 7.2 824 686
110 7.6 858 721
115 7.9 893 755
>115 7.9 893 755
Electrical Connections
POWER 13v
INJECTOR
F3
INERTIA SWITCH
19 14
18 12 P1
J2B J1A
21 23
C1 10 P5 B A 2 7 P2
HAWKTM ECU
SOV
POWER 13v
INJECTOR
B A
LOV
Figure 4
Genesis Edge Dual- Fuel System
200284 LNG Gas Pressure Diagnostic Guide Page 8 of 13
Fault Codes
The following Fault Codes are relevant to gas pressure: Table 3. lists possible causes. The
most likely causes are in Bold.
These tests should be used to investigate the possible causes for the various fault conditions
identified in Table 3.
CAUTION
SOME OF THESE TESTS INVOLVE RELEASING GAS TO ATMOSPHERE. DO THIS IN A
WELL VENTILATED AREA OR OUTDOORS AND KEEP THE AMOUNT OF GAS
RELEASED TO A MINIMUM. ENSURE THERE IS NO IGNITION SOURCE WITHIN 3M IN
ANY DIRECTION AND NO CUTTING, WELDING OR GRINDING TAKING PLACE
AROUND THE VEHICLE.
If the Pressure Gauge indicates a gas pressure of less than 80psi (5.5 bar) and the LNG fuel
level gauge on the dashboard reads empty (with ignition on) then the LNG tank is empty and
needs to be re-filled.
If the LNG fuel level gauge indicates there is LNG the tank and the gas pressure is lower than
80psi, there could be three possible causes.
1. The LNG Tank has been filled with very cold LNG
If the temperature of the LNG in the filling station is too low, the saturated pressure in the
vehicle tank will not be sufficient to transition to Dual-Fuel mode. Immediately after the fill
there will be a higher pressure in the tank from the pressure build device in the
dispensing station, but this will not be a saturated pressure, and vapour will be absorbed
into the cold liquid in the vehicle tank until the saturated pressure is reached. This
process is accelerated when the vehicle is driven, causing the contents of the tank to
slosh around. The solution to this problem is to leave the Gas/Liquid hand valve open
and run the vehicle on diesel (or leave it parked). The LNG tank pressure will rise over
time at around 15psi a day and when it is > 80psi (5.5 bar), Dual-Fuel operation will
automatically be resumed on start up. If this problem occurs it will be following a fresh
delivery of LNG to a fuel station and will affect most of the vehicles that have filled from
that station that day.
LNG can be removed from the tank using a gas disposal device (flare stack) attached to
the outlet from the vaporiser. The engine must be warmed up to the operating
temperature when this is used and care taken not to loose too much pressure from the
tank. Instructions for the gas disposal device should be closely followed.
To diagnose this condition locate the economiser adjusting screw, slacken the lock nut,
turn the adjusting screw one full turn clockwise, then retighten the locknut. Run the truck
with sufficient Tank pressure to allow it to go into Dual-Fuel mode and check if the
problem recurs. The settled pressure in the tank immediately after running in dual fuel
mode for at least one hour should be close to the economiser setting. After adjusting the
screw the settled pressure should be approximately 30lb/in2 (2bar) higher. If the tank
pressure is still well below 105lb/in2 (7.2bar), the economiser has most likely stuck open
rather than drifted and should be replaced.
If the settled pressure after adjustment rises above 105lb/in2 (7.2bar), it can be reduced
by adjusting pro rata. Refuelling may require extra venting if the economiser pressure is
set too high.
Economiser
Adjusting
screw
Figure 5 Economiser
Genesis Edge Dual- Fuel System
200284 LNG Gas Pressure Diagnostic Guide Page 11 of 13
To check, press
down on yellow
button. If it moves
down and clicks
into place the
switch has been
tripped
The Filter can be removed and checked for blockages. First depressurise the pipe vent by
using the bleed point on the Pressure Regulator. If the filter cannot be blown through easily it
should be replaced. Debris in the filter can be indicative of wear in an upstream component
such as the pressure regulator
The easiest way to do this is to depressurise pipe work using Bleed Point then ,disconnect the
flexible pipe from the SOV and to remove the plunger assembly from the SOV, Then to carry
out a Lock Off Valve (LOV) test with the Diagnostic tool. This will power open the LOV for 30
seconds. A strong stream of gas should issue from the SOV block outlet port. If There is no
gas flow or poor gas flow check that :
1. The Gas/Liquid hand valve on the LNG Tank is turned on. (Open fully then close
turn to ensure valve not damaged by shrinkage.)
