Serv1807 02 TXT

SERV1807-02
July 2010

global manpower
development
TECHNICAL PRESENTATION
988H Wheel Loader update,

834H wheel dozer, and
836H landfill compactor
C18 ENGINECONTROLS
Service Training Meeting Guide

(Text Reference)
988H Wheel Loader, 834H Wheel
dozer, and 836h landfill
compactor -
C18 Engine controls
audience
Level IIService personnel who understand the principles of machine systems operation,
diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides updated technical information on the 988H Wheel Loader,
834H Wheel Dozer, and the 836H Landfill Compactor engine controls. This presentation may
be used for self paced and self directed training.
OBJECTIVES
After learning the information in this meeting guide, the technician will be able to:
1. Locate and identify the major components of the C18 ACERT engine.
2. Trace the flow of fuel through the C18 engine fuel delivery system.
3. Identify engine derates.
4. Trace the flow of oil through the hydraulic fan system.
GLOBAL references
Specalog:
988H Wheel Loader AEHQ6117
Product Guide:
988H Wheel Loader AEXQ0530
Product Bulletin:
988H Wheel Loader TEJB9520
Salesgram
988H Wheel Loader Fuel Management System TEKQ0570
Estimated Time: 3 Hours

Illustrations: 53
Form: SERV1807-02
Date: 07/10
2010 Caterpillar Inc.
SERV1807-02 - 3 - Text Reference
07/10
TABLE OF CONTENTS
INTRODUCTION.........................................................................................................................5
engine mounted electrical components..............................................................7
FUEL SYSTEM.............................................................................................................................9
Power Derates........................................................................................................................20
Fuel Temperature Derate.......................................................................................................21
High Fuel Filter Restriction Derates......................................................................................22
Virtual Exhaust Temperature Derate.....................................................................................23
High Coolant Temperature Derate.........................................................................................26
Engine Oil Pressure Sensor...................................................................................................27
Low Oil Pressure...................................................................................................................28
Engine Brake..........................................................................................................................29
machine mounted electrical components........................................................36

Fuel Management..................................................................................................................41
HYDRAULICFANSYSTEM....................................................................................................47
Maximum Fan Speed.............................................................................................................51
Minimum Fan Speed..............................................................................................................52
Reversing Fan........................................................................................................................53
CONCLUSION............................................................................................................................61
HYDRAULIC SCHEMATIC COLOR CODES.........................................................................62
HANDOUTS...............................................................................................................................64
ANSWERS..................................................................................................................................67
07/10
NOTES
07/10
988H WHEEL LOADER UPDATE, 834H WHEEL

DOZER, AND 836H LANDFILL COMPACTOR
C18 ENGINE CONTROLS
2010 Caterpillar Inc.
INTRODUCTION
This presentation will discuss the updates that have been made to the C18 engine with
ACERT Technology used in the 988H Wheel Loader.
New engine features are:
- Auto Idle Kickdown (AIK) is customer programmable and allows the 988H to lower
engine speed when not working, but return to high idle when work is required.
- Idle shutdown shuts down the engine when not in use after a specified amount of time,
minimizing the customer's fuel burn.
- The Fuel Management System provides three modes of operation to accommodate
changing production demands by setting a rocker switch in the cab (available since 2007
with a retrofit kit for 988H machines manufactured before June 2007).
- The Next Generation Modular Radiator (NGMR) uses parallel flow system modular
cores to increase cooling performance by only drawing cooler ambient air through the
radiator system. Copper fins allow higher heat transfer for improved cooling
performance.
The C18 engine can also be equipped with a compression brake which provides extra braking
effort on downhill grades where the engine acts like a power absorbing air compressor
producing no additional heat.
07/10
The C18 utilizes the A4 Electronic Control Module (ECM) engine control and is equipped with
an Air to Air After Cooler (ATAAC) intake air cooling system. The C18 is rated at 396 kW
(531 horsepower) at 1900 rpm.
The Engine ECM utilizes the Advanced Diesel Engine Management (ADEM IV) to control the
fuel injector solenoids and to monitor fuel injection.
The C18 ACERT engine is an in-line six-cylinder arrangement, with a displacement of 18.1
liters. Most of the service points for the C18 are located on the left side of the engine.
The C18 ACERT engine meets U.S. Environmental Protection Agency (EPA) Tier III
Emissions Regulations for North America and Stage III European Emissions Regulations.
07/10
engine mounted electrical components
The electrical components mounted on the engine and connected to the Engine ECM J2
connector are:
- Injectors
- Crankshaft speed/timing sensor
- Camshaft speed/timing sensor
- Coolant temperature sensor
- Fuel temperature sensor
- Intake manifold air temperature sensor
- Atmospheric (barometric) pressure sensor
- Intake manifold air pressure sensor
- A4E4 Engine ECM
07/10
- Fuel pressure sensor

