MWHL GII Engine Specs

MWL Tier II Engine Application Software Requirements - Version 1.
0 22Jun01 – JA Morrison
Warning: All paper copies of this document are uncontrolled.
1 Introduction
1.1 Specification Document Purpose
The purpose of this System Requirements Specification is to describe the functional requirements of the machine specific
features of the ADEM III engine control for Medium Wheel Loader machine engines. The functional requirements for the basic
engine portion of the engine control are described in separate specifications. Contact Cat Electronics for access to basic engine
specifications.
1.2 Specification Document Scope

The scope of this document is the specification of the machine specific features of the ADEM III engine control for Medium
Wheel Loader engines. The machine specific features of the engine control are defined as the software and hardware (ECM,
sensors, actuators, harness) specific to these applications.
1.3 Definitions, Acronyms, Abbreviations

ADEM Acronym for Advanced Diesel Engine Management. An ECM designed for diesel engine control.
AM Amplitude Modulated sensor signal, also referred to as analog. An example is the boost pressure sensor.
CID Acronym for Component IDentifier when referring to the Cat Data Link. It is the code used in datalink
communications to identify sending and receiving controls.
CDL Acronym for CAT Data Link, a 62.5 Kbaud serial communications system used for module to module data
transfers.
DT Acronym for Deutsch Transportation, a connector manufacturer. Also used as a Model designation for a
connectors manufactured by Deutsch.
EC-1 Cat Electronics’ Electronic Component Test Procedure
EC-2 Cat Electronics’ Software Test Procedure
ECM Acronym for Electronic Control Module. General term used to refer to the electronic module in a system.
EMC Acronym for Electro-Magnetic Compatibility. The electronic control system must not malfunction (must be
compatible) in the electromagnetic environment in which it is designed to operate. The severity of the
electromagnetic environment is defined by the EMI/RFI levels.
EMI/RFI Acronym for Electro-Magnetic Interference/Radio-Frequency Interference. Electric and magnetic fields are
generated by radio transmitters, microwave towers, electronic devices on the machine and engine, and other
sources. These fields can interfere with the proper operation of an electronic control system.
EMS Acronym for Electronic Monitoring System. An electronic control which provides warning lights and alarms to
switched input signals.
FLASH Name given to a specific type of electronic memory which is electrically bulk erasable programmable read-only
memory. This type of memory is typically used for the personality module (application software). It can be
reprogrammed via the data link without removal from the ECM. Also used to describe the act of programming
the memory via a data link and service tool (i.e. “flash the ECM”).
FLS/FTS Acronym for Full Load Setting/Full Torque Setting. Used for factory engine power set.
FMI Acronym for Failure Mode Identifier when referring to the Cat Data Link. It is the code used by electronic
controls to tell what type of failure has occurred.
HEUI Acronym for Hydraulically actuated Electronic Unit Injector, a type of fuel injector.
MEUI Acronym for Mechanically actuated EUI
MIC Acronym for Machine Interface Connector
MID Acronym for Message IDentifier - code used by electronic controls to identify the data link message type.
MSS Acronym for Machine Security System
PID Acronym for Parameter IDentifier - code used by electronic controls to identify a piece of data (parameter).
PWM Acronym for Pulse Width Modulation – a type of sensor signal, like the throttle position sensor signal, which
changes the ratio of high voltage signal time to low voltage signal time depending on the data.
RAM Acronym for Random Access Memory - electronic memory in the ECM for storage of temporary software
variables; lost with a power cycle.
S/T Acronym for engine Speed/Timing sensor
TPS Acronym for Throttle Position Sensor
Caterpillar Confidential: Yellow 6

MWL Tier II Engine Application Software Requirements - Version 1.0 22Jun01 – JA Morrison
Figure 3: 938G Tier II Engine Electronics Block Diagram (For reference only)

Figure 4: 950G/962G Tier II Engine Electronics Block Diagram (For reference only)

Figure 5: 966G/972G Tier II Engine Electronics Block Diagram (For reference only)

Figure 6: 980G Tier II Engine Electronics Block Diagram (For reference only)

Figure 10: Connector Drawings

160-7689
160-7690
155-2267
169-8670 latch deterent
155-2269

2.5 Production Functions
2.5.1 Basic Engine Software Features
The basic engine features can be found in the "System Requirements Specification for the ADEM 3 Basic Engine Control".
Application software may modify some basic engine features as required to meet the requirements of this document. An
example would be making features “standard” or “attachments” by setting the appropriate default state. Contact the author of
this document for access to Basic Engine Software information.
2.5.2 Application Software Features

The following table lists the Medium Wheel Loader ADEM III machine specific features.
Features 938 950 962 966 972 980
Engine Type 3126B 3126B 3126B 3176C 3196C 3406E
Engine Speed Control
Isochronous Low Idle (RPM) 825 825 825 950 950 800
Isochronous High Idle (RPM) 2340 2340 2340 2270 2270 2200
Throttle desired engine speed X X X X X X
Transmission Requested Engine Speed Limit X X X X X X
Tachometer output X X X X X X
Low Battery Voltage Elevated Idle Std Future Future Future Future Future
Fuel Control
Torque limit – variable HP X X
Programmable Monitoring System Derates X X X X X X
Ground Level Shutdown X X X X X X
MSS (Machine Security System) Attach Attach Attach Attach Attach Attach
Fan Control Features
Variable Speed Fan Control (Demand Fan) Std Std Std Std Std Std
Reversing Fan w/switch override Attach
(Requires Variable Speed Fan Control)
Constant Net Fan Power (Requires Variable Speed Std Std Std Std Std Std
Fan Control – enabled/disabled with Fan Control)
Starting Aids
Inlet Air Heater X X X
Ether Attach Attach Attach
Monitoring and Service Support
Gauge Cluster Integration X
EMSIII Integration X X X X X
Programmable Monitoring System Warnings X X X X X X
Air Inlet Restriction Warning X X X X X
Synchronized System Clock Future Future Future Future Future Future
X – Feature always active, cannot be enabled/disable through ET
Future – Feature requested by MWL group, but not available prior to first machine production due to time/resource
contraints or library version/compatibility issues. Addition of the feature should be considered for inclusion with future
software updates.
Attach – Feature can be enabled/disabled through ET; default state is OFF
Standard – Feature can be enabled/disabled through ET; default state is ON
2.6 Operator Inputs

The following on-board inputs are provided for the operator by the engine control:
1. Throttle Input
2. Reversing Fan Switch (Attachment on 980 Only)
3. Operator Select Switch for use with Dash Cluster (938 Only)

3 Specific Software Feature Requirements

3.1 Throttle Desired Engine Speed
Purpose:
To control engine speed using accelerator position.
Value:
Eliminates mechanical throttle linkage and manual adjustments.
Function:
Desired engine speed is calculated every 15 milliseconds. It is a linear function of accelerator position.
This pedal-mounted sensor measures the position of the throttle. It has the following features :
1. approx. 35 degrees (before calibration) to 55 degrees (at calibration limits) of travel from low idle (no load) to high idle
(full load).
2. pulse width modulated (PWM) output signal for improved sensor diagnostics
3. automatic software calibration to minimize sensor travel deadband
The throttle calibration routine assumes a range of PWM duty cycles at each power-up. In the course of operation of the
machine, if duty cycles are seen which exceed this initial range, the calibration routine automatically “calibrates out” the duty
cycle limits to include the new duty cycles. The low duty cycle limit (corresponds to low idle) can only get smaller. The high
duty cycle limit (corresponds to high idle) can only get larger. For example, at initial power-up, the software may assume that
a 30% duty cycle corresponds to low idle and a 70% duty cycle corresponds to high idle. If the pedal can actually be moved
through a range which generates anywhere from a 15% to an 85% duty cycle, the calibration routine will adjust settings so that
the 15% duty cycle corresponds low idle and the 85% duty cycle corresponds to high idle.
Configuration Requirements:
The following are compile time parameters in the software:
Parameter Description Range (Setting) Resolution
Assumed Minimum Duty Cycle assumed by software to correspond 0 to 100% (30%) 0.1%
Duty Cycle to low idle at power-up
Assumed Maximum Duty Cycle assumed by software to correspond 0 to 100% (70%) 0.1%
Duty Cycle to high idle at power-up
Data Link Requirements:

This feature uses Cat Data Link. The following requirements apply:
Parameter Use Cat Data Link PID
Throttle Position One byte, 0.4% per bit. $15
Diagnostics:
CID/FMI Description
91-3 Throttle Position Sensor Open Circuit/Short to Battery
91-4 Throttle Position Sensor Short to Ground
Failure Mode Operation:

In the event of a throttle pedal sensor diagnostic, the engine speed will default to low idle.

