QSV 81/91 Series Gas Engines

Module 9 - Trouble-shooting & Calibration

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 Trouble-shooting & Calibration Module

Learning Objectives
On completion of this module you will understand the importance of a logical
approach to trouble-shooting and possible causes relating to specific faults. In
addition you will be able to demonstrate the correct procedure for calibration
and monitoring of the main control modules using Caltherm.
(Cummins Calibration Terminal).
Agenda
• Trouble-shooting Approach & Tips.
• Calterm & System Calibrations (Modules, Load Signal & Knock Sensors).
• FSO Valve Operation.
• Bank Identifier Check.
• Start-up & Trouble-shooting Steps.
• Sensor Data & Recording.
• AMP Connector Repair

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 Approach

“ Refresh our memory Sir ! What was the problem with your car ” ?

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 Trouble-shooting Tips

Always follow the trouble-shooting trees in the O&M and T&R manuals.

• Remember Cummins Warranty will only pay for a logical approach as set down
in the trouble-shooting trees.

• Look for and eliminate the simple things first in logical progression.

• Be thorough when undertaking each step, never make assumptions!

• Use trouble-shooting aids where appropriate, e.g. Fluorescent Coolant Tracer.

• Use all relevant information available; Engine Temperature, Oil Pressure, Load
Conditions, Air Manifold Pressure, etc.

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 Trouble-shooting Tips

• Engine Run Conditions

Remember with air, gas and ignition the engine will run! (Use HMI or
Calterm to find the missing component).

• Vent Cycle
At each start after E-stop or system reset the engine will vent without gas for
12 seconds of crank. It will then rest for 5 seconds and then proceed to crank
for 12 seconds with gas “on”.

• Under Speed Fuel Inhibit

The 558 has has a feature to prevent engine fuelling if the cranking RPM is
too low (>100 rpm). The primary reason is to prevent unburned fuel from
filling the exhaust system.
Check this is not the cause if the gas valve fails to open on start!

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 Calterm
The CALTERM engineering tool is currently used in the test cells (Daventry and
Manston).
WARNING: This tool allows changes to be made which could damage the
engine or create conditions favourable to an exhaust explosion.
a) Operators should be trained in its use.
b) Changes made should be recorded.
c) To run Calterm the PC must be re-booted in DOS mode.
d) Changes made on a running engine should be typed, then verified before hitting
the enter key. The backspace key is used to clear incorrectly typed numbers. If an
incorrect value is entered, the engine should be shut down immediately (run to
stop, manual FSO switch, or E-stop). Do not attempt to re-enter a correct value on
a running engine once an incorrect value has been entered.
e) The F7 key alternates between development mode and default calibration
mode. The ALT-F7 key toggles between screens. Operators must take care !

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 Calterm
f) To set up the screens with the desired parameters, type in code and press F2 to
save. It is possible to have 16 parameters per screen, maximum 5 screens.
g) Changes are made on a running engine in development mode. If successful,
they must be saved as a new program and then re-down loaded to become the new
default calibration. Any changes made in development mode and not saved in this
way will be lost and the system will revert to the original default settings.
REMEMBER! The F7 key alternates between development mode and default
calibration mode. The ALT-F7 key toggles between screens. Operators must take
care!

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 Calterm

Calterm uses a number of recognisable prefixes:

PREFIX DESCRIPTION
JC39 Cense Signal Remember:
( J1939 Data Link )
AN Analogue Input (Sensor Value) Boot in DOS

C Calibratable Limits CD:\ CALT

Password - CWEC
AF Table Values (Maps)

Flashing fault codes - are ACTIVE

Steady fault codes - are INACTIVE and can be reset
NOTE: No code for barring gear switch (only HMI).....!
Always check position first.
Now let’s look at the actual Calterm program on screen!

