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Previous Screen
Special Instruction
Electrical Application and Installation Guide for Petroleum Transmissions{1408, 3030,
3101, 3168, 4800, 7610, 7620}
Media Number -REHS2892-17 Publication Date -08/12/2014 Date Updated -08/12/2014
i05843116
Transmission:
TH55FT-E70 (S/N: PCJ1-UP)
TH55FT-E90 (S/N: THE1-UP)
Petroleum Power Train Package:
TH48-E70-C27I (S/N: PKZ1-UP)
TH48-E70-C32I (S/N: PKY1-UP)
TH48-E70-C32P (S/N: PKG1-UP)
TH55-E70-3512CP (S/N: PNY1-UP; PNZ1-UP)
Petroleum Transmission:
TH48-E70 (S/N: JGC1-UP; KSH1-UP)
Introduction
Purpose of Document
This document is intended to provide necessary information for the correct electronic application and
installation of the TH48-E70 and TH55-E70 transmission control systems. This document is a resource for
wiring, monitoring, calibrating, and configuring customer features and other tasks of installation. This
document provides a basic reference and a guide for the correct selection, installation, and the application
of the electronic transmission control system.
Scope of Document
This document specifically relates to the vehicle to the electrical interface for the transmission. This
document discusses the application, implementation, and installation of the transmission control. This
document contains a description of features, graphics, and specifications of transmission electronics and of
closely related Caterpillar products.
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This document includes some aspects of the following: sensors of the control system, actuators, relays,
shifters, service tools, calibration tools and interfaces and the theory and practice of the application and
installation of the transmission control.
This document does not include the operation and the description of the transmission and of the hydraulics.
No description of the control software is included except for a configuration of the service tool and the
individual description of the control features.
NOTICE
Special Instructions, REHS2892, "Application and Installation Guide (Electrical) for TH48-E70 Petroleum
Transmissions "
Special Instructions, REHS2891, "Mechanical Application and Installation Guide for TH48-E70 Petroleum
Transmissions"
Bench Test Procedure, REHS3435, "Bench Test Procedure for TH48-E70 Oil Field Transmission"
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NOTICE
Operation and Maintenance Manual, SEBU8208, "TH55-E70 and TH55-E90 Petroleum Transmissions"
Special Instructions, REHS2892, "Electrical Application and Installation for the TH55-E70 and TH55-E90
Petroleum Transmissions"
Special Instructions, REHS2893, "Mechanical Application and Installation for the TH55-E70 and TH55-
E90 Petroleum Transmissions"
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Special Publication, SEBF1020, " Improving Component Durability, Managing Fluid Cleanliness"
Contamination Control Guidelines, SEBF8840, "Basic Principles of Kidney Loop Filtering Hydraulic Fluid
Systems"
Special Publication, SEBU5898, "Cold Weather Recommendations for All Caterpillar Machines"
SAE J754"Nomenclature" This information can normally be found in the SAE handbook.
SAE J183"Classification" This information can normally be found in the SAE handbook.
SELF5446"Warranty"
Brochure, LEDW0007, "CAT Tier 4 Solutions For The Oil & Gas Industry"
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1. Guidelines For Routing And Installing Wire Harness Assemblies, SEBD0402 (pocket book)
2. Electrical and Electronic Application Guide, LEBT9010, "C10, C12, and C15 Truck Engines
(October 2002)" A source for suppression of voltage transients, ECM negative battery connections
and for grounding requirements and considerations.
Caterpillar transmissions have a standard product warranty from the factory. Caterpillar Insurance offers
extended coverage Equipment Protection Plans for all manufactured products with varying degrees of
comprehensiveness to match the individual customers needs. Complete life cycle coverage solutions are
provided to ensure that Caterpillar products are the best supported products in the world. Prices and details
on extended coverage programs available for purchase are subject to change without notice. Standard
product warranty statements and extended coverage programs are best obtained at the Caterpillar dealer
closest to the customer.
Caterpillar Equipment Protection Plans help the customer with the following: minimize owning and
operating costs, assist with preventative maintenance, maximize machine life, machine productivity,
operator productivity, service department efficiency, maintain safety, meet regulatory issues, stay within
budget and on time, stay competitive and plan for the unexpected. Repairs covered by an Equipment
Protection Plan will be performed with genuine Caterpillar parts and repair records will be kept at your
local Caterpillar dealer. Equipment Protection Plans are transferable (some restrictions may apply). The
machine will retain more residual value and be more desirable and valuable to a potential buyer.
Internal Caterpillar employees with appropriate access may obtain standard product warranty statements at
the Caterpillar marketing and product support division website. The link to the website is:
"https://nacd.cat.com/cda/"
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Illustration 1 g03122619
TH48-E70
(10) Torque converter inlet from torque converter filter and controls - SAE 24 coupling
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(21) PTO mount (SAE J704 8 bolt mount, CCW drive gear rotation, speed ratio 1.11:1)
(28) Customer mounting/lifting holes, 3/4-10-2B Thd x 1.75 inch deep (34 mm) 5 holes per side
(31) Transmission oil outlet (to the torque converter) - SAE 24 coupling
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Illustration 2 g03122624
TH48-E70
(41) Kidney loop connector (1 5/16-12 STOR) drain plug (No. 16 port)
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(46) PTO mount (SAE J704 8 bolt mount, CW drive gear rotation, speed ratio 1.09:1)
Illustration 3 g03122628
TH48-E70
(41) Kidney loop connector (1 5/16-12 STOR) drain plug (No. 16 port)
(49) PTO mount (SAE J704 8 bolt mount, CW drive gear rotation, speed ratio 1.09:1)
(54) Customer mounting hole 25.4 mm (1.00 inch) one hole each side
(56) Appropriate location for the transmission oil heater (2 1/2 inch STOR plug) (No. 40 port)
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Illustration 4 g03122630
Transmission planetary and torque converter remote mount 333-6434 Oil Filter Gp
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Illustration 5 g03160077
Note: Caterpillar transmissions are manufactured, assembled, and tested using hydraulic diagnostic
couplers. These quick disconnect couplers are used for checking the system pressures. The couplers will
remain on the transmission for the convenience of the owners and service personnel. Unless otherwise
stated, all quick disconnect couplers conform to SAE-J1502 standards.
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Illustration 6 g03122856
TH48-E70
Table 1
TH48-E70 Petroleum Transmission
Approximate Weight
1694 kg (3735 lb)
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Illustration 7 g02833481
TH55
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(27) Oil pump outlet through oil filter to torque converter inlet
(31) PTO mount (SAE J704 8 bolt mount, CW rotation, speed ratio 0.91:1)
(32) Torque converter inlet (from oil filter group and controls)
(46) Kidney loop connection port (one of three) (SAE J1926 #16 port, 1 5/16 - 12 straight thread o-ring)
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Illustration 8 g03431231
TH55
(37) PTOs SAE "C" J744 14 teeth splines (CCW rotation, two and four bolt pump mounts), speed ratio 1.21:1
(45) Output flange (GWB 390.65 (2500 hp) or GWB 390.70 (3000 hp))
(46) Kidney loop connection port (one of three) (SAE J1926 #16 port, 1 5/16 - 12 straight thread O-ring)
(47) Sump heater port SAE J1926 #32 port (2 1/2 - 12 - straight thread O-ring) (appropriate location for transmission oil heater)
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(49) Lube relief valve inlet from oil cooler (SAE-32 coupling)
Illustration 9 g02833997
TH55
(46) Kidney loop connection port (one of three) (SAE J1926 #16 port, 1 5/16 - 12 straight thread O-ring)
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Note: Caterpillar transmissions are manufactured, assembled, and tested using hydraulic diagnostic
couplers. These quick disconnect couplers are used for checking the system pressures. The couplers will
remain on the transmission for the convenience of the owners and service personnel. Unless otherwise
stated, all quick disconnect couplers conform to SAE-J1502 standards.
No description of the control software is included except for a configuration of the service tool and the
individual description of the control features.
The timing of the clutch engagement and disengagement is controlled by the transmission electronic control
module to optimize transmission life. The engagement of the torque converter lockup clutch is based on
engine speed and the speed ratio across the converter. This clutch will solidly transfer torque from the
engine crankshaft to the output of the torque converter.
All shifts are manually requested. No automatic gear shifting function is provided.
Selection of a gear through the shifter interface will allow selection of any gear, however skip-shifts are not
directly allowed. While appearing to the operator that performing skip shifts are possible, the transmission
will briefly engage each gear before reaching the requested gear.
If a requested shift is inhibited due to excessive torque load, additional shifts may also be inhibited until the
current gear is requested again to reset the shift logic.
A short dwell period of one second (750 ms) is required in each gear. The (750 ms) dwell time is controlled
by the transmission. As a result, no other modification is needed to support this operational feature.
The transmission software monitors engine speed continuously to protect the transmission. This action is
intended to prevent excessive torque multiplication when in converter drive, or from excessive speed when
in WARM-UP, PARK, or NEUTRAL gear. When conditions are met that require speed limiting, the
transmission uses the J1939 TSC1 (SPN 898 - "Engine Requested Speed/Speed Limit") message to attempt
to limit engine speed. If the engine is unable to comply with this message, damage to the transmission can
occur.
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For engines that can produce torque in excess of the rated transmission gross input torque (such as the
MTU 16V4000 S83/S83L), the transmission must be configured to enable torque limiting on the engine.
The torque limiting is enabled when the "Reference Torque" parameter (configurable in Cat® Electronic
Technician (Cat ET) Service Tool) is set to a value greater than 12700 N·m (9368 lb ft). For additional
details about the parameter, refer to Special Instruction, REHS4541, "Software Configuration Guide".
When torque limiting is necessary, the transmission software uses the J1939 TSC1 torque limit control to
limit engine torque. The limit percent is:
When torque limit is enabled, the TSC1 "SPN 897 - Override Control Mode Priority" is changed from low
to medium. To avoid unnecessary data link traffic, the TSC1 torque limit message is enabled when the
engine reported torque is greater than 80%. Once the torque limit message is enabled, the TSC1 torque
limit message will continue to broadcast as long as the engine reported torque is 60% or greater. When the
engine reported torque is less than 60%, the TSC1 torque limit message will be disabled.
Transmission speed and torque control software supports the following functions:
• Allows the end user to configure transmission max output speed and torque limits in Cat ET to
protect the end users downstream equipment. The transmission software will enforce these output
speed and torque limits in converter and direct drive.
• Temporarily reduces engine speed to keep torque converter output (transmission input) torque below
the value listed in Table 2 in converter drive.
• Allows the customer to command engine speed during operation by using a J1939 Prop-A message.
The transmission ECM broadcasts engine speed commands or engine speed and torque limits using the
SAE J1939 parameter group "Torque/Speed Control 1" (PGN 0, SPN695). The override control mode
priority (PGN 0, SPN 897) can vary as described below.
In order to allow the customer to command engine speed via J1939 without the use of competing TSC1
messages, the transmission software supports a "PropA" message which allows the customer to send engine
speed commands to the transmission ECM. The transmission will directly forward this command to the
engine via TSC1 unless more restrictive speed limits or torque limits are required, in which case the
transmission ECM will arbitrate between the various requested limits per the descriptions below:
If the J1939 "PropA" message is valid, the TSC1 will be broadcast as follows in converter drive:
• If torque limiting is not active, the TSC1 will be in speed control mode (SPN 695 Mode 1) with the
highest priority (SPN 897 = 00). The message will broadcast the desired speed command from the
"PropA" message from the customer controller.
• If torque limiting is active, the transmission controller will then arbitrate the desired speed command
"PropA" message (PGN 61184) from the customer controller and the transmission torque limit speed
by using a "min wins" strategy. The resulting TSC1 message will broadcast the minimum speed
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request from the above arbitration in speed control mode (SPN 695 Mode 1) with the highest priority
(SPN 897 = 00).
If the J1939 "PropA" message is valid, the TSC1 will be broadcast as follows in direct drive:
• If torque limiting is not active, the TSC1 will be in speed control mode (SPN 695 Mode 1) with the
highest priority (SPN 897 = 00). The message will broadcast the desired speed command from the
"PropA" message from the customer controller.
• If torque limiting is active in direct drive, the TSC1 should utilize speed / torque limiting mode (SPN
695 Mode 3) with the highest priority (SPN 897 = 00). Since there is a possibility on some
applications that a throttle signal is not present, switching to speed and torque limit will cause the
engine to drop to idle. To resolve this issue, the transmission controller will send a J1939 Engine
throttle actuator command to the engine of 100 percent (SPN 3464, PGN 61466, J1939 Address
10F01A03). The TSC1 message will have the speed limit field filled with the desired speed from the
"PropA" message, and the torque limit field filled with the desired transmission torque limit. In this
way the generated throttle will command the engine too high idle but will be limited by the TSC1
speed limit derived from the customer controller and torque limited by the transmission controller
derived torque limit. If the proprietary message times out, the J1939 throttle command will command
0 percent to ensure the engine returns to idle.
If the Proprietary message times out or is invalid, the assumption will be that the application has a throttle
and all TSC1 broadcasts during torque limiting will utilize the speed/torque limiting mode (SPN 695 =
Mode 3) in converter or direct drive. Additionally, the Remote Throttle Message (SPN 3464) should
broadcast 0 percent throttle. If any other TSC1 messages are active on the CAN bus, the messages will
interfere with, or disable the transmissions ability to limit engine speed and torque.
Table 2
PGN 61184 (00EF00) Proprietary A
Transmission Repetition Rate: 100 milliseconds
Data Length: 8 Bytes
Extended Data Page: 0
Data Page: 0
PDU Format 239
PDU Specific Destination Address
Message ID (hex) (18ef0305)
Default Priority: 6
Data Field Portion of PGN 61184 Proprietary A message (800 rpm is being commanded)
Byte 3 Byte 4 Byte 5 Byte 6
Byte 1 Byte 2 Byte 7 Byte 8
f0 24 ff ff ff ff 19 0
These are fixed These bytes carry the desired engine
These are unused bytes
values speed data
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Some of the engines that are used with this transmission do not arbitrate properly between a simultaneous
J1939 TSC1 speed command from a J1939 throttle and a transmission speed or torque limit command.
