Configuration parameters concern various engine features. Some parameters can affect the performance of the engine. Most of the parameters may be programmed with an Electronic Technician (ET) service tool. Some of the parameters require a password in order to be programmed.
Note: For information on programming the parameters, use the appropriate ET service tool and see the Service Manual, "Troubleshooting" module.
Some parameters may not be available on all applications. If a parameter is not available the ET service tool will indicate that the parameter is "Unavailable" when the parameter is selected.
Table 1 is a list of typical configuration parameters.
| Typical Configuration Parameters | |
|---|---|
| Parameter | Programmability |
| Equipment ID | Yes |
| Engine serial number | Yes |
| ECM serial number | No |
| Personality module part number | Software dependent |
| Personality module release date | Software dependent |
| FLS | Yes |
| FTS | Yes |
| Engine Rotation | (1) |
| Engine location | Yes |
| Fuel ratio control offset | Yes |
| Rated engine speed | Software Dependent |
| Rated fuel position | Yes |
| Low idle speed | Yes |
| High idle speed | Software dependent |
| Fuel correction factor | Yes |
| Engine cooling system's configuration (2) | Yes |
| Cold cylinder cutout | Yes |
| Cooldown speed | Yes |
| Engine cooldown duration | Yes |
| Engine prelube duration | Yes |
| Crank duration | Yes |
| Maximum number of crank cycles | Yes |
| Crank terminate speed | Yes |
| Torque limit | Yes |
| Coolant Warning | Yes |
| Engine speed droop | Yes |
| Total tattletale | No |
| Overspeed verification | Yes |
| OVS-TLS | Yes |
| Total fuel | Yes |
| Total hours | Yes |
| (1) | The direction of the engine rotation depends on the wiring harness. |
| (2) | Jacket water aftercooling or separate circuit aftercooling |
The following parameters are programmed at the factory to “0”:
- "Crank Duration"
- "Maximum Number Of Crank Cycles"
The “0” settings prevent the Electronic Control Module (ECM) from engaging the starting motors. The settings must be reprogrammed before the engine will crank.
Ensure that the "Air Shutoff" and the "Ether Control" parameters are "Enabled/ON" (if equipped) . If the engine does not have these options, ensure that these two parameters are "DISABLED/OFF".
If the engine is equipped with Prelube, the "Engine Prelube Duration" must be programmed to a value that is greater than “0” seconds. Otherwise, the prelube pump will not cycle. If the engine is not equipped with Prelube, the parameter must be programmed to “0”.
The engine will have either jacket water aftercooling or separate circuit aftercooling. The correct configuration of the aftercooling system must be programmed.
No password is required for programming a new ECM during the first 100 hours of service life. This 100 hour “free configuration” feature enables the customer to tailor the programmable setpoints to the requirements of the installation. Exceptions are "Fuel Limit" and "Personality Module Mismatch".
The air shutoff uses a moving plate to block inlet air to the aftercooler. The engine stops because of the restricted air supply to the combustion chamber. The air shutoff only actuates for the following conditions:
- The Emergency Stop button is pressed.
- An overspeed shutdown occurs.
Both of the air shutoffs must be reset before the engine can be restarted.
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| Illustration 1 | g01304979 |
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Reset for the air shutoff | |
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| Illustration 2 | g01310253 |
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Reset for the air shutoff | |
To reset the air shutoff, rotate the hex to the "OPEN" position.
Ensure that both of the air shutoffs are reset.
Power to the ECM must be cycled in order to restart the engine. Turn the battery disconnect switch to the OFF position for three seconds. Turn the battery disconnect switch back to the ON position. The engine may now be restarted.
Note: This feature can be enabled or disabled with an electronic service tool.
The Cold Cylinder Cutout feature provides the following benefits:
- Reduction of white smoke during cold starting
- Reduction of the duration of advanced timing (cold mode)
- Reduction of ether injection
The ECM automatically turns off one electronic unit injector at a time during the following occurrences:
- Cold start-up
- Extended time at low idle
The ECM monitors the change of the fuel rack in order to determine if a cylinder is firing. If the cylinder is firing the ECM activates the electronic unit injector. If the cylinder is not firing the electronic unit injector remains deactivated. This reduces white smoke.
The following conditions must be met in order to activate the Cold Cylinder Cutout:
- The Cold Cylinder Cutout parameter is programmed to "ENABLE".
- The fuel rack is less than
13 mm (.5 inch) . - The jacket water coolant temperature is less than
63 °C (145 °F) .
The Cold Cylinder Cutout strategy is activated under either of the following conditions:
- Ten seconds after the engine reaches the low idle rpm
- Three seconds after ether injection is completed
The following conditions will deactivate the Cold Cylinder Cutout:
- The Cold Cylinder Cutout parameter is programmed to "DISABLED".
- The jacket water coolant temperature is more than
70 °C (158 °F) . - An ET service tool is used for the cold cylinder cutout test.
- The ether injection system is used.
- The coolant temperature sensor has failed.
- The engine is operating at a certain rpm when the Cold Cylinder Cutout is activated. If the engine rpm then varies by more than 50 rpm, the feature is deactivated for three seconds. A new engine speed is established when the feature is reactivated.
