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ELECTRONIC SENSORS AND SYSTEMS

Introduction

This section of the presentation covers the electronic sensors and related
circuits in the C-9 HEUI fuel system.

Some of the information will have already been presented from a different
perspective, however this layout enables this portion of the training to be
presented separately and allows some of the material to be reviewed.
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Injectors and Compression Brake Systems

• Combined harness for The HEUI injectors and the compression brake have a combined wiring
injectors and harness and power supply. As the injectors and the Compression Brake
compression brake do not operate at the same time, they are able to share the same power
operations
supply.

• Solenoids operate at Unlike other electronic engines, C-9 injectors operate at 70 Volts DC.
70 volts This is because of lower inductance values of the solenoids. Precautions
are still necessary because of the relatively high voltage which can cause
injury or worse.

The compression brake shares the same type of solenoids and valve body
as the injectors. The function of the actuators is to open the exhaust
valves when the piston is close to top dead center. This action causes the
cylinder to release the energy stored in the compressed air and in effect
converts the engine into a large air compressor. This air compression
causes a high load to placed on the engine which becomes a brake for the
vehicle.

Consult the Troubleshooting Guide for Compression Brake System

troubleshooting procedures.
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Speed/Timing Sensors

• Timing calibration The timing calibration connector located in front of the ECM, is used with
connector the timing probe to verify the accuracy the the Speed/Timing Sensors.
The connector is used to connect the Timing Calibration Probe to the
ECM.

Simply put, the probe measures the angular position of the crankshaft and
compares this to the measurement coming from the Speed/Timing
Sensors. The ECM then makes a correction or calibration if necessary.
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• Two basic functions Two passive Speed/Timing Sensors are installed: an upper (high speed)
of the speed/timing and a lower (cranking/low speed) sensor. The Speed/Timing Sensors
sensors
serve two basic functions in the system:
1. Engine speed measurement
2. Engine timing
Crankshaft timing (position) measurement
Cylinder identification
TDC location
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• Speed/Timing The Speed/Timing Sensors (arrows) are mounted on the rear of the front
Sensors (arrows): housing below the timing gear wheel, and must be installed in accordance
- Passive Sensors
with the Service Manual procedures.

• Sensor clearance is This type of (passive) sensor, unlike some other Speed/Timing Sensors,
not adjustable
has an air gap. The sensor is not in direct contact with the timing wheel
• No power supply
and runs with a clearance which is not adjustable. Additionally, being
required for passive passive sensors, they do not require a power supply.
speed/timing sensors
If a high speed sensor failure occurs, the cranking speed sensor will
• Speed/timing sensor automatically provide the back-up. A momentary change of engine sound
failure modes will be noticed as the changeover occurs.

A subsequent (double) Speed/Timing Sensor failure will cause an engine

shutdown. The engine will not run with two sensor failures.

If the fault in the high speed sensor is corrected, the ECM will continue to
use the cranking speed sensor until the engine is shut down and restarted.

The sensors may be functionally checked by cranking the engine and

observing the service tool status screen for engine rpm. A failure of either
sensor will be indicated by the active fault screen on the service tool. An
intermittent failure will be shown in the logged fault screen.

Refer to the Service Manual for the correct sensor installation procedure.
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Analog Sensors and Circuits

• Analog sensors The following analog sensors and circuits may be used in various
applications:
• Two types of analog
sensors: - Coolant Temperature - two wire, passive
- Active
- Air Intake Temperature - two wire, passive
- Passive
- (Two) Hydraulic Oil Temperature Sensors - two wire, passive
- Hydraulic Oil Pressure Sensor - three wire, active
- Atmospheric Pressure Sensor - three wire, active
- Turbocharger Outlet (Manifold) Pressure Sensor - three wire, active
- Lubrication Oil Pressure Sensor - three wire, active
- Fuel Pressure Sensor - three wire, active (if installed)

NOTE: Passive sensors have no external power supply. Active

sensors have a power supply.
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• Coolant temperature The Coolant Temperature Sensor supplies the temperature signal for the
sensor: following functions:
- Passive type
- Caterpillar Monitoring System coolant temperature display
• Sensor provides
output to multiple
- ET coolant temperature display
systems - High coolant temperature event logged above 107°C (225°F)
- Engine warning derate when 107°C (225°F) is exceeded (if so
equipped)
- Demand control fan (if so equipped)
- Air intake heater and ether aid operation
- Backup to hydraulic oil temperature sensor for HEUI system
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• Intake air temperature The Air Intake Temperature Sensor has two functions, it is used by the
sensor: ECM to prevent excessive intake temperatures from damaging the engine.
- Passive type

High air intake temperature leads to high exhaust temperatures which can
cause damage to exhaust system components (such as turbochargers and
exhaust valves).

