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Engine Service Training Instructor Course Book

SEGQ4031 8/02

ENGINE COURSE BOOK

CATERPILLAR ENGINE
ELECTRONICS

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SEGQ4031 -2- Course Description
8/02

COURSE DESCRIPTION

Title: Caterpillar Engine Electronics


Length: 4 1/2 Days
Prerequisite:
None
Course Number:
SEGQ4031

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

Successfully troubleshoot Caterpillar electronic engines

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.

This is a one week class, designed for Caterpillar dealer employees,


customers, and Caterpillar employees. Attendees are usually some
mixture of supervisors, engineers, and technicians.

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SEGQ4031 -3- Course Schedule
8/02

Caterpillar Engine Electronics


Schedule

Day Sec. Subject Time

Monday 1 Introduction & Scope/Goals of the Class 8:00 9:30


Break 9:30 9:45
2 Engine Performance Factors 9:45 10:30
3 Fuel Systems Overview 10:30 11:00
Lunch 11:00 11:45
Fuel Systems Overview 11:45 12:30
4 Engine Nomenclature 12:30 1:00
5 Electronic Engine History 1:00 2:15
Break 2:15 2:30
6 Digital Multimeter Lab 2:30 3:30
7 Quiz (Review) 3:30 4:00
Tuesday 8 Electronic Control Modules 8:00 9:30
Break 9:30 9:45
9 Harnesses and Connectors 9:45 10:30
10 Harnesses and Connectors Lab 10:30 11:00
Lunch 11:00 11:45
11 Electronic Sensors 11:45 2:15
Break 2:15 2:30
Electronic Sensors 2:30 3:30
12 Quiz (Review) 3:30 4:00
Wednesday 13 Electronic Component Summary 8:00 9:30
Break 9:30 9:45
14 Electronic Technician Lab 9:45 11:00
Lunch 11:00 11:45
15 Open / Short Exploration Lab 11:45 2:15

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SEGQ4031 -4- Course Schedule
8/02

Break 2:15 2:30


Open / Short Exploration Lab 2:30 3:15
Lab Feedback (teams share results) 3:15 4:00
Thursday 16 Troubleshooting / Scenarios 8:00 9:15
Break 9:15 9:30
Troubleshooting / Scenarios 9:30 11:00
Lunch 11:00 11:45
17 Troubleshooting Lab (Broken Engines) 11:45 2:15
Break 2:15 2:30
Troubleshooting Lab (Broken Engines) 2:30 4:00
Friday Troubleshooting Lab (Broken Engines) 8:00 9:15
Break 9:15 9:30
Troubleshooting Lab (Broken Engines) 9:30 10:15
18 Final Test / Class Evaluation 10:15 11:00

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SEGQ4031 -5- Literature List
8/02

Caterpillar Engine Electronics


Student Literature List

Description Literature Number


Student Binder SENR3470
Course Registration Photocopy
Glossary of Terms LEXQ9297
Course Schedule Sheet Photocopy
List of Relevant Caterpillar Literature Photocopy
Engine Performance Reference LEXT1044
Lab Sheet - Digital Multimeter Photocopy
Fuel System Quiz Photocopy
Lab Sheet - Deutsch Connectors Photocopy
Sure Seal Connector (Special Instructions) SMHS7531
Deutsch HD & DT Connectors (Tool Manual) SEHS9615
Proper Welding Techniques SEBD6700
3176 Pocket Pal LEXT3069
Sensors 3176B, 3406E, C-10, C-12 LEXT1724
Sensors C-10, C-12, 3406E, C-15, C-16 LEXT1725
Sensors 3116, 3126 HEUI LEXT1722
Sensors Diesel Truck Electronics LEXT1723
Operating Tips NEEG2502
Cat Truck Engine Diagnostic Codes NEEG2501
Cat Marine / Industrial Engine Diagnostic Codes NEEG2490
ECM / Sensor Quiz Photocopy
Lab Sheet - Unbroken Engines Photocopy
Lab Sheet - Electronic Technician Photocopy
Lab Assignment - Broken Engines Photocopy
Final Exam Photocopy
Course Evaluation Sheet Photocopy

