3406E handsout

Materi Training Meeting Guide 712

SESV1712 February 2002

TECHNICAL PRESENTA PRESENTATION TION

3406E ENGINE CONTROLS ELECTRONIC UNIT INJECTION (EUI)

3406E ENGINE CONTROLS ELECTRONIC UNIT INJECTION (EUI) SLIDES DAN SCRIPT

MEETING GUIDE 712 AUDIENCE

Engine / machine technician yang mengerti prinsip dasar sistim operasi engine, mendiagnosanya dan dapat melakukan prosedur testing dan adjusting

CONTENT Presentasi ini disiapkan untuk seorang service technician dalam mengidentifikasi komponen, menjelaskan fungsi, dan service engine 3406E EUI pada unit D350E dan D400E Series II Articulated trucks

OBJECTIVES Setelah mendapat training ini technician tersebut diharapkan dapat: 1. Mengidentifikasi komponen-komponen pada engine 3406E EUI ; 2. Menjelaskan fungsi dari komponen tersebut pada engine 3406E EUI ; 3. Menjelaskan aliran bahan bakar pada sistim bahan bakar; dan 4. Menjelaskan aliran arus pada sistim kelistrikan engine .

PREREQUISITES Interactive Video Course "Fundamentals of Electrical Systems" (CD ROM) Electronic Technician (ET) Self Study Course Caterpillar Machine Electronics Course (Lima Module)

TEMV9002 JEBD3003 SEGV3001 sampai SEGV3005

Training mengenai sistim operasi dan testing dan adjusting pada engine 3406E sebaiknya sudah dilaksanakan sebelum mengikuti training ini. Dengan tambahan participants mempunyai skill dalam menjalankan PC Windows 95/98ª dan software Electronic Technician (ET) . Perkiraan waktu: 8 jam Visuals: 80 (2 X 2) Slide Serviceman Handouts: 3 Line Drawings Form: SESV1712 Tanggal : 18 February 2002

© 2002 Training Center PT Trakindo Utama

Created at Site : Pasar Panas - Adaro Mining

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SUPP SU PPLE LEME MEN N MATER MATERIA IAL L TRAI TRAINI NING NG Brosur "Caterpillar Electronic Technician" Wall Chart "3406E Engine"

NEHP5614 LEWH6740

Buku Buku Training "Easy PCs" (Tersedia pada Cat Literature System) Atau pada pada toko-toko toko-toko buku.Diterbitk buku.Diterbitkan an oleh Qui Qui Corporation Corporation Buku Training "Windows 95 for Dummies/Windows 98 for Dummies" Diterbitkan oleh IDG Books IDG Books World Wide Website: http://www http:/ /www.idgbooks.com .idgbooks.com Tersedia pada toko-toko buku Caterpillar EUI Fuel System (Interactive CD ROM)

LEBV5169

RENR1391-01

REKOMENDASI TOOL UNTUK ENGINE 3406E Caterpillar Electronic Technician Software, Users Manual dan Getting Started Book Caterpillar Electronic Technician Single Use License Caterpillar Electronic Technician Annual Data Subscription (Engines dan Machine) Communication Adapter Kabel PC ke Communication Adapter Kabel Communication Adapter ke Machine (kombinasi kabel ATA dan CDL Data Link menggantikan 7X1570 dan 7X1412) Digital Multimeter (Fluke 87) Kabel Probe Timing Calibration Probe (Magnetic Pickup) Timing Calibration Probe Adapter Sleeve Kabe Kabell Timing Calibration Probe Unit Injector Height Adjustment Tool Engine Turning Tool

JEBD3003 JERD2124 NEXG5007 7X1700 7X1425 139-4166 9U7330 7X1710 6V2197 7X1171 7X1695 9U7227 9S9082

REFERENCES Troubleshooting Manual "3406E Engine for Caterpillar Built Machines Systems Operation Testing and Adjusting "3406E and 3456 Engines for Caterpillar Built Machines Disassembly and Assembly "3406E and 3456 Engines for Caterpillar Built Machines Specifications Manual "3406E and 3456 Engines for Caterpillar Built Machines Product Reference Guide "Jake Brake Retarders for Caterpillar Engines Tool Operating Manual "Using the Communication Adapter Parts Manual "D400E Series II Articulated Trucks

RENR1366 RENR1363 RENR1364 RENR1362 RENR1370 SEHS9264 SEBP2784

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DAFTAR ISI INTRODUCTION ...................................................................................................................5 Overview ..........................................................................................................................6 Major Components ...........................................................................................................7 ELECTRONIC CONTROL SYSTEM ...................................................................................27 Introduction.....................................................................................................................27 Fuel Injection .................................................................................................................30 Fuel Injection Control System .......................................................................................32 SYSTEM CALIBRATIONS....................................................................................................45 Speed/Timing Sensor Calibration ...................................................................................45 Injector Calibration .........................................................................................................50 Pressure Sensor Calibration ...........................................................................................51 FUEL SUPPLY SYSTEM ....................................................................................................53 Introduction ....................................................................................................................53 System Fuel Flow ..........................................................................................................54 SYSTEM POWER SUPPLIES ............................................................................................61 Introduction ....................................................................................................................61 ECM Power Supply .......................................................................................................62 Injector Power Supplies .................................................................................................65 Analog Sensor Power Supply .......................................................................................66 Digital Sensor Power Supply .........................................................................................67 ELECTRONIC SENSORS AND SYSTEMS .......................................................................69 Introduction ....................................................................................................................69 Speed/Timing Sensors ..................................................................................................70 Analog Sensors and Circuits .........................................................................................72 Digital Sensors and Circuits ..........................................................................................82 Engine Shutdown Systems ...........................................................................................85 Ether Injection System ..................................................................................................87 CAT Data Link ...............................................................................................................88 Logged Events ...............................................................................................................90 Caterpillar Monitoring System .......................................................................................91 Conclusion .....................................................................................................................92 SLIDE LIST .........................................................................................................................93 SERVICEMAN'S HANDOUTS ............................................................................................94

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INTRODUCTION Presentasi ini membahas engine 3406E EUI electronic control Yang terpasang pada unit D350E dan D400E Series II ADT. Secara berurutan topiknya sebagai berikut: - Introduction dan komponen Utama ¥ Major topics

- Electronic Control System - Fuel Supply System - System Power Supplies - Electronic Sensors dan Systems

INSTRUCTOR NOTE: Presentasi ini merefer dan menjelaskan Electronic Technician (ET) sebagai tool pemrogram untuk 3406E engine. Oleh sebab itu, sangat penting bagi siswa menunjukkan kompetensinya pada Windows 95/98/NTª dan Electronic Technician (ET) sebelum memulai training session ini. Juga kompetensi pada, basic sistim engine 3406E dan maintenance harus ditunjukkan secara benar.

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Overview

Engine 3406E yang dilengkapi oleh fuel sistim EUI banyak dipakai unit construction dan aplikasi lainnya

¥ Keunggulan sistim dan keuntungannya

Engine EUI mempunyai banyak keunggulan dan keuntungan yang tidak dipunyai engine mekanikal. keungulannya exhaust gas yg bersih konsumsi fuel yang ditingkatkan dan cold starting,maintenance yg simpel, sedikit penggunaan part rutin, mudah pendiagnosaannya. Sistim ini juga mempunyai keunggulan lainnya yang akan dibahas pada presentati selanjurtnya.

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FUEL GALLERY

EUI EJECTORS PRESSURE REGULATOR

PRIMING PUMP

ECM

SECONDARY FILTER (2 MICRON)

FILTER BASE

PRIMING PUMP CHECK VALVES

TEMPERATURE SENSOR

PRIMARY FILTER RELIEF VALVE TRANSFER PUMP

WATER SEPARATOR TANK

3

Komponen Utama

¥ Aliran bahan bakar

¥ Kemiripan komponen dengan 3500 EUI

¥ Injector digerakkan secara mekanikal dan diberi sinyal secara elektronik

Skematik diatas menunjukkan aliran bahan bakar melalui beberapa komponen mekanikal pada sistim fuel EUI.Penjelasan lebih detail mengenai beragam komponen akan dijelaskan kemudian Komponen elektronik pada sistim fuel EUI hampir sama dengan yang digunakan oleh engine EUI 3500B .Dan juga mirip dengan engine HEUI 3408E/3412E . Yang mana injektor pada sistim EUI digerakkan oleh pergerakkan camshaft. Injektornya digerakkan secara mekanikal dan diberi sinyal elektronik untuk memulai penyemprotan bahan bakar.

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Slide ini menunjukkan enam komponen utama pada Fuel Sistim EUI Yaitu: . ¥ Enam komponen utama pada sistim: 1. ECM 2. Throttle position sensor 3. Speed/timing sensor 4. Injector 5. Temperature sensor 6. Pressure sensor

- ECM (1) - Throttle Position Sensor (2) - Speed/Timing Sensor (3) - Injector (4) - Temperature Sensor (5) - Pressure Sensor (6)

Data link (tidak ditunjukkan) memberikan dua arah komuniukasi antara sistim EUI dan komponen kontrol pada sistim yang lain pada machine. CAT data link juga memungkinkan service tool untuk berkomunikasi dengan sistim elektronik pada engine.

Catatan : Hanya satu contoh dari masing-masing sensor temperature dan pressure serta speed/timing yang ditunjukkan pada gambar.

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¥ ECM (panah)

Komponen yang paling utama pada sistim EUI adalah Electronic Control Module (ECM), yang terpasang pada bagian kiri engine. ECM (panah) adalah"jantung" dari engine.ECM mengatur jumlah fuel ,timing dan membatasi fuel. Juga membaca sensor dan berkomunikasi dengan sistim instrument display melalui CAT Data Link

Serie dari ECM ini dapat dikenali dari 2 X 40 pin konektor Walaupun kelihatannya sama dengan ECM 3408E/3412E HEUI, tetapi ECM tersebut tidak bisa dipertukarkan.

¥ Personality module tidak bisa di service ¥ Flash programming digunakan untuk update

Personality Module dipakai oleh ECM untuk menyimpan semua data rating untuk aplikasi tersendiri. Personality Module tidak dapat diganti secara fisik, tetapi dapat dilakukan program flash, dengan menggunakan komputer.ECM ini tidak mempunyai Personality Module Access cover. Diantara komponen yang tampak adalah Wiring Harness dan 40 Pin Connectors yang menuju ke ECM.

