Vims

SENR6059-07 February 2001

Systems Operation Testing and Adjusting Vital Information Management System (VIMS) 9YF1-Up (Machine) 7TJ1-Up (Machine) 5RK1-Up (Machine) 6HK1-Up (Machine) 7EK1-Up (Machine) 1HL1-Up (Machine) 5ZL1-Up (Machine) 7LL1-Up (Machine) 4AR1-Up (Machine) 7HR1-Up (Machine) 4CS1-Up (Machine) 1HW1-Up (Machine) 2BW1-302 (Machine) 3TZ1-Up (Machine) 4GZ1-Up (Machine)

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Important Safety Information Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly. Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information. Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as “DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows: Attention! Become Alert! Your Safety is Involved. The message that appears under the warning explains the hazard and can be either written or pictorially presented. Operations that may cause product damage are identified by “NOTICE” labels on the product and in this publication. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure, work method or operating technique that is not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or repair procedures that you choose. The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Caterpillar dealers have the most current information available. For a list of the most current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.

When replacement parts are required for this product Caterpillar recommends using Caterpillar replacement parts or parts with equivalent specifications including, but not limited to, physical dimensions, type, strength and material. Failure to heed this warning can lead to premature failures, product damage, personal injury or death.

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Table of Contents Systems Operation Section General Information ................................................ 9 VIMS History ......................................................... 16 Normal Operation ................................................. 18 Service Operations ............................................... 19 Attachment Code - Configure ............................... 20 Calibration Mode - Enter ....................................... 21 Data Logger - Reset ............................................. 21 Data Logger - Start/Stop ....................................... 22 Display Backlighting - Set ..................................... 22 Display Contrast - Set ........................................... 23 Display Language - Set ........................................ 23 Display Units - Set ................................................ 23 Event - Configure .................................................. 23 Event Acknowledged - Show ................................ 25 Event List - Show .................................................. 25 Event Recorder - Start .......................................... 26 Event Statistics - Show ......................................... 27 Lubrication Interval - Set ....................................... 27 Lubrication Manual - Start .................................... 28 Machine Status - Show ......................................... 28 Odometer - Set ..................................................... 29 Resettable Totals - Reset ...................................... 30 Resettable Totals - Show ...................................... 30 Service Lamp - Reset ........................................... 31 Service Lamp - Set ............................................... 31 Snapshot Trigger - Configure ................................ 34 System Self Test ................................................... 36 Truck Payload - Calibrate ...................................... 38 Truck Payload - Configure ..................................... 38 Warning Operation ................................................ 39 Loader Payload System (LPS) General Information .......................................................... 41 LPS Menu Functions Summary ............................ 42 LPS Calibration ..................................................... 43 Truck Payload System (TPS) General Information .......................................................... 53 TPS Component Function .................................... 54 TPS On-Board Features ....................................... 55 TPS Off-Board Features ....................................... 57 TPS Normal Operation ......................................... 57 TPS Service Operation ......................................... 60 TPS Maximum Payload Speed Manager .............. 62 TPS Accuracy ....................................................... 67 Component Descriptions ...................................... 68 Main Module ......................................................... 69 Interface Module ................................................... 74 Display Modules .................................................... 76 Quad Gauge Module ............................................ 77 Speedometer/Tachometer Module ........................ 78 Message Center Module ....................................... 79 Keypad .................................................................. 85 Switches ............................................................... 89 Sensors ................................................................. 92 Data Connectors ................................................... 96 Action Lamp .......................................................... 97 Action Alarm ......................................................... 97 Payload Lamps ..................................................... 98

Service Lamp ........................................................ 98 Related Components ............................................ 99 Parameters ......................................................... 100

Testing and Adjusting Section Testing and Adjusting General Information ............................................ 155 Service Tools ...................................................... 156 Troubleshooting Diagnostic Codes ..................... 157 Troubleshooting Diagnostic Codes Using Abbreviated Procedure ......................................................... 164 CID 0041 FMI 03 Sensor Power Supply (8 DCV) Voltage Above Normal - Test ............................. 209 CID 0041 FMI 04 Sensor Power Supply (8 DCV) Voltage Below Normal - Test ............................. 210 CID 0041 FMI 06 Sensor Power Supply (8 DCV) Current Above Normal - Test ............................ 211 CID 0075 FMI 03 Temperature Sensor (Steering Oil) Voltage Above Normal - Test ............................. 212 CID 0075 FMI 04 Temperature Sensor (Steering Oil) Voltage Below Normal - Test ............................. 214 CID 0075 FMI 06 Temperature Sensor (Steering Oil) Current Above Normal - Test ............................ 215 CID 0096 FMI 03 Level Sensor (Fuel) Voltage Above Normal - Test ..................................................... 217 CID 0096 FMI 04 Level Sensor (Fuel) Voltage Below Normal - Test ..................................................... 218 CID 0096 FMI 06 Level Sensor (Fuel) Current Above Normal - Test ..................................................... 220 CID 0100 FMI 03 Pressure Sensor (Engine Oil) Voltage Above Normal - Test ............................. 221 CID 0100 FMI 04 Pressure Sensor (Engine Oil) Voltage Below Normal - Test ............................. 223 CID 0100 FMI 06 Pressure Sensor (Engine Oil) Current Above Normal - Test ............................ 224 CID 0110 FMI 03 Temperature Sensor (Engine Coolant) Voltage Above Normal - Test .............. 225 CID 0110 FMI 04 Temperature Sensor (Engine Coolant) Voltage Below Normal - Test .............. 227 CID 0110 FMI 06 Temperature Sensor (Engine Coolant) Current Above Normal - Test .............. 228 CID 0127 FMI 03 Pressure Sensor (Transmission Oil) Voltage Above Normal - Test ............................. 229 CID 0127 FMI 04 Pressure Sensor (Transmission Oil) Voltage Below Normal - Test ............................. 231 CID 0127 FMI 06 Pressure Sensor (Transmission Oil) Current Above Normal - Test ............................ 232 CID 0171 FMI 03 Temperature Sensor (Ambient Air) Voltage Above Normal - Test ............................. 233 CID 0171 FMI 04 Temperature Sensor (Ambient Air) Voltage Below Normal - Test ............................. 235 CID 0171 FMI 06 Temperature Sensor (Ambient Air) Current Above Normal - Test ............................ 237 CID 0177 FMI 03 Temperature Sensor (Transmission Oil) Voltage Above Normal - Test ...................... 238 CID 0177 FMI 04 Temperature Sensor (Transmission Oil) Voltage Below Normal - Test ...................... 240 CID 0177 FMI 06 Temperature Sensor (Transmission Oil) Current Above Normal - Test ...................... 241 CID 0190 FMI 02 Speed Sensor (Engine) Incorrect Signal - Test ...................................................... 242

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CID 0190 FMI 03 Speed Sensor (Engine) Voltage Above Normal - Test ......................................... 244 CID 0190 FMI 04 Speed Sensor (Engine) Voltage Below Normal - Test .......................................... 245 CID 0190 FMI 08 Speed Sensor (Engine) Abnormal Signal - Test ...................................................... 246 CID 0248 FMI 09 CAT Data Link Abnormal Update Test ................................................................... 247 CID 0262 FMI 03 Sensor Power Supply (5 DCV) Voltage Above Normal - Test ............................. 249 CID 0262 FMI 04 Sensor Power Supply (5 DCV) Voltage Below Normal - Test ............................. 250 CID 0262 FMI 06 Sensor Power Supply (5 DCV) Current Above Normal - Test ............................ 251 CID 0263 FMI 03 Sensor Power Supply (8 or 12 DCV) Voltage Above Normal - Test ................... 251 CID 0263 FMI 04 Sensor Power Supply (8 or 12 DCV) Voltage Below Normal - Test ................... 252 CID 0263 FMI 06 Sensor Power Supply (8 or 12 DCV) Current Above Normal - Test ................... 253 CID 0271 FMI 03 Alarm (Action) Voltage Above Normal - Test ..................................................... 254 CID 0271 FMI 05 Alarm (Action) Current Below Normal - Test ..................................................... 255 CID 0271 FMI 06 Alarm (Action) Current Above Normal - Test ..................................................... 256 CID 0279 FMI 03 Temperature Sensor (Front Aftercooler Coolant) Voltage Above Normal Test ................................................................... 257 CID 0279 FMI 04 Temperature Sensor (Front Aftercooler Coolant) Voltage Below Normal Test ................................................................... 259 CID 0279 FMI 06 Temperature Sensor (Front Aftercooler Coolant) Current Above Normal Test ................................................................... 261 CID 0280 FMI 03 Temperature Sensor (Pump Drive) Voltage Above Normal - Test ............................. 262 CID 0280 FMI 04 Temperature Sensor (Pump Drive) Voltage Below Normal - Test ............................. 264 CID 0280 FMI 06 Temperature Sensor (Pump Drive) Current Above Normal - Test ............................ 265 CID 0295 FMI 02 Electronic Control Module (Machine) Incorrect Signal - Test ...................... 266 CID 0295 FMI 09 Electronic Control Module (Machine) Abnormal Update - Test ................... 268 CID 0295 FMI 12 Electronic Control Module (Machine) Failed - Test ...................................... 270 CID 0296 FMI 02 Power Train Electronic Control Module (Electronic Clutch Pressure Control) Incorrect Signal - Test ....................................... 272 CID 0296 FMI 09 Power Train Electronic Control Module (Electronic Clutch Pressure Control) Abnormal Update) - Test ................................... 274 CID 0296 FMI 12 Power Train Electronic Control Module (Electronic Clutch Pressure Control) Failed Test ................................................................... 276 CID 0324 FMI 03 Lamp (Action) Voltage Above Normal - Test ..................................................... 278 CID 0324 FMI 05 Lamp (Action) Current Below Normal - Test ..................................................... 278

CID 0324 FMI 06 Lamp (Action) Current Above Normal - Test ..................................................... 279 CID 0341 FMI 03 Solenoid Valve (No. 4) (Warm Up) Voltage Above Normal - Test ............................. 281 CID 0341 FMI 05 Solenoid Valve (No. 4) (Warm Up) Current Below Normal - Test ............................. 281 CID 0341 FMI 06 Solenoid Valve (No. 4) (Warm Up) Current Above Normal - Test ............................ 282 CID 0341 FMI 11 Solenoid Valve (No. 4) (Warm Up) Failure Mode Not Identifiable - Test .................. 282 CID 0350 FMI 00 Position Sensor (Lift Linkage) Above Normal Range - Test .............................. 283 CID 0350 FMI 01 Position Sensor (Lift Linkage) Below Normal Range - Test .............................. 283 CID 0350 FMI 02 Position Sensor (Lift Linkage) Incorrect Signal - Test ....................................... 284 CID 0350 FMI 03 Position Sensor (Lift Linkage) Voltage Above Normal - Test ............................. 284 CID 0350 FMI 04 Position Sensor (Lift Linkage) Voltage Below Normal - Test ............................. 285 CID 0350 FMI 06 Position Sensor (Lift Linkage) Current Above Normal - Test ............................ 285 CID 0350 FMI 08 Position Sensor (Lift Linkage) Abnormal Signal - Test ...................................... 286 CID 0350 FMI 11 Position Sensor (Lift Linkage) Failure Mode Not Identifiable - Test .................. 286 CID 0350 FMI 13 Position Sensor (Lift Linkage) Out of Calibration - Test ........................................... 287 CID 0364 FMI 03 Pressure Sensor (Lift Cylinder Head End) Voltage Below Normal - Test ........... 287 CID 0364 FMI 04 Pressure Sensor (Lift Cylinder Head End) Voltage Below Normal - Test ........... 287 CID 0364 FMI 06 Pressure Sensor (Lift Cylinder Head End) Current Above Normal - Test .......... 287 CID 0371 FMI 03 Solenoid Valve (Air Horn) Voltage Above Normal - Test ......................................... 287 CID 0371 FMI 05 Solenoid Valve (Air Horn) Current Below Normal - Test .......................................... 288 CID 0371 FMI 06 Solenoid Valve (Air Horn) Current Above Normal - Test ......................................... 289 CID 0371 FMI 11 Solenoid Valve (Air Horn) Failure Mode Not Identifiable - Test .............................. 289 CID 0378 FMI 03 Solenoid Valve (Automatic Lubrication) Voltage Above Normal - Test ......... 290 CID 0378 FMI 05 Solenoid Valve (Automatic Lubrication) Current Below Normal - Test ......... 291 CID 0378 FMI 06 Solenoid Valve (Automatic Lubrication) Current Above Normal - Test ......... 292 CID 0378 FMI 11 Solenoid Valve (Automatic Lubrication) Failure Mode Not Identifiable Test ................................................................... 293 CID 0379 FMI 03 Pressure Sensor (Automatic Lubrication) Voltage Above Normal - Test ......... 293 CID 0379 FMI 04 Pressure Sensor (Automatic Lubrication) Voltage Below Normal - Test ......... 295 CID 0379 FMI 06 Pressure Sensor (Automatic Lubrication) Current Above Normal - Test ......... 297 CID 0425 FMI 03 Pressure Sensor (Front Brake Oil) Voltage Above Normal - Test ............................. 298 CID 0425 FMI 04 Pressure Sensor (Front Brake Oil) Voltage Below Normal - Test ............................. 300

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CID 0425 FMI 06 Pressure Sensor (Front Brake Oil) Current Above Normal - Test ............................ 301 CID 0426 FMI 03 Pressure Sensor (Rear Brake Oil) Voltage Above Normal - Test ............................. 302 CID 0426 FMI 04 Pressure Sensor (Rear Brake Oil) Voltage Below Normal - Test ............................. 304 CID 0426 FMI 06 Pressure Sensor (Rear Brake Oil) Current Above Normal - Test ............................ 305 CID 0427 FMI 03 Temperature Sensor (Front Axle Oil) Voltage Above Normal - Test ...................... 306 CID 0427 FMI 04 Temperature Sensor (Front Axle Oil) Voltage Below Normal - Test ...................... 308 CID 0427 FMI 06 Temperature Sensor (Front Axle Oil) Current Above Normal - Test ...................... 309 CID 0428 FMI 03 Temperature Sensor (Rear Axle Oil) Voltage Above Normal - Test ...................... 310 CID 0428 FMI 04 Temperature Sensor (Rear Axle Oil) Voltage Below Normal - Test ...................... 312 CID 0428 FMI 06 Temperature Sensor (Rear Axle Oil) Current Above Normal - Test ...................... 313 CID 0429 FMI 03 Pressure Sensor (Steering Oil) Voltage Above Normal - Test ............................. 314 CID 0429 FMI 04 Pressure Sensor (Steering Oil) Voltage Below Normal - Test ............................. 316 CID 0429 FMI 06 Pressure Sensor (Steering Oil) Current Above Normal - Test ............................ 317 CID 0430 FMI 03 Pressure Sensor (Steering Pilot Oil) Voltage Above Normal - Test ...................... 318 CID 0430 FMI 04 Pressure Sensor (Steering Pilot Oil) Voltage Below Normal - Test ...................... 320 CID 0430 FMI 06 Pressure Sensor (Steering Pilot Oil) Current Above Normal - Test ...................... 321 CID 0434 FMI 03 Pressure Sensor (Hydraulic Pilot Oil) Voltage Above Normal - Test ...................... 322 CID 0434 FMI 04 Pressure Sensor (Hydraulic Pilot Oil) Voltage Below Normal - Test ...................... 324 CID 0434 FMI 06 Pressure Sensor (Hydraulic Pilot Oil) Current Above Normal - Test ...................... 325 CID 0436 FMI 03 Pressure Sensor (Torque Converter Oil) Voltage Above Normal - Test ...................... 326 CID 0436 FMI 04 Pressure Sensor (Torque Converter Oil) Voltage Below Normal - Test ...................... 328 CID 0436 FMI 06 Pressure Sensor (Torque Converter Oil) Current Above Normal - Test ...................... 329 CID 0438 FMI 03 Solenoid Valve (No. 1) (Warm Up) Voltage Above Normal - Test ............................. 330 CID 0438 FMI 05 Solenoid Valve (No. 1) (Warm Up) Current Below Normal - Test ............................. 331 CID 0438 FMI 06 Solenoid Valve (No. 1) (Warm Up) Current Above Normal - Test ............................ 331 CID 0438 FMI 11 Solenoid Valve (No. 1) (Warm Up) Failure Mode Not Identifiable - Test .................. 332 CID 0439 FMI 03 Solenoid Valve (No. 2) (Warm Up) Voltage Above Normal - Test ............................. 333 CID 0439 FMI 05 Solenoid Valve (No. 2) (Warm Up) Current Below Normal - Test ............................. 333 CID 0439 FMI 06 Solenoid Valve (No. 2) (Warm Up) Current Above Normal - Test ............................ 334 CID 0439 FMI 11 Solenoid Valve (No. 2) (Warm Up) Failure Mode Not Identifiable - Test .................. 334 CID 0440 FMI 03 Solenoid Valve (No. 3) (Warm Up) Voltage Above Normal - Test ............................. 335

CID 0440 FMI 05 Solenoid Valve (No. 3) (Warm Up) Current Below Normal - Test ............................. 336 CID 0440 FMI 06 Solenoid Valve (No. 3) (Warm Up) Current Above Normal - Test ............................ 336 CID 0440 FMI 11 Solenoid Valve (No. 3) (Warm Up) Failure Mode Not Identifiable - Test .................. 337 CID 0457 FMI 03 Temperature Sensor (Brake Oil) Voltage Above Normal - Test ............................. 338 CID 0457 FMI 04 Temperature Sensor (Brake Oil) Voltage Below Normal - Test ............................. 339 CID 0457 FMI 06 Temperature Sensor (Brake Oil) Current Above Normal - Test ............................ 340 CID 0458 FMI 03 Pressure Sensor (Tilt Cylinder Rod) Voltage Above Normal - Test ............................. 342 CID 0458 FMI 04 Pressure Sensor (Tilt Cylinder Rod) Voltage Below Normal - Test ............................. 342 CID 0458 FMI 06 Pressure Sensor (Tilt Cylinder Rod) Current Above Normal - Test ............................ 342 CID 0533 FMI 02 Machine Electronic Control Module (Integrated Brake) Incorrect Signal - Test ......... 342 CID 0533 FMI 09 Machine Electronic Control Module (Integrated Brake) Abnormal Update - Test ...... 344 CID 0533 FMI 12 Machine Electronic Control Module (Integrated Brake) Failed - Test ......................... 346 CID 0541 FMI 03 Pressure Sensor (Differential Oil) Voltage Above Normal - Test ............................. 348 CID 0541 FMI 04 Pressure Sensor (Differential Oil) Voltage Below Normal - Test ............................. 350 CID 0541 FMI 06 Pressure Sensor (Differential Oil) Current Above Normal - Test ............................ 351 CID 0562 FMI 02 Caterpillar Monitoring System Incorrect Signal - Test ....................................... 352 CID 0562 FMI 09 Caterpillar Monitoring System Abnormal Update - Test .................................... 354 CID 0562 FMI 12 Caterpillar Monitoring System Failed - Test ....................................................... 356 CID 0590 FMI 02 Electronic Control Module (Engine) Incorrect Signal - Test ....................................... 358 CID 0590 FMI 09 Electronic Control Module (Engine) Abnormal Update - Test .................................... 360 CID 0590 FMI 12 Electronic Control Module (Engine) Failed - Test ....................................................... 362 CID 0596 FMI 02 Electronic Control Module (Implement) Incorrect Signal - Test ................... 364 CID 0596 FMI 09 Electronic Control Module (Implement) Abnormal Update - Test ................ 366 CID 0596 FMI 12 Electronic Control Module (Implement) Failed - Test .................................. 368 CID 0600 FMI 03 Temperature Sensor (Hydraulic Oil) Voltage Above Normal - Test ............................. 370 CID 0600 FMI 04 Temperature Sensor (Hydraulic Oil) Voltage Below Normal - Test ............................. 372 CID 0600 FMI 06 Temperature Sensor (Hydraulic Oil) Current Above Normal - Test ............................ 374 CID 0650 FMI 02 Harness Code Incorrect Test ................................................................... 375 CID 0654 FMI 03 Temperature Sensor (Trailer Right Brake Oil) Voltage Above Normal - Test ............ 376 CID 0654 FMI 04 Temperature Sensor (Trailer Right Brake Oil) Voltage Below Normal - Test ............ 378 CID 0654 FMI 06 Temperature Sensor (Trailer Right Brake Oil) Current Above Normal - Test ............ 379

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CID 0655 FMI 03 Temperature Sensor (Trailer Left Brake Oil) Voltage Above Normal - Test ............ 380 CID 0655 FMI 04 Temperature Sensor (Trailer Left Brake Oil) Voltage Below Normal - Test ............ 381 CID 0655 FMI 06 Temperature Sensor (Trailer Left Brake Oil) Current Above Normal - Test ............ 382 CID 0656 FMI 03 Temperature Sensor (Trailer Brake Oil Cooler Inlet) Voltage Above Normal - Test ... 383 CID 0656 FMI 04 Temperature Sensor (Trailer Brake Oil Cooler Inlet) Voltage Below Normal - Test ... 385 CID 0656 FMI 06 Temperature Sensor (Trailer Brake Oil Cooler Inlet) Current Above Normal - Test ... 386 CID 0657 FMI 03 Temperature Sensor (Trailer Brake Oil Cooler Outlet) Voltage Above Normal Test ................................................................... 387 CID 0657 FMI 04 Temperature Sensor (Trailer Brake Oil Cooler Outlet) Voltage Below Normal Test ................................................................... 388 CID 0657 FMI 06 Temperature Sensor (Trailer Brake Oil Cooler Outlet) Current Above Normal Test ................................................................... 389 CID 0658 FMI 02 Pressure Sensor (Trailer Right Suspension Cylinder) Incorrect Signal - Test .... 390 CID 0658 FMI 03 Pressure Sensor (Trailer Right Suspension Cylinder) Voltage Above Normal Test ................................................................... 391 CID 0658 FMI 04 Pressure Sensor (Trailer Right Suspension Cylinder) Voltage Below Normal Test ................................................................... 391 CID 0658 FMI 06 Pressure Sensor (Trailer Right Suspension Cylinder) Current Above Normal Test ................................................................... 391 CID 0659 FMI 02 Pressure Sensor (Trailer Left Suspension Cylinder) Incorrect Signal - Test .... 391 CID 0659 FMI 03 Pressure Sensor (Trailer Left Suspension Cylinder) Voltage Above Normal Test ................................................................... 391 CID 0659 FMI 04 Pressure Sensor (Trailer Left Suspension Cylinder) Voltage Below Normal Test ................................................................... 391 CID 0659 FMI 06 Pressure Sensor (Trailer Left Suspension Cylinder) Current Above Normal Test ................................................................... 392 CID 0672 FMI 01 Speed Sensor (Torque Converter Output) Below Normal Range - Test ................. 392 CID 0672 FMI 02 Speed Sensor (Torque Converter Output) Incorrect Signal - Test .......................... 392 CID 0672 FMI 03 Speed Sensor (Torque Converter Output) Voltage Above Normal - Test ................ 394 CID 0672 FMI 04 Speed Sensor (Torque Converter Output) Voltage Below Normal - Test ................ 395 CID 0672 FMI 08 Speed Sensor (Torque Converter Output) Abnormal Signal - Test ......................... 396 CID 0767 FMI 03 Pressure Sensor (Fixed Displacement Pump Oil) Voltage Above Normal Test ................................................................... 397 CID 0767 FMI 04 Pressure Sensor (Fixed Displacement Pump Oil) Voltage Below Normal Test ................................................................... 399

CID 0767 FMI 06 Pressure Sensor (Fixed Displacement Pump Oil) Current Above Normal Test ................................................................... 400 CID 0801 FMI 09 Interface Module (No. 1) Abnormal Update - Test ..................................................... 401 CID 0802 FMI 09 Interface Module (No. 2) Abnormal Update - Test ..................................................... 401 CID 0803 FMI 09 Interface Module (No. 3) Abnormal Update - Test ..................................................... 402 CID 0804 FMI 09 Interface Module (No. 4) Abnormal Update - Test ..................................................... 402 CID 0805 FMI 09 Interface Module (No. 5) Abnormal Update - Test ..................................................... 402 CID 0806 FMI 09 Interface Module (No. 6) Abnormal Update - Test ..................................................... 402 CID 0807 FMI 09 Interface Module (No. 7) Abnormal Update - Test ..................................................... 402 CID 0808 FMI 09 Interface Module (No. 8) Abnormal Update - Test ..................................................... 402 CID 0809 FMI 02 Speedometer/Tachometer Module (No. 1) Incorrect Signal - Test ........................... 403 CID 0809 FMI 12 Speedometer/Tachometer Module (No. 1) Failed - Test ........................................... 403 CID 0810 FMI 02 Speedometer/Tachometer Module (No. 2) Incorrect Signal - Test ........................... 403 CID 0810 FMI 12 Speedometer/Tachometer Module (No. 2) Failed - Test ........................................... 403 CID 0811 FMI 02 Quad Gauge Module (No. 1) Incorrect Signal - Test ....................................... 403 CID 0811 FMI 12 Quad Gauge Module (No. 1) Failed - Test ................................................................. 403 CID 0812 FMI 02 Quad Gauge Module (No. 2) Incorrect Signal - Test ....................................... 403 CID 0812 FMI 12 Quad Gauge Module (No. 2) Failed - Test ................................................................. 403 CID 0813 FMI 02 Quad Gauge Module (No. 3) Incorrect Signal - Test ....................................... 404 CID 0813 FMI 12 Quad Gauge Module (No. 3) Failed - Test ................................................................. 404 CID 0814 FMI 02 Quad Gauge Module (No. 4) Incorrect Signal - Test ....................................... 404 CID 0814 FMI 12 Quad Gauge Module (No. 4) Failed - Test ................................................................. 404 CID 0815 FMI 02 Message Center Module (No. 1) Incorrect Signal - Test ....................................... 404 CID 0815 FMI 12 Message Center Module (No. 1) Failed - Test ....................................................... 404 CID 0816 FMI 02 Message Center Module (No. 2) Incorrect Signal - Test ....................................... 404 CID 0816 FMI 12 Message Center Module (No. 2) Failed - Test ....................................................... 404 CID 0817 FMI 02 Battery (Internal Backup) Incorrect - Test ................................................................. 405 CID 0817 FMI 12 Battery (Internal Backup) Failed Test ................................................................... 405 CID 0819 FMI 02 Display Data Link Incorrect Test ................................................................... 405 CID 0819 FMI 03 Display Data Link Voltage Above Normal - Test ..................................................... 405 CID 0819 FMI 06 Display Data Link Current Above Normal - Test ..................................................... 406

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CID 0819 FMI 12 Display Data Link Failed Test ................................................................... 406 CID 0820 FMI 02 Keypad Data Link Incorrect Test ................................................................... 406 CID 0820 FMI 03 Keypad Data Link Voltage Above Normal - Test ..................................................... 407 CID 0820 FMI 06 Keypad Data Link Current Above Normal - Test ..................................................... 407 CID 0820 FMI 12 Keypad Data Link Failed Test ................................................................... 408 CID 0821 FMI 03 Display Power Supply Voltage Above Normal - Test ......................................... 408 CID 0821 FMI 06 Display Power Supply Current Above Normal - Test ......................................... 409 CID 0822 FMI 03 Display Backlighting Voltage Above Normal - Test ..................................................... 409 CID 0822 FMI 05 Display Backlighting Current Below Normal - Test ..................................................... 410 CID 0822 FMI 06 Display Backlighting Current Above Normal - Test ..................................................... 410 CID 0823 FMI 03 Lamp (Service) Voltage Above Normal - Test ..................................................... 411 CID 0823 FMI 05 Lamp (Service) Current Below Normal - Test ..................................................... 412 CID 0823 FMI 06 Lamp (Service) Current Above Normal - Test ..................................................... 413 CID 0824 FMI 03 Lamp (Green Payload) Voltage Above Normal - Test ......................................... 414 CID 0824 FMI 05 Lamp (Green Payload) Current Below Normal - Test .......................................... 414 CID 0824 FMI 06 Lamp (Green Payload) Current Above Normal - Test ......................................... 415 CID 0825 FMI 03 Lamp (Red Payload) Voltage Above Normal - Test ..................................................... 416 CID 0825 FMI 05 Lamp (Red Payload) Current Below Normal - Test ..................................................... 417 CID 0825 FMI 06 Lamp (Red Payload) Current Above Normal - Test ..................................................... 418 CID 0826 FMI 03 Temperature Sensor (Torque Converter Oil) Voltage Above Normal - Test ..... 419 CID 0826 FMI 04 Temperature Sensor (Torque Converter Oil) Voltage Below Normal - Test ...... 421 CID 0826 FMI 06 Temperature Sensor (Torque Converter Oil) Current Above Normal - Test ..... 422 CID 0826 FMI 11 Temperature Sensor (Torque Converter Oil) Failure Mode Not Identifiable Test ................................................................... 424 CID 0827 FMI 03 Temperature Sensor (Left Exhaust) Voltage Above Normal - Test ............................. 424 CID 0827 FMI 04 Temperature Sensor (Left Exhaust) Voltage Below Normal - Test ............................. 426 CID 0827 FMI 06 Temperature Sensor (Left Exhaust) Current Above Normal - Test ............................ 427 CID 0827 FMI 08 Temperature Sensor (Left Exhaust) Abnormal Signal - Test ...................................... 428 CID 0828 FMI 03 Temperature Sensor (Right Exhaust) Voltage Above Normal - Test ............. 429 CID 0828 FMI 04 Temperature Sensor (Right Exhaust) Voltage Below Normal - Test .............. 431 CID 0828 FMI 06 Temperature Sensor (Right Exhaust) Current Above Normal - Test ............. 432 CID 0828 FMI 08 Temperature Sensor (Right Exhaust) - Test .................................................. 434

CID 0829 FMI 03 Temperature Sensor (Rear Aftercooler Coolant) Voltage Above Normal Test ................................................................... 435 CID 0829 FMI 04 Temperature Sensor (Rear Aftercooler Coolant) Voltage Below Normal Test ................................................................... 436 CID 0829 FMI 06 Temperature Sensor (Rear Aftercooler Coolant) Current Above Normal Test ................................................................... 437 CID 0830 FMI 03 Temperature Sensor (Front Brake Oil) Voltage Above Normal - Test ...................... 439 CID 0830 FMI 04 Temperature Sensor (Front Brake Oil) Voltage Below Normal - Test ...................... 440 CID 0830 FMI 06 Temperature Sensor (Front Brake Oil) Current Above Normal - Test ...................... 441 CID 0833 FMI 03 Temperature Sensor (Rear Brake Oil) Voltage Above Normal - Test ...................... 442 CID 0833 FMI 04 Temperature Sensor (Rear Brake Oil) Voltage Below Normal - Test ...................... 444 CID 0833 FMI 06 Temperature Sensor (Rear Brake Oil) Current Above Normal - Test ...................... 445 CID 0835 FMI 03 Temperature Sensor (Differential Oil) Voltage Above Normal - Test ...................... 446 CID 0835 FMI 04 Temperature Sensor (Differential Oil) Voltage Below Normal - Test ...................... 447 CID 0835 FMI 06 Temperature Sensor (Differential Oil) Current Above Normal - Test ...................... 449 CID 0838 FMI 02 Pressure Sensor (Left Front Suspension Cylinder) Incorrect Signal - Test .... 450 CID 0838 FMI 03 Pressure Sensor (Left Front Suspension Cylinder) Voltage Above Normal Test ................................................................... 450 CID 0838 FMI 04 Pressure Sensor (Left Front Suspension Cylinder) Voltage Below Normal Test ................................................................... 450 CID 0838 FMI 06 Pressure Sensor (Left Front Suspension Cylinder) Current Above Normal Test ................................................................... 450 CID 0838 FMI 08 Pressure Sensor (Left Front Suspension Cylinder) Abnormal Signal - Test ... 450 CID 0839 FMI 02 Pressure Sensor (Right Front Suspension Cylinder) Incorrect Signal - Test .... 451 CID 0839 FMI 03 Pressure Sensor (Right Front Suspension Cylinder) Voltage Above Normal Test ................................................................... 451 CID 0839 FMI 04 Pressure Sensor (Right Front Suspension Cylinder) Voltage Below Normal Test ................................................................... 451 CID 0839 FMI 06 Pressure Sensor (Right Front Suspension Cylinder) Current Above Normal Test ................................................................... 451 CID 0839 FMI 08 Pressure Sensor (Right Front Suspension Cylinder) Abnormal Signal - Test ... 451 CID 0840 FMI 02 Pressure Sensor (Left Rear Suspension Cylinder) Voltage Above Normal Test ................................................................... 451 CID 0840 FMI 03 Pressure Sensor (Left Rear Suspension Cylinder) Voltage Above Normal Test ................................................................... 452 CID 0840 FMI 04 Pressure Sensor (Left Rear Suspension Cylinder) Voltage Below Normal Test ................................................................... 452

8 Table of Contents

CID 0840 FMI 06 Pressure Sensor (Left Rear Suspension Cylinder) Current Above Normal Test ................................................................... 452 CID 0840 FMI 08 Pressure Sensor (Left Rear Suspension Cylinder) Abnormal Signal - Test ... 452 CID 0841 FMI 02 Pressure Sensor (Right Rear Suspension Cylinder) Incorrect Signal - Test .... 452 CID 0841 FMI 03 Pressure Sensor (Right Rear Suspension Cylinder) Voltage Above Normal Test ................................................................... 452 CID 0841 FMI 04 Pressure Sensor (Right Rear Suspension Cylinder) Voltage Below Normal Test ................................................................... 453 CID 0841 FMI 06 Pressure Sensor (Right Rear Suspension Cylinder) Current Above Normal Test ................................................................... 453 CID 0841 FMI 08 Pressure Sensor (Right Rear Suspension Cylinder) Abnormal Signal - Test ... 453 CID 0849 FMI 03 Pressure Sensor (Air System) Voltage Above Normal - Test ............................. 453 CID 0849 FMI 04 Pressure Sensor (Air System) Voltage Below Normal - Test ............................. 455 CID 0849 FMI 06 Pressure Sensor (Air System) Current Above Normal - Test ............................ 457 CID 0851 FMI 03 Pressure Sensor (Pump Drive) Voltage Above Normal - Test ............................. 458 CID 0851 FMI 04 Pressure Sensor (Pump Drive) Voltage Below Normal - Test ............................. 460 CID 0851 FMI 06 Pressure Sensor (Pump Drive) Current Above Normal - Test ............................ 462 CID 0852 FMI 03 Temperature Sensor (Right Front Brake Oil) Voltage Above Normal - Test ............ 463 CID 0852 FMI 04 Temperature Sensor (Right Front Brake Oil) Voltage Below Normal - Test ............ 465 CID 0852 FMI 06 Temperature Sensor (Right Front Brake Oil) Current Above Normal - Test ............ 466 CID 0853 FMI 03 Temperature Sensor (Left Front Brake Oil) Voltage Above Normal - Test ............ 467 CID 0853 FMI 04 Temperature Sensor (Left Front Brake Oil) Voltage Below Normal - Test ............ 469 CID 0853 FMI 06 Temperature Sensor (Left Front Brake Oil) Current Above Normal - Test ............ 470 CID 0854 FMI 03 Temperature Sensor (Right Rear Brake Oil) Voltage Above Normal - Test ............ 472 CID 0854 FMI 04 Temperature Sensor (Right Rear Brake Oil) Voltage Below Normal - Test ............ 473 CID 0854 FMI 06 Temperature Sensor (Right Rear Brake Oil) Current Above Normal - Test ............ 474 CID 0855 FMI 03 Temperature Sensor (Left Rear Brake Oil) Voltage Above Normal - Test ............ 476 CID 0855 FMI 04 Temperature Sensor (Left Rear Brake Oil) Voltage Below Normal - Test ............ 477 CID 0855 FMI 06 Temperature Sensor (Left Rear Brake Oil) Current Above Normal - Test ............ 478 CID 0890 FMI 09 Telemetry Data Link Abnormal Update - Test ..................................................... 480 CID 1089 FMI 02 Analysis Control Module Incorrect Signal - Test ...................................................... 481 CID 1089 FMI 09 Analysis Control Module Abnormal Update - Test ..................................................... 483

CID 1089 FMI 12 Analysis Control Module Failed Test ................................................................... 484 Alert Indicator - Troubleshoot .............................. 487 Chip Detector - Test ............................................ 490 Lift or Tilt Cylinder Sensor - Troubleshoot ........... 491 Suspension Cylinder Sensor - Troubleshoot ....... 495 Troubleshooting Electrical System Using Abbreviated Procedures ........................................................ 502 Charging System - Test ...................................... 503 Pulse Width Modulated (PWM) Sensor - Test .... 512 Sensor Signal Voltage - Test ............................... 513 Sensor Dynamic Test .......................................... 516 Diode Assembly - Test ........................................ 519 Position Sensor (Lift Arm) - Adjust ...................... 520 Speed Sensor (Engine) - Adjust ......................... 520 Module - Replace ................................................ 521 Battery - Replace ................................................ 521 Cable Connections ............................................. 522 Off-Board Service Tool ........................................ 524 Glossary of Terms ............................................... 535 System Schematic .............................................. 546

Index Section Index ................................................................... 573

9 Systems Operation Section

Systems Operation Section i01306165

General Information SMCS Code: 7601

Illustration 1 Typical Block diagram of the Vital Information Management System (VIMS)

g00480385


Illustration 2

g00511864

Illustration 4

g00480392

VIMS display components.

The VIMS keypad module that is used on the Large Wheel Loaders

(1) Gauge cluster module (2) Speedometer/tachometer module (3) Message center module (4) Alert indicator (5) Data logging indicator (6) Gauges (7) Tachometer (8) Ground speed readout (9) Actual gear indicator (10) Message area (11) Universal gauge (12) Gauge warning area

(13) (14) (15) (16)

“Gauge” Key Key pressed indicator Backward arrow key Forward arrow Key

The Vital Information Management System (VIMS) is a state-of-the-art onboard system with the following features:

• Machine systems are monitored for the operator. • Payload productivity information is measured by

the system and stored in onboard memory. This information can be downloaded later for analysis.

• Abnormal machine conditions and/or incorrect operation of the machine are identified. The diagnosis of these abnormal conditions will allow the operator to modify the operation of the machine in order to correct the problem. The service technician is able to schedule maintenance for the machine if the condition is not related to the operation of the machine.

• Prognostic information that can help predict Illustration 3

g00511863

The VIMS keypad module that is used on the Off-Highway Trucks and the Large Hydraulic Excavators (13) (14) (15) (16)

“Gauge” Key Key pressed indicator Backward arrow key Forward arrow key

potential problems before failures can occur. This allows the maintenance of the machine to be scheduled during the preventive maintenance servicing interval. The components of the typical VIMS are listed here:

• Up to eight interface modules • The main module • VIMS keypad • Display components • Switches • Sensors


• Solenoids

Table 1

VIMS EVENTS

• Warning lamps Data Event(1)

Maintenance Event(2)

• Warning alarms

Filters

Open Sensor Circuits, etc.

Data Links

Temperature

Calibration

All VIMS modules communicate with each other, with other electronic controls on the machine and with systems off the machine through data links. The five VIMS data links are listed here:

Possible Machine Damage Performance (Payload) Location (GPS) (1)

CAT Data Link – This two wire serial data link allows communication between the VIMS modules and other machine control systems. Display Data Link – This four wire data link allows communication between the VIMS main module and all display components except the keypad. Keypad Data Link – This two wire data link allows communication between the VIMS main module and the keypad. RS-232 Data Link (Service Tool) – This three wire serial data link allows communication between the VIMS main module and the service tool (laptop computer). RS-232 Data Link (Broadcast) – This three-wire serial data link allows communication between the VIMS main module and other off-board systems (non service tool). Onboard data can be passed from the machine hands free if a user supplied system such as radio telemetry is connected to this port. This port can be configured by the configuration software on the large wheel loaders as a payload printer port instead. Data The Vital Information Management System uses four types of data. The four types of data are listed here: Sensed – Data is read from the sensors and the switches. The sensors and the switches communicate with the interface modules. Internal – The data is generated within the VIMS main module. The date and time are examples of internal data.

(2)

This term was formerly referred to as a machine event. This term was formerly referred to as a system event.

The operator is alerted to the existence of all abnormal machine conditions by VIMS. All abnormal machine conditions are called data (machine) events. A high engine coolant temperature is an example of a data event. The operator is alerted to problems in the VIMS modules and other electronic modules on the machine. The electronic system failures are called a diagnostic type of maintenance (system) events. The signal voltage of the coolant temperature sensor that is above normal is an example of a maintenance event. Stored VIMS event (data and maintenance) information is used to assist service personnel with machine maintenance and troubleshooting. DATA (MACHINE) events are related to a machine system. The operator needs to RESPOND to this event in most cases. For example, the operator needs to modify operation in order to cool the converter oil temperature when the temperature is too high. When such an event is present, pressing the “F1” key will show more information. The operator is shown additional information on the second line of the message center. During temperature warnings, the “F1” key will cause the display to show the actual temperature of the machine system. MAINTENANCE (SYSTEM) events are related to an electrical system problem that requires a service technician to PERFORM SERVICE or MAKE A REPAIR. When a diagnostic code is present , pressing the “F1” key will display the diagnostic codes for the MID, the CID and the FMI. When a MID for a different system is displayed in place of a MID for VIMS, refer to the applicable Service Manual for that electronic control.

Communicated – The data is received through the CAT data link from other machine systems. For example, the engine speed is received through the CAT data link from the electronic engine control.

Note: Multiple events (data and maintenance) for a single machine condition may occur. The Vital Information Management System can determine if the actual cause of a stored event is due to a faulty component or a true abnormal condition.

Calculated – Data mathematically determined by the VIMS main module. For example, the event duration is calculated and stored in the event list.

Feature Variations

Events


The same VIMS operates on a variety of different machines. All the possible VIMS functions are not performed on every machine. Configuration software is used in order to identify the type of VIMS machine. The configuration software also identifies the available VIMS functions. The number of VIMS modules and the type of VIMS modules may vary in different applications.

Diagnostic information is stored for all maintenance (system) events even if the event is not present at the time of troubleshooting. A lap top personal computer (PC) is used as the VIMS service tool. Refer to the Testing and Adjusting, “Off-Board Service Tool” section for more information.

