09 RENR5910 06 Troubleshooting Copy

RENR5910-06October 2010

TroubleshootingG3600 EnginesBLB1-Up (Engine)BKE1-Up (Engine)BEN1-Up (Engine)4ZS1-Up (Engine)

SAFETY.CAT.COM

i03991620

Important Safety InformationMost accidents that involve product operation, maintenance and repair are caused by failure to observebasic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardoussituations before an accident occurs. A person must be alert to potential hazards. This person should alsohave the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous andcould result in injury or death.Do not operate or perform any lubrication, maintenance or repair on this product, until you haveread and understood the operation, lubrication, maintenance and repair information.Safety precautions and warnings are provided in this manual and on the product. If these hazard warningsare not heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such asDANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.The message that appears under the warning explains the hazard and can be either written or pictoriallypresented.

A non-exhaustive list of operations that may cause product damage are identified by NOTICE labelson the product and in this publication.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.The warnings in this publication and on the product are, therefore, not all inclusive. You mustnot use this product in any manner different from that considered by this manual without firstsatisfying yourself that you have considered all safety rules and precautions applicable to theoperation of the product in the location of use, including site-specific rules and precautionsapplicable to the worksite. If a tool, procedure, work method or operating technique that is notspecifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for youand for others. You should also ensure that the product will not be damaged or become unsafe bythe operation, lubrication, maintenance or repair procedures that you intend to use.The information, specifications, and illustrations in this publication are on the basis of information thatwas available at the time that the publication was written. The specifications, torques, pressures,measurements, adjustments, illustrations, and other items can change at any time. These changes canaffect the service that is given to the product. Obtain the complete and most current information before youstart any job. Cat dealers have the most current information available.

When replacement parts are required for thisproduct Caterpillar recommends using Cat re-placement parts or parts with equivalent speci-fications including, but not limited to, physicaldimensions, type, strength and material.

Failure to heed this warning can lead to prema-ture failures, product damage, personal injury ordeath.

In the United States, the maintenance, replacement, or repair of the emission control devices andsystems may be performed by any repair establishment or individual of the owner's choosing.

RENR5910-06 3Table of Contents

Table of Contents

Troubleshooting Section

IntroductionGeneral Information ................................................ 4Welding Precaution ................................................. 4Electronic Service Tools .......................................... 4Troubleshooting Data Sheet ................................... 8

Electronic System OverviewSystem Overview ................................................... 11Component Location ............................................. 18Engine Monitoring System .................................... 24Diagnostic Capabilities ......................................... 25Programmable Parameters ................................... 25Electrical Connectors ............................................ 26

Configuration ParametersConfiguration Parameters ..................................... 30

Diagnostic Trouble CodesDiagnostic Trouble Codes ..................................... 39

Event CodesEvent Codes ........................................................ 51

Symptom TroubleshootingSymptom Troubleshooting .................................... 67Air Starting Motor Problem ................................... 67Coolant Flow Is Low ............................................. 68Coolant Level Is Low ............................................ 69Coolant Pressure Is High ...................................... 69Coolant Pressure Is Low ....................................... 70Coolant Temperature Is High ................................ 71Coolant Temperature Is Low ................................. 73Crankcase Pressure Is High ................................. 74Cylinder Is Noisy ................................................... 75Detonation Occurrence ......................................... 76Electrohydraulic System Oil Pressure Is Low ....... 78Engine Cranks but Does Not Start ........................ 80Engine Has Mechanical Noise (Knock) ................ 82Engine Misfires, Runs Rough or Is Unstable ........ 83Engine Overcrank Occurrence ............................. 87Engine Overloads ................................................. 88Engine Overspeeds .............................................. 89Engine Shutdown Is Intermittent ........................... 90Engine Shutdown Occurrence .............................. 91Engine Shutdown or Start Inhibit Initiated by DrivenEquipment ........................................................... 92Engine Stalls Immediately After Starting .............. 93Engine Vibration Is Excessive .............................. 93Exhaust Emission and Fuel Consumption AreHigh ..................................................................... 94Exhaust Temperature Is High ............................... 95Exhaust Temperature Is Low .............................. 100Fuel Energy Content Problem ............................ 103Fuel Pressure Problem ....................................... 105Fuel Temperature Is High ................................... 106Inlet Air Is Restricted ........................................... 107Inlet Air Temperature Is High .............................. 108

Oil Consumption Is Excessive ............................. 110Oil Filter Differential Pressure Problem ............... 111Oil Level Is Low ................................................... 111Oil Pressure Is High ............................................. 112Oil Pressure Is Low .............................................. 113Oil Temperature Is High ....................................... 114Prelubrication Pressure Is Low ............................ 115Spark Plug Life Is Short ....................................... 116Temperature Ratio of Coolant to Oil Is Low ......... 116Turbocharger Turbine Temperature Is High ......... 117

Circuit TestsAir/Fuel Pressure Module - Test .......................... 119Choke Actuator - Test ......................................... 127Cylinder Combustion - Test ................................. 134Cylinder Firing Signal - Test ................................ 142Detonation - Test ................................................. 158Electrical Power Supply - Test ............................ 174Exhaust Temperature - Test ................................ 181Fuel Actuator - Test ............................................. 193Fuel Control - Test .............................................. 200Ignition Primary - Test ......................................... 215Ignition Secondary - Test .................................... 230Indicator Lamp - Test .......................................... 237Integrated Combustion Sensing Module - Test ... 245Prelubrication - Test ............................................ 253Sensor Signal (Analog, Active) - Test ................. 274Sensor Signal (Analog, Passive) - Test .............. 284Sensor Signal (PWM) - Test ............................... 289Sensor Supply - Test ........................................... 299Speed Control (Switch) - Test ............................. 313Speed/Timing - Test ............................................ 318Starting - Test ...................................................... 325Wastegate - Test ................................................. 339

ServiceCustomer Passwords .......................................... 348Factory Passwords ............................................. 348ECM Will Not Accept Factory Passwords ........... 349Electronic Service Tool Does Not Communicate .. 349ECM Software - Install ........................................ 351ECM - Replace ................................................... 352Control Module - Replace (ICSM) ....................... 354Electrical Connectors - Inspect ........................... 356Unburned Gas - Purge ........................................ 359Air/Fuel Pressure Module - Calibrate .................. 360

Index Section

Index ................................................................... 362

4 RENR5910-06Troubleshooting Section

Troubleshooting Section

Introductioni02725485

General InformationSMCS Code: 1000

As a reference, simplified schematics for each of theengine's subsystems are included with each of thecircuit tests that are in this manual. For an accuraterepresentation of the entire electrical schematic thatis for your application, refer to the Electrical SystemSchematic.

During troubleshooting, inspect all harnessconnections before any component is replaced. Ifthese connections are not clean and tight, continuouselectrical problems or intermittent electrical problemscan result. Check that the wires are pushed intothe connectors completely. Make sure that theconnections are tight before other tests are made.

Failure of an electrical component may cause thefailure of other components. Always attempt tocorrect the cause of an electrical failure before youreplace a component. If wire insulation is punctured,repair the damage. Seal the damaged wires with8T-0065 Silicone Sealant. Cover the sealant withtwo layers of 1P-0810 Electrical Tape.

i03245492

Welding PrecautionSMCS Code: 1000

Proper welding procedures are necessary in orderto avoid damage to the engine's Electronic ControlModule (ECM), to sensors, and to associatedcomponents. Components that are for the drivenequipment should also be considered. Performwelding on the engine according to the followingprocedure:

1. Set the engine control to the STOP position.

2. Ensure that the fuel supply to the engine is turnedoff.

3. Disconnect the negative terminal from the battery.

4. Disconnect all electronic components from thewiring harnesses. This includes the followingcomponents:

Electronic components for the driven equipment

The engine electronic control modules ECM,Integrated combustion sensing module(s), andAir/Fuel pressure module

Sensors

Fuel, choke and wastegate actuators

NOTICEDo NOT use electrical components (ECM or sensors)or electronic component grounding points for ground-ing the welder.

5. When possible, connect the welder's groundclamp directly to the engine component that willbe welded. Place the clamp as close as possibleto the weld in order to reduce the possibility ofwelding current damage to the engine bearings,to the electrical components, and to othercomponents.

6. Protect the wiring harnesses from welding debrisand/or from welding spatter.

7. Use standard welding procedures to weld thematerials together.

i04020509

Electronic Service ToolsSMCS Code: 0785

Service ToolsMost of the tools that are listed in Table 1 are requiredto enable a service technician to perform the testprocedures in this manual. Some of the devices arespecific to the type of Electronic Control Module(ECM) that is being used.

