325 L XIME Governor ADJUST LIMIT

325, 325L EXCAVATOR 7LM00001-UP (MACHINE) POWERED BY 3...
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Shutdown SIS
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Product: EXCAVATOR
Model: 325-A FM L EXCAVATOR 7LM00104
Configuration: 325, 325L EXCAVATOR 7LM00001-UP (MACHINE) POWERED BY 3116 ENGINE
Systems Operation
3114, 3116, and 3126 Engines
Media Number -SENR3583-15Publication Date -01/10/2008Date Updated -26/03/2019
i01664183
Fuel System
SMCS - 1250
Fuel System
Illustration 1 g00690661
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/... 2/10/2024
325, 325L EXCAVATOR 7LM00001-UP (MACHINE) POWERED BY 3... Page 2 of 16
Fuel System Schematic

(A) Fuel priming pump (if equipped)
(1) Screen (if equipped)
(2) Inlet check valve
(3) Fuel transfer pump that is integral with the governor
(4) Outlet check valve
(5) Fuel filter
(6) Cylinder head
(7) Pressure regulating valve
(8) Check valve
(9) Primary fuel filter (if equipped)
(10) Pressure relief valve
(11) Fuel tank
Fuel from fuel tank (11) is pulled through an in-line screen (1) by fuel transfer pump
(3). The fuel transfer pump is integral with the governor. Fuel is sent from the fuel
transfer pump through the pressure relief valve (10). The pressure relief valve is closed
in normal operation. Fuel will enter through fuel filter (9) to a drilled passage in the
cylinder head (6). Once the pressure of the fuel is greater than the desired range then
the pressure relief valve will open. This will allow the fuel to return to the tank. The
drilled passage in the cylinder head intersects a gallery around each unit injector in
order to provide a continuous flow of fuel to all injectors.
When there is air on the inlet side of the fuel system, fuel priming pump (A) (if
equipped) may be used in order to fill the fuel filter and the fuel gallery that is in the
cylinder head. This is performed before the engine is started. When the priming pump
is used, check valves that are located in the fuel priming pump control the movement of
the fuel. The fuel is forced through the low pressure side of the fuel system. This
removes air from the fuel lines and components back into the fuel tank.
Lines Group For The Fuel Filter
(3) Fuel transfer pump that is integral with the governor
(5) Fuel filter
(6) Cylinder head
(12) Fuel outlet port to the fuel tank
(13) Fuel inlet port to the fuel transfer pump
(14) Fuel filter base
(15) Pressure tap for filtered fuel
(16) Tube assembly from the fuel filter base to the fuel gallery in the cylinder head
(17) Tube assembly from the transfer pump to the fuel filter base
Lines Group For The Fuel Filter
(1) Screen
(6) Cylinder head
(7) Pressure regulating orifice
(8) Check valve
(12) Fuel outlet port to the fuel tank
(13) Fuel inlet port to the fuel transfer pump
(17) Tube assembly from the transfer pump to the fuel filter base
(18) Tube assembly from the fuel passage in the cylinder head to the fuel tank
Fuel Transfer Pump
Fuel Transfer Pump
(A) Inlet flow of fuel
(B) Outlet flow of fuel
(1) Screen (if equipped)
(2) Inlet check valve
(3) Spring
(4) Piston assembly
(5) Outlet check valve
(6) Piston check valve
(7) Tappet assembly
(8) Camshaft
(9) Passage
The fuel transfer pump is located in the front housing of the governor. The pump is
activated by camshaft (8) that is attached to the shaft of the governor drive gear. Piston
assembly (4) and tappet assembly (7) are stroked up and down by the camshaft and
spring (3).
Fuel enters the transfer pump through screen (1) (if equipped) and inlet check valve (2).
On the upstroke of piston assembly (4), check valve (2) closes. Outlet check valve (5)
closes in order to prevent fuel from being pulled back in the pump from the outlet. As
pressure increases above piston assembly (4), piston check valve (6) opens in order to
fill the cavity above the piston assembly.
On the downstroke, as the fuel pressure in passage (9) increases, piston check valve (6)
is closed and outlet check valve (5) is opened. This causes fuel to be pushed through
the secondary fuel filter and to the engine. Inlet check valve (2) opens in order to allow
fuel to fill the cavity above piston assembly (4).
During engine shutdown, the check valves are held closed by springs.
Fuel Injection Pump (Unit Injector)
Fuel Injection System

