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VIMS BULLETIN
Index of Bulletins
Title TAB 1 Introduction Index Bulletin Filing Instructions .. Introduction . TAB 2 System and Implementation VIMS Features and Benefits Effective Application by the Customer Implementation Plan Development . TAB 3 Training VIMS Training VIMS Frequently Asked Questions. TAB 4 Applications VIMS and Maintenance Management . Troubleshooting with VIMS Evaluating Operator Techniques.. VIMS Data Application Guide. TAB 5 Machine Signature Tests Off-Highway Truck Signature Test 777 - 793 Off-Highway Truck Signature Test 797 . Wheel Loader Signature Test 994AKIT & 994D . Wheel Loader Signature Test 992G .. TAB 6 Appendix Getting Help and Reference Material .. Form No. Bulletin No. Date
SELD7011 AEXC0680
VIMS 3-1
7/06 1/07
SELD7008
VIMS 6-1
5/06
SELD7003-03
VIMS BULLETIN
Bulletin Filing Instructions
Periodically you will receive additional information about VIMS in the form of VIMS Bulletins. These bulletins should be filed in numeric sequence in this binder under the correct category. The bulletin number is located in the upper right-hand corner of each bulletin, as follows: Bulletin No. 1-2 The first number is the category of the bulletin and indicates which TAB the bulletin should be filed under. Categories for the various tabs are: TAB 1 - Introduction TAB 2 - System and Implementation TAB 3 - Training TAB 4 - Applications TAB 5 - Machine Signature Tests TAB 6 - Appendix The second number indicates the bulletin sequence in that particular category. Bulletin 1-2 should be filed as the second bulletin under TAB 1. Bulletins are dated for replacement purposes. For instance, if the information in Bulletin No. 1-2 (5/06) becomes obsolete, it will be replaced by a new bulletin with a later date listed at SELD7004-02 2006 Caterpillar Inc. Printed in U.S.A. (4/08) the top right-hand corner of the front page of the bulletin as in the following example: Bulletin No. VIMS 1-2 (5/06) Replaces VIMS 1-2 (5/96) Information supplementing a bulletin already in existence will use a point number (for example, Bulletin 1-4.1 (5/06). This will allow the supplementary bulletin to be filed next to the original bulletin even though there may already be a Bulletin 1-5, Bulletin 1-6, etc. You will periodically receive an updated index that will include any new bulletins issued since the last update.
VIMS BULLETIN
Introduction
Purpose of Guide
Identify customary information and training resources that are available. Address the technical aspects of VIMS, its uses and its support. Address new issues concerning the dealer's involvement in day-to-day maintenance and production management that are not likely to be addressed in the traditional training materials. Direct attention to VIMS implementation and application factors that require special planning. prepare the customer to use and customize VIMS, and to support specific customer needs.
TAB 3 - Training
This section identifies training resources for effective day-to-day use of VIMS.
TAB 4 Applications
This section details the integration of VIMS with maintenance management practices, the use of VIMS data for troubleshooting problems, and provides the latest information available on using VIMS data.
TAB I - Introduction
This section contains an index of bulletins found in the guide with a list of reference documentation, bulletin filing instructions and this introductory bulletin.
TAB 6 - Appendix
This section contains valuable supplementary information and worldwide communication paths for supporting VIMS. 2006 Caterpillar Inc. Printed in U.S.A. (4/08)
VIMS BULLETIN
VIMS Features and Benefits
Intended Audience: Dealer Sales personnel Dealer Product Support personnel Dealer Project Manager located at customer job site Dealer Shop and Field Service personnel VIMS is designed to work on Cat wheel loaders and haul trucks in the rugged, high-utilization mining environment. By integrating numerous machine sensors into each machine design, VIMS monitors over 250 machine functions and machine health statistics around the clock. VIMS accomplishes this by sensing out-of-spec conditions that are displayed for the operator in an in-cab message center. Depending on the severity of the problem, VIMS sends warning messages to the operator and recommends an appropriate course of action. Not only does VIMS provide important machine and system data, it also stores a large of amount of data about the machine for efficient system monitoring. This helps service personnel quickly review a history of past and potential problems to expedite the maintenance and troubleshooting process. By providing operators, maintenance and engineering with vital machine health and production information, VIMS can help lower machine operating costs, improve equipment utilization, and ultimately help customers achieve the lowest cost-per-ton.
Introduction
Caterpillar VIMS provides operators, maintenance and engineering with vital machine health and production information on Cat 992 and 994 Wheel Loaders, 777D, 785, 789, 793 and 797 Off Highway Trucks.
SELD7006-02
In addition to providing on-line information to the operator during an event, VIMS documents events and stores vital machine data that can be used by maintenance or engineers to analyze and forecast problems. VIMS categorizes and stores information into seven different categories: event list, event recorder, data logger, trends, cumulatives, histograms, and payload information. This data can be accessed through the message center, transmitted via optional radio, or downloaded for detailed analysis. VIMS software creates useful reports and charts to help supervisors and managers understand equipment utilization and performance.
Key Benefits
Improved Operator Information Faster Service Diagnostics Off-board Computer Analysis of Information Improved Information Access Real-Time Access to Data Self-Diagnostic Preventative Maintenance Analysis Saves Time Compatible with Telemetry Equipment
Recorded Data
Event
The event list is a record of all of the events/diagnostics that have occurred on the machine. The event list will retain the last 500 machine and system events in chronological order. The list of events/diagnostics can be retrieved using the VIMSpc off-board software. The event list report provides the date, time and service meter reading when the event began, event duration, operator ID, parameter ID, parameter value at limit, warning category and number of times operator acknowledged the event.
Key Features
Monitors key pressures, temperatures, fluid levels, speeds and operating conditions. Analyzes and stores information from the machine's engine, power train, hydraulics, steering and brakes. Records and presents prognostic data to optimize scheduling of maintenance and repair. Displays information for the operator and service technician. Uses a three-level warning system for early indication of potential problems. Includes a data logger for troubleshooting, performance testing and trending. Features an event recorder to automatically capture detailed information and determine the cause of significant problems Downloads data to an off-board computer for additional analysis and reports.
Data Logger
The Data Logger is used to capture realtime machine data similar to the event recorder, but is initiated by the operator or service technician. When the system is running, data is collected from all of the VIMS parameters at a sampling rate of once per second. Up to 30 minutes of data can be stored, which can be retrieved from the machine using a laptop computer.
VIMSpc software can be used to graph and analyze the data. Parameters such as engine rpm, brake pressures, cylinder pressures, and gear information help show how the machine was performing. Machine data recorded by the data logger is useful when troubleshooting intermittent machine problems.
Payload
The VIMS payload system provides productivity data to enhance truck loading tool effectiveness while improving fleet production. The loader payload system records loader identification, date, time, bucket payload, weight, number of passes, material, and truck identification. The truck payload system utilizes strut pressure technology for accurate payload measurement. The truck system stores up to 2400 payload cycles, cycle times, distance, time, and date of each payload cycle. External lights on the sides of Cat trucks signal the loading tool operator when the truck is full. Optional payload displays can also be fitted that allows loading tool operators to view total tonnage loaded.
Snap Shots
VIMS includes an on-board event recorder, similar to a flight data recorder that stores machine/sensor data following an event. The system activated event recorder creates a snapshot of data from five minutes prior to the event to one minute afterwards. VIMS automatically links an event record to serious diagnostic events for analysis. This feature is useful for collecting data, troubleshooting and diagnosing unpredictable problems.
Prognostics
VIMS automatically collects data that can be useful in understanding machine use. Trends show minimum, maximum and average values for specific parameters over time. Cumulatives show number of occurrences of specific events over the life of the machine. Histograms show the percentage of time a parameter's value is in a specified range and documents the history of a parameter over the life of the machine. Examples of prognostics included: Trends - maximum or average brake temperature per hour. Cumulatives - total engine revolutions, total fuel consumed, or total time in first gear forward. Histograms - average/maximum engine rpm, fuel rate, machine speed, oil pressure and payload distribution.
data, perform analysis, and store and display information. These electronic modules communicate with each other to control and synchronize machine systems, to monitor vital machine statistics and alert the operator of abnormal machine conditions. The machine system consists of: VIMS Main Module Gauge Cluster Module Message Center Module Keypad Warning Lamps Action Alarms Sensors and Switches Control System Modules and Sensors (i.e. Engine, Transmission, Brakes, etc.) The primary function of the VIMS portion of the machine system is to: collect data, monitor machine events, store information, interface with operator and maintenance, interface with the office system, and initialize the system at start-up. Data from the machine system is transmitted through the Cat Data Link. Each module has two communication paths that allow VIMS to continue operating even if one link becomes inoperable. Machine System Features: The Onboard VIMS Module resides on the Cat Datalink, which is tied to all other machine ECMs. Monitors over 250 machine functions and machine health statistics around the clock. Provides Active Events and Payload information out to a dispatch system. (Minestar) Provides an Operator Interface, which has 3 levels of warnings
when a condition has exceeded the specified limit. Depending upon the warning, the system can also provide a recommendation to the operator. Data Storage System and Maintenance Events ---- timestamps occurrence, worst-case value and duration of the event. Snap Shots ---- captures all parameters 5 minutes prior to and 1 minute after a critical event. Data Logger ---- captures 30 minutes of all parameters. (Manually activated) Histograms ---average/maximum engine rpm, fuel rate, machine speed, oil pressure and payload distribution. Trends ---- maximum brake temperature per hour, or average air filter restriction per hour. Cumulatives ---- total engine revolutions, total fuel consumed, or total time in first gear forward. Payload ---- cycle times, tons, distance traveled, fuel used per cycle.
machine health, performance, and productivity. Events stored in VIMS provide service personnel with a broad overview of operator and machine performance. Checked at regular intervals, VIMS information enables service personnel to quickly view a history of past and potential problems, expediting maintenance and troubleshooting. Faster more efficient diagnostics mean less repair time and increased machine availability - reducing overall cost and keeping the machine productive.
VIMS Supervisor
The VIMS Supervisor Software provides custom fleet production and maintenance reports by extracting data from the VIMSpc database. The user-friendly architecture provides the functionality to filter and sort Event, Payload, and Trend data in order to create dynamic reports that target the needs of the customer. Office System Features: User-friendly browser style interface. All functionalities are provided on one screen thus eliminating the need for menus to navigate. Office System Benefits: The VIMSpc database is utilized to provide data for customized reporting. Single Machine or Fleet reporting capability. Application Management. Provides to the tools to manage the 10/10/20 Payload Policy. Maintenance and Production analysis. Advanced report sorting capability. Windows based application. Customizable with Dealer Logo.
Off-Board System
VIMSpc
VIMSpc is a single machine software solution supplied with each new machine and available for all VIMS equipped machines. VIMSpc software is an advanced diagnostic and machine management tool designed to assist in the evaluation and management of
Value
For the Operator
VIMS establishes a two-way communication between the operator and the machine. Real-time machine information allows the operator to make informed decisions that directly affect their safety, machine availability and ultimately the productivity of the mine. VIMS coaches the operator to improve machine performance and productivity. VIMS informs the operator when an event occurs, and has the intelligence to determine the severity of the event. VIMS recommends an appropriate course of action, taking the guesswork out of knowing when to change the operation of the machine or shut it down. This information keeps the operator productive while reducing the risk of catastrophic failure. VIMS also provides real-time payload information to truck and loading tool operators to help maximize productivity. Access to payload data eliminates under loading, which reduces productivity, and overloading, which produces slower cycle times and increases wear on tires, rims and other machine components.
communicates to maintenance technicians the data necessary to maximize component life, reduce catastrophic failures, minimize unscheduled downtime and improve a mine's asset management. The Event Recorder provides historical data before and after an event, which can be used to diagnose and prevent future failures. Event records provide maintenance personnel with vital information that allows a machine's repair needs to be reviewed prior to scheduled Preventative Maintenance, significantly reducing downtime. The VIMS Data Logger is a maintenance technicians built-in diagnostic tool kit. The Data Logger works while the machine stays productive and saves man-hours that would have otherwise been spent tracking and diagnosing a problem. The Data Logger is also a powerful tool for monitoring haul road and underfoot conditions. Rack and pitch information can be used to justify haul road maintenance, maximizing production and machine availability. VIMS software communicates important machine data and trends. By analyzing trends and identifying problems before failure, maintenance personnel can more accurately plan machine maintenance and resources. VIMS software also gives maintenance greater control over fleet management, improving overall machine availability and productivity.
For Maintenance
VIMS stores events for future analysis. This information gives maintenance personnel a broad overview of operator and machine performance, allowing them to expedite the maintenance and troubleshooting process. VIMS
For Production
VIMS is more than a communications device between operator and machine. By integrating the machine systems with the office systems, production managers have access to reports that can be used as the basis for more intelligent analysis and more informed decision-making. VIMS reports can identify areas for improvement in repair planning, operator training, site planning, machine health, and personnel performance. By studying payload data, a production manager can determine equipment usage, future machine requirements, personnel performance and productivity levels. Payload information can also be
used as an accounting tool, an indicator of cycle time efficiency and truck overloading or under loading. The Data Logger records important data, such as cycle times, speed, strut pressures and braking trends, which can help production managers plan for haul road maintenance. Improvements to haul roads can ultimately improve component life, reduce tire costs, and increase fleet productivity. Ultimately, VIMS reports give production managers the information they need to run a mine more efficiently and achieve the lowest cost per ton.
