Electrical M07 Sensors en

Caterpillar: Confidential Yellow
Global Manpower DevelopMent

electronIcS troubleShootInG Ilt

SwItcheS/SenSorS/SolenoIDS
MoDule 7 - text reference

Serv1877

electronics troubleshooting Ilt
Module 7 - Switches/Sensors/Solenoids
text reference

2010 Caterpillar Inc.
SERV1877 - 03/10 Module 7 - Switches/Sensors/Solenoids -2-

2_1

Switches

Electronic control systems use several types of switches. Switches may either
monitor an engine or machine parameter or may be operator activated. They all
have similar functions and are typically two-state devices (ON or OFF) that provide
power or grounded inputs in order to control devices.

Parameter
Monitored

Switch Makeup

Temperature

Variable Input with Thermistor or Thermocouple

Pressure

Strain Gauge with Variable Resistor and Switch

Bellows w/Induction or Capacitor and Switch

Fluid Flow

Paddle with Switch

Operator
Activated

- Toggle
- Push / Pull
- Momentary (Hold)
- Push to Set / Push to Release

SWITCHES (ON / OFF INPUT DEVICES)

3_1

The above chart shows switches (on/off input devices) classified by the parameter
monitored and the switch makeup. Temperature, pressure, fluid flow, and coolant
level switches include a variable resistor or some other method of turning the switch
on or off such as a thermocouple. When the machine conditions exceed or decrease
below a specified limit, the switch opens (or closes) and sends a signal to the ECU.
Operator activated switches send a signal to the ECU when the switch is manually
activated by the operator.

Rear Brake

4_1

Main Display Module
GN
BK

BK 18
BK 18

T
Rear Brake Oil
Temperature Switch

temperature Switch
4_2

The top photo shows a brake oil temperature switch (arrow) located on an articulated
truck. The temperature switch contacts are normally closed. When the engine
is running and brake oil temperature is within the desired range determined by
engineering, the contacts stay closed and complete the ground circuit. The switch
opens once the brake oil temperature exceeds an acceptable limit, alerting the
operator of the condition.

This type of temperature switch can be tested using a digital multimeter on the volts
or ohms scale. An excessive voltage drop across the terminals would indicate a
defective switch.

2

Brake Oil Pressure 20

B

5_1

Main Display Module

BK 16
PK 16

RD 16
BK 16

Brake Oil
Pressure Switch

5_2

pressure Switch

The top photo shows a brake oil pressure switch (arrow). The pressure-type switch
contacts are normally open (engine not running/low oil pressure). When the engine
is running and brake oil pressure is within the desired range, the contacts close and
complete the ground circuit.

If brake oil pressure drops to a level where the contacts open, the switch will interrupt
the ground circuit signal to the ECU, causing the ECU to activate a fault condition.
In the case of a broken wire, the ECU will interpret the signal in the same manner as
a low pressure event.

This type of pressure switch can be tested using a digital multimeter on the volts
or ohms scale. An excessive voltage drop across the terminals when adequate
pressure is present would indicate a defective switch.

6_1

Engine ECM

Ground

BU 16
2 BK 16

BK 18
BK 18

Coolant Flow 18
Coolant Flow Switch

6_2

flow Switch

The top photo shows an example of a coolant flow switch. The flow switch is a
paddle type and is normally open, closing once there is sufficient fluid flow. If flow is
restricted, the switch will interrupt the ground circuit signal to the ECU, causing the
ECU to activate a fault condition. In the case of a broken wire, the ECU will interpret
the signal in the same manner as reduced or no flow.

This type of switch can be tested using a digital multimeter on the volts or ohms scale.
An excessive voltage drop across the terminals when adequate flow is present (or
when the paddle is hand actuated) would indicate a defective switch.

Sensor r
Ret r

12

BN

Parking Brake
Op tc

44

16
1
PK 16

7_1

Transmission ECM
J1

Parking
Brake Switch

operator-activated Switch
7_2

Operator activated switches send a signal to the ECU when activated by the operator.
The switch opens or closes and sends a signal to the ECU informing the ECU to
perform an action. In this application a parking brake switch (arrow) on an articulated
truck sends a signal to the ECU when actuated by the operator. The ECU processes
the signal and sends an output signal to engage the parking brake.

