HHP Natural Gas Engines - Controls

Module 4 – Ignition Systems

Cummins, Inc Training

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Ignition Systems
Learning Objective
To build on the Ignition System knowledge provided by the Cummins, Inc.
Virtual College ‘Self-Study’ CD-ROM. At the end of this module participants
will be able to locate and identify HHP gas engine ignition control components
and understand their operation within a total system.
Agenda
• Virtual College CD-ROM, Any Questions?
• Engine Control System and Components. What’s this all about ?
• Engine Ignition System and Operating Principle.
• Engine CCD Inputs / Outputs.
• Spark Timing Control.
• Engine Knock Sensors.
• Engine Position Sensors.
• Engine Speed Sensor.

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Virtual Training CD-ROM

The following Ignition System Components have been extensively
covered in the Cummins, Inc. Virtual College Training CD-ROM ‘self-
study’ program for the High Horsepower Natural Gas Lean Burn Controls:

• Camshaft and Crankshaft Sensors (Speed, Position, etc.).

• CCD Ignition Module,
• CM558,
• ‘V’ Engine Knock Sensors.

ANY QUESTIONS???

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Questions
1. Which engine module controls ignition CM558 (SSM558).
timing?
2. On ‘V’ engines, which module supplies The CCD module.
voltage to the Ignition Coils?

3. Approximately, what voltage does the 300vDc.

CCD Module supply to the Coil-on-Plug
units?
4. The definition of engine knock is?
5. Engine position is measured by?
The uncontrolled combustion of
the air/fuel mixture BEFORE or
AFTER the spark event.
Crankshaft and Camshaft
mounted position sensors.

Do you need to review your Self-Study CD-ROM before the end of this
course? You WILL be tested on topics covered in the CD-ROM.

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‘V’ Engine Control Components

CM Fire Ignition
CM 558 Sync Module To Coil-on-Plugs
700 1, 2, 3, 4, 5….. etc.
Left Bank.
COP

MODBUS CENSE ‘V’ Engines

Link to
Genset
PLC COP
To Coil-on-Plugs
1, 2, 3, 4, 5….. etc.
One Knock
CM Fire Ignition Right Bank.
Sensor fitted
per cylinder 558 Sync Module

MODBUS link CAN 2.0 B Network J1939 Network

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‘V’ Engine Ignition System

Fully Electronic Design to ensure precise timing and

spark control. Individual cylinder timing control.
Variable Energy System.
Varies Spark Energy based on In-Cylinder Pressure.

- At Low loads, Cylinder boost pressure lower, LESS spark

energy required.
- 12/18kV to start fuel burn.
- At High loads, Cylinder boost pressure higher, MORE spark energy
required.
- 26kV to start fuel burn.
Traditional Ignition Systems must address high load environment.
Therefore always fire the plug at maximum energy levels.

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‘V’ Engine Ignition Components

COP
Assembly CCD / PDM A CM558 B
1 per cylinder Module
1 per bank 1 per bank

Ignition Harness
1 per bank
Spark Plug NOTE: Additional engine modules fitted to provide full system are (x1)
1 per cylinder CM700 and (x1) CENSE. These modules does not perform any of the
ignition control functions.
THE ABOVE MODULES ARE SUPPLIED WITH INFORMATION BY A
NUMBER OF SENSORS / SENDERS MOUNTED ON THE ENGINE.

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‘V’ Engine - SEM COP Assembly (from May ‘03)

Easily identified by its
integral harness and 3-
pin Deutsch Connector.

HT Insulator Extension removable

A - (–) Vdc.

A B - (+) Vdc - 330v to

Primary Winding.
C B C - Not Used.

IMPORTANT! If this coil has been stored horizontally, it is possible to get an internal flash-over between
the LV and HV circuits. However, the coil is self-healing due to its liquid polymer insulation. Therefore,
allow the coil to stand in its correct position for a minimum of 15 minutes before re-energising the coil.

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Engine Ignition System - Operating Principle

Knock Sensors

Inlet Pressure
CM558
Inlet Temperature

Ignition Module
L.V. Signal
CCD
Primary
Coil
EPS/Cam
Sensors

H.T. Signal Secondary

24+1 Coil

NOTE: Engine Speed is one of the main factors in determining Engine

Timing. Additionally, Intake Manifold Pressure (IMP) input gives the ability
to change the timing to compensate for varying Engine Loads and Intake
Manifold Temperature (IMT) input gives the ability to offset the timing to
compensate for ignitability due to changing intake temperatures.

