Customer Interface for Certain CG137 A4 Engines {1901, 4490, 7451} Caterpillar

Gas Engine

CG137-08 (S/N: WWF1-UP)

CG137-12 (S/N: WRX1-UP)

Introduction

This Special Instruction provides information on customer interface for CG137 A4 Engines.

Note: Do not perform any procedure in this publication or order any parts until you understand the information that is contained in this publication.

Control System Overview

The CG137 control system consists of the A4 Electronic Control Module (ECM), connected to an array of sensors and control devices used by the ECM to monitor, control, and protect the engine. A "local" CAN data link is used on the engine to allow the ECM to communication with various intelligent control and I/O devices. The spark plugs are driven by the ECM, via ignition transformers at each cylinder.

A CAN data link is used to connect the ECM to other devices including the optional Cat control panels, and the Cat^® Electronic Technician (Cat ET) service tool. A global data link is also available for connection to a customer CAN network.

Refer to the Operation and Maintenance Manual and individual engine Schematic for individual electrical system component locations on the engines.

Illustration 1	g06020388
Block diagram of the CG137 A4 control system

Power Supply Requirements

The CG137 control system uses customer provided 24 VDC for control power. The customer is required to provide 24 VDC +/- 2 VDC to the engine terminals under all operating conditions. Current (amperage) requirements for the engine and optional control panels are shown below.

General Power Requirements

Power Supply current capability:

• 20A Minimum, maximum ripple voltage of 150 mV

The amperages draw of an operating engine and control panel are approximately:

• CG137 Steady State Current – 6.75A – Engine Running

• CG137 Peak Current – 17.25A – At Power up

• Optional Operator Control Panel (OCP) – 0.9A

Control Panels

The optional OCP provides for operator interface and control with a 5.5 inch monochrome display for engine monitoring.

Operator Control Panel

The main component of the Operator Control Panel (OCP) is the electronic OCP Module. Some of the functions include within the OCP are:

• Sending start and stop signals to the engine

• Providing visual indications when warning or shutdown events occur

• Displaying engine information

• Displaying Suspect Parameter Number (SPN) and Failure Mode Identifier (FMI) information for events

• Programming set points for the standard OCP

Refer to System Operation and Troubleshooting, Testing and Adjusting, UENR3193 for a complete description of OCP functions and operation.

Illustration 2	g03849575
OCP

Illustration 3	g06011240
Enclosed OCP

The OCP panel includes all the components mounted within an enclosure and is designed to meet NEMA 4 requirements.

Grounding

Illustration 4	g03849593

Proper grounding is necessary for optimum engine performance and reliability. Improper grounding can result in uncontrolled or unreliable electrical circuit paths that can damage the bearing surfaces and aluminum components. These uncontrolled electrical paths can also degrade the engine electronics and communications. All grounding connections must be robust to ensure proper function. Check to see that all grounds are secure and free of corrosion.

All grounding connections must be tied to a robust earth ground, which is typically a metal stake dedicated to the purpose of providing an electrical path to the earth. Each individual electrical system should be tied to the ground stake with its own cable, and all connections on these ground paths must be protected from corrosion to ensure minimal resistance along the path.

The primary ground for the engine electrical system is the connection to the battery negative terminal. Attachments such as the charging alternator must be grounded to the battery negative terminal with a cable capable of carrying the full charging current of the alternator.

The engine block must also be grounded, but by a separate path other than path of the engine electrical components. Do not ground the battery negative terminal to the engine block. The grounding connection on the block can be any of the unused bolt holes on the end housings. The housings are bolted to the block in multiple locations ensuring a robust conductive path between the block and housings. Choose the connection location to provide an electrically robust connection to the ground strap, and to ensure the shortest practical path to the earth ground.

Connect the battery negative terminal to the earth ground with a minimum #6 AWG cable or braided strap. Ground the engine block to the earth ground with a separate ground strap. Grounding straps are to be furnished by the customer.

If rubber couplings are used to connect the engine cooling system to the external piping and radiator, those external systems can become electrically isolated from the engine. Because there is no electrical path between them, a potential difference can exist. Electrically couple the two piping systems (on-engine and external) by using grounding cables across the rubber couplings to eliminate any potential difference.