The quantity of VIMS display components and the type of available indications are listed here:

The occurrence of certain VIMS events and real time machine conditions are recorded in on board VIMS memory. The information is organized into seven categories. This information is used to analyze machine problems and forecast machine problems. The information is typically used at a later date by service technicians or management. The seven categories of information are listed here:

• Quad gauge modules (1) are used in order

to show changing machine conditions. Speedometer/tachometer modules (2) are used to show changing machine conditions. Tachometer gauge (7) shows engine speed (RPM) information. Gauges (6) are used to display information such as temperature, pressure, and level.

• One two-digit gear readout (9) per speedometer/tachometer module shows the actual transmission gear and the direction information.

• One three-digit speed readout (8) per speedometer/tachometer module shows the ground speed information (“[MPH (km/h)]”).

• One alert indicator (4) per message center module shows that an event has been detected and the event is present.

• One data logging indicator (5) per message

center module shows that the data logging function is active. The data logging indicator indicates that the data logger was activated via the keypad.

• One universal gauge (11) per message center

module (3). The value of the parameter that is displayed on message area (10) will be indicated by the universal gauge.

• One message area (10) per message center module. The parameter name, status and operator instructions are information that is displayed on the message area. The type of indications and the quantity of indications that are used in the VIMS display area will vary according to the application. All the indications that are used in the VIMS display area may not be used on every machine. A machine may use one or two of the message center modules. In addition to the above indications, the action lamp and the action alarm indicate the severity (warning category) of a problem. The service indicator lamp alerts the service technician of an event that has occurred. The service indicator lamp indicates that the event is present.

Stored Data

Event List/Summary List – The event list is a record of stored events (what happened and when) that have occurred on the machine. Not all events are stored. The record contains the last 500 events (data or maintenance) that are listed in chronological order. This means that the events are listed in the order of occurrence. The newest events appear at the top of the list. The event list transfers the oldest data into the event summary list when the event list exceeds 500 records. The event summary list is composed of the first five occurrences, the last five occurrences and the worst five occurrences that are recorded for any of the data events. The event summary list is limited to storing only 500 records. Maintenance events can be identified by the diagnostic codes (MID, CID and FMI). All other events are data events. The event list is accessible from the message center or with the service tool. Note: All events that contain the MID, the CID and the FMI information are the diagnostic type of maintenance event. Not all events without the MID, the CID and the FMI information are data events. An example of a maintenance event without diagnostic codes is an open wire in the “hydraulic oil level circuit”. Remember that a “2-wire” switch circuit (open switch) can report a true condition that relates to a parameter. This same “2-wire” switch circuit can indicate a system failure (open wire) but the failure is reported as low hydraulic oil level.


Snapshot (Event Recorder) – The Snapshot (event recorder) stores a segment of history in real time for all parameters (channels) at a one second interval. The snapshot relates to a set of “predefined events”. A snapshot is triggered automatically for a severe event. The snapshot is then stored in memory. The configuration software designates the events that are considered to be severe events. The keypad can be used to initiate a snapshot manually. A snapshot consists of a “flight recording” of all parameters that describe system conditions that happened from five minutes before the event to one minute after the event. This strategy is applied to snapshots that are triggered immediately after key ON. However, a portion of the five minutes of data that occurred prior to the event that triggered this snapshot was actually captured prior to turning the key start switch OFF. This data may have been stored hours or days before the event that triggered the snapshot. The VIMS has the capability of storing two sets of snapshot information. If a snapshot is in the process of being recorded and a second snapshot is triggered the second snapshot is ignored.

• Trend data that is collected during a period less

than one hour when the key start switch is turned to the OFF position is discarded.

• Trend points are the average of each trend that was captured during the past hour. Each trend must meet the conditions that are set for that trend. For example, a boost trend is captured each time that the coolant temperature and the engine load have exceeded the “trap ”conditions. A single trend point for the designated hour is calculated and stored when the measured trends are averaged over one hour. The trend data point or the responsible failure mode identifier are stored according to the guidelines that are listed below: 1. At least one Trend condition was met during at least one continuous hour. 2. FMI 19 conditions not met is stored or the actual FMI that was responsible for the conditions that were not met for the entire store. Trends are accessible only with the service tool.

The snapshot is accessible only with the service tool. Data Logger – The data logger captures all the machine parameters (channels) that are monitored by “VIMS”. The data logger is recorded in real time at “one second intervals”. The operation of the data logger is similar to the snapshot (event recorder). However, the data logger can not be triggered automatically. The manual triggering of the data logger can only be done by the service tool or the keypad. The logger can be started and stopped with a total recording time of 30 minutes. The data logger is accessible only with the service tool. The data logger can be reset by the service tool or the keypad. Note: Truck payload cycle data (time and date) can be used as data logger basic information in place of this data logger. Trends – Trend information consists of the minimums, maximums and averages of parameter data over time. Trend information is viewed with VIMS-PC software. The trend information is displayed as a graph or the trend information is tabulated as columns of data. An example of trend information is the average brake temperature per hour. Trend information is recorded for predefined parameters for each machine. Trend information is recorded under the specified guidelines that are listed here:

• All one hour continuous trends begin when the key start switch is turned to the ON position.

Note: Refer to table 2 for the recommended download information for trends and the recommended reset information for trends. This should help prevent the loss of data or the corruption of data. Machines that were built after June 1996 use the 9.X class of onboard configurations. The 9.X class of onboard configurations will not damage the data. The configuration simply drops off oldest data.


Table 2

Recommended Service Meter Hour Download and Reset Times for Trends On Board Software

(1) (2)

“LWL”

“OHT”

“LHEX”

6.8X

Reset before 500 hours(1)

N/A


7.0X


N/A

N/A

9.0X



N/A

9.3X




9.4X



N/A

9.5X

Reset before 1000

hours(2)

hours(2)

9.6X


Reset before 500


Reset before 3500 hours(2) N/A

The Trends are not correctly time stamped. The “Trend data” will be incorrect if the data is not downloaded and then reset in less than 500 hours. The roll over point is determined by the configuration software. The trends are time stamped while being collected onboard. This ensures that the trend is correct any time that the trends are downloaded. Roll over is determined by the configuration software. At roll over, the oldest Trends are covered up with new trend data.

Cumulative – Cumulative information is the number of occurrences (counts) of specific events. An example of cumulative information is total engine revolutions or total fuel consumption over the life of the machine or component. Cumulative information is recorded for a standard set of parameters. The parameters are defined in the configuration software for each machine. The “9.5X” class of source software uses the “configuration type” in order to determine that a new machine’s software has been flashed into memory. Stored cumulative information is retained during flashing of 9.5X or later classes of source and configuration software. The on board system collects life-time cumulatives with no need to reset. The situations that will cause an automatic resetting of the cumulatives are listed here:

• A new “configuration type” is flashed into the

onboard memory. A VIDS 992G configuration that is replaced by a VIMS 992G configuration is a typical example of changing the configuration type.

Note: The term configuration type describes the system (VIMS or VIDS) and the model of the machine.

• A configuration is loaded with any changes to the methods of calculating and storing cumulative data. The change indicates that a correction has actually been made to the configuration or the VIMS main module has just been installed from a different VIMS application. The new VIMS main module may not recognize the methods of calculating and storing cumulative data that is used by the configuration.

• The VIMS internal backup battery is removed while the disconnect switch is in the OPEN position.

Resetting of cumulatives manually is not required. If the user desires, the cumulatives may be reset manually. The reset process clears all cumulatives. Because there is only one choice, cumulatives can not be reset individually. If a reset of cumulatives is requested, all the cumulatives will be reset. Cumulatives are accessible only with the service tool.


Table 3

Recommended Service Meter Hour Download and Reset Times for Cumulatives On board Software

(1) (2)

“LWL”

“OHT”

“LHEX”

6.8X


N/A

Reset before 750 hours.(1)

7.0X


N/A

N/A

9.0X



N/A

9.3X




9.4X



N/A

necessary.(2)

9.5X

No reset is

9.6X

No reset is necessary.(2)

No reset is

necessary.(2)

No reset is necessary.(2)

No reset is necessary.(2) N/A

Cumulative data will begin to saturate at approximately 1000 hours. This means that a maximum number will be reached and then increase no further. The 9.5X or later on board software allows for the collection of lifetime cumulative records.

Histograms - Histogram information records the history of a parameter since last reset. For example, a histogram of the engine speed would indicate the percentage of time that the engine operated within a defined speed limit (example 0-699, 700-1299, 1300-1699, 1700-2199, 2200-up) and the time interval (example 25 to 475 SMH or 1 January 1996 to 2 February 1996) of the data gathered. Histograms can be used to evaluate the range of operation for a parameter. Histograms are accessible only with the service tool. Table 4

Recommended Service Meter Hour Download and Reset Times for Histograms On Board Software

(1) (2)

“OHT”

“LWL”

“HEX”

6.8X

DO NOT RESET.(1)

N/A

DO NOT RESET (1).

7.0X


N/A

9.0X

Reset before 750

hours(2)

9.3X

Reset before 750

hours(2)

9.4X



N/A

9.5X




9.6X



N/A

N/A

Reset before 750

hours(2)

N/A

Reset before 750

hours(2)


Never Reset, the data will be permanently corrupted. Saturation could occur, meaning a maximum number will be reached and increase no further, between 1000 and 2000 hours for some parameters.

Payload - Payload information is recorded for the off-highway trucks and large wheel loaders, as required. Total payload data is accessible only with the service tool. Basic data is available through the message center by accessing resettable cumulatives.


i01306231

Table 6

VIMS History

VIMS Hardware Part Numbers Version

SMCS Code: 7601

Interface

Battery

2.0

3E-3666 115-0648 118-9636 124-6134

3E-3667 118-9634 123-8164

9X-5402

3.0

130-5131 165-8682

138-1756 144-7172

101-1785

Hardware This manual describes the V2.0 and V3.0 versions of VIMS hardware. The original V2.0 VIMS hardware (main and interface modules) went into production in the third quarter of 1994. In the third quarter of 1996, V3.0 hardware began production. The interface modules have the same physical appearance. Part numbers are the only way to tell the difference. V2.0 main modules have the backup battery holder for stored data on the side of the module. In order to access the battery, a black “knob” needs to be unscrewed. V3.0 main modules have an “egg shaped” cover on the top of the module. In order to gain access to the battery, two screws must be removed. The battery is flat with four pin type contacts on the bottom. An L-shaped tool is required to pry the battery out.

Main

All modules are backward compatible. However, the modules are not usually forward compatible. Refer to the product support group of the business unit for more information. However, 9.X software must be used with V3.0 modules to gain full benefits and features. As an example, a V3.0 main module can be used on a machine that was built with the V2.0 module. This combination of hardware will work. However, not all of the features that are available with the V3.0 hardware will not work.

Software

VIMS onboard features are based on the hardware and the source software. This chart lists the combinations of the production hardware and the software classes.

The VIMS main module is a dedicated computer. The computer is dedicated to the task that is described in this manual. The main module must be loaded with two basic sets of software:

Table 5

• An operating system (similar to MS-DOS on a PC).

VIMS Hardwareand Software Class History Software Class

(1)

Model Usage

Hardware Version

6.X

LHEX/OHT

2.0

7.X

OHT

2.0

8.X(1)

LWL

3.0

9.X

LHEX/LWL

3.0

9.3X

LHEX/LWL/OHT

3.0

9.4X

LWL

3.0

9.5X

OHT/LHEX/LWL

3.0

9.6X

LWL/OHT

3.0

9.62X

LWL/OHT

3.0

8.X was used in a limited field test.

• An application program (similar to a word processing program on a PC)

The operating system software that is required by the main module is called source or source software. This software file may be identified on a PC with the file extension of “src”. Features are determined by the on board class. The version of source software is considered to be generic because the same version of source software will eventually be used for most applications of VIMS. The application program is called a configuration. Configuration software provides the main module with the specific parameters that are used by the machine. Some examples of the information that is provided in the configuration software are listed here: the engine speed which is considered as an overspeed, the system voltage that is considered too low, and the basic guidelines for operator warnings. VIMS Onboard Software Class History


VIMS on board features are based upon hardware and source software. A complete history of the VIMS source software classes (“change levels”) that have been used are listed in Table 7. The 9.X class of software is the focus of this document. The 9.X class of software is also called later software (9.3X, 9.4X, ect.). The source software that was used prior to the 9.X class of source software is called earlier. THE CONFIGURATION SOFTWARE IS DESIGNED TO BE USED WITH A PARTICULAR PART NUMBER OF THE SOURCE SOFTWARE (CLASS) AND THE CONFIGURATION MUST BE USED WITH ONLY THAT PART NUMBER. VIMS Hardware, Software, and Service Tool History Total VIMS features are based upon onboard hardware, onboard software and the VIMS-PC software in the service tool. Table 7 lists the serviceable combinations of the hardware and software. Table 7

Approx. VIMS Source Production Software Class

Software Pt. No.

Model Usage

Hardware Version

VIMS-PC Version

ISB Version

6.X

7/93 9/94

122-4810

LHEX OHT

2.0/3.0

1.2/2.0/2.1/2.2/2.3/2.4

1.0/1.1

7.X

11/95

130-1345

OHT

2.0/3.0

1.2/2.0/2.1/2.2/2.3/2.4

1.0/1.1

8.X(1)

6/95

132-1968

LWL

3.0

2.0/2.1/2.2/2.3/2.4

1.0/1.1

9.X

7/96 3/96

133-4304

LHEX LWL

2.0/3.0

2.0/2.1/2.2/2.3/2.4

1.0/1.1

9.3X

12/96

140-9474

LHEX OHT LWL

2.0/3.0

2.1/2.2/2.3/2.4

1.0/1.1

9.4X

5/97

147-2046

LWL

2.0/3.0

2.3 or later

1.1

9.5X

3/98

151-1293

OHT LHEX LWL

2.0/3.0

2.3 or later

1.2

9.6X

3/99

157-2892

LWL OHT

2.0/3.0

VIMSpc99

N/A(4)

9.62X

12/00

199-6528

LWL OHT

2.0/3.0

VIMSpc99 (V2.0.3)

N/A(4)

(1) (4)

This version of software was used in limited field test only. VIMSpc99 is used to modify VIMS configuration software.


i01351829

Normal Operation SMCS Code: 7601

Illustration 7

g00483761

Message Center Module

Illustration 5

g00302063

Gauge Cluster Module (1) Gauge warning area (2) Pictograph symbol

(9) Alert indicator (10) Data logging indicator (11) Message area (12) Universal gauge (13) Gauge warning area

During normal operation, the VIMS display components provide the operator and the service technician with the information that is listed here:

• The display components indicate whether

the Vital Information Management System is operating properly. Whenever the key start switch is turned to the ON position, some of the VIMS outputs (gauges and message center module) briefly operate. This is a system self-test of the display components. See the Systems Operation, “System Self Test” topic for the complete test of the VIMS outputs.

• The measured value of present system conditions Illustration 6 Speedometer/Tachometer Module (3) (4) (5) (6)

Tachometer Pictograph symbol Ground speed readout Transmission actual gear readout

g00485026

are shown on the display components. The machine systems are continuously monitored. The normal range value of the gauges in the quad gauge module are shown in the central region.

• The display components will indicate whether an abnormal machine system condition (data event) exists. The machine systems are continuously monitored. When an abnormal condition (problem) exists, alert indicator (9) FLASHES. Message area (11) shows the system parameter with the abnormal condition and the value of the parameter. Universal gauge (12) also shows the relative value of the abnormal parameter. The service indicator lamp is turned ON and the event may be stored in the memory of the main module. A problem that is more severe requires the action lamp to FLASH and the action alarm is required to SOUND. See the Systems Operation, “Warning Operation” section.


• The display components will indicate when

a VIMS failure (maintenance event) exists. Continuous checks are made for the existence of electrical failures in the VIMS modules and in the other electronic control modules (engine, transmission, etc) installed on the machine. When the Vital Information Management System detects a diagnostic type of maintenance event (system event), the service indicator lamp is activated. The event is shown on the message area. The event is also stored in the main module memory. See the Systems Operation, “Service Operations” section.

The Vital Information Management System enters the normal mode when the key start switch is turned to the ON position. This is the mode of “normal” operation. The system will enter the normal mode after the installation of valid source software and configuration software. Refer to the Systems Operation, “Main Module” section of this manual for additional information on the modes of operation. i01382740

Service Operations SMCS Code: 7601 Numerous VIMS service operations can be initiated by the operator or a service technician. A unique service program code (SPC) is assigned to each of the service operations. The service program codes are entered through the VIMS keypad module. Entering the service program code starts the corresponding service operation. The service operations are listed in Table 8.


Table 8

VIMS Service Operations Service Operation

Service Program Code

Service Program Code No.

“ATTACH”

288224

“SERV”

7378

Data Logger - Reset

“DLRES”

35737

Data Logger - Start/Stop

“DLOG”

3564

Display Backlighting - Set

“BLT”

258

Display Contrast - Set

“CON”

266

Display Language - Set

“LA”

52

Display Units - Set

UN

86

Event - Configure (9.6X or later)

“ESET”(1)

3738

Events Acknowledged - Show

“EACK”

3225

Event List - Show

“ELIST”

35478

Event Recorder - Start

“EREC”

3732

Events Statistics - Show

“ESTAT”

37828

Lubrication Cycle Times - Set

“LUBSET”

582738

Lubrication Manual - Start

“LUBMAN”

582626

Machine Status - Show

“MSTAT”

67828

Odometer - Set

“ODO”(1)

636

Resettable Totals - Reset (LHEX/OHT)

“RESET”

73738

Resettable Totals - Show (LHEX/OHT)

“TOT”

868

“SVCLIT”

782548

“SVCSET”(1)

782738

“ERSET”(1)

37738

“TEST”

8378

Truck Payload - Calibrate

“PAYCAL”(1)

729225

Truck Payload - Configure

“PAYCONF”(1)

7292663

Attachment Code - Configure Calibration Modes - Enter

Service Lamp - Reset Service Lamp - Set (9.5X or later) Snapshot Trigger- Configure (9.5X or later) System Self Test

(1)

The service tool is required to be connected and communicating with the machine before this SPC is active.

Each service program code is a unique number of one to ten digits that abbreviates this operation. The service program codes have a letter equivalent that describes the service operation. This letter equivalent makes remembering the service program code for each operation easier. The English letter equivalent for each service program code is shown in parentheses. The same service program codes are used regardless of the onboard language. After entering the service program code on the keypad, this request will begin after the “OK” key is pressed. This command must be activated within five seconds of entering the last SPC character. The maximum delay that is allowed between the entry of the SPC characters is five seconds.

i01351847

Attachment Code - Configure SMCS Code: 7601 The following information describes the service program code: 288224 (ATTACH)


This service program allows the operator to configure the attachment code for large wheel loaders and the 5230 (S/N: 7LL99-Up) Large Hydraulic Excavators. The Attachment Code is the software version of the Harness Code. The harness code is a hard wired configuration of jumper wires that ground certain circuits in a harness code plug. The VIMS broadcasts the attachment code via the CAT data link to other electronic control modules on the machine that need this code. Note: Applicable attachment codes are listed on the back of machine Electrical Schematic and in the Operations and Maintenance Manual. After “ATTACH” is entered from the keypad, the operator presses the “OK” key. The message center will show:

i00952599

Calibration Mode - Enter SMCS Code: 7601 The following information describes the service program code: 7378 (SERV) The service program code (SERV) is used to enter the calibration modes and the calibration procedures. The Vital Information Management System’s configuration software defines the calibration modes and the calibration procedures. The arrow keys can be used to scroll through the various calibration modes. The message center will show:

Illustration 10 Illustration 8

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Other calibration display messages are listed here:

The desired attachment code can then be entered from the keypad by entering the desired attachment code. Then press the “OK” key. If a valid attachment code has been entered, the message center will prompt the operator to re-enter the attachment code. The message center will show:

• LIFT ARM SNSR - CAL • IMPL RLF - VARIABLE PUMP • LINKAGE SENSORS - SET • TC PDL POS SENSORS - CAL • TC IMPLR SOL - CAL • TILT ARM SNSR - CAL • IMPL VALVE SOL - CAL

Illustration 9

g00485848

If the same code is entered again, this code will be accepted as the new attachment code. If the same code is not entered at the second prompt, the new attachment code will not be accepted. The old attachment code remains valid. A new attachment code will not be accepted, if an invalid code is entered at either prompt. The old attachment code remains valid. If the “OK” key was pressed at either prompt prior to entering a number, the old attachment code remains valid. Note: The Machine Status (MSTAT) (67828) code can be used to view the present, active attachment code.

• IMPL RLF - FIX PUMP • LEFT PEDAL - CAL • IC HOLD PRES - CAL • REDUCED RIMPULL - CAL Note: If the “[OK]” key is pressed, the message stays on the display for 15 seconds. The message will stay even if the “[OK]” key is pressed again. i00952586

Data Logger - Reset SMCS Code: 7601 The following information describes the service program code: 35737 (DLRES)


This service program code resets the available data logger storage time to 30 minutes. Use the keypad to enter the service code 35737 (DLRES) and press the “OK” key in order to reset the data logger. Resetting the data logger erases any presently stored information. The message area will show:

The information that is shown in illustration 12 is displayed in the message area. The message area will display the remaining storage time prior to starting the data logger. When data logging is in operation a series of dots scroll in the upper right hand corner of the universal gauge. Note: The dots in the upper right corner of the universal gauge scroll only if data logging is started from the keypad. i00952589

Illustration 11

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Display Backlighting - Set SMCS Code: 7601

Note: The Data Logger is the only “downloadable on board file” that can be reset through the keypad (“VIMS-PC software is not needed”). i00952585

Data Logger - Start/Stop SMCS Code: 7601

The following information describes the service program code: 258 (BLT) This service program code allows the backlight intensity of the message area to be changed. After the service program code is entered, the actions that are listed here will occur in the following order:

• The intensity will automatically decrease from the

The following information describes the service program code: 3564 (DLOG) This service program code starts or stops data logging (storage of data) until 30 minutes of information is stored. (If the data logger data is being downloaded from the machine, the data logger can not be started.) The data logger can be started and the data logger can stopped any number of times over any period of time (minutes, hours or days) until the “data logging” time totals 30 minutes and eight seconds. The dots of the data logger indicator are in the upper right hand corner of the universal gauge. The dots of the data logger indicator will stop scrolling when the data logger is no longer recording data. The dots of the data logger do not scroll when the service tool starts the data logger. The remaining storage time of the data logger is shown on the message area for five seconds after entering this SPC on the keypad. The format of the time is shown in “minutes:seconds”. An example is shown here:

original setting to 0%.

• The setting will automatically jump from 0% to 100%. The intensity will then decrease to the original value.

• Pressing the arrow keys will manually scroll through the intensity settings.

As the message area scrolls in intensity, the corresponding percentage of backlight intensity is displayed in the message area. The arrow keys are used in the scrolling procedure in order to select a new backlight intensity setting. Press the “OK” key in order to accept the new setting. Backlight Intensity adjustment requires the use of VIMS V3.0 hardware and 9.X class or later on board software.

Illustration 13

Illustration 12

g00529116

g00485814


i00952590

Display Contrast - Set SMCS Code: 7601 The following information describes the Service Program Code: 266 (CON) This service program code allows the contrast of the message center to be changed. After the service program code is entered, the actions that are listed here will occur in the following order:

• The contrast will automatically decrease from the original setting to 0%.

• The setting will automatically jump from 0% to 100%. The contrast will then decrease to the original value.

• Pressing the arrow keys will manually scroll through the intensity settings. As the message area scrolls in contrast, the corresponding percentage of contrast is displayed in the message area. The arrow keys are used in the scrolling procedure in order to select a new contrast setting. Press the“OK”key in order to accept the new selection. Message center contrast adjustment requires the use of VIMS: V3.0 hardware, 9.X class or later on board software, and the 133-1840 or later VIMS Message Center Module.

The primary language for a given VIMS configuration is the language that will be active after a new upload. English will always be one of the two available onboard languages. i00952587

Display Units - Set SMCS Code: 7601 The following information describes the service program code: 86 (UN) The service program code toggles the data that is shown on the display. The data is toggled between the “English” or “Metric” units of measurement. Data is shown in the selected unit until the other unit is selected. The new setting will remain until the setting is changed by repeating this procedure. The setting will not be changed when the key start switch is in the OFF position. i01306332

Event - Configure SMCS Code: 7601 The following information describes the service program code: 3738 (“ESET”) This service program code is available with the 9.6X class of source software or later. The event - configure (ESET) command allows the service technician to modify a configuration with the Information System Builder software program in order to turn off the functions that are listed here:

• Event Storage Illustration 14

g00485815

• Event Display • Service Lamp

i00952588

Display Language - Set SMCS Code: 7601 The following information describes the service program code: 52 (LA) This service program code toggles the information that is shown on the message area. The information is toggled between the two available languages. Information is shown in the selected language until the other language is selected. This setting may be performed when the key start switch is in the OFF position.

• Broadcast (Radio Telemetry System) Note: The “Event - Configure” command is not available for all events. The parameter must be designated as user configured in the configuration software. Security 1. The service program code only functions while the service tool (VIMS-PC) is connected. 2. After the service tool (VIMS-PC) is disconnected for 30 seconds, this service program code will no longer be active.


Note: This command can only be viewed when VIMS-PC is not connected. Setup 1. Connect the service tool to the machine and establish communications with VIMS-PC. 2. The message center should be in the background mode. background mode displays the following items on the message center: time, date, service hours, and odometer reading (9.3X or later class of on board software). Use the keypad to enter the command “ESET” (3738). Then press the “OK” key. The message center will show the following message:

Illustration 16 (1) (2) (3) (4) (5) (6) (7) (8)

Illustration 15

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3. The service technician can select the desired “ESET” configured event by scrolling through the list of events. The service technician uses the “<” and “>” arrow keys on the keypad in order to scroll. Note: The Master Event Number is a unique number that is assigned to an event. The “Master Event Number” is listed in the “Data Event Report” for a given configuration. The “Master Event Number” is viewed with the Information System Builder software application. This report can be generated by selecting the “data event report option” under the “Navigate Menu” of the Information System Builder software application. The numbers are listed in the “MST EVNT (Master Event)” column of the report.

g00511040

Master event number Event Storage function Event display function Service lamp function Telemetry (broadcast) function Factory default function Status of the function Name of event

4. The service technician can select the desired function from the following list by pressing the corresponding “number” key. The “X” indicates that the function has been enabled. The “-” indicates that the function has been disabled. The definitions of the functions are listed below: Event Storage Function (2) toggles the status of the function from an “X” to a “-” in order to indicate that the function has been disabled (OFF). The Event Display Function (3) toggles the status of the function from an “X” to a “-” in order to indicate that the function has been disabled (OFF). Service Lamp Function (4) toggles the status of the function from an “X” to a “-” in order to indicate that the function has been disabled (OFF). Telemetry (Broadcast)Function (5) toggles the status of the function from an “X” to a “-” in order to indicate that the Telemetry (Broadcast) function has been disabled (OFF). “Factory Default” function (6) toggles the status of the function. The status is either an “X” or a “-”. This is done in order to indicate that the “Factory Default” has been enabled (ON) or that the “Factory Default” has been disabled (OFF). See the Notes.


Note: All configurable events are set to the factory defaults that are designated in the configuration software until the default is changed by performing this procedure. Note: The “ESET” command references the functions as the function has been setup in the configuration. The “ESET” command can turn OFF a function ONLY when the function is turned ON in the configuration software. The “ESET” command will NOT allow a function that is disabled from the factory in the configuration software to be turned ON.

This service program code shows all active events that have been acknowledged by the operator with the keypad.

Illustration 19

g00485490

Procedure i01306319

a. To set the “EVENT DISPLAY” function, press the “2” key. The following message will be displayed on the message center.

Event List - Show SMCS Code: 7601 The following information describes the service program code: 35478 (“ELIST”)

Illustration 17

g00511120

This service program code shows the event list in an abbreviated form. The entries of the event list are displayed: “last event in - first event out”. The “first event out” represents the INACTIVE time of the event. Some events may appear out of order based on the start times of the events. Use the “BACKWARD” and “FORWARD” arrow keys to scroll through the list. The message “END OF LIST” is shown when the oldest event in the list is reached.

• This list contains only inactive EVENTS. An Illustration 18

g00552273

b. The “>” arrow key is used to toggle the status (“ON or OFF”) of the “EVENT DISPLAY”. Press the “OK” key in order to accept the change. The message center will then display the current “Master Event Number message”. Refer to illustration 18. If the “X” is selected then the message center will display the event. If the “-” is selected the message center will NOT display the event. Use this procedure to modify the functions that are listed here: EVENT STORAGE, SERVICE LAMP, and RADIO TELEMETRY SYSTEM (BROADCAST).

inactive event has a defined “start time and end time”. Active events will not appear in this list.

• While the “ELIST” is displayed, any new event that becomes inactive will be added to the beginning of the “ELIST”. The new entry to the “ELIST” may be viewed by pressing the backward arrow key in order to move to the beginning of the new “ELIST”. Data (Machine) Events The following information is shown in the VIMS message area for each data (machine) event in the event list:

• The name of the parameter • The status of the parameter (“LO”, “HI”, etc.)

i00952454

Event Acknowledged - Show SMCS Code: 7601 The following information describes the service program code: 3225 (EACK)

• Service meter reading at the start of the event. • The event duration • The warning category An example of a machine event with sensor information is shown here:


Illustration 20

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An example of a data event with switch information is shown here:

Illustration 21

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245.2 is the service meter reading at the start of the event. 000:04:13 is the duration of the event in HHH:MM:SS format. The 2 that follows the “event duration” represents the warning category 2. Press the “F1” key while you view a data event. This function will replace the information that is shown on the second line of the message area. The new information that is shown contains information about the maximum values that were measured for the parameter such as “2266 RPM” or “LO (switch)”. Pressing the “OK” key puts the message center back into the previous mode. See the Systems Operation, “Keypad” topic for additional information. Pressing the “OK” key puts the message center back into the original mode. Maintenance/Diagnostic (System) Events The following information is shown in the VIMS message area for each system event in the event list.

• The name of the parameter

Illustration 22

g00551525

245.2 is the service meter reading at the start of the event. 000:04:13 is the duration of the event in HHH:MM:SS format. The “2” is the warning category. When you view a diagnostic event, press the “F1” key in order to replace the information that is shown on the second line of the message area. The information in the message area is replaced with the “MID-CID-FMI”. The message center can be returned to the original mode by pressing the “OK” key. The FORWARD and BACKWARD arrow keys are used to scroll through the event list. See the Systems Operation, “Keypad” topic for additional information. i00952461

Event Recorder - Start SMCS Code: 7601 The following information describes the service program code: 3732 (EREC) This service program code manually latches a snapshot that stores all parameter values for the previous five minutes and the following one minute. Each machine has the capability of storing two sets of snapshot information. Automatic latching is determined by the specified event. The event is specified in the configuration software and/or the event is enabled with the “ERSET” command. When a manual snapshot is started, one of the following three messages will be shown on the message area.

• The status of the parameter (ERR, etc.) • Service meter reading at the start of the event. • The event duration • The event category An example of a maintenance type of service event with information about the sensor:

Illustration 23

g00485808

The above message indicates that the request was accepted and the snapshot is latched.


i01372780

Lubrication Interval - Set SMCS Code: 7601 The following information describes the service program code: 582738 (LUBSET) Illustration 24

g00485809

The above message indicates that the request was denied. The request was denied because the memory was not available.

This service program code is used to set the time between each lubrication and the duration of each lubrication. The duration of lubrication for individual machines are listed here.

• The duration of lubrication for off-highway trucks

is adjustable from 30 to 120 seconds. The factory default is 75 seconds.

• The duration of lubrication for large hydraulic

Illustration 25

g00485810

excavators is adjustable from 90 to 120 seconds. The factory default for 9.5X configuration and later VIMS software is 90 seconds. The factory default was fixed at 75 seconds in the VIMS software that was released prior to 9.5X.

The above message indicates that the request was denied. The request was denied because the previous snapshot was still in the storage process.

• The duration of lubrication for large wheel

The Operations Manual contains an explanation of the five minute snapshot. See the Operation Manual, JERD2136, “VIMS User Procedure Manual”.

When this code is entered the display will first show:

loaders is set for 60 seconds. The duration is not adjustable.

i00952456

Event Statistics - Show SMCS Code: 7601 The following information describes the service program code: 37828 (ESTAT) This service program code shows the number of maintenance events and data events since the main module memory was last cleared of all events (event list). An example is shown here:

Illustration 27

g00485800

Use the arrow keys to adjust the time of the lubrication intraval. This is the time in minutes between the automatic lubrication interval.

• The time interval for the off-highway trucks is adjustable from 5 to 120 minutes. The factory default setting is 60 minutes.

• The time interval for the excavators is adjustable

from 5 to 30 minutes. The factory default setting is 10 minutes (9.5Xor later configuration software).

Illustration 26

g00485803

• The time interval for the wheel loaders is adjustable from 5 to 15 minutes. The factory default setting is 15 minutes. After the proper time is set press the “OK” key. Use the arrow keys to adjust the lubrication duration time. After the proper time is set press the “OK” key. The message center will now show:


The following message will be shown:

Illustration 28

g00549540

Illustration 29

Press the “OK” key again to exit LUBSET. Off Highway Trucks – The elapsed time (minutes) between each of the lubrication intervals is counted only when the ground speed is greater than 2.0 mph. Idle time under the shovel will not be counted against the next lubrication interval.

g00485801

i01306305

Machine Status - Show SMCS Code: 7601

Lubrication will continue for the programmed duration, once the lubrication has begun.

The following information describes the Service program code: 67828 (“MSTAT”)

Large Hydraulic Excavators – The elapsed time (minutes) between the “lubrication interval” is counted only when the speed of the engine is operating at a speed that is greater than 1400 rpm. If engine speed decreases to less than 1400 rpm during a lubrication, lubrication (duration) stops and the “lube pending” state is begun. The lubrication (duration) is reset at this time to the full programmed period. The default duration is 90 minutes.

Note: All screens are English only.

When the engine speed returns to a value that is greater than 1400 rpm, the lubrication process restarts. The period of lubrication duration begins again.

• The version of the experimental source software

Large Wheel Loaders – The elapsed time (minutes) between each of the lubrication intervals is counted only when the engine speed is greater than 1000 rpm.

This service program code is used to view various sections of the machine status. The message area will show:

• The version of the source software • The version of the configuration software that is installed for factory development Note: The “change level” of the production software (source software and the configuration software) is always zero. The version number of the configuration software is changed when the configuration is revised by Information System Builder (ISB).

Lubrication will continue for the programmed duration, once the lubrication has begun. i00952453

Lubrication Manual - Start SMCS Code: 7601 The following information describes the service program code: 582626 (LUBMAN) This service program code is used to manually start lubrication. This operation overrides the OFF time set under the service program code of Lubrication Cycle Time (LUBSET). The duration of lubrication is the length of time that was programmed during “Autolube Cycle Time”.

Illustration 30

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Pressing the “>” key will allow other aspects of the machine status to be displayed in the following order. The machine status and corresponding message area display are shown here:

• The CAT part number and the Hardware Version (Main Module)


Attachment codes are used on large wheel loaders. Attachment codes are also used on the 5230 7LL99-Up Excavators. The attachment code will be “00” for most applications.

Illustration 31

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Illustration 36

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• Choice of Language Illustration 32

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• Model Number This message will display the model number of the machine. Illustration 37

g00485842

• Configuration Type This message will display “VIMS” or “VIDS”:

Illustration 33

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• Serial Number (Product Identification Number) Illustration 38

g00485843

• Operator ID

Illustration 34

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The Operator ID will be used with all stored onboard information. The Operator ID may be up to 7 characters (numbers and letters) in length.

• Equipment Number Note: The Equipment Number is assigned by the customer.

Illustration 39

g00485844

i00952596

Illustration 35

• Attachment Code

g00485840

Odometer - Set SMCS Code: 7601 The following information describes the service program code: 636 (ODO)


This service program code allows the service technician to alter the reading of the machine odometer. The following list describes aspects of this service program code: Security 1. This service program code will only function if the service tool (“VIMS-PC”) is connected. 2. If the service tool (“VIMS-PC”) becomes disconnected for 30 seconds or longer, this command will no longer be allowed to change the setting of the odometer . The following message is shown on the message area after “ODO” (636) and “OK” are entered from the keypad.

i00952598

Resettable Totals - Reset SMCS Code: 7601 The following information describes the service program code: 73738 (RESET) This service program code is applicable to all resettable totals in the off-highway trucks and the large hydraulic excavators. Enter the following service code: 73738 (“RESET”). Press the “OK” key in order to clear all the totals. Press the “OK” key again in order to return the message area to the previous mode. The RESET service program code is active only while the service program code TOT is being viewed. i00952595

Resettable Totals - Show SMCS Code: 7601 Illustration 40

g00553642

The desired setting of the machine odometer can be entered from the keypad.

Large Hydraulic Excavators The following information describes the service program code: 868 (TOT) This service program code allows the operator to view the following information:

• TRAVEL TIME • FUEL USED Illustration 41

g00553644

The operator can then reset all resettable totals since the last reset. The message area will show:

Press the “OK” key in order to accept the setting. The following list contains the functions of the Input keys: OK – This command accepts the setting of the machine odometer. F2 – This command cancels the operation without changing the present setting. Left Arrow – This command deletes the last character or characters that were entered.

Illustration 42

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Off-Highway Trucks The following information describes the service program code: 868 (TOT)


This service program code allows the operator to view information. The operator can then reset the information of the total payload activity since the last reset. Refer to the Systems Operation, “TPS Service Operation” section of this manual for the procedure to show resettable totals. i01306355

Service Lamp - Reset

• The key start switch is turned to the OFF position and then back to the ON position.

• Events that are associated with the reset

procedure that are still active at the time that you turn the key start switch to the OFF position.

• Events that are still active when the key start switch is turned back to the ON position.

• There are no additional active events since the “SVCLIT” reset procedure.

SMCS Code: 7601 The following information describes the service program code: 782548 (“SVCLIT”) This service program code turns OFF the service indicator lamp for most active events (data or maintenance) that are presently shown on the display area.

With source software prior to 9.X, the service indicator lamp will turn ON again when the key start switch is turned to the OFF position and then back to the ON position. This is true provided that the “reset events” are still active. i00955778

Note: Not all active events can be acknowledged.

Service Lamp - Set

First, all of the active events must be turned OFF via the keypad. Enter the “EACK” command in order to show all the acknowledged events. Use the arrow keys in order to scroll through the event list. A “#” sign is located at the right of the display beside the warning category. The “#” sign indicates that the service indicator lamp is illuminated for the displayed event.

SMCS Code: 7601 The following information describes the service program code: 782738 (SVCSET) This service program code allows the service technician to choose the display mode that controls the service lamp. The service lamp setting can be selected for the entire system. This includes completely turning OFF the service lamp. Note: This feature is a characteristic of the 9.5X and later class of on board software. Security

Illustration 43

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The number 2 represents the category of event. Use the keypad to enter “SVCLIT”. Press the “OK” key in order to turn off the lamp. The “#” sign will disappear. The service indicator lamp will turn OFF after this procedure has been completed for ALL active events.

1. This service program code only functions while the service tool (VIMS-PC) is connected. 2. After the service tool (VIMS-PC) is disconnected for 30 seconds, this service program code will no longer be active. The service technician may choose from any of the five display modes of the service lamp: 1. 1-2 SNAPSHOTS FULL: The possible actions of the service lamp for this mode are listed below after either one or both of the snapshots are stored:

• The service lamp flashes at ten minutes Illustration 44

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With the 9.X and later classes of onboard software, the service indicator lamp will stay OFF under the following conditions:

intervals: “two seconds on and two seconds off”. The sequence repeats ten times when the memory of snapshot No. 1 is full.

• The service lamp flashes at five minute intervals: “four seconds on and two seconds off”. The sequence repeats ten times when the memory of both snapshots are full.


• The service lamp is illuminated steadily when any event is present.

• The service lamp will flash at an interval: “one second on/one second off”. The service lamp will flash when an event that could cause damage to the machine is detected.

2. 2 SNAPSHOTS FULL: The possible actions of the service lamp for this mode are listed below only after the second snapshot is stored:

5. “NEVER ON”: The service lamp is disabled in this mode for all cases. The service lamp will never illuminate. Note: “Snapshot” is a new term that has replaced “Event Recorder”. Snapshot data that is collected by the on board system is viewed with VIMS-PC. Files with “.evr, ev1, ev2, etc.” extensions are the snapshot files. VIMS-PC uses these files in order to display snapshot data. Procedure

• The service lamp flashes at five minute

intervals: “four seconds on and two seconds off”. This sequence is repeated ten times. The sequence is then repeated after a five minute pause.

• The service lamp is illuminated steadily when any event is present.

• The service lamp will flash: “one second on

and one second off”. The service lamp will flash when an event that could cause damage to the machine is detected.

Note: This service program code is in a “view only mode” when VIMS-PC is not connected. 1. Connect the service tool (“VIMS-PC”) to the RS-232 connector. The message center should be in the background mode. The following items should be displayed on the message center: time, date, and service hours. Enter the SVCSET (782738) command via the keypad. The message center will show:

Note: The operator does not receive a notification in this mode if the memory for snapshot “No. 1” is full. 3. NO SNAPSHOT NOTICE: The possible actions of the service lamp in this mode are listed below:

• There is no indication of the number of snapshots that are stored in memory.

• The service lamp is illuminated steadily when an event is present.

• The service lamp will flash at an interval: “one second on and one second off”. The service lamp will flash when an event that could cause damage to the machine is detected. Note: The operator does not receive a notification in this mode if the memory for either snapshot is full.

Illustration 45

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Note: The display first shows the present setting. The default setting is displayed on the message center when a new source has been loaded or a new configuration has been loaded. The previous example reflects the default setting of “1.1-2 SNAPSHOT FULL”. 2. The arrow keys are used to move through the list of available settings. The “OK” key selects the desired setting.

4. DAMAGE EVENTS ONLY: The possible actions of the service lamp for this mode are listed below:

• The service lamp will flash at an interval: “one second on and one second off”. The service lamp will flash when any event that could cause damage to the machine is detected.

Illustration 46

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Press the right arrow key in order to advance to next setting.

• There is no indication regarding other events. Note: The operator does not receive a notification in this mode if the memory for either snapshot is full.


• The user selects a new setting with VIMS-PC.

The service tool (VIMS-PC) must be connected to the machine.

The following table summarizes the service lamp behavior in the five lamp setting modes.

Illustration 47

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Illustration 48

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Illustration 49

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Note: If the right arrow key is pressed again the list remains at the last setting. Press the left arrow key in order to move back through the settings. 3. Press the “OK” key in order to accept the setting when the desired “Service Lamp Setting” is displayed on the message center. The option that was selected is now the new service lamp mode.

