Service Training July 2002

ELECTRONIC ENGINE CONTROLS

Nigel Wilkinson
C-9 ENGINE
SYSTEMS AND CONTROLS
SLIDES AND SCRIPT
AUDIENCE
Level II--Service personnel who understand the principles of engine systems operation, diagnostic
equipment, and procedures for testing and adjusting.

CONTENT
This presentation is designed to prepare a service technician to identify the components, explain their
function, and service the C-9 Engine in all machine and industrial applications.

OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. Locate and identify the major components in the C-9 engine systems.
2. Explain the functions of the major components in the C-9 engine systems.
3. Trace the flow of fuel and oil through the fuel system.
4. Trace the flow of current through the engine electrical system.

PREREQUISITES
Interactive Video Course "Fundamentals of Electrical Systems" (CD ROM) TEMV9002
Service Technician Workbench Tutorial (CD ROM included with STW software) NEHS0812
Caterpillar Machine Electronics Course (Five Modules) SEGV3001 - SEGV3005
Caterpillar HEUI HI300B Fuel System (CD ROM) RENR1392

Prior training in systems operation and testing and adjusting procedures for electronic engines should be
completed before participating in this training session. Additionally, the participants should have PC
skills including training in the current Windows™ operating system and the most current Electronic
Technician (ET) software.

Three serviceman's handouts are provided with this STMG. However, as this publication is available
electronically, it can be printed in color and used selectively or totally, in the class as a handout. This
feature will enable the student to follow the presentation and make notes in the book.

This publication is not available in paper form and is only available from the intranet at this time.

Estimated Time: 8 Hours

Visuals: 72 Electronic Slides
Date: 07/2002

© 2002 Caterpillar Inc.

C-9 Engine -3-
07/02

SUPPLEMENTARY TRAINING MATERIAL

Brochure "Service Technician Workbench" NELG5028
Brochure "Caterpillar Electronic Technician" NEDG6015

Service Technician Workbench Tutorial (Included with STW software) NEHS0812

Caterpillar HEUI Fuel System (Interactive CD ROM) RENR1392

RECOMMENDED C-9 ENGINE TOOLING

Software and Manuals
Caterpillar Service Tool Software/Getting Started Guide - Service Technician Workbench NEHS0796
or Caterpillar Service Tool Software/Getting Started - Caterpillar Electronic Technician JEBD3003
Caterpillar Service Tool Software/Users Manual- Communication Adapter II NEHS0758

Mechanical Tools
C-9 Tool Kit (contains all C-9 special tools) 196-3165
Engine Turning Tool 9S-9082
Engine Turning Tool (for tractors) 208-0888

Electronic Tools
Laptop computer
Communication Adapter II (Group) 171-4400
Cable, PC to Communication Adapter 96-0055
Cable, Communication Adapter to Machine 160-0133
Caterpillar Digital Multimeter 146-4080
Three Pin DT Breakout Harness 7X-6370
Cable Probes 7X-1710
Auxiliary ECM Power Supply Harness 167-9225
Timing Calibration Probe (Magnetic Pickup) 6V-2197
Timing Calibration Probe Adapter Sleeve 7X-1171
Timing Calibration Probe Cable 7X-1695

REFERENCES
Systems Operation Testing and Adjusting "C-9 Industrial Engines" SENR9598-02
Systems Operation Testing and Adjusting "C-9 Engine for Caterpillar Built Machines" SENR9501
Troubleshooting Manual "C-9 Engine for Caterpillar Built Machines" D6R Tractor SENR9503
Disassembly and Assembly "C-9 Engines for Caterpillar Built Machines" SENR9502
Specifications Manual "C-9 Engines for Caterpillar Built Machines" SENR9500
Diagnostic Cables and Harnesses NEHS0822
C-9 Engine -4-
07/02

TABLE OF CONTENTS

INTRODUCTION TO SYSTEMS OPERATION

Introduction ......................................................................................................................5
Lab Exercise ...................................................................................................................23

SYSTEM POWER SUPPLIES

Introduction ....................................................................................................................27
ECM Power Supply .......................................................................................................28
Injector and Compression Brake Power Supply ............................................................32
Hydraulic Pump Control Valve Power Supply ...............................................................33
Analog Sensor Power Supply ........................................................................................34
Digital Sensor Power Supply .........................................................................................35
Air Intake Heater Power Supply .....................................................................................36
Service Tool Power Supply.............................................................................................37
Lab Exercise ...................................................................................................................38

ELECTRONIC CONTROL SYSTEM

Introduction.....................................................................................................................41
Fuel Injection .................................................................................................................44
Fuel Injection Control System .......................................................................................46

SYSTEM CALIBRATIONS
Introduction.....................................................................................................................53
Speed/Timing Sensor Calibration ..................................................................................53
Injector Calibration ........................................................................................................58
Pressure Sensor Calibration ...........................................................................................60
Oil Grade Detection ........................................................................................................61
Engine Warnings and Derates .........................................................................................63
Lab Exercise ...................................................................................................................64

