Caterpillar Industrial Engine Application & Installation Guide LEBH0504

INDUSTRIAL APPLICATION and INSTALLATION GUIDE

TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Engine Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5

Engine Installation Considerations: Power Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19

Mounting and Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37

Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

69

Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

75

Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

79

Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

93

Fuel Governing and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

99

Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 Instrumentation, Monitoring, and Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 Application and Installation Audit Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Start-Up Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 Maintenance and Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Conversion Tables and Rules of Thumb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

© 2000 Caterpillar Tractor Co. 1

2

INTRODUCTION Reliability of machinery is a major factor affecting satisfactory performance. Engines must be properly installed in an acceptable environment if reliability of each engine system and the total installation are to be achieved. The objective of this guide is to outline application and installation requirements of Caterpillar Diesel Engines applied in material handling and agricultural applications and to provide the installer with data needed to complete an installation with satisfactory results. A layout for engine installation should include space for connections to functional systems, including ventilation, and working space or access allowing performance of repair and scheduled maintenance. Current technical information for all engines other than the 3000 Family can be found on-line using the Technical Marketing Information (TMI) program (https://tmiweb.cat.com). 3000 Family information is on CD and can be ordered through the Media Logistics System asking for LERH9330. View specification sheets, Product News bulletins, the 3400 Performance and Drawing Book (LEBH9181), and other industrial engine information including this book on the Electronic Media Center (EMC). The URL address is http://emc.cat.com A complete library of installation drawings for all Caterpillar Engines is available on CD by ordering LERQ2015. Subscribers to this library will automatically receive updates four times a year. The goal of each engine sale should be a good installation in an appropriate application.

3

4

ENGINE SELECTION Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

Comparison with Experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horsepower, Torque, and Machine Productivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calculated Horsepower Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dynamometer Measured Horsepower Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Measured Horsepower Demand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Rise Effect on Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Response Effect on Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adequate Machine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Heating Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE Standard Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determining Total Power Needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simulating Performance of a Smaller Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Life Related to Load Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 6 6 7 7 7 8 8 8 8 8 8 8 9 9

Engine Ratings and Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

Engine Capability Determines Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Setting Determines Maximum Fuel Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Factors Involved in Establishing a Rating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Usage Determines Rating Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engines are Developed for Specific Rating Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous Rating Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intermittent Rating Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Rating Discussed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Application Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Special Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulatory Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Homologation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actual Power Output Derives From Load Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Laboratory Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Configuration Variations Provide Rating Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aftercooling Variations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aftercooling Configurations Versus Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanically Governed Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronically Governed Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 9 9 9 10 10 10 10 10 10 11 11 11 11 11 11 12 12 13 13 13 13

5

ENGINE SELECTION GENERAL The purpose of this section is to discuss power demand, engine ratings, and engine selection to result in satisfactory machine performance and engine life.

Horsepower is the time rate of doing work. Or restated, horsepower is proportional to the product of torque times rpm. Some basic relationships are: TxN bhp = _____ 5252

POWER REQUIREMENTS Comparison with Past Experience Before selecting an engine model and rating, power demand must be analyzed. This task is simplified if experience is available with a similar machine powered by an engine of known rating and fuel rate performance. This experience provides a basis for deciding whether the machine was under powered, correctly powered, or over powered. Horsepower, Torque, and Machine Productivity To better understand torque and horsepower, consider that a very small engine can provide sufficient torque for a very large machine, if there is enough speed reduction. But, although the machine could have sufficient torque, it would operate at such a slow speed as to be unproductive. Productivity of most machines is approximately proportional to horsepower input.

6

5252 bhp T = ________ N 33,000 ft-lb 1 hp = _________ min Where: T = Torque, ft-lb N = rpm Calculated Horsepower Demand An estimate of machine load demand can be made mathematically, when no actual machine experience is available to serve as a baseline of comparison. Using basic engineering principles on work and energy and data on the type of task to be accomplished, it is possible to convert all functions of a machine to ft-lb per minute and then convert to horsepower demand. Mathematical calculation may be the only way available to estimate power requirements at the start of a new machine design. Of course, this approach is accurate only to the extent that all factors are considered and assumptions are correct. For certain applications such as pumps or other continuous loads, where demand is known quite well, calculated values are quite accurate. In other applications, actual demand can be significantly different than calculated levels.

Dynamometer Measured Horsepower Demand Actual load demand measurement by powered dynamometer is the most accurate way to determine power demand of components or of a total machine. It is recommended that a manufacturer do this to more accurately determine where power is being consumed. This can identify a device or system which is using more power than it should and is in need of redesign for improved efficiency. For example, this occasionally happens with hydraulic systems. However, a dynamometer normally measures only the steady-state power demand. More sophisticated instrumentation is required to measure load demand under dynamic, transient conditions. If this type of measuring apparatus is available, the dynodriven load must accurately simulate the real machine operation to yield accurate data. Estimated h.p. loss due to: 1) torque converter, 2) transmissions, 3) generators, 4) belt drives, 5) gear reducers. Engine Measured Horsepower Demand Usually, the most practical way to assess power demand, and capability of an engine to perform adequately, is to make a logical selection based on calculation or comparison with past experience and test it. There is no substitute for a rigorous evaluation of an engine in the machine or application. This provides the final proof of machine performance acceptability, or it will identify shortcomings in need of correction.

Torque Rise % = (Peak Torque) – (Rated Torque) __________________________

x 100

Rated Torque Cat Diesel Engines typically provide high torque rise to perform well in a wide variety of applications. A torque curve is the graphical representation of torque versus speed. Some modification to a torque curve is possible in those cases where this is required to achieve satisfactory machine performance. Consult your engine supplier if this need exits. If torque rise is higher than necessary, those parts of the machine driveline ahead of the transmission may be subjected to torque levels which may shorten the life of gearing and bearings. For this reason it is sometimes desirable to let the machine operator shift to a lower gear to increase engine speed, instead of always lugging the engine without a gear change. So, the decision to use an extra high torque rise engine must also consider driveline capability. By contrast, an engine with insufficient torque rise will seem weak and may even stop running before the operator has time to make a shift change. This is not acceptable either. The best compromise is to use enough torque rise to satisfy machine performance requirements, but not so much that driveline life becomes unacceptable.

Torque Rise Effect on Performance For machines which are capable of lugging the engine (i.e., applying sufficient load to pull the engine speed down below rated speed, at full throttle), it is important to consider two other characteristics of engine performance. These are torque rise and response to sudden load change.

Devices such as blowers, pumps, and propellers cannot lug an engine because power demand drops off much more quickly than engine capability as speed is reduced. The amount of torque rise available in these applications is generally meaningless because torque rise is not required, except as it may contribute to the ability to accelerate the load.

7

Response Effect on Performance

Fuel Heating Value

A naturally aspirated engine has the fastest response to sudden load increase because required combustion air is immediately available.

Heating value of the fuel affects power output because fuel is delivered to the engine on a volumetric basis. Allowance should be made for a fuel with lower heat content (higher API than standard) where the power level is critical. Caterpillar Diesel ratings are based on use of 35 API fuel with HHV of 19,590 Btu/lb (45570 kJ/kg) or 138,000 Btu/gal.

A turbocharged engine will not respond quite as fast because it takes a moment for the turbo to accelerate upon sudden load increase. Steady progress in turbocharger development has produced smaller, faster responding turbochargers and, therefore, turbocharged engines which respond quickly to sudden load increase. In a steady load and speed situation, turbo response is of no consequence. Air/fuel ratio controllers, also called smoke limiters, momentarily limit fuel delivery until sufficient air is available for combustion. They respond to inlet manifold boost pressure. The air/fuel ratio setting is a compromise between machine responsiveness and acceptable level of transient smoke for a particular application. Adequate Machine Performance Manufacturers and customers develop their own ideas of what constitutes adequate machine performance. Insufficient power causes low productivity and user dissatisfaction. Excessive power costs more to purchase, requires heavier driveline components, and may reduce machine life if the operator is careless. The ideal machine is responsive, productive, and durable, satisfying the owner’s need for performance and overall value. Tolerances Actual engine horsepower output may vary by up to ±3% from nameplate value on a new engine. Similarly, where load demand of some work-producing device is published, the manufacturer’s tolerance should be added to demand horsepower if power needs are to be met in all cases.

8

Auxiliary Loads In addition to the main load carried by the engine, allowance must also be made for all other engine-driven auxiliary loads. Extra loads imposed by a cooling fan, alternator, steering pump, air compressor, and hydraulic pump may represent a significant proportion of total engine power available. SAE Standard Conditions Engine ratings express actual usable power available under standard SAE (Society of Automotive Engineers) specified conditions of 29.38 in Hg (99.2 kPa) barometer, 85°F (30°C). Devices, such as the oil pump, fuel pump, and jacket water pump, which are part of a runnable engine, do not subtract from rated power. Determining Total Power Needs After establishing main load power demand and adding all auxiliary power demands, some additional power should be allowed for peak loads (such as grades and rough terrain) and reserve for acceleration.

Simulating Performance of a Smaller Engine If a machine is thought to be overpowered and a change to a smaller engine is being considered, it is possible to simulate a lower horsepower engine by resetting the fuel system on the larger engine to some lower horsepower. Then, an experienced operator can fully evaluate machine performance at the lower horsepower. Although performance will not be exactly the same, because of greater rotational inertia and displacement (which both improve ability to handle sudden load changes), this will roughly simulate performance to be expected with a smaller engine. This may demonstrate that a smaller engine is a viable possibility which should be tested further. Or, such testing may show that the lower power level cannot meet the peak demands satisfactory; that the larger engine will deliver sufficient performance advantage to justify its cost. Life Related to Load Factor Use of an oversized engine contributes to longer engine life because it runs at a lower overall load factor. It also provides quicker response to sudden load changes. Load factor is the ratio of average fuel rate to the maximum fuel rate the engine can deliver when set at a rating appropriate for a particular application, expressed as a percent. Fuel usage is a better indicator of engine life than engine hours. ENGINE RATINGS AND CONFIGURATIONS

Engine Capability Determines Ratings Horsepower rating capability is determined by engine design. Combined capability and durability of all engine components determine how much horsepower can be produced successfully in a particular application. Power Setting Determines Maximum Fuel Rate The horsepower output of a basic engine model can be varied within its design range by changing the engine fuel setting or speed setting. Both of these settings affect the engine’s maximum fuel rate and, therefore, the power output capability. Thermal and mechanical design limits will not be exceeded, if an appropriate engine and rating is selected. Factors Involved in Establishing a Rating Some of the application conditions considered by a manufacturer in determining a rating for an application are: load factor, duty cycle, annual operating hours, and historical experience at a particular rating level. Engine Usage Determines Rating Validity A properly maintained engine in actual use will determine whether or not a particular rating level is appropriate. Ratings which are validated by acceptable field experience are retained. Continuing engine development results in on-going engine improvement, and some increases in ratings result from this process.

A major concern in applying engines is the proper application of engine horsepower to obtain desired performance, economic operation, and satisfactory engine life. Successful application of engines requires an understanding of how they are rated and how to properly select and use these ratings. 9

Engines are Developed for Specific Rating Levels Engines are designed and developed to produce specific power levels for particular applications. Subsequent lab and field experience confirms the validity of these ratings. Increasing the engine horsepower beyond approved levels by increasing the fuel rate, to compensate for excessive load, is not an acceptable practice. Excessive engine wear or damage can result and could invalidate the warranty. Published ratings express engine power and speed capability under specified loading conditions or for specific applications.

range of applications characterized by the fluctuating load and speed. The majority of material handling and agricultural applications are in this category. Maximum Rating Discussed Maximum rating developed when only naturally aspirated engines were available. Although this was never intended as a usable rating, it was used by some as a point of reference. The actual rating was sometimes compared with the maximum, and the difference was somewhat erroneously considered to be a power reserve or an indication of degree of conservatism of the rating.

Rating Curves Consult TMI for Industrial Engine rating curves which show available ratings at various speeds for each model and configuration. Specification sheets also carry some of this information, for preliminary sizing purposes. Continuous Rating Defined The CONTINUOUS rating is the power and speed capability of the engine, which can be used without interruption or load cycling. Few industrial or agricultural applications require a rating as low as the continuous rating because load and speed fluctuation is usually present. However, the continuous rating will extend engine life and reliability in any application. Intermittent Rating Defined The INTERMITTENT rating is the power and speed capability of the engine which can be utilized for about one hour followed by an hour of operation at or below the continuous rating. Any rating with the horsepower or engine speed above the continuous rating is also considered an intermittent rating. An intermittent rating, when properly applied, provides excellent engine life in a broad

10

Today, with turbocharged engines, a maximum rating has even less significance. An engine can often produce power levels well beyond approved application ratings; but, unless the effect of these ratings on engine life in a particular application is known, there is no basis for judging conservatism of ratings. Use of maximum ratings was also encouraged, unfortunately, by competitive pressures between manufactures trying to extend the apparent capability of their engines. Appropriate Caterpillar ratings are established for each application or type of duty. Rely upon these recommendations rather than attempts at comparison with almost meaningless maximum ratings. Application Ratings Ratings other than continuous and intermittent are approved for certain specific applications. Examples of these application ratings are irrigation pumping continuous, off-highway truck, and locomotive.

Special Ratings

Homologation

Most engine applications are well understood and utilize one of the above existing published ratings which have been confirmed by thousands of hours of successful experience. However, occasionally, a unique application merits special rating consideration because of unusually low load factor or unusually short life requirements. In this case, consult dealer. Factory application engineers will require that a special rating request data sheet be submitted for review before a special rating can be considered for approval.

Machine manufacturers who plan to export product to other countries should investigate the need for homologation (approval) in that country. This may affect acceptability of engines, ratings, and other machine features. Ultimately the end user is responsible to make sure his engine complies with all regulations.

Altitude Derating Each model and rating has established maximum altitude capabilities for lug and for nonlug applications. For higher altitude operation, power settings must be reduced approximately 3% per 1000 ft (305 m) above the altitude limit for that rating. Diesel engines do not self-derate enough so that the fuel setting can be left unchanged. If they are not reset to appropriate power levels, naturally aspirated engines may smoke badly and turbocharged engines may suffer excessive thermal and mechanical loading, resulting in internal damage, without giving external indication of distress. Regulatory Requirements Regulatory requirements often dictate the use of specific regulatory agency-approved rating levels, as required in underground mining and in mobile industrial equipment designed to be self-propelled on-highway. Caterpillar works with certain of these agencies (for example, Mine Safety and Health Administration [MSHA] and Environmental Protection Agency [EPA]) to provide preapproved ratings. Compliance with these regulations can make it difficult to get special ratings or to derate the engine.

Actual Power Output Derives from Load Demand Regardless of engine rating (power and speed setting), the actual power developed by an engine derives from the load imposed by driven equipment. For example, an engine set to produce 500 hp (373 kW) will actually produce only 40 hp (30 kW), if the driven load demands only 40 hp (30 kW). For this reason, average fuel consumption is an indicator of average load demand. Average fuel consumption is also used as an indicator of load severity on the engine by comparing it with maximum fuel rate associated with the approved rating for that application. When this ratio is expressed as a percent, it is called load factor. Laboratory Testing Engine ratings are set at levels which provide both satisfactory performance and engine life. This requires consideration of many operating variables used to assess severity of operation on internal engine parts. To provide data for this purpose, all engine models are run in the laboratory to acquire part load data. It shows how each of the significant operating parameters varies with load and speed. Measured parameters include turbo speed, exhaust temperature before and after turbocharger, fuel consumption, boost, smoke level, and fuel limit setting position. To assure good performance and long life, limits on each of these parameters are established. These are run under controlled reference conditions so that valid comparison with other data and with other ambient conditions can be made. 11

Engine Configuration Variations Provide Rating Range On a given engine model, a horsepower range capability is created by providing different engine configurations such as naturally aspirated, turbocharged, and turbocharged-aftercooled. Internally, these engines may differ significantly. Also, Caterpillar offers both direct injected (DI) and prechamber injected (PC) engines to provide a more complete product offering. Each system has its own advantage. Increasing horsepower output by injecting more fuel requires additional air for complete combustion and internal cooling. This requires additional mechanical strength of internal components and additional design features, such as oil jet cooling for pistons. In an engine, the mass flow of air supplied to each cylinder determines the amount of fuel which can be efficiently burned. But, the entire engine must be designed for strength and durability at approved power levels. The limit on a naturally aspirated engine horsepower rating is usually the amount of air available for combustion, because of exhaust temperature and smoke levels. Turbocharging, using energy from waste exhaust gas, provides an efficient means to increase air flow. Compression of the air by the turbocharger increases the air temperature. The horsepower rating of a turbocharged engine is usually limited by the internal temperatures, turbocharger speed, and structural limits.

12

An aftercooler between the turbocharger and the engine intake manifold cools the hot compressed air. Cooling the air increases its density and allows more air to be packed into the cylinder and more fuel to be burned. The rating is typically limited by internal temperature limits, turbocharged speed, and structural limits. Because the effect of turbochargers and aftercoolers is to provide more air to the engine, and fuel rate can usually be increased to use this extra combustion air, engine component loading or turbo speed become the limit on rating. Caterpillar Diesel Engines do not utilize turbos or aftercoolers as add-ons. Rather, engines are designed and developed in all aspects for these higher loading levels. Then they are tested thoroughly to assure long life and satisfactory performance. Aftercooling Variations Engine jacket water is usually used in the aftercooler to cool the turbocharger-compressed air. This jacket water aftercooled (JWAC) configuration includes the aftercooler and piping required to flow engine jacket water through the aftercooler. This is the most reliable aftercooling system because it is an integral part of the engine jacket water circuit and a separate water pump is not required. Lower aftercooler water temperatures permit higher engine ratings because cooler, denser air allows the burning of more fuel without exceeding exhaust temperature limits. The use of a separate circuit aftercooled (SCAC) engine configuration requires a separate source of lower temperature aftercooler water. This is not practical in most material handling and ag applications.

Battery Recommendations

Engine

Aftercooling Configurations Versus Ratings Depending upon the type of engine configuration, a variety of ratings is available. Naturally aspirated (NA) engines have the lowest ratings. Turbocharged (T) configurations are next, and ratings are higher with various types of turbocharged aftercooled (TA) engines. The jacket water aftercooled (JWAC) system is based on 175°F (80°C) average temperature water to the aftercooler, while a higher rating is possible by the use of separate circuit water to the aftercooler. For example, a rating designated SCAC 85°F (30°C) would require 85°F (30°C) water at appropriate flow required for a particular model. (See TIF for flow requirements.)

System Voltage

Cold Cranking Amperes ¤ –18°C 0°C & Up –18 — –1°C

–32 — –19°C

3406

12 24 30/32

1740 800 800

1800 870 870

2000 1000 870

3408/3412

24 30/32

870 870

1000 870

1260 1260

Electronically Governed Engines In addition to the same starter and alternator considerations for mechanical governed engines, electronically governed engines have additional electronic/electrical considerations. These additional considerations involve electrical/control, display, sensors external to the engine, power supply to the engine/display electronics, grounding, and finally customer parameter programming via service tool. Considering the following will help prevent potential wiring/electrical installation problems.

WIRING Mechanically Governed Engines Because of the variety of attachments and starter/alternator combinations available, it is difficult to generalize, other than to refer to wiring schematics and installation guides for any given attachments. One word of caution would be to consider ambient temperature, engine size, and primary battery cable length recommendations given in Application and Installation manuals when specing starting circuit components. Cable recommendations are as follows: Total Cable Length Cable Size awg

12V – m

24-32V – m

0

1.22

4.57

00

1.52

5.49

000

1.83

6.40

0000

2.29

8.24

1. Electronic capability, equipment, and features change rapidly, so consult the most recent engine wiring schematics and installation guides available before engine installation. 2. Do NOT modify or splice into the onengine wiring harness that comes with the engine from the factory. Communicate with the engine only through the 40-pin customer connector (usually identified on wiring schematics as J3/P3). 3. Switching circuits and grounds for electronic components (engine ECM, displays) are very critical. An AWG 4 ground wire from the engine ground stud (located on the customer connector mounting bracket) to the battery negative buss must be installed. Ground paths through machine frames are NOT permitted

13

4. Other battery positive and negative control wiring should be with AWG 14 wire. 5. All other engine, display, sensor, and data link wiring can be accommodated by AWG 16. 6. All circuits for engine related power, control and displays must be dedicated to engine functions (isolated from other machine electrical/electronic functions) to minimize the risk of introducing electrical noise into engine related circuits. For example do not operate a machine control solenoid from power or ground wires also serving engine electronics. 7. All wire insulation outside diameter must be 2.2 to 3.4 mm to facilitate adequate environmental sealing when used with Deutsch connectors. 8. Any unused Deutsch connector wire location MUST have an 8T-8737 sealing plug installed for environmental sealing. 9. Any wire bundle exiting a Deutsch connector must have at least twice the bundle diameter as a bend radius if a bend is necessary. This is to avoid excessive stress on the back-side Deutsch connector environmental seals. A minimum straight length of 25 mm is recommended for wires exiting a Deutsch connector. 10. Do not paint Deutsch connectors. Paint will wick into the mating connector components and prevent easy future disassembly if required. 11. The recommended master disconnect switch is between the engine ECM power/start switch and the unswitched power connection to the engine ECM.

