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SEGQ4031 8/02
CATERPILLAR ENGINE
ELECTRONICS
COURSE DESCRIPTION
Content:
This Course is a basic introduction to Caterpillar electronic sensors and
controls, and the related tooling and troubleshooting procedures. After
successfully completing this class, students will be able to . . .
Use diagnostic tooling
Use Caterpillar schematics
Recall the 25 components of electronic engines and how they work
Use the Electronic Troubleshooting Guide
Audience: Students attending will be asked to bring approved safety glasses and
wear only rigid shoes. (no canvas shoes or open toe shoes) Students
should also bring a calculator.
Every day:
- Whiteboard & markers
- Smartboard & projector
Monday:
- 7000 Series Fuel Nozzle
- 3116 MUI Injector
- 3176 Injector cutaway
- 3176B Injector cutaway
- 3406E Injector cutaway
- HEUI Injector cutaway
- HEUI Pump cutaway
- IAPCV cutaway
- Beaker of fuel with Thermal Hydrometer
- Electrical Components Group
Tuesday:
- 3176 Fat ECM
- PEEC ECM
- ADEM II ECM
- ADEM III (ADEM 2000) ECM
- Connector Kits - HD, DT, Sure Seal
- Red Extraction Tool (1 per student)
- HD Lab Kit (1 per student)
- DT Lab Kit (1 per student)
- Pin Crimper pliers (1 per student)
- Stripper pliers (1 per student)
Sensors:
- Inlet Air Temperature
- Fuel or Coolant Temperature (1 active, 1 passive)
- Pressure Sensor - boost
- Pressure Sensor - oil
- Pressure Sensor - Atmospheric
- Pressure Sensor - HEUI oil
- Speed/Timing - brass bodied 3176
- Speed/Timing - 3406E
- Speed/Timing - 3126B passive
- Speed/Timing - C15
- Throttle Position - "Can Type"
- Throttle Position - 12v unpainted (pedal mounted)
- Throttle Position - 12v painted (pedal mounted)
- Throttle Position - "Speed Brick"
- Rack Position - 3512 PEEC
- Rack Position - 3406 PEEC
- Timing Position - 3406 PEEC
- BTM
Datalink Adapters:
- ATA (7X1686)
- GMC (7X1714)
- International (7X1403)
- J1939 (157-4829)
Additional Tooling:
- Fluke 87 Multimeter with probes
- Fluke 123 Industrial Scopemeter with probes
Objectives:
The instructor will complete all administrative duties required for class start up.
The instructor will explain the course objectives and course schedule to the students
and answer any questions concerning them.
The instructor will explain course safety procedures.
The instructor will introduce himself and the training facility.
The students will introduce themselves.
Literature Needed:
Registration Sheet Copy
Course Schedule Copy
Hardware Needed:
None
Time Required:
1.5 Hours
Objectives:
The student will gain an understanding of engine manufacturing test conditions by
completing a sample problem.
Literature Needed:
Engine Performance Reference LEXT1044
PowerPoint Slides
Hardware Needed:
Beaker of fuel and thermo-hydrometer
Projector and smartboard
Calculator
Time Required:
.75 Hours
Slide # 1
Performance Tolerances:
HP tol = 3%
Caterpillar engines are guaranteed to produce their rated brake
horsepower within a tolerance of +/-3%.
Question: Assume you have a 3406C engine, rated 425 hp at 2100 rpm,
and it is running at full load. How low could its horsepower output be
before you would suspect a problem with the engine?
Answer: We really cant say what the expected power should be unless
we know the conditions in which the engine is operating.
Manufacturing Test
Conditions
! Rated horsepower 3% occurs at SAE
J1995 conditions
Slide # 2
SAE J1995 The engine is only guaranteed to make rated horsepower under
conditions stated in SAE specification J1995.
This slide shows the manufacturing test conditions at which our engines
are tested. It is not a Caterpillar specification, it is used by all major
engine manufacturers.
Distribute a formula sheet to each student, and have them refer to the
fuel density chart.
35API @ 60F is standard for the industry, not just for Caterpillar.
Standard fuel
Standard fuel weighs 7.076 pounds per gallon @ 60F. Caterpillar sets
horsepower in our manufacturing test cells, using 35API @ 60F fuel,
heated to 85F. It weighs 7.001 pounds per gallon, and has 18,392
BTUs per pound.
Demo / practice use Demonstrate fuel density measurement, using a thermo-hydrometer and
of thermo- a sample of fuel.
hydrometer
Use the formula sheet (pages that show the correction factors) to discuss standard conditions for
fuel density, fuel temperature, inlet air temperature, and inlet air pressure.
Inlet air temperature:
Non-ATAAC: Standard is 77F, measured after the air filter and before the turbocharger (if
there is one).
ATAAC: Standard is 110F measured in the air inlet manifold. You may need to bend a probe
to fit the port on a 3406E.
Ambient air pressure: 29.61Hg is standard in a Caterpillar test cell, but 30.5Hg is standard in
the field. This takes into account the difference caused by air cleaner, relative humidity, and
exhaust back pressure that are present in the field, but are not in the factory test cell.
In the test cell, we can control the humidity in the engines inlet
air -- it doesnt breathe test cell air.
The higher the relative humidity, the less oxygen present in the air to provide good combustion
of the fuel.
The engine also does not have a muffler or air cleaner in the test cell.
Since we cannot control these factors in the field, we compensate by stating a higher norm for
ambient barometric air pressure. As the actual ambient air pressure departs from this norm, we
apply the correction factors found in the formula sheet.
Manufacturing Test
Conditions
Slide # 3
> 1 reduce HP
Correction factors greater than 1.000 will cause reduced power.
< 1 improve HP Correction factors less than 1.000 will improve horsepower.
15 HP Rule of Rule of thumb: operator will notice horsepower variation of 15 or more
Thumb horsepower.
Sample Problem
! What horsepower should be
expected from a 3406C, rated 425
horsepower @ 2100 rpm, under the
following conditions?
Slide # 4
HP under conditions Help the students as needed to find the information on the formula
sheets (LEXT1044).
