Parameters
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| VIMS Parameter Description List | |||||
|---|---|---|---|---|---|
| Parameter Number | VIMS
Abbreviated Name |
VIMS
Full Name |
Source Module(s) | Signal
Type |
Parameter Description |
| 99 | "THROTTL LCK ENABL" | Throttle Lock Enable Switch | 36 | Calculated | This indicates the position of the throttle lock enable switch. The switch is either ON or OFF. |
| 100 | "ENG SPD" | Engine Speed | 36/57/58 | Frequency | This is the actual rotational speed of the crankshaft. The sensor is mounted on the flywheel housing (994) or on the camshaft (engine ECM). The sensor generates a signal that varies in frequency as the teeth on the gear pass. The signal is sent to an ECM. The ECM uses the signal in order to determine the speed of the engine. |
| 101 | "TRBO IN PRES" | Turbo Inlet Pressure | 36 | Analog | The pressure sensor for the turbocharger air inlet sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received. |
| 102 | "LT TRBO IN PRES" | Left Turbocharger Inlet Pressure | 36 | Analog | The left turbocharger inlet pressure sensor sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received. |
| 103 | "RT TRBO IN PRES" | Right Turbocharger Inlet Pressure | 36 | Analog | The right turbocharger inlet pressure sensor sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received. |
| 104 | "PEAK AIR FLTR" | Peak Air Filter (Restriction) | 36 | Calculated | This is used to show the peak or maximum air filter restriction for a given period of time. The engine ECM calculates this value by subtracting the value of the atmospheric pressure from the value of the turbocharger inlet pressure. |
| 104 | "AIR FLTR" | Air Filter (Restriction) | 36 | Calculated | This indicates the degree of restriction of the engine air filter. The engine ECM uses the atmospheric air pressure and the turbocharger air inlet pressure in order to calculate the amount of restriction across the engine air filter. The engine power is derated 2 percent per kPa of pressure difference above 6.5 kPa, up to a maximum total engine derate of 20 percent. The engine power is derated up to 20 percent, if the engine ECM senses a malfunction of either of these pressure sensors. |
| 105 | "BOOST PRES" | Boost Pressure | 36 | Analog | The turbocharger outlet pressure sensor sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates boost according to the voltage that is received by subtracting atmospheric pressure. |
| 106 | "LT EXH TEMP" | Left Exhaust Temperature | 36/57/58 | PWM | This is the temperature within the left exhaust manifold of the engine. An ECM receives a signal that changes in pulse width as the exhaust within the left exhaust manifold changes temperature. The ECM uses the pulse width that is received in order to determine the temperature. |
| 107 | "RT-LT EXH TEMP" | Right Minus Left Exhaust Temperature | 49 | Calculated | The VIMS calculates this value by subtracting the left manifold exhaust temperature from the right manifold exhaust temperature. |
| 108 | "RT EXH TEMP" | Right Exhaust Temperature | 36/57/58 | PWM | This is the temperature within the right exhaust manifold of the engine. An ECM receives a signal that changes in pulse width as the exhaust within the right exhaust manifold changes temperature. The ECM then uses the pulse width that is received to determine the temperature. |
| 109 | "TRBO OUT PRES" | Turbocharger Outlet Pressure | 36 | Analog | The turbocharger outlet pressure sensor sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received. |
| 110 | "AFTCLR TEMP" | Aftercooler Temperature (Coolant) | 36/57 | PWM | This is the temperature of the coolant outlet of the engine aftercooler. The sensor sends a signal that changes in pulse width to an ECM. The ECM then uses the pulse width that is received to determine the temperature. |
| 111 | "F AFTRCLR TEMP" | Front Aftercooler Temperature (Coolant) | 36/57 | PWM | This is the temperature in the front section of the engine aftercooler. The sensor sends a signal that changes in pulse width to an ECM. The ECM uses the pulse width that is received to determine the temperature. |
| 112 | "R AFTRCLR TEMP" | Rear Aftercooler Temperature (Coolant) | 36/57 | PWM
or Analog |
This is the temperature in the rear section of the engine aftercooler. The sensor sends a signal that changes in pulse width to an ECM. The ECM uses the pulse width that is received to determine the temperature. |
| 113 | "START AID SW" | Start Aid Switch | 36 | Switch | This indicates the status of the start aid switch. The start aid switch is either ON or OFF. |
| 114 | "WASTEGATE POS" | Position of the Wastegate Valve | 36 | Analog | This is the position of the wastegate valve on the outlet of the turbocharger. The position sensor for the wastegate has an output that changes in voltage as the position of the wastegate valve changes. The engine ECM calculates the position of the wastegate from the voltage that is received. |
| 115 | "COOL FAN SPD" | Speed of the Cooling Fan | 36 | Frequency | This is the speed of the shaft of the engine cooling fan. The sensor that is mounted on this shaft generates a signal that varies in frequency. The signal changes as the speed of the cooling fan changes. The engine ECM calculates the speed of the engine cooling fan from the signal that is received. |
| 116 | "ENG COLD MODE" | Cold Mode Status | 36 | Calculated | This indicates the cold mode status. The status is calculated by the engine ECM. The status is either ON or OFF. |
| 117 | "ENG DERATE" | Engine Power Derate Percentage | 36 | Calculated | This is used to read the present engine power derate percentage. Zero indicates that the engine power is NOT derated. |
| 118 | "AIR FLTR" | Peak Air Filter Restriction | 36 | Calculated | This indicates the restriction of the peak air filter. The amount of restriction is calculated by the engine ECM. |
| 119 | "ETHER INJEC" | Ether Injection | 36 | Calculated | This indicates when ether is being injected into an engine as a starting aid. |
| 120 | "FUEL POS" | Fuel Position | 36 | Calculated | This is calculated by the engine ECM after considering the desired engine speed, fuel ratio control (FRC), and actual engine speed. |
| 121 | "ENG LOAD" | Engine Load | 36 | Calculated | This is calculated by the engine ECM. The engine ECM considers the data that is listed below for this calculation:
Engine speed Position of the throttle switch Throttle position Boost pressure Atmospheric pressure This is shown as a percent of a full load. |
| 122 | "FUEL FLTR" | Fuel Filter (Bypass) | 36/57/58 | Switch | This is the status of the fuel filter. The status is PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the plunger of the switch moves. This allows the switch contacts to open. This tells the ECM that the filter is PLUGGED. With normal operation, the switch is closed to ground. |
| 123 | "FUEL LVL" | Fuel Level | 57/58/50 | PWM | This is the level of fuel in the fuel tank. The fuel level is measured by a fuel level sensor that is mounted in the bottom of the fuel tank (Off-highway trucks/ Large excavators). This sensor sends an ECM a pulse that varies in width as the fuel level changes. The fuel level is then calculated according to the pulse width that is received. The sensor also takes the temperature of the fuel into consideration, and changes the pulse width accordingly. Large wheel loaders use a resistive sensor and float that connects to a PWM buffer. |
| 124 | "THROTTL SW POS" | Throttle Switch Position | 36 | Switch | This is the present setting of the ten position throttle switch. (Large excavtors only) |
| 125 | "THROTTL POS" | Throttle Position | 36 | PWM | The is the position of the throttle foot pedal. The throttle position sensor has a pulse output that changes in width as the foot position of the pedal changes. The engine ECM uses the pulse width that is received to determine the position of the throttle. |
| 126 | "FUEL FLOW" | Fuel Flow | 36 | Calculated | This is calculated by the VIMS from the Fuel Flow Engl parameter received from the engine ECM. The Fuel Flow Engl value (parameter 127, in gal/sec), is converted to this fuel flow (parameter 126). This represents the rate at which fuel is used by the engine. The units for this parameter are gallons per hour. |
| 127 | "FUEL FLOW ENGL" | Fuel Flow (English Units) | 36 | Calculated | This value is calculated by the engine ECM. The value is used to show the rate at which fuel is used by the engine (English units). This value is used on older machines. The units are gallons per second. |
| 128 | "FUEL PRES" | Fuel Pressure Filtered (Primary) | 57/58 | PWM | This is the fuel pressure that is present after the fuel filter. |
| 129 | "ENG FUEL RATE" | Engine Fuel Rate | 36 | Calculated | This value is calculated by the engine ECM This is the rate at which fuel is used by the engine. The units are liters per hour. |
| 130 | "ENG OIL LVL" | Engine Oil Level | 36/57/58 | Switch | This is used to tell the engine ECM when the engine oil level is less than the minimum level that is desired. , The switch is open when the oil level is low. In normal operation, the switch is closed to ground. |
| 131 | "ENG OIL PRES" | Engine Oil Pressure | 36/58 | Analog | This is the oil pressure inside of the the engine after the oil filter. The sensor sends a signal that varies in voltage to an ECM. The ECM then calculates the pressure according to the voltage that is received. Actual warning pressure depends upon the engine speed. |
| 132 | "ENG OIL PRES AB" | Engine Oil Pressure (Absolute) | 36 | Analog | The oil pressure (absolute) inside the engine. The sensor sends to an ECM an voltage that varies as the pressure changes. The ECM then calculates the pressure according to the voltage that it receives. Actual warning pressure depends upon the engine speed. Atmospheric pressure is taken into account for this calculation. |
| 133 | "CNKCASE PRES" | Crankcase Pressure | 36 | Analog | The pressure inside the crankcase. The sensor sends the engine ECM a voltage that varies as the pressure changes. The engine ECM then calculates the pressure according to the voltage that it receives. |
| 134 | "ENG COOL FLOW" | Engine Coolant Flow | 57/58 | Switch | This switch notifies the VIMS of the status of coolant flow in the engine cooling system (water jacket). During normal operation, the coolant flow switch is closed to ground. The switch opens when coolant flow is less than specified. |
| 135 | "ENG COOL TEMP" | Engine Coolant Temperature | 36/58 | PWM | This is the coolant temperature in the engine cooling system. An ECM receives a signal that changes in voltage or pulse width as the engine coolant temperature changes. The ECM then determines the temperature from the signal that is received. |
| 136 | "HYD COOLR BLKR" | Hydraulic Cooler Blocker | 49 | Switch | This is the state of the Hydraulic Oil Cooler Blocker. The status is either ON or OFF. ON means that the hydraulic oil is blocked from passing through the oil cooler assembly while the machine is warming up. |
| 137 | "AFTRCLR LVL" | Aftercooler (Coolant) Level | 57/58/50 | Switch | This switch notifies the VIMS of the status of the coolant level of the aftercooler. The switch (sensor) opens when the coolant level is low. During normal operation the switch is closed to ground. This switch (sensor) is an capacitive type switch that is activated only by water or anti-freeze. |
| 138 | "ENG COOL LVL" | Engine Coolant Level | 57/58 | Switch | This switch notifies the VIMS of the status of the engine coolant level. The switch (sensor) opens when the coolant level is low. During normal operation the switch is closed to ground. This switch (sensor) is an capacitive type switch that is activated only by water or anti-freeze. |
| 140 | "SYS VOLTAGE" | System Voltage | 49 | Calculated | This is the actual voltage that exists between the positive battery terminal of the machine and frame ground measured at the main module. |
| 141 | "MAIN PILOT PRES" | Main Pilot Pressure | 49 | PWM | This is the main pilot pressure of the hydraulic system. This pilot pressure includes the swing, implement and travel pilot pressures. An ECM receives a signal that varies in pulse width as the pressure changes. |
| 142 | "IMPL PRES" | Implement Pilot Oil Pressure | 58 | PWM | This indicates that the pressure of the pilot oil for the implements. An ECM receives a signal that varies in pulse width as the pressure changes. |
| 143 | "IMPL PRES SW" | Implement Pressure Switch | 58 | Switch | This is the implement pressure switch status. The status of this switch indicates when the boom, bucket or stick function are active or inactive. |
| 144 | "UNFLTR OIL PRES" | Unfiltered Oil Pressure | 36 | Analog | This is the absolute pressure (inlcudes atmospheric pressure) of the engine oil before the engine oil filter. The engine ECM receives a voltage that changes as the pressure changes. |
| 145 | "HI BOOST PRES " | Boost Pressure Front or Rear High | 49 | Calculated | This parameter monitors the warning status from the engine ECM to determine if the front or rear boost pressure is high. |
| 146 | "LO BOOST PRES" | Boost Pressure Front or Rear Low | 49 | Calculated | This parameter monitors the warning status parameter from the engine ECM to determine if the front boost pressure is low or the rear boost pressure is low. |
| 147 | "CNKCASE PRES" | Crankcase Air Pressure (Gauge) | 36 | PWM | The air pressure that is present inside of the crankcase. |
| 149 | "COLD CYL CUTOUT" | Cold Cylinder Cutout | 36 | Calculated | This is used to read and program the Cold Cylinder Cutout Strategy status. |
| 150 | "AVE CYL TEMP" | Engine Cylinder No. 1 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 1 engine cylinder. |
| 151 | "INJ-CYL 1 TEMP" | Engine Cylinder No. 1 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 1 engine cylinder. |
| 152 | "INJ-CYL 2 TEMP" | Engine Cylinder No. 2 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 2 engine cylinder. |
