Cummins E/G Control System Diagnostics

- Sensor, Wiring, ECM ….

- HPCR fuel system.

HCE TECHNICAL TRAINING CENTER

By H . J . Kim ( Master Kim )
 Temperature Sensor Operation

ƒ As temperature increases, the signal voltage decreases.

ƒ As temperature decreases, the signal voltage increases.
 Pressure Sensor Operation

ƒ As pressure increases, the signal voltage increases.

ƒ As pressure decreases, the signal voltage decreases.
 Sensor Voltage Range Operation

5.0V
Out-of-Range High
4.75V
Out-of-Range
High Fault Code

Normal Sensor
Operating Range
0.25V Out-of-Range
Low Fault Code
Out-of-Range Low
0.0 V
What is ‘Fault Code State Change’ ?

ƒ ‘Fault Code State Change’ is the process of crea

ting the ‘opposite’ fault code to troubleshoot senso
rs, harnesses, and ECM’s.

ƒ Understanding the ‘fault code state change’ logic c

an make troubleshooting as easy as disconnecting
a sensor or unplugging the engine harness from th
e ECM.
Temperature Sensor Diagnostics

Jumper the signal wire to the return

wire to create an out-of-range low
fault code on temperature sensors.
 Pressure Sensor Diagnostics
Jumper the 5 volt supply to the signal wire
to create an out-of-range high fault code on
pressure sensors.
Using Test Leads to Change the Fault Code State

Electric wiring circuit is needed

 Coolant
temperature
sensor

Pressure
sensor
Definition of ECM
ECM precisely controls major components of engine for
ignition timing, fuel injection, idle rpm and setting of limited
values etc.
But ECM controls all portion of vehicle related automatic transmission, drive
system, brake system and steering system etc.

- Monitoring of engine operation and Process of engine operation

- Control of exhaust gas
Basic structure of ECM

The ECM contains memory elements, a microprocessor

and output driver circuitry.
Internal Process of ECM

ƒ For example – Oil pressure and Engine speed

 Calculation Process of ECM

ROM : Some algorithms or instructions in the ECM are never change

- Stored or written on the Read Only Memory Or ROM
- Cannot be erased, rewritten, overtype or changed
- Key – On: ROM are available for the Process’s use.
- Key – Off : Non – Volatile memory.

EPROM : Called Erasable Programmable Read Only Memory

-The information can be erased and rewritten with special equipment
such as that used for reprogramming an ECM.

RAM : Sensors is usually stored in Random Access Memory.

-The information is written and rewritten every time sensor signals
change.
Information in RAM is lost whenever the power is shut off.
Engine operation of
Engine

Outputs

Inputs

Fault Code
Input Signal of ECM
The ECM reads signals from various sensors
On the Engine and sometimes other parts of
The truck and the Machine.
These incoming signals are called inputs.

- Kind of the Sensor

Water temperature
Angle ( Engine Speed )
Pressure
Etc.
Output Signal of ECM

- Relays
- Switches
- Actuators
- Injectors
- Lamps
Kinds of Sensor

Sensor ECM
 Main Component
1. Maker & Model

Descriptions HL730-9S HL740-9S HL757-9S HL760-9S HL770-9S HL780-9S

CUMMINS ← ← ← ← ←
Engine ( QSB4.5 ) ( 6BTA5.9 ) (QSB6.7) (6CTAA8.3) ( QSL ) ( QSM11 )

ZF ← ← ← ← ←
Transmission ( 4WG130 ) ( 4WG160 ) (4WG190) ( 4WG210 ) ( 4WG260 ) ( 4WG310 )

DANA ← ZF ← ← ←
Axle ( 123/123 ) ( 113/123 ) ( MT-L3085/3075 ) ( MT-L3095/3085 ) ( MT-L3105/3095 ) ( MT-L3125/3115 )

JINSUNG
DAVID BROWN PARKER ←
Main Pump PRECISION ← ←
(X1A50) ( T67DC ) (T7DBS)
(G300 )

JEIL
MCV HUSCO ← ← DAVID BROWN ←
HYDRAULICS
 2-1. Eco friendly Electronic Engine (HL730/757/770/780-9S)

