c-9 electronics engine controls-01[1].pdf

8/20/2019 C-9 electronics engine controls-01[1].pdf

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Service Training July 2002

ELECTRONIC ENGINE CONTROLS

Nigel Wilkinson


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C-9 ENGINESYSTEMS 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 major components in the C-9 engine systems.

2. Explain the functions of the major components in the C-9 engine systems.

3. Trace the flow of fuel and oil through the fuel system.

4. Trace the flow of current through the engine electrical system.

PREREQUISITES

Interactive Video Course "Fundamentals of Electrical Systems" (CD ROM) TEMV9002

Service Technician Workbench Tutorial (CD ROM included with STW software) NEHS0812

Caterpillar Machine Electronics Course (Five Modules) SEGV3001 - SEGV3005

Caterpillar HEUI HI300B Fuel System (CD ROM) RENR1392

Prior training in systems operation and testing and adjusting procedures for electronic engines should be

completed before participating in this training session. 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 publication is available

electronically, it can be printed in color and used selectively or 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 form and is only available from the intranet at this time.

Estimated Time: 8 Hours

Visuals: 72 Electronic Slides

Date: 07/2002

© 2002 Caterpillar Inc.


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SUPPLEMENTARY TRAINING MATERIAL

Brochure "Service Technician Workbench" NELG5028

Brochure "Caterpillar Electronic Technician" NEDG6015

Service Technician Workbench Tutorial (Included with STW software) NEHS0812

Caterpillar HEUI Fuel System (Interactive CD ROM) RENR1392

RECOMMENDED C-9 ENGINE TOOLING

Software and Manuals

Caterpillar Service Tool Software/Getting Started Guide - Service Technician Workbench NEHS0796

or Caterpillar Service Tool Software/Getting Started - Caterpillar Electronic Technician JEBD3003

Caterpillar Service Tool Software/Users Manual- Communication Adapter II NEHS0758

Mechanical Tools

C-9 Tool Kit (contains all C-9 special tools) 196-3165

Engine Turning Tool 9S-9082

Engine Turning Tool (for tractors) 208-0888

Electronic Tools

Laptop computer

Communication Adapter II (Group) 171-4400

Cable, PC to Communication Adapter 96-0055Cable, Communication Adapter to Machine 160-0133

Caterpillar Digital Multimeter 146-4080

Three Pin DT Breakout Harness 7X-6370

Cable Probes 7X-1710

Auxiliary ECM Power Supply Harness 167-9225

Timing Calibration Probe (Magnetic Pickup) 6V-2197

Timing Calibration Probe Adapter Sleeve 7X-1171

Timing Calibration Probe Cable 7X-1695

REFERENCES

Systems Operation Testing and Adjusting "C-9 Industrial Engines" SENR9598-02

Systems Operation Testing and Adjusting "C-9 Engine for Caterpillar Built Machines" SENR9501

Troubleshooting Manual "C-9 Engine for Caterpillar Built Machines" D6R Tractor SENR9503

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

C-9 Engine - 3 -

07/02


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C-9 Engine - 4 -

07/02

TABLE OF CONTENTS

INTRODUCTION TO SYSTEMS OPERATION

Introduction ......................................................................................................................5

Lab Exercise ...................................................................................................................23

SYSTEM POWER SUPPLIES

Introduction ....................................................................................................................27

ECM Power Supply .......................................................................................................28

Injector and Compression Brake Power Supply ............................................................32

Hydraulic Pump Control Valve Power Supply ...............................................................33

Analog Sensor Power Supply ........................................................................................34

Digital Sensor Power Supply .........................................................................................35

Air Intake Heater Power Supply.....................................................................................36

Service Tool Power Supply.............................................................................................37Lab Exercise ...................................................................................................................38

ELECTRONIC CONTROL SYSTEM

Introduction.....................................................................................................................41

Fuel Injection .................................................................................................................44

Fuel Injection Control System .......................................................................................46

SYSTEM CALIBRATIONS

Introduction.....................................................................................................................53

Speed/Timing Sensor Calibration ..................................................................................53

Injector Calibration ........................................................................................................58

Pressure Sensor Calibration ...........................................................................................60

Oil Grade Detection ........................................................................................................61

Engine Warnings and Derates.........................................................................................63