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¥ Komponen-2 sistim 1. Injector connector 2. Ground stud 3. Turbo outlet pressure sensor 4. Inlet air temperature sensor 5. Timing calibration connector 6. Fuel lines

Komponen lainnya yang terletak pada bagian kiri belakang engine, dimulai dari sebelah atas, sebagai berikut: Konektor injektor (1) menghubungkan semua injektor ke ECM. Ground Stud (2)digunakan sebagai ground untuk ECM. Turbo Outlet (Boost) Pressure Sensor (3)digunakan oleh ECM untuk mengontrol perbandingan fuel/udara Inlet Air Temperature Sensor (4) dipakai oleh ECM untuk melindungi engine dari temperature udara pada inlet yg berlebihan yang disebabkan oleh aftercooler yang buntu. Konektor Timing Calibration (5) terletak diatas dekat ECM digunakan untuk menghubungkan Timing Calibration Sensor ke ECM untuk kalibrasi (upper) Speed Timing Sensor.Proses ini dilakukan dengan tool ET. Fuel lines (6) melewati ECM untuk pendinginan.

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1. Secondary fuel filter 2. Priming pump

Secondary Fuel Filter (1) terletak pada bagian kiri kompartemen engine D400D, dan dapat diservis melalui bagian luar pintu pada access panel . Fuel Priming Pump (2) terletak pada filter housing.

Filter seharusnya dipasang dalam keadaan kosong. Jika perlu untuk mengisi filter gunakan priming pump.Filter tidak boleh diisi fuel sendiri selain dengan cara menstarting engine. Engine akan secara normal membuang udara dari filter secara cepat. Pada fuel manifold terdapat valve fuel pressure regulator yang berfungsi menjaga tekanan antara transfer pump dan injectors serta mengalirkan sisa kelebihan bahan bakar ke tanki . ¥ Fuel temperature sensor

Fuel Temperature Sensor juga terletak pada filter housing. ECM menggunakan output sensor ini untuk koreksi kekurangan tenaga yang diakibatkan oleh temperatures fuel yang tinggi. ECM menjaga aliran fuel ke injectors, tanpa melihat perubahan berat jenis fuel yang diakibatkan oleh temperature .

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¥ Coolant Coolant temperatu temperature re sensor (panah (panah))

Coolant Temperature Sensor (panah) terletak pada bagian depan dari engine, dibawah housing thermostat .Sensor ini digunakan oleh ECM untuk berbagai fungsi.Sistim atau sirkuit dibawah ini memakai output Temperature Sensor ke ECM : - Gauge temperature coolant pada Caterpillar Monitoring System

¥ Fungsi sensor

dan Warning Alert Indicator LED untuk High Coolant Temperature pada Caterpillar Monitoring System panel. (Informasinya (Informasinya dikirim melalui CAT CAT Data Link.) - Engine Demand Fan Control, jika terpasang, menggunakan

referensi sinyal untuk memberikan kecepatan fan yang tepat - Cat Electronic Technician (ET) status screen menunjukkan

indikasi / status temprature coolant

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1. Atmospheric pressure sensor

(1)terletak pada cylinder block Atmospheric Pressure Sensor (1)terletak dan terhubung ke atmosphere bagian dalam engine. Sensor ini mempunyai beberapa fungsi yang akan dijelaskan kemudian. Secara singkat singkat sensor ini mempunyai fungsi :

¥ Fung Fungsi si sensor sensor

- Ambient pressure measurement untuk kompensasi ketinggian dan air filter pada ET - Absolute pressure measurement untuk kontrol fuel ratio dan perhitungan gauge pressure pada ET screen serta Caterpillar Monitoring System panel .

2. Timing Timing calibration calibration connector

Dekat Atmospheric Pressure Sensor adalah konektor untuk kalibrasi Timing (2). Konektor ini menghubungkan timing probe dan wiring Harness untuk mengkalibrasi Speed/Timing Sensors.

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¥ Speed/ti Speed/timing ming senso sensors: rs: 1. High speed 2. Cranking Cranking speed speed

3. Turbo Turbo outlet outlet pressure sensor sensor - digunak digunakan an untuk untuk kontrol udara/fuel

Speed/Timing Sensors terletak pada bagian belakang timing gear cover.Tampak pada gambar: high speed sensor ,bagian ,bagian atas (1), Cranking speed sensor , bagian bawah (2).

Pada bagian depan engine sebelah kiri cylinder head terletak sensor (3). Sensor ini digunakan Turbo Outlet (Boost) Pressure Sensor (3). ECM untuk mengontrol ratio udara/fuel secara elektronik. fungsi ini mengontrol emisi gas buang, yang tidak mungkin dilakukan pada engine dengan pengaturan mekanikal . Sensor ini juga membuat tekanan boost dapat terbaca pada ET tool.

NOTE: Air Fuel Ratio Control tidak bisa diadjust secara manual pada engine unit D350E atau D400E .

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¥ Machine interface connector (panah)

Machine Interface Connector (panah) menghubungkan harness engine ke harness machine wiring.Circuits seperti power suplay ECM, Throttle position sensor, data link dan shutdown circuit melewati konektor ini.

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¥ Injector connector

Konektor injector terletak pada valve cover dan mensuplay arus menuju ke semua injector. Pada ke 12 pin konektor ini,9 pin digunakan solenoid injector dan sisa ke 3 nya untuk solenoid retarder .(Ke enam kabel return injektor di pasangkan kedalam tiga konektor.) Sirkuit injector ini akan dijelaskan secara rinci dalam (System Power Supplies).

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¥ Oil pressure sensor (panah)

Oil pressure sensor (panah) terletak disebelah atas engine oil cooler. Sensor ini berfungsi memberi info ke operator terhadap tekanan oli yang rendah.ECM akan melogged data tersebut jika kondisinya terjadi Kondisi tersebut akan dijelaskan secara rinci lebih lanjut.

¥ Enam analog sensors

Sensor ini bertipe analog .Ada 6 sensor analog yang terpasang pada engine D350E/D400E Series II : - Coolant - Temperature - Fuel Temperature - Inlet Air Temperature - Atmospheric Pressure - Turbocharger Outlet Pressure

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¥ Inlet air temperature sensor (panah)

Inlet (manifold) Air Temperature Sensor (panah) terletak pada bagian kiri engine, disebelah atas ECM. Sensor ini berfungsi untuk memberitahu operator kondisi kerusakan yang potensial yang disebabkan oleh suplay udara yang terlalu panas.

Temperatures udara inlet yang tinggi dapat menyebabkan suhu exhaust jadi 3 X lebih panas. Contoh temperature udara inlet bisa naik dari 27sampai 93¡C (100 sampai 200¡F). Kondisi ini dapat menyebabkan suhu exhaust naik dari 538 sampai 704¡C (1000 sampai 1300¡F),yang berakibat kerusakan pada exhaust valve dan turbocharger.

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Komponen kalibrasi timing ¥ Plug untuk kalibrasi (panah)

Sewaktu melakukan kalibrasi timing,Timing Calibration Probe dipasangkan ke cylinder block dengan melepas plugnya(panah).

¥ Pemasangan sensor untuk kalibrasi timing

Kabel jumper timing calibration dihubungkan kekonektor untuk kalibrasi yang terdapat pada ECM . Timing Calibration Probe mengambil alih posisi dari sensor (cranking) Speed Timing .Sehingga hanya sensor ( high speed) Speed Timing yang dikalibrasi .

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¥ Crankshaft slot (panah) ¥ Pemasangan probe untuk kaibrasi timing

¥ Machined face dipakai untuk men-set clearance

Crankshaft mempunyai machined slot pada counterweight (panah).Slot ini terletak dibelakang bearing rod,cylinder nomor 1 Timing Calibration Probe yang disisipkan diantara block silinder akan memberikan signal dari slot crankshaft. Machined face (dibawah panah) digunakan untuk menset clearance antara probe dan crankshaft.

Proses ini akan dijelaskan lebih detail pada presentasi berikutnya.

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Komponen-komponen yang terpasang pada machine

¥ Throttle position sensor (panah)

Throttle Position Sensor (panah) terletak pada throttle pedal dan digunakan sebagai signal untuk desired engine speed dari operator ke ECM secara electronik. Tidak ada hubungan mekanikal antara pedal ke governor (ECM).

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1. Ground level shutdown switch

Ground Level Shutdown Switch (1)terletak dibawah kabin operator sebagai emergency, switch ini dapat mematikan engine dari luar kabin operator.

Switch ini juga dapat mengisolasi injektor secara elektrik dengan cara mudah untuk tujuan maintenance .

2. Battery disconnect switch

Sebelah kanan switch adalah Battery Disconnect Switch (2). disconnect switch juga selalu digunakan untuk mengisolasi ECM sewaktu melakukan pengelasan pada machine.

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¥ Service tool connector (panah)

¥ Dapat mengakses service tool ET

Service Tool Connector untuk D350E/D400E (panah) terletak dikabin pada bagian kanan console. Service Tool Connector digunakan untuk menghubungkan ET ke sistim elektrik/elektronik machine.Connector ini dapat mengakses ECM's untuk melihat diagnostic dan informasi status screen, serta melakukan kalibrasi melalui service tool ET.

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3406E ENGINE SYSTEM BLOCK DIAGRAM (D400E) KOMPONEN YANG TERPASANG DI ENGINE 6 DRIVERS

ENGINE HARNESS

3 RETURNS ENGINE RETARDER SOLENOIDS

J2

EC M J1

HIGH SPEED/TIMING SENSOR

CRANKING SPEED/TIMING SENSOR

TIMING CALIBRATION CONNECTOR

GROUND BOLT

COOLANT TEMPERATURE SENSOR MACHINE INTERFACE CONNECTOR FUEL TEMP SENSOR

EXTENSION TO REMOTE FILTER (D400E)

INLET AIR TEMPERATURE SENSOR OIL PRESSURE SENSOR ATMOSPHERIC PRESSURE SENSOR TURBO OUTLET PRESSURE SENSOR

20 ¥ Identifikasi komponen engine

Skematik ini menunjukkan komponen eksternal engine EUI D400E . series II dan komponen electronic atau electrical . Komponen yang ditunjukkan pada diagram diatas terpasang di engine Sedangkan pada diagram berikutnya adalah yg terpasang di machine.

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3406E SYSTEM BLOCK DIAGRAM (D400E) KOMPONEN YANG TERPASANG DI MACHINE DISCONNECT SWITCH

GROUND BOLT

MACHINE INTERFACE CONNECTOR

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UNSWITCHED POWER ENGINE RETARDER SELECTOR SWITCH 15 AMP BREAKER

1 2

LOW/MED/HIGH

3

MAIN POWER RELAY

KEY SWITCH

MAIN POWER

4 1 2

MED

3

THROTTLE SENSOR

THROTTLE PEDAL

HIGH

4

GROUND LEVEL SHUTDOWN SWITCH

ENGINE RETARDER LAMP STARTING AID SWITCH

+ BATTERY

RELAY

ETHER START VALVE

CAT MONITORING SYSTEM CYLINDER 10

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AUT

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ENGINE

P

MPH km/h

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ET SERVICE TOOL CAT AND ATA DATA LINK

21 ¥ Identifikasi komponen yang terdapat di machine

Skematik diatas menunjukkan komponen-2 elektrik dan elektronik dari engine yang terpasang di machine.