The following slides build a table that shows the answers one by one so
that the students can check their work.
Sample Problem
Fuel density corrects to ?? API @ 60F
Fuel density correction factor ????
Fuel temperature correction factor ????
Air temperature correction factor ????
Baro. pressure correction factor ????
Total correction factor ????
Slide # 5
The answer is 37.6 API at 60F, as shown on the next slide. Since the
API number is greater than 35, the fuel is less dense than standard.
Sample Problem
Fuel density corrects to 37.6 API @ 60F
Fuel density correction factor ????
Fuel temperature correction factor ????
Air temperature correction factor ????
Baro. pressure correction factor ????
Total correction factor ????
Slide # 6
Sample Problem
Fuel density corrects to 37.6 API @ 60F
Fuel density correction factor 1.011
Fuel temperature correction factor ????
Air temperature correction factor ????
Baro. pressure correction factor ????
Total correction factor ????
Slide # 7
Sample Problem
Fuel density corrects to 37.6 API @ 60F
Fuel density correction factor 1.011
Fuel temperature correction factor 1.050
Air temperature correction factor ????
Baro. pressure correction factor ????
Total correction factor ????
Slide # 8
Sample Problem
Fuel density corrects to 37.6 API @ 60F
Fuel density correction factor 1.011
Fuel temperature correction factor 1.050
Air temperature correction factor 0.997
Baro. pressure correction factor ????
Total correction factor ????
Slide # 9
Sample Problem
Fuel density corrects to 37.6 API @ 60F
Fuel density correction factor 1.011
Fuel temperature correction factor 1.050
Air temperature correction factor 0.997
Baro. pressure correction factor 1.003
Total correction factor ????
Slide # 10
With all the correction factors calculated, the next step is to multiply
them times each other to arrive at the total correction factor:
1.011 x 1.050 x .997 x 1.003 = 1.062
Sample Problem
Fuel density corrects to 37.6 API @ 60F
Fuel density correction factor 1.011
Fuel temperature correction factor 1.050
Air temperature correction factor 0.997
Baro. pressure correction factor 1.003
Total correction factor 1.062
Slide # 11
Sample Problem
Slide # 12
Below 15 HP rule As seen, the expected horsepower is 400. This would more than likely
cause a performance complaint. Generally, a loss of 15 horsepower or
more can be felt by the operator.
So, even though it is an electronic engine it is important to take other
Importance of non-electronic factors such as, fuel and air into consideration when
considering ALL
aspects - fuel/air troubleshooting.
Instructor note Students who work on oil field fraccing rig applications will be
famaliar with measuring the hydraulic horsepower. This will be
calculated as:
Hydraulic Horsepower = (Barrels per Minute) x (PSI) 40.8
Hydraulic horsepower depends upon the engines brake horsepower
minus a 5 to 10% loss in the transmission that drives the pump. Hot
fuel (along with other performance factors) affects the output of any
diesel engine. If the hydraulic horsepower is too low, it may be due to
Less than 1/2 full tank, with high return rate leads to hotter fuel. As
heat goes up, fuel expands and becomes less dense (less weight per unit
volume).
Remedies: use fuel coolers, use dual tanks, keep tank(s) full, make sure
that the cooling fan from an engine is not blowing hot air onto a fuel
tank.
Tomorrow, in our discussion of fuel temperature sensors on
electronically controlled engines, we will talk about how some engines
can compensate for elevated fuel temperature.
Electronics Class
Questions so
far?
Slide # 13
Objectives:
The student will be able to recall the four types of fuel systems and their importance.
Literature Needed:
PowerPoint Slides
Hardware Needed:
Plunger and barrel (wood mockup if available)
Mechanical Unit Injector (Cut away if available)
Electronic Unit Injector (Cut away if available)
Hydraulic Electronic Unit Injector (Cut away if available)
Projector and smartboard
Time Required:
.75 Hours
Slide # 14
Slide # 15
Load increases, rpm On the contrary, when engine load increases, rpm decreases. As engine
decreases, govenor speed slows, the flyweights also spin more slowly. With less rotational
spring moves rack in
fuel on direction
speed, the flyweight centrifugal force is decreased. The governor spring
force overcomes the flyweight centrifugal force, and moves the rack in
the fuel-on direction.
Slide # 16
Load decreases, rpm Once again, as engine load decreases, rpm increases. The spring force
increases, flyweight is overtaken by the centrigical force of the flyweights, and moves the
force overcomes
spring, rack moves
rack in the fuel off direction.
in fuel off direction
Slide # 17
Instructor note Read the caption. Point out the scroll. If a wood mock-up is available,
use it to illustrate how the plunger and scroll move to determine the
amount of fuel delivered.
Slide # 18
Scroll type We'll use a cutaway plunger and barrel assembly to see how fuel is
metered and delivered to the fuel injection nozzles. This is a scroll type
fuel system with a left-hand cut scroll on the pump plunger.
Gear engages to rack The gear segment on the bottom of the plunger is engaged into the rack.
bar Rack movement rotates the plunger in the pump barrel and changes the
relationship of the scroll to the spill port (arrow).
Plunger moves up & The camshaft/follower/lifter mechanism moves the plunger up and
down in barrel. down in the barrel. In the position shown here, the plunger is at the
bottom of its stroke on the base circle of the fuel camshaft. Fuel is
flowing into the barrel through the fill and spill ports. This fuel is
supplied from the fuel gallery.
Slide # 19
Fuel enters barrel The left illustration shows the fuel entering the barrel.
As the fuel pump camshaft turns, the pump plunger moves upward,
Fuel port closes, fuel shown in the middle picture. The fill/spill port is closed and the fuel is
is pressurized pressurized above the plunger. Fuel pressure lifts a nozzle check, and
fuel is sprayed into the cylinder.
Scroll uncovers port, When the plunger travels farther up, the scroll uncovers the fill/spill
pressure is lost. End
of injection port. The fuel above the pump plunger goes through a slot (backside)
along the edge of the scroll and out the fill/spill port back to the fuel
manifold. This is the end of the injection stroke. The pump plunger can
have more travel up, but no more fuel will be sent to the fuel injection
nozzle.
