Service Training

NPI Meeting Guide

Preliminary May 1999 Version 1.3

TECHNICAL PRESENTATION

3524B ELECTRONIC ENGINE CONTROLS

797 OFF-HIGHWAY TRUCKS PRELIMINARY NPI GUIDE

Nigel Wilkinson

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3524B ENGINE CONTROLS

797 OFF-HIGHWAY TRUCK PRELIMINARY MEETING GUIDE
AUDIENCE
Level II -- Service personnel who understand the principles of engine systems operation, diagnostic equipment, and procedures for testing and adjusting.

SLIDES AND SCRIPT

CONTENT
This presentation is designed to prepare a service technician to identify the components, explain their function, and service the 3524B Electronic Unit Injection (EUI) engines in 797 Off-highway Trucks.

OBJECTIVES
After learning the information in this presentation, the serviceman will be able to: 1. locate and identify the major components in the 3524B EUI system; 2. explain the functions of the major mechanical components in the 3524B EUI system; 3. explain the functions of the major electrical/electronic components in the 3524B EUI system; 4. trace the flow of fuel through the fuel system; and 5. trace the flow of current through the engine electrical system.

PREREQUISITES
Interactive Video Course "Fundamentals of Electrical Systems" Programmed Instruction Course "Basic Electricity" STMG 546 "Graphic Fluid Power Symbols" Electronic Technician Self Study Course (Included with ET Dealer Additions CD) TEVR9002 SEBV0534 SESV1546 JEBD3003

Prior training in systems operation and testing and adjusting procedures for the 3500B engines should be completed before participating in this training session. Additionally, the participants should have PC skills and have completed training in Windows 95/98 software. This STMG primarily covers the differences between 3500B machine engines and the 3524B engine in the 797 Off-highway Truck. As this document relates to a New Product Introduction (NPI), it is anticipated that new information and material will be frequently introduced. For this reason, the STMG will only be available electronically, no paper copies will be provided in the immediate future. Estimated Time: 10 Hours Visuals: XXX (2 X 2) Electronic Slides Serviceman Handouts: 7 Drawings/Data Sheet Form: SESV XXXX Date: 5/99 1999 Caterpillar Inc.

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SUPPLEMENTARY TRAINING MATERIAL

Specalog "797 Off-highway Truck" Electronic Technician (ET) Self Study Course Training Book "Easy PCs", available through the Cat Literature System Published by Qui Corporation Also available from bookstores Training Books "Windows 95 for Dummies" and "Windows 98 for Dummies" Published by IDG Books IDG Books World Wide Website: http://www.idgbooks.com Available from bookstores To be announced Included with ET CD ROM LEBV5169

RECOMMENDED EUI TOOLING

Caterpillar Electronic Technician Software, Users Manual and Getting Started Book Hyper Access 5 Communication Adapter PC to Communication Adapter Cable Communication Adapter to Machine Cable Digital Multimeter (Fluke 87) Cable Probes 3 Pin DT Breakout Cable JEBD3003 LERQ3133 7X1700 7X1425 139-4166 9U7330 7X1710 7X6370

REFERENCES
Operation and Maintenance Manual "797 Off-highway Truck" Service Manual "797 Off-highway Truck" Troubleshooting Guide "3500B Engine" Disassembly and Assembly Manual "3500B Engine" Disassembly and Assembly Manual "3524B Engine Supplement" Testing and Adjusting Manual "3500B Engine" Electrical Schematic "3524B Engine" Tool Operating Manual "Using the Communication Adapter" Caterpillar Service Tool Software (ET) Users Manual Parts Manual "3524B Engine" SEBU7239 RENR2600 Available 1 May 1999 Available 1 Jan 2000 RENR2035 Available 1 May 1999 Not determined SEHS9264 NEHS0679 Available 1 April 1999

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TABLE OF CONTENTS

INTRODUCTION .................................................................................................................... Overview ............................................................................................................................ Major Electronic Engine Components .............................................................................. Components views ............................................................................................................ Jacket water and Aftercooler Cooling Systems .................................................................