Catatan Instruktur : Disarankan agar nama-nama komponene yang terdapat di machine dijelaskan fungsi dan lokasinya kepada siswa. Dengan mengikuti petunjuk tabel yang ada. Jika tersedia engine yang tidak sedang terpasang pada machine akan sangat mudah untuk dilihat, dan dipelajari lokasinya. Beberapa komponen yang tidak terpakai lagi/rusak bisa ditunjukkan kepada siswa di kelas, untuk dipelajari.

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DAFTAR KOMPONEN-KOMPONEN ENGINE Komponen elektrik ECM 40 Pin Connectors (2) Timing Calibration Installation Location Timing Calibration Connector Timing Sensor, High Speed Timing Sensor, Cranking Speed Coolant Temperature Sensor Inlet Air Temperature Sensor Atmospheric Pressure Sensor Turbocharger Outlet Pressure Sensor Oil Pressure Sensor Fuel Temperature Sensor Machine Interface Connector Engine and Machine Ground Bolts Service Tool Connector Throttle Position Sensor Shutdown Switches Disconnect Switch

Komponen mekanikal untuk fuel delivery Primary Filter and Water Separator Secondary Filter Priming Pump Transfer Pump Pressure Regulator Valve Injectors (6) Cylinder Head Fuel Passage ECM Fuel Cooling Passage and Connectors

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ELECTRONIC CONTROL SYSTEM

22 ELECTRONIC CONTROL SYSTEM Introduction

Pada presentasi berikut menjelaskan tentang sistim kontrol elektronik termasuk beberapa komponen berikut: - ECM - Personality Module - Timing Wheel

Juga mencakup beberapa subsystems dan prosedur yang berhubungan: - Timing Control - Fuel Quantity Control - Speed Control - System Calibrations - Cold Modes

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23 ¥ ECM: - Gove Govern rnor or - Fuel Fuel system system computer - Pengontr Pengontrol ol timin timing g injection ¥ ECM banyak banyak dipakai dipakai aplikasi engine 3406E unit lainnya ¥ Personali Personality ty modu module le berisi software

Electronic Control Module (ECM) berfungsi sebagai governor dan komputer fuel system.ECM menerima semua signals dari sensors dan mengenergize injector solenoids untuk mengkontrol timing dan speed.

ECM banyak digunakan pada aplikasi engine 3406E, 3456, 3176B dan 3196B. ECM dapat ditukar antara aplikasi satu dengan lainnya. tetapi password diperlukan untuk mengaktifkan ECM sewaktu software yang baru terpasang. Personality Module berisi software semua informasi fuel setting (seperti horsepower, torque rise dan rate air/fuel ratio.) yang menentukan performace dari engine. Personality Module dipasangkan ke ECM dan tidak disediakan access panel . Flash Programming satu-satunya cara untuk mengupdate software pada engine 3406E. Cara ini membutuhkan electronic reprogramming Untuk software Personality Module.

¥ Upgradi Upgrading ng softwa software re personality module

Mengupdate software bukan tugas rutin,tetapi dilakukan dengan alasan product update, performance improvement atau perbaikan product

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¥ ECM teriso terisolasi lasi dg dg baik baik

CATATAN: ECM diisolasi dengan baik dan tidak membutuhkan maintenance.Personality Module tidak dapat diakses selain dengan Flash Programming.ECM mempunyai kemampuan menyimpan yang baik.Oleh karena itu banyak problem yang terjadi pada sistim disebabkan connectors dan wiring harness. Dengan kata lain ECM menjadi komponen yg terakhir dicurigai dalam troubleshooting.

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Fuel Injection

¥ Unit Unit inject injectors ors ¥ Sinyal Sinyal secara secara elektronik elektronik digerakkan mekanikal

¥ Inject Injector or codes codes

Unit injector untuk 3406E EUI digerakkan secara mekanikal dan elektrikal yang mirip dengan unit injector 350 3500 0 series. Injector In jector dikontrol diko ntrol secara electrical oleh ECM dan digerakkan secara mekanikal.Signal dari ECM mengontrol pembukaan dan penutupan valve solenoid .Valve solenoid mengontrol aliran dari fuel tekanan tinggi ke silinder. Sistim ini memungkinkan ECM untuk mengontrol volume fuel dan timing. Injektor 3400E mempunyai bar codes dan numerical codes yang dicap pada tappet.Numerical code harus dienter ke ECM melalui ET. Fungsi code ini untuk meyakinkan semua injectors sesempurna mungkin match dengan performance nya,antara timing dan fuel quantity. Jika injektor diganti,dipindah posisikan pada engine, atau ditukar satu dengan lainnya,maka injector codes harus direprogram.

¥ Memprogr Memprogram am kode injektor

Injector codes diprogram ke ECM menggunakan ET pada screen Calibrate Sensor .Kesalahan memasukan kode ke ECM yang baru dapat berakibat timing dan fuel delivery diantara cylinder tidak seimbang.

Solenoid injektor diberi tegangan 105 Volt DC. Jauhi daerah injektor sewaktu engine running atau anda dapat tersengat listrik yang membahayakan jiwa anda.

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EUI INJECTOR TESTING METHODS INJECTOR SOLENOID TEST CYLINDER CUTOUT AUTOMATIC INJECTOR TEST

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Three tests can be used to determine which cylinder or injector is malfunctioning: ¥ Injector testing

INJECTOR SOLENOID TEST This test is performed while the engine is stopped. The injector solenoids can be tested automatically with the service tool using the Injector Solenoid Test. This function individually tests each solenoid in sequence and indicates if a short or an open circuit is present. CYLINDER CUTOUT (Manual test) This test is performed while the engine is running at any speed. The 105 Volt pulse can be individually cut out to aid in troubleshooting misfire problems in the injector and the cylinder. AUTOMATIC INJECTOR TEST This test is performed with the service tool while the engine is running at any speed. The test makes a comparative evaluation of all injectors and numerically shows the results. The test enables an on-engine evaluation of the injectors. (This test cannot be performed using the ECAP.) When diagnosing a misfire problem, a satisfactory test of all injector solenoids without any diagnostic messages indicates that a mechanical problem in the cylinder probably exists. This problem could be caused by a seized injector, a damaged inlet or exhaust valve.

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EUI CONTROL LOGIC TIMING CONTROL ENGINE SPEED FUEL QUANTITY COOLANT TEMPERATURE

DEGREES BTDC

TIMING FUEL RPM

SELECT TIMING

DESIRED TIMING BTDC

CONVERT DESIRED TIMING

FUEL INJECTION TIMING WAVE FORM

COLD MODE

26 Fuel Injection Control System

This diagram shows the timing control logic within the ECM. ¥ Fuel timing control ¥ Inputs to timing control

¥ Benefits of a "smart" timing control

Engine speed and fuel quantity (which relates to load) input signals are received by the timing control. The coolant temperature signal determines when the Cold Mode should be activated. These combined input signals determine the start of fuel injection. The timing control provides the optimum timing for all conditions. The benefits of a "smart" timing control are: - Reduced particulates and lower emissions - Improved fuel consumption while still maintaining performance - Extended engine life - Improved cold starting

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3406E ELECTRONIC GOVERNOR

COOLANT TEMPERATURE SENSOR

SHUTDOWNS

ECM ELECTRONIC GOVERNOR 6 5 SIGNALS TO FUEL 4 INJECTORS 3 2 1

FUEL INJECTION CONTROL

SPEED/TIMING SIGNAL

FRC MAPS

ENGINE RPM

TORQUE MAPS

ENGINE CONTROL LOGIC

THROTTLE

TDC ENGINE RPM

ENGINE RPM TURBO OUTLET AND ATMOSPHERIC PRESSURE SENSORS

TIMING WHEEL SPEED/TIMING SENSORS

27

Four input signals are used to control fuel quantity: ¥ Fuel quantity control ¥ Inputs to fuel quantity control

1. Engine speed 2. Throttle position 3. Boost 4. Coolant temperature These signals are received by the electronic governor portion of the ECM. The governor then sends the desired fuel signal to the fuel injection and injection actuation controls. The fuel quantity control logic also receives signals from the fuel ratio and torque controls. Two variables determine fuel quantity and timing: - The start of injection determines engine timing.

¥ Start of injection determines timing

- The injection duration determines the quantity of fuel to be injected.

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3406E (PASSIVE) SPEED/TIMING SENSORS HIGH SPEED (UPPER) SPEED/TIMING SENSOR

J44 OR BK

P44 1 2 J1 P1 12 18

CRANKING (LOWER) SPEED/TIMING SENSOR

- HIGH SPEED S/T SENSOR + HIGH SPEED S/T SENSOR

TIMING CALIBRATION CONNECTOR J20 OR BK

P20

J26

ECM (3406E)

P26

1

2

2

1

723-PK 724-PU

4 39

- CRANKING S/T/+TDC SENSORS + CRANKING S/T/-TDC SENSORS

J2 P2 NOTE: P20/J26 POLARITY IS INTENTIONALLY REVERSED

TIMING CALIBRATION PROBE 1 2

2 1

1 2 TIMING CALIBRATION CABLE

28 ¥ Speed/timing sensors

¥ Four functions of the speed/timing sensor

Two Speed/Timing Sensors are installed in this 3406E: a high speed (upper) and a cranking speed (lower) sensor. The Speed/Timing Sensors serve four functions in the system: 1. Engine speed measurement 2. Engine timing measurement 3. TDC location and cylinder number identification 4. Reverse rotation protection

¥ Sensor installation

¥ Passive sensors require no power supply

The Speed/Timing Sensors, which are mounted on the rear of the front housing, are installed with a clearance between the sensor and the timing wheel. This clearance is not adjustable NOTE: These sensors are not the same as those typically used on other EUI systems. They are the passive type which do not require a power supply. Furthermore, the high speed and cranking sensors are not interchangeable and each sensor has a different part number.

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TIMING WHEEL TDC TDC CYLINDER No. 1 REF

4

REF


EXTRA TOOTH 2 HIGH SPEED/TIMING SENSOR TDC

1 REF

TIMING CALIBRATION RANGE ± 4° REF

6

TIMING WHEEL ROTATION

TDC

TDC 5

FIRING ORDER: 1 5 3 6 2 4 REF

REF

3 TDC

29 ¥ High speed sensor

¥ Cranking speed sensor

The high speed (upper) Speed/Timing Sensor measures engine speed for normal operations including governing and crankshaft position for timing purposes and cylinder identification. The cranking (lower) Speed/Timing Sensor is used during starting and allows continuous operation if the high speed sensor fails. A failure of the high speed sensor will cause the ECM to automatically switch to the cranking Speed/Timing Sensor. Also, the check engine lamp will turn ON.

