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Table of Contents
1 2 INTRODUCTION AND PURPOSE ....................................................................... 15 IMPORTANT SAFETY INFORMATION ............................................................... 16
1.1 REFERENCES...................................................................................................................................... 15 2.1 ELECTRICAL SAFETY ......................................................................................................................... 17 2.2 ELECTROSTATIC DISCHARGE AWARENESS.................................................................................. 17 2.3 WELDING ON A MACHINE.................................................................................................................. 18 2.4 HIGH PRESSURE FUEL WARNING.................................................................................................... 18 2.5 REPLACEMENT PARTS ...................................................................................................................... 19

ENGINE SYSTEM OVERVIEW ............................................................................ 20

SENSOR VOLTAGE.........................................................................................................................................21 ROUTING .........................................................................................................................................................22 SHORT CIRCUIT PROTECTION .....................................................................................................................22

3.1 ENGINE ELECTRONIC CONTROL MODULE ..................................................................................... 20

3.2 COMMON RAIL FUEL SYSTEM .......................................................................................................... 23

FUEL TRANSFER PUMP.................................................................................................................................23 HIGH PRESSURE PUMP.................................................................................................................................23 FUEL CONTROL VALVE .................................................................................................................................23

3.3 ELECTRIC FUEL INJECTORS............................................................................................................. 24

HIGH PRESSURE COMMON RAIL INJECTOR OPERATION......................................................................24

3.4 ENGINE SENSORS .............................................................................................................................. 25

ENGINE POSITION SENSING.........................................................................................................................27 SPEED TIMING SENSORS - OPERATION .....................................................................................................27 LUBICATION SYSTEM SENSING ...................................................................................................................29 COOLING SYSTEM SENSING ........................................................................................................................30 AIR SYSTEM SENSING...................................................................................................................................31 TURBO CHARGING SYSTEM SENSING ........................................................................................................32 FUEL TRANSFER SYSTEM SENSING ...........................................................................................................33 HIGH PRESSURE COMMON RAIL SENSING ................................................................................................35 ELECTRONIC COOLANT TEMPERATURE CONTROL MODULE..................................................................37

POWER AND GROUNDING ................................................................................ 38

MINIMUM BATTERY VOLTAGE ......................................................................................................................38 WIRE SIZING ...................................................................................................................................................38 BATTERY DISCONNECT SWITCH .................................................................................................................38

4.1 SYSTEM VOLTAGE ............................................................................................................................. 38

4.2 GROUNDING THE ENGINE................................................................................................................. 39 4.3 GROUNDING SR5 GENERATORS ..................................................................................................... 40 4.4 STARTING SYSTEM WIRING.............................................................................................................. 42 4.5 BATTERY CABLE SIZING (MAXIMUM ALLOWABLE RESISTANCE) .................................................................. 42
FIXED RESISTANCE IN A PARALLEL CIRCUIT.............................................................................................44 CONNECTIONS/PROPER PRACTICES..........................................................................................................44

4.6 WELDING AND AN ELECTRONIC ENGINE........................................................................................ 45 4.7 TRANSIENT VOLTAGE SUPPRESSION.............................................................................................46

TRANSIENT SUPPRESSION TECHNIQUES ..................................................................................................46

4.8 POWER CONTROL PANELS............................................................................................................... 47 4.9 ECM POWER SUPPLY CONNECTIONS............................................................................................. 50

FUSING ............................................................................................................................................................50

4.10 KEY SWITCH CONNECTION (OPTION) ........................................................................................... 51

KEY SWITCH OPERATION .............................................................................................................................52

4.11 ECM - INTERNAL BATTERY.............................................................................................................. 52

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4.12 ECM - CURRENT REQUIREMENTS ................................................................................................. 53 4.13 FUSE LIST .......................................................................................................................................... 53

CONNECTORS AND WIRING HARNESSES ...................................................... 54

DT CONNECTOR.............................................................................................................................................54 DEUTSCH HD CONNECTORS........................................................................................................................55 DRY / ACE CONNECTOR................................................................................................................................55 OPTIONAL CATERPILLAR CUSTOMER HARNESS ......................................................................................55 AMPSEAL CONNECTORS ..............................................................................................................................56 AMPSEAL CONNECTORS AND TOOLS.........................................................................................................56 CONNECTOR SERVICE KIT ...........................................................................................................................56

5.1 WIRING HARNESS COMPONENTS ................................................................................................... 54

5.2 ENGINE INTERFACE CONNECTOR (EIC) ......................................................................................... 57

CONNECTOR TERMINALS .............................................................................................................................58 WIRE TYPE AND GAUGE SIZE.......................................................................................................................58 WIRE SIZE .......................................................................................................................................................59 WIRE INSULATION..........................................................................................................................................59

5.3 CONNECTOR SEAL PLUGS ............................................................................................................... 60 5.4 WIRING HARNESS DESIGN ............................................................................................................... 60
HARNESS ROUTING.......................................................................................................................................60 MAINTENANCE CONSIDERATIONS ..............................................................................................................61 HARNESS BENDS ...........................................................................................................................................61 HARNESS BENDS (AT CONNECTORS).........................................................................................................61 DRIP LOOP ......................................................................................................................................................62 SEALING SPLICES AND RING TERMINALS ..................................................................................................62 WIRE CONNECTION CRIMP GUIDELINES AND TOOLING ..........................................................................63

5.5 SERVICE TOOL CONNECTOR WIRING.............................................................................................64

SERVICE TOOL CONNECTOR PIN-OUTS .....................................................................................................64 SERVICE TOOL WIRING SCHEMATIC...........................................................................................................64 TERMINATING RESISTOR..............................................................................................................................64

5.6 CAN DATA LINK HARNESS DESIGN.................................................................................................. 65 5.7 CONNECTING MODULES TO THE CAN DATA LINK ........................................................................ 66
CAN DATA LINK KEY COMPONENTS............................................................................................................66

SECURITY ........................................................................................................... 68
EQUIPMENT IDENTIFICATION - CONFIGURATION......................................................................................68

6.1 EQUIPMENT IDENTIFICATION ........................................................................................................... 68 6.2 CUSTOMER PASSWORDS ................................................................................................................. 68

CUSTOMER PASSWORD(S) - CONFIGURATION .........................................................................................68

6.3 PARAMETER LOCKOUT ..................................................................................................................... 69

PARAMETER LOCKOUT - CONFIGURATION ................................................................................................69

STARTING AND STOPPING THE ENGINE ........................................................ 70

STARTING PROCEDURE................................................................................................................................70 REDUNDANT STARTING ................................................................................................................................70

7.1 STARTING THE ENGINE ..................................................................................................................... 70 7.2 STARTING SYSTEM PARAMETERS .................................................................................................. 70
STARTING SYSTEM SELECTION MODE.......................................................................................................70 STARTER PINION ENGAGEMENT DETECTION SYSTEM ENABLE STATUS..............................................71 STARTING SYSTEM #1 TYPE ........................................................................................................................71 STARTING SYSTEM #2 TYPE ........................................................................................................................72 ENGINE STATE CONTROL PARAMETERS ...................................................................................................73

7.3 EMERGENCY STOP (E-STOP) ........................................................................................................... 74

ACTIVATING THE EMERGENCY STOP .........................................................................................................74 RESETTING A LATCHED SHUTDOWN ..........................................................................................................74

7.4 CONFIGURABLE E-STOP ................................................................................................................... 75 7.5 E-STOP - I/O REQUIREMENTS........................................................................................................... 75

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INPUTS ............................................................................................................................................................75

7.6 REMOTE E-STOP SWITCH - INPUT TYPE CONFIGURATION ......................................................... 78 7.7 REMOTE SHUTDOWN......................................................................................................................... 78
REMOTE SHUTDOWN ....................................................................................................................................79 75% ENGINE OVER SPEED VERIFY..............................................................................................................79

ENGINE SPEED DEMANDS................................................................................ 80

CAN SPEED CONTROL CONFIGURATION ...................................................................................................80 CAN SPEED CONTROL INSTALLATION ........................................................................................................80

8.1 CAN SPEED CONTROL (TSC1) (DATA LINK COMMAND)................................................................ 80 8.2 THROTTLE POSITION SENSOR......................................................................................................... 80 8.3 START/RUN/STOP CONTROL ............................................................................................................ 81
REQUESTED ENGINE CONTROL MODE ......................................................................................................81 DATALINK CONTROL ENABLE.......................................................................................................................83

8.4 ENGINE CONTROL PARAMETERS.................................................................................................... 83

ENGINE SPEED CONTROL PARAMETERS...................................................................................................83 ENGINE/GEAR PARAMETERS .......................................................................................................................83 LOW IDLE SPEED ...........................................................................................................................................84 LOW IDLE SPEED CONFIGURATION ............................................................................................................84

8.5 THROTTLE ARBITRATION STRATEGY .............................................................................................84

THROTTLE ARBITRATION STRATEGY INSTALLATION ...............................................................................85

8.6 SIMPLE DROOP - ISOCHRONOUS MODE CONTROL...................................................................... 85

DROOP/ISOCHRONOUS MODE CONTROL W/DATA LINK OVERRIDE.......................................................85 EP SETPOINT DROOP CONTROL WITH DATA LINK OVERRIDE ................................................................85 FAILURE MODE FUNCTIONALITY .................................................................................................................87

8.7 COOLDOWN / SHUTDOWN STRATEGY............................................................................................ 87

SPEED GOVERNOR TUNING ............................................................................. 88

9.1 ENGINE INSTABILITY CHECK LIST ................................................................................................... 88 9.2 TUNING THE SPEED GOVERNOR..................................................................................................... 89 9.3 RESTORING FACTORY DEFAULT GOVERNOR GAINS................................................................... 90
GOVERNOR CONFIGURATION SYSTEM PARAMETERS ............................................................................90

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ENGINE MONITORING AND PROTECTION ...................................................... 92

WARNING, DERATE, OR SHUTDOWN ACTIONS..........................................................................................94 ENGINE PROTECTION PARAMETERS..........................................................................................................96

10.1 MONITORING SYSTEM - PROGRAMMABLE SETTINGS................................................................ 92 10.2 DIAGNOSTIC CODES ........................................................................................................................ 96

ACTIVE CODES ...............................................................................................................................................96 LOGGED CODES.............................................................................................................................................97

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COLD STARTING AID ......................................................................................... 99

ELECTRIC STARTING.....................................................................................................................................99 ETHER STARTING ..........................................................................................................................................99

11.1 COMMON STARTING AIDS OVERVIEW .......................................................................................... 99 11.2 CONTINUOUS FLOW ETHER STARTING AID SYSTEM ...............................................................100
ETHER START OPERATION.........................................................................................................................100 ETHER START CONFIGURATION................................................................................................................101 ETHER START INSTALLATION ....................................................................................................................101

11.3 STARTING AID SELECTION STRATEGY .......................................................................................104 11.4 JACKET WATER HEATER OPTION................................................................................................ 104

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CHARGING AND STARTING SYSTEM ............................................................ 107

ALTERNATOR - INSPECT .............................................................................................................................107 C175 ALTERNATOR ......................................................................................................................................108

12.1 ALTERNATOR .................................................................................................................................. 107

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12.2 STARTING SOLENOID .................................................................................................................... 108
TYPICAL SOLENOID .....................................................................................................................................108 STARTING MOTOR PROTECTION...............................................................................................................109 DC CIRCUIT BREAKER.................................................................................................................................109

12.3 C175 STARTERS ............................................................................................................................. 111

STARTER PART NUMBERS .........................................................................................................................111

12.4 STARTER CONFIGURATION .......................................................................................................... 111

PRIMARY AND SECONDARY STARTER CONTROL ...................................................................................111 STARTER MOTOR DRIVE ENGAGEMENT PROTECTION..........................................................................111 STARTER MOTOR TEMPERATURE PROTECTION ....................................................................................111

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PRE-LUBE SYSTEM.......................................................................................... 112

13.1 PRELUBE OVERRIDE...................................................................................................................... 112 13.2 PRELUBE CIRCUIT.......................................................................................................................... 112 13.3 PRE-LUBE INPUTS AND OUTPUTS ...............................................................................................113
INPUTS ..........................................................................................................................................................113 OUTPUTS ......................................................................................................................................................113

13.4 PRELUBE FUNCTIONS ................................................................................................................... 114

PRELUBE REQUEST SOURCES ..................................................................................................................114 PRELUBE OIL PRESENCE ...........................................................................................................................114 PRELUBE STATES ........................................................................................................................................114 PRELUBE REMAINING TIME ........................................................................................................................115

13.5 PRE-LUBE CONFIGURATIONS ...................................................................................................... 115

RUN TIME CONFIGURATIONS .....................................................................................................................115 ENGINE PRE-LUBE PARAMETERS .............................................................................................................115

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ENGINE MANAGEMENT SYSTEM (EMS) ........................................................ 117

THE ENGINE GOVERNOR............................................................................................................................117 AIR TO FUEL RATIO CONTROL ...................................................................................................................117 INJECTION TIMING CONTROL.....................................................................................................................117 TORQUE RISE SHAPING..............................................................................................................................117 COLD STARTING STRATEGY ......................................................................................................................117 COLD MODE OPERATION............................................................................................................................117 INTERLOCKS.................................................................................................................................................117

14.1 PRIMARY FUNCTIONS CONTROL STRATEGY ............................................................................117

14.2 SYSTEM PARAMETERS..................................................................................................................118

PROGRAMMING PARAMETERS ..................................................................................................................118

14.3 FACTORY CONFIGURATION PARAMETERS................................................................................120

ENGINE SERIAL NUMBER............................................................................................................................120 ENGINE SERIAL NUMBER - CONFIGURATION...........................................................................................120 RATING NUMBER..........................................................................................................................................120 RATING NUMBER - CONFIGURATION ........................................................................................................120 FLS (FULL LOAD SETTING)..........................................................................................................................121 FTS (FULL TORQUE SETTING) ....................................................................................................................121

14.4 CUSTOMER CONFIGURATION PARAMETERS ............................................................................ 121

SOFTWARE FLASH FILE ..............................................................................................................................122 EQUIPMENT ID..............................................................................................................................................122 ENGINE SERIAL NUMBER............................................................................................................................122 ECM SERIAL NUMBER .................................................................................................................................122 SOFTWARE GROUP PART NUMBER ..........................................................................................................122 SOFTWARE GROUP RELEASE DATE .........................................................................................................122 SOFTWARE GROUP DESCRIPTION............................................................................................................122 RATED ENGINE SPEED................................................................................................................................122

14.5 I/O CONFIGURATION PARAMETERS ............................................................................................122

AIR INTAKE SHUTOFF DETECTION INSTALLATION STATUS...................................................................122 COLD CYLINDER CUTOUT...........................................................................................................................123 DIRECT FUEL CONTROL MODE ..................................................................................................................123

14.6 SECURITY ACCESS PARAMETERS .............................................................................................. 123

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TATTLETALE .................................................................................................................................................123 TOTAL TATTLETALE.....................................................................................................................................123

14.7 INPUT PROCESSING - J1939 DATA LINK SENSORS...................................................................123

HPCR ACTUAL THROTTLE POSITION ........................................................................................................123 ENGINE COOLANT PUMP OUTLET TEMPERATURE .................................................................................123 ACTIVE AND PASSIVE SENSORS ...............................................................................................................124

14.8 ENGINE SPEED INPUTS SPEED/TIMING/DIRECTION ..............................................................131

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DATA COMMUNICATIONS ............................................................................... 134

SAE J1939 DATA LINK ..................................................................................................................................134 CAT DATA LINK .............................................................................................................................................136 MODBUS DATA LINK ....................................................................................................................................136

15.1 DATA LINKS ..................................................................................................................................... 134

15.2 ELECTRONIC MODULAR CONTROL PANEL 3 (ECMP 3) ............................................................ 137

ALARM INDICATORS ....................................................................................................................................139 DIGITAL INPUTS............................................................................................................................................139

15.3 CONTROL PANEL............................................................................................................................ 140 15.4 ANNUNCIATOR MODULE ............................................................................................................... 141

GENERAL INFORMATION ............................................................................................................................141 BASIC OPERATION.......................................................................................................................................141 CONFIGURATION..........................................................................................................................................141

15.5 ANNUNCIATOR PANEL - INSPECT ................................................................................................ 142

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APPENDICES .................................................................................................... 143

APPENDIX 01 ECM PIN ASSIGNMENTS.................................................................. 144 APPENDIX 02 C175 EPG MODEL VIEW ILLUSTRATIONS ..................................... 146 APPENDIX 03 ECM A4 ELECTRICAL BOX .............................................................. 147
ENGINE INTERFACE CONNECTOR.............................................................................................................148 ELECTRICAL BOX CONNECTORS (OTHER)...............................................................................................150

APPENDIX 04 LH & RH HARNESS ........................................................................... 152 APPENDIX 05 PARAMETER CONFIGURATION ...................................................... 155
PROGRAMMABLE MONITORING SYSTEM (PMS) ......................................................................................155

APPENDIX 06 OVERRIDE PARAMETERS ............................................................... 158

CONFIGURABLE PARAMETERS SUMMARY ..............................................................................................158 CONFIGURABLE BASIC ENGINE PARAMETERS .......................................................................................158 CONFIGURABLE EPG FEATURE PARAMETERS........................................................................................158

APPENDIX 07 ENGINE SENSOR PLACEMENT ....................................................... 161 APPENDIX 08 SENSOR GUIDE ................................................................................ 167
C175 SENSOR DATA & IMAGES ............................................................................................................ 167
TBD ................................................................................................................................................................167 TBD ................................................................................................................................................................167 247-7635 ........................................................................................................................................................167 TBD ................................................................................................................................................................167 266-0136 ........................................................................................................................................................167 238-0112 ........................................................................................................................................................167 287-1866 ........................................................................................................................................................167 274-6720 ........................................................................................................................................................167 274-6721 ........................................................................................................................................................168 306-6834 ........................................................................................................................................................168 219-7105 ........................................................................................................................................................168 3E-8595 ..........................................................................................................................................................168 224-4535 ........................................................................................................................................................168

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239-9957 ........................................................................................................................................................168 123-2993 ........................................................................................................................................................168 196-6846 ........................................................................................................................................................168 178-2345 ........................................................................................................................................................168 244-5544 ........................................................................................................................................................168 191-8305 [1] ...................................................................................................................................................168 191-8304 [2] ...................................................................................................................................................168 144-2813 ........................................................................................................................................................168 195-2431 ........................................................................................................................................................168

SENSOR ECM, ELECTRICAL, PHYSICAL DATA, & PART NUMBERS................................................. 169

CAMSHAFT POSITION PRIMARY.................................................................................................................169 191-8305 ........................................................................................................................................................169 CAMSHAFT POSITION SECONDARY ..........................................................................................................169 191-8304 ........................................................................................................................................................169 CONFIG..........................................................................................................................................................169 CONFIG..........................................................................................................................................................169 CONFIG..........................................................................................................................................................169 ATMOSPHERIC PRESSURE.........................................................................................................................169 306-6834 ........................................................................................................................................................169 ENGINE OIL BLOCK INLET PRESSURE ......................................................................................................169 274-6721 ........................................................................................................................................................169 FUEL TRANSFER PRESSURE PUMP OUTLET ...........................................................................................169 274-6721 ........................................................................................................................................................169 FUEL TRANSFER PRESSURE FILTERED ...................................................................................................169 274-6721 ........................................................................................................................................................169 OIL LEVEL SENSING.....................................................................................................................................169 251-5520 ........................................................................................................................................................169 AIR INLET MANIFOLD PRESSURE ..............................................................................................................169 274-6721 ........................................................................................................................................................169 COMPRESSER ILET AIR PRESSURE 1 LH .................................................................................................169 306-6834 ........................................................................................................................................................169 COMPRESSOR INLET AIR PRESSURE 2 RH ..............................................................................................169 306-6834 ........................................................................................................................................................169 HPCR RAIL PRESSURE................................................................................................................................169 287-1866 ........................................................................................................................................................169 CRANK CASE PRESSURE............................................................................................................................169 306-6834 ........................................................................................................................................................169 SCAC CORE WATER INLET TEMPERATURE .............................................................................................169 238-0112 ........................................................................................................................................................169 FUEL TRANSFER TEMPERATURE ..............................................................................................................169 238-0112 ........................................................................................................................................................169 AIR INLET MANIFOLD TEMPERATURE RH .................................................................................................169 238-0112 ........................................................................................................................................................169 COMPRESSOR INLET AIR TEMPERATURE................................................................................................169 238-0112 ........................................................................................................................................................169 FUEL FILTER (SUCTION SIDE) DIFF PRESS .............................................................................................169 266-0136 ........................................................................................................................................................169 PAS: ENGINE COOLANT BLOCK OUTLET TEMPERATURE ......................................................................169 238-0112 ........................................................................................................................................................169 ACT: SCAC PUMP OUTLET PRESSURE .....................................................................................................169 274-6721 ........................................................................................................................................................169 ACT: ENGINE COOLANT BLOCK OUTLET PRESSURE..............................................................................169 274-6721 ........................................................................................................................................................169 ACT: ENGINE COOLANT BLOCK INLET PRESSURE..................................................................................170 274-6721 ........................................................................................................................................................170 ACT: ENGINE OIL FILTER INLET PRESSURE .............................................................................................170 274-6719 ........................................................................................................................................................170 PAS: ENGINE OIL BLOCK INLET TEMPERATURE......................................................................................170 238-0112 ........................................................................................................................................................170 ANALOG THROT/DIRECT RACK FUELING..................................................................................................170 PAS: HPCR RAIL TEMPERATURE ...............................................................................................................170 238-0112 ........................................................................................................................................................170 FUEL FILTER (SUCTION SIDE) INTAKE PRESS .........................................................................................170

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274-6720 ........................................................................................................................................................170 DRIVEN EQUIPMENT SHUTDOWN..............................................................................................................170 E/STOP ..........................................................................................................................................................170 RUN/STOP .....................................................................................................................................................170 AIR SHUTOFF POSITION FEED BACK INPUT.............................................................................................170 RATED SPEED SWITCH ...............................................................................................................................170 CRANKING MOTOR SELECT .......................................................................................................................170 ENGINE COOLANT LEVEL DISCRETE ........................................................................................................170 239-9957 ........................................................................................................................................................170 MONITORING SYSTEM OVERRIDE .............................................................................................................170 RAPID START/SHUTDOWN REQUEST........................................................................................................170 LOW IDLE SPEED SWITCH .........................................................................................................................170 SPARE ...........................................................................................................................................................170 TBD ................................................................................................................................................................170 RUN/STOP 2 ..................................................................................................................................................170 E-STOP 2/MOMENTARY STOP ....................................................................................................................170 REMOTE CONTROL ENABLE.......................................................................................................................170 PRELUBE MANUAL REQUEST.....................................................................................................................170 HPCR RAIL LEAK DETECTION.....................................................................................................................170 261-2773 ........................................................................................................................................................170 RESERVED FOR A-TRIM ..............................................................................................................................170 THROTTLE 1 (DIRECT RACK / FUELING)....................................................................................................170 CONFIG..........................................................................................................................................................170 CONFIG..........................................................................................................................................................170 CONFIG..........................................................................................................................................................170 TURBINE INLET TEMPERATURE LH ...........................................................................................................171 247-7635 ........................................................................................................................................................171 TURBINE INLET TEMPERATURE RH...........................................................................................................171 247-7635 ........................................................................................................................................................171 ABB? ..............................................................................................................................................................171 ABB? ..............................................................................................................................................................171 SPARE ...........................................................................................................................................................171 CONFIG..........................................................................................................................................................171 INJECTOR BANK 1 HS 1 ...............................................................................................................................171 INJECTOR BANK 1 HS 2 ...............................................................................................................................171 INJECTOR BANK 1 HS 3 ...............................................................................................................................171 INJECTOR BANK 1 LS1 #1............................................................................................................................171 INJECTOR BANK 1 LS1 #2............................................................................................................................171 INJECTOR BANK 1 LS1 #3............................................................................................................................171 INJECTOR BANK 1 LS2 #1............................................................................................................................171 INJECTOR BANK 1 LS2 #2............................................................................................................................171 INJECTOR BANK 1 LS2 #3............................................................................................................................171 INJECTOR BANK 2 HS 1 ...............................................................................................................................171 INJECTOR BANK 2 HS 2 ...............................................................................................................................171 INJECTOR BANK 2 HS 3 ...............................................................................................................................171 INJECTOR BANK 2 LS1 #1............................................................................................................................171 INJECTOR BANK 2 LS1 #2............................................................................................................................171 INJECTOR BANK 2 LS1 #3............................................................................................................................171 INJECTOR BANK 2 LS2 #1............................................................................................................................171 INJECTOR BANK 2 LS2 #2............................................................................................................................171 INJECTOR BANK 2 LS2 #3............................................................................................................................171 INJECTOR BANK 3 HS 1 ...............................................................................................................................172 INJECTOR BANK 3 HS 2 ...............................................................................................................................172 INJECTOR BANK 3 HS 3 ...............................................................................................................................172 INJECTOR BANK 3 LS1 #1............................................................................................................................172 INJECTOR BANK 3 LS1 #2............................................................................................................................172 INJECTOR BANK 3 LS1 #3............................................................................................................................172 INJECTOR BANK 3 LS2 #1............................................................................................................................172 INJECTOR BANK 3 LS2 #2............................................................................................................................172 INJECTOR BANK 3 LS2 #3............................................................................................................................172 INJECTOR BANK 4 HS 1 ...............................................................................................................................172 INJECTOR BANK 4 HS 2 ...............................................................................................................................172 INJECTOR BANK 4 HS 3 ...............................................................................................................................172 INJECTOR BANK 4 LS1 #1............................................................................................................................172

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INJECTOR BANK 4 LS1 #2............................................................................................................................172 INJECTOR BANK 4 LS1 #3............................................................................................................................172 INJECTOR BANK 4 LS2 #1............................................................................................................................172 INJECTOR BANK 4 LS2 #2............................................................................................................................172 INJECTOR BANK 4 LS2 #3............................................................................................................................172 STARTER ENABLE RELAY + ........................................................................................................................172 STARTER ENABLE RELAY - .........................................................................................................................172 CONFIG..........................................................................................................................................................172 STARTER ENABLE RELAY + ........................................................................................................................172 STARTER ENABLE RELAY - .........................................................................................................................172 CONFIG..........................................................................................................................................................172 CONFIG..........................................................................................................................................................173 FUEL PRIMING PUMP RELAY ......................................................................................................................173 OIL RENEWAL SYSTEM RELAY...................................................................................................................173 CONFIG..........................................................................................................................................................173 CONFIG..........................................................................................................................................................173 CONFIG..........................................................................................................................................................173 ETHER HOLD-IN RELAY ...............................................................................................................................173 DIGITAL OUTPUT RETURN ..........................................................................................................................173 POWER MODING OUTPUT (SIMULATES KEY SWITCH TO AUX EQUIPMENT) .......................................173 CONFIG..........................................................................................................................................................173 CONFIG..........................................................................................................................................................173 CONFIG..........................................................................................................................................................173 SPARE ...........................................................................................................................................................173 SHUTDOWN NOTIFY ....................................................................................................................................173 DIAGNOSTIC ACTIVE LAMP.........................................................................................................................173 REMOVED FROM A4E4V3............................................................................................................................173

SENSOR FEATURES............................................................................................................................... 173

EXHAUST PORT THERMOCOUPLES ..........................................................................................................173 TBD ................................................................................................................................................................173 EXHAUST TEMPERATURE: RTD (2) ............................................................................................................174 TBD ................................................................................................................................................................174 TURBINE INLET THERMOCOUPLES (2)......................................................................................................174 TBD ................................................................................................................................................................174 TURBINE INLET THERMOCOUPLES (2)......................................................................................................174 TBD ................................................................................................................................................................174 AIR INLET MANIFOLD TEMPERATURE LH .................................................................................................174 238-0112 ........................................................................................................................................................174 AIR INLET MANIFOLD TEMPERATURE RH .................................................................................................174 COMPRESSOR INLET AIR TEMPERATURE................................................................................................174 ENGINE COOLANT BLOCK OUTLET TEMPERATURE ...............................................................................174 FUEL TRANSFER TEMPERATURE ..............................................................................................................174 ENGINE OIL BLOCK INLET TEMPERATURE ...............................................................................................174 HPCR RAIL TEMPERATURE ........................................................................................................................174 HPCR RAIL PRESSURE................................................................................................................................174 287-1866 ........................................................................................................................................................174 ENGINE OIL BLOCK INLET PRESSURE ......................................................................................................174 274-6719 ........................................................................................................................................................174 FUEL TRANSFER PRESSURE PUMP OUTLET ...........................................................................................174 FUEL TRANSFER PRESSURE FILTERED ...................................................................................................174 FUEL TRANSFER PRESSURE FILTERED ...................................................................................................174 AIR INLET MANIFOLD PRESSURE ..............................................................................................................174 274-6721 ........................................................................................................................................................174 FUEL TRANSFER PRESSURE PUMP INLET ...............................................................................................174 COMPRESSOR OUTLET AIR PRESSURE ...................................................................................................174 ATMOSPHERIC PRESSURE.........................................................................................................................174 241-1798 ........................................................................................................................................................174 COMPRESSER ILET AIR PRESSURE LH ....................................................................................................174 COMPRESSOR INLET AIR PRESSURE RH .................................................................................................174 CRANKCASE PRESSURE.............................................................................................................................174 MANIFOLD AIR PRESSURE .........................................................................................................................174 274-6721 ........................................................................................................................................................174 COOLANT BLOCK OUTLET PRESSURE .....................................................................................................174

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COOLANT PUMP OUTLET PRESSURE .......................................................................................................174 SCAC PUMP OUTLET PRESSURE...............................................................................................................174 COOLANT BLOCK OUTLET PRESSURE .....................................................................................................174 219-7105 ........................................................................................................................................................174 COOLANT PUMP OUTLET PRESSURE .......................................................................................................174 SCAC PUMP OUTLET PRESSURE...............................................................................................................174 HYDRAX OIL PRESSURE .............................................................................................................................175 3E-8595 ..........................................................................................................................................................175 HYDRAX OIL PRESSURE .............................................................................................................................175 224-4535 ........................................................................................................................................................175 COOLANT TANK LEVEL................................................................................................................................175 239-9957 ........................................................................................................................................................175 SCAC TANK LEVEL .......................................................................................................................................175 FUEL LEVEL ..................................................................................................................................................175 123-2993 ........................................................................................................................................................175 WET SENSOR ( 1, 2 OR 4)............................................................................................................................175 196-6846 ........................................................................................................................................................175 WATER-IN-FUEL SENSOR ...........................................................................................................................175 178-2345 ........................................................................................................................................................175 CRANKSHAFT POSITION SENSOR .............................................................................................................175 244-5544 ........................................................................................................................................................175 CRANKSHAFT POSITION SENSOR BACKUP .............................................................................................175 CAMSHAFT POSITION SENSOR..................................................................................................................175 191-8305 ........................................................................................................................................................175 CAMSHAFT POSITION SENSOR BACKUP ..................................................................................................175 191-8304 ........................................................................................................................................................175 OIL LEVEL SENSOR......................................................................................................................................175 144-2813 ........................................................................................................................................................175 OIL CONDITION SENSOR.............................................................................................................................175 MAIN BEARING TEMPERATURE SENSOR .................................................................................................175 DETONATION SENSOR ................................................................................................................................175 195-2431 ........................................................................................................................................................175 BLUE: VERIFY ...............................................................................................................................................175 RED: ELIMINATE ...........................................................................................................................................175

APPENDIX 09 PRODUCT AND DEALER INFORMATION SHEET........................... 176 APPENDIX 10 GENERATOR START-UP CHECKLIST............................................. 177 APPENDIX 11 PACKAGE EQUIPMENT SUMMARY ................................................ 179

Glossary...........................................................................................................................182 Index................................................................................................................................... 184 Figures

FIGURE 3-1 BASIC ENGINE ELECTRONICS OVERVIEW .................................................................................... 20 FIGURE 3-2 ELECTRICAL BOX & ...................................................................................................................21 FIGURE 3-3 A4 ECM .................................................................................................................................. 21 FIGURE 3-4 CAT COMMON RAIL FUEL SYSTEM ............................................................................................. 23 FIGURE 3-5 FUEL SYSTEM AND INJECTORS.................................................................................................... 24 FIGURE 3-6 SYSTEM DIAGRAM C175 BASIC ENGINE (REFERENCE ONLY).................................................... 26 FIGURE 3-7 ENGINE POSITION SENSING ........................................................................................................ 27 FIGURE 3-8 SPEED TIMING ...........................................................................................................................28 FIGURE 3-9 C175 LUBE SYSTEM .................................................................................................................. 29

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FIGURE 3-10 C175 COOLING SYSTEM .......................................................................................................... 30 FIGURE 3-11 C175 AIR SYSTEM ................................................................................................................... 31 FIGURE 3-12 C175 AIR SYSTEM TURBOCHARGER ...................................................................................... 32 FIGURE 3-13 FUEL SYSTEM SENSORS .......................................................................................................... 33 FIGURE 3-14 FUEL SUPPLY SENSOR DIAGRAM ............................................................................................. 34 FIGURE 3-15 HPCR RAIL SENSORS .......................................................................................................... 35 FIGURE 3-16 ELECTRONIC COOLANT TEMPERATURE CONTROL MODULE (ECTCM) ........................................ 37 FIGURE 3-17 ELECTRONIC CONTROL MODULE SIGNAL................................................................................... 37 FIGURE 4-1 BATTERY DISCONNECT SWITCH (CIRCUIT BREAKERS ARE NOT SHOWN)......................................... 39 FIGURE 4-2 RESISTANCE IN OHMS ................................................................................................................ 43 FIGURE 4-3 PARALLEL BATTERY CONNECTION .............................................................................................. 44 FIGURE 4-4 WELDING ON ENGINE GUIDELINE DIAGRAM ................................................................................. 45 FIGURE 4-5 VOLTAGE SUPPRESSION DIAGRAM .............................................................................................. 46 FIGURE 4-6 POWER DISTRIBUTION ................................................................................................................ 47 FIGURE 4-7 HCPD PANEL ............................................................................................................................48 FIGURE 4-8 LCPD PANEL ............................................................................................................................49 FIGURE 4-9 POWER SUPPLY CONNECTIONS .................................................................................................. 50 FIGURE 4-10 KEY SWITCH SCHEMATIC ......................................................................................................... 51 FIGURE 4-11 KEY SWITCH DIAGRAM ............................................................................................................. 52 FIGURE 5-1 HD CONNECTORS.......................................................................................................................55 FIGURE 5-2 70 PIN ECM HARNESS CONNECTOR (J1)....................................................................................56 FIGURE 5-3 ECM HARNESS TIE DOWN POINT ............................................................................................... 56 FIGURE 5-4 CONNECTOR SEALING ................................................................................................................ 56 FIGURE 5-5 EIC CONNECTOR .......................................................................................................................57 FIGURE 5-6 PLUG INSERTION ........................................................................................................................60 FIGURE 5-7 EXAMPLE OF WIRE HARNESS ROUTING AT THE ECM CONNECTOR ............................................... 62 FIGURE 5-8 SERVICE TOOL CONNECTOR PIN LOCATIONS............................................................................... 64 FIGURE 5-9 SERVICE TOOL CONNECTOR - WIRING DIAGRAM ........................................................................ 64 FIGURE 5-10 SAE J1939 CONNECTOR ASSEMBLY ........................................................................................ 65 FIGURE 5-11 J1939 MULTIPLE MODULE INSTALLATION ................................................................................. 66 FIGURE 7-1 REMOTE SHUTDOWN SWITCH P1/J1 ECM..................................................................................79 FIGURE 8-1 THROTTLE POSITION SENSOR SCHEMATIC .................................................................................. 80 FIGURE 8-2 DROOP VALUES .........................................................................................................................86 FIGURE 8-3 DROOP GRAPH ..........................................................................................................................87 FIGURE 10-1 WARNING AND SHUTDOWN EXAMPLE ........................................................................................ 93 FIGURE 10-2 EVENT AND DIAGNOSTIC CODE EXAMPLE .................................................................................. 97 FIGURE 11-1 SELECTING START AIDS .......................................................................................................... 99 FIGURE 11-2 STARTER AND BATTERY SELECTION ........................................................................................ 99