(1) Rocker arm
(2) Setscrew
(3) Floating button
(4) Tappet Spring
(5) Pushrod
(6) Plunger
(7) Rack
(8) O-ring
(9) Barrel
(10) Fuel gallery
(11) Sleeve
(12) O-ring
(13) Lifter
(14) Camshaft
The fuel injection pump (unit injector) allows a small amount of fuel to be injected at
the proper time into the combustion chamber. The fuel that is supplied to fuel gallery
(10) surrounds each unit injector. Each of these galleries are connected by a drilled
passage in the cylinder head. This passage provides a continuous flow of fuel to all unit
injectors.
The unit injector is isolated from the coolant passages by sleeve (11). The sleeve also
provides the seating surface for the unit injector.
Injection timing is determined by the angular location of camshaft (14) and the vertical
location of plunger (6) in barrel (9). The camshaft gear and the crankshaft gear mesh
together at the front of the engine in order to achieve the angular location of the
camshaft. The location of the plunger (fuel timing) is adjusted by setscrew (2).
The profile of the camshaft is sent to rocker arm (1) by lifter (13) and pushrod (5), as
the camshaft rotates. The motion of rocker arm (1) is then sent to plunger (6) through
the floating button (3).
Fuel Injection Pump (Unit Injector)
(4) Tappet spring
(6) Plunger
(7) Rack
(8) O-ring
(9) Barrel
(12) O-ring
(15) Gear
(16) Sleeve filter
(17) Helix
(18) Lower port
(19) Upper port
(20) Spring
(21) Check (needle valve)
At the top of the plunger's stroke, fuel from fuel gallery (10) enters the unit injector
around the edges of sleeve filter (16). The fuel then fills the volume below plunger (6).
During the plunger's downward motion, fuel beneath the plunger is displaced into the
gallery through the two ports in barrel (9). As upper port (19) is closed by the bottom
edge of the plunger, fuel continues to be displaced through lower port (18). When the
lower port is closed, effective stroke begins. The fuel inside the unit injector becomes
pressurized by the continued downward movement of the plunger. When the fuel
pressure is sufficient to open check (21), high pressure fuel will be forced through
orifices at the bottom of the nozzle into the combustion chamber. This will continue
until upper port (19) is uncovered by helix (17) on the plunger. At this instant, effective
stroke ends and this high pressure fuel will spill through upper port (19) into the
gallery. This will allow spring (20) to close check (21), which will end the injection
cycle.
The downward motion of the plunger will continue until lifter (13) reaches the nose of
the camshaft. The plunger will be returned upward by tappet spring (4). This will allow
the cavity under the plunger to be refilled from the fuel in the gallery. The unit injector
is now ready for the next cycle.
In addition to vertical motion, the plunger can rotate with respect to barrel (9) by gear
(15). The gear slides in order to allow vertical movement of the plunger and the gear
meshes with rack (7). The rotation of the gear changes the relationship between helix
(17) and upper port (19). The amount of fuel that is injected into each combustion
chamber then changes. For example, if rack (7) is moved to the right, then plunger (6)
will rotate CCW. (This movement is viewed from the top.) The distance between the
bottom end of the plunger and helix (17) then increases with respect to upper port (19).
The effective stroke is increased and more fuel is injected into the combustion
chamber.
Rack Control Linkage For The Fuel Injector
325, 325L EXCAVATOR 7LM00001-UP (MACHINE) POWERED BY... Page 10 of 16
Unit Injectors and Rack Control Linkage
(1) Lever
(2) Torsion spring
(3) Shaft
(4) Rack
(5) Synchronization screw
(6) Clamp
(7) Clamp assembly
(8) Fuel setting screw
(9) Link
(10) Lever assembly
(11) Unit injector
Unit Injector And Rack Control Linkage
(A) FUEL ON
(B) FUEL OFF
(1) Lever
(3) Shaft
(4) Rack
(5) Synchronization screw
(6) Clamp
(11) Unit injector
The rack control linkage connects the governor output to unit injector (11) at each
cylinder. The governor output shaft is pinned to link (9). The link is connected to lever
assembly (10). When the governor demands more fuel, link (9) and lever assembly (10)
cause rotation of shaft (3) and clamps (6). Shaft (3) and clamps (6) are rotated in a
FUEL ON (A) direction. Each clamp then pushes lever (1) as the shaft rotates. Rack (4)
is pulled by lever (1). This will allow more fuel to be injected into the cylinder.
When the governor requires less fuel, link (9) causes rotation of shaft (3) and clamps
(6). Shaft (3) and clamps (6) are rotated in a FUEL OFF (B) direction. Lever (1) is
forced to rotate clockwise by torsion spring (2). This will push rack (4) toward the
shutoff position. A torsion spring is located at each unit injector. This allows the rack
control linkage to go to the shutoff position, even if one fuel injector rack is stuck open.
The power setting of the unit injector for the No. 1 cylinder is made with fuel setting
screw (8) in clamp assembly (7). As fuel setting screw (8) is turned, shaft (3) rotates to
a new position with respect to link (9) and lever assembly (10). Adjusting screws (8)
allow synchronization of the injectors to the unit injector of the No. 1 cylinder.
Governor
The governor transfers the operator's requirements to the fuel injector rack control
linkage. The governor receives the desired engine speed by the position of the throttle.
The governor output shaft immediately moves when the throttle is moved. The motion
of the governor output shaft will cause the fuel injector rack control linkage to rotate.
This will move the fuel injector racks. The change in the position of the fuel injector
rack will cause a change in the speed of the engine. As the speed of the engine changes,
the governor will adjust the amount of fuel that is delivered. This will cause the engine
to stabilize at the rpm that corresponds to the throttle position. For further information,
refer to , SENR6454, "3114, 3116, and 3126 Governor Service Manual".
Fuel Ratio Control
The turbocharged engine uses a fuel ratio control (FRC) in order to control smoke
during acceleration at low boost levels. The FRC restricts the amount of fuel to the
combustion chambers until sufficient boost has been achieved.
Governor Linkage and Fuel Ratio Control Schematic
(A) FUEL ON output
(B) FUEL ON input from operator
(1) Governor output shaft
(2) Inlet port
(3) Fuel ratio control (FRC)
(4) Retainer shaft
(5) FRC lever
(6) Limit lever setscrew
(7) FRC lever setscrew
(8) Limit lever
Fuel ratio control (FRC) (3) operates on boost air pressure that is delivered by a tube
from the inlet manifold of the engine to inlet port (2). At low boost, retainer shaft (4) is
held stationary by springs that are inside the FRC. When the operator demands more
fuel, governor output shaft (1) moves in the FUEL ON direction (A). The governor
output shaft will move in this direction until limit lever (8) contacts setscrew (7) of
FRC lever (5). When FRC lever (5) is restrained from rotating clockwise or FUEL ON
movement by the FRC, further FUEL ON movement of governor output shaft (1) is
stopped. Thus, overfueling is prevented.
As engine power increases, boost pressure also increases. This pressure acts against a
diaphragm inside the FRC. When boost pressure is sufficient, spring force inside the
FRC is overcome and retainer shaft (4) moves to the right. This movement will allow
FRC lever (5) and limit lever (8) to rotate clockwise. Governor output shaft (1) is now
able to move in the FUEL ON direction until the limit lever (8) contacts limit lever
setscrew (6).
When boost pressure decreases, springs inside fuel ratio control (FRC) (3) will return
retainer shaft (4) to the normal position. FUEL ON movement of governor output shaft
(1) is again restricted.
Fuel Shutoff Solenoid
(1) Button
(2) Fuel Shutoff Solenoid
The fuel shutoff mechanism is activated by an energize-to-run (ETR) latching solenoid.