No Change
SELD7006-02
VIMS BULLETIN
Effective Application by the Customer
Intended audience: Dealer Sales personnel Dealer Product Support personnel Dealer Training personnel Dealer Service personnel designed to help the customer evaluate and manage machine health and performance. VIMS monitors the machine's key vital signs and provides warning and action messages to the operator using a display in the cab. VIMS also saves a record of this information so that a service technician can recall it later to diagnose any reported problems. This information is also available by downloading into a laptop computer. VIMS will give early warning of problems for improved scheduling of downtime and faster diagnosis of problems. Effective use of this capability will result in increased machine availability and improved equipment management. In addition to machine vital signs, VIMS also maintains payload data in a manner consistent with current Truck Payload Monitoring System (TPMS) methodologies. This data can be viewed onboard or downloaded and analyzed later off board. For a more detailed description of VIMS capability and application of this capability, see the VIMS Bulletins filed under: 1. TAB 3 Training 2. TAB 4 Applications 3. TAB 5 Machine Signature Tests.
Introduction
This bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS by describing some of the issues that should be addressed to ensure that VIMS capability is effectively presented and utilized. VIMS is much more than an advanced vehicle monitoring system. For the customer to receive maximum benefit, the dealer must know what VIMS is and what VIMS isn't, clearly present this to the customer, and then assist in the integration of VIMS into the customer's existing management systems (production and maintenance).
VIMS Capability
Large machinery owners have tremendous capital invested in their equipment. To protect their investment, they need to manage and improve the owning and operating costs of their machines. VIMS is an advanced machine management and diagnostic tool
SELD7007-02
VIMS Limitations
Because VIMS is comprehensive and provides a considerable amount of information to both maintenance management and production, it is easy to characterize VIMS as able to provide any information, reports, or data the customer could need or want. This oversimplification should be avoided to prevent false customer expectations. Additionally, there is a tendency among software users (VIMS is both hardware and software) to expect that minor changes or modifications to suit a particular need, can be accommodated with little trouble or cost. VIMS is a complex and sophisticated product. Changes to VIMS hardware or software will be complex, costly to make and, if custom versions proliferate, difficult to support and update. The impact of potential changes to VIMS should not be underestimated. By being aware what VIMS is capable of, and by being specific about its features, customer expectations will better match the system capabilities.
4. After initial usage Additional training needs 5. After six months usage - Fine-tuning. Many of these common needs are discussed in more detail in VIMS Bulletin 2-3, lmplementation Plan Development. As the implementation plan is developed, reference should be made to the material filed under the following sections: 1. TAB 3 Training 2. TAB 4 Applications 3. TAB 5 Machine Signature Tests.
Special Planning
To help ensure the customer receives maximum benefit from the VIMS system, it is recommended that the dealer do some special planning to cover specific customer needs. These needs can be outlined chronologically as: 1. Point of sale - Computer and training requirements 2. Before delivery - Initial training plan development 3. At delivery - Implementation training SELD7007-02 2006 Caterpillar Inc. Printed in U.S.A. (4/08)
VIMS BULLETIN
Implementation Plan Development
Intended audience: Dealer Sales personnel Dealer Product Support personnel Dealer Training personnel Dealer Mining Machines personnel through the first one or two thousand hours of machine usage.
Introduction
This bulletin enables dealers to develop a timely VIMS implementation plan for customers. It discusses some of the important issues that should be addressed from the point of sale through the first one or two thousand hours of machine usage. It is important that the customer derive maximum benefit from VIMS. To help ensure that this will occur, the dealer should develop an implementation plan specific for each customer. Each customer's background and needs will be somewhat different, and thus it is imperative that the dealer has a good knowledge of the customers production and maintenance management routines and procedures. This understanding will enable the dealer to formulate an implementation plan that will directly address customer needs. Development of this plan should appropriately begin at the point of sale and should identify training and other product support needs from delivery up
SELD7010-02
If not currently available, the customer should be encouraged to procure computer hardware and software that will be suitable for use with the VIMS equipped machines. The computer system should to be available and in running condition by the time the VIMS equipped machines are delivered. It may even be beneficial for the dealer to include computer hardware, software, and basic computer training in the machine sales proposal. By using this approach, the dealer can help ensure that adequate computer capability is available in a timely manner for use with the VIMS machines.
Software Training
The user of VIMS software needs a thorough understanding and/or training on Windows, the use of the mouse for navigation, and training on the VIMS software itself. For those downloading data from the machine, knowledge must include file manipulation techniques (copy, move, rename, delete, etc.) and the relationship of the root directory and subdirectories. It is also important to understand what takes place (how the various files are handled) when VIMS is downloaded from the machine to the PC and the onboard system is reset. Circumstances will dictate if the sales proposal should include computer hardware, software, and software training as part of the package. Regardless of whether this is included in the sales proposal or not, the customer should understand the need to have software training prior to delivery of the VIMS machines.
dealer may have to develop methods or procedures that will ensure protection of the customer's interests. In some situations, VIMS data may reveal problems with the application or operator technique. When this occurs, care must be exercised to approach the situation in a positive and constructive way. Apprehension over VIMS becoming a "spy" can be overcome with good communication and a thoughtful approach. Every effort should be made by the dealer to emphasize to the customer the value of sharing this production data in the interest of improving overall fleet performance, availability, and operational costs. The customer needs to understand that even production data that is not currently logged by VIMS may also be of value by enabling a more complete analysis of a customer's fleet. A closely related issue is establishing who (which individual) will connect the laptop PC to the machine to download the data and reset the onboard system. Experience has shown that it is best to have only one person designated to do the downloading. It will generally be necessary, however, to have at least one person per shift who can download data and reset the on-board system. If more than one person downloads data, close coordination and good communication must take place between those involved.
that VIMS offers considerable potential as a contract management tool. The purpose of developing an implementation plan is to assist the customer in deriving maximum value from VIMS early in the use of the machine(s). If the customer effectively integrates VIMS capability with good fleet management practices, the cost for a dealer to provide a support agreement should be reduced. VIMS record of the machine's key vital signs and warning messages can be used by maintenance personnel for improved scheduling of downtime and faster diagnosis of problems.
Support Requirements
It is not possible to anticipate every possible sales support requirement or contractual agreement that might arise. However, it should be recognized that VIMS would require additional training for those involved in after sales support including data collection, review, and analysis. It should also be recognized
involvement in VIMS support or analysis, should be established and factored into the training plan. Logic and efficiency dictates combining training classes as much as possible. Conducting combined VIMS classes for internal and customer people should be considered.
Customer Training
Much of the information gathered in the sales negotiation process will provide the basis for training plan development. One of the issues that needs to be addressed is the extent to which machine operators, maintenance mechanics, and supervisors will be involved with VIMS. For example, depending on the customer's philosophy and normal practices, the operator may be expected to either: Operate correctly and monitor the warning system; Or, be actively involved in helping solve problems (such as query the system through the keypad) when a warning occurs.
The training requirements for these two options are different. The same applies to mechanics and supervisors if they are to be involved with VIMS. Another issue is whether the VIMS equipped machines are new to the customer or the work location. If the machines are new to the customer's people, training related to VIMS may be delayed until after the machine and machine systems have been covered. The availability of a simulator will have a great impact on the training effort. As the number of people to be trained increases, the suitability of using an actual machine decreases.
be used for turning on the data logger or event recorder or for viewing the data or fault codes after an event is displayed.
Note: Refer to VlMS Bulletins filed under TAB 5 (Machine Signature Tests) for specific information on how to set up, run, and analyze signature tests.
Management Training
Once the machine begins to generate real information (perhaps even before it gets into full production), management's interest in training will increase dramatically. Hopefully, the training plan will have anticipated the needs and resources available to meet them.
SELD7010-02
VIMS BULLETIN
VIMS Training
For basic VIMS related training, please use the VIMS Training CD media [SERV7041]. For advanced VIMS related training, please contact your Regional Mining Representative for details on available training. For all VIMS inquires please work through the Dealer Solution Network or contact the VIMS Product Support Hotline at 1-800-290-1808 within the U.S. or 1-309-675-6229 outside U.S. For general knowledge, retrofit options, and marketing type information; please refer to the following media:
VIMS General Product Brochure: VIMS Frequently Asked Questions (included within this guide): VIMS Guardian Info Sheet: VIMS 777D Info Sheet: VIMS Communicator Info Sheet: VIMS 4.0 Upgrade 68K to ABL: VIMS Case Study Mining Operations, Western Australia: VIMS Case Study Koolyanobbing Mine Rail Facility: VIMS Case Study Foundation Coal West: VIMS Resource Kit:
AEXC0681 AEXC0680 AEXC0659 AEXC0658 AEXC0692 AEXC0693 AEXC0694 AEXC0684 AEXC0683 AEXC0682
SELD7011-02
Q&A
V I M S SY S T E M
OVERVIEW
What is the VIMS system? It is an integrated system that monitors, records and reports all aspects of machine performance and health. It provides critical information to operators, production and operations staffs and maintenance teams. This information can be used to enhance safety, productivity and availability while lowering cost per ton.
854 wheel dozer It can be purchased as a retrofit solution for the 777D off-highway truck and as an attachment for the 773F, 775F and 777F. The VIMS Guardian system, a similar product, is available for D9T, D10R, D10T and D11R track-type tractors.
P I Q
A
Category 1
Category 2
Category 3
In a Category 1 event, the operator receives an alert indication and information about the situation but is not instructed to take any corrective action.
K L M N O
A VIMS Main Module B Engine Control Module C Sensors D Wireless Connection Port E Keypad F Speedo/Tach G Quad Gauge
H Message Center I VIMS Service Tool and Software J Cat ET Service Tool K Action Alarm L Service Keyswitch M Action Lamp N Payload Management Lamps
O Service Lamp P Road Analysis Control Q Trans/Chassis Control R Integrated Braking Control
In a Category 2 event, the operator receives an alert indication/action alarm light along with a brief message that describes the problem and provides simple instructions to follow. A Category 3 event can lead to catastrophic failure or unsafe working conditions; so the operator receives an alert indication/action alarm light and horn along with information and instructions to shut the machine down safely. With the VIMS system coaching the operator in this manner, the machine can run more safely, productively and economically throughout its life cycle.
two
OVERVIEW
How is the VIMS system different from competitive systems? It is the only system of its kind that is fully integrated with all powertrain components and critical machine operations. It captures data from every sensor and control system on the machine, stores it in one place and makes it available for the operator as well as the production and maintenance teams. Other systems monitor specific components (engine, electrical control module, wheel motors) individually. Without integration, it is not possible to provide a single, efficient in-cab display where the operator gets immediate feedback about current conditions and potential problems. Integration also means managers have access to a more complete and accurate picture of total machine performance and health to guide decision making.
What is the difference between the VIMS system and the VIMS Guardian product?
The VIMS Guardian product was developed by the makers of the VIMS system, and, while it does not include the payload monitoring component or operator display, it incorporates all other VIMS system features (Event List, Event Recorder, Trends, Histograms, Cumulatives, Data Logger). The VIMS Guardian product is available for Cat D9T, D10R, D10T and D11R track-type tractors.
three
OVERVIEW
With so much information available through the system, how do I know where to focus my attention?
The volume of information may seem overwhelming. That is why many users rely on their Cat Dealers to analyze and interpret the data. These users believe that Cat Dealers, working directly with experts from Caterpillar, have the knowledge, resources and experience to complete a more timely, thorough analysis and offer more effective recommendations. Some users choose to interpret their own data. If you plan to do that, it is often best to start by collecting and analyzing a small amount of data and then building over time. For example, many major problems can be predicted and prevented simply by tracking fuel consumption and trending air filter restriction and exhaust temperatures. A sudden change in any of these numbers often signals a problem or situation that requires action.
What is the difference between the VIMS System and Product Link?
Product Link is a single, specialized Electronic Control Module that collects basic information generated by the machines other ECMs (engine, transmission, chassis, etc.), such as events and SMU. Product Link also includes a built-in GPS connection which allows the customer to determine a machines precise location at any time. As the ECM data is collected, Product Link sends the information back to a central database via a satellite link. There, the customer can view the data through Cat Equipment Manager software. Because VIMS System-equipped machines generate much more robust information than Product Link, Product Link is not commonly used on machines with VIMS. For additional information on Product Link, refer to TEKQ0281.
four
What types of information are available for production and maintenance staff?
