TCL025

Instruments and
Warning Lights

Participant Guide
SERV1896
Caterpillar Apprentice Service Technician Training Program
TCL025
Instruments and Warning Lights

Published by Caterpillar of Australia Pty Ltd.

1 Caterpillar Drive
Tullamarine Vic 3043
AUSTRALIA

Version 5.0; 2013

Copyright © 2013 Caterpillar Inc.

All rights reserved. Reproduction of any part of this work

without the permission of the copyright owner is unlawful.
Request for permission or further information must be
addressed to the Caterpillar Learning Manager, Australia.

This subject material is issued by Caterpillar Inc. on the

understanding that Caterpillar Inc., its officials, author(s) or any
other persons involved in the preparation of this publication
expressly disclaim all or any contractual, tortious or other form
of liability to any person (purchaser of this publication or not) in
respect of the publication and any consequence arising from its
use, including any omission made buy any person in reliance
upon the whole or any part of the contents of this publication.

Caterpillar Inc. expressly disclaims all and any liability to any

person in respect of anything and if the consequences of
anything done or omitted to be done by any such person in
reliance, whether whole or partial, upon the whole or any part of
the contents of this subject material.

Acknowledgements
A special thanks to all concerned for their contribution in the
construction of this program, in particular:

Caterpillar of Australia Pty Ltd

Caterpillar engineers and instructors
Caterpillar dealer engineers and instructors
Business Training by Design Pty Ltd
Olga Stergiou - Graphic Design
Fionna Yao (Graphic & Web Design)
Contents
TOPIC 1 Instruments and Indicators
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Instrument Panel Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Printed Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Panel Illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Removing a Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Replacing Panel Bulbs (Globes) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Instruments With Magnetic Operation . . . . . . . . . . . . . . . . . . . . . . . 6
Magnetic Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Magnetic Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Magnetic Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Instruments With Thermal Operation . . . . . . . . . . . . . . . . . . . . . . 10
Thermal Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Thermal Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Constant Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Thermal Type Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . 12
Circuit Diagram with Thermal Gauges . . . . . . . . . . . . . . . . . . . . . 13
Mechanical Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Indicators And Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Ignition Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Oil Pressure Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Checking Instruments And Indicators . . . . . . . . . . . . . . . . . . . . . . 16
Testing Of Magnetic And Thermal Gauges . . . . . . . . . . . . . . . . . . 17
Magnetic Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Thermal Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Checking Electronic Instruments . . . . . . . . . . . . . . . . . . . . . . . . . 19

topic 2 Input Devices for Monitoring Systems and Electronic

Monitoring Systems
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Rocker Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Electrical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Senders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
0 to 240 Ohm Senders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
70 to 800 Ohm Senders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Frequency Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
 Digital Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Ultrasonic Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Analog Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Analog to Digital (A-D) Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Caterpillar Electronic Monitoring System (Ems) . . . . . . . . . . . . . . 41

tOPIC 3 Computerized Monitoring System (CMS)

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
System Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Switch Type Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Alert Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Programming Switch Type Inputs . . . . . . . . . . . . . . . . . . . . . . . . . 47
Service Switch Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Lighting Switch Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Sensor Type Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Voltage Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Frequency Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Pulse Width Modulated Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Photo Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Related Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Action Lamp and Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Alternator/Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Cat Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Lcd / Vfd Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Liquid Crystal Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Bar Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Digital Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Alert Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Vacuum Fluorescent Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Circular Gauges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Digital Readout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Alert Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Troubleshooting Detected Faults . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Troubleshooting Undetected Faults . . . . . . . . . . . . . . . . . . . . . . . . 66
Warning Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

TOPIC 4 Caterpillar Monitoring System

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Main Display Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Gauge Cluster Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Speedometer / Tachometer Module . . . . . . . . . . . . . . . . . . . . . . . 74
Input Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Switch Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
 Sender Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Sensor Types. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Output Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Operator Mode Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Modes Of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Normal Mode (0) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Service Meter Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Tachometer Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Diagnostic Scrolling Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Harness Code Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Numeric Readout Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Service Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Tattletale Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Units Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Set-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Calibration Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Troubleshooting Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Additional Troubleshooting Tips . . . . . . . . . . . . . . . . . . . . . . . . . . 89

TOPIC 5 VIMS/ VIDS

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Gauge Cluster Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Speedometer / Tachometer Module . . . . . . . . . . . . . . . . . . . . . . . 99
Message Center Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Main Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Main Module Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Main Module Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Main Module Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Interface Module(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Communications Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Caterpillar Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
RS-232 Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Instrumentation Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Warning Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Message Center And Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Service Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Machine and System Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Machine Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
System Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Update Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
 TOPIC 1
Instruments and Indicators

Contents

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Instrument Panel Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Printed Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Panel Illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Removing a Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Replacing Panel Bulbs (Globes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Instruments With Magnetic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Magnetic Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Magnetic Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Magnetic Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Instruments With Thermal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Thermal Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Thermal Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Constant Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Thermal Type Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Circuit Diagram with Thermal Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Mechanical Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Indicators And Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Ignition Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Oil Pressure Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Checking Instruments And Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

© CATERPILLAR 1 Version 5.0 2013

Participant Guide TCL025 Instruments and Warning Lights
 Testing Of Magnetic And Thermal Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Magnetic Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Thermal Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Checking Electronic Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

© CATERPILLAR 2 Version 5.0 2013

Participant Guide TCL025 Instruments and Warning Lights
 Introduction
There are many vehicle/machine-operating conditions that require constant monitoring to
avoid serious damage to the engine and other vehicle operating systems or both. Different
manufacturers use different types of monitoring, indicating or warning devices to monitor
machine or vehicle operating conditions. Gauges or warning instruments can be classified
according to their operating principles; i.e. magnetic, thermal and mechanical gauges.
Warning lights and indicators perform similar functions. Warning lights warn the user or
operator of an existing problem or dangerous condition. Indicators show the operator of an
existing vehicle operation or condition. They are both lighting devices with different purposes.
Besides these visual warning and indicating devices, some vehicles have warning devices
that produce sound. A musical note, a buzzer, a voice over, etc. are used to attract the
attention of the user or warn the user if a condition exists that requires maximum user
attention. Generally acoustical warning devices are designed to warn both the user and
others when machines and vehicles are being used for certain operations that are likely to be
a source of danger.

Instrument Panel

Figure 1 – Off-highway Truck Instrument Panel

Figure 1 shows the instrument panel of an off-highway truck. The main instruments shown
on Figure 1 are the speedometer, tachometer, brake air pressure gauge, engine coolant
temperature and brake oil return temperature.

© CATERPILLAR 3 Version 5.0 2013

Participant Guide TCL025 Instruments and Warning Lights
 There are a number of indicators that can be used alongside the instruments mentioned
before. These indicators have symbols to represent their components and have colored
lenses for easy identification at night. With reference to Figure 1 from left to right, some of the
indicators are:
ƒƒ Left turn – turn signal lever is in down position
ƒƒ Right turn – turn signal lever is in up position
ƒƒ Retarder – retarder is engaged
ƒƒ Head Light – headlight is in high beam
ƒƒ Warning hazard – turn signal lever is pulled, hazard light is on
ƒƒ Engine overspeed – engine rpm is too high
ƒƒ Check engine – engine electronic control is faulty
ƒƒ Air filter – air filters are restricted
ƒƒ Supplemental steering – supplemental steering is in use.
In addition to the various indicators, the instrument panel contains an Electronic Monitoring
System (EMS), which provides warning to the operator when more serious conditions exist.
These are:
ƒƒ Brake on indicator
ƒƒ Alternator malfunction
ƒƒ Transmission oil filter plugged
ƒƒ Coolant temperature high
ƒƒ Torque converter temperature high
ƒƒ Coolant flow failed
ƒƒ Engine oil pressure low
ƒƒ Brake air pressure low
ƒƒ Brake on due to failure
ƒƒ Steering system oil flow reduced
EMS operation is discussed in Topic 2.
The instrument panel has a convenient mounting platform for switches that operate various
functions. Different instrument panel designs are used to suit various shapes, sizes, and
number of instruments and indicators filled. Some machines have both digital and analog
instruments filled although digital instruments are becoming increasingly popular.

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 Instrument Panel Wiring

Figure 2 – Instrument Panel Wiring Harness

Figure 2 shows a typical instrument panel. Instruments, gauges and indicators have to be
connected to various operating components. The wiring generally terminates behind the
instrument panel where the instrument panel connector fits the main harness. Separate wires
will connect various instruments and indicators to systems and switches. Printed circuits are
sometimes used and they significantly reduce the amount of wires hanging at the back of the
instrument panel.

Printed Circuits

Figure 3 – Printed Circuit Board

A printed circuit board (Figure 3) forms the back of an instrument panel. Printed circuits are
used instead of wiring since they significantly reduce the amount of wires hanging at the
back of the instrument panel. Metal conductors approximately 0.05mm thick, are printed on a
polyester film and then attached to a hard insulated board. One or more multi-pin connectors
are used to connect the ends of these conductors to the wiring harness.
Instruments will then be mounted on the printed circuit board. The instruments will make
contact with specific conductors on the printed board without the need for any wiring. Warning
bulbs and bulbs for illumination are mounted in small holders plugged into holes in the printed
circuit board. When plugged, they make contact with the circuit conductors connected to
specific circuits.

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 Printed circuits are cheaper to manufacture, a lot more compact and easier to assemble than
a lot of separate wiring. The instrument panel looks neat and easy to work on in the event of
a fault. Printed circuits are also easier to assemble at the back of the instrument panel.

Panel Illumination
A Rheostat is usually used to control the brightness of the panel lights. A rotating switch is
used to vary the resistance of a wire wound resistor connected in series with the panel lights.
The brightness of the lights is adjusted as the resistance of the series resistor is varied.

Removing a Panel
Extreme care must be exercised when working on instrument panels. Short circuits could
melt conductors on printed circuit boards. As a general rule, always isolate the battery before
attempting to work on an instrument panel.
Removal procedures for different instrument panels will always be different. As a rule, isolate
the battery first. Remove the screws that hold the instrument panel down. Disconnect the
harness connectors, earth connections and any attachments. Finally, remove the instrument
panel from the vehicle and proceed to inspect and assess the panel for any faults.

Replacing Panel Bulbs (Globes)

Bulbs (globes) fitted at the back of the instrument panel are not always easy to reach with the
panel installed on the vehicle. However, the bulb holder, complete with the bulb is removed
from the back of the instrument panel by twisting the holder 90 degrees. Since most bulbs are
cap less, they can be pulled straight out of the holder and the new bulb can be pushed in.

Instruments With Magnetic Operation

Most instruments or gauge circuits consist of two main parts; a dash unit mounted in the
instrument panel and a remote sender unit in the monitored part of the vehicle. The principle
of operation for magnetically operated instruments is based on the effect of a magnetic
field on a current carrying conductor. The current carrying conductor will experience a force
that will cause it to move. This magnetic effect is used to operate / move a pointer across a
graduated scale. Most of the magnetic instruments use a combination of permanent magnets
and electromagnets to cause pointer movement across a scale.

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 Magnetic Fuel Gauge

Figure 4 – Magnetic Fuel Gauge

The magnetic fuel gauge (Figure 4) sometimes known as a balancing coil gauge, consists
of a dash unit and a tank unit. The dash unit has two coils, the control coil (empty coil) and
the balancing coil (full coil). The coils produce an electromagnetic field between them which
influences armature movement hence alters pointer position relative to the scale of the
instrument.
The tank unit has a wire wound resistance with a sliding contact attached to an arm and
a float inside the fuel tank. The arrangement generally represents a variable resistor. The
resistance of the tank unit will vary with fuel level variations in the tank.

Operation

When the ignition switch is turned on, current flows through both the control and the
balancing coils of the instrument and flows through the tank unit as well. The resistance of the
tank unit is connected in series with the control coil and in parallel with balancing coil.
As the tank unit resistance is varied, it alters the current flow in both coils thus varying their
magnetic fields. The control coil has a fairly constant magnetic field while the balancing coil
has a variable magnetic field.
When the fuel tank is empty, the fuel tank unit has a minimum resistance, hence minimum
current will flow through the balancing coil and more current will flow through the control coil.
The armature is attracted fully towards the control coil and registers empty on the scale.
When the fuel tank is full, the float is raised and there is maximum resistance in series with
the control coil. Current flow increases in the balancing coil and creates a stronger magnetic
field that will attract the armature so that the gauge registers full.
For levels between full and empty, the pointer is balanced by the magnetic forces of the
two coils. Current between the two coils will be relatively balanced. The float level and the
resistance of the tank unit determine the amount of current flowing through the either of the
coils at any given time.

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 Magnetic Temperature Gauge

Figure 5 – Magnetic Temperature Gauge

The magnetic temperature gauge (Figure 5) is very similar in operation to the balancing
coil type fuel gauge except that the scale is graduated in degrees. The dash unit operates
in the same way as the fuel gauge. The sender unit is a thermistor mounted on the engine
water jacket. The thermistor used is an NTC (Negative Temperature Coefficient) resistor. The
resistance of a thermistor decreases with an increase in coolant temperature. This decrease
in resistance will cause more current to flow through the control coil causing the armature to
be further attracted towards the balancing coil (hotter side) to register engine temperature.

Magnetic Oil Pressure Gauge

Figure 6 – Magnetic Oil Pressure Gauge

The dash unit of the magnetic oil pressure gauge has balancing coils similar to those of a
magnetic fuel gauge except that the scale is graduated in kilopascals (Figure 6). The sender
unit mounted in an oil gallery provides a variable resistance to operate the gauge.
The position of the sender unit on the engine is such that it receives oil pressure through
the engine main oil gallery. When the engine is running, engine oil pressure acts on the
diaphragm, which moves a contact across a variable resistance in the oil sender unit.
The variable resistance provides a related measure of the oil pressure in the engine. This
resistance is used to operate the gauge on the instrument panel.

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 Voltmeter

Figure 7 – Voltmeter

Voltmeters (Figure 7) are used to measure voltage. Voltmeters are normally connected in
parallel. When the key is in the ‘on’ position and the engine is not running, the voltmeter
will register battery voltage. When the engine is running, the voltmeter will register
alternator charging voltage, which will be slightly higher than battery voltage. Voltmeters are
electromagnetically operated.
Any variation in voltage applied to the coil will cause the pointer position on the scale to
change. The scale is graduated in volts. A voltmeter is always connected in parallel.

Ammeter

Figure 8 – Ammeter

An ammeter (Figure 8) is used to measure current. The ammeter is always connected in

series. When no current is flowing the pointer will indicate zero.
When current starts flowing through the ammeter, the pointer will deflect in a given direction.
When current is flowing to the battery the pointer will deflect to the plus side however when
the battery is discharging, the pointer will deflect to the minus side. The magnitude of current
flow will determine the degree of deflection of the pointer since the quantity of current flow in
a circuit determines magnetic field strength.

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 Instruments With Thermal Operation
The thermal gauge is commonly used in the automotive industry. Its operation is based on the
heating effect of an electric current. The common name for thermal gauges is bimetal gauges
because they use a bimetal arm and a heating coil to move a pointer across a graduated
scale. Thermal gauges are used for both fuel and temperature gauges. Thermal gauge
circuits consist of a dash unit and a sender unit. Sender units used with thermal gauges are
similar to those used with magnetically operated instruments.

Thermal Fuel Gauge

Figure 9 – Thermal Fuel Gauge

The thermal gauge circuit (Figure 9) consists of a dash unit and a tank unit. The tank unit is
a variable resistor attached to a float. The dash unit is made up of a pointer attached to the
bimetal arm, heating coil, and a graduated scale. The heating coil heats the bimetal causing it
to bend thereby deflecting the pointer across the scale. The tank unit is a variable resistance
operated by a float. A voltage regulator is fitted on all thermal gauge circuits to provide a
constant
When current is supplied from the ignition switch to the voltage regulator, the current passes
through the heating coil of the gauge then through the resistance of the tank unit to complete
the circuit to earth. When the fuel tank is empty, maximum resistance will be in series with
the heating coil. Minimum current will flow through the heating coil causing minimum bimetal
bending thereby registering empty on the scale.
When the fuel tank is full, minimum resistance will be offered by the tank unit causing
maximum current to flow through the heating coil. The bimetal arm will be heated causing
maximum pointer deflection to register full on the scale. For intermediate positions between
full and empty, the reading on the gauge will be determined by the position of the sliding
contact on the resistance in the tank.

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 Thermal Temperature Gauge

Figure 10 – Thermal Temperature Gauge

The operating principle of a thermal temperature gauge (Figure 10) is similar to that of a
thermal fuel gauge except that the temperature gauge scale is graduated in degrees. A
thermal temperature gauge consists a sender unit in the cylinder head water jacket and a
temperature gauge mounted on the instrument panel.

Operating Principles

The sender unit is a thermistor. When the engine is cold, the resistance of the thermistor is
high and when the engine is hot the resistance of the thermistor is low. When the engine is
cold a small amount of current will flow through the gauge and the sender unit. The bimetal
arm will deflect the pointer to the ‘C’ (cold) position.
As the engine temperature increases, the resistance of the sender unit decreases. Current
flow through the heating coil will increase, causing the bimetal to bend further deflecting the
pointer towards the ‘H’ (hot) position.

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 Constant Voltage Regulator
Thermal gauges require constant voltage for them to operate accurately. A voltage stabilizer
(voltage regulator) is used for this purpose. All bimetal gauges are therefore connected to
the voltage stabilizer to prevent irregular readings due to battery voltage fluctuations during
operation.

Figure 11 – Regulator

The regulator consists of a heating coil, a bimetal arm and a set of contacts (Figure 11). When
the ignition switch is turned on, current passing through the coil heats the bimetal arm. The
normally closed set of contacts will open as the bimetal arm bends. The heating coil circuit
is broken thereby causing the bimetal arm to cool and reconnect the set of contacts, again
completing both the heating coil and the gauge circuit. The contacts connect all the gauges to
the ignition power supply.
The opening and closing of the voltage stabilizer contacts continue as long as voltage is
applied to the circuit. The making and breaking of the contacts occurs very rapidly and
causes a pulsating voltage to be supplied to the instruments. The average value of the
applied voltage is approximately 9 volts for a 12 volts system. The applied voltage therefore
remains constant, or stable, irrespective of changes in battery or alternator voltage.

