Dodge Cummins Articles: Electrical

OPERATION
The Accelerator Pedal Position Sensor (APPS) provides the Engine Control Module (ECM) with two DC voltage signals which change as the position of the accelerator pedal changes. One of the DC voltage signals will be half the voltage of the other signal.

REMOVAL
CAUTION: Do not attempt to separate or remove the Accelerator Pedal Position Sensor (APPS) from the accelerator pedal assembly. The APPS is replaced as an assembly along with the pedal. If sensor is removed from pedal, its electronic calibration may be destroyed.

1. Disconnect 6-way electrical connector at top of APPS (2).
2. Remove APPS lower mounting bolt (4) and two mounting nuts.
3. Remove pedal and APPS assembly from vehicle.

INSTALLATION
CAUTION: Do not attempt to separate or remove the Accelerator Pedal Position Sensor (APPS) from the accelerator pedal assembly. The APPS is replaced as an assembly along with the pedal. If sensor is removed from pedal, its electronic calibration may be destroyed.

1. Position pedal and APPS assembly to its mounting bracket.
2. Connect 6-way electrical connector to top of APPS (2).
3. Install APPS lower mounting bolt (4) and two mounting nuts.
4. If necessary. use a Scan Tool to erase any Diagnostic Trouble Codes (OTC's).

CAN Bus Network

Fri, 18 Aug 2017 23:39:52 +0000

CAN BUS COMMUNICATION

DESCRIPTION

The primary onboard communication network between microprocessor~based electronic control modules in this vehicle is the Controller Area Network (CAN) data bus system. A data bus network minimizes redundant wiring connections; and, at the same time, reduces wire harness complexity, sensor current loads, and controller hardware by allowing each senSing device to be connected to only one module (also referred to as a node). Each node reads then broadcasts its sensor data over the bus for use by other nodes requiring that data. Each node ignores the messages on the bus that it cannot use.

The CAN bus is a two-wire multiplex system. Multiplexing is any system that enables the transmission of multiple messages over a single channel or circuit. The CAN bus is used for communication between most vehicle nodes. However, in addition to the CAN bus network, certain nodes may also be equipped with a dedicated Serial Controller Interlace (SCI) or a K-Line serial link bus to provide direct communication between that node and certain sensor inputs.

There are actually three separate CAN bus systems used in the vehicle. They are designated: the CAN-B, the CAN-C and the Diagnostic CAN-C. The CAN-B and CAN-C systems provide on-board communication between all nodes in the vehicle. The CAN-C is the faster of the two systems providing near real-time communication (500 Kbps), but is less fault tolerant than the CAN-B system. The CAN-C is used typically for communications between more critical nodes, while the slower (83.3 Kbps), but more fault tolerant CAN-B system is used for communications between less critical nodes. The CAN-8 fault tolerance comes from its ability to revert to a single wire communication mode if there is a problem in the bus wiring.

The added speed of the CAN data bus is many times faster than previous data bus systems. This added speed facilitates the addition of more electronic control modules or nodes and the incorporation of many new electrical and electronic features in the vehicle.

The Diagnostic CAN-C bus is also capable of 500 Kbps communication. and is sometimes informally referred to as the CAN-D system to differentiate it from the other high-speed CAN-C bus. The Diagnostic CAN-C is used exclusively for the transmission of diagnostic information between the Totally Integrated Power Module/Central GateWay (TJPM or TIPMCGW) and a diagnostic scan tool connected to the industry-standard 1 B-way Data Link Connector (DLC) located beneath the instrument panel on the driver-side of the vehicle.
The TIPM is located in the engine compartment near the battery. The central CAN gateway or hub module integral to the TIPMs connected to all three CAN buses. This gateway physically and electrically isolates the CAN buses from each other and coordinates the b;-directional transfer of messages between them.

OPERATION
The Controller Area Network (CAN) data bus allows aU electronic modules or nodes connected to the bus to share information with each other. Regardless of whether a message originates from a module on the lower speed CAN-B bus or on the higher speed CAN-C or CAN·D bus, the message structure and layout is similar, which allows the Totally Integrated Power Module/Central GateWay (TIPM or TIPMCGW) to process and transfer messages between the buses. The TIPM also stores a Diagnostic Trouble Code (DTC) for certain bus network faults. All modules (also referred to as nodes) transmit and receive messages over one of these buses. Data exchange between nodes is achieved by serial transmission of encoded data messages. Each node can both send and receive serial data simultaneously. Each digital bit of a CAN bus message is carried over the bus as a voltage differential between the two bus circuits whiCh, when strung together, form a message. Each node uses arbitration to sort the message priority jf two competing messages are attempting to be broadcast at the same time. The voltage network used to transmit messages requires biasing and termination. Each module on the CAN bus network provides its own biaSing and termination. There are two types of nodes used in the CAN bus net.w0rk. On the CAN-C bus, a dominant node has a 120-ohm termination resistance, white a non-dominant (or recessive) node
has about a 2500 to 3000 ohm (2.5 to 3.0 kilohm) termination resistance. The dominant nodes on the CAN·C bus are the TIPM and the Powertrain Control Module (PCM).