- The engine is at low idle rpm for ten seconds. If the engine speed is then reduced by more than 50 rpm, the Cold Cylinder Cutout is deactivated for 30 seconds.
- If the fuel rack is greater than
13 mm (.5 inch) , the Cold Cylinder Cutout is deactivated for one second.
This feature enables an engine to share a load with other engines. If an engine is operating at high idle rpm and a load is applied, the engine rpm is reduced. The engine rpm is reduced as the load increases. This reduction in rpm is the droop. The droop can be programmed. If the percent of droop is equal for two identical engines in parallel operation, the engines share the load equally.
Note: This is an optional feature.
The ECM automatically injects ether into the air inlet manifold when the following conditions are met:
- The engine rpm is present.
- The jacket water coolant temperature is below
10 °C (50 °F) .
The duration of ether injection varies linearly with the jacket water coolant temperature. The duration of ether injection varies within the following range:
- 10 seconds at the maximum temperature of
10 °C (50 °F) - 130 seconds at the minimum temperature of
−40 °C (−40 °F)
The longest duration of ether injection is 130 seconds even if the jacket water coolant temperature is less than
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| Illustration 3 | g00799430 |
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Jacket water coolant temperature and duration of ether injection (Y) Temperature in °C (X) Time in seconds | |
A switch on the instrument panel enables the operator to inject ether manually. Ether injection occurs when the following conditions are met:
- The switch for ether injection is in the manual position.
- The engine rpm is less than 1900 rpm.
- The jacket water coolant temperature is less than
10 °C (50 °F) .
When the engine is shipped from the factory, an estimate of the engine's fuel consumption is programmed into the ECM. The estimate is based upon the engine's performance specifications. The actual fuel consumption can be determined with a meter that measures the flow of the fuel. Customers are likely to find a slight difference between the estimate of fuel consumption that was programmed and the actual fuel consumption. The customer can use an ET service tool to program the ECM for the actual fuel consumption. A factory level security password is required in order to change this parameter.
To program the ECM for the actual fuel consumption, change the Fuel Correction Factor that is already programmed into the ECM. The Fuel Correction Factor can be programmed in increments of 0.5 percent between ± 25 percent.
The fuel position multiplier is an external input to the ECM. The input reduces the available fuel rack according to the magnitude of the signal. The fuel position multiplier can be considered as an external derating of engine power. Typically, the input is a means for reducing the instantaneous engine power without changing the throttle signal. A common application of this feature is the control of wheel slippage by the locomotive control.
The ECM reads a Pulse Width Modulated signal (PWM) that is similar to the throttle signal. Usually, a converter is used to change the signal from the locomotive control into a PWM signal. An increase in the PWM signal reduces the available fuel. For example, if the engine power output is 100 percent and the signal from the fuel position multiplier is 75 percent, the engine power output is reduced to 25 percent.
The fuel position multiplier has an instantaneous effect on the available fuel rack. The signal is applied in addition to any active derating of the engine power. For example, If the engine is presently derated by 10 percent due to high exhaust temperature and the signal from the fuel position multiplier is 25 percent, the engine power output is reduced to 75 percent of the 90 percent that is available or 67.5 percent.
The ET service tool can display the trends of the engine performance. The information can be used to improve the overall performance of the engine. The historical information is stored in a format that can be used to construct histograms. Data is available for the following parameters:
- Engine rpm
- Percent of engine load
- Left side exhaust temperatures
- Right side exhaust temperatures
The load feedback is the ratio of the actual fuel rack position relative to the maximum available fuel rack for the operating conditions. This function indicates the fuel rack (power) that is available for the operating condition. When the actual position of the fuel rack is equal to the fuel limit, a feedback of 100 percent is indicated. A 0 percent feedback is indicated at low idle rpm with no load.
Table 2 shows the equation that is used for calculating the load feedback.
| Equation for Calculating the Load Feedback | ||||||
| Actual fuel rack position | × | 200 | = | Load feedback in mA | ||
| Maximum fuel rack position | ||||||
The actual fuel rack position, the maximum fuel rack, and the feedback signal are instantaneous. The information is communicated via the CAT Data Link. A signal of 0 to 200 mA is used. This enables the customer to provide the data to a control system.
Illustration 4 is a graphic representation of the load feedback signal.
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| Illustration 4 | g00799429 |
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Load feedback signal (Y) Percent of the rated load (X) Engine rpm (1) Maximum fuel rack (2) Actual fuel rack | |
Incrementing the Hours of the ECM
A new ECM that is installed on an engine can be programmed to display the correct total number of operating hours for that engine. An ET service tool and a factory level security password are required.
Adjusting the Total Fuel Consumption for the ECM
A new ECM that is installed on an engine can be programmed to display the correct total fuel consumption for that engine. An ET service tool and a factory level security password are required.
Flash - This is a method of downloading or programming electronic information.
The CAT Data Link Flash provides the capability to flash the software for the engine control with the CAT Data Link.
The Secondary CAT Data Link provides the ability for each ECM to have a CAT Data Link that is “local” to that engine. This feature also provides a common data link to other engine controls. This enables the operator to communicate with multiple engines through a single Customer Communication Module (CCM).
The Secondary CAT Data Link provides the capability for two to eight engines to communicate to a display or a control panel via a single CCM.