Thermal Type Oil Pressure Gauge

Figure 12 – Thermal Oil Gauge

When a thermal system is used to monitor engine oil pressure, the dash unit is basically
the same as for the other thermal gauges, where the sender unit has a diaphragm, set of
contacts, bimetal strip and heating coil.

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 Engine Stopped (No Oil Pressure) – Key On:

The diaphragm will be in the relaxed position and the contacts will be gently touching as
current passes through the gauge and the sender unit to earth. This will cause the bimetal
strips to heat and move, consequently, the gauge needle will move to the right. The sender
unit bimetal strip will move to the right also, thus the points will separate and breaking the
contact. When the contact is broken no current flows and no heat will be produced to the
heating coils and no distortion or bending will occur on the bimetal strips. The gauge needle
will retract slightly and the sender unit contacts will touch again and the process will start
again. The gauge will be calibrated to show zero on the gauge face.

Engine Running (Oil Pressure Obtained):

The diaphragm will now be flexed by the oil pressure pushing hard against the bimetal
contacts. Current will now pass through the gauge heating coil and onto the heating coil in the
sender unit; then to earth. The diaphragm will now be pushing against the bimetal strip and
bending it. The bimetal strip will require more heating to be able to distort further to break the
contact. This will take longer to do, so current will have to flow for a longer period through both
heating coils, thus pushing the gauge needle further to the right showing higher oil pressure.
This process will be ongoing and will settle to be a balancing of diaphragm force and the
heating of the two bimetal strips. This will show on a calibrated gauge face in engine oil
pressure.

Circuit Diagram with Thermal Gauges

Figure 13 – Basic circuit diagram with a thermal temperature, oil pressure and
thermal fuel gauge

Figure 13 is a basic circuit diagram with a thermal temperature gauge, oil pressure gauge
and a thermal fuel gauge. The current path can be traced from the battery, the ignition switch,
fusible link, voltage stabilizer and the two gauges through to their respective sender units.
The gauges are connected to earth through their respective sender units.

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 Mechanical Gauges
There are some automotive gauges that operate mechanically. These gauges have generally
been replaced by other types of gauges especially those previously discussed. The Bourdon
tube gauge is a gauge generally used to measure air, oil and air pressure. Gauges on air
receivers and other workshop equipment are usually of this type.

Pressure Gauge

Figure 14 – Bourdon Tube Type Pressure Gauge

Figure 14 is a Bourdon tube type gauge. It consists of a flat brass tube, which has been bent
to form an almost complete circle. The tube is open on one end to receive pressure while the
other end is connected to a gear sector arranged to move a needle through a small pinion
gear.
When pressure is applied to the Bourdon tube, the tube tends to straighten. As the tube
attempts to straighten, the gear sector carries this movement through the pinion as the
needle records the movement on the scale.

Speedometer

Figure 15 – Speedometer

Mechanical speedometers (Figure 15) are commonly used on vehicles. The speedometer is
connected to a flexible cable that is driven by the speedometer drive gear at the rear of the
transmission. The cable consists of an outer cable and an inner cable.

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 At the transmission end, the outer cable is connected to the housing of the speedometer
drive housing. On the speedometer head end, the outer cable is connected to the
speedometer head by a clip. The inner cable transfers rotation to both the speedometer and
the odometer. The pointer in the speedometer head would show the road speed in kilometers
per hour or miles per hour and the odometer the distance travelled.
The odometer is operated by a series of gears arranged to turn drums marked with numerals.
This arrangement allows odometer recording of the distance the vehicle travels.

Indicators And Warning Lights

Warning lights and indicators perform similar functions although a distinction between them
can be made. In some cases a warning light can be considered as an indicator and vice
versa. Generally these lights are normally ‘off’ and are switched ‘on’ when certain conditions
exist. Others are normally ‘on’ and are switched ‘off’ when conditions change.
In many cases an indicator is a lamp usually added to a circuit without additional switching.
The indicator is illuminated whenever a particular circuit is in operation. The flasher indicator,
transmission overdrive, high beam, etc., are examples of circuits with indicator lamps.
Some warning lights are sometimes operated directly by switches. A park brake warning light
circuit has a switch, which switches on the warning light when the control is operated. The
light will remain on until the control has been returned to its normal position once more.
Some of the main warning lights and indicators are explained below.

Ignition Warning Light

The ignition warning light is usually the alternator charge warning light. The light is connected
between the ignition switch and the alternator. When the ignition switch is turned on, with the
engine not running, the warning light will come on through the alternator internal connections.
When the engine is running, the alternator voltage builds up. The voltage on each side of the
warning light will be the same causing the lamp to go off. This indicates that the alternator is
charging. Should the alternator fail to charge, the warning light will come on to indicate that
condition.

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 Oil Pressure Light

Figure 16 – Oil Pressure Warning Light

The oil pressure warning light circuit (Figure 16) monitors oil pressure levels in the engine.
The light is connected between the oil pressure switch on the engine and the ignition switch.
When the ignition switch is turned on and the engine is not running, the normally closed
contacts in the oil pressure switch will be closed, completing the oil light circuit. Current flows
from the ignition switch, through the light, through the oil pressure switch to earth, illuminating
the oil light.
When the engine is started, engine oil pressure will increase; this increase will force the oil
pressure switch contacts to open, causing the oil light to go off. The oil light will remain off as
long as the engine oil pressure is maintained above a specified level. Should the engine oil
pressure fall below a predetermined level, the indicator light will illuminate.

Checking Instruments And Indicators

Circuits and gauges on the vehicle can be checked for function. Generally when any
instrument fails to operate, the circuit fuse must be checked first followed by the connections
and the gauge. In the case of an indicator or a warning light, the bulb should be checked first
since it is the most likely cause of the problem.
When testing a voltmeter, connect another voltmeter in parallel to the existing one and
compare the meter readings. A substitute ammeter should be used in place of the one
suspected of being faulty. Other gauges and sender units can be tested by substitution. In this
case serviceable units are used temporarily in place of the one suspected of being faulty.

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 Testing Of Magnetic And Thermal
Gauges

Figure 17 – Fuel Gauge and Sender Unit

Magnetic Type

Brief Review of Operation

When the tank is empty, the resistance in the tank unit will be zero. All the current flows
through the limiting coil to earth via the tank unit.
As fuel is added to the tank, the float rises, thus increasing resistance in the tank unit. Current
now begins to flow in the operating coil and the pointer will be forced away from the empty
position. Its point of rest will depend upon how much resistance is in the tank unit, which, in
turn, is governed by the amount of fuel in the tank.

Faults
Fault Likely Cause
ƒƒ Float jammed in the empty position or float
broken away from tank unit
Gauge reads empty all the time. ƒƒ An earth fault between the dash and the tank
units (wire grounded)
ƒƒ Dash unit not earthed
ƒƒ Float jammed in the full position
ƒƒ An open circuit between the dash and the tank
Gauge reads full all the time
unit (broken wire, poor connection)
ƒƒ Tank unit not earthed

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 To Test Magnetic Type Fuel Gauges

1. Remove the wire from the tank

2. Switch the ignition key to the ‘on’ position (gauge should read full)
3. Touch the wire from the tank to a good earth (gauge should read empty)
If it fails this test then either the dash unit or the wiring is faulty. Check the fuse, dash unit
earth, voltage at both terminals on the dash unit and the voltage at wire (when disconnected
from the tank) before replacing the dash unit.
If it passes this test then check tank unit earth or replace tank unit.

Thermal Type

Brief Review of Operation

This instrument operates on the heating effect created by electric current. The amount of
current is controlled by the level of fuel in the tank and the heat produced by this current flow
is converted into a visual effect through a bimetal strip.
Faults

Fault Likely Cause

ƒƒ An open circuit between the dash and the tank
unit (broken wire, poor connection)
ƒƒ Float jammed in the empty position or float
Gauge reads empty all the time. broken away from tank unit·
ƒƒ Tank unit not earthed
ƒƒ Faulty voltage stabilizer (no power to gauge)
ƒƒ Float jammed in the full position
Gauge reads full all the time ƒƒ An earth fault between the dash and the tank
units (wire grounded)

To Test Thermal Type Gauge

1. Remove wire from tank unit

2. Switch on key
3. Gauge should read empty
4. Briefly touch tank wire to a good earth and observe gauge
5. Gauge should move towards full, do not leave wire connected to earth or dash unit will be
damaged
6. Voltmeter test as per test sequence.
If the dash gauge does not respond to these tests, then the fault is probably in the gauge and
further tests should be carried out to locate the fault.
Because all thermal type gauges are controlled from a voltage stabilizer, it should be first
established that this unit is functioning correctly. It is not uncommon to find that the voltage
stabilizer has ceased to function, consequently placing full battery voltage across the

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 gauge circuit. This situation almost invariably causes the gauge to burn out, thus requiring
replacement of both the gauge and the voltage stabilizer.
In many instances the voltage stabilizer is located in the body of the fuel gauge.
The testing of Magnetic and Thermal temperature gauges and oil pressure gauges are similar
to the previous testing for the fuel gauge.
Basically remove a wire from the sender unit and there should be response on the gauge.
Earth the wire and there should be an opposite response.
To differentiate between magnetic and thermal gauges, magnetic gauges usually have
quicker needle movement than thermal gauges when turned on or off.

Checking Electronic Instruments

There are several variations in electronic instrument designs and arrangements. Different
vehicles will have different varieties of electronic instruments fitted therefore it is not possible
to include in this text all designs and variations that are possibly available. Nevertheless,
extreme care must be exercised when checking, testing and removing electronic instruments.
For appropriate guidelines and safety measures to be observed, information on particular
components or systems, consult the appropriate service manuals and guidelines.
For safe and easy checking of electronic instruments, specially designed equipment is used.
Most manufacturers provide dedicated equipment to suit different instrument designs. In
cases where this equipment is not available, tests can still be carried out with the aid of good
quality high impedance multimeters.
As a general rule, never test resistance across an electronic module. In the event that you are
testing circuit resistance, disconnect the electronic module and make sure that the circuit is
not live. Extreme care must be exercised when testing current and resistance in a circuit.

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 TOPIC 2
Input Devices for Monitoring Systems
and Electronic Monitoring Systems

Contents

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Rocker Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Electrical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Senders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
0 to 240 Ohm Senders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
70 to 800 Ohm Senders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Frequency Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Digital Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Ultrasonic Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Analog Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Analog to Digital (A-D) Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Caterpillar Electronic Monitoring System (Ems) . . . . . . . . . . . . . . . . . . . . . . . . . 41

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 Introduction

Figure 18 – Monitoring systems

Caterpillar machines use different types of monitoring systems with varying levels of
technology and complexity (Figure 18). The most basic system consists of a sender and a
gauge.

Figure 19 – Storing Machine Data

The most complex system consists of a network of different types of sensors connected to a
monitoring system, which gathers and shares information over a data network and is capable
of storing machine data (Figure 19).
Although Caterpillar machines use a variety of monitoring systems, many of the basic
operating technologies are the same.
Each monitoring system requires a signal from an input device to be able to determine the
status of the machine condition being monitored. For example a temperature sender on
the machine hydraulic system may be used to send implement hydraulic information to the
monitoring system being used. Depending on the monitoring system design, the one set of
temperature information could be used in different ways.
Most modern earthmoving equipment and plant warning and indicator systems operate
electronically. The control processes input information and then sends the appropriate signals
to the various types of output devices such as solenoids, indicator lights, alarms etc.

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 The different types of monitoring systems developed by Caterpillar are discussed in Topics
2 to 5. This Topic covers the range of input devices which could be used in any monitoring
system.
Switches

Figure 20 – Differing switches

Caterpillar Monitoring Systems use several different types of switches to monitor machine
conditions (Figure 20). They all have similar functions and are often referred to as two state
devices (on or off). They provide a voltage input, or no input, to an electronic control. The
older Electronic Monitoring System (EMS) primarily used these types of components. The
newer monitoring systems still use many of these components with the addition of newer
input devices, which will be discussed in greater detail later in this topic. A few of the different
switch type inputs will now be discussed.

Oil Pressure Switch

Figure 21 – Oil Pressure Switch

Figure 21 shows an engine oil pressure switch. The pressure-type switch contacts are
normally open (engine not running). When the engine is running and oil pressure is within
the desired range, the contacts close and complete the ground circuit. If engine oil pressure
drops to a level where the contacts open, the operator will be alerted to a warning condition.
Most switches used by Caterpillar monitoring systems are in the closed state when systems
are operating normally. In case of a broken wire the switch input would show an open

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 circuit and result in a warning, warning categories and levels will be discussed in detail with
monitoring systems.

Rocker Switches

Figure 22 – Rocker switches

Figure 22 shows a typical rocker-type switch (arrow) mounted on a panel of the cab. This
particular switch is used by the operator to select certain operational modes for display on the
main display module of the monitoring system.

Electrical Switches

Figure 23 – Electronic Engine Coolant Level Switch

Figure 23 shows an electronic switch that is sometimes used to monitor the engine coolant
level. Its design and operation differ from other types of level switches. This type of switch
requires a +8 DCV input from the main display module for operation.
During normal operation, the level of the fluid (coolant) surrounds the plastic sleeve of the
switch and the switch (internally) provides a grounded signal circuit to the main display
module, keeping the level alert indicator OFF. It is important for the operation of this type of
switch that the plastic sleeve on the probe be intact. If the plastic sleeve is damaged enough
to expose the conductive rod inside, the switch will not function properly.

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 Switch Inputs

Figure 24 – Electronic Engine Coolant Level Switch

To be able to effectively troubleshoot and diagnose switches and switch inputs, it is important
to understand the basic principles of the switch input on an electronic control. Figure 24
shows a schematic, indicating a typical example of a switch type input.
The electronic control uses an internally regulated voltage referred to as pull-up voltage. The
value of the voltage varies and may be +5V, +8V or even +12V. Even though the value is
different on some controls, the concept is the same. The pull-up voltage is connected to the
signal wire through a resistor (typically 2K Ohms). The signal sensing circuitry in the control
is electrically connected in parallel with the resistance of the input device. Basic electrical
circuit analysis reveals that the voltage drop across the input device will be seen by the signal
sensing circuitry inside the control.

Figure 25 – Switch Open

Figure 25 shows a block diagram of a switch connected to the input device lead, when the
switch is in the open position the resistance from the switch input wire to ground is infinite.
The basic circuit looks like a voltage divider. The resistance across the switch is so great that
the +5V pull-up voltage can be measured across the switch, and since there is no current
flowing through the resistor, there will be zero voltage drop across it.
The signal sensing circuitry inside the electronic control senses the +5V also because it is
in parallel with the switch. The electronic control can determine that either the switch or the
switch input wire is in the open state.

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 Figure 26 – Switch Closed

Figure 26 shows the same circuit with the switch in the closed position. When the switch is in
the closed position the resistance from the signal wire to ground is very low (zero or nearly
zero Ohms). Now the state of the basic voltage divider circuit has changed. The resistance of
the resistor in the control is significantly greater than the resistance of the closed state switch.
The resistance across the resistor is so much greater that the +5V pull-up voltage can be
measured across the resistor as current flows through it out to the switch and ground.
The voltage drop across the closed state switch is +OV. The signal sensing circuitry inside the
electronic control also senses the +OV because it is in parallel with the switch. The electronic
control can determine that either the switch or the switch input wire is in the closed state or
shorted to ground.
Pull-up voltage is used to ensure that the reference point internal of the control for the digital
circuitry is either OV or +5V (digital low or high). Since the control provides pull-up voltage,
any voltage drop that may occur in the wiring harness due to poor connections or wire length
does not affect the high level signal at the control reference.
Harness voltage drops can result in the measured voltage at the switch being below +5V.
Because the control uses pull-up voltage, the switch does not have to be the source of the
current needed to drive the signal, so harness length is not a limiting factor.

Senders
Caterpillar monitoring systems use two different types of senders to provide inputs to the
main display module. They are identified as:
ƒƒ 0 to 240 Ohm senders
ƒƒ 70 to 800 Ohm senders

0 to 240 Ohm Senders

These senders measure a specific resistance value which corresponds to a specific system
condition. A typical system using this type of sender is the fuel level.
The output resistance is measured at the main display module and the value corresponds to
the depth of fuel in the tank. The main display module calculates the resistance and displays
the output on one of the gauges in the gauge cluster module. The 0 to 240 Ohm sender may
be programmed to operate a gauge, an alert indicator, or both a gauge and alert indicator.

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 Figure 27 – 0-240 Ohm Sender

One sender has an internal resistance range between 0 and 90 Ohms, and the other type
has a resistance range between 33 and 240 Ohms. The depth of fuel in the tank determines
the position the float will travel up or down the spiral rod, rotating the rod as it moves. The
sender is attached to the top of the assembly and magnetically coupled to the rotating rod.
The output resistance of the sender changes as the rod rotates and is measured by the main
display module or displayed by the fuel gauge.
If a failure occurs in the fuel level sender circuit, the probable causes are:
ƒƒ Sender open, or shorted to ground or + Volts
ƒƒ Signal wire open, or shorted to ground, or - Volts

70 to 800 Ohm Senders

These senders measure a specific system resistance value which corresponds to a specific
system condition. A typical system using this type of sender is a temperature or similar
system with the same operating parameters. The output resistance is measured at the main
display module, and the value corresponds to the temperature of the fluid (air, oil, or coolant)
being monitored.
The main display module calculates the resistance and displays the output on one of the
gauges in the gauge cluster module.
The 70 to 800 Ohm sender may be programmed to operate a gauge, an alert indicator, or
both a gauge and alert indicator. These senders are also used on the older monitoring system
called the Electronic Monitoring System (EMS) and as direct input devices to gauges.

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 Figure 28 – Resistive type senders

Figure 28 shows resistive-type senders which are used to sense fluid temperatures. The
resistance of the sender is typically in the range of 70 to 800 Ohms.
The resistance output varies with the temperature of the fluid and the signal is sent to
the main display module for display on the gauge cluster module. The resistance typically
decreases as the temperature increases.
Single terminal senders use the mounting base for machine ground to complete the signal
circuit. Because of this it is important to have good electrical contact between the case of the
sender and the component that it is mounted in.
The use of Teflon type tapes for sealing purposes can interfere with the electrical conductivity
of the joint. Most senders will use a non-conductive washer that keeps the wire connected to
the center terminal from shorting to the sender casing.
If a sender failure occurs, the main display module will alert the operator to a Level 2 warning
and log a fault in the main display module. The gauge will read in the high temperature range.

