| Configuration Parameters for G3500TA Engines | ||
|---|---|---|
| Description | Default Value | Configurable Options |
| ECM Identification Parameters | ||
| "Equipment ID" | ||
| "Engine Serial Number" | ||
| "ECM Serial Number" | ||
| "Software Group Release Date" | ||
| "Software Group Part Number" | ||
| "Software Group Description" | ||
| Passwords | ||
| "Customer Password #1" | ||
| "Customer Password #2" | ||
| Security Access Parameters | ||
| "CAN Communication Protocol Write Security" | ||
| "CAN Communication Protocol Read Security" | ||
| "Total Tattletale" | ||
| Timing Control | ||
| "First Desired Timing" | 19 deg BTDC | 4 to 25 deg BTDC |
| Air/Fuel Ratio Control | ||
| "Desired Emissions Gain Adjustment Percentage" | 0% | -120% to 120% |
| Gaseous Fuel Parameters | ||
| "Fuel Quality" | 910 BTU | 500 to 2500 BTU |
| "Gas Specific Gravity" | .53 | .2 to 2 |
| "Fuel Specific Heat Ratio" | 1.32 | 1.05 to 1.65 |
| Speed Control | ||
| "Low Idle Speed" | 900 rpm | 700 to 1050 rpm |
| "Minimum Engine High Idle Speed" | 900 rpm | 700 to 1050 rpm |
| "Maximum Engine High Idle Speed" | 1400 rpm | 900 to 1400 rpm |
| "Engine Acceleration Rate" | 20 rpm/sec | 2 to 40 rpm/sec |
| "Desired Speed Input Configuration" | 0-5VDC | 0-5 VDC
4-20 ma CAN PWM |
| "Secondary Desired Speed Input Configuration" | Not Installed | 0-5VDC
4-20 ma CAN PWM |
| "Governor Type Setting" | Isochronous | Isochronous |
| Governor Gain Parameters | ||
| "Governor (Proportional) Gain Percentage" | 100% | 10 to 500% |
| "Governor (Integral) Stability Percentage" | 100% | 10 to 500% |
| Engine State Control | ||
| "Air Filter Restriction Switch Installation Status" | Not Installed | Not Installed
Installed |
| "Engine State Control Input Configuration" | CAN Input | CAN Input
Hardwired Input |
| "Starting System #1 Type" | Air | Air
Electrical Not Installed |
| "Driven Equipment Delay Time" | 20 seconds | 0 to 300 seconds |
| "Engine Purge Cycle Time" | 3 seconds | 0 to 120 seconds |
| "Crank Terminate rpm" | 250 rpm | 200 to 700 rpm |
| "Crank Duration" | 60 seconds | 0 to 60 seconds |
| "Cycle Crank Time" | 300 seconds | 0 to 500 seconds |
| "Cooldown Duration" | 0 minutes | 0 to 30 minutes |
| "Engine Speed Drop Time" | 30 seconds | 0 to 200 seconds |
| Engine Prelubrication | ||
| "Engine Pre-Lube" | Enabled | Enabled
Disabled |
| "Engine Pre-Lube System Configuration" | Automatic | Automatic
Continuous |
| "Engine Ready to Start Pre-Lube Duration" | 120 seconds | 0 to 1800 seconds |
| "Engine Post-Lube Duration" | 30 seconds | 0 to 120 seconds |
The customer can assign an "Equipment ID" for identification for the engine application.
The engine serial number is programmed into the ECM at the factory. The number is stamped on the engine information plate.
Customer Password #1 and Customer Password #2
The "Customer Password #1" parameter and the "Customer Password #2" parameter can be defined by the customer. The passwords are used to protect certain configuration parameters from unauthorized changes. Refer to Troubleshooting, "Customer Passwords" for details.
CAN Communication Protocol Write Security
CAN Communication Protocol Read Security
This parameter is used to display the number of changes that have been made to the configuration parameters.
The "Desired Timing" parameters allow the customer to program the timing of the ignition spark of the electronic system to meet the needs for specific applications and specific installations. The desired timing value can be changed while the engine is running or while the engine is stopped. The value that is entered for the desired timing is the ignition timing when the engine is operating at rated speed and at full load.
Note: The actual ignition timing at a given instance may vary from the desired timing value. This variance is due to variations in the engine speed or the detonation.
The range for programming the desired timing is 4 degrees to 25 degrees before the top center (TC) position.
The "First Desired Timing" is determined with the methane number of the primary fuel that is used.
Use the Engine Performance Sheet, "Fuel Usage Guide"
Note: Determine the desired timing by using the Caterpillar Software , "Gas Engine Rating Pro (GERP)" with the results that are from the fuel analysis. Use of only the data from the gas analysis can result in incorrect settings.
Note: The timing select switch input at terminal 44 of the J1 ECM connector, must be open circuit (not connected to ground), for the ECM to use the programmed "First Desired Timing".
Before the initial start-up, a current gas analysis is required. Periodic gas analyses are also recommended. Use the Caterpillar Software , "Gas Engine Rating Pro (GERP)" to calculate the parameters for air/fuel ratio control for Caterpillar Gas Engines. The results are programmed into the ECM.
