Cat 3500 B Series Application and Installation LEBM7301-01

3500B EnginesApplication andInstallation Guide

LEBM7301-01 (Supersedes LEBM7301) 7-01

Electronics

Electrical Power Supply

Electronic Features

Electronic Attachments

General Information ..................................................... 5Minimum Electrical Requirements for 3500BEngine Installation ........................................................ 6Electrical Power Requirements ................................. 73500B Marine Engine Control Systems ................... 13Data Transmission ...................................................... 14Wiring Diagrams ......................................................... 17Special Software

Programmable Droop ............................................ 53Load Feedback ....................................................... 55Torque Limit ............................................................. 57

Engine Control Module Changes ............................. 60Throttle Position Sensor ............................................ 64Programmable Relay Control Module ..................... 65General Alarm Relay .................................................. 67Switches Inside the Engine MountedInstrument Panel ....................................................... 69Cat Engine Vision ........................................................ 71ECM Data/Histograms ............................................... 73Shutdown Notify Relay ............................................... 74Customer Communication Module .......................... 76Monitoring System Providers ................................... 85Demonstration of the 3500B Engine MonitoringSystem ........................................................................... 86Electronic Technician, a software tool ................... 88

General InformationIntroductionCaterpillars 3500B marine engines wereintroduced in mid 1995. Since then, theiracceptance by the marine marketplace hasexceeded all expectations. This is due to theirhigh power, superior emissions, superb fuelefficiency and long life-before-overhaul.Greater power than their predecessors resultsin extra productivity. 3500B engines havemuch better fuel efficiency than theirmechanical counterpartsdoing the samework for less fuelor more work for thesame fuel. Cleaner engines makes theirowners better neighbors as more and moreemissions rules come into effect in the firstyears of the new millennium. But the 3500Balso have a wealth of electronic features. Thismanual is to help both dealer and ownerunderstand and fully utilize those features.

Electronic FeaturesThe 3500B is controlled by a computer ratherthan a governor. This gives the engine all thecapabilities of a computer that can:communicate over a modembe called on aphone or interfaced with another computer. Aservice man with a laptop computer canconnect to the engine computer called theengine control module (ECM) - and use thelaptop to extract historical data describinghow the engine has operated or upload newsoftware which could change the way theengine reacts to its operating conditions.

The 3500B is truly an intelligent engine,protecting itself from abuse. It monitors itsexhaust temperature, air cleaner restriction,jacket water temperature, altitude, aftercoolerwater temperature and crankcase pressure,continuously. If one of these criticalparameters enters into a dangerous condition,the engine can be set to derate itself a fewpercent every few seconds to protect fromunplanned downtime and repair expenses.Before the advent of the 3500B electronicmarine engine, we used a calendar to decidewhen to perform maintenance. With theelectronic features built into the 3500B, weuse the standard, full-range, pressuretransducers located both upstream anddownstream of all their filters to fully utilizethe life in filters, but without risking runningdirty oil, fuel, or air going through theengines. Electronic 3500B engines have a self-diagnostic capability. The ability to detectunintentional grounds, shorts, and opencircuits saves time during diagnosis of anyengine problem. The 3500B engineselectronics store records of past performance.This will allow troubleshooters to see ifoperation contributed to problems.

This manual will lead the reader through thesteps to understand the differences and theadvantages of computer-control.

5

System

Power Supply: 3500Bengines must be supplied witha reliable source of directcurrent electricity, with aminimum of one alternativepower source to provideredundancy

Data Transmission: If apilothouse instrument panel(only available on propulsionengines) is desired to monitorthe engine, the panel must beconnected via wires. The pathfor the wires must be free ofsignificant electromagneticinterference

Throttle Signal: The engineuses a pulse-width modulated(PWM) electronic signal tocontrol its speed.

Remarks

The engines ElectronicControl Module (ECM) needs10 amps of 24 VDC suppliedvia a dedicated battery set.Interrupting this power willshutoff the engine. Alternativepower supplies include, butare not limited to, back-upbattery sets, engine drivenalternators and batterychargers.The engines ElectronicControl Module (ECM) uses atwisted pair of wires with lowcapacitance over which totransmit its performance data.Use unshielded Data Linkcable (P/N 143-5018) if a DataLink equal to or shorter than30 meters or 100 feet isrequired. Use shielded DataLink cable (P/N 123-2376)with a CustomerCommunications Module, toboost the Data Link signal, inapplications demandingbetween 30 and 457 meters or100 to 1500 feet of Data Link.The wire path must notcontain wires going to radaror radio antennas, generatoroutput leads or batterychargers power conductors.Caterpillar offers a throttlesignal generator to generatethe required, regularlyspaced, square wave pulsesof varying width that theengine uses as a throttlesignal in response to theangular movement of a lever.Several Pilot House ControlVendors offer products whichalso supply the PWM signal.

Reference

See page 7-11 for details

See page 14-16 for details

See page 36 & 64 for details

Minimum Electrical Requirementsfor Installation of 3500B Marine Engines

6

Electrical Power RequirementsA well-designed power supply to the 3500Bengine includes a 24-volt battery set, usuallycomposed of two 12-volt batteries connectedin series and capable of continuous supply of10 amps to each engine to drive itsinjectors, regardless of whether the engine isequipped with a backup ECM or not. It isimportant that each engine have its own set ofbatteries in the manner of the figure 1 sketch.Note that the following sketches are notintended to illustrate all the features orcomponents of a fully operational system. Thesketches are to illustrate specific aspects ofthe installation and are simplified for ease ofunderstanding.

The engine must also have a redundant oralternative power supply to the engine toprotect it from power loss because of a singlecomponent failure. The alternative powersupply might be, but is not limited to, asecond 24-volt battery set, a battery charger,or a separate engine-driven alternator for eachengine. If a single battery charger is used tocharge the batteries for more than oneengine, the lines connecting the positive postof each of the batteries to the positiveterminal of the battery charger must includeproperly oriented diodes. The diodes are toprevent an adequately charged batterydischarging through a failed battery chargeror a failed battery. The negative terminal ofeach battery set is to be connected to a singlepoint on the metal hull or to the commonground plate on a non-metallic hull. Under nocircumstances should the positive poles ofeach battery set be connected together. Theymust remain independent so a failure in anyone battery does not drain the other batteriesin the system.

7

3500BEngine

+

- PowerDistributionBox

+

-+

-

12 voltBattery

12 voltBattery

CommonGround

Plate

Battery Chargeror Engine Driven

Alternator

+ -

+

-+

-

12 voltBattery

12 voltBattery

(750 amps peak capacity)SPDT Switch

Fig. 2

3500BEngine

+


+

-+

-

12 voltBattery

12 voltBattery

Fig. 1

In the application of multiple engines, it isdesirable to be able to operate any enginefrom any set of batteries or battery charger.The sketch below illustrates the use ofredundant batteries. Notice the diodes arerequired in the application because thebattery chargers/alternators are not dedicatedto a specific set of batteries.

8

3500BEngine

#1

3500BEngine

#2

+


+

-+

-

12 voltBattery

12 voltBattery

CommonGroundPlate

+


+

-+

-

12 voltBattery

12 voltBattery

Battery Charger orEngine Driven Alternator

+ -

(28 volts max without battery,27.5 volts is normal charging voltage)

SPDT Switch(750 amps peak capacity) (750 amps peak capacity)

SPDT Switch

Acceptable Voltage RangeThe recommended continuous voltage rangeto provide power to a 3500B marine engine is20 to 28 volts. The engines monitoringsystem will annunciate an alarm condition ifthe voltage falls below this range. A back-upbattery set should be brought on line as soonas the primary system voltage falls outside therecommended range. Make-before-breakcontacts are preferred.

Many battery chargers are capable ofdangerously high voltages if operated withouta functioning battery to provide an electricalload. Engine operation with ECM voltageabove 30 volts will damage the ECM. Engine-driven alternators include a voltage regulatorand will not damage the ECM should abattery failure occur. Engine-drivenalternators are to be preferred over batterychargers as a redundant power source.

The monitoring system will not functioncorrectly below 18 volts. Engine shutdownwill occur if the engines power supply isinterrupted for more than 0.25 seconds. Theengine will continue to run to as low as12 volts. The engine is designed to handlemomentary drops in system voltage to as lowas 9.6 VDC. However components are notdesigned to operate in this mode indefinitelyand continued operation at this voltage levelwill result in system damage. A temporaryloss of power (as in one or two millisecondswhen switching from primary to backuppower batteries) will not effect engineoperation. The engine will continue to runnormally.

Current RequirementsA 3500B engine requires 10 amps of 24-voltdirect current power to run. Battery chargersmust be capable of providing that plus anadditional 2 to 5 amps of power, over the totalnormal electrical load, to charge batteries, ifthe batteries are in a discharged state. TheECM requires 80 amps of inrush current for2 milliseconds to initialize its injector drivers.Any engine power supply must be capable ofsupplying this requirement: power suppliesthat include batteries are capable of meetingthis requirement.

9

Current Requirements(System is nominally 24 Volts DC)

Subsystem Component Continuous IntermittentInstalled by Customer (Amps) (Amps)

Pilot House Panel 1 1

Throttle Position Sensor 0.04 0.04

Programmable Relay 0.5 0.5

Control Module (PRCM) 1.8 1.8Relay Driver Module (RDM)

Customer Communication 0.3 0.3Module (CCM)

Non-Electric Started engines 10 24 (for 2.5 sec.supply from Batteries to during actuation ofPower Distribution Box Air Inlet Shutoff)

24 volt prelube pump motor 40

Ground Cable WireGround cable wire must be two wire sizeslarger than other cables in the system. Aground wire can carry a lot of current. Ifthere is resistance in the wire or any of theconnections, a voltage drop can developaccording to Ohms Law (V=IR). For sensors,this voltage drop, created on the ground wire,can cause problems in engine performancemeasurements.