OCP Customer Electrical Connections

Control Wiring

Illustration 5	g06011245

All electrical control connections to the engine are made at the ECM enclosure, on top of the engine at the front.

Power Supply Connection

When equipped with an electric starting motor, connect +24 VDC on the starter motor lug, wire 112, and -24 VDC on the starter motor lug, wire 209. Size cables appropriately for the connected battery and starting motor.

When equipped with an alternator but no electric starting motor, connect at the alternator positive and negative connections, wires P0E0-G1 (+) and P0C0-G2 (-). Size cables appropriately for the connected battery and alternator (#6 AWG wire or greater).

If not equipped with an electric starting motor or alternator, connect at power connector F-C10 on the side of the ECM box (front top side of engine), +24 VDC at A, -24 VDC at B. 384-7170 Plug As should be used. #10 AWG wire or greater recommended. A length of flexible conduit is required for the connection to the terminal box.

Customer Interconnect - A4

Engine to OCP

Illustration 6	g06011262
Schematic for power connection (1) 70-pin engine interface connector (EIC) (2) Engine interconnect harness (3) 24 VDC Power - Connector F-C10

The engine is connected to the customer-mounted OCP panel by a factory provided engine interconnect harness. The harness includes a 70-pin connector that is connected to the engine ECM enclosure engine interface connector (EIC).

Illustration 7	g06011270
(1) 70-pin engine interface connector (EIC)

Illustration 8	g06011292
(4) Interconnect Harness Connections (5) Customer connection (6) Ethernet

The engine interconnect harness is routed in the field from the EIC to the OCP and terminated on the left terminal strip in the OCP.

Customer Connections - I/O

Remote Start/Stop

Illustration 9	g06011298

Illustration 10	g03729847
Cat ET of an OCP Configuration for hard wired remote start/stop

Illustration 11	g03854461
Cat ET of an engine ECM Configuration for hard wired start from OCP.

Wiring remote start/stop signals to the OCP requires two contacts. The example below utilizes OCP digital inputs #3 and #4.

• Stop Signal - Normally closed, open for start/run between OCP terminal TB-76 and Digital Reference.

• Start Signal - Normally open, closed for start/run between OCP terminal TB-59 and Digital Reference.

• A single form "C" relay contact can be used to accomplish the remote start/stop function.

When BOTH start/stop contacts change state from their normal position a start sequence is initiated. When the contacts return to their normal position the engine will go through a normal stop and post lube sequence, including a cool down period if the cool down timer is programmed for greater than zero. If a cool down period is desired, the engine should be unloaded as much as possible during the cool down period.

Failure to operate the two start/stop inputs simultaneously will result in the following code:

• 1656-2 Engine Automatic Start Enable Switch : Erratic, Intermittent, or Incorrect

Remote Emergency Stop

A remote Emergency Stop (E-Stop) push button can be utilized by wiring a two pole switch in series with the OCP emergency stop pushbutton. Connect the remote emergency stop to the OCP as shown in the schematic below. The ESTOP wires from the engine interconnect harness (wires A774 and A776) are first connected to the remote Emergency stop circuit. The remote emergency stop signal then returns to terminals 11 and 12 in the OCP. The OCP emergency stop push button then completes the circuit to wires A775 and A777.

Illustration 12	g06011309

Both poles of the remote switch are normally closed for start/run, open when pressed for E-Stop. Opening BOTH sets of remote E-Stop contacts results in an immediate engine E-Stop sequence. Multiple remote E-Stop push buttons can be placed in series.

If one of the contacts on the E-Stop switch is opened although the other remains closed, or one of the wires in the circuit is disconnected a 3607-2 Engine Emergency Shutdown Indication : Erratic, Intermittent, or Incorrect fault code will occur, but an emergency stop will not take place.

An E-Stop causes the ECM to deenergize the Gas Shut Off Valve (GSOV) and turns off the engine ignition. The E-Stop should not be used for a normal shutdown of the engine.

Illustration 13	g03849809
OCP setting

The OCP E-Stop function must be configured as shown in Illustration 13.

