92942111 c4 4 c6 6 electronic application installation guide

7/22/2019 92942111 c4 4 c6 6 Electronic Application Installation Guide

http://slidepdf.com/reader/full/92942111-c4-4-c6-6-electronic-application-installation-guide 1/112LEBH7120-00

electronics application&installationguide

INDUSTRIAL ENGINEC4.4 & C6.6


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Table of Contents

C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C2

1 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.1 Applicable Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.2 Electronic Applications Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.3 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

1.3.1 Warning — Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.3.2 Warning — Electrostatic Paint Spraying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.3.3 Warning — Jump-Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Engine Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2.1 Electronic Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82.2 Sensor Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2.2.1 Intake Manifold Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82.2.2 Intake Manifold Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92.2.3 Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92.2.4 Fuel Rail Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92.2.5 Fuel Pump Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.2.6 Electronic Unit Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.2.7 Crankshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.2.8 Pump/Camshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.2.9 Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.2.10 Wastegate Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.3 Engine Component Diagrams and Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.3.1 C6.6 Factory-Installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.3.2 C6.6 Engine Wire Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132.3.3 C4.4 Factory-Installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142.3.4 C4.4 Engine Wire Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152.3.5 C6.6 Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162.3.6 C4.4 Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

2.4 Customer System Overview Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.4.1 Connection, Power, and Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2.4.2 Indication Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.4.3 Controlling the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.5 Required Components to Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.6 Optional Customer-Installed Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.6.1 Typical Customer-Installed Component Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202.6.2 Example OEM Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.3 Example 1 Basic Engine Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.4 Example 2 Construction Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.5 Example 3 Industrial Open Power Unit Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.6 Example 4 Agricultural Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.7 Example 1 — Basic Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222.6.8 Example 2 — Construction Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.6.9 Example 3 — Industrial Open Power Unit Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . 242.6.10 Example 4 — Agricultural Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

3 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.1 Engine Block Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

3.1.1 Ground Stud on Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.1.2 Ground Connection to Tapping on Engine Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

3.2 Voltage and Current Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28


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Table of Contents

3.3 ECU Power Supply Circuit Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283.3.1 Battery (+) Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303.3.2 Battery (-) Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303.3.3 Correct Method of ECU Battery Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313.3.4 Correct Method of ECU Battery Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

3.4 Engine ECU Power Supply Circuit Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

3.4.1 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343.4.2 Inductive Energy — Fly-back Suppression Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4 Connectors and Wiring Harness Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354.1 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4.1.1 ECU Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354.1.2 Connector Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.1.3 Tightening the OEM Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.1.4 ECU Connector Wire Gauge Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.1.5 ECU Connector Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.1.6 Terminal Retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374.1.7 Hand Crimping For Prototype Machines and Low Volume Production . . . . . . . . . . . . . . . . . . . . . . . 374.1.8 ECU Connector Sealing Plug Installation Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384.1.9 OEM Harness Retention at the ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384.1.10 Machine Crimping For High Volume Production . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.2 Harness Wiring Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394.2.1 General Recommendations for Machine Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.2.1.1 Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394.2.1.2 Cable Routing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394.2.1.3 Mounting Location for Electronic Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404.2.1.4 Electromagnetic Compliance (EMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404.2.1.5 Diagnostic Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404.2.1.6 Termination Resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414.2.1.7 Pin Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

5 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425.1 Starting the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425.2 Stopping the Engine (and Preventing Restart) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

5.2.1 Ignition Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435.2.2 Emergency Stop Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435.2.3 Battery Isolation Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445.2.4 Remote Stop Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445.2.5 Datalink Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455.2.6 Common Problems With the Application of Stop Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

6 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466.1 Analogue Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

6.1.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

6.1.2 Analogue Sensors — Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476.1.3 Evaluating Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

6.1.3.1 Analogue Input Test Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486.1.3.2 Idle Validation Switch Test Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

6.1.4 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496.1.5 Required Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506.1.6 Analogue Throttle Switch — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50



Table of Contents


6.2 PWM Sensor — Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506.2.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506.2.2 Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506.2.3 Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516.2.4 PWM Throttle — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

6.3 PTO Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

6.3.1 PTO Mode On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516.3.2 PTO Mode Set/Lower Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516.3.3 PTO Mode Raise/Resume Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.4 PTO Mode Disengage Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.5 PTO Mode Preset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.6 PTO Mode Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.7 PTO Mode — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.8 Example of PTO Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

6.4 Multi-Position Throttle Switch (MPTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 536.4.1 Multi-Position Throttle Switch — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

6.5 Torque Speed Control TSC1 (Speed Control Over CAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556.6 Arbitration of Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

6.6.1 Manual Throttle Selection Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556.7 Ramp Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556.8 Throttle Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

6.8.1 Throttle Parameter Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.1 Diagnostic Lower Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.2 Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.3 Initial Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.4 Lower Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.5 Initial Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.6 Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.7 Upper Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

6.8.1.8 Diagnostic Upper Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.2 Throttle Calibration Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 596.8.2.1 Idle Validation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

7 Cold Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647.1 Control of Glow Plugs by the Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

7.1.1 Relay, Fuse, and Cable Gauge Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647.1.2 Wait-to-Start/Start Aid Active Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 657.1.3 OEM/Operator Control or Override of the Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 667.1.4 Ether Cold Start Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 667.1.5 Water Jacket Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 677.1.6 Ambient Temperature Sensor — ET Configurable Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

8 Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

8.1 Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688.1.1 Gauge Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688.1.2 Lamp Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688.1.3 Indicator Lamps Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 698.1.4 Datalink-Driven Intelligent Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708.1.5 Minimum Functional Specification for J1939 Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708.1.6 Customer Triggered Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70



Table of Contents

8.2 Engine Software Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.1 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

8.2.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.1.2 Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.1.3 Derate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.1.4 Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

8.2.2 Monitoring Mode — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.3 Monitoring Mode Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

8.2.3.1 Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 728.2.3.2 Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 728.2.3.3 Intake Manifold Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

8.2.4 Other Derate Reasons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 739 Monitored Inputs for Customer-Fitted Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

9.1 Configurable States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749.2 Air Filter Service Indicator — Air Intake Restriction Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749.3 Coolant Low Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 759.4 Fuel in Water Trap Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

10 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7610.1 Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

10.1.1 All Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7610.1.2 Torque Limit Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7610.1.3 Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7610.1.4 High Speed Governor (Governor Run-Out) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

10.2 Auxiliary Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7810.3 Rating Selection Via Service Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7810.4 Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

10.4.1 Rating and Droop Changes Requested Via the J1939 Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7910.4.2 Service Maintenance Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

11 Using the ET Service Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

12 Datalink Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1 SAE J1939 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1.1 Summary of Key J1939 Application Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1.2 Physical Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1.3 Network Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1.4 Application Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

13 J1939 Supported Parameters Quick Reference Summary Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-8514 J1939 Parameters — Detailed Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

14.1 Sending Messages to the ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8614.2 J1939 Section 71 — Vehicle Application Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87-10414.3 J1939 Section 73 — Diagnostic Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105-10614.4 Supported Parameters — Section 21 — Simplified Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

14.5 Supported Parameters — Section 81 Network Management — Detailed Descriptions . . . . . . . . . . . . . 10715 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

15.1 Appendix 1 — ECU J1 Connector Terminal Assignments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108-10915.2 Appendix 2 — List of Diagnostic and Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-111



Introduction and Purpose


1 Introduction and Purpose

This document will provide necessary information for correct electrical and electronic installation of C4.4 or C6.6

Industrial engines into an off-highway machine. Caterpillar expects that there will be some additions and

modifications to this document as the engine program development continues, and as OEM requests for

information not currently addressed are added. The information herein is the property of Caterpillar Inc. and/or itssubsidiaries. Without written permission, any copying or transmission to others, and any use except that for

which it is loaned is prohibited.

1.1 Applicable EnginesThe information contained is the best available at the time of authoring to describe the application and installation

requirements of the production software as of January 2007.

Some engines shipped before this date will not have all the features described in this document. Likewise, some

additional features will be added after this date. Contact the electronic applications team for the latest

information on software feature release dates.

1.2 Electronic Applications ContactsIf the information in this document is incomplete, incorrect, or further details are required, please contact your

applications engineer.

Electronic Applications Team

Mark Tegerdine — Electronic Application Team Leader

Telephone: +44(0) 1733 583222

Email: [email protected]

1.3 SafetyMost accidents that involve product operation, maintenance, and repair are caused by failure to observe basic

safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations

before an accident occurs. A person must be alert to potential hazards. This person should also have the

necessary training, skills, and tools in order to perform these functions properly.

The information in this publication was based upon current information at the time of publication. Check for the

most current information before you start any job. Caterpillar dealers will have the most current information.

Improper operation, maintenance or repair of this product may be dangerous. Improper operation, maintenanceor repair of this product may result in injury or death.



Introduction and Purpose

Do not operate or perform any maintenance or repair on this product until you have read and understood the

operation, maintenance, and repair information.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in

this publication and on the product are not all-inclusive. If a tool, a procedure, a work method, or an operating

technique that is not specifically recommended by Caterpillar is used, you must be sure that it is safe for you and

for other people. You must also be sure that the product will not be damaged. You must also be sure that the

product will not be made unsafe by the procedures that are used.

1.3.1 Warning — Welding

Welding can cause damage to the on-engine electronics. The following precautions should be taken before and

during welding:

• Turn the engine off. Place the ignition keyswitch in the OFF position.

• Disconnect the negative battery cable from the battery. If the machine is fitted 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.

• Protect any wiring harnesses from welding debris and splatter.

DO NOT use electrical components in order to ground the welder. Do not use the ECU or sensors or any other

electronic components in order to ground the welder.

1.3.2 Warning — Electrostatic Paint Spraying

The high voltages used in electrostatic paint spraying can cause damage to the engine electronics. The damage

can manifest itself through immediate failure of components or by weakening electronic components, causing

them to fail at a later date.

The following precautions should be taken when using electrostatic paint spraying techniques on engines:

• Connect all 64 pins of the ECU J1 connector directly to the spraying booth ground.

• Connect the engine block to ground at 2 points. Ensure that good screwed connections onto bright metal

are used.

1.3.3 Warning — Jump-Starting

Jump-starting an engine can cause higher than normal voltages to appear across the battery terminals. Care

must be taken that this does not exceed the recommended maximum voltage for the ECU.



Engine Component Overview


2 Engine Component Overview

2.1 Electronic Control Unit (ECU)

The A4E2 ECU is an electronic control device, fundamentally a computer that governs engine speed and torque

output. The ECU processes sensor measurements from the connected sensors to determine fuel quantity, fuel

timing, fuel pressure, and intake pressure. The device is assembled to a special mounting plate fitted to the

engine. The location is common on both C4.4 and C6.6 engines, left hand side close to the fuel rail. The device has

two connection sockets, one for the engine wire harness (J2) that is blue in color and the other for the machine

OEM harness connection (J1) that is grey in color. There are two ECU options, a fueled-cooled version and an air-

cooled version. The choice of option depends on the maximum ambient temperature (see mechanical installation

guide for details of fuel connection requirements and temperature restrictions).

2.2 Sensor Details

2.2.1 Intake Manifold Pressure Sensor

The intake manifold pressure sensor measures the air pressure inside the intake manifold, after the turbo. There

are two sensor options dependent on the choice of rating. The operating range of the sensor options differs. The

range is either 0-339 kPa absolute or 0-440 kPa absolute.

The sensor is used to determine atmospheric (barometric) pressure. During certain operating conditions the ECU

will take a snapshot of the measured pressure to set the atmospheric pressure value. The atmospheric pressure

is used to determine the atmospheric related fuel limits (if any); e.g., at high altitude fuel may be limited during

cranking to prevent turbo over-speed. The ECU also uses the atmospheric value to calculate gauge pressure of

other absolute engine pressure sensors.

When the engine is running, the sensor measurement is used as an input parameter to calculate torque and air

fuel ratio limits. This helps prevent black smoke during transient engine conditions, mainly during acceleration orupon sudden load application; i.e., if intake manifold pressure is too low for the requested fuel, the fuel is limited

to prevent the over-fuel condition. The measurement will also be used to select certain timing maps.

Intake manifold pressure is also used to control the turbo wastegate regulator, if fitted. The turbo wastegate

regulator control system regulates intake manifold pressure to a desired value, calibrated in the software. In

order to do this, the software needs to know the actual value of intake manifold pressure, hence the need for the

sensor measurement.

If the intake manifold pressure sensor/circuit fails, a low default value is used in the software. The wastegate

regulator control (if fitted) will go to open loop, whereby the resultant intake manifold pressure will be low (as

determined by the wastegate hardware chosen) and fuel will be limited under certain engine conditions,effectively providing a fuel/torque derate.




2.2.2 Intake Manifold Temperature Sensor

This sensor measures the temperature inside the inlet air manifold. There are two sensor options on the C4.4

engine depending on the turbo arrangement. The operating range of the sensors differs. The range is either -40°C

to +120°C or -40°C to +200°C (used on straight turbo options). The C6.6 engine uses the -40°C to +120°C option.

Note: This is the sensor to which the engine is calibrated. Intake air temperature measurement is very

sensitive to location. If the OEM adds additional inlet air temperature monitoring; for example, during prototype evaluation, it should be anticipated that there may be a difference of several degrees Celsius

between the engine sensor and the OEM sensor.

Intake manifold temperature measurement is used as an input to the cold start strategy. When the engine is

running the sensor measurement is used as an input parameter to calculate torque and air fuel ratio limits.

The OEM has no connection to this sensor, but if the intake air is required by some machine system; for example,

for fan control strategy, the data can be accessed on the J1939 datalink.

It is possible, if extreme temperatures are measured at the intake, that the engine will derate. In the event of a

derate, an event code will be generated on the J1939 datalink or displayed on the service tool, and the warning

lamp will illuminate.

2.2.3 Coolant Temperature Sensor

The coolant temperature sensor measurement is used as an input to the cold start strategy. The measurement is

also used to select certain maps at 0°C, 50°C, 65°C, and 70°C. The engine is considered warm at 65°C. The fuel

delivery characteristics will change dependent on the engine temperature. The sensor is also used for activating

the glow plugs for cold engine starting and for detecting high coolant temperatures for raising an event. The

range is -40°C to +120°C

If the sensor/circuit fails, a default value is used and a diagnostic code is raised. For glow plug control if this

sensor/circuit is faulted, the intake manifold air temperature sensor is used. It is possible that with this

sensor/circuit in a failure condition, white smoke may result during a cold engine start. The high coolant temperature event will not be raised under this fault condition.

The sensor reading of coolant temperature is also used to determine the maximum fuel allowed during engine

starting. If the sensor/circuit fails, it is possible the engine will not start under cold engine conditions.

