CM2250 Industrial

Control System

Common the QSB6.7 & QSL9 CM2250

 CM2250 ECM

Identification
– 2 Engine harness 60 pin connectors
– 1 OEM 60 pin connector
– 1 OEM 24 pin Connector

Mounting Locations
– QSB at front of engine on fuel pump side

Cooling Strategies
– QSB ECM is air cooled
– QSL is fuel cooled

Battery supply & return integrated into the OEM 60 pin
connectors

2
 New Sensors & Switches

Engine mounted sensors & switches mostly the

same as many previous midrange engines, but
with some name changes
– Anywhere we used the term inlet to describe a sensor
we now use the term intake

QSB/L New Sensor
– Turbocharger Compressor Intake
Pressure/Temperature Sensor
– OEM installed before the compressor inlet

3
 Dual Analog Throttle Pedal

Operation

The Dual Analog Accelerator Position Sensor is typically
mounted to a pedal assembly that provides two
independent pedal position signals to the ECM. The
ECM uses the two signals to validate the pedal position
and control engine operation.
Troubleshooting

Some OEMs will multiplex throttle signals from VCU

4
 Why did we need a new throttle type?

More reliable sensor type/design - Hall effect

devices used in motion sensing and motion limit
switches can offer enhanced reliability in
extreme environments.

There are no contacting moving parts involved
within the sensor or magnet,

No idle validation circuit

Eliminates throttle calibration requirements
following a throttle or ECM replacement

5
 The Hall Effect

When electrons flow through a conductor, a magnetic
field is produced.

A sensor voltage is applied across two terminals and the
third provides a voltage proportional to the current being
sensed.

Hall effect devices produce a very low signal level and
thus require amplification.

Many devices now sold as "Hall effect sensors" contain
both the sensor described above and a high gain
integrated circuit amplifier in a single package.

Not a Dual Potentiometer

6
 +
- Hall Voltage

Lines of Magnetism
(Flux Lines)

Hall Element/Device
Applied Voltage (Semiconductor)
7
 Throttle Types

There are many different Hall effect throttle

types available

The following slide is intended to illustrate one
possible type.

8
 Inside a Hall Device

Movement
The Hall of contains
effect device the shieldspecial
disrupts
circuits 4.75
0.25
0.75
1.25
2.50
3.25
the
that produce magnetic
an inversely
VDC

- proportional voltage
field and and then
reduces theamplify
Hall + the small voltage into one that can be
field strength seen by the
used by the ECM. If we were to take a
Effect Hall effect
measurement at thedevice.
Hall element itself,
Device the voltage would be reduced as the
The shield is connected
+
- shield goes further into the magnetic
Hall Effect
field. to the throttle pedal.
Element

Shield

9
 Throttle Service

No need to calibrate replacement throttle

assembly

Wrong throttle type (with idle validation)
installed will generate a fault code

Other Fault Codes

10
 The Primary Sensor

Primary sensor signal voltages 0.25 - 4.75 VDC

Used by the ECM to determine throttle pedal
position

11
 The Secondary Sensor

Spare sensor – rather than idle validation (set

to a pre-determined throttle value) allows the
vehicle to operate normally (slight derate)

Second sensor signal is only half of the primary
throttle voltage range (0.25 to 2.375 VDC)

Why? Allows the ECM to determine a primary
throttle sensor circuit issue when the primary
and secondary voltage ratios do not match

Must be wired on a different sensor supply &
return than the primary throttle sensor

12
 Coolant Level Sensors

Two level sensors provide 'normal' and 'critical'

indications,

Three level sensors provide an intermediate 'warning'
condition.

Float Type Sensors

Float type sensors use donut shaped, magnetized floats
captured on a shaft with reed relays and a resistor
ladder.

Depending on the coolant level, the magnet closes
switches that insert the appropriate resistor value

13
 AC Current Sensor Operation

An AC sensor is an electronic device that

employs two electrodes immersed in the coolant
in the surge tank at the appropriate level

Unlike previous DC sensors, an AC signal is
injected into the coolant to avoid problems
caused by electrolysis and/or plating.

