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c4 4 c6 6 Electronic Application Installation Guide
c4 4 c6 6 Electronic Application Installation Guide
6 INDUSTRIAL ENGINE
LEBH7120-00
Table of Contents
2 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Table of Contents
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 3
Table of Contents
6.2
PWM Sensor — Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.2.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.2.2 Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.2.3 Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.2.4 PWM Throttle — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.3 PTO Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.3.1 PTO Mode On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.3.2 PTO Mode Set/Lower Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.3.3 PTO Mode Raise/Resume Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.4 PTO Mode Disengage Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.5 PTO Mode Preset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.6 PTO Mode Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.7 PTO Mode — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.8 Example of PTO Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4 Multi-Position Throttle Switch (MPTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4.1 Multi-Position Throttle Switch — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.5 Torque Speed Control TSC1 (Speed Control Over CAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.6 Arbitration of Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.6.1 Manual Throttle Selection Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.7 Ramp Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.8 Throttle Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.8.1 Throttle Parameter Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.1 Diagnostic Lower Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.2 Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.3 Initial Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.4 Lower Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.5 Initial Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.6 Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.7 Upper Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.8 Diagnostic Upper Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.2 Throttle Calibration Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
6.8.2.1 Idle Validation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
7 Cold Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
7.1 Control of Glow Plugs by the Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
7.1.1 Relay, Fuse, and Cable Gauge Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
7.1.2 Wait-to-Start/Start Aid Active Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
7.1.3 OEM/Operator Control or Override of the Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.1.4 Ether Cold Start Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.1.5 Water Jacket Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
7.1.6 Ambient Temperature Sensor — ET Configurable Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
8 Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.1 Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.1.1 Gauge Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.1.2 Lamp Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.1.3 Indicator Lamps Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
8.1.4 Datalink-Driven Intelligent Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.1.5 Minimum Functional Specification for J1939 Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.1.6 Customer Triggered Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
4 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Table of Contents
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 5
Introduction and Purpose
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.
1.3 Safety
Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills, and tools in order to perform these functions properly.
The information in this publication was based upon current information at the time of publication. Check for the
most current information before you start any job. Caterpillar dealers will have the most current information.
Improper operation, maintenance or repair of this product may be dangerous. Improper operation, maintenance
or repair of this product may result in injury or death.
6 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
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.
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.
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.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 7
Engine Component Overview
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 or
upon 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.
8 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
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.
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.
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.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 9
Engine Component Overview
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.
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.
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.
10 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
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.
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.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 11
Engine Component Overview
A4E2 ECM
Diagnostic (If Equipped)
Fuel Pump J1
J2
64 Pin Plug
Coolant Temperature
Intake Manifold
Pressure
Pump/Cam Speed/
Timing
Intake Manifold
Temperature
Crank Speed/Timing
Fuel Rail Pressure
12 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
T955 BK 4
X929BU 8 INJECTOR CYLINDER 4 RETURN
T959 BK 3
T953 BK 4 X927 YL 34 INJECTOR CYLINDER 2 RETURN
T958 BK 1
INJECTOR
CYLINDER 6 T952 BK 2 X926 GY 35 INJECTOR CYLINDER 1 RETURN
T957 BK 3
INJECTOR
CYLINDER 5 T951 BK 4
INJECTOR
CYLINDER 4
INTERNAL
INJECTOR (ROCKER EXTERNAL
CYLINDER 3 COVER)
INJECTOR
CYLINDER 2
1 INJECTOR
INTAKE MANIFOLD CYLINDER 1
2
PRESSURE SENSOR
3
T997 OR 46 IMP POWER SUPPLY (+5V)
SENSOR 2
FUEL PUMP 1
SOLENOID 2 A 101 RD 18 BAT+ (FOR COMMS ADAPTER)
F Y793 YL 23 J1939 -
G Y792 PK 24 J1939 +
C
H
ELECTRONIC J
1
WASTEGATE
2
ACTUATOR
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 13
Engine Component Overview
A4E2 ECM
Diagnostic (If Equipped)
Fuel Pump J1
J2
64 Pin Plug
Coolant Temperature
Intake Manifold
Pressure
Pump/Cam Speed/
Timing Intake Manifold
Temperature
Crank Speed/Timing
Fuel Rail Pressure
14 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
T953 BK 4
X927 YL 7 INJECTOR CYLINDER 2 RETURN
T957 BK 3
T951 BK 4
INTERNAL EXTERNAL
INJECTOR
(ROCKER
CYLINDER 4
COVER)
INJECTOR
CYLINDER 3
INJECTOR
CYLINDER 2
INJECTOR
CYLINDER 1
1
INTAKE MANIFOLD
2
PRESSURE SENSOR
3
T997 OR 46 IMP POWER SUPPLY (5V)
SENSOR 2
FUEL PUMP 1
SOLENOID 2 A 101 RD 18 BAT+ (FOR COMMS ADAPTER)
F Y793 YL 23 J1939 -
G Y792 PK 24 J1939 +
C
H
ELECTRONIC J
1
WASTEGATE
2
ACTUATOR
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 15
Engine Component Overview
Intake
Intake Temperature Pressure
Sensor Fuel Rail
Pressure
Coolant Sensor
Sensor
ECU
Pump/Cam
Fuel Pump
Speed Oil Pressure
Solenoid Note: Variable
Sensor Sensor Wastegate Fitted to
Crank Speed Right Hand Side
Sensor
16 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