This type of switch can be tested using a digital multimeter on the volts or ohms
scale. An excessive voltage drop or excessive resistance across the terminals while
the switch is closed would indicate a defective switch.

Parameter
Monitored
Sensor
Makeup
Active or
Passive
DMM
Measurements

Speed
Pickup Coil Passive (2 Wire) Volts / Hz / Ohms
Hall Effect Active (2/3/4 Wire) Volts / Hz / Duty Cycle

Temperature
Variable Resistor Passive (2 Wire) Volts / Ohms
Variable Resistor Active (3 Wire) Volts / Ohms
Variable Resistor Active (3 Wire) Volts / Hz / Duty Cycle

Pressure

Strain Gauge with
Variable Resistor
Active (3 Wire) Volts
Active (3 Wire) Volts / Hz / Duty Cycle

Position
Variable Resistor Active (3 Wire)

Volts / Hz / Duty Cycle Hall Effect Active (3 Wire)
Magnetostrictive Active (3 Wire)

Fuel Level
Variable Resistor Passive (2 Wire) Volts / Ohms
Ultrasonic Active (4 Wire) Volts / Hz / Duty Cycle

SENDERS / SENSORS (VARIABLE INPUT DEVICES)

8_1

Sensors

Sensors (variable input devices) can be classified in several ways as illustrated in
the chart above. This chart shows the typical sensors and senders found on Cat
engines and machines.

The types of senders and sensors in this chart are classified by the parameter
monitored. Other sensor characteristics include:

Sensor Makeup: Internal components that determine the type of signal
produced.
Active or Passive: An active sensor receives power from the ECU or
battery and must be powered to check operation. A passive sensor
does not require power from the ECU and can be tested without power
applied.
DMM Measurements: Type of electronic signals for a sensor that a
digital multimeter can measure.

NOTE: Most variable input devices are referred to as sensors. The fuel level
input device with a variable resistor is normally referred to as a sender. All
variable input devices will be referred to as sensors in this presentation.

Do not have to be powered in
order to test.

test off engine or machine
(static test).

9_1 9_2

passive Sensors

Passive sensors are typically two-wire sensors, with the exception of single-wire
senders. Passive sensors do not require ECU or battery power in order to function
and test. Testing can usually be accomplished by checking the resistance of the

sensor. All passive sensors will be of the analog type.

Pin assignments for passive sensors are as follows:

Position 1: Signal
Position 2: Return/Ground

10_1

10_2

active Sensors

Active sensors are typically three-wire sensors, but can be two- or four-wire. Active
sensors require ECU or battery power in order to function and test. Active sensors
fall into one of two categories:

Analog (top photo): A signal that varies smoothly over time and in
proportion to the measured parameter. These signals are typically DC
voltage.
Digital (bottom photo): Digital signals are usually associated with
computerized electronic controls and measuring devices. The signal(s)
will switch between two distinct levels, such as 0 to +10 Volts, or more
simply stated as low and high. The internal electronics of a sensor
determine the amplitude or level.

Pin assignments for active sensors are as follows:

A or 1 position: Power
B or 2 position: Return/Ground
C or 3 and 4 position: Signal

D
C

V
o
l
t
s

+

0
Pressure (kPa)

11_1

analog Signals

As previously mentioned, an analog signal is a signal that varies smoothly over time
and in proportion to the measured parameter. Analog signals on Cat equipment are
typically AC or DC voltage.

The above illustration shows a DC analog signal trace of a pressure sensor. This
type of electronic signal is proportional to the amount of pressure sensed in a system.
As pressure increases, the resistance of the sensing device changes. The change in
resistance, and thereby voltage, would be sensed by the ECU.

NOTE: Analog sensors that have a DC output will have a typical operating
range of 0.2 volts to 4.8 volts. Voltage ranges may be different, depending on
application.

One Cycle

0

Time

12_1

The above illustration depicts a sine wave produced by analog speed/timing sensors.
Sine waves are types of signals that change direction (alternating current). In the
above example, the voltage rises to a peak positive value, drops to zero, reverses
polarity, rises to a peak negative value, and returns to zero. One positive and one
negative alternation produces one cycle. The cycle is repeated continuously.