The following kinds of data are captured onboard and can be downloaded for analysis and use by production and maintenance people. Payload captures productivity and fleet utilization information, such as tons moved, total cycle time, load time, wait time, travel time, fuel usage and more. Event List records events and abnormalities that occur during operation. It puts each event into context, identifying when it occurred, how long it lasted, which component or system was affected, which operator was involved and how serious (Category 1, 2 or 3) the situation was. Event Recorder activates automatically when a predefined event occurs. It takes a snapshot of the situation, capturing detailed data five minutes before and one minute after the event. Data Logger receives input from each available parameter, once per second for up to 30 minutes, providing a useful record for predicting, preventing and troubleshooting problems. Trends display minimum, maximum and average values for specific parameters or systems, providing insight into how conditions change over time. The Trends feature is considered by many to be the highest value tool in the VIMS offering. About 50% of the value of this system can be realized by using Trends regularly. Cumulative files provide counts or totals, such as number of engine revolutions, time in gear and so on. Histograms present data in a bar-graph format for quick visual analysis.
five
PRODUCTION
How can this system help prevent truck payloads that exceed the 10/10/20 payload control policy?
The Caterpillar 10/10/20 policy: Only 10% of a trucks loads should exceed 110% of the target payload. No load should exceed 120% of the target payload. The mean of the payload distribution curve (average load) should not exceed the target payload. In accordance with the Cat 10/10/20 policy, the VIMS system tracks payload data and displays total tons in real time to the operator. If overloaded, the system can warn the operator that an overload condition exists and suggest corrective action. If the overload is severe enough and the Maximum Payload Speed Manager function is enabled, the VIMS system will automatically limit truck speed.
90 percent of loads should fall into this range No more than 10 percent of loads should exceed target payload by 10 percent No loads should exceed the target payload by 20 percent
PRODUCTIVITY
Number of Loads
DURABILITY
90%
85 90 95 100 105
% OF TARGET PAYLOAD
10%
110 115
80
120
SAFETY
six
MAINTENANCE
How can I use this technology to enable a more cost-effective/efficient scheduled maintenance?
The daily practice of downloading and analyzing VIMS system data prior to the PM is critical to an effective and efficient scheduled maintenance program. The VIMS system PM planner allows you to recognize key events and critical trends and proactively correct developing problems. By identifying potential problems prior to the PM, you can do a better job scheduling the three Ps: parts, people and plans.
How does the proactive use of VIMS system information during PM translate into value?
Several sites have used Trend information to identify developing problems and resolve them during PM. The following are examples: High exhaust temperature trends led to the discovery of bad fuel injectors. Low engine coolant temperature trends helped detect stuck thermostats. Shift-time trend information helped identify an improperly adjusted transmission. By correcting these problems during a scheduled PM, the users saved time and money and avoided hours of costly, unscheduled downtime.
seven
Can you provide actual examples of how this technology delivers value?
Extends tire life, reduces tire costs. Up to 80% of all tire failures are caused by punctures, cuts and excessive heat. Although it is difficult to prevent punctures and cuts, heat-related failures caused by load and speed can be reduced with the VIMS system feature called TKPH/TMPH. VIMS warns the operator to reduce speed when tires overheat. Enabling this feature, truck speed can be automatically limited until the tires return to a safe operating limit, at which point the operator is instructed to resume travel speed. Pat Romano, maintenance superintendent at Saraji Mine in Central Queensland, Australia, says, Since implementing TKPH, we reduced tire costs by eliminating heat-related tire failures.
Prevents unnecessary downtime and repairs. A Caterpillar 793C mining truck was operating at the Twin Creeks mine site near Winnemucca, Nevada. During routine operation, the operator inadvertently steered the front left wheel of the truck into a berm just off the haul road. The truck then began a slow roll and eventually came to rest on its side. Throughout the rollover, and even while the truck lay on its side, the engine continued to run until other mine personnel came to the rescue of both the operator and the 793C. After ensuring that the operator was unhurt, the next order of business was to shut off the engine. When maintenance technicians arrived on the scene, their key concern for the 793C was damage done due to oil starvation of moving parts while the machine lay on its side. Through the use of the VIMS product, technicians were able to retrieve lubricant flow information from all major systems. In this case, the data informed the technicians that the key engine and transmission components had received sufficient oil throughout the ordeal and were not damaged. Technicians removed the engine oil pan and inspected one of the main bearings. Sure enough, the VIMS system data was accurate; the key engine and transmission components had not been cut off from their oil supplies and were in fine condition. Other than minor body damage (bent fenders and mirrors), the 793C had survived the rollover just fine and was put back into operation after only one day of downtime. Had the VIMS system data not been available, technicians would have had to take apart and inspect many of the powertrain components, a costly and timeconsuming procedure. The production staff estimates that the data saved more than 84,000 tons of lost production and $124,000 in inspection and repair costs.
Reduces overloading; improves safety, productivity and life. Jason Airay, operations superintendent at Newcrest Minings Telfer Project in Western Australia, says they have completely eliminated payloads over 120% of target, as defined by the 10/10/20 payload policy, by enabling Maximum Payload Speed Manager. Coupled with Second Gear Reweigh that improves payload accuracy, this feature instructs the operator to dump the load whenever it exceeds the predefined limit. According to Airay, the mine is 100% confident that all operators are working within the design limits of the trucks. As a result, steering and braking safety is never compromised, and the value of their assets can be fully realized.
Reduces maintenance costs. A large mine in Wyoming was changing air filters on its trucks every 500 hours when it began using the VIMS system to monitor filter restrictions over time. The Trends reports indicated that, based on past experience, it would be safe to extend the change interval. Now the company replaces filters when VIMS system data shows an increased restriction of airflow. It is recovering the full value that was designed into Cat filters and saving more than $7,000 per truck per year in parts costs.
Reduces repair costs. At a deep-pit mine in South Africa, the engine on a large haul truck was overheating, which could cause premature failure. VIMS system data indicated that coolant and aftercooler temperatures were rising; so the cooling system was checked and the radiator was found to be 10% plugged. The radiator was replaced for $23,000, whereas a replacement engine would have cost more than $200,000.
AEXC0680 2007 Caterpillar All Rights Reserved Printed in the U.S.A. CAT, CATERPILLAR, their respective logos, Caterpillar Yellow, VIMS and the POWER EDGE trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
VIMS BULLETIN
VIMS and Maintenance Management
Intended audience: Dealer Product Support personnel Dealer Field Service personnel Customer Maintenance personnel (PM) - oil and filter changes, lubrication, adjustments, etc. Utilize scheduled fluid sampling to monitor fluid condition, contamination and wear rate in a component or system. Utilize a series of routine inspections designed to identify problems before the problems create major downtime and repair expense. Provide training to enhance the skills of the people responsible for maintaining and repairing machines. Schedule to ensure that routine preventive maintenance procedures and inspections are performed on time. Keep records of historical information for use in making machine performance decisions. Follow up on needed repairs in a timely manner to minimize catastrophic damage and to prevent extensive downtime.
Maintenance Management
Good basic maintenance practices and disciplines are the cornerstones of an effective maintenance management system. Many customers are looking for a simple, mechanical solution for managing the maintenance requirements for their equipment. In many cases, computerized systems help customers who have good manual record keeping systems to more easily manage their preventive maintenance programs, inspections, scheduling, and record keeping activities. Customers who do not have a manual maintenance management system are not ready for the computer until procedures, forms, and the disciplines for good basic maintenance practices are in place. All the elements of maintenance system must work together to effectively control costs and availability. The customer must adhere to the following basic maintenance management practices before implementing a computerized system: Perform the manufacturers recommended routine maintenance
When assessing the needs of a customer's maintenance program, consider the following: Overall maintenance program Individual machine maintenance requirements Scheduling methods Maintenance resources such as personnel levels, shop and lubrication equipment, and training provided
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Backlog system Record keeping procedures Maintenance and repair histories Whether the maintenance program is based on a repair before failure philosophy For an effective maintenance program, the preventive maintenance procedures and inspections (individual machine requirements) must be consistently performed at a defined frequency.
Scheduled fluid sampling (SOSSM Services) Filter inspections Magnetic plug inspections Inspections at PM time Diagnostic inspections
Equipment Management
Equipment management decisions often seem to be a tradeoff between the cost of downtime and cost of repair. Scheduling downtime to perform routine maintenance and inspections will significantly reduce lost production by identifying potential problems early so that repairs can be planned and scheduled before a catastrophic failure occurs. Scheduling downtime and repair costs need to be balanced. Needed repairs must be scheduled before they become expensive and unscheduled. Through the use of performance and condition monitoring techniques, repair indicators can be identified in the early stages of a potential problem. Maintenance and production management, working together, should schedule needed repairs before failure. Adopting a planned repair approach will result in optimum availability and lower repair costs. Some of the tools and methods for detecting repair indicators in the early stages of the development of a problem include: Pre-shift inspections In seat checks Operation/operator comments
Early detection of problem indicators enables planning for optimum management of component repairs. VIMS is an onboard monitoring system that will significantly enhance the ability to detect problems early. The VIMS provides machine and system event warnings information that will help the maintenance planner or supervisor to identify areas that, if not corrected, may contribute to future downtime and costly repairs. Machine and system events from a VIMS equipped machined will provide enough details to identify the source of a problem. With some preplanning, parts can be acquired ahead of time to minimize downtime. On the next page is a chart that lists some of the activities required for effective equipment management. The contribution of VIMS to these activities is shown in the right hand column. Machine signature data, trends, cumulatives, and histograms data are very useful for trending machine performance. Use this information to help determine the ideal time to recondition a major power train component. The VIMS can be used to record and analyze vital system performance data. When compared to earlier data from the same machine or to other similar machines, the information will help to identify component wear characteristics and problems that may have gone
undetected by more conventional inspections. VIMS is a powerful tool. When used in conjunction with good basic
maintenance practices, VIMS will enable the customer to effectively manage his equipment maintenance program in a cost effective manner.
CONDITION MONITORING
RECORD KEEPING Productivity Data, Trend Data, Histograms, Cumulatives, and Machine Signature Data Productivity Data TRAINING/SAFETY VIMS Events and Cumulatives All VIMS Data - Event Recorder and Data Logger Primary PRODUCTION/OPERATIONS Productivity, Utilization
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VIMS BULLETIN
Troubleshooting with VIMS
Intended audience: Dealer Product Support personnel Dealer Service Manager Dealer Project Manager located at the customer's job site Dealer Field Service personnel Several features in VIMS make it an excellent troubleshooting tool: the event list, the event recorder, and the Data Logger. The information obtained by utilizing these features facilitates problem identification and subsequent troubleshooting. conditions caused by inappropriate operation (abuse). The VIMS will distinguish between the types of problems and maintain a count of occurrences in memory. System events record when system faults occur in other electronic modules on the machine, or when the VlMS system itself has developed a fault in one of its electronic devices (such as a hydraulic temperature sensor being used to monitor a machine system). These events are detected through VIMS selfdiagnostic capabilities. The event list identifies the specific parameter that has fallen outside of specifications. For example, the event list might read "Torque Converter Oil Temperature High". The event list identifies, with codes, the area of the system (called a module), the component, and the nature of the system faults (open circuit, ground, voltage low, etc.). Because the event list provides specific information, in addition to a general warning (such as a light or horn) that some unspecified problem has occurred, it greatly enhances the mechanic's ability to troubleshoot the problem. There are two ways to read the event list. One way is by using the keypad to bring the event list, one item at a time, to the display panel. When the event list is brought to the display panel, only a simple summary about the event can be read. The second way is to download the SELD7015-02
Event List
The event list is a record of events (what happened and when) that occurred on the machine. This list provides a comprehensive view of machine and operator exception based conditions to the customer, service technician, and management. The event list provides data events and system event problems. Data events record when a machine parameter (such as a temperature, pressure, or flow) has fallen outside of specified limits. Data events are a problem indicator and often identify a condition that might otherwise escape detection -perhaps until a failure occurred. The advanced capabilities of the VIMS allow the system to distinguish between actual problems with the machine or its components and
VIMS memory on the machine to a personal computer and review the event list either on the computer screen or on a printed report. With this second method, additional details about the event (such as date, time, and duration) can be read. The VIMSpc software enables the event list to be viewed and analyzed in detail in a variety of customized formats. Refer to the VIMSpc User Manual located on the VIMSpc installation disk or refer to the Help screen within VIMSpc.