In order to support these configurations, a proprietary message is provided. This message will permit the
J1939 throttle controller to send a speed request to the transmission.
If this message is present and limiting is required, the transmission will transmit a simultaneous remote
throttle command to the engine. Also, the transmission will transmit a TSC1 speed and torque limit
command to the engine. The limit command overrides the remote throttle command in order to provide the
desired engine speed and/or torque.
If this message is present and the commanded speed would result in a torque of less than the transmission
capacity, that speed is passed to the engine. The speed is passed in the form of a TSC1 speed command.
If this message is not present, the transmission assumes that the engine has a standard throttle interface. In
the TH55 application, the engine must be configured to utilize a CAN-based engine throttle with the PROP
A message. This function is required for speed/torque limiting in 1F converter drive. The PROP A message
commands the desired speed and the transmission commands the desired torque limit and controls the
engine throttle.
Operation with a J1939 TSC1 throttle that sends commands directly to the engine is not supported. As a
result, using this throttle may lead to damage to the transmission.
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Illustration 10 g03151737
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Illustration 11 g01214726
Table 3
ECM Mounting Parts
Part
Item Description Qty
Number
1 155-0576 Isolation Mount 8
2 9N-0869 Hard Washer 4
3 6I-1418 Spacer 4
4 - Bolt (1) 4
(1)
Use any M8 bolt that provides proper thread engagement for the material that the ECM is mounted to.
The torque specification for the M8 mounting bolt is 28 ± 7 N·m (21 ± 5 lb ft).
Table 4
Environmental Specifications
Environmental Specifications A4:M1
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Salt Spray Tolerance 115 percent NSV with 5 percent salt spray for 48 hours at
38 °C (100 °F)
Diesel fuel, engine/machine oil, and SAE J1455 chemical
Chemical Splash Immunity
agents
Vibration (shock isolated components 8 Gms random vibration from 24-2000 Hz in three
tolerance) orthogonal planes
Moisture Leakage (sealant pressure
tolerance) 35 kPa (5 psi) against water and water vapor
Zero damage during exposure to electrostatic painting
Electrostatic Environment
process
The A4 ECM requires unswitched power and ground connections. An Ignition Key Switch input is used to
wake up the ECM, allowing the engine to start and run.
The control system has been designed to operate on a 24 V electrical systems. The control system should be
protected by 15 amp circuit breakers against jump-start conditions and short circuits to positive battery and
negative battery. Minimum and maximum voltage requirements for the control system are as follows:
Table 5
Nominal Range (V)
24 20 – 32
1. When the keyswitch run terminal is turned off (open circuit), the ECM will be placed in a "sleep"
mode and is draws approximately 10 mA of current.
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2. ECM draws approximately 1 amp when run terminal is on but the transmission is not running.
3. When the keyswitch run terminal is turned on (connected to +battery), the ECM will "wake up" and
the application will run. While running, the ECM will draw approximately 5 amp.
4. The keyswitch start terminal input provides power to the start relay output.
5. Switch to ground input signals, such as the following, must be capable of sinking 10 mA of current
AWAY from the ECM: shifter inputs, quick to neutral input, LUC override, secondary shifter
console enable, stall enable and filter bypass.
6. The power train warning output is a sinking driver capable of pulling 300 mA into the ECM.
Proper grounding for the transmission ECM is required for proper operation. There are the following three
negative battery connections in the customer connector: pin 36, pin 37 and pin 38. The required wire size is
#16 AWG GXL. Caterpillar recommends that the transmission negative battery connections be connected
at the common negative battery connection point on the engine.
Proper power connections for the transmission ECM are required for proper operation. There are the
following three positive battery connections in the customer connector: pin 1, pin 31 and pin 32. The
required wire size is #16 AWG GXL. Caterpillar recommends that the transmission positive battery
connections be connected at the common positive battery connection point on the engine.
Only those components interfacing directly to the ECM should be connected to the ECM Sensor Common.
On the A4:M1 ECM J2-22 and J2-63 are used to connect the ground side of the OEM installed sensors and
switches, such as oil temp sensor and parking brake switch.
All switches connected to the control system must be grounded externally, two-wire designed. Internally
grounded or case grounded switches must not be used. OEM installed components used as inputs to the
ECM must not be connected to the vehicle or cab ground, and must not be case grounded. OEM installed
switches must be grounded to an ECM Sensor Common via a dedicated return line to the ECM.
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Illustration 12 g01215188
Caterpillar recommends that transient suppression be installed at the source of the transient in addition to
the suppression in the ECM. Caterpillar controls are designed to comply with SAE J1455. The use of
inductive devices such as relays and solenoids can result in the generation of voltage transients on the
battery lines. Unsuppressed voltage transients can exceed SAE J1455 specifications and degrade control
system performance.
Some specific devices that should use transient suppression are fan clutch solenoids, A/C clutch solenoids,
and all relays. The before mentioned is not an all inclusive list. The OEM should specify relays and
solenoids with built-in voltage transient suppression on the vehicle when possible.
Refer to Illustration 12 for an illustration of several possible suppression techniques in order to minimize
the generation of voltage transients from relays and solenoids without built-in voltage transient suppression.
Possible suppression techniques include, but are not limited to, installing a properly sized diode or resistor
in parallel with solenoid and relay coils. Inductive devices should be located in order to maximize the
distance from control system components. OEM installed wiring harnesses should be routed to maximize
the distance from the control system wiring harness to avoid inductive coupling of noise transients.
EMI/RFI Testing
Caterpillar EMI/RFI testing on the transmission is performed at the component level. Contact Caterpillar
Engineering for more information.
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Note: Before welding on a vehicle that is equipped with an electronic transmission control, the following
precautions must be observed.
2. Disconnect the negative battery cable from the battery. If the vehicle is equipped with a battery
disconnect switch, open the switch.
NOTICE
3. Clamp the ground cable of the welder to the component that will be welded. Place the clamp as close
as possible to the weld.
4. Protect any wiring harnesses from welding debris and spatter. Use proper welding procedures in
order to weld the materials.
A good general rule for a wiring harnesses is if the wiring harness moves, do not allow the harness to touch
any other component. If the harness touches something, do not allow the wiring harness to move. Below are
some guidelines for machine wiring harness design and routing:
1. Wires or harnesses that lead to a component connector must be clipped within 150 mm (6 inch) of the
connector.
2. Connectors must be mounted or clipped. Clipping connectors means tie wrapping the connectors
down or preferably using the dovetail mounting method for the DT connectors. If a tie wrap is used,
the tie wrap must not be placed over the connector detention release mechanism.
4. For harnesses that move for example, flex joints need secured with insulated "P" clips.
5. Flex joints must not be in column loading, because column loading can force movements through
clips and can also fatigue wires.
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9. Battery cables should not be secured with tie wraps. Use only "P" clips or Stauff clamps.
10. Distance between clip points should not allow the harness to sag, sway, or touch any components due
to machine movement or vibration.
11. Smaller harnesses should be clipped more often due to the flexibility of the harness.
12. Do not route harnesses in area that is expected to or could be used as a step or standing location.
14. Do not locate harnesses/wires/cables in areas where the harnesses/wires/cables can be used as a
handhold.
16. Pay close attention to the routing of the B+ and B- battery cables.
Harness Recommendations
Routing of the harness should ensure that connector seals are not stressed because the harness curvature is
too close to the connector. This issue applies to routing of OEM lines on or near the engine harness as well
as the OEM ECU Connector. Illustration 13 shows the problem if the harness curvature is too close to the
connector. When this situation occurs, the connector seal is stretched away from the wire. As a result, this
method would provide an opening for moisture. The wire should exit perpendicular to the connector. This
process should be done before curving the wire for routing. The harness bundle should have a bend radius
that is greater than twice the diameter of the harness.
Caterpillar recommends that the OEM harness supplier form the harness in order to provide the correct
bend radius. This process should be done in order to ensure connector sealing and preventing harness
abrasion.
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Illustration 13 g01275056
Harness codes
ECM Connectors
The ECM has two harness connectors, J1 and J2. There is one OEM point of connection to the
transmission. That connection is the customer connector. This connector is not shown in the following
illustration.
Note: Caterpillar does not recommend the use of "non-conductive grease" with either of these connectors.
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Illustration 14 g01215283
The ECM uses two integral rectangular 70 Terminal AMP connectors. The J1 connector is AMP part
number 776241-5, Caterpillar part number 147-1445 Connector Plug Assembly . The J2 connector is AMP
part number 776241-6, Caterpillar part number 147-1446 Connector Plug Assembly .
The interface seal for the ECM connector is serviceable. Use Caterpillar part number 159-9322 O-Ring
Seal .
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Illustration 15 g01275026
ECM Connector screw torque should be 6.25 ± 1.25 N·m (55 ± 11 lb in).
Connections may be #16 or #18 AWG SAE J1128 type SXL or #16 or #18 AWG SAE J1128 type GXL (or
equivalent wire).
Sealing Plugs
Caterpillar requires sealing plugs for all unused connector cavities. Two options are available. Either the
Deutsch 114017 Seal Plug (Caterpillar part number 8T-8737 Seal Plug ) or PEI Genesis 225-0093-000
(Caterpillar part number 9G-3695 Seal Plug ) can be used. Correct installation of either of these cavity
plugs is critical to maintain connector sealing integrity. Illustration 16 indicates correct insertion of the
plug. The plug cap is designed to rest against the seal. The design of the cap does not allow the cap to be
inserted into the hole in the seal.
Illustration 16 g01275021
ECM Pinouts
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Table 6
Switch to Ground Input
Quick to Neutral
J1-43
(Ret J2-63 O.C.= Neutral)
Transmission Filter Bypass Switch
J1-63
(Ret J2-63))
J1-64 Stall Enable Switch (N/C)
J2-23 LUC Disable N/O = LUC enable (Ret J2-63)
J2-29 Spare
J2-30 Spare
J2-35 Secondary Shifter Enable
J2-44 Shifter Lever 1
J2-45 Shifter Lever 2
J2-52 Shifter Lever 3
J2-53 Shifter Lever 4
J2-58 Shifter Lever 5
J2-59 Shifter Ground Verify
LUC Disable N/O
J2-61
(Ret J2-63)
Table 7
Frequency Inputs
J1-2 Engine Speed Sensor +
J1-3 Engine Speed Sensor -
J1-4 Converter Output Speed +
J1-5 Converter Output Speed -
J1-6 Transmission Output Speed A +
J1-7 Transmission Output Speed A -
J1-15 Intermediate Seed Sensor Positive +
J1-16 Intermediate Seed Sensor Negative -
Torque Converter Oil Temperature
J2-24
(Ret J2-63)
J2-25 Transmission Oil Temperature Sensor
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Table 8
Switch to Battery Inputs
Key Switch
J1-1
(Key in ON Position)
Key Start
J2-1
(Key in START Position)
Table 9
Proportional Driver Outputs
Lockup Clutch Solenoid
J1-62
(Ret on J1-60)
J1-59 Transmission Solenoid 1
J1-49 Transmission Solenoid 2
J1-51 Transmission Solenoid 3
J1-52 Transmission Solenoid 4
J1-58 Transmission Solenoid 5
J1-48 Transmission Solenoid 6
Table 10
On/Off Driver Outputs
Start Relay
J2-7 (1)
(Ret J2-22)
(1)
The J2-7 on/off driver receives power from the J2-1 input.
Table 11
Sensor Supply Outputs
J1-11 +5V Sensor Supply
J1-44 +8V Sensor Supply
J1-69 +10V Sensor Supply
Table 12
Open Collector Outputs
J2-9 Check Transmission Indicator
J2-10 Shift Inhibit Warning Indicator
J2-11 Converter Drive Indicator
J2-21 Warning Indicator
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Table 13
Data Link Input/Output
J1-10 CAT Data Link +
J1-20 CAT Data Link -
J2-67 CAN A Data Link (High)
J2-68 CAN A Data Link (Low)
J2-69 CAN A Data Link (Shield)
Table 14
Power Connections
J1-31 Battery+ (24V)
J1-38 Battery+ (24V)
J1-39 Battery+ (24V)
J1-47 Battery+ (24V) (Power to Service Tool Connector)
J1-13 Battery- (Ground)
J1-23 Battery- (Ground)
J1-56 Battery- (Ground)
J1-57 Battery- (Ground)
J1-70 Battery- (Ground) (Power to Service Tool Connector)
J1-21 +5V Sensor Supply Return
J1-45 +8V Sensor Supply Return
J2-22 Ground (Solenoid Return)
J2-63 Ground (Sensor)
J1-50 Prop Drivers 1- 4 Solenoid Return
J1-60 Prop Drivers 5- 8 Solenoid Return (Use for LUC)
Table 15
STG/PWM
J2-33 Spare
Table 16
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Illustration 17 g03157198
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Illustration 18 g01284000
Typical 3512C Engine Diagram (For Reference Only see Schematic, UENR1722 and Schematic, RENR9372).
Note: For more reference on typical 3512C engine diagrams, see Schematic, UENR1722, "3512C Well
Fracturing Engine Electrical System" or Schematic, RENR9372, "3512C Well Fracturing Engine Electrical
System".
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Note: Speed sensor and data link wires must be twisted at one turn per 25 mm (1 inch). All wires are 16
gauge unless otherwise noted.
Illustration 19 g03473277
The engine connection harness that connects the engine ECM, transmission ECM, and shifters must meet
CAN/J1939 data link requirements. Illustration 20 below represents an engine connection harness and
shows the basic requirements for a CAN/J1939 data link harness to function properly. Table 17 contains the
requirements associated with Illustration 20.
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Illustration 20 g01949333
Table 17
J1939-11 J1939-15
Maximum ECMs 30 10
Max Cable Stub Length S 1M 3M
Max Cable Stub Length J 0.66M 2.66M
Max Main Bus Length 40M
Shielded Cable Yes No
The requirements state that the main buss of the harness can be up to 40 m long, there must be terminating
resistors at each end of the main buss, each drop from the main buss can only be a certain length (Refer to
Table 17), there can only be a certain number of ECM and service connector components connected to the
main buss and the cables may or may not require shielding, depending on if the system is J1939-11 or
J1939-15. Caterpillar recommends that this cable is shielded (as per J1939-11) and that the screen is
grounded at a central point in the network. Unshielded twisted pair cable is used by some machine
manufacturers (as per J1939-15), however this cable offers lower cost but lower immunity to
electromagnetic noise. Illustration 21 shows the typical sealing of a J1939 cable jacket.