AC sensors usually provide discrete two level
DC signals to the ECM and generally use
threaded, horizontal mounting.

14
 Coolant Warning Levels

Low Warning - In the Low Warning condition, a three level sensor

has determined that the operator should be alerted to a coolant level
issue. After a 30 second slosh timer delay, a fault code is declared
This low warning condition only applies to three-level type sensors.

Low Critical - In the Low Critical condition, coolant level is too low
to protect the engine. After a 30 second slosh timer delay, a fault
code is declared. This low critical condition applies to both two-and
three-level sensors.

Buffer Ranges - The buffer ranges serve as tolerance zones to
define separation between operational ranges.
– A voltage detected that has a value that places it in a buffer zone
will be interpreted as the more severe operational zone.

15
 Slosh Delay Timer

Part of the ECM logic

The slosh delay timer allows for periods (i.e.,
during tight turns, braking, etc.) when the
coolant is not level with respect to the surge
tank

In order for the ECM to see a change in coolant
level, the sensed coolant level must remain in
the new state for 30 consecutive seconds.

16
 Coolant Level Sensor Operating Voltages

Three operating ranges in

addition to out-of-range high
and out-of-range low.

The three ranges are:

a. Normal Voltage detected
is 0.75-1.75 VDC

b. Low-Warning Voltage
detected is 2.00-3.00 VDC

c. Low-Critical Voltage
detected is 3.25-4.25 VDC

Voltages between these
ranges are used to allow for
boundaries (buffer zones)
between operating ranges

17
 Coolant Level Sensor

Overview

The Engine Coolant Level Sensor determines if the proper level of
coolant is maintained in the vehicle cooling system. When the coolant
level is below normal the ECM will indicate the need for maintenance at
the ADD condition or Engine Warning for a critically low condition.
Operation

The sensor signal must provide the critical low output condition when the
level of the coolant is such that air begins to be introduced into the
cooling system.

A multi-level sensor may also provide an output to indicate when the
coolant is below the “add” level such that a driver or maintenance
technician can add coolant to the system at the next convenient time.
What's different from automotive products?

The CM2250 control system will not support a DC resistive type of level
sensor signal which requires coolant temperature compensation.

18
 7 10 Oil Pressure Switch
5
0
PSI 5.00
0.00 VDC

VDC

ECM

19
 Wiring Harness

The 24 pin connector on the engine harness and is a

new concept for Tier 4

Some OEM connections are made via the 24 pin
connector. The OEM will have access to this connector
through the engine harness 24 pin breakout connector.

This connector will be incorporated into the engine wiring
harness and located near the ECM

A more durable “overfoam” style molded, electrical
harness will used in place of the traditional, corrugated
plastic, split seam conduit. This overfoam harness has
limited connector access.

20
 24 Pin Framatome Connector

OEM connector found on the main

engine harness

Repair parts found in QSB/L
2 CM2250 wiring harness repair kit

Primary concern is damage to
harness or connector during
1
removal

To remove
– Slide orange lock lever (1) away
from the connector body
3 – Press key (2) on connector sleeve
(3) to release sleeve
– Pull connector sleeve (3) away
from connector body

21
 Starting Aids

Unlike Tier 3 where the use of an intake air heater is

optional, for Tier 4 intake air heater usage is mandatory

Heater control logic will be similar to Tier 3, i.e. the
heater will be used pre-cranking to improve starting and
post start-up for white smoke control.

The grid heater is positioned on the bottom of the intake
manifold cover and is available in both 12 and 24 volts

Grid heaters will operate for a brief period after engine
start in order to minimize soot loading in the air handling
system

Coolant & oil heater options are also available

22
 Diagnostics Switch

Used to flash out active fault codes using stop and

warning lamps

The OFF position = open switch

The ON position = closed switch (taken to ground)

The Diagnostics Switch Input is also shared with the
DPF Regeneration Start Switch

Key on engine stopped = Diagnostics Mode

Key on engine running = DPF Manual regeneration

23
 Diesel Particulate Filter
Regeneration Permit/Inhibit Switch

INSITE calls it a Permit switch
Overview

The DPF Regeneration Inhibit switch allows a switch input to inhibit
active regeneration of the diesel particulate filter.
Operation

The DPF Regeneration Inhibit Switch has two positions: Open and
Closed.

