3406E handsout

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Materi Training

Meeting Guide 712 SESV1712

February 2002

TECHNICAL

TECHNICAL PRESENTA

PRESENTATION

TION

3406E ENGINE CONTROLS

ELECTRONIC UNIT INJECTION (EUI)

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3406E ENGINE CONTROLS

ELECTRONIC 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 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) 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 95/98ª 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

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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 RENR1363

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 S

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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

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¥¥ Major topicsMajor topics

1 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

INSTRUCTOR NOTE: NOTE: Presentasi ini Presentasi ini merefer dan mmerefer dan menjelaskanenjelaskan Electronic T

Electronic Technician (ET) sebagai echnician (ET) sebagai tool pemrogram untuk 3406Etool pemrogram untuk 3406E engine.

engine. Oleh sebab iOleh sebab itu, sangat penting bagi tu, sangat penting bagi siswa menunjukkansiswa menunjukkan kompetensinya pada

kompetensinya pada Windows 95/98/NTª dan Windows 95/98/NTª dan Electronic TElectronic Technicianechnician (ET) sebelum memulai

(ET) sebelum memulai training session ini. training session ini. Juga kompetensi pada,Juga kompetensi pada, basic sistim

basic sistim engine engine 3406E dan 3406E dan maintenance harus maintenance harus ditunjukkanditunjukkan secara benar. secara benar. S STTM771MG 122G 55 --- - 02/2002 02/2002

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¥¥Keunggulan sistim danKeunggulan sistim dan keuntungannya keuntungannya 2 2 Overview 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 simpel, sedikit penggunaan part rutin, mudah pendiagnosaannya.

Sistim ini juga mempunyai keunggulan lainnya yang akan dibahas pada presentati selanjurtnya.

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¥¥ Aliran bahan bakar Aliran bahan bakar

¥¥ Kemiripan komponenKemiripan komponen dengan 3500 EUI dengan 3500 EUI

¥¥ Injector digerakkanInjector digerakkan secara mekanikal secara mekanikal dan diberi sinyal dan diberi sinyal secara elektronik secara elektronik

Komponen Utama 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 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.

FUEL GALLERY FUEL GALLERY EUI EUI EJECTORS EJECTORS FILTER BASE FILTER BASE TEMPERATURE TEMPERATURE SENSOR SENSOR PRESSURE PRESSURE REGULATOR REGULATOR SECONDARY SECONDARY FILTER FILTER (2 MICRON) (2 MICRON) ECM ECM TANK TANK TRANSFER TRANSFER PUMP PUMP RELIEF RELIEF VALVE VALVE PRIMARY PRIMARY FILTER FILTER WATER WATER SEPARATOR SEPARATOR PRIMING PUMP PRIMING PUMP CHECK VALVES CHECK VALVES PRIMING PRIMING PUMP PUMP

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¥¥ Enam komponenEnam komponen_{utama pada sistim:}_{utama pada sistim:} 1.

1. ECECMM 2.

2. ThroThrottle positittle positionon sensor sensor 3.

3. SpeedSpeed/tim/timinging sensor sensor 4. 4. InjInjectector or 5.

5. TempTemperatuerature sensor re sensor 6.

6. PressPressure senure sensor sor

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

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¥

¥ECM (ECM (panahpanah))

¥

¥ PersoPersonalitnality y modulmodulee tidak bisa di service ¥

¥ FlaFlash progrsh programmamminging digunakan untuk update

5 5

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 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 sistimKomponen-2 sistim 1. Injector connector 1. Injector connector 2. Ground stud 2. Ground stud 3. Turbo outlet 3. Turbo outlet pressure sensor pressure sensor 4. Inlet air temperature 4. Inlet air temperature

sensor sensor 5. Timing calibration 5. Timing calibration connector connector 6. Fuel lines 6. Fuel lines 6 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. S STTMMG 77112G 2 1100 --- - 02/2002 02/2002 1 1 3 3 2 2 6 6 5 5 4 4

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1.

1. Secondary Secondary fuel fuel filter filter 2.

2. Priming pumpPriming pump

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Secondary Fuel Filter

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

Fuel

Fuel PrimiPriming ng PumpPump(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 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 Fuel temptemperatueraturere sensor sensor

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¥

¥ CooCoolant lant temptemperatueraturere sensor (

sensor (panahpanah))

¥¥ Fungsi sensor Fungsi sensor

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Coolant Temperature Sensor

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 Temperature 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 menunjukkan indikasi / status temprature coolant

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1. Atmospheric 1. Atmospheric

pressure sensor pressure sensor

¥

¥ FuFungngsi sensi sensor sor

2.

2. TimiTiming calibrating calibrationon connector connector

9 9

Atmospheric Pressure Sensor

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 measurementAmbient pressure measurementuntuk kompensasi ketinggian dan air filter pada ET

- Absolute pressure measurement

- Absolute pressure measurementuntuk 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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¥

¥ SpeeSpeed/tid/timing sming sensoensors:rs: 1.