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Illustration 21 g01949352
1. Remove foil shield from exposed wires to within 3mm of cable jacket.
2. End of bare copper wire should be 100 mm from end of original 3 conductor cable.
Caterpillar requires that OEM transmission users install a RED and AMBER operator warning lamps. The
lamps may have several locations within the operator station depending on the OEMs design. Table 18 lists
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LED indicator lamp components for OEM wiring. The lamps provide an indication of transmission
condition.
The diagnostic lamp is yellow or AMBER. The diagnostic lamp will communicate the status of the
transmission electronic system. If the amber lamp is activated, this lamp alerts the operator that a
diagnostic condition is active within the transmission. The amber lamp does not require immediate
operator attention, but normal operation of the transmission may be affected.
The RED warning lamp warns the operator of conditions which require immediate attention. The
warning lamp indicates either a transmission oil filter by-pass or excessive oil temperature.
Immediate operator action is required to reduce transmission oil temperature or to service the oil
filters.
Table 18
Reference LED Components for OEM Wiring
Indicator Lamp (Control Panel)
Green LED Indicator Lamp Assembly 337-5438
(12 to 24 V)
Indicator Lamp (Control Panel)
Amber LED Indicator Lamp Assembly 332-3972
(12 to 24 V)
Indicator Lamp (Control Panel)
Red LED Indicator Lamp Assembly 337-5437
(12 to 24 V)
J1939 Wiring
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Illustration 22 g02230279
Illustration 22 shows the connection of modules to the CAN data link. The following requirements must be
met before installation of modules on the CAN data link:
• 153-2707 Electrical Cable (shielded twisted pair) must be used for all CAN data link runs.
• The total length of the data link run must not exceed 40 m (130 ft).
• All splices into the data link require a 133-0970 Receptacle As (Tee).
• A 134-2540 Receptacle As (termination resistor) must be installed at the end of the data link in order
to ensure proper operation.
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Use the following procedure in order to connect modules to the CAN data link:
Illustration 23 g02230280
Illustration 24 g02230284
1. Run the CAN data link from the customer connector to a module.
Note: The end of the data link must be within approximately 15 cm (6 inch) of the module. The total
length of the data link run must not exceed 40 m (130 ft).
a. Run 153-2707 Electrical Cable (shielded twisted pair) from the P61 customer connector to the
location of the first module. Cut the cable to length.
c. Remove 7 mm (0.28 inch) of insulation from each end of the green wire and the yellow wire.
d. Crimp a 186-3736 Connector Socket on each end of the green wire and the yellow wire with a
1U-5804 Crimp Tool .
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e. Crimp a 133-0969 Connector Socket (extended) on each end of the shield with a 1U-5804
Crimp Tool .
f. Cut two 3 cm (1.2 inch) pieces of 5P-6001 Heat Shrink Tube . Slide a piece of the heat shrink
tubing over the shield at each end of the cable. Position the heat shrink tubing so that 1 cm (0.4
inch) of the socket is covered and the remaining tubing is covering the shield. Apply heat until
a complete seal is formed around the shield and the socket. Be careful to avoid skin contact
with any hot glue that may seep from the heat shrink tubing.
g. Cut two 5 cm (2 inch) pieces of 125-7876 Heat Shrink Tube . Slide a piece of the heat shrink
tubing over each end of the cable.
h. Inset the wires from one end of the data link into the P61 customer connector. See Table 19.
Table 19
Terminal Locations in P61 Customer Connector
Wire Color Location in P61
Shield 16
Green 17
Yellow 18
i. Position the 125-7876 Heat Shrink Tubing so that 2 cm (0.8 inch) of the exposed wires are
covered and the rest of the heat shrink tubing is over the cable. Apply heat until a complete
seal is formed. Be careful to avoid skin contact with any hot glue that may seep from the heat
shrink tubing.
j. Insert the sockets at the opposite end of the CAN data link into a 174-0503 Connecting Plug
Kit . See Table 19. Insert the blue wedge into the connector in order to secure the terminals in
place.
Table 20
Terminal Locations in the Plug
Wire Color Location in Plug
Shield C
Yellow A
Green B
k. Position the 125-7876 Heat Shrink Tubing so that 1 cm (0.4 inch) of the plug is covered and
the remaining tubing is over the cable. Apply heat until a complete seal is formed around the
shield and the socket. Be careful to avoid skin contact with any hot glue that may seep from the
heat shrink tubing.
l. Plug the end of data link into the single end on a 133-0970 Receptacle As (tee).
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Illustration 25 g00746640
2. Run the data link from the tee to another tee for an additional module.
Note: The end of the data link must be within approximately 15 cm (6 inch) of the module. The total
length of the data link run must not exceed 40 m (130 ft).
a. Run 153-2707 Electrical Cable (shielded twisted pair) from the tee to the location of the next
module. Cut the cable to length.
c. Remove 7 mm (0.28 inch) of insulation from each end of the green wire and the yellow wire.
d. Crimp a 186-3736 Connector Socket on each end of the green wire and the yellow wire with a
1U-5804 Crimp Tool .
e. Crimp a 133-0969 Connector Socket (extended) on each end of the shield with a 1U-5804
Crimp Tool .
f. Cut two 3 cm (1.2 inch) pieces of 5P-6001 Heat Shrink Tubing . Slide a piece of the heat
shrink tubing over the shield at each end of the cable. Position the heat shrink tubing so that 1
cm (0.4 inch) of the socket is covered and the remaining tubing is covering the shield. Apply
heat until a complete seal is formed around the shield and the socket. Be careful to avoid skin
contact with any hot glue that may seep from the heat shrink tubing.
g. Cut two 5 cm (2 inch) pieces of 125-7876 Heat Shrink Tube . Slide a piece of the heat shrink
tubing over each end of the cable.
h. Position the 125-7876 Heat Shrink Tubing so that 2 cm (0.8 inch) of the exposed wires are
covered and the rest of the heat shrink tubing is over the cable. Apply heat until a complete
seal is formed. Be careful to avoid skin contact with any hot glue that may seep from the heat
shrink tubing.
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i. Install a 174-0503 Connecting Plug Kit on each end of the cable. See Table 19. Insert the blue
wedge into the connector in order to secure the terminals in place.
Table 21
Terminal Locations in the Plug
Wire Color Location in Plug
Shield C
Yellow A
Green B
j. Position the 125-7876 Heat Shrink Tubing so that 1 cm (0.4 inch) of the plug is covered and
the remaining tubing is over the cable. Apply heat until a complete seal is formed around the
plug and the cable. Be careful to avoid skin contact with any hot glue that may seep from the
heat shrink tubing. Perform this process on both ends of the cable.
k. Plug one end of the new cable into one of the openings in the existing tee. Plug the other end of
the new cable into the single end data link into the single end of a 133-0970 Receptacle
Assembly (tee) for the additional module.
Illustration 26 g02230855
a. Plug a 165-0200 Cable Assembly into the 133-0970 Receptacle Assembly (tee).
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b. Cut two 5 cm (2 inch) pieces of 125-7876 Heat Shrink Tube . Slide the heat shrink tubing over
the module end of the cable assembly.
c. Connect the green wire (J1939 Data-) and the yellow wire (J1939 Data+) on the module end of
the cable assembly to the appropriate terminals in the module plug.
d. Trim the shield back to the existing heat shrink tubing on the cable assembly. Position the 125-
7876 Heat Shrink Tube so that the shield is insulated completely and a proper seal can be
obtained. Apply heat until a complete seal is formed around the plug and the cable. Be careful
to avoid skin contact with any hot glue that may seep from the heat shrink tubing.
Illustration 27 g02230856
4. Connect a termination resistor to the tee at the end of the data link.
a. Plug one end of a 165-0201 Cable Assembly into the open tee at the end of the data link.
b. Connect a 134-2540 Receptacle Assembly (termination resistor) to the other end of the cable
assembly.
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Illustration 28 g03520076
The OEM has the option of using a switch to ground shifter input, a J1939 CAN shifter input, or a PWM
shifter. Two shift selector options are available from Caterpillar. Those interfaces are documented in this
guide so that OEM supplied controls may be used.
The lever shifter is a hard wired device that uses switches to communicate operator intent. This shift lever
is shown in the block diagram in Illustration 17.
The other option is a push-button device that uses the J1939 data link to communicate operator intent. The
shifter also features a two character display that indicates the current gear. This shift lever may be located
on a node anywhere on the J1939 bus.
The OEM has the option of using a switch to ground shifter which conforms to one of three available pin
tables. Two of the tables are for transmissions that have up to eight gears and the third table is for the TH55
-E90 transmission. The two shift to ground shifter types as described in Cat ET are "Switch to Ground" and
"Custom". The "Switch to Ground" configuration is the preferred Caterpillar configuration. The
transmission harness is wired to use this configuration. A fault of any pin in this configuration results in an
invalid state and the transmission faults in the current gear. This fault reduces the chance of unintended
shifts due to pin faults.
Table 22
TH48-E70 and TH55-E70 Input
"Switch to Ground" Configuration for Caterpillar Seven or Eight Speed Transmissions
Circuit Name
Customer Connector Pin Number
(ECM Connector - Pin Number)
Gear Lever1 Lever 2 Lever 3 Lever 4 Lever 5 Ground Verify Stall Enable
Pin 24 Pin 23 Pin 22 Pin 21 Pin 20 Pin 19 Pin 4
(J2-44) (J2-45) (J2-52) (J2-53) (J2-58) (J2-59) (J1-64)
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Neutral X X X
Park X X X
Stall X X X X
1 X X X
2 X X X
3 X X X
4 X X X
5 X X X
6 X X X
7 X X X
Shifters which use the above logic must be configured in Cat ET by selecting "Switch to Ground" "SWG"
under the configuration parameter "Shifter Input".
The ground verify circuit (pin 19 of the customer connector) is intended to ensure that the SWG shifter has
been plugged in to the harness correctly. Pin 19 of the customer connector should be grounded to pin 9 of
the customer connector when the "Switch to Ground" (SWG) shifter is connected to the harness. Stall can
be engaged by selecting Park and grounding pin 4 on the customer connector to pin 9 of the customer
connector.
An alternate switch to ground pin table is provided below. This table was created in the transmission
software at the request of OEMs to allow adaptation of existing switched solenoid control systems to relay
operated switch to ground systems. "Lever 4" and "Lever 7" are intended to be independent circuits for
redundancy. A simultaneous open fault on these circuits would result in unexpected gear changes per the
Table 23. In order to use this shift matrix, pin 30 in ECM connector J2 (J2-30) must be moved to location
60 on the same connector (J2-30). Refer to Illustration 14 for J2 connector identification.
Table 23
TH48-E70 and TH55-E70 "Custom" Shifter Input
For conversion of switched solenoid system to switch to ground relay system
Circuit Name
Customer Connector Pin Number
(ECM Connector - Pin Number)
Lever Lever
Lever 1 Lever 2 Lever 3 Lever 4 Lever 5 Stall
6 (1) 7 (2)
Pin 24 Pin 23 Pin 22 Pin 21 Pin 20 Enable
Gear Pin 19 Pin 3
(J2-44) (J2-45) (J2-52) (J2-53) (J2-58) Pin 4
(J2-59) (J2-60)
(J1-64)
Neutral X X
Park X X X
X X X X
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Warm-up
1 X X X
2 X
3 X X X
4 X X X
5 X
6 X X
7 X X
(1)
Circuit "Lever 6" in this configuration is the "ground verify" circuit in the normal Caterpillar SWG configuration and is
described as such throughout the service literature.
(2)
Circuit "Lever 7" requires ECM connector pin J2-30 to be moved to J2-60 in the production harness shipped with the
transmission. Refer to Illustration 14 for J2 connector identification.
Shifters which use the above logic must be configured in Cat ET by selecting "Custom" under the
configuration parameter "Shifter Input".
Table 24 is the "Switch to Ground" table that is used with the TH55-E90 transmission.
Table 24
TH55-E90 Shifter Input
"Switch to Ground" Configuration for Caterpillar Nine Speed Transmissions
Circuit Name
Customer Connector Pin Number
(ECM Connector - Pin Number)
Lever 1 Lever 2 Lever 3 Lever 4 Lever 5 Lever 6 Stall Enable
Gear Pin 24 Pin 23 Pin 22 Pin 21 Pin 20 Pin 3 Pin 4
(J2-44) (J2-45) (J2-52) (J2-53) (J2-58) (J2-60) (1) (J1-64)
Neutral X X
Park X X
Warm-up X X X
1 X X
2 X X
3 X X
4 X X
5 X X
6 X X
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7 X X
8 X X
9 X X
(1)
Circuit "Lever 6" requires ECM connector pin J2-30 to be moved to J2-60 in the production harness shipped with the
transmission. Refer to Illustration 14 for J2 connector identification.
The OEM has the option of using an off the shelf J1939 shifter or the OEM can emulate a J1939 shifter via
J1939 hardware. For the software to find the shifter, the software must first be told to do so in Cat ET by
selecting "CAN Input" under the configurable parameter "Shifter Input". When equipped with a seven
speed stall spool, stall can be engaged by selecting "2R" with this shifter type.
The transmission software and wiring harness support the use of dual shifter inputs. The primary shifter
input can be configured as a switch to ground or J1939 based shifter per the above. If desired, a second
J1939 shifter can be added and configured in Cat ET by selecting Can Input for configurable parameter
"Shifter Input #2". The operator can select the secondary shifter as the active shifter input by switching pin
33 of the customer connector to ground (pin 9 of the customer connector).
For the software to recognize the J1939 shifters properly, a primary J1939 shifter must have a source
address of 05 while a secondary J1939 shifter must have a source address of 06. Refer to ""J1939
Messages" " for a list of messages supported and required by the transmission.