Driven Equipment Ready (User-Defined Shutdown)

This input is used by the customer to communicate that the driven equipment (compressor and associated ancillary devices) is ready for starting and running. This input is a contact connected between OCP terminal TB-78 and TB-15. The contact is closed to allow the engine to start and run. When the contact is open, the engine will not crank. The ECM generates an event code if this input does not close in the programmed delay time once a start sequence is initiated.

When the engine is running, this input should remain closed unless a fault or other condition on the connected equipment requires an immediate shutdown of the engine. This function is managed by the customer control system. When the input opens while the engine is running the ECM generates a fault code, 970-0 Engine Auxiliary Engine Shutdown Switch : High - most severe (3), and de-energizes the GSOV. Because the cooldown is not performed and a latched event code is generated, using this input for normal shutdown of the engine is not recommended.

The input should always be open when a shutdown of the engine is needed due to a condition on the driven equipment or the site. It is recommended that when possible the driven equipment input remains closed during an operator or engine initiated shutdown. Opening the driven equipment ready contact during a normal engine shutdown can lead to confusion as to the initial cause of the shutdown because of the fault code generated by the driven equipment ready input.

Illustration 14	g06011322
(1) Factory installed jumper wire

The factory installed jumper wire between OCP terminal TB-78 and TB-15 must be removed when the driven equipment input is used.

Illustration 15	g03849736
ECM setting

The setting in Illustration 15 is the maximum amount of time allowed for the driven equipment input to close once a start command is given to the engine. If the driven equipment input does not close within this time delay, a 970-0 Engine Auxiliary Engine Shutdown Switch : High - most severe (3) fault code is generated.

This setting is also the time delay that the input must be opened before a running engine shuts down. A setting of zero is recommended.

Remote Idle/Rated Switch

Illustration 16	g06011656

The idle rated switch is connected between EIC pins 58 and digital reference (EIC Pin 18). When this input is connected to digital return, the engine will run at the idle speed that has been programmed in the ECM. When this terminal is NOT connected to digital return, the engine will run at the desired speed as requested by the control inputs.

Keyswitch (Power Save Mode)

Illustration 17	g06011672

Illustration 18	g03849743
OCP configuration

The key switch input is used to place the ECM into a power-saving mode.

The OCP provides an output to the ECM through the engine interconnect harness on OCP terminal TB-13. When configured as shown in Illustration 18, this output will deenergize the keyswitch signal after the Power Mode Delay Timer and the engine will enter a low-power consumption state. The Power Mode Delay Timer starts after the engine shuts down for any reason. Pressing any key on the OCP keypad will cause the output to reenergize, and the ECM will return to normal operation.

There are no external connections to the OCP for this circuit, however the settings shown in Illustration 18 are recommended to help conserve 24 VDC power battery power.

Digital Output #3 should ALWAYS be configured as shown in Illustration 18, to provide the key switch input to the ECM, even if the power-saving feature is not used.

Illustration 19	g03849746
OCP Configuration

The power save feature is activated as shown in Illustration 19. The time delay can be set as desired for the specific installation.

Setting the Electronic Control Module Reduced Power Mode Enable Status to "Disable" will prevent the engine from entering the power save mode.

OCP/ECM Reset

Illustration 20	g06011680

The OCP and ECM can be reset by briefly removing power from the OCP. The reset will clear any latched fault in the ECM and allow for restarting of the engine. A normally closed contact is placed in series with the wire number C987 on OCP TB-13. Opening the contact will remove power from the OCP, and turn off the keyswitch input to the engine, which will cause the engine ECM to power down. Closing the contact restarts the OCP, followed by the ECM as the key switch output from the OCP returns to its normal state.

Illustration 21	g06094441

Illustration 22	g06094467

The OCP and ECM can also be reset utilizing digital inputs programmed as Alarm Acknowledge and ECU Fault Reset. The example above uses OCP Digital Inputs #1 and #2. To reset the OCP and ECM the Alarm Acknowledge input it taken to Digital Reference. Then the ECU Fault Reset input must be taken to Digital Reference within 60 seconds in order for faults to be cleared. If 60 seconds has elapsed, the Alarm Acknowledge input must be taken back to Digital Reference again before the ECU Fault Reset will work. Shown in Illustration 21.

This process can be used to reset the engine after a fault shutdown or to reenergize the engine from the low-power mode. Care must be taken to ensure any conditions causing faults on the engine or the driven equipment are appropriately resolved before restarting the engine.