SENSORS
Sensors are used to measure physical parameters like speed, temperature, pressure and
position. An electronic sensor converts a physical parameter to an electronic signal. The
electronic signal is proportional to the physical parameter. On Caterpillar electronic systems,
sensors are used to monitor machine systems that are constantly changing. The electronic
signal represents the measured parameter.
The signal is modulated in one of three ways. Frequency modulation represents the
parameter as a frequency level. Pulse width modulation (digital) represents the parameter
as a duty cycle between 0 to 100 per cent. Analog modulation represents a parameter as a
voltage level.
This topic will discuss the following types of input sensors:
ƒƒ Frequency sensors
ƒƒ Digital sensors
ƒƒ Ultrasonic Sensors
ƒƒ Analog sensors
ƒƒ A combination of analog to digital sensors

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 Frequency Sensors

Figure 29 – Magnetic and Hall-Effect Frequency Sensors

Electronic control systems use various types of components for measuring speeds (Figure 29).
The two most common type sensors are identified as:

ƒƒ Magnetic
ƒƒ Hall-Effect
The type of sensor used is determined by engineering. On a system where slower speeds are
not critical, a magnetic pick up would be used. On systems where the measurement of slower
speeds is essential, a Hall-Effect type sensor would be used. An example of a system using
a magnetic pick up speed sensor would be measuring the engine speed to be displayed on a
tachometer. Speeds below 600 rpm are not critical, where measuring rpm for the purpose of
timing an electronic engine requires speed measurements down to 0 rpm. In this case, a Hall-
Effect type sensor would be used.

Magnetic Pick-Up

Figure 30 – Magnetic Frequency Sensor

A passive magnetic frequency type sensor (Figure 30) converts mechanical motion to an
AC voltage. A typical magnetic pick up consists of a coil, pole piece, magnet and housing.
The sensor produces a magnetic field that, when altered by the passage of a gear tooth,
generates an AC voltage in the coil. The AC voltage increases with speed. The frequency of
the AC signal is proportional to speed (rpm).
A magnetic pick up may be checked for both static and dynamic operation. With the pick-up
disconnected from the machine electrical harness, a resistance reading of the pick-up coil
(measured between pins A and B) should indicate a coil resistance of approximately 100 -200
Ohms. Some magnetic pick-ups may measure as high as 1200 Ohms. The resistance value
differs between pick up types, but an infinite resistance measurement would indicate an open
coil, while a zero reading would indicate a shorted coil.

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 Magnetic pick up sensors rely on the distance between the end of the pick-up and the
passing gear teeth to operate properly. Typically when the pick-up is installed, it is turned
in until it makes contact with the top of a gear tooth and then turned back out a partial turn
before it is locked in place with a locking nut. A weak signal may indicate the sensor is too far
away from the gear. It is important to check the specifications when installing these sensors
to ensure the proper clearance.

Hall-Effect Sensor

Figure 31 – Hall-Effect Sensor – transmission speed

Some Caterpillar electronic systems use a Hall-Effect sensor for detecting motion (Figure 31).
The electronic transmission control and the electronic unit injection system use this type of
sensor to provide pulse signals for determining transmission output speed and engine speed,
direction and crankshaft position. Both type sensors have a ‘Hall Cell’ located in a slip head in
the tip of the sensor.
As a gear tooth passes the ‘Hall Cell’ the change in the magnetic field produces a small
signal, which is sent to an amplifier in the sensor. The internal electronics of the sensor
process the input and send larger square wave pulses to the control.

Typical Construction of a Hall-Effect Sensor

The sensing element is located in the slip head and is extremely accurate because its output
amplitude is not speed dependent. It operates down to 0 rpm over a wide temperature
operating range.
The signal from a Hall-Effect speed sensor directly follows the high and low spots on the
gear or toothed wheel it is sensing. The signal will either be high (usually +I0V) when the
tooth is adjacent to the pick up or low (+0V) when not. If there is a pattern in the gear the
pick-up signal will represent the pattern. Sometimes a speed gear will have a pattern and the
electronic control can determine speed, direction and exact location of the gear.
Hall-Effect devices are designed for best results at zero or near zero air gap. When installing
a Hall-Effect type speed sensor the slip head is fully extended and the sensor is turned in
so the slip head contacts the top of a gear tooth. The slip head will slide into the sensor as it
is tightened, adjusting the gap. In some applications, the sensor may then be removed and
reinstalled with a shim to provide a small clearance between the slip head and the gear teeth.

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 Transmission Output Speed Sensor (TOS)

Figure 32 – Transmission Output Speed Senior is typically a Hall-Effect device

The transmission output speed sensor is typically a Hall-Effect device (Figure 32). The square
wave output signal is typically on pin ‘C’ of the connector.
This sensor typically requires +10V on pin ‘A’ to power the internal electronic circuitry. The
+10V is supplied by the control monitoring the signal and is usually called a sensor supply.
Diagnostic troubleshooting of a Hall-Effect sensor is difficult because of the type of connector
used on Caterpillar electronic systems. The connector is an MS type (Military Specification)
on the sensor and prevents the use of the 7X1710 Probe Group for testing the sensor
dynamically. On some machines the harness may have a harness connector near the speed
sensor where the probe group can be used.
A recommended procedure for checking the sensor is the use of the on-board diagnostics
to determine if the control is receiving the correct speed input signal. Many times the probe
group can be used at the signal input connector on the control to determine if the signal is
present. If it is not, remove the sensor from the machine and visually check the self-adjusting
tip for damage. If the serviceability of the sensor cannot be determined, replace the sensor.
It is important that the slip head on the sensor is fully extended and that it contacts the top,
or peak, of a gear tooth when the sensor is installed. If the head is not fully extended, the gap
may not be close enough. If the sensor is installed with the sliphead aligned with the space
between the teeth, it will be destroyed as soon as the equipment is operated and rotation of
the gear occurs.

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 Speed Timing Sensor

Figure 33 – Speed sensors

Certain speed sensors (Figure 33) on electronically controlled engines allow measurement
of engine speed, timing and direction of rotation. The speed of the gear is measured by the
frequency of the pulses. Engine timing corresponds to a tooth edge. This figure shows two
different types of speed timing sensors. Their operational characteristics are the same.
Speed timing sensors are designed specifically for ‘timing’ electronic fuel injected engines.
Because they are used for ‘timing’ it is important the electronic control knows the exact time
the tooth passes in front of the slip head.

Figure 34 – Timing Wheel and Sensor

Figure 34 shows a timing wheel and sensor. As each gear tooth passes the cell, the sensing
element sends a small signal to an amplifier.
The internal electronics average the signal and send the signal to a comparator. If the signal
is below average (sliphead aligned with space between the teeth) the output will be low, if the
signal is above average (tooth adjacent to cell) the output will be high.
The circuitry inside the speed timing sensor is specifically designed to standards so the
engine Electronic Control Module can determine the exact position of the gear train in the
engine.

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 Figure 35 – Typical Speed Timing Sensor

Figure 35 shows a typical speed timing sensor generating a digital output signal which is
determined by the tooth pattern on the rotating wheel.
A speed timing sensor is different than a typical Hall Effect signal because the exact rise time
of the signal is programmed into the engine Electronic Control Module (ECM) to allow the
signal to be used for the critical function of timing.

Figure 36 – Examples of Speed Timing Sensors

Figure 36 shows two speed/timing sensors used on some EUI engines such as the
Caterpillar 3126B and the 3406.
The new sensors are magnetic pick up type sensors and are always used in pairs. One
sensor is specifically designed for optimum performance at slower engine speeds which
occur during cranking and when the engine first starts. The other sensor is designed for
optimum performance at normal engine operating speeds. The mounting for the sensors differ
from each other to prevent them being interchanged.

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 Figure 37 – Speed Timing Sensors

Figure 37 shows the speed/timing sensors schematic on a Caterpillar engine. The sensors
are mounted perpendicular to the face of the speed/ timing gear as depicted in Figure 34.
The sensors are often called upper and lower, or top and bottom, referring to the operating
range they are designed for. Although the sensors have an optimum operating range, in case
of a failure, the ECM will use the signal from the remaining sensor as a backup.
These sensors can be diagnosed similarly to the magnetic speed pick-ups mentioned earlier.

Digital Sensors

Figure 38 – Digital sensors

Digital sensors on Caterpillar electronic systems utilize a method called Pulse Width
Modulation (PWM) to provide the variable electronic input needed by some controls.
The requirements of each application will determine the selection of each device. Digital
sensors are used to measure a variety of parameters, such as position, velocity, force,
pressure, etc. For this discussion on digital PWM sensors, a PWM temperature sensor will be
used. All PWM sensors perform the same basic function.
Note the larger physical size of a digital PWM sensor. In most cases, a digital sensor will be
larger than an analog sensor because the digital sensor contains the electronic components
within the sensor body. This can be very helpful in distinguishing sensors and sensor types.

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 Many controls have dedicated ground or return paths for the sensors being used. A digital
sensor ground, typically pin B, will be connected to the control digital return. Also, most
controls will provide a sensor power supply to operate the electronics in the sensor. Engine
ECM’s have both analog and digital sensor supplies.

Figure 39 – Digital Temperature Sensor with ISO and Schematic Symbol

Figure 39 shows a digital temperature sensor. The different ISO symbols indicate that this
type sensor can be used to monitor various machine system fluids (hydraulic, power train,
coolant). An important feature on the drawing is the envelope representing the schematic
symbol.
This same type symbol can be used for other types of sensors. The information contained
inside the schematic envelope helps to determine which type of sensor is being used.
The following information may be displayed inside the envelope:
ƒƒ Supply
The input voltage required to power the sensor can be displayed many ways, such as:
ƒƒ B+, +B, +Battery
Supply voltage to the sensor is being supplied by the machine batteries.
ƒƒ +8
Indicates that the sensor is receiving a voltage potential of 8 volts. The +8 is used as an
example. Some controls provide other voltage levels.
ƒƒ V+
The supply voltage to the sensor is being supplied from a source other than the machine
batteries. The sensor supply source can be traced to the electronic control which will
indicate the sensor supply voltage.
ƒƒ Ground
The use of the term ‘ground’ inside the schematic sensor envelope is significant, usu­ally,
digital sensors are grounded to the digital return in the ECM.
ƒƒ Signal
The term ‘signal’ identifies the output of the sensor. The signal wire carries the signal to
the electronic control module for processing.

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 Figure 40 – Internal components of a Digital Temperature Sensor

Figure 40 shows the internal components of a digital temperature sensor. The key
components are:
ƒƒ A regulated sensor supply input voltage from an electronic control.
ƒƒ An oscillator provides the signal carrier frequency. In this particular application the
internal oscillator supplies a carrier frequency of approximately 5 kHz.
ƒƒ A thermistor (the actual sensing element) provides a resistive input to an amplifier
proportional to the temperature being monitored.
ƒƒ An amplifier output controls the base of a transistor which generates a duty cycle output,
reflecting the percent of time the transistor is turned ON versus OFF.

Troubleshooting Digital Type Sensors

The diagnostic information available from the various electronic controls should be analyzed
first. It may indicate, for example, that a digital sensor is faulty. The sensor and its circuit
wiring and connector would then be checked to pinpoint the actual fault.
Using a Digital multimeter, a 7X1710 Probe Group and the appropriate service manual
module, the DC output voltage on the signal wire can be measured and compared with the
manual specification. If a signal is present, but not within specification, the sensor should
be replaced. If no signal is present, it will be necessary to determine if the supply voltage is
present and if the ground circuit is good. If both are within specification, the sensor should
be replaced. If either measurement is not within specification, it will be necessary to continue
troubleshooting.
Additionally, Using a 9U7330 (FLUKE 87) or a Caterpillar 146-4080 Digital multimeter the
serviceability of a PWM sensor can be determined. The Digital multimeter has the capability
to measure DC voltage, carrier frequency and duty cycle. Using the 7X1710 Probe Group and
the Digital multimeter leads connected between the signal wire (pin C) and ground (pin B) on
the sensor connector, the service technician can quickly analyses the condition of the sensor.
The following measurements would be typical for a PWM temperature sensor with the sensor
connected to the control and the key switch turned ON.
ƒƒ Pin A to Pin B Supply Voltage
ƒƒ Pin C to Pin S 7-6.9DCVon DC volts scale
ƒƒ Pin C to Pin B : 4.5 -5.5 KHz on the KHz scale
ƒƒ Pin C to Pin B: 5% – 95% duty cycle on the % scale
DC voltage may vary between the different types of PWM sensors, but the carrier frequency
must always be within the sensor specifications, and the duty cycle should always be greater
than 0% (usually between 5% – 10%) on the low side and up to 95% on the high side (but
never at 100%).

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 Ultrasonic Sensor

Figure 41 – Ultrasonic Sensor

Some Caterpillar machines are equipped with an ultrasonic level sensor (Figure 41). This
type of sensor is used on fuel systems and replaces older types of sensors that used a
resistive sending unit inside the fuel tank.
The ultrasonic fuel level sensor reacts to the level of fuel in the tank. The sensor emits an
ultrasonic signal that travels up a guide tube in the tank. The signal is reflected off a metal
disk on the bottom of a float that rides on the fuel and is directed back to the sensor. The
sensor measures the amount of time it takes for the signal to leave the sensor, reflect off the
disk, and return to the sensor.
The sensor has four contacts. The open or grounded status of contact three on the connector
tells the electronic control whether the sensor is installed in a deep tank or a shallow tank.
Troubleshooting Procedures for the Ultrasonic Sensor
Troubleshooting procedures for the ultrasonic sensor would be the same as those used
for other PWM sensors. The ultrasonic sensor cannot be tested off the machine. It must be
installed in a fuel tank to be tested.

Analog Sensors

Figure 42 – Analog sensors

Analog sensors (Figure 42) differ from other types of sensors not only in the way they
function, but, also in the manner in which they are tested.

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 Analog Temperature Sensor

Figure 43 – Internal components of a typical Analog Temperature Sensor

Figure 43 shows the internal components of a typical analog temperature sensor. The key
internal components are a thermistor to measure temperature and an amplifier to provide an
output signal that can vary from 0.2 to 4.8 DCV that is proportional to the temperature.
On an electrical schematic the sensor symbol looks the same as a symbol for a digital
sensor. The information that distinguishes an analog device from other types is in the
nomenclature describing the sensor supply voltage and the sensor ground.
An analog sensor will usually be identified with a voltage indication on Pin A such as, +5V.
The number indicates the sensor power supply voltage being received from the electronic
control (the input voltage is regulated).
The sensor ground on Pin B will be identified by the nomenclature ‘analog return’ or ‘return’.
This indicates that the sensor is grounded back through the electronic control and is not
attached directly to frame ground. An analog signal varies smoothly over time and remains in
proportion to the measured parameter’.
An analog sensor output is a DC voltage in proportion to the measured parameter, usually
between 0 and 5 Volts. The sensor can also be identified by its smaller size. The sensor
contains only a portion of the electronic components needed to process an analog signal,
the remaining components are located in the electronic control. Analog sensors are used
commonly in engine applications where the configuration of the sensors with relation to the
engine ECM remains fairly constant. Most analog sensors are grounded to the analog sensor
return on the ECM that is monitoring them.
Troubleshooting Analog Sensors

The technician should use the electronic system diagnostic information provided for the
various controls. If it is suspected that an analog sensor is faulty, the following quick checks
will determine if the sensor or sensor harness/connector is at fault.
Using a Digital multimeter, a 7X1 710 Probe Group and the appropriate service manual
module, the DC output voltage on the signal wire can be measured and compared with the
manual specification. If no signal is present, it will be necessary to determine if the supply
voltage is present and if the ground circuit is good.
If both are within specification, the sensor should be replaced. If either measurement is not
within specification, it will be necessary to continue troubleshooting.

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 The following measurements would be typical for an analog temperature sensor with the
sensor connected to the control and the key switch turned ON.
ƒƒ Pin A to Pin B: regulated +5.0 DCV input from the control
ƒƒ Pin C to Pin B: 1.99 - 4.46 DCV from the sensor
ƒƒ The signal voltage on Pin C will be different for each type sensor being used
The output is proportional to the measured parameter (temperature, pressure, etc.)
Technicians should consult the appropriate service manual for individual sensor
specifications.

Analog to Digital (A-D) Sensors

Figure 44 – Analog Digital Sensor

An analog to digital type sensor (Figure 44) is a device that incorporates both analog and
digital electronics. The use of an analog to digital sensor is dictated by the specific electronic
control that is processing the information.
The pressure is measured using the analog section and the signal is sent to a converter
where it is processed and converted to a digital (PWM) output and sent to an electronic
control.

Figure 45 – Sections of a Typical A-D Sensor

Figure 45 shows two sections of a typical A-D sensor. The analog section measures the
parameter (pressure) and sends a signal to the digital section (converter). The output from
the digital section is a PWM signal that is processed by the electronic control, which may then
send information to, or take appropriate action via, an output device if required.
The schematic envelope does not identify the sensor as being an A-D device. The information
contained inside the envelope represents the sensor output, power supply to sensor and

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 ground reference. The graphic display symbol is used to identify the system being monitored.
In this example, the system is ‘brake air pressure’.

Troubleshooting Analog to Digital Sensors

The technician should troubleshoot this type device using the same process as mentioned
earlier for a digital (PWM) sensor. It is the sensor output that determines the serviceability of
the component.

