C-9 Engine - 41 -

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ELECTRONIC CONTROL
SYSTEM

28

ELECTRONIC CONTROL SYSTEM

Introduction

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

System including the following components:

• Control system - ECM

components:
- 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.

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29

• ECM: The principle component in the HEUI system, the Electronic Control
Module (ECM) is mounted on the left hand side of the engine.
- Governor
- Fuel system
The ECM is the brain of the engine, it functions as the governor and fuel
computer
- Injection timing system computer. The ECM receives all the signals from the sensors and
controller energizes the injector solenoids to control timing and engine speed. The
ECM also communicates with the instrument display system, usually the
• Communicates with Caterpillar Monitoring System through the Cat Data link.
Cat Monitoring system

• Recognized by 2
This ECM is known as the ADEM III and is the third generation of ECMs
70 pin connectors in a series. It can be easily recognized by the two 70 pin connectors
(previous ecms had two 40 pin connectors). NOTE: The right
• 70 pin connector hand connector is designated as J1/P1 and the left hand connector is
designations designated as J2/P2.

• Same ECM used in all This ECM is used in all C-9 engine applications. The ECM can be moved
C-9 applications from one application to another. However, a password is required to
activate the ECM when a different application software is installed.

• Personality module The Personality Module contains the software with all the fuel setting
contains application information such as: horsepower, torque rise and air/fuel ratio rates,
software pressure, and temperature warning trip points. These settings determine
how the engine will perform in a specific application.
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30

• Software updated by This view shows a cutaway of an ADEM III ECM (note the two 70 pin
flash programming connectors). The Personality Module is an integral part of the ECM and
only 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 personality Upgrading the software is not a routine task, but might be performed for
module software 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.

• ECM is fuel cooled in This ECM is currently fuel cooled in all machine applications except
most machine Track-Type Tractors. Future On-highway Truck applications will not be
applications 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.

• ECM is sealed, no NOTE: The ECM is sealed and needs no routine adjustment or
access necessary 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.
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31

Fuel Injection

The C-9 HEUI unit injector is electrically and physically similar to the
• Unit injectors
3126E HEUI electronic unit injector. It is controlled electrically by the
• Electrically signalled, ECM and is actuated hydraulically. There are other advanced features
hydraulically actuated which are described later in this presentation. The signal from the ECM
controls the opening and the closing of the solenoid valve. The solenoid
• ECM controls opening valve controls the flow of high pressure oil to the injector. This system
and closing of injector
enables the ECM to control fuel volume, timing and injection actuation
hydraulic pressure.

• System controls This system can control both the opening and closing of the injector
nozzle opening and nozzle.
closing
The C-9 injector has a bar code and a numerical code marked on the
• Injector trim codes
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.

WARNING

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.
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HEUI INJECTOR TESTING

METHODS
Injector Solenoid Test
Manual Cylinder Cutout
Automatic Cylinder Cutout Test

32

• Injector testing Three tests can be used to determine which cylinder or injector is
malfunctioning:

• Injector solenoid test 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 MANUAL CYLINDER CUTOUT

cutout test 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 AUTOMATIC CYLINDER CUTOUT TEST

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.

When diagnosing a misfire problem, a satisfactory test of all injector

solenoids without any diagnostic messages indicates that a mechanical
problem in the cylinder probably exists. This problem could be caused by
a seized injector, a damaged inlet or exhaust valve.
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C-9 HEUI CONTROL LOGIC

TIMING CONTROL
ENGINE SPEED TIMING DEGREES BTDC DESIRED
FUEL RPM TIMING FUEL INJECTION
FUEL QUANTITY BTDC CONVERT TIMING WAVE FORM
SELECT
TIMING DESIRED
TIMING
HYDRAULIC OIL
TEMPERATURE

33

Fuel Injection Control System

• Fuel timing control This diagram shows the timing control logic within the ECM.

• Inputs to timing Engine speed and fuel quantity (which relates to load) input signals are
control received by the timing control. The hydraulic oil temperature signal
makes adjustments to timing to compensate for temperature related
viscosity changes. These combined input signals determine the start of
fuel injection.