3524B SYSTEM CIRCUITS.................................................................................................... 797 Data Links ................................................................................................................... 3524B Power Management................................................................................................. Engine ECM Power Supplies ............................................................................................ Speed/Timing Sensor Power Supplies ...............................................................................

ENGINE DIAGNOSTICS ....................................................................................................... Introduction ........................................................................................................................ Injector Troubleshooting .................................................................................................... Flash Programming ............................................................................................................ Events ................................................................................................................................. MISCELLANEOUS ENGINE COMPONENTS .................................................................... Engine Coupling ................................................................................................................

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3524B CLASS AGENDA

INTRODUCTION Overview Major Electronic Engine Components Components views 3524B Engine Walk about, identify components visually Jacket water and Aftercooler Cooling Systems

3524B SYSTEM CIRCUITS 797 Data Links 3524B Power Management Engine ECM Power Supplies Speed/Timing Sensor Power Supplies

ENGINE DIAGNOSTICS Introduction Injector Troubleshooting Flash Programming Events Lab: Using ET on 797/3524B MISCELLANEOUS ENGINE COMPONENTS

Engine Coupling

CONCLUSION Review of Engine Systems

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INTRODUCTION
3524B high displacement engine

This presentation describes the 3524B, High Displacement, Electronic Unit Injection (EUI) Engine Controls in the 797 Off-highway Truck. The topics are sequenced as follows:

Topics

- Introduction - 3524B System Circuits - 797 Data Links - ECM Power Supplies - Engine Diagnostics - Miscellaneous components This NPI (New Product Introduction) STMG explains the differences between the existing 3500B and the 3524B systems. Those systems which are identical to the existing 3500B, in most cases will not be described.

ECAP not supported on 797 trucks

INSTRUCTOR NOTE: ECAP is not supported on 797 trucks. Therefore the Electronic Technician (ET) is the programming tool for the 3524B engine. For this reason it is essential that students demonstrate competence in Windows 95/98 and ET prior to starting this STMG. Also competence in other 3500B engine systems and maintenance must be demonstrated.

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Overview
360 ton capacity truck 24 cylinder 3524B HD engine

The 797 Truck has a 360 ton capacity with a gross weight of 615 tons. The 3524B HD (High Displacement) engine powering the 797 Truck contains two 3512B engine modules to form one 3,400 horse power, 24 cylinder unit. The original 3500B engine has a bore and stroke of 170 and 190 mm respectively. The High Displacement version has an extra 25 mm (1") stroke, making it 215 mm. The connecting rod is 12.5 mm longer. The engine displacement is 117 liters. There are three Electronic Control Modules (ECM's) controlling the engine, one master and two slave units. The Throttle Position Sensor is connected to the Master ECM. The Master ECM, controls the fuel rate and power to the two slave ECM'S.

High displacement, 117 liters

Three ECM's control 3524B engine

Both engine modules share one JW cooling system Ditto for SCAC system Individual lubrication and fuel systems

One jacket water (JW) cooling system is used for both engine modules. Also one separate circuit aftercooler system (SCAC) is used for both engine modules. The front engine module contains the two water pumps, one for the engine jacket water system and the other for aftercooler system. An independent lubrication system is used for each engine module. With the exception of the shared fuel tank and primary fuel filter, each engine module has it's own fuel supply systems.

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The 3524B Engine can be dynamometer tested as a unit. The engine can also be broken down into its two individual engine modules and tested to facilitate dynamometer capacity or dynamometer room size. The 3524B Engine is removed as a unit and after removal can be broken down into it's separate front and rear engine modules.

Coupling connects the two crankshafts

A coupling between the two crankshafts allows the power from the front engine module to be transmitted through the rear engine module to the transmission. The coupling reduces the torsional vibrations interacting between the engine modules and protects the crankshafts against minor axial and bore misalignment. This coupling is lubricated by a self contained lubrication system and contains a heat exchanger which is cooled by the (Separate Circuit Aftercooler) SCAC system. The coupling is described in detail later in the presentation. The 3524B (Tandem) Engine has its own serial number. The individual front and rear engine modules also have their own serial numbers. More detailed specifications are included on the next page.