Caterpillar Electronic Monitoring

System (EMS)

Figure 46 – Caterpillar Electronic Monitoring System (EMS)

Figure 46 is a picture of the Caterpillar Electronic Monitoring System (EMS). The electronic
monitoring system is a basic monitoring system used on many Caterpillar machines, which
uses switch inputs along with electronic programming to perform monitoring functions. If a
switch input contact or wire opens, the control determines this input is faulty.
The EMS consists of an electronic monitoring panel with ten indicator lights for the different
parameters being monitored. The switch inputs are specified by engineering to actuate at
specific levels. For example, a coolant temperature switch may open at a temperature of
225°F (107°C). The EMS panel detects the open switch and displays a warning if internal
programming designates that the indicator should be active. The EMS also has an alternator
‘R Terminal’ input which can be used to determine if the engine is running.
The electronic programming of the EMS is the first level of logic used by Caterpillar in the
monitoring systems. The program inside of the control can determine faults from more than
one single input. The control uses logic to determine if the machine conditions are such that
a warning is necessary. If the park brake is applied and the machine is in neutral, a single
indicator may flash to alert the operator that the park brake is on. If the machine is shifted
into First Speed Forward while the park brake is applied the control may increase the level of
warning by flashing an additional lamp and sounding an alarm. Programming of the control
by engineering determines the combination of parameters that cause different levels of
warnings.
The EMS is a basic monitoring system that uses switch inputs along with programming to
perform monitoring functions. If a switch input contact or wire opens, the control determines
this input is faulty.

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 The Caterpillar EMS has three levels of warnings – Levels 1, 2 and 3. These three levels are
the same for all the monitoring systems discussed in this lesson.
A Level 1 warning is intended to alert the operator of an existing condition that they should
be aware of, such as the park brake is on. During a Level 1 warning the indicator on the EMS
panel will flash.

Figure 47 – Level 2

During a Level 2 warning the control will flash the indicator on the panel and also flash an
additional lamp on the dash known as an action lamp as shown by the arrow in the Figure 47.
During a Level 3 warning the EMS will flash the indicator on the control, flash the action lamp
and sound an alarm somewhere in the operator cab. The alarm is usually mounted behind
the dash or somewhere out of the way. A Level 3 warning indicates that the operator needs to
take some action due to something severe in the machine system. For example, the parking
brake being applied while the machine is in First Forward Gear.

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 TOPIC 3
Computerized Monitoring System
(CMS)
Contents

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
System Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Switch Type Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Alert Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Programming Switch Type Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Service Switch Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Lighting Switch Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

Sensor Type Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Voltage Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Frequency Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Pulse Width Modulated Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Photo Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Related Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Action Lamp and Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Alternator/Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Cat Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

Lcd / Vfd Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Liquid Crystal Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Bar Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Digital Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Alert Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

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 Vacuum Fluorescent Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Circular Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Digital Readout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Alert Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Troubleshooting Detected Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Troubleshooting Undetected Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Warning Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

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 Introduction

Figure 48 – LCD and VFD

The next generation of monitoring system is the Computerized Monitoring System (CMS).
The CMS was produced in two versions. Both versions functioned similarly but the display
interface was different. One version has a Liquid Crystal Display (LCD) and the second
version has a Vacuum Fluorescent Display (VFD). The CMS-LCD is no longer in production
but may still exist in operating machines.

Figure 49 – EMS Vs CMS

The (CMS) contains 12 alert indicators to indicate the on-off condition of switch contacts.
Additionally, the electronic technology provides many added features. In the CMS-LCD
control, the display consists of five linear bar graphs, one curved bar graph, one digital
readout for gear and direction, one digital readout for rpm or mph (km/h) and a service code
indicator.
The CMS-VFD control also has 12 alert indicators, in addition to six circular electronic
gauges. A much larger gauge, located in the center, is used as a speedometer or tachometer,
and directly beneath the center gauge is a three digit gear and direction indicator.

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 System Electrical Components

Figure 50 – Components

The CMS is installed on several different machine models, and all electrical components are
not present on every machine. Through the machine wiring harness and CMS software, the
control recognizes which electrical components are present. It is necessary to consult the
appropriate service manual and electrical schematic to determine component location on a
specific machine.
The four types of components discussed in this topic are:
1. Input switches
2. Input sensors
3. Related electronic components
4. LCD/VFD controls

Switch Type Inputs

Alert Indicator
The CMS uses switches to provide input signals to the control. The switches are two-state
devices. When the switch contacts are closed, the input is connected to frame ground, and
when the contacts are open, the input is floating. During normal CMS operation, the switch
contacts are closed and the control recognizes this grounded input as a normal machine
condition.
On both types of controls, the right side of the panel contains alert indicators that are
connected to various input switches. The alert indicators inform the operator if an abnormal
condition occurs (open contacts). On the LCD version, the panel has positions for 12 switch-
type inputs, while the VFD control panel has 11 switch-type inputs. The alert indicators use
several types of switches to provide information on machine systems.

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 The following is a typical list of the different types of input switches used on CMS:
1. Pressure (engine oil, parking brake, secondary brake and filter bypass)
2. Temperature (brake oil)
3. Flow (oil, coolant and steering)
4. Fluid Level (oil)
5. Mechanical (brake master cylinder piston travel and transmission neutral)

Programming Switch Type Inputs

Switch-type inputs also provide the control with programming information. The control uses
the harness code and the unit’s connector as inputs. The control is interchangeable between
machine models. Therefore, the control must be able to recognize the machine on which it is
installed. The programming function between the LCD version and the VFD are somewhat
different.
The appropriate service manual should be consulted for specific details. Both controls use
switch-type inputs to identify the machine harness code. The difference between the two
controls is the number of pinouts (connector contacts) used to receive the harness code
information. The LCD control uses contacts 19 and 25 through 29 for inputs, while the VFD
control uses only contacts 25 through 29.
Another programming switch input is available on contact 20 of both controls. If contact
20 input is open (floating), the control will display information in US units. If contact 20 is
grounded, the display will show information in metric units.
The programming input that is different between the two controls is the input on contact 19
of the VFD control. The input on contact 19 is called the ‘gauge input method’. If the contact is
grounded, the gauge uses the single-segment method of showing information. If contact 19 is
open, the gauge will show information using multi-segments. This procedure will be explained
in detail when the VFD control is discussed.

Service Switch Inputs

Both CMS controls use inputs on contacts 8 (service) and 9 (clear) to select the mode of
operation and to perform certain diagnostic functions. The procedure for entering the different
modes and functions will be discussed in detail later. The system is similar to other input
procedures and primarily depends on when the circuits are grounded or opened and the
sequence that they occur.
Located near the CMS control are the service and programming connectors. The function of
these connectors is explained in the section on Related Components. One of the connectors
is used to access the CMS modes of operation. The procedures for entering, clearing and
exiting the modes will be discussed later.

Lighting Switch Inputs

Lighting switch inputs are used only on the VFD version of the CMS control. These inputs
also react to the circuit status (either opened or grounded). The inputs on contacts 5, 6, 21
and 22, provide information on the dimmer switch circuit, the headlight high beam circuit, and
the directional signal circuit.

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 Sensor Type Inputs
The Computerized Monitoring System control (both versions) also uses inputs provided by
sensors to monitor machine systems that are constantly changing. An example of a machine
system that uses a sensor to supply input information is a temperature circuit.
This topic will discuss the following types of input sensors:
ƒƒ Voltage sensor
ƒƒ Frequency sensor
ƒƒ Pulse Width Modulated sensors
ƒƒ Photo sensor

Voltage Sensor
The CMS control (contact 7) senses the system voltage at the alternator circuit breaker. This
analogue input signal tells the control the status of the machine electrical system. The way
the control processes the analogue signal and produces an output will be discussed in the
output section.

Frequency Sensor
The CMS control (contacts 10, 11, and 12) receives an AC signal from sensors located on the
machine. Two of the AC signals are generated by magnetic pick-ups which are adjacent to the
engine flywheel gear and the transmission output gear. These two pick-ups produce an AC
signal when each gear tooth passes the pick-up.
The control measures the frequency (Hz) of the signal and converts the frequency to speed
readout in either rpm or mph (km/h). The signal on contact 12 is also an AC frequency input,
but this signal is generated by the speed of the alternator and is picked up on the alternator
‘R’ terminal. The control measures this frequency input and helps determine the condition of
the electrical charging system.

Pulse Width Modulated Sensor

The CMS control (contacts 13 through 18) receives input signals from pulse width modulation
(PWM) sensors.
These types of sensors produce a digital signal and the CMS control measures the duty
cycle, (percent of time on versus percent of time off) of the input signal.
These types of sensors differ from others because they require a voltage input (V+) to
operate. PWM sensors are used in applications where the monitored conditions change.
Typical systems using this type of device are temperatures, fluid levels, and pressures. For
example, as a temperature increases, the duty cycle of the signal changes. The control
measures this change and sends an output to a gauge or bar graph.

Photo Sensor
The photo sensor measures ambient light and automatically adjusts the brightness of the
panel display area. This sensor is mounted internally in the control and has no external
electrical connections.

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 Related Components
The Computerized Monitoring System uses other machine systems to provide input
information. The alternator, batteries and CAT data link are some of those external inputs.
Each system will be discussed separately.

Action Lamp and Alarm

The action lamp and alarm are outputs of the CMS (both versions). The lamp and alarm are
not physically part of the CMS control. The lamp is located in the cab of the machine and
is in the operator’s viewing area. The alarm is generally located behind the dash, out of the
viewing area, but audible throughout the cab. The lamp will flash whenever a level 2 or 3
warning is present, and the alarm will sound when a level 3 warning condition is present and
the engine is running. The levels of warning for the CMS are the same as the levels for the
EMS discussed earlier.

Alternator/Batteries
The CMS uses the alternator to help determine the condition of the electrical charging
system. The alternator provides two CMS inputs. The B+ terminal of the alternator, along
with the machine batteries, provide the control with analogue information about the system.
The output of the R terminal on the alternator tells the control the speed (frequency) that the
alternator is turning.

Connectors
The CMS uses service and programming connectors to provide information to the control
along with the means to access different modes of operation. The purpose of the connectors
are as follows:
1. Harness code connector – the harness code connector tells the CMS control in which
machine the control is installed.
2. Unit’s connector – tells the CMS control which units are to be displayed (US or Metric).
3. Service connector – allows access to the different modes of operation.
4. CAT data link connector – allows data to be shared with other machine systems (input/
output from electronic controls).

Cat Data Link

The CMS control has two contacts (23 and 24) that are bidirectional for inputs or outputs.
These contacts allow the control to share information with other machine systems. An
example would be with an electronic engine control.

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 LCD / VFD Controls
As stated earlier, two versions of the CMS control are installed in Caterpillar machines –
Liquid Crystal Display (LCD) and Vacuum Fluorescent Display (VFD). The LCD version of
the control was initially installed in the F Series wheel loaders. Since the initial introduction,
the LCD control has been updated. The controls remain interchangeable, but the software
enhancements have resulted in part number changes for the control. In the following section,
only the latest changes will be discussed.
The second version to be discussed is the VFD control. The control, its modes of operation,
and diagnostic capabilities will be discussed separately.

Liquid Crystal Display

The first type of control discussed is the LCD version. As stated earlier, the CMS,
continuously monitors machine systems.

Figure 51 – Displaying system condition

The control displays the condition of the systems to the operator (Figure 51). This section will
cover the types of visual indications, and the various modes of operation associated with the
LCD control. For ease of discussion, the control will be divided into three sections labelled:
ƒƒ Bar graphs
ƒƒ Digital display
ƒƒ Alert indicators

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 Bar Graph

Figure 52 – Bar Graph

The bar graph section is located on the left side of the control panel (Figure 52). Five linear
bar graphs make up this section and all are driven by PWM Sensors. Located directly above
each bar graph is an alert indicator which flashes whenever an abnormal condition is present.

Digital Display

Figure 53 – Curved Bar Graph

The middle section contains a curved bar graph which displays speed (Figure 53). The input
for this bar graph is provided by a magnetic pick up. Digital information is also displayed in
this section. A four digit readout for rpm/mph (km/h), a digital readout for gear position and
direction, and a SERV CODE indicator is used to show when diagnostic information is stored
in the control memory.

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 Alert Indicator

Figure 54 – Alert indicator

An alert indicator section has positions for 12 switch inputs (Figure 54). The type and quantity
of indications used varies according to machine model. The inputs to this section are provided
by two-state switches (on-off).

Modes of Operation
The Computerized Monitoring System operates in three modes:
1. Normal
2. Tattletale
3. Diagnostic

Normal Mode

Figure 55 – Normal Mode

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 The CMS control is active whenever the key switch is turned ON. Each time the key switch
is turned ON, the control automatically cycles through a self-test which verifies the internal
operating condition of the control. It is important that the operator/mechanic observe the
following:
ƒƒ Alert indicator on lower right side of panel flashes once to begin self-test (if indicator
flashes continuously, the control has failed the self-test).
ƒƒ Bar graphs and their associated alert indicators (left side of panel) ramp up and down,
and the indicators flash.
ƒƒ The alert indicators on right side of panel (with pictograph symbols) flash.
ƒƒ The four digit readout in the center section displays a two digit machine code (i.e. 04, 05,
06), a 3 digit software code, and then returns to: 8. 8. 8. 8.
The SERV CODE indicator and the unit’s indicator are ON whenever 8. 8. 8. 8. is displayed.
The four digit readout then returns to 0. The action lamp is ON continuously, and the action
alarm sounds once.
The self-test process requires approximately six seconds to complete. If all circuits check
satisfactorily, the control will be in the mode selected. In the NORMAL mode, the control is
continuously monitoring machine systems.
Typical machine functions being monitored are pressures, temperatures and voltages. On
the left side of the panel, the vertical bar graph indicators monitor functions that continuously
change. Sensors installed in the various systems send signals to the control where the
information is displayed to the operator.
The benefit of displaying the information using bar graph indicators allows the operator to
observe changing conditions such as low fuel level or high coolant temperature.
In the center of the panel, the digital display area visually informs the operator of machine
speed (curved bar graph) and engine rpm. The right side of the panel contains the alert
indicators. The alert indicators receive information from switches (except for system voltage).
During normal operation, all of these switch inputs are grounded, which turn the alert
indicators off.

Tattletale Mode

Figure 56 – Tattletale

A second mode of operation is tattletale (Figure 56). The tattletale function is a machine
management and maintenance tool. Internally, the CMS control records the extreme bar
graph and four digit readout values. These values are updated each time the previous
extreme value has been exceeded. Additionally, an alert indicator will flash if a level 1, 2, or 3
has occurred.

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 Diagnostic Mode

Figure 57 – Diagnostic

The CMS control has diagnostic ability which aids troubleshooting (Figure 57). It monitors
input/output circuits represented by service codes for intermittent and present faults. The
control diagnoses service code faults and also displays the status of switch-type inputs.

Service Code Faults

Service codes represent electrical faults detected by the CMS control. The control is
programmed to detect twenty different faults and shows a service code for each fault:
ƒƒ Action Lamp Circuit (3) opens, shorts to +battery and short to ground
ƒƒ Action Alarm Circuit (3) opens, shorts to +battery and short to ground
ƒƒ Sensor Signals (12) low voltage and high voltage signals
ƒƒ Harness Code (1) improper code
ƒƒ System Voltage (1) +battery (high)

Troubleshooting Diagnosed Faults

As stated earlier, when the control is in the NORMAL operating mode and a fault is detected,
the SERV CODE indicator on the digital display section of the panel will come ON. It will be
necessary for the service technician to place the control in the DIAGNOSTIC mode before
the diagnosed fault can be identified. Use the procedure for ENTERING the diagnostic mode.
If successfully accomplished, a service code will appear on the digital readout. The code will
be prefixed by an ‘I-’ followed by two digits (example: 1-10). If no faults are present when the
control is placed in diagnostic mode, ‘0-00’ will be displayed.
The troubleshooting chart details specific procedures for identifying, diagnosing and repairing
the CMS (LCD) faults. The service codes have been combined for ease of troubleshooting.
ƒƒ Service codes 1-10, 1-11, and 1-12 Action Lamp faults
ƒƒ Service codes 3-20, 3-21, and 3-22 Action Alarm faults
ƒƒ Service codes 1-30, 1-32, 1-34, 1-36, 1-38, and 1-40 Sensor Low Voltage faults
ƒƒ Service codes 1-31, 1-33, 1-35, 1-37, 1-39, and 1-41 Sensor High Voltage faults
ƒƒ Service codes 1-98 Harness code faults
ƒƒ Service codes 1-99 System High Voltage faults

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 Before proceeding with the troubleshooting charts, consult the Testing and Adjusting
section of the appropriate service manual for a detailed description of the test equipment
needed. After the detected fault has been identified, place the service code in the HOLD
position before attempting to correct the fault. When the fault has been corrected, clear (see
CLEARING) the service code from the control memory and return the control to the NORMAL
mode.

Switch-Type Input Status

Troubleshooting Alert Indicator faults can also be accomplished when the control is in the
diagnostic mode

Vacuum Fluorescent Display

Figure 58 – VFD

The latest version of the Computerized Monitoring System control features vacuum
fluorescent displays (Figure 58). The VFD control offers state of the art technology in
diagnostic abilities and visibility.
This topic will cover the types of visual indications associated with the VFD control and its
various modes of operation. For ease of discussion, the VFD control will also be divided into
three sections labelled:
ƒƒ Circular gauges
ƒƒ Digital readout area
ƒƒ Alert indicators

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 Circular Gauges

Figure 59 – Circular Gauges

The left side of the control has the capacity for six circular-type vacuum fluorescent gauges
(Figure 59). Each gauge is made up of 13 segments. Nine of the segments are located in the
central region of the gauge and are colored blue-green to indicate normal range values.
The remaining four segments are used as an alert indication. Although the VFD circular
gauges receive inputs from the same types of sensors used in the LCD control, the manner in
which the information is displayed differs. In addition to the 13 segments (explained earlier) in
the central region, a lighted circular pattern (gauge-outline bar) shows the shape and location
of the gauge.
The manner in which a typical VFD gauge displays information to the operator can be best
described by the following example. If the gauge is monitoring the hydraulic oil temperature,
the nine central region blue-green segments and two red upper region segments are used. As
temperature increases, the number of blue-green segments increases.
If the temperature increases, the first red segment is lighted and all the blue-green segments
begin flashing. If the temperature continues to increase, the second red segment is lighted.
The flashing gauge is the alert indicator for the operator.

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 Digital Readout

Figure 60 – Digital Readout

The center section of the VFD control panel contains a large circular gauge similar to the
circular gauges discussed earlier (Figure 60). The gauge is used to display speedometer or
tachometer information.
If the large gauge is used to display speedometer information, the tachometer information can
be shown on a four digit display. This feature allows the operator to observe both machine
speed and engine rpm on roadable machines. The functions are reversible.
Also displayed in the center section is the actual gear indicator. The two digits on the left
display the gear number and the digit on the right displays direction. Other information
displayed in the center section include the high beam indicator, left and right turn signal
indicators, retarder indicator, SERV CODE indicator, units indicator, and digital diagnostic
information. These systems will be explained later.