2. The Inertia Switch is not tripped (see test b)
3. There is a power supply to the Lock Off Valve with the vehicle engine running.
4. An SOV Drive Fault is not set when the LOV test is performed. ( this would indicate a
loss of power supply to the LOV )
If there is a flow of gas from the pipe with the valve un-powered then it is likely that the LOV
has failed and is stuck either open or partially open and will need to be replaced.
If the gas flow from the pipe is weak or gradually decreases to nothing then there is a flow
restriction in the gas supply. Follow the next section to check the Primary Filter, Pressure
regulator and LNG Tank.
If result is OK, re-assemble the SOV and select SOV Test and LOV test from the SOV test
screen on the Diagnostic Tool. The SOV should open for 30 seconds and gas should flow
from the SOV block. If it does not, the SOV has failed to open. Check for SOV drive fault
which could indicate a problem with the power supply to the SOV ( see SOV Diagnostic
Guide).
NOTE: THE SOV AND LOV ARE DIRECTIONAL. AN ARROW ON THE VALVE BLOCK
INDICATES THE DIRECTION OF GAS FLOW.
1. No Flow Condition
The set point of the Pressure Regulator is 115psi (7.9 bar ). Carry out an SOV test with the
Diagnostic Tool and note the CNGP pressure. If the LNG Tank Pressure Gauge reads more
than 115psi, the CNGP pressure should be 893kPa +/- 10kPa. If the LNG Tank Pressure
<115psi, CNGP reading should correspond to No Flow value in Table 2.
A CNGP of more than 1000kPa will set Gas pressure high emode fault (54) this indicates a
failed Pressure Regulator.
Genesis Edge Dual- Fuel System
200284 LNG Gas Pressure Diagnostic Guide Page 13 of 13
2. Gas Flowing
Note LNG Tank Pressure. Use Diagnostic Tool to observe CNGP when the truck is being
driven and using gas. When gas is being used (Instant substitution >0) CNGP should not be
lower than the flow value in Table 2 for the observed LNG tank pressure
If this condition is identified, the tank should be emptied of gas so that the Fuel Level and
Pressure gauges both read zero. The tank will then need to be exchanged for a replacement
FUNCTIONAL DESCRIPTION
The level of LNG in the LNG Tank is measured using a Capacitance Tube. This is a double
skinned tube across the vertical diameter of the Tank. The capacitance between the skins of
the tube changes as the liquid level in the tank rises and falls.
An insulated wire joined to the outer skin of the tube leads to the tank hub via the vapour pick
up in the tank. Here a connection is made to a co-axial cable which leads to the Level Sender
Unit on the tank shroud.
The level sender unit converts the capacitance value of the capacitance tube to a voltage in
the 0-5V range. The Sender Unit receives a 12V power supply from the Voltage Converter via
Fuse 4 when the vehicle ignition is ON . The signal is routed to the Hawk ECU or
connector J1A pin 27.
The Hawk ECU converts the signal voltage from the Level Sender to a PWM signal which is
sent to the LNG level gauge in the cab. The LNG Level Gauge is powered by a 12V switched
supply from the Voltage Converter via Fuse 5. The gauge contains 10 green LEDs. If the
signal received by the gauge indicates the LNG tank is full, all 10 LEDs are illuminated. If the
signal received by the gauge indicates that the LNG Tank is empty , none of the green LEDs
are illuminated
Coaxial Cable
Sender Unit
Weather Pack
Connector
Approval
Date Originator Check Approval Date Part Number
19/12/2011 AH RO SoK 27/04/2012 200294
GENESIS EDGE DUAL-FUEL SYSTEM
200294 LNG Gauge Diagnostic Guide Page 2 of 8
ELECTRICAL CONNECTIONS.
