320D Viscoso

7/11/2016 320D Excavator BZP00001-UP (MACHINE) POWERED BY C6.
4 Engine(SEBP5228 - 23) - Sistemas y componentes
Pantalla anterior
Bienvenido: r120dvxo
Producto: EXC AVATO R
Mode lo: 320D EXC AVATO R BZP
C onfiguración: 320D Ex cavator BZP00001-UP (MAC HINE) PO W ER ED
BY C 6.4 Engine
Instrucción Especial
Operation, Troubleshooting, and Testing of the Viscous Coupling{1356, 1356}
Número de medio -REHS4721-02 Fecha de publicación -21/07/2014 Fecha de actualización -21/07/2014
i05870301
Operation, Troubleshooting, and Testing of the Viscous

Coupling{1356, 1356}
SMCS - 1356-081-DRV
Excavator:
320D (S/N: FNA1-UP; DFB1-UP; ZGB1-UP; TAE1-UP; A6F1-UP; A8F1-UP; A9F1-UP; BZF1-UP;
KAF1-UP; KGF1-UP; MGG1-UP; MCH1-UP; DHK1-UP; FXK1-UP; XCK1-UP; FAL1-UP; RBL1-
UP; CWN1-UP; WBN1-UP; WJN1-UP; BWP1-UP; BZP1-UP; GDP1-UP; AMR1-UP; AZR1-UP;
GKS1-UP; SNS1-UP; YDS1-UP; EBT1-UP; EJT1-UP; SRT1-UP; BWW1-UP; SCW1-UP; EAX1-
UP; PCX1-UP; PHX1-UP; CXY1-UP; BWZ1-UP; CYZ1-UP; JFZ1-UP)
321D (S/N: PBD1-UP; KBH1-UP; NAS1-UP; MDT1-UP; JCX1-UP)
323D (S/N: RAC1-UP; SDC1-UP; WGC1-UP; CYD1-UP; SED1-UP; YSD1-UP; NDE1-UP; PBE1-
UP; WNE1-UP; ZMF1-UP; JLG1-UP; LFL1-UP; BYM1-UP; PBM1-UP; DKW1-UP)
324D (S/N: LAB1-UP; EJC1-UP; T2D1-UP; JJG1-UP; SYM1-UP; DFP1-UP; CJX1-UP)
325D (S/N: GPB1-UP; NAC1-UP; KBE1-UP; PKE1-UP; KDG1-UP; C4H1-UP; DBH1-UP; PEH1-
UP; C7K1-UP; ERK1-UP; RJK1-UP; C8L1-UP; LAL1-UP; MCL1-UP; PAL1-UP; CJM1-UP;
C9M1-UP; AZP1-UP; DAP1-UP; A3R1-UP; GBR1-UP; SCR1-UP; T2S1-UP; CYW1-UP)
328D (S/N: GTN1-UP; MKR1-UP)
329D (S/N: MNB1-UP; BFC1-UP; BBF1-UP; DJF1-UP; JHJ1-UP; RSK1-UP; WDK1-UP; TZL1-
UP; TPM1-UP; BYS1-UP; LFW1-UP; SCY1-UP; TAY1-UP)
Material Handler:
M325D MH (S/N: EDF1-UP; KGG1-UP; KAY1-UP)
Mobile Hydraulic Power Unit:
320D MHPU (S/N: PRR1-UP; GPX1-UP)
323D MHPU (S/N: PNA1-UP; DCJ1-UP; GRL1-UP; GRN1-UP; DCY1-UP)
324D MHPU (S/N: KJR1-UP)
325D MHPU (S/N: SRC1-UP; C3N1-UP; H3N1-UP; X3N1-UP)
328D MHPU (S/N: JTC1-UP)
329D MHPU (S/N: J9D1-UP)
https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sisweb/productsearch/productheaderinfoframeset.jsp&calledpage=/sisweb… 1/17
7/11/2016 320D Excavator BZP00001-UP (MACHINE) POWERED BY C6.4 Engine(SEBP5228 - 23) - Sistemas y componentes
Introduction
Note: The 320D through 329D hydraulic excavators can be equipped with an electronically controlled, viscous
coupled demand fan. The visconic demand fan system uses an electronically controlled viscous coupling between the
engine mounted, belt driven fan drive hub and the fan assembly.
The cooling fan viscous coupling is sometimes called the fan clutch. A fan clutch is an electronically controlled
device. When the engine, hydraulic oil and air temperature is cool or even at normal operating temperature, the fan
clutch disengages the cooling fan. This decoupling saves power since the engine does not fully drive the fan.
If the engine, hydraulic oil or air temperature rises above the ECM trigger for temperature setting, the fan becomes
fully engaged. When the fan clutch is fully engaged, the fan draws a higher volume of ambient air through the
radiator. The fan maintains the engine, hydraulic oil, and air temperature at an acceptable level.
Visconic Demand Fan System
Illustration 1 g01924629
Visconic demand fan cooling system
The 320D through 329D hydraulic excavators can be equipped with an electronically controlled, viscous coupled
demand fan. The speed of the engine cooling fan is controlled by the machine ECM. The ECM controls the fan in
relation to the engine coolant temperature, inlet manifold air temperature, and the hydraulic fluid temperature.
A viscous coupling fan clutch is used between the fan drive hub and the fan assembly. Inside the visconic coupling, a
high viscosity, temperature stable, silicon fluid provides a means of coupling and uncoupling the fan to the fan hub.
When the machine is running, the intake manifold air temperature sensor and the engine coolant temperature sensor
send a signal to the engine ECM. The engine ECM then sends this information to the machine ECM. The machine
ECM receives the hydraulic temperature through the monitor. The machine ECM interprets the information from
these inputs in order to send a PWM signal to the control solenoid of the fan. The control solenoid is used to control
the clutch of the demand fan.
A higher temperature input will cause the machine ECM to send a reduced PWM signal to the control solenoid. The
reduced PWM signal causes the fan clutch to move in the direction of full engagement. This engagement increases
the fan speed for more cooling capacity. The fan turns faster when the PWM signal is minimal.
Note: The following illustrations show the fan clutch in various stages of disassembly. These components are
nonserviceable. Only the complete clutch is serviceable. The following illustrations represent the typical viscous
clutch, your application may vary.
(1) Scavenge hole
