Service Training
July 2002
ELECTRONIC ENGINE CONTROLS
Nigel Wilkinson Wilkinson
C-9 ENGINE SYSTEMS AND CONTROLS SLIDES AND SCRIPT AUDIENCE Level II--Service personnel who understand the principles of engine systems operation, diagnostic equipment, and procedures for testing and adjusting.
CONTENT This presentation is designed to prepare a service technician to identify the components, explain their function, and service the C-9 Engine in all machine and industrial applications.
OBJECTIVES After learning the information in this presentation, the serviceman will be able to: 1. Locate and identify the the major components in the C-9 engine systems. systems. 2. Explain the functions of the major major components in the C-9 engine systems. systems. 3. Trace the flow of fuel and oil through the the fuel system. 4. Trace the flow of current through the engine electrical electrical system.
PREREQUISITES Interactive Vi Video Co Course "Fundamentals of Electrical Systems" (CD ROM) TEMV9002 Serrvi Se vice ce Tec echn hniici cian an Wor orkb kben ench ch Tut utor oriial (C (CD D ROM ROM in incl clud uded ed wi with th ST STW W sof softtwa warre) NEH NE HS0 S081 812 2 Caterpillar Machine Electronics Course (Five Modules) SEGV3001 - SEGV3005 Caterpillar HEUI HI300B Fuel System (CD ROM) RENR1392 Prior training in systems operation and testing and a djusting procedures for electronic engines should be completed before participating in this training session. Additionally Additionally,, the participants should have PC skills including training in the current Windows™ operating system and the most current Electronic Technician (ET) software. Three serviceman's handouts are provided with this STMG. However, as this this publication is available electronically,, it can be printed in color and used selectively or totally, electronically totally, in the class as a handout. This feature will enable the student to follow the presentation and make notes in the book. This publication is not available in paper p aper form and is only available from the intranet at this time. Estimated Time: 8 Hours Visuals: Vi suals: 72 Electronic Slides Date: 07/2002 © 2002 Caterpillar Inc.
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SUPPLEMENTARY TRAINING MATERIAL Brochure "Service Technician Workbench" Brochure "Caterpillar Electronic Technician"
NELG5028 NEDG6015
Service Technician Workbench Tutorial (Included with STW software) Caterpillar HEUI Fuel System (Interactive CD ROM)
NEHS0812 RENR1392
RECOMMENDED C-9 ENGINE TOOLING Software and Manuals Caterpillar Caterp illar Service Service Tool Tool Software/Gett Software/Getting ing Started Guide Guide - Servi Service ce Technician Technician Workbenc Workbench h NEHS0796 NEHS0796 or Caterp Caterpill illar ar Servic Servicee Tool Tool Softw Software are/Ge /Getti tting ng Starte Started d - Caterpi Caterpilla llarr Electr Electroni onicc Techn Technici ician an JEBD30 JEB D3003 03 Caterpillar Service Tool Software/Users Manual- Communication Adapter II NEHS0758 Mechanical Tools C-9 Tool Kit (contains all C-9 special tools) Engine Turning Tool Engine Turning Tool (for tractors)
196-3165 9S-9082 208-0888
Electronic Tools Laptop computer Communication Adapter II (Group) Cable, PC to Communication Adapter Cable, Communication Adapter to Machine Caterpillar Digital Multimeter Three Pin DT Breakout Harness Cable Probes Auxiliary ECM Power Supply Harness Timing Calibration Probe (Magnetic Pickup) Timing Calibration Probe Adapter Sleeve Timing Calibration Probe Cable
171-4400 96-0055 160-0133 146-4080 7X-6370 7X-1710 167-9225 6V-2197 7X-1171 7X-1695
REFERENCES Systems Operation Testing and Adjusting "C-9 Industrial Engines" SENR9598-02 System Sys temss Oper Operati ation on Test Testing ing and Adj Adjust usting ing "C"C-9 9 Engin Enginee for for Cater Caterpil pillar lar Bui Built lt Mac Machin hines" es" SENR9501 SENR95 01 Tro roub uble lesh shoo ooti ting ng Ma Manu nual al "C "C-9 -9 En Engi gine ne fo forr Cat Cater erpi pill llar ar Bu Buil iltt Mac Machi hine nes" s" D6 D6R R Tra Tract ctor or SENR SE NR95 9503 03 Disassembly and Assembly "C-9 Engines for Caterpillar Built Machines" SENR9502 Specifications Manual "C-9 Engines for Caterpillar Built Machines" SENR9500 Diagnostic Cables and Harnesses NEHS0822
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TABLE OF CONTENTS INTRODUCTION TO SYSTEMS OPERATION Introduction ......................................................................................................................5 Lab Exercise ...................................................................................................................23 SYSTEM POWER SUPPLIES Introduction ....................................................................................................................27 ECM Power Supply ................................................ .......................................................2 .......................................................28 8 Injector and Compression Brake Power Supply .................................................. ..........32 Hydraulic Pump Control Valve Valve Power Supply ..................................................... ...............................................................33 ..........33 Analog Sensor Power Supply ................................................... .....................................34 Digital Sensor Power Supply .........................................................................................35 Air Intake Heater Power Supply.....................................................................................36 Service Tool Power Supply.............................................................................................37 Lab Exercise ...................................................................................................................38 ELECTRONIC CONTROL SYSTEM Introduction.....................................................................................................................41 Fuel Injection .................................................................................................................44 Fuel Injection Injection Control System ................................................. ......................................46 SYSTEM CALIBRATIONS Introduction.....................................................................................................................53 Speed/Timing Sensor Calibration ..................................................................................53 Injector Calibration ........................................................................................................58 Pressure Sensor Calibration ...........................................................................................60 Oil Grade Detection ................................................ ........................................................ ........................................................61 61 Engine Warnings and Derates.........................................................................................63 Lab Exercise ...................................................................................................................64 ELECTRONIC SENSORS AND SYSTEMS Introduction ....................................................................................................................67 Injector and Compression Compression Brake Systems ................................................... ...................68 Speed/Timing Sensors ....................................................................................................69 Analog Sensors and Circuits ..........................................................................................72 Digital Sensors and Circuits ...........................................................................................86 Engine Shutdown Systems .............................................................................................89 Cold Starting Aids ................................................. ........................................................ ........................................................90 90 Data Link Circuits ..........................................................................................................93
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TABLE OF CONTENTS
CONCLUSION ....................................................................................................................96 Lab Exercise ...................................................................................................................97 SLIDE LIST .........................................................................................................................98 STUDENT HANDOUTS ....................................................................................................99
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1
INTRODUCTION TO SYSTEMS OPERATION • Introduction
Introduction
This presentation describes the C-9 Engine Structure, Air Intake and Exhaust, Cooling, Lubrication, Electrical and Fuel Systems. Each portion of the training manual is followed by a lab exercise to reinforce the location and function of each component. The training manual is laid out as follows: • Manual contents
Introduction to Systems Operation System Power Supplies Electronic Control System System Calibrations Electronic Sensors and Systems
• Introduction - Use System Operation manual for reference
INSTRUCTOR NOTE: The Systems Operation portion of the Systems Operation Testing and Adjusting manual for C-9 Industrial Engines (SENR9598-02) can be used to supplement the Slide/Text information.
A separate publication, Caterpillar C-9 Hydraulic Electronic Unit Injection (HEUI) Fuel system CD ROM (RENR1392) should also be used to describe the HEUI fuel system in detail.
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CYLINDER AND VALVE LOCATION INLET VALVES
6
EXHAUST VALVES
5
FIRING ORDER 1 5 3 6 2 4
4
3
2
1
BORE 112 MM (4.4 IN) STROKE 149 MM (5.9 IN)
2
• Cylinder and valve location • 8.8 liters displacement
The C-9 engine has an in-line six cylinder arrangement. The engine has a bore of 112 mm (4.4 in) and a stroke of 149 mm (5.9 in). The engine displacement is 8.8 liters.
• Inlet and exhaust valve arrangement
Note the arrangement of the inlet and exhaust valves for identification purposes.
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3
• Major components
This view of an industrial engine, shows some of the major components of the engine. The major fuel system and electronic components are mounted on the left hand side of the engine.
• ECM
Note the ECM on the lower right hand side. The Systems Operation portion of the Systems Operation Testing and Adjusting manual for C-9 Industrial Engines (SENR9598-02) can be used to locate the various components. Otherwise the appropriate Service Manual for the application should be used.
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4
• HEUI system schematic
This visual is taken from the Caterpillar HEUI HI300B Fuel System CD RENR1392. This CD will supply all the information on the HEUI fuel system, electronics and related diagnostics.
• Similar to other HEUI systems
This HEUI system is very similar to the 3408E, 3412 E and 3126 HEUI systems. There are a number of features which differ from other engines.
• Some system differences - New HEUI hydraulic pump
The hydraulic pump is a completely new design.
- No jumper tubes
There are no jumper tubes on the injectors. Oil under pressure is fed directly from the cylinder head to the injectors.
- Two hydraulic oil temperature sensors
There are two Hydraulic Oil Temperature Sensors installed on the engine.
- Water in fuel and fuel pressure sensors available
Optional water in fuel and fuel pressure sensors may be installed in the fuel supply system. See also Student Handout No. 1 for a dedicated fuel supply system diagram.