Alert Indicators

Figure 61 – Alert Indicators

On the right side of the panel are positions for 12 alert indicators (Figure 61). The alert
indicators function the same as those on the LCD control.
Modes of Operation

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 The Computerized Monitoring System (VFD) operates in five general modes:
1. Normal mode 0
2. Service mode 1
3. Status mode 2
4. Tattletale mode 3
5. Numeric readout mode 4
Each time the key switch is turned ON, the CMS control performs the self-test function and
then enters NORMAL mode 0. To access the other operational modes, ground the service
and clear contacts simultaneously. The procedure for scrolling the modes will be discussed
later.

Normal Mode (Mode 0)

Figure 62 – Normal Mode

The CMS-VFD control is active whenever the key switch is turned ON (Figure 62). Each time
the key switch is turned ON, the control automatically cycles through a self-test which verifies
the internal operation of the control. It is important that the operator / service technician
observe the following sequence during self-test:
ƒƒ All active gauges will ramp from left to right and back again during the seven second self-
test period.
ƒƒ The alert indicators on right side of panel (with pictograph symbols) flash.
ƒƒ The four digit readout in the center section will show a two digit number representing the
machine model followed by a two digit software version number. Then, all four digits will
be lighted displaying ‘8. 8. 8. 0.’ which performs a segment check for the display.
ƒƒ The actual gear indicator will show ‘18R’ on the readout.
ƒƒ The action lamp will be on continuously and the action alarm will sound briefly during
self-test.
The self-test process requires approximately seven seconds to complete. If all circuits check
satisfactorily, the control will be placed in the NORMAL mode. In NORMAL mode, the VFD
control functions the same as the LCD control that was described earlier. The vital machine
functions are monitored and the information is displayed on the panel. If a fault is detected,
the SERV CODE indicator on the panel will come on. It will then be necessary for the service
technician to access the Service Mode.

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 To access (scroll) modes other than NORMAL mode 0, ground both the service and clear
input contacts (in the service connector) simultaneously. The service connector for the VFD
control is the same connector used in the LCD control. In the VED version, if both (service
and clear) contacts are grounded simultaneously, the digital readout will begin scrolling
through the different modes of operation.

Scrolling Modes

Figure 63 – Three digit readout

In Figure 63, the three digit readout shows: - n - (n represents modes 0 through 4). When the
ground is removed from the service and clear contacts, the control enters the mode which
corresponds to the number shown on the display. The service technician may choose to
ground both the service and clear contacts before turning the key switch ON. If this procedure
is used, the control will self-test and then begin scrolling through the modes.

Service Mode (Mode 1)

Figure 64 – No faults detected

The CMS-VFD control uses the Service mode to aid in troubleshooting detected faults in the
system (Figure 64). The control detects and diagnoses faults in the following CMS circuits:
ƒƒ Action Lamp Circuit
ƒƒ Action Alarm Circuit
ƒƒ Sensor Input Signals
ƒƒ Harness Code Verification

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 During NORMAL operation, if the control detects an out of range condition (faults) in any of
the above circuits, the SERV CODE indicator will come ON (steady) that a fault is stored in
the control memory. The fault will remain in memory the system power turned OFF.
Figure 64 shows the control after being placed in the SERVICE mode. The panel shows the
digital readout when the control is placed in the SERVICE mode and no fault is present.
Notice the SERV CODE indicator is OFF, indicating no faults are present.

Figure 65 – Diagnostic Identifiers

Figure 65 highlights three of the six diagnostic identifiers. The following is a brief description
of the types of information displayed:
ƒƒ MID – Module Identifier: a two digit readout that identifies which electronic module
(transmission, engine, etc.) diagnosed the fault. CMS faults 26 are diagnosed, and the
control has the capacity to display faults from other systems using the CAT data link.
ƒƒ CID – Component Identifier: a three digit readout located in the digital readout area
directly below the FMI readout tells which component is defective. Typical information
displayed can be system sensors, CAT data link, system voltage, alarm components, etc.
Consult the CMS Detected Faults chart in the appropriate service manual for a complete
listing of CID codes.
ƒƒ FMI – Failure Mode Identifier: a one or two digit readout located in the digital gear/
direction readout tells what type of failure occurred. Typical information displayed can be
voltage too high or low, current too high or low, frequency too high or low, etc. Consult
the CMS Detected Faults chart in the appropriate service manual for a complete listing of
FMI codes.

Figure 66 – Diagnostic Identifiers

Figure 66 shows the remaining three diagnostic identifiers.

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 ƒƒ SERV CODE – indicates the status of the fault shown. If SERV CODE is ON, the fault
is present. If the SERV CODE is OFF, the fault is not present (intermittent) but has been
stored in memory.
ƒƒ Status Change – displays one or two digits corresponding to the CMS connector contact
for any detected fault that has had a status change (present or not present) while in
Service or Status mode.
ƒƒ Contact ID – displays one or two digits corresponding to the CMS connector contact for
the displayed fault.

Figure 67 – Typical Defect Fault

Figure 67 shows a typical detected fault with the control in service mode. The following is a
brief description of the detected fault:
ƒƒ SERV CODE ON – the fault shown is currently present
ƒƒ 26 – module that detected the fault was CMS
ƒƒ 177 – component that is faulty is the Electrical System Voltage
ƒƒ OF – type of failure, Voltage Too High
ƒƒ 16 – CMS connector contact for fault
ƒƒ 7 – Status of failure has changed seven times

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 Status Mode 2

Figure 68 – STATUS Mode

Figure 68 shows the control when the CMS is placed in the STATUS mode. The center
section of the control uses the two digits normally used to display the three-fourths scale
and the full scale units for the speedometer or tachometer. Also, the alert indicator positions
on the right side of the control display switch input status (open or grounded). The STATUS
mode assists in troubleshooting switch-type inputs. One feature enables a service technician
to troubleshoot the system alone. The action alarm sounds once each time the contact status
changes (from open to grounded or grounded to open).
In the above figure, the alert indicator positions are numbered in rows starting at the upper
left. The right section of the control has four rows of three indicators.

NOTE:
When the CMS is placed in the STATUS mode, there is no relationship between the alert
indicators and the pictograph symbols on the alert indicators. Also, the alert indicators have a
different meaning in the STATUS mode than in the NORMAL mode.

The alert indicators provide information on the status of switch-type inputs. All switch-type
inputs cannot be displayed at the same time. The particular inputs to be diagnosed depend
on the status (open or grounded) of the clear contact in the service connector.
The CMS control diagnoses the following:
ƒƒ Switch-type input contact open – Alert indicator flashes
ƒƒ Switch-type input contact grounded – Alert indicator off
ƒƒ Status change of input contact – Action alarm sounds

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 Figure 69 – Status mode with clear contact either open or grounded

Figure 69 shows the 12 alert indicators and the diagnostic information they represent. Each
of the 12 red and yellow boxes represent the status of the clear contact. With clear contact
OPEN, the indicator displays switch input information and the contact associated with each
input (left side of box).
The yellow boxes represent information displayed when the clear contact is grounded. The
circuits diagnosed are identified inside the yellow boxes with their associated input contacts
(right side of box). The CMS control does not diagnose unused switch-type inputs.

Tattletale Mode 3

Figure 70 – Tattletale Mode 3

The tattletale function in the CMS-VFD control operates in the same manner as the earlier
CMS-LCD control (Figure 70). While in the tattletale mode, all gauges and readouts will go to
their most extreme readings (levels) since the last time the tattletale mode was cleared. The
information displayed in the tattletale mode was recorded while the control was operating in
the NORMAL mode.

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 To prevent recording (storing) transient-type information, the control does not begin recording
data until one minute after the engine is running. Additionally, an alert indicator will flash if a
level 1, 2, or 3 warning has occurred. Tattletale information is cleared from CMS memory by
grounding the clear contact (service connector) while the control is in the tattletale mode.
ƒƒ Engine Overspeed
All segments displayed on tachometer
ƒƒ Transmission Temperature High
Transmission gauge (top right) at high warning condition
ƒƒ Brake Air Pressure Low
Brake air pressure gauge (bottom left) at low level condition
ƒƒ Level 1, 2 or 3
Flashing alert indicator or flashing gauge

Numeric Readout Mode 4

Figure 71 – Numeric Readout Mode

The numeric readout mode aids in diagnosing system conditions that receive inputs from
sensors (Figure 71). Sensor inputs are used for the various gauges and digital speed
readouts. The numeric readout mode uses two methods to identify systems:
ƒƒ Chart method
ƒƒ Display method
In the chart method, the display shows the system identifier on the digital readout that is
used to show the gear and direction. Figure 78 shows the number 2 as the system identifier.
Directly below the system identifier, the value of the system condition is displayed on the
digital readout. Figure 78 shows the number 98 as the measured value.
Using the numeric readout system identification chart in the service manual, the following
information is presented:
ƒƒ System Identifier ‘2’
Identifies the system as the number two gauge on the control (center gauge, top row).
ƒƒ Pictograph Symbol for Gauge Two
Engine coolant temperature.
ƒƒ Value Identifier ‘98’
Value of coolant temperature is 98°C (use chart to determine units).

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 Using the display method eliminates the need for consulting the chart in the service manual.
The same digital information is displayed on the panel but, in addition to the digital display,
other identifiers are present. They are:
ƒƒ Gauge outline bar flashes corresponding to system identifier shown on value readout x
2 engine speed or ground speed units will be displayed to the right of the digital readout
(mph or km/h)
All system identifiers, 0 through 9, will scroll on the display. Scrolling can be stopped on a
specific system identifier by grounding the service contact. When the corresponding condition
(gauge or speed) is not used on a particular machine, the corresponding system identifier is
shown, but the measured value will show 0.

Troubleshooting Detected Faults

Figure 72 – Defect Faults

A detected fault is a condition that the CMS detects as out of range. The fault is recorded and
the diagnostic information is stored in memory and available to the service technician when
the control is in the SERVICE mode. This section refers only to those faults that occur in the
Computerized Monitoring System.
The Module Identifier code (MID) 26 must be present when the control is placed in the
SERVICE mode before using the information detailed in this section. With the control in the
SERVICE mode, the SERV CODE indicator may or may not be ON. If the indicator is ON,
the fault is present, if the indicator is OFF, the fault is no longer present (intermittent). During
troubleshooting, if the control is determined to be faulty and requires replacement, it may
be necessary to complete an initialization procedure. Consult the appropriate CMS service
manual for detailed procedures on performing control initialization.

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 Troubleshooting Undetected Faults

Figure 73 – STATUS Mode 2 assisting in troubleshooting

As discussed earlier, the CMS control does not detect switch-type input faults. However,
STATUS mode 2 does assist in troubleshooting switch-type input faults. In STATUS mode 2,
whenever a switch-type input changes status (open or grounded) the action alarm will sound
(Figure 73).
Two types of undetected faults will be discussed in this topic:
ƒƒ Alert Indicator Faults
ƒƒ Lighting Indicator Faults
Alert indicator faults reflect the open or grounded condition of the input. A flashing indicator
detects an open circuit, while an indicator that does not flash reflects a grounded input (the
same as in Normal mode). Lighting indicator faults occur when the right turn, left turn, or
high beam indicator is always ON. An open circuit generally causes this type of indication.
A second lighting indicator fault occurs when the indicator never comes on. This condition is
generally caused by a fault in the machine electrical system.

Warning Operation
The CMS monitors designated machine systems and notifies the operator of immediate or
impending problems. The warning categories of the CMS are the same as those used with
the Electronic Monitoring System (EMS). The inputs and internal operation of the controls
differ, but the outputs of the system remain unchanged.
The operator receives the following types of warning:
ƒƒ Level 1
At this level, an indicator will come on. It requires that the operator is aware that a
machine system needs attention. Failure of these systems will not cause serious damage
to machine components.
ƒƒ Level 2
At this level the indicator and fault light will come on. It requires a change in machine
operation usually to reduce excessive temperature in one of the machine operating
systems.
ƒƒ Level 3
At this level, the indicator and the fault light will come on and the fault sound alarm will
come on. Level 3 warnings require immediate machine shutdown of operation to prevent
injury to the operator and/or severe damage to the system and/or the machine.

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 As discussed earlier, the CMS receives inputs from switches and sensors, analyses the
information and alerts the operator to immediate or impending problems. Pictographic
symbols on the indicators identify the system being monitored.
Below are some examples of most common machine system problems and their associated
warnings:
ƒƒ Level 1
»» Park Brake On* (transmission in neutral)
»» Electrical System* (voltage low or high or alternator frequency less than 90 Hz)
»» Check Engine (diagnostic information present)
»» Fuel Filter Pressure (fuel filter restricted)
»» Fuel Level (low fuel)
»» Supplemental Steering Oil Flow (loss of flow)
ƒƒ Level 2
»» Brake Oil Temperature
»» Coolant Temperature
»» Hydraulic Oil Temperature
»» Power Train Oil Filter Pressure
»» Power Train Oil Temperature
»» Retarder Oil Temperature
ƒƒ Level 3
»» Brake Air Pressure
»» Brake Oil Pressure
»» Park Brake On* (machine not in neutral)
»» Secondary Brake Pressure
»» Electrical system* (serious electrical problems)
»» Coolant Flow
»» Engine Oil Pressure
»» Hydraulic Oil Level
»» Power Train Oil Filter Pressure* (filter restricted)
»» Primary Steering Flow or Pressure

NOTE:
Identifies machine problems that produce multi-warning categories. An example of a multi-
warning level is the Parking Brake On indicator.

If the machine transmission control lever is in the NEUTRAL position and the parking brake
is ENGAGED, a Level 1 warning indication will be present. If the transmission control lever
is not in neutral (IN GEAR) and the parking brake is ENGAGED, a warning Level 3 will be
present.

NOTE:
The above information is general in nature. For specific machine information, consult the
appropriate Operation and Maintenance Manual for the machine in question.

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 TOPIC 4
Caterpillar Monitoring System

Contents

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Main Display Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Gauge Cluster Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Speedometer / Tachometer Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Input Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Switch Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Sender Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Sensor Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Output Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Operator Mode Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

Modes Of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Normal Mode (0) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Service Meter Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Tachometer Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Diagnostic Scrolling Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Harness Code Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Numeric Readout Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Service Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Tattletale Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Units Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Set-up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Calibration Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Troubleshooting Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Additional Troubleshooting Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

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 Introduction
This topic discusses the Caterpillar Monitoring System. The system is a flexible, modular
monitoring system that includes: a main display module, various switches and sensors, an
action lamp and action alarm. The system may also include a quad gauge module and/or
a speedometer/tachometer module depending on the machine application. The Caterpillar
Monitoring System is the next generation after CMS-VFD of monitoring systems found on
Caterpillar machines. The heart of the system is the main display module where information
is received from switches, sensors and the CAT Data Link and then processed. The main
display module then activates various outputs.

Figure 74 – Monitoring System

The monitoring system (Figure 74) is used on a variety of Caterpillar products. All the
possible machine functions are not available on all products. Consult the appropriate
machine electrical schematic to determine which components are installed on the
machine in question.

Major Components
The monitoring system hardware installed on many ‘F’ and ‘G’ Series Medium Wheel Loaders
consists of a main display module, a gauge cluster module, and an optional speedometer
/ tachometer module connected to various input and output components. The monitoring
system hardware installed on other machines may not have the gauge cluster and/or the
speedometer/tachometer module but the main system functions the same. The major
components of the Caterpillar Monitoring System will be discussed individually.

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 Main Display Module

Figure 75 – Main Display Mode

The main display module (Figure 75) contains the processing functions for the system
and must be installed for the monitoring system to operate. A maximum number of four
other modules can be used with the main module: two gauge cluster modules and two
speedometer/tachometer modules.
The main module shown in the above figure is located in the dash and contains a section that
displays up to ten alert indicators (top half of module) and a bottom section that displays a
digital readout. The alert indicator section uses inputs from switches, sensors, senders, and
the CAT Data Link to alert the operator to abnormal machine conditions.
The main display module contains the processing functions for the system, and must be
installed for the monitoring system to operate. The digital display area provides a six digit
readout that shows machine operational hours, engine speed, distance and diagnostic
information. Also, part of the display area is used to provide unit indicators such as kPa,
MILES, RPM, LITERS and HOURMETRE. The indicators are turned ON and OFF to
correspond with the information being shown on the six digit readout.
A service code indicator is also displayed (in the display area) to indicate if a fault is present
in the service and diagnostic scrolling modes. The main display module utilizes a pair of
communication links to provide a communication path between other electronic controls and
to also provide a path for the various display modules.
The CAT Data Link is used to communicate with other electronic controls. The CAT Data
Link is bi-directional, which allows both inputs and outputs to be communicated. The other
communication path is the Display Data Link. This link communicates information back and
forth between the main display module and the quad gauge and speedometer/tachometer
modules.

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 The CAT Data Link and the Display Data Link are used on numerous other products, such
as the Computerized Monitoring System and the Vital Information Management System. The
diagnostic information available for troubleshooting the display module includes:
ƒƒ CID 248 CAT Data Link
ƒƒ CID 263 +8 DCV Sensor Supply
ƒƒ CID 819 Display (Instrumentation) Data Link
ƒƒ CID 821 Display Power Supply

Gauge Cluster Module

Figure 76 – Gauge Cluster Module

Figure 76 shows the gauge cluster module. The gauge cluster module displays four of the
changing machine conditions that are most often desired by the operator. The systems
displayed are:
ƒƒ Engine Coolant Temperature
ƒƒ Transmission Oil Temperature
ƒƒ Hydraulic Oil Temperature
ƒƒ Fuel Level
The type and quantity of gauges used in the cluster vary according to the application. Some
machines may use up to two gauge cluster modules. To determine which functions are used
on a particular machine, see the appropriate Operation and Maintenance Manual.