Slide # 20
Radial position of Once again, the postion of the scroll is controlled by the fuel rack
scroll determines located inside the fuel pump housing. The radial postion of the scroll
amount of fuel
delivered to
determines the amount of fuel that will be injected into each cylinder.
cylinders
Slide # 21
Pump & Lines Caterpillar utilizes four basic fuel systems, pump and lines,
MUI Mechnanical Unit Injector (MUI), Mechanically Actuated Electronic
Unit Injector (EUI), Hydraulically Actuated Electronic Unit Injector
EUI
(HEUI).
HEUI
Slide # 22
Slide # 23
Limited by fuel lines, The pump and lines system had some limiting factors. The high
mechanical pressure fuel lines were a limiting factor for the injection pressure. Fuel
flyweights & springs
rate was controlled by a governor that used flyweights and springs. The
timing position was controlled by a mechanical timing advance unit that
utilized flyweights and springs.
Slide # 24
Plunger & barrel The MUI system eliminated the high pressure fuel lines. The plunger,
inside injector, fixed the barrel, and the nozzle are combined into one unit. Hence the term
timing
unit injector. Fuel rate is controlled by a mechanically actuated
govenor that uses flyweights and springs. Timing is fixed on a MUI
engine.
Slide # 25
Advantages - no high As the fuel system technology advanced, some advantages were gained.
pressure fuel lines, A couple of the advantages with MUI were the high pressure fuel lines,
higher injection
pressure
and the extenally mounted pump were eliminated. In addition, the
injection pressure went up to 23,000 psi, as compared to the 17,000 psi
with pump and lines system.
Along with the benefits of MUI came some limiting factors. There is
Limitations - No no timing advance to allow flexibility of injection timing. As well, the
timing advance, inj.
mech actuated & injector is mechanically actuated by a rocker arm, and is controlled by a
controlled by mechanical governor.
governor
Slide # 26
Fuel system break The mechanically actuated, Electronically controlled Unit Injector
through (EUI) was a huge step in fuel system developement. It has established
the foundation for reliablity and performance over the course of several
years.
ECM controls The EUI system incorporates an injector above each cylinder. The
amount & timing of ECM controls the amount of fuel delivered and the timing of injection
fuel for each cylinder. They are mechanically actuated through a camshaft
and rocker arm. In some cases lifters and push tubes are used.
Slide # 27
injection pressure Like the MUI fuel system there are no high pressure external fuel lines.
between 10,000 - The EUI can inject fuel between 10,000 and 30,000 psi.
30,000 psi
Slide # 28
This is an EUI component diagram. The EUI fuel system takes low
pressure supply fuel and pressurizes the fuel between 10,000 to 30,000
psi.
Note: Briefly mention the different components of the fuel system and
Fuel flow fuel flow, such as the fuel tank, primary fuel filter/water seperator, and
the fuel transfer lines etc...
Slide # 29
Slide # 30
Slide # 31
Slide # 32
Tappet retracted,
Without pressure from the rocker arm, the tappet spring keeps the
fuel enters barrel injector plunger retracted. Fuel can flow into the injetcor through the
fill/spill port, past the solenoid valve, and into the injector barrel.
Note: This slide shows fuel supply of 60 psi, but can range to
approximately 95 psi.
Slide # 33
Mechanical stoke of As mentioned earlier the EUI system depends upon a mechanical stroke.
rocker arm When the cam rotates and acts upon the rocker arm, it drives the tappet
and the plunger down.
Poppet open, fuel When the injector poppet valve is open, the fuel cannot be pressurized,
cant pressurize,
passes through port
and passes through the fill/spill ports.
EUI - Injection
! On a signal from
the ECM, the
solenoid closes
the fuel valve
! Pressure elevates
at the tip to the
5,500 psi needed
to unseat the
valve
! Injection begins
Slide # 34
Solenoid energized, When the ECM energizes the injector solenoid, the poppet valve closes.
poppet closes, fuel is This allows the fuel to be pressurized within the injector. The plunger
pressurized, lifts
check at 5,000 psi
travels down pressurizing the fuel in the injector tip. When the fuel
reaches approxiamately 5,000 psi the nozzle check is lifted. This is the
beginning of injection.
Because the fuel passes through tiny orifices in the bottom of the
Tiny orifices, better injector, the continued downward motion of the plunger increases the
atomization of fuel
pressure after the nozzle check opens, and atomizes the fuel into the
cylinder for a more complete burn. The higher injection pressure
improves fuel economy, and reduces exhaust emissions.
EUI - Injection
! Fuel continues to
inject until the
ECM signals the
solenoid to open
the valve
! Injection timing
and duration is
controlled by the
ECM
Slide # 35
Solenoid de- Fuel is injected into the cylinder until the ECM de-energizes the
energized, poppet solenoid. When the solenoid is de-energized the valve opens, which
opens, end of
injection
allows fuel around the poppet seat. This is the end of injection. Again,
injection timing and duration are controlled by the ECM.
EUI Limitation
! Limiting Factor:
Injection pressure
is dependent on
engine speed
(rpm)
Slide # 36
Limited by Although the EUI system is a very good fuel system, it is limited by the
mechanical injection pressure being dependent upon the speed of mechanical
actuation/rpm
components. Ultimately, the injection pressure is linked to the engine
speed.
Slide # 37
HEUI - 3126B For our purposes we will review the 3126B HEUI system. Essentially,
the HEUI systems operate in the same manner, but may have different
operating temperatures, pressures, etc...
Engine lube is The HEUI fuel system, which stands for Hydraulically actuated,
pressurized Electronically controlled, Unit Injector, takes engine lube oil and
pressurizes it to actuate the injectors.
ECM controls With HEUI, even more electronic capability was added. The ECM
delivery, timing, & controls fuel delivery, timing, and injection pressure.
injection pressure
Slide # 38
Integral fuel passage, This system utilizes an inline integral fuel passage, which eliminates the
injection 23,500 psi high pressure fuel lines. HEUI has a peak injection pressure of 23,500
psi.