Illustration 50

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Note: The setting of the service lamp is set to option 4. The title of option 4 is “DAMAGE EVENTS ONLY”. This setting will be used for all operations until one of the following events occur:

• New source software is loaded. • New configuration software is loaded. • The backup battery is replaced while the disconnect switch is in the OFF position.


Table 9

Service Lamp Behavior “Choice No.”

Lamp Setting Mode

“Damage Event”

“Active Event”

“2nd Snapsot Full”

“1st Snapshot Full”

1

“1-2 Snapshot Full”

Flashing

ON

“Flashes Every Five Minutes ”

“Flashes Every 10 Minutes”

2

“2 Snapshots Full”

Flashing

ON

“Flashes Every Five Minutes ”

OFF

3

“No Snapshot Notice”

Flashing

ON

OFF

OFF

4

“Damage Events Only”

Flashing

OFF

OFF

OFF

5

“Never On”

OFF

OFF

OFF

OFF

i00956097

Snapshot Trigger - Configure SMCS Code: 7601 The following information describes the service program code: 37738 (ERSET) This feature is a characteristic of the 9.5X or later class of on board software. This snapshot trigger (“or event recorder trigger”) allows the service technician to enter an event in order to program an “autotriggered” snapshot. This snapshot will be in addition to the snapshots that are already programmed into the configuration. The configured snapshot will remain active until the snapshot is cancelled by entering a different selection. The selection can be also cleared by reinstalling the configuration software. Security

Connect “VIMS-PC” to the machine. The message center should be in the background mode. This means that the following items should be displayed on the message center: time, date, service hours, and the odometer reading. Use the keypad in order to enter the command “ERSET” (37738). Then press “OK”. If a previous trigger has been set, the message center will show the following text in order to indicate the event that had been previously selected.

Illustration 51

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The message will then alternate to the “confirmation mode”.

1. This service program code only functions while the service tool (“VIMS-PC”) is connected. 2. After the service tool (“VIMS-PC”) is disconnected for 30 seconds, the service program code will no longer be allowed to change. Note: This command may only be viewed when the service tool is not connected to the machine. No changes will be allowed.

Illustration 52

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When a trigger has not been defined, the following message is shown on the message center:

Procedure: Service Tool Connection

Illustration 53

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These messages will alternate at three second intervals. Press the “OK” key in order to exit the menu with no changes. Press the “right arrow” key in order to enter the snapshot trigger select mode. Procedure to Program Illustration 56

The “entry mode display” always begins with the trigger that was entered last. The “entry mode” is blank, if no “trigger event” was originally set. Data that was input incorrectly can be corrected in the “edit mode”. A “blinking cursor” indicates the “input position” for the data within the “entry field”.

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The left arrow key will back up the cursor in order to remove the “last digit” that was entered. The extra “5” that is shown in illustration 55 was erased with the left arrow key.

The following display is the “starting entry screen” with no “event trigger” set:

Illustration 57

Illustration 54

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The following display is the “starting entry screen” with a previously set “event trigger”:

Illustration 55

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The “Master Event trigger number” is entered from the keypad in the “entry mode”. Use the left arrow key in order to erase incorrect entries and press the “OK” key in order to set the trigger. Note: The Master Event Number ID is a unique number that is assigned to each event. The Master Event Number is listed in the “Data Event Report” for a given configuration. The Master Event Number is viewed with the “Information System Builder software application”. This report can be generated by selecting the “data event report option” under the “Navigate Menu” of the “Information System Builder software application”. The numbers are listed in the “MST EVNT (Master Event)” column of the report.

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Press the “OK” key in order to set the “trigger event” when the number is correct. The “confirmation” message is displayed when the trigger has been set. The display will then show the name and the “status message” for the selected event. This is done in order to confirm the choice.

Illustration 58

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The display will return to the “confirmation mode”. This allows the user to confirm the present entry or a new “trigger event” may be entered. The “event trigger” in this example is set to “Master Event 25” (“ENG COOL TEMP HI”). The setting is retained in “battery backed onboard memory”. This setting will be used for all operations until one of the following events occur:

• New source software is flashed. • New configuration software is flashed. • The backup battery is replaced. • The user selects a new trigger event or different

trigger event. VIMS-PC must be connected to the machine before any changes can be made.


If an “undefined” number has been entered, any existing setting will be cleared and the following message will be displayed for three seconds prior to returning to the “confirmation” mode.

When “VIMS-PC” is disconnected during the “event ID” entry, this service program code is terminated. If “VIMS-PC” is disconnected during the “confirmation” prompt, the setting is not affected. If the prompt indicated “TRIGGER NOT SET”, then no trigger is set. The trigger will be set if VIMS was verifying the “event ID”. i00951757

Illustration 59

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System Self Test SMCS Code: 7601-532

When the “OK” key is pressed with a zero or the field is left blank, the following message will be displayed for three seconds prior to returning to the “confirmation” mode.

Illustration 60

The following information describes the service program code: 8378 (TEST)

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The message in illustration 61 is shown when no trigger has been set. The message will be displayed for any of the situations that are listed here: Illustration 62

• No trigger was originally set.

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VIMS Display Components

• The “event ID (Master Event Number)” that was entered was zero.

• An invalid “event ID (Master Event Number)” was entered.

• The “OK” key is pressed with a blank input line.

Illustration 61

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At this point, the trigger is not set. The service technician must press the “OK” key in order to confirm the desired setting.

Disconnecting “VIMS-PC”

(1) Gauge cluster module. (2) Speedometer/tachometer module. (3) Message center module. (4) Alert indicator. (5) Data logging indicator. (6) Gauges. (7) Tachometer. (8) Ground speed readout. (9) Transmission actual gear readout. (10) Message area. (11) Universal gauge. (12) Gauge warning area.

This service program code causes a self test of the outputs of VIMS. The outputs for the VIMS are listed here: display modules, the action lamp, service lamp, and the action alarm. This test is also initiated when the key start switch is turned from the OFF to the ON position. The length of time for a self test is approximately six seconds. This test will not prevent the operator from cranking and starting the engine. However, allowing the self-test to run completely is recommended prior to cranking the engine.


Note: The only situation that can cause an internal calibration of the gauges (6) and the tachometer (7) is a Key ON self test. The Key ON self test is initiated by turning the key start switch from the OFF position to ON position. When the key start switch is turned ON the gauge indicators (6) and the tachometer indicator (7) jump to the mid-scale position. The gauges will then sweep to zero. The gauges are now ready for the system test to begin. Note: A better description of the self test is available for the serviced machine. Refer to the Operation and Maintenance Manual. The following items are indications of the system test.

Illustration 64

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• Tachometer indicator (7) drops to zero from the

present engine speed and the indicator sweeps to full scale. After the indicator reaches full scale, the tachometer indicator (7) returns to the present engine speed.

• Ground speed readout (8) turns ON every

• Alert indicator (4) FLASHES.

segment of the readout. The readout looks like 188.

• Data logging indicator (5) scrolls. • Universal gauge (11) sweeps from zero (left) to

full scale (right). The gauge sweeps back to the actual condition of the machine for the selected parameter or the parameter that is associated with an “active event”.

• Transmission gear readout (9) turns ON every segment of the readout.

• The action lamp illuminates. • The action alarm turns ON and OFF as if a “category 3 warning” is present.

• Gauge warning area (12) at each end of the universal gauge is turned ON.

• Gauge indicators (6) drop from the present

• Message area (10) illuminates every dot on the readout. Self test with the key ON shows the following items: the part number of the source software, the part number of the configuration software, and the version of configuration hardware. The following example is for early systems:

S – Source

reading to near zero. The indicators then sweep to full scale. The indicators return to the values that were shown prior to the test.

• “MPH” indicator and “KM/H” indicator turn ON. • The background mode shows the time of day and the machine hours are shown on the message area if there are no active events. The payload data is shown instead of the background display during the payload cycle.

C – Configuration

• The payload lamps flash (OHT)

H – Hardware

• The service lamp will flash. The following example is a message center display prior to the 9.X class of on board software.

Illustration 63

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• The following example is for later systems (9.X or later class of on board software):

Illustration 65

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The following example is a message center display for a off highway truck (9.3X or later class of on board software).


Refer to the Systems Operation, “TPS Service Operation” section of this manual for the truck payload calibration procedure. i00951345

Truck Payload - Configure Illustration 66

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• The following display is shown on the message area if the VIMS main module has a missing source software and/or configuration software:

Note: These messages are the result of “limited mode operation”. Refer to the Systems Operation, “Main Module” section of this manual. The following message center display is for the V2.0 hardware.

SMCS Code: 7494; 7601 The following information describes the need for the service program code: 7292663 (PAYCONF) This service program code configures the truck payload monitoring system for maximum machine payload (weight) and the last pass indicator (ON/OFF). Note: The PAYCONF service program code is not applicable to large hydraulic excavators or large wheel loaders. Refer to the Systems Operation, “TPS Service Operation” section of this manual for the truck payload configuration procedure.

Illustration 67

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The following message center display is for the V3.0 hardware. The display includes a full category 3 warning.

Illustration 68

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Truck Payload - Calibrate SMCS Code: 7494; 7601 The following information describes the need for using the service program code: 729225 (PAYCAL) Payload calibration is necessary when one or more of the following items are replaced: VIMS backup battery (“only if the disconnect switch is in the OPEN position”), VIMS main module, source software (“prior to 9.5X or later class of on board software”), configuration software (“prior to 9.5X or later class of on board software”), suspension cylinders, and suspension cylinder pressure sensors.


i01306360

Warning Operation SMCS Code: 7601 Table 10

WARNING OPERATION Warning Indications Warning Category

“Alert Indicator Flashes ”(3)

1

X

2

X

X

(4)

2-S

X

X

(4)

X

3

X

X

(4)

X

(1) (2) (3) (4) (5) (6)

“Action Lamp Flashes”(4)

(1)

“Action Alarm Sounds ”

“Operator Action Required”

“Possible Result ”(2)

No immediate action is required. The system needs attention soon.

No harmful effects or no damaging effects.

Change machine operation or perform maintenance to the system.

Severe damage to components can occur.

(5)

Immediately change the machine operation.

Severe damage to machine components

(6)

Immediately perform a safe engine shutdown.

Injury to the operator or severe damage to components can occur.

The active warning indications are marked with an X. This is the possible result, if the operator takes no action. The alert indicator flashes at a 10 Hz rate. The action lamp will flash at a 1 Hz rate (1 second ON, 1 second Off). Steady The action alarm sounds at a 1 Hz rate (1 second ON, 1 second Off).

Illustration 69

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Illustration 70

Gauge Cluster Module

Speedometer/Tachometer Module

(1) Gauge warning area (2) Pictograph symbol

(3) (4) (5) (6)

Tachometer Pictograph symbol for engine speed Ground speed readout Readout of the actual Transmission gear

g00485026


• The action alarm is SOUNDED. The action alarm is ON for one second and OFF for one second during a category 3. The action alarm is ON continuously for category 2-S.

Note: More than one input is required in order to activate some warning indications . The warning indications that are activated will be determined by the main module.

Illustration 71

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Message Center Module (7) Alert indicator. (8) Data logging indicator. (9) Message area. (10) Universal gauge (11) Gauge warning area

The operator will be warned of immediate problems with a machine system or impending problems with a machine system by VIMS. Warning operations are activated when the VIMS module detects a problem with a signal. The problem signal reflects an abnormal condition of the machine (machine events). Warning operations are also activated when the VIMS module detects a problem with the control system (system event). Switches, sensors, and other electronic control modules send electronic signals to the VIMS modules. The problem signals are listed here:

• When a condition exceeds the trip point of the switch, the switch opens.

• When a condition exceeds the trip point of the switch, the switch closes.

• Any abnormal sensor signal that is detected by the main module The main module analyzes the problem signals. The main module then notifies the operator by activating the appropriate warning indications on the display components. The warning indications are listed here:

• FLASHING of the alert indicator on the message center. (The alert indicator flashes approximately ten times per second.)

• The action lamp FLASHES. (The action lamp is ON for one second and OFF for one second.)

Data events and maintenance events are classified into multiple warning categories. There are four warning categories that are shown to the operator. The categories are based on the severity of the problem and this dictates the response that is required by the operator. Warning category 1 represents the least severe problem and warning category 3 represents the most severe problem. The warning categories are identified for the operator according to the combination of warning indications that are active. Refer to table 10 for additional information on Warning Operations. When multiple events are present, the message area will scroll through all the events in three second intervals. When a category 3 event is active, scrolling through the category 1 and 2 events is not permitted. The warning category of an event may be raised to a higher warning category automatically. Event duration is used in order to determine if a change in the category is necessary. An example of an event that would require a category change: The warning category 2 for the transmission lube temperature (off-highway truck) changes to a warning category 3 after 150 seconds. When a category 1 or category 2 event occurs, the operator may acknowledge the event. The operator acknowledges the events by pressing the “OK” key on the keypad. The following information is recorded in the event list for each event:

• The time of occurrence • The number of times that an event is acknowledged by the operator. After an event is acknowledged, the warning indications may disappear for a specified time period. The warning indications will reappear for an event that is still active after the time period elapses. These warnings may be acknowledged again.


The Category 2-S is a conventional Category 2 with a continuous action alarm. A Category 2 that is considered to be a severe condition will cause a category 2-S to be logged. A Category 2 instructs the operator to change the operation of the machine in order to correct the condition that is responsible for the warning. The operator is instructed to IMMEDIATELY change operation of the machine that relates to certain Category 2-S events. Note: Most category 3 events cannot be acknowledged by the operator. i00999255

Loader Payload System (LPS) General Information SMCS Code: 7494; 7601

Illustration 72 Block Diagram of the VIMS Loader Payload System

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The VIMS Loader Payload System (VIMS/LPS) is used on the large wheel loaders. The Loader Payload System is a subsystem of the standard VIMS. The keypad is used by the operator to interface with the system. The message center provides a visual display of payload system menus and functions. The main module receives lift cylinder pressure information over the CAT data link. The main module receives lift cylinder position information over the CAT data link. Additional hardware is a “Payload Store” button and an optional printer in the cab. The VIMS/LPS configurations are flashed to the onboard system from the service tool through a standard VIMS RS-232 interface. The standard VIMS RS-232 off board systems interface will also be used to download machine productivity information to the Service Tool (laptop computer) for later analysis. Note: The printer and broadcast interfaces share an output from the VIMS main module. This one output will have both a printer and broadcast port. Information System Builder is used to configure this port in the VIMS configuration software. Only one of the functions will be active, because both functions cannot be supported simultaneously. Reference the following publications for more information on the Loader Payload System:

• System Operation, RENR2517, “Large Wheel Loader VIMS Payload Users Manual”

• VIMS User Procedures Manual , JERD2136 • 992G, 994, and 994D Wheel Loader Operation and Maintenance Manuals

i00999364

LPS Menu Functions Summary

(Table 11, contd)

“F1/MENU” “1” “2”

Enter a new blast number.

“F1/MENU ” “1” “3”

Enter a new target truck weight.

“F1/MENU” “1” “4”

Enter a new truck counter value.

“F1/MENU” “1” “5”

Enter a new operator.

“F1/MENU” “1” “ 6”

This command allows the operator to toggle the payload horn ON and OFF via the keypad.

“F1/MENU” “2”

“Reweighs the current bucket load. ”

“F1/MENU” “3”

“Selects the display mode of the message center. ”

“F1/MENU ” “4”

View/print productivity report information

“F1/MENU” “5” “0”

“Executes a list viewer in order to check the calibration information.(Date,Time and etc.)”

“F1/MENU ” “5” “1”

“Executes a mode to check the weigh range.”

“F1/MENU ” “5” “2”

“Executes a mode to set the weigh range.”

“F1/MENU” “5” “3”

Enter a carryback weight.

“F1/MENU ” “5” “4”

Enter a calibration weight.

“F1/MENU” “5” “5”

“Executes a calibration mode for a new or revised calibration.”

“F1/MENU” “5” “6”

Enter the bucket volume.

“F1/MENU” “6”

“Executes a sub-menu used to turn Loader Payload ON or OFF.”

“STORE”

“Permanently stores truck/cycle/delay information for download, later.”

“F3/DELAY”

“Allows the selection of a new loader delay code.”

“F2/CLEAR”

“Clears the last non stored bucket load from memory.”

“GAUGE”

“Sets the virtual gauge to view a VIMS parameters.”

“ID”

Enter an operator ID.

SMCS Code: 7494; 7601 The following table is a summary of the VIMS/LPS supported functions. The keypad command is listed in the first column. The second column is a brief description. Table 11

Command

Description

“F1/Menu” “0”

Enter a new truck ID.

“F1/MENU” “1” “0”

Enter a new material.

“F1/MENU” “1” “1”

Enter a new load site. (continued)


i00999497

LPS Calibration SMCS Code: 7494; 7601 The calibration functions are accessed through the VIMS/LPS menus. The calibration functions are grouped under a single sub-menu. This allows the operator to perform the following tasks:

The calibration information is shown as a scrollable list of items on the message center. The contents of the list are displayed one value at a time. The description of each item is shown on the first line. The present value is shown on the second line. Message center displays of calibration information are shown below.

• Check the calibration weight of the present calibration.

• Check the carryback weight in the present calibration.

• Check the date of the last modification.

Illustration 73

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Press the “>” key.

• Set the present weigh range. • Check the present weigh range. Pressures are sampled over a portion of the lift arc in order to calculate a payload weight.

• Enter the present carryback weight value or modify the present carryback weight value. Illustration 74

• Enter the present calibration weight value or modify the present calibration weight value.

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• Start a new calibration. This calibration completely replaces any previous calibrations.

• Enter the present bucket volume value or modify the present bucket volume value.

Check Calibration Information Access to the calibration information is gained through the VIMS/LPS menus.

Illustration 75

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The Check Calibration Information function allows the operator to check five pieces of information about the currently active calibration.

• The date and time of the last complete calibration was performed.

• The present calibration weight.

Illustration 76

• The date and time of the last modification to the


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calibration weight.

• The present carryback weight. • The date and time of the last modification to the carryback weight. Performing a complete calibration also requires modifying the calibration values and the present carryback weight value. The values of the date/time clock stamp are reset with the same information.

Illustration 77

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To view the first item again, press the “>” key. Note: The format of the time/date information is listed here: HH:MM – Hours:Minutes MM:DD:YY – Month/Day/Year Illustration 79

Check the Weigh Range Access to the check weigh range function is gained through the VIMS/LPS menus. The weighing range of the lift arc is adjustable. The operator can check the present weigh range setting. The operator can check the location of the lift arm relative to the present weigh range. All of the values are displayed as percentages in the range from 0 percent “bucket on the ground” to 100 percent “bucket at max lift”.

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The operator presses the “0” key in order to adjust the top of the weigh range or the operator presses the “1” key in order to adjust the bottom of the weigh range. Press the “OK” in order to return to the calibration menu. After choosing to adjust the top of the weigh range, the following three alternating message screens are displayed:

For example, the weighing range is currently set between 30 percent and 80 percent. The lift arm angle is currently at 65 percent. The message center shows the following information:

Illustration 78

Illustration 80

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Illustration 81

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Illustration 82

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The “LIFT POS” percentage on the second line is updated automatically as the lift arm is moved. Pressing the “OK” key will return the message center to the calibration sub-menu.

Set the Weigh Range Access to the set weigh range function is gained through the VIMS/LPS menus. The weighing range of the lift arc is adjustable. If necessary, the operator can modify the present weigh range. The lift height is measured as a percentage in the range from 0 percent “bucket on the ground” to 100 percent “bucket at max lift”. The weigh range sub-menu gives the operator a choice of two options. The operator can choose to adjust the weigh range top or the operator can adjust the weigh range bottom:

The “LIFT POS” percentage on the second line is updated automatically as the lift arm is moved. The weigh range bottom adjustment procedure is identical with one exception. The word “TOP” is replaced by the word “BTM” in the messages. Press the “F2” key in order to return to the weigh range menu without any changes. Press the “OK” key in order to accept the new top/bottom weigh range. The system determines if the value is acceptable. The new weighing range will be temporarily displayed as percentages:


Few limitations are placed on setting the weigh range. The person that adjusts the range setting must understand the possible effects of an improper setup. The weighing range must be set to an area of smooth operation in order to be effective.

Illustration 83

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Three rules govern the modification of the weigh range: 1. The top of the weigh range must fall between 50 and 80 percent. 2. The bottom of the weigh range must fall between 30 percent and 60 percent. 3. The difference between the weight range top and weight range bottom must be at least 20 percent. The weigh range must conform to the rules or one of three error messages are temporarily displayed after pressing the “OK” key:

Illustration 84

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Illustration 85

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Illustration 86

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Setting the range too low – The system may cause excessive reweigh indications. The system weighing accuracy may be degraded. Material breakout and rapid reverse transmission shifting to forward transmission shifting may cause the problem. Setting the range too high – Setting the weigh point at the maximum lift high causes excessive reweigh indication. Setting a narrow range – A narrow range limits the number of pressure sensor samples. Limited sample readings reduce the accuracy of the system.

Enter the Carryback Weight Carryback weight is a weight correction value that is subtracted from each subsequent bucket weight in order to account for material which is stuck in the bucket. Carryback material is weighed and the carryback is never placed into the truck. For example, if the load in the bucket was 30 tons and the carryback weight was currently set to two tons, the calculated bucket weight would be 28 tons. Note: The carryback weight cannot cause the calculated bucket weight to be a negative value. If the carryback weight were set to 10 tons and a weight of 6 tons were weighed, the calculated bucket weight would be zero tons. The value cannot be minus four tons. Access to the enter carryback weight function is gained through the VIMS/LPS menus. At the beginning of the enter carryback weight function, the operator is shown three alternating help messages that describe the function of the carryback weight value:

Illustration 87

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Illustration 88

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To exit the weigh range sub-menu, the operator must set the range to a value that does not violate any of the three rules. The operator may cancel the mode with no changes by pressing “F2”.


Enter the Calibration Weight

Illustration 89

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The help messages display four times or the operator can stop the messages by pressing the “OK” key. A two line menu display appears after the help messages:

Illustration 90

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Press the “0” key in order to proceed with the calibration. To exit the VIMS/LPS menu mode, press the “1” key. To return to the calibration menu, press the “OK” key. Proceeding with the change prompts the operator to enter a new carryback weight:

The calibration weight is the weight of material in the bucket during the last calibration. The calibration weight is merely used as a multiplier. The load in the bucket during calibration relates mathematically to the calculated bucket weight and the displayed bucket weights. For example, increasing the present calibration weight by 10 percent increases all subsequent weight calculations by 10 percent and decreasing the present calibration weight by 10 percent decreases all subsequent weight calculations. The mathematical relationship makes fine tuning of the payload system possible. For example, the operator loads a truck with 110 tons of material “verified on a scale”. However, VIMS/LPS measures the truck weight as only 100 tons. This may be caused by an improper calibration. The measurement can be corrected by making the calibration weight 10 percent heavier. For example, the present calibration weight is 20 tons. Increase the calibration weight by 10 percent up to 22.0 tons. This will apply the desired correction. Access to the enter calibration weight mode is entered through the VIMS/LPS menus. A two line menu is displayed after selection of enter calibration weight:


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g00512112

The operator uses the standard LPS method for entering data to input the new carryback weight. The new carryback weight value is subtracted from all future calculations of the bucket weight.

Press the “0” key in order to proceed with the calibration. To exit the VIMS/LPS menu mode, press the “1” key. To return to the calibration menu, press the “OK” key. Proceeding with the change prompts the operator to enter a new cailbration weight:

Note: The value of the present carryback weight and the date/time of the last modification can be viewed on the message center. Refer to the System Operations, “Check the Calibration Information” section of this manual for details about viewing data. Illustration 93

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The operator uses the standard LPS method for entering data to input the new calibration weight. The new calibration weight value is used for all future calculations of thebucket weight.


Note: The value of the present calibration weight and the date/time of the last modification can be viewed on the message center. Refer to the System Operations, “Check the Calibration Information” section of this manual for details about viewing data.

Press the “5” key for the “START NEW CALIB”:

Start a New Calibration VIMS/LPS requires calibration before accurate payload measurements can be made. Calibration involves lifting the empty bucket several times and lifting a calibration weight several times. Calibration instructions for the operator are displayed on the message center. The calibration can be broken into seven overall steps. The steps define seven pieces of information to VIMS/LPS:

Illustration 95

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Press the “0” key for the “START NEW CALB” sub-menu:

1. Define the lift range of the boom. 2. Empty bucket “10 point lift” 3. Empty bucket “continuous lift”.

Illustration 96

4. Enter the calibration weight.

1. Defining the Lift Range of the Boom

5. Loaded bucket “10 point lift”

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The following position points will be defined in Step 1:

6. Loaded bucket “continuous lift”

• Upper position of the boom during normal

7. Velocity compensation “5 lifts”

operation

Although the calibrated weight is not needed until Step 4 the calibrated weight should be readily available. Turning OFF the machine in the middle of the calibration routine cancels the calibration. The operator must start the calibration from the beginning, if the machine is shut OFF. The system will return to using the values from the previously completed calibration. There is no need to have a known calibration weight while the initial calibration is performed. However, the calibration weight will need to be measured after the initial calibration is completed. The measured weight of the calibration weight will need to be entered through the “update calibration menu” or inaccurate payloads will result. Press the “F1” key in order to bring up the payload menu. Use the “>” key to scroll forward through the menu items. Press the “5” key for the “CALIBRATE PAYLOAD” menu.

• Lower position of the boom during normal operation

The position points are used to determine a smaller range. The smaller range is defined as the lift zone. The initial calibration actually starts at this point. a. The calibration should begin with an empty bucket. The operator is instructed to empty the bucket of all materials. Then press the “OK” key.

Illustration 97

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b. The VIMS/LPS needs to verify the 0 percent “bucket on the ground” and 100 percent “bucket at max lift” points. The operator is instructed to lift the arm to the highest point in order to obtain the information. Then press the “OK” key. Illustration 94

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Illustration 98

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c. The operator is then instructed to lower the lift arm to the ground. Then press the “OK” key.

Illustration 102

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d. Steps 2.a through 2.d will be repeated ten times at ten different lift heights. 3. Empty Bucket “Continuous Lift” In Step 3, a collection of empty bucket pressure samples are taken over the full lift in order to calculate the empty bucket lifting calibration curve.

Illustration 99

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a. The operator is instructed to lower the bucket fully to the ground:

2. Empty Bucket “10 Point Lift” During Step 2, the VIMS LPS collects data at 10 stationary empty bucket pressure position points that are required in order to calculate the empty bucket stationary calibration curve. The operator is asked to tilt the bucket back. The operator is then asked to slowly lift the bucket. The system will ask the operator to stop the bucket at ten different points. The procedure is listed here: a. The operator is instructed to tilt the bucket back fully:

Illustration 103

b. The operator is then instructed to tilt the bucket back fully:


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b. Next, the operator is instructed to raise the bucket slowly:

Illustration 101

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c. Next, the operator is instructed to lift the load. The operator is then instructed to pull back the lift lever fully until the “STOP LIFTING” message appears. The procedure is listed here:

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c. The operator will be instructed to stop lifting:

Illustration 105

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d. Maintain engine RPM at high idle. Throttle lock may be used to set the speed. Lift the load smoothly. Pull back the lift lever fully:

Table 12

Approximate Calibration Pipe Weights Model

Illustration 106

Diameter and Length

Weight

992G

“1.83 m Ø × 3.05 m (6 ft Ø × 10 ft)”

“18704 kg (41235 lb) 20.6 Ton”

994 994D

“1.83 Ø × 3.05 m (6 ft Ø × 16 ft)”

“28150 kg (62060 lb) 31 Ton”

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e. Stop lifting when the “STOP LIFTING” message appears. Note: Stop BEFORE the lift arm hits the physical stops.


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Refer to the Approximate Calibration Weight Table for dimensions. (A)Diameter. (B)Length

f. Repeat Steps 3.a through 3.e until the following message is displayed:

Illustration 108

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4. Enter the Value Of the Calibrated Weight. In Step 4, the calibration weight is required to be in the bucket. The calibration weight may be fabricated from a concrete or a steel tube of the specified diameter for the given model and filled with concrete. The calibration weight must be weighed on a certified scale in order to determine the exact weight. Alternately, a load of dirt or rock of unknown weight may be used for the calibration.

Illustration 110

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Removing the calibration weight from the holder

a. The operator is instructed to load the calibration weight. Then press the “[OK]” key.

Illustration 111 Calibration weight in the bucket

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Illustration 112

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b. VIMS/LPS will ask the operator if the calibration weight is known or unknown.

Illustration 113

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Illustration 115

c. When the value of the calibration weight is known the operator presses the “0” key. The operator uses the “Enter Calibration Weight” function in order to enter the known calibration weight value. In this example, the operator enters the value 217. Then press the “OK” key.

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Note: The VIMS/LPS calibration will be unaffected if an unknown calibration weight is used. 5. Loaded Bucket “10 Point Lift ” In Step 5, VIMS LPS will sample ten stationary pressure position points in order to calculate the loaded bucket calibration curve. a. The operator is asked to tilt the bucket back fully:

Illustration 114

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d. If the calibration weight value is unknown the operator presses the “1” key. A value of 20 English tons is assumed as the calibration weight. The operator is instructed to weigh the calibration load after the calibration is complete. The “Enter Calibration Weight” function is then used in order to enter the correct value of the calibration weight. A series of messages are used to inform the operator. The messages are repeated four times. The operator can also stop the messages by pressing the “OK” key. The messages are listed here:

Illustration 116

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b. The operator is then instructed to slowly raise the bucket:

Illustration 117

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c. The system will instruct the operator to stop lifting:


Illustration 118

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d. Steps 5.a through 5.c will be repeated ten times.

Illustration 122

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e. Stop lifting when the “STOP LIFTING” message appears. Note: Stop BEFORE the lift arm hits the physical stops.

6. Loaded Bucket “Continuous Lift” In Step 6, VIMS/LPS collects bucket pressures samples over the full lift in order to calculate the loaded bucket lifting calibration curve. a. The operator is instructed to lower the bucket fully to the ground:

Illustration 123

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f. Repeat Step 6.a through Step 6.e until the following message is displayed.

Illustration 119

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b. The operator is then instructed to tilt the bucket back fully:

Illustration 124

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7. Velocity Compensation “5 lifts”

Illustration 120

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c. Next, the operator is instructed to lift the load. Then pull back the lift lever fully until the “STOP LIFTING” message appears. The load lift is repeated in order to ensure consistency. The process is listed here:

Illustration 121

In Step 7, the lifting velocity compensation calibration curve is calculated. The operator is instructed to perform five additional loaded lifts. The loaded lifts are performed at the following engine speeds: 1650 RPM, 1550 RPM, 1450 RPM, 1350 RPM, and 1250 RPM. Again, throttle lock may be used to set the engine speed. a. The operator is instructed to lower the bucket fully to the ground:

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Illustration 125

d. Maintain engine RPM at high idle. Lift the load smoothly. The operator is then instructed to pull back the lift lever fully.

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b. Next, the operator is instructed to lift the load. The operator is then instructed to pull the lift lever fully until the “STOP LIFTING” message appears. In order to ensure consistency, the loaded lift is repeated. The process is listed here:

The following message will be shown on the message center after completing the five loaded lifts.

Illustration 130

Illustration 126

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c. Maintain the engine RPM at the specified value. lift the load smoothly. The operator is then instructed to pull back the lift lever fully.

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The calibration is now complete. The previous calibration has been replaced. The carryback weight is set to zero. The date/time stamps under the “Check Calibration Info” function are all set to the present time. The VIMS/LPS calibration sub-menu is displayed on the message center. Recalibration should not be required for 6 to 12 months. Recalibration is required when one of the following events occurs:

• Replacement of the VIMS main module Illustration 127

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• A position sensor is adjusted.

d. Stop lifting when the “STOP LIFTING” message appears. Note: Stop BEFORE the lift arm hits the physical stops.

• A position sensor is replaced. • A lift cylinder pressure sensor is replaced. • Replacement of the bucket • Replacement of the lift arms

Illustration 128

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e. Repeat Step 7.a through Step 7.d until the following message is displayed.

Illustration 129

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f. Repeat Step 7. Using the five previously stated engine speeds.


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Truck Payload System (TPS) General Information SMCS Code: 7494; 7601

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Illustration 131 Block Diagram of the VIMS Off Highway Truck Payload System

The Truck Payload System is a subsystem of the Vital Information Management System (VIMS). The Truck Payload System performs the functions that are listed below:

The data that is stored by the Truck Payload System for each payload cycle is listed below:

• Calculate payload information.

• Start time of the cycle

• Store payload information.

• Start date of the cycle

• Display payload information.

• Payload weight


Note: This data serves as a continuous data logger. The data can often be used to indicate the truck’s operation when a data logger file does not exist. This provides the information that is listed below:

• Loading time • Empty time • Loaded time • Loaded travel time

Whenever the “physical configuration” of the truck has been changed, the manual calibration procedure that represents an empty truck must be used. The replacement of the suspension cylinders is an example of a condition that would require the manual calibration procedure. “Automatic recalibration” of an empty truck occurs when an empty truck has stopped in order to compensate for a condition that affects the empty weight of the truck. Conditions that can affect the empty weight of a truck are listed here: carryback and the amount of fuel that is on board.

• Empty travel distance • Loaded travel distance

Some parameters can be modified with the service tool in order to support a wide range of machine configurations.

Onboard memory can store information from 2400 payload cycles (“9.0X or later classes of onboard software and 1200 cycles with onboard software prior to 9.0X”). The onboard payload data can be downloaded to the service tool with VIMS-PC for further analysis. After a successful download, the onboard payload data can be reset.

Information such as “total number of loads hauled” and “total weight hauled” can be displayed on the message center. The totals can be reset by the operator via the keypad. Resetting the totals prior to “shift change” is an example of this function.

Payload weight data can also be broadcast via a user supplied radio telemetry system. If telemetry has been enabled, the calculated payload weight will be broadcast under the following conditions:

• Each detected loader pass • A truck has travelled “loaded” for a distance that is greater than .16 km (0.1 miles) .

• Information about the complete cycle is also available to broadcast at the end of the “payload cycle”. Present load cycle information is displayed on the message center. The calculated payload weight is displayed automatically during loading. The operator is instructed via the message center to perform one of the following actions that is listed here:

• Continue loading loading the truck. (The loader operator should apply additional loader passes.)

• The truck is fully loaded. The operator can access various payload parameters via the “gauge” key on the keypad at any time during the load cycle. Payload status lamps provide feedback to the loader operator during the loading operation. The lamps indicate whether loading should continue, or that the truck is fully loaded. The payload status lamps tend to minimize the amount of under-loading and overloading that is done in the truck fleet.

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TPS Component Function SMCS Code: 7494; 7601 The VIMS Truck Payload System is composed of the following components. A functional description is included for each component. VIMS Main Module – The VIMS main module is the brain of the Truck Payload System. All computing and storage of the cycle data takes place in the VIMS main module. Message Center Module – The Truck Payload System uses the message center to display the calculated weight of the payload. Text messages on the message center tell the truck operator when the target payload weight has been reached. Keypad Module – The keypad is the operator interface with VIMS. The operator can perform the following VIMS Truck Payload System functions with the keypad:

• Change the display units. The payload information can be displayed in English units or Metric units.

• Modify the target payload weight of the truck. • Turn ON the last pass indication. • Turn OFF the last pass indication.


• Enter an operator identification number or a pit identifier of the load.

• Calibrate the system. • Clear resettable totals. VIMS Interface Modules – The VIMS interface modules receive input signals and processes input signals from the four suspension cylinder pressure sensors. The interface module converts the payload signals into a digital equivalent value. The interface module then passes the information to the VIMS main module. The VIMS main module uses the information in the Truck Payload System. Suspension Cylinder Pressure Sensors – The four suspension cylinder pressure sensors converts the payload into a signal that is proportional to weight. This signal is then passed to the interface modules. Payload Status Lamps – The payload status lamps are located on both sides of the truck. The payload status lamps show the loader operator when the target payload weight has been reached. The VIMS Truck Payload System allows the operator to configure the payload status lamps to indicate the last pass. The payload status lamps will illuminate the following colors.

• A green lamp signals the “loading tool” to

External Payload Display – The external payload display is a 356 mm × 686 mm (14 inch × 27 inch) screen. The external payload display is mounted on the side of the truck. The external payload display provides the operator of the loading tool with the measured weight of the material that is currently in the body of the truck. The payload information is displayed in 254 mm (10 inch) red digital numbers. There are three configurations of the external payload display that are available. These configurations are listed below:

• Dual Displays (right hand and left hand displays) • Right Display (right hand display) • Left Display (left hand display) The external payload display receives data through the VIMS broadcast (system telemetry) port. There are two modes of operation. The modes of operation are listed below: Single Mode – This mode is for machines that are not equipped with a radio telemetry system. Passive Mode – This mode is for machines that are equipped with a radio telemetry system. This mode allows the display to access data for the payload weight without interfering with the operation of the radio telemetry system.

continue loading the truck.

• A flashing red lamp tells the “loader operator”

that one additional pass is required to load the truck to capacity.

• A steady red lamp signals that the target payload weight has been reached.

Transmission Control Module – The transmission control module converts the following conditions into a digital equivalent value: body position, ground speed, transmission gear, and parking brake. The transmission control module then passes the information to the VIMS main module over the CAT data link for use by the VIMS payload system. Engine Control Module – The engine control module calculates fuel flow. The control converts this data into a digital equivalent value. The engine control module then passes the information to the VIMS main module over the CAT data link for use by the VIMS payload system. i01488297

TPS On-Board Features SMCS Code: 7494; 7601 1. Calculate payload cycle information and store the payload cycle information. a. “Time stamp”: The “Date/time” that marks the start of the payload cycle.

Illustration 132

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b. “Payload”: The weight of the material that is being moved


c. “Loading Time”: The amount of time that is required to load the truck

a. Set the maximum payload weight. b. Turn on/off last pass indicators.

d. “Loading Time”: The amount of time that is required to load the truck e. “Stopped Empty Time”: The “total time” that is recorded for a truck that is “stopped while empty”during the payload cycle f. “Traveling Empty Time”: The “total time” that is recorded for a truck that is “travelling while empty”during the payload cycle g. “Travel Empty Distance”: The “total distance” travelled by the truck while the truck was empty. h. “Stopped Loaded Time”: This is the time that is recorded when a truck with a full load is not moving during the payload cycle.

c. Turn on the Maximum Payload Speed Manager. Turn off the Maximum Payload Speed Manager. d. Set the event limits for the Road Analysis Control (RAC). 6. Display payload information on the message center as the truck is being loaded. a. Payload weight b. Loading status messages 7. Display loading status information with the payload status lamps as the truck is being loaded.

i. “Traveling Loaded Time”: This is the time that is recorded when a truck with a full load is moving during the payload cycle.

a. Loading

j. “Transmission Shifts”: This is the total number of transmission shifts “up or down” that were made during the payload cycle.

c. Fully loaded

k. “Fuel Used”: This is the total fuel that is used during the payload cycle. l. “Operator ID”: This is the identification number of the operator that had dumped the load for that payload cycle. The operator must enter this number into the VIMS via the VIMS keypad module. 2. Calculate resettable totals and store resettable totals.

b. Last pass

8. The following payload information is made available to broadcast: a. Loader pass count b. Last pass indicator c. Cycle data 9. Calculate the parameters (per payload cycle) and then display the parameters that are listed here: a. Payload weight

a. The total number of loads that were hauled since the last reset b. The total weight that was hauled since the last reset c. Total travel distance since the last reset d. Total travel time since the last reset 3. Provide a way to download onboard information to the off-board system for analysis. 4. Provide a way to calibrate the system via the VIMS keypad module. 5. Provide a way to configure the system to specific requirements of the user.

b. Payload status (“travelling, empty, etc.”) c. Haul distance. 10. Automatically adjust for the weight of an empty truck as operating conditions change. a. Fuel level b. Carryback that is in the body of the truck or carryback that is stuck to the underside of the machine 11. Detect incorrect suspension cylinder charge (collapse) and cause an appropriate event.


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TPS Off-Board Features SMCS Code: 7494; 7601 The features that are listed here take place with VIMSpc99. 1. Provide a way to download the data that is stored in the onboard system. 2. Provide a way to calibrate the onboard system. 3. Provide a way to view “payload related information” in real time. 4. Provide a way to later analyze the data that is downloaded from the onboard system: a. VIMSpc99

4. When all of the loader passes have been applied, the truck pulls away from the loading area. When the truck reaches the speed of 5 km/h (2 mph) or travels 0.16 km (0.1 miles) the truck is considered to be in the “travelling loaded state”. 5. As the truck reaches the “dumping area” the truck may need to wait because the “dumping area” may be blocked by other trucks that are dumping loads. The truck is considered to be “stopped loaded” during this time. The “dumping area” will eventually be clear. The truck will then be positioned for dumping. The truck is again considered to be “travelling loaded” during this positioning. The truck is considered to be in the “dumping state” when the body is raised in order to start dumping. The truck stays in the “dumping state” until the truck body is completely lowered. During this phase of the “dumping cycle”, the VIMS considers the truck to be “stopped loaded”.

b. VIMS Supervisor

6. Once the body is lowered the present payload cycle ends and a new cycle begins.

c. Data may be exported to a commercial spreadsheet of the user’s choice.

Basic Loading and Weighing

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TPS Normal Operation SMCS Code: 7494; 7601

General Description of the Payload Cycle A new payload cycle starts when the truck finishes dumping the previous payload and the body is fully down. 1. After the previous payload has been dumped the truck travels back to the loading area. The truck is considered to be “travelling empty” during this time. The truck may need to wait if the “loading area” is blocked by other trucks that are being loaded. The truck is considered to be “stopped empty” in this case. When the loader is ready, the truck is positioned under the loader. The truck is still considered to be “travelling empty” during this positioning. 2. The truck is considered to be in the “Loading state” after the truck has come to a complete stop under the loader and the first load hits the body. The truck remains in the “Loading state” until the truck has shifted into second gear. 3. The loader will begin loading material onto the truck. As the loader passes are applied, the truck continues to be in the “loading state”.

Calculating the weight of the payload begins as material is being loaded onto the truck. The truck must be ready to load for the weighing process to begin. The following conditions must be met in order to provide optimum accuracy:

• The minimum weight of the loader pass must be greater than 10 tons.

• The truck must not be moving. • The transmission should be in neutral. • Setting the parking brake is recommended. The message center will be in the background mode and the external payload status lamps are off. The external payload display (if equipped) will display the current payload weight. When the loader dumps the first pass onto the truck body, the suspension cylinder pressure increases sharply. The sharp increase in pressure starts the “loading state”. The following information is shown on the message center which replaces the background mode:

• A payload weight of zero • The status of “LOADING” The external payload status lamps signal the loader operator with a green light to continue loading.


