Professional Documents
Culture Documents
INTRODUCTION
The 3500B engines were direct replacements for the original 3500 Series
engines. Many additional features and benefits have been incorporated
into the 3500B Series which will be described later in the presentation.
The 3500B engines equipped with Electronic Unit Injection (EUI) are
available in construction equipment and industrial applications.
This list is generic and includes both the original 3500 Series engines and
the 3500B engines.
• System features The 3500 EUI engines have many features and benefits not possible with
mechanical fuel systems. These features include a very clean exhaust,
improved fuel consumption and cold starting, simplified maintenance
with fewer moving parts, and reduced operating costs.
• Engine cross This cross sectional view of the engine shows the injector installation and
sectional view the pushrod arrangement in relation to the upper portion of the engine.
This sectional view is similar to the original 3500 EUI engine. Major
differences are the spring loaded injector push rods and the larger
diameter camshaft (described later).
EUI Fuel System Components
This schematic shows the various components in the 3500B EUI fuel delivery
system. A detailed explanation of the system and the various components follows
later in this presentation.
The electronic components in the 3500B EUI fuel system are very similar to
those used in other EUI and, to some extent, the HEUI electronic system.
However, in this system, the injectors are actuated by camshafts.
The injectors are electronically signalled, as in the original 3500 EUI system.
BASIC ENGINE BLOCK DIAGRAM APPLICATION BLOCK DIAGRAM
P26 T/C CONNECTOR ECM
DISCONNECT
J4/P4 THROUGH
GROUND SWITCH BATTERY
J19/P19
BOLT
J2
J1
8/12/16 GROUND BOLT 15 AMP
24 V
INJECTORS J3/P3 MACHINE BREAKER
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
COOLANT J21/P21 J48/P48 UNFILTERED OIL POSITION J35/P35 308-YL KEY START
TEMPERATURE PRESSURE SENSOR
SWITCH
SENSOR SENSOR
GROUND
J32/P32 J22/P22 FILTERED OIL THROTTLE LEVEL
AFTERCOOLER
TEMPERATURE PRESSURE BACK-UP SHUTDOWN
SENSOR SENSOR SWITCH SWITCH
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
LEVEL PRESSURE CYLINDER
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
FUEL FILTER J106/P106 J28/P28 LEFT
TURBOCHARGER ETHER START VALVE
DIFFERENTIAL
PRESSURE SWITCH INLET PRESSURE USER DEFINED SHUTDOWN
+ BATTERY
SENSOR
COOLANT J47/P47 J25/P25 RIGHT TO ELECTRONIC SERVICE
FLOW TURBOCHARGER PRELUBRICATION TOOL CONNECTOR
SWITCH INLET PRESSURE PUMP TO VIMS, EPTC II OR
SENSOR
P30/J30 J23/P23 MONITORING SYSTEM
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
EXHAUST PRESSURE SENSOR ENGINE FAN
TEMPERATURE J29/P29 CRANKCASE P41/J41 CONTROL
SENSOR PRESSURE SOLENOID
SENSOR
RIGHT P31/J31 J103/P103
TURBOCHARGER WASTEGATE
EXHAUST CONTROL SOLENOID
P84/J84
J113/P113 A/C ON
TEMPERATURE OIL RENEWAL
SENSOR CONTROL SOLENOID SWITCH
FAN SPEED SENSOR
• Electrical block This electrical schematic shows the various components in the system and
diagram the section of the system in which they are located.
On the left side of the schematic are the engine mounted components, and
on the right side of the schematic are the machine mounted components.
The connection between the two circuits is made by the Machine Interface
Connector.
Some components or circuits are not used by the fuel system, but are
controlled by the engine ECM. For example:
- Pre-lubrication Circuit
- Exhaust Wastegate Control
- Demand Fan Control
- Ether Injection System
• Six major component This slide shows six major types of electrical/electronic components in
types: the EUI fuel system:
- ECM - ECM
- Throttle control - Throttle Control
- Pressure sensor - Pressure Sensor
- Temperature sensor - Temperature Sensor
- Speed/timing sensor - Speed/Timing Sensor
- Injector - Injector
The CAT Data Link (not shown) provides a two-way communication path
between the EUI system and the other ECM’s or systems on the machine.
The CAT Data Link also allows the ET service tool to communicate with
the engine ECM.
• Engine front view The engine block is similar to the original 3500 block. The main
difference is due to the larger camshaft which needs a larger bore in the
block to accommodate the camshaft.
• ECM (arrow) The principal component in the EUI system is the Electronic Control
Module (ECM). The ECM (arrow) is mounted at the front of the engine.
• Additional The following components are also located on the front of the engine:
components:
• Engine rear view At the rear of the engine is the timing gear housing containing the
following components:
1. Aftercooler
temperature sensor - Aftercooler Temperature Sensor (1)
2. Machine interface
- Machine Interface Connector (2)
connector
3 2
• Engine left side view On the left side of the engine are the following components:
2
5
4
3
• Engine right side view On the right side of the engine are the following components:
1. Crankcase
pressure sensor
- Crankcase Pressure Sensor (1)
• ECM--the "heart" of The ECM is the "heart" of the engine. The ECM performs engine
the system governing, timing and fuel limiting. It also reads sensors and
communicates to the instrument display system through the CAT Data
Link.
• Personality module The Personality Module is located on the rear of the ECM through an
access panel located access panel.
on rear of ECM
The Personality Module is used to program the ECM with all the rating
information for a particular application. The Personality Module can be
changed by direct replacement or can be flash programmed (or
reprogrammed) using a PC.
• EUI wiring harness The wiring harness provides two-way communication between the ECM
and the engine sensors and connects the ECM to the unit injectors.
The harness is routed from the ECM at the left front of the engine to the
left side of the engine. The harness then crosses over to the right rear of
the engine and is routed to the right side of the engine.
• Coolant temperature The engine Coolant Temperature Sensor (arrow) is located at the front
sensor (arrow) of the engine on the thermostat housing. This sensor is used with the
ECM to control various functions. The following systems or circuits use
the Temperature Sensor output to the ECM:
• Speed/timing sensor This view shows the Speed/Timing Sensor (arrow). The sensor is
(arrow) mounted on the rear gear housing.
This sensor is used to calculate engine speed and crankshaft position for
timing purposes.
• Self-adjusting sensor The sensor is self-adjusting, but special precautions are necessary during
installation to prevent damage. (The precautions are described later in the
presentation.)
3
1 4
• Identify components: This view shows the Timing Wheel (1) and the Speed/Timing Sensor
(2) on the engine.
1. Timing wheel
2. Speed/timing A dowel pin (3) on the camshaft and a corresponding hole on the timing
sensor wheel are used to time the wheel relative to the camshaft. The camshaft
3. Dowel pin
is then timed with the crankshaft at TDC.
4. 50/50 size slot and Notice the wide 50/50 size slot and equal size tooth (4) cut in the wheel.
tooth Three pairs of equal size slots and teeth are on the wheel. The other 21
slots and teeth are 80/20 relative size. These features are used to generate
a digital signal necessary for timing.
These functions are more fully explained later in the second section of
this presentation.
The cylinder block has a larger camshaft bore to accommodate the larger
camshaft. (All 3500 engines are now being manufactured to this
standard.)
The injectors are actuated by the camshaft. This view also shows the
valve train which is on both sides of the injector mechanism below the
valve cover.
