3406E handsout
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Materi Training
Meeting Guide 712 SESV1712
February 2002
TECHNICAL PRESENTATION
3406E ENGINE CONTROLSELECTRONIC UNIT INJECTION (EUI)
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3406E ENGINE CONTROLSELECTRONIC UNIT INJECTION (EUI)
MEETING GUIDE 712 SLIDES DAN SCRIPT
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 truck
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) TEMV9002
Electronic Technician (ET) Self Study Course JEBD3003
Caterpillar Machine Electronics Course (Lima Module) 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 95/98 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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SUPPLEMEN MATERIAL TRAINING
Brosur "Caterpillar Electronic Technician" NEHP5614
Wall Chart "3406E Engine" LEWH6740
Buku Training "Easy PCs" (Tersedia pada Cat Literature System) LEBV5169
Atau pada toko-toko buku.Diterbitkan oleh Qui Corporation
Buku Training "Windows 95 for Dummies/Windows 98 for Dummies"
Diterbitkan oleh IDG Books
IDG Books World Wide Website: http://www.idgbooks.com
Tersedia pada toko-toko buku
Caterpillar EUI Fuel System (Interactive CD ROM) RENR1391-01
REKOMENDASI TOOL UNTUK ENGINE 3406E
Caterpillar Electronic Technician Software, Users Manual dan Getting Started Book JEBD3003
Caterpillar Electronic Technician Single Use License JERD2124
Caterpillar Electronic Technician Annual Data Subscription (Engines dan Machine) NEXG5007
Communication Adapter 7X1700
Kabel PC ke Communication Adapter 7X1425
Kabel Communication Adapter ke Machine 139-4166
(kombinasi kabel ATA dan CDL Data Link menggantikan 7X1570 dan 7X1412)Digital Multimeter (Fluke 87) 9U7330
Kabel Probe 7X1710
Timing Calibration Probe (Magnetic Pickup) 6V2197
Timing Calibration Probe Adapter Sleeve 7X1171
Kabel Timing Calibration Probe 7X1695
Unit Injector Height Adjustment Tool 9U7227
Engine Turning Tool 9S9082
REFERENCES
Troubleshooting Manual "3406E Engine for Caterpillar Built Machines RENR1366
Systems Operation Testing and Adjusting "3406E and 3456 Engines
for Caterpillar Built Machines RENR136
Disassembly and Assembly "3406E and 3456 Engines for Caterpillar Built Machines RENR1364
Specifications Manual "3406E and 3456 Engines for Caterpillar Built Machines RENR1362
Product Reference Guide "Jake Brake Retarders for Caterpillar Engines RENR1370
Tool Operating Manual "Using the Communication Adapter SEHS9264
Parts Manual "D400E Series II Articulated Trucks 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 ..................................................................................................87CAT Data Link ...............................................................................................................88
Logged Events ...............................................................................................................90
Caterpillar Monitoring System .......................................................................................91
Conclusion .....................................................................................................................92
SLIDE LIST .........................................................................................................................93
SERVICEMAN'S HANDOUTS ............................................................................................94
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Major topics
1
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
- 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/NT dan Electronic Technicia
(ET) sebelum memulai training session ini. Juga kompetensi pad
basic sistim engine 3406E dan maintenance harus ditunjukkan
secara benar.
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Keunggulan sistim dan
keuntungannya
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Overview
Engine 3406E yang dilengkapi oleh fuel sistim EUI banyak dipakai
unit construction dan aplikasi lainnya
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 simp
sedikit penggunaan part rutin, mudah pendiagnosaannya.
Sistim ini juga mempunyai keunggulan lainnya yang akan dibahas pad
presentati selanjurtnya.
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Aliran bahan bakar
Kemiripan komponen
dengan 3500 EUI
Injector digerakkan
secara mekanikal
dan diberi sinyal
secara elektronik
Komponen Utama
Skematik diatas menunjukkan aliran bahan bakar melalui beberapa
komponen mekanikal pada sistim fuel EUI.Penjelasan lebih detail me-
ngenai 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 HEU
3408E/3412E . Yang mana injektor pada sistim EUI digerakkan olehpergerakkan camshaft.
Injektornya digerakkan secara mekanikal dan diberi sinyal elektronik
untuk memulai penyemprotan bahan bakar.