Data Logger
The data logger is a recording of all data channels as is the event recorder; however, the data logger is activated on command from the keypad, via telemetry, or the personal computer, and is capable of recording 30 minutes of 1 sample/second data for all parameters. The data logger can be used for troubleshooting when it is necessary to run the machine under special test conditions to help determine the cause of a problem. Here is an example of using data from the data logger to successfully diagnose a problem on a 793 truck: the VIMS data (event list) revealed several brake overheating events. To analyze the problem, the event recorder was activated and the truck operated in the same manner and with the same haul characteristics as when the problem occurred. Later, when the data could be analyzed, it was discovered that when the brakes overheated, the operator was not applying the brakes, the machine was downshifting (because it was going up a grade), and engine RPM was high (an indication of adequate oil flow). All of this extra data helped the mechanic identify the problem as a stuck brake slack adjuster. The data logger can also be used to capture and record the data that provides a signature of components under operating conditions. By comparing later data logger data (or graphs made from the data) to the signature data, it is possible to identify changes in the critical factors (such as oil pressures or flow rates) that signal problems or indicate that the component or system is approaching the end of its life. Machine specific signature tests are described in Tab 5 - Machine Signature Tests, in the VIMS Application Guide. 2
Event Recorder
The event recorder is a six minute long snap shot recording of all the VIMS data channels - currently about 52 channels. Data is read and recorded once per second for the six-minute span for requested events - typically category 3. The data can only be read and analyzed after downloading to a personal computer on which the VIMSpc software has been installed. The event recorder can be activated three different ways: via the keypad, via personal computer attached to the communication port, and automatically by certain pre-selected machine events. When automatically turned on by preselected events, the event recorder captures data from the five-minute period before the triggering event to one minute after the event. By capturing data from the period before the event, and because the event recorder captures data from all data channels, troubleshooting is made much faster and easier. When a problem occurs, it is informative to know how the machine was being operated or what was happening simultaneously on other machine systems.
The large volume of data in the event recorders and data logger requires downloading to an off-board computer for analysis. Using the VIMSpc software, the information can be presented in a graphical or tabular form. As experience is gained, information on data logger signature comparisons and other uses of VIMS as a troubleshooting tool will be published.
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VIMS BULLETIN
Evaluating Operator Techniques
The examples used in this bulletin refer to the use of VIMS on off-highway trucks. in the torque converter or its cooling system. This information could then be used to train the operator in the correct machine operation. There may be other instances when the mode of operation is detrimental to either the machine or productivity but does not trigger an event recording. Two problem analysis methods are recommended: 1) analysis of VIMS payload and cycle time data, and 2) activation of the data logger while the truck is performing its routine haul cycles. Payload and cycle time analysis can be use to evaluate payload consistency and operator effectiveness. An evaluation of cycle times can help identify inefficient operation techniques between two or more operators. Additional operator training or coaching can be provided to improve inefficient techniques that are found. Activation of the data logger during a routine haul cycle is equivalent to having someone ride with the operator to observe his technique; however, it is unobtrusive and less likely to cause the operator to change his normal routine which might make the cause of the inefficiency more difficult to find. Field experience using VIMS data has been successful in identifying the following machine operation problems:
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Incorrect use of the Automatic Retarder Control (ARC) - turning the ARC off and on needlessly. This shows up as a "retarder off/on" record or as high brake temperatures. High speed sharp cornering is detectable as high strut pressure in one of the front struts. Excessive transmission shifts (hunting) as a result of the operator placing the shift selector in too high a gear.
As shown here, VIMS data can be used in a variety of ways to evaluate and improve productivity and machine operation techniques. VIMS has considerable potential to expand its usefulness well beyond that of a simple warning system. Memory capability and the power of VIMSpc software provide management with powerful new tools to effectively manage mining operations.
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VIMS BULLETIN
VIMS Data Application Guide
Intended audience: Dealer Product Support personnel Dealer Project Manager located at customer job site Dealer Shop and Field Service personnel Customer Maintenance personnel 4. Identify the need for improvements to haul road maintenance practices Analysis of VIMS data can also be used by Maintenance Departments to help: 1. More quickly identify and troubleshoot machine/component problems 2. Identify longer term degradation of components and systems 3. Identify the need for tune-ups to optimize component performance and service life 4. Confirm that service activities have been successful: a. Tune-ups and minor component adjustments b. Ensure correct performance of newly installed components 5. Allow components to be changed on condition rather than at fixed intervals The PM Planner is a worksheet for documenting the current condition of equipment and is used for comparisons against the information provided in this data application guide. The intent of the PM Planner is to ensure that equipment is operating within the intended specifications. A worksheet is attached to the end of this data application guide and is available on the Cat Miner website.
Introduction
This application guide is intended to help VIMS users take full advantage of the extensive amount of data collected by VIMS on Caterpillar Mining machines.
Benefits
Analysis of VIMS data can be beneficial for Production and Operations Departments to help: 1. Illustrate poor Payload management practices a. Overloading and conformance with Caterpillars 10/10/20 Payload Rule b. Under loading, payload variation and poor load placement 2. Identify Operator training needs a. Loading techniques b. Machine operation; use of retarder, gear selection, engine over speed 3. Identify changes in haul road design to improve productivity
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Structure of Guide
This guide has been divided into two sections: 1. VIMS for Maintenance 2. VIMS for Operations VIMS for Maintenance is further defined by system and component with an emphasis on how to apply the various VIMS operations that have been proven useful in the field.
Software Applications
The guide makes reference to several software programs: VIMSpc used for downloading data from machines and some basic analysis tasks VIMS Supervisor used for more advanced data analysis Both are available through the Caterpillar Literature System and are mandatory to achieve the benefits outlined in this document.
Table of Contents VIMS for Maintenance .. 4 Engine (all VIMS machines)..........................................................................................4 Exhaust Temperatures.........................................................................................4 Air Filter Restriction ...........................................................................................4 Engine Coolant Temperature ..............................................................................5 Aftercooler Coolant Temperature .......................................................................6 Boost Pressure.....................................................................................................6 Engine Oil Pressure ............................................................................................6 Powertrain (OHT) ..........................................................................................................7 Torque Converter and Transmission...................................................................7 Differential Oil Temperature ..............................................................................9 Powertrain (Wheel Loader)............................................................................................9 Torque Converter Outlet Oil Temperature .........................................................9 Machine Systems (OHT)..............................................................................................10 Suspension Cylinders........................................................................................10 Brake Oil Temperature .....................................................................................10 Machine Systems (Wheel Loaders & Hydraulic Excavators)......................................10 Hydraulic Oil Temperature in WTL & HEX....................................................11 Hydraulic Pump Drive Oil Temperatures in WTL & HEX..............................11 Pilot Pump Pressure (Swing Brake/Pilot Pump 5230 only) ..........................11 VIMS Event List (all VIMS machines)........................................................................12 Machine System Events....................................................................................12 VIMS for Operations ... 13 Payload Data Management...........................................................................................13 Basic Asset Utilization......................................................................................13 Production Efficiency and Productivity............................................................14 Payload Management........................................................................................15 Use of Payload Filters.......................................................................................16 Haul Road Design and Maintenance............................................................................17 Operator Assessment and Training ..............................................................................18 VIMS Event List - Operator Induced Events ...............................................................18
filter extensions are possible on the site. If air filters will run only one PM service and are expected to plug to the point of engine derate before the next PM service is due then they cannot be extended unless efficient changing of air filters in the field is planned for and achieved. If however they will run successfully to at least the next PM service, plan to resample several days prior to this PM and assess whether they can be further extended. Repeat this analysis until a point is reached where they will not reach the next PM without engine derating. If air filters are cleaned and reused systematically, plan a strategy to continuously test the quality of the air filters after cleaning. For example: Verify maximum number of filter cleaning using random sampling. Make a small hole in a used filter (for example using a nail) and send it to the cleaner. If the filter is cleaned and returned for machine installation, the cleaning process needs to be revised. Check dimensions of filters after being cleaned: length, internal and external diameters. Compare with new ones and run other tests to verify adequate sealing as necessary.
Recommended Analysis Period: Every 24 weeks using 2 months/1000 hours of operating data. Expected Values: Coolant Temperature between 80 and 100 C (176 212 F). Action Trigger #1: Coolant Temperature Histogram events < 80 C (176 F). Action Required: Verify machine application. Consider that long periods of downhill machine loaded in cold weather applications may cause overcooling and may necessitate use of shutters, covers or an active fan control. If applicable, verify correct actuation of active fan control (hydraulic clutch, hydraulic motor, Flexxaire Fan control, etc.). Check thermostats to ensure they are all closing completely. Replace if necessary as a set. CAT recommends changing thermostats every 6000 hours or yearly. Action Trigger #2: Coolant Temperature Histogram Events > 100 C (212 F). Action Required: If CAT ELC is used, check coolant color (light red, not dark) and smell (sweet, not like ammonia), change if necessary. Check for solid black particles (combustion residuals) in the coolant. Search for low coolant flow events. Verify pump flow and sensor operation. Check for cylinder head cracks or head gasket problems. Check radiator is not plugged with mud or debris.
If okay, check fan belts and tensioner for correct operation. Caterpillar recommends changing thermostats every 12 months or 6,000 hours. It is also recommended that coolant temperature sensors be checked periodically by comparing against ambient temperatures if the machine has been down for several days.
Recommended Analysis Period: Every 4 weeks using 4 months/3,000 hours of operating data. Expected Values: Boost Pressure should remain constant. Action Trigger #1: Boost Pressure falls below 24 psi for 793 ATY/4GZ and 797. Boost Pressure falls below 30 psi for 1HL and 4AR. Action Required: Check fuel pressure. Perform a pressure test of fuel galleries in the engine. Assess injector condition. Assess bearing/wheel condition and change-out if required. Action Trigger #2: Boost rises above maximum specified value. Action Required: Check electrical resistance of waste-gate control valve solenoid. Check seat and ball valve at control valve for wear. Check air leaks at wastegate air supply. Check air pressure at supply line 50-52 psi (340-360 kPa).
Action Trigger: High Engine Oil Pressure < 47 psi for 793 ATY/4GZ and 797. Low Engine Oil Pressure < 30 psi for 793 ATY/4GZ and 797. High Engine Oil Pressure < 45 psi for 1HL and 4AR. Low Engine Oil Pressure < 23 psi for 1HL and 4AR. Action Required: Compare iron trend at the SOSSM Services analysis history and assess pump condition and change-out if required. Use in conjunction with SOS Services analysis of engine oil to identify changes in conditions that may indicate oil quality issues, changes in machine application (i.e. changing fuel rates), changes in new oil spec or quality, reduction in combustion efficiency due to turbo/fuel injector issues (i.e. high soot, increased heat/oil oxidation).
Action Trigger: Slip time > 0.9 s for 793 ATY/4GZ, 1HL and 4AR. Slip time > 0.8 s for 797. Action Required: At low hours, readjust valve timing to achieve desired slip time. At high hours replace springs in the TC LUC control valve (Replace spring in the TC control valve if greater than 6000 hours old and slip times are increasing. This is typically not required in Transmission control valve stations due to lower cycle operation.). Once an adjustment has been made, confirm TC LUC or Transmission clutch slip time is back in acceptable range by reviewing Trend data several days after the adjustment. Readjust if necessary to achieve desired time. This process should also be used to confirm the correct operation of newly installed rebuilt components. Collect several days of data then download and Trend to ensure slip times are as expected. Also review TC LUC & Transmission slip time Histogram using VIMSpc against expected values. Recommended Analysis Period: Every 4 weeks using 3 months/2,000 hours of operating data. Expect Values: Ensure 90% of values are occurring < maximum acceptable value. Action Trigger: Analysis shows > 10% of values are > maximum acceptable value. Action Required: At low hours, readjust valve timing to achieve desired slip time. At high hours replace springs in the TC LUC control valve. (Replace spring if greater than 6000 hours old and slip times are increasing). 7
Powertrain (OHT)
Torque Converter and Transmission
Trend Torque Converter Lock-up Clutch Slip (TC LUC) (130B) & Transmission clutch engagement (slip) times (132) using VIMSpc/VIMS Supervisor. Look for increasing slip times as springs wear in the control valve, decreased pump flow and pressures change. Recommended Analysis Period: Every 4 weeks using 3 months/2,000 hours of operating data. Expected values: Compare against expected slip-time values tabulated below. Also compare like machines at your site to establish local bogeys.
It is recommended that site-specific slip time values be used wherever possible to allow closer monitoring of slip times for the Torque Converter, and all Transmission Gear slip times. By using the Fleet Trend function in VIMS Supervisor when components are in optimum condition a set of expected values can be developed that allows closer tolerances than published factory ranges. Once these values have been established it is possible to adjust the Histogram Exception Criteria table in VIMSpc to reflect tighter site-specific values. To do so open VIMSpc, Report then Exception Criteria Set-up. It is then possible to adjust the Upper & Lower Boundary limits to better match site-specific machine performance. For instance, instead of allowing a maximum slip time of 1.2 seconds for a 3 4 shift on a 793C 4AR truck as set by the factory configuration, the Maximum Boundary limit can be moved in to about 1.0 seconds. This allows the
detection of excessive slip times much earlier than waiting for the clutch to reach a point where > 10% are greater than 1.2 seconds. Especially since a healthy transmission makes the 3 - 4 shift in the 0.6 0.8 second range. By reviewing the data on a regular basis (as outlined above) excessive slip times are detected and adjustments can be made to bring clutch performance back to an optimum level. This process can be use to fine tune all Torque Converter & Transmission slip time parameters, while changes can also be made to Target values to further tighten detection criteria. Once this process has been completed for each VIMS machine on site it is possible to use the Histogram Standard Report Summary to list all Histogram parameters in one table and to quickly determine (via the Total High column) which parameters are exceeding optimum values. Appropriate action can then be planned and undertaken.
