Elect Sect02

SEGQ4031 - 114 - Lesson Plan
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Caterpillar Engine Electronics

Lesson Plan 8 - Electronic Control Modules
Objectives:
The student will understand the basic functions of the Electronic Control Modules.
The student will be able to recall the progression of the Electronic Control Modules.
Literature Needed:
PowerPoint Slides
Hardware Needed:
Projector and smartboard
Time Required:
1.5 Hours
Tasks Required by Instructor to Meet Objectives:

1. Present the slides.
2. Distribute the ECM training aids around the class.
3. Answer any questions.
LAST PRINT SECTION EXIT MAIN NEXT

SEGQ4031 - 115 - Slide/Text Reference
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Electronic Components
All electronic Components fit into one of

three categories .
Input
Sensors, switch inputs, ground, power
Control
Personality module, parameters, ECM, Data links
Output
Injectors, actuators,warning lights, gages
Slide # 79
3 catergories All of the electronic components can be categorized into serving under
input, control, three basic functions: Input, Control and Output.
output.
Inputs - sensors, Inputs examples would include sensors, such as the coolant
switches, grd. & temperature sensor, switch inputs like the cruise control. Also, ground
power. and power all provide input to the ECM.
Controls - P/M,
Devices that would control the engine are the personality module, the
parameters, ECM,
& data links software which defines the horsepower and torque of an engine.
Parameters are settings in the p/m which could influence the overall
operation or performance. The ECM, which cant be repaired, acts as
the housing for the electronic circuitry. Lastly, the data links, which are
used for two way communication between the engine and other
electronic vehicle control systems can be classed in the control
category.

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Outputs - Finally, outputs do work, such as the injectors providing precise fuel
injectors,
actuators,
delivery. Actuators, like the (IAPCV) convert an electrical signal from
warning lights & the ECM to the mechanical control of a spool valve in order to control
gages. pump outlet pressure. Warning lights give notice of an impending
problem, and gages like the tachometer or speedometer can be driven by
the ECM.

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Electronic Control Module
Do we need to know exactly how an

ECM works? NO
We cant work on it or fix it
We need to know ..
How it interacts with the engine
How to use it to troubleshoot wiring harness
and sensor problems
How it can be used to get the most from the
engine
Slide # 80
Cant work on The concern is not how the ECM circuitry operates, but how it interacts
ECM. How it with the engine. We are not allowed to disassemble the ECM, so the
interacts for
troubleshooting.
internal circuitry is irrelevant. Our focus should be the steps needed to
troubleshoot the ECM, wiring harness or sensors in certain situations.
Furthermore, we should be aware of how parameters can optimize the
performance of the ECM for the customer.

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ECM Main Functions
Powers components
Monitors sensor input
Controls the engine
Slide # 81
ECMs 3 main The ECM powers the components necessary for proper operation, and
functions, powers, then monitors their input through a return signal. After powering and
monitors, contols.
monitoring the components, the ECM controls the exact operation of the
engine.

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Electronic Control Module
To work an ECM needs ..

Power from the battery
A personality module
Parameters
Input from sensors
Slide # 82
Proper battery To perform efficiently, the ECM requires proper levels of positive
input & grd battery input and ground. A personality module (p/m) creates the
engines personality. For instance, it defines whether the engine is a
C-15 or C-16. Also, it provides the rating, and performance maps.
Example: With the game of Nintendo, the main control box would be
the ECM. The game chosen to play would be the p/m. Remember,
communication with the ECM cannot be accomplished without proper
battery power and a properly programmed, correctly installed p/m.
Also, the ECM needs the parameters to be defined, and needs input
from the sensors.

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Programmable Electronic
Engine Control PEEC
PEEC II Pump & Line
32 input/output ports
(3 nine pin and 1 five pin
HD round connectors)
8 bit processor
Bolt on Personality
module
Fat ECM 3176
2YG EUI 1987 - 1990
Slide # 83
Advanced During the past decade, advanced designs have played a major role in
designs, improving the operation of diesel engines. Customer needs for better
emissions driver performance, along with new standards for lower emissions, have
of sophistication required more sophisticated engine controls. Caterpillar has taken the
challenge and has met and exceeded these demands with the continuous
development of improved electronic engines.
Since 1987, thousands of Caterpillar electronic engines have been put in
service in a variety of applications.
1987 to 1990 PEEC II 3406 8TC & 2EK
Same time frame, Cat worked with Ford on PEEC II.V 5YG. This was
truck only, 8-bit, pigtails, 30 pins total.
1987 to 1992 Fat ECM was used on 3176 only. It had 40 pins. This
was used on 2YG AND 7LG serial numbers.

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Engine Control PEEC
Bridge from mechanical to electronic engines
Pump and line fuel system
Controls fuel rate and timing electronically instead of
using flyweights, governor springs, and linkages
Two main components:
Electronic Control Module (ECM) is the computer that
controls the engine
Personality Module is the software which controls
how the computer behaves
Slide # 84
P & L, but In the first stage with electronic engines, Caterpillar used the already
Electronic popular mechanical engine. We installed an electronic governor (ECM)
governor with electronic sensors and controls. This engine configuration utilized
the mechanical pump and lines fuel system, but controlled fuel rate and
timing electronically. This eliminated components such as the
flyweights, governor springs, and linkages.
Again, the ECM and P/M are the two key electronic components. The
ECM being the computer (has some software), and the p/m acting as the
ECM & P/M performance software.
important

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Engine Control PEEC
Timing position sensor Personality

Timing solenoid (BTM) Module
Rack position sensor

Speed sensor
Transducer
Rack Solenoid (BTM) ECM module
Slide # 85
ECM locations, The ECM bolts on to the left rear side of the engine shown here (truck
P/M cover/seal 3406B/C). (Note: 3400 VEE & 3500 PEEC ECMs have a different
location). It houses the P/M, which is protected with a four bolt cover.
It is important to have proper sealing with the P/M cover to prevent
moisture entry, which could lead to corrosion.
Note: PEEC II p/m mounted on the side.
Located in the rack actuating housing is the electronically controlled

Rack Solenoid Brush-less Torque Motor (BTM). The BTM controls a
double acting hydraulic servo that controls the rack. Also, inside the
Rack housing -
rack actuating housing is the rack position sensor. The rack position
Rack BTM,
sensor is magnetically attached to the rack to provide a rack position
sensor, speed
signal to the ECM.
sensor, s/off
solenoid Along with these two components are the engine speed sensor and
shutoff solenoid. We will discuss these two components later.

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The Transducer Module is located below the rack actuating housing and
Transducer Mod
contains an engine Oil Pressure Sensor, a Boost Pressure Sensor, and an
has the oil press,
Atmospheric Pressure Sensor.
boost, and
atmosphere
sensors
In front of the fuel pump and gear train is the timing advance unit. The
timing advance unit houses the electronically controlled Timing
Timing advance
Solenoid Brush-less Torque Motor (BTM), and the Timing Position
BTM, timing pos
Sensor.
sensor

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Sensor input is used to

control rack and timing
Rack
Rack position
position PEEC decides where it
sensor
sensor
wants to position the
rack or timing advance
based on position
sensor input
Timing
Timing
position
position
sensor
sensor
Throttle
Throttle position
position sensor
sensor
Slide # 86
Position sensors Both the rack and timing position sensors are linear potentiometers.
They provide an electrical signal to the ECM as to the position of the
rack and timing assemblies.
The throttle position sensor (can style shown here) is connected to the
accelerator pedal by a mechanical linkage, and sends a Pulse Width
Throttle sensor Modulated (PWM) signal to the ECM.
PWM signal
NOTE: PWM is a signal consisting of variable width pulses at fixed

intervals, whose time on versus time off can be varied. This is
commonly referred to as duty cycle.
Duty cycle

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Engine Control PEEC
PEEC varies the voltage

to a Brushless torque
motor (BTM)
The BTM moves the

rack or timing advance
to the desired position
Slide # 87
BTMs PEEC varies the voltage to the Brush-less torque motor (BTM) in order
to move the rack or timing advance unit to the proper position. (the
BTMs move the hydraulic servos to control oil flow). The rack and
TAU are moved via pressurized oil. Also, note that truck has two
BTMs and other applications may have just one. The rack BTM and
the TAU BTM are interchangeable (same part number).

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Sensor input is used to

control rack and timing
Position sensors tell
PEEC when the rack or
timing is at the desired
position
Speed
Speed sensor
sensor
Timing
Timing position
position
sensor
sensor
Rack
Rack position
position sensor
sensor
Slide # 88
Engine speed, The engine speed sensor is a magnetic sensor that senses engine speed
pulse from the rotation of the fuel injection pump camshaft. The signal is
generated by placing the sensor near the rotating gear. Output of the
engine speed sensor is a voltage pulse whose frequency is dependent on
the speed of the engine. The frequency of the pulse is interpreted by the
ECM as engine speed.
Also, the engine speed sensor is provided with an operating voltage of
8 volts .4 8.0 +/- .4 volts by the ECM.
Note: There may be different speed sensor locations in other

applications.