FUEL GALLERY
EUIEJECTORS
FILTER BASE
TEMPERATURE
SENSOR
PRESSUREREGULATOR
SECONDARYFILTER
(2 MICRON)
ECM
TANK
TRANSFERPUMP
RELIEFVALVE
PRIMARYFILTER
WATER
SEPARATOR
PRIMING PUMPCHECK VALVES
PRIMINGPUMP
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Enam komponen
utama pada sistim:
1. ECM
2. Throttle position
sensor
3. Speed/timing
sensor
4. Injector
5. Temperature sensor
6. Pressure sensor
4
Slide ini menunjukkan enam komponen utama pada Fuel Sistim EUI
Yaitu:.
- 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 temperat
dan pressure serta speed/timing yang ditunjukkan pada gambar.
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ECM (panah)
Personality module
tidak bisa di service
Flash programming
digunakan untuk update
5
Komponen yang paling utama pada sistim EUI adalah Electronic Contr
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 berkomunikas
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 dipakai oleh ECM untuk menyimpan semua data
rating untuk aplikasi tersendiri. Personality Module tidak dapat diganti
secara fisik, tetapi dapat dilakukan program flash, dengan menggunaka
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
6
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 me-
lindungi 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
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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 berfung
menjaga tekanan antara transfer pump dan injectors serta mengalirkan
sisa kelebihan bahan bakar ke tanki.
Fuel Temperature Sensorjuga terletak pada filter housing. ECM me-
nggunakan 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 di-
akibatkan oleh temperature.
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Fuel temperature
sensor
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Coolant temperature
sensor (panah)
Fungsi sensor
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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
dan Warning Alert Indicator LED untuk High Coolant Temperatu
pada Caterpillar Monitoring System panel.
(Informasinya dikirim melalui CAT Data Link.)
- Engine Demand Fan Control, jika terpasang, menggunakan
referensi sinyal untuk memberikan kecepatan fan yang tepat
- Cat Electronic Technician (ET) status screen menunjukkanindikasi / status temprature coolant
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1. Atmospheric
pressure sensor
Fungsi sensor
2. Timing calibrationconnector
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Atmospheric Pressure Sensor(1)terletak pada cylinder block
dan terhubung ke atmosphere bagian dalam engine. Sensor ini
mempunyai beberapa fungsi yang akan dijelaskan kemudian.
Secara singkat singkat sensor ini mempunyai fungsi :
- 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 .
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/timing sensors:
1. High speed
2. Cranking speed
3. Turbo outlet
pressure sensor
- digunakan untuk
kontrol udara/fuel
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Speed/Timing Sensorsterletak pada bagian belakang timing gear
cover.Tampak pada gambar: high speed sensor,bagian atas (1),
Cranking speed sensor, bagian bawah (2).
Pada bagian depan engine sebelah kiri cylinder head terletak sensor
Turbo Outlet (Boost) Pressure Sensor(3). Sensor ini digunakan
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)
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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
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Konektor injector terletak pada valve cover dan mensuplay arus menuj
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)
Enam analog sensors
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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.
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)
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Inlet (manifold) Air Temperature Sensor(panah) terletak pada bagia
kiri engine, disebelah atas ECM. Sensor ini berfungsi untuk memberita
operator kondisi kerusakan yang potensial yang disebabkan oleh supla
udara yang terlalu panas.
Temperatures udara inlet yang tinggi dapat menyebabkan suhu exhaus
jadi 3 X lebih panas. Contoh temperature udara inlet bisa naik dari 27-
sampai 93C (100 sampai 200F). Kondisi ini dapat menyebabkan suh
exhaust naik dari 538 sampai 704C (1000 sampai 1300F),yang ber-
akibat kerusakan pada exhaust valve dan turbocharger.
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Plug untuk kalibrasi
(panah)
Pemasangan sensoruntuk kalibrasi timing
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Komponen kalibrasi timing
Sewaktu melakukan kalibrasi timing,Timing Calibration Probe di-
pasangkan ke cylinder block dengan melepas plugnya(panah).
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
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Crankshaft mempunyai machined slotpada 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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Throttle position
sensor (panah)
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Komponen-komponen yang terpasang pada machine
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
2. Battery disconnect
switch
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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 .
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
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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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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.
J2
J1
6 DRIVERS
3 RETURNS
ENGINEHARNESS
ENGINE RETARDERSOLENOIDS EC M
GROUND BOLT
MACHINE INTERFACE
CONNECTOR
OIL PRESSURE SENSOR
TURBO OUTLET PRESSURE SENSOR
ATMOSPHERIC PRESSURE SENSOR
INLET AIR TEMPERATURE SENSOR
FUEL TEMP SENSOR EXTENSION TO REMOTEFILTER (D400E)
COOLANT TEMPERATURE SENSOR
CRANKINGSPEED/TIMING SENSOR
TIMING CALIBRATIONCONNECTOR
HIGH SPEED/TIMING SENSOR
3406E ENGINE SYSTEM BLOCK DIAGRAM (D400E)KOMPONEN YANG TERPASANG DI ENGINE
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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.