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5
• HEUI system hydraulic pump
This view shows a cutaway of the HEUI pump. The hydraulic pump is a high pressure, variable delivery piston pump. This pump provides the hydraulic power to actuate the injectors.
• Transfer pump mounted on rear of HEUI pump
The fuel system transfer pump is mounted on the rear of the hydraulic pump and will deliver 450 ± 100 kPa (65 ± 1.5 psi). This pump is fully described in the CD RENR1392 (described on the previous page).
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6
• Cross flow cylinder head - Improves emissions and fuel consumption
The C-9 engine has a cross flow cylinder head. This feature allows for improved emissions and fuel consumption by improving the combustion airflow through the engine.
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AIR INTAKE AND EXHAUST SYSTEM
EXHAUST MANIFOLD
EXHAUST VALVE
INTAKE HEATER
INLET VALVE
AIR TO AIR AFTERCOOLER
EXHAUST OUTLET
AIR INLET
TURBOCHARGER COMPRESSOR SIDE
TURBINE SIDE
7
• Air intake and exhaust system schematic
The air to air aftercooler is used in most applications, the exception is the marine engine. By cooling the precharge air, this component increases the mass flow of air through the engine, thus allowing more horsepower.
• Air intake heater
The air intake heater is used to aid starting and reduce white smoke in cold conditions. In most applications, the air intake heater has replaced the ether aid. In extreme cold (Arctic) conditions, it is possible to use the ether aid in conjunction with the air intake heater. At this time however, C-9 engines are noT being built with an ether aid.
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TURBOCHARGER OIL BEARING TURBINE TURBINE INLET HOUSING WHEEL PORT
COMPRESSOR HOUSING
EXHAUST OUTLET
AIR INLET
COMPRESSOR WHEEL
BEARING
OIL OUTLET PORT
EXHAUST INLET
8
• Turbocharger components
The turbocharger is conventional and may be equipped with a Wastegate (next page).
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9
• Turbocharger wastegate
Some C-9 applications are equipped with a turbocharger wastegate. If the engine is required to respond rapidly at low rpm, it may be necessary to optimize the turbocharger for this speed. In this case, the turbocharger may develop excessive boost at rated speed and load.
• Wastegate bypasses exhaust around the turbocharger
The wastegate redirects a portion of the exhaust gasses past the turbocharger which effectively limits turbocharger speed and boost. This feature also limits cylinder pressure, thus protecting the engine from undue stress. The wastegate is preset at the factory and no adjustments can be made.
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VALVE SYSTEM COMPONENTS ROCKER ARM PUSH ROD BRIDGE
SPRING
VALVE
LIFTER
10
• Valve train • Camshaft mounted high in the block
The C-9 Camshaft is mounted high up in the block to reduce the size of the pushrods and therefore reduces the reciprocating mass of the valve mechanism. This feature improves the ability of the engine to sustain an overspeed without damage.
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11
• Air intake heater and temperature sensor
The air intake system has a heater and a temperature sensor. The Air Intake Temperature Sensor is used by the ECM in conjunction with the Coolant Temperature Sensor to calculate the need for air intake heating.
• Heater controlled by ECM
The ECM controls the heater through a relay mounted above the intake manifold.
• System warns of high air intake temperature
The Intake Temperature Sensor is also used by the ECM to warn the operator of excessive air intake temperatures. This view shows a Challenger C-9 installation. Other C-9 applications will vary slightly in the sensor installation. The Service Manual, Systems Operation section, describes the various modes of operation of this system. A description of the operation is also included with the Electronic Sensors and Systems portion of this STMG.
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C-9 LUBRICATION SYSTEM
HEUI PUMP
TO TURBOCHARGER
OIL COOLER OIL FILTER
12
• Lubrication system schematic
The lubrication system is conventional with the exception of the oil cooler which is recessed (as shown on the next page) into the cylinder block.
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13
• Lubrication system cross section • Oil cooler recessed
The lubrication oil supply system is shown here in this cross sectional view of the cylinder block. Note the oil cooler recessed into the block. This feature reduces the overall width of the engine and reduces the possibility of leaks.
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COOLING SYSTEM EXPANSION TANK
WATER TEMPERATURE REGULATOR HOUSING CYLINDER HEAD
BYPASS HOSE
CYLINDER BLOCK
OIL COOLER
WATER PUMP
RADIATOR
14
• Cooling system schematic
The system is conventional with a full flow by-pass outlet thermostat.
• Water pump is belt driven
The water pump is belt driven by a pulley from the crankshaft.