This sensor, in conjunction with the Coolant Temperature Sensor, is also

used to determine the need for the air intake heater and/or ether operation
for engine starting. This feature improves cold starting and reduces white
smoke after start up. (The heater cycle is described later in the
presentation.)
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• Atmospheric pressure All pressure sensors in the system measure absolute pressure. Therefore
sensor: the sensors require the atmospheric sensor to calculate gauge pressure.
- Passive type The sensors are used both individually (absolute pressure) in the case of
atmospheric pressure, and as a pair to calculate oil and boost pressures
• Used to calculate (gauge pressures) for instrument panel and ET Status Screens.
gauge pressure
All those pressure sensor outputs are matched to the Atmospheric
Pressure Sensor output during calibration.

• Two methods used to Calibration can be accomplished using the ET service tool or by turning
calibrate sensors on the key start switch on for five seconds, without starting the engine to
automatically calibrate the sensors. The Atmospheric Pressure Sensor
performs three main functions:

• Three main sensor 1. Automatic Altitude Compensation (maximum derate 24%)

functions
2. Part of pressure calculation for gauge pressure readings
3. Reference sensor for pressure sensor calibration
At the time of publication, the Automatic Air Filter Compensation
function is not used on the C-9 engine.

NOTE: The active analog sensors share the common analog power
supply of 5.0 ± 0.2 Volts.
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• Automatic altitude Atmospheric pressure measurement by the sensor provides an altitude

compensation reference for the purpose of Automatic Altitude Compensation.
The graph shown here describes how derating on a typical C-9 starts at
7,500 ft. and continues linearly to a maximum of 17,000 ft. Other C-9
engines may vary depending on the application and HP rating.

• System continually The advantage of the HEUI electronic system is that the engine always
adjusts to optimum operates at the correct power settings for all altitudes. The system
power setting continually adjusts to the optimum setting regardless of altitude, so the
engine will not exhibit a lack of power or have smoke problems during
climbs or descents to different altitude.
NOTE: The electronic system has an advantage over a mechanical
fuel system which is derated in "altitude blocks" (i.e. 7,500 ft., 10,000
ft., 12,500 ft.). HEUI derating is continuous and automatic.
Therefore, a machine operating in the lower half of the block is not
penalized with low power. Conversely, a machine operating in the
upper half of the block will not overfuel with the HEUI system.
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• Turbo outlet pressure The Turbocharger Outlet Pressure Sensor (or more correctly, the Manifold
sensor: Pressure sensor) measures absolute manifold air pressure downstream of
- Active type
the aftercooler. "Boost" (manifold) (gauge) pressure can be read with the
service tools. This measurement is a calculation using the Atmospheric
• Boost pressure Pressure and the Turbocharger Outlet Pressure Sensors.
calculation
A failure of this sensor can cause the ECM to reduce power by as much as
60% when the ECM defaults to a zero boost condition.

• Air/fuel ratio control The primary function of the sensor is to enable the Air/Fuel Ratio Control
enabled by sensor which reduces smoke, emissions and maintains engine response during
acceleration. The system utilizes boost pressure, atmospheric pressure
and engine speed to control the air/fuel ratio. Engine fuel delivery is
limited according to a map of gauge turbo outlet (boost) pressure and
engine speed.
The Air/Fuel Ratio Control setting is not adjustable in C-9 machine
applications.
The secondary function of this sensor is for diagnostic functions, for
example; low power diagnostics using boost measurements.