• injector pushrod Notice the 3500B injector pushrod spring, which maintains contact
spring between the lifter roller and the camshaft lobe. This spring is designed to
maintain cam follower and camshaft contact and protect the mechanism
during a possible overspeed.
• 3500B EUI injector The 3500B EUI injector is actuated by the pushrod and rocker arm. Fuel
flow is controlled by the ECM through a solenoid on the side of the
injector.
1. Fuel pressure The Fuel Pressure Regulator (1) is located on the top right side of the
regulator engine.
Fuel flows from the fuel filter base, through the steel fuel lines (2), to the
2. Fuel lines to
EUI fuel injectors. Return fuel from the injectors flows through the fuel
injectors
pressure regulator before returning to the fuel tank. Fuel pressure is
controlled by the fuel pressure regulator.
• Atmospheric pressure The Atmospheric Pressure Sensor (arrow) is installed on the ECM
sensor (arrow) mounting adapter and is vented to the atmosphere. This sensor has
various functions which are fully described later in the presentation.
Briefly, it performs the following functions:
The Turbocharger Inlet Pressure Sensor (1) is mounted between the air
filter and the turbocharger.
1. Turbocharger inlet This sensor is used in conjunction with the atmospheric pressure sensor to
pressure sensor measure air filter restriction for engine protection purposes. The
difference between the two pressure measurements is used as the filter
differential pressure. The engine ECM uses this calculation to determine
whether derating is necessary to protect the engine against the effects of
excessive filter restriction.
2. Ether cylinders Depending on the application and air intake system configuration, either
one or two Turbocharger Inlet Pressure Sensors may be used.
If the machine is equipped with an ether start system, the ECM will
automatically inject ether from the ether cylinders (2) during cranking.
The operator can also inject ether manually with the ether switch in the
cab. Ether will only be injected if the engine coolant temperature is
below 10°C (50°F) and engine speed is below 1200 rpm.
• Turbocharger outlet Also at the front of the engine in the vee is the Turbocharger Outlet
pressure sensor (Boost) Pressure Sensor (arrow). This sensor is used with the ECM to
(arrow)
control the air/fuel ratio electronically. This feature allows more accurate
smoke control which was not possible with previous mechanically
governed engines. The sensor reads boost pressure through a tube
connecting the sensor to the manifold.
The sensor also allows boost pressure to be read using the electronic
service tools.
• Exhaust temperature One Exhaust Temperature Sensor (arrow) is mounted below each
sensor (arrow) turbocharger. These sensors are used to warn of possible damaging
conditions in the engine caused by excessive exhaust temperature.
On the 793C, the sensors enable the ECM to derate the engine.
• Filtered lubrication oil Mounted on the rear of the Oil Filter Group is the Filtered Lubrication
pressure sensor Oil Pressure Sensor (arrow). This sensor is used to signal oil pressure to
(arrow)
the ECM. The sensor is also used by the ECM to generate a low oil
pressure warning for the operator.
Mounted at the front of the Oil Filter Group (not shown) is the Unfiltered
Lubrication Oil Pressure Sensor. This sensor is used by the ECM with
the Filtered Lubrication Oil Pressure Sensor to calculate oil filter
differential pressure.
The oil filter differential pressure calculation provides a warning that the
oil filters need to be changed. (This system is not designed to be a
substitute for regular filter change maintenance requirements.)
• Crankcase pressure A Crankcase Pressure Sensor (arrow) may be mounted on the right side
sensor (arrow) of the engine.
• Elevated low idle The ECM provides an elevated engine idle speed of 1300 rpm when the
coolant temperature is below 60°C (140°F). Above 60°C (140°F), the
elevated idle rpm is gradually reduced until the coolant temperature
reaches 71°C (160°F). Above 71°C (160°F), the engine will idle at
700 rpm.
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can depress the throttle momentarily, and the idle speed will decrease to
700 rpm for 10 minutes.
• Throttle back-up The Off-highway Truck Throttle Back-up Switch allows a "limp home"
switch mode in the event of a throttle circuit failure.
• Fuel filters Two fuel filters are installed on the left side of the engine. The priming
pump is installed on the filter housing.
• Filter differential
A fuel filter differential pressure switch is installed on the front of the
pressure switch filter housing to provide a warning when the filters need replacement.
It is important that the correct two micron fuel filters are used with this
• Two micron fuel filter
engine.
rating
BASIC ENGINE BLOCK DIAGRAM APPLICATION BLOCK DIAGRAM
P26 T/C CONNECTOR ECM
DISCONNECT
J4/P4 THROUGH
GROUND SWITCH BATTERY
J19/P19
BOLT
J2
J1
8/12/16 GROUND BOLT 15 AMP
24 V
INJECTORS J3/P3 MACHINE BREAKER
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
COOLANT J21/P21 J48/P48 UNFILTERED OIL POSITION J35/P35 308-YL KEY START
TEMPERATURE PRESSURE SENSOR
SWITCH
SENSOR SENSOR
GROUND
J32/P32 J22/P22 FILTERED OIL THROTTLE LEVEL
AFTERCOOLER
TEMPERATURE PRESSURE BACK-UP SHUTDOWN
SENSOR SENSOR SWITCH SWITCH
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
LEVEL PRESSURE CYLINDER
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
FUEL FILTER J106/P106 J28/P28 LEFT
TURBOCHARGER ETHER START VALVE
DIFFERENTIAL
PRESSURE SWITCH INLET PRESSURE USER DEFINED SHUTDOWN
+ BATTERY
SENSOR
COOLANT J47/P47 J25/P25 RIGHT TO ELECTRONIC SERVICE
FLOW TURBOCHARGER PRELUBRICATION TOOL CONNECTOR
SWITCH INLET PRESSURE PUMP TO VIMS, EPTC II OR
SENSOR
P30/J30 J23/P23 MONITORING SYSTEM
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
EXHAUST PRESSURE SENSOR ENGINE FAN
TEMPERATURE J29/P29 CRANKCASE P41/J41 CONTROL
SENSOR PRESSURE SOLENOID
SENSOR
RIGHT P31/J31 J103/P103
TURBOCHARGER WASTEGATE
EXHAUST CONTROL SOLENOID
P84/J84
J113/P113 A/C ON
TEMPERATURE OIL RENEWAL
SENSOR CONTROL SOLENOID SWITCH
FAN SPEED SENSOR
• Engine component This schematic identifies the external EUI engine components for the
identification 793C Truck. The components shown on the left side of the schematic are
mounted on the engine and those on the right are machine mounted.
Other machines may differ with the mix of sensors and other components.
The appropriate Troubleshooting Guide must be used to verify the specific
machine components.
- ECM
- Personality Module
- Electronic Unit Injector Solenoids
- Timing Wheel
• Same ECM used in all This ECM is used on all 3500B engines, including machine and industrial
3500B applications applications.
This ECM physically looks the same as the 3400 HEUI ECM. However,
• 3500B EUI ECM not
it is very different electrically in that the wave form (described later in the
interchangeable with
3400E HEUI ECM presentation) for the injectors has a different shape. Additionally, this
ECM has no pump control valve output.
• Personality module The Personality Module (shown here removed from the ECM) contains
contains software the software with all the fuel setting information (such as horsepower,
torque rise and air/fuel ratio rates) which determines how the engine will
perform. The Personality Module is installed on the lower face of the
ECM, behind the access panel.
