CATERPILLER

Lesson 3: Electrical Schematics
Electrical Schematics
ELECTRICAL COMPONENTS
AND SYMBOLS
• Basic Electrical Components
• Solid State Electrical Components
• Electrical Schematics
Introduction
This lesson describes and explains the information that is available to

help the technician in diagnosing and troubleshooting electrical and
electronic systems.
At the completion of this lesson, the student will be able to:

1. Demonstrate an understanding of electrical circuit symbols by
matching the name of the symbol with the symbol graphic.
2. Demonstrate the ability to read and interpret schematic
information.
The schematic used for this lesson is 950F--Electrical Schematic

Form No. SENR5019. The lecture and quiz for this exercise is
developed from the above schematic. The reference materials can
be easily adapted to another product by ordering a machine
specific schematic and then tailoring the quiz to match the
schematic.
Unit 3 3-3-2 Electrical Fundamentals
Lesson 3
MOTOR POS NEG

10 A
CIRCUIT
SOLENOID MOTOR TRANSISTOR BATTERY BREAKER FUSE LIGHT
T° T°
DISCONNECT TEMPERATURE PRESSURE SWITCHES TOGGLE SWITCH

SWITCH SWITCH
T°
RESISTORS REOSTAT POTENTIOMETER RESISTOR
G S
IGN MTR BAT
ALT
+ R SEND
MOTOR
GRD
ALTERNATOR GAUGE RELAY GROUND STARTER
Fig. 3.3.1 Electrical Schematic Symbols
Schematics
Schematics are basically line drawings that explain how a system
works by using symbols and connecting lines. Symbols are used to
represent devices or components of both simple and complex
electrical and electronic systems. Schematic symbols are used
extensively in Caterpillar publications for diagnosing electrical
concerns.
Schematics are used by technicians to determine how a system works

and to assist in the repair of a system that has failed.
Schematic symbols present a great deal of information in a small

amount of space and the reading of schematic symbols requires
highly developed skills and practice. A logical, step-by-step approach
to using schematic diagrams for troubleshooting begins with the
technician's understanding of the complete system. Although there are
many electrical symbols used in circuit diagrams, Figure 3.3.1 shows
the some of the more common Caterpillar electrical symbols.
Lesson 3
Schematic Features
Caterpillar electrical schematics contain very valuable information.

The information is printed both on the front and reverse side of the
schematic. The technician needs to become very skilled in reading
and interpreting all the information contained on both sides of the
schematic.
At this time schematics should be distributed to the students.
Some of the features on the front of the schematic include:
Color codes for circuit identification
Color abbreviation codes
Symbol descriptions
Wiring harness information
Schematic notes and conditions
Grid design for component location
Component part numbers
Explain the various types of dashed lines on electrical schematics.

The following is a recommendation for clearing up the confusion
associated with dashed lines:
Dashed "colored" lines represent attachment circuits. Use the

color identification code located on the schematic to determine
the circuit.
The heavy "double-dashed" lines identify the circuitry and

components located in the operator station.
A dashed (thin black) line is used to identify an attachment, wire,

cable or component. (See the symbol description on the
schematic).
Lesson 3
OLD FORMAT
COLOR CODE WIRE SIZE

WIRE LABEL
169 - PK - 18
NEW FORMAT COLOR CODE

WIRE LABEL WIRE SIZE
169 - H5 PK - 18
WIRE #5 in HARNESS "H"
Fig. 3.3.2 Wire Identification Labels
Machine Electrical Schematics with New Format

Some Caterpillar machines use a new format for electrical system
schematics. The new format is called PRO/E and provides additional
information for wire, connector, component and splice symbol. The
following information describes the new format.
Wire Identification Labels
This slide shows the new wire identification format. The label
includes the circuit identification wire label number (169), harness
identification code (H), the wire number in the harness (5), color code
(PK) and the wire size (18).
NOTE: The codes shown are examples of the new identification
system. Consult the appropriate electrical schematic for more
detailed and accurate information.
Lesson 3
OLD FORMAT
CONNECTOR LABEL CONNECTOR LABEL

H G
NEW FORMAT
CONNECTOR LABEL
CONNECTOR LABEL
H-C7 G-C1
3E3382 3E3379
"H" is the harness identification, "C" stands for connector,

"7" is the connector number in the harness,
and 3E3382 is the receptacle connector part number
Fig. 3.3.3
Connectors
The new connector identification format includes the harness
identification code (H), identifies the assembly as a connector (C),
identifies the number of the connector within the harness (7), and lists
the connector part number (3E3382).
OLD FORMAT
FUSE
113-8490
10 A
NEW FORMAT
H-P12
113-8490
10 A
Fig. 3.3.4 Components
Components
The previous method of component labeling on a schematic shows
the descriptive name and the component part number. The
schematics drawn in PRO/E format contain a harness identification
letter (H), a serializing code (P-12) where "P" stands for part and
"12" stands for harness position (number "12" part in harness "H",
and the component part number (113-8490).
Lesson 3
OLD FORMAT
10 A 405-GY-16
Splice
405-GY-16
NEW FORMAT
10 A 405-G9 GY-16
Splice
405-G7 GY-16
Splice
405-G14 GY-16
Fig. 3.3.5 Splices
Splices
The PRO/E format for splices uses two connection points to indicate
which side a given wire exits. The previous splice symbol used a
simple filled-in dot to indicate a splice.
The new format shows that in harness "G", wire 405-G9 GY-16 is
spliced into two wires, "405-G7 GY-16" and "405-G14 GY-16."
Some of the features on the back of the schematic include:
Harness and wire electrical schematic symbols and identification

Electrical schematic symbols and definitions
Wire description chart
Related electrical service manuals
Harness connector location chart
Off machine switch specifications
Machine harness connector and component locations, identified as
a machine silhouette
Component Identifier (CID) list and flash code conversion
Component location chart
Resistor and solenoid specifications
Failure Mode Identifier (FMI) list
Lesson 3: Digital Multimeter
Digital Multimeter
TRUE RMS MULTIMETER
FLUKE 87
AUTO DC
0 0 00
0 1 2 3 4 5 6 7 8 9 0
V
± 4
MIN MAX RANGE HOLD
REL ∆ Hz
Peak Min Max
Ω
---
mV
---
V mA
A
~V
µA
OFF
A mA µA COM V-Ω
400mA MAX
FUSED
10A MAX 1000V MAX

FUSED
Fig. 2.3.0 9U7330 Digital Multimeter
Introduction
This lesson covers basic functions and operation of the digital
multimeter. Although an analog multimeter and test light may be
used by a service technician, the digital multimeter performs the
more complex measurements on the newer electronic systems. In
order to make it easier to work with large numbers, digital
multimeters use the metric system.
Objectives
Given a 9U7330 Digital Multimeter and an electrical circuit, connect
the meter leads to the electrical circuit and adjust the meter to
correctly measure:
Voltage
Current
Resistance
Lesson 3
TRUE RMS MULTIMETER

FLUKE 87
AUTO DC DISPLAY
0 0 00
0 1 2 3 4 5 6 7 8 9 0
V
± 4
MIN MAX RANGE HOLD

PUSH BUTTONS
S
REL ∆ Hz
Peak Min Max
Ω
---
mV
ROTARY SWITCH
---
V mA
A
~V
µA
OFF
A mA µA COM V-Ω
TEST LEAD JACKS
400mA MAX
FUSED
10A MAX 1000V MAX

FUSED
Digital Multimeter
The digital multimeter is highly accurate and used to find the precise
value of any type of voltage, current or resistance. Powered by a 9-
volt alkaline battery, the meter is sealed against dirt, dust and
moisture.
The meter has four main areas: the liquid-crystal-display, push
buttons, rotary dial function switch, and inputs for the meter leads.
FLUKE 87 TRUE RMS MULTIMETER
AUTO 100ms RECORD MAX MIN AVG H AC DC
0 1 2 3 4 5 6 7 8 9 0
4
Fig. 2.3.2 Liquid Crystal Display
Liquid Crystal Display

The meter's liquid crystal display, or LCD, uses display segments and
indicators. Digital readings are displayed on a 4000-count display
with polarity (±) indication and automatic decimal point placement.
When the meter is turned ON, all display segments and annunciators
appear briefly during a self test. The display updates four times per
second, except when frequency readings are taken. Then the update
is three times per second.
The analog display is a 32-segment pointer that updates at 40 times
per second. The display segments have a pointer that "rolls" across
them indicating a measurement change. The display also uses
indicators to abbreviate various display modes and meter functions.
Lesson 3
AUTO 100ms RECORD MAX MIN AVG H AC DC
0 1 2 3 4 5 6 7 8 9 0
4
RANGE
BACK
LIGHTING MIN MAX RANGE HOLD PUSH
BUTTONS
REL ∆ Hz
Peak Min Max
Fig. 2.3.3 Push Buttons
Push Buttons
The buttons on the meter are used to perform additional functions.
This lesson will cover only the range button. The additional buttons
will be covered later in the course as they apply to the type of
measurement taken.
When it is first switched on and a measurement is made, the meter
automatically selects a range and displays the word AUTO in the
upper left. Pressing the range button will put the meter in manual
range mode and display the range scale in the lower right. With each
additional press of the range button, the next increment will be
displayed. Press and hold the range button to return to the auto range
mode. The yellow button can be used to back light the meter display.
Rotary Switch
Various meter functions are selected by turning the meter's rotary
switch. Each time the rotary switch is moved from OFF to a function
setting, all display segments and indicators turn on as part of a self-
test routine. Moving clockwise from the OFF switch, the first three
positions on the rotary switch are used for measuring AC voltage,
DC voltage and DC millivolts. The top position is used for
measuring resistance. The next position will allow the meter to check
diodes. The last two positions are used for measuring AC and DC
current in amperes, milli-amperes and micro-amperes.
Lesson 3
METER LEAD
INPUT JACKS
A mA µA COM V-Ω
400mA MAX
FUSED
10A MAX 1000V MAX

FUSED
Fig. 2.3.4 Multimeter Input Jacks
Meter Lead Inputs

Depending on the measurement you wish to make, the meter leads
will have to be placed in the correct terminals. Notice the insides of
the input terminals are color-coded red or black. The positive lead
can go in any of the red inputs.
The COM or common terminal is used for most measurements. The
black lead will always remain in the COM terminal.
The first input terminal, on the left side of the meter is for measuring
amps. This input is fused at 10 amps continuous (20A for 30
seconds).
The next position to the right is for measuring milliamps or
microamps . No more than 400 milliamps can be measured when the
rotary switch is in this position. If you are unsure of a circuit's
amperage, you may want to start out with the red meter lead in the
10-amp input jack (highest range).
The input terminal on the right side of the meter is for measuring
voltage, resistance and diode test.
Lesson 3
H DC
0 1 2 3 4 5 6 7 8 9 0
4
Fig. 2.3.5 Overload Display
Overload Display Indicator

While making some measurements you may see OL displayed. OL
indicates that the value being measured is outside the limits for the
range selected. The following conditions can lead to an overload
display:
In autorange, a high resistance reading indicates an open circuit.
In manual range, a high resistance reading indicates an open
circuit or incorrect scale selected.
In manual range, a voltage reading that exceeds the range
selected.
When performing a diode check, voltage readings greater than 3.0
volts or open test leads.
Input Terminal and Limits
The following chart shows the meter functions, the minimum display
reading, maximum display reading and maximum input for the
9U7330 Digital Multimeter.
Function Min Reading Max Reading Max Input
AC Volts 0.01 mV 1000V 1000V

DC Volts 0.0001V 1000V 1000V
mVolts 0.01mV 400.0 mV 1000V
Ohms 0.01Ω 40.00 MΩ 1000V
AC/DC Amps 1.0 mA 10.0 A (cont) 600V
mA/µA 0.01 mA 400.0 mA 600V
0.1µA 4000 µA 600V
Lesson 3
Before using the multimeter to make measurements show the video

"Using the 9U7330 Digital Multimeter" -- SEVN3198. Have each
student perform the various meter functions as they are presented
on the video.
Measuring AC/DC Voltage
TRUE RMS MULTIMETER

FLUKE 87
AUTO DC
12 0
0 1 2 3 4 5 6 7 8 9 0
V
± 4
MIN MAX RANGE HOLD
REL ∆ Hz
Peak Min Max
Ω
---
mV
---
V mA
A
~
V µA
OFF
A mA µA COM V-Ω
400mA MAX
FUSED
10A MAX 1000V MAX
FUSED
When using the multimeter to make voltage measurements it is

important to remember that the voltmeter must always be connected
in parallel with the load or circuit under test. The accuracy of the
9U7330 multimeter is approximately ± 0.01% in the five ac/dc
voltage ranges with an input impedance of approximately 10 MΩ
when connected in parallel.
To measure voltage perform the following tasks:
- Make sure the circuit is turned ON.
- Place the black meter lead in the COM input port on the meter
and the red lead in the VOLT/OHM input port.
- Place the rotary switch in the desired position AC or DC.
- Place the black meter lead in the on the low side or the ground
side of the component or circuit being measured.
- Place the red meter lead in the on the high side or the positive
side of the component or circuit being measured.
Lesson 3
TRUE RMS MULTIMETER

FLUKE 87
AUTO DC 12V
12 0
0 1 2 3 4 5 6 7 8 9 0
V
± 4
MIN MAX RANGE HOLD
REL ∆ Hz
Peak Min Max
Ω
---
mV
---
V mA
A
~V Load
µA
OFF
A mA µA COM V-Ω
400mA MAX
FUSED
10A MAX 1000V MAX
FUSED
Fig. 2.3.7 Measuring Voltage Drop
Observe the circuit in Fig. 2.3.7. The tests leads are connected in
parallel across the circuit load. With a 12 volt power source
connected to the load, the meter should read a voltage drop equal to
the source voltage or 12 volts.
If the meter reads a voltage drop less than 12 volts, it would indicate
that an un-wanted resistance was present in the circuit. A logical
process would be to measure the voltage drop across the closed
switch contacts. If a voltage reading was present it would indicate
that the switch contacts were corroded, requiring the switch to be
replaced.
NOTE: In actual measurements the meter reading will not exactly
equal the power source voltage, because the individual wires will
offer some small resistance. In most practical applications, a
voltage drop of 0.1 volts is acceptable for normal circuit wiring
conditions.
The 9U7330 digital multimeter is a high impedance meter. This

means the meter will not significantly increase the current flow in the
circuit being measured. Voltage measurements should always be
made with the circuit under power. The 9U7330 Digital Multimeter
is ideal for use in circuits controlled by solid state devices such as,
electronic components, computers and microprocessors.
Unit 2: Lesson 3 -1- Electrical Fundamentals
Instructor Copy Exercise 2.3.1
Instructor Copy: Exercise 2.3.1

Voltage Measurements
V1 = 8V
V1
R1 = 4Ω
R2 = 2Ω V2 V2 = 4V
+ 12V - Et = 12V
It = 2A
Rt = 6Ω
Fig. 2.3.8 Parallel with Load
In the above circuit, the voltmeter connections are identified as V1 and V2. Both meters are connected
in parallel with the loads (resistors). Use Ohm’s Law to calculate the meter readings. The source
voltage is given as 12 volts. The total circuit resistance is 6 ohms. Using the equation It = Et/Rt the
current flowing through the circuit is 2 amps.
Meter V1 reads a voltage drop of 8 volts (E1 = I1 x R1)
Meter V2 reads a voltage drop of 4 volts (E2 = I2 x R2)
R1 = 4Ω
V2 = _____
4V
V2
V1 = ____
12V V1
R2 = 2Ω
+ 12V -
V3
0V
V3 = _____
Fig. 2.3.9 Parallel with Circuit
In the above circuit, the voltmeter connections are identified as V1,V2 and V3. The meters are
connected in parallel with the circuit). Use Ohm’s Law to calculate the meter readings. Meter V1 is
connected at a point ahead of resistor 1 and reads source or applied voltage (12V). Meter V2 is
connected after V1, but before V2, and reads the voltage available to R2. Since 8 volts was dropped
across R1, only 4 volts is available for R2. Meter V3 reads (0 V) because all available voltage was
dropped across R1 and R2.
The source voltage is given as 12 volts. The total circuit resistance is 6 ohms. Using the equation It =
Et/Rt the current flowing through the circuit is 2 amps.
Student Copy Exercise 2.3.1
Voltage Measurements
Student Copy: Exercise 2.3.1

V1 = _____
V1
R1 = 4Ω
R2 = 2Ω V2 V2 = _____
+ 12V -
Solve the following circuit unknowns.
1. A voltmeter connected across resistor R1 reads ___________ volts.

2. A voltmeter connected across resistor R2 reads __________ volts.
3. The meters are connected in _______________ with the loads.
R1 = 4Ω
V2 = _____
V2
V1 = ____ V1
R2 = 2Ω
+ 12V -
V3
V3 = _____
Solve the following circuit unknowns.
1. A voltmeter connected ahead of resistor R1 reads ___________ volts.

2. A voltmeter connected ahead of resistor R2 reads __________ volts.
3. The meters are connected in _______________ with the circuit.
Lesson 3
Measuring AC/DC Current
TRUE RMS MULTIMETER

FLUKE 87
AUTO DC
1 35
0 1 2 3 4 5 6 7 8 9 0
A
± 4
MIN MAX RANGE HOLD
REL ∆ Hz
Peak Min Max
Ω
---
mV
--- mA
V A
~V µA Red Lead
(+)
OFF
A mA µA COM V-Ω
400mA MAX
FUSED
10A MAX 1000V MAX
FUSED
Black Lead
(-)
When using the multimeter to make current measurements it is

necessary that the meter probes must be connected in SERIES with
the load or circuit under test. To toggle between alternating and
direct current measurements, use the BLUE pushbutton.
When measuring current, the meter’s internal shunt resistors develop

a voltage across the meter’s terminals called “burden voltage.” The
burden voltage is very low, but could possibly affect precision
measurements.
When measuring current flow, the Fluke 87 multimeter is designed

with low resistance to not affect the current flow in the circuit. When
measuring current in a circuit, always start with the red lead of the
multimeter in the Amp input (10 A fused) of the meter. Only move
the red lead into the mA/µA input after you have determined the
current is below the mA/µA input maximum current rating (400 mA).
The meter has a "buffer" which allows it to momentarily measure
current flows higher than 10A. This buffer is designed to handle the
"surge" current when a circuit is first turned on. As stated earlier, the
meter is capable of reading 20 amps for a period not to exceed 30
seconds.
NOTE: Re-emphasize that the leads must always be connected in
SERIES with the load or circuit when measuring current flow.
Lesson 3
To measure current, perform the following tasks:
- Place the black multimeter input lead in the COM port and the
red input lead in the A (amp) port.
- Create an open in the circuit, preferably by “pulling” the fuse, or

by "opening" the switch.
- Place the leads in SERIES with the circuit, so that the circuit
amperage is flowing through the meter.
- Apply power to the circuit.
Caution: If the current flow exceeds the rating of the fuse in the
meter, the fuse will "open."
TRUE RMS MULTIMETER

FLUKE 87
AUTO DC
1 35 A
±
0 1 2 3 4 5 6 7 8 9 0
4
12V
MIN MAX RANGE HOLD
REL ∆ Hz
Peak Min Max
Ω
---
mV
Switch
--- Open
mA
V A
~V µA
OFF Load
A mA µA COM V-Ω
400mA MAX
FUSED
10A MAX 1000V MAX
FUSED
Fig. 2.3.11 Measuring Current Flow

Instructor Copy Exercise 2.3.2
Current Measurements
Instructor Copy: Exercise 2.3.2

20V
V1
1.333A
A2
A1 2A R1
R2 R3 V2 4V
+ 24V -
666 mA A3 A4 1.333A
Fig. 2.3.12 Current Measurements
In the above circuit, ammeters have been placed in different locations to measure current flow. Insert
the following resistance values in the circuit (R1 = 10 ohms, R2 = 6 ohms, R3 = 3 ohms). Calculate
the individual ammeter readings.
Answer the following questions: (Show calculations)
1. How much current is ammeter A1 reading? 2 Amps
2. How much current is ammeter A2 reading? 1.333 Amps
3. How much current is ammeter A3 reading? 666mA
4. How much current is ammeter A4 reading? 1.333 Amps
5. How much voltage is being dropped across R1? 20 Volts
6. How much voltage is being dropped across R3? 4 Volts

Student Copy Exercise 2.3.2
Student Copy: Exercise 2.3.2

Current Measurements
V1
A2
A1 R1
R2 R3 V2
+ 24V -
A3 A4
Fig. 2.3.12 Current Measurements
In the above circuit, ammeters have been placed in different locations to measure current flow. Insert
the following resistance values in the circuit (R1 = 10 ohms, R2 = 6 ohms, R3 = 3 ohms). Calculate
the individual ammeter readings.
Answer the following questions: (Show calculations)
1. How much current is ammeter A1 reading? ________ Amps
3. How much current is ammeter A3 reading? ________ mA
5. How much voltage is being dropped across R1? ________ Volts
6. How much voltage is being dropped across R3? ________ Volts

Lesson 3
Measuring Resistance
TRUE RMS MULTIMETER

FLUKE 87
AUTO
O L M Ω
0 1 2 3 4 5 6 7 8 9 0
± 40
MIN MAX RANGE HOLD
REL ∆ Hz
Peak Min Max
Ω
---
mV
---
V mA - - -
A ~
~V
µA - - -
~
OFF
A mA µA COM V-Ω
400mA MAX
FUSED
10A MAX 1000V MAX

FUSED
When using the multimeter to make resistance measurements it is

necessary to turn off the circuit power and discharge all capacitors
before attempting in-circuit measurements. If an external voltage is
present across the component being tested, it will be impossible to
record an accurate measurement.
The digital multimeter measures resistance by passing a known

current through the external circuit or component and measures the
respective voltage drop. The meter then internally calculates the
resistance using the Ohm’s Law equation R = E/I. It is important to
remember, the resistance displayed by the meter is the total resistance
through all possible paths between the two meter probes. To
accurately measure most circuits or components it is therefore
necessary to isolate the circuit or component from other paths.
Additionally, the resistance of the test leads can affect the accuracy
when the meter is in its lowest (400 ohm) range. The expected error
is approximately 0.1 to 0.2 ohms for a standard pair of test leads. To
determine the actual error, short the test leads together and reads the
value displayed on the meter. Use the (REL) mode on the 9U7330 to
automatically subtract the lead resistance from the actual
measurements.
NOTE: Re-emphasize that the circuit or component needs to be

isolated to measure accurately. There is an exception to this rule
when measuring certain electronic components, such as, transistors
and diodes, but for this course it is recommended that the circuit or
component be isolated.
Lesson 3
To accurately measure resistance, perform the following tasks:
- Make sure the circuit or component power is turned OFF.
- Place the red lead in the jack marked Volt/Ohms and the black
lead in the jack marked COM.
- Place the rotary selector in the Ω position.
- Place the meter leads ACROSS the component or circuit being

measured.
NOTE: It is important that your fingers are not touching the tips
of the meter leads when performing resistance measurements.
Internal body resistance can affect the measurement.
TRUE RMS MULTIMETER

FLUKE 87
AUTO
57.3 Ω 12V
0 1 2 3 4 5 6 7 8 9 0
± 40
MIN MAX RANGE HOLD
REL ∆ Hz
Peak Min Max
Switch
Ω Open
---
mV
---
V mA - - -
A ~
~V 57.3 Ω
µA - - - ~
OFF ~
A mA µA COM V-Ω
400mA MAX
FUSED
10A MAX 1000V MAX
FUSED
Fig. 2.3.14 Measuring Resistance
NOTE: In the circuit under test in Fig. 2.3.14, the power source is
isolated from the circuit by "opening" the switch. It also, isolates
the resistor from any other path that may affect the accuracy of the
measurement.
Instructor Copy: Lab 2.3.1

Instructor Copy Lab 2.3.1
5 Volt 12 Volt
Power Supply Power Supply
5V 12V
FUSE FUSE
(7.5A) (7.5A)
Switch Switch
Submount Submount
R1 100 Ω R1 100 Ω
1/2 Watt 1/2 Watt
Submount Submount
(A) (B)
Fig. 2.3.15 Voltage and Current Relationships
Tooling Required:
- Electrical Training Aid Model 18002/ with submounts
- 9U7330 Digital Multimeter or equivalent
- Set of meter leads
Lab Objective: Given a training aid, digital multimeter and pair of test leads, measure the current
flow and voltage drop in circuits labeled (A) and (B). Document the measurements and write a brief
summary explaining the relationship between voltage, current, and resistance when the circuit power is
increased from 5 volts to 12 volts..
Directions: Mount the fuse and switch submount and the 100 ohm resistor submount on the
electrical training aid. Connect the 5 volt power source to the submount circuitry.
Perform the following steps and record the results.
Step #1: Turn submount switch to the ON position.

Step #2: Measure voltage drop across resistor.
- How much voltage is dropped across the resistor? 5 Volts
- How much current is flowing in the circuit? 50 mA
Step #3: Turn submount switch to the OFF position.

Lesson 2: Starting System
Starting System
MACHINE ELECTRICAL
SYSTEMS
• Battery
• Charging System
• Starting System
Introduction
The starting system converts electrical energy from the battery into
mechanical energy to start the engine. This lesson explains the
starting system and describes the starting system components.
Starting system testing is also covered
Objectives
Explain the operation of the starting system by selecting the

correct response to questions on a multiple choice quiz.
Given a training aid or a machine and the appropriate tools,

test the starting circuit on the training aid or machine and
correctly answer the lab questions regarding starting circuit
testing.
Given a starting motor and a digital multimeter, test the

electrical components of the starting motor on the bench and
correctly answer the lab questions regarding starting motor
testing.
Lesson 3
References
Service Magazine Article "Limitations on Engine Cranking Time"

March 27, 1989.
Video "Testing the Starter on the Engine" SEVN1591
Tools
8T0900 Clamp-0n Ammeter

9U7330 Digital Multimeter
Lesson 3
SOLENOID
(MOTOR SWITCH)
STARTING
MOTOR
BATTERY
STARTER
SWITCH
FLYWHEEL
Fig. 4.3.1 Basic Starting Circuit
How the Starting System Works
A basic starting system has four parts:
- Battery: Supplies energy for the circuit
- Starter switch: Activates the circuit
- Solenoid (motor switch): Engages the starting motor drive with

the flywheel
- Starting Motor: Drives the flywheel to crank the engine
When the starter switch is activated a small amount of current flows

from the battery to the solenoid and back to the battery through the
ground circuit.
The solenoid performs two functions. The solenoid engages the

pinion with the flywheel and closes the switch inside the solenoid
between the battery and starting motor, which completes the circuit
and allows high current to flow into the starting motor.
The starting motor takes the electrical energy from the battery and
converts it into rotary mechanical energy to crank the engine. It is
similar to other electric motors. All electric motors produce a turning
force through the interaction of magnetic fields inside the motor.
The battery was previously covered in lesson 1 since it serves the

entire electrical system. In this lesson we will focus on the other
elements of the starting system beginning with the starting motor.
Lesson 3
T
EN
U RR W
C L O
F
S
N
Fig. 4.3.2 Forces on a Coil
Starting Motor
Before learning the basic operating principles of starting motors let's

review some basic rules of magnetism:
- Like poles repel, unlike poles attract
- Magnetic flux lines are continuous and exert force
- DuriCurrent-carrying conductors have a magnetic field that

surrounds the conductor in a direction determined by the direction
of the current flow.
Remember, if a conductor has a current passed through it, there will

be a magnetic field formed. A permanent magnet has a field between
the two poles. When the current-carrying conductor is placed in the
permanent magnetic field, there will be a force exerted on the
conductor because of the magnetic field. If the conductor is formed
in a loop and placed in the magnetic field, the result is the same.
Since current flow is in opposite directions in the coil, one side will
be forced up while the other side is forced down This will provide a
rotational or torque effect on the coil.
Lesson 3
POLE PIECES
MAGNETIC
FIELD
Fig. 4.3.3 Pole Pieces
Starting Motor Principles
The pole pieces in the field frame assembly can be compared to the
ends of a magnet. The space between the poles is the magnetic field.
FIELD
WINDING
Fig. 4.3.4 Field Winding
If a wire, called a field winding, is wrapped around the pole pieces

and current is passed through it, the strength of the magnetic field
between the pole pieces increases.
Lesson 3
Fig. 4.3.5 Wire Loop
If we feed current from the battery into a loop of wire, a magnetic

field is also formed around the wire.
Fig. 4.3.6 Wire Loop in a Field
If the loop of wire is placed in the magnetic field between the two
pole pieces and current is passed through the loop, a simple armature
is created. The magnetic field around the loop and the field between
the pole pieces repel each other, causing the loop to turn.
Lesson 3
COMMUTATOR
BRUSHES
Fig. 4.3.7 Simple Armature
A commutator and several brushes are used to keep the electric motor
spinning by controlling the current passing through the wire loop.
The commutator serves as a sliding electrical connection between the
wire loop and the brushes. The commutator has many segments,
which are insulated from each other.
The brushes ride on top of the commutator and slide on the

commutator to carry battery current to the spinning wire loops. As
the wire loops rotate away from the pole shoes, the commutator
segments change the electrical connection between the brushes and
the wire loops. This reverses the magnetic field around the wire
loops. The wire loop is again pulled around and passes the other pole
piece. The constantly changing electrical connection keeps the motor
spinning. A push-pull action is set up as each loop moves around
inside the pole pieces.
Several loops of wire and a commutator with many segments are

used to increase motor power power and smoothness. Each wire loop
is connected to its own segment on the commutator to provide current
flow through each wire loop as the brushes contact each segment. As
the motor spins, many wire loops contribute to the motion to produce
a constant and smooth turning force.
Lesson 3
Fig. 4.3.8 Armature
A starting motor, unlike a simple electric motor, must produce very

high torque and relatively high speed. Therefore a system to support
the wire loops and increase the strength of each wire loop's magnetic
field is needed.
A starter armature consists of the armature shaft, armature core,

commutator and armature windings (wire loops). The starting motor
shaft supports the armature as it spins inside the starter housing. The
commutator is mounted on one end of the armature shaft. The
armatures core holds the windings in place. The core is made of iron
to increase the strength of the magnetic field produced by the
windings.
Fig. 4.3.9 Field Windings
A field winding is a stationary insulated wire wrapped in a circular

shape, which creates a strong magnetic field around the motor
armature. When current flows through the field winding, the
magnetic field between the pole pieces becomes vary large. It can be
5-10 times that of a permanent magnet. As the magnetic field
between the pole shoes acts against the field developed by the
armature, the motor spins with extra power.
Lesson 3
Starting Motor Characteristics
Starters are high capacity intermittent duty electric motors that tend
to behave with specific characteristics when in operation:
If they are required to power a certain mechanical component (or

load), they will consume specific amount of power in watts.
If the load is removed, speed increases and current draw will go

down.
If the load is increased, speed decreases and current draw will go up

they have low resistance and high current flow.
The amount of torque developed by an electric motor increases as the

amperes flowing through the motor increases. The starting motor is
designed to operate for short periods of time under an extreme load.
The starting motor produces a very high horsepower for its size.
Counter Electromotive Force (CEMF) is responsible for changes in

current flow as the starter speed changes. CEMF increases the
resistance to current flow from the battery, through the starter, as the
starter speed increases. This occurs because, as the conductors in the
armature are forced to spin, they are cutting through the magnetic
field created by the field windings. This induces a counter-voltage in
the armature that acts against battery voltage, this counter-voltage
increases as the armature speed increases. This acts as a speed
control and prevents high free-running speeds.
Although most electric motors have some form of current protection

device in the circuit, most starter motors do not. Some starters do
have thermal protection, this is provided by a heat sensitive
thermostatic switch. The thermostatic switch will open when the
starter temperature rises due to excessive cranking, the switch will
automatically reset when it cools. They are classed as an intermittent
operating motor. If they were a continuous operating motor, they
would need to be almost as large as the engine itself. Because of the
high torque demands on the starter motor, a great deal of heat is
produced during operation. Extended operation of the starter motor
will cause internal damage due to this high heat. All the parts of the
starter motor’s electrical circuit are very heavy to be able to handle
the heavy current flow associated with its operation.
If higher loads require more power to operate, then each starter motor
must have sufficient torque to provide turning speed necessary to
crank the engine. This power is directly related to the strength of the
magnetic field, since the strength of the field is what creates the
power.
Lesson 3
CURRENT
FROM
BATTERY
BRUSH
FIELD
FIELD WINDING
WINDING
COMMUTATOR
GROUNDS POLE SHOE
Fig. 4.3.10 Starting Motor Circuits
As previously described, starting motors have a stationary member

(field windings) and a rotating member (armature). The field
windings and the armature are usually connected together so that all
current entering the motor passes both the field and the armature.
This is the motor circuit.
The brushes are a means of carrying the current from the external
circuit (field windings) to the internal circuit (armature windings).
The brushes are contained in brush holders. Normally, half the
brushes are grounded to the end frame and the other half are insulated
and connected to the field windings.
Starter motor fields can be wired together in four different
configurations to provide the necessary field strength:
- series
- compound (shunt)
- parallel
- series-parallel
Series wound starters (Figure 4.3.10) are capable of producing a very

high initial torque output when they are first engaged. This torque
then decreases as they operate due to counter-electromotive force,
which decreases the current flow since all the windings are in series.
Compound motors have three windings in series and one winding in
parallel. This produces good initial torque for starting and the benefit
of some load adjustment due to the parallel winding. This type of
starter also has the added benefit of speed control due to the parallel
field.
Parallel wound motors provide higher current flow and greater torque
by dividing the series windings into two parallel circuits.
Series-parallel motors combine the benefits of both the series and the
parallel motors.
Lesson 3
Many starters have four fields and four brushes. Starters that are
required to produce very high torque may have up to six fields and
brushes while some light-duty starters may have only two fields.
Many heavy-duty starter motors are not grounded through the case of
the starter. This type of starter motor is grounded through an
insulated terminal that must be connected to the battery ground for
the starter to work. A ground wire for the solenoid and other engine
electrical devices must also be attached to the starter ground terminal
for proper electrical operation.
Fig. 4.3.11 Starting Motor Drive

Up to this point we've covered the electrical components of the
starting motor. After electrical power is transmitted to the starting
motor, some type of connection is needed to put this energy to work.
The starting motor drive makes it possible to use the mechanical
energy produced by the starting motor.
Although torque produced by the starter motor is high, it does not

have the ability to crank the engine directly. Other means must be
used to provide both adequate cranking speed and the necessary
torque.
To provide adequate torque for cranking the engine, the speed of the
starter is altered by the ratio between the pinion gear on the starter
and the engine flywheel. This ratio varies from 15:1 to 20:1. For
example, if the starter drive gear had 10 teeth, the ring gear might
have 200 to provide a ratio of 200:10 or 20:1.
Starter drive mechanisms
If the starter were left engaged to the flywheel after the engine
started, damage would occur to the armature due to very high speeds
created as engine rpm increased. At high speed, the armature would
throw its windings due to centrifugal force.
Lesson 3
The gear that engages and drives the flywheel is called a pinion gear.
The gear on the flywheel is called a ring gear. How the starter pinion
gear engages with the flywheel ring gear depends on the type of drive
used.
Starter pinion gears and their drive mechanisms can be of two

different types:
- inertia drive
- overrunning clutch.
Inertia drives are actuated by rotational force when the armature

turns. This type engages after the motor begins to move. The drive
sleeve has a very coarse screw thread cut Into it, which corresponds
to threads on the inside of the pinion.
As the motor begins to turn, the inertia created at the drive causes the
pinion to move up the threads until it engages with the ring gear on
the flywheel. You can recreate this action by spinning a heavy nut on
a bolt and watch the rotary motion change to linear motion as the nut
moves up or down.
One disadvantage of inertia starters is that the pinion is not positively

engaged before the starter begins to turn. If the drive does not
engage with the flywheel, the starter will spin at high speed without
cranking the engine or if the pinion lags it will strike the gear with
heavy force, damaging the teeth.
Fig. 4.3.12 Overrunning clutch

The overrunning clutch drive is the most common type of clutch
drive. The overrunning clutch drive requires a lever to move the
pinion into mesh with the flywheel ring gear. The pinion is engaged
with the flywheel ring gear before the armature starts to rotate.
Lesson 3
With this type of drive system, a different method must be used to

prevent armature over-speeding. A lever pulls the drive out of
engagement while an overrunning clutch prevents over-speeding.
The overrunning clutch locks the pinion in one direction and releases
it in the other direction. This allows the pinion gear to turn the
flywheel ring gear for starting. It also lets the pinion gear freewheel
when the engine begins to run.
The overrunning clutch consists of rollers held in position by springs
against a roller clutch. This roller clutch has tapered ramps that allow
the roller to lock the pinion to the shaft during cranking.
The torque travels through the clutch housing and is transferred by
the rollers to the pinion gear. When the engine starts and the speed of
the drive pinion exceeds the speed of the armature shaft, the rollers
are pushed down the ramps and permit the pinion to rotate
independently from the armature shaft. Once the starter drive pinion
is disengaged from the flywheel and is not operating, spring tension
will force the rollers into contact with the ramps in preparation for
the next starting sequence. There are various heavy duty designs of
this drive.
START
RELAY START
SWITCH
R
C OFF
S ON
B ST
STARTER POS NEG POS NEG

MOTOR
BATTERIES
DISCONNECT
SWITCH
Fig. 4.3.13 Starting System Schematic

Starting Circuit Controls
The starting circuit contains control and protection devices. These
are necessary to allow the intermittent operation of the starter motor
and to prevent operation during some machine operation modes for
safety reasons. The starter electrical circuit may consist of the
following devices:
- battery
- cables and wires
- key start switch
- neutral safety switch/clutch safety switch (if equipped)
- starter relay
- starter solenoid.
Lesson 3
Battery
The battery supplies all of the electrical energy to the starter enabling
it to crank the engine. It is important that the battery be fully charged
and in good condition if the starting system is to operate at full
potential.
Cables and wires
The high current flow through the starter motor requires cables that
must be large enough to have low resistance. In a series circuit, any
added resistance in the circuit will affect the operation of the load due
to a reduction in the total current flow in the circuit.
In some systems, the cables will connect the battery to the relay and
the relay to the starter motor, while in other systems the cable will go
directly from the battery to the starter.
Ground cables must also be large enough to handle the current flow.
All connectors and connections in the starting system must have as
little resistance as possible.
Key Start Switch
The key start switch activates the starter motor by providing power to
the starter relay from the battery. It can be operated directly by key
or button or remotely by linkage from a key-activated control. It can
be mounted in the dashboard assembly or on the steering column.
Fig. 4.3.14 Key Start Switch
Neutral safety switch or clutch safety switch

All vehicles equipped with a power shift or automatic transmission
require a neutral safety switch that will only permit starter operation
in park or neutral. This switch can be mounted on the transmission,
at the shifter or in the linkage. The switch contacts are closed when
the transmission selector is in park or neutral and open when the
transmission selector is in any gear.
Lesson 3
Some vehicles may use a clutch safety switch that is open when the
clutch is in the engaged position and closed when the operator
depresses the clutch pedal. This prevents starter operation as long as
the clutch is engaged. Some transmissions also use a neutral gear
switch that will prevent starter operation unless the transmission is
placed in the neutral position.
All safety switches of this type should be maintained in good

operating condition and should never be bypassed or removed.
Fig. 4.3.15 Starter Relay
Starter relay
The starter relay (magnetic switch) may be used in some starting
systems. It is located between the key start switch and starter
solenoid. It is a magnetic switch that is activated by power from the
battery supplied through the key start switch. Relays are usually
placed so that the cables between the starter and the battery are as
short as possible.
The starter relay uses a small current from the key start switch to
control the larger current to the starter solenoid, which reduces the
load on the key start switch. Energizing the relay windings will cause
the plunger to be pulled up due to the magnetism caused by the
current flow through the windings. The contact disk will also be
pulled up and will contact the battery and starter terminal ends.
Current will flow from the battery to the starter solenoid.
Lesson 3
Fig. 4.3.16 Starter Solenoid
Solenoids combine the operation of a magnetic switch (relay) with

the ability to perform a mechanical task (engage the drive). The
starter solenoid produces a magnetic field that pulls the solenoid
plunger and disc into the coil windings, which completes the starting
system circuit. The solenoid is mounted on the starter motor so that
linkage may be attached to the overrunning clutch drive to engage the
drive.
Solenoids contain two different windings for effective operation.
When the ignition switch is turned to the start position, current from
the battery flows through a pull-in winding and a hold-in winding.
These windings contain many coils of wire and produce a strong
magnetic field to pull the heavy plunger forward and engage the
starter drive.
When a plunger reaches the end of its travel through the solenoid, it
engages a contact disk that will operate like a relay and allow current
to flow to the starter motor from the battery. This also serves to
disconnect the series pull-in winding from the circuit and allow
current to flow through a shunt hold-in winding only. Only the
lighter magnetic field created by the hold-in winding is required to
hold the plunger in position. This reduces the amount of control
current required, eliminating heat build-up and provides more current
for the starter motor.
Lesson 3
ARMATURE FIELD WINDING
REDUCTION
GEARS SOLENOID
PINION BRUSHES
PULL-IN WINDING
HOLD-IN
WINDING
OVERRUNNING KEY START
CLUTCH SWITCH BATTERY
Fig. 4.3.17 Starter Circuit Schematic--Key Start Switch

Closed
The starting system operates as follows:

When the ignition switch is closed, battery current flows in two
directions. Current flows from the battery to the start switch and
then through the pull-in winding, field winding, armature, brushes
and to ground.
The activation of the pull-in winding and the hold-in winding

produces a magnetic force. The magnetic force pulls the plunger
to the left, which moves the overrunning clutch and pinion toward
the flywheel ring gear.
ARMATURE FIELD WINDING
REDUCTION
GEARS SOLENOID
BRUSHES
PINION
PULL-IN WINDING
HOLD-IN
WINDING
OVERRUNNING KEY START
CLUTCH SWITCH BATTERY
Fig. 4.3.18 Starter Circuit Schematic--Solenoid

Contacts Closed
When the plunger is pulled to the left, the solenoid contacts close. At
this point the pinion begins to mesh with the flywheel ring gear and
the pull-in winding is shorted, which causes current flow through the
solenoid contacts to the field winding, armature, brushes and to
ground. Current still flows through the hold-in winding to ground.
The starting motor is energized, the pinion engages the flywheel ring
gear and the engine begins to crank. At this time the plunger is kept
in the pull-in position only by the magnetic force of the hold-in
winding.
Lesson 3
FIELD COIL
ARMATURE
SOLENOID
STARTER DRIVE
BRUSHES
KEY START
SWITCH BATTERY
Fig. 4.3.19 Starter Circuit Schematic--Key Start Switch

Released
As soon as the engine starts, the flywheel ring gear turns the pinion
faster than the starting motor is rotating. The overrunning clutch
breaks the mechanical connection between the clutch and the starting
motor. When the ignition switch is released, current flows through
the hold-in winding and the pull-in winding is in the same direction,
which causes the hold-in winding magnetic force to be reduced. The
solenoid contacts are opened. The plunger and overrunning clutch
are pulled back to their original position by the return spring force.
The armature stops and the motor is OFF.
Series-Parallel Systems
Machines with larger diesel engines require high power starters to
provide adequate cranking speed for the engine. To achieve this
some machines use 24V starters. Using 24V allows the starter to
produce the same power with less current flow.
In a series-parallel system the starter operates on 24V but the rest of
the machine electrical system operates on 12V. A special series-
parallel switch is used that connects two or more batteries in parallel
for normal accessory and charging operation and then connects then
in series to the starter when cranking. 12V accessories are preferred
because they are much less expensive than 24V lights and
accessories.
12/24V electrical systems
In another system of this type, the starter is connected in series with
two 12V batteries and the alternator charges them with 24V.
Starter System Testing
Accurate testing of a starting system begins with an understanding of
how the system functions. If your knowledge of the operation is
complete, you can logically determine the fault through visual
inspection and electrical testing.
Lesson 2: Charging
Charging System
MACHINE ELECTRICAL
SYSTEMS
• Battery
• Charging System
• Starting System
Introduction
The charging system converts mechanical energy from the engine

into electrical energy to charge the battery and supply current to
operate the electrical systems of the machine. This lesson explains
the charging system and describes the charging system components.
Charging system testing is also covered.
Objectives
Explain the operation of the charging system by selecting the correct

response to questions on a multiple choice quiz.
Given a training aid or a machine and the appropriate tools, test the
charging circuit on the training aid or machine and correctly answer
the lab questions regarding charging circuit testing.
Given an alternator and a digital multimeter, test the electrical

components of the alternator on the bench and correctly answer the
lab questions regarding alternator testing.
Lesson 2
Tooling
9U7330 Digital Multimeter

8T0900 AC/DC Clamp-on Ammeter
Variable DC Power Supply 0 - 30 VDC
References
Video "Testing the Alternator on the Engine SEVN1591

Video " 6V2150 Starting and Charging Analyzer SEVN9165
Service Magazine Article "Alternator/Generator Output Test on the

Engine" dated May 4, 1987
Lesson 2
D.C. CHARGING CIRCUIT A.C. CHARGING CIRCUIT
REGULATOR IGNITION
SWITCH
REGULATOR
AMMETER AMMETER
GENERATOR
ALTERNATOR
GROUND
GROUND
BATTERY
BATTERY
Fig. 4.2.1 Charging Circuit
AC and DC Charging Circuits
The charging system recharges the battery and generates current

during operation. There are two kinds of charging circuits:
- DC charging circuits that use generators
- AC charging circuits that use alternators
Both circuits generate an alternating current (AC). The difference is

in the way they rectify the AC current to direct current (DC). DC
charging circuits have a generator and a regulator.
The generator supplies the electrical power and rectifies its current
mechanically by using commutators and brushes.
The regulator has three functions: It opens and closes the charging
circuit, prevents battery overcharging and limits the generators
output to safe rates.
AC charging circuits include an alternator and a regulator. The

alternator is really an AC generator. It produces AC current, like the
generator, but rectifies the current using diodes. Alternators are
generally more compact than generators of equal output, and supply a
higher current at low engine speeds.
The regulator in AC charging circuits limits the alternator voltage to a

safe preset level. Transistorized models are used in many of the
modern charging circuits.
Lesson 2
ALT
+ R BATTERY LOAD
ALTERNATOR
ALT
+ R BATTERY LOAD
ALTERNATOR
ALT
+ R BATTERY LOAD
ALTERNATOR
Fig. 4.2.2 Charging Circuit in Operation
Charging Circuit Operation
Charging circuits operate in three stages:
- During starting the battery supplies all the load current
- During peak operation the battery helps the generator (or

alternator) supply current
- During normal operation the generator (or alternator) supplies all

current and recharges the battery
In both charging circuits, the battery starts the circuit when it supplies
current to the starting motor to start the engine (Figure 4.2.2, top
diagram). The engine than drives the generator (or alternator) which
produces current to take over the operation of the ignition, lights and
accessory loads in the whole system.
The center diagram in Figure 4.2.2 shows that the battery also
supplies current during peak operation when the electrical loads are
to high for generator (or alternator).
Once the engine is started, the generator (or alternator) provides the
current to the machine electrical systems (Figure 4.2.2, bottom
diagram). The generator supplies current as long as the engine is
running above the idle speed. When the engine is at idle or stops, the
battery takes over part or all of the load. However, an alternator will
continue to supply current during engine idling.
Lesson 2
FIELD
CIRCUIT
FIELD
CIRCUIT
Fig. 4.2.3 Basic Generator

Generators
Generators in DC charging circuits will be covered briefly. The

generator is still found on some older machines. To service this
equipment, you should have a working knowledge of how the
charging system functions. The majority of this lesson will focus on
AC charging circuits which have replaced DC charging circuits in
late model machines.
The generator produces electrical energy using electromagnetic

induction. Electromagnetic induction is used to generate electricity
in the charging system. Electromagnetic induction occurs when there
is relative movement between a conductor and a magnetic field. As
the conductor cuts through the field a voltage is induced in the
conductor. This voltage causes current flow when the conductor is
connected to a circuit. The amount of output depends on the strength
of the magnetic field, the speed at which the magnetic field is cut and
the number of conductors cutting the field.
The basic generator has two components:
- Armature--rotating wire loop (conductor)
- Magnetic poles-- stationary magnetic field
As the armature rotates through the magnetic field of the poles,

voltage is generated. The ends of the armature loop are connected to
a split ring called a commutator. Brushes contact the commutator
and wires connect the brushes to a load. Current will flow since the
circuit is complete. To ensure a strong current and proper flow, wires
are wound around the magnetic poles and the wires are attached to
the brushes. The wiring is called the field circuit of the generator.
Lesson 2
B A
S N S N
A B
FIRST HALF OF REVOLUTION SECOND HALF OF REVOLUTION
Fig. 4.2.4 Polarity Changing
At this point the basic generator produces an alternating current

because the armature reverses the polarity of the current and changes
the direction of current flow on each side of the loop as it rotates.
During the first half of the revolution, the top of the armature side A
cuts through the magnetic field first, while the bottom of side B is
first to cut through the field. Current flows toward side A and away
from side B. The conventional theory (+ to -) gives us the polarities
shown "+" for A and "-" for B.
During the second half of the revolution, the top of side B is the
leading edge, while the bottom of side A is leading. Now B is "-"
while A is "+." The armature loop ends reverse polarity during each
revolution and the result is alternating current.
AT STATIC "NEUTRAL POINT"

NO VOLTAGE IS GENERATED
GAPS BETWEEN
COMMUTATOR HALVES
Fig. 4.2.5 Generator Converts AC to DC
The commutator and brushes allow the AC current to flow to the load
in the same direction. Twice during each rotation, the armature is
vertical to the magnetic field as shown. The armature loop is not
passing through the field and no voltage is generated at this point.
This is the static neutral point.
Lesson 2
The commutator is split into two parts with the open areas matching
the neutral point of the armature as shown. This means there is an air
gap as the commutator passes the brushes. Past this point the other
half of the commutator contacts the brushes. Since the coil is in the
same relative position as during the preceding one-half revolution,
current flow to the brush stays in the same direction. This results is
direct current.
Fig. 4.2.6 Voltage Regulator
Direct current systems will automatically provide more field current

as generator output increases. This increase in field current will
result in an increase in generator output. If left unregulated, this
continuous increase will result in current and voltage levels that will
destroy the generator, other electrical circuits and the battery.
The generator cannot control the amount of voltage it produces.

Therefore, an external unit called a voltage regulator is used in the
field circuit. It has a shunt coil and contact points to control the
strength of the magnetic field, thus limiting the voltage generated.
Alternator
An alternator operates on the same principle as a generator. It

converts mechanical energy into electrical energy. The alternator
could be called an AC generator. The difference between the
generator and alternator is in the way the alternator rectifies AC
current to DC current. The alternator rectifies current electronically
using diodes.
Alternators are generally more compact than generators and can

supply a higher current at low engine speeds. Since late model
machines include many electrical accessories, the alternator can best
supply the current output for the increased electrical loads.
Lesson 2
B
LOAD ROTATING MAGNETIC
CIRCUIT FIELD
CHANGED
POLARITY
A
A
B
B
Fig. 4.2.7 Basic Alternator Operation
In the alternator, the magnetic field rotates inside the wire loop. This
rotating magnetic field is generated by a rotor. The wire loop, which
is stationary is the conductor.
Magnetic lines of force move across the conductors and induce

current flow in them. Since the conductors are stationary, they can be
directly connected instead of using brushes. This reduces heat and
wear.
Voltage will be induced in a conductor when a magnetic field is

moved across the conductor. For example, consider a bar magnet
with its magnetic field rotating inside a loop of wire. With the
magnet rotating as indicated, and with the S pole of the magnet
directly under the top portion of the loop and the N pole directly over
the bottom portion, the induced voltage will cause current to flow in
the circuit in the direction shown. Since current flows from positive
to negative through the external or load circuit, the end of the loop of
wire marked "A" will be positive polarity and the end marked "B"
will be negative.
After the bar magnet has moved through one-half revolution, the N
pole will have moved directly under the top conductor and the S pole
directly over the bottom conductor. The induced voltage will now
cause current to flow in the opposite direction. The end of the loop
wire marked "A" will become negative polarity, and the end marked
"B" will become positive. The polarity of the ends of the wire has
changed. After a second one-half revolution, the bar magnet will be
back at the starting point where "A" is positive and "B" is negative.
Consequently, current will flow through the load or external circuit

first in one direction and then in the other. This is an alternating
current, which is developed internally by an alternator.
Lesson 2
STRONG WEAK
FIELD FIELD
ROTOR ROTOR
CONDUCTOR
AIR PATH- AIR PATH-
HIGH RELUCTANCE LOW RELUCTANCE
Fig. 4.2.8 Magnetic Lines of Force
How Voltage is Induced
Very little voltage and current are produced with a bar magnet
rotating inside a single loop of wire. When the loop of wire and the
magnet are placed inside an iron frame a conducting path for the
magnetic lines of force is created. Since iron conducts magnetism
very easily, adding the iron frame greatly increases the number of
lines of force between the N pole and the S pole.
A large number of magnetic lines of force are at the center of the tip
of the magnet. Therefore, a strong magnetic field exists at the center
of the magnet and a weak magnetic field exists at the leading and
trailing edges. This condition results when the air gap between the
magnet and field frame is greater at the leading and trailing edges
than at the center of the magnet.
The amount of voltage induced in a conductor is proportional to the

number of lines of force which cut across the conductor in a given
length of time. The voltage will also increase if the bar magnet turns
faster because the lines of force cut across the wire in a shorter time
period.
The rotating magnet in an alternator is called the rotor and the loop of
wire and frame assembly is called the stator.
Lesson 2
A1A B1B C1C

C1
C1 A B
LOOP VOLTAGE
A
S
B 0° 120° 240° 360°
N
B1
B1 A1
A1 90° 120° 120° 30°
C C
ONE CYCLE
Fig. 4.2.9 Loop Voltage
In Figure 4.2.9 the single loop of wire acting as a stator winding and
the bar magnet acting as a rotor illustrate how an AC voltage is
produced in a basic alternator. When two more separate loops of
wire, spaced 120 degrees apart, are added to our basic alternator, two
more separate voltages will be produced.
With the S pole of the rotor directly under the A conductor, the
voltage at A will be maximum in magnitude and positive in polarity.
After the rotor has turned through 120 degrees, the S pole will be
directly under the B conductor and the voltage at B will be maximum
positive. Also 120 later, the voltage at C will be maximum positive.
The peak positive voltages at A, B C in each loop of wire occur 120
degrees apart. These loop voltages are also shown in Figure 4.2.9.
AC1
A1B
AC1
A1B
B1C
B1C
BA CB AC
PHASE VOLTAGE
ONE CYCLE
Fig. 4.2.10 Phase Voltage--Delta Stator

When the ends of the loops of wire marked A1, B1 and C1 are
connected to the ends marked B, C, and A respectively, a basic three
phase "delta" wound stator is formed (Figure 4.2.10). The three AC
voltages (BA, CB and AC) available from the delta wound stator are
identical to the three voltages previously discussed.
Lesson 2
A B BA CB AC
B1
PHASE VOLTAGE
A1 C1
A
B
A1B1C1
C
ONE CYCLE
Fig. 4.2.11 "Y" Stator--Phase Voltage
When the ends of the loops of wire marked A1, B1 and C1 are
connected together, a basic three-phase "Y" wound stator is formed
(Figure 4.2.11). Each of these voltages consist of the voltages in two
loops of wire added together. Three AC voltages spaced 120 degrees
apart are available from the Y stator.
In delta windings each of the individual windings is connected to the

end of another winding (Figure 4.2.10). This creates parallel
connections in the delta stator which generally allows for higher
current output than the "Y" wound stator. In the "Y" wound stator
the windings are connected to form pairs of series connections
(Figure 4.2.11). The series connections generally provide higher
voltages but lower current output than the delta would stators.
To increase the output of the alternator some modifications to the

basic model are needed:
- increase the number of conductors in each of the phase windings
- increase the strength of the magnetic fields
- increase the speed of rotation
- magnetic field generation

Lesson 2
RECTIFIER
A B R
B1
GRD BAT
A1 C1
C
BATTERY
Fig. 4.2.12 Three-Phase Rectification
Current Rectification
Even though the alternator seems complete, the current being

generated from it is still alternating. The electrical system requires
direct current. In order for the output of the alternator to be of any
value it must be converted from AC to DC.
The ideal device for this task is the diode. The operating principles
of diodes were covered in Unit 3. The diode is compact, will conduct
current in one direction only and can be easily installed in the
alternator housing.
Diodes are normally used in the alternator in two groups of three.

Since there are three phases or windings in the alternator, three
positive and three negative diodes are required. In systems that
require higher output, more diodes may be required.
A battery connected to the DC output terminal will have its energy

restored as the alternator provides charging current. The blocking
action of the diodes prevents the battery from discharging directly
through the rectifier.
Lesson 2
A1 A B1 B C1 C
LOOP VOLTAGE
8
BA CB AC
16
1 3 5
PHRASE VOLTAGE
8
6 2 4 6
Fig. 4.2.13 "Y" Stator--Phase Voltage
For explanation purposes, the three AC voltage curves provided by

the "Y" type stator have been divided into six periods in Figure
4.2.13. Each period represents one-sixth of a rotor revolution, or 60
degrees.
A A
B B
BA BA BA BA
CURRENT
TIME
Fig. 4..2.14 "Y" stator period 1
During period 1, the maximum voltage being induced appears across

stator terminals BA. This means the current flows from B to A in the
stator winding during this period, and through the diodes as
illustrated in Figure 4.2.14.
Let's assume that the peak phase voltage developed from B to A is 16

volts. This means that the potential at B is 0 volts and the potential at
A is 16 volts. Similarly, from the voltage curves the phase voltage
from C to B at this instant is negative 8 volts. This means that the
potential at C is 8 volts, since C to B, or 8 to zero, represents a
negative 8 volts. At this same time instant the phase voltage from A
to C is also negative 8 volts since A to C, or 16 to 8, represents a
negative 8 volts. The voltage potentials are shown on the rectifier.
Lesson 2
Only two of the diodes will conduct current, since these are the only
diodes in which current can flow in the forward direction. The other
diodes will not conduct current because they are reverse biased. The
voltages that exist at the rectifier and the biasing of the diodes
determine the current flow directions. These voltages are represented
by the phase voltage curves, which are the voltages that actually
appear at the rectifier diodes. Following the same procedure for
periods 2-6, the current flows can be determined.
D. C. CURRENT
BC BA CA CB AB AC BC
TIME
Fig. 4.2.15 DC Current Output
The voltage obtained from the stator-rectifier combination when

connected to a battery is not perfectly flat but is so smooth that the
output may be considered to be a non-varying DC voltage. The
voltage is obtained from the phase voltage curves and is illustrated in
Figure 4.2.15.
R
RECTIFIER
A B
GRD BAT
STATOR C
BATTERY
BA CB AC
16
1 3 5
PHRASE VOLTAGE
6 2 4 6
Fig. 4..2.16 Delta Stator and Phase Voltage
A delta type stator wound to provide the same output as a "Y" stator
will also provide a smooth voltage and current output when
connected to a six-diode rectifier. For explanation purposes, the three
phase voltage curves obtained from the basic delta connection for one
rotor revolution are reproduced here and are divided into six periods.
Lesson 2
16
16 O
A B O 15
8 C
BATTERY
Fig. 4.2.17 "Y" Phase
During period 1 (Figure 4.2.17), the maximum voltage being

developed in the stator is in phase BA. The current flow through the
rectifier is exactly the same as for the "Y" stator since the voltage
potentials on the diodes are identical. The difference between the
Delta stator and the "Y" stator is that the "Y" stator conducts current
through only two windings throughout one period, whereas the delta
stator conducts current through all three.
Phase BA is in parallel with phase BC and CA. Since the voltage

from B to A is 16, the voltage from B to C to A also must be 16
because 8 volts is developed in each of these two phases (B to C and
C to A). Following the same procedure for periods 2-6, the current
flows can be determined.
Fig. 4.2.18 Alternator Components

Alternator Construction
As previously discussed, the magnetic field in the AC alternator is

created by the rotor assembly that rotates inside the stator. This rotor
consists of a rotor shaft, two rotor halves with fingers that will create
the many magnetic fields, a coil assembly and two slip rings.
Lesson 2
When current is passed through the coil assembly, a magnetic field is

created in each of the rotor pole pieces. One set of fingers will
become north poles while the other set of fingers will become south
poles.
Since the rotor fingers overlap each other many individual flux loops
will be formed between the alternator north and south poles. Instead
of passing one magnetic field past each winding during one
revolution of the rotor, many fields will pass the windings, which will
increase the output of the stator.
Since the rotor must be supplied with current to create the magnetic
field, the coil assembly inside the pole piece is connected to slip
rings. These slip rings are provided so that brushes can be used to
provide current to the moving field. Slip rings are pressed onto the
shaft and insulated from it. The coil conductors are soldered to the
slip rings to form a complete circuit that is insulated from the shaft.
Because the rotor will be spinning at high speed, it must be supported

by bearings. The front and of the shaft has a bearing mounted in the
drive end housing assembly (Figure 4.2.18). Note the addition of
spacers to place the rotor in the correct position once the alternator is
assembled and to keep the fan from hitting the housing.
Since the generation of electricity creates heat, a fan is included to

provide a flow of air through the assembly for cooling. A pulley is
attached to the end of the rotor shaft and is driven by a belt.
Fig. 4.2.19 Alternator Components
The end housing supports the slip ring end of the rotor shaft and
provides a mounting surface for the brushes, rectifier assembly, stator
and regulator (if equipped). The drive end housing with the rotor and
the slip ring end housing with its components are assembled as a unit
with the stator held in between. This assembly is held together with
through capscrews.
Lesson 2
The stator assembly is a laminated soft iron ring with three groups of
coils or windings. One end of each stator winding is connected to a
positive and a negative diode. The other ends of the stator windings
can be connected in either a "Y" type stator configuration or a delta
stator configuration.
The rectifier assembly converts the AC current to DC current. Three

positive diodes and three negative diodes are mounted to the rectifier
assembly.
The alternator is designed to provide minimal clearance between the

rotor and stator to maximize the effects of the magnetic field. It is a
compact assembly capable of generating high current flow to satisfy
the needs of the electrical system.
The brushes are in contact with the copper slip rings to provide the
necessary current for production of the magnetic field in the rotor.
Since good contact is important for good conductivity, the brushes are
held against the slip rings by small coil springs.
There are two brushes, which are usually contained in a brush holder
assembly. This assembly can be easily attached to the slip ring end
housing of the alternator.
Fig. 4.2.20 Electro-mechanical Regulator
Regulating the alternator output
If the alternator were allowed to operate uncontrolled, it would

produce voltages too high to be used in the machine and would result
in damage to components. The regulator controls alternator output.
Current output is limited by the construction of the alternator and is

indicated as a maximum on the housing. For instance, a housing may
have a listing such as 12V 85A. This indicates that the maximum
output is 85 amperes and the alternator is designed for a 12 volt
system.
Lesson 2
The regulation circuit controls the voltage output of the alternator by

changing the strength of the magnetic field produced by the rotor. It
does this by controlling the amount of current flow through the
brushes to the rotor coil.
The regulator is sensitive to the voltage of the battery and

consequently, to the electrical load being placed on the system. It can
then adjust the amount of current to the rotor to satisfy the demand.
If the battery voltage is low and the demand from electrical

accessories is high, the voltage regulator will increase the output of
the alternator to charge the battery and provide sufficient current to
operate accessories. When battery voltage is high and the electrical
demands are low, the voltage regulator will reduce output from the
alternator.
Alternator regulators can be of three different designs:
- electro-mechanical (older machines)
- electronic external regulators
- electronic integral regulators
Electro-mechanical regulators can be found on some older systems.

These regulators use relays to operate contact points. The double
contact voltage regulator controls alternator output by regulating the
amount of current flow to the rotor. Reducing current flow will
reduce the strength of the magnetic field and result in lower output
from the stator. This lesson will focus on electronic regulators found
in most machines today.
Lesson 2
Fig. 4.2.21 Electronic Voltage Regulator
Electronic voltage regulators
Electronic voltage regulators perform the same function as the

electro-mechanical regulators. In the electronic regulator the field
circuit is switched on and off by electronic circuits, controlling
switching transistors. These electronic devices can be switched much
more quickly and carry more current than the contact points in the
electro-mechanical regulators. Higher output from the alternator can
be obtained because of greater current flow through the field circuit.
Electronic regulators use Zener diodes as part of the voltage sensing

circuit. These special diodes allow current to flow in reverse of
normal flow when a specific voltage across the diode is reached.
When the current flows back through the Zener diode the field
transistor is turned off and current flow is stopped in the field rotor.
The electronic components can switch on and off several thousand
times a second, this provides very smooth and accurate control of
alternator output.
Most electronic regulators are not adjustable. If they do not

accurately control the output of the alternator, they must be replaced.
Lesson 2
ALTERNATOR
FIELD
REGULATOR
TERMINAL
STARTER GROUND
STARTING (IGNITION
MOTOR SWITCH)
OUTPUT
ALTERNATOR
INDICATOR R1 R2
LAMP
FIELD
DISCHARGE
R3 DIODE
TR1
R4
TR2
R5 ZENER
TRANSISTORIZED Rt
BATTERY DIODE
REGULATOR
R7 R8 R9
Fig. 4.2.22 Regulator Operation--During Engine Start-up
Electronic Regulator Operation at Engine Start-Up
When the starter switch is turned on, the circuit is completed (Figure
4.2.22). Battery current flows to the starter solenoid and the start key
switch as shown by the red lines. The key start switch directs current
flow to the alternator indicator lamp and the regulator.
As the current flows into the regulator, different voltage values

govern the course of the current. The voltage across resisters R7 and
R8 is below the Zener diode critical or breakdown voltage.
Therefore, the voltage felt at the base of TR2 is the same as the
voltage at its emitter. So the current cannot flow through TR2 (as
shown by the blue lines).
Thus the voltage difference in the emitter-base circuit of TR1 allows

current to flow from its emitter through its base and collector. The
collector current then goes on to excite the alternator field (vertical
red line). At the same time a slight amount of current flow travels to
the alternator ground as shown by the dotted red line.
Lesson 2
ALTERNATOR
FIELD
REGULATOR
TERMINAL
STARTER GROUND
STARTING (IGNITION
MOTOR SWITCH)
OUTPUT
ALTERNATOR
INDICATOR R1 R2
LAMP
FIELD
DISCHARGE
R3 DIODE
TR1
R4
TR2
R5 ZENER Rt
BATTERY DIODE
REGULATOR
R7 R8 R9
Fig. 4.2.23 Regulator Operation--Transistor TRI turned on
Regulator Operation During Engine Operation
Regulator operation at the beginning of engine operation (Figure

4.2.23) is similar to the engine start-up period except that as the
engine speeds up the alternator field around the rotor generates
voltage to supply electrical loads.
However, the voltage values are still the same and transistor TR1 still
conducts the current to the alternator field as shown by the vertical
red line.
ALTERNATOR
FIELD
REGULATOR
TERMINAL
STARTER GROUND
STARTING (IGNITION
MOTOR SWITCH)
OUTPUT
ALTERNATOR
INDICATOR R1 R2
LAMP FIELD
DISCHARGE
R3 DIODE
TR1
R4
TR2 ZENER
R5 Rt
BATTERY DIODE
REGULATOR
R7 R8 R9
Fig. 4.2.24 Regulator Operation--Transistor TR2 Turned on
As the engine operates and load requirements begin to decrease, the

alternator voltage builds (Figure 4.2.24). This causes the voltage
across the resistors to also increase. Then the voltage across R7 and
R8 becomes greater than the Zener diode critical voltage. The Zener
diode immediately "breaks down" allowing current to flow in the
reverse direction. This "turns on" transistor TR2 and so current is
able to flow through TR2’s emitter, base and collector. When current
flows through TR2, the voltage at the base of TR1 is equal to or
greater than its emitter. This prevents current from flowing though
TR1 to the alternator field, which collapses the field reducing
alternator output and protecting the circuit.
Lesson 2
The system voltage than drops below the critical voltage of the Zener
diode and it stops conducting, which turns off TR2 and turns on TR1.
Current again flows to the alternator field. This operation is repeated
many times a second. In effect, the two transistors act as switches
controlling the voltage and alternator output.
When TR1 turns off, the alternator field current cannot drop
immediately to zero, because the rotor windings cause the current to
continue to flow. Before the current reaches zero, the system voltage
and regulator start current flow again. However, the decreasing field
current flow induces a high voltage which can damage the transistor.
The field discharge diode in Figure 4.2.24 prevents damage to

transistor TR1 by diverting high voltage from the transistor.
Fig. 4.2.25 Internal Regulator
Internal electronic regulators
Internal alternator regulators are mounted either inside or outside the

slip ring end housing of the alternator. This type of regulator
eliminates the wiring harness between the alternator and regulator
simplifying the system. This type of regulator is usually much
smaller than other types and uses electronic circuits known as
integrated circuits or "ICs." ICs are miniaturized electronics with
much of the circuit on one small chip. Integral regulators perform the
same function as the external electronic regulators and they do it in
the same way.
Some alternators with integral regulators have only one wire going to
them. This wire is the alternator output wire, the ground circuit is
completed through the housing to the engine block. Current for the
integral regulator is fed from the stator through a diode trio. The
alternator starts charging by using the small amount of permanent
magnetism in the rotor, this small amount of output is fed back into
the field which increases the output. This continues until full output,
determined by the regulator is reached.
Lesson 2
RESISTOR
SWITCH
INDICATOR
LAMP
BATTERY
BAT.
DIODE
TRIO
R1
R2 ROTOR
TR2 (FIELD)
R3 C1 TR1
R4
RECTIFIED
STATOR BRIDGE
Fig. 4.2.26 "A" circuit field

Regulator circuits
There are two basic field circuit connections for an alternator--"A"

circuit and "B" circuit.
An "A" type circuit alternator (Figure 4.2.26) uses two insulated

brushes in the alternator. One brush is connected directly to the
battery, while the other brush is connected to ground with the
regulator and ignition switch or relay in series. The regulator is
located after the field, between the field and the alternator ground or
negative diodes. Full alternator output is obtained by grounding the
field windings. Some alternator have a tab in a test hole so that the
field is grounded by placing a screwdriver against the tab end and the
alternator frame. This type of circuit is used with integral regulators
and some external electronic regulators.
DIODES STATOR
ALTERNATOR FIELD
ISOLATION
DIODE
REGULATOR FIELD
KEYSWITCH TERMINAL TERMINAL
OUTPUT
TERMINAL
ALTERNATOR
INDICATOR LAMP
TR2
TRANSISTORIZED
TERMINAL
Fig. 4.2.27 "B" circuit field
"B" type circuits use a brush that is grounded inside the alternator
(Figure 4.2.27). The other brush is connected to the battery in series
with the regulator and the ignition switch or relay. In a "B" circuit
alternator the regulator is located before the field. The current flow is
usually from the regulator terminal of the alternator to the regulator.
After the regulator the current flows to the field coil in the rotor,
Lesson 2
then to ground, and finally to the negative or return diode assembly.

Full alternator output is obtained by connecting the field terminal to
the regulator terminal or output terminal.
Fig. 4.2.28 Charge Indicator Light
Charge indicators
Charge indicators may be an ammeter, a voltmeter or a charge

indicator light. Ammeters may be installed in series if they are full-
current, shunt type or in parallel if the ammeter is the non-shunt type.
Voltmeters are more commonly used because they more accurately

indicate the operation of the system. They can be easily installed in
parallel with the charging system and provide information on both the
operation of the charging system and condition of the battery.
Charge indicator lights show general system operation. They will not
indicate high alternator output or high voltage conditions but will
show low output.
Charging System Testing
Accurate testing of charging systems begins with an understanding of

how the system functions. If your knowledge of the operation is
complete, you can logically determine the fault through visual
inspection and electrical testing.
Repair of the system may require replacement or repair of any of the

items included in the system. From the battery to the alternator.
All repairs should begin with a study or review of the Service Manual
for the machine upon which you are working.
Lesson 2
When testing any electrical system a systematic approach will lead to

quicker repairs. Charging systems require the same troubleshooting
approach. Parts replacement without proper troubleshooting is not an
acceptable method of finding and repairing system faults.
Verify the complaint
Determine exactly what the complaint is, then verify that the fault is
occurring. Some common problems that occur in charging systems
are:
- the battery is discharged and the charging system is producing no

charge or low charge
- the battery is charging and the charging system is over-charging
- the alternator is noisy
- the charge indicator light stays on or fails to come on.
Define the problem
Begin with a thorough visual inspection. Check for:
- loose or corroded battery terminals

- loose or damaged ground connections at the engine and body
- loose, dirty connections at the alternator and regulator
- burnt fuse links or wires
- damaged, crimped, broken or cut wires
- evidence of shorts or grounds
- physical damage to the alternator or regulator
- damage to belts and pulleys
- odor of burnt electrical components
Determine whether the problem is electrical or mechanical.

Alternators are belt driven. These drive belts must be inspected for
tension, wear and damage to make sure that they are doing the job.
Inspect the belt for damage by checking the inside and outside
surfaces for cracking, chipping, glazing or missing pieces.
Inspect the alternator pulley for wear and any other pulleys that the
belt runs over. Premature belt failure is often caused by worn
pulleys. Inspect all pulleys for alignment. Usually a visual
inspection will show that they are not lined up correctly, but you may
have to check with a straight edge against the pulley.
Test the belt for proper tension. When adjusting belts or checking
belt tension make sure that you are not over-tightening or under-
tightening the belt. Incorrect tension will cause damage.
Lesson 2
Noisy operation can be caused by worn belts, worn bearings or

internal problems such as the rotor rubbing on the stator, the fan
blades hitting the alternator or defective diodes or stators.
Mechanical problems can be corrected by replacing the faulty

components or repairing the defective unit as necessary. Electrical
problems will require more detailed testing.
Continue your inspection by performing a complete battery service.

Battery service and testing is covered in Lesson 1. A charging system
will not function efficiently if the battery is defective.
Isolate the problem
Once you have defined what the problem is, you must isolate the
cause so that you can accurately make the necessary repairs.
Mechanical faults can be located by inspecting or listening.
Electrical faults require testing to locate the cause.
Charging System Tests
On machine charging system tests should be performed first to

determine whether the alternator must be removed and tested further.
On machine tests include :
- Alternator output test
- Regulator test
Bench tests will determine if the alternator must be repaired or

replaced. Bench tests include:
- Rotor field winding tests
- Stator tests
- Rectifier tests
- Brush tests
Show Video "Testing the Alternator on the Engine" (SEVN1591).

Distribute copies of Service Magazine Article
"Alternator/Generator Output Test on the Engine" dated May 4,
1987.
Unit 3: Machine Electronics
UNIT 3
Machine Electronics
Unit Objectives:
At the completion of this unit each student will be able to:
1. Explain the different electronic components that make up the
electronic systems on Caterpillar machines.
2. Explain the basic operation of different monitoring systems
used on Caterpillar machines.
Unit References:
Student Worktext
Service Literature Required:
Electrical Schematic--950G Wheel Loader RENR2140
Electrical Schematic--992G Wheel Loader SENR1343
Electrical Schematic--657E Wheel Tractor Scraper SENR3627
Operation & Maintenance--

950G and 960G Wheel Loader SEBU7018
Tooling:
Electrical Training Aid Model 18002/ with submounts
Digital Multimeter 9U-7330 or 146-4080
Probe Group 7X-1710
Heat Source Soldering Iron or Heat Gun
Control Service Tool 4C-8195
Lesson 1: Electronic Components
Electronic Components
After completion of this lesson the student will be able to:
1. Given the electrical schematics for a 950G, 992G and 657E,
identify the input, output and controls on a lab exercise.
2. Explain the function and operation of a two-state switch, a
relay, an analog sensor, a digital sensor, a magnetic-type speed
sensor, and a Hall Effect speed sensor on.
3. Given a machine and the appropriate service manuals be able
to identify and troubleshoot the different types of components
covered in this module.
ELECTRONIC
COMPONENTS
Input Devices
Output Devices
Controls
Fig. 3.1.1
Electronic Components
Caterpillar machine electronics systems operate similar to many
other systems on the market. Although Caterpillar machines use a
variety of electronic controls, the basic operating technologies are the
same. Each electronic control requires certain types of input devices
to feed electronic information to the control for processing. The
control processes the input information and then sends appropriate
electronic signals to various types of output devices, such as,
solenoids, indicator lights, alarms, etc.
The technician needs only to be able to identify the various types of
controls used on Caterpillar machines. Most controls are fabricated
so access to the internal electronic components is not necessary.
Unit 3 3-1-2 Machine Electronic Systems
Lesson 1
The technician will need a thorough understanding of the different

types of input and output devices in addition to being able to perform
the necessary diagnostic troubleshooting process associated with each
individual control’s internal diagnostic capabilities.
CATERPILLAR MONITORING SYSTEM

769D - 777D OFF-HIGHWAY TRUCKS
GAUGE CLUSTER TACHOMETER MESSAGE CENTER ACTION

MODULE MODULE MODULE LAMP
1F °C kPa MilesKM RPM Liter SERV

CODE
. .. X10
ACTION
ALARM
DISPLAY
DATA LINK
CAT DATA LINK
INPUT
COMPONENTS
AUTO RETARDER
CONTROL
INPUT
COMPONENTS
ENGINE
TRANSMISSION CONTROL
CONTROL
Fig. 3.1.2 Monitoring System Example
Figure 3.1.9 shows a block diagram of the Caterpillar Monitoring

System installed in some off-highway trucks. The diagram shows
examples of the various input components, output components, and
controls used by an off-highway truck to monitor the health of the
various machine systems.
INPUT COMPONENTS
• SWITCHES
• SENDERS
• SENSORS
Fig. 1.1.3 Input Components
Most input devices used on Caterpillar machine electronic systems

are switches, senders or sensors. The technician must be able to
identify each device, understand the operation, and know how to use
diagnostic test equipment to determine the correct operation of each
component. Examples of each type of input device will be discussed
in this section.
Lesson 1
Fig. 3.1.4 Switches
The Caterpillar Monitoring System uses several different types of

switches to monitor machine conditions. They all have similar
functions and are often referred to as "two state" devices (on or off).
They provide an open input or a grounded input to an electronic
control. The older Electronic Monitoring System (EMS) primarily
used these types of components. The newer monitoring systems still
use many of these components with the addition of newer input
devices which will be discussed in greater detail later in this module.
A few of the different switch type inputs will now be discussed.
Fig. 3.1.5
Figure 3.1.5 shows an engine oil pressure switch (arrow) located on
the right side of the engine. The pressure-type switch contacts are
normally open (engine not running). When the engine is running and
oil pressure is within the desired range determined by engineering,
the contacts close and complete the ground circuit. If engine oil
pressure drops to a level where the contacts open, the operator will be
alerted to a warning condition. Switches used by Caterpillar
monitoring systems are in the closed state when in operating
normally. In case of a broken wire the switch input would show an
open circuit and result in a warning. Warning categories and levels
will be discussed in detail with monitoring systems.
Lesson 1
Fig. 3.1.6
Figure 3.1.3 shows a typical rocker-type switch (arrow) mounted on a
panel on the right side of the cab. This particular switch is used by
the operator to select certain operational modes for display on the
main display module of the monitoring system.
The switch is a momentarily ON switch, and the contacts are
normally open. When the switch is activated (pressed) the signal
wire provides a ground to the main control module allowing the
operator to access the selected mode.
Fig. 3.1.7
This slide shows an electronic switch that is sometimes used to
monitor the engine coolant level. Its design and operation differ from
other types of level switches. This type of switch requires a +8 DCV
input from the main display module for operation.
During normal operation, the level of the fluid (coolant) surrounds
the plastic sleeve of the switch and the switch (internally) provides a
grounded signal circuit to the main display module keeping the level
alert indicator OFF. It is important for the operation of this type of
switch that the plastic sleeve on the probe be in tact. If the plastic
sleeve is damaged enough to expose the conductive rod inside the
switch will not function properly
Lesson 1
To be able to effectively troubleshoot and diagnose switches and

switch inputs, it is important for the service technician to understand
the basic principles of the switch input on an electronic control.
Figure 3.1.8 shows a typical example of a switch type input.
INTERNAL OF ELECTRONIC CONTROL
+5 Volts (Pull-up Voltage)
TO INPUT DEVICE SIGNAL SENSING

CIRCUIT
Fig. 3.1.8
The electronic control uses an internally regulated voltage referred to

as pull-up voltage. The value of the voltage varies and may be +5V,
+8V or even +12V. Even though the value is different on some
controls, the concept is the same. The pull-up voltage is connected to
the signal wire through a resistor (typically 2K ohms).
The signal sensing circuitry in the control is electrically connected in
parallel with the resistance of the input device. Basic electrical
circuit analysis reveals that the voltage drop across the input device
will be seen by the signal sensing circuitry inside the control.
0v
INPUT DEVICE SIGNAL SENSING

CIRCUIT
5v
Fig. 3.1.9
Figure 3.1.9 shows a block diagram of a switch connected to the
input device lead. When the switch is in the open position the
resistance from the switch input wire to ground is infinite. The basic
circuit looks like a voltage divider. The resistance across the switch
is so great that the +5v pull-up voltage can be measured across the
switch.
Lesson 1
The signal sensing circuitry inside the electronic control senses the
+5v also because it is in parallel with the switch. The electronic
control can determine that either the switch or the switch input wire
is in the open state.
5v
INPUT DEVICE SIGNAL SENSING

CIRCUIT
0v
Fig. 3.1.10
Figure 3.1.10 shows the same circuit with the switch in the closed
position. When the switch is in the closed position the resistance
from the signal wire to ground is very low. (nearly zero ohms). Now
the basic voltage divider circuit has changed in value. The resistance
of the resistor in the control is significantly greater than the resistance
of the closed state switch.
The resistance across the resistor is so much greater that the +5v pull-
up voltage can be measured across the resistor. The voltage drop
across the closed state switch is basically +0v. The signal sensing
circuitry inside the electronic control also senses the +0v because it is
in parallel with the switch. The electronic control can determine that
either the switch or the switch input wire is in the closed state or
shorted to ground.
Pull-up voltage is used to insure that the reference point internal of
the control for the digital circuitry is either 0V or +5v, (digital low or
high). Since the control provides pull-up voltage, any voltage drop
that may occur in the wiring harness due to poor connections or wire
length does not effect the “high” level signal at the control reference.
Harness voltage drops can result in the measured voltage at the
switch being below +5v. Because the control uses pull-up voltage,
the sensor does not have to be the source of the current needed to
drive the signal for the length of the harness.
Lesson 1
SENDER-TYPE
• 0 to 240 OHM
• 70 to 800 OHM
Fig. 3.1.11
Senders
Caterpillar monitoring systems use two different types of senders to

provide inputs to the main display module. They are identified as:
0 to 240 ohm senders, and 70 to 800 ohm senders.
0 to 240 ohm senders: These senders measure a specific system
resistance value which corresponds to a specific system condition. A
typical system using this type of sender is the fuel level. The output
resistance is measured at the main display module and the value
corresponds to the depth of fuel in the tank. The main display
module calculates the resistance and displays the output on one of the
gauges in the gauge cluster module. The 0 to 240 ohm sender may be
programmed to operate a gauge, an alert indicator, or both a gauge
and alert indicator.
resistance value which corresponds to a specific system condition. A
typical system using this type of sender is a temperature or similar
system with the same operating parameters. The output resistance is
measured at the main display module, and the value corresponds to
the temperature of the fluid (oil, coolant, or hydraulic) being
measured. The main display module calculates the resistance and
displays the output on one of the gauges in the gauge cluster module.
The 70 to 800 ohm sender may be programmed to operate a gauge,
an alert indicator, or both a gauge and alert indicator.
These senders are also used on the older monitoring system called the
Electronic Monitoring System (EMS) and as direct input devices to
gauges
Lesson 1
Fig. 3.1.12
Figure 3.1.12 shows a 0 - 240 ohm sender used to measure fuel level.
The sender (arrow) is located in the top of the fuel tank and measures
the depth of fuel in the tank. Two types of level senders are available
for use in the Caterpillar Monitoring System. One sender has an
internal resistance range between 0 and 90 ohms, and the other type
has a resistance range between 33 and 240 ohms.
The depth of fuel in the tank determines the position the float will
travel up or down the spiral rod, rotating the rod as it moves. The
sender is attached to the top of the assembly and magnetically
coupled to the rotating rod. The output resistance of the sender
changes as the rod rotates and is measured by the main display
module or displayed by the fuel gauge.
If a failure occurs in the fuel level sender circuit. The probable
causes are:
- Sender
- Open ground
- Shorted signal to +Battery
- Open signal wire
NOTE: The resistive sender can be serviced separately from the

fuel level assembly.
Lesson 1
Fig. 3.1.13
Figure 3.1.13 shows resistive-type senders which are used to sense

fluid temperatures. The resistance of the sender is typically in the
range of 70 to 800 ohms. The resistance output varies with the
temperature of the fluid and the signal is sent to the main display
module for display on the gauge cluster module. The resistance
typically decreases as the temperature increases.
Single terminal senders depend use the mounting base for machine
ground to complete the signal circuit. Because of this it is important
to have good electrical contact between the base of the sender and the
metal that they are mounted in. The use of teflon type tapes for
sealing purposes can interfere with the electrical conductivity of the
joint. Most senders will use a non-conductive washer that keeps the
wire connected to the center terminal from shorting to the sender
housing.
If a sender failure occurs, the main display module will alert the
operator to a Category 2 warning and log a fault in the main display
module. The gauge will read in the high temperature range. The
following diagnostic information will be stored in the display
memory. The information available for the torque converter
temperature system is: MID 30, CID 177, FMI 04. The probable
cause is:
- Signal circuit is shorted to ground
At this time, perform Labs 3.1.1 through 3.1.3.

Lesson 1
SENSOR-TYPES
• FREQUENCY
• PWM (DIGITAL)
• ANALOG
• ANALOG to DIGITAL
Fig. 3.1.14
Sensors
Sensors are used to measure physical parameters like speed,
temperature, pressure, and position. An electronic sensor converts a
physical parameter to an electronic signal. The electronic signal is
proportional to the physical parameter.
On Caterpillar electronic systems, sensors are used to monitor
machine systems that are constantly changing. The electronic signal
represents the measured parameter. The signal is modulated in one of
three ways. Frequency modulation represents the parameter as a
frequency level. Pulse width modulation (digital) represents the
parameter as a duty cycle between 0 to 100%. Analog modulation
represents a parameter as a voltage level.
This section will discuss the following types of input sensors: (1)
frequency sensors, (2) analog sensors, (3) digital sensors, and (4) a
combination of analog to digital sensors.
Lesson 1
Fig. 3.1.15
Frequency Sensors
Electronic control systems use various types of components for
measuring speeds. The two most common type sensors are identified
as:
(1) Magnetic and (2) Hall-Effect.
The type of sensor used is determined by engineering. On a system
where slower speeds are not critical, a magnetic pickup would used.
On systems where the measurement of slower speeds is essential, a
Hall-Effect type sensor would be used.
An example of a system using a magnetic pickup speed sensor would
be measuring the engine speed to be displayed on a tachometer.
Speeds below 600 rpm are not critical, where as, measuring RPM for
the purpose of timing an electronic engine requires speed
measurements down to 0 rpm. In this particular case, a Hall-Effect
type sensor would be used.
Lesson 1
MAGNETIC FREQUENCY
SENSOR
Fig. 3.1.16
Magnetic Pickup
A passive magnetic frequency-type sensor converts mechanical
motion to an AC voltage. A typical magnetic pickup consists of a
coil, pole piece, magnet and housing. The sensor produces a
magnetic field that, when altered by the passage of a gear tooth,
generates an AC voltage in the coil. The AC voltage is proportional
to speed. The frequency of the AC signal is exactly proportional to
speed (RPM).
A magnetic pickup may be checked for both static and dynamic
operation. With the pickup disconnected from the machine electrical
harness, a resistance reading of the pickup coil (measured between
pins A and B) should indicate a coil resistance of approximately 100 -
200 ohms. Some magnetic pickups may measure as high as 1200
ohms. The resistance value differs between pickup types, but an
infinite resistance measurement would indicate an open coil, while a
zero reading would indicate a shorted coil.
Magnetic pickup sensors rely on the distance between the end of the
pickup and the passing gear teeth to operate properly. Typically when
the pickup is installed, it is turned in until it makes contact with the
top of a gear tooth and then turned back out a partial turn before it is
locked in place with a locking nut. A weak signal may indicate the
sensor is too far away from the gear. It is important to check the
specifications when installing these sensors to insure the proper
spacing.
Lesson 1
TRANSMISSION SPEED
SMALL SIGNALS FROM

SENSING ELEMENT
OUTPUT
ROTATING REMOVE DC
AMP AMP
GEAR VOLTAGE LARGE
SMALL SMALL AC
SQUARE SQUARE SQUARE
WAVE WAVE WAVE
SENSING ELEMENT
('HALL CELL') HALL CELL
IN SLIP HEAD
Fig. 3.1.17
Hall-Effect Sensor
Some Caterpillar electronic systems use a Hall-Effect sensor for
detecting magnetic fields. The electronic transmission control and
the electronic unit injection system use this type of a sensor to
provide pulse signals for determining transmission output speed and
the timing of the engine. Both type sensors have a "Hall cell"
located in a slip head on the tip of the sensor. As a gear tooth passes
the "Hall cell" the change in the magnetic field produces a small
signal which is sent to an amplifier in the sensor.
The internal electronics of the sensor process the input and send
larger square wave pulses to the control.
Typical construction of a Hall-Effect sensor. The sensing element is
located in the slip head and is extremely accurate because it's output
amplitude and phase are not speed dependent. It operates down to 0
RPM over a wide temperature operating range. The drawing above
shows some of the key components of a Hall-Effect sensor.
The signal from a Hall-Effect speed sensor directly follows the high
and low spots on the gear it is measuring. The signal will either be
high (usually +10v) when the tooth is next to the pickup or low (+0v)
when a tooth is not in front of it. If there is a pattern in the gear the
pickup signal will represent the pattern. Sometimes a speed gear will
have a pattern and the electronic control can determine speed and
direction of the gear.
Hall-Effect devices are designed for best results at zero air gap.
When installing a Hall-Effect type speed sensor the slip head is fully
extended and the sensor is turned in so the slip head contacts the top
of a gear tooth. The slip head will slide into the sensor as it is
tightened, adjusting the gap.
Lesson 1
Fig. 3.1.18
Transmission Output Speed Sensor (TOS)

The transmission output speed sensor is typically a Hall-Effect
device. The square wave output signal is typically on pin “C” of the
connector. This sensor typically requires +10v on pin “A”to power
the internal electronic circuitry. The +10v is supplied by the control
monitoring the signal and is usually called a sensor supply.
Diagnostically troubleshooting a Hall-Effect sensor is difficult
because of the type connector used on Caterpillar electronic systems.
The connector is a MS type (Military Specification) on the sensor and
prevents the use of the 7X1710 Probe Group for testing the sensor
dynamically. On some machines the harness may have a harness
connector near the speed sensor where the probe group can be used.
A recommended procedure for checking the sensor is the use of the
on-board diagnostics to determine if the control is receiving the
correct speed input signal. Many times the probe group can be used
at the signal input connector on the control to determine if the signal
is present. If it is not, remove the sensor from the machine and
visually check the self-adjusting tip for damage. If the serviceability
of the sensor can not be determined, replace the sensor.
It is important that the slip head on the sensor is fully extended and
that is contacts the top,or peak, of a gear tooth when the sensor is
installed. If the head is not fully extended, the gap may not be close
enough. If the head does not contact the peak of the tooth upon
installation, it may be destroyed.
NOTE: In some cases where the transmission output speed is not
used for control purposes and is not critical for machine
operation a magnetic pick-up type speed sensor might be used.
This would be determined by engineering.
Lesson 1
Fig. 3.1.19
Speed Timing Sensor

Speed sensors on an electronically controlled engine measure engine
speed and timing. The speed of the gear is sensed by measuring the
magnetic field change when a gear tooth passes. Engine timing
corresponds to a tooth edge. This slide shows two different types of
speed timing sensors. Their operational characteristics are the same.
Speed timing sensors are designed specifically for "timing" electronic
injected engines. Because they are used for “timing” it is important
the electronic control knows the exact time the gear passes in front of
the slip head.
Fig. 3.1.20
Figure 3.1.20 shows a timing wheel and sensor. As each gear tooth
passes the cell, the sensing element sends a small signal to an
amplifier. The internal electronics average the signal and send the
signal to a comparator. If the signal is below average (gap) the
output will be low, if the signal is above average (tooth under cell)
the output will be high. The circuitry inside the speed timing sensor
is specifically designed to standards so the Engine Electronic Control
Module can determine the exact position of the gear train in the
engine.
Lesson 1
SPEED TIMING SENSOR
SMALL SIGNALS FROM

SENSING ELEMENT AVERAGING
CIRCUIT
AVERAGE DC
VOLTAGE
OUTPUT
ROTATING
AMP
GEAR LARGE SQUARE
WAVE
COMPARATOR
SMALL SQUARE
WAVE
SENSING ELEMENT
('HALL CELL') HALL CELL
IN SLIP HEAD
Fig. 3.1.21
On the Electronic Unit Injection (EUI) system a unique tooth pattern

on the timing reference gear allows the electronic control to
determine crankshaft position, direction of rotation and rpm. As a
tooth edge approaches the Hall cell a signal is generated. The signal
will be high during the time that the tooth is under the slip head and
will go low when a gap between the teeth is present. The electronic
control counts each pulse and determines speed, memorizes the
pattern (unique tooth pattern) of the pulses and compares that pattern
to a designed standard to determine crankshaft position and direction
of rotation.
This slide shows a typical speed timing signal generating a digital
output signal which is determined by the tooth pattern on the rotating
wheel.
A speed timing sensor is different than a typical hall effect signal
because the exact rise time of the signal is programmed into the
engine Electronic Control Module (ECM) to allow the signal to be
used for the critical function of timing.
Lesson 1
Fig. 3.1.22
Figure 3.1.22 shows two speed timing sensors used on some newer
EUI engines such as the Caterpillar 3406E and the 3456. The new
sensors are magnetic pickup type sensors and are always used in
pairs.
One sensor is specifically designed for optimum performance at
slower engine speeds which occur during cranking and when the
engine first starts. The other sensor is designed for optimum
performance at normal engine operating speeds. The mounting for
the sensors differ from each other to keep them from being
interchanged.
Fig. 3.1.23
Figure 3.1.23 shows the speed timing sensors (arrows) on the
Caterpillar 3456 EUI engine. The sensors are mounted perpendicular
to the face of the speed timing gear.
The sensors are often called upper and lower or top and bottom,
referring to the operating range they are designed for. Although the
sensors have an optimum operating range, in case of a failure the
ECM will use the signal from the remaining sensor as a backup.
These sensors can be diagnosed similar to the magnetic speed pickups
mentioned earlier.
Lesson 1
Fig. 3.1.24
Digital Sensors
Digital sensors on Caterpillar electronic systems utilize a method
called pulse width modulation (PWM) to provide the variable
electronic input needed by some controls. The requirements of each
application will determine the selection of each device. Digital
sensors are used to measure a variety of applications, such as
position, velocity, force, pressure, etc. For this discussion on digital
PWM sensors, a PWM temperature sensing device will be used. All
PWM sensors perform the same basic function.
Note the physical size of a digital PWM sensor. It is important that
the student can identify the different types of electronic sensors. In
most cases, a digital sensor will be larger than an analog sensor
because the digital sensor contains the electronic components within
the sensor body.
If possible the electrical schematic for the machine can be checked.
Many controls have designated ground paths for the sensors being
used. A digital sensor ground, typically pin B, will be connected to
the control digital return line. Also, most controls will provide a
sensor supply to power the electronics in the sensor. Engine ECM’s
have both analog and digital sensor supplies.
Lesson 1
V+ B+
VS GND
Signal
+8
Fig. 3.1.25
Figure 3.1.25 shows a digital temperature sensor. The ISO symbol
indicates that this type sensor can be used to monitor various machine
conditions (hydraulic, power train, coolant, etc.). The most important
feature on the graphic is the envelope representing the schematic
symbol. This same type symbol can be used for other types of
sensors. The information contained inside the schematic envelope
helps the technician to determine which type of sensor is being used.
The following information may be displayed inside the envelope:
SUPPLY The input voltage required for sensor operation
can be listed in many forms, such as:
B+, +B, +Battery = Supply voltage to the
sensor is being supplied by the machine
batteries.
+8 = Indicates that the sensor is receiving a voltage
potential of 8 volts. The +8 is used as an example.
Some controls provide other voltage levels.
V+ = The supply voltage to the sensor is being
supplied from a source other than the machine
batteries. The technician needs to trace the sensor
supply source to the electronic control to determine
sensor supply voltage.
GROUND The use of the term "ground" inside the
schematic sensor envelope is significant to the
technician. Digital sensors (generally) are grounded to
the machine frame, usually in close proximity to the
sensor. It is also a means of identifying which type
sensor is used. Some digital sensors are grounded to
the digital return in the ECM they are connected to.
SIGNAL The term "signal" identifies the output lead of the
sensor. The signal wire supplies the parameter
information to the electronic control module for
processing.
Lesson 1
DIGITAL TEMPERATURE SENSOR
ELECTRONIC
CONTROL
OSCILLATOR SENSOR
SUPPLY
DUTY
CYCLE
A
C SIGNAL
AMPLIFIER
B GROUND
THERMISTOR
Fig. 3.1.26
Figure 3.1.26 shows the internal components of a digital temperature

sensor. The key components are:
• A regulated sensor supply input voltage from an electronic
control.
• An oscillator provides the signal carrier frequency. In this
particular application the internal oscillator supplies a carrier
frequency of approximately 5 kHz.
• A thermistor (sensor) senses the monitored parameter and
provides a resistive input to an amplifier.
• An amplifier output controls the base of a transistor which
generates a duty cycle output measured in percent of time the
transistor is turned ON versus OFF.
Lesson 1
Troubleshooting Digital Type sensors

The serviceman should use the electronic system diagnostic
information provided by the various electronic controls. If a
serviceman suspects (based on diagnostic information) that a digital
sensor is faulty, he can quickly verify if the sensor or sensor
harness/connector is at fault. Using a Digital multimeter , a 7X1710
Probe Group and the appropriate service manual module, the DC
output voltage on the signal wire can be measured and compared with
the manual specification. If a signal is present, but not within
specification, the sensor should be replaced. If no signal is present, it
will be necessary to determine if the supply voltage is present and if
the ground circuit is good. If both are within specification, the sensor
should be replaced. If either measurement is not within specification,
it will be necessary to continue troubleshooting.
Additionally, using a 9U7330 (FLUKE 87) or a Caterpillar 146-4080
Digital multimeter the serviceability of a PWM sensor can be
determined. The Digital multimeter has the capability to measure DC
voltage, carrier frequency and duty cycle. Using the 7X1710 Probe
Group and the Digital multimeter leads connected between the signal
wire (pin C) and ground (pin B) on the sensor connector, the
serviceman can quickly analyze the condition of the sensor. The
following measurements would be typical for a PWM temperature
sensor with the sensor connected to the control and the key switch
turned ON.
• Pin A to Pin B -- Supply Voltage
• Pin C to Pin B -- .7 - 6.9 DCV on DC volts scale
• Pin C to Pin B -- 4.5 - 5.5 KHz on the KHz scale
• Pin C to Pin B -- 5% - 95% duty cycle on the % scale
DC voltage may vary between the different types of PWM sensors,
but the carrier frequency must always be within the sensor
specifications, and the duty cycle should always be greater than 0%
(usually between 5% - 10 %) on the low side and up to 95% on the
high side (but never at 100%).
At this time, perform Labs 3.1.4 and 3.1.5.

Lesson 1
Fig. 3.1.27
Analog Sensors
Analog sensors differ from other types of sensors not only in the way
they function, but, also in the manner in which they are tested. On an
electrical schematic the sensor envelope looks the same as an
envelope for a digital sensor. The information that distinguishes an
analog device from other types is in the nomenclature describing the
sensor supply voltage and the sensor ground. An analog sensor will
usually be identified with a voltage indication on Pin A such as, +5V.
The number indicates the sensor power supply voltage being received
from the electronic control (the input voltage is regulated). The
sensor ground on Pin B will be identified by the nomenclature
"analog return" or "return." This indicates that the sensor is grounded
back through the electronic control and is not attached directly to
frame ground.
The definition of an analog signal is: A signal that varies smoothly
over time, and in proportion to the measured parameter.
An analog sensor output represents only a DC voltage in proportion
to the measured parameter, usually between 0 and 5 volts. The sensor
can also be identified by its smaller size. The sensor contains only a
portion of the electronic components needed to display an analog
signal, the remaining components are located in the electronic
control.
Analog sensors are used commonly in engine applications where the
configuration of the sensors with relation to the engine ECM remains
fairly constant. Most analog sensors are grounded to the analog
sensor return on the ECM that is monitoring them.
INSTRUCTOR NOTE: It can be explained to the student that
when sensors are used for machine type applications which can
make the harnesses fairly long, digital sensors are usually used.
Long harnesses can create voltage drops across the harness and
compromise the signal level.
Lesson 1
ANALOG TEMPERATURE SENSOR
THERMISTER ENGINE
CONTROL
AMPLIFIER A 5V
C SIGNAL (0 - 5V)
ANALOG
B RETURN
Fig. 3.1.28
Figure 3.1.28 shows the internal components of a typical analog

temperature sensor. The key internal components are (1) a thermistor
to measure temperature and (2) an OP amp device (operational
amplifier) to provide an output signal that can vary from 0.2 to 4.8
DCV that is proportional to the temperature.
Troubleshooting Analog Sensors
The technician should use the electronic system diagnostic
information provided by the various controls. If a technician suspects
(based on diagnostic information) that a analog sensor is faulty, he
can quickly verify if the sensor or sensor harness/connector is at fault.
Using a Digital multimeter, a 7X1710 Probe Group and the
appropriate service manual module, the DC output voltage on the
signal wire can be measured and compared with the manual
specification. If no signal is present, it will be necessary to determine
if the supply voltage is present and if the ground circuit is good.
If both are within specification, the sensor should be replaced. If
either measurement is not within specification, it will be necessary to
continue troubleshooting.
The following measurements would be typical for an analog
temperature sensor with the sensor connected to the control and the
key switch turned ON.
• Pin A to Pin B -- Regulated 5.0 DCV input from the control
• Pin C to Pin B -- 1.99 - 4.46 DCV from the sensor
• The signal voltage on Pin C will be different for each type
sensor being used. The output is proportional to the measured
parameter (temperature, pressure, etc.). Technicians should
consult the appropriate service module for individual sensor
specifications.
Lesson 1
Fig. 3.1.29
Analog to Digital Sensors
An analog to digital type sensor is a device that incorporates both
analog and digital electronics. The use of an analog to digital sensor
is dictated by the specific electronic control that is processing the
information.
Figure 3.1.29 shows a typical A-D pressure sensor. The pressure is
measured using the analog section and the signal is sent to a
converter where it is processed and converted to a digital (PWM)
output and sent to a electronic control.
PWM OUTPUT
ANALOG TO CONTROL
SECTION DIGITAL CONVERTER
SIGNAL
V+
GROUND
SCHEMATIC DISPLAY
ENVELOPE GRAPHICS
Fig. 3.1.30
Figure 3.1.30 shows two sections of a typical A-D sensor. The
analog section measures the parameter (pressure) and sends a signal
to the digital section (converter). The output from the digital section
is a PWM signal that is processed by the electronic control and then
sent to an output device, such as, a lamp or gauge, etc.
The schematic envelope does not identify the sensor as being an
analog to digital device. The information contained inside the
envelope references the sensor output. In this example, the output is
a digital PWM signal.
The graphic display symbol is used to identify the system being
monitored. In this example, the system is "brake air pressure.
Lesson 1
Troubleshooting Analog to Digital Sensors

The technician should troubleshoot this type device using the same
process as mentioned earlier for a digital (PWM) sensor. It is the
sensor output that determines the serviceability of the component.
Fig. 3.1.31
Ultrasonic Sensor
Some Caterpillar machines are equipped with an ultrasonic level
sensor. This type of sensor is used on fuel systems and replaces older
types of sensors that used a resistive sending unit inside the fuel tank.
The ultrasonic fuel level reacts to the level of fuel in the tank. The
sensor emits an ultrasonic signal that travels up a guide tube in the
tank. The signal is reflected off a metal disk on the bottom of a float
that rides on the fuel and is directed back to the sensor. The sensor
measures the amount of time it takes for the signal to leave the
sensor, reflect off the disk, and return to the sensor.
The sensor has four contacts. The open or grounded status of contact
three on the connector tells the electronic control whether the sensor
is installed in a deep tank or a shallow tank.
Troubleshooting procedures for the ultrasonic sensor would be the
same as those used for other PWM sensors. The ultrasonic sensor
can not be tested off the machine. It must be installed in a fuel tank
to be tested.
Lesson 1
OUTPUT COMPONENTS
• Main Display Module

• Display Data Link
• Alert Indicators
• Action Lamp/Alarm
Fig. 3.1.32
Output Components
Output devices are used to notify the operator of the status of the
machine systems. Caterpillar products use numerous output devices,
such as: display modules, action lamp and alarm, speedometers,
tachometers, payload lamps, gear position indicators, solenoids, etc.
Fig. 3.1.33
Main Display Modules

Caterpillar machines use many different types of display modules to
provide the operator and technician with information. Two examples
of display modules are: Caterpillar Monitoring System Display
Module and the Vital Information Management System Display
Module.
Figure 3.1.33 shows the Caterpillar Monitoring System main display
module installed in the dash of a wheel loader. The display area on
the main display module provides both digital and text information.
The information available on the display depends on the specific
programmed machine operating modes
The main display modules also use alert indicators to notify the
operator of abnormal machine conditions.
Lesson 1
Fig. 3.1.34
Figure 3.1.34 shows the main message center module for the Vital
Information Management System installed in an off-highway truck.
The message center provides the operator or technician with digital
text information on all measured machine parameters in addition to
providing warning information and a universal gauge function. The
universal gauge allows the operator or technician to select a specific
parameter or to monitor a troublesome parameter which has not
exceeded its limit.
°C kPaMiles KM RPM Liter SERV

1F . ..
CODE
X10
DISPLAY DATA LINK
Fig. 3.1.35
Display Data Link
The display data link is a six wire electrical harness that connects the
main display module to the other output display components, such as,
the gauge cluster module, speedometer/tachometer module, and
message center module. Since each of these output modules contain
micro-processors, they must communicate with each other in a digital
data format.
Do not confuse the display data link with the Cat Data Link
which communicates with the various electronic control modules.
Lesson 1
ALERT
INDICATOR
ENGINE TEMP [135]

60 Deg F
Fig. 3.1.36
Alert Indicators
The type of alert indicators vary between the different monitoring
systems used on Caterpillar products. The monitoring system used
on earlier machines consisted of a "flashing" red LCD to alert the
operator to an abnormal condition. The Caterpillar Monitoring
System continues to use the same type of an indicator, while the
VIMS uses a lamp.
Figure 3.1.36 shows the alert indicator (arrow) as an internal lamp
installed in the main message center module of the VIMS. The
location or type of device used is not important. The alert indicators
primary function is to call the operators attention to an abnormal
system condition.
Lesson 1
Fig. 3.1.37
Action Lamp/Alarm
The action lamp and alarm are also intricate parts of the monitoring
systems installed in Caterpillar products. The action lamp is
associated with the alert indicator to notify the operator of a Category
2 warning.
The action alarm is also associated with the alert indicator and action
lamp to notify the operator of a Category 3 warning.
Figure 3.1.37 shows a typical action lamp (arrow) installed in the
dash of a large track-type tractor equipped with the Caterpillar
Monitoring System.
A photo of the action alarm is not shown. The alarm is typically
located behind the operator's seat or inside a panel out of view.
Other Output Components
Depending on the type of machine and the systems installed, various
other types of output components can be used. The larger off-
highway trucks use payload lamps that are automatically turned ON
by an electronic control to notify the loader operator that the target
weight of the truck has been reached.
Also, VIMS equipped machines use a service lamp (located on the
outside of the machine) to notify non-operator personnel that the
machine has an active fault or condition.
Lesson 1
OUTPUT COMPONENTS
• SOLENOIDS
• RELAYS
Fig. 3.1.38
Many Caterpillar electronic controls can operate solenoids to perform

a control function. Some examples are: shifting the transmission,
starting the engine, providing lubrication, etc.
Solenoids are electronic devices that work on the principle that when
an electrical current is passed through a conductive coil, a magnetic
field is produced. The magnetic field can be used to perform work.
The type of solenoid that is used is determined by the task that is to
be performed.
Fig. 3.1.39
Figure 3.1.39 shows a photo of solenoid valves used to shift a

transmission. When a solenoid is energized the coil creates a
magnetic field which moves an internal spool. When the spool
moves oil is diverted.
Some solenoid valves of this type are actuated with +24vdc signal
while others are actuated with a modulated voltage which results in a
measured voltage between +8vdc and +12vdc.
Lesson 1
TEST PORT IMPELLER CLUTCH

VALVE
SOLENOID VALVE
SPRING BALL ORIFICE SPOOL SPRING
IMPELLER CLUTCH
SOLENOID ENERGIZED
ARMATURE
SOLENOID FROM
ASSEMBLY
PUMP
TO IMPELLER
CLUTCH
TEST PORT
VALVE
SPRING BALL ORIFICE SPOOL SPRING
TEST PORT IMPELLER CLUTCH

SOLENOID DE-ENERGIZED
ARMATURE
SOLENOID FROM
ASSEMBLY
PUMP
TO IMPELLER
CLUTCH
Fig. 3.1.40
Figure 3.1.40 shows a sectional view of the impeller clutch solenoid

valve.When the impeller clutch solenoid is energized, the solenoid
moves the pin assembly against the spring and away from the ball.
Pump oil flows through the center of the valve spool, through the
orifice and past the ball to drain. The valve spring moves the valve
spool to the left. The valve spool blocks the passage between the
impeller clutch and the pump and opens the passage between the
impeller clutch and drain. Pump flow to the impeller clutch is
blocked. The oil in the impeller clutch flows past the valve spool to
drain.
When the impeller clutch solenoid is de-energized, the spring moves
the pin assembly against the ball. The ball blocks the pump flow
through the orifice to drain. The oil pressure increases at the left end
of the valve spool and moves the valve spool to the right against the
spring. The valve spool blocks the passage between the impeller
clutch and drain and opens the passage between the impeller clutch
and the pump. Pump oil flows past the valve spool to the impeller
clutch.
In this type of valve an increase in current results in an decrease in
flow to the clutch, which results in an decrease in pressure.
Lesson 1
TEST PORT
LOCKUP CLUTCH
VALVE SOLENOID VALVE
BALL ORIFICE SPOOL SPRING
LOCKUP CLUTCH
SOLENOID ENERGIZED
SOLENOID PIN FROM

PUMP
TO LOCKUP
CLUTCH
TEST PORT
VALVE
BALL ORIFICE SPOOL SPRING
LOCKUP CLUTCH
SOLENOID DE-ENERGIZED
SOLENOID PIN FROM

PUMP
TO LOCKUP
CLUTCH
Fig. 3.1.41
Figure 3.1.41 shows a cutaway view of a lockup clutch solenoid.
When the lockup clutch solenoid is energized, the solenoid moves the
pin assembly against the ball. The ball blocks pump oil flow through
the orifice to drain. The oil pressure increases at the left end of the
valve spool and moves the valve spool to the right against the spring.
The valve spool blocks the passage between the lockup clutch and
drain and opens the passage between the lockup clutch and the pump.
Pump oil flows past the valve spool to the lockup clutch.
When the lockup clutch solenoid is de-energized, the force that held
the pin assembly against the ball is removed. The pump oil flows
through the orifice and past the ball to drain. The spring moves the
valve spool to the left. The valve spool opens the passage between
the lockup clutch and drain and blocks the passage between the
lockup clutch and the pump. Pump flow to the lockup clutch is
blocked. The oil in the lockup clutch flows past the valve spool to
drain.
In this type of valve an increase in current results in an increase in
flow to the clutch, which results in an increase in pressure. Solenoid
valves of similar to this are also used on transmissions of some
Caterpillar machines to engage and disengage clutches smoothly.
Solenoids are also used to control air on some machines and actuate
the injectors on Electronically controlled engines. The basic theory
of the solenoid stays the same. An induced magnetic field is used to
produce mechanical work.
Lesson 1
RELAY
+BATT HIGH
CURRENT
CONTROL
SIGNAL
Fig. 3.1.42
Figure 3.1.42 is a basic diagram of a relay. A relay also works on the

principle of an electro-magnet. In a relay the electro-magnet is used
to close or open the contacts in a switch. Relays are most commonly
used to increase the current carrying capabilities of a mechanical or
digital switch.
When the coil of the relay is energized the magnetic field acts on the
contact in the switch. The contacts of the switch are connected to
poles on the relay. The poles on the relay can be made to conduct
high current loads such as the starter or other large solenoids.
The coil in the relay requires a lower current and isolates the low
current circuit from the high current circuit.
STARTER CIRCUIT
START
RELAY
STARTER
SOLENOID
KEY START
SWITCH
+BATT
+ _
BATTERY
Fig. 3.1.43
Figure 3.1.43 IS a basic diagram of a starter circuit. The starter

circuit is an example of a circuit controlled by a relay. The key is
used to energize the start relay and the start relay energizes the starter
solenoid. This causes the contacts in the start relay to carry the
higher current load required by the starter.
Lesson 1
ELECTRONIC
CONTROLS
Fig. 3.1.44
Electronic Controls
Electronic control modules (ECM) are sophisticated computers. They
contain electronic power supplies, central processing units, memory,
and sensor, inputs. They communicate with other electronic controls
over a bi-directional data link.
Most controls used on Caterpillar electronic systems use the three
types of inputs covered earlier in this lesson. They are switch-type
which measures the state of a switch (open or grounded), analog-type
which measures the amplitude of a signal (generally between 0 - 5
volts) and a digital-type which measures a frequency (speed) or the
pulse width of a periodic signal.
The type of control used is determined by engineering and is based
on the types of inputs and outputs. Most controls are identified by a
term called "drivers" which identifies the output characteristics, such
as a current and voltage drivers.
Lesson 1
Fig. 3.1.45
Types of Electronic Controls
Figure 3.1.45 shows a typical control used for electronic engines.
The inputs associated with an engine ECM are typically analog
modulated inputs that operate on a DC voltage between 0 - 5 volts.
The ECM measures inputs from the various sensors, processes those
inputs and then provides an appropriate output to control specific
engine functions. Earlier engine ECM's contained "plug-in"
personality modules for programming engines values, logged faults,
etc. Later ECM's use a "flash" method of programming, using
software and a data link.
This type of control does not use an external battery for memory
back-up.
Fig. 3.1.46
Figure 3.1.46 shows the Vital Information Management System
(VIMS) main control module installed in a large hydraulic excavator.
The ECM is the "heart" of the VIMS monitoring system and receives
processed inputs from the various other electronic controls over the
CAT data link and provides the appropriate outputs.
This module requires a 3 volt lithium battery (external) to provide
memory back-up when the machine disconnect switch is opened.
Lesson 1
Fig. 3.1.47
Figure 3.1.47 shows the Electronic Programmable Transmission

Control (EPTC II) module used by large mining trucks and scrapers.
The ECM communicates with the engine control to provide smoother
"clutch engagement" by momentarily lowering engine speed when a
clutch solenoid is energized.
Although the appearance and configuration of electronic controls
differ the basic function remains the same. They use data from
various input devices and perform tasks based on programming stored
in memory.
The EPTC II control and some others have switch type inputs that
can be used to access service modes to perform set up functions and
to retrieve and clear service information. The switch inputs are
usually called SERVICE and CLEAR. The procedures for using the
switches are similar from one control to the other. The service modes
are specific for each control type and the appropriate service manuals
should be used as reference when servicing these types of controls.
At this time, perform Lab 3.1.6
Lesson 2: Monitoring Systems
Monitoring Systems
After completion of this lesson the student will be able to:
1. Identify and explain the operation of the Electronic Monitoring
System, the Computerized Monitoring System, the Caterpillar
Monitoring System, the Vital Information Display System and
the Vital Information Management System.
2. Explain the three warning levels used by Caterpillar monitoring
systems
3. Demonstrate the service operations performed on the Caterpillar
Monitoring System.
MONITORING
SYSTEMS
Gauges
Electronic Monitoring System
Computerized Monitoring System
Caterpillar Monitoring System
VIDS & VIMS
Fig. 3.2.1
Monitoring Systems
Caterpillar machines use different types of monitoring systems with
varying levels of technology and complexity. The most basic
monitoring system consists of a sender and gauge. The most
complex system consists of a network of different types of sensors
connected to a monitoring system which gathers and shares
information over a data network and is capable of storing machine
data.
Although Caterpillar machines use a variety of monitoring systems,
many of the basic operating technologies are the same. Each
monitoring system requires a signal from an input device to be able
to determine the status of the machine condition being monitored.
Lesson 2
For example, a temperature sender on the machine hydraulic system

may be used to send implement hydraulic temperature information to
the monitoring system being used. Depending on the monitoring
system, the temperature information could be used in different ways.
Temperature
Gauge
+BATT SIGNAL
GND
Resistive Temperature
Sender
Fig. 3.2.2 Temperature Gauge Example
Figure 3.2.2 shows an example of a temperature gauge circuit. The

signal wire on the gauge has a voltage potential when measured
between the signal terminal and the machine ground. The resistive
temperature sender changes in resistance with the change in
temperature. An increase in temperature results in a decrease in
resistance. Typically an increase in current through the signal wire
will cause the meter movement to move to the right. If the signal
wire is shorted to ground, the meter movement will move all the way
to the right. If the signal wire has too high of resistance, the meter
movement will stay all the way to the left. An easy way to check a
meter to see if it is operational is to ground the signal wire to make
sure it moves all the way to the right.
When a meter is replaced it should be made sure that the intended
range of the replacement meter is the same as the original meter. The
meter may still display a slight difference in position than the original
meter but over a period of time the normal operating range can be
determined.
The resistive sender should be checked to make sure that the
resistance values are correct for the specified temperatures. The
correct specifications can usually be found on the machine electrical
schematic, if not, the specification manual can be used as a reference.
Lesson 2
Temperature gauges and pressure gauges work on the same principle,

that an increase in current in the signal wire to ground will cause the
meter to move to the right, and can be tested in the same manner.
Fig. 3.2.3
Electronic Monitoring System
Figure 3.2.3 is a picture of the Caterpillar Electronic Monitoring
System (EMS). The electronic monitoring system is a basic
monitoring system used on many Caterpillar machines. The EMS is
a basic monitoring system that uses switch inputs along with
electronic programming to perform monitoring functions. If a switch
input contact or wire opens, the control determines this input is
faulted.
The EMS consists of an electronic monitoring panel with ten
indicator lights for the different parameters being monitored. The
switch inputs are specified by engineering to actuate at specific
levels. For example, a coolant temperature switch may open at a
temperature of 225 degrees fahrenheit. The EMS panel detects the
open switch and displays a warning if internal programming
designates that the indicator should be active. The EMS also has an
alternator “R Terminal” input which can be used to determine if the
engine is running.
The electronic programming of the EMS is the first level of logic
used by Caterpillar in the monitoring systems. The program inside of
the control can determine faults from more than one single input.
The control uses logic to determine if the machine conditions are
such that a warning is necessary. If the park brake is applied and the
machine is in neutral, a single indicator may flash to alert the
operator that the park brake is on. If the machine is shifted into First
Speed Forward while the park brake is applied the control may
increase the level of warning by flashing an additional lamp and
sounding an alarm. Programming of the control by engineering
determines the combination of parameters that cause different levels
of warnings.
Lesson 2
WARNING OPERATION
CATEGORY 1
CATEGORY 2
CATEGORY 3
Fig. 3.2.4
The Caterpillar EMS has three levels of warnings: Level 1, Level 2,

and Level 3. These three levels are the same for all the monitoring
systems discussed in this lesson. A Level 1 warning is intended to
alert the operator of an existing condition that they should be aware
of, such as the park brake is on. During a Level 1 warning the
indicator on the EMS panel will flash. During a Level 2 warning the
control will flash the indicator on the panel and also flash an
additional lamp on the dash known as an action lamp as shown by the
arrow in Figure 3.2.5.
Fig. 3.2.5
During a Level 3 warning the EMS will flash the indicator on the
control, flash the action lamp and sound an alarm somewhere in the
operator cab. The alarm is usually mounted behind the dash or
somewhere out of the way. A Level 3 warning indicates that the
operator needs to take some action due to something severe in the
machine system. For example, the parking brake being applied while
the machine is in First Forward Gear.
Lesson 2
P
15 20 25 30
10
5
SERV
10
15 20
25 30 35 40 45
GEAR
MPH
km/h
LCD
CODE RPM
COMPUTERIZED
MONITORING
SYSTEM
VFD
RPM X 100
MPH km/h
GEAR
® SERV MPH
km/h
CODE RPM
Fig. 3.2.6
Computerized Monitoring System

The next generation of monitoring system is the Computerized
Monitoring System (CMS). The CMS was produced in two versions.
Both versions functioned similarly but the display interface was
different. One version has a Liquid Crystal Display (LCD) and the
second version has a Vacuum Fluorescent Display (VFD). The CMS-
LCD is no longer in production but may still exist in operating
machines.
COOLANT CONV/RET
TEMP OIL TEMP
COOLANT BRAKE
FLOW ON P
ENGINE
ALTERNATOR
OIL PRESS
BRAKE AIR FUEL

PRESS LEVEL
STEERING
P
15 20 25 30
10
5
25 30 35 40 45
15 20
10
EMS VS CMS 5
SERV
CODE
GEAR
MPH
km/h
RPM
-
RPM X 100
MPH km/h
GEAR
® SERV MPH
km/h
CODE RPM
Fig. 3.2.7
The (CMS) contains 12 alert indicators to indicate the on-off

condition of switch contacts. Additionally, the electronic technology
provides many added features. In the CMS-LCD control, the display
consists of five linear bar graphs, one curved bar graph, one digital
readout for gear and direction, one digital readout for rpm or mph
(km/h) and a service code indicator. The CMS-VFD control also has
12 alert indicators, in addition to six circular electronic gauges. A
much larger gauge, located in the center, is used as a speedometer or
tachometer, and directly beneath the center gauge is a three digit gear
and direction indicator.
Lesson 2
15 20 25 30
P
10
5
25 30 35 40 45
15 20
10
5
GEAR
MPH
SERV km/h
CODE RPM
SYSTEM
ELECTRICAL
COMPONENTS
RPM X 100
MPH km/h
GEAR
® SERV MPH
CODE km/h
RPM
Fig. 3.2.8 Components
System Electrical Components

The CMS is installed on several different machine models, and all
electrical components are not present on every machine. Through the
machine wiring harness and CMS software, the control recognizes
which electrical components are present. It is necessary to consult
the appropriate service manual and electrical schematic to determine
component location on a specific machine. The four types of
components discussed in this section are: (1) input switches, (2)
input sensors, (3) related electronic components, and (4) LCD/VFD
controls.
SWITCH-TYPE INPUTS
ALERT INDICATOR
PROGRAMMING
SERVICE
LIGHTING
Fig. 3.2.9 Switches
Switch-Type Inputs
Alert indicator
The CMS uses switches to provide input signals to the control. The
switches are two-state devices. When the switch contacts are closed,
the input is connected to frame ground, and when the contacts are
open, the input is floating. During normal CMS operation, the
switch contacts are closed and the control recognizes this grounded
input as a normal machine condition.
Lesson 2
On both types of controls, the right side of the panel contains alert
indicators that are connected to various input switches. The alert
indicators inform the operator if an abnormal condition occurs (open
contacts). On the LCD version, the panel has positions for 12 switch-
type inputs, while the VFD control panel has 11 switch-type inputs.
The alert indicators use several types of switches to provide
information on machine systems. The following is a typical list of
the different types of input switches used on CMS:
1. Pressure (engine oil, parking brake, secondary brake and filter
bypass)
2. Temperature (brake oil)
3. Flow (oil, coolant and steering)
4. Fluid Level (oil )
5. Mechanical (brake master cylinder piston travel and
transmission neutral)
Programming Switch-Type Inputs

Switch-type inputs also provide the control with programming
information. The control uses the harness code and the units
connector as inputs. The control is interchangeable between machine
models. Therefore, the control must be able to recognize the machine
on which it is installed. The programming function between the LCD
version and the VFD are somewhat different. The appropriate service
manual should be consulted for specific details.
Both controls use switch-type inputs to identify the machine harness
code. The difference between the two controls is the number of
pinouts (connector contacts) used to receive the harness code
information. The LCD control uses contacts 19 and 25 through 29
for inputs, while the VFD control uses only contacts 25 through 29.
Another programming switch input is available on contact 20 of both
controls. If contact 20 input is open (floating), the control will
display information in U.S. units. If contact 20 is grounded, the
display will show information in metric units.
The programming input that is different between the two controls is
the input on contact 19 of the VFD control. The input on contact 19
is called the "gauge input method." If the contact is grounded, the
gauge uses the single-segment method of showing information. If
contact 19 is open, the gauge will show information using multi-
segments. This procedure will be explained in detail when the VFD
control is discussed.
Lesson 2
Service Switch Inputs

Both CMS controls use inputs on contacts 8 (service) and 9 (clear) to
select the mode of operation and to perform certain diagnostic
functions. The procedure for entering the different modes and
functions will be discussed in detail later. The system is similar to
other input procedures and primarily depends on when the circuits are
grounded or opened and the sequence that they occur.
Located near the CMS control are the service and programming
connectors. The function of these connectors is explained in the
section on Related Components. One of the connectors is used to
access the CMS modes of operation. The procedures for entering,
clearing and exiting the modes will be discussed later.
Lighting Switch Inputs
Lighting switch inputs are used only on the VFD version of the CMS
control. These inputs also react to the circuit status (either opened or
grounded). The inputs on contacts 5, 6, 21 and 22 provide
information on the dimmer switch circuit, the headlight high beam
circuit, and the directional signal circuit.
SENSOR-TYPE INPUTS
VOLTAGE
FREQUENCY
PULSE WIDTH MODULATED
PHOTO SENSOR (INTERNAL)
Fig. 3.2.10 Sensor Types
Sensor-type Inputs
The Computerized Monitoring System control (both versions) also
uses inputs provided by sensors to monitor machine systems that are
constantly changing. An example of a machine system that uses a
sensor to supply input information is a temperature circuit. This
section will discuss the following types of input sensors: (1) voltage
sensor, (2) frequency sensor, (3) pulse width modulated sensors, and
(4) photo sensor.
Lesson 2
Voltage
The CMS control (contact 7) senses the system voltage at the
alternator circuit breaker. This analog input signal tells the control
the status of the machine electrical system. The way the control
processes the analog signal and produces an output will be discussed
in the output section.
Frequency
The CMS control (contacts 10, 11, and 12) receives an AC signal
from sensors located on the machine. Two of the AC signals are
generated by magnetic pickups which are adjacent to the engine
flywheel gear and the transmission output gear. These two pickups
produce an AC signal when each gear tooth passes the pickup. The
control measures the frequency (Hz) of the signal and converts the
frequency to speed readout in either rpm or mph (km/h). The signal
on contact 12 is also an AC frequency input, but this signal is
generated by the speed of the alternator and is picked up on the
alternator “R” terminal. The control measures this frequency input
and helps determine the condition of the electrical charging system.
Pulse Width Modulated
The CMS control (contacts 13 through 18) receives input signals
from pulse width modulation (PWM) sensors. These types of sensors
produce a digital signal and the CMS control measures the “duty
cycle” (percent of time on versus percent of time off) of the input
signal. These types of sensors differ from others because they require
a voltage input (V+) to operate. PWM sensors are used in
applications where the monitored conditions change. Typical systems
using this type of device are temperatures, fluid levels, and pressures.
For example, as a temperature increases, the duty cycle of the signal
changes. The control measures this change and sends an output to a
gauge or bar graph.
Photosensor
The photosensor measures ambient light and automatically adjusts the
brightness of the panel display area. This sensor is mounted
internally in the control and has no external electrical connections.
Lesson 2
RELATED COMPONENTS
ACTION LAMP AND ALARM
ALTERNATOR / BATTERIES
SERVICE AND PROGRAMMING
CONNECTORS
CAT data link
Fig. 3.2.11
Related Components
The Computerized Monitoring System uses other machine systems to
provide input information. The alternator, batteries and CAT data
link are some of those external inputs. Each system will be discussed
separately.
Action Lamp and Alarm
The action lamp and alarm are outputs of the CMS (both versions).
The lamp and alarm are not physically part of the CMS control. The
lamp is located in the cab of the machine and is in the operator's
viewing area. The alarm is generally located behind the dash, out of
the viewing area, but audible throughout the cab. The lamp will flash
whenever a category 2 or 3 warning is present, and the alarm will
sound when a category 3 warning condition is present and the engine
is running. The levels of warning for the CMS are the same as the
levels for the EMS discussed earlier.
Alternator/Batteries
The CMS uses the alternator to help determine the condition of the
electrical charging system. The alternator provides two CMS inputs.
The B+ terminal of the alternator, along with the machine batteries,
provide the control with analog information about the system. The
output of the “R” terminal on the alternator tells the control the speed
(frequency) that the alternator is turning.
Lesson 2
Connectors
The CMS uses service and programming connectors to provide
information to the control along with the means to access different
modes of operation. The purpose of the connectors are as follows:
1. Harness code connector - the harness code connector tells the
CMS control in which machine the control is installed.
2. Units connector - tells the CMS control which units are to be

displayed (U.S. or Metric).
3. Service connector - allows access to the different modes of

operation.
4. CAT data link connector - allows data to be shared with other

machine systems (input/output from electronic controls).
CAT data link

The CMS control has two contacts (23 and 24) that are bi-directional
for inputs or outputs. These contacts allow the control to share
information with other machine systems. An example would be with
an electronic engine control.
Lesson 2
MODES OF OPERATION
NORMAL
TATTLETALE
DIAGNOSTIC
Fig. 3.2.12
Modes of Operation
The Computerized Monitoring System operates in three modes: (1)
normal, (2) tattletale, and (3) diagnostic.
Normal Mode
The CMS control is active whenever the key switch is turned ON.
Each time the key switch is turned ON, the control automatically
cycles through a self test which verifies the internal operating
condition of the control. It is important that the operator/mechanic
observe the following:
• Alert indicator on lower right side of panel flashes once to begin
self test (if indicator flashes continually, the control has failed the
self test).
• Bar graphs and their associated alert indicators (left side of panel)
ramp up and down, and the indicators flash.
• The alert indicators on right side of panel (with pictograph

symbols) flash.
• The four digit readout in the center section displays a two digit
machine code (i.e. 04, 05, 06), a 3 digit software code, and then
returns to “8.8.8.8.” The SERV CODE indicator and the units
indicator are ON whenever “8.8.8.8.” is displayed. The four digit
readout then returns to “0.” The action lamp is ON
continuously,and the action alarm sounds once.
The self test process requires approximately six seconds to complete.

If all circuits check satisfactorily, the control will be in the mode
selected.
Lesson 2
In the NORMAL mode, the control is continuously monitoring

machine systems. Typical machine functions being monitored are
pressures, temperatures and voltages. On the left side of the panel,
the vertical bar graph indicators monitor functions that continuously
change. Sensors installed in the various systems send signals to the
control where the information is displayed to the operator. The
benefit of displaying the information using bar graph indicators
allows the operator to observe changing conditions such as low fuel
level or high coolant temperature.
In the center of the panel, the digital display area visually informs the
operator of machine speed (curved bar graph) and engine rpm.
The right side of the panel contains the alert indicators. The alert
indicators receive information from switches (except for system
voltage). During normal operation, all of these switch inputs are
grounded, which turn the alert indicators off.
Tattletale Mode
A second mode of operation is tattletale. The tattletale function is a
machine management and maintenance tool. Internally, the CMS
control records the extreme bar graph and four digit readout values.
These values are updated each time the previous extreme value has
been exceeded. Additionally, an alert indicator will flash if a
category 1, 2, or 3 has occurred.
Diagnostic Mode
The CMS control has diagnostic ability which aids troubleshooting.
It monitors input/output circuits represented by service codes for
intermittent and present faults. The control diagnoses service code
faults and also displays the status of switch-type inputs.
Service Code Faults
Service codes represent electrical faults detected by the CMS control.
The control is programmed to detect twenty different faults and
shows a service code for each fault.
Action Lamp Circuit - (3) opens, shorts to +battery and short

to ground
Action Alarm Circuit - (3) opens, shorts to +battery and short
to ground
Sensor Signals - (12) low voltage and high voltage
signals
Harness Code - (1) improper code
System Voltage - (1) +battery (high)
Lesson 2
During NORMAL operation, if the control detects a fault condition in

any of the preceding circuits, the SERV CODE indicator will come
ON (steady), indicating that a service code exists in the control
memory. The service code will remain in memory even with system
power turned OFF.
Troubleshooting Diagnosed Faults
As stated earlier, when the control is in the NORMAL operating
mode and a fault is detected, the SERV CODE indicator on the digital
display section of the panel will come ON. It will be necessary for
the serviceman to place the control in the DIAGNOSTIC mode
before the diagnosed fault can be identified. Use the procedure for
ENTERING the diagnostic mode. If successfully accomplished, a
service code will appear on the digital readout. The code will be
prefixed by a "1-" followed by two digits (example: 1-10). If no
faults are present when the control is placed in diagnostic mode, “0-
00” will be displayed.
CMS CONTROLS
LIQUID CRYSTAL DISPLAY
VACUUM FLUORESCENT DISPLAY
Fig. 3.2.13
COMPUTERIZED MONITORING SYSTEM CONTROLS
As stated earlier, two versions of the CMS control are installed in
Caterpillar machines—Liquid Crystal Display (LCD) and Vacuum
Fluorescent Display (VFD). The LCD version of the control was
initially installed in the “F” Series wheel loaders. Since the initial
introduction, the LCD control has been updated. The controls remain
interchangeable, but the software enhancements have resulted in part
number changes for the control. In the following section, only the
latest changes will be discussed.
The second version to be discussed is the VFD control. The control,
its modes of operation, and diagnostic capabilities will be discussed
separately.
Lesson 2
LIQUID CRYSTAL DISPLAY
15 20 25 30 P
10
5
40
25 30 35 45
15 20
10
5 GEAR
MPH
km/h
SERV RPM
CODE
Fig. 3.2.14
Liquid Crystal Display

The first type of control discussed is the LCD version. As stated
earlier, the CMS continuously monitors machine systems. The
control displays the condition of the systems to the operator. This
section will cover the types of visual indications, and the various
modes of operation associated with the LCD control. For ease of
discussion, the control will be divided into three sections labeled: (1)
bar graphs, (2) digital display and, (3) alert indicators.
15 20 25 30
10
5
40 45
25 30 35
15 20
10
5 GEAR
MPH
km/h
SERV RPM
CODE
BARGRAPHS
Fig. 3.2.15
The bar graph section is located on the left side of the control panel.
Five linear bar graphs make up this section and all are driven by
PWM sensors. Located directly above each bar graph is an alert
indicator which flashes whenever an abnormal condition is present.
Lesson 2
15 20 25 30
10
5
40
25 30 35 45
15 20
10
5 GEAR
MPH
km/h
SERV RPM
CODE
DIGITAL READOUTS
Fig. 3.2.16
The middle section contains a curved bar graph which displays speed.
The input for this bar graph is provided by a magnetic pickup.
Digital information is also displayed in this section. A four digit
readout for rpm/mph (km/h), a digital readout for gear position and
direction, and a SERV CODE indicator is used to show when
diagnostic information is stored in the control memory.
ALERT INDICATORS
Fig. 3.2.17
An alert indicator section has positions for 12 switch inputs. The

type and quantity of indications used varies according to machine
model. The inputs to this section are provided by two-state switches
(on-off).
Lesson 2
MODES OF OPERATION
NORMAL
TATTLETALE
DIAGNOSTIC
Fig. 3.2.18
Modes of Operation
The Computerized Monitoring System operates in three modes: (1)
normal, (2) tattletale, and (3) diagnostic.
NORMAL OPERATION
P
15 20 25 30
10
5
3540 45
20 25 30
10 15
5 GEAR
MPH
km/h
SERV RPM
CODE
BARGRAPHS DIGITAL ALERT

READOUTS INDICATORS
Fig. 3.2.19
Normal Mode
The CMS control is active whenever the key switch is turned ON.
Each time the key switch is turned ON, the control automatically
cycles through a self test which verifies the internal operating
condition of the control. It is important that the operator/mechanic
observe the following:
• Alert indicator on lower right side of panel flashes once to begin
self test (if indicator flashes continually, the control has failed the
self test).
• Bar graphs and their associated alert indicators (left side of panel)
ramp up and down, and the indicators flash.
• The alert indicators on right side of panel (with pictograph

symbols) flash.
Lesson 2
• The four digit readout in the center section displays a two digit
machine code (i.e. 04, 05, 06), a 3 digit software code, and then
returns to "8.8.8.8." The SERV CODE indicator and the units
indicator are ON whenever "8.8.8.8." is displayed. The four digit
readout then returns to “0.” The action lamp is ON
continuously,and the action alarm sounds once.
The self test process requires approximately six seconds to complete.

If all circuits check satisfactorily, the control will be in the mode
selected.
In the NORMAL mode, the control is continuously monitoring
machine systems. Typical machine functions being monitored are
pressures, temperatures and voltages. On the left side of the panel,
the vertical bar graph indicators monitor functions that continuously
change. Sensors installed in the various systems send signals to the
control where the information is displayed to the operator. The
benefit of displaying the information using bar graph indicators
allows the operator to observe changing conditions such as low fuel
level or high coolant temperature.
In the center of the panel, the digital display area visually informs the
operator of machine speed (curved bar graph) and engine rpm.
The right side of the panel contains the alert indicators. The alert
indicators receive information from switches (except for system
voltage). During normal operation, all of these switch inputs are
grounded, which turn the alert indicators off.
Lesson 2
TATTLETALE MODE
SERV
CODE
SERV OFF
CODE
Fig. 3.2.20
Tattletale Mode
A second mode of operation is tattletale. The tattletale function is a
machine management and maintenance tool. Internally, the CMS
control records the extreme bar graph and four digit readout values.
These values are updated each time the previous extreme value has
been exceeded. Additionally, an alert indicator will flash if a
category 1, 2, or 3 has occurred.
DIAGNOSTIC MODE
SERV
CODE
SERV ON
CODE (continous / flashing)
Fig. 3.2.21
Diagnostic Mode
The CMS control has diagnostic ability which aids troubleshooting.
It monitors input/output circuits represented by service codes for
intermittent and present faults. The control diagnoses service code
faults and also displays the status of switch-type inputs.
Service Code Faults
Service codes represent electrical faults detected by the CMS control.
The control is programmed to detect twenty different faults and
shows a service code for each fault.
Lesson 2
Action Lamp Circuit - (3) opens, shorts to +battery and short to

ground
Action Alarm Circuit - (3) opens, shorts to +battery and short to
ground
Sensor Signals - (12) low voltage and high voltage signals
Harness Code - (1) improper code
System Voltage - (1) +battery (high)
Troubleshooting Diagnosed Faults

As stated earlier, when the control is in the NORMAL operating
mode and a fault is detected, the SERV CODE indicator on the digital
display section of the panel will come ON. It will be necessary for
the serviceman to place the control in the DIAGNOSTIC mode
before the diagnosed fault can be identified. Use the procedure for
ENTERING the diagnostic mode. If successfully accomplished, a
service code will appear on the digital readout. The code will be
prefixed by a "1-" followed by two digits (example: 1-10). If no
faults are present when the control is placed in diagnostic mode, “0-
00” will be displayed.
The troubleshooting chart details specific procedures for identifying,
diagnosing and repairing the CMS (LCD) faults. The service codes
have been combined for ease of troubleshooting.
• Service codes 1-10, 1-11, and 1-12 Action Lamp faults
• Service codes 3-20, 3-21, and 3-22 Action Alarm faults
• Service codes 1-30, 1-32, 1-34, 1-36, 1-38, and 1-40 Sensor
Low Voltage faults
• Service codes 1-31, 1-33, 1-35, 1-37, 1-39, and 1-41 Sensor
High Voltage faults
• Service codes 1-98 Harness code faults
• Service codes 1-99 System High Voltage faults
Before proceeding with the troubleshooting charts, consult the
Testing and Adjusting section of the appropriate service manual for a
detailed description of the test equipment needed.
After the detected fault has been identified, place the service code in
the HOLD position before attempting to correct the fault. When the
fault has been corrected, clear (see CLEARING) the service code
from the control memory and return the control to the NORMAL
mode.
Lesson 2
Switch-type Input Status

Troubleshooting Alert Indicator faults can also be accomplished when
the control is in the diagnostic mode. Each of the twelve alert
indicators are dedicated to a specific CMS switch input contact. With
the control in the DIAGNOSTIC mode, the alert indicators will be
OFF if the input contact is GROUNDED, and ON if the input contact
is OPEN. Refer to the chart in this section for troubleshooting the
alert indicators.
VACUUM FLUORESCENT DISPLAY
- +
RPM X 100
MPH km/h
GEAR
® SERV MPH
CODE km/h
RPM
Fig. 3.2.22
Vacuum Fluorescent Display

The latest version of the Computerized Monitoring System control
features vacuum fluorescent displays. The VFD control offers state-
of-the-art technology in diagnostic abilities and visibility. This
section will cover the types of visual indications associated with the
VFD control and its various modes of operation. For ease of
discussion, the VFD control will also be divided into three sections
labeled: (1) circular gauges, (2) digital readout area, and (3) alert
indicators.
Lesson 2
CIRCULAR VFD GAUGES
Fig. 3.2.23
The left side of the control has the capacity for six circular-type
vacuum fluorescent gauges. Each gauge is made up of 13 segments.
Nine of the segments are located in the central region of the gauge
and are colored blue-green to indicate normal range values. The
remaining four segments are used as an alert indication.
Although the VFD circular gauges receive inputs from the same types
of sensors used in the LCD control, the manner in which the
information is displayed differs. In addition to the 13 segments
(explained earlier) in the central region, a lighted circular pattern
(gauge-outline bar) shows the shape and location of the gauge.
The manner in which a typical VFD gauge displays information to
the operator can be best described by the following example. If the
gauge is monitoring the hydraulic oil temperature, the nine central
region blue-green segments and two red upper region segments are
used. As temperature increases, the number of blue-green segments
increases. If the temperature increases higher, the first red segment is
lighted and all the blue-green segments begin flashing. If the
temperature continues to increase, the second red segment is lighted.
The flashing gauge is the alert indicator for the operator.
Lesson 2
RPM X 100
MPH km/h
GEAR
® SERV MPH
CODE km/h
RPM
DIGITAL READOUTS
Fig. 3.2.24
The center section of the VFD control panel contains a large circular
gauge similar to the circular gauges discussed earlier. The gauge is
used to display speedometer or tachometer information. If the large
gauge is used to display speedometer information, the tachometer
information can be shown on a four digit display. This feature allows
the operator to observe both machine speed and engine rpm on
roadable machines. The functions are reversible.
Also displayed in the center section is the actual gear indicator. The
two digits on the left display the gear number and the digit on the
right displays direction. Other information displayed in the center
section include the high beam indicator, left and right turn signal
indicators, retarder indicator, SERV CODE indicator, units indicator,
and digital diagnostic information. These systems will be explained
later.
ALERT INDICATORS
Fig. 3.2.25
On the right side of the panel are positions for 12 alert indicators.
The alert indicators function the same as those on the LCD control.
Lesson 2
MODES OF OPERATION
NORMAL MODE 0
SERVICE MODE 1
STATUS MODE 2
TATTLETALE MODE 3
NUMERIC READOUT MODE 4
Fig. 3.2.26
Modes Of Operation
The Computerized Monitoring System (VFD) operates in five general
modes:
• Normal mode 0
• Service mode 1
• Status mode 2
• Tattletale mode 3
• Numeric readout mode 4
Each time the key switch is turned ON, the CMS control performs the
self test function and then enters NORMAL mode 0. To access the
other operational modes, ground the service and clear contacts
simultaneously. The procedure for scrolling the modes will be
discussed later.
Lesson 2
TATTLETALE MODE 3
16
9 24 - +
RPM X 100
0 27
4F GEAR
®
13 MPH
Fig. 3.2.35
Tattletale Mode 3
The tattletale function in the CMS-VFD control operates in the same
manner as the earlier CMS-LCD control. While in the tattletale
mode, all gauges and readouts will go to their most extreme readings
(levels) since the last time the tattletale mode was cleared. The
information displayed in the tattletale mode was recorded while the
control was operating in the NORMAL mode. To prevent recording
(storing) transient-type information, the control does not begin
recording data until one minute after the engine is running.
Additionally, an alert indicator will flash if a category 1, 2, or 3
warning has occurred.
Tattletale information is cleared from CMS memory by grounding the
clear contact (service connector) while the control is in the tattletale
mode.
Figure 3.2.35 shows tattletale information displayed on the control:
• Engine overspeed - All segments displayed on tachometer
• Transmission - Transmission gauge (top right) at high

temperature high warning condition
• Brake air pressure - Brake air pressure gauge (bottom left) at

low low level condition
• Category 1, 2, or 3 - Flashing alert indicator or flashing gauge.

Lesson 2
NUMERIC READOUT MODE 4

Gauge Outline
Bar Pictograph
16
9 24
System Identifier
0
2 27
®
98 Value
Fig. 3.2.36
Numeric Readout Mode 4
The numeric readout mode aids in diagnosing system conditions that
receive inputs from sensors. Sensor inputs are used for the various
gauges and digital speed readouts. The numeric readout mode uses
two methods to identify systems: (1) chart method and (2) display
method.
In the chart method, the display shows the system identifier on the
digital readout that is used to show the gear and direction. This slide
shows the number "2" as the system identifier. Directly below the
system identifier, the value of the system condition is displayed on
the digital readout. This slide shows the number "98" as the
measured value. Using the numeric readout system identification
chart in the service manual, the following information is presented:
System identifier "2" - Identifies the system as the
number two gauge on the
control (center gauge, top row)
Pictograph symbol for gauge two - Engine coolant temperature
Value identifier "98" - Value of coolant temperature is

98° C (use chart to determine
units)
Lesson 2
Using the display method eliminates the need for consulting the chart
in the service manual. The same digital information is displayed on
the panel but, in addition to the digital display, other identifiers are
present. They are:
• Gauge outline bar flashes corresponding to system identifier
shown on value readout.
• Engine speed or ground speed units will be displayed to the
right of the digital readout (mph or km/h).
All system identifiers, 0 through 9, will scroll on the display.
Scrolling can be stopped on a specific system identifier by grounding
the service contact. When the corresponding condition (gauge or
speed) is not used on a particular machine, the corresponding system
identifier is shown, but the measured value will show "0."
--
-F
®
---
TROUBLESHOOTING
DETECTED FAULTS
IN
SERVICE MODE
26 CMS
FAULT IS PRESENT
3F 7
SERV
®
CODE 168
Fig. 3.2.37
Troubleshooting Detected Faults

A detected fault is a condition that the CMS detects as out-of-range.
The fault is recorded and the diagnostic information is stored in
memory and available to the serviceman when the control is in the
SERVICE mode. This section refers only to those faults that occur in
the Computerized Monitoring System. The Module Identifier code
(MID) "26" must be present when the control is placed in the
SERVICE mode before using the information detailed in this section.
With the control in the SERVICE mode, the SERV CODE indicator
may or may not be ON. If the indicator is ON, the fault is present; if
the indicator is OFF, the fault is no longer present (intermittent).
During troubleshooting, if the control is determined to be faulty and
requires replacement, it may be necessary to complete an
initialization procedure. Consult the appropriate CMS service manual
for detailed procedures on performing control initialization.
Lesson 2
TROUBLESHOOTING UNDETECTED FAULTS
1 2 3
ALERT INDICATOR FAULTS
4 5 6
AND
7 8 9
LIGHTING INDICATOR FAULTS
10 11 12
Fig. 3.2.38
Troubleshooting Undetected Faults

As discussed earlier, the CMS control does not detect switch-type
input faults. However, STATUS mode 2 does assist in
troubleshooting switch-type input faults. In STATUS mode 2,
whenever a switch-type input changes status (open or grounded) the
action alarm will sound. Two types of undetected faults will be
discussed in this section: (1) Alert Indicator Faults and (2) Lighting
Indicator Faults.
Alert indicator faults reflect the open or grounded condition of the
input. A flashing indicator detects an open circuit, while an indicator
that does not flash reflects a grounded input (same as in Normal
mode).
Lighting indicator faults occur when the right turn, left turn, or high
beam indicator is always ON. An open circuit generally causes this
type of indication. A second lighting indicator fault occurs when the
indicator never comes on. This condition is generally caused by a
fault in the machine electrical system.
Lesson 2
WARNING OPERATION
CATEGORY 1
CATEGORY 2
CATEGORY 3
Fig. 3.2.39
WARNING OPERATION
The CMS monitors designated machine systems and notifies the
operator of immediate or impending problems. The warning
categories of the CMS are the same as those used with the Electronic
Monitoring System (EMS). The inputs and internal operation of the
controls differ, but the outputs of the system remain unchanged.
The operator receives the following types of warning:
Warning Category 1- - Alert indicator flashes. No immediate

action required by the operator.
Warning Category 2- - Alert indicator flashes and the action
lamp flashes. Machine operation
should be changed or maintenance
performed.
Warning Category 3- - Alert indicator flashes, action lamp
flashes and action alarm sounds.
Operator should perform an immediate
safe engine shutdown.
As discussed earlier, the CMS receives inputs from switches and

sensors, analyzes the information and alerts the operator to
immediate or impending problems. Pictographic symbols on the
indicators identify the system being monitored.
Lesson 2
Examples of most common machine system problems and their
Monitoring Systems
associated warnings:
Category 1 • Park Brake On* (transmission in neutral)

• Electrical System* (voltage low or high or
alternator frequency less than 90 Hz)
• Check Engine (diagnostic information
present)
• Fuel Filter Pressure (fuel filter restricted)
• Fuel Level (low fuel)
• Supplemental Steering Oil Flow (loss of flow)
Category 2 • Brake Oil Temperature
• Coolant Temperature
• Hydraulic Oil Temperature
• Power Train Oil Filter Pressure*
• Power Train Oil Temperature
• Retarder Oil Temperature
Category 3 • Brake Air Pressure
• Brake Oil Pressure
• Park Brake On* (machine not in neutral)
• Secondary Brake Pressure
• Electrical system* ( serious electrical
problems)
• Coolant Flow
• Engine Oil Pressure
• Hydraulic Oil Level
• Power Train Oil Filter Pressure* (filter
restricted)
• Primary Steering Flow or Pressure
Lesson 2
* Identifies machine problems that produce multi-warning

categories. An example of a multi-warning category is the
Parking Brake On indicator. If the machine transmission control
lever is in the NEUTRAL position and the parking brake is
ENGAGED, a Category 1 warning indication will be present. If
the transmission control lever is not in neutral (IN GEAR) and
the parking brake is ENGAGED, a warning Category 3 will be
present.
NOTE: The above information is general in nature. For specific
machine information, consult the appropriate Operation and
Maintenance Manual for the machine in question.
SPEEDOMETER/ MESSAGE CENTER ACTION

GAUGE CLUSTER TACHOMETER MODULE LAMP
MODULE MODULE

MPH
12 km/h 3F ...
CODE
X10
ACTION
ALARM
DISPLAY
DATA LINK
CAT DATA LINK
INPUT
TRACTION COMPONENTS
CONTROL
SYSTEM CAT DATA LINK AUTOSHIFT
CONTROL
INPUT
COMPONENTS
INPUT
INPUT COMPONENTS
COMPONENTS
Fig. 3.2.40
Caterpillar Monitoring System
This section discusses the Caterpillar Monitoring System. The
system is a flexible, modular monitoring system that includes: a
main display module, various switches and sensors, an action lamp
and action alarm. The system may also include a quad gauge module
and/or a speedometer/tachometer module depending on the machine
application. The Caterpillar Monitoring System is the next
generation of monitoring systems found on Caterpillar machines.
The "heart" of the system is the main display module where
information is received from switches, sensors and over the CAT
Data Link and processed. The main display module then activates
various outputs.
The monitoring system is used on a variety of Caterpillar products.
All the possible machine functions are not available on all products.
Consult the appropriate machine electrical schematic to determine
which components are installed on the machine in question.
Lesson 2
Fig. 3.2.41
MAJOR COMPONENTS
The monitoring system hardware installed on many "F" and "G"
Series Medium Wheel Loaders consists of a main display module, a
gauge cluster module, and an optional speedometer/tachometer
module connected to various input and output components. The
monitoring system hardware installed on other machines may not
have the gauge cluster and/or the speedometer/tachometer module but
the main system functions the same.
The major components of the Caterpillar Monitoring System will be
discussed individually.
Fig. 3.2.42
Main Display Module

The main display module contains the processing functions for the
system and must be installed for the monitoring system to operate. A
maximum number of four other modules can be used with the main
module: two gauge cluster modules and two speedometer/tachometer
modules.
Lesson 2
The main module shown in figure 3.2.41 is located in the dash and
contains a section that displays up to ten alert indicators (top half of
module) and a bottom section that displays a digital readout.
The alert indicator section uses inputs from switches, sensors,
senders, and the CAT Data Link to alert the operator to abnormal
machine conditions.
The digital display area provides a six digit readout that shows
machine operational hours, engine speed, distance and diagnostic
information. Also, part of the display area is used to provide unit
indicators such as °C, kPa, MILES, RPM, LITERS and
HOURMETER. The indicators are turned ON and OFF to
correspond with the information being shown on the six digit readout.
A service code indicator is also displayed (in the display area) to
indicate if a fault is present in the service and diagnostic scrolling
modes.The main display module utilizes a pair of communication
links to provide a communication path between other electronic
controls and to also provide a path for the various display modules.
The CAT Data Link is used to communicate with other electronic
controls. The CAT Data Link is bi-directional, which allows both
inputs and outputs to be communicated.
The other communication path is the Display Data Link. This link
communicates information back and forth between the main display
module and the quad gauge and speedometer/tachometer modules.
The CAT Data Link and the Display Data Link are used on numerous
other products, such as the Computerized Monitoring System and the
Vital Information Management System.
The diagnostic information available for troubleshooting the display
module includes:
CID 248 CAT Data Link
CID 263 +8 DCV Sensor Supply
CID 819 Display (Instrumentation) Data Link
CID 821 Display Power Supply
Lesson 2
Fig. 3.2.43
Gauge Cluster Module

Figure 3.2.43 shows the gauge cluster module. The gauge cluster
module displays four of the changing machine conditions that are
most often desired by the operator. The systems displayed are:
• Engine Coolant Temperature (top left)
• Transmission Oil Temperature (top right)
• Hydraulic Oil Temperature (bottom left)
• Fuel Level (bottom right)
The type and quantity of gauges used in the cluster vary according to
the application. Some machines may use up to two gauge cluster
modules. To determine which functions are used on a particular
machine, see the appropriate Operation and Maintenance Manual.
Fig. 3.2.44
Speedometer/Tachometer Module
Figure 3.2.44 shows the speedometer/tachometer module. The
tachometer section displays the engine speed (rpm). Directly below
the tachometer section, a three digit readout displays the ground
speed information (mph or km/h).
Lesson 2
On some applications the ground speed may not be displayed because

engineering has determined for the machine application it is not
necessary to display ground speed. On the right side of the ground
speed display, a two digit readout shows the transmission actual gear
and direction information.
On some machines the speedometer/tachometer module is an option.
INPUT COMPONENTS
• SWITCHES
• SENDERS
• SENSORS
Fig. 3.2.45
INPUT COMPONENTS
The Caterpillar Monitoring System is similar to the EMS and the
CMS. The main display module makes decisions based upon the
inputs from the various switches, senders, and sensors installed on the
system, as well as data from the CAT Data Link. The inputs tell the
main display module how to operate and the status of the machine
systems.
Three types of direct inputs exist: switch-type, sender-type and
sensor-type. Some of the inputs are multi-purpose. For example:
- Main display module contacts 7, 17, 27 and 37 may be either
switch or PWM sensor inputs.
- Main display module contacts 9 and 18 may be either switch or
- 0 to 240 ohm sender inputs.
- Main display module contacts 8, 10, 28 and 38 may be either

switch, PWM sensor or 70 to 800 ohm inputs.
Lesson 2
SWITCH-TYPE
• UNCOMMITTED
• PROGRAMMING
• SERVICE
Fig. 3.2.46
Switches
The Caterpillar Monitoring System uses three different categories of
switch-type inputs to the main display module. They are identified
as:
Uncommitted, Programming and Service switch inputs.
Uncommitted switch inputs: The uncommitted switch inputs
are used to operate the ten alert indicators that are part of the
main display module. These inputs may be programmed to work
independently or in combination with other types of inputs
(sender/sensor) to provide warning information to the operator.
During normal operating conditions, the switch contacts are
grounded and the alert indicators are OFF. If a switch contact
opens because of a machine condition or switch malfunction, the
alert indicator corresponding to that particular switch will begin
FLASHING to indicate an abnormal condition and provide the
operator with the appropriate warning category. The
uncommitted switches are used primarily for monitoring
pressures, temperatures and fluid levels.
Programming switch inputs: The programming switch inputs
tell the main display module how to operate. These inputs
correspond to the open or grounded condition of the machine
harness code connector. A specific harness code pattern is used
to identify the machine model in which the Caterpillar
Monitoring System is installed. The main display module uses
specific machine model information (such as engine size, idle
speed, tire size, etc.) to correctly make decisions.
Service switch inputs: The two service switch inputs control the
machine setup, mode of operation and certain diagnostic
functions of the main display module. The timing and state
(open/grounded) of the service switch inputs control the above
mentioned functions.
Lesson 2
SENDER-TYPE
• 0 to 240 OHM
• 70 to 800 OHM
Fig. 3.2.47
Senders
The Caterpillar Monitoring System uses two different types of
senders to provide inputs to the main display module. They are
identified as:
0 to 240 ohm senders, and 70 to 800 ohm senders.
resistance value which corresponds to a specific system
condition. A typical system using this type of sender is the fuel
level. The output resistance is measured at the main display
module and the value corresponds to the depth of fuel in the tank.
The main display module calculates the resistance and displays
the output on one of the gauges in the gauge cluster module. The
0 to 240 ohm sender may be programmed to operate a gauge, an
alert indicator, or both a gauge and alert indicator.
The 0 to 240 ohm sender may only be used on Contacts 9 and 18
of the main display module.
70 to 800 ohm senders: These senders measure a specific
system resistance value which corresponds to a specific system
condition. A typical system using this type of sender is a
temperature or similar system with the same operating
parameters. The output resistance is measured at the main
display module, and the value corresponds to the temperature of
the fluid (oil, coolant, or hydraulic) being measured. The main
display module calculates the resistance and displays the output
on one of the gauges in the gauge cluster module. The 70 to 800
ohm sender may be programmed to operate a gauge, an alert
indicator, or both a gauge and alert indicator.
The 70 to 800 ohm sender may only be used on Contacts 8, 10,
28 and 38 of the main display module.
Lesson 2
SENSOR-TYPE
• PWM (DIGITAL)
• FREQUENCY
Fig. 3.2.48
Sensors
The Caterpillar Monitoring System uses two different types of
sensors to provide inputs to the main display module. They are
identified as:
Pulse Width Modulation (PWM) and frequency sensors.
PWM sensors: These sensors are used in the monitoring system
to measure changing machine conditions. The main display
module receives and processes a "duty cycle" signal from the
sensor and sends the information to one of gauges in the gauge
cluster module for display to the operator.
The PWM sensors may only be used on contacts 7, 17, 27 and 37
of the main display module.
Frequency sensors: These sensors are used in the monitoring
system to measure speed. The main display module receives and
processes an AC frequency (Hz) signal from the sensor and sends
the information to the speedometer/tachometer module.
Frequency (magnetic pickup) sensors are used on the Medium
Wheel Loaders to measure engine speed and transmission output
speed.
The frequency sensors may only be used on contacts 26, 30, and
36 of the main display module.
Contact 30 is dedicated to the frequency (Hz) input from the
alternator "R" terminal. The frequency of the alternator is used
to determine the condition of the machine electrical charging
system.The alternator frequency is also used in conjunction with
other inputs to determine when the engine is running.
Lesson 2
OUTPUT COMPONENTS
• MAIN DISPLAY MODULE

• DISPLAY DATA LINK
• ALERT INDICATORS
• ACTION LAMP/ALARM
Fig. 3.2.49
OUTPUT COMPONENTS
The outputs associated with the monitoring system are used to notify
the operator of both normal and abnormal machine conditions. The
output components include: the main display module, the display
data link, the alert indicators, the action lamp and the action alarm.
The categories of warning associated with the monitoring system
outputs will be discussed in the system (component) operation
section.
Fig. 3.2.50
Main Display Module
The main display module, shown in Figure 3.2.50, has the capacity to
display ten alert indicators to notify the operator of an abnormal
condition. The alert indicators may use data received from the
uncommitted switch inputs (discussed earlier), sensors, senders, or
the CAT Data Link to determine if an abnormal machine condition is
present. A FLASHING alert indicator identifies the responsible
system.
The display area on the main display module provides both digital
and text information. The information available on the display
depends on the specific programmed machine operating modes.
Lesson 2
Types of information that may be displayed are:

- Row of six digits (with decimal point between certain digits)
- Six text symbols (°C, kPa, Miles, km, rpm, Liter)
- Display SERV CODE
- Times 10 (x10) symbol (rpm)
- Service meter symbol (hourglass)
Fig. 3.2.51
Action Lamp
The Caterpillar Monitoring System has an action lamp similar to the
EMS and CMS. The function of the lamp is the same. The lamp is
used for Category 2 and Category 3 conditions. This slide shows the
action lamp (arrow) located on the 988G dash. On other machines
the lamp may be the same type of lamp as EMS.
Action Alarm
The action alarm for the Caterpillar Monitoring System functions in
the same manner as for the EMS and the CMS. It is usually located
behind the dash and is only activated for a Category 3 Condition.
Lesson 2
Power Supplies
The main display module provides power supply outputs (+8 DCV)
to the PWM sensors connected to the module, and (+9 DCV) to the
gauge cluster and speedometer/tachometer modules.
The main display module provides a CID 263 diagnostic code if the
display reads the sensor power supply voltage as above normal or
shorted to battery (FMI 03) or below normal or shorted to ground
(FMI 04).
The main display module provides a CID 821 diagnostic code if the
display reads the display power supply voltage as above normal or
shorted to battery (FMI 03) or below normal or shorted to ground
(FMI 04).
Fig. 3.2.52
Gauge Cluster and Speedometer/Tachometer Modules

The gauge cluster (1) and speedometer/tachometer (2) modules
receive common outputs from the main display module. The
modules are connected to the main display module by the display
data link. Each module is connected to the display data link by a six
contact Caterpillar DT connector. The following contact numbers are
common to all modules connected to the display data link. They are:
Contact 1: +9 DCV input
Contact 2: Ground
Contact 3: Clock
Contact 4: Data from main module
Contact 5: Module/Display Load from main module
Contact 6: Harness Code (if applicable)
Lesson 2
The system has the capacity to support two of the same types of
modules (such as gauge cluster, etc.). If more than one module (of
the same type) is installed, Contact 6 (of one module) must be
grounded for the system to be able to identify the modules.
Fig. 3.2.53
The operator mode selector switch (arrow) is mounted on a panel

somewhere in the cab. The switch is usually marked with a "check
mark" type ISO symbol. The switch is used by the operator to select
certain operation modes for display on the main display module. The
modes available for display depend on the specific machine in
question. Consult the appropriate Operation and Maintenance
Manual to determine which operator modes are available for the
machine in question.
The Caterpillar Monitoring System has the capacity for twelve
operational modes. Six of the modes can be made available to the
operator.

SPEEDOMETER/ MESSAGE CENTER ACTION
GAUGE CLUSTER TACHOMETER MODULE LAMP
MODULE MODULE

MPH
12 3F CODE
MODES
km/h
. .. X10
ACTION
ALARM
OF
DISPLAY
DATA LINK
OPERATION
CAT DATA LINK
INPUT
TRACTION
COMPONENTS
CONTROL
SYSTEM CAT DATA LINK AUTOSHIFT
CONTROL
INPUT
COMPONENTS
INPUT
COMPONENTS
Fig. 3.2.54
Lesson 2
MODES OF OPERATION
The Caterpillar Monitoring System has the capacity to provide twelve

different modes of operation. Each specific mode provides
information regarding a machine condition or machine setup
operations for the monitoring system. All the modes (12) are not
available on all wheel loaders. The machine model determines which
modes are available. To determine which modes are available, use
the Monitoring System Mode Chart on the Electrical System
Schematic for the specific machine being serviced.
The mode of operation is changed by using the service and clear
inputs to the main display module or by using the 4C-8195 Control
Service Tool. On some machine models, the operator may access
certain modes by actuating a "mode select" switch in the cab.
Consult the Operation and Maintenance Manual of the machine being
serviced for specific operator mode information.
The following chart shows the various modes and which modes are
available to the operator.
Mode of Operation Mode Number Available as

Operator Mode
Normal 0 Yes
Service Meter * Yes
Odometer * Yes
Tachometer * Yes
Diagnostic Scrolling * Yes
Harness Code 1 No
Numeric Readout * No
Service * No
Tattletale * No
Units * No
Setup * No
Calibration * No
*Check the appropriate machine electrical schematic
for specific machine mode numbers.
Fig. 3.2.55
Normal Mode "-0-" and Harness Code Mode "-1-" are always
available. The other modes may or may not be available. The other
modes will always be scrolled in the order shown in the above chart,
but the mode number may vary between the different models (except
for the Normal and Harness Modes).
Lesson 2
The most common modes accessed using the operator switch are:
• Service Meter Mode
• Odometer Mode
• Tachometer Mode
• Diagnostic Scrolling Mode
A brief description of each service mode follows.
MODE -0-
NORMAL
Fig. 3.2.56
When power is applied, the Caterpillar Monitoring System performs a

self test and then the enters the Normal Mode. All the alert indicators
and gauges function as a normal working monitoring system. To
display the other modes, it is necessary to ground the service and
clear pins on the service code connector by using grounding pins or
the 4C-8195 Control Service Tool
The procedure for selecting, scrolling, and clearing displayed
information is the same as the procedures used for the earlier
Computerized Monitoring System (CMS).
Service Meter
Odometer
Tachometer
Fig. 3.2.57
The Service Meter Mode is generally used as the "default" mode.
Whenever the main display module is in the Normal Mode (-0-), the
display will default to the service meter hours and a service meter
symbol will be shown. The operator may change the default to other
modes (such as odometer, tachometer, etc.).
Lesson 2
The hourmeter displays the total number of hours the engine has
been operated. The main display module monitors the "R" terminal
on the alternator and the engine oil pressure to determine if the
engine is running, and shows the total hours on the six digit readout.
The Odometer Mode shows the total distance that the machine has
traveled. The readout may display the distance in "miles" or "km."
Various types of inputs may be used to monitor distance (such as a
frequency sensor and machine software) or from another electronic
control communicated over the CAT Data Link.
The unit of measure can be set using the Units Mode which will be
discussed later.
When the main display module is in the Tachometer Mode, engine
rpm is shown on the six digit readout. The main display module
primarily uses a speed sensor to supply the input information. On the
938F - 970F Wheel Loaders, the speed sensor input goes to the
autoshift control. The speed signal is transmitted over the CAT Data
Link to the monitoring system.
Diagnostic Scrolling
Fig. 3.2.58
The Diagnostic Scrolling Mode is used by the operator and

servicemen to see service codes that have been stored by the main
display module. The Diagnostic Scrolling Mode is selected by
pressing the operator mode select switch..
When the Diagnostic Scrolling Mode is selected, the stored service
codes are momentarily scrolled on the display area. As each code is
shown, the MID is shown for approximately one second. Then, the
corresponding CID and FMI information is displayed for
approximately two seconds. When the last code is shown, "End" is
displayed, then the codes are scrolled again. If no service codes are
stored, the display will show "---" continuously.
Lesson 2
During diagnostic scrolling, the service code indicator (Serv Code)

functions as a fault present indicator. If Serv Code is not displayed,
the fault is no longer present at this time, but has occurred
previously.
MODE - 1 -
HARNESS CODE
Fig. 3.2.59
When the main display is in the Harness Code Mode, the machine
(model) code is displayed in the readout. The machine code must
correspond to the specific machine model sales code on which the
monitoring system is installed. The machine code is always a two
digit number. The harness code is determined by the grounded and
open contacts of the harness code connector.
Numeric Readout
GA-1 GA-2
GA-3 GA-4
Fig. 3.2.60
The Numeric Readout Mode is used by the mechanic to assist in the

troubleshooting of sensor-type inputs. The sensors supply
information used by the main module to position the gauges in the
gauge cluster module. Using the numeric readout mode provides
more accurate information than what is shown on the gauges.
The gauges are identified as GA-1, GA-2, GA-3, and GA-4 and
referenced as shown in figure 3.2.60.
Lesson 2
If a second gauge cluster module is installed, the referenced location

remains the same, but the gauges are identified as GA-5, GA-6, GA-
7, and GA-8.
When the main display module is placed in the Numeric Readout
Mode (using the 4C-8195 Control Service Tool), the following
information is displayed:
• The six digit readout displays the system identifier GA-1
momentarily, then displays the value (unit of measurement) of
GA-1.
• Actuating (grounding) the scroll switch on the service tool
scrolls through all the installed system identifiers (GA-2, GA-3,
GA-4, and GA-1).
• Opening (ungrounding) the scroll switch with a system
identifier displayed stops the scrolling, and the readout displays
the actual value for the parameter being measured and the unit
of measurement. The system identifier and value are now on
HOLD. The value of the information displayed is continuously
being updated.
The units of measurement available for the different machine

conditions are:
Temperature is measured in °C
Pressure is measured in kPa
Level is measured in % full
Voltage is measured in 0.1 Volts (tenths of a Volt). For example,
"245" is read as 24.5 Volts.
Lesson 2
Service Mode
SERV
CODE
30
SERV
CODE
110F08
Fig. 3.2.61
The Service Mode functions are similar to the Diagnostic Scrolling

Mode. Both modes display MID, CID and FMI information but, in
the service mode, the codes may be placed on HOLD for
troubleshooting and repairing system faults.
The main display module detects and diagnoses faults in the
following circuits.
• Display output modules
• Action alarm and action lamp output
• Sensor/sender inputs
Tattletale Mode
Fig. 3.2.62
The Tattletale Mode is a useful maintenance tool. The main display

module monitors and records extreme values for each machine
condition being monitored. The values are updated whenever a
higher value occurs.
Later versions of the Caterpillar Monitoring System use a digital
tattle tale mode. The display shows "- _ _ _ _-". The service
technician can use the Scroll switch on the 4C-8195 to access the
digital value of the tattletale and display it in the main display area.
Lesson 2
In this mode, the gauge cluster module shows the lowest or highest
reading (for increasing and decreasing abnormal conditions) and, for
double ended gauges, the gauge alternates between the highest and
lowest reading.
The speedometer/tachometer module (if installed) displays the
highest engine rpm and the highest ground speed.
The alert indicators will flash for those machine systems that
recorded abnormal conditions.
Units Mode
MILES or KILOMETERS
mph or km/h
Fig. 3.2.63
The Units Mode allows the information to be toggled between U.S.
and Metric units. The only information affected by the Units Mode
is:
• Miles and Kilometers (km)
• mph and km/h
The modes are changed (toggled) by grounding the CLEAR contact
while the service input is open.
Setup Mode
Fig. 3.2.64
Setup Mode
The Setup Mode tells the main display module how many and what
types of modules are connected to the system. The system is initially
set up during the manufacturing process. If an additional display
attachment is installed (added to the system), the Setup Mode is used
to tell the main display module that a new attachment is installed.
Lesson 2
The following codes are used in the Setup Mode:

• If the machine is not equipped with a gauge cluster module, the
first module indicator shown is "G1" indicating that a gauge
module can be installed.
• If one gauge module is standard and another may be added, the
module indicator will show "G2."
The same type information will be shown for a
speedometer/tachometer module, except the designator will be "t1"
and "t2." The "G" represents a gauge and the "t" represents a
speedometer/tachometer.
After the gauge or speedometer/tachometer information is shown, the
display will indicate YES or NO to indicate if the module is
connected or not connected. Grounding the CLEAR contact causes
the display to toggle between YES and NO. Opening the clear
contact stops the display on what is currently shown. If YES is
selected, the main display module will attempt to communicate with
the module selected. If the main display module fails to establish
communication with the module, a service code will be recorded.
Calibration Mode
Check Service Manual

and
Machine Electrical Schematic
Fig. 3.2.65
The Calibration Mode is used on some wheel loader systems that
require special calibration procedures. An example of a system
requiring calibration is the wheel loader traction aid. Consult the
Service Manual for the controls that require special calibration.
Lesson 2
WARNING OPERATIONS
950F CAT
Fig. 3.2.66
WARNING OPERATIONS
The Caterpillar Monitoring System monitors designated machine
systems and notifies the operator of immediate or impending
problems. The operation of the alert indicator (Category 1), action
lamp (Category 2), and action alarm (Category 3) remains the same
as the Electronic Monitoring System(EMS) and the Computerized
Monitoring System (CMS).
At this time, perform Labs 3.2.1, 3.2.2, 3.2.2, and 3.2.4.
INSTRUCTOR NOTE: The instructor can use discretion on
administering labs. Labs 3.2.3 and 3.2.4 may be performed later
in the module while other groups are performing on machine
labs.
Lesson 2
KEYPAD
SPEEDOMETER/ MODULE
GAUGE CLUSTER TACHOMETER MESSAGE CENTER
SERVICE MODULE
MODULE MODULE
LAMP OK
0 ID
ABC DEF
1 2 3
GHI JKL MNO
4 5 6
VIMS PRS TUV WXY
SERVICE 12 MPH
3F
7 8 9
RS-232
P1 P2 P3
km/h
KEYSWITCH
PORT VIMS
SERVICE TOOL ELECTRONIC
AND TECHNICIAN/ECAP
SOFTWARE
DISPLAY
KEYPAD
DATA LINK
DATA LINK
VIDS/VIMS VIMS CAT DATA LINK

VIMS MAIN MODULE
INTERFACE INTERFACE
ENGINE
MODULE MODULE
CONTROL
ACTION
ALARM
ACTION
LAMP
CAT DATA LINK
SENSORS SENSORS
SENSORS
VITAL INFORMATION
DISPLAY/MANAGEMENT
SYSTEM
(VIDS/VIMS) IMPLEMENT CONTROL TRANSMISSION CONTROL
Fig. 3.2.67
Vital Information Display/Management System
This section discusses the Vital Information Display/Management
System (VIDS/VIMS). These systems operate on different machine
models, and all components discussed in this presentation may not be
present on every machine. When uploaded with source code
software, the main module recognizes (through configuration
software) the machine on which it is installed and, therefore, knows
which components are present. The Vital Information Display
System (VIDS) is a subset version of the Vital Information
Management System (VIMS) with fewer capabilities.
This section covers the basic system operation, major and related
components, onboard and offboard applications, and
hardware/software requirements of the system. This section is
intended to be basic to provide some background knowledge of the
VIDS/VIMS systems.
The various electronic modules communicate with each other in
addition to receiving information from other machine electronic
controls (such as the engine control, transmission control, etc.).
Lesson 2
VIDS/VIMS
Fig. 3.2.68
The VIDS and VIMS are electronic monitoring systems for large
Caterpillar machines. The VIMS is composed of modular onboard
electronics which have the ability to acquire data, perform analysis,
store information and display data. The VIDS is similar to the VIMS
but does not have data storage capability except for service code
information. The VIDS and the VIMS are similar in system makeup,
the differences and similarities will be discussed later as they apply.
Using both onboard and offboard hardware and software, the VIMS
displays information to the machine operator in addition to supplying
information on machine systems to dealer and customer technical
staff. This information will assist in minimizing downtime and
operating costs.
The various electronic modules that compose the VIDS/VIMS
communicate with each other in addition to receiving information
from other machine electronic controls (such as the engine control,
transmission control, etc.).
To successfully service machines equipped with the VIMS, the
serviceman needs to become proficient in accessing the information
through the onboard keypad and message center, and must also be
able to use a service tool (PC) to perform other required tasks.
The VIDS primary interface to the operator and service technician is
through the use of the operator keypad and the message center.
Provisions for a computer connection have been made only for
uploading source and configuration software.
Lesson 2
EVENTS
Machine
Machine
or
&
System
System
Fig. 3.2.69
The VIDS/VIMS is designed to alert the operator of an immediate or
impending abnormal condition in one or more of the machine systems
that are being monitored. These abnormal conditions are called
"events." Two types of events are recognized and stored by the
VIDS/VIMS. One event is called a "machine" event and alerts the
operator to an abnormal machine condition (such as hydraulic oil
temperature too high). The other event is called a "system" event,
which alerts the operator to a fault condition which is caused by a
malfunction (fault) in one of the electronic devices (such as a
hydraulic temperature sensor being used to monitor a machine
system). A more detailed explanation of "events" will be covered
later in the section.
In addition to alerting the operator of an abnormal condition,
machines equipped with the VIMS have a service lamp installed
externally on the machine to alert service or maintenance personnel
that an "event" is present, and diagnostic information regarding the
event is available in the VIMS.
The major modules that comprise the VIDS/VIMS will now be
discussed in detail.
Lesson 2
Fig. 3.2.70
Major Components
Gauge Cluster Module
The gauge cluster module contains four gauges to provide
information on measured machine parameters (such as temperature,
pressure, and fuel level). Consult the appropriate Operation and
Maintenance Guide for specific machine parameters.
The VIDS/VIMS use electronic input devices (sensors) to measure
the parameter, calculate an output signal and send the signal to the
gauge cluster where the parameter is displayed.
The gauge cluster is configured for a specific machine (shovel, off-
highway truck or wheel loader) and the actual machine parameter is
represented on the gauge by a graphic symbol.
15
10 20
5 25
X100
0 MPH
km/h 30
Fig. 3.2.71
Speedometer/Tachometer Module
The speedometer/tachometer (not used on all machines) displays
ground speed in mph (km/h), engine speed, and transmission actual
gear position. On some machines ground speed and actual gear are
not displayed. The electronic input devices used for this information
will be discussed later.
Lesson 2
DATA
LOGGER
ALERT INDICATOR
INDICATOR
UNIVERSAL GAUGE
ENGINE TEMP [135] WARNING
GAUGE 60 Deg F AREA
MESSAGE
AREA
Fig. 3.2.72
Message Center Module

The message center module contains a Data Logger indicator, alert
indicator, universal gauge, gauge warning area and message area.
The Data Logger indicator (series of four dots) in the upper right
corner scrolls when the Data Logger is turned on. The dots are not
present when the Data Logger is stopped or when the Data Logger is
initiated with the offboard service tool (PC). The Data Logger is only
available on the VIMS
The alert indicator notifies the operator of an abnormal machine
condition. The condition could be caused by the VIDS/VIMS
detecting a "machine" or "system" event. The alert indicator receives
a signal from the main module causing the indicator to flash. The
alert indicator will be discussed in detail in the warning operation
section of this presentation.
The message area shows the value for the parameter shown on the
universal gauge. For sensor-type parameters (non switch-type
inputs), the gauge shows the actual value for the parameter being
measured. The gauge can also be used to observe any of the machine
parameters by entering the parameter number on the keypad and
pressing the "gauge" on the keypad. The universal gauge allows the
operator or serviceman to select their "favorite" parameter or to
monitor a troublesome parameter which has not exceeded its limit.
The message area displays information regarding the condition of the
machine. The display of information is prioritized and includes (1)
machine or system events, (2) operator or serviceman requested data,
and (3) default information.
Lesson 2
The message area provides two lines of text (twenty characters each
line) to display information to the operator or serviceman. When an
event (machine or system) occurs, information relating to the out-of-
specification parameter is displayed on the first line to identify the
nature of the abnormal condition. The following is an example of
information that may appear in the message area if an abnormal
machine event occurs.
LOW ENGINE OIL LEVEL

SHUT DOWN SAFELY
Information on the second line displays the desired operator response

to the condition.
If a system event occurs, the message area will display the parameter
followed by the word ERROR. The second line will give the
operator instructions regarding the condition. The following is an
example of information that may appear if a system event is active.
OIL PRESSURE
ERROR
If more than one event is present at a time, the event information will
be displayed according to priority. The priority process will be
discussed in the warning operation section of this module.
The message area can also display requested data such as event lists
or active system events in Module Identification (MID), Component
Identification (CID), and Failure Mode Identifier (FMI) format.
If no data has been requested by the operator and no event messages
are active, default information will be presented in the message area.
The default information includes time of day, date, and machine
service hours. Date and time information is only available on
machines equipped with the VIMS.
The following is an example of default information displayed in the
message area:
0745 267
7/10/00
If a problem exists in either the source code or configuration
software, the time of day and service meter hours will not be
displayed after start-up.
Lesson 2
OK
0 ID
ABC DEF
1 2 3
GHI JKL MNO

4 5 6
PRS TUV WXY

7 8 9
F1 F2 F3
Fig. 3.2.73
Keypad
The keypad allows the operator or serviceman to communicate with
the VIDS/VIMS by entering numeric information. The numeric
section of the keypad (keys 0 - 9) can be used to initiate service
procedures, enter operator identification codes, acknowledge events,
and respond to VIMS queries (such as data logging information).
An indicator (in the corner of keypad) flashes each time a key is
pressed to inform the operator or serviceman that the keystroke was
accepted.
The orientation of the keypad differs depending on the machine
model using the system, although the function of the keypad remains
primarily the same. On some systems, the VIDS used on the D11R
Carry Dozer for example, the keypad is used to manage some of the
automated implement functions and is specialized to the application.
Eight additional keys are available for inputting information. They
are:
OK
Used to complete keypad entries and to acknowledge events.
ID
Used by the operator to enter his or her identification or badge

number into the VIDS/VIMS memory.
Lesson 2
Used to display the value of any measured parameter. When the

gauge key is pressed, line one of the message area displays the
parameter name and parameter number, and line two displays the
parameter value and unit of measure.
The information displayed using the gauge key is presented for one
parameter at a time. To scroll through the remaining parameters
requires using the Forward and Backward arrow keys.
A specific parameter can be displayed without using the
forward/backward keys by entering the number of the parameter and
then pressing the Gauge key. The requested information will remain
displayed until the OK key is pressed, which returns the message
center module to the default mode.
If an event occurs while a parameter is being displayed, the
parameter information will be overwritten with the event information.
Allow operator or serviceman to scroll forward or backward through

the information shown in the message area.
F1
Allows the operator or service technician to request additional

information regarding machine and system events. If a machine
event is displayed, pressing the F1 key will replace the information
shown on line two of the message area with the event value and units.
If a system event is displayed, pressing the F1 key will replace the
information shown on line two with MID, CID and FMI information
(example: MID 049, CID 0168, FMI 04).
F2 F3
The F2 and F3 keys have more specialized functions based on

machine system and configuration. On some machines F2 is used as
a clear key to exit calibration modes. On some machines F3 is used
for the payload monitor function. See the specific machine service
manual for more information.
Lesson 2
VIDS/VIMS
MAIN MODULE
Fig. 3.2.74
The main module is the "heart" of the VIDS/VIMS and, as such,

makes decisions based upon input signals received from various other
electronic control modules on the machine. A 37 pin connector on
the module connects the necessary harness wiring to the input and
output devices.
The overall function of the main module can be described in four
sections. The four sections are labeled: Data Links, Inputs, Outputs
and Display Components.
Data Links
The main modules incorporate four different data links. One is
the CAT Data Link which is a bi-directional link allowing the
VIDS/VIMS to communicate with other onboard electronic
controls. The first data link, the CAT Data Link, uses two
communication paths to ensure uninterrupted communications in
the event of an open in one path.
The second and third data links are RS-232 data links. These
two communication links are separate. One of the links has two
communication ports, one in the cab and the other mounted
outside the cab to allow easy access for the serviceman.
• One of the RS-232 Data Link allows the VIMS to
communicate with an offboard service tool (PC).
• The other RS-232 Data Link allows the VIMS to communicate

through two-way radio communications with other offboard
systems.
The fourth Data Link is an instrumentation link that connects the

various display components to the main module. This Data Link
is similar to the Display Data Link used by the Caterpillar
Monitoring System.
Lesson 2
Inputs
Inputs to the VIMS main module include a switch-type input
from the key start switch, open or grounded switch-type inputs
from switches used to monitor machine events, a lighting sensor
to inform the main module when the dash panel lamps are turned
ON, a keypad input to receive information from the keypad, and
an input that measures system voltage at the VIMS circuit
breaker.
Outputs
The main module sends an output signal to the action lamp if a
Category 2 or 3 warning is present. The module also sends a
signal to the action alarm to sound an alarm if a Category 3
warning is present. The main module provides power for all the
display components, and turns a service light ON (steady) to alert
maintenance personnel if an active system event is present. The
light will flash if an abuse related event is present.
Display Components
The main module supplies information to all the display
components (gauge cluster, speedometer/tachometer, message
center and keypad). The display components alert the operator to
machine conditions
Lesson 2
VIDS/VIMS
INTERFACE
MODULE
Fig. 3.2.75
Interface Module(s)
The VIDS/VIMS can accommodate up to eight interface modules.
The exact number of interface modules installed on a Caterpillar
machine will be determined by the configuration software. Although
each module functions in the same manner, each module will be
assigned its own individual MID. The MID number associated with
each module is determined by the machine harness code connections
on each module.
The interface modules receive inputs from the sensors and switches,
process the information and then send an output to the main VIMS
module over the CAT Data Link where the information is processed
and sent to the various display components.. This greatly reduces the
amount of wiring harnesses that would normally be required to send
each input signal to a central location.
Each interface module operates as a separate electronic control and
contains identical internal components. Each module has the capacity
to process eight pulse width modulation (PWM) inputs, nine switch
(on-off) inputs, and three frequency (speed/pressure) inputs.
The following is a brief description of the interface module inputs:
Sensor Inputs
The VIMS uses sensors to provide information on the various
measured parameters. The sensors used by the VIMS are either
pulse width modulation or frequency type. The physical
operation of the sensors will be discussed later in this module.
Lesson 2
Switch Inputs
Each module is capable of processing information from thirteen
switches. Eight of the switch inputs are uncommitted and
provide the module with machine system status information
(open or grounded). The information is received from pressure
switches, temperature switches, flow and level switches and
position switches.
One switch input is a committed input received from the key start
switch and provides the module with battery voltage on contact
No. 1 of the 40 pin connector when the key switch is in the ON
position.
The remaining four inputs are programming type inputs and, as
such, are harness code inputs that tell the main VIMS module
which interface module it is communicating with. A combination
of grounded and open harness code inputs determines the unique
MID code for each module installed on the machine.
CAT Data Link
This Data Link provides the VIDS/VIMS with both an input and
output. Its primary purpose is to provide a high speed ring that
allows data to be shared by all electronic controls used on the
machine.
Each VIDS/VIMS module has two identical Data Links that work
independently. The two communication paths allow the
VIDS/VIMS to continue operating even if one of the Data Links
becomes damaged. The CAT Data Link system is bi-directional
(input/output) and also performs as an output device.
The interface module(s), in addition to receiving and processing
information from individual electronic devices (sensors and
switches), provide outputs. The primary outputs are delivered via the
CAT Data Link to the main VIDS/VIMS module. The interface
module does provide two solenoid outputs which can be used to
energize solenoids or relay coils, and also provides two regulated
voltage outputs that are used to power the sensors. The regulated
outputs are +8 and +5 DCV.
Lesson 2
Depending on the machine configuration and software, numerous

other modules can be connected to the VIDS/VIMS. Some of the
additional electronic control modules that may be installed are:
Electronic Unit Injection (engine control)
Electro-Hydraulic Implement Control
Electronic Programmable Transmission Control (EPTC II)
Automatic Retarder Control (ARC)
Each additional control module processes its own input devices and
uses the CAT Data Link to communicate with the VIDS/VIMS.
WARNING OPERATION
Category 1
Category 2
Category 3
Fig. 3.2.76
Warning categories used by the VIDS/VIMS are similar to those used

by the monitoring systems discussed earlier in this section.
The operator receives the following types of warning:
Warning Category 1
Alert indicator flashes. No immediate action required by the
operator. (Requires servicing by the end of the shift.) This could
just be to alert the operator of a machine condition such as Park
Brake engaged and may not require service.
Warning Category 2
Alert indicator flashes and the action lamp flashes. Machine
operation should be changed or maintenance performed.
Warning Category 3
Alert indicator flashes, action lamp flashes and action alarm
sounds. Operator should perform an immediate safe engine
shutdown.
Lesson 2
The VIDS/VIMS triggers the warning operation when a machine or

system event occurs. The abnormal condition is sensed by the
interface module, processed, and then sent to the main module where
the appropriate warning category is determined and relayed to the
operator through the alert indicator (flashing), action lamp (flashing)
or the action alarm (sounding).
Warning inputs are provided by switches and sensors. In some cases,
more than one input is needed to trigger a specific warning category.
The VIDS/VIMS identifies the warning category displayed according
to active events. If more than one event is active, each event will be
scrolled on the message area in five second intervals. If a Category 3
(most severe) event is active, Category 1 and 2 events cannot be
scrolled.
Although the VIMS warning categories are the same as those used on
other systems (EMS, CMS, and the Caterpillar Monitoring System),
some changes have been made in the area of operator awareness.
The VIMS documents when the operator acknowledges the fault.
When a Category 1 or 2 event becomes active, the operator can
acknowledge the event by pressing the OK key on the keypad.
Depending on the nature of the event, the warning category may be
cancelled for a specific period of time. After the time interval is
exceeded, the warning category will again be displayed. Category 3
events cannot be cancelled by the operator.
NOTE: The above information is general in nature. For specific
machine information, consult the appropriate Operation and
Maintenance Manual for the machine in question.
Lesson 2
ENGINE TEMP [135]

60 Deg F
F1 ABC DEF
OK
F2 F3 GH1 JKL MNO
PRS TUV WXY

ID
Fig. 3.2.77
MESSAGE CENTER AND KEYPAD

In addition to supplying the operator and serviceman with machine
and system event information, the message center and keypad can be
used to initiate numerous VIDS/VIMS service operations.
Service Operations
This section will cover those service operations that directly impact
operator or service technician areas of responsibility. A more
detailed explanation of the service operations and codes can be found
in the appropriate machine service manual module(s). The service
operations and codes are specific to machine applications. The
following is an example of a service program code:
35478 Numerical digits assigned to the service program
for viewing the event list.
ELIST Alpha letters associated with the digits 35478 on

the keypad.
In the assignment of service program codes, the numerical code is a

direct correlation to the letter code in English only. The alpha (letter)
designator is used to simplify (easier to remember) the coding
system. After entering a service program code, the OK key on the
keypad must be pressed to initiate the entry.
For more detailed information on service program codes refer to the
appropriate VIDS or VIMS service manual.
Lesson 2
EVENTS
Machine
Machine
or
&
System
System
Fig. 3.2.78
Machine and System Events

The VIDS/VIMS onboard components not only display information
relating to machine parameters but, as stated earlier, also alert the
operator of an impending event (abnormal condition) in one or more
of the machine systems being monitored. These abnormal conditions
are called "events." Two categories of events can occur: machine
events and system events.
Machine events indicate that the machine is operating outside of
normal limits. A machine event may occur because a specific
parameter detects an abnormal condition. An example of a machine
event could be low hydraulic oil level or low fuel level.
The VIDS/VIMS will alert the operator with the appropriate warning
category. The operator must acknowledge the event and then take the
appropriate action required. If more than one event is present of the
same category, the message center will alternate between each event.
System events reflect the VIDS/VIMS self-diagnostic capabilities. If
the VIDS/VIMS detects an event condition in one or more of its
electronic monitoring devices (switches, sensors, etc.), a system event
will be immediately displayed on the message center and the operator
will be alerted by the appropriate warning. The service technician
can retrieve additional diagnostic information on the detected fault by
pressing the F1 key on the keypad or by accessing the VIMS through
the use of a service tool (PC).
Lesson 2
VOLTAGE TOO LOW

SHUT DOWN SAFELY
Fig. 3.2.79
Machine Events
The message area provides two lines (twenty characters per line) to
display information to the operator or service technician. When a
machine event occurs, a message is displayed on the first line to
identify the type of abnormal condition. The second line indicates the
required operator action.
VOLTAGE TOO LOW

SHUT DOWN SAFELY
In the above example, the operator is alerted to a Category 3
warning. The alert indicator and action lamp will flash and the action
alarm will sound. The message center directs the operator to shut the
machine down safely. Pressing the “F1” key will display more
information about the machine event on the second line of the
display. In this example the second line would display the current
system voltage.
The VIDS/VIMS detected a critically low system voltage (less than
23.0 Volts). Continued machine operation with low system voltage
could possibly cause the electronic controls installed on the machine
to shut down.
The service technician can easily investigate the machine event using
the universal gauge as a service tool. Entering the parameter number
of 140 and pressing the Gauge key on the keypad will display the
parameter name and number on the first line and the parameter value
and units on the second line. Example:
VOLTAGE [140]
22.5 VOLTS
Lesson 2
When a machine event occurs and the service technician is requested

to diagnose the malfunction, it is important that all the facts
concerning the reported complaint are gathered. The advanced
capabilities of the VIDS/VIMS allow the system to distinguish
between actual problems with the machine or its components and
conditions caused by inappropriate operation (abuse). The
VIDS/VIMS will distinguish between the types of problems and
maintain a count of occurrences in memory.
To effectively diagnose machine events may require the service
technician to use all available VIDS/VIMS resources. The message
center and keypad may be used to display event information such as
event statistics, event list and acknowledge events. To observe the
above information, the service technician must initiate the appropriate
service operation.
On the VIMS, the event information can be downloaded using a
service tool (PC). Downloading an event list will provide the service
technician with the following types of event information:
• Machine serial number
• Service Meter Units (SMU)
• Description (event name)
• Date of event
• Time event started
• Minimum or maximum limits (value where a warning occurs)
• Units of measurement
• Actual event value
• Event duration
• Acknowledgment time
It may also be necessary to use other types of stored information in
solving machine abnormalities.
Lesson 2
OIL PRESSURE ERROR

CALL SHOP
Fig. 3.2.80
System Events
The message area provides two lines (twenty characters per line) to
display information to the operator or service technician. When a
system event occurs, information identifying a specific parameter has
"error" displayed on the first line and information giving the operator
instructions appears on the second line. Example:
OIL PRESSURE ERROR

CALL SHOP
With the above information displayed in the message area, additional

diagnostic information can be displayed on the second line by
pressing the F1 key on the keypad.
The display will now show the MID, CID and FMI codes for the
active system event. Example:
OIL PRESSURE ERROR

MID057 CID0827 FMI100
The diagnostic codes displayed on the second line provide valuable

information to the service technician. The MID identifies which
electronic control has diagnosed the event. Since the VIMS has the
ability to receive system event information from other controls over
the CAT Data Link, it is necessary to establish the source of the
event. Each electronic control module installed on the machine has
its own unique identifier. Always refer to the appropriate service
manual for the proper MID identifier codes.
Lesson 2
To successfully diagnose, troubleshoot and repair VIDS/VIMS

malfunctions will require the service technician to use all resources
available (service manuals, wiring schematics, handouts etc.).
Additionally, the service technician needs to be able to use the
diagnostic tooling that is available for all electronic control systems.
To diagnose VIDS/VIMS related faults, the service technician needs
to be totally proficient in reading and interpreting the electrical wiring
schematics and in the use of a digital multimeter.
At this time, perform Labs 3.2.5 through 3.2.8.
Service Training
Electronic Technician
MODULE 1 - LESSON ONE

1. Installing and Licensing ET
2. Getting Started with ET
3. Setting Preferences
CHAPTER : LESSON ONE
ET
PC TO SYSTEM CONNECTIONS
ENGINE ELECTRONIC
CONTROL MODULE
(ECM)
139-4166 7X1425
DUAL PURPOSE CABLE RS232 CABLE
LAPTOP
SERVICE TOOL PC SERIAL PORT COMPUTER
CONNECTOR (COM PORT)
CAT
ELECTRONIC TECHNICIAN
OTHER MACHINE COMMUNICATION
ECM
ADAPTER
• Cables There are two cables used to connect the PC to the machine. One cable
connects the machine to the Communication Adapter. The other (RS232)
cable connects the Communication Adapter to the PC.
There were originally two cables which could be used to connect the
Communication Adapter to the machine. One of these cables was used
for normal ET programming operations using the ATA data link. The
other cable was used for Flash Programming using the Cat Data Link.
These cables could still be used, however, the cables must be switched
between normal (diagnostic) ET operations and Flash Programming.
• Dual purpose cable The two cables were replaced by one dual purpose cable (139-4166). This
improvement saves time and expense by reducing the equipment
necessary for ET operations. If the old cables are still used, it is
recommended that they are tied together to avoid the possibility of
travelling to a customer site with the wrong cable.
In the future, this cable may be expanded to include other data links, such
as CAN (Control Area Network, J1939 protocol).
Page: 1- 2
COMM ADAPTER
NEXG4523 V1.2
© CAT 4/94
CA #C35
• Communication Review the Tool Operating Manual, "Using the 7X1700 Communication
adapter operating Adapter Group" (SEHS9264).
manual review
The Communication Adapter enables the PC and ET to communicate with
the ECM.
Some preparation is necessary when using a Communication Adapter for
the first time. The adapter requires a Service Program Module (SPM)
Media No. NEXG4523 (shown above).
Some earlier modules were sufficient for normal ET operations but could
not perform Flash Programming. It is necessary to verify that the most
recent Service Program Module software is installed if all functions are to
be performed. The Communication Adapter is delivered without an SPM
installed. This item must be ordered separately.
• Checking and Information on SPM installation can be found in the publication, "Using
installing the SPM the 7X1700 Communication Adapter Group".
The version can be checked by observing the screen at start up. Also by
opening the unit, the information can be found on the SPM (as shown
above). At the time of writing, SPM Version 1.2, April 94, is in use.
Page: 1- 3
My Mwave
Computer Modem
My Briefcase Flshdnld
Lotus 123 Ueb95
AmiPro Hijack Capture
Electronic
Technician
Type the name of a program, folder, or document, and

Windows will open it for y ou
A:\setup.exe
Installing and Licensing ET

• Installing ET The ET program is provided on a CD ROM disk. If the computer does
not have a CD ROM drive, it is possible (but not very practical) to
perform the installation using about 25 diskettes. A simpler method is to
connect and install a portable CD ROM drive.
Since the recommended PC will have a Pentium processor, it is assumed
that the PC has a CD ROM, or the capability of using an external
CD ROM.
The installation procedure in the "Getting Started" booklet should be
• Review booklet
"Getting Started" for followed. The procedure is abbreviated here.
installation procedure
For installation, use the Run command on the Windows 95™ Start menu,
type X:\Setup and Enter. ("X" = the CD ROM drive designation)
Select the language(s) required. If multiple languages are installed, more
computer hard drive space is consumed.
If this is a first time installation, the program must be licensed to operate.
However, if the installation is an upgrade from version 2.0 or above, ET
will continue to operate after the upgrade. Regular upgrades within the
subscription period are not subject to the license process.
NOTE: The software is distributed free of charge, but the license
generates the invoice. The user will be charged through the Caterpillar
Corporate Literature each time a license is requested.
Page: 1- 4
Cat Electronic Technician - ECM Summary

File Diagnostics Information Service Utilities Data Link Settings Help
ET License
Version:
Contact THEPCDR at 1-800-843-7237 or 309-674-1859 to obtain or renew a 2.2 [MAR98]
program license. Instead of calling, you can save the license information by Serial Number:
chooseing the Print to File button. The saved text file has instructions
available. ET003028
Subscription:
License Code: D5F5 BE74 BF0D E9C9 46 JERD2129 Full Service
Dealer ET
Product Name: Cat Electronic Technician

Product Version: 2.2 [MAR98]
Serial Number: ET003028
Subscription: JERD2129 Full Service Dealer ET
• Licensing ET Using the pull down menu, select:

Settings / ET License
The "ET License" function allows registration of the program. It is
necessary to follow the instructions on the screen to obtain or renew the
license for ET.
• Registration The "License Key" will be supplied by the "PC Hotline" which, when
entered on this screen, will license the program.
• PC hotline The phone numbers for the PC Hotline are available on screen or in the
booklet, "Caterpillar Service Tool Software/Getting Started".
The serial number of the PC may be required for registration. The
number should be located on the computer and noted prior to making the
call.
In addition to the phone connection, the license can be requested by email
or fax.
Installation instructions are available on the Help Screen by pressing the
Help button at the bottom of the screen, by clicking the "?" Icon, or the
F1 function key.
INSTRUCTOR NOTE: The installation instructions are abbreviated for
discussion purposes. For the actual installation, the "Getting Started"
booklet, supplied with the software, should be used.
Page: 1- 5
Exploring - Flash
File Edit View Tools Help
All Folders Contents of 'Flash'

Deskto Name Size Type Modified
pMy Computer
126444.fls 146KB FLS File 7/2/97 10:35 AM
3 1/2 Floppy [A:] 1334022.fls 171KB FLS File 7/25/97 2.18 PM
Win95 [C:] 1365703.fls 219KB FLS File 7/25/97 12.45 PM
Bpcdrom
Dos
Et
Flash
Ha5
Hijaak Pro
Lotsuite
Iview32
Mww
Program Files
Thinkpad
Ueb95
Windows
Windows.000
Removable Disk [D:]
Control Panel
Printers
Recycle Bin
My Briefcase
3 object(s) 534KB [Disk free space: 576MB]
Start HiJaak Capture
Creating the Flash File Folder

• Create the flash files This is a good time to create the flash file folder. This folder can be
folder created using the Windows Explorer program and is used to contain the
flash files.
It is necessary to place the flash file folder in the root directory of the
[C] drive for the purpose of downloading flash files from the Caterpillar
Mailbox.
At present it is not possible to direct the Hyper Access 5 software to
download the flash files anywhere but in the flash file folder which must
be in the root directory.
The flash file must be positioned in the root directory as shown above:
i.e. C:/FLASH/1365703.fls.
INSTRUCTOR NOTE: This is a good time to verify that the students

have met all the prerequisites for the course.
Page: 1- 6
My Mwave
Computer Modem
My Briefcase Flshdnld
Lotus 123 Ueb95
AmiPro Hijack Capture
Electronic
Technician
Hyper Access
Recycle Bin
Starting ET
• Turning on the PC At this point, all the cable connections should be made and the PC turned
on.
While the computer is being powered up, the engine key switch should be
turned on to power the ECM. (No communication is possible with the
ECM without the machine or engine electrical power on.)
• Turning on ET This view shows the Windows 95™ screen and the ET icon (arrow) has
been selected with the mouse.
INSTRUCTOR NOTE: If a battery powered PC is being used, then a

quick check of the battery charge should be made. A power supply
should be connected if necessary.
Page: 1- 7
Setting Preferences
The preferences screen will appear automatically as the program is started
for the first time. Notice the four tabs at the top of the Preferences box.
There are four preferences which must be set:
• Four preferences Communications (Com) port

Directories (Flash file location)
Regional (Language selection)
Confirmation (Confirmations, may be left in default setting)
• Setting the com port From the Communications tab, the communication port must be selected,
for example, "Com 1" or "Com 2". The default is "Com 1", in this (and
most cases), the com port will be set at "Com 1".
• Setting the Next, select the "Communication Interface Device" using the pull down
communication menu. In this case, the Communication Adapter is the tool of choice and
interface device
is selected by clicking on the small arrow and highlighting the choice.
The Settings menu function is one item on the ET program which may be
performed without connection to an ECM. ET system preferences can be
reset at any time using the following pull down menu routine:
• Accessing Settings / Preferences
preferences functions
NOTE: A more complete description of pull down menus follows later in
the presentation.
Page: 1- 8
• Setting the directories The flash file directory location needs to be set with ET using the
Directories tab. This procedure is necessary if Flash Programming and
flash file downloading is to be performed. ET needs to know where to
find the flash files before performing the flash process.
• Locating the flash file Make the following selections to locate the directory:
folder
Select Directories and Modify from the Preferences screen.
Select the "C" drive on the Choose Directory screen
Double click "C:\" root directory on the Choose Directory screen
Double click Flash directory on the list (Choose Directory screen)
Select OK
The flash directory will now appear in the "Set File Locations" box as
follows:
FLASH Files c:\flash\
The Flash Programming process is fully described in Module Two of this
course.
Page: 1- 9
• Language selection Finally the regional settings must be must be made. The languages which
were installed will now show up as choices. In this case, it can be seen
that two languages were installed.
Select the required language. This language will be used automatically
each time ET is started. English is selected as seen above.
The Regional Settings Properties screen is accessed from the Regional tab
and allows the non US regional settings to be made as seen above.
NOTE: It is important to set up the units of measure at this point,
i.e. English or Metric.
The OK button (not shown) should be clicked to save the Regional
Settings Properties. Again, click the OK button on the Set Current
Language box.
As the final "OK" on the Preferences box is selected, the Settings menu is
closed and all the new settings are saved.
End of Lesson One.
Page: 1- 10
Service Training
MODULE 1 - LESSON TWO

1. Using ET Screen
2. Tool Bar & Function Keys
3. Data Link & Status
4. Diagnostic & Configuration
CHAPTER : LESSON TWO
Version:
2.2 (MAR98)
Serial Number:
ET003028
Subscription:
JERD2129 Full
Service Dealer ET
Pull Down Menus, Tool Bar and Function Keys

• ET first screen This screen appears automatically when the ET program is started with a
single ECM connected.
The pull down menu is at the top. Below the pull down menus are the
Tool Bar and the Icons. These features load various routines, such as
help, status and fault screens. The Tool Bar Icons and Function Keys can
be rearranged to suit the individual. These features will be covered in
detail later.
The ECM Summary screen contains information on equipment and ECMs
• ECM summary
to which the data link is connected. In many cases, machines have
multiple ECMs connected to the data link.
• Available ECMs The upper left hand box lists all the ECMs connected to the data link.
The upper right hand box contains ET Information, (program version
• ET information
number, serial number and the subscription type). In this case, it can be
seen that an upgrade from version 2.0 is due.
The lower box contains the equipment ID, engine and serial number. This
box also contains information on the ECMs and Personality Modules.
The ECM Summary Screen can be manually selected at any time using
either the pull down menu, the Icon or a Function Key.
• Maximizing the screen At this point the screen may be less than full size. If desired, the screen
(arrow) may be maximized (to use all available space) by clicking with the mouse
on the square box (arrow) in the top right corner of the ET screen.
Page: 2-2
Version:
2.2 (MAR98)
Serial Number:
ET003028
Subscription:
JERD2129 Full Service
Dealer ET
• Maximized screen Note that the ET screen is now maximized. It fills the available space on
the monitor screen for ease of viewing. The Tool Bar positioned under
• Tool bar icons (arrow)
the drop down menus (arrow), can be used to open screens quickly.
Alternatively, the Function Keys may be used for the same purpose. Both
of these functions may be personalized to suit individual requirements.
The tool bar can also be hidden from view.
The Tool Bar Icons and most of the Function Keys have been rearranged
so that they can both match when numbered from the left. For example,
both the F1 and the first Icon on the left, bring up the Help screen. The
F2 and the second icon, bring up the status screen and so on. (This
rearrangement is a good exercise for the PC or ET novice.)
• Tool bar functions
The following tool bar icons are available for use:
Help
Status Screens
Active Diagnostic Codes
Logged Diagnostic Codes
Logged Event Codes
ECM Summary
Configuration Tool
Connect (Data Link)
Disconnect (Data Link)
Exit the Application
Flash Memory
Guided Diagnostics
Page: 2-3
• Multiple ECM's If multiple ECM's are connected to the data link, then the ECM Selector
screen shown above will appear. The choice must be made between the
• ECM selector screen various ECM's available.
If only one ECM is connected to the data link, this screen will not appear;
the ECM summary screen, shown on the previous page will be used.
Page: 2-4
Version:
2.2 (MAR98)
Serial Number:
ET003028
Subscription:
JERD2129 Full Service
Dealer ET
• Pull down menus The following pull down menus are positioned at the top of the screen:
File
Diagnostics
Information
Service
Utilities
Data Link
Settings
Help
Many of the items in the above menus are duplicated in the Icon buttons
and in the Function Keys.
The first pull down menu to be demonstrated is the Settings Menu (as
seen at the top of the screen shown above).
There are four choices available under Settings:
• Settings menu Custom, Preferences, View and License ET.
If "Custom" is selected, there are two choices, "Tool Bar" and
"Function Keys".
Page: 2-5
• Tool bar customizing The Tool Bar Customization screen is now in view. Note, the screen has
been moved with the mouse to bring the Tool Bar itself into view.
The Tool Bar can now be customized to suit the user (assuming that the
user has his own personal computer).
Even if the Tool Bar is completely rearranged, it can be reset back to
original standard using the default setting.
The available buttons can be selected from the left hand side of the screen
(the choice is indicated on the right.)
INSTRUCTOR NOTE: The following tasks can be performed and are a
good practice for someone not proficient with a mouse. Try the order
seen on the screen above.
Pick the buttons required for day to day operations
Choose the sequence to insert the buttons
Spaces can be inserted between groups of buttons
Return to original default setting
Finally the Tool Bar can be reduced in size or completely eliminated from
view if desired, using the following pull down menu selection:
Settings / View
NOTE: On this and some other illustrations, the custom screen has been
magnified for clarity, to fill the box above.
Page: 2-6
• Function key The Function Keys can be customized in the same way
customizing
Use the Pull Down Menus and select:
Settings / Custom / Function Keys
Function keys, F2 - F7 and F10 - F12 can be customized using the
mouse.
Function keys, F1, F8 and F9 are fixed.
By clicking on the down arrow at each Function Key box, the selection
can be made for each key.
• Exercise Exercise:
Customize the function keys by using the screen above as a suggested list.
NOTE: If desired, the original list can be used rather than the customized
list. Alternatively, if the keys are customized, the original setting can be
reinstated using the Get Defaults button.
Page: 2-7
Data Link Connecting and Disconnecting

As with many ET functions, there are various methods of connecting and
disconnecting the data link.
• Function key 1. The function key F8 (not shown) performs both tasks, connecting
and disconnecting.
• Pull down menu 2. The connecting/disconnecting function can also be performed with
the Data Link pull down menu (upper screen), as shown:
Data Link / Disconnect F8.
• Icons 3. Two data link icons are on the Tool Bar, one for connecting and the
other for disconnecting (lower screen).
When the disconnect function is selected, the main body (lower portion)
of the screen is blanked out as seen above on the upper screen.
NOTE: When the cursor is on any button on the Tool Bar, the bubble
help, (functional description) is displayed.
Page: 2-8
Status Screen Usage

To select a status screen click on the status screen icon button and the
selection screen will appear. Select one of the list of status screens
available. In this application, a 3516 engine in a 793 Truck, there are
seven screens provided. The last item was created by the user.
As each screen is highlighted, the parameters to be displayed are shown
on the right hand side of the screen.
Notice the New button on the right hand side of the screen, this button
will be used later in the presentation for customizing screens for specific
tests.
• Status screen To select a particular screen using the curser:
selection
Highlight a screen from the list.
Double click with the mouse, confirm with the Enter key, or click
OK.
Use the first letter of the name. In this case, the key "S" will bring
up the "Sensor Diagnostics" shown on the screen.
Page: 2-9
• Status screen layout The (Group 1) Status Screen has been selected. Notice the three Status
Flag indicators across the top of the screen. These contain current active
• Status flag indicators
conditions, for example, Cold Mode, overspeed and, as seen above;
engine derate, high coolant temperature and low oil pressure.
Directly below the Status Flag indicators are:
Description of the engine, "3516"
Application, "793"
Engine serial number, "2PK00001"
Page: 2 - 10
• Zoom in control There will be times when working on the vehicle that the numbers must
be read from a distance. In this case, the Zoom In feature is selected and
the numbers will be enlarged for clarity. The More command will select
the hidden parameters (when in the magnified mode). Using the Zoom
Out (shown above) button restores the the screen to its original size.
• Hold control The Hold feature will lock in the readings for analysis, for example,
during a torque stall test.
Selecting and customizing the Status Screens is a vital part of ET. For
example, if it is required to perform a torque stall test for low power on a
793 truck, there are a number of items which need to be checked
simultaneously. The only practical way to do this is to customize a
screen, with all necessary parameters. A new screen can be created, or an
existing screen can be modified and saved for future use.
In this case, a new screen will be created using the NEW button described
• New screen creation
previously.
Page: 2 - 11
• Status screen It is desired to check for low power, therefore, the items most likely to be
parameter selection checked will be selected for the screen as follows:
Engine speed
Desired engine speed
Throttle position
Atmospheric Pressure
Boost Pressure
Air Filter Restriction
FRC Limit
Fuel Position
Engine Coolant Temperature
The maximum number of parameters which can be accommodated on one

screen is 10.
If "OK" is selected, this will be a "Temporary Group" and will only be
saved until the Status Screen is exited (it is then deleted).
When the desired parameters are selected, the Save As button is clicked.
Page: 2 - 12
• Saving the screen It is time to save the screen. Notice the "Enter Group Name" box. The
customized screen should be given a name. Now click OK to save the
screen for future use.
If it is found that the screen is still not right, it can be modified by the
Change command and saved again, click OK to save the screen.
If more parameters are desired, a second screen may be created. The user
can toggle back and forth between these two screens.
• Naming the screens If two screens are created for the same test, it is suggested that titles such
the following be used:
• Creating two screens Low Power Test 1
for one test
Low Power Test 2
These two screens were created (and stayed) in Alpha/numerical order.
This process simplified the task of switching between screens using the
Page up/Page down keys.
Page: 2 - 13
• Reconfigured screen This is the (newly created) reconfigured screen with the engine running in
a simulated torque stall (using a Training Aid).
Notice the screen title, "Low Power Test", on the top left hand side of the
status screen box.
The Hold button can be used to freeze the screen. The Hold button will
• Hold function be replaced by the Resume button which is used to return to the dynamic
screen.
The advantage of this function is that it allows, for example, torque stall
test readings in the field to be frozen using the Hold function and viewed
or saved to a file. This information can then be printed or viewed at
another time. The paper copy can be used as a base line for future tests
and comparisons.
• Training aid used to INSTRUCTOR NOTE: This and other screens were generated with the
create screens Caterpillar Electronic Training Aid. This tool makes the task of
generating screens simpler for training purposes. The Training Aid has
the capability of using different applications with minimum
modifications.
The Training Aid can also create scenarios for diagnostic purposes which
may not be practical with a machine or engine.
Page: 2 - 14
Diagnostic Screens
• Active diagnostic The Active Diagnostic Codes (message) Screen can be selected using the
codes screen third button from the left on the tool bar as it is arranged above. Also the
Diagnostics pull down menu can be used to select this screen as follows:
Diagnostics / Active Diagnostic Codes
A function key may be used for the same purpose (depending on how the
keys are assigned).
A number of faults have been programmed into the engine (Training Aid).
There are also messages on the Status Flag indicators.
Active faults cannot be cleared from this screen. An active fault will be
cleared automatically when the fault itself is corrected.
Note the "Include all ECM's" button at the lower right hand part of the
screen. This button can be used to obtain faults on all ECM's connected
to the data link.
Page: 2 - 15
• Logged diagnostic The Logged Diagnostic Codes (message) screen can be selected using the
message screen fourth button from the left on the tool bar as it is arranged above. Also
the Diagnostics / Logged Diagnostic Codes pull down menus can be
used to select this screen. Finally, the function key may be used
(depending on how the keys are assigned).
• Clearing logged The messages can be cleared by using the curser to highlight the message
messages as can be seen above on the last item. Press Enter or use the Clear
button and confirm the message to delete.
As with the Status Screens, the Active, Logged and Event Diagnostic
screens may be printed, or saved for later viewing or printing.
Page: 2 - 16
• Logged events The Logged Events are situations where there may or may not be an
electronic fault, but the engine has operated outside its normal operating
parameters. This screen is also accessed through the Diagnostics pull
down menu, using the events screen icon or through a function key.
These conditions could be maintenance related such as low oil level or
plugged air filters. Other Events could be caused by operator abuse such
as engine overspeed or overload leading to overheating.
In this case there are four Events shown on the screen above. The last
event, "Engine Overspeed Warning" has more information available in the
form of a histogram. This information is available by highlighting the
item and selecting the "View Histogram" button. If there are no
• Histogram overspeeds present, this button will be gray (not highlighted).
On the top right hand side of the the box above is additional information.
The number of occurrences is listed, and the hours when the first and last
occurrence happened. For example, in the case of the overspeeds; there
are 13 occurrences listed, which have happened between 0 and 78 hours.
Events are not cleared routinely and usually require a password for
• Clearing events removal. Clearing a logged code, requires the line to be highlighted, then
press the Enter key or select Clear and enter the information required for
the passwords.
Factory passwords will be discussed later in the presentation.
Page: 2 - 17
Normally, the Events should remain in memory until overhaul time. The
Events provide a record or history of potentially damaging incidents
which can help in performing diagnostics, failure analysis or providing
evidence of operator abuse. The maximum number of events which an
• 255 maximum event ECM can store is 255. If this number has been reached, events can be
count cleared after the cause has been determined.
Even though the ECM has logged 255 occurrences, the diagnostic clock
will log the hour when the latest Event occurred.
Other events which may be seen, depending on the application, are:
• Events list
- High exhaust temperature
- High aftercooler temperature
- High crankcase pressure
- Loss of coolant flow
- Low (lubrication) oil pressure (according to the oil pressure map)
- User defined shutdown selection
- Fuel filter restriction
- Oil filter restriction
- Low engine oil level
- High or low boost
The magnitude and number of overspeeds shown on the previous page are
further amplified on the overspeed histogram (following page).
Page: 2 - 18
• Overspeed histogram This screen graphically shows the extent of the overspeeds. The vertical
line on the graph shows the number of each category of overspeed. The
horizontal line shows the highest rpm value of each overspeed. The
overspeeds are grouped in 200 rpm increment categories.
In this case there were eight overspeeds which peaked at 2200 - 2400
rpm, two at 2400 - 2600 and three at 3000 - 3200 rpm.
The range of rpm's shown on the screen is determined by the application
ECM. In this case, 3200 is the highest rpm to be measured by the 3516
engine in this 793B truck. Other engines may have a different scale
depending on the engine.
In this case, a large engine (3500), it may be assumed that serious damage
has been sustained. The engine reached potentially damaging rpm's and
should be examined for overspeed related damage. The checks for
example, should include; valves, pistons bearings and other moving
parts.
Page: 2 - 19
• Configuration Screen Configuration and Information Screens

The Configuration Screen allows changes to the parameters listed. The
screen duplicates some of the functions of the ECM Summary. However,
this screen allows changes and provides a record of changes to
parameters. This screen is accessed from the configuration icon or
through the Service pull down menu as follows:
Service / Configuration
The screen also records the latest change value and the number of times
the parameter has been changed. This feature provides an audit trail in
the system if tampering by unauthorized persons is evident.
The column on the right hand side of the screen "TT" stands for Tattle
• Changing a parameter Tale and refers to the total number of changes to the parameter.
value To change a parameter value, highlight the desired line (as shown above)
press Enter and follow the instruction screen.
If more parameter historical information is required, then the Parameter
Change History should be consulted (next page).
It should be noted that some parameters do not show a TT count. These
parameters are "read only" and as such cannot be changed on screen.
Personality Module part numbers and the install date are automatically
recorded on installation.
Page: 2 - 20
• Parameter change The Parameter Change History (if installed), provides information on all
history of the changes to each parameter including the following:
ECM hours when the change occurred
Service tool serial number (ET or ECAP)
Values of each parameter change including new (current) value
The Parameter Change History is not available on all applications. This
feature is determine by the Personality Module software.
Finally, the two Icons on the right of the tool bar allow the user to exit the
program or go to Flash Programming.
Flash Programming is addressed in Module Two.
End of Lesson Two
Page: 2 - 21
Service Training
MODULE 1 - LESSON THREE

1. Opening Files
2. Print Functions
3. File Management
CHAPTER : LESSON THREE
Opening Files
To open a "file", use the following pull down menu sequence:
File / Open
Highlight the file as shown and click Open
To create a new file, use the following pull down menu sequence:
File / New
Type in a name for the new file.
The "Open" function allows the user to open a file within the ET program
to store documents. Any documents which are "printed to a file" will
automatically go into this file just opened.
Page: 3-2
• Print functions Print Functions

The Print Document function allows the data to be used for later
interpretation or filing purposes. The Print function is accessed by the
Print button on the lower right hand corner of the screen.
The Print to File function allows the information to be stored
electronically to be viewed or printed at a later time.
The Print to Printer function will print a report based on the current
screen. This example was the status screen on hold during a torque stall
test.
The Print Preview function allows the user to see what is going to be
saved or printed later.
It is necessary to select one of the three items with the mouse or the
Up/Down arrow key before confirming the selection with the OK button.
The (above) screen's parameters have been frozen using the Hold button.
Notice the Hold button has been replaced by the Resume button, (center
of screen on lower part).
Page: 3-3
• Print preview The Print Preview feature allows the report to be checked before it is filed
or printed. In this case, a 3516 is being tested. Notice the information at
the top of the screen which identifies the date, time, machine, engine and
ECM particulars.
This information can be printed using the Print button without returning
to the previous menu.
Page: 3-4
File Management
The File Management function allows the user to manipulate and save
files on the PC. To access the File Management Program, use the File
pull down menu shown above (top left) and make the following selection:
File / File Management
The screen shown (bottom right) appears.
To view the list of documents in a file, choose (highlight) the file name in
the box on the left. The file "Engine information" is opened up and the
contents are shown on the right under "Documents".
• Viewing Documents The document "ECM Summary" can be opened and displayed by
highlighting the document name and using the following sequence:
Doc Operations / Open
NOTE: In the File Management program, the "File" has the same
meaning as a folder or directory.
Page: 3-5
• Viewing documents The "ECM Summary" file is now open and in view. The Zoom In button
at the top of the screen can be used to enlarge the text (as shown above).
This document can now be printed if desired, using the Print button,
shown on the top left.
To create a new file, use the following sequence:
File Operations / New
Enter a name for the new file. This new file is now the open file.
To open an existing file, use the following sequence:
File Operations / Open
Choose the file that should be opened. The open file will receive the
documents whenever a Print to File operation is performed. The open file
is displayed at the top of the file management screen. Otherwise the
screen will show "No file open" as shown on the previous page.
Page: 3-6
Service Training
MODULE 1 - LESSON FOUR

1. Factory Password
CHAPTER : LESSON FOUR
FACTORY
PASSWORD
FACTORY PASSWORDS
Using Factory Passwords
Factory passwords are required to protect vital information within the
ECM from unauthorized tampering. Fuel settings for example, are
protected. Events are protected in most cases.
• Events erased at All Events would normally be erased at overhaul time. The only other
overhaul time occasion when Events would be erased would be in the unusual situation
when the total reaches the maximum at 255. In the case of overspeeds
and most other cases, this would indicate an urgent need for operator
training.
Factory passwords are available from two sources: on line and by phone.
• Factory password
sources To access the system by phone, call the Marketing System Information
Help Line, phone (309) 675-4357.
To obtain passwords on line, it is necessary to access the AIMS program.
NOTE: certain fuel setting changes or upgrades may generate a charge

for the Factory Password.
Page: 4-2
Compiling Information for Factory Passwords

This screen will appear if an attempt is made to change fuel settings or
clear certain events.
It is necessary to obtain all the information prior to the request. It is
• Password input expedient to save the events screen to a file prior to erasing the
screen information.
The next page can be duplicated to facilitate the collection of information.
This information should be gathered ahead of time. The Factory
Password Screen may also be printed.
The factory password information list can also be found in the
3408E/3412E HEUI Troubleshooting Guides.
Page: 4-3
LAB EXERCISES
USING FACTORY PASSWORDS
The following exercises will reinforce the material introduced in this lesson and will allow questions to
be asked:
1. Collect all necessary information required for a factory password request and complete the
worksheet on the following page.
2. Obtain factory passwords.
3. Input factory passwords to the ECM and change a fuel setting or erase an event.
Page: 4-4
FACTORY PASSWORDS WORKSHEET
Caterpillar Dealer Code ___________________________
Customer Name _________________________________________
Address _________________________________________
__________________________________________________________
__________________________________________________________
Phone Number _________________________________
Engine Hours _________________________________
Service Tool Serial Number _________________________________
ECM Serial Number _________________________________
Engine Serial Number _________________________________
Total Tattletale _________________________________
Reason Code _________________________________
NOTE: This information must be accurately recorded.
Factory Password # 1 ____________________________
Factory Password # 2 ____________________________
The Factory Passwords are 8 characters long.
Page: 4-5

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Lesson 3: Electrical Schematics

This lesson describes and explains the information that is available to

At the completion of this lesson, the student will be able to:

The schematic used for this lesson is 950F--Electrical Schematic

MOTOR POS NEG

DISCONNECT TEMPERATURE PRESSURE SWITCHES TOGGLE SWITCH

RESISTORS REOSTAT POTENTIOMETER RESISTOR

ALTERNATOR GAUGE RELAY GROUND STARTER

Fig. 3.3.1 Electrical Schematic Symbols

Schematics are used by technicians to determine how a system works

Schematic symbols present a great deal of information in a small

Caterpillar electrical schematics contain very valuable information.

At this time schematics should be distributed to the students.

Some of the features on the front of the schematic include:

Color codes for circuit identification

Color abbreviation codes

Wiring harness information

Schematic notes and conditions

Grid design for component location

Component part numbers

Explain the various types of dashed lines on electrical schematics.

Dashed "colored" lines represent attachment circuits. Use the

The heavy "double-dashed" lines identify the circuitry and

A dashed (thin black) line is used to identify an attachment, wire,

COLOR CODE WIRE SIZE

NEW FORMAT COLOR CODE

WIRE #5 in HARNESS "H"

Fig. 3.3.2 Wire Identification Labels

Machine Electrical Schematics with New Format

CONNECTOR LABEL CONNECTOR LABEL

"H" is the harness identification, "C" stands for connector,

Fig. 3.3.4 Components

Fig. 3.3.5 Splices

Harness and wire electrical schematic symbols and identification

MIN MAX RANGE HOLD

10A MAX 1000V MAX

Fig. 2.3.0 9U7330 Digital Multimeter

TRUE RMS MULTIMETER

MIN MAX RANGE HOLD

10A MAX 1000V MAX

Fig. 2.3.1 9U7330 Digital Multimeter

FLUKE 87 TRUE RMS MULTIMETER

AUTO 100ms RECORD MAX MIN AVG H AC DC

Fig. 2.3.2 Liquid Crystal Display

Liquid Crystal Display

FLUKE 87 TRUE RMS MULTIMETER

AUTO 100ms RECORD MAX MIN AVG H AC DC

Fig. 2.3.3 Push Buttons

10A MAX 1000V MAX

Fig. 2.3.4 Multimeter Input Jacks

Meter Lead Inputs

FLUKE 87 TRUE RMS MULTIMETER

Fig. 2.3.5 Overload Display

Overload Display Indicator

AC Volts 0.01 mV 1000V 1000V

Before using the multimeter to make measurements show the video

Measuring AC/DC Voltage

TRUE RMS MULTIMETER

MIN MAX RANGE HOLD

Fig. 2.3.6 9U7330 Digital Multimeter