ETS ETS.A User manual

Fuel Level Sensor
ETS.A
Operating Manual

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Contents
1Purpose..................................................................................................................Error! Bookmark not defined.
2Technical Parameters ...........................................................................................................................................4
3Package Contents ..................................................................................................Error! Bookmark not defined.
4Construction and Principle of Operation..............................................................................................................4
5Installation and Operation....................................................................................................................................6
5.1 Requirements for Use...................................................................................................................................6
5.2 Installation Basics .........................................................................................................................................6
5.3 Connection.....................................................................................................Error! Bookmark not defined.
5.4 Installation Sequence .................................................................................................................................13
5.5 End Cap.......................................................................................................................................................14
6Calibration ..........................................................................................................................................................15
6.1 Calibration using the Universal Service Adapter ........................................................................................16
7Troubleshooting..................................................................................................................................................19
8Marking Code.........................................................................................................Error! Bookmark not defined.
9Transport and Storage........................................................................................................................................23

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1 Purpose
The analogue fuel level sensor ETS.A (below, also ‘sensor’) is intended for measuring changes in the level
of liquid fuels and lubricants (LFL) and may be used in vehicles and LFL storage terminals as a component of systems
measuring and controlling the volume of LFL such as various types of petrol, diesel and lubricant oils.
The sensor measures the level of its sensingassembly’s immersion in the fuel and provides an analogue
output signal proportionate to the level measured.
The sensor may be used with imaging devices or programmable controllers whose signal input
specifications correspond to the sensor’s technical parameters.
Figure 1. Fuel Level Sensor ETS.A
To increase reliability and improve operating parameters, the sensor includes the following technical
solutions and functions:
✓The sensor’s electronic circuitry is embedded in an elastic compound ensuring maximum protection and
reliability in any operating environment. Measuring tubes are made of materials that do not enter into
chemical reactions with LFL or their components.
✓The sensor includes a built-in supply voltage stabilizer that prevents its output voltage being affected by
supply voltage fluctuations.
✓The sensor also has a built-in algorithm for averaging measured values, which allows readings to be averaged
over a given period of time.
✓The sensor includes a built-in self-diagnosis algorithm.

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2 Technical Parameters
Parameter
Value
Supply
Supply voltage, V
10…30
Current consumption, mА
20
Output
Output signal type
analogue
Operating voltage range, V*
0…10
Lowest output voltage, V
0
Highest output voltage, V
10
Level Measurement
Lower limit of measurable level of fuel above tank floor, mm
20 and higher
Upper limit value of measurement, mm
200 … 4000
Limiting error of level measurement, % of sensor length
± 1
Additional limiting error by temperature, %**
1 or lower
General Information
Dimensions, mm
L x 70 x 70
Weight, kg
0.3 to 3
Continuous duration of operation
no limit
Operating temperature range, °С
−40…+70
Relativehumidityofambientairattemperaturesnotexceeding
+40 °С, %
95 or lower
*Upper and lower limit values of output signal and lowest value of the signal depend on the length to which the
sensor has been cut.
**Additional limiting error accounts for the effect of the temperature of ambient air in the range of –40 °C …+70 °C
3 Package Contents
Item Name
Quantity
The sensor ETS.A
1
Extension cable
1
Gasket
1
Operating manual (incl. ratings sheet, warranty coupon)
1
Packaging box
1
*The sensor is supplied in the following standard sizes corresponding to the height of automotive fuel tanks: 700,
500, 350, 300, 180 mm. Sensors of non-standard lengths are available on special order.
4 Construction and Principle of Operation
The sensor operates on the principle of capacity measurement. The sensing assembly of the sensor
consists of two concentric tubes which form a cylindrical capacitor. Theassembly’s capacity depends on the level
to which the tubes are immersed in the LFL.