- Timing calibration sensor
- Differential fuel pressure switch
- Oil pressure sensor
- Engine brake solenoids (optional)
07/10
fuel system
Fuel is drawn from the fuel tank through the primary fuel filter (10 micron) and water separator
by a gear-type fuel transfer pump. The fuel transfer pump then sends the fuel through the
secondary fuel filter (2 micron).
The fuel then flows to the cylinder head. The fuel enters the cylinder head and flows into the
fuel gallery, where it is made available to each of the six MEUI fuel injectors. Any excess fuel
not injected leaves the cylinder head and flows back to the secondary fuel filter where it flows
past the fuel pressure regulator.
The fuel pressure regulator is a check valve that is installed in the secondary fuel filter. The
fuel pressure regulator maintains fuel system pressure between the fuel transfer pump and the
fuel pressure regulator.
From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and injector cooling
purposes).
07/10
A fuel differential pressure switch is installed in the secondary fuel filter base and will alert the
operator of a fuel filter restriction. The pressure differential switch compares the filter inlet
pressure to the filter outlet pressure. When the difference in the inlet and outlet pressures
causes the switch to activate, the Cat Monitoring System will warn the operator that the
secondary fuel filter is clogged and that fuel flow is restricted.
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5 2
4
The 10 micron primary fuel filter and water separator (1) is located on the left side of the
machine. The primary fuel filter contains a water separator which removes water from the fuel.
Water in a high pressure fuel system can cause premature failure of the fuel injectors due to
corrosion and lack of lubricity. Water should be drained from the water separator daily, using
the drain valve located at the bottom of the filter.
Fuel is drawn from the primary fuel filter by the fuel pump (not shown) and is then returned to
the secondary fuel filter (not shown). The secondary fuel filter removes all contaminants that
could damage the fuel injectors.
The electric fuel priming pump (2) is integrated into the primary fuel filter base. It is activated
by pushing the electric fuel priming pump switch (3). The fuel priming pump is used to fill the
fuel filters after they have been replaced. The fuel priming pump is capable of forcing the air
from the entire fuel system.
Also shown in this illustration are the fuel shutoff valve (4) and fuel SOS port (5). When the
handle is moved to a position that is perpendicular to the fuel line, this valve shuts off the flow
of fuel from the fuel tank to the primary fuel filter.
07/10
2
1
The fuel transfer pump (1) is located at the lower, left of the engine. The fuel transfer pump is
driven by the front gear train. Fuel is drawn from the primary fuel filter and water separator
through the pump inlet (2) by the fuel transfer pump and is returned to the secondary fuel filter
through the pump outlet (3).
The fuel transfer pump incorporates a check valve. The check valve allows fuel to flow around
the gears of the pump when the fuel system is primed. A relief valve (not shown) is also
installed in the fuel transfer pump. The relief valve limits the maximum fuel pressure in the
fuel system.
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3
2
The 2 micron secondary fuel filter (1) is located on the right side of the machine above the
Engine ECM. Fuel is supplied by the fuel transfer pump through the filter inlet (2). The
secondary fuel filter removes all contaminants that could damage the fuel injectors. The fuel is
sent to the fuel galley in the cylinder head through the filter outlet (3).
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1 2
3
The excess fuel not used by the fuel injectors is returned to the secondary fuel filter base (1)
through inlet port (3). The fuel pressure regulator (2) is a check valve that maintains the fuel
pressure in the fuel system. From the fuel pressure regulator, the excess fuel flow returns to the
fuel tank through outlet port (4).
07/10
2
1
The camshaft speed/timing sensor (1) is located at the top, left of the engine. It is installed in a
port at the rear of the timing gear cover.
The intake manifold air pressure sensor (2) is located near the front of the engine in the intake
manifold. The difference in pressure between atmospheric pressure and intake manifold air
pressure is referred to as "boost" pressure.
Boost pressure may be read on the status screen in Cat ET. The boost pressure is a calculation
of the difference between the signal from the atmospheric pressure sensor and the signal from
the intake manifold air pressure sensor. A failure of the intake manifold air pressure sensor can
cause the Engine ECM to perceive a "zero boost" condition and log a fault in the Cat
Monitoring System.
07/10
10
The primary (crankshaft) engine speed/timing sensor (arrow) is located below the fuel transfer
pump, at the lower left of the engine. The crankshaft speed/timing sensor provides crankshaft
speed and position information to the Engine ECM. This information is also shared with the
Power Train ECM as engine speed information. The C18 engine has no engine output speed
sensor at the flywheel housing.
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3 5
4
2 6
1
11
The atmospheric pressure sensor (1) and the engine oil pressure sensor (2) are installed in a
manifold that is located on the lower left side of the engine, forward of the Engine ECM and
below the intake air tube.
The air cooled A4 Engine ECM (3) is located above the starter. Identified above is the J2/P2
connector (4) and the J1/P1 connector (5). The J1/P1 connector is a 70-pin connector and the
J2/P2 connector is a 120-pin connector.
The timing calibration probe connector (6) is fastened to the wiring harness from the J2/P2
connector. A cable (7X1695) is used to connect the timing calibration probe to this connector.
07/10
NOTE: The signal from the atmospheric pressure sensor is used by the Engine ECM to
calculate a number of pressure measurements in most electronic engines. The signal from the
atmospheric pressure sensor is compared to the signal from the other engine pressure sensors
to determine the following:
- Ambient (absolute) pressure is the atmospheric pressure.
- Boost pressure is determined by comparing the atmospheric pressure (sensor) to the

intake manifold pressure sensor.
- Engine oil (gauge) pressure is determined by comparing the atmospheric pressure