1. High High speedspeed 2.

2. CranCranking spking speedeed

3.

3. TurbTurbo outo outletlet pressure senso pressure sensor r -- digdigunakunakan an untuuntukk

kontrol udara/fuel kontrol udara/fuel

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Speed/Timing Sensors

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

Cranking speed sensor

Cranking speed sensor , bagian bawah (2).

Pada bagian depan engine sebelah kiri cylinder head terletak sensor

T

Turbo Outlet urbo Outlet (Boost) Pressure Sensor (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 NOTE: Air Fuel Ratio Control tidak bisa diadjust secara manual pada engine unit D350E atau D400E .

pada engine unit D350E atau D400E .

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¥

¥ MachMachine ine inteinterfacerface connector (panah) connector (panah)

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Machine Interface Connector

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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¥

¥ InjeInjector ctor connconnectoector r

12 12

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 Oil prespressure sure sensosensor r ((panahpanah))

¥

¥ EnamEnam analog sensorsanalog sensors

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Oil pressure sensor

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 S

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¥

¥ InleInlet air t air temptemperatueraturere sensor (panah) sensor (panah)

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Inlet (manifold) Air Temperature Sensor

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

27-sampai 93¡C (100 27-sampai 200¡F). Kondisi ini dapat menyebabkan suhu exhaust naik dari 538 sampai 704¡C (1000 sampai 1300¡F),yang ber-akibat kerusakan pada exhaust valve dan turbocharger.

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¥

¥ Plug Plug untuuntuk kalik kalibrasibrasi (panah)

(panah) ¥

¥ PemasPemasangaangan n sensosensor r untuk kalibrasi timing untuk kalibrasi timing

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Komponen kalibrasi timing 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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¥

¥ CraCranksnkshafhaft slott slot (panah) (panah) ¥

¥ PemasPemasangaangan n probprobee untuk kaibrasi timing untuk kaibrasi timing

¥

¥ MachMachined ined face dface dipakaipakaii untuk men-set clearance untuk men-set clearance

16 16

Crankshaft mempunyaimachined slotmachined 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

Machined face (dibawah panah) digunakan untuk menset clearance antara probe dan crankshaft.

Proses ini akan dijelaskan lebih detail pada presentasi berikutnya. S

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¥

¥ ThroThrottle ttle posipositiontion sensor (panah) sensor (panah)

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Komponen-komponen yang terpasang pada machine 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.

1. GrouGround lend levelvel shutdown switch shutdown switch

2.

2. BatteBattery disconnry disconnectect switch

switch

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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 .

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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¥

¥ SerServicvice toe toolol connector (panah) connector (panah)

¥

¥ DapDapat mengat mengaksakseses service tool ET service tool ET

19 19

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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¥ IdenIdentifitifikasi komkasi komponponenen engine

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 J2 J1 J1 6 DRIVERS 6 DRIVERS 3 RETURNS 3 RETURNS ENGINE ENGINE HARNESS HARNESS ENGINE RETARDER ENGINE RETARDER SOLENOIDS SOLENOIDS ECEC MM GROUND BOLT GROUND BOLT MACHINE INTERFACE MACHINE INTERFACE CONNECTOR CONNECTOR

OIL PRESSURE SENSOR OIL PRESSURE SENSOR

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

F

FUUEEL TL TEEMMP SP SEENNSSOORR EXEXTTEENNSSIOION TN TO RO REEMMOOTTEE FILTER (D400E) FILTER (D400E) COOLANT TEMPERATURE SENSOR

COOLANT TEMPERATURE SENSOR CRANKING

CRANKING SPEED/TIMING SENSOR

SPEED/TIMING SENSOR TIMING CALIBRATIONTIMING CALIBRATION CONNECTOR CONNECTOR HIGH SPEED/TIMING SENSOR HIGH SPEED/TIMING SENSOR

3406E ENGINE SYSTEM BLOCK DIAGRAM (D400E)

KOMPONEN YANG TERPASANG DI ENGINE KOMPONEN YANG TERPASANG DI ENGINE

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¥ Identifikasi komponenIdentifikasi komponen yang terdapat di yang terdapat di machine machine

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

Catatan Instruktur

Catatan Instruktur :: Disarankan agar nama-nama komponeneDisarankan agar nama-nama komponene yang terdapat di machine dijelaskan fungsi dan lokasinya yang terdapat di machine dijelaskan fungsi dan lokasinya kepada siswa.

kepada siswa. Dengan mengikuti petunjuk tabel yang ada.Dengan mengikuti petunjuk tabel yang ada.

Jika tersedia engine yang tidak sedang terpasang pada machine Jika tersedia engine yang tidak sedang terpasang pada machine akan sangat mudah untuk dilihat, dan dipelajari lokasinya. akan sangat mudah untuk dilihat, dan dipelajari lokasinya.

