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Electronic Control System Identification

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All numbers and specifications listed in this program are used for illustration purposes only. Current information can be found in
the Service Manuals located on QuickServe Online.

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After completing this module, you should be able to:
• Identify the different Cummins engines and the electronic controls the were implemented on each
• Explain the purpose of the improvements of the electronic controls and components
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Cummins has a long history of utilizing electronic controls to reduce emissions as well as improve the performance of their
diesel and alternative fueled engines.

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This timeline shows the various systems used by Cummins. To learn more about each system, click on each of the pictures using
the mouse. When you are finished learning about a system click on the "Back to Timeline" button at the bottom of the viewing

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You are about to leave the Virtual Classroom and take the assessment.
If you are in review mode selecting "Next" wil return you to the Main Menu.
Select "Next" to continue to the assessment. Selsct "Back" to return to the Virtual Classroom or click on the Program Guide
icon to view the program guide.

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One of the first Cummins uses of electronic controls was the Electronic Fuel Control Governor for gensets and power units.
The EFC was an add on to the hydromechanical PT fuel system and had no user or customer, programmable features. It did
however, provide precise electronic control of engine speed regardless of the load on the engine.

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PACE was the first Cummins electronic engine control offering for the automotive market.
Like EFC it provided precise electronic control of the engine's speed providing effective PTO governing. It also offered the
added benefit of automobile like cruise control with a few customer adjustable parameters.
Due to the limitations of the existing technology, a separate power distribution module (PDM) was needed to supply battery
power to the ECM.
The PDM provided protection for the ECM from voltage and current surges and reverse polarity. It also included circuitry that
delayed the power down of the modules for a few seconds after key-off to allow diagnostic data to be written to memory for

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 Electronic Control System Identification
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PACE was followed by PT Pacer.
PT Pacer was a factory installed system that provided full time electronic governing. It was still an add on to the PT fuel
Compared to PACE, PT Pacer was a simplified system capable of road speed governing and "foot on" cruise control. No
programmable engine speed governing was available.
However, the system utilized a much more compact ECM which included built-in protection against reverse polarity, electrical
surges, short circuits, and electromagnetic interference. This eliminated the previously required power distribution module and
also contributed to a much simpler wiring harness compared to PACE.

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The Electronically Controlled Injection fuel system (ECI) went into limited production in the late 1980s.
This system provided the first full electronic control of fuel metering and timing.
The PT fuel pump was replaced by a simple gear pump that supplied fuel to the cam operated, electronic injectors.
Metering and timing were controlled by an injector control valve that was an integral part of the injector.
The injector control valve was controlled by the ECM that used input from coolant temperature, engine speed, vehicle speed,
boost pressure and accelerator position to determine the amount and timing of fuel injection.
The more powerful ECM was capable of providing advanced road speed governing and cruise control/PTO function in addition to
controlling the metering and timing.

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In the early 1990s, the CELECT system was introduced. This system featured refinements to the original ECI system and
additional programmable features such as progressive shifting, gear down protection and idle shutdown. The requirement for a
PDM was eliminated.

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The next generation of CELECT was known as CELECT Plus.
With CELECT Plus the operator got the benefits of faster processing speed with flash memory, fuel management feedback data,
altitude derate and cylinder pressure monitoring. In addition the system provided throttle response improvements, multilevel
security and engine warm-up protection.
When compared to CELECT, the CELECT Plus system provided more data with more references to tables and algorithms to
better manage the engine, safely use the maximum potential of horsepower and torque, and provide derates when conditions
require this action, such as in high altitudes.

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In the early 1990s, Cummins began to utilize the benefits of electronic controls on engines for the construction, logging, mining,
and agricultural markets. PT fuel system equipped L10, M11, N14, K19, K38 and K50 engines were available with CENTRY.
The CENTRY system controlled engine speed and fuel pressure based on input from the electronic throttle and other equipment-
specific and/or engine-model-specific features.
The CENTRY system consists of hydromechanical and electronic subsystems made up of components similar to PT Pacer.
The electronic subsystem manages fuel delivery using an electronic fuel control (EFC) valve while the hydromechanical
subsystem provides backup maximum engine torque and speed protection.
Standard Features of the CENTRY system included a choice of droop or isochronous governor, adjustable low speed droop,
adjustable high speed droop, start fuel control and acceleration smoke control. Optional features included alternate torque
control, alternate droop control, alternate low idle control, intermediate engine speed control, and auxiliary shutdown.

