CM2250 Automotive Engine Control System EPA 2010 Service Training Presentation Version 2.2
CM2250 Control System Overview
ECM
ECM Inputs
ECM Outputs
Understanding Cummins vs. OEM Responsibility
Differences between MR & HD engines
Public vs. Private Datalinks
Troubleshooting
CM2250 ECM
Identification
Mounting Locations (B, C/L, & X)
Cooling Strategies – Strategies – Air Air on B, Fuel on C/L/X
Battery supply & return integrated into the OEM 60 pin connector
CM2250
51
1
60
10
1
10
51
60 51
60
1
10
ISB, ISC, & ISL Sensors & Switches
Engine mounted sensors & switches mostly the same as ’07, but with some name changes – Anywhere we used the term inlet to describe a sensor we now use the term intake
ISC/L New Sensor – Turbocharger Compressor Intake Pressure/Temperature Sensor – Same as ISB CM2150 Ambient Air Temperature/Pressure Sensor – Across the board for MR 2250 – OEM installed before the turbo compressor intake
ISX Specific Sensors & Switches Ambient Air Temperature Sensor Overview Detects the vehicle’s external ambient air temperature. Used by the ECM to make control decisions for OBD and the allowance of automatic or manual overrides of the Idle Shutdown feature. Controls DEF line heater relays Installation location is OEMs choice: On the vehicle, in a shaded position away from radiant heat sources. Example installation for the sensor would be underneath the truck’s fifth wheel trailer coupling or in an area on the inner frame rail above the rear axle.
Operation The OEM Ambient Air Temperature Sensors are Thermistors that convert temperature into resistance The ECM uses ambient air temperature for various diagnostic and control algorithms. Can be multiplexed
ISX Specific Sensors & Continued … Ambient Air Temperature Sensor Specific Fault Codes:
249 Voltage above normal, or shorted to high source
256 Voltage below normal, or shorted to low source
2398 Data erratic, intermittent, or incorrect
ISX Specific Sensors continued … Exhaust Gas Recirculation Mass Measurement Flow Orifice Pressure Sensor (EGR Orifice Pressure Sensor on wiring diagram)
Overview – Measures EGR pressure before the differential pressure sensor – References that the right pressure is being read
OEM Installed/Supplied Sensors
Dual Analog Throttle Pedal Operation The Dual Analog Accelerator Position Sensor is typically mounted to a pedal assembly that provides two independent pedal position signals to the ECM. The ECM uses the two voltage signals to validate the pedal position and control engine operation.
Troubleshooting Exactly like ’07. Some OEMs will multiplex throttle signals from VCU
Faults codes are the same as ‘07
Coolant Level Sensor Overview The Engine Coolant Level Sensor determines if the proper level of coolant is maintained in the vehicle cooling system. When the coolant level is below normal the ECM will indicate the need for maintenance at the ADD condition or Engine Warning for a critically low condition.
Operation The sensor signal must provide the critical low output condition when the level of the coolant is such that air begins to be introduced into the cooling system. A multi-level sensor may also provide an output to indicate when the coolant is below the “add” level such that a driver or maintenance technician can add coolant to the system at the next convenient time.
What's different from ’07? The CM2250 control system will not support a DC resistive type of level sensor signal which requires coolant temperature compensation.
Aftertreatment Switches
Diesel Particulate Filter Regeneration Inhibit Switch
INSITE calls it a Permit switch
Overview The DPF Regeneration Inhibit switch allows a switch input to inhibit active regeneration of the diesel particulate filter.
Operation The DPF Regeneration Inhibit Switch has two positions: Open and Closed. An open switch inhibits an active regeneration of the Cummins Particulate Filter. A closed switch permits an active regeneration of the Cummins Particulate Filter when all required entry conditions are satisfied.
What's different from ’07? Can be hardwired or multiplexed. In 2007 the switch was a multiplexed signal only (hardwired in ’07 emergency vehicles).
Diesel Particulate Filter Regeneration Start Switch Overview The DPF Regeneration start switch starts a stationary regeneration of the particulate filter if all required entry conditions are met.