Engine Running Driver (Shutdown Notify)

Illustration 23	g06011710

Illustration 24	g03849899
The OCP Digital Output 2 should be disabled

This output is used as an engine running lamp driver (sinking). The output activates (low) after crank terminate and deactivates (high) when a stop or shutdown occurs.

Terminal TB-4 in the OCP is connected to the remote indicating device such as a relay, lamp, or PLC input. The other side of the device is connected to Battery +. The output switches on and current flows to energize the indicating device.

Wire R955-T4 within the OCP must be disconnected from TB-4 when the engine is running. Digital Output #2 must be disabled in Cat ET refer to Illustration 24.

Engine Shutdown Driver

Illustration 25	g06011749

Illustration 26	g03849901
OCP Digital Output 5 is configured

This output is used as an engine shutdown lamp driver. The output activates (high) when an engine fault shutdown has taken place. The OCP Digital Output 5 is used for this signal. Resetting the engine shutdown will cause the output to deactivate (low).

Terminal TB-55 in the OCP is connected to the remote indicating device such as a relay, lamp, or PLC input. The other side of the device is connected to Battery -. When a shutdown exists, the output switches on and +24 VDC is applied to the indicating device.

Engine Warning Driver

Illustration 27	g06011751

Illustration 28	g03849920
OCP Digital Output 4 is configured

This output is used as an engine summary alarm lamp driver. The output activates (high) when an engine alarm or diagnostic exists. Clearing of the alarm will cause the output to deactivate (low).

Terminal TB-54 in the OCP is connected to the remote indicating device such as a relay, lamp, or PLC input. The other side of the device is connected to Battery -. The OCP Digital Output 4 is used for this signal. When an alarm exists, the output switches on and +24 VDC is applied to the indicating device.

Desired Engine Speed Control Input

Illustration 29	g03849933
ECM setting for speed control from OCP

The OCP module keypad can be used to set the desired engine speed. Also, a remote 4-20 mA or 0-5 VDC signal for desired speed command can be used. Settings in the OCP and ECM both effect the desired speed control input.

When the engine is running and the OCP Idle/Rated speed input is open, the desired engine speed control input is used to set the engine speed.

When the OCP is used to provide the speed control input to the ECM, the OCP communicates the desired speed command to the ECM via the CAN data link. The engine ECM is configured as shown in Illustration 29.

The OCP is then configured for the type of speed control to be used.

Engine Speed Control with OCP Keypad

The OCP module can be configured to control the desired engine speed from the OCP keypad. In this configuration there is no external/remote signal connected to the OCP. Keypad control is the OCPs default configuration. Programming any OCP input for "Desired Engine Speed Command" will disable keypad control of the engine speed.

This method of speed control can be used as a back-up to analog signals from a customer system and for diagnostic and troubleshooting purposes.

Engine Speed Control with OCP Analog Input

When an external signal is used for speed control, Analog Input #3 on the OCP is the recommended input. The examples below indicate how to use this input. The OCP Terminals for Analog Input 3 are (+) TB-47 and (-) TB-51. A shield can be connected on TB-52.

The shield can be grounded on the customer side as desired in the installation.

4-20 mA Speed Control Input

Illustration 30	g06011759

Illustration 31	g06011764
Minimum Data Range should match the desired engine operating speed when 4 mA is applied to the speed control input. Maximum Data Range should match the rated or the maximum operating speed when 20 mA is applied to the speed control input.

For 4-20 mA control the (+)4-20 mA signal is connected to OCP TB-47, the (-)4-20 mA signal is connected to OCP TB-51.

0-5 VDC Speed Control Input

Illustration 32	g06012217

Illustration 33	g06012222
Minimum Data Range should match the desired engine operating speed when 0V is applied to the speed control input. Maximum Data Range should match the rated or the maximum operating speed when 5V is applied to the speed control input.

For 0-5V speed control the +V signal is connected to OCP TB-47, the -V signal is connected to OCP TB-51.

Data Connections

The OCP provides a connection point for the Engine Global CAN data link and a MODBUS Ethernet data link to enable data communication between the engine and external systems.