(2) Crosshole
(3) Reservoir
(4) Valve arm
(5) Fill hole
(6) Solenoid
(7) Armature blade
(8) Fluid control valve
(9) Front housing
(10) Input plate
(11) Bearing
(12) Working chamber
(13) Rear housing
(14) Silicon oil flow
Illustration 2 identifies the major components.
The solenoid of the fan drive does not rotate with the fan blade or fan drive assembly. The fan is bolted to the fan
drive assembly. The input plate is driven at engine speed.
The silicon fluid flows from the fluid reservoir, through the open fluid control valve and enters the working chamber
through the fill hole. The silicon fluid travels through the concentric ring of the working chamber. This transfer causes
rotational force from the input plate to be transferred to the front and rear housing, which causes the fan to rotate.
The amount of oil in the working chamber determines the speed of the fan.
The centrifugal force of the rotating drive assembly causes the fluid to travel to the outside of the working chamber.
Small passages return the fluid back to the fluid reservoir.
(15) Fan electronic control
(16) Speed sensor
(17) Ring magnet
(18) Reservoir cover
(19) Bearing
(20) Front housing
(21) Front housing
(22) Armature
(23) Front housing
The upper left illustration identifies the viscous fan drive clutch assembly as viewed from the radiator side. The
electronic control (15) of the fan is pressed onto a bearing that is mounted to the viscous drive clutch assembly.
The upper right illustration shows the electronic control (15) of the fan. The electronic control is removed from the
mounting bearing (19) on the fan drive assembly. The Hall effect type speed sensor (16) is visible near the center of
the electronic fan control (15) .
A ring magnet (17) and a bolt are installed in the center of the front housing (20). The magnet and the bolt are fixed
to the main aluminum body. The magnet and the bolt rotate at the same speed as the fan drive assembly.
The ring magnet and bolt components produce 6 PPR of the fan drive assembly. The Hall effect sensor produces a
square wave signal as the six points of the bolt head rotate within the electronic control.
The control valve for the fan, the armature (22) and the fluid reservoir (18) can be seen in the lower left illustration.
The control valve for the fan is part of the cover for the reservoir and the fluid reservoir is part of the front housing.
The lower right illustration shows the rear housing assembly of the viscous drive and the front housing. A series of
concentric rings in each drive housing form the fluid paths of the visconic drive.
(24) Fan drive housing
(25) Input plate
(26) Input hub shaft
(27) Concentric rings
(28) Fluid fill space
The engine side of the fan drive housing consists of the rear housing (24) and an input plate (25). The input plate is
pressed onto the input shaft.
A high viscosity silicon fluid is used to fill the gaps between the concentric rings (27). The fluid provides the
rotational torque that is needed to turn the fan blades. The close tolerance of the concentric rings and high viscosity
of the silicon fluid act similar to the turbine and impeller sections of torque converters. The rotation of the input plate
provides a rotating force to the front and rear drive housings.
(29) Iron bar
(30) Valve arm
(31) Return spring
(32) Stop pin
(33) Valve armature
(34) Reservoir chamber cover
An electro-magnetic rotary fluid control valve is used to control the flow of the visconic fluid within the visconic drive
assembly. The electro-magnetic valve is part of the aluminum fluid reservoir chamber cover (34) in the front drive
housing. Illustration 5 shows the fluid valve in the closed position. The closed position is the default position. The
steel electro-magnetic fluid valve armature (33) rotates within the fluid reservoir cover.
Maximum rotation of the armature is controlled by the stop pin (32) that is pressed into the cover. A return spring
(31) is used to keep the armature in the closed position. The stainless steel arm opens (30) or the arm closes the
large fluid passage in the fluid reservoir, depending on the position of the armature.
Eight iron bars (29) are cast into the aluminum reservoir cover. These iron bars act as opposite poles to the electro-
magnetic fluid control valve armature when a magnetic flux is applied to the armature. The magnetic flux is applied by
the fan control.
(35) Return to reservoir
(36) Inlet to the working chamber
The front housing contains the fluid reservoir chamber and has two fluid passages leading to the working chamber of
the visconic drive. The large passage is opened or closed by the movement of the fluid control valve armature. As
the armature moves, the valve will open or the valve will close in order to allow fluid to the working chamber below
the reservoir.
By opening the large passage, more fluid will flow to the working chamber of the visconic drive. More rotational