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15
• Fractured rod
This visual shows the fractured rod. The rod is deliberately fractured during the manufacturing process in order to provide a mating surface that does not allow fretting or sideways movement b etween the two halves of the rod.
• Use care when handling mating surfaces
NOTE: Care should be taken to avoid damage to the mating faces during handling. The rod must be replaced if there is any damage to the mating surfaces. If the surfaces are damaged, bearing crush will be insufficient which can cause the bearing to spin in its bore.
• Fractured rod manufacturing process
The fracture process involves the following steps: The bolt holes are fully drilled, and tapped prior to fracture. The fracture process begins with rough boring the crank end prior to fracture (approximately. 1 mm undersize). A laser (or "V" broach) is then used to etch a "V" notch for initiating the crack split line. A wedge is used in a hydraulically activated expanding mandrill to force apart the rod and cap at the split line.
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After the rod is split, the bolts are inserted and the cap reassembled. The bolts are tightened to about 90% of final torque, backed off, and the cap removed. The joint is then cleaned to remove any chips that may have broken off, before the cap and rod are reassembled and the bolts retightened down again. This procedure is performed twice. Once tightened, the cap is not separated from the rod again during the rest of the machining process. (Note: A fixture or torque gun would be required to loosen the bolts prior to dispatch, or during piston sub-assembly).
The advantages associated with fracturing the split are primarily reduced machining operations. Some examples are as follows: No machining of joint faces necessary. No deburring of joint face edges due to perfectly matched joint faces. Elimination of dowels or fitted bolts (fracture surface results in a perfectly mated joint). Near net shape forgings (may eliminate the need for additional balance machining). Single clamping fixture required for machining bolt holes (no separate cap and rod machining - same for bearing tab slots).
The majority of the benefits with fractured split rods lie in the manufacturing process. There are other benefits such as virtual elimination of fretting on the joint face, with the rod being able to accept higher loads, due to perfectly matched surfaces. In addition, one of the reported benefits of fractured split rods is that they tend to have a higher processing quality than conventional rods due to the reduced machining steps and controlled machining process. From a cost standpoint, this feature can result in a part cost that is significantly reduced.
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CRANKSHAFT OIL FLOW OIL GALLERY
MAIN BEARINGS (7) 7
5
6 6
5
3
4 4
3
2 2
1 1
ROD BEARINGS (6)
16
• Crankshaft oil flow
• Oil flow to rod bearings
This visual shows the path of oil flow from the main bearings to the rod bearings. It can be seen that three main bearings (1, 4 and 7) do not feed any rod bearings. Two more main bearings (2 and 6) supply oil to one rod bearing each. Main bearing numbers 3 and 5 supply oil to two rod bearings each. This information is important if a bearing failure analysis is performed. For additional information in bearing failure analysis, please refer to the following AFA (Applied Failure Analysis) pub lications:
• Related failure analysis publications
STMG Engine Bearings (SERV8001) Engine Bearing Failure Analysis (SEBV0544)
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VISCOUS VIBRATION DAMPER CRANKSHAFT
WEIGHT
CASE
17
• Viscous crankshaft vibration damper
The viscous crankshaft vibration damper is also used to reduce crankshaft torsional vibrations. This damper uses a heavy ring enclosed within a casing and suspended by a viscous oil to oppose torsional vibration forces.
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INSTRUCTOR NOTE: The following exercises will reinforce the material introduced in the preceding pages and will allow questions to be answered. • Lab exercise
Lab Exercise:
The following exercise will reinforce the material introduced in the preceding slides and will allow questions to be answered. At this time, it is recommended that each component be located on the machine and the function of each component reviewed with the students. A list of the components follows on the next page. If an engine is available out of a machine, component identification will be easier because some components are difficult to see. Some additional (used/defective) components available for examination on a table will be helpful. The Systems Operation portion of the Systems Operation Testing and Adjusting manual for C-9 Industrial Engines (SENR9598-02) can be used to supplement the Slide/Text information.
