Service Training

MALAGA

ELECT. ENG. CONTROL

777D

IV. 3500B EUI

Thorben
MARCH 1998

ELECT. ENG. CONTROL

CHAPTER : 3500B
AIR INTAKE AND EXHAUST

This sectional view of the engine shows the injector installation and the pushrod arrangement in
relation to the upper portion of the engine.
This sectional view is similar to the original 3500 EUI engine. Major differences are the spring
loaded injector push rods and the larger diameter camshaft.
Each cylinder has three corresponding camshaft lobes. The center lobe is is used to actuate the
unit injector. The 3500B has a larger diameter camshaft to accommodate the higher injection
pressures generated in the unit injector pumps.
The cylinder block has a larger camshaft bore to accommodate the larger camshaft. (All 3500
engines are now being manufactured to this standard.)
The 3500B injector pushrod spring, which maintains contact between the lifter roller and the
camshaft lobe. This spring is designed to maintain cam follower and camshaft contact and
protect the mechanism during a possible overspeed

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ELECT. ENG. CONTROL

CHAPTER : 3500B
CYLINDER HEADS

MUI

EUI

This picture shows the difference between the Mechanical Unit Injection (MUI) and current Electronic
Unit Injection (EUI) installation in the cylinder head.
Notice the Helper Spring on the injector pushrod. This arrangement is designed to keep the follower in
constant contact with the camshaft. The helper spring is required due to the increased injection pressures
of 151 MPa (22000 psi) and the steeper, high lift camshaft lobe profile.

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Page:
4

FUEL
PRESSURE
REGULATOR

RETURN FUEL

CYLINDER
HEAD

PRIMING PUMP SUPPLY

ECM

ELECT. ENG. CONTROL

FUEL
TANK

FUEL
TRANSFER
PUMP

CHAPTER : 3500B

PRIMARY
FUEL
FILTER

SECONDARY
FUEL FILTERS
(2 MICRON)

FUEL SUPPLY SYSTEM 992G

DIFFERENTIAL
PRESSURE
SWITCH

ELECT. ENG. CONTROL

CHAPTER : 3500B
FUEL SUPPLY SYSTEM

SECONDARY
FILTER

FUEL
PRESSURE
REGULATOR

ECM
TRANSFER
PUMP
FUEL TANK
PRIMARY
FILTER
FUEL TANK

This view shows the injector and its fuel supply circuit. A larger volume of fuel passes through the
injector than is required for injection. This extra flow is used to cool the injector, which is also
surrounded by coolant.

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Page:

RIGHT
TURBOCHARGER
EXHAUST
TEMPERATURE
SENSOR

LEFT
TURBOCHARGER
EXHAUST
TEMPERATURE
SENSOR

COOLANT
FLOW
SWITCH

FUEL FILTER
DIFFERENTIAL
PRESSURE SWITCH

LOW OIL
LEVEL
SWITCH

AFTERCOOLER
TEMPERATURE
SENSOR

COOLANT
TEMPERATURE
SENSOR

SPEED/TIMING
SENSOR

8/12/16
INJECTORS

P84/J84

J23/P23

P30/J30

P41/J41

J25/P25

J47/P47

P31/J31

RIGHT
TURBOCHARGER
INLET PRESSURE
SENSOR

J28/P28

J106/P106

J29/P29

LEFT
TURBOCHARGER
INLET PRESSURE
SENSOR

J27/P27

J105/P105

FAN SPEED SENSOR

A/C ON
SWITCH

ENGINE FAN
CONTROL
SOLENOID

CRANKCASE
PRESSURE
SENSOR

24 V

1
0

MPH
km/h

15

25
X100

20

30

RELAY

+ BATTERY

113-OR

AUT

15 AMP
BREAKER

CYLINDER

GROUND
LEVEL
SHUTDOWN
SWITCH

KEY START
SWITCH

24 V

BATTERY

44

ELECTRONIC SERVICE
TOOL CONNECTOR

USER DEFINED SHUTDOWN

ETHER START VALVE

ENGINE

308-YL

DISCONNECT
SWITCH

MONITORING SYSTEM

+ BATTERY

J35/P35

GROUND
BOLT

APPLICATION BLOCK DIAGRAM

TO
PRELUBRICATION
PUMP

STARTING
AID SWITCH

THROTTLE
BACK-UP
SWITCH

THROTTLE
POSITION
SENSOR

J1

TURBOCHARGER
OUTLET
PRESSURE SENSOR

ATMOSPHERIC
PRESSURE
SENSOR

FILTERED OIL
PRESSURE
SENSOR

J22/P22

J32/P32

UNFILTERED OIL
PRESSURE
SENSOR

J48/P48

J3/P3 MACHINE
INTERFACE
CONNECTOR

GROUND BOLT

J2

ECM

CAT Data Limk

J21/P21

P20/J20

J4/P4 THROUGH
J19/P19

P26 T/C CONNECTOR

BASIC ENGINE BLOCK DIAGRAM

ELECT. ENG. CONTROL

CHAPTER : 3500B

COMPONENT DIAGRAM - 777D

ELECT. ENG. CONTROL

CHAPTER : 3500B
ANALOG SENSOR POWER SUPPLY

J21 P21

ENGINE COOLANT
TEMPERATURE SENSOR

+V ANALOG
ANALOG RETURN
SIGNAL

A
B
C

FILTERED OIL
PRESSURE SENSOR

+V ANALOG
ANALOG RETURN
SIGNAL

P22 J22
A
B
C

TURBO OUTLET
PRESSURE SENSOR

+V ANALOG
ANALOG RETURN
SIGNAL

P23 J23
A
B
C

RIGHT TURBO INLET

PRESSURE SENSOR

+V ANALOG
ANALOG RETURN
SIGNAL

A
B
C

ATMOSPHERIC
PRESSURE SENSOR

+V ANALOG
ANALOG RETURN
SIGNAL

P27 J27
A
B
C

LEFT TURBO INLET

PRESSURE SENSOR

+V ANALOG
ANALOG RETURN
SIGNAL

P28 J28
A
B
C

CRANKCASE
PRESSURE SENSOR

+V ANALOG
ANALOG RETURN
SIGNAL

P43 J43
A
B
C

P1 J1
36
30

ECM
+V ANALOG SUPPLY
ANALOG RETURN

P25 J25

5 0.5 VOLTS

P48 J48

UNFILTERED OIL
PRESSURE SENSOR

+V ANALOG
ANALOG RETURN
SIGNAL

A
B
C

The Analog Sensor Power Supply provides power to all the analog sensors (pressure and temperature).
The ECM supplies 5.0 0.5 Volts DC (Analog Supply) through the J1/P1 connector to each sensor.
A power supply failure will cause all analog sensors to appear to fail.
The power supply is protected against short circuits, which means that a short in a sensor or a wiring
harness will not cause damage to the ECM.

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ELECT. ENG. CONTROL

CHAPTER : 3500B
DIGITAL SENSOR POWER SUPPLY

THROTTLE
POSITION SENSOR

J35 P35

+V DIGITAL
DIGITAL RETURN
SIGNAL

A
B
C

FAN
SPEED SENSOR
+V DIGITAL
DIGITAL RETURN
SIGNAL

P1 J1
29
35

ECM
+ V DIGITAL SUPPLY
- V DIGITAL RETURN

J84 P84
A
B
C

8 0.5 VOLTS
LEFT EXHAUST
TEMPERATURE SENSOR
+V DIGITAL
DIGITAL RETURN
SIGNAL

RIGHT EXHAUST
TEMPERATURE SENSOR
+V DIGITAL
DIGITAL RETURN
SIGNAL

J30 P30
A
B
C

J31 P31
A
B
C

The ECM supplies power at 8 0.5 Volts through the J1/P1 connector to the following circuits:
- Throttle Position Sensor
- Fan Speed Sensor (if installed)
- Exhaust Temperature Sensors
The power supply is protected against short circuits, which means that a short in a sensor will not cause
damage to the ECM

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ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

SYSTEM POWER SUPPLIES

The 3500B EUI system has one external and five internal power supplies with various voltages as shown.
EXTERNAL POWER SUPPLIES
ECM power supply