torque is transferred from the input plate to the front and rear housings.
The fluid drain passages allow the visconic fluid to flow from the working chamber back to the reservoir.
Note: There are two fluid drain passages from the working chamber to the fluid reservoir.
Illustration 6 shows the inner side of the front housing. The fluid inlet passage from the reservoir allows fluid to enter
the working chamber. Centrifugal force of the rotating fan drive will cause the fluid to travel outward from the center
of the housing. The fluid will fill the passages of the working chamber.
The small fluid return passages constantly drain the working chamber back to the fluid reservoir. To reduce the fan
speed, the machine ECM will increase the current to the coil of the electronic control. The increased flux will cause
the control valve to rotate against the return spring and the valve will close the large fluid passage.
When the large fluid passage is closed by the fluid control valve, the remaining fluid in the working chamber will drain
back to the reservoir. The fluid drains through the small drain passages and the fan speed will decrease.
(37) Electrical control coil
(38) Speed sensor
(39) fluid reservoir cover
(40) Retaining bolt
Illustration 7 shows the electrical control coil and the Hall effect speed sensor of the fan control. The electronic
control is pressed onto a bearing on the fluid reservoir.
The machine ECM supplies a variable current to the electrical coil. The strength of the electrical current increases or
the current decreases the strength of the flux through the rotary fluid control valve. A high current will induce a strong
magnetic flux through the rotary fluid armature. High current will cause the armature to rotate to the closed position.
The Hall effect speed sensor uses the six points of the hexagon head retaining bolt as a reluctor. The retaining bolt
spins at the speed of the fan blade while the electronic coil remains stationary. The bolt heads provide six pulses to
the hall effect sensor for each revolution of the fan hub. The square wave output signal from the hall effect sensor is
monitored by the machine ECM in order to determine fan speed.
Visconic Demand Fan Operation
The intake manifold air temperature sensor and the coolant temperature sensor are inputs into the engine ECM. The
engine ECM provides information to the machine ECM from these two sensors. The machine ECM also receives
information from the hydraulic temperature sensor through the monitor.
The machine ECM will fluctuate the current sent to the fan electronic coil based on the value of the sensors.
As the current to the coil of the fan is increased, increased magnetic flux produces a rotational movement to the
armature. As the fluid control valve rotates, the valve arm closes the large hole in the fluid reservoir. This closure
allows less fluid to flow into the working chamber of the visconic fan clutch. The increase in magnetic flux causes the
armature to rotate as the outer blades try to align with the steel bars in the reservoir.
The spring under the armature opposes the rotation of the armature and the spring counter balances the armature
rotation. As the armature rotates toward the steel bars, the stainless steel arm closes the large fluid passage in the
fluid reservoir of the front housing. Closing the fluid passage in the front cover will allow a minimum amount of the
visconic fluid to flow. The minimum flow into the working chamber of the drive assembly will minimize fan speed.
If a low current or no current condition is present in the fan electronic control, the armature return spring will rotate
the armature away from the steel bars. The valve arm will open the large passage of the fluid reservoir resulting in
maximum fan speed.
A fan speed map within the software of the machine ECM will compare temperature sensor readings with the
desired fan speed map. The ECM will plot target fan speed according to engine rpm and current fan speed.
If only one sensor is reporting a high temperature, the ECM will reduce the current to the coil by a predetermined
percentage of the fan speed map. The fan speed will increase.
Note: If a fan signal is not supplied to the machine ECM by the fan speed sensor, the fan will default to maximum
fan speed.
Cat ET Screens for the Visconic Cooling Demand Fan
https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sisweb/productsearch/productheaderinfoframeset.jsp&calledpage=/siswe… 10/17
Cooling fan status screen
The status of the fan control system can be monitored using Cat ET.
Cooling fan configuration screen
After connecting Cat ET, go to the configuration screen. Under "Machine Control", open up the "Machine
Attachments" parameters in order to view the four parameters of the cooling fan.