ELECTRONIC SENSORS AND SYSTEMS

Introduction ....................................................................................................................67
Injector and Compression Brake Systems ......................................................................68
Speed/Timing Sensors ....................................................................................................69
Analog Sensors and Circuits ..........................................................................................72
Digital Sensors and Circuits ...........................................................................................86
Engine Shutdown Systems .............................................................................................89
Cold Starting Aids .........................................................................................................90
Data Link Circuits ..........................................................................................................93
C-9 Engine -5-
07/02

TABLE OF CONTENTS

CONCLUSION ....................................................................................................................96
Lab Exercise ...................................................................................................................97

SLIDE LIST .........................................................................................................................98

STUDENT HANDOUTS ....................................................................................................99

C-9 Engine -6-
07/02

INTRODUCTION TO SYSTEMS OPERATION

• Introduction
Introduction

This presentation describes the C-9 Engine Structure, Air Intake and
Exhaust, Cooling, Lubrication, Electrical and Fuel Systems.

Each portion of the training manual is followed by a lab exercise to

reinforce the location and function of each component.

The training manual is laid out as follows:

• Manual contents Introduction to Systems Operation

System Power Supplies
Electronic Control System
System Calibrations
Electronic Sensors and Systems

• Introduction INSTRUCTOR NOTE: The Systems Operation portion of the Systems

- Use System Operation Testing and Adjusting manual for C-9 Industrial Engines
Operation manual (SENR9598-02) can be used to supplement the Slide/Text information.
for reference
A separate publication, Caterpillar C-9 Hydraulic Electronic Unit
Injection (HEUI) Fuel system CD ROM (RENR1392) should also be used
to describe the HEUI fuel system in detail.
C-9 Engine -7-
07/02

CYLINDER AND VALVE LOCATION

INLET
VALVES FIRING ORDER 1 5 3 6 2 4

6 5 4 3 2 1

EXHAUST BORE 112 MM (4.4 IN)

VALVES STROKE 149 MM (5.9 IN)

• Cylinder and valve The C-9 engine has an in-line six cylinder arrangement. The engine has a
location bore of 112 mm (4.4 in) and a stroke of 149 mm (5.9 in). The engine
• 8.8 liters displacement displacement is 8.8 liters.

• Inlet and exhaust Note the arrangement of the inlet and exhaust valves for identification
valve arrangement purposes.
C-9 Engine -8-
07/02

• Major components This view of an industrial engine, shows some of the major components
of the engine.

The major fuel system and electronic components are mounted on the left
hand side of the engine.

• ECM Note the ECM on the lower right hand side.

The Systems Operation portion of the Systems Operation Testing and

Adjusting manual for C-9 Industrial Engines (SENR9598-02) can be used
to locate the various components. Otherwise the appropriate Service
Manual for the application should be used.
C-9 Engine -9-
07/02

• HEUI system This visual is taken from the Caterpillar HEUI HI300B Fuel System CD
schematic RENR1392. This CD will supply all the information on the HEUI fuel
system, electronics and related diagnostics.

• Similar to other HEUI This HEUI system is very similar to the 3408E, 3412E and 3126 HEUI
systems systems. There are a number of features which differ from other engines.

• Some system The hydraulic pump is a completely new design.

differences
- New HEUI hydraulic There are no jumper tubes on the injectors. Oil under pressure is fed
pump
directly from the cylinder head to the injectors.
- No jumper tubes
- Two hydraulic oil There are two Hydraulic Oil Temperature Sensors installed on the engine.
temperature sensors
- Water in fuel and Optional water in fuel and fuel pressure sensors may be installed in the
fuel pressure
sensors available fuel supply system.

See also Student Handout No. 1 for a dedicated fuel supply system
diagram.
C-9 Engine - 10 -
07/02

• HEUI system This view shows a cutaway of the HEUI pump.

hydraulic pump
The hydraulic pump is a high pressure, variable delivery piston pump.
This pump provides the hydraulic power to actuate the injectors.

• Transfer pump The fuel system transfer pump is mounted on the rear of the hydraulic
mounted on rear of pump and will deliver 450 ± 100 kPa (65 ± 1.5 psi).
HEUI pump
This pump is fully described in the CD RENR1392 (described on the
previous page).
C-9 Engine - 11 -
07/02

• Cross flow cylinder The C-9 engine has a cross flow cylinder head. This feature allows for
head improved emissions and fuel consumption by improving the combustion
- Improves emissions
airflow through the engine.
and fuel
consumption
C-9 Engine - 12 -
07/02

AIR INTAKE AND EXHAUST SYSTEM

EXHAUST
MANIFOLD INTAKE AIR TO AIR
HEATER AFTERCOOLER

INLET AIR EXHAUST

EXHAUST OUTLET
VALVE VALVE INLET
TURBOCHARGER
COMPRESSOR TURBINE
SIDE SIDE

• Air intake and exhaust The air to air aftercooler is used in most applications, the exception is the
system schematic marine engine. By cooling the precharge air, this component increases
the mass flow of air through the engine, thus allowing more horsepower.