A spring loaded plunger inside the solenoid acts on a lever assembly within the front
housing of the governor. This lever assembly pushes the governor output shaft to the
FUEL OFF position when the plunger is released electrically or the plunger is released
manually at engine shutdown. At engine start-up, the solenoid is energized in order to
latch in the run position. The governor output shaft is then free to move to the FUEL
ON position.
Engines that are equipped with a latching solenoid can be manually shut off by pushing
button (1) inward. The solenoid CANNOT be manually latched in the run position in
order to start the engine.
Wiring diagram of a Typical Fuel Shutoff Solenoid
(2) Fuel Shutoff Solenoid
(3) "STOP" Connection
(4) "G" Connection
(5) "S" Connection
(6) "BAT" Connection
(7) Positive Terminal
(8) Negative Terminal
(9) "GND" Connection
(10) "START" Connection

(11) "MTR" Connection
(12) Starter Motor
(13) Battery
Copyright 1993 - 2024 Caterpillar Inc. Sat Feb 10 23:38:42 UTC+0300 2024
All Rights Reserved.
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325 L XIME Governor ADJUST LIMIT

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325 L XIME Governor ADJUST LIMIT

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325, 325L EXCAVATOR 7LM00001-UP (MACHINE) POWERED BY 3...

Fuel System Schematic

Fuel Transfer Pump

Fuel Injection Pump (Unit Injector)

Fuel Injection System

Rack Control Linkage For The Fuel Injector

Fuel Ratio Control

Fuel Shutoff Solenoid

The fuel shutoff mechanism is activated by an energize-to-run (ETR) latching solenoid.

(10) "START" Connection

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