3.2 Transmission Requested Engine Speed Limit

Purpose:
Allows the engine control to be integrated with the machine’s transmission control for implementation of various features
requiring a limit to the engine speed.
Value:
In this case, the Transmission Requested Engine Speed Limit Feature is going to be used as part of a speed limitor feature. The
Transmission Control will limit engine speed to maintain ground speed below a maximum value.
Function:
The engine control will receive a maximum desired engine speed across the data link from the transmission ECM. The engine
control will check desired engine speed to insure that it is between low and high idle. If the value from the transmission ECM
control is in that valid range, then that value will be used to limit the desired engine speed. If the value is below low idle, then
low idle will be used to limit the desired engine speed. Else, if the value from the transmission ECM is greater than high idle
speed, the high idle speed will be used to limit the desired engine speed.
None

Transmission Requested Transmitted Engine Speed Limit, two bytes, 0.5 $F543
Engine Speed Limit RPM per bit. 0 to 3000 RPM valid data range.
(From Transmission
Control; MID=$51)
Diagnostics:
CID/FMI Description
296-9 Transmission Control Abnormal Update
(Used when communications are lost)

In the event of a communications failure between the engine ECM and the transmission ECM, the engine speed limit will
default to high idle.

3.3 Tachometer Output

Purpose:
Provides real-time engine speed information to the Powertrain Controller.
Value:
Eliminates the need for an engine speed sensor to be connected to the Powertrain controller. This signal provides the
Powertrain control information needed to do a specific calibration.
Function:
The engine control provides a Tachometer output scaled at PULSES PER ENGINE REVOLUTION. This output frequency is
updated every 30 msec.
The following are compile time parameters in the software:
Pulses per Number of pulses sent per engine 0 to 255 (20) 1 pulse per
Engine revolution. The resulting output engine
Revolution frequency in Hertz is equal to: Note: Setting of 20 makes the revolution
output frequency equal to:
Pulses per rev * engine rpm
engine RPM/3
60 seconds per minute

None
Diagnostics:
None
Failure Mode:
None

3.4 Low Battery Voltage Elevated Idle

Purpose:
To elevate the engine’s low idle speed in order to maintain proper battery charging levels when the machine is not working and
the system battery voltage level is low.
Value:
1. Reduces charging system component replacements (such as the alternator) due to low system battery levels and improves
the reliability of the battery by avoiding battery deep cycling conditions.
2. Provides a charging system degradation indication on properly developed charging systems when the feature is triggered.
This could indicate charging component system failures such as terminal corrosion, belt problem, battery problems, etc.
3. Compensates for end customer added load when electrical features are added by the customer, but were not considered
when developing the charging system. NOTE: THIS FEATURE SHOULD NOT BE USED TO COMPENSATE FOR
AN INADEQUATELY DEVELOPED CHARGING SYSTEM.
Function:
The low battery voltage elevated idle feature will be triggered when all of the following conditions are met:
1. The Low Battery Voltage Elevated Idle feature is enabled.
2. Throttle hasn’t exceeded 25% for DEBOUNCE TIME
3. The machine is not in gear, i.e. neutral switch is not “in gear”
4. The parking brake is set
5. Battery Voltage is less than TRIGGER VOLTAGE for DEBOUNCE TIME
After the system battery voltage elevated idle feature has been triggered on, the ADEM ECM will ramp the engine speed from
the initial desired engine speed to the ELEVATED IDLE at the RAMP UP RATE. The low battery voltage elevated idle
feature will be triggered OFF when any of the following conditions are met:
1. Throttle has exceeded 25%
2. The machine is no longer in neutral
3. The parking brake is no longer set
After the low battery elevated idle feature has been triggered off, the ADEM ECM will ramp the engine speed from
ELEVATED IDLE to low idle at the RAMP DOWN RATE.
The following parameters can be configured through ET.
Parameter Description Default
Low Battery Voltage Enable or Disable the Low Battery Enabled

Elevated Idle Enable Voltage Elevated Idle Feature

The following are compile time parameters in the software and must be changeable via Cadet.
Debounce Period of time for which some 0 to 15 minutes 1 second
Time conditions must be met prior to the (5 minutes)
elevated idle speed being used
Elevated Idle Engine speed used for elevated idle Low Idle to High Idle 1 RPM
(1000 RPM)
Ramp Up The rate of change of engine RPM 1 to 2000 RPM/sec 1 RPM/sec
Rate when moving from low idle to (20 RPM/sec)
elevated idle.
Ramp Down The rate of change of engine RPM 1 to 2000 RPM/sec 1 RPM/sec
Rate when moving from elevated idle to (1000 RPM/sec)
low idle.
Trigger System voltage used to determine if 0 to 50 Volts 0.1 Volts
Voltage the elevated idle speed should be used (24.5 Volts)

Transmission gear status Disable feature if machine is in gear $F002
(From Transmission Control; MID=$51) (bit 6,7, or 8 is non-zero) .
Parking Brake Status Disable feature if parking brake not $F602
(From Transmission Control; MID=$51) set (PID not equal to $7FFF)
Low Battery Voltage Elevated Idle Enable ($0001)/Disable ($0000) $F616
Enable/Disable Status Feature
Engine Status Communicate status – Elevated Idle $F417
active if bit 3 of byte a is set.
Diagnostics:
CID/FMI Description

Failure of any of the following components will disable the Low battery voltage elevated idle feature:
• Failure to receive required CDL parameters
• Throttle sensor failure

3.5 Variable HP (938, 962 Only)

Purpose
To protect the machine's powertrain when in 1st gear.
Value
This feature will increase the life of the powertrain of the machine.
Function
The engine control switches between a low HP map set and a high HP map set depending on transmission gear. In 1st gear, the
low HP map set is selected. For any gear other than 1st, the high HP map set is selected.
None

This features uses Cat Data Link. The following requirements apply:
Transmission gear status Low HP if bits 4-1 = $1, else High HP $F002
(From Powertrain Control; MID=$51)
Diagnostics:
CID/FMI Description

Failure to receive the required Cat Data Link parameter will result in the engine control defaulting to the Low HP map set.

3.6 Programmable Monitoring System Integration

Purpose: The purpose of the programmable monitoring system is to provide a configurable engine monitoring package to
determine how the engine control responds to potential engine damaging conditions.
Value: This feature allows common software to meet various customer needs for engine monitoring and derates.
Function: When software is created, parameters are selected and customized. The following tables describe the programmable
monitoring system for each of these applications.
In the tables the major categories in the first column are the parameters monitored by the engine control (high coolant
temperature, low oil pressure, etc.) Under the parameters in the first column are:
1. Trip level, trip delay and trip start up delay – If the monitored parameter exceeds the trip level for the trip delay time,
then an action is initiated if the engine has been running for longer than the trip start up delay. Pressure parameters use a
map based on engine speed for warning and derate trip levels. The software interpolates between the points given in these
cases. Points which fall below the lowest point or above the highest point use the nearest defined point.
2. Reset hysteresis and reset delay – Once the action is initiated, it is stopped if the monitored parameters falls below the
level determined by the reset hysteresis for the reset delay time. Derate hysteresis applies only to the derate status. The
derate schedule does not have hysteresis.
3. Derate schedule – If the derate is turned on and if the trip conditions are met, then engine power is derated per the derate
schedule.
4. Warning levels for machines equipped with EMS – See the EMS Integration section of this document for the method of
communicating warning levels to EMS.
Programmable Monitoring Configuration - Temperatures:
938/950/962 966/972 980
High Coolant Temp Warning Derate Warning Derate Warning Derate
Trip level 107 C 108 C 105 C 106 C 107 C 108 C
Trip delay 4 sec 4 sec 4 sec 4 sec 4 sec 4 sec
Reset hysterisis 2C 2 C (status only) 2C 2 C (status only) 2C 2 C (status only)
Reset delay 4 sec 20 sec 4 sec 20 sec 4 sec 20 sec
Trip start up delay 180 sec 180 sec 180 sec 180 sec 180 sec 180 sec
Warning Level 2 2 2
Derate schedule 109 C: 12.5% 107 C: 12.5% 109 C: 12.5%
110 C: 25% 108 C: 25% 110 C: 25%
High Inlet Air Temp Warning Derate Warning Derate Warning Derate
Trip level 75 C 79 C 75 C 79 C 75 C 79 C
Reset hysterisis 2C 2 C (status only) 2C 2 C (status only) 2C 2 C (status only)
Warning Level 2 2 2
Derate schedule 80 C: 3% 80 C: 3% 80 C: 3%
81 C: 6% 81 C: 6% 81 C: 6%
82 C: 9% 82 C: 9% 82 C: 9%
83C: 12% 83C: 12% 83C: 12%
84C: 15% 84C: 15% 84C: 15%
85C: 18% 85C: 18% 85C: 18%
86C: 20% 86C: 20% 86C: 20%

Programmable Monitoring Configuration - Pressures:

938/950/962 966/972 980
Low Oil Pressure Warning Derate Warning Derate Warning Derate
Trip Level (Map) 500 rpm: 0 kPag 500 rpm: 0 kPag 599 rpm: 0 kPag 599 rpm: 0 kPag 600 rpm: 0 kPag 600 rpm: 0 kPag
1600 rpm: 172 kPag 1600 rpm: 172 kPag 600 rpm: 17 kPag 600 rpm: 7 kPag 1400 rpm: 205 kPag 800 rpm: 50 kPag
800 rpm: 17 kPag 800 rpm: 7 kPag 1400 rpm: 100 kPag
Reset hysterisis 21 kPa 21 kPa (status only) 70 kPa 70 kPa (status only) 70 kPa 70 kPa (status only)
Warning Level 3 3 3
Derate schedule 1 sec: 17.5% 1 sec: 17.5% 1 sec: 17.5%
2 sec: 35% 2 sec: 35% 2 sec: 35%
High Fuel Pressure Warning Derate Warning Derate Warning Derate
Trip level (Map) 1999 rpm: 759 kPag 600 rpm: 628 kPag 600 rpm: 628 kPag
Trip delay 2 sec 2 sec 2 sec
Reset hysterisis 69 kPa 10 kPa 10 kPa
Reset delay 4 sec 5 sec 5 sec
Trip start up delay 60 sec 60 sec 60 sec
Warning Level 2 2 2
Derate schedule
Plugged Fuel Filter Warning Derate Warning Derate Warning Derate
Active Above or Warning Active Warning Active Warning Active