An open switch inhibits an active regeneration of the Cummins
Particulate Filter.

A closed switch permits an active regeneration of the Cummins
Particulate Filter when all required entry conditions are satisfied.
What's different from Automotive Products?

Can be hardwired or multiplexed. In 2007 the switch was multiplexed
signal only (hardwired in ’07 emergency vehicles)

24
 Diesel Particulate Filter Regeneration Start
Switch (Non-Mission Regeneration)

Overview

The DPF Regeneration start switch starts a stationary
regeneration of the particulate filter if all required entry
conditions are met
Operation

The normally open DPF Regeneration Start Switch has two
positions: RELEASED and PRESSED. The PRESSED
position indicates a closed switch, while the RELEASED
position indicates an open switch.

When the operator cycles the switch from RELEASED to
PRESSED to RELEASED the ECM initiates the stationary
regeneration of the particulate filter.

The DPF Regeneration Start Switch Input is also shared with
the Diagnostic On/Off Switch.

The switch works as a DPF Regeneration Start switch when all
required entry conditions are met.
25
 EGR Valve

QSB & QSL all feature a common valve body &

motor design

Not an intelligent device

Very similar to ISB, ISC, & ISL CM2150
– Three sensor magnets

Valve is not serviceable
– Replace valve assembly

26
 Fuel Pump Actuators

Found on QSB & QSL

– Linear device movement
– Normally open device

Serviceable component on all pump assemblies
– Only serviceable part of ISB pump

27
 Variable Geometry Turbocharger
Actuators

Almost identical to Automotive current product

Actuator installation procedures same as latest
procedures for current automotive products

Turbo troubleshooting
– Essentially the same as ’07
– Faults don’t drive red lamps now (not really that bad)

28
 Exhaust Aftertreatment Sensors

Aftertreatment Diesel Particulate Filter Differential Pressure / Aftertreatment Diesel

Particulate filter Outlet Pressure Sensor
Aftertreatment Diesel Particulate Filter Outlet Temperature Sensor
Aftertreatment Diesel Oxidation Catalyst Intake Temperature Sensor

Aftertreatment Diesel Particulate Filter Intake Temperature Sensor

Aftertreatment Diesel Particulate Filter Temperature Sensor
Interface Module

29
 Remote Mount Differential Pressure
Sensor Option

OEMs have the option to

remote mount the
differential pressure
sensor

This option was created
for OEMs that used a
aftertreatment mounting
configuration which
emitted high temperatures
differential pressure
sensor

30
 Thermistor & Differential Pressure
Sensor Troubleshooting

3 Thermistors required on exhaust aftertreatment system
– Aftertreatment Diesel Oxidation Catalyst Intake Temperature Sensor
– Aftertreatment Diesel Particulate Filter Intake Temperature Sensor
– Aftertreatment Diesel Particulate Filter Outlet Temperature Sensor

Thermistors troubleshoot same as other products, but have
different connectors and lengths to prevent incorrect installation
– Names changed from “Inlet” to “Intake”

Interface modules are new for 2010 & Tier 4
– Aftertreatment Diesel Particulate Filter Temperature Sensor Interface Module
• Can/ fail like a harness
• No repair options, replace only

Differential pressure sensor is not like Automotive EPA07
– Now performs differential pressure and outlet pressure
– New faults associated with sensor
– Shop exhaust system may cause a fault when in for service

31
 Diagnostic Changes

2 Engine connecters vs. one on 850, 2150, 876, & 871

1 OEM harness connector at ECM (60 pin)

1 OEM harness connector on engine harness (24 pin)

No 4 pin OEM power connector to use as an INLINE power
supply

Over-foam harness

Engine harness checks at connector very difficult

No repair of Engine harness connectors or pins at the ECM

32
 CM2250 Fault Code Troubleshooting
Manual

Replaces the traditional “Electronics Troubleshooting &
Repair Manual”