It is possible, if the coolant temperature exceeds the design limits, that the engine will derate. In the event of a

derate, a fault code will be generated on the J1939 datalink or displayed on the service tool, and the warning lamp

will illuminate.

2.2.4 Fuel Rail Pressure Sensor

The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure fuel rail. (The fuel in the

fuel rail feeds all injectors. Injection takes place when each injector is electrically operated.)

The fuel rail pressure measurement is used in conjunction with the high-pressure fuel pump to maintain the

desired fuel pressure in the fuel rail. This pressure is determined by engine calibrations to enable the engine to

meet emissions and performance objectives.

If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set with a warning; a default value used

and a 100 percent engine derate results. The default value for fuel rail pressure will allow the engine to run in a

limp-home fashion whereby a known fuel rail pressure will be controlled within reasonable engine conditions.

Emissions compliance cannot be guaranteed under this fault condition.





2.2.5 Fuel Pump Solenoid

The fuel rail pump solenoid is used to control the output from the high-pressure fuel pump. It is energized when

fuel is required to be pumped into the high-pressure fuel rail. Varying the energize time of the solenoid controls

the fuel delivery from the pump. The earlier the solenoid is energized (degrees before TDC), the more fuel is

pumped into the fuel rail.

The solenoid forms part of the fuel rail pressure closed loop control system in conjunction with the fuel rail

pressure sensor, ECU, and software. The fuel rail pressure sensor measures the fuel rail pressure; the signal is

processed by the ECU, and software and compared to the desired fuel rail pressure for the given engine

operating conditions. The control algorithmcontrols the fuel rail pump solenoid energize time. There is no OEM

connection to this component.

If the fuel rail pump solenoid fails, it is likely that fuel will not be pumped into the fuel rail and engine shutdown or

failed start is expected.

2.2.6 Electronic Unit Injectors

Each fuel injector contains a solenoid to control the quantity of fuel injected. Both positive and negative wires to

each solenoid are wired directly back to the ECU.

There is no OEM connection to this component. Voltages of up to 70V are used to drive the injectors. The signals

to the injectors are sharp pulses of relatively high current. The OEM should ensure that any systems that are

sensitive to electromagnetic radiation are not in proximity to the harness components that lead to the injectors.

2.2.7 Crankshaft Speed/Timing Sensor

The crankshaft speed-timing sensor is a Hall-effect sensor. The sensor works in conjunction with the timing ring

fitted to the engine crankshaft.

The sensor produces a signal as the timing ring/crank rotates past the sensor. The ECU uses this signal to

calculate crankshaft speed and crankshaft position. The crank speed/timing signal is used during normal engine

running since it is more accurate than the signal obtained from the cam speed/timing sensor.

If the crank speed/timing sensor signal is lost or faulted, the engine is capable of starting provided the cam speed/

timing signal is healthy. A diagnostic and warning will be raised if the fault occurs during engine running. A full

derate will result since the engine is not guaranteed to be emissions compliant due to the accuracy of the cam

speed/timing signal. The diagnostic and derate will not be raised during engine cranking (if fault present), but the

service tool will provide a means to read the condition of the cam and crank speed signals to aid fault finding.

The OEM has no connection to this sensor. If the OEM

requires accurate engine speed information, it may be

obtained from the SAE J1939 datalink. The software

includes logic to prevent reverse engine running.




2.2.8 Pump/Camshaft Speed/Timing Sensor

The camshaft speed/timing sensor works in conjunction with the timing ring fitted inside the high pressure fuel

pump. The sensor produces a signal as the timing ring/pump rotates past the sensor. The ECU uses this signal to

calculate camshaft speed, camshaft position and engine cycle. The cam speed/timing signal is required for

determining the correct engine cycle and is also used for limp-home operation in the event of the crank speed

sensor/circuit being faulted/lost.

If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not start (since engine cycle is not

known from the crank signal only), but if the engine is already running, no engine performance effect will be

noticed. A diagnostic and warning will be raised if the fault occurs during engine running. The diagnostic will not

be raised during engine cranking, but the service tool will provide a means to read the condition of the cam and

crank speed signals to aid fault finding. The software includes logic to compensate for minor timing errors.

2.2.9 Oil Pressure Sensor

The oil pressure sensor measures the engine oil pressure in kPa. Oil pressure is used for engine protection,

whereby if insufficient oil pressure is measured for a given speed, an event for low oil pressure would be raised.

The low oil pressure threshold is defined as a map against engine speed. Currently, two levels of event are

specified. Level 1 is the least severe and raises a warning. Level 3 is the most severe and raises a warning which

requests that the engine be shutdown. Automatic engine shutdown can be configured for certain applications,

such as gensets, to occur when a level 3 event is raised.

If the oil pressure sensor fails, a diagnostic is raised and a default value is used by the software, which has been

chosen to be a healthy (high) pressure value. It is not possible to raise an event while an oil pressure diagnostic

is present.

2.2.10 Wastegate Regulator

The regulator controls the pressure in the intake manifold to a value that is determined by the ECU. The

wastegate regulator provides the interface between the ECU and the mechanical system that regulates intake

manifold pressure to the desired value that is determined by the software.





2.3 Engine Component Diagrams and Schematics

2.3.1 C6.6 Factory-Installed Wiring and Components

Intake Manifold

Pressure

Intake Manifold

Temperature

Fuel Rail Pressure

Wastegate Regulator (If Equipped)

Electronic Unit Injectors

Coolant Temperature

Oil Pressure

Pump/Cam Speed/

Timing

Crank Speed/Timing

Fuel Pump

64 Pin Plug

Diagnostic (If Equipped) A4E2 ECM

J1

J2




2.3.2 C6.6 Engine Wire Harness Schematic

6 INJECTOR CYLINDER 6 RETURN

62 INJECTOR CYLINDER 6



40 FMP SENSOR GROUND

37 TEMPERATURE SENSOR RETURN

10 SPEED SENSOR POWER (+8V)

52 CRANK SPEED/TIME SENS SIG

53 PUMP /CAM SPEED SENS SIG

42 IMT SIGNAL









OIL PRESSURE SENSOR

FUEL MANIFOLD

PRESSURE SENSOR

COOLANT TEMPERATURE

SENSOR

INTAKE MANIFOLD

TEMPERATURE SENSOR

CRANKSHAFT SPEED/

TIMING SENSOR

PUMP / CAM SPEED

SENSOR

FUEL PUMP

SOLENOID A

B

D

E

F

G

DIAGNOSTIC

CONNECTOR (9 PIN)

1

2

1

2

1

2

1

2

1

2

2

1

3

24 J1939 +

23 J1939 -

20 CDL-

21 CDL+

45 BAT - (FOR COMMS ADAPTER)

18 BAT+ (FOR COMMS ADAPTER)

51 FMP SENSOR SIGNAL

48FMP SENSOR POWER SUPPLY(+5V)

43 COOLANT TEMP SIGNAL

56 OIL PRESSURE SENSOR SIGNAL

39 OIL PRESSURE SENSOR RETURN

47 OIL PRESSURE SENSOR PWR (+5V)

55 IMP SIGNAL

38 IMP RETURN

46 IMP POWER SUPPLY (+5V)

1

2

3

4

1

2

3

4

1

2

3

4

2

1

3

21

3

1

2

ELECTRONIC

WASTEGATE

ACTUATOR

25 FUEL PUMP SOLENOID PWM SIG

26 FUEL PUMP SOLENOID RETURN

19 WASTEGATE RETURN

17 WASTEGATE PWM SIGNAL

A4E2 ECUJ2 Connector

INJECTOR

CYLINDER 6

INJECTOR

CYLINDER 5

INJECTOR

CYLINDER 4

INJECTOR

CYLINDER 3

INJECTOR

CYLINDER 2

INJECTOR

CYLINDER 1

T957 BK

T951 BK

T952 BK

T958 BK

T953 BK

T959 BK

T954 BK

T960 BK

T955 BK

T961 BK

T956 BK

T962 BK X931YL

X925PK

X930 GY

X924 BR

X929BU

X923 OR

X928 GN

X922 WH

X927 YL

X921 PK

X926 GY

X920 BR

101 RD

229 BK

944 OR

945 BR

Y793 YL

Y792 PK

C211 BK

M795 WH

Y951 PU

Y950 YL

L731 BR

C967 BU

995 BU

R997 OR

Y948 BR

Y946 BU

L730 OR

Y947 BR

994 GY

T997 OR

T993 BR

X731 BU

996 GN

E965 BU

P920 BR

INTERNAL

(ROCKER

COVER)

EXTERNAL

C

H

J

INTAKE MANIFOLD

PRESSURE SENSOR

NOT ALWAYS FITTED

ON FIXED SPEED

ENGINES





2.3.3 C4.4 Factory-Installed Wiring and Components

Intake Manifold

Pressure

Intake ManifoldTemperature

Fuel Rail Pressure

Wastegate Regulator (If Equipped)

Electronic Unit Injectors

Coolant Temperature

Oil Pressure

Pump/Cam Speed/

Timing

Crank Speed/Timing

Fuel Pump

64 Pin Plug

Diagnostic (If Equipped)

A4E2 ECM

J1

J2





2.3.5 C6.6 Principal Engine Electronic Components

Crank Speed

Sensor

Coolant

Sensor

Oil Pressure

Sensor

Intake Temperature

Pump/Cam

Speed

Sensor

Fuel RailPressure

Sensor

Intake

Pressure

Sensor

ECU

Fuel Pump

Solenoid Note: Variable

Wastegate Fitted to

Right Hand Side





2.4 Customer System Overview Key Elements

The engine can be wired and configured many different ways dependent on the requirements of the OEM. The

key elements to consider are:

2.4.1 Connection, Power, and Grounding

The engine ECU requires electrical power. The requirements for powering the ECU need careful review. It is

important to understand how to connect the ECU to the machine battery; more detail is given in the power and

grounding section of this document.

2.4.2 Indication Starting and Stopping the Engine

With the battery connected, a single connection to the ECU is required to initialize the ECU. Once initialized the

ECU will be ready to control the engine. It is important to consider how the power to pin 40 is controlled; most

machines use a simple keyswitch to start and stop the engine. There are specific recommendations for stopping

the engine that are specified in the starting and stopping section of this guide. Mandatory requirements regarding

operator indication are in place; see the operator display section of this document.

2.4.3 Controlling the Engine

There are specific requirements in this document for controlling engine speed and auxiliary components. Further

information is available in the speed demand section of this document.

2.5 Required Components to Install

Mandatory or Required Components Section

Battery Power and Grounding Considerations

Circuit Protection Power and Grounding Considerations

Keyswitch Starting the Engine

Warning Lamp Operator Displays

Shutdown Operator Displays

Wait-to-Start Lamp Operator Displays

Glow Plug Relay Cold Starting Aid

Speed Demand Input Engine Speed Demand




2.6 Optional Customer-Installed Components*

Optional Components Section

Low Oil Pressure Lamp Operator Displays

PTO Mode Lamp Operator Displays

Maintenance Due Lamp Operator Displays

Remote Shutdown Switch (Normally Open) Stopping the Engine

Coolant Level Sensor Monitored Inputs for Customer Fitted Sensors

Water Fuel Sensor Monitored Inputs for Customer Fitted Sensors

Air Filter Restriction Switch Monitored Inputs for Customer Fitted Sensors

PWM Throttle Position Sensor Engine Speed Demand

Analogue Throttle Position Sensor withIdle Validation Switch (1) Engine Speed Demand

Analogue Throttle Position Sensor with

Idle Validation Switch (2) Engine Speed Demand

Throttle Selection Switch Engine Speed Demand

Multi-Position Switch Engine Speed Demand

PTO On/Off Switch Engine Speed Demand

PTO Set/Lower Switch Engine Speed Demand

PTO Raise/Resume Switch Engine Speed Demand

PTO Disengage Switch Engine Speed Demand

Mode Switch (1) Engine Governor

Mode Switch (2) Engine GovernorMaintenance Due Reset Switch Additional Options

Ambient Temperature Sensor Additional Options

* Check compatibility in specific sections, some components cannot be used together.




2.6.2 Example OEM Schematic

The engine can be configured and wired many different ways dependent on the requirements of the OEM. The

following four example schematics and descriptions provide a guide for the OEM.

2.6.3 Example 1 Basic Engine Application

This solution is suitable for applications where very little integration or additional engineering is a requirementwhen compared to the solution used for a mechanical engine. This solution can be used in most mechanically

governed engine replacement situations. The OEM needs to consider only basic functions: power supply, operator

indication, cold start aid, and a simple method of controlling the engine speed.

2.6.4 Example 2 Construction Application

An application where the engine, in response to an arrangement of switched inputs will operate at one of a range

of defined speeds. This is suitable for applications where the device has multiple operating speeds that are

defined for the specific output reasons, for simplicity of operator use, or for operation dependent upon the

environment — e.g., quiet modes. This could include auxiliary engine on-road sweeper, multiple speed water

pumps, etc. There are sixteen possible set speeds based on four discrete ECU inputs. In addition to the keyswitch,

a separate engine shutdown switch is used to stop the engine.

2.6.5 Example 3 Industrial Open Power Unit Application

An application where the engine, in response to a control input such as a button press, accelerates from idle

speed up to the pre-defined operating engine speed. Once at the pre-defined operating speed, the engine speed

may be raised or lowered by increment/decrement button presses. This is suitable for enhancing some of the

applications of the single speed (set speed) control or to provide a variable speed control without having a

throttle pedal/lever. This functionality may benefit when the user wants to use “set speed operation,” but with the

capability to adjust it themselves — users may have a favorite operating speed. This could include concrete

pumps and hydraulic driven machines.

2.6.6 Example 4 Agricultural ApplicationThe application will allow single or twin throttles, engine twin set speed control, multi mode operation, integrated

display drive, etc. This set-up is suitable for applications where the customer requires a high degree of operator

control over the machine’s behavior. It is one of the most complex applications. Typically, this is used in mobile

applications that may be driven to the place of work and require operator selectable speed operation while

performing their chosen task. This could include tractors, combines, and backhoe loaders.