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30 ¥ Timing wheel ¥ Timing marks (arrow)

¥ Tooth arrangement identifies TDC

¥ Sensor and tooth arrangements prevent reverse rotation

The Timing Wheel is a part of the drive gear for the camshaft. Timing marks (arrow) are used to locate the wheel and the camshaft in the correct position relative to the crankshaft which is pinned at TDC. This Timing Wheel is used in all 3406E engines with passive Speed/Timing sensors. As previously stated, the Timing Wheel has a total of 25 teeth. One tooth is positioned midway between the adjacent teeth. This configuration is used by the ECM to locate TDC on the No. 1 cylinder (and subsequent cylinders).

INSTRUCTOR NOTE: Reverse rotation protection is accomplished by using the sequence in which the signals from the two sensors are received by the ECM. The spacing between the two sensors on the wheel is 90 degrees. If the interval between the signals is 270 degrees, this information is interpreted by the ECM as reverse rotation. The injectors will be disabled.

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31 ¥ Speed/timing sensors

¥ Sensors generate a PWM signal from timing wheel teeth

The Speed/Timing Sensors are positioned horizontally on the engine, but are positioned perpendicular to the timing wheel surface. In other words, they face the side of the the timing wheel, similarly to the 3408/3412E installation. However, the timing wheel is different as seen on the previous page. The teeth and sensors generate a signal which is converted by the ECM to a Pulse Width Modulated (PWM) output signal for the purpose of timing and a frequency modulated output signal for speed measurement.

INSTRUCTOR NOTE: A description of PWM signals is provided later in this presentation (Sensors and Systems).

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CRANKING TIMING GEAR TOOTH TABLE TABLE CRANKSHAFT ANGLE ENTRY A B C D E F G H I

CRANKING SPEED SENSOR

30°

A

30° 30° 30° 30° 30° 30° 15° 15° 15°

30°

B

CYLINDER REFERENCE NONE IDENTIFIED

HIGH SPEED SENSOR

30°

C

30°

CRANKSHAFT DEGREES

30°

D

E

30°

F

15°

G

15°

H

15°

I

TIMING WHEEL ROTATION

32 ¥ Cranking ¥ Timing wheel teeth and spacing

The Speed/Timing Sensors use the timing wheel with the teeth arranged as shown to determine: - Top Dead Center No. 1 (When found, the cylinders can be identified.) - Engine speed The sequence of signals shown in the second column (duty cycle) is analyzed by the ECM. At this point, no fuel will be injected until certain conditions have been met.

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AFTER PATTERN RECOGNITION TIMING GEAR TOOTH TABLE TABLE CRANKSHAFT CYLINDER ANGLE ENTRY REFERENCE


A B C D E F G H I

30° 30° 30° 30° 30° 30° 15° 15° 15°

CYL NO 5

FIRING ORDER 153624

CYL NO 1 HIGH SPEED SENSOR

CRANKSHAFT DEGREES

TIMING WHEEL ROTATION 30°

A

30°

B

CYL NO. 3 TDC

30°

C

30°

30°

D

CYL NO. 5 REFERENCE EDGE

E

CYL NO. 5 TDC

30°

F

15°

G

15°

H


15°

I

CYL NO. 1 TDC

33 ¥ After pattern recognition

During start-up, the Cranking Speed Sensor initially monitors the pulses created by the passing teeth and identifies the sequence as shown. After a complete rotation, the control can recognize the location of TDC from the pattern in the above illustration. During initial cranking, no fuel is injected until the following conditions are met:

¥ Initial firing sequence

The timing wheel has completed a full revolution. TDC for all cylinders is identified by the control. After the sensor has provided the necessary signals, the ECM is ready to start injection. NOTE: The reference points in the illustration are positions on the timing wheel where the control measures the point of injection and TDC.

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TIMING GEAR TOOTH TABLE TABLE CRANKSHAFT CYLINDER ANGLE ENTRY REFERENCE 30° 30° 30° 30° 30° 30° 15° 15° 15°

A B C D E F G H I


NORMAL OPERATION

CYL NO 5

CYL NO 1

HIGH SPEED SENSOR

CRANKSHAFT DEGREES

TIMING WHEEL ROTATION 30°

A

30°

30°

B

C

30°

30°

D

E

62° BTDC (EEPROM)

CYL NO. 3 TDC


F

15°

G

15°

H

15°

I

62° BTDC (EEPROM) DES TIMING

DES TIMING DELAY

30°

DELAY

NO. 5 INJECTION

ASSUMED TDC CYL NO. 5 TDC (CALIBRATED)


NO. 1 INJECTION

ASSUMED TDC CYL NO. 1 TDC (CALIBRATED)

34 ¥ Normal operation

¥ Signal pattern identifies TDC ¥ Conditions for injection

During normal operation, the ECM can determine timing from the sequence reference point for each cylinder. The reference point is stored by the ECM after calibration is performed. Injection timing is calibrated by connecting a TDC probe to the service access connector on the engine harness, and by activating the calibration sequence with the Caterpillar ET service tool. The ECM raises the engine speed to 1100 rpm (to optimize measurement accuracy), c ompares the actual No. 1 TDC location to the assumed cylinder No. 1 TDC location, and saves the offset in the EEPROM (Electrically Erasable Programmable Read Only Memory).

NOTE: The calibration offset range is limited to ± 4 crankshaft degrees. If the range is exceeded, the offset is set to zero (no calibration) and a calibration diagnostic message is generated.

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INJECTION CURRENT WAVEFORM ONE CYCLE PULL-IN PEAK CURRENT

W O L F T N E R R U C

0

HOLD-IN PEAK CURRENT

1

2

3

4

5

TIME (MILLISECONDS)

35 ¥ Unit injector current flow

This illustration shows how the current increases initially to pull in the injection coil and close the poppet valve. Then, by rapidly chopping (pulsing) the 105 Volts on and off, current flow is maintained. The end of injection occurs when the current supply is cut; therefore, fuel pressure drops rapidly in the injector.

INSTRUCTOR NOTE: This waveform may be demonstrated with a 131-4870 Scopemeter (or equivalent) and a current probe.

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FUEL SYSTEM LIMITS • • • • •

Maximum Horsepower Maximum Torque Fuel Ratio Cold Mode Limit Cranking Fuel Limit

36

System Controls

Just as mechanically controlled engines had mechanical limits to determine maximum fuel delivery during full load, full torque and acceleration, the EUI system also has electronic limits to protect the engine. These limits are: - Maximum Horsepower ¥ Fuel system limits

- Torque Limit (determines torque rise characteristics) - Fuel Ratio Control (limits fuel until sufficient boost is available) - Cold Mode Limit (limits fuel, controls white smoke when cold) - Cranking Limit (limits fuel during cranking) An acceleration delay during start-up holds the engine at LOW IDLE for two seconds or until oil pressure reaches 140 kPa (20 psi).

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FUEL SYSTEM COLD MODES • Speed Control • Fuel Limiting • Injection Timing • Ether Injection

37 ¥ Cold modes

The EUI fuel system is designed to modify the operational characteristics of the engine during cold operation. This modification is done to protect the environment, the engine and to improve the operational characteristics of the engine.

¥ Fuel system derates

As the system limits fuel for every condition, derates are also built into the system for protection. These derates are individually covered later in the presentation, but are summarized here: - Automatic Altitude Compensation (Altitude derate) - Automatic Filter Compensation, derates for air filter restriction, (not installed on Articulated Trucks) - Engine Warning Derate, derates for low oil pressure and high coolant temperature, (not installed on Articulated Trucks)



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¥ Power correction

- 44 -

If a loss of boost sensor output occurs, the ECM assumes zero boost pressure. Although not strictly a derate, power is reduced by approximately 50 to 60%. - Fuel Temperature Compensation (Compensates up to 5% for power loss caused by hot fuel)

NOTE: Fuel Temperature Compensation is not designed to correct for excessive fuel overheating which could be caused by a variety of reasons such as low fuel level combined with high ambient temperature. INSTRUCTOR NOTE: Discuss how these Cold Mode variations can change the engine characteristics, particularly during diagnostic operations. For example: - Engine speed may be raised in Cold Mode. - Engine power may be limited in Cold Mode. - Engine fuel may be limited during cranking in Cold Mode.

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3406E SPEED/TIMING SENSOR CALIBRATION CIRCUIT HIGH SPEED (UPPER) SPEED/TIMING SENSOR

J44 OR BK

P44 1 2

P1 J1 12 18

TIMING CALIBRATION CABLE

TIMING CALIBRATION PROBE

ECM (3406E)

P2 6 723-PK 724-PU

2 1

1 2

TIMING CALIBRATION CONNECTOR CRANKING (LOWER) SPEED/TIMING SENSOR

J20 OR BK

P20

- HIGH SPEED S/T SENSOR + HIGH SPEED S/T SENSOR

4 39

- CRANKING S/T/+TDC SENSORS + CRANKING S/T/-TDC SENSORS

P2 J2

J2 6

1

2

2

1

NOTE: P20/J26 POLARITY IS INTENTIONALLY REVERSED

38 SYSTEM CALIBRATIONS Speed/Timing Sensor Calibration

¥ Timing calibration sensor installation

The Timing Calibration Probe (magnetic pickup) must be installed in the cylinder block for calibration. The Timing Calibration Probe Cable is used to conne ct the probe to the Timing Calibration Connector. One end of the cable is connected to the Timing Calibration Probe. The other end of the cable is connected to the P26 connector. The connector is located above the ECM. During calibration, the Timing Calibration Probe replaces the Cranking Sensor in the circuit. Because the Cranking Sensor is disconnected during calibration, only the upper (high speed) sensor is calibrated. Therefore, both sensors must share the calibration data when the Cranking Sensor is reconnected.



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NOTE: For calibration, only the designated Timing Calibration Connector (P26) just above the ECM can be used, not the Speed/Timing Sensor Connector (P20) located at the front of the engine. As shown in the diagram, using the incorrect connector will cause the wrong polarity and the wrong timing calibration value to be recorded in the ECM. A timing error of approximately 4 degrees will result if the wrong connector is used.

