Electronic Modular Control Panel II+ (EMCP II+) Caterpillar

Illustration 1	g00794050
System Schematic For Electronic Governor Relay (EGR) On EUI Engines

The CID 0566 is used to alert the operator that the GSC+ did not control the engine shutdown. When a shutdown fault is initiated solely by the engine ECM the shutdown fault will result in a CID566 diagnostic code on the GSC+. The GSC+ controls all engine shutdowns for both normal operation and for fault shutdowns. If an outside influence causes an engine shutdown, the GSC+ shows a CID 0566. There is only one failure mode for a CID 0566. This failure mode is FMI 07. FMI 07 is an improper mechanical response.

The diagnostic code causes the following sequence of events:

• The GSC+ detects a drop in engine speed from the rated speed to 0 rpm. The GSC+ has not called for a shutdown.

• The GSC+ determines that the drop in speed signal did not generate an engine speed sensor fault.

• The GSC+ generates a CID 0566 FMI 07. The GSC+ will then disable the engine from running or starting.

The possible cause of a CID 0566 FMI 07 is listed below.

• 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 fault from the fault log after troubleshooting is complete.

Note: This procedure requires many voltage measurements during simulated engine cranking. Remove the fuse "F4" in order to prevent activation of the starting motor and actual engine cranking. The fuse "F4" is located on the relay module. Voltage measurements must be made quickly before the total cycle crank time (setpoint P017) elapses. The total cycle crank time is 90 seconds. See Systems Operation, "Engine/Generator Programming OP5-0". If taking a voltage measurement is longer than 90 seconds the GSC+ will generate an overcrank fault. The overcrank shutdown indicator will FLASH. In order to continue with a voltage measurement, the overcrank fault must be reset by turning the engine control switch (ECS) to OFF/RESET. Then, turn the ECS to START.

Test Step 1. PERFORM AN INITIAL CHECK FOR OTHER ACTIVE DIAGNOSTIC CODES.

Note: 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.

1. Check the fuel level and quality.

2. Check for a plugged fuel filter.

3. Check for a plugged air filter.

Expected Result:

The previous checks are OK.

Results:

• OK - No problem was found after the previous checks were made. Proceed to test step 2 .

• NOT OK - One or more problems are found after the previous checks are made.

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

  Stop.

Test Step 2. 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 3.

• NOT OK - System voltage is NOT correct.

  Repair: For troubleshooting, see Testing And Adjusting, "CID 168 Electrical System".

  Stop.

Test Step 3. CHECK SETPOINT P001.

1. Check setpoint P001 for proper programming. "0=ETR", "1=ETS". See Systems Operation, "Engine/Generator Setpoint Viewing OP2".

Expected Result:

Setpoint P001 should be programmed in order to match the type of fuel control solenoid which is used on the generator set."0=ETR", "1=ETS".

Results:

• OK - Setpoint P001 is programmed correctly. Proceed to test step 4.

• NOT OK - Setpoint P001 is NOT programmed correctly.

  Repair: Reprogram setpoint P001. See Systems Operation, "Engine/Generator Programming OP5-0".

  Stop.

Test Step 4. CHECK 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 5.

• NOT OK - One or more of the fuses are open. Proceed to test step 6.

Test Step 5. 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 2.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage that was previously measured in Step 2.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 2.A. Proceed to test step 7.

Test Step 6. 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:

The circuit resistance should be less than 3 ohms for a blown fuse.

Note: The normal resistance can measure less than 1 ohm on some ETR fuel systems that are equipped with a fuel solenoid control (dual coil).

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, in the generator panel, and on the engine harness. Refer to the various wiring diagrams. Repair any faulty wiring or replace any faulty wiring.

  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 - All of the components and wires have been removed. The fuse continues to open. If the resistance is greater than 3 ohms, the relay module has failed.

  Repair: Replace the relay module.

  Stop.

Test Step 7. 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 2.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage. Proceed to test step 8.

• 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 8. 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 566 FMI 7 is active.

Results:

• OK - Only CID 566 FMI 7 is active. Proceed to test step 9.

• NOT OK - A different diagnostic code is active.

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

  Stop.

Test Step 9. 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 2.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage that was previously measured in Step 2.A. There is an open circuit between RM-15 of the relay module and the fuel control solenoid.

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

  Stop.

• NOT OK - The system voltage is lower than the voltage that was previously measured in Step 2.A.

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

  Stop.