(sensor) to the engine oil pressure sensor.
- Fuel pressure is determined by the fuel pressure sensor.
Also, when the engine is started, the Engine ECM uses the signal from the atmospheric
pressure sensor as a reference point for calibration of the other pressure sensors on the engine
(if the key start switch is turned to ON for at least five seconds before the engine starts).
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4
3
5
1
12
The intake air temperature sensor (1) is located on the left side of the engine above the Engine
ECM.
The secondary fuel filter base (2) contains the fuel pressure differential switch (3), fuel pressure
sensor (4), and a fuel temperature sensor (5).
The fuel differential pressure switch compares the filter inlet pressure to the filter outlet
pressure. This switch is normally closed. When the difference in the inlet pressure and the
outlet pressure causes the switch to open, a fault will be logged in the Engine ECM.
When this event occurs, engine performance may be degraded when the fuel flow is restricted,
and the fuel injectors are starved of fuel. This condition, if ignored, could cause damage to the
fuel injectors.
The status of the sensors and the fuel differential pressure switch may be viewed through Cat
ET.
07/10
13
Power Derates
The illustration above defines the power derate in relation to the rated torque map and the
default torque map. The power derate is a percentage reduction from the rated power at a given
engine speed toward the default map at the same rpm.
Power is unchanged until the requested power exceeds the derated level. The maximum power
during a derate is calculated as:
Maximum Power Output = Rated Power - (Rated Power - Default Power) * Derate Percentage
For example, if the engine has a maximum rated power of 500 hp and a 100 hp default torque
map with a 50% derate, the engine will have 300 hp output power. If 250 hp was needed, then
the operator will not notice any change. If however, 400 hp was needed, there would be only
300 hp available due to derates.
300 hp = 500 hp - (500 hp - 100 hp) X 50% (.50)

07/10
14
Fuel Temperature Derate
This illustration shows the graph for the warning and derates map for the fuel temperature.
When the fuel temperature exceeds 90C (194F), the Engine ECM will activate a Level 1
Warning. Also, the graph shows as the fuel temperature increases to 91.0C (196F), a Level 2
Warning will be initiated by the Engine ECM. At the same time, the engine will derate to
12.5%. If the fuel temperature exceeds 92C (198F), the engine will be derated to 25%.
A fuel temperature sensor open circuit will derate the engine to 12.5%.
Excessive fuel temperature will cause injector wear.

07/10
15
High Fuel Filter Restriction Derates
When the differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for three
minutes, the Engine ECM will initiate a Level 1 Warning.
When the differential pressure switch recognizes 15 psi across the filter for four hours, the
Engine ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated, a 17.5%
derate is applied to the engine. After one second, the Engine ECM will initiate a second derate
of 17.5%. The total derate will be 35%.
The high fuel filter restriction derate will be disabled when the fuel temperature is below
30C (86F).
07/10
16
Virtual Exhaust Temperature Derate
An engine derate can occur due to an estimated (virtual) high exhaust gas temperature. The
Engine ECM monitors barometric pressure, intake manifold temperature, and engine speed to
estimate exhaust gas temperature. Certain conditions (high altitude, high ambient temperatures,
high load and full accelerator pedal throttle, barometric pressure, intake manifold temperature,
and engine speed) are monitored to determine if the engine derate should be enabled. The
Engine ECM determines a maximum fuel delivery percentage to maintain safe maximum power
output under load. This calculation is new to the off-road Tier III engines and is used in place
of the previous altitude compensation derate strategy.
This event is to inform the mechanic that a derate has occurred because of operating conditions.
Generally, this is normal and requires no service action.
The Engine ECM will process all derate inputs in the highest derate priority selector. The most
critical derate condition input will be used to adjust fuel system delivery limiting engine power
to a safe level for the conditions in which the product is being operated, thereby prevent
elevated exhaust temperatures.
07/10
The virtual exhaust temperature derate will log a 194 event code. The derate will enable a
Level 1 Warning and eventually a Level 2 Warning. The level of the warning will depend on
the conditions that are sent to the Engine ECM.
The following conditions must be met in order to initiate a virtual exhaust temperature derate.
- No CID 168 01 FMI (low battery voltage to the Engine ECM) are active.
- No active intake manifold pressure sensor faults.
- No active atmospheric pressure (barometric) sensor faults.
- No +5 V sensor voltage codes active.
- The virtual exhaust temp derate must be the highest derate.
- More fuel is being requested than the virtual exhaust temp derate will allow.
This derate is triggered by the information inferred by the Engine ECM, rather than an
individual sensor as with the previous single derate strategies. If you think this derate is
possibly being imposed incorrectly, check for event codes on high intake manifold temperature
and correct those first. Also, make sure the aftercooler is unobstructed. For additional
information about troubleshooting, refer to the troubleshooting service manual for the particular
engine that is being serviced.
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17
18
The coolant temperature sensor (1) is installed at the right front corner of the engine, above the
jacket water pump.
The lower illustration shows the fluid sampling port (2) for the engine coolant with the bracket
removed.
07/10
19
High Coolant Temperature Derate
The coolant temperature sensor measures the temperature of the coolant.
When the temperature of the coolant exceeds 110C (230F), the Engine ECM will initiate a
Level 1 Warning.
When the temperature of the coolant exceeds 111C (231F), the Engine ECM will initiate a
Level 2 Warning. At 111C (231F), the Engine ECM will initiate a 25% derate. Refer to the
Illustration for the remainder of the high engine coolant temperature derates. At 100% derate,
the engine available power will be approximately 50%.
07/10
1
2
20
Engine Oil Pressure Sensor
The engine oil pressure sensor (1) is located on the left side of the engine and the right side of
the machine near the Engine ECM (3). The sensor monitors the pressure of the engine oil.
The engine oil pressure sensor is one of the many sensors that require a regulated 5.0 VDC for
the sensor supply voltage. The sensor outputs a variable DC voltage signal.
The Engine ECM will use the information supplied by the oil pressure sensor to output warning
levels to the Cat Monitoring System and engine derates.
Also shown is the atmospheric (barometric) pressure sensor (2).