The timing control provides the optimum timing for all conditions. The
benefits of a "smart" timing control are:
- Reduced particulates and lower emissions
• Benefits of a "smart"
timing control - Improved fuel consumption while still maintaining performance
- Extended engine life
- Improved cold starting
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C-9
ELECTRONIC GOVERNOR HYDRAULIC OIL
SHUTDOWNS TEMPERATURE AND
PRESSURE SENSORS
ECM
TO PUMP
CONTROL ELECTRONIC
VALVE GOVERNOR
6
5 AFRC TORQUE
SIGNALS FUEL ENGINE THROTTLE
TO FUEL 4 INJECTION ENGINE RPM MAPS MAPS CONTROL
INJECTORS 3 CONTROL LOGIC
2 TDC
1

SPEED/TIMING ENGINE RPM ENGINE RPM

SIGNAL
SPEED/TIMING TURBO OUTLET AND
SENSORS ATMOSPHERIC
TIMING PRESSURE SENSORS
WHEEL

34

• Fuel quantity control
• Inputs to fuel quantity
control
• Start of injection
determines timing
Five input signals are used to control fuel quantity:
1. Engine speed
2. Throttle position
3. Boost
4. Hydraulic oil pressure
5. Hydraulic oil temperature
These signals are received by the electronic governor portion of the ECM.
The governor then sends the desired fuel signal to the fuel injection and
injection actuation controls. The fuel quantity control logic also receives
signals from the fuel ratio and torque controls.
Three variables determine fuel quantity and timing:

- The start of injection determines engine timing.

• Injection duration and
hydraulic oil pressure - The injection duration and hydraulic (injection actuation) pressure
determine fuel
quantity
determine the quantity of fuel to be injected.
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C-9 SPEED/TIMING SENSORS

UPPER (HIGH SPEED)
SPEED/TIMING
SENSOR J401/P401
1
2 J2/P1 ECM

49 - UPPER S/T SENSOR

48 + UPPER S/T SENSOR
LOWER (CRANKING)
SPEED/TIMING
SENSOR J402/P402

1 59 - LOWER S/T/ SENSOR

2 58 + LOWER S/T SENSOR

1 22 + TIMING CAL PROBE

2 23 - TIMING CAL PROBE

35

• Speed/timing sensors Two passive Speed/Timing Sensors are installed in this C-9: an Upper
(high speed) and a Lower (cranking speed) Sensor. The Speed/Timing
Sensors serve two basic functions in the system:
• Two basic functions 1. Engine speed measurement
of the speed/timing
sensors 2. Engine timing
- Crankshaft timing measurement
- Cylinder identification
- TDC location

• Passive sensors
require no power NOTE: These passive sensors do not require a power supply.
supply Furthermore, the high speed and cranking sensors are not
interchangeable and the sensors are installed as a pair.
• Sensors installed as a
pair
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36

• Sensor installation The Speed/Timing Sensors are both mounted on a single bracket which is
bolted to the rear of the front housing, under the hydraulic pump.

• Fixed clearance The sensors are installed with a clearance between the sensor and the
timing wheel. This clearance is not adjustable and is pre-determined by
the dimensions of the sensor.

• Upper speed/timing The Upper (high speed) Speed/Timing Sensor measures engine speed for
sensor normal engine operations, including governing and crankshaft position for
timing purposes and cylinder identification.

This sensor is optimized for high speed operations. The timing accuracy
of the sensor is greater at this speed range than the lower sensor and is
therefore the primary sensor during normal operations.

• Lower speed/timing The Lower Speed/Timing Sensor has a high output and less accuracy at
sensor high speed than the upper sensor but is optimized for cranking speeds.
This sensor also functions as a backup for continuous operation if the high
speed sensor fails. A failure of the high speed sensor will cause the ECM
to automatically switch to the Lower (cranking) Speed/Timing Sensor.
Also, the check engine lamp will turn ON.
C-9 Engine - 50 -
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• Failure modes Although each sensor is designed for a specific speed range, it can work
- One sensor failure: alone in the event of a failure of the other. In the unlikely event of a
Slight performance double sensor failure, the engine will stop. Operation is not possible
reduction without a Speed/Timing Sensor input to the ECM.
- Two sensor failures:
Some performance reduction may be evident in the event of a failure of
No start either Speed/Timing Sensor.

Engine performance will be degraded slightly if the backup sensor is in

use.
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37

• Timing wheel tooth This view shows the rear of the combined timing wheel camshaft drive
arrangement gear. The rear of the camshaft drive gear has the timing wheel
components. This component has two functions, it is used for speed and
timing measurement.

• Timing wheel has 25

Note the arrangement of teeth used for timing, 24 equally spaced teeth
teeth and one tooth between two other teeth (arrow). This extra tooth is used
by the ECM as a reference point for crankshaft angular position
measurement.

The front of the gear has a dimple (not shown), it is used for timing this
• Timing mark gear to the idler gear.