All shifts are manually requested through the transmission shift controller (switch to ground selector or
J1939 CAN shifter).
When the transmission oil sump temperature is below 40° C (104° F), cold shift inhibit activities to protect
the transmission. The transmission will be limited to WARM-UP, PARK, NEUTRAL, and FIRST GEAR
only. If the transmission oil sump temperature is initially above 40° C (104° F), and drifts to below 35° C
(95° F), further upshifts will be inhibited. If there is a diagnostic code present on the transmission oil sump
temperature sensor, the transmission control will use torque converter outlet oil temperature to determine
cold shift inhibit.
The transmission warm up mode may be used to more quickly warm up the transmission prior to operation.
Refer to ""Transmission Warm-up Mode" " in later section for details.
Shifts out of neutral shall be made with the engine speed less than 1500 rpm for first gear forward (1F) and
second gear forward (2F). Shifts out of neutral shall be made with the engine speed less than 1000 rpm for
third gear forward (3F) and above. The transmission will shift directly into the desired gear if engine speed
is below the speed limit. A neutral to any forward gear inhibit will not activate the shift inhibit indicator.
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The transmission will shift directly to neutral from any forward gear. Shifts to neutral will not be inhibited.
Quick to Neutral
The transmission supports a "Quick to NEUTRAL" switch, which will force the transmission to shift to
neutral as quickly as possible. When the quick to neutral switch is deactivated, the transmission will remain
in neutral until the gear selector is switched to NEUTRAL. Then. shifting the transmission to the desired
gear is possible.
Skip shift commands are allowed, but the transmission will shift sequentially until the desired gear is
obtained.
Skip shift commands are allowed, but the transmission will shift sequentially until the desired gear is
obtained. All upshifts between forward gears are subject to the upshift inhibit logic. Upshift inhibit logic is
intended to both protect transmission durability and to avoid shifts into ranges which would exceed
available engine torque.
If an upshift is commanded, the load factor is calculated to determine if a shift to the desired gear is
allowed. If the shift is allowed, the transmission will upshift directly from the current to the desired gear. If
the shift is not allowed, the shift control logic will remain in this state until an acceptable gear transition is
input to the controller or the engine load decreases. If the desired gear input is changed before the actual
gear reaches the original new desired gear, the following will occur: the process will be amended and
continue on to the new desired gear if load factors are honored. If the new desired shift is not allowed, the
shift sequence will continue on to the original new desired gear. A shift sequence can only be interrupted
by a call to a new desired gear with an acceptable load factor.
To make the strategy independent of the engine type, the strategy is designed to use J1939 engine broadcast
torque. The engine broadcast torque is calculated in n*m with the following: engine reference torque, actual
engine percent torque and nominal engine friction percent torque. If the necessary J1939 CAN messages
are present to execute the broadcast torque based upshift inhibit, the transmission ECM will use this
method. For engines which do not broadcast reference torque on CAN, the reference torque must be entered
in Cat ET. The ECM will only use the reference torque which is entered in Cat ET if the engine broadcast
reference torque is unavailable.
For engines which do not support the broadcasting of these messages, the following will occur: the
transmission software will default to using EEC2 percent load at current speed to obtain similar upshift
inhibit functionality. Since this parameter can vary from engine to engine, absolute broadcast torque in n*m
is preferred. Using EEC2 percent load at current speed can also cause the following: unwanted shift inhibits
in the overrun portion of the engines lug curve where the governor begins to defuel to limit engine speed.
Park
When PARK is selected, the transmission will first shift to NEUTRAL, then wait until the transmission
output speed drops below 1500 rpm and torque converter output speed is below 825 rpm to complete the
shift to PARK.
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Shifting to PARK locks the transmission output shaft by engaging clutches in the transmission. There is no
park pawl. While in PARK, the speed of the engine must remain below 900 rpm. The end user is
responsible to uphold this requirement. A "Transmission Abuse Warning Event" will be logged if the
engine speed exceeds 1000 RPM while in "PARK".
The TH48-E70 and TH55 Petroleum Transmissions are equipped with a feature that utilizes the torque
converter to warm up the transmission. This is especially useful in cold environments. This feature reduces
the time required for the transmission to reach optimal operating temperature. When activated, the warm-up
feature stalls the torque converter and places the engine under a slight load to generate heat. There are 3
methods available to activate warm-up mode: Caterpillar keypad shifter, J1939 based shifter, or Switch to
Ground switch.
• Caterpillar Keypad Shifter - To activate warm-up mode, first press the "R" button. This shifts the
transmission into PARK. The shifter will display "PP" after the transmission is shifted into PARK.
Next, press the "Down Arrow" button. This shifts the transmission into warm-up mode. The shifter
will display "WW" after the transmission is shifted into warm-up mode.
• J1939 Based Shifter - To activate warm-up mode, use J1939 SPN 525 (Transmission Requested
Gear) to send a raw value of -2 (physical value of 123) to the transmission. Refer to ""J1939
Messages" " for additional details.
• Switch to Ground switch - To activate warm-up mode, first shift the transmission into PARK. After
the transmission is in PARK, ground the "Stall Enable Pin" (pin 40 to pin 48) on the customer
connector (refer to Illustration 19 - TH48-E70, TH55 Customer Wiring). During warm-up, if the
"Stall Enable Pin" becomes ungrounded, the transmission will exit warm-up mode and shift into
PARK. Additionally, if after the transmission has exited warm-up mode and the "Stall Enable Pin" is
still grounded (or if the "Stall Enable Pin" is wired in a way that it is grounded permanently), the
following will occur:
1. If all warm-up conditions are met and the transmission is shifted into PARK: transmission will
automatically activate warm-up mode.
2. If all warm-up conditions are not met and the transmission is shifted into PARK: transmission will
stay in PARK.
Note: The Switch to Ground method to activate warm-up mode is available regardless of what the "Shifter
Input" parameter is set to. This parameter can be accessed in the transmission configuration using CatET.
When warm-up mode is active, it will boardcast on J1939 SPN 523 (Transmission Current Gear) a raw
value of -2 (physical value of 123). Refer to ""J1939 Messages" " for additional details. When warm-up
mode is activated using any of the 3 methods, the transmission will cycle between warm-up mode and
PARK according to the conditions listed below. The maximum rate of cycling into warm-up mode is once
every 60 seconds.
The warm-up mode can be activated if all of the following conditions are met:
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The warm-up mode will exit automatically and transmission shift into PARK when any of the following
occurs:
• Engine speed exceeds 1300 rpm with torque converter model TC64*
• Engine speed exceeds 1150 rpm with torque converter model TC58*
* A "Transmission Over Speed" event will be recorded if the engine speed exceeds 1000 rpm while the
transmission is in PARK for more than 3 seconds. Therefore, if the transmission exited warm-up mode and
shifts into PARK due to engine speed exceeded 1300 rpm, the engine needs to throttle down to less than
1000 rpm within 3 seconds. Otherwise, a "Transmission Over Speed" event will be recorded.
The following active faults will disable warm-up mode. When the operator attempts to activate warm-up
mode, the transmission will instead shift into PARK.
If the transmission output speed exceeds 50 rpm while in warm-up mode, the following will occur:
• Turn on the amber warning lamp and broadcast the amber warning lamp status on J1939 DM2
(Diagnostic Message 2)
The controls and the operation of the TH48-E70 and TH55 Petroleum Transmissions will vary between the
different Original Equipment Manufacturers (OEM). Refer to the "Owner Manual" of the OEM for a
detailed description of the controls and for detailed operating procedures for the TH48-E70 and TH55
Petroleum Transmissions.
• Engine speed
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The ECM determines if the load factor is less than the desired threshold in order to allow the shift. The
threshold is specified in order to ensure the following:
If the load factor is greater than the threshold, the ECM inhibits the upshift until a time when the specified
conditions are met.
Desired functions of the transmission may be inhibited for various reasons. The reasons are summarized in
table 25.
Table 25
Shift
Shift Control Allowed Gear Inhibit
Reason for Inhibit
Function State Indicator
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Down Shifts Minimum dwell time in gear not met Present Gear N
The warning lamp circuits are wired to the transmission ECM harness customer connector. The customer is
responsible for feeding these signals to a display or lamp.
The following warning lamp circuits have been wired to the customer connector of the Transmission ECM
harness. Warning lamps change state as operating conditions change and do not remain on to indicate past
events.
The transmission provides a driver for a diagnostic lamp. The OEM installed lamp circuit is commanded
when a condition is present that signals a diagnostic code. A complete list of faults, including ones which
light the Check Transmission Indicator Lamp can be found in Table 60 later in this publication.
Warning Indicator
The transmission provides a driver for a diagnostic lamp. The OEM installed lamp circuit is commanded
when a condition is present that signals an event code. A complete list of faults, including ones which light
the Warning Indicator Lamp can be found in Table 61 later in this publication. The Warning Indicator is
lighted when the transmission ECM detects an active filter bypass event in either of the power train oil
filters. Filter bypass detection is suppressed when transmission sump oil temperatures are less than 51° C
(125° F).
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Lighted only when an upshift is being inhibited by the transmission ECM due to excessive engine torque
levels. There are other conditions where shifts may be inhibited, but the shift inhibit indicator will not be lit
during these events. For a complete listing of inhibited shifts and the upshift inhibit torque table, refer to the
"Shift Inhibit Summary" section under Transmission Operation / Shift Control.
The OEM installed lamp circuit is commanded when the torque converter lockup clutch is not engaged.
The second transmission output speed sensor is the only direct, customer accessible sensor output. Other
sensor outputs may be available over the J1939 data link.
Speed Sensors
Speed sensors on the transmission measure three different speeds. All transmissions have sensors that
monitor the following: speed of the engine, speed of the torque converter output shaft and speed of the
transmission output shaft. The transmission control uses the speed signals in order to monitor the
transmission performance and to permit or inhibit shifts.
Some models have an intermediate shaft sensor that supports a calibration function that is part of the
transmission software.
There are two transmission output speed sensors on the transmission. The transmission ECM uses one of
the speed sensors to monitor transmission output speed and regulate transmission shifts. A second speed
sensor is provided for customer use. The output of this speed sensor is a sinusoidal signal. The number of
cycles per revolution for the transmission output shaft is contained in the following table:
Table 26
Transmission Output Speed Sensor
Number of Cycles
Model
per Revolution
TH48-E70 41
TH55 40
Temperature Sensors
The ECM monitors the temperature of the oil at the torque converter outlet. Also, the ECM monitors the
temperature of the oil in the transmission oil sump.
The oil filter bypass pressure switch is a normally closed switch. This switch opens when the transmission
oil filter becomes restricted and when the filter can no longer provide proper filtration. When this situation
occurs, the filter is bypassed.
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This system has two filters with one bypass switch. When the switch opens, the circuit is signaled. Since
cold temperatures may result in higher restrictions, this condition is ignored when the temperature is below
a temperature threshold. If the temperature is above that temperature threshold, this condition results in
activation of the diagnostic lamp driver that will warn the operator. The temperature threshold is 51 °C
(125 °F).
Clutch Solenoids
The transmission has six shift solenoids and one torque converter lockup clutch solenoid that control oil
flow to clutch actuator pistons. The solenoids and clutches are engaged in order to provide the following:
seven (or nine) operating gears, parking function, stall and torque converter lockup clutch engagement.
Typically, a key switch is wired as an input to the transmission controller. As a result, the transmission
controller energizes the start relay. The starter relay will not be energized in the following conditions: the
engine speed is above a preset limit and or the transmission and shifter position are not in neutral. This
circuit is provided in order to support a starter interlock strategy. This circuit is not required for operation
of the transmission.
The start relay driver is active when the all of following conditions are satisfied:
The start relay driver is inactive when any of following conditions are satisfied:
Parts
Table 27
Required Parts
Part Number Description Qty
110-7887 Start Switch Group 1
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If the OEM is using the OEMs own control system instead of individual components, the Run Switch input,
J1-1, must be switched to +battery to "wake up" the ECM. The Start Switch input must be switched to
+battery to start the engine. The Start Relay output gets power from the Start Switch input. If Neutral Start
is not required, the Start Switch input should not be connected (open circuit) and the start relay output
should be wired directly to solenoid ground (relay return).
Illustration 29 g03160520
Note: The run switch must still be connected to +Battery in order for the control to function.
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Illustration 30 g01214735
Purpose
This input is used with the shifter to provide a means to shift the transmission quickly into NEUTRAL.
Operation
Table 28
Input Logic Notes
Ground Customer Connector Pin 29 (Quick to Transmission shifts directly to NEUTRAL
Run
Neutral) to Pin 9 (Sensor Ground)
Neutral Shifter input must select neutral before the
Open circuit
transmission will run again.
Illustration 31 g03158819
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LUC Disable
Purpose
The LUC disable feature can be used to prevent LUC engagement in all forward gears when the rig is being
used for system pressure testing.
Operation
Wiring Diagram:
Illustration 32 g03158838
Table 29
Operational State ECM pin J2-23 ECM pin J2-61
Customer connection pin 30 Customer connection pin 28
Invalid Open Open
Normal Operation Ground Open
Pressure Checking Open Ground
Invalid Ground Ground
When in Normal Operation the control will shift transmission as described elsewhere. When in Pressure
Checking mode the control will shift like Normal Operation, except in all forward gears the control will not
engage the LUC. If an invalid switch state is selected, the control will trigger a diagnostic and limit the
transmission to Neutral and Park. Also, the test mode must be engaged in neutral, park, or optional stall.
This mode can also be triggered over J1939 using SPN682.
Purpose
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An engine speed sensor is required for various transmission control strategies such as the lock up clutch
control. MTU 12V4000 Tier 1 (S81) and MTU 16V4000 Tier 1 (S81) engines will require the CAT
provided 318-1181 Speed Sensor Group , while all other MTU engines will use the MTU provided engine
speed sensor. All other engines use the CAT provided 318-1181 Speed Sensor Group .
Operation
Wiring Diagram
Illustration 33 g03173297
Note: Production units include an engine speed sensor wired directly to the ECM. Some pilot units used
open customer connector pins to wire the engine speed sensor.
