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Engine Service Training

Instructor Course Book

SEGQ4031

8/02

ENGINE COURSE BOOK

CATERPILLAR ENGINE ELECTRONICS

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SEGQ4031

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Course Description

8/02

COURSE DESCRIPTION Title:

Caterpillar Engine Electronics

Length:

4 1/2 Days

Prerequisite:

None

Course Number:

Content:

SEGQ4031

This Course is a basic introduction to Caterpillar electronic sensors and controls, and the related tooling and troubleshooting procedures. After successfully completing this class, students will be able to . . . • Use diagnostic tooling • Use Caterpillar schematics • Recall the 25 components of electronic engines and how they work • Use the Electronic Troubleshooting Guide • Successfully troubleshoot Caterpillar electronic engines

Audience:

Students attending will be asked to bring approved safety glasses and wear only rigid shoes. (no canvas shoes or open toe shoes) Students should also bring a calculator.

This is a one week class, designed for Caterpillar dealer employees, customers, and Caterpillar employees. Attendees are usually some mixture of supervisors, engineers, and technicians.

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SEGQ4031

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Course Schedule

8/02

Caterpillar Engine Electronics Schedule Day

Sec.

Monday

Subject

Time

1 Introduction & Scope/Goals of the Class

8:00

9:30

9:30

9:45

9:45

10:30

10:30

11:00

Lunch

11:00

11:45

Fuel Systems Overview

11:45

12:30

12:30

1:00

1:00

2:15

2:15

2:30

6 Digital Multimeter Lab

2:30

3:30

7 Quiz (Review)

3:30

4:00

8 Electronic Control Modules

8:00

9:30

9:30

9:45

9:45

10:30

10:30

11:00

11:00

11:45

11:45

2:15

Break

2:15

2:30

Electronic Sensors

2:30

3:30

12 Quiz (Review)

3:30

4:00

13 Electronic Component Summary

8:00

9:30

9:30

9:45

9:45

11:00

11:00

11:45

11:45

2:15

Break 2 Engine Performance Factors 3 Fuel Systems Overview

4 Engine Nomenclature 5 Electronic Engine History Break

Tuesday

Break 9 Harnesses and Connectors 10 Harnesses and Connectors Lab Lunch 11 Electronic Sensors

Wednesday

Break 14 Electronic Technician Lab Lunch 15 Open / Short Exploration Lab

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Course Schedule

8/02

Thursday

Break

2:15

2:30

Open / Short Exploration Lab

2:30

3:15

Lab (teams share results)

3:15

4:00

8:00

9:15

Break

9:15

9:30

Troubleshooting / Scenarios

9:30

11:00

11:00

11:45

11:45

2:15

Break

2:15

2:30

Troubleshooting Lab (Broken Engines)

2:30

4:00


8:00

9:15

Break

9:15

9:30


9:30

10:15

10:15

11:00

16 Troubleshooting / Scenarios

Lunch 17 Troubleshooting Lab (Broken Engines)

Friday

18 Final Test / Class Evaluation

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SEGQ4031

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Literature List

8/02

Caterpillar Engine Electronics Student Literature List Description

Literature Number

Student Binder

SENR3470

Course Registration

Photocopy

Glossary of

LEXQ9297

Course Schedule Sheet

Photocopy

List of Relevant Caterpillar Literature

Photocopy

Engine Performance Reference

LEXT1044

Lab Sheet - Digital Multimeter

Photocopy

Fuel System Quiz

Photocopy

Lab Sheet - Deutsch Connectors

Photocopy

Sure Seal Connector (Special Instructions)

SMHS7531

Deutsch HD & DT Connectors (Tool Manual)

SEHS9615

Proper Welding Techniques

SEBD6700

3176 Pocket Pal

LEXT3069

Sensors 3176B, 3406E, C-10, C-12

LEXT1724

Sensors C-10, C-12, 3406E, C-15, C-16

LEXT1725

Sensors 3116, 3126 HEUI

LEXT1722

Sensors Diesel Truck Electronics

LEXT1723

Operating Tips

NEEG2502

Cat Truck Engine Diagnostic Codes

NEEG2501

Cat Marine / Industrial Engine Diagnostic Codes

NEEG2490

ECM / Sensor Quiz

Photocopy

Lab Sheet - Unbroken Engines

Photocopy

Lab Sheet - Electronic Technician

Photocopy

Lab Assignment - Broken Engines

Photocopy

Final Exam

Photocopy

Course Evaluation Sheet

Photocopy

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SEGQ4031

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Hardware List

8/02

Caterpillar Engine Electronics Hardware List Every day: -

Whiteboard & markers

-

Smartboard & projector

Monday: -

7000 Series Fuel Nozzle

-

3116 MUI Injector

-

3176 Injector cutaway

-

3176B Injector cutaway

-

3406E Injector cutaway

-

HEUI Injector cutaway

-

HEUI Pump cutaway

-

IAPCV cutaway

-

Beaker of fuel with Thermal Hydrometer

-

Electrical Components Group

Tuesday: -

3176 Fat ECM

-

PEEC ECM

-

ADEM II ECM

-

ADEM III (ADEM 2000) ECM

-

Connector Kits - HD, DT, Sure Seal

-

Red Extraction Tool (1 per student)

-

HD Lab Kit (1 per student)

-

DT Lab Kit (1 per student)

-

Pin Crimper pliers (1 per student)

-

Stripper pliers (1 per student)

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Course Schedule

8/02

-

Wire - 14 AWG approx. 12" long (1 per student)

Sensors: -

Inlet Air Temperature

-

Fuel or Coolant Temperature (1 active, 1 ive)

-

Pressure Sensor - boost

-

Pressure Sensor - oil

-

Pressure Sensor - Atmospheric

-

Pressure Sensor - HEUI oil

-

Speed/Timing - brass bodied 3176

-

Speed/Timing - 3406E

-

Speed/Timing - 3126B ive

-

Speed/Timing - C15

-

Throttle Position - "Can Type"

-

Throttle Position - 12v unpainted (pedal mounted)

-

Throttle Position - 12v painted (pedal mounted)

-

Throttle Position - "Speed Brick"

-

Rack Position - 3512 PEEC

-

Rack Position - 3406 PEEC

-

Timing Position - 3406 PEEC

-

BTM

Datalink Adapters: -

ATA (7X1686)

-

GMC (7X1714)

-

International (7X1403)

-

J1939 (157-4829)

Additional Tooling: - Fluke 87 Multimeter with probes - Fluke 123 Industrial Scopemeter with probes

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Course Schedule

8/02

- 3 - wire HD Breakout Tee - Spoons - Simulator with Throttle Position Sensor

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Lesson Plan

8/02

Caterpillar Engine Electronics Lesson Plan 1 - Introduction & Scope/Goals of the Class Objectives: •

The instructor will complete all istrative duties required for class start up.

•

The instructor will explain the course objectives and course schedule to the students and answer any questions concerning them.

•

The instructor will explain course safety procedures.

•

The instructor will introduce himself and the training facility.

•

The students will introduce themselves.

Literature Needed: Registration Sheet

Copy

Course Schedule

Copy

Hardware Needed: None Time Required: 1.5 Hours Tasks Required by Instructor to Meet Objectives: 1. Fill out registration forms. 2. Explain course objectives and schedule. 3. Explain course safety procedures. 4. Introduce self and students.

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Lesson Plan

8/02

Caterpillar Engine Electronics Lesson Plan 2 - Engine Performance Factors Objectives: •

The student will gain an understanding of engine manufacturing test conditions by completing a sample problem.

Literature Needed: Engine Performance Reference

LEXT1044

PowerPoint Slides Hardware Needed: Beaker of fuel and thermo-hydrometer Projector and smartboard Calculator Time Required: .75 Hours Tasks Required by Instructor to Meet Objectives: 1. Demonstrate fuel density measurement by using thermo-hydrometer and fuel sample. 2. Complete sample problem with students. 3. Answer any questions.

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Slide/Text Reference

8/02

Engine Performance Factors

Slide # 1

• HP tol = ± 3%

Performance Tolerances: Caterpillar engines are guaranteed to produce their rated brake horsepower within a tolerance of +/-3%.

Question: Assume you have a 3406C engine, rated 425 hp at 2100 rpm, and it is running at full load. How low could its horsepower output be before you would suspect a problem with the engine? Answer: We really can’t say what the expected power should be unless we know the conditions in which the engine is operating.

97% X 425 hp = 412.25 hp.

However, the engine may be performing perfectly, yet producing less than 412 hp., depending on the ambient conditions.

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8/02

Manufacturing Test Conditions !

