Download ECM A37 (CIMS2) Release Notes

CIMS2 Release Notes
ECM A37 (CIMS2) Release Notes
Production Release 2009.04.15
This release of ECM firmware has the following bug fixes:
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Fixed bug disabling engine fan control
Fixed oil pressure switch display status in OmniWatch
Added capability for fuel pressure input to be calibrated as an inverse (negative)
slope
OmniWatch Updates:
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Fixed text to read “N-2” instead of “60-2” in Primary RPM Input table
Added help file entries clarifying the following tables:
o TDC Timing Reference – This table accounts for CAM phasing inherently,
included instructions and a diagram for calibration procedure
o Stepper Step Rate – Provided explanation for the “1Hz” discrepancy when
upgrading from a CIMS1 calibration
Included new cab file for ECM A31 application
CIMS2 Wiring Harness:

An update to the wiring diagram has been provided with the following changes:
o Vehicle speed sensor is now defined as a variable-reluctance type and is
moved from pin 27 to 28 – This will present a backwards compatibility
issue to CIMS1 harnesses if they are using a hall effect vehicle speed
sensor
o Added new sensor input on pin 27 for hall effect type camshaft sensor.
This is applicable for applications where timing disks mounted on the
crankshaft also require a camshaft phase sensor
Software not completed for this release:
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Post O2 sensor control logic
Voice coil gas metering fuel valve
Additional dual fuel control logic (to be determined if necessary)
Production Release 2009.03.25
This release of ECM firmware is capable of the following:

New sensor configurations
o Scaling for Bosch 10kPa to 115kPa MAP sensor.
o Scaling for Bosch 2.5kohm ECT thermistor.
o TPS sensor input updated in the case that a MAP is not available. Using
the same input for a TPS, the fuel feedback algorithm will now function
with an estimated MAP generated from the TPS signal

Generic ISO14230 (KWP2000) scan tool support – Dealers and mechanics can
interface to the CIMS2 with a ISO certified scan tool for reading data and
diagnostic codes.

Synchronization masks
o “No sync” mask added where periodic pulses are expected without the
need for a synchronization location. This can be used on applications with
no ignition requirements. See further notes below on how to calibrate this
selection.
o 60-2 selection replaced with N-2, where N is the calibratable number of
pulses. For example 30-2 or 12-2. See further below notes on how to
calibrate this selection.

Multispark – Implemented functionality to improve poor combustion at low engine
operating speeds. The first spark occurs at the desired ignition time, subsequent
smaller sparks are applied afterwards. The number of extra sparks depends on
the amount of time available before the next scheduled spark event.

Variable reluctance pickup sensor configuration
o VR latency implemented - will resist timing shifts during higher engine
speeds. Default value is 218usec which is compatible with the original
CIMS.
o Sync Ratio added for N-2 masks – improves “syncing” at different engine
speeds. See further notes below on how to calibrate this selection.
o More stable timing control at higher engine speeds implemented.

Diagnostic flash codes jumper
o With key power ON, but the engine stopped, short the K-Line ISO
communication wire (ORG/BLK) to ground. After a short delay, the MIL
will begin to flash the diagnostic codes (see associated document for
details).

Timing Lock Jumper
o With the engine running, short the K-Line ISO communication wire
(ORG/BLK) to ground. After short delay, ECM will enter O2 Sensor
Simulation Mode. If the O2 sensor is reading rich, it will illuminate. If it is
lean, it will turn off. If the O2 sensor is cold or the ECM is in open loop, it
will flash rapidly.