RENR5910-06 5Troubleshooting Section

Table 1

Service Tools

Pt. No. Description

N/A 4 mm Allen Wrench

151-6320 Wire Removal Tool (14-GA TO 18-GA,RED)

1U-5804 Crimp Tool (12AWG TO 18AWG)

6V-2197 Transducer

7X-1171 Transducer Adapter

7X-1695 Cable As

146-4080 Digital Multimeter Gp (RS232)

7X-1710 Multimeter Probes

326-4904 Adapter Cable As (3-PIN BREAKOUT)

7X-1715134-5195

Adapter Cable As (40-PIN BREAKOUT)Harness (40-PIN)For ADEM 2 ECM (two 40-pinconnectors)

208-0059 Adapter Cable As (70-PIN BREAKOUT)For ADEM 3 ECM (two 70-pinconnectors) and for ADEM 4 ECM(one 70-pin connector and one 120-pinconnector)

257-8718 Adapter Cable As (120-PIN BREAKOUT)For ADEM 4 ECM (one 70-pin connectorand one 120-pin connector)

N/A Torque Wrench (capable of applying1.5 Nm (13.3 lb in))

Repair Kits for Connectors

270-5051 Connector Repair Kit (AMPSEAL)

175-3700 Connector Repair Kit (DEUTSCH DT)

Bypass Harnesses for the ECM

129-2018 Power CableStand alone cable for ADEM 2 ECM

217-0113 Wiring Harness (ECM BYPASS)The bypass harness connects to thebattery. The bypass harness is usedwith the following harnesses for differenttypes of electronic control modules.

328-2292 Harness (ENGINE ECM BYPASS)For ADEM 3 ECM and ADEM 4 ECM

277-4734 Harness (ENGINE ECM BYPASS)For A4:E2 ECM (Two 64-pin connectors)

Two short jumper wires are needed to check thecontinuity of some wiring harness circuits by shortingtwo adjacent terminals together in a connector. Along extension wire may also be needed to check thecontinuity of some wiring harness circuits.

Optional Service ToolsTable 2 lists the optional service tools that may beneeded during testing or repair.

Table 2

Optional Service Tools

Pt. No. Description

198-4240or

1U-5470

Digital Pressure IndicatororEngine Pressure Group

4C-4075 Crimp Tool (4AWG TO 10AWG)

4C-4911(1) Battery Load Tester

5P-7277 Voltage Tester

6V-9130(2) Temperature Adapter (MULTIMETER)

8T-5319 Connector Tool Group

349-4199 AC/DC Current Probe

348-5430 Multi-Tool Gp(1) Refer to Special Instructions, SEHS9249, Use of 4C-4911Battery Load Tester for 6, 8, and 12 v Lead Acid Batteries andSpecial Instructions, SEHS7633, Battery Test Procedure.

(2) Refer to Special Instructions, SEHS8382, Use of the 6V-9130Temperature Adapter Group.

Caterpillar Electronic Technician(ET)Cat ET can be used by the technician to help performthe following procedures:

Diagnostic tests

Calibrations

Flash programming

Configuration of the ECM

Cat ET can display the following information:

Parameters

Event codes

Diagnostic codes

Engine configuration

Always use the latest revision of Cat ET. The mediais available on CD and the media can also bedownloaded from various Caterpillar web sites.

Table 3

Software, JEBD3003, CATERPILLARELECTRONIC TECHNICIAN


Once you have downloaded Cat ET onto yourPC, you will need a license from your Caterpillardealer in order to use the software. Various licensesare available for different users with differentrequirements. Consult your Caterpillar dealer.

Note: For more information regarding the use ofCat ET and the PC requirements for Cat ET, refer tothe documentation that accompanies your Cat ETsoftware.

Connecting Cat ET

Connecting the Communication Adapter

Table 4 lists the standard hardware that is required inorder to connect Cat ET.

Note: The 275-5120 Communication AdapterGp was canceled and replaced by the 317-7484Communication Adapter Gp. However, the 275-5120Communication Adapter Gp can still be used.

Table 4

Standard Hardware for the Use of Cat ET

Part Number Description

N/A Personal Computer (PC)

317-7484 Communication AdapterGp

Components of the 317-7484 CommunicationAdapter Gp

317-7485 Communication Adapter(3)

353-5083 Cable As (USB)

327-8981 Cable As (DATA LINK)

Tool Operating Manual & Software CD ROM,NETG5057, Communication Adapter 3

Follow the instructions for the communicationadapter. Use the following procedure in order toconnect Cat ET and the communication adapter toa PC.

1. Remove the electrical power from the ECM.

g02051513Illustration 1

(1) PC(2) 353-5083 Cable As (USB)(3) 317-7485 Communication Adapter (3)(4) 327-8981 Cable As (DATA LINK)

2. Connect cables (2) and (4) to communicationadapter (3).

Note: The communication adapter will power upwhen the adapter is connected to a PC or to an ECMthat is powered up.

3. Connect cable (2) to the USB port of the PC.

4. Connect cable (4) to a service tool connector.

5. Restore electrical power to the ECM. Verify thatthe POWER indicator on the communicationadapter is illuminated. Make sure that the PC ispowered up.

6. Establish communication between Cat ET and theECM. If Cat ET indicates that there is more thanone ECM, select the engine ECM.

7. If Cat ET and the communication adapterdo not communicate with the ECM, refer toTroubleshooting, Electronic Service Tool Will NotCommunicate with ECM.

Refer to Troubleshooting, Electronic Service ToolDoes Not Communicate if any of the followingconditions exist:

Cat ET displays a message that refers to acommunication problem.

Cat ET displays Error #142 The interfacehardware is not responding.


Cat ET displays a message that indicates thatthe firmware in the communications adapter isold.

Dual Data Links

When the connection of the communication adapteris complete, observe the communication adapterand Cat ET. If the J1939 and the Cat Data Linkindicators are flashing and Cat ET does not displaya message that indicates Service tool support islimited, Cat ET is communicating with the ECM onboth data links.

Refer to Troubleshooting, Electronic Service ToolDoes Not Communicate if the J1939 indicator andthe Cat Data Link indicator are not flashing. Bothindicators must be flashing.

Communicatingwith theWireless CommunicationAdapter

Table 5 lists the optional hardware that is neededin order to connect Cat ET by using a wirelessconnection.

Note: Some applications cannot use a wirelessconnection. Also, a dual data link cannot be usedwith a wireless connection.

Table 5

Optional Hardware for the Use of Cat ET

Part Number Description

N/A Personal Computer (PC)

g01297379Illustration 2(1) Personal computer (PC)(7) 261-4867 Card (PCMCIA)(8) 239-9955 Communication Radio Gp(9) 259-3183 Data Link Cable As

Note: Items (7), (8), and (9) are part of the 261-3363Wireless Communication Adapter Gp.

Use the following procedure in order to connect thewireless communication adapter for use with Cat ET.

1. Remove the electrical power from the ECM.

2. Ensure that the computer has been correctlyconfigured for the 261-4867 Card. Verify thatthe PC card is installed in the computer PCMCIAexpansion slot.

3. Connect cable (9) between communication radio(8) and the service tool connector.

4. Restore the electrical power to the ECM. If Cat ETand the communication radio do not communicatewith the ECM, refer to Troubleshooting, ElectronicService Tool Will Not Communicate with ECM.


PL1000E Communication ECM (IfEquipped)


The PL1000E is an ECM that provides thecustomer with the ability to integrate Caterpillarengines into specific applications. The PL1000Eenables communication from a J1939 data linkto a Modbus. A PC with Cat ET installed can beconnected to the PL1000E through the RS232serial port of the PC. The PL1000E contains anembedded communications adapter that will allowCat ET to communicate with the engine over theJ1939 data link.

Refer to System Operation/Troubleshooting/Test andAdjust, RENR8091, PL1000E Communication ECMfor additional information.

i03247467

Troubleshooting Data SheetSMCS Code: 0336

To help troubleshoot a gas engine, complete theinformation in Table 6. Be sure to include the units ofmeasurement.


Table 6

Data Sheet for Troubleshooting

Customer and installation

Engine model and driven equipment

Engine serial number Application

Servicehours

Compressionratio

Altitude Fuel Qualitysetting (LHV)

Specificgravity

Startchoke position

Maximumchoke position

Wastegatestart position

Exhaustfeedback time

FuelLHV

Fuelmethane number

Fuelrate

Pressure to the gasregulator

Fuelflow

Airflow

Brand of oiltype of oil

Enginerpm

Percentload

Detonationlevel

Airrestriction

Inlet manifold air pressureDesired inlet manifold air pressure

Inlet manifold air temperature Actual air/fuel ratioDesired air/fuel ratioDesired combustion burn time

leftEngine oil pressure Turbocharger exhausttemperature

right

Exhaust stackpressure

Fuelcommand

Air chokecommand

Wastegatecommand

Exhaust stacktemperature

% O2 PPM of NOx PPM of CO Brand of exhaustanalyzer

(1) (3) (5) (7) (9) (11) (13) (15)Cylinder exhaustport temperatures

(2) (4) (6) (8) (10) (12) (14) (16)

(1) (3) (5) (7) (9) (11) (13) (15)Needle valvesetting

(2) (4) (6) (8) (10) (12) (14) (16

(1) (3) (5) (7) (9) (11) (13) (15)Cylindercombustion burn time

(2) (4) (6) (8) (10) (12) (14) (16)

in in inAftercooler watertemperature

out

Jacket watertemperature

out

Engine oiltemperature

out

Comments


Report the Service InformationAfter you have successfully repaired the engine, itis important to provide good information about therepair. The following topics are recommended foryour report:

Complaint Include a description of the customer'scomplaint in the report.

