Professional Documents
Culture Documents
INDUSTRIAL ENGINE
LEBH7120-00
Table of Contents
1 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1.1 Applicable Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1.2 Electronic Applications Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1.3 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1.3.1 Warning Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 1.3.2 Warning Electrostatic Paint Spraying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 1.3.3 Warning Jump-Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 2 Engine Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 2.1 Electronic Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 2.2 Sensor Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 2.2.1 Intake Manifold Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 2.2.2 Intake Manifold Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 2.2.3 Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 2.2.4 Fuel Rail Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 2.2.5 Fuel Pump Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 2.2.6 Electronic Unit Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 2.2.7 Crankshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 2.2.8 Pump/Camshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 2.2.9 Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 2.2.10 Wastegate Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 2.3 Engine Component Diagrams and Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 2.3.1 C6.6 Factory-Installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 2.3.2 C6.6 Engine Wire Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 2.3.3 C4.4 Factory-Installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 2.3.4 C4.4 Engine Wire Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 2.3.5 C6.6 Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 2.3.6 C4.4 Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 2.4 Customer System Overview Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 2.4.1 Connection, Power, and Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 2.4.2 Indication Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 2.4.3 Controlling the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 2.5 Required Components to Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 2.6 Optional Customer-Installed Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 2.6.1 Typical Customer-Installed Component Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 2.6.2 Example OEM Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 2.6.3 Example 1 Basic Engine Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 2.6.4 Example 2 Construction Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 2.6.5 Example 3 Industrial Open Power Unit Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 2.6.6 Example 4 Agricultural Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 2.6.7 Example 1 Basic Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 2.6.8 Example 2 Construction Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 2.6.9 Example 3 Industrial Open Power Unit Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . 24 2.6.10 Example 4 Agricultural Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 3 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 3.1 Engine Block Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 3.1.1 Ground Stud on Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 3.1.2 Ground Connection to Tapping on Engine Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 3.2 Voltage and Current Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
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ECU Power Supply Circuit Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 3.3.1 Battery (+) Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 3.3.2 Battery (-) Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 3.3.3 Correct Method of ECU Battery Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 3.3.4 Correct Method of ECU Battery Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 3.4 Engine ECU Power Supply Circuit Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 3.4.1 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 3.4.2 Inductive Energy Fly-back Suppression Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 4 Connectors and Wiring Harness Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 4.1 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 4.1.1 ECU Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 4.1.2 Connector Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 4.1.3 Tightening the OEM Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 4.1.4 ECU Connector Wire Gauge Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 4.1.5 ECU Connector Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 4.1.6 Terminal Retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 4.1.7 Hand Crimping For Prototype Machines and Low Volume Production . . . . . . . . . . . . . . . . . . . . . . . 37 4.1.8 ECU Connector Sealing Plug Installation Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 4.1.9 OEM Harness Retention at the ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 4.1.10 Machine Crimping For High Volume Production . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 4.2 Harness Wiring Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 4.2.1 General Recommendations for Machine Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 4.2.1.1 Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 4.2.1.2 Cable Routing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 4.2.1.3 Mounting Location for Electronic Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 4.2.1.4 Electromagnetic Compliance (EMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 4.2.1.5 Diagnostic Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 4.2.1.6 Termination Resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 4.2.1.7 Pin Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 5 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 5.1 Starting the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 5.2 Stopping the Engine (and Preventing Restart) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 5.2.1 Ignition Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 5.2.2 Emergency Stop Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 5.2.3 Battery Isolation Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 5.2.4 Remote Stop Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 5.2.5 Datalink Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 5.2.6 Common Problems With the Application of Stop Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 6 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 6.1 Analogue Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 6.1.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 6.1.2 Analogue Sensors Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 6.1.3 Evaluating Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 6.1.3.1 Analogue Input Test Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 6.1.3.2 Idle Validation Switch Test Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 6.1.4 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 6.1.5 Required Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 6.1.6 Analogue Throttle Switch ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 3.3
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PWM Sensor Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 6.2.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 6.2.2 Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 6.2.3 Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 6.2.4 PWM Throttle ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 6.3 PTO Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 6.3.1 PTO Mode On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 6.3.2 PTO Mode Set/Lower Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 6.3.3 PTO Mode Raise/Resume Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 6.3.4 PTO Mode Disengage Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 6.3.5 PTO Mode Preset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 6.3.6 PTO Mode Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 6.3.7 PTO Mode ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 6.3.8 Example of PTO Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 6.4 Multi-Position Throttle Switch (MPTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 6.4.1 Multi-Position Throttle Switch ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 6.5 Torque Speed Control TSC1 (Speed Control Over CAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 6.6 Arbitration of Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 6.6.1 Manual Throttle Selection Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 6.7 Ramp Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 6.8 Throttle Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 6.8.1 Throttle Parameter Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.1.1 Diagnostic Lower Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.1.2 Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.1.3 Initial Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.1.4 Lower Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.1.5 Initial Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.1.6 Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.1.7 Upper Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.1.8 Diagnostic Upper Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 6.8.2 Throttle Calibration Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 6.8.2.1 Idle Validation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 7 Cold Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 7.1 Control of Glow Plugs by the Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 7.1.1 Relay, Fuse, and Cable Gauge Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 7.1.2 Wait-to-Start/Start Aid Active Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 7.1.3 OEM/Operator Control or Override of the Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 7.1.4 Ether Cold Start Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 7.1.5 Water Jacket Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 7.1.6 Ambient Temperature Sensor ET Configurable Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 8 Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 8.1 Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 8.1.1 Gauge Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 8.1.2 Lamp Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 8.1.3 Indicator Lamps Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 8.1.4 Datalink-Driven Intelligent Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 8.1.5 Minimum Functional Specification for J1939 Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 8.1.6 Customer Triggered Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 6.2
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Table of Contents
Engine Software Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 8.2.1 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 8.2.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 8.2.1.2 Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 8.2.1.3 Derate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 8.2.1.4 Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 8.2.2 Monitoring Mode ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 8.2.3 Monitoring Mode Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 8.2.3.1 Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 8.2.3.2 Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 8.2.3.3 Intake Manifold Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 8.2.4 Other Derate Reasons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Monitored Inputs for Customer-Fitted Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 9.1 Configurable States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 9.2 Air Filter Service Indicator Air Intake Restriction Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 9.3 Coolant Low Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 9.4 Fuel in Water Trap Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 10.1 Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 10.1.1 All Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 10.1.2 Torque Limit Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 10.1.3 Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 10.1.4 High Speed Governor (Governor Run-Out) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 10.2 Auxiliary Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 10.3 Rating Selection Via Service Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 10.4 Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 10.4.1 Rating and Droop Changes Requested Via the J1939 Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 10.4.2 Service Maintenance Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Using the ET Service Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Datalink Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 12.1 SAE J1939 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 12.1.1 Summary of Key J1939 Application Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 12.1.2 Physical Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 12.1.3 Network Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 12.1.4 Application Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 J1939 Supported Parameters Quick Reference Summary Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-85 J1939 Parameters Detailed Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 14.1 Sending Messages to the ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 14.2 J1939 Section 71 Vehicle Application Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87-104 14.3 J1939 Section 73 Diagnostic Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105-106 14.4 Supported Parameters Section 21 Simplified Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 14.5 Supported Parameters Section 81 Network Management Detailed Descriptions . . . . . . . . . . . . . 107 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 15.1 Appendix 1 ECU J1 Connector Terminal Assignments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108-109 15.2 Appendix 2 List of Diagnostic and Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-111 8.2
10
11 12
13 14
15
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
1.3 Safety
Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools in order to perform these functions properly. The information in this publication was based upon current information at the time of publication. Check for the most current information before you start any job. Caterpillar dealers will have the most current information. Improper operation, maintenance or repair of this product may be dangerous. Improper operation, maintenance or repair of this product may result in injury or death.