The termination resistance of two dominant nodes is combined in parallel to provide a total of about 60 ohms. This resistance value may vary somewhat by application, depending upon the number of non-dominant nodes on the CAN-C bus. On the CAN-D bus (or Diagnostic CAN-C) an of the 60-ohm termination resistance is present in the Central GateWay (TIPMCGW).

NOTE: Termination resistance of a CAN-B node cannot be verified with a Digital Multi-Meter (DMM) or Digital Volt Ohm Meter (DVOM). The transceiver of each CAN-B node connects to termination resistors internally. When the vehicle battery Is disconnected, the internal connections of all CAN Bus node transceivers are switched open, disconnecting the termination resistors. Therefore, the total bus resistance measured under
these conditions will be extremely high or infinite, which does not accurately reflect the actual termination resistance of the CAN-B bus.

The communication protocol is used for the CAN data bus is a non-proprietary, open standard adopted from the Bosch CAN Specification 2.0b. The CAN-C is the faster of the two primary buses in the CAN bus system, providing near real-time communication (500 Kbps). The CAN bus nodes are Connected in parallel to the two-wire bus using a twisted pair, where the wires are wrapped around each other to provide shielding from unwanted electromagnetic induction, thus preventing interference with the relatively low voltage signals being carried through them. The twisted pairs have between 33 and 50 twists per meter (yard). While the CAN bus is operating (active), one of the bus wires will carry a higher voltage and is
referred to as the CAN High or CAN bus (+) wire, while the other bus wire will carry a lower voltage and is referred to as the CAN Low or CAN bus (-) wire. Refer to the CAN Bus Voltages table.

Crankshaft Position Sensor (CKP)

Fri, 18 Aug 2017 21:54:43 +0000

CRANKSHAFT POSITION SENSOR

DESCRIPTION
The Crankshaft Position Sensor (CKP) on the diesel engine is attached at the front / left side of the engine next to the engine harmonic balancer (crankshaft damper).

OPERATION
The Crankshaft Position Sensor (CKP) (5) is the primary engine speed indicator for the engine after the engine is running.

The CKP contains a hall effect device. A rotating, notched target wheel (tone wheel) for the CKP is located behind the engine harmonic balancer (2). This has effect device detects notches located on the tone wheel. As the tone wheel rotates, the notches pass the tip of the CKP.

When the leading edge of the tonewheel notch passes the tip of the CKP, the following occurs: The interruption of the magnetic field causes the voltage to switch high resulting in a signal of approximately 5 volts. When the trailing edge of the tonewheel notch passes the tip of the CKP, the following occurs: The change of the magnetic field causes the signal voltage to switch low to 0 volts.

The Camshaft Position Sensor (CMP) also provides a signal to the Engine Control Module (ECM) at all times when the engine is running. The ECM uses this CMP information primarily on engine start-up. Once the engine is running, the ECM uses the CMP as a backup sensor for engine speed.

REMOVAL
1. Raise and support vehicle
2. Disconnect electrical connector (4) at CKP sensor.
3. Remove 1 sensor mounting bolt (3).
4. Remove CKP sensor.

INSTALLATION
1. Position and install CKP sensor (5) to engine.
2. Install 1 sensor mounting bolt and tighten to 9 N·m (80 in. Ibs.) torque.
3. Install electrical connector (4) to CKP sensor.

Engine Wiring Diagram 2013 Cummins 6.7

Fri, 10 Aug 2018 14:28:35 +0000

Grid Heater Relay

Fri, 18 Aug 2017 22:40:03 +0000

GRID HEATER RELAY

OPERATION
The Engine Control Module (ECM) operates the heating element through the intake manifold air heater relay. Refer to the Diagnostic Procedures section for an electrical operation and complete description of the intake heater, including pre-heat and post-heat cycles.

REMOVAL
The intake manifold air heater relay (5) is located in the engine compartment. It attached to a bracket. This bracket is attached to the right battery tray (3). The mounting bracket and relay is replaced as an assembly.
1. Disconnect both negative battery cables at both batteries.
2. Disconnect relay trigger wires (4) at relays. Note position of wiring before removing.
3. Remove nuts (2) at cable connectors and disconnect cables (1) from mounting studs. Note position of cables before removing.
4. Remove two relay mounting bracket screws (6) and remove relay assembly.