07/10
21
Low Oil Pressure
This illustration shows a graph with the two different warning levels for low oil pressure.
When the oil pressure is below (154 kPa @ 1600 rpm) the blue line, the Cat Monitoring System
will enable the low oil pressure Level 1 Warning. If a Level 1 Warning occurs, the operator
should change machine operation or perform maintenance to the system.
When the oil pressure is below (104 kPa @ 1600 rpm) the red line, the Cat Monitoring System
will enable the low oil pressure Level 3 Warning. The operator should immediately perform a
safe engine shutdown.
Also, along with the Level 3 Warning, the Engine ECM initiates a 35% engine derate.
If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine
ECM will initiate a low engine oil pressure Level 1 Warning.
07/10
22
Engine Brake
The C18 ACERT is equipped with an engine compression brake (arrow). The machine uses
valve timing change to open the exhaust valves before TDC during the compression stroke to
produce negative engine torque. The value to the machine from using the compression brake is
reduced engine overspeeds, reduced brake oil temperatures, and extended brake component life.
The Engine ECM activates the engine brake when the following conditions are met:
- The retarder switch on the floor of the cab is activated.

- The engine speed is above 1000 rpm.
- The desired engine speed is at low idle.
The engine brake will be deactivated when the engine speed is below 950 rpm and reactivated
if the engine speed rises above 1000 rpm.
07/10
23
This illustration shows the basic principle of engine compression brake retarding.
During normal engine operation without the engine brake enabled, the following actions occur:
1. Intake stroke: The intake valve opens and air is forced into the cylinder by boost pressure
from the turbocharger.
2. Compression stroke: Air is compressed by the engine piston. The energy required to
compress this air is produced by the vehicle's driving wheels.
3. Power stroke: When the piston passes over top dead center and begins the power stroke,
the energy is returned to the piston (and to the driving wheels). Essentially no energy is
absorbed and no net retarding work is done.
4. Exhaust stroke: Air is forced out through the exhaust.
07/10
When the engine compression brake is activated, the following actions occur:
1. Intake stroke: The intake valve opens and air is forced into the cylinder by boost pressure
from the turbocharger.
2. Compression stroke: Air is compressed to approximately 3450 kPa (500 psi) by the engine
piston. The energy required to compress this air is produced by the vehicle's driving
wheels. Near top dead center, the compression brake opens the exhaust valve, venting
the high pressure air and dissipating the stored energy through the exhaust system.
3. Power stroke: Essentially no energy is returned to the piston (and to the driving wheels).
There is a loss of energy. This loss is how the retarding work is done.
4. Exhaust stroke: Air is forced out through the exhaust.
07/10
24
This illustration shows the engine brake disabled. The solenoid valve is de-energized by the
Engine ECM. The pump draws oil from the engine sump and sends the oil to the solenoid
valve, where it is blocked. Oil behind the master piston or the slave piston in either cylinder
will flow through the solenoid valve and return to the engine oil sump.
07/10
25
This illustration shows the engine brake enabled (the lever in the cab will be in either the high,
medium, or low position). When the ECM energizes the solenoid valve, the engine oil is
directed past the check valve to the master piston. As the injector rocker moves up, the master
piston moves up and increases the oil pressure. The increased oil pressure forces the slave
piston down. The slave piston begins to move the rocker arm against the exhaust valves.
07/10
26
This illustration shows the piston at top dead center. As the slave piston pushes down the
exhaust rocker, the exhaust valves open allowing the fuel/air mixture to escape the cylinder
through the exhaust valves. This will eliminate any compression in the cylinder.
NOTE: When the exhaust valves open, the escaping mixture will give off an audible
response.
07/10
27
This illustration shows the engine with the cam lobe after top dead center. The valve springs
force the exhaust valves closed and with less oil pressure acting on the slave piston, the injector
rocker rotates to the right. The oil pressure in the master cylinder chamber is decreased
allowing the oil in the slave cylinder to direct the oil back into the master cylinder.
07/10
28
machine mounted electrical components
The electrical components mounted on the machine and connected to the Engine ECM J1
connector are:
- right brake switch

- throttle lock resume/accelerate switch
- throttle lock set/decelerate switch
- throttle lock enable switch
- reversing fan switch
- engine retarder switch
- disconnect switch
- main power relay
- key start switch
- throttle position sensor
07/10
- ether start solenoid valve

- ground level shutdown switch
- fan solenoid valve
- reversing fan solenoid valve
- reversing fan bypass solenoid valve
- Cat Monitoring System
07/10
2
1
29
The right brake switch (1) is located next to the right brake pedal. When the right brake switch
is activated, the engine rpm will return to low idle if the throttle lock is enabled.
The throttle pedal (2) is located on the right side of the operator's station. The throttle pedal
enables the operator to operate the machine at the desired engine rpm.
Also shown is the engine brake pedal (3).

07/10
30
The disconnect switch (arrow) is located inside the right, rear storage compartment of the
bumper. The disconnect switch allows service personnel to turn off battery supply to the
machine for service purposes.
07/10
31
The ground level shutdown switch (arrow) is located in the left rear of the bumper. The switch
enables the engine to be shut down externally for safety reasons. The switch can also be used
to disable the injectors during cranking for service purposes.
To operate the switch, lift the cover and move the switch to the upper position. To reset the
switch, the key start switch must be cycled to the OFF position for a few seconds, and then to
the ON position after the ground level shutdown switch has been returned to the down position.
07/10
32
33

