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Basic Engine (The Best)
Basic Engine (The Best)
Basic Engine (The Best)
This course introduces the student to basic diesel engine theory and
service procedures. Caterpillar engine systems and applications will
be studied. Several Caterpillar Engines will be presented with
emphasis on the 3406 due to its high field population.
The following course curriculum has been developed using the
reference materials and tooling listed on the following pages.
Substitute materials and tooling may be used at the discretion of the
instructor.
Course Exercises and lab assignments may require modification if
substitute materials and tooling are used.
Engine Fundamentals
Caterpillar Engine
Fundamentals
Table of Contents
Table Of Contents
Objectives
Objectives
Caterpillar Engine
Fundamentals
Objective:
At the completion of this lesson the student will be able to identify a
wide range of Caterpillar engines and their applications.
References:
Industrial Engine Selection Guide
Harness the Power (Cat Truck Engines for 1998)
Caterpillar Marine Engine Selection Guide
LECH9163
LEXT8138
LECM8477
Introduction:
Caterpillar engines are known around the world for their durability,
performance, and efficiency. Whether they are used in earthmoving
equipment, on-road or off-road vehicles, industrial power situations,
marine installations, or electric power generation, Caterpillar engines
have set new standards for decades. To give customers a competitive
advantage, Caterpillar is constantly working to push performance to
higher levels.
Today's line of Caterpillar engines offers some of the most advanced
engineering features available. These include electronic controls,
hydraulically actuated electronically controlled unit injectors (HEUI),
and other exclusive technologies that dramatically reduce engine
emissions.
Objective:
The student will be able to identify diesel engine components and
explain the principles of diesel engine operation.
References:
The Engine Book
Introduction to Diesel Engines
3400 Engine Major Component Performance Guide
3406 Engine Components and Systems
LEBQ9801
TECB6005
SEBD0794
CD-ROM
Introduction:
Caterpillar develops and builds four-stroke-cycle diesel engines to
satisfy the requirements of Caterpillar-built equipment as well as a
wide variety of equipment built by other manufacturers.
To effectively perform diagnosis, repair, and service, it is necessary
to have a complete understanding of the operating principles and
construction of diesel engines.
Reliability
Serviceability
Long Life before Overhaul is Needed
Low Overhaul costs
Application Flexibility
Fuel Economy
Oil Control
Performance
Cylinder Block
One of the major components in a diesel engine that must exhibit
maximum strength is the cylinder block. To provide maximum
strength, the block is precision cast using a combination of alloys.
Cylinder Head
The cylinder head is designed to have excellent structural strength
and ridgidity. The cylinder head has passed rigorous, deep thermal
cycle shock testing for assured durability. This results in a cylinder
head with significant resistance to cracking.
The steel or aluminum spacer plate that is used between the cylinder
head and the block eliminates the need for deep counterbores in the
cylinder block. Deep counterbores decrease the structural integrity of
the block and are prone to cracking.
3406B Crankshaft
The crankshaft is a carbon steel forging that is total hardened. Many
other diesel engine manufacturers induction harden their crankshafts
only at the journals and fillets. This process can leave a stress riser at
the boundary between the hardened and unhardened areas. The
patented Caterpillar total-hardening process hardens the entire surface
of the crankshaft, creating a longer wearing and stronger crankshaft.
With the entire surface of the crankshaft hardened, the possibility of
cracking is reduced.
3406C Crankshaft
With the introduction of the 3406C, the size of the rod bearing has
been significantly increased (projected area by 19%). The wider
bearing spreads the load over a greater surface area, dramatically
decreasing the bearing load while increasing the bearing life. This
photo shows a former rod bearing on the new crankshaft to
demonstrate the increase in bearing area. Additionally, this change
increases the oil film thickness by 50% and gives the 3406C the
largest rod bearing capacity in its class, eliminating mid-life bearing
roll-ins.
Connecting Rods
The forged boron steel connecting rod is hardened and shot peened
for stress relief. The tapered-end design provides additional pin to
bore contact area during the power stroke. This results in extra
strength and durability of the piston and rod assembly.
New with the 3406C is a larger, stronger connecting rod with a much
larger rod bearing. In fact, the wider 3406C rod bearing has the
greatest load carrying capacity of any heavy duty engine in its class.
By spreading the firing loads over a larger surface area, load carrying
capacity, bearing reliability, and service life are all dramatically
increased for all ratings.
Pistons
Pistons are critical to the design, life, and overall performance of an
engine. The Caterpillar 3406B Engine's three-ring piston is an
aluminum alloy casting with a cast-in nickel iron band for the
compression rings. The nickel iron band provides improved groove
strength and resists wear.
The three-ring piston design provides excellent compression and oil
control while reducing friction and heat buildup. This results in
extended piston, ring and liner life and reduces maintenance cost at
overhaul time.