Below Trip Point ABOVE Trip Level BELOW Trip Level BELOW Trip Level
Trip level (Map) 1000 rpm: 555 kPag 599 rpm: 0 kPag 599 rpm: 0 kPag
2000 rpm: 490 kPag 2000 rpm: 490 kPag
Trip delay 10 sec 10 sec 10 sec
Reset hysterisis 69 kPa 10 kPa 10 kPa
Reset delay 4 sec 4 sec 4 sec
Warning Level 2 2 2
Derate schedule

Programmable Monitoring Configuration – Engine Speed:

938/950/962 966/972 980
Engine Overspeed Warning Derate Warning Derate Warning Derate
Trip level 2600 rpm 2600 rpm 2400 rpm
Trip delay 0.6 sec 0.6 sec 0.6 sec
Reset hysterisis 200 rpm 200 rpm 200 rpm
Reset delay 0.6 sec 0.6 sec 0.6 sec
Warning Level 2S 2S 2S
Derate schedule

Refer to the specification for the pertinent version of Basic Engine for detailed information on the operation of this feature.
Diagnostics:


3.7 Ground Level Shutdown

Purpose:
Provides a means of shutting the engine off without using the keyswitch. The Ground Level Shutdown switch is normally
mounted somewhere so that it can be reached without having to climb into the cab.
Value:
Provides equivalent function to a fuel shutoff on MUI engines.
Function:
Two switch inputs are used to provide wiring problem detection. The two inputs must invert their state (one open circuit, one
connected to Digital Return) and stay in that condition for 360 msec before the engine is shut down. The service tool status
screens will display the status bar "INJECTION DISABLED" and "Remote Shutdown". Power must be cycled to clear this
shutdown. If the two inputs are in the same state a diagnostic will be active and logged.
None

This feature uses Cat Data Link to communicate shutdown status. The following requirements apply:
Ground Level Shutdown Status $00 if shutdown is inactive $F030
$01-$7F if shutdown is active
Warning Status Byte order a b c d $FC07
Byte c, bit 2 (0000 00x0)
0 – Remote Shutdown Inactive
1 – Remote Shutdown Active
Diagnostics:
Software will show an active diagnostic when both switch inputs are in the same state.
CID/FMI Description
267-2 Remote Shutdown Inputs Incorrect
Failure Mode:
When both inputs are in the same state, the switch is ineffective, engine will not shut down due to this failure. If the engine is
not running when the switch fails, the engine control will allow the engine to start with the failed switch.

3.8 Machine Security System
Purpose: The Machine Security System ECM will cause the Engine ECM to disable injection unless the correct key is used to
start the machine.
Value: Deters machine theft through the use of an attachment ECM.
Function: The engine ECM will check periodically for the presence of the MSS ECM to determine if one is added. When an
MSS ECM is installed, the engine ECM will detect it and require valid MSS messages at each key on thereafter. If a valid
message is not received at key on, the engine ECM will disable injection. MSS can be uninstalled using ET to communicate
with either the MSS ECM or the engine ECM (factory passwords required).
None

Not published.
Diagnostics:
None
Failure Mode:
ET can be used to communicate with either the MSS ECM or the engine ECM to uninstall the system (Factory Passwords are
required).

3.9 Variable Speed Fan Control (Demand Fan)

Purpose
To control and limit fan speed by proportionally modulating engine oil pressure to the fan clutch.
Value
Fan speed is controlled to meet the changing cooling requirements, thus reducing the horsepower to drive the fan in cooler
ambient or light duty-cycle work conditions. Also, fan speed is limited to reduce fan noise. The fan control provides the
following benefits:
• Increases productivity
• Reduces fan noise
• Improves fuel economy
• Reduces engine overcooling in cold ambient
Function
Fan speed is reduced to a minimum when cooling system heat load is low. As heat load rises, coolant and/or inlet manifold
temperature will increase. When temperature reaches a certain level, fan speed is increased to provide more engine system
cooling. If temperature does not decrease, fan speed is gradually increased until temperature returns below the target
temperatures.
Controlling current to the proportional valve controls fan speed. There is an inverse relationship between current and fan
speed. Therefore, I min limits maximum fan speed and I max limits minimum fan speed. Valve current calculations are described
as follows (a block diagram is also provided for reference on the following pages):
1. The temperature errors are calculated by subtracting the target temperatures from the measured temperatures.
2. The temperature errors are then multiplied by their respective multiplier as shown in the diagram.
3. The maximum (hottest) of the temperature errors is selected.
4. Hysteresis can be applied to the selected temperature error (see following chart).
Figure 11: Variable Speed Fan Control Hysteresis
Fan Control Hysteresis example
3 degrees of hysteresis
Assume temp setpoint is 88
4
3
Temperature error
85 86 87 88 89 90 91 92
Actual Temperature

5. Fan valve current is calculated using a PI controller. The PI controller consists of two parts:
a. The Kp gain steps the current up or down by the Kp Gain Factor (a negative number) multiplied by the selected
temperature error. The Kp Gain Factor is a negative number due to the inverse relationship between the proportional
valve current and fan speed. The current will change due to the Kp Gain Factor only when the selected temperature
error changes in magnitude or sign.
b. The Ki gain integrates the selected temperature error with respect to time. The Ki gain results in a ramp function with
the ramp having a slope of the selected temperature error multiplied by the Ki gain factor (a negative number) divided
by the loop time in seconds. The Ki Gain Factor is a negative number due to the inverse relationship between the
proportional valve current and fan speed. The current will change due to the Ki Gain Factor over time – the rate and
direction of change depends on the selected temp error. As an example, a temp error of 1 degree C with a Ki gain
factor of -0.000066 and a loop time of 0.12 seconds results in a current ramp rate of approximately - 0.55 mA/second.
A -2 degree C selected temp error with the same Ki gain factor and loop time results in a current ramp rate of
approximately 1.1 mA/second.
c. The effects of the Kp Gain Factor and the Ki Gain Factor are added to find the resulting desired level of current.
6. Fan valve current is limited between maximum (I max) and minimum (I min) limits.
7. Limited valve current is rate limited to prevent driver diagnostics.
Fan control can be enabled/disabled from service tool. When fan control is disabled, fan solenoid current will be 0.0 Amps and
fan control related status parameters and override parameters must become "unavailable" for service tool display.

Figure 12: Variable Speed Fan Control (Demand Fan) Block Diagram
Demand Fan Block Diagram

(MWHL TierII Emissions: Closed Loop on Temp, No Maps, No Speed Feedback - 950/962 configuration shown)
te1
+ te1’
IMT [x2]
°C °C
SELECT MAX WEIGHTED

-
49° C
Imax= 1.5 A
te2
+ te2’
Eng. [x1] Imin= 0.3 A
°C °C -KP = 0.05
Coolant - nomal Hysteresis amps amps
mode amps/ °C
te teh amps
89° C KP x teh Limit
°C + Current
+ te3 te3’ °C IPI Ilim
Hyd. [x2] te = 20 amps amps amps
°C °C
Sump. - active temp.
KI x Integral (teh) +
°C amps
sensor fault or amps/
fan solenoid Hyst = 0°C °C/120 ms
90° C driver fault time
- KI = 0.000066
Trans Lube te4 (use integrator 'limits' to prevent wind-up)
+ te4’
Oil [x2]
(All but 938) - °C °C
OR Limit
Trans Oil 93° C Rate
(938 Only) amps
I
amps
time
amps/sec
Di/Dtmax= 0.1 A/sec.
Bryan A. Vogt
MWL Systems Engrg.
Revised: 3/19/01
Trans lube/ Trans lube/

IMAT Coolant Hyd oil Trans Oil IMAT Coolant Hyd oil Trans Oil
Imin Imax Di/Dt
trip point trip point trip point trip point mult mult mult mult
938 TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD
950/962 49 89 90 93 2 1 2 2 0.3 1.5 0.1
966/972 49 86 90 90 2 1 2 2 0.5 1.6 0.1
980 50 89 90 93 2 1 2 2 0.5 1.6 0.1
Note: trip points are in Deg C, currents are in Amps. Numbers in above table take priority over numbers on diagram above.