Cause Provide a specific description of the causeof the failure. Include the method that was used inorder to diagnose the problem. If diagnostic codesor event codes were generated, include all of thecodes and the status of the codes. Indicate yourdetermination of the problem. For example, if youperformed a diagnostic functional test, identify thetest procedure. For example, a visual inspectionrevealed abrasion of a wire in a harness. Be specific:dynamometer testing of the engine produced powerbelow specifications at 1000 rpm due to the loss ofan ignition transformer.

Repair Explain your repair of the problem. Forexample, you may have installed a new wiringharness. You may have replaced the ignitiontransformer per instructions from the factory.

The providing of complete, accurate information willhelp Caterpillar to provide better service to you andto the customer.


Electronic SystemOverview

i02915971

System OverviewSMCS Code: 1000; 1900

Control SystemThe following components are included in the controlsystem:

An Electronic Control Module (ECM) and anemergency stop button in an engine mountedjunction box

Optional remote control panel with either a MachineInformation Display System (MIDS) or an Advisormonitor display

Integrated Combustion Sensing Module (ICSM)

Gas Shutoff Valve (GSOV)

Ignition system that is controlled by the ECM

Detonation sensor for each two cylinders

A system for prelube or postlube that includes thesolenoid and prelube pump

Actuators that are hydraulically actuated andelectronically controlled for the fuel, for the airchoke, and for the exhaust bypass (wastegate)

A system for cranking that includes the solenoidand starting motor

The ECM controls most of the functions of theengine. The module is an environmentally sealedunit that is in an engine mounted junction box. TheECM monitors various inputs from sensors in orderto activate relays, solenoids, etc at the appropriatelevels. The ECM supports the following five primaryfunctions:

Governing of the engine

Control of ignition

Air/fuel ratio control

Start/stop control

Monitoring of engine operation

The ECM does not have a removable personalitymodule. The software and maps are changedwith Caterpillar Electronic Technician (ET) by flashprogramming of a file.

Governing of the Engine RPM

Desired engine speed is determined by the statusof the idle/rated switch, of the desired speed input(analog voltage or 4 to 20 mA), and of parametersthat are programmed into the software. Actual enginespeed is detected via a signal from the enginespeed/timing sensor. Parameters such as idle speedand governor gain can be programmed with Cat ET.

The ECM monitors the actual engine speed. TheECM calculates the difference between the actualengine speed and the desired engine speed. TheECM controls the fuel actuator in order to maintainthe desired engine speed. The fuel actuator is locatedat the flange of the inlet air manifold.

If the actual engine speed is less than the desiredengine speed, the ECM commands the fuel actuatorto move toward the open position in order to increasethe fuel flow. The increase of fuel accelerates theengine speed.

Control of Ignition

Each cylinder has an ignition transformer. Toinitiate combustion, the ECM sends a pulse ofapproximately 108 volts to the primary coil of eachignition transformer at the appropriate time and forthe appropriate duration. The transformer increasesthe voltage which creates a spark across the sparkplug electrode.

The ECM provides variable ignition timing thatis sensitive to detonation. Detonation sensorsmonitor the engine for excessive detonation. Theengine has one detonation sensor for each twoadjacent cylinders. The sensors generate data onvibration that is processed by the ECM in order todetermine detonation levels. If detonation reachesan unacceptable level, the ECM retards the ignitiontiming of the affected cylinder or cylinders. If retardingthe timing does not limit detonation to an acceptablelevel, the ECM shuts down the engine.

Levels of detonation can be displayed by the MachineInformation Display System (MIDS) or by the Advisordisplay on the optional control panel. Alternatively,the Cylinder X Detonation Level screen of Cat ETcan also be used. The X represents the cylindernumber.

The ECM provides extensive diagnostics for theignition system.


Air/Fuel Ratio Control

The ECM provides control of the air/fuel mixture forperformance and for efficiency at low emission levels.The system includes the following components:maps in the ECM, output drivers in the ECM,fuel actuator, air choke actuator, exhaust bypasswastegate actuator, ICSM, thermocouples, andcombustion sensors. Illustration 4 is a diagram of thesystem's main components and of the system's linesof communication.


The desired air/fuel ratio is based on maps that arestored in the ECM. The maps are specific for differentapplications, for engine speeds, and for engine loads.

The engine load is calculated from the fuel flow. Forexample, zero fuel flow is zero load and fuel flow of100 cfm might be 50 percent of the rated load.

Note: The calculated engine load varies. Severalvariables affect the calculated engine load, includingtiming, settings for emissions, fuel quality, andspecific gravity of the fuel.

The system has five modes of operation for theair/fuel ratio:

Start-up

No feedback

Exhaust port temperature feedback

Combustion feedback

Prechamber calibration

Error for the inlet manifold air pressure Thisis the absolute difference between the actual inletmanifold air pressure and the desired inlet manifoldair pressure.

In each of these modes, the air/fuel ratio is controlledby either the air choke actuator or the wastegateactuator: only one of the actuators operates at anytime. The active actuator is determined by the abilityto provide the desired inlet manifold air pressure.Both of the actuators regulate the air flow. Theregulation is based on an error that is calculated forthe inlet manifold air pressure. Both of the actuatorsare controlled by a map for the air/fuel ratio.


The software is also programmed to correct thefuel flow according to the temperature of the jacketwater and the engine speed. This occurs when thecoolant temperature is not at the water temperatureregulator's rated temperature. If the temperature iscooler than the rating, the fuel in the cylinder head isalso cooler and more dense. Because the denserfuel provides an air/fuel mixture that is richer thanthe desired mixture, the calculation of the fuel flowis corrected for the lower temperature. This tendsto lean the actual air/fuel ratio. If the temperature iswarmer than the rating, the fuel in the cylinder headis less dense. Because the warmer fuel provides aleaner air/fuel mixture, the calculation of the fuel flowis corrected for the higher temperature. This tendsto richen the air/fuel ratio.

Note: When the engine is operating in combustionfeedback, the temperature of the jacket water onlyaffects the fuel correction factor.

The relationship of the modes of operation to theengine load and the transitions between the modesare represented in Illustration 5. Illustration 5 is forengines with the 1.9 and earlier versions of software.

g01648774Illustration 5Schematic of the modes of operation, of transitions, and of the engine load for version 1.9 software


The relationship of the modes of operation to theengine load and the transitions between the modesare represented in Illustration 6. Illustration 6 is forengines with the 2.0 software version. The modes ofoperation are explained in more detail below.


Schematic of the modes of operation, of transitions, and of the engine load for version 2.0 software

Note: Control of the inlet manifold air pressure is notdetermined directly by the engine load. The activeactuator is determined by the ability to provide thedesired inlet manifold air pressure.

At loads that are approximately less than 40 percent,the air/fuel ratio is controlled by the air chokeactuator. The air choke controls the flow of air duringengine start-up. The air choke continues to controlthe air flow during the increase in the engine speedand in load. As the engine speed and load areincreased, the required inlet manifold air pressureincreases. The air choke opens in order to providemore combustion air. When the air choke becomesfully open, the air choke cannot further increase theair flow. Then, the wastegate becomes active.

Conversely, the required inlet manifold air pressure isreduced as the engine speed and load are reduced.As the requirement for combustion air is reduced, thewastegate opens. When the wastegate is fully open,the wastegate cannot regulate a smaller quantity ofcombustion air. Then, the air choke becomes activeagain.

During start-up, the air choke is maintained at a fixedposition until ten seconds after the engine achievesthe desired speed. This enables a correction of theexcessive error for inlet manifold air pressure. Thestarting position for the air choke is set in the Cat ETconfiguration screen. The starting position dependson the number of cylinders. Typically, the startingposition is closed 60 to 80 percent. If the startingposition is set too high, the engine will not get enoughcombustion air.


If the starting position is set too high and the enginespeed does not increase to the desired speed, theprogramming in the software opens the air choke insteps until the engine speed increases. This enablesa steady increase of the engine speed until thedesired speed is achieved.

The maximum position for the air choke can also beset in the Cat ET configuration screen. The maximumposition is set in order to enable a sufficient flow ofair for combustion when the engine is running at noload. Typically, the maximum position is closed 75to 85 percent.

At ten seconds after the engine reaches the desiredspeed, the air/fuel ratio is controlled directly by themap for the air/fuel ratio. No correction factors arerelated to any feedback: this is a correction factorof 100 percent. This mode of operation uses nofeedback.

Normally, the map is calculated in order to providea low air/fuel ratio for loads up to approximately 40percent. This provides a mixture that is sufficientlyrich for operation at low temperatures. The air/fuelratio will continue to be controlled by the map untilthe conditions allow operation in one of the feedbackmodes or in the prechamber calibration mode.

A low air/fuel ratio is critical for operation afterstart-up in order to keep the air choke partially closed.Otherwise, the air choke may open fully and thewastegate will control the inlet manifold air pressure.This results in a period of misfire and of excessivefuel flow. Because of the excessive fuel flow, thecalculated engine load is excessive.

Programmable Desired Engine Exhaust PortTemp parameter This parameter is set in the CatET configuration screen. This is the desired exhaustport temperature for a load of 25 percent. The controluses this parameter during operation in the exhaustport temperature feedback mode.