Lab Exercise ...................................................................................................................64

ELECTRONIC SENSORS AND SYSTEMS

Introduction ....................................................................................................................67

Injector and Compression Brake Systems ......................................................................68Speed/Timing Sensors ....................................................................................................69

Analog Sensors and Circuits ..........................................................................................72

Digital Sensors and Circuits ...........................................................................................86

Engine Shutdown Systems .............................................................................................89

Cold Starting Aids .........................................................................................................90

Data Link Circuits ..........................................................................................................93


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TABLE OF CONTENTS

CONCLUSION ....................................................................................................................96

Lab Exercise ...................................................................................................................97

SLIDE LIST .........................................................................................................................98

STUDENT HANDOUTS ....................................................................................................99

C-9 Engine - 5 -

07/02


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• Introduction

• Manual contents

• Introduction

- Use System

Operation manual

for reference

INTRODUCTION TO SYSTEMS OPERATION

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:

Introduction to Systems Operation

System Power Supplies

Electronic Control System

System Calibrations

Electronic Sensors and Systems

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.

C-9 Engine - 6 -

07/02

1


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• Cylinder and valve

location

• 8.8 liters displacement

• Inlet and exhaust

valve arrangement

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.

Note the arrangement of the inlet and exhaust valves for identification

purposes.

C-9 Engine - 7 -

07/02

123456

EXHAUSTVALVES

INLETVALVES

CYLINDER AND VALVE LOCATION

FIRING ORDER 1 5 3 6 2 4

BORE 112 MM (4.4 IN)STROKE 149 MM (5.9 IN)

2


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• Major components

• ECM

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.

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.

C-9 Engine - 8 -

07/02

3


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C-9 Engine - 9 -

07/02

• HEUI system

schematic

• Similar to other HEUI

systems

• Some system

differences

- New HEUI hydraulicpump

- No jumper tubes

- Two hydraulic oiltemperature sensors

- Water in fuel andfuel pressuresensors available

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.

This HEUI system is very similar to the 3408E, 3412E and 3126 HEUI

systems. There are a number of features which differ from other engines.

The hydraulic pump is a completely new design.

There are no jumper tubes on the injectors. Oil under pressure is feddirectly from the cylinder head to the injectors.

There are two Hydraulic Oil Temperature Sensors installed on the engine.

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.

4


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C-9 Engine - 10 -

07/02

• HEUI system

hydraulic pump

• Transfer pump

mounted on rear of

HEUI 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.

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).

5


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• 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.

C-9 Engine - 11 -

07/02

6


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• Air intake and exhaust

system schematic

• Air intake heater

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.

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.

C-9 Engine - 12 -

07/02

AIRINLET

EXHAUSTOUTLET

EXHAUSTMANIFOLD

EXHAUSTVALVE

INLETVALVE

COMPRESSORSIDE

TURBINESIDE

TURBOCHARGER

INTAKEHEATER

AIR TO AIRAFTERCOOLER

AIR INTAKE AND EXHAUST SYSTEM

7


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• Turbocharger

components

The turbocharger is conventional and may be equipped with a Wastegate

(next page).

C-9 Engine - 13 -

07/02

AIRINLET

COMPRESSORHOUSING

COMPRESSORWHEEL BEARING

OILOUTLET PORT

TURBINEHOUSING

BEARING TURBINEWHEEL

EXHAUSTOUTLET

EXHAUST INLET

OILINLET PORT

TURBOCHARGER

8


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• Turbocharger

wastegate

• Wastegate bypasses

exhaust around the

turbocharger

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.

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.

C-9 Engine - 14 -

07/02

9


15/45

• 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.

C-9 Engine - 15 -

07/02

PUSH ROD

LIFTER

ROCKER ARM

BRIDGE

VALVE

SPRING

VALVE SYSTEM COMPONENTS

10


16/45

• Air intake heater and

temperature sensor

• Heater controlled by

ECM

• System warns of high

air intake temperature

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.

The ECM controls the heater through a relay mounted above the intake

manifold.

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.

C-9 Engine - 16 -

07/02

11


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• 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.

C-9 Engine - 17 -

07/02

OIL FILTER

OIL COOLER

HEUI PUMP

TOTURBOCHARGER

C-9 LUBRICATION SYSTEM

12


18/45

• 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.