Operation The normally open DPF Regeneration Start Switch has two positions: RELEASED and PRESSED. The PRESSED position indicates a closed switch, while the RELEASED position indicates an open switch. When the operator cycles the switch from RELEASED to PRESSED to RELEASED the ECM initiates the stationary regeneration of the particulate filter. The DPF Regeneration Start Switch Input is also shared with the Diagnostic On/Off Switch.
Diagnostics Switch
Used to flash out active fault codes using stop and warning lamps
The OFF position = open switch
The ON position = closed switch (taken to ground)
The Diagnostics Switch Input is also shared with the DPF Regeneration Start Switch – Key on engine stopped = Diagnostics Mode – Key on engine running = DPF Manual regeneration
ECM Outputs
EGR Valve
ISB, ISC, ISL, & ISX all now feature a common valve motor design
Not an intelligent device as found on ISM CM876 or ISX 871
Very similar to ISB, ISC, & ISL CM2150 – Three sensor magnets
Valve is not serviceable – Replace valve assembly
Fuel Pump Actuators
Found on ISB, ISC, ISL, & ISX – ISB, ISC, ISL & ISX is a linear device
Normally open device
Serviceable component on all pump assemblies – Only serviceable part of ISB pump
Injector Drivers
ISB, ISC, ISL, & ISX all feature high pressure common rail fuel systems
ISB injectors are Bosch supplied
ISC, ISL, & ISX are Cummins
Variable Geometry Turbocharger Actuators Almost identical to current product
Actuator installation procedures same as latest procedures for current product
Turbo troubleshooting – Essentially the same as ’07 – Faults don’t drive red lamps now (not really that bad)
Lift Pumps
ISB is still a hand priming pump ISC, ISL, & ISX feature an electronic lift pump – Lift pump is optional on the X – Mandatory on C/L
ISC/L run time is 30 seconds following key on ISX run time 1 minute following key on ISX is not the same pump as ISC/L – Looks alike, but is not the same – ISX is relay driven
12 or 24 VDC versions – Based on engine voltage
ISX Specific ECM Outputs
ISX Aftertreatment Fuel Shutoff Valve – Controls fuel to aftertreatment hydrocarbon doser
ISX Aftertreatment Air Purge Actuator – ECM controlled valve uses vehicle air supply to purge aftertreatment hydrocarbon Doser – Not like 07, diagnostics only run prior to regeneration
ISX Aftertreatment Hydrocarbon Doser – Same as “07 Aftertreatment Hydrocarbon Injector – Draft Wiring Diagram calls it Aftertreatment Fuel Injector (planned correction)
Crankcase Breather Heater – External heater stuck to breather – Harness connector on engine harness is provided – Not found on beta training engine
ISB, ISC, & ISL Specific ECM Outputs
Intake Air Heater – Works like ’07 – Same OEM wiring & relay requirements as ’07 – Post heat cycle following each startup
Relays
NOx Sensors Relay Overview For ISB, C, L, X Cummins requires an OEM switched switched battery power relay to control the battery power for the intake NOx sensor and outlet NOx sensor For ISX the OEM relay also provides power to the lift pump relay Pin 30 Operation The switched battery power relay coil is energized by the Key Switch. When the Key Switch is on, the outlet NOx sensor and intake NOx sensor are energized ISX lift pump relay is also powered by the OEM relay and runs for one minute. (The CM2250 ECM controls the lift pump relay through pins 85 and 86, then the lift pump is energized through pins 30 and 87.