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FIGURE 11-3 C175 START AID DIAGRAM ....................................................................................................100 FIGURE 11-4 ETHER START SCHEMATIC.....................................................................................................102 FIGURE 11-5 C175 JACKET WATER HEATER ...............................................................................................104 FIGURE 11-6 JACKET WATER HEATER SCHEMATIC ......................................................................................105 FIGURE 12-1 ALTERNATOR (TYPICAL EXAMPLE) ...........................................................................................107 FIGURE 12-2 SOLENOID (TYPICAL EXAMPLE)...............................................................................................108 FIGURE 12-3 ELECTRIC STARTING MOTOR ..................................................................................................109 FIGURE 12-4 C175 CHARGING AND STARTING SCHEMATIC ........................................................................ 110 FIGURE 13-1 PRELUBE CIRCUIT ..................................................................................................................112 FIGURE 14-1 ANALOG SENSORS SCHEMATIC #1.........................................................................................124 FIGURE 14-2 ANALOG SENSORS SCHEMATIC #2.........................................................................................125 FIGURE 14-3 ANALOG SENSORS SCHEMATIC #3.........................................................................................129 FIGURE 14-4 TURBINE INLET TEMPERATURE SCHEMATIC .............................................................................130 FIGURE 14-5 SPEED SENSORS ..................................................................................................................131 FIGURE 15-1 ENGINE COMMUNICATIONS .....................................................................................................134 FIGURE 15-2 CAN DATA LINK DIAGRAM...................................................................................................135 FIGURE 15-3 ECMP 3 KEYBOARD ..........................................................................................................137 FIGURE 15-4 EPG CONTROL PANEL ...........................................................................................................140 FIGURE 15-5 ANNUNCIATOR .......................................................................................................................141 FIGURE 16-1 C175 EPG MODEL VIEW ILLUSTRATIONS ................................................................................146 FIGURE 16-2 PRESSURE DIFFERENTIAL SENSOR ..........................................................................................167 FIGURE 16-3 TEMPERATURE SENSOR .........................................................................................................167 FIGURE 16-4 PRESSURE SENSOR ...............................................................................................................167 FIGURE 16-5 ............................................................................................................................................... 167 FIGURE 16-6 PRESSURE SENSOR ...............................................................................................................168 FIGURE 16-7 TIMING SENSOR .....................................................................................................................168 FIGURE 16-8 TIMING SENSOR .....................................................................................................................168 FIGURE 16-9 DETONATION SENSOR ............................................................................................................168

Tables
TABLE 4-1 MAXIMUM ALLOWABLE CIRCUIT RESISTANCE ................................................................................ 43 TABLE 4-2 MAXIMUM RECOMMENDED TOTAL BATTERY CABLE LENGTH .......................................................... 44 TABLE 4-3 ECM CURRENT REQUIREMENTS .................................................................................................. 53 TABLE 4-4 BLADE FUSES ..............................................................................................................................53 TABLE 5-1 STANDARD DT CONNECTORS....................................................................................................... 54 TABLE 5-2 3 POSITION DT CONNECTORS ...................................................................................................... 54 TABLE 5-3 HD CONNECTORS .......................................................................................................................55 TABLE 5-4 AMPSEAL CONNECTORS: POSITION, KEY, PART # ........................................................................ 57

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TABLE 5-5 AMPSEAL TOOLS NEEDED ............................................................................................................ 57 TABLE 5-6 CONNECTOR TERMINAL SPECIFICATIONS ...................................................................................... 58 TABLE 5-7 WIRE SIZES ................................................................................................................................. 59 TABLE 5-8 ECM WIRE GAUGES ....................................................................................................................59 TABLE 5-9 HEAT SHRINK TUBING REFERENCE TABLE .................................................................................... 63 TABLE 5-10 CRIMP TOOL SPECIFICATIONS .................................................................................................... 63 TABLE 5-11 J1939 CONDUCTOR SPECIFICATIONS ......................................................................................... 65 TABLE 7-1 REGULAR E-STOP SWITCH INPUT (SWITCH TO GROUND)................................................................. 75 TABLE 7-2 PARITY E-STOP SWITCH INPUT (SWITCH TO GROUND) .................................................................... 76 TABLE 7-3 REGULAR E-STOP SWITCH INPUT (SWITCH TO GROUND)................................................................. 76 TABLE 7-4 PARITY E-STOP SWITCH INPUT (SWITCH TO GROUND) .................................................................... 77 TABLE 7-5 INPUT TYPE CONFIGURATION FOR EPG ........................................................................................ 77 TABLE 7-6 EVENTS ....................................................................................................................................... 78 TABLE 8-1 REQUESTED ENGINE CONTROL MODES ........................................................................................ 81 TABLE 8-2 REQUESTED ENGINE CONTROL MODES ........................................................................................ 82 TABLE 8-3 EPG ENGINE THROTTLE ARBITRATION STRATEGY ........................................................................ 85 TABLE 10-1 MONITORING SYSTEM PARAMETERS ........................................................................................... 93 TABLE 10-2 DERATE SCHEDULED AT ........................................................................................................... 95 TABLE 10-3 BASIC ENGINE ET STATUS FLAGS .............................................................................................. 95 TABLE 11-1 CONTINUOUS ETHER FLOW PARTS LIST ....................................................................................103 TABLE 12-1 ALTERNATOR SPECIFICATIONS .................................................................................................108 TABLE 13-1 ENGINE PRE-LUBE ...................................................................................................................115 TABLE 14-1 SYSTEM PARAMETERS ..............................................................................................................118 TABLE 15-1 ECMP 3 NAVIGATION KEYS .....................................................................................................137

Equations
EQUATION 1 ALLOWABLE CABLE RESISTANCE ............................................................................................... 43 % DROOP = PROGRAMMED THROUGH PID F515EQUATION 2 DESIRED SPEED ............................................... 86 EQUATION 3 DROOP SPEED ..........................................................................................................................86

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1 INTRODUCTION AND PURPOSE

This document is intended to provide the electrical installation information for the Caterpillar C175 engines used in Electrical Power Generation (EPG). Engines covered by this publication have an A4 Electronic Control Module (ECM). For the latest information on software, feature release date(s) contact Cat Electronics via catelectronics@cat.com or visit the Cat Electronics web site at www.catelectronics.com Information in this document is subject to change as engine features, software, and requirements are revised and developed. Some of the features described in this document are not yet released. The information in this document is the property of Caterpillar Inc. and/or its subsidiaries. Any copying, transmission to others, and any other uses (except for that which it is loaned) are strictly prohibited without written permission. CATERPILLAR, CAT, and their respective logos, as will as Caterpillar Yellow, and other corporate and product identity(s) used herein, are trademarks of Caterpillar, Inc. and may not be used without permission.

1.1 REFERENCES
RENR9339 SEHS9615 SEBU8100 KENR5397 KERN5398 KENR5397 KENR5398 LEBH4623 RENR9341 NEHS0950 LEBW4993 LEHE4748 LEHE5347 LEBE4980 LEBE1924

1 INTRODUCTION AND PURPOSE

16

2 IMPORTANT SAFETY INFORMATION

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 to perform these functions properly. IMPROPER OPERATION, LUBRICATION, MAINTENANCE OR REPAIR OF THIS PRODUCT CAN BE DANGEROUS AND COULD RESULT IN INJURY OR DEATH. DO NOT OPERATE OR PERFORM ANY LUBRICATION, MAINTENANCE OR REPAIR ON THIS PRODUCT, UNTIL YOU HAVE READ AND UNDERSTOOD THE OPERATION, LUBRICATION, MAINTENANCE AND REPAIR INFORMATION. Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below. The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved. The message that appears under the warning explains the hazard and can be either written or pictorially presented. Operations that may cause product damage are identified by NOTICE labels on the product and in this publication. CATERPILLAR CANNOT ANTICIPATE EVERY POSSIBLE CIRCUMSTANCE THAT MIGHT INVOLVE A POTENTIAL HAZARD. THE WARNINGS IN THIS PUBLICATION AND ON THE PRODUCT ARE, THEREFORE, NOT ALL INCLUSIVE. IF A TOOL, PROCEDURE, WORK METHOD OR OPERATING TECHNIQUE THAT IS NOT SPECIFICALLY RECOMMENDED BY CATERPILLAR IS USED, YOU MUST SATISFY YOURSELF THAT IT IS SAFE FOR YOU AND FOR OTHERS. YOU SHOULD ALSO ENSURE THAT THE PRODUCT WILL NOT BE DAMAGED OR BE MADE UNSAFE BY THE OPERATION, LUBRICATION, MAINTENANCE OR REPAIR PROCEDURES THAT YOU CHOOSE. The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Caterpillar dealers have the most current information available. CAUTION: Do not use procedures that cause the product to be unsafe. 2 IMPORTANT SAFETY INFORMATION

17

2.1 ELECTRICAL SAFETY

Do not operate or work on an engine or generator set unless you have read and understand the instructions and warnings in the Operation and Maintenance Manual. FAILURE TO FOLLOW THE INSTRUCTIONS OR HEED THE WARNINGS COULD RESULT IN INJURY OR DEATH. Proper care is your responsibility. Contact any Caterpillar dealer for replacement manuals.

2.2 ELECTROSTATIC DISCHARGE AWARENESS

ECM control contains components that are sensitive to electrostatic discharge (ESD). An electrostatic charge can damage the control resulting in ECM breakdown or improper operation. Take the following precautions while installing/removing/handling the control: Handle equipment correctly. Use ESD protective packaging and material handling containers that are anti-static and provide discharge protection and electric field suppression Use protective devices: ESD-protective workstations and/or work surfaces (grounding mat, anti-static wrist strap, etc) Keep all plastic items away from the devices. Any plastic item is a potential static generator. This includes candy wrappers, foam cups, synthetic carpet, foam cushions, etc. The anti-static bag cannot function as a static dissipating mat. Do not use the anti-static bag for any other purpose than to enclose a product.

CAUTION: The connectors on the top of the control are the most vulnerable area to ESD. Make sure extra attention is addressed to this area while handling the ECM. If extra care is not taken while handling this area of the control, the control may become damaged or inoperable.

Consult the Electrostatic Discharge Association (ESDA) regarding proper procedure for particular situations, (www.esda.org).

IMPORTANT SAFETY INFORMATION

18

2.3 WELDING ON A MACHINE

Before welding on a product equipped with an electronic engine, the following precautions should be observed:

Turn the engine OFF. Place the ignition key switch (if equipped) in the OFF position. Disconnect the negative battery cable from the battery. If the unit is equipped with a battery disconnect switch, open the switch. DO NOT use electrical components in order to ground the welder. Do not use the ECM or sensors or any other electronic component in order to ground the welder. Refer to: Power and Grounding Considerations (Section 5) for more information.

2.4 HIGH PRESSURE FUEL WARNING

Do not operate or work on an engine or generator set unless you have read and understand the instructions and warnings in the Operation and Maintenance Manual. DO NOT Service the high pressure fuel system before releasing the remaining high pressure fuel from the system. Refer to Testing and Adjusting, Fuel Rail Pressure Release. FAILURE TO FOLLOW THE INSTRUCTIONS OR HEED THE WARNINGS COULD RESULT IN INJURY OR DEATH. Personal injury or death can result from improperly checking for a leak. Always use a board or cardboard when checking for a leak. Escaping air or fluid under pressure, even a pin-hole size leak, can penetrate body tissue causing serious injury, and possible death. If fluid is injected into your skin, it must be treated immediately by a doctor familiar with this type of injury. The fuel system of the C175 Common Rail System and its connected components may have as much as 180,000 kPa (26,000 psi) of internal fuel pressure! Follow factory bleed down procedures before attempting any fuel system repairs. Refer to Systems Operation Testing and Adjusting manual, KENR5397-01

IMPORTANT SAFETY INFORMATION

19

2.5 REPLACEMENT PARTS

Caterpillar recommends using Caterpillar replacement parts or parts with equivalent specifications including, but not limited to: Physical Dimensions Type Strength Material

When replacement parts are required for this product Caterpillar recommends using Caterpillar replacement parts or parts with equivalent specifications including, but not limited to, physical dimensions, type, strength and material. FAILURE TO HEED THIS WARNING CAN LEAD TO PREMATURE FAILURES, PRODUCT DAMAGE, PERSONAL INJURY OR DEATH.

IMPORTANT SAFETY INFORMATION

20

3 ENGINE SYSTEM OVERVIEW

Figure 3-1 Basic Engine Electronics Overview

The C175 engine is designed for electronic control. The key objective of the Engine Management System (EMS) is to direct the operation of the engine, deliver and maintain performance, and communicate the engines condition. This system consists of the following primary components: Electronic Control Module A4 (ECM) for details see APPENDIX 03 - ECM A4 ELECTRICAL BOX, page 147. Common Rail Fuel System (CRFS) Fuel Control Valve (FCV) Sensors for placement details see APPENDIX 07 - ENGINE SENSOR PLACEMENT, page 161. Electronic Coolant Temperature Control Module (ECTCM)

The complete system is referred to as the Engine Management System, Figure 3-1. For a detailed view see APPENDIX 02 - C175 EPG MODEL VIEW ILLUSTRATIONS, page 146.

3.1 ENGINE ELECTRONIC CONTROL MODULE

The ECM is located on the top, front, center of the engine as shown in Figure 3-2 (see APPENDIX 03 ENGINE INTERFACE CONNECTOR, page 148 57).

ENGINE SYSTEM OVERVIEW

21 These connectors are factory wired to external connectors provided on the outside of the A4 control box mounted on top of the C175. For details see APPENDIX 03 - ECM A4 ELECTRICAL BOX, page 147. All necessary pinouts for all control, monitoring, and optional features are provided from these external connections. No internal connections are required. The A4 Engine Electronic Control Module (ECM) monitors and controls the fuel system which is highly integrated into the Engine Management System (EMS), Figure 3-3, along with: Monitoring Engine Sensors Protecting, Diagnosing, And Reporting The Engine Condition Communicating Engine Parameters Driving Up To 20 Injectors (C175-20) The A4 also provides: Engine Control Strategy (Primary Functions) and System Parameters: Factory Configuration Parameters Customer Configuration Parameters I/O Configuration Parameters Security Access Parameters

Figure 3-2 Electrical Box &

Figure 3-3 A4 ECM

SENSOR VOLTAGE
The ECM supplies a regulated voltage of 5.0 0.2 VDC to the following sensors: Atmospheric Pressure Sensor Crankcase Pressure Sensor Engine Coolant Pump Outlet Pressure Sensor Filtered Oil Pressure Sensor Filtered Fuel Pressure Sensor Fuel Transfer Pump Inlet Pressure Sensor Fuel Rail Pressure Sensor Intake Manifold Pressure Sensor Turbocharger 1 Compressor Inlet Pressure Sensor Turbocharger 2 Compressor Inlet Pressure Sensor Fuel Filter (suction side) Intake Pressure Fuel Filter (suction side) Differential Pressure Unfiltered Fuel Pressure Sensor Unfiltered Oil Pressure Sensor

The ECM supplies a regulated voltage of 8.0 0.4 VDC to the following sensors: Right turbocharger turbine inlet temperature sensor Left turbocharger turbine inlet temperature sensor

ENGINE SYSTEM OVERVIEW

22

ROUTING
The supply voltage for the sensors is routed from the ECM to terminal 1 of each sensor connector. The sensor return for the sensors is routed from the ECM to terminal 2 of each sensor connector.

SHORT CIRCUIT PROTECTION

The ECM provides short circuit protection for the internal power supply. A short circuit to the battery will not damage the internal power supply. CAUTION: The sensors are not protected from overvoltage. A short from the supply line to the +Battery may damage the sensors.

ENGINE SYSTEM OVERVIEW

23

3.2 COMMON RAIL FUEL SYSTEM

Figure 3-4 CAT Common Rail Fuel System

The C175 utilizes a high pressure common rail fuel system, Figure 3-4. The major components of the fuel system are: Primary/Secondary Fuel Filters Fuel Transfer Pump High Pressure Pump High Pressure Rail Fuel Control Valve Electronic Fuel Injectors

FUEL TRANSFER PUMP

The fuel goes from the fuel tank to the primary fuel filter/water separator, and then the fuel is pressurized to 650kPa (+/- 100Kpa(g) tolerance of the fuel pressure regulator) gauge pressure (approximately 95 psi) by the Fuel Transfer Pump . The pressurized fuel is the sent through the secondary fuel filter (to insure clean fuel).

HIGH PRESSURE PUMP

The High Pressure Fuel Pump increases the fuel pressure, again, and pumps the fuel to the high pressure fuel lines (double walled for best fuel containment), thru a high pressure Fuel Control Valve (FCV), and finally to the electronic injector to be dispersed into the cylinder. CAUTION: The electronic injector is pressurized to 180,000 kPa (26,000 psi).

FUEL CONTROL VALVE

The Fuel Control Valve (FCV) controls flow to the high pressure pump. The ECM sends a desired throttle position to the FCV. The FCV has on-board electronics to control and maintain 3 ENGINE SYSTEM OVERVIEW

24 the necessary valve position. The electronic fuel injectors are controlled by the ECM for precise timing and delivery of the fuel.

3.3 ELECTRIC FUEL INJECTORS

The fuel Injectors are controlled by the ECM for precise timing and delivery of the fuel.

Personal injury or death can result from improperly checking for a leak. Always use a board or cardboard when checking for a leak. Escaping air or fluid under pressure, even a pin-hole size leak, can penetrate body tissue causing serious injury, and possible death. If fluid is injected into your skin, it must be treated immediately by a doctor familiar with this type of injury. See Chapter 2.4: HIGH PRESSURE FUEL WARNING, page 18.

HIGH PRESSURE COMMON RAIL INJECTOR OPERATION

Figure 3-5 Fuel System and Injectors

The High Pressure Common Rail (HPCR) fuel system is a double walled fuel delivery system that provides a constant fuel pressure to all injectors. This fuel system is pressurized to 180,000 kPa (26,000 psi). See Chapter 2.4, HIGH PRESSURE FUEL WARNING, before operating this system. 3 ENGINE SYSTEM OVERVIEW

25 The fuel pressure for the high pressure common rail fuel system is generated by the high pressure injection pump. Pressure regulation for the high pressure injection pump is provided by the flow control valve. Control for the flow control valve is provided by the high pressure common rail controller. The engine ECM communicates a desired throttle position to the high pressure common rail controller in the form of a PWM signal. The high pressure common rail controller uses this signal to adjust the position of the flow control valve. The flow control valve regulates the pressure that is produced by the high pressure injection pump. This is done by regulating the fuel flow into the pump. This PWM signal has a constant frequency of 500 hertz. At low engine idle, the signal will have a duty cycle of approximately 10 percent. At low engine idle, the Fuel Actuator Position Command will be approximately 0 percent. At high engine idle, the signal will have a duty cycle of approximately 25 percent. At high engine speed and full load, the Fuel Actuator Position Command will be approximately 60 percent. A power module is used to power the high pressure common rail controller. The power module is used to convert battery voltage (24 VDC) to the 15.5 1.5 VDC that is used by the controller.

Electrical Shock Hazard. The unit injector system uses 90 - 120 volts. The ECM sends this signal to the unit injectors. Do not come in contact with the unit injector harness connector while the engine is operating. Failure to follow this instruction could resulting in personal injury or death. Contact with high pressure fuel may cause fluid penetration and burn hazards. High pressure fuel spray may cause a fire hazard.

3.4 ENGINE SENSORS

The engine control system uses the engine sensors to monitor the engines operating conditions. Operation outside of customer or factory configured normal operating conditions will cause the engine to employ a warning, prevention or protection strategy(s). If any of these conditions occurs, an event is logged in the engine ECM. These logs can be accessed using the Electronic Modular Control Panel (ECMP) or by using the Cat Electronic Technician tool (ET). The Primary Engine Sensors are discussed below and include, but, not limited to: Engine Position Sensing Lubrication System Sensing Cooling System Sensing Air System Sensing Turbo Charging System Sensing Fuel System Sensing

ENGINE SYSTEM OVERVIEW

26
Figure 3-6 System Diagram C175 Basic Engine (Reference Only)

ENGINE SYSTEM OVERVIEW

27

ENGINE POSITION SENSING

Figure 3-7 Engine Position Sensing

CRANKSHAFT SPEED / TIMING The sensor measures Engine Crankshaft Position and speed. This sensor is the primary means of determining engine position and speed for accurate fuel delivery. CAMSHAFT POSITION SENSOR PRIMARY The sensor measures Engine Camshaft Position. The sensor provides a backup in the event of failure of the Crankshaft Position Sensor. CAMSHAFT POSITION SENSOR SECONDARY The sensor provides a backup in the event of failure of the Primary Camshaft Position Sensor. NOTE: For a detailed view see Figure APPENDIX 07 Engine Sensors Speed, page 166 and APPENDIX 08 , Figure 16-7 & Figure 16-8, page 168.

SPEED TIMING SENSORS - OPERATION

The C175 is equipped with three engine speed/timing sensors. The primary engine speed/timing sensor for the crankshaft is mounted inside the engine crankcase and toward the left rear section of the engine. This sensor utilizes the teeth for the rear gear groups crankshaft gear in order to sense the engine speed and the crankshaft position. There are two secondary engine speed / timing sensors that are located on the top rear portion of the engine. Both of these sensors utilize the teeth for the rear gear groups camshaft gear in order to sense the engine speed and the camshaft position. A single tooth for both of these gears has been partially removed in order to provide a timing reference for the ECM.

ENGINE SYSTEM OVERVIEW

28 Under normal operation, the ECM utilizes the signal from the crankshafts engine speed / timing sensor in order to determine the crankshaft position for accurate fuel delivery and timing. This eliminates the need for a separate timing calibration procedure for timing calibration. A timing offset is determined during each engine start-up. The value of the timing offset is stored in the electronic control modules nonvolatile memory until the next engine start-up. If a failure mode for the

Figure 3-8 Speed Timing

crankshafts engine speed/timing sensor is detected during engine start-up, the value of the timing offset that has been stored in memory will be used. This value will continue to be used for the engines timing calibration until the diagnostic is resolved. A timing calibration cannot be performed manually on this engine. The fuel delivery to the engine is synchronized by the signal from the camshaft engine speed/timing sensor (RH). If a failure mode for the crankshafts engine speed/timing sensor is detected, the ECM will use the signal from this sensor for the fuel delivery and the engine timing. In this application, the camshaft engine speed/timing sensor (LH) is provided as a backup for the camshaft engine speed/timing sensor (RH). If a failure mode for the camshaft engine speed/timing sensor (RH) is detected, the ECM will use this sensor to provide the functionality of the failed sensor. The engine will not start when only one sensor signal is present. The engine will continue to run if the signal from one of the sensors is present.

CAUTION: The engine speed/timing sensors are not interchangeable. Do not attempt to switch the positions of the sensors.

ENGINE SYSTEM OVERVIEW

29

LUBICATION SYSTEM SENSING

Figure 3-9 C175 Lube System

OIL LEVEL OPTIONAL The Oil Level sensor measures engines oil level in the oil pan. ENGINE OIL FILTER INLET PRESSURE The Engine Oil Filter Inlet Pressure sensor measures engine oil pressure upstream of the oil filters, downstream of the engine oil cooler. This allows detection of a plugged oil filter and oil cooler (Figure 3-9). ENGINE OIL BLOCK INLET TEMPERATURE The Engine Oil Block Inlet Temperature sensor measures the hot engine oil temperature at the entry into the engine block. ENGINE OIL BLOCK INLET PRESSURE The Engine Block Inlet Oil Pressure sensor measures the engines oil pressure downstream of the oil filters at the entry into the engine block. This allows the implementation of engine protection strategies to prevent engine damage from loss of oil pressure. These strategies are utilized by the operator display. CRANKCASE PRESSURE The Engine Crankcase Pressure sensor measures the crankcase pressure. This is used to detect high crankcase pressure due to high cylinder blow by.

ENGINE SYSTEM OVERVIEW

30

COOLING SYSTEM SENSING

Figure 3-10 C175 Cooling System

ENGINE COOLANT LOSS LEVEL - OPTIONAL The Engine Coolant Loss Level sensor measures engine coolant fluid level in the radiator surge tank. This is used to warn the operator of a low engine coolant level condition and to respond to prevent engine damage. COOLANT BLOCK OUTLET TEMPERATURE The Coolant Block Outlet Temperature sensor measures the engines coolant fluid temperature at the outlet of engine block pump. This is used to detect high engine temperature. ENGINE COOLANT BLOCK OUTLET PRESSURE The sensor measures Engine Coolant Pressure at the engine block exit. ENGINE COOLANT BLOCK INLET PRESSURE The Engine Coolant Block Inlet Pressure sensor measures the engine coolant pressure at the outlet of the engine block. This is used to detect low coolant flow. (SCAC) CORE WATER INLET TEMPERATURE - SEPARATE CIRCUIT AFTERCOOLER The Core Water Inlet Temperature sensor measures the separate circuit aftercooler (SCAC) inlet water temperature, Figure 3-10. This is used to diagnose aftercooler efficiency and SCAC or plant heat exchanger malfunctions. (SCAC) PUMP OUTLET PRESSURE SENSOR - SEPARATE CIRCUIT AFTERCOOLER

ENGINE SYSTEM OVERVIEW

31 The Pump Outlet Pressure sensor measures aftercooler core inlet water pressure at the SCAC pump outlet. This is used to detect low SCAC water flow.

AIR SYSTEM SENSING

Figure 3-11 C175 Air System

ATMOSPHERIC PRESSURE The Atmospheric Pressure sensor measures atmospheric pressure. This is used as an input to engine control strategies. AIR INLET MANIFOLD PRESSURE The Air Inlet Manifold Pressure sensor measures air pressure within the manifold. Commonly referred to as the boost pressure sensor, it is used in engine control strategies and to detect high boost pressure. AIR INTAKE MANIFOLD TEMPERATURE The Air Intake Manifold Temperature sensor measures the air temperature within the air intake manifold(s). This is used to detect high intake air temperature and to enable cold strategies on low intake air temperatures.

ENGINE SYSTEM OVERVIEW

32

TURBO CHARGING SYSTEM SENSING

Figure 3-12 C175 Air System Turbocharger

COMPRESSOR INLET AIR PRESSURE The Compressor Inlet Air Pressure sensor measures the inlet air pressure of the turbochargers (1-LH & 2-RH,). This is used to detect plugged air filters to the turbochargers. COMPRESSOR INLET AIR TEMPERATURE The Compressor Inlet Air Temperature sensor measures the inlet air temperature to the turbochargers . This is used to determine if any cold start strategies should be applied or if any high ambient air temperatures occur. TURBINE INLET TEMPERATURE The Turbine Inlet Temperature sensors are thermocouples that measure exhaust gas temperature at the turbochargers (LH & RH).

ENGINE SYSTEM OVERVIEW

33

FUEL TRANSFER SYSTEM SENSING

Figure 3-13 Fuel System Sensors

DO WE NEED TO CHANGE THE FIGURE TO SHOW THE 2 SENSORSFUEL TRANSFER PRESSURE PUMP OUTLET The Fuel Transfer Pressure Pump Outlet sensor measures pressure at the primary fuel filter inlet. This is used to detect plugged fuel filters. FUEL TRANSFER TEMPERATURE The Fuel Transfer Temperature sensor measures the inlet temperature to the High Pressure Common Rail (HPCR) fuel pump. The fuel transfer temperature is monitored to protect the fuel system from damage. FUEL TRANSFER PUMP INLET PRESSURE SENSOR The Fuel Transfer Pump Inlet Pressure Sensor measures Fuel Transfer Pressure at inlet to the Fuel Transfer Pump, after the Primary Fuel Filter. FUEL PRIMARY DIFFERENTIAL PRESSURE SENSOR Fuel Primary Differential Pressure Sensor detects blockage of the Primary Fuel Filter (Water Separator) located on the suction side of the Fuel Transfer Pump. This input is a DeltaP (Differential Pressure) sensor. It senses the difference between the Primary Fuel Filter Inlet Pressure and Fuel Transfer Pump Inlet pressure. If the sensor value is greater than the configured threshold value, then the PMS warning is activated. ( Figure 3-14 on page 34). FUEL SECONDARY FILTER INLET PRESSURE The Fuel Secondary Filter Inlet Pressure sensor measures fuel transfer pressure at the primary fuel filter inlet. This is used in fuel priming strategies and to detect plugged fuel filters. 3 ENGINE SYSTEM OVERVIEW

34 FUEL SECONDARY FILTER OUTLET PRESSURE The Fuel Secondary Filter Outlet Pressure sensor measures fuel transfer pressure at the outlet of the secondary fuel filter. This is used for detecting plugged fuel filters.

Fuel Filter Differential Pressure - Change in fuel delivery pressure, measured across the filter, due to accumulation of solid or semisolid matter on the filter element. Suspect Parameter Number:95 Fuel Supply Pump Inlet Pressure - Absolute pressure of fuel at the fuel supply pump inlet. Suspect Parameter Number:1381

Fuel Filter (suction side) Differential Pressure - Differential pressure measured across the fuel filter located between the fuel tank and the supply pump. Suspect Parameter Number:1382 Fuel Delivery Pressure - Gage pressure of fuel in system as delivered from supply pump to the injection pump. Number:94 Suspect Parameter

Fuel Filter Differential Pressure - Change in fuel delivery pressure, measured across the filter, due to accumulation of solid or semisolid matter on the filter element. Suspect Parameter Number:95

Figure 3-14 Fuel Supply Sensor Diagram

ENGINE SYSTEM OVERVIEW

35

HIGH PRESSURE COMMON RAIL SENSING

Figure 3-15 HPCR Rail Sensors

HPCR RAIL PRESSURE The HPCR Rail Pressure sensor measures fuel pressure in the HPCR fuel rail. HPCR RAIL TEMPERATURE The HPCR Rail Temperature sensor is used to protect the fuel system from damage. HPCR Pump Head Temperature is sensed as an approximation to HPCR Fuel Temperature. A model is used to estimate HPCR Fuel Temperature from HPCR Pump Head Temperature. This temperature in conjunction with HPCR Rail Pressure and Engine Coolant Temperature is used by an Injector Fuel Temperature modeling algorithm to predict fuel temperature at the fuel injector. HPCR Fuel Temperature is used to correct fuel delivery variation due to changes in fuel density.

PERSONAL INJURY OR DEATH CAN RESULT FROM IMPROPERLY CHECKING FOR A LEAK. ALWAYS USE A BOARD OR CARDBOARD WHEN CHECKING FOR A LEAK. ESCAPING AIR OR FLUID UNDER PRESSURE, EVEN A PIN-HOLE SIZE LEAK, CAN PENETRATE BODY TISSUE CAUSING SERIOUS INJURY, AND POSSIBLE DEATH. IF FLUID IS INJECTED INTO YOUR SKIN, IT MUST BE TREATED IMMEDIATELY BY A DOCTOR FAMILIAR WITH THIS TYPE OF INJURY.

ENGINE SYSTEM OVERVIEW

36

DO NOT Service the high pressure fuel system before releasing the remaining high pressure fuel from the system. Refer to Testing and Adjusting, Fuel Rail Pressure - Release. Care must be taken to ensure that fluids are contained during performance of inspection, maintenance, testing, adjusting and repair of the product. Be prepared to collect the fluid with suitable containers before opening any compartment or disassembling any component containing fluids. Refer to Special Publication, NENG2500, Caterpillar Dealer Service Tool Catalog for tools and supplies suitable to collect and contain fluids on Caterpillar products. Dispose of all fluids according to local regulations and mandates. NOTICE: Ensure that all adjustments and repairs that are carried out to the fuel system are performed by authorized personnel that have the correct training. Before beginning ANY work on the fuel system, refer to Operation and Maintenance Manual, General Hazard Information and High Pressure Fuel Lines for safety information.

ENGINE SYSTEM OVERVIEW

37

ELECTRONIC COOLANT TEMPERATURE CONTROL MODULE

Figure 3-16 Electronic Coolant Temperature Control Module (ECTCM)

The Electronic Coolant Temperature Control Module (ECTCM) is the electronic thermostat for the C175 engine. It is monitored and controlled by the ECM. The ECM sends a desired coolant temperature signal to the ECTCM via the local engine J1939 data link message as shown in Figure 3-17. The ECTCM then controls and monitors the valve position to maintain the desired coolant pump inlet temperature. NOTE: Both the Coolant Pump Outlet Temperature and the Electronic Coolant Temperature Control Module are configurable using the Caterpillar Electronic Technician (ET) and their signals are broadcast over the J1939 Local Data Link. The purge strategy works when engine is running and TCM is not in regulating mode.
Figure 3-17 Electronic Control Module Signal

ENGINE SYSTEM OVERVIEW

38

4 POWER AND GROUNDING

4.1 SYSTEM VOLTAGE
The electronic control system operates as a 24 VDC electrical system. The switched negative battery and the un-switched positive battery connections to the ECM are made at the P1/J1 connector. See Figure 4-1, page 39. Battery connections should be made to the High Current Power Distribution (HCPD) panel and/or the Low Current Power Distribution (LCPD) panel, if equipped. See section 4.8; POWER CONTROL PANELS, page 47.

MINIMUM BATTERY VOLTAGE

The ECM monitors system voltage input (un-switched power) and triggers a diagnostic code if the voltage drops below 18 VDC and then returns above 18 VDC. Injector performance may be effected if the system voltage drops bellow 18VDC. The Flow Control Valve (FCV) will not operate below 14VDC.

CAUTION: The ECM Injector voltage outputs may exceed 100 volts and can produce an electric shock hazard.

WIRE SIZING
The batteries, charging system, starter, and associated wiring must be sized and designed correctly to allow the starter to crank the engine to an appropriate minimum engine speed to start the engine. The engine installation should meet the minimum cranking speeds at the COLDEST ANTICIPATED TEMPERATURES. For C175 the minimum cranking speed required to start the engine is 100 rpm.

BATTERY DISCONNECT SWITCH

The generator set should incorporate a battery disconnect switch on the negative battery side of the battery circuit, Figure 4-1. The purpose of this switch is to disconnect the battery during long-term storage and to prevent electrical shock during machine service. This switch should not be used as an emergency shutdown switch or as an E-Stop. Refer to Chapter 4.11, ECM INTERNAL BATTERY for information on ECM battery life. CAUTION: The battery disconnect switch is not an emergency shutdown switch.

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39

Figure 4-1 Battery Disconnect Switch (circuit breakers are not shown)

4.2 GROUNDING THE ENGINE

CAUTION: Consult your dealer, contractor, and all local and national codes before grounding and wiring generator sets. Ground the engine block with a ground strap that is furnished by the customer. Connect this ground strap to the ground plane. This ground plane connection should be made as close to Earth ground as possible. Long runs of grounding wire will cause transient voltages to occur on the engine block. NOTE: All starters and alternators should be isolated and sensors should have an isolated return (ground) back to the ECM not the engine block.

POWER AND GROUNDING

40 CAUTION: Disconnect the power when you are working on the engines electronics. If rubber couplings are used to connect the steel piping of the cooling system and the radiator, the piping and the radiator will be partially electrically isolated. Ensure that the piping and the radiator are continuously grounded to the engine. Use ground straps that bypass the rubber couplings. CAUTION: Improper grounding results in unreliable electrical circuit paths. All ground paths must be capable of carrying any fault currents. These problems are often very difficult to diagnose and repair. Stray electrical currents can damage: main bearings, crankshaft journal surfaces, and aluminum components Stray electrical currents can also cause: electrical noise, and degrading control system, and other electronics.