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Engine Control PEEC
J2 P1
Power
Power input
input Diagnostic
Diagnostic
P2 J1
Throttle
Throttle position
position connector
connector
Vehicle
Vehicle speed
speed
Personality
Personality
Control module
Module
Module
Position
Position sensors
sensors
Engine
Engine speed
speed P3 J3 Rack
Rack solenoid
solenoid
Pressure
Pressure sensors
sensors J4 P4 Timing
Timing solenoid
solenoid
shutoff
shutoff solenoid
solenoid
Slide # 89
PEEC 3406B This slide shows the various connectors for the 3406B PEEC. (The
Jack & Plug, 4 PEEC III connectors were different). The J stands for Jack, and the
connectors P stands for Plug. The J1/P1 connector is for the diagnostic tool.
J2/P2 is the vehicle connector. In the center, facing the left is the P/M
cover. The J3/P3 connector is the sensor connector. Lastly, the J4/P4 is
the solenoid connector.
1987 to 90 PEEC II 3406 PEEC 2EK, 8TC

In the same time frame, Cat worked with Ford on PEEC II.V 5YG. This
was for truck only, and had an 8-bit processor.

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Engine Control PEEC
PEEC III Pump & Line
3406C (4CK), 3400 Vee, 3512
Single 40 pin connector
Personality Module
Replaceable plug in chip
Color coded 1991 - 1993
Advanced
Keyed 8-bit
PEEC III
Slide # 90
PEEC III, single 40 In 1991 PEEC III was introduced. It carried over the pump and lines
pin system used on the earlier PEEC models. The engine serial number
prefix changed to 4CK on 3406C, and used a single 40 pin connector.
PECC III was used on truck applications from 1991 to 1993. It was
used on 3408/3412 marine from 1991 to 2000. Also, it was used on
3512 from 1991 to 1999.
The P/M is a replaceable plug in chip that is color coded and keyed for
P/M, replaceable, ease of installation. PEEC III uses an 8 bit microprocessor.
color coded

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Advanced Diesel Engine

Management - ADEM
ADEM II
Dual 40 pin connector
connector
Engine and OEM
3176B,3406E,C-10,C-12
3176B,3406E,C-10,C-12
3126 HEUI, 3408E, 3412E, and
3500B
Personality Module
1993 - present
1993/1995 FLASH or change PM
two 16-bit
1995/up, FLASH only (truck)
ADEM II
Slide # 91
93 Advanced 1993 to 2001 for EPG, Industrial, Marine

Deisel Engine
Management This was 8 bit, 40 pins.
Before we discuss ADEM II, there actually was an ADEM I on 3508s

ADEM I - D11 in the mid 80s (used only on D11 tractor and 777 Truck). It had a fuel
Tractor & 777 passage, and a replaceable personality module. This was used from
truck approximately 1988 to 1991. It had one 70 pin connector.
All the previously mentioned ECMs had replaceable personality

EEPROM modules. They were not able to be FLASHED. (FLASH is a term
Eraseable
coined by Intel. This process allows the P/M to be changed without
Electronic
Programmable opening a cover on the ECM to change the chip. This is faster and
Read Only prevents getting dirt and/or moisture into the sealed ECM housing).
Memory

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ADEM II, flash or All below could be FLASHED: Briefly mention flashing an ECM.
replace P/M
Seperated OEM &
ADEM II was introduced in 1993. It was the first ECM to have two
Engine harness connectors. At first, it had a personality module that could be changed
connectors or FLASHED. This was the first to sort out the OEM and Caterpillar
connections two 40 pin connectors. This has dual 16 bit
microprocessors. ADEM II was on truck from 1993 to 1998 C-10, C-12,
3176B, 3406E, 3126. It was on non truck 3406, and 3500B from 1994
to 2001.
In 1995 we no longer produced engines with the removable personality

module. From there on, ECMs had to be FLASHED.

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ADEM - II
Two Heavy-duty 40
pin Deutsch
connectors
Sealed aluminum
housing with shock
isolators
Fuel cooling in
housing for efficient
operation
Slide # 92
ADEM II, dual 40 There are twin heavy duty 40 pin connectors. This was the first
pin, sealed, fuel electronic control module to separate the engine and vehicle connectors.
passage.
It is a sealed aluminum housing with four shock isolators to reduce
vibration. Fuel is routed through a passage in the ECM housing for
efficient operation. The fuel passage is in line with the transistor drivers
for the injectors. The fuel helps prevent thermal cycling. The intent is
not so much to cool the ECM as it is to maintain a more constant ECM
temperature.

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ADEM - II
Highly integrated
PC board design
Dual 16 bit
microprocessors
Flash memory
Powerful self-
diagnostics
Slide # 93
Dual 16 bit, flash The internal circuitry consists of a highly integrated PC board with dual
memory, 16 bit micoprocessors. It has a 10 layer board with 1000 to 1200
diagnostics
components. Also, this ECM incorporated a self-diagnostic electronic
system that could potentially warn of an engine system problem or
event.
Earlier ECMs were used mainly for engine governing, but had little
additional functionality. As more functions were added, such as engine
protection monitoring, PTO control, and a host of various other
programmable parameters, the ECM and the P/M software had to
become faster and more complex.

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ADEM - II
Second board
allows basic ECM
to expand for 8,
12, and 16
cylinder engines
Slide # 94
Expansion board A second board allows the ECM to be used on larger engines.

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ECM Monitors Engine and

Itself
ECM continually
monitors all engine
systems and its own
circuitry
Issues active codes
to warn the operator
of an immediate
problem
Keeps track of old
problems with a
logged code function
Slide # 95
Engine The electronic control system includes Engine Monitoring. The system
monitoring, monitors engine oil pressure, coolant temperature, inlet manifold air
coolant level
sensor
temperature and coolant level. With on-highway truck, the OEM is
responsible for providing and installing the coolant level sensor. The
coolant level sensor is the only sensor that can be individually selected
for Engine Monitoring. The ECM Customer Programmable Parameter
enables the coolant level sensor. The default factory setting is
enabled. The ECM Customer Programmable Parameters have four
modes that are for Engine Monitoring:
Off Mode The ECM will ignore the oil pressure sensor and the
coolant level sensor. Coolant Temperature is still used for Cold Mode.
4 selections - off, Inlet Manifold Air Temperature is used for operation in cold air
warning, derate, regardless of the engine monitoring mode.
shutdown
Warning Mode (Factory Default) - Warning mode uses the following

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sensors: Oil Pressure, Coolant Temperature, Inlet Manifold Temperature

and Coolant Level. When a diagnostic code is active, the Check Engine
Lamp will flash and the Warning Lamp will come on.
Derate Mode - Derate mode and Shutdown mode allows the ECM to
alter engine performance. Derate mode and Shutdown mode helps the
engine avoid damage. The engine should return to normal when the
condition causing the problem is corrected. When the engine is derated,
the Check Engine Lamp and the Warning Lamp will flash.
Shutdown Mode will cause the warning and derate to take place. In
addition, if time limit conditions are met for very low oil pressure, very
high coolant temperature, or very low coolant level the engine will
shutdown.

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Customer Specified
Programmable Parameters
Allows customer to
fine-tune
performance to a
specific application
Slide # 96
Customer Customer Specified Programmable Parameters allow the customer to

specified fine-tune the engine to a specific application. The customer specified
programmable
parameters
parameters may be secured by customer passwords. An ECM may be
programmed for all of the parameters or any combination of the
parameters.
Note: For a brief explanation of each of the customer specified

parameters, refer to the applicable Troubleshooting Guide or Operation
and Maintenance Manual.

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ECM Event Codes
Event codes warn

of situations that
could become a
problem
Event codes also
provide insight as
to how the vehicle
is being operated
Slide # 97
Event codes, not These codes indicate an event. The codes are not necessarily an
electronic indication of a problem within the electronic system. However, these
problem, but an
event that could
events could cause damage to the engine. They are time and date
damage engine stamped in the ECM, and require factory passwords to remove. Event
codes may be pulled from the ECM for liability and legality reasons.
Note: This does not apply for all applications.
Some examples are shown on the right hand side of the slide. A
detailed explanation of each of these event codes is given in the
appropriate Electronic Troubleshooting Guide.

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ADEM III
ADEM III (ADEM 2000)

Dual 70 pin connector
Engine and OEM
All on-highway truck
3126B HEUI
1998 - present
Personality Module
32-bit
FLASH only ADEM III
Slide # 98
ADEM 2000, 98, 70 ADEM III or ADEM 2000 has two 70 pin connectors, and a 32 bit
pin microprocessor. It was introduced on 3126B first in 1998. In 1999, it
was added to C-10, C-12, 3406E. In 2000, the 3406E became C-15 and
C-16. In March, 2001, 3126B became 3126E. ADEM III is FLASH
only. The fuel passage may or may not be in the connected housing of
the ECM. (Truck applications will not have it, but machine, industrial,
and marine may have).
It is not possible to take an ECM from a 3126E and use it on a C-10.

Flashing wrong The HEUI ECM is a different part number, and has different I/O
file because of the IAPCV and HEUI pressure sensor. If the wrong flashfile
is flashed into a given ECM, the ECM can be corrupted, and ruin it
forever. A new ECM would need to be purchased. Even Caterpillar
cannot change it.
ECM serial number is clearly marked on the front. It is a 10 digit

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ECM S/N & P/N number that ends in two letters. Also, the serial number can be read
from ET. The ECM has a Caterpillar part number on it as well.
Refer to troubleshooting guide for differences between CA and CJ

suffix on serial numbers. Internal battery, clock, etc.