RELAY+ BATTERY
GROUNDBOLT
15 AMPBREAKER MAIN
POWERRELAY
KEYSWITCH
24 V
DISCONNECT SWITCH
MACHINE INTERFACE CONNECTOR
ET SERVICE TOOLCAT AND ATA DATA LINK
CAT MONITORING SYSTEM
STARTING AID SWITCH
ENGINE RETARDER LAMP
THROTTLE SENSOR THROTTLE PEDAL
1
3
4
2
1
3
4
2
LOW/MED/HIGH
MED
HIGH
GROUND LEVELSHUTDOWN SWITCH
ENGINE RETARDER SELECTOR SWITCHUNSWITCHED POWER
3406E SYSTEM BLOCK DIAGRAM (D400E)KOMPONEN YANG TERPASANG DI MACHINE
MAIN POWER
CYLINDER
ENGINE
ETHER START VALVE
R
0
5
1015
20
25
30
P
X100
24 V
MPH
km/h
44
AUT
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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
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 berhubung
- Timing Control
- Fuel Quantity Control
- Speed Control
- System Calibrations
- Cold Modes
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ELECTRONIC CONTROLSYSTEM
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ECM:
- Governor
- Fuel system
computer
- Pengontrol timing
injection
ECM banyak dipakai
aplikasi engine 3406E
unit lainnya
Personality module
berisi software
Upgrading software
personality module
23
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 reprogrammingUntuk software Personality Module.
Mengupdate software bukan tugas rutin,tetapi dilakukan dengan alasa
product update, performance improvement atau perbaikan product
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ECM terisolasi dg baik CATATAN: ECM diisolasi dengan baik dan tidak membutuhkan
maintenance.Personality Module tidak dapat diakses selain denga
Flash Programming.ECM mempunyai kemampuan menyimpan yan
baik.Oleh karena itu banyak problem yang terjadi pada sistim di-
sebabkan connectors dan wiring harness. Dengan kata lain ECMmenjadi komponen yg terakhir dicurigai dalam troubleshooting.
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Unit injectors
Sinyal secara elektronik
digerakkan mekanikal
Injector codes
Memprogram kode
injektor
Fuel Injection
Unit injector untuk 3406E EUI digerakkan secara mekanikal dan elektri
yang mirip dengan unit injector 3500 series. Injector dikontrol 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 timin
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 mungk
matchdengan performancenya,antara timing dan fuel quantity.
Jika injektor diganti,dipindah posisikan pada engine, atau ditukar satu
dengan lainnya,maka injector codes harus direprogram.
Injector codes diprogram ke ECM menggunakan ET pada screen
Calibrate Sensor .Kesalahan memasukan kode ke ECM yang baru dap
berakibat timing dan fuel delivery diantara cylinder tidak seimbang.
Solenoid injektor diberi tegangan 105 Volt DC. Jauhi daerahinjektor sewaktu engine running atau anda dapat tersengat listrikyang membahayakan jiwa anda.
W RNIN
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Injector testing
25
Three tests can be used to determine which cylinder or injector is
malfunctioning:
INJECTOR SOLENOID TEST
This test is performed while the engine is stopped. The injector soleno
can be tested automatically with the service tool using the InjectorSolenoid Test. This function individually tests each solenoid in sequen
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 any speed. The test makes a comparative evaluation of all injectors an
numerically shows the results. The test enables an on-engine evaluati
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 mechanica
problem in the cylinder probably exists. This problem could be caused
a seized injector, a damaged inlet or exhaust valve.
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INJECTOR SOLENOID TEST
CYLINDER CUTOUT
AUTOMATIC INJECTOR TEST
EUI INJECTOR TESTINGMETHODS
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Fuel timing control
Inputs to timing
control
Benefits of a "smart"
timing control
EUI CONTROL LOGIC
ENGINE SPEED
FUEL QUANTITY FUEL RPM
COLD MODE
SELECTTIMING
CONVERTDESIREDTIMING
COOLANTTEMPERATURE
TIMING CONTROL
DEGREES BTDC DESIREDTIMINGBTDC
TIMINGFUEL INJECTION
TIMING WAVE FORM
Fuel Injection Control System
This diagram shows the timing control logic within the ECM.