Global CAN Data Link

Illustration 34	g06012229

The Global CAN Data Link is accessed on OCP TB-2 (Global Data Link -), TB-1 (Global Data Link Shield), and TB-3 (Global Data Link +).

If the wire length to the connected system exceeds 1 m, the CAN terminating resistor (120 ohm) should be moved to the end of the new trunk line.

Ethernet Connection (Modbus TCP)

Illustration 35	g03850105

Illustration 36	g03850108
OCP Modbus TCP configuration

The Ethernet Modbus TCP data connection to the OCP is accessed on the RJ-45 connector below the right OCP terminal strip.

Ethernet addressing is established in the OCP with parameters listed in Illustration 36.

RS-485 SCADA (Modbus RTU)

Illustration 37	g06012235

Illustration 38	g03850111
OCP Modbus configuration

The Modbus RTU RS-485 data connection to the OCP module is accessed on OCP Terminals TB-61 (Modbus -), TB-62 (Modbus +) and TB-63 (Modbus Ref).

The RS-485 connection is configured in the OCP with the settings in Illustration 38.

4-20 mA Engine Speed Output

Illustration 39	g06012240

Illustration 40	g06012245
The minimum and maximum data range settings are used to scale the 4-20 mA output.

A 4-20 mA actual engine speed signal from the engine can be obtained by using one of the OCP analog outputs. To use analog output #1, connect (+) 4-20 mA to OCP TB-27 and connect (-) 4-20 mA to OCP TB-34.

Schematic of Engine I/O with OCP

Illustration 41	g06094788
OCP terminal block customer connection

Customer Electrical Connections Without OCP

When using a third-party control panel, the recommended engine interface wiring is as shown below. The referenced signals are available from the engine interface harness or directly at the 70-pin engine interface connector on the ECM enclosure.

Remote Start/Stop

Illustration 42	g06012287

Illustration 43	g03849961
ECM configuration

A single normally open relay contact can be used to accomplish the remote start/stop function. When EIC pins 46 and 47 are connected to Digital Reference (EIC Pin 18), a start sequence is initiated. When the contact returns to its normal state the engine will go through a normal stop and post lube sequence, including a cool down period if the cool down timer is programmed for greater than zero. If a cool down period is desired, the engine should be unloaded as much as possible during the cool down period.

Remote Emergency Stop

Illustration 44	g03857246

A remote Emergency Stop (E-Stop) push button can be utilized by wiring a two pole switch as in Illustration 44. Both poles of the switch are normally closed for start/run, open when pressed for E-Stop.

The remote E-Stop push button connects EIC pins 22 and 23 to Digital Reference (EIC Pin 5). In its normal, not pressed state. Opening BOTH sets of remote E-Stop contacts results in an immediate engine E-Stop sequence. Multiple remote E-Stop push buttons can be placed in series.

If one of the contacts on the E-Stop switch is opened while the other remains closed, or one of the wires in the circuit is disconnected a 3607-2 Engine Emergency Shutdown Indication : Erratic, Intermittent, or Incorrect fault code will occur, but an emergency stop will not take place.

An E-Stop causes the ECM to deenergize the Gas Shut Off Valve (GSOV) and turns off the engine ignition. Post lubrication of the engine is not completed after an E-Stop. The E-Stop should not be used for a normal shutdown of the engine.

Illustration 45	g03857249
Alternate emergency stop wiring

As an alternative, a single contact in the remote E-Stop circuit by installing jumpers between terminals EIC pins 22 and 23 and connecting a single set of wires to the remote contact as shown in Illustration 45. Two independent contacts are recommended to retain the benefit of the broken wire detection.

There are no engine ECM or OCP configurations associated with the Emergency Stop, it is always enabled.

Driven Equipment Ready (User-Defined Shutdown)

Illustration 46	g06012293

This input is used by the customer to communicate that the driven equipment (compressor and associated ancillary devices) is ready for starting and running. This input is a contact connected between EIC pin 51 and Digital Reference (EIC Pin 18). The contact is closed to allow the engine to start and run. When the contact is open, the engine will not crank. The ECM generates an event code if this input does not close in the programmed delay time once a start sequence is initiated.