4.3 GROUNDING SR5 GENERATORS

1: In any generator set installation, the frame of the generator must be positively connected to an earth ground or to the hull of a vessel. This connection is the first one made at installation, and the last one to be removed. If the generator set is on flexible or resilient pads, the ground connection must be flexible to avoid possible breakage in later operation. Ground connection cables or straps should have at least the current carrying capacity of the largest line lead to the connected load. Joints in cables or straps must be clean, free of electrical resistance, and protected from possible oxidation. Bolted ground connection joints eventually oxidize, and are frequent sources of radio frequency interference. Silver soldered, joints are electrically and mechanically sound. 2: Where local codes permit, an a possible ground connection can be made to an underground all metallic water piping system. Do not ground to plastic and cement-type water pipes, One or more approved corrosion resistant ground rods, driven at least ten feet (three meters) into damp soil, are effective. In dry, sandy soil, an extensive wire ground mat may be required. Y-connected generators should have the neutral (and frame) grounded when the generator is installed unless definite measures are taken to prevent grounds on the load side. CAUTION: FOLLOW THE NATIONAL ELECTRIC CODE AND OTHER LOCAL CODES FOR GROUNDING MORE THEN ONE GROUND ROD IN A GROUND GRID. CONSULT AN AUTHORIZED ELECTRICAL CONTRACTOR FAMILIAR WITH LARGE POWER DISTRIBUTION SYSTEMS TO DESIGN AND CERTIFY THAT THE GROUNDING SYSTEM IS CORRECT BEFORE STARTING ANY GENERATOR.

POWER AND GROUNDING

41 a: If the neutral wire is grounded and one of the phase leads becomes grounded, the excessive current will open the load circuit breaker or collapse the generator voltage. The result depends on the particular generator electrical characteristics, type of fault, and circuit breaker trip rating. An undervoltage device may be required to provide adequate short circuit protection. b: There are some instances in which it is undesirable to ground the neutral wire. In these applications where definite measures (ground fault protective circuits) have been taken to prevent grounds to the phase leads, an ungrounded generator neutral lead is acceptable. Ground fault protection requires that the entire group of distribution circuits be studied and treated as a system. The owner should engage a competent consultant if a new distribution system is being developed, or if an existing system is to be modified for ground fault protection. 3: There have been reports of excessive circulating neutral current occurring when two or more generators are operated in parallel. Generators should be installed with the assumption that no excessive circulating neutral current will occur with the generators paralleled at full load. The phase current should not exceed 100% of the generator nameplate ampere rating. In those cases where excessive neutral currents are encountered, either a neutral lead resistor or reactor or selective grounding of the neutrals may be used. If the selective grounding of one generator neutral is used, a disconnect switch should be installed in each generator neutral to ground lead. The disconnect switch should have about 25% more current-carrying capacity than the generator line ampere rating. NOTE: Three phase, Y-connected generators can have a third harmonic voltage that does not cancel at the neutral. It is this voltage that causes the excessive circulating neutral current that can occur when operating in parallel. 4: Most radio and audio frequency interference problems are corrected by proper grounding of the generator frame. In other instances, the cause is not the generator set, but equipment that may be related or unrelated to it. A small, hand-held batteryoperated radio is a useful tool in locating the source sound and leak proof. Tune the radio receiver to the radio frequency of the interference and use the receiver as a probe around pipes, conduits, or other metal parts. Emitted noise will increase as the source is approached. Pipes rubbing together can cause radio frequency interference. There have been instances where steel and galvanized pipe connections create interference even though the joint is mechanically sound and leak proof. In areas adjacent to high power radio frequency generators (transmitters, heating frequency, etc.), a corroded joint or connecting acts like a very poor rectifier, and can emit at frequencies different from the exciting frequency. The solution in all such instances has been physical bonding of the joint or conduit. A clean copper strap bridging the joint normally clears up the interference. Refer to LEKX3114, Engine Data Sheet - EDS 75.0.

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42

4.4 STARTING SYSTEM WIRING

Power carrying capability and serviceability are primary concerns of the wiring system. For correct size and correct circuit for starting system components, see wiring diagrams provided with the engine or the Operation and Maintenance manual. All control wiring must be protected by fuses or a manual reset circuit breaker. The main battery cables need not be fused. These may or may not be shown on the wiring diagrams. Fuses and circuit breakers should have sufficient capacity and be readily accessible for service. Other preferred wiring practices are: Use a minimum number of connections, especially with battery cables. Use positive mechanical connections. Use permanently labeled or color-coded wires. Position the batteries near the starting motor; short cables should be used to minimize voltage drop. If frame connections are used, tin the contact surface. The current path must not include high resistance points such as painted, bolted, or riveted joints. Protect the battery cables from rubbing against sharp or abrasive surfaces. All battery connections must be kept tight and coated with grease or other protectant to prevent corrosion. The cranking batteries should always be securely mounted where it is easy to visually inspect and maintain. They must be located away from flame or spark sources and isolated from vibration. Batteries should be mounted level on non-conducting material and protected from splash and dirt. Short slack cables should be used to minimize voltage drops. Disconnect the battery charger when removing or connecting battery leads. Solid-state equipment, like the electronic governor or speed switches, can be harmed if subjected to transients. Connect the battery charger directly to the batteries, not to the engine or generator package.

4.5 BATTERY CABLE SIZING (MAXIMUM ALLOWABLE RESISTANCE)

The start circuit between battery and starting motor, and the control circuit between the battery, battery-switch, and motor solenoid must be within maximum resistance limits shown in Table 4-1. NOTE: Resistance values in Table 4-1 include connections and contactors, except the motor solenoid contactor.

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Table 4-1 Maximum Allowable Circuit Resistance Maximum Allowable Circuit Resistance Magnetic Switch and Series-Parallel Circuit 24 Volt System .10 Ohm Solenoid Switch Circuit .030 Ohm Starting Motor Circuit .002 Ohm

Fixed resistance allowances for contactors, relays, solenoid and switches are 0.0002 Ohm each. Fixed resistance allowances for connections (series connector) are 0.00001 Ohm each.

NOTE: The fixed resistance of connections and contactors is determined by the cable routing. The ground cable should also be added to the circuits resistance calculations.
Equation 1 Allowable Cable Resistance

Rt - Rf = Rc
Fixed resistance (Rf) subtracted from total resistance (Rt) equals allowable cable resistance (Rc). With cable length and fixed resistance determined, select cable size using Figure 4-2 and Table 4-2. CAUTION: Only full-stranded copper wire should be used. Arc welding cable is much more flexible and easier to install than full stranded copper wire cable, but welding cable is not as durable and will be damaged from corrosion in a much shorter time.
Figure 4-2 Resistance in Ohms

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44
Table 4-2 Maximum Recommended Total Battery Cable Length Maximum Recommended Total Battery Cable Length Cable Size AWG 0 00 000 0000 MM2 50 70 95 120 Direct Electric Starting 24 Feet 15.0 18.0 21.0 27.0 Feet 15.0 18.0 21.0 27.0

FIXED RESISTANCE IN A PARALLEL CIRCUIT

To meet cable length and resistance requirements, cable size is most important. To determine fixed resistance in a parallel circuit, only the long cables of the parallel circuit are counted. The paralleling cables are short enough to be insignificant in the resistance calculation. In the parallel battery connection, shown in Figure 4-3, only the 56-inch and the 76-inch cable lengths need to be counted.

CONNECTIONS/PROPER PRACTICES
Electrical connections are often a source of problems in any application. Shipboard, drill rig and any other electrical system that is exposed to salt air and water are especially susceptible because these elements are highly corrosive. Electrical connections are usually made of dissimilar metals. Corrosion is more destructive between dissimilar metals.

Figure 4-3 Parallel Battery Connection

The following items are good practices for electrical system connections: When making electrical connections between wires, connect wires mechanically so tugging or pulling can be withstood without any other treatment of the joint. Coat the joint and the nearest portions of each wire with electrical solder. Do not expect solder to increase joint strength. The solder is for corrosion protection.

POWER AND GROUNDING

45 CAUTION: Do not use crimp-type connectors for marine and petroleum service the plastic sleeve tends to hide the corrosion from view rather than protecting the joint.

4.6 WELDING AND AN ELECTRONIC ENGINE

Figure 4-4 Welding on Engine Guideline Diagram

Before welding on any generator set with an electronic engine, the following precautions should be observed. Turn the engine OFF. Disconnect the negative Battery (-) cable from the battery. If the vehicle is equipped with a battery disconnect switch, open the switch. Clamp the ground cable of the welder to the component that will be welded. Place the clamp as close as possible to the weld. This will reduce the possibility of damage to the bearings of the drive train, hydraulic components, ground straps, and other components of the generator set. Protect any wiring harnesses from welding debris and spatter. Use proper welding procedures in order to weld the materials.

POWER AND GROUNDING

46

DO NOT use electrical components in order to ground the welder. DO NOT use the ECM or sensors or any other electronic component in order to ground the welder. Clamp the ground cable for the welder to the component that will be welded.

Current flow from the welder to the welder ground will not cause damage to any of the associated components, Figure 4-4, page 45.

4.7 TRANSIENT VOLTAGE SUPPRESSION

The installation of transient suppression at the source of the transient is recommended. Caterpillar follows a stringent electrical environment standard that is similar to SAE recommended practices. The use of inductive devices such as relays and solenoids can result in the generation of voltage transients in electrical circuits. CAUTION: Voltage transients that are not suppressed can exceed specifications and lead to the degradation of the performance of the electronic control system.
Power Power Power Power

Figure 4-5 Voltage Suppression Diagram

The customer should specify relays and solenoids with built-in voltage transient suppression. Refer to Figure 4-5 to minimize voltage transients from relays and solenoids without built-in voltage transient suppression.

TRANSIENT SUPPRESSION TECHNIQUES

Electrical noise on the ECMs input pins (due to poor grounding, wiring practice, or proximity of other machinery) may lead to unintended impacts on ECM performance. Techniques include the installation of a diode or resistor of the proper size in parallel with the solenoid or the relay coil. Other techniques may also be used. 4 POWER AND GROUNDING

47 Inductive devices such as relays or solenoids should be located as far as possible from the components of the electronic control system. Wiring harnesses that are installed by the customer should be routed as far as possible from the wiring harness of the electronic control system in order to avoid problems that are associated with electrical noise.

4.8 POWER CONTROL PANELS

Figure 4-6 Power Distribution

The C175 engine, installed on Electrical Power Generator Sets (Figure 4-6), can be equipped with a HCPD Panel (High Current Power Distribution) and Low Current Power Distribution Panel (LCPD). These panels aid in the distribution of electric power to the various electronic and electrical systems on the C175 engine.

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HIGH CURRENT POWER DISTRIBUTION - HCPD

Figure 4-7 HCPD Panel

Main battery connections, starter solenoids and motors, alternator(s), pumps, and other high current electrical connections are made at the HCPD Panel (see Figure 4-7). All ECM power is also routed from the HCPD Panel to the LCPD Panel (see Figure 4-8, page 20).

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49

LOW CURRENT POWER DISTRIBUTION LCPD

Figure 4-8 LCPD Panel

The C175 engine, installed on generator sets, can be equipped with a Low Current Power Distribution Panel (LCPD Panel), Figure 4-8. Main battery connections are made at the LCPD Panel (if the Genset does not have the optional HCPD Panel installed). The HCPD Panel supplies electrical power to all of the electronics on the C175 and it contains fusing for these various circuits. Critical components such as the ECM, relays, sensors and others derive their power from the LCPD Panel.

POWER AND GROUNDING

50 POWER DISTRIBUTION Figure 4-9 Power Supply Connections - page 50, illustrates the standard connections on the C175 Genset power distribution system.

Figure 4-9 Power Supply Connections

4.9 ECM POWER SUPPLY CONNECTIONS

CAUTION: This information is provided as reference only. No customer connections are required to the ECM. Any customer connections to the ECM are via the EIC connector on the ECM electrical box.

FUSING
The ECM requires five un-switched Battery (+) connections, five un-switched Battery (-) connections and an ignition key switch input. These connections carry nearly all power to the ECM during peak requirements and provide the ECM power when the key switch is in the off position. The C175 ECM fusing is done in the LCPD Panel and is protected by a single 20 Amp fused circuit, fuse part # 113-8492. ECM BATTERY (+) 4 POWER AND GROUNDING

51 The ECM Battery (+) connections for the C175 engine are made from the ECM, out the ECMs electrical box (located on the top, front of the engine via a 70 pin through connector on pins #4 and #5) to the LCPD Panel YELLOW connector pins B and C (see Figure 4-8). ECM BATTERY (-) The five Battery (-) connections are connected inside the ECMs electrical box and then fed to the LCPD Panel on the BLUE pins A and B. HCPD PANEL The C175 engine can be equipped with an HCPD (High Current Power Distribution) Panel. The HCPD Panel supplies the engine electronics and other system power, including power to the LCPD Panel. NOTE: The user should not need to make any connections to the ECM directly. All connections are provided by connectors on the ECM electrical box located on the top, front of the engine. KEY SWITCH OFF - SLEEP MODE When the key switch is in the off position, the ECM is in sleep mode where, it draws a very small residual current through the battery connections. KEY SWITCH ON - ACTIVE MODE When the key switch input is turned on, the ECM will become active, allowing the engine to start and run.

4.10 KEY SWITCH CONNECTION (OPTION)

Figure 4-10 Key Switch Schematic

On the C175 engine, the ECM Key Switch connection (pin 70) is split into two lines (see Figure 4-11). One line goes to the KEY Switch relay (located inside the electrical box), out through the 70 pin connector pin 63, to the LCPD Panel GREY connector pin E, and fused at 7.5 Amps. Pin F supplies the BAT+ to the Key Switch on pin B (see Figure 4-10, page 51).

POWER AND GROUNDING

52 The other line goes to pin 17 of the Front Sensor connector (located on the ECM electrical box) and connects to pin 8 of the Temperature Control Module connector. Refer to RENR9341, C175 Schematic.

Figure 4-11 Key Switch Diagram

KEY SWITCH OPERATION

Unswitched battery voltage is supplied through pin 18 of the Engine Interface Connector (EIC) to pin 5 of the Key Switch Relay coil. When the Key Switch is turned ON the coil will energize closing the Key Switch relay contacts. Pin E of the LCPD GREY connector supplies the 7.5 Amp fused supply voltage to pin 1 of the Key Switch relay contact, to pin 70 on the ECM, and to pin17 of the Temperature Control Module. This voltage allows the ECM to Wake UP and communicate to the rest of the control circuitry. When battery voltage is removed from this input, the ECM will power down (Figure 4-11, page 52). The negative battery is supplied to pin 2 of the Key Switch coil. This is terminated inside the ECM Electrical box at a common ground connection and is fed from the LCPD GREY connector pin H. NOTE: The engine ECM requires the Key Switch to be in the ON position in order to maintain communications with Caterpillar Electronic Technician (ET).

4.11 ECM - INTERNAL BATTERY

The ECM has an internal battery that powers critical circuits and battery backed memory when all power sources are disconnected from the ECM. The internal battery is expected to meet a 15-year battery life if the ECM is stored, or switched off without any external battery connection, at a storage temperature at or below 30 C. The exact storage life is dependent on temperature. The storage life may fall to as low as 10 years if the storage temperature is elevated to 70 C.

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4.12 ECM - CURRENT REQUIREMENTS

The ECM A4 current requirements are shown in Table 4-3.
Table 4-3 ECM Current Requirements Current CHARACTERISTICS Sleep Mode Current Draw Steady-State Current Draw with Open I/O Inrush Current at Power-Up with Open I/O, Key Switch tied to mains Inrush Current Duration at Power-Up with Open I/O, Key Switch tied to mains Inrush Current at Power-up with Open I/O, Key Switch activated with mains already powered Inrush Current Duration at Power-Up with Open I/O, Key Switch activated with mains already powered 24V 14 850 96 3 3.0 2 Units mA mA A ms A ms

4.13 FUSE LIST

Below is a list of blade fuses typically used in the LCPD Panel and other Caterpillar applications.
Table 4-4 Blade Fuses

CAT P/N 141-2759 141-2760 113-8490 113-8491 113-8492 113-8493 124-3548

CURRENT RATING (Amp) 5 7.5 10 15 20 25 30

MFR CODE ATM ATM ATM ATM ATM ATM ATM

COLOR Tan Brown Red Lt Blue Yellow Natural Green

VOLTAGE (V - Max) 32 32 32 32 32 32 32

TYPE Blade Blade Blade Blade Blade Blade Blade

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5 CONNECTORS AND WIRING HARNESSES

This section covers component and wiring harness design requirements for the customer to design the required harnessing to interface to the engine. The pin-out information for the ECM and EIC are not included in this section, but, can be found in the Appendix B.

5.1 WIRING HARNESS COMPONENTS

DT CONNECTOR
The DT connector is the preferred choice for in-line applications. The connector is available in 2,3,4,6,8 and 12 terminal configurations. It is also intended for SAE J1939 application use. The wire size range the connector will accept is 0.8 mm2 (18 AWG), 1.0 mm2 (16 AWG), and 2.0 mm2 (14 AWG). The plug assembly with interface seal accepts socket terminals and the receptacle assembly accepts pin terminals. Sealing plugs are to be used in unused wire cavities. A DT connector has a wedge that locks the pins and the sockets in place. The wedge can be removed and replaced without cutting the wires. The Wedge Removal Tool (p/n 147-6456) can be used to aid in the removal of the wedges. When the receptacle is inserted into the plug, a click should be heard as the two halves lock together. The connector should not be able to be pulled apart. Following tables contain the Caterpillar part numbers for DT inline connector plug and receptacle kits for all available number of pin positions. The kit is comprised of the plug or receptacle and the respective locking wedge. The connector is available with a wire seal end-cap. The end-cap is recommended for connector applications where constant exposure to fuel and engine oil is expected (i.e. fluid filter service areas, etc.). Occasional exposure to oil and fuel does not require a connector with an end-cap.
Table 5-1 Standard DT Connectors STANDARD DT CONNECTORS POSITIONS 2 3 4 6 8 12 CAT PART NUMBER Plug Kit 155-2270 155-2260 155-2271 155-2274 155-2265 155-2255 Receptacle Kit 102-8802 102-8803 197-7565 102-8805 102-8806 102-8801 Table 5-2 3 Position DT Connectors DT CONNECTORS (All 3 Position) COMPONENT Plug Kit Receptacle Kit Plug Resistor Receptacle Kit Receptacle Tee CAT PART NUMBER 174-0503 176-9299 174-3016 134-2540 133-0970

The connector has also been configured for bulkhead mountings and integral component applications (e.g. lamp housing, engine sensor, etc.). Terminal configurations and mounting configurations vary for these applications.

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55

DEUTSCH HD CONNECTORS
This circular connector is used for inline and bulkhead applications, Figure 5-1. It is more expensive than other connector choices but easier to adapt to wire harness conduit applications (i.e. CSA, Marine, etc.). The connector is available in 3,6, and 9 terminal configurations. The wire size range the connector will accept is 0.8 mm2 (18 AWG), 1.0 mm2 (16 AWG), and 2.0 mm2 (14 AWG), and 3.0 mm2 (12 AWG). The plug assembly with interface seal accepts socket terminals and the receptacle assembly accepts pin terminals. Sealing plugs are to be used in unused wire cavities. Ensure that the wires in the plug align with the corresponding wires in the receptacle. Ensure that the index markings on the plug and the receptacle are aligned. Rotate the plug until the plug slips into the receptacle. Rotate the coupling by approximately 90 degrees until a click is heard. Ensure that the plug and the receptacle cannot be pulled apart.
Table 5-3 HD Connectors HD CONNECTORS Positions 3 6 9 Plug Kit 8T-8731 8C-3654 8T-8735 Receptacle Kit 8T-8732 7T-3272 8T-8736

NOTE: Interface sealing caps and wire strain relief(s) are available for the connectors. Contact the local Deutsch sales contact for more information on these components.

Figure 5-1 HD Connectors

Table 5-3 HD Connectors contains the Caterpillar part numbers for HD inline connector plug and receptacle for all available number of pin positions. Most common usage for the HD connector is the 9 position connector used for the Cat Service Tool interface.

DRY / ACE CONNECTOR

The connector is available in 24, 40 and 70 terminal configurations. It can be used for inline or bulkhead mountings. The connector is frequently used in electronic box applications. The wire size range the connector will accept is 0.8 mm2 (18 AWG), 1.0 mm2 (16 AWG), and 2.0 mm2 (14 AWG). The plug assembly with interface seal accepts socket terminals and the receptacle (header) assembly accepts pin terminals. Sealing plugs are to be used in unused wire cavities.

OPTIONAL CATERPILLAR CUSTOMER HARNESS

This connector is labeled as EIC Connector on engine wiring schematics. The DRC connectors are keyed to align correctly when the two parts are mated together. An allen head screw holds the two connectors in place. Ensure that the allen head screw is tightened to a torque of 2.25 + 0.25 Nm (20 + 2 lb in).

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56

AMPSEAL CONNECTORS
ECM 70 PIN CONNECTOR (J1) The ECM uses an integral rectangular 70 pin Deutsch connector, Figure 5-2, to interface to the OEM vehicle wiring harness (Caterpillar part number 160-7689). ECM Connector Screw torque should be 6 Nm 1 Nm (4.4 lb.- ft. 0.7 lb.- ft., 53 lb. - in. 8.9 lb. - in.).

Figure 5-2 70 pin ECM Harness Connector (J1)

ECM HARNESS TIE DOWN POINT The A4 ECM has a harness tie-down point mounted to the ECM. A flexible strap may be employed to secures the OEM harness to this bracket, Figure 5-3. The use of this bracket requires a different harness dress cover called an End Bell. ECM CONNECTOR END-BELL A Deutsch connector (Caterpillar part number 2370336) Connector End-bell is available to provide additional protection and controlled wire routing for the harness at the ECM. This is a new part number for the A4 control. ECM 70 PIN CONNECTOR SEALING (WEATHERPROOFING) The ECM Connector Interface seal is serviceable using Caterpillar part number 159-9322, Figure 5-4.

Figure 5-3 ECM harness Tie Down Point

AMPSEAL CONNECTORS AND TOOLS

Table 5-4 lists the Standard Ampseal Connectors, Positions, Keys, and Part Numbers.

Table 5-5 list the tools needed to add wires to these connectors. Refer to Tool Operating Manuals SEHS9615-03, Servicing Deutsch HD and DT Style Connectors and NEHS0950, Using the 270-5051 Amp ATAC.
Figure 5-4 Connector Sealing

CONNECTOR SERVICE KIT

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57

Table 5-4 Ampseal Connectors: Position, Key, Part # STANDARD AMPSEAL CONNECTORS Positions 2 2 2 2 3 3 3 3 4 4 4 4 6 6 6 8 8 8 8 12 12 12 12 Key 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 1 2 3 4 1 2 3 4 Cat Part Number Plug 230-4011 238-8245 238-8247 281-8801 230-4013 237-0227 281-8803 281-8804 230-5008 239-7349 281-8807 281-8808 230-5010 239-7352 281-8811 231-2295 231-2296 231-2297 231-2298 230-4009 239-7356 241-8834 281-8813 Receptacle 230-4012 238-8246 238-8248 281-8802 230-4014 237-0228 281-8805 281-8806 230-5009 239-7350 281-8809 281-8810 230-5011 239-7353 281-8812 231-2300 231-2301 231-2302 231-2303 230-4010 239-7357 241-8835 281-8812

Table 5-5 Ampseal Tools Needed TOOLS NEEDED Wedge Removal Tool Crimp Tool Ampseal Service Kit 147-6456 1U-5804 270-5051

5.2 ENGINE INTERFACE CONNECTOR (EIC)

Figure 5-5 EIC Connector See APPENDIX 01 page144 for pin out table

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58

CONNECTOR TERMINALS
The terminals available for production use are stamped and formed, or machined. The lowest cost terminal option is stamped and formed. Machined terminals are also used for field repair. Terminals are available with nickel or gold plating. Gold plating should be used for applications of 5 volts or less and/or less than 100 milliamps. Typically these low level circuits require low resistance at the pin/socket connection and gold plating is the best low cost choice. Nickel plated terminals can be used in power type circuits or circuits where low resistance at the pin/socket connection is not a concern Table 5-6. CAUTION: Deutsch nickel-plated stamped and formed terminals are not recommended for use because of excessive voltage drop experience in laboratory tests.
Table 5-6 Connector Terminal Specifications Connector Terminal Specifications WIRE USAGE (AWG - TYPE) ECM Connector (J1) #16/ #18 - SXL and #14/#16/#18 - GXL #14 - All #16/ #18 #14 #14 #16/ #18 #16/ #18 #14 #14 #16/ #18 #16/ #18 DT Connector (J1939 only) #16/#18 (J1939) #16/#18 (J1939) Socket (extended) Pin (extended) Machined Machined Gold Gold 133-0969 133-0967 Socket Socket Socket Socket Pin Socket Pin Socket Pin Socket Pin Stamped & Formed Machined Machined Machined Machined Machined Machined Machined Machined Machined Machined Gold Gold Gold Nickel Nickel Nickel Nickel Gold Gold Gold Gold 126-1766 126-1768 9X - 3402 9W-0844 9W-0852 186-3736 186-3735 126-1768 126-1767 9X-3402 9X-3401 CONTACT TYPE PLATING CAT P/N

HD/DT Connector (Standard)

WIRE TYPE AND GAUGE SIZE

WIRE SELECTION Typical factors to be considered in the selection are voltage, current, ambient temperature, mechanical strength, connector sealing range, abrasion, flexure and extreme environments such as areas or locations susceptible to significant fluid concentrations. Wire must be of a type suitable for the application.

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59 Wire must 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.
Table 5-7 Wire Sizes

WIRE SIZE
The minimum conductor size used on caterpillar products is 0.8 mm2 (18 AWG). Smaller conductors are susceptible to breakage and fatigue failures. SAE J1614, wiring distribution systems for construction, agricultural, and offroad work machines require wire sizes no smaller than 0.8 mm2 (18 AWG). ECM wire size requirements per connection are shown in Table 5-7.
(1)

Wire Sizes
CIRCUIT
Battery Negative Positive Battery: Switched Positive Battery: Un-switched Digital Sensor Power Digital Sensor Return Analog Sensor Power CAT Data Link (1) J1939 (CAN) Data Link
(2)

SIZE (AWG)
14 14-18 14 16-18 16-18 16-18 18 18 16-18 16-18 14-16

143-5018 Cable (Twisted Pair) (2) 153-2707 Cable (Shielded Twisted Pair)

WIRE INSULATION
Thermoplastic polyvinyl chloride (PVC) insulation shall not be used in wire harness designs because of its low operating temperature range

Switch to Ground Low Side (300 mA) Driver High Side (2 A) Driver

(-40 to 85C), melt characteristics, and flammability characteristics. Cross Linked Polyethylene (XLPE) is the primary wire insulation type used in chassis, cab, and engine compartment locations. It has a temperature rating of 50 to 120C. The voltage rating for Caterpillar 1E0815 wire and SAE J1128, Type SXL is 50 volts. The circuit voltage shall be considered when making wire selections. This wire insulation is also available with 50, 150, 300, or 600-volt ratings. The outside diameter range of the insulation is 0.089 to 0.131 in. (2.26 to 3.33 mm). The Table 5-8 provides insulation diameter range for each gauge and wire type.
Table 5-8 ECM Wire Gauges ECM CONNECTOR WIRE INSULATION AND GAUGE SIZE Wire Type GXL SXL Wire Gauge 14 16 18 16 18 20 0.5 19 0.65 18 0.8 16 1 Insulation Diameter 0.114 0.125 0.098 0.112 0.089 0.098 0.116 0.131 0.103 0.118 14 2 12 3 4 19

Metric Equivalents For AWG Wire Numbers AWG Diameter (mm2)

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5.3 CONNECTOR SEAL PLUGS

All unused cavities for sockets and pins must be filled with Seal Plugs in order to ensure that the connector is sealed. Two options are available for plugging unused connector cavities. Either the Deutsch 114017 (Caterpillar part number 8T-8737) or PEI Genesis 225-0093-000 (Caterpillar part number 9G-3695) sealing plugs can be used. The seal plugs are installed from the wire insertion side of the plug or receptacle. Correct installation of either of these cavity plugs is critical to maintain connector seal integrity. Figure 5-6 illustrates the correct insertion of the plug. The seal plug cap is designed to rest against the seal, not inserted in the hole in the seal.

Figure 5-6 Plug Insertion

5.4 WIRING HARNESS DESIGN

HARNESS ROUTING
Wiring shall be routed to ensure reliability and to offer protection from the following: Refer to Cat Publication: Guidelines For Routing And Installing Wire Harness Assemblies SEBD0402-00. Chafing/rubbing/vibrating against other parts Use as handholds or as support for personal equipment Damage by personnel moving within the vehicle Damage by impact, thrown or falling debris Damage by battery acid fumes, engine and hydraulic oil, fuel, and coolant Abrasion or damage when exposed to rocks, ice, mud, etc Vandalism damage (to the maximum extent practicable) Damage by moving parts Harsh environment such as nitrite mines, high temperatures, or areas susceptible to significant fluid or fume concentration

CAUTION: Wire harnesses shall not be located in close proximity to oil and fuel fluid fill areas or below fuel and oil filter locations. If these locations cannot be avoided then additional protective covers and shields must be provided to protect the harness. Harnesses shall be located a minimum of 50 mm from high heat sources (e.g. exhaust manifolds, turbo chargers, hydraulic components, etc.) to avoid insulation and/or connector deterioration.

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MAINTENANCE CONSIDERATIONS
The maintainability of the wiring system shall be an important consideration in the selection, design and installation of harnesses, cable assemblies and other wiring system components. All wiring components shall be accessible, repairable, and replaceable (i.e. connector terminals). High-pressure wash systems are now in frequent use by maintenance people. When locating electrical connectors: Place them in accessible locations. Use other physical elements for protection and prevention of direct exposure to wash systems (e.g. Brackets, housings, sheet metal structure, etc.). Where direct exposure to high-pressure wash systems cannot be avoided, use protective shields. These shields will need to be designed and installed.

HARNESS BENDS
If the harness curvature is too close to the connector be sure the connector seals are not stressed. This applies to the routing of: Customer lines on or near the engine harness. ECM Customer Connector (J1/P1)

RADIUS BENDS The minimum bend radius for a braided wire harness, as measured from the inside of the bend, shall be four times the outer diameter of the harness. Tighter bends are possible if the bend is preformed during harness manufacture. The bend radius size and location must be specified on the wire harness drawing. JACKETED CABLE BENDS Bends in jacketed cables shall be based on the manufacturer recommendations. A bend must not adversely affect the operating characteristics of the cable. For flexible coaxial cables, the bend radius must not be less than six times the outside diameter. For semi-rigid coaxial cable, the bend radius must not be less than ten times the outside diameter of the cable. FLEXIBLE CONDUIT BENDS The minimum bend radius for flexible conduit must be six times the outer diameter of the conduit. Conduit bends shall not cause internal chafing of the wiring.

HARNESS BENDS (AT CONNECTORS)

Avoid wire harness bends within 25 mm (10 in) of the connector. When a harness bend is too close to the connector, the connector seal is stretched away from the wire, providing an opening for moisture entry. The wire should exit perpendicular to the connector before curving as necessary for routing, Figure 5-7. BENDS NEAR A CONNECTOR Wire harness bends near a connector must be no less than twice the wire harness diameter. Special consideration shall be given to connectors with large wire counts. Stresses placed upon the retention system of the connector can cause contact retention failures and wire pull out. In order to avoid this problem consider the following options: Pre-form the harness to the required bend. 5 CONNECTORS AND WIRING HARNESSES

62 The harness assembly drawing shall detail the harness bend requirements (e.g. location and radius).

Figure 5-7 Example of Wire Harness Routing at the ECM Connector

The harness braid protection should be applied up to the tangent point of the bend furthest from the connector. Connector orientation to the bend may be necessary and should be specified on the harness print. If harness braiding is used Increase the unbraided harness length to 150 mm. This will allow the wires to fan out when the harness is bent, greatly reducing the forces placed on the connector contact retention system. The connector should also be oriented properly with respect to the harness so that upon installation to the product the harness will not need to be twisted to align the connector.

DRIP LOOP
When a harness is routed downward to a connector, terminal block, panel, or junction box, a trap or drip loop shall be provided in the harness. This feature will prevent fluids or condensate from running into the above devices.

SEALING SPLICES AND RING TERMINALS

Caterpillar requires all ring terminals and splices connected to the Engine ECM be sealed using Raychem ES2000 adhesive lined heat shrink tubing or equivalent. Table 5-9, below, shows heat shrink tubing sizing information.

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Table 5-9 Heat Shrink Tubing Reference Table Heat Shrink Tubing Reference Table Cat Part Number 8T-6342 3E-9553 125-7874 9X-2109 125-7875 119-3662 125-7876 8C-3423 17.78 68.00 I.D. Before Shrink (mm) 3.20 4.70 5.72 6.40 7.44 (inch) 0.126 0.185 0.225 0.252 0.293 0.427 0.700 2.678 I.D. After Shrink (mm) 1.58 1.78 1.27 3.20 1.65 2.41 4.45 22.00 (inch) 0.062 0.070 0.050 0.126 0.065 0.095 0.175 0.866

WIRE CONNECTION CRIMP GUIDELINES AND TOOLING

WIRE CRIMP GUIDELINES Use Table 5-10 Crimp Tool Specifications and the following requirements to ensure the correct installation of terminals in the connectors: Do not solder the sockets and pins to the wires. Never crimp more than one wire into a socket or a pin. Connector pins and sockets are designed to accept only one wire of a specified gauge or gauge range. Do NOT insert multiple wires of a smaller gauge. All sockets and pins should be crimped on the wires. Use the Crimp Tool (Caterpillar part number)1U-5804 for 12 to 26 AWG wire. Perform the pull test on each wire. The pull test is used to verify that the wire is properly crimped in the terminal and the terminal is properly inserted in the connector. Each terminal (socket or pin) and each connector should easily withstand 45 N (10 lb) of pull and each wire should remain in the connector body.

WIRE CONNECTION CRIMP TOOLING Insulation barrel crimp height for AMP 776093-1 stamped and formed sockets must be set according to the insulation diameter. Crimp width for all insulations is 0.145 inches maximum.
Table 5-10 Crimp Tool Specifications CRIMP TOOL SPECIFICATIONS Crimp Tool Options Deutsch Hand Tool HDT-48-00 Pico Model 400 DIE N/A 414DA- 16N Locator N/A 4301-16 Go (inches) 0.045 0.043 No-Go (inches) 0.50 0.050

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5.5 SERVICE TOOL CONNECTOR WIRING

SERVICE TOOL CONNECTOR PIN-OUTS
Figure 5-8 illustrates the pin-out location on the Deutsch HD 9 position connector for ease of reference. Wiring from the ECM to the Service Tool Connector is illustrated in Figure 5-9. The Cat Data Link wiring should be twisted twoconductor cable (18 AWG wire) with one twist per 25 mm (approx. 1 inch). Reference Caterpillar service tool cable (part number 143-5018). See Figure 5-9 for J1939 Data link wiring requirements. EPG Engine communication to Cat ET is via Cat Data Link (CDL) and the J1939 Data Link.
Figure 5-8 Service Tool Connector Pin Locations

SERVICE TOOL WIRING SCHEMATIC

The service tool wiring diagram is shown in Figure 5-9.

Figure 5-9 Service Tool Connector - Wiring Diagram

TERMINATING RESISTOR
NOTE: A Terminating Resistor is required unless; the OEM is installing an OEM J1939-11 backbone, Figure 5-9 and Figure 5-11.