• Unit injectors The 3500B EUI injector is very similar to the original 3500 EUI injector.
The injector is controlled electrically by the ECM. The signal from the
• Electrically signalled, ECM controls the opening and closing of the solenoid valve. The
mechanically actuated
solenoid valve controls the flow of high pressure fuel to the cylinder.
This system enables the ECM to control fuel volume and timing.
• Injector codes The 3500B injector now has bar and numerical codes marked on the
tappet. The numerical code must be entered into the ECM using ET. The
purpose of this code is to ensure that all injectors are matched as perfectly
as possible in performance, both in timing and fuel quantity.
The injector codes are programmed into the ECM using ET and the
Calibrate Sensor Screen. Failure to enter the codes into a new ECM may
result in unequal timing and fuel delivery between cylinders.
WARNING
EUI INJECTOR TESTING
METHODS
• CYLINDER CUT-OUT
• Injector testing These tests can be used to determine which cylinder or injector is
malfunctioning:
TIMING CONTROL
ENGINE SPEED TIMING DEGREES BTDC DESIRED
TIMING FUEL INJECTION
FUEL QUANTITY FUEL RPM
SELECT BTDC CONVERT TIMING WAVE FORM
TIMING DESIRED
TIMING
COOLANT
COLD MODE
TEMPERATURE
• Fuel timing control This diagram shows the timing control logic within the ECM.
• Inputs to timing Engine speed and fuel quantity (which relates to load) inputs are received
control by the timing control. These combined inputs determine the start of fuel
injection.
• Benefits of a "smart" The timing control provides the optimum timing for all conditions. The
timing control benefits of a "smart" timing control are:
ECM
ELECTRONIC
8 GOVERNOR
7
SIGNALS 6 FUEL FRC TORQUE ENGINE
TO FUEL 5 INJECTION
THROTTLE
ENGINE RPM MAPS MAPS CONTROL
INJECTORS 4 CONTROL
3 LOGIC
2 TDC
1
SPEED/TIMING ENGINE RPM ENGINE RPM
SIGNAL
TURBO OUTLET AND
ATMOSPHERIC
TIMING PRESSURE SENSORS
WHEEL
SPEED/TIMING
SENSOR
J1
8/12/16
GROUND BOLT
INJECTORS
P20/J20 J3/P3
MACHINE INTERFACE
SPEED/TIMING SENSOR
CONNECTOR
J21/P21 J48/P48
UNFILTERED OIL
COOLANT PRESSURE SENSOR
TEMPERATURE SENSOR
J105/P105 J27/P27
ATMOSPHERIC
LOW OIL PRESSURE SENSOR
LEVEL SWITCH
• Speed/timing sensor The Speed/Timing Sensor serves three basic functions in the system:
• Sensor installation The sensor head is extended prior to installation. The action of screwing
in the sensor pushes the sensor head back into the body when the head
contacts the timing wheel. This contact is momentary while the engine is
starting. After initial start-up, the head runs with zero clearance.
SPEED/TIMING SENSOR
P2 J2
ECM
SPEED/TIMING
SENSOR P20 J20
OR A 996-GN 32 +V TIMING
BK B 998-BR 29 DIGITAL RETURN
WH C 999-WH 38 PRIMARY ENGINE SPEED
F723-PK 18 TIMING CAL +
F724-PU 12 TIMING CAL -
P26 P1 J1
TIMING CALIBRATION 1
CONNECTOR 2
• Speed/timing sensor The Speed/Timing Sensor (left rear of engine) measures engine speed for
governing and crankshaft position for timing purposes and cylinder
identification.
• Power supply The ECM supplies 12.5 ± 1 Volts to the Speed/Timing Sensor.
Connector pins A and B transmit the common power supply to the sensor.
The C connector pin transmits the signals from the sensor to the ECM.
The Speed/Timing Sensor can identify the equal size teeth because they
create a different signal pattern than the other teeth.
CYL. NO. 3
TDC REF
REF
SPEED/TIMING
SENSOR
CYL. NO. 4
TDC
REF
TIMING
CALIBRATION
RANGE ± 7°
50/50
CYL. NO. 8 TOOTH
TDC SLOT
80/20
TOOTH
SLOT
50/50 50/50
TOOTH TOOTH
SLOT SLOT
• Sensor generates a The teeth and sensor generate a Pulse Width Modulated (PWM) signal for
PWM signal from the purpose of timing and a frequency modulated output for speed
timing wheel teeth measurement.
A B C D E F G H
• Cranking The Speed/Timing Sensor uses the timing wheel with the teeth arranged
as shown to initially determine:
• Timing wheel teeth
and spacing - Top Dead Center No. 1 (When found, the cylinders can be
identified.)
- Engine speed
The sequence of signals shown in the second column (PWM duty cycle) is
analyzed by the ECM. At this point, no fuel will be injected until certain
conditions have been met.
TIMING GEAR TOOTH TABLE
TABLE PWM DUTY CYLINDER
ENTRY CYCLE REFERENCE AFTER PATTERN RECOGNITION
A 80 % NO
B 50 % CYL. NO. 1
C 80 % NO
D 80 % NO
E 80 % CYL. NO. 2
F 50 % NO
G 50 % NO
H 80 % CYL. NO. 7
A B C D E F G H
• After pattern During start-up, the sensor initially monitors the pulses created by the
recognition passing teeth and identifies the sequence as shown. After a complete
rotation, the control can recognize the location of TDC from the pattern in
the above illustration.
- The Timing wheel has completed a revolution (the sensor has read
the three 50/50 teeth).
After the sensor has provided the necessary signals, the ECM is ready to
start injection.
A B C D E F G H
• Normal operation During normal operation, the ECM can determine timing (assumed TDC)
from the cylinder reference point for each cylinder. The actual TDC is
stored by the ECM after calibration is performed.
SPEED/TIMING ECM
SENSOR P20 J20
OR A 996-GN 32 +V TIMING
BK B 998-BR 29 DIGITAL RETURN
WH C 999-WH 38 PRIMARY ENGINE SPEED
F723-PK 18 TIMING CAL +
F724-PU 12 TIMING CAL -
TIMING CALIBRATION P1 J1
SENSOR P26
1
2
TIMING CALIBRATION
CONNECTOR
• Timing calibration The Timing Calibration Sensor (magnetic pickup) is installed in the
sensor flywheel housing during calibration. The connector is located above the
ECM. (On some machines, i.e. D11 Tractor, the sensor is permanently
installed.)
The desired engine speed is set to 800 rpm. This rpm setting is performed
to avoid instability and ensure that no backlash is present in the timing
gears during the calibration process. Also, the system has a repeatable
point for improved calibration accuracy.
TIMING CALIBRATION
TIMING
WHEEL
• Timing calibration As the Speed/Timing Sensor uses the timing wheel for a timing reference,
timing calibration improves fuel injection accuracy by correcting for any
• Corrects small
slight tolerances between the crankshaft, timing gears and timing wheel.
crankshaft to timing
gear tolerances
During calibration, the offset is saved in the ECM EEPROM (Electrically
• Calibration offset
Erasable Programmable Read Only Memory). The calibration offset
range ± 7 degrees range is limited to ± 7 crankshaft degrees. If the timing is out of range,
calibration is aborted. The previous value will be retained and a
diagnostic message will be logged.