Beberapa komponen yang tidak terpakai lagi/rusak bisa Beberapa komponen yang tidak terpakai lagi/rusak bisa ditunjukkan kepada siswa di kelas, untuk dipelajari. ditunjukkan kepada siswa di kelas, untuk dipelajari.

RELAY RELAY + BATTERY + BATTERY GROUND GROUND BOLT BOLT 15 AMP 15 AMP BREAKER

BREAKER MAINMAIN POWER POWER RELAY RELAY KEY KEY SWITCH SWITCH 24 V 24 V DISCONNECT SWITCH DISCONNECT SWITCH MACHINE INTERFACE CONNECTOR

MACHINE INTERFACE CONNECTOR

ET SERVICE TOOL ET SERVICE TOOL CAT AND ATA DATA LINK

CAT AND ATA DATA LINK CAT MONITORING SYSTEM

CAT MONITORING SYSTEM

STARTING AID SWITCH STARTING AID SWITCH

ENGINE RETARDER LAMP ENGINE RETARDER LAMP THR

THROTTOTTLE SLE SENENSORSOR THRTHROTTOTTLE PLE PEDAEDALL 1 1 3 3 4 4 2 2 1 1 3 3 4 4 2 2 LOW/MED/HIGH LOW/MED/HIGH MED MED HIGH HIGH GROUND LEVEL GROUND LEVEL SHUTDOWN SWITCH SHUTDOWN SWITCH ENGINE RETARDER SELECTOR SWITCH ENGINE RETARDER SELECTOR SWITCH

UNSWITCHED POWER UNSWITCHED POWER

3406E SYSTEM BLOCK DIAGRAM (D400E) 3406E SYSTEM BLOCK DIAGRAM (D400E)

KOMPONEN YANG TERPASANG DI MACHINE KOMPONEN YANG TERPASANG DI MACHINE

MAIN POWER MAIN POWER CYLINDER CYLINDER ENGINE ENGINE ETHER START VALVE ETHER START VALVE

R R 00 55 10 1015152020 25 25 30 30 P X100 X100 24 V 24 V M P H M P H km /h km /h 44 44 AUT AUT

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DAFTAR KOMPONEN-KOMPONEN ENGINE DAFTAR KOMPONEN-KOMPONEN ENGINE

Komponen elektrik 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 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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22 22

ELECTRONIC CONTROL SYSTEM ELECTRONIC CONTROL SYSTEM

Introduction 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 STM STMG G 712 712 - - 2727 --02/2002 02/2002

ELECTRONIC CONTROL

SYSTEM

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¥ ¥ EECCMM::

-- GoGovevernrnoror -- FuFuel el syssystemtem

computer computer -- PengPengontrontrol tol timinimingg

injection injection ¥

¥ ECM ECM banybanyak diak dipakaipakai aplikasi engine 3406E aplikasi engine 3406E unit lainnya unit lainnya ¥

¥ PersoPersonalinality mty moduodulele berisi software berisi software

¥

¥ UpgUpgradirading song softwaftwarere personality module personality module

23 23

Electronic Control Module

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.

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

STTMMG 77112G 2 2288 --- - 02/2002

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¥

¥ ECM tECM terisoerisolasi dlasi dg baig baikk CATATAN: ECM diisolasi dengan baik dan tidak membutuhkanCATATAN: ECM diisolasi dengan baik dan tidak membutuhkan maintenance.Personality Module tidak dapat diakses selain dengan maintenance.Personality Module tidak dapat diakses selain dengan Flash Programming.ECM mempunyai kemampuan menyimpan yang Flash Programming.ECM mempunyai kemampuan menyimpan yang baik.Oleh karena itu banyak problem yang terjadi pada sistim baik.Oleh karena itu banyak problem yang terjadi pada sistim di-sebabkan connectors dan wiring harness. Dengan kata lain ECM sebabkan connectors dan wiring harness. Dengan kata lain ECM menjadi komponen yg terakhir dicurigai dalam troubleshooting. menjadi komponen yg terakhir dicurigai dalam troubleshooting.

S

STTMMG 77112G 2 2299 --- - 02/2002

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24 24 S STTMMG 77112G 2 3300 --- - 02/2002 02/2002 ¥

¥ UnUnit injit injectectorsors

¥

¥ SinySinyal secaral secara elektra elektronikonik digerakkan mekanikal digerakkan mekanikal

¥

¥ InjInjectector coor codesdes

¥

¥ MempMemprogrrogram am kodekode injektor

injektor

Fuel Injection Fuel Injection

Unit injector untuk 3406E EUI digerakkan secara mekanikal dan elektrikal 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 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.