When the engine is running, this input should remain closed unless a fault or other condition on the connected equipment requires an immediate shutdown of the engine. This function is managed by the customer control system. When the input opens while the engine is running the ECM generates a fault code, 970-0 Engine Auxiliary Engine Shutdown Switch : High - most severe (3), and de-energizes the GSOV. Because the cooldown is not performed and a latched event code is generated, using this input for normal shutdown of the engine is not recommended. Postlube will still operate as normal.

The input should always be open when a shutdown of the engine is needed due to a condition on the driven equipment or the site. It is recommended that when possible the driven equipment input remains closed during an operator or engine initiated shutdown. Opening the driven equipment ready contact during a normal engine shutdown can lead to confusion as to the initial cause of the shutdown because of the fault code generated by the driven equipment ready input.

Illustration 47	g03858879
ECM setting

The setting in Illustration 47 is the maximum amount of time allowed for the driven equipment input to close once a start command is given to the engine. The delay time corresponds with the ECM for the amount of time it takes to react to the input while the engine is running to force a shutdown. If it does not close within this time delay, a 970-0 Engine Auxiliary Engine Shutdown Switch : High - most severe (3) fault code is generated.

This setting is also the time delay that the input must be opened before a running engine shuts down. A setting of zero is recommended.

Remote Idle/Rated Switch

Illustration 48	g06012300

The idle rated switch is connected between EIC pins 58 and digital reference (EIC Pin 18). When this input is connected to digital return, the engine will run at the idle speed that has been programmed in the ECM. When this terminal is NOT connected to digital return, the engine will run at the desired speed as requested by the control inputs.

Keyswitch (Power Save Mode/Engine Reset)

Illustration 49	g06012326

The key switch input is used to place the ECM into a power-saving mode.

The customer provides an input to the ECM through EIC pin 70. When +24 VDC is connected to the input, the ECM operates normally. When +24 VDC is removed, the engine will enter a low-power consumption state.

The key switch input can also be used to reset the engine after a latched fault by momentarily removing the 24 VDC signal then reapplying it.

Engine Running Driver (Shutdown Notify)

Illustration 50	g03857195

This output is used as an engine running lamp driver (sinking). The output activates (low) after crank terminate and deactivates (high) when a stop or shutdown occurs.

EIC Pin 20 is connected to the remote indicating device such as a relay, lamp, or PLC input. The other side of the device is connected to Battery +. When the engine is running the output switches on and current flows to energize the indicating device.

There are no OCP or ECM settings associated with this output.

Engine Shutdown Driver

Illustration 51	g03857197

This output is used as an engine shutdown lamp driver (sinking). The output activates (low) when an engine fault shutdown has taken place. Resetting the engine shutdown will cause the output to deactivate (high).

EIC Pin 19 is connected to the remote indicating device such as a relay, lamp, or PLC input. The other side of the device is connected to Battery +. When a shutdown exists the output switches on and current flows to energize the indicating device.

There are no OCP or ECM settings associated with this output.

Engine Warning Driver

Illustration 52	g03857198

This output is used as an engine summary alarm lamp driver (sinking). The output activates (low) when an engine alarm or diagnostic exists. Clearing of the alarm will cause the output to deactivate (high).

EIC Pin 25 is connected to the remote indicating device such as a relay, lamp, or PLC input. The other side of the device is connected to Battery +. When an alarm exists the output switches on and current flows to energize the indicating device.

Engine Speed Control

When an external signal is used for speed control, the ECM and wiring is as shown below.

0-5 VDC Speed Control Input

Illustration 53	g03857272

Illustration 54	g06012331
Minimum engine high full speed should match the desired engine operating speed when 0 VDC is applied to the speed control input. Maximum engine high full speed should match the rated or the maximum operating speed when 5 VDC is applied to the speed control input.

For 0-5 VDC speed control the (+)5 VDC signal is connected to EIC pin 10, the (-)5 VDC signal is connected to EIC pin 11.

Global CAN Data Link

Illustration 55	g03857275

The Global CAN Data Link is accessed on EIC pin 34 (Global Data Link -), EIC pin 42 (Global Data Link Shield), and EIC pin 50 (Global Data Link +).

If the wire length to the connected system exceeds 1 m, the CAN terminating resistor (120 ohm) should be moved to the end of the new trunk line.