2.6.8 Example 2 — Construction Schematic OEM Harness

A4E2 ECU

J1 CONNECTOR

OFF

ON

START

IGNITION KEY

SWITCH STOP LAMP

WARNING LAMP

7 BATTERY+

NOTE 7

1. CAN shield connection at ECM is optional2. Fuse value depends on Mag Switch circuit current3. CDL connection may be used for secondary diagnostic

connection4. Fit suppression diodes across relay coils

5. Glow Plug fuse rating differs between 4cyl and 6cylengines and system voltage6. Starter motor control circuits will vary

7. Fuse value dependent on system voltage

NOTES

UNCONTROLLED DOCUMENT FORINDICATION ONLY

Caterpillar Confidential Green

Battery

Chris Crawford 21st AUG 2006

Construction OEM Wiring Schematic

8 BATTERY+

15 BATTERY+

16 BATTERY+

1 BATTERY-

2 BATTERY-

3 BATTERY-

9 BATTERY-

10 BATTERY-

60 STOPLAMP

59 WARNINGLAMP

57 START AIDCONTROL

40 IGNITIONKEYSWTICH

5A

50 THROTTLEPOSITIONSWITCH2



10POSITION

ROTARYSWITCH

CAN J1939 BUS

120OHM

20 CANJ1939+

21 CANJ1939-

22 CANJ1939SHIELDNOTE 1

63 COLDSTART LAMPCOLD START - WAIT TO START LAMP

LOW OIL PRESSURE LAMP62

LOWOILPRESSURELAMP(OPTIONAL)

23 CDL+

24 CDL-NOTE 3


48SHUTDOWNSWITCH(CLOSETOSTOP)

35 SWITCHRETURN

TO GLOWPLUGS

GLOW PLUGRELAY

TO STARTER MOTOR

MAG SWITCH

Rear View of J1 Plug

S1

S2

S3

S4

CMN

Front View of J1 Plug

J1 PLUG

120OHM

NOTE 5

NOTE 4

NOTE 2





2.6.9 Example 3 — Industrial Open Power Unit Schematic OEM Harness

A4E2 ECUJ1 CONNECTOR

OFF

ON

START

IGNITION KEYSWITCH STOP LAMP

WARNING LAMP

7 BATTERY+

NOTE 7

SET / LOWER

1. N/A2. Fuse value depends on Mag Switch circuit current3. N/A4. Fit suppression diodes across relay coils5. Glow Plug fuse rating differs between 4cyl and 6cylengines and system voltage6. Starter motor control circuits will vary7. Fuse value dependent on system voltage

NOTES

UNCONTROLLED DOCUMENT FOR

INDICATION ONLYCaterpillar Confidential Green

Battery

PTO MODE LAMP

Chris Crawford 21st AUG 2006

IOPU OEM Wiring Schematic

8 BATTERY+

15 BATTERY+

16 BATTERY+

1 BATTERY-

2 BATTERY-

3 BATTERY-

9 BATTERY-

10 BATTERY-

60 STOPLAMP

59 WARNINGLAMP

61 PTOMODE LAMP(OPTIONAL)

57 START AIDCONTROL

40 IGNITIONKEYSWTICH

RAISE / RESUME

ON/ OFF

49 PTOMODE- DISENGAGE (NC)

5A

DISENGAGE SWITCH

63 COLDSTART LAMPCOLD START - WAIT TO START LAMP

LOW OIL PRESSURE LAMP62

LOWOILPRESSURELAMP(OPTIONAL)

35 SWITCHRETURN

TO GLOWPLUGS

GLOW PLUGRELAY

50 PTOMODE- RAISE/RESUME

51 PTOMODE - SET/ LOWER

52 PTOMODE- ON/ OFF

TO STARTER MOTORMAG SWITCH

Rear View of J1 Plug Front View of J1 Plug

J1 PLUG

NOTE 5

NOTE 4

NOTE 2



Power and Grounding Considerations

Diagram 1 Ground Points 1 & 2

Diagram 2 Ground Point 3

Ground Point

Option 1Ground Point

Option 2

Ground Point Option 3




The maximum permissible circuit resistance including positive and negative wires is 50mOhms for 12V systems

and 100mOhms for 24V systems; however, Caterpillar recommends that this value should not be targeted during

design, as it is often difficult to predict the final circuit resistance when considering other factors such as fuse

holders, connector resistance and aging. A target calculated circuit resistance including wire and connections of

40mOhms for 12V systems and 80mOhms for 24V systems is recommended. The table below provides typical wire

resistance for various cross sections of copper wire.

Wire Gauge Typical Wire Resistance (mOhms) and Length (m) @ 20° C

AWG mm2 2m 4m 6m 8m 10m

6 13.5 2.8 5.6 8.4 11.2 14

8 9 4 8 12 16 20

10 4.5 8 16 24 32 40

12 3 14 28 42 56 70

14 2 20 40 60 80 100

As with all electrical circuits wire should be selected so that the rated maximum conductor temperature is not

exceeded for any combination of electrical loading, ambient temperature, and heating effects of bundles,

protective braid, conduit, and other enclosures. Consult wire manufacturers’ data sheets for further information.

A4E2 ECU

-+ Battery

N e g a t i v e W i r e R e

s i s t a n c e

( O h m s )

P o s i t i v e W i r e R e s i s t a n c e

( O h m s )

Circuit Load (ECU)

Total Circuit Length

Note: Circuit protection not shown




3.3.3 Correct Method of ECU Battery Connection

Correct Power Supply Wiring

• ECU positive wires connected direct to battery, not via starter motor

• Power supply wires go to all four positive pins and all five negative pins on the ECU connector

• Negative is wired to the battery rather than return through chassis

• The engine is grounded

Right

Starter

Motor

ECU

Connector

Chassis

Engine

Fuse





3.3.4 Incorrect Method of ECU Battery Connection

Incorrect Wiring

• Positive wired via starter motor. High volt drop to ECU on starting.

• Single pin on ECU used for each of positive and negative supply. Possibly exceeding pin ratings and possibly

causing risk of arcing or overheating.

• ECU return through chassis — risk of conducted noise and also additional voltage drop.

• Engine not grounded — risk of engine component damage.

Starter

Motor

ECU

Connector

Chassis

Engine

Chassis

Wrong




3.4 Engine ECU Power Supply Circuit Resistance TestIt is not possible to accurately measure the machine ECU power supply wire resistance using a standard

ohmmeter alone; it is therefore necessary to use a specific test circuit. The diagram and table below detail the

test apparatus used in the circuit to determine the engine ECU circuit resistance. The circuit consists of two

voltmeters and a resistor connected to the J1 ECU plug that can be switched in and out of circuit using a relay. It

is very important to keep the test circuit resistance to a minimum; use a relay with low contact resistance(preferably silver oxide or gold) and short lengths of heavy gauge wire.

Component Caterpillar Part Number Supplier Part Number Quantity

J1 Receptacle 245-1040 12244365 1

2.2 Ohm Resistor 200w N/A N/A 1

Relay (low contact resistance) N/A N/A 1

Pushbutton N/A N/A 1

Voltmeter N/A N/A 2

R1

V1

2.2 Ohms 200 watts

Voltmeter 1

7 168 15 1 92 3 10 J1 Engine ECU Plug

Machine

Harness

-+

V2

Voltmeter 2

Machine Battery





3.4.1 Test Procedure

Record the measured resistance value of the test resistor used. Disconnect the J1 engine ECU plug from the ECU

and connect the test apparatus detailed in the above diagram to the plug. Press the button for three seconds and

at the same time record the voltage measured from Voltmeter 1 and Voltmeter 2.

Formula:

Power Supply Circuit Resistance (mOhms) = 1000 * (R1 * (V2 – V1)/V1)

V1 = Voltmeter 1 Measured Value

V2 = Voltmeter 2 Measured Value

R1 = Measured Resistor Value

Worked Example:

V1 = 11.8

V2 = 12R1 = 2.21 Ohms

1000 * (2.21 * (12 – 11.8)/11.8)

1000 * (2.21 * 0.1695)

1000 * (0.375)

Harness Resistance = 37.5 mOhms

3.4.2 Inductive Energy — Fly-back Suppression Diode

When an inductive load is suddenly switched off, fly-back energy is introduced to the circuit. This can be

observed as a voltage spike. When using an ECU output to drive an inductive load such as a relay or solenoid,

circuit protection needs to be considered. To prevent unnecessary ECU circuit loading, use relays or solenoids

with integral fly-back suppression components to suppress induced fly-back energy.

Relay with Suppression Diode

+ -



Connectors & Wiring Harness Requirements

4 Connectors and Wiring Harness Requirements

4.1 Requirements

4.1.1 ECU Connector

The A4E2 engine ECU has an integral rectangular 64-pin Delphi Packard socket; the socket is grey in appearanceand is the customer/OEM connection point. To make a connection to the engine ECU the components listed in the

table below are required.

Qty Description (photo ref.) Delphi Part Number Caterpillar Part Number

1 Plug Assembly (1) 15488667 245-1042

1 Wire Dress Cover (2) 15488664 245-1045

2 Terminal Lock (TPA) (3) 15404650 245-1044

N/A Contact Socket (Terminal) (4) 15359002 245-1047

N/A Sealing Plug (5) 12129557 245-1048

Components required for A4E2 engine ECU connection

The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals.




4.1.6 Terminal Retention

Two terminal position assurance components should be used once all terminals have been crimped and inserted

into the connector body. Terminal Position Assurance — Caterpillar part no. 245-1044 (Delphi p/n 15404650).

Note: It is critical that two terminal position assurance components are used.

Connector body and terminal assurance components

When a terminal has been properly crimped and retained, it will be able to withstand a “pull test” of 45N (10 lb).

4.1.7 Hand Crimping For Prototype Machines and Low Volume Production

A hand crimp tool and appropriate die are required for crimping contact sockets — (Delphi p/n 15359002). The

hand crimp tool and removal tool for removing the sockets from the connector body are available from Power and

Signal Group (PSG).

Caterpillar Hand Crimping Solution

Component Caterpillar Part Number Supplier Part Number

Contact Socket 267-9572 10-613370-020

Crimp Tool Number 1U5804 Deutsch HDT-48-00

Removal Tool 266-1683 15314902

Delphi Solution

Component Caterpillar Part Number Supplier Part NumberContact Sockets 245-1047 15359002

HT Micro 100W Crimp Tool with Die —European Use Only N/A HT42000480-1

Delphi Crimp Tool N/A 12129557

Removal Tool N/A 15314902

Note: The insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimped

into each terminal.





4.2.1.3 Mounting Location for Electronic Modules

The least harsh possible location should be selected for an electronic component or module, even one that is

robustly designed. Select the mounting location carefully, therefore, considering exposure to frost, vibration, heat,

mechanical damage, or ingress of water, dust or chemicals.

Care should be taken during design to ensure that components are accessible for repair and possible

replacement in the field. Poor maintenance access may lead to poor quality repairs in the field.

4.2.1.4 Electromagnetic Compliance (EMC)

Special measures should be taken to shield cables if the application is to be used in extreme electromagnetic

environments — e.g. aluminum smelting plants. If screened cable is used, the screens should be connected to

ground at one point only. That point should be central if possible.

4.2.1.5 Diagnostic Connector

A nine-pin diagnostic connector is fitted to the engine wire harness on all industrial engines. Various diagnostic

and development tools may use the connector to access the engine data links.

If the connector is inaccessible when the engine is in the application or no connector is fitted to the engine wire

harness, provisions should be made to allocate an alternative location for diagnostic connection. In this case it is

recommended that a diagnostic connector be wired in a location that can be easily accessed, free from possible

water/dirt ingress and impact damage. The engine wire harness must not be changed or modified. To wire a

diagnostic connection use the data link pins available on the OEM J1 ECU connector.

It is recommended that all customer-installed nine-pin diagnostic connectors be wired according to the diagram

below.

A

B

D

E

F

GJ1939 + J1939 +

J1939 -J1939 -

CDL +

CDL -

CDL +

CDL -

21

20

24

23

Battery +

Battery -

Service Tool

Connector

J1 ECU




Mandatory Requirement for Prototype Machines

It is mandatory for all prototype machines to have access to the engine’s CDL/PDL and J1939 CAN data links.

4.2.1.6 Termination Resistor

It is recommended that termination resistors be wired to the OEM machine harness as stated in the SAE

standard. If the engine is the only CAN J1939 device ever present on the machine it is not necessary to wire the

resistors. It is important to note, however, that if devices such as handheld code readers, CAN PC tools, or

navigation systems are installed in the field later, resistors will be required.

Nine-Pin Diagnostic Connector Part Numbers

Description Deutsch Part Number Caterpillar Part Number

Receptacle (with flange) HD10-9-96P 9W-1951

Receptacle HD14-9-96P 8T-8736

Receptacle End Cap HDC-16-9 8C-6354

4.2.1.7 Pin Information

Pin Description Diagnostic Connector J1 OEM 64-Way Connector

Battery + Pin A

Battery - Pin B

PDL/CDL + Pin D 23

PDL/CDL - Pin E 24

J1939 - Pin F 21

J1939 + Pin G 20



Engine Speed Demand


6.1.3 Evaluating Component Compatibility

The following procedure should be used to evaluate whether an analogue throttle is compatible with the engine

ECU. This may be used either by the OEM in selecting components or by the manufacturer of devices which are to

be connected to the engine.

The following test circuits must be used when evaluating analogue throttle devices.

6.1.3.1 Analogue Input Test Circuit

6.1.3.2 Idle Validation Switch Test Circuit

22K

Normal

Supply

Voltage of Device Under

Test

13V DC

V1

Device

Under Test

Sig

V+

V-

2K

Normal

Supply

Voltage of

Device

(Hall Effect

Devices Only)

13V DC

V2

Device

Under

Test

IVS

IVS

V+

IVSGround



Engine Speed Demand

6.1.4 Test Procedure

Test 1: Output at Min Position

Place the Device Under Test (DUT) in its minimum or “released” condition.

Measure the voltage V1.

Test 2: Output at Min Position: Forced

Without causing damage, pull the pedal/handle hard against the minimum travel end stop. Measure the

voltage V1.

Test 3: Output at Max Position

Place the DUT in its maximum or “fully depressed” condition.


Test 4: Output at Max Position: Forced

Without causing damage push the pedal/handle hard against the maximum travel end stop. Measure the

voltage V1.

Test 5: IVS Switch Closed Voltage

Place the DUT in its minimum or “released” condition.


Test 6: IVS Switch Opening Threshold


Test 7: IVS Switch Open Voltage

Place the DUT in its maximum or “fully depressed” condition.


Test 8: IVS Switch Closing Threshold


Test 9: Track Resistance (potentiometer-type sensors only)

If the DUT is a potentiometer-type device, disconnect it from the test circuit and measure the resistance across

the track (from V+ to V-).