24 Volts

INTERNAL POWER SUPPLIES

Speed/Timing Sensor power supply

12.5 Volts

Injector power supply

105 Volts

Analog Sensor power supply

5 Volts

Digital Sensor power supply

8 Volts

Wastegate Control Solenoid power supply 0 - 24 Volts

ECM Power Supply

The power supply to the ECM and the system is drawn from the 24-Volt machine battery. The principle
components in this circuit are:
- Battery
- Key Start Switch
- Main Power Relay
- 15 Amp Breaker
- Ground Bolt
- ECM Connector (P1/JI)
- Machine Interface Connector (J3/P3)
If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a diagnostic code is logged. (See the
Troubleshooting Guide for complete details on voltage event logging.)
NOTE: The Ground Bolt and the Machine Interface Connector are the only power supply
components mounted on the engine.

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ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

Injector Power Supplies

The injectors are supplied with power from the ECM at 105 Volts. For this reason, precautions must be
observed when performing maintenance around the valve covers.
On the 3512B and 3516B, two of the internal power supplies are used for the injectors. If a failure
occurs, only one bank of injectors could have failed. On the 3508B, only one of the internal power
supplies is used. As previously mentioned, the same ECM is used on all three configurations.
If an open or a short occurs in the injector circuit, the ECM will disable that injector. The ECM will
periodically try to actuate that injector to determine if the fault is still present and will disconnect or
reconnect the injector as appropriate.

Speed/Timing Sensor
One Speed/Timing Sensor is installed and it serves four basic functions in the system:
- Engine speed detection
- Engine timing detection
- Cylinder and TDC identification
- Reverse rotation protection
The ECM supplies 12.5 1 Volts to the Speed/Timing Sensor.
Connector pins A and B transmit the common power supply to the sensor. The C connector pin transmits
the signals from the sensor to the ECM.
This power supply is not battery voltage, but is generated and regulated within 1.0 Volt by the ECM.
This power supply and the Speed/Timing Sensor are vital parts of the EUI system. A failure of the sensor
will result in an engine shutdown.

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10

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

The Speed/Timing Sensor is mounted on the rear housing and is

self-adjusting during installation.
This type of sensor does not have a typical fixed air gap. However, the sensor is not in direct contact with
the timing wheel, but does run with zero clearance. A Speed/Timing Sensor failure will cause an engine
shutdown.
The sensor may be functionally checked by cranking the engine and observing the service tool status
screen for engine rpm.
A sensor failure will be indicated by the active fault screen on the service tool. An intermittent failure
will be shown in the logged fault screen.
The sensor has a dedicated power supply. A power supply failure at the ECM will cause the sensor to
fail.
The sensor head is extended prior to installation. The action of screwing in the sensor pushes the head
back into the body after the head contacts the timing wheel.
During installation, it is essential to check that the sensor head is not aligned with a wide slot in the
timing wheel. If this condition occurs, the head will be severed when the engine is started, and some
disassembly may be necessary to remove the debris.
Timing calibration is normally performed after the following procedures:
1. ECM replacement
2. Speed/timing sensor replacement
3. Engine timing adjustment
4. Camshaft, crankshaft or gear train replacement

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11

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

The engine Coolant Temperature Sensor is located at the front of the engine on the thermostat housing.
This sensor is used with the ECM to control various functions. The following systems or circuits use the
Temperature Sensor output to the ECM:
The Vital Information Management System (VIMS) or Caterpillar Monitoring System Coolant
Temperature Gauge over the CAT Data Link.
The High Coolant Temperature Warning Alert Indicator and Gauge on the VIMS or Caterpillar
Monitoring System panel. (The information is transmitted over the CAT Data Link.)
The Engine Demand Fan Control, if installed, uses the sensor signal reference to provide the
appropriate fan speed.
The Cat Electronic Technician (ET) status screen for coolant temperature indication.
The Cold Mode engine control (i.e. elevated low idle and timing reference for cold mode operation).
The Ether Aid control as a reference for Ether Aid operation.
The sensor supplies the temperature signal for the following functions:
- Caterpillar Monitoring System or VIMS instrument display, warning lamps and alarm
- Demand Control Fan (if so equipped)
- ET or ECAP coolant temperature display
- High coolant temperature event logged above 107C (225F)
- Engine Warning Derate when 107C (225F) is exceeded or low oil pressure occurs (if so
equipped)
- Reference temperature for Cold Mode operation
NOTE: All analog sensors use the common analog power supply of 5.0 0.2 Volts.

