New Engine Software Is Available for Tier 4 Interim C9.3 Through C18 Industrial and Machine Engines{1901, 1902, 1920} Caterpillar

Articulated Truck:

735B (S/N: T4P1-UP)

740B (S/N: T4R1-UP)

740B EJECTOR (S/N: T4S1-UP)

Engine:

C13 (S/N: KWJ1-UP)

C15 (S/N: LDN1-UP)

C18 (S/N: BDN1-UP)

Industrial Engine:

C9.3 (S/N: C9N1-UP)

Excavator:

336E (S/N: YEP1-UP; BZY1-UP)

349E (S/N: DGE1-UP; TFG1-UP; KCN1-UP; KFX1-UP; MPZ1-UP)

568 (S/N: BRB1-UP; YJX1-UP)

Motor Grader:

140M Series 2 (S/N: M9D1-UP; R9G1-UP; M9J1-UP; R9M1-UP)

160M Series 2 (S/N: M9E1-UP; M9K1-UP; R9L1-UP; R9T1-UP)

Mobile Hydraulic Power Unit:

349E MHPU (S/N: S3P1-UP)

Track-Type Tractor:

D6T (S/N: KSB1-UP; ZJB1-UP; DTD1-UP; SLJ1-UP; GMK1-UP; RCW1-UP)

D7E (S/N: TJA1-UP; TAN1-UP)

D8T (S/N: MLN1-UP; FCT1-UP)

Wheel Loader:

966K (S/N: PBG1-UP; TFS1-UP)

972K (S/N: PEM1-UP; Z4W1-UP)

980K (S/N: W7K1-UP; GTZ1-UP)

Introduction

New engine software has been released to add new features and correct a number of issues in the current versions of engine software. The new part numbers and the related applications can be found below. Do not perform any procedure in this Special Instruction until you read this information and you understand this information.

Required Parts

Note: The following changes are being implemented in the above listed flash files

Changes Implemented in Flash Files

Issue

Low speed automatic regenerations may not perform adequately during conditions of high ash loading or high soot loading and cold ambient conditions. Due to the lack of air flow through the Diesel Particulate Filter (DPF), the inlet temps are not high enough to reduce the soot level in the DPF at the current engine speed max limit of 1400 rpm.

Resolution

If ambient temperatures are less than −20° C (−4° F), maximum engine speed limit will increase during low speed auto regeneration or manual regeneration to 1600 rpm. Regeneration will de-activate if engine speed increases beyond 1650 rpm.

Issue

The Aftertreatment Regeneration Device (ARD) flame detection temperature sensor can become fouled with soot build-up in some applications. When the sensor becomes fouled, the reading becomes inaccurate and the Electronic Control Module (ECM) believes that the regeneration system is not functioning properly. Event codes E1026 or E1025 may be active or logged when this problem is present.

Resolution

A "lean burn" strategy has been implemented to modify the air/fuel ratio of the ARD at the end of a regeneration. The "lean burn" strategy increases the temperature at the flame detection temperature sensor, cleaning the soot build-up from the sensor.

Issue

In some cases when Controller Area Network(CAN) communication is lost between the engine ECM and the ARD air valve controller. A 3472-14 diagnostic code can false trip soon after the loss of communication issue is resolved. False tripping could lead to unnecessarily replacing the ARD air valve controller.

Resolution

Software corrected to not false trip the 3472-14 diagnostic code.

Issue

When the engine idle shutdown feature is enabled and a Caterpillar Electronic Technician (ET) service test is being performed, the engine may shut down if the service test time is greater than the idle time required for engine idle shutdown.

Resolution

Engine software will now ignore the engine idle shutdown request if a CAT ET service test is being performed.

Issue

When idling the engine for extended periods of time in cold ambient conditions, condensation can build up in the NOx Reduction System (NRS) and freeze. The freezing can cause poor engine performance and various diagnostic and event codes.