CIMS Setup and Diagnostic Tool support – Functions in original CIMS tool are
now available in CIMS2, where:
Function
No.
1
Function Description
Abort Current Test
Switch
Pulses
1
2
Read Diagnostic Codes
2
3
O2 Sensor Simulation
3
4
Fuel Control Valve Lock
4
5
Ignition Timing Lock
5
6
Fuel and Ignition Lock
6
7
Clear Diagnostic Codes
7
1. Abort Current Test: With the tool connected, one pulse from the switch will be
“echoed” back to the LED to confirm pulse count. After confirmation, any of
the subsequent tests below previously initiated will be cancelled and the ECM
will return to normal operating mode. If no test is currently running, then this
has no effect.
2. Read Diagnostic Codes: With the tool connected, two pulses from the switch
will be “echoed” back to the LED to confirm pulse count. After confirmation,
diagnostic codes will be sequentially blinked out. Note that CIMS used a GM
based blink standard. CIMS2 uses a different blink 2 digit standard where the
first digit is a slow flash and the second digit is a rapid flash (see associated
document for details). If no codes are present, the MIL will stay illuminated
with no flashes.
3. O2 Sensor Simulation: With the tool connected, three pulses from the switch
will be “echoed” back to the LED to confirm pulse count. After that, the LED
and the dashboard MIL will both simulate the oxygen sensor signal – on for
rich, off for lean. This allows continuous monitoring of fuel status in the
engine compartment or while driving.
4. Fuel Control Valve Lock: With the tool connected, four pulses from the switch
will be “echoed” back to the LED to confirm pulse count. After confirmation,
the fuel control stepper motor will be locked in a preset position. The preset
position will be defined in the calibration file as a number of steps. This may
be fully open, fully closed or any position in between. This provides optimum
flexibility for setting up different types of mechanical fuel systems. Normally
the operator would enter this mode then turn a screw or valve on the
carburetor until the LED is on the threshold between “on” and “off”.
5. Ignition Timing Lock: With the tool connected, five pulses from the switch will
be “echoed” back to the LED to confirm pulse count. After confirmation, the
ignition timing will be locked at a preset value. The preset timing value will be
defined in the calibration file. Because spark timing is locked, it will not be
affected by engine speed, MAP, coolant temperature or other variables. The
operator should then use a timing light to confirm ignition timing.
6. Fuel and Ignition Lock: With the tool connected, six pulses from the switch
will be “echoed” back to the LED to confirm pulse count. After confirmation,
both fuel and timing will be locked per the above functions 3 and 4. This can
be useful for quicker tune-up checks, or for identifying the cause of hunting or
other instability.
7. Clear Diagnostic Codes: With the tool connected, seven pulses from the
switch will be “echoed” back to the LED to confirm pulse count. Confirmation
will indicate to the technician that all diagnostic codes have been cleared from
the controller’s memory.
New Calibration Tables Added for this Release:

Primary RPM Input
(ECM Configuration->Input/Output Config->Pin Assignments)
New Additions and changes:
o Crank (VR N-2) and Cam (Hall-Single) Timing Disks – Formerly 60-2, N is
the newly calibratiable number of teeth available in a timing disk with 2
consecutive missing teeth. Enter the number N in the newly added
“Pickup Pulses per 720 degrees” table.
o No-sync Disk (Calibrate Pulses per 720 Crank Degrees-Max 120 pulses) –
Newly added software operates on an even tooth timing disk with no
missing teeth or synchronization points. This can be used on application
where timing of ignition is not applicable. Select this option if the number
of teeth per 720 crank degrees is 120 or less. Enter the number of pulses
in the newly added “Pickup Pulses per 720 degrees” table.
o No-sync Disk (Calibrate Pulses per 720 Crank Degrees-Max 240 pulses) –
As with No-Sync disk above, select this option if the number of teeth per
720 crank degrees is more than 120 pulses, but less than 240 pulses.
Enter the number of pulses in the newly added “Pickup Pulses per 720
degrees” table, however pre-divide the number of pulses by 2. For
example, if there are 200 pulses per 720 degrees, enter 100 into the
“Pickup Pulses per 720 degrees” table.
o No-sync Disk (Calibrate Pulses per 720 Crank Degrees-Max 360 pulses) –
As with No-Sync disk above,, select this option if the number of teeth per
720 crank degrees is more than 240 pulses, but less than 360 pulses.
Enter the number of pulses in the newly added “Pickup Pulses per 720
degrees” table, however pre-divide the number of pulses by 3. For
example, if there are 300 pulses per 720 degrees, enter 100 into the
“Pickup Pulses per 720 degrees” table.

Pickup Pulses per 720 Degrees
(ECM Configuration->VR Pickup Config)
o For the configuration of N-2 timing disks or No-sync disks, enter the
number of pulses received (including missing teeth). For example, on 602 timing disks, enter the number 120 (covers two revolutions of the
crankshaft). Note the maximum number allowed is 120. If for No-Sync
disks the number is higher than 120, select the “Primary RPM Input”
option for Maximum 240 or Maximum 360. Then enter this number predivided by 2 or 3 respectively so the maximum number is still 120. For
example, if there are 200 pulses per 720 degrees, enter 100 into this table
and select “Primary RPM Input” as Maximum 240. NOTE: This table
does not apply to the 24-3 timing disk.