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Figure 2. Sensor Components and their Connections
The capacitor is part of the input circuit of an oscillator, which makes the period of the output signal of
the oscillator directly dependent on the capacity of the sensing assembly –and, accordingly, on the level of
immersion of the sensing assembly’s tubesinthefuel.Downtheline,amicrocontrollermeasurestheperiodofthe
signal put out by the oscillator, normalizes and averages it and verifies whether the measured value is within an
acceptable range. If the result of the verification is affirmative, the microcontroller generates an analogue signal in
the range of its operating voltage (0…10 V) which is directly proportional to the level of immersion of the sensing
assembly in the fuel. If the result of the verification is negative or if an error is detected which the built-in self-
diagnosis algorithm recognizes, the microcontroller generates an analogue signal whose voltage represents the
code assigned to the error concerned (see the table Diagnostic Codes of Sensor Errors).
Diagnostic Codes of Sensor Errors
Code (Sensor Output Voltage),
V
Error Description
1.0
Sensor’s lower and upper limits not calibrated
1.2
Sensor’s upper limit not calibrated
1.4
Oscillator frequency equals 0
1.6
Division by zero: the sensor is calibrated to a single point
1.8
EEPROM read error
2.0
Beyond upper limit of range, F>(Fmax +10%)
2.2
Beyond lower limit of range, F<(Fmin −10%)
2.4
Calibration terminal shorted
The power supply is designed touse the input voltage ofthevehicle’s onboardnetworktogeneratea
stablesupplyvoltage forthe sensor’s components,toprotect the sensor from spikes inthenetwork’s voltage,from
polarity switches in the supply and from other noise.
IMPORTANT NOTE: Keep in mind that allowing the sensor to operate for extended periods of time under
power supply parameters exceeding, or close to, the rated limit values may result in permanent damage to the
sensor’s protectioncircuitsasaresultofoverheating or failure of circuit components. In turn, this may render the
sensor non-functional. For operating range values of supply voltage, see the section Technical Parameters.

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5 Installation and Operation
5.1 Requirements for Use
•Before proceeding to use the sensor it must be inspected for external defects. If visible damage (cracks,
chipping, dents, etc.) is detected, the sensor should not be used;
•Upon installation, it is recommended to protect all electrical connections by anti-tamper seals;
•Any repairs must be performed by an authorized service centre;
•The sensor should be operated by personnel who have been informed of the construction, principle of
operation and instructions as provided in this Operating Manual;
•The dielectric permeability of the measured environment must be constant. Failure to observe this
requirement leads to increased errors of measurement.
5.2 Installation Basics
The sensor may be installed in a standard fuel level sensor inlet or by cutting an opening for the sensor in
the tank. It is recommended to install the sensor as close as possible to the geometric centre of the tank (Fig. 3a).
inordertoavoidthevehicle’s tiltaffectingthesensor’s readings.Ifthevehiclehastwotanks,asensormustbe
installed in each. In particular applications (such as when the vehicle is being used in rough terrain) it is
recommended to install two sensors in a tank (Fig. 3b). In this case, they must be fitted diagonally at opposite sides
ofthetank, andthecombinedoutputvaluemustbecalculatedusingtheformula: 𝑈𝑐𝑜𝑚𝑏 =
𝑈
𝑠 𝑒𝑛 𝑠 𝑜 𝑟 1
+ 𝑈
𝑠 𝑒𝑛 𝑠 𝑜 𝑟 2
.
2
а) at geometric centre ofthe tank b) two sensors per tank
Figure 3. Sensor Placement
In case of installation to the vehicle’s native fuel level sensor’s inlet an adapter, available from the
manufacturer as an accessory, must also be installed and connected (Fig. 4, see Operating Manual for USA.ETS Light
3.0) because the sensor is not equipped for a direct connection to the fuel level gauge on the vehicle’s native
instrument panel.

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Figure 4. Connecting the Adapter
Ifthevehicle’s instrumentpanel does not have a sufficient number of input terminals for connecting the
required number of fuel level sensors, the readings of several sensors may be combined (Fig. 5) using a summator
(see Operating Manual for Summator ETS 3.0).
IMPORTANT NOTE: Where the readings of several sensors are to be combined, frequency-based sensors (Fuel
Level Sensor ETS.F, available from the manufacturer) must be used, the output signal of the summator being
a voltage in the range of 0…10 V.
5.3 Connection
Figure 5. Connecting the Summator ETS 3.0
Connector Pin Designations
Pin Number
Designation
Wire Colour

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1
Sensor signal
green
2
Supply ground (−)
brown
3
Supply power (+)
red
Figure 6. Front View of Sensor’s Connector
To allow for different schemes of connecting the sensor to the vehicle, two versions of the sensor are
manufactured:
Version 1: Sensor body made of aluminium. Rated for sensor connection to vehicle’s onboard network after the
chassis ground switch. Supply ground wire (–) connects to sensor body (resistance between ground wire and the
body is < 1 Ω).
Version 2: Sensor with carbon plastic body. Rated for direct connection to the vehicle’s battery or onboard network.