Fuel Pump
Solenoid
Fuel Rail
Pressure
Intake Sensor
Temperature
Sensor
Coolant
Temperature
Sensor
ECU J1
Connector
Intake Manifold
Pressure
Sensor
Pump/Cam
Speed Sensor
Crank Speed
Sensor
Oil Pressure
Sensor
Note: Wastegate
Regulator Fitted to
Right Hand Side of
Engine
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 17
Engine Component Overview
18 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 19
Engine Component Overview
Battery Isolation
Switch
Glow Plug
Relay
+ - PWM
Battery Throttle
Analogue
Throttle with
IVS
IVS
Circuit Protection
(Mandatory)
Coolant Level
Magnetic Switch
Switch
Maintenance Due
J1939 Termination Resistor Reset Switch
20 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 21
Engine Component Overview
NOTE 7
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
NOTE 2 59 WARNING LAMP
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
43 SENSOR SUPPLY 8V
PWM
THROTTLE 53 PWM THROTTLE SENSOR INPUT
SENSOR
33 SENSOR RETURN
NOTES
1. N/A J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. N/A
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependant on system voltage
22 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
23 CDL +
NOTE 3
24 CDL -
120
NOTE 7 OHM
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
35 SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. CDL connection may be used for secondary diagnostic
connection
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependent on system voltage
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 23
Engine Component Overview
NOTE 7
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
NOTE 2 59 WARNING LAMP
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
ON / OFF
SET / LOWER
35 SWITCH RETURN
NOTES
1. N/A J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. N/A
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependent on system voltage
24 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
23 CDL +
NOTE 3
24 CDL -
120
NOTE 7 OHM
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2
NOTE 4
NOTE 5
41 SENSOR SUPPPLY 5V
42 SENSOR SUPPPLY 5V
ANALOGUE
THROTTLE 55 ANALOGUE THROTTLE INPUT 2
SENSOR 2
34 SENSOR RETURN
Battery
ON / OFF
SET / LOWER
39 MODE SWITCH 1
46 MODE SWITCH 2
MODE SWITCH 1
MODE SWITCH 2
35 SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. CDL connection may be used for secondary diagnostic
connection
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and systme voltage
6. Starter motor control circuits will vary
7. Fuse value dependent on system voltage
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 25
Power and Grounding Considerations
Improper grounding results in unreliable electrical circuit paths. Stray electrical currents can damage mechanical
components and make electronic systems prone to interference. These problems are often very difficult to
diagnose and repair.
The starter motor ground path must not include any flanges or joints. Painted surfaces and flexible mounts in
particular must be avoided. Star washers must not be relied upon to make contact though paint.
The ground cable should be of cross section 67.4 mm2 (00 AWG) or greater.
If a tapping is used it should be checked to be free of lacquer, paint, and dirt before the connection is made. An
M10 metric screw plated with zinc should be used. A washer should retain the ring terminal and the screw
tightened to 44 Nm (32 Ib-ft).
26 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Power and Grounding Considerations
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 27
Power and Grounding Considerations
*Max RMS current measurements conducted on engine running at rated speed and load. RMS current will vary
with engine speed (assuming constant voltage) no lamp drivers or application side components fitted during
measurement.
**Suggested fuse ratings are based on automotive blade type fuses and are for guidance only.
***The ECU can survive higher voltages. ECU will survive for at least 2 minutes on a supply voltage of 30V for 12V
systems and 48V for 24V systems.
28 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Power and Grounding Considerations
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 mm 2
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
A4E2 ECU
(Ohms)
(Ohms)
+ - Battery
As with all electrical circuits wire should be selected so that the rated maximum conductor temperature is not
exceeded for any combination of electrical loading, ambient temperature, and heating effects of bundles,
protective braid, conduit, and other enclosures. Consult wire manufacturers’ data sheets for further information.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 29
Power and Grounding Considerations
The power supply to the ECU should be taken from the battery, not from the starter motor terminals, to avoid
unnecessary system noise and voltage drops. Note that there are four ECU pins allocated for battery positive. All
four pins must be used.
The correct system voltage must be applied (12V or 24V), as the following components on the engine are system
voltage sensitive:
• Wastegate Regulator
• Glow Plugs
• Alternator
• Starter Motor
Battery Connection — Do Not supply power to the ECU from the starter motor connections:
Right Wrong
+ - Battery
Starter Motor
+ -
Battery
30 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Power and Grounding Considerations
Right
ECU
Connector
Engine
Starter
Motor
Fuse
Chassis
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 31
Power and Grounding Considerations
Wrong
ECU
Connector
Engine
Starter
Motor
Chassis
Chassis
Incorrect Wiring
• Positive wired via starter motor. High volt drop to ECU on starting.
• Single pin on ECU used for each of positive and negative supply. Possibly exceeding pin ratings and possibly
causing risk of arcing or overheating.
• ECU return through chassis — risk of conducted noise and also additional voltage drop.
• Engine not grounded — risk of engine component damage.
32 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Power and Grounding Considerations
Voltmeter 1
V1
2.2 Ohms 200 watts
R1
Voltmeter 2
7 8 15 16 1 2 3 9 10 J1 Engine ECU Plug
V2 Machine
Harness
+ -
Machine Battery
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 33
Power and Grounding Considerations
Formula:
Worked Example:
V1 = 11.8
V2 = 12
R1 = 2.21 Ohms
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.
+ -
34 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Connectors & Wiring Harness Requirements
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
The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 35
Connectors & Wiring Harness Requirements
Caterpillar does not recommend the use of “non conductive grease” with the ECU connector.
36 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Connectors & Wiring Harness Requirements
Note: It is critical that two terminal position assurance components are used.
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).
Delphi Solution
Component Caterpillar Part Number Supplier Part Number
Contact Sockets 245-1047 15359002
HT Micro 100W Crimp Tool with Die —
European Use Only N/A HT42000480-1
Note: The insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimped
into each terminal.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 37
Connectors & Wiring Harness Requirements
Due to the small size of the sealing plugs, it may be quicker to install sealing plugs in all cavities and remove
those which are not required, rather than to try to fit the sealing plugs when wires have already been inserted
into the back of the connector.