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 Calterm

Engine Panel
Service Connector

INLINE
II

CALTERM
SOFTWARE
CALIBRATION TERMINAL
DIRECT CONNECTION TO ENGINE VIA INLINE II ADAPTER

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 MCM700 / SSM558 Downloading Calibration (1 of 2)
1) Make sure all modules are plugged in and grounded properly then switch
on the main power supply. (Red and Yellow switch on engine panel).

2) Install special down load plugs to each bank (first download calibration of
SSM 558’s only). ForCONFIDENTIAL
bank ‘A’ & ‘B’ jumper pins 3,5 & 6. ( Part No.
3428972).

2) Select MCM700 or SSM558 on the engine panel selection switch.

4) There are 3 security code parameters which need to be changed before

downloading the calibrations to the module:
a) CONFIDENTIAL
b)
c)
Once these values are changed Press ESC and go to calibration.

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 MCM700 / SSM558 Downloading Calibration (2 of 2)
5) Download from disc to Caltherm buffer;
e.g. Caltherm / CWEC / SSM558 / 18V500 / 0139AD01.cal
0139AD01 = Calibration Code example.
0139 - Last four digits of engine serial number
A - A, B or M ( Cal SSM558 A/B bank or MCM700 )
D - D, R or S (Daventry, Ramsgate or Service)
01 - 01,02 or 03 (Calibration revision number)
6) Now download from Calterm buffer to Flash MV (destination option).

7) On completion of calibration for both 558’s remove special download

plugs and install the plugs for normal operation.
NOTE: Download plugs NOT required to make SSM558 calibration changes
once initial download completed, BUT remember to change all calibration
codes as above and log new code and changes with Cummins.

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 Load Signal Calibration
The control system requires generator output power signal to run properly at load.
The signal (linear, 4-20 m-Amp) is connected to the engine interface box via the
OEM connector. The signal range should be entered into Calterm and the
calibration downloaded to the MCM700 before the engine starts. This calibration
is site dependant...it will not necessarily be the same in Surgeres, Daventry,
Ramsgate and possibly at the customer site. Refer to Cummins.
Calibration procedure for the Kwatt load sensor:
ANKWLGN = gain for load sensor calibration * Obtain site figures for gain
ANKWLOFF = offset for load sensor calibration and offset from Cummins.

C-KWEFF = Efficiency of generator (Genset applications = 0.965 for frame 7)

OR
= Brake power (dynamometer = 1.0 for engines without alternator)
Download calibration ANKWLOFF, ANKWLGN, C_KWEFF to the MCM700.
Record the value entered and downloaded for ANKWLOFF and ANKWLGN

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 Knock Sensor Calibration

Set knock sensors at 70 percent engine load to

Knock Sensor:
read 1.0 volt average or 1.1 maximum instantaneous
value. Record offsets for later download. NOM OUTPUT : 1v dc.
> 1.8 v IGN retarded 3º
It is recommended that timing be retarded globally (twice max = 6º)
two degrees before the knock sensors are calibrated. > 2.8 v Engine Shutdown
C_STMOFF is the global map timing offset
(negative is retarded).
Electrical noise problems have been observed which
result in high knock signals when the engine is
known not to be knocking. If shutdown problems
occur, the lower knock threshold (C_STKTHR) can
be moved up to a maximum of 1.8 volts.
NOTE: The severe knock threshold (C_STKSTH)
should not be altered without consulting engineering.