Characteristic

■ Tier-3 Emission Certified : Eco friendly E/G

■ Electronic Control & Self-diagnostic
■ HPCR (High Pressure Common Rail) Fuel System
■ Enhanced function of Fuel Pre-Filter
■ Enhanced Reliability of Main Parts

HPCR (High Pressure Common Rail) Fuel System

m

■ Advanced Fuel Injection System

- Multi fuel Injection
- Optimal Control for Fuel Injection by ECM
■ Structure Simplification of Fuel System
- Verified durability for Fuel System
■ Emission Reduction & Easy starting at Low
Temperature by High pressure Fuel
Injection (Max. 1600bar)
 2-2. Robust Mechanical Engine (HL740/760-9S)

Characteristic

■ Tier 1 Emission Certified : HL740-9S

■ Tier 2 Emission Certified : HL760-9S
■ Mechanical In-Line Type Fuel Injection Pump

Endurance in Poor Fuel Quality Condition

n

■ Mechanical Bosch In-Line Fuel Pump

▪ The Most Common Fuel System
in Poor Fuel Quality Area
▪ Endurance in Poor Fuel Quality Condition
by applying OIL Lubrication Type
■ Easy maintenance & Serviceability
▪ Easy part supply & Economic part price
▪ Easy service by applying mechanical type
HE8.9 Common Rail Fuel System
HPCR Fuel System Safety
ƒ Wear your safety glasses
ƒ Use cardboard or paper for
identifying/troubleshooting high-
pressure leaks ... Never use your
hands or fingers
ƒ 1800 bar = 26,106 PSI
ƒ 2.068 Bar (30 PSI) is enough to
penetrate human skin and cause a
pressure injection.
ƒ Always wait at least 10 minutes
following engine shut down before
opening the high pressure fuel
system
ƒ If possible, use INSITE to monitor
the fuel pressure to ensure it is
safe to open the system
ƒ Never place your hands near fuel
system fittings when loosening
them
Fuel System Cleanliness During Repairs Is Very Important

ƒ Clean all fuel system

fittings, lines, and
components before
disassembly.
ƒ Make sure that no dirt or
debris enters the fuel
system components to
prevent the passing of
contaminants to the high
pressure fuel rail and
injectors.
ƒ Small amounts of dirt and
debris can cause a
malfunction of these
components.
Clean Care Review

ƒ Questions:
9 What is a micron?
9 What are potential
sources of fuel system
contamination?
9 What can you as the
technician do to prevent
fuel system
contamination?
9 Can you always pre-fill
2014
fuel filters?
Introduction
ƒ The fuel system on the HE8.9 engine is a Cummins
HPCR fuel system 1800 Bar with full authority electronic
control.
– Common Rail
– Two-Stage Relief Valve
– Cummins built Injectors
– Cummins High Pressure pump assembly
– Suction and Pressure side fuel filtration :
• 10 Micron Suction Side
• 3 Micron Pressure Side
Fuel System General Information

ƒ WARNING
ƒ The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel.
Do not loosen any fittings while the engine is running. Wait at least 10 minutes after
shutting down the engine before loosening any fittings in the high-pressure fuel system
to allow pressure to decrease to a lower level.

ƒ WARNING
ƒ Fuel is flammable. Keep all cigarettes, flames, pilot lights, arcing equipment, and
switches out of the work area and areas sharing ventilation to reduce the possibility of
severe personal injury or death when working on the fuel system.

ƒ WARNING
ƒ Do not vent the fuel system on a hot engine; this can cause fuel to spill onto a hot
exhaust manifold, which can cause a fire.

ƒ NOTE: It is not necessary to vent air from the high pressure fuel system before starting
the engine. Cranking the engine will help prime the fuel system.
Fuel System Layout
Electronic Lift/Priming Pump
ƒ Runs for 30 seconds following key on
ƒ Purpose is to prime the fuel system
prior to starting
ƒ Is used fill pressure side fuel filters
during a service event
ƒ Pump is mounted to ECM cooling plate
ƒ Plate has two circuits:
– One for cooling
– One for priming

ƒ Could be metal or Plastic

depending on time and
place of the production
ƒ Updated cooling/mounting
Plate
– Weight reduction
– Air-cooled ECM
ECM Cooling Plate Check Valve

ƒ Without the ECM cooling plate

check valve, fuel would
continuously circulate through the
ECM cooling plate when the lift
pump is not running.
ƒ The check valve can become
damaged upon installation.
Inspect the check valve for
damage or debris when
troubleshooting low power and
performance problems.
ƒ High fuel inlet restriction will be
measured at the gear pump inlet
if the check valve is damaged.