Engine Speed Demand


6.1.5 Required Values

If the results obtained from the tests above are in the ranges specified below, the device will be compatible with

the default values in the ECU.

Test Parameter Units Min Nominal Max

1 Output at Min Position Volts 0.45 0.6 0.7

2 Output at Min Position: Forced Volts 0.4 0.6 —

3 Output at Max Position Volts 3.8 4 —

4 Output at Max Position: Forced Volts — 4 4.5

5 IVS Switch Closed Voltage Volts 0 0.5 1.2

6 IVS Switch Opening Threshold Volts 1.08 1.15 1.22

7 IVS Switch Open Voltage Volts 4 10 24

8 IVS Switch Closing Threshold Volts 1.08 1.15 1.22

9 Potentiometer Track Resistance K Ohms 1 2.5 3

If the results of the tests are not in the range specified in the table above, the device will not be compatible with

the default settings in the ECU. Contact the electronic applications team to determine whether it will be possible

to configure the input to meet the device.

6.1.6 Analogue Throttle Switch — ET Configurable Parameters

The throttle configurable parameters must be configured in Cat ET prior to using the analogue throttle feature.

The parameters are selectable in the main throttle configuration screen. See the throttle calibration section of

this guide for parameter details.

6.2 PWM Sensor — Compatibility

6.2.1 Device Description

One input is available for PWM throttle devices that may be pedal, lever, or cable operated. A regulated 8V,

100mA power supply is provided by the ECU.

6.2.2 Component Compatibility

The sensor should have a sinking output driver with a frequency of 500 hz (+/- 50 hz). The sensor should give a

valid output within 150 ms of power being applied.

When mounted on the pedal and lever the target duty cycle should be as follows; however, it is possible to

deviate from these values by adjusting the throttle configuration in ET.

Position Acceptable Signal Duty Cycle Range

Released (low idle) 10 to 22%

Fully Depressed 75 to 90%



Engine Speed Demand

6.2.3 Connection Details

6.2.4 PWM Throttle — ET Configurable Parameters

The throttle configurable parameters must be configured in Cat ET prior to using the PWM Throttle feature. The

parameters are selectable in the main throttle configuration screen. See the Throttle Calibration section of this

guide for parameter details.

6.3 PTO ModePTO mode has also previously been referred to as “engine speed cruise control” or “set speed control.”

PTO mode is a cost effective way to control engine speed as it only requires switched inputs.

Another benefit is that it can be used in an application where it is necessary to control the engine speed from

several different points on the machine.

The disadvantage of controlling engine speed via PTO mode is that it takes some time to ramp up or down to the

required speed.

6.3.1 PTO Mode On/Off Switch

When this switch input is open, the PTO mode cannot be engaged and none of the other buttons will have any

effect. When the switch is turned off, any adjusted memorized speed will be lost.

6.3.2 PTO Mode Set/Lower Button

When the PTO mode is on but not engaged, the first time that the set button is pressed it will save the current

engine speed as the memorized speed, and the engine will try to run at this speed.

Once a PTO speed has been engaged, if the button is pressed again or if it is held down, the engine speed will

be lowered.

33 SENSOR RETURN

53 PWM THROTTLE SENSOR INPUT

43 SENSOR SUPPLY +8 VDC+8 VDC

RTN

SIGNAL

PWM Throttle Sensor ECUJ1

50 PTO MODE - RAISE RESUME

51 PTO MODE - SET/LOWER

52 PTO MODE - ON/OFF

ECUJ1

49 PTO MODE - DISENGAGE

35 SWITCH RETURN

ON/OFF

SET/LOWER

RAISE RESUME

DISENGAGE



Engine Speed Demand


6.3.3 PTO Mode Raise/Resume Button

If the resume button is pressed before the set button, immediately after start or after switching on the cruise

control on/off switch, the engine will go to the preset speed as described below.

If the PTO mode has already been engaged by the set button, the resume/raise button can be pressed or held

down to increase the speed.

After the PTO mode has been disengaged using the disengage switch described below, pressing the

resume/raise button will set the engine speed to the last memorized speed.

6.3.4 PTO Mode Disengage Switch

If the disengage switch input is opened, the engine speed will not follow the memorized speed but will return to

the next highest engine speed demand.

The disengage switch may be an operator panel switch, or may be a micro-switch on the brake, clutch, or other

component of the application.

6.3.5 PTO Mode Preset Speed

The preset speed is programmed via the service tool. A speed may be selected such that if the resume button is

pressed before the set button has been pressed, the engine speed will jump straight to the preset speed.

6.3.6 PTO Mode Lamp

An optional lamp may be fitted. The positive terminal of the lamp is connected to the battery positive after the

ignition keyswitch. The negative terminal of the lamp should be connected to pin 61 of the ECU J1 connector.

The lamp will flash when PTO mode is switched on but is not engaged. When the PTO mode is on and engaged,

the lamp will be on solid.

6.3.7 PTO Mode — ET Configurable Parameters

Four parameters must be configured in Cat ET prior to using the PTO feature. The parameters are listed in the

main configuration screen.

PTO and Throttle Lock Parameters

ET Description Range or Option Description

Throttle Lock Feature Installation Status Not Installed/Installed Used to install the PTO feature.

PTO Engine Speed Setting 0 to 2500 rpmMemorized speed used as theinitial resume speed.

Speed at which the engine will

Throttle Lock Increment Speed Ramp Rate 20 to 600 rpm/secaccelerate or decelerate whenholding the raise or lower buttondown.

Speed at which the engine will

Throttle Lock Engine Set Speed Increment 10 to 200 rpm/secincrement or decrement when theraise or lower button is pressedquickly.



Engine Speed Demand

6.3.8 Example of PTO Mode Operation

It is recognized that the precise function of the PTO mode is difficult to understand from a written text document,

especially for engineers for whom English is not their first language. The following table illustrates the operation of

the PTO mode feature. In this example, the preset speed has been set on the service tool to 1800 rpm.

On/Off Switch 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1

Interrupt Switch 1 1 1 1 1 1 1 1 1 Quick Quick

Open 1 Open 1 1 1 1 1 1 1

Set/Lower Swi tch 0 0 0 0 0 0 0 0 Quick Quick Quick Quick

Close 0 0 0 Close Close 0 0 0 0 Close

Raise Resume Hold Hold

0 0 Quick Quick Close Quick Close Quick Quick

Close 0 0 0 Close 3 secs 0 0 Close 0 0 0 3 secs 0 Close 0 Close

Throt tle Pedal Demand 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200

Memorized Speed 1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800

Resulting Engine Speed 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200

Comments

6.4 Multi-Position Throttle Switch (MPTS)

Four switch inputs are available on the ECU for a switch-controlled throttle. The ECU may be configured sodifferent combinations of switch inputs will relate to different engine speed demands. There are 16 different

combinations of states of these 4 switches, although not all of these combinations need to be programmed.

If a switch combination is detected which has been configured as “Not Valid” a fault code will be raised and the

ECU will ignore the MPTS for the rest of the key cycle.

P T O m o d e n o t e n a b l e d

P T O m o d e d i s e n g a g e d

P T O j u m p s t o m e m o r i z e d s p e e d

P e d a l o v e r r i d e s P T O ( m a x w i n s )

S p e e d r a i s e d b y 2 0 r p m

S p e e d r a m p s u p

L o w e r e d b y 2 0 r p m

D i s e n g a g e — s p e e d r e t u r n s t o

n e x t

h i g h e s t d e m a n d ( t h r o t t l e p e d a l )

R e s u m e s t o 2 0 3 0

D i s e n g a g e — s p e e d r e t u r n s t o

n e x t

h i g h e s t d e m a n d ( t h r o t t l e p e d a l )

S e t s m e m o r i z e d s p e e d t o c u r r e

n t s p e e d

M e m o r i z e d s p e e d l o w e r e d b y 2 0 r p m

b u t n o w p e d a l i s h i g h e s t w i n s

S p e e d r a m p s u p

P T O m o d e s w i t c h e d o f f . P r e s e t

m e m o r i z e d s p e e d n o w .

N o e f f e c t a s P T O m o d e i s n o t e

n a b l e d

P T O m o d e d i s e n g a g e d

N o e f f e c t i f b o t h b u t t o n s a r e p r e s s e d

a t o n c e

51 THROTTLE SWITCH INPUT 3



ECUJ1


35 SWITCH RETURN

S1

S2

S3

S4CMN

Rotary Switch



Engine Speed Demand


This is a very powerful and flexible feature that may be used in a number of ways. For example:

• Controlling hydrostatic machine where engine speed is selected and not required to be frequently changed

by the operator. It is in this respect a good alternative to a hand throttle, as the speeds selected on the

switch can be designed to correspond to the optimum operating speeds of hydraulic pumps. A rotary

encoded 10-position switch component is available for this function. Please contact the electronic

applications team for further details.

• Machine Limp-Home Speed Feature — For example, if the normal throttle fails the operator could remove a

fuse or a link and the engine would go to a speed that would allow the machine to be moved. In this

application only one of the available four switch inputs would be used.

• Elevated Idle — For example the OEM could increase the idle speed when work lights are switched on so

that the alternator will provide sufficient current to recharge the battery. In this application only one of the

available four switch inputs would be used.

The following table illustrates how the ECU may be configured for a 10-position rotary switch.

Multi-Position Switch Configuration Example

Switch 4 Switch 3 Switch 2 Switch 1 Switch Position Engine Speed

Open Open Open Open Not valid 800

Open Open Open Closed 1 800

Open Open Closed Open 3 1800

Open Open Closed Closed 2 1400

Open Closed Open Open 7 2050

Open Closed Open Closed 6 2000

Open Closed Closed Open 4 1900

Open Closed Closed Closed 5 1950

Closed Open Open Open Not valid 800

Closed Open Open Closed Not valid 800

Closed Open Closed Open Not valid 800

Closed Open Closed Closed Not valid 800

Closed Closed Open Open 8 2100

Closed Closed Open Closed 9 2200

Closed Closed Closed Open Not valid 800

Closed Closed Closed Closed 10 2350



Engine Speed Demand


6.8 Throttle Calibration

The majority of throttle components have mechanical and electrical tolerances that affect the final output of a

device; for example, two components of the same design and part number may produce a different voltage output

in the open position. Also, after a period of time throttle components can mechanically wear, affecting/changing

the output of a device. To accommodate these differences and changes, the engine ECU may be configured to

automatically calibrate to differing input values at the upper and lower positions. The diagrams that follow give an

example pedal design where the open and closed position of the throttle pedal are set by adjusting the

manufacturing adjustment screws. With this type of arrangement the mechanical accuracy is limited and

therefore auto calibration may be used. The calibration control logic needs a number of parameters specific to

the chosen device to allow auto calibration.

This feature is configurable for analogue and PWM inputs. The algorithm treats either a PWM or analogue input

as a “raw signal” in the range zero to 100 percent; for example, the analogue voltage range is 5V, therefore 0.05V

is treated as one percent.

Several parameters are used to:

• Define the boundaries for calibration in the open and closed positions

• Define the amount of “deadzone/play” from the open and closed positions

• Define the upper and lower diagnostic boundaries



Engine Speed Demand

The diagram above is a simplified representation of a throttle pedal assembly; a small lever attaches the pedal to

a throttle position sensor. Two lock screws limit the open and closed pedal movement, one for each position. The

lever movement is directly proportional to the electrical output signal of the throttle sensor. The electrical rawsignal is shown as a percentage of the total permissible input range.

Eight parameters are shown on the diagram scale. Each parameter has a purpose; these parameters are required

for correct calibration. The parameters are expressed as a percentage of raw signal, the parameters may be

changed/configured to match the chosen device:

L o w e r P o s i t i o n L i m i t

I n i t i a l L o w e r P o s i t i o n

L o w e r D

e a

d z o n e

Diagnostic Upper Limit

U p p e r P o s

i t i o n L i m i t

I n i t i a l

U p p e

r P o s i

t i o n

D i a g n o s t i c

L o w e r L i m i t

U p p e

r D e a

d z o n e

0%

100%

10% 20%

70%

85%

5%

95%

5%

5%

Pedal Rotation

S e n s

o r L e v

e r

R o t a t i o n

Lock Screws

Pedal

Sensor

Foot Force



Engine Speed Demand


6.8.1 Throttle Parameter Description

6.8.1.1 Diagnostic Lower Limit

The lower diagnostic limit is the absolute minimum raw value accepted as a valid signal by the engine ECU. Any

values below this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analogue devices

are classed as faulted with a voltage of 0.25V and below (five percent) this is to prevent a possible open or short

circuit being mistaken for a valid signal; for similar reasons, a PWM duty cycle should not fall below five percentduty cycle.

6.8.1.2 Lower Position Limit

This is the minimum point of the lower calibration boundary.

6.8.1.3 Initial Lower Position Limit

This is the maximum point of the lower calibration boundary. This value is also used as the initial lower position

when no calibration has been applied.

6.8.1.4 Lower Dead Zone

This position is given as a discrete raw signal percentage value. The lower dead zone effectively gives some play

at the lower position. This dead band is expressed in terms of a raw signal percentage, such that the initial lower

position plus the lower dead zone will give the zero percent throttle position.

6.8.1.5 Initial Upper Position Limit

This is the minimum point of the upper calibration boundary. This value is also used as the initial upper position

when no calibration has been applied.

6.8.1.6 Upper Position Limit

This is the maximum point of the upper calibration boundary.

6.8.1.7 Upper Dead Zone

This position is given as a discrete raw signal percentage value. The upper dead zone effectively gives some play

at the upper position. This dead band is expressed in terms of a raw signal percentage, such that the initial upper

position minus the upper dead zone will give the 100 percent throttle position.

6.8.1.8 Diagnostic Upper Limit

The upper diagnostic limit is the absolute maximum raw value accepted as a valid signal by the engine ECU. Any

values above this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analogue devices

are classed as faulted with a voltage of 4.75V and above. This is to prevent a possible open or short circuit being

mistaken for a valid signal; for similar reasons, a PWM duty cycle should not go above 95 percent duty cycle.



Engine Speed Demand

6.8.2 Throttle Calibration Function

When the engine ECU is active, the raw throttle signal is continuously monitored. The following diagrams explain

how the automatic calibration functions. The adjustment screws in the diagram have been purposely adjusted

and differ from the previous throttle pedal diagram. When the engine ECU is active the raw throttle value is

checked; if the value falls within the lower calibration region (defined by the “lower position limit” and “initial

lower position limit”), calibration will take place. In the diagram below the lever position is at eleven percent andfalls within the lower calibration area, so auto calibration will be applied.