Graph of the calculated desired exhaust port temperature

The calculated desired exhaust port temperaturevaries from the programmable Desired EngineExhaust Port Temp by 1 C (1.8 F) per 1 percentof engine load. For each 1 percent of engine loadbelow 25 percent, the calculated desired exhaustport temperature increases by 1 C (1.8 F). Foreach 1 percent of engine load above 25 percent,the calculated desired exhaust port temperaturedecreases by 1 C (1.8 F).

Control's average exhaust port temperature The ICSM continuously calculates the averageexhaust port temperature. If the actual temperatureof any cylinder exhaust port is less than 273 C(523 F), the ICSM substitutes a temperature of273 C (523 F) for that cylinder. This temperatureis substituted for any number of cylinders with anexhaust port temperature that is less than 273 C(523 F). The temperature is used in the calculationof the average for all of the monitored cylinders.

Exhaust port temperature feedback In this modeof operation, the air/fuel ratio is controlled in orderto achieve a desired exhaust port temperature.Each cylinder exhaust port has a thermocouple thatis monitored by an ICSM. The ICSM monitors theactual exhaust port temperatures for one bank ofcylinders. The ICSM calculates an average exhaustport temperature for the bank of cylinders. The ECMcalculates the desired exhaust port temperaturefor the load. The ECM sends the desired exhaustport temperature to the ICSM. The ICSM calculatesthe difference between the average exhaustport temperature and the desired exhaust porttemperature. The ICSM sends a fuel correction factorto the ECM. The ECM uses the fuel correction factorto control the air choke actuator in order to maintainthe desired exhaust temperature.


After start-up, the exhaust port temperature feedbackmode is activated for the following conditions:

The calculated control's average exhaust porttemperature exceeds the desired exhaust porttemperature.

The calculated control's average exhaust porttemperature ceases to increase. The engine loadis less than approximately 40 percent.

The timer for operation with no feedback expires.

The transition to the exhaust port temperaturefeedback mode can also occur for the followingcircumstances:

The air/fuel ratio is controlled by combustionfeedback. The engine load is reduced to 38 percentor less than 38 percent. The transition occurs in a30 second period.

The engine operation exits the prechambercalibration mode. The engine load is 38 percentor less than 38 percent. The transition occurs in a30 second period. In this case, the fuel correctionfactor begins at 100 percent. Then, the fuelcorrection factor is adjusted in order to achieve thedesired exhaust port temperature.

The programmed air/fuel ratio control begins to use acorrection factor in order to modify the air/fuel ratiothat is specified in the map for the air/fuel ratio. Thecorrection factor is based on an error for the exhaustport temperature.

If the average exhaust temperature is too low, theECM commands the air choke actuator to movetoward the closed position in order to richen theair/fuel mixture. Combustion of the richer air/fuelmixture increases the exhaust port temperatures.

Early flash files would allow engines that are startingabove a 40 percent load to transition directly fromNo Feedback mode to Combustion Feedbackmode. The load could be an actual engine load orwhen cylinder misfires cause the indicated load toincrease above 40 percent. This could cause anissue with performance. With the v2.0 software, theengine can be sustained in Exhaust TemperatureFeedback mode for a time that is specified bythe configuration parameter Engine Start ExhaustTemperature Feedback Time Delay. The defaultsetting for the configuration parameter Engine StartExhaust Temperature Feedback Time Delay is 180seconds and the range is 60 to 360 seconds.

Combustion feedback In this mode of operation,the air/fuel ratio is controlled in order to achieve thedesired combustion burn time.

When the load reaches approximately 40 percent, theair/fuel ratio is controlled by the wastegate actuatorwhich is trimmed by the combustion burn time.

Combustion burn time The combustion burn timeis measured in each cylinder. Each cylinder has acombustion sensor. The pulse of the ignition starts atimer in the ICSM. The flame travels in the cylinderfrom the spark plug to the combustion sensor. TheICSM monitors the voltage across the combustionsensor. When the flame reaches the combustionsensor, the ionization that surrounds the sensorchanges the voltage. When the ICSM detects thechange of the sensor's voltage, the ICSM stops thetimer. The combustion burn time is a method ofmeasuring the air/fuel ratio. A rich air/fuel mixtureprovides a faster combustion burn time. A lean air/fuelmixture provides a slower combustion burn time.

Each ICSM calculates an average combustion burntime for all of the cylinders in one bank. The ECMsends a point from the map of the desired combustionburn time to the ICSM. The ICSM calculates thedifference between the average combustion burntime and the desired combustion burn time. TheICSM sends a fuel correction factor to the ECM. TheECM controls the wastegate actuator in order tomaintain the desired combustion burn time.

A command for the desired inlet manifold air pressureis sent from the ECM to the wastegate actuator. Theactuator adjusts the inlet manifold air pressure inorder to correct the combustion burn time.

If the average desired combustion burn time is toofast, the ECM commands the wastegate actuator tomove toward the closed position in order to providemore air for a leaner air/fuel mixture. This providesa slower combustion burn time. If the averagedesired combustion burn time is too slow, the ECMcommands the wastegate actuator to move towardthe open position in order to provide less air for aricher air/fuel mixture. The richer air/fuel mixtureburns faster. This is a continuous process duringoperation at loads that are greater than approximately40 percent.

The combustion feedback mode is activated foreither of the following conditions:

The air/fuel ratio is in the exhaust port temperaturefeedback mode. The engine load exceeds 42percent or more than 42 percent. The averageexhaust port temperature is stable and the desiredexhaust port temperature is established. Thetransition occurs in a 30 second period.

The engine operation exits the prechambercalibration mode and the engine load is greaterthan 42 percent or equal to 42 percent. Thetransition occurs in a 30 second period.


Prechamber calibration mode This mode can beactivated with Cat ET. This mode can be activatedduring operation at any load. The mode is used foradjustment of the precombustion chambers' needlevalves in order to achieve the desired exhaustemissions. In the prechamber calibration mode, thefuel correction factor is maintained at 100 percent.After an exit from this mode, the fuel correction factoris adjusted in order to achieve the desired air/fuelratio.

Start/Stop Control

The ECM contains the logic and the outputs forcontrol of engine prelubrication, of starting, ofshutdown, and of the postlube. The customerprogrammable logic responds to signals fromthe following components: engine control switch,emergency stop switch, remote start switch, datalink, and other inputs.

To control the engine at the appropriate times, theECM provides +Battery voltage to the solenoids thatcontrol the prelube pump, the starting motor, and thegas shutoff valve.

When the programmable logic determines thatthe prelubrication function is necessary, the ECMsupplies +Battery voltage to the solenoid for theprelube pump. The prelubrication must developsufficient engine oil pressure before the engine willcrank. The engine has a pressure switch for theprelube. When the engine oil pressure is sufficient,the pressure switch closes and the engine can becranked.

When the programmable logic determines that it isnecessary to crank the engine, the ECM supplies+Battery voltage to the solenoid for the startingmotor. Rotation of the crankshaft also operates thepump for the electrohydraulic actuators. The pumpdevelops hydraulic oil pressure for operation ofthe fuel actuator, the air choke actuator, and thewastegate actuator.

The engine has an energize-to-run type of GasShutoff Valve (GSOV). When the programmable logicdetermines that fuel is required to start the engine orto run the engine, the ECM supplies +Battery voltageto the valve's solenoid.

At one second after the GSOV is energized, thepressure differential between the fuel and the air ismonitored. This parameter is monitored in order toensure that no fuel is entering the fuel manifold beforethe ECM issues a command to the fuel actuator. If thedifferential pressure for fuel to air is less than 0.5 kPa(0.073 psi), the ECM supplies +Battery voltage to thefuel actuator's solenoid.

The ECM controls the fuel actuator by adjusting thecurrent flow through the actuator's solenoid. Duringstart-up, the combustion chambers are usually filledwith excessive combustion air. The ECM operatesthe fuel actuator in order to supply sufficient fuel for acombustible air/fuel mixture.

The ECM removes the voltage from the startingmotor's solenoid when the programmable crankterminate speed is reached or when a programmablecycle crank time has expired. The pinion of the startermotor disengages from the flywheel ring gear.

When the programmable logic determines that anengine shutdown is necessary, the ECM removes+Battery voltage from the solenoids for the fuelactuator and for the GSOV. The fuel is shut off.

The prelube system is programmed to perform apostlube cycle during engine shutdown. This suppliesthe turbocharger with adequate lubrication duringshutdown.

Monitoring Engine Operation

The ECM monitors both the engine operation and theelectronic system.

Problems with engine operation cause the ECMto generate an event code. The ECM can issue awarning or a shutdown for events. This depends onthe severity of the condition.

For example, a high pressure pump provideshydraulic pressure with oil for the electrohydraulicsystem. The oil supply is separate from the engineoil. The high pressure oil supply is monitored bya pressure switch. If the pressure drops below anacceptable level, the ECM generates an event codeand the ECM shuts down the engine.

The ICSM monitors the combustion sensors andthe thermocouples for the cylinders and for theturbocharger. The ICSM sends signals regarding theparameters to the ECM over the Cat Data Link. If anyparameter exceeds the acceptable range, the ECMcan initiate a warning or a shutdown.

For more information on event codes, refer toTroubleshooting, Event Codes.