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 FSO Valve Operation Test
• Set up CALTERM for 558 to monitor ANFIP/ANGMF (gas press/flow at Flowtech P1-P2)
• If ANFIP is > 14.8psia, or ANGMF on bank A/B is >10 lbs./hr, then FSO valve is open.
a) Open manual gas valve. Shut again if ANFIP or ANGMF rises (i.e. block valve is open).
b) Disconnect ignition harnesses from CCDs. Turn manual FSO switch on console to ‘off’.
Pre-lube/crank engine. Cam sync. should be established on both banks. ANFIP /ANGMF
should indicate FSO is closed. If FSO is open, stop engine and shut manual gas valve.
c) Turn manual FSO switch ‘on’. Verify that gas flow is zero (if not, stop and close manual
gas valve immediately). Crank engine. As soon as cam sync is established, ANFIP and
ANGMF should increase (gas flow to engine). As soon as gas flow starts, stop engine.
d) Gas flow should return to zero on stopped engine (if not, close manual gas valve). Shut
FSO switch ‘off’ and crank the engine twice for 12 seconds each time. Verify that there is no
gas flow. The crank cycles will ventilate the engine.
e) Crank engine with bank-A, then bank-B engine position sensor disconnected. Verify that
the FSO does not turn ‘on’.
f) Verify that the remote emergency stop cuts the FSO valve. Reconnect ignition harnesses.

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 Bank Identifier Check

Failure to have the correct bank identifier for the SSM558 controllers may cause
an exhaust explosion. The purpose of this procedure is to verify that the correct
bank ID connectors are installed. This procedure should be repeated any time the
bank ID connectors or bank harnesses are removed from the engine.
a) Connect to the J1587 or J1939 data-link to bank-A.
b) Remove Bank-B bank ID connector.
c) Verify CALTERM variable DIBANKID
indicates bank-A. A-Bank ID Connector.

d) Reconnect B-bank ID connector.

e) Disconnect bank-A bank connector.
f) Verify CALTERM variable DIBANKID
indicates bank-B.
g) Reconnect A-bank connector.

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 Start - Up Tips

For information, here is a list of the safety switches in the MCM700, check the
condition of these on the MCM700 screen if an engine will not start.
Calterm switch name Description 'Start mode' enable position
DS23SWSS RUN/STOP switch OFF
NOTE:
DS10SWSS IDLE/RATED switch OFF
DS06SWSS Alternator status OFF MMSHCS - Last shutdown reason!

DS15SWSS Barring device engaged ON (fail safe)

DS20SWSS Emergency stop ON (E-Stop logic, ON = N/C, fail safe)
DS19SWSS Safety wire monitor OFF
DS13SWSS Shutdown over-ride OFF
DS09SWSS External shutdown 0FF
MMEGST - Is the engine state parameter from MCM700, this must read 'READY' to
enable a start. If the above switches are not in the above configuration, then
MMEGST will read 'SHUTDOWN'.

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 Start - Up Tips
Before attempting the first start
• Eliminate all fault codes on MCM700 and SSM558’s.
NOTE; Nuisance codes for FSO and throttle minimum position may occur at
shutdown but can be reset. Eliminate all others.
• Verify that all sensors are working properly
• Verify that all modules are in STOP mode
MCM700 = MMEGST & SSM558 = FSEGST ... If not why....
External E-Stop - DS20SWSS (OFF)?
or Barring gear engaged - DS15SWSS (OFF) ?
• Attempt to start!
If engine fails to start
• Verify that gas control valve is opening - (558) ANFIP>14.8psia cranking,
typically 16.5 psi.
• If not, verify both cam and crank sync by fault code.
• If no sync, adjust sensors (crank 0.8mm - 3flats / cam 0.4mm)

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 Trouble-shooting - Start Failure

• Check relays 11-14, (safety wire loop) in the engine interface box are
energised, if not the engine will not command the fuel shut-off valve open.
• Try system reset first by;
Toggling the key switch for 5-8 seconds and recheck the relays.
Or, toggle power switch on the interface box itself.

Many times, system reset is all that is necessary to prepare the engine for restart!

• Ensure that engine is being supplied with adequate gas pressure.

• Ensure that all system sensors are reading properly.
• Ensure that the MCM700 does not have a start inhibit due to the barring
device being engaged.
• Ensure that the fuel shut-off valve is actually opening. The engine is
efficient, but not efficient enough to run on air alone!