Illustration 133

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The pressure within the suspension cylinders is not stable for a few seconds after the loader pass. The suspension cylinders are still recoiling from the sudden application of a large mass. After the pressure in the suspension cylinders has stabilized, the first pass weight is calculated. The pass weight is then displayed on the message center. The message is shown below. The external payload status lamps continue to signal the loader operator with a green light.

If the last pass indicator is enabled the VIMS Truck Payload System calculates a running total of the weight for all passes. The red payload status lampsbegin to flash in order to warn the loader operator when the system has determined that one additional pass will result in a payload of at least 95 percent of the target payload. This is the present payload weight plus the weight of the most recent pass. The following message is shown on the message center:

Illustration 136

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Note: NNN.N represents the present payload weight. After the final loader pass (the last pass) has been completed, the red payload status lamps are turned ON solid in order to inform the loader operator that the present payload weight is greater than 95% of the target payload weight. The following message is shown on the message center: Illustration 134

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Note: NNN.N represent the present payload weight. With each additional loader pass, more material is loaded onto the truck. This causes the suspension cylinder pressures to increase sharply. Each sharp increase in suspension cylinder pressure adds another loader pass. The pressure within the suspension cylinders must stabilize before the calculation of the payload weight is completed. The new payload weight is displayed on the message center. This message is shown below.

Illustration 137

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Note: NNN.N represents a value that is greater than 95% of the target payload weight that was programmed into VIMS with the service program code PAYCONF. When the truck begins to travel away from the loading site after being loaded the following message is shown on the message center:

Illustration 135

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Note: NNN.N represent the present payload weight.

Illustration 138

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Note: NNN.N represents the last calculated payload weight.


The payload measurement system measures the weight of the load again once the truck has exited the load site. The measurement is made when the truck has shifted into second gear. The payload information automatically disappears from the message center after the load has been measured. The message center then returns to the background mode. This indicates that the “loading state” is complete. The truck is now “travelling loaded”.

Automatic Payload Communication When the VIMS RS-232 Broadcast port is connected to a telemetry system, the VIMS Truck Payload System will send the payload weight via wireless communications to an off-board site. The payload weight is sent at the following key points in the payload cycle:

• Immediately after the VIMS has successfully

Automatic Calibration Adjustment Whenever the truck is “stopped empty” the VIMS truck Payload System will automatically adjust the calibration. The calibration is adjusted for weight variations such as fuel load and carryback weight that may affect accuracy. The Carryback weight includes any material that is stuck to the body and under the body. The amount of adjustment that can take place is limited to a relatively small range around the original calibration value that was established with the service program code PAYCAL.

Collapsed Suspension Cylinder Detection Whenever the truck is “travelling empty” at a speed less than 12 km/h (7 mph) the system will continuously monitor the suspension cylinder pressure. The front and rear suspension cylinders are monitored in pairs. An event is displayed when the pair of suspension cylinders do not respond to the changes in pressure equally for an accumulated time of two minutes. The event indicates that the suspension cylinder may be charged incorrectly or the suspension cylinder is collapsed. For example, when the VIMS detects a problem with the left front suspension cylinder, the following message is shown:

weighed each loader pass. This is true only if the last pass indicator is on.

• Immediately after the VIMS has estimated the weight of each loader pass.

• The truck travels in the loaded state for a distance that is greater than .16 km (0.1 miles) or the truck has shifted to “2nd” gear.

• Immediately after the truck has finished the loading cycle.

Off-Board Communication The payload information is stored in the VIMS electronic control module during operation of the truck. The payload information that is stored in the on board memory can be analyzed after the information is downloaded. The process of moving data from the onboard memory to the off-board service tool is called downloading. A service tool (laptop computer) that is running the VIMSpc99 off-board software is used in order to download the payload information. The service tool is connected to the onboard system via a RS-232 service port. The downloaded payload information can be analyzed with the VIMSpc99 off-board software. Note: Refer to the VIMSpc99 User Manual, FEBJ0047 for additional information on the VIMSpc99 off-board software.

Illustration 139

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Press the “F1” key for more information. For example, the second line of the message center will display additional diagnostic information:

While the service tool is connected to the onboard system, VIMSpc99 can display payload information in real-time. Payload information such as payload weight, suspension cylinder pressures, payload status and more can be displayed at the same time. The payload information is updated once per second. Additionally, VIMSpc99 can be used to initiate a calibration (the service program code PAYCAL) of the VIMS Truck Payload System while the service tool is connected.

Illustration 140

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i01382827

TPS Service Operation SMCS Code: 7494; 7601

The following information describes the service program code 729225 (PAYCAL). The PAYCAL service program code uses the following procedure in order to calibrate the VIMS Truck Payload System: 1. Ensure that the truck body is empty. Carryback will affect payload measurement.

Payload Calibration The payload system must be calibrated if the “VIMS-PC” software is used to assign a new serial number to the main module. The payload system must also be calibrated after the replacement of the VIMS backup battery (disconnect switch open), the VIMS main module, the interface module, the suspension cylinders, the suspension cylinder pressure sensors, etc. Security 1. This service program code only functions while the service tool (VIMSpc99) is connected.

2. Operate the empty truck to a minimum ground speed of four mph on hard level ground. 3. Move the transmission gear selector to the neutral position and allow the truck to coast to a stop. DO NOT use the service brakes or the retarder. 4. Manually calibrate the payload system by entering the service program code 729225 (PAYCAL). One of the following two messages will now show on the message area:

2. After the service tool (VIMSpc99) is disconnected for 30 seconds, this service program code will no longer be active. Calibrate the pre-9.5X onboard software after replacing the VIMS main module software. The 9.5X and/or later onboard software will alert the user through the message center if the software loses the calibration data for any reason. The following message display is shown on the message center.

Illustration 141

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Press the “F1” key in order to access additional information.

Illustration 143

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If the above message is shown, put the truck back into service.

Illustration 144

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If the above message is shown, repeat the procedure again. Begin at Step 1. Make sure that the ground speed is at a minimum of four mph. DO NOT use the service brakes and/or the retarder.

Payload Configuration The following information describes the service program code: 7292663 (PAYCONF) Illustration 142

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The VIMS Truck Payload System will not operate until a successful payload calibration has been completed.

The service program code 7292663 (PAYCONF) is used in order to configure the maximum weight of the truck payload and the last pass indicator. Security 1. This service program code only functions while the service tool (VIMSpc99) is connected.


2. After the service tool (VIMSpc99) is disconnected for 30 seconds, this service program code will no longer be active.

This service program code 868 (TOT) allows the operator to view information. The service program code allows the operator to reset the total payload activity information since the last reset.

Procedure Procedure 1. Stop the truck and verify that the body is empty. Then, enter 7292663 (PAYCONF) and press the “OK” key. The message area will show the target payload weight.

1. Enter the service program code 868. Press the “OK” key. The message area will show:


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Note: NNN is the maximum payload weight. The weight is displayed in the selected units of measure (“English/Metric”).

Note: NNNNN represents the number of loads that were hauled since the previous reset. 2. Press the right arrow key. The message area will show:

2. Use the right/left arrows keys in order to set the desired weight. 3. Press the “OK” key in order to accept the value that is shown on the message center. The message area will now show:

Illustration 148

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Note: NNNNN is the total weight of all loads that were hauled since the previous reset.

Illustration 146

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Note: “YES” might also show as a “NO”. To enable the LAST PASS indication, use the left/right arrow keys to toggle the LAST PASS indicator to “YES”. The continuous flashing of the RED payload status lamps indicates that the truck is waiting for the last pass of the loading tool. The last pass indicates that the VIMS loader payload system has estimated that the next pass is greater than 90 percent of the selected target weight. 4. Press the “OK” key in order to accept the selection. This returns the message center to the previous mode.

Payload Show/Reset Resettable Totals The following information describes the service program code: 868 (TOT)

3. Press the right arrow key. The message area will show:

Illustration 149

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Note: NNNNN.N is the total miles (kilometers) that were travelled since the previous reset. 4. Press the right arrow key. The message area will show:


Operation of the Maximum Payload Speed Manager

Illustration 150

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Note: NNN.N represents the total travel time that has accumulated since the last reset. Travel time accumulates when the truck has been travelling at a speed that is greater than 5 km/h (3 mph). 5. Press the left arrow key in order to scroll back through the previous screens or press the “OK” key in order to return the message area to the previous mode without clearing the totals. Proceed to Step 6 to clear the totals. 6. Enter the service program code 73738 (RESET). Press the “OK” key in order to clear all the totals. Press the “OK” key again in order to return the message area to the previous mode. i01382793

TPS Maximum Payload Speed Manager SMCS Code: 7494; 7601 Caterpillar’s 10/10/20 rule states “that no more than 10 percent of the payloads may exceed 1.1 times the target payload of the truck and no single payload shall exceed 1.2 times the target payload of the truck”. The Maximum Payload Speed Manager provides the customer with a way to comply with the 10/10/20 rule. This method limits the performance of the machine. The performance of the machine is limited when the weight of the payload is greater than 1.2 times the target payload. When the weight of the payload is 1.2 times the target payload, the brakes and steering are at the maximum certifiable levels. Limiting the performance of a machine that is overload protects the machine and the operator. The operator of the loading tool is also forced to load the machine correctly.

The Maximum Payload Speed Manager compares the actual payload weight on the machine to an overload setting. When the VIMS has determined that the machine is overloaded, the machine is slowed down by limiting the shift range of the transmission and the engine speed is reduced at the limited gear. The payload weight is monitored as the machine shifts to second gear.


Machine Response to the Weight of the Payload Table 13

Conditions and the Corresponding Response of the Machine Condition

Response

The weight of the payload is within the specified limit for the target payload.

No action is taken. The machine will continue normal operation.

The weight of the payload is greater than the specified Target Payload Setting but less than the specified Percent Above Payload target.

A machine overload event is recorded. A machine overload event is broadcast via a radio telemetry system. The VIMS displays messages to the operator. These messages warn the operator that the machine is overloaded and the messages instruct the operator to proceed carefully.

Weight of the payload is greater than the specified Percent Above Payload Overload Limit .

An event is recorded for the machine overload limit. The event for the machine overload limit is broadcast via a radio telemetry system.

The Maximum Payload Speed Manager will activate the overload events when the weight of the payload exceeds the set limit regardless of the location of the truck. The speed limiting of the machine is activated when the weight of the payload exceeds the set limit regardless of the location of the truck. This behavior will remain active until the payload is dumped and the weight of the payload is cleared. The limiting of the machine speed and the VIMS messages cease automatically after the payload has been dumped. The machine is then returned to normal operation. The weight of the payload is calculated when the truck is shifted into second gear (second gear weighing). The new weight of the payload that is determined during the second gear weighing is then used to determine if limiting the speed of the machine is necessary. Once the Maximum Payload Speed Manager has determined that the truck is overload, the following actions are initiated:

• The shift range of the transmission is limited to second gear.

• High idle of the engine is limited to 1750 rpm. • The point for automatic retarding is reduced to 1750 rpm. The settings that are listed above are not adjustable.

The VIMS displays warning messages to the operator that the machine is overloaded.

Example of the Operation of the Maximum Payload Speed Manager

A category 2-S warning sounds if the operator proceeds without correcting the overload condition.

The Project Manager of a site has decided that the normal haul weight for a 793C is 240 tons. The Project Manager has decided that the 793C should never exceed a limit of 288 tons. In order to achieve these objectives the Project Manager would set the parameters of Maximum Payload Speed Manager to the values that are listed below:

The VIMS displays warning messages to the operator that machine operation has been limited and the VIMS instructs the operator to resolve the overload condition.

Target Payload Setting – 240 tons Payload Overload Limit Setting – 120% (288/240=120%)

The shift range of the transmission is limited.

With these settings the Maximum Payload Speed Manager will function in the manner that is listed below:

High idle of the engine is limited.

• The payload loading lamps will load to 240 tons.

The point for automatic retarding is reduced.

• The overload warnings will occur above 264 tons. • The engine speed will be limited to 1750 rpm in second gear above 288 tons.

• The external payload display will show the current payload weight.


g00739639

Illustration 151 Maximum Payload Speed Manager setup for a 793C Off-Highway Truck

Setup of the Maximum Payload Speed Manager The Maximum Payload Speed Manager requires the user to enter information into the system. This information is used to define the system behaviors that are listed below:

• Overload speed limiting • Overload events • Overload warnings

Target payload The “target payload setting” is used during payload operations in order to control the operation of the external payload lamps. The “target payload setting” is adjustable from zero to the target weight of the truck that is being setup. The target weight is the maximum weight of payload that is determined from the GMW of the machine. The “target payload setting” is stored in the onboard memory of the VIMS ECM. The “target payload setting” is programmed via the keypad. The service operation of Payload Configuration (PAYCONF) is used to set this value. Refer to the Systems Operation, “Truck Payload - Configure” section of this manual for instruction on entering this information into the system.


Payload Overload Limit The “payload overload limit” is the maximum payload weight that is allowed before the VIMS will display warning messages to the operator. The VIMS will also limit the speed of the machine, if the payload weight is too high. The “payload overload limit” is adjustable from 105 percent to 120 percent in increments of one percent. The “payload overload limit” is stored in the onboard memory of the VIMS ECM. The “payload overload limit” will allow the user to set the percentage to zero. The system will be disabled when the percentage is set to zero. The default setting is zero percent. The service operation of Payload Configuration (PAYCONF) is used to set this value. Refer to the Systems Operation, “Truck Payload - Configure” section of this manual for instruction on entering this information into the system.

Illustration 152

g00742484

5. Click on the “Connect” icon (1) in the tool bar of ET. This will establish communication with the machine and the ET as shown in Illustration 152.

Setup Of The System There are two methods available to enter the values for the Target Payload Weight and the Payload Overload Limit. The first method utilizes the Service Program Code (SPC) of PAYCONF (7292663). Refer to the Systems Operation, “Truck Payload - Configure” section of this manual for instruction on entering this information into the system. The second method is to use the Electronic Technician software. Use the procedure that is listed below to enter the desire values. Electronic Technician (ET) Procedure 1. Connect the 160-0142 Data Link Cable between the 7X-4401 Communication Adapter and the Service Tool (ET). 2. Connect the 139-4166 Data Link Cable between the 7X-4401 Communication Adapter and the diagnostic connector on the machine. 3. Turn ON the service tool and open the Electronic Technician application. 4. Turn the disconnect switch and the key start switch to the ON position.

Illustration 153

g00742500

6. Select “VIMS main” from the “ECM Selector” dialog box and click on the OK button. This is shown in Illustration 153. This will display the “ECM Summary” screen.


Illustration 154

g00742540

1. Select the “Service” menu. 2. Select “Configuration” from the “Service” menu. This will display the “Configuration” screen.

Illustration 155

3. Double click on the parameter that you want to change. This will display the “Change Parameter Value” dialog box.

g00742543


g00742546

Illustration 156

4. Enter the new value of the parameter into the “New Value” text box and then click on the “OK” button. ET will prompt the user with a confirmation message that asks “Are you sure you want to program this parameter?”. Click the “Yes” button if you wish to accept the change. Note: Repeat this procedure for both Maximum Payload Speed Manager Parameters.

Event - Configure (ESET) The Service program Code ESET (3738) allows the user to modify the behavior of the payload data events that are listed below.

i00962462

TPS Accuracy SMCS Code: 7494; 7601

Weight Measurements The accuracy of the data that is stored by the VIMS Truck Payload System will be within “± 5% on 95% of the payloads”. There are some conditions that could affect the accuracy of the VIMS truck payload system weighing process. Some of these conditions are listed here:

• A truck is loaded on a sloped surface that is • 2916

greater than “5 percent”. Accuracy will become progressively worse as the slope becomes greater.

• 2917

• A suspension cylinder is not properly charged.

• 2915

Refer to the Systems Operation, “Event - Configure” section of this manual for instruction on modifying the payload data events.

The suspension cylinders may not cause an event even if the charge is incorrect. However, the “weighing accuracy” will be affected. Note: Refer to the Special Instruction, SEHS9411-01, “Suspension Cylinder Servicing” for information on servicing the suspension cylinders.

• Pushing down on the load with the “loading tool” during the “weighing process” (packing the load)


• Moving the truck more than a distance of “.16 km (0.1 miles)” in any direction between “loader passes”

i01112805

Component Descriptions

• Actuating the “body raise lever” during loading

SMCS Code: 7601

• A failure to have the VIMS Truck Payload System

The Vital Information Management System (VIMS) operates on a variety of different machines. Some of the following electrical components may not be installed on every machine. Configuration software provides the VIMS main module with the following information: type of machine and installed onboard components. Refer to the Electrical System Schematic in the machine Service Manual for component locations. The Electrical System Schematic may be used to verify the components that are used by VIMS.

calibrated after replacing system components.

• A failure to have the VIMS Truck Payload System calibrated after any “substantial changes” to the empty weight of the truck.

• Using a conveyor or a “continuous feed system” for loading

• A truck leaves the loading site before cylinder pressures have stabilized and the final weight has been displayed. This will cause the VIMS Truck Payload System to estimate the payload weight instead of weighing the payload.

• Failures that are detected by VIMS may cause the payload weight to become inaccurate. These failed events will be shown in the “VIMS event list”. Note: TPS accuracy is not affected by placing the first loader pass into the truck body before the truck comes to a complete stop under the loading tool. This relates to the 9.3X or later classes of on board software. The truck can be repositioned during loading. The truck must not travel a distance that is greater than .16 km (0.1 miles). The VIMS Truck Payload System will consider the loading phase of the cycle complete, when the truck has moved a distance that is greater than .16 km (0.1 miles) in any direction.

Time Measurements The smallest increment of the real time clock measurements are 1 second. The recorded times and dates of the real time clock will aid in identifying the causes of any unusual cycle data.

Distance Measurements The accuracy of the “distance measurement” will depend on the actual effective rolling radius of the tires. The VIMS Truck Payload System does not distinguish between tires of different sizes, manufacturers or tread depth. The VIMS Truck Payload System distance measurements are calculated on the average tire size for each model of truck. Distance measurements are recorded to the nearest .16 km (0.1 miles).

Hardware This manual describes the version 2.0 and version 3.0 of VIMS hardware. The version 2.0 hardware relates to the original VIMS modules (main module and interface modules) that went into production in the third quarter1994. In the third quarter of 1996, version 3.0 hardware began production. The version 2.0 Interface modules and version 3.0 interface modules have the same physical appearance. Part numbers are the only way to tell the difference. The backup battery holder for the V2.0 main modules are located on the side of the module. In order to access the battery, a black “knob” needs to be unscrewed. V3.0 main modules have an “egg shaped” cover on the top of the module. In order to gain access to the battery, two screws must be removed. This battery is flat with four pin-type contacts on the bottom. An L-shaped tool is required to pry the battery out. All modules can be mixed and matched with the exception of the 144-7172 VIMS Interface Module. The 9.X or later class of onboard software must be used with version 3.0 modules to gain all benefits and features. The new interface modules should not be mixed with the former interface modules on machines that use 9.X or later class of onboard configuration software. If an 144-7172 VIMS Interface Module is replaced by a older version of interface module, the interface module will function. However, this interface module could also cause the diagnostic type of maintenance events to be incorrectly displayed by using old diagnostic codes or incorrect diagnostic codes.


i01306364

Main Module SMCS Code: 7601-EK2; 7610

The VIMS operates in the LIMITED MODE when no source software and/or configuration software is installed in the VIMS main module. VIMS functionality is limited until the installation of all necessary software. Any error messages in this mode come from a list that is contained in the main module (ROM) regardless of software. The main module is programmed to recognize internal problems before installing the software. The main module generates the error messages in order to aid the service technician in troubleshooting problems with the software installation process. APPLICATION MODE is operation of the main module after installing the source software and configuration software. APPLICATION MODE is the normal VIMS operating mode which follows the self test after the key start switch is turned to the ON position.

Illustration 157

g00568328

Machine Information Stored in the Main Module (V3.0) The version 3.0 main module stores the following basic machine information in a semi-permanent (EEPROM) type of memory. The semi-permanent (EEPROM) memory is unchanged by flashing the CONFIGURATION software with the exceptions that are noted in Table 14. The configuration software will allow some keypad commands and the service tool to change this information.

• Product Identification Number (PIN) or Serial Number

• Machine equipment or unit number • Machine hours (SMH) • Attachment code (Large Wheel Loaders and 5230 Excavator7LL99-UP)

Illustration 158

g00568367

• Type of configuration

Limited Mode/Application Mode (V3.0 Hardware)

• Odometer

The VIMS main module operates in one of two modes:

Note: Refer to Table 14 for the status of machine information after installing new onboard software.

• limited

The following items are stored in battery-backed memory:

• application • Date • Time • Payload calibration (OHT and Large Wheel Loaders)

• All data files that can be downloaded • Setting of the display unit


• Setting of the desired language • Active events (when the key start switch is turned to the OFF position) Table 14

VIMS Machine Information that is Changed by the Installation of New Source Software or New Configuration Software Machine Information

Information that is Changed by the Installation of the Source Software (.SRC).

Information that is Changed by the Installation of the Configuration Software (.CNF).

Machine Serial Number (Product Identification Number PIN)

NO

NO

Machine Equipment Number (Unit Number)

NO

NO

Machine Hours (SMH)

NO

NO

Attachment Code (Large Wheel loader and 5230 Excavator7LL99-UP)

NO

NO(1)

YES(2)

YES(3)

Odometer

NO

NO

Date

NO

NO

Time

NO

NO

Payload Calibration

NO(4)

NO(4) (YES for OHT)

Data Files Available for Download

YES

YES(5)

Language Setting

YES

YES

Unit Setting

YES

YES

Active Events At The Time The Key Start Switch is turned To The OFF Position.

YES

YES

Autolube Setting

YES

YES

Configuration Type

(1) (2) (3) (4) (5)

Installation of a new configuration does not change the attachment code unless there is a special code given in a configuration that is required by that configuration. Installation of configuration software (new or the same one) clears the configuration type. First configuration installation after a new source software update determines the the configuration type for future uploads. Valid with 9.5X or later classes of onboard software Except cumulative data in 9.5X or later classes of onboard software


• VIMS keypad module

Table 15

Component Description of Main Module No.

Connector(1)

Function

• Other electronic control modules

Type

• Internal calculations

1

+Battery - Unswitched (+24 DCV)(2)

Power Input (Memory)

2

Frame Ground

Ground(3)

3

Display Back Light Return

Output

4

CAT Data Link (Left) +

Input/Ouput

5

CAT Data Link (Left) -

Input/Ouput

6

CAT Data Link (Right) +

Input/Ouput

7

CAT Data Link (Right) −

Input/Ouput

8

+Battery - Key Switch (+24 DCV)

Input(4)

• Quad gauge module

9

Dash Light Sensor

Sensor(5)

• Speedometer/tachometer module

16

RS-232 Data Link 1 - Trans. (Broadcast)

Output

17

RS-232 Data Link 1 - Rec. (Broadcast)

Input

18

RS-232 Data Link 2 - Rec. (Service)

Input

• Service lamp

19

RS-232 Data Link 2 - Trans. (Service)

Output

20

Action Lamp

Output

21

Service Lamp

Output

22

Payload Lamp (Green)

Output

23

Payload Lamp (Red)

Output

24

Action Alarm

Output

The service indicator lamp is used by the service technician and on-site maintenance personnel. The service indicator lamp is not visible from the cab. The main module uses two RS-232 data link outputs to communicate data to off-board systems. A 37 contact connector is located on the VIMS main module. The connector is used to connect the necessary harness wiring to all the system components. The module identifier (MID) for the VIMS main module is listed here:

25

Display Power (9 DCV)

Output

26

Display Clock

Output

27

Display Data

Output

Input/Output

28

Display Load

Output

CAT Data Link

29

Keypad Data

Input

37

Display Modules Ground

Ground(6)

(1) (2) (3) (4) (5) (6)

• Message center module • Action lamp

The Main Module connector is a 37 contact connector. Contacts not listed are unused. This voltage is turned OFF only when the disconnect switch is in the OFF position. (+battery return) This input turns ON the main module. The power is provided via contact 1. This is the input that is used for backlight dimming. Return for 9 volt power.

The VIMS main module monitors the status of the machine systems continuously. The main module makes decisions based upon the input from the following components:

• VIMS interface modules

The main module sends information to VIMS interface modules and other electronic control modules on the machine. The input and output of this information takes place over the CAT data link. The outputs of the main module notify the operator and the service technician of the status of the machine systems. The VIMS machine system information is shown on the display modules that are listed here:

• Action alarm

49 – VIMS Main Module

The connector contacts of the CAT data link 4, 5, 6, and 7 on the VIMS main module, provide a communication link with the other electronic control modules on the machine. The CAT data link is bidirectional. This bidirectional functionality allows the input/output of data between electronic control modules. The CAT data link permits the sharing of information such as engine oil pressure, machine codes and diagnostics. The VIMS main module can communicate with two identical CAT data links. The two data links are identified as the right or the left CAT data link. The identical data links work independently of each other. This connects the main module in a loop with the other VIMS modules. The loop allows the VIMS modules two possible paths of communication. Two communication paths allow the VIMS modules to communicate even if the loop is broken by harness failures.


RS-232 Data Link The connector contacts of the VIMS main module (16, 17, 18 and 19) provide two RS-232 serial ports. The two serial ports allow the VIMS main module to communicate with the off-board systems. The RS-232 data links are bidirectional. The bidirectional function allows the main module to input/output information. One port is used to communicate with an off-board service tool. The second port is used in order to broadcast data to off-board systems, as required.

The sensing input for lighting (connector contact 9) tells the main module when the machine panel dash lamps are ON. Harness wiring connects the panel lamp circuits to the sensing input for lighting. The sensing input for lighting is used to determine when the back lighting of the message center module should be dimmed in V2.0 hardware. The V3.0 hardware allows the operator to control backlighting through the keypad. 9.X class of on board software is required to adjust backlighting through the keypad. Refer to the Systems Operation, “Service Operations” section of this manual for additional information.

Display Data Link Keypad Input The VIMS main module contacts 26, 27, 28 and 37 provide a serial port for the Display Data Link. The main module uses the display data link to communicate with the display modules. Power for these modules (connector contact 25) is 9 Volts relative to ground (connector 37). The 6-contact connectors in the machine harness for any of the display modules can be interchanged with any other display module. This is especially helpful for troubleshooting. Keypad Data Link The keypad data link (connector contact 29 and 37) is used to provide a serial port for communicating keypad data to the VIMS main module. Inputs Switch Input - Key Start Switch The input from the key start switch (connector contact 8) provides information about the status of the key start switch (ON or OFF). The input signal from the key start switch is used to turn on the main module. When the key start switch is in the ON position, this input is connected to +battery. When the key start switch is in the OFF position, the input is open (floating). Sensing Input - System Voltage The sensing input for system voltage (connector contact 1) tells the main module the voltage of the machine electrical system. harness wiring connects the VIMS circuit breaker to this input (connector contact 1). This voltage information helps determine the condition of the electrical system. This input is also the +battery supply for the VIMS main module. This input provides power to the battery backed up memory in the event of a failure to the internal backup battery (3 volt) or the internal backup battery is removed. Sensing Input - Lighting

The keypad input (connector contact 29) receives information from the keypad. Outputs Service Lamp When a VIMS event is detected, the main module activates the service lamp output (connector contact 21) and the service lamp is turned ON. The service lamp remains ON whenever the event is active. If an event could be damaging to the machine, the service lamp is FLASHED. The service lamp can be turned OFF with the keypad. Events are not cleared from the main module memory when the service lamp is turned OFF. If the event becomes inactive, the service lamp is turned OFF. When power is applied to the Vital Information Management System, the main module memory is checked for any inactive events that have not been cleared. If any inactive events are found, the service lamp is FLASHED three times. If no events are found, the service lamp is FLASHED once as a lamp test during the VIMS self test. If an event is acknowledged via the keypad, the service lamp will not turn OFF. Refer to the Systems Operation, “Service Operations” section of this manual for additional information on turning off the service lamp with the service program code “SVCLIT”. Action Lamp The action lamp output of the main module (connector contact 20) is activated when a category 2 or 3 warning is present and this will cause the action lamp to FLASH. For more information, see the Systems Operation, “Warning Operation” section. Action Alarm


The action alarm output of the main module (connector contact 24) is activated when a critical abnormal condition category 3 is present and this will cause the action alarm to SOUND. For more information, see the Systems Operation, “Warning Operation” section. Display Power Supply The display power output of the main module (connector contact 25) provides 9 volts DC power to the following display modules:the quad gauge module, the message center module , and the speedometer/tachometer module. The other display outputs of the main module connector contacts 26 through 28 provide the information that is shown on the display modules via the Display Data Link. These outputs are connected to all display modules. VIMS Internal Battery

All on board stored data in V3.0 hardware (not source or configuration software) is retained in battery-backed memory (volatile). This type of memory will lose data if power is removed. When the disconnect switch is in the ON position, the machine electrical system will power the main module. This allows the stored data to be retained. The backup battery takes over when the disconnect switch is open. The backup battery retains only the stored data. The backup battery also powers the date/time function in the main module when the key start switch is in the OFF position. This is true whether the disconnect switch is ON or OFF. For machines in service, the backup battery is expected to have a life of approximately two years V2.0 hardware and the V3.0 hardware has an expected life of approximately 5 years. Refer to the following table for the recommended battery replacement interval. Table 16

Internal Battery Replacement Hardware Version Illustration 159

g00481904

V2.0

Every two years(1)

V3.0

Every five years(2)

(1)

(2)

Illustration 160

g00481903

VIMS Internal Memory Backup Battery

A long life three volt lithium battery is contained in the VIMS main module. The battery allows the memory of the main module to hold data when power is removed from the main module (OPEN disconnect switch). The time/date functions are also powered by the battery.

Recommended Battery Replacement

Battery replacement should be performed annually in climates with ambient temperatures in the range of 0 to −40 C (32 to −40 F). Battery replacement should be performed at a 2 to 3 year interval in climates with ambient temperatures of 0 to −40 C (32 to −40 F).

The failure of the backup battery causes an operator warning and a resulting diagnostic code to be stored in the event list. After the event for the failure of the battery, if the key start switch is put in the OFF position and the disconnect switch is OPEN, loss of the stored data can occur within several hours or less. When this warning occurs, download the stored data immediately. Then replace the backup battery. DO NOT turn the key start switch to the OFF position. DO NOT turn the disconnect switch to the OFF position. The reason that the potential loss of data is so sudden after the initial operator warning is due to the discharge characteristics of the lithium battery. The lithium battery holds a constant voltage throughout the life of the battery. Then due to the chemical breakdown (maturing) of the battery, the battery dies very quickly. This is in contrast to the discharge characteristics of the average flashlight battery. The flashlight battery discharges slowly over time, until the battery is dead.


Note: When the 9X-5402 Battery is being replaced, ensure that the insulating sleeve is removed from the battery (if present). See the Testing and Adjusting, “Battery Replace” section of this manual for more information. Note: The 9X-5402 Battery is used in V2.0 main modules (3E-3666 Electronic Control, 115-0648 Electronic Control, 118-9636 Electronic Control and 124-6134 VIMS Electronic Control Group). The 101-1785 Battery is used in V3.0 main modules (130-5131 VIDS/VIMS Electronic Control Group 165-8682 VIDS/VIMS Electronic Control Group). i01329228

Interface Module SMCS Code: 7601

g00568237

Illustration 161 Table 17

(Table 17, contd)

Contact Description of Interface Module Connector(1) No.

Function

5

PWM 3

Sensor Input (PWM)

6

Switch 1

Uncommitted Switch Input

8

Switch 2


9

Unused

-

10

PWM 4

Sensor Input (PWM)

11

PWM 5

Sensor Input (PWM)

12

Switch 3


13

Frequency 3 Programmable

Sensor Input (Frequency)

14

PWM 6

Sensor Input (PWM)

15

PWM 7

Sensor Input (PWM)

16

PWM 8

Sensor Input (PWM)

17

Switch 4


18

Switch 5


19

Switch 6


20

Switch 7


21

CAT Data Link Left +

Input/Output

22

CAT Data Link Left -

Input /Output

23

CAT Data Link Right +

Input/Output

24

CAT Data Link Right -

Input/Output

25

Switch 8


26

Sensor Power (8 DCV)

Output

27

Sensor Power (5 DCV)

Output

28

Frequency 1


29

Frequency 2 Programmable


31

Solenoid 1

Driver Output

32

Switch 9

Switch Input 24 VDC

Contact Description of Interface Module Connector(1) No.

Function

Type

1

+Battery (+24 DCV)

Power Input

2

Ground

Ground

3

PWM 1

Sensor Input (PWM)

4

PWM 2

Sensor Input (PWM) (continued)

Type

(continued)


(Table 17, contd)

Contact Description of Interface Module

Connector(1)

No.

Type

Function

33

Solenoid 2

Driver Output

37

Harness Code 0

Switch Input (programming)

38

Harness Code 1


39

Harness Code 2


40

Harness Code 3


(1)

This connector is a 40 contact connector. Contacts not listed are unused.

The connector contacts of the CAT data link 21, 22, 23, and 24 provide a communication link with the other electronic control modules on the machine. The CAT data link is bidirectional. The bidirectional functionality allows the input/output of data between electronic control modules. The CAT data link permits the sharing of information such as engine oil pressure, machine codes and diagnostics. The interface module contains two identical CAT data links. The identical data links work independently of each other. The two data links are identified as the right or the left CAT data link. The interface module is connected in a loop with the VIMS main module. The loop provides two paths of communication for the VIMS modules. Two communication paths allow the VIMS modules to communicate even if the loop is broken by harness failures. Inputs

There may be several interface modules on one machine. Each of these modules operate in a similar way. Different Module Identifiers (MID) are assigned to each module. This code is determined by the harness code connections. The Module Identifier (MID) for each interface module is listed here: 57 – VIMS Interface Module No. 1

The inputs describe the status of the machine systems. Switch inputs and sensor inputs are used by the interface module. Switches and harness wiring provide an open or ground to the switch inputs of the interface module. Sensors (frequency or PWM) and harness wiring provide a changing signal to the sensor inputs of the interface module.

58 – VIMS Interface Module No. 2

Switch Input (+24 DCV)

59 – VIMS Interface Module No. 3

The +24 DCV switch input (connector contact 32) monitors a +24 DCV circuit. The switch input will be either +24 DCV or the switch input will be open or floating. If the input is floating, a pull-down resistor in the interface module will pull this input to ground and the voltage will be at 0 volts.

60 – VIMS Interface Module No. 4 65 – VIMS Interface Module No. 5 66 – VIMS Interface Module No. 6

Uncommitted Switch Inputs

67 – VIMS Interface Module No. 7 68 – VIMS Interface Module No. 8 Note: The Module Identifier (MID) for the VIMS main module is No. 49. Inputs/Outputs CAT Data Link

The uncommitted switch inputs (connector contacts 6, 8, 12, 17, 18, 19, 20 and 25) provide the information about the machine systems. These inputs become dedicated to a specific function by the configuration software. The machine’s Electrical System Schematic may be used to verify the function. The status of the switch input indicates a normal or abnormal system condition. The switch inputs receive machine system information from the following types of switches:

• Pressure Switches • Temperature Switches • Flow Switches • Level Switches • Position Switches The input of the interface module is either open (floating) or the input is connected to ground through the switch.


Switch Inputs (Harness Code)

Solenoid Output

The connector contacts 37 through 40 are the harness code inputs. The Harness code inputs can be used to assign a unique module identification code to the individual interface modules. This is necessary because there can be multiple interface modules on one machine. The module identification code identifies the interface module that is currently communicating with the VIMS main module. The combination of grounded harness code inputs and open harness code inputsdetermine the unique module identification code for the interface module.

The solenoid (driver) outputs connector contacts 31 and 33 allow the interface module to cause action. An example of this action could be energizing a solenoid or sounding the action alarm. Voltage Output (Sensor Power) This output provides a regulated power source to the PWM sensors. There are two voltage outputs on this module. A regulated +8 DCV sensor power source connector contact 26 and a regulated +5 DCV sensor power source connector contact 27.

Sensor Inputs (Frequency) An AC signal that usually represents the rotational speed of a machine component is present at each frequency sensor input, connector contacts 13, 28 and 29. The suspension cylinder pressure sensor is the exception. The suspension cylinder pressure sensor generates a frequency that is proportional to the pressure in the suspension cylinder. For example, the ground speed , the engine speed sensor and the suspension cylinder pressure sensors provide an AC signal of varying frequency to the interface module. The interface module measures the frequency (Hz) of the AC signals. The resulting speeds are sent to the main module over the CAT data link. The main module shows this information on the speedometer/tachometer module. The main module may also show this information on the message center display. Connector contact 28 (frequency 1) is used only with a magnetic type sensor. The pull-up voltage is zero. The functionality of connector contacts 29 (“frequency 2”) and 13 (“frequency 3”) are programmable in the VIMS configuration software. The configuration software can be programmed for either magnetic sensors (sine wave) or powered sensors (square wave). The pull-up voltage is 7 ± 1 DCV on frequency inputs that are used with suspension cylinder pressure sensors. Sensor Inputs (PWM) The PWM sensor inputs at connector contacts 3, 4, 5, 10, 11, 14, 15, and 16 receive PWM signals that are representing the present condition of a machine system. PWM sensors provide temperature, pressure and level information of machine systems. The interface module measures the duty cycle of the PWM signal, which represents the measured information. This PWM information can be sent to the main module over the CAT data link. The main module uses this information to monitor machine systems. Then alert the operator of any abnormal conditions. Outputs

i00947611

Display Modules SMCS Code: 7450 The contact description for all display modules are listed in the following table. Table 18

Contact Description of Display Module Connector No.

(1)

Function

Type

1

+9 DCV

Input - Power

2

Ground

Ground Power/Signal

3

Display Clock

Input - Signal

4

Display Data

Input - Signal

5

Display Load

Input - Signal

6

Harness Code

Input(1)

The harness code is used to give two display modules of the same type a unique component number. This is needed so the VIMS main module can send unique information to each identical module. The module number 1 is assigned to the component with a grounded harness code input. The module number 2 is assigned to the component with an ungrounded harness code input.

The display modules receive information from the main module. The operator and the service technician are notified of machine system status by the display modules. The display modules are listed here:

• Quad gauge module • Speedometer/tachometer module • Message center module


Note: The Electrical Schematic in the machine Service Manual and the Operation and Maintenance Manuals are helpful in identifying the display modules that are used on a given machine. i01324609

Quad Gauge Module SMCS Code: 7450

g00701010

Illustration 162 Quad Gauge Module (1) Harness Connector

(2) Gauge warning area

This module contains four gauges. The gauge receives the information from sensor inputs from The VIMS or other electronic controls over the CAT data link. The VIMS main module uses the information from the sensor inputs in order to calculate the values that are shown on the gauges. Each gauge is dedicated to a parameter within a machine system. Some examples of the possible machine system parameters are listed here: engine oil pressure, power train oil temperature, brake oil temperature, brake air pressure, system air pressure, hydraulic oil temperature, and fuel level. Pictograph symbol (3) identifies the machine system parameter which is shown on each gauge. Abnormal range values are shown by the gauge warning area (2).

(3) Pictograph symbol


i01324686

Speedometer/Tachometer Module SMCS Code: 7450

g00701138

Illustration 163 Speedometer/Tachometer module (1) Tachometer (2) Pictograph symbol

(3) Ground speed readout (4) Actual gear readout

Ground speed readout (3) consists of three digits that may be used in order to show the machine ground speed in “MPH (km/h)”. The service program code of “UN” is used to change the unit of measure. The unit of measure is English or metric. The VIMS calculates speed by using the information from the output of a frequency sensor. The VIMS may also calculate speed by using information that is obtained from a different electronic control over the CAT data link. Actual gear readout (4) consists of two digits that show the transmission actual gear which is engaged. The left digit shows the actual gear that is selected, “1”, “2”, “3”, etc. The right digit shows the direction that is selected, “F”, “N” or “R”. Tachometer (1) shows the engine speed in RPM. The VIMS calculates speed by using the information from the output of a frequency sensor. The VIMS may also calculate speed by using information that is obtained from a different electronic control over the CAT data link.

(5) Harness Connector


i01324730

Message Center Module SMCS Code: 7450

g00701180

Illustration 164 Message Center Module (7) Alert Indicator (8) Data logging indicator (9) Message area

(10) Universal gauge (11) Gauge warning area (12) Harness connector

Alert indicator (7) notifies the operator of an abnormal condition in a machine system. The main module uses information from the interface modules and any other electronic control modules on the machine to determine when an abnormal condition is present. The main module then FLASHES alert indicator (7). When alert indicator (7) FLASHES, an abnormal condition exists. For more information, refer to the Systems Operation, “Warning Operation” section in this manual.

(13) Backlight harness connector

The system default information is shown on the message area during normal operation. The default information is referred to as the background mode. Information that is shown in the background mode is listed here:

• Time of day • Odometer (9.3X class of software or later) • Total machine hours. The total machine hours are

Data logging indicator (8) is a series of dots that scroll when data logging is turned on. The dots only scroll when data logging is turned on from the keypad. Message area (9) identifies the machine system parameter with an abnormal condition. The first line shows the parameter and the parameter status. The second line prompts the operator for a reaction. When alert indicator (7) is FLASHED, the machine system parameter with the abnormal condition is shown in the message area. For more information, refer to the Systems Operation, “Warning Operation” section in this manual. Message area (9) is also used to show the event lists, active diagnostic events (MID, CID, and FMI format) and other requested information.

based on engine running time.

• On trucks, the payload weight is the information that is shown in the background mode when the truck is being loaded.

• On loaders, the payload weight is also the information that is shown in the background mode when the payload system is ON.


Universal gauge (10) shows a relative value of the parameter in message area (9). For sensor type parameters, universal gauge (10) shows the relative value of the event parameter. Switch type parameters are not shown on universal gauge (10). Universal gauge (10) can also show the RELATIVE value of any valid machine system parameter. The ACTUAL value can be viewed by entering the desired parameter number on the keypad and pressing the “GAUGE” key or pressing the “F1” key while the event is present.