Slide # 39
Injection pressure A tremendous advantage with the HEUI system is that injection
independent of rpm pressure is nearly independent from engine speed. Injection pressure is
infinitely controlled between minimum and maximum pressure limits
by the HEUI system.
Better atomization This creates better atomization of the fuel, even at lower rpms in the
engines operating range, which produces more efficient emission
levels.
H EU IFuelSystem
Slide # 40
IAPCV & IAP A look at the HEUI component diagram. The major differences from
EUI to HEUI are the HEUI pump, IAP sensor, and the IAP contol valve.
In addition, the injector is actuated hydraulically.
Locations, The IAP control valve is located in the rear of the HEUI pump. The
continuous signal to IAP sensor is located in the high pressure oil rail. The sensor monitors
ECM the HEUI oil pressure. The ECM checks HEUI pressure, and signals
the IAP control valve 72 times a second.
Capable of injecting Fuel is supplied to the injectors from the transfer pump at 65 psi. The
19 times/second HEUI injectors can inject up to nineteen times per second.
Slide # 41
IAPCV controls high The ECM communicates with the IAPCV for proper control of the high
pressure oil pressure oil. The control valve is part of the HEUI pump, is adjustment
free, and is serviceable.
! The valve
receives current
from the ECM to
control the
hydraulic
pressure in the
HEUI system
Slide # 42
ECM regulates The HEUI system IAPCV receives current from the ECM, and controls
current to IAPCV to the hydraulic pressure in the HEUI system between 870 to 3,500 psi.
maintain 870 to
3,500 psi
This controls the injection pressure approximately between 5,400 psi to
23, 500 psi.
! Regulates the
pump pressure by
venting excess oil
flow to engine oil
sump.
Slide # 43
Vents excess oil The IAPCV regulates pump pressure by venting excess oil flow to the
engine oil sump. The major components of the Injection Actuation
Pressure Control Valve (IAPCV) are:
Slide # 44
Higher injection The HEUI fuel system provides high injection pressures, better injection
pressures, rate rate shaping, and sharper end of injection.
shaping, sharper end
of injection
Improved response,
fuel economy,
This flexibilty in a fuel system creates many performance advantages
reduced emissions such as, improved response, better fuel economy, and reduced
emissions.
Slide # 45
Instructor note Read the caption. Point out the air intake with corn growing out of it.
Also, the bulging fuel filters. So even though it is an electronic engine,
dont forget the basics.
Slide # 46
Billions of inj cycles, A HEUI injector can complete a half billion injection cycles over its
abrasives damage lifetime. Abrasive particles smaller than 10 microns in diameter can
fuel systems, need
good filtration
cause accelerated wear in any high pressure fuel system. High pressure
fuel systems operate with much tighter tolerances than before. This is
the reason for high effeciency fuel filteration systems.
Cats 98% rating, Caterpillars two micron fuel filters have an absolute rating of 98%. Cat
others 50% two micron fuel filters will stop more than 98% of the abrasive particles
two microns and larger.
If an off brand, five micron fuel filter is used, and has a nominal rating,
half the abrasive particles five micron and larger can pass through the
filter. In other words, the term, nominal means that the average
trapped particle size will equal 5 microns. This can potentially cause
accelerated wear with the injectors.
Objectives:
The student will be able to identify the various engine model numbers and their
meanings.
The student will understand the importance of electronic engine progression.
The student will recognize the format used for Caterpillar engine serial numbers.
Literature Needed:
PowerPoint Slides
Hardware Needed:
Projector and smartboard
Time Required:
.5 Hours
3208 Engine:
3 = Engine Product
2 = Relative Engine Size
(3000, 3200, 3300, 3400, 3500, 3600)
08 = number of Cylinders
Depending on engine family, could
be 04, 06, 08, 12, 16, 18, or 24
Slide # 48
3116 Engine
3 = Engine Product
11 = 1.1 liters per cylinder, so:
3126 has 1.2 liters per cylinder
3176 has 1.7 liters per cylinder
3196 has 1.9 liters per cylinder
6 = number of cylinders (4 or 6)
Slide # 49
The 1.9 is a rounded off value. 3196 has a displacement very close to 12 liters. (See the spec
sheet).
Slide # 50
The C -10 is a 10 liter truck engine. The 3176C is used for all other 10
liter applications.
As well, the C -12 is the 12 liter truck engine. For other non- truck
applications the 3196C is used.
Slide # 51
73 original 3406 The 3406 was originally introduced in 1973 as a mechanically governed
mechanical engine with an external fuel pump and external, high pressure fuel lines.
The C version was introduced in 1992, both with and without PEEC.
92 C PEEC There never was a D version of this engine. It went from 3406C to
3406E in 1993, when the EUI version was released.
14.6 liters until 98
The engine continued to have 14.6 liters displacement until 1998, when
15.8 introduced in a 15.8 liter version was introduced. In non-truck applications, the 15.8
98. Truck 3406E & liter 3406E was called a 3456. In trucks, the engine was called either a
non- truck 3456,
2000 model year C- 14.6 liter 3406E, or a 15.8 liter 3406E. In 2000, the truck applications
15 & 16. Machines were renamed as C-15 and C-16. In 2001, the industrial version also got
use 3406E/3456 the name C-15 and C-16. Caterpillar machines still use the 3406E 14.6
liter and 3456 designations.
Slide # 52
99 Perkins & MAK In 1999, when Caterpillar acquired Perkins and MAK, we needed model
designations for them.
The 3000 series refers to Perkins and MHI (Mitsubishi Heavy
Industries) engines.
An example of a MAK series would be 8CM25.
8 = the number of cylinders.
C = Cat, M = MAK
25 = bore size
Cat largest range, 20
to 20,000 HP These acquistions gave Caterpillar the largest size and horsepower
range of any engine manufacturer in the world. Perkins has engines as
low as 20 horsepower, and MAK has engines with ratings up to 20,000
horsepower.
Slide # 53
Engine S/N format Historically, Caterpillar engine serial numbers have used an 8-digit
alpha-numeric format. Typically, a number first, followed by two
letters, and then five numbers.