Fault codes only

It does not include:

Symptom trees

No section 19 procedures

No test lead part number references

Format changes

Separate overview in troubleshooting (shop talk &
conditions)

Related procedures

33
 New Fault Codes

Fault Codes 553 or 559

– Fuel System faults

Fault Codes 1981 and 1922
– Both have new service strategy
– Procedural changes following extensive testing
– A DPF can be cleaned of soot and successfully regenerated
after a 1981 or 1922
– DOC and/or DPF reuse following coolant intrusion

34
 Wiring Diagram

Public & private J1939 datalinks

Cummins & OEM responsibility areas are not
specific to certain areas – look for the dashed
lines

35 CUMMINS RESPONSIBILITY
 Engine Over-Crank Protection

“Starter Lockout” is a new adjustable feature

– Default setting is “enabled” in all MR engines with Cummins branded starters

How it works:
– If starting motor is engaged for 30 seconds continuously the starter will be locked out
from operation for 2 minutes before cranking can resume
– All cranking time is counted by the ECM and counts towards an Over-Crank
protection timer
– When cranking stops, the protection timer begins its countdown. The longer you
crank, the longer the timer will need to count down
– Wait to Start Lamp (if equipped) will flash for 2 minutes when Over-Crank protection
begins
– When lamp stops flashing, the starter can again be operated

36
 Over-Crank Protection Continued …

How to avoid activating the protection feature during diagnostics:

An example is a no-start fuel system test where you are asked to

crank the engine for 30 seconds and observe a fuel measurement

To avoid the protection feature it is suggested that you engage the

starter for 15 seconds on, followed by 15 seconds off, and then the
final 15 seconds on. Key off the engine and read the measurement

By moving the key away from the start position the protection
timer starts its countdown. After the 15 seconds at rest the timer is
reset

This allows you a few additional seconds (a margin) to complete

your 30 second test

37
 Why are test leads needed?

Use of incorrect or improvised test leads and multimeter probes can damage
connectors in wiring harness by spreading pins
– Some harnesses such as HHP, EPA2010 Midrange and EPA Tier 4 Midrange cannot
be repaired in all areas of the harness
– Warranty does not pay for physical damage you cause. Should your customer?

Use of alligator clips, incorrect, or improvised test leads can also remove the
precious metal plating of the wiring harness or ECM pins
– Shortens life of harness or ECM
– May cause intermittent or temporary connection
– Complicates troubleshooting efforts
• New problems can be caused by wrong test leads
• Wrong test lead (bad connection) can put you in a troubleshooting loop

Use of incorrect test lead, improvised test lead, or multimeter lead can cause
testing errors
– Electrical measurements can be in specification, but only due to increased tension or
abnormal contact
– Testing with the correct test lead produces the identical contact relationship of the
sensor and harness

38
 Test Lead Usage

Pin
Normal
to Socket
Pin torelationship
Socket relationship
following
occurs
Pin use
when
of relationship
to Socket incorrect
correct test
testfollowing
lead
leadis used
use
of multimeter lead

Integrity of connection is maintained

Integrity of connection is lost

Integrity of connection is lost

39
 Electrical Test Lead Kit

Part 4919115

Contains 29 Test
Leads

PDF in toolbox
cover
– Aids in selecting the
right test lead for the
connector/sensor
being tested
– Aids in identifying
part number for lost
or damaged test
40
leads
 PowerMatch

The Cummins’ PowerMatch tool will NOT be capable of

derating an existing rating to create a new, custom
rating.

This change is driven by new emissions certification
requirements for Tier 4 interim.

The certification requirement for Tier 4 interim has
changed from an 8 mode steady-state certification at Tier
3 to an 8 mode steady-state + NRTC (non-road transient
cycle) + NTE (Not to Exceed) requirement.

The PowerMatch de-rate capability is the only feature
that will not be available for tier 4 interim.

All other Powermatch features are planned to be
available at Tier 4 interim.

41