INSTRUCTOR NOTE: The pressure calculations and purposes of

these calculations for all sensors are tabulated on the next page.
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• Oil pressure Two pressure sensors are used for the measurement of oil (gauge)
measurement pressure which is read on the instrument panel or Service tool:

- Oil Pressure Sensor

- Atmospheric Pressure Sensor

PRESSURE CALCULATIONS
MEASUREMENT MEASURED BY RESULT
• Calculations are used Oil pressure [oil press (A) - atmospheric (A)] = oil pressure (GP)
to determine gauge
pressure
These measurements are used to determine oil pressure for the ET service
tool, Caterpillar Monitoring System and to alert the operator that an
abnormal condition exists. The sensor operating range is 0 to 690 kPa
(0 to 100 psi) (A).

NOTE: (A) = absolute pressure

(GP) = gauge pressure

Here are some examples of these measurements and calculations:

Standard air pressure at sea level 0 kPa/psi GP
Standard air pressure at sea level 100 kPa (14.7 psi) A
Oil pressure can be read as absolute or as gauge pressures using ET.
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• Oil pressure map Engine oil pressure varies with engine speed. As long as oil pressure
increases above the upper line after the engine has been started and is
• Determines minimum
running at low idle, the ECM reads adequate oil pressure. No faults are
pressure for all rpm's
indicated and no logged event is generated.

If the engine oil pressure decreases below the lower line, the following
occurs:

• Low oil pressure - An event is generated and logged in the permanent ECM memory.
indications
- A Category 3 Warning (alert indicator, action lamp and alarm) is
generated on the Caterpillar Monitoring System (if so equipped).
- The engine is derated (if so equipped) to alert the operator.
The two lines are sufficiently separated to prevent multiple alarms and
events or a flickering lamp. This pressure separation is known as
• Oil pressure read on "hysteresis."
dashboard display
and ET Oil pressure can be read by the Caterpillar Monitoring System and ET.
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PRESSURE CALCULATIONS

MEASUREMENT MEASURED BY RESULT

• Calculations 1. Atmospheric pressure atmospheric sensor = ambient press (absolute)

determine gauge
pressure 2. Air filter differential Atmospheric - turbo inlet = filter ∆ pressure

3. Boost turbo outlet - atmospheric = boost (gauge press)

4. Manifold press. absolute turbo outlet sensor = boost (absolute press)

5. Oil pressure oil press - atmospheric = oil press (gauge press)

These measurements are used to determine:

1. Automatic Altitude Compensation

2. Automatic Air Filter Compensation and Restriction Indication

(if so equipped)

3. ET Boost Measurement

4. Caterpillar Monitoring System Lubrication Oil Pressure Indication

5. Altitude

NOTE 1: ∆ pressure = differential pressure

NOTE 2: Hydraulic Oil Pressure Sensor measures gauge pressure

The spreadsheet and oil pressure data on the previous page is

programmed into the ECM using Flash Programming and is stored in the
Personality Module.
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• Fuel pressure sensor: The Fuel Pressure Sensor (if installed) is used to give a warning to the
- Active type operator that a problem exists with the fuel supply system. The low
pressure could be a result of a plugged filter, a failed transfer pump,
debris or air in the system from a suction side leak.

• Low fuel pressure can Low fuel pressure, apart from causing a low power condition, can cause
damage injectors damage to the injectors due to cavitation erosion.

The Fuel Pressure Sensor reading can be used to troubleshoot a low

power fault.
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• Hydraulic oil Two Hydraulic (engine) Oil Temperature Sensors are used by the ECM to
temperature sensors: compensate for the effects of oil temperature on fuel injector timing and
- Passive type
fuel delivery. This compensation provides consistent engine operation
throughout a variety of operating conditions.

Two sensors are used on the C-9 as oil temperature may vary as it passes
through the engine.

• Enables automatic Without oil temperature monitoring, viscosity changes due to changes in
viscosity oil temperature would cause unacceptable variations in engine
compensation
performance (including exhaust emissions).

This timing variable is often known as "SOLSOI", which is short for Start
Of Logic to Start Of Injection. This measurement is the delay between
the signal leaving the ECM and the injector delivering the fuel to the
cylinder. This delay varies inversely with oil temperature.

• Oil grade plugs Additionally, two Oil Grade Plugs are installed in the wiring harness
which are used to select the oil grade for the engine.

• Oil grade detection Oil viscosity can effect injector timing of the C-9 engine. It is necessary
for the ECM to be programmed for the oil viscosity being used.
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• Two oil grade This input can be accomplished by two methods: Using ET and using the
detection methods oil viscosity plugs on the left rear of the engine.