The piston rings are nodular iron for strength and durability. The oil
and intermediate rings are chrome coated, while the top ring is
plasma coated. Both coatings provide excellent wear and scuffresistant properties.
Cylinder Liners
Cylinder liners are made of a cast molybdenum alloy iron for an extra
margin of hardness. The internal surface of each liner is induction
hardened, then ground in a cross-hatched pattern to aid in oil control.
O-rings are used to seal the liner to block coolant cavity. A liner band
is used to seal the top of the liner. Because the engine is rigid, these
seals remain seated and provide excellent liner sealing.
Valves
Exhaust and intake valves in the 3406B Engine are extremely wear
resistant for long life. Three materials are used in the exhaust valves.
The stems are made of a hardened stainless steel. A special alloy is
used for the heads to provide high temperature strength. The seating
faces of the valve are made of Stellite for high temperature wear
resistance. Intake valve heads and stems are made from stainless
steel and are hardened for resistance to wear.
Camshaft
The camshaft is made of a special alloy steel that is drop forged and
hardened for reliability and durability. The camshaft gear is heated
and pressed on during installation.
BrakeSaver
The 3406B has an optional BrakeSaver hydraulic retarder that
provides smooth, quiet and efficient vehicle braking. The BrakeSaver
develops a retarding capability of 360 hp and maintains normal
engine temperatures on long downhill grades. The hydraulic
operation of the BrakeSaver provides smooth, gradual engagement,
reducing the possibility of skids or jackknives.
By relieving the service brakes of the severe wear caused by downhill
braking, the BrakeSaver extends brake lining, drum, and tire life.
This reduces user maintenance costs.
Fuel System
The 3406B utilizes a direct injection, scroll type, high pressure fuel
system. The system is very efficient, allowing short injection
duration and excellent fuel atomization. This results in lower
emissions and improved fuel economy.
Governor
The Caterpillar 3406B features a full range governor. The
hydraulically assisted governor maintains nearly constant speed over
rolling terrain similar in effect to automatic speed control in
automobiles. This reduces gear shifts and accelerator changes,
resulting in improved trip times and less driver fatigue.
Turbocharger
3406B turbochargers are performance matched for each horsepower
rating. Their low inertia design reacts rapidly to load demands while
delivering full-rated power to the altitude limit appropriate for the
application of the engine. This results in improved combustion
efficiency and more work per gallon of fuel.
Component Locations
Objective:
The student will be able to define essential engine performance
terminology and calculate engine displacement, compression ratio,
and horsepower.
References:
Glossary of Terms
LEXQ8150
Introduction:
To understand diesel engine design and performance, it is necessary
to know the terminology and math calculations that apply to diesel
engines.
Fig. 1.3.1
BORE
TDC
STROKE
BDC
CRANKSHAFT
AT TDC
CRANKSHAFT
AT BDC
Fig. 1.3.2
Engine Displacement
The bore, the stroke, and the number of cylinders all determine the
displacement of an engine. The displacement of an engine is simply
the amount of volume displaced by all cylinders in an engine during
one complete rotation. The displacement of an engine can be
calculated using the following formula:
Displacement = x r2 x L x n
Where...
r2
radius
L
n
=
=
=
=
=
22/7
radius x radius
1/2 bore
stroke
number of cylinders in the engine
DIESEL ENGINE
17 TO 1
Fig. 1.3.3
Compression Ratio
The compression ratio of an engine is determined by the cylinder
displacement and the combustion chamber volume. In order to
calculate the compression ratio use the following formula:
CR = Total Cylinder Volume / Combustion Chamber Volume
Typical compression ratios of diesel engines range from 11:1 to
22:1. This is significantly higher than the compression ratio of a
typical gasoline engine. Diesel engines utilize higher compression
ratios to increase the pressure within the combustion chamber.
Higher pressures will cause an increase in the temperature of the air
and fuel in the combustion chamber. This high temperature
(approximately 1000F) will cause the diesel fuel to ignite without
the use of a spark plug.
Atmospheric Conditions
In order to produce the desired levels of power, diesel engines require
a large volume of air. Therefore the atmospheric pressure, the
ambient air temperature, and the relative humidity of the air play a
large role in the performance characteristics of the engine.
It is the atmospheric air pressure that is present that forces the air into
the engine. Atmospheric pressure is the pressure that is exerted on
the earths surface due to the weight of the atmosphere (the air
surrounding the earth). Atmospheric pressure is greatest at sea level
because there is more air above the air at sea level than there is above
the air at the top of a mountain. Refer to figure...
3657 M.
64.12 kPa
WEIGHT OF
AIR ON
EARTH'S
SURFACE
12,000 FT.
9.3 PSI
2438 M.
8,000 FT.