Problems with the electronic system such as anopen circuit produce a diagnostic code. For moreinformation, refer to Troubleshooting, DiagnosticTrouble Codes.


i02915656

Component LocationSMCS Code: 1000; 1900

Vee Engines

g00803846Illustration 8Front view of a Vee engine(1) Sensor for the outlet pressure of the jacket water(2) Sensor for the jacket water coolant temperature(3) Unfiltered engine oil pressure sensor(4) Engine oil temperature sensor(5) Filtered engine oil pressure sensor

g00825637Illustration 9Right side view near the front of a Vee engine(1) Sensor for the outlet pressure of the jacket water(6) Detonation sensor(7) Switch for the inlet pressure of the jacket water(8) Crankcase pressure sensor

Note: There is one detonation sensor between eachpair or cylinders.



The sensor for the inlet manifold air temperature is installed inthe inlet air manifold between the two center cylinder heads onthe right side of the Vee engine.(9) Sensor for inlet manifold air temperature


Right side view near the rear of a Vee engine(10) Connector for the electrohydraulic actuators' pressure switch(11) Switch for prelube oil pressure


g00825638Illustration 12Rear view of a Vee engine

(12) Fuel temperature sensor(13) Switch for inlet air restriction (left)(14) Pressure module for inlet air and fuel(15) Switch for inlet air restriction (right)(16) Engine speed/timing sensor

g00902969Illustration 13Right view of a Vee engine

Engine harness connector for the engine oil level switch and thecoolant level switch

In-Line Engines


Front view of an In-line engine(1) Sensor for jacket water coolant temperature(2) Sensor for outlet pressure of the jacket water(3) Unfiltered engine oil pressure sensor(4) Engine oil temperature sensor(5) Filtered engine oil pressure sensor



Right side view near the front of an In-line engine(6) Inlet air restriction's switch(7) Air/fuel pressure module(8) Engine speed/timing sensor

Note: There is one detonation sensor between eachpair or cylinders.



Right side view near the front of an In-line engine(9) Detonation sensor(10) Fuel temperature sensor(11) Crankcase pressure sensor

(12) Switch for the inlet pressure of thejacket water

(13) Switch for the prelube oil pressure

(14) Connector for the switches for lowengine oil level and for low coolant level

Note: The switches for connector (14) can besupplied by the customer or by the factory.


In-line engine(15) Inlet manifold air temperature's sensor(16) Electrohydraulic actuator's pressure

switch


Integrated Combustion Sensing Module(ICSM)

g00843952Illustration 18Integrated Combustion Sensing Module (ICSM)

The engine has an Integrated Combustion SensingModule (ICSM) for each bank of cylinders. TheICSM monitors exhaust temperature sensors andcombustion sensors. The ICSM performs calculationswith the data. The ICSM communicates with the ECMvia the CAT Data Link.

Exhaust temperatures are monitored for eachcylinder exhaust port, for the inlet of the turbochargerturbine, and for the outlet of the turbocharger turbine.

Vee Engines

g00825730Illustration 19Vee engine

(17) Temperature sensor for the cylinder exhaust port(18) Temperature sensor for the exhaust after the turbocharger(19) Temperature sensor for the exhaust before the turbocharger(20) Combustion sensor

Note: For each cylinder, there is one temperaturesensor for the exhaust port (17) and one combustionsensor (20). For each turbocharger, there is onetemperature sensor for the exhaust after theturbocharger (18) and one temperature sensor forthe exhaust before the turbocharger (19).


In-Line Engines

g00895336Illustration 20In-line engine(17) Temperature sensor for the exhaust after the turbocharger(18) Temperature sensor for the exhaust before the turbocharger


In-line engine(19) Temperature sensor for the cylinder exhaust port(20) Combustion sensor

Note: For each cylinder, there is one temperaturesensor for the exhaust port (19) and one combustionsensor (20).

i03251780

Engine Monitoring SystemSMCS Code: 1900

The Electronic Control Module (ECM) monitors theoperating parameters of the engine. The ECM willgenerate an event code if a specific engine parameterexceeds an acceptable range that is defined by theengine monitoring system. For information on eventcodes, refer to Troubleshooting, Event Codes for alist of the applicable event codes for this application.

Three possible responses may be available for eachparameter. Some of the responses are not availablefor some of the parameters. Refer to Table 7.

Table 7

Indicators (1), (2), and (3)

Warning CategoryIndicator

Severity

(1) Least Severe

(2) Moderate Severity

(3) Most Severe

Use Caterpillar Electronic Technician (ET) to performthe following activities for the monitoring system:

Viewing parameters

Parameter programming

Set delay times

The default settings for the parameters areprogrammed at the factory. To accommodate uniqueapplications and sites, some of the parameters maybe reprogrammed with Cat ET. Use Cat ET to modifythe monitoring system parameters.

Note: Some parameters require no password inorder to be changed. Other parameters can bechanged with customer passwords. Some of theparameters are protected by factory passwords.There are some parameters that cannot be changed.Some applications do not allow any changes to theprogrammable monitoring system. Parameters thatare protected by factory passwords can only bechanged by dealer personnel.

Viewing or Changing the Settingsof the Monitoring SystemUse the following procedure in order to view theparameter settings and/or change the parametersettings:

1. Select the Service/Monitoring System screen onCat ET.


Note: Ensure that you select the correct ECM for theparameters that are being changed before continuing.

2. Highlight the desired parameter. Then click onthe Change button in the lower left corner of thescreen.

The Change Monitor System screen will appear.

3. Change the State of the parameter.

4. Set the Trip Point and the Delay Time accordingto the Allowed Values that are displayed in thelower half of the screen.

5. Click the OK button.

If a password is required, the Enter Passwordsscreen will appear. Enter the correct passwordsand then click the OK button.

Note: If a factory password is required, the EnterFactory Passwords screen will appear. Refer toTroubleshooting, Factory Passwords for informationthat is related to obtaining factory passwords.

The new settings will be effective immediately.

Note: Factory passwords are only available toservice technicians from an authorized CaterpillarDealership. Customers of Caterpillar do not haveaccess to the Caterpillar Factory Password System(FPS).

i03097101

Diagnostic CapabilitiesSMCS Code: 1900

Diagnostic CodesThe engine's Electronic Control Module (ECM) hasthe ability to monitor the circuitry between the ECMand the engine's components. The ECM also has theability to monitor the engine's operating conditions. Ifthe ECM detects a problem, a code is generated.

There are two categories of codes:

Diagnostic code

Event code

Diagnostic Code A diagnostic code indicatesan electrical problem such as a short circuit or anopen circuit in the engine's wiring or in an electricalcomponent.

Event Code An event code is generated by thedetection of an abnormal engine operating condition.For example, an event code will be generated if theoil pressure is too low. In this case, the event codeindicates the symptom of a problem. Event codesindicate abnormal operating conditions or mechanicalproblems rather than electrical problems.

Codes can have two different states:

Active

Logged

Active Codes

An active code indicates that a problem is present.Service the active code first. For the appropriatetroubleshooting procedure for a particular code, referto the following troubleshooting procedure:

Troubleshooting, Diagnostic Trouble Codes

Troubleshooting, Event Codes

Logged Codes

The codes are logged and stored in the ECMmemory. The problem may have been repairedand/or the problem may no longer exist. If thesystem is powered, it is possible to generate anactive diagnostic code whenever a component isdisconnected. If the component is reconnected, thecode is no longer active but the code may becomelogged.

Logged codes may not indicate that a repair isneeded. The problem may have been temporary.Logged codes may be useful to help troubleshootintermittent problems. Logged codes can also beused to review the performance of the engine andof the electronic system.

i03096280

Programmable ParametersSMCS Code: 1900

Programmable parameters enable the engine to beconfigured in order to meet the requirements of theapplication. The system configuration parametersmust be programmed when the application isinstalled. Perform this programming before the initialengine start-up.

Data from a gas analysis and data on engineperformance are required in order to determine thecorrect settings for the ignition timing and the fuelcontrol. Incorrect programming of parameters maylead to complaints about performance and/or toengine damage.


Programmable parameters can be classified into thefollowing types: engine identification, timing control,air/fuel ratio control, speed control, start/stop control,and engine monitoring.

If an Electronic Control Module (ECM) is replaced,the appropriate parameters must be copied fromthe old ECM. This can be done with the CopyConfiguration feature of the Caterpillar ElectronicTechnician (ET). Alternatively, the settings can berecorded on paper and then programmed into theconfiguration screen that is for the new module.

NOTICEChanging the parameters during engine operation cancause the engine to operate erratically. This can causeengine damage.

Only change the settings of the parameters when theengine is STOPPED.

i02916200

Electrical ConnectorsSMCS Code: 7553-WW

Terminal Box


Terminal box

The engine mounted terminal box is located onthe rear right side of the engine. The ElectronicControl Module (ECM) is inside the terminal box. Theterminal box provides the point of termination for allof the wiring that is related to the engine's sensorsand for the ignition system.