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

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

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¥¥ InjeInjector ctor testitestingng

25 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 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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INJECTOR SOLENOID TEST INJECTOR SOLENOID TEST

CYLINDER CUTOUT CYLINDER CUTOUT AUTOMATIC INJECTOR TEST AUTOMATIC INJECTOR TEST

EUI INJECTOR TESTING

METHODS

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S STTMMG 77112G 2 3322 --- - 11/99 11/99 26 26

¥¥ Fuel tFuel timiniming cong controltrol ¥¥ InpInputs uts to to timintimingg

control control

¥¥ BeneBenefits fits of a "of a "smartsmart"" timing control timing control

EUI CONTROL LOGIC

ENGINE SPEED ENGINE SPEED FUEL QUANTITY FUEL QUANTITY FFUUEELL RRPPMM COLD MODE COLD MODE SELECT SELECT TIMING TIMING CONVERT CONVERT DESIRED DESIRED TIMING TIMING COOLANT COOLANT TEMPERATURE TEMPERATURE TIMING CONTROL TIMING CONTROL DEGREES BTDC

DEGREES BTDC _DESIRED_DESIRED TIMING TIMING BTDC BTDC TIMING TIMING FUEL INJECTION FUEL INJECTION TIMING WAVE FORM TIMING WAVE FORM

Fuel Injection Control System 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

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S STTMMG 77112G 2 3333 --- - 11/99 11/99 27 27

¥¥ Fuel qFuel quantuantity conity controltrol ¥¥ InpInputs to futs to fuel quuel quantiantityty

control control

¥¥ StarStart of t of injeinjectioctionn determines timing determines timing ELECTRONIC ELECTRONIC GOVERNOR GOVERNOR TORQUE TORQUE MAPS MAPS FRC FRC MAPS MAPS

TURBO OUTLET AND TURBO OUTLET AND

ATMOSPHERIC ATMOSPHERIC PRESSURE SENSORS PRESSURE SENSORS ENGINE ENGINE CONTROL CONTROL LOGIC LOGIC THROTTLE THROTTLE SHUTDOWNS SHUTDOWNS ENGINE RPM ENGINE RPM TDC TDC 6 6 5 5 4 4 3 3 2 2 1 1 SIGNALS SIGNALS TO FUEL TO FUEL INJECTORS INJECTORS FUEL FUEL INJECTION INJECTION CONTROL CONTROL SPEED/TIMING SPEED/TIMING SIGNAL SIGNAL ENGINE RPM ENGINE RPM SPEED/TIMING SPEED/TIMING SENSORS SENSORS TIMING TIMING WHEEL WHEEL ENGINE RPM ENGINE RPM ECM ECM COOLANT COOLANT TEMPERATURE TEMPERATURE SENSOR SENSOR 3406E 3406E ELECTRONIC GOVERNOR ELECTRONIC 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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S STTMMG 77112G 2 3344 --- - 11/99 11/99 28 28

¥¥ SpeeSpeed/tid/timing ming sensosensorsrs

¥¥ FouFour funcr functiontions of thes of the speed/timing sensor speed/timing sensor

¥¥ SensSensor inor installstallatioationn

¥¥ PasPassivsive sense sensorsors require no power require no power supply supply 4 4 3 3 99 1 2 OR OR BK BK CRANKING (LOWER) CRANKING (LOWER)_SPEED/TIMING_SPEED/TIMING

SENSOR SENSOR

J20 P20 J20 P20

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

ECM ECM (3406E) (3406E) J1 P1 J1 P1 1 1 2 2 OR OR BK BK HIGH SPEED (UPPER) HIGH SPEED (UPPER)

SPEED/TIMING SPEED/TIMING

SENSOR SENSOR

TIMING CALIBRATION TIMING CALIBRATION_CONNECTOR_CONNECTOR

1 1 2 2 TIMING CALIBRATION TIMING CALIBRATION PROBE PROBE 1 1 2 2 TIMING

TIMING CALIBRATICALIBRATI ONON CABLE CABLE 2 2 1 1 J44 P44 J44 P44 J2 P2 J2 P2 - CRANKING S/T/+TDC SENSORS - CRANKING S/T/+TDC SENSORS + CRANKING S/T/-TDC SENSORS + CRANKING S/T/-TDC SENSORS 723-PK 723-PK 724-PU 724-PU 2 1 1 1 22 1 1 88 J26 P26 J26 P26 NOTE:

NOTE: P20/J26 P20/J26 POLARITY ISPOLARITY IS INTENTIONALLY REVERSED INTENTIONALLY REVERSED

3406E (PASSIVE) SPEED/TIMING SENSORS 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:

NOTE: These sensors are These sensors are not the same not the same as those typically used onas those typically used on other EUI systems.

other EUI systems. They are the passive type which They are the passive type which do not require do not require aa power supply.

power supply. Furthermore, the high speed Furthermore, the high speed and cranking sensors areand cranking sensors are not interchangeable and each sensor has a different part number. not interchangeable and each sensor has a different part number.