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12

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

The Aftercooler Temperature Sensor is mounted at the rear of the block (Off-highway Truck) and
measures coolant temperature in the aftercooler circuit.
The ECM uses the sensor signal as a reference for the fan control. When high aftercooler temperatures
are reached, the cooling fan speed is increased. Very high aftercooler temperatures will cause a VIMS
warning event to be logged.
NOTE: This sensor measures the ability of the aftercooler to cool the air sufficiently for
combustion. As a general rule, for every 1 degree that the combustion air is reduced in
temperature, the exhaust will be reduced by approximately 3 degrees. High inlet manifold
temperatures can significantly shorten the life of exhaust system components (i.e. exhaust
manifolds, valves, turbochargers and pistons).

Three pressure sensors are used for the measurement of oil pressure:
- Two Oil Pressure Sensors (filtered and unfiltered)
- Atmospheric Pressure Sensor
The filtered and unfiltered pressure sensors are used together to measure oil filter restriction.
The filtered oil pressure sensor is used to measure lubrication oil pressure for the operator on the dash
panel and for the technician on ET. The atmospheric pressure sensor is used with this oil pressure sensor
to calculate the gauge pressure reading.

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13

ELECT. ENG. CONTROL

CHAPTER : 3500B

340

49.3

320

46.4

300

43.5

280

40.6

260

37.7

240

34.8

220

31.9

200

29

180

26.1

160

23.2

140

20.3

120

17.4

100

14.5

80

11.6

OIL PRESSURE IN PSI

OIL PRESSURE IN kPa

OIL PRESSURE MAP

8.7

60
600

700

800

900

1000

1100

1200

1300

1400

1500

1600

1700

1800

1900

2000

ENGINE RPM
kPa x 0.145 = PSI

Engine oil pressure varies with engine speed. As long as oil pressure increases above the upper line after
the engine has been started and is running at low idle, the ECM reads adequate oil pressure. No faults are
indicated and no logged event is generated. A delay built into the system prevents false events from
being logged after start-up or after a filter change.
If the engine oil pressure decreases below the lower line, the following occurs:
- An event is generated and logged in the permanent ECM memory.
- A Category 3 Warning (alert indicator, action lamp and alarm) is generated on the VIMS and
Caterpillar Monitoring System.
- The engine is derated (if so equipped) to alert the operator.
The width of the pressure band between the two lines is sufficient to prevent multiple alarms and events
or a flickering warning lamp. (This pressure separation is referred to as hysteresis).

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14

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

The Atmospheric Pressure Sensor is installed on the ECM mounting adapter and is vented to the
atmosphere. This sensor has various functions which are fully described later in the presentation.
Briefly, it performs the following functions:
Ambient pressure measurement for automatic altitude compensation and automatic air filter
compensation.
Absolute pressure measurement for the fuel ratio control, ET, filter restriction, and Caterpillar
Monitoring System panel (gauge) pressure calculations.

All pressure measurements require the atmospheric pressure sensor to calculate gauge pressure. All
pressure sensors in the system measure absolute pressure. The sensors are used individually in the case
of atmospheric pressure (absolute pressure measurement). They are used in pairs to calculate gauge
pressures (oil and boost) and filter restriction.
All the pressure sensor outputs are matched to the Atmospheric Pressure Sensor output during
calibration. Calibration can be accomplished automatically using the ET service tool or by turning on the
key start switch without starting the engine for five seconds. The Atmospheric Pressure Sensor performs
four main functions:
1. Automatic Altitude Compensation (Maximum derate 24%)
2. Automatic Filter Compensation (Maximum derate 20%)
3. Part of the pressure calculation for gauge pressure readings
4. Reference sensor for pressure sensor calibration
A foam filter is installed below the sensor to prevent the entry of dirt.