(Table 20, contd)

Message Center Abbreviations Basic Word

Abbreviation

AESC

AESC

Absolute

AB

Accept

ACCEPT

Accumulator

ACUM

Action

ACTION

Gauge warning area (1) is a bar that can be located at either end of universal gauge (10). The bar that is used is determined by the parameter that is being displayed. Gauge warning areas (11) may be illuminated in order to indicate an abnormal condition. In illustration 164, gauge warning area (11) is illuminated in order to show the abnormal condition: “TRN TEMP HI”. The lower end of the gauge would have illuminated if there was an abnormal condition: “ENG OIL PRES LO”

Actuator

ACTR

Actual

ACT

Adv Diesel Eng Mmgt

ADEM

After

AFTR

Aftercooler

AFTCLR

Air

AIR

Air Horn

AIR HORN

The 133-1840 VIMS Message Center Module or later can be adjusted for the best viewing angle and the best backlighting intensity. However, the machine must be equipped with the V3.0 hardware and the 9.X class or later of onboard software to use these advanced features. Message centers prior to the 133-1840 VIMS Message Center Modules allow backlight adjustment. However, 9.X software is required. The viewing angle (contrast) cannot be adjusted. Refer to Table 19 for additional information on features of the message center module.

Alarm

ALARM

Ambient

AMB

Amperes

AMPS

And

AND

Angle

ANGLE

Arm

ARM

Attachment

ATTACH

Atmospheric

ATMOS

Table 19

Automatic

AUTO

Auto Lube

AUTO LUBE

AUTO Retarder Control

ARC

Auxiliary

AUX

Available

AVAILABLE

Average

AVG

Average No. 1

AVG1

Average No. 3

AVG3

Average No. 5

AVG5

Axle

AXLE

Bevel

BVL

The Message Center Abbreviations Table provides the abbreviation for VIMS basic words.

Back

BACK

Backup

BKUP

Table 20

Battery

BATT

Between

BETWEEN

Body

BODY

Boom

BM

Features of the Message Center Hardware

V2.0

V3.0

Onboard Software Prior to 9.X

9.X or Later Onboard Software

No contrast or backlight adjustment

Adjustable backlighting only

No contrast or backlight adjustment

Adjustable backlighting and contrast

Message Center Abbreviations

Message Center Abbreviations Basic Word

Abbreviation

A

A (continued)

(continued)


(Table 20, contd)

(Table 20, contd)



Basic Word

Abbreviation

Basic Word

Abbreviation

Boost

BOOST

Component ID

CIDs

Bottom

BTM

Conditions

CONDITIONS

Bottom-Front

BTM F

Console

CONSOLE

Bottom-Right

BTM R

Continue

CONTINUE

Box

BOX

Control

CTRL

Brake

BRK

Coolant

COOL

Brake Cooler

BRKC

Cooler

COOLR

Broadcast

BROADCAST

Count

COUNT

Blocker

BLKR

Cumulative

CUM

Bucket

BKT

Current

CUR

Cab

CAB

Crank

CRANK

Calibrate

CAL

Crankcase

CNKCASE

Calibrated

CALIBRATED

Cylinder

CYL

Calibration

CAL

Cylinder Rod

CYLRD

Call

CALL

Data

DATA

Cancel

CNCL

Data Link

DATA LINK

Carry Back

CARRYBK

Data Logger

DLOGR

Case

CASE

Dead

DEAD

Case Drain

CDRN

Decelerator

DECEL

CAT

CAT

Degress Celcius

DEG C

Center

CTR

Degrees Fahrenheit

DEG F

Change

CHNG

Derate

DERATE

Channel

CHNL

Deviation

DEV

Charge

CHRG

Differ

DIFFER

Chassis Control

CC

Differential

DIFF

Check

CHECK

Digital

DIGITAL

Chip

CHIP

Direction

DIR

Circuit

CRT

Directional

DIRECTIONAL

Clear

CLR

Disabled

DISABLD

Close

CLOSE

Display

DISP

Closed

CLSD

Distance

DISTANCE

Cluster

CLUSTR

Down

DWN

Clutch

CLTCH

Downshift

DOWNSHIFT

Code

CODE

Drain

DRN

Collapsed

CLPSD

Drag

DRAG

Command

CMD

Drive

DRIVE

Communicate

COMM

Dual

DUAL

Completed

COMPLETED

Dump

DUMP

(continued)

(continued)


(Table 20, contd)

(Table 20, contd)



Basic Word

Abbreviation

Basic Word

Abbreviation

Electric Horn

ELEC HORN

Haul

HAUL

Electronic

ELEK

Head

HD

Electronic Control Module

ECM

High

HI

Elect Trans Control

EPTC

High Pressure

HIPRES

Empty

EMPTY

High Pilot (pressure)

HIPLT

Enable

ENABL

Hoist

HOIST

Engine

ENG

Hold

HOLD

English

ENGLISH

Hour

HOUR

Enter

ENTER

Hydraulic

HYD

Error

ERR

Identification

ID

Event Recorder

EREC

Impeller

IMPLR

Ether

ETHER

Idle

IDLE

Event

EVENT

Implement

IMPL

Event Configure

ESET

Incorrect

INCORRECT

Exhaust

EXH

Indicator

INDICATOR

Exit

EXIT

Inhibit

INHIB

Factor

FACTOR

Injector

INJ

Fan

FAN

Injection

INJEC

Filter

FLTR

Inlet

IN

Filtered

FLTRD

Inputs

INPUTS

Final

FNL

Interface Module

I/M

Fixed

FIXED

Intermittent

INTM

Float

FLOAT

Invalid

INVALID

Flow

FLOW

Junk

JUNK

Front

F

Key

KEY

Frame Equivalent Life Average

FELA

Keypad

KPAD

From

FROM

Kickout

KO

Fuel

FUEL

Known

KNOWN

Fully

FULLY

Ladder

LADDER

Function

FUNCTION

Latch

LATCH

Gauge

GAUGE

Lamp

LAMP

Gate

GATE

Last

LAST

Gear

GEAR

Left

LT

Good

GOOD

Left - Front

LTF

Green

GN

Left - Rear

LTR

Ground

GND

Level

LVL

Harness

HRNES

Lever

LVR

(continued)

(continued)


(Table 20, contd)

(Table 20, contd)



Basic Word

Abbreviation

Basic Word

Abbreviation

Lift

LFT

No

NO

Lighting

LIGHTING

Nominal

NOM

Limit

LIMIT

Not

NOT

Limited

LIMITED

Off

OFF

Link

LINK

Oil

OIL

Linkage

LNKG

On

ON

List

LIST

Open

OPEN

Load

LOAD

Operator

OPERATOR

Loaded

LOADED

Operating

OPRG

Loading

LOADING

Out

OUT

Lock

LCK

Outlet

OUT

Lockout

LCKOUT

Output

OUTPUT

Lockdown

LOCKDN

Over

OVER

Lockup

LCKUP

Overstroke

STROKE

Loss

LOSS

Parameters

PARAMETERS

Low

LO

Park

PRK

Lower

LOWER

Parking

PRKG

Lubrication

LUBE

Parking Brake

PARKBK

Machine

MACH

Pass

PASS

Machine Control

M/C

Payload

PAYLOAD

Main

MAIN

Peak

PEAK

Manual

MANUAL

Pedal

PDL

Maximum

MAX

Percent

%

Measure

MEASURE

Perform

PERFORM

Message

MSG

Personality

PRSNALTY

Mile

MILE

Pilot

PLT

Mismatch

MISMATCH

Pitch

PITCH

Mode

MODE

Pitch Per Second

PITCH/SEC

Modified

MODIFIED

Plugged

PLGD

Modulate

MODULATE

Port

PORT

Module

MODUL

Position

POS

Motor

MTR

Power

POWER

Moving

MOV

Power Shift

PS

Movement

MVMT

Power train

PT

Must

MUST

Prepare

PREPARE

Neutral

NTRL

Press

PRESS

Neutralizer

NTLRZR

Pressure

PRES

New

NEW

Pressure-Front

PRESF

(continued)

(continued)


(Table 20, contd)

(Table 20, contd)



Basic Word

Abbreviation

Basic Word

Abbreviation

Pressure-Rear

PRESR

Review

REVIEW

Previous

PREVIOUS

Ride

RIDE

Primary

PRI

Right

RT

Print

PRINT

Right-Front

RTF

Programmable

PROG

Right-Rear

RTR

Proportional

PROP

Rimpull

RIMPULL

Pull

PULL

Rod

RO

Pump

PMP

Run

RUN

Purge

PURGE

Scale

SCALE

Quickshift

QUICKSHIFT

Screen

SCREEN

RPM

SPD

Second

SEC

Rack

RACK

Secondary

SEC

Rack Per Second

RACK/SEC

Select

SELECT

Rackback

RKBCK

Sensor

SNSR

Raise

RAISE

Service

SERV

Range

RANGE

Set

SET

Rate

RATE

Shift

SHIFT

Rated

RATED

Shop

SHOP

Rear

R

Short

SHORT

Rear Inside

RI

Shorted

SHORTED

Recorder

RECORDER

Shutdown

SHUTDN

Red

RD

Signal

SIG

Reel

REEL

Slip

SLIP

Relay

RELAY

Slowly

SLOWLY

Relief

RLF

Snapshot

SNAPSHOT

Renewal

RENEWAL

Solenoid

SOL

Remote

REMOTE

Speed

SPD

Report

REPORT

Speedometer/Tachometer

SPDOM/TACH

Request

REQ

Start

START

Required

REQD

Starter

STARTER

Resolver

RESOLVER

Status

STATUS

Response

RESPONSE

Steer

STR

Restart

RESTART

Steering

STRG

Restrictor

RESTR

Steering Pump

STRPMP

Retarder

RETRDR

Stop

STOP

Retarder

RETARDER

Stroke

STROKE

Return

RTN

Subtracted

SUBTRACTED

(continued)

(continued)


(Table 20, contd)

(Table 20, contd)



Basic Word

Abbreviation

Basic Word

Abbreviation

Supply

SUPPLY

User

USER

Suspension

SUSP

Valve

VLV

Swing/Implement

SWG/IMP

Variable

VAR

Swing

SWG

Vital Info Dsply System

VIDS

Switch

SW

Vital Info Mgmt System

VIMS

System

SYS

Voltage

VOLTAGE

TPMS

TPMS

Wastegate

WASTEGATE

Tank

TANK

Weigh

WT

Temperature

TEMP

Weight

WT

This

THIS

Without

W/O

The

THE

Yes

YES

Then

THEN

Throttle

THROTTL

Tilt

TLT

Time

TIME

Timing

TIMING

Tire

TIRE

Ton

TON

To

TO

Too

TOO

Top

TOP

Top - Front

TOP F

Top - Left

TOP LT

Top - Rear

TOP R

Top - Right

TOP RT

Torque Converter

TC

Torque

TORQ

Trailer

TRL

Trailer Brake Cooler

TRLBRKC

Transmission

TRN

Travel

TRVL

Truck Payload Meas Sys

TPMS

Turbo

TRBO

Uncalibrated

UNCALIBRATED

Unfiltered

UF

Unknown

UNKNOWN

Update

UPD

Upshift

UPSHIFT

i01324776

Keypad SMCS Code: 7450 Table 21

Contact Description of the Keypad Connector No.

(continued)

Function

Type

1

+9 DCV

Input

2

Ground

Ground

3

Keypad Data

Output

4

Unused

-


g00701204

Illustration 165 Keypad (1) Gauge key (2) Key pressed indicator

(3) Backward arrow key (4) Forward arrow key

The keypad allows the operator or the service technician to communicate with the VIMS main module. The user can select the information that will be shown on the message center display. The operator or the service technician can initiate service procedures. The keypad also allows the operator to enter an identification number and the keypad also allows the operator to acknowledge events.

(5) F1 key (6) Harness connector

OK Key The OK key is used to complete keypad entries and the “OK” key is used to acknowledge events. Examples of the operations of the “OK” key are listed below:

• Responses to system prompts • Entering an operator identification number

Pressing any key on the keypad causes key pressed Indicator (2) to FLASH once. This tells the operator or the service technician that the keystroke was accepted.

• Stopping the requested gauge parameter • Return the message center to the background display.

When a series of related keystrokes (operator ID or service program code) must be entered, each keystroke must be completed in less than five seconds. Periods that last longer than five seconds will cancel any previous keystroke (s). The message center will then return to the previous display mode.

Numeric Keys (0 - 9) These keys are used to enter numeric information. Some example of numeric information is listed here: operator identification number, service program codes, requested operator responses, and selection of individual gauge parameters.

“ID” Key This key is used by the operator to enter a identification number. This number is stored with all event information that may follow, until a new identification number is entered. Printed reports show this number with each event. The “Operator ID” is not required to operate the machine. This is the same “Operator ID” that may be entered via the menu of the loader payload system. Refer to the Systems Operation, “LPS Menu Functions Summary” section of this manual for additional information. The following message is displayed on the message area after the ID key is first pressed.


Illustration 166

g00484268

The operator enters an identification number up to seven digits. Then press the OK key. The numbers that are entered are shown on the second line of the message area.

Illustration 168

g00484272

This information is shown for one parameter at a time. The FORWARD and BACKWARD arrow keys are used to scroll through the available parameters. Second method: Enter the number of the parameter via the keypad. Then press the “GAUGE”key. This method saves time by accessing a specific parameter directly. Otherwise scrolling through the entire parameter list would be necessary.

Illustration 167

g00484271

Input Key Functions OK – Accept the desired operator ID. ID – Clear the entry line in order to enter an additional operator ID. GAUGE – Abort the entry mode. LEFT ARROW – Delete the last character. Press the “OK” key within five seconds of entering the last keystroke of the operator ID. Otherwise, the operator ID function will be aborted and the message center will return to the previous display mode.

Requested data remains on the message center module until the OK key is pressed. The background information (time of day and total machine hours) then reappears. During the loading cycle, payload weight is shown for off-highway trucks and large wheel loaders. Any previously selected gauge function or default data is overridden when an abnormal condition exists. The occurrence of an abnormal condition will cause the event information to be displayed on the message area. After the abnormal condition is corrected or the abnormal condition is acknowledged, the original gauge parameter information will be displayed on the message area. Use the Parameter Table for a complete list of VIMS parameter names and corresponding numbers. Not all the parameters in the table are used with every machine. If an invalid parameter number (XXX) is entered, the message area shows:

Note: If an event occurs during the operator ID function, the operator ID function is aborted and replaced with event information.

“GAUGE” Key The “GAUGE” key is used to request parameter information. The information will be displayed on the universal gauge and the message area of the message center module. The key may be used in two different ways.

Illustration 169

g00484275

An example of the message area display for a requested parameter with a failure is shown here:

First method: Press the “GAUGE” key once in order to display the first available gauge parameter on the first line of the message area. The second line of the message area displays the values of the gauge parameter. The parameter’s relative values are displayed on the universal gauge. An example of the message area is shown here: Illustration 170

g00484276


Pressing the “F1” key toggles the message center display in order to show service information. This mode replaces the ERR text with a meaningful description of the problem. An example of the message center is shown here:

Illustration 173

g00484278

Pressing the “F1” key again would show the information that was previously shown on the second line. Illustration 171

g00484277

• DATA EVENTS

Note: For a listing of message center text and FMI codes, refer to the Testing and Adjusting, “Failure Mode Identifier” section of this manual.

When a data event is displayed on the message center, pressing the “F1” key will access additional parameter information.

FORWARD and BACKWARD Arrow Keys The arrow keys gives the operator a way to scroll through message area information.

“F1” Key

Illustration 174

The “F1” key (5) is used by the operator to request additional information about maintenance (system) and data (machine) events. The “F1” key also has special use with LWL payload. Refer to the Systems Operation, “LPS Operating Functions Summary” section of this manual.

g00569889

The parameter value and units will be displayed on the second line of the message center. An example of the parameter information is shown here:

• DIAGNOSTIC EVENTS When a diagnostic type of maintenance event is displayed on the message center, pressing the “F1” key will access additional diagnostic information. The diagnostic information is shown on the second line of the message area.

Illustration 175

g00569901

Pressing the “F1” key again would show the information that was previously shown on the second line of the message area.

Illustration 172

g00569871

The additional diagnostic information is listed here: MID, CID, and FMI. An example of the diagnostic information is shown here:

Note: Single Pole Single Throw (SPST) switches are either OPEN or switches are CLOSED, so these switches do not have CID or FMI diagnostic information. Diagnostics for switches will be displayed as the switch status: OK, OPEN, NEUTRAL, UP, etc. An example of the status display is shown here:


Oil Level Switch

Illustration 176

g00484280

Note: Double Pole Single Throw (DPST) switches can have diagnostic codes.

“F2” Key The “F2” key is not used with applications prior to 9.X software on any VIMS machines. The “F2” key is used with wheel loader payload. Refer to the Systems Operation, “LPS Menu Function Summary” section of this manual.

“F3” Key The “F3” key is not used with applications prior to 9.X software on any VIMS machines. For 9.X or later class of on board software and LWL payload, refer to the Systems Operation, “LPS Menu Function Summary” section of this manual.

Illustration 177

g00482124

Oil Level Switch (“Engine, Hydraulic”) (1) Switch (2) Schematic symbol

Oil level switch (1) is closed to ground during normal operation. The switch opens when the oil level is less than the minimum level. When the switch opens the VIMS module warns the machine operator of the low oil level. When the switch is tested on the bench, the switch is open. The float is in the DOWN position.

Pump Inlet Valve Switch (LHEX) i01382844

Switches SMCS Code: 1435; 7332 Note: The switches that are listed in this section may NOT be used on all machines. Switches provide an open, a ground or a +battery signal to the switch inputs of the VIMS modules. A switch can be open or a switch can be closed.

• When a switch is open, no signal is provided to the corresponding input of the VIMS modules. The condition of no signal is also called “floating”.

• When a switch is closed, the ground or +battery

signals are provided to the corresponding inputs of the VIMS modules.

Illustration 178 Pump Inlet Valve Limit Switch (1) Switch (2) Schematic symbol

g00482127


Switch (1) is attached to the control handle of the inlet suction line valve for each pump. The valves are located at the hydraulic tank. When the inlet valve of the pump is open the switch is closed. The closed switch grounds the signal circuit. When the inlet valve of the pump is closed, the switch opens the signal circuit. A machine could use multiple pump inlet valve switches that are wired in series. If any of the pump inlet valve switches are open, the VIMS module warns the operator that the inlet valve of the pump is closed. When the switch is tested on the bench, the switch is open. The normally closed contacts are not used in this application.

Steering Flow Switches

Chip Detector Switch (LHEX) Illustration 180

g00482137

Steering Flow Switches (1) Schematic symbol (2) Switch

During normal operation, steering flow switch (2) is closed to ground. The switch opens when the oil flow in the steering system is less than the specified limit. The VIMS module warns the operator that the oil flow of the steering systems is low when the switch is open. Switch (2) is used in the primary steering systems and the supplemental steering systems. When the switch is tested on the bench, the switch is open.

Filter Indicator Switches Plunger Type Illustration 179

g00482136

Chip Detector Switch (1) Schematic symbol. (2) Switch.

During normal operation, switch (2) is open. The switch contacts are magnetic in order to attract metal particles. The switch closes the signal circuit to ground, when enough metal chips cover the switch contacts in order to complete the circuit. The VIMS module warns the operator that chips have been detected when the switch is closed. When the switch is tested on the bench, the switch is open. No metal objects are covering the contacts of the switch. The switch is considered closed, when the resistance is between approximately 0 and 2000 ohms.

Illustration 181 Filter Bypass Switch (1) Switch (2) Schematic symbol

g00482139


Filter bypass switch (1) has a plunger within the switch that closes the contacts with an acceptable pressure drop across the filter. The switch closes the signal circuit to ground during normal operation. When the pressure across the filter is greater than the specified limit the switch plunger moves in order to allow the switch contacts to open. The VIMS module will warn the operator that the filter is restricted when the switch is open. When the switch is tested on the bench, the switch is open. Note: The VIMS module takes the fluid temperature into consideration before warning the operator. Cold fluid has a higher viscosity which causes a higher differential pressure across the filter than fluid at normal operating temperature. When the fluid temperature is below a specified limit, the filter bypass event is ignored by the VIMS module. The temperature inhibit is not used with the fuel filter.

Differential Pressure Type

Coolant Flow Switch

Illustration 183

g00482162

Coolant Flow Switch (1) Switch (2) Schematic symbol

During normal operation, coolant flow switch (1) is closed to ground as coolant flows against the paddle. The switch opens when coolant flow is less than the specified limit. The VIMS module warns the operator of the low coolant flow in the engine cooling system when the switch is open. When the switch is tested on the bench, the switch is open.

Steering Pressure Switch

Illustration 182

g00482160

Differential Pressure Switch (1) (2) (3) (4)

Switch Typical schematic symbol Filter inlet port Filter outlet port

Differential pressure switch (1) is activated by a pressure difference between the filter inlet port (3) and filter outlet port (4). The switch contacts are held closed by a spring inside the switch during normal operation. When the pressure at filter inlet port (3) exceeds the pressure at filter outlet port (4) by a specified amount, the force of the spring is overcome and the switch contacts are opened. The VIMS module will warn the operator that the filter is restricted when the switch is open. When the switch is tested on the bench, the switch is closed because there is no pressure difference between ports (3) and (4).

Illustration 184

g00482164

Steering Pressure Switch (1) Schematic symbol (2) Switch

During normal operation, steering pressure switch (1) is closed to ground. When the pressure of the steering system is less than the specified limit, the switch is open. When the pressure of the steering system is greater than the specified limit, the switch is closed. When the switch is being tested on the bench, contact B and contact C of the switch are closed. When the switch is tested on the bench, the switch contacts A and Bare open. The normally closed contacts (B and C) are not used in this application.


Automatic Lubrication Grease Level Switch (LWL)

Pulse width modulated (PWM) – The sensor produces a digital signal with a duty cycle that varies as the condition changes. The frequency of this signal is relatively constant and the frequency contains no information.

Frequency Sensors Frequency sensors produce a sine wave signal or square wave signal that varies in frequency (Hz) as the condition changes.

Suspension Cylinder Pressure Sensor


g00527779

g00482617

Suspension Cylinder Pressure Sensor (1) Schematic symbol (2) Sensor

Automatic Lubrication Grease Level Switch (1) Switch (2) Schematic Symbol

The level of the auto lube lubricant is monitored by the VIMS on the 994D. When the level of lubricant in the tank becomes low, level switch (1) will open. This causes the VIMS to display a warning on the message center. i01385531

Sensors SMCS Code: 1408-NS Note: The sensors that are listed in this section may NOT be used on all machines. Sensors provide the VIMS modules with input information about changing conditions. The sensors provide information such as speed and temperature. The sensor signal changes in a proportional manner in order to reflect the changing condition. The types of sensor signals that are recognized by the VIMS modules are listed here: Frequency – The sensor produces an AC signal that varies in frequency (Hz) as the condition changes.

Suspension cylinder pressure sensor (2) reacts to the pressure in a suspension cylinder. The sensor receives operating power from the machine electrical system. The sensor sends a square wave signal that increases in frequency as the suspension cylinder pressure increase to the VIMS interface module. The signal voltage is relatively constant and the voltage contains no information. In order to determine the suspension cylinder pressure, the VIMS module measures the frequency of the signal. Calibration of the VIMS truck payload system is required after replacement of the suspension cylinder pressure sensor.


Resistive Sensors

Speed Sensor

Fuel Level Sensor - Resistive Type

Illustration 187

g00482515

Speed Sensor Illustration 189

The speed sensor sends a signal that is proportional to the engine speed of the 994 to the VIMS module. Because this is a powered sensor, the output voltage is relatively constant and the output voltage does not contain information.

g00482519

Fuel Level Sender (1) Sender (2) Schematic symbol (3) Pictograph symbol

Lift and Tilt Cylinder Oil Pressure Sensor

Illustration 190

g00482523

Buffer (Fuel Level) Illustration 188

g00482517

Lift and Tilt Cylinder Oil Pressure Sensor (1) Schematic symbol (2) Sensor

Lift and tilt cylinders oil pressure sensor (2) reacts to the pressure that is in the lift cylinder or tilt cylinder. One Lift and tilt cylinders oil pressure sensor is used in each oil circuit. The sensor receives operating power from the machine electrical system. The sensor sends a square wave signal to the VIMS. The square wave signal increases in frequency as the pressure in the suspension cylinders increases. The signal voltage is relatively constant and the voltage does not contain information. The VIMS measures the frequency in order to determine the pressure in the lift cylinders or tilt cylinders. Calibration of the VIMS loader payload system is required after replacement of the lift cylinder oil pressure sensor and tilt cylinder oil pressure sensor.

(4) Schematic symbol (5) Buffer

Fuel level sender (1) and buffer (5) provide a way of sensing the level of the fuel. A resistive signal which corresponds to the depth of the fuel within the fuel tank is sent from sender (1) to buffer (5). Buffer (5) receives operating power from the machine electrical system. The buffer converts the resistive sender signal into a PWM signal which is sent to the VIMS. The VIMS measures the duty cycle of the signal from the buffer in order to determine the level of fuel on large wheel loaders (LWL).


Pulse Width Modulated Sensors (PWM)

Temperature Sensor - Fluids And Ambient Air

Illustration 193

g00482655

Fluid Temperature Sensor (1) Schematic symbol (2) Sensor

Temperature sensor (2) reacts to the temperature of fluids such as hydraulic oil, power train oil, or engine coolant. The sensor receives operating power from the VIMS interface module. The sensor sends a signal that changes as the fluid temperature changes to the main module. The VIMS measures the duty cycle of the sensor signal in order to determine the fluid temperature. Illustration 191

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Temperature Sensor - Engine Exhaust Gas

Pulse Width Modulated Signal

Illustration 194 Engine Exhaust Gas Temperature Sensor (1) Schematic symbol (2) Sensor

Illustration 192

g00482601

Typical Schematic of a PWM Sensor

Pulse width modulated sensors (PWM) produce a digital signal with a duty cycle that varies as the condition changes. The frequency remains constant.

g00482659


Temperature sensor (2) reacts to the temperature of engine exhaust gas. The sensor receives operating power from the VIMS interface module. The sensor sends a PWM signal which changes as the temperature of the engine exhaust gas changes to the main module. The control measures the duty cycle of the sensor signal in order to determine the temperature.

Pressure Sensor

The coolant loss sensor is an electronic switch that is activated by coolant. During normal operation, coolant loss sensor (1) is closed to ground. The switch opens when the coolant level is too low. The VIMS module warns the operator of a very low coolant condition in the cooling system when the switch opens. The sensor has a connector with three contacts. Contact “A” connects to the +8 DCV sensor power from the interface module. Contact “B” connects to ground and contact “C” (switch output) connects to the input of the interface module. When the sensor is tested on the bench, the switch is open when power and ground are disconnected. The sensor cannot be tested in this state. Note: DO NOT remove plastic sleeve (3) from the probe. This plastic sleeve is required for proper switch operation.

Illustration 195

g00482680

Pressure Sensor (1) Schematic symbol (2) Sensor

Pressure sensor (2) reacts to system pressure such as system air pressure. The sensor receives operating power from the appropriate interface module. The sensor sends a PWM signal to the VIMS that changes in proportion to the air pressure. The VIMS measures the duty cycle of the sensor signal in order to determine the pressure.

The internal electronic switch that is in this sensor functions as a mechanical switch. The switch is either open or the switch is closed to ground. Contact C is closed to contact B. This sensor works with ONLY water or water/glycol solutions (antifreeze). The sensor will not work with oils, fuels, etc. A pull-up voltage must be present at the signal lead. The pull-up voltage is used in order to pull up the open circuit voltage, when a loss of coolant has caused the switch to open. This pull-up voltage (5 VDC) is supplied by the interface module. The pull-up voltage can only be measured with a multimeter when the switch is open. When 5 volts are present on the signal lead during normal operation, the switch is open.

Lift Arm Angle Position Sensor

Coolant Loss Sensor

Illustration 197 Illustration 196 Coolant Loss Sensor (1) Sensor (2) Schematic symbol (3) Plastic sleeve

g00482683

Lift Arm Angle Position Sensor (1) Schematic symbol (2) Sensor

g00482241


The angle position sensor of the lift arm is an input to an interface module (994). The position sensor is mounted near the pivot center of the machines lift arm. This is a Pulse Width Modulated Sensor (PWM). The sensor receives operating power from the machine electrical system. The sensor has an output frequency of 600 Hz. The frequency will remain constant. This sensor continuously generates a PWM signal. The duty cycle varies in proportion to the angle of the lift arm. The interface module receives the duty cycle of the PWM signal. The interface module then measures the duty cycle of the PWM signal in order to determine the angle of the lift arm. the VIMS module uses this information in order to determine the location of the lift arms for use with the loader payload system. Note: The position angle sensor of the lift arm must be calibrated after replacement. See the Testing and Adjusting, “LPS Calibration” section of this manual for the calibration procedure and see the Testing and Adjusting, “Position Sensor (Lift Arm) Adjust” section for the adjustment procedure. Be careful not to force rotation of the sensor beyond the mechanical limits. Forcing the rotation of the sensor may cause permanent damage.

Fuel Level Sensor - Ultrasonic Type

Fuel level sensor (4) reacts to the level of the fuel in the fuel tank. Sensor (4) emits an ultrasonic signal up guide tube (3). The ultrasonic signal is reflected off a metal disk on the bottom of float (2) and the signal returns to the sensor. The sensor measures the travel time of the ultrasonic signal. The travel time includes the time to the float and the time back to the sensor. The sensor also measures the temperature of the fuel in order to compensate accordingly. The status of contact 3of the sensor indicates whether the sensor is used in a deep tank or a shallow tank. Contact 3 should be open for a deep tank that has a maximum depth of 2300 mm (90 inch). Contact 3 should be grounded for a shallow tank that has a maximum depth of 1150 mm (45 inch). The sensor receives operating power from the machine electrical system. The VIMS interface module receives a PWM signal from the sensor that changes as the fuel level changes. The VIMS module measures the duty cycle of the sensor signal in order to determine the fuel level. Note: The fuel level sensor cannot be bench tested. The sensor must have fuel in guide tube (3) in order to operate properly. The sensor can be tested only while the sensor is installed on a machine. For specifications and test procedures, see the Testing and Adjusting, “PWM Sensor Tests” section. i00946127

Data Connectors SMCS Code: 1408-CY; 7553

Illustration 198

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Fuel Level Sensor - Ultrasonic Type (1) (2) (3) (4)

Schematic symbol Float Guide tube Sensor Illustration 199 RS-232 Port For Downloading 9D-3374 Connector

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i01385587

Action Alarm SMCS Code: 7407

Illustration 200

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Mating Connector For Downloading Cable 8C-6313 Connector Illustration 203

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Action Alarm (1) Schematic symbol (2) Action alarm

The action alarm always connects to connector contact 24 of the VIMS main module. The intermittent SOUNDING of the action alarm (category 3) tells the operator to shutdown the machine immediately. The VIMS main module will SOUND the action alarm, whenever a category 3 warning exists.

Illustration 201

g00482693

8D-9537 Cap

i00946469

Action Lamp SMCS Code: 7431

Illustration 202

g00304970

Action Lamp Symbol

The action lamp connects to connector contact 20 of the VIMS main module. The action lamp is an incandescent lamp (“most C-series OHT use an LED”) that is located within the operator’s viewing area. The FLASHING of the action lamp tells the operator that a condition exists. The condition will require changing the operation of the machine. The main module FLASHES the action lamp whenever a warning category 2, 2S or 3 problem exists.

A category 2 special warning will sound this alarm continuously. This indicates an urgent need to modify machine operation. The action alarm does not operate when the engine is stopped. The VIMS main module gets information from the engine control in order to determine that the engine is running. The action alarm SOUNDS, as required. The action alarm SOUNDS when the engine is running and a category 2 special warning or a category 3 warning is present.


i01385592

i01385600

Payload Lamps

Service Lamp

SMCS Code: 1430-LMP; 7494-LMP

SMCS Code: 7431-LMP

Illustration 204

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Truck Payload Lamp (1) Truck Payload Lamp (2) Schematic

The red payload lamp output connector contact 22 and green payload lamp output connector contact 23 of the VIMS main module are connected to the truck payload lamps. The payload lamps are located outside of the cab. The lamps are in an area that is easily seen by the loader operator that is loading the truck. The payload lamps can be turned ON by the VIMS module at various stages of the truck loading process.

Illustration 205

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Service Lamp (1) Service Lamp (2) Schematic

The service indicator lamp connects to the output of the service indicator lamp (contact 21) of the VIMS main module. The service indicator lamp has a blue lens. The service indicator lamp is located outside the cab in an area that is easily seen by someone that is a distance away from the machine. The service indicator lamp is turned ON in order to warn the service personnel that the VIMS module has detected an active event (data or machine). A flashing service indicator lamp indicates that the event could be damaging to the machine. If the event becomes inactive, the service indicator lamp is turned OFF. However, the event is stored in the main module memory. When power is applied to the VIMS module (key start switch to the ON position), the main module memory is checked for any inactive events. If any events are found, the service indicator lamp is FLASHED three times. If no events are found, the service indicator lamp is FLASHED once. The service indicator lamp can be reset via the keypad or the off-board service tool even if the event is still active. For more information, see the Systems Operation, “Service Operations” section of this manual.


i01385611

Related Components SMCS Code: 1408 Machine Batteries, Alternator And Electrical System The main module monitors the voltage of the machine electrical system. The control measures the system voltage. The control then determines whether the system voltage is within specified limits. The voltage is measured at contact 1 (+battery) of the main module.

Warm up solenoid valves are used by the large hydraulic excavators in order to ensure that the hydraulic controls work smoothly. Hydraulic oil is allowed to flow through the main control valve spool for each implement during periods of hydraulic inactivity. The solenoid is de-energized during this time. When hydraulic activity is resumed the VIMS module energizes the solenoid in order to close the warm up valve. This stops the warm up oil flow through the main control valves. The VIMS module uses the information that is received from the electronic engine control in order to regulate the operation of the solenoids.

Diode Assemblies

Other Electrical Components Some machines have electronic control modules that are not part of the VIMS, but the electronic control modules communicate with the VIMS. The CAT data link connects these electronic controls together. This allows the sharing of information such as engine oil pressure, engine speed, harness codes and diagnostic information. For example, an engine control sends engine speed information to the main module over the CAT data link. In this situation, the engine speed sensor is not part of the VIMS.

Solenoids

Illustration 207

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(1) Schematic symbol of the type A diode assembly (2) Schematic symbol of the type B diode assembly (3) Diode assembly

Illustration 206

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(1) Solenoid (2) Schematic symbol

The solenoid is used in order to allow “VIMS” to cause action. This action could be activating a lube system or stopping the engine. Warm Up Solenoid Valves

Diode assembly (3) is installed at all solenoids that are NOT activated by an electronic control module. The assembly is installed between the machine harness and the solenoid. These solenoids could include various hydraulic solenoid valves and the horn solenoid. Using the diode assemblies reduces the amount of electrical noise that is created by the operation of these solenoids. Electrical noise can cause erratic operation of the VIMS. The type A diode assembly is used on most solenoids. The type B diode assembly is used on the air conditioner clutch solenoid.


Service Key Switch

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Illustration 208 Service Key Switch (1) Key switch (2) Schematic symbol

The service key switch is used in order to access the VIMS without turning the key start switch of the machine to the ON position. i01488834

Parameters SMCS Code: 7601-NQ Table 22

VIMS Parameter Description List Parameter Number

VIMS Abbreviated Name

99

“THROTTL LCK ENABL”

100

101

VIMS Full Name

Source Module(s)

Signal Type

Parameter Description

Throttle Lock Enable Switch

36

Calculated

This indicates the position of the throttle lock enable switch. The switch is either ON or OFF.

“ENG SPD”

Engine Speed

36/57/58

Frequency

This is the actual rotational speed of the crankshaft. The sensor is mounted on the flywheel housing (994) or on the camshaft (engine ECM). The sensor generates a signal that varies in frequency as the teeth on the gear pass. The signal is sent to an ECM. The ECM uses the signal in order to determine the speed of the engine.

“TRBO IN PRES”

Turbo Inlet Pressure

36

Analog

The pressure sensor for the turbocharger air inlet sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


102

“LT TRBO IN PRES”

Left Turbocharger Inlet Pressure

36

Analog

The left turbocharger inlet pressure sensor sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received.

103

“RT TRBO IN PRES”

Right Turbocharger Inlet Pressure

36

Analog

The right turbocharger inlet pressure sensor sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received.

104

“PEAK AIR FLTR”

Peak Air Filter (Restriction)

36

Calculated

This is used to show the peak or maximum air filter restriction for a given period of time. The engine ECM calculates this value by subtracting the value of the atmospheric pressure from the value of the turbocharger inlet pressure.

104

“AIR FLTR”

Air Filter (Restriction)

36

Calculated

This indicates the degree of restriction of the engine air filter. The engine ECM uses the atmospheric air pressure and the turbocharger air inlet pressure in order to calculate the amount of restriction across the engine air filter. The engine power is derated 2 percent per kPa of pressure difference above 6.5 kPa, up to a maximum total engine derate of 20 percent. The engine power is derated up to 20 percent, if the engine ECM senses a malfunction of either of these pressure sensors.

105

“BOOST PRES”

Boost Pressure

36

Analog

The turbocharger outlet pressure sensor sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates boost according to the voltage that is received by subtracting atmospheric pressure.

106

“LT EXH TEMP”

Left Exhaust Temperature

36/57/58

PWM

This is the temperature within the left exhaust manifold of the engine. An ECM receives a signal that changes in pulse width as the exhaust within the left exhaust manifold changes temperature. The ECM uses the pulse width that is received in order to determine the temperature.

107

“RT-LT EXH TEMP”

Right Minus Left Exhaust Temperature

49

Calculated

The VIMS calculates this value by subtracting the left manifold exhaust temperature from the right manifold exhaust temperature. (continued)


(Table 22, contd)



VIMS Full Name

108

“RT EXH TEMP”

Right Exhaust Temperature

36/57/58

PWM

This is the temperature within the right exhaust manifold of the engine. An ECM receives a signal that changes in pulse width as the exhaust within the right exhaust manifold changes temperature. The ECM then uses the pulse width that is received to determine the temperature.

109

“TRBO OUT PRES”

Turbocharger Outlet Pressure

36

Analog

The turbocharger outlet pressure sensor sends a signal that varies in voltage to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received.

110

“AFTCLR TEMP”

Aftercooler Temperature (Coolant)

36/57

PWM

This is the temperature of the coolant outlet of the engine aftercooler. The sensor sends a signal that changes in pulse width to an ECM. The ECM then uses the pulse width that is received to determine the temperature.

111

“F AFTRCLR TEMP”

Front Aftercooler Temperature (Coolant)

36/57

PWM

This is the temperature in the front section of the engine aftercooler. The sensor sends a signal that changes in pulse width to an ECM. The ECM uses the pulse width that is received to determine the temperature.

112

“R AFTRCLR TEMP”

Rear Aftercooler Temperature (Coolant)

36/57

PWM or Analog

This is the temperature in the rear section of the engine aftercooler. The sensor sends a signal that changes in pulse width to an ECM. The ECM uses the pulse width that is received to determine the temperature.

113

“START AID SW”

Start Aid Switch

36

Switch

This indicates the status of the start aid switch. The start aid switch is either ON or OFF.

114

“WASTEGATE POS”

Position of the Wastegate Valve

36

Analog

This is the position of the wastegate valve on the outlet of the turbocharger. The position sensor for the wastegate has an output that changes in voltage as the position of the wastegate valve changes. The engine ECM calculates the position of the wastegate from the voltage that is received.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


115

“COOL FAN SPD”

Speed of the Cooling Fan

36

Frequency

This is the speed of the shaft of the engine cooling fan. The sensor that is mounted on this shaft generates a signal that varies in frequency. The signal changes as the speed of the cooling fan changes. The engine ECM calculates the speed of the engine cooling fan from the signal that is received.

116

“ENG COLD MODE”

Cold Mode Status

36

Calculated

This indicates the cold mode status. The status is calculated by the engine ECM. The status is either ON or OFF.

117

“ENG DERATE”

Engine Power Derate Percentage

36

Calculated

This is used to read the present engine power derate percentage. Zero indicates that the engine power is NOT derated.

118

“AIR FLTR”

Peak Air Filter Restriction

36

Calculated

This indicates the restriction of the peak air filter. The amount of restriction is calculated by the engine ECM.

119

“ETHER INJEC”

Ether Injection

36

Calculated

This indicates when ether is being injected into an engine as a starting aid.

120

“FUEL POS”

Fuel Position

36

Calculated

This is calculated by the engine ECM after considering the desired engine speed, fuel ratio control (FRC), and actual engine speed.

121

“ENG LOAD”

Engine Load

36

Calculated

This is calculated by the engine ECM. The engine ECM considers the data that is listed below for this calculation: Engine speed Position of the throttle switch Throttle position Boost pressure Atmospheric pressure This is shown as a percent of a full load.

122

“FUEL FLTR”

Fuel Filter (Bypass)

36/57/58

Switch

This is the status of the fuel filter. The status is PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the plunger of the switch moves. This allows the switch contacts to open. This tells the ECM that the filter is PLUGGED. With normal operation, the switch is closed to ground. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


123

“FUEL LVL”

Fuel Level

57/58/50

PWM

This is the level of fuel in the fuel tank. The fuel level is measured by a fuel level sensor that is mounted in the bottom of the fuel tank (Off-highway trucks/Large excavators). This sensor sends an ECM a pulse that varies in width as the fuel level changes. The fuel level is then calculated according to the pulse width that is received. The sensor also takes the temperature of the fuel into consideration, and changes the pulse width accordingly. Large wheel loaders use a resistive sensor and float that connects to a PWM buffer.

124

“THROTTL SW POS”

Throttle Switch Position

36

Switch

This is the present setting of the ten position throttle switch. (Large excavtors only)

125

“THROTTL POS”

Throttle Position

36

PWM

The is the position of the throttle foot pedal. The throttle position sensor has a pulse output that changes in width as the foot position of the pedal changes. The engine ECM uses the pulse width that is received to determine the position of the throttle.

126

“FUEL FLOW”

Fuel Flow

36

Calculated

This is calculated by the VIMS from the Fuel Flow Engl parameter received from the engine ECM. The Fuel Flow Engl value (parameter 127, in gal/sec), is converted to this fuel flow (parameter 126). This represents the rate at which fuel is used by the engine. The units for this parameter are gallons per hour.

127

“FUEL FLOW ENGL”

Fuel Flow (English Units)

36

Calculated

This value is calculated by the engine ECM. The value is used to show the rate at which fuel is used by the engine (English units). This value is used on older machines. The units are gallons per second.

128

“FUEL PRES”

Fuel Pressure Filtered (Primary)

57/58

PWM

This is the fuel pressure that is present after the fuel filter.