75.15 kPa
10.9 PSI
1219 M.
4,000 FT.
87.50 kPa
12.7 PSI
EARTH'S SURFACE
Fig. 1.3.4
Unit Objectives:
The student will be able to:
1. Identify air intake and exhaust system components in an
engine installation.
2. Remove, inspect, and install air and exhaust system
components on a Caterpillar 3406B or 3406C engine.
Unit 2
Objectives:
The student will be able to explain the operation of the air intake and
exhaust system and identify related components.
References:
Air Intake and Exhaust Presentation
3406E Operation and Maintenance Manual
Turbochargers
Air System Specifications Handout
CD-ROM
SEBU6758
SEBV0550
Copy
Introduction:
Efficient diesel engine operation requires that the proper amount of
air can enter the combustion chamber and the exhaust gases can exit
with minimal restriction. Both inlet air and exhaust gas temperatures
are also critical for maximum engine performance and life.
Air Inlet
and
Exhaust System
Fig. 2.1.1 Introduction
Introduction
This first system we will discuss is the Air Inlet and Exhaust system.
Air cleaner
Turbocharger
Aftercooler
Cylinder head, valves, and pistons
Exhaust manifold
Air Cleaner
Air is drawn into the engine through the air cleaner. The air cleaner
houses a filter element which removes foreign material from the air
before it enters the engine. There are several different types of air
cleaners currently available on Caterpillar engines. Always refer to
the operation and maintenance manual of the engine for the most
accurate maintenance procedures.
Dry element air cleaners are by far the most common type of air
cleaners used on Caterpillar engines. Dry element air cleaners are
typically composed of a pleated paper filter media that is used to
remove the dirt from the incoming air.
This type of air filter requires replacement or cleaning when the
service indicator is tripped.
Dry element air cleaners can usually be cleaned with filtered, dry air
with a maximum pressure of 207 kPa (30 psi). The element should
be cleaned from the clean side out, holding the tip of the air nozzle
parallel to the pleats of the air cleaner.
Precleaner
Many engines are also equipped with a precleaner. The precleaner is
located before the inlet to the main air cleaner. The purpose of the
precleaner is to collect much of the dirt before the air cleaner. This
increases the service life of the air cleaner.
The simplest type of precleaner is a simple mesh cap at the top of the
air filter housing inlet.
Turbocharger
Many diesel engines are equipped with a turbocharger in order to
improve the performance and the efficiency of the engine. The
turbocharger receives clean air flow from the air cleaner. The
rotation of the turbocharger compressor wheel draws air in,
compresses it and delivers it under pressure to the cylinders.
Advantages of Turbochargers
Power
Efficiency
Advantages of Turbochargers
Turbocharging has several important advantages:
1. Power - Compressed air has more oxygen per volume. With more
oxygen in the cylinder, more fuel can be injected for a higher
energy output.
2. Efficiency - Turbocharging allows a more efficient combustion for
improved emissions and fuel consumption.
Turbocharger Operation
When the turbocharger compresses the intake air, the temperature of
the air is increased. Hot air has less density, thus less oxygen. If the
hot compressed air is delivered to the engine, some of the efficiency
gained by compression will be lost. This is where the aftercooler
comes into play. The aftercooler lowers the temperature of the air
before its enters the cylinders.
Aftercooler
Air to Air Aftercooler
Jacket Water Aftercooler
Aftercoolers
Aftercoolers are used in conjunction with turbochargers in order to
lower the temperature of the air coming from the turbocharger before
the air enters the cylinders. This causes the air to be more dense,
therefore contain more oxygen in a given volume. This increase in
oxygen in the cylinders translates into greater power and efficiency
from the engine.
There are different types of aftercoolers that are used on Caterpillar
engines: All aftercoolers serve the same purpose however, remove
heat from inlet air providing cooler and more dense air to the
cylinder.
AFTERCOOLER WATER
COOLING CIRCUIT
JACKET WATER
COOLING CIRCUIT
JACKET
WATER
PUMP
Intake Stroke
Air fills the inlet ports in the cylinder head. On the INTAKE stroke
as the piston travels down in the cylinder the intake valves open, and
air fills the volume of the cylinder.
Compression Stroke
On the COMPRESSION stroke, as the piston begins to travel up, the
intake valves close. The air that is trapped in the cylinder is
compressed. Compressing the air raises the air temperature to a point
where it will cause fuel to ignite when it is injected into the cylinder.
Power Stroke
When the piston nears the top of its travel, fuel is injected into the
cylinder. The fuel mixes with the hot air and combustion begins.
The energy released by the combustion forces the piston down
producing the POWER stroke.
Exhaust Stroke
Near the end of the POWER stroke the exhaust valves open. Any
residual pressure from combustion will rush into the exhaust
manifold. On the upward or EXHAUST stroke the gases are pushed
out of the cylinder by the piston. At the top of the stroke the exhaust
valves close and the cycle starts over.