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 Speedometer / Tachometer Module

Figure 77 – Speedometer/Tachometer Module

Figure 77 shows the speedometer/tachometer module. The tachometer section displays

engine speed (rpm). Directly below the tachometer section, a three digit readout displays
ground speed information (mph or km/h). On some applications the ground speed may
not be displayed because engineering has determined for the machine application it is not
necessary to display ground speed. On the right side of the ground speed display, a two digit
readout shows the transmission actual gear and direction information. On some machines the
speedometer/ tachometer module is an option.

Input Components
The Caterpillar Monitoring System is similar to the EMS and the CMS. The main display
module makes decisions based upon the inputs from the various switches, senders, and
sensors installed on the system, as well as data from the CAT Data Link. The inputs tell the
main display module how to operate and the status of the machine systems.
Three types of direct inputs exist:
1. Switch type
2. Sender type
3. Sensor type
Some of the inputs are multi-purpose. For example:
ƒƒ Main display module contacts 7, 17, 27 and 37 may be either switch or PWM sensor
inputs
ƒƒ Main display module contacts 9 and 18 may be either switch or 0 to 240 Ohm sender
inputs
ƒƒ Main display module contacts 8, 10, 28 and 38 may be either switch, PWM sensor or 70
to 800 Ohm inputs

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 Switch Type
The Caterpillar Monitoring System uses three different categories of switch-type inputs to the
main display module. They are identified as: Uncommitted, Programming and Service switch
inputs.

Uncommitted Switch Inputs

The uncommitted switch inputs are used to operate the ten alert indicators that are part of
the main display module. These inputs may be programmed to work independently or in
combination with other types of inputs (sender/sensor) to provide warning information to
the operator. During normal operating conditions, the switch contacts are grounded and the
alert indicators are OFF. If a switch contact opens because of a machine condition or switch
malfunction, the alert indicator corresponding to that particular switch will begin FLASHING
to indicate an abnormal condition and provide the operator with the appropriate warning level.
The uncommitted switches are used primarily for monitoring pressures, temperatures and
fluid levels.

Programming Switch Inputs

The programming switch inputs tell the main display module how to operate. These inputs
correspond to the open or grounded condition of the machine harness code connector. A
specific harness code pattern is used to identify the machine model in which the Caterpillar
Monitoring System is installed. The main display module uses specific machine model
information (such as engine size, idle speed, tire size, etc.) to correctly make decisions.
Service Switch Inputs
The two service switch inputs control the machine set-up, mode of operation and certain
diagnostic functions of the main display module. The timing and state (open/ grounded) of the
service switch inputs control the above mentioned functions.

Sender Type
The Caterpillar Monitoring System uses two different types of senders to provide inputs to the
main display module. They are identified as:
ƒƒ 0 to 240 Ohm senders
ƒƒ 70 to 800 Ohm senders

0 To 240 Ohm Senders

These senders measure a specific system resistance value which corresponds to a specific
system condition. A typical system using this type of sender is the fuel level. The output
resistance is measured at the main display module and the value corresponds to the depth
of fuel in the tank. The main display module calculates the resistance and displays the
output on one of the gauges in the gauge cluster module. The 0 to 240 Ohm sender may be
programmed to operate a gauge, an alert indicator, or both a gauge and alert indicator. The 0
to 240 Ohm sender may only be used on Contacts 9 and 18 of the main display module.

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 70 To 800 Ohm Senders

These senders measure a specific system resistance value which corresponds to a specific
system condition. A typical system using this type of sender is a temperature or similar
system with the same operating parameters. The output resistance is measured at the main
display module, and the value corresponds to the temperature of the fluid (oil, coolant, or
hydraulic) being measured. The main display module calculates the resistance and displays
the output on one of the gauges in the gauge cluster module. The 70 to 800 Ohm sender may
be programmed to operate a gauge, an alert indicator, or both a gauge and alert indicator.
The 70 to 800 Ohm sender may only be used on Contacts 8, 10, 28 and 38 of the main
display module.

Sensor Types
The Caterpillar Monitoring System uses two different types of sensors to provide inputs to the
main display module. They are identified as: Pulse Width Modulation (PWM) and frequency
sensors.

PWM Sensors

These sensors are used in the monitoring system to measure changing machine conditions.
The main display module receives and processes a ‘duty cycle’ signal from the sensor
and sends the information to one of gauges in the gauge cluster module for display to the
operator. The PWM sensors may only be used on contacts 7, 17, 27 and 37 of the main
display module.

Frequency Sensors

These sensors are used in the monitoring system to measure speed. The main display
module receives and processes an AC frequency (Hz) signal from the sensor and sends the
information to the speedometer/tachometer module. Frequency (magnetic pick up) sensors
are used on the Medium Wheel Loaders to measure engine speed and transmission output
speed.
The frequency sensors may only be used on contacts 26, 30, and 36 of the main display
module. Contact 30 is dedicated to the frequency (Hz) input from the alternator R terminal.
The frequency of the alternator is used to determine the condition of the machine electrical
charging system. The alternator frequency is also used in conjunction with other inputs to
determine when the engine is running.

Output Components
The outputs associated with the monitoring system are used to notify the operator of both
normal and abnormal machine conditions. The output components include: the main display
module, the display data link, the alert indicators, the action lamp and the action alarm.

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 Main Display Module

Figure 78 – Outputs

The main display module, shown in Figure 78, has the capacity to display ten alert indicators
to notify the operator of an abnormal condition. The alert indicators may use data received
from the uncommitted switch inputs (discussed earlier), sensors, senders, or the CAT Data
Link to determine if an abnormal machine condition is present. A FLASHING alert indicator
identifies the responsible system.
The display area on the main display module provides both digital and text information. The
information available on the display depends on the specific programmed machine operating
modes.
Types of information that may be displayed are:
ƒƒ Row of six digits (with decimal point between certain digits)
ƒƒ Six text symbols (°C, kPa, Miles, km, rpm, Liter)
ƒƒ Display SERV CODE
ƒƒ Times 10 (x10) symbol (rpm)
ƒƒ Service meter symbol (hourglass)

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 Action Lamp

Figure 79 – Action Lamp

The Caterpillar Monitoring System has an action lamp (Figure 79) similar to the EMS
and CMS. The function of the lamp is the same. The lamp is used for Level 2 and Level 3
conditions. This slide shows the action lamp (arrow) located on the 988G dash. On other
machines the lamp may be the same type of lamp as EMS.

Action Alarm

The action alarm for the Caterpillar Monitoring System functions in the same manner as the
EMS and the CMS. It is usually located behind the dash and is only activated for a Level 3
Condition.

Power Supplies

The main display module provides power supply outputs (+8 DCV) to the PWM sensors
connected to the module, and (+9 DCV) to the gauge cluster and speedometer/tachometer
modules. The main display module provides a CID 263 diagnostic code if the display
reads the sensor power supply voltage as above normal or shorted to battery (FMI 03) or
below normal or shorted to ground (FMIO4). The main display module provides a CID 821
diagnostic code if the display reads the display power supply voltage as above normal or
shorted to battery (FMI 03) or below normal or shorted to ground (FMI 04).

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 Gauge Cluster and Speedometer/ Tachometer Modules

Figure 80 – Gauge Cluster

The gauge cluster (1) and speedometer/tachometer (2) modules receive common outputs
from the main display module (Figure 80). The modules are connected to the main display
module by the display data link. Each module is connected to the display data link by a six
contact Caterpillar DT connector. The following contact numbers are common to all modules
connected to the display data link. They are:
ƒƒ Contact 1: +9 DCV input
ƒƒ Contact 2: Ground
ƒƒ Contact 3: Clock
ƒƒ Contact 4: Data from main module
ƒƒ Contacts: Module/Display Load from main module
ƒƒ Contact 6: Harness Code (if applicable)
The system has the capacity to support two of the same types of modules (such as gauge
cluster, etc.). If more than one module (of the same type) is installed, Contact 6 (of one
module) must be grounded for the system to be able to identify the modules.

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 Operator Mode Selector Switch

Figure 81 – Selector Switches

The operator mode selector switch (Figure 81, arrow) is mounted on a panel somewhere in
the cab. The switch is usually marked with a ‘check mark’ type ISO symbol.
The switch is used by the operator to select certain operation modes for display on the main
display module. The modes available for display depend on the specific machine in question.
Consult the appropriate Operation and Maintenance Manual to determine which operator
modes are available for the machine in question.

Modes Of Operation
The Caterpillar Monitoring System has the capacity to provide twelve different modes of
operation. Each specific mode provides information regarding a machine condition or
machine set-up operations for the monitoring system. All modes are not available on all
wheel loaders. The machine model determines which modes are available. To determine
which modes are available, use the Monitoring System Mode Chart on the Electrical System
Schematic for the specific machine being serviced.
The mode of operation is changed by using the service and clear inputs to the main display
module or by using the 4C-8195 Control Service Tool. On some machine models, the
operator may access certain modes by actuating a mode select switch in the cab. Consult the
Operation and Maintenance Manual of the machine being serviced for specific operator mode
information.

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 Table 1 shows the various modes and which modes are available to the operator.

Mode of Operation Mode Number Available as Operator Mode

Normal 0 Yes
Service Meter * Yes
Odometer * Yes
Tachometer * Yes
Diagnostic Scrolling * Yes
Harness Code 1 No
Numeric Readout * No
Service * No
Tattletale * No
Units * No
Set-up * No
Calibration * No
* Check the appropriate machine
electrical schematic for specific
machine mode numbers

Table 1 – Modes

Normal Mode - 0 - and Harness Code Mode - 1 - are always available. The other modes may
or may not be available. The other modes will always be scrolled in the order shown in the
above chart, but the mode number may vary between the different models (except for the
Normal and Harness Modes).
The most common modes accessed using the operator switch are:
ƒƒ Service Meter Mode
ƒƒ Odometer Mode
ƒƒ Tachometer Mode
ƒƒ Diagnostic Scrolling Mode

Normal Mode (0)

When power is applied, the Caterpillar Monitoring System performs a self-test and then
enters the Normal Mode. All the alert indicators and gauges function as a normal working
monitoring system. To display the other modes, it is necessary to ground the service and
clear pins on the service code connector by using grounding pins or the 4C-8195 Control
Service Tool. The procedure for selecting, scrolling, and clearing displayed information is the
same as the procedures used for the earlier Computerized Monitoring System (CMS).

Service Meter Mode

The Service Meter Mode is generally used as the default mode. Whenever the main display
module is in the Normal Mode (- 0 -), the display will default to the service meter hours and
a service meter symbol will be shown. The operator may change the default to other modes
(such as odometer, tachometer, etc.).

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 The hour-meter displays the total number of hours the engine has been operated. The main
display module monitors the A terminal on the alternator and the engine oil pressure to
determine if the engine is running, and shows the total hours on the six digit readout. The
Odometer Mode shows the total distance that the machine has travelled. The readout may
display the distance in miles or kilometers.
Various types of inputs may be used to monitor distance (such as a frequency sensor and
machine software) or from another electronic control communicated over the CAT Data Link.
The unit of measure can be set using the Units Mode which will be discussed later.

Tachometer Mode
When the main display module is in the Tachometer Mode, engine rpm is shown on the six
digit readout. The main display module primarily uses a speed sensor to supply the input
information. On the 938F -970F Wheel Loaders, the speed sensor input goes to the auto shift
control. The speed signal is transmitted over the CAT Data Link to the monitoring system.

Diagnostic Scrolling Mode

The Diagnostic Scrolling Mode is used by the operator and servicemen to see service codes
that have been stored by the main display module. The Diagnostic Scrolling Mode is selected
by pressing the operator mode select switch.
When the Diagnostic Scrolling Mode is selected, the stored service codes are momentarily
scrolled on the display area. As each code is shown, the MID is shown for approximately one
second. Then, the corresponding CID and FMI information is displayed for approximately two
seconds. When the last code is shown, ‘End’ is displayed, then the codes are scrolled again. If
no service codes are stored, the display will show ‘-’ continuously.
During diagnostic scrolling, the service code indicator (Serv Code) functions as a fault
present indicator. If Serv Code is not displayed, the fault is no longer present at this time, but
has occurred previously.

Harness Code Mode

When the main display is in the Harness Code Mode, the machine (model) code is displayed
in the readout. The machine code must correspond to the specific machine model sales code
on which the monitoring system is installed. The machine code is always a two digit number.
The harness code is determined by the grounded and open contacts of the harness code
connector.

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 Numeric Readout Mode

Figure 82 – Numeric Readout Mode

The Numeric Readout Mode (Figure 82) is used by the mechanic to assist in the
troubleshooting of sensor-type inputs. The sensors supply information used by the main
module to position the gauges in the gauge cluster module. Using the numeric readout mode
provides more accurate information than what is shown on the gauges. The gauges are
identified as GA-1, GA-2, GA-3, and GA-4.
If a second gauge cluster module is installed, the referenced location remains the same, but
the gauges are identified as GA-5, GA-6, GA-7, and GA-8.
When the main display module is placed in the Numeric Readout Mode (using the 4C-8195
Control Service Tool), the following information is displayed:
ƒƒ The six digit readout displays the system identifier GA-1 momentarily, then displays the
value (unit of measurement) of GA-1.
ƒƒ Actuating (grounding) the scroll switch on the service tool scrolls through all the installed
system identifiers (GA-2, GA-3, GA-4, and GA-1).
ƒƒ Opening (ungrounding) the scroll switch with a system identifier displayed stops the
scrolling, and the readout displays the actual value for the parameter being measured
and the unit of measurement. The system identifier and value are now on HOLD. The
value of the information displayed is continuously being updated.
The units of measurement available for the different machine conditions are:
ƒƒ Temperature is measured in °C
ƒƒ Pressure is measured in kPa
ƒƒ Level is measured in % full
ƒƒ Voltage is measured in 0.1 Volts (tenths of a Volt). For example, 245 is read as 24.5 Volts

Service Mode
The Service Mode functions are similar to the Diagnostic Scrolling Mode. Both modes
display MID, CID and FMI information but, in the service mode, the codes may be placed on
HOLD for troubleshooting and repairing system faults. The main display module detects and
diagnoses faults in the following circuits:
ƒƒ Display output modules
ƒƒ Action alarm and action lamp output
ƒƒ Sensor/sender inputs

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 Tattletale Mode
The Tattletale Mode is a useful maintenance tool. The main display module monitors and
records extreme values for each machine condition being monitored. The values are updated
whenever a higher value occurs. Later versions of the Caterpillar Monitoring System use a
digital tattletale mode. The display shows ‘_____’.The service technician can use the Scroll
switch on the 4C-8195 to access the digital value of the tattletale and display it in the main
display area.
In this mode, the gauge cluster module shows the lowest or highest reading (for increasing
and decreasing abnormal conditions) and, for double ended gauges, the gauge alternates
between the highest and lowest reading. The speedometer/ tachometer module (if installed)
displays the highest engine rpm and the highest ground speed. The alert indicators will flash
for those machine systems that recorded abnormal conditions.

Units Mode
The Units Mode allows the information to be toggled between US and Metric units.
The only information affected by the Units Mode is:
ƒƒ Miles and Kilometers (km)
ƒƒ mph and km/h
The modes are changed (toggled) by grounding the CLEAR contact while the service input is
open.

Set-up Mode
The Set-up Mode tells the main display module how many and what types of modules are
connected to the system. The system is initially set up during the manufacturing process. If an
additional display attachment is installed (added to the system), the Set-up Mode is used to
tell the main display module that a new attachment is installed.
The following codes are used in the Set-up Mode:
ƒƒ If the machine is not equipped with a gauge cluster module, the first module indicator
shown is G1 indicating that a gauge module can be installed.
ƒƒ If one gauge module is standard and another may be added, the module indicator will
show G2.
The same type information will be shown for a speedometer/ tachometer module, except the
designator will be t1 and t2. The 0 represents a gauge and the 1 represents a speedometer/
tachometer.
After the gauge or speedometer/tachometer information is shown, the display will indicate
YES or NO to indicate if the module is connected or not connected. Grounding the CLEAR
contact causes the display to toggle between YES and NO. Opening the clear contact stops
the display on what is currently shown. If YES is selected, the main display module will
attempt to communicate with the module selected. If the main display module fails to establish
communication with the module, a service code will be recorded.

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 Calibration Mode
The Calibration Mode is used on some wheel loader systems that require special calibration
procedures. An example of a system requiring calibration is the wheel loader traction aid.
Consult the Service Manual for the controls that require special calibration.

Troubleshooting

Figure 83 – Troubleshooting Tools

The following service tools should be used when troubleshooting the Caterpillar Monitoring
System (CMS):
ƒƒ 6V7070 or 9U7330 Digital Multimeter
ƒƒ 7X1710 Cable Probe Group
ƒƒ 6V3000 Sure-Seal Connector Repair Kit
ƒƒ 4C3406 Deutsch Connector Repair Kit
ƒƒ 9U6665 CMS Service Tool
ƒƒ 9V7246 DT Connector Kit
Various diagnostic functions require grounding and/or opening the SERVICE and CLEAR
contacts at the service connector. The service connector is located inside the cab (usually
directly below the dash).

Troubleshooting Categories
Troubleshooting Caterpillar Monitoring System malfunctions can be grouped into four basic
categories:
1. Switch-type input components
2. Sender-type input components
3. Sensor-type input components
4. Output components

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 Switch-type Inputs

Switches are used to provide the main display module with an open or grounded input. If the
input is grounded, the alert indicator for the system being monitored is OFF (not flashing). If a
switch opens, the alert indicator will begin to flash indicating an abnormal condition.
If an alert indicator is flashing continuously, the most likely cause is an abnormal condition
(such as overheating, low fluid level, etc.). Always perform a visual check of the system prior
to conducting a more detailed analysis.
If a visual check provides no indication of an abnormal condition, locate the switch in
question and jumper (connect) the switch contacts with a small wire. If the alert indicator quits
flashing, the most probable cause is a defective switch. If the alert indicator continues to flash,
the most probable cause is an open wire between the monitor and the switch or between
the switch and the machine frame. Locate the open, repair as necessary, and perform an
operational check of the system.

NOTE:
The Caterpillar Monitoring System does not provide diagnostic information or service codes
for troubleshooting switch-type malfunctions because both switch ‘open’ and switch ‘closed’
conditions are valid inputs to the main display module.