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Electrical Component List
ECM and 70 Pin Connectors (2) Timing Calibration Installation Location Timing Calibration Connector Speed Timing Sensors Coolant Temperature Sensor Inlet Air Temperature Sensor Atmospheric Pressure Sensor Turbocharger Outlet Pressure Sensor Oil Pressure Sensor Hydraulic Oil Temperature Sensors Fuel Temperature Sensor Machine Interface Connector Engine and Machine Ground Bolts Service Tool Connector Throttle Position Sensor Shutdown Switches Battery Disconnect Switch Mechanical (Fuel Delivery) Component List
Primary Filter and Water Separator Water in Fuel Sensor (if installed) Secondary Filter Priming Pump Transfer Pump Pressure Regulator Valve Injectors (6) Cylinder Head Fuel Passage ECM Fuel Cooling Passage and Connectors (if installed)
Mechanical Component List
Thermostat By-pass hose
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INSTRUCTOR NOTES
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C-9 HEUI SYSTEM POWER SUPPLIES ECM Injectors and Compression Brake Pump Control Valve Analog Sensors Digital Sensors Air Intake Heater Service Tool
18
SYSTEM POWER SUPPLIES Introduction • Seven system power supplies
The C-9 HEUI system has seven power supplies with various voltages as shown. EXTERNAL POWER SUPPLY ECM power supply (machines) Challenger Tractors and some industrial engines
24 Volts 12 Volts
Air intake heater (machines)
24 Volts
Service Tool Power Supply
24 Volts
INTERNAL POWER SUPPLIES Injector and compression brake power supplies
70 Volts
Pump control valve
PWM
Analog sensor power supply
5 Volts
Digital sensor power supply
8 Volts
These power supplies are described in detail in the following section.
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J1
J2
ECM GROUND BOLT
6 DRIVERS
DISCONNECT SWITCH
3 RETURNS ENGINE RETARDER SOLENOIDS
24 V
20 AMP FUSE 20 AMP BREAKER MAIN POWER RELAY
TIMING CALIBRATION CONNECTOR
KEY START SWITCH
CRANK WITHOUT INJECT PLUG
19 ECM Power Supply • 24 Volt power supply
• Power supply components
The power supply to the ECM and the system is provided by the 24 Volt machine battery. The principle components in this circuit are: - Battery - Key Start Switch - Main Power Relay - 20 Amp Breaker - 20 Amp Fuse - Ground Bolt - ECM Connector (P1/JI)
• Power supply diagnostic message
If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a diagnostic message is logged. (See the Troubleshooting Guide for complete details on voltage event logging.)
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ECM POWER SUPPLY CIRCUIT BATTERY
ENGINE BLOCK GROUND BOLT (-)
24 VOLTS DC (+)
20 A DISCONNECT SWITCH
FUSE
P1 J1
61 63 65 48 52 53 70
ECM (C-9) (-) (-) (-) (+) (+) (+) (+)
BATTERY BATTERY BATTERY BATTERY BATTERY BATTERY SWITCHED POWER
WIRE FUNCTION COLOR CODE (+) BATTERY SUPPLY WIRES INPUT SIGNAL WIRES TO ECM
R
OUTPUT SIGNAL WIRES FROM ECM 15 AMP CIRCUIT BREAKER
SENSOR SUPPLY VOLTAGE SIGNAL PLUS SIGNAL MINUS
C OFF S ON B ST KEY SWITCH
(-) BATTERY / SENSOR RETURN
20
• ECM power supply circuit
This schematic shows the principle components for a typical C-9 power supply circuit. Battery voltage is normally connected to the ECM. However, an input from the key start switch turns the ECM ON. Note the seven power connections on the ECM. There are three wires permanently connected to the ECM battery positive and three to the battery negative. This feature is used to reduce the amperage on the individual pins. The actual current draw with the engine stopped with the key off is very small.
• ECM switched connection - Energizes ECM
There is also a switched connection from the battery positive (ECM pin 70). The purpose of the "switched power" connection is to energize or "wake up" the ECM. The key switch circuit energizes the whole ECM from "sleep mode," which in turn activates power supplies, sensors, actuators, injectors, data links etc.
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• Battery disconnect switch
• Wiring harness bypass
- 30 -
The battery disconnect may be either on the positive or the negative cable depending on the application. The relevant Troubleshooting Guide will show the location and the polarity of the switch. The machine wiring harness can be bypassed for troubleshooting purposes. These steps are described in the Troubleshooting Guide procedure. A breakout harness can be used and is referenced under "C-9 Recommended Tooling" at the front of this book. The supply voltage may be conveniently checked using the ET Status Screen display.
NOTE 1: The Challenger Tractor engine and some industrial engines may have a 12 Volt power supply. NOTE 2: The Wire Function Color Code is shown here for the first time and is used through the presentation.
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ECM CONNECTOR (P1)
1
2
3
4
5
6
8
9
10
11 12
13
13
1
23
14
31
24
39
32
47
40
40
47
57
48
48
57
70
58
14
23
>PEI<
24
31 36
58
59
60
61
62
63
65
66
67
68
69
70
HARNESS SIDE
ECM SIDE
21
There are two 70 pin connectors which identify the ADEM III ECM. The previous ADEM II ECM used a pair of 40 pin connectors. • P1/P2 70 pin ECM connectors
• P1/J1 machine interface connector
The 70 pin ECM connectors are vital parts of all the power supplies (and sensor circuits). This illustration shows one of the two ECM 70 pin connectors, P1. The pins highlighted in this connector are for the ECM power supply circuit. The C-9 Engine does not have a separate machine interface connector. The P1/J1 connector performs this function and transmits the power supply from the machine wiring to the engine wiring harnesses. The Troubleshooting Guide identifies the relevant pins for each circuit in this manner. This feature greatly simplifies troubleshooting by easily identifying the connections in the circuit.