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
10
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
11
A4E2 ECM
Diagnostic (If Equipped)
Fuel Pump
J1
J2
64 Pin Plug
Coolant Temperature
Oil Pressure
Wastegate Regulator
(If Equipped)
Crank Speed/Timing
12
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
T962 BK T956 BK
1 2
6 62 7 63
INJECTOR CYLINDER 6 RETURN INJECTOR CYLINDER 6 INJECTOR CYLINDER 5 RETURN INJECTOR CYLINDER 5
T961 BK T955 BK
3 4
X924 BR
X929BU T960 BK T954 BK 1 2 X923 OR X928 GN X922 WH T959 BK T953 BK 3 4 X927 YL X921 PK
8 64 33 59
INJECTOR CYLINDER 4 RETURN INJECTOR CYLINDER 4 INJECTOR CYLINDER 3 RETURN INJECTOR CYLINDER 3
34 58
INJECTOR CYLINDER 6 INJECTOR CYLINDER 5 INJECTOR CYLINDER 4 INJECTOR CYLINDER 3 INJECTOR CYLINDER 2 INJECTOR CYLINDER 1
T958 BK T952 BK
1 2 X926 GY X920 BR 35 57
INJECTOR CYLINDER 1 RETURN INJECTOR CYLINDER 1
T957 BK T951 BK
3 4
EXTERNAL
1 2 3
46 38 55 47 39 56
OIL PRESSURE SENSOR PWR (+5V) OIL PRESSURE SENSOR RETURN OIL PRESSURE SENSOR SIGNAL
2 3
48 40 51
FMP SENSOR POWER SUPPLY (+5V) FMP SENSOR GROUND FMP SENSOR SIGNAL
2 3
1 2
995 BU
43
1 2
C967 BU L731 BR
42 37
1 2
996 GN E965 BU
10 52
P920 BR
53
1 2
Y950 YL Y951 PU
25 26
C211 BK M795 WH
19 17
1 2
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
13
A4E2 ECM
Diagnostic (If Equipped)
Fuel Pump
J1
J2
64 Pin Plug
Coolant Temperature
Oil Pressure
Wastegate Regulator
(If Equipped)
Crank Speed/Timing
14
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
1 2 3 4
34 58 8 64 7 63 35 57
INJECTOR CYLINDER 4 RETURN INJECTOR CYLINDER 4 INJECTOR CYLINDER 3 RETURN INJECTOR CYLINDER 3
INJECTOR CYLINDER 2 RETURN INJECTOR CYLINDER 2 INJECTOR CYLINDER 1 RETURN INJECTOR CYLINDER 1
1 2 3 4
EXTERNAL
2 3
48 40 51
FMP SENSOR POWER SUPPLY (5V) FMP SENSOR GROUND FMP SENSOR SIGNAL
2 3
1 2
995 BU
43
1 2
C967 BU L731 BR
42 37
1 2
996 GN E965 BU
10 52
P920 BR
53 25 26 19 17
1 2
D E F G C H
1 2
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
15
Intake Temperature
Coolant Sensor
ECU
16
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Pump/Cam Speed Sensor Crank Speed Sensor Oil Pressure Sensor Note: Wastegate Regulator Fitted to Right Hand Side of Engine
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
17
18
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
19
+
Battery
PWM Throttle
Keyswitch
Coolant Level Switch PTO On/Off Switch PTO Raise/Resume Button PTO Set/Lower Button PTO Disengage
Low Oil Pressure Lamp Modes Switch 1 Maintenance Due Lamp Modes Switch 2 Service Tool Connector Shutdown Switch Maintenance Due Reset Switch
20
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
21
NOTE 7 7 8 15 16
BATTERY + BATTERY + BATTERY + BATTERY +
1 2 3 9
OFF ON START
10 5A 40
IGNITION KEYSWTICH
STOP LAMP TO STARTER MOTOR MAG SWITCH WARNING LAMP NOTE 2 COLD START - WAIT TO START LAMP
60
STOP LAMP
59
WARNING LAMP
63
62
NOTE 4
57 NOTE 5
TO GLOW PLUGS
53
33
SENSOR RETURN
NOTES
1. N/A 2. Fuse value depends on Mag Switch circuit current 3. N/A 4. Fit suppression diodes across relay coils 5. Glow Plug fuse rating differs between 4cyl and 6cyl engines and system voltage 6. Starter motor control circuits will vary 7. Fuse value dependant on system voltage
J1 PLUG
22
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
20 21 22 NOTE 3 23 24
NOTE 7
120 OHM 7 8 15 16
BATTERY + BATTERY + BATTERY + BATTERY +
1 2 3 9
OFF ON START
10 5A 40
IGNITION KEYSWTICH
STOP LAMP TO STARTER MOTOR MAG SWITCH WARNING LAMP NOTE 2 COLD START - WAIT TO START LAMP
60
STOP LAMP
59
WARNING LAMP
63
62
NOTE 4
57 NOTE 5
TO GLOW PLUGS
Battery
S1
CMN
49 50 51 52
THROTTLE POSITION SWITCH 1 THROTTLE POSITION SWITCH 2 THROTTLE POSITION SWITCH 3 THROTTLE POSITION SWITCH 4
S2 S3 S4
48
35
SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional 2. Fuse value depends on Mag Switch circuit current 3. CDL connection may be used for secondary diagnostic connection 4. Fit suppression diodes across relay coils 5. Glow Plug fuse rating differs between 4cyl and 6cyl engines and system voltage 6. Starter motor control circuits will vary 7. Fuse value dependent on system voltage Rear View of J1 Plug
J1 PLUG
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
23
NOTE 7 7 8 15 16
BATTERY + BATTERY + BATTERY + BATTERY +
1 2 3 9
OFF ON START
IGNITION KEYSWTICH
61 60
STOP LAMP TO STARTER MOTOR MAG SWITCH WARNING LAMP NOTE 2 COLD START - WAIT TO START LAMP
STOP LAMP
59
WARNING LAMP
63
62
NOTE 4
57 NOTE 5
TO GLOW PLUGS
Battery
35
SWITCH RETURN
NOTES
1. N/A 2. Fuse value depends on Mag Switch circuit current 3. N/A 4. Fit suppression diodes across relay coils 5. Glow Plug fuse rating differs between 4cyl and 6cyl engines and system voltage 6. Starter motor control circuits will vary 7. Fuse value dependent on system voltage
J1 PLUG
24
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
20 21 22 NOTE 3 23 24
NOTE 7
120 OHM 7 8 15 16
BATTERY + BATTERY + BATTERY + BATTERY +
1 2 3 9
OFF ON START
IGNITION KEYSWTICH
61 60
STOP LAMP TO STARTER MOTOR MAG SWITCH WARNING LAMP NOTE 2 COLD START - WAIT TO START LAMP
STOP LAMP
59
WARNING LAMP
63
62
58
36
SENSOR SUPPPLY 5V
SENSOR SUPPPLY 5V
47
35
SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional 2. Fuse value depends on Mag Switch circuit current 3. CDL connection may be used for secondary diagnostic connection 4. Fit suppression diodes across relay coils 5. Glow Plug fuse rating differs between 4cyl and 6cyl engines and systme voltage 6. Starter motor control circuits will vary 7. Fuse value dependent on system voltage Rear View of J1 Plug
J1 PLUG
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
25
26
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
27
*Max RMS current measurements conducted on engine running at rated speed and load. RMS current will vary with engine speed (assuming constant voltage) no lamp drivers or application side components fitted during measurement. **Suggested fuse ratings are based on automotive blade type fuses and are for guidance only. ***The ECU can survive higher voltages. ECU will survive for at least 2 minutes on a supply voltage of 30V for 12V systems and 48V for 24V systems.
28
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Typical Wire Resistance (mOhms) and Length (m) @ 20 C 2m 2.8 4 8 14 20 4m 5.6 8 16 28 40 6m 8.4 12 24 42 60 8m 11.2 16 32 56 80 10m 14 20 40 70 100 13.5
As with all electrical circuits wire should be selected so that the rated maximum conductor temperature is not exceeded for any combination of electrical loading, ambient temperature, and heating effects of bundles, protective braid, conduit, and other enclosures. Consult wire manufacturers data sheets for further information.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
29
Right
Wrong
+
Note: Circuit protection not shown
Battery
30
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Right
ECU Connector
Fuse
Chassis
Correct Power Supply Wiring ECU positive wires connected direct to battery, not via starter motor Power supply wires go to all four positive pins and all five negative pins on the ECU connector Negative is wired to the battery rather than return through chassis The engine is grounded
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
31
Wrong
ECU Connector
Chassis
Chassis
Incorrect Wiring Positive wired via starter motor. High volt drop to ECU on starting. Single pin on ECU used for each of positive and negative supply. Possibly exceeding pin ratings and possibly causing risk of arcing or overheating. ECU return through chassis risk of conducted noise and also additional voltage drop. Engine not grounded risk of engine component damage.
32
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
V1
R1
Voltmeter 1
Voltmeter 2
15
16
V2
Machine Harness
+
Machine Battery
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
33
34
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
35
4.1.3 Tightening the OEM Connector A central 7 mm AF hex screw retains the connector. This screw should be tightened to a torque of 5 Nm+/- 1 (3.7+/-0.7 lb-ft). Caterpillar does not recommend the use of non conductive grease with the ECU connector. 4.1.4 ECU Connector Wire Gauge Size All connections must be made with 0.82 mm2 (18AWG) wire with GXL type insulation. Min outside diameter (Inc Insulation) = 1.85 mm Max outside diameter (Inc Insulation) = 2.5 mm 4.1.5 ECU Connector Terminals The OEM connector terminals should be Delphi p/n 15359002.
36
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Connector body and terminal assurance components When a terminal has been properly crimped and retained, it will be able to withstand a pull test of 45N (10 lb). 4.1.7 Hand Crimping For Prototype Machines and Low Volume Production A hand crimp tool and appropriate die are required for crimping contact sockets (Delphi p/n 15359002). The hand crimp tool and removal tool for removing the sockets from the connector body are available from Power and Signal Group (PSG). Caterpillar Hand Crimping Solution Component Contact Socket Crimp Tool Number Removal Tool Delphi Solution Component Contact Sockets HT Micro 100W Crimp Tool with Die European Use Only Delphi Crimp Tool Removal Tool Caterpillar Part Number 245-1047 N/A N/A N/A Supplier Part Number 15359002 HT42000480-1 12129557 15314902 Caterpillar Part Number 267-9572 1U5804 266-1683 Supplier Part Number 10-613370-020 Deutsch HDT-48-00 15314902
Note: The insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimped into each terminal. A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 37
Small Bundle
Medium Bundle
Large Bundle
38
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
39
Battery + Battery Service Tool Connector A B CDL + CDL J1939 + J1939 D E G F J1 23 24 20 21 CDL + CDL J1939 + J1939 ECU
40
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
41
2
ON START
START
Caterpillar Switch Assembly: 110-7887 Automatic Starting Some applications need to be started automatically. There is no automatic start feature available on this product. If an automatic start sequence is required the following points must be considered: Start Aid Wait-to-Start Control Starter Cranking Duration Starter Abutment Detection Number of Start Attempts Starter Disengagement Speed Warm-Up Period Cool-Down Period The ECU software considers the engine running when the engine speed is 100 rpm below the desired engine speed or has reached 1400 rpm. At this point, after a predetermined period of time, the engine will switch from cranking fuel maps to running fuel maps. It is important to note that starter motors must be disengaged earlier to prevent the starter motor being driven by the engine. The engine is considered stalled when the engine has dropped below 300 rpm. When the engine is running, the engine firing order is: Engine C4.4 C6.6 Firing Order 1-3-4-2 1-5-3-6-2-4
42
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
43
The engine may be restarted by opening the switch and activating the starter motor. The red mushroom emergency stop buttons must not be used for remote stop functions as they may be mistaken for emergency stop buttons as described above.
44
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
45
VALID COMBINATIONS THROTTLE 1 ANALOGUE PWM MPTS ANALOGUE PWM ANALOGUE PWM MPTS NOT INSTALLED THROTTLE 2 NOT INSTALLED NOT INSTALLED NOT INSTALLED ANALOGUE ANALOGUE MPTS MPTS ANALOGUE NOT INSTALLED THROTTLE 2
THROTTLE 1
% DROOP
OVERALL ARBITRATION
% DROOP
SUMMING
% DROOP
46
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
J1 42 55 34 44 35
ECU
SENSOR SUPPLY +5 VDC ANALOGUE THROTTLE INPUT 2 SENSOR RETURN IDLE VALIDATION SWITCH SWITCH RETURN
The analogue sensor should use non-contact Hall-effect technology. Robust potentiometer contact sensors designed for use in vehicles may be considered. Under no circumstances should ordinary carbon track or wire wound potentiometers be used, as they will not be reliable. For all mobile applications, and those where a rapid change in engine speed could cause a hazard, an idle validation switch is required. The idle validation switch closes to ground when the sensor is in the minimum position. Off idle switches and kickdown switches are not monitored by the engine ECU. This analogue input must only be used to control engine speed from a direct operator input, and is not suitable as the mechanism for speed control by another electronic controller. There is no special requirement for a relationship between angular movement of the pedal and output voltage. This document does not measure component acceptability in terms of: Temperature Vibration Electromagnetic compatibility Design life Supply voltage requirements (min, max, stability) Legal compliance It is the responsibility of the OEM and the throttle device manufacturer to ensure that the component is suitable for the application in which it is to be used.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
47
22K
V+
Sig
13V DC
V1
2K
IVS V+
IVS
13V DC
V2
48
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
49
If the results of the tests are not in the range specified in the table above, the device will not be compatible with the default settings in the ECU. Contact the electronic applications team to determine whether it will be possible to configure the input to meet the device. 6.1.6 Analogue Throttle Switch ET Configurable Parameters The throttle configurable parameters must be configured in Cat ET prior to using the analogue throttle feature. The parameters are selectable in the main throttle configuration screen. See the throttle calibration section of this guide for parameter details.
50
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
6.2.4 PWM Throttle ET Configurable Parameters The throttle configurable parameters must be configured in Cat ET prior to using the PWM Throttle feature. The parameters are selectable in the main throttle configuration screen. See the Throttle Calibration section of this guide for parameter details.
ECU 52 51 50 49 35
PTO MODE - ON/OFF PTO MODE - SET/LOWER PTO MODE - RAISE RESUME PTO MODE - DISENGAGE SWITCH RETURN
SET/LOWER
6.3.1 PTO Mode On/Off Switch When this switch input is open, the PTO mode cannot be engaged and none of the other buttons will have any effect. When the switch is turned off, any adjusted memorized speed will be lost. 6.3.2 PTO Mode Set/Lower Button When the PTO mode is on but not engaged, the first time that the set button is pressed it will save the current engine speed as the memorized speed, and the engine will try to run at this speed. Once a PTO speed has been engaged, if the button is pressed again or if it is held down, the engine speed will be lowered.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
51
20 to 600 rpm/sec
10 to 200 rpm/sec
52
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Hold Quick Close Close 3 secs 1200 1820 1820 1200 2050 2050
1200 1200 1800 1800 1200 1200 No effect as PTO mode is not enabled
Comments
J1 49 50 51 52 35
ECU
THROTTLE SWITCH INPUT 1 THROTTLE SWITCH INPUT 2 THROTTLE SWITCH INPUT 3 THROTTLE SWITCH INPUT 4 SWITCH RETURN
If a switch combination is detected which has been configured as Not Valid a fault code will be raised and the ECU will ignore the MPTS for the rest of the key cycle.