| 153 | "INJ-CYL 3 TEMP" | Engine Cylinder No. 3 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 3 engine cylinder. |
| 154 | "INJ-CYL 4 TEMP" | Engine Cylinder No. 4 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 4 engine cylinder. |
| 155 | "INJ-CYL 5 TEMP" | Engine Cylinder No. 5 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 5 engine cylinder. |
| 156 | "INJ-CYL 6 TEMP" | Engine Cylinder No. 6 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 6 engine cylinder. |
| 157 | "INJ-CYL 7 TEMP" | Engine Cylinder No. 7 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 7 engine cylinder. |
| 158 | "INJ-CYL 8 TEMP" | Engine Cylinder No. 8 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 8 engine cylinder. |
| 159 | "INJ-CYL 9 TEMP" | Engine Cylinder No. 9 Exhaust Temperature | 36 | Analog | The temperature of the No. 9 engine cylinder. |
| 160 | "INJ-CYL 10 TEMP" | Engine Cylinder No. 10 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 10 engine cylinder. |
| 161 | "INJ-CYL 11 TEMP" | Engine Cylinder No. 11 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 11 engine cylinder. |
| 162 | "INJ-CYL 12 TEMP" | Engine Cylinder No. 12 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 12 engine cylinder. |
| 163 | "INJ-CYL 13 TEMP" | Engine Cylinder No. 13 Exhaust Temperature | 36 | Analog | TThe temperature of the exhaust of the No. 13 engine cylinder. |
| 164 | "INJ-CYL 14 TEMP" | Engine Cylinder No. 14 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 14 engine cylinder. |
| 165 | "INJ-CYL 15 TEMP" | Engine Cylinder No. 15 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 15 engine cylinder. |
| 166 | "INJ-CYL 16 TEMP" | Engine Cylinder No. 16 Exhaust Temperature | 36 | Analog | The temperature of the exhaust of the No. 16 engine cylinder. |
| 167 | "ENG PRELUBE" | Engine Pre-Lube Mode | 36 | Calculated | This indicates the current mode of the engine pre-lube system. The engine prelube modes are as follows:
Pre-Lube is OFF Pre-Lube is ON Pre-Lube is DISABLED Pre-Lube is COMPLETED |
| 168 | "LT AIR FLTR RES" | Left Air Filter Restriction | 36 | Calculated | This is the pressure drop across the left air filter. The pressure is calculated by subtracting the left turbocharger inlet pressure from the atmospheric pressure. |
| 169 | "RT AIR FLTR RES" | Right Air Filter Restriction | 36 | Calculated | This is the pressure drop across the right air filter. The pressure is calculated by subtracting the right turbocharger inlet pressure from the atmospheric pressure. |
| 171 | "ENG OIL PRES ST" | Engine Oil Pressure Status | 36/34/33 | Calculated | This is the status of the engine oil pressure. The status of the engine oil pressure is OK, LO or HI. |
| 172 | "CRNK WO INJ ST" | Crank Without Injection Status | 36/34/33 | Switch | This reads the crank without injection status. The crank without injection status is either ON or OFF. |
| 173 | "THROTTL SW1 ST" | Throttle Switch No. 1 Status | 36 | Switch | This indicates the status of the No. 1 throttle switch. The switch contacts are closed (grounded) when the the status switch is ON. |
| 174 | "THROTTL SW2 ST" | Throttle Switch No. 2 Status | 36 | Switch | This indicates the status of the No. 2 throttle switch. The switch contacts are closed (grounded) when the the status switch is ON. |
| 175 | "THROTTL SW3 ST" | Throttle Switch No. 3 Status | 36 | Switch | This indicates the status of the No. 3 throttle switch. The switch contacts are closed (grounded) when the the status switch is ON. |
| 176 | "THROTTL SW4 ST" | Throttle Switch No. 4 Status | 36 | Switch | This indicates the status of the No. 4 throttle switch. The switch contacts are closed (grounded) when the the status switch is ON. |
| 177 | "RT AIR FLTR" | Right Air Filter Restriction | 36 | Switch | This is the pressure drop across the right air filter. An open switch means a plugged filter. |
| 178 | "LT AIR FLTR" | Left Air Filter Restriction | 36 | Switch | This is the pressure drop across the left air filter. An open switch means a plugged filter. |
| 179 | "AIR FLTR STATUS" | Air Filter Restriction Status | 36 | Switch | This is the status of the air filter. The air filter is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the plunger of the switch moves and allows the switch contacts to open telling the ECM that the filter is PLUGGED. With normal operation the switch is closed to ground. |
| 180 | "ENG STATUS" | Overall Truck Engine Status. | 36 | Calculated | This indicates the status of the engine. This parameter provides the status (enabled or disabled) of the features that are listed below:
Altitude Derate Cold Mode Cell Throttle Elevated Idle Engine Derate Engine Speed Cold Cylinder Cutout Low FUel Pressure Emergency Stop Shutdown Fuel Injection High Hydraulic Oil Temperature High Coolant Temperature Low Oil Pressure |
| 181 | "ALTERNATOR #1" | Alternator No.1 | 50 | Frequency | This is the speed as indicated by the signal from the alternator R terminal. The R terminal signal is affected by belt slip and the health of the alternator. |
| 182 | "ALTERNATOR #2" | Alternator No.2 | 87 | Frequency | This is the speed as indicated by the signal from the alternator R terminal. The R terminal signal is affected by belt slip and tthe health of the alternator. |
| 184 | "THROTTL BYPASS" | Throttle Bypass | 36 | Switch | This is the throttle override status. The status is either OFF or ON. |
| 188 | "TURBO INLET TEMP" | Turbo Inlet Temperature | 36 | Analog | The temperature of the turbo inlet air to the engine. |
| 230 | "FNL LUBE PRES" | Final Drive Lube Low Pressure | 116 | Switch | The status (OK, LOW or HIGH) of the final drive (differential) pump pressure, as indicated by a switch or sensor. |
| 231 | "BVL DIFF FLTR" | Diferential (Bevel Gear) Filter Status | 116 | Switch | The status of the differential (bevel gear) filter as indicataed by a switch or sensor. The status is either PLUGGED or OK. |
| 232 | "BVL PMP PRES" | Differential (Bevel Gear) Lube Pressure | 116 | PWM | This is the differential (bevel gear) lube pressure. The ECM reads the pulse width of the signal and determines the pressure from the signal that is received. |
| 233 | "FNL LUBE FLTR" | Final Drive Filter Switch | 116 | Switch | This is the status of the final drive (differential) filter switch. The status is either PLUGGED or OK. |
| 234 | "DIFF OIL LVL" | Differential Oil Level | 116 | Switch | This is the position of the differential (drive axle) oil level switch. |
| 235 | "DIFF TEMP" | Differential Oil Temperature | 116 | PWM | This is the temperature of the oil in the differential (axle). The ECM reads the pulse width of the signal and determines the pressure from the signal that is received. |
| 240 | "GND LVL SHUTDN R" | Ground Level Shutdown Signal Rear | 36 | Switch | This is the status of the rear ground level shutdown switch. The status is either ON or OFF. |
| 250 | "GND LVL SHUTDN F" | Ground Level Shutdown Signal Front | 33 | Switch | This is the status of the front ground level shutdown switch. The status is either ON or OFF. |
| 251 | "ENG DERATE F" | Engine Derate Percentage Front | 33 | Analog | This indicates the present front engine power percentage. Zero indicates the engine is not derated |
| 252 | "GOV STATUS F" | Slave Governing Status Front Engine | 34 | Calculated | This indicates the governing status (ALONE or SLAVE) of the front engine slave ECM. |
| 253 | "F AFTRCLR TEMP" | Front Aftercooler Temperature (Coolant) | 33 | PWM | This is the temperature of the coolant in the engine front aftercooler system. ON MACHINES WITH TWO ENGINE AFTERCOOLER COOLANT TEMPERATURE SENSORS THIS REFERS TO THE FRONT ENGINE AFTERCOOLER COOLANT TEMPERATURE. |
| 255 | "BOOST PRES F" | Engine Outlet (Boost) Pressure Front | 33 | Analog | This is the pressure downstream on the compressor discharge side of the turbocharger on the front engine. |
| 256 | "CNKCASE PRES F" | Engine Crankcase Pressure Front | 33 | PWM | This is the pressure inside the crankcase of the front engine. |
| 258 | "F ENG LOAD" | Engine Load Front | 33 | Analog | This is the actual percentage of engine load. |
| 259 | "ENG OIL FLTR F" | Engine Oil Filter Differential Pressure (Gauge) Front | 33 | PWM | This is the pressure drop across the engine oil filter for the front engine. |
| 260 | "ENG OIL LVL F" | Engine Oil Level Front | 33 | Switch | This is the level of the oil in the crankcase for the front engine. |
| 261 | "ENG OIL PRES F" | Engine Oil Pressure Front | 33 | Analog | This is the oil pressure inside the front engine. The sensor sends to an ECM a voltage that varies as the pressure changes. The ECM then calculates the pressure according to the voltage that it receives. Actual warning pressure depends upon the engine speed. |
| 262 | "F ENG STATUS" | Engine Status Front | 33 | Calculated | This is the front engine status. This parameter provides the status (enabled or disabled) of the features that are listed below:
Altitude Derate Cold Mode Cell Throttle Elevated Idle Engine Derate Engine Speed Cold Cylinder Cutout Low FUel Pressure Emergency Stop Shutdown Fuel Injection High Hydraulic Oil Temperature High Coolant Temperature Low Oil Pressure |
| 263 | "F WASTEGATE POS" | Front Wastegate Position | 33 | Analog | This is the position of the wastegate valve on the front engine turbocharger (outlet). The wastegate position sensor has an output that changes in voltage as the wastegate valve position changes From this voltage the front eng ECM calculates the waste gate position. |
| 264 | "F FUEL FLTR" | Engine Fuel Filter Status Front | 33 | Switch | This is the status of the front engine fuel filter. The status is PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the plunger of the switch moves and allows the switch contacts to open telling the ECM that the filter is PLUGGED. With normal operation, the switch is closed to ground. |
| 265 | "BOOST PRES HI F" | High Boost Pressure Front | 49 | Analog | This is the front turbocharger outlet pressure. The sensor sends a voltage that varies as the pressure changes to the engine ECM. The engine ECM then calculates boost according to the voltage that is received by subtracting atmospheric pressure. |
| 266 | "OIL PRES F LO" | Low Oil Pressure Front | 49 | Calculated | This parameter monitors the engine status parameter to see if the front engine oil pressure is low. |
| 267 | "EXH TEMP LTF" | Engine Left Front Turbo Exhaust Temperature | 33 | PWM | This is the temperature of the exhaust on the left bank of the front engine. |
| 268 | "EXH TEMP RTF" | Engine Right Front Turbo Exhaust Temperature | 33 | PWM | This is the temperature of the exhaust on the right bank of the front engine. |
| 269 | "F RT- F LT EXH TEMP" | Front Right Minus Front Left Exhaust Temperature | 49,50 | Calculated | This is calculated by an ECM, The ECM subtracts the front engine right manifold exhaust temperature from the front engine left manifold exhaust temperature. |
| 270 | "ENG FUEL RATE F" | Engine Fuel Rate Front | 33 | Calculated | This is the rate at which fuel is being used by the front engine. |
| 271 | "ENG SPD F" | Engine Speed Front | 33 | Frequency | The actual rotational speed of the crankshaft on the front engine. |
| 273 | "F TRBO IN PRES" | Engine Turbo Inlet Pressure Front | 33 | Analog | This is the pressure (absolute) of the air coming into the right turbocharger for the front engine. |
| 274 | "F LO BOOST PRES " | Low Boost Pressure Front | 49 | Calculated | This parameter monitors the warning status parameter of the engine ECM to see if the boost pressure is low. |
| 275 | "ENG DERATE R" | Rear Engine Power Derate percentage | 34 | Analog | This indicates the percentage of the present derate of the rear engine. Zero indicates the engine is not derated. |
| 276 | "GOV STAT R" | Slave Governing Status Rear Engine | 34 | Calculated | Indicates the governing status (ALONE or SLAVE) of the rear engine slave ECM. |
| 277 | "R AFTRCLR TEMP" | Rear Aftercooler Temperature | 34 | PWM | This is the temperature of the coolant in the rear engine aftercooler system. |
| 278 | "BOOST PRES R " | Engine Turbo Outlet (Boost) Pressure Rear | 34 | Analog | This is the pressure on the compressor discharge side of the turbocharger of the rear engine. |
| 279 | "ENG LOAD R" | Engine Load Rear | 34 | Analog | This is the actual percentage value of rear engine load. |
| 280 | "ENG OIL PRES R" | Engine Oil Pressure Rear | 34 | Analog | This is the oil pressure in the rear engine lubrication system. |
| 281 | "ENG STATUS R" | Engine Status Rear | 34 | Calculated | This is the rear engine status. This determines the priority of engine status messages displayed on service tools. |
| 282 | "WASTEGATE POS R" | Wastegate Position Rear | 34 | Analog | This is the position of the wastegate valve on the rear engine turbocharger (outlet). The wastegate position sensor has an output that changes in voltage as the wastegate valve position changes. From this voltage, the engine ECM calculates the position of he wastegate valve. |
| 283 | "FUEL FLTR R " | Engine Fuel Filter Status Rear | 34 | Switch | This is the status of the rear engine fuel filter. The status is either PLUGGED or OK. |
| 300 | "GEAR BOX TEMP" | Gear Box Temperature | 36/58 | PWM | This is the oil temperature in the machine (large excavators) gearbox. An ECM receives a signal that changes in pulse width as the gear box oil temperature changes. The ECM then determines the temperature from the pulse width that is received. |
| 301 | "GEAR BOX PRES" | Gear Box Pressure | 57/58 | PWM | This is the oil pressure measured in the gear box. The sensor sends the VIMS a pulse that varies in width as the oil pressure changes. The VIMS then calculates the pressure according to the pulse width that is received. |