Engine Cooling Fan Enable or Disable the Variable Enabled

Control Enable/Disable Speed Fan Control Feature
Target ‘Trip point’ temperature which can be set for 0 to 255 0.1 degrees C
Temperatures each temperature input (Machine Dependent –
See Figure 12)
Temp Error Multiplier used to weight the difference between 0 to 255 1
Multipliers the target temps and the actual temps in the (Machine Dependent –
determination of the maximum temp error. See Figure 12)
Temp Error Fault Default temperature error used in the event of a 0 to 255 (20 degrees C) 0.1 degrees C
Value fault on one of the temperature inputs.
Temp Error Degrees of hysteresis applied to temperature 0 to 255 (0 degrees C) 0 degrees C
Hysteresis error.
Kp Gain Gain factor used for step function term of PI 0 to 0.5 0.000008
controller. Configured as a positive number but (0.05 Amps/degree C) Amps/degree C
acts as a negative number to reflect the inverse
relationship between current and fan speed.
Ki Gain Gain factor used for integral term of PI 0 to 0.5 0.000008
controller. Configured as a positive number but (0.000066 Amps/degree Amps/degree C
acts as a negative number to reflect the inverse C/loop)
relationship between current and fan speed.
Minimum Clamp on minimum output current – limits 0 to 3.5 Amps 0.01 Amps
Current Limit maximum fan speed. (Machine Dependent –
See Figure 12)
Maximum Clamp on maximum output current – limits 0 to 3.5 Amps 0.01 Amps
Current Limit minimum fan speed. (Machine Dependent –
See Figure 12)
Rate Limit Maximum allowed rate of current change 0 to 3.5 0.01
(amps/second) (0.1 Amps/second) Amps/second

This feature uses Cat Data Link communications. The following requirements apply:
Engine Cooling Fan Control $00 fan control disabled $F02F
Enable/Disable $01-$7F fan control enabled
Engine Fan Bypass Valve Position Two bytes; Bit 16 is override enable $F418
Status/Override Bit 16 is 0: normal operation
Bit 16 is 1: override enabled
Bits 15-1: Override percentage
(0.5%/bit)
Trans Lube Oil Temp Required on all machines except 938GII $D0 $02FA
2 signed bytes, 1 degree C/bit
Hydraulic Oil Temp (Transmitted) Required on 938GII $45
2 signed bytes, 1 degree C/bit
Hydraulic Oil Temp (Received) Received from EMS for 950 thru 980 $45
(From EMS; MID=$1E) 2 signed bytes, 1 degree C/bit
Trans Oil Temp Received from Trans for 938G Only $4D
(From Transmission Control; MID=$51) 2 signed bytes, 1 degree C/bit
Diagnostics:
Inlet Manifold Temperature Sensor and Engine Coolant Temperature Sensor diagnostics are handled by Basic Engine
Software. Please refer to the specification for the pertinent version of Basic Engine for detail on the available diagnostics.
The Hydraulic Oil Temperature Sensor diagnostics are handled by the EMSIII monitoring system for all machines other than
the 938. Please refer to the EMSIII specification for detail on the available diagnostics.
The following diagnostics are handled by the engine application software:
CID/FMI Description
600-3 Hydraulic Oil Temp Sensor Open Circuit/Short to Battery (938 Only)
600-4 Hydraulic Oil Temp Sensor Short to Ground (938 Only)
1582-3 Trans Lube Oil Temp Sensor Open Circuit/Short to Battery (All but 938)
1582-4 Trans Lube Oil Temp Sensor Short to Ground (All but 938)
291-3 Engine Fan Solenoid Open Circuit/Short to Battery
291-4 Engine Fan Solenoid Short to Ground
562-9 Electronic Monitoring System (SEMS) Abnormal Update (All but 938)
296-9 Transmission Control Abnormal Update (938 Only)
Failure Mode:
In the event of a temperature sensor fault, the fan software assumes a 20 deg C temperature error (effectively ramping the fan
up to maximum fan speed). In the event of a Fan Solenoid fault, the fan solenoid current will be reduced to I min at the rate of
Di/Dtmax .

3.10 Reversing Fan w/switch override (980 only)

Purpose:
To clean debris from the radiator using the cooling fan.
Value:
Reduces the need for the operator to stop the machine to manually clean out the radiator. In addition, the engine ECM can
provide a reversing feature which is integrated with the engine’s Programmable Monitoring System. It can also provide a
smooth transition from forward to reverse fan direction, reducing noise and extending fan belt life. The reversing fan feature
requires the Variable Speed Fan Control (Demand Fan) feature be implemented in the same application to allow a mechanism
for control of fan speed.
Function:
When the reversing fan feature is enable, the software can initiate the reversing fan routine either automatically based on time
of machine operation, or based on the input from an operator parity switch. Automatic initiation will occur after each PURGE
INTERVAL of machine operation. An operator initiated reversing fan cycle can occur at any time except when the reversing
fan routine is already running. While the reversing fan routine is running, input from the operator switch will be ignored. The
PURGE INTERVAL is reset each time the reversing fan routine is initiated regardless of if it was initiated automatically or by
operator input.
Once the reversing fan routine is initiated, the transition from forward to reverse and back again will occur as follows:
Increase fan current (decrease fan speed) to the REVERSING TRIP POINT if the fan current is lower than the
REVERSING TRIP POINT at the REVERSING FAN RAMP RATE. Once the fan current is at or above the
REVERSING TRIP POINT, there is a REVERSING DELAY TIME to allow the fan to slow down. Following the
REVERSING DELAY TIME, the reversing fan on/off solenoid is activated and the fan current is ramped down to Imin
(same minimum current as used for demand fan configuration) at a rate of REVERSING FAN RAMP RATE. The time it
takes from the activation of the reversing fan on/off solenoid until the fan current reaches Imin (max. fan speed) plus the
time that the fan runs in reverse at maximum speed is the PURGE CYCLE.
After the PURGE CYCLE, fan current ramps from Imin to the REVERSING TRIP POINT at a rate of REVERSING FAN
RAMP RATE. Once the REVERSING TRIP POINT is reached, there is a REVERSING DELAY TIME to allow the fan
to slow down. Following the REVERSING DELAY TIME, the reversing fan on/off solenoid is de-activated. Fan control
reverts to the demand fan algorithm and fan current is ramped to the appropriate level as determined by demand fan
parameters.
Inlet Manifold Temp Warnings and Derates are not to function for IMT PMS DISABLE TIME from the initiation of the
reversing fan routine. Following the IMT PMS DISABLE TIME, warning and derate parameters are to return to normal. This
can be implemented either by disabling the IMT portion of PMS for the IMT PMS DISABLE TIME, or by changing the trip
delay times to the IMT PMS DISABLE TIME and then changing them back to their normal values following expiration of the
IMT PMS DISABLE TIME. Changing the temperature trip points is not to be used as a method of implementation as the IMT
can spike shortly after the reversing fan is enabled.

Reversing Fan Control Diagram
Reversing Reversing
Delay Time Reversing Fan Delay Time
Solenoid Activated Max. Fan Current
(Slowest Fan Speed)
Reversing Trip Point
Reversing Fan Ramp Rate
Reversing Fan
Solenoid De-activated
Reversing Fan
Initiated Min. Fan Current
(Fastest Fan Speed)
Purge Cycle
Fan Controlled by Demand Fan Algorithm
Fan Controlled by Reversing Fan Feature
Reversing Fan Enable Enable or Disable the Reversing Fan Depending on machine model (may use
Feature (separate from demand fan) harness code to determine at run time).
- Default ‘OFF’ for 980G

The following are compile time parameters in the software and must be changeable via Cadet. For pre-production
development, changes must be kept in non-volatile memory to allow them to be kept through power cycles. Final production
software will not store parameter changes through power cycles.
Purge Time interval until the next automatic 0 to 240 minutes (20 min) 1 minute
Interval reversing fan cycle
Purge Time duration for the fan to run at 0 to 120 seconds (20 secs) 1 second
Cycle maximum speed in reverse during a
reversing fan cycle
Reversing Minimum fan current at which 0.0 to 5.0 Amps (1.5 0.1 Amps
Trip Point reversing fan on/off solenoid can be Amps)
engaged
Reversing Delay from the time the Reversing Trip 0 to 30 seconds (2 secs) 1 second
Delay Time Point is reached until the reversing fan
on/off solenoid can change state.
Reversing Maximum current change rate with 0.00 to 2.50 Amps/sec 0.01 Amps/sec
Fan Ramp respect to time from the initiation of the (1.0 Amps/sec)
Rate reversing fan cycle until the reversing
fan on/off solenoid is disengaged.
IMT PMS Duration for which Inlet Manifold 0 to 300 seconds (180 secs) 1 second
Disable Temp warnings and derates are
Time disabled following the initiation of a
reversing fan cycle.