Lowered by 20 rpm
Resumes to 2030
Speed ramps up
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
Speed ramps up
53
54
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
6.4.1 Multi-Position Throttle Switch ET Configurable Parameters The throttle configurable parameters must be configured in Cat ET prior to using the MPTS feature. The parameters are selectable in the main throttle configuration screen.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
55
56
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
it Lim
Lower
5% 5% 10% 20%
0%
Lower
Deadzo ne
Positio
r ve Le n or io n s ta t Se Ro
5% 70%
r Uppe
85%
Sensor
95% 100%
Diagnostic Upper Limit
Pedal Rotation
Pedal
The diagram above is a simplified representation of a throttle pedal assembly; a small lever attaches the pedal to a throttle position sensor. Two lock screws limit the open and closed pedal movement, one for each position. The lever movement is directly proportional to the electrical output signal of the throttle sensor. The electrical raw signal is shown as a percentage of the total permissible input range. Eight parameters are shown on the diagram scale. Each parameter has a purpose; these parameters are required for correct calibration. The parameters are expressed as a percentage of raw signal, the parameters may be changed/configured to match the chosen device:
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
57
58
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
ition Lim
it
Pos Lower
5% 5% 10% 20%
0%
Lower
Deadzo ne
OUTPUT 11%
er ev rL n so atio n t S e Ro
5% 70%
r Uppe
85%
Sensor
95% 100%
Diagnostic Upper Limit
Pedal Rotation
Pedal
Diagram A Before calibration, the sensor output falls within the lower calibration region; without auto calibration, the initial lower position limit is used by the engine ECU as the throttle start point. Once clear of the dead zone the desired engine speed will change. In this case the lever would have to move 14 percent of the raw signal (nine percent + five percent dead zone) before desired engine speed changes. This is situation is undesirable.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
59
n Limit
it Lim
ostic iagn
Lower
5% 0% 5% 10% 20%
Lower
Deadzo ne
er Low
Positio
OUTPUT 11%
er ev rL n so atio n t S e Ro
5% 70%
r Po Uppe
sition
Limit
85%
Sensor
95% 100%
Diagnostic Upper Limit
Pedal Rotation
Pedal
Diagram B After calibration, the start position used by the engine ECU has changed; with this new initial lower position the lever needs to travel through the dead zone only. Once clear of the dead zone, the desired engine speed will change. The same principal applies for the upper calibration region as shown in the following diagram.
60
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Pos Lower
5% 0% 5% 10% 20%
Lower
Deadzo ne
r ve Le n or io ns tat Se Ro
5% 70%
r Uppe
85%
Sensor
OUTPUT 75%
95% 100%
Pedal Rotation
Pedal
Diagram C Before calibration, the sensor output falls within the upper calibration region; without auto calibration the initial upper position limit is used by the engine ECU as the throttle maximum point. Once clear of the dead zone the desired engine speed will change. In this case the lever would have to move 10 percent of the raw signal (five percent + five percent dead zone) before desired engine speed changes. This is situation is undesirable.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
61
imit er L Low
ition Lim
it
Pos Lower
5% 0% 5% 10% 20%
Lower
Deadzo ne
r ve Le n r so tio en ota S R
70%
5%
imit ion L Posit
r Uppe
85%
Sensor
OUTPUT 75%
95% 100%
Pedal Rotation
Pedal
Diagram D After calibration, the maximum position used by the engine ECU has changed; with this new initial upper position the lever needs to travel through the dead zone only. Once clear of the dead zone the desired engine speed will change. The auto calibration feature is continuously active during engine operation. If a lower minimum position or higher maximum position is seen, auto calibration will take place on the new values. The initial positions (defined by the initial lower position limit and initial upper position limit) will be reinstated whenever the power to the ECU is recycled.
62
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
OFF
OFF
5% 21% 25%
5%
Sensor
100%
Pedal Rotation
Pedal
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
63
The relay coil should not draw more than 1A and should be fitted with either a resistor or diode to suppress flyback energy (back emf) when the relay is de-energized. As the glow plugs may be activated during cranking, when the battery voltage may be low, it is recommended that relay is specified such that it will close at a voltage of 60 percent of nominal battery voltage or lower. The relay contacts should be rated to withstand the current characteristics outlined in the table below. Note that for the purpose of relay specification, the glow plugs are a purely resistive load (no inductive element). Although the glow plugs are normally operated only for a short time, in cold ambient conditions, best practice would be to size the cable to withstand the stabilized glowplug current permanently. This will allow for a relay that fails closed. For example a 4 Cylinder 12V application should have wire sized to carry 50A. Refer to the recommended cable sizes in the table below. Engine: Supply Voltage: Current initial Current after 4 seconds Current after 8 seconds Recommended fuse to SAEJ1888 (slow blow) Recommended min. cable gauge mm2 (SAE J1128 GLX cable) 12V 82A 64A 50A 50 5 mm2 C4.4 24V 36A 29A 24A 30 2 mm2 12V 122A 97A 74A 80 8 mm2 C6.6 24V 54A 43A 36A 40 3 mm2
64
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Y The operator should wait until after the Pre-heat period before cranking. The Glow Plugs will remain off after the Pre-heat period until the engine is cranked ECU activates Wait to Start Lamp and Glow Plugs for period determined from Pre-heat map
Coolant Temp
Pre-heat map
Intake Temp
Ti m e
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
65
Busbar connection point An insulated M6 terminal post is provided for the machine harness connection to the busbar, which is located on the top right-hand side of the ECU bracket. A 5.5 to 6 mm diameter ring terminal is required to connect the machine harness; this should be insulated by a terminal insulator cap and be capable of handling an 80Amp current. The existing terminal nut is used to locate both the engine-side and harness-side ring terminals to the post. A 10 mm ring spanner is required to tighten the terminal nut to a torque of 6 Nm 2 Nm. Customers who paint the engine are required to shield the terminal post prior to painting. 7.1.4 Ether Cold Start Systems Ether cold start systems are not currently approved for use with C6.6 and C4.4 industrial engines.
66
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Required Parts Part Number 106-0735 155-2260 9X-3402 267-9572 Description Temperature Sensor Connector Plug Kit Socket Socket Qty 1 1 3 3
The Caterpillar sensor 106-0735 is required for correct operation. The sensor should be located in a position that measures the application external ambient air temperature. A location should be chosen that avoids any radiated or conducted heat produced by the engine water jacket heater. The location and mounting design should protect the sensor from damage; the sensor probe is particularly vulnerable and should be guarded from possible impact damage. NOTE: Do not splice the sensor signal wire for input to third party devices. Recommended connector mounting for component with a pigtail harness: The connector interface should never be tied directly to a vibrating member. Pigtail wire lead should be tied down on only one side of the connector interface. Choose one of these two locations: - midpoint on the sensor pigtail, OR - 150 mm from the connector on the wire harness side 7.1.6 Ambient Temperature Sensor ET Configurable Parameter The Ambient Air Temperature Sensor Installation Status listed under start aid configurable parameters must be configured installed in Cat ET prior to using the sensor.
45.9 mm 300 mm
HEX M27
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
67
Operator Displays
8 Operator Displays
8.1 Displays
8.1.1 Gauge Drivers OEMs are increasingly selecting datalink-driven intelligent displays for their applications instead of traditional gauges and lamps directly driven from sensors or engine ECU. If a needle type analogue gauge is required to display an engine parameter such as engine speed, oil pressure, or coolant temperature, it is recommended that the OEM use a gauge or display that can use the parameters broadcast by the ECU on the J1939 datalink. As an alternative, traditional single wire gauge senders may be used if a suitable tapping is available. If this implementation is required, please contact the electronic applications team to discuss requirements. A traditional tacho signal may be obtained from the W terminal of the alternator, although this will not be as accurate as the value sent on the J1939 datalink. Warning: The engine wiring harness must NEVER be modified to use the signal from the sensors connected to the engine ECU. This action would invalidate the engine warranty. 8.1.2 Lamp Outputs The lamp strategy is designed to display the maximum amount of information on the minimum number of lamps. There are six lamp outputs available: Lamp Description Red Stop Lamp Amber Warning Lamp Wait-to-Start Lamp (Cold Start Aid) Low Oil Pressure Lamp PTO Mode Lamp Maintenance Due Lamp Pin Allocation Pin 60 Pin 59 Pin 63 Pin 62 Pin 61 Pin 58
It is mandatory for the OEM to fit the Red Stop Lamp (1), Amber Warning Lamp (2) and the Wait-to-Start Lamp (3) unless a datalink-driven intelligent display is fitted, which fulfills the specification outlined in the next section. Lamps four, five, and six are optional.
68
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Operator Displays
8.1.3 Indicator Lamps Logic
Warning Lamp
(also known as Alert Lamp)
Shutdown Lamp
(also known as Action Lamp)
Lamp State
Bulb Check
Engine State
Key on but engine has yet to be cranked. Engine is running with no detected faults. Engine is running normally but has one or more faults with the engine management system. Engine is running but has one or more active diagnostic events that have initiated engine derate. Engine is running normally but has one or more monitored engine parameters outside of the acceptable range. Engine is running but one or more of the monitored engine parameters has gone beyond that of warning only and has now exceeded those set for engine derate. Engine is either shut down or shutdown is imminent, one or more monitored engine parameters have gone beyond that of warning or derate and have now exceeded those set for engine shutdown. Or a serious Active Diagnostic has been detected.
On
On No Faults Present
Off
On
On
Flash
Flash
On
On
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
69
Operator Displays
8.1.4 Datalink-Driven Intelligent Displays Displays may be connected to the engine ECU using J1939 datalink. Some products that use the CDL may also be compatible. Please contact your local applications team to confirm before selecting a CDL display. Devices that are connected to the J1939 datalink should meet the following standard if the OEM does not intend fitting the indicator lamps described above. 8.1.5 Minimum Functional Specification for J1939 Display The display is always on when the engine is running. The display should be line-of-sight of machine operator during machine operation. Display of the whole J1939 fault code including Suspect Parameter Number, Failure Mode Indicator, and Occurrence Number. Clear indication of what action, if any, the operator is required to take. Display of engine speed. Audible or bright lamp warning when new fault code is detected. The scaling of any gauges (e.g., coolant temperature) should be such that the needle is not far to the right of vertical when the engine is in normal operation (this would give the impression that the engine was abnormally hot, when in fact it is running within its design limits). Caterpillar will, under no circumstances, change the engine J1939 implementation in order to resolve compatibility issues with gauges or displays other than those supplied directly by Perkins. Gauge manufacturers may contact the electronic applications team, however, for information and assistance in ensuring that their products are compatible with the engine ECU. To support new standards and requirements, Caterpillar may add to the fault code table. Therefore, any active engine fault codes including those not recognized or referenced should be displayed. Caterpillar recommends that any suspect parameter number and the associated failure mode identifier are displayed. 8.1.6 Customer Triggered Engine Fault Codes The engine will raise fault codes (event codes) when its design limits are exceeded; for example, for excessive coolant temperature. The fault code algorithms are carefully designed and validated so that they do not cause spurious codes when there is in fact no fault. Some intelligent instrument clusters available on the market are also capable of raising fault codes themselves, based on the information that the engine transmits on J1939 such as engine coolant temperature. The machine designer could set a limit that is more conservative (lower) than the warning threshold defined by Caterpillar. This raises the possibility that the display will say that the engine has a fault when the engine is in fact running within its design limits. This is undesirable as it may result in a service technician being called to resolve a problem when in fact no problem exists. It will also cause damage to the reputation of Caterpillar and of the OEM. Caterpillar recommends therefore, that intelligent displays DO NOT have their own fault detection for engine over temperature/oil pressure etc, but that they use the fault codes generated by the engine, sent in the J1939 Diagnostic Message#1 (DM1).