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S STTMMG 77112G 2 3355 --- - 11/99 11/99 29 29

¥¥ High High speed speed sensosensor r

¥¥ CraCrankinking spng speedeed sensor sensor 4 4 2 2 6 6 3 3 5 5 1 1 REF REF REF REF REF

REF REFREF

REF REF REF REF TDC TDC EXTRA TOOTH EXTRA TOOTH TDC TDC TDC TDC TDC TDC TIMING WHEEL TIMING WHEEL ROTATION ROTATION TDC CYLINDER No. 1 TDC CYLINDER No. 1 TIMING TIMING CALIBRATION RANGE CALIBRATION RANGE± 4 4° HIGH SPEED/TIMING HIGH SPEED/TIMING SENSOR SENSOR CRANKING SPEED/TIMING CRANKING SPEED/TIMING SENSOR SENSOR TDC TDC

TIMING WHEEL

FIRING ORDER: FIRING ORDER: 1 5 3 6 2 1 5 3 6 2 44

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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¥¥ TiTiminming whg wheeleel ¥¥ TimiTiming mng marks (arks (arroarrow)w)

¥¥ TooTooth th arranarrangemengementt identifies TDC identifies TDC

¥¥ SensSensor or and and tootoothth arrangements prevent arrangements prevent reverse rotation reverse rotation 30 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 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

INSTRUCTOR NOTE: NOTE: Reverse rotation prReverse rotation protection is accomplishedotection is accomplished by using the sequence in which the signals from the two sensors are by using the sequence in which the signals from the two sensors are received by the

received by the ECM. ECM. The spacing between the The spacing between the two sensors on two sensors on thethe wheel is 90

wheel is 90 degrees. degrees. If the interval between If the interval between the signals is 270 the signals is 270 degrees,degrees, this information is interpreted by

this information is interpreted by the ECM as the ECM as reverse rotation. reverse rotation. TheThe injectors will be disabled.

injectors will be disabled.

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STTMMG 77112G 2 3366 --- - 11/99

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¥¥ SpeeSpeed/tid/timing ming sensosensorsrs

¥¥ SensSensors ors genegenerate rate aa PWM signal from PWM signal from timing wheel teeth timing wheel teeth

31 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:

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

later in this presentation (Sensors and Systems).

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S STTMMG 77112G 2 3388 --- - 11/99 11/99 32 32

¥¥ CrCranankikingng ¥¥ TimiTiming wng wheel heel teethteeth

and spacing and spacing ABCDEF ABCDEF GG HH 30 30° 3030° 3030° 3030° 3030° 1515° 1515° CRANKING CRANKING SPEED SPEED SENSOR SENSOR HIGH HIGH SPEED SPEED SENSOR

SENSOR CRANKSHAFTCRANKSHAFTDEGREESDEGREES

15 15°

II 30

30°

TIMING WHEEL ROTATION TIMING WHEEL ROTATION TIMING GEAR TOOTH TABLE

TIMING GEAR TOOTH TABLE TABLE TABLE ENTRY ENTRY CYLINDER CYLINDER REFERENCE REFERENCE A A B B C C D D E E F F G G H H II 30 30° 30 30° 30 30° 30 30° 30 30° 30 30° 15 15° 15 15° 15 15° NONE IDENTIFIED NONE IDENTIFIED CRANKSHAFT CRANKSHAFT ANGLE ANGLE

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) is analyzed by the ECM. At this point, no fuel will be injected until certain conditions have been met.

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S STTMMG 77112G 2 3399 --- - 11/99 11/99 33 33

¥¥ AftAfter per pattatternern recognition recognition

¥¥ InitInitial firiial firing sequng sequenceence ABCDEF ABCDEF GG HH 30 30° 3030° 3030° 3030° 3030° 1515° 1515° CRANKING CRANKING SPEED SPEED SENSOR SENSOR HIGH HIGH SPEED SPEED SENSOR

SENSOR CRANKSHAFTCRANKSHAFT_DEGREES_DEGREES

15 15°

II 30

30°

TIMING WHEEL ROTATION TIMING WHEEL ROTATION TIMING GEAR TOOTH TABLE TIMING GEAR TOOTH TABLE TABLE TABLE ENTRY ENTRY CYLINDER CYLINDER REFERENCE REFERENCE A A B B C C D D E E F F G G H H II 30 30° 30 30° 30 30° 30 30° 30 30° 30 30° 15 15° 15 15° 15 15° CYL NO 5 CYL NO 5 CYL NO 1 CYL NO 1 CRANKSHAFT CRANKSHAFT ANGLE ANGLE AFTER PATTERN

AFTER PATTERN RECOGNITIRECOGNITIONON

CYL NO. 5 CYL NO. 5 REFERENCE REFERENCE EDGE EDGE CYL NO. 5 CYL NO. 5 TDC TDC CYL NO. 1 CYL NO. 1 TDC TDC CYL NO. 1 CYL NO. 1 REFERENCE REFERENCE EDGE EDGE FIRING

FIRING ORDER ORDER 153624153624

CYL NO. 3 CYL NO. 3

TDC TDC

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:

NOTE: The reference The reference points in the illustration are points in the illustration are positions on thepositions on the timing wheel where the control measures the point of injection and timing wheel where the control measures the point of injection and TDC.