Diagram A

Before calibration , the sensor output falls within the lower calibration region; without auto calibration, the “initial

lower position limit” is used by the engine ECU as the throttle start point. Once clear of the dead zone the desired

engine speed will change. In this case the lever would have to move 14 percent of the raw signal (nine percent +

five percent dead zone) before desired engine speed changes. This is situation is undesirable.



L o w e r

D e a

d z o n e


U p p e r P o s

i t i o n L i m i t

I n i t i a l

U p p e

r P o s i t i o

n

D i a g n o s t i c L o w e r L i m i t

U p p e

r D e a d z

o n e

0%

100%

10% 20%

70%

85%

5%

95%

5%

5%

Pedal Rotation

S e n s

o r L e v

e r

R o t a t i o n

Lock Screws

Pedal

Sensor

Foot Force

OUTPUT 11%



Engine Speed Demand


Diagram B

After calibration, the start position used by the engine ECU has changed; with this new initial lower position

the lever needs to travel through the dead zone only. Once clear of the dead zone, the desired engine speedwill change.

The same principal applies for the upper calibration region as shown in the following diagram.



L o w

e r D

e a

d z o n e


U p p e r P o s

i t i o n L i m i t

I n i t i a l

U p p e

r P o s i

t i o n

D i a g n o s t i c L o w e r L i m i t

U p p e

r D e a

d z o n e

0%

100%

10% 20%

70%

85%

5%

95%

5%

5%

Pedal Rotation

S e n s

o r L e v

e r

R o t a t i o n

Lock Screws

Pedal

Sensor

Foot Force

OUTPUT 11%



6.8.2.1 Idle Validation Switch

Analogue devices must use an idle validation switch. The idle validation switch is required to validate that a

change in signal is indeed valid and not a potential electrical fault. Two parameters need to be defined for correct

operation. When configured, the engine ECU continually monitors the speed demand request and the idle

validation switch.

Idle Validation Maximum On Threshold (Closed)

The value is defined as percent raw signal. At low idle the idle validation switch should be “on” (the input should

be switched to ground). When increasing engine speed, the ECU will continually monitor the idle validation

switch. The switch needs to have switched “off” between the two IVS thresholds. If the switch state does not

change by the “idle validation maximum on threshold,” the ECU will invoke the limp-home strategy and the throttle

will not respond.

Idle Validation Minimum Off Threshold (Open)

The value is defined as percent raw signal. At high idle the idle validation switch should be “off” (the input should

be switched to open). When decreasing engine speed, the ECU will continually monitor the idle validation switch.

The switch needs to have switched “on” between the two IVS thresholds. If the switch state does not change by

the “idle validation minimum off threshold” the ECU will invoke the limp-home strategy and the throttle will not

respond.

Diagram shows the

idle validation switch transition.

A P P L I C A T I O N A N D I N S T A L L A T I O N G U I D E 63

Engine Speed Demand

100%

5%

5%

Pedal Rotation

Lock Screws

Pedal

Sensor

Foot Force

21% 25%

Idle Validation Switch

O N

O F F

O N

O F F

ON

OFF



Cold Starting Aid


7 Cold Starting Aid

7.1 Control of Glow Plugs by the Engine ECUGlow plugs are fitted as standard on the C4.4 and C6.6.

When the ignition keyswitch is switched on, the engine ECU will monitor the coolant temperature and the inlet air

temperature and decide whether the glow plugs are required. If so, the ECU will drive ECU connector pin 57 to

ground, activating the glow plug relay.

The glow plug relay is supplied and fitted by the OEM. ET configuration for this feature is not necessary. This

feature is permanently enabled.

7.1.1 Relay, Fuse, and Cable Gauge Specification

The relay coil should not draw more than 1A and should be fitted with either a resistor or diode to suppress

flyback energy (back emf) when the relay is de-energized.

As the glow plugs may be activated during cranking, when the battery voltage may be low, it is recommended that

relay is specified such that it will close at a voltage of 60 percent of nominal battery voltage or lower.

The relay contacts should be rated to withstand the current characteristics outlined in the table below. Note thatfor the purpose of relay specification, the glow plugs are a purely resistive load (no inductive element).

Although the glow plugs are normally operated only for a short time, in cold ambient conditions, best practice

would be to size the cable to withstand the stabilized glowplug current permanently. This will allow for a relay

that fails closed. For example a 4 Cylinder 12V application should have wire sized to carry 50A. Refer to the

recommended cable sizes in the table below.

Engine: C4.4 C6.6

Supply Voltage: 12V 24V 12V 24V

Current — initial 82A 36A 122A 54ACurrent after 4 seconds 64A 29A 97A 43A

Current after 8 seconds 50A 24A 74A 36A

Recommended fuse toSAEJ1888 (slow blow)

50 30 80 40

Recommended min. cable gauge— mm2 (SAE J1128 GLX cable)

5 mm2 2 mm2 8 mm2 3 mm2

57 Start Aid Control

ECUJ1

TO GLOW PLUGS

GLOW PLUG

RELAY

FUSE

Key Switched + Battery Supply

+ Battery



Cold Starting Aid

7.1.2 Wait-to-Start/Start Aid Active Lamps

On a cold start, when the ECU decides that it is necessary for the glowplugs to be activated prior to starting, a

lamp output will indicate to the operator that he needs to “wait-to-start.” Note that it is possible that start aids will

also be used either during cranking or when the engine has started. The wait-to-start lamp will not be active in

these conditions. For further information refer to the Lamp Output section.

Note: The ECU will also transmit a parameter on the J1939 datalink indicating the status of the wait-to-start

lamp (see section on J1939 support).

Start Aid Control

Engine Coolant Temperature Sensor

Engine Intake Temperature Sensor

Temperature

<= +5 degC ?

Key ON

N

Coolant Temp

I n t a k e T e m p

T i m

e

ECU activatesWait to

Start Lamp

and Glow Plugs

for period

determined from

Pre-heat map

Y

Engine speed >= to

low idle -200 rpm?

ECU activates

Glow Plugs for

Post-start period

of 15 seconds

Start Aid End

Pre-heat map

ECU selects

coldest

temperature

Y

ECU activates

Glow Plugs duringcranking for

maximum of 10 sec

The operator should waituntil after the Pre-heat period

before cranking. The GlowPlugs will remain off after the

Pre-heat period until the

engine is cranked

N

Operator crank

engine when lamp

turns off

No Start Aid required

Typical Values (May Vary)



Cold Starting Aid

7.1.5 Water Jacket Heaters

When an engine water jacket heater is installed Caterpillar recommends the installation of an ambient air

temperature sensor. When installed and configured, the ambient sensor measurement will be used by the ECU to

ensure optimum engine starting and run-up.

Required Parts

Part Number Description Qty

106-0735 Temperature Sensor 1

155-2260 Connector Plug Kit 1

9X-3402 Socket 3

267-9572 Socket 3

The Caterpillar sensor 106-0735 is required for correct operation. The sensor should be located in a position that

measures the application external ambient air temperature. A location should be chosen that avoids any radiated

or conducted heat produced by the engine water jacket heater. The location and mounting design should protect

the sensor from damage; the sensor probe is particularly vulnerable and should be guarded from possible impact

damage.

NOTE: Do not splice the sensor signal wire for input to third party devices.

Recommended connector mounting for component with a pigtail harness:

• The connector interface should never be tied directly to a vibrating member.• Pigtail wire lead should be tied down on only one side of the connector interface. Choose one of these two

locations:

- midpoint on the sensor pigtail, OR

- 150 mm from the connector on the wire harness side

7.1.6 Ambient Temperature Sensor — ET Configurable Parameter

The “Ambient Air Temperature Sensor Installation Status” listed under start aid configurable parameters must be

configured installed in Cat ET prior to using the sensor.

56 AMBIENT AIR TEMP SIG

33 SENSOR RTN

42 SENSOR SUPPLY +5 VDC A

B

C

+5 VDC

RTN

SIGNAL

Temperature Sensor ECUJ1

External Thread

3/4-16-2A

45.9 mm 300 mm

HEX M27



Operator Displays


8 Operator Displays

8.1 Displays

8.1.1 Gauge Drivers

OEMs are increasingly selecting datalink-driven intelligent displays for their applications instead of traditional

gauges and lamps directly driven from sensors or engine ECU.

If a needle type analogue gauge is required to display an engine parameter such as engine speed, oil pressure, or

coolant temperature, it is recommended that the OEM use a gauge or display that can use the parameters

broadcast by the ECU on the J1939 datalink.

As an alternative, traditional single wire gauge “senders” may be used if a suitable tapping is available. If this

implementation is required, please contact the electronic applications team to discuss requirements.

A traditional tacho signal may be obtained from the “W” terminal of the alternator, although this will not be as

accurate as the value sent on the J1939 datalink.

Warning: The engine wiring harness must NEVER be modified to use the signal from the sensors connected

to the engine ECU. This action would invalidate the engine warranty.

8.1.2 Lamp Outputs

The lamp strategy is designed to display the maximum amount of information on the minimum number of lamps.

There are six lamp outputs available:

Lamp Description Pin Allocation

Red Stop Lamp Pin 60Amber Warning Lamp Pin 59

Wait-to-Start Lamp (Cold Start Aid) Pin 63

Low Oil Pressure Lamp Pin 62

PTO Mode Lamp Pin 61

Maintenance Due Lamp Pin 58

It is mandatory for the OEM to fit the Red Stop Lamp (1), Amber Warning Lamp (2) and the Wait-to-Start Lamp (3)

unless a datalink-driven intelligent display is fitted, which fulfills the specification outlined in the next section.

Lamps four, five, and six are optional.



Operator Displays

8.1.3 Indicator Lamps Logic

Warning Lamp Shutdown LampLamp State Description of What Lamp Engine State

(also known as Alert Lamp) (also known as Action Lamp) Status is Indicating

Bulb Check When the ignition is turned on Key on but engine

the EMS will illuminate each has yet to bebulb for 2 seconds and cranked.

On On extinguish them afterwards.

No Faults With both lamps off while Engine is runningPresent engine is running then there with no detected

are no currently active faults.Off Off warnings diagnostics or events.

Active Should the warning lamp Engine is runningDiagnostic illuminate during engine running normally but has

this indicates that an Active one or more faultsDiagnostic (electrical fault) with the engine

On Off is present. management system.

Derate Should the warning lamp illuminate Engine is running(Invoked by and the shutdown lamp flash but has one or

Active during engine running this indicates more activeDiagnostic) that an Active Diagnostic (electrical diagnostic events

fault) is present. The diagnostic is that have initiatedOn Flash sufficiently serious to invoke engine derate.

engine derate.

Warning Should the warning lamp flash Engine is running(Warning during engine running this normally but has

only) indicates that one or more of the one or moreengine protection strategy warning monitored engine

values have been exceeded parametersFlash Off but not to a level that will outside of the

invoke derate or shutdown. acceptable range.

Derate Should both the warning lamp and Engine is running but(Warning shutdown lamp f lash during engine one or more of the

and Derate) running this indicates that one, or monitored enginemore, of the engine protection strategy parameters has gone

values have been exceeded beyond beyond that of the level required to invoke engine warning only and has

Flash Flash derate. now exceeded thoseset for engine derate.

Engine Should both the warning lamp and Engine is eitherShutdown shutdown lamp illuminate during shut down or

engine running this indicates shutdown is imminent, that either: one or more

1. One or more of the engine monitored engineprotection strategy shutdown parameters havevalues has been exceeded. gone beyond that of

On On 2. A serious Active Diagnostic has warning or derate andbeen detected. have now exceeded

Shortly after (time duration those set for engineto be agreed) engine shutdown. Or a serious

will shutdown. Active Diagnostic has

been detected.

E n g i n e M

a n a g e m e n t

S y s t e m

R e l a t e d .



Monitored Inputs for Customer Fitted Sensors


9 Monitored Inputs for Customer-Fitted Sensors

Configurable options will be available that enable the use of discrete ECU inputs to function as operator warnings

and engine protection. The three options to be offered include:

Input StateDe-bounce J1 Pin

Time (secs) Warning/Shutdown Assignment

Air Filter Restriction SWG Normally Closed 30 Disabled or Warning J1-38

Engine Coolant Level Low SWG Normally Closed 30Disabled, Warning,

or ShutdownJ1-47

Water in Fuel SWG Normally Open 30 Disabled or Warning J1-44

9.1 Configurable StatesThe ECU may be configured to take the following action when the monitored element has reached or exceeded

the predetermined limit (switched).

• Disabled — the input will not be monitored.

• Warning — the input will be monitored; when the device is switched the warning light will illuminate and an

event will be flagged.

• Shutdown — the input will be monitored and when switched will illuminate the shutdown lamp, flag an

event, and shut down the engine.

9.2 Air Filter Service Indicator — Air Filter Restriction SwitchIndicates that the air intake circuit is restricted. The switch is installed or piped to the air filter housing or air

induction pipe so that it is monitoring clean filtered air (between the air filter and engine). The customer will

select an appropriate restriction switch. The switch will be connected to the engine ECU. The switch should open

when the maximum permitted restriction is detected — normally closed.

35 SENSOR RTN

38 SENSOR SIGNAL

ECUJ1 Air Filter Restriction Switch



Engine Governor

Example Governing 1 — showing droop and HSG slopes approximately equal

Example Governing 2 — showing isochronous droop but with a shallow HSG slope

800 1800 2200

RS

D R O O P

H S G

Flywheel Torque

Speed

(RPM)

HILL

HIUL

2200

2600

7%Droop

2200RS

2354HI

All SpeedGovernor

HI

HIULHILL

800 1800 2200

RS

I

Speed

(RPM)

HILL

HIUL

2200

2600

0%Droop

2200RS

2350HI

HI

HIULHILL

Flywheel Torque

All SpeedGovernor

H S G

DROO

P=IS

OCHRONOUS



Engine Governor

The following table is an example of how the mode switches can be configured. The two switch inputs provide a

total of four possible combinations. Two ratings have been configured such that if switch 2 is open the engine will

run on the lower rating, and if the switch is closed it will run on the higher rating. Switch 1 is configured such that

if it is open the droop on throttle 1 and 2 is 10 percent, which may be suitable for road operation in an agricultural

tractor, for example. When switch 1 is closed, however, a tighter droop is applied which may be suitable in “field”

or “work” operation.