129

“ENG FUEL RATE”

Engine Fuel Rate

36

Calculated

This value is calculated by the engine ECM This is the rate at which fuel is used by the engine. The units are liters per hour.

130

“ENG OIL LVL”

Engine Oil Level

36/57/58

Switch

This is used to tell the engine ECM when the engine oil level is less than the minimum level that is desired. , The switch is open when the oil level is low. In normal operation, the switch is closed to ground. (continued)


(Table 22, contd)



VIMS Full Name

131

“ENG OIL PRES”

Engine Oil Pressure

36/58

Analog

This is the oil pressure inside of the the engine after the oil filter. The sensor sends a signal that varies in voltage to an ECM. The ECM then calculates the pressure according to the voltage that is received. Actual warning pressure depends upon the engine speed.

132

“ENG OIL PRES AB”

Engine Oil Pressure (Absolute)

36

Analog

The oil pressure (absolute) inside the engine. The sensor sends to an ECM an voltage that varies as the pressure changes. The ECM then calculates the pressure according to the voltage that it receives. Actual warning pressure depends upon the engine speed. Atmospheric pressure is taken into account for this calculation.

133

“CNKCASE PRES”

Crankcase Pressure

36

Analog

The pressure inside the crankcase. The sensor sends the engine ECM a voltage that varies as the pressure changes. The engine ECM then calculates the pressure according to the voltage that it receives.

134

“ENG COOL FLOW”

Engine Coolant Flow

57/58

Switch

This switch notifies the VIMS of the status of coolant flow in the engine cooling system (water jacket). During normal operation, the coolant flow switch is closed to ground. The switch opens when coolant flow is less than specified.

135

“ENG COOL TEMP”

Engine Coolant Temperature

36/58

PWM

This is the coolant temperature in the engine cooling system. An ECM receives a signal that changes in voltage or pulse width as the engine coolant temperature changes. The ECM then determines the temperature from the signal that is received.

136

“HYD COOLR BLKR”

Hydraulic Cooler Blocker

49

Switch

This is the state of the Hydraulic Oil Cooler Blocker. The status is either ON or OFF. ON means that the hydraulic oil is blocked from passing through the oil cooler assembly while the machine is warming up.

137

“AFTRCLR LVL”

Aftercooler (Coolant) Level

57/58/50

Switch

This switch notifies the VIMS of the status of the coolant level of the aftercooler. The switch (sensor) opens when the coolant level is low. During normal operation the switch is closed to ground. This switch (sensor) is an capacitive type switch that is activated only by water or anti-freeze.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


138

“ENG COOL LVL”

Engine Coolant Level

57/58

Switch

This switch notifies the VIMS of the status of the engine coolant level. The switch (sensor) opens when the coolant level is low. During normal operation the switch is closed to ground. This switch (sensor) is an capacitive type switch that is activated only by water or anti-freeze.

140

“SYS VOLTAGE”

System Voltage

49

Calculated

This is the actual voltage that exists between the positive battery terminal of the machine and frame ground measured at the main module.

141

“MAIN PILOT PRES”

Main Pilot Pressure

49

PWM

This is the main pilot pressure of the hydraulic system. This pilot pressure includes the swing, implement and travel pilot pressures. An ECM receives a signal that varies in pulse width as the pressure changes.

142

“IMPL PRES”

Implement Pilot Oil Pressure

58

PWM

This indicates that the pressure of the pilot oil for the implements. An ECM receives a signal that varies in pulse width as the pressure changes.

143

“IMPL PRES SW”

Implement Pressure Switch

58

Switch

This is the implement pressure switch status. The status of this switch indicates when the boom, bucket or stick function are active or inactive.

144

“UNFLTR OIL PRES”

Unfiltered Oil Pressure

36

Analog

This is the absolute pressure (inlcudes atmospheric pressure) of the engine oil before the engine oil filter. The engine ECM receives a voltage that changes as the pressure changes.

145

“HI BOOST PRES ”

Boost Pressure Front or Rear High

49

Calculated

This parameter monitors the warning status from the engine ECM to determine if the front or rear boost pressure is high.

146

“LO BOOST PRES”

Boost Pressure Front or Rear Low

49

Calculated

This parameter monitors the warning status parameter from the engine ECM to determine if the front boost pressure is low or the rear boost pressure is low.

147

“CNKCASE PRES”

Crankcase Air Pressure (Gauge)

36

PWM

The air pressure that is present inside of the crankcase.

149

“COLD CYL CUTOUT”

Cold Cylinder Cutout

36

Calculated

This is used to read and program the Cold Cylinder Cutout Strategy status.

150

“AVE CYL TEMP”

Engine Cylinder No. 1 Exhaust Temperature

36

Analog

The temperature of the exhaust of the No. 1 engine cylinder. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


151

“INJ-CYL 1 TEMP”


36

Analog

The temperature of the exhaust of the No. 1 engine cylinder.

152



36

Analog


153



36

Analog


154



36

Analog


155



36

Analog


156



36

Analog


157



36

Analog


158



36

Analog


159



36

Analog

The temperature of the No. 9 engine cylinder.

160



36

Analog


161



36

Analog


162



36

Analog


163



36

Analog

TThe temperature of the exhaust of the No. 13 engine cylinder.

164



36

Analog


165



36

Analog


166



36

Analog

The temperature of the exhaust of the No. 16 engine cylinder. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


167

“ENG PRELUBE”

Engine PreLube Mode

36

Calculated

This indicates the current mode of the engine pre-lube system. The engine prelube modes are as follows: Pre-Lube is OFF Pre-Lube is ON Pre-Lube is DISABLED Pre-Lube is COMPLETED

168

“LT AIR FLTR RES”

Left Air Filter Restriction

36

Calculated

This is the pressure drop across the left air filter. The pressure is calculated by subtracting the left turbocharger inlet pressure from the atmospheric pressure.

169

“RT AIR FLTR RES”

Right Air Filter Restriction

36

Calculated

This is the pressure drop across the right air filter. The pressure is calculated by subtracting the right turbocharger inlet pressure from the atmospheric pressure.

171

“ENG OIL PRES ST”

Engine Oil Pressure Status

36/34/33

Calculated

This is the status of the engine oil pressure. The status of the engine oil pressure is OK, LO or HI.

172

“CRNK WO INJ ST”

Crank Without Injection Status

36/34/33

Switch

This reads the crank without injection status. The crank without injection status is either ON or OFF.

173

“THROTTL SW1 ST”

Throttle Switch No. 1 Status

36

Switch

This indicates the status of the No. 1 throttle switch. The switch contacts are closed (grounded) when the the status switch is ON.

174



36

Switch


175



36

Switch


176



36

Switch


177

“RT AIR FLTR”

Right Air Filter Restriction

36

Switch

This is the pressure drop across the right air filter. An open switch means a plugged filter.

178

“LT AIR FLTR”

Left Air Filter Restriction

36

Switch

This is the pressure drop across the left air filter. An open switch means a plugged filter. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


179

“AIR FLTR STATUS”

Air Filter Restriction Status

36

Switch

This is the status of the air filter. The air filter is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the plunger of the switch moves and allows the switch contacts to open telling the ECM that the filter is PLUGGED. With normal operation the switch is closed to ground.

180

“ENG STATUS”

Overall Truck Engine Status.

36

Calculated

This indicates the status of the engine. This parameter provides the status (enabled or disabled) of the features that are listed below: Altitude Derate Cold Mode Cell Throttle Elevated Idle Engine Derate Engine Speed Cold Cylinder Cutout Low FUel Pressure Emergency Stop Shutdown Fuel Injection High Hydraulic Oil Temperature High Coolant Temperature Low Oil Pressure

181

“ALTERNATOR #1”

Alternator No.1

50

Frequency

This is the speed as indicated by the signal from the alternator R terminal. The R terminal signal is affected by belt slip and the health of the alternator.

182

“ALTERNATOR #2”

Alternator No.2

87

Frequency

This is the speed as indicated by the signal from the alternator R terminal. The R terminal signal is affected by belt slip and tthe health of the alternator.

184

“THROTTL BYPASS”

Throttle Bypass

36

Switch

This is the throttle override status. The status is either OFF or ON.

188

“TURBO INLET TEMP”

Turbo Inlet Temperature

36

Analog

The temperature of the turbo inlet air to the engine.

230

“FNL LUBE PRES”

Final Drive Lube Low Pressure

116

Switch

The status (OK, LOW or HIGH) of the final drive (differential) pump pressure, as indicated by a switch or sensor.

231

“BVL DIFF FLTR”

Diferential (Bevel Gear) Filter Status

116

Switch

The status of the differential (bevel gear) filter as indicataed by a switch or sensor. The status is either PLUGGED or OK.

232

“BVL PMP PRES”

Differential (Bevel Gear) Lube Pressure

116

PWM

This is the differential (bevel gear) lube pressure. The ECM reads the pulse width of the signal and determines the pressure from the signal that is received. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


233

“FNL LUBE FLTR”

Final Drive Filter Switch

116

Switch

This is the status of the final drive (differential) filter switch. The status is either PLUGGED or OK.

234

“DIFF OIL LVL”

Differential Oil Level

116

Switch

This is the position of the differential (drive axle) oil level switch.

235

“DIFF TEMP”

Differential Oil Temperature

116

PWM

This is the temperature of the oil in the differential (axle). The ECM reads the pulse width of the signal and determines the pressure from the signal that is received.

240

“GND LVL SHUTDN R”

Ground Level Shutdown Signal Rear

36

Switch

This is the status of the rear ground level shutdown switch. The status is either ON or OFF.

250

“GND LVL SHUTDN F”

Ground Level Shutdown Signal Front

33

Switch

This is the status of the front ground level shutdown switch. The status is either ON or OFF.

251

“ENG DERATE F”

Engine Derate Percentage Front

33

Analog

This indicates the present front engine power percentage. Zero indicates the engine is not derated

252

“GOV STATUS F”

Slave Governing Status Front Engine

34

Calculated

This indicates the governing status (ALONE or SLAVE) of the front engine slave ECM.

253

“F AFTRCLR TEMP”

Front Aftercooler Temperature (Coolant)

33

PWM

This is the temperature of the coolant in the engine front aftercooler system. ON MACHINES WITH TWO ENGINE AFTERCOOLER COOLANT TEMPERATURE SENSORS THIS REFERS TO THE FRONT ENGINE AFTERCOOLER COOLANT TEMPERATURE.

255

“BOOST PRES F”

Engine Outlet (Boost) Pressure Front

33

Analog

This is the pressure downstream on the compressor discharge side of the turbocharger on the front engine.

256

“CNKCASE PRES F”

Engine Crankcase Pressure Front

33

PWM

This is the pressure inside the crankcase of the front engine.

258

“F ENG LOAD”

Engine Load Front

33

Analog

This is the actual percentage of engine load.

259

“ENG OIL FLTR F”

Engine Oil Filter Differential Pressure (Gauge) Front

33

PWM

This is the pressure drop across the engine oil filter for the front engine.

260

“ENG OIL LVL F”

Engine Oil Level Front

33

Switch

This is the level of the oil in the crankcase for the front engine. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


261

“ENG OIL PRES F”

Engine Oil Pressure Front

33

Analog

This is the oil pressure inside the front engine. The sensor sends to an ECM a voltage that varies as the pressure changes. The ECM then calculates the pressure according to the voltage that it receives. Actual warning pressure depends upon the engine speed.

262

“F ENG STATUS”

Engine Status Front

33

Calculated

This is the front engine status. This parameter provides the status (enabled or disabled) of the features that are listed below: Altitude Derate Cold Mode Cell Throttle Elevated Idle Engine Derate Engine Speed Cold Cylinder Cutout Low FUel Pressure Emergency Stop Shutdown Fuel Injection High Hydraulic Oil Temperature High Coolant Temperature Low Oil Pressure

263

“F WASTEGATE POS”

Front Wastegate Position

33

Analog

This is the position of the wastegate valve on the front engine turbocharger (outlet). The wastegate position sensor has an output that changes in voltage as the wastegate valve position changes From this voltage the front eng ECM calculates the waste gate position.

264

“F FUEL FLTR”

Engine Fuel Filter Status Front

33

Switch

This is the status of the front engine fuel filter. The status is PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the plunger of the switch moves and allows the switch contacts to open telling the ECM that the filter is PLUGGED. With normal operation, the switch is closed to ground.

265

“BOOST PRES HI F”

High Boost Pressure Front

49

Analog

This is the front turbocharger outlet pressure. The sensor sends a voltage that varies as the pressure changes to the engine ECM. The engine ECM then calculates boost according to the voltage that is received by subtracting atmospheric pressure.

266

“OIL PRES F LO”

Low Oil Pressure Front

49

Calculated

This parameter monitors the engine status parameter to see if the front engine oil pressure is low.

267

“EXH TEMP LTF”

Engine Left Front Turbo Exhaust Temperature

33

PWM

This is the temperature of the exhaust on the left bank of the front engine.

(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


268

“EXH TEMP RTF”

Engine Right Front Turbo Exhaust Temperature

33

PWM

This is the temperature of the exhaust on the right bank of the front engine.

269

“F RT- F LT EXH TEMP”

Front Right Minus Front Left Exhaust Temperature

49,50

Calculated

This is calculated by an ECM, The ECM subtracts the front engine right manifold exhaust temperature from the front engine left manifold exhaust temperature.

270

“ENG FUEL RATE F”

Engine Fuel Rate Front

33

Calculated

This is the rate at which fuel is being used by the front engine.

271

“ENG SPD F”

Engine Speed Front

33

Frequency

The actual rotational speed of the crankshaft on the front engine.

273

“F TRBO IN PRES”

Engine Turbo Inlet Pressure Front

33

Analog

This is the pressure (absolute) of the air coming into the right turbocharger for the front engine.

274

“F LO BOOST PRES ”

Low Boost Pressure Front

49

Calculated

This parameter monitors the warning status parameter of the engine ECM to see if the boost pressure is low.

275

“ENG DERATE R”

Rear Engine Power Derate percentage

34

Analog

This indicates the percentage of the present derate of the rear engine. Zero indicates the engine is not derated.

276

“GOV STAT R”

Slave Governing Status Rear Engine

34

Calculated

Indicates the governing status (ALONE or SLAVE) of the rear engine slave ECM.

277

“R AFTRCLR TEMP”

Rear Aftercooler Temperature

34

PWM

This is the temperature of the coolant in the rear engine aftercooler system.

278

“BOOST PRES R”

Engine Turbo Outlet (Boost) Pressure Rear

34

Analog

This is the pressure on the compressor discharge side of the turbocharger of the rear engine.

279

“ENG LOAD R”

Engine Load Rear

34

Analog

This is the actual percentage value of rear engine load.

280

“ENG OIL PRES R”

Engine Oil Pressure Rear

34

Analog

This is the oil pressure in the rear engine lubrication system.

281

“ENG STATUS R”

Engine Status Rear

34

Calculated

This is the rear engine status. This determines the priority of engine status messages displayed on service tools.

282

“WASTEGATE POS R”

Wastegate Position Rear

34

Analog

This is the position of the wastegate valve on the rear engine turbocharger (outlet). The wastegate position sensor has an output that changes in voltage as the wastegate valve position changes. From this voltage, the engine ECM calculates the position of he wastegate valve. (continued)


(Table 22, contd)



VIMS Full Name

283

“FUEL FLTR R ”

Engine Fuel Filter Status Rear

34

Switch

This is the status of the rear engine fuel filter. The status is either PLUGGED or OK.

300

“GEAR BOX TEMP”

Gear Box Temperature

36/58

PWM

This is the oil temperature in the machine (large excavators) gearbox. An ECM receives a signal that changes in pulse width as the gear box oil temperature changes. The ECM then determines the temperature from the pulse width that is received.

301

“GEAR BOX PRES”

Gear Box Pressure

57/58

PWM

This is the oil pressure measured in the gear box. The sensor sends the VIMS a pulse that varies in width as the oil pressure changes. The VIMS then calculates the pressure according to the pulse width that is received.

302

“GEAR BOX CHIP”

Gear Box Chip (Detector)

58

Switch

This switch notifies the VIMS if chips have been detected in the gearbox oil. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing the switch to close, and thus making a short circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

303

“PT OIL FLTR”

Power Train Oil Filter

57/58

Switch

This is the status of the Power Train Oil Filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, meaning acceptable pressure drop, the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when oil temperature is below approximately 125 degrees F.

305

“TRN GEAR”

Transmission Gear

81

Switch

This is calculated by the transmission ECM and indicates the actual gear that the transmission is in.Indicates the actual transmission gear of the machine.

306

“GEAR SELECT”

Transmission Cane Select

81

Calculated

This is the gear that the operator has selected in the machine cab. A switch on the gear select lever converts lever position into digital code for use by the transmission ECM.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


310

“TC FLTR”

Torque Converter Filter (Bypass)

58/81

Switch

This is the status of the torque converter inlet oil filter. The status is PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is plugged. With normal operation, the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when oil temperature is below approximately 125 degrees F.

311

“TC OUT SPD”

Torque Converter Output Speed

27/57/81

Frequency

This is the speed of the torque converter output shaft. The sensor sends a signal to an ECM that is proportional in frequency depending on the torque converter output shaft speed. The ECM then calculates the speed based upon the frequency that is received.

312

“TC SCREEN”

Torque Converter Screen

57/58/ 81

Switch

This is the status of the torque converter outlet screen (filter). The status is PLUGGED or OK. As the torque converter screen becomes PLUGGED, the pressure across the screen causes the torque converter screen to be bypassed. When this bypass occurs, this switch opens telling the VIMS that the torque converter screen needs to be replaced or cleaned.

313

“TC OUT TEMP”

Torque Converter Outlet Temperature

57/81

PWM

This is the oil temperature on the outlet side of the torque converter. The VIMS receives a signal that changes in pulse width as the torque converter outlet oil temperature changes. The VIMS then determines the temperature from the pulse width that is received.

314

“TC TEMP”

Torque Converter Temperature

57

PWM

This is the oil temperature on the outlet of the torque converter. The VIMS receives a signal that varies in pulse width as the torque converter oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. (continued)


(Table 22, contd)



VIMS Full Name

315

“TC OUT PRES”

Torque Converter Outlet Pressure

58

PWM

This is the oil pressure on the outlet side of the torque converter. The VIMS receives a signal that changes in pulse width as the pressure changes. The VIMS then calculates the pressure according to the pulse width that is received.

316

“TC PDL POS”

Torque Converter Pedal Position

81

Calculated

This is the position of the torque converter foot pedal (large wheel loaders). The torque converter position sensor has an pulse output that changes in width as the torque converter foot pedal position changes. The ECM then uses this signal to determine the torque converter position. As the torque converter pedal is depressed, torque converter power to the wheels is decreased. After an approximate half way point, the brakes begin to be applied.

320

“TC CTRL”

Torque Converter Control

58

CDL

This indicates if the torque converter has detected a failure. Refer to the torque converter ECM service manual for further information (994).

322

“QUICKSHIFT SW”

Quickshift Switch Position

81

Calculated

This is the position of the quickshift switch. The switch is either ON or OFF.

323

“LUC ENABLE”

Lockup Clutch Enable Switch Position

81

Switch

This is the position of the lockup clutch enable switch. The switch is either ON or OFF.

324

“PMP DRIVE TEMP”

Pump Drive Oil Temperature

81

PWM

This is the actual temperature of the implement pump oil. The VIMS receives a signal that varies in pulse width as the pump oil temperature changes. The VIMS then determines the temperature from the pulse width that is received.

325

“DIFF TEMP”

Differential Temperature (Oil)

58

PWM

This is the oil temperature inside of the differential axle. The VIMS receives a signal that varies in pulse width as the differential oil temperature changes. The VIMS then determines the temperature from the pulse width that is received.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


326

“DIFF CHIP”

Differential Chip (Detector)

59

Switch

This switch notifies the VIMS if chips have been detected in the differential. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

327

“DIFF FLTR SW”

Differential Filter Switch (Bypass)

30/58/116

Switch

This is the status of the differential axle oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the differential filter is PLUGGED. With normal operation, meaning acceptable pressure drop, the switch contacts are closed to ground.

328

“DIFF LUBE PRES”

Differential Lube Pressure

30/58/116

PWM

This is the lubrication pressure within the differential axle housing. The sensor sends an ECM a pulse that varies in width as pressure changes. The ECM then calculates the pressure according to the pulse width that is received.

329

“TRN P1 PRES”

Transmission Pressure P1

81

PWM

This is the transmission P1 (control system) pressure.

330

“TRN P2 PRES”

Transmission Pressure P2

81

PWM

This is the transmission P2 (clutch-fill) pressure.

331

“IMPLR CLTCH PRES”

Impeller Clutch Pressure

81

PWM

This is the impeller clutch pressure. The sensor sends an ECM a pulse that varies in width as the pressure changes. The ECM then calculates the pressure according to the pulse width that is received.

332

“LUC SOL CMD”

Lockup Clutch Current (Amp) Percentage

81

Calculated

This is the solenoid command (or current) as a percentage of maximum that is being delivered to the lockup clutch solenoid.

333

“RIMPULL STATUS”

Reduced Rimpull Status

81

Switch

This is the status of the reduced rimpull feature. The status is either ACTIVE or INACTIVE.

337

“TRN IN SPD”

Transmission Input Speed

81

Frequency

This is the actual rotational speed of the output shaft of the torque converter which is the input to the transmission. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


338

“TRN INTRMED SPD”

Transmission Intermediate Speed

81

Frequency

This is the actual rotational speed of the intermediate shaft of the transmission as seen by speed sensor No.1.

339

“TRN LATCH PRES”

Transmission Latching Pressure

81

Frequency

This is th etransmission latching pressure. The transmission ECM receives a signal to determine if the transmission is latched or unlatced.

340

“TRN LCKOUT ST”

Transmission Lockout Status

81

Calculated

This is the status of the transmission lock. The transmission lock inhibits the transmission from going into gear while the service technician is working on the machine.

341

“TRN OIL LVL”

Transmission Oil Level

81

PWM

This is the status of the transmission oil level.

342

“TRN OIL PRES”

Transmission Oil Pressure

81

PWM

This is the transmission lube oil pressure.

343

“TRN LCKOUT SW”

Transmission Lockout Switch

81

Calculated

This is the position of the transmission control lever in the cab: REVERSE FORWARD NEUTRAL NOT-IN-REVERSE

346

“TRN COLD MODE”

Transmission Cold Mode

81

Calculated

This indicates the cold mode status as calculated by the transmission ECM. The status is either active or inactive.

347

“TRN OUT SPD 2”

Transmission Output Speed 2

81

Frequency

This is the speed of the transmission output shaft. This signal comes through the transmission speed distributor and is sent to the transmission ECM. The transmission output speed is directly proportional to ground speed.

349

“TRN GEAR”

Transmission Gear

27/81

Switch

This is calculated by EPTC (electronic programmable transmission ECM) or transmission ECM and indicates the actual gear that the transmission is in.

350

“TRN LUBE TEMP”

Transmission Lube Temperature

58/81

PWM

This is the temperature of the transmission lubrication oil. The VIMS receives a signal that changes in pulse width as the temperature of the transmission lubrication oil changes. The VIMS uses the pulse width that it receives to determine the oil temperature.

351

“GEAR SELECT”

Gear Select (By Operator)

27/81

Switch

This is the gear that the operator has selected in the machine cab. A switch on the gear select lever converts lever position into digital code for use by the transmission ECM. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


352

“ACT GEAR”

Gear Code Actual Gear (Transmission)

31

Calculated

This is the actual gear that the transmission is in at the present time. This is being phased out and replaced with parameter 349 in 9.X or later class of onboard software.

353

“GEAR CODE”

Transmission Gear

27/81

Switch

This is calculated by EPTC (electronic programmable transmission ECM) or transmission ECM and indicates the actual gear that the transmission is in. Being phased out and replaced with parameter 349 in 9.X or later of onboard software.

354

“PREVIOUS GEAR”

Previous Gear

27

Calculated

No longer used.

355

“TRN OUT SPD”

Transmission Out Speed

81

Frequency

This is the speed of the transmission output shaft. This signal goes through the transmission speed distributor (OHT) and is sent to the transmission ECM. The transmission output speed is directly proportional to ground speed.

355

“TRN OUT SPD1”

Transmission Output Speed 1

81

Frequency

This is the speed of the transmission output shaft. This signal goes through the transmission speed distributor (OHT) and is sent to the transmission ECM. The transmission output speed is directly proportional to ground speed.

356

“TRN CHRG FLTR”

Transmission Charge Filter (Bypass)

57/58/81

Switch

This is the status of the transmission charge filter. the status is either PLUGGED or OK. The transmission charge line supplies oil to the hydraulic control valves of the transmission. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open, telling the VIMS that the filter is PLUGGED.

357

“TRN LUBE FLTR”

Transmission Lube Filter (Bypass)

58

Switch

This is the status of the transmission lubrication filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is plugged. With normal operation, meaning acceptable pressure drop, the switch contacts are closed to ground. The transmission lube circuit provides lubrication to the clutch disks, bearings, etc. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


358

“TRN SLIP”

Transmission Slip (OHT)

27

Calculated

The degree to which the transmission is slipping at the completion of a shift. This is calculated by the transmission ECM. In this calculation, the transmission input and output speeds are compared. This time is the summation of time for the transmission control solenoids (up/dowm), actuator the up/down solenoid control, clutch fill, and actual slippage of the transmission plates/disk.

359

“LCKUP SLIP”

Lockup Slip

27

Calculated

This is the degree to which the torque converter lockup clutch is slipping when entering the lockup state. This is calculated by the transmission ECM. In this calculation, the torque converter input speeds and the output speeds are compared. Total sliptime is made up of the individual actuation times much like parameter 358.

360

“GEAR CHNG CODE”

Gear Change Code

31

Calculated

No longer used in 9.X-up except in trends. Reads the gear change code of the slip packet. Calibrated by the transmission control.

361

“GEAR MVMT TIME”

Gear Movement Time

31

Calculated

This is no longer used in 9.X-up except in trends. This reads the gear movement time of the slip packet. Calibrated is done throught the transmission ECMl.

362

“TRN LUBE TEMP”

Transmission Lube Temperature

58

PWM

This is the temperature of the transmission lubrication oil. The VIMS receives a signal that changes in pulse width as the transmission lubrication oil temperature changes. The VIMS then uses the pulse width that is received to determine the temperature of the transmission lubrication oil.

364

“TRN PMP PRES”

Transmission (Oil) Pump Pressure

58

PWM

This is the lube oil pressure within the transmission. The pressure sensor sends the VIMS a pulse that varies in width as the pressure changes. The VIMS then calculates the pressure according to the pulse width that is received. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


365

“TRN FLTR”

Transmission Filter (Bypass)

58

Switch

This is the status of the transmission oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves allowing the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when oil temperature is below approximately 125 degrees F.

366

“NTRL SW”

Neutral Switch

57

Switch

This tells the transmission ECM whether the transmission shift linkage is in the neutral position. When the switch is in the neutral position, the operator is allowed to crank the engine.

369

“NTLRZR SW”

Neutralizer Pressure Switch Position

81

Switch

This reads the position of the neutralizer pressure switch. The switch is either in the RUN or NEUTRAL position.

370

“RIMPULL %”

Controlled Rimpull Percentage

81

Calculated

This is used to read percent of maximum rimpull that is controlled by the transmission ECM. This is based on the reduced rimpull setting and the torque converter pedal modulation. This is not the actual or available rimpull, which is affected by the operation of the equipment.

371

“IMPLR CLCH CUR”

Impeller Clutch Current (Amp) Percentage

81

Calculated

This is the current as a percentage of maximum that is delivered to the impeller clutch solenoid from the transmission ECM.

372

“RIMPULL SELECT2”

Reduced Rimpull Selection Switch Position

81

Switch

ThIs is the position of the reduced rimpull selection switch. LOW MEDIUM LOW MEDIUM HIGH HIGH

373

“RIMPULL STATUS 2”

Reduced Rimpull ON/OFF Switch Position

81

Switch

This is the position of the reduced rimpull ON/OFF switch.

374

“PARKBK”

Parking Brake Pressure Switch Status

81

Switch

This is used to read the status of the parking brake pressure switch. The parking brake is engaged when the pressure is LOW (open). The parking brake is disengaged when the pressure is HIGH (closed). (continued)


(Table 22, contd)



VIMS Full Name

376

“BRK PRES SW”

Braking System Pressure Switch

116

Switch

This is the present state of the service brake. ON (switch is closed) or OFF (switch is open).

377

“BRK PUMP SPD”

Braking Cooling Pump Speed

116

Sensor

This is the speed of the brake cooling pump. The speed is from 0 to 2000 RPM.

378

“BRK COOL FLTR F”

Front Brake Cooling Filter Bypass

87

Switch

This is the status of the front brake cooling filter. The status is either OK or PLUGGED.

379

“PARKBK DR STATUS”

Parking Brake Dragging Status

116

Calculated

This is the dragging status of the parking brakes. Dragging brake means the brake pressure sensor indicates the the the parking brake is engaged, however the operator is not asking to engage the brake and the brake ECM is not trying to engage the brake.

380

“RETRDR”

Retarder

83/116

Switch

This is the status of the retarder system. This parameter will display either an ON or OFF state.

381

“BRK COOL FLTR R”

Brake Cooling Filter Bypass Rear

116

Switch

This is the status of the rear brake cooling filter. The status is either OK or PLUGGED.

382

“BRK LOCKDN”

Remote Park Brake Set

116

Switch

This is the status of the parking brake lock. The active (ON) status indicates the parking brake is engaged. The inactive (OFF) status indicates the parking brake is disengaged.

400

“LT DRIVE CHIP”

Left Drive Chip (Detector)

59

Switch

This switch notifies the VIMS if chips have been detected in the left drive motor. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K Ohms.

401

“RT DRIVE CHIP”

Right Drive Chip (Detector)

58

Switch

This switch notifies VIMS if chips have been detected in the right drive motor. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

415

“SERV BRK PEDAL”

Service Brake Pedal Position Status

36

Switch

This reads the position of the service brake pedal as released (OFF) or depressed (ON).

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


416

“PARKBK PRES LTR”

Left Rear Parking Brake Oil Pressure

116

PWM

This is the oil pressure for the left rear parking brake. The sensor sends the VIMS a pulse that varies in width as the pressure changes. the VIMS then calculates the pressure according to the pulse width that is received.

417

“PARKBK PRES RTR”

Right Rear Parking Brake Oil Pressure

116

PWM

The oil pressure for the right rear parking brake. The pressure sensor sends to VIMS a pulse that varies in width as the pressure changes. VIMS then calculates the pressure according to the pulse width that it receives.

418

“LTR WHEEL SPD”

Left Rear Wheel Speed

27/116

Frequency

This is used to read the actual rotational speed of the left rear axle in RPM.

419

“RTR WHEEL SPD”

Right Rear Wheel Speed

27/116

Frequency

This is used to read the actual rotational speed of the right rear axle in RPM.

436

“RTR-RTF BRK TEMP”

Right Rear Minus Right Front Brake Temperature

49

Calculated

This is calculated by the VIMS. The value is determined by subtracting the temperature of the right front brake from the temperature of the right rear brake.

437

“LTR-LTF BRK TEMP”

Left Rear Minus Left Front Brake Temperature

49

Calculated

This is calculated by the VIMS. The value is determined by subtracting the temperature of the the left front brake from the temperatur of the left rear brake.

438

“STRG OIL PRES”

Steering Pump Oil Pressure Sensor

58

PWM

This is the steering oil pressure at the pump outlet. The VIMS receives a signal that changes in pulse width as the steering oil pressure changes. The VIMS then determines the pressure from the pulse width that is received.

440

“STRG OIL PRES”

Steering Pump Pressure

57

Switch

Notifies VIMS of low steering oil pressure. With low pressure the switch would be open. In normal operation, the switch is closed to ground.

441

“LO STRG PRES”

Low Steering Pressure

50/57/58

Switch

This notifies the VIMS of a conditon of low oil pressure at the pump outlet in the steering system. With low pressure, the switch will be open. In normal operation, the switch is closed to ground.

442

“HI STRG PRES”

High Steering Pressure

57/50

Switch

This notifies the VIMS that a condition of low oil pressure in the steering system. With low pressure, the switch should be open to ground. In normal operation, the switch is closed to ground. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


444

“STRG OIL TEMP”

Steering Oil Temperature

50/57

PWM

This is the temperature of the main steering system oil. The VIMS receives a signal that varies in pulse width as the temperature of the main steering system oil changes. The VIMS then determines the oil temperature from the pulse width that is received.

445

“STRG OIL FLTR”

Steering Oil Filter

57

Switch

This is the status of the main steering system oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is plugged. With normal operation, the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when oil temperature is below approxinately 125 degrees F.

446

“STRG PILOT PRES”

Steering Pilot Pressure

39

PWM

This is the oil pressure in the steering pilot oil system. An ECM receives a signal that varies in pulse width as the steering pilot pressure changes. The ECM then determines the pressure from the pulse width that is received.

447

“STRG OIL LEVEL”

Steering Oil Level

58/50

Switch

This switch notifies the VIMS of the status of oil level in the main steering system. The status is either LO or OK. The switch opens when steering oil level is less than the specified. During normal operation, the switch is closed to ground.

448

“STRG/TRN LCK”

Steering/ Transmission Lock

51

Switch

This is the status of the steering and transmission lockout systems. A switch with two outputs (normally closed and normally open) is used as inputs to notify the transmission ECM of the lockout condition. At any given time one input must always be connected to ground and the other must be open. If this case is not so, the transmission ECM knows that there is a failure in the system. When steering/transmission lockout is active, the steering and transmission systems are not allowed to function. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


449

“PRI STRG PRES”

Primary Steering Pressure

57

Switch

This is the status of the oil pressure on the primary side of the steering system. The status is either LO or OK. This pressure switch is normally connected to ground. When the pressure becomes lower than a specified level, the switch opens notifying the VIMS that there is low oil pressure.

450

“F BRK OIL TEMP”

Front Brake Oil Temperature

58

PWM

This is the temperature of the cooling oil from both front brakes. The VIMS receives a signal that varies in pulse width as the front brake system cooling oil changes temperature. The VIMS then determines the temperature from the pulse width that is received.

451

“R BRK OIL TEMP”

Rear Brake Oil Temperature

58

PWM

This is the temperature of the cooling oil from both rear brakes. The VIMS receives a signal that changes in pulse width as the rear brake system cooling oil changes temperature. The VIMS then determines the temperature from the pulse width that is received.

452

“BRK/AIR PRES”

Brake Air Pressure

39

PWM

This is the air pressure in the braking system. The pressure sensor sends the VIMS a signal that varies in width as the brake air system pressure changes. VIMS then calculates the pressure according to the pulse width that is received.

453

“PARKBK”

Parking Brake

57/59/81/ 116

Switch

This is the status of the parking brake. The status is either ON or OFF. With the parking brake off, the switch is open, but when the parking brake is on, a ground signal is sent to an ECM. A warning message will be generated if the parking brake is engaged while the machine is not in neutral.

454

“BRK FLTR”

Brake Filter

57

Switch

This is the status of the filter in the oil cooling line for the brakes. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED.

455

“BRK TEMP”

Brake Temperature

58

PWM

This is the temperature of the brake oil. The VIMS receives a signal that varies in pulse width as the brake oil temperature changes. The VIMS then determines the temperature from the pulse width that is received. (continued)


(Table 22, contd)



VIMS Full Name

456

“BRK STROKE”

Brake Stroke

58

Switch

This is a switch(s) that tells VIMS if the brake master oil line pressure is too low or if one of the master brake cylinders (there can be more than one brake stroke switch, in which case they would be wired in a series circuit) has overstroked. In a failed state, the normal switch path to ground will be opened, notifying VIMS that there is a problem with at least one of the brake master cylinders.

457

“PRI BRK PRES”

Primary Brake Pressure

57/58

Switch

This is the status of the primary brake pressure switch. In normal operation the switch is closed to ground, but when the brake is applied the switch is open.

458

“SEC BRK PRES”

Secondary Brake Pressure

57/58

Switch

This is the status of the secondary brake lever pressure switch. The status of the secondary brake pressure switch is closed when the secondary brake lever has been applied (parking brake).

460

“LTF BRK TEMP”

Left Front Brake Temperature

58/116

PWM

This is the temperature of the cooling oil from the left front brake. The VIMS receives a signal that changes in pulse width as the temperature of the oil coming from the left front brake changes. The VIMS then determines the temperature from the pulse width that is received.

461

“LTR BRK TEMP”

Left Rear Brake Temperature

58/116

PWM

This is the temperature of the cooling oil from the left rear brake. The VIMS receives a signal that varies in pulse width as the temperature of the oil coming from the left rear brake changes. The VIMS then determines the temperature from the pulse width that is received.

462

“RTF BRK TEMP”

Right Front Brake Temperature

58/116

PWM

This is oil temperature from the right front brake. The VIMS receives a signal that varies in pulse width as the temperature of the oil coming from the right front brake changes. The VIMS then determines the temperature from the pulse width that is received.

463

“RTR BRK TEMP”

Right Rear Brake Temperature

58/116

PWM

This is the temperature of the cooling oil from the right rear brake. The VIMS receives a signal that varies in pulse width as the temperature of the oil coming from the right rear brake changes. The VIMS then determines the temperature from the pulse width that is received.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


464

“RTF-LTF BRK TEMP”

Right Front Minus Left Front Brake Temperature

49

Calculated

This is calculated by VIMS. The value is determined by subtracting the temperature of the left front brake from the temperature of the right front brake.

465

“RTR-LTR BRK TEMP”

Right Rear Minus Left Rear Brake Temperature

49

Calculated

This calculated by the VIMS. The value determined by subtracting the tempeature of the left rear brake from the temperature of the right rear brake.

466

“PARKBK PRES SW”

Parking Brake Filter Switch

57

Switch

ThIs the status of the parking brake filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded.

467

“BRK COOL FLTR F”

Front Brake Cooling Filter Status

59

Switch

This is the status of the front brake cooling filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded.

468

“BRK COOL FLTR R ”

Rear Brake Cooling Filter Status

59

Switch

This is the status of the rear brake cooling filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded.

470

“F BRK OIL PRES”

Front Brake Oil Pressure

58

PWM

This is the oil pressure at the inlet of the front brakes. The sensor sends the VIMS a pulse that varies in width as the pressure changes. The VIMS then calculates the pressure according to the pulse width that is received.

471

“R BRK OIL PRES”

Rear Brake Oil Pressure

58

PWM

This sis the oil pressure at the inlet of the rear brakes. The sensor sends the VIMS a pulse that varies in width as the pressure changes. The VIMS then calculates the pressure according to the pulse width that is received. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


472

“F BRK ACUM PRES”

Front Brake Accumulator Pressure

57

Switch

This is the pressure of the front brake accumulator. This pressure switch is normally connected to ground. When the pressure becomes lower than the desired level, the pressure switch opens, notifying the VIMS that there is low pressure in the front brake accumulator system.

473

R BRK ACUM PRES

Rear Brake Accumulator Pressure

57

Switch

This is the pressure of the rear brake accumulator. This pressure switch is normally connected to ground. When the pressure becomes lower than the desired level, the pressure switch opens, notifying the VIMS that there is low pressure in the rear brake accumulator system.

474

“F AXLE OIL TEMP”

Front Axle Oil Temperature

57

PWM

This sis the temperature of the oil within the front axle. The VIMS receives a signal that varies in pulse width as the front axle oil temperature changes. The VIMS then determines the temperature from the pulse width that is received.

475

“R AXLE OIL TEMP”

Rear Axle Oil Temperature

57

PWM

This is the temperature of the oil within the rear axle. The VIMS receives a signal that changes in pulse width as the rear axle oil temperature changes. The VIMS then determines the temperature from the pulse width that is received.

476

“PARKBK CAB SW”

Parking Brake Cab Switch

81

Switch

This is the status of the switch in the cab that is used to engage or disengage the parking brake. The switch is either in the parking brake engaged position (OPEN) or the parking brake disengaged position (CLOSED).

477

“BRK ACUM PRES”

Brake Accumulator Pressure

57

Switch

This is thepressure of the brake accumulator. This pressure switch is normally closed to ground. When the pressure becomes lower than the desired level, the switch opens notifying the VIMS that there is low pressure in the brake accumulator system.

478

“RT TRL BRK TEMP”

Right Trailer Brake (Oil) Temperture

59

PWM

This is the temperature within the right trailer brake oil. The sensor sends the VIMS a pulse that varies in width as the temperature changes. The VIMS then calculates the temperature according to the pulse width that is received. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


479

“LT TRL BRK TEMP”

Left Trailer Brake (Oil) Temperature

59

PWM

This is the temperature of the left trailer brake oil. The sensor sends the VIMS a pulse that varies in width as the temperature changes. The VIMS then calculates the temperature according to the pulse width that is received.

480

“TRLBRKC IN TEMP”

Trailer Brake Cooler (Oil) Inlet Temperature

59

PWM

This is the temperature of the trailer brake oil at the inlet side of the trailer brake oil cooler. The VIMS receives a signal that changes in pulse width as the cooler inlet oil temperature changes. VIMS then determines the temperature from the pulse width that iis received.

481

“TRLBRKC OUT TEMP”

Trailer Brake Cooler (Oil) Outlet Temperature

59

PWM

This is the temperature of the trailer brake oil at the outlet side of the trailer brake oil cooler. The VIMS receives a signal that changes in pulse width as the cooler outlet oil temperature changes. The VIMS then determines the temperature from the pulse width that is received.

482

“TRL FLTR”

Trailer Filter Plug

59

Switch

The status of the trailer brake oil filter. The switch will open in the case of a plugged filter.

483

“TRL BRK STROKE”

Trailer Brake Stroke

59

Switch

This is a switch(s) that tells the VIMS if the trailer brake master oil line pressure is to low, or if one of the trailer brake master cylinders (There can be more than one brake stroke switch, in which case they would be wired in a series circuit) has overstroked. If one of these conditions are met the VIMS would be notified that there is a problem with at least one of the master trailer brake cylinders.

484

“STRG TEMP SW”

Steering Oil Temperature Switch

58

Switch

The steering oil temperature status. If the temperature gets above a predetermined level, the switch will open to indicate steering oil temperature is too high.

485

“ENG OIL FLTR”

Engine Oil Filter Differential Pressure

36

Switch

This is the status of the pressure drop across the engine oil filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


486

“RT STRPMP PRES”

Right Steering Pump Pressure

58

PWM

This indicates the right steering pump oil pressure.

487

“LT STRPMP PRES”

Left Steering Pump Pressure

58

PWM

This indicates the left steering pump oil pressure.