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S STTMMG 77112G 2 4400 --- - 11/99 11/99 34 34

¥¥ NormNormal oal operatperationion

¥¥ SigSignal panal pattetternrn identifies TDC identifies TDC ¥¥ ConConditiditions ons for for

injection injection ABCDEF ABCDEF GG HH 30 30° 3030° 3030° 3030° 3030° 1515° 1515° CRANKING CRANKING SPEED SPEED SENSOR SENSOR HIGH HIGH SPEED SPEED SENSOR SENSOR CRANKSHAFT CRANKSHAFT DEGREES DEGREES 15 15° II 30 30°

TIMING WHEEL ROTATION TIMING WHEEL ROTATION TIMING GEAR TOOTH TABLE TIMING GEAR TOOTH TABLE TABLE TABLE ENTRY ENTRY A A B B C C D D E E F F G G H H II 30 30° 30 30° 30 30° 30 30° 30 30° 30 30° 15 15° 15 15° 15 15° CYL NO 5 CYL NO 5 CYL NO 1 CYL NO 1 CRANKSHAFT CRANKSHAFT ANGLE

ANGLE REFERENCEREFERENCECYLINDERCYLINDER _{NORMAL OPERATION}_{NORMAL OPERATION}

CYL NO. 5 CYL NO. 5 REFERENCE REFERENCE EDGE EDGE CYL NO. 1 CYL NO. 1 TDC TDC (CALIBRATED) (CALIBRATED) CYL NO. 1 CYL NO. 1 REFERENCE REFERENCE EDGE EDGE CYL NO. 3 CYL NO. 3 TDC TDC CYL NO. 5 CYL NO. 5 TDC TDC (CALIBRATED) (CALIBRATED) 62 62° BTDC (EEPROM) BTDC (EEPROM) DES TIMING DES TIMING NO. 1 NO. 1 INJECTION INJECTION DELAY DELAY ASSUMED ASSUMED TDC TDC 62 62° BTDC (EEPROM) BTDC (EEPROM) DES TIMING DES TIMING DELAY DELAY NO. 5NO. 5

INJECTION

INJECTION _ASSUMED_ASSUMED

TDC TDC

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:

NOTE: The calibThe calibration offration offset range iset range is limited ts limited to ±o ± 4 cranksh4 crankshaftaft degrees.

degrees. If the If the range is range is exceeded, the exceeded, the offset is offset is set to set to zero zero (no(no calibration) and a calibration diagnostic message is generated. calibration) and a calibration diagnostic message is generated.

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S STTMMG 77112G 2 4411 --- - 11/99 11/99 35 35

¥¥ Unit Unit injeinjector ctor currecurrentnt flow

flow

INJECTION CURRENT WAVEFORM

01234

C U R R E N T F L O W TIME (MILLISECONDS) TIME (MILLISECONDS)

5

PULL-IN PEAK CURRENT PULL-IN PEAK CURRENT

HOLD-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:

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

(42)

¥¥ Fuel Fuel systesystem lim limitsmits

36 36

System Controls 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 for two seconds or until oil pressure reaches 140 kPa (20 psi).

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FUEL SYSTEM LIMITS

•• Maximum

Maximum Horsepower

Horsepower

•• Maximum

Maximum Torque

Torque

•• Fuel

Fuel Ratio

Ratio

•• Cranking

Cranking Fuel

Fuel Limit

Limit

•• Cold

Cold Mode

Mode Limit

Limit

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¥¥ CoCold ld modmodeses

37 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 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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••

Speed

Speed Control

Control

••

Fuel

Fuel Limiting

Limiting

••

Injection

Injection Timing

Timing

••

Ether

Ether Injection

Injection

FUEL SYSTEM COLD MODES

¥¥ Fuel Fuel systesystem dem deratesrates

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¥¥ PowPower er corrcorrectioectionn 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:

NOTE: Fuel TFuel Temperature Compensation is not designed to correctemperature Compensation is not designed to correct for excessive fuel overheating which could be caused by a variety of for excessive fuel overheating which could be caused by a variety of reasons such as low fuel level combined with high ambient

reasons such as low fuel level combined with high ambient temperature.

temperature.

INSTRUCTOR NOTE:

INSTRUCTOR NOTE: Discuss how these Cold Discuss how these Cold Mode variations canMode variations can change the engine characteristics, particularly during diagnostic change the engine characteristics, particularly during diagnostic operations.

operations. For For example:example:

- Engine speed may be raised in Cold Mode. - Engine speed may be raised in Cold Mode. - Engine power may be limited in Cold Mode. - Engine power may be limited in Cold Mode.