Note: The highest rating available in the mode switch feature will be defined by the “rating” parameter on the

configuration screen of the service tool.

Example of Mode Switch Configuration

Switch 2 Switch 1 Mode No. RatingDroop (%)

Throttle 1 Throttle 2 TSC1

Open Open 1 100 kW @ 2200 10 10 10

Open Closed 2 100 kW @ 2200 5 2 0

Closed Open 3 120 kW @ 2200 10 10 10

Closed Closed 4 120 kW @ 2200 5 5 0

10.4.1 Rating and Droop Changes Requested Via the J1939 Datalink

It will be possible to select an alternative droop and alternative rating via the J1939 link, instead of via the

hardwired switch inputs.

This feature is still in development, although the messages to be used are outlined in the J1939 datalink section of

this Applications and Installation Guide.

10.4.2 Service Maintenance Indicator

A service maintenance indicator option is available. This is a configurable option; its purpose is to inform the

operator that a pre-determined time set in the service tool has elapsed. The feature may be installed using the ET

service tool. When configured, the default configuration for the service interval is 500 hours. This can be

configured through the service tool configuration screen. The number of hours cannot be increased above

500 hours; however, the hours may be decreased to a lower value.

• Disabled — no monitoring needed

• Manual Hours — software monitors hours since the last reset

When the number of hours since the last service is greater than configured maintenance interval, the software

will permanently illuminate the maintenance due indicator lamp connected to J1-58. The number of hours until the

next service, displayed in ET, will also become negative, i.e., two hours past the service interval will be indicated

by -2. The maintenance due indicator lamp is available in the service tool as a status parameter, “Maintenance

Indicator Lamp Status.” The override “Maintenance Indicator Lamp Override” is so the lamp status can be

overridden for testing purposes.

At any time before or after the maintenance interval has expired the maintenance due counter can be reset

through any of the following mechanisms:

• Using the maintenance due service tool feature, the maintenance due counter will be reset when the reset

button is clicked, if Pin J1-36 (SWB) is held high for greater than two seconds.

• If the ECU receives J1939 SPN 1584, “Service Component Identification,” with data value (decimal) 32,

“Engine oil-engine #1,” the maintenance due counter will be reset. (If the SPN is received with any other

data value it will be disregarded.)



Datalink Support

12 Datalink SupportThere are two datalinks available for OEM connection to the engine, J1939 and Caterpillar Data link (CDL). It is

recognized, however that other CANbus standards (higher level protocols) do exist and are used in off-highway

applications, so some notes are also provided for users of those standards.

12.1 SAE J1939The SAE J1939 standard was initially developed for the U.S. truck and bus industry. It has been expanded and is

now the most widely used datalink standard for industrial power trains, with compliance from almost all engine

manufacturers and most transmission manufacturers.

12.1.1 Summary of Key J1939 Application Issues

This is a summary of some of the key points and answers to frequently asked questions relating to design of a

J1939 compatible network. It is intended to give a design overview and does not in any way replace or contradict

the recommendations contained in the SAE J1939 standard documents.

12.1.2 Physical Layer

• The data rate is 250 KBits/sec.

• Twisted pair cable, of a 120-Ohm impedance characteristic, should be used throughout. Note that mostcommercially available twisted pair cable is not suitable.

• It is recommended that this cable is shielded (as per J1939-11) and that the screen is grounded at a central

point in the network. Unshielded twisted pair cable is used by some machine manufacturers, however, (as

per J1939-15), offering lower cost but lower immunity to electromagnetic noise.

• The bus is linear and should be terminated with 120-Ohm resistors at either end. It is a common mistake to

use one 60-Ohm resistor instead of two 120-Ohm resistors. This does not work correctly, however.

• Maximum bus length is 40 m.

• The terminating resistors should not be contained in network nodes.

• Network nodes are connected to the bus via stubs of maximum recommended length 1 meter.

12.1.3 Network Layer

• J1939 recommends a bit sample point of 87 percent. This relatively late sample point gives best compromise for

immunity to noise and propagation delay. It does restrict the size of the software jump width (SJW), however.

• All nodes should have the same bit timing.

• Accurate bit timing is essential (4ms +/- 0.2 percent).

• It is recommended that the average bus load is not greater than 40 percent.

• Hardware filtering (masking) of CAN messages should be used under high bus loads to limit demands on

processors.

• The engine ECU always assumes a fixed address zero. It will not change its address in the arbitration

process described in J1939-81.

• The multi-7 packet protocol (described in J1339-21) is used for sending messages with more than eight bytes

of data. In the Caterpillar application this will be used principally for the diagnostic messages DM1 and DM2.• Information may be broadcast at regular intervals or requested. For example, the engine will broadcast its

“current speed” every 20ms but it will only send “hours run“ information if another node requests it.

12.1.4 Application Layer

• The messages (PGN’s) supported by Caterpillar ECU are only a subset of the messages described in

J1939-71 and J1939-73.

• Some PGN’s may be partially supported; i.e., only those bytes for which the ECU has valid data will be

supported.

• Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid information is sent as FE.



13 J1939 Supported Parameters Quick ReferenceSummary Table

Section of Parameter (parameters in italics SAE J1939

PGNSPN

PGN PGNare proposed but may not yet

Receive/

Document(decimal) (Hexidecimal) Description

be available/fully validated) Transmit

71 0 0 Torque Speed Control (TSC1) Rx

71 518 Requested Torque/Torque Limit

71 898 Requested Speed/Speed Limit

71 695 Override Control Modes

71 61441Electronic Brake Controller 1(EBC1)

71 970Auxiliary Engine Shutdown Switch

71 61443 F003Electronic Engine Controller 2(EEC2) Tx

71 92 Percent load at current speed

71 558 Accelerator Pedal 1 Low IdleSwitch

71 2970 Accelerator Pedal 2 Low IdleSwitch

71 91 Accelerator Pedal Position 1

71 29 Accelerator Pedal Position 2

61444 F004Electronic Engine Controller 1(EEC1)

71 190 Engine Speed

71 899 Engine Retarder Torque Mode

71 513 Actual Engine Percent Torque

71 65174 FE96 TurboWastegate (TCW) Tx

71 1188 Turbo 1 Wastegate Drive71 65213 FEBD Fan Drive Tx

71 977 Fan Drive States

71 975 Estimated Percent Fan Speed

71 65241 FED9 Aux Discrete IO State (AUXIO) Tx

71 701 Aux IO discrete channel_1






71 707 Aux IO discrete channel_771 708 Aux IO discrete channel_8








J1939 Supported Parameters Summary Table






PGNSPN


Receive/




71 1083 Aux IO analogue channel_1

71 1084 Aux IO analogue channel_271 65242 FEDA Software Identification (SOFT) Tx/OR

71 234 Software Identification

71 965 Number of software ID fields

71 65243 FEDB Engine Fluid Level_Pressure_2 (EFL/P2) Tx

71 157 Injector Metering Rail 1 Pressure

71 65247 FEDF Electronic Engine Controller 23(EEC3) Tx

71 515 Engine Desired Operating Speed

71 65251 FEE3 EngineConfig (EC) Tx

71 118 Engine Speed At Idle Pt 1

71 539 Percent Torque At Idle Pt 1

71 528 Engine Speed At Pt 2

71 540 Percent Torque At Pt 2





71 531 Engine Speed at Pt 5

71 541 Percent Torque at Pt 5

71 532 Engine Speed at High Idle Pt 6

71 544 Reference Engine Torque

71 65252 FEE4 Shutdown (SHUTDOWN) Tx

71 1081 Wait-To-Start Lamp

71 65253 FEE5 Engine Hours Revolutions(HOURS) Tx

71 247 Total Engine Hours

71 65257 FEE9 FuelConsumption Tx/OR

71 250 Total Fuel Used

71 65259 FEEB Component Identifier (CI) Tx/OR

71 586 Make

71 587 Model

71 588 Serial Number

71 23371 65260 FEEC Vehicle Identification (VI) Tx/OR

71 237 Vehicle Identification Number

71 65262 FEEE Engine Temp (ET1) Tx

71 110 Engine Coolant Temperature

71 65263 FEEFEngineFluidLevel_Pressure(EFL/P1)

Tx

71 100 Engine Oil Pressure

71 65264 FEF0 Power Take Off Info (PTO) Tx






PGNSPN


Receive/



71 984 PTO Set Switch

71 982 PTO Resume Switch

71 980 PTO Enable Switch 71 983 PTO Coast/Decelerate Switch

71 981 PTO Accelerate Switch

71 65266 FEF2 Fuel Economy (LFE) Tx

71 183 Fuel Rate

71 65270 FEF6 Inlet/ExhaustCond (IC1) Tx

71 105 Intake Manifold Temp

71 102 Boost Pressure

71 106 Air Inlet Pressure

71 65271 FEF7VehicleElectricalPower

#1 (VEP1)Tx

71 Electrical Potential

71 Battery Potential Switched

71 64967 FDC7Off Highway Engine ControlSelection State (OHCSS)

Tx

71 2888 Alternate Rating Select State

71 2889Alternate Droop Accelerator 1Select State

71 2893Alternate Droop Accelerator 2 Select State

71 2894Alternate Droop Remote Accelerator Select State

71 64971 FDCBOff Highway Engine ControlSelection (OHECS)

Rx

71 2882 Alternate Rating Select

71 2881 Alternate Droop Accelerator 1Select

71 2879Alternate Droop Accelerator 2 Select

71 2886Alternate Droop Remote Accelerator Select

71 64968 FDC8Operator Primary IntermediateSpeed (ISCS)

Tx

71 2892Operator Primary Intermediate Speed Select State

73 65226 FECA DM1 (active codes) Tx

73 Protect Lamp Status73 Amber Lamp Status

73 Red Lamp Status

73 Spn

73 Fmi

73 Oc

73 Spn Conversion Method

73 65227 FECB DM2 (logged codes) Tx/OR



J1939 Parameters


14 J1939 Parameters — Detailed DescriptionsThe engine ECU has been programmed to comply with the SAE J1939 standard according to the specification

available on August 1, 2006. This section summarizes the functionality included in the generic industrial engine

software. Where the J1939 standard is vague on functionality, notes on implementation have been included.

This section is broken down into two different sections, J1939-71 and J1939-73, in accordance with the J1939documentation. J1939 messages are referenced in ascending numerical order by their Parameter Group

Number (PGN).

Note: The PGN numbers are written in some documents in decimal form (e.g., 61444). This document will use

the Hexidecimal form (e.g., F004) as it is easier to remember and simpler to decode when using tools to

analyze traffic on the CAN J1939 bus.

14.1 Sending Messages to the Engine ECUThere are a number of messages that are sent by system electronic control devices that the ECU will respond to,

these include; TSC1, OHECS, EBC1, RequestPGN and DM, as well as the RTS/CTS handshake protocol. Messages

intended to be sent to the ECU require that the correct source and destination address protocol is followed.

Source Address

The source address is used to identify different components and electronic control modules on a CAN bus;

source address assignment is given in Appendix B of SAE J1939. Engine #1 source address is 00, and the service

tool source address is F0. Preferred J1939 source addresses vary between industry groups; when designing a

system, check tables B1-B7 in the SAE J1939 document to ensure the correct source address is allocated.

The ECU will accept messages from modules with any source address. For instance, TSC1 messages do not

necessarily have to be sent by the transmission.

The engine ECU source address is not configurable, and therefore cannot be set to any of the other engine

source addresses for a multiple engine CAN network installation.

Destination Address

For messages controlling engine functionality, such as TSC1 and OHECS, the engine will only respond to

messages with the destination address 00.

The RequestPGN message is also sensitive to destination address. When the Engine #1 destination 00 is

requested, then the engine ECU responds with the RTS Transport protocol message, and will not release the

requested information until the handshake message, CTS, is returned.

When the global destination is given for a RequestPGN message, FF (Global), then the engine ECU responds by

sending the requested message. If the message is larger than 8 bytes, then it will be released via the TransportProtocol BAM message. When the global destination is used, there is no need to use the RTS/CTS protocol.



J1939 Parameters

14.2 J1939 Section 71 — Vehicle Application Layer

Torque Speed Control

The Torque/Speed Control #1 (TSC1) PGN allows electronic control devices connected to the CAN network to

request or limit engine speed, this feature is often used as part of a closed engine control system with broadcast

message parameters such as Engine Speed (EEC1). Usage is particularly common in machines that have complexhydraulic systems.

TSC1 is a powerful feature; the OEM is responsible for ensuring that the implementation of TSC1 speed control is

safe and appropriate for the engine and the machine. Furthermore, it is necessary for the OEM to perform the

necessary risk assessment validation of the machine software and hardware used to control the engine speed

via TSC1.

ECU Response Time To TSC1 Request

The mean response time for the ECU to alter the desired speed following a TSC1 request is 52ms +/-5ms. Note,

there will be a further delay in the engine’s actual speed response due to the driving of mechanical components.

If TSC1 response time is critical to transmission development and operation, contact your Electronic Applications

Engineer.

TSC1 Configuration

TSC1 is always available as a speed demand input, and given that a J1939 Diagnostic Code is not active, the

engine will prioritize the TSC1 request above all other speed demand inputs. In effect, TSC1 overrides all other

configured throttle inputs.

There are currently two TSC1 fault-handling options available in the service tool and the CEOS, these are

described as “TSC1 Continuous Fault Handling: Disabled or Enabled.”

TSC1 Continuous Fault Handling: [Disabled] (Default)

This mode is also known as transient fault detection. It is suitable for applications where there is more than one throttle input into the ECU; for instance, in a wheeled excavator where the analogue throttle is used to control

road speed, but TSC1 is used to control the machine hydraulics. The TSC1 message will override any other speed

demand such as PWM throttle pedal. TSC1 override is switched on and off using the Override Control Mode SPN.

End of Transmission — Fault Detection

The ECU needs to differentiate between the end of a transmission by another controller and an intermittent

failure. The ECU expects, therefore, that when a controller no longer wishes to demand engine speed it will

terminate with at least one message with the Control Override Mode SPN set to 00. If the engine sees that TSC1

messages have stopped for 90ms or more and TSC1 has not been terminated correctly, the ECU will recognize this

as a fault, a J1939 diagnostic code will be raised and the ECU will not accept any TSC1 speed requests for the

remainder of the key cycle.