Relays/Solenoids
RQD
Exhaust Aftertreatment System
Exhaust Aftertreatment System Sensors
Aftertreatment Diesel Oxidation Catalyst Intake Temperature Aftertreatment Diesel Particulate Filter Intake Temperature Aftertreatment Diesel Particulate Filter Outlet Temperature Aftertreatment Diesel Particulate Filter Differential Pressure Aftertreatment SCR Catalyst Intake Temperature Aftertreatment SCR Catalyst Outlet Temperature Aftertreatment Intake NOx Sensor Aftertreatment Outlet NOx Sensor Aftertreatment DEF Tank Temperature & Level Sensors
Thermistor & Differential Pressure Sensor Troubleshooting
Thermistors troubleshoot same as 2007, but have different connectors and lengths to prevent incorrect installation – 2 more Thermistors for SCR catalyst – Names changed from “Inlet” to “Intake”
Interface modules are new for 2010 – Aftertreatment Diesel Particulate Filter Temperature Sensor Interface Module – Aftertreatment SCR Temperature Sensor Interface Module
• Can fail like a harness • No repair options, replace only
DPF Differential pressure sensor is not like ‘07 – Now performs differential pressure and outlet pressure – New faults associated with sensor – Shop exhaust system may cause a fault when in for service
NOx Sensors Service
12 and 24 VDC NOx sensors – 24 VDC versions have a longer controller body Non serviceable – Sensor, harness, & processor are sold as one part Copper based anti-seize (not lead based) Do not disconnect during key on Intake and Outlet sensors have unique keying – Cannot be cleaned or interchanged (J1939 address)
Repair connectors in 2010 kits Self diagnosing intelligent device Both communicate over private datalink MR engines have an option of remote mount Intake NOx sensor assembly
Aftertreatment DEF Controller (CM2220)
Self Diagnosing – reports over private datalink to CM2250 Black box – do not open Cummins supplied (OEM installed on vehicle) 12 or 24 VDC system uses same part Can calibrate with INSITE 7.4 release Controls
– DEF dosing – DEF tank heating – DEF line heater relay
Aftertreatment DEF Dosing Unit
12 or 24 VDC systems – Different connectors on 12 and 24 VDC versions Cummins supplied (OEM installed) Black box – do not open Hard wired to Aftertreatment Diesel Exhaust Fluid Controller Any failures are diagnosed by the DEF Controller and communicated by the J1939 private data link to CM2250 Has an internal heating element controlled by the DEF Controller
Special Actions & Noises: Attempts to purge at key off, finished in 60 seconds. Does not prime until SCR catalyst reaches operation temperature Dosing unit heater controlled by aftertreatment DEF controller Dosing Unit heater is identified as line heater #4 in service literature
Aftertreatment DEF Dosing Valve
PWM driven by the DEF Controller via hardwire
Diagnosed by the DEF Controller
12/24 volts (same valve)
Temperature controlled (engine water jacket)
Sprays DEF in decomposition tube
Aftertreatment Control Parts not supplied by Cummins
DEF Line/connector heaters & relay
NOx sensors relay
DEF tank, level & temp sensor
DEF tank heater control valve
OEM wiring
CM2250 Diagnostics
Diagnostic Changes
2 60 pin engine connectors vs 1 on CM2150, 876, & 871
No 4 pin OEM power connector to use as an INLINE power supply
1 OEM harness connector at ECM (60 pin)
1 OEM harness connector on engine harness (14 pin)
Over-foam harness on MR
Engine harness checks at connector very difficult
Unique conditions required to clear some faults Cold Soak (10 hours keyed off temperature sensor equalization) Key on - engine off Key on - engine running
Fault Code Troubleshooting Manual
Includes Fault codes only It does not include: Symptom trees No section 19 procedures No test lead part number references
Format changes Separate overview in troubleshooting (shop talk & conditions) Related procedures
New Fault Codes
Fault Codes 553 or 559 – Fuel System faults