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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27
Fuel quantity control
Inputs to fuel quantity
control
Start of injection
determines timing
ELECTRONICGOVERNOR
TORQUEMAPS
FRCMAPS
TURBO OUTLET AND
ATMOSPHERICPRESSURE SENSORS
ENGINECONTROL
LOGIC
THROTTLE
SHUTDOWNS
ENGINE RPM
TDC
6
5
4
3
2
1
SIGNALSTO FUEL
INJECTORS
FUELINJECTIONCONTROL
SPEED/TIMINGSIGNAL
ENGINE RPM
SPEED/TIMINGSENSORS
TIMINGWHEEL
ENGINE RPM
ECM
COOLANTTEMPERATURE
SENSOR
3406EELECTRONIC GOVERNOR
Four input signals are used to control fuel quantity:
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.
- The injection duration determines the quantity of fuel to be
injected.
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Speed/timing sensors
Four functions of the
speed/timing sensor
Sensor installation
Passive sensors
require no power
supply
4
3 9
1
2
ORBK
CRANKING (LOWER)SPEED/TIMING
SENSORJ20 P20
- HIGH SPEED S/T SENSOR
+ HIGH SPEED S/T SENSOR
ECM(3406E)
J1 P1
1
2
ORBK
HIGH SPEED (UPPER)SPEED/TIMING
SENSOR
TIMING CALIBRATIONCONNECTOR
12
TIMING CALIBRATION
PROBE
12
TIMING CALIBRATION
CABLE
2
1
J44 P44
J2 P2
- CRANKING S/T/+TDC SENSORS
+ CRANKING S/T/-TDC SENSORS
723-PK724-PU
2
1
1 21 8
J26 P26
NOTE: P20/J26 POLARITY IS
INTENTIONALLY REVERSED
3406E (PASSIVE) SPEED/TIMING SENSORS
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
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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High speed sensor
Cranking speed
sensor
4
2
6
3
5
1
REF
REF
REF REF
REF
REF
TDC
EXTRA TOOTH
TDC
TDC
TDC
TIMING WHEELROTATION
TDC CYLINDER No. 1
TIMINGCALIBRATION RANGE 4
HIGH SPEED/TIMINGSENSOR
CRANKING SPEED/TIMING
SENSOR
TDC
TIMING WHEEL
FIRING ORDER: 1 5 3 6 2 4
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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Timing wheel
Timing marks (arrow)
Tooth arrangementidentifies TDC
Sensor and tooth
arrangements prevent
reverse rotation
30
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 toothis 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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Speed/timing sensors
Sensors generate a
PWM signal from
timing wheel teeth
31
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 wheel teeth
and spacing
A B C D E F G H
30 30 3030 1530 15
CRANKING
SPEED
SENSOR
HIGH
SPEED
SENSORCRANKSHAFT
DEGREES
15
I
30
TIMING WHEEL ROTATION
TIMING GEAR TOOTH TABLE
TABLEENTRY
CYLINDERREFERENCE
A
B
C
D
E
F
G
H
I
30
30
30
30
30
30
15
15
15
NONE IDENTIFIED
CRANKSHAFTANGLE
CRANKING
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) isanalyzed by the ECM. At this point, no fuel will be injected until certain
conditions have been met.
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33
After pattern
recognition
Initial firing sequence
A B C D E F G H
30 30 3030 1530 15
CRANKINGSPEED
SENSOR
HIGHSPEED
SENSORCRANKSHAFT
DEGREES
15
I
30
TIMING WHEEL ROTATION
TIMING GEAR TOOTH TABLE
TABLE
ENTRY
CYLINDER
REFERENCE
AB
C
D
E
F
G
H
I
3030
30
30
30
30
15
15
15
CYL NO 5
CYL NO 1
CRANKSHAFT
ANGLE
AFTER PATTERN RECOGNITION
CYL NO. 5REFERENCE
EDGE
CYL NO. 5TDC
CYL NO. 1TDC
CYL NO. 1REFERENCE
EDGE
FIRING ORDER 153624
CYL NO. 3TDC
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:
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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34
Normal operation
Signal pattern
identifies TDC
Conditions for
injection
A B C D E F G H
30 30 3030 1530 15
CRANKINGSPEED
SENSOR
HIGHSPEED
SENSOR
CRANKSHAFTDEGREES
15
I
30
TIMING WHEEL ROTATION
TIMING GEAR TOOTH TABLE
TABLEENTRY
ABC
DEFGHI
303030
303030151515
CYL NO 5
CYL NO 1
CRANKSHAFTANGLE
CYLINDERREFERENCE NORMAL OPERATION
CYL NO. 5REFERENCE
EDGE
CYL NO. 1TDC
(CALIBRATED)
CYL NO. 1REFERENCE
EDGE
CYL NO. 3TDC
CYL NO. 5TDC
(CALIBRATED)
62BTDC (EEPROM)
DES TIMING
NO. 1
INJECTION
DELAY
ASSUMEDTDC
62BTDC (EEPROM)
DES TIMING
DELAY NO. 5
INJECTION ASSUMEDTDC
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), compares 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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35
Unit injector current
flow
INJECTION CURRENT WAVEFORM
0 1 2 3 4
CURRENTFLOW
TIME (MILLISECONDS)
5
PULL-IN PEAK CURRENT
HOLD-IN PEAK CURRENT
ONE CYCLE
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
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
- 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 fortwo seconds or until oil pressure reaches 140 kPa (20 psi).