1. ECM replacement
2. Speed/timing sensor replacement
3. Timing wheel replacement
4. Camshaft, crankshaft or gear train replacement
INJECTION CURRENT WAVEFORM
ONE CYCLE
CURRENT FLOW
0 1 2 3 4 5
TIME (MILLISECONDS)
• Unit injector current This illustration shows how the current increases initially to pull in the
flow injection coil and close the poppet valve. Then, by rapidly chopping
(pulsing) the 105 Volts on and off, current flow is maintained. The end of
injection occurs when the current supply is cut off and fuel pressure drops
rapidly in the injector.
FUEL SYSTEM COLD MODES
• Speed Control
• Fuel Limiting
• Injection Timing
• Injector Cold Mode Cutout
• Ether Injection
• Cold modes The EUI fuel system is designed to modify its operational characteristics
during cold conditions. This modification is done to protect the
environment and to improve the operational characteristics of the engine.
• Cold mode cylinder A feature which was introduced with the 3500B is the Cold Mode Cutout.
cutout This feature activates when the engine is at low speed, load and
temperature. As each individual cylinder is cut out, the ECM looks at the
fuel rate measurement. If the fuel rate does not increase, the ECM
assumes that this cylinder is not firing.
To protect the dead cylinder from the effects of fuel washing down the
piston and liner, the ECM leaves the cylinder in the cutout condition. The
ECM now goes to the No. 2 cylinder and repeats the process. After the
last cylinder is checked, the ECM goes to cylinder No. 1 and starts again.
The engine may appear to misfire during the process, but this condition is
normal. Checking the active faults with the engine running will verify
that no electrical faults are present.
This function is turned off when the throttle is opened more than 25%,
coolant temperature is above 60°C or if the engine speed is above
1300 rpm.
FUEL SYSTEM LIMITS
• Maximum Horsepower
• Maximum Torque
• Fuel Ratio
• Cold Mode Limit
• Cranking Fuel Limit
• Fuel system limits Just as earlier engines had mechanical limits to determine maximum fuel
delivery during full load, full torque and acceleration, the EUI system has
electronic limits to protect the engine. These limits are:
- Maximum Horsepower
- Cold Mode Limit (Limits fuel with cold engine to control white
smoke)
An acceleration delay during start-up holds the engine at low idle for two
seconds or until the oil pressure reaches 140 kPa (20 psi).
• Variable horsepower Off-highway Trucks have a system which increases engine horsepower in
direct drive only. This system protects the drive line from excessive
torque in the lower gears. The feature can be overridden with ET when
dynamometer testing.
• Economy shift mode Off-highway Trucks also have a service tool programmable feature which
is designed to lower shift points and the fuel limit to improve fuel
consumption at the customer's request.
FUEL SYSTEM DERATES
• Fuel system derates As the system limits fuel for every condition, derates are also built into
the system for protection. These derates are individually covered later in
the presentation, but are summarized here:
This portion of the presentation describes the operation of the EUI Fuel
Supply System as used on the 3500B engines in machine applications.
3516B FUEL SUPPLY CIRCUIT (793C)
FUEL
PRESSURE
REGULATOR
OIL RENEWAL CYLINDER
HEAD
INJECTOR
ENGINE
BLOCK
PRIMING PUMP SUPPLY
PRIMARY ECM
FUEL FUEL
FILTER TRANSFER
FUEL PUMP
HEATER
The system illustrated is for a 3516B in the 793C truck. Other systems
may vary according to the application.
Fuel is drawn from the tank through a fuel heater (if equipped) and
through the primary fuel filter to the fuel transfer pump. Fuel from the
transfer pump flows through the ECM for cooling purposes. From the
ECM, the fuel flows through the secondary fuel filters.
Fuel from the fuel filter base flows to the fuel injectors in the cylinder
heads. Return fuel from the injectors flows through the fuel pressure
regulator and the fuel heater before returning to the fuel tank.
The fuel heater utilizes the hot return fuel from the engine to heat the
incoming fuel passing through the filters. The heater prevents plugging of
the filters in extremely cold conditions.
➥
• Oil renewal system The Oil Renewal System is controlled by the engine ECM. A small
amount of engine oil flows from the engine block to the oil renewal
injector manifold. The oil flows from the oil renewal injector manifold
into the return side of the fuel pressure regulator. The engine oil mixes
with the fuel in the return line. It then flows to the tank. The combined
oil and fuel mixture circulates back to the injectors to be burned with the
fuel. It should be noted, however, that the ratio of oil to fuel is quite low.
• Two micron
secondary filters
1
1. Transfer pump
The fuel transfer pump (1) is driven by the front gear train.
2. Bypass valve The fuel transfer pump contains a bypass valve (2) to protect the fuel
system components from excessive pressure. The bypass valve setting is
higher than the setting of the fuel pressure regulator (next slide).
Fuel flows from the transfer pump through the ECM and the secondary
fuel filters located on the left side of the engine.
1 2
• Fuel system Fuel flows from the fuel filter base through the steel tubes (1) to the fuel
components: injectors. Return fuel from the injectors flows through the Fuel Pressure
1. Steel tubes Regulator (2) before returning to the fuel tank.
2. Fuel pressure
Fuel system pressure is controlled by the Fuel Pressure Regulator. This
regulator
valve is set at 415 to 450 kPa (60 to 65 psi).
• MUI and EUI This slide shows the difference between the Mechanical Unit Injection
installation (MUI) and current Electronic Unit Injection (EUI) installation in the
differences
cylinder head.
SECONDARY FUEL
FILTER PRESSURE
REGULATOR
ECM
TRANSFER
PUMP
FUEL TANK
PRIMARY
FILTER FUEL
TANK
• Unit injector fuel This view shows the injector and its fuel supply circuit. A larger volume
supply of fuel passes through the injector than is required for injection. This
extra flow is used to cool the injector, which is also surrounded by
coolant.
• ECM: 24 VOLTS
• Six system power The 3500B EUI system has one external and five internal power supplies
supplies with various voltages as shown.
J1
GROUND BOLT (ENGINE)
15 AMP 24 V
J3/P3 MACHINE BREAKER
INTERFACE
8/12/16 CONNECTOR
INJECTORS
113-OR
KEY START
SWITCH
• 24 Volt power supply The power supply to the ECM and the system is drawn from the 24-Volt
machine battery. The principle components in this circuit are:
If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a
diagnostic code is logged. (See the Troubleshooting Guide for complete
details on voltage event logging.)
NOTE: The Ground Bolt and the Machine Interface Connector are
the only power supply components mounted on the engine.
ECM POWER SUPPLY CIRCUIT
• ECM power supply This schematic shows the principle components for a typical 3500B ECM
circuit power supply circuit. Battery voltage is normally connected to the ECM.
However, an input from the key start switch turns on the ECM. Battery
voltage may be checked using the service tool status screen.
Notice the P1/JI and P3/J3 connectors in the circuit (described on the next
slide.)
P2 P1
1 2 3 4 5 6 1 2 3 4 5 6
7 12 7 12
13 18 13 18
19 22 19 22
23 28 23 28
29 34 29 34
35 36 37 38 39 40 35 36 37 38 39 40
A common but vital part of all the power supplies (and sensor circuits)
described to this point is the 40 pin connector.
• J1/J2 40 pin This slide shows the two ECM 40 pin connectors, P1 and P2, looking
connectors from the wire side. The pins highlighted in the P1 connector are for the
ECM power supply circuit.