• Air intake heater The air intake heater is used to aid starting and reduce white smoke in
cold conditions.

In most applications, the air intake heater has replaced the ether aid. In
extreme cold (Arctic) conditions, it is possible to use the ether aid in
conjunction with the air intake heater. At this time however, C-9 engines
are noT being built with an ether aid.
C-9 Engine - 13 -
07/02

TURBOCHARGER
COMPRESSOR OIL BEARING TURBINE TURBINE
HOUSING INLET HOUSING WHEEL
PORT

AIR EXHAUST
INLET OUTLET

OIL
COMPRESSOR OUTLET
WHEEL BEARING PORT

EXHAUST INLET

• Turbocharger The turbocharger is conventional and may be equipped with a Wastegate

components (next page).
C-9 Engine - 14 -
07/02

• Turbocharger Some C-9 applications are equipped with a turbocharger wastegate.

wastegate
If the engine is required to respond rapidly at low rpm, it may be
necessary to optimize the turbocharger for this speed. In this case, the
turbocharger may develop excessive boost at rated speed and load.

• Wastegate bypasses The wastegate redirects a portion of the exhaust gasses past the
exhaust around the turbocharger which effectively limits turbocharger speed and boost. This
turbocharger
feature also limits cylinder pressure, thus protecting the engine from
undue stress.

The wastegate is preset at the factory and no adjustments can be made.

C-9 Engine - 15 -
07/02

VALVE SYSTEM COMPONENTS

ROCKER ARM

PUSH ROD
BRIDGE

SPRING

VALVE LIFTER

10

• Valve train The C-9 Camshaft is mounted high up in the block to reduce the size of
the pushrods and therefore reduces the reciprocating mass of the valve
• Camshaft mounted
mechanism. This feature improves the ability of the engine to sustain an
high in the block
overspeed without damage.
C-9 Engine - 16 -
07/02

11

• Air intake heater and The air intake system has a heater and a temperature sensor. The Air
temperature sensor Intake Temperature Sensor is used by the ECM in conjunction with the
Coolant Temperature Sensor to calculate the need for air intake heating.

• Heater controlled by The ECM controls the heater through a relay mounted above the intake
ECM manifold.

• System warns of high The Intake Temperature Sensor is also used by the ECM to warn the
air intake temperature operator of excessive air intake temperatures.

This view shows a Challenger C-9 installation. Other C-9 applications

will vary slightly in the sensor installation.

The Service Manual, Systems Operation section, describes the various

modes of operation of this system. A description of the operation is also
included with the Electronic Sensors and Systems portion of this STMG.
C-9 Engine - 17 -
07/02

C-9 LUBRICATION SYSTEM

HEUI PUMP

TO
TURBOCHARGER OIL COOLER
OIL FILTER

12

• Lubrication system The lubrication system is conventional with the exception of the oil cooler
schematic which is recessed (as shown on the next page) into the cylinder block.
C-9 Engine - 18 -
07/02

13

• Lubrication system The lubrication oil supply system is shown here in this cross sectional
cross section view of the cylinder block.

• Oil cooler recessed Note the oil cooler recessed into the block. This feature reduces the
overall width of the engine and reduces the possibility of leaks.
C-9 Engine - 19 -
07/02

COOLING SYSTEM
EXPANSION TANK
WATER TEMPERATURE
REGULATOR HOUSING

CYLINDER
HEAD

CYLINDER BYPASS
BLOCK HOSE

OIL WATER
COOLER PUMP RADIATOR

14

• Cooling system The system is conventional with a full flow by-pass outlet thermostat.
schematic
• Water pump is belt The water pump is belt driven by a pulley from the crankshaft.
driven
C-9 Engine - 20 -
07/02

15

• Fractured rod This visual shows the fractured rod. The rod is deliberately fractured
during the manufacturing process in order to provide a mating surface that
does not allow fretting or sideways movement between the two halves of
the rod.

• Use care when NOTE: Care should be taken to avoid damage to the mating faces during
handling mating handling. The rod must be replaced if there is any damage to the mating
surfaces surfaces. If the surfaces are damaged, bearing crush will be insufficient
which can cause the bearing to spin in its bore.

• Fractured rod The fracture process involves the following steps:

manufacturing
process The bolt holes are fully drilled, and tapped prior to fracture.
The fracture process begins with rough boring the crank end prior to
fracture (approximately. 1 mm undersize).
A laser (or "V" broach) is then used to etch a "V" notch for
initiating the crack split line.
A wedge is used in a hydraulically activated expanding mandrill to
force apart the rod and cap at the split line.
C-9 Engine - 21 -
07/02

After the rod is split, the bolts are inserted and the cap reassembled.
The bolts are tightened to about 90% of final torque, backed off,
and the cap removed.
The joint is then cleaned to remove any chips that may have broken
off, before the cap and rod are reassembled and the bolts re-
tightened down again. This procedure is performed twice.
Once tightened, the cap is not separated from the rod again during
the rest of the machining process. (Note: A fixture or torque gun
would be required to loosen the bolts prior to dispatch, or during
piston sub-assembly).