Electrical System GroundingRequirementsPower CircuitsProper grounding for vessel and engineelectrical systems is necessary for properperformance and reliability

Note: Improper grounding will causeuncontrolled and unreliable circuit paths

This can result in damage to the enginescrankshaft main bearings, crankshaft journalsurfaces or other engine components, and cancause electrical activity which may degradethe boats electronics and electricalcommunication equipment.

The engines alternator, starting motor and allelectrical systems MUST be grounded to (-)Battery, and the alternator and starting motormust be electrically isolated from the engineblock.

For engines which are utilizing the throttlesynchronization capability, it is critical that acommon ground cable be utilized between the(-) Battery connections of each enginesbattery sets. The wire should be a dedicatedcable, with a diameter of 9.27 mm or moreand a cross section no less than 67.4 mm2(00 AWG), to ensure proper synchronizationoperation.

Ground PlateA ground plate with a direct path to (-) Batteryis permissible to use as a common groundpoint for the components of one enginesystem. The size of wire connecting analternators ground terminal to a ground plateMUST be of adequate size to handle fullalternator charging current.

10

Ground Fault Detection EquipmentModern ground fault detection equipment willalarm on leakage currents that would havegone undetected by older incandescent lampground fault detection equipment. Use groundfault detection equipment whose sensitivity isadjustable to deal with the inevitableminiscule leakage currents associated withflyback diodes and modern solid state powersupplies.

Ground FaultsThe 3500B engine control module (ECM) ismounted in electrically insulating rubberbushings. The housing of the ECM, asshipped from the factory, is grounded to theengine block with a woven ground strap. Thenegative post of the input power to the ECMis grounded to the housing through a 150 kresistor. That grounding resistor is to protectthe ECMs electronic components from thehigh DC voltage imposed on the engineduring its electrostatic painting process. Ifground faults from this source are a problemin a specific installation, remove the groundstrap between the engine block and the ECMhousing. Doing so may have an effect onelectromagnetic interference. See section onelectromagnetic interference.

Wiring PracticesWhen connecting to inductive loads such assolenoids, relays, and motors, always useflyback diodes to avoid the damaging effectsof transient voltage spikes.

A flyback diode allows current in a coil todecay to 0 without causing damage when theswitch is opened.

(A) Flyback Diode

In general, relays driven by the ECM orPRCM do not need external flyback diodessince the ECM contains flyback diodes. It isgood practice to maximize the distancebetween solenoids, relays and otherelectrically noisy components from enginecontrols or wiring.

11

Power

A

12

Wire Gauge Cross Reference Table

AWG Diameter Cross Section Ohms / km Mass

mm mils mm2 cmils @ 25C @ 105C kg/km

250 MCM 12.7 500.0 126.6 250000 0.138 0.181 1126.0

4/0 11.7 460.0 107.4 212000 0.164 0.214 953.0

2/0 9.27 365.0 67.4 133000 0.261 0.341 600.0

1/0 8.26 325.0 53.5 105600 0.328 0.429 475.0

1 7.35 289.0 42.4 87700 0.415 0.542 377.0

2 6.54 258.0 33.6 66400 0.522 0.683 300.0

3 5.83 229.0 26.6 52600 0.659 0.862 237.0

4 5.18 204.0 21.1 41600 0.833 1.09 187.0

5 4.62 182.0 16.8 33120 1.05 1.37 149.0

6 4.11 162.0 13.3 26240 1.32 1.73 118.0

8 3.25 128.0 8.30 16380 2.12 2.90 73.8

10 2.59 102.0 5.27 100400 3.35 4.36 46.9

12 2.05 80.8 3.31 6530 5.31 6.95 29.5

14 1.63 64.1 2.08 4110 8.43 11.10 18.5

16 1.29 50.8 1.31 2580 13.4 17.6 11.6

18 1.02 40.3 0.821 1620 21.4 27.9 7.31

20 0.81 32.0 0.517 1.20 33.8 44.3 4.61

13

3500B Marine Engine ControlSystemsThe following manufacturers havesuccessfully supplied engine speed andtransmission controls for use with Caterpillar3500B marine engines.

Vendor Home Office, Name, and Address

Mathers Controls Incorporated675 Pease RoadBurlington, Washington 98233United States of AmericaPhone: 360-757-6265Fax: 360-757-2500

Kobelt Manufacturing Company, Ltd.8238 129th StreetSurreyBritish Columbia, Canada V3W 0A6Phone: 604 572 3935Fax: 604 590 8313

TD Electronics6815 Elm AvenueLoves Park, IL 61111-3818Phone: 815 633-9232Fax: 815 633-9272

Prime Mover Controls Ltd.3600 Gilmore WayBurnaby, British Columbia V5G 4R8CanadaPhone: 604-433-4644Fax: 604-433-5570

Hydraudyne Pneumatiek bvP.O.Box 92363007 AE RotterdamThe NetherlandsPhone: +31-10-4970300Fax: +31-10-4821210

Sturdy Controls Div1822 Carolina Beach Rd, Wilmington, NC 28401-6599 Phone: (910)763-2500

While all the manufacturers above havesuccessfully controlled Caterpillar 3500Bmarine engines, Caterpillar does not acceptresponsibility for successful use of products itdoes not sell or control.

Data TransmissionData LinkThe engine uses sets of voltage pulses in pairsof wires to communicate. Impedance of thewires, especially the capacitance aspect of theimpedance, will determine the maximum wirelength over which communications arepractical.

Wire SpecificationCaterpillars testing has determined thefollowing will provide reliable Data Linkcommunications.

Property Specification

Conductor-to-conductor not more than capacitance 23 picofarads per foot

Conductor-to-shield not more than capacitance 44 picofarads per foot

Wire diameter not less than 1.29 mm (16 AWG)

Wire data Wires should be tinned, stranded and twisted

Insulation Rated for 600 volts and a temperature range of 65C to 110C. EXANE is halogen-freeand suitable for use in installationsrequiring premium insulation.

Caterpillar offers wire of the requiredcapacitance. For Data Links less than 30 m or100 ft in length, use part number 143-5018 -unshielded Data Link cable. For Data Linksfrom 30 m to 457 m (100 to 1500 ft), use partnumber 123-2376 - shielded Data Link cabletogether with a Customer CommunicationsModule (CCM). The CCM boosts the DataLink signal, making reliable communicationover distances of up to 457 m or 1500 ftpossible. See the section on the CCM foradditional information.

Data Link Terminations:Avoid splicing or soldering wire connections.Terminate all connections at a dedicated DataLink terminal strip to ensure engine andcommunications systems reliability. Locatethis terminal strip to minimize the length ofthe Data Link wire run. Running Data Linkwiring in the same raceway as high powercabling, such as generator leads, radar orradio antenna wires or any AC cabling isstrictly forbidden.

Connections to Shielding of DataTransmitting WireGround shielding of data transmitting wire/sat only one place. Ground loops will be createdif the shield is grounded at both ends. Datatransmitting wire shields cannot beterminated to an electrically isolated or afloating device. If the data transmitting wire isspliced, be sure to splice the shields togetheras well.

14

Data Link Connections

Avoid Connecting Unused Lengths ofData Transmitting WireIt is common practice to install lengths of wirefor future needs, but do not connect unusedData Link wire to the customer connectionpoints for data transmission until the otherend of the Data Link wire is connected to theremote displays. If lengths of unused wire areconnected at the engine without connectingthe other end of the wire to the remotedisplays, the capacitance of the unused wiremay cause malfunction of connectedequipment.

Troubleshooting ElectricalInterferenceObserve what happens to the interferencewhen:

Other devices are turned on and off

Equipment is moved closer or further fromother devices

Different wire paths are used.

A different or separate power source isused to power a device.

The effects of interference will be minimizedor eliminated by good grounding practice.Use large wire gauges for grounds fromindividual devices, 9.27 mm diameter(AWG 00) or larger. Ground connectionsmust be kept clean. Always use one commonground reference for interconnected devices.For example, since a pilothouse panel andECM are interconnected they must share acommon ground, even if they are powered bydifferent power sources.

15

Data Link Connections

DataLink connections should always be made at a terminal strip.

DataLink +

Da ta Link +

Data

Link +

Da taLink -

DataLink -

Shie

ld

Shield

Shield

From ECMTo another Engine Accessory

To an Engine Accessory

Shielding must be connected to ground at only one point.

DataL ink -

16

The 3500B engine control module (ECM) ismounted using electrically insulating rubberbushings. The housing of the ECM, asshipped from the factory, is grounded to theengine block with a woven ground strap. Thenegative post of the input power to the ECMis grounded to the housing through a 150 kWresistor. That grounding resistor is to protectthe ECMs electronic components from thehigh DC voltage imposed on the engineduring its electrostatic painting process. Ifelectromagnetic interference from this sourceis a problem in a specific installation, confirmthe ground strap between the engine blockand the ECM housing is intact and itsterminals are clean and making good contact.