The number of cycles that occur in one second is called frequency, expressed in Hertz
(Hz). As the speed of the measured parameter increases, so will the frequency.

hall effect: varying requency,
onstant Duty ycle

pwM: onstant requency,
varying Duty ycle.

High

Two Distinct
Amplitude Levels

Low

13_1

Digital Signals

As previously stated, digital signals switch between two distinct levels such as 0 to
+10 Volts, or more simply stated as high and low. The internal electronics of a
specific device determine the amplitude or level. Digital signals on Cat equipment

are typically of the Hall-Effect or pulse width modulated (PWM) type.

The above illustration depicts a typical Hall-Effect signal. Hall-Effect sensors
operate using a current field and a piece of iron (gear tooth). When the gear tooth
is introduced perpendicular to the current field, all of the electrons are forced to
one side of the semiconductor (rememberlike forces repel and opposites attract).
When current is forced to one side of a semiconductor, a difference in potential
(differential voltage change) can be detected. The gear tooth moving across the Hall
cell gives a high state. The low state indicates the Hall cell is located in the valley
between two teeth.

Digital signals created by Hall-Effect will have a frequency that varies with the speed
of the parameter being measured, and will typically have a constant duty cycle of
50%.

PULSE WIDTH MODULATION

+
On
ON (80%) OFF (20%)

0

Off One Period

14_1

The above illustration shows a PWM signal. A PWM signal is measured in duty
cycle, which is defined as % time on (high) vs. % time off (low) for one pulse. In the
example above, the signal is on (or high) for 80% of the pulse and off (or low) for 20%
of the pulse. This would indicate a duty cycle of 80%.

On Cat equipment, a position sensor would be a good example of a device that
produces a PWM signal. A PWM signal has a constant frequency output and the
duty cycle (percentage of time on versus time off) of the signal varies as conditions
(rotary position) change. The output of the sensor is sent to an ECU where the signal
is processed.

SERV1877 - 03/10 -15- Module 7 - Switches/Sensors/Solenoids

Sensor ypes

15_1

Sensors convert a physical parameter into an electronic signal. Electronic controls
use this signal (input information) to monitor engine and machine conditions and
determine appropriate output signals.

Several different types of sensors provide this input information to the ECU. These
include:

Speed/Timing
Temperature
Pressure
Position
Fluid Level

basically a small generator.
he Speed/ iming sensor
provides signals to the .

he signals are created as the
timing wheel rotates past the
sensor pickup.

unique pattern of teeth indicates
engine position (timing) to the
each tooth is spaced
apart the same number of
degrees, with one extra tooth
in the pattern. he detects
this extra tooth and uses it as
a reference point to determine
timing.

PASSIVE SPEED SENSORS

- Two-Wire Sensor

- Magnetic Pickup Coil

16_1 16_2

DMM MEASUREMENTS

- Volts

- Hz

- Ohms

16_3 16_4

A passive (two-wire) magnetic frequency-type sensor converts mechanical motion to
an AC voltage. A typical magnetic pickup consists of a coil, pole piece, magnet, and

housing. The sensor produces a magnetic field that, when altered by the passage of
a gear tooth, generates an AC voltage in the coil. The AC voltage and the frequency
of the AC signal is proportional to speed.

Magnetic pickup sensors rely on the distance between the end of the pickup and
the passing gear teeth to operate properly. Typically, when the pickup is installed, it
is turned in until it makes contact with the top of a gear tooth and then turned back

out a partial turn before it is locked in place with a locking nut. A weak signal may
indicate that the sensor is too far away from the gear. It is important to check the
specifications when installing these sensors to insure the proper spacing. Variable
gap speed sensors are no longer used on new production equipment as fixed gap
sensors are becoming more commonplace.

Magnetic engine speed sensors may be used in pairs. One sensor is specifically
designed for optimum performance at slower engine speeds which occur during
cranking and when the engine first starts. The other sensor is designed for optimum
performance at normal engine operating speeds. The mounting for the sensors
differ from each other to keep them from being interchanged.

Although the sensors have an optimum operating range, the ECU will use the signal
from the remaining sensor as a backup in case of a failure.