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5.6 CAN DATA LINK HARNESS DESIGN

The data link connector that Caterpillar uses is a modified DT connector, special wedge, cable, and extended socket. The harness assembly requirements are unique to typical Caterpillar wire harnesses, Figure 5-10. Caterpillar recommends 2 conductor shielded cable from Raychem Corp (Raychem part number 2019D0309-0 / Cat part number 153-2707) for all J1939 Data Link wiring. This is twisted pair wiring. If the Caterpillar recommended cable is not used, the cable must meet J1939 specifications for conductors (refer to Table 5-11). For additional information regarding the electrical system design see the SAE publication J1939/11 Physical Layer. The minimum bend radius for the data link cable is 40 mm.
Table 5-11 J1939 Conductor Specifications J1939 SPECIFICATIONS FOR CONDUCTORS Minimum Impedance (ohm) Capacitance between conductors (pF/m) Capacitance between conductors and shield (pF/m) 108 0 0 Nominal 120 40 70 Maximum 132 75 110

ASSEMBLING THE CONNECTOR For proper data link function, identify the J1939 connector on the customer wire harness print, Figure 5-10.

Figure 5-10 SAE J1939 Connector Assembly

The following steps must be used: 1. Remove 75 mm of the outer jacket of Data Link shielded cable. (Reference Cat part number 153-2707)

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66 2. Remove the foil shield from the exposed wires to within 3 mm of the cable jacket end. 3. Crimp gold plated socket terminals to the wires and the extended socket terminal to the drain wire. 4. Slide heat shrink tube over the cable end. (Reference Cat part number 125-7876) 5. Install the terminals into the appropriate connector cavity positions. 6. Install the wedge into the connector. 7. Apply the heat shrink tube over the back of the connector body and the jacket of the cable. CAUTION: The above components and assembly procedures must be used to insure the cable to connector joint will be sealed. Failure to conform to these requirements will result in cable contamination and result in loss of shield performance. (See Figure 5-10).

5.7 CONNECTING MODULES TO THE CAN DATA LINK

The SAE J1939 Data Link is used to communicate engine information to an SAE J1939 compatible display or other desired SAE J1939 compatible modules. Figure 5-11 shows two J1939 modules properly connected to the J1939 data link

CAN DATA LINK KEY COMPONENTS

The Key components are as follows: The total length of the Data Link between terminal resistors must not exceed 40 m (130 ft). The length of each branch, or stub length, must not exceed 1 m (3.3 ft). Reference: Cable assembly that is 1m long with Deutsch DT 3 pin plug on one end (part number 165-0200) and, J1939 signal and shield wires with appropriate crimped socket on the other end for insertion into J1939 module connector. All splices and end nodes can be implemented using a connector tee. Reference: Deutsch DT receptacle assembly (part number 133-0970). Two terminal resistors must be installed. These two terminal resistors are critical for the proper operation of the network and one resistor is required at each end of the Data Link. Reference: Deutsch DT plug with termination resistor (part number 174-3016).

Figure 5-11 J1939 Multiple Module Installation

One terminal resistor for the J1939 Data Link is included in the engine harness. Any J1939 Data Link must have a terminal resistor at each end of the Data Link.

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67 A terminal resistor is required at the terminal ends of the Data Link cable. A terminal resistor is not required at each node on the Data Link. Any number of display modules or service tool connectors may be connected to the J1939 Data Link, providing the requirements for J1939 Data Link connections are met.

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6 SECURITY
6.1 EQUIPMENT IDENTIFICATION
Equipment Identification is a configuration parameter that the customer can program, in the ECM, to uniquely identify an engine installation. Typical uses for the equipment identification parameter include manufacturer model number, machine number, installation location, etc. NOTE: Configuring this parameter is optional. The parameter is for customer reference only.

EQUIPMENT IDENTIFICATION - CONFIGURATION

The EQUIPMENT ID defaults to NOT PROGRAMMED and can be set to a customer-defined identification for the engine. This parameter must be updated using the Cat ET. A maximum of 17 characters may be entered in the field. Characters can be any alphanumeric character.

6.2 CUSTOMER PASSWORDS

Customer passwords are sometimes referred to as OEM passwords. Customer passwords may be programmed in order to limit access to certain parameters. There are two customer passwords available (both customer passwords do not need to be programmed in order to provide protection). If both customer passwords are programmed then, both are required to access and change the password-protected parameters. If a customer password is forgotten or lost, these can be reset. NOTE: Factory passwords are required to change them. The following parameters are protected with customer passwords: Ether Control Ether Configuration Coolant Level Sensor Oil Level

CUSTOMER PASSWORD(S) - CONFIGURATION

One or two parameters must be configured in Cat ET prior to using customer password(s): Customer Password #1 Customer Password #2

Both passwords default to an empty field. Whether the password is set or not, the display shows: A maximum of eight alphanumeric characters may be entered for each of the two available customer passwords. NOTE: These passwords are case sensitive.

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6.3 PARAMETER LOCKOUT

PARAMETER LOCKOUT changes the protection (security) level of certain parameters. For Example: From NORMAL Cat ET access to FACTORY PASSWORD REQUIRED. If customer passwords are programmed, these will be required to LOCK and UNLOCKED parameters in the PARAMETER LOCKOUT Cat ET screen. The following configuration parameters can be LOCKED out if selected: High Idle Speed Rating Number Maximum Engine Torque Limit Intermediate Engine Speed Programmable Monitoring System

PARAMETER LOCKOUT - CONFIGURATION

Access the PARAMETER LOCKOUT screen in the service menu of Cat ET. Customer password(s) are required to access this screen if programmed. One or more of the listed configuration parameters can be LOCKED or UNLOCKED in one session. All parameters default to UNLOCKED. If a locked out parameter must be changed, there are two options: 1. Remove the lockout In the PARAMETER LOCKOUT screen, a factory password allows the protection level to be changed back to normal ET access. 2. Retain the lockout In the CONFIGURATION screen, a factory password allows changing the value one time.

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7 STARTING AND STOPPING THE ENGINE

7.1 STARTING THE ENGINE
When the key switch is placed in the start position and all conditional checks are valid, the Engine ECM will turn on a relay driver, which will pull in a relay and engage the starter. After the engine speed reaches crank terminate, the relay driver will be turned off.

STARTING PROCEDURE
ENGINE SPEED CONDITIONAL CHECK If engine speed is detected prior to enabling the start relay, it will not allow the start relay to be engaged. This eliminates the possibility of engaging the starter while the engine is running. KEY SWITCH POSITION The key switch, connected to the EIC, is monitored for Start position. If in the start position, the ECM can enable the start driver. If not in the start position, the ECM will not enable the start driver. START DRIVER INITIALIZED AND COUNTER INDEX The start driver is turned on and the counter is indexed to 1. ENGINE SPEED CHECK The engine speed is checked and once the engine rpm exceeds the programmed Crank Terminate RPM parameter (default is 400 rpm) the start driver is turned off.

REDUNDANT STARTING
A C175 Engine may require one or more type(s) of starting system(s) depending upon ambient air temperature and other environmental conditions. One of these redundant starting systems, starting systems that are powered from different sources (for example, air and electric), must be designated as Primary while the other as Secondary. SELECTING REDUNDANT STARTING SYSTEMS A means to select between these by a package control or operator is required. This allows the selection of the starting motor package that the ECM will use to crank the engine. This will provide the input to the cranking feature, which actually activates/deactivates the selected cranking motor. A switch is used as the input to see which starting system is selected. If the input is connected to Battery -, then it shall be treated as Active. If the input is connected to Battery + or left disconnected, then the result shall be treated as Inactive. If the switch input is Inactive, then the Primary cranking motor shall be selected. If the switch input is Active, then the Secondary cranking motor shall be selected.

7.2 STARTING SYSTEM PARAMETERS

STARTING SYSTEM SELECTION MODE
This parameter defines the method for engine starting that will be used for the application. Programming the parameter to Manual indicates that an external system will be used as input to start the engine. Programming the parameter to Automatic indicates that an external system will be used to start the engine.

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STARTER PINION ENGAGEMENT DETECTION SYSTEM ENABLE STATUS

This parameter is used to set the status of the detection system for starter pinion engagement. This system is used in order to detect the engagement of the starter pinion to the flywheel.

STARTING SYSTEM #1 TYPE

This parameter defines the type of starting system that has been installed on the engine.

Should the engine ship without the starting system the following would be defined.

STARTING SYSTEM #1 ASSIGNMENT This parameter defines the configuration of the Starting System #1 as the primary starting system or the secondary starting system.

STARTING SYSTEM #1 MAXIMUM NUMBER OF CRANK CYCLES This parameter defines the total number of crank cycles that are performed by the primary starting system during an attempt to start the engine. An overcrank fault is logged for Starting System #1 if the engine does not start.

STARTING SYSTEM #1 CRANK CYCLE REST INTERVAL This parameter defines the rest time between the end of one crank cycle and the beginning of the next crank cycle for the engines Starting System #1.

STARTING SYSTEM #1 CRANK DURATION This parameter defines the maximum crank cycle duration for the starting motors that are for Starting System #1.

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STARTING SYSTEM #2 TYPE

This parameter allows the configuration of a secondary starting system for the engine.

Should the engine ship without the secondary starting system the following would be defined.

STARTING SYSTEM #2 ASSIGNMENT This parameter defines the configuration of the Starting System #2 as the primary starting system or the secondary starting system.

STARTING SYSTEM #2 MAXIMUM NUMBER OF CRANK CYCLES This parameter defines the total number of crank cycles that are performed by the primary starting system during an attempt to start the engine. An overcrank fault is logged for Starting System #1 if the engine does not start.

STARTING SYSTEM #2 CRANK CYCLE REST INTERVAL This parameter defines the rest time between the end of one crank cycle and the beginning of the next crank cycle for the engines Starting System #1.

STARTING SYSTEM #2 CRANK DURATION This parameter defines the maximum crank cycle duration for the starting motors that are for Starting System #2.

CRANK TERMINATE RPM This parameter determines the engine rpm that the starting motors will be disengaged.

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ENGINE STATE CONTROL PARAMETERS

ENGINE STATE CONTROL INPUT SELECTION METHOD This parameter identifies the type of control input that will be used for the engine operating state by the ECM.

ENGINE STATE CONTROL INPUT CONFIGURATION This parameter identifies the type of external source (back up) that is used by the ECM in order to obtain command signals for the engine state control. This parameter is used only when Engine State Control Input Selection Method is set to configured value.

ENGINE STATE CONTROL SECONDARY INPUT CONFIGURATION This parameter identifies the type of secondary source that is used by the ECM in order to obtain command signals for the engine state control. This parameter is used only when Engine State Control Input Selection Method is set to configured value.

ENGINE STATE CONTROL DEFAULT VALUE If a failure occurs on the current source for the engine operating state, this parameter will be used in order to identify the engine operating state. This parameter will also be used if the engine ECM cannot determine the current engine operating state.

ENGINE STATE CONTROL SOURCE TRANSFER MATCH REQUIREMENT STATUS This parameter identifies the need for a match between the inputs for the engine state control prior to switching from one input to another input. This parameter is used only when Engine State Control Input Selection Method is set to configured value.

ENGINE STATE CONTROL HARDWIRED INPUT TYPE CONFIGURATION This parameter configures the type of input that is used for engine state control when the source is wired directly to the ECM. The Energized to Switch State refers to a momentary contact switch that is used for the start/stop control.

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REMOTE EMERGENCY STOP (E-STOP) SWITCH INPUT TYPE CONFIGURATION This parameter defines the type of emergency stop switch that is installed on the application.

Should the system ship without a Remote E-Stop switch, the parameters would be as shown below.

COOLDOWN SPEED This parameter defines the engine rpm during the cooldown period.

COOLDOWN DURATION This parameter defines the duration of engine operation at the cooldown speed. Programming this parameter to 0 will disable this function.

7.3 EMERGENCY STOP (E-STOP)

An EMERGENCY STOP (E-Stop) is necessary for safety reasons around an engine. In the event that the engine needs to be stopped immediately or the Electronic Control System (ECS) is faulty, the E-Stop may be used to stop the engine.

ACTIVATING THE EMERGENCY STOP

The control system, or ECM, will activate the Emergency Stop event based on the status of the E-Stop Switch input and the configuration of the REMOTE EMERGENCY STOP SWITCH INPUT TYPE CONFIGURATION parameter. This switch configuration parameter determines which state should create an E-Stop event, ACTIVE or NOT ACTIVE.

RESETTING A LATCHED SHUTDOWN

An E-Stop requires that the ECM be power cycled to reset the latched shutdown. Removing the Key switch input momentarily does this reset.

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7.4 CONFIGURABLE E-STOP

FUNCTIONAL DESCRIPTION When the Remote Emergency Stop Switch Input Type Configuration is set to NOT INSTALLED, the E-Stop switch input will have no affect on the engine operation. When the Remote Emergency Stop Switch Input Type Configuration is set to NORMALLY OPEN, the E-Stop will activate when the E-Stop switch input is closed. When the Remote Emergency Stop Switch Input Type Configuration is set to NORMALLY CLOSED (to ground), the E-Stop will activate when the E-Stop switch input is open.

An active E-Stop condition, as annunciated by the E-Stop input-processing module will disable injection and initiate an Air Shutoff request with the Air Shutoff system (If installed via the Caterpillar ET configuration parameter). The system will also latch any E-Stop state that has resulted in a diagnostic. The cause of the diagnostic is based on complementary E-Stop inputs. The diagnostic will remain active while fault condition occurs and be placed in the log. The diagnostic 337-02 will deactivate when both E-Stop inputs go to matching states. The 337-02 diagnostic is caused by a single wire failure of the E-Stop inputs.

7.5 E-STOP - I/O REQUIREMENTS

INPUTS
E-Stop Status based on Inputs for NORMALLY CLOSED The ECM defines the E-Stop states based on the following inputs: 1: REGULAR E-Stop switch inputs Normally Closed and 2: PARITY E-Stop switch inputs Normally Closed These are shown in the two tables below, Table 7-1 and Table 7-2.
Table 7-1 Regular E-Stop switch input (switch to ground) INPUTS E-STOP SWITCH DL J1939 (PGN FD93) DL E-STOP REQUESTED ENGINE CONTROL MODE NOT IN No message/OFF (0) ESTOP_MODE No message/OFF (0) ESTOP_MODE ON ($01-$F7) Dont care Dont care Dont care OUTPUTS INJECTION DISABLE / EID264 ACTIVE NO YES YES YES PID E-STOP SW POSITION

LOW LOW LOW FLOAT

OFF OFF OFF ON

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Table 7-2 Parity E-Stop switch input (switch to ground) INPUTS DL J1939 (PGN FD93) REQUESTED ENGINE CONTROL MODE
NOT IN ESTOP_MODE NOT IN ESTOP_MODE NOT IN ESTOP_MODE Dont care Dont care Dont care Dont care ESTOP_MODE ESTOP_MODE ESTOP_MODE

OUTPUTS INJECTION DISABLE / EID264 ACTIVE

NO NO NO YES YES YES YES YES YES YES

E-STOP E-STOP SW1 SW2

DL E-STOP

PID ESTOP SW POSITION

DIAGNOSTICS (337-02)

LOW LOW FLOAT LOW LOW FLOAT FLOAT LOW LOW FLOAT

LOW FLOAT LOW LOW FLOAT LOW FLOAT LOW FLOAT LOW

No message/OFF (0) No message/OFF (0) No message/OFF (0) ON ($01$F7) ON ($01$F7) ON ($01$F7) Dont care No message/OFF (0) No message/OFF (0) No message/OFF (0)

OFF OFF OFF OFF OFF OFF ON OFF OFF OFF

NO YES YES NO YES YES NO NO YES YES

E-Stop Status Based on Inputs for NORMALLY OPENED The system defines the E-Stop states based on the following inputs: 1: REGULAR E-Stop switch inputs Normally Opened and 2: PARITY E-Stop switch inputs Normally Opened These are shown in the two tables below, Table 7-3 and Table 7-4.
Table 7-3 Regular E-Stop switch input (switch to ground) INPUTS E-STOP SWITCH
FLOAT FLOAT FLOAT LOW

OUTPUTS DL E-STOP
No message/OFF (0) No message/OFF (0) ON ($01-$F7) Dont care

DL J1939 (PGN FD93) REQUESTED ENGINE CONTROL MODE

NOT IN ESTOP_MODE ESTOP_MODE Dont care Dont care

INJECTION DISABLE / EID264 ACTIVE

NO YES YES YES

PID E-STOP SW POSITION

OFF OFF OFF ON

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Table 7-4 Parity E-Stop switch input (switch to ground) INPUTS

E-STOP SW1 E-STOP SW1 DL J1939 (PGN FD93) REQUESTED ENGINE CONTROL MODE

OUTPUTS
INJECTION DISABLE / EID264 ACTIVE PID E-STOP SW POSITION OFF ON ON OFF ON ON ON OFF ON ON DIAGNOSTICS (337-02)

DL E-STOP

FLOAT FLOAT LOW FLOAT FLOAT LOW LOW FLOAT FLOAT LOW

FLOAT LOW FLOAT FLOAT LOW FLOAT LOW FLOAT LOW FLOAT

No message/OFF (0) No message/OFF (0) No message/OFF (0) ON ($01$F7) ON ($01$F7) ON ($01$F7) Dont care No message/OFF (0) No message/OFF (0) No message/OFF (0)

NOT IN ESTOP_MODE NO NOT IN ESTOP_MODE YES NOT IN ESTOP_MODE YES Dont care Dont care Dont care Dont care ESTOP_MODE ESTOP_MODE ESTOP_MODE YES YES YES YES YES YES YES

NO YES YES NO YES YES NO NO YES YES

SENSOR INPUT DIAGNOSTICS The system will not latch any E-Stop state that has resulted in a diagnostic. The cause of the diagnostic is based on complementary E-Stop inputs. The diagnostic will remain ACTIVE while fault condition occurs and be placed in the log. An E-Stop will activate if: the inputs are complimentary and then resolved to both FLOATING. DIAGNOSTIC 337-02 The diagnostic 337-02 will DEACTIVATE when both E-Stop inputs go to matching states. NOTE: MARINE SOCIETY REQUIREMENT: The 337-02 DIAGNOSTIC is caused by a single wire failure of the E-Stop inputs. This requirement is based on Marine Society needs for not disabling an engine based on a single wire failure. CDL PID OUTPUT EMERGENCY STOP SWITCH INPUT TYPE CONFIGURATION FOR EPG ($D1 $074D): Use the following table to read and program the INPUT TYPE CONFIGURATION of the switch used for an Emergency Stop.
Table 7-5 Input Type Configuration for EPG INPUT TYPE CONFIGURATION Valid Data Range: Data Status IDs: $0000 - $FFFF $FFE0 - $FFFF

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7.6 REMOTE E-STOP SWITCH - INPUT TYPE CONFIGURATION

FUNCTIONAL DESCRIPTION 1: When the Remote Emergency Stop Switch Input Type Configuration is set to NOT INSTALLED, the E-Stop switch input will have no affect on the engine operation. 2: When the Remote Emergency Stop Switch Input Type Configuration is set to NORMALLY OPEN, the E-Stop will ACTIVATE when the E-Stop switch input is CLOSED. 3: When the Remote Emergency Stop Switch Input Type Configuration is set to NORMALLY CLOSED (to ground), the E-Stop will ACTIVATE when the E-Stop switch input is OPEN. NOTE: An ACTIVE E-Stop condition will DISABLE injection via Basic Engine and initiate an Air Shutoff request with the Air Shutoff system. This must first be installed using the Caterpillar ET configuration parameter. FAILURE MODE FUNCTIONALITY Not Applicable EVENTS Events are listed in Table 7-6, below.
Table 7-6 Events EVENTS EID 264 FMI 3 DESCRIPTION Emergency Stop Activated

7.7 REMOTE SHUTDOWN

The remote shutdown is intended to provide a convenient method of stopping the engine using a remote ground signal from other controls such as a fire alarm. This allows the customer the ability to connect a given switch to Battery and have the fuel injection be disabled, and allow the ECM to remain on. If the remote shutdown is closed to ground, then released, the engine stops. However, if the inertial load keeps the engine turning, the monitoring system will continue to measure sensor outputs (i.e. oil pressure, fuel pressure, etc.) and may record an event code. If the remote shutdown is held closed until the engine quits turning, a fault will not be recorded. When the remote shutdown is closed to ground, the ECM disables fuel injection. Under normal conditions, disabling fuel injection stops the engine. However, the remote shutdown is not designed as an Emergency Stop Switch. The remote shutdown must be opened and the key switch (switched power) must be cycled in order to restart the engine. CAUTION: Remote shutdown is not an EMERGENCY STOP SWITCH. The remote shutdown is not designed to be a fail-safe. It should not be used to assure the protection of personnel or equipment.

STARTING AND STOPPING THE ENGINE

79 NOTE: During a remote shutdown, the air shutoff solenoid is not activated and the ECM remains energized.

REMOTE SHUTDOWN
There is no Cat ET configuration necessary for the remote shutdown switch to function. REMOTE SHUTDOWN SWITCH INSTALLATION

Figure 7-1 Remote Shutdown Switch P1/J1 ECM

75% ENGINE OVER SPEED VERIFY

This function is performed over the CAT Data Link for EPG Applications. The purpose of this override PID which acts as a switch is to allow the customer to validate the over speed protection system on the engine without actually over speeding the engine. Once the switch is shorted to () Battery, the over speed protection will be activated at 75% of the programmed overspeed value. WARNING LAMP If the overspeed verify function is enabled the warning lamp will turn on when the engine reaches 75% of the overspeed warning trip level of the engine overspeed as set in PMS. When the engine reaches 75% of the overspeed shutdown value (set in PMS) the warning lamp will turn on and the air doors will close.

STARTING AND STOPPING THE ENGINE

80

8 ENGINE SPEED DEMANDS

There are several options available to set the desired engine speed used by the control system to control engine speed. The application requirements determine which option, or combination of options, should be selected. Following are the different methods of controlling the speed of the engine: J1939 Speed Control Throttle Position Sensor (PWM) Datalink Control Enable

8.1 CAN SPEED CONTROL (TSC1) (DATA LINK COMMAND)

J1939 CAN speed control is available via the J1939 Data Link (TSC1 modes 1 and 3). J1939 CAN Data Link engine speed control signals will send by EMCP3 over the CAN datalink.

CAN SPEED CONTROL CONFIGURATION

There are two configurations required in order to use J1939 speed control. Operator has to select CAN input as desired engine speed control either in the primary desired engine speed input or secondary desired engine speed input to use the value on TSC1. Secondary source is used only when the primary fails.

CAN SPEED CONTROL INSTALLATION

If a customer requires engine control through the SAE J1939 Data Link, the Data Link wiring must be properly installed. See the Connectors and Wiring Harness Requirements section for proper Data Link installation information.

8.2 THROTTLE POSITION SENSOR

The Throttle Position Sensor is a Pulse Width Modulated Sensor (PWM) that provides a signal to the engines ECM. The sensor receives a 8.0 0.4 VDC regulated voltage from the ECM. The ECM performs an automatic calibration of this sensor whenever the ECM is powered and the engine has been off for at least five seconds.

Figure 8-1 Throttle Position Sensor Schematic

ENGINE SPEED DEMANDS

81

8.3 START/RUN/STOP CONTROL

The engine control system has the ability to control all aspects of engine start and stop, based on the status of selected configuration parameters. A PID called, Engine State Control Input Configuration will be used to select either not installed, hard wired, or CAN input, which will be used to determine engine operation (starting, stopping, and running) as described in the sections below.

REQUESTED ENGINE CONTROL MODE

HARD-WIRED START/STOP CONTROL When properly configured, the control system will accept a hard-wired signal that will be used to determine the state in which the control system will attempt to put the engine. The following table shows the potential requested engine control modes and the control systems response to each of them:
Table 8-1 Requested Engine Control Modes CURRENT ENGINE OPERATING STATE Stopped no change RAPID START / SHUTDOWN INPUT STATE Not Active Run / Stop Input State Not Active Active Standard engine start no change using any programmed start aids no change Abandon current PreStart tasks Abandon current start attempt Not Active Active Run / Stop Input State Active Immediately energize start relay Immediately bypass remaining Pre-Start tasks and energize start relay No change

Pre-Start

Abandon current PreStart tasks

Starting

Abandon current start attempt

no change

Running

Standard engine no change shutdown using any programmed cool-down no change Bypass remaining cooldown duration and return to normal running no change

Immediately shutdown, No change bypass any cool-down Immediately bypass remaining cool-down time and shutdown engine no change Bypass remaining cooldown duration and return to normal running Immediately bypass remaining post run activities Re-enable fuel and attempt to run if engine speed is greater than the crank terminate speed

Cool-Down

Post Run

no change

Stopping

no change

Re-enable fuel and no change attempt to run if engine speed is greater than the crank terminate speed

ENGINE SPEED DEMANDS

82 DATA LINK START/STOP CONTROL When properly configured, the control system will accept a signal via the J1939 datalink that will be used to determine the state in which the control system will attempt to put the engine. The following table shows the potential requested engine control modes and the control systems response to each of them:
Table 8-2 Requested Engine Control Modes CURRENT ENGINE OPERATING STATE Stopped REQUESTED ENGINE CONTROL MODE Normal Engine Shutdown no change Rapid Engine Shutdown no change Emergency Engine Shutdown Normal Engine Start Rapid Engine Start Immediately energize start relay Immediately bypass remaining Pre-Start tasks and energize start relay No change

Activate any installed Standard engine emergency stop aids, start using any and e-stop event programmed start aids Abandon current Pre- no change Start tasks, and activate any installed emergency stop aids, and e-stop event Abandon current start no change attempt and activate any installed emergency stop aids, and e-stop event Immediately no change shutdown, bypass any cool-down and activate any installed emergency stop aids, and e-stop event Immediately bypass remaining cool-down time, shutdown engine and activate any installed emergency stop aids, and e-stop event Bypass remaining cool-down duration and return to normal running

Pre-Start

Abandon current Pre-Start tasks

Abandon current PreStart tasks

Starting

Abandon Abandon current current start start attempt attempt

Running

Standard engine shutdown using any programmed cool-down no change

Immediately shutdown, bypass any cool-down

No change

Cool-Down

Immediately Bypass remaining cool-down time and shutdown engine no change

Bypass remaining cool-down duration and return to normal running

Post Run

no change

Activate any installed no change emergency stop aids, and e-stop event Activate any installed Re-enable fuel and emergency stop aids, attempt to run if and e-stop event engine speed is greater than the crank terminate speed

Immediately bypass remaining post run activities Re-enable fuel and attempt to run if engine speed is greater than the crank terminate speed

Stopping

no change

no change

ENGINE SPEED DEMANDS

83

DATALINK CONTROL ENABLE

When the control system input for datalink control enable is inactive, the Requested Engine Control mode will be forced to Hard-Wired inputs no matter how the configuration parameters are set.

8.4 ENGINE CONTROL PARAMETERS

ENGINE SPEED CONTROL PARAMETERS
ENGINE SPEED CONTROL SOURCE SELECTION TYPE This feature is not available for this application. ENGINE SPEED CONTROL SOURCE CONFIGURATION This feature is not available for this application. ENGINE SPEED CONTROL DEFAULT SOURCE This feature is not available for this application. ENGINE SPEED CONTROL SOURCE TRANSFER MAXIMUM SPEED DIFFERENCE This feature is not available for this application. ENGINE SPEED CONTROL DEFAULT VALUE TYPE This feature is not available for this application. ENGINE SPEED CONTROL DEFAULT VALUE This feature is not available for this application.

ENGINE/GEAR PARAMETERS
ACCELERATION DELAY TIME This parameter defines the maximum waiting period before the ECM will begin to ramp the engine speed to high idle. Programming this parameter to 0 will disable this function.

ENGINE ACCELERATION RATE The engine acceleration rate defines the maximum rate of engine acceleration and deceleration.

LOW IDLE SPEED This parameter is set to configure the low idle rpm of the engine.

REMOTE THROTTLE CONTROL MIN SPEED

ENGINE SPEED DEMANDS

84 When the remote throttle is being used, this parameter sets the negative side of the tolerance for the rated speed. For example, if the rated speed is set to 1200 rpm and the Remote Throttle Control Min Speed is set to 100 rpm then the minimum rated speed would be 1100 rpm.

REMOTE THROTTLE CONTROL MAX SPEED When the remote throttle is being used, this parameter sets the positive side of the tolerance for the rated speed. For example, if the rated speed is set to 1200 rpm and the Remote Throttle Control Min Speed is set to 100 rpm then the maximum rated speed would be 1300 rpm.

DROOP MODE SELECTION This parameter enables the engine to be operated in an isochronous load sharing system or in stand-alone mode.

ENGINE SPEED DROOP This parameter defines the allowed reduction in engine speed when full load is applied to the engine.

LOW IDLE SPEED

Low Idle Speed is a programmable parameter that allows the customer to program the engines low idle speed. Low idle speed is the minimum allowable operating speed for the engine. One parameter must be configured in Cat ET in order to program low idle speed. Low idle speed must set to the customers desired minimum operating speed. Typically Low Idle defaults to 900 rpm and can be programmed from 500 to 1369 rpm.

LOW IDLE SPEED CONFIGURATION

8.5 THROTTLE ARBITRATION STRATEGY

If more than one speed input device or method is used, then the engine ECM chooses or arbitrates between the different input devices. Strategy summary: Different priority signals are present: The engine ECM compares multiple speed input signals and identifies the signal with the highest priority. The highest priority speed input signal is always the signal on which the engine ECM acts. Same priority signals are present:

The strategy for choosing the correct speed input device is also summarized in the Table 8-3 below.

ENGINE SPEED DEMANDS

85
Table 8-3 EPG Engine Throttle Arbitration Strategy EPG ENGINE THROTTLE ARBITRATION STRATEGY Desired Engine Speed Input Method Memory Override ET Override (dyno test mode) Timing Calibration Low Idle Speed Switch Cooldown Speed ET selected Throttle (TSC1 or PWM) Priority 1 2 3 4 5 9 ------Arbitration

THROTTLE ARBITRATION STRATEGY INSTALLATION

Throttle arbitration strategy is set within the industrial software and cannot be altered.

8.6 SIMPLE DROOP - ISOCHRONOUS MODE CONTROL

DROOP/ISOCHRONOUS MODE CONTROL W/DATA LINK OVERRIDE
The droop mode can be enabled from one of two sources: 1. Not available for C175 2. Data Link parameter

EP SETPOINT DROOP CONTROL WITH DATA LINK OVERRIDE

To modify isochronous desired engine speed based on droop input and engine load. INPUTS Setpoint (set via data link or service tool configuration) PWM Droop Signal NOTE: Your application may have one or more of these sources. See your applications requirement specification for details. Compile time configuration to select the source. Only one source can be selected, either datalink or PWM but not both. The ECM performs range checking on requested droop values according to application specified limits.

ENGINE SPEED DEMANDS

86

Figure 8-2 Droop Values

The droop setpoint is programmable via the service tool using PID 0xF515. This setpoint is intended for infrequent adjustment via a service tool interface. Refer to the applications requirement specification for the default droop value; maximum droop value, and security level. If droop source is PWM droop signal disable support to PID 0xF515. Speed droop adjustment is the percentage reduction in engine speed at full load compared to reduction at no load. This function is vitally important in EP applications because it determines the redistribution of the load among several engines. Droop can be adjusted, as needed, for stability of engines with different rates of engine speed changes. Droop function allows for load division between two or more engines connected to a single shaft, or for operation in parallel. Droop is usually expressed as a percentage. The electronic control system is designed to provide percentage droop adjustment in the EP application. The speed droop of the governor is the percent that the engine speed drops at full load and rated speed, Figure 8-3. When using droop, the desired speed is calculated using the following equations, Equation 2 Desired Speed, and Equation 3 Droop Speed. DROOP CALCULATIONS
% Droop = Programmed through PID F515Equation 2 Desired Speed

DESIRED SPEED = ISOCHRONOUS SPEED - DROOP SPEED

Equation 3 Droop Speed

DROOP SPEED = ISOCHRONOUS SPEED * (%DROOP/100) * (%LOAD/100)

ENGINE SPEED DEMANDS

87

Figure 8-3 Droop Graph

FAILURE MODE FUNCTIONALITY

If there is an active diagnostic on all configured throttles, then the ECM should default the Desired engine Speed to Rated, and change the governing mode to droop (at whatever the configured value is).

8.7 COOLDOWN / SHUTDOWN STRATEGY

The Cooldown/Shutdown mode is triggered when the engine is required to STOP or AUTO/STOP while the engine is running in RUN or AUTO/RUN mode. The engine speed will go to the Cooldown Speed until the Cooldown Duration time (0 - 223 minutes) has expired. At time out, the Cooldown/Shutdown strategy will disable the injection and stop the engine. Remaining cool down time is reset to the Cooldown Duration upon ECS Control Mode transitioning to Run. The user may view the remaining cool down time in seconds. CAN SPEED CONTROL CAN Speed Control is available from the ECMP 3.1, 3.2, and 3.3

ENGINE SPEED DEMANDS

88

9 SPEED GOVERNOR TUNING

Modern, electronically controlled diesel engines do not have a mechanical speed governor. The speed governor is a software algorithm that resides in the engine ECM. The speed governor compares the desired engine speed and the actual engine speed and attempts to make them match within a certain allowable error. The desired engine speed is determined by the ECM from inputs such as J1939 data link messages or a throttle sensor input. The actual engine speed is determined by the ECM from the engine speed timing sensors. Governor gains are the allowable rate of change in speed from the actual engine speed to the desired engine speed. Governor gains affect both engine response and engine stability; increased engine response decreases engine stability. Excessively high gains can cause the system to be uncontrollable. If an engine stability problem is encountered, the customer is cautioned to follow the instability checklist before attempting to tune the governor gains. NOTE: If the engine was running stable, and now does not run stable, the problem is NOT THE GOVERNOR GAINS.

9.1 ENGINE INSTABILITY CHECK LIST

SHOULD ENGINE INSTABILITY OCCUR CHECK, THE FOLLOWING : Use Caterpillar ET and determine that there are no fault codes. If there are any fault codes, following the repair procedures in the appropriate troubleshooting guide. Repair the faulty condition and retest the system. Check the coupling between the engine and load. Spline couplings can wear out extremely rapidly if you have engine instability, or if the coupling is subjected to large, fast load reversals. Worn couplings are the one of the most likely causes of instability complaints. Check the fuel injectors. Using Caterpillar ET, perform the injector solenoid clack test, and the cylinder cut out test. See the appropriate troubleshooting guide for your engine for more information (Fuel System Verification test). Check the behavior of the device providing the load to the engine (such as the generator). Check the behavior of the device providing the desired speed input. CAUTION: The Governor Gains may need to be re-tuned IF all of the above cases have been resolved and there is still an instability problem. If an application is operating acceptably, and then suddenly exhibits an instability problem, the most likely root cause of the problem is a hardware failure. Sometimes, changing governor gains can temporarily reduce or relive the problem but, it will not address the root cause. Do NOT change the Governor Gains until all other possible causes have been eliminated. NOTE: The gain numbers in ET are dimensionless parameters. The numbers do not have any physical significance.

SPEED GOVERNOR TUNING

89 NOTE: The default values for different ratings within the same engine family may be different. There is no reason to believe that the tuned values for one engine rating or application will be appropriate for another rating or application. If you do attempt to tune the governor gains, start from the factory default setting and follow the procedure described below. Tuning the Governor Gains assume that the system dynamics (load inertia, injector performance, type of loading, etc) will not change drastically over time. Fine-tuning is done using the load conditions that the application is expected to encounter in field operation. Major changes in the system are: Changes to the system inertia. Changes in load conditions. Changes to the load acceptance requirements. Changes to the engine/generator combination.

9.2 TUNING THE SPEED GOVERNOR

CAUTION: TUNING THE GOVERNOR GAINS CAN BE A TIME CONSUMING TASK. The customer is STRONGLY ADVISED to document all of the settings each time you change them. Write down a brief summary of what was good or bad about the engine response for each trial run. Document any other data or data files that you have recorded for each trial run. This can save hours in trying to remember what gains have already been tried and the associated performance effects.