70
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Operator Displays
8.2 Engine Software Features
8.2.1 Engine Monitoring System Software will monitor the engine during operation and in extreme conditions make decisions to protect the engine from damage. The values of four main operating parameters are monitored Engine Coolant Temperature, Engine Oil Pressure, Intake Manifold Air Temperature, and Engine Speed. The monitoring system will compare parameters predetermined as dangerous to the engine and depending on the parameter values take appropriate action. There are three levels of action: Warning, Derate, and Shutdown. 8.2.1.1 General All parameters work independently using individual threshold values and guard timers. Consequently, it is possible for more than one parameter to register a warning or derate condition at any one time. 8.2.1.2 Warning Each monitored parameter has its own warning trigger threshold. A warning will be triggered when any parameter equals or exceeds its warning. In addition, for oil pressure, the trigger threshold varies with engine speed. The ECU will log these events and turn on the appropriate lamp driver. 8.2.1.3 Derate Each monitored parameter that uses the derate function has its own derate trigger threshold. If the derate threshold is equaled or exceeded by any parameter, a derate protection will be set active. The engine will derate. The ECU will log these events and turn on the appropriate lamp driver. While derate protection is set active, the derate percentage may vary with parameter value. 8.2.1.4 Shutdown The engine shutdown indication lamp driver will be triggered when any parameter equals or exceeds its shutdown threshold for a time exceeding its shutdown indication guard time. Physical engine shutdown will occur only if enabled by the configurable parameter. The ECU will log these events and turn on the appropriate lamp driver. Note: All values quoted in tables below are subject to change. Also, the percentage derate can be confusing. 100 percent derate does not mean that the engine has no power at all, it means that the engine will be running on a derate rating. The percentage of normal power that is available on the derate curve will depend on the rating used, but will normally be approximately 50 percent of nominal power. 8.2.2 Monitoring Mode ET Configurable Parameters Monitoring Mode (listed under Miscellaneous in ET) ET Description Monitoring Mode Shutdowns Monitoring Mode Derates Range or Option Disabled/Enabled Enabled/Enabled Description Switches on or off the shutdown feature Switches on/off the derate feature
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8.2.3 Monitoring Mode Thresholds 8.2.3.1 Coolant Temperature Parameter Warning Derate Temp 113 114 115 116 117 118 119 Shutdown 118 100 N/A Derate % N/A 25
8.2.3.2 Engine Oil Pressure Parameter Warning Engine Speed (rpm) 700 900 1000 1200 Shutdown 700 1200 1800 2400 8.2.3.3 Intake Manifold Temperature Parameter
Warning Derate
Trigger Pressure (kPa) 100 150 175 200 100 100 100 100
Temp
82 86 87 88 89 90
Derate %
N/A 10 20 30 40 50
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8.2.4 Other Derate Reasons Diagnostic and Events Turbo Wastegate Turbo wastegate current low diagnostic Turbo wastegate current high diagnostic Low intake manifold pressure event High intake manifold pressure event Fuel Rail Pump and Pressure Sensor Fuel rail pump solenoid current low diagnostic Fuel rail pump solenoid current high diagnostic Rail pressure sensor voltage low diagnostic Rail pressure sensor voltage high diagnostic Low fuel rail pressure event High fuel rail pressure event Others 5V sensor supply voltage low diagnostic 5V sensor supply voltage high diagnostic 168-01 low battery power to ECU diagnostic Crank speed sensor diagnostic Injector data incorrect Injector not responding 100% 100% 100% 60% 60% 20% No No No No Yes No 100% 100% 100% 100% 100% 100% Yes Yes No No Yes Yes 100% 100% 100% 20% No No Yes Yes Derate Latch Until Next Key Cycle?
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Required Parts Part Number 165-6634 or 239-9957 155-2260 9X-3402 Description Level Switch Connector Plug Kit Socket Qty 1 1 3
ECU 44 33 43
SENSOR SIGNAL (SWG 9) SENSOR RETURN SENSOR SUPPLY +8 VDC
1 2 3
Connector Details Component Sensor Male Connector Connector Female Housing Female Terminal Rubber Seals Caterpillar Part Number Supplier Part Number 523161 AMP 1-142854-0 AMP C-282191-1 AMP 929939-3 AMP
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Engine Governor
10 Engine Governor
10.1 Governor
10.1.1 All Speed The default governor type is an All Speed Governor, also known as a Variable Speed Governor. The diagrams to follow illustrate the torque and speed characteristics of this governor. 10.1.2 Torque Limit Curve Note that the engine may not be capable of reaching the torque fuel limit curve in some circumstances. For example, if the turbocharger is not providing the required boost pressure, the fuel will be limited so that the engine does not emit black smoke. 10.1.3 Droop Droop is the variation of engine speed as load is applied. For example, if an engine has 10 percent droop and is running at 1500 rpm without load, as load is applied, the operator will feel and hear the engine speed gradually decreasing. This is represented by the diagonal dotted lines under the torque curve in the diagram to follow. When the load reaches the torque limit curve of the engine, the engine will lug back along the curve. Note: Droop values can be assigned to the multi-position throttle switch input, PWM accelerator pedal/lever input, and the TSC1 speed demand over J1939. Droop does not apply, however to the PTO mode, which always operates isochronously (zero percent droop). 10.1.4 High Speed Governor (Governor Run-Out) The parameter Top Engine Limit (TEL) will no longer be offered on the C4.4 and C6.6 engines. Flexibility is improved, however, by allowing the high idle (HI) speed to be configured. High idle is the maximum speed that the engine will reach. Note that this is on the bare engine and when installed in an application, it may not be possible to reach this speed due to the parasitic loads of the driven equipment. The range of possible high idle speeds is defined by the parameters High Idle Lower Limit (HILL) and High Idle Upper Limit (HIUL). High idle cannot be specified to be less than Rated Speed (RS) and the HIUL will be dependent on the mechanical limits of the engine. The rated speed (RS) may not be changed by customer configuration.
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Example Governing 1 showing droop and HSG slopes approximately equal
Flywheel Torque
RS
DROOP
HILL
800
1800
2200
HSG
Example Governing 2 showing isochronous droop but with a shallow HSG slope
Flywheel Torque
RS
DROOP = ISOCHRONOUS
HILL
800
1800
2200
HSG
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Engine Governor
10.2 Auxiliary Governor
It is possible to control the engine by the output shaft speed of another module. Caterpillar does not offer a speed sensor for this component, nor is there a direct speed sensor input, for the following reasons: There are a wide variety of speeds to be measured. Speed sensors output signals are low in amplitude and sensitive to electromagnetic interference. The engine is often not close to the output shaft to be measured, resulting in poor quality speed signals. The recommended solution for this requirement is as follows: The speed measured close to the output shaft by a third party electronic control module, which would give an engine speed demand to the engine, using J1939 TSC1 speed control or PTO mode raise and lower inputs. The third party module could also incorporate a display and/or operator control buttons. The electronic application team can give advice on specifying and selecting the third party electronic module for this function. The advantage of this approach is that, although the initial cost of the additional module is higher than a direct speed input, the cost of the additional components is reasonable and the advantages in reliability and ease of commissioning outweigh the disadvantages.
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The following table is an example of how the mode switches can be configured. The two switch inputs provide a total of four possible combinations. Two ratings have been configured such that if switch 2 is open the engine will run on the lower rating, and if the switch is closed it will run on the higher rating. Switch 1 is configured such that if it is open the droop on throttle 1 and 2 is 10 percent, which may be suitable for road operation in an agricultural tractor, for example. When switch 1 is closed, however, a tighter droop is applied which may be suitable in field or work operation. Note: The highest rating available in the mode switch feature will be defined by the rating parameter on the configuration screen of the service tool. Example of Mode Switch Configuration Switch 2 Open Open Closed Closed Switch 1 Open Closed Open Closed Mode No. 1 2 3 4 Rating Throttle 1 100 kW @ 2200 100 kW @ 2200 120 kW @ 2200 120 kW @ 2200 10 5 10 5 Droop (%) Throttle 2 10 2 10 5 TSC1 10 0 10 0
10.4.1 Rating and Droop Changes Requested Via the J1939 Datalink It will be possible to select an alternative droop and alternative rating via the J1939 link, instead of via the hardwired switch inputs. This feature is still in development, although the messages to be used are outlined in the J1939 datalink section of this Applications and Installation Guide. 10.4.2 Service Maintenance Indicator A service maintenance indicator option is available. This is a configurable option; its purpose is to inform the operator that a pre-determined time set in the service tool has elapsed. The feature may be installed using the ET service tool. When configured, the default configuration for the service interval is 500 hours. This can be configured through the service tool configuration screen. The number of hours cannot be increased above 500 hours; however, the hours may be decreased to a lower value. Disabled no monitoring needed Manual Hours software monitors hours since the last reset When the number of hours since the last service is greater than configured maintenance interval, the software will permanently illuminate the maintenance due indicator lamp connected to J1-58. The number of hours until the next service, displayed in ET, will also become negative, i.e., two hours past the service interval will be indicated by -2. The maintenance due indicator lamp is available in the service tool as a status parameter, Maintenance Indicator Lamp Status. The override Maintenance Indicator Lamp Override is so the lamp status can be overridden for testing purposes. At any time before or after the maintenance interval has expired the maintenance due counter can be reset through any of the following mechanisms: Using the maintenance due service tool feature, the maintenance due counter will be reset when the reset button is clicked, if Pin J1-36 (SWB) is held high for greater than two seconds. If the ECU receives J1939 SPN 1584, Service Component Identification, with data value (decimal) 32, Engine oil-engine #1, the maintenance due counter will be reset. (If the SPN is received with any other data value it will be disregarded.) A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 79
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Datalink Support
12 Datalink Support
There are two datalinks available for OEM connection to the engine, J1939 and Caterpillar Data link (CDL). It is recognized, however that other CANbus standards (higher level protocols) do exist and are used in off-highway applications, so some notes are also provided for users of those standards.
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SPN
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J1939 Parameters
14 J1939 Parameters Detailed Descriptions
The engine ECU has been programmed to comply with the SAE J1939 standard according to the specification available on August 1, 2006. This section summarizes the functionality included in the generic industrial engine software. Where the J1939 standard is vague on functionality, notes on implementation have been included. This section is broken down into two different sections, J1939-71 and J1939-73, in accordance with the J1939 documentation. J1939 messages are referenced in ascending numerical order by their Parameter Group Number (PGN). Note: The PGN numbers are written in some documents in decimal form (e.g., 61444). This document will use the Hexidecimal form (e.g., F004) as it is easier to remember and simpler to decode when using tools to analyze traffic on the CAN J1939 bus.