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ADEM 2000 Features
ECM Controls .
Fuel delivery
Injection pressure
Injection timing
Personality Module .
FLASH program software
Updates using Electronic
Technician service tool (ET)
Slide # 99
Fuel delivery, Fuel delivery = duration time of the voltage to the solenoid.
Injection timing &
Injection pressure Injection pressure is controlled with HEUI only.
Injection timing = when the solenoid is first energized, relative to the
crankshaft position (degrees of rotation before top dead center).
Injects only if The ECM controls the injected fuel amount by varying the signals to the
solenoid electronic unit injectors. The electronic unit injectors will inject fuel
energized, 95 to
ONLY if the electronic unit injector solenoid is energized. The ECM
105v pulsed DC
sends a pulsed 95 to 105 VDC to the solenoid in order to energize the
solenoid. By controlling the start and end of the applied voltage, the
ECM can control injection timing. By controlling the duration of the
applied voltage, the ECM can control the volume of fuel injected.
Amount of fuel The ECM sets certain limits on the amount of fuel that can be injected.
based on FRC The FRC Fuel POS is a limit that is based on boost pressure in order to
control the air/fuel mixture for the emission control. When the ECM

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FRC is like rack senses an increase in the boost pressure, the ECM increases the FRC
stops on Fuel POS. Rated Fuel POS is a limit that is based on the horsepower
mechanicals,
limits H/P &
rating of the engine. Rated Fuel POS is similar to the rack stops and the
torque curves torque spring on a mechanically governed engine. Also, it provides the
horsepower and the torque curves for a specific horsepower rating. The
limits are programmed by the factory into the Personality Module.
Injection timing depends on three factors: the engine speed (rpm), the
Timing 3 factors -
engine speed,
engine load and other engine data. The ECM determines the top center
load, other data position of cylinder number 1 from the signal that is provided by the
crankshaft position sensor. The ECM determines when the fuel injection
should occur relative to the top center position. The ECM then provides
the signal to the electronic unit injector at the correct time.

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ADEM 2000 Features
New ECM with 32 - bit

24 MHz processor
Electronic integration
of engine,
transmission, and
anti-lock brake system
J1939
communications data
link
Slide # 100
Larger circuitry, 32 As the demand for new and improved electronic features increase, so
bit 24 MHz must the ECM. In order to meet the increasing requirements the
processor
circuitry must be larger, thus the 32 bit 24 MHz processor with dual 70
pin, gold plated connections.
As briefly discussed earlier, communication between the engine
Data Link electronics and vehicle electronics is a must. The data link is an
electrical connection for communication with other onboard
microprocessor based devices that use the data link. These devices are
compatible with SAE Standards. These devices include trip recorders,
electronic dashboards and maintenance systems. The data link is also
the medium for communication that is used for programming and
troubleshooting with the Caterpillar electronic service tool.

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ADEM 2000 Features

Cruise control/soft cruise
Vehicle speed limiting
Engine monitoring
Exhaust brake control
Idle shutdown timer
Password protection
Fast idle control
Theft deterrent
ECM fan control
Progressive shift
Slide # 101
Features This is a list of features with the ADEM 2000. (Specific to truck).
Vehicle speed limiting sets the maximum speed of the truck. VSL cuts
VSL off the fuel to the injectors when the truck exceeds the programmed
speed.
Engine monitoring Engine monitoring provides built-in engine monitoring that can detect
abnormal oil pressure, high intake manifold air temperature, high
coolant temperature, and low coolant level (optional).
Soft cruise
Cruise control/soft cruise - the soft cruise speed control feature provides
a small soft window centered around the cruise set speed. With soft
cruise on, the ECM will modulate fuel delivery for a more efficient,
smoother cruise control. This reduces the abrupt on/off fuel cycling. In
addition, it allows the truck to increase speed slightly above the cruise
set speed while going down hill (no load) to warm-up the

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turbocharger. This provides quick boost and improved engine response

on the next hill.
On medium duty an exhaust brake control is a device (flap valve)

installed in the exhaust to create high back pressure to slow the vehicle
down.
Heavy duty - PAC Brake or Jacobs Brake.
Idle shutdown timer is a programmable parameter which reduces

excessive idling time.
Password protection - A password is a group of numeric characters or

alphanumeric characters. A password is designed to restrict the
changing of information in the ECM. The electronic system requires
correct factory passwords in order to clear certain logged events.
Factory passwords are also required in order to change the engine
rating. There are 2, 8-character factory passwords. Each character can
be any alpha or numeric digit. Total possible combinations are
36 (n-1) = 36 15 = 7195 x 10 25
Fast idle control With the installation of a momentary contact Fast

Idle switch, the driver can toggle the switch and the engine will go
immediately to the RPM value programmed in the Fast Idle #1 rpm
parameter. If the switch is toggled again the engine rpm will go to the
value programmed in the Fast Idle # 2 rpm.
Theft deterrent This feature can be an effective method to control

unauthorized operation of the vehicle. When used with the Theft
Deterrent Password parameter, the TDS prevents the engine from
starting unless the password has been entered via the Caterpillar
Information Display (Cat ID).
ECM fan control - The ECM may control the cooling fan through a
relay that is installed by the OEM. The ECM controls the relay that is
based on coolant temperature, inlet manifold air temperature, and boost
pressure. The relay can also be controlled by the ECM when the
following switches are installed by the OEM:air conditioning high
pressure switch, PTO ON/OFF, manual fan override switch and retarder

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solenoid.
Progressive shift - Progressive shifting is upshifting through the lower

gears quickly. Shifts are made above peak torque but below rated rpm.
Needlessly operating the engine in the higher rpm ranges before shifting
to the next gear wastes fuel. Also, this mode of operation fails to take
advantage of the torque rise of the engine.

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ADEM 2000 Features

Full PTO function
Maximum PTO Vehicle
Speed
Coolant level monitoring

Warning light only
Warning light & engine
de-rate
Warning light, de-rate, &
engine shut down
Slide # 102
PTO The ADEM 2000 featured an additional parameter in PTO called

maximum vehicle speed. This parameter governs the engine to
maintain a programmed vehicle speed while in PTO. An example of
this would be a street painting application.
As discussed earlier with the Engine Monitoring System, coolant level

Coolant level
monitoring
monitoring is included in this system. Coolant level is mointored if an
OEM senor is installed and the coolant level option is activated. The
four programmable options are:
- off
- warning light only
- warning light and engine derate
- warning light, derate and engine shutdown.

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ADEM Management
Instantaneous
Instantaneous
Information
Operation
Operation Histograms:
Histograms:
RPM
RPM %% Load
Load
Current
Current Job
Job
Totals
Totals
Maintenance
Maintenance
Engine Information
Information
Engine
Life
Life Time Totals
Time Totals
All results calculated and stored in the ECM

No Data Logger Modules required
Integrated system for higher reliability / lower operating cost
Slide # 103
Maintenance ADEM technology allows information to be stored in the ECM. This

information can be retrieved by the customer. Maintenance information is available
which allows the customer to match service intervals to the application,
based on fuel or hours. In addition to maintenance data, the ECM
calculates, records, and stores valuable data for the user. The customer
has the ability to trouble-shoot failures and diagnose problems like fuel
consumption (excessive idle time). The engine records information
before, during, and after faults, enhancing failure diagnosis.
The customer has accurate records of the actual load factor for each job
and lifetime of engine.
Instantaneous Instantaneous - Engine rpm, percent load, fuel rate, temperatures,

pressures, battery voltage
Current job Current job - hours, fuel used, idle time, idle fuel used, average load

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factor
Lifetime totals - engine hours, total fuel used, total idle fuel used, total
Lifetime totals idle time, average load factor, total maximum fuel used
Histograms
Histograms - percent load vs. time, engine speeds vs. time

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Electronics Class
Questions so
far?
Slide # 104

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Harness and Connector

Lab
Slide # 105
Focus - harness & This will be one of our main points of focus in electronics. Most of the
connectors problems occur within the harness and the connectors. Usually, the first
statement in the troubleshooting guide is to check the connectors and
harness (10 lb. pull test, check for corrosion, etc.). This is a very
important step, because if overlooked, troubleshooting hours can be
wasted.

8/02

Lesson Plan 9 - Harnesses and Connectors
Objectives:
The student will view the videotape on Deutsch connectors.
The student should understand the importance of the engine harness and the
connectors.
Literature Needed:
Basic Wire Maintenance (Videotape) SEVN3197
Tool Operating Manual - Servicing Deutsch HD and DT Connectors SEHS9615
Hardware Needed:
VCR and smartboard or TV
Sure Seal Connector Kit
Deutsch Connector kits
Time Required:
.75 Hours

1. Play the Basic Wire Maintenance videotape.
2. Demonstrate tools and components for each kit.
a. Sure Seal Connector Kit
b. Deutsch HD Connector Kit
c. Deutsch DT Connector Kit
3. Answer any questions

8/02

Lesson Plan 10 - Harnesses and Connectors Lab
Objectives:
The student will complete the harness and connector lab.
Literature Needed:
Lab assignment sheet
Tool Operting Manual SEHS9615
Hardware Needed (1 per student):

(1) 12 jumper wire (14 AWG)
(6) wires (14 AWG) approx. 8 in length (purple, yellow, orange, blue, black, and green)
(3) white seal plugs
(10) Deutsch pins
(4) Deutsch sockets
6V3001 Wire Stripper
147-6456 Wedge Removal Tool
151-6320 Pin/Socket Removal Tool
1U-5804 Crimp Tool
HD14-3-96P 3 pin plug, HD16-3-96S 3 pin socket, HD14-9-96P 9 pin plug
7X-6370 (3 wire breakout Tee)
Time Required:
.5 Hours
1. Prior to the class the instructor will have to make up a bag of components for each
student containing the following:
a. (6) wires (14 AWG) approximately 8 in length
- The purple, yellow, and orange wire should have pins on both ends.