Currently, two oil viscosities, 10W30 and 15W40 can be selected using
the plugs.

Using ET, 10W30 and 15W40 oil and additionally 0W10 oil can be
selected.

NOTE 1: See the Electronic Control System presentation for more

details.

NOTE 2: This information is subject to change. The Operation and

Maintenance Guide should be checked for current information.
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• Hydraulic oil pressure The Hydraulic Oil Pressure Sensor is located in the hydraulic supply
sensor: manifold and is used to measure injector actuation hydraulic pressure for
- Active type
the ECM.
• Senses injection
actuation pressure The ECM uses this measurement to control the hydraulic supply pump
pressure (through the Pump Control Valve).

The signal ranges from 0.7 to 3.2 Volts which corresponds to a pressure
range of approximately 6,000 to 26,600 kPa (870 to 3,860 psi).

• Injectors not activated The ECM will not activate the injectors to start the engine if the pressure
below 4000 kPa is reading below 4,000 kPa (580 psi). This hydraulic pressure is the
(580 psi) minimum required which will generate sufficient fuel pressure to exceed
the nozzle valve opening pressure (VOP). This feature enables hydraulic
pressure to build up faster during engine starting.

- VOP is currently 18,000 kPa (2,600 psi).

- The intensification ratio is approximately 6:1.

NOTE: Always use a wrench (not vise grip pliers) for removal and
installation of all sensors.
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• Digital sensors Digital Sensors and Circuits

The following digital sensors and circuits may used in the C-9 fuel system
depending on the application:

- Throttle Position Sensor

- Fan Speed Sensor (if so equipped)
- Speed/Timing Sensors
(covered separately in Electronic Control System)
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• Throttle position The Throttle Position Sensor provides engine speed control for the
sensor operator.
The sensor is connected to the machine wiring harness which is linked to
the engine ECM through the J1/P1 connector.
At engine start-up, the engine rpm is set to LOW IDLE for two seconds to
allow an increase of oil pressure before the engine is accelerated.

• 8 Volt digital sensor The Throttle Position Sensor receives 8 Volts from the Digital Sensor
power supply Power Supply at the ECM.
• Throttle functional A functional check of the throttle control system can be performed by
check connecting ET and monitoring the throttle position on the status screen as
the throttle is moved slowly in both directions. The status screen should
show between 0 and 100% of throttle position. (This reading should not
be confused with the duty cycle percentage.) Also a check of the Active
Faults screen will verify the status of the circuit.
• Failure mode A failure of this circuit will allow the engine to run at LOW IDLE only.
This system eliminates all mechanical linkage between the operator's
engine speed controls and the governor (ECM).

Excavators do not use a throttle position sensor to select desired engine

speed. Instead these machines use a speed dial to signal the desired
engine speed to the ECM.
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• Throttle position A Pulse Width Modulated (PWM) signal output is sent from the Throttle
sensor signal Position Sensor to the ECM. A PWM signal eliminates the possibility of
an erroneous throttle signal due to a short causing a possible "run-away."
• Control defaults to If a signal problem occurs, the control defaults to a desired engine speed
low idle with invalid of low idle. If the ECM detects an out-of-normal range signal, the ECM
signal ignores the Throttle Position Sensor signal and defaults to LOW IDLE.
The sensor output is a constant frequency Pulse Width Modulated (PWM)
signal to the ECM. Typical sensors will produce a duty cycle of 10 to
22% at the low idle position and 75 to 90% at the high idle position. The
percent of duty cycle is translated into a throttle position of 0 to 100% by
the ECM, which can be read on the ET status screen. Other applications
such as Track-type Tractors (with a Deceleration Position Sensor) differ in
PWM values for low and high idle. These values can be seen in the
Troubleshooting Guide for the appropriate application.

NOTE: Percentage of duty cycle and throttle position percentage are

different values and should not be confused.
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Engine Shutdown Systems

This switch signals the ECM to cut electrical power to the injectors. This
• Ground level
feature maintains power to the ECM (which maintains the signal to ET).
shutdown switch
The feature also enables the engine to be cranked without starting for
maintenance purposes.

The Ground Level Shutdown Switch is connected to the ECM through the
machine and engine wiring harnesses.