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J1939 Parameters
14.2 J1939 Section 71 Vehicle Application Layer
Torque Speed Control The Torque/Speed Control #1 (TSC1) PGN allows electronic control devices connected to the CAN network to request or limit engine speed, this feature is often used as part of a closed engine control system with broadcast message parameters such as Engine Speed (EEC1). Usage is particularly common in machines that have complex hydraulic systems. TSC1 is a powerful feature; the OEM is responsible for ensuring that the implementation of TSC1 speed control is safe and appropriate for the engine and the machine. Furthermore, it is necessary for the OEM to perform the necessary risk assessment validation of the machine software and hardware used to control the engine speed via TSC1. ECU Response Time To TSC1 Request The mean response time for the ECU to alter the desired speed following a TSC1 request is 52ms +/-5ms. Note, there will be a further delay in the engines actual speed response due to the driving of mechanical components. If TSC1 response time is critical to transmission development and operation, contact your Electronic Applications Engineer. TSC1 Configuration TSC1 is always available as a speed demand input, and given that a J1939 Diagnostic Code is not active, the engine will prioritize the TSC1 request above all other speed demand inputs. In effect, TSC1 overrides all other configured throttle inputs. There are currently two TSC1 fault-handling options available in the service tool and the CEOS, these are described as TSC1 Continuous Fault Handling: Disabled or Enabled. TSC1 Continuous Fault Handling: [Disabled] (Default) This mode is also known as transient fault detection. It is suitable for applications where there is more than one throttle input into the ECU; for instance, in a wheeled excavator where the analogue throttle is used to control road speed, but TSC1 is used to control the machine hydraulics. The TSC1 message will override any other speed demand such as PWM throttle pedal. TSC1 override is switched on and off using the Override Control Mode SPN. End of Transmission Fault Detection The ECU needs to differentiate between the end of a transmission by another controller and an intermittent failure. The ECU expects, therefore, that when a controller no longer wishes to demand engine speed it will terminate with at least one message with the Control Override Mode SPN set to 00. If the engine sees that TSC1 messages have stopped for 90ms or more and TSC1 has not been terminated correctly, the ECU will recognize this as a fault, a J1939 diagnostic code will be raised and the ECU will not accept any TSC1 speed requests for the remainder of the key cycle. TSC1 Continuous Fault Handling: [Enabled] This mode is also known as continuous fault detection, it is suitable for applications where either TSC1 is the only throttle used or where TSC1 is continuously used to limit the top engine speed. The TSC1 speed control/speed limit cannot be switched off using the Override Control Mode SPN. For instance, in a wheeled excavator the analogue throttle is connected to the machine ECU that sends the TSC1 message to control road speed, and to control the machine hydraulics. When TSC1 Continuous Fault Handling is active, other throttles will be permanently overridden, and will only become available if a TSC1 fault is detected.
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J1939 Parameters
TSC1 Feature Summary Table TSC1 Mode TSC1 Continuous Fault Handling Speed Request Speed Limit Torque Request Torque Limit (temporary) Fault Detection 90 ms Timeout Fault Detection Message Present at Start Accepts TSC1 Messages From Several Sources Simultaneously Override Control Mode Switching Transient Disabled Yes Yes No Yes Yes No No Yes Continuous Enabled Yes Yes No Yes Yes Yes No No
Rating and Droop Control In addition to Torque Speed Control, the complimentary message OHECS allows droop and rating selection over J1939 with a similar effect to the hard-wired Mode Selection feature. The OHECS PGN is described later in this section. Torque Speed Control (TSC1) Identifier 0C 00 00 xx Rate (msec) 10 PGN 000000 Default Priority 3 R1 0 DP 0 Source See notes
Resolution (unit/bit) Range Min Max Note A 00 01 10 11 7.8 2 4 1 1 16 8 Rpm % 0.125 1 0 -125 8032 +125 B A A A A
Destination 00
Receive
State
X X X X X X X X X X X
Override Control Mode (spn 695) Override Disabled Speed Control Torque Control Speed/Torque Limit Control Requested Speed Control Conditions (spn 696) Override Control Mode Priority (spn 897) Highest Priority High Priority Medium Priority Low Priority Not Defined Requested Speed/Speed Limit (spn 898) Requested Torque/Torque Limit
2 00 01 10 11
3 5
2 2
Note A: The ECU does not prioritize or arbitrate between speed requests or limit from more than one source and so this situation may result in erratic engine operation. The OEM must ensure that TSC1 messages are not sent from more than one source at a time. Note B: Support for the Torque limiting aspect of TSC1 has been added, although this may only be used for temporary conditions, such as during a gear change.
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Send
Byte
Parameter Name
Length
Bit
E L E C T R O N I C
J1939 Parameters
Electronic Brake Controller 1 (EBC1) The EBC1 message is normally used to control a machine braking system. The Auxiliary Engine Shutdown Switch SPN allows an external component on the J1939 network to shut down the engine without using the keyswitch, and sending the ECU into sleep mode. The resulting stop should not be used as a safety related fail-safe stop function. Identifier 18F00100 Rate (msec) 100 PGN F001 Default Priority 6 R1 0 DP 0 Source Destination 00
State
Units
Send
Byte
Auxiliary Engine Shutdown Switch (970) Off On (engine will be shut down)
Bit
Min
Max
2 00 01
Electronic Engine Controller 2 (EEC2) EEC2 identifies electronic engine control-related parameters, including pedal position for throttles 1 and 2, and IVS status for throttle 1, and the percent load at current speed. Note that the name accelerator pedal is not always accurate for off-highway machines. Accelerator pedal 1 refers to any pedal, lever, or other device that uses either the analogue 1 or PWM throttle 1 input. Likewise, accelerator pedal position 2 refers to any device that uses the analogue throttle 2 input. Identifier 0C F0 03 00 Rate (msec) 50 PGN 00F003 Default Priority 3 R1 0 DP 0 Source 00
Range Min Max Note C 00 01 10 11 3 1 7 2 2 00 01 10 11 2 3 4 5 1 1 1 1 8 8 8 8 % .4 0 100 A % % .4 1 0 0 100 125 B A
Destination
State
X X X X X X X X X X X X X
Accelerator Pedal 1 Low Idle Switch (spn 558) Accelerator Pedal Not in Low Idle Condition Accelerator Pedal in Low Idle Condition Error Indicator Not Available or Not Installed Accelerator Pedal Kickdown Switch Accelerator Pedal 2 Low Idle Switch (spn 2970) Accelerator Pedal Not in Low Idle Condition Accelerator Pedal in Low Idle Condition Error Indicator Not Available or Not Installed Accelerator Pedal Position 1 (spn 91) Engine Percent Load at Current Speed (spn 92) Remote Accelerator Pedal Position Accelerator Pedal Position 2 (spn 29)
Units
Send
Byte
Parameter Name
Resolution (unit/bit)
Receive
Length
Bit
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Resolution (unit/bit)
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J1939 Parameters
Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new parameters only recently defined by The SAE. The start byte / bit of accelerator pedal low idle switch 2 is still to be defined. Note B: Percent load at current speed is estimated from the steady state engine calibration maps. This parameter is not accurate at low loads or during transient conditions. Note C: When there is discrepancy between the pedal position and the idle validation switch position, then the Accelerator Pedal Low Idle Switch parameter will be transmitted as 10 (error) and the accelerator pedal position will be transmitted as FE (error). However, if a pedal is not configured, then it will be sent as not supported. This will apply to both accelerator 1 and accelerator 2. Electronic Engine Controller 1 (EEC1) EEC1 identifies the Electronic Engine Control-related parameters, including Engine Torque Mode, Actual Engine Percent Torque, and Actual Engine Speed. Identifier 0C F0 04 00 Rate (msec) 20 A PGN 00F004 Default Priority 3 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Engine Torque Mode Drivers Demand Engine Percent Torque X X Actual Engine Percent Torque Engine Speed Source Address of Controlling Device for Engine Control Engine Starter Mode
1 2 3 4 6 7
Bit
Min
Max
1 1 1 1 1 1
Note A: The J1939 standard describes the frequency of transmission of this PGN as engine speed dependent. The ECU actually transmits the message every 20ms, however, irrespective of engine speed. Note B: During the engine cranking cycle, while the ECU is detecting engine position and speed, engine speed is transmitted as FE00, or Unavailable. When this value is converted to engine speed, it gives the value of 8128 rpm.
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Parameter Name
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Receive
Length
J1939 Parameters
Turbocharger Wastegate (TCW) TCW contains the SPN, turbocharger 1 wastegate drive. The implementation is that this value directly equates to the PWM duty cycle of the smart wastegate solenoid. A value of 0% represents fully closed and a value of 100% represents fully open. Due to the fact that the wastegate is also intake manifold pressure dependent, this value does not necessarily align to the actual position of the wastegate. Identifier 18FE9600 Rate (msec) 100 PGN FE96 Default Priority 6 R1 0 DP 0
Resolution (unit/bit)
Source 00
Destination
Range
Receive
State
Send
Units
Byte
Turbocharger 1 Wastegate Drive (spn 1188) Turbocharger 2 Wastegate Drive Turbocharger 3 Wastegate Drive Turbocharger 4 Wastegate Drive Turbocharger Wastegate Act Control Pressure
1 2 3 4 5
Bit
Min 0
Max 100
1 1 1 1 1
8 8 8 8 8
0.4
Auxiliary Discrete IO state (AUXIO) The AUXIO PGN is used to transmit the status of all the customer side switch inputs, and two of the analogue voltage inputs of the ECU, irrespective of whether the input is used by the ECU for an application software feature. The spare inputs of the ECU are available for use by the machine designer as additional input channels for non-engine systems. The table below indicates the inputs, the switch connectors, and the associated J1939 SPN. Table of Input Pins to SPNs Input Name SWG1 SWG2 SWG3 SWG4 SWG5 SWG6 SWG7 SWG8 SWG9 SWG10 SWG11 SWB1 SWB2 AIN_ACT5 AIN_ACT4 ECU J1 Connector Pin 52 51 50 49 48 47 46 45 44 39 38 37 38 55 56 J1939 SPN 701 702 703 704 705 706 707 708 709 710 711 713 714 1083 1084
The two SWB inputs above are Switch To Battery, meaning when battery voltage is applied to the pin it will be closed. All the other switch inputs are Switch To Ground, which means when an input is at ground potential it will be closed.