Sender-type Inputs

Figure 84 – Sender-type Input

The wheel loaders use two basic types of senders:

ƒƒ Temperature Sender
ƒƒ Fuel Level Sender
Temperature senders are resistive-type input devices and are best checked using a digital
multimeter. The resistance varies with temperature and may be checked by measuring the
resistance between the sender terminals.
Disconnect the sender from the machine wiring harness and measure the resistance. The
approximate resistances are:
ƒƒ At 54°C, the resistance should be 850 to 1050 Ohms
ƒƒ At 110°C, the resistance should be 140 to 160 Ohms

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 NOTE:
As temperature increases, the resistance decreases. This characteristic is referred to as
Negative Temperature Co-efficient (NTC). Some schematics refer to senders as sensors, and it
is necessary to consult the correct electrical schematic for the machine in question.

Fuel level senders are also resistive and are checked the same as the temperature senders.
The resistance values change between the various part numbers, but the following
information is correct.
ƒƒ Part Number 106-3535
Empty Tank 240 to 260 Ohms
Half Tank 97 to 118 Ohms
Full Tank 27 to 40 Ohms.
ƒƒ Part Number 104-5546
Empty Tank 92 to 99 Ohms
Full Tank 0 to 5 Ohms.
The fuel level sender can be further checked by removing it from the tank and actuating the
sender by hand. Observe the resistance between the empty and full range of the sender. The
resistance value should be similar to the above readings.
The Caterpillar Monitoring System provides MID, CID and FMI information for both
sender and sensor inputs. When troubleshooting those types of inputs, always consult the
appropriate service literature and machine electrical schematic for additional information.

Sensor-type Inputs

Figure 85 – Sensor-type Input

The main display module uses two different types of sensors for providing information on
changing conditions. Pulse width modulation is used to provide a digital signal such as engine
coolant temperature (Other examples of PWM sensors are pressure and level).
Frequency is used for measuring speeds. The procedure for troubleshooting PWM and
frequency sensors are the same as those used in the Computerized Monitoring System.

NOTE:
The Service Manual module Caterpillar Monitoring System (Form SENR6717) provides
complete details for testing sensors both on the machine and on the bench. Also, refer to
the Technical Instruction Module Computerized Monitoring System (Form SEGV2578) for an
explanation of the operation and troubleshooting of PWM and frequency sensors.

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 Figure 86 – Wheel Loader

The Caterpillar Monitoring System provides diagnostic service codes to assist the service
technician in diagnosing and repairing system malfunctions. Additionally, the main display
module (electronic control) receives information over the CAT Data Link from other electronic
controls installed on the machine.
It is essential that you recognize the Module Identification (MID) code associated with any
displayed diagnostic information. The MID directs the service technician to the appropriate
electronic control where the malfunction was diagnosed.
The following MID codes are currently available on the wheel loaders:
ƒƒ Caterpillar Monitoring System 30
ƒƒ Traction Control 28
ƒƒ Electronic Transmission Control 81
The MID for the monitoring system is 30. For a complete MID list consult the chart on the
Electrical System Schematic for the machine in question.
To troubleshoot and diagnose other electronic control malfunctions, use the appropriate
service manual for the control that detected the fault.
The following procedure is recommended for the use of diagnostic information.
ƒƒ Step 1:
Observe the reported operator complaint (i.e. alert indicator flashing, gauge in the low/
high range, action lamp flashing, action alarm sounding).
ƒƒ Step 2:
Perform a visual check of the system in question (i.e. check fluid level, carefully touch
hydraulic tank, etc.).
ƒƒ Step 3:
Using the operator mode select switch, select the Diagnostic Scrolling Mode and note
any diagnostic codes displayed.
ƒƒ Step 4:
Consult the appropriate electrical schematic and service manual for the code shown.
ƒƒ Step 5:
Connect the 9U6665 CMS Service Tool to the service connector in the cab. Scroll to the
Service Mode and place the desired diagnostic code on HOLD.
ƒƒ Step 6:
Note the Component Identifier (CID) and Failure Mode Identifier (FMI) shown on
the digital display. Consult the CID/FMI chart in the service manual and develop a
troubleshooting strategy for the information displayed.

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 ƒƒ Step 7:
Using the service tools specified and the above diagnostic information, perform the
necessary troubleshooting procedures (checking for opens, shorts or grounds) required
to locate the root cause of the problem.
ƒƒ Step 8:
Repair the problem, clear the diagnostic codes from the display, and perform an
operational check of the system.

Additional Troubleshooting Tips

Diagnostic codes (FMIs) displayed on the digital display use the input device signal wire as a
reference (i.e. signal shorted low, signal too high, signal incorrect or intermittent, etc.).
If the code refers to a signal being above normal (high) or shorted to +Battery (FMI 03),
look for an open circuit or a voltage on the signal wire equal to the system or control supply
voltage.

Figure 87 – Low Signal

If the code refers to a signal being below normal (low) or shorted to ground (FMI 04), look for
a shorted circuit or a low voltage on the signal.

Figure 88 – High Signal

If the code refers to a signal as being erratic, intermittent, or incorrect (FMI 02), the main
display module is not receiving the expected information from another electronic control
module. The information is communicated in a digital format over the CAT Data Link. The fault
may be due to a poor electrical connection, a short in the CAT Data Link wiring harness, an
open in the wiring harness, or the CAT Data Link output is shorted to +Battery. The CAT Data
Link circuit must be checked by measuring the resistance of the CAT Data Link harness.

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 Perform the following tests on the CAT Data Link.
ƒƒ Step 1:
Check the other electronic controls for similar service codes.
ƒƒ Step 2:
Check all connectors. Make sure they are clean and tight.
ƒƒ Step 3:
Check for a short to ground (CAT Data Link wires) at the main display module (power
OFF) with the connector disconnected. Measure the resistance between connector
Contacts 5 and 14. If the resistance is less than 5000 Ohms, the harness is faulty
(shorted). Repair or replace the harness. If the resistance is greater than Ohms, the
harness is in good condition.
ƒƒ Step 4:
Check for a short to +Battery. Measure the resistance between connector Contact 1
and Contacts Sand 14. If the resistance is less than 5000 Ohms, the harness is faulty
(shorted). Repair or replace the harness. If resistance is greater than 5000 Ohms, the
harness is in good condition.
ƒƒ Step 5:
Check for an open in the CAT Data Link harness between the main display module
harness connector (Contacts 5 and 14) and each additional electronic control installed on
the machine. If the resistance is greater than 5 Ohms, the harness is open. A resistance
less than 5 Ohms is considered to be correct.
ƒƒ Step 6:
If all harness connections check within specifications, the main display module could be
faulty.
Service codes FMI 05 and EMI 06 are associated with the action lamp and alarm. If the code
refers to a FMI O5 condition, the main display module is reading the current as below normal
or the circuit is open. A service code of FMI 06 indicates that the current is above normal or
shorted to ground.
Use a digital multimeter and check the action alarm and lamp for the correct resistance. The
following values are approximate:
ƒƒ Alarm Circuit
»» Alarm resistance should be approximately 200 ± 100 Ohms
»» Resistance greater than 300 Ohms indicates an open harness
ƒƒ Lamp Circuit:
»» Lamp resistance should be less than 200 Ohms
»» Resistance greater than 100 Ohms indicates an open harness

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 Sensor Diagnostic Tests
Typical Temperature Sensor
Temperature Signal Voltage Duty Cycle
-40 to -20°C (-40 to -4°F) .8 to 1.5 DCV 10 to 11%
-20 to -0°C (-4 to 32°F) 1.1 to 1.4 DCV 11 to 15%
0 to 20°C (32 to 68°F) 1.4 to 2.0 DCV 15 to 23%
20 to 40°C (68 to 104°F) 2.0 to 3.1 DCV 23 to 37%
40 to 60°C (104 to 140°F) 3.1 to 4.5 DCV 37 to 55%
60 to 80°C (140 to 176°F) 4.5 to 5.7 DCV 55 to 71%
80 to 100°C (176 to 212°F) 5.7 to 6.6 DCV 71 to 82%
100 to 120°C (212 to 248°F) 6.6 to 7.2 DCV 82 to 89%
120 to 135°C (248 to 275°F) 7.2 to 7.4 DCV 89 to 93%

NOTE:
Actual values may change with different sensor part numbers.

PWM Sensor Diagnostics

When troubleshooting PWM sensors, it is recommended that the sensor be checked under
a load (connected with power ON). Prior to making voltage measurements, consult the
appropriate machine electrical schematic to determine the sensor type, supply voltage, wiring
harness identification numbers and connector contact designations.
The sensors installed on the Caterpillar Monitoring System receive their operating voltage (+8
DCV) from the main display module. Using the 9U7330 Digital Multimeter and the 7X1710
Cable Probe Group, perform the following measurements.
ƒƒ Locate the sensor in question and, using the 7X1710 Cable Probes, slide the tip of the
red probe along the +V wire contact and the tip of the black probe along the sensor
ground contact pin. The multimeter should read between 7.5 and 8.5 DCV.
ƒƒ If the voltage reading is not between the values listed, the sensor supply voltage circuit
may be:
»» Open between the main display module and the sensor
»» The sensor power supply inside the main display module may be
»» The sensor ground wire may be open
ƒƒ If the above checks are within specifications, move the red cable probe to the signal wire
(Contact C) and keep the black cable probe on the ground wire (Contact B). Depending
on the part number of the sensor, the voltage should read between 0.8 and 9.0 DCV with
all connectors connected and the machine power turned ON.
Using the chart shown on the previous page, determine the approximate temperature of the
fluid being monitored and verify that the voltage/duty cycle measurements are within sensor
specifications.

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 Troubleshooting Wiring Harnesses Connected to Sensors

Most electronic controls with the capacity to provide self-diagnostics incorporate a means of
assisting the service technician when troubleshooting sensor related problems. This process
is referred to as pull up voltage. If the electronic control senses a signal loss on the signal
wire, the control will generate a DC voltage (voltage level changes depending on the specific
control) and send a signal from the control toward the sensor.
This process allows the service technician to quickly determine the integrity of the signal wire
by disconnecting the harness connector from the sensor and measuring the pull up voltage
between the sensor signal contact and ground. Consult the specific service manual for
determining the pull up voltage for the electronic control being tested.

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 TOPIC 5
VIMS/VIDS

Contents

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Gauge Cluster Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Speedometer / Tachometer Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Message Center Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Main Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Main Module Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Main Module Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Main Module Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Interface Module(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106

Communications Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

Caterpillar Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
RS-232 Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Instrumentation Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

Warning Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

Message Center And Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Service Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Machine and System Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Machine Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
System Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

Update Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

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 Introduction

Figure 89 – 785B/789B/793B Off-Highway Truck VIMS

This topic discusses the Vital Information Display System (VIDS) and Vital Information
Management System. These systems operate on different machine models, and all
components discussed in this topic may not be present on every machine. When uploaded
with source code software, the main module recognizes (through configuration software) the
machine on which it is installed and, therefore, knows which components are present. An
earlier version of VIDES and VIMS is shown. The latest versions use a more powerful, MAC-
14 controller and as such, no interface modules are needed.
The Vital Information Display System (VIDS) is a subset version of the Vital Information
Management System (VIMS) with fewer capabilities. This topic covers the basic system
operation, major and related components, onboard and off board applications, and hardware/
software requirements of the system. This topic is intended to provide some background
knowledge of the VIDS/ VIMS systems. The various electronic modules communicate with
each other in addition to receiving information from other machine electronic controls (such
as the engine control, transmission).

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 Figure 90 – Monitoring system for large Cat machines

The VIDS and VIMS are electronic monitoring systems for large Caterpillar machines (Figure
90). The VIMS is composed of modular onboard electronics which have the ability to acquire
data, perform analysis, store information and display data. The VIDS is similar to the VIMS but
does not have data storage capability except for service code information.
The VIDS and the VIMS are similar in system make-up, the differences and similarities will be
discussed later. Using both onboard and off board hardware and software, the VIMS displays
information to the machine operator in addition to supplying information on machine systems
to dealer and customer technical staff. This information will assist in minimizing downtime and
operating costs.
The various electronic modules that compose the VIDS/VIMS communicate with each other
in addition to receiving information from other machine electronic controls (such as the
engine control, transmission control, etc.). To successfully service machines equipped with
the VIMS, the service technician needs to become proficient in accessing the information
through the onboard keypad and message center, and must also be able to use a service tool
(PC) loaded with VIMS software to perform other required tasks.
The VIDS primary interface to the operator and service technician is through the use of the
operator keypad and the message center. Provisions for a computer connection have been
made for uploading source and configuration software and downloading stored information for
analysis.

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 Events
The VIDS/VIMS is designed to alert the operator of an immediate or impending abnormal
condition in one or more of the machine systems that are being monitored. These abnormal
conditions are called events.
Two types of events are recognized and stored by the VIDS/VIMS.
One event is called a machine event and alerts the operator to an abnormal machine
condition (such as hydraulic oil temperature too high).
The other event is called a system event, which alerts the operator to a fault condition which
is caused by a malfunction (fault) in one of the electronic devices (such as a hydraulic
temperature sensor being used to monitor a machine system).
A more detailed explanation of such events will be covered later in the topic. In addition to
alerting the operator of an abnormal condition, machines equipped with the VIMS have a
service lamp installed externally on the machine to alert service or maintenance personnel
that an event is present, and diagnostic information regarding the event is available in the
VIMS. The major modules that comprise the VIDS/VIMS will now be discussed in detail.

Major Components
The major components are:
ƒƒ Gauge Cluster Module
ƒƒ Speedometer/Tachometer Module
ƒƒ Message Centre Module
ƒƒ Keypad
ƒƒ Main Module
ƒƒ Interface Module

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 Gauge Cluster Module

Figure 91 – Gauge Cluster

The gauge cluster module contains four gauges to provide information on measured machine
parameters. On the Off Highway Truck, the gauge cluster module provides:
ƒƒ Engine Coolant Temperature
ƒƒ Brake Cooling Temperature
ƒƒ Brake Air Pressure
ƒƒ Fuel Level
Consult the appropriate Operation and Maintenance Guide for specific machine parameters.
The VIDS/VIMS use electronic input devices (sensors) to measure the parameter, calculate
an output signal and send the signal to the gauge cluster where the parameter is displayed.
The gauge cluster is configured for a specific machine (shovel, Off-Highway Truck or Wheel
Loader) and the actual machine parameter is represented on the gauge by a graphic symbol.

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 Speedometer / Tachometer Module

Figure 92 – Speedometer/Tachometer

The speedometer/tachometer (not used on all machines) displays ground speed in mph
(km/h), engine speed, and transmission actual gear position. On some machines ground
speed and actual gear are not displayed. The electronic input devices used for this
information will be discussed later.

Message Center Module

Figure 93 – Message Center

The primary function of the message center module is to display machine system information
to the operator and service technician. In addition to providing information on the machine or
system, the monitored and stored information in the VIMS memory can be accessed using
the keypad.
The message center module contains a Data Logger indicator, alert indicator, universal
gauge, gauge warning area and message area.
The Data Logger indicator (series of four dots) in the upper right corner scrolls when the Data
Logger is turned on. The dots are not present when the Data Logger is stopped or when the
Data Logger is initiated with the off board service tool (PC).
The Data Logger is only available on the VIMS. The alert indicator notifies the operator of an
abnormal machine condition. The condition could be caused by the VIDS/VIMS detecting a

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 machine or system event. The alert indicator receives a signal from the main module causing
the indicator to flash.
The message area shows the value for the parameter shown on the universal gauge. For
sensor-type parameters (non-switch-type inputs), the gauge shows the actual value for the
parameter being measured.
The gauge can also be used to observe any of the machine parameters by entering the
parameter number on the keypad and pressing the gauge on the keypad. The universal
gauge allows the operator or service technician to select their favorite parameter or to monitor
a troublesome parameter which has not exceeded its limit.
The message area displays information regarding the condition of the machine. The display
of information is prioritized and includes (1) machine or system events, (2) operator or service
technician requested data, and (3) default information.
The message area provides two lines of text (twenty characters each line) to display
information to the operator or service technician. When an event (machine or system) occurs,
information relating to the out-of-specification parameter is displayed on the first line to
identify the nature of the abnormal condition. The following is an example of information that
may appear in the message area if an abnormal machine event occurs.
LOW ENGINE OIL LEVEL
SHUT DOWN SAFELY
Information on the second line displays the desired operator response to the condition. If
a system event occurs, the message area will display the parameter followed by the word
ERROR. The second line will give the operator instructions regarding the condition. The
following is an example of information that may appear if a system event is active.
OIL PRESSURE
ERROR
If more than one event is present at a time, the event information will be displayed according
to priority. The priority process will be discussed in the warning operation section of this topic.
The message area can also display requested data such as event lists or active system
events in Module Identification (MID), Component Identification (CID), and Failure Mode
Identifier (FMI) format. If no data has been requested by the operator and no event messages
are active, default information will be presented in the message area.
The default information includes time of day, date, and machine service hours. Date and
time information is only available on machines equipped with the VIMS. The following is an
example of default information displayed in the message area:
0745 267
7/10/00
If a problem exists in either the source code or configuration software, the time of day and
service meter hours will not be displayed after start-up.

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 Keypad

Figure 94 – Keypad

The keypad allows the operator or service technician to communicate with the VIDS/ VIMS
by entering numeric information. The numeric section of the keypad (keys 0-9) can be used
to initiate service procedures, enter operator identification codes, acknowledge events, and
respond to VIMS queries (such as data logging information). An indicator (in the corner of
keypad) flashes each time a key is pressed to inform the operator or service technician that
the keystroke was accepted.
The orientation of the keypad differs depending on the machine model using the system,
although the function of the keypad remains primarily the same. On some systems, the VIDS
used on the D11 R Carry Dozer for example, the keypad is used to manage some of the
automated implement functions and is specialized to the application. Eight additional keys are
available for inputting information.

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 They are:

Keys Function

Used to complete keypad entries and to acknowledge events.

Used by the operator to enter his or her identification or badge number into the VIDS/VIMS
memory.

Used to display the value of any measured parameter. When the gauge key is pressed,
line one of the message area displays the parameter name and parameter number, and
line two displays the parameter value and unit of measure.
The information displayed using the gauge key is presented for one parameter at a time.
To scroll through the remaining parameters requires using the forward and backward
arrow keys. A specific parameter can be displayed without using the forward/ backward
keys by entering the number of the parameter and then pressing the Gauge key. The
requested information will remain displayed until the OK key is pressed, which returns the
message center module to the default mode. If an event occurs while a parameter is being
displayed, the parameter information will be overwritten with the event information.