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 Trouble-shooting - No Module Communication

• Ensure power LED on INLINE II is illuminated.

• Ensure key switch is ‘ON’.
• Check 24 volt supply to modules - use wiring schematic.
• Check data signal (J1587) is reaching data-link (approximately 2.0 Vdc on
service connector, pin F (+) , pin E (-)).
• Ensure PC set-up for correct communications port (normally, com port 1
used).
• Ensure CALTERM is set-up for INLINE II 1708 (another name for J1587)
communication.
Remember, you have to tell Calterm if you want to use 1587 (1708) or J1939
on setup. We recommend 1587 (1708) and the selector switch !

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 Trouble-shooting - Engine Misfire

Recognised by exhaust stack movement and unstable speed of at least 50RPM.

• Identify problem cylinder(s) by exhaust temperature:

firing at F/L approximately 565º C (1050º F), not firing < 205º C (400º F).
• Check Ignition;
- Spark Plug (oil on electrodes / HT tracking, etc.)
- Coil (COP HT breakdown / failure)
- CCD (Failure, use control schematic)
• Check engine not running too lean (Lean cylinders will run colder but not
< 400º F)
• Adjust C_ LMDOFF lower to en-richen the engine. Make only small
changes at a time (+/- 0.03 max), i.e. change only A-bank value - 0.03
• If cylinder fails to warm up after enriching the mixture to the maximum
value recheck the ignition then inspect cylinder using a bore-a-scope / check
compression.

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 Trouble-shooting - Engine Misfire

• MCM 700 software update (technical order 4010983)

If more than 3 cylinders report misfire MCM shuts down as critical failure
(E-STOP) . The HMI reports CCD failure.
Safety - Prevents ‘V’ engine running on one bank and possible exhaust gas
explosions.

• Coil on Plug Failures

COP with shorted secondary windings (nominal approximately 18.7 K ohms)
may blow F8 and can also damage the CCD module.
BEWARE - If in doubt, check COP’s before replacing ‘F8’ or fitting a new
CCD.

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 Sensor Data

Start-up / commissioning data check.

Check and record the Sensor data (all Sensors) on warm, idling engine then
record all values at rated speed no load.
Check both SSM558 banks A & B.
Speed = rpm Comments:
Load = KW
CALTERM Recorded Recorded Acceptible Comment
Name value , value , Value
Bank-A Bank-B
t a.
(units)
a
1 Battery Voltage ANVBT
o r drecord
seen by
SSM558 u t - Sens value
24-28 volt
2 Bank an
DIBANKIDdo record
r
Identificationto h value
3
Refe
Intake Manifold ANMAP record
Pressure value
4-8 psia

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 AMP Connector Repair
• Separate the two parts of the connector.
Use a screwdriver to lift the mating tabs, Mating
while pulling the connector apart. Tab
Locations
• Pries the red wedge lock tabs apart using a
screwdriver and raise the wedge lock
slightly (do not remove).
• Select the pin to be removed, rotate back
& forth while removing from the rear of the
body.
• Replace the pin, insert, lock in place with
wedge lock, mate connector halves.
NOTE; Inserting the pin into the wrong
location breaks the membrane and provides
wedge Lock
a path for moisture to enter the connector.
and Tab

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Module 9 - Trouble-shooting & Calibration

Team Task
Practical
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 Control Simulator

Split into groups of 2/3.

Use the control simulator to work through one or more of the
control problems outlined.
• KW load signal calibration.
• A/F ratio adjustment, open/closed loop switching. Select
closed loop control (T/B) and adjust lambda ratio to 1.8
(TB SENS = 6 on old programs or =1 on new programs).
• Confirm Crankshaft and Camshaft sync.
• Knock & Load sensor calibration.
• Trouble-shoot one sensor & one communication fault.
REFER TO HANDOUT FOR DETAIL & INSTRUCTION

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Module 9 - Trouble-shooting & Calibration

End
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