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SEGQ4031 -6- Hardware List
8/02

Caterpillar Engine Electronics


Hardware List

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)

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SEGQ4031 -7- Course Schedule
8/02

- Wire - 14 AWG approx. 12" long (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

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SEGQ4031 -8- Course Schedule
8/02

- 3 - wire HD Breakout Tee


- Spoons
- Simulator with Throttle Position Sensor

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SEGQ4031 -9- Lesson Plan
8/02

Caterpillar Engine Electronics


Lesson Plan 1 - Introduction & Scope/Goals of the Class

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

Tasks Required by Instructor to Meet Objectives:


1. Fill out registration forms.
2. Explain course objectives and schedule.
3. Explain course safety procedures.
4. Introduce self and students.

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SEGQ4031 - 10 - Lesson Plan
8/02

Caterpillar Engine Electronics


Lesson Plan 2 - Engine Performance Factors

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

Tasks Required by Instructor to Meet Objectives:


1. Demonstrate fuel density measurement by using thermo-hydrometer and fuel sample.
2. Complete sample problem with students.
3. Answer any questions.

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SEGQ4031 - 11 - Slide/Text Reference
8/02

Engine Performance Factors

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.

97% X 425 hp = 412.25 hp.

However, the engine may be performing perfectly, yet producing less


than 412 hp., depending on the ambient conditions.

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SEGQ4031 - 12 - Slide/Text Reference
8/02

Manufacturing Test
Conditions
! Rated horsepower 3% occurs at SAE
J1995 conditions

35 API fuel density @ 60F


85F fuel temperature
110F inlet manifold temperature - ATAAC
77 F inlet air temperature - JWAC
29.61 inches of hg air pressure (test cell)
(30.50 inches of hg in field)

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

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SEGQ4031 - 13 - Slide/Text Reference
8/02

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.

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SEGQ4031 - 14 - Slide/Text Reference
8/02

Manufacturing Test
Conditions

! Used by all major engine OEM'S


! Any deviation from standard
affects available horsepower

Slide # 3

Operating conditions can either increase or decrease the engines


available horspower and torque.

> 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.

Answer any questions, then go to the next slide to work a practice


problem.

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SEGQ4031 - 15 - Slide/Text Reference
8/02

Sample Problem
! What horsepower should be
expected from a 3406C, rated 425
horsepower @ 2100 rpm, under the
following conditions?

40 API fuel density at 90 F


135 F fuel temperature at filter base
105 F inlet manifold temperature
30.05 inches of hg air pressure

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.

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SEGQ4031 - 16 - Slide/Text Reference
8/02

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

Note to Instructor: If possible, demonstrate measuring API with a


beaker of fuel.
First, correct the fuel density to 60F.

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.

There will be a reduction of power. The fuel density correction factor


that we find in the table will be greater than 1.000.

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SEGQ4031 - 17 - Slide/Text Reference
8/02

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

Now find the fuel density correction factor.


The factor is 1.011, as shown on the next slide. This correction factor
means that there will be a 1.1% loss of power due to less than standard
fuel density.
To find the % variation from standard, subtract the correction factor
from 1.000, and multiply the result by 100%. In this case:
1.000 - 1.011 = -.011
-.011 x 100% = -1.1%

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SEGQ4031 - 18 - Slide/Text Reference
8/02

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

Now find the fuel temperature correction factor.


The factor is 1.050, as shown on the next slide.

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SEGQ4031 - 19 - Slide/Text Reference
8/02

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

Now find the air temperature correction factor.