Inside of the terminal box(J2/P2) 70-pin connectors for the ECM(J1/P1) 70-pin connectors for the ECM(1) Ground strap(2) Terminal for the 24 VDC power supply(J7) 9-pin service tool connector(CB1) 16 amp circuit breaker(CB2) 6 amp circuit breaker(J3/P3) 70-pin connectors for the customer's

wiring

(3) Ignition wiring for the left side of the veeengine

(J6/P6) 70-pin connectors for the sensorson the left side of the engine

(J5/P5) 70-pin connectors for the sensorson the right side of the engine

(4) Ignition wiring for the right side of thevee engine

(J4) 47-pin connector for the optional controlpanel or for a customer connector

(5) Wiring for the electrical power



Front and bottom of the terminal box(J6) 70-pin connector for the sensors on the left side of the engine(J5) 70-pin connector for the sensors on the right side of the engine(J4) 47-pin connector for the optional control panel or for a

customer connector(6) Emergency stop button(7) Hole for the ignition wiring on the left side of the vee engine(8) Hole for the ignition wiring on the right side of the vee engine(9) Hole for the electrical power supply and/or for the customer's

wiring to the 70-pin connector (P3)

Connectors


70 pin connectors on the ECM and the terminal box


P4 connector on bottom of terminal box



Harness connectors for the various sensors(A) 5 V supply(B) Return(C) Signal


Configuration Parametersi02909042

Configuration ParametersSMCS Code: 1900

Configuration ParametersThe system configuration parameters must beprogrammed when the application is installed.Perform this programming before the initial enginestart-up. Incorrect programming of parameters maylead to complaints about performance and/or toengine damage.

Data from a gas analysis is required for determiningthe correct settings for the fuel quality and for thespecific gravity of the gas. The data must be enteredinto the Caterpillar Software, LEKQ6378, MethaneNumber Program.

If the Electronic Control Module (ECM) is replaced,the appropriate parameters must be copied fromthe original ECM. This can be done with the CopyConfiguration feature of Caterpillar ElectronicTechnician (ET). Alternatively, the settings can berecorded on paper and then programmed into thenew module.

Certain parameters are unique for each engineapplication. Table 8 is a list of the parameters thatcan be configured for G3600 Engines. The values ofthe parameters can be viewed on the Configurationscreen of Cat ET.

NOTICEChanging the parameters during engine operation cancause the engine to operate erratically. This can causeengine damage.

Unless the instructions are different, only changethe settings of the parameters when the engine isSTOPPED.

Table 8

Configuration Parameters for G3600 Engines


Fuel Quality Input Type Configuration

Fuel Quality

Fuel Quality Sensor LHV Lower Setpoint

Fuel Quality Sensor LHV Upper Setpoint

Gas Specific Gravity

Desired Engine Exhaust Port Temp(continued)

(Table 8, contd)


Maximum Choke Position

Engine Start Choke Position

Engine Start Turbo Wastegate Position

Wastegate (Proportional) Gain Percentage

Wastegate (Integral) Stability Percentage

Wastegate (Derivative) Compensation Percentage

Choke (Proportional) Gain Percentage

Choke (Integral) Stability Percentage

Choke (Derivative) Compensation Percentage

Ignition Multi Strike Feature Enable

Ignition Multi Strike Mode Configuration

Ignition Multi Strike Engine Startup Activation Duration

Speed Control

Low Idle Speed

Minimum Engine High Idle Speed

Maximum Engine High Idle Speed

Engine Acceleration Rate

Desired Speed Input Configuration

Governor Type Setting

Engine Speed Droop

Governor (Proportional) Gain Percentage

Governor (Integral) Stability Percentage

Governor (Derivative) Compensation Percentage

Governor Auxiliary 1 (Proportional) Gain Percentage

Governor Auxiliary 1 (Integral) Stability Percentage

Governor Auxiliary 1 (Derivative) CompensationPercentage

Start/Stop Control

Driven Equipment Delay Time

Crank Terminate Speed RPM

Engine Purge Cycle Time

Engine Cooldown Duration

Cycle Crank Time

Engine Overcrank Time

Engine Speed Drop Time

Engine Pre-lube Time Out Period

Engine Start Exhaust Temperature FeedbackTime Delay

Engine Start Fuel Burst Command

Monitoring and Protection(continued)


(Table 8, contd)


Engine Post-Lube Duration

High Inlet Air Temp Engine Load Set Point

Information for the Electronic Control Module (ECM)

Engine Serial Number

Equipment ID

Passwords

Customer Password #1

Customer Password #2

Total Tattletale

Note: Not all of these configuration parametersexist in all versions of flash files for the G3600FamilyEngines with the adem III ECM. It isrecommended that the latest available software isinstalled.

Governing of the Air/Fuel RatioControl and of the Engine SpeedGain, stability, and compensation can be adjustedfor the following functions:

Primary governor

Auxiliary governor

Air choke

Exhaust bypass (wastegate)

Gain (proportional) determines the speed of thecontrol's response in adjusting for the differencebetween the desired condition and the actualcondition. Increasing the gain (proportional) providesa faster response to the difference between thedesired condition and the actual condition.

Stability (integral) controls the speed for eliminationof the error in the difference between the desiredcondition and the actual condition. The stability(integral) dampens the response to the error.Increasing the stability provides less damping.

Compensation (derivative) is used to adjust forthe time delay between the control signal and themovement of the actuator. If the compensation(derivative) is too low, the engine speed will slowlyhunt. If the compensation (derivative) is too high, theengine speed will rapidly fluctuate.

Illustration 28 shows some typical curves for transientresponses.


(Y) Engine speed(X) Time(1) The gain (proportional) is too high and the stability (integral) is

too low. There is a large overshoot on start-up and there aresecondary overshoots on transient loads.

(2) The gain (proportional) is slightly high and the stability (integral)is slightly low. There is a slight overshoot on start-up but theresponse to transient loads is optimum.

(3) The gain (proportional) is slightly low and the stability (integral)is slightly high. There is optimum performance on start-up butslow response for transient loads.

(4) The gain (proportional) is too low and the stability (integral) istoo high. The response for transient loads is too slow.

(5) The response to transient loads is adjusted for optimumperformance.

Illustration 29 is a graphic representation of adjustingthe compensation.


g01447741Illustration 29The increased width of the line for the actuator voltage indicatesthat the linkage is more active as the compensation increases.

(Y) Actuator voltage(X) Time in seconds

The default values should be sufficient for initialstart-up. However, the values may not provideoptimum performance.

If you have a problem with instability, alwaysinvestigate other causes before you adjust thesettings. For example, diagnostic codes and unstablegas pressure can cause instability.

To change the gain, stability, or compensation, usethe Graph feature on the Governor Gain screenof Cat ET. The graph provides the best method forobserving the effects of the adjustment.

After you make adjustments, always test the stabilityby interrupting the engine speed. Operate the enginethrough the entire range of speeds and of loads inorder to ensure stability.


Fuel Quality Input Type

This parameter is used to select the type of input forthe Lower Heating Value (LHV). The default settingis Configured Value. This setting is used when theinput for the LHV is set by the operator in Cat ET. The4 to 20 mA setting should be selected when a gaschromatograph is inputting a 4 to 20 mA input to thecontrol in order to represent the LHV of the fuel. Thissetting is most often used in landfill applications.

Fuel Quality

This parameter is programmed to the Lower HeatingValue (LHV) of the primary fuel. The fuel ratio controlof the ECM will compensate for some inaccuracy inthis setting. The ECM assumes a corrected value thatis equal to the customer programmed Fuel EnergyContent that is multiplied by the Fuel CorrectionFactor. This factor is displayed on the Cat ET screen.An event code is generated if the Fuel CorrectionFactor exceeds a limit that is programmed at thefactory. The event code will indicate the need toreprogram this value. Obtain a gas analysis in orderfor this parameter to be accurately programmed.

Note: The final BTU value may be adjusted to bedifferent from the fuel analysis value as the air/fuelratio is adjusted using an exhaust analyzer.

Fuel Quality Sensor LHV Lower LimitSet point

This parameter is the lower LHV that is used by theinput device in order to determine the scaling of theremote Btu input.

Fuel Quality Sensor LHV Upper LimitSet point

This parameter is the upper LHV that is used by theinput device in order to determine the scaling of theremote Btu input.

Note: The Lower and Upper fuel quality limitscombine to determine the remote Btu input slope.The slope of this line can be altered by changing oneor both of these set points.

Gas Specific Gravity

The ECM requires an input for the Gas SpecificGravity in order to precisely meter the air/fuel ratio.Obtain a gas analysis in order to determine thespecific gravity of the fuel.

Desired Engine Exhaust Port Temp

This parameter is programmed to the desired exhaustport temperature at a load of 25 percent. The ECMuses this temperature to trim the air choke duringoperation in the exhaust port temperature feedbackmode.

Refer to the Programmable Desired EngineExhaust Port Temp parameter within SystemsOperation/Testing and Adjusting, Electronic ControlSystem Operation.


Maximum Choke Position

This is the maximum position for the air choke. Themaximum position is set in order to enable a sufficientflow of air for combustion when the engine is runningat no load. Usually, this position is closed 65 to 85percent.

Engine Start Choke Position

This is the position for the air choke at start-up. Theair choke is held in this position in order to ensurethat the inlet manifold air pressure is sufficient. Theair choke is held in this position in order to ensurethat the inlet manifold air pressure is not excessive.This position depends on the number of cylindersand conditions at the site. Usually, this position isclosed 60 to 80 percent.

Engine Start Wastegate Position

This is the position for the wastegate at start-up. Atstart-up, this position is maintained until ten secondsafter the engine has reached desired speed. Thewastegate is maintained at this position in order toprovide additional inlet air pressure. The final settingfor this parameter must be based on conditions atthe site.

