Best Caterpillar c9-Syst Oper Testing and Adjusting Manual

RENR9823 July 2006

Systems Operation Testing and Adjusting C9 On-highway Engine C9S1-Up (Engine)

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Important Safety Information Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as “DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows: Attention! Become Alert! Your Safety is Involved.

The message that appears under the warning explains the hazard and can be either written or pictorially presented.

Operations that may cause product damage are identified by “NOTICE” labels on the product and in this publication.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.

The warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure, work method or operating technique that is not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or repair procedures that you choose.

The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this product Caterpillar recommends using Caterpillar replacement parts or parts with equivalent specifications including, but not limited to, physical dimensions, type, strength and material.

Failure to heed this warning can lead to premature failures, product damage, personal injury or death.

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3 Table of Contents

Table of Contents

Charging System - Test ........................................

Electric Starting System - Test ..............................

Engine Oil Pressure Sensor - Test ........................

Pinion Clearance - Adjust .....................................

Systems Operation Section General Information ................................................ 4 Electronic Control System Components ................. 6 Fuel System ......................................................... 13 Air Inlet and Exhaust System ............................... 16 Lubrication System .............................................. 21 Cooling System .................................................... 24 Basic Engine ......................................................... 26 Rear Power Take-Off (RPTO) ............................... 28 Electrical System ................................................. 28

Testing and Adjusting Section Fuel System Fuel System - Inspect ...........................................

Air in Fuel - Test ....................................................

Engine Speed - Check ..........................................

Finding Top Center Position for No. 1 Piston ........

Fuel Injector - Test ................................................

Fuel Quality - Test .................................................

Fuel System - Prime .............................................

Fuel System Pressure - Test .................................

Gear Group (Front) - Time ....................................

33 33 34 35 36 36 37 38 40

Air Inlet and Exhaust System Air Inlet and Exhaust System - Inspect .................

Turbocharger - Inspect ..........................................

Inlet Manifold Pressure - Test ...............................

Exhaust Temperature - Test ..................................

Aftercooler - Test ...................................................

Engine Crankcase Pressure (Blowby) - Test ........

Engine Valve Lash - Inspect/Adjust ......................

41 45 48 49 49 52 53

Lubrication System Engine Oil Pressure - Test ....................................

Excessive Bearing Wear - Inspect ........................

Excessive Engine Oil Consumption - Inspect .......

Increased Engine Oil Temperature - Inspect ........

55 58 58 58

Cooling System Cooling System - Check (Overheating) ................

Cooling System - Inspect ......................................

Cooling System - Test ...........................................

Water Temperature Regulator - Test .....................

Water Pump - Test ................................................

60 62 62 67 67

Basic Engine Piston Ring Groove - Inspect ................................

Connecting Rod Bearings - Inspect ......................

Main Bearings - Inspect ........................................

Cylinder Block - Inspect ........................................

Flywheel - Inspect .................................................

Flywheel Housing - Inspect ...................................

Vibration Damper - Check ....................................

69 69 69 69 70 71 73

Electrical System Alternator - Test .................................................... 74 Battery - Test ......................................................... 74

75 76 77 77

Index Section Index ..................................................................... 79

4 Systems Operation Section

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Systems Operation Section i02529033

General Information SMCS Code: 1000

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Illustration 1 Right side view (1) Lifting eye (2) Coil for the spark plug on the Aftertreatment Regeneration Device (ARD) (3) Turbocharger (4) Crankcase breather

(5) Solenoid valve on the ARD for the air (6) Valve actuator for the Clean Gas Induction (CGI) (7) Mount for the refrigerant compressor (8) ARD (9) Mount for the alternator

(10) Flywheel housing (11) Water pump (12) Vibration Damper (13) CGI cooler (14) Oil filter

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Illustration 2 Left side view (15) Front housing cover (16) Fuel pump (17) Fuel priming pump

(18) Inlet elbow (19) Fuel rail (20) Engine Control Module “ECM”

The engine is a in-line six cylinder engine. The firing order of the engine is 1-5-3-6-2-4. The engine’s rotation is counterclockwise when the engine is viewed from the flywheel end of the engine. The engine utilizes a turbocharger and an air-to-air aftercooler.