Exhaust Flow
Exhaust gases leaving the cylinder enter the exhaust manifold and are
then routed to the turbocharger, if equipped.
The hot exhaust gases flowing out of the cylinders contain substantial
unused heat energy. The turbocharger exhaust turbine captures some
of this heat energy.
Turbocharger Operation
The exhaust gases flow past the blades of the turbine wheel and cause
the turbine wheel to rotate. The turbine wheel is connected by a shaft
to the compressor wheel. The exhaust gases push the turbine and
subsequently the compressor wheel to a high RPM, about 80,000 130,000 RPM. This causes the intake air to be compressed.
When the load on the engine increases, more fuel is injected into the
cylinders. The increased combustion generates more exhaust gases
causing the turbine and compressor wheel to turn faster. As the
compressor wheel turns faster, more air is forced into the engine.The
maximum rpm of the turbocharger is controlled by the fuel setting,
the high idle speed setting and the height above sea level.
Exhaust Flow
From the turbocharger (if equipped), the exhaust gases pass through
the exhaust pipe, the muffler, and the exhaust stack.
Unit 3
Lubrication Systems and Oil
Unit Objectives:
The student will be able to:
1. Explain the function of the engine lubrication system and its
components.
2. Identify proper oil classifications for diesel engines.
3. Explain a normal oil maintenance schedule for a Caterpillar
3406E engine.
4. Remove, inspect, and install lubrication system components
on a Caterpillar 3406B or 3406C engine.
Unit References:
3406 Lube System Presentation
Oil Development at Caterpillar
CG-4, The Preferred Oil
Oil and Your Engine
Oil in Your Engine
3406E Operation and Maintenance Manual
3406B Service Manual
3406C Service Manual
Unit 3 Quiz
Tooling:
8T0461 Servicemans Tool Set or Equivalent
1U5750 Diesel Engine Repair Stand
1U5749 Engine Adapter Plate
CD-ROM
Copy
LEDQ7315
SEBD0640
LEVP9001
SEBU6758
SEBR0544
SEBR0550
Copy
Objectives:
The student will be able to explain the operation of the lubrication
system and identify related components.
References:
3406 Lube System Presentation
Oil Development at Caterpillar
CG-4, The Preferred Oil
Oil and Your Engine
Oil in Your Engine
3406E Operation and Maintenance Manual
CD-ROM
Copy
LEDQ7315
SEBD0640
LEVN9001
SEBU6758
Introduction:
The lubrication system in a diesel engine is more important than ever
due to the demands of the high performance, low-emission engines
of today. Not only is the lube system required to provide clean oil to
the proper places in the engine but the oil itself must withstand
higher temperatures and extended drain intervals while maintaining a
low rate of consumption.
Introduction
This presentation covers the lubrication system of a Caterpillar 3406B
or 3406C engine for illustrative purposes. Refer to the systems
operation manual for a particular engine of interest.
Oil Passages
The lubrication system inside the engine includes the following
components:
1. Oil manifold (gallery) in block
2. Piston cooling jet
3. Oil passage to main and cam bearings
4. Camshaft and main bearing oil passage
5. Front oil supply for lifters
6. Rear oil supply for lifters
7. Front oil supply to rocker shaft
8. Rear oil supply to rocker shaft
9. Oil supply to fuel pump
HOUSING
DRIVE GEAR
INLET OIL
OUTLET OIL
FORCE
The basic gear pump is the type most commonly found on Caterpillar
engines. This pump has two gears in mesh. One gear is driven by
the engine and the other is an idler gear. The two gears rotate in
opposite directions capturing the engine oil, and drawing it around
the inside of the housing. When the teeth come together in mesh the
oil is forced out of the teeth and flows through the pump outlet to the
rest of the lubrication system.
INNER
GEAR
OUTLET
PORT
OUTER
GEAR
INLET
PORT
Some Perkins engines use a rotor type pump. This pump has an inner
gear and a outer gear that are in mesh with one another. The inner
gear is driven by the engine. The centerline of the outer gear is offset
from the inner gear and is free to turn. As the inner gear is turned it
causes the outer gear to rotate. Engine oil is drawn into the pump
through the inlet and carried in the space between the two rotating
parts to the outlet. On the outlet side the inner gear and the outer
gear come into mesh with one another and force the oil to be pushed
out the outlet port of the pump.
Oil Cooler
Many engines are equipped with an oil cooler assembly. The cooler
utilizes an engine oil to coolant heat exchanger. Hot engine oil
passing through the cooler element transfers heat to the engine
coolant. This cooling of the oil helps to maintain the lubricating
properties of the oil under heavy engine load.
