REHS0531-06

January 2006

Special Instruction
i02484974 This Special Instruction provides the following
information for G3500B Engines:
Installation and Initial Start-Up
Procedure for G3516B and • Requirements for the electrical system
G3520B Engines • Proper welding practices
SMCS Code: 1000 • Grounding procedures
Generator Set • Required service tools
G3516B (S/N: ZBB1-Up; CME1-Up;
ZBC1-Up; CSC1-Up) • Electrical components and electronic components
G3520B (S/N: CWD1-Up; GZP1-Up)
• Wiring connections and the corresponding
Power Module functions that are available to the customer
PMG3516 (S/N: CFD1-Up)
Engine • Initial start-up procedures
G3516B (S/N: CEY1-Up; 7EZ1-Up)
G3520B (S/N: BGW1-Up) • Governor adjustment procedures
Reference: Information from the following sources
Table of Contents will be needed for this Special Instruction:

Introduction ........................................................... 1 • Complete analysis of the fuel

Requirements for the Electrical System ................ 2
Grounding Practices ............................................. 2 • Data from a complete fuel analysis that is entered
Proper Welding Procedures .................................. 2 into Caterpillar Software, LEKQ6378, “Methane
Service Tools ........................................................ 2 Number Program”
Connecting Cat ET ............................................ 3
Terminal Box ......................................................... 4 • The engine’s performance data sheet from the
Customer’s Wiring ................................................ 6 engine’s Technical Marketing Information (TMI)
Wiring for the Emergency Stop Circuit .............. 14
Wiring for the Gas Shutoff Valve (GSOV) ......... 15 • Engine Operation and Maintenance Manual,
Wiring for Monitoring the Generator’s Output SEBU7201
Power .............................................................. 17
Inputs for the Engine’s Mode of Operation ........ 19 • Generator set Operation and Maintenance Manual,
Initial Start-Up Procedure for Engines that are SEBU7566
Equipped with Oxygen Feedback ....................... 19
Initial Start-Up Procedure for Engines that are • Power module Operation and Maintenance
Equipped with Charge Density ............................ 23 Manual, SEBU7647
Adjusting the Governor ......................................... 26
Unburned Gas − Purge ......................................... 28 • Systems Operation/Testing and Adjusting,
RENR2268
Introduction
• Troubleshooting Manual, RENR2270
Do not perform any procedure in this Special
Instruction until you read this information and you • The Troubleshooting Manual, RENR5927
understand this information.

1
Requirements for the Electrical
System
All of the wiring must conform to all of the codes that
are applicable to the site. When you route the wiring,
avoid acute bends and sharp edges. To protect the
wiring harnesses, route the harnesses through metal
conduit. A liquid tight conduit is recommended. Use
proper support and alignment in order to avoid strain
on the conduit.
The engine control system requires a clean 24
VDC power supply. The maximum allowable AC
ripple voltage is 150 millivolts AC peak to peak. For
the wiring, the maximum allowable voltage drop
is 1 VDC from the power supply to an Electronic
Control Module (ECM) or to an actuator. The power
supply must be capable of supplying 20 amperes of
continuous power.
The power supply for the engine control system must
be separate from the power supply for the starting
motor.
Grounding Practices
Proper grounding is necessary for optimum engine
performance and reliability. Improper grounding will
result in electrical current paths that are uncontrolled
and unreliable.
Uncontrolled electrical circuit paths can result in
damage to main bearings, to crankshaft bearing
journal surfaces, and to aluminum components.
Uncontrolled electrical circuit paths can also cause
electrical activity that may degrade the engine
electronics and communications.
• For the starting motor, do not attach the battery
negative terminal to the cylinder block.
• Use an electrical ground strap to connect all
metal cases that contain electrical components or
electronic components to the cylinder block.
• Do not connect the negative terminal from the
electrical power supply directly to the cylinder
block. Connect the negative terminal from the
electrical power supply to the negative terminal “−”
on the engine mounted junction box.
• Ground the cylinder block with a ground strap that
is furnished by the customer. Connect this ground
strap to the ground plane.
• Use a separate ground strap to ground the battery
negative terminal for the control system to the
ground plane.
2
• Rubber couplings may connect the steel piping of
the cooling system and the radiator. This causes
the piping and the radiator to be electrically
isolated. Ensure that the piping and the radiator are
continuously grounded to the cylinder block. Use
ground straps that bypass the rubber couplings.
• Ensure that all grounds are secure and free of
corrosion.
Proper Welding Procedures
Proper welding procedures are necessary in order to
avoid damage to electronic controls. Perform welding
on the engine according to the following procedure.
1. Set the engine control to the “STOP” mode.
2. Turn OFF the fuel supply to the engine.
3. Disconnect the negative terminal from the battery.
4. Disconnect the engine’s electronic components
from the wiring harnesses: ECM, throttle actuator,
actuator for the turbocharger compressor’s
bypass, fuel metering valve, and sensors.
5. Protect the wiring harnesses from welding debris
and/or from welding spatter.
NOTICE
Do NOT use electrical components (ECM or ECM
sensors) or electronic component grounding points
for grounding the welder.
6. Connect the welder’s ground cable directly to
the engine component that will be welded. Place
the clamp as close as possible to the weld in
order to reduce the possibility of welding current
damage to the engine bearings, to the electrical
components, and to other engine components.
7. Use standard welding procedures to weld the
materials together.
Service Tools
The tools that are listed in Table 1 are required
in order to enable a service technician to perform
the electrical installation procedures and the initial
start-up.
The Caterpillar Electronic Technician (ET) is designed
to run on a personal computer.
Cat ET can display the following information:
• Parameters
• Diagnostic codes
• Event codes
• Engine configuration
• Status of the monitoring system
Cat ET can perform the following functions:

• Perform diagnostic tests.

• Calibrate sensors.
• Download flash files.
• Set parameters.
Table 1
Service Tools
Pt. No. Description Functions
N/A Personal Computer (PC) The PC is required for the use of Cat ET.
“JERD2124” Software Single user license for Cat ET

Use the most recent version of this software.

“JERD2129” Software Data subscription for all engines
171-4400 (1) Communication Adapter Gp This group provides the communication between the PC and the
engine.
7X-1414 Data Link Cable As This cable connects the communication adapter to the service tool
connector on the engine.
237-7547 Adapter Cable As This cable connects to the USB port on computers that are not
equipped with a serial port.
8T-8726 Adapter Cable As This cable is for use between the jacks and the plugs of the sensors.
151-6320 Wire Removal Tool This tool is used for the removal of pins and sockets from Deutsch
connectors and AMP connectors.
1U-5804 Crimp Tool This tool is used for work with CE electrical connectors.
146-4080 Digital Multimeter The multimeter is used for the testing and for the adjusting of
electronic circuits.
7X-1710 Multimeter Probes The probes are used with the multimeter to measure voltage in
wiring harnesses without disconnecting the harnesses.
156-1060 or Emission Analyzer Tool This tool is used to measure the level of emissions in the engine’s
156-1070 exhaust. The 156-1060 measures the levels of four different
compounds. The 156-1070 measures the levels of six different
compounds. Either tool may be used.
(1) The 7X-1700 Communication Adapter Gp may also be used.