A magnetic pickup may be checked for both static and dynamic operation. With the
pickup disconnected from the machine electrical harness, a resistance reading of the
pickup coil (measured between pins) should indicate a coil resistance referenced in
the specifications. The resistance value differs between pickup types, but an infinite
resistance measurement would indicate an open coil, while a zero reading would
indicate a shorted coil.

ower speed sensitivity; much
more accurate than mag pickup
type
all are three-wire ( ctive)
Dependent on metal passing
though a magnetic field

requency (hz) varies
Duty constant
Square wave signal
voltage may change some but
is a signal carrier, not the main
signal to be measured

ACTIVE SPEED SENSORS

- Two, Three, or Four-Wire

- Hall-Effect

18_1 18_2

Engine ECU
SPEED SENSOR CIRCUIT

J1

DMM MEASUREMENTS

+V Sensor
Supply

Sensor Ground
Return

11
OR 18

A
BR 18 B
YL 18 C
12

OR 18
BK 18
YL 18

+V
Ground
Signal
Engine
Speed
Sensor

- Volts

- Frequency

Engine Speed 62

18_3 18_4

Some Caterpillar electronic systems use a Hall-Effect sensor for detecting magnetic
fields. The electronic transmission control uses this type of sensor to determine
transmission output speed, and the electronic unit injection system uses this type of
sensor to provide pulse signals for determining the speed and timing of the engine.

Both sensor types have a Hall cell (sensing element) located in the tip of the sensor.
As a gear tooth passes the Hall cell, the change in the magnetic field produces a

small signal. The internal electronics of the sensor process the signal and sends a

digital signal to the ECU.

The sensing element is extremely accurate because it is not speed dependent. The
sensing element operates down to 0 rpm over a wide temperature operating range.


19_1

The timing measurement function of a speed/timing sensor uses a change in the
magnetic field as a gear tooth passes to determine a tooth edge. A unique tooth
pattern on the timing wheel allows the ECU to determine crankshaft position, direction
of rotation, and rpm. The ECU counts each pulse and determines speed, memorizes
the pattern (unique tooth pattern) of the pulses, and compares that pattern to a
designed standard to determine crankshaft position and direction of rotation.

This view shows a timing wheel and sensor. As each square gear tooth (arrow)
passes the cell, the sensing element generates a small signal. If the signal is below
average (gap), the output will be low. If the signal is above average (tooth under
cell), the output will be high.


20_1

temperature Sensors

Temperature sensors measure the temperature of coolant, oil, intake air, fuel,
exhaust, etc. Temperature sensors can be active (three-wire) or passive (two-wire).

This sensor includes a temperature-sensitive variable resistor (thermistor). The
voltage drops of passive sensors and the voltage output of active analog sensors
correlate to a specific temperature. On this type of temperature sensor, the signal
(DC Volts) can be checked with power ON. The sensor resistance of passive sensors
can be checked with power OFF.

Active digital temperature sensors also use a thermistor that is sensitive to changes
in temperature. The circuitry inside the sensor body converts the analog output of
the thermistor to a PWM signal, which is sent to the ECU.

21_1

pressure Sensors

Pressure sensors are used to measure pressures of oil, fuel, intake manifold (boost),
atmosphere, crankcase, injection actuation, etc. Most pressure sensors found on
Cat equipment are active (three-wire) analog sensors.

Pressure sensors contain a strain gauge which changes resistance when a pressure
is applied to it. The sensor circuitry detects this change in resistance and outputs a
voltage in accordance with this resistance. The voltage output of a pressure sensor
correlates to a specific pressure.


position Sensors

22_1

Position sensors convert mechanical component position into an electrical signal
for the ECU. They are digital sensors which produce a PWM signal. The ECU reads
this PWM signal and determines the position of the component, such as a throttle
position. The above illustration depicts a lever or throttle position sensor.

NOTE: The duty cycle output of a lever position sensor should be approximately
5% to 95% from stop to stop.

23_1

Magnetostrictive position Sensor

A magnetostrictive position sensor is shown in the above photo. This type of position
sensor provides a PWM signal to the ECU, indicating cylinder position.