14

12. J1587 (ATA) and CAT Data Link (CDL) positive and negative leads must be unshielded twisted pairs (1 twist per 25 mm) within each data link (not combined). These leads must NOT be installed in a metal conduit, because the conduit acts as a shield. 13. The J1939 (CAN) data link MUST be shielded and its positive and negative leads must be twisted (1 twist per 25 mm). Consult the engine’s wiring schematic for proper routing of the wire shield. Extended wire end Deutsch pins and sockets are available to facilitate shield routing through Deutsch connectors (133-0967 & 133-0969). 14. All wire bundles must be adequately protected from accidental damage (stepping, dropping hard objects, pinch points, or grabbing). 15. The only electrical connections (not considering the starter circuit) required to allow an electronic engine to start and achieve low idle are all positive and negative battery connections to the engine ECM. It may be advantageous for the initial start-up of a new machine powered by an electronic engine to start with the basic positive and negative battery circuits for the initial start, then connect one circuit at a time to the customer connector to validate each circuit (one at a time). 16. Caterpillar electronic engines leave the factory with all customer programmable parameters/features programmed to default values. Consult the most current version of the Electronic Application and Installation Guide (SENR1025) for default and parameter/feature ranges/ options. To change any customer parameter, an electronic engine service tool is required. Currently the Electronic Technician (ET) and the Electronic Computer Analyzer Programmer (ECAP) are the only two

industrial electronic engine service tools supported by Caterpillar. All Caterpillar industrial engines have a service tool connection as part of the on-engine wire harness. The service tool connector is located on the customer interface connector (J3/P3) mounting bracket. 17. A Caterpillar electronic engine installation audit checklist is included in this manual on page 137. 18. Caterpillar also provides detailed electronic troubleshooting manuals. Contact your servicing CAT dealer or Factory contact for this appropriate electronic engine manual. This manual MUST be used in any electronic diagnostic troubleshooting journey for a comprehensive orderly diagnostic journey. 19. Caterpillar currently has an industrial electronic engine display attachment. This display is referred to as an Electronic Monitoring System (EMS). The EMS consists of three separate units: a main unit (warning lamps and scrollable parameter window), a tachometer unit (engine speed), and a quad gauge unit (oil pressure, water temperature, battery voltage, and fuel transfer pump pressure). If any of the display units are used, the main unit must be used (it decodes the CDL data link information for itself and the other two units). The tachometer and quad gauge units are optional. Multiple display units can be used, and a maximum total wire length of 33 meters is suggested. Refer to the engine wiring schematics or EMS wiring schematic (148-5625) for proper wiring and feature implementation. The EMS requires 24V for operation even though the engine ECM may operate on 12V power. A 12V to 24V converter is available (127-8853). Caterpillar has available an EMS interconnect harness (160-1050) if more than the main unit is utilized.

20. The most up-to-date indications of electronic features available can be found by referring to the customer connector (J3/P3) pin-out descriptions given on the industrial engine wiring schematic. Please note that customer connector pin-outs HAVE minor differences between industrial inline six cylinder and vee engines, and possibly major differences between on-highway truck, marine, machine and EPG applications. So, while an electronic capability might be similar to another non-industrial application, the capability probably will NOT be identical (e.g. cruise control for onhighway vs. PTO mode for industrial — cruise control operates on vehicle ground speed, PTO operates on engine speed). Please refer to the most current version of SENR1025 for the latest industrial electronic descriptions. 21. Please be aware that the service tool will not allow anyone the capability of damaging the engine by features activated or operational limits selected. The OEM has the ability to select any rating available (A – E tier) contained within the personality flash file without factory passwords for any given family of industrial iron. It IS the responsibility of the OEM or engine selling dealer to make sure the appropriate tier rating for the application is selected. If an OEM or customer arbitrarily selects a higher rating, drive train damage or reduced engine time to overhaul could result. If drive train damage occurs because of misapplied rating, Caterpillar is NOT responsible for drive train damage. OEM’s have the option of locking out critical parameters to prevent tampering — e.g. rating. If a parameter is locked out, factory passwords are required to unlock the parameter.

15

Safety Every machine manufacturer is concerned about the safety of those who will own, operate, or be near any machine. The following suggestions/considerations may help minimize the risk of injury: ✓ Acknowledge 1.

Guard or shield all rotating exposed components (e.g. fans, belt drives, drive shafts).

____

2.

Locate the fuel filler where it is convenient for service and will not allow spilling of fuel on the engine, even by a careless operator. Make sure the fuel tank is vented and contains enough expansion volume to allow fuel expansion as it warms.

____

3.

Route, enclose, and clip all electrical wires to avoid wearing through the insulation and causing an electrical short. Also route wiring away from hot components.

____

4.

Guard hot parts (exhaust manifold, water lines, air lines from the turbocharger (air-to-air aftercooling systems)) to help prevent contact by the operator unless the component is adequately surrounded by machine features to prevent accidental contact.

____

5.

Route, clip, and guard hydraulic/fuel lines and hoses away from sharp edges, hot engine components, and pinch points to avoid damage. Supplementary shielding may be necessary.

____

6.

Install a fire extinguisher on the machine for quick access in the case of an emergency.

____

7.

Provide instruction and warning labels where needed to inform the operator against improper actions.

____

8.

Factory supplied engine operation and maintenance literature must be available to the owner/operator of the machine.

____

9.

Consider means for locking open inspection doors, shields, and guards. to avoid accidental closure.

____

10. Consider non-slip steps and grab handles for routine inspections, especially for radiator coolant level/fill checks.

16

____

Application/Engine: Industrial — S/N Prefixes: 2AW1 — UP .....3176C 1DW1 — UP .....3196 3LW1 — UP ......3456 7PR1 — UP ......3408E

6BR1 — UP .....3406E 4CR1 — UP .....3412E

General Wiring Considerations: (Ref. SENR1025) — read before audit Special note: pg. 17 voltage thresholds; pg. 32 sensor return; pg. 25 welding (SENR1025-03; Jun 98)

✓ Acknowledge

1.

Caterpillar does not accept warranty responsibilities for customer wiring.

____

2.

An AWG 4 wire must be installed between the ground lug on the J3/P3 mounting bracket and the battery negative buss. Using a frame member as a ground conductor is not acceptable for engine electronics.

____

3.

A maximum of three terminal lugs per any single electrical lug recommended.

____

4.

Wire insulation outside diameter is 2.2 — 3.4 mm when used with Deutsch connectors. This assures proper environmental sealing.

____

5.

Allen head bolt lock torque on Deutsch connectors = 2.26 N•m.

____

6.

8T-8737 sealing plugs must be installed in every unused Deutsch connector pin location.

____

7.

Every wire exiting a Deutsch connector must withstand a 45 N pull test.

____

8.

Wire bundle exiting Deutsch connectors should have a minimum bend radius of 2X bundle diameter, and 25 mm straight before bend starts.

____

9.

Deutsch connector back seals are not stressed allowing moisture entry.

____

10. All wires — bundled, secured, and protected from accidental damage (stepping, dropping hard objects, pinch points, grabbing).

____

11. All electronic features utilized by the customer have been demonstrated.

____

12. Deutsch connectors are not painted. Paint will wick and impair serviceability.

____

13. Logged faults caused by installation audit activity cleared, and any other logged faults corrected and cleared.

____

14. Customer instructed on how operational and configuration checks can be made before shipment to end user, so consistent engine operation is insured for a given application.

____

15. No modifications to on-engine wire harness permitted.

____

16. Suggested battery master disconnect is between engine pwr/start switch and ECM unswitched positive battery junction. If master disconnect is located in the battery negative cable, the last hour of ECM job data will be lost (sw opened).

____

17. The J1587 data link (143-5018) must be unshielded twisted pair (1 twist/25 mm).

____

18. The CDL data link (143-5018) must be unshielded twisted pair (1 twist/25 mm).

____

19. The J1939 data link (153-2707) must be shielded twisted pair (1 twist/25 mm).

____

17

Application/Engine: Industrial — All Engines with Cat Data Link Engine Monitoring System (EMS) Considerations:

✓ Acknowledge

1.

Reference EMS wiring schematic 148-5625 for wiring instruction.

____

2.

If display option is utilized, EMS main unit must be used. Other two units of EMS display (quad gauge, tach) are optional.

____

3.

Caterpillar interconnect harness between EMS units is available (160-1050) – used? ____

4.

If auxiliary temperature and pressure sensors are utilized, trip points must be programmed via, ET for enunciation on the main EMS unit.

____

5.

EMS requires 24V supply. If 12V electric’s are utilized, install a 127-8853 converter. Is a jumper wire across the negative battery in and out terminals on the converter in place?

____

6.

Caterpillar does not supply engine to EMS wire harness.

____

7.

Wire size for EMS = (+) & (–) BAT.14AWG; ALL OTHER 16AWG dedicated to CAT electronics only (other machine functions not permitted).

____

8.

Battery positive supply must be 5A circuit breaker protected (single unit).

____

9.

Multiple EMS display stations are permitted. Ref. page 59 in SENR1025-03 or LEXH6427 (Product News) for details (NON-shielded data link wire required).

____

10. Total length of CAT data link cable should not exceed 33 m.

____

11. Cat data link cable must be a twisted pair (1/25 mm) non-shielded.

____

REF. SENR1025 (change level 03 dated June 98) Electronic A&I Guide SENR1073 (change level 01 dated February 98) 6 Cyl Troubleshooting SENR1065 (change level 01 dated March 98) 8 & 12 Cyl Troubleshooting LEXH7530 (change level 00 dated 1997) EMS Operators Guide LEXH6427 (dated Nov. 1996) Engine Monitoring System (EMS) for Caterpillar Industrial Engines

18

POWER TRANSMISSIONS Page General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

General Description and Selection Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-Mounted Enclosed Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Light-Duty (LD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal-Duty (ND) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy-Duty (HD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extra Heavy-Duty (EHD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Light-Duty (LD) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Normal-Duty (ND) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Heavy-Duty (HD) Clutch Applications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Extra Heavy-Duty (EHD) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automotive-Type Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 21 21 21 21 22 22 22 22 22 23 24 25

Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25

Mechanical Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic, Semiautomatic, and Preselector-Type Transmissions . . . . . . . . . . . . . . . . . . . . . Speed Increasers/Reducers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compounds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stub Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid (Hydraulic) Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-Stage Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multistage Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Special Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Side Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhung Power Transmission Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet Flywheel Housings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26 26 28 28 29 30 30 30 32 32 32 32 33 34

Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

34

Misalignment Capability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stiffness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35 35 35 36

Auxiliary Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

36

Gear Drives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Belt Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Crankshaft Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Gear Drive Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

19

POWER TRANSMISSIONS GENERAL CONSIDERATIONS The first decision in designing an engine installation is selection of the coupling and drive method to connect the engine to the driven equipment. The coupling and drive selection connections are closely related to the proper selection of engine support and mounting. This ensures a successful troublefree installation from the standpoint of both the engine and driven equipment, as well as the power transmission components. (Refer to Mounting and Alignment section.)

Piston-type pumps, most compressors, belt- and chain-driven equipment, and all mobile vehicles will require an engine disconnect system.

Drive components which utilize universal joints, drive shafts or belts, and chaintype drives permit slightly greater alignment deviations.

The engine disconnect feature provides an important safety and service function. It permits rotating the engine for service and adjustment, as well as servicing the driven equipment without disconnecting the drivetrain. It also permits engine warm up before applying load — an accepted requirement for extended engine life. On multiple engine installations driving into a common compound or driven machine, it permits operating at less than full power level if desired, as well as at partial power should one engine be down for routine service or because of failure.

When selecting the power transmission system, the possible need for a complete torsional analysis must be considered. System incompatibility will result in premature and/or avoidable failures. (Refer to Mounting and Alignment section, Page 33, Torsional.)

Numerous devices are available for connection or engagement of the engine to the driven machine. The device selection will depend on the desired engagement function; however, several general considerations must be made regardless of the device selected.

A rigid precision-type mounting system must be provided for both the engine and driven equipment if a solid or nearly solid driveline is utilized.

CLUTCHES General Description and Selection Considerations Engine starting capability is normally limited and the direct connection of large mass driven equipment makes starting difficult or impossible, therefore, a type of clutch or disconnect device may not only be desirable but necessary.

20

Exceptions, if properly sized to the engine starting capability, may be centrifugal pumps, fans or propellers, and generators which provide a direct connected load with a low starting torque requirement. Certain compressors which utilize a starting “unloading device” may also be direct connected.

The selected device must have adequate capacity to transmit the maximum engine torque to the driven equipment. With the exception of “dog-type” clutches, which are generally not acceptable on material handling equipment, clutches rely on friction for power transmission. (Dog-type clutches provide a direct mechanical connection and cannot be engaged during operation nor do they have any modulating [slipping] capability.)

Engine-Mounted Enclosed Clutches

Light-Duty (LD)

Caterpillar offers, as price list attachments, a wide selection of “power takeoff” -type enclosed clutches suitable for most industrial-type applications.

A light-duty clutch is used primarily to disconnect and pick up light inertia loads, but does more work during engagement than “cut-off” duty.

These clutches (power takeoffs) will be covered in greater detail under the following classifications (clutch rating definitions), as well as the specific selection considerations for the type of clutch and application.

A light-duty clutch should engage within two seconds, start the load less than six times per hour, and never heat the pressure plate outer surface above hand holding temperature. Example: Disconnect clutch between engine and hydraulic torque converter with engine above low idle when engaging clutch, as in power shovel master clutch, generator, or similar drives. Normal-Duty (ND) A normal-duty clutch is used to start inertia loads with frequencies up to 30 engagements per hour. More important is that the clutch can start the heaviest inertia load within three seconds, and that the product of seconds of clutch slip per engagement times number of engagements per hour be under 90.

Figure 1

ENGINE MOUNTED ENCLOSED CLUTCH

Enclosed clutch selection for either rear or front engine mounting must be made in accordance with the “Horsepower Absorption Capability”. The following rating definitions are applicable to clutch arrangements offered by Caterpillar.

A normal-duty application may raise the outer clutch surface temperature to under 100°F (37.8°C) rise above ambient air temperature. Example: Power takeoff starting average inertia loads where starting load is 40% of the running load. Heavy-Duty (HD) A heavy-duty clutch is used to start inertia loads with frequencies up to 60 engagements per hour. More important is that the clutch can start the heaviest inertia loads within four seconds, and that the product of seconds of clutch slip per engagement times number of engagements per hour be under 180. 21

Heavy-duty applications may raise the clutch outer surface temperature to a maximum of 150°F (65.6°C ) rise above ambient air temperature. Example: Power takeoff starting average inertia loads whose starting load is 80% of the running load. Also, rock crusher applications where the clutch is not used to “break loose” jammed loads. Extra Heavy-Duty (EHD) An extra heavy-duty clutch is used to start inertia loads requiring over four seconds to start the heaviest load, with longest slip period per engagement not exceeding 10 seconds. Also, when the product of seconds of clutch slip per engagement times number of engagements per hour exceeds 180, it is beyond extra heavy-duty. Contact your Caterpillar dealer for application approval of extra heavy-duty-type service. Example: Power takeoff starting inertia loads whose starting load approaches or exceeds the running load. Typical Light-Duty (LD) Clutch Applications A. Agitators — pure liquids. B. Cookers — cereal. C. Elevators, bucket — uniform loads, all types. D. Feeders — disc-type. E. Kettle — brew. F. Line shafts — light-duty. G. Machines, general — all types with uniform loads, nonreversing. H. Pumps — centrifugal.

22

Typical Normal-Duty (ND) Clutch Applications A. Agitators — solid or semisolids. B. Batchers — textile. C. Blowers and fans — centrifugal and lobe. D. Bottling machines. E. Compressors — all centrifugal and lobe-type. F. Elevators, bucket — uniformly loaded or fed. G. Feeders — apron, belt, screw, or vane. H. Filling machine — can type. I. Mixers — continuous. J. Pumps — three or more cylinders; gear- or rotary-type. K. Conveyor — uniform load. Typical Heavy-Duty (HD) Clutch Applications A. Cranes and hoist — working clutch. B. Crushers — ore and stone. C. Drums — braking. D. Compressors — lobe rotary plus three or more cylinder reciprocating-type. E. Haulers — car puller and barge-type. F. Mills — ball-type. G. Paper mill machinery — except calenders and driers. H. Presses — brick and clay. I. Pumps — one- and two-cylinder reciprocating-type. J. Mud pumps — one- and two-cylinder reciprocating-type. Typical Extra Heavy-Duty (EHD) Clutch Applications A. Compressors — one- and two-cylinder reciprocating-type. B. Calenders and driers — paper mill. C. Mills — hammer-type. D. Shaker — reciprocating-type.

Once all machine parameters have been established, contact your Caterpillar dealer for selection assistance. Automotive-Type Clutches Also known as diaphram or spring-loadedtype clutches, this category is generally a light-duty classification; it is normally used in strictly mobile applications, such as onhighway trucks or higher speed mobile machines, which utilize a multispeed transmission. The automotive-type clutch is normally foot-operated for disengagement or is engaged with the friction being generated by spring force acting on an enginedriven plate.

Although this type of clutch is not a Caterpillar price list attachment, on the smaller engine families, there is offered a selection of flywheels to accommodate the more common commercial models offered by a number of manufacturers. If the machine design requires this type of clutch, the package designer and installer should work very closely with the clutch manufacturer to ensure proper selection. CAUTION: THIS TYPE OF CLUTCH, DUE TO ITS INHERENT TORQUE CAPACITY LIMITATIONS, SHOULD NOT BE USED WITH THE LARGER 3500 FAMILY CATERPILLAR ENGINES.

Figure 2

SPRING-LOADED AUTOMOTIVE TYPE CLUTCH

23

Air Clutches Air-type clutches are commercially available in sizes to fit the entire Caterpillar Diesel Engine line. Basically, engagement friction is maintained by air pressure. This feature is particularly advantageous when remote control of the engagement/disengagement functions is required. Air clutches utilize an expanding air bladder for the clutch element. (See Figure 3.)

the output shaft must be supported by two support bearings. These bearings must be mounted on a common base with the engine package. Air pressure to operate the clutch is supplied by an air connection through the drilled passage in the output shaft. Clutch alignment tolerances are reduced as air pressure to the clutch increases. Caterpillar does not offer air clutches on an attachment basis. When selecting an air clutch, the package designer/installer must work closely with the clutch manufacturer.

Air clutches do not normally have side load capability, so if such capability is required,

Figure 3

AIR CLUTCH

24

Centrifugal Clutches

TRANSMISSIONS

Centrifugal clutches are commercially available in sizes to fit the entire Caterpillar Diesel Engine line. The centrifugal clutch accomplishes the engagement/disengagement functions by centrifugal force which is generated by the engine operating speed. It provides a power engagement/disengagement function controlled strictly by the engine governor speed control (throttle).

Over the years rapid technological advances have enabled numerous commercial manufacturers to offer a broad range of transmissions with nearly unlimited features and options.

Centrifugal clutches offer smooth automatic engagement of load without complicated controls. Typically, a diesel engine with a full load operating speed of 1800 rpm will be fitted with a centrifugal clutch which effects engagement at a speed of about 1000 engine rpm. Once engaged, most clutches of this type will remain engaged even if the engine speed is pulled down due to load — as low as the engagement speed (i.e., 1000 rpm) or lower (e.g., disengagement at 800 rpm). If the load is such that engine stall speed is approached, the clutch will disengage. Centrifugal clutches are not offered by Caterpillar as standard price list attachments. As with the air-type clutches, they have limited or no side load capability and for other than in-line drive loads, a separately supported output shaft with two support bearings must be provided and must be mounted on a common base with the engine package. When selecting a centrifugal clutch, the package designer/installer must work closely with the clutch manufacturer.

For this discussion transmissions will be divided into three broad classifications all of which transmit power through sets of mechanical gears, either spur or helical types, or planetary designs. Where multispeed capability is provided, it is accomplished either mechanically or automatically (hydraulically, pneumatically, etc.). Due to the large number of transmissions commercially available and the fact that Caterpillar does not offer transmissions (with the exception of marine transmissions — single speed — forward/reverse functions) as price list attachments, the transmission discussion will be restricted to general operating principles and considerations. When selecting a transmission, the package designer must work closely with the transmission manufacturer. CAUTION: REGARDLESS OF THE TYPE OR BRAND OF TRANSMISSION SELECTED, THE DESIGNER MUST ENSURE THAT IT HAS THE CORRECT HORSEPOWER, TORQUE, AND SPEED CAPABILITY TO MATCH THE DIESEL ENGINE PERFORMANCE CHARACTERISTICS.

25

Mechanical Transmission The mechanical transmission provides the lowest cost method of providing multiple output speeds when the driven equipment input speed range or torque requirements exceed the operating capability of the diesel engine. Mechanical transmissions are usually equipped with some type of clutch assembly to facilitate not only engine starting but also to change gear ratios.

Figure 4

MECHANICAL TRANSMISSION

This type of transmission is applicable to both semimobile and mobile installations where the momentary loss of power to the driven equipment when gear changes are effected does not pose operating problems. Generally, the mechanical transmission is employed when the gear speed change requirements are not a constant requirement and the speed shifts do not have to be executed rapidly. Today’s modern mechanical transmission, when properly matched to the engine-driven equipment, will provide reliable trouble-free service. Frequent gear changes, however, will accelerate clutch wear and maintenance costs. Installation is simplified since mechanical transmissions do not normally require oil cooling systems as do the automatic type.

26

Automatic, Semiautomatic, and Preselector-Type Transmissions As the names imply, these transmission types effect the gear changes either completely automatically or as predetermined by the machine operator. Engine power engagement/disengagement clutching is normally fully automatic and does not require the machine operator to physically move a clutch pedal or lever. For disengagement the operator need only move the selector lever to a neutral position. As with the mechanical transmission, the automatic type must be carefully matched to the engine operating horsepower, torque, and speed characteristics. However, with the automatic types, additional match consideration may be required since they normally utilize a torque converter, hydraulic coupling, or other type of nonmechanical engagement device for the power engagement/disengagement function. This is nearly always accomplished hydraulically. The automatic-type transmissions provide operator ease of machine operation, as well as a nearly constant power flow to the driven equipment during gear changes. A number of commercial manufacturers offer a wide range of automatic-type transmission. The package designer/installer must work closely with the transmission supplier to ensure the transmission properly matches the machine application and provides the desired operating features. Some automatic transmission designs utilize a lockup feature. This device, in effect, turns the transmission into a direct mechanical drive to eliminate the inherent inefficiencies of the hydraulic clutching device.