Note: For more information regarding the use of Cat

ET and of the PC requirements for Cat ET, refer to
the documentation that accompanies your Cat ET
software.

Connecting Cat ET
The engine’s battery supplies the communication
adapter with 24 VDC. Use the following procedure to
connect Cat ET to the engine’s control system.

1. Set the engine control to the OFF/RESET mode.

3
 For 20 cylinder engines, if Cat ET displays
“Duplicate Type on data link. Unable to Service”,
check the harness code for the slave ECM.

The harness inside the terminal box for the slave

ECM has a jumper wire (harness code) that
connects terminals J3-29 and J3-60. The ECM
that is connected to the harness reads the harness
code. This allows the ECM to operate as the slave
ECM. The jumper wire must be connected in order
for Cat ET to communicate with the modules. The
jumper wire must be connected in order for the
engine to crank. The jumper wire must remain
connected in order for the engine to run.

Check the continuity between terminals J3-29

and J3-60. Verify that the jumper wire is in good
condition. Make repairs, as needed.

Terminal Box
Note: The terminal box is designed to remain
mounted on the engine. The mounting hardware
includes isolators. Do not move the terminal box to a
remote location. Moving the terminal box could result
in wiring problems and in reduction of the service life
of the components inside the terminal box.
g01088745
Illustration 1
(1) PC
(2) 196-0055 Serial Cable or the 160-0141 Serial Cable
(3) 171-4401 Communication Adapter II
(4) 207-6845 Adapter Cable
(5) 7X-1414 Data Link Cable

2. Connect cable (2) to the RS-232 serial port of

PC (1).

Note: If your PC is not equipped with a serial port,

use the 237-7547 Adapter Cable As in order to
connect to the USB port. Connect one end of the
adapter to the end of cable (2). Connect the other
end of the adapter to a USB port on the PC.
g00918443
Illustration 2
3. Connect cable (2) to communication adapter (3). Terminal box

4. Connect cable (4) to communication adapter (3).
5. Connect cable (4) to cable (5).
6. Connect cable (5) to the service tool connector on
the engine mounted terminal box.
The ECM is inside the terminal box. This terminal
box provides the point of termination for all of the
wiring that is related to the engine’s sensors and for
the ignition system. The terminal box’s components
are identified in Illustrations 3 and 4.

7. Set the engine control to the STOP mode. The

engine should be OFF.

If Cat ET and the communication adapter

do not communicate with the ECM, refer to
Troubleshooting, “Electronic Service Tool Will Not
Communicate With ECM”.

4

Illustration 3
The connectors on the terminal box connect the Electronic Control Module (ECM) to various engine controls, sensors, actuators, etc.
(1) Emergency stop button
(2) Connectors J16/P16 for the harness
to the fuel metering valve
(3) This connector is not used.
(4) Connectors J14/P14 for the wiring to
the starting motor
(5) Connectors J13/P13 for the wiring to
the gas shutoff valve
(6) Service tool connector J23 for the
Cat ET
(7) Connectors J12/P12 for the harness
to the analog sensors
(8) Connectors J11/P11 for the harness
to the detonation sensors
(9) Connectors J10/P10 for the harness
to the speed/timing sensor, to the
throttle actuator, and to the oxygen
buffer (if equipped)
(10) 168-2028 Wiring Harness
(11) Harness to the ignition transformers
g01089034
(12) Connectors J5/P5 for the harness to
the Integrated temperature sensing
module
(13) This connector is not used.
(14) Connectors J9/P9 for the wiring to
the customer’s connections

5
 Some of the wiring connections are required. Some of
the wiring connections are optional. The connections
that are required are identified in Table 2. The
connections that are optional are identified in Table 3.

g01076361
Illustration 4
Components inside the terminal box
(15) Electronic Control Module (ECM)
(16) ECM connector P2
(17) ECM connector P1
(18) Ground strap for the ECM
(19) P50 connector for calibration of the speed/timing sensor
(20) 16 amp circuit breaker for the engine
(21) 6 amp circuit breaker for the switched +Battery

Note: A 168-2028 Wiring Harness (10) must be

connected to the terminal box in order for the engine
to operate.

Customer’s Wiring
To properly wire the engine for the requirements of
the specific application, the customer must be aware
of several inputs and outputs that are associated with
the ECM. The following list includes some examples
of the inputs and outputs:

• Emergency stop
• Electrical power supply for the control system
• Start-up and shutdown
• Engine speed and governing
• Status of engine operation
Interconnect wiring harnesses that are supplied
by the factory include the wiring for most of the
customer’s inputs and outputs. Each wiring harness
has a 47-pin connector. The 47-pin connector on the
harness mates with the J9 connector on the bottom
of the terminal box. The terminals on the 47-pin
connector and the corresponding wires are identified
in Illustration 5.

6
 g01088445
Illustration 5
47-pin connector J9

Table 2
47-pin connector J9
Connections that are Required
Terminal Description Interconnect Wiring Harness Functions and Comments
B Input for Emergency Stop C256B-BK These inputs must be connected
together in order to run the
h C256C-BK engine. When these inputs are
disconnected, the emergency
stop shutdown will be activated.
An emergency shutdown initiates
the following events:
The fuel is immediately turned
off.

The ignition is immediately

turned off.

For details, refer to “Wiring for

the Emergency Stop Circuit”.
C Return for the Inputs P500D-BK These connections are used
in order to provide a return for
O P500E-BK various input switches.
(continued)

7
(Table 2, contd)
47-pin connector J9
Connections that are Required
Terminal Description Interconnect Wiring Harness Functions and Comments
I Input for the Desired Engine Speed M170-WH An input for the desired engine
“+” speed is required. The input can
be either 0 to 5 VDC or 4 to 20
J Return for the Desired Engine M170-BK mA.
Speed “−”
Terminals “I” and “J” are used to
provide a 0 to 5 volt DC input for
the desired engine speed.

Terminal “I” must be in the same

circuit as terminal “J”.

An input of 0 VDC causes the

engine rpm to equal the value of
the “Minimum High Idle Speed”
parameter.

An input of 5 VDC causes the

N Driven Equipment Input
engine rpm to equal the value of
the “Maximum High Idle Speed”
parameter.
M000-WH This input indicates when the
driven equipment is ready.

When this input is connected to

terminal “C” or to terminal “O”,
the engine will follow the normal
sequence for starting.