Check Valve
 Why is pre-filling pressure-side fuel
filters not recommended?

ƒ Normal System
operation
ƒ Fuel from the suction side
Dirty Side
filter has been filtered, but of Filter
not at the micron level the
fuel system requires Clean
Side of
Filter

Fuel entering filter head and filter

Fuel passing through the filter media

Fuel cleaned to the final micron level

 Continued …

ƒ What really happens during pre-filling?

ƒ During pre-filling the “clean side” of the filter is
exposed to any contamination in the fuel supply
source

Contamination happens that quickly

Both sides of the filter media are
exposed to unfiltered fuel
Critical system parts are now at risk!

Fuel from pre-fill source

Fuel passing through the filter media

High Pressure Common Rail Fuel System
ƒ Similar to ISB ’02 fuel system except the high pressure fuel pump is designed and
made by Cummins.
– Allows multiple injection events per cylinder firing.
• Pilot : 1st injection, at the end of compression stroke
• Main : 2nd injection, at the beginning of explosion stroke
• Post : 3th injection, after explosion stroke
– Capable of higher injection pressures [4,350~26,000psi(300~1,800bar)] than
current CAPS(5,000~15,000psi) system.
– Injection event is not coupled with a mechanical system such as a fuel pump
rotor or an injector cam.
– Design is simple and easier to service.
– Lower chance of a single failure leaving a customer stranded (example: Rotor
Seizure, or ICV Failure).
– Repair costs are lower; it is not necessary to replace the entire system.
– Can be used on multiple engine platforms (midrange, heavy duty, and high
horsepower).
– New fuel system is a major component of the advanced combustion
technology being used to reduce emissions.
 Fuel System Layout 1
High Pressure Relief Valve
Fuel Pump Drain Line Drain Line

Injector Drain Line

Fuel Pump

ECM Cooling Plate ECM 3 micron Fuel Filter

Fuel System Layout 2

Fuel Drain
Connection

Fuel Lift Pump

Fuel Supply
Connection
ECM
ECM Cooling Plate Check
Valve
Cooling
Plate
Cummins Common Rail Fuel System

1. Fuel from fuel tank 12. High-pressure fuel pump

2. OEM fuel filter and water separator (10 micron) 13. Fuel outlet from high-pressure pump
3. OEM fuel supply connection 14. High-pressure pump drain flow connection
4. Fuel supply to ECM mounted fuel lift pump 15. Fuel rail (HPCR)
5. ECM cooling plate 16. High-pressure injector supply lines
6. ECM mounted fuel lift pump 17. High-pressure fuel connector
7. Fuel outlet from ECM mounted fuel lift pump 18. Injector
8. Fuel gear pump (max fuel inlet restriction:QSB;6,QSC;10inHg) 19. High pressure relief valve
9. Fuel from gear pump to fuel filter 20. Injector drain flow line
10. Primary fuel filter (3 micron) 21. Fuel return to fuel tank
11. Fuel inlet to fuel pump actuator (fuel pressure range at fuel filter outlet:QSB;0~11.6psi)
Fuel System Layout
Maintain the
250~1600bar, ECM control the fueling &
fuel rail Fuel metering. PWM(pulse
timing by the injector solenoid
pressure width modulated) signal
from ECM, FPA hs’g has an
air bleed fitting

Max. filter
pressure
drop:138 kPa
[20 psi]