Oil Filter
The oil filter base mounts at least one filter element. Most Caterpillar
engines use spin-on style full flow filters in order to remove
damaging foreign materials from the engine oil.
Turbocharger Lubrication
The turbocharger oil supply line is connected to the outlet of the filter
base. An adequate supply of cooled, clean oil is essential to
turbocharger life. Thus, the turbocharger receives oil flow before
other engine components. Oil cools, and lubricates the bearings of
the turbocharger. Oil flow from the turbocharger is returned to the oil
pan. This is also why hot shutdowns or high rpm shutdowns of the
engine are bad. Insufficient oil flow under these conditions could
lead to premature failure of the turbocharger. The turbocharger needs
the oil to cool and to lubricate its bearings.
BrakeSaver Option
Since the BrakeSaver retarder option becomes an integral part of the
lubrication system, we will review the operation of the BrakeSaver
along with the changes to the lubrication system the option requires.
As we learned earlier, the BrakeSaver retarder is a hydraulic retarder
that provides smooth, efficient vehicle breaking on long downhill
grades.
BrakeSaver Control
BrakeSaver Control
When the BrakeSaver retarder is in operation, the braking force
available is in direct relation to the amount of oil in the compartment.
The BrakeSaver control valve determines the amount of oil delivered
to the unit.
BrakeSaver Operation
When the oil is warm, the oil is sent to the BrakeSaver control valve.
If the BrakeSaver control lever is in the OFF position, spring force
holds the valve spool against the cover at the air inlet end of the
control valve. With the valve spool in this position, the valve directs
the warm oil to the oil cooler. From the oil cooler the oil goes back
through the BrakeSaver control valve and returns to the oil pan.
BrakeSaver Operation
If the BrakeSaver control lever is in the ON position, air pressure
moves the valve spool to the right against the spring force. Engine
oil from the oil pump is sent through the control valve to the
BrakeSaver. After the oil goes through the BrakeSaver, it returns to
the BrakeSaver control valve. The valve then directs the oil to the oil
cooler. From the cooler, the oil again returns to the control valve and
is sent back to the oil pan.
BrakeSaver Lubrication
Lubrication for the BrakeSaver retarder is provided by an outside oil
line from the engine lubrication system. This oil lubricates the piston
ring seals and the lip-type seals under all conditions of BrakeSaver
retarder operation. The drain line returns the oil to the oil pan.
BrakeSaver Components
The BrakeSaver housing is fastened directly to the rear face of the
flywheel housing. The BrakeSaver retarder consists of the housing,
stator and rotor. The rotor is attached to the crankshaft and rotates in
a space between the stator and the housing.
BrakeSaver Rotor
The rotor has pockets on the outer circumference of both sides and
four holes to permit equal oil flow to both sides.
BrakeSaver Housing
The BrakeSaver housing and the stator are fastened to the flywheel
housing and cannot turn. Both the housing and the stator have
pockets on their inside surfaces in alignment with the pockets in the
rotor.
BrakeSaver Operation
When the BrakeSaver retarder is in operation, engine oil comes into
this compartment from a passage in the bottom of the housing. The
rotor, turning with the crankshaft, throws this oil outward into the
stator and the housing compartment. The pockets or vanes on the
turning rotor, force the oil to flow in the BrakeSaver compartment.
BrakeSaver Operation
If the area in the stator and housing were smooth, the rotor and oil
would turn inside the compartment with little opposition. However,
both the stator and housing have vanes which are opposite the rotor.
These vanes oppose the flow of the oil in the compartment induced
by the rotor. It is this resistance of the oil flow that creates the
retarding action of the BrakeSaver retarder.
This resistance to the oil flow creates heat in the oil which is removed
by the oil cooler.
Lab Exercises:
Using a lab engine, explain lubrication system and components
including oil cooler, oil filter, sump, and location of oil pump.
Install the engine onto a 1U5750 repair stand with 1U5749 adapter.
Using the appropriate 3406 Service Manual as a guide, remove the
oil filter base from the 3406 lab engine and disassemble. Take note
of the oil filter bypass valve.
Remove oil cooler taking note of core and circulation path of oil and
path of coolant.
Remove oil pan and oil pump. Disassemble oil pump taking note of
gears and relief valve. Inspect oil pump using specifications from the
Service Manual.
Install lubrication system components removed in previous
procedures using the Service Manual as a guide.
UNIT 4
Cooling Systems
Unit Objectives:
The student will be able to:
1. Identify the components of engine cooling systems and explain
their function.
2. Explain cooling system maintenance and characteristics of diesel
engine coolant.
3. Remove, inspect, and install cooling system components on a
Caterpillar 3406B or 3406C engine.