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INJECTOR AND COMPRESSION BRAKE SOLENOID CIRCUITS 2 1 BRAKE SOLENOID CYL. 1
J301P301 1 2
2 1 BRAKE SOLENOID CYL. 2 J302 P302 1 2
2 1 BRAKE SOLENOID CYL. 3 J303 P303 1 2
2 1 BRAKE SOLENOID CYL. 4 J304P304 1 2
INJECTOR SOLENOID CYL. 1
2 1 BRAKE SOLENOID CYL. 5 J305P305 1 2
INJECTOR SOLENOID CYL. 2
2 1 BRAKE SOLENOID CYL. 6
12 1 18 11 2 17 10 3 16 9 4 15 8 5 14 7 6 13 P300 J300
20 36 44 21 37 45 28 38 46 29 39 47 65 54 67 66 55 68 P2
BRAKE RETURN CYL 1 INJECTOR/BRAKE CYL 1 INJECTOR RETURN CYL 1 BRAKE RETURN CYL 2 INJECTOR/BRAKE CYL 2 INJECTOR RETURN CYL 2 BRAKE RETURN CYL 3 INJECTOR/BRAKE CYL 3 INJECTOR RETURN CYL 3 BRAKE RETURN CYL 4 INJECTOR/BRAKE CYL 4 INJECTOR RETURN CYL 4 BRAKE RETURN CYL 5 INJECTOR/BRAKE CYL 5 INJECTOR RETURN CYL 5 BRAKE RETURN CYL 6 INJECTOR/BRAKE CYL 6 INJECTOR RETURN CYL 6 J2
ECM
J306 P306 1 2
INJECTOR SOLENOID CYL. 3 INJECTOR SOLENOID CYL. 4
INJECTOR SOLENOID CYL. 5
INJECTOR SOLENOID CYL. 6
22 Injector and Compression Brake Power Supply • 70 volt power supply
The injector and compression brake solenoids a re supplied with power from the ECM at 70 Volts. For this reason, precautions must be observed when performing maintenance around the valve covers. If an open or a short circuit occurs in an injector or compression brake component, the ECM will disable that circuit. The ECM will periodically try to actuate that circuit to determine if the fault is still present and will disconnect or reconnect the injector/compression brake as appropriate.
• Power supply wires are paired • Injectors and brake solenoids are switched on return side
The power supply wires are paired for each injector and brake solenoid. Individual return circuits are provided which contain the solenoid drivers. An 18 pin (P300/J300) connector is used to connect the main engine wiring harness to the injector harness within the valve cover. NOTE: If an injector is replaced, it must be calibrated. Also if an ECM is replaced and injector calibration or copy configuration is not performed, a fault message will be generated. (The Copy Configuration function will transfer all calibrations to the new ECM.)
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PUMP CONTROL VALVE POWER SUPPLY PUMP CONTROL VALVE SUPPLY RETURN
J500 P500
P2 J2
A B
61 62
ECM (C-9 HEUI) + CONTROL VALVE - CONTROL VALVE
23 Hydraulic Pump Control Valve Power Supply • Pump control valve signal
• System tested using ET
The ECM supplies a PWM signal through the J2/P2 connector to the Pump Control Valve (also known as the injection actuation pressure control valve). The Pump Control Valve and its power supply can be tested on the engine using ET and the Hydraulic Injection Actuation Pressure Test. Using the test, the pressure can be adjusted manually with the ET service tool from minimum to maximum. Therefore, this function can be used to verify the operation of the control valve, the power supply from the ECM, and the hydraulic system. There is no voltage specification for the Pump Control Valve Power Supply. Current flow may vary between 250 and 1000 mA.