TUNING SPEED GOVERNOR WITH ET VARIABLES: Make sure the engine is running correctly before attempting any governor tuning (no fault codes, de-rates, or injector problems. Review above check list). 1: Set the Max Stability Factor to a level of 5 times the Min Stability Factor. a) The Max Stability Factor helps when you have a sudden load increase or decrease which causes an engine speed departure of greater than 20 rpm from setpoint. b) The Max Stability Factor will not affect steady-state stability, but values of greater than 7 times the Min Stability Factor may cause ringing during a load transient. c) The Max Stability Factor can be raised above 7 times the Min Stability Factor (it is higher in some applications) but, if the engine speed starts ringing after you increase the Max Stability Factor to Min Stability Factor ratio, you MUST lower it back down. 2: Adjust the Gov Gain Factor, Min Stability Factor, and Max Stability Factor by the SAME percentage, up or down, whenever making a GAIN adjustment. a) 10% adjustment is a fine adjustment. There is no need to use steps smaller than 10%. 9 SPEED GOVERNOR TUNING

90 b) 30% adjustment is large enough that you should be able to see a difference in the response after the adjustment is made 3: If ENGINE SPEED RINGING, or INSTABILITY occur with a constant load (or no-load): d) Lower the Max Stability Factor to 1 time the Min Stability Factor. This should NOT have an effect. If it does, your Max Stability Factor is too high. e) After determining if the Max Stability Factor is NOT too high, set it back to its previous value. Then, lower ALL 3 gains by the SAME percentage. 4: If during load increases or load decreases, there are ENGINE SPEED CHANGES that are too large, try raising the Max Stability Factor to 7 times the Min Stability Factor PRIOR TO adjusting the Gov Gain Factor, or the Min Stability Factor. NOTE: The ET Governor parameters are multipliers to the Base Governor maps stored in the software. The ET multipliers are active only under specific conditions (for C175, the engine must be operating ABOVE 1300 rpm).

9.3 RESTORING FACTORY DEFAULT GOVERNOR GAINS

To restore the factory default Governor Gains Use the Cat Electronic Technician (ET) tool. Three programmable parameters will be available to shift the governor gain map for Proportional, Minimum Integrator and Maximum Integrator. The software allows a user to revert to factory default gains by programming the gain value to the minimum or maximum value in the range. Programming values outside the range will not be allowed by the service tool.

GOVERNOR CONFIGURATION SYSTEM PARAMETERS

RATED FUEL VOLUME
3

This parameter allows the customer to program the fuel volume (mm ) for the engine at the rated engine speed. This data can be used in order to calculate the different map curves that are based on the relationship between the fuel volume that is specified by the customer and the mapped fuel volume. This parameter is protected by factory passwords and is programmable only one time.

FUEL CORRECTION FACTOR This feature is not available for this application. FULL LOAD SETTING (FLS) FLS is a parameter that represents the adjustment to the fuel system that was made at the factory in order to fine tune the fuel system. The correct value for this parameter is stamped on the engine information plate. Only change this value if the engine is rerated or if a new ECM has been installed. Factory passwords are required to change this parameter.

FULL TORQUE SETTING (FTS) 9 SPEED GOVERNOR TUNING

91 FTS is similar to FLS. Only change this value if the engine is rerated or if a new ECM has been installed. Factory passwords are required to change this parameter.

FUEL AIR RATIO CONTROL ADJUST (CURRENTLY NOT AVAILABLE) This parameter allows the programming of the Fuel Air Ratio Control (FARC). This adjustment allows the setting of a lean air/fuel mixture for the engine in order to offset the effects of altitude on the engine.

GOVERNOR GAIN FACTOR This parameter is used in determining the engines rate of response to an engine load.

GOVERNOR MINIMUM STABILITY FACTOR This parameter is used by the ECM to offset the steady state speed error when the steady state speed error is less than 20 rpm.

GOVERNOR MAXIMUM STABILITY FACTOR This parameter is used by the ECM to offset the steady state speed error when the steady state speed error is greater than 20 rpm.

SPEED GOVERNOR TUNING

92

10 ENGINE MONITORING AND PROTECTION

The engine control system provides an Engine Monitoring System to monitor critical system parameters for conditions that can damage the engine. The ECM monitors the engine sensor signals. Below is a list of many of the sensors monitored by the ECM: Auxiliary Pressure Sensor Auxiliary Temperature Sensor Coolant Level Sensor Fuel Pressure Sensor Fuel Temperature Sensor Engine Coolant Temperature Sensor Engine Oil Pressure Sensor Engine Speed/Timing Sensors Inlet Air Temperature Sensor Exhaust Temperature (calculated value)

See Section 3.4, ENGINE SENSORS, page 25 for more details on the engine sensors.

10.1 MONITORING SYSTEM - PROGRAMMABLE SETTINGS

The monitoring system has programmable settings that give the customer the ability to customize how the engine control system reacts to possible engine, or system, damaging conditions. The settings the customer can program determine when the control system should take action and what level of action the ECM should take in response to the harmful condition. The levels of action the ECM can be configured to take are defined as follows: Level 1 warn operator of the condition Level 2 reduce engine power to a safe operating level Level 3 shutdown the engine

The level of action the ECM can be configured to take is dependent on the operating condition that is being monitored. Not all action levels are available for each condition. The customer can configure the engine monitoring system to take one, two, or all of the ECM action level options for a specific monitored condition. The Figure 10-1 shows when the Warning and Shutdown occur for the engines oil pressure.

10

ENGINE MONITORING AND PROTECTION

93

Figure 10-1 Warning and Shutdown Example

The timing for when the ECM takes action is based on set point and time delay settings. A set point and time delay is defined for each monitored parameter action level available for a monitored parameter. The set point is the lower (or upper) limit of a monitored parameters normal operating range. The delay time is how long the monitored parameter must exceed the set point before the ECM will take the programmed action (warning, derate, or shutdown). NOTE: Not all set points and delay times can be configured for each monitored parameter. The ECM action level options for each of the monitored parameters are defined in Table 10-1.
Table 10-1 Monitoring System Parameters MONITORING SYSTEM PARAMETERS Monitoring System Parameters Low Engine Oil Pressure High Engine Coolant Temperature Low Engine Coolant Temperature Engine Overspeed High Engine Oil Filter Restriction Pressure High Fuel Filter Restriction Pressure High Crankcase Pressure Warning None 203 F 176 F 115% of rated speed 21.7 PSI 15.2 PSI 16.1 H2O
o o

Derate 208.4 F
o

Shutdown None 221 F 118%of rated speed

o

10

ENGINE MONITORING AND PROTECTION

94

MONITORING SYSTEM PARAMETERS Monitoring System Parameters High Aftercooler Coolant Temperature High Engine Oil Temperature High Engine Inlet Air Temperature High Fuel Temperature Low Fuel Pressure High Fuel Pressure High Turbo Turbine Inlet Temperature High Intake Manifold Air Pressure High Fuel Rail Pressure Low Fuel Rail Pressure Low Engine Coolant Pressure High Intake Manifold Air Temperature Low Aftercooler Coolant Pressure Low Turbocharger Compressor Inlet Pressure High Fuel Rail Temperature High Airf filter restriction #1 and # 2 High Exhaust Port Temperature #1 to #16 High Exhaust Port Temperature Deviating High # 1 to #16 High Exhaust Port Temperature Deviating Low #1 to #16 Fuel Filter (Suction Side) Restriction Pressure Low Fuel Filter (Suction Side) Intake Pressure High Fuel Filter (Suction Side) Intake Pressure Warning 194 F 226 F 131 F 145 F None 133.43 PSI 1337 F 72.5 PSI 725 PSI 725 PSI None 176 F None None 203 F None 1220 F 212 oF 167 oF None -1.45 PSI 22PSI (150KPA)
o

Derate 212 F 230 F 140 F 149 F None 141.4 PSI 1382 F 76.13 PSI 725 PSI 194 F 212 F None
o o
o

Shutdown 212 F 239 F 167 F None 145 PSI 1472 F 79.75 PSI 212 F 239 F 1382 oF 392 oF 572 oF
o o o o o o

o o o o

o o o o

The action level, set point, and time delay settings are configured in the Monitoring System Configuration screen in Cat ET. The customer does not have the option to change some of the monitoring system settings for certain monitored parameters. The parameter settings that cannot be configured will default to the setting programmed in the factory. See the subsections within Engine Monitoring and Protection (Section 10, page 92) for each of the monitored parameters for more information on configuring the monitoring system.

WARNING, DERATE, OR SHUTDOWN ACTIONS

The following actions are taken by the ECM when a Warning, Derate, or Shutdown condition is detected:

10

ENGINE MONITORING AND PROTECTION

95 ECM logs an event code Event code information is broadcast on the J1939 CAN data link Event code is available for display on Cat ET, see Table 10-C. Warning lamp is turned ON Diagnostic lamp is turned ON (only event codes with flash codes) ECM performs specified derate or shutdown action
Table 10-3 Basic Engine ET Status Flags ET STATUS FLAG ACTIVATES WHEN Table 10-2 Derate Scheduled At DERATE SCHEDULED AT LHV (kJ/kg) Altitude (m) Inlet Air Temp. ( C) Inlet Restriction (kPA) Exhaust Backpressure (kPa)
o

42700 750 43 4.0 5.0

No Engine Speed Cold Mode Test ECM Active Turbo Overspeed Derate Active Altitude Adjust Active Low Engine Oil Pressure Warning Low Engine Oil Pressure Derate High Exhaust Temp Warning Exhaust Temperature Derate Active High Intake Manifold Air Temp Warning High Intake Manifold Air Temp Derate High Altitude Warning High Altitude Derate High Engine Coolant Temp Warning High Engine Coolant Temp Derate High Boost Pressure Warning Engine Overspeed Warning Injection Disabled

Engine speed = 0 rpm MR: SSM 0 active HD: Cold mode active ET activates Test ECM mode
Data currently unavailable

Altitude timing mode active. Low oil pressure warning is tripped. Low oil pressure derate is tripped. High exhaust temp warning is tripped. Exhaust temp derate > 0% High engine inlet air temp warning is tripped High engine inlet air temp derate is tripped High altitude warning is tripped High altitude derate is tripped High engine coolant temp warning is tripped High engine coolant temp derate is tripped Application specific? Engine overspeed warning is tripped PM mismatch(may include): - Crank w/o inject ? - Fire suppression shutdown ? - User-defined shutdown ?

10

ENGINE MONITORING AND PROTECTION

96

ENGINE PROTECTION PARAMETERS

EMERGENCY SHUTDOWN OVERRIDE SWITCH INSTALLATION STATUS This parameter defines the installation status of the emergency shutdown override switch. This parameter is protected by factory passwords.

EMERGENCY SHUTDOWN OVERRIDE INPUT CONFIGURATION This parameter defines the input configuration of the signal source that is for the emergency shutdown override.

10.2 DIAGNOSTIC CODES

The engines Electronic Control Module (ECM) has the ability to monitor the circuitry between the ECM and the engines components. The ECM also has the ability to monitor the engines operating conditions. If the ECM detects a problem, a code is generated, Figure 10-2. There are two categories of codes: Diagnostic code Event code DIAGNOSTIC CODE A diagnostic code indicates an electrical problem such as a short or an open in the engines wiring or in an electrical component. EVENT CODE An event code is generated by the detection of an abnormal engine operating condition. For example, an event code will be generated if the oil pressure is too low. In this case, the event code indicates the symptom of a problem. Event codes indicate mechanical problems rather than electrical problems. Codes can have two different states: Active Logged

ACTIVE CODES
An active code indicates that a problem is present. Service the active code first. For the appropriate troubleshooting procedure for a particular code, refer to the following troubleshooting procedure: Troubleshooting, Diagnostic Code List Troubleshooting, Event Code List

10

ENGINE MONITORING AND PROTECTION

97

LOGGED CODES
The codes are logged and stored in the ECM memory. The problem may have been repaired and/or the problem may no longer exist. If the system is powered, it is possible to generate an active diagnostic code whenever a component is disconnected. If the component is reconnected, the code is no longer active but the code may become logged. Logged codes may not indicate that a repair is needed. The problem may have been temporary. Logged codes may be useful to help troubleshoot intermittent problems. Logged codes can also be used to review the performance of the engine and of the electronic system.

Figure 10-2 Event and Diagnostic Code Example

10

ENGINE MONITORING AND PROTECTION

98

10

ENGINE MONITORING AND PROTECTION

99

11 COLD STARTING AID

Cold start strategies are developed in a laboratory environment (cold room) using worst-case scenarios. All possible configurations and load cases cannot be developed and tested. If a particular application has very high parasitic loads, extreme cold (arctic) conditions, or unique engine load or configuration issues, please consult an application engineer prior to purchase.

11.1 COMMON STARTING AIDS OVERVIEW

Diesel engines require the heat of compressed air in the cylinder to ignite the fuel. Below certain temperatures, the cranking system will not crank the engine fast enough or long enough to ignite the fuel. Ether may be required to start the engine. Engines with prelube requirements may require oil heaters. Refer to Operation and Maintenance manual for the C175 for cold weather procedures. Figure 11-1 shows what start aides should be selected depending on what ambient air temperature the engine is in.

Figure 11-1 Selecting Start Aids

ELECTRIC STARTING
When using electric starters only, Figure 11-2 shows the correct number of starters and batteries required to start the C175. These do not reflect any loading factors for attached generators.

Figure 11-2 Starter And Battery Selection

ETHER STARTING
Ether is a volatile and highly combustible agent. Small quantities of ether fumes added to the engines intake air during cranking reduce compression temperature required for engine starting. This method can be used for starting of an engine at practically any ambient temperature.

11

COLD STARTING AID

100 CAUTION: When other than fully sealed ether systems are used, ensure adequate ventilation for venting fumes to the atmosphere to prevent accidental explosion and danger to operating personnel. The high-pressure metallic capsule-type is recommended for mobile applications. When placed in an injection device and pierced, ether passes into the intake manifold. This has proven to be the best system since few special precautions are required for handling, shipping, or storage. Ether must be used only as directed by the manufacturer of the starting aid device. The ether system must be such that a maximum of 3.0 cc (0.18 cu in) of ether will be released each time the button is pushed. Caterpillar ether systems are designed to release 2.25 cc (0.14 cu in) of ether each time the system is activated. Excessive injection of ether can damage an engine. Ether should not be released into a running engine. Lighter fuels, such as kerosene, can ease the unaided cranking requirements slightly by lowering the compression temperature required for starting. These lighter fuels also slightly reduce horsepower delivered at any given fuel rack setting. NOTE: All fuels must meet Caterpillar requirements. Excessive parasitic loads should be disconnected during engine cranking.

11.2 CONTINUOUS FLOW ETHER STARTING AID SYSTEM

Caterpillar offers an optional ether start system matched to each engines particular cold start strategy. Please refer to the industrial engine price list for the appropriate parts. CAUTION: If a third-party ether injection system is used, the Caterpillar engine may be damaged.

ETHER START OPERATION

Figure 11-3 C175 Start Aid Diagram

The ether solenoid control is available to drive a relay and/or solenoid to control ether delivery to the intake manifold. The ECM controls the ether solenoid control output when conditions dictate the use of a starting aid. Two ether start solenoids may be used on the C175 if the engine has the four turbo package installed. Refer to the RENR9341 schematics. If there are active faults on both the coolant temperature sensor and the inlet air temperature sensor, the ECM will not activate the ether injection system. 11 COLD STARTING AID

101 If there is an active fault on either the air temperature sensor or the coolant temperature sensor, the valid sensor will be used in the ether control strategy. If both the air temperature and coolant temperature sensor are valid, then the coldest temperature will be used. If both sensors are valid, then usage of a block heater will not affect the ether control strategy. ETHER INJECTION DURATIONS The ether control strategy establishes ether injection durations based on temperature and altitude. The temperature threshold is not programmable by the customer. If the temperature is below the threshold [0 C (32 F) at sea level] and an attempt is made to start the engine, the ether solenoid control will be enabled until the engine rpm reaches 1200 rpm. If the engine starts or a condition occurs that prevents fuel from being injected, the ether solenoid control will be DISABLED. Ether will only be injected while engine speed is greater than zero and If the temperature is below the threshold [0 C (32 F) at sea level]. Ether will not be injected prior to cranking the engine.

ETHER START CONFIGURATION

Either Start has two parameters that must be configured in Cat ET prior to using ether start: Ether control defaults set to DISABLED and must be programmed to ENABLED. Ether solenoid configuration defaults to NOT INSTALLED and must be programmed to CONTINUOUS FLOW SOLENOID.

Both parameters should be configured. ETHER CONTROL PARAMETER Programming this parameter to Disabled will disable the function. Program this parameter to Disabled if the function is not being used or installed on this engine. This will prevent diagnostics from being logged.
Minimum Disabled Default Continuous Maximum Continuous

ETHER START INSTALLATION

The continuous flow ether system is available as an optional attachment on the engine price list. The component in the ether system that controls ether quantity and spray angle is the atomizer. The atomizer has a control orifice that is sized for a specific range of intake air flow. CAUTION: Be sure to order the correct ether system to match the engine. The ECM can activate the ether control valve solenoid with a direct connection from ECM to the solenoid, Figure 11-4 Ether Start Schematic.

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102

Breathing ether vapors or repeated contact of ether with skin can cause personal injury. Personal injury may occur from failure to adhere to the following procedures. Use ether only in well ventilated areas. Do not smoke while changing ether cylinders. Use ether with care to avoid fires. Do not store replacement ether cylinders in living areas or in the operators compartment. Do not store ether cylinders in direct sunlight or at temperatures above 49 C (120 F). Discard cylinders in a safe place. Do not puncture or burn cylinders. Keep ether cylinders out of the reach of unauthorized personnel. To avoid possible injury, be sure the brakes are applied and all controls are in Hold or Neutral when starting the engine.

Older systems required the use of a relay to switch battery supply to the solenoid, but the relay is no longer required due to more efficient solenoids and the higher current capability of the ECM driver.

Figure 11-4 Ether Start Schematic

The ECM will source 2.0 amps at normal operating conditions. At cold operating conditions, the ECM may source as low as 1.0 amp to the solenoid or relay. Select components that will operate between 1.0A and 2.0A, Table 11-1.

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103
Table 11-1 Continuous Ether Flow Parts List ETHER FLOW PARTS VALVES (continuous ether flow) Relay application (4.2Amps) to be used with an ECM activated relay ECM application (1.2Amps) to be used with a 1.5A ECM drive ECM application (0.5Amp) to be used with a 1.0A ECM drive CONTROL FITTINGS (continuous ether flow) Voltage 24V 24V 24V Part Number 228-0853 239-1134 274-6826 Connector type 2 pins DT 2 pins DT 2 pins DT

Straight
(Compression)

90 (Compression) 276-5441

Straight (SAE 45
Flare)

C175

271-0166

282-9868

VALVES (metered ether shot) For engines over 900 CID (14.7L) 12.0cc

Voltage 24V

Part Number 9G-9364 3E-6334 Straight 90 Metered 276-8495

Connector type 2 pins Sure-Seal 2 pins DT Ether Shot 276-8471

ether shot
CONTROL FITTINGS

TUBING Nylon Tube By Meter

Part Number 5P-5630

MOUNTING BRACKETS AND CYLINDER CLAMPS Clamp with mounting bracket Clamp (small) Clamp (large) Clamp (heavy-duty) Mounting plate Mounting group (plate & clamp) Mounting plate (heavy-duty) Cylinder Gasket Nut and Sleeve

Part Number 7N-2059 276-6596 5P-0580 257-3184 236-8013 276-6597 303-2179 7N-9801 236-4545

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104

11.3 STARTING AID SELECTION STRATEGY

If an ether injection system and an air inlet heater are both installed and configured, the ECM will automatically determine and activate the optimum device for starting. If inlet air temperature or coolant temperature is below 0 C, ether will be activated for starting. If the inlet air heater is on, the ether will not turn on. NOTE: An air inlet heater and an ether injection system can be installed on the same engine, but they will not operate at the same time. AIR INTAKE SHUTOFF DETECTION INSTALLATION STATUS This feature is not available for this application.

11.4 JACKET WATER HEATER OPTION

Jacket water heaters are electrical heaters that maintain the jacket water at a temperature high enough to allow easy starting of the engine. More heaters of higher ratings may be required in areas of extremely cold temperature. Jacket water heaters are used on both manual and automatic starting systems but, are essential for automatic starting below 21C (70F). Heaters precondition engines for quick starting and minimize the high wear of rough combustion, by maintaining jacket water temperature during shutdown periods. Heaters thermostatically control jacket water temperature near 32C (90F) to promote fast starts. Higher temperatures accelerate aging of gaskets and rubber material. The C175 Jacket Water Heater assembly is shown in Figure 11-5 and is available as option equipment. Figure 11-6 on page 105, illustrates a schematic diagram for the Jacket Water Heater.

Figure 11-5 C175 Jacket Water Heater

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105

Figure 11-6 Jacket Water Heater Schematic

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106

NOTES:

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12 CHARGING AND STARTING SYSTEM

CAUTION: All alternators, solenoids, and starters should be isolated units on Gensets. Consult your Caterpillar dealer for assistance and correct sizing. CAUTION: Never operate the alternator without the battery in the circuit. Making or breaking an alternator connection with heavy load on the circuit can cause damage to the regulator.

12.1 ALTERNATOR

(1) Regulator (2) Roller bearing (3) Stator winding (4) Ball bearing (5) Rectifier bridge (6) Field winding (7) Rotor assembly (8) Fan

Figure 12-1 Alternator (typical example)

The alternator is driven by a belt from an auxiliary drive at the front right corner of the engine. This alternator is a three-phase, self-rectifying charging unit, and the regulator is part of the alternator. The voltage regulator is a solid-state, electronic switch. The regulator turns on and the regulator turns off many times in one second in order to control the field current to the alternator. The output voltage from the alternator will now supply the needs of the battery and the other components in the electrical system. No adjustment can be made in order to change the rate of charge on these alternator regulators.

ALTERNATOR - INSPECT
Inspect the alternator for the following conditions: Proper connections Clean ports for cooling airflow Proper charging of the battery

Observe the ammeter during engine operation in order to ensure proper battery performance and/or proper performance of the electrical system.

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108 Make repairs, if necessary. See the Service Manual for service procedures. Consult your Caterpillar dealer for assistance.

C175 ALTERNATOR
The C175 Alternator is a 34SI (part # 276-8899) with metric interface bolts.
Table 12-1 Alternator Specifications
CAT PART NO. GROUND TYPE 'R' TERMINAL 'I' TERMINAL MAX SYSTEM AMBIENT ACTIVATION VOLTAGE AIR TEMP RATED OUTPUT (AMPS)

MOUNT

OUTPUT AT 2K RPM (AMPS) 40

276-8899

Insulated Ground

SAE (J180)

Yes

Yes

93 C

Self Excited

24

75

12.2 STARTING SOLENOID

A solenoid is an electromagnetic switch that does two basic operations: Close the high current starting motor circuit with a low current start switch circuit. Engage the starting motor pinion with the ring gear.

TYPICAL SOLENOID
The solenoid, Figure 12-2, has windings (one or two sets) around a hollow cylinder. There is a spring-loaded plunger inside the cylinder. The plunger can move forward and backward.

Figure 12-2 Solenoid (Typical Example)

When the start switch is closed and the electricity is sent through the windings, a magnetic field is made. The magnetic field pulls the plunger forward in the cylinder. This moves the shift lever in order to engage the pinion drive gear with the ring gear. The front end of the plunger makes contact across the battery and the motor terminals of the solenoid. The starting motor begins to turn the flywheel of the engine. When the start switch is opened, current no longer flows through the windings. The spring pushes the plunger back to the original position. The spring simultaneously moves the pinion gear away from the flywheel. When two sets of windings in the solenoid are used, the windings are called the hold-in winding and the pull-in winding. Both of the winding have the same number of turns around the cylinder. However, the pull-in winding uses a wire with a larger diameter in order to produce a greater magnetic field. When closing the Start Switch, some of the current flows from the battery through the hold-in windings, the balance of the current flows through the pull-in windings to the motor terminal, through the motor to the ground. When the solenoid is fully activated, current is shut off through the pull-in windings. Only the smaller hold-in windings are in operation for the extended period of time. This period of time is the amount of time that is needed for the engine to start. The solenoid will now take less current from the battery. The heat that is made by the solenoid will be kept at an acceptable level.

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109

ELECTRIC STARTING MOTOR

The starting motors are used to turn the engine flywheel in order to get the engine running. Cross section of the starting motor, Figure 12-3 (typical example): (1) Field (2) Solenoid (3) Clutch (4) Pinion (5) Commutator (6) Brush Assembly (7) Armature
Figure 12-3 Electric Starting Motor

The starting motor has a solenoid. When the start switch is activated, electricity will flow through the windings of the solenoid. The solenoid core will move in order to push the starting motor pinion with a mechanical linkage. This will engage with the ring gear on the flywheel of the engine. The starting motor pinion will engage with the ring gear before the electric contacts in the solenoid close the circuit between the battery and the starting motor. When the circuit between the battery and the starting motor is complete, the pinion will turn the engine flywheel.

STARTING MOTOR PROTECTION

The starting motor is protected from damage in two ways: The starting motor is protected from engagement with the engine when the starting motor is running. The control feature will not allow the starting motor to engage if the speed is above 0 rpm. The starting motor is protected from continued operation by disengaging the starting motor solenoid after engine speed reaches crank terminate.

DC CIRCUIT BREAKER
The DC circuit breaker is a switch that opens the battery circuit if the current in the electrical system goes higher than the rating of the circuit breaker. A heat-activated metal disc with a contact point completes the electric circuit through the circuit breaker. If the current in the electrical system gets too high the metal disc will get hot. This heat causes a distortion of metal disc. The disc opens the contacts. The disc breaks the circuit. NOTE: Find and correct the problem that causes the circuit breaker to open. This will help prevent damage to the circuit components from too much current.

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110

Figure 12-4 C175 Charging And Starting Schematic

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111

12.3 C175 STARTERS

The C175 uses dual electric starters mounted on the left side of the engine and dual redundant electric starters mounted on the right side on the engine (4 starters). All of these starter packages (except the redundant electric option) are wired in the factory. See Figure 12-4 - C175 Charging And Starting Schematic, page 110.

STARTER PART NUMBERS

ELECTRIC STARTER 276-8900 (left side mounted) ELECTRIC STARTER 276-8901 (right side mounted redundant) AIR STARTER 281 2841 (right side mounted)

12.4 STARTER CONFIGURATION

Electric starters are mounted on the left side of the engine. Redundant electric starters are mounted on the right. The air starter is mounted on the right. Both electric and air starters together or electric and redundant electric together can be ordered.

PRIMARY AND SECONDARY STARTER CONTROL

The ECM control system is capable of supporting two starting systems, air, electric, hydraulic, etc Each starting system can be installed or uninstalled through CAT ET. One or both starting systems can be assigned as primary or secondary. The ECM can be programmed to activate the primary or secondary starting system in an Auto Mode in the order mentioned. The primary or secondary starting system(s) can also be selected through a Cranking Motor Select input.

STARTER MOTOR DRIVE ENGAGEMENT PROTECTION

This is also known as Butt Engagement Detection. This feature can be enabled or disabled through CAT ET. If enabled, the crank relay(s) will be turned off if, the engine speed does not exceed the speed threshold in the configured time interval. The crank relay(s) will be turned off for the configured hold-off time before the next start attempt is made.

STARTER MOTOR TEMPERATURE PROTECTION

To protect the starter(s) from the damage (due to continuous running), each type of starting motor has an Active Time Limit and a Rest Time Limit. The motor is in operation for the Active Time Limit and is resting for Rest Time Limit before the next crank attempt is made.

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112

13 PRE-LUBE SYSTEM
The ECM has the ability to automatically lubricate the engine before cranking. This may increase the life of certain engine parts by lubricating these parts before the starting motor is engaged. When installed the prelubrication system is activated when the ECM detects a Start. The ECM prevents the starting motor from engaging while the pump builds pressure in the engines lubrication system. The ECM determines the charge pressure status via the engine oil pressure sensor.

13.1 PRELUBE OVERRIDE

An override for the prelubrication system is available in Caterpillar Electronic Technician (ET). The override allows the technician to activate the prelubrication system for service and testing. The test is functional only when the engine speed is zero rpm.

13.2 PRELUBE CIRCUIT

Figure 13-1 Prelube Circuit

A typical C175 Prelube Schematic is shown in Figure 13-1. The proper engine starting procedures are detailed in the Engine Prelubrication System strategy. These details should be followed to prevent excessive engine wear, engine damage and warranty claims.

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113

13.3 PRE-LUBE INPUTS AND OUTPUTS

INPUTS
SWITCHES Manual Prelube Switch (GND Switch) Switch 15, J1-60

CDL PID Engine Prelube control Engine Prelube Type Configuration Engine Prelube Timeout period Engine Ready to Start Pre-Lube Duration Engine Continuous Pre-Lube Duration Engine Continuous Pre-Lube Interval

SENSOR MAPPING None

OUTPUTS
PRELUBE RELAY 2 Amp CDL Engine Pre-Lube Mode $00 = Pre-Lube is OFF (for PRELUBE OFF or PRELUBE FAILED) $01 = Pre-Lube is ON (PRELUBE WAITING FOR OIL or PRELUBE WAITING FOR FILL) $02 = Pre-Lube is DISABLED (PRELUBE DISABLED) $03 = Pre-Lube is COMPLETED (PRELUBE READY TO START or PRELUBE CONTINUOUS)

J1939 Engine Oil Priming State, SPN 3551, PGN 65130. The SPN transmits: 0 - Prelube State is PRELUBE OFF or PRELUBE FAILED. 1 - Prelube State is PRELUBE READY TO START or PRELUBE CONTINUOUS. 2 - Prelube State is PRELUBE WAITING FOR OIL or PRELUBE WAITING FOR FILL. 3 - Prelube State is PRELUBE DISABLED CDL PID (diagnostics Not applicable)

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13.4 PRELUBE FUNCTIONS

PRELUBE REQUEST SOURCES
The Prelubrication Strategy is activated by requests originating from following sources: Engine State Machine when the state is PRESTART Prelube Manual Request switch

PRELUBE OIL PRESENCE

The presence of prelube oil in the galleries is sensed by measuring the oil pressure verses a given period of time. If the measured oil pressure exceeds the time period, then the ECM reports OIL PRESENT.

PRELUBE STATES
PRELUBE OFF STATE In the PRELUBE OFF state, the prelube system is inactive. When the ECM powers-up, the prelube system will transition into the PRELUBE OFF state. PRELUBE WAITING FOR OIL STATE In the PRELUBE WAITING FOR OIL state, the prelube system is active and is waiting for feedback that the engine oil galleries are filling with oil. OIL OVERRIDE TRANSITION The prelube system will make this transition if a RAPID START REQUEST occurs while waiting for the presence indication. NOTE: This transition is only available if allowed by the PRELUBE OVERRIDE OPTION parameter. PRELUBE WAITING FOR FILL STATE In the PRELUBE WAITING FOR FILL state, the prelube system is active. The system is waiting for the engine oil galleries to completely fill with oil. NOTE: This transition is only available if allowed by the Prelube Override Option parameter, above. PRELUBE READY TO START STATE In the PRELUBE READY TO START state, the prelube system is active. The system is waiting for the engine to be cranked. PRELUBE CONTINUOUS STATE In the PRELUBE CONTINUOUS state, the prelube system is active. The system is waiting for the engine to be cranked. CONTINUOUS ENGINE STARTS TRANSITION The prelube system shall make this transition when the Engine State is CRANKING. PRELUBE FAILED STATE The PRELUBE FAILED STATE is entered when a problem during the prelube sequence is encountered.

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PRELUBE REMAINING TIME

The PRELUBE REMAINING TIME is calculated by adding the Prelube Waiting for Oil Timeout and Prelube Waiting for Fill Timeout and then counted down. NOTE: If the Prelube Control is DISABLED, then the PRELUBE REMAINING TIME will NOT be available.

13.5 PRE-LUBE CONFIGURATIONS

RUN TIME CONFIGURATIONS
C175 Pre-Lube Run Time Configurations is listed in Table 13-1.
Table 13-1 Engine Pre-Lube RUN TIME Configurations Feature should be configurable ON or OFF Prelube override, ENABLED or DISABLED Prelube oil pressure threshold, 4 to 30 kPa Prelube Fill Time, 0 1800 secs Engine Prelube oil present time out period, 1 to 1800 secs Engine Prelube ready for start timeout period, 1 to 1800 secs Engine Prelube Continuous Run Time, 0 to 10,000 mins Engine Prelube Continuous Wait Time, 0 to 10,000 mins Example ON DISABLED 30 kPa 2d map 120 secs 120 secs 120 mins 120 mins

ENGINE PRE-LUBE PARAMETERS

Programming this parameter to Disabled will disable the function. Program this parameter to Disabled if the function is not being used or installed on this engine. This will prevent diagnostics from being logged.

ENGINE PRE-LUBE SYSTEM CONFIGURATION This parameter allows the engine to be set for the continuous prelubrication. If the parameter is set to Continuous, the pump keeps the engine prelubed continuously while the engine is not running. This allows the engine to be ready for a rapid start. If the continuous prelubrication is used, the engine must be equipped with an appropriate prelubrication pump and other components in order to prevent flooding the engine with engine oil. Note: Setting this parameter to Continuous requires the use of a prelubrication pump and other components that are appropriate for this task. If the engine is improperly equipped, the engine could be flooded with engine oil and engine components may be damaged during engine starting.

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116 ENGINE PRE-LUBE TIME OUT PERIOD This parameter defines the duration of operation of the prelubrication pump prior to the detection of oil pressure in the engines lubrication system. If the timer expires and pressure is not present in the lubrication system, the prelubrication pump will be shutdown.

ENGINE READY TO START PRE-LUBE DURATION This parameter configures the actual duration of operation for the prelubrication pump during the Ready To Start state of the prelubrication function. This state is entered when enough oil has been pumped into the engine in order to allow engine cranking to begin. If the engine is not immediately cranked, the prelubrication pump will continue to run in order to more thoroughly lubricate the engine.

ENGINE CONTINUOUS PRE-LUBE DURATION This parameter is used to configure the duration of continuous operation for the prelubrication pump when the pump is operating in the state of continuous prelubrication. The Engine Prelube System Configuration parameter must be configured to Continuous in order for this parameter to be initiated.

ENGINE CONTINUOUS PRE-LUBE INTERVAL This parameter is used to configure the rest time for the prelubrication pump when the pump is operating in the state of continuous prelubrication. During this rest time, the prelubrication pump is not running. The Engine Prelube System Configuration must be configured to Continuous in order for this parameter to be initiated.

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14 ENGINE MANAGEMENT SYSTEM (EMS)

14.1 PRIMARY FUNCTIONS CONTROL STRATEGY
THE ENGINE GOVERNOR
The Engine Governor determines how much fuel to deliver to each cylinder to respond to changes in operator demand or engine load conditions. Refer to the section 14 titled: Engine Governor for additional information.

AIR TO FUEL RATIO CONTROL

The control system has full authority over engine fuel delivery. The mechanical fuel/air ratio control is eliminated on an electronically controlled engine. Electronic control of the fuel/air ratio provides optimum performance while limiting emissions.

INJECTION TIMING CONTROL

Injection timing is varied as a function of engine operating conditions to optimize engine performance for emissions, noise, fuel consumption, and electrical power load.

TORQUE RISE SHAPING

Electronic controls provide increased flexibility to tailor the torque curve over a broad load range.

COLD STARTING STRATEGY

Before and during cranking, the engine monitors atmospheric pressure, air manifold intake temperature, and/or coolant temperature. Based on these inputs, the engine may execute a complex cold starting strategy that adjusts fuel volume, timing, and starting aids in order to start the engine. Refer to the section titled: Cold Starting Aid (section 14) for more information. Refer to the Engine Operation and Maintenance Manual and the Troubleshooting Guide for more information.