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J1939 Parameters
Identifier 18FED900 Rate (msec) Note A PGN FED9 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
X X X X X X X X X X X
Auxiliary I/O #04 (spn 704) Auxiliary I/O #03 (spn 703) Auxiliary I/O #02 (spn 702) Auxiliary I/O #01 (spn 701) Auxiliary I/O #08 (spn 708) Auxiliary I/O #07 (spn 707) Auxiliary I/O #06 (spn 706) Auxiliary I/O #05 (spn 705) Auxiliary I/O #12 (spn 712) Auxiliary I/O #11 (spn 711) Auxiliary I/O #10 (spn 710) Auxiliary I/O #09 (spn 709) Auxiliary I/O #16 (spn 716) Auxiliary I/O #15 (spn 715)
1 1 1 1 2 2 2 2 3 3 3 3 4 4 4 4 5,6 7,8
Bit
Min
Max
1 3 5 7 1 3 5 7 1 3 5 7 1 3 5 7 1 1
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 16 16 0 0 64255 64255
X X X X
Auxiliary I/O #14 (spn 714) Auxiliary I/O #13 (spn 713) Auxiliary I/O Channel #1 (spn 1083) Auxiliary I/O Channel #2 (spn 1084)
Note A: The message will be sent at a frequency of 100ms, and additionally when any of the supported switch inputs (spns 701 through 716) change state. Note B: Each of the switch inputs is transmitted as 00 if the switch is open (or not connected) and 01 if it is closed. Note C: The analogue channels are scaled at 0.955 volts per bit with a 0.5V offset. For example a voltage of 2.5 voltages would be transmitted as (2.5 volts 0.5 v offset)/0.000955 volts/bit = 209410 or 82E16
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Note B B B B B B B B B B B B B B B B C C
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
J1939 Parameters
Software Identification (SOFT) The Software Identification PGN is requested via the Request PGN message, the message includes the software part number and the software version release date. This PGN has more than 8 bytes of data; therefore, the message content is returned using the transport protocol, and the format of the content is given below. ASCII code as follows: 02 SWPN:1234556701*SWDT:MAY05* Software part number (SWPN) will be of the form 123456701 Software release date (SWDT) will be of the form MAY05 Identifier 18FEDA00 Rate (msec) On Req PGN FEDA Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
X X
Number of Software Identification Fields (spn 965) Software Identification (spn 234)
1 2
Bit
Min 1
Max 255
1 1
8 N ASCII
Note A: The number of software identification fields will be transmitted as 02 Note B: The software identification is ASCII text, with the fields delimited by a * Engine Fluid Level / Pressure 2 (EFL/P2) EFL/P2 includes the Injector Metering Rail 1 Pressure SPN; indicating the gauge pressure of fuel in the high pressure rail supplying the injectors. Identifier 18FEDB00 Rate (msec) 500 PGN FEDB Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Bit
Min
Max
Injector Control Pressure X Injector Metering Rail 1 Pressure (spn 157) Injector Timing Rail 1 Pressure Injector Metering Rail 2 Pressure
1 3 5 7
1 1 1 1
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Parameter Name
Resolution (unit/bit)
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J1939 Parameters
Electronic Engine Controller 3 (EEC3) EEC3 identifies the electronic engine control-related parameter; engine desired operating speed. Engine desired operating speed is calculated as requested speed demand from the throttle input; the speed at which the engine would run if all load were removed and current speed demand conditions maintained. This is not the same as the implementation for Tier 2 product, the change has been implemented to make the parameter more relevant to customers who need to determine how far and how rapidly the engine is lugging back. One effect will be that in many applications where there are high parasitic loads, the engine speed will never actually reach its desired operating speed. Identifier 18 FE DF 00 Rate (msec) 250 PGN FEDF Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Nominal Friction Percent Torque X Engines Desired Operating Speed (spn 515) Engines Operating Speed Asymmetry Adjustment
1 2 4
Bit
Min -125 0 0
1 1 1
8 16 8
% rpm Ratio
1 .125
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Receive
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J1939 Parameters
Engine Configuration (EC) The Engine Configuration PGN describes the stationary behavior of the engine via an engine speed torque map; defining several points on the torque curve (rating) that are active in the engine. This map is only valid for steady state engine behavior at maximum boost pressure. The values will change if a different torque curve is selected or to reflect if the engine is derating, e.g., due to excessive engine temperature. As this PGN is more than 8 bytes long, it will always be transmitted via the transport protocol. Identifier See Note A Rate (msec) See Note A PGN FEE3 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
X X X X X X X X X X X X
Engine Speed at Idle, Point 1 (spn 118) Percent Torque at Idle, Point 1 (spn 539) Engine Speed at Point 2 (spn 528) Percent Torque at Point 2 (spn 540) Engine Speed at Point 3 (spn 529) Percent Torque at Point 3 (spn 541) Engine Speed at Point 4 (spn 530) Percent Torque at Point 4 (spn 542) Engine Speed at Point 5 (spn 531) Percent Torque at Point 5 (spn 543) Engine Speed at High Idle, Point 6 (spn 532) Gain (KP) of the Endspeed Governor Reference Engine Torque (spn 544) Maximum Momentary Engine Override Speed, Point 7 Maximum Momentary Override Time Limit Requested Speed Control Range Lower Limit Requested Speed Control Range Upper Limit Requested Torque Control Range Lower Limit Requested Torque Control Range Upper Limit
1 3 4 6 7 9 10 12 13 15 16 18 20 22 24 25 26 27 28
Bit
Max 8031 +125 8031 +125 8031 +125 8031 +125 8031 +125 8031 50.2 64255 8031 25 2500 2500 +125 125
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
16 8 16 8 16 8 16 8 16 8 16 16 16 16 8 8 8 8 8
%/rpm 0.0007813
Note A: This PGN is sent every five seconds but also whenever there is a change in active torque limit map. Note B: Engine reference torque is the advertised bare engine torque of the highest enabled rating in the box. That is the highest rating that can be selected via mode switches or J1939, while the engine is running. Note C: As both point 2 and point 6 are supported, and gain (Kp) of endspeed governor is not, the support of this message conforms to Engine Configuration Characteristic Mode 1 as described in the J1939-71 specification.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
Note C C C B
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
95
J1939 Parameters
Shutdown (SHUTDOWN) Shutdown PGN contains the SPN wait-to-start lamp. This indicates that the engine is too cold to start and the operator should wait until the signal becomes inactive (turns off). Identifier 18 FE E4 00 Rate (msec) 1000 PGN FEE4 Default Priority 6 R1 0 DP 0
Resolution (unit/bit)
Source 00
Destination
Range
Receive
State
Units
Send
Byte
Idle Shutdown Has Shut Down Engine Idle Shutdown Driver Alert Mode Idle Shutdown Timer Override Idle Shutdown Timer State Idle Shutdown Timer Function A/C High Pressure Fan Switch Refrigerant Low Pressure Switch Refrigerant High Pressure Switch X X X Wait-to-Start Lamp (spn 1081) Off On Engine Protection System Has Shut Down Engine Engine Protection System Approaching Shutdown Engine Protection System Timer Override Engine Protection System Timer State Engine Protection System Configuration
Bit
Min
Max
1 3 5 7 7
2 2 2 2 2 2 2 2 2 00 01
1 3 5
1 3 5 7 7
2 2 2 2 2
Engine Hours/Revolutions (HOURS) HOURS PGN contains the SPN total engine hours. The SAE defines this PGN as being sent on request. However, there are some gauges and displays on the market which require this to be broadcast. Consequently, this message is broadcast at a low update rate, to ensure compatibility with these devices. Identifier 18 FE E5 00 Rate (msec) 1000 Note A PGN FEE5 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
1 5
Bit
Min 0 0
1 1
32 32
Hr Rev
.05 1000
96
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Note
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
Note
Parameter Name
Length
J1939 Parameters
Fuel Consumption The Fuel Consumption PGN contains the SPN total fuel used. This parameter is not a direct measurement. It is calculated from standard test fuel at standard test temperatures. The characteristics of most fuels in the field will differ from the test fuel, particularly at very high or very low temperatures. It is recommended, therefore, that this value is taken to be an indication only of the fuel used by an engine. Identifier 18 FE E9 00 Rate (msec) On Req PGN 00FEE9 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
1 5
Bit
Min 0 0
1 1
32 32
L L
.5 .5
Component ID (CI) The Component Identification PGN is requested via the request PGN message; the message includes the engine make, the engine model number, and the engine serial number. This PGN has more than 8 bytes of data; therefore, the message content is returned using the transport protocol. The format of the content is given below. All these parameters are supported as ASCII text delimited by * Make will be transmitted as CTRPL Model will be transmitted in the form C6.6 or C4.4 Serial Number will be the engine serial number as marked on the nameplate of the engine Identifier 18 FE EB 00 Rate (msec) On Req PGN 00FEEB Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
X X X
Make (spn 586) Model (spn 587) Serial Number (spn 588) Unit Number (spn 233)
Bit
Min
Max
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
Note A A A
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
Note
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
97
J1939 Parameters
Vehicle Identification (VI) The Vehicle Identification PGN is requested via the request PGN message. The message includes only the vehicle identification number PGN. This PGN has more than 8 bytes of data; therefore, the message content is returned using the transport protocol. This PGN may be requested from the ECU but currently the message will simply contain the ASCII text NOT PROGRAMMED. Identifier 18FEEC00 Rate (msec) On Req PGN FEEC Default Priority R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Bit
Min
Max
ASCII
None
Engine Temperature (ET1) ET1 contains the SPN Engine Coolant Temperature, this SPN contains the engine coolant temperature as sensed by the engine control system. Identifier 18 FE EE 00 Rate (msec) 1000 PGN FEEE Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Engine Coolant Temperature (spn 110) Fuel Temperature Engine Oil Temperature Turbo Oil Temperature Engine Intercooler Temperature Engine Intercooler Thermostat Opening
1 2 3 5 7 8
Bit
1 1 1 1 1 1
8 8 16 16 8 8
1 1 .03125 .03125 1 .4
98
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Note
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
Note A
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
J1939 Parameters
Engine Fluid Level/Pressure (EFL/P1) EFL/P1 contains the SPN Engine Oil Pressure; this SPN contains the oil pressure as sensed by the engine control system. Identifier 18 FE EF 00 Rate (msec) 500 PGN FEEF Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Fuel Delivery Pressure Extended Crankcase Blow-by Pressure Engine Oil Level X Engine Oil Pressure (spn 100) Crankcase Pressure Coolant Pressure Coolant Level
1 2 3 4 5 7 8
Bit
Min 0 0 0 0 0
1 1 1 1 1 1
8 8 8 16 8 8
4 .4 4 2 .4
PTO information (PTO) PTO contains the SPNs PTO Switch Enable, PTO Set Switch, PTO Coast/Decelerate Switch, PTO Resume Switch, and PTO Accelerate Switch. Some of the PTO mode switch inputs on the ECU have dual functions. For example, one button provides both SET and LOWER functions and another button provides both RAISE and RESUME functions. When the SET/LOWER button is pressed, both SPN 984 and SPN 938 will go to the active state, for at least one message transmission. Similarly, when the RAISE/RESUME button is pressed then both SPN 982 and SPN 981 will go to the active state. Identifier 18FEF000 Rate (msec) 100 PGN FEF0 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Power Takeoff Oil Temperature (spn 90) Power Takeoff Speed (spn 186) Power Takeoff Set Speed (spn 187) X PTO Enable Switch (spn 980) Remote PTO Preprogrammed Speed Control Switch (spn 979) Remote PTO Variable Speed Control Switch (spn 978) X X X X PTO Set Switch (spn 984) PTO Coast/Decelerate Switch (spn 983) PTO Resume Switch (spn 982) PTO Accelerate Switch (spn 981)
1 2 4 6 6 6 7 7 7 7
Bit
Min
Max
1 1 1 1 3 5 1 3 5 7
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
Note
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
Note
Parameter Name
Length
Resolution (unit/bit)
Range
Receive
99
J1939 Parameters
Fuel Economy (LFE) LFE contains the PGN Fuel Rate. This parameter is not a direct measurement. It is calculated from standard test fuel at standard test temperatures. The characteristics of most fuels in the field will differ from the test fuel, particularly at very high or very low temperatures. It is recommended, therefore, that this value is taken to be an indication only for the fuel usage by an engine. Identifier 18 FE F200 Rate (msec) 100 PGN FEF2 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Fuel Rate (spn 183) Instantaneous Fuel Economy Average Fuel Economy Throttle Position
1 3 5 7
Bit
Min 0 0 0 0
1 1 1 1
16 16 16 8
Inlet/Exhaust Conditions (IC1) IC1 contains the SPNs Boost Pressure, Intake Manifold Temperature, and Air Inlet Pressure. All these parameters are broadcast as sensed by the engine control system. Identifier 18 FE F6 00 Rate (msec) 500 PGN FEF6 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Bit
Particulate Trap Inlet Pressure X X X Boost Pressure (spn 102) Intake Manifold Temperature (spn 105) Air Inlet Pressure (spn 106) Air Filter Differential Pressure Exhaust Gas Temperature Coolant Filter Differential Pressure
1 2 3 4 5 6 8
1 1 1 1 1 1 1
8 8 8 8 8 16 8
.5 2 1 2 .05 .03125 .5
Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet manifold pressure sensor. Note B: Boost pressure will be calculated from inlet manifold temperature. Boost pressure will never be transmitted as a negative number, even though a slight depression at the inlet is possible for some engines when running at low idle speed.