Slide # 54
3 letters, five Because of the many engines that have been built we ran out of S/N
numbers prefix combinations that use this format. A different format was
introduced. This system uses three letters and five numbers.
Recently, we began using any alpha numeric combination for the first
Lastest format three characters.
Example: M2M12355
Slide # 55
EPA laws, 70s with The Enviromental Protection Agency (EPA) has imposed stringent
auto, 80s on emission laws on the automobile and truck industry over the years. In
highway truck
the 70s emission laws were applied to automobiles. Later, in the
1980s, similar EPA requirements were applied to the on-highway truck
engines, which included certain requirements for noise levels.
Slide # 56
Particulates, NOx & Emission laws are established by the EPA and affect three key elements,
noise particulates, NOx, and Sound or Noise.
CARB, which stands for California Air Resources Board limits sales of
California Air some engines due to emission levels.
Resources Board
CARB
As for outside the U.S., Europe has the European Commission (EC) and
European equivalents in other countries.
Commission EC
Slide # 57
Why Electronics? By now weve seen the Why electronic control? Electronics enables
Torque shaping, better torque shaping and higher injection pressures, which weve
injection pressures,
timing & duration--- learned are so critical. It provides the ability to change fuel injection
emissions timing and duration with precision. Ultimately, it targets the control of
emissions.
Slide # 58
HP, fuel economy, Further, electronics have allowed engines to increase in horsepower,
weight ratio gain in fuel economy, and provide a much better horsepower to weight
ratio. Horsepower has not only increased in the production arena, but
typically, horsepower can be increased by a simple electronic flash.
Additionally, if an engine weighs less a customer can haul more,
increasing their capability.
Slide # 59
Customer Caterpillar strives for complete satisfaction for their customers. Their
satisfaction increasing demands provide Caterpillar the challenges needed to be
successful in the market for larger horsepower and increasd fuel
economy. Fuel is the customers largest operating expense, and the
electronics let us meet or exceed these demands.
Caterpillar Electronically
Controlled Diesel Engine
3176C
Slide # 60
A look at a 3176C marine engine. The ECM jumps out here to signify
the ease of recoginizing electronic engines.
Electronically Controlled
Engines can . . .
Indicate active faults, logged faults,
and logged events
Identify major component failure
Identify sensor and actuator short
or open circuits
Slide # 61
Active, logged faults, - Show active faults, logged faults and logged events. For example,
logged events 190-00 diagnostic code indicates an engine overspeed. This is an event.
Shorts & Opens Identify electronic component short or open circuits. For example, 102-
03 diagnostic code indicates a boost pressure sensor open circuit.
Electronically Controlled
Engines cannot . . .
Troubleshoot themselves
Identify marginal component
performance
Identify inaccurate sensor readings
Think for themselves
Slide # 62
While electronics provide a broad capability, they are not able to:
Identify inaccurate sensor readings. The status screens are used to tell if
a sensor is giving reasonable data to the ECM. The ECM accepts the
input blindly.
In short, there is still job security for technicians.
Objectives:
The student will be able to recall the three versions of Caterpillar electronic engines.
Literature Needed:
PowerPoint Slides
Hardware Needed:
Projector and smartboard
Time Required:
1.25 Hours
Slide # 63
History of Cat Here is a time-line from 1987 to the present, showing the history and
Electronics development of electronic engines built by Caterpillar.
(Succesive slides build to show the history.)
Handout
Note: Refer the students to their handout sheet. It shows the completed
History Chart for them to follow along as you explain the history. It
does not include a separate slide for each part of the build.
Approx. dates Note: The dates are approximate. It is sometimes difficult to pin down
the date exactly because of the NPI process, and because the engines for
the next model year are generally introduced in October of the
preceding year.
3406B
3406B PEEC
PEEC
3176
3176 2YG
2YG
Slide # 64
7FB was the mechanically governed version of the 3406B at this time.
In the same time frame, the first engine designed from scratch for
electronic control was introduced:
2YG 3176 engine (99% for truck application) was an EUI engine with
Fat ECM
the fat ECM -- the first EUI system! Maximum injection pressure was
Max injection psi approximately 20,000 psi. This engine had a good power to weight
20,000, good power ratio, offering 360 horsepower at 2,000 pounds. This was about 900 to
to weight ratio
1000 pounds less than the 3406C at the time, which offered up to 460
horsepower at approximately 3,000 pounds.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3406B
3406B PEEC
PEEC
3176
3176 2YG
2YG
3508
3508 EUI
EUI D11,
D11, 777
777
Slide # 65
3512 PEEC MUI 3512 was introduced, using PEEC instead of Woodward Governors in
the locomotive and petroleum applications.
PEEC Electronic (3500 series engines were introduced in 1985 with Woodward Governor
control for torque and actuators. In 1988, two large petroleum customers, Schlumberger
rate shaping and Halliburton, wanted electronic control added to provide torque rate
shaping. The early EUI could not flow enough fuel to provide the
horsepower ratings desired by Schlumberger and Halliburton. The 3512
PEEC was built only for these customers and only for petroleum
application. These engines still used the Woodward actuator to move the
rack, but it was controlled by the PEEC ECM.)
ADEM I was in D11 3508 EUI went into the D11 tractor and the 777C truck with the
and 777C ADEM I ECM. Yes, there really was an ADEM I, but it had limited
application and limited capability.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
3176
3176 2YG
2YG 3176
3176 7LG
7LG
3508
3508 EUI
EUI D11,
D11, 777
777
Slide # 66
1990 (1991 Model Year) brought some changes in the truck engines:
7LG 3176 EUI 7LG 3176 EUI engine was basically much like the 2YG. Although, the
7LG brought some nice enhancements to the 3176, such as improved
Electronic Unit Injectors and electronic sensors. This was a good
engine. The 360 hp rating offered the best horsepower to weight ratio at
that time.
2EK 3406B PEEC II 2EK 3406B PEEC II, was available with up to 460hp for 1000 lbs. more
than than the 3176. These engines had up to 17,000 psi injection
pressure, and so it had more clips, clamps, and brackets on the fuel
lines.