Engine Fan Reversing Feature Status $000C – Feature Enabled $D1 $0047
$000D – Feature Disabled
Engine Fan Reversing Switch Position $00 – Switch is OFF $F2AF
$01 – Switch is ON
Engine Fan Reversing Solenoid Status $00 – Solenoid is OFF $F2B0
$01 – Solenoid is ON
Diagnostics:
Software will diagnose the following when the reversing fan feature is enabled:
CID/FMI Description
485-3 Engine Fan Reversing Solenoid Open Circuit/Short to Battery
485-4 Engine Fan Reversing Solenoid Short to Ground
486-2 Engine Fan Reversing Switch Incorrect

Failure Mode:
Demand Fan Solenoid Fault:
If an active diagnostic is present on the demand fan solenoid, the reversing fan cycle will not start. The reversing fan
solenoid will not be energized.
Reversing Fan Solenoid Fault:
A short circuit on the reversing fan solenoid will prevent the reversing fan cycle from completing. The strategy will
begin as normal but when the engine control tries to activate the reversing solenoid, the fault condition will be noticed
and the normal demand fan strategy will be returned to, thereby truncating the reversing fan cycle.
An open circuit fault can be diagnosed without having to actuate the solenoid, therefore the reversing fan cycle will
not start if an open circuit fault is detected.
Temp sensor faults will not impact the reversing fan – the reversing fan feature will still run even if active faults are
present on the demand fan temp sensor inputs
Operator Parity Switch Failure:
If an active diagnostic is present on the operator switch, the automatically initiated reversing fan cycle will operate
normally. Input from the operator switch will be ignored.

3.11 Constant Net Fan Power

Purpose:
To compensate engine flywheel power for changes in required fan power due to changes in ambient conditions and/or changes
in machine cycle conditions.
Value:
Provides advertised net power regardless of fan speed. Without this compensation, net engine flywheel power would decrease
as the fan speed increases. This feature requires the Variable Speed Fan Control (Demand Fan) feature be implemented in the
same application.
Function:
Engine power is compensated for changes in fan speed. This is accomplished by making the torque map look-up a function of
variable speed fan solenoid current. The engine control software includes the 3-D torque map after the following tasks are
completed:
a. WLED MWL (analysis and in-vehicle testing) determines the fan power as a function of demand fan control current and
engine speed.
b. PEPD takes the fan power data and creates a 3-D torque map. The x axis of this torque map consists of two values 0% and
100% of maximum fan current. Only 2 points are needed on this axis because of the linearity between fan current and fan
power. The y axis of this map consists of engine speed. The z axis contains the actual torque map values. In other words,
the 3-D torque map is 2 individual 2-D torque maps combined into one torque map. One 2-D map is used at 0% max fan
current and the other map is used at 100% max fan current. Any fan current in between 0% and 100% causes a linear
interpolation between the 2-D torque maps. The 0% of maximum fan current map will correspond to the higher valued
rack limits and the 100% of maximum fan current will correspond to the lower valued rack limits.
If the Variable Speed Fan Control feature is disabled via ET, the engine control will not interpolate between the 2 maps but
will instead assume a 0% max fan current and will therefore run at the higher HP, which is the first column of the torque map.
Functional exceptions for HEUI engines (3126B used by 938G, 950G, 962G):
Due to undesired interactions between the Constant Net Fan Power Strategy and HEUI cold start strategies, the Constant Net
Fan Power feature is disabled under the following conditions for HEUI engines:
1. Engine Oil Temp is at or below 66 degrees Celsius OR
2. Engine Coolant Temp is at or below 66 degrees Celsius OR
3. Inlet Air Temp is at or below 22 degrees Celsius OR
4. The Variable Speed Fan Control feature is disabled
The strategy is enabled for HEUI engines only under the following conditions:
1. Engine Oil Temp is at or above 68 degrees Celsius AND
2. Engine Coolant Temp is at or above 68 degrees Celsius AND
3. Inlet Air Temp is above 22 degrees Celsius AND
4. The Variable Speed Fan Control feature is enabled
None. The Constant Net Fan Power Strategy is automatically enabled/disabled with the Variable Speed Fan Strategy for EUI
engines. See conditions listed above for functionality of this feature on HEUI engines.
None.
Diagnostics:
None.
Failure Mode:
If an active diagnostic is present on the fan solenoid, the engine control will default to minimum fan current causing the engine
to run at the higher HP.

3.12 Inlet Air Heater

This section is for reference only. This feature is specified by the Basic Engine Software group and is part of the Basic
Engine Library (with the exception of the Start Aid Indicator control). This section attempts to summarize the
functionality of this feature for convenience. However, the specification for the pertinent version of Basic Engine
software is the controlling document regarding the functionality of the Inlet Air Heater.
Purpose:
To improve the cold start capability of the engine and to reduce white smoke.
Value:
Provides quicker cold starts, reduces battery ‘deep’ cycling, provides quicker white smoke cleanup, and allows retarded
timings for NOx reductions.
Function:
The Inlet Air Heater is turned on by energizing a relay. The Inlet Air Heater has five cycles: a power-up cycle, a pre-heat
cycle, the engine cranking cycle, the engine running cycle, and the post-heat cycle. Air Temp, Coolant Temp, Atmospheric
Pressure, and engine run time are used to determine the appropriate cycle. These cycles are summarized below:
• Power-up Cycle: 2 second ‘on’ cycle when the ECM is first powered-up regardless of temperature
• Pre-heat Cycle: ‘on’ cycle limited to 30 seconds prior to engine cranking in cold temperatures
• Engine Cranking Cycle: ‘on’ cycle used in cold temperatures as long as the engine is being cranked
• Engine Running Cycle: Additional ‘on’ time once engine reaches low idle assuming temperatures are still cold
enough. Currently limited to 7 minutes.
• Post-heat Cycle: Period of on/off cycling if temps are still cold enough following the Engine Running Cycle.
Currently limited to 13 minutes.
The Start Aid Indicator is illuminated while the Inlet Air Heater is ‘on’.
Currently, the Inlet Air Heater cannot be configured via ET. Therefore, applications which have the Inlet Air Heater as
standard cannot “uninstall” or disable the feature. Applications which do not have the Inlet Air Heater feature as standard
cannot use it as an attachment as it cannot be enabled through the service tool.
None
Air Inlet Heater Status $00 – Heater Off $F220
$01 – Heater On
Air Inlet Heater Override $81 – Override On $F30A
$80 – Override Off
Diagnostics:
The ADEMIII is unable to accurately diagnose problems with LED indicators. Therefore, there are no diagnostics for the Start
Aid Indicator. Software will diagnose the following:
CID/FMI Description
617-5 Inlet Air Heater Relay Open Circuit
617-6 Inlet Air Heater Relay Short to Ground
Failure Mode:
If an active diagnostic is present, the Inlet Air Heater will not function.

3.13 Ether Starting Aid

This section is for reference only. This feature is specified by the Basic Engine Software group and is part of the Basic
Engine Library (with the exception of the Start Aid Indicator control). This section attempts to summarize the
functionality of this feature for convenience. However, the specification for the pertinent version of Basic Engine
software is the controlling document regarding the functionality of the Ether Starting Aid.
Purpose:
To improve the cold start capability of the engine and to reduce white smoke.
Value:
Provides automatic ether injection to optimize cold engine starts.
Function:
Ether is injected under the appropriate coolant temp, air temp, and engine speed conditions by activating a relay. The relay is
activated for a 3 second period, followed by a 3 second off period to allow the valve to refill. For this reason, this ether
strategy is sometime referred to as the “pulsed ether” strategy.
The ether control has two modes of operation:

1. Manual Mode – one shot of ether is injected each time the manual ether switch is depressed. The manual mode is disabled
if temperature and engine speed conditions are inappropriate for ether injection.
2. Automatic Mode – in this mode, the relay is continuously activated for 3 seconds on/3 seconds off as long as temperature
and engine speed conditions indicate that ether injection is appropriate.
The machines to which this specification pertain do not have a manual ether switch. Therefore, ether will operate in the
Automatic Mode only. The Start Aid Indicator is illuminated while the Ether feature is “pulsing” ether in automatic mode.
Ether can be enabled or disabled via the ET configuration screen. An ether override can also be provided via ET to inject one
shot of ether per override.
None
Ether Control $00 – Ether Disabled $F0DE
$01 - $7F – Ether Enabled
Ether Injection Status $00 – Ether is not being injected $F049
$01 - $7F – Ether is being injected
Ether Override Bit 8 is 0: normal operation $F0E2
Bit 8 is 1: override active
Bit 1 is 0: ether off
Bit 1 is 1: ether on
Ether Usage 2 bytes, 1 cc/bit $F48F
Diagnostics:
The ADEMIII is unable to accurately diagnose problems with LED indicators. Therefore, there are no diagnostics for the Start
Aid Indicator. Software will diagnose the following:
CID/FMI Description
545-5 Ether Relay Open Circuit
545-6 Ether Relay Short to Ground
Failure Mode:
Simultaneous faults on the Inlet Air Temperature and Coolant Temperature sensors will disable ether injection.
An Atmospheric Pressure Sensor fault may disable ether injection depending on the temperature conditions.