(21) Air compressor (22) Oil pan (23) Electric starter

The fuel system eliminates many of the mechanical components that are used in a pump-and-line system. The fuel system also provides increased control of the timing and increased control of the fuel air mixture. The timing advance is achieved by precise control of the fuel injector timing. Engine rpm is controlled by adjusting the injection duration.

A special pulse wheel provides information to the Engine Control Module (ECM) for detection of cylinder position and engine rpm.

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The engine has built-in diagnostics in order to ensure that all of the components are operating properly. In the event of a system component failure, the operator will be alerted to the condition via the check engine light that is located on the dashboard. An electronic service tool can be used to read the numerical code of the faulty component or condition. Also, the cruise control switches can be used to flash the code on the check engine light. Intermittent faults are logged and stored in memory.

Starting The Engine The engine’s ECM will automatically provide the correct amount of fuel in order to start the engine.

Do not hold the throttle down while the engine is cranking. If the engine fails to start in twenty seconds, release the starting switch. Allow the starting motor to cool for two minutes before the starting motor is used again.

NOTICE Excessive ether (starting fluid) can cause piston and ring damage. Use ether for cold weather starting purposes only.

Cold Mode Operation Starting the engine and operation in cold weather is dependent on the type of fuel that is used, the oil viscosity, and other optional starting aids. For more information, refer to the Operation and Maintenance Manual, “Cold Weather Operation”. i02563867

Electronic Control System Components SMCS Code: 1900

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Illustration 3 Right side view (1) Aftertreatment Regeneration Device (ARD) exhaust gas temperature #1 (turbine outlet) (2) Coil on the ARD for the spark plug (3) Actuator valve for the turbocharger

(4) Solenoid for the ARD actuator valve (5) Solenoid for the ARD air valve (6) CGI delta pressure sensor (7) Atmospheric temperature sensor (8) Air inlet temperature sensor

(9) CGI temperature sensor (10) ARD exhaust gas temperature #3 (flame boundary) (11) Spark plug for the ARD

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Illustration 4 Left side view (12) Temperature sensor for the fuel (13) Pressure sensor for the fuel rail (14) Coolant temperature sensor (15) Intake manifold air temperature sensor (16) ARD exhaust gas temperature #2 (flame detect)

(17) Primary engine speed/timing sensor (18) Secondary engine speed/timing sensor (19) Intake manifold pressure sensor (20) Solenoid for the air inlet heater (21) Engine Control Module (ECM) (22) Oil pressure sensor

(23) (24) (25) (26) (27)

ARD ARD ARD ARD ARD

fuel enabled solenoid pilot fuel pressure sensor pilot fuel control solenoid main fuel pressure sensor main fuel control solenoid

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Engine Monitoring The electronic control system includes engine monitoring. The system monitors engine oil pressure, coolant temperature, and coolant level. All truck engines are shipped from the factory with the following sensors: engine oil pressure sensor and coolant temperature sensor. The Original Equipment Manufacturer (OEM) is responsible for providing and installing the coolant level sensor. The coolant level sensor is the only sensor that can be individually selected for engine monitoring. The software for the Engine Control Module (ECM) contains a customer programmable parameter that enables the coolant level sensor. The default factory setting is “NO”. The ECM customer programmable parameters have four levels that are for engine monitoring:

• Warning (factory default) • Engine derate • Engine shutdown

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The DPF filters soot from the exhaust gas. If the temperature that is in the DPF is hot enough, the DPF oxidizes the soot. If the temperature that is in the DPF is not hot enough, the DPF retains the soot.