The "Engine Cooling Map" parameter can be changed on all machines. This parameter requires a factory password
in order to change the parameter.
Hex configuration screen
In Cat ET, one of four different cooling fan maps can be selected. The cooling maps are controlled by the software.
Fan maps are created so that factories can select the fan map that is best suited for that marketing region.
The 320D through 329D models for North America are configured to "High Ambient Temperature". Always use this
configuration.
The 320D through 329D models for Europe and the Middle East are configured to "High Ambient Temperature"
and "Low Noise". Machines for the Japanese market are configured to "Standard" and "Low Noise".
Note: The standard cooling map is being not used by the factories.
Note: The technician should never be required to change the cooling map. This parameter is used by the factory. A
factory password is required to change the cooling map.
Cooling fan factory password screen
Cooling fan override parameters screen
There are two parameters of the cooling fan that can be overridden on the "Override Parameter" screen. Overrides
can be used to vary the performance of the viscous fan.
Monitor demand fan screen
The "Override" submenu and the "Calibration" submenu can be displayed from the "Service" menu. Overrides for the
fan can be selected from the "Override" screen.
Two overrides of the fan motor are used to vary the performance of the viscous fan. The two overrides are "Motor
Speed" and "Fan Motor Current Percentage".
Calibrations of the fan can be selected from the "Calibration" menu. If a calibration is attempted, an error code will
result.
Troubleshooting Guidelines
Note: Complete all test while the engine at operating temperature.
Ensure that the configuration settings are correct.
Ensure the ECM is receiving the input signal from the engine coolant temperature sensor, hydraulic oil
temperature sensor, and the ambient air temperature sensor.
Test for wiring continuity between the wiring harness on the visconic fan and the ECM.
Ensure pin 5 on the visconic fan wiring harness is receiving a constant voltage of 5 VDC.
Verify that the fan can be manually overridden through the service menu.
Complete testing of the fan coil and the fan speed sensor.
Unplug the fan assembly and ensure the fan defaults to high speed.
Measure the fan speed with a phototach. Compare the results of the desired fan speed and the actual fan
speed as reported by the ECM.
Verify the correct belt and the correct pulley. Refer to "Machine Configuration" for the correct parts for the
machine.
Measure the fan pulley speed with a phototach. Compare the results to the actual engine rpm. The ratio of fan
pulley speed to engine speed will vary depending on the fan pulley installed on the machine.
The fan speed is controlled by the machine ECM. The ECM uses the following input to calculate the desired fan
speed:
Engine coolant temperature
Hydraulic oil temperature
Ambient air temperature
All temperature signals can be traced back to the ECM. Reference the machine-specific electrical schematic to
troubleshoot the wiring harness. Pin 5 of the fan plug requires a constant +5 VDC. The voltage is shared between
the fan and the temperature sensor.
The fan speed can be controlled manually through the override section in the service menu. Use either the "Fan
Motor Speed" or "Fan Motor Current Percentage". If the fan cannot be controlled manually, there may be a
problem with an input to the ECM.
Although the "Fan Motor Current Percentage" can be adjusted in the override menu, the parameter does not have a
value during normal operation. The value will default to zero and should be ignored.
The viscous fan clutch assembly cannot be calibrated. If a calibration is attempted, an error message will appear.
Verification of the Coil
Fan connector
(1) ECM fan speed sensor output
(2) ECM fan speed sensor ground
(3) ECM control coil low -
(4) ECM control coil high +
(5) ECM fan speed sensor supply
Measure the resistance between the coil low pin 3 and the high coil pin 4 of the viscous clutch coil. The resistance
should read 30 (± 10%) ohms.
Measure the resistance between the coil low pin 3 and all the other pins of the viscous clutch coil. The resistance
should read infinite.
Measure the resistance between the coil high pin 4 and all other pins of the viscous clutch. Measure the resistance
between the coil high pin 4 and the coil housing of the viscous clutch coil. The resistance should read infinite.
Verification of the Speed Sensor
Measure the resistance between output pin 1 and ground pin 2 of the fan speed sensor. The resistance should read
15 (± 10%) ohms.
Measure the current draw between the fan speed supply pin 5 and the fan speed ground pin 2. This measurement
will require a 5 VDC power supply. The current should measure between 6 mA and 12 mA.
C opyright 1993 - 2016 C ate rpillar Inc.