8/02
- The blue, black, and green wire should have pins on one end, and sockets on the
other end.
b. (1) HD14-3-96P, (1) HD16-3-96S, (1) HD14-9-96P, (3) white seal plugs
c. (1) 8 jumper wire, (1) pin, (1) socket
2. Distribute a copy of the lab assignment sheet to everyone.

3. Briefly describe the purpose of the lab, and the skills used. (refer to lab sheet)
4. Provide the necessary parts and tools for part 1 of the lab assignment.
5. Observe the students in the lab
a. Provide assistance as needed.
a. Inspect their completed jumper wire as described on page 10 of the Tool
Operating Manual.
6. As each person completes part 1 of the lab, provide the necessary parts and tools for
part 2 of the lab assignment.
7. Observe the students in the lab.
a. Provide assistance as needed.
b. Inspect each persons completed harness assembly as per the lab sheet.
Instructor Note: It is helpful to keep one master copy of the harness for use in
checking the students work. The completed
8. Prior to the class the instructor will have to modify the 3 wire breakout tee as follows:
a. Remove all six wires from the DT connectors (three on each side).
b. Cut off the three pins and sockets.
c. Place the disassembled DT connectors and three new pins/sockets into a bag.
d. Provide the necessary parts and tools for part 3 of the lab assignment.
e. Provide assistance as needed.

SEGQ4031 - 154 - Lab Sheet -- Deutsch Connectors
8/02
In completing this lab, you will practice the following skills:

1. Prepare wire ends to accept Deutsch pins and sockets.
2. Use a 1U-5804 Crimp Tool to crimp pins and sockets onto wire ends.
3. Assemble Deutsch HD and DT connectors.
4. Use a Pin/Socket Removal Tool to extract terminals from HD connectors.
5. Use a Multimeter to check continuity.
Part 1: The instructor will provide the necessary parts, tools, and reference information to make
a jumper wire for use in diagnostic troubleshooting.
1. Refer to the instructions for "Terminal Crimp Procedure" shown on pages 8 through 10
of Tool Operating Manual - Servicing Deutsch HD and DT Style Connectors.
2. Follow the procedure to strip both ends of the provided piece of wire.
3. Crimp a pin on each end of the piece of wire, using the 1U-5804 Crimp Tool as described
in the Tool Operating Manual.
4. Inspect the completed jumper wire as described on page 10 of the Tool Operating
Manual.
Part 2: The instructor will provide the necessary parts to assemble the harness shown in the
diagram below.
1. Refer to the instructions for "Terminal Insertion" shown on pages 10 and 11 of Tool
Operating Manual - Servicing Deutsch HD and DT Style Connectors.
2. Assemble the harness as shown on the next page.
3. Ask the instructor to check your work.
4. Disassemble the harness, place the parts into the plastic bag, and return it to the
instructor.

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Wire Color to Location:

A = Purple
B = Yellow
C = Orange A = Plugged
B = Black
3 Pin Plug C = Blue
Part No: 9 Pin Plug
D = Plugged
HD14-3-96P Part No:
E = Yellow
HD14-9-96P
F = Orange
G = Purple
H = Plugged
3 Pin Socket J = Green
Part No:
HD16-3-96S
A = Blue
B = Black
C = Green
Part 3: The instructor will provide the necessary parts, tools, and reference information to
assemble a 3-wire Breakout Tee for use in diagnostic troubleshooting.
1. Refer to the instructions for "Terminal Crimp Procedure" shown on pages 8 through 10
of Tool Operating Manual - Servicing Deutsch HD and DT Style Connectors.
2. Follow the procedure to strip all six exposed ends of the wires in the partially assembled
3-wire Breakout Tee.
3. Crimp a pin onto the ends of the red, black, and white wires at one end of the Breakout
Tee, using the 1U-5804 Crimp Tool as described in the Tool Operating Manual.
4. Insert the pin terminations into a Deutsch 3-pin receptacle, as shown on page 10 of the
Tool Operating Manual, and insert the receptacle wedge.
Insert the red wire into position "A"
Insert the black wire into position "B"
Insert the white wire into position "C"
5. Crimp a socket onto the ends of the red, black, and white wires at the other end of the
Breakout Tee, using the 1U-5804 Crimp Tool as described in the Tool Operating Manual.
6. Insert the socket terminations into a Deutsch 3-pin plug, as shown on page 10 of the Tool
Operating Manual, and insert the plug wedge.
Insert the red wire into position "A"
Insert the black wire into position "B"

8/02
Insert the white wire into position "C"

7. Use a Multimeter to verify continuity:
Check from the "A" banana connector to the "A" position of the plug and to the "A"
position of the recepticle.
Check from the "B" banana connector to the "B" position of the plug and to the "B"
Check from the "C" banana connector to the "C" position of the plug and to the "C"

8/02

Lesson Plan 11 - Electronic Sensors
Objectives:
The student will be able to properly recognize the various electronic engine sensors.
Literature Needed:
PowerPoint Slides
Hardware Needed:
Sensors (temperature, pressure, speed, level, and position)
Time Required:
3.5 Hours

1. Present the slides.
2. Distribute the sensor training aids around the class.

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Sensors
Position sensors
Rack
Timing
Throttle position
Level
Speed sensors
Engine speed
Vehicle
Slide # 106
Position sensors let the ECM know where a mechanical part is:
Examples:
PEEC Rack The rack position sensor is located inside the rack
Location,
magnetic, linear actuator housing. This position sensor is attached to the fuel rack by a
potentiometer magnet. It is a linear potentiometer that is used for accurate feedback
information for the ECM.
Amount of timing PEEC Timing The timing position sensor informs the PEEC system
on the amount of timing advance. The PEEC system then adjusts the
voltage to the timing solenoid until the timing advance is in the desired
position.
Throttle position-
PWM Throttle position The accelerator pedal position sensor is an electronic

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sensor that is connected to the accelerator pedal. The accelerator pedal

position sensor sends a Pulse Width Modulated Signal to the ECM.
Level The coolant level sensor is installed by the vehicle OEM, and is
an optional sensor.
Speed sensors:
PEEC engine
speed PEEC Engine speed The engine speed sensor is triggered by radial
slots on the retainer for the fuel injection pump camshaft.
ADEM II - ADEM II Engine speed/timing - The engine speed/timing sensor is

engine/speed used to determine both engine speed and fuel injection timing. The
timing sensor detects this information from a wheel on the camshaft. Timing
calibration is performed by connecting a magnetic sensor. The sensor is
connected through the vehicle speed circuit, sensing motion of the
crankshaft.
ADEM 2000 Engine speed/position The camshaft position sensor and

ADEM III - engine
the crankshaft position sensor are used to determine both engine speed
speed/timing
and fuel injection timing. The camshaft position sensor senses motion of
the camshaft. The crankshaft position sensor senses motion of the
crankshaft.
Vehicle -
Vehicle speed - The vehicle speed sensor is an electromagnetic pickup
electromagnetic
pickup that measures vehicle speed. The sensor measures vehicle speed from
the rotation of the chopper wheel that are in the drive train of the
vehicle.

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Sensors
Temperature sensors
Coolant
Oil
Intake air
Exhaust
Pressure sensors
Oil
Fuel
Boost
Atmospheric
Injection Actuation Pressure Control Valve (IAPCV)
Slide # 107
Temp sensors Temperature sensors:

Coolant - The engine coolant temperature is measured by an electronic
Coolant sensor - sensor that is mounted on the water outlet housing. The signal from the
used for fuel coolant temperature sensor is used to modify the fuel mixture and the
mixture & timing, timing. This results in improved cold starting and improved cleanup of
5v supply, output
0.5 to 4.5, cold
white smoke. The ECM supplies the coolant temperature sensor with
mode, EMS 5.0 0.5 VDC. The output voltage of the sensor is from 0.5 VDC to 4.5
VDC. The output voltage of the sensor depends on the temperature of
the engine coolant. The coolant temperature sensor is used to indicate
cold mode operation, and used for engine monitoring.
Oil The oil temperature sensor is not installed on all engines.

Typically, in truck applications, if an oil temperature gage is installed in
the cab of a vehicle an inferred signal is used from the coolant
temperature sensor to provide an oil temperature.