Excessive soot can lead to plugging of the DPF. When the soot must be removed from the DPF, the electronic control module will activate the CRS so that the soot can be oxidized into gas. Regeneration will be required more frequently when the engine is operated at extended idle and when the engine is operated in cold conditions. The DPF will need periodic cleaning of the accumulation of ash that occurs from the engine oil.

Operation of the Caterpillar Regeneration System The temperature of the DPF must be above a particular value in order for regeneration to occur.

The exhaust gas provides heat for the regeneration process. There are two types of regeneration:

Warning Mode

Passive Regeneration – The engine provides sufficient exhaust gas temperature for regeneration.

Warning mode uses the following sensors: engine oil pressure, coolant temperature, and optional coolant level sensor. When a diagnostic code is active, the check engine lamp will flash and the warning lamp will come on.

Active Regeneration – The engine’s duty cycle does not provide sufficient exhaust temperature for passive regeneration. The CRS operates in order to raise the temperature of the exhaust gas. When the regeneration process is complete, the CRS turns off.

Engine Derate and Engine Shutdown

Operation of the Clean Gas InductionSystem (CGI)

The engine derate and the engine shutdown allows the ECM to alter engine performance in order to avoid damage to the engine. The engine should return to normal conditions once the problem is corrected. When the engine is derated, the check engine lamp and the warning lamp will flash. For the operating conditions that cause these modes, refer to the appropriate section for the sensor.

Operation of the Diesel Particulate Filter (DPF) The Diesel Particulate Filter (DPF) and the Caterpillar Regeneration System (CRS) work together in order to reduce particulate emissions. The DPF collects the soot in the exhaust. The DPF converts the soot into a gas which is released into the atmosphere.

The process of converting soot into gas is called regeneration. The CRS helps to accomplish this process when regeneration is required. Ash from the engine oil is also collected in the DPF.

The CGI system sends hot exhaust gas from the DPF to the CGI cooler. The hot exhaust gas is cooled in the CGI cooler. The now cooled exhaust gas passes through an electronic controlled flapper valve. The electronically controlled flapper valve is hydraulically actuated. The engine is using air from the truck’s air filter system when the flapper valve is in the full OFF position. As the flapper valve starts to open the flow of cooled exhaust gas from the CGI cooler mixes with the air flow from the air filter. As the demand for more cooled exhaust gas increases the flapper valve opens wider. This increases the flow of cooled exhaust gas from the CGI cooler. As the demand for more cooled exhaust gas increases, the demand for air flow from the engine’s air filter decreases.

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Electronic Control System Operation The fuel delivery and injection timing are electronically controlled. In comparison to engines that are controlled mechanically, the electronic control system provides increased control of timing and increased control to the fuel to the air ratio.

Injection timing is achieved by precise control of injector firing time, and engine power is controlled by adjusting the firing duration. The ECM energizes the fuel injection solenoid in order to start the injection of fuel. The ECM will de-energize the fuel injection solenoid in order to stop the injection of fuel. Refer to the Systems Operation, “Fuel System” for a complete explanation of the fuel injection process.

The engine uses the following types of electronic components: input, control, and output.

An input component is one that sends an electrical signal to the ECM. The signal that is sent varies in either voltage or in frequency when there is a change in some specific system of the vehicle. An example would be the engine speed/timing sensors or the coolant temperature sensor. The ECM sees the input sensor signal as information about the condition, environment, or operation of the vehicle.

An electronic control system component receives the input signals. Electronic circuits that are inside the ECM evaluate the signals. The ECM then supplies electrical energy to the output components of the system, which are in response to predetermined combinations of input signal values.

An output component is one that is operated by the ECM. An output component receives electrical energy from the ECM. The electrical energy is used to perform one of the following functions:

• Perform work. An example would be moving a

solenoid plunger. An output component takes an active part in regulating or operating the vehicle.

• An output component can give information or a

warning. An example would be a light or an alarm to the operator of the vehicle or other person.