| 302 | "GEAR BOX CHIP" | Gear Box Chip (Detector) | 58 | Switch | This switch notifies the VIMS if chips have been detected in the gearbox oil. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing the switch to close, and thus making a short circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 303 | "PT OIL FLTR" | Power Train Oil Filter | 57/58 | Switch | This is the status of the Power Train Oil Filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, meaning acceptable pressure drop, the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when oil temperature is below approximately 125 degrees F. |
| 305 | "TRN GEAR" | Transmission Gear | 81 | Switch | This is calculated by the transmission ECM and indicates the actual gear that the transmission is in.Indicates the actual transmission gear of the machine. |
| 306 | "GEAR SELECT" | Transmission Cane Select | 81 | Calculated | This is the gear that the operator has selected in the machine cab. A switch on the gear select lever converts lever position into digital code for use by the transmission ECM. |
| 310 | "TC FLTR" | Torque Converter Filter (Bypass) | 58/81 | Switch | This is the status of the torque converter inlet oil filter. The status is PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is plugged. With normal operation, the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when oil temperature is below approximately 125 degrees F. |
| 311 | "TC OUT SPD" | Torque Converter Output Speed | 27/57/81 | Frequency | This is the speed of the torque converter output shaft. The sensor sends a signal to an ECM that is proportional in frequency depending on the torque converter output shaft speed. The ECM then calculates the speed based upon the frequency that is received. |
| 312 | "TC SCREEN" | Torque Converter Screen | 57/58/ 81 | Switch | This is the status of the torque converter outlet screen (filter). The status is PLUGGED or OK. As the torque converter screen becomes PLUGGED, the pressure across the screen causes the torque converter screen to be bypassed. When this bypass occurs, this switch opens telling the VIMS that the torque converter screen needs to be replaced or cleaned. |
| 313 | "TC OUT TEMP" | Torque Converter Outlet Temperature | 57/81 | PWM | This is the oil temperature on the outlet side of the torque converter. The VIMS receives a signal that changes in pulse width as the torque converter outlet oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. |
| 314 | "TC TEMP" | Torque Converter Temperature | 57 | PWM | This is the oil temperature on the outlet of the torque converter. The VIMS receives a signal that varies in pulse width as the torque converter oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. |
| 315 | "TC OUT PRES" | Torque Converter Outlet Pressure | 58 | PWM | This is the oil pressure on the outlet side of the torque converter. The VIMS receives a signal that changes in pulse width as the pressure changes. The VIMS then calculates the pressure according to the pulse width that is received. |
| 316 | "TC PDL POS" | Torque Converter Pedal Position | 81 | Calculated | This is the position of the torque converter foot pedal (large wheel loaders). The torque converter position sensor has an pulse output that changes in width as the torque converter foot pedal position changes. The ECM then uses this signal to determine the torque converter position. As the torque converter pedal is depressed, torque converter power to the wheels is decreased. After an approximate half way point, the brakes begin to be applied. |
| 320 | "TC CTRL" | Torque Converter Control | 58 | CDL | This indicates if the torque converter has detected a failure. Refer to the torque converter ECM service manual for further information (994). |
| 322 | "QUICKSHIFT SW" | Quickshift Switch Position | 81 | Calculated | This is the position of the quickshift switch. The switch is either ON or OFF. |
| 323 | "LUC ENABLE" | Lockup Clutch Enable Switch Position | 81 | Switch | This is the position of the lockup clutch enable switch. The switch is either ON or OFF. |
| 324 | "PMP DRIVE TEMP" | Pump Drive Oil Temperature | 81 | PWM | This is the actual temperature of the implement pump oil. The VIMS receives a signal that varies in pulse width as the pump oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. |
| 325 | "DIFF TEMP" | Differential Temperature (Oil) | 58 | PWM | This is the oil temperature inside of the differential axle. The VIMS receives a signal that varies in pulse width as the differential oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. |
| 326 | "DIFF CHIP" | Differential Chip (Detector) | 59 | Switch | This switch notifies the VIMS if chips have been detected in the differential. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 327 | "DIFF FLTR SW" | Differential Filter Switch (Bypass) | 30/58/116 | Switch | This is the status of the differential axle oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the differential filter is PLUGGED. With normal operation, meaning acceptable pressure drop, the switch contacts are closed to ground. |
| 328 | "DIFF LUBE PRES" | Differential Lube Pressure | 30/58/116 | PWM | This is the lubrication pressure within the differential axle housing. The sensor sends an ECM a pulse that varies in width as pressure changes. The ECM then calculates the pressure according to the pulse width that is received. |
| 329 | "TRN P1 PRES" | Transmission Pressure P1 | 81 | PWM | This is the transmission P1 (control system) pressure. |
| 330 | "TRN P2 PRES" | Transmission Pressure P2 | 81 | PWM | This is the transmission P2 (clutch-fill) pressure. |
| 331 | "IMPLR CLTCH PRES" | Impeller Clutch Pressure | 81 | PWM | This is the impeller clutch pressure. The sensor sends an ECM a pulse that varies in width as the pressure changes. The ECM then calculates the pressure according to the pulse width that is received. |
| 332 | "LUC SOL CMD" | Lockup Clutch Current (Amp) Percentage | 81 | Calculated | This is the solenoid command (or current) as a percentage of maximum that is being delivered to the lockup clutch solenoid. |
| 333 | "RIMPULL STATUS" | Reduced Rimpull Status | 81 | Switch | This is the status of the reduced rimpull feature. The status is either ACTIVE or INACTIVE. |
| 337 | "TRN IN SPD" | Transmission Input Speed | 81 | Frequency | This is the actual rotational speed of the output shaft of the torque converter which is the input to the transmission. |
| 338 | "TRN INTRMED SPD" | Transmission Intermediate Speed | 81 | Frequency | This is the actual rotational speed of the intermediate shaft of the transmission as seen by speed sensor No.1. |
| 339 | "TRN LATCH PRES" | Transmission Latching Pressure | 81 | Frequency | This is th etransmission latching pressure. The transmission ECM receives a signal to determine if the transmission is latched or unlatced. |
| 340 | "TRN LCKOUT ST" | Transmission Lockout Status | 81 | Calculated | This is the status of the transmission lock. The transmission lock inhibits the transmission from going into gear while the service technician is working on the machine. |
| 341 | "TRN OIL LVL" | Transmission Oil Level | 81 | PWM | This is the status of the transmission oil level. |
| 342 | "TRN OIL PRES" | Transmission Oil Pressure | 81 | PWM | This is the transmission lube oil pressure. |
| 343 | "TRN LCKOUT SW" | Transmission Lockout Switch | 81 | Calculated | This is the position of the transmission control lever in the cab:
REVERSE FORWARD NEUTRAL NOT-IN-REVERSE |
| 346 | "TRN COLD MODE" | Transmission Cold Mode | 81 | Calculated | This indicates the cold mode status as calculated by the transmission ECM. The status is either active or inactive. |
| 347 | "TRN OUT SPD 2" | Transmission Output Speed 2 | 81 | Frequency | This is the speed of the transmission output shaft. This signal comes through the transmission speed distributor and is sent to the transmission ECM. The transmission output speed is directly proportional to ground speed. |
| 349 | "TRN GEAR" | Transmission Gear | 27/81 | Switch | This is calculated by EPTC (electronic programmable transmission ECM) or transmission ECM and indicates the actual gear that the transmission is in. |
| 350 | "TRN LUBE TEMP" | Transmission Lube Temperature | 58/81 | PWM | This is the temperature of the transmission lubrication oil. The VIMS receives a signal that changes in pulse width as the temperature of the transmission lubrication oil changes. The VIMS uses the pulse width that it receives to determine the oil temperature. |
| 351 | "GEAR SELECT" | Gear Select (By Operator) | 27/81 | Switch | This is the gear that the operator has selected in the machine cab. A switch on the gear select lever converts lever position into digital code for use by the transmission ECM. |
| 352 | "ACT GEAR" | Gear Code Actual Gear (Transmission) | 31 | Calculated | This is the actual gear that the transmission is in at the present time. This is being phased out and replaced with parameter 349 in 9.X or later class of onboard software. |
| 353 | "GEAR CODE" | Transmission Gear | 27/81 | Switch | This is calculated by EPTC (electronic programmable transmission ECM) or transmission ECM and indicates the actual gear that the transmission is in. Being phased out and replaced with parameter 349 in 9.X or later of onboard software. |
| 354 | "PREVIOUS GEAR" | Previous Gear | 27 | Calculated | No longer used. |
| 355 | "TRN OUT SPD" | Transmission Out Speed | 81 | Frequency | This is the speed of the transmission output shaft. This signal goes through the transmission speed distributor (OHT) and is sent to the transmission ECM. The transmission output speed is directly proportional to ground speed. |
| 355 | "TRN OUT SPD1" | Transmission Output Speed 1 | 81 | Frequency | This is the speed of the transmission output shaft. This signal goes through the transmission speed distributor (OHT) and is sent to the transmission ECM. The transmission output speed is directly proportional to ground speed. |
| 356 | "TRN CHRG FLTR" | Transmission Charge Filter (Bypass) | 57/58/81 | Switch | This is the status of the transmission charge filter. the status is either PLUGGED or OK. The transmission charge line supplies oil to the hydraulic control valves of the transmission. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open, telling the VIMS that the filter is PLUGGED. |
| 357 | "TRN LUBE FLTR" | Transmission Lube Filter (Bypass) | 58 | Switch | This is the status of the transmission lubrication filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is plugged. With normal operation, meaning acceptable pressure drop, the switch contacts are closed to ground. The transmission lube circuit provides lubrication to the clutch disks, bearings, etc. |
| 358 | "TRN SLIP" | Transmission Slip (OHT) | 27 | Calculated | The degree to which the transmission is slipping at the completion of a shift. This is calculated by the transmission ECM. In this calculation, the transmission input and output speeds are compared. This time is the summation of time for the transmission control solenoids (up/dowm), actuator the up/down solenoid control, clutch fill, and actual slippage of the transmission plates/disk. |
| 359 | "LCKUP SLIP" | Lockup Slip | 27 | Calculated | This is the degree to which the torque converter lockup clutch is slipping when entering the lockup state. This is calculated by the transmission ECM. In this calculation, the torque converter input speeds and the output speeds are compared. Total sliptime is made up of the individual actuation times much like parameter 358. |
| 360 | "GEAR CHNG CODE" | Gear Change Code | 31 | Calculated | No longer used in 9.X-up except in trends. Reads the gear change code of the slip packet. Calibrated by the transmission control. |
| 361 | "GEAR MVMT TIME" | Gear Movement Time | 31 | Calculated | This is no longer used in 9.X-up except in trends. This reads the gear movement time of the slip packet. Calibrated is done throught the transmission ECMl. |
| 362 | "TRN LUBE TEMP" | Transmission Lube Temperature | 58 | PWM | This is the temperature of the transmission lubrication oil. The VIMS receives a signal that changes in pulse width as the transmission lubrication oil temperature changes. The VIMS then uses the pulse width that is received to determine the temperature of the transmission lubrication oil. |
| 364 | "TRN PMP PRES" | Transmission (Oil) Pump Pressure | 58 | PWM | This is the lube oil pressure within the transmission. The pressure sensor sends the VIMS a pulse that varies in width as the pressure changes. The VIMS then calculates the pressure according to the pulse width that is received. |
| 365 | "TRN FLTR" | Transmission Filter (Bypass) | 58 | Switch | This is the status of the transmission oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves allowing the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when oil temperature is below approximately 125 degrees F. |
| 366 | "NTRL SW" | Neutral Switch | 57 | Switch | This tells the transmission ECM whether the transmission shift linkage is in the neutral position. When the switch is in the neutral position, the operator is allowed to crank the engine. |
| 369 | "NTLRZR SW" | Neutralizer Pressure Switch Position | 81 | Switch | This reads the position of the neutralizer pressure switch. The switch is either in the RUN or NEUTRAL position. |
| 370 | "RIMPULL %" | Controlled Rimpull Percentage | 81 | Calculated | This is used to read percent of maximum rimpull that is controlled by the transmission ECM. This is based on the reduced rimpull setting and the torque converter pedal modulation. This is not the actual or available rimpull, which is affected by the operation of the equipment. |
| 371 | "IMPLR CLCH CUR" | Impeller Clutch Current (Amp) Percentage | 81 | Calculated | This is the current as a percentage of maximum that is delivered to the impeller clutch solenoid from the transmission ECM. |
| 372 | "RIMPULL SELECT2" | Reduced Rimpull Selection Switch Position | 81 | Switch | ThIs is the position of the reduced rimpull selection switch.