Purpose
Operation
The system includes two transmission oil filters and the bases of each include provisions for a filter bypass
switch. The two filter bypass switches should be wired in series as shown below. If either switch changes
state to open circuit, indicating oil is bypassing the filter, both filters should be changed. The transmission
control ignores filter bypass when the oil temperature is below 51° C (125° F).
Illustration 34 g03160897
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Contact chatter and momentary opening or closing should not exceed 100 milliseconds in duration. The
switches should not open or the switches should not close due to vibration or shock that is normally found
in the application.
Unless specified, all of the switch to sensor common inputs are to be between the specified switch input pin
and the designated ECM sensor common. This connection is in the customer connector pin 9. These switch
inputs must not be connected to chassis ground. (Battery Negative)
Applied voltage to the switches by the ECM will normally not exceed 13.2 VDC. Contact plating should
not corrode or oxidize. Gold plated contacts or silver alloy contacts are recommended. Normal current draw
through the switches by the control will not exceed 13 mA.
ECM internal pull-ups force the respective input to 23 VDC when a switch contact is opened or the harness
has an open circuit. Closure of an OEM installed switch must provide a direct connection to the dedicated
sensor common of the ECM.
With the switch contacts closed, the switch voltage will drop. The wiring harness voltage drops must be
such that a switch closure results in less than 1.8 VDC between the respective control inputs and the sensor
common terminal.
With the switch contacts open, the following must be such that a switch opening results in greater than 8.0
VDC between the control input and the sensor common terminal: ground potential differences, switch
voltage drops and wiring harness voltage drops.
The switch inputs to positive battery are to be connected to the "switched" positive battery.
With the switch contacts open, the ECM must detect less than 1.8 VDC between the control input and the
ECM negative battery connection in the following conditions: ground potential differences, switch voltage
drops and wiring harness voltage drops.
With the switch contacts closed, the ECM must detect a switch closure resulting in greater than 8.0 VDC
between the control input and the ECM negative battery connection in the following conditions: ground
potential differences, switch voltage drops and wiring harness voltage drops.
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Circuit protection must be designed to protect the circuit. The ECM will draw less than 10 mA.
Quick to Neutral
This OEM installed switch provides a fast method of commanding neutral. Current is applied to customer
connector Pin 29.
Stall Enable
This OEM installed switch commands the transmission to stall the converter and begin warm-up mode if
park is also engaged. Current is applied to customer connector Pin 4.
This OEM installed switch commands the transmission to not lock the torque converter lockup clutch.
Current is applied to customer connector Pin 28.
Note: Running in this mode for greater than 30 seconds at an engine speed exceeding 1700 rpm will trip a
"Transmission Abuse" event in the ECM.
Key Switch
This OEM installed key switch provides switches for the start and run signals. Current is applied to
customer connector Pins 40 and 26, respectively.
Ignition Switch
Vehicle power must be applied to the transmission at the customer connector pin 26 from the ignition
switch. When the keyswitch run terminal is turned on (connected to +battery), the ECM will "wake up" and
the application will run. While running, the ECM will draw approximately 5 amp.
When the key switch is moved to the START position, battery positive current is applied to the customer
connector at pin 40. As a result, the transmission prepares for engine start.
There are four lamp circuits for the operator station. These circuits can sink 300 mA.
This lamp is used to indicate one or more active diagnostic conditions. Current is applied to the customer
connector pin 25. When the event or diagnostic is no longer present, the lamp driver turns off.
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This lamp is used to indicate one or more active diagnostic conditions. Current is applied to the customer
connector pin 35. When the event or diagnostic is no longer present, the lamp driver turns off.
This lamp is used to indicate that up shifts are currently inhibited due to high engine load. Current is
applied to the customer connector pin 27.
This lamp is used to indicate that the torque converter lockup clutch is not active or torque converter "slip"
is detected. Current is applied to the customer connector pin 34.
There are several dedicated switch inputs that are not programmable. However, these inputs may be
required for some features to function properly. The inputs are shown in Table 30:
Table 30
Switch to Sensor Common
(Sensor Ground Pin 9)
Name Customer Connector Pin
Quick to Neutral 29
LUC Override (N/O) 28
LUC Override (N/C) 30
Stall Enable 4
Secondary Shift Enable 33
Switch to Ground Shifter 19-24
There is one output that is rated for driving relays or solenoids. These outputs are rated at 2 amp at the
chassis battery voltage.
Table 31
2 Amp Output Drivers
Name Customer Connector Pin
Starter Relay 8
Relay Return 10
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In addition to configuring the transmission to work properly in a given application, the engine may require
additional configuration.
If used with a Cummins QSK50, that engine must be configured to broadcast reference torque on the J1939
data bus. That parameter may not be active by default.
The transmission uses an engine speed sensor in order to know how many teeth are on the engines tone ring
in order to resolve engine speed. This tone ring may or may not be part of the engines flywheel. While this
parameter is factory set, the parameter may require change if the engine is changed. ET may be used to
configure this parameter.
For reference:
Table 32
Engine Type Flywheel Teeth
C27 136
C32 136
3512B 151
3512C 151
QST30 142
QSK45 149
QSK50 142
QSK60 149
MTU 12V4000 Tier 1 (S81) 182
MTU 12V4000 Tier 2 (S83) 182
MTU 16V4000 Tier 1 (S81) 182
NOTICE
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The ECM prevents up shifting to any gear that is greater than top gear. The value for top gear is stored in
the ECM.
This function is enabled at all times. The value of the top gear is programmable by the service personnel.
The value of the top gear is programmed at the factory to the maximum top gear for the particular
transmission model.
Note: The ET service tool can be used to program the top gear function via configuration screen.
TH48-E70 / TH55-E70
Range ... 3 to 7
TH55-E90
Range ... 3 to 9
If an engine does not broadcast reference torque, or that value would fail range checking due to uncorrected
issues in the engine software, this parameter permits the integrator to enter the proper value with ET.
Reference Torque = (Peak Engine Torque in N-m) / ((Peak Broadcast Torque Percentage) * 100)
NOTICE
This value is not necessarily the same as the peak torque of the engine,
and configuring the wrong value may lead to transmission damage.
Troubleshooting
The following sections provide information on troubleshooting the electronic system.
Switches
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Illustration 35 g03521898
(S) Switch
Table 33
Switch Status Measured Voltage (V)
Closed < 0.9 VDC
Open > 12.5 VDC
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Illustration 36 g03521998
(S) Switch
Table 34
Switch Status Measured Current (C)
Closed 5.0 mA
Open 0.0 mA
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Illustration 37 g03521999
(S) Switch
Table 35
Switch Status Measured Resistance (R)
Closed < 10.0 ohms
Open > 20K ohms
Switch Specifications
All switches that are provided by the OEM and connected to the Electronic Control Module (ECM) must be
of a two-wire design. Switches which are grounded internally to the case must not be used. Supplied
voltage from the ECM to the switches will not normally exceed 12 VDC. Normal current through the
switches will not exceed 5.0 mA. Momentary opening or closing of the switches and contact chatter should
not exceed 100 milliseconds in duration. Vibration or shock that is normally found in the application should
not cause opening or closing of the switches. The plating on the contacts should not be susceptible to
corrosion or oxidation. Gold plated switch contacts are recommended. When a switch contact is opened or
the wiring harness has an open circuit, the internal pull up voltages of the ECM force the respective input to
+battery. Closing an OEM installed switch must short circuit the switch input to the negative battery on the
Switch and Sensor Ground, Pin J2-63 (Customer Connector Pin 9).
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When any of the switch contacts are closed, the voltage drop through the switch circuit must be less than
0.9 VDC. This measurement should be taken at the respective control input and the negative battery input
to the ECM. This measurement includes the following values:
When any of the switch contacts are open, the resistance between the respective control input and the
negative battery input to the ECM should not be less than 5,000 Ohms. Potential paths for leakage may
exist within the following components:
• Connectors
• Harnesses
• Switches
Connectors
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Illustration 38 g03137768
Pull Test
The pull test is used to verify that the wire is properly crimped in the terminal and the terminal is properly
inserted in the connector. Perform the pull test on each wire. Each terminal (socket or pin) and each
connector should easily withstand 45 N (10 lb) of pull and each wire should remain in the connector body.
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Illustration 39 g01215491
The following requirements ensure the correct installation of terminals in the connectors:
2. Never crimp more than one wire into a socket or a pin. The 8T-8729 Connector Pin and the 8T-8730
Connector Socket are designed to accept only one 16 or 18 AWG wire. The 126-1768 Connector
Socket and the 126-1767 Connector Pin are designed to accept only one 14 AWG wire. Do NOT
insert multiple wires of a smaller gauge.
3. All sockets and pins should be crimped on the wires. Use the 1U-5804 Crimp Tool for 12 to 26 AWG
wire.
4. All unused cavities for sockets and pins must be filled with 8T-8737 Seal Plugs in order to ensure
that the connector is sealed. The seal plugs must be installed from the wire insertion side of the plug
or receptacle. The seal plugs must seal correctly. The head of the seal plug should rest against the
seal. Do not insert the head of the seal plug into the seal. See Illustration 39 for correct installation of
plugs.
Deutsch DT Connectors
A DT connector has a wedge that locks the pins and the sockets in place. The wedge can be removed and
replaced without cutting the wires. The 147-6456 Wedge Removal Tool (DT Connector) aids in the
removal of the wedges. When the receptacle is inserted into the plug, a click should be heard as the two
halves lock together and should not pull apart. The acceptable range for the diameter of the insulation on
the wire that is used with the DT connectors is 2.24 to 3.81 mm (0.088 to 0.150 inch). Inspect the plug and
the receptacle in order to ensure that the following conditions are met:
• The pins and the sockets are securely installed on the wires. Perform the 10 lb pull test.
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• The correct number of pins and sockets exist on both halves of the connector.
• The locking tabs are not damaged. Replace the connector if the tab is damaged.
Deutsch HD Connectors
Ensure that the wires in the plug align with the corresponding wires in the receptacle. Ensure that the index
markings on the plug and the receptacle align. Rotate the plug until the plug slips into the receptacle. Rotate
the coupling by approximately 90 degrees until a click is heard. Ensure that the plug and the receptacle
cannot be pulled apart. The acceptable range for the diameter of the insulation of the wire that is used with
the connectors is 2.54 to 3.94 mm (0.10 to 0.155 inch).
Wiring Considerations
The Caterpillar supplied transmission wiring harness must not be spliced into or modified in any way that
may affect the engine operation. Caterpillar recommends sealing all ring terminals and splices on the
customer side of the customer connector. Caterpillar recommends using Raychem ES2000 adhesive lined
heat shrink tubing, or an equivalent substitute.
NOTICE
Cat ET is a software that accesses information from the electronic control modules on Caterpillar
equipment. Using Cat ET, technicians can view status parameters, logged codes, active codes, perform
functional tests, and record and view data logs of equipment operation.
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• Parameters
• Event codes
• Diagnostic codes
• Engine configuration
• Diagnostic tests
• Sensor calibrations
• Flash programming
• Set parameters
ET Configuration
Some levels of transmission software may display all petroleum application configuration options.
To see the options that are applicable to the actual hardware present, enter the transmission serial number.
Select "application type" = "fracturing transmission", "system voltage" = "24", then shut down and reset.
Most parameters are factory entered. It should be confirmed that the transmission serial number is entered
correctly. When custom configuring the transmission, a power cycle after entering will ensure proper
configuration of the ECM. When restarting, only configuration options that apply to that particular
transmission will appear.
The Cat data link is provided in this application as a connection for ET only. No control information is
present on this data link.
Purpose
Proper operation of the transmission requires data link communication with the engine. Ease of
serviceability the data links from the engine and transmission ECMs should be wired to one service tool
connector so the ET service tool can view information from both ECMs.
Operation
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Cat data link should be wired as a twisted pair J1939 and should use shielded twisted pair cable. The entire
J1939 data link should be set up as a "backbone" structure. A simplified schematic is shown here (see
Illustration 40). Refer to ""Engine Integration Harness Requirements" " and ""J1939 Wiring" " for details
of wiring a back bone structure with terminating resistors. The transmission will not shift out of "N"
Neutral if J1939 datalink is not connected and functional between engine and transmission.
Illustration 40 g03520103
J1939 Support
The J1939 connection is provided for the following: limited messaging, engine monitoring by the
transmission, diagnostics using OEM tools and in the future, control information.
The following is a summary of key points and answers to frequently asked questions relating to design of a
J1939 compatible network. This summary is intended to give a design overview and does not in any way
replace or supersede the recommendations contained in the SAE J1939 standard documents.
• A SAE J1939-11 compliant network configuration is recommended. Failure to follow that practice,
for example, in wire impedance and/or network topology may appear to work when tested, but create
problems in a production environment.
• Hardware filtering (masking) of CAN messages should be used under high bus loads to limit
demands on processors.
• The ECU always assumes the fixed source address 0x03. The address will not change in the
arbitration process described in J1939-81.
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• The multi-packet or "transport" protocol (described in J1339-21) is used for sending messages with
more than 8 bytes of data. This function will be used primarily for the diagnostic messages DM1 and
DM2.
• Information may be broadcast at regular intervals or only on request. SAE message definitions
classify each type. For example, the engine will broadcast the current speed of the engine every
20ms. But the engine will only send "hours run" information if another node requests this
information.
• The PGNs supported by the Caterpillar ECM are only a subset of the messages described in J1939-71
and J1939-73.
• Some PGNs may be partially supported, for example, only those bytes for which the ECM has valid
data will be supported.
Unsupported data bytes are sent using the not available bit patterns as defined by SAE.
This device supports the address claim process described in J1939-81 as a non-configurable address
controller application with address 03. Those messages are not described in this document.
Transport messages as described in J1939-21 are supported for any PGN that requires the messages. Those
messages are not described in this document.
Other standard messages may be present to solve the immediate needs of a particular application, for ET
support, or for product development purposes. Such a message may not be present in a future software
release, and these messages are not described in this document.
The remaining PGNs and SPNs that not described in this document are either not supported or are
proprietary. If a PGN contains a mixture of supported and not supported SPNs, the unsupported SPNs will
be encoded as not available.