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FUEL SYSTEM LIMITS
Maximum Horsepower Maximum Torque
Fuel Ratio
Cranking Fuel Limit
Cold Mode Limit
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Cold modes
37
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.
As the system limits fuel for every condition, derates are also built intothe 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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Speed Control
Fuel Limiting
Injection Timing
Ether Injection
FUEL SYSTEM COLD MODES
Fuel system derates
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Power correction 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% forpower 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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Timing calibration
sensor installation
4
3 9
1
2
ORBK
CRANKING (LOWER)SPEED/TIMING
SENSORJ20 P20
2
1
TIMING CALIBRATION
CONNECTOR
- HIGH SPEED S/T SENSOR
+ HIGH SPEED S/T SENSOR
ECM(3406E)
P1 J1
1
2
ORBK
HIGH SPEED (UPPER)
SPEED/TIMINGSENSOR
12
TIMING CALIBRATION
PROBE
TIMING CALIBRATION
CABLE
2
1
3406E SPEED/TIMING SENSOR CALIBRATION CIRCUIT
J44 P44
P2 J2
- CRANKING S/T/+TDC SENSORS
+ CRANKING S/T/-TDC SENSORS
723-PK724-PU
1 21 8
P2 6
J2 6
NOTE: P20/J26 POLARITY IS
INTENTIONALLY REVERSED
SYSTEM CALIBRATIONS
Speed/Timing Sensor Calibration
The Timing Calibration Probe (magnetic pickup) must be installed in the
cylinder block for calibration.
The Timing Calibration Probe Cable is used to connect 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 and
adjustment
Avoid damage to
probe
Set probe clearance
TIMING CALIBRATION
PROBE
AIR GAP
TDC SLOT
ENGINE BLOCK
(SHOWN FROM REAR)
DIRECTION OF
ROTATION
MACHINED FACE
CRANKSHAFT
COUNTERWEIGHT
TIMING CALIBRATION PROBE
INSTALLATION
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
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
Nulls small crankshaft
to timing gear
tolerances
REFERENCE EDGE TO TDC DISTANCE
REFERENCEEDGE ASSUMED
CYL. NO. 1 TDCACTUAL
CYL. NO. 1 TDC
TIMING REFERENCEOFFSET
(MAXIMUM RANGE4 DEGREES)
TIMING CALIBRATIONSENSOR SIGNAL
TIMINGWHEEL
TIMING CALIBRATION
4
-4 +4
25 ENGINE DEGREES
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 wheel 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 retainedand 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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Injector calibration
balances fuel flow
between cylinders
41
3406E Injector Calibration
The 3406E electronic unit injectors require calibration after installation or
after an ECM replacement. To access EUI Injector Calibration, use the
following pull down menu sequence:
Service / Calibrations / Injector Codes Calibration
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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Two methods to
calibrate pressure
sensors
ET pressure sensor
calibration
42
Pressure Sensor Calibration
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 notbe 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.
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 outputrange 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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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 SUPPLY SYSTEM
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Tracing the flow
through the fuel
supply system
FUEL GALLERY
EUI
EJECTORS
FILTER BASE
TEMPERATURE
SENSOR
PRESSUREREGULATOR
SECONDARYFILTER
(2 MICRON)
ECM
TANK
TRANSFERPUMP
RELIEFVALVE
PRIMARYFILTER
WATER
SEPARATOR
PRIMING PUMP
CHECK VALVES
PRIMINGPUMP
System Fuel Flow
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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Primary fuel filter and
water separator
(arrow)
45
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.