Output components provide the ability to electronically control the engine operation in order to improve the following items: performance, fuel consumption rate, and reduced emissions levels. A brief description of the sensors that are used in the electronic control system follows:

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Atmospheric Pressure Sensor The atmospheric pressure sensor is an absolute pressure sensor that measures atmospheric pressure. Both the boost pressure and the oil pressure are communicated to the service tools and over the data link. The two pressures are calculated by subtracting the reading for the atmospheric pressure sensor. The atmospheric pressure sensor measures pressure from 0 to 116 kPa (0 to 17 psi).

The atmospheric pressure sensor is supplied with + 5 VDC by the ECM.

Intake manifold pressure sensor The intake manifold pressure sensor is an absolute pressure sensor that measures inlet manifold pressure. The difference between the measurement of the inlet manifold pressure and the pressure that is measured by the atmospheric pressure sensor is called the boost pressure. The information is communicated to Caterpillar Electronic Technician (ET) and over the data link. The intake manifold pressure sensor measures pressures from 20 to 550 kPa (3 to 80 psi). The intake manifold pressure sensor is supplied with + 5 VDC by the ECM.

Air Inlet Temperature Sensor This sensor is located in the valve assembly of the Clean Gas Induction (CGI). The sensor measures the air after the air cleaner.

Intake Manifold Air Temperature Sensor This sensor is located in the air intake manifold. The sensor is measuring air right after the ATTAC.

Coolant Level Sensor The coolant level sensor is installed by the vehicle OEM. The coolant level sensor is an optional sensor.

The coolant level sensor is selected through the ECM customer programmable parameter. The ECM customer programmable parameters can be protected by customer passwords.

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Coolant Temperature Sensor The engine coolant temperature is measured by an electronic sensor that is mounted on the water temperature regulator housing. The coolant temperature signal is used to modify the amount of the fuel that is delivered to the engine and the engine timing for improvement during cold starts and white smoke cleanup. The ECM supplies the coolant temperature sensor with 5.0 ± 0.5 VDC. The sensor output voltage is + 0.5 to + 4.5 VDC. The sensor output voltage depends on the engine coolant temperature. Coolant temperature is used to indicate the cold mode operation and coolant temperature is used for engine monitoring.

Coolant Temperature Engine Monitoring Operation The check engine lamp will flash if engine monitoring is programmed to derate the engine. The check engine lamp will flash if engine monitoring is programmed to shut down the engine. The warning lamp will then flash when the associated diagnostic code is active. When the warning lamp flashes, the engine is in derate mode.

Fuel Temperature Sensor The fuel temperature is monitored in order to adjust the calculations for the fuel rate. The temperature of the fuel is also monitored in order to correct the power of the engine. The power of the engine is altered in order to provide constant power when fuel temperatures exceed 30 °C (86 °F). The maximum correction of the power occurs when the fuel temperature reaches 70 °C (158 °F). Fuel temperature that exceeds 90 °C (194 °F) for ten minutes causes a diagnostic code to be logged.

Sensor for the Intake Valve Actuation Pressure The sensor for the intake valve actuation pressure measures the oil pressure in the external oil rail that is located on the valve cover base. The oil pressure is communicated over the data link and the oil pressure can be displayed by Cat ET.

Engine Oil Pressure Sensor The engine oil pressure sensor is an absolute pressure sensor that measures engine oil pressure in the oil gallery. The engine oil pressure is communicated over the data link and the engine oil pressure can be displayed by Cat ET. The ECM uses the sensor input only if the parameter for engine monitoring is programmed to Warning, Derate, or Shutdown. The engine oil pressure sensor measures pressure from 0 to 1135 kPa (0 to 165 psi). The sensor is supplied by the ECM with + 5 VDC.

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Primary Engine Speed/Timing Sensor and Secondary Engine Speed/Timing Sensor This engine uses two engine speed/timing sensors.