8/02
Intake air sensor - Intake air - Inlet manifold temperature is used for the cooling fan driver
cooling fan driver and Engine Monitoring. The inlet manifold temperature sensor is used
& EMS
in order to warn the driver of an excessive inlet manifold air
temperature. When Engine Monitoring has been programmed to derate
the engine, the inlet manifold temperature sensor will not cause the
following events: derate and shutdown.
Before a diagnostic code is logged into the ECM, the inlet manifold air
temperature must exceed the temperatures that are indicated for thirty
seconds. A diagnostic code for the High Inlet Manifold Temperature is
triggered at 91C (195F). A diagnostic code for the Very High Inlet
Manifold Temperature is triggered at 110C (230F). Unlike the
diagnostic codes that are associated with Engine Monitoring, the codes
that are associated with the inlet manifold air temperature are still
available when Engine Monitoring is "OFF". The Warning Lamp is also
turned on if Engine Monitoring is programmed to Warning, Derate, or
Shutdown.
Exhaust Installed by the OEM.
Fuel Temp - fuel Fuel - The Fuel Temperature is monitored in order to adjust the
rate, power calculations for the fuel rate. The fuel temperature is also monitored for
correction a power correction when the fuel temperatures exceed 30C (86F) in
order to provide constant power. The maximum power correction is
achieved at 70C (158F). A fuel temperature that exceeds 90C
(194F) for ten minutes will cause a diagnostic code to be logged.
Pressure sensors:
Oil - located in oil Oil - The oil pressure sensor is an absolute pressure sensor that
gallery measures oil pressure in the oil gallery. The oil pressure is
communicated over the data link and the oil pressure is displayed by the
electronic service tool. The ECM uses the sensor input only if the
parameter for Engine Monitoring is programmed to Warning, Derate, or
Shutdown. The sensor is supplied by the ECM with 5 VDC.
Fuel not installed on most engines from the factory. 3500 series
engines have fuel pressure sensors both ahead and after the secondary
fuel filter.
Boost - inlet Boost The boost pressure sensor is an absolute pressure sensor that
manifold pressure measures inlet manifold pressure. The difference between the inlet
8/02
manifold pressure measurement and the pressure that is measured by the

atmospheric pressure sensor is called the boost pressure. The
information is communicated to the service tools and over the data link.
The boost pressure sensor is supplied with + 5 VDC by the ECM.
Atmospheric -
Atmospheric The atmospheric pressure sensor is an absolute pressure
measures crank sensor that measures crankcase pressure. Both the boost pressure and
case pressure the oil pressure are communicated to the service tools and over the data
link. The two pressures are calculated by subtracting the reading for the
atmospheric pressure sensor. The atmospheric pressure sensor is
supplied with + 5 VDC by the ECM.
Injection Actuation Pressure Control Valve (IAPCV) - Injection

IAPCV - controls
actuation pressure control valve (IAP Control Valve) is located on the
the actuation
pressure side of the hydraulic pump. Under most conditions, the pump is
producing excess oil flow. The IAP Control Valve discharges excess
pump flow to the drain in order to control injection actuation pressure to
the desired level. The IAP Control Valve is a valve of high precision
that controls the actual actuation pressure. The performance maps of
the ECM contain a desired actuation pressure for every engine operating
condition. The ECM sends a control current to the IAP Control Valve.
The control current should make the actual actuation pressure equal to
the desired actuation pressure.
IAP sensor - IAP sensor - The injection actuation pressure sensor is a sensor that
measures hydraulic oil pressure. The sensor also sends a signal to the
ECM.

8/02
Active Sensors:
Require power from the ECM

Must be powered to check operation
3 wire sensors: speed, speed/timing
4 wire sensors: PEEC position, level
Requires break-out Tee to troubleshoot
Slide # 108
Circuitry in sensor Active sensors have the circuitry or brains inside the sensor. They
require power from the ECM to function properly. In order to check an
active sensor it must be powered. Active sensors are designed with
three or four wires. They require a break-out Tee for proper
troubleshooting.

8/02
Passive Sensors:
Don't require power from the ECM; can

be checked while unplugged with VOM
2 wire: temp, speed, speed/timing
Fewer wires - more cost efficient and
less mass
May ohm sensor or use break-out Tee
Slide # 109
Circuitry in ECM, Passive sensors do NOT require power from the ECM. The brains for
no power required the sensor are located in the ECM. This two wire setup measures
resistance and is cost efficient.

8/02
Position Sensors
Position sensors convert mechanical

component position into an electrical
signal for the ECM
Throttle position sensor
Rack position sensor
Coolant level sensor
Timing sensors
Slide # 110
Convert mech Position sensors convert mechanical component position into an

position to electric electrical signal for the ECM
signal
TPS
Throttle position sensor - Throttle position is the ECM's interpretation
of the signal from the accelerator pedal position sensor. The throttle
position may be used as part of a power take-off control (PTO).
Rack position sensor - The engine fuel rack signal is obtained from an
Rack is obtained electronic linear position sensor which follows the movement of the
from a linear
rack assembly. This sensor requires an operating voltage of 8.0 .4
sensor
Volts, and a reference voltage of 5.00 .25 Volts. These voltages are
provided by the ECM.
The output of the Rack Position Sensor is a voltage between .3 and 5.25
Ouput voltage 0.3 Volts. This voltage is dependent upon the position of the Rack Position
to 5.25v
Sensor, and is interpreted by the ECM as rack position.

8/02
Coolant level sensor - The coolant level sensor is installed by the

vehicle OEM.
PEEC Timing sensor - Engine timing is obtained from an electronic

Linear sensor, linear position sensor which follows movement of the variable timing
similar to rack advance unit (fuel pump drive group). This sensor is very similar to, but
not the same as, the one used to read rack position. It also requires an
operating voltage of 8.0 .4 Volts, and a reference voltage of 5.00 .25
Volts. These voltages are provided by the ECM.
The timing position sensor output is a voltage between .3 and 5.25

Output voltage 0.3
to 5.25
Volts. This voltage is dependent upon the position of the timing position
sensor, and is interpreted by the ECM as the timing advance angle.

8/02
Throttle Position Sensor
Provides continuous
desired speed
information from the
operator to the ECM
Slide # 111
TPS provides The throttle position sensor provides continuous desired engine speed
desired engine information to the ECM.
speed
3 wires from ECM, All three wires should be connected to the ECM. The ground should
not battery always come from the ECM. It is never a good idea to run the ground to
the engine ground stud. This could result in a noisy ground
connection.
It is possible to have a truck with a pedal mounted sensor, and a remote

8v remote TPS
must be through TPS elsewhere on the truck. The remote may be the can style or pedal
ECM mounted (lever) type. The 8v remote throttle also must be connected
and grounded through the ECM. (12 or 24v may use system voltage).
The remote sensors are interchangeable to some extent. If you replace

the newer 8V sensor with a can type, you must supply 12V battery.

8/02
It will not operate on 8V. The output signal is the same.
If <5% or >95% duty cycle, a 91-13 code will appear (throttle sensor
calibration). The engine will try to go to low idle. If loaded, the engine
will die. It is possble to restart without the proper signal, but the engine
will only idle. This is one of the reasons speed burps occur.
For example: Assume 18% duty cycle at low idle and 97% at high idle.
The engine will work fine except at the high end. As you exceed 95%,
the engine will drop to low idle. If the pedal is let up a bit, the engine is
fine.

8/02
Pulse width modulated

signals
The operator uses a throttle lever,
accelerator pedal, rotary dial speed
control, or some other device to set a
desired engine speed
The throttle position sensor or control
module (speed brick) generates a Pulse
Width Modulated signal (PWM) to
communicate this desired engine
speed to the ECM
Slide # 112
other methods of As just stated, an operator can use a throttle lever, accelerator pedal,
setting desired rotary dial speed control or some other device to set a desired engine
rpm
speed. The throttle position sensor or control module (speed brick)
generates a Pulse Width Modulated signal (PWM) to communicate this
PWM desired engine speed to the ECM.

8/02
Pulse width modulated

signals
Sensor output is a
constant frequency
signal
Pulse width (duty
cycle) varies with
pedal position
Duty cycle = % of
time on vs. % time
off
Slide # 113
TPS frequency The throttle position sensor output is a constant frequency signal,
constant height, indicated by the height. The pulse width varies with the pedal position.
pulse width varies
So, duty cycle is equal to percent of time on versus percent of time off.

8/02
Throttle Position Sensors
1986 - 3176 and 3406 PEEC, Can style, 12

or 24 volt, 3 wire, linkage required
Rotary frequency generator
Connected by linkage to a pedal or lever
Pulse width modulated signal
ECM reads signal (duty cycle) as % of throttle
(low idle 15% to 20% high idle 80% to 85%)
Linkage adjustment to set duty cycle
Could be 12 volt or 24 volt sensor
Slide # 114
Can style 12v or The 3176 and PEEC engines use the can style throttle position
24v, additional sensors, which require 12 volts for truck, or 24 volts for some industrial
linkage, ranges
applications. There is additional linkage/s used to connect the sensor to
the accelerator pedal. The ECM interprets the signal as duty cycle (%
of throttle). For 3176 and PEEC engines the low idle range must be
between 15 20%, and high idle between 80 85%. If the percent goes
below 5% or above 95% a throttle position calibration fault will be
triggered. The fault will be active and logged.