Wastegate (Proportional) GainPercentage

This parameter determines the speed of the control'sresponse in adjusting the wastegate in order toachieve the desired inlet manifold air pressure.

Wastegate (Integral) StabilityPercentage

This parameter controls the speed for eliminationof the error in the difference between the desiredposition of the wastegate and the actual position.The stability dampens the response to the error.Increasing the stability provides less damping.

Wastegate (Derivative) CompensationPercentage

This parameter is used to adjust for the time delaybetween the control signal and the movement ofthe wastegate actuator. If the compensation is toolow, the wastegate actuator will slowly hunt. If thecompensation is too high, the wastegate actuator willrapidly fluctuate.


This parameter determines the speed of the control'sresponse in adjusting the air choke in order toachieve the desired inlet manifold air pressure.


This parameter controls the speed for elimination ofthe error in the difference between the desired inletmanifold air pressure and the actual inlet manifold airpressure. The stability dampens the response to theerror. Increasing the stability provides less damping.

Choke (Derivative) CompensationPercentage

This parameter is used to adjust for the time delaybetween the control signal and the movement ofthe air choke actuator. If the compensation is toolow, the air choke actuator will slowly hunt. If thecompensation is too high, the air choke actuator willrapidly fluctuate.

Ignition Multi Strike Feature Enable

This parameter is used to enable or disable theIgnition Multi-Strike feature. This is a factorypassword protected setting, which when enabledprovides a second firing of the ignition during thesame stroke. This increases the duration of the firing,resulting in improved engine starting and operationalperformance with low BTU fuels and cold startingproblems.

Ignition Multi Strike Mode Configuration

This parameter is used to configure ignitionmulti-strike for Start or for Manual mode. WhenStart mode is selected, the Ignition Multi-Strike isactive for the time defined in the Ignition Multi-StrikeEngine Startup Activation Duration. When Manualmode is selected, Ignition Multi-Strike is active for thestart-up time and when the switch input to customerconnection pin (62) and return (8) is closed.

Ignition Multi Strike Engine StartupActivation Duration

This parameter is used to set the duration that theIgnition Multi-Strike feature is active.

Speed Control

Low Idle Speed

Program this parameter to the desired low idle rpm.The low idle rpm can be programmed from 500 to700 rpm.


Minimum Engine High Idle Speed

Program this parameter to the desired minimum highidle rpm. The actual high idle speed is regulated bythe desired speed input. The regulation is linear inproportion to the input. An input of 0 percent resultsin the minimum high idle rpm and an input of 100percent results in the maximum high idle rpm. Thisparameter can be programmed from 700 to 1000rpm.

Maximum Engine High Idle Speed

Program this parameter to the desired maximum highidle rpm. The actual high idle speed is regulated bythe desired speed input. The regulation is linear inproportion to the input. An input of 0 percent resultsin the minimum high idle rpm and an input of 100percent results in the maximum high idle rpm. Thisparameter can be programmed from 700 to 1000rpm on industrial engines, 700 to 1050 rpm on 50Hz on generator set engines, and 700 to 950 on 60Hz generator set engines.

Engine Accel. Rate

This parameter controls the rate of accelerationbetween Low Idle Speed and Desired Engine Speed.For example, the engine can be programmed toaccelerate at a rate of 50 rpm per second when theIdle/Rated switch is turned to the Rated position.

Speed Selection

The speed is selected by the position of the idle/ratedswitch and by the status of the engine oil pressure. Ifthe switch is in the idle position, the ECM will alwaysselect the low idle speed. If the engine oil pressureis less than the trip point for the low oil pressurewarning, the ECM will always select low idle speedregardless of the position of the idle/rated switch. Ifthe oil pressure is greater than the set point for thelow oil pressure warning, and the idle rated switch isin the rated position, the ECM will select the desiredspeed from either the remote control panel or thecustomer's remote input.

Desired Speed Input Configuration

This parameter determines the signal input to theECM for control of the desired speed. The signalcan be either 0 to 5 VDC or 4 to 20 mA. The remotecontrol panel's desired speed potentiometer outputis 0-5 VDC.

Note: The ECM is not configured to accept a pulsewidth modulated signal for input of the desired enginespeed. If you try to select a Pulse Width Modulatedinput (PWM), the ECM will reject the selection. Anerror will be generated.

Governor Type Setting

The Governor Type Setting parameter can be setto Droop Operation or to Isochronous Mode. Thissetting is dependent upon the application of theengine.

Engine Speed Droop

This programmable parameter enables the precisecontrol of the droop for applications such as loadsharing units. When the Governor Type Settingparameter is set to Droop, the droop can beprogrammed to a value between 0 and 10 percent.

Governor (Proportional) GainPercentage

The gain determines the speed of the controlsresponse in adjusting between the desired and theactual condition. Increasing the gain provides a fasterresponse to the difference between the desiredcondition and the actual condition. This parameter isbased on a proportional multiplier. This parameterchanges the reaction of the governor when the GridStatus parameter is OFF. If this gain is adjustedand the Grid Status is ON, the gain is not affected.

Governor (Integral) StabilityPercentage

Stability controls the speed for the elimination of theerror in the difference between the desired conditionand the actual condition. The stability dampensthe response to the error. Increasing the value ofthe stability provides less dampening. The stabilitydampens the response to the error. Increasing thevalue of the stability provides less dampening. Thisparameter is based on an integral multiplier. Thisparameter changes the reaction of the governorwhen the Grid Status parameter is OFF. If thestability is adjusted and the Grid Status is ON, thestability is not affected.

Governor (Derivative) CompensationPercentage

Compensation is used to adjust for the time delaybetween the control signal and the movement ofthe actuator. If the compensation is to low, theengine speed will slowly hunt. If the compensationis to high, the engine speed will rapidly fluctuate.This parameter is based on a derivative multiplierwhen the Grid Status parameter is Off. If thecompensation is changed and the Grid Status isOn, the compensation of the engine will not change.


Governor Auxiliary 1 (Proportional) GainPercentage

This parameter is based on a proportional multiplierwhen the engine's Grid Status parameter is On. Ifthe gain is changed and the Grid Status is Off, thegain of the engine controller will not change.

Governor Auxiliary 1 (Integral) StabilityPercentage

This parameter is based on an integral multiplierwhen the engine's Grid Status parameter is On. Ifthe gain is changed and the Grid Status is Off, thestability of the engine controller will not change.

Governor Auxiliary 1 (Derivative)Compensation Percentage

This parameter is based on a derivative multiplierwhen the engine's Grid Status parameter is On.If the gain is changed and the Grid Status is Off,the compensation of the engine controller will notchange.

Start/Stop Control Parameters

Driven Equipment Delay Time

The ECM provides a switch input for the drivenequipment in order to delay engine start-up untilthe equipment is ready. The ECM will not attemptto start the engine until the switch closes to groundand the prelubrication is complete. An event codeis generated if the programmed time for the drivenequipment elapses without the closure of the switch.The delay time for the switch must be programmed to0 in order to disable this feature.

Crank Terminate Speed

The ECM disengages the starting motor when theengine speed exceeds the programmed CrankTerminate Speed. The default value of 250 rpmshould be sufficient for all applications.

Engine Purge Cycle Time

The Engine Purge Cycle Time is the duration forcranking without fuel before the crank cycle begins.The ignition is disabled during this time. The EnginePurge Cycle Time allows any unburned fuel to exitthrough the exhaust before you crank the engine.

Engine Cooldown Duration

When the ECM receives a Stop request, the enginewill continue to run in the Cooldown Mode forthe programmed cooldown period. The CooldownMode is exited early if a request for an emergencystop is received by the ECM. If the Engine CooldownDuration is programmed to zero, the engine willimmediately shut down when the ECM receives aStop request.

Cycle Crank Time

The Cycle Crank Time is the amount of time foractivation of the starting motor, the ignition system,and the gas shutoff valve for start-up. If the enginedoes not start within the specified time, the attempt tostart is suspended for a Rest Cycle that is equal tothe Cycle Crank Time.

Engine Overcrank Time

The Engine Overcrank Time is the duration forattempting engine start-up. An event is generated ifthe engine does not start within this period of time.

Example Setting

Table 9

Examples of the Settings for Start-up

Parameter Time

Purge Cycle Time 10 seconds

Cycle Crank Time 30 seconds

Overcrank Time 45 seconds

The following sequence will occur if the parametersare programmed according to the example in Table 9:

1. The fuel and ignition are off for the first tenseconds of the crank cycle in order to purge gasfrom the engine via the exhaust system.

2. The fuel and the ignition are enabled. The enginewill continue to crank for a maximum of 30seconds.

3. If the engine does not start, the ignition, the fuel,and the starting motor are disabled for a 30second Rest Cycle.

With this example, a complete cycle is 60 seconds,which includes the 30 second crank cycle and the30 second rest cycle. The purge cycle is included inthe 30 second crank cycle.


Engine Speed Drop Time

After the cooldown period has elapsed, the ECMshuts off the gas shutoff valve. The ignition continuesuntil the engine speed drops below 40 rpm. If theengine rpm does not drop at least 100 rpm withinthe programmed drop time, the ECM terminates theignition and the ECM issues an emergency stop.