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15

ELECT. ENG. CONTROL

CHAPTER : 3500B
ENGINE POWER DERATING MAP

100%

7,500

98%

8,210

96%

8,920

94%

9,630

92%

10,340

90%

11,050

88%

11,760

86%

12,470

84%

13,180

82%

13,890

80%

14,600

78%

15,310

76%

16,020

74%

16,730

72%

17,440
77

76

75

74

73

72

71

70

69

68

67

66

65

64

63

62

61

60

59

58

57

56

55

54

ALTITUDE IN FEET

PERCENT OF FULL LOAD POWER

ACCORDING TO ATMOSPHERIC PRESSURE

53

ATMOSPHERIC PRESSURE IN kPa

Atmospheric pressure measurement by the sensor provides an altitude reference for the purpose of
Automatic Altitude Compensation.
The graph shown here describes how derating on a typical 3500B starts at 7500 ft. and continues linearly
to a maximum of 17000 ft. Other engines may start between 4000 and 12000 ft. depending on the
application.
The advantage of the EUI system is that the engine always operates at the correct derating setting at all
altitudes. The system continually adjusts to the optimum setting regardless of altitude, so the engine will
not exhibit a lack of power or have smoke problems during climbs or descents to different altitudes.
NOTE: The EUI system has an advantage over a mechanical fuel system which is derated in
"altitude blocks" (i.e. 7500 ft., 10000 ft., 12500 ft.). EUI derating is continuous and automatic.
Therefore, a machine operating in the lower half of the block is not penalized with low power.
Conversely, a machine operating in the upper half of the block will not overfuel with the EUI
system.

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16

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

The Turbocharger Inlet Pressure Sensor is mounted between the air filter and the turbocharger.
This sensor is used in conjunction with the atmospheric pressure sensor to measure air filter restriction for
engine protection purposes. The difference between the two pressure measurements is used as the filter
differential pressure. The engine ECM uses this calculation to determine whether derating is necessary to
protect the engine against the effects of excessive filter restriction.
This function is referred to as Automatic Air Filter Compensation.
Depending on the application and air intake system configuration, either one or two Turbocharger Inlet
Pressure Sensors may be used.
If the machine is equipped with an ether start system, the ECM will automatically inject ether from the
ether cylinders) during cranking. The operator can also inject ether manually with the ether switch in the
cab. Ether will only be injected if the engine coolant temperature is below 10C (50F) and engine speed
is below 1200 rpm.

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17

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

Automatic Filter Compensation means that the engine is protected against the effects of plugged filters.
Derating is automatic as follows:
- Air filter restriction (P) exceeds 6.25 kPa (30 in. of water)
- Engine power derating starts at the rate of 2% per 1 kPa of P
- Maximum derate 20%
- Event is logged when air filter restriction (P) exceeds 6.25 kPa (30 in. of water)
These P specifications are typical examples. The actual values may vary depending on the application.
Derating is retained at the maximum P until the key start switch is cycled off and on.
NOTE: If only one filter is plugged, the ET service tool and Caterpillar Monitoring System will
display the highest P of the two. Derating is also based on the highest P of the two.

The Turbocharger Outlet Pressure Sensor measures absolute pressure downstream of the aftercooler.
Boost (gauge) pressure can be read with the service tools. This measurement is a calculation using the
Atmospheric Pressure and the Turbocharger Outlet Pressure Sensors.
A failure of this sensor will cause the ECM to default to a zero boost condition. This failure can result in
a 60% loss in engine power.
The function of the sensor is to enable the Air/Fuel Ratio Control which reduces smoke, emissions and
maintains engine response during acceleration. The system utilizes manifold pressure and engine speed
to control the air/fuel ratio. Engine fuel delivery is limited according to a map of gauge turbo outlet
pressure and engine speed.
The Air/Fuel Ratio Control setting is adjustable on 3500B machine applications using the service tool.

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18

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

The ECM uses gauge pressure measured from the Crankcase Pressure Sensor and the Atmospheric
Pressure Sensor to determine whether crankcase pressure is excessive (i.e. a piston allowing excessive
blowby which could soon cause considerable damage).
The ECM will warn the operator of possible damaging conditions and record adverse conditions in the
memory.
A possible cause of excessive crankcase pressure could be piston damage or a piston ring failure. An
early warning means that the engine can be shut down without catastrophic secondary damage.
Crankcase pressure is compared with atmospheric pressure. The result is crankcase (gauge) pressure (i.e.
pressure above ambient).
The trip points are:
WARNING
EVENT

2 kPa (10 in. of water)

3.5 kPa (17in. of water)

A Crankcase Pressure Sensor is mounted on the right side of the engine.