The primary engine speed/timing sensor senses the position of the crankshaft gear. The secondary engine speed/timing sensor senses the position of the camshaft gear. Both sensors detect a reference for engine speed and engine timing from a unique pattern on the gear for that sensor.

The primary engine speed/timing sensor is used for starting the engine. The secondary engine speed/timing sensor determines when the No. 1 cylinder is at the top of the compression stroke.

When the timing has been established, the primary engine speed/timing sensor is used to determine the engine speed.

The engine will start and the engine will run if only one signal from the sensors is present. However, if there is no signal from either engine speed/timing sensor, the engine will stop. The loss of signal from both sensors will prevent the engine from starting.

Accelerator Pedal Position Sensor The accelerator pedal position sensor is an electronic sensor that is connected to the accelerator pedal.

The accelerator pedal position sensor sends a pulse width modulated signal to the ECM.

Vehicle Speed Sensor The vehicle speed sensor is an electromagnetic pickup that measures vehicle speed. The sensor measures vehicle speed from the rotation of the gear teeth that are in the drive train of the vehicle.

Check Engine Lamp (Diagnostic Lamp) The check engine lamp is sometimes referred to as the diagnostic lamp. The check engine lamp is located on the dashboard of the vehicle. The check engine lamp can be used as a diagnostic lamp in order to communicate any problems with the operation of the electronic control system.

Note: The check engine lamp and the warning lamp are different. For more information about terminology for electronic components, refer to your engine’s Troubleshooting manual.

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When a diagnostic fault is detected by the ECM, the check engine lamp will turn ON. When a diagnostic fault is detected by the ECM, the check engine lamp will blink at five second intervals. The check engine lamp should be ON and the check engine lamp should be flashing diagnostic code 55 whenever the keyswitch is turned ON but the engine is not running.

This condition will test whether the lamp is operating correctly.

If the check engine lamp comes on and the check engine lamp stays on after the initial start-up, the system has detected a fault. The check engine lamp or service tools can be used to identify the diagnostic code.

The dash mounted cruise control switches are used to interrogate the ECM for system status. With the cruise control switches in the OFF position, move the “SET/RESUME” switch to the RESUME position.

The check engine lamp will begin to flash in order to indicate a two digit diagnostic code while the “SET/RESUME” switch is held in the RESUME position. The sequence of flashes represents the system diagnostic message. The first sequence of flashes adds up to the first digit of the diagnostic code. After a one second pause, a second sequence of flashes will occur. The second sequence of flashes represent the second digit of the diagnostic code.

If necessary, additional diagnostic codes will follow after a three second pause. Additional diagnostic codes will be displayed in the same manner.

The check engine lamp is also used to monitor the idle shutdown timer. The check engine lamp will start to flash at a rapid rate 90 seconds before the programmed idle time is reached. If the clutch pedal indicates a change in position or the service brake pedal indicates a change in position during the final 90 seconds, the idle shutdown timer will be disabled.

The idle shutdown timer will then need to be reset.

Engine Control Module (ECM) The ECM power supply provides electrical power to all engine mounted sensors and actuators. Reverse voltage polarity protection and resistance to vehicle power system voltage swings or surges have been designed into the ECM. The ECM also monitors all input from the sensors. The ECM also provides the correct outputs in order to ensure desired engine operation.

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The ECM contains memory in order to store customer specified parameters. The ECM also identifies a factory engine rating. The memory also contains a personality module identification code in order to prevent unauthorized tampering. The memory also contains an identification code in order to prevent switching of engine ratings and other manufacturing information.

The wiring harness provides communication or signal paths to the various sensors. A boost pressure sensor, the data link connector, and the engine/vehicle connectors are examples. The ECM performs many functions. The ECM contains all of the information that regulates engine performance. The ECM contains all of the information for the emission certification. Several examples are listed: engine timing, air/fuel ratio, and fuel ratio control maps.