LOW MEDIUM LOW MEDIUM HIGH HIGH |
| 373 | "RIMPULL STATUS 2" | Reduced Rimpull ON/OFF Switch Position | 81 | Switch | This is the position of the reduced rimpull ON/OFF switch. |
| 374 | "PARKBK" | Parking Brake Pressure Switch Status | 81 | Switch | This is used to read the status of the parking brake pressure switch. The parking brake is engaged when the pressure is LOW (open). The parking brake is disengaged when the pressure is HIGH (closed). |
| 376 | "BRK PRES SW" | Braking System Pressure Switch | 116 | Switch | This is the present state of the service brake. ON (switch is closed) or OFF (switch is open). |
| 377 | "BRK PUMP SPD" | Braking Cooling Pump Speed | 116 | Sensor | This is the speed of the brake cooling pump. The speed is from 0 to 2000 RPM. |
| 378 | "BRK COOL FLTR F" | Front Brake Cooling Filter Bypass | 87 | Switch | This is the status of the front brake cooling filter. The status is either OK or PLUGGED. |
| 379 | "PARKBK DR STATUS" | Parking Brake Dragging Status | 116 | Calculated | This is the dragging status of the parking brakes. Dragging brake means the brake pressure sensor indicates the the the parking brake is engaged, however the operator is not asking to engage the brake and the brake ECM is not trying to engage the brake. |
| 380 | "RETRDR" | Retarder | 83/116 | Switch | This is the status of the retarder system. This parameter will display either an ON or OFF state. |
| 381 | "BRK COOL FLTR R" | Brake Cooling Filter Bypass Rear | 116 | Switch | This is the status of the rear brake cooling filter. The status is either OK or PLUGGED. |
| 382 | "BRK LOCKDN" | Remote Park Brake Set | 116 | Switch | This is the status of the parking brake lock. The active (ON) status indicates the parking brake is engaged. The inactive (OFF) status indicates the parking brake is disengaged. |
| 400 | "LT DRIVE CHIP" | Left Drive Chip (Detector) | 59 | Switch | This switch notifies the VIMS if chips have been detected in the left drive motor. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K Ohms. |
| 401 | "RT DRIVE CHIP" | Right Drive Chip (Detector) | 58 | Switch | This switch notifies VIMS if chips have been detected in the right drive motor. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 415 | "SERV BRK PEDAL" | Service Brake Pedal Position Status | 36 | Switch | This reads the position of the service brake pedal as released (OFF) or depressed (ON). |
| 416 | "PARKBK PRES LTR" | Left Rear Parking Brake Oil Pressure | 116 | PWM | This is the oil pressure for the left rear parking brake. The sensor sends the VIMS a pulse that varies in width as the pressure changes. the VIMS then calculates the pressure according to the pulse width that is received. |
| 417 | "PARKBK PRES RTR" | Right Rear Parking Brake Oil Pressure | 116 | PWM | The oil pressure for the right rear parking brake. The pressure sensor sends to VIMS a pulse that varies in width as the pressure changes. VIMS then calculates the pressure according to the pulse width that it receives. |
| 418 | "LTR WHEEL SPD" | Left Rear Wheel Speed | 27/116 | Frequency | This is used to read the actual rotational speed of the left rear axle in RPM. |
| 419 | "RTR WHEEL SPD" | Right Rear Wheel Speed | 27/116 | Frequency | This is used to read the actual rotational speed of the right rear axle in RPM. |
| 436 | "RTR-RTF BRK TEMP" | Right Rear Minus Right Front Brake Temperature | 49 | Calculated | This is calculated by the VIMS. The value is determined by subtracting the temperature of the right front brake from the temperature of the right rear brake. |
| 437 | "LTR-LTF BRK TEMP" | Left Rear Minus Left Front Brake Temperature | 49 | Calculated | This is calculated by the VIMS. The value is determined by subtracting the temperature of the the left front brake from the temperatur of the left rear brake. |
| 438 | "STRG OIL PRES" | Steering Pump Oil Pressure Sensor | 58 | PWM | This is the steering oil pressure at the pump outlet. The VIMS receives a signal that changes in pulse width as the steering oil pressure changes. The VIMS then determines the pressure from the pulse width that is received. |
| 440 | "STRG OIL PRES" | Steering Pump Pressure | 57 | Switch | Notifies VIMS of low steering oil pressure. With low pressure the switch would be open. In normal operation, the switch is closed to ground. |
| 441 | "LO STRG PRES" | Low Steering Pressure | 50/57/58 | Switch | This notifies the VIMS of a conditon of low oil pressure at the pump outlet in the steering system. With low pressure, the switch will be open. In normal operation, the switch is closed to ground. |
| 442 | "HI STRG PRES" | High Steering Pressure | 57/50 | Switch | This notifies the VIMS that a condition of low oil pressure in the steering system. With low pressure, the switch should be open to ground. In normal operation, the switch is closed to ground. |
| 444 | "STRG OIL TEMP" | Steering Oil Temperature | 50/57 | PWM | This is the temperature of the main steering system oil. The VIMS receives a signal that varies in pulse width as the temperature of the main steering system oil changes. The VIMS then determines the oil temperature from the pulse width that is received. |
| 445 | "STRG OIL FLTR" | Steering Oil Filter | 57 | Switch | This is the status of the main steering system oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is plugged. With normal operation, the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when oil temperature is below approxinately 125 degrees F. |
| 446 | "STRG PILOT PRES" | Steering Pilot Pressure | 39 | PWM | This is the oil pressure in the steering pilot oil system. An ECM receives a signal that varies in pulse width as the steering pilot pressure changes. The ECM then determines the pressure from the pulse width that is received. |
| 447 | "STRG OIL LEVEL" | Steering Oil Level | 58/50 | Switch | This switch notifies the VIMS of the status of oil level in the main steering system. The status is either LO or OK. The switch opens when steering oil level is less than the specified. During normal operation, the switch is closed to ground. |
| 448 | "STRG/TRN LCK" | Steering/Transmission Lock | 51 | Switch | This is the status of the steering and transmission lockout systems. A switch with two outputs (normally closed and normally open) is used as inputs to notify the transmission ECM of the lockout condition. At any given time one input must always be connected to ground and the other must be open. If this case is not so, the transmission ECM knows that there is a failure in the system. When steering/transmission lockout is active, the steering and transmission systems are not allowed to function. |
| 449 | "PRI STRG PRES" | Primary Steering Pressure | 57 | Switch | This is the status of the oil pressure on the primary side of the steering system. The status is either LO or OK. This pressure switch is normally connected to ground. When the pressure becomes lower than a specified level, the switch opens notifying the VIMS that there is low oil pressure. |
| 450 | "F BRK OIL TEMP" | Front Brake Oil Temperature | 58 | PWM | This is the temperature of the cooling oil from both front brakes. The VIMS receives a signal that varies in pulse width as the front brake system cooling oil changes temperature. The VIMS then determines the temperature from the pulse width that is received. |
| 451 | "R BRK OIL TEMP" | Rear Brake Oil Temperature | 58 | PWM | This is the temperature of the cooling oil from both rear brakes. The VIMS receives a signal that changes in pulse width as the rear brake system cooling oil changes temperature. The VIMS then determines the temperature from the pulse width that is received. |
| 452 | "BRK/AIR PRES" | Brake Air Pressure | 39 | PWM | This is the air pressure in the braking system. The pressure sensor sends the VIMS a signal that varies in width as the brake air system pressure changes. VIMS then calculates the pressure according to the pulse width that is received. |
| 453 | "PARKBK" | Parking Brake | 57/59/81/
116 |
Switch | This is the status of the parking brake. The status is either ON or OFF. With the parking brake off, the switch is open, but when the parking brake is on, a ground signal is sent to an ECM. A warning message will be generated if the parking brake is engaged while the machine is not in neutral. |
| 454 | "BRK FLTR" | Brake Filter | 57 | Switch | This is the status of the filter in the oil cooling line for the brakes. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. |
| 455 | "BRK TEMP" | Brake Temperature | 58 | PWM | This is the temperature of the brake oil. The VIMS receives a signal that varies in pulse width as the brake oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. |
| 456 | "BRK STROKE" | Brake Stroke | 58 | Switch | This is a switch(s) that tells VIMS if the brake master oil line pressure is too low or if one of the master brake cylinders (there can be more than one brake stroke switch, in which case they would be wired in a series circuit) has overstroked. In a failed state, the normal switch path to ground will be opened, notifying VIMS that there is a problem with at least one of the brake master cylinders. |
| 457 | "PRI BRK PRES" | Primary Brake Pressure | 57/58 | Switch | This is the status of the primary brake pressure switch. In normal operation the switch is closed to ground, but when the brake is applied the switch is open. |
| 458 | "SEC BRK PRES" | Secondary Brake Pressure | 57/58 | Switch | This is the status of the secondary brake lever pressure switch. The status of the secondary brake pressure switch is closed when the secondary brake lever has been applied (parking brake). |
| 460 | "LTF BRK TEMP" | Left Front Brake Temperature | 58/116 | PWM | This is the temperature of the cooling oil from the left front brake. The VIMS receives a signal that changes in pulse width as the temperature of the oil coming from the left front brake changes. The VIMS then determines the temperature from the pulse width that is received. |
| 461 | "LTR BRK TEMP" | Left Rear Brake Temperature | 58/116 | PWM | This is the temperature of the cooling oil from the left rear brake. The VIMS receives a signal that varies in pulse width as the temperature of the oil coming from the left rear brake changes. The VIMS then determines the temperature from the pulse width that is received. |
| 462 | "RTF BRK TEMP" | Right Front Brake Temperature | 58/116 | PWM | This is oil temperature from the right front brake. The VIMS receives a signal that varies in pulse width as the temperature of the oil coming from the right front brake changes. The VIMS then determines the temperature from the pulse width that is received. |
| 463 | "RTR BRK TEMP" | Right Rear Brake Temperature | 58/116 | PWM | This is the temperature of the cooling oil from the right rear brake. The VIMS receives a signal that varies in pulse width as the temperature of the oil coming from the right rear brake changes. The VIMS then determines the temperature from the pulse width that is received. |
| 464 | "RTF-LTF BRK TEMP" | Right Front Minus Left Front Brake Temperature | 49 | Calculated | This is calculated by VIMS. The value is determined by subtracting the temperature of the left front brake from the temperature of the right front brake. |
| 465 | "RTR-LTR BRK TEMP" | Right Rear Minus Left Rear Brake Temperature | 49 | Calculated | This calculated by the VIMS. The value determined by subtracting the tempeature of the left rear brake from the temperature of the right rear brake. |
| 466 | "PARKBK PRES SW" | Parking Brake Filter Switch | 57 | Switch | ThIs the status of the parking brake filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 467 | "BRK COOL FLTR F" | Front Brake Cooling Filter Status | 59 | Switch | This is the status of the front brake cooling filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 468 | "BRK COOL FLTR R " | Rear Brake Cooling Filter Status | 59 | Switch | This is the status of the rear brake cooling filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 470 | "F BRK OIL PRES" | Front Brake Oil Pressure | 58 | PWM | This is the oil pressure at the inlet of the front brakes. The sensor sends the VIMS a pulse that varies in width as the pressure changes. The VIMS then calculates the pressure according to the pulse width that is received. |
| 471 | "R BRK OIL PRES" | Rear Brake Oil Pressure | 58 | PWM | This sis the oil pressure at the inlet of the rear brakes. The sensor sends the VIMS a pulse that varies in width as the pressure changes. The VIMS then calculates the pressure according to the pulse width that is received. |
| 472 | "F BRK ACUM PRES" | Front Brake Accumulator Pressure | 57 | Switch | This is the pressure of the front brake accumulator. This pressure switch is normally connected to ground. When the pressure becomes lower than the desired level, the pressure switch opens, notifying the VIMS that there is low pressure in the front brake accumulator system. |
| 473 | R BRK ACUM PRES | Rear Brake Accumulator Pressure | 57 | Switch | This is the pressure of the rear brake accumulator. This pressure switch is normally connected to ground. When the pressure becomes lower than the desired level, the pressure switch opens, notifying the VIMS that there is low pressure in the rear brake accumulator system. |
| 474 | "F AXLE OIL TEMP" | Front Axle Oil Temperature | 57 | PWM | This sis the temperature of the oil within the front axle. The VIMS receives a signal that varies in pulse width as the front axle oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. |