Mon Nov 07 2016 23:53:51 GMT-0300 (Hora ve rano Sudam é rica Pacífico)
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320D Viscoso

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7/11/2016 320D Excavator BZP00001-UP (MACHINE) POWERED BY C6.

4 Engine(SEBP5228 - 23) - Sistemas y componentes

Operation, Troubleshooting, and Testing of the Viscous

Visconic Demand Fan System

(4) Valve arm

(5) Fill hole

(7) Armature blade

(8) Fluid control valve

(9) Front housing

(10) Input plate

(12) Working chamber

(13) Rear housing

(14) Silicon oil flow

Illustration 2 identifies the major components.

(16) Speed sensor

(17) Ring magnet

(18) Reservoir cover

(20) Front housing

(21) Front housing

(23) Front housing

(25) Input plate

(26) Input hub shaft

(27) Concentric rings

(28) Fluid fill space

(30) Valve arm

(31) Return spring

(32) Stop pin

(33) Valve armature

(34) Reservoir chamber cover

(36) Inlet to the working chamber

(38) Speed sensor

(39) fluid reservoir cover

(40) Retaining bolt

Visconic Demand Fan Operation

Cat ET Screens for the Visconic Cooling Demand Fan

Note: Complete all test while the engine at operating temperature.

Ensure that the configuration settings are correct.

Engine coolant temperature

Hydraulic oil temperature

Ambient air temperature

Verification of the Coil

(1) ECM fan speed sensor output

(2) ECM fan speed sensor ground

(3) ECM control coil low -

(4) ECM control coil high +

(5) ECM fan speed sensor supply

Verification of the Speed Sensor

C opyright 1993 - 2016 C ate rpillar Inc.

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