Note: Is important to use the Caterpillar Software , "Gas Engine Rating Pro (GERP)". The improper programming of the air/fuel ratio control can result in damage to the engine.
Desired Emissions Gain Adjustment Percentage
The engine software contains air/fuel ratio control maps which regulate the amount of fuel being delivered based on engine operating conditions and various engine temperature, pressure, and fuel quality feedback. The "Desired Emissions Gain Adjustment Percentage" is used to trim the control map when the engine is in"Oxygen Feedback" mode. If the measured air/fuel ratio concentration is not within the desired range, increase the emissions gain percentage to enrich the fuel mixture and decrease the emissions gain percentage to lean the fuel mixture.
Air/Fuel Ratio Proportional Gain Percentage
The "Air/Fuel Proportional Gain" determines the speed of the fuel metering valve response when you make adjustments for the difference between the actual air/fuel ratio and the desired air/fuel ratio.
The factory default setting is zero. This value should not require adjustment. If problems occur, this parameter is one of the last parameters that should be adjusted. Adjustment of the parameter toward negative values reduce the speed of the fuel metering valve response and positive values increase the speed of the fuel metering valve response.
Air/Fuel Ratio Integral Gain Percentage
The "Air/Fuel Integral Gain" determines the response of the fuel metering valve for the elimination of the error in the difference that is between the desired air/fuel ratio and the actual air/fuel ratio.
The factory default setting is zero. This value should not require adjustment. If problems occur, this is one of the last parameters that should be adjusted. Adjustment of the parameter toward negative values reduce the response of the valve and positive values increase the response of the valve.
Emissions Feedback Mode Configuration
The"Emissions Feedback Mode Configuration" parameter can be set to "Emissions Feedback" or to"Feedback Disabled". This feature allows the feedback control to be disabled to determine if the air/fuel ratio control is the cause of a problem with engine instability.
If a problem with the oxygen sensor is suspected, set this parameter to "Feedback Disabled". This setting will place the engine control in open loop mode. Use the "Emissions Feedback Mode Configuration" parameter to adjust the air/fuel mixture for the engine. An emissions analyzer must be used to verify the emissions levels of the engine while the engine is operated in open loop mode.
Note: Do not leave an engine that is operating in open loop mode unattended.
This parameter is the fuel Low Heat Value (LHV). The air/fuel ratio control of the ECM will compensate for some inaccuracy in this setting. The ECM derives a corrected value that is multiplied by the "Fuel Correction Factor". The status of the parameter can be viewed with Cat ET.
The "Fuel Quality" parameter can be used to change the air/fuel ratio when the engine is operating in the open loop mode. To richen the air/fuel mixture, reduce the value. The calculation will compensate for the reduced LHV by increasing the fuel flow. To lean the air/fuel mixture, increase the value. The calculation will compensate for the increased LHV by reducing the fuel flow.
This parameter is the fuelspecific gravity in relation to the specific gravity of air. The ECM does not use this information. The ECM provides the information to the fuel metering valve via the CAN data link. Some fuel metering valves require an input for the "Gas Specific Gravity" to precisely meter the fuel flow.
This parameter is a ratio of the fuelspecific heat at a constant pressure and at a constant volume. The ratio is also known as "k". The ratio is related to the expansion of the gas across the fuel metering valve. The ECM does not use this information. The ECM provides the information to the fuel metering valve via the CAN data link. Some fuel metering valves require an input for the "Fuel Specific Heat Ratio" to precisely meter the fuel flow.
Program this parameter to the desired low idle rpm.
Program this parameter to the desired minimum high idle rpm. The actual high idle speed is regulated by the desired speed input. The regulation is linear in proportion to the input. An input of 0 percent results in the minimum high idle rpm and an input of 100 percent results in the maximum high idle rpm.
The "Minimum High Idle Speed" and the "Maximum High Idle Speed" determine the slope of the desired speed input.
Program this parameter to the desired maximum high idle rpm. The actual high idle speed is regulated by the desired speed input. The regulation is linear in proportion to the input. An input of 0 percent results in the minimum high idle rpm and an input of 100 percent results in the maximum high idle rpm.
This parameter controls the rate for engine response to a change in the desired engine speed. For example, the engine can be programmed to accelerate at a rate of 50 rpm per second when the "Idle/Rated" switch is turned to the "Rated" position.
This parameter is also used for the engine rate of deceleration.
Desired Speed Input Configuration
This parameter determines the signal input to the ECM for control of the desired speed for the engine. The signal can be either a 0 VDC to 5 VDC, 4 mA to 20 mA, PWM, or CAN input.
Secondary Desired Speed Input Configuration
This parameter determines the signal input to the ECM for control of the desired speed for the engine. The signal can be either a 0 VDC to 5 VDC, 4 mA to 20 mA, PWM, or CAN input.
Governor (Proportional) Gain Percentage
This parameter is based on a proportional multiplier. The "Governor (Proportional) Gain Percentage" determines the speed of the throttle actuator response in adjusting for the difference between the actual speed and the desired speed. Increasing this value provides a faster response to the difference between the actual speed and the desired speed.