Wire bundle size may vary between applications. Cable tie/wire tie slots are provided for correct bundle retention.
Use the correct slots.
Use strain relief and correct slots for the harness bundle size:
38 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Connectors & Wiring Harness Requirements
4.2.1.1 Connectors
It is strongly recommended that high quality, sealed connectors are used throughout. Automotive standard
components are not necessarily suitable as they are often only designed for a very low number of
disconnect/reconnect cycles.
Connectors should be horizontally mounted rather than vertically mounted to prevent ingress of water/chemicals.
Whenever possible, connectors should be mounted such that they are protected from direct exposure to extreme
cold. Connectors can be damaged by frost if water does penetrate the seals.
Cables should not bend close to the connector seals, as the seal quality can be compromised.
The correct wire seal must be selected for the diameter of wire used.
Cables should be selected of an appropriate cross section for the current and voltage drop requirements.
Where large numbers of wires go to the same connector, it is essential that no single wire is significantly shorter
than the others, such that it is placed under exceptional strain.
Ideally, harnesses should not rub against any mechanical components. The only points of contact should be
clamps and connectors. If this is not possible, as a minimum they should not touch components that are hot, that
move or vibrate, or that have sharp edges.
Conductors carrying high currents or voltages, particularly when these are alternating or switched, should be
physically separated from conductors carrying small signal currents. In particular, high current and signal wires
should not run parallel in the same harness bundle for any significant distance. Ideally, if high current wires must
be in proximity to signal wires, they should cross at right angles.
The engine wire harness should not be used by the installer as a support for any components that are not
supplied as part of the engine. For example, external hoses and wires should not be tied to the engine harness.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 39
Connectors & Wiring Harness Requirements
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.
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.
Battery +
Battery -
Service Tool
Connector
A
J1 ECU
B
CDL + D 23 CDL +
CDL - E 24 CDL -
J1939 + G 20 J1939 +
J1939 - F 21 J1939 -
40 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Connectors & Wiring Harness Requirements
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 41
Starting and Stopping the Engine
The most popular way to control engine starting is by a specifically designed three-position keyswitch. The
keyswitch controls battery voltage to the keyswitch input and the starter motor circuit. Some applications may
require a four-position switch to run auxiliary equipment when the engine is not running.
OFF 2
4 ON
START 1 POSITION TERMINALS
Automatic Starting — Some applications need to be started automatically. There is no automatic start feature
available on this product. If an automatic start sequence is required the following points must be considered:
• Start Aid — Wait-to-Start Control
• Starter Cranking Duration
• Starter Abutment Detection
• Number of Start Attempts
• Starter Disengagement Speed
• Warm-Up Period
• Cool-Down Period
The ECU software considers the engine running when the engine speed is 100 rpm below the desired engine
speed or has reached 1400 rpm. At this point, after a predetermined period of time, the engine will switch from
cranking fuel maps to running fuel maps. It is important to note that starter motors must be disengaged earlier to
prevent the starter motor being driven by the engine. The engine is considered stalled when the engine has
dropped below 300 rpm.
42 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Starting and Stopping the Engine
Each of these devices is described below to assist the OEM in selecting the method that is most suitable for his
machine and his market. It remains, however, the responsibility of the OEM to ensure compliance of the machine
with legislation in the territories into which it is sold.
It is recommended that the OEM performs a risk assessment such as a Failure Mode Effects Analysis (FMEA) on
the application to determine the most appropriate method of stopping the engine and/or preventing it from being
restarted.
Emergency stop buttons are defined by national or international standards in terms of color, functionality, shape,
size, latching/locking. In the EU for example, they are described in the Machinery Directive.
For mobile machines, however, true emergency stop buttons are not always appropriate and are rarely fitted, due
to the following issues:
• Legislation is designed principally for static industrial machinery (e.g. lathe) where the main power source is
mains electricity.
• Stopping a diesel engine in a mobile machine may not always be safe. In particular the vehicle may need
the power to move to a safe position (for example off the public highway, or off a railway track).
• In practice it is difficult to find components such as safety relays which are suitable for mounting on mobile
machines due to the high vibration and water ingress protection, and the low voltages that occur during
starting.
• Fail-safe wiring can be a cause of machine unreliability and can create faults that are difficult to detect in
the field.
If a true emergency stop button is required for an application it is recommended that it is implemented such that
both the +battery and the ignition keyswitch lines are cut directly by the emergency stop button.
Caterpillar does not provide a standard recommendation or approval for a circuit for multiple emergency stop
buttons, as the differences in applications mean that significant time and resources are necessary to design a
system which will be fail safe without adversely affecting reliability.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 43
Starting and Stopping the Engine
The battery isolation switch is not a suitable method for stopping an engine, as it is not guaranteed to stop the
engine because the ECU may continue to operate with power generated by the alternator.
It is also possible that opening the battery isolation switch when the engine is running will cause an “alternator
load dump.” This is a kind of electrical transient that can cause damage to electronic components.
Battery isolation switches are normally fitted in the negative path, close to the battery.
Remote stop buttons may be used on large machines, which can be operated from ground level and where the
operator wants to stop the machine without climbing into the cab.
There are a number of variations on remote stop button circuits. The engine uses a single normally open contact,
which must be closed to stop the engine.
35 SENSOR RTN
• The engine may be restarted by opening the switch and activating the starter motor.
• The red “mushroom” emergency stop buttons must not be used for remote stop functions as they may be
mistaken for emergency stop buttons as described above.