The timing wheel tooth arrangement (unlike EUI engines) does not have
• Reverse rotation to cater for reverse rotation protection. The HEUI engine will not
protection develop oil pressure with reverse rotation, therefore injection actuation
unnecessary cannot occur under this condition.
C-9 Engine - 52 -
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GEAR TRAIN SHOWN

SPEED/TIMING SENSING
FROM FRONT OF ENGINE 45° CRANK DUAL PASSIVE SENSORS
UPPER
SPEED/TIMING SENSOR A
(75 TO 230 OHMS)

LOWER
SPEED/TIMING SENSOR B
(600 TO 1800 OHMS)

SENSOR A
CAMSHAFT MEASURED TDC NO.1 45° CRANK
IDLER
SENSOR B
GEAR LOWER SENSOR UPPER SENSOR
MEASURED TDC NO.1
LOW SPEED HIGH SPEED
15° CRANK 30° CRANK
CRANKSHAFT
GEAR GEAR
ROTATION

SENSOR B SENSOR A SENSOR B SENSOR A

TDC NO.1 TDC NO.1 TDC NO.5 TDC NO.5

SENSOR
SIGNALS

UPPER SENSOR A TIMING -90° -60° -30° 0° 30° 45° 60° 90°
LOWER SENSOR B TIMING -70° -45° -15° -0° 15° 45° 75° 90° 105°

38

• Gear train This drawing shows the relationship between the timing wheel, the
camshaft gear and the crankshaft, looking from the front of the engine.

• Two passive speed The engine speed and timing is measured using two passive speed sensors
sensors picking up teeth located on the timing wheel which also serves as the
camshaft gear. The relationship of sensors, engine crankshaft and
• Timing wheel with 25
teeth
camshaft gears is illustrated in this drawing. There are 25 teeth on the
timing gear, 24 equally spaced teeth and one extra tooth. The extra tooth
is located 45 degrees before TDC No. 1 when read by the Upper Sensor.

The sensors have frequency and pulse width modulated outputs. The
sensor outputs are converted into engine speed and timing inputs within
the ECM.
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39

SYSTEM CALIBRATIONS

• Introduction Introduction

There are three separate calibrations which can be performed on the C-9
engine. They are: Speed/Timing Sensor Calibration, Injector Calibration
and Pressure Sensor Calibration.

Speed/Timing Sensor Calibration

• Timing calibration The Timing Calibration Probe (magnetic pickup) must be installed (as
sensor installation shown here) in the cylinder block for calibration. First the plug, located
just in front of and below the ECM, must be removed from the block.

One end of the cable is connected to the Timing Calibration Probe. The
other end of the cable is connected to the P400 connector. This two pin
connector (shown here) is located just above and to the left of the ECM.

In keeping with other electronic engines, ET is used for calibration.

NOTE: Although the Timing Calibration process is explained here

for training purposes, the appropriate service literature should be the
final authority and source of information.
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40

• Timing calibration The crankshaft has a machined slot on the counterweight as shown above.
probe installation
The Timing Calibration Probe is inserted through the block and generates
a signal from the crankshaft slot.

• Machined face used to A machined face (shown to the right of the slot) is used to set the
set clearance clearance between the probe and the crankshaft.

This process is explained in detail later in the presentation.

NOTE: The slot is not positioned at TDC but is about 1/4 of a

revolution from TDC.

• Calibration is Calibration is normally required after:

normally required
after: ECM replacement
- ECM replacement

- Timing gear work Timing gear work

- Speed/timing sensor
replacement Speed/timing sensor replacement
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C-9 TIMING CALIBRATION

PROBE INSTALLATION

TDC POSITION
CRANKSHAFT
COUNTERWEIGHT

MACHINED FACE

DIRECTION OF
ROTATION

TIMING CALIBRATION PROBE

POSITIONED 85 CRANKSHAFT ENGINE BLOCK
DEG. AFTER TDC (SHOWN FROM REAR)

TIMING CALIBRATION AIR GAP

SLOT 1 mm (.040 in)

41

• Timing calibration This view of the Timing Calibration Probe (magnetic pickup) shows how
probe adjustment the air gap (clearance) is established between the probe and the face of the
crankshaft counterweight.

After top dead center (TDC) is located, rotate the engine in the normal
rotation (counter clockwise from the rear) approximately 85 degrees to
• Care is required to prevent engaging the probe in the slot. The timing probe will be
prevent damage to destroyed if the engine is rotated with the probe in the slot or if it is hit by
probe the counterweight. (The crankshaft is positioned at TDC initially and
rotated counter clockwise to locate the machined face on the
counterweight.)