C-9 Engine - 18 -

07/02

13


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• Cooling system

schematic

• Water pump is belt

driven

The system is conventional with a full flow by-pass outlet thermostat.

The water pump is belt driven by a pulley from the crankshaft.

C-9 Engine - 19 -

07/02

CYLINDERHEAD

CYLINDERBLOCK

OILCOOLER

WATERPUMP RADIATOR

BYPASSHOSE

EXPANSION TANKWATER TEMPERATUREREGULATOR HOUSING

COOLING SYSTEM

14


20/45

• Fractured rod

• Use care when

handling mating

surfaces

• Fractured rod

manufacturing

process

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 between the two halves of

the rod.

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.

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.

C-9 Engine - 20 -

07/02

15


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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 brokenoff, before the cap and rod are reassembled and the bolts re-

tightened 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 reducedmachining 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.

C-9 Engine - 21 -

07/02


22/45

• Crankshaft oil flow

• Oil flow to rod

bearings

• Related failure

analysis publications

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) publications:

STMG Engine Bearings (SERV8001)

Engine Bearing Failure Analysis (SEBV0544)

C-9 Engine - 22 -

07/02

OIL GALLERY

MAINBEARINGS

(7)

ROD BEARINGS (6)

1234567

123456

CRANKSHAFT OIL FLOW

16


23/45

• 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.

C-9 Engine - 23 -

07/02

CRANKSHAFT

WEIGHT

CASE

VISCOUS VIBRATION DAMPER

17


24/45

• Lab exercise

INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be

answered.

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.

C-9 Engine - 24 -

07/02


25/45

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

C-9 Engine - 25 -

07/02


26/45

INSTRUCTOR NOTES

C-9 Engine - 26 -

07/02


27/45

• Seven system power

supplies


Introduction

The C-9 HEUI system has seven power supplies with various voltages as

shown.

EXTERNAL POWER SUPPLY

ECM power supply (machines) 24 Volts

Challenger Tractors and some industrial engines 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.

C-9 Engine - 27 -

07/02

C-9 HEUI


ECM

Injectors and Compression Brake

Pump Control Valve

Analog Sensors

Digital Sensors

Air Intake Heater

Service Tool

18


28/45

C-9 Engine - 28 -

07/02

• 24 Volt power supply

• Power supply

components

• Power supply

diagnostic message

J2 J1

6 DRIVERS

3 RETURNS

ENGINE RETARDER

SOLENOIDS

ECM

TIMING CALIBRATION CONNECTOR

GROUNDBOLT

20 AMPBREAKER

MAINPOWERRELAY

KEY STARTSWITCH

24 V

20 AMP FUSE

CRANK WITHOUT INJECT PLUG

DISCONNECT SWITCH

ECM Power Supply

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)

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.)

19


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C-9 Engine - 29 -

07/02

• ECM power supply

circuit

• ECM switched

connection

- Energizes ECM

48

52

53

70

ECM (C-9)

24 VOLTS DC

(+)

(-)

ENGINE BLOCK

GROUND BOLT

15 AMP

CIRCUIT BREAKER

BATTERY

R

C

S

B ST

OFF

ON

KEY SWITCH

P1 J1

(-) BATTERY

(-) BATTERY

(-) BATTERY

61

63

65(+) BATTERY

(+) BATTERY

(+) BATTERY

(+) SWITCHED POWER

(+) BATTERY SUPPLY WIRES

INPUT SIGNAL WIRES TO ECM

OUTPUT SIGNAL WIRES FROM ECM

SENSOR SUPPLY VOLTAGE

SIGNAL PLUS

SIGNAL MINUS

(-) BATTERY / SENSOR RETURN

WIRE FUNCTION COLOR CODE

FUSE

20 A

DISCONNECT

SWITCH

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.

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.

20


30/45

• Battery disconnect

switch

• Wiring harness

bypass

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.

C-9 Engine - 30 -

07/02


31/45

C-9 Engine - 31 -

07/02

• P1/P2 70 pin ECM

connectors

• P1/J1 machine

interface connector

13

23

31

39

47

57

70

1

14

24

32

40

48

58

1

14

2 3 4 5 6 8 9 10 11 12 13

58 59 60 61 62 63 65 66 67 68 69 70

24

40

48

23

31

47

57

36

>PEI<

ECM SIDE HARNESS SIDE

ECM CONNECTOR (P1)

There are two 70 pin connectors which identify the ADEM III ECM. The

previous ADEM II ECM used a pair of 40 pin connectors.