Note: The list that follows contains a portion of the customer specified parameters: engine power rating, vehicle identification number, low gear limit, intermediate gear limit, engine speed limit, gear down protection, Top Engine Limit (TEL), Vehicle Speed Limit (VSL), controls for the vehicle’s high gear, Low Cruise Control Set Limit (LCC), High Cruise Control Set Limit (HCC), retarder coast/latch, and idle shutdown timer. The customer specified parameters may be secured by customer passwords. An ECM may have all of the programmed parameters or any combination of the programmed parameters. For a brief explanation of each of the customer specified parameters, refer to the Troubleshooting manual for your engine.

The ECM is programmed to run diagnostic tests in order to separate a fault to a specific circuit. Once a fault is detected, the fault can be displayed in several ways on the check engine lamp. Several examples of the displays are listed: flashing coded display (representing a diagnostic fault code) on the dash mounted check engine lamp and diagnostic codes can be read by using an electronic service tool.

The ECM will log most of the diagnostic codes that are generated during engine operation. The logged codes or the active codes can be read by Cat ET.

Relay Driver Module for the Cooling Fan The ECM provides a disable function for the cooling fan. If the ECM output is high, the fan is off. The disable function for the cooling fan is for control of the engine’s cooling fan. The on/off control is based on the following items: coolant temperature, engine brake mode, and engine speed. The on/off control is also based on the air conditioning high pressure switch that is installed by the OEM. All other control of the cooling fan is the responsibility of the OEM.

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13 Systems Operation Section

In order to prevent fan clutch cycling during engine cranking due to low voltage levels, the ECM disables the fan. Because an electrical open circuit is the most likely failure mode, Caterpillar recommends a normally open relay for this circuit. i02438675

Fuel System SMCS Code: 1250

Introduction

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Illustration 5 Fuel system diagram (1) Return line from pressure relief valve to tank (2) Solenoid for the fuel pump (3) High pressure supply line (4) Fuel injector (5) Fuel pressure sensor (6) Fuel rail (7) Pressure relief valve for the fuel rail (8) Quill tube

(9) Return line from fuel pump to tank (10) Pressure relief valve for the fuel pump (11) Fuel line from secondary filter to fuel pump (12) Fuel line from transfer pump to fuel filter (13) Pressure regulator for the drain line (14) Fuel pump (15) Transfer pump (16) Fuel line for the drain back to filter

(17) Fuel tank (18) Primary fuel filter (19) Fuel line from the primary filter to the transfer pump (20) Speed/timing sensor (21) Secondary fuel filter (22) Engine control module (ECM)

The operation of this fuel system is completely different from any other type of fuel system that is actuated mechanically. The fuel system is completely free of adjustment. Adjustments to the components that are mechanical can not be made. Changes in performance are made by installing different software on the Engine Control Module (ECM) (22).

• Fuel pump (14)

This fuel system consists of five major components:

• Fuel transfer pump (15)

• Engine Control Module (ECM) (22) • Fuel Injectors (4) • Fuel rail (6)

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Note: The components of the fuel system are not serviceable. These fuel system components must not be disassembled. Disassembly will damage the components. If the components have been disassembled, Caterpillar may not allow a warranty claim or Caterpillar may reduce the warranty claim.

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Component Description Fuel Injector

Fuel System Operation Fuel is pulled from the fuel tank (17) and through the primary fuel filter (18) by the use of the transfer pump (15). The transfer pump (15) sends the fuel through the secondary fuel filter (21) and up to the fuel pump (14). The fuel pump (14) pressurizes the fuel that is sent to the fuel rail (6). The fuel rail (6) distributes the fuel to the fuel injectors (4) by the use of quill tubes (8). The fuel rail uses a fuel pressure sensor (5) that tells the ECM (22) the pressure of the fuel rail. The ECM also receives engine speed from the speed/timing sensor (20). The ECM controls the solenoids for the fuel pump (2) in order to obtain the correct amount of pressure. If pressure at the fuel rail is too high, the pressure relief valve (7) will drain proper amounts of fuel back to the fuel tank. Once the fuel reaches the fuel injectors, the fuel injectors open a control valve that is inside of the injector by the use of a solenoid. The fuel injectors deliver the high pressure fuel into the combustion chamber at precise amounts of quantity and time. A drain in the fuel injector sends fuel that was not used during the delivery to the secondary filter. The pressure regulator (13) keeps a constant back pressure on the fuel injector.