Limits Number of Data Link DevicesThe number of devices on a Cat Data Link islimited. Exceeding this number will overloadthe Data Link driver circuits in the devices.The most common symptom of Data Linkdriver circuit overload is the error messageCan Not Communicate after an additionaldevice is added. Some devices load the DataLink more than others. Generally, no morethan 8 devices should be placed on the DataLink for reliable operation. When secondaryData Links from two or more engines areconnected together, as when Engine Vision isused, that combined Data Link has an 8device limit, not the 16 devices as would havebeen expected, had the secondary Data Linksremained separate. Some devices load morethan others, so 8 devices is an estimate. Theservice tool counts as one device, whenconnected. The 8 devices limit is for eachData Link. Primary Cat Data Link is differentthan the secondary Cat Data link or the ATAData Link. Eight devices could be placed oneach individual Data Link for a total of 16devices.

Functions of Data Links:3500B Propulsion 3500B Propulsion

Engines Manufactured Engines Manufactured After April 1997 Before April 1997

Primary Cat Data Link Cat Data Link Pilot House Panel Pilot House

Instrument Panel Cat ET and Flashing Cat ET (Not flashing

software) CCM

Secondary Cat Data Link ATA Data Link Engine Vision Software Flashing CCM

Cat Data Link ProtocolCat Data Link is a proprietary networkprotocol that uses a variation of the RS-485Wiring requirements. Since the Cat Data Linkis a proprietary (closed) protocol, outsidedevices can only communicate to the enginenetwork by going through the CustomerCommunications Module (CCM), a protocolconverter that translates the protocol of theengine network and converts it an ASCII-based M5X protocol.

Connecting Programmable RelayControl Module (PRCM) to EIP

PurposeTo provide a communication link between theADEM-II/EMS-II System and the PRCM. ThePRCM is used by the customer to provide 25relay outputs and six LED outputs from eightSwitch Inputs and ADEM-III/EMS-II Systemparameters. The PRCM alone controls 7relays and 6 LEDs. For expansion, the usercan add one or two Relay Driver Modules toadd an additional 9 or 18 relays. The outputsare customer programmable through akeypad and display on the PRCM.

ValueProvides for customized warning systemsusing the following ADEM-II/EMS-II SystemParameters:

ECM Active Diagnostic PresentECM Voltage WarningEngine Oil Pressure WarningEngine Jacket Water Temperature High WarningEngine Jacket Water Temperature Low WarningEngine Overspeed WarningEngine Air Inlet Restriction WarningEngine Exhaust Temperature High WarningEngine Oil Filter Differential Pressure WarningEngine Fuel Filter Differential Pressure WarningEngine Crankcase Pressure High WarningEngine Aftercooler Temperature High WarningEngine Low Coolant Level WarningEngine Low Fuel Level WarningBattery Charger Diagnostic WarningMarine Gear Oil Temperature High WarningMarine Gear Oil Pressure Low Warning

Engine Electronic Fuel Injection DisabledEngine @ 100% Load Factor (i.e. in Rack Limit)Engine Speed above 50 rpmEngine Starter OvercrankEngine Starter Motor Relay ActiveEIP ECS Switch not in AUTO positionEngine Power Derating ActiveEngine Power Derating Active but not for AltitudeEngine ShutdownEngine Low Oil Pressure ShutdownEngine Jacket Water Temperature High ShutdownEngine Overspeed ShutdownEngine Crankcase Pressure High ShutdownEngine Aftercooler Temperature High Shutdown

FunctionThe operator will use the PRCM Keypad andDisplay panel to program the variousinput/output functions. These programmedfunctions will turn on/off the various LEDsand Relays. Refer to Caterpillar PublicationSENR6588 Owners Manual, ProgrammableRelay Control Module for more details.

17

Connecting Relay and CircuitBreaker inside EIP for PRCMpower control

PurposeProvides a means to switch power to thePRCM via the four position Engine ControlSwitch (ECS) on the engine mountedElectronic Instrument Panel (EIP).

ValueProvides on/off control of the PRCM via theECS and short circuit protection.

FunctionThe operator will install the relay, breaker andassociated wiring inside the EIP using theschematic shown above. The PRCM will beturned on via the ECS in the AUTO (using aRemote Start/Stop Switch), MAN.START orSTOP positions. The PRCM will be turned offvia the ECS in the OFF or AUTO (using aRemote Start/Stop Switch) positions.

Note: Neither the Remote E-Stop switch or theEIP mounted E-Stop Button will remove powerfrom the PRCM. This is done to maintain relayposition status inside the PRCM in case anemergency stop is performed.

18

Connecting Programmable RelayControl Module (PCRM) to oneor two Relay Driver Modules

PurposeTo provide an additional 9 or 18 relays. Theoutputs are customer programmable througha keypad and display on the PRCM.

ValueAllows Customer to expand the number ofengine parameters monitored through thePRCM.

FunctionThe operator will use the PRCM Keypad andDisplay panel to program the variousinput/output functions. These programmedfunctions will turn on/off the Relays. Refer toCaterpillar Publication SENR6588 OwnersManual, Programmable Relay Control Modulefor more details.

19

Connecting Relay Driver Moduleto Relay Board Assembly




20

Connecting to Relay Contacts onRelay Board Assembly

Note: Do not connect Relay Board Assemblyterminals 1, 2, 12 or 40 to the Relay Contactcircuits. The relay circuits must be keptseparate from the Relay Driver Module power,ground and control signals. Also note that eachcommon connection is fused (see schematicdiagram above).




21

Connecting CustomerCommunication Module (CCM)to EIP

PurposeTo provide a two-way communication link betweenthe ADEM-II System and the Operator of aPersonal Computer or Programmable LogicController or other device with a RS-232C Port.

ValueAllows Customer to remotely control and monitorthe engine.

FunctionThe operator will use Caterpillar suppliedbasic PC software to create Customer SpecificPrograms. The CCM software can be easilyupgraded via Flash memory programming.Refer to Caterpillar Publication SEBU6874Owners Manual, Customer CommunicationModule for more details. The following is alist of parameters that can be communicatedvia CCM.

22

Status ParametersFault PresentECM Voltage WarningEngine Jacket Water Temp High WarningEngine Jacket Water Temp High ShutdownEngine Jacket Water Temp High DerateEngine Jacket Water Temp Low WarningEngine Oil Pressure Low WarningEngine Oil Pressure Low ShutdownEngine Oil Pressure DerateEngine Overspeed WarningEngine Overspeed Shutdown Air Inlet Restriction Warning Air Inlet Restriction Derate Exhaust Temperature Warning Exhaust Temperature Derate Oil Filter Differential Pressure Warning Fuel Filter Differential Pressure Warning Crankcase Pressure Warning Crankcase Pressure Shutdown Crankcase Pressure Derate Aftercooler Water Temperature Warning Aftercooler Water Temperature Shutdown Aftercooler Water Temperature DerateFuel Injection Disabled Engine Overcrank Air Shut-off Relay Active Start Motor Relay Active Battery Charger Fault Warning (customer

wired)Engine Running Engine At Full Load (i.e. at rack limit)System not in Auto High Altitude Derate Low Engine Coolant Level Warning (if wired)Low Fuel Level Warning (if wired)Engine Diagnostic Active Backup ECM Ready Backup ECM Online Marine Gear Oil Pressure Warning (customer

wired)Marine Gear Oil Temperature Warning

(customer wired)

Operating Parameters1) Engine Speed2) Instantaneous Fuel Rate3) Total Fuel Consumed4) Engine Hours5) Engine Oil Pressure6) Engine Coolant Temperature7) System Voltage8) Engine Fuel Pressure9) Exhaust Manifold Temperature (Turbine

Inlet)-RH10) Exhaust Manifold Temperature (Turbine

Inlet)-LH11) Air Inlet Restriction - RH12) Air Inlet Restriction - LH13) Fuel Filter Differential Pressure14) Oil Filter Differential Pressure15) Turbo Outlet Pressure (Boost)16) Separate Circuit Aftercooler Coolant

Temperature17) Engine Oil Temperature (GSE Only)18) Inlet Air Temperature (GSE Only)19) Marine Gear Oil Pressure (if sensor

installed/wired)20) Marine Gear Oil Temperature (if sensor

installed/wired)21) Crankcase PressureControl Parameters:1) Remote Start/Stop - EPG Only2) Emergency Stop - EPG Only3) Fault Reset4) Activate Idle/Rated Speed Contact

(w/EMCP 11)- EPG Only5) Activate Circuit Breaker Shunt Trip

(w/EMCP 11) - EPG Only6) Override Cooldown Timer - EPG Only

23

Connecting CustomerCommunication Module (CCM)to a Modem

PurposeTo provide a two-way communication linkbetween the CCM and a remote operator of aPersonal Computer or Programmable LogicController or other device with a RS-232CPort.

ValueAllows Customer to remotely control andmonitor the engine.

FunctionThe operator will use Caterpillar suppliedbasic PC software to create Customer SpecificPrograms. The CCM software can be easilyupgraded via Flash memory programming.Refer to Caterpillar Publication SEBU6874Owners Manual, Customer CommunicationModule for more details.

24

Connecting CustomerCommunication Module (CCM)to a Personal Computer

PurposeTo provide a two-way communication linkbetween the CCM and an operator of aPersonal Computer or Programmable LogicController or other device with a RS-232CPort.

ValueAllows Customer to control and monitor theengine from another location in closeproximity to the engine.