• J3/P3 40 pin The system also includes the J3/P3, 40 pin Machine Interface Connector.
connector This 40 pin connector transmits the power supply from the machine
wiring to the engine wiring harnesses.
The Troubleshooting Guide identifies the relevant pins for each circuit in
this manner. The J3/P3 connector is identified identically and is also a
part of the system power supply.
SPEED/TIMING SENSOR POWER SUPPLY
12.5 ± 1 VOLTS
P2 J2
ECM
SPEED/TIMING
SENSOR P20 J20
OR A 996-GN 32 +V TIMING
BK B 998-BR 29 DIGITAL RETURN
WH C 999-WH 38 ENGINE SPEED
18 TIMING CAL +
12 TIMING CAL -
P1 J1
• 12.5 Volt power The Speed/Timing Sensor has a dedicated power supply. The ECM
supply from ECM supplies 12.5 ± 1 Volts to the Speed/Timing Sensor.
This power supply is not battery voltage, but is generated and regulated
within 1.0 Volt by the ECM. This power supply and the Speed/Timing
Sensor are vital parts of the EUI system. A failure of the sensor will
result in an engine shutdown.
NOTICE
J56/P56
1 A702-PU 40 SOLENOID 2 POWER
SOL 2
2 F727-BU 11 SOLENOID 2/4 RETURN
3 A704-GN 34 SOLENOID 4 POWER
SOL 4
4 F727-BU
J53/P53
J57/P57
J54/P54
1 A709-OR 37 SOLENOID 9 POWER
SOL 9
2 F730-GY 27 SOLENOID 9/11 RETURN
3 A711-PU 31 SOLENOID 11 POWER
SOL 11
4 F730-GY
J58/P58
• 105 Volt power supply The injectors are supplied with power from the ECM at 105 Volts. For
this reason, precautions must be observed when performing maintenance
around the valve covers.
On the 3512B and 3516B, two of the internal power supplies are used for
the injectors. If a failure occurs, only one bank of injectors could have
failed. On the 3508B, only one of the internal power supplies is used. As
previously mentioned, the same ECM is used on all three configurations.
If an open or a short occurs in the injector circuit, the ECM will disable
that injector. The ECM will periodically try to actuate that injector to
determine if the fault is still present and will disconnect or reconnect the
injector as appropriate.
J21 P21 P1 J1 ECM
+V ANALOG A 36 +V ANALOG SUPPLY
ENGINE COOLANT ANALOG RETURN
ANALOG RETURN B 30
TEMPERATURE SENSOR SIGNAL C
P22 J22
+V ANALOG A
FILTERED OIL
ANALOG RETURN B
PRESSURE SENSOR SIGNAL C
P23 J23
+V ANALOG A
TURBO OUTLET
ANALOG RETURN B
PRESSURE SENSOR SIGNAL C
P25 J25
3500B ANALOG SENSOR
RIGHT TURBO INLET +V ANALOG A
PRESSURE SENSOR
ANALOG RETURN
SIGNAL
B
C
POWER SUPPLY
P27 J27 5 ± 0.5 VOLTS
+V ANALOG A
ATMOSPHERIC
ANALOG RETURN B
PRESSURE SENSOR SIGNAL C
P28 J28
+V ANALOG A
LEFT TURBO INLET B
ANALOG RETURN
PRESSURE SENSOR SIGNAL C
P43 J43
+V ANALOG A
CRANKCASE ANALOG RETURN B
PRESSURE SENSOR SIGNAL C
P48 J48
+V ANALOG A
UNFILTERED OIL
ANALOG RETURN B
PRESSURE SENSOR SIGNAL C
• Provides power to all The Analog Sensor Power Supply provides power to all the analog
analog sensors sensors (pressure and temperature).
• 5 Volt power supply The ECM supplies 5.0 ± 0.5 Volts DC (Analog Supply) through the J1/P1
connector to each sensor.
A power supply failure will cause all analog sensors to appear to fail.
The power supply is protected against short circuits, which means that a
• Power supply
protected against
short in a sensor or a wiring harness will not cause damage to the ECM.
short circuits
THROTTLE
POSITION SENSOR J35 P35 P1 J1 ECM
+V DIGITAL A 29 + V DIGITAL SUPPLY
DIGITAL RETURN B 35 - V DIGITAL RETURN
SIGNAL C
FAN
SPEED SENSOR J84 P84
+V DIGITAL A
DIGITAL RETURN B
DIGITAL SENSOR
SIGNAL C POWER SUPPLY
8 ± 0.5 VOLTS
LEFT EXHAUST
TEMPERATURE SENSOR J30 P30
+V DIGITAL A
DIGITAL RETURN B
SIGNAL C
RIGHT EXHAUST
TEMPERATURE SENSOR J31 P31
+V DIGITAL A
DIGITAL RETURN B
SIGNAL C
• 8 Volt power supply The ECM supplies power at 8 ± 0.5 Volts through the J1/P1 connector to
the following circuits:
WASTEGATE CONTROL
SOLENOID VALVE J41 P41 ECM
P2 J2
SUPPLY A 29 WASTEGATE CONTROL
RETURN B 35 PWM DRIVER & SOLENOID RETURN
The ECM supplies a PWM signal of 0 to 1.04 amps through the J2/P2
connector to the Wastegate Control Solenoid Valve.
• Valve operation tested The solenoid valve and power supply can be tested on the engine using
with ET ET and the Wastegate Position Test. Using the test, the pressure can be
adjusted manually with the ET service tool from minimum to maximum.
Therefore, this function can be used to verify the operation of the ECM,
the power supply and the control valve.
• Valve position read The service tool status screen "Wastegate Position" reading can be used to
with ET show the position with 0% indicating the closed position and minimum
current used, and 100% indicating fully opened with the maximum current
used. This measurement can be used in conjunction with the desired and
actual boost pressures to check the system operation.
➥
3500B ELECTRONIC
This section of the presentation covers the electronic sensors and related
circuits for 3500B EUI fuel systems used in machine applications.
BASIC ENGINE BLOCK DIAGRAM APPLICATION BLOCK DIAGRAM
P26 T/C CONNECTOR ECM
DISCONNECT
J4/P4 THROUGH
GROUND SWITCH
J19/P19 BATTERY
BOLT
J2
J1
8/12/16 GROUND BOLT 15 AMP
24 V
INJECTORS
J3/P3 MACHINE BREAKER
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR THROTTLE 113-OR
COOLANT J21/P21 J48/P48 POSITION J35/P35
UNFILTERED OIL 308-YL KEY START
TEMPERATURE SENSOR
PRESSURE SWITCH
SENSOR SENSOR
GROUND
J32/P32 J22/P22 FILTERED OIL THROTTLE LEVEL
AFTERCOOLER
TEMPERATURE PRESSURE BACK-UP SHUTDOWN
SENSOR SENSOR SWITCH SWITCH
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
LEVEL PRESSURE CYLINDER
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
FUEL FILTER J106/P106 J28/P28 LEFT
TURBOCHARGER ETHER START VALVE
DIFFERENTIAL
PRESSURE SWITCH INLET PRESSURE USER DEFINED SHUTDOWN
+ BATTERY
SENSOR
COOLANT J47/P47 J25/P25 RIGHT TO ELECTRONIC SERVICE
FLOW TURBOCHARGER PRELUBRICATION TOOL CONNECTOR
SWITCH INLET PRESSURE PUMP TO VIMS, EPTC II OR
SENSOR MONITORING SYSTEM
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
EXHAUST PRESSURE SENSOR
ENGINE FAN
TEMPERATURE J29/P29 CRANKCASE P41/J41 CONTROL
SENSOR PRESSURE SOLENOID
SENSOR
RIGHT P31/J31 J103/P103
TURBOCHARGER WASTEGATE
EXHAUST CONTROL SOLENOID
P84/J84
J113/P113 A/C ON
TEMPERATURE OIL RENEWAL
SENSOR CONTROL SOLENOID SWITCH
FAN SPEED SENSOR
• Engine and machine This block diagram shows all the electrical circuits on the engine and the
wiring block diagrams machine (Off-highway Truck). The engine circuits will be described first,
followed by the machine circuits.