COLD MODE OPERATION

Cold mode operation is activated based on the coolant temperature and/or IMAT. The low idle speed may be elevated when in cold mode. Refer to the Operation and Maintenance Manual and the Troubleshooting Guide for more information.

INTERLOCKS
Interlocks prevent unauthorized use of marketable engine control software and to prevent the accidental use of the wrong software. If either occurs, fuel injection is disabled so the engine won't start. The software flash file contains an interlock code. The code has two parts, an engine code (known as the ECM interlock) and an application code (known as the rating interlock). For example, engine codes 7 and 8 are for 3408E and 3412E engines, respectively. After software is flashed into a new ECM the interlock code in the flash file is automatically programmed into the ECMs permanent memory. Factory passwords are not required for flashing a new ECM. A new ECM is an ECM that has never been flash programmed. After software is flashed into an old ECM, the interlock code in the flash file is compared to the interlock code stored in the ECMs permanent memory. If the two do not match, then two things are done: 14 ENGINE MANAGEMENT SYSTEM (EMS)

118 1. Fuel injection is disabled, so the engine wont start, and 2. A diagnostic is activated. On the Cat Data Link the diagnostic is 253-2 Personality Module Mismatch. With a service tool the mechanic can read the information required to obtain a factory password. Once the password is entered the interlock code in the flash file is automatically programmed into the ECMs permanent memory.

14.2 SYSTEM PARAMETERS

System configuration parameters are parameters that affect emissions, power of the engine, and other features that define the characteristics of the engine subsystems. The parameters are preprogrammed at the factory. In most cases, the parameters do not need to be changed. Reprogramming these parameters may be necessary if the Electronic Control Module (ECM) is replaced and/or if the engine rating has been reprogram. System configuration parameters do not need to be reprogram if the flash file is replaced. Caterpillar Electronic Technician (ET) can be used to view the values for these parameters at any time. A brief list is provided below. Certain system configuration parameters are stamped on the engine information plate. NOTE: The unauthorized tampering with the parameters that are protected by factory passwords may cause the Caterpillar warranty to be voided.

PROGRAMMING PARAMETERS
Changing parameters protected by factory passwords may void Caterpillar warranty. Consult Dealer Support Network contacts before changing these settings. If there is an interlock error (Personality Module Mismatch), then the programmed parameters will not change. It may appear that the parameters are changed, but they will not change until the personality module mismatch code is cleared.
Table 14-1 System Parameters
Programmable Parameter Customer Programmable Customer password #1 Customer password #2 Engine serial number Equipment ID Full load setting Full torque setting Rated Fuel Volume Ether type (Tier 3 only) Factory Programmed Total tattletale Injector #1 serial number Injector #2 serial number Injector #3 serial number note 2 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 note 2 20 zeros 20 zeros 20 zeros No No No No N/a 1 1 1 No Yes Yes Yes 8 alphanums 8 alphanums 8 alphanums 17 alphanums -128 to +127 -128 to +127 0 to 1,000 mm3 no ether, pulsed or continuous flow 8 spaces 8 spaces 8 spaces 17 spaces 0 0 750 mm3 No ether No No No No No No No No 2 2 1 1 3 3 3 1 No No No Yes Yes Yes Yes Yes Range Factory Default power cycle ET Security Level Auto cleared

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119
Factory Default 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 20 zeros 0 0 0 0 0 0 0 power cycle No No No No No No No No No No No No No No No No No N/a N/a N/a N/a N/a N/a N/a ET Security Level 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 3 3 3 3 3 3 3

Programmable Parameter Injector #4 serial number Injector #5 serial number Injector #6 serial number Injector #7 serial number Injector #8 serial number Injector #9 serial number Injector #10 serial number Injector #11 serial number Injector #12 serial number Injector #13 serial number Injector #14 serial number Injector #15 serial number Injector #16 serial number Injector #17 serial number Injector #18 serial number Injector #19 serial number Injector #20 serial number Customer Resetable Total operating hours Total fuel Total maximum fuel Engine starts Total engine revs Total idle time Total idle fuel

Range 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 20 alphanums, note 3 0 to 65,535 hours 0 to 268,435,456 gals 0 to 536,879,970 gals 0 to 65,535 starts 0 to 17 billion revs 0 to 214,748,363 hrs 0 to 536,879,970 gals

Auto cleared Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

1. The ECM automatically programs the interlock (both the engine and application interlocks) after factory (level 3) passwords are entered. 2. The total tattletale is an internally calculated value. 3. The ECM automatically programs the injector serial number when that injectors e-trim data is programmed into the ECM.

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14.3 FACTORY CONFIGURATION PARAMETERS

Factory configuration parameters are ECM software settings that affect the emissions, power, and identification of the engine. These parameters are programmed at the factory during engine assembly and test. Emissions control agencies require that the factory setting for these parameters is stamped on the engine information plate and any changes to these settings require that the engine plate be updated along with the change to the ECM setting. The factory configuration parameters must be reprogrammed if the ECM is replaced and/or the engine rating is changed. These parameters do not need to be reprogrammed if the ECM is re-flashed with a latest version of software flash file. The following is a list of engine supported parameters: Engine Serial Number Rating Number Full Load Setting (FLS) Full Torque Setting (FTS)

ENGINE SERIAL NUMBER

The engine serial number is programmed in the factory during engine assembly. It is used to identify the engine to electronic monitoring systems and the Cat ET service tool. The programmed engine serial number should match the engine serial number stamped on the engine information plate.

ENGINE SERIAL NUMBER - CONFIGURATION

The engine serial number defaults to the engine serial number set in the factory. Using Cat ET, program the Engine Serial Number to match the engine serial number that is stamped on the engine information plate. If the ECM is replaced, the engine serial number from the engine information plate should be fed into the new ECM. This parameter must be configured to change the engine serial number.

RATING NUMBER
Engine software can support multiple engine ratings in a software flash file. The multiple ratings allow the customer to change the performance and operating characteristics of the engine without changing the engine performance iron. The engine rating and number of ratings supported in the software flash file is specific to a set of engine performance iron. A rating number is assigned to each engine power curve within a software flash file. The rating number is set in the factory to the corresponding number for the rating specified by the customer in the engine order. NOTE: The customer should carefully consider the rating required prior to purchase. A rating change after purchase may require an iron update and will incur an up-rate charge for the specified rating or a minimum maintenance fee to update engine documentation.

RATING NUMBER - CONFIGURATION

In order to change the engine rating number, one parameter must be configured in Cat ET. The rating number defaults to the engine rating set in factory and can be set to any other rating supported within the software flash file. The available engine ratings peak torque and rated power are correlated to a rating number that is displayed in the Cat ET configuration screen.

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121 NOTE: Changing the rating number requires factory passwords. All rating changes will result in an up-rate charge for the specified rating or a minimum maintenance fee to update engine documentation. 1 = Continuous 2 = Prime 3 = Standby

FLS (FULL LOAD SETTING)

FLS is a number that represents the adjustment to the fuel system that was made at the factory in order to set the engine to a factory-defined nominal power. The correct value for this parameter is stamped on the engine information plate. Refer to SEBD9369: Engine News Responsibilities for Emissions Certified Engines. NOTE: Factory passwords are required to change FLS. Contact Dealer Support Network prior to changing FLS. CAUTION: Changing FLS or FTS may void your engine warranty or make your engine noncompliant with applicable emissions regulations.

FTS (FULL TORQUE SETTING)

FTS is similar to FLS in that it is a calibration parameter set at the factory. Refer to SEBD9369, Engine News Responsibilities for Emissions Certified Engines. NOTE: Factory passwords are required to change FTS. Contact Dealer Support Network prior to changing FTS. CAUTION: Changing FLS or FTS may void your engine warranty or make your engine non-compliant with applicable emissions regulations.

14.4 CUSTOMER CONFIGURATION PARAMETERS

Customer configuration parameters are ECM software settings that the customer can change in order to suit the needs of the specific application. These parameters are changed within the configuration screen in Caterpillar Electronic Technician (Cat ET). If a customer has more than one engine that should have the same configuration, the Fleet Configuration option is available in Cat ET to save the configuration settings to a file and download the settings to all subsequent engines that are to have the same configuration settings. Default values for these parameters are set in the factory when the new ECM is flash programmed for the first time. The customer configuration parameters must be reprogrammed if the ECM is replaced and/or the engine rating is changed. These parameters do not need to be reprogrammed if the ECM is re-flashed with an updated version of software flash file. NOTES ON PROGRAMMING PARAMETERS 1: Changing parameters protected by factory passwords may void Caterpillar warranty. Consult Industrial Application Support Center contacts before changing. 2: In order for the programmed values to change, the key switch (switched power only) must be cycled off and on. 3: If there is an interlock error (personality module mismatch), then the programmed parameters will not change. It may appear that the parameters are changed, but they will not change until the personality module mismatch code is cleared.

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122 Customer Configuration Parameters are used to modify factory set parameters, to change or add engine performance and/or optional hardware, and to update software versions by Flashing the ECM via the Cat ET.

SOFTWARE FLASH FILE

If the ECM is connected to a computer, then the personality module (also known as flash file) is the software for the computer. The term flash file is derived by the method in which the software is programmed into the ECM a technology known as flash programming. The flash file contains the operating maps that define the performance and operating characteristics of the engine as will as the Industrial application feature support. Once flashed, the ECM contains the following information to identify the flash file and supported ratings: (these can be viewed in the Configuration Parameter screen using the Cat ET service tool). Personality Module PN Software Gp Release Date Rated Power Rated Peak Torque Top Engine Speed Range Test Spec

EQUIPMENT ID
Equipment ID allows the customer to enter a description into the ECM in order to identify the installation. A maximum of 17 characters may be entered in the field. This parameter is only for reference by the customer. This parameter is not required.

ENGINE SERIAL NUMBER

Program the Engine Serial Number to match the engine serial number that is stamped on the engine information plate. NOTE: When you are requesting factory passwords, always use the engine serial number that is resident in the ECM.

ECM SERIAL NUMBER

The ECM Serial Number is stored in the memory of the ECM. The ECMSERIALNUMBER can be accessed by the use of the service tool.

SOFTWARE GROUP PART NUMBER

This parameter identifies the part number of the flash file that is currently installed in the ECM.

SOFTWARE GROUP RELEASE DATE

This parameter identifies the release date of the flash file that is currently installed in the ECM.

SOFTWARE GROUP DESCRIPTION

This parameter identifies the description of the application for the flash file that is currently installed in the ECM.

RATED ENGINE SPEED

This is the optimum speed of the engine under the rated load.

14.5 I/O CONFIGURATION PARAMETERS

AIR INTAKE SHUTOFF DETECTION INSTALLATION STATUS
This feature is not available for this application.

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123

COLD CYLINDER CUTOUT

During a cold start, the engine ECM will automatically turn off the fuel injection to all cylinders that are on the left bank of the engine. This strategy reduces the following: the engines warmup time and white smoke emissions. In order for the cold cylinder cutout to be activated the engine coolant temperature or intake air temperature must be less than a value that is map dependent.

DIRECT FUEL CONTROL MODE

Not available in this application but, will be available in marine applications.

14.6 SECURITY ACCESS PARAMETERS

TATTLETALE
Each programmable parameter has a tattletale. The tattletale allows Caterpillar or a dealer to determine if engine control software features have been adjusted or activated. This is indicates any unauthorized change(s) of the programmable parameters. Each time a parameter is reprogrammed its individual tattletale is incremented and the total tattletale is incremented. All the individual tattletales are totaled for the factory password calculation so the factory password can only be used once.

TOTAL TATTLETALE
The total tattletale counts the number of changes that are made to the system parameters and is incremented when a logged event is cleared.

14.7 INPUT PROCESSING - J1939 DATA LINK SENSORS

HPCR ACTUAL THROTTLE POSITION
This is a Display only value, representing the actual % open of the High Pressure Common Rail fuel value.

ENGINE COOLANT PUMP OUTLET TEMPERATURE

This is a Display only value, representing the actual temperature of the coolant pump outlet temperature sensor. The TCM sensor data is communicated to the ECM via the CDL, The Engine Coolant Pump Outlet Temperature (deg C) is then communicated to the ECMP 3 via the J1939 Data Link.

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124

ACTIVE AND PASSIVE SENSORS

Figure 14-1 Analog Sensors Schematic #1

NOTE: Active sensors use 5 volts DC. ATMOSPHERIC PRESSURE The atmospheric Pressure sensor measures the air pressure and that value is converted by the ECM to kPa abs. At start up there is a slight delay where the Atmospheric Pressure value is held at 0 kPa. NOTE: The following sensors are auto calibrated: Compressor #1 Inlet Pressure Compressor #2 Inlet Pressure Fuel Filter (suction side) Intake pressure

through SCAC PUMP OUTLET PRESSURE. The Compressors #1, #2, Inlet Pressure(s) are all derived in the same manor as described below. At startup there is a slight delay where the ECM holds the Compressor Inlet Pressure at 100 kPa.

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125 10 seconds after power up, if the engine speed = 0 rpm, the Compressor Inlet Pressure value is calibrated, derived, and then compared against the Atmospheric Pressure sensor value. Should there be a difference in the comparison of +/- 15 kPa; the new information is stored as an offset, added to the Compressor Inlet Pressure (kPa absolute). NOTE: #n is the number of the compressor monitored, for example: Compressor #1.

Figure 14-2 Analog Sensors Schematic #2

INTAKE MANIFOLD AIR PRESSURE The Intake Manifold Air Pressure sensor is an analog sensor. Its value is converted to a digital value. At startup there is a slight delay where the ECM holds the Intake Manifold Air Pressure at 0 kPa and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal mode. During normal mode the Intake Manifold Air Pressure value is calibrated for 2 seconds, then compared against the Atmospheric Pressure value. If the result is within +/- 15 kPa, that value is added to the Intake Manifold Air Pressure (kPa absolute) and displayed as Intake Manifold Air Pressure (kPa absolute).

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126 This new value is then subtracted from the Atmospheric Pressure value and provides a second Intake Manifold Air Pressure (kPa gauge). ENGINE OIL BLOCK INLET PRESSURE The Engine Oil Block Inlet Pressure sensor is an analog sensor. Its value is converted to a digital value and is compared against the Atmospheric Pressure value. At startup there is a slight delay where the ECM holds Engine Oil Block Inlet Pressure at 0 kPa. During normal mode the Engine Oil Block Inlet Pressure value is calibrated for 2 seconds then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the Engine Oil Block Inlet Pressure (kPa absolute) and displayed as Engine Oil Block Inlet Pressure (kPa absolute). This atmospheric pressure is then subtracted from the Engine Oil Block Inlet and provides a second Engine Oil Block Inlet Pressure (kPa gauge). ENGINE OIL FILTER INLET PRESSURE The Engine Oil Filter Inlet Pressure sensor is an analog sensor. Its value is converted to a digital value and is compared against the Atmospheric Pressure value. At startup there is a slight delay where the ECM holds Engine Oil Filter Inlet Pressure at 0 kPa. During normal mode the Engine Oil Filter Inlet Pressure value is calibrated for 2 seconds, then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the Engine Oil Filter Inlet Pressure (kPa absolute) and displayed as Engine Oil Filter Inlet Pressure (kPa absolute). This atmospheric pressure is then subtracted from the Engine Oil Filter Inlet Pressure and provides a second Engine Oil Filter Inlet Pressure (kPa gauge). FUEL TRANSFER FILTERED PRESSURE The Fuel Transfer Filtered Pressure sensor is an analog sensor. Its value is converted to a digital value and is compared against the Atmospheric Pressure value. At startup there is a slight delay where the ECM holds Fuel Transfer Filtered Pressure at 0 kPa. During normal mode the Fuel Transfer Filtered Pressure value is calibrated for 2 seconds, then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the Fuel Transfer Filtered Pressure (kPa absolute) and displayed as Fuel Transfer Filtered Pressure (kPa absolute). This atmospheric pressure is then subtracted from the Fuel Transfer Filtered Pressure and provides a second Fuel Transfer Filtered Pressure (kPa gauge). FUEL TRANSFER PUMP OUTLET PRESSURE The Fuel Transfer Pump Outlet Pressure sensor is an analog sensor. Its value is converted to a digital value and is compared against the Atmospheric Pressure value. At startup there is a slight delay where the ECM holds Fuel Transfer Pump Outlet Pressure at 0 kPa. During normal mode the Fuel Transfer Pump Outlet Pressure value is calibrated for 2 seconds, then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the Fuel Transfer Pump Outlet Pressure (kPa absolute) and displayed as Fuel Transfer Pump Outlet Pressure (kPa absolute).

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127 This atmospheric pressure is then subtracted from the Fuel Transfer Pump Outlet Pressure and provides a second Fuel Transfer Pump Outlet Pressure (kPa gauge). CRANKCASE PRESSURE The Crankcase Pressure sensor is an analog sensor. Its value is converted to a digital value and is compared against the Atmospheric Pressure value. At startup there is a slight delay where the ECM holds Crankcase Pressure at 0 kPa. During normal mode the Crankcase Pressure value is calibrated for 2 seconds, then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the Crankcase Pressure (kPa absolute) and displayed as Crankcase Pressure (kPa absolute). This atmospheric pressure is then subtracted from the Crankcase Pressure and provides a second Crankcase Pressure (kPa gauge). COOLANT BLOCK OUTLET PRESSURE The Coolant Block Outlet Pressure sensor is an analog sensor. Its value is converted to a digital value and is compared against the Atmospheric Pressure value. At startup there is a slight delay where the ECM holds Crankcase Pressure at 0 kPa. During normal mode the Coolant Block Outlet Pressure value is calibrated for 2 seconds, then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the Coolant Block Outlet Pressure (kPa absolute) and displayed as Coolant Block Outlet (kPa absolute). This atmospheric pressure is then subtracted from the Coolant Block Outlet Pressure and provides a second Coolant Block Outlet (kPa gauge). COOLANT PUMP OUTLET PRESSURE The Coolant Pump Outlet Pressure sensor is an analog sensor. Its value is converted to a digital value and is compared against the Atmospheric Pressure value. At startup there is a slight delay where the ECM holds Coolant Pump Outlet Pressure at 0 kPa. During normal mode the Coolant Pump Outlet Pressure value is calibrated for 2 seconds, then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the Coolant Pump Outlet Pressure (kPa absolute) and displayed as Coolant Pump Outlet Pressure (kPa absolute). This atmospheric pressure is then subtracted from the Coolant Pump Outlet Pressure and provides a second Coolant Pump Outlet Pressure (kPa gauge). SCAC PUMP OUTLET PRESSURE The Separate Circuit Aftercooler (SCAC) Pump Outlet Pressure sensor is an analog sensor. Its value is converted to a digital value and is compared against the Atmospheric Pressure value. At startup there is a slight delay where the ECM holds SCAC Pump Outlet Pressure at 0 kPa. During normal mode the SCAC Pump Outlet Pressure value is calibrated for 2 seconds, then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the SCAC Pump Outlet Pressure (kPa absolute) and displayed as SCAC Pump Outlet Pressure (kPa absolute). This atmospheric pressure is then subtracted from the SCAC Pump Outlet Pressure and provides a second SCAC Pump Outlet Pressure (kPa gauge).

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128 RAIL PRESSURE The Rail Sensor is an analog sensor that the ECM converts to a digital value. At startup there is a slight delay where the ECM holds the Rail Pressure value at 0 MPa and then checks for diagnostics. Should no diagnostics be detected the ECM switches to normal mode. COOLANT TEMPERATURE The Coolant Temperature is an analog sensor that the ECM converts to a digital value. At startup there is a slight delay where the ECM holds the Coolant Temperature value at 0 deg C and then checks for diagnostics. Should no diagnostics be detected the ECM switches to normal mode. During Normal mode the ECM checks the Coolant Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as Coolant Temperature (deg C). SCAC TEMPERATURE The Separate Circuit Aftercooler (SCAC) Temperature is an analog sensor that the ECM converts to a digital value. At startup there is a slight delay where the ECM holds the SCAC Temperature value at 0 deg C and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal mode. During Normal mode the ECM checks the SCAC Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as SCAC Temperature (deg C). INTAKE MANIFOLD AIR TEMPERATURE The Intake Manifold Air Temperature is an analog sensor that the ECM converts to a digital value. At startup there is a slight delay where the ECM holds the Intake Manifold Air Temperature value at 0 deg C and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal mode. During Normal mode the ECM checks the Intake Manifold Air Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as Intake Manifold Air Temperature (deg C).

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129

Figure 14-3 Analog Sensors Schematic #3

COMPRESSOR INLET TEMPERATURE The Compressor Inlet Temperature is an analog sensor that the ECM converts to a digital value. At startup there is a slight delay where the ECM holds the Compressor Inlet Temperature value at 0 deg C and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal mode. During Normal mode the ECM checks the Compressor Inlet Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as Compressor Inlet Temperature (deg C). RIGHT TURBINE INLET TEMPERATURE - OPTIONAL The Right Turbine Inlet Temperature is an analog sensor that the ECM converts to a digital value. The ECM checks the Right Turbine Inlet Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as Right Turbine Inlet Temperature (deg C).

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130

Figure 14-4 Turbine Inlet Temperature Schematic

LEFT TURBINE INLET TEMPERATURE - OPTIONAL The Left Turbine Inlet Temperature is an analog sensor that the ECM converts to a digital value. The ECM checks the Left Turbine Inlet Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as Left Turbine Inlet Temperature (deg C). FUEL TEMPERATURE The Fuel Temperature is an analog sensor that the ECM converts to a digital value. At startup there is a slight delay where the ECM holds the Fuel Temperature value at 0 deg C and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal mode. During Normal mode the ECM checks the Fuel Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as Fuel Temperature (deg C). OIL TEMPERATURE The Oil Temperature is an analog sensor that the ECM converts to a digital value. At startup there is a slight delay where the ECM holds the Oil Temperature value at 0 deg C and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal mode. During Normal mode the ECM checks the Oil Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as Oil Temperature (deg C). HPCR RAIL TEMPERATURE The High Pressure Common Rail (HPCR) Rail Temperature is an analog sensor that the ECM converts to a digital value. At startup there is a slight delay where the ECM holds the HPCR Rail Temperature value at 0 deg C and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal mode. During Normal mode the ECM checks the HPCR Rail Temperature value and compares that value to a temperature sensor map. A valid value is then calculated by the ECM and displayed as HPCR Rail Temperature (deg C).

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131 COMPRESSOR INLET PRESSURE There are four (4) Compressor Inlet Pressure sensors the ECM uses to calculate the Compressor Inlet Pressure; Right #1, Right #2, Left #1, and Left #2. The ECM checks each sensor individually. AIR FILTER RESTRICTION PRESSURE The ECM uses the previously calculated pressures; Compressor #1 Inlet Pressure, Compressor #2 Inlet Pressure, Compressor #3 Inlet Pressure, Compressor #4 Inlet Pressure values and compares each value against atmospheric pressure, then selects the largest value as the Peak Air Filter Restriction Pressure (kPa abs). The individual comparisons become: Air Filter #1 Pressure, Air Filter #2 Pressure, Air Filter #3 Pressure, Air Filter #4 Pressure (kPa abs). OIL FILTER DIFFERENTIAL PRESSURE The ECM compares the Oil Block Inlet Pressure to the Oil Filter Inlet Pressure. The difference is displayed as the Oil Filter Differential Pressure (kPa abs). FUEL FILTER DIFFERENTIAL PRESSURE The ECM compares the Fuel Transfer Filtered Pressure to the Fuel Transfer Pump Outlet Pressure. The difference is displayed as the Fuel Filter Differential Pressure (kPa abs).

14.8 ENGINE SPEED INPUTS SPEED/TIMING/DIRECTION

Figure 14-5 Speed Sensors

This engine is equipped with three engine speed/timing sensors. The primary engine speed/timing sensor for the crankshaft is mounted inside the engine crankcase and toward the left rear section of the engine. This sensor utilizes the teeth for the rear gear groups crankshaft gear in order to sense the engine speed and the crankshaft position. There are two secondary engine speed/timing sensors that are located on the top rear portion of the engine. Both of these sensors utilize the teeth for the rear gear groups camshaft gear in order to sense the engine speed and the camshaft position. A single tooth for both of these gears has been partially removed in order to provide a timing reference for the ECM. Under normal operation, the ECM utilizes the signal from the crankshafts engine speed/timing sensor in order to determine the crankshaft position for an accurate fuel delivery and timing. This eliminates the need for a separate procedure for timing calibration. 14 ENGINE MANAGEMENT SYSTEM (EMS)

132 A timing offset is determined during each engine start-up. The value of the timing offset is stored in the electronic control modules non-volatile memory until the next engine start-up. If a failure mode for the crankshafts engine speed/timing sensor is detected during engine start-up, the value of the timing offset that has been stored in memory will be used. This value will continue to be used for the engines timing calibration until the diagnostic is resolved. A timing calibration cannot be performed manually on this engine. The fuel delivery to the engine is synchronized by the signal from the camshaft engine speed/timing sensor (RH). If a failure mode for the crankshafts engine speed/timing sensor is detected, the ECM will use the signal from this sensor for the fuel delivery and the engine timing. In this application, the camshaft engine speed/timing sensor (LH) is provided as a backup for the camshaft engine speed/timing sensor (RH). If a failure mode for the camshaft engine speed/timing sensor (RH) is detected, the ECM will use this sensor to provide the functionality of the failed sensor. The engine will not start when only one sensor signal is present. The engine will continue to run if only one signal is present. The engine speed/timing sensors are not interchangeable. Do not attempt to switch the positions of the sensors. Speed/Timing/Direction function calculates engine speed, reference timing and engine rotation from processing the passive speed timing sensor input signals on the crank gear and the cam gear.

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133

NOTES:

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134

15 DATA COMMUNICATIONS
The basic engine control can provide internal information to devices attached to one of the ECMs serial data links, Figure 15-1. The basic engine control supports three data links: 1: J1939 CAN data link for all applications. a) Primary (J1939) GLOBAL b) Accessory Data Link (J1939) LOCAL 2: Cat Data Link for machine, industrial and marine applications. 3: Modbus Data Link The data link is available to share data between the Electronic Control Module (ECM), electronic display modules, electronic service tools, and other modules.

Figure 15-1 Engine Communications

15.1 DATA LINKS

SAE J1939 DATA LINK
The SAE J1939 Data Link is used to communicate engine information from the ECM to display modules on the J1939 data link, such as the Marine Power Display or the Marine Analog Power Display. PRIMARY J1939 DATA LINK The Primary J1939 Data Link is used for Global communication among modules associated with a single genset. These include one or two engine Electronic Control Modules (ECM), the Caterpillar Digital Voltage Regulator (CDVR), and a Thermocouple Module and Cat ET. SECONDARY J1939 DATA LINK The secondary link is used for Local engine communication among modules associated with the engine, HPCR, and the TCM.

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135 EMCP 3 COMMUNICATIONS The ECMP 3 Generator Set Controller (GSC) can interface with both EUI and MUI engines; in MUI engines, the engine sensors are wired directly to the ECMP 3 GSC.

Figure 15-2 CAN DATA LINK Diagram

The Primary J1939 Data Link utilizes the Society of Automotive Engineers (SAE) J1939 protocol and requires hardware compliant to the high-speed Controller Area Network (CAN) 2.0B protocol defined in the International Standards Organization (ISO) 11898-2 document, running at 250k bits per second. The Primary J1939 Data Link supports appropriate SAE J1939 Broadcast Parameter Group Numbers (PGN) and Suspect Parameter Numbers (SPN) for engine and genset data and diagnostics. ACCESSORY J1939 DATA LINK (ECMP 3.2 & 3.3) The Accessory J1939 Data Link is supported by the ECMP 3.2 and ECMP 3.3 and utilizes the Society of Automotive Engineers (SAE) J1939 protocol. It requires hardware compliant to the high-speed Controller Area Network (CAN) 2.0B protocol at 250k bits per second

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136 The Accessory Data Link is used for local or remote communication among modules associated with a single genset. These include a Resistance Temperature Device (RTD) Module, a Thermocouple Module, up to four Digital Input/Output Modules, and up to four Annunciators. For engine and genset data and diagnostics, the Accessory J1939 Data Link supports appropriate SAE J1939 Broadcast Parameter Group Numbers (PGN) and Suspect Parameter Numbers (SPN). The physical topology of the CAN network used in the Accessory J1939 Data Link is a bus topology, consisting of a main trunk and small drops. The maximum allowable trunk length is 800 ft (250 m), and the maximum drop length is 9 ft (3 m). The CAN network requires a termination resistor on the extreme ends of the main trunk.

CAT DATA LINK

The Cat Data Link is a proprietary communication medium that is available on all electronic engines that are produced by Caterpillar. The Cat Data Link is used for communication between electronic modules, other controls in order to communicate the engines operating status and It communicates information from the Electronic Control Module (ECM) to other engine electronic systems, such as the Caterpillar Electronic Technician (ET) used for programming and troubleshooting the ECM. The ECM communicates over the Cat Data Link with the Caterpillar Electronic Technician (ET) in order to share status information and diagnostic information. Cat ET can also be used to configure the ECM parameters. This information will not be available if communication fails between the ECM and Cat ET.

MODBUS DATA LINK

The SCADA DATA LINK or MODBUS is supported by the ECMP 3.2 and ECMP 3.3. The ECMP 3.2 and ECMP 3.3 have a SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) communications link between the controller and a host device using the MODBUS protocol. The host device is able to remotely monitor or control the genset package equipped with the ECMP 3 GSC in much the same way an operator does from the panel. The host device connects to the ECMP GSC through a half-duplex RS-485 serial link. The data is transmitted in a binary format over the serial connection. The host device acts as Modbus Master, and the ECMP 3 GSC acts as the Modbus Slave, also called a REMOTE TRANSMITTER UNIT (RTU). The host device initiates all communication, sending commands or requests for information to the ECMP 3.2 or EMCP 3.3. The ECMP 3 GSC then takes action based on the query and/or sends a response to the query over Modbus.

Baud rates can be configured on the ECMP 3 GSC. Various data rates between 2400 bits/second (baud) and 57,600 bits/second are available. MODBUS data transmission over RS-485 is accomplished over a single shielded twisted pair for differential signaling with transmit and receive alternating over the same wire pair (MODBUS+ and MODBUS-). The Reference (MODBUS REF) should be connected to the shield, to prevent ground loop currents.

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137 Both ends of the Modbus lines (or the extreme ends of the trunk, for a multipoint network) should have termination between MODBUS+ and MODBUS-. A 0.5W 150 resistor may be adequate. If line polarization is implemented (see Software Configuration Chapter below), a better choice is a 10 F capacitor (10V minimum) in series with a 0.25W 120 resistor.

15.2 ELECTRONIC MODULAR CONTROL PANEL 3 (ECMP 3)

Figure 15-3 ECMP 3 KEYBOARD

The C175 ECM communicate to a wide range of controllers, such as the ECMP 3, shown in Figure 15-3. Key board functions are discussed below.
Table 15-1 ECMP 3 Navigation Keys Navigation Keys (1) Display screen (2) AC overview key (3) Engine overview key (4) Yellow warning lamp (5) Red shutdown lamp (6) Alarm acknowledge key (7) Lamp test key (8) Run key (9) Auto key (10) Stop key (11) Up key (12) Escape key (13) Right key (14) Enter key (15) Down key (16) Left key

AC OVERVIEW (2) The AC OVERVIEW key will navigate the display to the first screen of AC information. The AC OVERVIEW information contains various AC parameters that summarize the electrical operation of the generator set.

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138 ENGINE OVERVIEW (3) The ENGINE OVERVIEW key will navigate the display to the first screen of engine information. The ENGINE OVERVIEW information contains various engine parameters that summarize the operation of the generator set. ACKNOWLEDGE KEY (6) Pressing this key will acknowledge events in the event system, causing any red or yellow flashing lights to either turn off or to come on continuously, depending on the active status of the events. This key will also cause the horn relay to turn off, silencing any horn connected to it. The ACKNOWLEDGE key also sends a global acknowledge command over the J1939 Data Link. Each annunciator may be configured to respond to this global acknowledge which will silence the annunciators horn (or each annunciator may be configured to require events to be acknowledged locally)." LAMP TEST KEY (7) Pressing and holding the LAMP TEST key will cause each LED and the display screen pixels to turn on continuously until the key is released. RUN KEY (8) Pressing the RUN key will start the engine. AUTO KEY (9) Pressing the AUTO key will cause the engine to enter the AUTO mode. The engine will start if the module receives a start command from a remote source. STOP KEY (10) Pressing the STOP key will stop the engine. UP KEY (11) The UP key is used to navigate through the various menus and monitoring screens. The UP key is also used when a setpoint is entered. When entering numeric data, the UP key is used in order to increment the digits (0-9). If the setpoint requires selection from a list, the UP key is used to navigate UP through the list. ESCAPE KEY (12) The ESCAPE key is used in order to navigate through the menus. When the key is pressed, the user moves backward or the user moves upward through the menus. The ESCAPE key is also used to exit out of entering data when the user is programming the setpoints. If the ESCAPE key is pressed while the user is programming the setpoints, none of the changes made on the screen will be saved to memory. RIGHT KEY (13) The RIGHT key is used during setpoint adjustment. The RIGHT key is used to select which digit is edited while entering numeric data. The RIGHT key is also used during some setpoint adjustments in order to select or to unselect a check box. If a check box has a check mark, the function has been enabled. Pressing the RIGHT key will disable the function. Pressing the RIGHT key will also cause the check mark to disappear. If the check box does not have a check mark, the function is disabled. Pressing the RIGHT key will enable the function. Pressing the RIGHT key will also cause a check mark to appear. ENTER KEY (14) The ENTER key is used in order to navigate through the menus. When the key is pressed, the user moves forward or the user moves downward through the menus. The ENTER key is also used to save any changes while the setpoints are being programmed. Pressing the ENTER key during programming the setpoints causes the changes to be saved to memory. DOWN KEY (15) The DOWN key is used to navigate downward through the various menus or screens. The DOWN key is also used to program the setpoints. The DOWN key is used to decrease the digits when entering numeric data. If the setpoint requires selection from a list, the DOWN key is used to navigate DOWN through the list.

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139 LEFT KEY (16) The LEFT key is used during setpoint adjustment. The LEFT key is used to select the digit that is edited during the entry of numeric data. The LEFT key is also used during some of the setpoint adjustments to select a check box. The key is also used to unselect a check box. If a check box has a check mark, pressing the LEFT key will disable the function. Pressing the key will also remove the check mark. Pressing the LEFT key will also cause the check mark to disappear. If the check box does not have a check mark, pressing the LEFT key will enable the function. Pressing the LEFT key will also cause a check mark to appear.

ALARM INDICATORS
YELLOW WARNING LAMP (4) A flashing yellow light indicates that there are active warnings that have not been acknowledged. A continuous yellow light indicates that there are acknowledged warnings that are active. If there are any active warnings, the yellow light will change from flashing yellow to continuous yellow after the ACKNOWLEDGE key is pressed. If there are no longer any active warnings, the yellow light will turn off after the ACKNOWLEDGE key is pressed. RED SHUTDOWN LAMP (5) A flashing red light indicates that there are active shutdowns that have not been acknowledged. A continuous red light indicates that there are active shutdowns that have been acknowledged. If there are any active shutdowns the red light will change from flashing red to continuous red after the ACKNOWLEDGE key is pressed. Any condition that has caused a shutdown must be manually reset. If there are no longer any active shutdowns, the red light will turn off.