1992: 4CK 3406C 1992: 4CK 3406C PEEC III was introduced and was built through
PEEC III 1993.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
3406E
3406E Truck
Truck
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI
Slide # 67
1993: 3406E major 1993: 3406E was introduced for truck application only. Note that there
redesign was no D model. This was a major redesign, which eliminated the
external fuel injection pump and high pressure fuel lines, and utilized
mechanically actuated, electronically controlled unit injectors,
controlled by the ADEM II ECM (Advanced Diesel Engine
Management). This model change eliminated approximately 257 piece
parts from the engine, and made it more efficient and reliable at the
same time. It also reduced the weight approximately 500 pounds as
compared to the 3406B.
3176B was introduced for truck, Challenger Tractor, and marine
3176B
applications. Electronically, it was the same as the 3406E. That is, it had
the same part number ECM, same sensors, etc. Due to different sensor
locations on the different engine models, they used different wiring
harnesses. They also used different injectors and software.
There were some minor changes to the fuel system. The electronic fuel
injector went to a single fill/spill port. The fuel transfer pump went from
an aluminum housing to one made of cast iron.
Aluminum spacer Like the earlier versions of the 3176, this engine uses an aluminum
deck, cooling sys spacer deck. Cooling system maintenance is very important. The level
maint.
of coolant conditioner needs to be kept between 3% and 6% to prevent
corrosion of the spacer deck.
The engine will overcool easily if idled at less than 1000 rpm. When the
Overcooling
engine overcools, excess moisture can accumulate in the lube oil. This
moisture then combines with sulfur dioxides from the combustion of the
fuel, to create sulfuric acid. This attacks the aluminum deck, as well as
other engine components. Low idle needs to be high enough to keep a
minimum coolant temperature of 180F.
3512 and 3516: EUI versions were introduced for locomotive and
petroleum applications.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
3406E
3406E Truck
Truck 3406E
3406E
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B
C-10
C-10
C-12
C-12
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI
3126
3126 HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Slide # 68
3406E & 3176B used 1995: The 3406E continued in production. It and the 3176B were used
beyond truck apps. in additional marine and industrial applications. Prior to 1995 these
were truck engines only.
C-10, C-12 C-10 and C-12 were introduced for truck only. They used the ADEM II
introduced ECM (which had been introduced on the 3176B and 3406E in 1993).
These engines did not have the aluminum spacer deck. They were
released to fill a demand by the large truck fleets, and continue to be
very popular engines.
In the smaller engines, 3114 was the smallest Caterpillar built engine. It
3116 HEUI
introduced never got the HEUI fuel system. In 1995, 3116 and 3126 HEUI engines
were introduced. At that time, we had already been building HEUI fuel
systems for Navistar since 1993.
3408 and 3412 HEUI engines were introduced. The current scroll and
3408 / 12 HEUI PEEC versions were still available, but the PEECS had higher
introduced.
horsepower ratings and better (faster) response.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B
C-10
C-10 C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Slide # 69
3176B updated to
C-10 continued to be used only in truck applications, while the 3176B
3176C was updated to the 3176C for all other applications. This engine had the
aluminum spacer deck removed.
3196 introduced
C-12 continued to be used only in truck applications. The equivalent
3196 was used in all other applications.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3600
3600 PEEC
PEEC
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E 3406E
3406E 14L
14L
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B Added
Added 16L
16L
3456
3456
C-10
C-10 C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI 3126B
3126B HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Slide # 70
3600 PEEC 1998: 3600 was to be updated to electronic control. The original plan
was to use an ADEM II ECM to control the Woodward Governor and
thus control the mechanical rack position. It was then decided that the
engine would get an EUI fuel system. This program has been moved out
several times. As of 2002, it is on hold.
3406E 16.0L and 3406E continued production as a 14.6 L engine. A stroked and bored
3456 introduced 15.8 L version was introduced to provide 600 Hp in truck applications.
The non-truck version of the 15.8 L engine was introduced as 3456 and
continues production today.
3126B was 3126B HEUI was introduced with the first use of ADEM III. Because of
introduced with the then upcoming millenium change, ADEM III got named ADEM
ADEM 2000 (ADEM
III)
2000. You may hear either term, but they are synonomous. The 3126B
was a major redesign, going to a cross-flow head and a 3-valve system
(1 exhaust, 2 intake valves). This engine is sometimes referred to as the
3-valve engine to distinguish it from the 3126 MUI which continued to
be built with 1 intake and 1 exhaust valve per cylinder.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3600
3600 PEEC
PEEC
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
ADEM
ADEM 2000
2000
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E 3406E
3406E 14L
14L 3406E
3406E 14L
14L
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B Added
Added 16L
16L 3406E
3406E 16L
16L
3456
3456
C-10
C-10 C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196 C-12/3196
C-12/3196 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI 3126B
3126B HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Perkins
Perkins 3000
3000
MAK
MAK
Slide # 71
ADEM 2000 added 1999: In 1999, the ADEM 2000 ECM was added to the C-10, 3176C,
to HD engines C-12, 3196, 3406E 14.8 L, and 3406E 15.8 L engines.
3456 got ADEM 2000 in some applications, but continued to use
ADEM II in other applications. This depended on whether or not the
product group updated the electronics for their applications.
Perkins purchase
Perkins was purchased by Caterpillar in early 1999.