Figure 5

AUTOMATIC TRANSMISSIONS

Generally, the higher cost of an automatic transmission can be justified with a machine requiring high productivity and frequent load cycle changes. When using automatic-type transmissions, other installation considerations are required since most types require a system to cool the transmission oil. Caterpillar offers jacket water connections to supply cooling water to customer or transmission manufacturer-supplied heat exchangers. Also offered are complete heat exchanger packages, but care must be exercised to ensure that the Caterpillar system is capable of handling the transmission heat rejection. The cooling system capacity of the systems offered by Caterpillar can be obtained from your Caterpillar dealer and is in the Owner’s Maintenance Manual.

27

Speed Increasers/Reducers

Compounds

These power transmission devices resemble a mechanical transmission in that power is normally transmitted through a mechanical gear set of spur or helical gears. They are used when the engine speed range is not compatible with the driven equipment input speed requirements and when the installation is best suited to an in-line drive arrangement rather than the offset belt of chain drive systems.

Although infrequently found in material handling/agriculture applications, specific designs may require an engine compound.

Figure 6

Basically, a compound is an enclosed gear or chain device which permits several engines to provide input power with the power output coming from one or more shafts. Compounds providing a single engine input and multiple outputs is most common. An example would be a hydrostatic machine where a single engine provides power to multiple hydraulic pumps when separate pumps are used for the various functional drives of the machine.

SPEED REDUCER

Speed increasers/reducers generally utilize a mechanical cutoff clutch for engine starting and are usually of a single-speed, nonreversing design, although exceptions to the above do exist. They seldom exceed two speed ratios. Speed increasers/reducers are available for either direct engine mounting or for remote mounting. The remote-mounted type should be on a rigid common base with the engine for ease of alignment. Caterpillar does not offer speed increasers/ reducers as price list attachments. The package designer/installer must work closely with the commercial gear supplier to ensure proper selection and installation.

Figure 7

MULTIPLE PUMP DRIVE

Multiple engine compounds can be used in applications where less than the installed horsepower capability is occasionally called upon for part load operation of the driven machine. When part load operation is adequate, the excess capability can be removed by declutching engines, reducing overall operating costs and maintenance.

28

Caterpillar does not offer compounds as standard price list attachments, however, a number of commercial manufacturers offer a variety of different compounds.

Figure 8

The package designer/installer must work closely with the compound manufacturer to ensure proper selection and installation.

MULTIPLE ENGINE COMPOUND DRIVE

Stub Shafts Where the application permits, a stub shaft will provide a low cost, simple method of direct power transmission.

Caterpillar offers, as standard price list attachments, stub shafts for mounting on both the front and rear of the engine crankshaft. Stub shaft drives must not be used when the starting load of the driven equipment is sufficient to impair engine starting unless a declutching or unloading device is utilized. Stub shafts also have limited side load capability. Complete details on the physical size, as well as the power transmission and side load capability of the Caterpillar-supplied stub shafts, are available from your Caterpillar dealer.

Figure 9

FRONT MOUNTED STUB SHAFT

29

Hydraulic Drives Hydraulic drive devices generally fall into two major classifications: fluid or hydraulic couplings and torque converters. The theory involved is similar in all types of hydraulic drives although the internal design may vary. Basically, the engine output is absorbed by a turbine-type pump. The oil or fluid in the pump housing is accelerated outward, and the engine power is transmitted to the outer edge of the pump as kinetic energy in the form of high velocity fluid. This energy is then transferred back towards the center of the output shaft. This is where the differences occur between a hydraulic or fluid coupling and a torque converter. Fluid (Hydraulic) Couplings In the fluid couplings, the high velocity fluid is directed into a matching turbine located very close to the turbine-type pump which is engine driven. The matching turbine absorbs the energy as the fluid is directed back toward the center of the coupling and the energy is delivered to the output shaft.

The primary advantage of a hydraulic coupling is the total lack of a mechanical connection between the driving engine and the driven equipment. This isolates or greatly reduces the transfer of mechanical shocks, vibration, and undesirable torsional effects between the driven load and the engine. A hydraulic coupling will prevent engine stall under load; however, the engine can be pulled down in speed by varying degrees depending on the hydraulic coupling fluid cooling capacity. It also permits starting high inertia-driven loads without the use of a cutoff clutch. The main disadvantages of a hydraulic coupling are the reduced efficiency over a mechanically coupled drive and its inability to generate a torque multiplication as is possible with a torque converter. Normally, hydraulic couplings are best suited to applications which are constant speed applications where the slip capability is desirable to compensate for shock loads, overloads, high inertia load startups, and assist in torsional vibration reduction. Torque Converters As with hydraulic couplings, torque converters differ considerably in internal construction and refinement but can generally be placed in two classifications: single-stage and multistage. These differences will be expanded later in this section.

Figure 10

HYDRAULIC COUPLING

The output torque will always equal the input torque less internal friction losses which will be observed as a lower output speed (rpm) than the input speed (engine rpm).

30

The torque converter differs from the hydraulic coupling in that one or more third members, called stators or turbine reactors, are utilized in addition to the input pump and the output turbine. These stators or reactor members are imposed in the fluid flow path

in such a manner as to produce a multiplication of the input torque to the output shaft at reduced output speeds (rpm).

Figure 11

TORQUE CONVERTER

The maximum torque is transmitted to the output shaft (driven equipment) at stall condition (output shaft is not rotating) when it will equal from 1.6 to more than 6.0 times the converter input torque (engine output torque) value. When operating at full rated engine speed, with the imposed load at a level which permits the output speed to be close to the engine speed, the torque converter acts in principle like a hydraulic coupling.

Figure 12

The necessity of matching a torque converter to the engine cannot be overemphasized. An improperly sized converter, one with the wrong blading or one which operates in a highly inefficient speed range, will prove unsatisfactory. An improperly matched torque converter can result in engine overload, high inefficiency, high fuel consumption, poor engine response, and other undesirable results. The torque converter manufacturer generally has computer programs which, when coupled to the performance characteristics of the engine, can ensure a correct “match” for any installation/application. Most converter manufacturers have performance data on the Caterpillar Diesel Engine models or data can be obtained from your Caterpillar dealer. This data is covered in the Caterpillar Technical Information File (TIF). Performance data for nonstandard ratings is also available from your Caterpillar dealer.

TORQUE CONVERTERS

31

Additionally, cooling of the torque converter fluid is required. Torque converter cooling must be provided for the equivalent of at least 30% of the total engine heat rejection when using a precombustion chamber-type engine. When using a direct injection-type engine, torque converter cooling must be provided for the equivalent of at least 50% of the total engine heat rejection. Caterpillar offers, as price list attachments, either jacket water connections for heat exchanger-type coolers or, on the 3200, 3300, and 3400 Series Engines, complete heat exchanger cooling packages. It is imperative that the cooling package be of adequate capacity. The capacity of Caterpillar-supplied cooling systems can be obtained from your Caterpillar dealer. Most commercially available converters are also offered with attachment cooling packages. If the engine cooling system is used to cool the torque converter, adequate reserve radiator capacity must be provided. (Refer to Cooling section.)

Multistage Torque Converters Most applications will utilize a multistage converter. They provide a broader usable range and higher torque multiplication value than single-stage converters. Torque converter manufacturers provide excellent manuals and assistance in the selection of the correct converter for a specific application. Consequently, rather than elaborating on selection guidelines in this publication, it is suggested that the package designer/installer counsel with the converter manufacturer for expert advice. In addition to offering the same benefits as a hydraulic drive, the torque converter also offers a torque multiplication benefit as well as, if properly matched, higher power transmission efficiency. The multistage converter is particularly preferred for variable output speed applications. As standard price list attachments, Caterpillar offers flywheels to couple to most commercial torque converters and hydraulic drives. Special Considerations

Single-Stage Torque Converters This type of converter is normally selected for light-duty applications. It has a decreasing torque absorption curve as the output speed approaches stall condition and will not pull down the engine input speed (lug the engine).

With the selection of any of the above methods of power transmission, several general areas must also be given special consideration to ensure a successful installation. Side Loading Excessive side loading is one of the most commonly encountered problems in the transmission of engine power. It is impossible to overemphasize the need for accurate evaluation of side load imposition on all types of power transmission devices.

32

For Caterpillar-supplied attachment power takeoffs, the Caterpillar Industrial Engine Price List LEKI8162 provides complete instructions and capacity data for side load evaluation. For power transmission devices supplied by others, the manufacturer must be consulted for a capability analysis of his equipment. Overhung Power Transmission Equipment Power transmission equipment, which is directly mounted to the engine flywheel housing, must be evaluated to ensure that the overhung weight is within the tolerable limits of the engine. If not, adequate additional support must be provided to avoid damage.

Figure 13

CAUTION: CERTAIN APPLICATIONS, SUCH AS AGRICULTURE MACHINES, DRILLS, OFF-HIGHWAY TRUCK, ETC., REQUIRE CONSIDERATION OF THE EFFECTS OF THE DYNAMIC BENDING MOMENT IMPOSED DURING NORMAL MACHINE MOVEMENT OR ABRUPT STARTING AND STOPPING. The dynamic load limits and the maximum bending moment that can be tolerated by the flywheel housing can be obtained from your Caterpillar dealer. For determination of the bending moment of overhung power transmission equipment installations, see Figure 13.

DETERMINATION OF BENDING MOMENT FOR OVERHUNG TRANSMISSION INSTALLATION

33

To compensate for power transmission systems which create a high bending moment due to overhung load, a third mount is required. Proper design of the support is essential. Forces and deflections of all components of the mounting system must be resolved. If the third mount is in the form of a spring, with a vertical rate considerably lower than vertical rate of the rear engine support, the effect of the mount is in a proper direction to reduce bending forces on the flywheel housing due to downward gravity forces, but the overall effect may be minor at high gravity force levels. The use of supports with a vertical rate higher than the engine rear mount is not recommended since frame bending deflections can subject the engine power transmission equipment structure to high forces. Another precaution is to design the support so that it provides as little resistance as possible to engine roll. This also helps to isolate the engine/transmission structure from mounting frame or base deflection. Wet Flywheel Housings Certain types of power transmission equipment require a “wet” flywheel housing. Wet housing equipment requires that the flywheel housing be able to accommodate a degree of flooding by the fluid medium of the power transmission equipment. The standard Caterpillar Diesel Engine does not: A. Contain sufficient provisions for sealing in the area of the rear crankshaft seal to prevent the transfer of the power transmission fluid into the engine lubricating oil reservoir (pan).

B. Have the capability of evacuating the transmission fluid from the flywheel housing back to the transmission reservoir to prevent engine crankshaft seal flooding. These provisions can be provided on Caterpillar Engines but additional cost will normally be incurred. COUPLINGS Unless a belt, chain, or universal joint-type drive is taken directly from the output shaft of the engine-driven power transmission device, the use of some type of mechanical coupling device is recommended. The coupling must be installed between the power transmission output shaft and the input drive shaft of the driven machine. On close-coupled driven equipment, the use of a coupling can be avoided if two basic criteria are met: A. Is the torsional compatibility of the driven machine compatible with the engine to the point that lack of a coupling will not cause either engine or driven machine problems? B. Is the package base sufficiently rigid to avoid any distortion during operation? Does it contain sufficient alignment control features to successfully retain alignment during operation to preclude the need for the misalignment tolerance capability of a coupling? Seldom can both of these questions be answered affirmatively. A large number of commercial coupling designs, are available to the package designer/installer. CAUTION: THE COUPLING MUST BE TORSIONALLY COMPATIBLE.

34

Commercial couplings make use of resilient materials ranging from rubber and tough fabrics to springs and air-filled tubes and drums in order to absorb minor mechanical misalignment and relative movement between engine and load. It is important to have the best possible alignment and put a minimum load and reliance on the flexible coupling. Air clutches are not flexible couplings and imposing misalignment on them will cause damage.

If single bearing equipment is used, the coupling must be torsionally and radially rigid to transmit the load and support the weight of the driven equipment input shaft. It must be flexible to compensate for angular misalignment due to: 1. Thermal growth differences between the diesel engine and driven equipment. 2. Dimensional tolerances between the two units and dynamic conditions, such as torque reaction. 3. Momentary misalignment due to shock or other transient conditions. B. Stiffness

Figure 14

VULKAN RESILIENT COUPLING

Four distinct characteristics must be taken into account in the selection of a suitable coupling:

The coupling must be of proper torsional stiffness to prevent critical orders of torsional vibration from occurring within the operating speed range. For single-bearing driven equipment, a complete torsional analysis is necessary to ensure compatibility. For two-bearing driven equipment, a simpler type of analysis is adequate. A complete torsional vibration analysis can be obtained from your Caterpillar Engine supplier, as can mass-elastic data on the diesel engine to permit customer analysis. C. Serviceability

A. Misalignment Capability The coupling must be capable of compensating for any misalignment between the engine and equipment to prevent damage to the machine and/or diesel engine crankshaft and bearings.

When selecting a coupling, ease of installation and service is an important consideration. If spacers can be used to permit removal and installation of the coupling without disturbing the diesel engine driven machine alignment, time can be saved if service or replacement of the coupling is ever required.

35

When selecting a coupling, ensure that the design can withstand reasonable misalignment without materially decreasing the service life of the flexible elements. When coupling design demands extremely close alignment, one of the major purposes for using a coupling is defeated. D. Coupling Selection In any installation, the coupling should be the weakest part of the entire power train; the first part to fail. If failure does occur, the chance of damage to the diesel engine and driven machine is minimized. Safety measures must be considered to prevent major equipment damage should coupling failure occur. The use of a standard, commercially available coupling offers the benefit of parts availability and reduced downtime in case of failure.

Belt Drives Several options exist for belt driving various auxiliary attachments. Both of the following methods are available from Caterpillar: A. Crankshaft Pulleys Additional stack-on pulleys can be added to the front of the crankshaft. The number of additional grooves which can be added depends on other belt-driven equipment such as cooling fans and charging alternators and the amount of total side load which will be imposed on the front of the crankshaft. B. Gear Drive Pulleys The gear drive auxiliary positions may be equipped with output pulleys.

AUXILIARY DRIVES Many applications have a requirement for auxiliary drive capability to power charging alternators, air compressors, hydraulic steering pumps, etc. Caterpillar offers, as price list attachments, various auxiliary drive options for all engine models. These attachments provide either mechanical gear or belt drive capability. Gear Drives These drives are suitable for direct mounting of air compressors and hydraulic pumps for power assist steering, etc.

36

Figure 15

Complete data on the available attachment drives, their power transmission ratings, and usage limitations are available from your Caterpillar dealer and Industrial Engine Price List LEKI8162. Because of the large number of options offered, they will not be detailed in this publication.

MOUNTING AND ALIGNMENT Page General Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Semimobile Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Out-of-Balance Driven Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bases ................................................................. Purpose and Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermal Growth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Types of Engine Mountings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigid Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Subbase Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Skid Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Semi-flexible Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexible Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foundations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Collision Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Isolation — Antivibration/Noise Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexible Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bulk Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking Face Run Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking Outside Diameter Run Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking Parallel Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checking Angular Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Reaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Belt and Chain Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-Bearing Driven Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexible-Type Couplings — Flywheel Housing-Mounted Driven Equipment. . . . . . . . . . . . Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Concentricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Face Run Out. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Housing Concentricity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Mounting Face Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driven Equipment Mounting Face Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexible-Type Coupling — Remote-Mounted Driven Equipment . . . . . . . . . . . . . . . . . . . . Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Concentricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Face Run Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Angular Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Linear Relationship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tolerances and Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration and Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Linear Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torsional Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38 38 38 39 40 40 40 40 41 41 41 42 42 42 42 43 44 45 46 47 48 48 49 49 51 51 52 53 53 54 54 55 55 56 56 56 56 56 56 56 57 57 57 58 60 60 60 60 60 61 61 61 61 62 62 63 63 63 66

37

MOUNTING AND ALIGNMENT GENERAL DISCUSSION The correct mounting and coupling to the load are essential to the success of any engine installation. (See Power Transmission section.) Agriculture and material handling installations may incorporate all types of mounting methods; consequently, no single system will be universally successful. It is just as possible to encounter problems from an extremely rigid constrained mounting system if improperly applied as it is with a flexible mounting if incorrectly applied to the installation or machine to be powered. All installations will fall into three basic categories: A. Fixed Installations Where usable, fixed installations offer positive benefits. Some examples are more permanent plant installations such as mine ventilation blowers, cotton gins, pumps, standby power systems, etc.

Figure 16

38

Fixed installations offer positive benefits in that they involve fewer mounting and design problems than the other categories; but conditions may dictate isolation against vibration or sound, which will complicate the engine mounting. B. Semimobile Installations In these installations, although part of a machine is occasionally moved, the engine is not generally used as motive power to move the machine, nor is it normally operated while the machine is in motion. Examples of semimobile installations would be rock crushers, batch plants, concrete mixers, airport support vehicles, portable air compressors, conveyors, and portable irrigation engine drives. Within this category are several examples of machines which do move while the engine is in operation, but only at a slow, steady pace. Examples of these machines are continuous pavers or overlayers, paving finishers, certain soil

FIXED INSTALLATION

shredders, and continuous mining machines, as well as certain types of cranes, shovels, and draglines.

Although similar to the fixed installation, semimobile installations involve other considerations in the area of power transmission components. Mounting considerations are imperative to minimize machinery stress and maintain proper alignment. C. Mobile Installations Installations in this category move during the performance of their job. Examples are off-highway trucks, mining machines, personnel carriers, and support vehicles as well as heavy-duty construction equipment, and many special purpose machines. The installed engine normally propels the machine and also operates its auxiliary functions, either electrically, hydraulically, or mechanically. Retention of alignment and provisions for movement are a prime consideration in this category.

Figure 17

SEMIMOBILE INSTALLATION

Figure 18

MOBILE MACHINE INSTALLATION

39

GENERAL CONSIDERATIONS

Out-of-Balance Driven Equipment

The Caterpillar Diesel Engine is a rigid, self-contained structure which will operate and maintain its inherent alignment unless subjected to extreme external stresses.

The engine itself is designed and built to run very smoothly. Objectionable vibration generally arises from either poor driveline component match to the engine or unbalance of the driven equipment. Reciprocating compressors, for example, can cause premature failure of the mounting structure or undesirable vibration even though the unit is properly mounted and isolated from the engine.

Due to the diversity of types of installations, no one mounting system or method is universally acceptable. If the engine is not mounted in a manner suited to the specific application, taking into account the characteristics of the engine, the driven loads, and the operating cycle of the machine, one or more of the following results will occur. Vibration Transmission of undesirable vibration to driven equipment or to the machine structure may occur. In certain types of heavy mobile installations such as rock crushers, the engine vibration is insignificant compared to the drive equipment vibration of the operating machine. In this case the machine vibration could be detrimental to the engine and its mounting and could possibly result in cracking of fatigue of a structural member which happened to vibrate in natural harmony with the engine. The same amplitude and frequency of vibration generated by the engine could result in structural damage if a fixed installation were housed in a building or close to sensitive instruments or equipment such as computers. (For a more complete discussion of vibrations, refer to Isolation Antivibration/Noise Mounting, Page 44.)

Even though the engine and the driven load are in balance, it is also possible to encounter undesirable and damaging vibration as a result of the driving or connecting equipment having a misalignment or outof-balance condition. Long shafts, drives, gear assemblies, clutches, or any type of coupling where misalignment, out of balance, or mass shifting may occur are probable sources of vibration. Alignment An unsatisfactory engine mounting nearly always results in alignment problems between the engine and the driven machinery. Assuming that failure of the driven equipment does not occur first, the forces or loads transmitted to the engine in the form of pounding, twisting, flexing, or thrust could result in engine crankshaft and bearing failure. Costly failures of this nature can be avoided if, at the design and installation stage, the importance of proper alignment between the engine and driven load and providing an adequate mounting to maintain alignment is considered. Should this for some reason be impossible, a suitable flexible coupling must be incorporated into the drive train to compensate for misalignment. (For further detail, see Alignment, Page 47.)

40

Engine Construction

BASES

As previously stated, the Caterpillar Diesel Engine is built as a rigid, self-supporting structure within itself. If the engine is mounted on a foundation which is true (flat) or on a pair of longitudinal beams, the tops of which are in the same plane, the engine will hold it own alignment. If subjected to external forces or restrained from its thermal growth by the mounting, affected tolerances will easily result in bearing or crankshaft failure.

Purpose and Function

The main structural strength of an engine is the cast-iron block. On the 3200, 3300, and 3400 Series Engines, engine mounting is by mounts on both sides of the flywheel housing and by a front mount securely mounted to the engine block through the front cover. Mobile equipment arrangements differ from the industrial configurations in that the front mounting bracket or yoke is a trunnion-type or narrow rigid mount which, in effect, offers a three-point mounting. This is most desirable in any type of mobile application. Some engine families are mounted by the plate steel lube oil pan. This pan is a deep heavy weldment which has mounting brackets or lugs welded to the sides which are used to mount the engine. The 3500 Family Engines should be mounted with the brackets to a set of rigid rails which, in turn, are flex mounted to the foundation or machine frame.

A prime consideration in base design is rigidity. A base must be torsionally rigid to prevent twisting forces from passing to the diesel engine. The base must also offer rigidity adequate to oppose the twist due to torque reaction from the diesel engine. This is especially critical on drives where the driven equipment is mounted on the engine base assembly but not bolted directly to the diesel engine flywheel housing.

The first design consideration for an engine base is its physical dimensions. The base must provide the proper mounting holes for the diesel engine and all other base-mounted components. The holes must also make allowance for servicing of the engine and other components and provide clearance and provisions for proper alignment.

The base design must also consider the main structural members of the machine which support the base assembly. Cross bracing must also be used to provide lateral stability. Lack of adequate stability both torsionally and laterally can result in natural frequencies within the operating speed range of the unit. These frequencies can, if they occur in a noncompatible band, amplify the exciting forces present, resulting in critical linear vibrations.

