Engine Electronic Control System

 3408E/3412E HEUI electronic control system component diagram

 Engine ECM analyzes inputs and sends output signals

Shown is the electronic control system component diagram for the 3412E HEUI engines used
in the "D" Series Off-highway Trucks. The engine Electronic Control Module (ECM)
controls fuel injection.

Many electronic signals are sent to the engine ECM by sensors, switches and senders. The
engine ECM analyzes these signals and sends signals to various output components. Output
components can be relays, lamps, other controls or solenoids. For example, based on the
various input signals, the engine ECM determines when and for how long to energize the
injector solenoids. When the injector solenoids are energized determines the timing of the
engine. How long the solenoids are energized determines the engine speed.

775D (3412E): gross power 541 kW (725 hp)

net power 517 kW (693 flywheel hp)

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 Engine ECM (arrow):
- Controls fuel injection
- Controls other systems
- Has two 40-pin connectors
- Cooled by fuel
 Personality modules and flash files

The engine ECM (arrow) located on top

of the engine controls fuel injection and
some other systems. Other systems
controlled by the engine ECM include:
- Ether injection
- Engine starting function
- Engine oil pre-lubrication
- Variable speed fan control
The engine ECM has two 40-pin connectors. The connectors are identified as "J1" and "J2."
Be sure to identify which connector is the J1 or J2 connector before performing diagnostic
tests. The engine ECM is cooled by fuel. Fuel flows from the fuel transfer pump through the
ECM to the secondary fuel filters.

Occasionally, Caterpillar will make changes to the internal software (personality module)
that controls the performance of the engine. These changes can be performed by physically
installing a new personality module, located below the ECM, or by using the WinFlash
program that is part of the laptop software program Electronic Technician (ET). ET is used to
diagnose and program the electronic controls used in Off-highway Trucks. If using the
WinFlash program, a "flash" file must be obtained from Caterpillar and uploaded into the
existing ECM personality module.

 Input sensors: 1. Fuel temperature sensor 2. Atmospheric pressure sensor

 Two methods used to calibrate sensors
3. Engine oil pressure sensor
4. Engine oil temperature sensor
 Cold mode and elevated low idle
 Ether injection uses oil temperature
 Pull-up Voltage
 Pull-up Voltage test

Shown are some of the sensors that

provide input signals to the engine
ECM. The fuel temperature sensor (1) is
located in the fuel lines before the fuel
enters the fluid supply manifolds to the
injectors. The ECM uses the fuel
temperature measurement to make
corrections to the fuel rate and maintain
power regardless of fuel temperature
(within certain parameters). This feature

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 is called "Fuel Temperature Compensation." The atmospheric pressure sensor (2) is located
in the high-pressure pump mounting bracket. The engine ECM uses the atmospheric pressure
sensor as a reference for calculating boost and air filter restriction and for derating the engine
at high altitudes (maximum derate of 24%). All pressure sensors (except injection actuation
pressure) in the system measure absolute pressure and, therefore, require the atmospheric
sensor to calculate gauge pressure.
All the pressure sensor output signals are matched to the atmospheric pressure sensor output
signal during calibration. Calibration can be accomplished using the ET service tool or by
turning on the key start switch without starting the engine for five seconds.
The engine oil pressure sensor (3) is located in the high pressure hydraulic pump. Engine oil
pressure varies with engine speed. If the engine oil pressure is less than 44 kPa (6.4 psi) at
low idle to less than 250 kPa (36 psi) at high idle, the engine ECM will log an event that
requires a factory password to clear.
The engine (oil temperature sensor) (4) is located in the high-pressure hydraulic pump. The
ECM to compensate for the effects of oil temperature on fuel injector timing and fuel
delivery uses the engine oil temperature sensor. This compensation provides consistent
engine operation throughout a variety of operating temperatures.
Cold start protection with Cold Mode Timing is activated when the oil temperature decreases
below a preset value of 60°C (140°F). The engine ECM provides an elevated engine idle
speed of 1000 rpm for 14 minutes when the engine oil temperature is below 60°C (140°F).
Increasing the low idle speed helps prevent incomplete combustion and overcooling. To
temporarily reduce the elevated idle speed, the operator can release the parking brake or
depress the throttle momentarily, and the idle speed will decrease to LOW IDLE for 10
minutes. The ether injection system uses the engine oil temperature sensor as its temperature
reference. The engine ECM will provide a "Pull-up Voltage" to the signal circuit of most
sensors when the ECM senses an OPEN circuit. Frequency sensors do not receive a Pull-up
Voltage.

1. Secondary speed/timing sensor

2. IAP control valve - Injection Actuation Pressure Control Valve

The IAP control valve is used to change

the swashplate angle of the high-pressure
hydraulic pump. Changing the swashplate
angle of the pump allows the ECM to
control the amount of pressure that is used
to inject fuel into the engine.