3.14 Gauge Cluster Integration (938 Only)

Purpose:
The ADEM ECM will accumulate data and control the gauge cluster module.
Value:
The gauge cluster offers commonality with smaller wheel loader models and a cost advantage due to its limited functionality
versus the EMSIII monitoring system.
Function:
The gauge cluster module consists of 18 indicators, 5 gauges, and 2 LCDs. Control for the indicators, gauges, and LCDs is
done via the CAN data link or by direct switch input in the case of some indicators. In the 938G application, the engine ECM
is the controlling module. Data pertinent to gauge cluster control is collected by the engine ECM via I/O or the Cat Data Link.
This information is processed and formatted to meet the gauge cluster protocol requirements.
Indicator Configuration:
The available gauge cluster indicators will be configured as follows:
Indicator Primary/Secondary Indicator Number for
Label Function Colors Available Activated Color CAN Communication
L1 Left Hand Turn Signal GREEN/None PRIMARY None, activated by direct
STB input to gauge cluster
L2 Secondary Steering Pressure High GREEN/RED SECONDARY Indicator 1
L3 Primary Steering Pressure Low GREEN/RED SECONDARY Indicator 2
L4 Brake Oil Pressure Low GREEN/RED SECONDARY Indicator 3
L5 Engine Oil Pressure Low AMBER/RED SECONDARY Indicator 4
L6 Action Lamp None/RED SECONDARY Indicator 5
L7 Fuel Pressure High or Low AMBER/RED SECONDARY Indicator 6
L8 Transmission Filter Bypassing AMBER/RED SECONDARY Indicator 7
L9 Inlet Air Temp High RED/None PRIMARY Indicator 8
L10 Parking Brake Engaged AMBER/None PRIMARY Indicator 9
L11 System Voltage High or Low AMBER/GREEN PRIMARY Indicator 10
L12 Right Hand Turn Signal GREEN/None PRIMARY None, activated by direct
L13 Bucket Turn Indicator GREEN/None PRIMARY None, activated by direct
L14 High Beam Indicator BLUE/None PRIMARY None, activated by direct
L15 Ride Control On AMBER/GREEN PRIMARY Indicator 11
L16 Transmission Neutralizer Disabled AMBER/GREEN PRIMARY Indicator 12
L17 Starting Aid On GREEN/None PRIMARY Indicator 13
L18 Axle Oil Temp High GREEN/RED SECONDARY Indicator 14

Indicators and the audible alarm will be activated according to the following list of events. The highest active warning level
takes precedent in determining the state of the audible alarm (1 being the lowest, followed by 2, then 2S, and 3 being the
highest):
Event Data Source Trip Condition Warning Level/Action

Parking Brake Trans Control (MID $51) Parking Brake Engaged Level 1:
Engaged • Parking Brake Status ($F602 = $7FFF) • Indicator L10 on steady
(PID $F602) Parking Brake Engaged Level 2S:
• Transmission Gear ($F602 = $7FFF) and • Indicator L10 flashing
(PID $F002) machine in forward or (.5 sec on, .5 sec off)
reverse ($F002 Bit 8 = 1 • Action lamp L6 flashing
XOR Bit 6 = 1) (.5 sec on, .5 sec off)
• Alarm on steady
Secondary Trans Control (MID $51) Secondary Steering Pressure Level 3:
Steering Pressure • Secondary Steering High ($F1F8 = $01) • Indicator L2 flashing
High Pressure Status (.5 sec on, .5 sec off)
(PID $F1F8) • Action lamp L6 flashing
(.5 sec on, .5 sec off)
• Alarm pulsing (1 sec on, 1 sec off)
Primary Steering Trans Control (MID $51) Primary Steering Pressure Level 1:
Pressure Low • Primary Steering Low ($F1A9 = $01) AND • Indicator L3 on steady
Pressure Status engine not running
(PID $F1A9)
Primary Steering Pressure Level 3:
Low ($F1A9 = $01) AND • Indicator L3 flashing
engine running (.5 sec on, .5 sec off)
• Action lamp L6 flashing
Fuel Pressure AdemIII PMS Software High Fuel Pressure OR Fuel Level 2:
High or Low Module Filter Restriction Warning • Indicator L7 flashing
(See PMS section of this (.5 sec on, .5 sec off)
document for trip • Action lamp L6 flashing
conditions) (.5 sec on, .5 sec off)
Brake Oil AdemIII Parity Switch SW12 Input Low AND Level 1:
Pressure Low Input (inputs SW12 and SW13 Input High AND • Indicator L4 on steady
SW13 with 200 msec engine not running
debounce)
SW12 Input Low AND Level 3:
SW13 Input High AND • Indicator L4 flashing
engine running (.5 sec on, .5 sec off)
Engine Oil AdemIII PMS Software Low Oil Pressure Warning Level 3:
Pressure Low Module (See PMS section of this • Indicator L5 flashing
document for trip (.5 sec on, .5 sec off)
conditions) • Action lamp L6 flashing

Event Data Source Trip Condition Warning Level/Action

Transmission AdemIII Switch Input SW11 Input Low AND Level 2:
Filter Bypassing (SW11 with 200 msec Trans Oil Temp (PID $4D) • Indicator L8 flashing
debounce) and Trans > 52 degress C. Once (.5 sec on, .5 sec off)
Control (MID $51) activated, Trans Oil Temp • Action lamp L6 flashing
• Trans Oil Temp must fall below 49C OR (.5 sec on, .5 sec off)
(PID $4D) SW11 Input must go high to
deactivate.
Inlet Air Temp AdemIII PMS Software High Inlet Air Temp Level 2:
High Module Warning (See PMS section • Indicator L9 flashing
of this document for trip (.5 sec on, .5 sec off)
conditions) • Action lamp L6 flashing
System Voltage AdemIII Battery Voltage Sensed Battery Voltage Level 1:

High or Low with 1 second debounce above 28.5 Volts or below • Indicator L11 on steady
23.8 Volts
Sensed Battery Voltage Level 3:
above 32.0 Volts or below • Indicator L11 flashing
22.0 Volts (.5 sec on, .5 sec off)
Starting Aid On AdemIII Basic Engine Air Inlet Heater ‘ON’ Level 1:
Software • Indicator L17 on steady
Transmission Trans Control (MID $51) Neutralizer Disable Level 1:
Neutralizer • Neutralizer Disable Indicator ‘ON’ • Indicator L16 on steady
Disabled Indicator Status ($D1 028B = $0001)
(PID $D1 028B)
Ride Control On Trans Control (MID $51) Ride Control ‘ON’ Level 1:
• Ride Control Status ($F0E1 is nonzero) • Indicator L15 on steady
(PID $F0E1)
Axle Oil Temp AdemIII Switch Inputs SW16 Input Low OR Level 2:
High (SW16 and SW17 with SW17 Input Low • Indicator L18 flashing
200 msec debounce) (.5 sec on, .5 sec off)
Analog Gauge Configuration:

Redline High Warning
Gauge # Parameter Data Source Low Value Value Value Level
1 Hydraulic Oil Temp AdemIII Analog Input 4 45 deg. C 104 deg. C 135 deg. C None –
Gauge Only
2 Coolant Temp AdemIII Basic Engine 45 deg. C 107 deg. C 122 deg. C None –
Software Gauge Only
3 Engine Speed AdemIII Basic Engine 0 RPM 2500 RPM 3000 RPM 2S at PMS
Software Trip Point
4 Torque Converter Oil Temp AdemIII PWM Input 2 45 deg. C 129 deg. C 145 deg. C None –
Gauge Only
5 Fuel Level AdemIII Passive/Analog 7% 10% 95% None –
Input 7 Gauge Only

LCD Configuration:
The ‘Normal Function’ is to be used when the operator select switch is released (SW14 input is high). The ‘Alternate
Function’ is to be used when the operator select switch is depressed (SW14 input is low). The SW14 input should have a 100
msec debounce time.
LCD Normal Function Normal Function Data Sources Alternate Function Alternate Function Data Sources
Left Ground Speed Trans Control (MID $51) Engine Speed (n/min) AdemIII Basic Engine Software
(mph or kmh) and • PID $F002 for gear and
Trans Gear/ direction
Direction • PID $18 for ground speed
NOTE: Ground speed to be
displayed to the nearest mph or
kmh depending on ET
configuration of Information
Units Status (PID $F25B)
Right Engine Hour Meter ADEMIII Basic Engine Odometer (miles or km) Calculated by ADEMIII based
(Hours) Software on ground speed (PID $18 from
MID $51).
NOTE: Odometer to be
displayed in miles or kilometers
depending on ET configuration
of Information Units Status
(PID $F25B)
ET Configuration:
The following parameter can be configured through ET.
Information Units Select English or Metric Units for LCD Metric

Status display of odometer and ground speed.
Power On Self-Test:
A self-test message is to be sent to the gauge cluster at power up. The self test will do the following:
• Light all indicators for 3 seconds. Indicators which are capable of multiple colors display each color for a time equal to
the test duration (3 seconds) divided by the number of available colors.
• Sweep all gauge needles from left to right over the course of the 3 second test. The gauges will return to normal operation
from the right most position upon completion of the test.
• All LCD segments will be lit for 3 seconds.
• The audible alarm will sound continuously for 3 seconds.
The engine software will check the heartbeat message sent by the gauge cluster to verify that a self-test is executed. Upon
completion of the self-test, all functions will return to normal operation.