| 475 | "R AXLE OIL TEMP" | Rear Axle Oil Temperature | 57 | PWM | This is the temperature of the oil within the rear axle. The VIMS receives a signal that changes in pulse width as the rear axle oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. |
| 476 | "PARKBK CAB SW" | Parking Brake Cab Switch | 81 | Switch | This is the status of the switch in the cab that is used to engage or disengage the parking brake. The switch is either in the parking brake engaged position (OPEN) or the parking brake disengaged position (CLOSED). |
| 477 | "BRK ACUM PRES" | Brake Accumulator Pressure | 57 | Switch | This is thepressure of the brake accumulator. This pressure switch is normally closed to ground. When the pressure becomes lower than the desired level, the switch opens notifying the VIMS that there is low pressure in the brake accumulator system. |
| 478 | "RT TRL BRK TEMP" | Right Trailer Brake (Oil) Temperture | 59 | PWM | This is the temperature within the right trailer brake oil. The sensor sends the VIMS a pulse that varies in width as the temperature changes. The VIMS then calculates the temperature according to the pulse width that is received. |
| 479 | "LT TRL BRK TEMP" | Left Trailer Brake (Oil) Temperature | 59 | PWM | This is the temperature of the left trailer brake oil. The sensor sends the VIMS a pulse that varies in width as the temperature changes. The VIMS then calculates the temperature according to the pulse width that is received. |
| 480 | "TRLBRKC IN TEMP" | Trailer Brake Cooler (Oil) Inlet Temperature | 59 | PWM | This is the temperature of the trailer brake oil at the inlet side of the trailer brake oil cooler. The VIMS receives a signal that changes in pulse width as the cooler inlet oil temperature changes. VIMS then determines the temperature from the pulse width that iis received. |
| 481 | "TRLBRKC OUT TEMP" | Trailer Brake Cooler (Oil) Outlet Temperature | 59 | PWM | This is the temperature of the trailer brake oil at the outlet side of the trailer brake oil cooler. The VIMS receives a signal that changes in pulse width as the cooler outlet oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. |
| 482 | "TRL FLTR" | Trailer Filter Plug | 59 | Switch | The status of the trailer brake oil filter. The switch will open in the case of a plugged filter. |
| 483 | "TRL BRK STROKE" | Trailer Brake Stroke | 59 | Switch | This is a switch(s) that tells the VIMS if the trailer brake master oil line pressure is to low, or if one of the trailer brake master cylinders (There can be more than one brake stroke switch, in which case they would be wired in a series circuit) has overstroked. If one of these conditions are met the VIMS would be notified that there is a problem with at least one of the master trailer brake cylinders. |
| 484 | "STRG TEMP SW" | Steering Oil Temperature Switch | 58 | Switch | The steering oil temperature status. If the temperature gets above a predetermined level, the switch will open to indicate steering oil temperature is too high. |
| 485 | "ENG OIL FLTR" | Engine Oil Filter Differential Pressure | 36 | Switch | This is the status of the pressure drop across the engine oil filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 486 | "RT STRPMP PRES" | Right Steering Pump Pressure | 58 | PWM | This indicates the right steering pump oil pressure. |
| 487 | "LT STRPMP PRES" | Left Steering Pump Pressure | 58 | PWM | This indicates the left steering pump oil pressure. |
| 488 | "STG COOL FLTR" | Steering Cooling Filter Status | 57 | Switch | This is the status of the steering cooling filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 490 | "STRG RTRN FLTR" | Steering Return to Tank Filter Status | 58 | Switch | The status of the steering return to tank filter (OK or PLUGGED). When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 491 | "LT STRG CASEDRN" | Left Steering Case Drain Pump Temperature | 58 | PWM | This is the temperature of the oil within the left steering case drain pump. The VIMS receives a signal that varies in pulse width as the oil temperature of the left steering case drain pump changes. The VIMS then determines the temperature from the pulse width that is received. |
| 492 | "RT STRG CDRN" | Right Steering Case Drain Pump Temperature | 58 | PWM | This is the temperature of the right steering case drain oil. |
| 493 | "PARKBK FLTR" | Parking Brake Oil Filter Status | 116 | Switch | This is the status of the parking brake oil filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 494 | "LT STRG CDRN" | Left Steering Case Drain Oil Filter Status | 58 | Switch | This is the status of the oil filter on the left steering case drain.The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 495 | "RT STRG CDRN" | Right Steering Case Drain Oil Filter Status | 58 | Switch | This is the status of the oil filter on the right steering case drain. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 496 | PARKBK DRAG | Park Brake Drag | 27 | Switch | This indicates which of the parking brakes are dragging. The switch statuses are listed below:
OK LT R RT R BOTH R |
| 498 | "F HI PRES FLTR" | Front High Pressure Filter | 58 | Switch | The status of the front implement high pressure hydraulic oil filter. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 499 | "R HI PRES FLTR" | Rear High Pressure Switch | 58 | Switch | This is the status of the rear implement high pressure hydraulic oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. |
| 500 | "HYD OIL TEMP" | Hydraulic Oil Temperature | 36/39/58 | PWM | The hydraulic oil temperature. An ECM receives a signal that changes in pulse width as the hydraulic oil temperature changes. The ECM then determines the temperature from the pulse width that is received. |
| 501 | "PMP IN VALVE" | Pump Inlet Valve | 57 | Switch | These switches are attached to the inlet suction line for each hydraulic oil pump. They are located at the hydraulic oil tank. When the pump inlet valve is open, meaning that oil can flow, the switch is closed, and the circuit is grounded. There could be multiple switches wired in series on one particular machine, after which a switch(s) opens (meaning no oil flow), the ECM would know there is no oil flow in one or more circuits. |
| 502 | "HYD OIL LVL" | Hydraulic Oil Level | 57 | Switch | This is the status of the hydraulic oil level. The status is either LO or OK. With low hydraulic oil level, the switch will open. In normal operation, the switch is closed to ground. |
| 503 | "CASE DRN FLTR" | Case Drain Filter | 57 | Switch | This is the status of the case drain filter. The status is either PLUGGED or OK. As the case drain filter becomes PLUGGED, the machine mechanically bypasses the oil filter. When this filter is bypassed, the flow of oil in the bypass route opens a switch that tells the VIMS that the filter is plugged. In normal operation the switch is closed to ground. |
| 504 | "HI PRES FLTR" | High Pressure Filter | 58 | Switch | This is a result obtained from up to eight high pressure filters. These high pressure filters are wired in a series circuit to ground. If any one of the filters becomes PLUGGED, the corresponding switch (circuit) opens, indicating that at least one of the high pressure filters is PLUGGED. |
| 505 | "HOIST SCREEN" | Hoist Screen | 58 | Switch | This is the status of the hoist screen. The status is PLUGGED or OK. As the hoist screen becomes PLUGGED, the machine mechanically bypasses the hoist screen. When the bypass occurs, the flow of oil in the bypass route opens a switch that tells the VIMS that the hoist screen needs to be replaced or cleaned. In normal operation the switch is closed to ground. |
| 506 | "HYD RTN FLTR" | Hydraulic Return Filter | 57 | Switch | This is the status of the hydraulic oil return line filter (PLUGGED or OK). As the hydraulic oil return line filter becomes PLUGGED, mechanically the machine causes the hydraulic oil return line filter to be bypassed. When this bypass occurs, the flow of oil in the bypass route opens a switch that tells VIMS that the hydraulic oil return filter needs to be replaced or cleaned. |
| 507 | "LT F PMP CHIP" | Left Front Pump Chip | 58 | Switch | This switch notifies the VIMS if chips have been detected in the left front pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 508 | "LT R PMP CHIP" | Left Rear Pump Chip | 58 | Switch | This switch notifies VIMS if chips have been detected in the left rear pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 509 | "RT F PMP CHIP" | Right Front Pump Chip | 58 | Switch | This switch notifies the VIMS if chips have been detected in the right front pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 510 | "RT R PMP CHIP" | Right Rear Pump Chip | 58 | Switch | This switch notifies VIMS if chips have been detected in the right rear pump. As a large number of metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 511 | "HYD SYS PRES" | Hydraulic System Pressure | 58 | Switch | This is the present pressure of the hydraulic system. |
| 513 | "DIFF OIL LVL" | Differential Oil Level | 58 | Switch | This is the status of the differential oil level. The status is either LO or OK. With a low oil level the switch will open. In normal operation the switch is closed to ground. |
| 515 | "HYD OIL LVL" | Hydraulic Oil Level | 58 | Switch | This is the status of the hydraulic oil level. The status is either LO or OK. With a low oil level, the switch will open. In normal operation, the switch is closed to ground. |
| 516 | "HYD OIL TEMP" | Hydraulic Oil Temperature | 36/57 | PWM | This is the temperature of the hydraulic oil. An ECM receives a signal that varies in pulse width as the hydraulic oil temperature changes. The ECM then determines the temperature from the pulse width that is received. |
| 517 | "HYD OIL FLTR" | Hydraulic Oil Filter | 57/58 | Switch | This is the status of the hydraulic oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switches plunger moves and allows the switch contacts to open telling the VIMS that the filter is plugged. With normal operation, the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when the temperature of the oil is below approximately 125 degrees F. |
| 518 | "HYD PILOT PRES" | Hydraulic Oil Pilot Pressure | 58 | PWM | This is the oil pressure in the hydraulic pilot oil line. The machine ECM receives a signal that varies in pulse width as the hydraulic pilot oil pressure changes. The machine ECM then determines the pressure from the pulse width that is received. |
| 519 | "ENG FAN BYPASS" | Engine Fan Bypass | 36/49 | Calculated | This is used to read and override the bypass valve position of the engine cooling fan. Override is accomplished through a PC that is running the Electronic Technician software only. |
| 520 | "ENG FAN SPD" | Engine Fan Speed | 36/39 | Frequency | This is the speed of the engine cooling fan shaft. The sensor mounted on the engine fan shaft generates an signal that varies in frequency as the cooling fan shaft varies in speed.This signal is sent to an ECM that uses the signal to determine the speed of the engine cooling fan. |
| 521 | "HYD FAN SPD" | Hydraulic Fan Speed | 36/39 | Frequency | This is the speed of the hydraulic oil cooling fan shaft. The sensor mounted on the hydraulic oil cooling fan shaft generates a signal that varies in frequency. This signal is sent to an ECM that uses the signal to determine the speed of the hydraulic oil cooling fan. |
| 524 | "DIFF FAN" | Differential Fan | 30 | Calculated | This is the status of the fan that is used to cool the differential axle oil. The status is either ON or OFF. This value is received from the Caterpillar Monitoring System over the CAT Data Link. |
| 525 | "HYD FAN BYPASS" | Hydraulic Fan Bypass | 36/49 | Calculated | This is used to read and override the bypass valve position of the cooling fan for the hydraulic oil. Override is accomplished through a PC that is running the Electronic Technician software only. |
| 526 | "LT HYD CDRN" | Left Hydraulic Case Drain Temperature | 59 | PWM | This is the oil temperature from the case drain of the left hydraulic pump. |
| 527 | "CTR HYD CDRN" | Center Hydraulic Case Drain Temperature | 59 | PWM | This is the oil temperature from the case drain of the center hydraulic pump. |
| 528 | "RT HYD CDRN" | Right Hydraulic Case Drain Temperature | 59 | PWM | This is the oil temperature from the case drain of the right hydraulic pump. |
| 529 | "HYD LUBE FLTR" | Hydraulic Lube Pump Filter | 59 | Switch | This is the status of the hydraulic lube pump filter. The status is either OK or PLUGGED. |
| 530 | "F SWG OIL LVL" | Front Swing Oil Level | 39 | Switch | This indicates the status of the oil level of the front swing motor. The status is either LO or OK. In a situation of low oil level the switch is in the open state, whereas in normal operation the switch is closed to ground. |
| 531 | "LT R SWG OIL LVL" | Left Rear Swing Oil Level | 39 | Switch | This indicates the status of the oil level of the left rear swing motor. The status is either LO or OK. In the situation of low oil level the switch should be in the open state, whereas in normal operation the switch is closed to ground. |
| 532 | "RT R SWG OIL LVL" | Right Rear Swing Oil Level | 39 | Switch | This indicates the status of the right rear swing motor.The status is either LO or OK. In a situation of low oil level the switch should be in the open state, whereas in normal operation the switch is closed to ground. |