Rated horsepower ± 3% occurs at SAE J1995 conditions – 35° API fuel density @ 60°F – 85°F fuel temperature – 110°F inlet manifold temperature - ATAAC – 77 °F inlet air temperature - JWAC – 29.61 inches of hg air pressure (test cell) (30.50 inches of hg in field)

Slide # 2 • SAE J1995

The engine is only guaranteed to make rated horsepower under conditions stated in SAE specification J1995. This slide shows the manufacturing test conditions at which our engines are tested. It is not a Caterpillar specification, it is used by all major engine manufacturers. Distribute a formula sheet to each student, and have them refer to the fuel density chart.

• Standard fuel

• Demo / practice use of thermohydrometer

LAST

35°API @ 60°F is standard for the industry, not just for Caterpillar. Standard fuel weighs 7.076 pounds per gallon @ 60°F. Caterpillar sets horsepower in our manufacturing test cells, using 35°API @ 60°F fuel, heated to 85°F. It weighs 7.001 pounds per gallon, and has 18,392 BTU’s per pound. Demonstrate fuel density measurement, using a thermo-hydrometer and a sample of fuel.

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Use the formula sheet (pages that show the correction factors) to discuss standard conditions for fuel density, fuel temperature, inlet air temperature, and inlet air pressure. Inlet air temperature: Non-ATAAC: Standard is 77°F, measured after the air filter and before the turbocharger (if there is one). ATAAC: Standard is 110°F measured in the air inlet manifold. You may need to bend a probe to fit the port on a 3406E. Ambient air pressure: 29.61”Hg is standard in a Caterpillar test cell, but 30.5”Hg is standard in the field. This takes into the difference caused by air cleaner, relative humidity, and exhaust back pressure that are present in the field, but are not in the factory test cell. In the test cell, we can control the humidity in the engine’s inlet air -- it doesn’t breathe test cell air. The higher the relative humidity, the less oxygen present in the air to provide good combustion of the fuel. The engine also does not have a muffler or air cleaner in the test cell. Since we cannot control these factors in the field, we compensate by stating a higher norm for ambient barometric air pressure. As the actual ambient air pressure departs from this norm, we apply the correction factors found in the formula sheet.

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Manufacturing Test Conditions ! !

Used by all major engine OEM'S Any deviation from standard affects available horsepower

Slide # 3 Operating conditions can either increase or decrease the engine’s available horspower and torque. • > 1 reduce HP

Correction factors greater than 1.000 will cause reduced power.

• < 1 improve HP

Correction factors less than 1.000 will improve horsepower.

• 15 HP Rule of Thumb

Rule of thumb: operator will notice horsepower variation of 15 or more horsepower.

Answer any questions, then go to the next slide to work a practice problem.

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Sample Problem !

What horsepower should be expected from a 3406C, rated 425 horsepower @ 2100 rpm, under the following conditions? – 40° API fuel density at 90° F – 135° F fuel temperature at filter base – 105° F inlet manifold temperature – 30.05 inches of hg air pressure

Slide # 4 • HP under conditions

Help the students as needed to find the information on the formula sheets (LEXT1044). The following slides build a table that shows the answers one by one so that the students can check their work.

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Sample Problem Fuel density corrects to ??° API @ 60°F Fuel density correction factor

????

Fuel temperature correction factor ???? Air temperature correction factor

????

Baro. pressure correction factor

????

Total correction factor

????

Slide # 5 Note to Instructor: If possible, demonstrate measuring API with a beaker of fuel. First, correct the fuel density to 60°F.

The answer is 37.6° API at 60°F, as shown on the next slide. Since the API number is greater than 35, the fuel is less dense than standard.

There will be a reduction of power. The fuel density correction factor that we find in the table will be greater than 1.000.

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Sample Problem Fuel density corrects to 37.6° API @ 60°F Fuel density correction factor

????


????


????


????

Slide # 6 Now find the fuel density correction factor. The factor is 1.011, as shown on the next slide. This correction factor means that there will be a 1.1% loss of power due to less than standard fuel density. To find the % variation from standard, subtract the correction factor from 1.000, and multiply the result by 100%. In this case: 1.000 - 1.011 = -.011 -.011 x 100% = -1.1%

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1.011


????


????


????

Slide # 7 Now find the fuel temperature correction factor. The factor is 1.050, as shown on the next slide.

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1.011

Fuel temperature correction factor 1.050 Air temperature correction factor

????


????


????

Slide # 8 Now find the air temperature correction factor. The factor is .997, as shown on the next slide. This correction factor is very close to 1.000, because the air inlet temperature in this example (105°F) is very close to standard (110°F). Although the effect will be slight, the factor is less than 1.000 so there will be a positive effect on power. To find the % variation from standard, subtract the correction factor from 1.000, and multiply the result by 100%. In this case: 1.000 - .997 = .003 .003 x 100 = +.3%

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1.011


0.997


????


????

Slide # 9 Now find the barometric pressure correction factor. The factor is 1.003, as shown on the next slide.

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1.011


0.997


1.003


????

Slide # 10 With all the correction factors calculated, the next step is to multiply them times each other to arrive at the total correction factor: 1.011 x 1.050 x .997 x 1.003 = 1.062

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1.011


0.997


1.003


1.062

Slide # 11 The total correction factor shows that performance will be reduced by 6.2%. The main reason is the high fuel temperature. The expected horsepower under these operating conditions can be calculated by dividing the rated horsepower by the total correction factor (see next slide).

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Sample Problem So . . . what horsepower should be expected from our example 3406C rated 425 hp @ 2100? 425 ÷ 1.062 = 400 horsepower

Slide # 12 • Below 15 HP rule

• Importance of considering ALL aspects - fuel/air

• Instructor note

As seen, the expected horsepower is 400. This would more than likely cause a performance complaint. Generally, a loss of 15 horsepower or more can be felt by the operator. So, even though it is an electronic engine it is important to take other non-electronic factors such as, fuel and air into consideration when troubleshooting.

Students who work on oil field “fraccing rig” applications will be famaliar with measuring the hydraulic horsepower. This will be calculated as: Hydraulic Horsepower = (Barrels per Minute) x (PSI) ÷ 40.8 Hydraulic horsepower depends upon the engine’s brake horsepower minus a 5 to 10% loss in the transmission that drives the pump. Hot fuel (along with other performance factors) affects the output of any diesel engine. If the hydraulic horsepower is too low, it may be due to

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8/02

fuel temperature. Fuel return-to-tank rates have an impact on fuel temperature, especially with hot ambient conditions and partially filled tanks. Here are some return rates: Cycle to head

Burn rate

Return

3176B

90 Gal/hour

10 Gal/hour

80 + Gal/hour

3512

250 Gal/hour

109 Gal/hour

141 + Gal/hour

3406E

70 Gal/hour

18 Gal/hour

52 + Gal/hour

Less than 1/2 full tank, with high return rate leads to hotter fuel. As heat goes up, fuel expands and becomes less dense (less weight per unit volume). Remedies: use fuel coolers, use dual tanks, keep tank(s) full, make sure that the cooling fan from an engine is not blowing hot air onto a fuel tank. Tomorrow, in our discussion of fuel temperature sensors on electronically controlled engines, we will talk about how some engines can compensate for elevated fuel temperature.

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8/02

Electronics Class

Questions so far?

Slide # 13

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Lesson Plan

8/02

Caterpillar Engine Electronics Lesson Plan 3 - Fuel Systems Overview Objectives: •

The student will be able to recall the four types of fuel systems and their importance.

Literature Needed: PowerPoint Slides Hardware Needed: Plunger and barrel (wood mockup if available) Mechanical Unit Injector (Cut away if available) Electronic Unit Injector (Cut away if available) Hydraulic Electronic Unit Injector (Cut away if available) Projector and smartboard Time Required: .75 Hours Tasks Required by Instructor to Meet Objectives: 1. Present the slides on fuel systems 2. llustrate the operation of a plunger and barrel with the wood mockup. 3. around the injectors as they are discussed. 4. Answer any questions

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Fuel Systems Overview Mechanical Governor !

As engine speed increases, flyweights move linkage and fuel rack in fuel off direction

Slide # 14 When PEEC was introduced in 1987, it utilized most of the mechanical fuel system. This is an illustration of how the mechnical governor system functions. • Engine speed increases, flyweights move out, rack moves in off direction.

LAST

The governor controls the amount of fuel needed by the engine to maintain a desired rpm. Below the top red arrows are the governor flyweights. When the engine speed increases, centrigical force moves the flyweights out. In return, through a pivot lever, the rack linkage moves (bar just above bottom red arrow) in the fuel off direction.

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!

!

