3500B Electronic Sensors Slide/Text Reference

This presentation covers the use of various types of electronic sensors & their
related functions in the operation of the 3500B engine with electronic unit injectors
(EUI).

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All of the electronic components can be categorized into serving under three basic
functions: Input, Control and Output.

Inputs – examples would include sensors, such as the coolant temperature sensor,
switch inputs like the by-pass switch. Also, ground and power all provide input to
the ECM.

Devices that would control the engine are the personality module, the software
which defines the horsepower and torque of an engine. Parameters, settings in the
PM which could influence the overall operation or performance. The ECM, which
can’t be repaired, but acts as the housing for the electronic circuitry. Lastly, the data
links, which are used for two way communication between the engine and other
electronic vehicle control systems.

Finally, outputs such as the injectors provide precise fuel delivery. Warning lights
give notice of an impending problem and gages like the tachometer, which can be
driven by the ECM.

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The concern is not how the ECM circuitry operates, but how it interacts with the
engine. We are not allowed to disassemble the ECM, so the internal circuitry is
irrelevant. Our focus are the steps needed with the ECM to troubleshoot the wiring
harness and sensors in certain situations. Furthermore, utilizing it as a device to
provide legal and optimal performance for the customer.

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The ECM powers the components necessary for proper operation, and then monitors
their input through a return signal. After vigilantly powering and monitoring the
components, the ECM controls the exact operation of the engine.

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To perform efficiently, the ECM requires proper levels of positive battery input and
ground. A personality module (P/M) creates the engines “personality.” For
instance, it defines whether the engine is a 3508B or 3516B.

Example: With the game of Nintendo, the main control box would be the ECM.
The game, e.g. Mario, you choose to play would be the P/M. Remember,
communication with the ECM cannot be accomplished without proper battery
power and a P/M.

Also, the ECM needs the parameters to be defined, and input from the sensors.

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1993 to 2001 for EPG, Industrial, Marine, this ECM was 8 bit, 40 pins

There actually was an ADEM I on 3508’s in the mid 80’s (D11 and 777 Truck). It had a fuel
passage, and a replaceable personality module. This was used from 1988 to 1991. It had one 70 pin
connector. It was too limited on pins and sockets for use in on-highway truck.

All above had personality module that had to be replaced to change it. They were not able to be
FLASHED. (FLASH is a term coined by Intel. This process allows the P/M to be changed without
opening a cover on the ECM to change the chip. This is faster and prevents getting dirt and/or
moisture into the sealed ECM housing). All below could be FLASHED.

From 1993 to present day, ADEM II was introduced. It was the first to have two connectors. At first,
it had a personality module that could be changed or FLASHED. This was the first to sort out the
OEM and Cat connections – two 40 pin connectors. This has dual 16 bit microprocessors. ADEM II
was on truck from 1993 to 1998 C-10, C-12, 3176B, 3406E, 3126. It was on non-truck 3406, and
3500B from 1994 to 2001.

In 1995 we no longer produced engines with the removable personality module. From there on,
ECM’s had to be FLASHED.

ECM serial number is clearly marked on the front. It is a 10 digit number that ends in two letters.
After paint, it is difficult or impossible to read. There is also a CAT part no. However, when hooked
up with ET, you can read the serial number.

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There are twin heavy duty 40 pin connectors. This was the first electronic control
module to separate the engine and vehicle/customer interface connectors. It is a
sealed aluminum housing with four shock isolators to reduce vibration. Fuel is
routed through special passages in the ECM housing for efficient operation. The
fuel passage is in line with the transistor drivers for the injectors. The fuel helps
prevent thermal cycling. The intent is not so much to cool the ECM as it is to
maintain a more constant ECM temperature.

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The internal circuitry consists of a highly integrated PC board with dual 16 bit
microprocessors. It has a 10 layer board with 1000 to 1200 components. Also, this
ECM incorporated a self-diagnostic electronic system that could potentially warn of
an engine system problem or event. Earlier ECMs were used mainly for engine
governing, but had little additional functionality. As more functions were added,
such as engine protection monitoring, PTO control, and a host of various other
programmable parameters, the ECM and the P/M software had to become faster and
more complex.

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A second board allows the ECM to be used on larger engines.