Coupling is oil cooled and lubricated

3524B and both engine modules serialized

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ENGINE SPECIFICATIONS Type Horsepower, Gross Turbochargers Bore and Stroke Total Displacement Low Idle Rated speed High Idle Controls Altitude Capability Mounting System Air Cleaners Mufflers Lubrication System Pre-lubrication Fuel System Cold Start Starters Radiator 3524B HD (High Displacement) SCAC EUI DITA 3400 @ 1750 rpm 4 Garret GT60 Series Single Stage 170 mm/215 mm 117 liters 700 rpm 1750 rpm 1950 rpm ADEM II (1 master, 2 slave ECMs) 0 - 9,000 ft or 9,000 - 15,000 (high altitude pkg.) 3-point with rear sub rails Donaldson system with five hood mounted filters 2 Donaldson mufflers and body exhaust Individual to each engine, continuous oil renewal with deep sump (not available yet) Pre-lubrication, an attachment Individual to each engine module, traditional 3500 series systems, common fuel tank Ether and 240 volt heater attachment Vane or turbine, dual starters Double Stacked Folded Core, 44 JW, 38 SCAC cores Independent JW and SCAC systems Fan Surge tank Water Pumps (2) 96" Truflo, hydraulically driven Split surge tank for maximum performance JW 2085 LPM at 1750 rpm SCAC, 1800 LPM at 1750 rpm Crankshaft Coupling Spring type, cooled and lubricated by independent lubrication system

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Multiple ECMs on 797 truck

As can be seen above, the 797 truck contains many integrated electronic control modules. All of these controls are connected by the data links. These data links are covered in more detail later in the presentation. Some engine functions, such as the engine cooling fan are controlled by another ECM, in this case the Brake/Cooling ECM. It can be seen above that the engine is controlled by three ECMs. This arrangement is described in some more detail over the page.

Some engine functions controlled by other ECMs 3524B has three ECMs

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4 Major Electronic Engine Components

3524B block diagram

This block diagram shows the various components in the 3524B electronic/electrical system. A detailed explanation of the system and the components follows later in this presentation. A full size block diagram follows at the end of this book. The electronic components in the 3524B EUI system are similar to those used in other 3500B systems. Although the 3524B has one Master controller ECM, the engine has two fuel systems, one for each engine module with both electronic and mechanical components. However, not all functions are duplicated, as will be seen in this and the following diagrams. Each engine module has its own specific wiring harness. Although the harnesses are similar in many aspects, they are specific to each module.

3524B EUI fuel system Similar to 3512B

Front & rear engine module harnesses are different

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Component Views
Master ECM on rear engine module (arrow)

The Master ECM (arrow) is located on the front of the rear engine module as shown here. (This picture shows the front engine module on the left and the rear engine module on the right.) As mentioned previously, the Master ECM determines the fuel quantity required for the Slave ECM's. The Slave ECM's control injector timing but regulate fuel rate according to the master ECM's instructions.

Master ECM similar to 3406E application

The Master ECM is similar to those used in six cylinder engines, however in this application, there is no requirement for the Master ECM to power injectors. The Slave ECM's are the same as those used 3512B Off-highway Truck engines. However, the Personality Module files are not the same as those used in 3512B Off-highway Truck engines. The Slave ECM's are fuel cooled unlike the Master ECM which is not. the reason for this arrangement is that the Slave ECM's contain the relatively high current injector drivers.

Slave ECM similar to 3412B application

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Front (1) and rear (2) engine module slave ECM's

This view of the left hand side of the engine, shows the front engine module Slave ECM (1), and the rear engine module Slave ECM (2). Both engine modules have identical Slave ECM's. The flash files are also identical. Both the Master ECM and its flash file are unique and must not be interchanged with the Slave ECM's. The Configuration setup requires that the Slave ECM's positions are identified. The Slave ECM's are identified on installation as "Front" or "Rear". This information is a required Programmable Parameter in the ET Configuration screen.

Machine interface connectors

There are two Machine Interface Connectors located on the left hand side of the engine, between the engine modules. There is also a CAN data link harness between the two engine modules. These harnesses and connectors link the three ECM and engine circuits to the machine circuits and allow quick disconnection during engine removal. These connectors will be supported by a chassis mounted tray later in the program.