When this input is not connected

to terminal “C” or to terminal “O”,
the engine will not crank.

An event code will be generated

if this input is not connected to
terminal “C” or to terminal “O”
within a period of time that can
be programmed with Cat ET.

If the engine is running and

this input is disconnected from
terminal “C” or from terminal “O”,
the ECM will immediately shut
down the engine by removing
the voltage from the gas shutoff
valve (GSOV). The engine
cooldown will not occur.
(continued)

8
(Table 2, contd)
47-pin connector J9
Connections that are Required
Terminal Description
Y Input for the “AUTO” Mode
d Input for the “STOP” Mode
Z Input for the “START” Mode
j Idle/Rated Input
Interconnect Wiring Harness Functions and Comments
P614C-RD If these inputs are not wired
correctly, the ECM will activate a
P613C-BK diagnostic code.
P615C-RD
If these inputs are controlled by
the customer’s equipment, the
transitions between the inputs
must occur within 1/10 second.
All of these inputs must return
through terminal “C” or through
terminal “O”.
When terminal Y is connected to
terminal “C” or to terminal “O”,
the ECM is in “STANDBY” mode.
The engine’s mode of operation
is determined by terminal Z.
When terminal Z is connected to
terminal “C” or to terminal “O”,
the normal sequence for start-up
is initiated. When terminal Z is
disconnected from terminal “C”
or from terminal “O”, a normal
shutdown is initiated.
If the engine is running and
terminal “d” is connected to
terminal “C” or to terminal “O”,
the sequence for a normal
shutdown is initiated.
When terminal Z is connected to
terminal “C” or to terminal “O”,
the normal sequence for start-up
is initiated.
M030-WH When this input is not connected
to terminal “C” or to terminal
“O”, the engine will run at
the idle speed that has been
programmed with Cat ET.
When the engine oil pressure is
greater than the setpoint for the
engine speed and this terminal
is connected to terminal “C” or to
terminal “O”, the engine will run
at rated speed.
(continued)
9
(Table 2, contd)
47-pin connector J9
Connections that are Required
Terminal Description Interconnect Wiring Harness Functions and Comments
T Input for Engine Stop M010-WH This input is not
recommended for normal
shutdown.

Connecting terminal “d” to

terminal “C” or to terminal “O” is
the recommended method for
initiating a normal shutdown.

This input must be connected to

terminal “C” or to terminal “O” in
order for the engine to run.

If the engine is shut down and

this input is not connected to
terminal “C” or to terminal “O”,
the engine will not crank. If the
engine is running and this input
is disconnected from terminal
“C” or from terminal “O”, the
ECM will remove power from the
GSOV. The cooldown does not
operate.

No diagnostic codes or event

codes are provided for this input.
u + Battery P100-RD These connections are the
primary connections for power to
x - Battery P300A-BK the control system.

Table 3
47-pin connector J9
Connections that are Optional
Terminal Description Interconnect Wiring Harness Functions and Comments
A Fused 24 Volt DC Output P600D-RD This connection provides a fused
24 VDC power supply for the
customer. The electrical power
is provided by the ECM.

This connection can provide a

maximum of 6 amperes.

This output is not provided when

the ECM is in the “OFF/RESET”
mode.
(continued)

10
(Table 3, contd)
H Output for the 5 Volt DC Desired M170-RD An input for the desired engine
Engine Speed speed is required. The input can
be either 0 to 5 volt DC or 4 to 20
mA. The method for the desired
speed input must be selected
with Cat ET.

If the 0 to 5 volt DC input is

selected, the input may be
provided by a potentiometer.

K “+” Input for the 4 to 20 mA Desired
Speed Signal “+”
P “-” Input for the 4 to 20 mA Desired
Speed Signal “−”
If a potentiometer is used to
provide the 0 to 5 volt DC input
for desired engine speed, this
terminal provides +5 VDC for the
potentiometer. The +5 VDC is
created by the ECM.
M500-WH An input for the desired engine
speed is required. The input can
be either 0 to 5 volt DC or 4 to 20
M500-BK mA. The method for the desired
speed input must be selected
with Cat ET.

The 4 to 20 mA is an optional
method for providing the desired
engine speed input.

If the 4 to 20 mA method is used

to control the desired speed,
the 0 to 5 volt DC input must be
disabled.

The 4 to 20 mA input is an
isolated input. The “+” input must
be in the same circuit as the “-”
input.

An input of 4 mA causes the

engine rpm to equal the value of
the “Minimum High Idle Speed”
parameter.

An input of 20 mA causes the

L “Grid Status” Input
engine rpm to equal the value of
the “Maximum High Idle Speed”
parameter.
M020-WH If the generator will be connected
to a grid, this input must be used.

This input changes the

generator’s “Grid Status”
parameter to “ON” or “OFF”.

When this terminal is not

connected to terminal “C” or to
terminal “O”, the “Grid Status”
is “ON”. The ECM governs
the engine according to the
“Governor Gain” parameters.

When this terminal is connected

to terminal “C” or to terminal
“O”, the “Grid Status” is “OFF”.
The ECM governs the engine
according to the “Auxiliary
Governor Gain” parameters.
(continued)

11
(Table 3, contd)
M Output for Engine Failure
R Crank Terminate
S Input for “Desired Timing”
U Output for Active Alarm
V Output for Run Relay
P698C-WH The ECM will activate this output
when the ECM causes the
engine to be shut down.
When this output is activated, the
output is connected to ground.
This output is capable of sinking
0.3 amperes.
P696C-WH The ECM activates this output
when the engine’s rpm increases
to the crank terminate speed.
The crank terminate speed can
be programmed with Cat ET.
This output remains activated
until the engine’s rpm drops to
zero.
When this output is activated,
the output is grounded.
This output is capable of sinking
0.3 amperes.
M050-WH This input is provided in order
to control the base timing of the
engine.
When this input is an open
circuit, the engine will use the
“First Desired Timing” as the
desired timing.
When this input is connected
to terminal C or to terminal O,
the engine will use the “Second
Desired Timing” as the desired
timing.
Refer to the applicable Systems
Operation, Testing and Adjusting
for additional information on the
“Desired Timing” parameters.
P697C-WH This output is activated if the
ECM detects an alarm condition.
When this output is activated, the
output is connected to ground.
This output is capable of sinking
0.3 amperes.
M040-WH This output is activated when
the engine is cranked. The
output remains active until the
beginning of engine shutdown.
When this output is activated, the
output is connected to ground.
This output is capable of sinking
0.3 amperes.
(continued)
12
(Table 3, contd)
X Input from the Generator Output S990-WH This input is active only on
Power Sensor 50 Hz generators. This input
must be connected for 50 Hz
applications. The ECM will
activate a diagnostic code if this
input is not connected for 50 Hz
applications.
This connection is provided in
order to connect a wattmeter.
The signal from the wattmeter
is used to prevent the
turbochargers from surging.