The factor is .997, as shown on the next slide.
This correction factor is very close to 1.000, because the air inlet
temperature in this example (105F) is very close to standard (110F).
Although the effect will be slight, the factor is less than 1.000 so there
will be a positive effect on power.
To find the % variation from standard, subtract the correction factor
from 1.000, and multiply the result by 100%. In this case:
1.000 - .997 = .003
.003 x 100 = +.3%

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SEGQ4031 - 20 - Slide/Text Reference
8/02

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

Now find the barometric pressure correction factor.


The factor is 1.003, as shown on the next slide.

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SEGQ4031 - 21 - Slide/Text Reference
8/02

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

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SEGQ4031 - 22 - Slide/Text Reference
8/02

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

The total correction factor shows that performance will be reduced by


6.2%. The main reason is the high fuel temperature. The expected
horsepower under these operating conditions can be calculated by
dividing the rated horsepower by the total correction factor (see next
slide).

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SEGQ4031 - 23 - Slide/Text Reference
8/02

Sample Problem

So . . . what horsepower should be


expected from our example
3406C rated 425 hp @ 2100?

425 1.062 = 400 horsepower

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

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SEGQ4031 - 24 - Slide/Text Reference
8/02

fuel temperature. Fuel return-to-tank rates have an impact on fuel


temperature, especially with hot ambient conditions and partially filled
tanks.
Here are some return rates:
Cycle to head Burn rate Return
3176B 90 Gal/hour 10 Gal/hour 80 + Gal/hour
3512 250 Gal/hour 109 Gal/hour 141 + Gal/hour
3406E 70 Gal/hour 18 Gal/hour 52 + Gal/hour

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.

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SEGQ4031 - 25 - Slide/Text Reference
8/02

Electronics Class

Questions so
far?

Slide # 13

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SEGQ4031 - 26 - Lesson Plan
8/02

Caterpillar Engine Electronics


Lesson Plan 3 - Fuel Systems Overview

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

Tasks Required by Instructor to Meet Objectives:


1. Present the slides on fuel systems
2. llustrate the operation of a plunger and barrel with the wood mockup.
3. Pass around the injectors as they are discussed.
4. Answer any questions

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SEGQ4031 - 27 - Slide/Text Reference
8/02

Fuel Systems Overview -


Mechanical Governor
! As engine speed
increases,
flyweights move
linkage and fuel
rack in fuel off
direction

Slide # 14

When PEEC was introduced in 1987, it utilized most of the mechanical


fuel system. This is an illustration of how the mechnical governor
system functions.
The governor controls the amount of fuel needed by the engine to
Engine speed maintain a desired rpm. Below the top red arrows are the governor
increases, flyweights flyweights. When the engine speed increases, centrigical force moves
move out, rack
moves in off the flyweights out. In return, through a pivot lever, the rack linkage
direction. moves (bar just above bottom red arrow) in the fuel off direction.

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SEGQ4031 - 28 - Slide/Text Reference
8/02

Fuel Systems Overview -


Mechanical Governor
! As engine load
increases, rpm
decreases
! Governor spring
force overcomes
flyweight force
! Rack moves in
fuel on direction

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.

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SEGQ4031 - 29 - Slide/Text Reference
8/02

Fuel Systems Overview -


Mechanical Governor
! As load decreases,
rpm increases
! Fly weight force
overcomes spring
force
! Moves rack in fuel off
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

Gov spring force =


more fuel The force of the governor spring always pushes to give more fuel to the
engine. The centrifugal (rotating) force of the flyweights always pushes
Force of flyweights =
reduction of fuel,
to get a reduction of fuel to the engine. When these two forces are in
balance (equal), the engine runs at a constant rpm.
Force balanced =
engine runs constant
rpm

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SEGQ4031 - 30 - Slide/Text Reference
8/02

Fuel Systems Overview -


Mechanical Governor
! As the rack moves in
the fuel-on direction,
the scroll is rotated to
allow more fuel to be
injected
! As the rack moves in
the fuel-off direction,
the scroll is rotated to
allow less fuel to be
injected

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.