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Master ECM

The Master ECM (arrow) is the master controller. This component receives the operator input via the Throttle Position Sensor and gives instructions to the Slave ECM's to provide the appropriate response to the operator's requirements. The ECM's principle functions and circuits are as follows: Master ECM engine mounted circuits/functions are as follows: Power/fuel rate control Coolant Flow Switch Speed Sensor (torque/HP speed control) Master ECM Machine mounted circuits/functions are as follows Throttle Position Sensor Data Link Connection Throttle Backup Starting (ether) Aid Switch User Defined Shutdown *

Master ECM functions

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The Master ECM is not fuel cooled but the slave ECM's are cooled by fuel.
Variable radiator fan controlled by the brake/cooling ECM

Although the variable speed radiator cooling fan is primarily an engine function, the fan is controlled by the Brake/Cooling ECM. The fan control responds to engine coolant, aftercooler temperatures, retarder operation and initial vehicle movement. The air conditioner has a dedicated cooling package and does not require the radiator or the engine cooling fan for it's cooling requirements.

Independent air conditioner cooling

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Rear engine module slave ECM

This view shows the rear engine module Slave ECM. This component is mounted on the left front side of the rear engine module block. There is an identical ECM on the front engine module. In most cases, just one engine module's components will be described as the two engine modules are similar. Exceptions will be noted.

Slave ECM functions

Slave ECM Engine mounted circuits/functions are as follows: Pressure and temperature sensors Fuel pressure differential switch Speed/timing sensor timing functions Speed/timing sensor calibration Air fuel ratio control (ECM) FLS setting (no FTS on 3524B) Slave ECM Machine mounted circuits/functions are as follows: Pre-lubrication components (if installed) Oil renewal system (if installed) Ground level shut down switch

Atmospheric pressure sensor (arrow)

The atmospheric pressure sensor (arrow) is installed on the lower left hand side of the slave ECM mounting plate.

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Speed/Timing sensors

This view of the rear engine module shows two Speed/Timing Sensors which are located on both engine module rear housings. Although they are both Speed/Timing Sensors, one is used for speed and timing sensing. The other sensor is used only for speed sensing. The Primary Master Speed Sensor (arrow) is used to measure engine speed for the purposes of power management. There is a backup sensor mounted on the front engine module in the same position. Although the Speed Sensor is an identical component to a Speed/Timing Sensor, timing functions are performed by the Slave ECM Speed/Timing Sensors.

Master speed sensor (arrow) - Measures speed only

Slave sensor measures speed and timing Four identical Speed and Speed/Timing sensors Timing calibration

The Slave ECM Speed/Timing Sensors are mounted alongside the Master Speed Sensors and are used to perform the timing functions for each engine module. Although their functions are not identical, all four (Speed and Speed/Timing) sensors on the engine modules are identical and have the same part numbers. A timing calibration connector is located on the right front corner of each engine module, (against the camshaft gear cover). The timing of both engine modules must be performed separately. If the engine requires timing calibration, a timing calibration sensor (magnetic pickup) is installed in the flywheel housing and connected to the timing calibration connector.

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Throttle position sensor

The Throttle Position Sensor (arrow) is mounted on the throttle pedal assembly in common with other Off-highway Trucks. As mentioned earlier the sensor is powered by and connected to the Master ECM. The Master ECM then signals the speed and power requirements to the Slave ECM's using the CAN data link. The 797 Truck has a Williams throttle assembly. This throttle differs from some other Off-highway Truck sensors in that it uses the full range of the sensor. The sensor duty cycle range is 10 - 90%. (This feature is now standard on other Off-highway Trucks.) The throttle position sensor receives a regulated 8.0 0.5 Volts from the Master ECM. The throttle position sensor output signal is a Pulse Width Modulated (PWM) signal that varies with throttle position and is expressed as a percentage between 0 and 100%. Other than being powered by the master ECM which receives its signals, this arrangement is the similar to the current 3524B.