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 notbe 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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Water contaminationreduces injector life
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1. Transfer pump
2. Secondary filter
Bypass valve
46
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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1
2
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ECM (arrow)
48
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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Cylinder head fuel
supply passage
49
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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Chapter review
50
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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FUEL GALLERY
EUIEJECTORS
FILTER BASE
TEMPERATURESENSOR
PRESSUREREGULATOR
SECONDARYFILTER
(2 MICRON)
ECM
TANK
TRANSFERPUMP
RELIEFVALVE
PRIMARYFILTER
WATER
SEPARATOR
PRIMING PUMPCHECK VALVES
PRIMINGPUMP
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Four system power
supplies
51
SYSTEM POWER SUPPLIES
Introduction
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 EUI
SYSTEM POWER SUPPLIES
ECM: 24 VOLTS
INJECTORS: 105 VOLTS
ANALOG SENSORS: 5 VOLTS
DIGITAL SENSORS: 8 VOLTS
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52
24 Volt power supply
Power supply
components
RELAY+ BATTERY
ET SERVICE TOOLCAT AND ATA DATA LINK
CAT MONITORING SYSTEM
STARTING AID SWITCH
ENGINE RETARDER LAMP
THROTTLE SENSOR
LOW/MED/HIGH
MED
HIGH
GROUND LEVEL
SHUTDOWN SWITCH
ENGINE RETARDER SELECTOR SWITCH
CYLINDER
ENGINE
ETHER START VALVE
GROUNDBOLT
15 AMPBREAKER MAIN
POWERRELAY
KEYSWITCH
24 V
DISCONNECT SWITCHMACHINE
CONNECTOR
THROTTLE PEDAL
1
3
4
2
1
3
4
2
UNSWITCHED POWER
MAIN POWER
R0
510
1520
25
30
P
X100
24 V MPH
km/h44
AUT
3406E SYSTEM BLOCK DIAGRAM (D400E)ECM POWER SUPPLY COMPONENTS
ECM Power Supply
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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53
ECM power supply
circuit
0 5
0 6
ECM (3406E)
(-) BATTERY
(+) BATTERY1
2
24 VOLTS DC
(+)
(-)
ENGINE BLOCKGROUND BOLT
CIRCUIT BREAKER
BATTERY
R
C
S
B ST
OFFON
KEY SWITCH
15 A
10 AMPP3 J3
P1 J1
ECM POWER SUPPLY CIRCUIT
DISCONNECTSWITCH
0 4102-RD-16
229-BK-14150-OR-14
UNSWITCHED PWR
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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54
P1/P2 40 pin ECM
connectors
J3 40 pin connector
7
13
19
23
29
12
18
22
28
34
1 2 3 4 5 6
35 36 37 38 39 40
7
13
19
23
29
12
18
22
28
34
1 2 3 4 5 6
35 36 37 38 39 40
ECM CONNECTORS40 PINS, WIRE SIDE
P2 P1
11
21
31 32 33 34 35
1 2 3 4 5
15
25
16
26
36 37 38 39 40
6 7 8 9 10
20
30
MACHINE INTERFACE CONNECTOR40 PINS, WIRE SIDE
P3
Vital parts of all the power supplies (and sensor circuits) are the 40 pin
connectors.
This illustration shows the two ECM 40 pin connectors, P1 and P2,
looking from the harness side. The pins highlighted in the P1 connector
are for the ECM power supply circuit.
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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55
12108654321
1197
J91 P91
INJECTOR RETURN 1 & 2INJECTOR RETURN 3 & 4INJECTOR RETURN 5 & 6INJECTOR 6 POWERINJECTOR 5 POWERINJECTOR 4 POWERINJECTOR 3 POWERINJECTOR 2 POWERINJECTOR 1 POWER
ECM(3406E)
L983-WHL984-ORL985-YLA706-GYA705-BUA704-GNA703-BRA702-PUA701-GY
517273428221812
6
P2 J2
INJECTOR WIRING SCHEMATIC
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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56
P22 J22
ENGINE COOLANTTEMPERATURE SENSOR
ENGINE OILPRESSURE SENSOR
+V ANALOGANALOG RETURNSIGNAL
+V ANALOGANALOG RETURNSIGNAL
P23 J23
TURBO OUTLETPRESSURE SENSOR
+V ANALOGANALOG RETURNSIGNAL
P25 J25
TURBO INLETPRESSURE SENSOR
(IF INSTALLED)
+V ANALOGANALOG RETURNSIGNAL
P27 J27
ATMOSPHERICPRESSURE SENSOR
+V ANALOGANALOG RETURNSIGNAL
P88 J88
INLET AIRTEMPERATURE SENSOR
+V ANALOGANALOG RETURNSIGNAL
3630
ANALOG SENSORPOWER SUPPLY
P2 J2
P43 J43
+V ANALOGANALOG RETURNSIGNAL
FUEL TEMPERATURESENSOR
ABC
ABC
ABC
ABC
ABC
ABC
ABC
J21 P21
5 0.2 VOLTS
ECM (3406E EUI)+V ANALOG SUPPLY- ANALOG RETURN
Analog Sensor Power Supply
The Analog Sensor Power Supply provides power to all the analog
sensors (pressure and temperature sensors).