Unit References:
Cooling System Design Fundamentals
Coolant and Your Engine
A Close Look at Cat Extended Life Coolant
3406B Service Manual
3406C Service Manual
Unit 4 Quiz
Tooling:
8T0461 Serviceman's Tool Set or equivalent
9S8140 Pressurizing Group
5P0957 Battery/Coolant Tester
8T5296 Coolant Test Kit
LEKQ7353
SEBD0970
LEDQ7330
SEBR0544
SEBR0550
Copy
Objectives:
The student will be able to explain the operation of the engine
cooling system and identify related components.
References:
Cooling System Design Fundamentals
Coolant and Your Engine
A Close Look at Cat Extended Life Coolant
LEKQ7353
SEBD0970
LEDQ7330
Introduction:
A diesel engine is dependent on the cooling system to achieve
maximum performance and engine life. Cooling system problems
may include small annoying leaks, fuel economy complaints,
accelerated engine wear, or sudden catastrophic engine failure. If the
flow of coolant in the engine stops for even a short amount of time,
there is a high risk of significant damage to the engine.
The radiator is the component of the cooling system that rejects the
heat from the coolant to the air. A radiator has tubes that the coolant
flows through most generally from the top of the radiator to the
bottom. At the bottom of the radiator there is a hose leading to the
pump to start the circulation over again. The tubes have fins attached
to them that help to reject the heat to the air moving across the
radiator.
Objectives:
Using the appropriate Caterpillar 3404 Service Manual, the student
will demonstrate the ability to correctly remove, inspect, and install
cooling system components.
References:
3406B Service Manual
3406C Service Manual
SEBR0544
SEBR0550
Introduction:
To effectively perform diagnosis, repair, and service on a diesel
engine cooling system, it is necessary to be able to remove, inspect,
and install the related components.
Unit 4
Lesson 2
4-2-2
Engine Fundamentals
Lab Exercises
Using a lab engine or engine installed in a vehicle, show students
cooling system components and explain their function including
coolant pump, regulator, and radiator. Test radiator cap using 9S8140
Pressurizing Group. Test coolant using 8T5296 Coolant Test Kit.
Using a lab tear-down engine, remove water pump and discuss failure
mode (bad seal, loose, eroded, or cracked impeller).
Remove temperature regulator (thermostat). Point out importance of
the seal around the thermostat and trace flow of the bypass circuit.
UNIT 5
Diesel Fuel Characteristics
Mechanically Controlled Fuel Systems
Unit Objectives:
1. The student will be able to explain the characteristics of diesel
fuel and proper fuel system maintenance procedures for
Caterpillar engines.
2. The student will be able to identify and explain the operation of
the following Caterpillar fuel systems:
new scroll,
sleeve metering, and
mechanical unit injector.
3. The student will be able to remove and install 3406 New Scroll
Fuel System, plunger and barrel group, nozzles, timing advance,
and injection pump and governor group. The student will
demonstrate the ability to test a fuel nozzle.
Unit References:
Diesel Fuels and Your Engine
3406E Operation and Maintenance Manual
Fuel Contamination Control
Caterpillar New Scroll Fuel System Introduction
Using 5P4150 Nozzle Tester Group
Testing 7000 Series Nozzles
3406B Service Manual
3406C Service Manual
SEBD0717
SEBU6758
PEHP7046
CD-ROM
SEHS7292
SEHS9083
SEBR0544
SEBR0550
LEVP9167
LEBQ9802
LERV9802
CD-ROM
Objectives:
The student will be able to explain diesel fuel characteristics and
related maintenance.
References:
Diesel Fuels and Your Engine
3406E Operation and Maintenance Manual
Fuel Contamination Control
SEBD0717
SEBU6758
PEHP7046
Introduction:
Diesel fuel is by far the largest expense related to owning and
operating a diesel engine. The characteristics, quality, and handling
of the fuel affect the performance and life of the engine.
137,000
2D Diesel
141,800
Gasoline
Butane
Propane
125,000
103,000
93,000
Objectives:
The student will be able to explain the operation of the Caterpillar
New Scroll Fuel System.
References:
Caterpillar New Scroll Fuel System Introduction
CD-ROM
Introduction:
The Caterpillar New Scroll Fuel System has been in production since
1980 on the 3300 series engines. When the 3406B was released in
1983, the New Scroll Fuel System was added to help improve
emissions, performance, and fuel economy. Another benefit of the
New Scroll Fuel System is that the individual injection pumps do not
need adjustment or calibration.
Fig. 5.2.2
This is a schematic of the 3406B/C engine fuel system. Well use the
schematic to follow the flow of fuel from the supply tank to the
injector in the cylinder. The transfer pump (5) pulls fuel from the
fuel tank (1) through the supply shutoff valve (3) through the primary
fuel filter (4) to the fuel transfer pump itself. The transfer pump then
pressurizes the fuel and pushes it though the hand priming pump (7),
into the secondary fuel filter (6) and into the fuel manifold (8) under
moderate pressure. A bypass valve inside the fuel transfer pump
maintains moderate fuel pressure. With moderate fuel pressure inside
the fuel manifold and the void (vacuum) inside the high pressure
pumps, the fuel is loaded into the cavity of the high pressure pump.