INSTALLATION
The intake manifold air heater relay (5) is located in the engine compartment. It attached to a bracket. This bracket is attached to the right battery tray (3). The mounting bracket and relay is replaced as an assembly.
1. Position relay and install two relay mounting bracket screws (6).
2. Position cables (1) to mounting studs and install nuts (2).
3. Connect relay trigger wires (4) at relays.
4. Connect both negative battery cables to both batteries.

IAT Temperature & MAP Pressure Sensor

Fri, 18 Aug 2017 22:05:27 +0000

IAT TEMPERATURE & MAP PRESSURE SENSOR

OPERATION
The combination, dual function Intake Manifold Air Temperature Sensor/MAP Sensor is installed into the top of the intake manifold with the sensor element extending into the air stream. The IAT portion of the sensor provides an input voltage to the Engine Control Module (ECM) indicating intake manifold air temperature. The MAP portion of the sensor provides an input voltage to the ECM indicating turbocharger boost pressure.

REMOVAL

The combination, dual function Intake Manifold Air Temperature Sensor/MAP (IAT/MAP) (3) sensor is installed into the intake air connection manifold, -below, and to the rear of the EGR valve (5).
1. Clean area around sensor.
2. Disconnect electrical connector (2) from IAT/MAP sensor.
3. Remove mounting screw (4).
4. Remove sensor from manifold.
5. Check condition of sensor O-ring.

INSTALLATION

The combination, dual function Intake Manifold Air Temperature Sensor/MAP (lAT/MAP) (3) sensor is installed into the intake air connection manifold, below, and to the rear of the EGR valve (5).

1. Check condition of sensor a-ring.
2. Clean sensor mounting area at intake manifold.
3. Lubricate sensor O·ring and sensor mounting hole in intake manifold with clean engine oil.
4. Position sensor (3) into intake manifold.
5. Install and tighten sensor mounting screw (4) to 1 N·m (9 in. Ibs.) torque.
.6. Connect electrical connector (2) to sensor.

Intake Grid Heater

Fri, 18 Aug 2017 22:29:26 +0000

INTAKE GRID HEATER

OPERATION
The air heater element is used to heat incoming air to the intake manifold. This is done to help engine starting and improve driveability with cool or cold outside temperatures. Electrical supply for the air heater element is controlled by the Engine Control Module (ECM) through the air heater relay. Refer to Intake Manifold Air Heater Relay for more information. A heavy-duty cable connects the air heater element to the air heater relay. This cable will supply 12-volts to an individual' heating element within the heater block assembly. The following chart displays the pre-heat, or turn-on times (in seconds) of the wait-to-start lamp. If the intake manifold temperature is above 66.09 degrees Fahrenheit, the wait-to-start lamp will not illuminate. Consequently, the intake air heater element will not be activated.

WAIT-TO-START LAMP TURN ON TIMES

REMOVAL
If servicing the heater element, the entire block/element assembly (integrated intake cover) must be replaced.
1. Disconnect both negative battery cables at both batteries. Cover and isolate ends of both cables.
2. Remove both the intake manifold air intake tube (above injection pump), and its rubber connector hose.
3. Remove fuel rail and high-pressure fuel lines. Refer to Fuel Rail Removal.

4. Loosen clamp securing EGR crossover tube to EGR valve. Also, loosen opposite end of EGR crossover tube. Remove clamp from intake connection.
5. Remove air intake connection mounting bolts.
6. Remove air intake connection.

7. Remove heater cable nut and disconnect heater cable from stud.
8. Disconnect electrical connectors.
9. Disconnect crankcase vent line at top of valve cover.
10. Disconnect crankcase pressure sensor electrical connector.
11. Disconnect engine oil dipstick tube bracket.
12. Remove mounting bolts and remove heater element assembly.
13. Remove and discard gasket.

INSTALLATION
1. Clean top of intake manifold and bottom of heater assembly.
2. Install new gasket.
3. Position assembly to top of manifold.
4. In~tall mounting bolts. TIghten to 24 N·m (18 ft. Ibs.).
5. Attach engine oil dipstick t~be bracket.
6. Install fuel rail and all high-pressure fuel lines. Refer to Fuel Rail Installation.
7. Position air intake connection.
8. Install air intake connection mounting bolts. TIghten bolts to 24 N·m (18 ft. Ibs.).

9. Install new EGR crossover tube gaskets to crossover tube.
10. lighten crossover tube clamps.
11. Connect heater cable to stud.
12. Install heater cable nut.
13. Connect electrical connectors.
14. Connect crankcase vent line at top of valve cover.
15. Connect crankcase pressure sensor electrical connector.

16. Connect rubber connector hose (2) and intake tube to air intake housing. Tighten clamp bolts to 11 N·m (100 in. Ibs.) torque.
17. Connect both negative battery cables at both batteries.