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‘V’ Engine - CCD Inputs / Outputs

COP # 1
>A>
>B>
The CCD output pins for firing sequence are fixed as shown. The
harness connections therefore can affect the cylinder firing
order! Engine firing order is programmed into CM558 modules.
>A>
COP # 2 J1939 (+)
>B>
• <P<
J1939 (–)
CM558 A Plug Pin 03
<R< CM558 A Plug Pin 13
J1939 Shield
>A> <U< CM558 A Plug Pin 04
Spark Timing A
>A> >R> <K< CM558 B Plug Pin 28
COP # 3 >B>
• >D>
<T<
Spark Reference A
1708 Com (+)
CM558 B Plug Pin 27
<H< Manual Selector Switch
>P> 1708 Com (–)
<J< Manual Selector Switch
Capacitive Coil Keyswitch
>A> >B> <F<
COP # 4 Driver (CCD)
>B>
• >E> <D<
>N> <E<
(B Bank) ECM Ground
<B<
>F> Battery (–)
>A> <N<
COP # 5 >B>
• >C>
<A<
Battery (+)

• >G> <C<
Battery (+)
Battery (–)
<L<
ECM Ground
>A> <S<
COP # 6 >B>
•
Check wiring diagram for specific Bank
wiring configuration as well as specific
>A>
COP # 7 >B>
• • engine type (QSV91 B Bank shown).
>A>
>B>
>A>
>B>

WARNING: Incorrect fitting can

COP # 8 COP # 9 cause exhaust explosion.
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QSK 60G Ignition Component Layout

CCD Module CM 558 Module

Coil on Plug (COP) x16 CENSE Module

CCD Module

CM 558 Module
NOTE: CM 700 Module mounted in DC Box

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QSK 45/60G Ignition Components Location

QSK 60G

Coil-on-Plugs

CM558 Module

QSK 45G

Camshaft
Sensors
CCD Ignition
Module

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CCD Ignition Module (CCD)

ICM Coil • The transformer converts 24vdc to

Secondary approximately 300vdc.
Winding
Capacitor • The primary windings of the coils are
Transformer
Switch powered on and off by the capacitive
discharge process in the Ignition
300V
Control Module (ICM).
• When the spark timing signal is sent
(5v switched earth within CM558
Primary Magnetic Module), the switch is closed causing
CM558 Winding Core
the current to flow in the primary
winding of the coil, creating a
24V magnetic field.
Supply
• As the magnetic field is created, it
WARNING: The ignition system can induces a higher voltage in the
secondary windings, jumping the
deliver up to 40,000 VDC to the spark
spark plug gap when enough energy
plugs. Extreme care needs to be taken is available to overcome spark plug
when working with this high-voltage and combustion chamber
system or bodily injury can occur. resistances.

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Spark Timing Control

• The base ignition timing is based on the current engine

speed, intake manifold temperature and pressure.
• Ignition timing is controlled by the ICM and cannot be
adjusted.
• The signals from engine-mounted knock sensors are sent to
the CM558 to detect knock/detonation during the
combustion cycle.
• If heavy knock (4.5v) is detected a shutdown request is
initiated.

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Knock Sensors

A-Bank Free-End Knock Sensor

The QSK45 / 60G engines have one Knock
Sensor per cylinder. Knock Sensors are
located in the space between the cylinders
covers and on the ends of the first and last
cylinder heads. Knock Sensors require
calibration via INSITE on replacement.

B-Bank
Knock Sensor: QSK 45 / 60G:
NOMINAL OUTPUT: 1vdc.
> 2.2 volt - Ignition retarded 3º
(twice maximum = 6º).
> 4.5 volt Critical Engine Shutdown.
Must be torqued to correct value.

Knock Sensor

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Engine Position Sensor

Left-Bank Camshaft Gear - Rear face, used for timing reference

by Engine Position Sensor. There are 24 segments +1, these
relate engine position, which is read by both bank CM558
modules. The pin (+1) instructs the control system to re-start the
ignition cycle. Firing order is determined by the CM558 modules.

Engine Position Sensor - Screws into sensor adapter.

Engine Left-Bank

Engine Position
Engine Position Sensor Adapter - Located at Engine Data Plate
Location Sensor
rear of left-bank cam gear housing.

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Engine Speed Sensor

Engine Speed Sensor - Senses engine speed for engine protection and control purposes.

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Module 4 – Ignition Systems

END

Cummins, Inc Training