Schematic of the Engine I/O

Illustration 56	g06012480

Telematics Addition To The CG137 Gas Compression Units

PL641 Environmental Information

Table 1

PL641 Environmental Information Table
Parameter	Specification
Operating Temperature Range	−30° C (−22.00° F) to 70° C (158.00° F) (reduced performance to 85° C (185.00° F))
Vibration	9.8G rms (0.343 oz)
Sealing	34.5 ± 3.5 kPa (5.003 ± 0.507 psi)
Operating Voltage	9 VDC to 32 VDC
Jump-start voltage	32 VDC to 48 VDC
Non-Destructive Voltage Range	-32 VDC to 180 VDC

Elite-System

When the Elite system is added to the CG137, a Gen 2 Radio and PLE Network Manager are placed on the engine to transmit diagnostic codes, event codes, engine parameters, GPS location, and Compressor data to the back office. The hardware consists of a Gen 2 Radio, Radio Harness, A5N2 ECM, Radio and ECM Bracket, and mounting hardware. Refer to REHS8850 for additional installation information.

Illustration 57	g06094806

For the CG137, the Elite Harness plugs into the Product Link Connector on the ECM box.

Illustration 58	g06095634
(2) Service Tool Connector (3) Radio Disable Switch Connector (4) TCP/IP Modbus Interface Connector (5) RS485/RS232 Modbus Interface Connector (6) Power Interconnect Connector

Service Connector:

Illustration 59	g03402798
425-6889 Cable As (Optional service tool)

• The service connector is used if the Network Manager needs updated with the latest firmware. Cat^® Electronic Technician (Cat ET) has to be used in combination with the service cable, 425-6889 Cable As, to complete the flashing of the Network Manager.

Radio Disable Switch Connector:

Table 2

Radio Disable Switch
353-4515	Toggle Switch
6T-6969	Switch Guard
433-9723	Film

Illustration 60	g03261220
353-4515 Toggle Switch (Radio disable switch)

• The radio disable connector can be used if the customer requires the radio to be disabled during certain operating conditions. The harness is shipped with a jumper installed, but a switch can be ordered to plug into this connection. This switch will remove Battery Power from the Radio.

Power Interconnect Connector:

Illustration 61	g06093903

Illustration 62	g06093955

• The Power Interconnect Connection contained in the Radio harness provides a means of connecting a separate battery source up to the Radio so it doesn’t drain the battery used for the engine. As shipped from the factory, 24 volt battery is pulled from the engine harness along with the 24 volt key switch input. To supply an additional power supply input to the radio, disconnect the two connectors from each other and leave the engine side connector unconnected while supplying a new connector with power feeds into the radio side.

TCP/IP Modbus Interface Connector:

Illustration 63	g06093959

• The TCP/IP Modbus Interface Connector provides a way for connecting to customer controls through Modbus. This connection provides translated Modbus data from the engine to the compressor controls and also from compressor controls back to the product link module for display in the back office. Refer to REHS9763 for additional information for configuring Modbus.

RS485/RS232 Modbus Interface Connector:

Illustration 64	g06093965

• The RS485/RS232 Modbus Interface Connector provides a way for connecting to customer controls through Modbus. This connection provides translated Modbus data from the engine to the compressor controls and also from compressor controls back to the product link module for display in the back office. Refer to , REHS9763 for additional information for configuring Modbus.

Antenna Installation

Illustration 65	g03582550
443-8463 Antenna As (Adhesive mount external antenna for cellular and satellite radios)

Note: Installations of the adhesive mount external antenna will have difficulty acquiring the proper adhesive properties when both the antenna and the mounting surface are below certain temperatures. For installations on a metal surface, temperatures under −6.67° C (20° F) will cause improper adhesion. For installations on a non-metallic surface, temperatures under −1.11° C (30° F) will cause improper adhesion. It is necessary to increase the temperature of the adhesive mount external antenna, and the mounting surface prior to installation. Apply direct force until the adhesive mount antenna can hold on its own. Full adhesion can take over 24 hours in colder climate.

1. When using thePL641 radio with an external antenna, the antenna must be located more than 200 mm (7.87 inch) from the machine operator to comply with FCC regulations for RF human body safety. If the PL631 Satellite antenna radio is used the distance from the machine operator increases to 500 mm.