488

“STG COOL FLTR”

Steering Cooling Filter Status

57

Switch

This is the status of the steering cooling filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded.

490

“STRG RTRN FLTR”

Steering Return to Tank Filter Status

58

Switch

The status of the steering return to tank filter (OK or PLUGGED). When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded.

491

“LT STRG CASEDRN”

Left Steering Case Drain Pump Temperature

58

PWM

This is the temperature of the oil within the left steering case drain pump. The VIMS receives a signal that varies in pulse width as the oil temperature of the left steering case drain pump changes. The VIMS then determines the temperature from the pulse width that is received.

492

“RT STRG CDRN”

Right Steering Case Drain Pump Temperature

58

PWM

This is the temperature of the right steering case drain oil.

493

“PARKBK FLTR”

Parking Brake Oil Filter Status

116

Switch

This is the status of the parking brake oil filter. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


494

“LT STRG CDRN”

Left Steering Case Drain Oil Filter Status

58

Switch

This is the status of the oil filter on the left steering case drain.The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded.

495

“RT STRG CDRN”

Right Steering Case Drain Oil Filter Status

58

Switch

This is the status of the oil filter on the right steering case drain. The status is either OK or PLUGGED. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded.

496

PARKBK DRAG

Park Brake Drag

27

Switch

This indicates which of the parking brakes are dragging. The switch statuses are listed below: OK LT R RT R BOTH R

498

“F HI PRES FLTR”

Front High Pressure Filter

58

Switch

The status of the front implement high pressure hydraulic oil filter. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded.

499

“R HI PRES FLTR”

Rear High Pressure Switch

58

Switch

This is the status of the rear implement high pressure hydraulic oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switch plunger moves and allows the switch contacts to open telling the VIMS that the filter is PLUGGED. With normal operation, the switch contacts are closed and the circuit is grounded. (continued)


(Table 22, contd)



VIMS Full Name

500

“HYD OIL TEMP”

Hydraulic Oil Temperature

36/39/58

PWM

The hydraulic oil temperature. An ECM receives a signal that changes in pulse width as the hydraulic oil temperature changes. The ECM then determines the temperature from the pulse width that is received.

501

“PMP IN VALVE”

Pump Inlet Valve

57

Switch

These switches are attached to the inlet suction line for each hydraulic oil pump. They are located at the hydraulic oil tank. When the pump inlet valve is open, meaning that oil can flow, the switch is closed, and the circuit is grounded. There could be multiple switches wired in series on one particular machine, after which a switch(s) opens (meaning no oil flow), the ECM would know there is no oil flow in one or more circuits.

502

“HYD OIL LVL”

Hydraulic Oil Level

57

Switch

This is the status of the hydraulic oil level. The status is either LO or OK. With low hydraulic oil level, the switch will open. In normal operation, the switch is closed to ground.

503

“CASE DRN FLTR”

Case Drain Filter

57

Switch

This is the status of the case drain filter. The status is either PLUGGED or OK. As the case drain filter becomes PLUGGED, the machine mechanically bypasses the oil filter. When this filter is bypassed, the flow of oil in the bypass route opens a switch that tells the VIMS that the filter is plugged. In normal operation the switch is closed to ground.

504

“HI PRES FLTR”

High Pressure Filter

58

Switch

This is a result obtained from up to eight high pressure filters. These high pressure filters are wired in a series circuit to ground. If any one of the filters becomes PLUGGED, the corresponding switch (circuit) opens, indicating that at least one of the high pressure filters is PLUGGED.

505

“HOIST SCREEN”

Hoist Screen

58

Switch

This is the status of the hoist screen. The status is PLUGGED or OK. As the hoist screen becomes PLUGGED, the machine mechanically bypasses the hoist screen. When the bypass occurs, the flow of oil in the bypass route opens a switch that tells the VIMS that the hoist screen needs to be replaced or cleaned. In normal operation the switch is closed to ground.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


506

“HYD RTN FLTR”

Hydraulic Return Filter

57

Switch

This is the status of the hydraulic oil return line filter (PLUGGED or OK). As the hydraulic oil return line filter becomes PLUGGED, mechanically the machine causes the hydraulic oil return line filter to be bypassed. When this bypass occurs, the flow of oil in the bypass route opens a switch that tells VIMS that the hydraulic oil return filter needs to be replaced or cleaned.

507

“LT F PMP CHIP”

Left Front Pump Chip

58

Switch

This switch notifies the VIMS if chips have been detected in the left front pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

508

“LT R PMP CHIP”

Left Rear Pump Chip

58

Switch

This switch notifies VIMS if chips have been detected in the left rear pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

509

“RT F PMP CHIP”

Right Front Pump Chip

58

Switch

This switch notifies the VIMS if chips have been detected in the right front pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


510

“RT R PMP CHIP”

Right Rear Pump Chip

58

Switch

This switch notifies VIMS if chips have been detected in the right rear pump. As a large number of metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

511

“HYD SYS PRES”

Hydraulic System Pressure

58

Switch

This is the present pressure of the hydraulic system.

513

“DIFF OIL LVL”

Differential Oil Level

58

Switch

This is the status of the differential oil level. The status is either LO or OK. With a low oil level the switch will open. In normal operation the switch is closed to ground.

515

“HYD OIL LVL”

Hydraulic Oil Level

58

Switch

This is the status of the hydraulic oil level. The status is either LO or OK. With a low oil level, the switch will open. In normal operation, the switch is closed to ground.

516

“HYD OIL TEMP”

Hydraulic Oil Temperature

36/57

PWM

This is the temperature of the hydraulic oil. An ECM receives a signal that varies in pulse width as the hydraulic oil temperature changes. The ECM then determines the temperature from the pulse width that is received.

517

“HYD OIL FLTR”

Hydraulic Oil Filter

57/58

Switch

This is the status of the hydraulic oil filter. The status is either PLUGGED or OK. When the pressure across the filter is greater than the specified pressure, the switches plunger moves and allows the switch contacts to open telling the VIMS that the filter is plugged. With normal operation, the switch contacts are closed and the circuit is grounded. Cold oils often cause a known filter restriction, so the VIMS ignores warnings (open switch) when the temperature of the oil is below approximately 125 degrees F.

518

“HYD PILOT PRES”

Hydraulic Oil Pilot Pressure

58

PWM

This is the oil pressure in the hydraulic pilot oil line. The machine ECM receives a signal that varies in pulse width as the hydraulic pilot oil pressure changes. The machine ECM then determines the pressure from the pulse width that is received. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


519

“ENG FAN BYPASS”

Engine Fan Bypass

36/49

Calculated

This is used to read and override the bypass valve position of the engine cooling fan. Override is accomplished through a PC that is running the Electronic Technician software only.

520

“ENG FAN SPD”

Engine Fan Speed

36/39

Frequency

This is the speed of the engine cooling fan shaft. The sensor mounted on the engine fan shaft generates an signal that varies in frequency as the cooling fan shaft varies in speed.This signal is sent to an ECM that uses the signal to determine the speed of the engine cooling fan.

521

“HYD FAN SPD”

Hydraulic Fan Speed

36/39

Frequency

This is the speed of the hydraulic oil cooling fan shaft. The sensor mounted on the hydraulic oil cooling fan shaft generates a signal that varies in frequency. This signal is sent to an ECM that uses the signal to determine the speed of the hydraulic oil cooling fan.

524

“DIFF FAN”

Differential Fan

30

Calculated

This is the status of the fan that is used to cool the differential axle oil. The status is either ON or OFF. This value is received from the Caterpillar Monitoring System over the CAT Data Link.

525

“HYD FAN BYPASS”

Hydraulic Fan Bypass

36/49

Calculated

This is used to read and override the bypass valve position of the cooling fan for the hydraulic oil. Override is accomplished through a PC that is running the Electronic Technician software only.

526

“LT HYD CDRN”

Left Hydraulic Case Drain Temperature

59

PWM

This is the oil temperature from the case drain of the left hydraulic pump.

527

“CTR HYD CDRN”

Center Hydraulic Case Drain Temperature

59

PWM

This is the oil temperature from the case drain of the center hydraulic pump.

528

“RT HYD CDRN”

Right Hydraulic Case Drain Temperature

59

PWM

This is the oil temperature from the case drain of the right hydraulic pump.

529

“HYD LUBE FLTR”

Hydraulic Lube Pump Filter

59

Switch

This is the status of the hydraulic lube pump filter. The status is either OK or PLUGGED. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


530

“F SWG OIL LVL”

Front Swing Oil Level

39

Switch

This indicates the status of the oil level of the front swing motor. The status is either LO or OK. In a situation of low oil level the switch is in the open state, whereas in normal operation the switch is closed to ground.

531

“LT R SWG OIL LVL”

Left Rear Swing Oil Level

39

Switch

This indicates the status of the oil level of the left rear swing motor. The status is either LO or OK. In the situation of low oil level the switch should be in the open state, whereas in normal operation the switch is closed to ground.

532

“RT R SWG OIL LVL”

Right Rear Swing Oil Level

39

Switch

This indicates the status of the right rear swing motor.The status is either LO or OK. In a situation of low oil level the switch should be in the open state, whereas in normal operation the switch is closed to ground.

533

“LT SWG OIL LVL”

Left Swing Oil Level

57

Switch

This is the oil level in the left swing drive motor.

534

“RT SWG OIL LVL”

Right Swing Oil Level

57

Switch

This is used to read the oil level in the right swing drive motor.

535

“DUAL PRES RLF”

Dual Pressure Relief Solenoid

39

Switch

This is used to read the status of the dual pressure relief function. This status reflects the status based on the command from the ECM.

540

“SWG OIL LVL”

Swing Drive Motor Oil Level

39

Switch

This indicates the status of the swing oil level. The status is either LO or OK. In a situation of low oil level the switch is in the open state, whereas in normal operation the switch is closed to ground.

541

“SWG PMP CHIP”

Swing Pump Chip

58

Switch

This switch notifies the VIMS if chips have been detected in the swing pump. As a large number of metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms. (continued)


(Table 22, contd)

VIMS Parameter Description List VIMS Abbreviated Name

VIMS Full Name

542

“LT SWG MTR CHIP”

Left Swing Motor Chip

57

Switch

This switch notifies VIMS if chips have been detected in the left swing motor. As a large number of metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

543

“RT SWG MTR CHIP”

Right Swing Motor Chip

57

Switch

This switch notifies the VIMS if chips have been detected in the right swing motor. As a large number of metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K Ohms.

544

“IMPL PILOT FLTR”

Implement Pilot Filter

39

Switch

This is the status of a switch that is open when the implement pilot filter becomes PLUGGED. As the implement pilot filter becomes PLUGGED, mechanically the machine causes the oil filter to be bypassed. Which opens a switch that tells an ECM that the filter is PLUGGED. Over the CAT data link, VIMS is made aware of the condition.

545

“LT HYD CDRN ST”

Left Hydraulic Case Drain Oil Filter Status

58

Switch

This is the status of the oil filter on the left hydraulic case drain. The status is either OK or PLUGGED.

546

“CTR HYD CDRN ST”

Center Hydraulic Case Drain Oil Filter Status

58

Switch

This is the status of the oil filter on the center hydraulic case drain. The status is either OK or PLUGGED.

547

“HYD CDRN ST RT ”

Right Hydraulic Case Drain Oil Filter Status

58

Switch

This is the status of the oil filter on the right hydraulic case drain. The status is either OK or PLUGGED.

550

“SYS AIR PRES”

System Air Pressure

50/57/58

PWM

This is a measure of the air pressure in the main supply line for the machine. The sensor sends the VIMS a pulse that varies in width as the pressure changes. The VIMS then calculates the pressure according to the signal that is received.

Parameter Number

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


555

“HYD LOOP FLTR”

Hydraulic Circuit Filter Status

58

Switch

This is used to read the status of the hydraulic circuit filter. The staus is either OK or PLUGGED.

560

“LT LADDER POS”

Left Ladder Position

39

Switch

This is the position of the left ladder (or the only ladder) that is used for access to the machine. The two states of the ladder position are up or down. The switch is closed with the ladder up.

561

“SWG BRK”

Swing Brake

39

Solenoid

The status of the swing brake command (output from ECM). The status is either ON (solenoid energized) or OFF (solenoid de-energized).

562

“TRVL BRK”

Travel Brake

39

Solenoid

This is the status of the travel brake command (output from ECM). The status is either ON (solenoid energized) or OFF (solenoid de-energized).

563

“AUTO LUBE (CDL)”

Auto Lube CAT data link

39

Calculated

This reads the status of auto lube system and is used to turn auto lube ON or OFF. Auto lube is used to apply grease to the joints of the machine.

564

“HYD PMP CDRN”

Hydraulic Pump Case Drain Filter Switch

58

Switch

This is the status of the case drain hydraulic oil filter. The status is either PLUGGED or OK. The switch is open whe the status is plugged.

565

“RT LADDER POS”

Right Ladder Position

39

Switch

This is the position of the right ladder that is used for access to the machine. The two states of the ladder position are up or down. The switch is closed when the ladder is in the up position.

570

“LFT CYLHD PRES”

Lift Cylinder Head Pressure

57

Frequency

This is the oil pressure on the head end of the hydraulic lift cylinder. The VIMS receives a square wave signal that varies in frequency as the oil pressure of the hydraulic lift cylinder head end changes. The VIMS then determines the pressure by the frequency that is received from the sensor and uses this to calculate payload. Only positive pressures will display.

571

“TLT CYLRD PRES”

Tilt Cylinder Rod Pressure

58

Frequency

The oil pressure on the rod end of the hydraulic tilt cylinder. VIMS receives an square wave signal from the sensor that changes in frequency as the hydraulic tilt cylinder rod end oil pressure changes. VIMS then determines the pressure by the frequency that it receives from the sensor. Only positive pressures will display. (continued)


(Table 22, contd)



VIMS Full Name

572

“LFT LINK POS”

Lift Linkage Position

57/58/82

PWM

This is an angle in degrees that represents the position of the bucket lift arms (LINKAGE). An ECM receives a signal that varies in pulse width as the position of the lift arms change. The ECM then calculates the position from the pulse width that is received.

573

“TLT LINK POS”

Tilt Linkage Position

57/82

PWM

An angle in degrees that represents the position of the bucket tilt (LINKAGE). An ECM receives a signal that changes in pulse width as the bucket changes position. The ECM then calculates the position from the pulse width that it receives.

574

“LFT LVR POS”

Lift Lever Position

82

PWM

Thsi is a percentage value that represents the position of the bucket hydraulic lift lever within the cab (within the full calibrated range of the lever). This should be a value from 0% to 100%. An ECM receives this signal that changes in pulse width as the lift lever position changes. The ECM then calculates the lift lever position from the pulse width that it receives.

575

“TLT LVR POS”

Tilt Lever Position,

82

PWM

A percentage value that represents the position of the bucket hydraulic tilt lever within the cab (within the full calibrated range of the lever). This should be a value from 0% to 100%. An ECM receives this signal that changes in pulse width as the lift lever position changes. The ECM then calculates the tilt lever position from the pulse width that is received.

576

“LFT RAISE SOL1”

Lift Raise Solenoid Number 1

82

Solenoid

Thsi is the status of the number one pilot lift-raise solenoid that is used to control the lift cylinders. The two states for this solenoid are ON or OFF.

577

“LFT LOWER SOL1”

Lift Lower Solenoid Number 1

82

Solenoid

This is the status of the number one pilot lift-lower solenoid that is used to control the lift cylinders. The two states for this solenoid are ON or OFF.

578

“TLT DMP SOL1 ”

Tilt Dump Solenoid Number 1

82

Solenoid

This is the status of the number one pilot tilt-dump solenoid that is used to control the tilt cylinders. The two states for this solenoid are ON or OFF.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


579

“TLT RACK SOL1”

Tilt Rack Solenoid Number 1

82

Solenoid

This is the status of the number one pilot tilt-rack solenoid that is used to rack backthe bucket cylinders. The two states for this solenoid are ON or OFF.

580

“VAR PMP TORQ”

Variable Pump Torque

82

Calculated

This value is calculated by the implement ECM, and represents the variable pump torque.

581

“HYD LCK”

Hydraulic Lock

82

Switch

This is the status of the hydraulic lock function. When this is active, no hydraulic functions will operate.

582

“VAR PMP PRES”

Variable Hydraulic Pump Pressure

82

PWM

This is the oil pressure at the outlet of the variable hydraulic oil pump. The implement ECM receives a signal that varies in pulse width as the pressure of the variable pump changes. The ECM then determines the variable pump pressure from the pulse width that is received.

583

“FIXED PMP PRES”

Hydraulic Pump Pressure

57/82

PWM

This is the hydraulic oil pressure at the outlet of the hydraulic oil pump. An ECM receives a signal that varies in frequency as the hydraulic oil pressure changes. From this signal, the ECM then calculates the hydraulic oil pump outlet pressure.

584

“LFT LINK SNSR”

Lift Linkage Sensor

82

PWM

This a percentage value that represents the duty cycle of the lift arm (linkage) sensor of the bucket. This number may or may not go from 0% to 100% depending on the allowable lift range for the machine. An ECM receives a signal that changes in pulse width as the bucket lift arms moves.

585

“TLT LINK SNSR”

Tilt Linkage Sensor

82

PWM

This is a percentage value that represents the duty cycle of the tilt (linkage) sensor for the bucket. This number may or may not go from 0% to 100% depending on the allowable tilt movement of the bucket. An ECM receives a signal that varies in pulse width as the bucket tilt linkage moves.

586

“LFT LVR SNSR”

Lift Lever Sensor

82

PWM

This is a percentage value that represents the duty cycle of the hydraulic lift lever sensor for the bucket that is located in the cab. This number may or may not go from 0% to 100% depending on where the stops for the lever are set. An ECM receives a signal that changes in pulse width (within the PWM limits of the sensor) as the bucket hydraulic lift lever is moved. (continued)


(Table 22, contd)



VIMS Full Name

587

“TLT LVR SNSR”

Tilt Lever Sensor

82

PWM

This is a percentage value that represents the duty cycle of the hydraulic tilt lever sensor for the bucket located in the cab. This number may or may not go from 0% to 100% depending on where the stops for the lever are set. An ECM receives a signal that varies in pulse width (within the PWM limits of the sensor) as the hydraulic tilt lever for the bucket is moved.

588

“TOP F PMP CHIP”

Top Front Pump Chip

59

Switch

This switch notifies VIMS if chips have been detected in the top front pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

589

“TOP R PMP CHIP”

Top Rear Pump Chip

59

Switch

This switch notifies VIMS if chips have been detected in the top rear pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

590

“RTF SWG CHIP”

Right Front Swing (Motor) Chip

59

Switch

This switch notifies VIMS if chips have been detected in the right front swing motor. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


591

“RTR SWG CHIP”

Right Rear Swing (Motor) Chip

59

Switch

This switch notifies VIMS if chips have been detected in the right rear swing motor. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

592

“BTM F PMP CHIP”

Bottom Front Pump Chip

59

Switch

This switch notifies VIMS if chips have been detected in the bottom front pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

593

“BTM R PMP CHIP”

Bottom Rear Pump Chip

59

Switch

This switch notifies VIMS if chips have been detected in the bottom rear pump. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

595

“LFT CYLHD PRES”

Lift Cylinder Head Pressure

57/58

Frequency

This is the oil pressure on the head end of the hydraulic lift cylinder. An ECM receives a signal from the sensor that changes in frequency as the hydraulic lift cylinder head end oil pressure changes. The ECM then calculates the pressure from the frequency that it receives. Negative pressures cannot be displayed.

596

“TLT CYLRD PRES”

Tilt Cylinder Rod Pressure

58

Frequency

This is the oil pressure on the rod end of the hydraulic tilt cylinder. An ECM receives a signal from the sensor that varies in frequency as the tilt cylinder rod end oil pressure changes. The ECM then calculates the pressure from the frequency that is received. Negative pressures cannot be displayed.

598

“BOOM UP PLT”

Boom Raise Pilot Pressure Switch

49

Switch

This is the status of the boom raise pilot pressure based on the pressure switch. The status is either HI or LO. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


599

“SWG HIPLT”

Swing High Pilot Pressure

39

Switch

This is used to read the status of the swing high pilot pressure. The status is either HI or LO.

600

“IMPL HIPRES FLTR”

Implement High Pressure Filter

58

Switch

This is the status of the implement high pressure hydraulic oil filter. The status is either PLUGGED or OK.

601

“PMP DRIVE FLTR”

Front Pump Drive Filter

57

Switch

This is the status of the front pump drive filter. The status is either OK or PLUGGED.

704

DIF FAN RELAY

Differential Fan Relay

49

Switch

The status of the relay that is used to drive the fan that cools the defferential axle oil. The status is either ON or OFF.

705

“ATMOS PRES R”

Atmospheric Pressure Rear Engine

34

Analog

This is the atmospheric (barometric) pressure on the outside of the machine. The atmospheric pressure sensor sends to the engine ECM a voltage that varies as the pressure changes. The engine ECM then calculates the pressure according to the voltage that is received.

706

“HOIST ROD PRES”

Hoist Rod End Pressure

87

PWM

The oil pressure on the rod end of the hydraulic tilt cylinder. An ECM receives a square wave signal from the sensor that changes in frequency as the hydraulic tilt cylinder rod end oil pressure changes. The ECM then calculates the pressure from the frequency that is received.

707

“HOIST HD PRES”

Hoist Head End Pressure

87

PWM

This is the oil pressure on the head end of the hydraulic tilt cylinder. An ECM receives a square wave signal from the sensor that varies in frequency as the hydraulic tilt cylinder head end oil pressure changes. The ECM then calculates the pressure from the frequency that is received.

708

“BODY ANGLE”

Body Position Sensor

87

PWM

This is the angle that represents the body position. The angle is measured in reference from the down position (on the rail).

709

“TLT CYLHD PRES”

Tilt Cylinder Head Pressure

58

Frequency

The oil pressure on the head end of the hydraulic tilt cylinder. An ECM receives a square wave signal from the sensor that changes in frequency as the hydraulic tilt cylinder head end oil pressure changes. The ECM then calculates the pressure from the frequency that is received.

710

“RTF-LTF SUSP CYL”

Right Front Minus Left Front Suspension Cylinder

49

Calculated

The VIMS calculates this value by subtracting the left front suspension cylinder pressure from the right front suspension cylinder pressure. (continued)


(Table 22, contd)


VIMS Full Name

711

“RTR-LTR SUSP CYL”

Right Rear Minus Left Rear Suspension Cylinder

49

Calculated

The VIMS calculates this value by subtracting the left rear suspension cylinder pressure from the right rear suspension cylinder pressure.

712

“HOIST SCREEN”

Hoist Screen Bypass

87

Switch

This is the status of the hydraulic hoist screen filter. The status is either PLUGGED or OK.

720

“LTF SUSP CYL”

Left Front Suspension Cylinder

57

Frequency

This is the pressure in the left front suspension cylinder. The VIMS receives a square wave signal from the sensor that varies in frequency with respect to the change in pressure within the suspension cylinder. The VIMS then determines the pressure in the cylinder from the frequency that is received.

721

“LTR SUSP CYL”

Left Rear Suspension Cylinder

58

Frequency

This is the pressure in the left rear suspension cylinder. The VIMS receives a square wave signal from the sensor that varies in frequency with respect to the change in pressure within the suspension cylinder. The VIMS then determines the pressure in the cylinder from the frequency that is received.

722

“RTF SUSP CYL”

Right Front Suspension Cylinder

50/57

Frequency

This is the pressure in the right front suspension cylinder. The VIMS receives a square wave signal from the sensor that varies in frequency with respect to the change in pressure within the suspension cylinder. The VIMS then determines the pressure in the cylinder from the frequency that is received.

723

“RTR SUSP CYL”

Right Rear Suspension Cylinder

58/50

Frequency

This is the pressure in the right rear suspension cylinder. The VIMS receives a square wave signal from the sensor that varies in frequency with respect to the change in pressure within the suspension cylinder. The VIMS then determines the pressure in the cylinder from the frequency that is received.

724

“BODY ANGLE”

Body Position Angle

27

PWM

Used to read the angle of the body position. The angle is measured in reference from the down position (on the rail).

725

“GND SPD”

Ground Speed

27/81

Frequency

The speed of the machine relative to the ground. The sensor sends a signal to the transmission ECM that varies in frequency depending on the transmission output shaft speed. Then based on the frequency that the transmission ECM receives, the ground speed is determined.

Parameter Number

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


726

“BODY POS”

Body Position

27

Switch

This is the position of the body (up or down). One use of this sensor (switch) is to relay the position of the body to the transmission ECM. This information is used to limit the ground speed when the body is in the up position.

727

“BODY LVR”

Body Lever

27

Switch

This is the status of the body raise/lower lever within the cab. The state of the body lever is UP, DOWN OR FLOAT.

728

“PAYLOAD”

Payload

49

Calculated

The payload weight is calculated by the VIMS. The weight is based on the pressures that are measured by the four suspension cylinders pressure sensors. The payload can change throughout a cycle, but the payload value returns to zero at the end of the payload cycle when the body raise/lower routine is performed (dumping of the load). (Off-higway trucks)

729

“PAYLOAD STATUS”

Payload Status

49

Calculated

This is the status of the truck in a payload cycle. Examples of payload status are listed below: STOPPED EMPTY STOPPED LOADING TRAVELING LOADED DUMPING TRAVELING EMPTY

730

“HAUL DISTANCE”

Haul Distance

49

Calculated

This is the distance that has been traveled by the truck up to a present point in a payload cycle. Haul distance is calculated based on ground speed and travel time.

731

“RT TRL SUSP CYL”

Right Trailer Suspension Cylinder Pressure

59

Frequency

This is the oil pressure within the right trailer suspension cylinder. The VIMS receives a square wave signal from the sensor that changes in frequency as the the pressure in the left trailer suspension cylinder changes. The VIMS then determines the pressure in the cylinder from the frequency that is received.

732

“LT TRL SUSP CYL”

Left Trailer Suspension Cylinder Pressure

59

Frequency

This is the oil pressure at the left trailer suspension cylinder. The VIMS receives a square wave signal from the sensor that changes in frequency as the the pressure in the left trailer suspension cylinder changes. The VIMS then determines the pressure in the cylinder from the frequency that is received. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


733

“TRL DOOR POS”

Trailer Door Position

59

PWM

This is the status of the trailer door. The status is ether open or closed. This is the door that is loacated on the bottom of the trailer that is used for dumping. The VIMS receives a signal that changes in pulse width as the trailer door position changes. The VIMS then determines the position from the pulse width that is received.

734

“TLT CYLHD PRES”

Tilt Cylinder Head Pressure

58

Frequency

This is the oil pressure on the head end of the bucket tilt cylinder. The sensor sends a ECM a square wave signal that varies in frequency in respect to the change in the cylinder pressure. The ECM then determines the pressure within the cylinder from the frequency that iis received. Negative pressures are not displayed.

737

“GND SPD”

Ground Speed

81

Calculated

This is used to read the ground speed of the machine with a directional indication. The signed data indicates the direction of travel: Negative (-) is reverse Positve (+) is forward

742

“USER SHUTDN”

User Shutdown

36

Switch

This tells the status of the user shutdown input. There are two states, on and off. When in the shutdown (ON) position (resulting from grounding this input) the engine ECM stops the engine.

743

“SHUTDN SW”

Shutdown Switch

36

Switch

This is the status of the machine remote shutdown switch. To activate this switch the red guard on the machine must be lifted and the switch placed in the ON position. The engine ECM reads the switch, and after one second fuel injection will be stopped if the engine is running, or the engine will not be allowed to start if not running. Once the switch has been on, the key start switch must be turned OFF momentarily and then back on before the engine ECM will allow the engine to run again.

747

“SWG HIPRES FLTR ”

Swing High Pressure Filter

58

Switch

This is the status of the swing high pressure hydraulic oil filter. The status is either PLUGGED or OK.

749

“AUTO LUBE PRES”

Auto Lube Pressure

57/58

PWM

This is the pressure in the lubrication line that feeds grease to the grease injectors of the lubrication system. The sensor that measures the pressure sends a pulse to VIMS that varies in width depending on the line pressure. The VIMS then uses this signal to calculate the lube pressure. (Large wheel loaders) (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


750

“AUTO LUBE PRES”

Auto Lube Pressure

39/57/58

PWM

This is the pressure in the lubrication line that feeds grease to the grease injectors of the lubrication system. The sensor that measures the pressure sends a pulse that varies in width depending on the line pressure to the VIMS. The VIMS then uses this signal to calculate the lube pressure. (large hydraulic excavators)

751

“AUTO LUBE”

Auto Lube (Status)

49

Calculated

This is the operating status of the auto lube solenoid. There are several possible states. The possible states are listed below: ACTIVE, PENDING WARNING INACTIVE TERMINATE (Off-highway trucks and Large excavators)

752

“ENG FAN PMP PRES”

Engine Fan Pump Pressure

36

Analog

This is the oil pressure in the hydraulic oil line to the engine cooling fan hydraulic motor. The sensor sensd a signal that varies in voltage as the oil pressure cahanges to the engine ECM. The engine ECM then determines the pressure from the voltage that is received.

753

“HORN SW”

Horn Switch

39

Switch

This is the status of the forward warning horn switch. The status is either ON or OFF.

754

“SYS VOLTAGE”

System Voltage

49

Calculated

This the actual voltage that exists between the positive side of the electrical system and frame ground.

755

“BUCKET WT”

Bucket Weight

49

Calculated

This is the weight of the payload in the loader bucket. The pressure in the lift cylinder and the position of the lift arm are used to calculate this value.

756

“TRUCK WT”

Truck Weight

49

Calculated

This is the accumulated weight of the material that was loaded into the truck during the present loading cycle. This value continues to accumulate until the loader store bottom is pressed. At this point, the value would be stored and cleared to zero. (Large wheel loaders)

757

“SWG PLT PRES”

Swing Pilot Pressure

39

Switch

This is the status of the swing pressure switch.

758

“SWG PMP PRES”

Swing Pump Pressure

39

PWM

This is the outlet pressure from the swing pump. (continued)


(Table 22, contd)



VIMS Full Name

759

“HYD OIL PRES”

Hydraulic Oil Pressure

39/57

PWM

This is the oil pressure in the outlet line of the hydraulic oil pump. This sensor sends a signal that varies in pulse width that to an ECM. This signal depends on the hydraulic oil pump outlet line pressure. The ECM then uses this signal to calculate the hydraulic oil pressure.

760

“SWG/IMP PRES SW”

Swing/ Implement Pilot Pressure

39

Switch

This is the status of the swing/implement pilot oil pressure switch. The status is high when swinging or moving an implement and low when not swinging and not moving an implement. The switch is open or closed depending on the pressure.

761

“TRVL PLT PRES”

Travel Pilot Pressure

39

Switch

This is the status of the travel pilot oil pressure switch. Status is high when traveling and low when not traveling.

763

“TRVL ALRM CNCL”

Travel Alarm Cancel

39

Switch

This is the status of the travel alarm cancel switch. The switch is normally open.

764

“BOOM FLOAT PRES”

Boom Float Pressure

39

Switch

This is the status of the boom float oil pressure switch. The status is either low or high.

765

“BOOM FLOAT SW”

Boom Float Switch

39

Switch

This is the status of the cab switch used to enable or disable the boom float function.

766

“BKT OPEN SW”

Bucket Open Switch

39

Switch

This is the status of the cab switch (trigger switch) used to open the bucket.

767

“BKT CLOSE SW”

Bucket Close Switch

39

Switch

This is the status of the cab switch (trigger switch) used to close the bucket.

768

“HORN SW”

Horn Switch

39

Switch

This is the status of the horn switch. The status is either ON or OFF.

770

“SERVICE CONSOLE”

Service Console

39

Switch

This is the status of the service console door. When the service console door is closed, the switch is closed to ground. The service console door is an option and is not standard on all of the shovels. The state is either open or closed. (large excavator)

771

“HORN”

Horn

39

Solenoid

This is the status of the horn command (output from ECM). The status is either ON or OFF.

772

“BOOM FLOAT”

Boom Float

39

Solenoid

This is the status of the boom float command (output from ECM). The status is either ON or OFF.

773

“BKT OPEN”

Bucket Open

39

Solenoid

This is the status of the bucket open command (output from ECM). The status is either ON or OFF.

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


774

“BKT CLOSE”

Bucket Close

39

Solenoid

This is the status of the bucket close command (output from ECM). The status is either ON or OFF.

775

“TRVL ALARM”

Travel Alarm

39

Switch

This is the status of the travel alarm. The status is either ON or OFF.

776

“BOOM LOWER”

Boom Lower

39

Solenoid

This is the status of the engine off lower command (output from ECM). The status is either ON or OFF.

777

“BOOM LOWER SW”

Boom Lower Switch

39

Switch

This is the status of the cab switch that is used to lower the boom when the engine is not running.

778

“ETHER INJECT SW”

Ether Injection Switch

36

Switch

The position of the ether injection switch in the cab. This is the switch which the operator uses to manually inject ether for starting. The switch is either OFF or ON (manual injection).

779

“AESC”

Automatic Engine Speed Control

36

Switch

This is the status of the AESC pressure switch. If the engine ECM receives an signal from AESC pressure switch notifying that the hydraulics are being used, then no action is taken. But, if the hydraulics are not being used, the engine ECM idles the engine down to a specified speed to save fuel and reduce engine wear. As soon as the hydraulics begin to be used again, the engine speed is again elevated. AESC state is either ON or OFF.

780

“START RELAY”

Start Relay

51

Switch

This is the status of the start relay. When the engine is cranking, the start relay is engaged.

781

“KEY START SW”

Key Start Switch

51

Switch

The status of the key start switch. The status is either ON, OFF or CRANK.

782

“AESC ENABL SW” “AESC ENABLE SW”(HEX)

Automatic Engine Speed Control Enable Switch

36/49

Switch

This is the status (ACTIVE or INACTIVE) of the Engine Speed Control Automatic Enable switch.

783

“AESC CTRL LINE”

Automatic Engine Speed Control Line

36/39

Switch

This is the status of the AESC output line from the macine ECM to the engine ECM.

785

“PAYLOAD SW”

Payload Switch

39

Switch

This is the status of the payload store switch. The switch is normally in the open position. When the switch is pressed, a grounded signal is received, telling the VIMS to store the payload data that has been collected since the last store and to clear the present payload data. The switch is either ON or OFF. (continued)


(Table 22, contd)


VIMS Full Name

786

“HOIST OVER CTR”

Hoist Over center

87

Calculated

This the status of the hoist overrunning load control. This indicates when the ECM is trying to control the body so an overrunning load will not damage the machine.

787

“HOIST POS CC”

Hoist Lever Position from Chassis Control

87

Analog

This is used to read the hoist lever mode and the mode drive command percentage. The drive percentage, used by the RAISE, FLOAT, and LOWER modes, indicates the position of the lever within the range of travel for the particular mode.

788

“HOIST STATUS CC”

Hoist Status from Chassis Control

87

Analog

Used to read the actual hoist output status and drive command percentage. The drive percentage, used by the RAISE, FLOAT, LOWER and SNUB modes, indicates the position of the lever within the range of travel for the particular mode.

790

“ATMOS PRES”

Atmospheric Pressure

36

Analog

This is the atmospheric (barometric) pressure on the outside of the machine. The atmospheric pressure sensor sends a voltage that varies as the pressure changes to the engine ECM. The engine ECM then calculates the pressure according to the voltage that is received.

791

“AMB AIR TEMP”

Ambient Air Temperature

57

PWM

This is the temperature of the air outside the machine. The VIMS receives a signal that changes in pulse width as the outside or ambient air temperature changes. The VIMS then uses the pulse width that is received to determine the ambient air temperature.

792

“MACHINE PITCH”

Machine Pitch

49

Calculated

This is calculated from the pressures that are measured by the four machine suspension cylinder pressure sensors. The VIMS takes the sum of the two front suspension cylinder pressures minus the sum of the two rear suspension cylinder pressures.

793

“MACHINE RACK”

Machine Rack

49

Calculated

This is calculated from the pressures that are measured by the four machine suspension cylinder pressure sensors. The VIMS takes the sum of the two diagonal suspension cylinder pressures (left front plus right rear or right front plus left rear) minus the sum of the two other diagonal suspension cylinder pressures.

794

“ATMOS PRES F”

Engine Atmospheric Pressure Front

33

Analog

This is the air pressure at the inlet to the intake manifold of the front engine. (see parameter 790)

Parameter Number

Source Module(s)

Signal Type


(continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


795

“REEL LUBE SW”

Reel Lube Switch

57

Switch

The status of the reel lube switch (ON or OFF). The reel lube switch will turn the lubrication system on to actuate the manual lube reel.This is an alternate lubrication system from the auto lube system. This system overrides the auto lube system. While this switch is on, the auto lube status will be pending.

798

HOIST LVR POS

Hoist Level Position

49

Calculated

This indicates the hoist lever modes. The hoist lever modes are listed below: RAISE LOWER HOLD FLOAT

799

“HOIST STATUS”

Desired Hoist Status

27

Calculated

The desired mode and drive percentage of the hoist for operation. The drive percentage, used by the RAISE, FLOAT, and LOWER modes, indicates the desired lever position within the range of travel for the particular mode.

800

“VIMS EVENT LIST”

VIMS Event List

49

Calculated

This is a percentage value that represents the amount of memory space (out of the total) that is left for the VIMS Event List.

801

“PAYLOAD DATA”

Payload Data

49

Calculated

This is a percentage value that represents the amount of memory space (out of the total) that is left for storing of payload data. This is calculated by VIMS on off highway trucks.

802

“VIMS SNAPSHOT”

VIMS Snapshot

49

Calculated

This is a percentage value that represents the amount of memory space (out of the total) that is left for storing of the VIMS Snapshot data (previously named event recorder data). This value will either be 100, 50, or 0 percent. Every time a snapshot is activated (manually or automatically), the VIMS snapshot value should be reduced by 50 percent. This value can only be reset by downloading the VIMS snapshot data.

803

“PAYLOAD MEMORY”

Payload Memory

49

Calculated

This is a percentage value that represents the amount of memory space (out of the total) that is left for storing of the payload data. This is calculated by VIMS on large wheel loaders. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


804

“PWR SHIFT PRES”

Power Shift Pressure

36

PWM

This is the power shift pressure that is used to control the swash plates on the hydraulic oil pumps. The engine ECM receives a signal that changes in pulse width as the power shift pressure changes. The engine ECM then uses the pulse width that is received to determine the power shift pressure.

805

“VIDS EVENT LIST”

VIDS Event List

49

Calculated

This is a percentage value that represents the amount of memory space (out of the total) that is left for the VIDS Event List data.

806

“PWR SHIFT”

Power Shift

36

Calculated

This is the current as a percentage of maximum that is delivered to the power shift solenoid.

850

“MAX PITCH/ SEC”

Maximum Pitch Per Second

49

Calculated

This is used with Chassis electronic control module.

851

“MAX RACK/ SEC”

Maximum Rack Per Second

49

Calculated


852

“CURRENT FELA”

Current FELA

49

Calculated


853

“MOV AVG1 FELA”

Moving Average Number 1 FELA

49

Calculated


854

“MOV AVG2 FELA”


49

Calculated


855

“MOV AVG 3 FELA”


49

Calculated


856

“RUN AVG FELA”

Running Average FELA

49

Calculated


857

“CUM FELA UPD”

Cumulative FELA Update

49

Calculated


860

“MANUAL EREC”

Manual Event Recorder

49

Switch

This is the status of the manual event recorder. The status is either OFF or RECORDING.

862

“CUR R FELA”

Current Rear FELA

87

Calculated


863

“MOV AVG1 R FELA”

Moving Average Number 1 Rear FELA

87

Calculated


864



87

Calculated


865



87

Calculated


866

“RUN AVG R FELA”

Running Average Rear FELA

87

Calculated

This is used with Chassis electronic control module. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


875

“ATTACH CODE”

Attachment Code

39

Calculated

This reads the machine attachment code.

876

“EXH TEMP DEV LTF”

Exhaust Temperature Deviation Left Front

49

Calculated

This is the difference between the left front exhaust and the three remaning exhaust banks.

877

“EXH TEMP DEV LTR”

Exhaust Temperature Deviation Left Rear

49

Calculated

The difference between left rear exhaust and the three remaning exhaust banks.

878

“EXH TEMP DEV RTF”

Exhaust Temperature Deviation Right Front

49

calculated

The difference between right front exhaust and the three remaning exhaust banks.

879

“EXH TEMP DEV RTR”

Exhaust Temperature Deviation Right Rear

49

Calculated

The difference between right rear exhaust and the three remaning exhaust banks.

900

“LOADING TIME”

Loading Time

49

Calculated

This is the total time that the machine has spent loading in a given payload cycle.

901

“STOP EMPTY TIME”

Stopped Empty Time

49

Calculated

This is the total time that the machine has been stopped while empty in a given payload cycle.

902

“TRVL EMPTY TIME”

Travel Empty Time

49

Calculated

This is the total time that the machine has been traveling while empty in a given payload cycle.

903

“STOP LOADED TIME”

Stop Loaded Time

49

Calculated

This is the total time that the machine has been stopped while loaded in a given payload cycle.

904

“TRVL LOADED TIME”

Travel Loaded Time

49

Calculated

This is the total amount of time that a machine has been traveling while loaded in a given payload cycle.

905

“THROTTL LCK SPD”

Throttle Lock Speed

36

Calculated

This is the throttle lock speed that was set by the operator with the throttle lock set switch. This is only valid if the throttle lock ON/OFF switch is in the ON position.

907

“LOW OIL PRES”

Low Oil Pressure

36

Switch

This notifies the VIMS when engine oil pressure is low. The switch is isolated from ground when the oil pressure is low. In normal operation, the switch is grounded. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


910

“LT FNL DRV CHIP”

Left Final Drive Chip Detector Level

50

Switch

This switch notifies the VIMS if chips have been detected in the left final drive. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

912

“RT FNL DR CHIP”

Right Final Drive Chip Detector Level

50

Switch

This switch notifies VIMS if chips have been detected in the right final drive. As metal chips collect on the magnetic contacts of the switch, a short circuit is made from one terminal to the other causing a closed circuit to ground. During normal operation, the switch is in the open position. The switch is considered closed when the resistance between the two switch terminals is between zero and approximately 2K ohms.

913

“LT FNL DRV TEMP”

Left Final Drive Oil Temperature

49/50

PWM

This is the temperature in the left final drive.

914

“RT FNL DRV TEMP”

Right Final Drive Temperature

49/50

PWM

This is the temperature in the right final drive.