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 commonlines 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.
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.
Analog power supply
Analog return
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57
Digital power supply
Digital power supply
voltage check
ECM (3406E EUI)+ V DIGITAL SUPPLY- V DIGITAL RETURN
2935
DIGITAL SENSORPOWER SUPPLY
8 0.5 VOLTS
P1 J1
AB
C
J35 P35
THROTTLEPOSITION SENSOR
+V DIGITAL
DIGITAL RETURN
SIGNAL
Digital Sensor 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, forexample, fan speed or exhaust temperature sensors.
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 Aidshould 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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58
ELECTRONIC SENSORS AND SYSTEMS
Introduction
This section of the presentation covers the electronic 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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ELECTRONIC SENSORSAND
SYSTEMS
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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:
- 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.
Additionally, these sensors do not require a power supply.
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Four functions of the
speed/timing sensor
No power supply
required for passive
speed/timing sensors
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60
Speed/timing sensor
failure modes
J2
J1
6 DRIVERS
3 RETURNS
ENGINEHARNESS
ENGINE RETARDERSOLENOIDS EC M
GROUND BOLT
MACHINE INTERFACECONNECTOR
HIGH SPEED/TIMING SENSOR
SPEED/TIMING SENSORS
CRANKINGSPEED/TIMING SENSOR
TIMING CALIBRATIONCONNECTOR
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 andobserving 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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61
Analog Sensors and Circuits
The following analog sensors and circuits may be 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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Fuel temperature
Lubricat ion o i l pressure
Turbocharger out let pressure
Atmospheric pressure
Coolant temperature
Inlet a ir temperature
ANALOG SENSORS
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62
Coolant temperature
sensor
J2
J1EC M
6 DRIVERS
3 RETURNS
ENGINEHARNESS
ENGINE RETARDERSOLENOIDS
GROUND BOLT
MACHINE INTERFACECONNECTOR
COOLANT TEMPERATURE SENSOR
HIGH SPEED/TIMING SENSOR
COOLANT TEMPERATURE SENSOR
CRANKINGSPEED/TIMING SENSOR
TIMING CALIBRATIONCONNECTOR
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 107C (225F)
- Engine Warning Derate when 107C (225F) 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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64
Inlet air temperature
sensor
J2
J1EC M
6 DRIVERS
3 RETURNS
ENGINEHARNESS
ENGINE RETARDERSOLENOIDS
GROUND BOLT
MACHINE INTERFACECONNECTOR
INLET AIR TEMPERATURE SENSOR
FUEL TEMP SENSOR EXTENSION TO REMOTEFILTER (D400E)
COOLANT TEMPERATURE SENSOR
HIGH SPEED/TIMING SENSOR
INLET AIR TEMPERATURE SENSOR
CRANKINGSPEED/TIMING SENSOR
TIMING CALIBRATIONCONNECTOR
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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65
Atmospheric pressure
sensor
Used to calculate
gauge pressure
J2
J1EC M
6 DRIVERS
3 RETURNS
ENGINEHARNESS
ENGINE RETARDERSOLENOIDS
GROUND BOLT
MACHINE INTERFACECONNECTOR
ATMOSPHERIC PRESSURE SENSOR
INLET AIR TEMPERATURE SENSOR
FUEL TEMP SENSOR EXTENSION TO REMOTEFILTER (D400E)
COOLANT TEMPERATURE SENSOR
HIGH SPEED/TIMING SENSOR
ATMOSPHERIC PRESSURE SENSOR
CRANKINGSPEED/TIMING SENSOR
TIMING CALIBRATIONCONNECTOR
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. TheAtmospheric Pressure Sensor performs four main functions:
1. Automatic Altitude Compensation (maximum derate 24%)
2. Automatic Filter Compensation (maximum derate 20%) ifequipped
3. Part of pressure calculation for gauge pressure readings
4. Reference sensor for pressure sensor calibration
Two methods used to
calibrate sensors
Four main functions
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66
Automatic altitude
compensation
System continually
adjusts to optimum
power setting
100%
98%
96%
94%
92%
90%
88%
86%
84%
82%
80%
78%
76%
74%
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
8,210
8,920
9,630
10,340
11,050
11,760
12,470
13,890
14,600
15,310
16,020
16,730
17,440
13,180
7,500
72%
ENGINE POWER DERATING MAPACCORDING TO ATMOSPHERIC PRESSURE
ATMOSPHERIC PRESSURE IN kPa
PERCENTOFFULLLOADPOWE
R
ALTITUDEINFEET
Atmospheric pressure measurement by the sensor provides an altitude
reference for the purpose of Automatic Altitude Compensation.