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Legend

Option 1
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Allowsthemonitoringsystemto operateonlyIFTHECHASSISGROUNDSWITCHISIN’CONNECTED’ POSITION
(CONNECTION AFTER THE CHASSIS GROUND SWITCH) –a straightforward option.
IMPORTANT NOTE: This connection scheme may be used for sensors with an aluminium as well as with a
carbon plastic body.
Figure 7. Connection after Chassis Ground Switch
NOTE: The fuse FA must be installed as close as possible to the supply power connection point in order to
ensure protection of onboard network from short-circuits in the power supply of the monitoringsystem.
NOTE: The connection to А is made on an onboard power wire (+) with the ignition off. To prevent fuse
blowing due to additional load, it is recommended to place the connection before the native fuse of the
circuit. One of the best connection options is the red wire of the ignition switch.
The connection to B is made on the vehicle’s chassis under the instrument panel.
IMPORTANT NOTE: Ground wires to the sensor and to the monitoring terminal should be run from the
same point.
Advantages:
✓Reliability
✓Simplicity
Disadvantages:
✓Does not allow uninterrupted monitoring of fuel level

Option 2
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Guarantees UNINTERRUPTED OPERATION of the monitoring system (CONNECTION BEFORE THE CHASSIS GROUND
SWITCH). The option should be used when round-the-clock monitoring of the vehicle is required. The sensor as well
as the monitoring terminal must be supplied directly from the battery.
IMPORTANT NOTE: This connection scheme may only be used for sensors with a carbon plasticbody.
Figure 8. Connection before Chassis Ground Switch
NOTE: The fuse FA must be installed as close as possible to the supply power connection point in order to
ensure protection of onboard network from short-circuits in the power supply of the monitoringsystem.
NOTE: PointsАandB must be connected respectively to power (+) and ground (–) terminals on the battery.
IMPORTANT NOTE: This connection scheme MUST NOT be used on fuel tanks of petrol-enginevehicles!
IMPORTANT NOTE: When using the scheme, make sure that there is no connection between the sensing
assembly’soutertubeandthetank bodyor betweenthesensingassembly’s outer tubeandthenativefuel
level sensor.
IMPORTANT NOTE: Installation of the fuse FA2 is mandatory. If, during operation, with the chassis ground
switch in ’disconnected’ position, the outer tube of the sensing assembly comes into contact with the tank
body or the native fuel level sensor, FA2 will protect the wiring of your system from burning out.
Advantages:
✓Simplicity
✓Guarantees round-the-clock monitoring
Disadvantages:
✓Poor reliability, unless protected 100% from contact between the sensing assembly’s outer tube and the
tank body or the sensingassembly’s outer tube and the native fuel level sensor.
✓Cannot be used on fuel tanks of petrol-engine vehicles.

Option 3
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Guarantees UNINTERRUPTED OPERATION of the system –the most reliable option.
IMPORTANT NOTE: This connection scheme may be used for sensors with an aluminium as well as with a
carbon plastic body.
NOTE: The system uses a power supply converter with galvanically isolated inputs and outputs. The
parameters of the supply must be selected having regard to the technical specifications listed in the ratings
sheets of the sensor, of the monitoring terminal or of any other applicable devices, adding a 20% reserve.
Sensor supply voltage: 10…33 V.
Sensor supply current: max 20 mА.
Figure 9. Connection Using a Supplementary DC/DС Converter
NOTE: The fuse FA must be installed as close as possible to the supply power connection point in order to
protect the onboard network from short-circuits in the power supply of the fuel consumption monitoring
system.
NOTE: Points Аand B are connected respectively to the power (+) and ground (−) terminals of the battery.
Advantages:
✓Reliability: DC/DC solution protects both the sensor and the monitoring terminal
✓Ensures round-the-clock monitoring
Disadvantages:
✓Cost