44 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Starting and Stopping the Engine
It is recommended that if such features are implemented they are clearly documented and communicated to the
final users and owners of the machine. If this is not done there may be complaints that the engine is stopping
unexpectedly.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 45
Engine Speed Demand
The speed demand type must be carefully considered and appropriate for the application. The options must be
selected at the time of engine order so that the ECU will be configured correctly, for the type or pedal, lever or
control device selected.
There are two dedicated software input channels that can be configured to accept specific types of speed
demand inputs. The valid combinations and throttle logic are given in the following diagram. PTO mode can be
used with analogue/PWM combinations; it cannot be used with multi-position switch. The J1939 TSC1 parameter
will override any speed demand input when broadcast. Droop is applied to the requested desired engine speed.
VALID COMBINATIONS
SPEED
THROTTLE 1 THROTTLE 2
NOT PTO MODE (NOT
ANALOGUE VALID WHEN USING
INSTALLED MPTS)
NOT
PWM THROTTLE 1 % DROOP
INSTALLED
NOT
MPTS
INSTALLED
ANALOGUE ANALOGUE
THROTTLE 1 & 2 OVERALL
ARBITRATION ARBITRATION
PWM ANALOGUE
MANUAL OR
ANALOGUE MPTS HIGHEST WINS OR
SUMMING
PWM MPTS THROTTLE 2 % DROOP
J1939 TSC 1
REQUESTED
SPEED
46 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
The analogue sensor should use non-contact Hall-effect technology. Robust potentiometer contact sensors
designed for use in vehicles may be considered. Under no circumstances should ordinary carbon track or wire
wound potentiometers be used, as they will not be reliable.
For all mobile applications, and those where a rapid change in engine speed could cause a hazard, an idle
validation switch is required. The idle validation switch closes to ground when the sensor is in the minimum
position.
Off idle switches and kickdown switches are not monitored by the engine ECU.
This analogue input must only be used to control engine speed from a direct operator input, and is not suitable as
the mechanism for speed control by another electronic controller.
There is no special requirement for a relationship between angular movement of the pedal and output voltage.
It is the responsibility of the OEM and the throttle device manufacturer to ensure that the component is suitable
for the application in which it is to be used.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 47
Engine Speed Demand
The following test circuits must be used when evaluating analogue throttle devices.
22K
V+
Normal
Supply Device Sig
Voltage of Under
Device Under Test 13V DC
Test V-
V1
2K
IVS
V+
Normal
Supply
Voltage of Device IVS
Device Under
(Hall Effect Test 13V DC
Devices Only) IVS
Ground
V2
48 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 49
Engine Speed Demand
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.
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.
50 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
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.
J1 ECU
ON/OFF
52 PTO MODE - ON/OFF
SET/LOWER
51 PTO MODE - SET/LOWER
RAISE RESUME
50 PTO MODE - RAISE RESUME
DISENGAGE
49 PTO MODE - DISENGAGE
35 SWITCH RETURN
Once a PTO speed has been engaged, if the button is pressed again or if it is held down, the engine speed will
be lowered.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 51
Engine Speed Demand
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.
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.
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.
52 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
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 Switch 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
Throttle 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
Resumes to 2030
Speed ramps up
Speed ramps up
at once
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 so
different 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.
Rotary Switch
J1 ECU
S1 49 THROTTLE SWITCH INPUT 1
35 SWITCH RETURN
If a switch combination is detected which has been configured as “Not Valid” a fault code will be raised and the
ECU will ignore the MPTS for the rest of the key cycle.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 53
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.
54 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
The service tool configuration allows the user to specify the number of switch inputs to use. It is recommended
that where possible the user configures four inputs and marks those not used as “not valid.” If, however, the user
chooses to configure fewer than four inputs, using the service tool, the physical input allocation vs. software
input description changes as described in the table below.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 55
Engine Speed Demand
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.
56 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
ne
er
Deadzo
Positio
Low
ostic
Lower
Lower
iagn D
5%
20%
0% 5% 10%
ne
zo on
ad siti
r De Po
p e p er
Up
er
p
lU
tia
Ini
ev
5%
r L n 70%
n so atio
t
Se Ro r Posit
ion L
imit
Uppe
85%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
The diagram above is a simplified representation of a throttle pedal assembly; a small lever attaches the pedal to
a throttle position sensor. Two lock screws limit the open and closed pedal movement, one for each position. The
lever movement is directly proportional to the electrical output signal of the throttle sensor. The electrical raw
signal is shown as a percentage of the total permissible input range.
Eight parameters are shown on the diagram scale. Each parameter has a purpose; these parameters are required
for correct calibration. The parameters are expressed as a percentage of raw signal, the parameters may be
changed/configured to match the chosen device:
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 57
Engine Speed Demand
58 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
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 and
falls within the lower calibration area, so auto calibration will be applied.
ne
er L
Deadzo
Low
Pos
ic
Lower
t
Lower
s
gno
Dia
5%
20%
0% 5% 10%
e
on n
ea
dz itio
os
e rD e rP
p p p
r U lU
p
eve 5% Ini
tia
L
s or tion 70%
n ta
OUTPUT 11% S e Ro r Posit
ion L
imit
Uppe
85%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram A
Before calibration, the sensor output falls within the lower calibration region; without auto calibration, the “initial
lower position limit” is used by the engine ECU as the throttle start point. Once clear of the dead zone the desired
engine speed will change. In this case the lever would have to move 14 percent of the raw signal (nine percent +
five percent dead zone) before desired engine speed changes. This is situation is undesirable.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 59
Engine Speed Demand
ne
er
Deadzo
Positio
Low
ostic
Lower
Lower
iagn D
5%
20%
0% 5% 10%
ne n
zo itio
ad os
r De rP
p pe pe
r U lU
p
eve 5% Ini
tia
L
s or tion 70%
n ta
OUTPUT 11% S e Ro r Po sition
Limit
Uppe
85%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram B
After calibration, the start position used by the engine ECU has changed; with this new initial lower position
the lever needs to travel through the dead zone only. Once clear of the dead zone, the desired engine speed
will change.