As engine load increases, rpm decreases Governor spring force overcomes flyweight force Rack moves in fuel on direction

Slide # 15 • Load increases, rpm decreases, govenor spring moves rack in fuel on direction

LAST

On the contrary, when engine load increases, rpm decreases. As engine speed slows, the flyweights also spin more slowly. With less rotational speed, the flyweight centrifugal force is decreased. The governor spring force overcomes the flyweight centrifugal force, and moves the rack in the fuel-on direction.

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Fuel Systems Overview Mechanical Governor ! !

!

As load decreases, rpm increases Fly weight force overcomes spring force Moves rack in fuel off direction

Slide # 16 • Load decreases, rpm increases, flyweight force overcomes spring, rack moves in fuel off direction

• Gov spring force = more fuel • Force of flyweights = reduction of fuel, • Force balanced = engine runs constant rpm

LAST

Once again, as engine load decreases, rpm increases. The spring force is overtaken by the centrigical force of the flyweights, and moves the rack in the fuel off direction.

The force of the governor spring always pushes to give more fuel to the engine. The centrifugal (rotating) force of the flyweights always pushes to get a reduction of fuel to the engine. When these two forces are in balance (equal), the engine runs at a constant rpm.

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!

As the rack moves in the fuel-on direction, the scroll is rotated to allow more fuel to be injected As the rack moves in the fuel-off direction, the scroll is rotated to allow less fuel to be injected

Slide # 17 • Instructor note

LAST

Read the caption. Point out the scroll. If a wood mock-up is available, use it to illustrate how the plunger and scroll move to determine the amount of fuel delivered.

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Slide # 18 • Scroll type

We'll use a cutaway plunger and barrel assembly to see how fuel is metered and delivered to the fuel injection nozzles. This is a scroll type fuel system with a left-hand cut scroll on the pump plunger.

• Gear engages to rack bar

The gear segment on the bottom of the plunger is engaged into the rack. Rack movement rotates the plunger in the pump barrel and changes the relationship of the scroll to the spill port (arrow).

• Plunger moves up & down in barrel.

The camshaft/follower/lifter mechanism moves the plunger up and down in the barrel. In the position shown here, the plunger is at the bottom of its stroke on the base circle of the fuel camshaft. Fuel is flowing into the barrel through the fill and spill ports. This fuel is supplied from the fuel gallery.

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Fuel Systems Overview ! !

! !

Fuel fills barrel Plunger is moved upward by the fuel system camshaft Fill/Spill port is closed, fuel is pressurized Fill/Spill port opens, pressure is lost

Slide # 19 • Fuel enters barrel

The left illustration shows the fuel entering the barrel.

• Fuel port closes, fuel is pressurized

As the fuel pump camshaft turns, the pump plunger moves upward, shown in the middle picture. The fill/spill port is closed and the fuel is pressurized above the plunger. Fuel pressure lifts a nozzle check, and fuel is sprayed into the cylinder.

• Scroll uncovers port, pressure is lost. End of injection

LAST

When the plunger travels farther up, the scroll uncovers the fill/spill port. The fuel above the pump plunger goes through a slot (backside) along the edge of the scroll and out the fill/spill port back to the fuel manifold. This is the end of the injection stroke. The pump plunger can have more travel up, but no more fuel will be sent to the fuel injection nozzle.

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Fuel Systems Overview !

The position of the scroll: – is controlled by the fuel rack – determines the amount of fuel injected

Slide # 20 • Radial position of scroll determines amount of fuel delivered to cylinders

LAST

Once again, the postion of the scroll is controlled by the fuel rack located inside the fuel pump housing. The radial postion of the scroll determines the amount of fuel that will be injected into each cylinder.

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Fuel Systems Overview !

Types of fuel systems: – Pump and lines – Mechanical Unit Injector (MUI) – Mechanically Actuated Electronic Unit Injector (EUI) – Hydraulically Actuated Electronic Unit Injector (HEUI)

Slide # 21 • Pump & Lines • MUI • EUI

Caterpillar utilizes four basic fuel systems, pump and lines, Mechnanical Unit Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), Hydraulically Actuated Electronic Unit Injector (HEUI).

• HEUI

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Fuel Systems Overview Pump & Lines System !

!

!

Multi-plunger, high pressure pump, fuel lines & fuel nozzles Flyweights and springs control fuel rate and timing Can inject fuel from 5,000 to 17,000 PSI

Slide # 22 The pump and lines system uses an externally mounted, multiple plunger, high pressure pump. The fuel lines extend from the top of the pump to the fuel nozzles.

Fuel rate and timing are controlled by flyweights and springs.

Injection pressure ranges from 5,000 to 17,000 psi.

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Fuel Systems Overview Pump & Lines System !

Limiting Factors: – High pressure fuel lines limit fuel injection pressure – Fuel rate & timing control

Slide # 23 • Limited by fuel lines, mechanical flyweights & springs

The pump and lines system had some limiting factors. The high pressure fuel lines were a limiting factor for the injection pressure. Fuel rate was controlled by a governor that used flyweights and springs. The timing position was controlled by a mechanical timing advance unit that utilized flyweights and springs.

• response of 3 times/second

These mechanical devices were able to respond approximately at a rate of 3 times per second.

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Fuel Systems Overview MUI System !!

!!

!!

A unit injector is positioned above each cylinder A mechanically actuated governor controls fuel rate (scroll metered) with flyweights and springs Timing is fixed

Slide # 24 • Plunger & barrel inside injector, fixed timing

LAST

The MUI system eliminated the high pressure fuel lines. The plunger, the barrel, and the nozzle are combined into one unit. Hence the term “unit injector”. Fuel rate is controlled by a mechanically actuated govenor that uses flyweights and springs. Timing is fixed on a MUI engine.

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Fuel Systems Overview MUI System !

Advantages: – High pressure fuel lines are eliminated – Injection pressure up to 23,000 PSI

!

Limiting Factors: – No timing advance – Mechanical actuation & governor control

Slide # 25 • Advantages - no high pressure fuel lines, higher injection pressure

• Limitations - No timing advance, inj. mech actuated & controlled by governor

LAST

As the fuel system technology advanced, some advantages were gained. A couple of the advantages with MUI were the high pressure fuel lines, and the extenally mounted pump were eliminated. In addition, the injection pressure went up to 23,000 psi, as compared to the 17,000 psi with pump and lines system.

Along with the benefits of MUI came some limiting factors. There is no timing advance to allow flexibility of injection timing. As well, the injector is mechanically actuated by a rocker arm, and is controlled by a mechanical governor.

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Fuel Systems Overview EUI System !!

!!

!!

A unit injector is positioned above each cylinder An Electronic Control Module (ECM) controls fuel rate and timing Injectors are mechanically actuated by a camshaft

Slide # 26 • Fuel system break through

The mechanically actuated, Electronically controlled Unit Injector (EUI) was a huge step in fuel system developement. It has established the foundation for reliablity and performance over the course of several years.

• ECM controls amount & timing of fuel

The EUI system incorporates an injector above each cylinder. The ECM controls the amount of fuel delivered and the timing of injection for each cylinder. They are mechanically actuated through a camshaft and rocker arm. In some cases lifters and push tubes are used.

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Fuel Systems Overview EUI System ! !

Can inject fuel at up to 30,000 PSI High pressure fuel lines are eliminated

Slide # 27 • injection pressure between 10,000 30,000 psi

LAST

Like the MUI fuel system there are no high pressure external fuel lines. The EUI can inject fuel between 10,000 and 30,000 psi.

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Slide # 28 This is an EUI component diagram. The EUI fuel system takes low pressure supply fuel and pressurizes the fuel between 10,000 to 30,000 psi.

• Fuel flow

LAST

Note: Briefly mention the different components of the fuel system and fuel flow, such as the fuel tank, primary fuel filter/water seperator, and the fuel transfer lines etc...

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8/02

Slide # 29 The five major components of the EUI are: - Tappet - Plunger - Barrel - Nozzle Assembly - Cartridge Valve

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Slide # 30 The cartridge valve consists of the following: - Solenoid - Armature - Poppet Spring - Poppet Valve

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8/02

Slide # 31 The nozzle assembly consists of the following: - Nozzle Spring - Nozzle Check - Nozzle Tip

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8/02

EUI - Injector Fill !!

!!

Without pressure from the rocker arm, a spring keeps the plunger retracted Fuel flows into the injector through the fill / spill port, past the poppet valve and into the barrel

Slide # 32 • EUI 4 stages

The four stages of the EUI system are: - Pre-injection - Fill - Injection - Spill

• Tappet retracted, fuel enters barrel

Without pressure from the rocker arm, the tappet spring keeps the injector plunger retracted. Fuel can flow into the injetcor through the fill/spill port, past the solenoid valve, and into the injector barrel.

Note: This slide shows fuel supply of 60 psi, but can range to approximately 95 psi.