Insert the Timing Calibration Probe into the block until it touches the
machined face of the crankshaft counterweight. Then, retract the probe
1 mm (.04 in.) to provide a running clearance. A 2D-6392 O-ring
positioned on the probe can be used to measure the clearance.

If the probe clearance is not set correctly, erratic performance or failure of

the timing calibration sequence can occur, or the probe may be destroyed.
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C-9 TIMING CALIBRATION

TIMING
WHEEL

REFERENCE EDGE TO TDC DISTANCE

REFERENCE
EDGE ASSUMED ACTUAL
CYL. NO. 1 TDC CYL. NO. 1 TDC

-3° +3°
TIMING REFERENCE
TIMING CALIBRATION
OFFSET
SENSOR SIGNAL
(MAXIMUM RANGE
± 3 DEGREES)
25 ENGINE DEGREES

42

• Timing calibration The Speed/Timing Sensors use the timing wheel for a timing reference.
Timing calibration improves fuel injection accuracy by correcting for any
• Nulls small crankshaft
slight tolerances between the crankshaft, timing gears, timing wheel and
to timing gear
tolerances
Speed/Timing Sensor installations.

During calibration, the offset is logged in the control module EEPROM

(Electrically Erasable Programmable Read Only Memory). The
calibration offset range is limited to ± 3 crankshaft degrees. If the timing
is out of range, calibration is aborted. The previous value will be retained
and a diagnostic message will be logged.
• Timing calibration
required after: Timing calibration is normally performed after the following procedures:
- ECM replacement

- Speed/timing sensor 1. ECM replacement

replacement 2. Speed/Timing Sensor replacement
- Timing wheel
3. Timing Wheel replacement
replacement
C-9 Engine - 57 -
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C-9 SPEED/TIMING SENSORS CALIBRATION

UPPER (HIGH SPEED)
SPEED/TIMING
SENSOR J401/P401
1
2 J2/P1 ECM

49 - UPPER S/T SENSOR

48 + UPPER S/T SENSOR
LOWER (CRANKING)
SPEED/TIMING
SENSOR J402/P402

1 59 - LOWER S/T/ SENSOR

2 58 + LOWER S/T SENSOR

TIMING CALIBRATION
PROBE J400/P400
1 22 + TIMING CAL PROBE
2 23 - TIMING CAL PROBE
TIMING CALIBRATION
CONNECTOR

43

• Timing calibration This drawing shows the circuits in use during Speed/Timing Sensor
circuits Calibration.

During C-9 calibration, both Speed/Timing Sensors are calibrated. The

Timing calibration connector is not used for any other purposes on this
engine.

• Engine speed set Using ET, Timing Calibration is selected and the desired engine speed is
automatically automatically set to 1100 rpm. (This speed varies between various
engines and is only specific to the C-9). This step is performed to prevent
instability and ensures that no backlash is present in the timing gears
during the calibration process.

On completion, remove the calibration equipment, install the cylinder

block plug and replace the Timing Calibration connector cover. After
completing the procedure, the engine should be retested to verify the
correct operation. Active and logged fault screens should also be
checked.
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44

Injector Calibration

The C-9 electronic unit injectors require calibration after installation or

after an ECM replacement.

• Injector calibration The purpose of Injector Calibration is to enable a more precise fuel flow
balances fuel flow and timing balance between cylinders. The injectors are flow checked
and timing between and calibrated at the factory. Any miniscule (but within specification)
cylinders fuel flow deviations are represented by a code (shown here) printed on the
top of the injector.

In this case the Trim Code is the lower set of characters: "4XYP6Q." The
injector serial number is to the left side of the Trim Code.

These codes are programmed into the ECM with the injector calibration
function.

If for any reason injectors are changed or interchanged, calibration must

be performed for the affected injectors to avoid an imbalance of power
between the cylinders.

INSTRUCTOR NOTE: The trim code input adjusts both the timing
and fuel flow during low idle and high idle and is vital to the smooth
running of the engine.
C-9 Engine - 59 -
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45

To access HEUI Injector Calibration, use the following pull down menu
sequence:

Service / Calibrations / Injector Codes Calibration

Highlight each injector in turn and click on change or press enter to

change the code. A dialog box will appear to enter the new calibration
code. Follow the on screen instructions.

In conclusion, the injector code must match the code programmed into the
ECM for that cylinder using ET.

If there are bar codes printed on the injector, they are used during the
manufacturing process to read the code mechanically.