Resolution

A new elevated idle strategy is being implemented to address NRS freezing concerns. This strategy will elevate engine speed to 1600 rpm every 3 hrs when ambient air temperature is less than −18° C (−0.4° F). The engine will idle at 1600 rpm for 20 minutes. Running the engine at higher engine speeds promotes more NRS gas flow which can thaw any accumulation of ice.

Issue

Regeneration history in CAT ET does not provide enough information to assess the quality and profile of the regenerations being performed by the ARD system.

Resolution

The regeneration history feature in CAT ET has been improved. The improvements include:more specific information as to what triggered the regeneration to occur, what type of regeneration was performed and what state the aftertreatment "auto regeneration enable status" is configured to. See Troubleshooting, "CAT ET Service Features" for specific details to the "Regeneration History" feature.

Issue

If the aftertreatment ID module losses connection or fails within 25 hrs of the automatic programming, a 3468-14 or 3468-8 diagnostic code may become present. To resolve these codes, the aftertreatment ID must be reprogrammed via CAT ET. When trying to perform this function, the ECM will not recognize the request from CAT ET to accept the Aftertreatment ID.

Resolution

Engine software has been corrected so that the ECM will accept the new value from CAT ET if there is a request to program the same automatically programmed aftertreatment ID through CAT ET within 25 hours of the automatic programming.

Issue

A 3482-3 Sensor Supply #3 Voltage above normal diagnostic code may false trip in certain applications. This condition is due to the temperatures in and around the ARD air valve controller. The false tripping is due to the heat causing higher resistance and increasing the voltage above the 5.25 V threshold at the controller.

Resolution

The diagnostic trip point for the 3482-3 diagnostic code has been increased to 5.5 V.

Issue

C13 and C15 engines can experience up to 8% power loss over time with the current trim strategies used.

Resolution

A new injector Wear trim(W-trim) has been implemented to factor in engine operating conditions into the total trim strategy. The new (W-trim) maintains consistent power levels over the lifecycle of fuel injector.

Issue

E361(2) High Engine Coolant Temperature and E539(2) High Intake Manifold Air Temperature event codes and associated engine derates deactivate if the temperature continues to rise over 140° C (284° F). The problem is due to the software implementation not matching the desired strategy.

Resolution

Software has been updated to match the desired strategy and implement trigger conditions for E361(2) and E539(2) event codes. The engine derate ramp rate was also changed from 1% per second to 20% per second.

Issue

Following an ARD nozzle heating cycle, a 3 minute delay is required prior to allowing a regen to begin. If the engine conditions change within that 3 minute window, the heater will turn back on and reset the 3 minute delay. This condition can prevent a regen from starting until the soot level reaches 100%. The problem is due to the strategy giving priority to the ARD nozzle heater at all times.

Resolution

The current ARD nozzle heating strategy has been modified to give a regen priority following an ARD nozzle heating cycle. While the ARD nozzle heater delay is active, the active delay will prevent the heater from turning back on during the 3 minute delay plus an additional delay of 5 minutes. This extra delay will provide the regen an opportunity to gain priority and become enabled.

Issue

When using "Test ECM" mode, factory passwords were required to flash between different application software files. Also, the engine lifetime hours value would not reset to "0" when "Test ECM" mode was activated or reactivated.

Resolution

"Test ECM" mode now allows for flashing of different engine application flash files without the need for factory passwords. The engine lifetime hours value is now reset to "0" when activating or reactivating the "Test ECM" mode.

Issue

DPF regeneration performance can be affected when shutting the key off during regeneration so that the regeneration active time measurement is not allowed to reset properly. This condition can cause shorter than desired regeneration time when the engine is restarted and regeneration re-engages. Also, if the battery disconnect switch is cycled prior to the engine ECM completing post processing activities, DPF soot load percent values can randomly jump at next key on.

Resolution

Software parameters have been modified to reset the DPF regeneration active time immediately after a key cycle. The modification allows for proper regeneration performance during the next active DPF regeneration. DPF soot load percent data is now stored in the ECM battery backup memory locations that are not affected by a loss in power to the engine ECM.