The advantages associated with fracturing the split are primarily reduced
machining operations. Some examples are as follows:

No machining of joint faces necessary.

No deburring of joint face edges due to perfectly matched joint
faces.
Elimination of dowels or fitted bolts (fracture surface results in a
perfectly mated joint).
Near net shape forgings (may eliminate the need for additional
balance machining).
Single clamping fixture required for machining bolt holes (no
separate cap and rod machining - same for bearing tab slots).

The majority of the benefits with fractured split rods lie in the
manufacturing process. There are other benefits such as virtual
elimination of fretting on the joint face, with the rod being able to accept
higher loads, due to perfectly matched surfaces. In addition, one of the
reported benefits of fractured split rods is that they tend to have a higher
processing quality than conventional rods due to the reduced machining
steps and controlled machining process. From a cost standpoint, this
feature can result in a part cost that is significantly reduced.
C-9 Engine - 22 -
07/02

CRANKSHAFT OIL FLOW

OIL GALLERY

MAIN
BEARINGS
(7)
7 6 5 4 3 2 1

6 5 4 3 2 1
ROD BEARINGS (6)

16

• Crankshaft oil flow This visual shows the path of oil flow from the main bearings to the rod
bearings.

• Oil flow to rod It can be seen that three main bearings (1, 4 and 7) do not feed any rod
bearings bearings. Two more main bearings (2 and 6) supply oil to one rod bearing
each. Main bearing numbers 3 and 5 supply oil to two rod bearings each.

This information is important if a bearing failure analysis is performed.

For additional information in bearing failure analysis, please refer to the

following AFA (Applied Failure Analysis) publications:

• Related failure
STMG Engine Bearings (SERV8001)
analysis publications
Engine Bearing Failure Analysis (SEBV0544)
C-9 Engine - 23 -
07/02

VISCOUS VIBRATION DAMPER

CRANKSHAFT

WEIGHT

CASE

17

• Viscous crankshaft The viscous crankshaft vibration damper is also used to reduce crankshaft
vibration damper torsional vibrations. This damper uses a heavy ring enclosed within a
casing and suspended by a viscous oil to oppose torsional vibration
forces.
C-9 Engine - 24 -
07/02

INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be
answered.

• Lab exercise Lab Exercise:

The following exercise will reinforce the material introduced in the

preceding slides and will allow questions to be answered.

At this time, it is recommended that each component be located on the

machine and the function of each component reviewed with the students.
A list of the components follows on the next page.

If an engine is available out of a machine, component identification will

be easier because some components are difficult to see.

Some additional (used/defective) components available for examination

on a table will be helpful.

The Systems Operation portion of the Systems Operation Testing and

Adjusting manual for C-9 Industrial Engines (SENR9598-02) can be used
to supplement the Slide/Text information.
C-9 Engine - 25 -
07/02

Electrical Component List

ECM and 70 Pin Connectors (2)

Timing Calibration Installation Location
Timing Calibration Connector
Speed Timing Sensors
Coolant Temperature Sensor
Inlet Air Temperature Sensor
Atmospheric Pressure Sensor
Turbocharger Outlet Pressure Sensor
Oil Pressure Sensor
Hydraulic Oil Temperature Sensors
Fuel Temperature Sensor
Machine Interface Connector
Engine and Machine Ground Bolts
Service Tool Connector
Throttle Position Sensor
Shutdown Switches
Battery Disconnect Switch

Mechanical (Fuel Delivery) Component List

Primary Filter and Water Separator

Water in Fuel Sensor (if installed)
Secondary Filter
Priming Pump
Transfer Pump
Pressure Regulator Valve
Injectors (6)
Cylinder Head Fuel Passage
ECM Fuel Cooling Passage and Connectors (if installed)

Mechanical Component List

Thermostat
By-pass hose
C-9 Engine - 26 -
07/02

INSTRUCTOR NOTES
C-9 Engine - 27 -
07/02

C-9 HEUI
SYSTEM POWER SUPPLIES

ECM
Injectors and Compression Brake
Pump Control Valve
Analog Sensors
Digital Sensors
Air Intake Heater
Service Tool

18

SYSTEM POWER SUPPLIES

Introduction

• Seven system power The C-9 HEUI system has seven power supplies with various voltages as
supplies shown.

EXTERNAL POWER SUPPLY

ECM power supply (machines) 24 Volts
Challenger Tractors and some industrial engines 12 Volts
Air intake heater (machines) 24 Volts
Service Tool Power Supply 24 Volts

INTERNAL POWER SUPPLIES

Injector and compression brake power supplies 70 Volts
Pump control valve PWM
Analog sensor power supply 5 Volts
Digital sensor power supply 8 Volts

These power supplies are described in detail in the following section.