100
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Note B A
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
Note
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
J1939 Parameters
Vehicle Electrical Power (VEP) VEP contains the SPNs Electrical Potential and Battery Potential. Electrical potential and battery potential parameters are both supported with the same value, which is the voltage measured between the battery (+) and battery (-) terminals of the ECU. Identifier 18 FE F7 00 Rate (msec) 1000 PGN FEF7 Default Priority 6 R1 0 DP 0 Source 00 Destination
Receive
State
Send
Units
Byte
Net Battery Current Alternator Potential (Voltage) X X Electrical Potential (Voltage) (spn 168) Battery Potential (Voltage), Switched (spn 158)
1 3 5 7
Bit
Min -125 0 0 0
1 1 1 1
16 16 16 16
Amp V V V
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
Note
Parameter Name
Resolution (unit/bit)
Range
Length
101
J1939 Parameters
Operator Primary Intermediate Speed (ISCS) The ISCS PGN is used to describe the logical state of the throttle position switch input (also known as multiposition throttle switch). Identifier 18FDC800 Rate (msec) 1000 PGN FDC8 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Operator Primary Intermediate Speed Select State (spn 2892) Intermediate Speed Not Requested Logical Position 1 Logical Position 2 Logical Position 3 Logical Position 4 Logical Position 5 Logical Position 6 Logical Position 7 Logical Position 8 Logical Position 9 Logical Position 10 Logical Position 11 Logical Position 12 Logical State 13, 14, 15, or 16 Reserved Not Available
Bit
Min
Max
4 0000 0001 0010 0011 0100 0101 0110 0111 1000 1001 1010 1011 1100 1101 1110 1111 C B A
X X X X X X X X X X X X X X
Note A: Intermediate speed not requested state is not supported. Note, however, that on most applications where throttle position switch is used, logical position 1 will be all four switches in the open position and will equate to engine idle. Note B: There are only 13 states available but 16 possible combinations of the four switch inputs. No known application has used more than 10 states however, or is expected to use more than 10 states in the future, so it is not envisaged that this will cause a problem. If 16 states are used, logical states 14, 15, and 16 will be transmitted as 13. Note C: If the throttle position switch is not configured on an application, the ECU will send 1111 not available.
102
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Note
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
J1939 Parameters
Off-Highway Engine Control Selection (OHECS) OHECS is sent to the engine to select engine rating and droop percentage, in a similar way to the hardwired mode switches. The J1939 request will have precedence over the hard-wired switch inputs to the ECU. When the ECU receives this PGN, it will override the mode selection configuration, and switch to the requested rating and droop setting. The engine will remain in this new state until either another message is received with a different rating and droop request, or until the keyswitch is cycled. Identifier 18FDCBxx Rate (msec) 500 PGN FDCB Default Priority 6 R1 0 DP 0 Source Destination 00
State
Units
Send
Byte
Auxiliary Governor Switch Multi-Unit Synch On/Off Switch Alternate Low Idle Switch X X X X Alternate Rating Select Alternate Droop Accelerator 1 Select Accel 1 Default Droop (default) Accel 1 Alternate Droop 1 through 10 = 1% through 10% Accel 1 Alternate Droop 11 (Isochronous) Error X X X X Not Available Alternate Droop Accelerator 2 Select Accel 12 Default Droop (default) Accel 2 Alternate Droop 1 through 10 = 1% through 10% Accel 2 Alternate Droop 11 (Isochronous) Error X X X X Not Available Alternate Droop Remote Accelerator Select Remote Accel Default Droop (default) Remote Accel Alternate Droop 1 through 10 = 1% through 10% Remote Accel Alternate Droop 11 (Isochronous) Error X Not Available Alternate Droop Auxiliary Input Select
1 1 1 2 3
Bit
Min
Max
1 3 5 1 1
Note A: Ratings 1 to n are populated with all the ratings available in the ECU with 1 being the lowest and n being the highest rating. If the ECU receives the 0, the rating value entered through the mode selection switches should be used.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
Note
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
103
J1939 Parameters
Off-Highway Engine Control Selection State (OHCSS) OHCSS broadcasts the SPNs corresponding engine rating select and droop select. When the engine is controlled by the hard-wired mode selection, then OHCSS will contain this data; however, when the OHECS PGN is used to control rating select and droop, the OHCSS message will mirror the override information. Identifier 18FDC700 Rate (msec) 500 PGN FDC7 Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Auxiliary Governor State Multi-Unit Synch State Alternate Low Idle Select State X X X X Alternate Rating Select State Alternate Droop Accelerator 1 Select State Alternate Droop Accelerator 2 Select State Alternate Droop Remote Accelerator Select State Alternate Droop Auxiliary Input Select State
1 1 1 2 3 3 4 4
Bit
Min
Max
1 3 5 1 1 5 1 5
2 2 2 8 4 4 4 4
This PGN is intended for the ECU to provide feedback on the OHECS messages described above.
104
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Note
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
J1939 Parameters
14.3 J1939 Section 73 Diagnostic Layer
Active Diagnostics Trouble Codes (DM1) The information communicated by DM1 is limited to currently active diagnostic trouble codes. DM1 will be transmitted whenever a Diagnostic Trouble Code (DTC) becomes an active fault and once per second thereafter. The message contains diagnostic lamp status, indicating the severity of the problem, followed by the DTC identifiers, SPN and FMI. The DM1 message is not sent if there are no active fault codes. If only 1 DTC is active then DM1 will be transmitted as a single message with the identifier FECA. If there is more than one fault code present then the DM1 message will be longer than 8 bytes, thus the transport protocol (BAM) will be used to send the message. Note : This is different from Tier 2 functionality where the transport protocol (BAM) is used to send all DM1 messages, even if only one fault code is active. Identifier See Note A Rate (msec) See note B PGN 00FECA Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Malfunction Indicator Lamp Protect Lamp Stop Lamp Warning Lamp X X X X SPN (Suspect Parameter Number) FMI (Failure Mode Identifier) Occurrence Count SPN Conversion Method
Bit
Min
Max
Note A: The J1939 diagnostic lamp description and function is not supported diagnostic lamp implementation is supported as follows: Diagnostic and event codes have been split into three categories of severity called Warning Category Indicators (WCI). The lowest level (Level 1) is used for warning level faults, such as when engine design limits for temperature have been reached, or for a sensor short circuit. The highest level (Level 3) is used for events where the severity merits the machine and the engine being immediately stopped. Level 2 is an intermediate level used particularly for events or diagnostic which cause an engine derate.
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
Note A A A A
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
105
J1939 Parameters
The status lamps in the DM1 message will be switched on according to the following table: WCI 1 2 3 Protect Lamp ON ON ON Warning Lamp OFF ON ON Shutdown Lamp OFF OFF ON
Previously Active Diagnostic Trouble Codes (DM2) Identifier See Note A Rate (msec) On Req PGN FECB Default Priority 6 R1 0 DP 0 Source 00 Destination
State
Units
Send
Byte
Malfunction Indicator Lamp Protect Lamp Stop Lamp Warning Lamp X X X X SPN FMI Occurrence Count SPN Conversion Method
Bit
Min
Max
Note A: Lamp support as per DM1. Diagnostic Data Clear/Reset of Previously Active DTCs (DM3) DM3 is sent as a RequestPGN message, and has the function of erasing the record of all previously active fault codes. The ECU responds to the DM3 message by clearing all diagnostic codes but not event codes. The ECU will send an Acknowledge message (ACK) to say that this action is complete. Diagnostic trouble codes are defined as faults on the electronic system, for instance if there is a sensor failure. Event codes are raised when the engine system is operating outside of its defined diagnostic limits, for instance, if the engine coolant temperature is excessive. Event codes can only be cleared with the service tool and require a factory password. Identifier See Note A Rate (msec) On Req PGN FECC Default Priority 6 R1 0 DP 0 Source Destination 00
State
Units
Send
Byte
106
C 4 . 4
A N D
C 6 . 6
Bit
Min
Max
I N D U S T R I A L
E L E C T R O N I C
Note
Parameter Name
Length
Resolution (unit/bit)
Range
Receive
Note A A A A
Parameter Name
Resolution (unit/bit)
Range
Receive
Length
J1939 Parameters
14.4 Supported Parameters Section 21 Simplified Descriptions
J1939 Section 21 describes in detail the framework, structure and protocol of J1939 messages. The on-engine application of Section 21 is considered too detailed to give a comprehensive functional description in this guide. For reference, the message PGNs and descriptions are given to help network identification of these messages. Transport Protocol Connection Management (TP.CM_BAM) Identifier 1CECFF00 Rate (msec) PGN EC00 Default Priority 7 R1 0 DP 0 Source Destination
Support as per J1939 21. Note that this mechanism is used principally as a multipacket protocol for sending messages larger than 8 bytes of data; for example, to send diagnostic messages DM1 and DM2 or for the engine configuration PGN. This uses the Broadcast Announce Message (BAM) as shown in the example below: Transport Protocol Data Transfer (TP.DT) Identifier 1CEBFF00 Rate (msec) See Note A PGN EB00 Default Priority 7 R1 0 DP 0 Source Destination
Note A: If a module is required to decode any information that is sent via the transport protocol, it must be capable of receiving and processing messages with the same identifier within 50 ms. Proprietary A Service Tool Identifier 18EF00xx Rate (msec) PGN EF00 Default Priority 6 R1 0 DP 0 Source Destination
This message is used for communication between the ECU and the service tool. It must not be used by any other electronic system on the machine, as this may cause unpredictable operation when the service tool is connected. Acknowledge Identifier 18E8xxxx Rate (msec) PGN E800 Default Priority 6 R1 0 DP 0 Source Destination
Both acknowledge (ACK) and negative acknowledge (NACK) are supported as per the J1939 specification. Request PGN Identifier 18EA00xx Rate (msec) PGN EA00 Default Priority 6 R1 0 DP 0 Source Destination 00
Supported as per the J1939 specification. This PGN is sent to the ECU to request parameters that are only sent on-request. For example, if an electronic module on the machine requires engine hours information, it must send a request PGN for the engine hours/revolutions PGN.