Sync Ratio
(ECM Configuration->VR Pickup Config)
o In the determination of missing synchronization points on timing disks, the
ECM compares normal delta tooth time to that of missing teeth. The ratio
of these two times can be calibrated in this table. This normally set to 0.5,
however at different engines speeds the VR sensor can induce a timing
shift. This table use used to compensate for this problem. NOTE: This
table does not apply to the 24-3 timing disk.
New Diagnostic Code Flashing Standard
If a current DTC is present, if can be flashed out on the malfunction indicator light by
one of the methods above. Pending or history faults will not be flashed, only if the MIL
is illuminated when the engine is running will there be a code to flash out. Note CIMS
used a GM based 3 digit scheme. The new standard is a two digit format, with the
longer flash representing the first digit and the fast flash representing the second digit.
Below is the ON/OFF flash method of the MIL for fault codes combinations:
1. No current fault recorded in ECM:
The MIL will stay illuminated with no flashes.
2. One fault code is logged in ECM:
Each big pulse (1.2 sec) represents the first digit and small pulse (0.16 sec)
represents the second digit.
Blink code 22 is represented by 1.2 sec ON then 0.32 OFF and then 1.2 sec
ON then 0.32 OFF then 0.16 sec ON then 0.32 OFF then 0.16 sec ON
followed by 1.8 second inter blink code gap.
The same pattern repeats as shown below:
1. 2
1.2
0. 16
0. 16
Cyclic order
repeats
1.8
0. 32
0. 32
0. 32
3. Multiple fault codes are logged in ECM
Example: Two fault codes 11 and 21
0. 16
1. 2
1. 2
1. 2
Cyclic order
repeats
0. 16
1.8
0. 32
1.8
0. 32
Blink Code
Fault Description
12
Calibration Not Initialized
13
Calibration Not Authorized
14
Oil Pressure Fault
15
Engine Speed Pickup or Position or Synchronization Fault
16
Primary Fuel Control Solenoid Fault
17
Secondary Fuel Control Solenoid Fault
18
Fan Control Circuit Fault
Blink Code
Fault Description
19
Engine Coolant Temperature Sensor Fault
21
Intake Manifold Pressure Sensor Fault
22
O2 Sensor 2 Heater Circuit Fault
24
Vehicle Speed Sensor Fault
25
Internal ECM Fault
26
System Voltage Out of Tolerance
27
O2 Sensor 1 Heater Circuit Fault
28
O2 Sensor 1 Fault
31
O2 Sensor 2 Fault
32
Fuel Mixture Too Rich or Too Lean Fault
33
Engine Over-speed Fault
34
Engine Overheat Fault
38
Malfunction Indicator Lamp Fault
39
Fuel Gauge Circuit Fault
41
Sensor Power Supply Fault
52
Fuel Level Sensor Fault
61
Ignition Coil 1 Circuit Fault
62
Ignition Coil 2 Circuit Fault
63
Ignition Coil 3 Circuit Fault
64
Ignition Coil 4 Circuit Fault
65
Ignition Coil 5 Circuit Fault
66
Ignition Coil 6 Circuit Fault
67
Ignition Coil 7 Circuit Fault
68
Ignition Coil 8 Circuit Fault
Software not completed for this release:



Post O2 sensor control logic
Voice coil gas metering fuel valve
Additional dual fuel control logic (to be determined if necessary)
CIMS to CIMS2 Wiring Harness:

A CIMS2 harness diagram has been provided. A CIMS2 will be compatible with
a CIMS wiring harness with the very important exception: O2 sensor and wiring
(ungrounded shell). On CIMS, the O2 signal negative is connected to pin 30 (tan
wire). This wire must now be removed and spliced to sensor ground (BLK/WHT).
This opens pin 30 to be a post-cat O2 input. CIMS2 will NOT work for fuel
feedback if this modification is not made.
Recommended Testing and Validation:
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Verify the accuracy of the new Bosch MAP and ECTS sensors
Verify a generic ISO14230 scan tool initialization of communication, reading data
and reading / clearing diagnostic codes
Verify ECM multisparks as per expectations
Verify functionality of CIMS Diagnostic and Setup tool
______________________________________________________________________
(CIMS2) Release Notes
Production Release 2008.10.05
This release of ECM firmware is capable of the following:
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CKP/CMP code functional for both 24-3 (cam) and 60-2 (Crank plus cam)
Ignition control for 4, 6 or 8 cylinders
Adjustable timing disk TDC location anywhere out of 720 degrees, no longer tied
to TDC at 3rd tooth (24-3).
Auto-scaling of dwell to battery voltage and engine speed
High resolution engine speed reading (formerly 25 rpm step increments)
ISO 14230 communication to OmniWatch
Analog channel readings
Dual fuel solenoid control
MIL output
Fuel gauge PWM output or tach output (pull up resistor required)
Higher frequency O2 heater control (recommended for planar type O2 sensors)
Feedback stepper motor fuel control – Direct restriction strategy
Higher speed “half stepping” stepper motor - faster control and resistance to
vibration-induced missed steps
Power down logic and stepper motor zeroing
F5 screen overrides
o Stepper motor position slider bar
o Target O2 Voltage slider bar
o Ignition Timing slider bar
o Cooling Fan ON/OFF
o MIL ON/OFF
o Fuel Control Solenoid 1 ON/OFF
o Fuel Control Solenoid 2 ON/OFF
o Fuel Quality Switch ON/OFF (simulate input switch)
Engine fan control
Vehicle speed input
Exhaust temperature sensor control logic – analog input channel and stepper
motor position offset table
Diagnostics – Implementation of diagnostics and reporting by ISO14230
 Statistics
 Non-volatile memory storage of diagnostics, statistics and long term trims
 Timing offset calibrator (F5 Screen)
 Calibratable stepper motor speed
 Force engine stop via close fuel solenoid command
 OmniWatch version of scan tool
 Help files for new features
 Long term fuel trim display grid
 Timing and stepper lock in "setup mode"
 Vehicle/engine specific options such as VIN or serial numbers
Software not completed for this release:
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Multi-spark
Generic ISO14230 scan tool support
Post O2 sensor control logic
Voice coil gas metering fuel valve
Diagnostic flash codes
Other comments and notables:

Calibration files - Due to differences in scaling of variables, calibration file format
has changed. The new file extension is .sxl (formerly .ssl on CIMS). However
OmniWatch will convert a CIMS file to a CIMS2 file when it is opened. To open a
CIMS file, select the “.ssl” filter in the drop down box in the open dialog box.
When the CIMS file is opened, you will be prompted to save the file under the
new format (.sxl). The new file will now be ready to send to the ECM. Note that
new tables will have been filled in automatically be this process

Send this table (F8'ing) - Previously on CIMS, only three tables could be sent to
the ECM when the engine was running and only one of these three could be sent
at any given time. This table was sent to a RAM location. On CIMS2, all tables
can be F8'ed, however they are programmed directly into FLASH memory. The
consequence of this is the engine may stall during the memory write.
Recognizing this is not ideal, a new feature has been added into the F5 screen,
where variables like stepper motor position and ignition timing can be overridden
with a slider bar. This should allow the calibrator to set operating points, record
and tune the calibration file.

New calibration tables (help files available in OmniWatch, push the F1 key)
o TDC Timing Reference
o Fuel Gauge Duty Cycle
o Fuel Gauge Voltage Compensation
o Fuel Pressure Sensor Voltage Range
o Fuel Pressure Sensor Pressure Range
o Exhaust Temperature Sensor Stepper Position Offset
o Diagnostic Enable Masks (16 tables)

Program VIN and other ECM, engine or vehicle specific memory items – Under
the ECM menu, select Program ECM / Vehicle Serial Numbers. This will bring
up a window with several fields for programming various serial numbers and
other options
CIMS to CIMS2 Wiring Harness:

A CIMS2 harness diagram has been provided. A CIMS2 will be compatible with
a CIMS wiring harness with the very important exception: O2 sensor and wiring
(unground shell). On CIMS, the O2 signal negative is connected to pin 30 (tan
wire). This wire must now be removed and spliced to sensor ground (BLK/WHT).
This opens pin 30 to be a post-cat O2 input. CIMS2 will NOT work for fuel
feedback if this modification is not made.
Recommended Testing and Validation:

Installation of OmniWatch and valid product ID key. Verify CIMS2 version installs
and loads.

Establish communication to ECM, program firmware. After programming, check
for diagnostic codes, if P0605 is present programming firmware failed.

Open CIMS calibration file and verify successful conversion to CIMS2 calibration
format. Save new file (.sxl) to disk.

Send calibration file to ECM and read it back out. Ensure calibration file is valid.

Key off for 20 seconds, ensure stepper motor zeros and ECM powers off

Key on, read and verify variables in OmniWatch

Start engine, ensure stable operation, verify ignition timing correct over varied
engine speeds with a timing light. The new timing reference can be used to set
TDC location (Look under calibration F3->Ignition Settings->TDC Timing
Reference. The TDC at the 3rd tooth is 60 degrees off 720, there base TDC
location should default to 660 degrees)

Ensure closed loop operation, fuel feedback control stable.
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Long term fuel trim engages
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Fuel control solenoids function as per CIMS logic specified (PWM “peak and
hold” strategy).

MIL light functional (on with engine stopped, diagnostics not yet implemented)

Fuel gauge output controls gauge (need fuel level analog input)

Tach output and external pull-up resistor required (same pin as fuel gauge,
changing calibration requires ECM reset to work)

Dual stepper motor operation
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Engine shutdowns for temperature and oil pressure

Secondary timing table switch or exhaust temperature sensor (configure in
calibration)
Vehicle speed sensor, vehicle speed limiting
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