These two purchases gave Caterpillar a wider range of engine
displacement and horsepower than any other engine manufacturer in the
world. We also became the largest engine manufacturer worldwide.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3600
3600 PEEC
PEEC
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
ADEM
ADEM 2000
2000 ADEM
ADEM 2000
2000
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E 3406E
3406E 14L
14L 3406E
3406E 14L
14L C-15
C-15
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B Added
Added 16L
16L 3406E
3406E 16L
16L C-16
C-16
3456
3456
C-10
C-10 C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196 C-12/3196
C-12/3196 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI 3126B
3126B HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Perkins
Perkins 3000
3000
MAK
MAK
Slide # 72
3406E becomes C-15 2000: In 2000, the 3406E 14.6L became the C-15. The 3406E 15.8L
and C-16 became the C-16. Electronically there was no major change. The
engines got new press-in-place seals in various locations. The weight
was reduced by sculpting the block, the main bearing caps, and other
components.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3600
3600 PEEC
PEEC
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
ADEM
ADEM 2000
2000 ADEM
ADEM 2000
2000
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E 3406E
3406E 14L
14L 3406E
3406E 14L
14L C-15
C-15
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B Added
Added 16L
16L 3406E
3406E 16L
16L C-16
C-16
3456
3456
C-10
C-10 C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196 C-12/3196
C-12/3196 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI C-9
C-9 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI 3126B
3126B HEUI
HEUI 3126E
3126E HEUI
HEUI
3400
3400 VV HEUI
HEUI
Perkins
Perkins 3000
3000
MAK
MAK
Slide # 73
C-9 introduced 2001: In 2001, the C-9 HEUI engine was introduced to replace the
3306 in industrial and vehicular applications. This engine uses the HEP
(High Efficiency Pump) and the HI300B injector. It is a wet linered, 9
liter engine, that shares many features of the 3126E.
3126B becomes In March, the 3126B was renamed 3126E to recognize various updates
3126E
that had occurred incrementally since the introduction of the 3126B.
Some of these updates included chrome ceramic structure rings,
tungsten coated HEUI injectors, and new CFFV/LEV ratings. A 3126E
may or may not be sold with a catalytic converter aftertreatment,
depending upon the intended application.
Instructor note CFFV is an acronym for Clean Fuel Fleet Vehicle, and LEV is an
acronym for Low Emission Vehicle.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3600
3600 PEEC
PEEC
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
ADEM
ADEM 2000
2000 ADEM
ADEM 2000
2000
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E 3406E
3406E 14L
14L 3406E
3406E 14L
14L C-15
C-15
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B Added
Added 16L
16L 3406E
3406E 16L
16L C-16
C-16
3456
3456
C-10
C-10 C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196 C-12/3196
C-12/3196 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI C-9
C-9 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI 3126B
3126B HEUI
HEUI 3126E
3126E HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Perkins
Perkins 3000
3000
MAK
MAK
Slide # 74
ACERT This chart shows all the history we have discussed. There are changes
coming in the truck engines as we move to ACERT technology.
ACERT stands for Advanced Combustion Emissions Reduction
Technology. This will avoid the need to use cooled Exhaust Gas
Recirculation.
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3600
3600 PEEC
PEEC
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
ADEM
ADEM 2000
2000 ADEM
ADEM 2000
2000
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E 3406E
3406E 14L
14L 3406E
3406E 14L
14L C-15
C-15
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B Added
Added 16L
16L 3406E
3406E 16L
16L C-16
C-16
3456
3456
C-10
C-10 C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196 C-12/3196
C-12/3196 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI C-9
C-9 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI 3126B
3126B HEUI
HEUI 3126E
3126E HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Perkins
Perkins 3000
3000
MAK
MAK
Slide # 75
Simplifying the T/S. There are a lot of electronic engines on the chart. To a person who may
have to electronically troubleshoot any, or all, of these engines, it can be
intimidating.
Heres a way to simplify the situation (slide is a build to illustrate the
following points):
In this class we will disregard Perkins and MAK.
PEEC, EUI, HEUI Sort the remaining models into three broad categories, according to their
fuel systems: PEEC, EUI, and HEUI. Later in the class, we will find
that, electronically speaking, all PEEC engines are essentially the same,
all EUI engines are essentially the same, and all HEUI engines are
essentially the same.
(Go to next slide -- it combines EUI and HEUI.)
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3600
3600 PEEC
PEEC
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
ADEM
ADEM 2000
2000 ADEM
ADEM 2000
2000
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E 3406E
3406E 14L
14L 3406E
3406E 14L
14L C-15
C-15
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B Added
Added 16L
16L 3406E
3406E 16L
16L C-16
C-16
3456
3456
C-10
C-10 C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196 C-12/3196
C-12/3196 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI C-9
C-9 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI 3126B
3126B HEUI
HEUI 3126E
3126E HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Slide # 76
Combine EUI and To further simplify the troubleshooting process, we can actually
HEUI, difference is combine EUI and HEUI engines into one group for troubleshooting
IAP sensor and
IAPCV
procedures. Except for two electronic components found on the HEUI
engine, that are not on EUI engines, the troubleshooting process will be
the same. These are the injection actuation pressure sensor, and the
injection actuation pressure control valve (IAPCV).
3408
3408 // 12
12 PEEC
PEEC 3400
3400 VV PEEC
PEEC
3512
3512 PEEC
PEEC MUI
MUI 3512
3512 PEEC
PEEC MUI
MUI
3600
3600 PEEC
PEEC
3406B
3406B PEEC
PEEC 3406C
3406C PEEC
PEEC
ADEM
ADEM 2000
2000 ADEM
ADEM 2000
2000
3406E
3406E Truck
Truck 3406E
3406E 3406E
3406E 3406E
3406E 14L
14L 3406E
3406E 14L
14L C-15
C-15
3176
3176 2YG
2YG 3176
3176 7LG
7LG 3176B
3176B Truck
Truck 3176B
3176B 3176B
3176B Added
Added 16L
16L 3406E
3406E 16L
16L C-16
C-16
3456
3456
C-10
C-10 C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C C-10/3176C
C-10/3176C
C-12
C-12 C-12/3196
C-12/3196 C-12/3196
C-12/3196 C-12/3196
C-12/3196
3508
3508 EUI
EUI D11,
D11, 777
777
3512/16
3512/16 EUI
EUI 3500B
3500B
3116
3116 HEUI
HEUI 3116
3116 HEUI
HEUI C-9
C-9 HEUI
HEUI
3126
3126 HEUI
HEUI 3126
3126 HEUI
HEUI 3126B
3126B HEUI
HEUI 3126E
3126E HEUI
HEUI
3400
3400 V
V HEUI
HEUI
Perkins
Perkins 3000
3000
MAK
MAK
Slide # 77
Electronics Class
Questions so
far?