<0.7 bar relief

3 micron
fuel filter

(fuel pres.
range at outlet:
QSB;0~11.6psi

30 seconds at
key-on, by ECM,
min. press. 5psi, <0.7 bar
priming p/p

-Low pres.: Tank, Pre-filter, Lift

Injection pump:fuel
gear pump, fuel pump
actuator hs’g, cam hs’g,
fuel pump head
pump,Gear pump,Fuel filter
Min 10psi (cranking), Min 70psi (at -High pres.: Injection pump,
rated) , 175psi ↑; internal Common rail, injector
circulation, (max fuel inlet -Drain line : Injection pump,
restriction :QSB;6,QSC;10inHg
Injector, Common rail
Supply Fuel
25 Micron Filtered Fuel
5 Micron Filtered Fuel
High Pressure Fuel
Return Fuel
 High Pressure Common Rail
QSB CM850
CYL
Engine Head
Fuel Rail
Pressure Injectors
Relief Valve

High Pressure Fuel

Line to Rail High Pressure
Connectors

Secondary
Filter
Fuel
Return Fuel
Return

Fuel
Return
Fuel
Hand Primer Pump Return
Fuel Out

Primary
Filter
Fuel Gear Fuel Tank
Pump
H.P. Fuel Pump
 Fuel System Flow
8 - Fuel Inlet to
High Pressure 7 - Fuel Outlet
Pump 6 - Fuel Inlet to From Fuel Filter
Fuel Filter
1 - Fuel Inlet

4 - Fuel Inlet to
Gear Pump

5 - Fuel Outlet 3 - Fuel Outlet From 2 - Fuel Inlet to ECM

From Gear Pump ECM Cooling Plate Cooling Plate
 Fuel Pump Layout
High Pressure Pump Head Fuel Pump Actuator Housing

Fuel Pump Actuator

Gear Pump Inlet

High Pressure
Outlet Fitting

Cam Housing
Gear Pump Outlet
Fuel Gear Pump
Inlet Restriction Service Port
 Engine Priming

• The primary purpose of the priming circuit is to provide pressure to

the gear pump for quick engine starts.
• The fuel lift pump only runs for 30 seconds at key-on. It is only used
for priming the fuel system at start-up.
• The priming pump will fill the pressure side filter when installed dry.
5 or 6 key cycles is required to fill the pressure side filter.
• The lift pump does not do a good job of priming a dry system. It is
recommended that the suction filter be pre-filled with clean fuel
when replaced.
ECM Cooling Plate Assembly

Fuel Lift Pump Check Valve

Lift Pump Inlet

Lift Pump Outlet

Screen Filter
Fuel Pump Head Details
PUMP OPERATION:

Inlet Check Valve

Outlet Check Valve
Plunger/Barrel
Assembly

Return Spring

Pump cam

At the low end of the pump cam lobe travel, the pump
cam allows the tappet assembly to be fully retracted thus
the pumping plunger is free to move.
PUMP OPERATION:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet Return Spring

with Roller

Pump cam

As the low pressure pump generates sufficient pressure and is

metered to the input of the inlet check valve, it opens and fuel e
nters the pumping chamber.

During this cycle the inlet check valve is open while the outlet
check valve is closed.
PUMP OPERATION:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet
Return Spring
with Roller

Pump cam

As the pump cam lobe rises, the roller tappet makes contact with the
pumping plunger.

Fuel in the pumping chamber is pressurized and opens the outlet

valve. The inlet valve closes and fuel is pumped out of the high
pressure pump head.
PUMP HEAD FLOW PASSAGES
Inlet Check Valves

Outlet Fitting

Outlet Check Valves

Barrels
Plungers

Fuel enters via the inlet porting and inlet check valves. It is
pressurized by the action of the cam and roller tappet assembly on
the plungers and pumped out through the outlet check valves.
High Pressure Pump Plungers

ƒ There are 2 types of the pl

ungers used in the XPI Pu
mps:
• Ceramic (pre-2013)
• Diamond coated steel Plung
ers (for ISL9 CM2350 L101 e
ngines)
 FUEL PUMP ACTUATOR

E - HPP Inlet Fuel D – Fuel Pump Actuator

C - Drain Port for
Leakage and Output side
Trapped Air

B - Air Bleed & Fuel

Pump Actuator & high
A - Fuel Input
pressure head leakage

4
9
FUEL PUMP ACTUATOR

ƒ The Fuel Pump Actuator is used

to meter fuel into the High
Pressure Pump.
ƒ - It is a normally open slide-
sleeve proportional control valve.
ƒ - The valve is held open by a
spring when there is no current
flowing to the actuator. When the
current is turned on, a magnetic
force generated in the actuator
overcomes the spring force and
the valve closes, blocking flow
Normally Open Device into the high pressure pump.
Driven by PWM signal
Gear Pump

ƒ The gear pump delivers

fuel from the fuel supply to
the high pressure pump.