The same principal applies for the upper calibration region as shown in the following diagram.
60 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
ne
er L
Deadzo
Low
Pos
ic
Lower
t
Lower
s
gno
Dia
5%
20%
0% 5% 10%
ne
zo on
ad siti
r De Po
p e p er
Up p
er Ini
tia
lU
ev
5%
r L n 70%
n so atio
t
Se Ro r Posit
ion L
imit
Uppe
85%
Sensor
OUTPUT 75%
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram C
Before calibration, the sensor output falls within the upper calibration region; without auto calibration the “initial
upper position limit” is used by the engine ECU as the throttle maximum point. Once clear of the dead zone the
desired engine speed will change. In this case the lever would have to move 10 percent of the raw signal
(five percent + five percent dead zone) before desired engine speed changes. This is situation is undesirable.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 61
Engine Speed Demand
ne
er L
Deadzo
Low
Pos
stic
Lower
Lower
gno
Dia
5%
20%
0% 5% 10%
e
on on
dz siti
D ea Po
per p er
Up p
er Ini
tia
lU
L ev
r n 70% 5%
n so atio
t
Se Ro r Posit
ion L
imit
Uppe
85%
Sensor
OUTPUT 75%
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram D
After calibration, the maximum position used by the engine ECU has changed; with this new initial upper
position the lever needs to travel through the dead zone only. Once clear of the dead zone the desired engine
speed will change.
The auto calibration feature is continuously active during engine operation. If a lower minimum position or
higher maximum position is seen, auto calibration will take place on the new values. The initial positions (defined
by the initial lower position limit and initial upper position limit) will be reinstated whenever the power to the ECU
is recycled.
62 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Speed Demand
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.
ON
OFF
OFF
5%
21% 25%
5%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram shows the
idle validation switch transition.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 63
Cold Starting Aid
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.
FUSE
+ Battery
TO GLOW PLUGS
GLOW PLUG
RELAY
The relay coil should not draw more than 1A and should be fitted with either a resistor or diode to suppress
flyback energy (back emf) when the relay is de-energized.
As the glow plugs may be activated during cranking, when the battery voltage may be low, it is recommended that
relay is specified such that it will close at a voltage of 60 percent of nominal battery voltage or lower.
The relay contacts should be rated to withstand the current characteristics outlined in the table below. Note that
for the purpose of relay specification, the glow plugs are a purely resistive load (no inductive element).
Although the glow plugs are normally operated only for a short time, in cold ambient conditions, best practice
would be to size the cable to withstand the stabilized glowplug current permanently. This will allow for a relay
that fails closed. For example a 4 Cylinder 12V application should have wire sized to carry 50A. Refer to the
recommended cable sizes in the table below.
64 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Cold Starting Aid
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).
Key ON
Temperature N
No Start Aid required
<= +5 degC ?
Y Coolant Temp
ECU activates
The operator should wait
Wait to
until after the Pre-heat period
Start Lamp Pre-heat map
before cranking. The Glow
and Glow Plugs
Plugs will remain off after the
for period
Pre-heat period until the
determined from
Intake Temp
engine is cranked
Pre-heat map
e
m
Ti
Operator crank
engine when lamp Typical Values (May Vary)
turns off
ECU activates
Glow Plugs during
cranking for
maximum of 10 sec
ECU activates
Glow Plugs for
Post-start period
of 15 seconds
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 65
Cold Starting Aid
There may be some applications that require a specially adapted strategy for control of the start aid. In such
cases it will be necessary for the OEM or operator to control the start aid. Examples of applications that may
require special starting strategies are:
• Engines in extremely cold climates that are fitted with block heaters.
• Engines that drive high loads during run-up; e.g., compressors.
An insulated M6 terminal post is provided for the machine harness connection to the busbar, which is located
on the top right-hand side of the ECU bracket. A 5.5 to 6 mm diameter ring terminal is required to connect
the machine harness; this should be insulated by a terminal insulator cap and be capable of handling an
80Amp current.
The existing terminal nut is used to locate both the engine-side and harness-side ring terminals to the post.
A 10 mm ring spanner is required to tighten the terminal nut to a torque of 6 Nm ± 2 Nm.
Customers who paint the engine are required to shield the terminal post prior to painting.
66 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Cold Starting Aid
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.
45.9 mm 300 mm
External Thread
3/4-16-2A HEX M27
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 67
Operator Displays
8 Operator Displays
8.1 Displays
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.
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.
68 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Operator Displays
(also known as Alert Lamp) (also known as Action Lamp) Status is Indicating
Derate Should both the warning lamp and Engine is running but
(Warning shutdown lamp flash during engine one or more of the
and Derate) running this indicates that one, or monitored engine
more, 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 those
set for engine derate.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 69
Operator Displays
Some products that use the CDL may also be compatible. Please contact your local applications team to confirm
before selecting a CDL display.
Devices that are connected to the J1939 datalink should meet the following standard if the OEM does not intend
fitting the indicator lamps described above.
Caterpillar will, under no circumstances, change the engine J1939 implementation in order to resolve
compatibility issues with gauges or displays other than those supplied directly by Perkins.
Gauge manufacturers may contact the electronic applications team, however, for information and assistance in
ensuring that their products are compatible with the engine ECU.