41

Thermal Growth Design consideration must also be given to compensate for the change in distance between the mounting bolts, which secure the diesel engine to the base, occurring when engine temperature changes from cold to operating temperature level. As engine temperature increases to operating level, the entire engine grows in length due to thermal expansion. Cast iron has a coefficient of expansion of 0.0000055, and that of steel is 0.0000063. This means that the block of an engine 94 in (238.8 cm) in length will grow 0.083 in (0.212 cm) if its temperature is increased from 50°F (10°C) to 200°F (98.8°C). Using 0.0000063 as the plate steel coefficient of expansion, a steel weldment of 94 in (238.8 cm) will grow 0.089 in (0.226 cm) through the same temperature range. The small difference in growth between the block and the lubricating oil pan is compensated for in the design of the engine by making the holes in the flange of the attached component (rails) larger than the attaching bolts. Due to the growth resulting from thermal expansion, the engine must not be dowel located in more than one location. It is recommended that a dowel locator be used only on one engine mounting rail located at the flywheel housing. Clearance between the mounting bolts and the mounting brackets to the base will then allow slip to compensate for thermal growth. Type of Engine Mountings There are five basic types of engine mounting, with variations possible within each of the basic categories. A. Rigid Mounting Although frequently utilized in heavyduty applications such as earthmoving 42

equipment, locomotives, etc., this type of mounting is generally not desirable. It is suitable only on machines where the frame is so rigid that no operating-induced stresses or distortions are transmitted to the engine. This is normally possible only in machines where weight is desirable; hence, the use of extremely heavy frames will impose no operating or cost problems. Rigid mounting is suitable for all fixed installations; however, engine vibration and driven equipment vibration will be transmitted to any adjoining areas unless the foundation is isolated. (See Isolation, Page 44.) In normal service most semimobile and mobile installations will undergo some frame twisting and distortion, although it may be limited to a few thousands of an inch (several mm). Rigid mounting in this type of installation may result in broken engine mounting lugs or cracked flywheel housing, mount and base failures, and possible crankcase and cylinder block cracks. Heavy inertia shock loads can also be experienced, as any machine shock such as moving heavy material, or emergency stop, or accident imposes impact loads on the engine mounting. (See Collision Stops, Page 43.) B. Subbase Mounting This is the most common method of engine mounting in semimobile applications and is frequently used in fixed installations and occasionally in mobile applications. The subbase method allows the package designer/installer to properly support the engine and support and align the driven equipment on a common rigid base which can also be isolated

from the main machine structure. Its single disadvantage is additional weight. The subbase mounting may use various designs ranging from a reinforced concrete slab isolated by cork, rubber, sand, etc., to a rigid steel weldment isolated by rubber mounts

Figure 19

The value of mounting the engine and driven equipment on a common base is immeasurable in maintaining proper alignment, particularly if an outboard bearing is utilized.

LIGHT DUTY BASE

C. Skid Mounting The skid mounting, conceptually, is identical to the subbase; however, a properly designed skid mounting will be heavier than the subbase mounting. Skid mounts are generally most suitable for the semimobile type of power unit or fixed installation which

Figure 20

or spring supports to isolate vibration without imposing external forces.

may be subject to the need for occasional relocation. The unit cannot be operated during such movement as the skid base is not supported on a machine subframe. Skid mounting is normally used when the engine drives pumps, blowers, generators, air compressors, or if an outboard bearing is used.

SKID MOUNTING 43

D. Semi-flexible Mounting This type of mounting is occasionally used in semimobile types of machines and nearly always used for mobile applications. Rare exceptions to the above statement are where a rigid mounting is used in heavy machines where the weight of frame rigidity is not a problem. The semi-flexible mounting concept is not applicable to the 3500 Family Engines and should be considered only for mobile equipment diesel engine arrangements. The mobile equipment engine arrangements utilize a front mount which has the flexibility to effect a three-point mounting.

Figure 21

44

Caution: The industrial-type front supports must not be used for semi-flexible mounting. They lack the flexibility of a three-point mounting and will allow frame distortion to cause engine mounting component failure. A semi-flexible engine mounting will always require the use of a flexible coupling or universal joint-type drive unless the drive load is directly mounted to the engine flywheel housing. An example of this is a hydraulic pump where hose connections provide the flexibility to completely isolate the engine pump system.

SEMI-FLEXIBLE MOUNTING

The semi-flexible mounting benefits can be summarized as isolating the engine vibration from the vehicle while preventing distortion of the vehicle structure and vehicle vibration from being transmitted to the engine structure. This type of mounting requires a knowledge of the frequency, amplitude, and planes of vibration to select the proper isolation mounts. (See Vibration and Isolation, Page 59.) Consideration must also be given to a suitable means of maintaining a smooth working drive between the engine and the driven unit. Each is normally free to move; however, their movement is not necessarily related in an orderly fashion. An example would be a material hauling unit such as a mechanical drive off-highway truck. The engine may move in response to inertia loads, ground surface displacements, and torque reactions; yet it must be connected to provide a smooth positive drive to an axle which is subjected to surface displacement and angularity as well as inertia and driving torque. A successful semi-flexible mounting, in addition to requiring a high level of technical expertise, will normally require lab and field testing for ultimate qualification of suitability.

E. Flexible Mounting Full flexible mounting systems are rarely required or suitable for most material handling applications, however, there may be specific installations where the characteristics of this concept are desirable. Probably the most common usage of flexible mounting is in the propellerdriven airplane. The engine and propeller are directly and positively connected, and the power package is nearly completely isolated vibration wise from the machine structure. No external shafts, belts, chains, or other types of drives are connected — hence, the power package has great freedom of movement. The degree of expertise and complications involved in developing a successful flexible mounting, coupled with the fact that such mounting is seldom required or desirable in agriculture/ material handling applications, deems it inappropriate to devote further discussion in this publication. It is strongly recommended that if you or your customer finds it necessary to utilize a flexible-type mounting that your Caterpillar dealer be contacted for consultation before any significant effort is invested in design development. Should all concur that such a system is desirable, a team effort of the involved parties is necessary to develop a suitable system.

45

To calculate the necessary foundation depth, use:

FOUNDATIONS For fixed installations it is frequently preferred to install a permanent foundation of reinforced concrete. Historically, concrete foundations have been massive structures. The Caterpillar multicylinder modern speed engine does not require the enormous traditional structure. If a concrete foundation is required, some minimum design guidelines to consider are: — The foundation length and width should exceed the length and width of the engine-driven equipment a minimum of 1 ft (0.305 m) on all sides. — The foundation depth should be sufficient to attain a minimum weight equal to the engine-driven equipment package wet weight.

Figure 22

46

W Foundation Depth (ft) = ___________ 150 2 B 2 L W Foundation Depth (m) = _____________ 2402.8 2 B 2 L W = Total wet weight of enginedriven equipment pounds — (kg). 150 = Density of concrete (pounds per cubic foot). 2402.8 = Density of concrete (kilograms per cubic meter). B = Foundation width feet — (meters). L = Foundation length feet — (meters).

CONCRETE FOUNDATION INSTALLATION

Suggested concrete mixture by volume is 1:2:3 of cement, sand, and aggregate with a maximum 4 in (101.8 mm) slump with a 28-day compressive strength of 3000 psi (27,000 N•m2).

separated from the foundation by expan sive joint material. This prohibits the vibration from traveling from the block to the floor and also eliminates the possibility of losing tools in the pit during servicing.

The foundation should be reinforced with No. 8 gauge steel wire fabric or equivalent, horizontally placed on 6 in (152 mm) centers. An alternate method of reinforcing is to place No. 6 reinforcing bars on 12 in (304 mm) centers horizontally. Bars should clear the foundation surface a minimum of 3 in (76.3 mm).

Cork is normally not effective with vibration frequencies below 1800 cps and, if not kept dry, will rot. For these reasons it is seldom used with fixed installations. It can be used as a separator between the unit foundation and surrounding floor due to its resistance to oils, acids, or temperatures between 0°F (–18°C) and 200°F (93°C).

When effective vibration isolation equipment is used, the depth of floor concrete required need only support the static weight of the load. If isolators are not used, dynamic loads will be transmitted to the facility floor and the floor must be designed to support 125% of the engine-driven equipment package weight.

Collision Stops

Also contained in this data are mounting dimensions; however, be aware that this data covers only the Caterpillar Engine or Engine-Generator package, and design modification will be required to accommodate other driven equipment to be mounted on the foundation. The Caterpillar Industrial Engine Drawing Book also lists foundation construction hardware available through your Caterpillar Engine supplier. Rubber, asphalt-impregnated felt, and fiberglass have also been used for isolating the foundation block from the subsoil, but they do not provide significant vibration isolation, isolating only those high-frequency vibrations which cause noise. Whatever method is used, the floor slab surrounding the foundation block should always be

General practice dictates the installation of collision stops in most mobile installations with non-rigid mounting. Collision stops are strategically located limit-of-motion stops which prevent the engine-power train package from breaking loose from the machine frame or platform due to shock resulting from collision or normal operation. Normally, the stops are designed to permit only very limited movement of the power package in both the horizontal or lateral planes when subjected to shock loads ranging up to 2-1/2 to 5 times the force of gravity. CAUTION: WHEN INSTALLING COLLISION STOPS, LEAVE SUFFICIENT CLEARANCE BETWEEN THE STOPS AND THE ENGINE MOUNTING SUPPORTS TO ALLOW FOR THERMAL EXPANSION. (See Page 38). UNLESS SUFFICIENT SPACE IS PROVIDED, THERMAL EXPANSION RESTRICTED BY THE COLLISION STOPS CAN DISTORT THE ENGINE CYLINDER BLOCK AND CRANKSHAFT, CAUSING EXTENSIVE ENGINE FAILURE.

47

Isolation — Antivibration/Noise Mounting Caterpillar Engines are capable of withstanding all self-induced vibrations and no isolation is required to prolong service life. However, vibrations from surrounding equipment, if severe, can harm an engine which is inoperative for long periods of time. If these vibrations are not isolated, the lubricating oil film between bearings and shafts can be reduced to the point where damage could result. For a fixed installation where a reinforced concrete foundation is utilized, a separate method of isolation is possible. The system is covered under Bulk Isolation, Page 45. For all other types of installations, flexibletype isolators are used. CAUTION: MOST COMMERCIAL ISOLATION DESIGN HAS LIMITED SIDE LOAD CAPABILITY. FLEXIBLE-TYPE ISOLATORS ARE ONLY GENERALLY ACCEPTABLE FOR DRIVES NOT IMPOSING HIGH SIDE LOADS. Flexible Isolation Several commercial isolators are available which will provide varying degrees of isolation. Care must be taken to select the best isolator for the application. Generally,

Figure 23

48

the lower the natural frequency of the isolator (soft), the greater the deflection and the more effective the isolation. However, the loading limit of the isolator must not be exceeded. No matter what type of isolation is used, it should be sized to have its natural frequency as far removed from the exciting frequencies of the engine as possible. If these two frequencies were similar, the entire unit would be in resonance. The static weight of the machinery must load a resilient mount close to the center of its deflection range. Therefore, the weight that will rest on each isolator must be known and the isolators properly matched in respect to the load and its center of gravity. The most effective isolators are of the steel spring design. They are capable of isolating up to 96% of all vibrations, provide overall economy, and permit mounting the power unit on a surface which need only be capable of supporting the static load. No allowance for torque or vibratory loads is required. Spring isolators are also available with rubber side thrust isolation for use when the engine is side loaded or located on a moving surface.

By the addition of a rubber plate beneath the spring isolator, the high frequency vibrations which are transmitted through the spring are also blocked. These high frequency vibrations are not harmful but can result in annoying noise. CAUTION: THIS SYSTEM REQUIRES THAT ALL CONNECTIONS TO THE BASE-MOUNTED EQUIPMENT HAVE SUITABLE FLEXIBLE CONNECTORS. THIS WOULD INCLUDE SUCH CONNECTIONS AS EXHAUST, WATER, AIR, FUEL, ELECTRICAL, CRANKCASE BREATHER, ETC.

The foundation pit should be made slightly longer and wider than the foundation block base. A wooden form the size and shape of the foundation is then placed on the gravel or sand bed for pouring the concrete. After the wooden form is removed, the isolating material is placed around the foundation sides, completely isolating the foundation from the surrounding earth.

Fiberglass, felt, composition, and flat rubber of a waffle design do little to isolate major vibration forces, but do isolate much of the high frequency noise. Fabric materials may tend to compress with age and become ineffective. Because deflection of these types of isolators is small, their natural frequency is relatively high compared to the engines. Attempting to stack these isolators or apply them indiscriminantly could cause the total system to go into resonance. Bulk Isolation Bulk isolating materials can be used between the foundation and supporting surface but they are not as foolproof as the spring- or rubber-types. Isolation of block foundations may also be accomplished by using 8 in to 10 in (203.2 mm to 254 mm) of wet gravel or sand in the bed of the foundation pit. Sand and gravel are capable of reducing the amount of engine vibration transmitted by as much as one-third to one-half. The isolating value of gravel is somewhat greater than sand. To minimize settling of the foundation, the gravel or sand should be thoroughly tamped before pouring the concrete block.

Figure 24

Shimming The modern diesel engine, as well as most driven equipment, must be mounted on a surface which is true to prevent prestressing the engine or driven equipment frame when torquing it to the mounting structure, when more than three support points are used. Large Caterpillar Diesel Engines such as 3500 Family are fastened to the mounting structure at four or more points. All mounting points must bear equally on the mounting

49

structure. To determine if shims are required, set the engine on the mounting structure but do not attempt to secure it by bolting it in place. Using a feeler gauge, check all mounting points for clearance between the mounting point and the base. If clearance exists which exceeds 0.005 in (0.127 mm) compensation must be provided. If the mounting base is a rigid steel structure, the areas where the engine mounts make contact may be machined to bring them all into a true plane. If this is impractical, shims should be used. Shim packs under all equipment should be 0.200 in (5 mm) minimum thickness to permit later corrections requiring the removal of shims, if necessary.

Figure 25

50

Shim packs should be of nonrusting material. Handle shims carefully. After alignment, each mounting surface must carry its portion of the load. Before the engine and driven equipment can be aligned, each foot must carry its portion of the load. Failure to do this can result not only in misalignment, but also in springing of the substructure causing resonant vibrations, high stress in welds or base metal, and high twisting forces in the engine or generator. This same requirement for a true plane (flat) mounting is also necessary for most driven equipment. If specific instructions are not provided by the driven equipment manufacturer, the same principles as recommended for the engine can be applied.

ALIGNMENT Principles To provide the necessary alignment between the diesel engine and all mechanically driven components, an understanding of the types of misalignment and the methods of measurement is required. Many crankshaft and bearing failures are the result of improper alignment of drive systems at the time of initial engine installation. Misalignment always results in some type of vibration or stress loading. CAUTION: BEFORE MAKING ANY ATTEMPTS TO MEASURE RUN OUT OR ALIGNMENT, IT IS IMPORTANT THAT ALL SURFACES TO BE MEASURED OR MATED BE COMPLETELY CLEAN AND FREE FROM GREASE, PAINT, OXIDATION, OR RUST AND DIRT — ALL OF WHICH CAN CAUSE INACCURATE MEASUREMENTS.

Common mistakes include failure to detect “run out” of rotating assemblies and parallel or angular misalignment of the engine and driven machine. The run out of a hub or flywheel can be measured by turning the part in question while measuring from any stationary point to the surface being checked. This can be done with a dial indicator. Note: Measure to the pilot surface being used, not to an adjacent surface, because surfaces not used for pilots normally are not machined as closely. This check should be made first on the face of the wheel or hub, as illustrated in Figure 26. Whenever making a face check, make sure the shaft end play does not change as you rotate it. The crankshaft must be moved within the diesel engine to remove all end play and that position must be maintained throughout the alignment procedures.

Figure 26

51

Checking Face Run Out While turning the wheel 360°, note any change in the dial indicator reading. Any change is caused by face run out. Face run out may be caused by foreign material between a crankshaft flange and flywheel, uneven torquing or from machining variations. “Cocking” of the wheel being measured may cause indications of outside diameter

Figure 27

52

run out in addition to face run out. For this reason the face run out is checked first. After the face run out has been eliminated, outside diameter run out can be checked. This must also be done with a dial indicator. (See Figure 27.)

Checking Outside Diameter Run Out While turning the hub through 360° of rotation, check for any change in indicator reading. The indicator is held stationary and, if the reading changes, the outside diameter is off center. After the flywheel or driving hub has been checked for run out, the same procedure

should be followed on the driven side of the coupling. After the run out of both the driving and driven sides of the coupling have been found within limits, the engine and load alignment can be checked. There are two kinds of misalignment: parallel and angular (bore and face). (See Figures 28.)

Figure 28

Checking Parallel Alignment Parallel misalignment can be detected by attaching a dial indicator, as shown in Figure 29, and observing the dial indicator readings at several points around the outside diameter of the flywheel as the wheel holding the indicator is turned.

As a rule of thumb, the load shaft should indicate to be higher than the engine shaft because: A. Engine bearings have more clearance than most bearings on driven equipment. B. The flywheel or front drive rotates in a “drooped” position below the centerline of rotation.

Figure 29 53

C. The vertical thermal growth of the engine is usually more than that of the driven equipment. Engine main bearing clearance should be considered when adjusting for parallel alignment. Note: Both parts can be rotated together if desired. This would eliminate any out-ofroundness of the parts from showing up in the dial indicator reading. In most cases rubber driving elements must be removed or disconnected on one end during alignment since they can give false parallel readings. Checking Angular Alignment Angular misalignment can be determined by measuring between the two parts to be joined. The measurement can be easily made with a feeler gauge, and it should be the same at four points around the hubs Figure 30. If the coupling is installed, a dial indicator from one face to the other will indicate any angular misalignment. In either case, the readings will be influenced by how far from the center of rotation the measurement is made.

Figure 30

54

Note: the face and bore alignment affect each other. Thus, the face alignment should be rechecked after the bore alignment and vice versa. After determining that the engine and load are in alignment, the crankshaft end play should be checked to see that bolting and coupling together does not cause end thrust. Torque Reaction The tendency of the engine to twist in the opposite direction of shaft rotation and the tendency of the driven machine to turn in the direction of shaft rotation is torque reaction. It naturally increases with load and may cause a torque vibration. This type of vibration will not be noticeable at idle but will be felt with load. This usually is caused by a change in alignment due to insufficient base strength allowing excessive base deflection under torque reaction load. This has the effect of introducing a side to side centerline offset which disappears when the engine is idled (unloaded) or stopped.

Belt and Chain Drives

Couplings

Belt and chain drives may also cause the engine or driven machine to shift or change position when a heavy load is applied. Belts and chains may also cause PTO shaft or crankshaft deflection, which can cause bearing failures and shaft bending failures. The driving sprocket or pulley must always be mounted as close to the supporting bearing as possible. Side load limits must not be exceeded. Sometimes, due to heavy side load, it is necessary to provide additional support for the driving pulley or sprocket. This can be done by providing a separate shaft which is supported by a pillow block bearing on each side of the pulley or sprocket. This shaft can then be driven by the engine or clutch through an appropriate coupling. The size of the driving and driven sprockets or pulleys is also important. A larger pulley or sprocket will give a higher chain or belt speed. This allows more horsepower to be transmitted with less chain or belt tension. If it is suspected that the engine or the driven machine is shifting under load, it can be checked by measuring from a fixed point with a dial indicator while loading and unloading the engine. Torque reactive vibrations or torque reactive misalignment will always occur under load.

A coupling must be torsionally compatible with engine and driven load so that torsional vibration amplitudes are kept within acceptable limits. A mathematical study called a torsional vibration analysis should be done on any combination of engine-driveline-load for which successful experience doesn’t already exist. A coupling with the wrong torsional stiffness can cause serious damage to engine or driven equipment.

Figure 31

All couplings have certain operating ranges of misalignment, and the manufacturers should be contacted for this information. Some drives, such as U-joint couplings, have different operating angle limits for different speeds. As a general rule, the angle should be the same on each end of the shaft. (See Figure 31.) The yokes must be properly aligned and sliding spline connections should move freely. If there is no angle at all, the bearings will brinell due to lack of movement.

UNIVERSAL JOINT SHAFT DRIVE

55

ALIGNMENT INSTRUCTIONS General Considerations Alignment methods will vary depending on the coupling method selected. On Caterpillar Diesel Engines either a flexible-type or rigidtype coupling is acceptable, depending on the specific installation characteristics and the results of the Torsional Analysis.

which results from engine bearing clearances and natural droop as a result of the overhung weight of the flywheel. The flywheel should be raised several times to get a “feel” for the bearing clearance to prevent excessive lift which means reverse bending of the crankshaft.

Before attempting any alignments, refer to Alignment Principles, Page 47. CAUTION: IT IS IMPORTANT THAT THE PACKAGE ALIGNMENT BE CARRIED OUT AND COMPLETED WITHIN THE PERMISSIBLE TOLERANCES OF THE DRIVEN EQUIPMENT MANUFACTURER. Alignment Instructions — Single-Bearing Driven Equipment A. Flexible-Type Couplings — Flywheel Housing-Mounted Driven Equipment 1. Droop Mount a dial indicator on the engine flywheel housing. Mark the engine flywheel housing. Mark the flywheel at points A, B, C, and D in 90° increments as shown in Figure 32. The indicator tip must contact the pilot diameter of the flywheel assembly. With the dial indicator in position (A), set the reading to zero. Place a pry bar under the flywheel assembly at position (C) and, by prying against a floor mounted support, raise the flywheel until it is stopped by the main bearings. (Caution: Do not pry against the flywheel housing.) Record the reading of the dial indicator. This is the amount of droop in the crankshaft,

56

Figure 32

2. Flywheel Concentricity Remove the pry bar and check to ensure that the dial indicator has returned to zero. If not, reset. Rotate the crankshaft, in the normal direction only, and record the Total Indicator Reading (TIR) when the flywheel positions (A), (B), (C), and (D) are at the top. (Refer to Page 58 for proper tolerances.) 3. Crankshaft End Play Ensure the crankshaft-flywheel assembly is completely to the rearmost position of the engine assembly. Reset the dial indicator to zero. Relocate the pry bar and move crankshaft-flywheel assembly forward in the engine assembly. The dial indicator reading in this position is the crankshaft end play.