These descriptions contain one table per message. Key to the fields used within tables in this document are
presented in the next table:
If the customer desires to monitor the parameters listed in this section, the customer must provide a display
programmed to decode the SAE J1939 information broadcast by the transmission.
The following is a listing of J1939 parameters including diagnostic messages which are broadcast by the
transmission ECM which the customer may want to monitor.
Table 36
J1939 PGN J1939 SPN FUNCTION
61442 573 Transmission Torque Converter Lockup Clutch Engaged
61442 191 Transmission Output Shaft Speed
61442 161 Transmission Input Shaft Speed
61444 190 Engine Speed
61445 524 Transmission Selected Gear
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J1939 Messages
Table 37
Read: Message used by the transmission.
Message Type
Write: Message transmitted by the transmission.
PGN Parameter group number, a number that identifies a message.
Acronym Short name for this message.
Parameter Group
Long name for this message.
Label
Repetition Rate How often this message is transmitted.
Notes Caterpillar application notes for this message.
Suspect parameter number (SPN), a number that uniquely defines a field that
SPN
may be packaged in one or more messages.
Name Long name for this SPN.
Pos Position of this SPN within this PGN using a byte.bit notation.
Len Length of this SPN in bits.
Ran Data range of this SPN in engineering units.
Res Data resolution of this SPN in engineering units.
Off Offset applied to this SPN to resolve engineering units.
Unit Engineering units of this SPN.
Description of this SPN. The description in this document may be edited for
Description
length and content.
Notes Caterpillar application notes on this SPN.
Table 38
Message Type
Read
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PGN 256
Acronym TC1
Parameter
Transmission Control 1
Group Label
Repetition Rate
When active - 50 ms
SPN 525
Name Transmission Requested Gear
Pos 3
Len 8
Ran -125 to 125
Res one gear value/bit
Off -125
Unit gear value
Gear requested by the operator, ABS, or engine. Negative values are reverse gears,
Description
positive values are forward gears, zero is neutral.
J1939-71 lists a complete set of parameter-specific indicators, but none of the
indicators are supported beyond requested gear.
Some applications, such as well service, have an automatic modes mode. In those
Notes
applications, during Drive Mode the requested gear (on drive) will go to the highest
gear. And the transmission will auto shift until the highest gear. Work Mode will shift
from 1F.
SPN 682
Name Torque Converter Lockup Disable Request
Pos 1.3
Len 2 Bits
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit
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Table 39
Message Type Read
PGN 61184
Acronym PROPA
Parameter Group Label Proprietary A
Repetition Rate 100 ms
This instance of this proprietary format defines the use of a J1939
throttle in an application that does not permit sending to the
engine directly.
Notes This fast repetition rate is necessary for this application to
provide for timely detection of a missing controller.
This destination-specific message should be sent to the
transmission.
SPN N/A
Name N/A
Pos 1
Len 1
Ran N/A
Res N/A
Off N/A
Unit N/A
Description
Hex = f0; Decimal = 240
SPN N/A
Name N/A
Pos 2
Len 1
Ran N/A
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Res N/A
Off N/A
Unit N/A
Description
Hex = 24; Decimal = 36
SPN 898
Name Engine Requested Speed
Pos 7
Len 2
Ran 0 to 8031.875
Res 0.125 RPM/bit
Off 0
Unit rpm
Description
Customer controller requested engine speed.
This message works around a restriction in petroleum engines that cannot handle more
than one TSC1 command at a time.
The transmission will arbitrate this request with requirements for torque and speed
limiting. The transmission will arbitrate prior to sending a TSC1 speed and/or torque
Notes control message to the engine.
Byte Byte Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 Byte 8
Data 1 2
Field
f0 24 00 00 00 00 aa bb
Table 40
Message Type Read
PGN 61443
Acronym EEC2
Parameter
Electronic Engine Controller 2
Group Label
Repetition Rate
50 ms
Notes
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SPN 91
Name Accelerator Pedal Position 1
Pos 2
Len 8
Ran 0 to 100%
Res 0.4 %/bit
Off 0
Unit %
The ratio of actual position of the analog engine speed/torque request input device
(such as an accelerator pedal or throttle lever) to the maximum position of the input
device. This parameter is intended for the primary accelerator control in an
application.
Description
For on-highway vehicles, this control will typically be the accelerator pedal for the
operator. Although the control is used as an input to determine power train demand,
and also provides anticipatory information to transmission and ASR algorithms about
driver actions.
Notes
SPN 92
Name Engine Percent Load At Current Speed
Pos 3
Len 8
Ran 0 to 250%
Res 1 %/bit
Off 0
Unit %
The ratio of actual engine percent torque (indicated) to maximum indicated torque
Description
available at the current engine speed, clipped to zero torque during engine braking.
Notes
Table 41
Message Type
Read
PGN 61444
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Acronym EEC1
Parameter
Group Label Electronic Engine Controller 1
Repetition
20 ms
Rate
Notes
SPN 512
Name Drivers Demand Engine-Percent Torque
Pos 2
Len 8
Ran -125 to 125%
Res 1 %/bit
Off -125
Unit %
The requested torque output of the engine by the driver, and is based on input from the
following requestors external to the power train: operator (via the accelerator pedal),
Description cruise control and/or road speed limit governor. Dynamic commands from internal
power train functions such as smoke control, low- and high-speed engine governing:
ASR and shift control are excluded from this calculation. The data is transmitted in
indicated torque as a percent of the reference engine torque.
Notes
SPN 513
Name Actual Engine-Percent Torque
Pos 3
Len 8
Ran -125 to 125%
Res 1 %/bit
Off -125
Unit %
Description The calculated output torque of the engine. The data is transmitted in indicated torque as
a percent of reference engine torque. The engine percent torque value will not be less
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than zero and includes the torque developed in the cylinders required to overcome
friction.
Notes The transmission expects +/- 5% accuracy.
SPN 190
Name Engine Speed
Pos 4-5
Len 16
Ran 0 to 8,031.875 rpm
Res 0.125 rpm/bit
Off 0
Unit rpm
Description Actual engine speed that is calculated over a minimum crankshaft angle of 720 degrees
divided by the number of cylinders.
Notes
Table 42
Message Type
Read
PGN 65247
Acronym EEC3
Parameter
Electronic Engine Controller 3
Group Label
Repetition Rate
250 ms
Notes
SPN 514
Name Nominal Friction-Percent Torque
Pos 1
Len 8
Ran -125 to 125
Res 1 %/bit
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Off -125
Unit %
The calculated torque that indicates the amount of torque required by the basic engine
alone added by the loss torque of accessories, and contains the frictional and
Description
thermodynamic loss of the engine alone, and the losses of fuel, oil, and cooling
pumps.
Notes The transmission expects +/- 5% accuracy.
Table 43
Message Type Read
PGN 65251
Acronym EC
Parameter
Engine Configuration
Group Label
Repetition Rate 5s and on change of torque/speed points of more than 10 percent since last
transmission.
Notes
SPN 544
Name Engine Reference Torque (Engine Configuration)
Pos 20-21
Len 16
Ran 0 to 3
Res 1 Nm/bit
Off 0
Unit Nm
This parameter is the 100 percent reference value for all defined indicated engine
Description torque parameters. The parameter is only defined once and does not change if a
different engine torque map becomes valid.
Notes
Table 44
Message Type
Write
PGN 0
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Acronym TSC1
Parameter
Group Label Torque/Speed Control 1
Repetition
10 ms
Rate
Notes
SPN 695
Name Engine Override Control Mode
Pos 1.1
Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit bit
00 Override disabled (Disable any existing control commanded by the source of this
command.)
01 Speed control (Govern speed to the included desired speed value.)
Description
10 Torque control (Control torque to the included desired torque value.)
11 Speed/torque limit control (Limit speed and/or torque based on the included limit
values. The speed limit governor is a droop governor where the speed limit value
defines the speed at the maximum torque available during this operation.)
Not all the modes are used.
Notes Mode 01 is used during clutch calibrations.
Mode 11 is used during driveline torque limiting.
SPN 696
Name Engine Requested Speed Control Conditions
Pos 1.3
Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit bit
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Description This mode tells the engine control system the governor characteristics that are desired
during speed control. The four characteristics defined are:
00 Transient Optimized for driveline disengaged and non-lockup conditions.
01 Stability Optimized for driveline disengaged and non-lockup conditions.
10 Stability Optimized for driveline engaged and/or in lockup condition 1 (example:
vehicle driveline).
11 Stability Optimized for driveline engaged and/or in lockup condition 2 (example:
PTO driveline).
Not all the modes are used.
Notes
Mode 10 is used during calibrating and torque limiting.
SPN 897
Name Override Control Mode Priority
Pos 1.5
Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit bit
This field is used as an input to the engine or retarder to determine the priority of the
Override Control Mode received in the Torque/Speed Control message.
The four priority levels defined are:
Description
00 Highest priority
01 High priority
10 Medium priority
11 Low priority
Not all the modes are used.
Mode 01 is used during clutch calibrations.
Notes
Mode 11 is used during driveline torque limiting.
Care must be taken that this message is not overridden inappropriately.
SPN 898
Name Engine Requested Speed/Speed Limit
Pos 2-3
Len 16
Ran 0 to 8,031.875 rpm
Res 0.125 rpm/bit
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Off 0
Unit rpm
Parameter provided to the engine from external sources in the torque/speed control
Description message. This is the engine speed which the engine is expected to operate at if the speed
control mode is active or the engine speed which the engine is not expected to exceed if
the speed limit mode is active.
Notes The transmission expects no more than 10 rpm steady state error.
SPN 518
Name Engine Requested Torque/Torque Limit
Pos 4
Len 8
Ran -125 to 125
Res 1 %/bit
Off -125
Unit %
Parameter provided to the engine or retarder in the torque/speed control message for
controlling or limiting the output torque. Requested torque to the engine is measured in
Description indicated torque as a percentage of reference engine torque (see the engine
configuration message). This is the engine torque at which the engine is expected to
operate if the torque control mode is active or the engine torque that the engine is not
expected to exceed if the torque limit mode is active.
Notes The transmission expects +/- 5% accuracy.
Table 45
Message
Write
Type
PGN 57344
Acronym CM1
Parameter
Group Label Cab Message 1
Repetition
1s
Rate
Notes
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SPN 986
Name Requested Percent Fan Speed
Pos 1
Len 1
Ran 0 to 100
Res .04
Off 0
Unit %
Fan speed as a ratio of the actual fan drive (current speed) to the fully engaged fan drive
(maximum fan speed). A two state fan (off/on) will use 0 percent and 100 percent
respectively. A three state fan (off/intermediate/on) will use 0 percent, 50 percent, and
Description
100 percent respectively. A variable speed fan will use 0 percent to 100 percent.
Multiple fan systems will use 0 to 100 percent to indicate the percent cooling capacity
being provided. Feedback to this request is provided using the estimated fan speed. See
SPN 975.
Notes Some applications use this message to request the engine fan.
Table 46
Message Type
Write
PGN 61442
Acronym ETC1
Parameter
Group Label Electronic Transmission Controller 1
Repetition
10 ms
Rate
Notes
SPN 560
Name Transmission Driveline Engaged
Pos 1.1
Len 2
Ran 0 to 3
Res 4 states/2 bit
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Off 0
Unit bit
Driveline engaged indicates the transmission-controlled portion of the driveline is
engaged sufficiently to allow a transfer of torque through the transmission. Driveline
engaged is "ACTIVE" whenever the transmission is in gear and the clutch (if controlled
by the transmission controller) is less than 100 percent clutch slip (clutch able to transfer
Description
torque). This parameter should be used with the parameter Shift in Process. While a shift
is in process, the receiver should not assume that the driveline is either fully engaged or
disengaged (cruise control).
00 Disengaged
01 Engaged
This parameter is hard-coded to disengaged and will likely change in the future to either
Notes
not available or an accurate representation of transmission state.
SPN 573
Name Torque Converter Lockup Engaged
Pos 1.3
Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit bit
State signal that indicates whether the torque converter lockup is engaged.
Description
00 Torque converter lockup disengaged
01 Torque converter lockup engaged
This value reflects the command of the lockup solenoid and not the actual state of
Notes
lockup.
SPN 574
Name Transmission Shift In Process
Pos 1.5
Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
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Unit bit
Indicates that the transmission is in process of shifting from the current gear to the
selected gear. This state is generally "ACTIVE" during the entire time that the
transmission controls the vehicle. Includes any transmission clutch control, all engine
Description
control sequences, pulling to transmission neutral, and engaging the destination gear
(example: no longer sending commands and/or limits to the engine).
00 Shift idle
01 Shift in process
Notes
SPN 191
Name Transmission Output Shaft Speed
Pos 2-3
Len 16
Ran 0 to 8,031.875 rpm
Res 0.125 rpm/bit
Off 0
Unit rpm
Description
Calculated speed of the transmission output shaft.
Notes
SPN 161
Name Transmission Input Shaft Speed
Pos 6-7
Len 16
Ran 0 to 8,031.875 rpm
Res 0.125 rpm/bit
Off 0
Unit rpm
Description Rotational velocity of the primary shaft transferring power into the transmission. When
a torque converter is present, output of the torque converter is used.
Notes
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SPN 1482
Name Source Address of Controlling Device for Transmission Control
Pos 8
Len 8
Ran 0 to 255
Res one source address/bit
Off 0
Unit SA
The source address of the SAE J1939 device currently controlling the transmission. The
value may be the source address of the ECU transmitting the message (which means that
Description
no external SAE J1939 message is providing the active command) or the source address
of the SAE J1939 ECU that is currently providing the active command in a TSC1 or
similar message.
Notes The transmission is hard-coded as the controlling source address.
Table 47
Message Type Write
PGN 61445
Acronym ETC2
Parameter
Electronic Transmission Controller 2
Group Label
Repetition Rate
100 ms
Notes
SPN 524
Name Transmission Selected Gear
Pos 1
Len 8
Ran -125 to 125
Res one gear value/bit
Off -125
Unit gear value
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Description The gear that the transmission will attempt to achieve during the current shift if a shift
is in progress, or the next shift if one is pending. Such as waiting for torque reduction
to initiate the shift.