- Engine fuel may be limited during cranking in Cold Mode. - Engine fuel may be limited during cranking in Cold Mode.

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S STTMMG 77112G 2 4455 --- - 11/99 11/99 38 38

¥¥ TimiTiming cng calibalibratiorationn sensor installation sensor installation 4 4 3 3 99 1 2 OR OR BK BK CRANKING (LOWER) CRANKING (LOWER) SPEED/TIMING SPEED/TIMING SENSOR SENSOR _{J20 P20}_{J20 P20} 2 1 TIMING CALIBRATION TIMING CALIBRATION CONNECTOR CONNECTOR

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

ECM ECM (3406E) (3406E) P1 J1 P1 J1 1 1 2 2 OR OR BK BK HIGH SPEED (UPPER) HIGH SPEED (UPPER)

SPEED/TIMING SPEED/TIMING SENSOR SENSOR 1 1 2 2 TIMING CALIBRATION TIMING CALIBRATION PROBE PROBE TIMING CALIBRATION TIMING CALIBRATION CABLE CABLE 2 2 1 1

3406E SPEED/TIMING SENSOR CALIBRATION CIRCUIT 3406E SPEED/TIMING SENSOR CALIBRATION CIRCUIT

J44 P44 J44 P44 P2 J2 P2 J2 - CRANKING S/T/+TDC SENSORS - CRANKING S/T/+TDC SENSORS + CRANKING S/T/-TDC SENSORS + CRANKING S/T/-TDC SENSORS 723-PK 723-PK 724-PU 724-PU 1 1 22 1 1 88 P2 P2 66 J2 J2 66 NOTE:

NOTE: P20/J26 POLARITY P20/J26 POLARITY ISIS INTENTIONALLY REVERSED INTENTIONALLY REVERSED

SYSTEM

SYSTEM CALIBRACALIBRATIONSTIONS

Speed/Timing Sensor Calibration 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:

NOTE: For calibration, only For calibration, only the designated the designated Timing CTiming Calibrationalibration Connector (P26) just above the ECM can be used, not the Connector (P26) just above the ECM can be used, not the Speed/Timing Sensor Connector (P20) located at the front of the Speed/Timing Sensor Connector (P20) located at the front of the engine.

engine.

As shown in the diagram, using the incorrect connector will cause the As shown in the diagram, using the incorrect connector will cause the wrong polarity and the wrong timing calibration value to be recorded wrong polarity and the wrong timing calibration value to be recorded in the ECM.

in the ECM. A timing error of apprA timing error of approximately 4 degrees will result if oximately 4 degrees will result if

the wrong connector is used. the wrong connector is used.

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S STTMMG 77112G 2 4477 --- - 11/99 11/99 39 39

¥¥ TimiTiming cng calibalibratiorationn probe installation and probe installation and adjustment

adjustment

¥¥ AvoAvoid did damaamage toge to probe

probe

¥¥ Set Set probprobe clee clearanarancece TIMING CALIBRATION TIMING CALIBRATION PROBE PROBE AIR GAP AIR GAP TDC SLOT TDC SLOT ENGINE BLOCK ENGINE BLOCK (SHOWN FROM REAR) (SHOWN FROM REAR)

DIRECTION OF DIRECTION OF ROTATION ROTATION MACHINED FACE MACHINED FACE CRANKSHAFT CRANKSHAFT COUNTERWEIGHT COUNTERWEIGHT

TIMING CALIBRATION PROBE TIMING CALIBRATION PROBE

INSTALLATION 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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¥¥ TimiTiming cng calibalibratiorationn engine speed engine speed automatically set 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:

NOTE: The 3406E engine The 3406E engine in the D350/D400E Series in the D350/D400E Series II ArticulatedII Articulated Trucks has limited access in the flywheel housing for the 9S9082 Trucks has limited access in the flywheel housing for the 9S9082 T

Turning Turning Tool. ool. Therefore, the cab must be raised to gain access to theTherefore, the cab must be raised to gain access to the timing pin and

timing pin and engine turning tool openings. engine turning tool openings. (The TDC timing (The TDC timing bolt isbolt is also the turning tool upper access panel attachment bolt.)

also the turning tool upper access panel attachment bolt.)