| 533 | "LT SWG OIL LVL" | Left Swing Oil Level | 57 | Switch | This is the oil level in the left swing drive motor. |
| 534 | "RT SWG OIL LVL" | Right Swing Oil Level | 57 | Switch | This is used to read the oil level in the right swing drive motor. |
| 535 | "DUAL PRES RLF" | Dual Pressure Relief Solenoid | 39 | Switch | This is used to read the status of the dual pressure relief function. This status reflects the status based on the command from the ECM. |
| 540 | "SWG OIL LVL" | Swing Drive Motor Oil Level | 39 | Switch | This indicates the status of the swing oil level. The status is either LO or OK. In a situation of low oil level the switch is in the open state, whereas in normal operation the switch is closed to ground. |
| 541 | "SWG PMP CHIP" | Swing Pump Chip | 58 | Switch | This switch notifies the VIMS if chips have been detected in the swing pump. As a large number of metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 542 | "LT SWG MTR CHIP" | Left Swing Motor Chip | 57 | Switch | This switch notifies VIMS if chips have been detected in the left swing motor. As a large number of metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 543 | "RT SWG MTR CHIP" | Right Swing Motor Chip | 57 | Switch | This switch notifies the VIMS if chips have been detected in the right swing motor. As a large number of metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K Ohms. |
| 544 | "IMPL PILOT FLTR" | Implement Pilot Filter | 39 | Switch | This is the status of a switch that is open when the implement pilot filter becomes PLUGGED. As the implement pilot filter becomes PLUGGED, mechanically the machine causes the oil filter to be bypassed. Which opens a switch that tells an ECM that the filter is PLUGGED. Over the CAT data link, VIMS is made aware of the condition. |
| 545 | "LT HYD CDRN ST" | Left Hydraulic Case Drain Oil Filter Status | 58 | Switch | This is the status of the oil filter on the left hydraulic case drain. The status is either OK or PLUGGED. |
| 546 | "CTR HYD CDRN ST" | Center Hydraulic Case Drain Oil Filter Status | 58 | Switch | This is the status of the oil filter on the center hydraulic case drain. The status is either OK or PLUGGED. |
| 547 | "HYD CDRN ST RT " | Right Hydraulic Case Drain Oil Filter Status | 58 | Switch | This is the status of the oil filter on the right hydraulic case drain. The status is either OK or PLUGGED. |
| 550 | "SYS AIR PRES" | System Air Pressure | 50/57/58 | PWM | This is a measure of the air pressure in the main supply line for the machine. The sensor sends the VIMS a pulse that varies in width as the pressure changes. The VIMS then calculates the pressure according to the signal that is received. |
| 555 | "HYD LOOP FLTR" | Hydraulic Circuit Filter Status | 58 | Switch | This is used to read the status of the hydraulic circuit filter. The staus is either OK or PLUGGED. |
| 560 | "LT LADDER POS" | Left Ladder Position | 39 | Switch | This is the position of the left ladder (or the only ladder) that is used for access to the machine. The two states of the ladder position are up or down. The switch is closed with the ladder up. |
| 561 | "SWG BRK" | Swing Brake | 39 | Solenoid | The status of the swing brake command (output from ECM). The status is either ON (solenoid energized) or OFF (solenoid de-energized). |
| 562 | "TRVL BRK" | Travel Brake | 39 | Solenoid | This is the status of the travel brake command (output from ECM). The status is either ON (solenoid energized) or OFF (solenoid de-energized). |
| 563 | "AUTO LUBE (CDL)" | Auto Lube CAT data link | 39 | Calculated | This reads the status of auto lube system and is used to turn auto lube ON or OFF. Auto lube is used to apply grease to the joints of the machine. |
| 564 | "HYD PMP CDRN" | Hydraulic Pump Case Drain Filter Switch | 58 | Switch | This is the status of the case drain hydraulic oil filter. The status is either PLUGGED or OK. The switch is open whe the status is plugged. |
| 565 | "RT LADDER POS" | Right Ladder Position | 39 | Switch | This is the position of the right ladder that is used for access to the machine. The two states of the ladder position are up or down. The switch is closed when the ladder is in the up position. |
| 570 | "LFT CYLHD PRES" | Lift Cylinder Head Pressure | 57 | Frequency | This is the oil pressure on the head end of the hydraulic lift cylinder. The VIMS receives a square wave signal that varies in frequency as the oil pressure of the hydraulic lift cylinder head end changes. The VIMS then determines the pressure by the frequency that is received from the sensor and uses this to calculate payload. Only positive pressures will display. |
| 571 | "TLT CYLRD PRES" | Tilt Cylinder Rod Pressure | 58 | Frequency | The oil pressure on the rod end of the hydraulic tilt cylinder. VIMS receives an square wave signal from the sensor that changes in frequency as the hydraulic tilt cylinder rod end oil pressure changes. VIMS then determines the pressure by the frequency that it receives from the sensor. Only positive pressures will display. |
| 572 | "LFT LINK POS" | Lift Linkage Position | 57/58/82 | PWM | This is an angle in degrees that represents the position of the bucket lift arms (LINKAGE). An ECM receives a signal that varies in pulse width as the position of the lift arms change. The ECM then calculates the position from the pulse width that is received. |
| 573 | "TLT LINK POS" | Tilt Linkage Position | 57/82 | PWM | An angle in degrees that represents the position of the bucket tilt (LINKAGE). An ECM receives a signal that changes in pulse width as the bucket changes position. The ECM then calculates the position from the pulse width that it receives. |
| 574 | "LFT LVR POS" | Lift Lever Position | 82 | PWM | Thsi is a percentage value that represents the position of the bucket hydraulic lift lever within the cab (within the full calibrated range of the lever). This should be a value from 0% to 100%. An ECM receives this signal that changes in pulse width as the lift lever position changes. The ECM then calculates the lift lever position from the pulse width that it receives. |
| 575 | "TLT LVR POS" | Tilt Lever Position, | 82 | PWM | A percentage value that represents the position of the bucket hydraulic tilt lever within the cab (within the full calibrated range of the lever). This should be a value from 0% to 100%. An ECM receives this signal that changes in pulse width as the lift lever position changes. The ECM then calculates the tilt lever position from the pulse width that is received. |
| 576 | "LFT RAISE SOL1" | Lift Raise Solenoid Number 1 | 82 | Solenoid | Thsi is the status of the number one pilot lift-raise solenoid that is used to control the lift cylinders. The two states for this solenoid are ON or OFF. |
| 577 | "LFT LOWER SOL1" | Lift Lower Solenoid Number 1 | 82 | Solenoid | This is the status of the number one pilot lift-lower solenoid that is used to control the lift cylinders. The two states for this solenoid are ON or OFF. |
| 578 | "TLT DMP SOL1 " | Tilt Dump Solenoid Number 1 | 82 | Solenoid | This is the status of the number one pilot tilt-dump solenoid that is used to control the tilt cylinders. The two states for this solenoid are ON or OFF. |
| 579 | "TLT RACK SOL1" | Tilt Rack Solenoid Number 1 | 82 | Solenoid | This is the status of the number one pilot tilt-rack solenoid that is used to rack backthe bucket cylinders. The two states for this solenoid are ON or OFF. |
| 580 | "VAR PMP TORQ" | Variable Pump Torque | 82 | Calculated | This value is calculated by the implement ECM, and represents the variable pump torque. |
| 581 | "HYD LCK" | Hydraulic Lock | 82 | Switch | This is the status of the hydraulic lock function. When this is active, no hydraulic functions will operate. |
| 582 | "VAR PMP PRES" | Variable Hydraulic Pump Pressure | 82 | PWM | This is the oil pressure at the outlet of the variable hydraulic oil pump. The implement ECM receives a signal that varies in pulse width as the pressure of the variable pump changes. The ECM then determines the variable pump pressure from the pulse width that is received. |
| 583 | "FIXED PMP PRES" | Hydraulic Pump Pressure | 57/82 | PWM | This is the hydraulic oil pressure at the outlet of the hydraulic oil pump. An ECM receives a signal that varies in frequency as the hydraulic oil pressure changes. From this signal, the ECM then calculates the hydraulic oil pump outlet pressure. |
| 584 | "LFT LINK SNSR" | Lift Linkage Sensor | 82 | PWM | This a percentage value that represents the duty cycle of the lift arm (linkage) sensor of the bucket. This number may or may not go from 0% to 100% depending on the allowable lift range for the machine. An ECM receives a signal that changes in pulse width as the bucket lift arms moves. |
| 585 | "TLT LINK SNSR" | Tilt Linkage Sensor | 82 | PWM | This is a percentage value that represents the duty cycle of the tilt (linkage) sensor for the bucket. This number may or may not go from 0% to 100% depending on the allowable tilt movement of the bucket. An ECM receives a signal that varies in pulse width as the bucket tilt linkage moves. |
| 586 | "LFT LVR SNSR" | Lift Lever Sensor | 82 | PWM | This is a percentage value that represents the duty cycle of the hydraulic lift lever sensor for the bucket that is located in the cab. This number may or may not go from 0% to 100% depending on where the stops for the lever are set. An ECM receives a signal that changes in pulse width (within the PWM limits of the sensor) as the bucket hydraulic lift lever is moved. |
| 587 | "TLT LVR SNSR" | Tilt Lever Sensor | 82 | PWM | This is a percentage value that represents the duty cycle of the hydraulic tilt lever sensor for the bucket located in the cab. This number may or may not go from 0% to 100% depending on where the stops for the lever are set. An ECM receives a signal that varies in pulse width (within the PWM limits of the sensor) as the hydraulic tilt lever for the bucket is moved. |
| 588 | "TOP F PMP CHIP" | Top Front Pump Chip | 59 | Switch | This switch notifies VIMS if chips have been detected in the top front pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 589 | "TOP R PMP CHIP" | Top Rear Pump Chip | 59 | Switch | This switch notifies VIMS if chips have been detected in the top rear pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 590 | "RTF SWG CHIP" | Right Front Swing (Motor) Chip | 59 | Switch | This switch notifies VIMS if chips have been detected in the right front swing motor. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 591 | "RTR SWG CHIP" | Right Rear Swing (Motor) Chip | 59 | Switch | This switch notifies VIMS if chips have been detected in the right rear swing motor. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 592 | "BTM F PMP CHIP" | Bottom Front Pump Chip | 59 | Switch | This switch notifies VIMS if chips have been detected in the bottom front pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 593 | "BTM R PMP CHIP" | Bottom Rear Pump Chip | 59 | Switch | This switch notifies VIMS if chips have been detected in the bottom rear pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 595 | "LFT CYLHD PRES" | Lift Cylinder Head Pressure | 57/58 | Frequency | This is the oil pressure on the head end of the hydraulic lift cylinder. An ECM receives a signal from the sensor that changes in frequency as the hydraulic lift cylinder head end oil pressure changes. The ECM then calculates the pressure from the frequency that it receives. Negative pressures cannot be displayed. |
| 596 | "TLT CYLRD PRES" | Tilt Cylinder Rod Pressure | 58 | Frequency | This is the oil pressure on the rod end of the hydraulic tilt cylinder. An ECM receives a signal from the sensor that varies in frequency as the tilt cylinder rod end oil pressure changes. The ECM then calculates the pressure from the frequency that is received. Negative pressures cannot be displayed. |
| 598 | "BOOM UP PLT" | Boom Raise Pilot Pressure Switch | 49 | Switch | This is the status of the boom raise pilot pressure based on the pressure switch. The status is either HI or LO. |
| 599 | "SWG HIPLT" | Swing High Pilot Pressure | 39 | Switch | This is used to read the status of the swing high pilot pressure. The status is either HI or LO. |
| 600 | "IMPL HIPRES FLTR" | Implement High Pressure Filter | 58 | Switch | This is the status of the implement high pressure hydraulic oil filter. The status is either PLUGGED or OK. |
| 601 | "PMP DRIVE FLTR" | Front Pump Drive Filter | 57 | Switch | This is the status of the front pump drive filter. The status is either OK or PLUGGED. |
| 704 | DIF FAN RELAY | Differential Fan Relay | 49 | Switch | The status of the relay that is used to drive the fan that cools the defferential axle oil. The status is either ON or OFF. |
| 705 | "ATMOS PRES R" | Atmospheric Pressure Rear Engine | 34 | Analog | This is the atmospheric (barometric) pressure on the outside of the machine. The atmospheric pressure sensor sends to the engine ECM a voltage that varies as the pressure changes. The engine ECM then calculates the pressure according to the voltage that is received. |
| 706 | "HOIST ROD PRES" | Hoist Rod End Pressure | 87 | PWM | The oil pressure on the rod end of the hydraulic tilt cylinder. An ECM receives a square wave signal from the sensor that changes in frequency as the hydraulic tilt cylinder rod end oil pressure changes. The ECM then calculates the pressure from the frequency that is received. |
