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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

2

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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3

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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23

4

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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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3

2

6

5

4

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1. Secondary fuel filter

2. Priming pump

7

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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1

2

Fuel temperature

sensor

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Coolant temperature

sensor (panah)

Fungsi sensor

8

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

9

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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2

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Speed/timing sensors:

1. High speed

2. Cranking speed

3. Turbo outlet

pressure sensor

- digunakan untuk

kontrol udara/fuel

10

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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2

3

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Machine interface

connector (panah)

11

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

12

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

13

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)

14

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

15

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

16

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)

17

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

18

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

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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20

Identifikasi komponen

engine

Skematik ini menunjukkan komponen eksternal engine EUI D400E .

series II dan komponen electronic atau electrical .

Komponen yang ditunjukkan pada diagram diatas terpasang di engine

Sedangkan pada diagram berikutnya adalah yg terpasang di machine.

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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22

ELECTRONIC CONTROL SYSTEM

Introduction

Pada presentasi berikut menjelaskan tentang sistim kontrol elektronik

termasuk beberapa komponen berikut:

- ECM

- Personality Module

- Timing Wheel

Juga mencakup beberapa subsystems dan prosedur yang 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


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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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



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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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



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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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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44

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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24 Volt power supply

Power supply

components

RELAY+ BATTERY



STARTING AID SWITCH


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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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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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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P22 J22

ENGINE COOLANTTEMPERATURE SENSOR

ENGINE OILPRESSURE SENSOR

+V ANALOGANALOG RETURNSIGNAL


P23 J23

TURBO OUTLETPRESSURE SENSOR


P25 J25

TURBO INLETPRESSURE SENSOR

(IF INSTALLED)


P27 J27

ATMOSPHERICPRESSURE SENSOR


P88 J88

INLET AIRTEMPERATURE SENSOR


3630

ANALOG SENSORPOWER SUPPLY

P2 J2

P43 J43


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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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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Speed/timing sensor

failure modes

J2

J1

6 DRIVERS

3 RETURNS

ENGINEHARNESS

ENGINE RETARDERSOLENOIDS EC M

GROUND BOLT

MACHINE INTERFACECONNECTOR


SPEED/TIMING SENSORS



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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Coolant temperature

sensor

J2

J1EC M

6 DRIVERS

3 RETURNS

ENGINEHARNESS

ENGINE RETARDERSOLENOIDS

GROUND BOLT







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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Inlet air temperature

sensor

J2

J1EC M

6 DRIVERS

3 RETURNS

ENGINEHARNESS


GROUND BOLT









The Inlet Air Temperature Sensor is used by the ECM to prevent

excessive inlet temperatures from damaging the engine.

High inlet air temperature leads to high exhaust temperatures which can

cause damage to exhaust components (such as turbochargers and exhaust

valves).

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Atmospheric pressure

sensor

Used to calculate

gauge pressure

J2

J1EC M

6 DRIVERS

3 RETURNS

ENGINEHARNESS


GROUND BOLT










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


GROUND BOLT

MACHINE INTERFACE

CONNECTOR

OIL PRESSURE SENSOR






OIL PRESSURE SENSOR



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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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


GROUND BOLT


OIL PRESSURE SENSOR

TURBO OUTLET PRESSURE SENSOR






TURBOCHARGER OUTLET PRESSURE SENSOR



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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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



STARTING AID SWITCH


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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72

Throttle position

sensor signal

Control defaults to

low idle

90%

ON

OFF

ON

OFF

Documents

3406E handsout