The output from the wattmeter

may vary from 0 to 5 volts DC.

c Cat Data Link + D100B-PK These connections provide the

g Cat Data Link −
means for communicating the
D100B-PU status of the engine control
system, of various engine
components, and of sensors.
The Cat data link can be
connected to the Customer
Communication Module (CCM).
For information on connecting
the CCM, refer to the most
recent literature for the CCM.

When the Caterpillar Software

for the CCM is loaded on a
personal computer, the program
uses this data link in order to
obtain engine information via the
CCM.
p Driver Output for the Gas Shutoff A330C-WH This output may be used to
Valve control other gas valves that are
supplied by the customer.
s Return for the Gas Shutoff Valve A330C-BK
This output is wired in parallel
with the J13 connector for the
GSOV that is mounted on the
engine.

When J13 is energized, 24 VDC

and 2.0 amperes are available
at this output.
D Unused M900B-WH These terminals are not used.
E M900A-WH
F SPO2-RD
G SPO2-BK
t
w C205C-WH
e
k
n

13
Wiring for the Emergency Stop Circuit
The emergency stop buttons must be properly wired
in order to immediately stop the engine in case of an
emergency situation. An emergency stop button is
provided on the engine mounted terminal box.

If the emergency stop button is activated, the fuel is

immediately shut off. Electrical power is immediately
removed from the ignition system.

NOTICE
Emergency shutoff controls are for EMERGENCY
use ONLY. DO NOT use emergency shutoff devices
or controls for normal stopping procedure.

The customer may supply additional emergency stop

buttons. The contacts of the emergency stop button
must be normally closed. Any additional customer
supplied emergency stop buttons must be wired in
series in order to operate properly. Operation of all
emergency stop buttons must be verified during the
initial start-up.

Illustration 6 is a wiring diagram of the emergency

stop button on the engine mounted terminal box.

If the customer does not use the 47−pin P9 connector

on the engine mounted terminal box, a jumper wire
between terminals P9-B and P9-h is necessary.

g01088576
Illustration 6
Schematic diagram for the emergency stop circuit inside the terminal box

Illustration 7 is a wiring diagram of the emergency

stop button on the engine mounted terminal box and
an additional customer supplied emergency stop
button attached to the J9 connector.

14
 g01088581
Illustration 7
Schematic diagram for an emergency stop circuit with an emergency stop button that is supplied by the customer

Wiring for the Gas Shutoff Valve (GSOV)
The GSOV must be energize-to-run. The GSOV
may be supplied by the customer or by Caterpillar.
Usually, the GSOV is installed when the piping for
the fuel is installed at the site. The GSOV may be
controlled by the engine’s control system or by the
customer’s equipment. The GSOV is also called the
fuel control relay.
The GSOV is controlled by the customer’s
equipment. In this case, the circuit for the engine’s
control system must be a complete path. The circuit
must include a resistor. Otherwise, an open circuit
diagnostic code will be activated and the engine will
not start. Refer to Illustration 8 for an example of this
type of installation.

The ECM can supply a maximum continuous current

of 1.5 amperes to the GSOV. A relay must be
installed if the GSOV requires a continuous current
that is greater than 1.5 amperes.

When the engine’s control system controls the GSOV,

the ECM supplies voltage to the GSOV. The valve
opens in order to allow fuel to flow to the engine.
When voltage is removed from the GSOV, the valve
closes and the fuel flow stops.

When the customer’s equipment controls the GSOV,

the equipment must include the necessary logic in
order to ensure that the GSOV opens and the GSOV
closes at the appropriate times.

There are three options for wiring the GSOV. The

options are described in the following paragraphs.

15
 g01088630
Illustration 9
The GSOV is controlled by the engine’s control system.

The GSOV is controlled by the engine’s control

system. The GSOV is connected to a harness that
is provided by the customer. The customer may
Illustration 8
g01078576 supply an additional switch in the electrical circuit for
the GSOV. Refer to Illustration 10 for an example of
The GSOV is controlled by the customer’s equipment.
this type of installation.
In this configuration, the circuit must include a resistor. A typical
installation is shown.

The GSOV is controlled by the engine’s control

system. The engine harness is used for the
connection. The customer may supply an additional
switch in the electrical circuit for the GSOV. Refer to
Illustration 9 for an example of this type of installation.

16
 If the generator is equipped with the EMCP II+,
information on the engine load is provided via the
Cat data link. The wiring is installed at the factory. No
additional connections are needed.

If the generator is not equipped with the EMCP II+,

information on the engine load must be provided by a
power sensor.

The power sensor’s output to the ECM must be an

analog signal with a range of 0 to 4.8 VDC. The
power sensor’s output must have a linear relationship
with the generator’s output power. The accuracy of
the wattmeter’s output must be within one percent of
the generator’s actual output power.

The engine’s control system includes parameters that

allow the ECM to accurately estimate the generator’s
output power. The values for these parameters are
modified by using Cat ET. To identify the parameters
for the wattmeter, Cat ET labels the parameters
“Generator Output Power Sensor”.

g01088638
Illustration 10
The GSOV is controlled by the engine’s control system.
The GSOV is connected via a harness that is provided by the
customer.

Wiring for Monitoring the Generator’s

Output Power
The ECM monitors the generator’s output power in
order to accurately control the air/fuel ratio. The ECM
uses an output from one of the following sources in
order to monitor the generator’s output power:

• Electronic Modular Control Panel II+ (EMCP II+)

• Programmable Logic Controller (PLC)
• Wattmeter
The PLC and the wattmeter are also called power
sensors.

17
For details on these parameters, refer to Systems
Operation, Testing and Adjusting, RENR2268,
“Electronic Control System Parameters”.

Illustration 11 is a wiring diagram for a typical power

sensor.

g01088656
Illustration 11
Schematic of the power sensor’s input
For the actual wiring, refer to the generator’s schematic diagram. The potentiometer is optional. For further information, refer to Troubleshooting,
“Ganerator Output Power Sensor - Calibrate”.

18
Inputs for the Engine’s Mode of Operation
The engine has four modes of operation. The mode
of operation is determined by three inputs on the J9
connector. The valid configurations of the inputs are
described in Table 4.

Table 4
Valid Configurations of the Terminals for Selection of the Engine’s Mode of Operation
Terminal “Y” Terminal “Z” Terminal “d”
“OFF/RESET” Mode No(1) No No
“AUTO” Mode Yes(2) No No
“START” Mode Yes Yes No
“START” Mode No Yes No
“STOP” Mode No No Yes
(1) The “No” indicates that the terminal is not connected to terminal “C” or to terminal “D”.
(2) The “Yes” indicates that the terminal is connected to terminal “C” or to terminal “D”.