Appendices
15 Appendices
15.1 Appendix 1 ECU J1 Connector Terminal Assignments
Pin No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 Description Battery (-) Battery (-) Battery (-) N/A N/A N/A Battery (+) Battery (+) - Battery - Battery DF_PWM 1 Shield DF_PWM 1DF_PWM 1+ N/A Battery (+) Battery (+) N/A N/A N/A CAN (+) CAN (-) CAN A Shield CDL (+) CDL (-) N/A N/A N/A N/A N/A N/A PWM_2A Return 1 Preferred Function Battery ve Battery ve Battery ve N/A N/A N/A Battery +ve Battery +ve Battery ve Battery ve N/A N/A N/A N/A Battery +ve Battery +ve N/A N/A N/A SAE J1939 CAN DL + SAE J1939 CAN DL CAN Shield CDL + CDL N/A N/A N/A N/A N/A N/A N/A Alternative Function N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
108
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Appendices
Pin No. 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 Description PWM_2A Driver 1 VS_RET VS_RET SWG_ RET SWB 2 SWB 1 SWG 11 SWG 10 SWK_0 VS_5_200mA VS_5_200mA VS_8_100mA SWG 9 SWG 8 SWG 7 SWG 6 SWG 5 SWG 4 SWG 3 SWG 2 SWG 1 AIN_ACT/PWM_I 1 AIN_ACT 7 AIN_ACT 5 AIN_ACT 4 DOUT_1A 1 DOUT_0.3A 10 DOUT_0.3A 9 DOUT_0.3A 8 DOUT_0.3A 4 DOUT_0.3A 3 DOUT_0.3A 2 DOUT_0.3A 1 N/A Sensor 0V Return Sensor 0V Return Switch Return Maintenance Reset N/A Air Filter Restriction Switch Mode Switch 1 Ignition Switch Input Sensor 5V Supply Sensor 5V Supply PWM Throttle Sensor 8V Supply Throttle 2 IVS Throttle 1 IVS Mode Switch 2 Throttle Arbitration Switch Remote Shutdown Switch (NO) PTO Mode Disengage (NC) PTO Mode Raise/Resume PTO Mode Set/Lower PTO Mode ON/OFF PWM Throttle Input Throttle 1 Analogue Input Throttle 2 Analogue Input N/A Start Aid Control Maintenance Due Lamp Warning Lamp Shutdown Lamp PTO Mode Lamp Low Oil Pressure Lamp Wait-to-Start Lamp N/A Preferred Function Alternative Function N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Fuel Water Trap Monitor N/A N/A Coolant Level Sensor N/A MPTS1 MPTS2 MPTS3 MPTS4 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
109
Appendices
15.2 Appendix 2 List of Diagnostic and Event Codes
Note that in some cases there are differences in the codes which are transmitted on the J1939 bus and those that are transmitted on the CDL bus (those normally viewed on the service tool). Additionally codes may be added on later software that are not present on this table.
CDL Code N/A 0001-02 0001-05 0001-06 0001-07 0002-02 0002-05 0002-06 0002-07 0003-02 0003-05 0003-06 0003-07 0004-02 0004-05 0004-06 0004-07 0005-02 0005-05 0005-06 0005-07 0006-02 0006-05 0006-06 0006-07 0041-03 0041-04 0091-02 0091-03 0091-04 0091-08 0100-03 0100-04 0100-10 0110-03 0110-04 0168-00 0168-01 0168-02 Description No Diagnostic Code Detected Cylinder #1 Injector Erratic, Intermittent, or Incorrect Cylinder #1 Injector Current Below Normal Cylinder #1 Injector Current Above Normal Cylinder #1 Injector Not Responding Properly Cylinder #2 Injector Erratic, Intermittent, or Incorrect Cylinder #2 Injector Current Below Normal Cylinder #2 Injector Current Above Normal Cylinder #2 Injector Not Responding Properly Cylinder #3 Injector Erratic, Intermittent, or Incorrect Cylinder #3 Injector Current Below Normal Cylinder #3 Injector Current Above Normal Cylinder #3 Injector Not Responding Cylinder #4 Injector Erratic, Intermittent, or Incorrect Cylinder #4 Injector Current Below Normal Cylinder #4 Injector Current Above Normal Cylinder #4 Injector Not Responding Properly Cylinder #5 Injector Erratic, Intermittent, or Incorrect (C6.6 engine only) Cylinder #5 Injector Current Below Normal (C6.6 engine only) Cylinder #5 Injector Current Above Normal (C6.6 engine only) Cylinder #5 Injector Not Responding Properly (C6.6 engine only) Cylinder #6 Injector Erratic, Intermittent, or Incorrect (C6.6 engine only) Cylinder #6 Injector Current Below Normal (C6.6 engine only) Cylinder #6 Injector Current Above Normal (C6.6 engine only) Cylinder #6 Injector Not Responding Properly (C6.6 engine only) 8 Volt DC Supply Voltage Above Normal 8 Volt DC Supply Voltage Below Normal Throttle Position Sensor Erratic, Intermittent, or Incorrect Throttle Position Sensor Voltage Above Normal Throttle Position Sensor Voltage Below Normal Throttle Position Sensor Abnormal Frequency, Pulse Width, or Period Engine Oil Pressure Sensor Voltage Above Normal Engine Oil Pressure Sensor Voltage Below Normal Engine Oil Pressure Sensor Abnormal Rate of Change Engine Coolant Temperature Sensor Voltage Above Normal Engine Coolant Temperature Sensor Voltage Below Normal Electrical System Voltage High Electrical System Voltage Low Electrical System Voltage Erratic, Intermittent, or Incorrect Cat ET J1939 Code N/A J651-2 J651-5 J651-6 J651-7 J652-2 J652-5 J652-6 J652-7 J653-2 J653-5 J653-6 J653-7 J654-2 J654-5 J654-6 J654-7 J655-2 J655-5 J655-6 J655-7 J656-2 J656-5 J656-6 J656-7 J678-03 J678-04 J91-02 J91-03 J91-04 J91-08 J100-03 J100-04 J100-10 J110-03 J110-04 J168-00 J168-01 J168-02 3rd Party Device J1939 Code N/A 651-2 651-5 651-6 651-7 652-2 652-5 652-6 652-7 653-2 653-5 653-6 653-7 654-2 654-5 654-6 654-7 655-2 655-5 655-6 655-7 656-2 656-5 656-6 656-7 678-03 678-04 91-02 91-03 91-04 91-08 100-03 100-04 100-10 110-03 110-04 168-00 168-01 168-02 Flash Code 551 111 111 111 111 112 112 112 112 113 113 113 113 114 114 114 114 115 115 115 115 116 116 116 116 517 517 154 154 154 154 157 157 157 168 168 422 422 422
110
C 4 . 4
A N D
C 6 . 6
I N D U S T R I A L
E L E C T R O N I C
Appendices
CDL Code 0172-03 0172-04 0190-08 0247-09 0247-12 0253-02 0261-11 0262-03 0262-04 0268-02 0342-08 0526-05 0526-06 0526-07 0774-02 0774-03 0774-04 0774-08 1639-09 1743-02 1779-05 1779-06 1785-03 1785-04 1785-10 1797-03 1797-04 1834-02 2246-06 Event Codes E172-1 E194-1 E232-1 E360-1 E360-3 E361-1 E361-2 E361-3 E362-1 E396-1 E398-1 E539-1 E539-2 E2143-3 High Air Filter Restriction High Exhaust Temperature High Fuel/Water Separator Water Level Low Oil Pressure Warning Low Oil Pressure Shutdown High Engine Coolant Temperature Warning High Engine Coolant Temperature Derate High Engine Coolant Temperature Shutdown Engine Overspeed High Fuel Rail Pressure Low Fuel Rail Pressure High Intake Manifold Air Temperature Warning High Intake Manifold Air Temperature Derate Low Engine Coolant Level J107-15 J173-15 J97-15 J100-17 J100-01 J110-15 J110-16 J110-00 J190-15 J157-00 J157-01 J105-15 J105-16 J111-01 107-15 173-15 97-15 100-17 100-01 110-15 110-16 110-00 190-15 157-00 157-01 105-15 105-16 111-01 151 185 157 157 168 168 168 141 159 159 133 133 169 Description Intake Manifold Air Temperature Sensor Voltage Above Normal Intake Manifold Air Temperature Sensor Voltage Below Normal Engine Speed Sensor Abnormal Frequency, Pulse Width, or Period SAE J1939 Data Link Abnormal Update Rate SAE J1939 Data Link Failure Personality Module Erratic, Intermittent, or Incorrect Engine Timing Offset Fault 5 Volt Sensor DC Power Supply Voltage Above Normal 5 Volt Sensor DC Power Supply Voltage Below Normal Programmed Parameter Fault Erratic, Intermittent, or Incorrect Secondary Engine Speed Sensor Abnormal Frequency, Pulse Width, or Period Turbo Wastegate Drive Current Below Normal Turbo Wastegate Drive Current Above Normal Turbo Wastegate Drive Not Responding Properly Secondary Throttle Position Sensor Erratic, Intermittent, or Incorrect Secondary Throttle Position Sensor Voltage Above Normal Secondary Throttle Position Sensor Voltage Below Normal Secondary Throttle Position Sensor Abnormal Frequency, Pulse Width, or Period Machine Security System Module Abnormal Update Rate Engine Operation Mode Selector Switch Erratic, Intermittent, or Incorrect Fuel Rail #1 Pressure Valve Solenoid Current Below Normal Fuel Rail #1 Pressure Valve Solenoid Current Above Normal Intake Manifold Pressure Sensor Voltage Above Normal Intake Manifold Pressure Sensor Voltage Below Normal Intake Manifold Pressure Sensor Abnormal Rate of Change Fuel Rail Pressure Sensor Voltage Above Normal Fuel Rail Pressure Sensor Voltage Below Normal Ignition Keyswitch Loss of Signal Glow Plug Start Aid Relay Current Above Normal Cat ET J1939 Code J105-03 J105-04 J190-08 J631-02 J637-11 J1079-03 J1079-04 J630-02 J723-08 J1188-05 J1188-06 J1188-07 J29-02 J29-03 J29-04 J29-08 J1196-09 J2882-02 J1347-05 J1347-06 J102-03 J102-04 J102-10 J157-03 J157-04 J158-02 J676-06 3rd Party Device J1939 Code 105-03 105-04 190-08 631-02 637-11 1079-03 1079-04 630-02 723-08 1188-05 1188-06 1188-07 29-02 29-03 29-04 29-08 1196-09 2882-02 1347-05 1347-06 102-03 102-04 102-10 157-03 157-04 158-02 676-06 Flash Code 133 133 141 514 514 415 143 516 516 527 142 177 177 177 155 155 155 155 426 144 162 162 197 197 197 159 159 439 199
A P P L I C AT I O N
A N D
I N S TA L L AT I O N
G U I D E
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World Headquarters: Caterpillar Inc. Peoria, Illinois, U.S.A Tel: (309) 578-6298 Fax: (309) 578-2559 Mailing Address: Caterpillar Inc. Industrial Power Systems P.O. Box 610 Mossville, IL 61552
www.cat-industrial.com
E-mail: cat_power@cat.com
Materials and specifications are subject to change without notice. Rating ranges listed include the lowest and highest available for a specific engine or family of engines. Load factor and time at rated load and speed will determine the best engine/rating match. CAT, CATERPILLAR, their respective logos, ACERT, ADEM, HEUI, Pocket Tec, Caterpillar Yellow and the POWER EDGE trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission. LEBH7120-00 (5-07) 2007 Caterpillar All rights reserved.