To support new standards and requirements, Caterpillar may add to the fault code table. Therefore, any active
engine fault codes including those not recognized or referenced should be displayed. Caterpillar recommends
that any suspect parameter number and the associated failure mode identifier are displayed.
Some intelligent instrument clusters available on the market are also capable of raising fault codes themselves,
based on the information that the engine transmits on J1939 such as “engine coolant temperature.” The machine
designer could set a limit that is more conservative (lower) than the warning threshold defined by Caterpillar. This
raises the possibility that the display will say that the engine has a fault when the engine is in fact running within
its design limits. This is undesirable as it may result in a service technician being called to resolve a problem
when in fact no problem exists. It will also cause damage to the reputation of Caterpillar and of the OEM.
Caterpillar recommends therefore, that intelligent displays DO NOT have their own fault detection for engine over
temperature/oil pressure etc, but that they use the fault codes generated by the engine, sent in the J1939
“Diagnostic Message#1 (DM1).”
70 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Operator Displays
8.2.1.1 General
All parameters work independently using individual threshold values and guard timers. Consequently, it is possible
for more than one parameter to register a warning or derate condition at any one time.
8.2.1.2 Warning
Each monitored parameter has its own warning trigger threshold. A warning will be triggered when any
parameter equals or exceeds its warning. In addition, for oil pressure, the trigger threshold varies with engine
speed. The ECU will log these events and turn on the appropriate lamp driver.
8.2.1.3 Derate
Each monitored parameter that uses the derate function has its own derate trigger threshold. If the derate
threshold is equaled or exceeded by any parameter, a derate protection will be set active. The engine will derate.
The ECU will log these events and turn on the appropriate lamp driver. While derate protection is set active, the
derate percentage may vary with parameter value.
8.2.1.4 Shutdown
The engine shutdown indication lamp driver will be triggered when any parameter equals or exceeds its shutdown
threshold for a time exceeding its shutdown indication guard time. Physical engine shutdown will occur only if
enabled by the configurable parameter. The ECU will log these events and turn on the appropriate lamp driver.
Note: All values quoted in tables below are subject to change. Also, the percentage derate can be confusing.
100 percent derate does not mean that the engine has no power at all, it means that the engine will be
running on a derate rating. The percentage of normal power that is available on the derate curve will
depend on the rating used, but will normally be approximately 50 percent of nominal power.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 71
Operator Displays
72 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Operator Displays
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 73
Monitored Inputs for Customer Fitted Sensors
De-bounce J1 Pin
Input State Warning/Shutdown
Time (secs) Assignment
Air Filter Restriction SWG Normally Closed 30 Disabled or Warning J1-38
Disabled, Warning,
Engine Coolant Level Low SWG Normally Closed 30 J1-47
or Shutdown
Water in Fuel SWG Normally Open 30 Disabled or Warning J1-44
38 SENSOR SIGNAL
35 SENSOR RTN
74 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Monitored Inputs for Customer Fitted Sensors
Required Parts
Part Number Description Qty
165-6634 or 239-9957 Level Switch 1
155-2260 Connector Plug Kit 1
9X-3402 Socket 3
Connector Details
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 75
Engine Governor
10 Engine Governor
10.1 Governor
10.1.3 Droop
Droop is the variation of engine speed as load is applied. For example, if an engine has 10 percent droop and is
running at 1500 rpm without load, as load is applied, the operator will feel and hear the engine speed gradually
decreasing. This is represented by the diagonal dotted lines under the torque curve in the diagram
to follow.
When the load reaches the torque limit curve of the engine, the engine will lug back along the curve.
Note: Droop values can be assigned to the multi-position throttle switch input, PWM accelerator pedal/lever
input, and the TSC1 speed demand over J1939. Droop does not apply, however to the PTO mode, which
always operates isochronously (zero percent droop).
76 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Governor
Flywheel Torque
RS 2200
HILL 2200
HIUL 2600
HI 2354
Droop 7%
Governor All Speed
RS
DROOP
HSG
HIUL
HILL
HI Speed
800 1800 2200 (RPM)
Example Governing 2 — showing isochronous droop but with a shallow HSG slope
Flywheel Torque
RS 2200
HILL 2200
HIUL 2600
HI 2350
Droop 0%
Governor All Speed
RS
DROOP = ISOCHRONOUS
I
HSG
HIUL
HILL
HI Speed
800 1800 2200 (RPM)
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 77
Engine Governor
The mode switches are of the Switch to Ground type and the ECU J1 pin connections are as follows:
78 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
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.
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.
When the number of hours since the last service is greater than configured maintenance interval, the software
will permanently illuminate the maintenance due indicator lamp connected to J1-58. The number of hours until the
next service, displayed in ET, will also become negative, i.e., two hours past the service interval will be indicated
by -2. The maintenance due indicator lamp is available in the service tool as a status parameter, “Maintenance
Indicator Lamp Status.” The override “Maintenance Indicator Lamp Override” is so the lamp status can be
overridden for testing purposes.
At any time before or after the maintenance interval has expired the maintenance due counter can be reset
through any of the following mechanisms:
• Using the maintenance due service tool feature, the maintenance due counter will be reset when the reset
button is clicked, if Pin J1-36 (SWB) is held high for greater than two seconds.
• If the ECU receives J1939 SPN 1584, “Service Component Identification,” with data value (decimal) 32,
“Engine oil-engine #1,” the maintenance due counter will be reset. (If the SPN is received with any other
data value it will be disregarded.)