8/02
1990 / 1993 - pedal mount, 12 volt, 3 wire,

not painted
Eliminated linkage problems
Pulse width modulated signal
HD connector with sockets
Calibration can be done with service tool
Low idle 10% to 22% High idle 75% to 90%
Slide # 115
Pedal mounted, no 1990 through 1993 the pedal mounted throttle position sensor was
linkage, PWM, introduced. It received 12 supply volts from the ECM, and was a 3 wire
ranges
sensor. (Not painted). This pedal mounted sensor eliminated the
linkage that caused some problems as previously mentioned. Once
again, it is a PWM signal and utilizes a heavy duty connector. A service
tool such as, ET or ECAP can be used to calibrate the sensor. For the
pedal mounted sensor, the duty cycle must be between 10 22% at low
idle, and 75 90% at high idle. The wider range helps increase
reliability.

8/02
1993 & up - pedal mount, 8

volt, 3 wire, painted
DT
DT connector
connector with
with pins
pins
<5%
<5% or
or >95%
>95% will
will show
show code (ET)
Same sensor used for many
applications
Active electronic circuitry for
strong, accurate signal
Slide # 116
93 TPS 8v 3 wire In 1993 the throttle position sensor became an 8 volt, 3 wire, painted
component. Also, the DT connector changed from sockets to pins.
Again, below 5% and above 95% duty cycle a fault will be triggered.
The sensor was versatile in that it was used for several applications. For
strength and accuracy an active electronic circuitry is used.

8/02
Position Sensors
A wire is supply (red)
B wire is ground (black)
C wire is signal (white)
Slide # 117
The A wire is the supply voltage which is red.
The B wire is the ground/common which is black.
The C wire is the signal sent back to the ECM. Its color is white.

8/02

Buffer
Buffer Rack
Rack 11
Woodward
Woodward
Rack
Rack position
position Actuator
Actuator
sensor
sensor Rack
Rack 22 EG10P
EG10P
44 to
to 20
20 mA
mA
33 22 11
3512
3512
PEEC
PEEC III
III MUI
MUI
00 44 V
V signal
signal
ECM
ECM Interface
Interface
-- B
B S
S D
D ++ B
B
Module
Module
(Desired
(Desired throttle
throttle position)
position)
++ Battery
Battery
Slide # 118
This diagram shows how the throttle position sensor circuit on a 3512
PEEC engine operates. The sensors terminals are connected as follows:
- B is connected to battery ground.
+ B is connected to battery positive.
D is used for droop adjustment on generator sets only.
S provides a PWM signal to the PEEC III ECM.
A 1Kohm rotarty potentiometer, which may be on a remote control
panel, is connected between terminals #1 and #3 with the wiper
connected to terminal #2. As the knob for the potentiometer is turned,
the TPS varies the PWM signal that it sends to the ECM.
In response to the PWM signal, the ECM supplies a 0 to 4 volt signal to
the MUI interface module. The MUI interface module sends a 4 to 20
mA signal to the Woodward Actuator, typically an EG10P.
Depending on the signal from the MUI interface module, the Woodward

8/02
Actuator uses engine oil pressure to move the rack control rod on one bank of the engine to
provide more or less fuel. This rack control rod is linked to another rack control rod on the other
bank of the engine. As the rack control rods rotate, they move the rack bar at each unit injector
in either the fuel on or off direction.
As the rack control rod moves, the rack positon sensor moves with it. The output from the rack
position sensor is strengthened by the buffer and sent to the ECM to complete the feedback loop.
The 0-4 volt signal sent by the ECM is referred to as desired rack position and the signal
received by the ECM from the rack position sensor is actual rack postion when viewed in the
service tool status screens.
This entire circuit is eliminated as we progressed to the 3512B engines with electronic unit
injectors. Here, the throttle position sensor would simply provide a PWM signal to the ADEM II
ECM. The ECM would control the duration, or on-time for the electronic unit injectors. There
would be no need for the MUI interface module, the Woodward actuator, the rack linkage, the
rack position sensor, or the buffer.

8/02
Coolant Level Sensor
Continuously
monitors coolant
level and sends
information to the
ECM
Heavy metal body for
durability
Straight thread o-
ring mount for leak-
free engine
Slide # 119
The coolant level sensor continuously monitors coolant level and sends
information to the ECM. It is a heavy metal body for durability
purposes. In addition, straight thread o-ring mounts are used for a leak-
free engine.

8/02
5 volt, 4 wire, active sensor
First wire - 5 volt supply

Second wire - coolant
level normal signal wire
When the coolant level is
normal, this wire sends a
+5 volt signal to the ECM
Slide # 120
In the coolant level sensor circuitry there are 4 wires.
- The first wire is the 5 volt supply.

- The second wire is the coolant level normal signal wire. When the
coolant level is normal the wire sends the proper 5 volt signal to the
ECM.

8/02
Third wire is sensor

common
Fourth wire is coolant
level low signal wire
When
When coolant
coolant level
level drops
drops
below the tip of the sensor,
below the tip of the sensor,
this
this wire
wire sends
sends aa 00 volt
volt
signal
signal to
to the
the ECM
ECM
Slide # 121
- The third wire is the ground.

- The fourth wire is the coolant level low signal wire. This wire will
send a zero volt signal to the ECM when coolant level drops below the
tip of the sensor.

8/02
111-3794 coolant level

sensor
Could
Could become
become coated
coated
with
with ELC
ELC and
and not
not detect
detect
loss
loss of
of coolant
coolant
165-6634 coolant level
sensor
Released
Released March
March 2001
2001
Replace
Replace 111-3794
111-3794
Slide # 122
A problem seen with the 111-3794 coolant level sensor was when it
became coated with Extended Life Coolant (ELC), it would no longer
sense coolant level. For this reason, in March of 2001 it was replaced
by the 165-6634.

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Speed Timing Sensor
The engine speed /

timing sensor
provides pulse
signals to the ECM
The signals are
created as the
camshaft timing
reference gear
rotates past the
sensor pickup
Slide # 123
Speed/Timing - Shown here (top) is the brass 12.5 v speed/timing sensor used solely
pulsed signal with the 3176 Fat ECM, and the aluminum alloy 13.2v speed/timing
sensor used with ADEM II ECM engines. The engine speed/timing
sensor is used to determine both engine speed and fuel injection timing.
The sensor detects this information from a gear/wheel attached to the
camshaft. The timing calibration is performed by connecting a
magnetic sensor. The sensor is connected through the vehicle speed
circuit, sensing motion of the crankshaft.

8/02
Speed Timing Sensor
Both active and passive speed & timing sensors

Active:
3176 & 3500 (all fat ECMs) 12.5 V, brass
C-10, C-12, 3406E, 3500B, 3400 HEUI 13.2 V steel alloy
Passive:
1998 3126B HEUI
1999 C-10, C-12, 3406E
ADEM II 3126
All ADEM III
Slide # 124
Caterpillar has utilized both active and passive speed & speed/timing
sensors.

8/02
Speed Timing Sensor
3176, 3176B, 3406E, 3456, C-10, C-12, 3126, 3500

and 3500B
A unique tooth pattern on the camshaft timing gear
allows the ECM to determine camshaft position and
engine speed
Cam timing reference gear 24 teeth, 21 large, 3
small
Once the ECM locates #1 cylinder each cylinder is
fired in sequence
Slide # 125
Unique tooth A unique tooth pattern on the camshaft drive gear allows the ECM to
pattern determine camshaft position and engine speed. The cam gear has
twenty four teeth. Twenty one teeth are large, and three are small.
Once the ECM locates the number one cylinder the firing sequence is
established.

8/02
Speed Timing Sensor

Heavy hex-shaped
aluminum body for
durability
Straight thread o-
ring mount for a
leak-free engine
Deutsch connector
for trouble-free
operation
Slide # 126
Durable The engine speed timing sensor has a heavy hex-shaped aluminum body
for durability. It utilizes a straight thread o-ring mount for a leak-free
engine. Additionally, a Deutsch connector is used for trouble-free
operation.

8/02
Speed Timing Sensor
Sensor reads special

tooth pattern on
timing gear
Sensor sends a
signal to the ECM as
each tooth passes
ECM counts pulses
to determine engine
rpm & position
Slide # 127
Timing reference Here is a picture of the camshaft/Timing gear. Attached to the camshaft
gear, sensor gear is the timing reference gear with the special teeth from which the
sends pulsed
signal, ECM
speed/timing signal is derived. The sensor sends a pulsed signal to the
counts pulses ECM as each tooth passes. The ECM counts the pulses to determine
the engine speed, memorizes the pattern of the pulses and compares that
pattern to a standard, in order to determine crankshaft position.
A slip-head plunger on one end of the sensor is used for installation
purposes. The slip-head must be out for proper speed/timing signal
accuracy.
NOTE: If the sensor is removed and the slip-head was retracted, it
is important the slip-head is pulled out, and the sensor installed on
a wheel tooth. Damage could occur to the slip-head or engine if this
procedure is not followed.

8/02
Speed Timing Sensor
Single sensor for

most applications
Dual sensor for

critical
applications
Slide # 128
Engine Speed/Timing sensor is one of the key electronic components

for starting. Later, we will go into more detail about the other key
components for starting.
This slide shows the wiring for single and dual Speed/Timing sensors.

8/02
Speed Timing Sensor
In critical
applications, backup
sensor insures
engine up-time
ECM switches to
backup without
interruption in
engine operation
Slide # 129
2 speed/timing C-10 shown here, and the 3176 look the same, except the housing is
sensors more rounded. If there is only one sensor (truck), it is the one to the left
in this view. It is also the primary in a non-truck application. The other
sensor would act as a backup. There are different fault codes for each.
The reason for only one on truck is that ADEM II has 2 digital inputs
that can read this type of signal. On truck, one of the inputs is used for
vehicle speed. Industrial and other non-truck applications dont need the
vehicle speed signal, so they can have a redundant sensor. The sensors
are all the same part number. The timing calibration process re-
calibrates both of them.