Negative values are reverse gears, 0 is neutral, positive values are forward gears, and
251 (0xFB), is park.
Notes
SPN 526
Name Transmission Actual Gear Ratio
Pos 2-3
Len 16
Ran 0 to 64.255
Res 0.001/bit
Off 0
Unit Ratio
Description Actual ratio of input shaft speed to output shaft speed.
The ratio in PARK is not implemented and not defined. Caterpillar recommends that
Notes
consumer of the SPN verifies that a gear is engaged before using this information.
SPN 523
Name Transmission Current Gear
Pos 4
Len 8
Ran -125 to 125
Res one gear value/bit
Off -125
Unit gear value
The gear currently engaged in the transmission or the last gear engaged while the
transmission is in the process of shifting to the new or selected gear. Transitions
toward a destination gear will not be indicated. Once the selected gear has been
Description
engaged, the Transmission Current Gear will reflect that gear.
Negative values are reverse gears, 0 is neutral, positive values are forward gears, and
251 (0xFB), is park.
Notes
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SPN 162
Name Transmission Requested Range
Pos 5-6
Len 16
Ran 0 to 255 per byte
Res ASCII
Off 0
Unit ASCII
Description Range selected by the operator.
The SAE specification is ambiguous. The first byte (byte 4) is blank: the second is R,
Notes N, or the number of the gear up to 9. Park is indicated as "R", but may change in the
future.
SPN 163
Name Transmission Current Range
Pos 7-8
Len 16
Ran 0 to 255 per byte
Res ASCII
Off 0
Unit ASCII
Description Range currently being commanded by the transmission control system.
The SAE specification is ambiguous. The first byte (byte 4) is blank: the second is R,
Notes N, or the number of the gear up to 9. Park is indicated as "R", but may change in the
future.
Table 48
Message Type Write
PGN 61466
Acronym TFAC
Parameter
Engine Throttle/Fuel Actuator Control Command
Group Label
50 ms
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Repetition Rate
This message is active in configurations that use the customer controller throttle
Notes
interface.
SPN 3464
Name Engine Throttle Actuator 1 Control Command
Pos 1
Len 2
Ran 0 to 160.6375%
Res .0025%/bit
Off 0
Unit %
The control command to throttle actuator 1, normalized to percent, where 0 percent
Description represents fully closed and 100 percent represents fully open. Typically, this throttle
actuator is used to regulate air or air/fuel mix to the engine.
Notes
Table 49
Message Type Write
PGN 64917
Acronym TRF2
Parameter Group Label Transmission Fluids 2
Repetition Rate 1s
Notes
SPN 3359
Name Transmission Oil Filter Restriction Switch
Pos 1.1
Len 2
Ran 0 to 3
Res 4 States
Off
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Unit
Description
Notes
SPN 3823
Name Transmission Torque Converter Oil Outlet Temperature
Pos 2
Len 16
Ran -273 to 1735
Res 0.03125 deg/bit
Off -273
Unit C
Description
Notes
Table 50
Message Type Write
PGN 64965
Acronym ECUID
Parameter Group Label ECU Identification Information
Repetition Rate on request
Notes
SPN 2901
Name ECM Part Number
Pos a
Len 1600
Ran 0 to 255 per byte
Res ASCII
Off 0
Unit ASCII
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SPN 2902
Name ECM Serial Number
Pos b
Len 1600
Ran 0 to 255 per byte
Res ASCII
Off 0
Unit ASCII
Description The serial number of the physical ECM.
Notes
Table 51
Message Type Write
PGN 65195
Acronym ETC6
Parameter
Electronic Transmission Controller 6
Group Label
Repetition Rate
on request
Notes
SPN 1115
Name Highest Possible Gear
Pos 2
Len 8
Ran -125 to 125
Res one gear value/bit
Off -125
Unit gear value
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Description The transmission calculates this gear continuously. Together with the lowest possible
gear, the transmission enables a management computer to know the exact range of
available gears.
This value is a static display of the highest possible gear and does changes made with
Notes ET. For example, if a maximum gear of six in a seven speed is configured, this
message will advertise six and the highest possible gear.
Table 52
Message Type Write
PGN 65226
Acronym DM1
Parameter
Active Diagnostic Trouble Codes
Group Label
Repetition Rate
When active, 1s and upon change. Also available on request.
SPN, FMI, occurrence count, and SPN conversion method repeat if necessary for
Notes
two or more diagnostic trouble codes
SPN 623
Name Red Stop Lamp
Pos 1.5
Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit bit
This lamp is used to relay trouble code information that is of a severe enough
condition that warrants stopping the vehicle.
Description
00 Inactive
01 Active
Notes
SPN 624
Name Amber Warning Light
Pos 1.3
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Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit bit
This lamp is used to relay trouble code information that is reporting a problem with the
vehicle system but the vehicle need not be immediately stopped.
Description
00 Inactive
01 Active
Notes
SPN 1214
Name Suspect Parameter Number
Pos 3-4, 5.5
Len 19
Ran 0 to 524,288
Res 1 SPN/bit
Off 0
Unit bit
The suspect parameter number (SPN) is used to identify the item for which diagnostics
are being reported. Conditions can include system events or status that must be
Description
reported. The FMI, SPN, SPN conversion method, and occurrence count fields
combine to form a given diagnostic trouble code.
Notes
SPN 1215
Name Failure Mode Identifier
Pos 5.1
Len 5
Ran 0 to 31
Res 1 FMI/bit
Off 0
Unit bit
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Description The failure mode identifier (FMI) defines the type of failure detected in the subsystem
identified by an SPN. Note: the failure may not be an electrical failure but may instead
a subsystem failure or condition that needs reporting to the service technician and
maybe also to the operator.
Notes
SPN 1216
Name Occurrence Count
Pos 6.1
Len 7
Ran 0 to 126
Res 1 bit/occurrence
Off 0
Unit occurrence
The number of times a diagnostic trouble code (DTC) has gone from previously active
Description to active. The count goes from 0 to 1 when the DTC first becomes active and stays at
one until the fault goes previously active.
Notes
SPN 1706
Name SPN Conversion Method
Pos 6.8
Len 1
Ran 0 to 1
Res old/new
Off 0
Unit bit
When this bit is zero, the SPN should be converted as described in version 4 of the
Description
SPN encoding.
Notes
Table 53
Message Type Write
PGN 65227
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Acronym DM2
Parameter
Previously Active Diagnostic Trouble Codes.
Group Label
Repetition Rate
on request.
SPN, FMI, occurrence count, and SPN conversion method repeat if necessary for
Notes
two or more diagnostic trouble codes.
SPN 623
Name Red Stop Lamp
Pos 1.5
Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit bit
This lamp is used to relay trouble code information that is of a severe enough
condition that warrants stopping the vehicle.
Description
00 Inactive
01 Active
Notes
SPN 624
Name Amber Warning Light
Pos 1.3
Len 2
Ran 0 to 3
Res 4 states/2 bit
Off 0
Unit bit
This lamp is used to relay trouble code information that is reporting a problem with the
vehicle system but the vehicle need not be immediately stopped.
Description
00 Inactive
01 Active
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Notes
SPN 1214
Name Suspect Parameter Number
Pos 3-4, 5.5
Len 19
Ran 0 to 524,288
Res 1 SPN/bit
Off 0
Unit bit
The suspect parameter number (SPN) is used to identify the item for which diagnostics
are being reported. Conditions can include system events or status that must be
Description
reported. The FMI, SPN, SPN conversion method, and occurrence count fields
combine to form a given diagnostic trouble code.
Notes
SPN 1215
Name Failure Mode Identifier
Pos 5.1
Len 5
Ran 0 to 31
Res 1 FMI/bit
Off 0
Unit bit
The failure mode identifier (FMI) defines the type of failure detected in the subsystem
identified by an SPN. Note: the failure may not be an electrical failure but may instead
Description
a subsystem failure or condition that needs reporting to the service technician and
maybe also to the operator.
Notes
SPN 1216
Name Occurrence Count
Pos 6.1
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Len 7
Ran 0 to 126
Res 1 bit/occurrence
Off 0
Unit occurrence
The number of times a diagnostic trouble code (DTC) has gone from previously active
Description to active. The count goes from 0 to 1 when the DTC first becomes active and stays at
one until the fault goes previously active.
Notes
SPN 1706
Name SPN Conversion Method
Pos 6.8
Len 1
Ran 0 to 1
Res old/new
Off 0
Unit bit
When this bit is zero, the SPN should be converted as described in version 4 of the
Description
SPN encoding.
Notes
Table 54
Message Type Write
PGN 65242
Acronym SOFT
Parameter Group
Software Identification
Label
Repetition Rate On Request
Notes
SPN 234
Name Software Identification
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Pos 2-N
Len 1600
Ran 0 to 255 per byte
Res ASCII
Off 0
Unit ASCII
Software identification of an electronic module.
Description
NOTE: The ASCII character "*" is reserved for use as a delimiter.
This field contains delimited software part number, software group release date,
Notes
and software group description.
Table 55
Message Type Write
PGN 65250
Acronym TCFG
Parameter Group
Transmission Configuration
Label
Repetition Rate On Request
Notes
SPN 958
Name Number of Reverse Gear Ratios
Pos 1
Len 8
Ran 0 to 250
Res one gear value/bit
Off 0
Unit gear value
Number of reverse gear ratios in the transmission, provided as part of the
Description
transmission configuration.
Notes This field is hard-coded to "1".
SPN 957
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SPN 581
Name Transmission Gear Ratio
Pos 3-4
Len 16
Ran 0 to 64.255
Res 0.001/bit
Off 0
Unit Ratio
The transmission configuration describes the number of forward gears, the number
Description
of reverse gears, and the ratio of each gear with the following resolution.
Notes This field was hard-coded to "0" in early software, but has since been corrected.
Table 56
Message Type Write
PGN 65255
Acronym VH
Parameter Group Label Vehicle Hours
Repetition Rate On Request
Notes
SPN 246
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Table 57
Message Type Write
PGN 65254
Acronym CCVS
Parameter Group
Cruise Control Vehicle Speed
Label
Repetition Rate 100 ms
Not supported in all transmissions. Broadcast if configured. Useful for well
Notes
service rigs that use an industrial engine that does not support this message.
SPN 84
Name Wheel-Based Vehicle Speed
Pos 2-3
Len 16
Ran 0 to 250.966 km/h
Res 1/125 km/hr/bit
Off 0
Unit km/hr
Description Speed of the vehicle as calculated from wheel or tail shaft speed.
Notes
Table 58
Message Type Write
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PGN 65271
Acronym VEP
Parameter Group Label Vehicle Electrical Power
Repetition Rate 1s
Notes
SPN 168
Name Electrical Potential (Voltage)
Pos 5-6
Len 16
Ran 0 to 3212.75 V
Res 0.05 V/bit
Off 0
Unit Volts
Description Measured of the transmission lubricant.
Notes
Table 59
Message Type Write
PGN 65272
Acronym TRF1
Parameter Group Label Transmission Fluids 1
Repetition Rate 1s
Notes
SPN 177
Name Transmission Oil Temperature
Pos 5-6
Len 16
Ran -273 to 1735 °C
Res 0.03125 °C/bit
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Off -273
Unit C
Description Temperature of the transmission lubricant.
Notes
Diagnostic Information
Diagnostic Codes
SPN, CID, and FMI are description of the diagnostic codes. CID's are for CAT Data Link. SPN's are for the
J1939.
Table 60
FMI
Description CID SPN
1079
5 V Sensor DC Power Supply: Voltage Below Normal 262 4
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1675
Starter Motor Relay : Current Below Normal 444 5
1675
Starter Motor Relay : Current Above Normal 444 6
1401
Transmission Solenoid 1 Current Below Normal 5 734
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1401
1402
Transmission Solenoid 2 Voltage Above Normal 3 735
1402
Transmission Solenoid 2 Current Below Normal 5 735
1402
Transmission Solenoid 2 Current Above Normal 6 735
1403
Transmission Solenoid 3 Voltage Above Normal 3 736
1403
Transmission Solenoid 3 Current Below Normal 5 736
1403
Transmission Solenoid 3 Current Above Normal 6 736
1404
Transmission Solenoid 4 Voltage Above Normal 3 737
1404
Transmission Solenoid 4 Current Below Normal 5 737
1404
Transmission Solenoid 4 Current Above Normal 6 737
1405
Transmission Solenoid 5 Voltage Above Normal 3 738
1405
Transmission Solenoid 5 Current Below Normal 5 738
1405
Transmission Solenoid 5 Current Above Normal 6 738
1406
Transmission Solenoid 6 Voltage Above Normal 3 739
1406
Transmission Solenoid 6 Current Below Normal 5 739
1406
Transmission Solenoid 6 Current Above Normal 6 739
1407
Transmission Solenoid 7 Voltage Above Normal 3 x-x
1407
Transmission Solenoid 7 Current Below Normal 5 x-x
1407
Transmission Solenoid 7 Current Above Normal 6 x-x
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2990
Transmission Shifter : Abnormal Frequency, Pulse Width, or Period 8 639
2991
Transmission Shifter #2 : Abnormal Frequency, Pulse Width, or Period 8 639
2991
Transmission Shift Lever 2 Abnormal Update 9 x-x
3013
Lockup Clutch Disable Switch: Erratic, Intermittent, or Incorrect 2 682
Event Codes
Table 61
Event Description EID Modifier FMI J1939 SPN
High Transmission Oil Temperature 30 2 0 177
Transmission Abuse 47 2 14 191
Transmission Over Speed 83 2 16 191
High Torque Converter Oil Temperature 155 2 0 120
Transmission Filter Plugged 329 3 0 126
Transmission Output Speed Mismatch Warning 330 3 0 191
Inconsistent Configuration Detected 1132 2 14 548
• Active: Transmission will latch to NEUTRAL if the torque converter outlet temperature is greater
than 130 C for 15 seconds
• Inactive: When the torque converter outlet temperature drops below 100 C
Note: The high temperature response mode is an optional feature that will put the transmission in a safe
mode in a transmission overheating event. This feature is disabled by default and enabled through a
programmable parameter in Cat Electronic Technician.