Issue

When 274-4 Atmospheric Pressure Sensor: Voltage Below Normal diagnostic code becomes active, the code will begin to toggle off and on and prevent the ECM from powering off when the engine is keyed off. The diagnostic code will trigger the ECM to take a data snapshot, which keeps the ECM powered during the post-trigger data recording time. Because the diagnostic trips continuously, new snapshots are generated, and the ECM will not power down.

Resolution

Diagnostic code reset and enablement conditions were added or modified to correct this issue.

Issue

On applications such as the D7E where the engine ECM is considered the primary, the engine ECM requires the service hour meter to be set while the engine is running. The requirement is due to the sync clock not being properly supported after the engine lifetime clock was introduced to the software.

Resolution

The engine speed dependency was removed from the "Service Hour Meter" strategy.

Issue

High soot loading events E995 can take up to 5 minutes to reset following a regen if the events are active prior to the regen taking place. This situation can create confusion with operator as the events are still active, but the soot gauge indicates a clean DPF and the regeneration active lamp has gone off.

Resolution

The high soot loading event will be cleared when the soot load percentage is at a level where a high soot loading Level 2 fault E995-2 will reset and the regen inhibit switch is off.

Issue

The Engine Speed vs Percent Engine Load at Current Engine Speed histogram has data going into the incorrect columns. This problem is due to a data scaling issue within the software.

Resolution

The software was updated to fix the scaling issue. After flashing new software, data previously recorded for this histogram will be cleared.

Issue

The 3493-3 Aftertreatment 1 Secondary Air Pressure Sensor: Voltage Above Normal threshold was configured as 4.95v in software however, the desired specification should be 4.8 V. This situation could lead to missing open circuit situations.

Resolution

The 3493-3 Aftertreatment 1 Secondary Air Pressure Sensor: Voltage Above Normal tripping point was changed to 4.8 V.

Issue

3387-3 and 3387-4 EGR Differential Pressure Sensor: Voltage Above/Below Normal diagnostic codes are calibrated to trip during higher load conditions that are typical during loaded operation. The event will not trip during lightly loaded conditions, which occur when the EGR System Test is ran with CAT ET. If the event trips during normal mode operation and then clears, which is required to run the EGR Service Test, the event is unlikely to trip during the service test even if a problem exists.

Resolution

When the EGR Service Test is active, a separate diagnostic threshold will be used to trip these diagnostics. This change will allow the service test to trip the event at lightly loaded conditions during the EGR Service Test.

Issue

High parasitic load applications that utilize jacket water heaters could have difficulty starting or fail to start in cold ambient conditions. The condition is due to the cold starting strategy only using coolant temperature as an input when determining the cranking fuel limit.

Resolution

When the air inlet temperature is less than 10° C (50° F) and the air inlet temperature sensor is not faulted, the minimum of air inlet and coolant temperature will be used as the input to the cranking fuel limit determination.

Issue

ARD pilot and main fuel valves or ARD fuel pump failures have the potential to create high fuel pressures and cause issues with the DPF. Current diagnostics can catch these fuel valve and pump failures, but only when the regen mode is not active.

Resolution

A third enablement condition was added to the E1050 and E1051 diagnostics to detect a high fuel pressure failure during a regen. This third enablement condition will activate a 1050-2 Aftertreatment 1 Fuel Pressure High (2) and turn off the ARD fuel pump to limit any potential issues with the DPF.

Issue

The 3413-5 ARD Fuel Flow Diverter Actuator: Current Below Normal will log in applications where manual priming is used when activated within 30 seconds of turning the ignition key to off. The priming pump solenoid is connected to two driving sources, the ECM and an external relay. When the key is turned off, the ECM takes approximately 30 seconds to complete the post processing activities. If the external relay is enabled during this time, the opportunity exists to drive the solenoid from both sources, resulting in the current below normal fault.