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The electronic control system includes Engine Monitoring. The system monitors
engine oil pressure, coolant temperature, inlet manifold air temperature and coolant
level. All truck engines are shipped from the factory with the following sensors: oil
pressure sensor, coolant temperature sensor and inlet manifold air temperature. The
OEM is responsible for providing and installing the coolant level sensor. The
coolant level sensor is the only sensor that can be individually selected for Engine
Monitoring. The ECM Customer Programmable Parameter enables the coolant level
sensor. The default factory setting is “enabled”. The ECM Customer Programmable
Parameters have four modes that are for Engine Monitoring:
•Off Mode – The ECM will ignore the oil pressure sensor and the coolant level
sensor. Coolant Temperature is still used for Cold Mode. Inlet Manifold Air
Temperature is used for operation in cold air regardless of the engine monitoring
mode.
•Warning Mode (Factory Default) - Warning mode uses the following sensors: Oil
Pressure, Coolant Temperature, Inlet Manifold Temperature and Coolant Level.
When a diagnostic code is active, the Check Engine Lamp will flash and the
Warning Lamp will come on.
•Derate Mode - Derate mode and Shutdown mode allows the ECM to alter engine
performance. Derate mode and Shutdown mode helps the engine avoid damage. The
engine should return to normal conditions. When the engine is derated, the Check
Engine Lamp and the Warning Lamp will flash.
•Shutdown Mode – will cause the warning and derate to take place. In addition, if
time limit conditions are met for very low oil pressure, very high coolant
temperature, and very low coolant level the engine will shutdown.

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These codes indicate an event. The codes are not necessarily an indication of a
problem within the electronic system. However, these events could cause damage
to the engine. They are time and date stamped in the ECM, and require factory
passwords to remove. Event codes may come into play for liability and legality
reasons.

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Information is stored on ECM that can be retrieved by the customer. Maintenance

information is available which allows the customer based on fuel or hours to match
service interval to the application. In addition to maintenance data, ECM
calculates, records, and stores valuable data for the user. The customer has the
ability to trouble-shoot failures and diagnose problems like fuel consumption
(excessive idle time). Engine records information before, during, and after faults,
enhancing failure diagnosis.

Customer has accurate records of the actual load factor for each job and lifetime of
engine.

Instantaneous - Engine rpm, percent load, fuel rate, temperatures, pressures, battery
voltage
Current job - hours, fuel used, idle time, idle fuel used, average load factor
Lifetime totals - engine hours, total fuel used, total idle fuel used, total idle time,
average load factor, total maximum fuel used
Histograms - percent load vs. time, engine speeds vs. time

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Pressure sensors:
Oil - 3500B series engines have oil pressure sensors both ahead and after the engine oil filter. The oil pressure
sensor is an absolute pressure sensor that sends signal to the ECM for oil pressure display, monitor filter
restriction and low oil pressure condition. The ECM uses the sensor input only if the parameter for Engine
Monitoring is programmed to Warning, Derate, or Shutdown. The sensor is supplied by the ECM with +5 VDC.
The output voltage of the sensor is from 0.5 VDC to 4.5 VDC.

Fuel – 3500B series engines have fuel pressure sensors both ahead and after the secondary fuel filter to monitor
fuel filter condition. The sensors are supplied by the ECM with +5 VDC. The output voltage of the sensors is
from 0.5 VDC to 4.5 VDC.

Turbo Oulet (Boost) – The turbo outlet pressure sensor is an absolute pressure sensor that measures inlet
manifold pressure. The difference between the inlet manifold pressure and the atmospheric pressure measured
by the atmospheric pressure sensor is called the boost pressure. This boost pressure signal is send to the ECM to
control the FRC limit (Fuel Ratio Control). At higher the boost pressure, the ECM increases the limit for the
FRC in order to allow more fuel into the cylinders. The boost pressure sensor is supplied with +5 VDC by the
ECM. The output voltage of the sensor is from 0.5 VDC to 4.5 VDC.

Atmospheric – The atmospheric pressure sensor is an absolute pressure sensor that sends signal to the ECM for
use in engine control and derate accordingly at high altitude. The sensor is supplied with +5 VDC by the ECM.
The output voltage of the sensor is from 0.5 VDC to 4.5 VDC.

Crankcase – This sensor is supplied with +5 VDC by the ECM and measures the crankcase pressure. The output
voltage of the sensor is from 0.5 VDC to 4.5 VDC. The information is used to warn the operator of high
crankcase pressure.

Turbo Inlet - This sensor is supplied with +5 VDC by the ECM and measures the inlet air pressure immediately

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after the air filter. The output voltage of the sensor is from 0.5 VDC to 4.5 VDC. The information is used to warn the
operator of Inlet Air Filter Restriction.

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Position sensors let the ECM know where a parameter is, for example:
Level – The coolant level sensor is installed by the customer.

ADEM II Engine speed/timing - The engine speed/timing sensor receive +12.5 VDC supply from the ECM and
is used to determine both engine speed and fuel injection timing. The sensor detects this information from a
timing wheel on the camshaft and sends signals to the ECM. The sensor outputs signals are Freq & PWM
signals that indicate speed & TDC position respectively. Timing calibration is performed by connecting a
magnetic sensor that senses the motion of the crankshaft through the flywheel.