4. Flywheel Face Run Out Set the tip of the indicator on the face of the flywheel Figure 33. Position the crankshaft to the front of its end play and zero the indicator. Shift the crankshaft to the rear of its end play, and record the TIR. With the crankshaft to the rear of its end play, zero the indicator. Rotate the crankshaft and record the TIR when the flywheel positions (A), (B), (C), and (D) are at the top. Be sure to remove the crankshaft end play before recording these readings. Remove the flywheel housing access cover and place a pry bar between the rear face of the flywheel housing and the front face of the flywheel assembly. Move the crankshaftflywheel assembly to the rear of the engine to remove all end play.

the indicator readings at positions (A), (B), (C), and (D). Subtract the droop dimension (Step 1) from the reading indicated at position (C) and subtract one-half the droop dimension from the reading indicated at positions (B) and (D) on the flywheel housing to determine the true concentricity.

Figure 34

6. Engine Mounting Face Depth

Figure 33

5. Flywheel Housing Concentricity Mount the dial indicator on the flywheel assembly with the tip located on the pilot bore of the flywheel housing and set the reading to zero. Rotate the crankshaft in the direction of normal engine rotation and record

With the crankshaft-flywheel assembly moved to the frontmost position, place a straight edge across the mounting face of the flywheel housing, from position (A) to (C). With a scale measure the distance from the rear face of the flywheel housing to the coupling mounting face of the flywheel as shown in Figure 34. Repeat the same measurement with the straight edge located on positions (B) and (D). Steps 1 through 6 establish the engine tolerances. The following Steps, 7 and 8, determine the driven equipment 57

tolerances or refer to manufacturers specifications. 7. Support the driven equipment input shaft until it is centered (all droop is removed). 8. Driven Equipment Mounting Face Depth With the driven equipment mounting and driving flange or face centered, as described in Step 7, and the flexible coupling attached to the input shaft, the face depth can be measured. Place a straight edge across the surface of the front face of the coupling which mates to the flywheel assembly. With a scale measure the distance from the coupling mounting face to the mounting face of the driven equipment housing as shown in Figure 35.

Figure 35

58

This dimension must equal the engine mounting face depth Step 6 less onehalf of the crankshaft end play as described in Step 4. If not, it must be corrected by changing the adapting parts, or by shimming if the required correction is small. Shimming is usually the less desirable approach. With the engine and driven equipment tolerances known, proceed to mount the driven equipment to the engine. 9. Support the driven machine on a hoist and bring it into position with the engine. 10. Align the driven equipment housing mounting flange with the flywheel housing, using locating dowels if required. Install connecting bolts with sufficient torque to compress the lockwashers, but not to final torque.

11. Install the bolts which secure the coupling to the flywheel and torque as recommended. 12. Check crankshaft end play to ensure that the proper relationship exists between the engine mounting face depth Step 6 and the driven equipment mounting face depth Step 8. Place a pry bar between the flywheel assembly and the flywheel housing. The crankshaft should move both forward and backward within the engine and, in both positions, remain fixed when pressure on the pry bar is relaxed. Any tendency of the crankshaft to move when pry bar pressure is released indicates that the driven equipment and coupling assembly are imposing a horizontal force on the crankshaft, which will result in thrust bearing failure. If this condition exists, readjust the thickness of shims used between the driven equipment input shaft and the coupling as described in Step 8.

readjust the driven equipment housing position by changing the shims. There must be clearance at all points when making this check. 15. With the proper number of shims installed to align the driven equipment housing parallel to the flywheel housing, tighten the bolts securing the driven equipment housing to the flywheel housing sufficiently to compress the lockwashers. 16. Torque the bolts holding the driven equipment frame to the base assembly to one-half the recommended value. 17. Repeat Step 14. If the feeler gauge measurements indicate that misalignment is still present, repeat operation described in Steps 14 through 17 until proper alignment is obtained. 18. Retorque all coupling and mounting bolts to the specified torque value.

13. Determine quantity and thickness of shims required between the driven equipment mounting pads and the base assembly; locate the shim packs and install driven equipment mounting bolts to the base assembly. NOTE: Always use metal shims. Tighten the bolts to one-half the torque recommendation. 14. Loosen the bolts holding the driven equipment housing to the flywheel housing until the lockwashers move freely. Using a feeler gauge, check the clearance between the two housings to determine if the driven equipment is properly shimmed. Measurement should be made in four 90° increments in the vertical and horizontal planes. If the feeler gauge indicates any area where the clearance varies by more than 0.005 in (0.13 mm), 59

B. Flexible-Type Couplings — Remote-Mounted Driven Equipment 1. Droop Mount a dial indicator on the engine flywheel housing. Mark the flywheel at points A, B, C, and D in 90° increments as shown in Figure 36. The indicator tip must contact the pilot diameter of the flywheel assembly. With the dial indicator in position (A), set the reading to zero. Place a pry bar under the flywheel assembly at position (C) and, by prying against a floor mounted support, raise the flywheel until it is stopped by the main bearings. (Caution: Do not pry against the flywheel housing.) Record the reading of the dial indicator. This is the amount of droop in the crankshaft which results from engine bearing clearances and natural droop as a result of the overhung weight of the flywheel. The flywheel should be raised several times to get a “feel” for the bearing clearance to prevent excessive lift which means reverse bending of the crankshaft.

Figure 36

60

2. Flywheel Concentricity Remove the pry bar and check to ensure that the dial indicator has returned to zero; if it is not, reset. Rotate the crankshaft, in the normal direction only, and record the TIR when the flywheel positions (A), (B), (C), and (D) are at the top. (Refer to Page 58 for proper tolerances.) 3. Crankshaft End Play Ensure the crankshaft-flywheel assembly is completely to the rearmost position of the engine assembly. Reset the dial indicator to zero. Relocate the pry bar and move crankshaft-flywheel assembly forward in the engine assembly. The dial indicator reading in this position is the crankshaft end play. 4. Flywheel Face Run out Set the tip of the indicator on the face of the flywheel Figure 36. Position the crankshaft to the front of its end play and zero the indicator. Shift the crankshaft to the rear of its end play and record the TIR. With the crankshaft at the rear of its end play, zero the indicator. Rotate the crankshaft and record the TIR when the flywheel positions (A), (B), (C), and (D) are at the top. Remove all end play before recording each reading. Remove the flywheel housing access cover. Then place a pry bar between the rear face of the flywheel housing and the front of the flywheel assembly. Move the crankshaft-flywheel assembly to the rear of the engine, removing all end play.

5. Mounting The engine and the driven equipment should be mounted so that any necessary shimming is applied to the driven equipment. The centerline of the engine crankshaft should be lower than the centerline of the driven equipment by approximately 0.0065 in (0.165 mm) to allow for thermal expansion of the engine. The value 0.0065 in (0.165 mm) allowed for thermal expansion is for the engine only. If it is anticipated that thermal expansion will also affect the driven equipment centerline to mounting plane distance, that value must be subtracted from the engine thermal expansion value in order to establish the total engine centerline to driven equipment centerline distance. When measuring this value, the TIR will be 0.013 in (0.330 mm) plus the droop as established in Step 1. Shim packs under all equipment should be 0.200 in (5 mm) minimum thickness to provide for later corrections which might require the removal of shims. 6. Coupling Attach the driven member of the coupling to the flywheel and tighten all bolts to the specified torque value. Gear-type couplings, double sets of plate-type rubber block drives, and Cat viscous-damped couplings are the only ones that can be installed prior to making the alignment check. Most couplings

are stiff enough to affect the bore alignment and give a false reading. 7. Angular Alignment Mount a dial indicator to read between the driven equipment input flange and the flywheel face and measure angular misalignment. Adjust position of driven equipment until TIR is within 0.008 in (0.20 mm). 8. Linear Relationship Mount dial indicator to the driven equipment side of the flexible coupling and indicate on the outside diameter of the flywheel side of the coupling. Zero the indicator at 12 o’clock and rotate the engine in its normal direction of rotation and check the total indicator reading at every 90°. Subtract the full “droop” from the bottom reading to give the corrected alignment reading. The value of the top-to-bottom reading should be 0.008 in (0.20 mm) or less under operating temperature conditions, with the engine indicating low. Adjust all shims under the feet of the driven equipment the same amount to obtain this limit. The final value of the top-to-bottom alignment should include a factor for vertical thermal growth.

61

Subtract one-half the “droop” from the 3 o’clock and 9 o’clock reading. This should be 0.008 in (0.20 mm) or less. Shift the driven equipment on the mounts until this limit is obtained. Note: the sum of the side “raw” reading should equal the bottom reading within 0.002 in (0.051 mm). Otherwise the mounting of the dial indicator is too weak to support the indicator weight.

10. Crankshaft End Play The crankshaft end play must be rechecked to ensure that the driven equipment is not positioned in a manner which imposes a preload on the crankshaft thrust washers. (Refer to Step 4.) Place a pry bar between the flywheel assembly and the flywheel housing. The crankshaft should move both forward and backward within the engine and, in both positions, remain fixed when pressure on the pry bar is relaxed. Any tendency of the crankshaft to move when pry bar pressure is released indicates that the driven equipment assembly must be moved rearward on the base assembly or, if used, the number of shims between the input flange and the flexible coupling must be reduced. Tolerances and Torque Values

Figure 37

9. The combined difference or readings at points B and D should not exceed a total of 0.008 in (0.20 mm). (See Figure 37.)

62

Permissible alignment tolerances and torque values for Caterpillar standard mounting hardware are available from your Caterpillar Engine supplier and are listed in the Caterpillar service manuals for each specific engine model. CAUTION: DURING OPERATION, SHOULD A CHANGE IN THE VIBRATION OR SOUND LEVEL OCCUR, ALIGNMENT SHOULD BE RECONFIRMED. THIS IS PARTICULARLY TRUE FOR SEMIMOBILE INSTALLATIONS AND ON ANY FIXED INSTALLATIONS WHICH ARE SUBJECT TO INFREQUENT RELOCATION. ALIGNMENT SHOULD ALSO BE CHECKED ON A PERIODIC BASIS OR AT TIME OF MOVEMENT IF INSTALLATION IS ON A SUBBASE OR SKIDTYPE BASE.

VIBRATION AND ISOLATION Vibration Any mechanical system which possesses mass and elasticity is capable of relative motion. If this motion repeats itself after a given time period, it is known as vibration. An engine produces many vibrations as it operates due to combustion forces, torque reactions, structural mass and stiffness combinations, and manufacturing tolerances on rotating components. These forces require that mounting and driveline design be correct, or they can create a wide range of undesirable conditions, ranging from unwanted noise to high stress levels and ultimate failure of engine or driven equipment components.

frequency of the system coincides with the frequency of the vibrations. The total engine-driven equipment system must be designed to avoid critical linear or torsional vibrations. Linear Vibration Linear vibration is usually identified by a noisy or shaking machine. Its exact nature is difficult to define without instrumentation. The human senses are not adequate to detect relationships between the magnitude of displacement of a vibration and its period of occurrence. For instance, a first order (1 2 rpm) vibration of 0.010 in (0.254 mm) displacement may feel about the same as third order measurement of 0.002 in (0.051 mm).

Vibrating stresses can reach destructive levels at engine speeds which cause resonance. Resonance occurs when the natural

Figure 38

FREQUENCY CYCLES PER MINUTE (CPM)

63

However, as depicted in Figure 38, the severity of vibration does correlate reasonably well with levels of perception and annoyance. Vibration occurs as a mass is deflected and returned along the same plane, and can be illustrated as a single mass spring system Figures 39 and 40.

Figure 41

The period of time required for the weight to complete one full movement is a “period.” The maximum displacement is called peak-to-peak amplitude. The displacement from the mean position is referred to as the half amplitude. Time interval in which the motion is repeated is called the cycle.

Figure 39

If the weight needs one second to complete a full cycle, the vibration frequency of this system would be one cycle per second.

Figure 40

MASS-SPRING SYSTEM

As long as no external force is imposed on the system, the weight remains at rest and there is no vibration. But, when the weight is moved or displaced and then released, vibration occurs. The weight will continue to travel up and down through its original position until frictional forces again cause it to rest. When a specific external force, such as engine combustion, continues to affect the system while it is vibrating, it is termed “forced vibration.”

64

If one minute, hour, day, etc., were required, its frequency would be one cycle per minute, hour, day, etc. A system that completed its full motion 20 times in one minute would have a frequency of 20 cycles per minute or 20 cpm. Establishing the vibration frequency is necessary when analyzing the type of problem. It allows identification of the engine component or mass system which is causing the vibration. The total distance traveled by the weight, that is from one peak to the opposite peak, is referred to as the peak-to-peak displacement. This measurement is usually expressed in mils, where one mil equals one-thousandth of an inch (0.001 in). It can be used as a guide in judging vibration severity.

Vibration amplitude can be expressed as either a peak-to-peak average value or a root-mean-square (rms) value which is 0.707 times the peak amplitude. These readings are referred to in theoretical discussions. Another popular method used to determine the magnitude of vibration is to measure that vibration velocity. Note that the weight is not only moving, but also changing direction. This means that the speed of the weight is also constantly changing. At its limit of motion, the speed of the weight is “0.” As it passes through the neutral position, its speed or velocity is greatest. The velocity is an extremely important characteristic of vibration but because of its changing nature, a single point has been chosen for measurement. This is the peak velocity and is normally expressed in inches per second peak. Velocity is a direct measure of vibration and, as such, provides the best overall indicator of machinery condition. It does not, however, reflect the effect of vibration on brittle material which fractures or cracks more readily than ductile or softer materials.

Vibration acceleration is another important characteristic of vibration. It is the rate of change of velocity. In the example, note that peak acceleration is at the extreme limit of travel where velocity is “0.” As the velocity increases, the acceleration decreases until it reaches “0” at the neutral point. Acceleration peak is normally referred to in units of “g”, where “g” equals the force of gravity at the earth’s surface. (980 2 655 cm/s2 = 386 in/s2 = 32.2 ft/s2.) The vibration acceleration can be calculated as: g Peak = 1.42 D F2 2 10–8 Most machinery vibration is complex and consists of many frequencies. Displacement, velocity, and acceleration are all used to diagnose particular problems. Displacement measurements tend to be a better indication of vibration under conditions of dynamic stress and are, therefore, most commonly used. Note that the overall or total peak-to-peak displacement described in Figure 42 is approximately the sum of all the individual vibrations.

The relationship between peak velocity and peak-to-peak displacement can be found by the following formula: V Peak = 52.3 D F 2 10–6 Where:

V Peak = Vibration velocity in inches per second peak. D = Peak-to-peak displacement in mils (1 mil = 0.001 in).

Figure 42

F = Frequency in cycles per minute (cpm). 65

Torsional Vibration Torsional vibration occurs as an engine crankshaft twists and returns. Torsional vibration originates with the power stroke of the piston. The simplified drive train in Figure 43 illustrates the relationship of shaft diameter, length, and inertia on the natural frequency of the system. To ensure the compatibility of an engine and the driven equipment, a theoretical torsional vibration analysis is necessary. Disregarding the torsional compatibility of the engine and driven equipment can

result in extensive and costly damage to components in the drive train, or engine failure. Conducted at the design stage of a project, the mathematical torsional analysis may reveal torsional vibration problems which can be avoided by modification of driven equipment shafts, masses or couplings. The torsional report will show the natural frequencies, the significant resonant speeds, and either the relative amplitudes or a theoretical determination of whether the maximum permissible stress level is exceeded. Also shown are the approximate nodal locations in the mass elastic system for each significant natural frequency.

Figure 43

The following technical data is required to perform a torsional analysis: A. Operating speed ranges, lowest speed to highest speed, and whether it is variable or constant speed operation. B. Load curve on some types of installations for application with a load dependent variable stiffness coupling.

C. With driven equipment on both ends of the engine, the horsepower requirement of each set of equipment is required and whether operation at the same time will occur. D. A general sketch of the complete system showing the relative location of each piece of equipment and type of connection. E. Identification of all couplings by make and model, along with WR2 and torsional rigidity.

66

F. WR2 or principal dimensions of each rotating mass and location of mass on attached shaft. G. Torsional rigidity and minimum shaft diameter, or detailed dimensions of all shafting in the driven system whether separately mounted or installed in a housing. H. If a reciprocating compressor is utilized, a harmonic analysis of the compressor torque curve under various load conditions is required. If this is not available, then a torque curve of the compressor under each load condition is required. The WR2 of the available flywheels for the compressor should be submitted.

Since compatibility of the installation is the system designer’s responsibility; it is also his responsibility to obtain the theoretical torsional vibration analysis. Upon request mass elastic systems of items furnished by Caterpillar will be supplied to the customer without charge so that he can calculate the theoretical torsional vibration analysis. Mass elastic data for the Caterpillar Diesel Engine is covered in the Technical Information File, as well as a complete list of the required data should you wish Caterpillar to perform a torsional analysis. There is a nominal charge for this service from Caterpillar.

I. The ratio of the speed reducer or increaser is required. The WR2 and rigidity that is submitted for a speed reducer or increaser should state whether or not they have been adjusted by the speed ratio squared.

67

68

AIR INTAKE Page Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

70

Service Life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Cleaner Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dust Particle Size Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-Stage Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Bath Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

70 70 70 71 71 71 71 72 72 72

System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

73

Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe Ends and Hose Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Breakaway Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Straight Section Before Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

73 73 73 73 73 74 74 74 74

69

AIR INTAKE The function of the air intake system is to furnish an adequate supply of clean, dry, low temperature air to the engine. Failing this, increased maintenance costs and/or performance problems are certain to result. The following recommendations must be observed in order to obtain a satisfactory installation: A. Every installation must include an efficient provision for removing dirt particles from the intake air. B. The air inlet location and piping routing must be chosen to best obtain cool air. All joints should be air tight and all pipes properly supported. The air inlet must be designed to minimize the ingestion of water from rain storms, road splash, or during the engine washing process. C. The system maximum restriction recommended values must be adhered to. THE DIRTY AIR CLEANER MAXIMUM IS –25 IN. H2O (–6.2 kPa) FOR NATURALLY ASPIRATED ENGINES AND –30 IN. H2O (–7.5 kPa) FOR TURBOCHARGED ENGINES. For specific engine limits refer to the TMI. AIR CLEANER Dirt is the basic source of engine wear. Most dirt enters the engine via the inlet air. Cylinder walls or liners, pistons, piston rings, valves, valve guides and, in fact, any engine moving part is subjected to accelerated wear when undue amounts of dirt are contained in the inlet air. Therefore, careful air cleaner selection is vital to a good engine installation. Dry-type air cleaners are recommended for Caterpillar Engines.

70

Caterpillar offers an air cleaner package as optional equipment for all engines. The Caterpillar air cleaner is matched to the engine to meet its requirements; however, vehicle requirements often result in the choice of an alternate package. The following information will be helpful where modifications are made to the Caterpillar system or where an alternate system is used. A. Service Life The air cleaner must be sized so that initial restriction is low enough to give acceptable life within the maximum allowable restriction of the air inlet system. Air Flow Refer to the Industrial Engine Data Sheet. The value given as combustion air flow is for full load bhp at SAE conditions. Restriction Pressure drop across a typical air cleaner will be 6.0 in. H2O (1.5 kPa) when clean. the piping system might typically add another 3.0 in. H2O (0.75 kPa) pressure drop. For maximum permissible air restriction for a dirty air cleaner element refer to the Industrial Engine Data Sheet. To provide for satisfactory engine performance and adequate filter element service life, the element should be sized as large as practical. The 9.0 in. H2O (2.2 kPa) initial pressure drop is an important measure of the expected element service life. Generally, the maximum initial (clean dry) restriction recommendation is 15 in. H2O (3.7 kPa). See the Industrial Engine Data Sheet for specific engine limits.

Service Indicator

b. Use sonic dust feeder.

Vacuum sensing devices designed to indicate the need for air cleaner servicing are commercially available and when added to the air intake system, serve a vital function. Either one of two types is recommended for use. One is a trip lock device which indicates that the air cleaner condition is either satisfactory or when in need of service; it has a red display. The trip or latching type is preferred. The other type is a direct reading gauge. Both measure inlet restriction and, on NA engines, would be connected to the inlet manifold. On turbocharged engines the recommended connection point would be on the straight length of pipe immediately upstream of the turbocharger. If the indicator is mounted on the air cleaner, the setting should be adjusted to indicate need for service before the point of maximum system restriction, producing engine performance degradation, is reached (since additional piping restriction is encountered downstream of the air cleaner).

c. Use AC fine dust.

B. Air Cleaner Efficiency The air cleaner selection should be based upon the following efficiency considerations: 1. Performance Test A satisfactory air cleaner must meet the requirements of the SAE Air Cleaner Test Code J726a, Section 8.1. The FILTER - SHOULD HAVE 99.5% EFFICIENCY MINIMUM as calculated by this test code with additions and exceptions as follows: a. Air flow corrected to ft3/min at 29.6 in Hg pressure and 90°F (m3/min at 99.9 kPa pressure and 32.2°C).

d. Dust quantity determined by lightduty class. e. Filter to be dried and weighed in an oven at 200°F to 225°F (93°C to 107°C) before and after test. 99.5% filtration of the AC fine dust has been determined to be a practical combination of the kind of dirt likely encountered in service at an air cleaner efficiency expected to give optimum engine wear life. 2. Dust Particle Size Effects The above test procedure will have established sufficient control on the filter media particle size filtering ability of the tested air cleaner. Variables needing further control include: a. Choose filters supplied by manufacturers that can best provide quality control. b. Filters should be designed to be resistant to damage at initial assembly or during cleaning. End seal and filter media both are subject to damage which can result in dust leakage into the engine. c. Dirt can be built into the piping at initial assembly, enter the system during the filter change, or be sucked into leaks in the piping system. Engine wear tests have shown that dust particles under 1.0 micron (0.001 mm) size have little effect on the engine. 99.5% of this dust will pass out through the engine exhaust. 1.0 micron to

71

10 micron (0.001 mm to 0.01 mm) size dust has a measurable effect on engine life; however, ONE TEASPOONFUL PER HOUR OF 125 MICRON (0.125 mm) SIZE DUST WILL WEAR OUT AN ENGINE IN 24 HOURS. Put another way, inlet air dust particle sizes larger than bearing oil film thicknesses will seriously affect bearing and piston ring life.