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19

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

Two Exhaust Temperature Sensors are installed on the 793C. The sensors are mounted between the
exhaust manifold and the turbocharger.
The ECM uses the sensors to warn the operator of possibly damaging conditions and logs an event in the
memory.
An engine derate occurs on Off-highway Trucks if excessive exhaust temperatures are reached.

The Throttle Position Sensor provides engine speed control for the operator.
At engine start-up, the engine rpm is set to low idle for two seconds to allow an increase of oil pressure
before the engine is accelerated.
The Throttle Position Sensor receives 8 Volts from the Digital Sensor Power Supply at the ECM.
The Throttle Position Sensor is shown on the machine wiring side of the diagram.
NOTE: This system eliminates all mechanical linkage between the operator's engine speed controls
and the governor (ECM).

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20

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

Demand Fan Controls

Two types of thermostatic fans are used in 3500B machine applications. Some Off-highway Trucks and
Track-type Tractors are equipped with a variable speed fan drive clutch. Some Wheel Loaders are
equipped with a hydraulic fan drive.
Both systems use the ECM and the temperature sensor as the engine coolant temperature reference, and
both are controlled by the ECM. If an electrical failure of the system occurs, the fan will go to maximum
(100%) speed.
The advantages of the systems are:
- Reduced fuel consumption in most conditions
- Reduced engine overcooling at low ambient temperatures
- Faster engine warm-up
- More engine power available at the flywheel
- Reduced noise

Engine Mounted Switches

Three EUI circuit switches are mounted on the engine:
The Low Oil Level Switch signals the ECM if the engine oil level decreases below a predetermined
level. The ECM then warns the operator of possible damaging conditions and logs an event.
The Filter Differential Pressure Switch signals the ECM if the pressure across engine fuel filter is
excessive and the filter needs to be changed.
The Coolant Flow Switch provides the operator with a warning if a failure in the coolant circuit causing
no flow occurs. The switch contacts are normally open with no flow.
The Coolant Flow Switch, like the Oil Level Switch, is a passive sensor (i.e. no power supply) which
means that the ECM cannot determine if the switch or associated circuit has failed. A system problem
could be determined if coolant flow is indicated with the engine stopped or if no coolant flow is indicated
with the engine running.
The functions of these switches may be checked using the status screen. The Coolant Flow Switch
should indicate if flow is present. This function should be checked both with the engine running and
stopped.

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21

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

The Throttle Back-up Switch provides a "limp home" mode in the event that the Throttle Position
Sensor becomes inoperative.
If the ECM detects either an invalid or no signal, the Throttle Back-up Switch is automatically activated.
When activated, the operator may operate the switch to raise the engine speed to 1200 rpm for as long as
the switch is operated. If the Throttle Position Sensor signal is received again, the switch is deactivated.

Engine Shutdown Systems

The Ground Level Shutdown Switch is connected to the ECM through the machine and engine wiring
harnesses.
The switch signals the ECM to cut electrical power to the injectors, but maintains power to the ECM.
This feature also enables the engine to be cranked without starting for maintenance purposes.
No other circuits may be connected to this system. The user defined shutdown feature may be used in
conjunction with other circuits.
The User Defined Shutdown feature (if installed) may be used to connect another device to the system to
shut down the engine (such as a customer installed fire suppression system). When the shutdown input is
grounded for one second, the engine will stop running. The input must be pulled down below 0.5 Volts
before the ECM will recognize the shutdown signal.
Operation of the User Defined Shutdown is logged as an event and can also be shown on the ET status
screen.
For example, when installed on an Off-highway Truck, this feature is programmed to function only
during the following conditions:
Parking brake is ENGAGED
Transmission is in NEUTRAL
Machine ground speed is at zero
Not all machines will have this feature installed

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22

ELECT. ENG. CONTROL

CHAPTER : 3500B
COMPONENT DIAGRAM

Ether Injection System

The ECM controls the use of ether for cold starting. The ECM uses inputs from the speed/timing and
coolant temperature sensors to determine the need for ether.
The ECM cycles the ether for three seconds on and three seconds off. Actual flow is determined by
engine speed and temperature. Ether injection is disabled when the coolant temperature exceeds 10C
(50F) or engine speed exceeds 1200 rpm.
A manual mode allows ether injection when the above parameters permit. In the manual mode, a
continuous flow of ether is injected. The ether injection status can be read on the ET status screen.