25

Connecting CustomerCommunication Module (CCM)to a SatelliteReceiver/Transmitter

PurposeTo provide a two-way communication linkbetween the CCM and a remote operator of aPersonal Computer or Programmable LogicController or other device with a RS-232CPort via Satellite.

ValueAllows Customer to remotely control andmonitor the engine.


26

Connecting a Remote Start/StopSwitch to the EIP

PurposeProvides a remote means to start, run andcooldown/stop the engine.

Note: This function is only available while theElectronic Instrument Panel (EIP) mountedEngine Control Switch (ECS) is in the AUTO(3 OClock) Position.

ValueAdds operator convenience. Start/Run/Stopcontrol of the engine can be accomplishedfrom a remote location with only 5 wires and aswitch.

FunctionWarning: Starting the engine when a person isworking on or near the unit could result ininjury or death. Always insure that no one isnear the engine when it is started or wheneverthe Engine Control Switch (ECS) is placed inAUTO (3 OClock) position.

The Operator must first verify that theRemote Start/Stop Switch is set to the STOPposition. The operator will secondly set theEIP mounted Engine Control Switch (ECS) tothe AUTO (3 OClock) Position. Finally, tostart/run the engine, the operator must movethe Remote Start/Stop Switch to theStart/Run position. To cooldown/stop theengine the operator will move the RemoteStart/Stop Switch to the Cool/Stop position.

Finally, to stop the engine without cooldownthe operator must move the RemoteStart/Stop Switch to the Stop position.

Note: Only one Remote Start/Stop Switch isallowed per engine. The ADEM-II System willnot function with more than one RemoteStart/Stop Switch. For example, applicationsthat have a Pilot House Control Panel thatincludes a Remote Start/Stop Switch functionmust not add on another Remote Start/StopSwitch to the ADEM-II System.

27

Connecting a Remote E-StopSwitch to the EIP

PurposeProvides a remote means to stop the engine.

Note: This function is available while theElectronic Instrument Panel (EIP) mountedEngine Control Switch (ECS) is in the AUTO(3 OClock), MAN. START (6 OClock) andCOOLDOWN STOP (9 OClock) Positions.

ValueAdds operator convenience. E-Stop control ofthe engine can be accomplished from aremote location with only 3 wires and aswitch.

FunctionNote: Emergency Shutoff controls are forEMERGENCY use ONLY. DO NOT useEmergency shutoff devices or controls fornormal stopping procedure. Refer to the EngineStopping section of Caterpillar PublicationSEBU6917 for normal stopping procedures.

The Remote E-Stop Switch is used to shutdown the engine during an emergencysituation by signaling the ECM to disable fuelinjection, and actuate both air shutoffs ifpresent and enabled for use via the ETService Tool.

Note: The EIP mounted Emergency Stop pushbutton has a protective cover around it toprevent inadvertent operation. Refer toSENR6587 Service Manual, 3500B ElectronicInstrument Panel for more details.

28

Connecting a Coolant LevelSensor to the EIP

PurposeProvide a Low Coolant Level indication to theoperator.

ValueAdds a monitoring function to aid the operatorin maintaining proper coolant volume in theengine and therefor preventing engineoverheating.

FunctionThe operator will use the EMS-II LEDcorresponding to Low Coolant Levelindication on the Electronic Instrument Panel(EIP) to monitor low coolant level in theRadiator (Gen sets) or Expansion Tank(Marine). Refer to SENR6587 Service Manual,3500B Electronic Instrument Panel for moredetails. Low coolant level will have a negativeimpact on engine life.

Note: Using this Sensor, the operator can alsoreceive an Engine Low Coolant Level Warningindication via the PRCM.

29

Connecting a Fuel Level Switchto the EIP

PurposeTo provide a Low Fuel Level indication to theoperator.

ValueAids the operator in preventing unexpectedengine shutdown because of an empty fuelsupply tank.

FunctionThe operator will use the EMS-II LEDcorresponding to Low Fuel Level indicationon the Electronic Instrument Panel (EIP) tomonitor low fuel level in the supply tank.Refer to SENR6587 Service Manual, 3500BElectronic Instrument Panel for more details.

Note: Using this Switch, the operator can alsoreceive an Engine Low Fuel Level Warningindication via the PRCM.

30

Connecting a 4-20 mA Convertorfor Throttle Input to EngineElectronic Control System(Marine Propulsion Only)

PurposeProvides an isolated interface betweenindustry standard 4-20 mA analog input signaland the Caterpillar Standard Pulse WidthModulated format.

ValueEliminates the need for customer to customdesign pulse width modulated driver modules.

FunctionConverts 4-20 mA throttle signal to CaterpillarStandard Pulse Width Modulated format.

31

Throttle and EngineSynchronization System for Dual Engine control (Marine Propulsion Only)

PurposeTo link the engine controls of both engines to asingle throttle.

ValueAdds operator convenience, vessel control and isa standard practice in marine applications.

FunctionThe operator will use the Synchronization Switchto transfer the control of both engines to a singlethrottle lever. The Electronic Control Module(ECM) will then control engine speed from theMaster throttle lever. Engine synchronization canbe transferred to either the PORT orSTARBOARD (STBD) throttle.

The Operator will set the SynchronizationSwitch and then adjust the throttles to bringthe engine speeds within 50 rpm of eachother. The Engine controls will detect if andwhen the engine speeds are within 50 rpm ofone another and then lock onto the Masterthrottle for engine speed control.

Note: Synchronization can only occur whenboth engine speeds are within 50 rpm of eachother. Likewise, unsynchronization can onlyoccur when both engine speeds are within50 rpm of each other.

32

Throttle and EngineSynchronization System forTriple Engine Control byCENTER Throttle (Marine Propulsion Only)

33

PurposeTo link the engine controls of all threeengines to a single throttle.

ValueAdds operator convenience, vessel controland is a standard practice in marineapplications.

FunctionThe operator will use the ThrottleSynchronization Switch to transfer the controlof all three engines to the center throttle lever.The Electronic Control Module (ECM) ofeach engine will then govern engine speedfrom the center Engine throttle signal.

Note: Engine synchronization can not betransferred to either the port or starboard(STBD) throttle control. Engine speeds canonly be synchronized to the center throttlecontrol.

The Operator will set the SynchronizationSwitch and then adjust the port and starboardthrottles to bring their engine speeds towithin 50 rpm of the center engine. TheEngine controls will detect if and when theport and starboard engine speeds are within 50rpm of the center engine and then lock ontothe center throttle for engine speed control.

Note: Synchronization can only occur when allengine speeds are within 50 rpm of oneanother. Likewise, unsynchronization can onlyoccur when all engine speeds are within 50 rpmof one another.

34

Throttle and EngineSynchronization System for TripleEngine Control by Port Throttle(Marine Propulsion Only)

35

Throttle Position SensorCalibration(Marine Propulsion Only)Inspect Throttle LinkageInspect the Throttle linkage for:

Loose, bent, broken, missing, worn components.

Also, inspect for interface with the linkage orreturn spring.

Throttle linkage should work smoothlywithout excessive drag, and return to low idleposition without assistance in less than onesecond.

Adjustment at Low Idle StopPosition (Minimum Throttle)The calibration of the throttle position sensorrequires the use of an IBM PC compatibleLaptop Computer /Communication Adapterand Caterpillar ET Software. Run ET andfrom the first screen Click on the Servicepulldown menu.

Turn ECS (Engine Control Switch) to offposition.

Connect to the ECAP or ET System.

Turn ECS to CoolDown/Stop (9 OClock)position.

Access the Monitor Throttle PositionSensor Signal screen to display the DutyCycle.

Adjust the throttle linkage, with the throttle atLOW IDLE position, until:

The Duty Cycle reading (display) isbetween 5% and 10%.

Note: After adjustment, a slight movementOFF (away from) the LOW IDLE linkage stopshould increase the Duty Cycle reading.

When properly adjusted, the rotary disc shouldbe positioned as shown in Illustration 1 whenthe throttle is in the low idle position.

Adjustment at High Idle Stop Position(Maximum Throttle)Adjust the throttle linkage, with the throttle atlow idle position, until:

The Duty Cycle reading (display) isbetween 90% and 95%.

When properly adjusted, the rotary disc shouldbe positioned as shown in Illustration 2 whenthe throttle is in the high idle position.

Repeat the adjustment at low idle position toverify that the low idle stop is still properlyadjusted.

36

Connecting Backup ThrottlePosition Sensor for SingleEngine Installation (Marine Propulsion Only)

PurposeTo provide Throttle Position Sensorredundancy.

ValueAdds operator convenience. If diagnosticproblem is identified on Primary Throttle thensimply select the Backup Throttle via theThrottle Selection Switch.

FunctionThe operator will use a switch to transfer thecontrol of the engine to the Backup ThrottlePosition Sensor. The Electronic ControlModule (ECM) will then control engine speedfrom the Backup Throttle lever.

37

Connecting Premium PilotHouse Panel w/Switches to EIP(Marine Propulsion Only)

PurposeTo provide engine monitoring information andstart/stop Control to the Pilot House.