Configurations that are not shown in Table 4 will
activate a diagnostic code.
The transition between inputs must occur within 1/10
second. If the transitions do not occur within 1/10
second, a diagnostic code will be activated.
“OFF/RESET” Mode
When none of the inputs are connected, the engine
is in the “OFF/RESET” mode. The ECM is off. Any
active diagnostic codes are cleared.
“AUTO” Mode
When terminal “Y” is connected to terminal “C” or to
terminal “O”, the engine is in the “AUTO” mode. The
ECM is in standby.
The engine start sequence will be initiated when
terminal “Z” is connected to terminal “C” or to terminal
“O”. When terminal “Z” is disconnected, the shutdown
sequence will be initiated. In the “AUTO” mode,
terminal “Z” is used to control both the engine start
sequence and the shutdown sequence.
“START” Mode
The engine start sequence will begin when terminal
“Z” is connected to terminal “C” or to terminal “O”.
“STOP” Mode
Initial Start-Up Procedure for
Engines that are Equipped with
Oxygen Feedback
Ensure that all of these factors are in proper
working condition prior to the initial start-up: engine
installation, driven equipment, all of the related
hardware, and electrical connections. Failure to
perform the commissioning procedure could result in
unsatisfactory operation.
Perform the following procedure for the initial start-up
and for start-up after major maintenance and/or after
repair.
1. Verify that the connections between the engine’s
control system and the customer’s equipment are
connected properly.
2. Connect Cat ET to the service tool connector.
Refer to “Connecting the Caterpillar Electronic
Technician”.
3. Set the engine control to the STOP mode. Test
each emergency stop button before the engine is
started in order to verify that the engine’s control
system generates an E264 event code.
After the operation of each emergency stop
has been verified, set the engine control to the
OFF/RESET mode.

The shutdown sequence will begin when terminal “Z”
is disconnected from terminal “C” or from terminal
“O” and terminal “d” is connected to terminal “C” or to
terminal “O”. The shutdown sequence is followed by
a cooldown period.
Note: Some of the generator’s protective devices
can only be checked prior to start-up.
4. Check the generator’s protective devices for
proper operation.

5. Turn on the jacket water heater. Verify that the

system is set to 45 to 65 °C (113 to 150 °F).

19
Note: The engine may be difficult to start if the jacket Table 5
water coolant temperature is below 43 °C (110 °F). Configuration Parameters for G3500B Engines
Note: The spark plugs may become fouled with Timing Control
moisture from condensation if the engine is cranked “First Desired Timing”
and the jacket water coolant temperature is below
43 °C (110 °F). “Second Desired Timing”
Air/Fuel Ratio Control
6. Inspect the inlet air system. Make sure that the
system does not leak. Make sure that the system “Fuel Quality”
is free of debris.
“Gas Specific Gravity”
7. Inspect the fuel supply system. Make sure that “Desired Oxygen at Full Load”
the system does not leak. Make sure that the
“Air/Fuel Proportional Gain”
system is free of debris. Blow any debris from the
fuel lines. “Air/Fuel Integral Gain”
Speed Control
8. Connect a properly calibrated emissions analyzer
to the exhaust stack. “Low Idle Speed”

9. Perform the daily inspection and all of the daily “Minimum High Idle Speed”
maintenance procedures that are scheduled in the “Maximum High Idle Speed”
“Maintenance Interval Schedule” section of the
appropriate Operation and Maintenance Manual. “Engine Accel. Rate”
“Desired Speed Input Configuration”
10. Set the engine control to the STOP mode. Use
the “Monitoring System” screen from the “Service” “Governor Type Setting”
drop-down menu on Cat ET to view the default “Engine Speed Droop”
settings of the trip points for the alarms. Adjust
the settings, if necessary. “Governor Proportional Gain”
“Governor Integral Gain”
For the necessary values of the operating
parameters, refer to the applicable Data Sheet “Governor Derivative Gain”
on engine performance in the engine’s Technical “Auxiliary Proportional Governor Gain 1”
Marketing Information (TMI).
“Auxiliary Integral Governor Gain 1”
11. Use the “Configuration” screen from the “Auxiliary Derivative Governor Gain 1”
“Service” drop-down menu on Cat ET to view the
configuration parameters. Start/Stop Control
“Driven Equipment Delay Time”
Note: Use the data from the gas analysis and from
Caterpillar Software, LEKQ6378, “Methane Number “Crank Terminate Speed”
Program” in order to determine the correct settings “Engine Purge Cycle Time”
for the “Fuel Quality” and for the “Gas Specific
Gravity” parameters. “Engine Cooldown Duration”
“Cycle Crank Time”
a. View the parameters that are listed in Table 5.
Program the parameters, if necessary. “Engine Overcrank Time”
“Engine Speed Drop Time”
Incorrect programming of the parameters
may lead to complaints about performance Monitoring and Protection
and/or to engine damage. For descriptions of “High Inlet Air Temp Load Set Point”
the parameters, refer to Systems Operation,
Testing and Adjusting, RENR2268, “Electronic Power Monitoring
Control System Parameters”. “Generator Output Power Sensor Scale Factor”
“Generator Output Power Sensor Offset”
“Generator Output Power Sensor Offset”
“Engine Output Power Configuration”
“Engine Driven Accessory Load Configuration”