Slide # 78
Objectives:
The student will follow and complete the digital multimeter lab sheet.
Literature Needed:
Digital multimeter lab sheet
Hardware Needed:
Digital Multimeter
Electrical Components Group Caterpillar Service Training
Time Required:
1 Hour
Exercise I
1. With a digital multimeter measure the resistance of the following components located in
the Electrical Components Group. Take all measurements with the test box power turned
off. Write the results in the space provided.
WORKSHEET I
Resistor R 1
Resistor R 2
Resistor R 3
Resistor R 4
Resistor R 5
Resistor R 6
Variable Resistor set at 60
Variable Resistor set at 180
Variable Resistor set at 300
Exercise II
1. Use the Electrical Components Group and jumpers to make the circuit shown in
Illustration I.
2. Using a Caterpillar digital multimeter, make the measurements requested on worksheet
"2". Write the measurements you take in the space provided.
Illustration I:
L1
A R1
B
L2
Switch R2
Fuse
+ - + -
Worksheet II
SWITCH POSITION
A B
VOLTAGE:
Battery
VOLTAGE DROP:
Light L1
Light L2
Resistor R1
Resistor R2
CURRENT:
Light L1
Light L2
Resistor R1
Resistor R2
RESISTANCE:
Light L1
Light L2
Resistor R1
Resistor R2
Exercise III
1. (a). Use the Electrical Components Group and jumper wires to make a circuit as shown
in "Illustration II".
Illustration II
(b). Place the variable resistor control knob in the position marked 160.
(c). Turn the power switch on.
(d). Measure the voltage in the circuit at test points 1 through 10 with the switch in
position "A" and again with the switch in position "B". Enter these readings in the
appropriate boxes in worksheet "III".
2. (a). Leave the jumper wires in place. Place a jumper wire from test point 4 to ground.
(b). Measure the voltage in the circuit at test points 1 through 10 with the switch in
position "A". Enter these readings in the appropriate boxes in worksheet "III".
(c). At the fuse connector, unplug the jumper wire that runs from Battery + to the fuse.
What is the voltage reading at the fuse end of the jumper wire? ___________. Plug the
jumper wire back into the fuse connector.
(d). At the fuse connection, unplug the jumper wire that runs from the fuse to the variable
resistor. What is the voltage reading at the fuse end of the connector? ___________.
(e). Plug the jumper wire back into the fuse connector and unplug the same wire at the
variable resistor connector. What is the voltage reading at the variable resistor end of the
jumper wire? _________.
(f). Plug the jumper wire back into the resistor connector and unplug the wire that runs
from the variable resistor connector to lamp 1 at the variable resistor connector. What is
the voltage reading at the variable resistor connector? ___________.
(g). Plug the jumper wire back into the variable resistor connector and unplug the same
wire at the lamp 1 connector. What is the voltage reading at the lamp end of the jumper
wire? ___________.
Exercise III
Worksheet III
Activity I II
A B A
1
2
3
4
5
6
7
8
9
10
Objectives:
The student will complete a written quiz over the material presented Monday with at
least a 70% accuracy.
Literature Needed:
None
Hardware Needed:
Projector and smartboard
Time Required:
.5 Hour
2. Any deviation from the standard test conditions can only increase the available:
horsepower.
A. True
B. False
3. The force of the governor spring always moves to give _________ fuel to the engine:
A. less
B. no
C. more
D. less and more
4. What are the four basic fuel systems that Caterpillar uses:
A. Pump and Lines, Mechanical Unit Injector (MUI), Mechanically Actuated
Electronic Unit Injector (EUI), and Compressed Air Unit Injector (CAUI)
B. Hydraulically Actuated Electronic Unit Injector (HEUI), Mechanical Unit
Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), and
Stacked Injection.
C. Pump and Lines, Mechanical Unit Injector (MUI), Mechanically Actuated
Electronic Unit Injector (EUI), and Hydraulically Actuated Electronic Unit
Injector (HEUI)
D. None of the above
5. What HEUI component receives current from the ECM, and controls the hydraulic
pressure in the HEUI system:
A. IAP sensor
B. IAP control valve
C. HEUI injector
D. HEUI pump
6. What were the advantages with the MUI fuel system as compared to Pump and
Lines:
A. Timing advance
B. Injection pressure increased
C. High pressure fuel lines were eliminated
D. All of the above
8. With the EUI system, injection timing and duration are controlled by the ________:
A. valves
B. sensors
C. camshaft
D. ECM
10. With the HEUI system, the ECM controls fuel delivery, injection timing, and
injection pressure:
A. True
B. False
2. Any deviation from the standard test conditions can only increase the available: B
horsepower.
A. True
B. False
3. The force of the governor spring always moves to give _________ fuel to the
engine:C
A. less
B. no
C. more
D. less and more
4. What are the four basic fuel systems that Caterpillar uses: C
A. Pump and Lines, Mechanical Unit Injector (MUI), Mechanically Actuated
Electronic Unit Injector (EUI), and Compressed Air Unit Injector (CAUI)
B. Hydraulically Actuated Electronic Unit Injector (HEUI), Mechanical Unit
Injector (MUI), Mechanically Actuated Electronic Unit Injector (EUI), and
Stacked Injection.
C. Pump and Lines, Mechanical Unit Injector (MUI), Mechanically Actuated
Electronic Unit Injector (EUI), and Hydraulically Actuated Electronic Unit
Injector (HEUI)
D. None of the above
5. What HEUI component receives current from the ECM, and controls the hydraulic
pressure in the HEUI system: B
A. IAP sensor
B. IAP control valve
C. HEUI injector
D. HEUI pump
6. What were the advantages with the MUI fuel system as compared to Pump and
Lines: A
A. Timing advance
B. Injection pressure increased
C. High pressure fuel lines were eliminated
D. All of the above
8. With the EUI system, injection timing and duration are controlled by the _______: D
A. valves
B. sensors
C. camshaft
D. ECM
10. With the HEUI system, the ECM controls fuel delivery, injection timing, and
injection pressure: B
A. True
B. False