On the diagram, the dashed lines divide the engine mounted circuits and
the machine mounted circuits.
SPEED/TIMING SENSOR
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
• Self-adjusting zero The Speed/Timing Sensor is mounted on the rear housing and is
gap sensor self-adjusting during installation.
➥
• No air gap This type of sensor does not have a typical fixed air gap. However, the
sensor is not in direct contact with the timing wheel, but does run with
zero clearance. A Speed/Timing Sensor failure will cause an engine
shutdown.
• Use status screen to The sensor may be functionally checked by cranking the engine and
check output observing the service tool status screen for engine rpm.
A sensor failure will be indicated by the active fault screen on the service
tool. An intermittent failure will be shown in the logged fault screen.
• Dedicated power The sensor has a dedicated power supply. A power supply failure at the
supply ECM will cause the sensor to fail.
• Sensor installation During installation, it is essential to check that the sensor head is not
precautions aligned with a wide slot in the timing wheel. If this condition occurs, the
head will be severed when the engine is started, and some disassembly
may be necessary to remove the debris.
• Calibration required As mentioned earlier, timing calibration is normally performed after the
after these following procedures:
procedures
1. ECM replacement
2. Speed/timing sensor replacement
3. Engine timing adjustment
4. Camshaft, crankshaft or gear train replacement
ANALOG SENSORS
• Coolant temperature sensor
• Aftercooler temperature sensor
• Oil pressure sensors
• Atmospheric pressure sensor
• Turbocharger inlet pressure sensors
• Turbocharger outlet (boost) sensor
• Crankcase pressure sensor
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
COOLANT J21/P21
TEMPERATURE
SENSOR
• Coolant temperature The Coolant Temperature Sensor supplies the temperature signal for the
sensor following functions:
NOTE: All analog sensors use the common analog power supply of
5.0 ± 0.2 Volts.
AFTERCOOLER TEMPERATURE SENSOR
P26 T/C CONNECTOR ECM
J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
COOLANT J21/P21
TEMPERATURE
SENSOR
AFTERCOOLER J32/P32
TEMPERATURE
SENSOR
• Aftercooler The Aftercooler Temperature Sensor is mounted at the rear of the block
temperature sensor (Off-highway Truck) and measures coolant temperature in the aftercooler
circuit.
• Fan control reference The ECM uses the sensor signal as a reference for the fan control. When
temperature high aftercooler temperatures are reached, the cooling fan speed is
increased. Very high aftercooler temperatures will cause a VIMS warning
event to be logged.
NOTE: This sensor measures the ability of the aftercooler to cool the
air sufficiently for combustion. As a general rule, for every 1 degree
that the combustion air is reduced in temperature, the exhaust will be
reduced by approximately 3 degrees. High inlet manifold
temperatures can significantly shorten the life of exhaust system
components (i.e. exhaust manifolds, valves, turbochargers and
pistons). High temperatures will cause a loss of power also.
OIL PRESSURE SENSORS
P26 ECM
T/C
J4/P4 THROUGH
CONNECTOR
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS J3/P3 MACHINE
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
• Oil pressure sensors Three pressure sensors are used for the measurement of oil pressure:
➥
LUBRICATION OIL PRESSURE CALCULATIONS
Oil pressure [oil press (A) - atmospheric (A)] = Oil pressure (GP)
Oil filter restriction [Unfiltered oil press - Filtered oil press] = Differential pressure (∆P)
These measurements are used to determine oil pressure for the ET service tool and for the dash display
to alert the operator that an abnormal condition exists. The sensor operating range is 0 to 1000 kPa
(0 to 144 psi) (A).
Two lubrication oil pressure sensors are installed on this engine. One sensor measures pressure before
the oil filter, and the other sensor measures pressure after the filter. These sensors are used together to
calculate oil filter restriction (∆P).
OIL PRESSURE MAP
340 49.3
320 46.4
300 43.5
280 40.6
OIL PRESSURE IN kPa
240 34.8
220 31.9
200 29
180 26.1
160 23.2
140 20.3
120 17.4
100 14.5
80 11.6
60 8.7
600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
ENGINE RPM
kPa x 0.145 = PSI
• Oil pressure map Engine oil pressure varies with engine speed. As long as oil pressure
increases above the upper line after the engine has been started and is
• Determines correct running at low idle, the ECM reads adequate oil pressure. No faults are
pressure for all rpm indicated and no logged event is generated. A delay (de-bounce time)
built into the system prevents false events from being logged after start-up
or after a filter change.
If the engine oil pressure decreases below the lower line, the following
occurs:
• Low oil pressure trips - An event is generated and logged in the permanent ECM memory.
these functions
- A Category 3 Warning (alert indicator, action lamp and alarm) is
generated on the VIMS and Caterpillar Monitoring System.
- The engine is derated (if so equipped) to alert the operator.
The width of the pressure band between the two lines is sufficient to
prevent multiple alarms and events or a flickering warning lamp. (This
pressure separation is referred to as hysteresis.)
ATMOSPHERIC PRESSURE SENSOR
P26 ECM
J4/P4 THROUGH T/C
J19/P19 CONNECTOR
J2
8/12/16 J1
INJECTORS GROUND BOLT
P20/J20
SPEED/TIMING
SENSOR
• Atmospheric pressure All pressure measurements require the atmospheric pressure sensor to
sensor calculate gauge pressure. All pressure sensors in the system measure
absolute pressure. The sensors are used individually in the case of
atmospheric pressure (absolute pressure measurement). They are used in
pairs to calculate gauge pressures (oil and boost) and filter restriction.
• Used to calculate All the pressure sensor outputs are matched to the Atmospheric Pressure
gauge pressure Sensor output during calibration. Calibration can be accomplished
automatically using the ET service tool or by turning on the key start
• Two methods used to switch without starting the engine for five seconds. The Atmospheric
calibrate sensors Pressure Sensor performs four main functions:
A foam filter is installed below the sensor to prevent the entry of dirt.
ENGINE POWER DERATING MAP
ACCORDING TO ATMOSPHERIC PRESSURE
100% 7,500
PERCENT OF FULL LOAD POWER
98% 8,210
96% 8,920
94% 9,630
ALTITUDE IN FEET
92% 10,340
90% 11,050
88% 11,760
86% 12,470
84% 13,180
82% 13,890
80% 14,600
78% 15,310
76% 16,020
74% 16,730
72% 17,440
77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53
The graph shown here describes how derating on a typical 3500B starts at
7500 ft. and continues linearly to a maximum of 17000 ft. Other engines
may start between 4000 and 12000 ft. depending on the application.