DIGITAL INPUTS
NOTE: There are 8 digital inputs on ECMP 3.2 and ECMP 3.3. There are 6 digital inputs on ECMP 3.1. DIGITAL INPUT 1 Digital Input 1 is used for the emergency stop. This input should be wired to BATT- through an Emergency Stop switch. The input can be set to activate on an active high (normally closed contact) or an active low (normally open contact). Activating the emergency stop input will cause the generator set to stop immediately. The emergency stop input will also prevent the generator set from starting. Once Digital Input 1 goes active, the engine will not start until the event has been cleared. Refer to System Operation, Troubleshooting, Testing and Adjusting, RENR7902, Digital Input Resetting. DIGITAL INPUT 2 Digital Input 2 is used for remotely starting and stopping the generator set. This input should be wired to BATT- through a switch that can be initiated remotely. The input can be set to activate on an active high (normally closed contact) or an active low (normally open contact). If the input is active and the engine is in AUTO, the engine will attempt to start. Once the input becomes inactive the engine will enter into cooldown mode (if programmed) and then the engine will stop. The remainder of the inputs can be configured. The main purpose for the other DIGITAL inputs is to add additional monitoring capabilities of the parameters for the engine or generator. The inputs can be configured by going to the EVENT I/P FUNCTIONS parameter under the SETPOINTS menu. The DIGITAL INPUTS parameter can only be set to ACTIVE HIGH or ACTIVE LOW in order to initiate a High Warning, Low Warning, High Shutdown, Low Shutdown, or Status. The inputs can be programmed to monitor the following parameters or components. Refer to System Operation, Troubleshooting, Testing and Adjusting, RENR7902, Digital Input Programming.

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140 PRESSURES: Air Filter Differential Pressure Engine Oil Pressure TEMPERATURES:
Ambient Air Temperature Engine Coolant Temperature Engine Oil Temperature Exhaust Temperature Rear Bearing Temperature Right Exhaust Temperature Left Exhaust Temperature

Fire Extinguisher Pressure Oil Filter Differential Pressure Fuel Filter Differential Pressure Starting Air Pressure LEVELS:
Engine Coolant Level Engine Oil Level Fuel Level External Fuel Tank Level Other

OTHER:
ATS In Normal Position ATS In Emergency Position Battery Charger Failure Generator Breaker Closed Utility Breaker Closed Fuel Leak Detected Custom Event Air Damper Closed

For detailed information about the electronic control module, see Systems Operation, Troubleshooting, Testing and Adjusting, RENR7902, ECMP3.

15.3 CONTROL PANEL

(1) Emergency stop push button (2) Panel light switch

Figure 15-4 EPG Control Panel (4) Speed potentiometer (optional) (5) Voltage adjust switch

(3) Starting aid auto/manual switch (optional)

(1) EMERGENCY STOP PUSH BUTTON The emergency stop push button (ESPB) is used to shut down the engine during an emergency situation. If equipped, the ESPB shuts off the fuel and the ESPB activates the optional air shutoff. (2) PANEL LIGHT SWITCH The panel lights switch turns on or the panel lights switch turns off the panel lights. (3) STARTING AID AUTO/MANUAL SWITCH The starting aid switch is optional. The starting aid switch is used to inject ether into the engine when you are starting the engine in cold weather conditions. When the starting aid switch is in the ON position, the switch energizes the starting aid 15 DATA COMMUNICATIONS

141 solenoid valve and the switch meters a specific amount of ether into a holding chamber. When the starting aid switch is released, the solenoid releases the ether to the engine. (4) SPEED POTENTIOMETER The speed potentiometer is optional. The speed potentiometer can be used with the generator set that has an electronic governor. (5) VOLTAGE ADJUST SWITCH This switch can be used to raise and lower the voltage.

15.4 ANNUNCIATOR MODULE

GENERAL INFORMATION
The Annunciator module is used to indicate various system events and conditions. The Annunciator module uses indicator lights and an audible horn to give the operator information about the current status of the system, Figure 15-5. The Annunciator module can be used to announce faults and/or status signals to the operator. The Annunciator module allows the operator to silence the horn. The Annunciator module also allows the operator to acknowledge faults to the system. There are seventeen pair of LED indicators on the Annunciators front panel. Sixteen pair of LED indicators are used to announce events, diagnostics, and ready signals. The seventeenth pair of LED indicators is used as a combined network/module status LED. The seventeenth pair of LED indicators can tell the operator if there is a problem with the J1939 data link connection.

BASIC OPERATION
Each pair of LED indicators on the Annunciator consists of two of the following three colors: green, yellow, and red.
Figure 15-5 Annunciator

For example, a pair of red and yellow LED indicators may be configured for engine oil pressure. If a low engine oil pressure warning is read over the data link, the Annunciator will flash the yellow LED and the audible horn will sound. If the low engine oil pressure shutdown is read over the data link, the Annunciator will flash the red LED and the audible horn will sound. To acknowledge the shutdown and alarm conditions or to silence the horn, press the Alarm Acknowledge button that is located near the middle of the Annunciator. To test the LED indicators or to test the horn when the data link is connected or the data link is disconnected, hold in the Lamp Test button that is located near the top of the Annunciator.

CONFIGURATION
The Annunciator module can be customized in order to signal many different conditions that are related to the system. Each pair of LEDs must be configured by using the appropriate service tool. Once the service tool has been connected to the Annunciator, the user must enter the Configuration screen. Each pair of LEDs has four settings: SPN, Trigger Type, Trigger Severity Level, and Failure Mode Identifier (FMI). For detailed information about the Annunciator module, see Systems Operation, Troubleshooting, Testing and Adjusting, RENR7902, ECMP3.

15

DATA COMMUNICATIONS

142

15.5 ANNUNCIATOR PANEL - INSPECT

Inspect the Annunciator panel for good condition. Perform a lamp test. All of the warning lamps should illuminate. If a warning lamp does not illuminate, replace the Annunciator Panel. If the alarm does not sound, investigate the problem and correct the problem. Frequently monitor the following parameters during normal operation: Fuel filter differential pressure Inlet air restriction Oil filter differential pressure

Record the data in a log. Compare the new data to the data that was previously recorded. Comparing the new data to the recorded data will establish the normal gauge readings for the engine. A gauge reading that is abnormal may indicate a problem with operation or a problem with the gauge.

15

DATA COMMUNICATIONS

143

16 APPENDICES
Page
APPENDIX 01 APPENDIX 02 APPENDIX 03 APPENDIX 04 APPENDIX 05 APPENDIX 06 APPENDIX 07 APPENDIX 08 APPENDIX 09 APPENDIX 10 APPENDIX 11 ECM PIN ASSIGNMENTS C175 EPG MODEL VIEW ILLUSTRATIONS ECM A4 ELECTRICAL BOX LH & RH HARNESS PARAMETER CONFIGURATION OVERRIDE PARAMETERS ENGINE SENSOR PLACEMENT SENSOR GUIDE 144 146 147 152 155 158 161 167 176 177 179

PRODUCT AND DEALER INFORMATION SHEET

GENERATOR START-UP CHECKLIST PACKAGE EQUIPMENT SUMMARY

16

APPENDICES

144

APPENDIX 01 ECM PIN ASSIGNMENTS

ECM CONNECTOR J1
Table APPENDIX 01 Engine Connector J1 Pin Assignments J1 -- PIN SIGNAL NAME
J1 1 J1 2 J1 3 J1 4 J1 5 J1 6 J1 7 J1 8 J1 9 J1 10 J1 11 J1 12 J1 13 J1 14 J1 15 J1 16 J1 17 J1 18 J1 19 J1 20 J1 21 J1 22 J1 23 J1 24 J1 25 J1 26 J1 27 J1 28 J1 29 J1 30 J1 31 J1 32 J1 33 J1 34 J1 35 Pulse Width Modulation Input 3 5V Analog Power Analog Return 8V Digital Power Digital Return Switch to Ground 16 Switch to Ground 17 ATA/CAT Data Link + ATA/CAT Data Link 2A Source On/Off Digital Output 1 2A Source On/Off Digital Output 2 2A Source On/Off Digital Output 3 2A Source On/Off Digital Output 4 Pulse Width Modulation Input 4 Selectable Analog Input 1 Selectable Analog Input 2 Selectable Analog Input 3 Digital Return 2A Source On/Off Digital Output 5 2A Source On/Off Digital Output 6 2A Source Pulse Width Modulation Digital Output 1 Switch to Ground 1 Switch to Ground 2 300mA Sinking Pulse Width Modulation Digital Output 5 3A Sourcing Digital Output 2 Selectable Analog Input 4 Selectable Analog Input 5 300mA Sinking On/Off Digital Output 1 300mA Sinking On/Off Digital Output 2 300mA Sinking On/Off Digital Output 3 300mA Sinking Pulse Width Modulation Digital Output 4 Differential Speed Input 4 + Differential Speed Input 4 CAN A Low Switch to Ground 6

J1 -- PIN SIGNAL NAME

J1 36 J1 37 J1 38 J1 39 J1 40 J1 41 J1 42 J1 43 J1 44 J1 45 J1 46 J1 47 J1 48 J1 49 J1 50 J1 51 J1 52 J1 53 J1 54 J1 55 J1 56 J1 57 J1 58 J1 59 J1 60 J1 61 J1 62 J1 63 J1 64 J1 65 J1 66 J1 67 J1 68 J1 69 J1 70 SPEEDO High SPEEDO Low TACHO High TACHO Low Switch to Ground 3 Switch to Ground 4 CAN A Neutral Pulse Width Modulation Digital Output+ Switch to Ground 7 Switch to Ground 8 Switch to Ground 9 Switch to Ground 10 Battery (+) Switch to Ground 11 CAN A High Pulse Width Modulation Digital Output Battery (+) Battery (+) Switch to Ground 12 Battery (+) Switch to Ground 13 Battery (+) Switch to Ground 14 Switch to Ground 5 300mA Sourcing Digital Output Switch to Ground 15 Battery Switch to Battery 1 Battery Switch to Battery 2 Battery Pulse Width Modulation Input 1 Battery Pulse Width Modulation Input 2 Battery Key Switch Input

ECM CONNECTOR J2
Table APPENDIX 01 Engine Connector J2 Pin Assignments J2 - PIN SIGNAL NAME
J2 1 J2 2 J2 3 J2 4 J2 5 J2 6 2A Sourcing Pulse Width Modulation Digital Output 2 Spare 2A Sourcing Pulse Width Modulation Digital Output 3 Spare 3A Sourcing On/Off Digital Output 2 2A Sourcing Pulse Width Modulation Digital Output 1

J2 - PIN SIGNAL NAME

J2 61 J2 62 J2 63 J2 64 J2 65 J2 66 Injector/Brake Bank 2 High-Side Driver 2 Passive Analog Input 2 4-20mA Output 1+ 4-20mA Return 2 Pulse Width Modulation Input 5 Active Analog Input 8

APPENDIX 01 ECM PIN ASSIGNMENTS

145

J2 - PIN SIGNAL NAME

J2 7 J2 8 J2 9 J2 10 J2 11 J2 12 J2 13 J2 14 J2 15 J2 16 J2 17 J2 18 J2 19 J2 20 J2 21 J2 22 J2 23 J2 24 J2 25 J2 26 J2 27 J2 28 J2 29 J2 30 J2 31 J2 32 J2 33 J2 34 J2 35 J2 36 J2 37 J2 38 J2 39 J2 40 J2 41 J2 42 J2 43 J2 44 J2 45 J2 46 J2 47 J2 48 J2 49 J2 50 J2 51 J2 52 J2 53 J2 54 J2 55 J2 56 J2 57 J2 58 J2 59 J2 60 Spare 3A Sourcing On/Off Digital Output 1 Spare Pulse Width Modulation Digital Output CAN B Low CAN B High Passive Analog Input 1 Digital Output Return Active Analog Input 6 Active Analog Input 4 Analog Return Injector/Brake Bank 3 Low-Side 2 Return 2 2A Sinking On/Off Digital Output Pulse Width Modulation Output 2 + Injector/Brake Bank 3 Low-Side 2 Return 3 Injector/Brake Bank 3 Low-Side 2 Return 1 CAN B Shield Differential Speed Input 5 + Differential Speed Input 1 Differential Speed Input 3 + Active Analog Input 7 Active Analog Input 2 8V Sensor Supply Analog Return Injector/Brake Bank 3 Low-Side 1 Return 2 Pulse Width Modulation Output 4 12V S/T Sensor Supply Differential Speed Input 5 Differential Speed Input 1 + Differential Speed Input 3 Pulse Width Modulation Output 6 + Selectable Analog Input 10 Pulse Width Modulation Input 7 Active Analog Input 3 Active Analog Input 5 Injector/Brake Bank 3 Low-Side 1 Return 3 Pulse Width Modulation Output 3 Pulse Width Modulation Output 4 + Spare Differential Speed Input 2 + Differential Speed Input 2 Differential Speed Input 6 Pulse Width Modulation Input 8 Injector/Brake Bank 3 Low-Side 1 Return 1 Pulse Width Modulation Output 3 + Spare Injector/Brake Bank 2 High-Side Driver 3 Analog Return 4-20mA Output 2 + Passive Analog Input 3 Active Analog Input1 Injector/Brake Bank 3 High-Side Driver 3 Pulse Width Modulation Output 1 + Pulse Width Modulation Output 1 -

J2 - PIN SIGNAL NAME

J2 67 J2 68 J2 69 J2 70 J2 71 J2 72 J2 73 J2 74 J2 75 J2 76 J2 77 J2 78 J2 79 J2 80 J2 81 J2 82 J2 83 J2 84 J2 85 J2 86 J2 87 J2 88 J2 89 J2 90 J2 91 J2 92 J2 93 J2 94 J2 95 J2 96 J2 97 J2 98 J2 99 J2 100 J2 101 J2 102 J2 103 J2 104 J2 105 J2 106 J2 107 J2 108 J2 109 J2 110 J2 111 J2 112 J2 113 J2 114 J2 115 J2 116 J2 117 J2 118 J2 119 J2 120 Injector/Brake Bank 3 High-Side Driver 2 Injector/Brake Bank 3 High-Side Driver 1 Spare 4-20mA Input 2+ 4-20mA Return 1 5V Sensor Supply Pulse Width Modulation Input 6 Active Analog Input 10 Injector/Brake Bank 4 Low-Side 1 Return 2 Spare Injector/Brake Bank 2 High-Side Driver 1 4-20mA Input 2Digital Out Return 5V Sensor Supply Return 5V Sensor Supply Return 5V Sensor Supply Return Analog Return Selectable Analog Input 6 Active Analog Input 9 Injector/Brake Bank 4 Low-Side 1 Return 3 Injector/Brake Bank 4 Low-Side 2 Return 2 Injector/Brake Bank 4 Low-Side 1 Return 1 4-20mA Input 1 + 4-20mA Input 1 Passive Analog Input 4 Digital Return Analog Return Selectable Analog Input 9 Selectable Analog Input 8 Selectable Analog Input 7 Injector/Brake Bank 4 Low-Side 2 Return 3 Injector/Brake Bank 4 Low-Side 2 Return 1 Injector/Brake Bank 1 High-Side Driver 3 Injector/Brake Bank 2 Low-Side 1 Return 3 Injector/Brake Bank 2 Low-Side 1 Return 2 Injector/Brake Bank 2 Low-Side 2 Return 3 Injector/Brake Bank 2 Low-Side 2 Return 2 Injector/Brake Bank 1 High-Side Driver 1 Injector/Brake Bank 1 Low-Side 1 Return 3 Injector/Brake Bank 1 Low-Side 1 Return 2 Injector/Brake Bank 1 Low-Side 2 Return 3 Injector/Brake Bank 1 Low-Side 2 Return 2 Injector/Brake Bank 4 High-Side Driver 1 Injector/Brake Bank 4 High-Side Driver 3 Injector/Brake Bank 2 Low-Side 1 Return 1 Spare Injector/Brake Bank 2 Low-Side 2 Return 1 Spare Injector/Brake Bank 1 High-Side Driver 2 Injector/Brake Bank 1 Low-Side 1 Return 1 Spare Injector/Brake Bank 1 Low-Side 2 Return 1 Spare Injector/Brake Bank 4 High-Side Driver 2

APPENDIX 01 ECM PIN ASSIGNMENTS

146

APPENDIX 02 C175 EPG MODEL VIEW ILLUSTRATIONS

The illustrations show typical features of the C175 Series Generator Sets. The illustrations do not show all of the options that are available.
Figure 16-1 C175 EPG Model View Illustrations Model View Illustrations

(1) Electronic modular control panel (ECMP) (2) Air inlet (3) Exhaust (4) Oil filler (5) Oil level gauge (6) Water bypass outlet (7) Engine Electronic Control Module (ECM) (8) Oil filter (9) Oil filter drain (10) SCAC outlet (11) Crankcase breather (12) Engine lifting eye (13) Fuel filter (14) Fuel priming pump (15) SCAC inlet (16) Jacket water inlet (17) Oil drain valve (18) Oil drain
Table APPENDIX 02 Model View Illustrations

147

APPENDIX 03 ECM A4 ELECTRICAL BOX

Figure APPENDIX 03 ECM Top View

148

ENGINE INTERFACE CONNECTOR

The ECM is interfaced through a 40 pin EIC connector mounted on the ECM box located on the top of the C175. There are no serviceable components inside the ECM control box and should not be opened accept by certified Caterpillar technicians.

Figure APPENDIX 03 EIC Connector Location Customer Interface

Figure APPENDIX 03 EIC Connector Customer Interface

149
Table APPENDIX 03 EIC Connector Customer Interface EIC CONNECTOR CUSTOMER INTERFACE PIN # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 DESCRIPTION MAG Pickup Shield MAG Pickup MAG Pickup + BATT + (Aux 1 Breaker) BATT + (Aux 1 Breaker) Analog Sensor Power Throttle Analog Input Analog Return Start Aid LOAD feedback 4-20 + SPARE LOAD feedback 4-20 ECM CAT DATA LINK + ECM CAT DATA LINK ECM Digital Reference START/ RUN/ STOP 1 SOFT EMERGENCY STOP 1 ECM KEY SWITCH SOFT EMERGENCY STOP 2 ENGINE DIAG Lamp PIN # 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 DESCRIPTION THROTTLE PWM Input 1 THROTTLE PWM Input 2 HARD E-STOP 1 LH MAN CRANK OVERRIDE SHUTDOWN NOTIFY Output SPARE RH MAN CRANK OVERRIDE DATA LINK CONTROL Enable GENERAL ALARM CRANKING MOTOR Select START/ RUN/ STOP 2 DIGITAL SENSOR POWER 5v DIGITAL SENSOR POWER 8v ENG PROT OVERRIDE J1939 + J1939 EIC DIGITAL OUT Return J1939 SHIELD BATTERY BATTERY -

150

ELECTRICAL BOX CONNECTORS (OTHER)

Figure APPENDIX 03 ECM Left & Right Side ECM Control Box Connectors

151

Figure APPENDIX 03 CAT Common Connectors

152

APPENDIX 04 LH & RH HARNESS

Figure APPENDIX 04 Electronics Diagram

153

Figure APPENDIX 04 Left Hand Harness Connectors

154

Figure APPENDIX 04 Right Hand Harness Connectors

155

APPENDIX 05 PARAMETER CONFIGURATION

PROGRAMMABLE MONITORING SYSTEM (PMS)
The C175 engine has a comprehensive Programmable Monitoring System that monitors parameters and takes action should a parameter go outside an acceptable range. Three possible control system actions are available: WARNING, DERATE, and SHUTDOWN. Some of the actions are not available for certain parameters. Depending on the application, Cat Electronic Technician (ET) can be used to select which available control system actions are desired and program the trip levels and delay times for each action. The outline below describes the available MONITORED PARAMETERS and control system ACTIONS. NOTE: The defined trip points only describe the software actions taken. PARAMETERS AND ACTIONS OUTLINE: 1: Action: a. On The action defaults to on. a: Off The action defaults to off. b: On/Off The action can be switched on and off with the appropriate security. XXXXX The action cannot be changed from the default. 2: Trip level, trip delay and trip start up delay: a: If the monitored parameter exceeds the trip level for the trip delay time, an action is initiated if he engine has been running for longer than the trip start up delay. The trip start up delay applies to all three actions and it cannot be changed in the field. b: The trip start up delay must be the same for the warning, derate and shutdown of a given monitored parameter. However, it is possible for the start up delay to be ignored for a particular detection level. For example, the high coolant temperature warning, derate, and shutdown would all have the same trip start up delay of 180 seconds. The shutdown could be programmed. 3: Reset hysteresis and reset delay: a: Once an action is activated, it is deactivated if: b: The monitored parameter falls within the non-activated range (plus or minus the reset hysteresis for the reset delay time). The reset hysteresis applies to all three actions. NOTE: The reset hysteresis and reset delay cannot be changed in the field. 4: Take action during sensor fault: a: If the sensor used for the monitored parameter has an active fault, the action (warning, derate or shutdown) will be taken if indicated. This behavior of taking an action (or not) when a sensor fault is detected cannot be reconfigured in the field. 5: Service Tool Security Level: a: Level 1 Allows changes without passwords

156 b: Level 2 Allows changes only if customer passwords are provided c: Level 3 Allows changes only if factory passwords are provided. d: Level 4 Allows no changes. Only viewing of trip points and delays is possible. 6: Monitoring period: a: This is the time interval between measurements of the monitored parameter. The monitoring period applies to all three actions and it cannot be changed in the field. 7: Derate ramp rate and derate maximum: a: If the derate action is turned on and if the trip conditions are met, engine power is derated according to the derate ramp rate up to the derate maximum. The rate and the maximum cannot be changed in the field. 8: Event Code Summary:
Table APPENDIX 05 Event Code Summary EVENT CODE SUMMARY
PARAMETER Low Engine Oil Pressure Warning Low Engine Oil Pressure Shutdown High Engine Coolant Temperature Warning High Engine Coolant Temperature Derate High Engine Coolant Temperature Shutdown Low engine coolant temperature warning Engine Overspeed Warning Engine Overspeed Shutdown High exhaust temperature warning High exhaust temperature derate High exhaust temperature shutdown High engine oil filter restriction pressure warning High fuel filter restriction pressure warning High fuel filter restriction pressure derate High Aftercooler coolant temperature warning High Aftercooler coolant temperature derate High Aftercooler coolant temperature shutdown High Engine Oil Temperature Warning High Engine Oil Temperature derate High Engine Oil Temperature Shutdown High Intake Manifold Air Temperature Warning High Intake Manifold Air Temperature Derate High Fuel Temperature Warning J1939 SPN 100-17 100-01 110-15 110-16 110-00 110-17 190-15 190-00 173-15 173-16 173-00 99-15 95-15 95-16 52-15 52-16 52-1 175-15 175-16 175-0 172-15 172-16 174-15 CDL ENID E360-1 E360-3 E361-1 E361-2 E361-3 E199-1 E362-1 E362-3 E173-1 E021-2 E022-3 E99-1 E390-1 E390-2 E771-1 E771-2 E771-3 E197-1 E197-2 E197-3 E539-1 E539-2 E363-1 Latched Security ACTIVE To Clear No Yes No No Yes No No Yes* No No Yes No No No No No Yes No No Yes No No No Level 1 Level 3 Level 1 Level 3 Level 3 Level 1 Level 1 Level 3 Level 1 Level 3 Level 3 Level 1 Level 1 Level 3 Level 1 Level 3 Level 3 Level 1 Level 3 Level 3 Level 1 Level 3 Level 1 ACTIVE and/or LOGGED Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged

157

EVENT CODE SUMMARY

PARAMETER High Fuel Temperature Derate Low Fuel Pressure Warning High Fuel Pressure Warning High Fuel Pressure Derate High Fuel Pressure Shutdown Shutdown Overridden E-Stop Shutdown Engine Failure to Start Low Prelube pressure Diagnostic Reset Reference: EEC_SRS -- Version 1.3 July 10 2006 If an event has not occurred for 100 hours, it is automatically erased from the log. Events are communicated via the Cat Data Link event and diagnostic transfer protocol version 1 and also J1939 Data Link protocol. All shutdown events should be latched in the active state, and will only be allowed cleared from the active list via the J1939 datalink protocol or by cycling ECM power. The J1939 Extended Protocol will be used to communicate the initial and last occurrence times, and the total occurrence count. * These events cannot be cleared with a datalink message, they require ECM power to be cycled. J1939 SPN 174-16 94-17 94-15 94-16 94-00 CDL ENID E363-2 E198-1 E096-1 E096-2 E096-3 Latched Security ACTIVE To Clear No No No No No No Yes* Yes Yes No Level 3 Level 1 Level 1 Level 3 Level 3 Level 3 N/A Level 1 Level 1 N/A ACTIVE and/or LOGGED Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active & Logged Active only Active Only Active Only Active only

1237-31 E085-1 N/A E264-3

1664-31 E225-3 3029-31 E233-3 N/A E255-1

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APPENDIX 06 OVERRIDE PARAMETERS

Parameter Ether Injection Engine Overspeed Test Description Allows user to manually start Ether algorithm Causes Overspeed setpoint to change to 75% of programmed value

CONFIGURABLE PARAMETERS SUMMARY

NOTE: Password level programming security definitions: LEVEL 1 Allows changes without passwords LEVEL 3 Allows changes only if factory passwords are provided. LEVEL 4 ECM factory changes only. Only viewing of parameter is possible.

* - Ratings are Level 3 protected if interlocks do not match; otherwise ratings

changes are Level 1. All configurable parameters can only be altered in unit increments unless otherwise indicated. Cat datalink PIDs listed are for reference only and are subject to change.

CONFIGURABLE BASIC ENGINE PARAMETERS

Table APPENDIX 06 Configurable Basic Engine Parameters Programmable Parameter ECM/PM Interlock ECM serial number ($F811) Engine serial number Equipment ID ($F81A) Personality Module Release Date($86) Personality Module Description($F81C) Personality Module Part Number($F814) For flash updates. Password Level 3 4 1 1 4 4 4 Reason Code 5 N/A N/A N/A N/A N/A N/A

For the machine owners use.

CONFIGURABLE EPG FEATURE PARAMETERS

Table APPENDIX 06 Configurable EPG Feature Parameters Programmable Parameter
Engine Acceleration Delay Time ($F0C1) Engine Acceleration Rate ($F45B) Low Idle Speed ($F510) Droop Mode Selection ($F113) Engine Speed Droop ($F515)

Default
0 Seconds 250 RPM/Sec 900 RPM Isochronous 0.0%

Range
0-60 Seconds 40 400 RPM/Sec 100-1369 RPM Droop / Isochronous 0.0 8.0%

Password Level
2 1 1 1 1

Reason Code
N/A N/A N/A N/A N/A

ENGINE STATE CONTROL

Engine State Control Input Selection method (0x00D107F5) Engine State Control Input configuration Configured value CAN Input Configured value, last 1 active source, switched source Not installed, CAN 1 NA

NA

159
Password Level
1

Programmable Parameter
(0x00D106D8) Engine State Control Secondary Input Configuration (0x00D10811) Engine State Control Default Value (0x00D107F6) Engine State Control Source Transfer Match Requirement Status (0x00D10806) Engine State Control Hardwired Input Type Configuration (0x00D1080B) Remote Emergency Stop (E-Stop) Switch Input Type Configuration (0x00D1074D) Cooldown Speed (0xF50A) Cooldown Duration (0xF014)

Default
Hardwired Input

Range

Reason Code
NA

Input, Hardwired Not installed, CAN Input, Hardwired, CAN Input #2 Run Run, Stop, Last Good value Match Not Match Not required, required Match required Energized to Energized to Run, Run Energized to Stop, Energized to Switched state Normally Open Installed, Normally Open, Normally Closed 1000 800-1800 RPM 3 1-223 mins

1 1 1

NA NA NA

1 1 1 NA NA

ENGINE SPEED CONTROL

Desired Speed Input Configuration (0x00D0012F) Secondary Desired Speed Input Configuration (0x00D10480) PWM Not installed PWM, CAN Input Not installed, PWM, CAN Input 1 1 NA NA

ENGINE PRELUBRICATION
Engine Pre-lube control (F151) Engine prelube system configuration (D10747) Engine prelube timeout period (D00131) Engine ready to start pre-lube duration (D00CC6) Engine Continuous prelube duration (D00CC5) Engine Continuous prelube interval (D00C78) Enabled Continuous 120 secs 120 secs 120 mins 120 mins Enabled, Disabled Continuous, Intermittent 1-1800 secs 1-1800 secs 0-10000 mins 0-10000 mins 1 1 1 1 1 1 N/A N/A N/A N/A N/A N/A

STARTING SYSTEM
Starter Pinion Engagement Detection System Enable Status (D1061D) Starting System Selection Mode (0x00D1079D) Starting System #1 Type (D1079E) Starting System #1 Assignment (D107A8) Starting System #1 Max Number of crank cycles (0xD00CE7) Starting System #1 crank cycle rest interval (D00CE9) Starting System #1 Crank Duration (D00CEB) Starting System #2 Type (D1079F) Starting System #2 Assignment (D107A9) Starting System #2 Max Number of crank cycles (0xD00CE8) Starting System #2 crank cycle rest interval (D00CEA) Starting System #2 Crank Duration (D00CEC) Enabled Automatic Air Primary 3 30 secs 10 secs Not Installed Secondary 3 30 secs 10 secs Enabled, Disabled Automatic, Manual Not installed, Hydraulic, Electrical, Air Primary, Secondary 0-20 1-60 secs 1-30 secs Not installed, Hydraulic, Electrical, Air Primary, Secondary 0-20 1-60 secs 1-30 secs 1 1 1 1 1 1 1 1 1 1 1 1 N/A NA N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

160
Password Level
1

Programmable Parameter
Crank Terminate Speed ($F50D) ENGINE PROTECTION PARAMETERS Emergency Shutdown Override Switch Installation Status (0x00D1027E) Emergency Shutdown Override Input Configuration (0x00D10384)

Default
400

Range
100-500 RPM

Reason Code
N/A

Installed Switch to Ground

Installed, Not Installed

NA

Switch to Ground, CAN 1 Input

SYSTEM PARAMETERS
Rated Fuel volume (0x00D00710) FLS (21) FTS ($22) Governor Gain factor ($F625) Governor Minimum Stability Factor ($F626) Governor Maximum Stability Factor ($F627) 0 0 47186 2818 7864 -128 - 127 -128 - 127 0 65535 0 65535 0 65535 3 3 1 1 1 1 1 N/A N/A N/A

161

APPENDIX 07 ENGINE SENSOR PLACEMENT

Figure APPENDIX 07 Engine Sensor Placement - Front View

Figure APPENDIX 07 Engine Sensor Placement - Left Side View

162

163

164
Figure APPENDIX 07 Engine Sensor Placement - Right Side View

165
Figure APPENDIX 07 Engine Sensor Placement - Top View

166 Figure APPENDIX 07 Engine Sensors Speed

ENGINE SPEED SENSORS

(1) Primary speed sensor (camshaft) (2) Secondary speed sensor (camshaft) (3) Magnetic pickup (flywheel)

167

APPENDIX 08 SENSOR GUIDE

C175 SENSOR DATA & IMAGES
Table APPENDIX 08 Sensor Data & Images
FIGURE SENSOR PART NO. TBD SENSOR TYPE K Type Thermocouple Passive IMAGE SENSOR RANGE -40C to 1095C SENSOR ACC. greater of +/2.2 C or 0.75% 1.50% +/- 20C +/- 20C

TBD 247-7635 TBD

-40 to 1000C 50C to 850C

PWM 5V Active Analog

50C to 850C

Figure 16-2
Pressure Differential Sensor

266-0136

173 kPa DIFF +/- 3% Max and 793 kPaA DIFF Pressure (-40 to 125C)

Figure 16-3 Temperature Sensor

238-0112

Passive

-40C to 150C

-40C to 0C = +/- 0.5C 0C to 70C = +/-0.2C 70C to 100C = +/-0.5C 100C to 125C = +/-0.7C 125C to 150C = +/-1.0C

Figure 16-4 Pressure Sensor

287-1866 274-6719

5V Active Analog

0 to 240Mpa 0 to 1135Kpa

+/-2% +/- 3% of Max

Figure 16-5
Pressure Sensor

274-6720

5V Active Analog

0 to 339 kPaA

+/- 3% of Max

168
FIGURE Figure 16-6 Pressure Sensor SENSOR PART NO. 274-6721 SENSOR TYPE 5V Active Analog IMAGE SENSOR RANGE 0Kpa to 882Kpa SENSOR ACC. +/- 3% of Max = +/-34.05Kpa

306-6834 219-7105 3E-8595

5V Active Analog 8V PWM 8V Active Analog 5V Active Analog Active Switch Switch Switch 8 - 32V Active Switch Passive Passive

0Kpa to 116Kpa 0Kpa to 833Kpa 0Kpa to 3752Kpa 0Kpa to 3500Kpa 0V / 5V Open / Closed Open / Closed 0V / 5V

224-4535 239-9957 123-2993 196-6846 178-2345

+/-3% of Max. = +/- 3.48 Kpa +/-3% of Max = +/-24.99Kpa +/-3% of Max = +/112.56Kpa +/-3% of Max = +/-105 Kpa N/A N/A N/A N/A

Figure 16-7 Timing Sensor

244-5544 191-8305 [1]

Figure 16-8 Timing Sensor

191-8304 [2]

144-2813 Figure 16-9 Detonation Sensor 195-2431

Active Switch Detonation 8V

0V / 5V 3KHz to 6.5KHz

N/A +/- 10%

169

SENSOR ECM, ELECTRICAL, PHYSICAL DATA, & PART NUMBERS

Table APPENDIX 08 Sensor ECM, Electrical, Physical Data, & Part Numbers
ECM Pin Function ECM Signal Pin Sensor / Actuator A 1 CAMSHAFT POSITION PRIMARY CAMSHAFT POSITION SECONDARY CONFIG CONFIG CONFIG ATMOSPHERIC PRESSURE ENGINE OIL BLOCK INLET PRESSURE FUEL TRANSFER PRESSURE PUMP OUTLET FUEL TRANSFER PRESSURE FILTERED OIL LEVEL SENSING AIR INLET MANIFOLD PRESSURE COMPRESSER ILET AIR PRESSURE 1 LH COMPRESSOR INLET AIR PRESSURE 2 RH HPCR RAIL PRESSURE CRANK CASE PRESSURE SCAC CORE WATER INLET TEMPERATURE FUEL TRANSFER TEMPERATURE AIR INLET MANIFOLD TEMPERATURE RH COMPRESSOR INLET AIR TEMPERATURE FUEL FILTER (SUCTION SIDE) DIFF PRESS PAS: ENGINE COOLANT BLOCK OUTLET TEMPERATURE ACT: SCAC PUMP OUTLET PRESSURE ACT: ENGINE COOLANT BLOCK OUTLET PRESSURE Spare Spare Spare J2-57 J2-28 J2-40 J2-16 J2-41 J2-15 J2-27 J2-66 J2-85 J2-74 J2-13 J2-62 J2-56 J2-91 J1-15 J1-16 J1-17 J1-26 J2-47 J2-36 J2-72 J2-72 J2-72 J2-72 J2-72 J2-72 J2-72 J2-72 J2-72 J2-72 J2-13 J2-62 J2-56 J2-91 J1-15 J1-16 J2-72 J2-72 J1-3 J2-17 J2-17 J1-17 J1-26 B 2 J2-46 J2-26 J2-17 J2-17 J2-17 J2-17 J2-17 J2-17 J2-17 J2-17 J2-17 J2-17 J2-30 J2-30 J2-30 J2-30 J2-57 J2-28 J2-40 J2-16 J2-41 J2-15 J2-27 J2-66 J2-85 J2-74 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 18 # 306-6834 274-6721 274-6721 274-6721 251-5520 274-6721 306-6834 306-6834 287-1866 306-6834 238-0112 238-0112 238-0112 238-0112 266-0136 238-0112 274-6721 274-6721 230-4013 237-0227 237-0227 230-4013 237-0227 230-4011 230-4011 230-4011 230-4011 273-0228 230-4011 230-4013 230-4013 237-0227 237-0227 237-0227 237-0227 C 3 18 # 18 # 191-8305 191-8304 155-2270 155-2270
EIC PIN