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TURBO OUTLET PRESSURE SIGNAL ANALOG SENSOR RETURN 3 ANALOG SENSOR POWER (+5V) 3
J200/P200 C B A
HYDRAULIC OIL PRESSURE SIGNAL ANALOG SENSOR RETURN 1 ANALOG SENSOR POWER (+5V) 1
J204/P204 C B A
ATMOSPHERIC PRESSURE SIGNAL ANALOG SENSOR RETURN 1 ANALOG SENSOR POWER (+5V) 1
J203/P203 C B A
FUEL PRESSURE SIGNAL ANALOG SENSOR RETURN 1 ANALOG SENSOR POWER (+5V) 1
J209/P209 C B A
ENGINE OIL PRESSURE SIGNAL ANALOG SENSOR RETURN 3 ANALOG SENSOR POWER (+5V) 3
J201/P201 C B A
ANALOG SENSOR POWER SUPPLY CIRCUIT 5 ± 0.5 VOLTS P2 J2
ECM
40 27
TURBO OUTLET PRESSURE SIGNAL HYDRAULIC OIL PRESSURE SIGNAL
14 3 2
ATMOSPHERIC PRESSURE SIGNAL ANALOG SENSOR RETURN 1 ANALOG SENSOR POWER (+5V) 1
18
FUEL PRESSURE SIGNAL
24 42 41
ENGINE OIL PRESSURE SIGNAL ANALOG SENSOR RETURN 3 ANALOG SENSOR POWER (+5V) 3
24 Analog Sensor Power Supply • Analog power supply
• Four power supply terminals
The Analog Sensor Power Supply provides power to all the active analog sensors (pressure and temperature sensors). The ECM supplies 5.0 ± 0.5 Volts DC (Analog Supply) through the J2/P2 connector to each sensor. A power supply failure will cause all active analog sensors to fail. This failure could be caused by a short in a sensor. An open circuit in the common lines close to the P2/J2 connector can also cause multiple failures. Unlike previous EUI/HEUI engines, the C-9 uses four individual ECM analog power connections from the J1/P1 connector (two supply and two return).
• Power supply protection
The Analog Sensor Power Supply is protected against short circuits. A short in a sensor or a wiring harness will not cause damage to the ECM.
• Analog return
NOTE: When checking the analog power supply voltage, always use the analog return for the measurement and not the frame ground. A difference can occur between the measurements of analog power supply and system voltage. The analog power supply is held to close tolerances.
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THROTTLE POSITION SENSOR +V DIGITAL DIGITAL RETURN SIGNAL
- 35 -
P1 J1
J405 P405 A B C
4 5
DIGITAL SENSOR POWER SUPPLY CIRCUIT
FAN SPEED SENSOR +V DIGITAL DIGITAL RETURN SIGNAL
ECM (C-9 HEUI) + V DIGITAL SUPPLY - V DIGITAL RETURN
8 ± 0.5 VOLTS
A B C
25 Digital Sensor Power Supply • Digital power supply
The ECM supplies power at 8 ± 0.5 Volts through the J1/P1 connector to the Throttle Position Sensor circuit.
• Power supply protection
Like the Analog power supply, this circuit is protected against short circuits, which means that a short in the sensor will not cause damage to the ECM. Some other C-9 applications may use this power supply to power fan speed or exhaust temperature sensors for example.
• Digital power supply voltage check • Digital return
NOTE: It is necessary when checking this system power supply voltage to use the digital return for the measurement and not the frame ground. A difference between these values can occur if an incorrect ground is used.
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AIR INTAKE HEATER CIRCUIT AIR INTAKE HEATER LAMP
24V A B
J648 P648
AIR INTAKE HEATER
AIR INTAKE HEATER RELAY
J501/P501 1 2
J2/P2 850-BU
12
ECM AIR INTAKE HEATER RELAY
26 Air Intake Heater
The Air Intake Heater is used to improve the cold start ability of the engine. • Uses coolant and intake temperature sensors as references
The heater is controlled by the ECM using inputs from the Air Intake Temperature and Coolant Temperature Sensors. The ECM sends a signal to the relay which controls the supply of current to the heater element.
• Modes of operation
There are a various modes of operation depending on temperatures and other conditions. These parameters and the defaults are fully described in the C-9 Troubleshooting Guide and later in this presentation in the section "Electronic Sensors and Systems."
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TYPICAL SERVICE TOOL POWER SUPPLY CIRCUIT CATERPILLAR MONITORING SYSTEM
TRANSMISSION ECM
CAT DATA LINK + CAT DATA LINK -
8 7
8 7
J63
A B C D E F G
CAT DATA LINK + CAT DATA LINK -
P1 J1 70 65
8 9 34 50
DATA LINKS
ENGINE ECM
BAT + (SWITCHED) BAT CAT DATA LINK + CAT DATA LINK CAN DATA LINK CAN DATA LINK +
SERVICE TOOL CONNECTOR
27 Service Tool Power Supply • Communication adapter uses power from ECM
• Circuit is energized with the keyswitch
In the past, the ECAP (Electronic Analyzer Programmer) Service Tool drew it's power from the Service Tool Connector. In the same way, when using ET, the Communicator Adapter II also requires a power supply. This power is taken from pins A and B on the Service Tool Connector. This illustration shows the path of the current from the ECM to the Service Tool Connector. This power supply requires the engine keyswitch to be ON. Pin 70 on the J1/P1 connector, is the same terminal which is used by the Keyswitch to turn on the ECM.