E. Exhaust Ejector In extremely dusty environments where dust and other particles cause air cleaners to plug up quickly, precleaners are often used to extend the service life of air cleaner elements. However, at the same time, precleaners can often become an added maintenance problem.

C. Two-Stage Air Cleaners For conditions where dust concentrations are higher or where increased service life is desired air cleaners are available with a precleaning stage. This precleaner imparts a swirl to the air, centrifuging out a major percentage of the dirt particles which may be collected in a reservoir or exhausted out on either a continuous or an intermittent basis. D. Oil Bath Air Cleaners Oil bath air cleaners, while sometimes required to meet customer specifications, are not recommended by Caterpillar. At best their efficiency is 95% as compared to 99.5% for dry-type filters. Their relative ease of service and insensitivity to water are advantages easily outweighed by disadvantages such as: — Lower efficiency — Low ambient temperatures, low oil level, low air flow (such as at low idle), and installed tilt angle lessens efficiency further. — Oil carry-over, whether resulting from overfilling or increased air flow, can seriously affect turbocharger and engine life.

72

An improved precleaner has been designed as an integral part of any exhaust aspirated air cleaner system. Using a louvered body design, the precleaner has a very high separator efficiency. It will separate and remove over 90% of the dirt and chaff from the incoming air stream. The system provides a good solution to a difficult problem.

SYSTEM The dry-type filter efficiency is not affected by angle of orientation on the vehicle. Special care should be taken, though, in arranging the filter housing and the piping, to ensure that dirt retained in the filter housing is not inadvertently dumped into the engine air supply by service personnel during the air cleaner service operation. A vertically mounted air cleaner with bottommounted engine supply pipe would be particularly vulnerable to this occurrence. For applications involving off-highway operation, a filter design incorporating a secondary or “safety” element which remains undisturbed during many change periods should be used. Its higher initial cost is offset by its contribution to longer engine life. A. Intake The air inlet should be shielded against direct entrance of rain or snow The most common practice is to provide a cap or inlet hood which incorporates a coarse screen to keep out large objects. This cap should be designed to keep air flow restriction to a minimum. Some users have designed a front air intake which gives a direct air inlet and an internal means of achieving water separation. Precleaners and prescreeners incorporated into the intake cap design are also available. They can be used where special conditions prevail or to increase the air cleaner service life. These devices can remove 70% to 80% of the dirt. The prescreener is designed to protect the inlet system when trash is encountered.

B. System Design Routing In addition to locating the inlet so that the coolest possible air from outside the engine compartment is used, and engine exhaust gas is not used, it is best to locate the air piping away from the vicinity of the exhaust piping when possible to do so. Air temperature to the air inlet should be no more than 20°F (11°C) above ambient air temperature. Diameter Piping diameter should be equal to or larger than the air cleaner inlet and outlet and the engine air inlet. A rough guide for pipe size selection would be to keep maximum air velocity in the piping in the 2,000 fpm to 3,000 fpm (10 m/s to 15 m/s) range. Flexibility To allow for minor misalignment due to manufacturing tolerances, engine-toenclosure relative movement and isolate vibrations, segments of the piping should consist of flexible rubber fittings. These are designed for use on diesel engine air intake systems and are commercially available. These fittings include hump hose connectors and reducers, rubber elbows, and a variety of special shapes. Wire reinforced flexible hose should not be used. Most material available is susceptible to damage from abrasion and abuse and is very difficult to seal effectively at the clamping points unless special ends are provided on the hose.

73

Pipe Ends and Hose Connections

Piping Support

Beaded pipe ends at hose joints are recommended. Sealing surfaces should be round, smooth, and free of burrs or sharp edges that could cut the hose. The tubing should have sufficient strength to withstand the hose clamping forces. Avoid the use of plastic tubing since it can lose much of its strength when subjected to temperatures of 300°F (149°C) or above. Either “T” bolt-type or SAE-type F hose clamps providing 360° seal should be used. They should be top quality clamps. Double clamps are recommended on connections downstream of the air cleaner.

Bracing and supports are required for the piping. The turbocharger inlet pipe must be supported when its weight exceeds 25 lb (11.3 kg). Unsupported weight on clamptype joints should not exceed 3 lb (1.4 kg).

Breakaway Joints A breakaway joint allows the cab or hood to tilt away from the engine compartment for accessibility and servicing of the engine. Half of the rubber seal flange remains on the engine air intake and the other half of the flange is secured to the enclosure or hood. Breakaway joints may, if carefully designed, be used upstream of the air cleaner but never between the air cleaner and engine. When breakaway joints are required choose a joint designed for lifetime sealing under the most severe conditions and needing little or no maintenance.

74

Straight Section Before Turbocharger When possible, the piping to the turbocharger inlet should be designed to ensure that air is flowing in a straight, uniform direction into the turbocharger compressor. A straight section of at least two or three times pipe diameter is recommended because air striking the compressor wheel at an angle can create pulsations which can cause premature compressor wheel failure.

EXHAUST Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76

Exhaust Silencer Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76

Exhaust Backpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76

Piping

.................................................................

77

Exhaust Pyrometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

78

75

EXHAUST GENERAL In order for an engine to produce its rated horsepower, attention should be given to exhaust gas flow restriction. Stringent legislation requirements on vehicle noise limits may require more restrictive exhaust systems. When checked by Caterpillar’s recommended method, the exhaust backpressure must not exceed limit given on the Industrial Engine Data Sheet. The exhaust piping must allow for movement and thermal expansion so that undue stresses are not imposed on the turbocharger structure or exhaust manifold. Never allow the turbocharger to support more than 25 lb (11.3 kg).

a small increase in pipe size can cause an appreciable reduction in exhaust pressure. Since silencer restriction is related to inlet gas velocity, in most cases a reduction in muffler restriction for a given degree of sound attenuation will require a larger silencer with larger pipe connections. It is essential that the system does not impose more than the allowable maximum backpressure. Excessive backpressure can also cause excessive exhaust temperature and loss of horsepower. To avoid these problems, exhaust system backpressure should be calculated before finalizing the design. Estimation of the piping backpressure can be done with this formula. 0.22LQ2 ____________ P= D5 (460 + T)

EXHAUST SILENCER SELECTION The muffler or silencer is generally the single element making the largest contribution to exhaust backpressure. The factors that govern the selection of a silencer include: available space, cost, sound attenuation required, allowable backpressure, exhaust flow, and appearance. Silencer design is a highly specialized art. The silencer manufacturer must be given responsibility for the details of construction. For exhaust gas flow see the Industrial Engine Data Sheet.

Where: P = Pressure drop (backpressure) measured in inches of water. L = Total equivalent length of pipe in feet. Q = Exhaust gas flow in cubic feet per minute. D = Inside diameter of pipe in inches. T = Exhaust temperature in °F.

EXHAUST BACKPRESSURE

Values of D5 for common pipe sizes are given below.

Sharp bends in the exhaust system will increase exhaust backpressure significantly. The pipe adapter diameter at the turbocharger outlet is sized for an average installation. This size decision assumes a minimum of short radius bends and reducers. If a number of sharp bends are required, it may be necessary to increase the exhaust pipe diameter. Since restriction is proportional to the fifth power of the pipe diameter,

Nominal Pipe Diameter In Inches ____________ 3.0 3.5 4.0 5.0 6.0

76

Actual Inside Pipe Diameter In Inches ____ D5 _________ 2.88 198. 3.38 441. 3.88 879. 4.88 2768. 5.88 7029.

To determine values of straight equivalent length for smooth elbows use: Standard 90° Elbow = 33 2 Pipe Diameter Long Sweep 90° Elbow = 20 2 Pipe Diameter Standard 45° Elbow = 15 2 Pipe Diameter To determine values of straight pipe equivalent length for flexible tubing use: L = Lf 2 2 Exhaust backpressure is measured as the engine is operating under rated conditions. Either a water manometer or a gauge measuring inches of water can be used. If not equipped, install a pressure tap on a straight length of exhaust pipe. This tap should be located as close as possible to the turbocharger or exhaust manifold on a naturally aspirated engine, but at least 12 in (305 mm) downstream of a bend. If an uninterrupted straight length of at least 18 in (457 mm) is not available (12 in [305 mm] preceeding and 6 in [152 mm] following the tap) care should be taken to locate the probe as close as possible to the neutral axis of the exhaust gas flow. For example, a measurement taken on the outside of a 90° bend at the pipe surface will be higher than a similar measurement taken on the inside of the pipe bend. The pressure tap can be made by using a 1/8 NPT “half coupling” welded or brazed to the desired location on the exhaust pipe. After the coupling is attached, drill a 0.12 in (3.05 mm) diameter hole through the exhaust pipe wall. If possible, remove burrs on the inside of the pipe so that the gas flow is not disturbed. The gauge or gauge hose can then be attached to the “half coupling.”

PIPING When routing the exhaust system, each of the following factors should be considered: 1. Flexible joints are needed to isolate engine movement and vibration and to offset piping expansion and contraction. From its cold state, a steel pipe will expand 0.0076 in per foot per 100°F (0.63 mm per meter per 37.8°C) temperature rise. For example, the expansion of 10 ft (3.05 m) of pipe with a temperature rise of 50°F to 850°F (10°C to 400°C) is 0.61 in (15.49 mm). If not accounted for, the piping movement can exert undue stress on the turbocharger structure and the pipe supports. The maximum allowable load that the turbocharger is permitted to support is 25 lb (11.3 kg). This usually requires that a support be located within 4 ft (1.2 m) of the turbocharger, with a flexible connection located between the turbocharger and the support. Manifolds for naturally aspirated engines can support up to 50 lb (22.7 kg). Flexible joints should be located in a longitudinal run of pipe rather than on a transverse section. This allows flexibility for engine side motion. 2. Water must not be permitted to enter the engine through the exhaust piping. On mobile machine installations, a low horizontal exhaust pipe mounting is sometimes used, but it is difficult to find a place under the chassis where the exhaust gas can be discharged without adversely affecting some aspect of machine design. The tailpipe should be tipped to the side and inboard to avoid noise bouncing off the road and excessive heat on the tires.

77

A vertical silencer mounting is more common. The exhaust outlet should be located so that fumes do not enter the air cleaner or the cab under any operating condition of the machine. Water protection for vertical systems can involve these items: A. Rain cap. B. A bend at the outlet is quite common. If it is the sole method of excluding moisture, the bend should be a full 90°, and the exhaust outlet directed towards the rear of the machine. However, local laws should be considered since silencing effectiveness may be altered.

78

C. Drain holes near a low point in the piping are used. Holes smaller than 1/8 in (3.17 mm) have a tendency to become plugged, and unfortunately holes of that size or larger are likely to be a source of noise and focus for corrosion. Consider installing a small drained expansion chamber to the piping. EXHAUST PYROMETERS An exhaust pipe thermocouple and related instrument panel-mounted pyrometer is sometimes installed. Care should be taken in mounting the thermocouple so as to not increase the exhaust backpressure.

COOLING Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

80

Radiator Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

81

Cooling Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

82

Filling Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

83

Pump Cavitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

83

Cooling Level Sensitivity (Drawdown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

83

Air/Gas Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

84

Shunt-Type Radiators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

84

Other Radiator Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

Radiator Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Antifreeze Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Coolant Conditioners and Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Plumbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

87

Fan Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Fan Diameter and Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Fan Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Fan Shrouds and Fan Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Air Flow Losses and Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Obstructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Gauges and Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

90

Water Temperature Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Warning Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Block Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

91

Expansion Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

92

79

COOLING GENERAL A No. 2 diesel fuel, when mixed with the proper amount of air and compressed to the ignition temperature, will produce in excess of 19,500 Btu/lb of fuel (45,500 kJ/kg). As a general rule, one-third of this energy will be used to produce useful work, one-third will be discharged into the exhaust system, and one-third will be rejected into the cooling system of an engine. The cooling system consists of two parts which must be compatible to perform the

necessary function of limiting the temperature of the engine components. A specific quantity of coolant flow and a flow path is provided by the engine design. One part of the cooling system comprises all the areas within the engine that limit component temperature and collect the energy transferred during combustion. The other part is the external component that transfers heat to the atmosphere (radiator) or to a cooling liquid medium (heat exchanger). A typical radiator and heat exchanger system is shown in Figures 44 and 45, respectively.

Figure 44

— RADIATOR COOLING — CONTROLLED OUTLET THERMOSTATS

Figure 45

— HEAT EXCHANGER COOLER — CONTROLLED INLET THERMOSTATS

80

Caterpillar provides a radiator or heat exchanger and expansion tank system designed to perform satisfactorily with each engine manufactured and to be compatible with various power levels selected. Modifications to the cooling packages are not acceptable without approval because of possible disturbance to coolant flow paths. The expansion tank and heat exchanger perform the same function as the radiator. Whereas a radiator fan provides air flow through the cooling fins of the radiator to transfer coolant heat to the air, an external coolant supply passes through the tubes of the heat exchanger to accomplish heat transfer. On 3400 and 300 Series Engines the thermostats in the heat exchanger systems sense coolant temperature supplied to the engine jacket water circulating pump rather than the coolant discharged from the engine cylinder heads, as in radiator and heat exchanger systems of Models 3208, 3304, 3306, and D353. The pump inlet temperature-controlled heat exchanger system provides less variation in temperature because bypass coolant and heat exchanger flow mix at the thermostat sensing bulb and in the expansion tank before passing to the pump. Water pump inlet pressure is greater because the external cooling restriction is eliminated from the flow path. The material handling and agricultural business includes many different applications of industrial engines. But, for the most part, the cooling system requirements are not unique. With the exception of pumping applications and some permanent on-site compressor applications, radiators are used for engine cooling. Although Caterpillardesigned cooling packages are recommended for many applications, there are occasions where equipment manufacturers prefer to supply their own radiators,

partly because the large majority of mobile equipment applications cannot be adequately served by Caterpillar industrial radiators. RADIATOR STRUCTURE Caterpillar industrial radiators such as the 3200 and 3300 Series unit construction type and the 3400 Series bolted core are not designed for mobile equipment applications. Applications of these radiators require isolation from machine vibration, and large impact loads. The maximum total amplitude of vibration allowed at any point on the radiator core is 10 mil (±5 mil). Core isolation is provided by rubber mounts from the radiator frame sufficient to limit core vibration amplitude for relatively high frequency vibration; but low frequency vibration in the order of 15 Hz may amplify radiator core motion beyond 10 mil. In these cases special machine frame or radiator support modifications must be made. Mobile equipment applications require radiator construction which incorporates bolted top and bottom tanks with side channel support. Reinforcing strips should be used on both sides of the core headerto-tank bolted joint to limit distortion. Compressed rubber is often incorporated between the core and the inboard side of the channel members to provide additional core support. Since many of the radiators used by equipment manufacturers will not be Caterpillar designed, a complete evaluation of the cooling system is required to prove the capability of the system. Reference material for such an evaluation is provided by Engine Data Sheet EDS 50.5. Another useful reference for evaluating radiator top tank design is provided by EDS 52.1.

81

COOLING CAPABILITY Caterpillar requires the maximum coolant discharge temperature to the radiator to be 210°F (98°C) for sea level operation and recommends a minimum ambient capability of 110°F (42.9°C) during full load operation at all operating speeds. This includes all additional heat loads which might be imposed on the cooling system such as torque converter coolers or air-to-oil coolers which might be added in front of the radiator. As indicated in EDS 50.5, certain measuring devices are required to evaluate cooling capability. A suitable method for measuring engine power could be a fuel meter, fuel setting indicator (rack position), or dynamometer. Additional measured data are engine speed, coolant temperatures in and out of radiator, air temperature to the radiator (several locations), and ambient air temperature which is sampled far enough from the machine to eliminate effects of heat generated by the operating machine. Location of the test site should be such that heated air which has passed through the radiator is not forced back through the radiator in an unrealistic manner by walls or other adjacent structures (recirculation of air). Recirculation of air can also be an inherent characteristic of the cooling system, but should be avoided. Locating narrow strips of cloth on small pieces of wire fastened at various locations around the outside surface of the radiator provides an excellent flow path indicator. Another useful tool for indicating air flow path can be made by attaching a narrow strip of cloth to the end of a long piece of wire which can be used as a probe around the engine or radiator periphery. Baffling of the radiator or air flow directors are often necessary to ensure that unheated ambient air is directed to the radiator for most effective cooling. This is an insidious problem which should not be overlooked.

82

Cooling capability of a radiator and torque converter cooler are referenced to a 70% efficiency operating level as a general design consideration. Normally, the performance characteristics of speed and torque ratio, input and output power, and the heat generated by lost power is provided by the torque converter manufacturer. The efficiency characteristic will be associated with an engine speed, and cooling system operating characteristics should be observed at this engine speed whenever possible. Equipment manufacturers often find that imposing a load on the engine is difficult to accomplish during cooling test operations. Direct drive machines are the most difficult and usually require that some type of dynamometer or other load absorbing device be fastened to the output shaft. Torque converters can be used as load absorbing devices if a separate cooling method (such as cold plant water) is provided to the cooler. Extended operation at converter stall can be accomplished allowing all coolant temperatures to stabilize without excessive torque converter oil temperature. Note, however, that the cooling capability established in this manner does not include the equivalent of 30% flywheel horsepower which would normally be cooled by the engine cooling system. This must be included by calculation in the same manner as the calculation shown in EDS 50.5 for extrapolating observed temperature data to 210°F (90°C) radiator top tank conditions. The additional heat load which must be added is 30% of flywheel horsepower multiplied times 42.4 Btu/ min/hp. Some correction factors to the observed ambient air temperature capability for the machine must not be overlooked. Altitude above sea level reduces the density of air and its ability to cool the radiator. A good correction factor is 2.5°F (1.38°C) deducted

from the observed ambient temperature capability for each 1,000 ft (304.9 m) above sea level. Another correction which must be included is the effect of antifreeze. The ability to transfer heat diminishes when water is mixed with ethylene glycol. Antifreeze solutions of 50% will reduce ambient temperature capability approximately 6°F (3.3°C). FILLING ABILITY (Reference EDS 50.5) The cooling system must accept a bucket fill method (interrupted) and continuous fill method at a minimum rate of 5 gpm (18.9 L/min) without air lock (false fill). The coolant should not be below the qualified low operating level after engine start and warm-up. The low coolant level is established during drawdown tests. False fill is a potential problem with all types of radiators but especially with shunt-type radiators on low profile machines. Several items regarding filling problems are worthy of special mention. The engine outlet hose (to radiator) should slope upward continuously as should all air vent lines from the engine to the radiator top tank. Vent lines should enter as near to the top of the tank as possible. The shunt line on a shunt-type radiator should be as large as possible, should slope downward continuously toward the water pump, and should be connected as close as possible to the inlet of the engine cooling water pump. The shunt hose opening in the radiator should be as low as possible in the upper chamber of the baffled tank. Do not overlook the effect of filling characteristics when the machine is resting on a slope or uneven ground. PUMP CAVITATION (Reference EDS 50.5)

state (boiling point). In the cooling system pump inlet, a gas or vapor bubble will displace liquid and reduce the amount of liquid that can be pumped. This loss of pumping volume can be observed as a loss in water pump pressure rise. The maximum pump rise loss that is acceptable at the cavitation temperature is 10% of the pressure rise observed at 120°F coolant temperature to the pump while operating at rated speed. The acceptable cavitation temperature for a given engine is 210°F (98°C) minus the temperature rise across the engine when fully loaded. EDS 50.5 shows a method for calculating temperature rise. As a general rule, the temperature rise will be in the range of 10°F to 15°F (5.5°C to 8.3°C). The TIF provides heat rejection to jacket water and pump flow which allows temperature rise calculations. Cavitation characteristics observed during an evaluation can be affected by the system air venting capability. If air venting problems are present, the cavitation temperature should be rechecked after a solution to the venting problem is found. COOLING LEVEL SENSITIVITY (DRAWDOWN) (Reference EDS 50.5) The drawdown capability from full level with 180°F (82°C) pump inlet temperature and engine operating at rated speed must be 12% of the total system volume with no more than a 10% loss in pump pressure rise. This level, so established, is the low level reference position and should be marked in such a manner that it can be accurately detected by visual inspection. A metal plate or sight glass should be provided. The 12% value is appropriate for a system which uses a 7 psi pressure cap, but lower pressure systems should provide 16% drawdown capability.