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SEGQ4031 - 31 - Slide/Text Reference
8/02

Fuel Systems Overview

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.

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SEGQ4031 - 32 - Slide/Text Reference
8/02

Fuel Systems Overview

! Fuel fills barrel


! Plunger is moved
upward by the fuel
system camshaft
! Fill/Spill port is closed,
fuel is pressurized
! Fill/Spill port opens,
pressure is lost

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.

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SEGQ4031 - 33 - Slide/Text Reference
8/02

Fuel Systems Overview

! The position of the


scroll:
is controlled by the
fuel rack
determines the
amount of fuel
injected

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

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SEGQ4031 - 34 - Slide/Text Reference
8/02

Fuel Systems Overview

! Types of fuel systems:


Pump and lines
Mechanical Unit Injector (MUI)
Mechanically Actuated Electronic Unit
Injector (EUI)
Hydraulically Actuated Electronic Unit
Injector (HEUI)

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

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SEGQ4031 - 35 - Slide/Text Reference
8/02

Fuel Systems Overview -


Pump & Lines System
! Multi-plunger, high
pressure pump, fuel
lines & fuel nozzles
! Flyweights and
springs control fuel
rate and timing
! Can inject fuel from
5,000 to 17,000 PSI

Slide # 22

The pump and lines system uses an externally mounted, multiple


plunger, high pressure pump. The fuel lines extend from the top of the
pump to the fuel nozzles.

Fuel rate and timing are controlled by flyweights and springs.

Injection pressure ranges from 5,000 to 17,000 psi.

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SEGQ4031 - 36 - Slide/Text Reference
8/02

Fuel Systems Overview -


Pump & Lines System
! Limiting Factors:
High pressure fuel
lines limit fuel
injection pressure
Fuel rate & timing
control

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.

response of 3 These mechanical devices were able to respond approximately at a rate


times/second of 3 times per second.

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SEGQ4031 - 37 - Slide/Text Reference
8/02

Fuel Systems Overview -


MUI System
!! A unit injector is
positioned above each
cylinder
!! A mechanically
actuated governor
controls fuel rate
(scroll metered) with
flyweights and springs
!! Timing is fixed

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.

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SEGQ4031 - 38 - Slide/Text Reference
8/02

Fuel Systems Overview -


MUI System
! Advantages:
High pressure fuel
lines are eliminated
Injection pressure
up to 23,000 PSI
! Limiting Factors:
No timing advance
Mechanical
actuation &
governor control

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

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SEGQ4031 - 39 - Slide/Text Reference
8/02

Fuel Systems Overview -


EUI System
!! A unit injector is
positioned above each
cylinder
!! An Electronic Control
Module (ECM) controls
fuel rate and timing
!! Injectors are
mechanically actuated
by a camshaft

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.

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SEGQ4031 - 40 - Slide/Text Reference
8/02

Fuel Systems Overview -


EUI System
! Can inject fuel at
up to 30,000 PSI
! High pressure
fuel lines are
eliminated

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

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SEGQ4031 - 41 - Slide/Text Reference
8/02

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...

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SEGQ4031 - 42 - Slide/Text Reference
8/02

Slide # 29

The five major components of the EUI are:


- Tappet
- Plunger
- Barrel
- Nozzle Assembly
- Cartridge Valve

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SEGQ4031 - 43 - Slide/Text Reference
8/02

Slide # 30

The cartridge valve consists of the following:


- Solenoid
- Armature
- Poppet Spring
- Poppet Valve

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SEGQ4031 - 44 - Slide/Text Reference
8/02

Slide # 31

The nozzle assembly consists of the following:


- Nozzle Spring
- Nozzle Check
- Nozzle Tip

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SEGQ4031 - 45 - Slide/Text Reference
8/02

EUI - Injector Fill


!! Without pressure
from the rocker arm,
a spring keeps the
plunger retracted
!! Fuel flows into the
injector through the
fill / spill port, past
the poppet valve and
into the barrel

Slide # 32

EUI 4 stages The four stages of the EUI system are:


- Pre-injection
- Fill
- Injection
- Spill

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.