TSC1 Continuous Fault Handling: [Enabled]

This mode is also known as continuous fault detection, it is suitable for applications where either TSC1 is the only

throttle used or where TSC1 is continuously used to limit the top engine speed. The TSC1 speed control/speed

limit cannot be switched off using the Override Control Mode SPN. For instance, in a wheeled excavator the

analogue throttle is connected to the machine ECU that sends the TSC1 message to control road speed, and to

control the machine hydraulics. When TSC1 Continuous Fault Handling is active, other throttles will be

permanently overridden, and will only become available if a TSC1 fault is detected.



J1939 Parameters


TSC1 — Feature Summary Table

TSC1 Mode Transient ContinuousTSC1 Continuous Fault Handling Disabled Enabled

Speed Request Yes Yes

Speed Limit Yes YesTorque Request No No

Torque Limit (temporary) Yes Yes

Fault Detection — 90 ms Timeout Yes Yes

Fault Detection — Message Present at Start No Yes

Accepts TSC1 Messages From Several Sources Simultaneously No No

Override Control Mode Switching Yes No

Rating and Droop Control

In addition to Torque Speed Control, the complimentary message OHECS allows droop and rating selection over J1939with a similar effect to the hard-wired Mode Selection feature. The OHECS PGN is described later in this section.

Torque Speed Control (TSC1)

Identifier Rate (msec) PGN Default Priority R1 DP Source Destination

0C 00 00 xx 10 000000 3 0 0 See notes 00

X Override Control Mode (spn 695) 1 1 2

X Override Disabled 00

X Speed Control 01

Torque Control 10

X Speed/Torque Limit Control 11

Requested Speed Control Conditions (spn 696) 3 2

X Override Control Mode Priority (spn 897) 5 2 A

X Highest Priority 00 A

X High Priority 01 A

X Medium Priority 10 A

X Low Priority 11 A

Not Defined 7.8

X Requested Speed/Speed Limit (spn 898) 2 1 16 Rpm 0.125 0 8032

X Requested Torque/Torque Limit 4 1 8 % 1 -125 +125 B

Note A: The ECU does not prioritize or arbitrate between speed requests or limit from more than one source

and so this situation may result in erratic engine operation. The OEM must ensure that TSC1

messages are not sent from more than one source at a time.

Note B: Support for the “Torque limiting” aspect of TSC1 has been added, although this may only be used for

temporary conditions, such as during a gear change.

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max


J1939 Parameters

Electronic Brake Controller 1 (EBC1)

The EBC1 message is normally used to control a machine braking system. The Auxiliary Engine Shutdown Switch

SPN allows an external component on the J1939 network to shut down the engine without using the keyswitch,

and sending the ECU into sleep mode. The resulting stop should not be used as a safety related fail-safe stop

function.


18F00100 100 F001 6 0 0 — 00

X Auxiliary Engine Shutdown Switch (970) 4 5 2

Off 00

On (engine will be shut down) 01

Electronic Engine Controller 2 (EEC2)

EEC2 identifies electronic engine control-related parameters, including pedal position for throttles 1 and 2, and

IVS status for throttle 1, and the percent load at current speed.

Note that the name “accelerator pedal” is not always accurate for off-highway machines. Accelerator pedal 1

refers to any pedal, lever, or other device that uses either the analogue 1 or PWM throttle 1 input. Likewise,

accelerator pedal position 2 refers to any device that uses the analogue throttle 2 input.


0C F0 03 00 50 00F003 3 0 0 00 —

X Accelerator Pedal 1 Low Idle Switch (spn 558) 1 1 2 C

X Accelerator Pedal Not in Low Idle Condition 00

X Accelerator Pedal in Low Idle Condition 01

X Error Indicator 10

X Not Available or Not Installed 11

Accelerator Pedal Kickdown Switch 3 2

X Accelerator Pedal 2 Low Idle Switch (spn 2970) 1 7 2 AX Accelerator Pedal Not in Low Idle Condition 00

X Accelerator Pedal in Low Idle Condition 01

X Error Indicator 10

X Not Available or Not Installed 11

X Accelerator Pedal Position 1 (spn 91) 2 1 8 % .4 0 100

X Engine Percent Load at Current Speed (spn 92) 3 1 8 % 1 0 125 B

Remote Accelerator Pedal Position 4 1 8

X Accelerator Pedal Position 2 (spn 29) 5 1 8 % .4 0 100 A

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



J1939 Parameters


Electronic Engine Controller 3 (EEC3)

EEC3 identifies the electronic engine control-related parameter; engine desired operating speed. Engine desired

operating speed is calculated as requested speed demand from the throttle input; the speed at which the engine

would run if all load were removed and current speed demand conditions maintained.

This is not the same as the implementation for Tier 2 product, the change has been implemented to make the

parameter more relevant to customers who need to determine how far and how rapidly the engine is lugging

back. One effect will be that in many applications where there are high parasitic loads, the engine speed will

never actually reach its desired operating speed.


18 FE DF 00 250 FEDF 6 0 0 00 —

Nominal Friction — Percent Torque 1 1 8 % 1 -125 +125

X Engine´s Desired Operating Speed (spn 515) 2 1 16 rpm .125 0 8031 A

Engine´s Operating Speed AsymmetryAdjustment

4 1 8 Ratio 0 250

S

e n d

R

e c e i v e

Parameter Name

B

y t e

B

i t

L e n g t h

S

t a t e

U

n i t s

R

e s o l u t i o n

( u

n i t / b i t )

N

o t e

Range

Min Max



J1939 Parameters

Engine Configuration (EC)

The Engine Configuration PGN describes the stationary behavior of the engine via an engine speed torque map;

defining several points on the torque curve (rating) that are active in the engine. This map is only valid for steady

state engine behavior at maximum boost pressure. The values will change if a different torque curve is selected

or to reflect if the engine is derating, e.g., due to excessive engine temperature. As this PGN is more than 8 bytes

long, it will always be transmitted via the transport protocol.


See Note A See Note A FEE3 6 0 0 00 —

X Engine Speed at Idle, Point 1 (spn 118) 1 1 16 rpm 0.125 0 8031

X Percent Torque at Idle, Point 1 (spn 539) 3 1 8 % 1 -125 +125

X Engine Speed at Point 2 (spn 528) 4 1 16 rpm 0.125 0 8031 CX Percent Torque at Point 2 (spn 540) 6 1 8 % 1 -125 +125 C

X Engine Speed at Point 3 (spn 529) 7 1 16 rpm 0.125 0 8031

X Percent Torque at Point 3 (spn 541) 9 1 8 % 1 -125 +125





X Engine Speed at High Idle, Point 6 (spn 532) 16 1 16 rpm 0.125 0 8031 C

Gain (KP) of the Endspeed Governor 18 1 16 %/rpm 0.0007813 0 50.2

X Reference Engine Torque (spn 544) 20 1 16 Nm 1 0 64255 B

Maximum Momentary Engine OverrideSpeed, Point 7

22 1 16 rpm 0.125 0 8031

Maximum Momentary Override Time Limit 24 1 8 S 0.1 0 25

Requested Speed Control Range Lower Limit 25 1 8 rpm 10 0 2500

Requested Speed Control Range Upper Limit 26 1 8 rpm 10 0 2500

Requested Torque Control Range Lower Limit 27 1 8 % 1 -125 +125

Requested Torque Control Range Upper Limit 28 1 8 % 1 -125 125

Note A: This PGN is sent every five seconds but also whenever there is a change in active torque limit map.

Note B: Engine reference torque is the advertised bare engine torque of the highest “enabled” rating in the

box. That is the highest rating that can be selected via mode switches or J1939, while the engine is running.

Note C: As both point 2 and point 6 are supported, and gain (Kp) of endspeed governor is not, the support of

this message conforms to Engine Configuration Characteristic Mode 1 as described in the J1939-71

specification.

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max


J1939 Parameters

Fuel Consumption

The Fuel Consumption PGN contains the SPN total fuel used. This parameter is not a direct measurement. It is

calculated from standard test fuel at standard test temperatures. The characteristics of most fuels in the field will

differ from the test fuel, particularly at very high or very low temperatures. It is recommended, therefore, that this

value is taken to be an indication only of the fuel used by an engine.


18 FE E9 00 On Req 00FEE9 6 0 0 00 —

Trip Fuel 1 1 32 L .5 0 2,105,540,607

X Total Fuel Used (spn 250) 5 1 32 L .5 0 2,105,540,607

Component ID (CI)

The Component Identification PGN is requested via the request PGN message; the message includes the engine

make, the engine model number, and the engine serial number. This PGN has more than 8 bytes of data; therefore,

the message content is returned using the transport protocol. The format of the content is given below.

All these parameters are supported as ASCII text delimited by “*”

• “Make” will be transmitted as “CTRPL”

• “Model” will be transmitted in the form “C6.6” or “C4.4”

• “Serial Number” will be the engine serial number as marked on the nameplate of the engine


18 FE EB 00 On Req 00FEEB 6 0 0 00 —

X Make (spn 586) ASCII None A

X Model (spn 587) ASCII None A

X Serial Number (spn 588) ASCII None A

Unit Number (spn 233) ASCII None

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



J1939 Parameters


Vehicle Identification (VI)

The Vehicle Identification PGN is requested via the request PGN message. The message includes only the vehicle

identification number PGN. This PGN has more than 8 bytes of data; therefore, the message content is returned

using the transport protocol. This PGN may be requested from the ECU but currently the message will simply

contain the ASCII text “NOT PROGRAMMED.”


18FEEC00 On Req FEEC 0 0 00 —

X Vehicle Identification Number (spn 237) ASCII None A

Engine Temperature (ET1)

ET1 contains the SPN Engine Coolant Temperature, this SPN contains the engine coolant temperature as sensedby the engine control system.


18 FE EE 00 1000 FEEE 6 0 0 00 —

X Engine Coolant Temperature (spn 110) 1 1 8 deg C 1 -40 210Fuel Temperature 2 1 8 deg C 1 -40 210

Engine Oil Temperature 3 1 16 deg C .03125 -273 1735

Turbo Oil Temperature 5 1 16 deg C .03125 -273 1735

Engine Intercooler Temperature 7 1 8 deg C 1 -40 210

Engine Intercooler Thermostat Opening 8 1 8 % .4 0 100

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



J1939 Parameters

Engine Fluid Level/Pressure (EFL/P1)

EFL/P1 contains the SPN Engine Oil Pressure; this SPN contains the oil pressure as sensed by the engine control

system.


18 FE EF 00 500 FEEF 6 0 0 00 —

Fuel Delivery Pressure 1 1 8 KPA 4 0 1000

Extended Crankcase Blow-by Pressure 2

Engine Oil Level 3 1 8 % .4 0 100

X Engine Oil Pressure (spn 100) 4 1 8 KPA 4 0 1000

Crankcase Pressure 5 1 16

Coolant Pressure 7 1 8 KPA 2 0 500

Coolant Level 8 1 8 % .4 0 100

PTO information (PTO)

PTO contains the SPNs PTO Switch Enable, PTO Set Switch, PTO Coast/Decelerate Switch, PTO Resume Switch,

and PTO Accelerate Switch.

Some of the PTO mode switch inputs on the ECU have dual functions. For example, one button provides both SET

and LOWER functions and another button provides both RAISE and RESUME functions. When the SET/LOWER

button is pressed, both SPN 984 and SPN 938 will go to the active state, for at least one message transmission.

Similarly, when the RAISE/RESUME button is pressed then both SPN 982 and SPN 981 will go to the active state.


18FEF000 100 FEF0 6 0 0 00 —

Power Takeoff Oil Temperature (spn 90) 1 1 8

Power Takeoff Speed (spn 186) 2 1 16

Power Takeoff Set Speed (spn 187) 4 1 16 rpm rpm 0 8031

X PTO Enable Switch (spn 980) 6 1 2

Remote PTO Preprogrammed SpeedControl Switch (spn 979) 6 3 2

Remote PTO Variable Speed ControlSwitch (spn 978) 6 5 2

X PTO Set Switch (spn 984) 7 1 2

X PTO Coast/Decelerate Switch (spn 983) 7 3 2

X PTO Resume Switch (spn 982) 7 5 2

X PTO Accelerate Switch (spn 981) 7 7 2

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



J1939 Parameters


Fuel Economy (LFE)

LFE contains the PGN Fuel Rate. This parameter is not a direct measurement. It is calculated from standard test

fuel at standard test temperatures. The characteristics of most fuels in the field will differ from the test fuel,

particularly at very high or very low temperatures. It is recommended, therefore, that this value is taken to be an

indication only for the fuel usage by an engine.


18 FE F200 100 FEF2 6 0 0 00 —

X Fuel Rate (spn 183) 1 1 16 L/hr .05 0 3212 A

Instantaneous Fuel Economy 3 1 16 km/kg 1/512 0 125.5

Average Fuel Economy 5 1 16 km/kg 1/512 0 125.5

Throttle Position 7 1 8 % .4 0 100

Inlet/Exhaust Conditions (IC1)

IC1 contains the SPNs Boost Pressure, Intake Manifold Temperature, and Air Inlet Pressure. All these parameters

are broadcast as sensed by the engine control system.


18 FE F6 00 500 FEF6 6 0 0 00 —

Particulate Trap Inlet Pressure 1 1 8 kPa .5 0 125

X Boost Pressure (spn 102) 2 1 8 kPa 2 0 500 B

X Intake Manifold Temperature (spn 105) 3 1 8 deg C 1 -40 210

X Air Inlet Pressure (spn 106) 4 1 8 kPa 2 0 500 A

Air Filter Differential Pressure 5 1 8 kPa .05 0 12.5

Exhaust Gas Temperature 6 1 16 deg C .03125 -273 1735

Coolant Filter Differential Pressure 8 1 8 kPa .5 0 125

Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet manifold

pressure sensor.

Note B: Boost pressure will be calculated from inlet manifold temperature. Boost pressure will never be

transmitted as a negative number, even though a slight depression at the inlet is possible for some

engines when running at low idle speed.

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i

t )

N o t e

Range

Min Max



J1939 Parameters

Vehicle Electrical Power (VEP)

VEP contains the SPNs Electrical Potential and Battery Potential. Electrical potential and battery potential

parameters are both supported with the same value, which is the voltage measured between the battery (+) and

battery (-) terminals of the ECU.