7107

“INJ DISABLD”

Engine Injection Disalbled

36

Calculated

The engine status parameter is monitored in order to see if the injectors have been disabled.

7108

“OIL PRES F SHTDN”

Oil Pressure Front Shutdown Status

33

Calculated

This parameter senses if the front engine has been shutdown due to low oil pressure. The engine ECM will turn off the Rear Low Oil Pressure status immediatly when the rear engine is shutdown. This parameter looks for a change of state in the low oil pressure status from LO to OK and the injection disabled from OFF to ON.

7109

“TRN OIL PRES LO”

Transmission Oil Pressure Low

116

Calculated

Monoitors the low region of the transmission oil pressure.

7110

“TRN OIL PRES HI”

Transmission Oil Pressure High

116

Calculated

This monitors the region of high transmission oil pressure. (continued)


(Table 22, contd)



VIMS Full Name

Source Module(s)

Signal Type


7112

“OIL PRES R SHUTDN”

Oil Pressure Rear Shutdown Status

34

Calculated

This parameter senses if the rear engine has been shutdown due to low oil pressure. The engine ECM will turn off the Rear Low Oil Pressure status immediatly when the rear engine is shutdown. This parameter looks for a change of state in the low oil pressure status from LO to OK and the status of injection disabled from OFF to ON.

7701

“RETRDR LVR”

Retarder Lever Position

116

PWM

This reads the position of the auto retarder lever. This signal is a percentage of full travel.

7738

“AUTO RETRDR SW”

Automatic Retarder Pressure Switch Status

116

Switch

This shows the state of the ARC pressure switch. The ARC pressure is either HI or LO.

573 Index Section

Index A Action Alarm .......................................................... 97 Action Lamp........................................................... 97 Alert Indicator - Troubleshoot .............................. 487 Troubleshooting The Action Lamp ................... 489 Attachment Code - Configure ................................ 20 B Battery - Replace................................................. 521 Procedure ........................................................ 521 C Cable Connections .............................................. 522 Connections of the Radio Telemetry System (Broadcast) .................................................... 523 Data Connections (OHT) ................................. 524 Power Connections (OHT) ............................... 524 Printer Cable (Payload) for Large Wheel Loader ....................................................................... 522 Calibration Mode - Enter........................................ 21 Charging System - Test ....................................... 503 Alternator Specifications .................................. 511 Initial Troubleshooting Procedure..................... 503 T1 Alternator Output - Test .............................. 505 T2a - Test For Machines Equipped With A Main Disconnect Switch.......................................... 506 T2b - Test For Any Machine ............................. 506 T3 Charging System - Test .............................. 507 T4 Alternator Drive System - Check ................ 508 T5 Alternator Current - Test ............................. 508 T6 Residual Magnetism Restoration................ 508 T7 Identifying Source Of Current Draw - Test .. 509 T8a- Alternator Overcharging - Test................. 509 T8b - Alternator Overcharging - Test (Continued) .................................................... 510 Chip Detector - Test............................................. 490 CID 0041 FMI 03 Sensor Power Supply (8 DCV) Voltage Above Normal - Test ............................. 209 CID 0041 FMI 04 Sensor Power Supply (8 DCV) Voltage Below Normal - Test.............................. 210 CID 0041 FMI 06 Sensor Power Supply (8 DCV) Current Above Normal - Test ............................. 211 CID 0075 FMI 03 Temperature Sensor (Steering Oil) Voltage Above Normal - Test ............................. 212 CID 0075 FMI 04 Temperature Sensor (Steering Oil) Voltage Below Normal - Test.............................. 214 CID 0075 FMI 06 Temperature Sensor (Steering Oil) Current Above Normal - Test ............................. 215 CID 0096 FMI 03 Level Sensor (Fuel) Voltage Above Normal - Test ..................................................... 217 CID 0096 FMI 04 Level Sensor (Fuel) Voltage Below Normal - Test ..................................................... 218 CID 0096 FMI 06 Level Sensor (Fuel) Current Above Normal - Test ..................................................... 220

CID 0100 FMI 03 Pressure Sensor (Engine Oil) Voltage Above Normal - Test ............................. 221 CID 0100 FMI 04 Pressure Sensor (Engine Oil) Voltage Below Normal - Test.............................. 223 CID 0100 FMI 06 Pressure Sensor (Engine Oil) Current Above Normal - Test ............................. 224 CID 0110 FMI 03 Temperature Sensor (Engine Coolant) Voltage Above Normal - Test............... 225 CID 0110 FMI 04 Temperature Sensor (Engine Coolant) Voltage Below Normal - Test ............... 227 CID 0110 FMI 06 Temperature Sensor (Engine Coolant) Current Above Normal - Test............... 228 CID 0127 FMI 03 Pressure Sensor (Transmission Oil) Voltage Above Normal - Test ............................. 229 CID 0127 FMI 04 Pressure Sensor (Transmission Oil) Voltage Below Normal - Test.............................. 231 CID 0127 FMI 06 Pressure Sensor (Transmission Oil) Current Above Normal - Test ............................. 232 CID 0171 FMI 03 Temperature Sensor (Ambient Air) Voltage Above Normal - Test ............................. 233 CID 0171 FMI 04 Temperature Sensor (Ambient Air) Voltage Below Normal - Test.............................. 235 CID 0171 FMI 06 Temperature Sensor (Ambient Air) Current Above Normal - Test ............................. 237 CID 0177 FMI 03 Temperature Sensor (Transmission Oil) Voltage Above Normal - Test....................... 238 CID 0177 FMI 04 Temperature Sensor (Transmission Oil) Voltage Below Normal - Test ....................... 240 CID 0177 FMI 06 Temperature Sensor (Transmission Oil) Current Above Normal - Test....................... 241 CID 0190 FMI 02 Speed Sensor (Engine) Incorrect Signal - Test ....................................................... 242 CID 0190 FMI 03 Speed Sensor (Engine) Voltage Above Normal - Test .......................................... 244 CID 0190 FMI 04 Speed Sensor (Engine) Voltage Below Normal - Test........................................... 245 CID 0190 FMI 08 Speed Sensor (Engine) Abnormal Signal - Test ....................................................... 246 CID 0248 FMI 09 CAT Data Link Abnormal Update Test .................................................................... 247 CID 0262 FMI 03 Sensor Power Supply (5 DCV) Voltage Above Normal - Test ............................. 249 CID 0262 FMI 04 Sensor Power Supply (5 DCV) Voltage Below Normal - Test.............................. 250 CID 0262 FMI 06 Sensor Power Supply (5 DCV) Current Above Normal - Test ............................. 251 CID 0263 FMI 03 Sensor Power Supply (8 or 12 DCV) Voltage Above Normal - Test.................... 251 CID 0263 FMI 04 Sensor Power Supply (8 or 12 DCV) Voltage Below Normal - Test.................... 252 CID 0263 FMI 06 Sensor Power Supply (8 or 12 DCV) Current Above Normal - Test ................... 253 CID 0271 FMI 03 Alarm (Action) Voltage Above Normal - Test ..................................................... 254 CID 0271 FMI 05 Alarm (Action) Current Below Normal - Test ..................................................... 255 CID 0271 FMI 06 Alarm (Action) Current Above Normal - Test ..................................................... 256

574 Index Section

CID 0279 FMI 03 Temperature Sensor (Front Aftercooler Coolant) Voltage Above Normal Test .................................................................... 257 CID 0279 FMI 04 Temperature Sensor (Front Aftercooler Coolant) Voltage Below Normal Test .................................................................... 259 CID 0279 FMI 06 Temperature Sensor (Front Aftercooler Coolant) Current Above Normal Test .................................................................... 261 CID 0280 FMI 03 Temperature Sensor (Pump Drive) Voltage Above Normal - Test ............................. 262 CID 0280 FMI 04 Temperature Sensor (Pump Drive) Voltage Below Normal - Test.............................. 264 CID 0280 FMI 06 Temperature Sensor (Pump Drive) Current Above Normal - Test ............................. 265 CID 0295 FMI 02 Electronic Control Module (Machine) Incorrect Signal - Test ....................... 266 CID 0295 FMI 09 Electronic Control Module (Machine) Abnormal Update - Test.................... 268 CID 0295 FMI 12 Electronic Control Module (Machine) Failed - Test ...................................... 270 CID 0296 FMI 02 Power Train Electronic Control Module (Electronic Clutch Pressure Control) Incorrect Signal - Test ........................................ 272 CID 0296 FMI 09 Power Train Electronic Control Module (Electronic Clutch Pressure Control) Abnormal Update) - Test.................................... 274 CID 0296 FMI 12 Power Train Electronic Control Module (Electronic Clutch Pressure Control) Failed Test .................................................................... 276 CID 0324 FMI 03 Lamp (Action) Voltage Above Normal - Test ..................................................... 278 CID 0324 FMI 05 Lamp (Action) Current Below Normal - Test ..................................................... 278 CID 0324 FMI 06 Lamp (Action) Current Above Normal - Test ..................................................... 279 CID 0341 FMI 03 Solenoid Valve (No. 4) (Warm Up) Voltage Above Normal - Test ............................. 281 CID 0341 FMI 05 Solenoid Valve (No. 4) (Warm Up) Current Below Normal - Test.............................. 281 CID 0341 FMI 06 Solenoid Valve (No. 4) (Warm Up) Current Above Normal - Test ............................. 282 CID 0341 FMI 11 Solenoid Valve (No. 4) (Warm Up) Failure Mode Not Identifiable - Test ................... 282 CID 0350 FMI 00 Position Sensor (Lift Linkage) Above Normal Range - Test............................... 283 CID 0350 FMI 01 Position Sensor (Lift Linkage) Below Normal Range - Test ............................... 283 CID 0350 FMI 02 Position Sensor (Lift Linkage) Incorrect Signal - Test ........................................ 284 CID 0350 FMI 03 Position Sensor (Lift Linkage) Voltage Above Normal - Test ............................. 284 CID 0350 FMI 04 Position Sensor (Lift Linkage) Voltage Below Normal - Test.............................. 285 CID 0350 FMI 06 Position Sensor (Lift Linkage) Current Above Normal - Test ............................. 285 CID 0350 FMI 08 Position Sensor (Lift Linkage) Abnormal Signal - Test ...................................... 286 CID 0350 FMI 11 Position Sensor (Lift Linkage) Failure Mode Not Identifiable - Test ................... 286

CID 0350 FMI 13 Position Sensor (Lift Linkage) Out of Calibration - Test............................................ 287 CID 0364 FMI 03 Pressure Sensor (Lift Cylinder Head End) Voltage Below Normal - Test ........... 287 CID 0364 FMI 04 Pressure Sensor (Lift Cylinder Head End) Voltage Below Normal - Test ........... 287 CID 0364 FMI 06 Pressure Sensor (Lift Cylinder Head End) Current Above Normal - Test ........... 287 CID 0371 FMI 03 Solenoid Valve (Air Horn) Voltage Above Normal - Test .......................................... 287 CID 0371 FMI 05 Solenoid Valve (Air Horn) Current Below Normal - Test........................................... 288 CID 0371 FMI 06 Solenoid Valve (Air Horn) Current Above Normal - Test .......................................... 289 CID 0371 FMI 11 Solenoid Valve (Air Horn) Failure Mode Not Identifiable - Test ............................... 289 CID 0378 FMI 03 Solenoid Valve (Automatic Lubrication) Voltage Above Normal - Test ......... 290 CID 0378 FMI 05 Solenoid Valve (Automatic Lubrication) Current Below Normal - Test.......... 291 CID 0378 FMI 06 Solenoid Valve (Automatic Lubrication) Current Above Normal - Test ......... 292 CID 0378 FMI 11 Solenoid Valve (Automatic Lubrication) Failure Mode Not Identifiable Test .................................................................... 293 CID 0379 FMI 03 Pressure Sensor (Automatic Lubrication) Voltage Above Normal - Test ......... 293 CID 0379 FMI 04 Pressure Sensor (Automatic Lubrication) Voltage Below Normal - Test.......... 295 CID 0379 FMI 06 Pressure Sensor (Automatic Lubrication) Current Above Normal - Test ......... 297 CID 0425 FMI 03 Pressure Sensor (Front Brake Oil) Voltage Above Normal - Test ............................. 298 CID 0425 FMI 04 Pressure Sensor (Front Brake Oil) Voltage Below Normal - Test.............................. 300 CID 0425 FMI 06 Pressure Sensor (Front Brake Oil) Current Above Normal - Test ............................. 301 CID 0426 FMI 03 Pressure Sensor (Rear Brake Oil) Voltage Above Normal - Test ............................. 302 CID 0426 FMI 04 Pressure Sensor (Rear Brake Oil) Voltage Below Normal - Test.............................. 304 CID 0426 FMI 06 Pressure Sensor (Rear Brake Oil) Current Above Normal - Test ............................. 305 CID 0427 FMI 03 Temperature Sensor (Front Axle Oil) Voltage Above Normal - Test....................... 306 CID 0427 FMI 04 Temperature Sensor (Front Axle Oil) Voltage Below Normal - Test ....................... 308 CID 0427 FMI 06 Temperature Sensor (Front Axle Oil) Current Above Normal - Test....................... 309 CID 0428 FMI 03 Temperature Sensor (Rear Axle Oil) Voltage Above Normal - Test....................... 310 CID 0428 FMI 04 Temperature Sensor (Rear Axle Oil) Voltage Below Normal - Test ....................... 312 CID 0428 FMI 06 Temperature Sensor (Rear Axle Oil) Current Above Normal - Test....................... 313 CID 0429 FMI 03 Pressure Sensor (Steering Oil) Voltage Above Normal - Test ............................. 314 CID 0429 FMI 04 Pressure Sensor (Steering Oil) Voltage Below Normal - Test.............................. 316 CID 0429 FMI 06 Pressure Sensor (Steering Oil) Current Above Normal - Test ............................. 317

575 Index Section

CID 0430 FMI 03 Pressure Sensor (Steering Pilot Oil) Voltage Above Normal - Test....................... 318 CID 0430 FMI 04 Pressure Sensor (Steering Pilot Oil) Voltage Below Normal - Test ....................... 320 CID 0430 FMI 06 Pressure Sensor (Steering Pilot Oil) Current Above Normal - Test....................... 321 CID 0434 FMI 03 Pressure Sensor (Hydraulic Pilot Oil) Voltage Above Normal - Test....................... 322 CID 0434 FMI 04 Pressure Sensor (Hydraulic Pilot Oil) Voltage Below Normal - Test ....................... 324 CID 0434 FMI 06 Pressure Sensor (Hydraulic Pilot Oil) Current Above Normal - Test....................... 325 CID 0436 FMI 03 Pressure Sensor (Torque Converter Oil) Voltage Above Normal - Test....................... 326 CID 0436 FMI 04 Pressure Sensor (Torque Converter Oil) Voltage Below Normal - Test ....................... 328 CID 0436 FMI 06 Pressure Sensor (Torque Converter Oil) Current Above Normal - Test....................... 329 CID 0438 FMI 03 Solenoid Valve (No. 1) (Warm Up) Voltage Above Normal - Test ............................. 330 CID 0438 FMI 05 Solenoid Valve (No. 1) (Warm Up) Current Below Normal - Test.............................. 331 CID 0438 FMI 06 Solenoid Valve (No. 1) (Warm Up) Current Above Normal - Test ............................. 331 CID 0438 FMI 11 Solenoid Valve (No. 1) (Warm Up) Failure Mode Not Identifiable - Test ................... 332 CID 0439 FMI 03 Solenoid Valve (No. 2) (Warm Up) Voltage Above Normal - Test ............................. 333 CID 0439 FMI 05 Solenoid Valve (No. 2) (Warm Up) Current Below Normal - Test.............................. 333 CID 0439 FMI 06 Solenoid Valve (No. 2) (Warm Up) Current Above Normal - Test ............................. 334 CID 0439 FMI 11 Solenoid Valve (No. 2) (Warm Up) Failure Mode Not Identifiable - Test ................... 334 CID 0440 FMI 03 Solenoid Valve (No. 3) (Warm Up) Voltage Above Normal - Test ............................. 335 CID 0440 FMI 05 Solenoid Valve (No. 3) (Warm Up) Current Below Normal - Test.............................. 336 CID 0440 FMI 06 Solenoid Valve (No. 3) (Warm Up) Current Above Normal - Test ............................. 336 CID 0440 FMI 11 Solenoid Valve (No. 3) (Warm Up) Failure Mode Not Identifiable - Test ................... 337 CID 0457 FMI 03 Temperature Sensor (Brake Oil) Voltage Above Normal - Test ............................. 338 CID 0457 FMI 04 Temperature Sensor (Brake Oil) Voltage Below Normal - Test.............................. 339 CID 0457 FMI 06 Temperature Sensor (Brake Oil) Current Above Normal - Test ............................. 340 CID 0458 FMI 03 Pressure Sensor (Tilt Cylinder Rod) Voltage Above Normal - Test ............................. 342 CID 0458 FMI 04 Pressure Sensor (Tilt Cylinder Rod) Voltage Below Normal - Test.............................. 342 CID 0458 FMI 06 Pressure Sensor (Tilt Cylinder Rod) Current Above Normal - Test ............................. 342 CID 0533 FMI 02 Machine Electronic Control Module (Integrated Brake) Incorrect Signal - Test .......... 342 CID 0533 FMI 09 Machine Electronic Control Module (Integrated Brake) Abnormal Update - Test ....... 344 CID 0533 FMI 12 Machine Electronic Control Module (Integrated Brake) Failed - Test.......................... 346 CID 0541 FMI 03 Pressure Sensor (Differential Oil) Voltage Above Normal - Test ............................. 348

CID 0541 FMI 04 Pressure Sensor (Differential Oil) Voltage Below Normal - Test.............................. 350 CID 0541 FMI 06 Pressure Sensor (Differential Oil) Current Above Normal - Test ............................. 351 CID 0562 FMI 02 Caterpillar Monitoring System Incorrect Signal - Test ........................................ 352 CID 0562 FMI 09 Caterpillar Monitoring System Abnormal Update - Test..................................... 354 CID 0562 FMI 12 Caterpillar Monitoring System Failed - Test ....................................................... 356 CID 0590 FMI 02 Electronic Control Module (Engine) Incorrect Signal - Test ........................................ 358 CID 0590 FMI 09 Electronic Control Module (Engine) Abnormal Update - Test..................................... 360 CID 0590 FMI 12 Electronic Control Module (Engine) Failed - Test ....................................................... 362 CID 0596 FMI 02 Electronic Control Module (Implement) Incorrect Signal - Test.................... 364 CID 0596 FMI 09 Electronic Control Module (Implement) Abnormal Update - Test................. 366 CID 0596 FMI 12 Electronic Control Module (Implement) Failed - Test ................................... 368 CID 0600 FMI 03 Temperature Sensor (Hydraulic Oil) Voltage Above Normal - Test ............................. 370 CID 0600 FMI 04 Temperature Sensor (Hydraulic Oil) Voltage Below Normal - Test.............................. 372 CID 0600 FMI 06 Temperature Sensor (Hydraulic Oil) Current Above Normal - Test ............................. 374 CID 0650 FMI 02 Harness Code Incorrect - Test.. 375 CID 0654 FMI 03 Temperature Sensor (Trailer Right Brake Oil) Voltage Above Normal - Test ............ 376 CID 0654 FMI 04 Temperature Sensor (Trailer Right Brake Oil) Voltage Below Normal - Test............. 378 CID 0654 FMI 06 Temperature Sensor (Trailer Right Brake Oil) Current Above Normal - Test ............ 379 CID 0655 FMI 03 Temperature Sensor (Trailer Left Brake Oil) Voltage Above Normal - Test ............ 380 CID 0655 FMI 04 Temperature Sensor (Trailer Left Brake Oil) Voltage Below Normal - Test............. 381 CID 0655 FMI 06 Temperature Sensor (Trailer Left Brake Oil) Current Above Normal - Test ............ 382 CID 0656 FMI 03 Temperature Sensor (Trailer Brake Oil Cooler Inlet) Voltage Above Normal - Test ... 383 CID 0656 FMI 04 Temperature Sensor (Trailer Brake Oil Cooler Inlet) Voltage Below Normal - Test.... 385 CID 0656 FMI 06 Temperature Sensor (Trailer Brake Oil Cooler Inlet) Current Above Normal - Test ... 386 CID 0657 FMI 03 Temperature Sensor (Trailer Brake Oil Cooler Outlet) Voltage Above Normal - Test.. 387 CID 0657 FMI 04 Temperature Sensor (Trailer Brake Oil Cooler Outlet) Voltage Below Normal - Test.. 388 CID 0657 FMI 06 Temperature Sensor (Trailer Brake Oil Cooler Outlet) Current Above Normal - Test.. 389 CID 0658 FMI 02 Pressure Sensor (Trailer Right Suspension Cylinder) Incorrect Signal - Test..... 390 CID 0658 FMI 03 Pressure Sensor (Trailer Right Suspension Cylinder) Voltage Above Normal Test .................................................................... 391 CID 0658 FMI 04 Pressure Sensor (Trailer Right Suspension Cylinder) Voltage Below Normal Test .................................................................... 391

576 Index Section

CID 0658 FMI 06 Pressure Sensor (Trailer Right Suspension Cylinder) Current Above Normal Test .................................................................... 391 CID 0659 FMI 02 Pressure Sensor (Trailer Left Suspension Cylinder) Incorrect Signal - Test..... 391 CID 0659 FMI 03 Pressure Sensor (Trailer Left Suspension Cylinder) Voltage Above Normal Test .................................................................... 391 CID 0659 FMI 04 Pressure Sensor (Trailer Left Suspension Cylinder) Voltage Below Normal Test .................................................................... 391 CID 0659 FMI 06 Pressure Sensor (Trailer Left Suspension Cylinder) Current Above Normal Test .................................................................... 392 CID 0672 FMI 01 Speed Sensor (Torque Converter Output) Below Normal Range - Test .................. 392 CID 0672 FMI 02 Speed Sensor (Torque Converter Output) Incorrect Signal - Test ........................... 392 CID 0672 FMI 03 Speed Sensor (Torque Converter Output) Voltage Above Normal - Test ................ 394 CID 0672 FMI 04 Speed Sensor (Torque Converter Output) Voltage Below Normal - Test................. 395 CID 0672 FMI 08 Speed Sensor (Torque Converter Output) Abnormal Signal - Test ......................... 396 CID 0767 FMI 03 Pressure Sensor (Fixed Displacement Pump Oil) Voltage Above Normal Test .................................................................... 397 CID 0767 FMI 04 Pressure Sensor (Fixed Displacement Pump Oil) Voltage Below Normal Test .................................................................... 399 CID 0767 FMI 06 Pressure Sensor (Fixed Displacement Pump Oil) Current Above Normal Test .................................................................... 400 CID 0801 FMI 09 Interface Module (No. 1) Abnormal Update - Test ..................................................... 401 CID 0802 FMI 09 Interface Module (No. 2) Abnormal Update - Test ..................................................... 401 CID 0803 FMI 09 Interface Module (No. 3) Abnormal Update - Test ..................................................... 402 CID 0804 FMI 09 Interface Module (No. 4) Abnormal Update - Test ..................................................... 402 CID 0805 FMI 09 Interface Module (No. 5) Abnormal Update - Test ..................................................... 402 CID 0806 FMI 09 Interface Module (No. 6) Abnormal Update - Test ..................................................... 402 CID 0807 FMI 09 Interface Module (No. 7) Abnormal Update - Test ..................................................... 402 CID 0808 FMI 09 Interface Module (No. 8) Abnormal Update - Test ..................................................... 402 CID 0809 FMI 02 Speedometer/Tachometer Module (No. 1) Incorrect Signal - Test ............................ 403 CID 0809 FMI 12 Speedometer/Tachometer Module (No. 1) Failed - Test ........................................... 403 CID 0810 FMI 02 Speedometer/Tachometer Module (No. 2) Incorrect Signal - Test ............................ 403 CID 0810 FMI 12 Speedometer/Tachometer Module (No. 2) Failed - Test ........................................... 403 CID 0811 FMI 02 Quad Gauge Module (No. 1) Incorrect Signal - Test ........................................ 403 CID 0811 FMI 12 Quad Gauge Module (No. 1) Failed - Test .................................................................. 403

CID 0812 FMI 02 Quad Gauge Module (No. 2) Incorrect Signal - Test ........................................ 403 CID 0812 FMI 12 Quad Gauge Module (No. 2) Failed - Test .................................................................. 403 CID 0813 FMI 02 Quad Gauge Module (No. 3) Incorrect Signal - Test ........................................ 404 CID 0813 FMI 12 Quad Gauge Module (No. 3) Failed - Test .................................................................. 404 CID 0814 FMI 02 Quad Gauge Module (No. 4) Incorrect Signal - Test ........................................ 404 CID 0814 FMI 12 Quad Gauge Module (No. 4) Failed - Test .................................................................. 404 CID 0815 FMI 02 Message Center Module (No. 1) Incorrect Signal - Test ........................................ 404 CID 0815 FMI 12 Message Center Module (No. 1) Failed - Test ....................................................... 404 CID 0816 FMI 02 Message Center Module (No. 2) Incorrect Signal - Test ........................................ 404 CID 0816 FMI 12 Message Center Module (No. 2) Failed - Test ....................................................... 404 CID 0817 FMI 02 Battery (Internal Backup) Incorrect - Test .................................................................. 405 CID 0817 FMI 12 Battery (Internal Backup) Failed Test .................................................................... 405 CID 0819 FMI 02 Display Data Link Incorrect Test .................................................................... 405 CID 0819 FMI 03 Display Data Link Voltage Above Normal - Test ..................................................... 405 CID 0819 FMI 06 Display Data Link Current Above Normal - Test ..................................................... 406 CID 0819 FMI 12 Display Data Link Failed - Test.. 406 CID 0820 FMI 02 Keypad Data Link Incorrect Test .................................................................... 406 CID 0820 FMI 03 Keypad Data Link Voltage Above Normal - Test ..................................................... 407 CID 0820 FMI 06 Keypad Data Link Current Above Normal - Test ..................................................... 407 CID 0820 FMI 12 Keypad Data Link Failed Test .................................................................... 408 CID 0821 FMI 03 Display Power Supply Voltage Above Normal - Test .......................................... 408 CID 0821 FMI 06 Display Power Supply Current Above Normal - Test .......................................... 409 CID 0822 FMI 03 Display Backlighting Voltage Above Normal - Test ..................................................... 409 CID 0822 FMI 05 Display Backlighting Current Below Normal - Test ..................................................... 410 CID 0822 FMI 06 Display Backlighting Current Above Normal - Test ..................................................... 410 CID 0823 FMI 03 Lamp (Service) Voltage Above Normal - Test ..................................................... 411 CID 0823 FMI 05 Lamp (Service) Current Below Normal - Test ..................................................... 412 CID 0823 FMI 06 Lamp (Service) Current Above Normal - Test ..................................................... 413 CID 0824 FMI 03 Lamp (Green Payload) Voltage Above Normal - Test .......................................... 414 CID 0824 FMI 05 Lamp (Green Payload) Current Below Normal - Test........................................... 414 CID 0824 FMI 06 Lamp (Green Payload) Current Above Normal - Test .......................................... 415

577 Index Section

CID 0825 FMI 03 Lamp (Red Payload) Voltage Above Normal - Test ..................................................... 416 CID 0825 FMI 05 Lamp (Red Payload) Current Below Normal - Test ..................................................... 417 CID 0825 FMI 06 Lamp (Red Payload) Current Above Normal - Test ..................................................... 418 CID 0826 FMI 03 Temperature Sensor (Torque Converter Oil) Voltage Above Normal - Test ...... 419 CID 0826 FMI 04 Temperature Sensor (Torque Converter Oil) Voltage Below Normal - Test ...... 421 CID 0826 FMI 06 Temperature Sensor (Torque Converter Oil) Current Above Normal - Test...... 422 CID 0826 FMI 11 Temperature Sensor (Torque Converter Oil) Failure Mode Not Identifiable Test .................................................................... 424 CID 0827 FMI 03 Temperature Sensor (Left Exhaust) Voltage Above Normal - Test ............................. 424 CID 0827 FMI 04 Temperature Sensor (Left Exhaust) Voltage Below Normal - Test.............................. 426 CID 0827 FMI 06 Temperature Sensor (Left Exhaust) Current Above Normal - Test ............................. 427 CID 0827 FMI 08 Temperature Sensor (Left Exhaust) Abnormal Signal - Test ...................................... 428 CID 0828 FMI 03 Temperature Sensor (Right Exhaust) Voltage Above Normal - Test .............. 429 CID 0828 FMI 04 Temperature Sensor (Right Exhaust) Voltage Below Normal - Test .............. 431 CID 0828 FMI 06 Temperature Sensor (Right Exhaust) Current Above Normal - Test .............. 432 CID 0828 FMI 08 Temperature Sensor (Right Exhaust) - Test................................................... 434 CID 0829 FMI 03 Temperature Sensor (Rear Aftercooler Coolant) Voltage Above Normal Test .................................................................... 435 CID 0829 FMI 04 Temperature Sensor (Rear Aftercooler Coolant) Voltage Below Normal Test .................................................................... 436 CID 0829 FMI 06 Temperature Sensor (Rear Aftercooler Coolant) Current Above Normal Test .................................................................... 437 CID 0830 FMI 03 Temperature Sensor (Front Brake Oil) Voltage Above Normal - Test....................... 439 CID 0830 FMI 04 Temperature Sensor (Front Brake Oil) Voltage Below Normal - Test ....................... 440 CID 0830 FMI 06 Temperature Sensor (Front Brake Oil) Current Above Normal - Test....................... 441 CID 0833 FMI 03 Temperature Sensor (Rear Brake Oil) Voltage Above Normal - Test....................... 442 CID 0833 FMI 04 Temperature Sensor (Rear Brake Oil) Voltage Below Normal - Test ....................... 444 CID 0833 FMI 06 Temperature Sensor (Rear Brake Oil) Current Above Normal - Test....................... 445 CID 0835 FMI 03 Temperature Sensor (Differential Oil) Voltage Above Normal - Test....................... 446 CID 0835 FMI 04 Temperature Sensor (Differential Oil) Voltage Below Normal - Test ....................... 447 CID 0835 FMI 06 Temperature Sensor (Differential Oil) Current Above Normal - Test....................... 449 CID 0838 FMI 02 Pressure Sensor (Left Front Suspension Cylinder) Incorrect Signal - Test..... 450 CID 0838 FMI 03 Pressure Sensor (Left Front Suspension Cylinder) Voltage Above Normal Test .................................................................... 450

CID 0838 FMI 04 Pressure Sensor (Left Front Suspension Cylinder) Voltage Below Normal Test .................................................................... 450 CID 0838 FMI 06 Pressure Sensor (Left Front Suspension Cylinder) Current Above Normal Test .................................................................... 450 CID 0838 FMI 08 Pressure Sensor (Left Front Suspension Cylinder) Abnormal Signal - Test ... 450 CID 0839 FMI 02 Pressure Sensor (Right Front Suspension Cylinder) Incorrect Signal - Test..... 451 CID 0839 FMI 03 Pressure Sensor (Right Front Suspension Cylinder) Voltage Above Normal Test .................................................................... 451 CID 0839 FMI 04 Pressure Sensor (Right Front Suspension Cylinder) Voltage Below Normal Test .................................................................... 451 CID 0839 FMI 06 Pressure Sensor (Right Front Suspension Cylinder) Current Above Normal Test .................................................................... 451 CID 0839 FMI 08 Pressure Sensor (Right Front Suspension Cylinder) Abnormal Signal - Test ... 451 CID 0840 FMI 02 Pressure Sensor (Left Rear Suspension Cylinder) Voltage Above Normal Test .................................................................... 451 CID 0840 FMI 03 Pressure Sensor (Left Rear Suspension Cylinder) Voltage Above Normal Test .................................................................... 452 CID 0840 FMI 04 Pressure Sensor (Left Rear Suspension Cylinder) Voltage Below Normal Test .................................................................... 452 CID 0840 FMI 06 Pressure Sensor (Left Rear Suspension Cylinder) Current Above Normal Test .................................................................... 452 CID 0840 FMI 08 Pressure Sensor (Left Rear Suspension Cylinder) Abnormal Signal - Test ... 452 CID 0841 FMI 02 Pressure Sensor (Right Rear Suspension Cylinder) Incorrect Signal - Test..... 452 CID 0841 FMI 03 Pressure Sensor (Right Rear Suspension Cylinder) Voltage Above Normal Test .................................................................... 452 CID 0841 FMI 04 Pressure Sensor (Right Rear Suspension Cylinder) Voltage Below Normal Test .................................................................... 453 CID 0841 FMI 06 Pressure Sensor (Right Rear Suspension Cylinder) Current Above Normal Test .................................................................... 453 CID 0841 FMI 08 Pressure Sensor (Right Rear Suspension Cylinder) Abnormal Signal - Test ... 453 CID 0849 FMI 03 Pressure Sensor (Air System) Voltage Above Normal - Test ............................. 453 CID 0849 FMI 04 Pressure Sensor (Air System) Voltage Below Normal - Test.............................. 455 CID 0849 FMI 06 Pressure Sensor (Air System) Current Above Normal - Test ............................. 457 CID 0851 FMI 03 Pressure Sensor (Pump Drive) Voltage Above Normal - Test ............................. 458 CID 0851 FMI 04 Pressure Sensor (Pump Drive) Voltage Below Normal - Test.............................. 460 CID 0851 FMI 06 Pressure Sensor (Pump Drive) Current Above Normal - Test ............................. 462 CID 0852 FMI 03 Temperature Sensor (Right Front Brake Oil) Voltage Above Normal - Test ............ 463

578 Index Section

CID 0852 FMI 04 Temperature Sensor (Right Front Brake Oil) Voltage Below Normal - Test............. 465 CID 0852 FMI 06 Temperature Sensor (Right Front Brake Oil) Current Above Normal - Test ............ 466 CID 0853 FMI 03 Temperature Sensor (Left Front Brake Oil) Voltage Above Normal - Test ............ 467 CID 0853 FMI 04 Temperature Sensor (Left Front Brake Oil) Voltage Below Normal - Test............. 469 CID 0853 FMI 06 Temperature Sensor (Left Front Brake Oil) Current Above Normal - Test ............ 470 CID 0854 FMI 03 Temperature Sensor (Right Rear Brake Oil) Voltage Above Normal - Test ............ 472 CID 0854 FMI 04 Temperature Sensor (Right Rear Brake Oil) Voltage Below Normal - Test............. 473 CID 0854 FMI 06 Temperature Sensor (Right Rear Brake Oil) Current Above Normal - Test ............ 474 CID 0855 FMI 03 Temperature Sensor (Left Rear Brake Oil) Voltage Above Normal - Test ............ 476 CID 0855 FMI 04 Temperature Sensor (Left Rear Brake Oil) Voltage Below Normal - Test............. 477 CID 0855 FMI 06 Temperature Sensor (Left Rear Brake Oil) Current Above Normal - Test ............ 478 CID 0890 FMI 09 Telemetry Data Link Abnormal Update - Test ..................................................... 480 CID 1089 FMI 02 Analysis Control Module Incorrect Signal - Test ....................................................... 481 CID 1089 FMI 09 Analysis Control Module Abnormal Update - Test ..................................................... 483 CID 1089 FMI 12 Analysis Control Module Failed Test .................................................................... 484 Component Descriptions ....................................... 68 D Data Connectors.................................................... 96 Data Logger - Reset .............................................. 21 Data Logger - Start/Stop ....................................... 22 Diode Assembly - Test ......................................... 519 Display Backlighting - Set ...................................... 22 Display Contrast - Set............................................ 23 Display Language - Set ......................................... 23 Display Modules .................................................... 76 Display Units - Set ................................................. 23 E Event - Configure................................................... Event Acknowledged - Show ................................. Event List - Show................................................... Event Recorder - Start........................................... Event Statistics - Show..........................................

23 25 25 26 27

I Important Safety Information ................................... 2 Interface Module.................................................... 74 K Keypad................................................................... “F1” Key ............................................................ “F2” Key ............................................................ “F3” Key ............................................................ FORWARD and BACKWARD Arrow Keys ......... “GAUGE” Key..................................................... “ID” Key ............................................................. Numeric Keys (0 - 9) ......................................... OK Key...............................................................

85 88 89 89 88 87 86 86 86

L Lift or Tilt Cylinder Sensor - Troubleshoot ........... 491 Lift or Tilt Cylinder Sensor Dynamic - Test....... 494 Lift or Tilt Cylinder Sensor Signal Voltage Test................................................................. 491 Loader Payload System (LPS) General Information........................................................... 41 LPS Calibration...................................................... 43 Check Calibration Information............................ 43 Check the Weigh Range .................................... 44 Enter the Calibration Weight ............................. 46 Enter the Carryback Weight............................... 45 Set the Weigh Range......................................... 44 Start a New Calibration...................................... 47 LPS Menu Functions Summary............................. 42 Lubrication Interval - Set ....................................... 27 Lubrication Manual - Start ..................................... 28 M Machine Status - Show.......................................... 28 Main Module .......................................................... 69 Message Center Module ....................................... 79 Message Center Abbreviations.......................... 80 Module - Replace ................................................ 521 Procedure ........................................................ 521 N Normal Operation .................................................. 18 O

G Odometer - Set ...................................................... 29 General Information......................................... 9, 155 Quick Reference .............................................. 156 Glossary of Terms ............................................... 535

579 Index Section

Off-Board Service Tool ........................................ Connection Procedure for VIMS-PC to VIMS .. Related Support Material ................................. Uploading the Source Software and the Configuration Software...................................

524 526 526 528

P Parameters .......................................................... 100 Payload Lamps ...................................................... 98 Position Sensor (Lift Arm) - Adjust ...................... 520 Pulse Width Modulated (PWM) Sensor - Test ..... 512 Identification of Sensor Wire and Contacts ..... 512 Procedure ........................................................ 513 Q Quad Gauge Module ............................................. 77 R Related Components............................................. 99 Diode Assemblies .............................................. 99 Service Key Switch .......................................... 100 Solenoids ........................................................... 99 Resettable Totals - Reset ...................................... 30 Resettable Totals - Show ....................................... 30 Large Hydraulic Excavators ............................... 30 Off-Highway Trucks ............................................ 30 S Sensor Dynamic Test........................................... 516 Procedure ........................................................ 518 Sensor Signal Voltage - Test ............................... 513 Procedure ........................................................ 515 Sensors ................................................................. 92 Frequency Sensors ............................................ 92 Pulse Width Modulated Sensors (PWM)............ 94 Resistive Sensors .............................................. 93 Service Lamp ........................................................ 98 Service Lamp - Reset............................................ 31 Service Lamp - Set................................................ 31 Service Operations................................................ 19 Service Tools ....................................................... 156 Snapshot Trigger - Configure ................................ 34 Speed Sensor (Engine) - Adjust .......................... 520 Speedometer/Tachometer Module ........................ 78 Suspension Cylinder Sensor - Troubleshoot ....... 495 Payload System - Troubleshoot ....................... 498

Switches ................................................................ 89 Automatic Lubrication Grease Level Switch (LWL)................................................................ 92 Chip Detector Switch (LHEX) ............................ 90 Coolant Flow Switch .......................................... 91 Filter Indicator Switches..................................... 90 Oil Level Switch.................................................. 89 Pump Inlet Valve Switch (LHEX)........................ 89 Steering Flow Switches...................................... 90 Steering Pressure Switch .................................. 91 System Schematic............................................... 546 5130 and 5230 VIMS Interface Module No. 1 .. 560 5130 and 5230 VIMS Interface Module No. 2 .. 561 5130 and 5230 VIMS Main Module ................. 559 5130B VIMS Interface Module No. 1................ 557 5130B VIMS Interface Module No. 2................ 558 5130B VIMS Main Module ............................... 556 785B, 789B and 793B VIMS Interface Module No. 1 .................................................................... 554 785B, 789B and 793B VIMS Interface Module No. 2 .................................................................... 555 785B, 789B and 793B VIMS Main Module ..... 553 785C and 789C VIMS Interface Module No. 1.. 551 785C and 789C VIMS Interface Module No. 2 ....................................................................... 552 785C and 789C VIMS Main Module ............... 550 793C VIMS Interface Module No. 1 ................. 548 793C VIMS Interface Module No. 2 ................ 549 793C VIMS Main Module Schematic ............... 547 992G VIMS Interface Module No. 1 ................ 563 992G VIMS Interface Module No. 2 ................ 564 992G VIMS Main Module ................................ 562 994 VIMS Interface Module No. 1 ................... 566 994 VIMS Interface Module No. 2 ................... 567 994 VIMS Main Module ................................... 565 994D VIMS Interface Module No. 1 ................ 569 994D VIMS Interface Module No. 2 ................ 570 994D VIMS Main Module ................................ 568 VIMS 9.0X or Later Class of Onboard Software Update Worksheet ......................................... 571 System Self Test.................................................... 36 Systems Operation Section ..................................... 9 T Table of Contents..................................................... 3 Testing and Adjusting .......................................... 155 Testing and Adjusting Section ............................. 155 TPS Accuracy........................................................ 67 Distance Measurements .................................... 68 Time Measurements .......................................... 68 Weight Measurements ....................................... 67 TPS Component Function ..................................... 54 TPS Maximum Payload Speed Manager............... 62 Operation of the Maximum Payload Speed Manager ........................................................... 62 Setup of the Maximum Payload Speed Manager ........................................................... 64

TPS Normal Operation .......................................... 57 Automatic Calibration Adjustment...................... 59 Automatic Payload Communication ................... 59 Basic Loading and Weighing ............................ 57 Collapsed Suspension Cylinder Detection......... 59 General Description of the Payload Cycle ......... 57 Off-Board Communication ................................. 59 TPS Off-Board Features........................................ 57 TPS On-Board Features........................................ 55 TPS Service Operation.......................................... 60 Payload Calibration ............................................ 60 Payload Configuration........................................ 60 Payload Show/Reset Resettable Totals ............. 61 Troubleshooting Diagnostic Codes ...................... 157 Component Identifier (CID) .............................. 158 Failure Mode Identifier (FMI)............................ 160 Module Identifier (MID) .................................... 157 Troubleshooting Procedures ............................ 164 Troubleshooting Diagnostic Codes Using Abbreviated Procedure .......................................................... 164 Troubleshooting Electrical System Using Abbreviated Procedures ........................................................ 502 Truck Payload - Calibrate....................................... 38 Truck Payload - Configure ..................................... 38 Truck Payload System (TPS) General Information.. 53 V VIMS History ......................................................... 16 Hardware ........................................................... 16 Software............................................................. 16 W Warning Operation ................................................ 39

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Vims

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