Prelubrication System
The ECM controls the prelubrication system. This system uses the coolant temperature, engine speed and
oil pressure as its references to determine the need for prelubrication.
The system is activated when the key start switch is turned to the start position. The system prevents
starter motor engagement until the oil pressure increases.

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23

ELECT. ENG. CONTROL

CHAPTER : 3500B
LOGGED EVENTS

Logged events listed on the appropriate ET screen are conditions which are abnormal to the operation of
the engine. For example:
- High coolant temperature
- Low oil pressure
- Filter restriction
- Excessive engine speed

These events are not normally electronic problems, but might be conditions caused by a plugged radiator,
low oil level, maintenance or operator deficiencies.
A list of possible events for the 3500B engine is included on the next page.
Some of the parameters listed in this presentation are used in the ET events list. They are as follows:
- High coolant temperature
- High exhaust temperature
- High aftercooler temperature
- Crankcase pressure
- Loss of coolant flow
- Low (lubrication) oil pressure (according to the oil pressure map)
- User defined shutdown
- Air filter restriction
- Fuel filter restriction
- Oil filter restriction
- Engine oil level
- Engine overspeed histogram
- High boost
- Low boost

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24

Page:
25

ENGINE ELECTRONIC
CONTROL MODULE
(ECM)

SERVICE TOOL
CONNECTORS

CAT DATA LINK

LAPTOP
COMPUTER

IMPLEMENT
CONTROL MODULE

COMMUNICATION
ADAPTER

CAT
ELECTRONIC TECHNICIAN

ELECT. ENG. CONTROL

CHAPTER : 3500B

3F

POWERTRAIN
CONTROL MODULE

DATA LINK DIAGRAM (992G)

VIMS

Page:
26
GAUGE CLUSTER
MODULE

SERVICE
LAMP

SERVICE
KEYSWITCH

VIMS
RS-232
PORT

SPEEDOMETER/
TACHOMETER
MODULE

MAIN MODULE

KEYPAD
MODULE

3F
VIMS
SERVICE TOOL
AND
SOFTWARE

ELECTRONIC
TECHNICIAN (ET)
DISPLAY
DATA LINK

VIMS

MESSAGE CENTER
MODULE

VIMS ONLY
INTERFACE
MODULE

CAT DATA LINK

ACTION
LAMP
CAT DATA LINK
SENSORS

VITAL INFORMATION
MANAGEMENT SYSTEM
(VIMS)

SENSORS
SENSORS

IMPLEMENT
CONTROL ECM
TRANSMISSION
CONTROL ECM

ELECT. ENG. CONTROL

ACTION
ALARM

CHAPTER : 3500B

ADEM II
CONTROL

VIMS DIAGRAM (992G)

VIMS/VIDS
INTERFACE
MODULE

KEYPAD
DATA LINK

ELECT. ENG. CONTROL

CHAPTER : 3500B
TIMING CALIBRATION

TIMING
WHEEL

REFERENCE EDGE TO TDC DISTANCE

REFERENCE
EDGE

ASSUMED
CYL. NO. 1 TDC
+7

-7
TIMING CALIBRATION
SENSOR SIGNAL

ACTUAL
CYL. NO. 1 TDC

TIMING
REFERENCE
OFFSET

MAXIMUM TIMING REFERENCE OFFSET 7 DEGREES

As the Speed/Timing Sensor uses the timing wheel for a timing reference, timing calibration improves
fuel injection accuracy by correcting for any slight tolerances between the crankshaft, timing gears and
timing wheel.
During calibration, the offset is saved in the ECM EEPROM (Electrically Erasable Programmable Read
Only Memory). The calibration offset range is limited to 7 crankshaft degrees. If the timing is out of
range, calibration is aborted. The previous value will be retained and a diagnostic message will be
logged.
The timing must be calibrated after performing the following procedures:
1. ECM replacement
2. Speed/timing sensor replacement
3. Timing wheel replacement
4. Camshaft, crankshaft or gear train replacement

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27

ELECT. ENG. CONTROL

CHAPTER : 3500B
E -TRIM CODE READING

TRADE MARK

PART No.