• Active: Lock up clutch switch is enabled and the transmission is running in converter drive for more
than 30 seconds above 1700 rpm in the current gear and the transmission drops to a lower gear
• Active: Lock up clutch switch disabled, gear is greater than NEUTRAL and engine output speed is
greater than 1700 rpm for 30 seconds
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• Inactive: When all of the 2 above conditions have not been met
• Active: Engine output speed greater than 1000 rpm or transmission output speed is greater than 1500
rpm while in PARK for 3 seconds
• Active: Gear is NEUTRAL and engine output speed greater than 1700 rpm for 30 seconds
• Inactive: When all of the 2 above conditions have not been met
• Active: Engine running, transmission sump temperature greater than 43 C, and filter bypass switch
open for 5 seconds
• Inactive: When any of the above are not met for 1 second
• Active: Engine output speed greater than 1000 rpm or transmission output speed greater than 1500
rpm for 3 seconds while in PARK
• Active: If the transmission is in NEUTRAL with engine output speed greater than 1700 rpm for 30
seconds
• Inactive: When all of the 2 above conditions have not been met
• Active: Mismatch of Engine Speed versus Torque Converter output speed of >5% when the
transmission is in a forward gear and the torque converter lockup clutch is engaged
• Inactive: Engine Speed and Torque Converter output speed match within +/-5%, when the
transmission is in a forward gear and the torque converter lockup clutch is engaged
• Inactive: Transmission is not in a forward gear and the torque converter lockup clutch is not engaged
FMI Codes
Table 62
Failure Mode Identifiers (FMI) (1)
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Table 63
EID Modifiers
Modifier Lamp Color Description (Active Lamp)
0 -- Turn off indicator lamp
1 Amber Check Transmission Indicator Lamp
2 Warning Indicator Lamp
Red
3 Stop Indicator Lamp
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This information may be obtained via Cat ET software and a com-adapter. Refer to the section on Cat ET
for information regarding the service tool and software application.
Table 64
Histograms
Shift Count Matrix (1)
Time in Gear
Engine Torque vs Engine speed in Lock-up
Engine Speed vs Torque Converter Out Speed in Converter Drive
Torque Coveter Out Temperature vs. Sump Temperature vs. Time
LUC Event Counter
(1)
ET will display shifts to PARK as shifts to REVERSE
The ET calibration program is set up to calibrate the clutch fill time, for a given clutch. The program will
also provide feedback if errors occur during the calibration process.
Calibrating
1. Operate the transmission in order to warm the oil to normal operating temperature.
2. Disconnect the drive shaft if necessary. The transmission output will turn during calibration.
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Illustration 41 g03119697
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Illustration 42 g03117300
a. Transmission Oil Temp in normal range, above 70 °C (158 °F) and below 87 °C (189 °F).
During the calibration process this temperature must be above 65 °C (149 °F) and below 96 °C
(205 °F).
b. Engine at idle.
c. Neutral is selected.
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Illustration 43 g03119797
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Illustration 44 g03119858
8. The calibration program takes 25-30 minutes to complete. When the calibration procedure is
completed successfully, click "FINISH".
9. If any errors occur, a reason and code should pop up in a text window.
10. Report the error code to Caterpillar Service Personnel (or Dealership) for additional instructions.
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Illustration 45 g03119876
11. If calibration is stopped for any reason or if calibration fails, the previous calibrated values will
remain as the default.
Communication Interface
Electronic Messenger
Electronic messenger is not available directly from the factory with the TH55 or TH48-E70 Petroleum
Transmissions, however the messenger may be ordered separately.
The Messenger monitoring system continuously receives information from the following components via
the Cat Data Link and "J1939": all sensors, electronic control modules and connected system components.
This information is received while the keyswitch is on the ON position. The Cat Data Link is a two wire
system that allows two-way communication between the Messenger and the machine electronic control
modules (ECMs). This data link also supports communication between the displays and the Cat Electronic
Technician (ET) service tool. The "J1939" data link is a two wire system that allows bidirectional transfers
of data at high speed between the electronic control modules (ECMs). The "J1939" is used on some
applications to send information to an instrument cluster.
The Messenger display provides supplemental information and warnings that have occurred in the ECM of
other systems. When a warning has occurred, a troubleshooting diagnostic code and instructions for the
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operator are displayed. Messenger also provides an interface with some electronic machine functions and
will receive inputs from the Caterpillar Electronic Technician (ET).
Messenger provides the operator with operating characteristics of the machine, diagnostics, events,
instantaneous information, and lifetime totals about the machines condition and performance. The operator
is able to adjust many of the settings in order to match the machine to the desired application.
Messenger allows the technician to view the following events, codes, and statuses: logged events and
diagnostic codes, active events and diagnostic codes, clear logged events and diagnostic codes, the status of
system components and system parameters.
Due to the size of the screen, only one Messenger menu option is visible at a time. Up and Down arrows
indicate the direction of possible scrolling.
Illustration 46 g03019159
The contents of the menu and system parameters of the Messenger module are set up via preloaded
software from the factory or through Caterpillar Electronic Technician (ET). For more information on Cat
Messenger, refer to System Operation, Troubleshooting, Testing and Adjusting, KENR6674. Refer to the
Operation and Maintenance Manual and Electrical Application and Installation guide for a list of
troubleshooting diagnostic codes and event codes for the equipment being serviced.
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Illustration 47 g01961353
Panel Cutout
Note: Do not make the hole for the messenger display too large. Use a file or other means to avoid a hole
that is oversized. The body of the messenger display should fit snugly into the hole in the dash panel.
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Illustration 48 g03019160
Illustration 49 and Table 65 show the Messenger electrical connection and pin specifications.
Illustration 49 g02272158
Table 65 refers to the pin numbers and the signal for each pin on the Messenger connector.
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Table 65
Messenger 8 Pin Connector
Pin Number Function
1 + Battery
2 - Battery
3 Keyswitch
4 Dimmer-PWM input
5 CDL +
6 CDL -
7 CAN/J1939 High
8 CAN/J1939 Low
Table 66 and Table 67 list the Caterpillar Electronic Technician Service Tools and related publications.
Table 66
CAT Electronic Technician Service Tools
Part Number Description
6V-7070 Digital Multimeter
9U-7330 Digital Multimeter
8T-3224 Needle Tip
7X-1710 Multimeter Probe
8T-8726 Adapter Cable As
6V-3000 Connector Repair Kit (Sure Seal)
9U-7246 Connector Repair Kit (Deutsche DT)
4C-3406 Connector Repair Kit (Deutsche DT)
8T-0065 Silicone Sealant
1P-0810 Electrical Tape
7X-1425 Data Link Cable As
7X-1700 Communication Adapter Gp
139-4166 Data Link Cable As
Table 67
Publications
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Refer to Systems Operation, Troubleshooting, Testing and Adjusting Manual, KENR6674 for more
information on Cat Messenger.
Reference Components
Shipped Loose Components
Table 68
Parts List
Part
Qty
Component Number Description
304-5687
Transmission ECM Electronic Control Module with software installed 1
6I-1418 Spacer 4
ECM Mounting
9N-0869 Hard Washer 4
Hardware (1)
155-0576 Isolation Mount 8
TH55
308-2996
Transmission ECM Control Harness As
1
Harness As (2) (3) (Transmission Harness, Transmission ECM Connectors,
TH48- Customer Connector, Service Tool Connector)
E70
320-8180
Connector Plug As
9X-7147
Connector Plug As (4) (For Customer Harness Interface to Transmission ECM 1
Harness)
163-1876
LED Lamp 1
Power Train Warning
Indicator 113-5183 Lamp Socket 1
113-5184 Receptacle Terminal 1
(1)
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ECM mounting requires four M8 bolts of sufficient length for vibration isolators and for the material the ECM is mounted
to. The torque for these bolts should be 28 ± 7 N·m (21 ± 5 lb ft). See Table 3 for more information.
(2)
ECM electrical connectors should be torqued to 6.25 ± 1.25 N·m (55 ± 11 lb in).
(3)
Transmission Harness connector 7X-6222 Connector Plug As should be torqued to 2.25 ± 0.25 N·m (20 ± 2.2 lb in).
(4)
Customer Connector 9X-7147 Connector Plug As should be torqued to 2.25 ± 0.25 N·m (20 ± 2.2 lb in).
Table 69
Parts List
308-2996 Transmission Harness As (TH55)
320-8180 Transmission Harness As (TH48-E70)
Part Qty
Component Description
Number
Connector Plug Assembly
147-1445 (31 of 70 sockets used - Sealing plugs 1
and sockets not included)
Connector Plug Assembly
147-1446 (25 of 70 sockets used - Sealing plugs 1
and sockets not included)
Interface to Transmission
ECM O-Ring Seal
(ECM electrical connectors (Connector Plug Assembly Seals -
159-9322 2
should be torqued to included with Connector Plug
6.25 ± 1.25 N·m (55 ± 11 Assemblies or serviced separately)
lb in)) Connector Cover
126-1774 2
(90 degree)
Connector Socket 56
9X-3402
(Gold Plated)
84
8T-8737 Seal Plug
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Bypass Switch Gp
Torque Converter Filter For use in newer ( 333-6434 Oil Filter
164-7577 1
Bypass Switch Gp ) or older ( 244-0121 Oil Filter Gp )
(1)
For MTU 12V4000 T1 (S81) and 16V4000 Tier 1 (S81) engines, use the provided 318-1182 Speed Sensor Group and 381-
7244 Plate Assembly . For other MTU engines, the MTU provided engine speed sensor is used and wired into the
transmission customer connector. All other engines use 318-1181 Speed Sensor Group .
Table 70
Parts List
Part
Component Description Qty
Number
TH55
292-0049
Clutch Harness Clutch Harness Assembly 1
TH48-E70
298-2727
Clutch ECPC Valves 258-8987 Modulating Valve Gp (24 VDC) 6
TH55
122-8863
Transmission Intermediate Speed Sensor Speed Sensor Gp 1
TH48-E70
201-6615
Transmission Controls Oil Temperature 134-2252 Temperature Sensor Gp 1
Table 71
Parts List
Part
Description
Number
165-0200
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Cable As
(
32 cm (12.6 inch) shielded cable 3-pin plug to 3 socket terminals for stub connections)
Electrical Cable
153-2707
(two conductor with drain and shield)
Connecting Plug Kit
174-0503
(plug with J1939 wedge and standard wedge)
Plug Lock Wedge
155-2266
(1 per plug-included in 174-0503 Connecting Plug Kit )
Receptacle Kit
176-9299
(receptacle and wedge)
Connector Receptacle As
140-7684
Flange Mount
Receptacle Lock Wedge
133-0975
(1 per receptacle-included in 176-9299 Receptacle Kit )
Connector Receptacle As
133-0970
"T" adapter receptacle
Connector Plug As
174-3016
(3-pin plug with 120 ohm resistor between A and B pins)
Resistor As
134-2540
(3-pin receptacle with 120 ohm resistor between A and B pins)
Connector Socket
9X-3402
(Gold Plated)
Connector Pin
9X-3401
(Gold Plated)
Socket Connector
133-0969
(Gold Plated)
Connector Pin
133-0967
(Gold Plated)
Table 72
Parts List
Part Qty
Component Description
Number
Engine Speed Sensor TH55 Speed Sensor Gp 1
318-1181 (5/8-18 threaded body for adjustable installation
depth, Lock nut final torque:
25 ± 5 N·m (18 ± 4 lb ft)
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TH55 / MTU
12V4000 T1 (S81)
318-1182 (1)
TH48-E70
4P-5820
TH55 / MTU
Engine Speed Sensor Plate As (for use with MTU 12V4000 Tier 1
12V4000 T1 (S81) 1
Adapter (S81) engines)
381-7244 (1)
Adapter
Engine Speed Sensor
110-2555 (5/8-18 to M22-1.5) - for adapting 189-5746 -
Thread Adapter
Speed Sensor Gp to some Cummins Engines
Indicator Lamp (Green)
(12-24 V, max panel thickness
LED Indicator 337-5438 -
3.96 mm (0.156 inch), 11/16-27 keyed threaded
body)
Indicator Lamp (Amber)
(12-24 V, max panel thickness
LED Indicator 332-3972 -
3.96 mm (0.156 inch), 11/16-27 keyed threaded
body)
Indicator Lamp (Red)
(12-24 V, max panel thickness
LED Indicator 337-5437 -
3.96 mm (0.156 inch), 11/16-27 keyed threaded
body)
6I-1418 Spacer 4
9N-0869 Hard Washer 4
ECM Mounts
155-0576 Isolation Mount 8
M8 Bolt (of Appropriate Length) 4
Service Tool 9W-1951 Receptacle 1
6100
153-2707 Electrical Cable (Shielded)
Wiring Tools
Table 73
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Tool List
Part
Description
Number
Crimp Tool
1U-5804
(Deutsch part number - HDT-48-00)
Wire Removal Tool
151-6320
(Amp part number - 776106)
147-6456 Wedge Removal Tool
Appendix
Abbreviations and Acronyms
Table 74
Abbreviations and Acronyms
Acronym
Description
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Disclaimer
Legal
Although Caterpillar exercises all reasonable effort to assure that the products perform properly in the
OEMs equipment, the responsibility for the installation is the OEMs, and Caterpillar assumes no
responsibility for deficiencies in the installation.
The installers are responsible for considering and avoiding possibly hazardous conditions that could
develop from the systems involved in the specific installation. The suggestions provided in this guide
regarding avoidance of hazardous conditions apply to all applications and are necessarily of a general
nature since only the installer is familiar with the details of the installation. The suggestions provided in this
guide should be considered general examples only and are in no way intended to cover every possible
hazard in every installation.
Part Numbers
The listed part numbers are subject to change. Consult Caterpillar about the current part number of the
specific part.
Confidentiality
The information contained within this document is classified as Caterpillar Confidential Information. Any
reproduction, dissemination, or use of this information is forbidden without the prior express written
consent of an authorized Caterpillar representative. All rights are reserved.
Copyright 1993 - 2018 Caterpillar Inc. Sun Nov 4 10:30:42 UTC+0300 2018
All Rights Reserved.
Private Network For SIS Licensees.
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