Resolution

The diagnostic will be ignored when the key switch input is off.

Issue

In some situations, a low speed automatic regeneration can take place when a high speed automatic regeneration is desired. This situation could lead to issues with the DPF as the ARD fuel control strategy is different between low speed automatic and high speed automatic regenerations.

Resolution

Software has been corrected to stop a low speed automatic regeneration if the engine exits the operating window for this type of regen.

Issue

The current soot load model can over predict soot loads in adverse working conditions such as cold temperatures and high altitudes. Due to this situation, the engine believes that more soot is in the DPF than there actually is and will request regenerations more frequently.

Resolution

The dependence on the soot load model has been reduced with more emphasis placed on the delta P sensor system. This results in more accurate soot load measurements and improved regeneration frequencies.

Issue

Fuel totals in ET did not take into account fuel used by the aftertreatment system.

Resolution

The ET cumulative fuel totals were changed to include aftertreatment fuel usage. Total fuel value now represents total engine fuel and total ARD fuel. "Total Engine #1 Fuel" was created to indicate total engine fuel, total idle fuel, total max fuel and now includes ARD fuel usage.

Issue

The 2465-5 Aftertreatment #1 Ignition Transformer Primary: Current Above Normal can false trip.

Resolution

The 2465-5 diagnostic code has been corrected to occur only when an actual problem is present with the ARD ignition system.

Issue

C15s with an 87-1 Cam gear tooth pattern exhibits instability after a crank gear speed timing sensor failure. This situation is due to the lag of the cam speed/timing signal being averaged over two cylinder firings instead of one with the previous 96-1 cam gear tooth pattern.

Resolution

When the ECM detects the 87-1 cam gear tooth pattern, a secondary set of governor gains will be active when the engine is running on the cam gear speed/timing sensor. The secondary gain set assures engine stability, but slows response time. This results in the cam sensor becoming a "limp home" sensor instead of redundant sensor.

Issue

In the event of an ECM replacement, the soot load value within the DPF is assumed to be zero by the new ECM. The actual soot load in the DPF can be much higher and can lead to DPF failure when a regen begins.

Resolution

The soot load value will be added to the ECM replacement file. In the event of an ECM failure in the field and the replacement file can still be obtained, the soot load value stored in the replacement file will be programmed into the ECM.

Issue

The "ARD Nozzle Heater Circuit Test" used in CAT ET requires the coolant temperature to be above 60° C (140° F). When running this test on a cold machine, a significant amount of time is needed to achieve this threshold.

Resolution

The coolant temperature threshold has now been removed from the "ARD Nozzle Heater Circuit Test".

Issue

Aftertreatment Regeneration History data is not being sorted properly. In some rare cases, the regeneration history file will fail to download.

Resolution

When using CAT ET 2011B or newer, the aftertreatment regeneration history will now be sorted in the proper order. The issue of the regeneration history file not successfully downloading as also been corrected.

Issue

When the 2489-7ARD Air Pressure Control Actuator : Not Responding Properly code goes active during a regeneration, the regen will not stop. The problem can cause the ARD fuel system to provide incorrect amounts of fuel, potentially damaging the DPF.

Resolution

When a 2489-7 is generated during a DPF regeneration, the regeneration will terminate.

Issue

In cold ambient conditions, condensation can possibly collect in the pressure lines connected to the DPF delta P sensor. This condensation can freeze and cause 2458-2 DPF #1 Differential Pressure Sensor : Erratic, Intermittent, or Incorrect faults or 2458-13 DPF #1 Differential Pressure Sensor : Out of Calibration faults.

Resolution

A new strategy has been implemented to disable the diagnostics when pressure line freezing is probable. The new strategy also disables the delta P signal from influencing DPF soot load percent. This strategy uses inputs from the intake air temp sensor and DPF inlet temp sensor to determine when to activate and deactivate this strategy.