1. Coolant temperature sensor

2. Turbocharger outlet pressure sensor

The engine “coolant temperature sensor” (1) is

located in the front right cylinder head. The ECM
to control various functions uses this sensor. The

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turbocharger “outlet pressure sensor” (2) sends an input signal to the ECM. The ECM
compares the value of the turbo outlet pressure sensor with the value of the atmospheric
pressure sensor and calculates boost pressure.

Turbocharger inlet pressure sensor (arrow)

The turbocharger inlet pressure sensor
(arrow) is located in a tube between the
air cleaners and the turbochargers. The
engine ECM uses the turbocharger inlet
pressure sensor in combination with the
atmospheric pressure sensor to
determine air filter restriction. The
ECM provides the input signal to the
Caterpillar Monitoring System, which
informs the operator of the air filter
restriction.
If air filter restriction exceeds 7.5 kPa
(30 in. of water), an air filter restriction
event will be logged, and the ECM will derate the fuel delivery (maximum derating of 20%)
to prevent excessive exhaust temperatures.

1. Engine oil “quick fill” connector

2. Auxiliary start receptacle
3. Alternator
4. Air conditioning compressor

Shown is the left side of the engine

compartment. Engine oil can be
added at the “quick fill” oil change
connector (1).
A jumper cable with mating
receptacle connectors can be
connected at the auxiliary start
receptacle (2). The auxiliary start
receptacle provides a safe way to
connect to another machine or battery
jumping source.
The alternator (3) and the air
conditioning compressor (4) are also
located on the left side of the engine.

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Cooling system

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 The 775D use conventional core radiator
1. Radiator cap
2. Pressure relief valve

A pressure relief valve (2) prevents the

cooling system from becoming over
pressurized. Cooling system pressure
should be between 55 and 110 kPa (8
and 16 psi). Raising the pressure raises
the boiling point. If the pressure is
inadequate, the coolant will boil over
and the engine will overheat.

1. Cooling system water pump

2. Bypass tubes
3. Cooling system thermostat housing

The cooling system water pump (1) is

located on the right front of the engine.
The pump draws coolant from the
bypass tubes (2) until the temperature
regulators (thermostats) open. Each of
the thermostats is located in a housing
(3). When the thermostats are open,
coolant flows through the radiator to
the water pump inlet. If the cooling
system temperature increases above
107°C (226°F), the engine ECM will
log an event that requires a factory
password to clear.

1. Aftercooler • Oil coolers: 2. Engine 3. Hoist and brake

4. Transmission and torque converter
Coolant flows from the water pump
past the coolant flow warning switch.
The coolant flow switch sends an
input signal to the engine ECM. The
engine ECM provides the input signal
to the Caterpillar Monitoring System,
which informs the operator of the
coolant flow status. If the engine
ECM detects a low coolant flow

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condition, a low coolant flow event will be logged. Coolant also flows through the engine
Aftercooler (1) and the three oil coolers located on the engine. The three oil coolers located
on the right side of the engine are: - Engine (2) - Hoist and brake (3) - Transmission and
torque converter (4)
Coolant flows from the oil coolers to the engine cylinder block. Coolant flows through the
engine block and the cylinder heads. From the cylinder heads, the coolant returns to the
temperature regulators and either goes directly to the water pump through the bypass tubes or
to the radiator (depending on the temperature of the coolant).

Lubrication System

1. Engine oil cooler bypass valve

2. Engine oil cooler
3. Engine oil filters
4. Engine oil S•O•S tap

The engine oil pump is located in the

engine oil pan. The pump draws oil
from the oil pan through a screen. The
relief valve for the lubrication system
is located on the pump.
Oil flows from the pump through an
engine oil cooler “bypass valve” (1) to
the engine oil cooler (2). The bypass
valve for the engine oil cooler permits oil flow to the system during cold starts when the oil
is thick or if the cooler is plugged.

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 Oil flows from the engine oil cooler through the engine oil filters (3) and enters the engine
cylinder block to clean, cool and lubricate the internal components and the turbochargers.
Engine oil samples can be taken at the Scheduled Oil Sampling (S•O•S) tap (4) located on
the front of the oil filter base.

1. Inlet supply tube

2. High pressure hydraulic pump
3. Priming port
4. Engine oil pressure sensor
5. Engine oil temperature sensor
After the lubricating oil flows through
the cooler and the oil filters, the oil flows
from the left side of the engine front
cover, through the inlet supply tube (1),
to the high pressure hydraulic pump (2).
The pump is a variable displacement,
piston-type pump used to pressurize the
HEUI injectors for fuel injection.
Priming the pump with oil after replacement is extremely important to prevent slipper pad
overheating. Pump failure or damage will occur due to lack of lubrication if the case is not
filled with oil during replacement.
The priming port (3) is located adjacent to the inlet tube and is the rearmost of the two plugs.
The front plug is the case drain passage and is vented over the pump drive gears. Therefore,
the front plug should not be used for priming. Remove the plug from the priming port and fill
the compartment with oil. The engine “oil pressure sensor” (4) and the engine oil temperature
sensor (5) are located on the high-pressure hydraulic pump. If the engine oil pressure is less
than 44 kPa (6.4 psi) at LOW IDLE or less than 250 kPa (36 psi) at HIGH IDLE, the engine
ECM will log an event. During normal operation, oil pressure should be a minimum of 220
kPa (32 psi) at LOW IDLE and a minimum of 275 kPa (40 psi) at FULL LOAD.