ƒ It is coupled to the high

pressure pump driveshaft.
The gear pump driveshaft
rotates at the same speed
as the high pressure
pump, which is one half of
engine speed.
DESIGN FEATURES

Pressure side
Pressure Regulator

Suction side

Teflon Lip Seals

The gear pump driveshaft is double sealed to keep the fuel in the
pump separate from the oil in the high pressure pump housing. A
vent between the seals ensures that the seals function properly.

A pressure regulator built into the gear pump limits the pressure in
the low pressure pump during normal operation.
High Pressure Relief Valve

ƒ High pressure relief valve acts like a ‘fuse’ in the fuel system.
ƒ If fuel pressure exceeds the relief valve pop-off pressure, fuel rail pressure
will be regulated to 900 bar and the excess fuel will be returned to drain.
ƒ If the high pressure relief valve opens, fault code 449 or 2311 will activate
indicating a pressure overshoot occurred.
ƒ If the control system still has pressure control, the valve will reseat through a
momentary pressure interruption (3x max) and normal operation will continue.

High Pressure Relief Valve

Low Pressure Fuel Lines

ƒ All low pressure fuel supply lines have ‘quick connect’ fittings.
ƒ The ‘tabs’ must be pushed in to release the connector from the fitting.
ƒ Flexible lines must be routed properly to allow engines to run and to prevent
damage.
ƒ Removal of supply lines from high pressure pump is easier if all 3 lines are
disconnected.
ƒ NOTHING may be permitted to rub against lines!

Release Tabs
Injector Details
Fuel at high pressure is
conveyed to each injector
by its high pressure fuel
connector.
Injector Solenoid Leakage

Leakage fuel from the

match fits in the injector
HPC to Injector Leakage
and injector solenoid
travels through a drilling in
the cylinder head and exits
at the rear of the cylinder
head.
Match Fit Leakage

A damaged high pressure

fuel connector-to-injector
interface will result in
excessive drain flow from
the back of the cylinder
head.
Stuck Open Injector

ƒ With a High Pressure Common Rail fuel system, stuck open injectors
will cause continuous injection in the cylinder.
ƒ This is caused by debris in the fuel system being transferred to the
injector.
ƒ The engine will smoke, knock loudly, and possible die if an injector
sticks open.
ƒ Caused by debris in the injector holding the injector needle open.
ƒ Unintended Fueling Diagnostic (UFD) fault codes may aid diagnostics.
ƒ Fixture an injector in the ENCORE
pop-tester if suspected to be stuck
open.
Replace the piston and cylinder head on any
engine that failed with a stuck-open injector
nozzle.
CM850 Injector Circuits

Avoid Failures:
Orient inlet feature toward HPC
Follow T&R Manual (seat injector
completely, use holding clamp to index
injector, do not “side load” injector clamp
but finger tight both bolts first so that the
clamp is centered on the injector)
“Feel” the HPC engage the injector
Always use proper torque on the HPC jam
nut.
ALWAYS replace the HPC when installing
a new injector(QSL).
Be cautious of generated debris (shipping
plugs, plant cleanliness, part cleanliness).
Fuel connector

Why Fuel
System Clean
Care Really
Does Matter?
Fuel Injector / Connector

ƒ The high-pressure connector and in

jector must be replaced if failure is
observed.
– The high-pressure connector should b
e replaced anytime the injector is repl
aced.
ƒ Be sure not to over torque the conn
ector retaining nut. Over torqueing
the retaining nut may cause the con
nector to rotate out of the connector
retaining slot.
Fuel Injector

ƒ The injector is
manufactured by
Cummins.

ƒ The injector retainer is

part of the fuel injector.