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8/02

EUI - Mechanical Stroke !

!

As the cam rotates, it drives the plunger downward Until the ECM signals the start of injection, fuel goes out the fill / spill port

Slide # 33 • Mechanical stoke of rocker arm

As mentioned earlier the EUI system depends upon a mechanical stroke. When the cam rotates and acts upon the rocker arm, it drives the tappet and the plunger down.

• Poppet open, fuel can’t pressurize, es through port

When the injector poppet valve is open, the fuel cannot be pressurized, and es through the fill/spill ports.

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8/02

EUI - Injection !

!

!

On a signal from the ECM, the solenoid closes the fuel valve Pressure elevates at the tip to the 5,500 psi needed to unseat the valve Injection begins

Slide # 34 • Solenoid energized, poppet closes, fuel is pressurized, lifts check at 5,000 psi

• Tiny orifices, better atomization of fuel

LAST

When the ECM energizes the injector solenoid, the poppet valve closes. This allows the fuel to be pressurized within the injector. The plunger travels down pressurizing the fuel in the injector tip. When the fuel reaches approxiamately 5,000 psi the nozzle check is lifted. This is the beginning of injection.

Because the fuel es through tiny orifices in the bottom of the injector, the continued downward motion of the plunger increases the pressure after the nozzle check opens, and atomizes the fuel into the cylinder for a more complete burn. The higher injection pressure improves fuel economy, and reduces exhaust emissions.

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EUI - Injection !

!

Fuel continues to inject until the ECM signals the solenoid to open the valve Injection timing and duration is controlled by the ECM

Slide # 35 • Solenoid deenergized, poppet opens, end of injection

Fuel is injected into the cylinder until the ECM de-energizes the solenoid. When the solenoid is de-energized the valve opens, which allows fuel around the poppet seat. This is the end of injection. Again, injection timing and duration are controlled by the ECM.

Injection timing = when the solenoid is energized Injection duration = how long the solenoid is energized

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8/02

EUI Limitation !

Limiting Factor: – Injection pressure is dependent on engine speed (rpm)

Slide # 36 • Limited by mechanical actuation/rpm

LAST

Although the EUI system is a very good fuel system, it is limited by the injection pressure being dependent upon the speed of mechanical components. Ultimately, the injection pressure is linked to the engine speed.

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Fuel Systems Overview HEUI System !!

!!

!!

A unit injector is positioned above each cylinder An Electronic Control Module (ECM) controls fuel rate, timing, and injection pressure The injector is hydraulically actuated

Slide # 37 • HEUI - 3126B

For our purposes we will review the 3126B HEUI system. Essentially, the HEUI systems operate in the same manner, but may have different operating temperatures, pressures, etc...

• Engine lube is pressurized

The HEUI fuel system, which stands for Hydraulically actuated, Electronically controlled, Unit Injector, takes engine lube oil and pressurizes it to actuate the injectors.

• ECM controls delivery, timing, & injection pressure

With HEUI, even more electronic capability was added. The ECM controls fuel delivery, timing, and injection pressure.

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Fuel Systems Overview HEUI System !

!

High pressure fuel lines are eliminated Can inject at up to 23,500 PSI

Slide # 38 • Integral fuel age, injection 23,500 psi

LAST

This system utilizes an inline integral fuel age, which eliminates the high pressure fuel lines. HEUI has a peak injection pressure of 23,500 psi.

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Fuel Systems Overview HEUI System !

An advantage: – Injection pressure is infinitely controlled between maximum and minimum pressure limits, regardless of engine speed

Slide # 39 • Injection pressure independent of rpm

A tremendous advantage with the HEUI system is that injection pressure is nearly independent from engine speed. Injection pressure is infinitely controlled between minimum and maximum pressure limits by the HEUI system.

• Better atomization

This creates better atomization of the fuel, even at lower rpm’s in the engine’s operating range, which produces more efficient emission levels.

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8/02

H EU IFuelSystem

Slide # 40 • IAPCV & IAP

A look at the HEUI component diagram. The major differences from EUI to HEUI are the HEUI pump, IAP sensor, and the IAP contol valve. In addition, the injector is actuated hydraulically.

• Locations, continuous signal to ECM

The IAP control valve is located in the rear of the HEUI pump. The IAP sensor is located in the high pressure oil rail. The sensor monitors the HEUI oil pressure. The ECM checks HEUI pressure, and signals the IAP control valve 72 times a second.

• Capable of injecting 19 times/second

Fuel is supplied to the injectors from the transfer pump at 65 psi. The HEUI injectors can inject up to nineteen times per second.

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8/02

HEUI System - IAPCV !!

The IAPCV (Injection Actuation Pressure Control Valve: – Controls the HEUI oil pressure – Is part of the HEUI hydraulic pump, externally mounted for easy service – Has a large, externally mounted electrical solenoid for efficiency and serviceability

Slide # 41 • IAPCV controls high pressure oil

LAST

The ECM communicates with the IAPCV for proper control of the high pressure oil. The control valve is part of the HEUI pump, is adjustment free, and is serviceable.

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8/02

HEUI System - IAPCV !

The valve receives current from the ECM to control the hydraulic pressure in the HEUI system

Slide # 42 • ECM regulates current to IAPCV to maintain 870 to 3,500 psi

LAST

The HEUI system IAPCV receives current from the ECM, and controls the hydraulic pressure in the HEUI system between 870 to 3,500 psi. This controls the injection pressure approximately between 5,400 psi to 23, 500 psi.

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8/02

HEUI System - IAPCV !

Regulates the pump pressure by venting excess oil flow to engine oil sump.

Slide # 43 • Vents excess oil

• Major components

The IAPCV regulates pump pressure by venting excess oil flow to the engine oil sump. The major components of the Injection Actuation Pressure Control Valve (IAPCV) are: - Armature - Solenoid - Push pin - Poppet

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8/02

In the HEUI Fuel System ƒ

High injection pressures give: – lower particulate emissions – improved fuel rate – improved performance

ƒ

Injection rate shaping gives: – lower NOx emissions – reduced combustion noise

ƒ

Sharper end of injection gives: – reduced particulate emissions

Slide # 44 • Higher injection pressures, rate shaping, sharper end of injection

• Improved response, fuel economy, reduced emissions

LAST

The HEUI fuel system provides high injection pressures, better injection rate shaping, and sharper end of injection.

This flexibilty in a fuel system creates many performance advantages such as, improved response, better fuel economy, and reduced emissions.

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Slide # 45 • Instructor note

LAST

Read the caption. Point out the air intake with corn growing out of it. Also, the bulging fuel filters. So even though it is an electronic engine, don’t forget the basics.

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Slide # 46 • Billions of inj cycles, abrasives damage fuel systems, need good filtration

• human hair much larger than 1 micron. 2 micron filter can double life

• Cat’s 98% rating, others 50%

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A HEUI injector can complete a half billion injection cycles over its lifetime. Abrasive particles smaller than 10 microns in diameter can cause accelerated wear in any high pressure fuel system. High pressure fuel systems operate with much tighter tolerances than before. This is the reason for high effeciency fuel filteration systems.

The average human hair is .004” in diameter. As seen, one micron is much smaller. A two micron fuel filter can more than double the life of an old or new fuel system, as compared with a 10 micron filtration system.

Caterpillar’s two micron fuel filters have an absolute rating of 98%. Cat two micron fuel filters will stop more than 98% of the abrasive particles two microns and larger.

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If an off brand, five micron fuel filter is used, and has a nominal rating, half the abrasive particles five micron and larger can through the filter. In other words, the term, “nominal” means that the average trapped particle size will equal 5 microns. This can potentially cause accelerated wear with the injectors.

Reminder, never prefill fuel filters. Consult the appropriate O & M guide for proper priming procedures.

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Lesson Plan

8/02

Caterpillar Engine Electronics Lesson Plan 4 - Engine Nomenclature Objectives: •

The student will be able to identify the various engine model numbers and their meanings.

•

The student will understand the importance of electronic engine progression.

•

The student will recognize the format used for Caterpillar engine serial numbers.

Literature Needed: PowerPoint Slides Hardware Needed: Projector and smartboard Time Required: .5 Hours Tasks Required by Instructor to Meet Objectives: 1. Present the slides 2. Answer any questions

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Engine Model Numbers ƒ

3208 Engine: – 3 = Engine Product – 2 = Relative Engine Size » (3000, 3200, 3300, 3400, 3500, 3600)

– 08 = number of Cylinders » Depending on engine family, could be 04, 06, 08, 12, 16, 18, or 24

Slide # 48 Now let’s look at Engine Model Numbers, and their meanings.