C-9 Engine - 28 -
07/02

J2 J1 ECM

GROUND
6 DRIVERS BOLT

DISCONNECT SWITCH
3 RETURNS 24 V

ENGINE RETARDER 20 AMP FUSE

SOLENOIDS 20 AMP
BREAKER
MAIN
TIMING CALIBRATION POWER
CONNECTOR KEY START
RELAY
SWITCH

CRANK WITHOUT INJECT PLUG

19

ECM Power Supply

• 24 Volt power supply The power supply to the ECM and the system is provided by the 24 Volt
machine battery. The principle components in this circuit are:

• Power supply - Battery

components - Key Start Switch
- Main Power Relay
- 20 Amp Breaker
- 20 Amp Fuse
- Ground Bolt
- ECM Connector (P1/JI)

• Power supply
If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a
diagnostic message diagnostic message is logged. (See the Troubleshooting Guide for
complete details on voltage event logging.)
C-9 Engine - 29 -
07/02

ECM POWER SUPPLY CIRCUIT

BATTERY ENGINE BLOCK

GROUND BOLT P1 J1 ECM (C-9)
(-) 61 (-) BATTERY
63 (-) BATTERY
24 VOLTS DC
65 (-) BATTERY
(+) 20 A 48 (+) BATTERY
52 (+) BATTERY
DISCONNECT FUSE
53 (+) BATTERY
SWITCH
70 (+) SWITCHED POWER
WIRE FUNCTION COLOR CODE
(+) BATTERY SUPPLY WIRES
INPUT SIGNAL WIRES TO ECM
R
OUTPUT SIGNAL WIRES FROM ECM
15 AMP C OFF
SENSOR SUPPLY VOLTAGE
CIRCUIT BREAKER S ON
SIGNAL PLUS
B ST
SIGNAL MINUS
KEY SWITCH
(-) BATTERY / SENSOR RETURN

20

• ECM power supply This schematic shows the principle components for a typical C-9 power
circuit supply circuit. Battery voltage is normally connected to the ECM.
However, an input from the key start switch turns the ECM ON.

Note the seven power connections on the ECM. There are three wires
permanently connected to the ECM battery positive and three to the
battery negative. This feature is used to reduce the amperage on the
individual pins. The actual current draw with the engine stopped with the
key off is very small.

There is also a switched connection from the battery positive (ECM

• ECM switched
pin 70). The purpose of the "switched power" connection is to energize or
connection
- Energizes ECM
"wake up" the ECM. The key switch circuit energizes the whole ECM
from "sleep mode," which in turn activates power supplies, sensors,
actuators, injectors, data links etc.
C-9 Engine - 30 -
07/02

• Battery disconnect The battery disconnect may be either on the positive or the negative cable
switch depending on the application. The relevant Troubleshooting Guide will
show the location and the polarity of the switch.
• Wiring harness The machine wiring harness can be bypassed for troubleshooting
bypass
purposes. These steps are described in the Troubleshooting Guide
procedure. A breakout harness can be used and is referenced under "C-9
Recommended Tooling" at the front of this book.

The supply voltage may be conveniently checked using the ET Status

Screen display.

NOTE 1: The Challenger Tractor engine and some industrial engines

may have a 12 Volt power supply.

NOTE 2: The Wire Function Color Code is shown here for the first time
and is used through the presentation.
C-9 Engine - 31 -
07/02

ECM CONNECTOR (P1)

1 2 3 4 5 6 8 9 10 11 12 13
13 1

23 14 14 >PEI< 23
31 24
24 31
39 32 36
47 40 40 47
57 48 48 57

70 58
58 59 60 61 62 63 65 66 67 68 69 70

ECM SIDE HARNESS SIDE

21

There are two 70 pin connectors which identify the ADEM III ECM. The
previous ADEM II ECM used a pair of 40 pin connectors.

• P1/P2 70 pin ECM The 70 pin ECM connectors are vital parts of all the power supplies (and
connectors sensor circuits). This illustration shows one of the two ECM 70 pin
connectors, P1. The pins highlighted in this connector are for the ECM
power supply circuit.

• P1/J1 machine The C-9 Engine does not have a separate machine interface connector.
interface connector The P1/J1 connector performs this function and 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. This feature greatly simplifies troubleshooting by easily
identifying the connections in the circuit.
C-9 Engine - 32 -
07/02