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 Electronic Control System Identification
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In the mid 1990s Cummins also developed the CENSE system for High Horsepower Industrial applications. In some applications
today, such as some high horsepower natural gas engines, CENSE is installed as standard equipment.
A CM530 ECM provides the processing power for CENSE. With pre and post oil filter pressure sensors and an oil level sensor,
CENSE provides operators with warnings when the oil level is low or the oil filters require changing. CENSE also has the ability
to monitor exhaust temperature at each exhaust port to detect misfires.

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The midrange ISB was initially introduced with the latest technology CM550 engine control system. The control module for this
system was an adaptation of the CM500 used on the QSK engines.
The QSK's CM500 contained drivers for the Quantum fuel system while the ISB's CM550 used different drivers, suitable for the
Bosch VP44 fuel system.
The CM500 Series was capable of full control of the fuel delivery and timing. Additional sensor inputs allowed for more precise
control compared to earlier systems.
Self diagnostics improved and the list of fault codes grew, making the diagnosis of problems easier.
This was also the first electronic control system designed to be compatible with the SAE J1939 high speed datalink allowing the
ECM to share information with OEM installed processors (ECUs) elsewhere on the vehicle.
The ISC and
ISL engines, when introduced, were equipped with a CM554. This was a CM500 Series module with drivers appropriate for the
CAPS fuel system.
Datalinks and the related topic of multiplexing are covered in other Cummins Virtual College Library courses.

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When the common rail fuel system was first installed on the ISB engines, a Bosch ECM was initially used.
The common rail system with its solenoid actuated injectors allowed the ECM to have full control over fuel metering and
timing. Higher injection pressures at low engine speeds reduced emissions
enabling these engines to meet the Euro3 emission requirements and EPA 1999 requirements without a catalyst.
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Shortly after the introduction of the CM554 controls system on midrange engines, the ISM and ISX heavy duty engines received
a CM570 processor based control system.
Like the midrange product, the faster processor speed allowed full electronic control of the fuel metering and timing, enhanced
list of fault codes and improved datalink communication capabilities.

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With the introduction of the 2002 engines, more processing power was needed to monitor and control devices such as exhaust
gas recirculation (EGR) valves and variable geometry turbochargers (VGT). The CM554 on the midrange product was replaced by
the CM850, a faster processor that was also capable of controlling the added engine hardware.

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On the heavy duty product, the 2002 upgrade from the CM570 was to the CM870.
The CM870 used on current production ISX engines offers some of the most advanced electronic controls available in the
industry. Not only does it provide precise control of injection quantity and timing, it also controls the variable geometry
turbocharger and EGR system on some engines.

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 Electronic Control System Identification
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At introduction, the 2002 ISM used a CM870 for primary engine control and a CM570 for fuel metering and timing.
Later production engines were fitted with a CM875 system utilizing a single ECM to accomplish all system functions.
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In the high horsepower natural gas market, the electronic controls are responsible for both fuel and ignition control. The
ignition system may have as many as 18 ignition coils and spark plugs.
The master engine controller, CM700, controls the engine starter, engine speed governing and basic engine protection.
The CM558s control air fuel ratio and ignition timing. On some engines the CM558s monitor knock sensors at every cylinder.
When a knock is detected, the CM558 can retard ignition timing or shut down the engine depending on the knock severity.

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You are about to leave the Virtual Classroom and take the assessment.

Select "Next" to continue to the assessment. Select "Back" to return to the Virtual Classroom or click on the Program Guide
icon to view the program guide.

Note: If you are in Review Mode selecting “Next” will either return you to the Main Menu if you have completed all of the
modules in your Play List, or it will take you to the next module in your Play List.

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Identify the Power Distribution Module for the PACE system by clicking on it with the mouse.
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Which fuel systems were an add-on to the hydromechanical PT system?
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What was the purpose of the PDM shown here?
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Which system was the first to electronically control fuel metering and timing?
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Which system was the first to include compatibility with the J1939 datalink?
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Select an electronic system by clicking and holding on it with the mouse. Drag and drop it to its proper location on the top row
of the timeline. When all of the electronic systems are placed on the timeline, click the "NEXT" button. To clear your choices
and start over, click the "Reset" button.

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 Electronic Control System Identification
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Select an electronic system by clicking and holding on it with the mouse. Drag and drop it to its proper location on the middle
row of the timeline. When all of the electronic systems are placed on the timeline, click the "NEXT" button. To clear your
choices and start over, click the "Reset" button.

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Select an electronic system by clicking and holding on it with the mouse. Drag and drop it to its proper location on the bottom
row of the timeline. When all of the electronic systems are placed on the timeline, click the "NEXT" button. To clear your
choices and start over, click the "Reset" button.

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