Engine Pre-Lube Time Out Period

The ECM energizes the prelube pump's solenoidprior to cranking the engine. The ECM uses aswitch input to monitor the engine for acceptableprelubrication pressure. After the prelube iscompleted, the prelube's pressure switch closes.If the ECM does not detect closure of the switchwithin the programmable Engine Pre-Lube Time OutPeriod, the ECM monitors the engine oil pressuresensor. If the engine oil pressure is insufficient, anevent code is activated and the starting sequence isterminated. The range for the Engine Pre-Lube TimeOut Period is 30 to 300 seconds.

Engine Start Exhaust TemperatureFeedback Time Delay

This setting determines the amount of time the controlsystem stays in No Feedback Mode after startingand attaining the desired speed. If the indicated loadexceeds 40 percent while starting, this time delaycan prevent the system from going into ExhaustFeedback mode too soon since this can cause theFuel Correction Factor to drop, due to misfires.

Engine Start Fuel Burst Command

The default setting for this parameter is 30 percent.Two seconds after cranking the control system opensthe fuel valve 30 percent. This is needed in mostapplications for the vee engine's in order to chargethe fuel rail. However, for some in-line engines andfor some vee engines running hot fuels this burst isnot needed, and can be set from zero to 30 percent.The fuel burst command can be lowered in orderto lean the air/fuel ratio. This will reduce the risk ofexhaust explosions during start-up.

High Inlet Air Temp Engine LoadSetpoint

The programmable setpoint is a value that separateslow engine load from high engine load for eventsthat are activated by high inlet air temperature. AnEngine Load Factor can be displayed on a CatET status screen. If the load factor is less thanthe setpoint and the inlet air temperature reachesthe trip point, a High Inlet Air Temperature at LowEngine Load event is activated. If the load factor isgreater than the setpoint and the inlet air temperaturereaches the trip point, a High Inlet Air Temperatureat High Engine Load event is activated.

Information for the ECM

Engine Serial Number

The engine serial number is programmed into theECM at the factory. The number is stamped on theengine Information Plate.

Equipment ID

The customer can assign an Equipment ID for thepurpose of identification.

Customer Passwords

Two customer passwords can be entered. Thepasswords are used to protect certain configurationparameters from unauthorized changes.

Note: Factory level security passwords are requiredfor clearing certain logged events and for changingcertain programmable parameters. Because of thepasswords, only authorized personnel can makechanges to some of the programmable items in theECM. When the correct passwords are entered, thechanges are programmed into the ECM.

Total Tattletale

This item displays the number of changes that havebeen made to the configuration parameters.

Default Settings of theConfiguration ParametersTable 10 is a list of the default settings for most of theconfiguration parameters. The values may requireadjustment for the particular installation.


Table 10

Default Settings of Configuration Parameters for G3600 Engines

EngineParameter

G3606 G3608 G3612 G3616


Fuel Quality Input Type Configuration Configured Value

Fuel Quality 36.00 MJ per cubic normal meter (900 BTU perstandard cubic feet meter)

Fuel Quality Sensor LHV Lower Setpoint 12 MJ per cubic normal meter (300 BTU per standardcubic feet meter)

Fuel Quality Sensor LHV Upper Setpoint 24 MJ per cubic normal meter (600 BTU per standardcubic feet meter)

Gas Specific Gravity 0.600

Desired Engine Exhaust Port Temp 540 C 535 C 540 C 535 C

Maximum Choke Position 75 % 70 % 84 % 85 %

Engine Start Choke Position 66 % 60 % 76 % 77 %

Engine Start Turbo Wastegate Position 55 %

Wastegate (Proportional) Gain Percentage

Wastegate (Integral) Stability Percentage

Wastegate (Derivative) Compensation Percentage



Choke (Derivative) Compensation Percentage

100 %

Ignition Multi Strike Feature Enable Disabled

Ignition Multi Strike Mode Configuration Start

Ignition Multi Strike Engine Startup Activation Duration 60 seconds

Speed Control

Low Idle Speed 550 rpm

Minimum Engine High Idle Speed 700 rpm

Maximum Engine High Idle Speed 1000 rpm

Engine Accel. Rate 100 rpm per second

Desired Speed Input Configuration 0 to 5 VDC

Governor Type Setting Isochronous

Engine Speed Droop 0

Governor (Proportional) Gain Percentage

Governor (Integral) Stability Percentage

Governor (Derivative) Compensation Percentage

Governor Auxiliary 1 (Proportional) Gain Percentage

Governor Auxiliary 1 (Integral) Stability Percentage

Governor Auxiliary 1 (Derivative) CompensationPercentage

100 %

Start/Stop Control

Driven Equipment Delay Time 40.0 seconds(continued)


(Table 10, contd)

Default Settings of Configuration Parameters for G3600 Engines

EngineParameter

G3606 G3608 G3612 G3616

Crank Terminate Speed 250 rpm

Engine Purge Cycle Time 0 seconds

Engine Cooldown Duration 0 minutes

Cycle Crank Time 30 seconds

Engine Overcrank Time 40 seconds

Engine Speed Drop Time 15 seconds

Engine Pre-lube Time Out Period 30 seconds

Engine Start Exhaust Temperature FeedbackTime Configuration 180 seconds

Engine Start Fuel Burst Command Configuration 30%

Monitoring and Protection

Engine Post-Lube Duration 3 minutes

High Inlet Air Temp Engine Load Set Point 50 %

Note: Not all of these configuration parametersexist in all versions of flash files for the G3600FamilyEngines with the adem III ECM. It isrecommended that the latest available software isinstalled.


Diagnostic Trouble Codesi02870327

Diagnostic Trouble CodesSMCS Code: 1900

Table 11 lists the diagnostic codes that apply tothe engines that are covered in this manual. UseCaterpillar Electronic Technician (ET) in order todetermine the diagnostic codes that are active orlogged. Then refer to the appropriate troubleshootingprocedure for more information.

Table 11

List of Diagnostic Codes

Code Troubleshooting Procedure

17-5 Fuel Shutoff Valve : Current Below Normal Troubleshooting, Fuel Control - Test

17-6 Fuel Shutoff Valve : Current Above Normal Troubleshooting, Fuel Control - Test

17-12 Fuel Shutoff Valve : Failure Troubleshooting, Fuel Control - Test

41-3 8 Volt DC Supply : Voltage Above Normal Troubleshooting, Sensor Supply - Test

41-4 8 Volt DC Supply : Voltage Below Normal Troubleshooting, Sensor Supply - Test

94-3 Fuel Delivery Pressure Sensor : Voltage AboveNormal Troubleshooting, Air/Fuel Pressure Module - Test

94-8 Fuel Delivery Pressure Sensor : AbnormalFrequency, Pulse Width, or Period Troubleshooting, Air/Fuel Pressure Module - Test

94-13 Fuel Delivery Pressure Sensor : CalibrationRequired Troubleshooting, Air/Fuel Pressure Module - Calibrate

100-3 Engine Oil Pressure Sensor : Voltage Above Normal Troubleshooting, Sensor Signal (Analog, Active) - Test

100-4 Engine Oil Pressure Sensor : Voltage Below Normal Troubleshooting, Sensor Signal (Analog, Active) - Test

101-3 Crankcase Air Pressure Sensor : Voltage AboveNormal Troubleshooting, Sensor Signal (Analog, Active) - Test

101-4 Crankcase Air Pressure Sensor : Voltage BelowNormal Troubleshooting, Sensor Signal (Analog, Active) - Test

106-3 Air Inlet Pressure Sensor : Voltage Above Normal Troubleshooting, Air/Fuel Pressure Module - Test

106-8 Air Inlet Pressure Sensor : Abnormal Frequency,Pulse Width, or Period Troubleshooting, Air/Fuel Pressure Module - Test

109-3 Engine Coolant Outlet Pressure Sensor : VoltageAbove Normal Troubleshooting, Sensor Signal (PWM) - Test

109-8 Engine Coolant Outlet Pressure Sensor : AbnormalFrequency, Pulse Width, or Period Troubleshooting, Sensor Signal (PWM) - Test

110-3 Engine Coolant Temperature Sensor : VoltageAbove Normal Troubleshooting, Sensor Signal (Analog, Active) - Test

110-4 Engine Coolant Temperature Sensor : VoltageBelow Normal Troubleshooting, Sensor Signal (Analog, Active) - Test

168-2 Electrical System Voltage : Erratic, Intermittent, orIncorrect Troubleshooting, Electrical Power Supply - Test

172-3 Intake Manifold Air Temperature Sensor : VoltageAbove Normal Troubleshooting, Sensor Signal (Analog, Active) - Test

(continued)


(Table 11, contd)

List of Diagnostic Codes

Code Troubleshooting Procedure

172-4 Intake Manifold Air Temperature Sensor : VoltageBelow Normal Troubleshooting, Sensor Signal (Analog, Active) - Test

174-3 Fuel Temperature Sensor : Voltage Above Normal Troubleshooting, Sensor Signal (Analog, Active) - Test

174-4 Fuel Temperature Sensor : Voltage Below Normal Troubleshooting, Sensor

09 RENR5910 06 Troubleshooting Copy

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