Issue

DPF Regeneration Intervals can be negatively impacted in cold-weather operation due to situations where the engine runs for extended periods of time on the white smoke map. The situation can increase the soot rate out of the engine filling up the DPF more quickly in some high speed, light load applications.

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Resolution

The NRS flow rate has been reduced when operating on the white smoke map in order to lower soot rate out of the engine.

Issue

140M2 and 160M2 motor graders do not allow for engine speed setting when the throttle lock is in manual mode and the service brake is depressed. This circumstance can be undesirable in some situations where engine speed needs set when machine is on a slope and the brakes are depressed.

Resolution

Engine speed setting with throttle lock in manual mode can now to be set with service brakes depressed.

Issue

D6T, D7E and D8T Track Type Tractors can fail a key off regen if the regen is attempted when the soot load is less than 30%. This situation is due to a communication that is between two layers within engine software.

Resolution

Communication between the two software layers has been improved. Now the key off regens will be performed successfully when the soot load is below 30%.

Issue

If the "DPF regeneration force" switch or "DPF regeneration inhibit" switch is physically locked in the depressed state or is shorted, there is no indication to the engine ECM that this input is bad.

Resolution

Diagnostic codes have been put in place to detect faults with the DPF regeneration switch status and DPF regeneration inhibit status. These new diagnostic codes are 3183-2"DPF Regeneration Force Switch: Erratic, Intermitant, or incorrect" and 3184-2 "DPF Regeneration Inhibit Switch: Erractic, Intermittant, or incorrect. If the 3183-2 code is active, manual regenerations are disabled. If 3184-2 is active, the DPF regeneration inhibit switch input to the ECM is disabled so that regenerations can be performed.

Issue

Conditions exist in 966-980K wheel loaders where the "Regeneration disabled" lamp and "Regeneration active" lamp can be illuminated at the same time when a manual regeneration is initiated by the force regeneration switch and is then deactivated by pressing the regeneration inhibit switch.

Resolution

Software strategy corrected this situation so the phenomenon does not exist.

Issue

When DPF soot load is over 100% and the key switch is cycled from "ON" to "OFF" and back to "ON", the E993-2 DPF active regeneration inhibited due to inhibit switch fault will false trip. This situation can give a false indication that the operator is disabling regeneration when he is not.

Resolution

Software corrected so E993-2 does not trip when soot load is greater than 100% and the key is cycled.

Issue

For applications using a cooling fan speed sensor, the diagnostics for the sensor are functioning incorrectly and can provide false readings.

Resolution

The 544-8 Engine cooling fan speed sensor : Abnormal Frequency, Pulse Width or Period diagnostic has been removed from software.

Issue

The 735B and 740B articulated trucks were supposed to have a histogram for engine retarder status. This feature was not included in the first software release for these products.

Resolution

The retarder status histogram is now included for the 735B and 740B Articulated Trucks.

Issue

The key on automatic priming feature will de-active the priming pump when 900 kPa (131 psi) pressure is measured at the fuel pressure sensor on the engine. If the pressure drops below 900 kPa (131 psi), the pump will turn back on. This situation can cause the pump to toggle on and off which drives increased stress on the pump.

Resolution

The automatic priming feature has been updated to turn the automatic priming command off once fuel pressure reaches 900 kPa (131 psi). The automatic priming command will not be reset until the key switch is cycled.

Issue

The 140M2 Motor Grader application may experience lower than desired power when running at 2000 rpm engine speed and 100% load factor. The low power was caused by a calibration issue when the power rating was developed for this application.

Resolution

The engine power calibration at 2000 rpm has been corrected so that the desired horsepower is achieved at this condition.

Issue

The D6T Track-Type Tractor application constant net fan power compensation is overcompensating for the fan power resulting in less power to the ground. The fan speed maps may also limit machine cooling capacity in some operating conditions.

Resolution

The constant net fan power compensation was corrected. The fan speed maps related to jacket water temperature trigger values as well as the values that compensate for altitude were also corrected.