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TIMING CALIBRATION PROBE INSTALLATION

CRANKSHAFT COUNTERWEIGHT

TDC SLOT MACHINED FACE

DIRECTION OF ROTATION

ENGINE BLOCK (SHOWN FROM REAR)

TIMING CALIBRATION PROBE AIR GAP

39 ¥ Timing calibration probe installation and adjustment

¥ Avoid damage to probe

¥ Set probe clearance

This view of the Timing Calibration Probe (magnetic pickup) shows how the air gap (clearance) is established between the probe and the face of the crankshaft counterweight. After top dead center (TDC) is located, rotate the engine clockwise approximately 60 degrees to prevent engaging the probe in the slot. The timing probe will be destroyed if the engine is rotated with the probe in the slot. (The crankshaft is positioned at TDC initially to locate the machined face on the counterweight.) Insert the Timing Calibration Probe into the block until it touches the face of the crankshaft counterweight. Then, retract the probe 1 mm (.04 in.) to provide a running clearance. A 2D6392 O-ring positioned on the probe can be used to measure the clearance. If the probe clearance is not set correctly, erratic performance or failure of the timing calibration sequence can occur or the probe may be destroyed.



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¥ Timing calibration engine speed automatically set

- 48 -

Using ET, Timing Calibration is selected and the desired engine speed is automatically set to 1100 rpm. (This speed varies between engines and is only specific to the 3406E.) This step is performed to prevent instability and ensures that no backlash is present in the timing gears during the calibration process. Remove the calibration equipment, install the plug and connect all harnesses. After the completing the procedure, the engine should be retested to verify the correct operation. Active and logged fault screens must also be checked.

NOTE: The 3406E engine in the D350/D400E Series II Articulated Trucks has limited access in the flywheel housing for the 9S9082 Turning Tool. Therefore, the cab must be raised to gain access to the timing pin and engine turning tool openings. (The TDC timing bolt is also the turning tool upper access panel attachment bolt.)

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TIMING CALIBRATION TIMING WHEEL

REFERENCE EDGE TO TDC DISTANCE REFERENCE EDGE

ASSUMED CYL. NO. 1 TDC

-4°

+4° ± 4 °

TIMING CALIBRATION SENSOR SIGNAL

ACTUAL CYL. NO. 1 TDC

TIMING REFERENCE OFFSET (MAXIMUM RANGE ± 4 DEGREES)

25 ENGINE DEGREES

40 ¥ Timing calibration ¥ Nulls small crankshaft to timing gear tolerances

The Speed/Timing Sensors use the timing wheel for a timing reference. Timing calibration improves fuel injection accuracy by correcting for any slight tolerances between the crankshaft, timing gears, timing whee l and Speed/Timing Sensor installations. During calibration, the offset is logged in the control module EEPROM (Electrically Erasable Programmable Read Only Memory). The calibration offset range is limited to ± 4 crankshaft degrees. If the timing is out of range, calibration is aborted. The previous value will be retained and a diagnostic message will be logged. Timing calibration is normally performed after the following procedures: 1. ECM replacement 2. High Speed/Timing Sensor replacement 3. Timing Wheel replacement

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41 3406E Injector Calibration

The 3406E electronic unit injectors require ca libration after installation or after an ECM replacement. To access EUI Injector Calibration, use the following pull down menu sequence: Service / Calibrations / Injector Codes Calibration ¥ Injector calibration balances fuel flow between cylinders

The purpose of Injector Calibration is to enable a more precise fuel flow balance between cylinders. The injectors are flow checked and calibrated at the factory. Any minute fuel flow deviations are represented by a code stamped on the top of the injector. These codes are programmed into the ECM with the injector calibration function. If for any reason injectors are changed or interchanged, calibration must be performed for the affected injectors to avoid a power imbalance between the cylinders. INSTRUCTOR NOTE: A full description of this process is included with the ET Self-Study Course. This course is included with the current ET software CD ROM.

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42 Pressure Sensor Calibration ¥ Two methods to calibrate pressure sensors

Two methods can be used to perform pressure sensor calibration: the key switch and the ET methods. Using the same calibration pulldown menu previously used, select the following pull down menu sequence: Service / Calibrations / Pressure Sensor Calibration

The engine must not be running during Pressure Sensor calibration. The atmospheric pressure sensor is used as the baseline to adjust the other sensors. Other sensors with readings which do not agree with the atmospheric sensor's output readings will be adjusted (within limits) to agree with the atmospheric sensor. Select Start or A to begin the sensor calibration. ¥ ET pressure sensor calibration

A diagnostic routine is built into the program which will identify a calibration problem. It could be that a sensor is out of the normal output range for calibration. For example, the reason for calibration may be that oil pressure reads +27.6 kPa (+4 psi) with the engine stopped. This condition means that the oil pressure sensor absolute pressure reading is 130.9 kPa (19 psia) whereas the pressure at sea level is 119 kPa (14.7 psia). As long as the error is within the calibration range, it will be corrected. If not, a repair is necessary. Once again, this process is more fully covered in the ET course.



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INSTRUCTOR NOTE: This material will be reinforced if the following ET tasks are demonstrated. Review the material with questions following the tasks. The demonstration can be performed on an engine, machine or a Training Aid with a laptop computer. The suggested topics are: Basic ET review (if required) Status screens with throttle switch status, desired engine speed, fuel position etc. Active diagnostic codes Logged diagnostic codes Events screen Configuration screen Timing, injector and pressure sensor calibrations Injector solenoid test Cylinder cutout Automatic injector test This subject matter is covered in the ET training material which is included with the current ET Dealer Additions CD ROM.

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FUEL SUPPLY SYSTEM

43

FUEL SUPPLY SYSTEM Introduction

This portion of the presentation describes the operation of the EUI Fuel Supply System as used on the 3406E engines in machine applications. This description includes all components that transmit the fuel from the tank and the primary filter to the injectors and return to the tank.

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FUEL GALLERY EUI EJECTORS PRESSURE REGULATOR

PRIMING PUMP

ECM


FILTER BASE


TEMPERATURE SENSOR



44 System Fuel Flow

¥ Tracing the flow through the fuel supply system

Fuel is drawn from the tank through the primary filter by a gear-type transfer pump. The fuel then flows through the secondary fuel filter. The fuel is then directed through the Electronic Control Module (ECM) housing fuel gallery for cooling purposes. Next, the fuel enters the low pressure supply gallery located in the cylinder head. Any excess fuel not injected leaves the cylinder head. The flow then passes through the pressure regulating valve, which limits pressure to 415 kPa (60 psi). Minimum pressure is 310 kPa (45 psi). From the pressure regulating valve, the excess flow returns to the tank. The ratio of fuel between combustion and fuel returned to the tank is approximately 1:3 (i.e. four times the volume required for combustion is supplied to the system for combustion and injector cooling purposes). A fuel temperature sensor is installed in the filter base (shown above) to compensate for power losses caused by varying fuel temperatures.

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45

¥ Primary fuel filter and water separator (arrow)

Fuel is drawn from the tank through the Primary Filter (arrow). The Primary Fuel Filter contains a water separator which is a vital part of the fuel system.

¥ Water contamination reduces injector life

Any high pressure fuel system will deteriorate rapidly if water is allowed to circulate through the system. Water can cause early wear out or seizure of the injectors due to a lack of lubricity and corrosion. The normal expected fuel system life will not be achieved if contaminated fuel is used. Use clean fuel and keep it clean. The Primary Filter has a rating of 30 microns.

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2 1

46

1. Transfer pump 2. Secondary filter ¥ Bypass valve

The fuel flows from the Primary Filter, to the Transfer Pump (1) to the Secondary Filter (2) partly hidden from view. The fuel transfer pump contains a bypass valve to protect the fuel system components from excessive pressure. The bypass valve setting is higher than the setting of the fuel pressure regulator (next view). The fuel transfer pump is driven by the front gear train.

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47

¥ Secondary fuel filter

Fuel flows from the Transfer Pump to the Secondary Fuel Filter shown here. Return fuel from the injectors flows through the Fuel Pressure Regulator in the Fuel Filter Base before returning to the fuel tank.

¥ Fuel pressure regulator

Fuel system pressure is controlled by the Fuel Pressure Regulator mounted in the Fuel Filter Base. This valve is set at 415 to 450 kPa (60 to 65 psi). The Fuel Pressure Regulator is positioned downstream of the injectors. Fuel which passes through the valve is returned to the fuel tank. Fuel pressure can be checked at the Fuel Pressure Regulator Valve by removing a plug and connecting a gauge. The Secondary Filter has a rating of 2 microns. It is vital to the life of the injectors that the correct filter with the correct micron rating is used.

¥ Remote mounted secondary filter

NOTE: The Fuel Filter Base is remotely mounted (off the engine) on the D350E and D400E machines for improved accessibility.

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48

¥ ECM (arrow)

Fuel flows from the Secondary Filter to the ECM (arrow) and then to the front of the cylinder head and to the fuel injectors. As in most applications, the ECM Fuel is cooled by fuel. This feature prevents excessive heat coming from the injectors drivers from causing damage.

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49

¥ Cylinder head fuel supply passage

This view shows injectors, injector sleeves and the fuel supply passage. A larger volume of fuel passes through the injector than is required for injection and combustion. This extra flow is used to cool the injector which is normally surrounded by hot coolant. From the rear of the cylinder head, fuel flows to the return side of the secondary filter base, which contains the Fuel Pressure Regulator. From the Fuel Pressure Regulator, fuel returns to the tank.

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FUEL GALLERY


PRIMING PUMP

ECM


FILTER BASE


TEMPERATURE SENSOR



50

¥ Chapter review

INSTRUCTOR NOTE: To reinforce this presentation, the following tasks may be demonstrated on an engine using the Service Manual procedures: Review the component functions using this slide. Remove and install a unit injector. Perform the necessary injector height adjustments. Calibrate the injectors. Prime the fuel system. Using ET, perform Injector Solenoid and Cylinder Cutout Tests. Check for active and logged faults.

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3406E EUI SYSTEM POWER SUPPLIES • ECM: 24 VOLTS • INJECTORS: 105 VOLTS • ANALOG SENSORS: 5 VOLTS • DIGITAL SENSORS: 8 VOLTS

51

SYSTEM POWER SUPPLIES Introduction ¥ Four system power supplies

The EUI system has four power supplies with various voltages as shown. EXTERNAL POWER SUPPLY ECM power supply

24 Volts

INTERNAL POWER SUPPLIES Injector power supply

105 Volts

Analog Sensor power supply

5 Volts

Digital Sensor power supply

8 Volts

The power supplies are described in detail in the following section.

NOTE: This engine has no Speed/Timing Sensor power supply.