Powertrain component Slip Time Trending Typical Times (seconds) Parameter 785 789 793 797 TC LUC Upshift 1.1 1.25 1.25 1.35 1.3 1.5 TC LUC Downshift 1.1 1.5 1.55 1.65 1.5 2.2 Trans 1 2 Upshift 0.525 0.7 Trans 2 3 Upshift 0.625 0.7 0.625 0.725 0.7 0.825 0.525 0.65 Trans 3 2 0.5 0.7 0.575 0.775 0.5 0.8 Downshift Trans 3 - 4 Upshift 0.55 0.65 0.65 0.75 0.6 0.725 0.625 0.775 Trans 4 - 5 Upshift 0.6 0.75 0.625 0.75 0.75 0.85 0.7 0.85 Trans 5 - 6 Upshift 0.575 0.65 0.65 0.775 0.675 - 0.75 0.7 0.8
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Hydraulic pumps: P/N 8T-2824. Potential cause of overheating: wear, internal leaks. Control valves: P/N 8T-2821. Potential cause of overheating: internal leaks. Cylinders: P/N 8T-2823. Potential cause of failure: internal leaks.
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Recommended Analysis Period: Every 812 weeks using 3 months/2,000 hours of operating data. Expected Values: Pilot Pump Pressure Trend should remain relatively constant. Action Trigger: Pilot Pump Pressure decline below minimum specified value. Pilot pressure is critical for swing brakes; should be above 4000 kPa. Action Required: Assess pump leakage and relief pressures.
o Over/Under-voltage, Open Circuit, Shorted, Erratic or Intermittent Overheating Alarms: o Aftercooler or Engine Coolant High or Low Pressure Alarms: o Engine Oil, Steering Oil, Brake Air Systems o Suspension Cylinder Charge o Turbo Boost Pressure, Crankcase Filter Plugging / Bypass: o Air Cleaner, Engine Oil, Fuel, Hydraulic Circuit Brake Drag Chip Detectors Low Levels Alarms: o Coolant, Engine Oil, Transmission Oil When reviewing VIMS Event data it may be helpful to define when and under what circumstances VIMS Events are being generated. Is there a pattern to the frequency of events being captured in the Event List? Consider whether the Events are occurring: On one machine or across the fleet: o Is it a problem with a single machine or could it be the haul itself causing the problem? On one shift, all shifts, with only one operator: o Is it poor operating practice by one operator that can be addresses with additional training?
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o Is it a shift related issue such as a lack of night shift supervision? Only when the trucks are operating on one particular haul. Is there something on that haul that are causing the problem such as: o A steep grade with a tight corner at the bottom of the hill (Brake Overheating). o A rough section in the middle of the main haul road (RAC alarms).
o A tight Loading Zone with lots of low speed maneuvering (Low Steering Pressure). Only during certain weather or seasonal conditions: o High rainfall, monsoonal conditions, soft spots in the roads. o High ambient temperatures, low humidity, excessive dust. Operator Induced Events are explained in more detail in the VIMS for Operations section.
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Maximum / Minimum payloads hauled Basic Payload Distribution information set up for each Model Code using the path: Report, Production, Truck, Analysis Set-up Complete Payload cycle data is available if Payload Detail (Cycle Basics w/- Fuel) is selected. The principal problem with using VIMSpc for Payload analysis is that it can only look at one truck at a time. If we wish to analyze the performance of a fleet of trucks this is time consuming.
Adding the Total Stopped time (Empty and Loaded) gives a useful parameter that can be used to promote more efficient operation. Stopped time can be positively affected by better management of shift changes & meal/rest/prayer breaks, shovel set-up & material conditioning and better dispatch control of the fleet (which reduces wait time at the shovel). Adding loading time to the total stopped time gives a parameter (Total Idle time) that can also be used to identify areas where inefficiencies in the operation can be addressed. Combining this number with the amount of fuel burned at idle (for in the Cumulative data record) can help the customer quantify the cost of excessive idling and help justify improvement programs. Payload Distribution Histogram shows the distribution of payload and can be configured for site-specific Payload Targets and Payload Ranges. We recommend that an acceptable Payload Range for use in discussions with customers is equal to Target Payload +/10%. A high proportion of loads outside the Payload Range are an opportunity to work with the customer to tighten the variation in their loading operation. Under loading leads to poor productivity, which customers often see as a reason to load heavy. It can be caused by: Poor material conditioning; large rocks or tightly knitted material that wont flow into the bucket causing poor bucket fill factors; often caused by insufficient blasting. Poor operator technique that can lead to poor bucket fill factors.
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Job set-ups that hinder production such as low bench heights or tight digging angles. Incorrect GET selection that results in poor material penetration. Overloading, with a payload distribution outside Caterpillars 10/10/20 Payload Rule is often seen as the most productive loading strategy by our customers. If consideration is given to the total cost of this practice it is often not the best approach to gain the lowest cost per ton. Overloading can be caused by: Poor bucket/truck body match. Incorrect estimation of material density. The addition of extra passes even when the body is full which can also lead to excessive spillage in the loading zone and on the haul road. Poor management of payload (overloading) can result in: Additional stress in powertrain and mainframe components and shortened component life. Extended cycles times, especially if the machine drops to a lower gear to get up the grade. This is often the cause of low power complaints from the customer. Increased fuel consumption due to lower gears / speeds on grade. Reduced tire life from overloading and from additional spillage. Refer to the Payload Management section for additional details on managing payload. Load Time Distribution shows the distribution of loading times and can be configured for site-specific loading situation. 15
A large range of Loading Times rather than a tight distribution suggests either several loading tools are being used on the site (which often causes the chart to have several humps in the distribution but may also indicate that a number of the factors outlined in the Under loading section may be present and need addressing. Productivity shows the productivity of the fleet in tons per hour over actual or a 24-hour day. While some of these issues can be affected by circumstances outside the control of the customer many offer the opportunity for closer control or better management to improve fleet productivity. While productivity is usually not the primary concern of the dealer, it offers an excellent opportunity to demonstrate the value of VIMS Production data to the customer and to demonstrate the value of the CAT/Dealer value chain.
Payload Management
VIMS Supervisor has a function entitled Payload Management that allows quick verification that single trucks and truck fleets are maintaining payload performance within Caterpillars 10/10/20 guidelines. To use this function it is necessary to set details on Production Range (suggested Target Payload +/- 10%) and Target Payload for each machine that is to be included in the analysis. Use the Utilities, Set Payload Targets and Define Fleet Groups functions to speed analysis of regularly reviewed truck fleets. If trucks are continuously used in groups to haul differing materials (i.e. a waste fleet and an ore fleet) it may prove useful to create fleet groups around these functions that allow closer analysis of
the specific loading tools and haul cycle features of the specific group. Select the period and fleet to be analyzed and Payload Management will display the number or percentage of loads below, within and above their Payload Ranges, as well as displaying the number/percentage of loads greater than 110% of Target Payload, and greater than 120% of Target Payload. These last two numbers show compliance against the 10/10/20 rule that states: The mean (average) of the Payload Distribution shall not exceed the Target Payload and no more than 10% of loads can exceed of 110% of Target Payload but no single load shall exceed 120% of Target Payload.
database (< 2 in 1000) so their removal does not affect the overall analysis of the data. To condition the data a filter can be formulated in the Payload Filter Definition function of VIMS Supervisor. This capability is active in both the Truck Payload Summary and Fleet Payload Summary functions of VIMS Supervisor. Select the Filter Selection tab, select Edit Filters and Add a Group. Enter a name for the group, and hit OK. We recommend that separate filters be developed for each truck model on site such that specific maximum payload limits are available. We now need to ADD Conditions which will govern how the data will be excluded from the sample we are going to analyze. Recommended conditions are: (example is for a 793C truck with a Target Payload of 225 tons being 3 pass loaded with average bucket capacity of 75 tons and a typical loading time of 2.5 minutes) A Low Cut; payload weight must be greater than this number (typically one bucket pass). Select Logic, Inside AND Parameter, Payload Criteria, >= Limit, 75 tons. Hit OK then Cancel then ADD to add the next filter condition. A High Cut; payload weight must be less than this number (suggest 140% Target Payload) Select Logic, Inside AND Parameter, Payload Criteria, <= Limit, 315 tons. Hit OK then Cancel then ADD to add the next filter condition. Once the filter set has been defined select Close, then Select the filter name 16
you have just built and check the box that makes the filter active. Typically using a filter to remove very low and very high loads is enough to remove the majority of nuisance loads in the database. Filter conditions can also be added to condition the data to remove other factors that may be noticed during analysis, or that may help generate the right data conditions for further analysis. A Loader Pass Cut; number of loader passes must be less than this number: (five passes in this example if the loader typically loads the truck in only 3 passes) Select Logic, Inside AND Parameter, Loader Passes Criteria, <= Limit, 5 Hit OK then Cancel then ADD to add the next filter condition. A Load Time Cut; total loading time must be less than this number: (5 minutes in this example which is twice the standard loading time is only 2.5 minutes) Select Logic, Inside AND Parameter, Load Time Criteria, <= Limit, 00:05:00 Hit OK the Cancel then ADD to add the next filter condition. A Haul Distance Cut; total cycle time must be greater than this number: (0.4 km in this example if a normal haul is 0.6 km minimum) Select Logic, Inside AND Parameter, Haul Distance Criteria => Limit, 0.4 Hit OK then Cancel the ADD to add the next filter condition or Close then Select and activate the filter. It is also advisable to check that all payloads over 120% of Target Payload 17
are being dumped at the shovel, or at least not carried more than 0.3 km (1/5 mile). To set this filter key ADD a Group An Overload condition; Payload weight must be heavier than this number (270 tons in this example which is 120% of the 225 ton Target Payload) Select Logic, Inside AND Parameter, Payload Criteria, >= Limit 270 tons. Hit OK then Cancel then ADD to add the next filter condition. A Distance condition; Haul distance with the overload must be greater than this number Select logic, Inside AND Parameter, Loaded Travel Distance Criteria >= Limit 0.3 km. Hit OK and the filter is complete. Now CLOSE and select the filter name you have just built. Check the box to activate the filter. In the Payload Management screen, a simple filter is available that cuts out loads below a certain payload. Access to this function is through the Filter Selection tab. We recommend that this be set at the payload weight equal to a single pass from the loading tool on the site.
in OHT mainframes and powertrain components. Reducing productivity efficiency through slowing the machine due to high rolling resistance, pinch-points, excessive gear shifting, etc. Refer to the Application Severity Analysis (ASA) Application Guide available through the Mining Project Managers Toolkit in the CAT Knowledge Network. The full web address is: https://kn.cat.com/guides.cfm?id=6232 This site also makes available an ASA User Guide and the ASA software executable.
Operator induced events are those most likely caused by incorrect operation of the machine. In all but the most blatant cases of willful machine abuse they should be used to identify opportunities for additional operator training requirements rather than in any disciplinary action. We recommend that the customers Training organization receive VIMS Event reports on a regular basis so that individual needs can be identified and additional training scheduled. Reasons for Operator Induced Events include: These can be cause inadvertently because of a lack of operator training in the areas of: o Correct operating practices for the machine o A lack of understanding of the capability of the machine o A lack of understanding of the systems operation of the machine o Incorrect acknowledgement or required action taken during VIMS Event Alarm It may be caused by operating conditions that inadvertently cause the event such as: o Haul road design or maintenance issues (including the Loading and Dump Zones) o Material conditions at the loading face It can also be caused by a conscious effort on the part of the operator to operate the directed by mine management. Examples of Operator Induced Events include:
18
Off-Highway Trucks (OHT): Brake Overheating in OHTs due to incorrect gear selection or incorrect brake/retarder operation on grades, tight corners, lack of passing areas, very steep grades. Engine Overspeed in OHTs due to incorrect gear selection or incorrect brake/retarder operation on steep grades, tight corners, lack of passing areas, very steep grades. Transmission Abuse in OHTs due to coasting in Neutral, selection of Reverse/First at high engine rpm, selection of inappropriate gears for the ground speed of the truck. Payload Overloading despite loading lights in OHT, Payload displays and Payload Management controls on the truck. Body Up Events in OHTs caused by moving away from the Dump Zone with the truck body still raised above the mainframe rails. Brake Overstoke in OHTs caused by parking with the Retarder lever ON. A dangerous condition if the Park Brake is not also engaged as trucks may roll away.
conditions and poorly blasted or tightly knitted material. Hydraulic Oil Overheating in WTL due to incorrect machine operation in tight digging conditions and/or poorly blasted material. Brake Overheating in WTL due to excessive high-speed loadand-carry operation. Hydraulic Excavators (HEX): Hydraulic Oil Overheating in HEX due to incorrect machine operation in tight digging conditions and/or poorly blasted material. As for Machine System Event, it is useful to try and define whether a pattern exists that might help formulate a solution to the problem. These patterns may conform to similar patterns: On one machine or across the fleet. On one shift, all shifts, with only one operator. Only when the trucks are operating on one particular haul. Is there something on that haul that is causing the problem: o A steep grade, tight corners, rough sections in the haul road, a tight Loading Zone. Only during certain weather or seasonal conditions.