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.

21


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C-9 Engine - 32 -

07/02

• 70 volt power supply

• Power supply wires

are paired

• Injectors and brake

solenoids are

switched on return

side

21

ECM

203644

213745283846293947655467665568

BRAKE RETURN CYL 1INJECTOR/BRAKE CYL 1INJECTOR RETURN CYL 1

BRAKE RETURN CYL 2INJECTOR/BRAKE CYL 2INJECTOR RETURN CYL 2BRAKE RETURN CYL 3INJECTOR/BRAKE CYL 3INJECTOR RETURN CYL 3BRAKE RETURN CYL 4INJECTOR/BRAKE CYL 4INJECTOR RETURN CYL 4BRAKE RETURN CYL 5INJECTOR/BRAKE CYL 5INJECTOR RETURN CYL 5BRAKE RETURN CYL 6INJECTOR/BRAKE CYL 6INJECTOR RETURN CYL 6

BRAKESOLENOID

CYL. 6

12118

1121710316941585147613

12

21

1 2

2 1

1 2

1 2

2 1

1 2

2 1

1 2

P300 J300 P2 J2

2 1

INJECTORSOLENOID

CYL. 6

J306 P306

BRAKESOLENOID

CYL. 5

INJECTORSOLENOID

CYL. 5

J305P305

BRAKESOLENOID

CYL. 4

INJECTORSOLENOID

CYL. 4

J304P304

BRAKESOLENOID

CYL. 3

INJECTORSOLENOID

CYL. 3

J303 P303

BRAKESOLENOID

CYL. 2

INJECTORSOLENOID

CYL. 2

J302 P302

BRAKESOLENOID

CYL. 1

INJECTORSOLENOID

CYL. 1

J301P301

INJECTOR AND COMPRESSION BRAKESOLENOID CIRCUITS

Injector and Compression Brake Power Supply

The injector and compression brake solenoids are 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.

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.)

22


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C-9 Engine - 33 -

07/02

• Pump control valve

signal

• System tested using

ET

+ CONTROL VALVE

- CONTROL VALVE61

62

P2 J2

A

B

J500 P500

PUMP CONTROL

VALVE

SUPPLY

RETURN

ECM (C-9 HEUI)

PUMP CONTROL VALVEPOWER SUPPLY

Hydraulic Pump Control Valve Power Supply

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.

23


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C-9 Engine - 34 -

07/02

• Analog power supply

• Four power supply

terminals

• Power supply

protection

• Analog return

CBA

ENGINE OIL PRESSURE SIGNALANALOG SENSOR RETURN 3

ANALOG SENSOR POWER (+5V) 3

J201/P201

244241

ENGINE OIL PRESSURE SIGNALANALOG SENSOR RETURN 3ANALOG SENSOR POWER (+5V) 3

CBA

FUEL PRESSURE SIGNALANALOG SENSOR RETURN 1


J209/P209

18 FUEL PRESSURE SIGNAL

CBA

ATMOSPHERIC PRESSURE SIGNALANALOG SENSOR RETURN 1


J203/P203

1432

CBA

HYDRAULIC OIL PRESSURE SIGNALANALOG SENSOR RETURN 1


J204/P204

4027

TURBO OUTLET PRESSURE SIGNALHYDRAULIC OIL PRESSURE SIGNAL

CBA

TURBO OUTLET PRESSURE SIGNALANALOG SENSOR RETURN 3


J200/P200

ATMOSPHERIC PRESSURE SIGNALANALOG SENSOR RETURN 1ANALOG SENSOR POWER (+5V) 1

ECMP2 J2

ANALOG SENSORPOWER SUPPLY CIRCUIT

5 ± 0.5 VOLTS

Analog Sensor Power Supply

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 supplyand two return).

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.

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.