Fuel Management
New and current fuel management features are built into the 988H and help in the delivery of
up to five percent less fuel burn and up to 10 percent greater fuel efficiency. Along with the
current Fuel Management System (FMS), which has been available since 2007, the 988H
update also includes Auto Idle Kickdown (AIK) and Idle Shutdown.
The FMS switch (arrow) is a three-position rocker switch that is designed to improve fuel
consumption with minimal impact on productivity. The Implement ECM detects the FMS
switch status and limits the engine speed when the machine is not digging. When the machine
is digging, the machine will return to normal operation for maximum production.
07/10
The FMS switch includes two LED lights. One LED is used for backlighting and the other LED
is used to indicate that the Fuel Management System is active.
With the FMS switch in the OFF (center) position, the machine will operate at maximum
productivity. The engine speed limit at high idle is set to approximately 2120 rpm when the
machine is not digging and the implement pump flow is set to 100%.
With the FMS switch in the LOW (bottom) position, the machine will operate in a more
economical mode which decreases fuel consumption with a minimal reduction in performance.
The engine speed limit at high idle is decreased to 1800 rpm when the machine is not digging.
The implement pump is destroked to 80%. When the machine is digging, the engine speed
limit and the implement pump flow will return to normal operation.
With the FMS switch in the HIGH (top) position, the machine operates in the most economical
mode which decreases fuel consumption with a minimal reduction in performance. The engine
speed limit at high idle is decreased to 1700 rpm when the machine is not digging. The
implement pump is destroked to 70%. When the machine is digging, the engine speed limit
and the implement pump flow will return to normal operation.
NOTE: Updates to the FMS system with autoshift now allows the new FMS system to
work with autoshift in a load and carry application.
07/10
34
The Idle Shutdown feature will automatically shut down the engine after the machine has been
in a safe idling state for an extended period of time. The operator in the cab will be audibly and
visually warned before the shutdown occurs which allows the operator to safely override a
shutdown by pressing the right brake pedal, if desired.
Cat ET can be used to program the Idle Shutdown time between three minutes and 60 minutes
at one minute intervals. The default setting is five minutes.
NOTE: The Idle Shutdown feature does not shut down other systems such as AC, which
can run down the battery after idle shutdown.
Idle Shutdown will be disabled from the factory and can be enabled and disabled using Cat ET.
07/10
The Idle Shutdown feature is initiated when all of the following conditions are present:
- Battery voltage >24.5 V

- Coolant temperature >70C (158F)
- Throttle position <25%
- Actual engine rpm >400 rpm
- Service brake pedal - released
- Transmission gear - neutral
- Ground speed - zero
- Park brake - engaged
- Implement operation - inactive
- Machine idling with no active calibrations or service modes
07/10
35
The throttle lock switch (1) is located on the front console below the quad gauges. The throttle
lock switch is a three-position rocker switch used to activate the throttle lock feature and the
Automatic Idle Kickdown (AIK) feature. The throttle lock indicator (2) illuminates when the
throttle lock has been enabled.
When an operator is not actively operating the machine for a period of time, the AIK system
will temporarily reduce the engine speed to save fuel. After an automated engine speed
reduction, the AIK system will automatically resume the engine speed to the previous setting
when the operator operates an implement, moves the F-N-R switch, or moves the STIC Steer
lever.
Pressing the top of the throttle lock switch will activate the throttle lock function by closing a
contact to the Engine ECM. With the switch in the center position, the throttle lock and AIK
system are OFF. Pressing the bottom of the throttle lock switch will activate the AIK feature by
closing a contact to the Implement ECM.
This AIK system is programmable through Cat ET and can be programmed between five
seconds and 60 seconds at one second increments with a default setting of five seconds.
07/10
1 2
36
1 37
The top illustration shows the set/deceleration switch (1) and the resume/acceleration switch (2)
on the 988H. The bottom illustration shows the set/deceleration switch (1) and the
resume/acceleration switch (2) on the 834H/836H.
The set/deceleration switch can be used to set the engine speed with the throttle pedal. The
switch can also reduce the engine rpm by pressing and holding the button momentarily.
The resume/acceleration switch can be used to resume the set engine speed. The switch can
also increase the engine rpm by pressing and holding the button momentarily.
07/10
38
Hydraulic Fan System
The 988H Wheel Loader is equipped with an on demand hydraulic fan system. The main
components in the hydraulic fan system are:
- Hydraulic tank
- Hydraulic fan pump
- Hydraulic fan motor
- Hydraulic oil cooler
- Engine ECM
- Solenoid valve
- Pump control valve
- Inlet air temperature sensor
- Coolant temperature sensor
- Hydraulic oil temperature sensor
NOTE: The reversing fan is standard on the 836H and optional on the 988H.
07/10
39
The 988H Wheel Loader is equipped with an on demand hydraulic fan system. The on demand
control fan system uses a variable displacement hydraulic fan pump (1) in order to provide oil
flow to the hydraulic fan motor (not shown). The hydraulic fan motor rotates the fan blades to
move the air through the radiator package. Then, the oil from the hydraulic fan motor flows
through the oil cooler (not shown) and back to the hydraulic tank.
In an on demand fan system, the fan speed will increase or decrease in order to provide the
required amount of cooling. During light usage, the fan system will maintain a minimum fan
speed. During heavy usage or high ambient temperatures, the fan system will supply the fan
speed that is required to cool the machine fluids (hydraulic oil, engine coolant). Also, the fan
system cools the air that is flowing through the Air to Air Aftercooler.
In the on demand fan system, the Engine ECM, located on the engine, receives signals from
three temperatures sensors that are located on the machine. As the temperature sensors reach
the key target temperature, data is sent to the Engine ECM. Then, the Engine ECM interprets
the data and sends a proportional current to the solenoid valve (2).
07/10
The following temperatures must be met in order to maintain the fan system at minimum fan
speed.
- The inlet air manifold temperature is below 52C (126F).
- The hydraulic oil temperature is below 87C (189F).
- The coolant temperature is below 92C (198F).
As one of the sensors reads a temperature that is above the key target temperature, the Engine
ECM interprets a demand for additional cooling. The Engine ECM starts sending a reduced
amount of current to the solenoid valve and the pump starts to upstroke.
The hydraulic fan pump is a variable displacement piston pump that is controlled by the pump
control valve. The pump control valve senses any change in pressure in the signal line. When
the current to the solenoid valve is at maximum current, the pressure through the signal line
will decrease and the fan pump will destroke. The supply of oil to the fan motor will decrease.
When the current to the solenoid valve starts to decrease, the oil in the signal line will drain
back to the hydraulic tank. Then, the fan pump will upstroke. The supply of oil to the fan
motor will increase.
The fan motor (not shown) is a fixed displacement piston motor that is equipped with a makeup
valve. The makeup valve allows the hydraulic oil to flow from the motor outlet through the
makeup valve and back to the motor inlet. This will allow the motor to gradually shut down
and prevent motor cavitation.
The maximum and minimum fan speed must be calibrated through Cat Electronic Technician.
Calibration procedure for the Hydraulic Fan System can be found in the Troubleshooting
Testing and Adjusting Service Manual 988H Electrohydraulic System (RENR6218).
07/10
Cat
40
The Engine ECM receives input signals from the engine coolant temperature sensor and the
intake manifold air temperature sensor.
Hydraulic oil temperature sensor signals are sent to the Cat Monitoring System's main display
module and transmitted over the Cat Data Link to the Engine ECM.
The Engine ECM processes the input signals and sends corresponding output signals to the
variable speed fan solenoid valve in order to control fan speed.
NOTE: The variable speed fan control feature can be enabled, disabled, and calibrated
using Cat ET. The variable speed fan default setting is enabled.
07/10
41
Maximum Fan Speed