10 - 90% duty cycle

Throttle position sensor powered by master ECM

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This view shows the two fuel filters and three oil filters. There is also a primary fuel filter and shut off valve located on the fuel tank
Filtered oil pressure (1) Unfiltered oil pressure sensor (2)

The lubrication system contains two pressure sensors, filtered pressure (1) and behind the filter and oil line, unfiltered oil pressure (2). The purpose of this arrangement is to provide the input for the oil filter restriction calculation performed by the ECM. The fuel system has a fuel pressure switch (3) to measure fuel filter restriction. The crankcase pressure sensor (4) is located in the top right hand side of the picture.

Differential fuel pressure switch (3) Crankcase pressure sensor (4)

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Low oil level switches

Both of the engine oil pans are equipped with Low Oil Level Switches to provide the operator with a warning of low oil level. This switch is connected to the respective slave ECM and provides a warning through the VIMS panel. The front engine module has a front sump and the rear engine module has a rear sump. For this reason, the front engine module has the Low Oil Level Switch on the left hand side (arrow), and the rear engine module has the switch on the right hand side.

Front oil pan switch location (arrow)

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Jacket Water and Aftercooler Cooling Systems

Jacket water and aftercooler expansion tanks

This view (from the left hand side of the truck), shows the aftercooler and jacket water expansion tanks. The Aftercooler Coolant Level Switch (arrow) for the engine is shown on the left hand side of the tank. The jacket water Coolant Level Switch is located on the far side of the expansion tank. The purpose of the switches is to give adequate warning to the operator before damage is done to the engine by a low engine jacket water coolant level or aftercooler coolant level.

Coolant level switches connected to VIMS

Although these switches are functionally engine components, they are not directly connected to the engine ECM's, but are connected to the VIMS system and the operators instrument panel.

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One jacket water pump (1) supplies both engine modules

One water pump (1) is used to circulate jacket water coolant through the 3524B engine (both engine modules). This view shows the front right hand side of the front engine module. Another water pump, located on the opposite side of the same engine module, is used to circulate water through the aftercooler. The water lines divide downstream of the pump. One line feeds the front engine module, and the other line (2) feeds the rear engine module. The coolant flow switch (3) is located downstream of the jacket water pump. Both the water pump and coolant flow switch are unique to the front engine module. This switch is connected to the Master ECM.

Feed to rear engine module (2) Coolant flow switch (3)

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One aftercooler water pump (arrow) supplies both engine modules Engine JW and SCAC circuits are not connected

There are two aftercoolers on each engine module. Like the jacket water circuits, both engine module aftercooler circuits are cooled by one water pump (arrow). As seen previously, both jacket water and the aftercooler circuits have their own header tanks. These two circuits are entirely independent and are not connected in any way.

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New picture w/revised location next update 16

Front engine module - Aftercooler temperature sensor (arrow)

An aftercooler coolant temperature sensor is mounted on the rear aftercooler of each engine module. The sensor is shown here on the front engine module (arrow), and is installed to provide the operator with a warning of excessively (damaging) high inlet temperatures. The rear engine module has a similar installation. Each aftercooler temperature sensor is connected to its respective engine module Slave ECM. Although the aftercooler temperature information is picked up by the engine ECMs, it is transmitted over the Cat data link and used by VIMS.

Aftercooler sensor connected to Slave ECM

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Radiator cooling fan - Controlled by Brake/cooling ECM - Powered hydraulically

The radiator cooling fan is controlled by the Brake/Cooling ECM. This control uses inputs from the various systems via the data link. The fan is powered by a hydraulic motor and although it responds to coolant temperature, it is independent of the engine control system. The fan hydraulic motor responds to the following parameters: Front engine module engine coolant temperature Rear engine module aftercooler coolant temperature Retarder operation Initial vehicle movement in low gear Power to the cooling fan is momentarily disconnected when the machine is pulling away in low gear. This feature optimizes engine torque when for example, the machine is moving away from the loading shovel. (A large cooling fan uses considerable power, about 100 HP).

Fan speed sensor

A fan speed sensor (arrow) is installed to enable the ECM to modulate the fan rpm according to the various cooling requirements. The cab air conditioning system does not use the radiator fan on the 797 truck. INSTRUCTOR NOTE: The 797 STMG has more detailed information about the fan control system operation.