| 707 | "HOIST HD PRES" | Hoist Head End Pressure | 87 | PWM | This is the oil pressure on the head end of the hydraulic tilt cylinder. An ECM receives a square wave signal from the sensor that varies in frequency as the hydraulic tilt cylinder head end oil pressure changes. The ECM then calculates the pressure from the frequency that is received. |
| 708 | "BODY ANGLE" | Body Position Sensor | 87 | PWM | This is the angle that represents the body position. The angle is measured in reference from the down position (on the rail). |
| 709 | "TLT CYLHD PRES" | Tilt Cylinder Head Pressure | 58 | Frequency | The oil pressure on the head end of the hydraulic tilt cylinder. An ECM receives a square wave signal from the sensor that changes in frequency as the hydraulic tilt cylinder head end oil pressure changes. The ECM then calculates the pressure from the frequency that is received. |
| 710 | "RTF-LTF SUSP CYL" | Right Front Minus Left Front Suspension Cylinder | 49 | Calculated | The VIMS calculates this value by subtracting the left front suspension cylinder pressure from the right front suspension cylinder pressure. |
| 711 | "RTR-LTR SUSP CYL" | Right Rear Minus Left Rear Suspension Cylinder | 49 | Calculated | The VIMS calculates this value by subtracting the left rear suspension cylinder pressure from the right rear suspension cylinder pressure. |
| 712 | "HOIST SCREEN" | Hoist Screen Bypass | 87 | Switch | This is the status of the hydraulic hoist screen filter. The status is either PLUGGED or OK. |
| 720 | "LTF SUSP CYL" | Left Front Suspension Cylinder | 57 | Frequency | This is the pressure in the left front suspension cylinder. The VIMS receives a square wave signal from the sensor that varies in frequency with respect to the change in pressure within the suspension cylinder. The VIMS then determines the pressure in the cylinder from the frequency that is received. |
| 721 | "LTR SUSP CYL" | Left Rear Suspension Cylinder | 58 | Frequency | This is the pressure in the left rear suspension cylinder. The VIMS receives a square wave signal from the sensor that varies in frequency with respect to the change in pressure within the suspension cylinder. The VIMS then determines the pressure in the cylinder from the frequency that is received. |
| 722 | "RTF SUSP CYL" | Right Front Suspension Cylinder | 50/57 | Frequency | This is the pressure in the right front suspension cylinder. The VIMS receives a square wave signal from the sensor that varies in frequency with respect to the change in pressure within the suspension cylinder. The VIMS then determines the pressure in the cylinder from the frequency that is received. |
| 723 | "RTR SUSP CYL" | Right Rear Suspension Cylinder | 58/50 | Frequency | This is the pressure in the right rear suspension cylinder. The VIMS receives a square wave signal from the sensor that varies in frequency with respect to the change in pressure within the suspension cylinder. The VIMS then determines the pressure in the cylinder from the frequency that is received. |
| 724 | "BODY ANGLE" | Body Position Angle | 27 | PWM | Used to read the angle of the body position. The angle is measured in reference from the down position (on the rail). |
| 725 | "GND SPD" | Ground Speed | 27/81 | Frequency | The speed of the machine relative to the ground. The sensor sends a signal to the transmission ECM that varies in frequency depending on the transmission output shaft speed. Then based on the frequency that the transmission ECM receives, the ground speed is determined. |
| 726 | "BODY POS" | Body Position | 27 | Switch | This is the position of the body (up or down). One use of this sensor (switch) is to relay the position of the body to the transmission ECM. This information is used to limit the ground speed when the body is in the up position. |
| 727 | "BODY LVR" | Body Lever | 27 | Switch | This is the status of the body raise/lower lever within the cab. The state of the body lever is UP, DOWN OR FLOAT. |
| 728 | "PAYLOAD" | Payload | 49 | Calculated | The payload weight is calculated by the VIMS. The weight is based on the pressures that are measured by the four suspension cylinders pressure sensors. The payload can change throughout a cycle, but the payload value returns to zero at the end of the payload cycle when the body raise/lower routine is performed (dumping of the load). (Off-higway trucks) |
| 729 | "PAYLOAD STATUS" | Payload Status | 49 | Calculated | This is the status of the truck in a payload cycle. Examples of payload status are listed below:
STOPPED EMPTY STOPPED LOADING TRAVELING LOADED DUMPING TRAVELING EMPTY |
| 730 | "HAUL DISTANCE" | Haul Distance | 49 | Calculated | This is the distance that has been traveled by the truck up to a present point in a payload cycle. Haul distance is calculated based on ground speed and travel time. |
| 731 | "RT TRL SUSP CYL" | Right Trailer Suspension Cylinder Pressure | 59 | Frequency | This is the oil pressure within the right trailer suspension cylinder. The VIMS receives a square wave signal from the sensor that changes in frequency as the the pressure in the left trailer suspension cylinder changes. The VIMS then determines the pressure in the cylinder from the frequency that is received. |
| 732 | "LT TRL SUSP CYL" | Left Trailer Suspension Cylinder Pressure | 59 | Frequency | This is the oil pressure at the left trailer suspension cylinder. The VIMS receives a square wave signal from the sensor that changes in frequency as the the pressure in the left trailer suspension cylinder changes. The VIMS then determines the pressure in the cylinder from the frequency that is received. |
| 733 | "TRL DOOR POS" | Trailer Door Position | 59 | PWM | This is the status of the trailer door. The status is ether open or closed. This is the door that is loacated on the bottom of the trailer that is used for dumping. The VIMS receives a signal that changes in pulse width as the trailer door position changes. The VIMS then determines the position from the pulse width that is received. |
| 734 | "TLT CYLHD PRES" | Tilt Cylinder Head Pressure | 58 | Frequency | This is the oil pressure on the head end of the bucket tilt cylinder. The sensor sends a ECM a square wave signal that varies in frequency in respect to the change in the cylinder pressure. The ECM then determines the pressure within the cylinder from the frequency that iis received. Negative pressures are not displayed. |
| 737 | "GND SPD" | Ground Speed | 81 | Calculated | This is used to read the ground speed of the machine with a directional indication. The signed data indicates the direction of travel:
Negative (-) is reverse Positve (+) is forward |
| 742 | "USER SHUTDN" | User Shutdown | 36 | Switch | This tells the status of the user shutdown input. There are two states, on and off. When in the shutdown (ON) position (resulting from grounding this input) the engine ECM stops the engine. |
| 743 | "SHUTDN SW" | Shutdown Switch | 36 | Switch | This is the status of the machine remote shutdown switch. To activate this switch the red guard on the machine must be lifted and the switch placed in the ON position. The engine ECM reads the switch, and after one second fuel injection will be stopped if the engine is running, or the engine will not be allowed to start if not running. Once the switch has been on, the key start switch must be turned OFF momentarily and then back on before the engine ECM will allow the engine to run again. |
| 747 | "SWG HIPRES FLTR " | Swing High Pressure Filter | 58 | Switch | This is the status of the swing high pressure hydraulic oil filter. The status is either PLUGGED or OK. |
| 749 | "AUTO LUBE PRES" | Auto Lube Pressure | 57/58 | PWM | This is the pressure in the lubrication line that feeds grease to the grease injectors of the lubrication system. The sensor that measures the pressure sends a pulse to VIMS that varies in width depending on the line pressure. The VIMS then uses this signal to calculate the lube pressure. (Large wheel loaders) |
| 750 | "AUTO LUBE PRES" | Auto Lube Pressure | 39/57/58 | PWM | This is the pressure in the lubrication line that feeds grease to the grease injectors of the lubrication system. The sensor that measures the pressure sends a pulse that varies in width depending on the line pressure to the VIMS. The VIMS then uses this signal to calculate the lube pressure. (large hydraulic excavators) |
| 751 | "AUTO LUBE" | Auto Lube (Status) | 49 | Calculated | This is the operating status of the auto lube solenoid. There are several possible states. The possible states are listed below:
ACTIVE, PENDING WARNING INACTIVE TERMINATE (Off-highway trucks and Large excavators) |
| 752 | "ENG FAN PMP PRES" | Engine Fan Pump Pressure | 36 | Analog | This is the oil pressure in the hydraulic oil line to the engine cooling fan hydraulic motor. The sensor sensd a signal that varies in voltage as the oil pressure cahanges to the engine ECM. The engine ECM then determines the pressure from the voltage that is received. |
| 753 | "HORN SW" | Horn Switch | 39 | Switch | This is the status of the forward warning horn switch. The status is either ON or OFF. |
| 754 | "SYS VOLTAGE" | System Voltage | 49 | Calculated | This the actual voltage that exists between the positive side of the electrical system and frame ground. |
| 755 | "BUCKET WT" | Bucket Weight | 49 | Calculated | This is the weight of the payload in the loader bucket. The pressure in the lift cylinder and the position of the lift arm are used to calculate this value. |
| 756 | "TRUCK WT" | Truck Weight | 49 | Calculated | This is the accumulated weight of the material that was loaded into the truck during the present loading cycle. This value continues to accumulate until the loader store bottom is pressed. At this point, the value would be stored and cleared to zero. (Large wheel loaders) |
| 757 | "SWG PLT PRES" | Swing Pilot Pressure | 39 | Switch | This is the status of the swing pressure switch. |
| 758 | "SWG PMP PRES" | Swing Pump Pressure | 39 | PWM | This is the outlet pressure from the swing pump. |
| 759 | "HYD OIL PRES" | Hydraulic Oil Pressure | 39/57 | PWM | This is the oil pressure in the outlet line of the hydraulic oil pump. This sensor sends a signal that varies in pulse width that to an ECM. This signal depends on the hydraulic oil pump outlet line pressure. The ECM then uses this signal to calculate the hydraulic oil pressure. |
| 760 | "SWG/IMP PRES SW" | Swing/Implement Pilot Pressure | 39 | Switch | This is the status of the swing/implement pilot oil pressure switch. The status is high when swinging or moving an implement and low when not swinging and not moving an implement. The switch is open or closed depending on the pressure. |
| 761 | "TRVL PLT PRES" | Travel Pilot Pressure | 39 | Switch | This is the status of the travel pilot oil pressure switch. Status is high when traveling and low when not traveling. |
| 763 | "TRVL ALRM CNCL" | Travel Alarm Cancel | 39 | Switch | This is the status of the travel alarm cancel switch. The switch is normally open. |
| 764 | "BOOM FLOAT PRES" | Boom Float Pressure | 39 | Switch | This is the status of the boom float oil pressure switch. The status is either low or high. |
| 765 | "BOOM FLOAT SW" | Boom Float Switch | 39 | Switch | This is the status of the cab switch used to enable or disable the boom float function. |
| 766 | "BKT OPEN SW" | Bucket Open Switch | 39 | Switch | This is the status of the cab switch (trigger switch) used to open the bucket. |
| 767 | "BKT CLOSE SW" | Bucket Close Switch | 39 | Switch | This is the status of the cab switch (trigger switch) used to close the bucket. |
| 768 | "HORN SW" | Horn Switch | 39 | Switch | This is the status of the horn switch. The status is either ON or OFF. |
| 770 | "SERVICE CONSOLE" | Service Console | 39 | Switch | This is the status of the service console door. When the service console door is closed, the switch is closed to ground. The service console door is an option and is not standard on all of the shovels. The state is either open or closed. (large excavator) |
| 771 | "HORN" | Horn | 39 | Solenoid | This is the status of the horn command (output from ECM). The status is either ON or OFF. |
| 772 | "BOOM FLOAT" | Boom Float | 39 | Solenoid | This is the status of the boom float command (output from ECM). The status is either ON or OFF. |
| 773 | "BKT OPEN" | Bucket Open | 39 | Solenoid | This is the status of the bucket open command (output from ECM). The status is either ON or OFF. |
| 774 | "BKT CLOSE" | Bucket Close | 39 | Solenoid | This is the status of the bucket close command (output from ECM). The status is either ON or OFF. |
| 775 | "TRVL ALARM" | Travel Alarm | 39 | Switch | This is the status of the travel alarm. The status is either ON or OFF. |
| 776 | "BOOM LOWER" | Boom Lower | 39 | Solenoid | This is the status of the engine off lower command (output from ECM). The status is either ON or OFF. |
| 777 | "BOOM LOWER SW" | Boom Lower Switch | 39 | Switch | This is the status of the cab switch that is used to lower the boom when the engine is not running. |
| 778 | "ETHER INJECT SW" | Ether Injection Switch | 36 | Switch | The position of the ether injection switch in the cab. This is the switch which the operator uses to manually inject ether for starting. The switch is either OFF or ON (manual injection). |