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 79
Using the ET Service Tool
80 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Datalink Support
12 Datalink Support
There are two datalinks available for OEM connection to the engine, J1939 and Caterpillar Data link (CDL). It is
recognized, however that other CANbus standards (higher level protocols) do exist and are used in off-highway
applications, so some notes are also provided for users of those standards.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 81
J1939 Supported Parameters Summary Table
82 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Supported Parameters Summary Table
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 83
J1939 Supported Parameters Summary Table
84 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Supported Parameters Summary Table
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 85
J1939 Parameters
This section is broken down into two different sections, J1939-71 and J1939-73, in accordance with the J1939
documentation. J1939 messages are referenced in ascending numerical order by their Parameter Group
Number (PGN).
Note: The PGN numbers are written in some documents in decimal form (e.g., 61444). This document will use
the Hexidecimal form (e.g., F004) as it is easier to remember and simpler to decode when using tools to
analyze traffic on the CAN J1939 bus.
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 Transport
Protocol BAM message. When the global destination is used, there is no need to use the RTS/CTS protocol.
86 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
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.
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.”
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 87
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
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.
88 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Auxiliary Engine Shutdown Switch (970) 4 5 2
Off 00
On (engine will be shut down) 01
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.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 89
J1939 Parameters
Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new parameters only recently
defined by The SAE. The start byte / bit of accelerator pedal low idle switch 2 is still to be defined.
Note B: Percent load at current speed is estimated from the steady state engine calibration maps. This
parameter is not accurate at low loads or during transient conditions.
Note C: When there is discrepancy between the pedal position and the idle validation switch position, then
the Accelerator Pedal Low Idle Switch parameter will be transmitted as 10 (error) and the
accelerator pedal position will be transmitted as FE (error). However, if a pedal is not configured, then
it will be sent as not supported. This will apply to both accelerator 1 and accelerator 2.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Note A: The J1939 standard describes the frequency of transmission of this PGN as engine speed dependent.
The ECU actually transmits the message every 20ms, however, irrespective of engine speed.
Note B: During the engine cranking cycle, while the ECU is detecting engine position and speed, engine
speed is transmitted as FE00, or “Unavailable.” When this value is converted to engine speed, it gives
the value of 8128 rpm.
90 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Turbocharger 1 Wastegate Drive (spn 1188) 1 1 8 % 0.4 0 100
Turbocharger 2 Wastegate Drive 2 1 8
Turbocharger 3 Wastegate Drive 3 1 8
Turbocharger 4 Wastegate Drive 4 1 8
Turbocharger Wastegate Act Control Pressure 5 1 8
The two “SWB” inputs above are Switch To Battery, meaning when battery voltage is applied to the pin it will be
closed. All the other switch inputs are Switch To Ground, which means when an input is at ground potential it will
be closed.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 91
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Auxiliary I/O #04 (spn 704) 1 1 2 B
X Auxiliary I/O #03 (spn 703) 1 3 2 B
X Auxiliary I/O #02 (spn 702) 1 5 2 B
X Auxiliary I/O #01 (spn 701) 1 7 2 B
X Auxiliary I/O #08 (spn 708) 2 1 2 B
X Auxiliary I/O #07 (spn 707) 2 3 2 B
X Auxiliary I/O #06 (spn 706) 2 5 2 B
X Auxiliary I/O #05 (spn 705) 2 7 2 B
Auxiliary I/O #12 (spn 712) 3 1 2 B
X Auxiliary I/O #11 (spn 711) 3 3 2 B
X Auxiliary I/O #10 (spn 710) 3 5 2 B
X Auxiliary I/O #09 (spn 709) 3 7 2 B
Auxiliary I/O #16 (spn 716) 4 1 2 B
Auxiliary I/O #15 (spn 715) 4 3 2 B
X Auxiliary I/O #14 (spn 714) 4 5 2 B
X Auxiliary I/O #13 (spn 713) 4 7 2 B
X Auxiliary I/O Channel #1 (spn 1083) 5,6 1 16 0 64255 C
X Auxiliary I/O Channel #2 (spn 1084) 7,8 1 16 0 64255 C
Note A: The message will be sent at a frequency of 100ms, and additionally when any of the supported switch
inputs (spn’s 701 through 716) change state.
Note B: Each of the switch inputs is transmitted as 00 if the switch is open (or not connected) and 01 if it is
closed.
Note C: The analogue channels are scaled at 0.955 volts per bit with a 0.5V offset. For example a voltage of
2.5 voltages would be transmitted as (2.5 volts – 0.5 v offset)/0.000955 volts/bit = 209410 or 82E16
92 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 93
J1939 Parameters
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.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
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 Asymmetry
4 1 8 Ratio 0 250
Adjustment
94 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
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 C
X 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 Point 4 (spn 530) 10 1 16 rpm 0.125 0 8031
X Percent Torque at Point 4 (spn 542) 12 1 8 % 1 -125 +125
X Engine Speed at Point 5 (spn 531) 13 1 16 rpm 0.125 0 8031
X Percent Torque at Point 5 (spn 543) 15 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 Override
22 1 16 rpm 0.125 0 8031
Speed, Point 7
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.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 95
J1939 Parameters
Shutdown (SHUTDOWN)
Shutdown PGN contains the SPN wait-to-start lamp. This indicates that the engine is too cold to start and the
operator should wait until the signal becomes inactive (turns off).
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Idle Shutdown Has Shut Down Engine 1 1 2
Idle Shutdown Driver Alert Mode 3 2
Idle Shutdown Timer Override 5 2
Idle Shutdown Timer State 7 2
Idle Shutdown Timer Function 7 2
A/C High Pressure Fan Switch 3 1 2
Refrigerant Low Pressure Switch 3 2
Refrigerant High Pressure Switch 5 2
X Wait-to-Start Lamp (spn 1081) 4 1 2
X Off 00
X On 01
Engine Protection System Has Shut
5 1 2
Down Engine
Engine Protection System Approaching
3 2
Shutdown
Engine Protection System Timer Override 5 2
Engine Protection System Timer State 7 2
Engine Protection System Configuration 7 2
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
96 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
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.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
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.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 97
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Vehicle Identification Number (spn 237) ASCII None A
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
98 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
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
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.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 99
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
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
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet manifold
pressure sensor.