In a magnetostrictive sensor, a pulse is induced in a specially-designed
magnetostrictive wave guide by the momentary interaction of two magnetic fields.
The magnetostrictive principle is defined as a change in resistance when a magnetic
field is applied perpendicular to the current flow in a thin strip of ferrous material.

24_1

In magnetostrictive sensors, a thin piece of wire (wave guide) is placed inside a
protective tube. The wave guide transmits the input and output signals. An electronic
current (input) pulse from the sensor electronic assembly creates a magnetic field
around the protective tube. The magnetic field interacts with the position magnets
magnetic field and causes the wave guide to twist. This twist is the return signal that
is sent back to the sensor electronics at a sonic speed along the wave guide.

The position of the moving magnet is precisely determined by measuring the elapsed
time between the release of the electronic pulse and the arrival of the return signal
(wave guide twist).

25_1

level Sensors

A level sender assembly is located in the top or side of a tank and measures the
depth of fuel or oil in the tank.

The depth of liquid in the tank determines the position of a float. This float will be
attached to a lever or a spiral rod. The float will cause the lever to move up or down,
or the float will travel up or down the spiral rod, rotating the rod as it moves. The
sender is attached to the lever or rod, and changes resistances as the lever moves
up and down, or as the rod rotates. This resistance is measured by the ECU or a
mechanical gauge.

26_1

Some Cat machines are equipped with an ultrasonic level sensor. This type of sensor
is used on fuel systems and replaces older types of sensors that used a resistive
sending unit inside the fuel tank.

The ultrasonic fuel level reacts to the level of fuel in the tank. The sensor emits an
ultrasonic signal that travels up a guide tube in the tank. The signal is reflected off of
a metal disk on the bottom of a float that rides on the fuel and is directed back to the
sensor. The sensor measures the amount of time it takes for the signal to leave the
sensor, reflect off the disk, and return to the sensor.

The sensor has four contacts. The open or grounded status of contact three on the
connector tells the ECU whether the sensor is installed in a deep tank or a shallow
tank. Contact three should be open for a deep tank and grounded for a shallow
tank.

Troubleshooting procedures for the ultrasonic sensor would be the same as those
used for other PWM sensors. The ultrasonic sensor must be installed in a fuel tank
to be tested.

lthough voltage is typically
the measured parameter
for troubleshooting, current
performs the work.

simple compass may also
be used to check for electrical
functionality of a solenoid, as
well as checking the resistance
of the coil and comparing it to
specifications.

27_1

Solenoids

Many Caterpillar electronic control systems use solenoids to perform a control
function. Some examples are shifting the transmission, raising an implement, fuel
injection, etc.

Solenoids are electronic devices that work on the principle of an electrical current
passing through a conductive coil, thereby producing a magnetic field. This magnetic
field can be used to perform work, typically moving an internal spool. The type of
solenoid that is used is determined by the task that is to be performed. The
transmission shift solenoids in the above photo divert oil when the spools are moved
by their respective magnetic field.

Solenoid valves in Cat equipment are either two-state (ON/OFF), or variable (PWM).
Two-state solenoids actuate with a constant voltage, usually +12 or +24 VDC.
Variable solenoids actuate using a PWM current. The less current needed, the lower
the duty cycle of the source voltage. As more current is needed, the duty cycle is
increased.

To quickly check if a solenoid is energizing, set a screwdriver on the coil nut. If the
coil is energized, the screwdriver blade will be attracted to the nut by the coils
magnetic field.

he red dashed line shows the
baseline current versus
pressure for a solenoid valve
used in the lectro- ydraulic
Implement System. he area
between the two solid lines is the
acceptable tolerance bands for
solenoid valve performance.

600

500

400

300

200

100

0

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

Solenoid Current (Amps)

28_1

PWM solenoids receive a varying PWM current from their respective ECU. A fault is
recorded if the ECU senses the signal to the actuator solenoid as open, shorted to
ground, or shorted to battery.

The above graph shows the relationship between the current sent by the Implement
ECU to the pilot actuator solenoids and the resulting pilot pressure.

Electrical M07 Sensors en

Încărcat de

Informații document

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

Electrical M07 Sensors en

Încărcat de

Drepturi de autor:

Formate disponibile

Caterpillar: Confidential Yellow

Global Manpower DevelopMent

S-ar putea să vă placă și