The advantage of the EUI system is that the engine always operates at the
• System continually correct derating setting at all altitudes. The system continually adjusts to
adjusts to optimum the optimum setting regardless of altitude, so the engine will not exhibit a
power setting lack of power or have smoke problems during climbs or descents to
different altitudes.
J2
J1
8/12/16
GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
TURBOCHARGER
COOLANT
J21/P21 J48/P48 UNFILTERED OIL INLET
TEMPERATURE
SENSOR
PRESSURE
SENSOR
PRESSURE
J32/P32 J22/P22 FILTERED OIL SENSORS
AFTERCOOLER
TEMPERATURE PRESSURE
SENSOR SENSOR
J27/P27
ATMOSPHERIC
PRESSURE
SENSOR
J28/P28 LEFT
TURBOCHARGER
INLET PRESSURE
SENSOR
J25/P25 RIGHT
TURBOCHARGER
INLET PRESSURE
SENSOR
• Turbo inlet pressure The Turbocharger Inlet Pressure Sensor is used with the Atmospheric
sensor Pressure Sensor to measure air filter restriction. This function is known as
Automatic Air Filter Compensation.
• Sensors enable These two sensors are used to enable the Automatic Air Filter
automatic air filter Compensation function by measuring the differential pressure across the
compensation
filter.
• Back-up to the The Turbocharger Inlet Pressure Sensor is also used as a back-up to the
atmospheric pressure Atmospheric Pressure Sensor for Automatic Altitude Compensation.
sensor for altitude
Depending on the inlet and air filter configuration, some applications may
have two inlet pressure sensors (i.e. separate left and right systems with
no connecting balance pipe).
P26 T/C CONNECTOR ECM
J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
J21/P21 J48/P48
TURBOCHARGER
COOLANT UNFILTERED OIL
TEMPERATURE PRESSURE OUTLET
SENSOR SENSOR
PRESSURE
AFTERCOOLER J32/P32 J22/P22 FILTERED OIL
TEMPERATURE PRESSURE
SENSOR
SENSOR SENSOR
J27/P27
ATMOSPHERIC
PRESSURE
SENSOR
J28/P28 LEFT
TURBOCHARGER
INLET PRESSURE
SENSOR
J25/P25 RIGHT
TURBOCHARGER
INLET PRESSURE
SENSOR
J23/P23
TURBOCHARGER
OUTLET
PRESSURE SENSOR
• Turbocharger outlet The Turbocharger Outlet Pressure Sensor measures absolute pressure
pressure sensor downstream of the aftercooler. Boost (gauge) pressure can be read with
the ET service tool. This measurement is a calculation using the
Atmospheric Pressure and the Turbocharger Outlet Pressure Sensors.
A failure of this sensor will cause the ECM to default to a zero boost
condition. This failure can result in a 60% loss in engine power.
• Air/fuel ratio control The function of the sensor is to enable the Air/Fuel Ratio Control which
reduces smoke, emissions and maintains engine response during
acceleration. The system utilizes manifold pressure and engine speed to
control the air/fuel ratio. Engine fuel delivery is limited according to a
map of gauge turbo outlet pressure and engine speed.
• Air/fuel ratio control is The Air/Fuel Ratio Control setting is adjustable on 3500B machine
adjustable with ET applications using the ET service tool.
P26 T/C CONNECTOR ECM
J4/P4 THROUGH
J19/P19
J2
J1
8/12/16
GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
J29/P29 CRANKCASE
PRESSURE
SENSOR
• Crankcase pressure The ECM uses gauge pressure measured from the Crankcase Pressure
sensor Sensor and the Atmospheric Pressure Sensor to determine whether
crankcase pressure is excessive.
The ECM will warn the operator of possible damaging conditions and
record adverse conditions in the memory.
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
LOW OIL
J105/P105 J27/P27
ATMOSPHERIC
ENGINE
LEVEL PRESSURE
SENSOR
SWITCHES
SWITCH
J29/P29 CRANKCASE
PRESSURE
SENSOR
• Low oil level switch The Low Oil Level Switch signals the ECM if the engine oil level
decreases below a predetermined level. The ECM then warns the operator
of possible damaging conditions and logs an event.
• Filter differential The Filter Differential Pressure Switch signals the ECM if the pressure
pressure switch across engine fuel filter is excessive and the filter needs to be changed.
• Coolant flow switch The Coolant Flow Switch provides the operator with a warning if a
failure in the coolant circuit causing no flow occurs. The switch contacts
are normally open with no flow.
EUI SWITCH CIRCUITS
ECM
P1 J1
J105 P105
LOW OIL
SIGNAL 1 F719-BR 24 LOW OIL LEVEL
LEVEL
DIGITAL RETURN 2 998-BR
SWITCH
J47 P47
COOLANT
SIGNAL 1 412-BU 26 COOLANT FLOW
FLOW DIGITAL RETURN 2 998-BR 29 DIGITAL RETURN
SWITCH
• Coolant flow switch The Coolant Flow Switch, like the Oil Level Switch, is a passive sensor
(i.e. no power supply) which means that the ECM cannot determine if the
switch or associated circuit has failed. A system problem could be
determined if coolant flow is indicated with the engine stopped or if no
coolant flow is indicated with the engine running.
• Switch functions The functions of these switches may be checked using the status screen.
checked with status The Coolant Flow Switch should indicate if flow is present. This function
screen should be checked both with the engine running and stopped.
DIGITAL SENSORS AND CIRCUITS
• Wastegate control
• Exhaust temperature
• Throttle position
The following digital sensors and circuits are used on the 793C EUI fuel
system:
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
LOW OIL
J105/P105 J27/P27
ATMOSPHERIC
WASTEGATE
LEVEL PRESSURE
SENSOR
CONTROL
SWITCH
J29/P29 CRANKCASE
PRESSURE
SENSOR
WASTEGATE
CONTROL SOLENOID
• Wastegate control The ECM controls turbocharger boost (on the 793C) with the Wastegate
Control Solenoid.
The ECM varies the current level to the solenoid to maintain the desired
boost pressure. This current, expressed as a percentage (0 to 100%), can
be monitored with ET on the status screen. The ET service tool also
allows the wastegate to be manually operated for testing purposes.
• Wastegate control Both desired and actual boost pressures can be monitored. If high boost
solenoid current pressure is detected, a warning is generated and the engine is derated for
monitoring
protection against excessive cylinder pressure. A lower than normal boost
pressure will also cause a warning to be generated.
P26 T/C CONNECTOR ECM
J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
The ECM uses the sensors to warn the operator of possibly damaging
conditions and logs an event in the memory.
• ECM derates with An engine derate occurs on Off-highway Trucks if excessive exhaust
excessive exhaust temperatures are reached.
temperature
P26 T/C CONNECTOR ECM
J4/P4 THROUGH DISCONNECT
J19/P19 GROUND SWITCH BATTERY
BOLT
J2
J1
8/12/16 GROUND BOLT 15 AMP
24 V
INJECTORS
J3/P3 MACHINE BREAKER
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
COOLANT J21/P21 J48/P48 UNFILTERED OIL POSITION J35/P35 308-YL KEY START
TEMPERATURE PRESSURE SENSOR
SWITCH
SENSOR SENSOR
J32/P32 J22/P22 FILTERED OIL
AFTERCOOLER
TEMPERATURE PRESSURE
SENSOR SENSOR
J105/P105 J27/P27
THROTTLE
LOW OIL ATMOSPHERIC
LEVEL PRESSURE POSITION
SWITCH SENSOR
LEFT
SENSOR
FUEL FILTER J106/P106 J28/P28
DIFFERENTIAL TURBOCHARGER
PRESSURE SWITCH INLET PRESSURE
SENSOR
COOLANT J47/P47 J25/P25 RIGHT
FLOW TURBOCHARGER
SWITCH INLET PRESSURE
SENSOR
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
EXHAUST PRESSURE SENSOR
TEMPERATURE
SENSOR
RIGHT P31/J31 J29/P29 CRANKCASE
TURBOCHARGER PRESSURE
EXHAUST SENSOR
TEMPERATURE
SENSOR WASTEGATE
CONTROL SOLENOID
• Throttle position The Throttle Position Sensor provides engine speed control for the
sensor operator.