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S STTMMG 77112G 2 4499 --- - 11/99 11/99 40 40

¥¥ TimiTiming cng calibalibratiorationn ¥¥ NullNulls smals small cranl crankshafkshaftt

to timing gear to timing gear tolerances tolerances

REFERENCE EDGE TO TDC DISTANCE REFERENCE EDGE TO TDC DISTANCE REFERENCE

REFERENCE EDGE

EDGE _ASSUMED_ASSUMED

CYL. NO. 1 TDC

CYL. NO. 1 TDC CYL. NO. 1 TDCCYL. NO. 1 TDCACTUALACTUAL

TIMING REFERENCE TIMING REFERENCE OFFSET OFFSET (MAXIMUM RANGE (MAXIMUM RANGE ± 4 DEGREES) 4 DEGREES) TIMING CALIBRATION TIMING CALIBRATION SENSOR SIGNAL SENSOR SIGNAL TIMING TIMING WHEEL WHEEL

TIMING CALIBRATION

± 4 4° -4 -4° +4+4° 25 ENGINE DEGREES 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 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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¥¥ InjInjectector calor calibribratiationon balances fuel flow balances fuel flow between cylinders between cylinders

41 41

3406E Injector Calibration 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 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:

INSTRUCTOR NOTE: A full description of A full description of this process is includedthis process is included with the ET

with the ET Self-Study Course. Self-Study Course. This course is included This course is included with thewith the current ET software CD ROM.

current ET software CD ROM.

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¥¥ TwTwo meto methohods tods to calibrate pressure calibrate pressure sensors sensors

¥¥ ET pET pressuressure sere sensor nsor calibration calibration

42 42

Pressure Sensor Calibration 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 Service / Calibrations / Pressure Sensor Calibration

The engine must notmust 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 StartStart or AA 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 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:

INSTRUCTOR NOTE: This material will be This material will be reinforced if thereinforced if the following ET tasks

following ET tasks are demonstrated. are demonstrated. Review the Review the material withmaterial with questions following the tasks.

questions following the tasks. The demonstration can The demonstration can be performedbe performed on an engine, machine or a T

on an engine, machine or a Training Aid with a laptop computer. raining Aid with a laptop computer. TheThe suggested topics are:

FUEL SUPPLY SYSTEM

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S STTMMG 77112G 2 5544 --- - 11/99 11/99 44 44

¥¥ TraciTracing ng the the flowflow through the fuel through the fuel supply system supply system FUEL GALLERY FUEL GALLERY EUI EUI EJECTORS EJECTORS FILTER BASE FILTER BASE TEMPERATURE TEMPERATURE SENSOR SENSOR PRESSURE PRESSURE REGULATOR REGULATOR SECONDARY SECONDARY FILTER FILTER (2 MICRON) (2 MICRON) ECM ECM TANK TANK TRANSFER TRANSFER PUMP PUMP RELIEF RELIEF VALVE VALVE PRIMARY PRIMARY FILTER FILTER WATER WATER SEPARATOR SEPARATOR PRIMING PUMP PRIMING PUMP CHECK VALVES CHECK VALVES PRIMING PRIMING PUMP PUMP

System Fuel Flow 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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¥¥ PrimPrimary fuary fuel filel filter anter andd water separator water separator (arrow) (arrow) 45 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 notnot 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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¥¥ Water Water contcontaminaminatioationn reduces injector life reduces injector life

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1.

1. TranTransfer pusfer pumpmp 2.

2. SeconSecondary fildary filter ter

¥¥ BypBypass ass valvalveve

46 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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¥¥ SecoSecondarndary fuel y fuel filtfilter er

¥¥ FuFuel prel pressessureure regulator regulator

¥¥ RemRemotote moune mountedted secondary filter secondary filter

47 47

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 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.

NOTE:

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

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¥¥ ECECM (M (arrarrowow))

48 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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¥¥ CyliCylinder nder head head fuelfuel supply passage supply passage

49 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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¥¥ ChChaptapter reer revievieww

50 50

INSTRUCTOR NOTE:

INSTRUCTOR NOTE: TTo reinforce o reinforce this presentation, the followingthis presentation, the following tasks may be demonstrated on an engine using the Service Manual tasks may be demonstrated on an engine using the Service Manual procedures:

procedures:

Review the component functions using this slide. Review the component functions using this slide. Remove and install a unit injector.

Remove and install a unit injector.

Perform the necessary injector height adjustments. Perform the necessary injector height adjustments. Calibrate the injectors.

Calibrate the injectors. Prime the fuel system. Prime the fuel system.

Using ET, perform Injector Solenoid and Cylinder Cutout Tests. Using ET, perform Injector Solenoid and Cylinder Cutout Tests. Check for active and logged faults.

Check for active and logged faults.

S STTMMG 77112G 2 6600 --- - 11/99 11/99 FUEL GALLERY FUEL GALLERY EUI EUI EJECTORS EJECTORS FILTER BASE FILTER BASE TEMPERATURE TEMPERATURE SENSOR SENSOR PRESSURE PRESSURE REGULATOR REGULATOR SECONDARY SECONDARY FILTER FILTER (2 MICRON) (2 MICRON) ECM ECM TANK TANK TRANSFER TRANSFER PUMP PUMP RELIEF RELIEF VALVE VALVE PRIMARY PRIMARY FILTER FILTER WATER WATER SEPARATOR SEPARATOR PRIMING PUMP PRIMING PUMP CHECK VALVES CHECK VALVES PRIMING PRIMING PUMP PUMP