Speed sensors - The speed sensor is an electromagnetic pickup that measures flywheel speed. The sensor
measures flywheel speed from the rotation of the gear teeth on the flywheel. The sensor output signal is in Freq
and does not send to the ECM. This signal is used by the application that the engine is used for, e.g. Generator,
Off-highway truck, etc.

Temperature sensors:
Coolant - The engine coolant temperature is measured by an electronic sensor that is mounted on the water
outlet housing. The signal from the coolant temperature sensor is used to modify the fuel mixture and the timing.
This results in improved cold starting and improved cleanup of white smoke. The ECM supplies the coolant
temperature sensor with +5 VDC. The output voltage of the sensor is from 0.5VDC to 4.5VDC. The output
voltage of the sensor depends on the temperature of the engine coolant. The coolant temperature sensor is used
to indicate cold mode operation, and used for engine monitoring.

Aftercooler – The aftercooler coolant temperature sensor is for coolant temp output display and is required in
SCAC (Separate Circuit Aftercooler).

Exhaust temp sensor – These are digital sensors that measure the exhaust temp to the turbochargers. The
sensors receive +8 VDC supply and output in PWM signal to the engine ECM. The exhaust temp is used to

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derate the engine to prevent further engine damage if an unacceptable temp is reached.

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Active sensors have the circuitry or “brains” inside the sensor They require power
from the ECM to function properly. In order to check an active sensor it must be
powered. Active sensors have 3 wires, supply, common or ground, and a signal
wire.

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Passive sensors do NOT require power from the ECM. The “brains” for the sensor
are located in the ECM. This two wire setup measures resistance and is cost
efficient.

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Shown here are the ADEM II engine speed/timing sensors. The engine speed/timing
sensor is used to determine both engine speed and fuel injection timing. The sensor
detects this information from a gear/wheel attached to the camshaft. The timing
calibration is performed by connecting a magnetic sensor. The sensor is connected
through the speed circuit, sensing motion of the crankshaft.

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The Speed/Timing Sensor is an active sensor. It needs approx 12.5VDC to power up

the internal electronic circuitry.

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Show here is a close-up graphical diagram of the internal circuitry of the

Speed/Timing sensor.

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A unique tooth pattern on the camshaft drive gear allows the ECM to
determine camshaft position and engine speed. The cam gear has twenty
four teeth. Twenty one teeth are large, and three are small.

The sensor sends a pulsed signal to the ECM as each tooth passes. The
ECM counts the pulses to determine the engine speed, memorizes the pattern
of the pulses and compares that pattern to a standard, in order to determine
crankshaft position. Once the ECM locates the number one cylinder the
firing sequence is established.

A “slip-head” plunger on one end of the sensor is used for installation

purposes. The slip-head must be out for proper speed/timing signal
accuracy.

NOTE: If the sensor is removed and the slip-head was retracted, it is

important the slip-head is pulled out, and the sensor installed on a wheel
tooth. Damage could occur to the slip-head or engine if this procedure is
not followed.

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The engine speed timing sensor has a heavy hex-shaped aluminum body for
durability. It utilizes a straight thread o-ring mount for a leak-free engine.
Additionally, a Deutsch connector is used for trouble-free operation.

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Engine Speed/Timing sensor is one of the key electronic components for starting.
Later, we will go into more detail about the other key components for starting.

This slide shows the wiring for single and dual Speed/Timing sensors.

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An example of PWM sensor is the exhaust temperature sensor. The output is a

constant frequency signal, indicated by the height. The pulse is indicated with the
width, and varies with the exhaust temperature. So, duty cycle is equal to percent of
time on versus percent of time off. For example:

Exhaust Temp Duty Cycle

Below 49ºC 10 – 21%
49 – 851ºC 22 – 88%
Above 851ºC 88 – 90%

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The coolant level sensor continuously monitors coolant level and sends information
to the ECM. It is a heavy metal body for durability purposes. In addition, straight
thread o-ring mounts are used for a leak-free engine.

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In the coolant level sensor circuitry there are 3 wires.

-The first wire is the 8 volt supply.

-The second wire is the coolant level signal wire. When the coolant level is normal,
I.e. fluid is present, the wire sends a 0 volt signal to the ECM. When the coolant
level drops below the tip of the sensor, I.e. no fluid present, the wire sends out 4.75
– 5 volts signal to the ECM.
-The third wire is the ground.