8/02
Speed Timing Sensor
ADEM III (ADEM 2000)

Duel speed timing sensors
#1 sensor crank
#2 cam
If one fails the other one picks up
Slide # 130
Normal operation Dual speed/timing sensors are used with ADEM 2000. During normal
crankshaft sensor, engine operation the speed/timing signal is read from the crank sensor.
camshaft as a
backup
If the signal for the Crankshaft Position Sensor is intermittent or lost,
the ECM will use the Camshaft Position Sensor to determine engine
speed. The Check Engine Lamp will not be illuminated for this code
unless the code has been Active for 10 hours. The code will be Logged.
There may be a slight change in engine response when the ECM is
switched to the Camshaft Position Sensor.
Camshaft sensor If the signal for the Camshaft Position Sensor is intermittent or lost, the
engine may misfire. Also, the engine may run rough during starting.
The Check Engine Lamp will not be illuminated for this code unless the
code has been Active for 10 hours. The code will be Logged.
There should not be a noticeable change in engine response unless the
signal for the Crankshaft Position Sensor is lost. The engine will shut
down if both the signal for the camshaft and the signal for the
crankshaft are lost.

8/02
Speed Timing Sensor

(Passive Sensor)
3126B two sensor set
common mounting
bracket
Resistance values are
different
Higher for starting
Lower for running
Will start and run with
only one
Slide # 131
1998 to present (1998 for 3126B, 1999 for others)

Black plastic, 2 wire passive, no supply voltage.
The passive style sensor is used on all ADEM2000 ECM applications.

3126B/E, 1999 and newer C-10, C-12, 3406E, C-15, C-16, C-9
3126B/E windings The two sensors have different numbers of windings. The sensor with
are different, more more windings (higher resistance) is more sensitive to slow speed. It is
windings- more
used at times such as engine cranking. At running speed, the other (less
resistance, less
windings- less resistant) is more accurate. If either is lost, you can still start and run.
resistance, The one with more windings is the backup (primarily used for starting).
backup To prevent being mixed, the sensors are serviced as a set with the
bracket included.

8/02
Speed Timing Sensor

(Passive Sensor)
Tooth pattern on
cam gear
24 teeth 15 degrees
apart with one
additional tooth
Two sensors 22.5
degrees apart
Slide # 132
Unique tooth A unique tooth pattern on the cam gear enables the sensors to pickup the
pattern speed timing signal. There are 24 teeth, 15 degrees apart with one
additional tooth on the gear. The two sensors are 22.5 degrees apart.

8/02
Vehicle Speed Sensors
OEMs use several different brands of

Magnetic pick-up sensors generate pulses
as gear teeth pass sensor slip-head
Sensor Impedance varies with manufacturer
design
Slide # 133
Electromagnetic, OEMs use several different brands of VSSs. The vehicle speed sensor
pulsed signal, is an electromagnetic pickup that measures vehicle speed. The sensor
resistance varies
measures vehicle speed from the rotation of the gear teeth that are in the
drive train (transmission) of the vehicle. Typically, the gear has 16
teeth.
OEMs use several different brands of Vehicle Speed Sensors. The

magnetic pick-up on the sensor generates pulses as gear teeth pass the
sensor slip-head.
The sensor impedance (resistance) varies with manufacturer design.

8/02

OEMs use several different brands of
CAT Troubleshooting Guides specify 100 -
1500 Ohms as typical
Resistance of some sensors can be as high
as 5000 Ohms
Contact Original Equipment Manufacturer
for specific details
Do Not replace a sensor without first
determining the typical resistance
Slide # 134
Cats guidelines Caterpillar Electronic Troubleshooting Guides specify that the vehicle
speed sensors be 100 1500 Ohm capability. Some sensor resistance is
found to be as much as 5000 Ohms.
For specific details the original equipment manufacturer should be

contacted. A sensor should not be replaced without first determining
the proper resistance.

8/02
False Vehicle Speed Signals can be

produced in several ways
Improperly Installed Sensor - installed too
close to transmission output shaft
Chassis Resonance - causes transmission
output shaft to vibrate
Electrical Noise - vehicle circuit noise may
couple with sensor signal line
Loose Chopper Wheel - allows movement
on transmission output shaft
Slide # 135
False signals There are several reasons for false vehicle speed signals. Some of them
include:
Improperly An improperly installed sensor, which is too close to the transmission

installed sensor output shaft/gear. Typically .040
Chassis resonance, which causes the transmission output shaft to
Chassis vibrate.
resonance,
electric noise, An electrical noise vehicle circuit or external noise acting upon the
loose chopper sensor signal wire. It is important that the wires be twisted as shown in
wheel the electrical schematic.
If the chopper wheel is loose it may allow enough movement to register
false vehicle speed even while idling.

8/02
Troubleshooting False Vehicle Speed

Signals
Monitor Vehicle Speed on Electronic Service
Tool
Check for Vehicle Speed or Kick-out with
the vehicle stationary
Disconnect signal line at sensor to
determine if Noise is the problem
Disconnect signal line at ECM to ensure
ECM reads Zero with signal removed
Slide # 136
Read the status screens and start taking the circuit apart to see what
happens. If the sensor is unhooked, and the noise is still there (vehicle
speed), it may be the wires causing the problem. Furthermore,
disconnect the signal line at the ECM to ensure the vehicle speed reads
0 with the signal wire removed.

8/02
Temperature Sensors
Coolant temperature
Intake air temperature
Fuel temperature
Oil temperature
Exhaust temperature
Slide # 137
Status screen The status screen is a fundamental way of checking the wiring and
awareness sensor. If the sensor is not wired properly, the status screen may give a
strong indication of the problem. With the engine cold, temperature
sensors should read the current ambient temperature. The following is a
list of our temperature sensors:
- Coolant temperature
- Intake air temperature
- Fuel temperature
- Oil temperature
- Exhaust temperature

8/02
Temperature Sensors
Temperature
sensors provide
continuous
information to ECM
Temperature
information is used
by the ECM to adjust
the fuel rate and
protect the engine
Slide # 138
Input to ECM, Temperature sensors provide input information to the ECM. The ECM
adjust fuel rate, utilizes various temperature information to adjust fuel rate, and to
boost & engine
protection
protect the engine.

8/02
Temperature Sensors
Coolant temperature
5 volt active sensor
Heavy brass body for
trouble-free service
3176B, 3406E, C-10, C-12
ADEM II
Slide # 139
The ADEM II active coolant temperature sensor is a 5 volt sensor with a

heavy brass body for trouble-free service. It is used on 3176B, 3406E,
C-10 and C-12.

8/02
Temperature Sensors
Air inlet Temperature

5 volt active sensor
Provides critical
information to the ECM for
fuel rate adjustments
Carbon fiber body
3176B, 3406E, C-10, C-12
ADEM II
Slide # 140
5 volt, used for The ADEM II Air Inlet Temperature sensor is a 5 volt sensor. The
timing & other perf ECM monitors the air inlet temperature along with other data in order to
functions, carbon
fiber body
adjust injection timing and other performance functions. The carbon
fiber body prevents higher engine temperatures from affecting
temperature readings of the inlet air.

8/02
Temperature Sensors
Fuel Temperature
Used for fuel
temperature power
correction
Protect fuel
injectors
Used to adjust fuel
rate calculations
Slide # 141
Power correction, The fuel temperature sensor monitors the fuel temperature, adjusting the
protects the ECM calculated fuel rate to compensate for fuel temperature changes
injectors, perf
calculations
and to adjust the fuel rate for constant power. The sensor is also used to
warn the operator of excessive fuel temperature with a Diagnostic Event
Code because excessive fuel temperatures can adversely affect engine
performance. An Electronic Service Tool can be used to temporarily
disable Fuel Temperature compensation when necessary for testing a
vehicle on a dynamometer.

8/02
Fuel Temperature Sensor

When
When fuel
fuel temp.
temp. exceeds
exceeds aa
predetermined
predetermined temp.
temp. for
for more
more
than
than 10
10 min.
min. aa diagnostic
diagnostic code
code
Normal is
is logged
logged
Normal
PP
oo 7.5%
7.5%
ww
ee 11%
11%
rr
Fuel
Fuel Temp.
Temp. 85
85 F
F 158F
158F 194F
194F
Mechanical
Mechanical
Electronic
Electronic
Slide # 142
First a look at This graph indicates the fuel temperature correction for mechanical and
mechanical - no electronic engines. First, we show the mechanical engine, which does
correction
not have the fuel temperature compensation capability. However, most
electronic engines do have fuel compensation capability. (3126,
3126B/E, C-9 do not have fuel temperature compensation because they
do not have fuel temperature sensors).
Electronic fuel
correction With fuel temperature below 86 F fuel compensation (delivery) is
86 F normal. As the temperature rises above 86 F, fuel delivery is
increased, and therefore maintains normal horsepower. When the
158 F
temperature rises above 158 F, the slope of fuel delivery starts to
194 F, not part of diminish. At 194 F the fuel compensation is turned off and a
EMS diagnostic code is triggered.
This condition indicates that the fuel temperature is above 194F with
the engine speed above 1000 rpm. The diagnostic code and this sensor
are not part of "Engine Monitoring". High fuel temperature diagnostic
code requires a Customer Password in order to be cleared.