Illustration 6

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Side view (1) (2) (3) (4) (5)

Solenoid Control valve Drain hole Quill tube bore Tip

The fuel system utilizes electronic controlled fuel injectors. This system uses electronically actuated solenoids (1) to control the injection of the fuel into the combustion chamber.

The injector uses a control valve (2) in order to control the delivery of fuel into the combustion chamber. The drain hole (3) sends unused pressurized fuel back to the secondary fuel filter. The other pressurized fuel is injected through orifice holes in the bottom of the tip (5). Fuel is inserted into the combustion chamber in precise amounts in order to control engine performance.

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15 Systems Operation Section

There are many other operating conditions when the injection pressure is between the minimum and the maximum. Regardless of the speed of the engine, the fuel system provides infinite control of injection pressure.

Fuel Pump

Quill Tube

Illustration 7

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Side view (6) (7) (8) (9)

Quill tube Ball valve O-ring seal Nut

The quill tube (6) fits on the inside of the cylinder head. The quill tube is held in position by the use of a nut (9) and a ball valve (7). An O-ring seal (8) is used in order to help seal the quill tube in the head.

Refer to Specifications, “Fuel Injector” for the proper installation of the quill tube.

Engine Control Module (ECM) Engine Control Module (ECM) is located on the left side of the engine. The ECM is a powerful computer that provides total electronic control of engine performance. The ECM uses data from engine performance that is gathered by several sensors.

Then, the ECM uses this data in order to make adjustments to the fuel delivery, injection pressure and injection timing. The ECM contains programmed performance maps (software) in order to define horsepower, torque curves and rpm. This software is commonly called the personality module.

The engine does not have a replaceable personality module. The personality module is a permanent part of the ECM. The personality module for the engine can be reprogrammed by Caterpillar Electronic Technician (ET).

ECM logs faults of engine performance. Also, the ECM is capable of running several diagnostic tests automatically when the ECM is used with an electronic service tool such as the Cat ET or the Electronic Control Analyzer Programmer (ECAP).

Illustration 8

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(10) Fuel pump

Fuel pump (10) is located at the left front corner of the engine. The fuel pump uses electronic solenoids and RPM from the engine to pressurize the fuel.

Pump Pressure Regulator The pump pressure regulator is internal to the fuel pump. The pump pressure regulator is a valve of high precision that controls pump outlet pressure (actuation pressure) by changing pump outlet flow.

The performance maps in the ECM contain a desired actuation pressure for every engine operating condition. The ECM sends a control current to the pump pressure regulator. The control current should make the actual actuation pressure equal to the desired actuation pressure.

The pump pressure regulator is an actuator that converts an electrical signal from the ECM to the mechanical control of plunger sleeves in order to change the pump outlet flow and the pump outlet pressure.

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Fuel Transfer Pump

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Air Inlet and Exhaust System SMCS Code: 1050

Illustration 9

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Fuel transfer pump (11) is mounted on the back of fuel pump (10). The fuel is pressurized to 190 MPa (27550 psi).

The fuel transfer pump is a variable gear pump. The fuel transfer pump is driven by the shaft of the fuel pump. A relief valve in the fuel transfer pump limits the outlet pressure to 400 ± 100 kPa (60 ± 15 psi).