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A problem seen with the 111-3794 coolant level sensor was when it became coated
with Extended Life Coolant (ELC), it would no longer sense coolant level. For this
reason, in March of 2001 it was replaced by the 165-6634.

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The status screen is a good fundamental way of checking the wiring and sensor. If
not wired properly the status screen may give a strong indication of the problem.
With the engine “cold”, temp sensors should read roughly current ambient
temperature. The following is a list of our temperature sensors:

- Engine Coolant temperature

- Aftercooler temperature
- Exhaust temperature

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The above shows an active sensor for temperature sensing.

It has an internal circuitry that needs approx 5VDC to power it up.

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Temperature sensors are input information to the ECM. The ECM utilizes various
temperature information to adjust fuel rate, boost and to protect the engine.

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The ADEM II active coolant temperature sensor is a 5 volt sensor with a heavy
brass body for trouble-free service.

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These exhaust temperature sensors are digital sensors that measure the exhaust temperature to the
turbochargers. The sensors receive +8 VDC supply and output in PWM signal to the engine ECM.
The exhaust temp is used to derate the engine to prevent further engine damage if an unacceptable
temp is reached.

EXHAUST TEMPERATURE SENSOR (P/No. 163-7882) DUTY CYCLE SPECIFICATION

TEMPERATURE DUTY CYCLE

50 to 200 ° C (122 to 392 ° F) 22 to 33 %
200 to 400 ° C (392 to 725 ° F) 33 to 50 %
400 to 600 ° C (725 to 1112 ° F) 50 to 67 %
600 to 850 ° C (1112 to 1562 ° F) 67 to 88 %

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Pressure sensors include:

- Atmospheric
- Engine Oil
- Turbo Inlet & Outlet
- Fuel
- Crankcase

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Pressure sensors continuously monitor system pressure and send information to the
ECM. They have a heavy metal body for trouble-free service and durability. There
is a large orifice to sense the pressure.

Pressure sensors will have a voltage supply, ground, and signal wire. All these types
of sensors are a 5 volt, analog, active sensor.

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Pressure sensors are active sensors with internal circuitry that needs approx 5VDC
to power them up.

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The atmospheric pressure sensor is an absolute pressure sensor. Both the boost
pressure and the oil pressure are communicated to the service tools and over the
data link. The two pressures are calculated by subtracting the reading for the
atmospheric pressure sensor. The atmospheric pressure sensor measures pressure
from 0 kPa (0 psi) to 116 kPa (17 psi). The atmospheric pressure sensor is supplied
with + 5 VDC by the ECM.

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The oil pressure sensor is an absolute pressure sensor that measures oil pressure in
the oil gallery. Oil pressure is communicated over the data link and the oil pressure
is displayed by the electronic service tool. The ECM uses the sensor input only if
the parameter for Engine Monitoring is programmed to Warning, Derate, or
Shutdown. The oil pressure sensor measures pressure from 0 kPa (0 psi) to 1135
kPa (165 psi). The sensor is supplied by the ECM with 5 VDC.

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The turbo outlet (boost) pressure sensor is an absolute pressure sensor that measures
inlet manifold pressure. The difference between the inlet manifold pressure
measurement and the pressure that is measured by the atmospheric pressure sensor
is called the boost pressure. The information is communicated to the service tools
and over the data link. The boost pressure sensor measures pressure from 20 kPa (3
psi) to 472 kPa (68 psi).

This boost pressure signal is send to the ECM to control the FRC limit (Fuel Ratio
Control). At higher the boost pressure, the ECM increases the limit for the FRC in
order to allow more fuel into the cylinders. The boost pressure sensor is supplied
with +5 VDC by the ECM. The output voltage of the sensor is from 0.5 VDC to 4.5
VDC.

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The turbo inlet pressure sensor is supplied with +5 VDC by the ECM and measures the inlet air pressure
immediately after the air filter. The output voltage of the sensor is from 0.5 VDC to 4.5 VDC. The information
is used to warn the operator of Inlet Air Filter Restriction.

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The crankcase pressure sensor is supplied with +5 VDC by the ECM and measures the crankcase pressure. The
output voltage of the sensor is from 0.5 VDC to 4.5 VDC. The information is used to warn the operator of high
crankcase pressure.

High crankcase pressure may indicate worn piston rings and may cause turbocharger failure because the engine
oil that cools and lubricates the turbocharger is through gravity feed. High crankcase pressure will hinder the
proper flow of engine oil to the turbocharger.

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3500B series engines have fuel pressure sensors both ahead and after the secondary fuel filter to monitor fuel
filter condition. The sensors are supplied by the ECM with +5 VDC. The output voltage of the sensors is from
0.5 VDC to 4.5 VDC.

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