Wheel Loaders (WTL): Torque Converter Overheating in WTL due to incorrect machine operation in tight digging
19
SELD7025
VIMS BULLETIN
Off Highway Truck Signature Test 777 793
Intended audience: Dealer Product Support personnel Dealer Field Service personnel Dealer Training personnel Dealer Mining Machines personnel have gone undetected by more conventional inspections. Signature tests are run under three different conditions: 1. 2. 3. Stationary Tests with engine running. Moving Truck Tests. Haul Cycle Tests.
Introduction
This Bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS to measure and record machine data while the truck is operated under specific sets of conditions. Every effort has been made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used with the latest technical information available from Caterpillar to ensure such changes and improvements are incorporated where applicable. For questions or additional information concerning this Bulletin, contact Caterpillar Service Development Division, Service Support (309) 675-6971.
After the tests have been run and data downloaded from the VIMS, the truck can be put back on the ready line. Data is analyzed using off-board VIMS. Data from signature tests is primarily used as a trending indicator. If tests are run when the truck is new and then repeated at 2,000 or 4,000 service hours, the rate of degradation for various machine systems can be monitored and repair scheduled in a cost effective manner. Data from these tests can also be used for evaluation of truck performance. Some system specific data analysis techniques are described that can be used to identify potential problems with the truck. These problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the monitor, logged on the event recorder, or be noticed by the operator. However, early identification of these problems will allow timely trouble shooting and repair scheduling, if needed. As a result, unscheduled repairs can be reduced. If the truck meets the requirements for these tests it can be expected to give normal performance on the haul road. SELD7014-02
Summary
This Bulletin describes signature tests that can be run on an operational 789B or 793B OffHighway Truck equipped with VIMS to record and analyze vital machine information data. The data can then be compared to earlier data from the same machine or to other similar machines in the fleet to assist in identifying major component degradation or problems that
WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol. WARNING
Incorrect operation, lubrication, 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.
Caterpillar Inc. 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 not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose. The information, specifications, and illustrations in this publication are based on information available at the time it was written. Such information as specifications, torque, pressures, measurements, adjustments, illustrations, and other data can change at anytime, which can affect the servicing of the product. Make sure to obtain the most complete and most current information before starting any job. Caterpillar dealers have the most current information available.
Stationary Tests
Purpose
The purpose of the stationary tests is to record key information on the engine, powertrain system, and electrical system that is monitored by the VIMS sensors. Stationary tests can be run on the vehicle near the truck shop; access to a haul road is not required. Information from the stationary tests can be compared to: 1. Expected normal values, 2. Earlier tests ran on the same machine, or 3. Tests that have been run on similar machines. When the information is compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools. The data logger and event recorder should be downloaded and cleared before beginning these tests. All 5 tests can be completed sequentially with the data logger turned on at the beginning of Test 2 and left on for the remaining tests. Estimated time to run all 5 tests is 0.5 hours if the machine is at operating temperature. If systems are not warmed, additional time will be required.
specific machine was able to hold on a prior test. 1. Start the engine and allow air system pressure to build-up to maximum operating pressure. 2. Warm the engine and powertrain such that: a. Coolant outlet temperature is 175 - 195 F. b. Converter outlet oil temperature is 180195F. c. Transmission outlet temperature is 175195F 3. Apply secondary brake. 4. Move the transmission shift lever to 1st gear range forward. 5. Release the parking brake. 6. Gradually accelerate the engine to 1200 rpm. 7. The machine should not move forward. 8. If the secondary brake does not function properly, have necessary repairs made. 9. Repeat this test with the service brakes. If truck creeps forward at full engine speed, have necessary repairs made before continuing the stationary tests. 10. Set the parking brake and shut down the engine.
because of low air pressure. 6. Turn data logger off. 7. Recharge the air system. 8. Set the ground level shut off in the "RUN" position.
least 50 meters from other machines, structures or people. 2. Put blocks behind the wheels to prevent movement of the machine. 3. Apply the service brake and retarder; shift the transmission to 1st gear forward and turn on the data logger. 4. Quickly accelerate the engine from low idle to maximum speed. Hold for 5 to 10 seconds at maximum engine speed. 5. Reduce engine speed to low idle. Hold for 60 seconds. 6. Repeat step 2. 7. Repeat step 3. 8. With transmission in 1st gear, accelerate the engine to maximum speed. Hold until the high torque converter oil temperature warning comes on (Level 2). 9. Reduce engine speed to low idle. 10. Shift transmission to neutral. 11. Turn data logger off. 12. Allow system to cool to normal ranges.
9.
10.
position, move the transmission shift lever to 1st gear forward range . Accelerate engine to maximum speed and hold until the high torque converter oil temperature warning comes on (Level 2). Lower engine speed to low idle, shift transmission to "NEUTRAL", and move body raise lever to "FLOAT" position. Allow truck to cool for 60 seconds. Repeat steps 8 and 9. Repeat step 10. Turn data logger off.
When the information is compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools. Note: Before beginning the Moving Vehicle tests, make sure that the Stationary Test 1 has been completed and that the truck is at normal operating temperature and that the secondary brake system is functional.
1. Turn data logger on. 2. Snap accelerate the truck from 1st gear through 6th. 3. Without using the service brakes or retarder, coast to a stop by downshifting from 6th gear to 1st. 4. Accelerate the truck back to 5 to 10 mph. 5. Shift to neutral and coast to a stop without using the service brakes or retarder. 6. Turn data logger off.
desirable so that similar tests can be run at a later date. Keep a paper or electronic record of the road grade and surface condition for later reference. 1. Turn data logger on. 2. Descend the grade using the correct retarding gear and the Automatic Retarder Control. 3. Turn the data logger off. 4. Repeat the test using one gear higher to descend the grade. Step four is intended to record the brake cooling performance. The brake oil temperature warning (Level 2) will likely come on. When this occurs, brake to a slower speed and shift to the correct gear for the slope.
make sure that the Stationary Test 1 has been completed. It is very important that secondary brake system be functional. The truck should also be at normal operating temperature as described in Stationary Test 1.
Note: Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for troubleshooting the engine.
Problem 2: Engine Has Low Oil Pressure A decrease in engine oil pressure, although the pressure is still within the acceptable range since the last test, is an indication that parts (engine bearings, engine oil pump, engine oil pump relief valve, etc.) are beginning to fail. Engine oil pressure versus engine speed data can be derived from several of the stationary tests. Stationary Test 3 - Unloaded Engine Test is the best source since the engine speed is raised slowly. The Data Logger plot shown at the right is a typical run. This data can be reduced to produce a plot of engine oil pressure versus engine speed. Since VIMS does not have capability to plot one sensor output versus another sensor one of several alternate approaches can be used. Two approaches are: 1. Using VIMS Analysis, read the actual values of oil pressure and engine speed and plot the values in another program such as a spreadsheet. 2. Using VIMS Analysis, export the data to a separate file and then import this file into a spreadsheet or other data analysis or plotting program. The graph shown below was generated using the data from the Data Logger run as plotted in the previous plot.
The straight-line curve represents the oil pressure versus engine speed warning level that is used by the Engine Control Module and VIMS to provide low oil pressure warning. Oil pressure is checked against these curves according to engine speed. Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for further definition of this oil pressure map. The measured oil pressure for this engine is well above the warning level curves. The change in slope of the measured oil pressure occurs at the engine speed where the relief valve is beginning to open. As an engine and lubrication system wears, the speed at which the relief valve begins to open will increase. When a 20% increase in engine rpm is necessary to generate maximum (oil-overrelief) oil pressure, this may be an indicator 8
that repair or rebuild is needed. If the same viscosity oil is used and the oil temperature is the same and there are significant changes in oil pressure, determine the reason and make repairs as needed. Probable Cause: 1. 2. 3. 4. Oil Level Low. Dirty Oil Filters Or Oil Cooler(s). Diesel Fuel in Lubrication Oil. Too Much Clearance Between Rocker Arm Shaft and Rocker Arms. 5. Oil Pump Suction Pipe has a Defect. 6. Oil Pressure Relief Does Not Close. 7. Oil Pump or Scavenge Oil Pump has a Defect. 8. Too Much Clearance Between Crankshaft and Crankshaft Bearings. 9. Too Much Clearance Between Camshaft and Camshaft Bearings. 10. Defect in Oil Pressure Sensor.
Note: Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for troubleshooting the engine.
SELD7014-02
VIMS BULLETIN
Off-Highway Truck Signature Test - 797
Intended audience: Dealer Product Support personnel Dealer Field Service personnel Dealer Training personnel Dealer Mining Machines personnel 2. Starting Test. 3. Unloaded Engine Test. 4. Converter Stall Test for Front Engine. 5. Converter Stall Test for Rear Engine. After the tests have been run and data downloaded from the VIMS, the truck can be put back on the ready line. Data is analyzed using VIMSpc and in some cases a spreadsheet program. Data from signature tests is primarily used as a trending indicator. If tests are run when the truck is new and then repeated at 2,000 or 4,000 service hours, the rate of degradation for various machine systems can be monitored and repair scheduled in a cost effective manner. Data from these tests can also be used for evaluation of truck performance. Some system specific data analysis techniques are described that can be used to identify potential problems with the truck. These problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the monitor, logged on the event recorder, or be noticed by the operator. However, early identification of these problems will allow timely trouble shooting and repair scheduling, if needed. As a result, unscheduled repairs can be reduced. If the truck meets the requirements for these tests it can be expected to give normal performance on the haul road.
Introduction
This Bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS by using VIMS to measure and record machine data while the truck is operated under specific sets of conditions. Every effort has been made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used with the latest technical information available from Caterpillar to ensure such changes and improvements are incorporated where applicable. For questions or additional information concerning this Bulletin, contact Caterpillar Service Support (309) 675-6971.
Summary
This Bulletin describes signature tests that can be run on an operational 797 Off-Highway Truck equipped with VIMS to record and analyze vital machine information data. The data can then be compared to earlier data from the same machine or to other similar machines in the fleet to assist in identifying major component degradation or problems that have gone undetected by more conventional inspections. Signature stationary tests include: 1. Brake System Testing & Operating Temperatures.
SELD7026
the test conditions should be maintained. A recommended method for creating an electronic reference file is to use the text editor in Windows Program Manager. To create the text file, access Programs / Accessories and open the Notepad program double clicking the Notepad icon. Type in the desired text that describes the particular conditions related to the test. Name and save the file to the desired sub directory that contains the datalogger file for the current machine. Double clicking the file name in File Manager with the Mouse will enable the selection and reading of the text file at a later date.
work method, or operating technique not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and others. You should also ensure that the product would not be damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose. The information, specifications, and illustrations in this publication are based on information available at the time it was written. Such information as specifications, torque, pressures, measurements, adjustments, illustrations, and other data can change at any time, which can affect the servicing of the product. Make sure to obtain the most complete and most current information before starting any job. Caterpillar dealers have the most current information available.
Stationary Tests
Purpose
The purpose of the stationary tests is to record key information on the engine, power train system, and electrical system that is monitored by the VIMS sensors. Stationary tests can be run on the vehicle near the truck shop; access to a haul road is not required. Information from the stationary tests can be compared to: 1. Expected normal values, 2. Earlier tests ran on the same machine, or 3. Tests that have been run on similar machines. When the information is compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools. The data logger and event recorder should be downloaded and cleared before beginning these tests. All 5 tests can be completed sequentially with the data logger turned on at the beginning of Test 2 and left on for the remaining tests. Estimated time to run all 5 tests is 0.5 hours if the machine is at operating temperature. If systems are not warmed, additional time will be required.
WARNING
Incorrect operation, lubrication, 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. Caterpillar Inc. 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,
holding effort required to hold a machine at a specific engine rpm will vary from machine to machine due to differences in engine power setting, power train efficiency, etc., and in brake holding capability. Engine rpm at beginning of machine movement, with secondary brake applied, should be compared with the engine rpm the specific machine was able to hold on a prior test. 1. Start the engine and allow air system pressure to build-up to maximum operating pressure. 2. Warm the engine and powertrain such that: a. Coolant outlet temperature (ENG COOL TEMP) is 175 195F. b. Converter outlet oil temperature (TC OUT TEMP) is 180 195F. c. Transmission lube temperature (TRN LUBE TEMP) is 175 195F
3. Verify that air pressure is 120 psi. If not, recharge the air system. 4. Turn on data logger. 5. Crank the engine until cranking stops because of low air pressure. 6. Turn data logger off. 7. Recharge the air system. 8. Set the ground level shut off in the "RUN" position. Important channels to monitor during this test are: Engine speed System air pressure Engine oil pressure front Engine oil pressure rear System voltage
3. Apply secondary brake. 4. Move the transmission shift lever to 1st gear range forward. 5. Release the parking brake. 6. Gradually accelerate the engine to 1200 rpm. 7. The machine should not move forward. 8. If the secondary brake does not function properly, have necessary repairs made. Repeat this test with the service brakes. If truck creeps forward at full engine speed, have necessary repairs made before continuing the stationary tests. Note: New trucks or trucks with newly rebuilt brakes may not hold completely until the brakes have been somewhat worn in. 9. Set the parking brake and shut down the engine.