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3406E SYSTEM BLOCK DIAGRAM (D400E) ECM POWER SUPPLY COMPONENTS DISCONNECT SWITCH

GROUND BOLT

MACHINE CONNECTOR

24 V


1 2

LOW/MED/HIGH

3

MAIN POWER RELAY

KEY SWITCH

MAIN POWER

4 1 2

MED

3

THROTTLE SENSOR

THROTTLE PEDAL

HIGH

4



+ BATTERY

RELAY

ETHER START VALVE


10 5 24 V

R

0

AUT

20

ENGINE

P

25 X100 MPH km/h

30

44


52 ECM Power Supply ¥ 24 Volt power supply

¥ Power supply components

The power supply to the ECM and the system is provided by the 24 Volt machine battery. The principle components in this circuit are: - Battery - Key Start Switch - Main Power Relay - 15 Amp Breaker - Ground Bolt - ECM Connector (P1/JI) - Machine Interface Connector (J3/P3) If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a diagnostic code is logged. (See the Troubleshooting Guide for complete details on voltage event logging.)

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ECM POWER SUPPLY CIRCUIT

BATTERY

DISCONNECT SWITCH

ENGINE BLOCK GROUND BOLT

(-) 24 VOLTS DC (+)

ECM (3406E)

P1 J1

15 A CIRCUIT BREAKER

1

229-BK-14 150-OR-14

05 06

(-) BATTERY (+) BATTERY

2

102-RD-16

04

UNSWITCHED PWR

P3 J3 10 AMP R C OFF S ON B ST KEY SWITCH

53 ¥ ECM power supply circuit

This schematic shows the principle components for a typical power supply circuit. Battery voltage is normally connected to the ECM. However, an input from the key start switch turns the ECM on. The machine wiring harness can be bypassed for troubleshooting purposes. These steps are described in the Troubleshooting Procedure. The supply Voltage may be checked using the ET Status Screen display.

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ECM CONNECTORS 40 PINS, WIRE SIDE P2 1

2

3

P1 4

5

6

1

2

3

4

5

6

7

12

7

12

13

18

13

18

19

22

19

22

23

28

23

28

29

34

29

34

35

36

37

38

39

40

35

36

37

38

39

40

MACHINE INTERFACE CONNECTOR 40 PINS, WIRE SIDE P3 1

2

3

4

5

6

7

8

9

10

11

15

16

20

21

25

26

30

31

32

33

34

36

35

37

38

39

40

54

Vital parts of all the power supplies (and sensor circuits) are the 40 pin connectors. ¥ P1/P2 40 pin ECM connectors

This illustration shows the two ECM 40 pin conne ctors, P1 and P2, looking from the harness side. The pins highlighted in the P1 connector are for the ECM power supply circuit.

¥ J3 40 pin connector

The slide also shows the P3 Machine Interface Connector. This 40 pin connector transmits the power supply from the machine wiring to the engine wiring harnesses. The Troubleshooting Guide identifies the relevant pins for each circuit in this manner. The P3 connector is identified in the same way and is a part of the system power supply.

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INJECTOR WIRING SCHEMATIC J91 P91 12 10 8 6 5 4 3 2 1 11 9 7

L983-WH L984-OR L985-YL A706-GY A705-BU A704-GN A703-BR A702-PU A701-GY

P2 J2 5 17 27 34 28 22 18 12 6

ECM (3406E) INJECTOR RETURN 1 & 2 INJECTOR RETURN 3 & 4 INJECTOR RETURN 5 & 6 INJECTOR 6 POWER INJECTOR 5 POWER INJECTOR 4 POWER INJECTOR 3 POWER INJECTOR 2 POWER INJECTOR 1 POWER

55 Injector Power Supplies

The injectors are supplied with power from the ECM at 105 Volts. For this reason, precautions must be observed when performing maintenance around the valve covers. If an open or a short occurs in the injector circuit, the ECM will disable that injector. The ECM will periodically try to actuate that injector to determine if the fault is still present and will disconnect or reconnect the injector as appropriate.

NOTE: If an injector is replaced, it must be calibrated. Also if an ECM is replaced and injector calibration is not performed, a fault message will be generated.

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J21 P21

ENGINE COOLANT TEMPERATURE SENSOR

+V ANALOG ANALOG RETURN SIGNAL

A B C

ENGINE OIL PRESSURE SENSOR


P22 J22 A B C

TURBO OUTLET PRESSURE SENSOR


P23 J23 A B C

TURBO INLET PRESSURE SENSOR (IF INSTALLED)


A B C

ATMOSPHERIC PRESSURE SENSOR


P27 J27 A B C

INLET AIR TEMPERATURE SENSOR


P88 J88 A B C


P43 J43 A B C

P2 J2 36 30

ANALOG SENSOR POWER SUPPLY

P25 J25

FUEL TEMPERATURE SENSOR

ECM (3406E EUI) +V ANALOG SUPPLY - ANALOG RETURN

5 ± 0.2 VOLTS

56 Analog Sensor Power Supply

The Analog Sensor Power Supply provides power to all the analog sensors (pressure and temperature sensors). ¥ Analog power supply

The ECM supplies 5.0 ± 0.2 Volts DC (Analog Supply) through the J2/P2 connector to each sensor. A power supply failure will cause all analog sensors to fail. This failure could be caused by a short in a sensor or an open circuit in the common lines close to the P2 J2 connector. The Analog Sensor power supply is protected against short circuits. A short in a sensor or a wiring harness will not cause damage to the ECM.

¥ Analog return

NOTE: When checking the analog power supply voltage, always use the analog return for the measurement and not the frame ground. A difference can occur between the measurements of analog power supply and system voltage. The analog power supply is held to close tolerances.

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DIGITAL SENSOR POWER SUPPLY 8 ± 0.5 VOLTS

THROTTLE POSITION SENSOR +V DIGITAL DIGITAL RETURN SIGNAL

J35 P35

P1 J1

A B C

29 35

ECM (3406E EUI) + V DIGITAL SUPPLY - V DIGITAL RETURN

57 Digital Sensor Power Supply ¥ Digital power supply

The ECM supplies power at 8 ± 0.5 Volts through the J1/P1 connector to the Throttle Position Sensor circuit. Like the Analog power supply, this circuit is protected against short circuits, which means that a short in the sensor will not cause damage to the ECM. Some other 3406E applications may use this power supply to power, for example, fan speed or exhaust temperature sensors.

¥ Digital power supply voltage check

NOTE: It is necessary when checking this system power supply Voltage to use the digital return for the measurement and not the frame ground. A difference between these values can occur if an incorrect ground is used.



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INSTRUCTOR NOTE: The following exercise will reinforce the material introduced in the preceding slides and will allow questions to be answered. During this exercise, a demonstration on an engine or a Training Aid should be performed showing: Open circuit in the ECM power supply Opens and shorts in the Analog and Digital power supplies Status screen pressure and temperature readings with a fault in the sensor power supply

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ELECTRONIC SENSORS AND SYSTEMS

58

ELECTRONIC SENSORS AND SYSTEMS Introduction

This section of the presentation covers the elec tronic sensors and related circuits in the 3406E EUI fuel system. Most of the diagrams used in this section are based on the D400E.

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59

Speed/Timing Sensors

Two passive Speed/Timing Sensors are installed: a high speed and a cranking (low speed) sensor. The Speed/Timing Sensors serve four basic functions in the system: ¥ Four functions of the speed/timing sensor

- Engine speed detection - Engine timing detection - TDC and cylinder number identification - Reverse rotation protection The Speed/Timing Sensors are mounted on the rear of the front housing below the timing gear wheel, and must be installed in accordance with the Service Manual procedures. This type of sensor (passive), unlike other Speed/Timing Sensors, has an air gap. The sensor is not in direct contact with the timing wheel and runs with a specified clearance.

¥ No power supply required for passive speed/timing sensors

Additionally, these sensors do not require a power supply.

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SPEED/TIMING SENSORS 6 DRIVERS

ENGINE HARNESS


J2

EC M J1




GROUND BOLT MACHINE INTERFACE CONNECTOR

60 ¥ Speed/timing sensor failure modes

If a high speed sensor failure occurs, the cranking speed sensor will automatically provide the back-up. A momentary change of engine sound will be noticed as the changeover occurs. If the fault in the high speed sensor is corrected, the ECM will continue to use the cranking speed sensor until the engine is shut down and restarted. A subsequent Speed/Timing Sensor failure will cause an engine shutdown. The sensor may be functionally checked by cranking the engine and observing the service tool status screen for engine rpm. A failure of either sensor will be indicated by the active fault screen on the service tool. An intermittent failure will be shown in the logged fault screen. Refer to the Service Manual for the correct installation procedure.

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ANALOG SENSORS Coolant temperature Atmospheric pressure Turbocharger outlet pressure Lubrication oil pressure Fuel temperature Inlet air temperature

61

Analog Sensors and Circuits

The following analog sensors and circuits may b e used in various applications: - Coolant Temperature Sensor - Atmospheric Pressure Sensor - Turbocharger Inlet Pressure Sensor - Turbocharger Outlet (Boost) Sensor - Lubrication Oil Pressure Sensor - Fuel Temperature Sensor - Inlet Air Temperature Sensor

NOTE: The Turbocharger Inlet Pressure Sensor is not used in the D350E/D400E Series II Articulated Trucks.

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COOLANT TEMPERATURE SENSOR 6 DRIVERS

ENGINE HARNESS


J2

EC M J1




GROUND BOLT

COOLANT TEMPERATURE SENSOR MACHINE INTERFACE CONNECTOR

62 ¥ Coolant temperature sensor

The Coolant Temperature Sensor supplies the temperature signal for the following functions: - Caterpillar Monitoring System - Demand Control Fan (if equipped) - ET or ECAP coolant temperature display - High coolant temperature event logged above 107¡C (225¡F) - Engine Warning Derate when 107¡C (225¡F) is exceeded or low oil pressure occurs (if equipped) - Temperature sensor for ether aid operation

NOTE: All the analog sensors share the common analog power supply of 5.0 ± 0.2 Volts.

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FUEL TEMPERATURE SENSOR 6 DRIVERS

ENGINE HARNESS


J2

EC M J1




GROUND BOLT



63 ¥ Fuel temperature sensor ¥ Enables fuel temperature compensation

The ECM uses fuel temperature measurement to make corrections to the fuel rate to maintain power regardless of fuel temperature (within certain parameters). This feature is called "Fuel Temperature Compensation." The sensor output should be between 0.4 and 4.6 Volts.

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INLET AIR TEMPERATURE SENSOR 6 DRIVERS

ENGINE HARNESS


J2

EC M J1




GROUND BOLT



INLET AIR TEMPERATURE SENSOR

64 ¥ Inlet air temperature sensor

The Inlet Air Temperature Sensor is used by the ECM to prevent excessive inlet temperatures from damaging the engine. High inlet air temperature leads to high exhaust temperatures which can cause damage to exhaust components (such as turbochargers and exhaust valves).