Fault Codes 1981 and 1922 – Both have new service strategy – Procedural changes following extensive testing – A DPF can be cleaned of soot and successfully regenerated after a 1981 or 1922 – DOC and/or DPF reuse following coolant intrusion
3582 SCR Efficiency – External leaks, buildup etc – INSITE Aftertreatment DEF Dosing Unit Override Test – INSITE stationary regen includes an SCR catalyst efficiency test • Stationary regens may take longer to complete
NOx sensor troubleshooting – Each sensor is supported by unique diagnostics
Wiring Harness Repair
Midrange over-foam wiring harness repair options
NOx sensor keying – Both repair pigtails are in the CM2250 kits
Wiring harness repair kit contents – Turbo Actuator harness repair options
– In CM2250 kit, but will work on 2007 engines
New test lead for CM2250 – 4919351 (Tyco, Sumitomo 1.5mm Flat Pin) – Now in master test lead kit
On Board Diagnostics (OBD) Requirements
The OEM supplied OBD components are the responsibility of the OEM to implement and install: – Malfunction Indicator Lamp (MIL) – Accelerator Pedal Position Sensor
– Ambient Air Temperature Sensor – Engine Coolant Level Sensor – Magnetic Pickup VSS – 9-Pin Diagnostic Connector
– 3-pin Engine Aftertreatment Communications Network Connector – 4-pin Engine NOx Sensor Connector (outlet)
O.B.D. Continued …
HD-OBD for EPA 2010 – Restricted to ISX15 450 HP or less – EPA 2013 all products – Different than passenger vehicle OBD or Euro OBD
Nothing new for driver other than a lamp Nothing new for the technician – Troubleshooting process same as regular faults – More steps to clear some inactive faults
Extinguishing Lamp – Clear all faults using INSITE – Trip definitions/conditions for clearing faults
INSITE & “New” CM2250 OEM Programmable Parameters
INSITE Electronic Service Tool
Required version 7.3 with Feature Pack 2
INLINE 5 highly recommended
Calibration of DEF Controller possible with INSITE 7.4 – Inline 4/5 required – New Inline Driver required – New Firmware required
Importing Injector Bar Codes
INSITE 7.3 FP2 or newer
Must have an ECM image for the ESN being worked on – ESN specific process
Go to advanced ECM data – Click “import” – Import barcodes from your work order – Once found, click “OK” – Make sure to click “apply”
Works on: – 2010 C,L, & X – ’07 C &L
Help file link also provides steps
Engine Over-Crank Protection
“Starter Lockout” is a new adjustable feature – Default setting is “enabled” in all MR engines with Cummins branded starters
How it works: – If starting motor is engaged for 30 seconds continuously the starter will be locked out from operation for 2 minutes before cranking can resume
– All cranking time is counted by the ECM and counts towards an Over-Crank protection timer – When cranking stops, the protection timer begins its countdown. The longer you crank, the longer the timer will need to count down – Wait to Start Lamp (if equipped) will flash for 2 minutes when Over-Crank protection begins – When lamp stops flashing, the starter can again be operated
Over-Crank Protection Continued … How to avoid activating the protection feature during diagnostics:
An example is a no-start fuel system test where you are asked to crank the engine for 30 seconds and observe a fuel measurement
To avoid the protection feature it is suggested that you engage the starter for 15 seconds on, followed by 15 seconds off, and then the final 15 seconds on. Key off the engine and read the measurement
By moving the key away from the start position the protection timer starts its countdown. After the 15 seconds at rest the timer is reset
This allows you a few additional seconds (a margin) to complete your 30 second test
New Adjustable Features & Parameters Feature or Parameter
Notes/Description
Typical Range
Regeneration with Parking Brake
New for 2010
Aftertreatment Diesel Particulate Filter Temperature Stabilization
New for 2010
Diesel Exhaust Fluid Low
New for 2010
10-90%
10.0%