The high pressure pumps now meter a small amount of fuel and sends
it though the high pressure fuel lines (9) and through the head adapter
(10) to the injection nozzle (11) at a very high pressure. When the
fuel pressure in the high pressure fuel lines gets above the nozzle
opening pressure the fuel is injected into the combustion chamber.
With both very high pressure and very small holes in the tip of the
nozzle, the fuel is atomized and gives complete combustion in the
cylinder. Any air and some fuel is sent out of the fuel manifold
through the return line (15) back to the supply tank. The tank drain
(2) is used to remove water, sediment and foreign material and to
drain the supply tank. The fuel tank cap (16) must be vented to
atmosphere to keep vacuum from forming inside the fuel tank.
Fuel Metering
Well use a cutaway pump 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. The gear on the bottom of
the plunger is engaged into the rack. Rack movement rotates the
plunger in the pump barrel and changes the relationship of the scroll
to the spill port (arrow). The camshaft/follower/lifter mechanism
moves the plunger up and down in the barrel. In this position, the
plunger is at the bottom of its stroke. Fuel is coming into the barrel
through the spill port in the back side of the barrel and through the
fill port.
Fuel Delivery
Now, the cam has lifted the plunger so the fill port and spill port are
just closed. This is the start of the effective stroke of the plunger and
the beginning of injection. As the fuel in the barrel is pressurized, the
reverse flow check valve is lifted off its seat in the pump bonnet.
This sends pressurized fuel through the fuel lines to the injection
nozzle. Injection continues until the end of the effective stroke, when
the scroll in the plunger lines up with the spill port in the barrel.
Bleed Passage
When the groove in the plunger is in this position, it is aligned with
the pressure bleed back passage in the barrel. This bleeds of fuel
that goes between the barrel and the plunger and prevents fuel
dilution in the engine oil.
Governor Operation
At the point the rack screw (green) first comes in full contact with the
torque spring, the rack is at full load point (rated). As demand
horsepower increased, with the rack at rated position, the engine
speed decreases as the engine goes into lug (full throttle with rpm less
than rated rpm). Depending upon the rigidity of the torque spring, at
some point, the governor spring causes the rack screw to begin to
depress the torque spring. As this occurs, the rack position increases
allowing more fuel to be injected per stroke. This increase in rack
position continues until the torque screw (violet) contacts the stop lar.
This is the full torque position of the rack.
Governor Operation
The flyweights swing out as rpm increases. This moves the riser to
compress the governor spring and the pivoting lever moves the sleeve
and spool toward the "fuel off" direction.
Governor Operation
If the engine were to slow down, the flyweights would swing in
which would move the riser away from the governor spring and the
pivoting lever moves the sleeve and spool toward the "fuel on"
direction.
Objectives:
The student will demonstrate the ability to correctly remove and
install 3406 fuel system components and test a nozzle.
References:
3406B Service Manual
SEBR0544
3406C Service Manual
SEBR0550
Test Sequence for Caterpillar 7000 Series Fuel Nozzles SEHS9083
Fuel Nozzle Testing
LEVN9167
Introduction:
The Caterpillar 3406 fuel system normally requires very little
adjustment during the life of the engine. Normal maintenance may
require replacement of components such as filters, nozzles, and
transfer pump. Fuel system repairs may involve removal of plunger
and barrel groups from the fuel injection pump, repair of the timing
advance, or removal of the complete fuel system from the engine.
Objectives:
The student will be able to explain how the Sleeve Metering Fuel
System operates.
References:
The Sleeve Metering Fuel System
3208 Sleeve Metering Fuel System CD-ROM
Diesel Fundamentals and Service - Thiessen, Dales
LEBQ9802
LERV9802
Textbook
Introduction:
The Caterpillar Sleeve Metering Fuel System was most recently used
on the 3208 engine. The 3208 was a popular mid-range on-highway
truck engine until 1991 and saw continued use in marine and
industrial applications for many more years.
Objectives:
The student will be able to explain how the Mechanical Unit Injector
Fuel System works.
Lesson 5 References:
3116/26 Mechanical Unit Injector Presentation
CD-ROM
Introduction:
The Mechanical Unit Injector fuel system provides improvements in
performance and emissions when compared to some pump and line
fuel systems. Caterpillar has used the Mechanical Unit Injector in
small engines such as the 3116/3126 and large engines such as the
3500 and 3600 series.