8/02
The operator may feel a slight reduction in power due to the loss of Fuel
Temperature power correction.
This diagnostic code indicates an excessive fuel temperature, and does
not indicate a problem with the ECM or the fuel temperature sensor.

8/02
Temperature Sensors
ADEM III
3126B, C-10, C-12, 3406E
Two wire passive sensor 130-9811
Used for fuel, coolant, and intake air
Slide # 143
The ADEM III utilized the two wire passive temperature sensor for the
fuel, coolant, and intake air temperatures. This started with the 3126B
in 1998, and was then picked up in 1999 production with the C-10, C-12
and 3406E enignes.

8/02
Pressure Sensors
Atmospheric
Oil
Boost
Fuel
Injection actuation pressure (HEUI)
Slide # 144
A list of pressure sensors:

- Atmosphere
- Oil
- Boost
- Fuel
- IAP (HEUI)

8/02
Pressure Sensors
Pressure sensors
continuously monitor
system pressure and
send information to
ECM
Heavy metal body for
trouble-free service
Large orifice to sense
pressure
Slide # 145
Pressure sensors continuously monitor system pressure and send

information to the ECM. They have a heavy metal body for trouble-free
service and durability. Pressure sensors will have a voltage supply,
ground, and signal wire. All these types of sensors are a 5 volt, analog,
active sensor. There is a large orifice to sense the pressure.

8/02
Pressure Sensors
Atmospheric
Pressure sensor
Measures
crankcase pressure
ECM uses
information to
calculate boost
and oil pressure
Slide # 146
Measures The atmospheric pressure sensor is an absolute pressure sensor that

crankcase measures crankcase pressure. Both the boost pressure and the oil
pressure
pressure are communicated to the service tools over the data link. The
two pressures are calculated by subtracting the reading for the
atmospheric pressure sensor. The atmospheric pressure sensor measures
various pressure depending upon the application and model. Also, the
atmospheric pressure sensor is supplied with 5 VDC by the ECM.

8/02
Pressure Sensors
Oil Pressure sensors

Measures oil pressure
in the oil gallery
Low oil pressure
warning
Very low oil pressure
warning
Slide # 147
The oil pressure sensor is an absolute pressure sensor that measures oil
pressure in the oil gallery. Oil pressure is communicated over the data
link and the oil pressure is displayed by the electronic service tool. The
ECM uses the sensor input only if the parameter for Engine Monitoring
is programmed to Warning, Derate, or Shutdown. The oil pressure
sensor range varies upon the engine model. The sensor is supplied by
the ECM with 5 VDC.

8/02
Pressure Sensors
Boost Pressure sensor
Measures inlet manifold
pressure
Difference between inlet
manifold and atmospheric
pressure measurement is
boost pressure
ECM uses information to
control fuel rate
Slide # 148
The boost pressure sensor is an absolute pressure sensor that measures

inlet manifold pressure. The difference between the inlet manifold
pressure measurement, and the pressure that is measured by the
atmospheric pressure sensor is called the boost pressure. The ECM uses
this information to control fuel rate.
The boost pressure sensors range varies depending upon the engine
model. The boost pressure sensor is supplied with 5 VDC by the ECM.

8/02
Injection Actuation
Pressure Sensor
Monitors injection
actuation pressure
ECM compares
desired actuation
pressure to actual
Slide # 149
Monitors IAP at all On HEUI engines, the Injection Actuation Pressure (IAP) Sensor is
times, compares installed in the high pressure oil manifold. The high pressure oil
desired to actual
manifold supplies actuation oil in order to actuate the unit injectors.
The IAP Sensor monitors injection actuation pressure. The IAP Sensor
sends a continuous voltage signal back to the ECM, which interprets the
signal. The ECM is aware of the injection actuation pressure at all
times, and compares desired actuation pressure to the actual pressure.

8/02
Injection Actuation
Pressure Control Valve
ECM sends a signal
to the IAPCV
Actual pressure = desired pressure
Slide # 150
The ECM sends a control current to the IAP Control Valve. The control
current should make the actual actuation pressure equal to the desired
actuation pressure.
IAP Control Valve is an actuator. The IAP Control Valve converts an

electrical signal from the ECM to the mechanical control of a spool
valve in order to control pump outlet pressure.

8/02
Electronics Class
Questions so
far?
Slide # 151

8/02

Lesson Plan 12 - ECM / Sensor Quiz
Objectives:
The student will complete a written quiz over the material presented Tuesday with at
least a 70% accuracy.
Literature Needed:
None
Hardware Needed:
Time Required:
.5 Hour

1. Administer the quiz
2. Upon student completion, review the quiz

SEGQ4031 - 212 - ECM / Sensor Quiz
8/02

Select the best answer:

1. Which is NOT an electronic component category:
A. Input
B. Control
C. Output
D. Switches
2. The throttle position sensor sends a PWM signal to the ECM consisting of variable
height pulses.
A. True
B. False
3. Which statement is NOT correct regarding ADEM II:

A. Flash memory only
B. Twin 40 pin ECM connectors
C. Fuel cooling in the ECM housing
D. Has four selections for Engine Monitoring, off, warning, derate, and shutdown
4. An event code is an indication of a major component failure:

A. True
B. False
5. The ADEM 2000 ECM cant control ___________:

A. fuel delivery
B. injection pressure
C. ambient air temperature
D. injection timing
SEGQ4031 - 213 - ECM / Sensor Quiz
8/02
6. PEEC had an engine speed / timing sensor:

A. True
B. False
7. Active sensors have the circuitry inside the sensor, and require power from the ECM
to function properly:
A. True
B. False
8. The throttle position sensor provides a continuous __________ engine speed to the
ECM.
A. actual
B. desired
C. electronic
D. high
9. On any 3 wire sensor:

A. The C wire is the supply voltage wire
B. The B wire is the supply voltage wire
C. The A wire is the signal wire
D. The A wire is the supply voltage wire
10. With the 3126B engine it is permissible to change around the speed / timing sensors:
A. True
B. False

SEGQ4031 - 214 - ECM / Sensor Quiz Master
8/02

Select the best answer:

1. Which is NOT an electronic component category: D
A. Input
B. Control
C. Output
D. Switches
2. The throttle position sensor sends a PWM signal to the ECM consisting of variable
height pulses. B
A. True
B. False
3. Which statement is NOT correct regarding ADEM II: A

A. Flash memory only
B. Twin 40 pin ECM connectors
C. Fuel cooling in the ECM housing
D. Has four selections for Engine Monitoring System
4. An event code is an indication of a major component failure: B

A. True
B. False
5. The ADEM 2000 ECM cannot control __________: C

A. fuel delivery
B. injection pressure
C. ambient air temperature
D. injection timing
SEGQ4031 - 215 - ECM / Sensor Quiz Master
8/02
6. PEEC has an engine speed / timing sensor: B

A. True
B. False
7. Active sensors have the circuitry inside the sensor, and require power from the ECM
to function properly: A
A. True
B. False
8. The throttle position sensor provides a continuous __________ engine speed to the
ECM: B
A. actual
B. desired
C. electronic
D. high
9. On any Caterpillar 3 wire sensor: D

A. The C wire is the supply voltage wire
B. The B wire is the supply voltage wire
C. The A wire is the signal wire
D. The A wire is the supply voltage wire
10. With the 3126B engine it is permissible to change around the speed / timing sensors:
B
A. True
B. False

Elect Sect02

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SEGQ4031 - 114 - Lesson Plan

Caterpillar Engine Electronics

Tasks Required by Instructor to Meet Objectives:

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All electronic Components fit into one of

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Electronic Control Module

Do we need to know exactly how an

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ECM Main Functions

Monitors sensor input

Controls the engine

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Electronic Control Module

To work an ECM needs ..

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Timing position sensor Personality

Rack position sensor

Located in the rack actuating housing is the electronically controlled

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Sensor input is used to

NOTE: PWM is a signal consisting of variable width pulses at fixed

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PEEC varies the voltage

The BTM moves the

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Sensor input is used to

Note: There may be different speed sensor locations in other

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1987 to 90 PEEC II 3406 PEEC 2EK, 8TC

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Advanced Diesel Engine

93 Advanced 1993 to 2001 for EPG, Industrial, Marine

Before we discuss ADEM II, there actually was an ADEM I on 3508s

All the previously mentioned ECMs had replaceable personality

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In 1995 we no longer produced engines with the removable personality

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ECM Monitors Engine and

Warning Mode (Factory Default) - Warning mode uses the following

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sensors: Oil Pressure, Coolant Temperature, Inlet Manifold Temperature

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Customer Customer Specified Programmable Parameters allow the customer to

Note: For a brief explanation of each of the customer specified

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ECM Event Codes

Event codes warn

Note: This does not apply for all applications.

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ADEM III (ADEM 2000)

It is not possible to take an ECM from a 3126E and use it on a C-10.

ECM serial number is clearly marked on the front. It is a 10 digit

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Refer to troubleshooting guide for differences between CA and CJ