Diesel Exhaust Fluid Warning Level
New for 2010
5-87.5%
5.0%
Diesel Exhaust Fluid Inducement Level
New for 2010
2.5-85%
2.5%
Air Intake Shut Off Valve
New for 2010
Y=Enable
N=Disable
N=Disable
N=Disable Y=Enable
N=Disable
N=Disable
(Oil and Gas Markets only) ASO Valve Parking Brake Interlock
Y=Enable
Cummins Defaults
N=Disable New for 2010
Y=Enable N=Disable
N=Disable
New Adjustable Features & Parameters Feature or Parameter Fan Type
Notes/Description Fan types 0,1,4, & 6 - 6 is new (datalink output)
Typical Range
Cummins Defaults
0, 1, 4, & 6
0=on/off
Y=Enable
N=Disable
Type 2 is no longer valid Fan On with Remote Accelerator
New for 2010
N=Disable Fast Idle Warm-up
Programmable for 2010
Y=Enable
Y=Enable
N=Disable High Soot Load Idle Shutdown (Page 73 of Programing AEB)
New for 2010
Idle Shutdown Service Brake Switch
New for 2010
Enhanced Auxiliary Shutdown Switch
New for 2010
Enhanced Auxiliary Shutdown Switch Logic
New for 2010
Y=Enable
Y=Enable
N=Disable Y=Enable
N=Disable
N=Disable Y=Enable
N=Disable
N=Disable 0=Open Engage 1=Closed Engage
1
New Adjustable Features & Parameters Feature or Parameter Parking Brake Switch
Notes/Description New for 2010
Typical Range Y=Enable
Cummins Defaults Y=Enable
N=Disable Ignore VSS in PTO
New for 2010
Y=Enable
N=Disable
N=Disable Switched Maximum Vehicle Speed
New for 2010 – ISB/C/L only
Switched Maximum Vehicle Speed Setting
New for 2010 – ISB/C/L only
Service Brake Switch
New for 2010
Y=Enable N=Disable 0-1000 mph
0 mph
0-1000 kph
0 kph
Y=Enable
Y=Enable
N=Disable Vehicle Acceleration Management
N=Disable
New for 2010 – ISB/C/L only
Wiring Repair Kit Contents
Wiring Repair Kit Options
ISB, ISC, & ISL CM2250 Combination Kit
ISX CM2250 Kit
ISB, ISC, ISL, & ISX CM2250 Kit
Kits are part of EPA 2010 Certification Toolbox
Unlike EPA 2007 kits the bench calibration harness is included
Wiring harness Test Leads “ The difference between troubleshooting, and trouble causing”
Why are test leads needed?
Use of incorrect or improvised test leads and multimeter probes can damage connectors in wiring harness by spreading pins – Some harnesses such as HHP, EPA 2010 Midrange and EPA Tier 4 Midrange cannot be repaired – Warranty does not pay for physical damage you cause. Should your customer?
Use of alligator clips, incorrect, or improvised test leads can also remove the precious metal plating of the wiring harness or ECM pins – Shortens life of harness or ECM – May cause intermittent or temporary connection – Complicates troubleshooting efforts
(Comebacks & rework)
• New problems can be caused by wrong test leads (Comebacks & rework) • Wrong test lead (bad connection) can put you in a troubleshooting loop
Use of incorrect test lead, improvised test lead, or multimeter pins can cause testing errors – Electrical measurements can be in specification, but only due to increased tension or abnormal contact – Testing with the correct test lead produces the identical contact relationship of the sensor and harness (Identify the root cause)
Electrical Test Lead Kit
Part 4919115 Contains 29 Test Leads PDF in toolbox cover – Aids in selecting the right test lead for the connector/sensor being tested – Aids in identifying part number for lost or damaged test leads So what does it cost? A lot less than an engine harness or ECM and the associated labor to remove and replace the part you damaged A lot less than writing off a few hours ineffective troubleshooting
Why as a technician handout vs. required service tool?
“Community property” not always cared for as well as personal property – Pieces are small – easily lost or damaged
Technician time is valuable – Time spent “checking out at parts counter” greater than cost of individual lead. – Ease of availability encourages use
Technician retention is important – Demonstrates the value we place on satisfied and productive technicians
Our continued focus on helping locations to be more successful.