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SEGQ4031 - 46 - Slide/Text Reference
8/02

EUI - Mechanical Stroke


! As the cam
rotates, it drives
the plunger
downward
! Until the ECM
signals the start
of injection, fuel
goes out the
fill / spill port

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.

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SEGQ4031 - 47 - Slide/Text Reference
8/02

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.

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SEGQ4031 - 48 - Slide/Text Reference
8/02

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.

Injection timing = when the solenoid is energized


Injection duration = how long the solenoid is energized

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SEGQ4031 - 49 - Slide/Text Reference
8/02

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.

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SEGQ4031 - 50 - Slide/Text Reference
8/02

Fuel Systems Overview -


HEUI System
!! A unit injector is
positioned above
each cylinder
!! An Electronic
Control Module
(ECM) controls fuel
rate, timing, and
injection pressure
!! The injector is
hydraulically
actuated

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

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SEGQ4031 - 51 - Slide/Text Reference
8/02

Fuel Systems Overview -


HEUI System
! High pressure
fuel lines are
eliminated
! Can inject at up to
23,500 PSI

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.

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SEGQ4031 - 52 - Slide/Text Reference
8/02

Fuel Systems Overview -


HEUI System
! An advantage:
Injection pressure is
infinitely controlled
between maximum
and minimum
pressure limits,
regardless of
engine speed

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.

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SEGQ4031 - 53 - Slide/Text Reference
8/02

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.

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SEGQ4031 - 54 - Slide/Text Reference
8/02

HEUI System - IAPCV


!! The IAPCV (Injection
Actuation Pressure
Control Valve:
Controls the HEUI oil
pressure
Is part of the HEUI
hydraulic pump,
externally mounted
for easy service
Has a large, externally
mounted electrical
solenoid for efficiency
and serviceability

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.

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SEGQ4031 - 55 - Slide/Text Reference
8/02

HEUI System - IAPCV

! 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.

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SEGQ4031 - 56 - Slide/Text Reference
8/02

HEUI System - IAPCV

! 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:

Major components - Armature


- Solenoid
- Push pin
- Poppet

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SEGQ4031 - 57 - Slide/Text Reference
8/02

In the HEUI Fuel System


High injection pressures give:
lower particulate emissions
improved fuel rate
improved performance
Injection rate shaping gives:
lower NOx emissions
reduced combustion noise
Sharper end of injection gives:
reduced particulate emissions

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.

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SEGQ4031 - 58 - Slide/Text Reference
8/02

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.

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SEGQ4031 - 59 - Slide/Text Reference
8/02

Fuel Systems Overview

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.

human hair much


larger than 1 The average human hair is .004 in diameter. As seen, one micron is
micron. 2 micron much smaller. A two micron fuel filter can more than double the life of
filter can double life an old or new fuel system, as compared with a 10 micron filtration
system.

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.

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SEGQ4031 - 60 - Slide/Text Reference
8/02

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.

Reminder, never prefill fuel filters. Consult the appropriate O & M


guide for proper priming procedures.

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SEGQ4031 - 61 - Lesson Plan
8/02

Caterpillar Engine Electronics


Lesson Plan 4 - Engine Nomenclature

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

Tasks Required by Instructor to Meet Objectives:


1. Present the slides
2. Answer any questions

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SEGQ4031 - 62 - Slide/Text Reference
8/02

Engine Model Numbers

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

Now lets look at Engine Model Numbers, and their meanings.

3208 is shown here as an example of engine nomenclature:


The 3 means that the product is an engine.
The 2 indicates the relative size (3200, 3300, 3400, 3500, 3600)
The 08 indicates the number of cylinders (3204, 3208, 3304, 3306,
3406, 3408, 3412, 3508, 3512, 3516, 3524, 3606, etc.).