3208 is shown here as an example of engine nomenclature: The “3” means that the product is an engine. The “2” indicates the relative size (3200, 3300, 3400, 3500, 3600) The “08” indicates the number of cylinders (3204, 3208, 3304, 3306, 3406, 3408, 3412, 3508, 3512, 3516, 3524, 3606, etc.).

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3116 Engine – 3 = Engine Product – 11 = 1.1 liters per cylinder, so: » 3126 has 1.2 liters per cylinder » 3176 has 1.7 liters per cylinder » 3196 has 1.9 liters per cylinder

– 6 = number of cylinders (4 or 6)

Slide # 49 In the 3100 series engine families, the nomenclature indicates the engine displacement per cylinder: The “3” means that the product is an engine. The two middle digits tell how many liters of displacement per cylinder. Thus, a 3116 has 1.1 liters per cylinder, a 3126 has 1.2 liters per cylinder, a 3176 has 1.7 liters per cylinder, and a 3196 has 1.9 liters per cylinder. The final digit tells the number of cylinders. For example, a 3114 has four cylinders, and a 3116 has six cylinders. Note: 6 cylinders x 1.1 liters = 6.6 liters total displacement for a 3116 6 cylinders x 1.2 liters = 7.2 liters total displacement for a 3126 6 cylinders x 1.7 liters = 10.2 liters total displacement for a 3176 6 cylinders x 1.9 liters = 11.4 liters total displacement for a 3196 LAST

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The 1.9 is a rounded off value. 3196 has a displacement very close to 12 liters. (See the spec sheet).

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C-10, 10 liter truck engine – 10 liter in everything else is 3176C

ƒ

C-12, 12 liter truck engine – 12 liter in everything else is 3196C

Slide # 50 The C -10 is a 10 liter truck engine. The 3176C is used for all other 10 liter applications.

As well, the C -12 is the 12 liter truck engine. For other non- truck applications the 3196C is used.

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8/02

Engine Model Numbers ƒ ƒ ƒ ƒ

3406E was a 14.6 liter engine until 1998 In 1998, 3406E was 14.6 or 15.8 liter for truck 3456 was the 15.8 liter in any non-truck application 14.6 liter and 15.8 liter became C-15 and C-16 for truck, industrial applications

Slide # 51 • ‘73 original 3406 mechanical

The 3406 was originally introduced in 1973 as a mechanically governed engine with an external fuel pump and external, high pressure fuel lines.

• ‘83 the “B” version

In 1983, the “B” version was introduced with the redesigned “New Scroll” fuel system.

‘87 PEEC

In 1987, PEEC was added to provide electronic control of the mechanical rack and to control the mechanical timing advance unit.

• ‘92 “C” PEEC

The “C” version was introduced in 1992, both with and without PEEC. There never was a “D” version of this engine. It went from 3406C to 3406E in 1993, when the EUI version was released.

• 14.6 liters until ‘98

The engine continued to have 14.6 liters displacement until 1998, when LAST

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8/02 • 15.8 introduced in ‘98. Truck 3406E & non- truck 3456, 2000 model year C15 & 16. Machines use 3406E/3456

LAST

a 15.8 liter version was introduced. In non-truck applications, the 15.8 liter 3406E was called a 3456. In trucks, the engine was called either a 14.6 liter 3406E, or a 15.8 liter 3406E. In 2000, the truck applications were renamed as C-15 and C-16. In 2001, the industrial version also got the name C-15 and C-16. Caterpillar machines still use the 3406E 14.6 liter and 3456 designations.

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3000 Series Engines – Perkins or MHI (Mitsubishi Heavy Industries) – As low as 20HP

ƒ

MAK Engines – – As high as 20,000 HP

Slide # 52 • ‘99 Perkins & MAK

In 1999, when Caterpillar acquired Perkins and MAK, we needed model designations for them. The 3000 series refers to Perkins and MHI (Mitsubishi Heavy Industries) engines. An example of a MAK series would be 8CM25. 8 = the number of cylinders. C = Cat, M = MAK 25 = bore size

• Cat largest range, 20 to 20,000 HP

LAST

These acquistions gave Caterpillar the largest size and horsepower range of any engine manufacturer in the world. Perkins has engines as low as 20 horsepower, and MAK has engines with ratings up to 20,000 horsepower.

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8/02

Engine Serial Numbers ƒ

Our engines historically used 8-digit serial numbers in this format: – Number, letter, letter, five numbers – Example: 2YG45313 or 8TC44185

Slide # 53 • Engine S/N format

Historically, Caterpillar engine serial numbers have used an 8-digit alpha-numeric format. Typically, a number first, followed by two letters, and then five numbers.

For example: 2YG45313

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8/02

Engine Serial Numbers ƒ

Some now have a different format: – Letter, letter, letter, five numbers – Example: CKM11284

ƒ

Another format started consists of any combination in the first three characters and last five will be numeric. – Example: M2M12355

Slide # 54 • 3 letters, five numbers

Because of the many engines that have been built we ran out of S/N prefix combinations that use this format. A different format was introduced. This system uses three letters and five numbers.

For example: CKM11284

• Lastest format

Recently, we began using any alpha numeric combination for the first three characters.

Example: M2M12355

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8/02

Why Electronic Control? ƒ ƒ

ƒ

In the 1970’s, EPA exhaust emissions standards were applied to automobiles. In the early 1980’s, similar EPA requirements were applied to onhighway trucks. Also in the 1980’s, EPA “Noise” emissions were applied to the trucks.

Slide # 55 • EPA laws, ‘70’s with auto, 80’s on highway truck

LAST

The Enviromental Protection Agency (EPA) has imposed stringent emission laws on the automobile and truck industry over the years. In the ‘70’s emission laws were applied to automobiles. Later, in the 1980’s, similar EPA requirements were applied to the on-highway truck engines, which included certain requirements for “noise” levels.

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Why Electronic Control? ƒ

Emission laws affect three key elements: – Particulates – NOx – Sound

ƒ ƒ

CARB (California Air Resources Board) limits sales of some engines. There are the EC (European Commission) in Europe and equivalents in other countries.

Slide # 56 • Particulates, NOx & noise

• California Air Resources Board CARB

• European Commission EC

LAST

Emission laws are established by the EPA and affect three key elements, particulates, NOx, and Sound or Noise.

CARB, which stands for California Air Resources Board limits sales of some engines due to emission levels.

As for outside the U.S., Europe has the European Commission (EC) and equivalents in other countries.

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Why Electronic Control? ƒ ƒ ƒ ƒ

What is BLACK smoke? (result of incomplete combustion) Charge shaping and injection pressure are very significant Ability to change fuel injection timing and duration very quickly is a must With Electronics we have decreased noise, NOx, and particulates

Slide # 57 • Black smoke? Incomplete combustion

To understand what might be seen by the performance of an engine we ask, “What is BLACK smoke?” Black smoke is a result of incomplete combustion. Simply put there is more fuel being injected than can be burned properly with the amount of air that is available, or a bad air/fuel mixture.

• Why Electronics? Torque shaping, injection pressures, timing & duration--emissions

By now we’ve seen the “Why electronic control?” Electronics enables better torque shaping and higher injection pressures, which we’ve learned are so critical. It provides the ability to change fuel injection timing and duration with precision. Ultimately, it targets the control of emissions.

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Electronics allow increased: – horsepower – fuel economy – horsepower to weight ratio.

ƒ

Electronics allow decreased: – Noise – NOx – Particulates

Slide # 58 • HP, fuel economy, weight ratio

Further, electronics have allowed engines to increase in horsepower, gain in fuel economy, and provide a much better horsepower to weight ratio. Horsepower has not only increased in the production arena, but typically, horsepower can be increased by a simple electronic “flash.” Additionally, if an engine weighs less a customer can haul more, increasing their capability.

Again, electronically controlled .....such as, pre-injection (HEUI), higher injection pressures and timing culminate to lower emissions.

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To satisfy customers demand for: – increased horsepower – better fuel economy – better reliability – easier serviceability

Slide # 59 • Customer satisfaction

Caterpillar strives for complete satisfaction for their customers. Their increasing demands provide Caterpillar the challenges needed to be successful in the market for larger horsepower and increasd fuel economy. Fuel is the customers’ largest operating expense, and the electronics let us meet or exceed these demands.

Furthermore, with proper preventative maintenance practices, reliabilty has dramatically increased. In conjunction, reasonable serviceability leaped forward due to adjustment free replaceable components.

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8/02

Caterpillar Electronically Controlled Diesel Engine

3176C

Slide # 60 A look at a 3176C marine engine. The ECM jumps out here to signify the ease of recoginizing electronic engines.