ValueProvides for monitoring of the followinginformation:

Warning Indicator Lights

1. Shutdown/Diagnostic2. System Voltage3. Overspeed4. Low Transmission Oil Pressure5. High Transmission Oil Temperature6. Low Oil Pressure7. High Coolant Temperature8. Low Coolant Temperature9. Low Coolant Level10. Low Fuel Level

Gauges

11. Engine Oil Pressure12. Engine Coolant Temperature13. Marine Gear Oil Pressure14. Marine Gear Oil Temperature15. Left Hand Exhaust Manifold Temperature16. Right Hand Exhaust Manifold

Temperature17. Turbo Outlet Pressure (Boost)18. Aftercooler Temperature19. Tachometer

LCD Display

20. Engine Speed in RPM21. Instantaneous Fuel Consumption22. Percent Load23. Engine Hours24. Active Gauge Value

FunctionThe operator will use a Selector Switch tostart/stop the engine, a Scroll Switch to accessthe various LCD and LCD/Gauge functions, adimmer knob to darken/lighten thebacklighting, a mushroom switch foremergency stop and lastly two lights tomonitor Back-Up Engine Control ready andactive.

38

Connecting Basic Pilot HousePanel w/Switches to EIP(Marine Propulsion Only)

PurposeTo provide basic engine monitoringinformation and start/stop Control to the PilotHouse.




Gauges

11. Engine Oil Pressure12. Engine Coolant Temperature13. Marine Gear Oil Pressure14. Marine Gear Oil Temperature15. Tachometer

LCD Display

16. Engine Speed in rpm17. Instantaneous Fuel Consumption18. Percent Load19. Engine Hours20. Active Gauge Value

FunctionThe operator will use a Selector Switch tostart/stop the engine, a Scroll Switch to accessthe various LCD and LCD/Gauge functions, adimmer knob to darken/lighten thebacklighting, a mushroom switch foremergency stop and lastly two lights to monitorBack-Up Engine Control ready and active.

39

Connecting Basic Pilot HousePanel w/o Switches to EIP(Marine Propulsion Only)

PurposeTo provide basic engine monitoringinformation to the Pilot House.




Gauges

11. Engine Oil Pressure12. Engine Coolant Temperature13. Marine Gear Oil Pressure14. Marine Gear Oil Temperature15. Tachometer

LCD Display

16. Engine Speed in rpm17. Instantaneous Fuel Consumption18. Percent Load19. Engine Hours20. Active Gauge Value

FunctionThe operator will use the Scroll Switch toaccess the various LCD and LCD/Gaugefunctions and a dimmer knob todarken/lighten the backlighting.

Note: To select, use scale on the display panel,connect a wire from batt (-) to pin 20 of the 40pin connector at the back of the display panelEMS Module. For Metric scale remove thewire.

40

Using CCM as a Cat Data LinkSignal Booster

PurposeTo provide a boosted Cat Data Link signal.

ValueAllows Customer to remotely control andmonitor the engine at distances beyond thestandard 30 m (100 ft) Data Link limit.

FunctionThe limitation on the distance to mount PilotHouse Panel and PRCM components iscurrently 30 m (100 ft). A CCM can be addedto the system to allow the devices to beinstalled up to 455 m (1500 ft). from theengine. The CCM acts as a constant currentsource to overcome the impedance ofextended length of communication link wire.

The illustration on the following page shows asample installation using multiple Pilot HousePanels. The CCM may be connected whereever it is convenient to do so, and does notnecessarily need to be in series with the panelor PRCM. Segment length may vary and doesnot necessarily need to be in equalproportions between modules. The sum of allsegments must be less than or equal to 455 m (1500 ft).

41

General CCM Installation InformationWhen a CCM is installed, these requirementsmust be met:

The environmental, mounting, wiring, andcable specifications must be met.

The connections diagrams must be followed.

Specifications The ambient operating temperature range is

from -40C to +70C (-40F to +158F).

The storage temperature range is from -40C to +85C (-40F to +185F).

The unit must be protected from directcontacts with liquids (splash-proof). Ifsealing is required, the CCM must be in awater-tight enclosure.

MountingLocate the CCM on a desk or shelf. Therubber feet on the bottom of the CCM can alsobe removed to allow panel mounting.

Note: Do not mount the CCM on an engine orwithin an engine mounted enclosure. It is notdesigned for this environment.

General Wire and Cable SpecificationsThe following specifications for wire and cableis given to reduce voltage drops over long runsof wire and to reduce EMI/RFI interference.

The wires connected to B+ and B- on theCCM must be at least 16 AWG.

Maximum Cat Data Link cable and B wirelength is 455 m (1500 ft.), including wireruns between any multiple panels.

No terminations or splices allowed on theabove wires, except as noted in theconnection diagrams.

The cable connected to Cat Data Link must be 16 AWG, shielded twisted paircable. Use 123-2376 Electric Cable, Belden8719 Cable, or equivalent.

42

Connecting a Marine Gear OilPressure Sensor to the EIP(Marine Propulsion Only)

PurposeTo provide a Marine Gear Oil Pressureindication to the operator.

ValueAids the operator in maintaining properMarine Gear Oil Pressure.

FunctionThe operator will use the EMS-II Gauges onthe Electronic Instrument Panel (EIP) tomonitor Marine Gear Oil Pressure. Refer toSENR6587 Service Manual, 3500B ElectronicInstrument Panel for more details.

Note: Using this Sensor, the operator can alsoreceive a Marine Gear Oil Pressure LowWarning indication via the PRCM.

43

Connecting a Marine Gear OilTemperature Sensor to the EIP(Marine Propulsion Only)

PurposeTo provide a Marine Gear Oil Temperatureindication to the operator.

ValueAids the operator in maintaining properMarine Gear Oil Temperature.

FunctionThe operator will use the EMS-II Gauges onthe Electronic Instrument Panel (EIP) tomonitor Marine Gear Oil Temperature. Referto SENR6587 Service Manual, 3500BElectronic Instrument Panel for more details.

Note: Using this Sensor, the operator can alsoreceive a Marine Gear Oil Temperature HighWarning indication via the PRCM.

44

Connecting a Danfoss (or similar)Shutdown Switch to the EIPfor use with PHP withStart/Stop and E-Stop Switches(Marine Propulsion Only)

PurposeProvides a means to stop the engine via aremote dry contact switch.

ValueProvides shutdown function interface for theoperator to allow the use of dry contactswitches to shutdown the engine forconditions defined by the operator forengine/vessel protection.

FunctionNote: Emergency Shutoff controls are forEMERGENCY use ONLY. DO NOT useEmergency shutoff devices or controls fornormal stopping procedure. Refer to the EngineStopping section of Caterpillar PublicationSEBU6917 for normal stopping procedures.

The Shutdown Switch is used to shut downthe engine during an emergency situation orcondition by signaling the ECM disable fuelinjection, and actuate both air shutoffs ifpresent and enabled for use via the ETService Tool. The marine engine ECMmonitoring system does not currently allowfor engine shutdowns, except for engineoverspeed shutdown.

Note: All air shutoff devices must be reset toopen before operating ther engine.

Low oil pressure and high jacket watertemperature Danfoss contactors are availablethrough the Price List. However, othermanufacturer switches may be utilized, aswell as additional switches for other desiredparameters.

The momentary or time delay switch servestwo basic purposes. First, it is required duringstart-up for a low oil pressure switch as anoverride until engine oil pressure builds upsufficiently. A time delay of 8-9 seconds wouldprovide acceptable performance. Second, amomentary switch would provide a means foroverride of any switch shutdown condition foremergency engine operation ortroubleshooting.

If more than one shutdown switch is utilized,the switches must be connected in series onthe 99~BR wire.

This shutdown switch wiring instruction is notintended to meet Unattended MachinerySpace marine society certificationrequirements. If this criteria must be met,please contact the factory for furtherinstruction.

45

Connecting a WoodwardLoadshare Module to the EIP(Generator Sets Only)

PurposeTo provide a means of sharing load withmultiple generator sets.

ValueAllows Woodward Loadshare Module tocontrol engine speed.

FunctionThe operator will use the WoodwardLoadshare Modules PWM OUTPUTSIGNALS (+) and (-) to provide a DesiredEngine Speed signal to the ADEM-II ECM.Refer to SENR6587 Service Manual, 3500BElectronic Instrument Panel for more details.

Note: The 9X-9591 Speed Control inside of theElectronic Instrument Panel (EIP) must beremoved if present and the F702-GN wireconnected to the S Terminal of the 9X-9591must then be connected to Pin-36 of the 40-PinCustomer Connector.

46

Connecting a Speed AdjustPotentiometer to the EIP(Generator Sets Only)

PurposeTo provide a means of controlling enginespeed on Generator Sets using the 9X-9591Speed Control.

ValueAllows the operator to adjust the 9X-9591Speed Controls Desired Engine Speed PulseWidth Modulated (PWM) output signal. The9X-9591 Speed Control resides inside theElectronic Instrument Panel (EIP). Refer toSENR6587 Service Manual, 3500B ElectronicInstrument Panel for more details.

FunctionThe operator will use the Speed AdjustPotentiometer to vary the Desired EngineSpeed PWM signals pulse width. This signalis inputted to the ADEM-II ECM which inturn governs Actual Engine Speed.

47

Connecting an Air InletTemperature Sensor to the EIP(Generator Sets Only)

PurposeTo provide temperature measurement of theintake air prior to entering the cylinder head.

ValueAids detection of degraded aftercoolerperformance, and high ambient airtemperatures or poor air ventilation in thearea immediately next to engine air filters.

FunctionThe operator will use the EMS-II Gauges onthe Electronic Instrument Panel (EIP) tomonitor inlet air temperature. Refer toSENR6587 Service Manual, 3500B ElectronicInstrument Panel for more details.Temperatures 30C (86F) greater thanAftercooler Water Temperature will have anegative impact on engine performance.

