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

Illustration 1	g00798629
System Schematic For Unexpected Shutdown

The CID 0566 is used to alert the operator that the GSC+ did not control the engine shutdown. The GSC+ normally controls each engine shutdown condition for normal operation and fault shutdowns. If an outside influence causes an engine shutdown, the GSC+ shows a CID 0566. There is only one failure mode for a CID 0566 and the failure mode is an FMI 07. FMI 07 is an improper mechanical response.

This diagnostic code causes the following sequence of events:

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

• The GSC+ determines that no engine speed sensor fault is present.

• The GSC+ will generate a CID 0566 FMI07. The GSC+ will then disable the engine from running or starting.

Note: An unexpected shutdown fault CID 0566 will initiate a signal to the shunt trip circuit breaker.

Note: Diagnostic codes are created when the harness connector (40 contact) is disconnected from the GSC+ during these troubleshooting procedures. Correct the problem and clear the original diagnostic code. Afterward clear the diagnostic codes that were created as a result of disconnecting the harness connector.

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

• A component that is not under the control of the GSC+ has caused an engine shutdown.

The GSC+ treats a CID 0566 FMI 07 as a shutdown fault. Clear the diagnostic code from the fault log after troubleshooting is complete.

Note: This procedure requires many voltage measurements during simulated engine cranking. Remove fuse "F3" which is the fuse for the starting motor. The fuse is located on the relay module. The fuse is removed in order to prevent activating the starting motor. Engine cranking does not occur. Voltage measurements must be made quickly before the total cycle crank time (setpoint P017) elapses. The total cycle crank time is 90 seconds. See Systems Operation, "Engine/Generator Programming OP5-0". An overcrank fault will occur after 90 seconds. After 90 seconds, the GSC+ will generate an overcrank fault. The overcrank indicator will FLASH. In order to continue with a voltage measurement, the overcrank fault must be reset by turning the engine control switch (ECS) to OFF/RESET. Then turn the ECS to START.

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

Note: Make sure that there are NO OTHER ACTIVE DIAGNOSTIC CODES. This means that there are no diagnostic codes which are showing on the upper display. This means that no shutdown or alarm indicators are flashing. Failure to make sure that there are NO OTHER ACTIVE DIAGNOSTIC CODES may result in erroneous troubleshooting and needless replacement of parts. The operator will make many voltage measurements while the GSC+ is attempting to crank the engine. If the GSC+ detects other faults, the GSC+ will prevent starting by shutting off the fuel and air to the engine. The resulting voltage measurements would then be the exact opposite of the voltage which is expected in the procedures.

1. Check the fuel level and quality.

2. Check for a plugged fuel filter.

3. Check for a plugged air filter.

Expected Result:

The previous checks are OK.

Results:

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

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

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

  Stop.

Test Step 2. CHECK THE SYSTEM VOLTAGE.

1. With the engine off, measure the system voltage at the battery. Make a note of this measurement. This measurement of the system voltage is used for comparison in future steps of this procedure.

Expected Result:

For a 24 volt system, the system voltage should be from 24.8 to 29.5 DCV. For a 32 volt system, the system voltage should be from 33.1 to 39.3 DCV.

Results:

• OK - The system voltage is correct. Proceed to test step 3.

• NOT OK - System voltage is NOT correct.

  Repair: For troubleshooting, see Testing And Adjusting, "CID 0168 Electrical System".

  Stop.

Test Step 3. CHECK SETPOINT P001.

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

Expected Result:

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

Results:

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

• NOT OK - Setpoint P001 is NOT programmed correctly.

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

  Stop.

Test Step 4. CHECK THE FUSES.

1. Turn the ECS to OFF/RESET.

2. Check fuses "F2" and "F10" on the relay module.

Expected Result:

None of the fuses are open.

Results:

• OK - None of the fuses are open. Proceed to test step 5.

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

Test Step 5. CHECK VOLTAGE AT THE RELAY MODULE.

1. Fuse "F3" remains removed from the relay module.

2. Prepare to measure the voltage from "RM-15" to the "B-" terminal of the relay module.

3. Turn the ECS to OFF/RESET. Turn the ECS to START.

4. At the relay module, measure the voltage from "RM-15" to the "B-" terminal.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage that was previously measured in Step 2.A.

Results:

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

  Repair: Repair the circuit. See the preceding System Schematic.

  Stop.

• NOT OK - The system voltage is lower than the voltage that was previously measured in Step 2.A. Proceed to test step 7.

Test Step 6. TROUBLESHOOT THE BLOWN FUSE.

This test step continues troubleshooting from test step 4. See the preceding System Schematics. Also, see Testing And Adjusting, "Schematics & Wiring Diagrams".

1. The ECS remains in the OFF/RESET position.

2. Remove the fuse that is blown.
   • If the blown fuse is "F2", measure the resistance from "RM-15" of the relay module to battery negative ("B-").

   • If the blown fuse is "F10", measure the resistance from "RM-39" of the relay module to battery negative ("B-").