INSTRUCTOR NOTE: A full description of this process is included

with the ET Self-Study Tutorial. This course is included with the
current STW software.
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46

Pressure Sensor Calibration

• Two methods to Two methods can be used to perform pressure sensor calibration: the key
calibrate pressure switch and the ET methods. Using the same calibration pulldown menu
sensors previously used, select the following pull down menu sequence:
Service / Calibrations / Pressure Sensor Calibration
The engine must not be running during Pressure Sensor calibration.
The atmospheric pressure sensor is used as the baseline to adjust the other
sensors. Other sensors with readings which do not agree with the
atmospheric sensor's output readings will be adjusted (within limits) to
agree with the atmospheric sensor.
Select Start or A to begin the sensor calibration.

• ET pressure sensor A diagnostic routine is built into the program which will identify a
calibration calibration problem. It could be that a sensor is out of the normal output
range for calibration. For example, the reason for calibration may be that
oil pressure reads +27.6 kPa (+4 psi) with the engine stopped. This
condition means that the oil pressure sensor absolute pressure reading is
130.9 kPa (19 psia) whereas the pressure at sea level is 119 kPa
(14.7 psia). (psia = pounds per square inch absolute)
As long as the error is within the calibration range, it will be corrected. If
not, a repair is necessary. Once again, this process is more fully covered
in the ET course.
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47

Oil Grade Detection

• Oil grade detection The C-9 HEUI engine can be affected by different grades of oil used in
the engine. Viscosity variations due to oil temperature changes can affect
the (hydraulically actuated) injector timing. These variations can affect
the ability of the engine to start in cold weather.

• Two oil grade plugs The process described below is used to program the ECM for the specific
normally installed grade of oil being used. This process enhances the ability of the engine to
(arrows) start in cold conditions.

Two Oil Grade Plugs are normally installed on the engine during
manufacture, they are located together over the ECM, beside the Timing
Calibration Connector (arrows). A third plug may be installed using a kit
(see the next page for the kit part number). Use this plug if necessary to
program an Arctic grade of oil, 0W20.

• Two or three oil grade Two or three oil grade selections can be made using the Oil Grade Plugs
selections enabled by (depending on the number installed). In order for the system to function
plugs properly, the correct plug must be installed. The ET Status Screen will
confirm the actual selection.

NOTE: See related topics in the Electronic Sensors and Systems section
under Hydraulic Oil Temperature Sensors.
C-9 Engine - 62 -
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• Oil grade selections NOTE: Although the oil grade may only be selected using the plugs,
cannot be made using the grade does show up on the Configuration Screen. This should be
the Configuration
ignored (at this time) as a selection cannot be made with the
Screen
Configuration Screen.

When changing oil grades, the operator must ensure that the
corresponding plug is inserted into the wiring harness. The following
plugs are used to signal the ECM when a particular grade of oil is used:

• Three oil grade ET NO.* Oil Grade Pin Connections Wire Color
selections
2 10W30 B-C Green
3 15W40 A-C Red
1 (From Kit) 0W20 A-B-C Black

* Read from the ET Status Screen

NOTE 1: This system works similarly to the harness code plugs used
on transmissions.

NOTE 2: A kit (Pt. No. 214-7170) is available if 0W20 oil is used.

The Kit includes the extra plug to be installed to enable the 0W20
grade oil to be selected (for severely cold conditions).
C-9 Engine - 63 -
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Engine Warnings and Derates

This list shows the warnings, derates and events for the various applications. These may change with
time and the actual applications should be verified with the appropriate Service Manual.

System Sensor Warning Derate Event Shut Down

Coolant Temperature yes yes yes Industrial engine only

Oil Pressure yes yes yes Industrial engine only

Oil Temperature no no no no

Coolant Level (industrial) yes yes yes no

Engine Overspeed yes yes yes Industrial engine only

Fuel Pressure (if installed) yes yes yes yes

Inlet Air Temperature yes yes yes no

C-9 Engine - 64 -
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LAB SESSION

INSTRUCTOR NOTE: The following exercises will reinforce the

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

• Lab exercise Lab Exercise: Electrical/Electronic Component Testing and Adjusting

Perform diagnostic tests on the following components using the

appropriate Service Manual:

Pressure sensor
Temperature sensor
Throttle position sensor
Speed/timing sensors
ECM

Perform calibrations or configuration changes on the following

components or systems using the appropriate Service Manual:

Pressure sensor (using both methods)

Injectors (input trim codes)
Speed/timing sensors
Oil grade detection system (use ET to confirm actual oil grade)
C-9 Engine - 65 -
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INSTRUCTOR NOTES
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INSTRUCTOR NOTES