Figure 2
GENESIS EDGE DUAL-FUEL SYSTEM
200294 LNG Gauge Diagnostic Guide Page 3 of 8
DIAGNOSTICS
Diagnostic Tests
LNG Level Gauge Test ( See Figure 3 )
The function of the LNG level gauge can be tested with diagnostic tool.
The Gauge should display the commanded level for 30 seconds. If the test fails, carry out
diagnostic checks in Table 1.
Figure 3
GENESIS EDGE DUAL-FUEL SYSTEM
200294 LNG Gauge Diagnostic Guide Page 4 of 8
To Investigate conditions B or C it will be necessary to dismantle the tee on the tank hub
where the Co-axial Cable is soldered to the capacitance wire. The tank must be empty of
LNG and de-pressurised when this is done. Check soldered joint for breaks in the heatshrink
allowing a short circuit with the inside of the Tee. (see figure 4 )
Tee
Soldered
Joint
Repair Kit
A waterproof BNC connector is available to allow the sender unit to be changed without
draining the tank. This is available from CAP Kit no 700268-1 (Figure 5)
When using this to join the cable, first measure the cable length of the sender unit and ensure
the overall length between the sender unit and the tee, including the connector, is the same
as the uncut cable.
Figure 5
GENESIS EDGE DUAL-FUEL SYSTEM
200294 LNG Gauge Diagnostic Guide Page 7 of 8
If the cable is cut measure capacitance value between core and braid on cut end of the cable
coming out of the LNG tank. See table 4 for expected values.
With soldered joint between co-axial cable and capacitance wire dismantled, check
capacitance at the capacitance wire.
The Hawk ECU uses data from the Level Sender to protect the engine from using weathered
or aged LNG. LNG that has been left unused in the LNG Tank will start to vent off after a
number of days. Prolonged venting will eventually lead to a depletion of Methane content of
the LNG in the tank. This will change the combustion properties of the LNG and may cause
pre- ignition and possibly engine damage.
1. If the Hawk ECU detects that the LNG level in the tank has fallen by since the
engine was last run then a critical fault is set preventing DF operation.
2. A second strategy is employed to set a re-settable fault if the LNG Liquid level is
empty. This is to protect against complete boil off of liquid LNG in a truck parked for
an extended time period, leaving a lower methane content gas vapour in the tank.
GENESIS EDGE DUAL-FUEL SYSTEM
200294 LNG Gauge Diagnostic Guide Page 8 of 8
FAULT CODES
Figure 6.
GENESIS EDGE DUAL-FUEL SYSTEM
200295 Engine Speed Signal Diagnostic Guide Page 1 of 7
Functional Description
TM
The Dual-Fuel system uses the speed and timing signals from the Cam and Crank Sensors
TM TM
on the engine. The signals are fed into the Hawk ECU. The signals are used by the Hawk
to:
The signals are routed via the CAP Engine Harness through the DTEC (Diesel Timing Event
Controller) and back to the Sensor connections on the Volvo Engine Harness. The CAP
TM
Engine Harness also connects the sensors to the Hawk ECU. The DTEC enables the Hawk
ECU to retard or advance the timing signals before they are fed back into the Volvo Harness,
enabling diesel injection timing to be retarded or advanced. This is used to:
1. Modify diesel injection timing to optimise gas substitution across the engine fuelling
map and reduce quantities of unburned methane.
2. Retard diesel injection timing as part of the anti-knock strategy.
TM
The DTEC contains transformers which receive digital signals from the Hawk ECU and
convert them to synthesised Cam and Crank speed and timing signals. It also contains a twin
pole relay which switches the output to the Volvo engine harness between the actual Cam
and Crank signals from the sensors and the synthesised signal. The relay coil receives
TM
SOLPWR voltage through fuse 3 and is pulled in by a ground from the Hawk ECU. In diesel
only mode, the relay is unpowered and the sensor signals are routed straight through to the
TM
Volvo harness. On transition to Dual-Fuel mode, the Hawk ECU grounds the relay coil and
TM
switches the synthesised signals to the Volvo harness. The Hawk can then advance or
retard the signals as required. Engine speed must be >1000rpm for the transition to take
place.
TM TM
On transition out of Dual-Fuel mode, the ground from the Hawk is removed, and the
sensor output signals are switched back into the Volvo harness.
Noise Suppression
Diodes are fitted in the reference voltage connections into the Hawk ECU. These are to stop
noise from the ECU from getting onto the speed signals that are being read by the Volvo
EECU. On earlier builds these diodes are retro fitted. Later builds have them incorporated in
the CAP engine harness
Approval
Date Originator Check Approval Date Part Number
03/01/2012 AH JS SoK 26/04/2012 200295
GENESIS EDGE DUAL-FUEL SYSTEM
200295 Engine Speed Signal Diagnostic Guide Page 2 of 7
Fault Codes
SPN190 FMI8 Engine Speed Encoder Fault (1)
1. Wrong number of teeth on Cam or Crank sensor seen by ECU twice in succession.
2. Engine speed from Cam or Crank sensor and CAN based engine speed differ by
100rpm
TM
Fault can be set in Dual-Fuel or Diesel mode. This is a re-settable fault and will clear if the
fault condition is resolved.
This is a Critical Fault and cannot be re-set until the engine is stopped and re-started.
GENESIS EDGE DUAL-FUEL SYSTEM
200295 Engine Speed Signal Diagnostic Guide Page 3 of 7
Electrical Connections
Figure 1 shows a schematic of the Cam and Crank Sensor wiring
Figure 1.
GENESIS EDGE DUAL-FUEL SYSTEM
200295 Engine Speed Signal Diagnostic Guide Page 4 of 7
In most cases this is a harmless fault code which can be set if the CAM or Crank sensors
sees the wrong number of teeth on the timing gear twice in succession. In these instances the
TM
fault clears almost immediately and no appreciable time is spent out of Dual-Fuel mode.
The fault can however indicate a more serious problem. In these cases, the engine will spend
a lot of time out of Dual-Fuel mode and there will be a high count of Engine Speed Encoder
faults in a short number of engine hours.
Ignition OFF
Fit
Reconnect all Problem
replacement
6 connectors. Verify with should be End Repeat checks.
DTEC
test drive. resolved
module
J2B unplugged
Check J3 unplugged
continuity of Ignition off
Repair open
1 control <3 Go to 2
circuit
signals to Resistance Check
DTEC J2B pin 14 to J3 pin 10
J2B pin 13 to J3 pin 11
J2B unplugged
J3 unplugged
Check
Insulation of
Resistance Check
control Repair Short
2 J3 pin 10 to ground O/C Go to 3
signals to Circuit
J3 pin 11 to ground
DTEC
J3 pin 10 to pin 11
To other pins on J 3
Connector
Check J3 disconnected
Repair Ground
3 ground Resistance check <3 Go to 4
Connection
J3pin to ground
J1A disconnected
Check
Measure on hawk ECU
resistance
Resistance between 163k Replace Replace Hawk
4 across input
J1A pins 2 and 13 +/- 1k DTEC ECU
pins in ECU
J1a pins 20 and 31
GENESIS EDGE DUAL-FUEL SYSTEM
200295 Engine Speed Signal Diagnostic Guide Page 7 of 7
Engine starting problems can sometimes be caused by defects with the timing control system
and wiring fitted as part of CAP systems. Follow steps in table to fault trace. Ensure batteries
are fully charged and the condition at which the problem is occurring is recreated i.e. cold
engine , hot engine.
Also check that battery terminals are clean and secure and that earth points on the vehicle
are all free of corrosion and correctly tightened.
Re
connect
Volvo Investigate
Repeat engine starts a Fault still
1 Engine as a Volvo Go to 2
number of times. occurs
Harness Fault
connectors
to Sensors.
Remove
J1A Carry out
Fault still
2 connector Repeat Check. checks t as Go to 3
occurs
from Hawk per table 1
ECU.
Diode check.
Test Diodes
<3 in stated Replace Diodes
in signal
direction O/C or Engine
3 reference J3 pin3(+) to Go to 4
in opposite Harness as
voltage J1A pin2(-).
direction required.
wires.
J3 pin 12(+)to
J1A pin 31 (-).
Check for
voltage Investigate
between Integrity of
1. Engine stopped.
Cab ground No current ground
4 Go to 5
terminal 5.3 flow connection to
2. During crank.
and Battery cab in Volvo
(-ve) wiring
terminal.
Fit new
Eliminate
No change speed
Hawk ECU Swap out one or the Replace
5 Fault still sensors
and Voltage other and re-test. defective unit.
occurring repeat
Converter.
checks
SECTION 4.0
SCHEMATICS
Name of document Page
Clean Air Power Specification 1(15)
Issuer (dept., name, phone, sign) Date Issue No Insert Drg. no.
Sean O'Kane 2/3/2012. 1.0 200286
Subject
Genesis Edge Dual- Fuel System PIN OUT
Diagram
8 Revision History
Approval
Date Originator Check Approval Date Part Number
1/12/2011 AH JS SoK 30/04/12 200286
Name of document Page
Clean Air Power Specification 2(15)
Issuer (dept., name, phone, sign) Date Issue No Insert Drg. no.
Sean O'Kane 2/3/2012 1.0 200248
Subject
Genesis Edge Dual- Fuel System PIN OUT
Diagram
9 Table of Contents
1. Revision History
2. Table of Contents
3. Purpose
4. Scope
5. Responsibility
6. Glossary
7. CAP ECU Pinout
8. Subsystems
10 Purpose
An electrical pinout of a CAP Genesis Edge Dual-FuelTM system on the
MD13 engine in the Volvo FM13 and FH13. The specification includes
sensors, actuators, and peripheral units that interface with the HawkTM
ECU.
11 Scope
This version of the pinout covers the CAP Dual-FuelTM System on the
Genesis Edge product at P-Release of Dual-FuelTM system BOM
12 Responsibility
It is the responsibility of Clean Air Power to develop and maintain the
pinout document, and to see to it that the document is reviewed and
released asrequired.
13 Glossary
Abbreviation Explanation
TM
HAWK ECU Clean Air Power Electrical Control Unit
NGP Natural Gas Pressure
NGT Natural Gas Temperature
TAB Turbo Air Bypass
TMAP Temperature Manifold Air Pressure
SOV Shut Off Valve
LOV Lock Off Valve
MPRD Main Power Relay Drive
XDRP Transducer Power Supply (5v)
XDRG Transducer Ground
Signal 0-5v signal from NGP, NGT and TMAP Pressure Sensors
Resistive output from TMAP Temperature Sensor
Pot 1 0-5v signal from TAB Position Transducer 1
Pot 2 0-5v signal from TAB Position Transducer 2
TAB M +/- Reversible polarity drive signal to TAB actuator
TAB M -/+ Reversible polarity drive signal to TAB actuator
Door Open Grounded by door switch when gas door is open
Mode Light Switched ground to turn on Mode Light
LOV Drive Switched ground to actuate Lock Off Valve
SOV Drive Switched ground to actuate Shut Off Valve
TT-Signal Tell-tale signal (12v) that Injector Power Relay is powered
Sender Signal Signal voltage from LNG Tank Level Sender
TM
Level Signal Variable voltage output from Hawk to Level Gauge
Connection to diagnostic connector to supply boot signal to
Hawk Boot Up TM
Hawk
Inj Drive Switched ground to drive gas injectors
TM
SOLPWR 12v power supply turned on by Hawk via Relay 1
DTEC Diesel Timing Event Controller
CRB Configurable Relay Board
Table 1- Glossary
Name of document Page
Clean Air Power Specification 4(15)
Issuer (dept., name, phone, sign) Date Issue No Insert Drg. no.
Sean O'Kane 2/3/2012 1.0 200248
Subject
Genesis Edge Dual- Fuel System PIN OUT
Diagram
Subsystems
8.4 Sensors
Name of document Page
Clean Air Power Specification 10(15)
Issuer (dept., name, phone, sign) Date Issue No Insert Drg. no.
Sean O'Kane 2/3/2012 1.0 200248
Subject
Genesis Edge Dual- Fuel System PIN OUT
Diagram