48

Connecting an Engine OilTemperature Sensor to the EIP(Generator Sets Only)

PurposeTo provide temperature measurement of theengine oil before filtering.

ValueAids detection of degraded oil coolerperformance.

FunctionThe operator will use the EMS-II Gauges onthe Electronic Instrument Panel (EIP) tomonitor oil temperature. Refer to SENR6587Service Manual, 3500B Electronic InstrumentPanel for more details. Temperatures greaterthan 107C (225F) will have a negativeimpact on engine life.

49

Connecting a Battery ChargerFault Switch to the EIP(Generator Sets Only)

PurposeTo provide a means of indicating a failingbattery charger to the operator.

ValueAllows the operator to prevent an undesiredengine shutdown caused by a battery chargerfailure.

FunctionThe operator will use the EMS-II SystemVoltage warning LED on the ElectronicInstrument Panel (EIP) to monitor the batterycharger. Refer to SENR6587 Service Manual,3500B Electronic Instrument Panel for moredetails. If a battery charger failure occurs, theADEM-II ECM will continue to govern theengine down to a minimum battery voltage of10 Volts DC.

Note: If the engine has been shut down, and arestart is needed, and the battery voltage isbelow 14.4 Volts DC with the ADEM-II systempowered but prior to Cranking the starters thenthe engine may not restart. This is because theECM Relay (ECMR) inside of the ElectronicInstrument Panel (EIP) has a minimum pull-in voltage of 14.4 Volts DC. The relays contactssupply (+) Battery voltage to the ECM. If therelay contacts do not close then the ECM willnot power-up. The relays minimum hold-involtage is 7.0 Volts DC.

Note: Using this Switch, the operator can alsoreceive a Battery Charger Diagnostic Warningindication via the PRCM.

50

Adding Circuits Inside EIP forCCM Power Control (Gen Setand Marine AuxiliaryApplications Only)

PurposeTo provide a means to switch power to theCCM (Customer Communication Module) viathe four position Engine Control Switch(ECS) on the engine mounted ElectronicInstrument Panel (EIP).

ValueProvides on/off control of the CCM via theECS and short circuit protection.

FunctionThe operator will install the wiring inside the EIPusing the schematic shown above. The CCM willbe turned on via the ECS in the AUTO (using aRemote Start/Stop Switch), MAN.START orSTOP positions. The CCM will be turned off viathe ECS in the OFF or AUTO (using a RemoteStart/Stop Switch) positions.

Note: Using the Remote E-Stop switch functionwill not remove power from the CCM. Using theEIP mounted E-Stop Button will remove powerfrom the CCM.

51

Connecting CustomerCommunication Module (CCM)to an Engine Vision Display(Marine Propulsion Only)

PurposeTo provide a two-way communication linkbetween the CCM and the Engine VisionDisplay.

ValueAllows Customer to remotely monitor theengine.


52

Programmable Droop(An option for use with shaft generators)

When UsedThis feature is used in applications ofpropulsion engines that demand engineoperation in isochronous mode or in droopmode. This feature allows the user to programthe droop percentage via the Caterpillar ETservice tool. Droop will cause the enginespeed to slow as load increases. The amountthat the engine speed slows depends on theamount of droop programmed and the amountof load on the engine. Programmable droopwill be compatible with all ratings ofpropulsion engines (dual engine controlmodules). High idle is that speed at which theengine will run at full throttle with no load.High idle may be calculated from the drooppercentage and the rated engine speedaccording to the following formula.

High Idle = [100 + % Droop/100] X [Rated Engine Speed]

DescriptionIt is not recommended that the 3500B marinepropulsion engine be coupled to generatorsfor the sole purpose of electric powergeneration. This is due to fundamentaldifferences in the turbochargers, fuel injectorsand software of the marine propulsion enginesversus the analogous components of anelectric power or marine auxiliary engine.However, in certain applications it may bedesirable or required by ship design to use ashaft generator either from a power take offon the marine gear or coupled directly to thefront of the marine propulsion engine. Whencoupling a shaft generator to a marinepropulsion engine it is criticallyimportant that the installer complete atorsional vibration analysis. In theseinstallations temporary or long duration loadsharing with other shipboard auxiliaryengines may be required. This can beaccomplished with the programmable droopparameter found in the configuration screenof Cat ET. The droop value can beprogrammed from 2.5 to 8% in 0.1%increments. Setting the droop value equal to 0will result in isochronous operation (this isthe factory default setting).

Normal operation of the marine propulsionengine uses isochronous response from lowidle to rated speed, and a non-adjustable 8%droop from high idle to rated speed.

53

The series of ET screens that follow illustrate the process of setting the programmable droopfeature. The first one shows the location and format of the percent droop line in ET.

The next screen shows the range of droop values that are available.

Notice! Value must be 0 or some between 25 and 80 (% droop X 10). Any value outside these limits willbe refused and CAT ET will enter 0% (the default value)

The next screen offers the option of confirming the droop that was entered.

If yes is chosen, the droop of the engine will remain at the chosen value.54

Load FeedbackWhen UsedLoad feedback is used in applications whenthe engine speed must be adjusted inresponse to the engine load. An examplemight be an engine driving a controllablepitch propeller (CPP). Using this feature canautomatically prevent potentially dangerousengine overload by reducing propeller pitch inresponse to the load feedback signal.

Description:The engines Electronic Control Module(ECM) produces an electronic signal that isproportional to the engine load. 3500B enginesdo not have a physical rack, but the electronicequivalent of the familiar concept of fuel rackposition (injection duration) is used in theservice tools and in the discussion below.

If the engine is operated below rated speed,the percent load is calculated using thefollowing formula:

Notice from the 3516B performance curvebelow that the percent load calculation isclosely related to the engine speed. On thecurve, there are two operating pointsillustrated by way of example. Assume, in thecase illustrated by the shorter brackets on theleft side of the curve that the engine isoperating at a rack position shown by theshorter of the two brackets. The maximumallowable rack position, for that speed, isillustrated by the longer of the two brackets.The percent load (ratio of the two rackpositions) is approximately 0.60 or 60%.

The taller pair of brackets on the right side ofthe curve illustrates a load percent ofapproximately 90+% since the engine isrunning at a very high percentage of itsmaximum rack position as illustrated by thetwo longer brackets.

55

Percent Load = Current Fuel (Rack) Position - Idle Fuel Position(as a decimal fraction) Max. Allowable Fuel (Rack) Position (At this speed) - Idle Fuel Position

If the engine is operated above rated speed,the percent load is calculated with the formulashown below.

Percent Load = Current Fuel (Rack) Position - Idle Fuel Position(as a decimal fraction) Max. Allowable Fuel (Rack) Position (At Rated Speed) - Idle Fuel Position

Idle Fuel Position should be set to 5.0mm.

This signal has an error of as much as 10%.

Wiring Diagram

56

40 Pin CustomerConnector

(Premium Wiring and Standard Wiring)

LoadFeedback (+)

LoadFeedback (-)

36

19 or 20or 21

0-200 mA

25 ohm5 watt1% resistor

In

Out

-

-

0-5 volts

4-20 mA

Note: Isolated input to output, Input to power and output to power

Load Feedback Signal

Such as Phoenix MCR-C-UI/UI-DCI

Control

+ -

In

Voltage toCurrent

Converter

57

Torque LimitWhen UsedThis feature is used in applications where it isdesirable to limit the torque rise of theengine. Examples include:

In repowering vessels that were originallypowered by lower powered engines andwith gears and shafts sized to the lowerpowered engines, it is desirable to limit thetorque rise of the new engine to protect themarine gear and shafting until such time asthey can be replaced. Torque limit will bevery useful in this instance.

Some equipment demands the powercharacteristics of mechanically governedengines. Electronic engines generally havevery high torque rise, as described in thegraph below. If successful operationdepends on the power characteristics ofmechanically governed engines (where thepower is a maximum only at rated speedand where power decreases at both higherand lower speeds from rated speed), thetorque limit feature can restore to theelectronic engine the power characteristicof mechanically governed engines.

This feature allows the technician who sets upthe engines with ET, the electronic servicetool, to set the maximum torque to any levelof torque from rated-torque-at-rated-power-and-speed up to peak torque.

Instructions The Overspeed Verify switch (see InternalInstrument Panel Switches section) has a dualfunction. When torque limit is desired, theoverspeed verify switch is removed and thewires leading to it are spliced together. Withthe engine shut down and the wires leading tothe overspeed verify switch securely splicedtogether, Cat Electronic Technician (ET)should be connected and the configurationscreen selected. Set the parameter OVS-TLSSELECT to the ON position to enable torquerise limit. The configuration screen must beexited and then re-entered. There will now bea numerical torque value displayed, in thechosen units of torque, at the TLS option nearthe bottom of the configuration screen. Selectthis value and edit the torque value to thedesired value.

Note: The torque value can be programmed toany value between the engines rated torquevalue and the maximum torque value. ET willnot accept torque values below rated torque.Consult TMI for these minimum (rated torque)values at your rating. Save and exit ET. Theengines torque will remain limited to the valueentered at ETs configuration screen so long asthe wires which previously lead to the overspeedverify switch remain spliced.

The following ET screens further illustrate the process of enabling Torque Limit. The first one showsthe initial torque limit of the engine. The engine is set for full torque rise as it comes from the factory.If torque limit is desired, the torque shown in the initial screen must be reduced to the desired level.

The new torque level must be entered on the next screen. That level must be between thestandard peak torque and the torque at rated power. See performance data for the specificrating for the peak torque and torque-at-rated-power values.