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SEGQ4031 - 63 - Slide/Text Reference
8/02

Engine Model Numbers

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

In the 3100 series engine families, the nomenclature indicates the


engine displacement per cylinder:
The 3 means that the product is an engine.
The two middle digits tell how many liters of displacement per cylinder.
Thus, a 3116 has 1.1 liters per cylinder, a 3126 has 1.2 liters per
cylinder, a 3176 has 1.7 liters per cylinder, and a 3196 has 1.9 liters per
cylinder.
The final digit tells the number of cylinders. For example, a 3114 has
four cylinders, and a 3116 has six cylinders.
Note:
6 cylinders x 1.1 liters = 6.6 liters total displacement for a 3116
6 cylinders x 1.2 liters = 7.2 liters total displacement for a 3126
6 cylinders x 1.7 liters = 10.2 liters total displacement for a 3176
6 cylinders x 1.9 liters = 11.4 liters total displacement for a 3196

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SEGQ4031 - 64 - Slide/Text Reference
8/02

The 1.9 is a rounded off value. 3196 has a displacement very close to 12 liters. (See the spec
sheet).

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SEGQ4031 - 65 - Slide/Text Reference
8/02

Engine Model Numbers

C-10, 10 liter truck engine


10 liter in everything else is 3176C
C-12, 12 liter truck engine
12 liter in everything else is 3196C

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.

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SEGQ4031 - 66 - Slide/Text Reference
8/02

Engine Model Numbers

3406E was a 14.6 liter engine until 1998


In 1998, 3406E was 14.6 or 15.8 liter for
truck
3456 was the 15.8 liter in any non-truck
application
14.6 liter and 15.8 liter became C-15 and
C-16 for truck, industrial applications

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.

In 1983, the B version was introduced with the redesigned New


83 the B version Scroll fuel system.

In 1987, PEEC was added to provide electronic control of the


87 PEEC mechanical rack and to control the mechanical timing advance unit.

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

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SEGQ4031 - 67 - Slide/Text Reference
8/02

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.

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SEGQ4031 - 68 - Slide/Text Reference
8/02

Engine Model Numbers

3000 Series Engines


Perkins or MHI
(Mitsubishi Heavy Industries)
As low as 20HP
MAK Engines
Germany
As high as 20,000 HP

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.

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SEGQ4031 - 69 - Slide/Text Reference
8/02

Engine Serial Numbers

Our engines historically used


8-digit serial numbers in this
format:
Number, letter, letter, five numbers
Example: 2YG45313 or 8TC44185

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.

For example: 2YG45313

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SEGQ4031 - 70 - Slide/Text Reference
8/02

Engine Serial Numbers

Some now have a different format:


Letter, letter, letter, five numbers
Example: CKM11284
Another format started consists of any
combination in the first three characters
and last five will be numeric.
Example: M2M12355

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.

For example: CKM11284

Recently, we began using any alpha numeric combination for the first
Lastest format three characters.

Example: M2M12355

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SEGQ4031 - 71 - Slide/Text Reference
8/02

Why Electronic Control?

In the 1970s, EPA exhaust emissions


standards were applied to automobiles.
In the early 1980s, similar EPA
requirements were applied to on-
highway trucks.
Also in the 1980s, EPA Noise
emissions were applied to the trucks.

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.

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SEGQ4031 - 72 - Slide/Text Reference
8/02

Why Electronic Control?


Emission laws affect three key
elements:
Particulates
NOx
Sound
CARB (California Air Resources Board)
limits sales of some engines.
There are the EC (European
Commission) in Europe and equivalents
in other countries.

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

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SEGQ4031 - 73 - Slide/Text Reference
8/02

Why Electronic Control?

What is BLACK smoke?