Cat Data Link Interface:

This feature uses Cat Data Link to obtain information from other ECMs. The following requirements apply:
Parking Brake Status See Event Description Table $F602
(From Transmission Control; MID=$51)
Transmission Gear See Event Description Table $F002
Secondary Steering Pressure Status See Event Description Table $F1F8
Primary Steering Pressure Status See Event Description Table $F1A9
Transmission Oil Temperature See Event Description Table $4D
Neutralizer Disable Indicator Status See Event Description Table $D1 028B
Ride Control Status See Event Description Table $F0E1
Ground Speed One Byte, unsigned; 0.5 mph per bit. $18
Information Units Status $F25B = 0 if metric or 1 if english $F25B
CAN Data Link Interface:

Refer to the CAN Instrument Cluster Communication Protocol Description for detailed interface information. This
specification is available from E&ES Section 396-02, Monitoring and Display Systems.
Diagnostics:
CID/FMI Description
96-3 Fuel Level Sensor Open Circuit/Short to Battery
96-4 Fuel Level Sensor Short to Ground
271-3 Action Alarm Short to Battery
271-4 Action Alarm Short to Ground
271-5 Action Alarm Open Circuit
600-3 Hydraulic Oil Temp Sensor Open Circuit/Short to Battery
600-4 Hydraulic Oil Temp Sensor Short to Ground
811-9 Gauge Cluster #1 Abnormal Update
826-3 Torque Converter Oil Temp Sensor Open Circuit/Short to Battery
826-4 Torque Converter Oil Temp Sensor Short to Ground
1272-2 Brake Oil Accumulator Pressure Switch Incorrect

In the event that the engine ECM loses communications with the Transmission Control, the Action Lamp (L6) as well as
indicators which require Trans Control Input will be flashed (0.5 seconds on, 0.5 seconds off). The LCD information which
requires real time Trans Control data (ground speed, Trans gear, Trans direction) will go blank. The odometer will hold its last
valid value.
In the event that the gauge cluster loses communications with the engine ECM, the Action Lamp (L6) will flash. All gauges
will move to their left-most position. All indicators other than L6 will be turned off and the LCDs will go blank.
Failure of the Brake Oil Pressure parity switch input will result in a level 1 warning (the Brake Oil Pressure Low indicator will
be lit).
If data needed for a gauge becomes unavailable, the gauge will be pegged to its red zone (far right for all but fuel level which is
far left).

3.15 EMS Integration (All but 938)

Purpose:
Exchange data with the EMS module to be used to notify the operator of engine status or to provide application information to
the engine ECM (such as harness codes to determine machine model).
Value:
Allows the operator to adjust operation of the machine based on engine data provided via EMS gauges and indicators.
Function:
Cat Data Link PIDs are exchanged between EMS and the engine ECM as defined below. The warning level of PMS warnings
is communicated to EMS with the $F192 PID. EMS assumes that all warnings are level 2 warnings at a minimum. The
engine control can cause a higher level warning by using PID $F192 to indicate a level 3 warning. EMS treats overspeed
warnings as a special case and modifies the level 3 warning sent by the engine control to a level 2S warning.
None
Cat Data Link Requirements:

Engine Speed Data for Tachometer $40
Warning Status Warning Indicators (Engine Oil pressure $FC07
Low, High Air Filter Restriction)
Coolant Temperature Data for Coolant Temp gauge $44
Diagnostics Status Summary Used by EMS to obtain a diagnostic and $F192
event summary.
Diagnostics:
CID/FMI Description
562-9 Electronic Monitoring System (SEMS) Abnormal Update

None

3.16 Air Inlet Restriction Warning (All but 938)

Purpose:
Notify the operator when the air inlet filter becomes plugged and restricts air available for combustion.
Value:
Replaces the mechanical gauge that used to perform this function.
Function:
Air filter restriction is determined by measuring absolute atmospheric and turbo inlet pressures and calculating the difference.
When air inlet restriction exceeds the TRIP POINT for the TRIP DELAY, the engine control logs an air filter restriction
warning and illuminates the air filter restriction indicator. To encourage the operator to have the filters cleaned or replaced, the
peak restriction is latched and the warning remains active until the engine is shutdown.
The engine control is unable to accurately diagnose problems with the output drivers when connected to LED loads.
Diagnostics pertaining to the air filter restriction indicator will be disabled.
Trip Point Level of restriction which must be met 0 to 20 kPa (7.5 kPa) 0.05 kPa
to activate the warning.
Trip Delay Period of time for which the 0 to 60 seconds (4 secs) 0.1 second
restriction must exceed the trip point
to activate the warning.
Trip Startup Period of time which must pass from 0 to 255 seconds (10 secs) 1 second
Delay engine running until the warning can
be activated.

Warning Status Byte order a b c d $FC07
Byte a, bit 3 (0000 0x00)
0 – Air Filter Restriction Warning Inactive
1 – Air Filter Restriction Warning Active
Diagnostics:
Diagnostics for the Atmospheric Pressure sensor are handled by Basic Engine Software.
Application software will diagnose the following:
CID/FMI Description
1589-3 Turbocharger Inlet Air Pressure Sensor Open/Shorted High
1589-4 Turbocharger Inlet Air Pressure Sensor Short to Ground

Failure of the Turbo Inlet Pressure sensor or the Atmospheric Pressure sensor will cause the control to default to a filter
restricted state.

3.17 Synchronized System Clock (Future – Not for Initial Production)

Purpose:
To provide a synchronized electronic service hour meter for all ECMs in the machine system which support the Synchronized
System Clock feature.
Value:
Synchronized Service Hour Meter data provides coordinated time stamps used for all diagnostics and events between all ECMs
in a system. This allows diagnostic and event information to be sorted chronologically for an overall system perspective.
Function:
Two independent clocks will be kept by the ECM: a Service Hour Meter, and a Lifetime Clock. The Service Hour Meter
(SHM) is programmable to allow an ECM to be moved to a different machine. The Lifetime Clock is not programmable and
keeps the total operating hours of the ECM. “Operating hours” is defined as the time when the engine is running.
A Master ECM is determined by a predetermined hierarchy and arbitration at each system power-up. All ECMs on the
machine are required to be synchronized with the Master ECM. Newly installed ECMs with a total of 10 lifetime hours or less
will automatically synchronize with the Master ECM. ECMs with more than 10 lifetime hours will automatically synchronize
with the Master ECM if the SHMs of the two ECMs are within 50 hours of each other. This allows for temporary replacement
of an ECM in the field for a short period of time without having to manually synchronize the SHM upon re-installation. An
ECM with more than 10 lifetime hours and a SHM greater than 50 hours from the Master ECM’s SHM will need to have its
SHM synchronized manually through the service tool.
None
Not Published
Diagnostics:
None
System ECMs will re-arbitrate the master ECM if the designated master fails to send periodic messages. In the event that no
master capable ECMs are available, each ECM will keep its own time until a master ECM is re-established.

4 Service Requirements
4.1 Service Interval Indicator
A service interval indicator is connected to the engine ECM. The strategy for use of this indicator has not been defined.
Nothing has been implemented for this feature to date.
The Service Interval Indicator is an LED indicator – diagnostics will not be enabled.
4.2 CAT Data Link Flash Downloading

Cat Flash allows the customer to update the main module software and eliminates the need to replace the ECM to update
software. An ET service tool is connected to the ECM via a communication adapter. The appropriate software (flash) file is
then selected using ET. The user then signals ET to flash download the selected file. ET transmits the flash software into the
ECM and the ECM burns the software into the FLASH EPROM chip.
4.3 ET Support
4.3.1 Device IDs

A device ID is a combination of a Control ID, Application ID, and Software Change Level. The description is what ET will
display for the ECM description.
Module Application Change Description

ID ID Level
$24 $0045 $0000 3126B 938G
$24 $0046 $0000 3126B 950G
$24 $01B2 $0000 3126B 962G
$24 $004D $0000 3176C 966G
$24 $01B5 $0000 3196C 972G
$24 $0047 $0000 3406E 980G

4.3.2 ECM Summary

Displays a list of parameters that describe the currently selected ECM and the ET version.
Figure 13: ET ECM Summary Screen
ECM Summary Parameters to be used for these applications:
PID Parameter
$F82D Product ID
$F81A Equipment ID
$F810 Engine Serial Number
$F827 ECM Part Number
$F811 ECM Serial Number
$F849 Software Group Part Number
$F84B Software Group Release Date
$F84A Software Group Description

4.3.3 Status Parameters

Defines the default Status Parameter screen groups. The parameters should be listed in the desired order. The maximum
number of default groups that can be defined are 12. The maximum number of parameters that can be defined in each default
group are 10. Parameters are color coded in the status screen tables as follows:
Black Text – Applies to all machines in this specification
Blue Text – Specific to a particular engine type (i.e. HEUI vs. EUI)
Red Text – Specific to a machine (i.e. 938GII)
Figure 14: ET Status Screen
Default Status Group 1:

Name (under 25 characters): General Data
Screen Status Parameter Description PID
Order
1 Engine Speed $0040
2 Desired Engine Speed $0046
3 Throttle Position $0015
4 Delivered Fuel Volume (HEUI Only) $0D $0371
4 Fuel Position (EUI Only) $F410
5 Boost Pressure $0055
6 Engine Oil Pressure (abs) $005A
7 Fuel Pressure (abs) $F50E
8 Engine Coolant Temp $0044
9 Fuel Rate Based Percent Engine Load Factor (HEUI Only) $F636
9 Engine Load Factor (EUI Only) $F118
10 Engine Power Derate $F189


Name (under 25 characters): Fuel Delivery
Order
2 Desired Engine Speed $0046
3 Throttle Position $0015
5 Delivered Fuel Volume (HEUI Only) $0D $0371
5 Fuel Position (EUI Only) $F410
6 Smoke Limit Fuel Volume (HEUI Only) $0D $036F
6 FRC Fuel Limit (EUI Only) $F412
7 Torque Limit Fuel Volume (HEUI Only) $0D $0370
7 Rated Fuel Limit (EUI Only) $F411
8 Injection Actuation Pressure (HEUI Only) $F541
9 Desired Injection Actuation Pressure (HEUI Only) $F540
10 Injector Actuation Current (HEUI Only) $F542

Name (under 25 characters): Temperatures
Order
3 Engine Oil Temp (HEUI Only) $F53E
3 Fuel Temp (EUI Only) $F51D
4 Inlet Air Temp $F511
5 Trans Lube Oil Temp (All but 938) $D0 $02FA
5 Hydraulic Oil Temp (938 Only) $0045

Name (under 25 characters): Pressures
Order
2 Atmospheric Pressure $0053
4 Engine Oil Pressure $0054
6 Fuel Pressure $F50F
7 Turbo Outlet Pressure (abs) $005B


Name (under 25 characters): Engine Starting
Order
2 Battery Voltage $F013
3 Air Inlet Heater (938, 950, 962 Only) $F220
3 Ether Injection (966, 972, 980 Only) $F049
6 Shutdown Switch $F030
7 Fuel Consumption Rate $F525
8 Engine Power Derate $F189
9 Cold Start Engine Oil Weight Range (HEUI Only) $F63F

Name (under 25 characters): Variable Speed Fan
Order
2 Engine Fan Bypass $F418
3 Trans Lube Oil Temp (All but 938) $D0 $02FA
3 Trans Oil Temp (938 Only – rxd from trans) $4D
4 Hydraulic Oil Temp (read on 938, rxd from EMS on all others) $45
6 Inlet Air Temp $F511
7 Engine Fan Reversing Switch Position (980 Only) $F2AF
8 Engine Fan Reversing Solenoid Status (980 Only) $F2B0
Default Status Group 7 (to be used on all but 938):

Name (under 25 characters): Air Filter Restriction
Order
1 Turbo Inlet Pressure (All but 938) $D0 $0385
2 Air Filter Restriction (All but 938) $0058
3 Peak Air Filter Restriction (All but 938) $F415

4.3.4 Real Time Graphing Parameters

Defines the default Real Time Graphing Parameter screen groups. The available parameters are the same as the status
parameters. The maximum number of Real Time Graphing parameters that can be defined in each default group is 6.
Figure 15: ET Real Time Graphing Screen
Real Time Graphing Default Group 1

Screen Order Status Parameter Description PID
1
2
3
4
5
6
Real Time Graphing Default Group 2

Order
1
2
3
4
5
6

4.3.5 Configuration Parameters
Defines the Programmable Parameters used by the application. Specified in the desired screen order.
Figure 16: ET Configuration Screen
Configuration Parameters
If your application supports ECM Replacement, please check the appropriate boxes.
Screen ECM
Order Configuration Parameter Description PID R/W Security Replace
1 Product ID $F82D None Yes
2 Equipment ID $F81A None Yes
3 Engine Serial Number $F810 None Yes
4 ECM Part Number $F827 Read Only --
5 ECM Serial Number $F811 Read Only --
6 Software Group Part Number $F849 Read Only --
7 Software Group Release Date $F84B Read Only --
8 Software Group Description $F84A Read Only --
9 FLS $0021 Factory Password Yes
10 FTS $0022 Factory Password Yes
11 Engine Fan Control $F02F None Yes
12 Engine Fan Reversing Feature (980 Only) $D1 $0047 None Yes
12 Ether Control (966, 972, 980 Only) $F0DE None Yes
14 Low Battery Voltage Elevated Idle Enable $F616 None Yes
15 Engine Security System Status Not Published Factory Password --
16 Engine Oil Weight (HEUI Only) $F63C None Yes
17 Idle Quality Adjustment (HEUI Only) $D0 0253 None Yes
18 Information Units Status (938 Only) $F25B None Yes
19 Total Tattletale $0059 Read Only --

4.3.6 Override Parameters

Override parameters are used to program or change a parameter for testing purposes. Please specify the override parameters for
your application.
Figure 17: ET Override Parameters Screen
Required override parameters:
Override Parameter Description PID

Engine Fan Bypass Valve Position Status/Override $F418
Air Inlet Heater Override (938, 950, 962 Only) $F30A
Ether Override (966, 972, 980 Only) $F0E2

4.3.7 Totals
Parameters which reflect cumulative or totals data are listed below:
Figure 18: ET Totals Screen
Screen Order Totals Parameter Description PID Changeable

1 Total Fuel $00C8 YES – Factory Password
2 Engine Starts $F4A8 YES – Factory Password
3 Lifetime Total Engine Revolutions $FC7C NO
4 Total Operating Hours $FC2D NO
5 Total Idle Time $FC21 YES – Factory Password
6 Total Idle Fuel $FC22 YES – Factory Password
7 Ether Usage (966, 972, 980 Only) $F48F YES

4.3.8 Status Flags

The status flag support needed for the application is specified below:
Figure 19: ET Status Screen with Active Status Flags
Status Flags Group 1:

Description PID Bit Map
No Engine Speed 0xF417 0x0001
Low Engine Oil Pressure Derate 0xFC09 0x00000040
High Air Filter Restriction Warning 0xFC07 0x00000004
High Engine Inlet Air Temp Derate 0xFC09 0x00000100
Low System Voltage Warning 0xFC07 0x00000080
High Altitude Derate 0xFC09 0x00000002
Engine Derate 0xF417 0x0002
Elevated Idle 0xF417 0x0004
High Fuel Temperature Derate 0xFC09 0x02000000
Low Fuel Pressure Warning 0xFC07 0x01000000
High Fuel Pressure Warning 0xFC27 0x10000000
Remote Shutdown Warning 0xFC07 0x00020000
User Defined Warning 0xFC07 0x10001000

Status Flags Group 2

Cold Mode 0xF417 0x0040
Engine Overspeed Warning 0xFC07 0x00000008
High Engine Coolant Temp Warning 0xFC07 0x00000020
High Hydraulic Oil Temp Warning 0xFC07 0x00000400
Low Fuel Level Warning 0xFC07 0x00100000
Altitude Derate 0xF417 0x0080
High Coolant Temp 0xF417 0x0200
User Defined Derate 0xFC09 0c00010000

Injection Disabled 0xF417 0x0800
Low Engine Oil Pressure Warning 0xFC07 0x00000040
High Engine Coolant Temp Derate 0xFC09 0x00000020
High Engine Inlet Air Temp Warning 0xFC07 0x00000100
High Altitude Warning 0xFC07 0x00000002
Low Oil Pressure 0xF417 0x0100
High Fuel Temperature Warning 0xFC07 0x02000000

Low Engine Oil Pressure Shutdown 0xFC08 0x00000040
Engine Overspeed Shutdown 0xFC08 0x00000008
High Engine Coolant Temp Shutdown 0xFC08 0x00000020
High Engine Inlet Air Temp Shutdown 0xFC08 0x00000100
High Altitude Shutdown 0xFC08 0x00000002
Data Link Message Shutdown 0xFC08 0x80000000
Remote Shutdown 0xFC08 0x00020000
User Defined Shutdown 0xFC08 0x00010000
High Inlet Air Temperature Derate 0xFC29 0x00002000
Active Diagnostic 0xFC4F 0x00001000

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MWL Tier II Engine Application Software Requirements - Version 1.

1.2 Specification Document Scope

1.3 Definitions, Acronyms, Abbreviations

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Figure 10: Connector Drawings

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2.5.2 Application Software Features

2.6 Operator Inputs

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3 Specific Software Feature Requirements

Data Link Requirements:

Failure Mode Operation:

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3.2 Transmission Requested Engine Speed Limit

Data Link Requirements:

Failure Mode Operation:

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3.3 Tachometer Output

Data Link Requirements:

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3.4 Low Battery Voltage Elevated Idle

Low Battery Voltage Enable or Disable the Low Battery Enabled

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Data Link Requirements:

Failure Mode Operation:

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3.5 Variable HP (938, 962 Only)

Data Link Requirements:

Failure Mode Operation:

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3.6 Programmable Monitoring System Integration

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Programmable Monitoring Configuration - Pressures:

Plugged Fuel Filter Warning Derate Warning Derate Warning Derate

Active Above or Warning Active Warning Active Warning Active

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Programmable Monitoring Configuration – Engine Speed:

Data Link Requirements:

Failure Mode Operation:

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3.7 Ground Level Shutdown

Data Link Requirements:

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3.8 Machine Security System

Value: Deters machine theft through the use of an attachment ECM.

Data Link Requirements:

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3.9 Variable Speed Fan Control (Demand Fan)

Figure 11: Variable Speed Fan Control Hysteresis

Fan Control Hysteresis example

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Demand Fan Block Diagram

SELECT MAX WEIGHTED

Trans lube/ Trans lube/

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Engine Cooling Fan Enable or Disable the Variable Enabled

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