AWG

Part NUMBER

Mating Connector

170
ECM Pin Function ECM Signal Pin Sensor / Actuator A 1 ACT: ENGINE COOLANT BLOCK INLET PRESSURE ACT: ENGINE OIL FILTER INLET PRESSURE PAS: ENGINE OIL BLOCK INLET TEMPERATURE ANALOG THROT/DIRECT RACK FUELING PAS: HPCR RAIL TEMPERATURE FUEL FILTER (SUCTION SIDE) INTAKE PRESS DRIVEN EQUIPMENT SHUTDOWN E/STOP RUN/STOP AIR SHUTOFF POSITION FEED BACK INPUT RATED SPEED SWITCH CRANKING MOTOR SELECT ENGINE COOLANT LEVEL DISCRETE MONITORING SYSTEM OVERRIDE RAPID START/SHUTDOWN REQUEST LOW IDLE SPEED SWITCH SPARE RUN/STOP 2 E-STOP 2/MOMENTARY STOP REMOTE CONTROL ENABLE PRELUBE MANUAL REQUEST HPCR RAIL LEAK DETECTION RESERVED FOR A-TRIM THROTTLE 1 (DIRECT RACK / FUELING) CONFIG CONFIG CONFIG J1-22 J1-23 J1-40 J1-41 J1-59 J1-35 J1-44 J1-45 J1-46 J1-47 J1-49 J1-54 J1-56 J1-58 J1-60 J1-6 J1-7 J1-66 Fuel Pos Multiplier Throttle 2 Spare PWM J1-68 J1-1 J1-14 J1-47 J1-49 J1-54 J1-56 J1-58 J1-60 J1-18 J1-7 J1-18 J1-18 J1-18 J1-18 J1-18 J1-18 J1-18 EIC-? EIC - 21 18 # 261-2773 18 # TBD J1-35 J1-18 J1-18 J1-18 J1-18 J1-18 J1-18 EIC-7 18 # 239-9957 EIC-9 EIC-16 EIC-31 EIC-19 EIC-17 J2-94 J2-94 J2-30 18 # 18 # 18 # 18 # 18 # 18 # 18 # 238-0112 274-6720 230-4011 J1-27 J2-84 J2-96 J2-72 J2-72 J2-96 B 2 J2-17 J2-17 J2-30 C 3 J1-27 J2-84 18 # 18 # 18 # 274-6721 274-6719 238-0112 230-4013 237-0227 230-4011
EIC PIN

AWG

Part NUMBER

Mating Connector

171
ECM Pin Function ECM Signal Pin Sensor / Actuator A 1 TURBINE INLET TEMPERATURE LH TURBINE INLET TEMPERATURE RH J2-65 J2-73 Turbo Speed LH Turbo Speed RH SPARE CONFIG INJECTOR BANK 1 HS 1 INJECTOR BANK 1 HS 2 INJECTOR BANK 1 HS 3 INJECTOR BANK 1 LS1 #1 INJECTOR BANK 1 LS1 #2 INJECTOR BANK 1 LS1 #3 INJECTOR BANK 1 LS2 #1 INJECTOR BANK 1 LS2 #2 INJECTOR BANK 1 LS2 #3 INJECTOR BANK 2 HS 1 INJECTOR BANK 2 HS 2 INJECTOR BANK 2 HS 3 INJECTOR BANK 2 LS1 #1 INJECTOR BANK 2 LS1 #2 INJECTOR BANK 2 LS1 #3 INJECTOR BANK 2 LS2 #1 INJECTOR BANK 2 LS2 #2 INJECTOR BANK 2 LS2 #3 Spare 4-20 mA Injector 1,3 HS Injector 13,15 HS Spare Injector 1 LS Injector 13 LS Spare Injector 3 LS Injector 15 LS Spare Injector 2,4 HS Injector 14,16 HS Spare Injector 2 LS Injector 14 LS Spare Injector 4 LS Injector 16 LS Spare J2-104 J2-115 J2-99 J2-116 J2-106 J2-105 J2-118 J2-108 J2-107 J2-77 J2-61 J2-53 J2-111 J2-101 J2-100 J2-113 J2-103 J2-102 #2,4 HS #14,16 HS # 2 LS #14 LS #4 LS #16 LS 16 # 16 # 7E-6513 7E-6513 16 # 16 # 7E-6513 7E-6513 #1,3 HS #13,15 HS #1 LS #13 LS #3 LS #15 LS 16 # 16 # 7E-6513 7E-6513 16 # 16 # 7E-6513 7E-6513 16 # 16 # 7E-6513 7E-6513 16 # 16 # 7E-6513 7E-6513 J2-29 J2-29 B 2 J2-92 J2-92 C 3 J2-65 J2-73 18 # 18 # 247-7635 247-7635 ABB? ABB? 230-4013 230-4013
EIC PIN

AWG

Part NUMBER

Mating Connector

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ECM Pin Function ECM Signal Pin Sensor / Actuator A 1 INJECTOR BANK 3 HS 1 INJECTOR BANK 3 HS 2 INJECTOR BANK 3 HS 3 INJECTOR BANK 3 LS1 #1 INJECTOR BANK 3 LS1 #2 INJECTOR BANK 3 LS1 #3 INJECTOR BANK 3 LS2 #1 INJECTOR BANK 3 LS2 #2 INJECTOR BANK 3 LS2 #3 INJECTOR BANK 4 HS 1 INJECTOR BANK 4 HS 2 INJECTOR BANK 4 HS 3 INJECTOR BANK 4 LS1 #1 INJECTOR BANK 4 LS1 #2 INJECTOR BANK 4 LS1 #3 INJECTOR BANK 4 LS2 #1 INJECTOR BANK 4 LS2 #2 INJECTOR BANK 4 LS2 #3 STARTER ENABLE RELAY + STARTER ENABLE RELAY Injector 5,7 HS Injector 9,11 HS Spare Injector 5 LS Injector 9 LS Spare Injector 7 LS Injector 11 LS Spare Injector 6,8 HS Injector 10,12 HS Spare Injector 6 LS Injector 10 LS Spare Injector 8 LS Injector 12 LS Spare J2-59 J2-60 Spare + Spare CONFIG STARTER ENABLE RELAY + STARTER ENABLE RELAY CONFIG Spare + Spare J2-44 J2-32 Config J2-20 J2-10 EIC-26 EIC-10 EIC-12 J2-68 J2-67 J2-58 J2-50 J2-31 J2-42 J2-22 J2-18 J2-21 J2-109 J2-120 J2-110 J2-88 J2-75 J2-86 J2-98 J2-87 J2-97 J2-60 J2-59 #6,8 HS #10,12 HS #6 LS #10 LS #8 LS #12 LS 18 # 16 # 16 # 7E-6513 7E-6513 16 # 16 # 7E-6513 7E-6513 B 2 #5,7 HS #9,11 HS #5 LS #9 LS #7 LS #11 LS 16 # 16 # 7E-6513 7E-6513 16 # 16 # 7E-6513 7E-6513 16 # 16 # 7E-6513 7E-6513 C 3 16 # 16 # 7E-6513 7E-6513
EIC PIN

AWG

Part NUMBER

Mating Connector

173
ECM Pin Function ECM Signal Pin Sensor / Actuator A 1 CONFIG FUEL PRIMING PUMP RELAY OIL RENEWAL SYSTEM RELAY CONFIG CONFIG Config J1-10 J1-11 Prelube Relay Crank Terminate Relay Emergency Stop Command Output Relay J1-20 J2-14 J1-21 Config Config Config J1-28 J1-29 J1-30 J1-31 REMOVED FROM A4E4V3 Woodw ard FCV TBD EIC-25 EIC-20 18 # 18 # EIC-37 J1-12 J1-13 J1-12 J1-10 J1-18 EIC-? 18 # 18 # B 2 C 3
EIC PIN

AWG

Part NUMBER

Mating Connector

CONFIG

J1-19

ETHER HOLD-IN RELAY DIGITAL OUTPUT RETURN POWER MODING OUTPUT (SIMULATES KEY SWITCH TO AUX EQUIPMENT) CONFIG CONFIG CONFIG SPARE SHUTDOWN NOTIFY DIAGNOSTIC ACTIVE LAMP

SENSOR FEATURES
Table APPENDIX 08 Sensor Features
COMPONENT EXHAUST PORT THERMOCOUPLES SENSOR PART NO. TBD SENSOR TYPE K Type Thermocouple SENSOR RANGE -40C to 1095C SENSOR NOTES Not Metric MATING CONNECTOR PINOUTS

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COMPONENT EXHAUST TEMPERATURE: RTD (2) TURBINE INLET THERMOCOUPLES (2) TURBINE INLET THERMOCOUPLES (2) AIR INLET MANIFOLD TEMPERATURE LH AIR INLET MANIFOLD TEMPERATURE RH COMPRESSOR INLET AIR TEMPERATURE ENGINE COOLANT BLOCK OUTLET TEMPERATURE FUEL TRANSFER TEMPERATURE ENGINE OIL BLOCK INLET TEMPERATURE HPCR RAIL TEMPERATURE HPCR RAIL PRESSURE ENGINE OIL BLOCK INLET PRESSURE FUEL TRANSFER PRESSURE PUMP OUTLET FUEL TRANSFER PRESSURE FILTERED FUEL TRANSFER PRESSURE FILTERED AIR INLET MANIFOLD PRESSURE FUEL TRANSFER PRESSURE PUMP INLET COMPRESSOR OUTLET AIR PRESSURE ATMOSPHERIC PRESSURE COMPRESSER ILET AIR PRESSURE LH COMPRESSOR INLET AIR PRESSURE RH CRANKCASE PRESSURE MANIFOLD AIR PRESSURE COOLANT BLOCK OUTLET PRESSURE COOLANT PUMP OUTLET PRESSURE SCAC PUMP OUTLET PRESSURE COOLANT BLOCK OUTLET PRESSURE COOLANT PUMP OUTLET PRESSURE SCAC PUMP OUTLET PRESSURE 219-7105 8V PWM 0Kpa to 833Kpa Not Metric 8T-8732 Pin A +8V; Pin B Gnd; Pin C Signal 274-6721 5V Active Analog 0Kpa to 472Kpa LEC requires +/-1% 230-4013 Pin A +5V; Pin B Gnd; Pin C Signal 241-1798 5V Active Analog 0Kpa to 116Kpa Need +/- 1% 230-4013 Pin A +5V; Pin B Gnd; Pin C Signal 274-6721 230-4013 274-6719 5V Active Analog 0Kpa to 882Kpa Need +/-1 % Pin A +5V; Pin B Gnd; Pin C Signal 237-0227 287-1866 5V Active Analog 0 to 240Mpa Proper sealing requires pump port geometry 230-4011 230-4013 Pin 1 Sig; 2 Gnd 238-0112 Passive -40C to 150C SENSOR PART NO. TBD TBD TBD SENSOR TYPE Passive PWM PWM SENSOR RANGE -40 to 1000C 50C to 850C 50C to 850C SENSOR NOTES LEC prefers Thermocouples Not Metric and pipe thread Not Metric MATING CONNECTOR PINOUTS

175
COMPONENT HYDRAX OIL PRESSURE HYDRAX OIL PRESSURE COOLANT TANK LEVEL 239-9957 SCAC TANK LEVEL FUEL LEVEL WET SENSOR ( 1, 2 OR 4) WATER-IN-FUEL SENSOR CRANKSHAFT POSITION SENSOR CRANKSHAFT POSITION SENSOR BACKUP CAMSHAFT POSITION SENSOR CAMSHAFT POSITION SENSOR BACKUP OIL LEVEL SENSOR OIL CONDITION SENSOR MAIN BEARING TEMPERATURE SENSOR DETONATION SENSOR BLUE: VERIFY RED: ELIMINATE 195-2431 191-8305 191-8304 144-2813 123-2993 196-6846 178-2345 244-5544 Active Switch Switch Switch 8 - 32V Active Switch Passive Passive Active Switch ? ? Detonation 8V 0V / 5V ? ? 3KHz to 6.5KHz Will only be used for MCTE 8T-8732 Pin A +8V; Pin B Gnd; Pin C Signal 0V / 5V Open / Closed Open / Closed 0V / 5V Not Metric LEC still working quantity Not Metric, Assembled w/Water Separator Requires Captive Bolt 155-2272 Pin 1 32 V; Pin 2 Gnd; Pin 3 Sig; pin 4 unused Pin 1 Sig; 2 Gnd Pin 1 Sig; 2 Gnd Pin 1 Sig; 2 Gnd Pin A +8V; Pin B Gnd; Pin C Signal 174-0502 176-2942 Pin A +8V; Pin B Gnd; Pin C Signal Pin 1 Sig; 2 Gnd SENSOR PART NO. 3E-8595 224-4535 SENSOR TYPE 8V Active Analog 5V Active Analog SENSOR RANGE 0Kpa to 3752Kpa 0Kpa to 3500Kpa SENSOR NOTES Not Metric, requires 8V, would like 5V sensor Not Metric, not released to production MATING CONNECTOR 8T-8732 174-0502 PINOUTS Pin A +8V; Pin B Gnd; Pin C Signal Pin A +8V; Pin B Gnd; Pin C Signal

176-2942 176-2942 176-2942 174-0502

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APPENDIX 09 SHEET

PRODUCT AND DEALER INFORMATION

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APPENDIX 10 GENERATOR START-UP CHECKLIST

GENERATOR START-UP CHECKLIST RATING INFORMATION Engine Serial Number: ____________________________________ Generator Serial Number: __________________________________ GENERATOR NAME PLATE INFORMATION Voltage: _______________________ Package (prime, continuous, standby): ____________________ Amperage: _____________________ Kilowatts: ___________________________________________ Storage Location: Main Stator Megohmmeter Reading: Before Storage: After Storage: Generator dried for 24 hours prior to start-up? (Y/N) Drying method: SPACE HEATERS Space heaters operating properly? Space heater operated 48 hours before start-up? MEGOHMMETER TEST (SEHS9124) Beginning of Storage Main Stator Main Rotor Exciter Stator Exciter Rotor PMG Stator Start-up Main Stator Main Rotor Exciter Stator Exciter Rotor PMG Stator Regulator No Load T1 to T2 T1 to T3 T2to T3 11 to 12 11 to 13 12 to 13 Full Load T1 to T2 T1 to T3 T2 to T3 11 to 12 11 to 13 12 to 13 Voltage AC AC AC AC AC AC AC AC AC AC AC AC Amps Comments 30 sec. reading 60 sec. reading 30 sec. corrected 60 sec. corrected Ambient temp. Comments Yes No Comments Arrangement Number: _______________________ Arrangement Number: _______________________

178
GENERATOR START-UP CHECKLIST ELECTRICAL Unit properly grounded Check diodes Over current protection Over voltage protection Check for loose wiring Adjust voltage Adjust frequency MECHANICAL Bearing temperature readings at full load Stator temperature readings at full load Air gap on main stator Air gap on exciter stator Air gap of PMG Ambient air to generator at full load Supplier air opening to generator SWITCH GEAR/PARALLEL OPERATION Manufacturer: Setting 1 Circuit breaker type Overload setting Reverse power relay VAR/PF Controller Load share INSTALLATION & LOAD INFORMATION Neutral grounding system Enclosure type Motor: -Total SKVA -Total HP UPS -Size Other loads: -Lighting -Computers -Welding -Non-linear -Other Setting 2 Setting 3 Comments Data Front __________ Rear __________ A0 _______ B0 _______ C0 _______ Top __________ Bottom __________ Top __________ Bottom __________ Top __________ Bottom __________ Temperature ___________________ Size of Opening _________________ Comments Yes No Comments

FULL LOAD DATA Voltage Amps KW KVARS P.F.

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APPENDIX 11

PACKAGE EQUIPMENT SUMMARY

3/9/2003 SELECTION
Std Opt Std Opt Opt Opt Opt Opt Opt Opt Opt

Features Summary C175 PACKAGE EQUIPMENT MATRIX SUMMARY Air Inlet System (Package Mounted)
4 rear mount turbo config (fast response - lowest installed cost) Used for all units except Premium Package 2 front mount turbo config (best efficiency - premium package) for gas tight exhaust Single Stage Air Cleaner with service indicator, Cat filter Standby Open Element Air Cleaner - low cost (indoor - clean environment only) Air Cleaner - Dual Element Air Cleaner - Heavy Duty Pre-cleaner Attachment Air Inlet Protection (Air Inlet Shutoff) Air Ilet Y Adapter (1 to 2) Inlet Air Duct Flanged Adapter Inlet Air Duct Flanged Adapter - 90 Circuit Breakers (1 to 5000 amp) -Separate Spec Managed by Griffin and Alpharetta (Up to 3 full rated circuit breakers available with each unit.) 3 Pole UL with shunt trip and aux contact - electric 3 Pole UL with shunt trip and aux contact - motor 3 Pole 100% rated UL with shunt trip and aux contacts - electric 3 Pole 100% rated UL with shunt trip and aux contacts - motor 3 Pole 80% rated UL with shunt trip and aux contacts - electric 3 Pole 80% rated UL with shunt trip and aux contacts - motor 3 Pole IEC rated with shunt trip and aux contacts - electric 3 Pole IEC rated with shunt trip and aux contacts - motor 4 Pole IEC rated with shunt trip and aux contacts - electric 4 Pole IEC rated with shunt trip and aux contacts - motor Control System / Displays / Monitoring - Separate Spec (see appendix B) Level 1 Level 2 Level 3 Engine display / Annunciator box (details) TBD Cooling System (See PGS FS Appendix C for schematics) (ref 43C at 750 m standard engine Ambient Capability for full rating) Two Stage Aftercooler with AC1 JW cooled and SCAC for AC2 Two Stage Aftercooler with AC1 JW cooled and ATAAC for AC2- FUW factory package only XXC HT Water Circuit Engine Outlet Stats XXC HT Water Circuit Engine Inlet Control Stats 110C HT Water Circuit Engine Outlet Stats - cogen package 110C HT Water Circuit Engine Inlet Control Stats - cogen package XXC LT Water Circuit - (Outlet and Inlet Control Stats) - FUW EPA Cert Settings - SCAC only XXC LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Best Installed Cost Settings - SCAC only XXC LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Best BSFC Settings - SCAC only XXC LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Euro Settings - SCAC only XXC LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Euro Catalyst Settings - SCAC only XXC LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Low Emissions Settings - SCAC only Coolant drains with hoses and valves

Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Std Opt Opt

Std Opt Std Opt Opt Opt Opt Std Opt Opt Opt Opt Opt

180
Features Summary C175 PACKAGE EQUIPMENT MATRIX SUMMARY
Water Level Switch Gauges Normal Duty JW Heaters (lowest possible cost) - valves before and after Heavy Duty JW Heaters (extreme cold capable and circulation pump included) - valves before and after Low Coolant Level Sensor SCAC Low Coolant Level Sensor JW Long Life Coolant Long Life Coolant Removal Cat Extended Life Coolant RADIATORS (Listed by ambient air temperature to the engine - not air to radiator : +7C) Note: Temperatures listed are not water target temperatures. Note: Review the 3500WWCD radiator functional specification for reference. 27C C Rated - SCAC -SB (clean), Prime (dusty), Harsh Environment 27C C Rated - ATAAC -SB (clean), Prime (dusty), Harsh Environment 43C C Rated - SCAC -SB (clean), Prime (dusty), Harsh Environment 43C C Rated - ATAAC -SB (clean), Prime (dusty), Harsh Environment 50C C Rated - SCAC -SB (clean), Prime (dusty), Harsh Environment 50C C Rated - ATAAC - SB (clean), Prime (dusty), Harsh Environment 57C C Rated - SCAC -SB (clean), Prime (dusty), Harsh Environment 57C C Rated -ATAAC - SB (clean), Prime (dusty), Harsh Environment Radiator Fan (Evaluate Push And Pull Options) And Fan Drive Guards - Fan and Belt Rock Guard Duct Flange Accessory Module - Shipped Loose - nfuw factory installed radiator package Electronically controlled thermostat replacement for all mech water stats (access mod mount or ship loose) Engine Mounted Water Pump Removal Electric Water Pumps (2) (HT + LT) - Accessory Module Mounted Electric Water Pumps (3) (HT + LT + Spare with valving) - Accessory Module Mounted Expansion Tank - Remote Mounted Expansion Tank - JW - Accessory Module Mounted Expansion Tank - SCAC - Accessory Module Mounted Radiator Removal Engine Mounted OC Removal (for use with Four Circuit or CHP Configurations only) HEAT EXCHANGERS (JW AND SCAC): Plate Type Heat Exchanger - JW - Accessory Module Mounted - (Low Inlet Temp / High Flow) Plate Type Heat Exchanger - JW - Accessory Module Mounted - (High Inlet Temp / Low Flow) Plate Type Heat Exchanger - SCAC - Accessory Module Mounted (Low Inlet Temp / High Flow) Plate Type Heat Exchanger - SCAC - Accessory Module Mounted (High Inlet Temp / Low Flow) Heat Exchangers (OC)-fuw CHP configuration only: Plate Type Heat Exchanger - Oil - Accessory Module Mounted - (Low Inlet Temp / High Flow) Plate Type Heat Exchanger - Oil - Accessory Module Mounted - (High Inlet Temp / Low Flow) CRANKCASE VENTILATION Open Crankcase Ventilation System (extended beyond the front of the radiator on pkgs) Closed Crankcase Ventilation System Emissions Settings (certification) Best Installed Cost Configuration (not certified) EPA & CARB Non-Road Mobile Certified (60 Hz Only) Euro Setting (50 Hz Only)

3/9/2003 SELECTION
Opt Opt Opt Opt Std Std Opt Opt

Opt Opt Std Opt Opt Opt Opt Opt Std Std Std Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Std Opt Std Opt Opt

181
Features Summary C175 PACKAGE EQUIPMENT MATRIX SUMMARY
Euro Catalyst Setting (50 Hz Only) Best Emission Configuration (lowest NOx setting) Premium Package - (absolute lowest BSFC) (fuw - two turbo config, gas-tight exh man) ENCLOSURES Dropover (20 cyl - 3500 ekW esp 60 Hz / 3900 kVA esp 50 Hz) (16 cyl - 2750 ekW esp 60 Hz / 3000 kVA esp 50 Hz) (12 cyl - 2000 ekW ESP 60 Hz / 2250 kVA ESP 50 Hz) Weather Protective - Low Low Low Cost Sound Attenuated Walk-In (with Sub-base fuel tank) (16 cyl - 2750 ekW esp 60 Hz / 3000 kVA esp 50 Hz) (12 cyl - 2000 ekW ESP 60 Hz / 2250 kVA ESP 50 Hz) 2 hour double wall tank at rated 24 hour double wall tank at rated Power Module (16 cyl - 2500 ekW PRP/LTP 60 Hz / 2750 kVA PRP/LTP 50 Hz) (12 cyl - 1825 ekW PRP/LTP 60 Hz / 2050 kVA PRP/LTP 50 Hz) Non-sound attenuated Sound Attenuated EXHAUST SYSTEM / HEAT SHIELDS / AFTER TREATMENT Dry Exhaust Manifolds Softwrap Shields - Exhaust Manifold / Turbo Hard Shields - Exhaust Manifold / Turbo Softwrap Shields - Air Inlet between Turbo and Aftercooler Hard Shields - Air Inlet between Turbo and Aftercooler Gas Tight Exhaust Manifold - available with LTP, PRP, COP and High Efficiency Turbos (2) Only Exhaust Elbow - turbo outlet Exhaust Flanges with Gaskets Exhaust Y Adapters (2 to 1) Exhaust Expanders with Flange and Gaskets Exhaust Bellows with Flanges and Gaskets Through Wall Installation Kit Through Ceiling Installation Kit Silencers (shipped loose)

3/9/2003 SELECTION
Opt Opt Opt

Opt Opt

Opt Opt

Opt Opt Std Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt Opt

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C175 Engine Electronics Application and Installation Guide

Glossary of Terms
Bit CAN One unit of information. A bit can have a value of 0 or 1. Controller Area Network: A serial communications protocol which supports distributed real-time control with a high level of security. The message format supports 0 to 8 bytes of information from 1 to 1000k baud. J1939 is a layer of specification placed on the CAN network by SAE. Caterpillar controls follow this specification which identifies an update rate of only 250k baud. Data Link Caterpillar Proprietary Data Link: High-speed (62.5 Kbaud) serial communications system used on vehicle systems for module to module data transfers. Caterpillar Electronic Technician: Proprietary service tool for use on Caterpillars electronic engines. CAT Data Link Component Identifier (when referring to the data link) Central Processing Unit: For Cat electronics, this typically refers to the microprocessor integrated circuit in a control module Caterpillar Electrical & Electronic Business Unit Caterpillars proprietary set of electrical and environmental test criteria which are applicable to Caterpillar electronic modules. Electronic Control Module: General term used to refer to the electronic module in a system. The original meaning was Engine Electronic Control Module. Electrically Erasable Programmable Read Only Memory: Electronic memory in the ECM for customer parameters, fault log, and trip recorder data UV Electrically Erasable Programmable Read Only Memory: Electronic memory in the personality module for software control algorithms. Must be removed from the ECM to reprogram Electronic Technician: Caterpillar PC software which serves as an electronic service tool for service technicians. Bulk electrically erasable programmable read-only memory: Electronic memory in the personality module for software control algorithms. Replaces EPROM memory. Can be reprogrammed without removal from the ECM via the data link. Also used to describe the act of programming the memory via a data link and service tool i.e. flash program the ECM Failure Mode Identifier: Code used by electronic controls to tell what type of failure has occurred Protocol for messages used on the CAN data link. 1000 bits of information per second Message Identifier: Code used by electronic controls to identify the data link message type Parameter Identifier: Code used by electronic controls to identify a particular piece of data (parameter) Pulse Width Modulated: Electrical signal consisting of a series of pulses at

CAT

Cat ET CDL CID CPU CAT ELECTRONICS EC-1 ECM

EEPROM EPROM

ET FLASH

FMI J1939 Kbaud MID PID PWM

C175 Engine Electronics Application and Installation Guide a specific frequency. The width of the pulses determines the information being transferred. RAM Resolution Random Access Memory: Electronic memory in the ECM for software variables In this document, resolution refers to the number of pixels contained within a display. Typically, resolution is expressed in terms of height and length of the display in terms of pixels. For example, a displays resolution may be referred to as being 240 pixels tall and be 320 pixels long. Society of Automotive Engineers Serial Peripheral Interface: Acronym for Serial Peripheral Interface. SPI is a method of communication most often used to communicate between microcontrollers.

183

SAE SPI

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C175 Engine Electronics Application and Installation Guide

INDEX

C175 Engine Electronics Application and Installation Guide

185

2
24 VDC..........................................................................38

A
A4 ......................................... 15, 20, 21, 53, 56, 142, 146 AFTERCOOLER ............................ 30, 94, 155, 179, 181 AIR25, 31, 32, 75, 78, 91, 92, 94, 95, 116, 121, 124, 125, 127, 130, 139, 145, 155, 158, 169, 170, 174, 178, 179, 181 AIR TO FUEL RATIO CONTROL ...............................116 ALARM ........................................................................140 ALARM ........................................................136, 138, 140 ALTERNATORS....................................................39, 106 ANALOG ............................ 124, 125, 126, 127, 128, 129 ANNUNCIATOR ..................................................140, 179 ATMOSPHERIC ........... 31, 123, 124, 125, 126, 169, 174

B
BATTERY CABLES ......................................................42 BATTERY CHARGER...................................................42 BATTERY CONNECTIONS ................. 38, 42, 48, 49, 51 BATTERY DISCONNECT SWITCH..................18, 38, 45 BLOCK ......................................... 29, 30, 37, 39, 62, 100 BOOST....................................................................31, 95

ECM15, 17, 18, 20, 21, 23, 24, 25, 37, 38, 39, 46, 50, 51, 52, 53, 54, 56, 58, 59, 61, 62, 64, 68, 73, 74, 75, 78, 79, 83, 84, 85, 87, 88, 90, 91, 92, 93, 94, 95, 96, 97, 99, 100, 101, 102, 103, 113, 117, 119, 120, 121, 122, 123, 124, 125, 126, 127, 128, 129, 130, 133, 143, 145, 146, 147, 148, 149, 157, 169 ECM BATTERY ............................................................ 38 EIC ......................50, 54, 55, 57, 147, 148, 170, 172, 173 ELECTRICAL CONNECTIONS .................................... 44 ELECTRICAL CURRENTS .......................................... 40 ELECTRICAL NOISE ................................................... 40 ELECTRONICS ........................................23, 40, 51, 187 ELECTROSTATIC DISCHARGE.................................. 17 EMERGENCY SHUTDOWN SWITCH ......................... 38 EMS ........................................................................ 20, 21 ENGINE CONTROL MODULE ..................................... 20 ENGINE MANAGEMENT SYSTEM ...............20, 21, 116 ENGINE MONITORING.......................................... 92, 94 ENGINE RATING..................................89, 117, 119, 120 ESD............................................................................... 17 E-STOP.........................74, 75, 76, 77, 78, 156, 158, 170 ETHER............................98, 99, 100, 102, 103, 117, 139 EXHAUST .................32, 92, 95, 139, 145, 173, 174, 181

F
FCV.................................................................20, 23, 173 FLASH FILE........................................117, 119, 120, 121 FLS .................................................90, 91, 119, 120, 159 FUEL TRANSFER ..................23, 33, 125, 126, 169, 174

C
COLD START..........................................................32, 99 COLD START................................................................98 COMMON RAIL.............................................................23 COMPRESSOR ................................... 32, 123, 128, 130 COOLANT20, 30, 37, 68, 92, 93, 94, 95, 122, 126, 127, 139, 155, 169, 170, 174, 175, 179, 180 CORE ....................................................................30, 169 CRANKCASE ......................... 29, 93, 126, 145, 174, 180 CRANKING SPEED ......................................................38 CRANKSHAFT ................................................27, 40, 175 CRFS.............................................................................20 CTCM ......................................................................20, 37 CUSTOMER HARNESS ...............................................55 CUSTOMER PASSWORD....................................69, 117

G
GOVERNOR .................................42, 86, 88, 89, 90, 140 GROUND ..18, 39, 40, 41, 43, 45, 46, 75, 76, 77, 78, 107 GROUND FAULT.......................................................... 41 GROUNDED ...................................................40, 41, 178 GROUNDING................................17, 39, 40, 41, 46, 178

H
HARNESSES........................................45, 47, 60, 61, 65 HCPD..........................................................47, 48, 49, 51 HIGH CURRENT POWER DISTRIBUTION ..... 47, 48, 51 HIGH PRESSURE FUEL WARNING ........................... 18 HPCR........................24, 33, 35, 122, 129, 169, 170, 174 HYSTERESIS ............................................................. 154

D
DATA LINK59, 64, 65, 66, 67, 80, 85, 122, 133, 135, 143 DERATE..................................... 92, 93, 94, 95, 155, 156 DEUTSCH ................................ 54, 55, 58, 60, 63, 64, 66 DIAGNOSTIC ................................. 38, 75, 77, 87, 96, 97 DIGITAL ............. 124, 125, 126, 127, 128, 129, 130, 138 DIGITAL INPUT...........................................................138 DIODE ...........................................................................46

I
INDUCTIVE................................................................... 46 INJECTION TIMING CONTROL................................. 116 INTAKE ...................................................98, 99, 100, 116

J
J193937, 54, 58, 59, 64, 65, 66, 67, 75, 76, 77, 80, 88, 95, 112, 122, 133, 140, 148, 155 J1939 CAN......................................................80, 95, 133

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C175 Engine Electronics Application and Installation Guide

RADIO FREQUENCY INTERFERENCE................ 40, 41 RAIL PRESSURE .....................18, 35, 94, 127, 169, 174 RAIL TEMPERATURE....................35, 94, 129, 170, 174 REMOTE SHUTDOWN .......................................... 78, 79 REPLACEMENT PARTS.............................................. 19 RESISTANCE .......................................40, 42, 43, 44, 58

J1939 DATA LINK.............................37, 66, 88, 133, 140 JACKET WATER HEATERS ......................................103

K
KEY SWITCH ..................................... 18, 50, 51, 78, 120 KEY SWITCH ................................... 51, 52, 53, 143, 173

L
LCPD.................................................................48, 49, 51 LEAK ...........................................................18, 24, 35, 41 LEVEL30, 68, 92, 117, 139, 140, 154, 155, 156, 157, 169, 170, 175, 179, 180 LOW CURRENT POWER DISTRIBUTION ..................49

S
SCAC ... 30, 123, 126, 127, 145, 169, 174, 175, 179, 180 SEALING PLUGS ................................................... 54, 55 SEALING PLUGS ......................................................... 60 SERIAL NUMBER.......................117, 118, 119, 121, 157 SERVICE TOOL ...........64, 67, 85, 86, 90, 119, 121, 140 SETPOINTS................................................................ 138 SHUTDOWN74, 78, 79, 87, 92, 93, 94, 138, 155, 156, 159, 170, 173 SOCKET ....................................................................... 58 SOCKET CONTACTS .................................................. 58 STARTERS........................................................... 39, 106 STOP ..........74, 75, 77, 78, 136, 138, 139, 158, 170, 173 STRAPS.................................................................. 40, 45 SYSTEM PARAMETERS ...................21, 70, 90, 93, 117

M
MANIFOLD31, 94, 95, 124, 125, 127, 155, 169, 174, 181

N
NEUTRAL................................................................40, 41 NEUTRALS ...................................................................41

O
OIL29, 68, 92, 93, 94, 95, 112, 113, 114, 125, 129, 130, 139, 140, 145, 155, 169, 170, 173, 174, 175, 180

T
TATTLETALE...................................................... 117, 122 THE ENGINE GOVERNOR........................................ 116 THERMOCOUPLES ..................................................... 32 THROTTLE ...............................80, 84, 85, 122, 148, 170 TRANSIENT......................................................39, 46, 89 TURBOCHARGER ................................................. 32, 94 TURBOCHARGERS..................................................... 32

P
PARALLEL ..................................................41, 44, 46, 86 PARAMETERS68, 69, 88, 90, 92, 93, 94, 100, 117, 119, 120, 121, 122, 136, 137, 138, 140, 154, 157 PASSWORDS68, 69, 90, 91, 96, 117, 120, 121, 154, 155, 157 PHASE CURRENT .......................................................41 POWER DISTRIBUTION ..............................................50 PRACTICES............................................................44, 46 PRELUBE........... 111, 112, 113, 114, 115, 156, 170, 173 PRIMARY ............. 21, 23, 25, 27, 33, 116, 158, 166, 169 PUMP ....... 23, 30, 33, 122, 125, 126, 169, 173, 174, 180

V
VOLTAGE DROP.................................................... 42, 58 VOLTAGE TRANSIENTS ............................................. 46

W
WARNING...........................92, 93, 94, 95, 138, 155, 156 WELDER........................................................... 18, 45, 46 WIRING PRACTICES................................................... 42 WIRING SYSTEM................................................... 42, 61

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Caterpillar Inc. Your Local Resource Worldwide

Your Cat dealer is prepared to answer any questions you may have about Cat Power Systems, customer support, parts or service capability anywhere in the world. For the name and number of the Cat dealer nearest you, visit our website or contact Caterpillar Inc. World Headquarters in Peoria, Illinois, U.S.A. World Headquarters:

Caterpillar Inc.
Peoria, Illinois, U.S.A Tel: (309) 578-6298 Fax: (309) 578-2559 Mailing Address:

Caterpillar Inc.
Cat Electronics Illinois Route 29 & Rench Road Bldg. AC 6130, P.O. Box 610 Mossville, IL 61552-0610 Tel: (888) 598-8186 OEM Solutions Fax: (309) 578-8534

www.cat-electronics.com
E-mail: catelectronics@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, ACERT, ADEM, HEUI, Pocket Tec, their respective logos, and Caterpillar Amber, as will as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission. LEBE7178-00 2009 Caterpillar All rights reserved.

16 APPENDICES