The circuit works by grounding either of two wires. By reversing the

status of these wires, the engine will either run or be shut down. If the
switch is operated, it is necessary to reset the system. Turn the key start
• Turn key switch off switch off for at least five seconds before attempting to restart.
before restarting
Otherwise, the engine will crank but will not start.

Not all machines will have this feature installed.

NOTE: It is essential that no other circuits be connected to this

system. Connection of customer circuits such as fire suppression
system to the Ground Level Shutdown circuit may cause an engine
malfunction. The User Defined Shutdown (next page) may be used in
conjunction with such circuits.
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• User defined The User Defined Shutdown feature may be used by a customer to
shutdown input connect another device (such as a customer installed fire suppression
system) to the system to shut down the engine. When the shutdown input
is grounded for one second, the engine will stop running. The input must
be pulled down below 0.5 Volts before the ECM will recognize the
shutdown signal.
Operation of the User Defined Shutdown is logged as an event and can be
shown on the ET status screen.

• Safety feature This feature is programmed to function (when the machine is safely
parked) only during the following conditions, for reasons of safety:
- Parking brake ENGAGED
- Transmission NEUTRAL
- Machine ground speed ZERO
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Cold Starting Aids

• Two starting aids There are two starting aids which can be used on the C-9 engine. The Air
Intake Heater and the Ether Aid, both can be employed simultaneously.

• Air intake heater The Air Intake Heater is mounted in the duct just downstream of the Air
Intake Temperature Sensor. The heater is used to raise the intake air to a
temperature sufficient to start the engine and eliminate white smoke
during and after starting.

The Air Intake Heater is controlled by the ECM which uses the Air Intake
Temperature Sensor, the Coolant Temperature Sensor and operating time
for input. The engine start cycle has two modes, a Continuous Cycle, and
followed by an On/Off Cycle mode.

There are failure modes if either of the temperature sensors fail. A lamp
indicates when the heater is operating.
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• Air intake heater cycle The Air Intake Heater cycle is explained here. However, reference should
be made to the Troubleshooting Guide for the most current information on
temperatures and times for its operation.

The need for heating is determined by the following calculation:

Coolant temperature + intake air temperature < 25°C (77°F)

For example, both coolant and air temperature are 10°C, a total of 20°C,
therefore the heating cycle is initiated.

• Air intake heater The heater is turned on by the ECM which energizes a relay. Note that
cycles the heater can be on at the same time ether is being injected, and vice
versa. The air intake heater control has five cycles:

- Power-up cycle 1. Power Up Cycle: The heater and lamp are turned on for 2 seconds
after the ECM is first powered up. This will happen regardless of
temperatures or engine speed.

- Pre-heat cycle 2. Pre-Heat Cycle: If coolant and air temperatures are cold enough, the
heater and lamp are kept on for up to 30 seconds more. After 30 seconds,
the heater and lamp are turned off if engine speed is still 0 rpm regardless
of temperature.

- Engine cranking
3. Engine Cranking Cycle: If coolant and air temperatures are still cold
cycle enough, and if engine speed is detected, then the heater and lamp are
turned on continuously as long as the engine is being cranked.

- Engine running 4. Engine Running Cycle: Once the engine achieves low idle, the heater
cycle
and lamp are kept on for an additional 7 minutes if coolant and air
temperatures are still cold enough.

- Post-heat cycle 5. Post-heat cycle: If coolant and air temperatures are still cold enough,
then the heater and lamp are cycled on and off for an additional 13
minutes. The cycle is 10 seconds on and 10 seconds off.

Programmability: The air intake heater is an attachment. This feature can

be enabled or disabled using ET, without factory passwords by the
customer.