Expected Result:

For a fuse that is blown, the circuit resistance should be less than 3 ohms.

Note: On some ETR fuel systems with a fuel control solenoid (dual coil), the correct normal resistance can measure less than 1 ohm.

Results:

• OK - The resistance is greater than 3 ohms and the fuse is no longer blowing.

  Repair: Carefully check ALL wires that are connected to the appropriate terminal of the relay module. Check the wires for abrasion or worn spots in the insulation that could be causing the short. Check the wires in the following areas: panel, generator panel and engine harness. For more information, refer to the various wiring diagrams. If necessary, repair the wiring or replace the wiring.

  Stop.

• NOT OK < 3 Ohms - If the resistance is less than 3 ohms, there is a short to the battery negative ("B-").

  Repair: Remove one component or one wire at a time that is in series with the load side of the fuse terminal. Remove the components or the wires until the failed component or wire is isolated. Repair the failed component or the wiring or replace the failed component or the wiring.

  Stop.

• NOT OK > 3 Ohms - All of the components and wires have been removed. The fuse continues to open. If the resistance is greater than 3 ohms, the relay module has failed.

  Repair: Replace the relay module.

  Stop.

Test Step 7. CHECK LOW VOLTAGE CONDITION.

This test step continues troubleshooting from test step 5. Fuse "F3" remains removed from the relay module. See Testing And Adjusting, "Schematics And Wiring Diagrams". Prepare to make voltage measurements at the relay module.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. At the relay module, measure the voltage from "RM-4" to the "B-" terminal and from "RM-31" to the "B-" terminal.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage. The system voltage was measured previously in test step 2.A.

Results:

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

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage. The voltage is NOT correct.

  Repair: Check the wiring and recheck the fuse "F2". Repair the wiring or the components or replace the wiring or the components.

  Stop.

Test Step 8. CHECK FOR DIAGNOSTIC CODES

1. Make sure that no other diagnostic codes are active.

2. Check the upper display for any active diagnostic codes.

Expected Result:

Only CID 0566 FMI 07 is active.

Results:

• OK - Only CID 0566 FMI 07 is active. Proceed to test step 9.

• NOT OK - A fault other than CID 0566 FMI 07 is active.

  Repair: Correct the other fault. Proceed to the corresponding troubleshooting procedure.

  Stop.

Test Step 9. CHECK THE VOLTAGE FOR ENGINE CRANKING

1. Turn the ECS to OFF/RESET. Then turn the ECS to START.

2. Measure the voltage from "TBD1-45" to "TBD1-2".

Expected Result:

During the engine cranking, the voltage should increase to 4.0 DCV or more. The voltage should then decrease and the voltage should stabilize between 1.5 and 2.0 DCV.

Results:

• OK - During engine cranking, the voltage increases to 4.0 DCV or more. The voltage then decreases in order to stabilize between 1.5 and 2.0 DCV. The voltage is correct. There is an open circuit between "TBD1-45" and "TBD1-46".

  Repair: Check all wires for abrasion or worn spots in the insulation. Check the wires in the control panel and the generator housing. Repair the wiring or replace the wiring. See Testing And Adjusting, "Schematics & Wiring Diagrams".

  Stop.

• NOT OK - During engine cranking, the voltage remains low. The voltage does not increase to 4.0 DCV or more. The voltage does not decrease in order to stabilize between 1.5 and 2.0 DCV. Proceed to test step 10.

Test Step 10. CHECK SUPPLY VOLTAGE OF PEEC.

Fuse "F3" remains removed from the relay module. Prepare to make a voltage measurement at the programmable electronic engine control (PEEC).

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. Measure the voltage from the positive supply of the PEEC to the negative supply of the PEEC. Connect a voltmeter between pin 1 and pin 21 on the PEEC connector.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage. The system voltage was previously measured in test step 2.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage that was previously recorded. The supply voltage is correct. The problem is in the PEEC or the harness has failed.

  Repair: Refer to the specific Service Manual for the Electronic Engine Troubleshooting.

  Stop.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage that was previously recorded. The voltage is low. Proceed to test step 11.

Test Step 11. CHECK THE VOLTAGE AT ENGINE'S RELAY PANEL.

Fuse "F3" remains removed from the relay module. Prepare to make a voltage measurement at the engine's relay panel.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. Measure the voltage from "PEECR-87" to"TB-2" in the engine's relay panel.

Expected Result:

The voltage should be ± 2 DCV of the system voltage that was measured previously in test step 2.A.

Results:

• OK - The voltage should be ± 2 DCV of the system voltage that was measured previously in test step 2.A. The voltage is correct. There is an open between terminal "PEECR-87" and the programmable electronic engine control (PEEC).

  Repair: Check the wiring. Refer to the preceding system schematic. For more information, refer to the wiring diagram (main chassis). The diagram is located in the Schematics and Wiring Diagram section.

  Stop.