Note B: Boost pressure will be calculated from inlet manifold temperature. Boost pressure will never be
transmitted as a negative number, even though a slight depression at the inlet is possible for some
engines when running at low idle speed.
100 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
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
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 101
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Operator Primary Intermediate Speed
X 1 1 4
Select State (spn 2892)
Intermediate Speed Not Requested 0000 A
X Logical Position 1 0001
X Logical Position 2 0010
X Logical Position 3 0011
X Logical Position 4 0100
X Logical Position 5 0101
X Logical Position 6 0110
X Logical Position 7 0111
X Logical Position 8 1000
X Logical Position 9 1001
X Logical Position 10 1010
X Logical Position 11 1011
X Logical Position 12 1100
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.
102 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
When the ECU receives this PGN, it will override the mode selection configuration, and switch to the requested
rating and droop setting. The engine will remain in this new state until either another message is received with a
different rating and droop request, or until the keyswitch is cycled.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Auxiliary Governor Switch 1 1 2
Multi-Unit Synch On/Off Switch 1 3 2
Alternate Low Idle Switch 1 5 2
X Alternate Rating Select 2 1 8 A
X Alternate Droop Accelerator 1 Select 3 1 4
X Accel 1 — Default Droop (default) 0000
Accel 1 — Alternate Droop 1 through 0001-
X
10 = 1% through 10% 1010
Accel 1 — Alternate Droop 11 (Isochronous) 1011
Error 1110
X Not Available 1111
X Alternate Droop Accelerator 2 Select 3 5 4
X Accel 12 — Default Droop (default) 0000
Accel 2 — Alternate Droop 1 through 0001-
X
10 = 1% through 10% 1010
Accel 2 — Alternate Droop 11 (Isochronous) 1011
Error 1110
X Not Available 1111
X Alternate Droop Remote Accelerator Select 4 1 4
X Remote Accel — Default Droop (default) 0000
Remote Accel — Alternate Droop 1 through 0001-
X
10 = 1% through 10% 1010
Remote Accel Alternate Droop 11 (Isochronous) 1011
Error 1110
X Not Available 1111
Alternate Droop Auxiliary Input Select 4 5 4
Note A: Ratings 1 to n are populated with all the ratings available in the ECU with “1” being the lowest and
“n” being the highest rating. If the ECU receives the “0,” the rating value entered through the mode
selection switches should be used.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 103
J1939 Parameters
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
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 4
X Alternate Droop Accelerator 2 Select State 3 5 4
Alternate Droop Remote Accelerator
X 4 1 4
Select State
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.
104 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
If only 1 DTC is active then DM1 will be transmitted as a single message with the identifier FECA. If there is more
than one fault code present then the DM1 message will be longer than 8 bytes, thus the transport protocol (BAM)
will be used to send the message.
Note : This is different from Tier 2 functionality where the transport protocol (BAM) is used to send all DM1
messages, even if only one fault code is active.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Note A: The J1939 diagnostic lamp description and function is not supported — diagnostic lamp
implementation is supported as follows:
Diagnostic and event codes have been split into three categories of severity called Warning Category
Indicators (WCI).
The lowest level (Level 1) is used for “warning” level faults, such as when engine design limits for temperature
have been reached, or for a sensor short circuit.
The highest level (Level 3) is used for events where the severity merits the machine and the engine being
immediately stopped.
Level 2 is an intermediate level used particularly for events or diagnostic which cause an engine derate.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 105
J1939 Parameters
The status lamps in the DM1 message will be switched on according to the following table:
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
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.
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
106 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
J1939 Parameters
Support as per J1939 — 21. Note that this mechanism is used principally as a multipacket protocol for sending
messages larger than 8 bytes of data; for example, to send diagnostic messages DM1 and DM2 or for the engine
configuration PGN. This uses the Broadcast Announce Message (BAM) as shown in the example below:
Note A: If a module is required to decode any information that is sent via the transport protocol, it must be
capable of receiving and processing messages with the same identifier within 50 ms.
This message is used for communication between the ECU and the service tool. It must not be used by any other
electronic system on the machine, as this may cause unpredictable operation when the service tool is connected.
Acknowledge
Both acknowledge (ACK) and negative acknowledge (NACK) are supported as per the J1939 specification.
Request PGN
Supported as per the J1939 specification. This PGN is sent to the ECU to request parameters that are only sent
“on-request.” For example, if an electronic module on the machine requires engine hours information, it must
send a request PGN for the engine hours/revolutions PGN.
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 107
Appendices
15 Appendices
108 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Appendices
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 109
Appendices
110 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Appendices
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 111
Caterpillar.
Your Local Resource.
Worldwide.
Your Cat dealer is prepared to answer any questions you
may have about Cat Power Systems, customer support,
parts or service capability anywhere in the world. For the
name and number of the Cat dealer nearest you, visit
our website or contact Caterpillar Inc. World
Headquarters in Peoria, Illinois, U.S.A.
World Headquarters:
Caterpillar Inc.
Peoria, Illinois, U.S.A
Tel: (309) 578-6298
Fax: (309) 578-2559
Mailing Address:
Caterpillar Inc.
Industrial Power Systems
P.O. Box 610
Mossville, IL 61552
www.cat-industrial.com
E-mail: cat_power@cat.com