As one of the sensors reads a temperature that is above the key target temperature, the Engine
ECM sends a reduced current to the solenoid valve for additional cooling. The solenoid valve
shifts downward. The oil flow to the tank port becomes blocked and the pressure against the
right side of the flow control spool will increase, shifting the flow control spool to the left. Oil
that is behind the piston in the actuator flows back to the hydraulic tank. The piston within the
actuator moves to the right. The angle of the swashplate increases. The flow of oil from the
fan pump discharge will increase.
As one or more of the key target temperatures continues to increase, the Engine ECM will
continue to reduce the current that is sent to the solenoid valve. The movement of the flow
control spool to the left continues, and an additional amount of oil flows from behind the
actuator. Then the bias spring moves the swashplate toward the maximum angle.
Calibrating the maximum fan speed in the Engine ECM is performed with Cat ET through the
"Service" mode.
07/10
42
Minimum Fan Speed

As all of the sensors sense a reduction in temperature, the Engine ECM starts increasing the
current to the solenoid valve. The solenoid begins to shifts upward. The oil flow to the tank
port on the solenoid valve increases and the pressure against the right side of the flow control
spool decreases, shifting the flow control spool to the right. Oil pressure behind the actuator
increases and the piston in the actuator moves to the left. The angle of the swashplate
decreases. The flow of oil from the discharge of the fan pump will decrease proportionally
compared to the temperature change of all three sensors.
As all the key target temperatures continue to decrease, the Engine ECM will continue to
increase the current that is sent to the solenoid valve. The movement of the flow control spool
to the left continues and an additional amount of oil flows behind the actuator. The actuator
will move the swashplate toward the minimum angle.
Calibrating the minimum fan speed is performed in the Engine ECM with Cat ET through the
"Service" mode.
07/10
43
2
44
4
3
Reversing Fan
The reversing fan will reverse the direction of the cooling fan to purge debris that is trapped in
the radiator grill. The auto reversing fan automatically reverses the cooling fan for 25 seconds
after every 30 minute interval.
The reversing fan switch (1) in the cab provides a manual override that initiates the purge cycle
when the engine is running. Pressing and releasing the top of the switch manually activates the
reversing fan and resets the timer for the automatic purge cycle.
NOTE: The cooling fan may not automatically reverse when the parking brake is
applied. Pressing the reversing fan switch will override this feature.
07/10
The reversing fan bypass solenoid (2), hydraulic oil cooler bypass valve (3), and reversing fan
valve (4) are located at the rear of the machine.
07/10
45
The above illustration shows the reversing demand fan hydraulic system with the fan running at
maximum speed and rotating in the FORWARD direction. As previously described, with a
reduced current sent to the fan solenoid, the pump actuator spring is holding the pump
swashplate at maximum angle.
In the FORWARD direction, the reversing solenoid is de-energized and oil is blocked from
flowing to the diverter valves. Spring force moves the diverter valves up and pump oil flows to
the fan motor turning the fan motor in the FORWARD direction. Motor drain oil flows through
the bottom diverter valve and the oil cooler to the tank.
The reversing fan bypass solenoid will direct fan pump oil to the tank when energized by the
Engine ECM.
07/10
46
The above illustration shows the reversing demand fan hydraulic system with the fan running at
maximum speed and rotating in the REVERSE direction. As previously described, with a
reduced current sent to the fan solenoid, the pump actuator spring is holding the pump
swashplate at maximum angle.
In the REVERSE direction, the reversing solenoid is energized and pump oil is directed to the
top of the diverter valves. The diverter valves move down and pump oil flows through the top
diverter valve turning the fan motor in the REVERSE direction. Motor drain oil flows through
the bottom diverter valve and the oil cooler to the tank.
07/10
47
1
2
48
5
The upper illustration shows the location of the engine coolant temperature sensor (1). The
sensor is located on the right side of the engine and the left side of the machine. The sensor
sends an analog voltage signal to the Engine ECM.
Also shown is the fluid sampling port (2).
The lower illustration shows the location of the intake manifold air temperature sensor (3). The
sensor is located on the left side of the engine and the right side of the machine. Also, the
sensor sends an analog voltage signal to the Engine ECM.
Also shown is the fuel filter (4) and the Engine ECM (5).
07/10
49
This illustration shows the location of the hydraulic oil temperature sensor (arrow). The sensor
is located between the engine end frame and the hydraulic tank. The sensor sends a PWM
signal to the Cat Monitoring System. Then, the information is sent to the Engine ECM through
the Cat Data Link.
07/10
2
1
4 6
5
50
The hydraulic oil cooler (2) and the hydraulic oil cooler bypass valve (5) are located on the rear
frame (6). The hydraulic oil cooler is built into the radiator group (1). The bypass valve is
installed in the lines group to the cross beam of the frame. The bypass valve opens when the
oil pressure is above 345 45 (50 7 psi) due to cold oil.
Also shown are the air conditioning condenser (3) and hydraulic fan system solenoid valve (4).
07/10
51
52
The hydraulic fan system calibration is performed using the ET Service Tool. In the upper
illustration, the ET service tool is connected to the machine.
To perform hydraulic fan system calibrations, select the item "Engine 988H" that is shown in
the lower illustration. Proceed to Service, Calibrations, and Engine Cooling Fan Calibration.
07/10
53
CONCLUSION
This presentation has provided updated information for the C18 ACERT engine used in the
988H Wheel Loader, 834H Wheel Dozer, and 836H Landfill Compactor.
This presentation supports the service manual. When used in conjunction with the service
manual, the information in this package should permit the technician to do a thorough job of
analyzing a problem in these systems.
For service repairs, adjustments and maintenance, always refer to the Owner and Operator
Manual, Service Manuals, and other related service publications.
07/10
HYDRAULIC SCHEMATIC COLOR CODE
Black - Mechanical Connection. Seal Red - High Pressure Oil
Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere Or Air (No Pressure) Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
Yellow - Moving or Activated Components Orange - Pilot, Signal or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes -

Identification of Components Reduced Pilot, Signal or TC Oil Pressure
Within a Moving Group
Orange / Crosshatch - 2nd Reduction In
Brown - Lubricating Oil Pilot, Signal or TC Oil Pressure
Green - Tank, Sump, o r Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
HYDRAULIC SCHEMATIC COLORCODES
The colors on the hydraulic schematics and cross-sectional views shown throughout this
presentation denote specific meanings. This illustration identifies the meaning of each color.
07/10
HYDRAULIC SCHEMATIC COLOR CODE

SERV1807-02
Black - Mechanical Connection. Seal Red - High Pressure Oil
Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere Or Air (No Pressure) Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
- 63 -
Yellow - Moving or Activated Components Orange - Pilot, Signal or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes -

Identification of Components Reduced Pilot, Signal or TC Oil Pressure
Within a Moving Group
Orange / Crosshatch - 2nd Reduction In
Brown - Lubricating Oil Pilot, Signal or TC Oil Pressure
Green - Tank, Sump, o r Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
Text Reference
SERV1807-02 - 64 - Laboratory Exercise
07/10 Handout No. 1
Lab A Worksheet
C18 ACERT Engine Component Identification Worksheet
Directions: Place the correct letter or number next to the component. During the visual
presentation, use these worksheets to take notes as the function of each component is explained.
Example: ______ Pilot Pump
Location: The single section gear pump mounted on left main implement pump.
Function: Supplies pilot system oil flow to the pilot filter, pilot manifold, and pilot systems.
Engine ECM
Function:
Location:
Primary Fuel Filter

Function:
Location:
Fuel Transfer Pump

Function:
Location:
Electronic Priming Pump

Function:
Location:
Secondary Fuel Filters

Function:
Location:
Electronic Unit Injector

Function:
Location:
Fuel Pressure Regulating Valve

Function:
Location:
Fuel Temperature Sensor

Function:
Location:
07/10 Handout No. 2
Lab A Worksheet
C18 ACERT Engine Component Identification Worksheet (continued)
Fuel Pressure Sensor

Function:
Location:
Differential Fuel Pressure Switch

Function:
Location:
Crankshaft Speed Sensor

Function:
Location:
Camshaft Speed Sensor

Function:
Location:
Timing Calibration Connector

Function:
Location:
Engine Jacket Water Temperature Sensor

Function:
Location:

Function:
Location:
Intake Manifold Air Pressure Sensor

Function:
Location:
Intake Air Temperature Sensor

Function:
Location:
07/10 Handout No. 3
Lab A Worksheet
Atmospheric Pressure Sensor

Function:
Location:
Throttle Position Sensor

Function:
Location:
Throttle Lock Enable Switch

Function:
Location:
Throttle Set/Decelerate Switch

Function:
Location:
Throttle Resume/Accelerate Switch

Function:
Location:
07/10 Handout No. 1
Lab A Worksheet Answers

C18 ACERT Engine Component Identification Worksheet
Directions: Place the correct letter or number next to the component. During the visual
presentation, use these worksheets to take notes as the function of each component is explained.
Example: ______ Pilot Pump
Location: The single section gear pump mounted on left main implement pump.
Function: Supplies pilot system oil flow to the pilot filter, pilot manifold, and pilot systems.
Engine ECM
Function: Electronic Control Module, governor, electronic fuel system control.
Location: Mounted on the engine, right side of engine compartment.
Primary Fuel Filter

Function: 10 micron filter, removes large debris which could damage the injectors.
Location: Between the tank and the transfer pump, left rear of engine compartment on engine.
Fuel Transfer Pump

Function: Low pressure fuel pump.
Location: On engine, right rear side of the engine compartment.
Electronic Priming Pump

Function: Primes fuel system from the tank through the filters to the injectors.
Location: Mounted on the primary filter housing.
Secondary Fuel Filters