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ATMOSPHERIC PRESSURE SENSOR 6 DRIVERS

ENGINE HARNESS


J2

EC M J1




GROUND BOLT



INLET AIR TEMPERATURE SENSOR ATMOSPHERIC PRESSURE SENSOR

65 ¥ Atmospheric pressure sensor ¥ Used to calculate gauge pressure

¥ Two methods used to calibrate sensors

¥ Four main functions

All pressure sensors in the system measure absolute pressure and, therefore, require the atmospheric sensor to calculate gauge pressure. The sensors are used both individually (absolute pressure) in the case of atmospheric pressure, and as a pair to calculate oil and boost pressures (gauge pressures). All the pressure sensor outputs are matched to the Atmospheric Pressure Sensor output during calibration. Calibration can be accomplished using the ET service tool or by turning on the key start switch without starting the engine for five seconds to automatically calibrate the sensors. The Atmospheric Pressure Sensor performs four main functions: 1. Automatic Altitude Compensation (maximum derate 24%) 2. Automatic Filter Compensation (maximum derate 20%) if equipped 3. Part of pressure calculation for gauge pressure readings 4. Reference sensor for pressure sensor calibration

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ENGINE POWER DERATING MAP ACCORDING TO ATMOSPHERIC PRESSURE 100%

7,500

R 98% E 96% W O94% P 92% D A 90% O L 88% L 86% L U 84% F F 82% O T 80% N 78% E C 76% R E 74% P

8,210 8,920 9,630 10,340 T

E E F 11,760 N I 12,470 E 13,180 D U 13,890 T I T 14,600 L 15,310 A 11,050

16,020 16,730 17,440

72% 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

ATMOSPHERIC PRESSURE IN kPa

66 ¥ Automatic altitude compensation

Atmospheric pressure measurement by the sensor provides an altitude reference for the purpose of Automatic Altitude Compen sation. The graph shown here describes how derating on a typical 3406E starts at 7500 ft. and continues linearly to a maximum of 17000 ft. Other 3406E engines may start as low as 4000 ft. depending on the application.

¥ System continually adjusts to optimum power setting

The advantage of the EUI system is that the engine always operates at the correct derating setting at all altitudes. The system continually adjusts to the optimum setting regardless of altitude, so the engine will not exhibit a lack of power or have smoke problems during climbs or descents to different altitudes. NOTE: The EUI system has an advantage over a mechanical fuel system which is derated in "altitude blocks" (i.e. 7500 ft., 10000 ft., 12500 ft.). EUI derating is continuous and automatic. Therefore, a machine operating in the lower half of the block is not penalized with low power. Conversely, a machine operating in the upper half of the block will not overfuel with the EUI system.

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OIL PRESSURE SENSOR 6 DRIVERS

ENGINE HARNESS

3 RETURNS J2

ENGINE RETARDER SOLENOIDS

EC M J1




GROUND BOLT



INLET AIR TEMPERATURE SENSOR OIL PRESSURE SENSOR ATMOSPHERIC PRESSURE SENSOR

67 ¥ Oil pressure

Two pressure sensors are used for the measurement of oil (gauge) pressure: - Oil Pressure Sensor - Atmospheric Pressure Sensor PRESSURE CALCULATIONS

¥ Calculations are used to determine gauge pressure

MEASUREMENT

Oil pressure

MEASURED BY

RESULT

[oil press (A) - atmospheric (A)] = oil pressure (GP)

These measurements are used to determine oil pressure for the ET service tool, Caterpillar Monitoring System and to alert the ope rator that an abnormal condition exists. The sensor operating range is 0 to 690 kPa (0 to 100 psi) (A). NOTE: (A)

= absolute pressure

(GP) = gauge pressure

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OIL PRESSURE MAP 340

49.3

320

46.4

300

43.5

280

40.6

a P260 k 240 N I E220 R200 U S180 S E160 R P140 L I 120 O

37.7 34.8 31.9 29 26.1 23.2 20.3 17.4

100

14.5

80

11.6

I S P N I E R U S S E R P L I O

8.7

60 600

700

800

900

1000

1100

1200

1300

1400

1500

1600

1700

1800

1900

2000

ENGINE RPM kPa x 0.145 = PSI

68 ¥ Oil pressure map ¥ Determines correct pressure for all rpm

Engine oil pressure varies with engine speed. As long as oil pressure increases above the upper line after the engine has been started and is running at low idle, the ECM reads adequate oil pressure. No faults are indicated and no logged event is generated. If the engine oil pressure decreases below the lower line, the following occurs:

¥ Low oil pressure indications

- An event is generated and logged in the permanent ECM memory. - A Category 3 Warning (alert indicator, action lamp and alarm) is generated on the Caterpillar Monitoring System (if so equipped). - The engine is derated (if so equipped) to alert the operator. The two lines are sufficiently separated to prevent multiple alarms and events or a flickering lamp. This pressure separation is referred to as "hysteresis."

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TURBOCHARGER OUTLET PRESSURE SENSOR 6 DRIVERS

ENGINE HARNESS


J2

EC M J1




GROUND BOLT




69 ¥ Turbo outlet pressure sensor ¥ Boost pressure calculation

The Turbocharger Outlet Pressure Sensor measures a bsolute pressure downstream of the aftercooler. Boost (gauge) pressure can be read with the service tools. This measurement is a calculation using the Atmospheric Pressure and the Turbocharger Outlet Pressure Sensors. A failure of this sensor can cause the ECM to reduce power by as much as 60% when the ECM defaults to a zero boost condition.

¥ Air/fuel ratio control

The primary function of the sensor is to enable the Air/Fuel Ratio Control which reduces smoke, emissions and maintains engine response during acceleration. The system utilizes boost pressure, atmospheric pressure and engine speed to control the air/fuel ratio. Engine fuel delivery is limited according to a map of gauge turbo outlet (boost) pressure and engine speed. The Air/Fuel Ratio Control setting is not adjustable in 3406E machine applications. INSTRUCTOR NOTE: The pressure calculations and purposes of these calculations for all sensors are tabulated on the next page.



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PRESSURE CALCULATIONS

MEASUREMENT

¥ Calculations determine gauge pressure

MEASURED BY

RESULT

1. Atmospheric pressure

atmospheric sensor

= ambient press (absolute)

2. Air filter differential

Atmospheric - turbo inlet

= filter ∆ pressure

3.

turbo outlet - atmospheric

= boost (gauge press)

4. 5.

Boost Manifold press. absolute Oil pressure

turbo outlet sensor oil press - atmospheric

= boost (absolute press) = oil press (gauge press)

These measurements are used to determine: 1. Automatic Altitude Compensation 2. Automatic Air Filter Compensation and Restriction Indication (if so equipped) 3. ET Boost Measurement 4. Caterpillar Monitoring System Oil Pressure Indication (Lubrication) 5. Altitude

NOTE:

∆

pressure = differential pressure

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DIGITAL SENSORS AND CIRCUITS

• Throttle Position Sensor

70

Digital Sensors and Circuits

The following digital sensors and circuits are used in the 3406E fuel system: - Throttle Position Sensor - Speed/Timing Sensors (covered separately)

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ENGINE SPEED CONTROL SYSTEM COMPONENTS GROUND BOLT

DISCONNECT SWITCH


ENGINE RETARDER SELECTOR SWITCH

15 AMP BREAKER

1 2

24 V

UNSWITCHED POWER

LOW/MED/HIGH

3

MAIN POWER RELAY

KEY SWITCH

MAIN POWER

4 1 2

THROTTLE SENSOR

3

THROTTLE PEDAL

4



+ BATTERY

RELAY

ETHER START VALVE

CAT MONITORING SYSTEM CYLINDER ENGINE 10

15

5

24 V

R

AUT

20 25 X100

0

P

MPH km/h

30

44


71 ¥ Throttle position sensor

The Throttle Position Sensor provides engine spee d control for the operator. At engine start-up, the engine rpm is set to LOW IDLE for two seconds to allow an increase of oil pressure before the engine is accelerated.

¥ 8-Volt digital sensor power supply ¥ Throttle functional check

The Throttle Position Sensor receives 8 Volts from the Digital Sensor Power Supply at the ECM. A functional check of the throttle control system can be performed by connecting ET and monitoring the throttle position on the status screen as the throttle is moved slowly in both directions. The status screen will show between 0 and 100% of throttle position. (This reading should not be confused with the duty cycle percentage.) Also a check of the Active Faults screen will verify the status of the circuit. A failure of this circuit will allow the engine to run at LOW IDLE only. NOTE: This system eliminates all mechanical linkage between the operator's engine speed controls and the governor (ECM).

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PULSE WIDTH MODULATED SIGNALS 10% ON DUTY = 10% CYCLE OFF 50% ON DUTY = 50% CYCLE OFF 1 CYCLE 90% ON DUTY = 90% CYCLE OFF DUTY CYCLE = PERCENT OF TIME ON VS PERCENT OF TIME OFF

72 ¥ Throttle position sensor signal

A Pulse Width Modulated (PWM) signal output is sent from the Throttle Position Sensor to the ECM. A PWM signal eliminates the possibility of an erroneous throttle signal due to a short causing a possible "run-away."

¥ Control defaults to low idle

If a signal problem occurs, the control defaults to a desired engine speed of low idle. If the ECM detects an out-of-normal range signal, the ECM ignores the Throttle Position Sensor signal and de faults to LOW IDLE. The sensor output is a constant frequency Pulse Width Modulated (PWM) signal to the ECM. For example, the D400E Articulated Dump Truck sensor produces a duty cycle of 10 to 22% at the low idle position and 75 to 90% at the high idle position. The duty cycle can be read by the ECAP Service Tool and some digital multimeters. The percent of duty cycle is translated into a throttle position of 0 to 100% by the ECM, which can be read on the ET status screen. Other applications differ in PWM values for low and high idle. These values can be seen in the Troubleshooting Guide for the appropriate application. NOTE: Percentage of duty cycle and throttle position percentage are different and should not be confused.

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GROUND LEVEL SHUTDOWN SWITCH CIRCUIT

ECM (3406E EUI)

GROUND LEVEL SHUTDOWN SWITCH 1

P1 J1 2 8 29

2 3

GND LVL SHUTDOWN (NO) GND LVL SHUTDOWN (NC) DIGITAL RETURN

73 Engine Shutdown Systems ¥ Ground level shutdown switch

The switch signals the ECM to cut electrical power to the injectors, but maintains power to the ECM. This feature also enables the engine to be cranked without starting for maintenance purposes. The Ground Level Shutdown Switch is connected to the ECM through the machine and engine wiring harnesses. No other circuits may be connected to this system. The User Defined Shutdown may be used in conjunction with other circuits.