24


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C-9 Engine - 35 -

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• Digital power supply

• Power supply

protection

• Digital power supply

voltage check

• Digital return

ECM (C-9 HEUI)

+ V DIGITAL SUPPLY

- V DIGITAL RETURN

4

5

DIGITAL SENSOR

POWER SUPPLY CIRCUIT

P1 J1

A

B

C

J405 P405

A

B

C

+V DIGITAL

DIGITAL RETURN

SIGNAL

FAN

SPEED SENSOR

THROTTLEPOSITION SENSOR

+V DIGITAL

DIGITAL RETURN

SIGNAL

8 ± 0.5 VOLTS

Digital Sensor Power Supply

The ECM supplies power at 8 ± 0.5 Volts through the J1/P1 connector to

the Throttle Position Sensor circuit.

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 fanspeed or exhaust temperature sensors for example.

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.

25


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C-9 Engine - 36 -

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• Uses coolant and

intake temperature

sensors as references

• Modes of operation

24V

12

BA

AIR INTAKEHEATER RELAY

AIR INTAKEHEATER LAMP

J501/P501

J648

P648

850-BU 12AIR INTAKE

HEATER RELAY

ECM

AIR INTAKE HEATER CIRCUIT

AIR INTAKEHEATER

J2/P2

Air Intake Heater

The Air Intake Heater is used to improve the cold start ability of the

engine.

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.

There are a various modes of operation depending on temperatures andother 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."

26


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C-9 Engine - 37 -

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• Communication

adapter uses power

from ECM

• Circuit is energized

with the keyswitch

A

B

C

D

E

F

G

SERVICE TOOLCONNECTOR

J63

70

65

8

9

34

50

BAT + (SWITCHED)

BAT -

CAT DATA LINK +CAT DATA LINK -

CAN DATA LINK -

CAN DATA LINK +

P1 J1 ENGINE ECM

8

7

CAT DATA LINK +

CAT DATA LINK -

8

7

CAT DATA LINK +

CAT DATA LINK -

TRANSMISSION ECMCATERPILLAR

MONITORING SYSTEM

TYPICAL SERVICE TOOL POWER SUPPLY CIRCUIT

DATA LINKS

Service Tool Power Supply

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.

27


38/45

• Lab exercise

INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be

answered.

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

C-9 Engine - 38 -

07/02


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C-9 Engine - 39 -

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INSTRUCTOR NOTES


40/45

C-9 Engine - 40 -

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41/45

• Control system

components:

ELECTRONIC CONTROL SYSTEM

Introduction

This section of the presentation explains the C-9 Electronic Control

System including the following 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.

C-9 Engine - 41 -

07/02

ELECTRONIC CONTROLSYSTEM

28


42/45

• 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.

C-9 Engine - 42 -

07/02

29


43/45

• Software updated by

flash programming

only

• Upgrading personality

module software

• ECM is fuel cooled in

most machine

applications

• ECM is sealed, no

access necessary

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.

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.

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.

C-9 Engine - 43 -

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30


44/45

• Unit injectors

• Electrically signalled,

hydraulically actuated

• ECM controls opening

and closing of injector

• System controls

nozzle opening and

closing

• Injector trim codes

Fuel Injection

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.

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.

C-9 Engine - 44 -

07/02

31

WARNING


45/45

• Injector testing

• Injector solenoid test

• Manual cylinder

cutout test

• Automatic cylinder

cutout test

Three tests can be used to determine which cylinder or injector is

malfunctioning:

INJECTOR SOLENOID TEST

This test is performed while the engine is stopped. The injector solenoids

can be tested automatically with the service tool using the Injector Solenoid Test. This function individually tests each solenoid in sequence

and indicates if a short or an open circuit is present.

MANUAL CYLINDER CUTOUT

This test is performed while the engine is running at any speed.

The 70 Volt pulse can be individually cut out to aid in troubleshooting

misfire problems in the injector and the cylinder.

AUTOMATIC CYLINDER CUTOUT TEST

This test is performed with the service tool while the engine is running.

The test makes a comparative evaluation of all injectors and numerically

shows the results. The test is repeated three times for reliability and

accuracy. The test enables an on-engine evaluation of the injectors.

C-9 Engine - 45 -

07/02

HEUI INJECTOR TESTING

METHODS

Injector Solenoid Test

Manual Cylinder Cutout

Automatic Cylinder Cutout Test

32

c-9 electronics engine controls-01[1].pdf

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