DEF Controller
DEF Controller Do not use on DEF controller
Specific Wiring Harness Test Lead Usage
4919351 (Tyco - Sumitomo)
Used on combination sensors/actuators such as:
4919351 Test lead
– Intake manifold temperature/pressure sensor – Ambient air temperature/pressure sensor – ISB/C/L CM2150/CM2250 EGR control valve
This is NOT intended for use at the Aftertreatment DEF controller connector If you force it, the test lead will fit inside the socket, but the socket will lose all tension Repair of the Aftertreatment DEF controller connector is possible, but difficult – 4919564 repair pigtail in CM2250 wiring harness repair kits
DEF Controller Small Socket
Aftertreatment DEF Controller OEM Connectors
Two pin sizes on the connectors Use the 3164596 “Framatome” male test lead for the large sockets Only use the 3164112 Amp/Bosch/Delphi Male test lead on the small sockets – Always hold this test lead when it is inserted into a socket or it may break off or damage the socket
, Framatome™
Delphi Connector
DEF Controller • Removal tool not available yet
Small (Kostal 1.2mm Socket) Large (Kostal 2.8mm Socket)
Sumitomo Connector
• Different Styles • Utilized for: • Combination sensors • NOx sensors
Tyco Connector
DEF Doser Unit
Injector & Brake Pass Through
Bosch Connectors Fuel Pump Actuator
Fuel Rail Pressure Sensor
Framatome Connectors
Multiple Locations
Danfoss Connector
• DEF Tank Heater Control Valve • HHP Pressure Sensors
Communication via the 3-Pin On-Engine Connector
Background Information
Numerous INSITE communication and calibration download issues
Calibration via the 9-pin connector can take a very long time … the longer the calibration the greater chance of problems occurring with the download (calibration download timeout etc.)
SAE J1939 public datalink issues can prevent communication with the engine via the 9-pin connector
9-Pin Connectors sometimes difficult to find (lost time)
Solution
Use of 3-pin connector on the engine wiring harness – This is actually a “private” SAE J1939 datalink – Noise from other controllers on the public datalink will not interfere with your work – Often easer to find than the OEMs 9-pin connector (if installed) – Many OEMs are opting to install OBD connectors vs. the 9-pin
Where to Connect on ISB/QSB CM850/2150/2250
Location – Front of engine on the fuel pump side
Where to Connect on ISC/L CM850/2150/2250 & QSC/L CM850/2250
Location – Front gear housing on the fuel pump side
Where to Connect on ISX11.9 & ISX15 CM2250
Location – Fuel pump side of engine above the air intake connection
The Recommended Tools
Most service locations already have these tools on hand
Improvements have been made to some tools such as molded connectors (strain relief)
3-Pin adapters are not part of the Inline datalink adapter kits and must be ordered separately
3165141 3-Pin Cable
New version of cable has molded connectors 2-Pin Power Connector 2-Pin J1708 Connector 25-Pin Datalink Adapter Connector 3-Pin Connector for engine mounted datalink
Gender Changer & Mini-Backbone
3163096 Mini-Backbone – Required on some 1998-2006 vintage engines to connect to the 3-Pin engine harness connector – Has termination resistor
3163597 Gender Changer – Required on some engines to connect – Does not have a termination resistor
Some engines may require both
Power Adapter Options
3-Pin Datalink Cable requires a separate Power Supply adapter
3162849 – Allows power connection at vehicle cigar lighter – May be supplied with 3-pin Cable (depends on kit)
3164653 – 4-Pin power connection at the ECM (OEM 4-Pin connector) – Allows OEM power supply from CM850, CM2150, CM876, CM871, CM875, and CM870 – New CM2250 does not have 4Pin OEM power connector
CM2250 DEF Controller Calibration
The current DEF Controller calibration (software) information is located at the bottom of the Feature and Parameters
Do’s and Don’ts and be Aware
Make sure the version of INSITE is current
Make sure the INLINE adaptor firmware is current
Always utilize the Deutsch triangular three pin when calibrating the DEF Controller
Do not calibrate through the 9 pin Deutsch datalink
Do not whine about other engine software being better
Fault 3597 (DEF Controller - Abnormal Update Rate) may become active during the download and will go inactive once the download is finished.
Click on
Then on PDD
1. Choose calibration file location 2. Choose device to calibrate (Note the name is different 3. Calibration (software) list
4. Click Reflash to begin the calibration
Takes 3-5 minutes
Once the calibration process completes, a popup will appear announcing that the calibration was successful Click OK, then click on the small “X” to close the calibration window. Note: Remember it will take a fair amount of time for the PDD window to close due to the fact INSITE is reconnecting to the ECM