This parameter is used for synchronization during engine operation at no load.
Governor (Integral) Stability Percentage
This parameter is based on an integral multiplier. The "Governor (Integral) Stability Percentage" controls the speed for elimination of the error in the difference between the actual speed and the desired speed. Increasing this value provides less damping.
This parameter is used for synchronization during engine operation at no load.
Air Filter Restriction Switch Installation Status
Engine State Control Input Configuration
This parameter is used to select the type of input signal that is used for start/stop control
This parameter defines the type of primary starting system that has been installed on the engine.
The ECM accepts an input from the driven equipment that indicates when the equipment is ready for operation. When the input circuit is grounded, the driven equipment is ready. The ECM will not start the engine until this ECM input is grounded.
The ECM can be programmed to wait for a certain period after receiving a start command before starting the engine. This action allows the driven equipment to get ready for operation.
When the ECM receives a start command, the ECM will wait for the amount of time that is programmed into the "Driven Equipment Delay Time". If the "Driven Equipment Delay Time" elapses and the input circuit is not grounded, an event code is activated. The engine will not start.
If the "Driven Equipment Delay Time" is programmed to "0", the delay is disabled.
The "Engine Purge Cycle Time" is the duration of time for the engine to crank without fuel or spark during the crank cycle. The "Engine Purge Cycle Time" allows any unburned fuel to exit through the exhaust before the fuel and the ignition are enabled.
The ECM disengages the starting motor when the engine speed exceeds the programmed "Crank Terminate RPM". This parameter is preset at the factory and this value should be sufficient for all applications.
The "Crank Duration" is the duration of time for activation of the starting motor and the gas shutoff valve for start-up. If the engine does not start within the specified time, the attempt to start is suspended for a "Rest Cycle" that is equal to the "Crank Duration".
The "Cycle Crank Time" is the total time allowed for attempting an engine start-up. A timer starts when the system enters the CRANK state. During any step of the process if the timer exceeds "Total Cycle Crank Time", an Over-crank event (1664-31 Engine Automatic Start Failed) is generated and the system switches to the STOP State.
| Examples of the Settings for Start-up | |
|---|---|
| Parameter | Time |
| "Purge Cycle Time" | 10 seconds |
| "Crank Duration" | 30 seconds |
| "Cycle Crank Time" | 280 seconds |
The following sequence will occur if the parameters are programmed according to the example in Table 2:
- The fuel and the ignition are OFF. The engine will crank for 10 seconds to purge gas from the engine and from the exhaust system.
- The fuel and the ignition are enabled. The engine will continue to crank for a maximum of 30 seconds.
- If the engine does not start, the ignition, the fuel, and the starting motor are disabled for a 30 second "Rest Cycle".
With this example, a complete cycle is 70 seconds: a purge cycle of 10 seconds, a cycle crank of 30 seconds and a rest cycle of 30 seconds. The "Crank Cycle Time" of 280 seconds allows for 4 crank cycles to occur before a (1664-31 Engine Automatic Start Failed) is generated.
When the ECM receives a stop request, the engine will continue to run in the "Cooldown Mode" for the programmed cooldown period. The cooldown mode is exited early if a request for an emergency stop is received by the ECM. If the "Cooldown Duration" is programmed to zero, the engine will immediately shut down when the ECM receives a stop request.
This parameter is activated when the ECM receives the signal for stopping the engine. This input ensures the shutdown in case the Gas Shutoff Valve (GSOV) fails to close.
After the cool down period has elapsed, the ECM signals for the GSOV to close. The ignition continues until the engine speed drops below 40 rpm. If the engine rpm does not drop below 100 rpm within the programmed speed drop time, the ECM terminates the ignition and the ECM issues an emergency stop. The speed drop time is configurable in the configuration screen using Cat ET.
Engine prelube applies lubricating oil to the bearings before the engine is cranked. The postlube cycle lubricates the shaft bearings for the turbocharger during shutdown as the engine coasts to a stop . Enabling the engine prelube also enables the engine postlube.
Engine Pre-Lube System Configuration
This parameter is used to read and program the configuration of the Engine Pre-Lube System. If the configuration is set to Automatic, the system will pre-lube only after receiving an engine start command. If the configuration is set to Continuous, the system will pre-lube as necessary to ensure that the engine is always ready to start immediately.
Engine Ready to Start Pre-Lube Duration
The ECM energizes the pre-lube pump solenoid prior to cranking the engine. The ECM uses a switch input to monitor the engine for acceptable pre-lube pressure. After the pre-lube is completed, the pre-lube pressure switch closes. If the ECM does not detect closure of the switch within the programmable"Engine Pre-Lube Time Out Period", the ECM monitors the engine oil pressure sensor. If the engine oil pressure is insufficient, an event code is activated and the starting sequence is terminated. The range for the "Engine Pre-Lube Time Out Period" is 30 to 300 seconds.
Once in the postlube cycle, the system runs the prelube pump for a programmable time. Enabling the engine prelube also enables the engine postlube.
The "Engine Prelube" parameter must be enabled and the "Engine Postlube Duration" parameter must be configured in order for the engine postlube to be enabled.