2. When installing a cellular radio with external antenna, ensure the external antenna, is mounted a minimum of 250 mm (9.84 inch) away from any metal structures that extend above the mounting plane. Any metal obstruction for the radio will create diminished cellular and GPS connectivity.

3. When using the PL641 radio with external antenna, the external antenna must be mounted in a horizontal orientation on a flat surface.

4. The radio or antenna needs to have a clear line of sight of the sky. Usually, the canopy/container roof will provide an optimal view of the sky with minimal blockages.

5. To utilize the GPS Signal, the cellular radio or antenna may be mounted under a non-metallic cover, but not a metallic one.

6. Do not mount the radio or antenna in an area that will expose the radio or antenna to extreme conditions of heat. Exposure to high heat may make the radio or antenna inoperable. Refer to Table 1.

7. Locate the radio and antenna so that the radio and antenna connectors are not exposed to high-pressure spray or underwater immersion. Exposure to high-pressure spray or underwater immersion may compromise the connector seals and lead to connection failure.

8. Mount the antennas more than 1000 mm (39.370 inch) from radiation sources of similar frequencies and more than 250 mm (9.84 inch) from radiation sources of other parts of the spectrum. The lists of radio antennas to maintain a distance from include the citizen band radio, data radio, and commercial communication radios.

9. Keep in mind the routing of the radio and antenna cable. Route the cable such that the cable is not subject to abrasion or pinching. Do not route the cable near any source of extreme heat (exhaust). Do not mount the cable so that the limitations of temperature −40° C (−40.00° F) and 85° C (185.00° F) are exceeded.

10. The coax leads between the Product Link radio and the external antenna should not exceed 4.5 m (14.76 ft).

11. Route the coax antenna cable with a minimum bend radius of 49.5 mm (1.94 inch). Bend radius depends on the type of cable used. Do not bend the radius any less than ten times the diameter of the cable. The Antenna and extension coax should not be bundled with or routed right next to any power cable lengths having any Beacon, HID, or other noisy electrical source.

12. Locate a clean dry location where the external antenna can be mounted horizontally with clear line of site to the sky.

    Note: Ensure that the cable length of the external antenna is long enough to reach to the mounted location of the PL641 cellular radio.

13. Install the antenna.

    • Remove the adhesive cover tab on the back of the 443-8463 Antenna As. This will expose the adhesive mounting surface of the external antenna. Apply the adhesive surface to the previously chosen clean dry surface.

    Note: For antennas requiring an isolation mount refer to "Isolated Hard Mount Antenna Installation".

14. Connect the coax cables to the external antenna and the PL641 cellular radio.

15. When using a dual-mode external antenna, that has cellular and satellite connections, it is possible to connect the antenna backwards. Ensure that the coax cable with the image of the cellular tower is connected to the cellular radio. The coax wire color will be brown for cellular and white for satellite. If the external antenna is hooked up incorrectly, an event will become active.

Warning Label Installation

Illustration 66	g03356592

Install the warning film in a location such as the dash or control panel. Ensure that the warning film is clearly visible to the operator during the normal operation of the equipment.

Show/hide table

This equipment is equipped with a Cat® Product Link communication device. When electric detonators are being used for blasting operations, radio frequency devices can cause interference with electric detonators for blasting operations which can result in serious injury or death. The Product Link communication device should be deactivated within the distance mandated under all applicable national or local regulatory requirements. In the absence of any regulatory requirements Caterpillar recommends the end user perform their own risk assessment to determine safe operating distance.

The blast site is defined as the area that handles explosive material during loading. Included is the perimeter that is formed by the loaded blast holes.

If required, the following are suggested methods to disable the Caterpillar Product Link communication device:

• Turn the Product Link radio disable switch to the "OFF" position.

• Disconnect the Caterpillar Product Link communication device from the main power source. This action is performed by disconnecting the wiring harness at the Product Link radio.

Note: If no radio disable switch is installed and the equipment will be operating near a blast zone, a radio disable switch may be installed. The switch will allow the Caterpillar Product Link communication device to be shut off by the operator from the equipment control panel. Refer to Special Instruction, REHS7339, Special Instruction, REHS8850, Special Instruction, REHS9111, and Special Instruction, REHS9757 for more details and installation instructions.