INJECTOR AND COMPRESSION BRAKE

SOLENOID CIRCUITS
2 12 20 BRAKE RETURN CYL 1
1 1 36 INJECTOR/BRAKE CYL 1
18 44 INJECTOR RETURN CYL 1
2 11 21 BRAKE RETURN CYL 2
BRAKE 1 2 37 INJECTOR/BRAKE CYL 2
SOLENOID 17 45 INJECTOR RETURN CYL 2
CYL. 1 2 10 28 BRAKE RETURN CYL 3
BRAKE 1 3 38 INJECTOR/BRAKE CYL 3
SOLENOID 16 46 INJECTOR RETURN CYL 3
J301 P301 CYL. 2 2 9 29 BRAKE RETURN CYL 4
1 BRAKE 1 4 39 INJECTOR/BRAKE CYL 4
2 SOLENOID 15 47 INJECTOR RETURN CYL 4
J302 P302 CYL. 3 2 8 65 BRAKE RETURN CYL 5
1 BRAKE 1 5 54 INJECTOR/BRAKE CYL 5
2 J303 P303 SOLENOID 14 67 INJECTOR RETURN CYL 5
CYL. 4 2 7 66 BRAKE RETURN CYL 6
1
2 BRAKE 1 6 55 INJECTOR/BRAKE CYL 6
J304 P304 SOLENOID 13 68 INJECTOR RETURN CYL 6
CYL. 5
1 BRAKE P300 J300 P2 J2 ECM
2 SOLENOID
J305 P305 CYL. 6
INJECTOR 1
SOLENOID 2 J306 P306
CYL. 1 1
INJECTOR 2
SOLENOID
CYL. 2 INJECTOR
SOLENOID
CYL. 3
INJECTOR
SOLENOID
CYL. 4
INJECTOR
SOLENOID
CYL. 5
INJECTOR
SOLENOID
CYL. 6

22

Injector and Compression Brake Power Supply

• 70 volt power supply The injector and compression brake solenoids are supplied with power
from the ECM at 70 Volts. For this reason, precautions must be observed
when performing maintenance around the valve covers.

If an open or a short circuit occurs in an injector or compression brake

component, the ECM will disable that circuit. The ECM will periodically
try to actuate that circuit to determine if the fault is still present and will
disconnect or reconnect the injector/compression brake as appropriate.

• Power supply wires The power supply wires are paired for each injector and brake solenoid.
are paired Individual return circuits are provided which contain the solenoid drivers.
An 18 pin (P300/J300) connector is used to connect the main engine
• Injectors and brake wiring harness to the injector harness within the valve cover.
solenoids are
switched on return NOTE: If an injector is replaced, it must be calibrated. Also if an
side ECM is replaced and injector calibration or copy configuration is not
performed, a fault message will be generated. (The Copy
Configuration function will transfer all calibrations to the new ECM.)
C-9 Engine - 33 -
07/02

PUMP CONTROL VALVE

POWER SUPPLY

PUMP CONTROL
VALVE J500 P500
P2 J2 ECM (C-9 HEUI)
SUPPLY A 61 + CONTROL VALVE
RETURN B 62 - CONTROL VALVE

23

Hydraulic Pump Control Valve Power Supply

• Pump control valve The ECM supplies a PWM signal through the J2/P2 connector to the
signal Pump Control Valve (also known as the injection actuation pressure
control valve).

The Pump Control Valve and its power supply can be tested on the engine
• System tested using
ET
using ET and the Hydraulic Injection Actuation Pressure 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 control valve, the power supply from the ECM, and the
hydraulic system.

There is no voltage specification for the Pump Control Valve Power

Supply. Current flow may vary between 250 and 1000 mA.
C-9 Engine - 34 -
07/02

ANALOG SENSOR
J200/P200
POWER SUPPLY CIRCUIT
TURBO OUTLET PRESSURE SIGNAL C 5 ± 0.5 VOLTS
ANALOG SENSOR RETURN 3 B
ANALOG SENSOR POWER (+5V) 3 A
P2 J2 ECM
J204/P204
HYDRAULIC OIL PRESSURE SIGNAL C 40 TURBO OUTLET PRESSURE SIGNAL
ANALOG SENSOR RETURN 1 B 27 HYDRAULIC OIL PRESSURE SIGNAL
ANALOG SENSOR POWER (+5V) 1 A

J203/P203
ATMOSPHERIC PRESSURE SIGNAL C 14 ATMOSPHERIC PRESSURE SIGNAL
ANALOG SENSOR RETURN 1 B 3 ANALOG SENSOR RETURN 1
ANALOG SENSOR POWER (+5V) 1 A 2 ANALOG SENSOR POWER (+5V) 1

J209/P209
FUEL PRESSURE SIGNAL C 18 FUEL PRESSURE SIGNAL
ANALOG SENSOR RETURN 1 B
ANALOG SENSOR POWER (+5V) 1 A

J201/P201
ENGINE OIL PRESSURE SIGNAL C 24 ENGINE OIL PRESSURE SIGNAL
ANALOG SENSOR RETURN 3 B 42 ANALOG SENSOR RETURN 3
ANALOG SENSOR POWER (+5V) 3 A 41 ANALOG SENSOR POWER (+5V) 3