Given the proper conditions of pressure and temperature, all liquids will form a gaseous

83

An open volume above the cold full level should be 10% of the total system volume to allow for expansion of the coolant during warm-up and for additional expansion due to afterboil, during shutdown of a hot engine. The cold full level should be established with a fill tube which extends into the top tank below the top surface enough to establish the correct volume. See EDS 52.1. A small air bleed hole (0.12 in. diameter [3.0 mm diameter]) in filler tube, just below top of radiator top tank is required to render this expansion volume usable. Shunt-type radiators, and especially those which are used in low profile machines, are occasionally marginal for expansion and afterboil volume. This may cause discharge of liquid sufficient to lower the cold level near the shunt tube opening. This, in combination with start and warm-up of the machine on a side slope, may allow induction of air into the cooling system. Large quantities of air induction may cause an additional discharge of liquid. Such a condition, if not detected, may cause overheating. Location of a shunt tube on the side of a top tank accentuates the sensitivity to tilted operation. AIR/GAS VENTING (Reference EDS 50.5) A certain amount of combustion gas leakage and entrained air must be vented from the cooling liquid. The venting requirement for each engine is shown in EDS 50.5. Separation of gas from a liquid medium requires a low coolant velocity at the top of the radiator and a relatively quiescent flow. The coolant velocity across the top of a radiator core should be approximately 2 fps (9.4 cm/s). Another way of stating this limit is based on the rate of change of the fluid volume above the core. The maximum rate of change of volume should be

84

200 changes per minute. For example, if the volume of water above the core is 1 gal and the engine coolant flow rate is 1.10 gpm, the 1 gal volume would be changed 110 times per minute. In the case of the shunt-type radiator, the volume between the baffle and core should receive the same maximum volume change rate. SHUNT-TYPE RADIATORS A shunt cooling system helps prevent pump cavitation by maintaining a positive pressure head of coolant at the pump inlet at all times. The radiator top tank is divided into two compartments (upper and lower) with a small air/coolant bleed or baffle vent tube connecting them. A shunt line located as low as possible in the upper chamber directs coolant to the circulating pump inlet. When the coolant reaches the temperature required to open the thermostat, the coolant is directed to the lower chamber of the radiator top tank, across the top of the radiator core, and down through the core to the circulating pump inlet. The small baffle vent connecting the lower compartment to the upper should be located remote from the primary entry of coolant into the lower chamber. Air or gas which is entrained in the coolant tends to separate from the coolant, if a low velocity is provided, and it collects above the core on the bottom of the baffle, to be carried up through the small baffle tube where it collects at the top of the upper chamber and is eventually discharged through the pressure cap. The deaerated coolant in the upper compartment flows slowly down the shunt tube to the pump inlet and provides a nearly static pressure. The shunt tube should pro-gress downward continuously without air locks. Use as large an inside diameter as possible with one inch minimum preferred. (See Figure 46.) Any vent tube provided from the engine should be connected near

Figure 46

SHUNT COOLING SYSTEM

the top of the upper compartment. In some extreme cases, the space allotted to the radiator is so small that the top tank must be limited in size. For these cases a remote shunt tank can be used in available space to provide the same function as an integral top tank. Under no circumstances can the remote tank be located below the radiator top tank or any extremity of the engine cooling system. Design criteria for all expansion and top tanks remains the same in regard to required expansion volumes, reserve, and fill characteristics. See EDS 52.1. OTHER RADIATOR CONSIDERATIONS Radiator inlet and outlet diameters should be the same or, if possible, larger on the outlet and should be located on diagonally opposite sides to limit “channeling” of coolant flow on one side of the core. The bottom tank height of the radiator should be no less than the outlet tube diameter.

Radiator Core Core frontal area should be as large as possible to minimize restriction to air flow. Low radiator core restriction usually results in being able to provide a larger diameter, quieter, slower turning fan, which demands less drive horsepower. Radiators which are nearly square can provide the most effective fan performance. They can be installed with a minimum of unswept core area. As a general rule, keep core thicknesses to a minimum with a maximum of 11 fins per inch. Increasing the number of fins per inch does increase the radiator heat rejection for a given air velocity through the core but at the cost of increasing the resistance to air flow. While the most economical initial cost will be maximum core thickness and fins per inch, this involves higher fan horsepower with consequent operating cost and noise penalties throughout the life of the installation. In addition, a radiator with more fins per inch is much more susceptible to plugging from insects and debris.

85

Water Treatment

Antifreeze Protection

Of prime consideration in any closed cooling system is the proper treatment of the cooling water. The water should be treated to ensure that neither corrosion nor scale forms at any point in the system. Usually water hardness is expressed in grains per gallon; one grain being equal to 17.1 parts per million (ppm) expressed as calcium carbonate. Water containing up to 3.5 grains per gallon is considered soft and causes few deposits.

Installations which expose the engine coolant to subfreezing temperatures necessitate the addition of antifreeze to the water system. Ethylene glycol or Dowtherm 209 are recommended to protect against freezing and to inhibit corrosion. Borate-nitrite solutions such as Caterpillar corrosion inhibitor or NALCO 2000 are compatible only with ethylene glycol and can be used to replenish the original corrosion inhibitors in the antifreeze.

Usable water must have the following characteristics: pH Chloride and Sulfate Total Dissolved Solids Total Hardness

6.5 to 8 100 ppm 500 ppm 200 ppm

Water softened by removal of calcium and magnesium is acceptable. A corrosion inhibitor is then added to the system to keep it clean, reduce scale and foaming, and provide pH control. With the addition of an inhibitor, a pH of 8.5 to 10 should be maintained. The inhibitor must not damage hoses, gaskets, or seals. Caterpillar cooling corrosion inhibitor is compatible with ethylene glycol base antifreeze but cannot be used with Dowtherm 209. A 3% to 6% concentration of inhibitor is recommended. Soluble oil or chromate solution should not be used because of damaging effects on water pump seals. NOTE: In cases where there is a possibility of the cooling water coming into contact with a domestic water supply, water treatment may be regulated by local codes.

86

COOLANT FREEZING AND BOILING TEMPERATURES US. ETHYLENE GLYCHOL CONCENTRATION Figure 47

Coolant Conditioners and Filters

PLUMBING

All 3400 Series direct injection Engines require the use of a chemical coolant conditioner. The conditioner reduces potential cylinder block and liner pitting and corrosion.

Piping between the engine and radiator should be flexible enough to provide for relative motion between the two. Hoses less than 6 in (15.24 cm) in length provide little flexibility and are difficult to install. If the hose is more than 18 in (45.7 cm) in length, it is susceptible to failure from vibration or coming loose at the connections. Support the piping with brackets, when necessary, to take weight off a vertical joint. High quality hose, clamps, and fittings are a prerequisite for long life and are necessary to avoid premature failure. It is also necessary to “bead” pipe ends to reduce the possibility of a hose blowing off. Double clamps are desirable for all hose connections under pressure. Vent lines and shunt lines must slope downward without high or low areas that may trap air and cause an air lock. In order to maintain the correct flow relationship in a baffled radiator top tank, it is recommended that no lines tee into the shunt or vent lines.

A. Consult the factory for suitable coolant conditioners which should be applied and maintained in accordance with published instructions. B. If a dry charged additive water filter is selected, the following plumbing recommendations should be followed. 1. The filter inlet and outlet are ordinary 0.375 in (9.5 mm) inside diameter rubber hoses. Connect the hoses to obtain the highest possible coolant pressure differential across the unit. Heater hose connecting points at the coolant pump inlet and the temperature regulator housing are recommended. If uncertain, plumb the inlet to a point on the discharge side of the water pump and the outlet to a point near the water pump inlet. 2. The outlet should be orificed with a 0.125 in (3.2 mm) internal diameter orifice. This will prevent excessive coolant flow through the filter which can bypass the radiator core and reduce effectiveness of the cooling system. Inlet and outlet lines should include shutoff valves so the filter can be serviced without draining the cooling system.

FAN RECOMMENDATIONS A. Fan Diameter and Speed As a general rule, the most desirable fan is one having the largest diameter and turning at the lowest speed to deliver the required air flow. This also results in lower fan noise and lowest fan horsepower draw from the engine. Blade tip speed, while being only one of the elements of cooling fan design, is an item easily changed with choice of fan drive pulley diameter. An optimum fan tip velocity of 14,000 fpm (7112 cm/s) is a good compromise for meeting noise legislation requirements and cooling system performance requirements. Maximum acceptable tip speed is 16,000 fpm (9144 cm/s) for Caterpillar fans.

87

B. Fan Performance Proper selection and placement of the fan is critical to the efficiency of the cooling system. It requires careful matching of the fan and radiator by determining air flow needed and static air pressure which the fan must overcome. This must be done since most discrepancies between cooling system calculated performance and test results are traceable to the “air side” and directly related to items affecting fan air flow. There are two major considerations for proper fan selection: 1. Air flow needed to provide the required cooling. 2. Select a fan that provides the required air flow, and one that is relatively insensitive to small changes in static pressure. This desired design point is where a small change in static pressure does not cause a large change in air flow. Selecting a lower pressure point is not recommended as it could be in the unstable “stall” area where a small change in static pressure causes a large change in air flow. Performance curves for available Caterpillar fans are shown as air flow (cfm), static pressure head, (inches of water, gauge) and horsepower in TMI. The Caterpillar curves are based on standard air density, an efficient fan shroud, and no obstructions. This is a theoretical air flow which is seldom possible because of some obstruction. Theoretical air flow sometimes can be approached with the fan in a properly designed close fitting shroud with no more than 0.0625 in (1.6 mm) blade tip clearance. Such a close fitting shroud is

88

not practical, and tip clearance is increased; a 0.5 in (12.7 mm) clearance is generally recommended. When a fan speed different from those shown in the curves is needed, the additional performance data can be calculated using these fan rules: For Speed Changes cfm2 = cfm1

rpm 2 ____ rpm1

Ps2 = Ps1

( ) ( )

hp2 = hp1

rpm 2 ____ rpm1

2

rpm 2 ____ rpm1

3

For Diameter Changes cfm2 = cfm1

Ps2 = Ps1

hp2 = hp1

( ) ( ) ( ) Dia 2 ____ Dia1

3

Dia 2 ____ Dia1

2

Dia 2 ____ Dia1

5

For Air Density Changes Ps2 = Ps1

r2 ___ r1

hp2 = hp1

r2 ___ r1

Ambient Capability Adjustments (Air Flow or Fan rpm Changes) nT2 = nT1

nT2 = nT

( )

cfm1 0.7 ____ 0. cfm 2 .

( ) rpm 1 ____ 0. rpm 2 .

0.7

Maximum Ambient Capability = 210 – nT2 cfm = Air flow in cubic feet per minute. rpm = Fan speed in revolutions per minute. Ps = Stack pressure in inches of water. hp = Fan horsepower. Dia = Fan diameter in inches. r = Air density in pounds per cubic foot. nT = Coolant top tank temperature minus ambient air temperature. C. Fan Shrouds and Fan Location Two desirable types of shrouds are: venturi and box. Maximum air flow and efficiency is provided by a tight fitting venturi shroud with sufficient tunnel length to provide straight air streamlines. Small fan clearances require a fixed fan or an adjustable shroud. Although they are somewhat less efficient than the venturi shroud, box type shrouds are most commonly used because of lower cost. Properly positioned, a simple orifice opening in the box shroud is practical. Straight tunnel shrouds are usually less effective than venturi or box shrouds.

The fan tip clearance should be 0.5 in (12.7 mm) or less. A properly designed shroud will: 1. Increase air flow. 2. Distribute air flow across core for more efficient use of available area. 3. Prevent recirculation of air. As a general rule, suction fans should be no closer to the core than the projected blade width of the fan. Greater distance gives better performance. Consider also that engine-mounted items close to the back side of the fan can introduce vibrations into the fan to cause fan failure, increase fan noise, and reduce air flow. Suction fans should be positioned so that two-thirds of the projected width is inside a box shroud orifice plate while a blower fan position is one-third inside the shroud. D. Air Flow Losses and Efficiency Obstructions Particular attention should be given to items restricting air flow, both in front of the radiator and to the rear of the fan. The additive affects of guards, bumpers, grills, and shutters in front of the radiator, pulleys, idlers, engine-mounted accessories, and the engine itself behind the fan can drastically reduce air flow.

89

GAUGES AND DEVICES A. Water Temperature Gauges The size and location of the water temperature gauge connection is shown on the Engine General Dimension Drawing available in the Industrial Drawing Book. Be certain the temperature bulb is located in the water flow. Use of a pipe fitting reducer may remove the bulb from the coolant stream and cause an erroneous reading. The gauge should be marked with a red band or warning at 210°F (98°C) and above. B. Warning Devices A large number of warning devices are available to indicate high coolant temperature, low radiator top tank level, loss of coolant flow, and air in the water. These should be installed in accordance with the manufacturer’s recommendations. A temperature sensing unit should be set so that warning is given at 210°F (98°C) engine outlet (top tank) temperature, or lower. Caterpillar recommends this device be part of every installation and should be of high quality with accuracy of ±2°F (±1.1°C). Depending on engine model, this unit should be mounted on the cylinder head or coolant regulator housing to monitor the coolant temperature as it leaves the engine to the radiator top tank.

block and heads when the heater is operating and to avoid overheating caused when coolant recirculates through the heater during normal engine operation. The principle involved in operation is called thermosyphoning. The heated coolant rises in the tank or block. Since the coolant system is a closed loop, the rising hot coolant will be replaced by cold coolant and circulation results. Some heater systems incorporate coolant pumps. To prevent coolant bypassing the cylinder heads during engine operation, a check valve must be included in the block heater circuit. Many external heaters have built-in check valves, but test the heater first before installing it to be sure. Pour water in the outlet of the heater; the check valve should prevent the water from flowing through the heater. If the block heater chosen does not contain an integral check valve, one must be installed. The check valve should be installed on the inlet side of the tank. The inlet to the heater should be taken near the oil cooler outlet for optimum flow. The outlet should be directed upward to the engine connection without loops or downward turns to as high a point in the cylinder heads as possible. The greatest mixing and flow should occur by connecting to the rear of the engine cylinder head. Vee engines often require two heaters to provide adequate circulation of coolant through both banks.

C. Block Heaters Devices which heat engine coolant to provide faster engine warm-up are commonly called engine block heaters. They fall into two categories: internal or immersion type and external or tank type. Correct installation of the external type is very important to ensure adequate coolant circulation through the cylinder

90

The outlet from the heater tank should be directed upward to the engine connection with no loops or downward turns. If the engine connection is made at the normal block drain, a tee fitting and drain plug in this line is recommended.

HEAT EXCHANGER Most shell and tube heat exchangers are of either the single-pass or the two-pass type. This designation refers to the flow in the cold water circuit of the exchanger. In the two-pass type, the cold water flows twice through the compartment where jacket water is circulated; in the singlepass type only once. See Figure 48. When using a single-pass exchanger, the cold water should flow through the exchanger in a direction opposite to the flow of jacket coolant to provide maximum differential temperature and heat transfer. This results in improved heat exchanger performance. In a two-pass exchanger, cooling will be equally effective using either of the jacket water connection points for the input and the other for return.

For a given jacket water flow rate, the performance of a heat exchanger depends on both the cold water flow rate and differential temperature. To reduce tube erosion, the flow rate of the cold water through the tubes should not exceed 6 fps (183 cm/s). The heat exchanger should be selected to accommodate the cold water temperature and flow rate needed to keep the temperature differential of the jacket water below about 15°F (8.3°C) at maximum engine heat rejection. Thermostats must be retained in the jacket system to assure that the temperature of the jacket water coolant returned to the engine is approximately 175°F (79°C). Heat exchangers should be sized to accommodate a heat rejection rate approximately 10 percent greater than the tabulated engine heat rejection. The additional capacity is

HEAT EXCHANGER TYPES Figure 48

91

intended to compensate for possible variations from published or calculated heat rejection rates, overloads, or engine malfunctions which might increase the heat rejection rate momentarily. It is not intended to replace all factors which affect heat transfer, such as fouling factor, shell velocity, etc. Occasionally, special applications exist which require an inboard heat exchanger size not available as a Caterpillar unit. When these conditions exist, it is necessary to obtain a heat exchanger from a supplier other than Caterpillar. Heat exchanger suppliers will provide information and aid in selecting the proper size and material for the application. Since heat exchanger tubes can be cleaned more easily than the surrounding jacket; the cold water usually is routed through tubes and the engine coolant through the shell. EXPANSION TANK Unlike radiators, heat exchangers have no built-in provision for jacket water expansion. A surge (expansion) tank or tanks must be included in a heat exchanger system. A factory-designed tank is normally specified to assure proper performance of the total system. Water expands about 5% of its volume between 32°F and 212°F (0°C and 100°C). The expansion tank should have a capacity of at least 20% of the system water volume for this expansion and coolant reserve. It must be vented to the atmosphere or incoporate a pressure cap to assure system pressure. It must be located after the heat exchanger to prevent the formation of a vacuum, a primary cause of cavitation on the suction side of the pump.

92

Provision is made in all Caterpillar expansion tanks to deaerate the jacket water to prevent the formation of air pockets within the system and minimize pump cavitation. Entrained air encourages both corrosion and erosion in the engine. Coolant may be lost because air will expand more than water when it is heated. Entrained air is caused by air trapped during a fill operation, combustion gases leaking into the cooling system, leaks in piping (particularly on inlet side of pump), or low water level in the expansion tank. A low velocity area is provided where deaeration can occur. Entrained air separates from the water because the tanks are sized and baffled to slow the full water flow to less than 2 fps (60 cm/s). The expansion tank is the highest point in the jacket water circuit. The heat exchanger must be mounted at a level lower than the coolant in the expansion tank, preferably several feet. The system should be designed so the total jacket water flows from the engine outlet to the heat exchanger, to the expansion tank, and back to the jacket water pump inlet. This facilitates purging of air and also creates a positive pressure at the jacket water pump inlet. Caterpillar expansion tanks should be used on all installations with heat exchanger cooling, unless customer-supplied tank has successfully met all Caterpillar cooling system test criteria.

LUBRICATION Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

94

Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

94

Duplex Oil Filter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95

Scheduled Oil Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95

Lubricating Oil Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

96

High Sulfur Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

96

Remote Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

97

Tilt Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

97

Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

97

Supplemental Bypass Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

93

LUBRICATION GENERAL

PRELUBRICATION

The lubricating system of a modern diesel engine accomplishes three purposes. First, it lubricates surfaces to minimize friction losses. Second, it cools internal engine parts which cannot be directly cooled by the engine’s watercooling system. Third, it cleans the engine by flushing away wear particles.

All 3500 Family engines have the capability to prelubricate all critical bearing journals before energizing the starting motors. This feature is available regardless of starter motor type (i.e., pneumatic or electric).

Proper lubrication requires clean oil, free from abrasive particles and corrosive compounds. It also requires a lubricant with sufficient film strength to withstand bearing pressures, low enough viscosity index to flow properly when cold, and high enough to retain film strength when subjected to heat exposure on cylinder and piston walls. The lubricant must also be capable of neutralizing harmful combustion products and holding them in suspension for the duration of the oil change period. Your local Caterpillar Dealer should be consulted to determine the best lubricant for local fuels. Solid particles are removed from the oil by mechanical filtration. The size of the mesh is determined by the maximum particle size that can be circulated without noticeable abrasive action. The standard oil filter systems on Caterpillar Engines meet these requirements and are sized to provide reasonable time intervals between element changes. The filter change intervals relate to oil change periods. Caterpillar filters are designed to provide excellent engine protection. Use of genuine Caterpillar elements is encouraged for adequate protection of your engine.

94

The automatic system utilizes an electric motor powered pump which fills the engine oil galleries from the engine oil sump until the presence of oil is sensed at the upper portion of the lubrication system. The starter motors are automatically energized only after the engine has been adequately prelubricated. The manual system uses the engine’s manually operated sump pump and allows the engine operator to fill all engine oil passages after oil changes, filter changes, periods of idleness, and before activating the starter motors. Either prelube system will allow the engine operator to fill all engine oil passages after oil changes, filter changes, and before activating the starter motors. Either system will allow the engine user to reduce the sometimes severe engine wear associated with starting an engine after periods of idleness.

DUPLEX OIL FILTER SYSTEM The optional Caterpillar duplex oil filter system meets the requirements of the standard filter system plus an auxiliary filter system with the necessary valves and piping, Figure 49. The system provides the means for changing either the main or auxiliary filter elements with the engine running at any load or speed. A filter change indicator is included to tell when to change

the main filter elements. A vent valve allows purging of air trapped in either the main or auxiliary system when installing new elements. AIR MUST BE PURGED FROM THE CHANGED SECTION TO ELIMINATE POSSIBLE TURBOCHARGER AND BEARING DAMAGE. The auxiliary system is capable of providing adequate oil filtration for at least 100 hours under full load and speed operation. The same filter elements are used in both systems.

DUPLEX LUBE OIL FILTER Figure 49

SCHEDULED OIL SAMPLING Many Caterpillar Dealers offer Scheduled Oil Sampling as a means of determining engine condition by analyzing lubricating oil for wear particles. This program will analyze the condition of your engines, indicate shortcomings in engine maintenance, show first signs of excessive wear which would mean an upcoming failure, and help reduce repair costs.

This program will not indicate the condition of the lube oil nor predict a fatigue or sudden failure. Caterpillar recommendations for oil and oil change periods are published in service literature. Caterpillar does not recommend exceeding the published oil change recommendations.

95

LUBRICATING OIL HEATERS Heating elements in direct contact with lubricating oil are usually not recommended due to the danger of oil coking. To avoid this condition, heater skin temperatures should not exceed 300°F (150°C) and have a maximum heat density of 8 W/in2 (12.5 W/1000 mm2). HIGH SULFUR FUELS Caterpillar lube oil change period recommendations are based on the use of diesel fuels containing 0.4% or less of sulfur by weight. Fuel sulfur can produce rapid engine wear. Fuels of higher sulfur content than 0.4% will require reducing the oil change interval. Shortened oil change

Figure 50

96

periods reduce the corrosive effect of the sulfuric acid that is formed by the sulfur and other byproducts of combustion. (See Figure 50.) The properties of the specific lube oil used, load factor, and other variables may affect the rate of wear due to sulfur. The lube oil supplier should be consulted for the analysis parameters and limits which will assure satisfactory engine performance with his products. The alkaline reserve level of the lube oil is important when high sulfur fuel is used. Caterpillar limits have not yet been established.

REMOTE FILTERS

TILT ANGLES

Some Caterpillar Engines have the capability for remote mounting the oil filter when space limitation or serviceability is a problem. However, authorization from Caterpillar Tractor Co. must be obtained before making any modification to the engine lubrication system.

Installations at a permanent tilt or slant angle should be reviewed by Caterpillar Tractor Co. to ensure the lubrication system will function properly.

While remote filters have more potential for oil leaks, they seldom cause problems when the following recommendations are followed: A. Exercise cleanliness during removal and installation of oil filters and lines. Keep all openings covered until final connections are made. B. Use medium pressure, high temperature (250°F [120°C]) hose equivalent to or exceeding SAE 100R5 specification. C. Keep oil lines as short as possible. D. Support hose as necessary to keep from chafing or cutting on sharp corners. E. Use care in connecting oil lines so the direction of oil flow is correct. (CAUTION: ENGINE DAMAGE WILL OCCUR IF OIL FILTER IS IMPROPERLY CONNECTED.)