TRIM CODE

SERIAL No.

SERIAL No. BAR CODE

The code identifies the discharge and timing characteristics of the injector and is programmed into the
ECM.
If the injector is replaced, the new code must be entered via ETs calibration menu.
Old injectors are not coded, the default code 1100 must be entered.

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28

ELECT. ENG. CONTROL

CHAPTER : 3500B
E-TRIM FEATURE

CAT Electronic technician - Calibrations

Select Calibration
Pressure Sensor Calibration
Injector Code calibration
Timing Calibration
Injector
Injector
Injector
Injector
Injector
Injector
Injector
Injector
Injector

1
2
3
4
5
6
7
8

Code
1100
1100
1100
1100
1100
1100
1100
1100

Change
ENGINE 3508B
ALL ENGINES BUILD STARTING MAY 15, 1996 HAVE THE E-TRIM FEATURE ON THEIR
PERSONALITY MODULE AND INJECTORS CODED WITH AN E-TRIM CODE
THE SOFTWARE COMPENSATES FOR INJECTOR VARIATION IN TIMING AND DISCHARGE.
THE E-TRIM IS A 4 DIDGIT CODE ETCHED ON THE INJECTOR TAPPET
IF IT IS NOT POSSIBLE TO REPROGRAM AN INJECTOR CODE IMMEDIATELY THE ENGINE
WILL NOT BE SEVERELY HARMED , ALTHOUGH IT SHOULD BE REPROGRAMMED AS SOON
AS POSSIBLE TO OPTIMIZE ENGINE PERFORMANCE AND PREVENT ANY LONG TERM
DETRIMENTAL EFFECTS

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29

ELECT. ENG. CONTROL

CHAPTER : 3500B
COLD MODE TIMING

TO
WARM
MODE

TIMING
ADVANCE
BTDC

HIGH ENGINE SPEED

LOW ENGINE SPEED

FIXED TIMING

30 C

50 C

60 C

COOLANT TEMPERATURE IN DEGREES FAHRENHEIT

Cold Mode
The desired timing is retarded during Cold Mode operation based on coolant temperature and engine
speed.
1. For coolant temperatures at or below 86F:
Timing will be retarded to protect the engine against high cylinder pressures. Idle is elevated to 1300
rpm (with parking brake ON and transmission in NEUTRAL).
2. For coolant temperatures above 86F and below 140F, the timing will advance. For engine speeds
below 1200 rpm, timing will vary according to the low engine speed line.
NOTE: Neither fuel nor engine speed is limited during Cold Mode operation. When cold mode
operation is deactivated, the desired timing returns to normal operation.

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30

ELECT. ENG. CONTROL

CHAPTER : 3500B
FRC OFFSET

VALID NUMBERS -25 to +25

+25

-25
0
Acceptable
response
Clean exhaust

1994 Deneba Systems, Inc.

LESS SMOKE
SLOWER RESPONSE

1994 Deneba Systems, Inc.

MORE SMOKE
FASTER RESPONSE

The Fuel Ratio Control has been optimized to provide excellent performance and black smoke control
without any need for adjustment. There should be no need to use the Fuel Ratio Control Offset except
for special circumstances.

Changing the Fuel Ratio Control Offset parameter allows the customer tailoring of the fuel to air ratio in
order to compensate for winter blend fuel, individual costumer preference etc.

Use of the Fuel Ratio Control Offset parameter will NOT affect overall power output of the engine. The
parameter should NOT be used to mask possible engine performance which may exist.

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31

ELECT. ENG. CONTROL

CHAPTER : 3500B
COLD START LOGIC

In cold mode the ECM stops injection

to non-firing injectors until the engine
has reached a certain temperature (coolant
temperature).

The ECM cuts out each cylinder for a

brief amount of time to see if that injector is contributing to power. If not injection will be stopped to that cylinder.
TheECM will retest any cutout cylinder
(injector) every so often to see if it started to fire or not.

HELPS REDUCE WHITE SMOKE DURING

ENGINE WARM UP

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