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8/02

Electronically Controlled Engines can . . . ƒ ƒ ƒ

Indicate active faults, logged faults, and logged events Identify major component failure Identify sensor and actuator short or open circuits

Slide # 61 • Aids us

Let’s glance at how the electronics can aid us in troubleshooting engines:

• Active, logged faults, logged events

- Show active faults, logged faults and logged events. For example, 190-00 diagnostic code indicates an engine overspeed. This is an event.

• Diagnostic tests - cyl cutout

• Shorts & Opens

LAST

Assist’s with identifying major component failures. For example, a cylinder cut-out test may indicate a bad injector.

Identify electronic component short or open circuits. For example, 10203 diagnostic code indicates a boost pressure sensor open circuit.

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8/02

Electronically Controlled Engines cannot . . . ƒ ƒ ƒ ƒ

Troubleshoot themselves Identify marginal component performance Identify inaccurate sensor readings Think for themselves

Slide # 62 While electronics provide a broad capability, they are not able to:

• Can’t T/S alone

Troubleshoot by themselves, a technician is still needed. For example, an ECM can detect there is an open circuit, but cannot find the exact location of the open.

Identify marginal component performance, such as a pitted camshaft lobe or leaking head gasket.

Identify inaccurate sensor readings. The status screens are used to tell if a sensor is giving reasonable data to the ECM. The ECM accepts the input blindly. In short, there is still job security for technicians.

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Lesson Plan

8/02

Caterpillar Engine Electronics Lesson Plan 5 - Electronic Engine History Objectives: •

The student will be able to recall the three versions of Caterpillar electronic engines.

Literature Needed: PowerPoint Slides Hardware Needed: Projector and smartboard Time Required: 1.25 Hours Tasks Required by Instructor to Meet Objectives: 1. Present the slides. 2. Answer any questions

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8/02

Electronic Engine History 1987 1987 88 88 1990 1990

1993 1993

1995 1995

1996 1996

1998 1998

1999 1999

2000 2000

2001 2001

2002 2002

Slide # 63 • History of Cat Electronics

Here is a time-line from 1987 to the present, showing the history and development of electronic engines built by Caterpillar. (Succesive slides build to show the history.)

• Handout

• Approx. dates

LAST

Note: Refer the students to their handout sheet. It shows the completed History Chart for them to follow along as you explain the history. It does not include a separate slide for each part of the build.

Note: The dates are approximate. It is sometimes difficult to pin down the date exactly because of the NPI process, and because the engines for the next model year are generally introduced in October of the preceding year.

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1993 1993

1995 1995

1996 1996

1998 1998

1999 1999

2000 2000

2001 2001

2002 2002

3406B 3406B PEEC PEEC

3176 3176 2YG 2YG

Slide # 64 In October, 1987 (for the 1988 model year): • ‘87 PEEC, pump & Lines, Max inj 7000 psi

• 8TC 3406B PEEC (Programmable Electronic Engine Control) was introduced for truck only. It had a pump-and-lines fuel system, with an electronic governor. Maximum injection pressure was approximately 7,000 psi. Fuel rate was controlled by a mechanical rack, but the ECM controlled rack position.

• 7FB was the mechanically governed version of the 3406B at this time.

In the same time frame, the first engine designed from scratch for electronic control was introduced:

• Fat ECM

LAST

• 2YG 3176 engine (99% for truck application) was an EUI engine with the “fat” ECM -- the first EUI system! Maximum injection pressure was PRINT SECTION

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8/02 Max injection psi 20,000, good power to weight ratio

LAST

approximately 20,000 psi. This engine had a good power to weight ratio, offering 360 horsepower at 2,000 pounds. This was about 900 to 1000 pounds less than the 3406C at the time, which offered up to 460 horsepower at approximately 3,000 pounds.

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1993 1993

3408 3408 // 12 12 PEEC PEEC 3512 3512 PEEC PEEC MUI MUI

1995 1995

1996 1996

1998 1998

1999 1999

2000 2000

2001 2001

2002 2002

3400 3400 VV PEEC PEEC 3512 3512 PEEC PEEC MUI MUI

3406B 3406B PEEC PEEC

3176 3176 2YG 2YG

3508 3508 EUI EUI D11, D11, 777 777

Slide # 65 In the 1988 - 89 time frame: • 3408 & 12 PEEC High Performance Marine

3408 and 3412 high performance marine engines were introduced. They were also used in generator sets and petroleum applications. They offered high horsepower in a relatively small package. These were built through the year 2000.

• 3512 PEEC MUI

3512 was introduced, using PEEC instead of Woodward Governors in the locomotive and petroleum applications.

• PEEC Electronic control for torque rate shaping

LAST

(3500 series engines were introduced in 1985 with Woodward Governor and actuators. In 1988, two large petroleum customers, Schlumberger and Halliburton, wanted electronic control added to provide torque rate shaping. The early EUI could not flow enough fuel to provide the horsepower ratings desired by Schlumberger and Halliburton. The 3512 PEEC was built only for these customers and only for petroleum application. These engines still used the Woodward actuator to move the rack, but it was controlled by the PEEC ECM.) PRINT SECTION

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8/02 • ADEM I was in D11 and 777C

• 3508 EUI went into the D11 tractor and the 777C truck with the ADEM I ECM. Yes, there really was an ADEM I, but it had limited application and limited capability. (ADEM = Advanced Diesel Engine Management). • 3176 Challenger Tractor was introduced -- originally with a 3306 Engine.

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1993 1993


1995 1995

1996 1996

1998 1998

1999 1999

2000 2000

2001 2001

2002 2002


3406B 3406B PEEC PEEC 3406C 3406C PEEC PEEC

3176 3176 2YG 2YG

3176 3176 7LG 7LG

3508 3508 EUI EUI D11, D11, 777 777

Slide # 66 1990 (1991 Model Year) brought some changes in the truck engines: • 7LG 3176 EUI

7LG 3176 EUI engine was basically much like the 2YG. Although, the 7LG brought some nice enhancements to the 3176, such as improved Electronic Unit Injectors and electronic sensors. This was a good engine. The 360 hp rating offered the best horsepower to weight ratio at that time.

• 2EK 3406B PEEC II

2EK 3406B PEEC II, was available with up to 460hp for 1000 lbs. more than than the 3176. These engines had up to 17,000 psi injection pressure, and so it had more clips, clamps, and brackets on the fuel lines.

• 1992: 4CK 3406C PEEC III

LAST

1992: 4CK 3406C PEEC III was introduced and was built through 1993.

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1993 1993

1995 1995


1996 1996

1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG

3406E 3406E Truck Truck 3176B 3176B Truck Truck

3508 3508 EUI EUI D11, D11, 777 777 3512/16 3512/16 EUI EUI

Slide # 67 • 1993: 3406E major redesign

• 3176B

1993: 3406E was introduced for truck application only. Note that there was no “D” model. This was a major redesign, which eliminated the external fuel injection pump and high pressure fuel lines, and utilized mechanically actuated, electronically controlled unit injectors, controlled by the ADEM II ECM (Advanced Diesel Engine Management). This model change eliminated approximately 257 piece parts from the engine, and made it more efficient and reliable at the same time. It also reduced the weight approximately 500 pounds as compared to the 3406B. 3176B was introduced for truck, Challenger Tractor, and marine applications. Electronically, it was the same as the 3406E. That is, it had the same part number ECM, same sensors, etc. Due to different sensor locations on the different engine models, they used different wiring harnesses. They also used different injectors and software. There were some minor changes to the fuel system. The electronic fuel injector went to a single fill/spill port. The fuel transfer pump went from an aluminum housing to one made of cast iron.

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8/02 • Aluminum spacer deck, cooling sys maint.

• Overcooling

Like the earlier versions of the 3176, this engine uses an aluminum spacer deck. Cooling system maintenance is very important. The level of coolant conditioner needs to be kept between 3% and 6% to prevent corrosion of the spacer deck.

The engine will overcool easily if idled at less than 1000 rpm. When the engine overcools, excess moisture can accumulate in the lube oil. This moisture then combines with sulfur dioxides from the combustion of the fuel, to create sulfuric acid. This attacks the aluminum deck, as well as other engine components. Low idle needs to be high enough to keep a minimum coolant temperature of 180°F.

3512 and 3516: EUI versions were introduced for locomotive and petroleum applications.

3408 and 3412 High Performance Marine: Continued in production.

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8/02


1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

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3176 3176 2YG 2YG

3176 3176 7LG 7LG

3406E 3406E Truck Truck 3406E 3406E 3176B 3176B Truck Truck 3176B 3176B C-10 C-10 C-12 C-12

3508 3508 EUI EUI D11, D11, 777 777 3512/16 3512/16 EUI EUI 3500B 3500B 3116 3116 HEUI HEUI 3126 3126 HEUI HEUI 3400 3400 V V HEUI HEUI

Slide # 68 • 3406E & 3176B used beyond truck apps.