In addition to the Air Intake Heater, an Ether Injection System may also
be installed for extremely cold conditions.
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Data Link Circuits

• CAT data link The CAT Data Link is the communication link between the ECM,
transmission control, Caterpillar Monitoring System, ET Service Tool, PC
• Link between various based software and other onboard/offboard microprocessor based systems.
systems
The CAT Data Link allows the various onboard systems to communicate
through a two wire connection.
The CAT Data Link is used for programming and troubleshooting the
electronic modules used with Caterpillar service tools through the Service
• Cat data link used Tool Connector. The ET Service Tool is connected through the Service
flash programming on Tool Connector.
C-9 CAT machine
engines
The CAT Data Link is also used for Flash Programming and there is no
ATA data link on C-9 machine engines.
• No ATA data link on
If a Personality Module is not programmed into the ECM, the service tool
C-9 CAT machine
engines will not be able to communicate with the ECM.
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• Cat data link circuit The CAT Data Link is a two wire (twisted pair) electrical connection used
for communication between electronic modules that use the CAT Data
• Data link wires twisted
Link. The cables are twisted to reduce RFI (Radio Frequency
to reduce RFI
Interference).
Typical systems connected by the data link are:
- Engine ECM
- Caterpillar Monitoring System Modules
- Transmission ECM
- Caterpillar ET Service Tools

The ECM communicates with the Caterpillar Monitoring System to share

engine information such as engine speed, engine oil pressure, coolant
temperature, filter restriction, and electronic system faults.
NOTE: Some engines may have a CAN data link shield connected
between terminals C and 42 as shown above with a dotted line.
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• Data link summary The Cat Data Link is used on Caterpillar C-9 machine engines for
communication between on board ECM's. This data link is also used for
• Cat data link
diagnostic and Flash Programming functions.

• CAN data link The CAN Data Link is a relatively new addition to Cat machines. This
high speed data link is used for programming functions on the Challenger
and Combine machines for example. The engine and other ECM's are
connected and communicate via the CAN Data Link (as well as CDL).

• ATA data link not The ATA Data Link is not used for Flash Programming C-9 machine or
used on C-9 machine industrial engines.
or industrial engines
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• Conclusion CONCLUSION

The C-9 HEUI Engine is a sophisticated engine with state of the art
systems. However, like many Caterpillar electronic controls, it is user
friendly and simpler to service than previous pump and line systems. The
key to this simplicity is excellence in training.

This training manual covers most applications currently in use, however

as the use of this engine expands, applications will have unique
requirements and these changes will be found in the relevant
Troubleshooting Guides and Service Manual modules.

INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be
answered.

Lab Exercise: General System Diagnostics

Perform diagnostic tests on a C-9 engine to determine the cause of a low

power and a failure to start problem.
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SLIDE LIST
1. Introduction, C-9 engine, title slide 36. Speed/timing wheel
2. Cylinder and valve location 37. Speed/timing calibration
3. C-9 Engine 38. Crankshaft slot
4. HEUI system diagram 39. Probe installation
5. Air intake and exhaust system, cross section 40. Timing calibration
6. Air intake and exhaust system 41. Timing calibration sensor circuit
7. Turbocharger 42. Injector
8. Waste gate 43. Injector calibration screen
9. Valve system 44. Pressure sensor calibration screen
10. Air intake heater 45. Oil grade detection
11. Lubrication system diagram 46. Electronic sensors and systems, title slide
12. Lubrication system cross section 47. Injectors and compression brake
13. Cooling system diagram 48. Timing calibration
14. Crankshaft oil flow 49. Speed/timing calibration
15. Rubber vibration damper 50. Speed/timing sensors
16. Viscous vibration damper 51. Analog sensor list
17. System power supplies 50. Coolant temperature sensor
18. ECM power supply 53. Intake temperature sensor
19. ECM power supply circuit 54. Atmospheric pressure sensor
20. ECM connector 55. Engine power derating map
21. Injector circuit 56. Turbocharger outlet sensor
22. Pump control valve circuit 57. Oil pressure sensor
23. Analog sensor supply circuit 58. Oil pressure map
24. Digital sensor supply circuit 59. Fuel pressure sensor
25. Air intake heater circuit 60. Hydraulic temperature sensors
26. Service tool power supply 61. Hydraulic pressure sensor
27. Electronic control system, title slide 62. Digital sensor list
28. ECM 63. Throttle position sensor
29. Fuel injector 64. Pulse Width Modulated (PWM) signal
30. HEUI injector testing 65. Ground level shutdown switch
31. Timing control logic 66. User defined shutdown input
32. Electronic governor 67. Air intake switch circuit
33. Speed/timing circuit 68. Cat Data Link diagram
34. Speed/timing sensors 69. Cat Data Link circuit
35. Timing wheel 70. Conclusion