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 Fuel System

 Fuel tank
1.Fuel level sight gauge

 Fuel level sender

2. Condensation drain valve

1.Primary fuel filter

2. Fuel priming pump
3. Water separator drain valve

Fuel is pulled from the fuel tank

through the primary fuel filter (1) by
the fuel transfer pump located on the
rear of the high-pressure oil pump. The
primary fuel filter has a 30 micron
rating. A fuel priming pump (2) is
located on top of the primary fuel
filter. The fuel priming pump is used
to fill the filters after they are changed.
A water separator cup is located on the
bottom of the primary fuel filter.
Condensation should be drained daily
from the water separator cup through the drain valve (3).

1. Fuel transfer pump & Fuel transfer pump bypass valve

2. Secondary fuel filters
• Extra fuel used to cool injectors
3. Fuel temperature sensor
The fuel transfer pump (1) contains a
bypass valve to protect the fuel
system components from excessive
pressure. Fuel flows from the transfer
pump, through the engine ECM, to the
secondary fuel filters (2). The
secondary fuel filters have a 2-micron
rating.
Fuel flows from the secondary fuel
filters, through the fluid supply
manifolds, to the Hydraulic Electronic
Unit Injection (HEUI) fuel injectors.
The injectors receive four times the
amount of fuel needed for injection. The extra fuel is used for cooling. Any excess fuel not
injected flows through the fuel pressure regulator and returns to the fuel tank.

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The fuel temperature sensor (3) is located in the fuel lines before the fuel enters the fluid
supply manifolds to the injectors. The ECM uses the fuel temperature measurement to make
corrections to the fuel rate and maintain power regardless of fuel temperature (within certain
parameters). This feature is called "Fuel Temperature Compensation.”

Fuel pressure regulator (arrow)

Fuel from the fluid supply manifolds

flows through the fuel pressure regulator
(arrow) before returning to the fuel tank.
The fuel pressure regulator controls fuel
pressure.

Fuel is pulled from the fuel tank through

the primary fuel filter by the fuel transfer

pump located on the rear of the high-pressure oil pump. A fuel-priming pump is located on
top of the primary fuel filter. The fuel priming-pump is used to fill the filters after they are
changed.
A water separator cup is located on the bottom of the primary fuel filter. Condensation
should be drained daily from the water separator cup.
Fuel flows from the transfer pump through the engine ECM to the secondary fuel filters.
Fuel flows from the secondary fuel filters, through the fluid supply manifolds, to the
Hydraulic Electronic Unit Injection (HEUI) fuel injectors. The injectors receive four times
the amount of fuel needed for injection. The extra fuel is used for cooling. Any excess fuel
not injected flows through the fuel pressure regulator and returns to the fuel tank. The fuel
pressure regulator controls fuel pressure.

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 Air Induction and Exhaust System
• Engine air intake system components:
1. Precleaner bowls
2. Primary element
3. Secondary element
Shown are the air intake system
components. The engine receives clean
air through the two air filters located
on the right front platform. Located
above the air filter housings are the
precleaner bowls (1). Check the level
of dirt accumulation in the precleaner
bowls. Empty the precleaner bowls
when the dirt level reaches the full
mark.
Two filter elements are installed in the
filter housings. The large element is
the primary element (2) and the small
element is the secondary element (3).
Any restriction caused by plugged filters can be checked at the (air filter restriction) alert
indicator on the Caterpillar Monitoring System message center (see Slide No. 36). The alert
indicator lights when the filter restriction is approximately 7.5 kPa (30 in. of water).
A turbocharger inlet pressure sensor (see Slide No. 60) is located in a tube between the air
cleaners and the turbochargers. The engine ECM uses the turbocharger inlet pressure sensor
in combination with the atmospheric pressure sensor to determine air filter restriction.

3412E exhaust system

Shown is the exhaust system for a

3412E engine with twin
turbochargers.
The exhaust gasses drive the
turbochargers from the cylinders. The
exhaust gasses enter the turbochargers
and turn the turbine wheels, which are
connected to the compressor wheels.
Exhaust gasses then flow through the
exhaust piping and the muffler.
The engine receives clean air through
the two air filters located on the right
front platform. The clean air from the filters enters the turbochargers. The turbochargers
compress the air with the compressor wheel, which is connected to and driven by the turbine
wheel. The compressed air from the turbochargers flows to the aftercooler. After the
aftercooler cools the air, the air flows to the cylinders and combines with the fuel for
combustion.

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