20
12. Calibrate the oxygen sensor. Refer to the
applicable Troubleshooting manual for the oxygen
sensor’s calibration procedure.
13. Verify that the fuel supply is OFF.
14. Make sure that the pressure for the
electrohydraulic actuator system is sufficient for
start-up.
Illustration 12
g01088912
Right side view
(1) Dust cap
(2) Sight gauge
a. Check the oil level in sight gauge (2). Fill the
tank to the “FULL” mark on the sight gauge.
b. Remove dust cap (1) and install a pressure
gauge to the pressure fitting.
c. To fill the hydraulic hoses and lines, crank the
engine and observe the pressure gauge. Do
not crank the engine for more than 30 seconds
at a time. If necessary, crank the engine
repeatedly in order to achieve a pressure of
1380 ± 70 kPa (200 ± 10 psi).
Note: The ECM will generate event codes and
diagnostic codes during this procedure. After the
electrohydraulic system is filled with oil, use Cat ET
to clear the codes.
d. Stop cranking the engine and check the oil level
in sight gauge (2) again. Add oil, if necessary.
The correct oil level is between the “ADD” and
“FULL” marks on the sight gauge.
21
e. After the electrohydraulic system is primed,
crank the engine and verify that the reading
on the pressure gauge is 1380 ± 70 kPa
(200 ± 10 psi) during cranking.
This is an adequate pressure for attempting
start-up.
15. Turn ON the fuel supply to the engine. Verify that
no gas is leaking. Verify that the gas does not flow
past the GSOV.
Unburned gas in the air inlet and exhaust system
may ignite when the engine is started. Personal
injury and/or damage may result.
Before starting an engine that may contain un-
burned gas, purge the unburned gas from the air
inlet and exhaust system. Refer to “Unburned Gas
- Purge”.
16. Start the engine.
The engine will accelerate to low idle rpm.
Operate the engine at low idle. Verify the following
conditions:
• Proper engine oil pressure
• No fluid leaks
• No gas leaks
• Proper electrohydraulic oil pressure
Several attempts may be required for the initial
start-up before air is purged from the fuel lines.
Note: If the engine will not start, use Cat ET to check
for diagnostic codes and for event codes. Correct
any active conditions before you attempt to start the
engine again.
17. After the engine is running, test the operation of
each emergency stop button.
After each test, reset the emergency stop button
and set the engine control to the OFF/RESET
mode. Then restart the engine. After all of the
emergency stop buttons have been tested, use
Cat ET to clear the event codes from the ECM.
Note: Some of the generator’s protective devices
can only be checked during engine operation.
18. Check the generator’s protective devices for
proper operation.
19. Increase the engine speed to high idle rpm. Verify
that the engine is stable.
 If the engine is unstable, perform the following
procedure.
a. Record the values for these parameters:
• “Governor Proportional Gain”
• “Governor Integral Gain”
• “Governor Derivative Gain”
b. Set the values for the “Governor Proportional
Gain”, for the “Governor Integral Gain”, and
for the “Governor Derivative Gain” parameters
to zero.
c. Adjust the “Fuel Quality” parameter until the
engine becomes stable and the exhaust
oxygen is approximately four percent. Verify
that the exhaust port temperatures are below
the setpoint for a warning.
d. Adjust the primary governor. Refer to “Adjusting
the Governor”.
20. Select the “Information” drop-down menu in order
to view the status parameters. Review the values
of the status groups on Cat ET. Verify that the
pumps for the cooling system are operating. Verify
that the cooling system temperatures and the
cooling system pressures are within the correct
operating ranges.
21. Close the main circuit breaker for the generator in
order to engage the generator.
Note: For generator sets that are not connected
to a grid, the “Governor Gain” parameters will only
be used while the engine is not synchronized and
unloaded. For generator sets that are connected to
a grid, the “Auxiliary Governor Gain” parameters are
used when the generator is connected to the grid.
The connection to the grid is indicated when terminal
P9-L is connected to terminal P9-C or to terminal
P9-O.
22. Select “Service Procedures” from the “Service”
drop-down menu. Select “Air Fuel Ratio Tuning”
from the selection menu. Set the “Oxygen
Feedback Enabled Status” to “Disabled”.
Note: The engine will now operate in open loop
mode throughout the entire range of engine loads.
23. Slowly ramp up to 25 percent load.
24. Adjust the auxiliary governor.
25. Slowly ramp up to 50 percent load. Allow the
jacket water coolant temperature to reach 75 °C
(167 °F).
26. Verify that the engine is stable.
22
If the engine is unstable, adjust the auxiliary
governor.
27. Slowly ramp up to 75 percent load.
28. Verify that the engine is stable.
If the engine is unstable, adjust the auxiliary
governor.
29. Slowly ramp up to 100 percent load.
Note: Watch the “Fuel Valve Position” parameter.
This parameter is in status group 9. Watch the
“Throttle Position” parameter. This parameter is in
status group 7. If either the “Fuel Valve Position” or
the “Throttle Position” reaches 80 percent, reduce the
load at least 5 percent. Perform the following steps
before proceeding to add load.
a. If the “Throttle Position” has reached 80
percent, adjust the wastegate IN in order to
decrease the throttle angle.
b. If the “Fuel Valve Position” has reached 100
percent, there is a problem with the fuel supply.
Consider the following conditions as potential
problems:
• The Low Heat Value (LHV) of the fuel may
be too low. If the LHV is too low, the fuel
system will not be able to supply enough fuel
for the rating.
• The fuel pressure to the fuel control valve
may be too low.
30. After any fuel problems have been resolved,
continue to ramp up to 100 percent load.
31. Select “Configuration” from the “Service”
drop-down menu. Adjust the “Fuel Quality”
parameter in order to obtain the values of
emissions that are required at the site.
• To make the air/fuel ratio leaner, increase the
“Fuel Quality” parameter.
• To make the air/fuel ratio richer, decrease the
“Fuel Quality” parameter.
Use an emissions analyzer in order to verify that
the values of emissions meet the requirements
of the site.
32. Increase the engine load to 105 percent load.
33. Verify that the engine is operating at 105 percent
load.
34. At 105 percent load, adjust the wastegate so
that the throttle is wide open. Determine the
throttle’s position by viewing the “Throttle Position”
parameter on Cat ET. The “Throttle Position”
parameter should indicate “100”.
35. Reset the load to 100 percent load. The “Throttle
Position” parameter should indicate between “65”
and “75”.
36. Check the emissions level. If necessary, adjust
the “Fuel Quality” parameter. Use the procedure
in Test Step 31 in order to obtain the required
emissions.
37. Once the correct emissions are obtained, review
the “Actual Oxygen” and “Desired Oxygen” values.
These parameters are in status group 9. The
engine must still be in the open loop mode.
If the “Actual Oxygen” is higher than the “Desired
Oxygen”, use the following equation. This equation
is used in order to adjust the set point of the
“Desired Oxygen at Full Load” parameter:
Table 6
Equation for the Calculation of a New Set Point
for “Desired Oxygen at Full Load”
N = ( A - D ) + C
N is the new “Desired Oxygen at Full Load” value.
A is the “Actual Oxygen” value.
D is the “Desired Oxygen” value.
C is the current “Desired Oxygen at Full Load” value.
If the “Actual Oxygen” is lower than the “Desired
Oxygen”, use the following equation in order to
adjust the set point of the Desired Oxygen at Full
Load parameter:
Table 7
Equation for the Calculation of a New Set Point
for “Desired Oxygen at Full Load”
N = C - ( D - A )
N is the new “Desired Oxygen at Full Load” value.
C is the current “Desired Oxygen at Full Load” value.
D is the “Desired Oxygen” value.
A is the “Actual Oxygen”value.
38. Enter the new “Desired Oxygen at Full Load”
value with the Cat ET.
39. Review status group 9. Ensure that the “Desired
Oxygen” and the “Actual Oxygen” parameters are
the same value.
23
40. Select “Service Procedures” from the “Service”
drop-down menu. Select “Air Fuel Ratio Tuning”
from the selection menu. Set the “Oxygen
Feedback Enabled Status” to “Enabled”.
Note: The engine is now operating in closed loop
mode.
41. The engine’s operation should not change
in closed loop mode. If the engine operation
changes, change the “Oxygen Feedback Enabled
Status” to “Disabled” and perform the necessary
troubleshooting steps.
Note: When the engine is running in closed loop
mode, the Fuel Correction Factor (FCF) may no
longer be 100 percent. The FCF may adjust in order
to compensate for the fuel quality and for the ambient
conditions.
42. Change the engine load to the load that is
required at the site. Check the emissions level.
Verify that the emissions meet the requirements
of the site.
43. Record the data from all of the status groups on
Cat ET. Save the data for future reference.
Initial Start-Up Procedure for
Engines that are Equipped with
Charge Density
Ensure that all of these factors are in proper condition
prior to the initial start-up: engine installation, driven
equipment, all of the related hardware, and electrical
connections. Failure to perform the commissioning
procedure could result in unsatisfactory operation.
Perform the following procedure for the initial start-up
and for start-up after major maintenance and/or
repair.
1. Verify that the connections between the engine’s
control system and the customer’s equipment are
connected properly.
2. Connect Cat ET to the service tool connector.
Refer to “Connecting Cat ET with the 171-4401
Communication Adapter II”.
3. If the information on the generator’s output power
is provided by a power sensor, check the power
sensor’s offset voltage. Refer to Troubleshooting,
“Generator Output Power Readings Do Not
Match”. Continue with this procedure after you
have minimized the power sensor’s offset voltage.
4. Set the engine control to the STOP mode. Test
each emergency stop button before the engine is
started in order to verify that the engine’s control
system generates a E264 event code.
 After the operation of each emergency stop
has been verified, set the engine control to the
OFF/RESET mode.
Note: Some of the generator’s protective devices
can only be checked prior to start-up.
5. Check the generator’s protective devices for
proper operation.
6. Turn on the jacket water heater. Verify that the
heat is set to 45 to 65 °C (113 to 150 °F).
Note: The engine may be difficult to start if the jacket
water coolant temperature is below 43 °C (110 °F).
Note: The spark plugs may become fouled with
moisture from condensation if the engine is cranked
and the jacket water coolant temperature is below
43 °C (110 °F).
7. Inspect the inlet air system. Make sure that the
system does not leak. Make sure that the system
is free of debris.
8. Inspect the fuel supply system. Make sure that
the system does not leak. Make sure that the
system is free of debris. Blow any debris from the
fuel lines.
24
9. Connect a properly calibrated emissions analyzer
to the exhaust stack.
10. Perform the daily inspection and all of the daily
maintenance procedures that are scheduled in the
Operation and Maintenance Manual, SEBU7681,
“Maintenance Interval Schedule”.
11. Set the engine control to the STOP mode. Use
the “Monitoring System” screen from the “Service”
drop-down menu on Cat ET to view the default
settings of the trip points for the alarms. Adjust
the settings, if necessary.
For the necessary values of the operating
parameters, refer to the applicable Data Sheet
on engine performance in the engine’s Technical
Marketing Information (TMI).
12. Use the “Configuration” screen from the
“Service” drop-down menu on Cat ET to view the
configuration parameters.
Note: Use the data from the gas analysis and from
Caterpillar Software, LEKQ6378, “Methane Number
Program” in order to determine the correct settings
for the “Fuel Quality” and for the “Gas Specific
Gravity” parameters.
a. View the parameters that are listed in Table 8.
Program the parameters, if necessary.
Incorrect programming of the parameters may
lead to complaints about performance and/or to
engine damage. For details, refer to Systems
Operation, Testing and Adjusting, RENR2268,
“Electronic Control System Parameters”.
Note: If the generator set is equipped with an
EMCP II+ system, it is not necessary to program
the “Generator Output Power Sensor Scale Factor”
and the “Generator Output Power Sensor Offset”
parameters.
Table 8 13. Turn ON the fuel supply to the engine. Verify that
Configuration Parameters for G3500C Engines
no gas is leaking. Verify that the gas does not flow
past the GSOV.
Timing Control
“First Desired Timing”
“Second Desired Timing”
Unburned gas in the air inlet and exhaust system
Air/Fuel Ratio Control may ignite when the engine is started. Personal
“Fuel Quality” injury and/or damage may result.