ƒ The injectors entrance

into the combustion
chamber is sealed with a
brass seal.
 Field Replaceable Components

• Fuel Pump Head Cap screws

• “Racetrack” o-ring
• Fuel Pump Head o-ring
• Fuel Pump Mounting Seal
• Oil supply o-ring (at gear housing)
• Fuel Pump Actuator Housing
• Fuel Pump Actuator Housing Cap screws
• Fuel Pump Actuator Housing Gasket
• Fuel Pump Actuator
• Fuel Pump Actuator Cap screws
• Fuel Pump Actuator o-rings
• Fuel Pump (Gear Pump)
• Gear Pump Gasket
• Gear Pump Cap screws
• Gear Pump Drive Coupling
• Outlet Fitting (Male Union)
• Outlet Fitting Seal Washer
• High Pressure Pump Tappet Assemblies
Leakage Test
ƒ Procedure
– Install drain flow adapters for the high
pressure relief valve,
high pressure pump,
and injectors.
(P/N3164618)
– Route fuel lines from the flow adapter to a
bucket.
– Operate the engine at idle and begin the
INSITE ‘High Pressure Leakage Test”.
– Measure the drain flow from each device into
a graduated cylinder.
– Use “blocker” tool
to isolate injector/
HPC leakage if
necessary.
(P/N3164325)
Leakage Test

ƒ When to perform test

– FC2215
– No start and can not build rail pressure (perform test while cranking)
ƒ HPP(high pressure pump) Failures:
– HP Seal Leaks to Drain, Pump Head Cracks, Severe B/P Leakage
ƒ Injector Failures:
– Injector body cracked
– P.V. severe erosion
ƒ HPC(high pressure connector) Failures:
– Poor seal with injector
ƒ High Pressure Relief Valve Failures:
– Valve seat leaks
– Broken Spring
ƒ High Pressure Lines:
– Observe fuel seepage at high pressure
Fuel System Fault Codes

ƒ Fault Code 2215: Pressure is low

– Fuel pressure is lower than commanded (2311, 449, and 275 are inactive)
ƒ Fault Code 2216: Pressure is high
– Fuel pressure is higher than commanded but still under pressure relief
valve opening pressure.
ƒ Fault Code 275:
– Bank pressure deviation of the fuel pump. Replace fuel pump head.
ƒ Fault Code 271 and 272:
– Fuel pump actuator open or short circuit
ƒ Fault Code 2311: Fuel pump actuator circuit error
– Open or short circuit
– Resistance high or low
– Fuel rail pressure has exceeded 1950 bar and pressure relief valve has
opened with circuit errors detected on the fuel pump actuator.
Fuel System Fault Codes

ƒ Fault Code 449: Pressure high (relief valve)

– Fuel rail pressure has exceeded 1950 bar and pressure relief
valve has opened with no circuit errors detected.
ƒ Fault Code 451 and 452
– Fuel pressure sensor out-of-range circuit errors
ƒ Fault Code NEW: Fuel Pressure Sensor In-Range
– If fuel pressure sensor signal is noisy this diagnostic will prevent
NTF pump replacement.
– This failure mode will cause fault codes 2215 and 275.
ƒ Fault Code 268: Stuck-in-range error
– If fuel pressure sensor signal stops updating (has “0 noise”), the
sensor is failed… this may lead to other fault code detection
(example: loss of signal may cause fuel rail pressure relief valve to
open and then fault code 2215?).
ƒ Injector Circuits
CM850 Injector Circuits

Injector
 Internal Injector Wiring
2 Plastic clamps hold
yellow & orange wires and red & brown wires

ƒ Three sets of
internal injector
wiring provides
power to the
injectors.
ƒ Polarity does not Wire tie holds yellow
& orange wires to
matter when Plastic tube protects reduce extra length
connecting the wires from casting
wiring to the injector.
Injector Leads
Hold leads so that they can not “flare out”
where they may short against a rocker
lever or brake housing.
 Incorrect Installation

Correct Installation
 Maintenance Intervals

ISC ISL

500 hr,
Lube Oil & Filter or 6 months ←
500 hr,
Fuel Filters or 6 months ←
2,000 hr,
Coolant Change or 2 years ←
5,000 hr,
or 4 years ←
Overhead Set