(result of incomplete combustion)
Charge shaping and injection pressure
are very significant
Ability to change fuel injection timing
and duration very quickly is a must
With Electronics we have decreased
noise, NOx, and particulates

Slide # 57

Black smoke? To understand what might be seen by the performance of an engine we


Incomplete ask, What is BLACK smoke? Black smoke is a result of incomplete
combustion
combustion. Simply put there is more fuel being injected than can be
burned properly with the amount of air that is available, or a bad air/fuel
mixture.

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.

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SEGQ4031 - 74 - Slide/Text Reference
8/02

Why Electronic Control?

Electronics allow increased:


horsepower
fuel economy
horsepower to weight ratio.
Electronics allow decreased:
Noise
NOx
Particulates

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.

Again, electronically controlled .....such as, pre-injection (HEUI),


higher injection pressures and timing culminate to lower emissions.

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SEGQ4031 - 75 - Slide/Text Reference
8/02

Why Electronic Control?

To satisfy customers demand for:


increased horsepower
better fuel economy
better reliability
easier serviceability

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.

Furthermore, with proper preventative maintenance practices, reliabilty


has dramatically increased. In conjunction, reasonable serviceability
leaped forward due to adjustment free replaceable components.

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SEGQ4031 - 76 - Slide/Text Reference
8/02

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.

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SEGQ4031 - 77 - Slide/Text Reference
8/02

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

Aids us Lets glance at how the electronics can aid us in troubleshooting


engines:

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.

Diagnostic tests - cyl


cutout Assists with identifying major component failures. For example, a
cylinder cut-out test may indicate a bad injector.

Shorts & Opens Identify electronic component short or open circuits. For example, 102-
03 diagnostic code indicates a boost pressure sensor open circuit.

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SEGQ4031 - 78 - Slide/Text Reference
8/02

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:

Troubleshoot by themselves, a technician is still needed. For example,


Cant T/S alone an ECM can detect there is an open circuit, but cannot find the exact
location of the open.

Identify marginal component performance, such as a pitted camshaft


lobe or leaking head gasket.

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.

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SEGQ4031 - 79 - Lesson Plan
8/02

Caterpillar Engine Electronics


Lesson Plan 5 - Electronic Engine History

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

Tasks Required by Instructor to Meet Objectives:


1. Present the slides.
2. Answer any questions

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SEGQ4031 - 80 - Slide/Text Reference
8/02

Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

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SEGQ4031 - 81 - Slide/Text Reference
8/02

Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

3406B
3406B PEEC
PEEC

3176
3176 2YG
2YG

Slide # 64

In October, 1987 (for the 1988 model year):


87 PEEC, pump & 8TC 3406B PEEC (Programmable Electronic Engine Control) was
Lines, Max inj 7000
psi
introduced for truck only. It had a pump-and-lines fuel system, with an
electronic governor. Maximum injection pressure was approximately
7,000 psi. Fuel rate was controlled by a mechanical rack, but the ECM
controlled rack position.

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

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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.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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

In the 1988 - 89 time frame:


3408 and 3412 high performance marine engines were introduced. They
3408 & 12 PEEC
High Performance
were also used in generator sets and petroleum applications. They
Marine offered high horsepower in a relatively small package. These were built
through the year 2000.

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.)

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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.

(ADEM = Advanced Diesel Engine Management).

3176 Challenger Tractor was introduced -- originally with a 3306


Engine.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

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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 and 3412 High Performance Marine: Continued in production.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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

3406E in wider 1996: 3406E continued to be used in wider range of applications.


range of apps.

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.

3116 HEUI ends


production 3116 HEUI ended production in 1996.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

MAK purchase MAK was purchased by Caterpillar in mid 1998.

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.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.

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Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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.)

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SEGQ4031 - 96 - Slide/Text Reference
8/02

Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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).

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 97 - Slide/Text Reference
8/02

Electronic Engine History


1987
1987 88
88 1990
1990 1993
1993 1995
1995 1996
1996 1998
1998 1999
1999 2000
2000 2001
2001 2002
2002

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

Ask the class:


Which of these engines do they work on, or have the possibility of
working on, back home? Circle the models as they are mentioned.