Tooling: None
Introduction:
This presentation covers the Mechanical Unit Injector Fuel System
used in the Caterpillar 3116/26 engine.
Unit Injector
The fuel injection system for this engine is a mechanical unit injector
type. The fuel injection pump and nozzle are combined in one
injector assembly for each cylinder. All high pressure lines are
eliminated. Fuel lines consist of supply lines to and from the cylinder
head, fuel filter and fuel transfer pump. Fuel is supplied to each
injector by an internal passage running the full length of the head.
Each unit injector has its own fuel rack, controlled by the governor
with a control shaft which actuates all of the unit injectors
simultaneously.
This system is basically like other Caterpillar scroll type fuel systems
except the high pressure pumps are separated and individually
positioned above each combustion chamber thereby eliminating the
need for high pressure fuel lines. Total plunger stroke is always the
same and determined by the cam lobe lift and rocker arm motion.
The effective stroke, however, is determined by the scroll position.
The plunger rotates about its vertical axis to move the scroll, hence
lengthening or reducing the effective stroke. During the time both
ports are covered, fuel is injected. Fuel pressure forces the check
valve off its seat for injection, and once pressure drops, a spring
closes the check valve. Fuel surrounds the injector from the top oring to the raised sealing ring at the base of the nozzle cone.
Injector Linkage
The injector racks are actuated by a control shaft that is bolted to the
top of the cylinder head. The governor actuates the control shaft
which simultaneously moves all the injector racks to regulate fuel
delivery. The power setting screw is also located on the control shaft.
Note the synchronizing screws on the control shaft linkages at each
injector location except No. 1.
Governor
The governor is mounted high on the left side on the front housing of
the engine. It is driven by the cam gear in the front gear train. The
governor regulates fuel delivery through a linkage to the control shaft
which moves all of the injector racks simultaneously.
The governor is a full range, flyweight type, with a floating fulcrum
linkage. Additionally, a speed sensitive torque cam provides torque
curve shaping.
The fuel transfer pump is located in the forward portion of the
governor housing.
Power is set at the rack control shaft linkage under the valve cover
using a dial position indicator. Governor adjustments are set on a
dynamic bench test machine. The governor is also sealed after bench
setting and is not to be adjusted except on the governor bench.
Injector Sychronization
The injectors can be synchronized with the rocker arm assemblies in
place such as when the valve setting and fuel injector timing is
adjusted during preventive maintenance.
Injector Sychronization
Injector synchronization is much easier with the rocker arms
removed. Injector synchronization must be performed whenever the
control linkage has been loosened or an injector is removed. Only
the injector that was removed must be synchronized unless the
injector removed was the No. 1 injector. In that case, all injectors
must be synchronized since the No. 1 injector is used as a reference
during the setting procedure. The valve clearance and fuel timing
should be checked after installing the rocker arm assemblies.
UNIT 7
Electronically Controlled Fuel Systems
Unit Objectives:
The student will be able to identify the following Caterpillar
electronically controlled fuel systems:
Programmable Electronic Engine Control (PEEC)
Electronic Unit Injector (EUI)
Hydraulic Electronic Unit Injector (HEUI)
The student will remove and install the following components on a
3406E engine using the proper tooling and reference literature:
camshaft
injector
injector sleeve
Unit References:
Caterpillar EUI Fuel System CD-ROM
Cat 3406E Operation and Maintenance Video
Caterpillar 3126B Engine CD-ROM
3406E Service Manual
3406E Service Manual
Unit 7 Quiz
Tooling:
8T0461 Serviceman's Tool Set or equivalent
9U7530 Service Tools for 3406E
RENR1391
LEVP3828
RENR1390
RENR1275
SENR5580
Copy
Objectives:
The student will be able to explain the operation of the
Programmable Electronic Engine Control (PEEC), Electronic Unit
Injector (EUI), and Hydraulic Electronic Unit Injector (HEUI) fuel
systems.
References:
Caterpillar EUI Fuel System CD-ROM
Cat 3406E Operation and Maintenance Video
Caterpillar 3126B Engine CD-ROM
RENR1391
LEVN3828
RENR1390
Introduction:
In 1987, Caterpillar introduced the Programmable Electronic Engine
Control (PEEC) fuel system on the 3406 on-highway truck engine to
allow these engines to meet exhaust emission regulations. The
PEEC fuel system retained the mechanical fuel injection portion of
the fuel system but added electronic components for governor and
timing control.
In an on-going effort to provide optimum performance and fuel
economy while meeting emission regulations, Caterpillar has applied
the Electronic Unit Injector fuel system to the following engines:
3176 (Introduced in 1988)
3406E and 3176B (Introduced in 1993)
C-10 (3176C) (Introduced in 1995)
C-12 (3196) (Introduced in 1995)
3500B (Introduced in 1995)