| 779 | "AESC" | Automatic Engine Speed Control | 36 | Switch | This is the status of the AESC pressure switch. If the engine ECM receives an signal from AESC pressure switch notifying that the hydraulics are being used, then no action is taken. But, if the hydraulics are not being used, the engine ECM idles the engine down to a specified speed to save fuel and reduce engine wear. As soon as the hydraulics begin to be used again, the engine speed is again elevated. AESC state is either ON or OFF. |
| 780 | "START RELAY" | Start Relay | 51 | Switch | This is the status of the start relay. When the engine is cranking, the start relay is engaged. |
| 781 | "KEY START SW" | Key Start Switch | 51 | Switch | The status of the key start switch. The status is either ON, OFF or CRANK. |
| 782 | "AESC ENABL SW"
"AESC ENABLE SW"(HEX) |
Automatic Engine Speed Control Enable Switch | 36/49 | Switch | This is the status (ACTIVE or INACTIVE) of the Engine Speed Control Automatic Enable switch. |
| 783 | "AESC CTRL LINE" | Automatic Engine Speed Control Line | 36/39 | Switch | This is the status of the AESC output line from the macine ECM to the engine ECM. |
| 785 | "PAYLOAD SW" | Payload Switch | 39 | Switch | This is the status of the payload store switch. The switch is normally in the open position. When the switch is pressed, a grounded signal is received, telling the VIMS to store the payload data that has been collected since the last store and to clear the present payload data. The switch is either ON or OFF. |
| 786 | "HOIST OVER CTR" | Hoist Over center | 87 | Calculated | This the status of the hoist overrunning load control. This indicates when the ECM is trying to control the body so an overrunning load will not damage the machine. |
| 787 | "HOIST POS CC" | Hoist Lever Position from Chassis Control | 87 | Analog | This is used to read the hoist lever mode and the mode drive command percentage. The drive percentage, used by the RAISE, FLOAT, and LOWER modes, indicates the position of the lever within the range of travel for the particular mode. |
| 788 | "HOIST STATUS CC" | Hoist Status from Chassis Control | 87 | Analog | Used to read the actual hoist output status and drive command percentage. The drive percentage, used by the RAISE, FLOAT, LOWER and SNUB modes, indicates the position of the lever within the range of travel for the particular mode. |
| 790 | "ATMOS PRES" | Atmospheric Pressure | 36 | Analog | This is the atmospheric (barometric) pressure on the outside of the machine. The atmospheric pressure sensor sends a voltage that varies as the pressure changes to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received. |
| 791 | "AMB AIR TEMP" | Ambient Air Temperature | 57 | PWM | This is the temperature of the air outside the machine. The VIMS receives a signal that changes in pulse width as the outside or ambient air temperature changes. The VIMS then uses the pulse width that is received to determine the ambient air temperature. |
| 792 | "MACHINE PITCH" | Machine Pitch | 49 | Calculated | This is calculated from the pressures that are measured by the four machine suspension cylinder pressure sensors. The VIMS takes the sum of the two front suspension cylinder pressures minus the sum of the two rear suspension cylinder pressures. |
| 793 | "MACHINE RACK" | Machine Rack | 49 | Calculated | This is calculated from the pressures that are measured by the four machine suspension cylinder pressure sensors. The VIMS takes the sum of the two diagonal suspension cylinder pressures (left front plus right rear or right front plus left rear) minus the sum of the two other diagonal suspension cylinder pressures. |
| 794 | "ATMOS PRES F" | Engine Atmospheric Pressure Front | 33 | Analog | This is the air pressure at the inlet to the intake manifold of the front engine. (see parameter 790) |
| 795 | "REEL LUBE SW" | Reel Lube Switch | 57 | Switch | The status of the reel lube switch (ON or OFF). The reel lube switch will turn the lubrication system on to actuate the manual lube reel.This is an alternate lubrication system from the auto lube system. This system overrides the auto lube system. While this switch is on, the auto lube status will be pending. |
| 798 | HOIST LVR POS | Hoist Level Position | 49 | Calculated | This indicates the hoist lever modes. The hoist lever modes are listed below:
RAISE LOWER HOLD FLOAT |
| 799 | "HOIST STATUS" | Desired Hoist Status | 27 | Calculated | The desired mode and drive percentage of the hoist for operation. The drive percentage, used by the RAISE, FLOAT, and LOWER modes, indicates the desired lever position within the range of travel for the particular mode. |
| 800 | "VIMS EVENT LIST" | VIMS Event List | 49 | Calculated | This is a percentage value that represents the amount of memory space (out of the total) that is left for the VIMS Event List. |
| 801 | "PAYLOAD DATA" | Payload Data | 49 | Calculated | This is a percentage value that represents the amount of memory space (out of the total) that is left for storing of payload data. This is calculated by VIMS on off highway trucks. |
| 802 | "VIMS SNAPSHOT" | VIMS Snapshot | 49 | Calculated | This is a percentage value that represents the amount of memory space (out of the total) that is left for storing of the VIMS Snapshot data (previously named event recorder data). This value will either be 100, 50, or 0 percent. Every time a snapshot is activated (manually or automatically), the VIMS snapshot value should be reduced by 50 percent. This value can only be reset by downloading the VIMS snapshot data. |
| 803 | "PAYLOAD MEMORY" | Payload Memory | 49 | Calculated | This is a percentage value that represents the amount of memory space (out of the total) that is left for storing of the payload data. This is calculated by VIMS on large wheel loaders. |
| 804 | "PWR SHIFT PRES" | Power Shift Pressure | 36 | PWM | This is the power shift pressure that is used to control the swash plates on the hydraulic oil pumps. The engine ECM receives a signal that changes in pulse width as the power shift pressure changes. The engine ECM then uses the pulse width that is received to determine the power shift pressure. |
| 805 | "VIDS EVENT LIST" | VIDS Event List | 49 | Calculated | This is a percentage value that represents the amount of memory space (out of the total) that is left for the VIDS Event List data. |
| 806 | "PWR SHIFT" | Power Shift | 36 | Calculated | This is the current as a percentage of maximum that is delivered to the power shift solenoid. |
| 850 | "MAX PITCH/SEC" | Maximum Pitch Per Second | 49 | Calculated | This is used with Chassis electronic control module. |
| 851 | "MAX RACK/SEC" | Maximum Rack Per Second | 49 | Calculated | This is used with Chassis electronic control module. |
| 852 | "CURRENT FELA" | Current FELA | 49 | Calculated | This is used with Chassis electronic control module. |
| 853 | "MOV AVG1 FELA" | Moving Average Number 1 FELA | 49 | Calculated | This is used with Chassis electronic control module. |
| 854 | "MOV AVG2 FELA" | Moving Average Number 2 FELA | 49 | Calculated | This is used with Chassis electronic control module. |
| 855 | "MOV AVG 3 FELA" | Moving Average Number 3 FELA | 49 | Calculated | This is used with Chassis electronic control module. |
| 856 | "RUN AVG FELA" | Running Average FELA | 49 | Calculated | This is used with Chassis electronic control module. |
| 857 | "CUM FELA UPD" | Cumulative FELA Update | 49 | Calculated | This is used with Chassis electronic control module. |
| 860 | "MANUAL EREC" | Manual Event Recorder | 49 | Switch | This is the status of the manual event recorder. The status is either OFF or RECORDING. |
| 862 | "CUR R FELA" | Current Rear FELA | 87 | Calculated | This is used with Chassis electronic control module. |
| 863 | "MOV AVG1 R FELA" | Moving Average Number 1 Rear FELA | 87 | Calculated | This is used with Chassis electronic control module. |
| 864 | "MOV AVG3 R FELA" | Moving Average Number 3 Rear FELA | 87 | Calculated | This is used with Chassis electronic control module. |
| 865 | "MOV AVG5 R FELA" | Moving Average Number 5 Rear FELA | 87 | Calculated | This is used with Chassis electronic control module. |
| 866 | "RUN AVG R FELA" | Running Average Rear FELA | 87 | Calculated | This is used with Chassis electronic control module. |
| 875 | "ATTACH CODE" | Attachment Code | 39 | Calculated | This reads the machine attachment code. |
| 876 | "EXH TEMP DEV LTF" | Exhaust Temperature Deviation Left Front | 49 | Calculated | This is the difference between the left front exhaust and the three remaning exhaust banks. |
| 877 | "EXH TEMP DEV LTR" | Exhaust Temperature Deviation Left Rear | 49 | Calculated | The difference between left rear exhaust and the three remaning exhaust banks. |
| 878 | "EXH TEMP DEV RTF" | Exhaust Temperature Deviation Right Front | 49 | calculated | The difference between right front exhaust and the three remaning exhaust banks. |
| 879 | "EXH TEMP DEV RTR" | Exhaust Temperature Deviation Right Rear | 49 | Calculated | The difference between right rear exhaust and the three remaning exhaust banks. |
| 900 | "LOADING TIME" | Loading Time | 49 | Calculated | This is the total time that the machine has spent loading in a given payload cycle. |
| 901 | "STOP EMPTY TIME" | Stopped Empty Time | 49 | Calculated | This is the total time that the machine has been stopped while empty in a given payload cycle. |
| 902 | "TRVL EMPTY TIME" | Travel Empty Time | 49 | Calculated | This is the total time that the machine has been traveling while empty in a given payload cycle. |
| 903 | "STOP LOADED TIME" | Stop Loaded Time | 49 | Calculated | This is the total time that the machine has been stopped while loaded in a given payload cycle. |
| 904 | "TRVL LOADED TIME" | Travel Loaded Time | 49 | Calculated | This is the total amount of time that a machine has been traveling while loaded in a given payload cycle. |
| 905 | "THROTTL LCK SPD" | Throttle Lock Speed | 36 | Calculated | This is the throttle lock speed that was set by the operator with the throttle lock set switch. This is only valid if the throttle lock ON/OFF switch is in the ON position. |
| 907 | "LOW OIL PRES" | Low Oil Pressure | 36 | Switch | This notifies the VIMS when engine oil pressure is low. The switch is isolated from ground when the oil pressure is low. In normal operation, the switch is grounded. |
| 910 | "LT FNL DRV CHIP" | Left Final Drive Chip Detector Level | 50 | Switch | This switch notifies the VIMS if chips have been detected in the left final drive. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 912 | "RT FNL DR CHIP" | Right Final Drive Chip Detector Level | 50 | Switch | This switch notifies VIMS if chips have been detected in the right final drive. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. |
| 913 | "LT FNL DRV TEMP" | Left Final Drive Oil Temperature | 49/50 | PWM | This is the temperature in the left final drive. |
| 914 | "RT FNL DRV TEMP" | Right Final Drive Temperature | 49/50 | PWM | This is the temperature in the right final drive. |
| 7107 | "INJ DISABLD" | Engine Injection Disalbled | 36 | Calculated | The engine status parameter is monitored in order to see if the injectors have been disabled. |
| 7108 | "OIL PRES F SHTDN" | Oil Pressure Front Shutdown Status | 33 | Calculated | This parameter senses if the front engine has been shutdown due to low oil pressure. The engine ECM will turn off the Rear Low Oil Pressure status immediatly when the rear engine is shutdown. This parameter looks for a change of state in the low oil pressure status from LO to OK and the injection disabled from OFF to ON. |
| 7109 | "TRN OIL PRES LO" | Transmission Oil Pressure Low | 116 | Calculated | Monoitors the low region of the transmission oil pressure. |
| 7110 | "TRN OIL PRES HI" | Transmission Oil Pressure High | 116 | Calculated | This monitors the region of high transmission oil pressure. |
| 7112 | "OIL PRES R SHUTDN" | Oil Pressure Rear Shutdown Status | 34 | Calculated | This parameter senses if the rear engine has been shutdown due to low oil pressure. The engine ECM will turn off the Rear Low Oil Pressure status immediatly when the rear engine is shutdown. This parameter looks for a change of state in the low oil pressure status from LO to OK and the status of injection disabled from OFF to ON. |
| 7701 | "RETRDR LVR" | Retarder Lever Position | 116 | PWM | This reads the position of the auto retarder lever. This signal is a percentage of full travel. |
| 7738 | "AUTO RETRDR SW" | Automatic Retarder Pressure Switch Status | 116 | Switch | This shows the state of the ARC pressure switch. The ARC pressure is either HI or LO. |
Caterpillar Information System:
5130, 5130B and 5230 Excavators, 784B, 785B, 785C, 789B, 789C, 793B and 793C Off-Highway Truck/Tractors and 992G, 994 and 994D Wheel Loaders Vital Information Management System (VIMS) Warning Operation
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IT14G Integrated Toolcarrier and 914G Wheel Loader Power Train Piston Pump (Hydrostatic) - Install
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3406C Engines for Caterpillar Built Machines Camshaft
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D250E Series II and D300E Series II Articulated Trucks Lifting and Tying Down the Machine
D250E Series II and D300E Series II Articulated Trucks Jacking/Blocking Locations
D250E Series II and D300E Series II Articulated Trucks Towing the Machine
AP-1000B and BG-260C Asphalt Pavers Engine Air Filter Service Indicator - Inspect
Caterpillar<COMP-BREAK TAGNAME=cp850>©<COMP-RESUME> AP-900B and Barber-Greene<COMP-BREAK TAGNAME=cp850>©<COMP-RESUME> BG-240C Asphalt Pavers Engine Air Precleaner - Clean