Notice! Value must be between maximum torque and torque at rated RPM58

This screen demands confirmation of the new torque limit. Choosing yes will cause the engine tolimit its peak torque to the value chosen.

The next screen illustrates the toggling of the Overspeed Verify Switch - Torque Limit Switch(OVS-TLS) function from Overspeed Verify to Torque Limit.

Notice! Selecting ON changes the function of the switch input to Torque Limit Switch

In summary; using ET enter the value to which torque is to be limited. Select ON on the OVS-TLS configuration parameter. When necessary, enable the overspeed verify function byreinstalling the overspeed verify switch and selecting ON in the Overspeed Verify parameter tocheck the overspeed protection system.

59

Engine Control Module Changes(VERSION C TO VERSION D)Differences between the Version C andVersion D ECM

In April 1997, the 3500B electrical systemchanged to add the new features in thefollowing table.

Feature Engines Shipped Engines Shippedor component Before April 97 After April 97

Engine ECM 7X-6321 176-7503or

130-7481

Data Links Primary CAT Primary CAT Supported Secondary ATA Secondary CAT

Engine Monitoring Warning WarningSystem Options Derate Derate

Shutdown

Engine Protection No YesOverride Switch (EPOS)

Cold Cylinder Cutout No Yes

Engine Vision Support No Yes

See serial number break list on page ____

Version C Data Link DescriptionThe Version C Engine Control Module(ECM) has a primary Cat Data Link and asecondary Data Link which uses AmericanTrucking Association (ATA) Data Linkprotocol. The Cat Data Link is used forcommunication between the ECMs and otherCaterpillar microprocessor based electronicdisplay modules. The secondary ATA link isused for flashing new software to the ECMwith the Caterpillar Electronic TechnicianSoftware Service Tool. Version C does notsupport Engine Vision. See Fig. 1 for VersionCs Data Link Architecture

Version D Data Link DescriptionThe Version D ECM has the same primaryCat Data Link as the Version C ECM, but itssecondary Data Link uses the same protocolas the primary Data Link Cat Data LinkProtocol, instead of the ATA. The primary isused for flashing the ECM and the secondaryis used for communication between theECMs and other Caterpillar microprocessorbased electronic display modules such as theEngine Vision Interface Module (EVIM) andGlobal Positioning System Interface Module(GPSIM).

Attachments for the Version D ECM The Version D ECM is capable of using theCaterpillar electronic monitoring system,Engine Vision. Engine Vision requires the useof an adapter called an Engine VisionInterface Module (EVIM). The GlobalPositioning System Interface Module(GPSIM) allows a Global Positioning Systemreceiver to transmit data to the Cat Data Link.See Fig. 2 for Version Ds Data LinkArchitecture.

A conversion procedure is available. Contact3500 Customer Service for more informationor see REHS0863 for details.

60

61

Serv

ice

Tool

Conn

ectio

n(F

or fl

ashi

ngba

ck-u

p EC

M,

only

)

Vers

ion

CB

ack-

up E

CM,

J1 C

onn

Vers

ion

C EC

MJ1

Con

n

D E9

CatD

ataL

ink

+3

CatD

ataL

ink

-89

3-G

N

G79

3-YL

893-

GN

E794

-YL

892-

BR

G79

2-B

U

892-

BR

E793

-BU

9 Ca

tDat

aLin

k +

3 Ca

tDat

aLin

k -

J H7

Sec

onda

ry A

TA +

1 S

econ

dary

ATA

-

7 AT

A D

ATA

LIN

K +

1 AT

A D

ATA

LIN

K -

Cust

omer

Com

mun

icat

ion

Mod

ule

(CCM

)

Engi

ne M

onito

ring

Syst

em(E

MS)

Back

-up EC

M(M

arine

Prop

ulsion

Only)

VERS

ION

C D

ATA

LIN

K A

RCH

ITEC

TURE

Stan

dard

Serv

ice

Tool

Conn

ectio

n

Dat

a -

Dat

a +

05

14D

E

H J

62

893-

GN

893-

GN

J981

-WH

J982

-OR

NO

T U

SE

D

892-

BR

892-

BR

NO

T U

SE

D

Ver

sio

n D

Bac

k-u

p E

CM

J1 C

on

n

9 P

rim

ary

Cat

Dat

aLin

k +

3 P

rim

ary

Cat

Dat

aLin

k -

7 S

eco

nd

ary

Cat

Dat

aLin

k +

1 S

eco

nd

ary

Cat

Dat

aLin

k - Ver

sio

n D

Pri

mar

y E

CM

J1 C

on

n

9 P

rim

ary

Cat

Dat

aLin

k +

Cu

sto

mer

Co

mm

un

icat

ion

Mo

du

le(C

CM

)

Dat

a -

Dat

a +

3 P

rim

ary

Cat

Dat

aLin

k -

7 S

eco

nd

ary

Cat

Dat

aLin

k +

1 S

eco

nd

ary

Cat

Dat

aLin

k -

En

gin

eM

on

ito

rin

gS

yste

m

Pro

gra

mm

able

Rel

ay C

on

tro

lM

od

ule

Back

-up E

CM(M

arine

Prop

ulsion

Only

)

VE

RS

ION

D D

ATA

LIN

K A

RC

HIT

EC

TU

RE

Ser

vice

To

ol

05

14

19

20

D

E

Serial Number Breaks BetweenVERSION C AND VERSION DEngines built with serial numbers higher thanthose listed in the table below were built withthe Version D Engine Control Module.

Serial Number Breaks

Marine Engine Model First Version D Serial Number

3508B DITA SCAC AUX 3DM00093

3512B DITA SCAC AUX 8EM00258

3516B DITA SCAC AUX 9AN00121

3508B DITA JWAC AUX 3DW00001

3512B DITA JWAC AUX 1PW00001

3516B DITA JWAC AUX 2FW00001

3508B DITA SWAC PROP 2BM00123

3512B DITA SWAC PROP 7HM00174

3508B DITA SCAC PROP 7SM00077

3512B DITA SCAC PROP 4TN00096

3516B DITA SWAC PROP 8CN00144

3516B DITA SCAC PROP 8KN00143

3508B DITA JWAC PROP 1TW00001

3512B DITA JWAC PROP 2GW00001

3516B DITA JWAC PROP 3CW00001

3516B HIGH DISP DITA SCAC PROP 4BW00001

3512B HIGH DISP DITA SCAC PROP 2EZ00001

3508 DITA JW EUI AUX 3TS00001

3512 DITA JW EUI AUX 3WS00001

3516 DITA JW EUI AUX 3XS00001

3508 DITA JW EUI PROP 3PS00001

3512 DITA JW EUI PROP 3RS00001

3516 DITA JW EUI PROP 3SS00001

63

Throttle Position Sensor

Where UsedThe Throttle Position Sensor is used toprovide an engine throttle signal. Somecontrol system suppliers are able to provideusable engine throttle signals directly withoutusing the Cat Throttle Position Sensor.

Description:The Throttle Position Sensor convertsrotational motion into a variable-duty-cycle,pulse-width-modulated signal. The duty cycleof the signal determines the desired speed ofthe 3500B propulsion engine.

PWM DefinitionThe 3500B marine engines a series of evenly-spaced voltage pulses, emits at the rate of500 pulses per second as a throttle signal (toconvey the pilots desired engine speed). Thevoltage pulses can be varied in their width.This width variability, changing the duty cycleof the signal, gives the signal its ability toconvey information. When the pulses are veryshort (low duty cycle), the engine throttlesignal is for a slow engine speed. When thepulses are very wide (high duty cycle), theengine throttle signal indicates a fast enginespeed. These signals are called Pulse-Width-Modulated (PWM).

PWM signals are generally resistant toproblems associated with ground faults,excessive capacitance and voltagefluctuations. These make a PWM signalideally suited as a throttle signal.

Notice that even though the frequency(wavelength) of the voltage pulses shownbelow are constant, their width varies. It isthat width variation the engine uses todetermine its desired speed.

64

Programmable Relay ControlModuleWhere UsedThe PRCM is most often used to drive alarmlights/horns in response to alarm conditionsdetected by the engines control and monitoringsystem. The following system parameters maybe annunciated using the PRCM.

ECM Active High Crankcase PressureDiagnostic Present

ECM Voltage Warning High Aftercooler Water Temperature

Engine Oil Low Coolant LevelPressure Warning

High Jacket Low Fuel LevelWater Temperature

Low Jacket Battery Charger Low VoltageWater Temperature

Overspeed High Marine Gear Oil Temperature

High Air Low Marine GearInlet Restriction Oil Temperature

High Exhaust Temperature Disabled Fuel Injection

High Oil Filter Engine at 100% LoadDifferential Pressure

High Fuel Filter Engine Speed above 50 rpmDifferential Pressure

Starter Over-crank Active Starter Motor Relay

Engine Control Switch Power Derate Activenot in AUTO Position

Power Derate Active, Shutdownbut not for Altitude

Shutdown because Shutdown because of of Low Oil Pressure High Jacket Water Temp

Shutdown because Shutdown because of High of Overspeed Crankcase Pressure

Shutdown because of High Aftercooler Temp

DescriptionThe Programmable Relay Control Module(PRCM) will provide up to twenty five (25) setsof relay dry contacts and six (6) alarm lights(LEDs) from eight (8) switch inputs and theData Link parameters. The basic PRCMcontrols 7 relays and 6 alarm lights. If desired,up to two add-on Relay Driver Modules canprovide 9 additional relay dry contacts, each, fora total of 18 relay dry contacts. All the relays andalarm lights are customer programmablethrough a keypad and display on the PRCM. ThePRCM receives information via a Cat Data Linkfrom the Engine Control Module (ECM) andfrom eight switched inputs on the PRCM tocontrol the outputs. The PRCM always outputsthe present state of the selected input, ifavailable. If the communications between thePRCM and the ECM are disrupted, the PRCMcan either output the last data received or resetthe data.