Rail Pressure Sensor (RPS)

Illustration 11

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Air flow schematic (1) (2) (3) (4) (5) (6) (7) (8)

Air line Aftercooler core Air inlet elbow Exhaust outlet from turbocharger Turbine side of turbocharger Compressor side of turbocharger Clean Gas Induction Cooler Air filter

The components of the air inlet and exhaust system control the quality of the air that is available for combustion. These components also control the amount of the air that is available for combustion.

The components of the air inlet and exhaust system are listed below:

• Air cleaner • Clean gas induction cooler • Turbocharger Illustration 10

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• Aftercooler

(12) Rail Pressure Sensor

• Cylinder head

Rail pressure sensor (12) is installed in the high pressure fuel rail. The rail pressure sensor monitors the fuel pressure that is inside of the fuel rail. The rail pressure sensor sends a continuous voltage signal back to ECM . The ECM interprets the signal. The ECM is aware of the fuel pressure at all times.

• Valves and valve system components • Piston and cylinder • Exhaust manifold

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17 Systems Operation Section

Inlet air is pulled through the air cleaner. The inlet air is then compressed and heated by the compressor wheel of turbocharger (6) to about 150 °C (300 °F).

The inlet air is then pushed through air-to-air aftercooler core (2) and the inlet air is moved to air inlet elbow (3). The temperature of the inlet air at air inlet elbow (3) is about 43 °C (110 °F). Cooling of the inlet air increases the combustion efficiency.

Increased combustion efficiency helps to lower fuel consumption. Also, increased combustion efficiency helps to increase horsepower output.

Aftercooler core (2) is a separate cooler core.

Aftercooler core (2) is installed in front of the core of the engine radiator. Air that is ambient temperature is moved across the aftercooler core by the engine fan.

This cools the turbocharged inlet air.

From aftercooler core (2), the air is forced into the cylinder head in order to fill the inlet ports. Air flow from the inlet port into the cylinder is controlled by the inlet valves.

There are two inlet valves and one exhaust valve for each cylinder. Inlet valves open when the piston moves down on the inlet stroke. When the inlet valves open, cooled compressed air from the inlet port is pulled into the cylinder. The inlet valves close and the piston begins to move up on the compression stroke.

The air in the cylinder is compressed. When the piston is near the top of the compression stroke, fuel is injected into the cylinder. The fuel mixes with the air and combustion starts. During the power stroke, the combustion force pushes the piston downward.

After the power stroke is complete, the piston moves upward. This upward movement is the exhaust stroke. During the exhaust stroke, the exhaust valve opens, and the exhaust gases are pushed through the exhaust port into the exhaust manifold. After the piston completes the exhaust stroke, the exhaust valve closes and the cycle starts again. The complete cycle consists of four stages:

• Inlet stroke • Compression stroke • Power stroke • Exhaust stroke Exhaust gases from exhaust manifold (11) enter the turbine side of turbocharger (5) in order to turn the turbine wheel. The turbine wheel is connected to a shaft which drives the compressor wheel. Exhaust gases from the turbocharger pass through the exhaust outlet pipe, the muffler and the exhaust stack.

Illustration 12 Air inlet and exhaust system (2) Aftercooler core (4) Exhaust outlet from turbocharger (5) Turbine side of turbocharger (6) Compressor side of turbocharger (7) Clean gas induction cooler (9) Exhaust manifold (10) Exhaust valve (11) Inlet valve

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The CGI system sends hot exhaust gas from the DPF to the CGI cooler. The hot exhaust gas is cooled in the CGI cooler. The now cooled exhaust gas passes through an electronic controlled flapper valve. The electronically controlled flapper valve is hydraulically actuated. The engine is using air from the truck’s air filter system when the flapper valve is in the full OFF position. As the flapper valve starts to open the flow of cooled exhaust gas from the CGI cooler mixes with the air flow from the air filter. As the demand for more cooled exhaust gas increases the flapper valve opens wider. This increases the flow of cooled exhaust gas from the CGI cooler. As the demand for more cooled exhaust gas increases, the demand for air flow from the engine’s air filter decreases.

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