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.
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 alack 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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67
Oil pressure
Calculations are used
to determine gaugepressure
J2
J1
EC M
6 DRIVERS
3 RETURNS
ENGINEHARNESS
ENGINE RETARDERSOLENOIDS
GROUND BOLT
MACHINE INTERFACE
CONNECTOR
OIL PRESSURE SENSOR
ATMOSPHERIC PRESSURE SENSOR
INLET AIR TEMPERATURE SENSOR
FUEL TEMP SENSOR EXTENSION TO REMOTEFILTER (D400E)
COOLANT TEMPERATURE SENSOR
HIGH SPEED/TIMING SENSOR
OIL PRESSURE SENSOR
CRANKINGSPEED/TIMING SENSOR
TIMING CALIBRATIONCONNECTOR
Two pressure sensors are used for the measurement of oil (gauge)
pressure:
- Oil Pressure Sensor
- Atmospheric Pressure Sensor
PRESSURE CALCULATIONS
MEASUREMENT MEASURED BY RESULT
Oil pressure [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 operator 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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68
Oil pressure map
Determines correct
pressure for all rpm
Low oil pressure
indications
OILPRESSUREINkPa
600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 180060
80
100
120
140
160
180
200
220
240
260
280
300
ENGINE RPM
OIL PRESSURE MAP
1900
320
340
8.7
11.6
14.5
17.4
20.3
23.2
26.1
29
31.9
34.8
37.7
40.6
43.5
46.4
49.3
OILPRESSUREINPSI
kPa x 0.145 = PSI
2000
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:
- 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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69
Turbo outlet pressure
sensor
Boost pressure
calculation
Air/fuel ratio control
J2
J1EC M
6 DRIVERS
3 RETURNS
ENGINEHARNESS
ENGINE RETARDERSOLENOIDS
GROUND BOLT
MACHINE INTERFACECONNECTOR
OIL PRESSURE SENSOR
TURBO OUTLET PRESSURE SENSOR
ATMOSPHERIC PRESSURE SENSOR
INLET AIR TEMPERATURE SENSOR
FUEL TEMP SENSOR EXTENSION TO REMOTEFILTER (D400E)
COOLANT TEMPERATURE SENSOR
HIGH SPEED/TIMING SENSOR
TURBOCHARGER OUTLET PRESSURE SENSOR
CRANKINGSPEED/TIMING SENSOR
TIMING CALIBRATIONCONNECTOR
The Turbocharger Outlet Pressure Sensor measures absolute 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.
The primary function of the sensor is to enable the Air/Fuel Ratio Control
which reduces smoke, emissions and maintains engine response duringacceleration. 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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Calculations
determine gauge
pressure
PRESSURE CALCULATIONS
MEASUREMENT MEASURED BY RESULT
1.Atmospheric pressure atmospheric sensor = ambient press (absolute)
2. Air filter differential Atmospheric - turbo inlet = filter pressure
3. Boost turbo outlet - atmospheric = boost (gauge press)
4. Manifold press. absolute turbo outlet sensor = boost (absolute press)
5. Oil pressure oil press - atmospheric = 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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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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Throttle Position Sensor
DIGITAL SENSORS AND CIRCUITS
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71
Throttle position
sensor
8-Volt digital sensor
power supply
Throttle functional
check
RELAY+ BATTERY
GROUNDBOLT
15 AMPBREAKER
MAINPOWERRELAY
KEYSWITCH
24 V
DISCONNECT SWITCH
MACHINE INTERFACE CONNECTOR
ET SERVICE TOOLCAT AND ATA DATA LINK
CAT MONITORING SYSTEM
STARTING AID SWITCH
ENGINE RETARDER LAMP
THROTTLE SENSOR THROTTLE PEDAL
1
3
4
2
1
3
4
2
LOW/MED/HIGH
GROUND LEVEL
SHUTDOWN SWITCH
ENGINE RETARDER SELECTOR SWITCH UNSWITCHED POWER
MAIN POWER
CYLINDER
ENGINE
ETHER START VALVE
R 0
5
1015
20
25
30
P
X100
24 VMPH
km/h
44
AUT
ENGINE SPEED CONTROL SYSTEM COMPONENTS
The Throttle Position Sensor provides engine speed 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.
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 byconnecting 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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Throttle position
sensor signal
Control defaults to
low idle
90%
ON
OFF
ON
OFF