Ambient operating temperature range: -40 to +70C (-40 to +158F)

Voltages: The operating voltage range isfrom 15 to 45 volts DC. The Relay DriverModule is designed to only operate whenpowered by 24 or 32 volts DC batterysystems.

Relays: The relay coils draw 20 mA at24 VDC. Three relays provide normallyopen and normally closed contacts. Fourrelays provide normally open contacts only.The relay contacts are silver flashed, fuseprotected, and rated for 10 amps at 28 VDC.

The PRCM case is electrically isolated fromits internal circuitry.

All inputs and outputs are protected againstshorts to + or Battery. Exceptions areterminals 2, 13 and 14 on the relay drivermodule which are not fused and thereforeare not protected from short circuits to + or battery.

The PRCM is capable of operating with orwithout an earth ground.

The PRCM must share common groundwith the optional relay driver modules andrelay boards.

The PRCM is intended to be located in aninstrument panel or on a shelf. 65

For more details, see Owners Manual,Programmable Relay Control Module

66

General Alarm RelayWhen UsedThe General Alarm Relay is a relay containedwithin the engine-mounted instrument panel(EIP) of propulsion engines equipped with thestandard engine wiring harness. The GeneralAlarm Relay is not a feature of marineauxiliary engines. It provides dry, voltage-free,contacts with which an alarm annunciationsystem may be controlled. It will change state(go from normally open to closed or go fromnormally closed to open) in the event of apotentially dangerous condition with engineperformance or if there is a failure of someportion of the engines electronics system. Itis important to define some terms used inunderstanding the function of the GeneralAlarm Relay.

Events are situations where the enginesperformance parameters (exhausttemperature, jacket water temperature andoil pressure to name a few) are outsidelimits set for the rating and application.Active Events are occurring at the currentmoment, while Logged Events haveoccurred at some time in the past. Loggedevents are saved within the ECM alongwith the engine service meter reading atthe time of the event.

Diagnostics are warnings of failure of someelectrical engine component. They mayindicate a short circuit, unintentionalground, open circuit or improper responseof an engine performance transducer orsensor. As with events, diagnostics may beactive or logged.

In the presence of active events of apotentially catastrophic nature, the enginemay automatically shut off. In the presenceof active events of a somewhat lesserimportance, the engine may automaticallylower its power output up to 25% for eachparameter out of its safe range. This iscalled Derating. In the presence of still lessimportant active events, the engine mayissue a warning via its monitoring system.The performance parameter levels at whichshut off, derate and warning occur are setat the factory.

The General Alarm Relay will actuate on thepresence of Active Events or Diagnostics.

Description:The General Alarm Relay contacts are ratedfor 20 amps at 24 volts DC.

67

68

Wiring Diagram

General Alarm RelayConnection Diagram

37

39

40

GeneralAlarmRelay

Normally Open

Normally Closed

Common

Customer Connector(Premium and Standard Wiring Harnesses)

The General Alarm Relay energizes when:There is a dangerous condition with the engine performance - or - There is a failure in some portion of the engine's electronics systems.

Switches Inside the EngineMounted Instrument Panel Inside the electronic instrument panel areseveral switches. Depending on the engineconfiguration, they may include the following:

Engine Protection Override Switch Manual Starter Switch Overspeed Verify Switch Prelube Override Switch

Manual Starter Crank Switch allows theoperator to crank the engine using the enginestarters and overriding any other control orprotection systems. Therefore, the starterscan be engaged even when the engine controlswitch is in the OFF position or when theECM has completed the cycle cranksequence. The manual starter crank switch isintended to be used for systemtroubleshooting and engine maintenance. Donot use the manual starter crank switch fornormal operation of the engine.

Overspeed Verify Switch allows theoperator to verify that the overspeedprotection system is working as desired.When the switch is activated, the ECM willperform an engine overspeed shutdown (if theEngine Monitoring System is programmed forthis action) at 75% of the engine overspeedtrip point. The overspeed verify switch isintended to be used for troubleshooting andverification of engine protection systems.

Prelube Override Switch allows theoperator to override the prelube pumpsequence at the beginning of the cycle cranksequence during engine start-up (if there is anattached prelube pump as part of the enginesystem). When the prelube override switch isactivated, the ECM will not initiate an engineprelube prior to cranking the engine: theECM will immediately begin to crank theengine without prelubing. The prelubeoverride switch is intended to be used fortroubleshooting and to provide for immediateengine starting during emergency situations.The prelube override switch is present only ifthe prelube pump attachment is part of theengine package.

Engine Protection Override Switch is usedin circumstances where it is absolutelynecessary to continue to operate an engine,even though that engine may be seriouslydamaged or destroyed by continuedoperation. An example might be during astorm at sea where loss of engine powermight result in loss of the vessel and thecrew. In any case, the decision to continue tooperate a crippled engine must be that of theships master. The engine protection overrideswitch gives the ships master that option. Ifan engine is operating and a fault occurs; theoperator may move the switch from thenormal to the override position. In theoverride position, the engine will not shutoff,regardless of alarms or faults. If an engine hasalready shutoff, because of a fault, the enginemay be restarted, without protection, bymoving the switch from the normal to theoverride position.

If the engine is equipped with the standardwiring harness, the adjacent photos describethe location of the switches.

69

Inside the black, engine-mounted instrumentbox (on the side of the engine), the switchesare in the upper left corner.

If the engine is equipped with the PremiumWiring Harness, the adjacent photos describethe switches location.

Note the opened lid of the engine-mountedinstrument box. The set of switches is at theoutside right corner of the box's cover.

70

71

Cat Engine Vision(An optional attachment)

Description:The Engine Vision System displays currentengine and transmission data, trip data,historical data, maintenance and diagnosticinformation, and troubleshooting information.It can also interface with vessel globalpositioning systems to display vessel positionand speed. A single Engine Vision System cansimultaneously display data for up to threeengines. Each engines ECM is connected viaCat Data Link and the Engine Vision InterfaceModule to Engine Vision. Touch screentechnology provides fast, easy access todesired information.

Function keys mounted on the housingbelow the screen provide additional accessto desired information

The high resolution, multi-colored LCDscreen provides superior readability in alllighting conditions

Displays current engine operatingparameters

Continually updates engine historical data

Global positioning display with GPSInterface Module

Graphic displays of critical operatingparameters

Trip and lifetime totals for engine operatinghours, load factors, and fuel rates

Diagnostic information

Maintenance information

For further reference see the following:

Installation Guide SENR 5002-02

Engine Vision 4.0 Software LERM8401-02

Engine Vision Operator's GuideLEKM8504-01

ECM Data/HistogramsThe 3500B Marine Engine collects and storesoperational and performance informationwithin its Engine Control Module (ECM). Thedata is stored in the form of Histograms. Thehistograms graphically display the percentageof total operating time spent at various:

Engine Speeds

Percent of Engine Loads

Right Exhaust Manifold Temperatures

Left Exhaust Manifold Temperatures

See the charts below for examples.

These charts are available for download fromengines ECM using the ElectronicTechnician (ET) Service Tool. The charts areextremely useful for confirmation of properengine rating level. They can also be used, bycomparing a histogram taken at one point intime to the same histogram taken later, tocompare the way various operators use theengine and vessel. If the ECM is replaced, thehistogram data will be lost.

73

Electronic Engine Lifetime

0.15 0 1.38

995

11.6376.18137.7519.95 39.7 0.3 0 0 0

.99%14.68

1.75%26.1

1.95%29.03

3.09%46.03

6.24%93.05

0

200

400

600

800

1000

< 40

0

400

500

600

700

800

900

1000

1100

1200

1300

1400

1500

1600

1700

1800

1900

2000

Engine Speed (RPM)

Tim

e (h

rs)

Electronic Engine Load Factor

42.452.85%

80.54%

4.080.27%

30.20%

8.930.60%

13.430.90%

26.531.78%

71.934.83%

95.86.43%

28.851.93%

17.781.19%

1 61.07%

0.150.01%

44.582.99%

631.4542.35%

112.837.57%

165.311.09%

87.555.87%

49.453.32%

32.452.18%

30.282.03%

0100200300400500600700

0 1 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 9 0 100

Engine Load Factor (%)

Tim

e (h

rs)

Electronic Engine Exhaust Temp.1101.473.87%

16.71.12%

14.931.00%

11.930.80%

14.630.98%

20.251.36%

66.334.45%

8 45.63%

77.655.21%

48.783.27%

9.430.63%

9.350.63%

5.330.36%

2.20.15%

1.70.11%

2.030.14%

1.380.09%

1.130.08%

0.7500.05%

0.550.04%

0.250.02%

0.10.01%

0.050%

0

2 0 0

4 0 0

6 0 0

8 0 0

1 0 0 0

1 2 0 0

Cat 3500 B Series Application and Installation LEBM7301-01

Documents

Transcript of Cat 3500 B Series Application and Installation LEBM7301-01