At engine start-up, the engine rpm is set to low idle for two seconds to
allow an increase of oil pressure before the engine is accelerated.
• 8 Volt digital sensor The Throttle Position Sensor receives 8 Volts from the Digital Sensor
power supply Power Supply at the ECM.
The Throttle Position Sensor is shown on the machine wiring side of the
diagram.
DUTY = 10%
CYCLE
OFF
50%
ON
DUTY = 50%
CYCLE
OFF
1 CYCLE
90%
ON
DUTY = 90%
CYCLE
OFF
DUTY CYCLE = PERCENT OF TIME ON VS PERCENT OF TIME OFF
• Throttle position A Pulse Width Modulated (PWM) output signal is sent from the Throttle
sensor signal Position Sensor to the ECM. A PWM signal eliminates the possibility of
an erroneous throttle signal due to a short causing a possible "runaway."
• Control defaults to If a signal problem occurs, the control defaults to the desired engine speed
low idle with invalid of low idle. If the ECM detects an out-of-normal range signal, the ECM
signal
ignores the Throttle Position Sensor signal and defaults to low idle.
• Pulse width
The sensor output is a constant frequency Pulse Width Modulated (PWM)
modulated (PWM) signal to the ECM. For example, the Off-highway Truck sensor produces
signal a duty cycle of 10 to 22% at the low idle position and 44 to 52% at the
high idle position. The duty cycle can be read with some VOM's. The
percent of duty cycle is translated into a throttle position of 0 to 100% by
the ECM and can be read on the ET status screen.
Other applications differ in PWM values for low and high idle. These
values can be found in the Troubleshooting Guide for the appropriate
application.
P26 T/C CONNECTOR ECM
J4/P4 THROUGH DISCONNECT
GROUND SWITCH BATTERY
J19/P19
J2 BOLT
J1
8/12/16 GROUND BOLT 15 AMP
24 V
INJECTORS
J3/P3 MACHINE BREAKER
P20/J20 INTERFACE
SPEED/TIMING CONNECTOR
SENSOR
THROTTLE 113-OR
COOLANT J21/P21 J48/P48 UNFILTERED OIL POSITION J35/P35 308-YL KEY START
TEMPERATURE PRESSURE SENSOR
SWITCH
SENSOR SENSOR
J32/P32 J22/P22 FILTERED OIL THROTTLE
AFTERCOOLER
TEMPERATURE PRESSURE BACK-UP
SENSOR SENSOR SWITCH
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
LEVEL PRESSURE
SWITCH SENSOR
• Throttle back-up The Throttle Back-up Switch provides a "limp home" mode in the event
switch that the Throttle Position Sensor becomes inoperative.
• Throttle back-up If the ECM detects either an invalid or no signal from the Throttle
activated with TPS Position Sensor, the Throttle Back-up Switch is automatically activated.
fault When activated, the operator may operate the switch to raise the engine
speed to 1200 rpm for as long as the switch is operated. If the Throttle
Position Sensor signal is received again, the switch is deactivated.
P26 T/C CONNECTOR ECM
J4/P4 THROUGH DISCONNECT
J19/P19 GROUND SWITCH BATTERY
J2 BOLT
J1
8/12/16 GROUND BOLT 15 AMP
24 V
INJECTORS
J3/P3 MACHINE BREAKER
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
COOLANT J21/P21 J48/P48 UNFILTERED OIL POSITION J35/P35 308-YL KEY START
TEMPERATURE PRESSURE SENSOR
SWITCH
SENSOR SENSOR
GROUND
J32/P32 J22/P22 FILTERED OIL LEVEL
AFTERCOOLER THROTTLE
TEMPERATURE PRESSURE BACK-UP SHUTDOWN
SENSOR SENSOR SWITCH SWITCH
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
LEVEL PRESSURE
SWITCH SENSOR
J47/P47 J25/P25
SENSOR LEVEL
COOLANT RIGHT
FLOW TURBOCHARGER SHUTDOWN
SWITCH INLET PRESSURE
SENSOR SWITCH
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
EXHAUST PRESSURE SENSOR
TEMPERATURE
SENSOR
RIGHT P31/J31 J29/P29 CRANKCASE
TURBOCHARGER PRESSURE
EXHAUST SENSOR
TEMPERATURE
SENSOR WASTEGATE
CONTROL SOLENOID
• Ground level The Ground Level Shutdown Switch is connected to the ECM through the
shutdown switch machine and engine wiring harnesses.
The switch signals the ECM to cut electrical power to the injectors, but
maintains power to the ECM.
This feature also enables the engine to be cranked without starting for
maintenance purposes.
J3 P2 J2
ECM
USER SHUTDOWN
12 1 USER SHUTDOWN
DEVICE
• User defined The User Defined Shutdown feature (if installed) may be used to connect
shutdown input another device to the system to shut down the engine (such as a customer
installed fire suppression system). When the shutdown input is grounded
for one second, the engine will stop running. The input must be pulled
down below 0.5 Volts before the ECM will recognize the shutdown signal.
P37 J37
315-GN 317-YL 317-YL
1
2
ETHER ON RELAY
START AID 200-BK ETHER
F707-WH RESISTOR
SOLENOID VALVE
315-GN K984-GY
The ECM controls the use of ether for cold starting. The ECM uses inputs
from the speed/timing and coolant temperature sensors to determine the
need for ether.
The ECM cycles the ether for three seconds on and three seconds off.
• Ether injection
parameters
Actual flow is determined by engine speed and temperature. Ether
injection is disabled when the coolant temperature exceeds 10°C (50°F) or
engine speed exceeds 1200 rpm.
A manual mode allows ether injection when the above parameters permit.
In the manual mode, a continuous flow of ether is injected. The ether
injection status can be read on the ET status screen.
PRELUBRICATION SYSTEM
ECM
P1 J1
F709-BU 34 PRELUBRICATION
998-BR 29 DIGITAL RETURN
+ 140-BU
337-WH
1
PRELUBRICATION
2
+24V PRELUBRICATION MOTOR
RELAY 200-BK
MOTOR
PUMP
RELAY
Prelubrication System
• ECM controls prelube The ECM controls the prelubrication system (if installed). This system
system uses the coolant temperature, engine speed and oil pressure as its
references to determine the need for prelubrication.
The system is activated when the key start switch is turned to the start
position. The system prevents starter motor engagement until the oil
pressure increases.
LOGGED EVENTS
Logged Events
- Filter restriction
A list of possible events for the 3500B engine is included on the next
page.
• Engine events Some of the parameters listed in this presentation are used in the ET
events list. They are as follows: