Electronic Modular Control Panel II (EMCP II) Caterpillar

Illustration 1	g00519201
System Schematic For Unexpected Shutdown

The purpose of the CID 0566 is to alert the operator that the GSC did not control the engine shutdown. The GSC normally controls all engine shutdown functions, for both normal operation and fault shutdowns. If an outside influence causes an engine shutdown, the GSC declares a CID 0566. There is only one failure mode for a CID 0566 and it is FMI 07. FMI 07 is an improper mechanical response.

This diagnostic code causes the following sequence of events:

• On a running engine, the GSC detects that engine speed has dropped from rated to 0 rpm when the GSC has not called for a shutdown.

• The GSC determines that no engine speed sensor fault is present that explains the drop in speed signal.

• The GSC declares a CID 0566 FMI 07 and disables the engine from running or starting.

Note: An unexpected shutdown fault (CID 0566) will initiate a circuit breaker shunt trip signal.

Note: Diagnostic codes are created when the harness connector (40 contact) is disconnected from the GSC during these troubleshooting procedures. Clear these created diagnostic codes after the particular diagnostic codes is corrected and cleared.

The possible cause of a CID 0566 FMI 07 is a component that is not under the control of the GSC has caused an engine shutdown.

The GSC treats a CID 0566 FMI 07 as a shutdown fault. Clear the diagnostic code from the fault log after troubleshooting is complete.

Note: This procedure requires many voltage measurements during simulated engine cranking. Starting motor fuse F4 on the relay module is removed to prevent activating the starting motor and actual engine cranking does not occur. Voltage measurements must be made quickly before the total cycle crank time (setpoint P17) elapses. The total cycle crank time is usually 90 seconds. See Systems Operation, "Engine/Generator Programming OP5-0". If a voltage measurement takes more than 90 seconds the GSC declares an overcrank fault and the overcrank shutdown indicator will FLASH. In order to continue with a voltage measurement, the overcrank fault must be reset by turning the ECS to OFF/RESET and then turn the ECS to START.

Test Step 1. PERFORM AN INITIAL CHECK.

1. Make sure that there are NO OTHER ACTIVE DIAGNOSTIC CODES. This means that there are no diagnostic codes which are showing on the upper display. This means that no shutdown or alarm indicators are flashing. Failure to make sure that there are NO OTHER ACTIVE DIAGNOSTIC CODES may result in erroneous troubleshooting and needless replacement of parts. The operator will make many voltage measurements while the GSC is attempting to crank the engine. If the GSC detects other faults, the GSC will prevent starting by shutting off the fuel and air to the engine. The resulting voltage measurements would then be the exact opposite of the voltage which is expected in the procedures.

2. Check the fuel level and quality.

3. Check for a plugged fuel filter.

4. Check for a plugged air filter.

5. Refer to the Service Manual for the engine if there is an obvious fault with the engine or the fuel system.

6. Check the operation of the air shutoff solenoid (if present).

Expected Result:

The air shutoff solenoid activates and the air shutoff solenoid deactivates.

Note: If there is no air shutoff solenoid present, proceed with the "YES" statement.

Results:

• YES - The air shutoff solenoid can be activated and the air shutoff solenoid can be deactivated. Proceed to test step 2.

• NO - The air shutoff solenoid can NOT be activated and the air shutoff solenoid can NOT be deactivated. Proceed to test step 13.

Test Step 2. VERIFY THE FAULT.

1. Check if the CID 0566 FMI 07 is showing. This means that the CID 0566 FMI 07 is active.

Expected Result:

The CID 0566 FMI 07 is showing as an active diagnostic code.

Results:

• OK - Only a CID 0566 FMI 07 is showing. Proceed to test step 3.

• NOT OK - A CID 0566 FMI 07 is NOT showing. No active CID 0566 FMI 07 exists.

  Repair: Refer to the Testing and Adjusting, "CID 0168 " procedures for troubleshooting information.

  Stop.

Test Step 3. CHECK THE SYSTEM VOLTAGE.

1. With the engine off, measure the system voltage at the battery. Make a note of this measurement. This measurement of the system voltage is used for comparison in future steps of this procedure.

Expected Result:

For a 24 volt system, the system voltage should be from 24.8 to 29.5 DCV. For a 32 volt system, the system voltage should be from 33.1 to 39.3 DCV.

Results:

• OK - The system voltage is correct. Proceed to test step 4.

• NOT OK - System voltage is NOT correct.

  Repair: For troubleshooting, see Testing And Adjusting, "CID 0168 Electrical System".

  Stop.

Test Step 4. CHECK SETPOINT P01.

1. Check setpoint P01 for proper programming. "0=ETR", "1=ETS". See Systems Operation, "Engine/Generator Setpoint Viewing OP2".

Expected Result:

Setpoint P01 should be programmed in order to match the type of fuel control solenoid which is used on the generator set. The 3406C(S/N: 8FS) and 3306B (S/N: 9DS) use the ETR type (P01 = 0) of fuel system.

Results:

• OK - Setpoint P01 is programmed correctly. Proceed to test step 5.

• NOT OK - Setpoint P01 is NOT programmed correctly.

  Repair: Reprogram setpoint P01. See Systems Operation, "Engine/Generator Programming OP5-0".

  Stop.

Test Step 5. CHECK THE FUSES.

1. Turn the ECS to OFF/RESET.

2. Check fuses "F2" and "F10" on the relay module.

Expected Result:

None of the fuses are open.

Results:

• OK - None of the fuses are open. Proceed to test step 6.

• NOT OK - One or more of the fuses are open. Proceed to test step 7.

Test Step 6. CHECK VOLTAGE AT THE RELAY MODULE.

1. Fuse "F4" remains removed from the relay module.

2. Prepare to measure the voltage from RM-15 to the "B-" terminal of the relay module.

3. Turn the ECS to OFF/RESET. Turn the ECS to START.

4. At the relay module, measure the voltage from RM-15 to the "B-" terminal.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage that was previously measured in Step 3.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage that was previously measured in Step 3.A. There is an open circuit between RM-15 of the relay module and the fuel control solenoid.

  Repair: Repair the circuit. See the preceding System Schematic.

  Stop.

• NOT OK - The system voltage is lower than the voltage that was previously measured in Step 3.A. Proceed to test step 8.

Test Step 7. TROUBLESHOOT THE BLOWN FUSE.

This test step continues troubleshooting from test step 7. See the preceding System Schematics. Also, see Testing And Adjusting, "Schematics & Wiring Diagrams".

1. The ECS remains in the OFF/RESET position.

2. Remove the fuse that is blown.
   • If the blown fuse is "F2", measure the resistance from RM-15 of the relay module to battery negative ("B-").

   • If the blown fuse is "F10", measure the resistance from RM-39 of the relay module to battery negative ("B-").

Expected Result:

For a fuse that is blowing, the circuit resistance should be less than 3 ohms.

Note: On some ETR fuel systems with a dual coil fuel control solenoid, the correct normal resistance can measure less than 1 ohm.

Results:

• OK - The resistance is greater than 3 ohms and the fuse is no longer blowing.

  Repair: Carefully check ALL wires that are connected to the appropriate terminal of the relay module. Check the wires for abrasion or worn spots in the insulation that could be causing the short. Check the wires in the panel, the generator panel, and on the engine harness. Refer to the various wiring diagrams as necessary. Repair the wiring or replace the wiring as necessary.

  Stop.

• NOT OK < 3 Ohms - If the resistance is less than 3 ohms, there is a short to the battery negative ("B-").

  Repair: Remove one component or one wire at a time that is in series with the load side of the fuse terminal. Remove the components or the wires until the failed component or wire is isolated. Repair the failed component or the wiring or replace the failed component or the wiring.

  Stop.

• NOT OK > 3 Ohms - If a resistance is greater than 3 ohms and the fuse still blows when all the wires are removed from the appropriate terminals, the relay module has failed.

  Repair: Replace the relay module.

  Stop.

Test Step 8. CHECK LOW VOLTAGE CONDITION.

This test step continues troubleshooting from test step 8. Fuse "F4" remains removed from the relay module. See Testing And Adjusting, "Schematics And Wiring Diagrams". Prepare to make voltage measurements at the relay module.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. At the relay module, measure the voltage from RM-4 to the "B-" terminal and from RM-31 to the "B-" terminal.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage. The system voltage was measured previously in test step 3.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage. Proceed to test step 9.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage. The voltage is NOT correct.

  Repair: Check the wiring and recheck the fuse "F2". Repair the wiring or the components or replace the wiring or the components.

  Stop.

Test Step 9. CHECK FOR DIAGNOSTIC CODES

1. Make sure that no other diagnostic codes are active.

2. Check the upper display for any active diagnostic codes.

Expected Result:

Only CID 0566 FMI 07 is active.

Results:

• OK - Only CID 0566 FMI 07 is active. Proceed to test step 10.

• NOT OK - A fault other than CID 0566 FMI 07 is active.

  Repair: Correct the other fault. Proceed to the corresponding troubleshooting procedure.

  Stop.

Test Step 10. CHECK THE CRANKING VOLTAGE

1. Turn the ECS to "OFF/RESET" and then to "START".

2. Measure the voltage from TS2-39 to TS1-2.

Expected Result:

During cranking, the voltage should increase to greater than 4.0 DCV and then stabilize between 1.5 and 2.0 DCV.

Results:

• OK - During cranking, the voltage increases to greater than 4.0 DCV and then stabilize between 1.5 and 2.0 DCV. The voltage is correct. There is an open circuit between TS2-39 and TS2-40.

  Repair: Check all wires for abbrasion or worn spots in the insulation. Check the wires in the control panel and the geerator housing. Repair the wiring or replace the wiring. See Testing And Adjusting, "Schematics & Wiring Diagrams".

  Stop.

• NOT OK - During cranking, the voltage does NOT increases to greater than 4.0 DCV and then stabilize between 1.5 and 2.0 DCV. The voltage remains low. Proceed to test step 11.

Test Step 11. CHECK SUPPLY VOLTAGE OF PEEC.

Fuse "F4" remains removed from the relay module. Prepare to make a voltage measurement at the PEEC electronic engine control.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. Measure the voltage from the positive supply for PEEC (PEEC connector contact 1) to the negative supply for the PEEC (PEEC connector contact 21).

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage. The system voltage was previously measured in test step 3.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage that was previously recorded. The supply voltage is correct. The problem is in the PEEC electronic engine control or the harness ihas failed.

  Repair: Refer to the specific Service Manual for the Electronic Engine Troubleshooting.

  Stop.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage that was previously recorded. The voltage is low. Proceed to test step 12.

Test Step 12. CHECK THE VOLTAGE AT TERMINAL STRIP 1 (TS1).

Fuse "F4" remains removed from the relay module. Prepare to make a voltage measurement at terminal strip 1 (TS1) in the generator terminal box.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. Measure the voltage from terminal TS1- 6 to TS1-2.

Expected Result:

The voltage should be ± 2 DCV of the system voltage that was measured preveously in test step 3.A.

Results:

• OK - The voltage should be ± 2 DCV of the system voltage that was measured preveously in test step 3.A. The voltage is correct. There is an open between terminal TS1-6 and the electronic engine control (PEEC).

  Repair: Check the wiring. Refer to the prededing system schematic and the main chassis wiring diagram in the Schematics and Wiring Diagram section

  Stop.

• NOT OK - The voltage is NOT ± 2 DCV of the system voltage that was measured previously in test step 3.A. The voltage is low. Proceed to test step 13.

Test Step 13. CHECK VOLTAGE AT THE SLAVE RELAY.

Fuse F4 remains removed from the relay module. For reference, see the preceding System Schematic and see Testing And Adjusting, "Schematics and Wiring Diagrams". Prepare to make voltage measurements at the slave relay (SR).

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. At the relay module, measure the voltage from slave relay (SR) terminal 30 to the relay module "B-" terminal.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage that was previously measured in Step 3.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage that was previously measured in Step 3.A. The voltage is correct. Proceed to test step 14.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage that was previously measured in test step 3.A.

  Repair: Check the wiring and recheck the fuses. Repair the wiring, if needed. See Testing And Adjusting, "Schematics & Wiring Diagrams".

  Stop.

Test Step 14. CHECK CHECK THE SLAVE RELAY

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. Measure the voltage from SR terminal 87 to relay module terminal B-.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage. The system voltage was measured previously in test step 3.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage. Proceed to test step 15.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage. The voltage is NOT correct.

  Repair: Replace the slave relay.

  Stop.

Test Step 15. CHECK FOR DIAGNOSTIC CODES

1. Make sure that no other faults are active.

2. Check the upper display for any active faults.

Expected Result:

Only CID 0566 FMI 07 is active.

Results:

• OK - Only CID 0566 FMI 07 is active. Proceed to test step 16.

• NOT OK - A diagnostic code other than CID 566 FMI 7 is active.

  Repair: Correct the other diagnostic codes. Proceed to the corresponding troubleshooting procedure.

  Stop.

Test Step 16. CHECK THE VOLTAGE AT TERMINAL STRIP 1 (TS1).

Fuse "F4" remains removed from the relay module. Prepare to make a voltage measurement at terminal strip 1 (TS1) in the generator terminal box.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. Measure the voltage from terminal TS1- 6 to TS1-2.

Expected Result:

The voltage should be ± 2 DCV of the system voltage that was measured preveously in test step 3.A.

Results:

• OK - The voltage is ± 2 DCV of the system voltage that was measured preveously in test step 3.A. The voltage is correct. There is an open between terminal TS1 and the electronic engine control (PEEC).

  Repair: Check the wiring. Refer to the Testing And Adjusting, "Schematics And Wiring Diagrams".

  Stop.

• NOT OK - The voltage is NOT ± 2 DCV of the system voltage that was measured previously in test step 3.A. The voltage is low.

  Repair: Check the wiring. See Testing And Adjusting, "Schematics And Wiring Diagrams".

  Stop.

Test Step 17. CHECK VOLTAGE AT THE AIR SHUTOFF SOLENOID.

This test step continues troubleshooting from the test step 1 (initial check). Prepare to make a voltage measurement at the air shutoff solenoid. The air solenoid may activate for as little as 15 seconds.

1. Remove fuse "F4" from the relay module.

2. Turn the ECS to OFF/RESET. Turn the ECS to START.

3. At the air shutoff solenoid, measure the voltage across the terminals of solenoid.

Expected Result:

The voltage should be from 0 to 2.0 DCV.

Results:

• OK - The voltage is from 0 to 2.0 DCV.

  Repair: Voltage is correct. If the air shutoff remains tripped or cannot be reset, the fault is in the air shutoff. Refer to the Service Manual for the engine.

  Stop.

• NOT OK - The voltage is NOT from 0 to 2.0 DCV. Proceed to test step 18.

Test Step 18. CHECK VOLTAGE AT THE RELAY MODULE.

Fuse "F4" remains removed from the relay module. Prepare to make a voltage measurement at the relay module.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. At the relay module, measure the voltage from RM-19 to the "B-" terminal.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage. The voltage is correct. A wire or a component between RM-19 of the relay module and the air shutoff solenoid is shorted to + battery.

  Repair: Repair the circuit. See Testing And Adjusting, "Schematics And Wiring Diagrams".

  Stop.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage. Proceed to test step 19.

Test Step 19. CHECK THE ASR.

Fuse "F4" remains removed from the relay module.

1. Remove fuse "F3" from the relay module.

2. Turn the ECS to OFF/RESET.

3. Make sure that "K6" is not shown on the lower GSC display. If "K6" is showing, make sure that no other faults are active.

4. At the relay module, measure the resistance from RM-5 to RM-19. A measurement of less than 100 ohms indicates that the air shutoff relay is shorted.

Expected Result:

The resistance should be greater than 10000 ohms.

Results:

• OK - The resistance is greater than 10000 ohms. Check for a short from +battery to RM-19 of the relay module.

  Repair: Repair the shorted wiring. If the short is internal to the relay module, replace the relay module. See Testing And Adjusting, "Relay Module - Replace".

  Stop.

• NOT OK - The resistance is less than 10000 ohms. The short is internal to the relay module.

  Repair: Replace the relay module. See Testing And Adjusting, "Relay Module - Replace".

  Stop.