24

Analog Sensor Power Supply

• Analog power supply The Analog Sensor Power Supply provides power to all the active analog
sensors (pressure and temperature sensors). The ECM supplies 5.0 ± 0.5
Volts DC (Analog Supply) through the J2/P2 connector to each sensor. A
power supply failure will cause all active analog sensors to fail. This
failure could be caused by a short in a sensor. An open circuit in the
common lines close to the P2/J2 connector can also cause multiple
• Four power supply failures. Unlike previous EUI/HEUI engines, the C-9 uses four individual
terminals ECM analog power connections from the J1/P1 connector (two supply
and two return).
• Power supply The Analog Sensor Power Supply is protected against short circuits. A
protection short in a sensor or a wiring harness will not cause damage to the ECM.
• Analog return NOTE: When checking the analog power supply voltage, always use
the analog return for the measurement and not the frame ground. A
difference can occur between the measurements of analog power
supply and system voltage. The analog power supply is held to close
tolerances.
C-9 Engine - 35 -
07/02

THROTTLE
POSITION SENSOR
J405 P405 P1 J1 ECM (C-9 HEUI)
+V DIGITAL A 4 + V DIGITAL SUPPLY
DIGITAL RETURN B 5 - V DIGITAL RETURN
SIGNAL C

FAN DIGITAL SENSOR

SPEED SENSOR POWER SUPPLY CIRCUIT
+V DIGITAL A 8 ± 0.5 VOLTS
DIGITAL RETURN B
SIGNAL C

25

Digital Sensor Power Supply

• Digital power supply The ECM supplies power at 8 ± 0.5 Volts through the J1/P1 connector to
the Throttle Position Sensor circuit.

• Power supply Like the Analog power supply, this circuit is protected against short
protection circuits, which means that a short in the sensor will not cause damage to
the ECM.

Some other C-9 applications may use this power supply to power fan
speed or exhaust temperature sensors for example.

• Digital power supply NOTE: It is necessary when checking this system power supply
voltage check voltage to use the digital return for the measurement and not the
frame ground. A difference between these values can occur if an
• Digital return
incorrect ground is used.
C-9 Engine - 36 -
07/02

AIR INTAKE HEATER CIRCUIT

AIR INTAKE
HEATER LAMP

24V

J648

A
B
P648
AIR INTAKE AIR INTAKE
HEATER HEATER RELAY

J501/P501 ECM
1 J2/P2
2 AIR INTAKE
850-BU 12 HEATER RELAY

26

Air Intake Heater

The Air Intake Heater is used to improve the cold start ability of the
engine.

• Uses coolant and The heater is controlled by the ECM using inputs from the Air Intake
intake temperature Temperature and Coolant Temperature Sensors. The ECM sends a signal
sensors as references to the relay which controls the supply of current to the heater element.

• Modes of operation There are a various modes of operation depending on temperatures and
other conditions. These parameters and the defaults are fully described in
the C-9 Troubleshooting Guide and later in this presentation in the section
"Electronic Sensors and Systems."
C-9 Engine - 37 -
07/02

TYPICAL SERVICE TOOL POWER SUPPLY CIRCUIT

CATERPILLAR
TRANSMISSION ECM MONITORING SYSTEM

CAT DATA LINK + 8 8 CAT DATA LINK +

CAT DATA LINK - 7 7 CAT DATA LINK -

J63 P1 J1 ENGINE ECM

A 70 BAT + (SWITCHED)
B 65 BAT -
C
D 8 CAT DATA LINK +
E 9 CAT DATA LINK -
DATA LINKS
F 34 CAN DATA LINK -
G 50 CAN DATA LINK +
SERVICE TOOL
CONNECTOR

27

Service Tool Power Supply

• Communication
In the past, the ECAP (Electronic Analyzer Programmer) Service Tool
adapter uses power drew it's power from the Service Tool Connector. In the same way, when
from ECM using ET, the Communicator Adapter II also requires a power supply.
This power is taken from pins A and B on the Service Tool Connector.

• Circuit is energized This illustration shows the path of the current from the ECM to the
with the keyswitch Service Tool Connector. This power supply requires the engine keyswitch
to be ON.

Pin 70 on the J1/P1 connector, is the same terminal which is used by the
Keyswitch to turn on the ECM.
C-9 Engine - 38 -
07/02

INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be
answered.

• Lab exercise Lab Exercise:

Remove and install the following components on an engine in accordance

with service manual procedures:

Pressure sensor

Temperature sensor

Throttle position sensor

Speed/timing sensors

ECM

Test the following power supply circuits on an engine in accordance with

the appropriate service manual procedures:

ECM power supply

HEUI pump control valve power supply

Analog sensor power supply

Digital sensor power supply

Intake heater power supply

Service tool power supply

C-9 Engine - 39 -
07/02

INSTRUCTOR NOTES
C-9 Engine - 40 -
07/02
C-9 Engine - 41 -
07/02

ELECTRONIC CONTROL
SYSTEM

28

ELECTRONIC CONTROL SYSTEM

Introduction

This section of the presentation explains the C-9 Electronic Control

System including the following components:

• Control system - ECM

components:
- Personality Module
- Timing Wheel

Also covered are the following subsystems and related procedures:

- Timing Control
- Fuel Quantity Control
- Speed Control
- System Calibrations

NOTE: There is no separate Cold Mode on the C-9 engine.