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 98 - Slide/Text Reference
8/02

Electronics Class

Questions so
far?

Slide # 78

Answer any questions over the first days material.

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SEGQ4031 - 99 - Lesson Plan
8/02

Caterpillar Engine Electronics


Lesson Plan 6 - Digital Multimeter Lab

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

Tasks Required by Instructor to Meet Objectives:


1. Assist the students as needed.
2. Answer any questions.

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SEGQ4031 - 100 - Lab Sheet - Digital Multimeter
8/02

In completing this lab, you will practice the following skills:


1. Use a multimeter to measure resistance and voltage.
2. Use a schematic to assemble an electronic test box.

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

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SEGQ4031 - 101 - Slide/Text Reference
8/02

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

+ - + -

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SEGQ4031 - 102 - Slide/Text Reference
8/02

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

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SEGQ4031 - 103 - Slide/Text Reference
8/02

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

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 104 - Slide/Text Reference
8/02

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? ___________.

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 105 - Slide/Text Reference
8/02

Exercise III

These measurements demonstrate:


Activity I
Switch position "A" - In a complete circuit in which energy is still flowing, the pressure of the
electrical energy changes after each component in which there is a resistance.
Switch position "B" - In an "open" circuit, the electrical energy is the same at all places in the
circuit up to where the circuit has been broken.
Activity II
The jumper wire shows the effect of a "short" in a circuit. Steps (c) though (f) demonstrate
finding a "short" by creating "opens".

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SEGQ4031 - 106 - Slide/Text Reference
8/02

Worksheet III

Activity I II
A B A
1
2
3
4
5
6
7
8
9
10

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SEGQ4031 - 107 - Lesson Plan
8/02

Caterpillar Engine Electronics


Lesson Plan 7 - Fuel System Quiz

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

Tasks Required by Instructor to Meet Objectives:


1. Administer the quiz
2. Upon student completion, review the quiz

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 108 - Fuel System Quiz
8/02

Caterpillar Engine Electronics


Lesson Plan 7 - Fuel System Quiz

Select the best answer:


1. In manufacturing test conditions, the standard API fuel density is:
A. 38 @ 60 F
B. 40 @ 105 F
C. 34 @ 65 F
D. 35 @ 60 F

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

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 109 - Fuel System Quiz
8/02

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

7. Always prefill the fuel filters:


A. True
B. False

8. With the EUI system, injection timing and duration are controlled by the ________:
A. valves
B. sensors
C. camshaft
D. ECM

9. Which of these listed is NOT a HEUI component:


A. injector rocker arm
B. IAP sensor
C. IAPCV
D. Hydraulically Actuated Electronic Unit Injector

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 110 - Fuel System Quiz
8/02

10. With the HEUI system, the ECM controls fuel delivery, injection timing, and
injection pressure:
A. True
B. False

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 111 - Fuel System Quiz Master
8/02

Caterpillar Engine Electronics


Lesson Plan 7 - Fuel System Quiz

Select the best answer:


1. In manufacturing test conditions, the standard API fuel density is: D
A. 38 @ 60 F
B. 40 @ 105 F
C. 34 @ 65 F
D. 35 @ 60 F

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

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 112 - Fuel System Quiz Master
8/02

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

7. Always prefill the fuel filters: B


A. True
B. False

8. With the EUI system, injection timing and duration are controlled by the _______: D
A. valves
B. sensors
C. camshaft
D. ECM

9. Which of these listed is NOT a HEUI engine component: A


A. injector rocker arm
B. IAP sensor
C. IAPCV
D. Hydraulically Actuated Electronic Unit Injector

LAST PRINT SECTION EXIT MAIN NEXT


SEGQ4031 - 113 - Fuel System Quiz Master
8/02

10. With the HEUI system, the ECM controls fuel delivery, injection timing, and
injection pressure: B
A. True
B. False

LAST PRINT SECTION EXIT MAIN NEXT

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