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5.4 Installation Sequence
1. Drill the centre opening (select opening placement as shown in Fig. 3) for mounting the sensor, using a bi-
metal hole saw with a diameter of 35 mm. Insert the sensor in the opening and mark the spots for fastener
holes. A diagram of fastener hole placement is shown in Fig. 10.
Figure 10. Fastener Hole Placement
IMPORTANT NOTE: In order to prevent an explosion of fuel fumes, a diesel tank MUST BE filled up to the
maximum prior to the drilling of any openings! The fuel tank of a petrol engine MUST BE either filled with
water or removed and the remaining petrol evaporated!
2. Cut the sensor to required length –see Fig. 11. Use a hacksaw to cut the aluminium tubes to tank height,
allowing for at least a 20mm gap between sensor end and tank floor for water/impurity accumulations.
Carefully remove any aluminium chips that stick between the tubes. Deburr the tube ends.
3. Plug the end cap supplied with the sensor into the cut end (see section 5.5 for information on thecap).
IMPORTANT NOTE: DO NOT use the sensor without the end cap –this may result in damage to the sensor
due to loosening of the tubes during use!

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Figure 11. Cutting the Sensor to Required Length
4. Calibrate the sensor if necessary.
5. Run a cable to connect the sensor, making the connections in accordance with the selected connection
option (see section 5.3).
6. Check the operation of the sensor. To perform the check, connect the sensor and measure the voltage of
its output signal when dry –it should be withintherangeof0…3 V. Then measure the voltage of the output
signal when the sensor is completely immersed in fuel –it should bewithintherangeof 3.5…10 V.
7. Disconnect the sensor.
8. Install the sensor and fasten it using self-tapping screws (or regular screws, when mounting to native inlet).
9. Connect the sensor.
IMPORTANT NOTE: Be careful not to mix up the wires –connecting the wrong wire may result in damage
to the sensor.
IMPORTANT NOTE: DO NOT supply the sensor with a voltage in excess of 33 V!
5.5 End Cap
After having cut the sensor to length, insert the end cap (supplied with the sensor) into the cut end.
IMPORTANT NOTE: DO NOT use the sensor without the end cap –this may result in damage to the sensor
due to loosening of the tubes during use!
The end cap has three positions:
Position 1
Before inserting the cap in the cut end of the sensor, the cap’s core rod must be pushed up all the way into the
body of the cap as shown (Fig. 12).
Figure 12. End Cap in Position 1
Position 2
After insertion in the sensor’s end, the cap must be seated in place by pushing the rod in until it is flush with the
cap. This expands the cap’s wings and wedges it in the sensor centre tube (Fig. 13).
Figure 13. End Cap in Position 2

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Position 3
To remove the cap from the sensor, its core rod must be pushed in further into the cap body. This allows the
wedging wings to retract and makes removal easy (Fig. 14).
Figure 14. End Cap in Position 3
6 Calibration
The purpose of calibration is to obtain a maximum drop in output voltage after cutting the sensing
assembly to required length.
To allow for its length to be cut by 50%, the sensor is supplied with the following parameters:
•output voltage when dry: 2.98 V.
•output voltage when completely immersed: 9.8 ± 0.2 V.
•output signal variability range: ≈ 6.82 V.
When the sensor is cut to required length, its output voltage will shift downwards and, at the same time,
the output range will decrease. A sensor that has been cut by 50% will have the following parameters:
•output voltage when dry: 0 V;
•output voltage when completely immersed: 3.5 ± 0.2 V;
•output signal variability range: ≈ 3.5 V.
Observe that the drop range of the output signal has been reduced by half (from 6.82 to 3.5 V).
IMPORTANT NOTE: When the sensor is cut by more than 50%, it will have a dead zone at the low end of
the range, requiring calibration.
The calibration process adjusts the settings of the sensor, maximizing the drop range of the output signal
as follows:
•output voltage of the sensor when dry: 0 V;
•output voltage of the sensor when completely immersed: 9.8 ± 0.2 V;
•output signal variability range: ≈ 9.8 V.
IMPORTANT NOTE: If the sensor is cut to length after calibration, the calibration process must be repeated
–otherwise there will be a dead zone at the low end of the sensor’s range.
IMPORTANT NOTE: The calibration process may be run also with an uncut sensor in order to extend the
drop range of its output voltage.
IMPORTANT NOTE: If the sensor has been immersed in fuel, it must be allowed to drain for at least 5
minutes before starting calibration.

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Calibration probe
Calibration signal
3
red
supply power (+)
3
+12 V
1
brown
supply ground (−)
2
ground
2
green
output signal
1
Input F/U
6
Wire Colour
Pin Designation
Pin Number
Pin Designation
Pin Number
Sensor
DRB-9F
Connector Pin Assignment for Connecting Adapter to Sensor
6.1 Calibration using the Universal Service Adapter (ETS.USA)
Calibration sequence:
1. Download the file DUTConfig from www.ets-by.ru. Install the application DUTConfig.
2. Cut the sensor to required length.
3. Plug the end cap into the cut ends of the sensing tubes (see section 6.3).
4. Connect the sensor to PC as shown in Fig. 15.
Figure 15. Connecting the Sensor to PC
To connect the sensor to a PC, use the Universal Service Adapter ETS.USA 2.2 (Fig. 16) available from the
manufacturer. A 3-pin cable (USA–ETS.F_A, supplied with the adapter) is required to connect the adapter to the
sensor and to calibrate the sensor.
Figure 16. Universal Service Adapter ETS.USA 2.2
5. Select operating mode Voltage measurement on the adapter (Fig. 17, green LED must blink, see the
adapter’s operating manual).
Figure 17. Indication of Adapter Operation in Voltage Measurement Mode

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6. Run the application DUTConfig. In the application window (Fig. 18) select type box Analog sensor.
Figure 18. Selecting Sensor Type
7. In the window displayed next (Fig. 19) indicate the connection port. Press the button Connect.
Figure 19. Calibration Window
When the sensor has been successfully connected, the application will indicate the connection (the main window
of the application will display the notification message Connection: on) (Fig. 20).
Figure 20. Connecting the Sensor
8. Connect probe to the sensor’s centreelectrode.
IMPORTANT NOTE: DO NOT touch the electrode!

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9. Press the button Calibrate.
Figure 21. Calibration Process
10. Wait until the application displays a notification window with the message Disconnect the probe from
the central tube (Fig. 22).
Figure 22. Disconnecting the Probe
11. Disconnect the probe and wait until the application displays the message Done! showing completion
of the calibration process (Fig. 23).
Figure 23. Completion of Calibration
IMPORTANT NOTE: Should an error arise during calibration, repeat the process anew.
As a result of calibration, the voltage provided by the sensor will be 0 V when dry and approximately 9.8 V when
completely filled with fuel.

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Figure 24. Voltage of Sensor When Dry

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7 Troubleshooting
Typical Errors and Instructions for Fixing These
Error
Error Description
Instructions for Fixing
Oscillator
frequency
equals 0
Code: 1.4 V
Description: oscillator not working, the
sensor does not measure fuel level.
Explanation: the error is either occasional
(parts shorted by water when in motion) or
permanent (in the case of mechanical
shorting of wires or sensing tubes) character.
When the cause of the error is removed,
normal operation resumes.
Cause: shorting of the tubes of the sensing
assembly –either there is water in the fuel
or a mechanical short-circuit is present.
1. Allow the sensor to dry, drain
water from the tank;
2. Fix the mechanical short-circuit.
With the sensor switched off, use a
tester to measure resistance
between the tubes of the sensing
assembly. The measured value
should be in the range of
460…500 kΩ.
EEPROM read
error
Code: 1.8 V
Description: The parameters that were set
when the sensor was calibrated have
become corrupted.
Explanation: the error manifests as soon as
the sensor is switched on and is permanent,
i.e. the output signal value is not affected by
immersing the sensor in fuel or by shorting
its electrodes.
Cause: possible damage by static discharge
when cutting the sensor to length.
1. Short-circuit the electrodes of the
sensing assembly by means of a
metallic object. If this does not
change the output signal of the
sensor, the sensor is not functional
and has to be replaced.
2. If shorting the electrodes changes
the output signal of the sensor, either
the measuring device that is being
used has a fault or has been
connected incorrectly. Measure the
output voltage using a properly
functioning device that has been
connected correctly for voltage
measurement.
Upper limit of
range
exceeded
F > Fmax +10%
Code: 2.0 V
Description: at low levels, the sensor ’sticks’
at zero, subsequently displaying the error.
Explanation: the error is manifested when
the sensor is ’dry’. When the sensor is
immersed in fuel and after passing the dead
zone, normal operation resumes.
Cause: the sensor has been cut by more than
10% (for non-cuttable sensors), or by more
than 60% (for cuttable sensors). The sensor
has been incorrectly calibrated. Damage to
the sensor’s electrodes.
1. Calibrate the sensor. If this does
not fix the problem, contact the
manufacturer.