C-9 Engine - 42 -
07/02

29

• ECM: The principle component in the HEUI system, the Electronic Control
Module (ECM) is mounted on the left hand side of the engine.
- Governor
- Fuel system
The ECM is the brain of the engine, it functions as the governor and fuel
computer
- Injection timing system computer. The ECM receives all the signals from the sensors and
controller energizes the injector solenoids to control timing and engine speed. The
ECM also communicates with the instrument display system, usually the
• Communicates with Caterpillar Monitoring System through the Cat Data link.
Cat Monitoring system

• Recognized by 2
This ECM is known as the ADEM III and is the third generation of ECMs
70 pin connectors in a series. It can be easily recognized by the two 70 pin connectors
(previous ecms had two 40 pin connectors). NOTE: The right
• 70 pin connector hand connector is designated as J1/P1 and the left hand connector is
designations designated as J2/P2.

• Same ECM used in all This ECM is used in all C-9 engine applications. The ECM can be moved
C-9 applications from one application to another. However, a password is required to
activate the ECM when a different application software is installed.

• Personality module The Personality Module contains the software with all the fuel setting
contains application information such as: horsepower, torque rise and air/fuel ratio rates,
software pressure, and temperature warning trip points. These settings determine
how the engine will perform in a specific application.
C-9 Engine - 43 -
07/02

30

• Software updated by This view shows a cutaway of an ADEM III ECM (note the two 70 pin
flash programming connectors). The Personality Module is an integral part of the ECM and
only no access panel is provided, therefore Flash Programming is the only
method used to update the software on the C-9. This method requires
electronic reprogramming of the Personality Module software.

• Upgrading personality Upgrading the software is not a routine task, but might be performed for
module software reasons of a product update, a performance improvement or a product
problem repair. Also possible is an application change where an ECM is
moved to a different type of machine powered by a C-9 engine.

• ECM is fuel cooled in This ECM is currently fuel cooled in all machine applications except
most machine Track-Type Tractors. Future On-highway Truck applications will not be
applications fuel cooled. Generally speaking, compared with On-highway Trucks,
machines do not have large quantities of cool air flowing around the
engine due to the low ground speed. Therefore fuel cooling on machines
is necessary to protect the ECM where there are high engine compartment
temperatures.

• ECM is sealed, no NOTE: The ECM is sealed and needs no routine adjustment or
access necessary maintenance. The Personality Module cannot be accessed other than
by Flash Programming. The ECM has an excellent record of
reliability. Therefore, any problems in the system are most likely to
be in the connectors and wiring harness. In other words, the ECM
should typically be the last item in troubleshooting. Using a
substitute ECM is a convenient method of troubleshooting the unit.
C-9 Engine - 44 -
07/02

31

Fuel Injection

The C-9 HEUI unit injector is electrically and physically similar to the
• Unit injectors
3126E HEUI electronic unit injector. It is controlled electrically by the
• Electrically signalled, ECM and is actuated hydraulically. There are other advanced features
hydraulically actuated which are described later in this presentation. The signal from the ECM
controls the opening and the closing of the solenoid valve. The solenoid
• ECM controls opening valve controls the flow of high pressure oil to the injector. This system
and closing of injector
enables the ECM to control fuel volume, timing and injection actuation
hydraulic pressure.

• System controls This system can control both the opening and closing of the injector
nozzle opening and nozzle.
closing
The C-9 injector has a bar code and a numerical code marked on the
• Injector trim codes
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.

WARNING

The C-9 injector solenoids operate on 70 Volts direct current. Always

remain clear of the injector area when the engine is running or electrical
shock may occur.
C-9 Engine - 45 -
07/02

HEUI INJECTOR TESTING

METHODS
Injector Solenoid Test
Manual Cylinder Cutout
Automatic Cylinder Cutout Test

32

• Injector testing Three tests can be used to determine which cylinder or injector is
malfunctioning:

• Injector solenoid test INJECTOR SOLENOID TEST

This test is performed while the engine is stopped. The injector solenoids
can be tested automatically with the service tool using the Injector
Solenoid Test. This function individually tests each solenoid in sequence
and indicates if a short or an open circuit is present.

• Manual cylinder MANUAL CYLINDER CUTOUT

cutout test This test is performed while the engine is running at any speed.
The 70 Volt pulse can be individually cut out to aid in troubleshooting
misfire problems in the injector and the cylinder.

• Automatic cylinder AUTOMATIC CYLINDER CUTOUT TEST

cutout test This test is performed with the service tool while the engine is running.
The test makes a comparative evaluation of all injectors and numerically
shows the results. The test is repeated three times for reliability and
accuracy. The test enables an on-engine evaluation of the injectors.

When diagnosing a misfire problem, a satisfactory test of all injector

solenoids without any diagnostic messages indicates that a mechanical
problem in the cylinder probably exists. This problem could be caused by
a seized injector, a damaged inlet or exhaust valve.