The keypad also allows the operator or service technician to scroll forward or backward
through the information shown in the message area, and to request additional information
regarding machine and system events.

If a machine event is displayed, pressing the F1 key will replace the information shown on
line two of the message area with the event value and units.
If a system event is displayed, pressing the F1 key will replace the information shown on
line two with MID, CID and FMI information (example: MID 049, CID 01686, FMI 04).

The F2 and F3 keys have more specialized functions based on machine system and
configuration. On some machines F2 is used as a clear key to exit calibration modes. On
some machines F3 is used for the payload monitor function. See the specific machine
service manual for more information.

Table 2 – Additional Keys

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 Main Module

Figure 95 – Main Module

The main module (Figure 95) contains the computer that enables the Vital Information
Management System to monitor, store and process various types of information. The software
necessary for operation is discussed in the Main Module Software section.
The main module receives and processes four different types of information. They are
categorized as:
ƒƒ Internal Information
Service meter hours, time of day and date are examples of internal information.
ƒƒ Sensed Information
Information process by the interface modules (such as temperatures, pressures, etc.) are
examples of sensed information.
ƒƒ Communicated Information
Information acquired and processed by other electronic controls and then communicated
over the CAT Data Link to the main module. Engine related data processed by the Engine
Control Module (ECM) is an example of communicated data.
ƒƒ Calculated Information
Information acquired, communicated or calculated from other data parameters. Percent of
fuel consumption and load factor are examples of calculated data.
In addition to receiving and processing the above types of information, the main module also
provides information to various output components. The main module compares sensed and
measured data against preprogrammed specifications and limits, categorizes the information
into machine or system events, and initiates the correct warning output response.
Each VIMS equipped machine contains on main VIMS module. The main module is assigned
a Module Identification Description (MID) of 49.

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 Main Module Battery
All on-board stored data (not source or configuration software) is retained in volatile memory.
This type of memory will lose data if power is removed. Any time the disconnect switch is ON,
the machine batteries power the main module and allow the stored data to be retained. The
backup battery takes over and retains stored data when the disconnect switch is open.
The backup battery also powers the data and time functions when the key start switch is in
the OFF position, whether the disconnect switch is ON or OFF. Parts service main modules
may have a shorter than expected back up battery life because of the slow drain caused by
the time and date functions.
The backup battery is expected to have a life of approximately two years (V2.0 hardware).
The battery should be replaced every two years or 10,000 machine operating hours (V2.0
hardware), whichever occurs first. With V3.0 hardware replace the battery every five years.
Back up battery failure causes an operator warning and resulting service code. During battery
failure, if the key start switch is put in the OFF position, loss of the stored data is possible.
When this warning occurs, immediately download stored data, then replace back up battery
without turning key start switch to OFF.
The VIMS internal battery is a Lithium 3V replaceable unit.

Main Module Data

Data Links

The main modules incorporate four different data links. One is the CAT Data Link which is
a bi-directional link allowing the VIDS/ VIMS to communicate with other onboard electronic
controls.
The CAT Data Link uses two communication paths to ensure uninterrupted communications
in the event of an open in one path. The second and third data links are RS-232 data links.
These two communication links are separate. One of the links has two communication ports,
one in the cab and the other mounted outside the cab to allow easy access for the service
technician.
One of the RS-232 Data Links allows the VIMS to communicate with an off board service tool
(PC). The other RS-232 Data Link allows the VIMS to communicate through two-way radio
communications with other off board systems.
The fourth Data Link is an instrumentation link that connects the various display components
to the main module. This Data Link is similar to the Display Data Link used by the Caterpillar
Monitoring System.

Inputs

Inputs to the VIMS main module include a switch-type input from the key start switch, open or
grounded switch-type inputs from switches used to monitor machine events, a lighting sensor
to inform the main module when the dash panel lamps are turned ON, a keypad input to
receive information from the keypad, and an input that measures system voltage at the VIMS
circuit breaker.

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 Outputs

The main module sends an output signal to the action lamp if a Level 2 or 3 warning is
present. The module also sends a signal to the action alarm to sound an alarm if a Level 3
warning is present. The main module provides power for all the display components, and
turns a service light ON (steady) to alert maintenance personnel if an active system event is
present. The light will flash if an abuse related event is present.

Display Components

The main module supplies information to all the display components (gauge cluster,
speedometer/tachometer, message center and keypad). The display components alert the
operator to machine conditions.

Main Module Software

The VIMS main module is a dedicated computer. The computer is dedicated to the task
described in this manual. The main module must be loaded with two basic sets of software:
an operating system (like DOS on a PC) and an application program (like a word processing
program on a PC).
The operating system software the main module requires is called Source or Source Code.
This software file may be identified on a PC by the file extension: .src. This source code is
considered generic because the same source code is planned to eventually be used for all
applications of VIMS.
The application program is called Configuration. This configuration software tells the main
module specific parameters for the machine that VIMS is installed on. These parameters
include information like what engine speed is considered overspeed, what system voltage is
considered too low and the basic warning guidelines for operator warnings.

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 Interface Module(s)

Figure 96 – Interface Module

Figure 96 shows Interface Module 1 on an Off-Highway Truck. The large truck systems
monitored by interface module No. 1 (MID 57) are:
ƒƒ Left and Right Exhaust Temperatures
ƒƒ Front and Rear Aftercooler Temperatures
ƒƒ Fuel Filter System
ƒƒ Fuel Level
ƒƒ Engine Oil Level
ƒƒ Engine Coolant Flow
ƒƒ Engine Coolant Level (Jacket Level)
ƒƒ Low and High Steering Pressures
ƒƒ Brake/Air Pressure
ƒƒ Suspension Cylinders
ƒƒ Torque Converter Screen
ƒƒ Torque Converter Outlet Temperature
ƒƒ Auto Lube
ƒƒ Ambient Temperature
ƒƒ Right Front Strut Pressure
ƒƒ Left Front Strut Pressure
The VIDS/VIMS can accommodate up to eight interface modules. The exact number of
interface modules installed on a Caterpillar machine will be determined by the configuration
software.
Although each module functions in the same manner, each module will be assigned its own
individual MID. The MID number associated with each module is determined by the machine
harness code connections on each module.
The interface modules receive inputs from the sensors and switches, process the information
and then send an output to the main VIMS module over the CAT Data Link where the
information is processed and sent to the various display components. This greatly reduces
the amount of wiring harnesses that would normally be required to send each input signal to
a central location.

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 Each interface module operates as a separate electronic control and contains identical
internal components. Each module has the capacity to process eight pulse width modulation
(PWM) inputs, nine switch (on-off) inputs, and three frequency (speed/ pressure) inputs. The
following is a brief description of the interface module inputs:
ƒƒ Sensor Inputs
The VIMS uses sensors to provide information on the various measured parameters.
The sensors used by the VIMS are either pulse width modulation or frequency type. The
physical operation of the sensors will be discussed later in this topic.
ƒƒ Switch Inputs
Each module is capable of processing information from thirteen switches. Eight of the
switch inputs are uncommitted and provide the module with machine system status
information (open or grounded). The information is received from pressure switches,
temperature switches, flow and level switches and position switches. One switch input
is a committed input received from the key start switch and provides the module with
battery voltage on contact No. 1 of the 40 pin connector when the key switch is in the ON
position.
The remaining four inputs are programming type inputs and, as such, are harness code
inputs that tell the main VIMS module which interface module it is communicating with. A
combination of grounded and open harness code inputs determines the unique MID code for
each module installed on the machine.

Communications Link
The Vital Information Management System incorporates three different types of data links.
The term ‘data link’ is the only common aspect of the systems. The three types are:
ƒƒ CAT Data Link which allows the main VIMS module to communicate with other electronic
controls.
ƒƒ RS-232 data links which are serial port outputs used to communicate with off board
systems.
ƒƒ Instrumentation data links that connect all the display components to a common wiring
harness.

Caterpillar Data Link

The CAT Data Link is a bi-directional link which allows the VIMS to communicate with other
onboard electronic controls. The CAT Data Link uses two paths to ensure uninterrupted com-
munications in the event of an open in one of the communication paths. The paths are identified
on an electrical schematic as:

ƒƒ Left (-) and Left (+) inputs on pins 4 and 5 of the main VIMS module (MID 49)
ƒƒ Right (-) and Right (+) input on pins 6 and 7 of the main VIMS module (MID 49)
The main VIMS module will alert the service technician to diagnostic information if a
communication problem is encountered. The module MID will be displayed along with a CID
248 and an FMI 09 to indicate that an abnormal update has occurred. Additionally, a Warning
Category 2 will be initiated. Since the CAT Data Link is a two-way harness (ring), the service
technician should check the specific module for power, a good ground connection, and good
data link connections.
The CAT Data Link can be recognized in a machine wiring harness as a pair of (twisted)
wires. The wires should have one twist per inch.

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 RS-232 Data Link

Figure 97 – RS-232 Data Link

The RS-232 data links consist of two separate communication paths. One of the links has
two communication ports, one in the cab and the other mounted at ground level to allow easy
access for the service technicians.
Figure 97 shows on RS-232 data link connection located at ground level on a 793B. The
connector provides the VIMS with a communication path to an off board service tool (PC).
The other RS-232 data link allows the VIMS to communicate through two-way radio
(telemetry) communications with other off board systems.

Instrumentation Data Link

The third data link (not shown) is an Instrumentation Data Link (harness) that connects the
various display components to the main module. The data link is a special instrumentation
wiring harness. The connectors are all six pin Deutsch connectors. Any display component
may be connected to any of the six pin connectors.
In addition to providing input and output signal paths, the Instrumentation link also provides
circuitry from the main module to all the display modules for supplying the voltages needed to
illuminate the displays.

Warning Levels
Warning categories used by the VIDS/VIMS are similar to those used by the monitoring
systems discussed earlier in this section. The operator receives the following types of
warning:
ƒƒ Warning Level I
Alert indicator flashes. No immediate action required by the operator. (Requires servicing
by the end of the shift.) This could just be to alert the operator of a machine condition
such as park brake engaged and may not require service.
ƒƒ Warning Level 2
Alert indicator flashes and the action lamp flashes. Machine operation should be changed
or maintenance performed.
ƒƒ Warning Level 3
Alert indicator flashes, action lamp flashes and action alarm sounds. Operator should
perform an immediate safe engine shutdown.

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 The VIDS/VIMS triggers the warning operation when a machine or system event occurs.
The abnormal condition is sensed by the interface module, processed, and then sent to the
main module where the appropriate warning level is determined and relayed to the operator
through the alert indicator (flashing), action lamp (flashing) or the action alarm (sounding).
Warning inputs are provided by switches and sensors. In some cases, more than one input
is needed to trigger a specific warning level. The VIDS/VIMS identifies the warning level
displayed according to active events. If more than one event is active, each event will be
scrolled on the message area in five second intervals. If a Level 3 (most severe) event is
active, Level 1 and 2 events cannot be scrolled.
Although the VIMS warning categories are the same as those used on other systems (EMS,
CMS, and the Caterpillar Monitoring System), some changes have been made in the area of
operator awareness. The VIMS documents when the operator acknowledges the fault.
When a Level 1 or 2 event becomes active, the operator can acknowledge the event by
pressing the OK key on the keypad. Depending on the nature of the event, the warning level
may be cancelled for a specific period of time. After the time interval is exceeded, the warning
level will again be displayed. Level 3 events cannot be cancelled by the operator.

NOTE:
The above information is general in nature. For specific machine information, consult the
appropriate Operation and Maintenance Manual for the machine in question.

Message Center And Keypad

Figure 98 – Message Center and Keypad

In addition to supplying the operator and service technician with machine and system event
information, the message center and keypad can be used to initiate numerous VIDS/ VIMS
service operations.

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 Service Operations
This topic will cover those service operations that directly impact operator or service
technician areas of responsibility. A more detailed explanation of the service operations
and codes can be found in the appropriate machine service manual module(s). The service
operations and codes are specific to machine applications.
The following is an example of a service program code:
ƒƒ 35478 – Numerical digits assigned to the service program for viewing the event list.
ƒƒ ELIST – Alpha letters associated with the digits 35478 on the keypad.
In the assignment of service program codes, the numerical code is a direct correlation to
the letter code in English only. The alpha (letter) designator is used to simplify (easier to
remember) the coding system. After entering a service program code, the OK key on the
keypad must be pressed to initiate the entry.
For more detailed information on service program codes refer to the appropriate VIDS or
VIMS service manual.

Machine and System Events

The VIDS/VIMS onboard components not only display information relating to machine
parameters but, as stated earlier, also alert the operator of an impending event (abnormal
condition) in one or more of the machine systems being monitored. These abnormal
conditions are called events. The following two categories of events can occur:
ƒƒ Machine Events
This code indicates that the machine is operating outside of normal limits. A machine
event may occur because a specific parameter detects an abnormal condition. An
example of a machine event could be low hydraulic oil level or low fuel level. The VIDS/
VIMS will alert the operator with the appropriate warning level. The operator must
acknowledge the event and then take the appropriate action required. If more than one
event is present of the same level, the message center will alternate between each event.
ƒƒ System Events
This code reflects the VIDS/VIMS self-diagnostic capabilities. If the VIDS/ VIMS detects
an event condition in one or more of its electronic monitoring devices (switches, sensors,
etc.), a system event will be immediately displayed on the message center and the
operator will be alerted by the appropriate warning. The service technician can retrieve
additional diagnostic information on the detected fault by pressing the F1 key on keypad
or by accessing the VIMS through the use of a service tool (PC).

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 Machine Events

Figure 99 – Message Display

The message area provides two lines (twenty characters per line) to display information to
the operator or service technician. When a machine event occurs, a message is displayed on
the first line to identify the type of abnormal condition. The second line indicates the required
operator action.
In Figure 99, the operator is alerted to a Level 3 warning. The alert indicator and action lamp
will flash and the action alarm will sound. The message center directs the operator to shut the
machine down safely. Pressing the F1 key will display more information about the machine
event on the second line of the display. In this example the second line would display the
current system voltage.
The VIDS/VIMS detected a critically low system voltage (less than 23.0 Volts) Continued
machine operation with low system voltage could possibly cause the electronic controls
installed on the machine to shut down. The service technician can easily investigate the
machine event using the universal gauge as a service tool. Entering the parameter number of
140 and pressing the gauge key on the keypad will display the parameter name and number
on the first line and the parameter value and units on the second line.
When a machine event occurs and the service technician is requested to diagnose the
malfunction, it is important that all the facts concerning the reported complaint are gathered.
The advanced capabilities of the VIDS/VIMS allow the system to distinguish between actual
problems with the machine or its components and conditions caused by inappropriate
operation (abuse). The VIDS/VIMS will distinguish between the types of problems and
maintain a count of occurrences in memory.
For effective diagnosis machine events may require the service technician to use all available
VIDS/VIMS resources. The message center and keypad may be used to display event
information such as event statistics, event list and acknowledge events. To observe the above
information, the service technician must initiate the appropriate service operation.
On the VIMS, the event information can be downloaded using a service tool (PC).

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 Downloading an event list will provide the service technician with the following types of event
information:
ƒƒ Machine serial number
ƒƒ Service Meter Units (SMU)
ƒƒ Description (event name)
ƒƒ Date of event
ƒƒ Time event started
ƒƒ Minimum or maximum limits (value where a warning occurs)
ƒƒ Units of measurement
ƒƒ Actual event value
ƒƒ Event duration
ƒƒ Acknowledgment time
It may also be necessary to use other types of stored information in solving machine
abnormalities.

System Events

Figure 100 – Message Area

The message area provides two lines (twenty characters per line) to display information to
the operator or service technician. When a system event occurs, information identifying a
specific parameter has ‘error’ displayed on the first line and information giving the operator
instructions appears on the second line (Figure 100).
With the above information displayed in the message area, additional diagnostic information
can be displayed on the second line by pressing the F1 key on the keypad.
The display will now show the MID, CID and FMI codes for the active system event. For
example:
OIL PRESSURE ERROR
M1D057 C1D0827 FMI100
The diagnostic codes displayed on the second line provide valuable information to the service
technician. The MID identifies which electronic control has diagnosed the event. Since the
VIMS has the ability to receive system event information from other controls over the CAT
Data Link, it is necessary to establish the source of the event. Each electronic control module
installed on the machine has its own unique identifier. Always refer to the appropriate Service
manual for the proper MID identifier codes.

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 NOTE:
To successfully diagnose, troubleshoot and repair VIDS/VIMS malfunctions will require the
service technician to use all resources available (service manuals, wiring schematics, handouts
etc.) and complete a VIMS training course.

Update Information

Figure 101 – 793C (ATY) Electronic Systems

On OHT trucks, the VIMS uses one ABL2M ECM to receive the input signals from switches
and sensors and also functions as the Main Module. There are no Interface Modules. The
VIMS also communicates with other electronic controls on the machine. Shown at the bottom
is the Brake ECM (ARC and TCS) and the Transmission/Chassis ECM.
The VIMS Main Module hardware is ABL2M version 4.0. The main module must be
programmed with Flash File software using ET before the VIMS will function.

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 Figure 102 – 1. VIMS Main Module / 2. Brake ECM / 3. Transmission/Chassis ECM.

Shown are the Electronic Control Modules (ECMs) installed in a 793C (ATY) truck (Figure
102). Located in the compartment at the rear of the cab are the VIMS Main Module (1), the
Brake ECM (2) and the Transmission/Chassis ECM (3).
The Brake ECM controls the Automatic Retarder Control (ARC) system, the Traction Control
System (TCS) and rear axle cooling. The Transmission/Chassis ECM controls the shifting of
the transmission, torque converter lockup, the hoist system, the neutral-start feature, power
train filter, temperature monitoring and the automatic lubrication feature.
All these electronic controls, along with the Engine ECM, communicate with each other on
the CAT Data Link. All the information from these controls can be accessed through the VIMS
message center or a laptop computer with Electronic Technician (ET) or VIMS PC software.

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