Function: Two micron filter, removes small debris which could damage the injectors.
Location: Downstream of the transfer pump, right side of the engine compartment.
Electronic Unit Injector

Function: Controlled by the Engine ECM, delivers fuel to the cylinder.
Location: In the cylinder head below valve cover.
Fuel Pressure Regulating Valve

Function: Maintains fuel system pressure.
Location: Mounted in the secondary fuel filter base, right side of engine compartment.
Fuel Temperature Sensor

Function: Fuel temperature measurement for the Engine ECM and high temperature warnings.
Location: Mounted in the secondary fuel filter base, right side of engine compartment.
07/10 Handout No. 2

Fuel Pressure Sensor

Function: Fuel pressure measurement for the Engine ECM, and high and low pressure
warnings.
Location: Mounted on the secondary fuel filter base.
Differential Fuel Pressure Switch

Function: Compares the filter inlet pressure to the filter outlet pressure for the Engine ECM
and filter bypass warning.
Location: Mounted on the secondary fuel filter base.
Crankshaft Speed Sensor

Function: Engine speed/timing measurement, TDC, and cylinder identification.
Location: Timing gear housing, bottom of engine.
Camshaft Speed Sensor

Function: Engine speed/timing measurement, TDC, and cylinder identification.
Location: Timing gear housing, right side of engine compartment.
Timing Calibration Connector

Function: Connects the timing probe when installed in the rear housing, to the Engine ECM.
Location: In the engine wiring harness, above the Engine ECM.
Engine Jacket Water Temperature Sensor

Function: Coolant temperature measurement for Engine ECM, instrument panel, temperature
warning.
Location: Below thermostat housing, at the front of the engine.

Function: Oil pressure measurement for the Engine ECM, instrument panel, and low pressure
warning.
Location: On right side of engine in the oil galley next to the atmospheric pressure sensor.
Intake Manifold Air Pressure Sensor

Function: Calculates the difference between atmospheric pressure and intake manifold air
pressure, referred to as "boost" pressure.
Location: Located near the front of the engine in the intake manifold.
Intake Air Temperature Sensor

Function: Intake air temperature measurement for Engine ECM and temperature warning.
Location: Located on the left side of the engine, rearward from the intake air tube and above
the Engine ECM.
07/10 Handout No. 3

Atmospheric Pressure Sensor

Function: Ambient pressure for gauge pressure measurements, altitude compensation.
Location: In the engine block, next to the oil pressure sensor.
Throttle Position Sensor

Function: Engine speed control.
Location: In the cab, on the throttle pedal assembly.
Throttle Lock Enable Switch

Function: Engine speed control and fuel management control.
Location: In the cab, on the front console.
Throttle Set/Decelerate Switch

Function: Engine speed control, set engine rpm or decrease engine rpm.
Location: In the cab, on the implement control pod.
Throttle Resume/Accelerate Switch

Function: Engine speed control, resume previous engine rpm setting or increase engine rpm.
Location: In the cab, on the implement control pod.

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SERV1807-02

988H Wheel Loader update,

Service Training Meeting Guide

Estimated Time: 3 Hours

engine mounted electrical components..............................................................7

machine mounted electrical components........................................................36

HYDRAULIC SCHEMATIC COLOR CODES.........................................................................62

988H WHEEL LOADER UPDATE, 834H WHEEL

2010 Caterpillar Inc.

New engine features are:

engine mounted electrical components

- Fuel pressure sensor

- Boost pressure is determined by comparing the atmospheric pressure (sensor) to the

- Engine oil (gauge) pressure is determined by comparing the atmospheric pressure

- Fuel pressure is determined by the fuel pressure sensor.

300 hp = 500 hp - (500 hp - 100 hp) X 50% (.50)

Fuel Temperature Derate

Excessive fuel temperature will cause injector wear.

High Fuel Filter Restriction Derates

Virtual Exhaust Temperature Derate

High Coolant Temperature Derate

The coolant temperature sensor measures the temperature of the coolant.

Engine Oil Pressure Sensor

Also shown is the atmospheric (barometric) pressure sensor (2).

Low Oil Pressure

- The retarder switch on the floor of the cab is activated.

machine mounted electrical components

- right brake switch

- ether start solenoid valve

Also shown is the engine brake pedal (3).

- Battery voltage >24.5 V

Hydraulic Fan System

- The inlet air manifold temperature is below 52C (126F).

- The hydraulic oil temperature is below 87C (189F).

- The coolant temperature is below 92C (198F).

Maximum Fan Speed

Minimum Fan Speed

Also shown is the fluid sampling port (2).

HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical Connection. Seal Red - High Pressure Oil

Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure

White - Atmosphere Or Air (No Pressure) Pink - 3rd Reduction in Pressure

Cat Yellow - (Restricted Usage) Orange / White Stripes -

Green - Tank, Sump, o r Return Oil Blue - Trapped Oil

Green / White Stripes -

HYDRAULIC SCHEMATIC COLORCODES

HYDRAULIC SCHEMATIC COLOR CODE

Black - Mechanical Connection. Seal Red - High Pressure Oil

Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure

White - Atmosphere Or Air (No Pressure) Pink - 3rd Reduction in Pressure

Cat Yellow - (Restricted Usage) Orange / White Stripes -

Green - Tank, Sump, o r Return Oil Blue - Trapped Oil

Green / White Stripes -

Primary Fuel Filter

Fuel Transfer Pump

Electronic Priming Pump

Secondary Fuel Filters

Electronic Unit Injector

Fuel Pressure Regulating Valve

Fuel Temperature Sensor

Fuel Pressure Sensor

Differential Fuel Pressure Switch

Crankshaft Speed Sensor