• NOT OK - The voltage is NOT ± 2 DCV of the system voltage that was measured previously in test step 2.A. The voltage is low. Proceed to test step 12.

Test Step 12. CHECK VOLTAGE AT THE PEEC RELAY.

Fuse "F5" remains removed from the relay module. For reference, see the preceding System Schematic and see Testing And Adjusting, "Schematics and Wiring Diagrams". Prepare to make voltage measurements at the PEEC relay.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. At the relay module, measure the voltage from "PEECR-30" to the relay module ("B-" terminal).

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage that was previously measured in Step 2.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage that was previously measured in Step 2.A. The voltage is correct. Proceed to test step 13.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage that was previously measured in test step 2.A.

  Repair: Check the wiring and recheck the fuses. If necessary, repair the wiring. See Testing And Adjusting, "Schematics & Wiring Diagrams".

  Stop.

Test Step 13. CHECK THE PEEC RELAY

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. Measure the voltage from the "PEECR-87" to "terminal B-" of the relay module.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage. The system voltage was measured previously in test step 2.A.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage. Proceed to test step 14.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage. The voltage is NOT correct.

  Repair: Replace the PEEC relay.

  Stop.

Test Step 14. CHECK FOR DIAGNOSTIC CODES

1. Make sure that no other faults are active.

2. Check the upper display for any active faults.

Expected Result:

Only CID 0566 FMI 07 is active.

Results:

• OK - Only CID 0566 FMI 07 is active. Proceed to test step 15.

• NOT OK - A different diagnostic code is active.

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

  Stop.

Test Step 15. CHECK THE VOLTAGE AT THE ENGINE'S RELAY PANEL.

Fuse "F3" remains removed from the relay module. Prepare to make a voltage measurement at the engine's relay panel.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. Measure the voltage from terminal "PEECR-87" to "TB-2" in the engine's relay panel.

Expected Result:

The voltage should be ± 2 DCV of the system voltage that was measured previously in test step 2.A.

Results:

• OK - The voltage is ± 2 DCV of the system voltage that was measured previously in test step 2.A. The voltage is correct. There is an open between terminal "PEECR-87 " and the electronic engine control (PEEC).

  Repair: Check the wiring. Refer to the Testing And Adjusting, "Schematics And Wiring Diagrams".

  Stop.

• NOT OK - The voltage is NOT ± 2 DCV of the system voltage that was measured previously in test step 2.A. The voltage is low.

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

  Stop.

Test Step 16. CHECK VOLTAGE AT THE AIR SHUTOFF SOLENOID

This test step continues troubleshooting from the test step 1 (initial check). Prepare to make a voltage measurement at the air shutoff solenoid. The air solenoid valve may activate for only 15 seconds. Fuse "F3" remains removed from the relay module.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. At the air shutoff solenoid, measure the voltage across the terminals of the solenoid.

Expected Result:

The voltage should be from 0 to 2.0 DCV.

Results:

• OK - The voltage is from 0 to 2.0 DCV.

  Repair: Voltage is correct. The air shutoff trips and the air shutoff cannot be reset. The problem is with the air shutoff. Refer to the Service Manual for the engine.

  Stop.

• NOT OK - The voltage is NOT from 0 to 2.0 DCV. Proceed to test step 17.

Test Step 17. CHECK VOLTAGE AT THE RELAY MODULE

Fuse "F3" remains removed from the relay module. Prepare to make a voltage measurement at the relay module.

1. Turn the ECS to OFF/RESET. Turn the ECS to START.

2. At the relay module, measure the voltage from "RM-19" to the "B-" terminal.

Expected Result:

The voltage should be ± 2.0 DCV of the system voltage.

Results:

• OK - The voltage is ± 2.0 DCV of the system voltage. The voltage is correct. A wire or a component is shorted to the + battery. The short circuit is between "RM-19" and the air shutoff solenoid.

  Repair: Repair the circuit. See Testing and Adjusting, "Schematics and Wiring Diagrams".

  Stop.

• NOT OK - The voltage is NOT ± 2.0 DCV of the system voltage. Proceed to test step 18.

Test Step 18. CHECK THE ASR.

Fuse "F3" remains removed from the relay module.

1. Remove fuse "F4" from the relay module.

2. Turn the ECS to OFF/RESET.

3. Make sure that "K6" is not shown on the lower GSC+ display. If "K6" is showing, make sure that no other faults are active.

4. At the relay module, measure the resistance from "RM-5" to "RM-19". A measurement of less than 100 ohms indicates that the air shutoff relay is shorted.

Expected Result:

The resistance should be greater than 10000 ohms.

Results:

• OK - The resistance is greater than 10000 ohms. Check for a short from the + battery to "RM-19" of the relay module.

  Repair: Repair the shorted wiring. If the short is internal to the relay module, replace the relay module. See Testing and Adjusting, "Relay Module - Replace".

  Stop.

• NOT OK - The resistance is less than 10000 ohms. The short is internal to the relay module.

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

  Stop.