System voltage
Engine speed Torque converter temperature Exhaust temperature left front Exhaust temperature right front Boost pressure front
cools to 210F. 11. Reduce engine speed to low idle. 12. Repeat step 8, 9, 10, and 11. 13. Turn data logger off. 14. Allow system to cool to normal ranges. Important channels to monitor during this test are: Engine speed Torque converter temperature Exhaust temperature left front Exhaust temperature right front Boost pressure front
engine speed for 5 to 10 seconds or until the high torque converter oil temperature warning comes on (Category 2). 10. Reduce engine speed to low idle. Shift the transmission to neutral, raise engine speed to about 1600 rpm and hold until the torque converter oil temperature cools to 210F. 11. Repeat step 8, 9, and 10. 12. Reduce engine speed to low idle. Turn data logger off. 13. Allow system to cool to normal ranges. Important channels to monitor during this test are: Engine speed Torque converter temperature Exhaust temperature left rear Exhaust temperature right rear Boost pressure rear
7. Turn data logger on. 8. With the service brakes and retarder applied, move body raise lever to "BED DOWN" position, move the transmission shift lever to 1st gear forward range. 9. Quickly accelerate engine to maximum speed and hold for 5 to 10 seconds or until the high torque converter oil temperature warning comes on (Category 2). 10. Lower engine speed to low idle, shift transmission to "NEUTRAL", and move body raise lever to "FLOAT" position. Raise engine speed to about 1600 rpm and hold until the torque converter oil temperature cools to 210F. 11. Reduce engine speed to low idle. 12. Repeat step 8, 9, 10, and 11. 13. Turn data logger off. 14. Allow system to cool to normal ranges. Important channels to monitor during this test are: Engine speed Torque converter temperature Exhaust temperature left rear Exhaust temperature right rear Boost pressure rear
Exhaust temperature split is the difference between the right exhaust temperature and the left exhaust temperature taken at the same time. Left and right exhaust temperatures are measured at full load conditions during the following tests: 1. Stationary Test 4 - Converter Stall 2. Stationary Test 5 - Double Stall The exhaust temperature split will likely be highest for the Double Stall test. A normally performing engine has some variation in the bank-to-bank exhaust temperature difference. An exhaust temperature split greater than 50C (90 F) may indicate a problem.
Probable Cause:
1. Faulty exhaust temperature sensor(s) 2. Defect in fuel injector(s) 3. Leak or break in fuel line between fuel manifold and cylinder head 4. Wrong valve lash 5. Air inlet system has a leak 6. Exhaust system has a leak 7. Air inlet or exhaust system has a restriction 8. Wrong fuel Injector lash 9. Incorrect fuel injection timing calibration
10. Bent or broken push rod 11. Problem with electronic control system Note: Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for troubleshooting the engine.
This data can be reduced to produce a plot of engine oil pressure versus engine speed. Since VIMS does not have capability to plot one sensor output versus another sensor one of several alternate approaches can be used. Two approaches are: 1. Using VIMS Analysis read the actual values of oil pressure and engine speed and plot the values in another program such as a spreadsheet. 2. Using VIMS Analysis, export the data to a separate file and then import this file into a spreadsheet or other data analysis or plotting program.
versus engine speed warning level that is used by the Engine Control Module and VIMS to provide low oil pressure warning. Oil pressure is checked against these curves according to engine speed. Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for further definition of this oil pressure map. The measured oil pressure for this engine is well above the warning level curves. The change in slope of the measured oil pressure occurs at the engine speed where the relief valve is beginning to open. As an engine and lubrication system wears, the speed at which the relief valve begins to open will increase. When a 20% increase in engine rpm is necessary to generate maximum (oil-over-relief) oil pressure, this may be an indicator that repair or rebuild is needed. If the same viscosity oil is used and the oil temperature is the same and there are significant changes in oil pressure, determine the reason and make repairs as needed.
Probable Cause:
1. Oil Level Low. 2. Dirty Oil Filters Or Oil Cooler(s). 3. Diesel Fuel in Lubrication Oil. 4. Too Much Clearance Between Rocker Arm Shaft and Rocker Arms. 5. Oil Pump Suction Pipe has a Defect. 6. Oil Pressure Relief Does Not Close. 7. Oil Pump or Scavenge Oil Pump has a Defect. 8. Too Much Clearance Between Crankshaft and Crankshaft Bearings. 9. Too Much Clearance Between Camshaft and Camshaft Bearings. 10. Defect in Oil Pressure Sensor.
Note: Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for troubleshooting the engine.
The above graph was generated using the data from the Data Logger run as plotted on the previous page. The straight-line curve represents the oil pressure
SELD7026
VIMS BULLETIN
Wheel Loader Signature Test - 994AKIT & 994D
Intended audience: Dealer Product Support personnel Dealer Field Service personnel Dealer Training personnel Dealer Mining Machines personnel
Introduction This Bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS to measure and record machine data while the wheel loader is operated under specific sets of conditions. Every effort has been made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used with the latest technical information available from Caterpillar to ensure such changes and improvements are incorporated where applicable. Summary This Bulletin describes a signature test that can be run on an operational 994AKIT & 994D Wheel Loaders equipped with VIMS to record and analyze vital machine information data. The data can then be compared to earlier data from the same machine or to other similar machines in the fleet to assist in identifying major component degradation or problems that have gone undetected by more conventional inspections. Signature tests include: 1. 2. 3. 4. 5. 6. Brake System Testing and Operation Temperature Unloaded Engine Test Hydraulic Tests Converter Stall Test Double Converter Stall Test Impeller Clutch Tests
Data is analyzed using VIMSpc and in some cases a data analysis program. Data from signature tests is primarily used as a trending indicator. If tests are run when the loader is new and repeated at 2,000 or 4,000 service hours, the rate of degradation for various machine systems can be monitored and repair scheduled in a cost-effective manner. Data from these tests can also be used for evaluation of loader performance. Some system specific data analysis techniques are described that can be used to identify potential problems with the loader. These problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the
SELD7023-02
monitor, logged on the event recorder, or to be noticed by the operator. However, early identification of these problems will allow timely troubleshooting and repair scheduling, if needed. As a result, unscheduled repairs can be reduced. If the loader meets the requirements for these tests it can be expected to give normal performance during a loading cycle. Important Safety Information Most accidents involving 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 correctly. Note: Read and understand all safety precautions and warnings before operating or performing lubrication, maintenance, and repair on this product. Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication. Specific safety warnings for all these publications are provided in the description or operations where hazards exist. WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, 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. Caterpillar Inc. 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 not specifically recommended by Caterpillar is used; you must satisfy yourself that it is safe for you and others. You should also ensure that the product would not be damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
Stationary Tests
The purpose of the stationary tests is to record key information on the engine, powertrain, hydraulic, and electrical systems that is monitored by the VIMS sensors. Information from the stationary tests can be compared to: 1. Expected normal values, 2. Earlier tests run on the same machine, 3. Tests run on similar machines.
When the information is analyzed and compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools. The data logger and event recorder should be downloaded and reset before beginning these tests. All the tests should be completed sequentially with the data logger turned on. Estimated time to run all 6 tests is 0.5 hours if the machine is at operating temperature. If systems are not already warm, additional time will be required. The machine should be positioned on a dry, hard level surface at least 50 meters from other machines, structures or people.
7. Return engine speed to low idle for 10 seconds. 8. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15 seconds. Hold at high idle for 10 seconds. 9. Return engine speed to low idle for 10 seconds. 10. With the transmission in neutral, quickly accelerate engine speed from low idle to high idle. Hold at high idle for 10 seconds. 11. Repeat step 9 - 10. 12. Return engine speed to low idle. 13. Turn off data logger. Important data being recorded electronically by VIMS Engine speed Engine oil pressure Engine coolant temperature
Important data being electronically recorded by VIMS Lift cylinder position Lift cylinder head pressures Hydraulic oil temperature Engine Speed
Important data being electronically recorded by VIMS Engine speed Torque converter temperature Turbo outlet pressure (Boost pressure) Right and left exhaust temperatures
1. 2. 3. 4.
Chock the wheels to prevent movement of the machine. Position the lift arms at the top of their travel. Turn on the data logger. At low idle, apply the service brakes and shift the transmission to the highest forward gear available. 5. Raise the engine speed to about 1200 RPM and hold until the torque converter oil temperature reaches 210F. 6. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
7. Apply the service brake, and quickly accelerate engine speed from low idle to maximum speed. 8. Shift the transmission into the highest forward gear available and move the lift control lever to the full RAISE position. 9. Hold for 5 -10 seconds at maximum stall speed or until the torque converter oil triggers a category 2 warning (250F). 10. Move the lift control lever to HOLD, shift the transmission lever to neutral, and reduce the engine speed to about 1300 RPM and hold until the torque converter temperature cools to 210F. 11. Repeat steps 6 through 10. 12. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at least one minute to let the turbochargers slow down. Important data being recorded electronically by VIMS Engine speed Torque converter temperature Hydraulic oil temperature Right and left exhaust temperatures. Turbo outlet pressure (boost pressure).
Atm Pressure
Operating Range
N/A
190-230F
120-190F
N/A
The straight-line curve in Figure 2 represents the oil pressure versus engine speed warning level that is used by the Engine Control Module and VIMS to provide low oil pressure warning. Oil pressure is checked against these curves according to engine speed. A change in slope of the measured oil pressure occurs at an engine speed where the relief valve is beginning to open. The oil pressure increases slightly as engine speed increases until the relief valve is fully opened. On this machine, the relief valve is set to open at 83 psi, so the relief valve never opened in this test. If the oil temperature and viscosity grade are the same, and there are significant changes in oil pressure, determine the reason and make repairs as needed.
Table 1: Oil Pressure vs. Engine Speed Engine Speed 750 RPM 1000 RPM 1200 RPM Oil Pressure 57 psi 393 Kpa 62 psi 427 Kpa 65 psi 448 Kpa
Possible Reasons for Oil Pressure Changes: 1. Oil level very low. 2. Plugged oil filters. 3. Diesel fuel in lubrication oil. 4. Too much clearance between rocker arm shaft and rocker arms. 5. Oil pump suction pipe has a defect. 6. Oil pressure relief sticks open. 7. Oil pump or scavenge oil pump is worn. 8. Too much clearance between crankshaft and crankshaft bearings. 9. Too much clearance between camshaft and camshaft bearings. 10. Failed oil pressure sensor.
Engine Performance
The 2nd portion of the unloaded engine test measures the engine response under no-load conditions. The engine speed is quickly accelerated from low to high idle. The engine response is shown in Figure 3 and the results are recorded in Table 2. The engine response time is measured from the initial throttle input to the time the engine reaches high idle. It is difficult to measure the exact response time because the data is only collected at a one Hertz (once per second) sample rate. The low and high idle engine speeds are recorded on this graph for reference. The engine response time and steady state idle speeds should not significantly change over the engine life. If these parameters do significantly change, further investigation and testing of the engine is warranted. Table 2: Typical Steady State Values for Engine Speed Low Idle 750 RPM + 25 RPM High Idle 1700 RPM + 25RPM
Table 3: Typical Cycles Times @ Low and High Idle Engine Speeds Lift Cylinder Position 2 70 deg 2 70 deg Average Cycle Time 26-27 sec 12 13 sec Engine Speed 750 RPM 1656 RPM
Possible Reasons for Slower Cycle Times 1. Worn pump. 2. Leakage in the hydraulic system.
Table 4: Main Relief Pressures for the lift and tilt head end cylinders Lift Cylinder Pressure Tilt Cylinder Pressure 4425 psi 30510 Kpa 4030 psi 27786 Kpa
Possible Reasons for Changes in Relief Pressures: 1. Incorrect adjustment. 2. Failed relief valve. 3. Worn pump.
10
The engine response time for the double stall cannot be obtained because the engine speed input occurred before the transmission and implements were stalled. The converter and double stall speeds for this machine are also shown in Figures 6 and 7 and recorded in Table 5.
11
The turbo outlet absolute pressure and torque converter temperatures are shown for each test in Figures 8 and 9. Atmospheric pressure is plotted with the turbo pressure to calculate boost pressure. Boost pressure equals turbo outlet atmospheric pressure. The boost pressure is also recorded in Table 5. The engine response time, stall speeds and boost pressure should not significantly change over the engine life. If these parameters do significantly change, further investigation and testing of the engine, transmission, torque converter, and hydraulic systems are warranted.