18 FE F7 00 1000 FEF7 6 0 0 00 —

Net Battery Current 1 1 16 Amp 1 -125 125

Alternator Potential (Voltage) 3 1 16 V .05 0 3212

X Electrical Potential (Voltage) (spn 168) 5 1 16 V .05 0 3212

X Battery Potential (Voltage), Switched (spn 158) 7 1 16 V .05 0 3212

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



J1939 Parameters


Operator Primary Intermediate Speed (ISCS)

The ISCS PGN is used to describe the logical state of the throttle position switch input (also known as multi-

position throttle switch).


18FDC800 1000 FDC8 6 0 0 00 —

XOperator Primary Intermediate SpeedSelect State (spn 2892)

1 1 4

Intermediate Speed Not Requested 0000 A

X Logical Position 1 0001












X Logical State 13, 14, 15, or 16 1101 B

Reserved 1110

X Not Available 1111 C

Note A: “Intermediate speed not requested” state is not supported. Note, however, that on most applications

where throttle position switch is used, logical position 1 will be all four switches in the open position

and will equate to engine idle.

Note B: There are only 13 states available but 16 possible combinations of the four switch inputs. No known

application has used more than 10 states however, or is expected to use more than 10 states in the

future, so it is not envisaged that this will cause a problem. If 16 states are used, logical states 14, 15,

and 16 will be transmitted as 13.

Note C: If the throttle position switch is not configured on an application, the ECU will send 1111 not available.

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



J1939 Parameters


Off-Highway Engine Control Selection State (OHCSS)

OHCSS broadcasts the SPNs corresponding engine rating select and droop select. When the engine is controlled

by the hard-wired mode selection, then OHCSS will contain this data; however, when the OHECS PGN is used to

control rating select and droop, the OHCSS message will mirror the override information.


18FDC700 500 FDC7 6 0 0 00 —

Auxiliary Governor State 1 1 2

Multi-Unit Synch State 1 3 2

Alternate Low Idle Select State 1 5 2

X Alternate Rating Select State 2 1 8

X Alternate Droop Accelerator 1 Select State 3 1 4X Alternate Droop Accelerator 2 Select State 3 5 4

XAlternate Droop Remote AcceleratorSelect State

4 1 4

Alternate Droop Auxiliary Input Select State 4 5 4

This PGN is intended for the ECU to provide feedback on the OHECS messages described above.

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



J1939 Parameters


The status lamps in the DM1 message will be switched on according to the following table:

WCI Protect Lamp Warning Lamp Shutdown Lamp

1 ON OFF OFF

2 ON ON OFF

3 ON ON ON

Previously Active Diagnostic Trouble Codes (DM2)


See Note A On Req FECB 6 0 0 00 —

Malfunction Indicator Lamp A

Protect Lamp A

Stop Lamp A

Warning Lamp A

X SPN

X FMI

X Occurrence Count

X SPN Conversion Method

Note A: Lamp support as per DM1.

Diagnostic Data Clear/Reset of Previously Active DTCs (DM3)DM3 is sent as a “RequestPGN” message, and has the function of erasing the record of all previously active fault

codes. The ECU responds to the DM3 message by clearing all diagnostic codes but not event codes. The ECU will

send an Acknowledge message (ACK) to say that this action is complete.

Diagnostic trouble codes are defined as faults on the electronic system, for instance if there is a sensor failure.

Event codes are raised when the engine system is operating outside of its defined diagnostic limits, for instance,

if the engine coolant temperature is excessive.

Event codes can only be cleared with the service tool and require a factory password.


See Note A On Req FECC 6 0 0 — 00

X Request to Clear Fault Codes

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max

S e n d

R e c e i v e

Parameter Name

B y t e

B i t

L e n g t h

S t a t e

U n i t s

R e s o l u t i o n

( u n i t / b i t )

N o t e

Range

Min Max



Appendices


15 Appendices

15.1 Appendix 1 — ECU J1 Connector Terminal Assignments

Pin No. Description Preferred Function Alternative Function1 Battery (-) Battery –ve N/A

2 Battery (-) Battery –ve N/A

3 Battery (-) Battery –ve N/A

4 N/A N/A N/A

5 N/A N/A N/A

6 N/A N/A N/A

7 Battery (+) Battery +ve N/A


9 - Battery Battery –ve N/A

10 - Battery Battery –ve N/A

11 DF_PWM 1 Shield N/A N/A

12 DF_PWM 1- N/A N/A

13 DF_PWM 1+ N/A N/A

14 N/A N/A N/A



17 N/A N/A N/A

18 N/A N/A N/A

19 N/A N/A N/A

20 CAN (+) SAE J1939 CAN DL + N/A

21 CAN (-) SAE J1939 CAN DL - N/A

22 CAN A Shield CAN Shield N/A

23 CDL (+) CDL + N/A

24 CDL (-) CDL - N/A

25 N/A N/A N/A

26 N/A N/A N/A27 N/A N/A N/A

28 N/A N/A N/A

29 N/A N/A N/A

30 N/A N/A N/A

31 PWM_2A Return 1 N/A N/A



Appendices

Pin No. Description Preferred Function Alternative Function

32 PWM_2A Driver 1 N/A N/A

33 VS_RET Sensor 0V Return N/A

34 VS_RET Sensor 0V Return N/A

35 SWG_ RET Switch Return N/A36 SWB 2 Maintenance Reset N/A

37 SWB 1 N/A N/A

38 SWG 11 Air Filter Restriction Switch N/A

39 SWG 10 Mode Switch 1 N/A

40 SWK_0 Ignition Switch Input N/A

41 VS_5_200mA Sensor 5V Supply N/A

42 VS_5_200mA Sensor 5V Supply N/A

43 VS_8_100mA PWM Throttle Sensor 8V Supply N/A

44 SWG 9 Throttle 2 IVS Fuel Water Trap Monitor

45 SWG 8 Throttle 1 IVS N/A

46 SWG 7 Mode Switch 2 N/A

47 SWG 6 Throttle Arbitration Switch Coolant Level Sensor

48 SWG 5 Remote Shutdown Switch (NO) N/A

49 SWG 4 PTO Mode Disengage (NC) MPTS1

50 SWG 3 PTO Mode Raise/Resume MPTS2

51 SWG 2 PTO Mode Set/Lower MPTS3

52 SWG 1 PTO Mode ON/OFF MPTS4

53 AIN_ACT/PWM_I 1 PWM Throttle Input N/A

54 AIN_ACT 7 Throttle 1 Analogue Input N/A

55 AIN_ACT 5 Throttle 2 Analogue Input N/A

56 AIN_ACT 4 N/A N/A

57 DOUT_1A 1 Start Aid Control N/A

58 DOUT_0.3A 10 Maintenance Due Lamp N/A

59 DOUT_0.3A 9 Warning Lamp N/A

60 DOUT_0.3A 8 Shutdown Lamp N/A

61 DOUT_0.3A 4 PTO Mode Lamp N/A62 DOUT_0.3A 3 Low Oil Pressure Lamp N/A

63 DOUT_0.3A 2 Wait-to-Start Lamp N/A

64 DOUT_0.3A 1 N/A N/A



Appendices


15.2 Appendix 2 — List of Diagnostic and Event Codes

Note that in some cases there are differences in the codes which are transmitted on the J1939 bus and those that

are transmitted on the CDL bus (those normally viewed on the service tool). Additionally codes may be added on

later software that are not present on this table.

CDL Code Description

Cat ET 3rd Party Device

Flash CodeJ1939 Code J1939 Code

N/A No Diagnostic Code Detected N/A N/A 551

0001-02 Cylinder #1 Injector Erratic, Intermittent, or Incorrect J651-2 651-2 111

0001-05 Cylinder #1 Injector Current Below Normal J651-5 651-5 111

0001-06 Cylinder #1 Injector Current Above Normal J651-6 651-6 111

0001-07 Cylinder #1 Injector Not Responding Properly J651-7 651-7 111








0003-07 Cylinder #3 Injector Not Responding J653-7 653-7 113





0005-02Cylinder #5 Injector Erratic, Intermittent, or Incorrect(C6.6 engine only)

J655-2 655-2 115

0005-05 Cylinder #5 Injector Current Below Normal (C6.6 engine only) J655-5 655-5 115

0005-06 Cylinder #5 Injector Current Above Normal (C6.6 engine only) J655-6 655-6 115

0005-07 Cylinder #5 Injector Not Responding Properly (C6.6 engine only) J655-7 655-7 115

0006-02Cylinder #6 Injector Erratic, Intermittent, or Incorrect(C6.6 engine only)

J656-2 656-2 116

0006-05 Cylinder #6 Injector Current Below Normal (C6.6 engine only) J656-5 656-5 116

0006-06 Cylinder #6 Injector Current Above Normal (C6.6 engine only) J656-6 656-6 116

0006-07 Cylinder #6 Injector Not Responding Properly (C6.6 engine only) J656-7 656-7 116

0041-03 8 Volt DC Supply Voltage Above Normal J678-03 678-03 517

0041-04 8 Volt DC Supply Voltage Below Normal J678-04 678-04 517

0091-02 Throttle Position Sensor Erratic, Intermittent, or Incorrect J91-02 91-02 154

0091-03 Throttle Position Sensor Voltage Above Normal J91-03 91-03 154

0091-04 Throttle Position Sensor Voltage Below Normal J91-04 91-04 154

0091-08 Throttle Position Sensor Abnormal Frequency, Pulse Width,or Period

J91-08 91-08 154

0100-03 Engine Oil Pressure Sensor Voltage Above Normal J100-03 100-03 157

0100-04 Engine Oil Pressure Sensor Voltage Below Normal J100-04 100-04 157

0100-10 Engine Oil Pressure Sensor Abnormal Rate of Change J100-10 100-10 157

0110-03 Engine Coolant Temperature Sensor Voltage Above Normal J110-03 110-03 168

0110-04 Engine Coolant Temperature Sensor Voltage Below Normal J110-04 110-04 168

0168-00 Electrical System Voltage High J168-00 168-00 422

0168-01 Electrical System Voltage Low J168-01 168-01 422

0168-02 Electrical System Voltage Erratic, Intermittent, or Incorrect J168-02 168-02 422



Appendices

CDL Code DescriptionCat ET 3rd Party Device

Flash CodeJ1939 Code J1939 Code

0172-03 Intake Manifold Air Temperature Sensor Voltage Above Normal J105-03 105-03 133

0172-04 Intake Manifold Air Temperature Sensor Voltage Below Normal J105-04 105-04 133

0190-08 Engine Speed Sensor Abnormal Frequency, Pulse Width, or Period J190-08 190-08 141

0247-09 SAE J1939 Data Link Abnormal Update Rate — — 514

0247-12 SAE J1939 Data Link Failure — — 514

0253-02 Personality Module Erratic, Intermittent, or Incorrect J631-02 631-02 415

0261-11 Engine Timing Offset Fault J637-11 637-11 143

0262-03 5 Volt Sensor DC Power Supply Voltage Above Normal J1079-03 1079-03 516

0262-04 5 Volt Sensor DC Power Supply Voltage Below Normal J1079-04 1079-04 516

0268-02 Programmed Parameter Fault Erratic, Intermittent, or Incorrect J630-02 630-02 527

0342-08Secondary Engine Speed Sensor Abnormal Frequency,Pulse Width, or Period

J723-08 723-08 142

0526-05 Turbo Wastegate Drive Current Below Normal J1188-05 1188-05 177

0526-06 Turbo Wastegate Drive Current Above Normal J1188-06 1188-06 177

0526-07 Turbo Wastegate Drive Not Responding Properly J1188-07 1188-07 177

0774-02 Secondary Throttle Position Sensor Erratic, Intermittent, or Incorrect J29-02 29-02 155

0774-03 Secondary Throttle Position Sensor Voltage Above Normal J29-03 29-03 155

0774-04 Secondary Throttle Position Sensor Voltage Below Normal J29-04 29-04 155

0774-08Secondary Throttle Position Sensor Abnormal Frequency,Pulse Width, or Period

J29-08 29-08 155

1639-09 Machine Security System Module Abnormal Update Rate J1196-09 1196-09 426

1743-02Engine Operation Mode Selector Switch Erratic, Intermittent,or Incorrect

J2882-02 2882-02 144

1779-05 Fuel Rail #1 Pressure Valve Solenoid Current Below Normal J1347-05 1347-05 162

1779-06 Fuel Rail #1 Pressure Valve Solenoid Current Above Normal J1347-06 1347-06 162

1785-03 Intake Manifold Pressure Sensor Voltage Above Normal J102-03 102-03 197

1785-04 Intake Manifold Pressure Sensor Voltage Below Normal J102-04 102-04 1971785-10 Intake Manifold Pressure Sensor Abnormal Rate of Change J102-10 102-10 197

1797-03 Fuel Rail Pressure Sensor Voltage Above Normal J157-03 157-03 159

1797-04 Fuel Rail Pressure Sensor Voltage Below Normal J157-04 157-04 159

1834-02 Ignition Keyswitch Loss of Signal J158-02 158-02 439

2246-06 Glow Plug Start Aid Relay Current Above Normal J676-06 676-06 199

Event Codes

E172-1 High Air Filter Restriction J107-15 107-15 151

E194-1 High Exhaust Temperature J173-15 173-15 185

E232-1 High Fuel/Water Separator Water Level J97-15 97-15 —

E360-1 Low Oil Pressure — Warning J100-17 100-17 157

E360-3 Low Oil Pressure — Shutdown J100-01 100-01 157E361-1 High Engine Coolant Temperature — Warning J110-15 110-15 168

E361-2 High Engine Coolant Temperature — Derate J110-16 110-16 168

E361-3 High Engine Coolant Temperature — Shutdown J110-00 110-00 168

E362-1 Engine Overspeed J190-15 190-15 141

E396-1 High Fuel Rail Pressure J157-00 157-00 159

E398-1 Low Fuel Rail Pressure J157-01 157-01 159

E539-1 High Intake Manifold Air Temperature — Warning J105-15 105-15 133

E539-2 High Intake Manifold Air Temperature — Derate J105-16 105-16 133

E2143-3 Low Engine Coolant Level J111-01 111-01 169



World Headquarters:

Caterpillar Inc.

Peoria, Illinois, U.S.A

Tel: (309) 578-6298

Fax: (309) 578-2559

Mailing Address:

Caterpillar Inc.

Industrial Power Systems

P.O. Box 610

Mossville, IL 61552

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.

Caterpillar. Your Local Resource.

Worldwide.

www.cat-industrial.comE-mail: cat [email protected]

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