¥ Turn key switch off before restarting

The circuit works by grounding either of two wires. By reversing the status of these wires, the engine will either run or be shut down. If the switch is operated, it is necessary to turn the key start switch off for at least five seconds before attempting to restart. Otherwise, the engine will crank but not start. This feature is installed on D350E/D400E; however, not all machines have this feature.

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USER DEFINED SHUTDOWN CIRCUIT

ECM (3406E EUI)

USER SHUTDOWN DEVICE

J3

P2 J2

12

1

USER SHUTDOWN

74 ¥ User defined shutdown input

The User Defined Shutdown feature (if installed) may be used to connect another device to the system to shut down the engine (such as a customer installed fire suppression system). When the shutdown input is grounded for one second, the engine will stop running. The input must be pulled down below 0.5 Volts before the ECM will recognize the shutdown signal. Operation of the User Defined Shutdown is logged as an event and can be shown on the ET status screen.

¥ Safety feature

When installed on a D400E Articulated Dump Truck, this feature is programmed to function only during the following conditions for safety reasons: - Parking brake is ENGAGED - Transmission is in NEUTRAL - Machine ground speed is at zero Other machines may not have this feature installed.

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ECM (3406E)

ETHER INJECTION SYSTEM P2 J2

ETHER SWITCH

J3

P3

9 38 21

998-BR 720-GY 710-BR

+

+24V

P1 J1 29 25 40

DIGITAL RETURN ETHER SWITCH ETHER ON

P37 J37 1 2

FROM CYLINDER

RELAY ETHER START VALVE

TO ENGINE

75 Ether Injection System

The ECM controls the use of ether for cold starting. The ECM uses inputs from the Speed/Timing and Coolant Temperature Sensors to determine the need for ether.

¥ Ether injection parameters

The ECM cycles the ether for three seconds on and three seconds off. Actual flow is determined by engine speed and temperature. Automatic ether injection is injected when the coolant temperature is below 0¡C (32¡F) and engine speed is below 500 rpm. A Manual Mode allows ether injection when the coolant temperature is below 10¡C (50¡F) and engine speed is below 1200 rpm. In the Manual Mode, a precise quantity of ether is injected. The ether injection status can be read on the ET status screen.

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CAT DATA LINK

SERVICE TOOL CONNECTOR ADEM II ELECTRONIC CONTROL MODULE (ECM)

LAPTOP COMPUTER CONTROL

SERVICE TOOL

CAT ELECTRONIC TECHNICIAN 7X1701 COMMUNICATION ADAPTER

10

15

5

TRANSMISSION ELECTRONIC CONTROL MODULE

24 V

R

AUT

20

P

25 X100

0

MPH km/h

30

44

CATERPILLAR MONITORING SYSTEM DISPLAY UNIT

76 CAT Data Link ¥ CAT Data Link ¥ Menghubungkan banyak systems

¥ Service tool connector

CAT Data Link adalah jalur komunikasi antara ECM, transmission control, Caterpillar Monitoring System, ET Service Tool, PC yang berbasis software dan mikroprosesor yang lain. CAT Data Link membuat berbagai system untuk berkomunikasi melalui hubungan dua kabel. Lebih dari 10 system dapat dihubungkan ke machine. CAT Data Link dipakai untuk programming dan troubleshooting electronic modules dengan menggunakan service tools Cat melalui Konektor Service Tool .Service Tool ET dihubungkan melalui konektor Service Tool pada machine atau engine. Jika Personality Module tidak terpasang pada ECM, service tool tidak akan bisa berkomunikasi dengan ECM.

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CAT DATA LINK CIRCUIT CATERPILLAR MONITORING SYSTEM

TRANSMISSION CONTROL MODULE

Cat Data Link + Cat Data Link -

5 14

9 3

Cat Data Link + Cat Data Link -

ENGINE ECM

SERVICE TOOL CONNECTOR

J42 D E H J

P3 J3 7 6 31 32

893-GN 892-BR E794-YL E-793-BU

P1 J1 9 3 7 1

Cat Data Link + Cat Data Link ATA Data Link + ATA Data Link -


77 ¥ Kabel Data link dibelit untuk mengurangi RFI

CAT Data Link adalah dua kabel(dibelit) penghubung elektrik, dipakai untuk komunikasi antara electronic modules yang pakai CAT Data Link.Kabel ini dibelit satu sama lain untuk mengurangi RFI (Radio Frequency Interference). Sistim yang terhubung dengan data link antara lain: - ECM - Caterpillar Monitoring System Modules - Caterpillar ET Service Tools - Transmission Control Module ECM berkomunikasi dengan Caterpillar Monitoring System untuk berbagi informasi engine seperti engine speed, engine oil pressure, coolant temperature, filter restriction, dan problem electronic system .

¥ Two data link systems

Dua Data Link systems digunakan.CAT Data Link circuit dipakai untuk diagnostik normal dan memprogram,serta ATA Data Link dipakai untuk program flashing.

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LOGGED EVENTS •

High coolant temperature

•

Loss of coolant flow

•

Low (lube) oil pressure

•

User defined shutdown

•

Air inlet restriction

•

Engine overspeed

78

Logged Events ¥ Logged events

Logged event seperti yang tertera pada screen ET adalah kondisi operasi yang abnormal pada engine (contoh: temperatur yang tinggi tekanan yang rendahatau kecepatan engine yang berlebihan). kondisi ini bukan problem dari electronic . Beberapa parameter yang tertera pada presentasi dan dipakai ET untuk event list adalah: - Temperature coolant diatas 107¡C (225¡F)

¥ Event list

- Tidak ada aliran coolant (jika terpasang) - Tekanan oli pelumas rendah(sesuai dengan oil pressure map) - User defined shutdown (jika terpasang) - Air inlet restriction (jika terpasang) - Engine overspeed histogram Semua parameter yang terdaftar(kecuali engine overspeed) dapat di lihat pada status screen ET. Overspeed dapat dilihat di Status Flag Event tidak akan di logged jika sumber problemnya elektronik. Password dibutuhkan untuk menghapus event. Proses ini secara normal dilakukan sewaktu engine di overhaul. Pada lain waktu, event akan di catat sebagai history engine untuk waktu kembali dioverhaul .

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CATERPILLAR MONITORING SYSTEM

P

15 10 5

25 X100

R 24 V

AUT

20

0

MPH km/h

44

30

79

Caterpillar Monitoring System ¥ Caterpillar monitoring system

Caterpillar Monitoring System digunakan oleh berbagai Caterpillar machines.Kelihatannya mirip dengan Vital Information Management System (VIMS) dan terdiri dari komponen berikut: - Message Center Module - Speedometer/Tachometer Module - Four Gauge Cluster Module - Action Lamp and Action Alarm Sistim menerima informasi melalui CAT Data Link. Komponen display menunukkan operator kondisi dari sistim machine dan informasi tentang diagnostic .

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80

Conclusion

Engine Caterpillar dengan EUI control adalah sistim yang canggih. Seperti kebanyakan kontrol elektronik modern, sangat mudah untuk melakukan service dibanding dengan sistim FIP mekanikal. INSTRUCTOR NOTE: Untuk memperkuat presentasi, review kembali berbagai sensor dan fungsi komponen. Tugas berikut dapat didemonstrasikan: Open dan shortkan sensor analog dan digital . Pembacaan status screens untuk pressure dan temperature . Check switch status untuk semua system switch. Open dan shortkan throttle sensor (check operasinya dengan ET) Identifikasi connectors, trace sensor circuits dan lakukan continuity checks Check untuk active dan logged faults Check events dan overspeed histogram

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DAFTAR SLIDE 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40.

Title slide Engine overview Fuel delivery system Major components Engine view Engine view Secondary fuel filter Coolant temperature sensor Atmospheric pressure sensor Turbocharger pressure sensor Machine interface connector Injector connector Oil pressure sensor Aftercooler temperature sensor Timing calibration sensor Timing calibration sensor installation Throttle position sensor Ground level shutdown switch Service tool connector Engine mounted components diagram Machine mounted components diagram Electronic control system, text ECM Unit injector EUI injector testing methods, text EUI control logic Fuel quantity control Speed timing sensors Timing wheel diagram Timing wheel Speed timing sensors Cranking After pattern recognition Normal operation Injection current waveform Fuel system limits, text Fuel system cold modes, text Timing calibration circuit Timing calibration sensor adjustment Timing calibration

41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76. 77. 78. 79. 80.

Injector calibration Pressure sensor calibration Fuel supply system, text Fuel delivery system Primary fuel filter and water separator Transfer pump Secondary fuel filter ECM cooling lines Cylinder head fuel passages Fuel delivery system, review System power supplies, text ECM power supply ECM power supply circuit ECM power connectors Injector wiring schematic Analog power supply Digital power supply Electronic sensors and systems Speed timing sensors Speed timing sensor diagram Analog sensors, text Coolant temperature sensor Fuel temperature sensor Inlet air temperature sensor Atmospheric pressure sensor Engine power derating map Oil pressure sensor Oil pressure map Turbocharger outlet pressure sensor Digital sensors and circuits Throttle position sensor Pulse width modulated signals Ground level shutdown switch circuit User defined shutdown circuit Ether injection system Cat data link Cat data link circuit Logged events, text Caterpillar monitoring system Conclusion

0 2 / 2 0 0 2

S T M G 7 1 2

FUEL GALLERY


PRIMING PUMP

9 4 -

ECM


FILTER BASE


TEMPERATURE SENSOR



h a n d s o u t S i s w a n o 1

0 2 / 2 0 0 2

3406E ENGINE SYSTEM BLOCK DIAGRAM (D400E)

S T M G 7 1 2

KOMPONEN YANG TERPASANG DI ENGINE 6 DRIVERS

ENGINE HARNESS


J2

ECM J1 9

5




GROUND BOLT




H a n d s o u t S i s w a N o 2

0 2 / 2 0 0 2

S T M G 7 1 2

3406E SYSTEM BLOCK DIAGRAM (D400E) KOMPONEN YANG TERPASANG DI MACHINE DISCONNECT SWITCH

GROUND BOLT


24 V


1 2

LOW/MED/HIGH

3

MAIN POWER RELAY

KEY SWITCH

MAIN POWER

4

9 6 -

1 2

MED

3

THROTTLE SENSOR

THROTTLE PEDAL

HIGH

4



+ BATTERY

RELAY

ETHER START VALVE


15

5

AUT

20 X100

0

ENGINE

P

25

R MPH km/h

30

44

24 V


H a n d s o u t s i s w a n o

. 3

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Catatan Instruktur

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Catatan Instruktur

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Catatan Instruktur

3406E handsout

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