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INSTRUCTOR NOTE: The following exercises will reinforce the material introduced in the preceding pages and will allow questions to be answered. • Lab exercise
Lab Exercise:
Remove and install the following components on an engine in accordance with service manual procedures: Pressure sensor Temperature sensor Throttle position sensor Speed/timing sensors ECM
Test the following power supply circuits on an engine in accordance with the appropriate service manual procedures: ECM power supply HEUI pump control valve power supply Analog sensor power supply Digital sensor power supply Intake heater power supply Service tool power supply
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INSTRUCTOR NOTES
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ELECTRONIC CONTROL SYSTEM
28
ELECTRONIC CONTROL SYSTEM Introduction
This section of the presentation explains the C-9 Electronic Control System including the following components: • Control system components:
- ECM - Personality Module - Timing Wheel
Also covered are the following subsystems and related procedures: - Timing Control - Fuel Quantity Control - Speed Control - System Calibrations
NOTE: There is no separate Cold Mode on the C-9 engine.
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29
• ECM: - Governor - Fuel system computer - Injection timing controller • Communicates with Cat Monitoring system • Recognized by 2 70 pin connectors • 70 pin connector designations
• Same ECM used in all C-9 applications
• Personality module contains application software
The principle component in the HEUI system, the Electronic Control Module (ECM) is mounted on the left hand side of the engine. The ECM is the brain of the engine, it functions as the governor and fuel system computer. The ECM receives all the signals from the sensors and energizes the injector solenoids to control timing and engine speed. The ECM also communicates with the instrument display system, usually the Caterpillar Monitoring System through the Cat Data link. This ECM is known as the ADEM III and is the third generation of ECMs in a series. It can be easily recognized by the two 70 pin connectors (previous ecms had two 40 pin connectors). NOTE: The right hand connector is designated as J1/P1 and the left hand connector is designated as J2/P2. This ECM is used in all C-9 engine applications. The ECM can be moved from one application to another. However, a password is required to activate the ECM when a different application software is installed. The Personality Module contains the software with all the fuel setting information such as: horsepower, torque rise and air/fuel ratio rates, pressure, and temperature warning trip points. These settings determine how the engine will perform in a specific application.
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30
• Software updated by flash programming only
• Upgrading personality module software
This view shows a cutaway of an ADEM III ECM (note the two 70 pin connectors). The Personality Module is an integral part of the ECM and no access panel is provided, therefore Flash Programming is the only method used to update the software on the C-9. This method requires electronic reprogramming of the Personality Module software. Upgrading the software is not a routine task, but might be performed for reasons of a product update, a performance improvement or a product problem repair. Also possible is an application change where an ECM is moved to a different type of machine powered by a C-9 engine.
• ECM is fuel cooled in most machine applications
This ECM is currently fuel cooled in all machine applications except Track-Type Tractors. Future On-highway Truck applications will not be fuel cooled. Generally speaking, compared with On-highway Trucks, machines do not have large quantities of cool air flowing around the engine due to the low ground speed. Therefore fuel cooling on machines is necessary to protect the ECM where there are high engine compartment temperatures.
• ECM is sealed, no access necessary
NOTE: The ECM is sealed and needs no routine adjustment or maintenance. The Personality Module cannot be accessed other than by Flash Programming. The ECM has an excellent record of reliability. Therefore, any problems in the system are most likely to be in the connectors and wiring harness. In other words, the ECM should typically be the last item in troubleshooting. Using a substitute ECM is a convenient method of troubleshooting the unit.
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31
Fuel Injection
• Unit injectors • Electrically signalled, hydraulically actuated • ECM controls opening and closing of injector
• System controls nozzle opening and closing • Injector trim codes
The C-9 HEUI unit injector is electrically and physically similar to the 3126E HEUI electronic unit injector. It is controlled electrically by the ECM and is actuated hydraulically. There are other advanced features which are described later in this presentation. The signal from the ECM controls the opening and the closing of the solenoid valve. The solenoid valve controls the flow of high pressure oil to the injector. This system enables the ECM to control fuel volume, timing and injection actuation hydraulic pressure. This system can control both the opening and closing of the injector nozzle. The C-9 injector has a bar code and a numerical code marked on the tappet. The numerical code must be entered into the ECM using ET. The purpose of this code is to ensure that all injectors are matched as perfectly as possible in performance, both in timing and fuel quantity.
WARNING The C-9 injector solenoids operate on 70 Volts direct current. Always remain clear of the injector area when the engine is running or electrical shock may occur.