1995: The 3406E continued in production. It and the 3176B were used in additional marine and industrial applications. Prior to 1995 these were truck engines only.

• C-10, C-12 introduced

C-10 and C-12 were introduced for truck only. They used the ADEM II ECM (which had been introduced on the 3176B and 3406E in 1993). These engines did not have the aluminum spacer deck. They were released to fill a demand by the large truck fleets, and continue to be very popular engines.

• 3116 HEUI introduced

• 3408 / 12 HEUI introduced.

LAST

In the smaller engines, 3114 was the smallest Caterpillar built engine. It never got the HEUI fuel system. In 1995, 3116 and 3126 HEUI engines were introduced. At that time, we had already been building HEUI fuel systems for Navistar since 1993. 3408 and 3412 HEUI engines were introduced. The current scroll and PEEC versions were still available, but the PEECS had higher horsepower ratings and better (faster) response.

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1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B C-10/3176C C-10/3176C C-12/3196 C-12/3196

3508 3508 EUI EUI D11, D11, 777 777 3512/16 3512/16 EUI EUI 3500B 3500B 3116 3116 HEUI HEUI 3116 3116 HEUI HEUI 3126 3126 HEUI HEUI 3126 3126 HEUI HEUI 3400 3400 V V HEUI HEUI

Slide # 69 • 3406E in wider range of apps.

1996: 3406E continued to be used in wider range of applications.

• 3176B updated to 3176C

C-10 continued to be used only in truck applications, while the 3176B was updated to the 3176C for all other applications. This engine had the aluminum spacer deck removed.

• 3196 introduced

C-12 continued to be used only in truck applications. The equivalent 3196 was used in all other applications. • 3116 HEUI ends production

LAST

3116 HEUI ended production in 1996.

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8/02


1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002

3400 3400 VV PEEC PEEC 3512 3512 PEEC PEEC MUI MUI 3600 3600 PEEC PEEC


3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B

3406E 3406E 14L 14L Added Added 16L 16L 3456 3456 C-10/3176C C-10/3176C C-10/3176C C-10/3176C C-12/3196 C-12/3196 C-12/3196 C-12/3196

3508 3508 EUI EUI D11, D11, 777 777 3512/16 3512/16 EUI EUI 3500B 3500B 3116 3116 HEUI HEUI 3116 3116 HEUI HEUI 3126 3126 HEUI HEUI 3126 3126 HEUI HEUI 3126B 3126B HEUI HEUI 3400 3400 V V HEUI HEUI

Slide # 70 • 3600 PEEC

1998: 3600 was to be updated to electronic control. The original plan was to use an ADEM II ECM to control the Woodward Governor and thus control the mechanical rack position. It was then decided that the engine would get an EUI fuel system. This program has been moved out several times. As of 2002, it is on hold.

• 3406E 16.0L and 3456 introduced

3406E continued production as a 14.6 L engine. A stroked and bored 15.8 L version was introduced to provide 600 Hp in truck applications. The non-truck version of the 15.8 L engine was introduced as 3456 and continues production today.

• 3126B was introduced with ADEM 2000 (ADEM III)

3126B HEUI was introduced with the first use of ADEM III. Because of the then millenium change, ADEM III got named ADEM 2000. You may hear either term, but they are synonomous. The 3126B was a major redesign, going to a cross-flow head and a 3-valve system (1 exhaust, 2 intake valves). This engine is sometimes referred to as the 3-valve engine to distinguish it from the 3126 MUI which continued to be built with 1 intake and 1 exhaust valve per cylinder.

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1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B


ADEM ADEM 2000 2000 3406E 3406E 14L 14L 3406E 3406E 16L 16L C-10/3176C C-10/3176C C-12/3196 C-12/3196

3508 3508 EUI EUI D11, D11, 777 777 3512/16 3512/16 EUI EUI 3500B 3500B 3116 3116 HEUI HEUI 3116 3116 HEUI HEUI 3126 3126 HEUI HEUI 3126 3126 HEUI HEUI 3126B 3126B HEUI HEUI 3400 3400 V V HEUI HEUI Perkins Perkins 3000 3000 MAK MAK

Slide # 71 • ADEM 2000 added to HD engines

1999: In 1999, the ADEM 2000 ECM was added to the C-10, 3176C, C-12, 3196, 3406E 14.8 L, and 3406E 15.8 L engines. 3456 got ADEM 2000 in some applications, but continued to use ADEM II in other applications. This depended on whether or not the product group updated the electronics for their applications.

• MAK purchase

• Perkins purchase

MAK was purchased by Caterpillar in mid 1998.

Perkins was purchased by Caterpillar in early 1999. These two purchases gave Caterpillar a wider range of engine displacement and horsepower than any other engine manufacturer in the world. We also became the largest engine manufacturer worldwide.

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1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B


ADEM ADEM 2000 2000 3406E 3406E 14L 14L 3406E 3406E 16L 16L

ADEM ADEM 2000 2000 C-15 C-15 C-16 C-16

C-10/3176C C-10/3176C C-12/3196 C-12/3196

3508 3508 EUI EUI D11, D11, 777 777 3512/16 3512/16 EUI EUI 3500B 3500B 3116 3116 HEUI HEUI 3116 3116 HEUI HEUI 3126 3126 HEUI HEUI 3126 3126 HEUI HEUI 3126B 3126B HEUI HEUI 3400 3400 V V HEUI HEUI Perkins Perkins 3000 3000 MAK MAK

Slide # 72 • 3406E becomes C-15 and C-16

LAST

2000: In 2000, the 3406E 14.6L became the C-15. The 3406E 15.8L became the C-16. Electronically there was no major change. The engines got new “press-in-place” seals in various locations. The weight was reduced by sculpting the block, the main bearing caps, and other components.

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1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B



ADEM ADEM 2000 2000 C-15 C-15 C-16 C-16

C-10/3176C C-10/3176C C-12/3196 C-12/3196

3508 3508 EUI EUI D11, D11, 777 777 3512/16 3512/16 EUI EUI 3500B 3500B 3116 3116 HEUI HEUI 3116 3116 HEUI HEUI 3126 3126 HEUI HEUI 3126 3126 HEUI HEUI 3126B 3126B HEUI HEUI 3400 3400 VV HEUI HEUI

C-9 C-9 HEUI HEUI 3126E 3126E HEUI HEUI Perkins Perkins 3000 3000 MAK MAK

Slide # 73 • C-9 introduced

2001: In 2001, the C-9 HEUI engine was introduced to replace the 3306 in industrial and vehicular applications. This engine uses the HEP (High Efficiency Pump) and the HI300B injector. It is a wet linered, 9 liter engine, that shares many features of the 3126E.

• 3126B becomes 3126E

In March, the 3126B was renamed 3126E to recognize various updates that had occurred incrementally since the introduction of the 3126B. Some of these updates included chrome ceramic structure rings, tungsten coated HEUI injectors, and new CFFV/LEV ratings. A 3126E may or may not be sold with a catalytic converter aftertreatment, depending upon the intended application.

• Instructor note

CFFV is an acronym for Clean Fuel Fleet Vehicle, and LEV is an acronym for Low Emission Vehicle.

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8/02


1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B



ADEM ADEM 2000 2000 C-15 C-15 C-16 C-16

C-10/3176C C-10/3176C C-12/3196 C-12/3196



Slide # 74 • ACERT

LAST

This chart shows all the history we have discussed. There are changes coming in the truck engines as we move to ACERT technology. ACERT stands for Advanced Combustion Emissions Reduction Technology. This will avoid the need to use cooled Exhaust Gas Recirculation.

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1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B



ADEM ADEM 2000 2000 C-15 C-15 C-16 C-16

C-10/3176C C-10/3176C C-12/3196 C-12/3196



Slide # 75 • Simplifying the T/S.

There are a lot of electronic engines on the chart. To a person who may have to electronically troubleshoot any, or all, of these engines, it can be intimidating. Here’s a way to simplify the situation (slide is a build to illustrate the following points): In this class we will disregard Perkins and MAK.

• PEEC, EUI, HEUI

Sort the remaining models into three broad categories, according to their fuel systems: PEEC, EUI, and HEUI. Later in the class, we will find that, electronically speaking, all PEEC engines are essentially the same, all EUI engines are essentially the same, and all HEUI engines are essentially the same. (Go to next slide -- it combines EUI and HEUI.)