Table 5: Typical Steady State Values During Converter Stall and Double Stall Tests Engine Speed Boost Pressure Response Time (minmax engine speed) 16 + 1 psi 7 + 1 sec Converter Stall 1520 + 25 RPM Double Stall 1150 + 25 RPM 12 + 1 psi N/A
Possible Causes for changes in engine response, stall speeds and boost pressure 1. Leak in exhaust system. 2. Leak in air inlet system. 3. Failed fuel injector(s). 4. Failed valve(s). 5. Restriction in air inlet and exhaust system. 6. Failed turbo pressure sensor.
12
There is normally some difference between the left and right exhaust temperatures. If the exhaust temperature split is greater than 50C (90F) or a step change in the exhaust temperature split occurs, this may indicate a problem.
Possible Causes for a High Exhaust Temperature Split 1. Failed fuel injector(s). 2. Leak or break in fuel line between fuel manifold and cylinder head. 3. Wrong valve clearance. 4. Leak in air inlet system. 5. Leak in exhaust system. 6. Restriction in air inlet or exhaust system. 7. Wrong fuel injector lash. 8. Incorrect fuel injection timing calibration. 9. Bent or broken push rod. 10. Failed exhaust temperature sensor(s).
13
Table 6: Typical Steady State Impeller Clutch Pressures versus Pedal Position @ 1675 RPM 0% 41% 42% 85% Left Pedal 259 psi 259 psi 72 psi 72 psi Impeller Clutch Pressure 1786 Kpa 1786 Kpa 496 Kpa 496 Kpa
14
Possible Reasons for Impeller Clutch Pressure Changes: 1. Damage to internal torque converter seal rings 2. Damage to impeller clutch piston seals. 3. Worn pump. 4. Failed impeller clutch solenoid or impeller solenoid valve. 5. Calibration is needed.
15
SELD7023-02
VIMS BULLETIN
Wheel Loader Signature Test - 992G
Intended audience: Dealer Product Support personnel Dealer Field Service personnel Dealer Training personnel Dealer Mining Machines personnel
Introduction This Bulletin enables dealers and their customers to benefit from use of the VIMS to measure and record machine data while the wheel loader is operated under specific sets of conditions. Every effort has been made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used with the latest technical information available from Caterpillar to ensure such changes and improvements are incorporated where applicable. Summary This Bulletin describes a signature test that can be run on an operational 992G Wheel Loader equipped with VIMS to record and analyze vital machine information data. The data can then be compared to earlier data from the same machine or to other similar machines in the fleet to assist in identifying major component degradation or problems that have gone undetected by more conventional inspections. Signature tests include: 1. 2. 3. 4. 5. 6. Brake System Testing and Operation Temperature Unloaded Engine Test Hydraulic Tests Converter Stall Test Double Converter Stall Test Impeller Clutch Tests
Data is analyzed using VIMSpc and in some cases a data analysis program. Data from signature tests is primarily used as a trending indicator. If tests are run when the loader is new and repeated at 2,000 or 4,000 service hours, the rate of degradation for various machine systems can be monitored and repair scheduled in a cost-effective manner. Data from these tests can also be used for evaluation of loader performance. Some system specific data analysis techniques are described that can be used to identify potential problems with the loader. These problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the monitor, logged on the event recorder, or to be noticed by the operator. However, early identification of
SELD7027
these problems will allow timely troubleshooting and repair scheduling, if needed. As a result, unscheduled repairs can be reduced. If the loader meets the requirements for these tests it can be expected to give normal performance during a loading cycle. Recording Test Conditions Many of the tests described in this bulletin will require keeping a record of the conditions (grade of road and surface condition) under which the tests were run. A paper or electronic file that describes the test conditions should be maintained. Important Safety Information Most accidents involving 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 correctly. Note: Read and understand all safety precautions and warnings before operating or performing lubrication, maintenance, and repair on this product. Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication. Specific safety warnings for all these publications are provided in the description or operations where hazards exist. WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, 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. Caterpillar Inc. 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 not specifically recommended by Caterpillar is used; you must satisfy yourself that it is safe for you and others. You should also ensure that the product would not be damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
Stationary Tests
The purpose of the stationary tests is to record key information on the engine, powertrain, hydraulic, and electrical systems that is monitored by the VIMS sensors. Information from the stationary tests can be compared to: 1. Expected normal values, 2. Earlier tests run on the same machine, 3. Tests run on similar machines. When the information is analyzed and compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools. The data logger and event recorder should be downloaded and reset before beginning these tests. All the tests should be completed sequentially with the data logger turned on. Estimated time to run all 6 tests is 0.5 hours if the machine is at operating temperature. If systems are not already warm, additional time will be required. The machine should be positioned on a dry, hard level surface at least 50 meters from other machines, structures or people.
8. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15 seconds. Hold at high idle for 10 seconds. 9. Return engine speed to low idle for 10 seconds. 10. With the transmission in neutral, quickly accelerate engine speed from low idle to high idle. Hold at high idle for 10 seconds. 11. Repeat step 9 - 10. 12. Return engine speed to low idle. 13. Turn off data logger.
Important data being recorded electronically by VIMS Engine speed Engine oil pressure Engine coolant temperature
Important data being electronically recorded by VIMS Lift cylinder position Lift cylinder head pressures Hydraulic oil temperature Engine Speed
Important data being electronically recorded by VIMS Engine speed Torque converter temperature Turbo outlet pressure (Boost pressure) Right and left exhaust temperatures
1. 2. 3. 4.
Chock the wheels to prevent movement of the machine. Position the lift arms at the top of their travel. Turn on the data logger. At low idle, apply the service brakes and shift the transmission to the highest forward gear available. 5. Raise the engine speed to about 1200 RPM and hold until the torque converter oil temperature reaches 210F. 6. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
7. Apply the service brake, and quickly accelerate engine speed from low idle to maximum speed. 8. Shift the transmission into the highest forward gear available and move the lift control lever to the full RAISE position. 9. Hold for 5 -10 seconds at maximum stall speed or until the torque converter oil triggers a category 2 warning (250F approx). 10. Move the lift control lever to HOLD, shift the transmission lever to neutral, and reduce the engine speed to about 1300 RPM and hold until the torque converter temperature cools to 210F. 11. Repeat steps 6 through 10. 12. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at least one minute to let the turbochargers slow down.
Important data being recorded electronically by VIMS Engine speed Torque converter temperature Hydraulic oil temperature Right and left exhaust temperatures. Turbo outlet pressure (boost pressure).
Test 6b: Impeller Clutch Pressure vs. Engine Speed 1. Turn on data logger. 2. With transmission in neutral and engine speed at low idle, gradually increase engine speed from low to high idle in 15 seconds. Hold at high idle for 10 seconds. 3. Return engine speed to low idle for 10 seconds. 4. Repeat step 2. 5. Turn off data logger. 6. Download and clear the data logger.
Important data being recorded electronically by VIMS Impeller clutch pressure and current Engine speed Left pedal position
Atm Pressure
Operating Range
N/A
190-230F
120-190F
N/A
The straight-line curve in Figure 2 represents the oil pressure versus engine speed warning level that is used by the Engine Control Module and VIMS to provide low oil pressure warning. Oil pressure is checked against these curves according to engine speed. A change in slope of the measured oil pressure occurs at an engine speed where the relief valve is beginning to open. The oil pressure increases slightly as engine speed increases until the relief valve is fully opened. On this machine, the relief valve is set to open at 83 psi, so the relief valve never opened in this test. If the oil temperature and viscosity grade is the same, and there are significant changes in oil pressure, determine the reason and make repairs as needed.
Table 1: Oil Pressure vs. Engine Speed Engine Speed 750 RPM 1000 RPM 1200 RPM 57 psi 62 psi 65 psi Oil Pressure 393 Kpa 427 Kpa 448 Kpa
Possible Reasons for Oil Pressure Changes: 1. Oil level very low. 2. Plugged oil filters. 3. Diesel fuel in lubrication oil. 4. Too much clearance between rocker arm shaft and rocker arms. 5. Oil pump suction pipe has a defect. 6. Oil pressure relief sticks open. 7. Oil pump or scavenge oil pump is worn. 8. Too much clearance between crankshaft and crankshaft bearings. 9. Too much clearance between camshaft and camshaft bearings. 10. Failed oil pressure sensor.
Engine Performance
The 2nd portion of the unloaded engine test measures the engine response under no-load conditions. The engine speed is quickly accelerated from low to high idle. The engine response is shown in Figure 3 and the results are recorded in Table 2. The engine response time is measured from the initial throttle input to the time the engine reaches high idle. It is difficult to measure the exact response time because the data is only collected at a one Hertz (once per second) sample rate. The low and high idle engine speeds are recorded on this graph for reference. The engine response time and steady state idle speeds should not significantly change over the engine life. If these parameters do significantly change, further investigation and testing of the engine is warranted. Table 2: Typical Steady State Values for Engine Speed Low Idle High Idle 750 RPM + 25 RPM 1675 RPM + 25RPM
Possible Reasons for Slower Cycle Times 1. Worn pump. 2. Leakage in the hydraulic system.
Table 4: Main Relief Pressures for the lift and tilt head end cylinders Lift Cylinder Tilt Cylinder Pressure Pressure 4425 psi 4030 psi 30510 Kpa 27786 Kpa
Possible Reasons for Changes in Relief Pressures: 1. Incorrect adjustment. 2. Failed relief valve.
10
3. Worn pump.
The engine response time for the double stall cannot be obtained because the engine speed input occurred before the transmission and implements were stalled. The converter and double stall speeds for this machine are also shown in Figures 6 and 7 and recorded in Table 5.
11
The turbo outlet absolute pressure and torque converter temperatures are shown for each test in Figures 8 and 9. Atmospheric pressure is plotted with the turbo pressure to calculate boost pressure. Boost pressure equals turbo outlet atmospheric pressure. The boost pressure is also recorded in Table 5. The engine response time, stall speeds and boost pressure should not significantly change over the engine life. If these parameters do significantly change, further investigation and testing of the engine, transmission, torque converter, and hydraulic systems are warranted.
Table 5: Typical Steady State Values During Converter Stall and Double Stall Tests Engine Speed Boost Pressure Response Time (minmax engine speed) 1520 + 25 RPM 16 + 1 psi 7 + 1 sec Converter Stall 1150 + 25 RPM 12 + 1 psi N/A Double Stall Possible Causes for changes in engine response, stall speeds and boost pressure 1. Leak in exhaust system. 2. Leak in air inlet system. 3. Failed fuel injector(s). 4. Failed valve(s). 5. Restriction in air inlet and exhaust system. 6. Failed turbo pressure sensor.
12
There is normally some difference between the left and right exhaust temperatures. If the exhaust temperature split is greater than 50C (90F) or a step change in the exhaust temperature split occurs, this may indicate a problem.
Possible Causes for a High Exhaust Temperature Split 1. Failed fuel injector(s). 2. Leak or break in fuel line between fuel manifold and cylinder head. 3. Wrong valve clearance. 4. Leak in air inlet system. 5. Leak in exhaust system. 6. Restriction in air inlet or exhaust system. 7. Wrong fuel injector lash. 8. Incorrect fuel injection timing calibration. 9. Bent or broken push rod. 10. Failed exhaust temperature sensor(s).
13
14
Possible Reasons for Impeller Clutch Pressure Changes: 1. Damage to internal torque converter seal rings 2. Damage to impeller clutch piston seals. 3. Worn pump. 4. Failed impeller clutch solenoid or impeller solenoid valve. 5. Calibration is needed.
15
SELD7027
VIMS BULLETIN
Getting Help and Reference Material
Intended Audience: Dealer Sales personnel Dealer Product Support personnel Dealer Project Manager located at the customer job site Dealer Shop and Field Service personnel Note: Caterpillar Inc. provides a welltrained technical staff to assist you, if needed. Technical assistance is available based on the type of problem you may experience. If you still need help after reviewing the VIMS documentation, you should contact the appropriate help source based on the instructions given in this bulletin. (machine operating outside normal limits), or system events (machine has an job site electrical fault), contact the designated technical support Product Analyst for assistance.
Data Analysis
Downloaded data can be utilized to determine machine condition and need for repairs, monitor trend information to predict future problems, compare productivity and performance, and create meaningful output reports for management evaluation. As effective methods are identified to aid in analysis of VIMS information, recommended practices and techniques will be communicated through updates and additions to VIMS Bulletins as well as other technical documentation. If help is required in analysis or interpretation of VIMS data, dealers should contact the designated technical support Product Analyst for assistance.
VIMSpc
VIMSpc consists of equipment that is not on the machine such as a laptop computer or desktop computer. For assistance in solving problems with VIMSpc hardware or software contact your local Dealer Solution Network (DSN) or the VIMS Product Support Hotline at 1-800-290-1808 for U.S.A. and Canada or 1-309-675-6229 for outside North America during the hours of 8 AM to 5 PM Central time.
Onboard VIMS
If help is needed in resolving product problems such as machine events
SELD7008-02
SELD7008-02