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Front engine module - Coolant temperature sensors

There is one Coolant Temperature Sensor mounted on each engine module. The front engine module Coolant Temperature Sensor (arrow) is located on the thermostat housing. Only the front engine module contains a thermostat housing and therefore thermostats. Both sensors measure coolant temperature leaving the engine modules. The sensors (front and rear) have multiple functions on the 797 Truck and eliminate many components. These functions are as follows:

Sensor functions

Temperature indication on VIMS panel (front and rear) VIMS Warning system (front and rear) VIMS Event logging (front and rear) Output to Brake/Cooling ECM, radiator fan control speed calculation (front engine module only) Cold mode control (independent for each engine module) Cold cylinder cutout (independent for each engine module) ET temperature display (front and rear) ET Event logging above 107C (226F) (front and rear engine module)

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Rear engine module - Coolant temperature sensor Used by VIMS system

The rear engine module Coolant Temperature Sensor (arrow), is mounted on the manifold at the rear of the engine module on the right hand side. As already mentioned, the rear Coolant Temperature sensor is used by the VIMS system. The other sensor in the picture is the Aftercooler Temperature Sensor. This sensor is also used by the VIMS system.

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JW coolant flow One pump supplies both engine modules

This diagram shows the Jacket Water cooling system. Note the single water pump which circulates the coolant through both engine modules.

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SCAC coolant flow No intermixing between JW and SCAC coolants

This diagram shows the Separate Circuit Aftercooler system (SCAC). This system also has its own water pump. To facilitate the cooling of the aftercooler system (which runs much cooler than the engine jacket water cooling system) the systems are entirely separate. There is no mixing whatsoever between the two (JW and SCAC) coolants.

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Service tool connector - Connects to ATA and Cat data links

This view shows the Service Tool Connector in the cab, behind the driver's seat. The ET cable is connected at this point. This connector is used to access both the ATA and Cat Data Link. The CAN Data Link cannot be accessed through the Service tool connector.

INSTRUCTOR NOTE: At this time, it is recommended that each component be located on the machine and the function of each reviewed with the students. A list of the components follows on the next page.

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Electrical Components ECM's (3) Personality Modules (3) Timing Calibration Connectors and locations (2) Primary Master Speed Sensor Backup Master Speed Sensor Front Engine Module Speed/Timing Sensor Rear Engine Module Speed/Timing Sensor Coolant Temperature Sensors (2) Atmospheric Pressure Sensors (2) Turbocharger Inlet Pressure Sensors (2) Turbocharger Outlet Pressure Sensors (2) Aftercooler Temperature Sensors (2) Exhaust Temperature Sensors (4) Oil Pressure Sensors (4) Crankcase Pressure Sensors (2) Low Oil Level Switches (2) Fuel Differential Pressure Switches (2) Coolant Flow Switch, Jacket Water Circuit Machine and Engine Interface Connectors (3) Engine and Machine Ground bolts Data Link Connector Throttle Position Sensor Throttle Backup Switch Ground Level Shutdown Switch User Defined Shutdown Mechanical Components Fuel Tank Water Separator/Primary Filter Fuel Manifolds (4) Secondary Fuel Filters (multiple) Transfer Pumps (2) Pressure Regulator Valves (2) Injectors (24) Priming Pumps

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23 3524B SYSTEM AND CIRCUITS 797 Engine Data Links

Engine has three data links: - CDL - ATA - CAN Data link functions

There are three data links used with the 3524B engine as follows: Cat Data Link (CDL) ATA Data Link (American Trucking Association) CAN Data Link (Control Area Network) SAE J1939 The Cat Data Link is used for flash programming the (slave) ECM, diagnostics and other programming with ET. The ATA Data Link is used for flash programming the (master) ECM with ET. The CAN Data Link is used to transmit the power and fuel rate instructions from the Master to the Slave ECM's. There is a fourth data link on the 797 Truck, RS232, this data link is used by the VIMS PC system for downloading information and diagnostics.