“Gas Specific Gravity” Before starting an engine that may contain un-
“Fuel Specific Heat Ratio”
burned gas, purge the unburned gas from the air
inlet and exhaust system. Refer to “Unburned Gas
“Desired Emission Gain Adjustment” - Purge”.
“Air/Fuel Proportional Gain”
“Air/Fuel Integral Gain”
14. Start the engine.

Speed Control The engine will accelerate to low idle rpm.

Operate the engine at low idle. Verify the following
“Low Idle Speed”
conditions:
“Minimum High Idle Speed”
“Maximum High Idle Speed” • Proper engine oil pressure
“Engine Accel. Rate” • No fluid leaks
“Desired Speed Input Configuration”
• No gas leaks
“Governor Type Setting”
Several attempts may be required for the initial
“Engine Speed Droop”
start-up before air is purged from the fuel lines.
“Governor Proportional Gain”
Note: If the engine will not start, use Cat ET to check
“Governor Integral Gain”
for diagnostic codes and for event codes. Correct
“Governor Derivative Gain” any active conditions before you attempt to start the
engine again.
“Auxiliary Proportional Governor Gain 1”
“Auxiliary Integral Governor Gain 1” 15. After the engine is running, test the operation of
each emergency stop button.
“Auxiliary Derivative Governor Gain 1”
Start/Stop Control After each test, reset the emergency stop button
and set the engine control to the OFF/RESET
“Driven Equipment Delay Time” mode. Then restart the engine. After all of the
“Crank Terminate Speed” emergency buttons have been tested, use Cat ET
to clear the event codes from the ECM.
“Engine Purge Cycle Time”
“Engine Cooldown Duration” Note: Some of the generator’s protective devices
can only be checked during engine operation.
“Cycle Crank Time”
“Engine Overcrank Time” 16. Check the generator’s protective devices for
proper operation.
“Engine Speed Drop Time”
Monitoring and Protection 17. Increase the engine speed to high idle rpm. Verify
that the engine is stable.
“High Inlet Air Temp Load Set Point”
Power Monitoring If the engine is unstable, perform the following
procedure.
“Generator Output Power Sensor Scale Factor”
“Generator Output Power Sensor Offset” a. Record the values for these parameters:

“Engine Output Power Configuration” • “Governor Proportional Gain”

“Engine Driven Accessory Load Configuration”
• “Governor Integral Gain”