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1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B



ADEM ADEM 2000 2000 C-15 C-15 C-16 C-16

C-10/3176C C-10/3176C C-12/3196 C-12/3196


C-9 C-9 HEUI HEUI 3126E 3126E HEUI HEUI

Slide # 76 • Combine EUI and HEUI, difference is IAP sensor and IAPCV

LAST

To further simplify the troubleshooting process, we can actually combine EUI and HEUI engines into one group for troubleshooting procedures. Except for two electronic components found on the HEUI engine, that are not on EUI engines, the troubleshooting process will be the same. These are the injection actuation pressure sensor, and the injection actuation pressure control valve (IAPCV).

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1993 1993

1995 1995

1996 1996


1998 1998

1999 1999

2000 2000

2001 2001

2002 2002



3176 3176 2YG 2YG

3176 3176 7LG 7LG


3406E 3406E 3176B 3176B



ADEM ADEM 2000 2000 C-15 C-15 C-16 C-16

C-10/3176C C-10/3176C C-12/3196 C-12/3196



Slide # 77 Ask the class: Which of these engines do they work on, or have the possibility of working on, back home? Circle the models as they are mentioned.

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8/02

Electronics Class

Questions so far?

Slide # 78 Answer any questions over the first day’s material.

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Lesson Plan

8/02

Caterpillar Engine Electronics Lesson Plan 6 - Digital Multimeter Lab Objectives: •

The student will follow and complete the digital multimeter lab sheet.

Literature Needed: Digital multimeter lab sheet Hardware Needed: Digital Multimeter Electrical Components Group

Caterpillar Service Training

Time Required: 1 Hour Tasks Required by Instructor to Meet Objectives: 1. Assist the students as needed. 2. Answer any questions.

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Lab Sheet - Digital Multimeter

8/02

In completing this lab, you will practice the following skills: 1. Use a multimeter to measure resistance and voltage. 2. Use a schematic to assemble an electronic test box.

Exercise I 1. With a digital multimeter measure the resistance of the following components located in the Electrical Components Group. Take all measurements with the test box power turned off. Write the results in the space provided.

WORKSHEET I Resistor R 1 Resistor R 2 Resistor R 3 Resistor R 4 Resistor R 5 Resistor R 6 Variable Resistor set at 60 Variable Resistor set at 180 Variable Resistor set at 300

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8/02

Exercise II 1. Use the Electrical Components Group and jumpers to make the circuit shown in Illustration I. 2. Using a Caterpillar digital multimeter, make the measurements requested on worksheet "2". Write the measurements you take in the space provided.

Illustration I:

L1 A B

R1

Switch

R2

L2

Fuse

+

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8/02

Worksheet II SWITCH POSITION A

B

VOLTAGE: Battery

VOLTAGE DROP: Light L1 Light L2 Resistor R1 Resistor R2

CURRENT: Light L1 Light L2 Resistor R1 Resistor R2 RESISTANCE: Light L1 Light L2 Resistor R1 Resistor R2

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8/02

Exercise III

1. (a). Use the Electrical Components Group and jumper wires to make a circuit as shown in "Illustration II".

Illustration II

(b). Place the variable resistor control knob in the position marked 160. (c). Turn the power switch on. (d). Measure the voltage in the circuit at test points 1 through 10 with the switch in position "A" and again with the switch in position "B". Enter these readings in the appropriate boxes in worksheet "III". 2. (a). Leave the jumper wires in place. Place a jumper wire from test point 4 to ground. (b). Measure the voltage in the circuit at test points 1 through 10 with the switch in position "A". Enter these readings in the appropriate boxes in worksheet "III". (c). At the fuse connector, unplug the jumper wire that runs from Battery + to the fuse. What is the voltage reading at the fuse end of the jumper wire? ___________. Plug the jumper wire back into the fuse connector. (d). At the fuse connection, unplug the jumper wire that runs from the fuse to the variable LAST

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8/02

resistor. What is the voltage reading at the fuse end of the connector? ___________. (e). Plug the jumper wire back into the fuse connector and unplug the same wire at the variable resistor connector. What is the voltage reading at the variable resistor end of the jumper wire? _________.

(f). Plug the jumper wire back into the resistor connector and unplug the wire that runs from the variable resistor connector to lamp 1 at the variable resistor connector. What is the voltage reading at the variable resistor connector? ___________. (g). Plug the jumper wire back into the variable resistor connector and unplug the same wire at the lamp 1 connector. What is the voltage reading at the lamp end of the jumper wire? ___________.

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8/02

Exercise III These measurements demonstrate: Activity I Switch position "A" - In a complete circuit in which energy is still flowing, the pressure of the electrical energy changes after each component in which there is a resistance. Switch position "B" - In an "open" circuit, the electrical energy is the same at all places in the circuit up to where the circuit has been broken. Activity II The jumper wire shows the effect of a "short" in a circuit. Steps (c) though (f) demonstrate finding a "short" by creating "opens".

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8/02

Worksheet III

Activity

I A

B

II A

1 2 3 4 5 6 7 8 9 10

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Lesson Plan

8/02

Caterpillar Engine Electronics Lesson Plan 7 - Fuel System Quiz Objectives: •

The student will complete a written quiz over the material presented Monday with at least a 70% accuracy.

Literature Needed: None Hardware Needed: Projector and smartboard Time Required: .5 Hour Tasks Required by Instructor to Meet Objectives: 1. ister the quiz 2. Upon student completion, review the quiz

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Fuel System Quiz

8/02

Caterpillar Engine Electronics Lesson Plan 7 - Fuel System Quiz

Select the best answer: 1. In manufacturing test conditions, the standard API fuel density is: A. 38° @ 60° F B. 40° @ 105º F C. 34° @ 65º F D. 35° @ 60º F

2. Any deviation from the standard test conditions can only increase the available: horsepower. A. True B. False

3. The force of the governor spring always moves to give _________ fuel to the engine: A. less B. no C. more D. less and more

4. What are the four basic fuel systems that Caterpillar uses: A. Pump and Lines, Mechanical Unit Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), and Compressed Air Unit Injector (CAUI) B. Hydraulically Actuated Electronic Unit Injector (HEUI), Mechanical Unit Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), and Stacked Injection. C. Pump and Lines, Mechanical Unit Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), and Hydraulically Actuated Electronic Unit Injector (HEUI) D. None of the above LAST

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Fuel System Quiz

8/02

5. What HEUI component receives current from the ECM, and controls the hydraulic pressure in the HEUI system: A. IAP sensor B. IAP control valve C. HEUI injector D. HEUI pump

6. What were the advantages with the MUI fuel system as compared to Pump and Lines: A. Timing advance B. Injection pressure increased C. High pressure fuel lines were eliminated D. All of the above

7. Always prefill the fuel filters: A. True B. False

8. With the EUI system, injection timing and duration are controlled by the ________: A. valves B. sensors C. camshaft D. ECM

9. Which of these listed is NOT a HEUI component: A. injector rocker arm B. IAP sensor C. IAPCV D. Hydraulically Actuated Electronic Unit Injector

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Fuel System Quiz

8/02

10. With the HEUI system, the ECM controls fuel delivery, injection timing, and injection pressure: A. True B. False

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Fuel System Quiz Master

8/02

Caterpillar Engine Electronics Lesson Plan 7 - Fuel System Quiz

Select the best answer: 1. In manufacturing test conditions, the standard API fuel density is: D A. 38° @ 60° F B. 40° @ 105º F C. 34° @ 65º F D. 35° @ 60º F

2. Any deviation from the standard test conditions can only increase the available: B horsepower. A. True B. False

3. The force of the governor spring always moves to give _________ fuel to the engine:C A. less B. no C. more D. less and more

4. What are the four basic fuel systems that Caterpillar uses: C A. Pump and Lines, Mechanical Unit Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), and Compressed Air Unit Injector (CAUI) B. Hydraulically Actuated Electronic Unit Injector (HEUI), Mechanical Unit Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), and Stacked Injection. C. Pump and Lines, Mechanical Unit Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), and Hydraulically Actuated Electronic Unit Injector (HEUI) D. None of the above LAST

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8/02

5. What HEUI component receives current from the ECM, and controls the hydraulic pressure in the HEUI system: B A. IAP sensor B. IAP control valve C. HEUI injector D. HEUI pump

6. What were the advantages with the MUI fuel system as compared to Pump and Lines: A A. Timing advance B. Injection pressure increased C. High pressure fuel lines were eliminated D. All of the above

7. Always prefill the fuel filters: B A. True B. False

8. With the EUI system, injection timing and duration are controlled by the _______: D A. valves B. sensors C. camshaft D. ECM

9. Which of these listed is NOT a HEUI engine component: A A. injector rocker arm B. IAP sensor C. IAPCV D. Hydraulically Actuated Electronic Unit Injector

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10. With the HEUI system, the ECM controls fuel delivery, injection timing, and injection pressure: B A. True B. False

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