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The CAN Data Link wiring is shielded with a braided stainless steel sheath. It is essential that this sheath is not broken. If the CAN data link fails, the engine will default to low idle. No repairs are permitted to the CAN data link harness. Troubleshooting is confined to ET fault screens and continuity checks. if a fault is found in the wiring harness, the only solution is replacement of the harness. There are separate wiring circuits used for the four data links. The wiring layout and data link components are described later in the presentation. As can be seen in the picture, there are many ECM's, tools and controls connected to the Cat Data Link on the 797 Truck. The following is a list of computers/controls connected to the Cat data links:

797 machine ECM's

Engine Master ECM Front engine module Slave ECM Rear engine module Slave ECM Vital Information Management System (VIMS) and operator's panel Transmission Control ECM Brake/Cooling Control ECM Chassis Control Tire Monitor Control Electronic Service Tools ET (CAT, ATA and CAN data links) VIMS PC (RS232 data link) Data View * Will be installed on later production machines

ECAP not supported on 797

NOTE: The ECAP (Electronic Control Analyzer Programmer) will not supported or used on any 797 truck systems.

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24 3524B Power Management

High torque driveline protection - Cat data link used to transmit information - Torque is limited in 1st and reverse

In order to protect the driveline components from damage caused by excessive torque in first and reverse gear, a torque limiting strategy is utilized. This strategy uses the Cat Data Link to send desired engine speed information from the transmission to the engine ECM. The desired maximum output from the torque converter in first or reverse gear will be 17,500 ft. lbs. As the engine nears the limiting speed, fuel is limited and the engine derated to protect the driveline. As the truck is shifted up from 1st gear, this desired speed is raised and normal power is restored. This derate factor is based on torque converter performance and is calculated to insure a torque converter maximum output of 17,500 ft. lbs. when in first or reverse gears. This feature allows a high performance engine to be utilized without risk to driveline performance. If the data link is lost, the engine will be continuously derated but, will allow limited machine operation.

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Altitude derating

With single stage turbochargers, the engine will deliver maximum power up to 9,000 ft without derating. Above 9,000 ft, the engine is progressively derated to 15,000 ft. The maximum altitude derate is 24%. A high altitude version of this engine will be available with with full power capability up to 15,000 ft .

Air filter compensation

As with other Off-highway Trucks, the derate for a plugged air filter is 20% (Air Filter Compensation).

NOTE: Although both engine modules will be derated simultaneously, ET will only show a derate on the engine module that originated the derate.

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26 Engine ECM Power Supplies This schematic shows the wiring for the ECM power supplies. There is one ECM on the front engine module and two ECM's on the rear engine module. The power supply arrangement, is similar to the standard 3500B engine, but is multiplied for the three ECMs. The power supply circuits to the three ECMs are identical.

NOTE: Be sure to observe the correct procedures regarding electrical circuits when welding on Off-highway Trucks. This information is available in a Service Magazine article.

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27 Speed/Timing Sensor Power Supplies

Speed/Timing sensor power supplies

This diagram shows the Speed/Timing Sensor Power Supplies for the two engine modules. Each engine module has a Master and a Slave Speed/Timing Sensor installed. The two slave sensors are powered by the ECM on their respective engine modules. The two Master Speed Sensors share the same power supply from the Master ECM on the rear engine module. NOTE: These two sensors are for speed measurement only. Other engine system power supplies are similar to existing 3500B machine engines.

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Speed/Timing sensor calibrations

Each engine module's Speed/Timing Sensors (for slave ECM's) must be individually calibrated. In other words, the front engine's Speed/Timing Sensor must be calibrated. Then the rear engine sensor must be calibrated. This operation is no different to previous 3500B engine calibration, except it must be repeated for both engine modules. The (Master) Speed Sensors on each engine do not require calibration as they do not have timing functions.

(Master) speed sensors are not calibrated

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The preceding lesson will be reinforced if these tasks are performed. Using a schematic, trace the wiring and perform diagnostic tests with a VOM on the following circuits: All data link circuits ECM power supplies Speed and Speed/Timing Sensor power supplies Calibrate Speed/Timing Sensor

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NOTES