When a diagnostic is active the ECM defaults to low idle so the switch has the intended effect. However, the active diagnostic created problems with certain electronic monitoring systems. The new dedicated low idle switch ECM input allows the switch to request low idle speed without opening the speed control signal and activating the diagnostic.
This feature can be utilized on all previous B EPG engines by rewiring the low idle switch. Low idle becomes the desired speed when J1-P26 is grounded. If the switch wiring is not changed on EPG engines when the new software is flashed, the low idle switch will continue to operate as it always has — activating the diagnostic.
However, Marine Auxiliary engines that are field updated with the new software will need to make a wiring change. This circuit currently serves no function and can be disconnected by removing the wire from pin 12 of the ESS and tying it back or installing the low idle switch. Note: The low idle switch input feature will not eliminate a diagnostic code caused by a Woodward Load Share Module that is powered by the generator potential transformers PTs. Speed range adjusted per customer request Improved and fuel pressure sensor misinstalled diagnostic strategy.
The previous change in reason code 5 was only partially successful. The new strategy increases the amount of negative fuel pressure differential required to log the misinstalled codes from kPa to kPa. In addition, the absolute value of the fuel filter differential pressure is now used for display purposes and event logging.
This will allow the ECM to monitor differential pressure even if the sensors are installed backward. The percent load calculation has been changed to more accurately reflect engine load.
Be certain to verify that the new software strategy will not adversely effect vessel control systems that utilize this output before flashing the ECM with the new software. The Low Coolant Temperature warning strategy has been improved. This strategy has been improved to reduce low coolant temperature warnings when the engine is lightly loaded.
The strategy now uses engine load as well as coolant temperature to determine if the engine is being over cooled. This parameter label will be used in forthcoming versions of Cat ET. Until then the parameter will show up as Load Warning Set. This occurs when the tattletale is zero. Cat ET Version 3. The monitoring system is now disabled when engine speed is zero.
It was previously possible for the monitoring system to activate an alarm with no engine speed. This resulted in nuisance alarms in applications where the electrical system is left powered up when the engine is not running. Programmable governor gains added.
Engine ECM governor gains may be adjusted if the default gain factors do not provide satisfactory system response characteristics. Default governor gain settings are recommended for almost all applications. Rated Fuel Default to Minimum. When replacing a failed ECM the rated fuel limit parameter will now default to a minimum value. The parameter will need to be programmed after the correct value has been obtained from TMI. Previously, the rated fuel limit parameter defaulted to a maximum value and engine damage could occur if it was not properly programed following an ECM replacement.
Many customers knowingly operate in derate mode and the continuous light flashing is a nuisance and may disguise a new diagnostic. After 15 seconds the light will stop flashing. The derate is still active and can be viewed with Cat ET. Only the annunication of the derate has changed. Minimum oil pressure map for low oil pressure warnings is now 69 kPa at low engine speeds. This value was increased to provide added protection to turbochargers. Torque Limit feature added. Programmable parameter allows engine torque to be limited.
Parameter may be programmed to a value between torque at rated speed and peak torque. General alarm relay feature updated. The general alarm relay will now activate for low fuel level and low coolant level. These two conditions did not previously activate the general alarm relay. Injector E-Trim feature has been updated.
Previously the injector trim codes defaulted to no adjustment and no diagnostic was present. The diagnostic will activate when updating software on existing engines containing injectors that do not have trim codes. To fix the problem, go the calibration screen in Cat ET and reprogram all of the codes to Service Replacement Reason 5,6,8,9 latest Service Replacement Reason latest Replacement Flash Part No. Replacement 1 2, 3 4 latest Replacement latest Replacement 2,3 latest Replacement 2, 3 4 latest Software is listed by application then number of cylinders.
This section details the reasons why a software revision was made. The reason description is a new feature addition to this cross-reference and reason descriptions are not available for older files. C Fix for erroneous logging of high crankcase pressure events. D A change was made to the and fuel pressure sensor misinstalled diagnostic strategies to reduce false logging. F Improved inlet air restriction and oil pressure monitoring. The strategy now uses engine load as well as coolant temperature to determine if the engine is being over-cooled.
Service Replacement Reason 1,3 latest 4. Replacement Reason 1,3 latest 4. Service Replacement Reason latest 4. Replacement 1 latest 4. Latest software services these Serial Numbers back to the first Serial Number listed. Chip Version Reason latest Chip Version 46 latest Chip Version Reason NA Drive Flash Part No. Chip Version 57 67 latest Chip Version Reason NA ,37 Latest Chip Version Reason 10 11 16,18, latest Chip Version Reason 3 latest Chip Version latest Chip Version Latest Chip Version Reason 16,18 latest Reason Latest Chip Version Reason 11 16,18 latest Chip Version Reason 8 16,18 43 61 Latest Chip Version 60 61 Latest Chip Version Reason Latest Extended wastegate governed region, new range is to rpm 6.
Debounce on the oil level switch is now 3 seconds set and 0. Debounce on the coolant level switch is now 3 seconds to set and 0. From to 1. Support for True Weight Speed Manager — Keeps transmission from switching gears constantly when weight is being changed. Support for coolant flow switch. New Advance on Acceleration timing map to improve engine performance 2. New High Altitude Advance on Acceleration timing map to improve engine performance.
Support for lower case transmission serial numbers 3. Modified low oil pressure event map lowered to 69 kPa to meet B Basic Engine Requirement and protect turbo chargers.
Negative timing support 2. Analog inputs are filtered and initialized except TOT 3. Dyno mode — Feature simplifies dyno testing of electronic engines. Certain diagnostic codes caused by removing the engine from chassis are ignored. Desired engine may be entered through Cat ET. This eliminates the need to connect a throttle position sensor to the engine during testing.
This feature require up to date version of Cat ET. Test cell throttle support 5. Timing changes to 4? Extended wastegate governed region, new range is to rpm 5. Added to feature True Weight Speed Manager — Keeps transmission from switching gears constantly when weight is being changed. Modified low oil pressure event map to meet B Basic Engine Requirement 4.
FTS Programming 5. Testcell Throttle 9. Dyno Mode — Feature simplifies dyno testing of electronic engines. Desired engine speed may be entered through Cat ET. This feature requires up to date version of Cat ET. Reduces false logging of high air filter rest events. This feature requires up to date version of Cat Et. New torque map 2. New timing map. Certain diagnostic coeds caused by removing the engine from chassis are ignored.
Water cannon throttle lock 2. Pre-lube override and trup points 3. Fan clutch rampup 5. Zero out hours and fuel 6. PID for engine status 7. E-trim EEprom clearing for interlock mismatch No event for negative crankcase pressure New fuel rate map Altitude derate 0. New torque map. Added body up lean smoke make for neutral gear 2. Crank case filter factor to 25 PIR 4. Engine coolant flow switch debounce from 2 to 10 seconds. Reduces false logging of loss of coolant flow events.
Prelube map kickout time 17 seconds and pressure kickout 3 kPA. New torque map timing map to address valve sticking problem.
Added support for Electronic Muffler 2. Set debounce on the oil level switch and coolant level switch to 3s and the reset debounce to 0. Negative timing support 4. All analog inputs are filtered and initialized except TOT 5. Add support for FTS programming 8. New interlock code. New torque maps 2. New timing map 3. New fuel rate map 4. Max value for the FARC adjustment is 0 instead of Out of these cookies, the cookies that are categorized as necessary are stored on your browser as they are essential for the working of basic functionalities of the website.
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