25
 • “Governor Derivative Gain”
b. Set the values for the “Governor Proportional
Gain”, “Governor Integral Gain”, and “Governor
Derivative Gain” parameters to zero.
c. Adjust the “Fuel Quality” parameter until the
engine becomes stable and the exhaust
oxygen is approximately four percent. Verify
that the exhaust port temperatures are below
the setpoint for a warning.
d. Adjust the primary governor. Refer to “Adjusting
the Governor”.
18. Select the “Information” drop-down menu in order
to view the status parameters. Review the values
of the status groups on Cat ET. Verify that the
pumps for the cooling system are operating. Verify
that the cooling system temperatures and the
cooling system pressures are within the correct
operating ranges.
19. Close the main circuit breaker for the generator in
order to engage the generator.
Note: When the engine load exceeds 25 percent,
the air/fuel ratio control will operate in the feedback
mode.
20. Slowly ramp the load up to 30 percent.
Note: When the air/fuel ratio control is in the
feedback mode, the Fuel Correction Factor (FCF)
may no longer be 100 percent. The ECM may adjust
the FCF in order to compensate for the fuel quality
and for the ambient conditions.
21. Set the “Desired Emission Gain Adjustment” to a
value of “100”.
22. Verify that the value of the “Generator Real kW”
parameter in Status Group 1 is within one percent
of the generator’s output power.
If the reading on Cat ET is not within one
percent of the generator’s output power, refer
to Troubleshooting, “Generator Output Power
Readings Do Not Match”.
When the value of the “Generator Real kW”
parameter is within one percent of the generator’s
output power, continue with this procedure.
23. Slowly ramp up to 50 percent load. Allow the
jacket water coolant temperature to reach 75 °C
(167 °F).
24. Slowly ramp up to 70 percent load. Verify that the
engine is stable.
If the engine is unstable, adjust the primary
governor.
26
25. Verify that the NOx emissions are above the
desired full load setting.
26. Slowly ramp up to 100 percent load. Verify that
the engine is stable.
If the engine is unstable, adjust the primary
governor.
27. Verify that the value of the “Generator Real kW”
parameter is within one percent of the generator’s
output power.
28. Adjust the “Desired Emission Gain Adjustment”
parameter in order to obtain the values of
emissions that are required at the site.
• To lean the air/fuel mixture, decrease the gain
adjustment.
• To richen the air/fuel mixture, increase the gain
adjustment.
A small change in the “Desired Emission Gain
Adjustment” causes a large change in the actual
exhaust emissions. For example, an adjustment of
one percent in the parameter’s value will result in a
change of 20 to 40 ppm in the actual level of NOx.
When you adjust the exhaust emissions, make a
small change in the value of the gain. Wait until
the system stabilizes. Check the emissions again.
Repeat the process until the desired emissions
level is achieved.
Use the emissions analyzer in order to verify that
the values of emissions meet the requirements
of the site.
29. Record the data from all of the status groups on
Cat ET. Save the data for future reference.
Adjusting the Governor
The response of the throttle actuator can be adjusted
with Cat ET. Use Cat ET to change these three
parameters:
• Proportional Gain
• Integral Gain
• Derivative Gain
For details on these parameters, refer to Systems
Operation/Testing and Adjusting, “Electronic Control
System Parameters”.
The default values should be sufficient for initial
start-up. However, the values may not provide
optimum performance.
These adjustments are provided in order to obtain
optimum responses to changes in the engine’s load
and in the engine’s speed. The adjustments also
provide stability during steady state operation.

If you have a problem with instability, always

investigate other causes before you adjust the
governor. For example, diagnostic codes and
unstable gas pressure can cause instability.

When you adjust the primary governor, make sure

that the “Grid Status” parameter is “Off”. When you
adjust the auxiliary governor, make sure that the
“Grid Status” parameter is “On”.

To change the proportional gain, the integral gain, or

the derivative gain, use the “Real Time Graphing”
feature on the “Information” drop-down menu of
Cat ET. The graph provides the best method for
observing the effects of your adjustments.

After you make adjustments, always test the stability

by interrupting the engine speed and/or load. Operate
the engine through the entire range of speeds and of
loads in order to ensure stability.

Note: Adjustment of the proportional gain directly

affects the speed of the throttle actuator when there
is a difference between the actual engine speed and
the desired engine speed. An excessive increase of
the proportional gain may amplify instability.
To set the proportional gain, increase the proportional
gain until the actuator becomes unstable. Slowly
reduce the proportional gain in order to stabilize the
actuator. Observe that the engine operates properly
with little overshoot or undershoot.
The adjustment of integral gain dampens the
actuator’s response to changes in load and in speed.
Increasing the integral gain provides less damping.
Decreasing the integral gain provides more damping.
To reduce overshoot, decrease the integral gain. To
reduce undershoot, increase the integral gain.
Note: An increase of the integral gain may require a
decrease of the proportional gain in order to maintain
engine stability.
Illustration 13 shows some typical curves for transient
responses.
g01017530
Illustration 13
Typical curves for transient responses
(Y) Engine speed
(X) Time
(1) The proportional gain is too high and the integral gain is too
low. There is a large overshoot on start-up and there are
secondary overshoots on transient loads.
(2) The proportional gain is slightly high and the integral gain is
slightly low. There is a slight overshoot on start-up but the
response to transient loads is optimum.
(3) The proportional gain is slightly low and the integral gain is
slightly high. There is optimum performance on start-up but
slow response for transient loads.
(4) The proportional gain is too low and the integral gain is too
high. The response for transient loads is too slow.
(5) The response to transient loads is adjusted for optimum
performance.
Decrease the derivative gain until a slow, periodic
instability is observed. Then, slightly increase the
derivative gain. Repeat the adjustments of the
proportional gain and of the integral gain. Continue
to increase the derivative gain and readjust the
proportional gain and the integral gain until stability
is achieved and the engine’s response to changes in
load and in speed is optimized.

Illustration 14 is a graphic representation of adjusting

the derivative gain.

27
 g01017541
Illustration 14
The increased width of the line for the actuator voltage indicates
that the throttle actuator is more active as the derivative gain
increases.
(Y) Actuator voltage
(X) Time in seconds

Unburned Gas − Purge

The following events cause unburned gas to remain
in the air inlet and in the exhaust manifold:

• Emergency stop
• Engine overspeed
• The engine control is set to the STOP mode and
the gas shutoff valve does not close.

• Unsuccessful successive attempts to start the

engine

Unburned gas may remain in the air inlet and exhaust

system after several unsuccessful attempts to start
the engine. The unburned gas may increase to a
concentration that may ignite during a successive
attempt to start the engine.

Perform the following procedure in order to purge

the unburned gas:

1. Connect Cat ET to the engine.

2. Verify that the value of the “Engine Purge Cycle”

parameter is equal to ten seconds less than the
value of the “Crank Cycle” parameter.

3. Set the engine control to the START mode. The

engine will crank for the “Engine Purge Cycle”
time. Then, the gas shutoff valve will be energized
and the ignition will be enabled. The engine will
start.

4. Continue with your previous procedure.

©2006 Caterpillar
All Rights Reserved Printed in U.S.A.