Transient tilt angle limits are shown for all engines in the TIF. LUBRICATING OIL Oils meeting Engine service classification CD or MIL-L-2104C are recommended for Caterpillar Engines. As shown in Figure 51, multigrade oils are acceptable. SUPPLEMENTAL BYPASS FILTERS Caterpillar Engines do not require a supplemental bypass oil filter system, but one can be installed if requested by the user. If used, system must have a non-drainback feature when the engine is shut down and a 0.125 in maximum diameter orifice limiting flow to 2 gpm (7.57 L/min). Refer to the engine general dimension drawings for the recommended bypass filter supply location and oil return to the crankcase. Supplemental bypass filters increase the oil capacity and may allow the oil and filter change periods to be extended. Refer to the Caterpillar Operation Guide for recommended change periods.

RECOMMENDED OIL VISCOSITIES AT VARIOUS STARTING TEMPERATURES COMPONENT

VISCOSITY

TEMPERATURE RANGE

DIESEL ENGINE LUBRICATION SYSTEM

SAE 10W

–20°F to +70°F (–29°C to +21°C)

SAE 10W/30

–10°F to +90°F (–23°C to +32°C)

SAE 20W/40

+15°F to +120°F (–9°C to +49°C)

SAE 30✝

+20°F to 120°F (–7°C to +49°C)

SAE 40

+45°F to 120°F (+7°C to –49°C)

SAE 10W

ALL TEMPERATURES

AIR STARTING MOTOR OILER JAR: ✝SAE 40 is preferred above +90°F (32°C). Figure 51

97

98

FUEL GOVERNING AND CONTROL Page System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Component Description and Installation Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water Separator and Primary Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lines and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secondary Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Priming Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor and Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

101 102 102 103 103 103 104 104 104 104 104

Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 Speed Droop Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Isochronous Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric Load Sharing Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor Capabilities and Recommended Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

105 105 106 106 107

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor Force and Motion Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Use of Control Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design for Linkage Over-Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Shutdown Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

108 108 108 108 108 108

Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Fuel Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cetane Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distillation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pour Point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water and Sediment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Carbon Residue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

109 109 109 109 109 109 110 110 110 110 110 110

99

FUEL GOVERNING AND CONTROL SYSTEM DESCRIPTION The diesel engine fuel supply, delivery, and governing systems have one primary purpose — to deliver clean fuel at the precise quantity and time needed to produce the required engine performance. To do this many precision components are needed, but the two major devices are the fuel injection pump and the governor which controls it. The fuel system supplied on a Cat Engine is essentially complete, requiring only the hook up of fuel supply and return lines to a fuel tank and connection of governor controls. A complete fuel system includes all of the following basic devices also shown by schematic below: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Fuel Tank Water Separator or Primary Filter Transfer Pump Secondary Filter Injection Pump Injection Lines Injection Valves Fuel Pressure Regulator Priming Pump Fuel Pressure Gauge Governor and Controls Low Pressure Lines and Fittings

Figure 52

100

In addition to these basic features, other devices are frequently used to provide additional functions or to modify one of the basic functions. Examples are fuel heaters, primary filters, duplex filters, air-fuel ratio controllers, load limiters, glow plugs, ether aids, load indicators, flow meters, gauges, and shutoffs. Fuel is drawn from the tank (1) through the water separator or primary fuel filter (2) by the engine-driven fuel transfer pump (3) and pumped through the secondary fuel filter (4) into the injection pump housing reservoir (5) and maintained at low pressure. It is injected by individual high pressure pumps into each cylinder through special high pressure fuel lines (6) to individual injectors (7) contained in the prechamber (PC) or directly in the cylinder head (DI). Fuel in excess of the engine demand is bypassed through a pressure regulating valve (8) where all or part of it returns to the fuel tank along with any air which may have been purged out of the system. If the system is drained, as during repair or filter change, a hand operated fuel priming pump (9) is used to fill the system and expel the air. A pressure gauge (10) shows pressure of filtered fuel supplied to the injection pump. If filters become plugged and require

REPRESENTATIVE BASIC FUEL SYSTEM (CONSULT TIF SCHEMATICS FOR EACH SPECIFIC MODEL)

replacing, the gauge will read low when the engine is operating at load. The governor (11) controls the stroke of the individual fuel pumps from shutoff to full delivery in order to achieve desired engine speed, regardless of load. COMPONENT DESCRIPTION AND INSTALLATION REQUIREMENTS Individual components of the fuel system are described here more completely as to purpose, recommended features, and installation requirements to achieve satisfactory performance and life. Fuel Tank It provides fuel storage and should have the following features: Adequate size for the intended application. Rule of thumb for tank size with 25% reserve is: 0.056 2 _____ hp (average) 2 _____ hours (between refills) 2 1.25 = _____ gal (U.S.) 0.27 2 _____ kW (average) 2 _____ hours (between refills) 2 1.25 = _____ liters Adequate structural strength to avoid failure under application conditions which may include shock loading and steady vibration. Appropriate material. Zinc (galvanized or zinc-bearing materials such as brass) react with sulphur in fuel oil to form a sludge which is harmful to the engine’s fuel injection system. Steel, aluminum, stainless steel, or copper clad steel is used successfully. Expansion volume must be adequate to allow for expansion of stored fuel during temperature change. Allowance of 5% of tank volume is adequate. This can be provided by extending the filler neck down into

the tank enough to create the required expansion volume. A small vent hole (about 0.19 in [4.81 mm] diameter) in filler tube, just below top of tank, is required to make this volume usable. Venting to atmospheric pressure is necessary to prevent pressure or vacuum buildup. A large tank can be collapsed by vacuum or burst by pressure if not vented properly. Filler must be adequately sized and located for convenient filling. It should also be lockable. Fuel spillage must not reach hot parts. Also, fuel spillage should not reach items which can soak up or entrap fuel or be damaged by fuel. Filler should be located near center of tank so that parking a mobile machine on a side tilt will not cause expanding fuel to back up into filler pipe and overflow. This will also help avoid spilling fuel from a full tank when operating on a grade. Fuel tanks should be shielded or located away from major heat radiating sources such as hot exhaust manifolds and turbochargers. Also, the cooling fan blast picks up enough heat from the radiator to raise fuel temperatures significantly if the air is directed at the fuel tank. This will result in some power loss because of the heated, expanded fuel. Fuel level should not be above the fuel injectors on the engine to avoid possible seepage of fuel through a leaky injector into the cylinder (and then to the oil pan) during engine shutdown. Also, to avoid hard starting, the fuel level should not cause total suction lift of more than 12 ft (3.7 m). Much less is better. A sloping bottom helps collect sediment and any major amounts of water, and a bottom drain is necessary to permit periodic removal of these contaminants.

101

Fuel supply pickup should be off of the bottom enough to leave 3% to 5% of the fuel in the tank. This should leave sediment and water in the tank until drained off periodically. The pickup line must rise upward through the top of the tank so that the connection to fuel lines is above the full level in the tank. Fuel return line should normally enter the tank at the top and extend downward, exiting above the fuel level. Inlet and return lines should be separated in the tank by at least 12 in (304.8 mm) to avoid air pickup in the inlet line. Baffles reduce sloshing and resulting air entrainment. They also prevent sudden shifts in the tank’s center of gravity, when in motion, as on a mobile machine. Strong fastening of the fuel tank to the machine is essential. This is especially important on a mobile application where motion of a full tank generates sizeable forces. It is good practice to use some nonmetallic cushioning material between the tank and support members to avoid fretting and wear on the tank. Water Separator and Primary Filter Fuel system components can be damaged by water-caused corrosion or by the poor lubricating quality of water. For this reason separation and removal of water from the fuel is essential. Also, because water can collect and freeze at low points in fuel lines, filters, or other components that contain fuel, a water separator should be placed as close to the fuel tank as practical in a visible, serviceable location. Usually, the separator has a see-through feature that allows a quick visual check for presence of water and a quick-drain valve to let the water out. Because the compact sleeve metering injection pump on the 3208, 3304, and 3306 Engines uses fuel as a lubricant, it can be damaged more quickly by water than the scroll-type system. 102

However, any system can be damaged by water in the fuel; so the water should be removed. Fuel system damage by water is always the responsibility of the user. The water separator should be sized adequately to separate and store enough water between periodic drainings to prevent overfilling and water carryover into the engine’s fuel system. The water separator should be mounted in a visible location. If the operator sees water, he is more likely to drain it out periodically. If the device is hard to see or difficult to service, it may not receive regular attention. A primary filter is not needed when a water separator is used as on the 3200 and 3300 Engines. The installation should include valves which can isolate the separator and primary filter when the elements are changed. Lines and Fittings Pipes, hoses, and fittings must be mechanically strong, leak-tight, and resistant to deterioration due to age or environmental conditions. Sizing must be adequate to minimize flow loss. Routing must be correct, and flex connections, such as hose assemblies, must isolate engine motion from the stationary members in the system. The fuel supply and return lines should be no smaller in size than the fittings on the engine. Fuel line pressure measured in the return line should be kept below 5 psi (34.5 kPa). A check valve can be used in the fuel return line. A shutoff valve should not be used, because damaging pressure would result if the valve were left closed when engine was started.

Black iron pipe is suitable for diesel fuel lines. Copper pipe or tubing may be substituted in sizes of 0.5 in (12.7 mm) nominal pipe size or less. Valves and fittings may be cast iron or bronze (not brass). Zinc plating or zinc as a major alloy should not be used with diesel fuel because of instability in presence of sulphur. The sludge formed by chemical action is extremely harmful to an engine’s internal components.

Transfer Pump

Joints and fittings must be leak-tight to avoid entry of air into the suction side of the fuel system. A joint which is leak-tight to fuel can sometimes allow air to enter the fuel system, causing erratic running and loss of power. Pipe joint compound should be used on pipe threads, taking care to keep it out of the fuel system where it can cause damage.

Secondary Filter

Fuel lines should be routed to avoid formation of traps which can catch sediment or pockets of water which will freeze in cold weather. All connecting lines, valves, and tanks should be thoroughly cleaned before making final connections to the engine. The entire fuel system external to the engine should be flushed prior to connection to engine and startup. Fuel lines should be designed with the application in mind. Especially on mobile, off-highway equipment, effects of vibration, shock loads, and motion of parts should be considered. Fuel lines should be well routed and clipped, with flexible hose connections where relative motion is present. Lines should be routed away from hot parts, like manifolds and turbochargers, to avoid fuel heating and potential hazard if a fuel line should fail.

This pump delivers low pressure (15 psi to 30 psi [103 kPa to 207 kPa]) fuel from the tank to the injection pump housing reservoir. It is a gear-type pump with some limited priming capability when the pumping gears are full of fuel. This pump should be protected from abrasive wear and corrosion by a water separator or primary fuel filter.

Because fuel injection pumps and injectors are precision devices with extremely close clearances between working parts, particles which can cause damage must be removed in the secondary filter. This filter is standard equipment on all Cat Diesel Engines. When a secondary filter gets plugged, an engine typically loses power or may run erratically. The fuel pressure gauge will indicate low fuel pressure under these conditions. Filter media in Caterpillar fuel filters is developed and carefully controlled to conform with Cat specifications on filtration efficiency and durability. Use of filters of unknown capability may not protect the precision fuel system from contamination. Fuel Pressure Regulator Somewhere in the fuel path, before or at the injection pump, there is a pressure regulating valve which limits the pressure of fuel supplied to the injection pump housing reservoir. This pressure must be enough to fill the individual injection pump assemblies, but would become excessive if the transfer pump could not pump excess fuel through a relief circuit back to the fuel tank. A shutoff valve should never be placed in the fuel return line because pressure would quickly build to damaging levels. The return line also allows air to escape from the system.

103

Priming Pump

Governor and Controls

When a fuel system has air in it, the hand priming pump is used to fill the system with fuel and purge the air. Once this has been done, the priming pump will not likely be used again until the fuel system is emptied for adjustment or repair.

The purpose of the governor is to control engine speed by regulating the amount of fuel injected. It does this by controlling the rack or sleeve shaft position. The speed control lever on the governor is positioned by the operator using some type of control lever, cable, or remote actuator (air, electric, etc.).

Injection Pump Fuel is pumped at a very high pressure to each cylinder injector by individual injection pumps. For example, a six-cylinder engine has six separate injection pumps within the injection pump group. The fuel volume pumped on each stroke is controlled by the rack (scroll system) or sleeve shaft (sleevemetered fuel system) which determines the effective pumping stroke. The governor controls the rack or sleeve shaft position, thereby controlling fuel delivery to produce a governed speed, regardless of load. Injection Lines Individual fuel lines carry fuel at the very high pressure required for injection, from individual injection pumps to each cylinder injector. These lines are heavy-walled, strong, specially extruded tubing made only for this purpose. Because the injection lines carry such high pressure, they should not be bent or damaged during installation or operation. Injectors The purpose of the injector valve is to spray the correct pattern of atomized fuel into the combustion chamber (DI) or into the precombustion chamber (PC). It has a spring-loaded valve which requires that the pressure rise to some elevated level before valve opens at start of injection. This is necessary for precision-timed fuel delivery and assures a sharp cutoff of fuel at the end of each injection period.

104

Devices such as fuel-air ratio controls, shutdown solenoids, and manual shutoffs also operate on the governor which, in turn, operates on the rack or sleeve shaft. GOVERNORS All engine models have hydra-mechanical speed droop governors standard on industrial models, except 3208 and 3300 Engines which have mechanical speed droop governors as standard. Both types contain mechanical ball-head-type speed governing devices, but the hydra-mechanical governors use a pilot valve and servo system controlling flow of engine oil to provide the working force to move the rack. Types of governors available for use on all Caterpillar Engines, except the 3208, are speed droop, isochronous, and electric load sharing. Only the speed droop-type is available on the 3208. The engine application determines which one should be used. Close regulation governors are required for some types of processing operations. For example, a forage harvester cutter head or a rock crusher must operate in a narrow speed bank for best results.

Sped Droop Governors A speed droop governor’s full load speed is less than its no-load speed. This difference is called speed droop and is expressed as a percentage of full-load speed. For example, a governor with 10% regulation, or speed droop, with a full-load speed of 2000 rpm would have a no-load speed (high idle) of 2200 rpm. The speed droop governors available on Cat Engines are not all the same in construction, but their speed droop characteristics are similar. They are generally available in nominal 3% and 10% versions. Engines equipped with speed droop governors can be shut down by moving the hand throttle beyond a detent into a fuel-off position. A manual shutoff shaft and provisions for mounting an optional DC shutoff solenoid are standard on most Cat Engines. The manual shutoff shaft can have a lever installed on it to provide a mechanical or pneumatic method of stopping the engine, whereas the solenoid option provides for remote electric shut down of the engine. Speed droop governors are recommended for most mechanical and torque converter drives where operation is characterized by varying speeds. If output shaft speed on a torque converter must be controlled or limited, an output shaft governor must be installed. Constant speed applications, such as pumps and various processing operations, also use speed droop governors successfully if the effect of speed variation due to load change is not significant.

When operated at less than rated full load speed, the governor speed droop percentage increases. Governor springs can be changed to restore proper droop. Isochronous Governors Isochronous governors, usually referred to as “constant speed or zero percent speed droop,” are available on all Cat Engines except the 3208. Their no-load and fullload speeds are the same. The isochronous governors used by Caterpillar are the Woodward PSG, UG8D (dial-type) and UG8L (lever-type), and EG3P-2301. These governors are serviced by Caterpillar. Although these governors are isochronous, they can be adjusted to provide speed droop. The speed droop adjustment is external on the UG8D and newer PSG governors. It is internal on the UG8L. The PSG governor has its own oil pump but operates on engine oil. It is available for the smaller engines and can be supplied with an electric speed-changing motor for remote control. The UG8D and UG8L governors, which have a self-contained oil pump and oil supply, are available on the larger engines. The UG8D is available with a 24-32 Vdc, 100 VAC-50 Hz, 115 VAC-60 Hz, speedchanging motor and a 24-32 Vdc shutdown solenoid. The UG8L is available with a 10 psi to 60 psi (69 kPa to 414 kPa) air actuator. The PSG and UG8D are normally used for generator set applications. These governors and their applications are discussed more fully, with pictures, in the Oil Field Application and Installation Guide.

105

An EG3P actuator is mounted on the engine, and the control box is mounted remotely.

Electric Load Sharing Governors A Woodward 2301 electric load-sharing governor system is available on most Caterpillar Engines except the 3208s and 3300s. This governor is isochronous. It also has the ability to provide automatic and proportional load division between paralleled AC generators, even with different sized units, and still maintain isochronous speed.

Refer to Generator Set Selection and Installation Guide for more complete information concerning electric governors. Governor Selection The following two charts summarize governor configurations and their capabilities:

Governor Selection

D399 G399 D398 G398 D379 G379 D353 D349 D348 G342 3412 3408 3406 3306 3304 3208

Speed Droop Governor* X X X X X X X X X X X X X X X X

PSG

X X X X X X

Governor With Speed Droop Capability UG8D X X X X X X X X X

UG8L X X X X X X X

2301 Load-Sharing Governor X X X X X X X X X

2301 Standby Governor X** X** X X** X X** X X** X**

X X X

X X X

**Speed droop available is dependent upon the specific engine. Contact your Caterpillar Engine supplier for specifics. **Standard equipment for standby automatic start-stop applications.

106

Governor Capabilities and Recommended Usage

Speed Droop Governor

PSG

Isochronous Governor UG8D UG8L

Load Sharing At Isochronous Speed Isochronous Speed Droop

X

X

Air Throttle Speed Adjustment

X

Shutdown by Governor ThrottleDiesel

X

Manual Shutoff PlungerDiesel DC Shutoff SolenoidDiesel

X

Variable Speed Operation

X

Constant Speed Operation

X

Parallel Operation (DC or AC)

2301 Speed Control Governor

X

X

X

X

X

X

X

X

X

X

X

X

X

X

Rheostat Speed Adjustment Electric Motor Speed Adjustment (AC-DC)

2301 LoadSharing Governor X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

107

CONTROLS Purpose — To input the governor with a correct speed signal, usually a mechanical motion, to result in desired engine speed. Description — Typically, the control system will consist of a single lever-linkage arrangement, or a push-pull cable which translates operator’s action to the governor speed control lever. Sometimes the speed control can also move the governor to shut-off position, but more typically, a separate shut-off device (solenoid or mechanical linkage) is attached to the governor for this purpose. Controls should be easy to use by the machine operator. They control engine speed and shut off fuel to stop the engine. Governor Force and Motion Data The TIF contains information on (1) arc of motion and (2) force level required to operate the governor speed control on each engine model. This allows the designer to select or design an appropriate cable control, or some lever-link arrangement. Use of Control Cable When there is relative motion between the engine and the machine, a cable control may be used to avoid transmitting unwanted motion to the governor control lever causing unacceptable speed fluctuation which can be confused with governor surge. Design for Linkage Over-Travel Control mechanisms must be designed with a stop which prevents overloading the governor lever when it reaches its limit of travel. But this causes a problem when the stop on the control linkage is reached before full speed position of governor lever

108

is reached. This causes power complaints because the engine is prevented from operating at rated power, because the linkage did not allow the engine to develop rated speed. The best approach is to use a springloaded break-over governor lever which accepts motion of the control linkage beyond the travel of the governor shaft. Then it is easy to adjust correctly and visually check that the governor speed control lever will travel its full range. Engine Shutdown Control Engine shutdown is done by shutting off fuel supply in some manner. Usually this is done with a direct mechanical connection which pulls the rack to shutoff, or with a solenoid which does the same thing. Safety shutoffs are discussed more completely in another chapter. FUELS Use clean fuel meeting Caterpillar’s recommendations for best service life and performance. Anything less is a compromise, and the risk is the user’s responsibility. Dirty fuel not meeting Caterpillar’s minimum fuel specifications will adversely affect combustion, filter life, startability, and life of internal components. Clean fuel is of utmost importance to fuel injection system components if long, trouble-free service life is expected. All Caterpillar Engines are equipped with a filtering system that protects the fuel injection pumps and valves. These filters are not designed to cope with great quantities of sediment and water. Both should be removed by a primary filtering system or water separator.

Fuel Selection Caterpillar Diesel Engines have the capacity to burn a wide variety of fuels. In general, the engine can use the lowest-priced distillate fuel which meets the following requirements. (Fuel condition as delivered to engine fuel filters.) Cetane No. (precombustion chamber engines) — 35 minimum. Cetane No. (direct injected engines) — 40 minimum. Viscosity — 100 SUS at 100°F (37.8°C) maximum. Pour Point — 10°F (5.5°C) below ambient temperature. Cloud Point — not higher than ambient temperature. Sulfur — Shorten oil change period for higher than 0.4% sulfur in fuel. Water and Sediment — 0.1% maximum. Some fuel specifications that meet the above requirements: ASTM D396 — No. 1 and No. 2 fuels (burner fuels). ASTM D975 — No. 1-D and No. 2-D diesel fuel oil. BS2869 — Class A1, A2, B1, and B2 engine fuels. BS2869 — Class C, C1, C2, and Class D burner fuels. DIN51601 — diesel fuel. DIN51603 — EL heating oil.

The following additional information describes certain characteristics and their relation to engine performance. Cetane Number This index of ignition quality is determined in a special engine test by comparison with fuels used as standard for high and low cetane numbers. Sulfur Since the advent of high detergent oils, sulfur content has become somewhat less critical. A limit of 0.4% maximum is used for Caterpillar Engines without reducing oil change periods. However, the worldwide fuel shortage has caused this problem to resurface more often now because of very high sulfur levels in some fuels. Oil change periods must be reduced with higher sulfur fuel. Gravity This measurement is an index of the weight of a measured volume of fuel. Lower API ratings indicate heavier fuels which contain more heat value by volume. Viscosity This factor is a time measure of flow resistance of a fuel. Some low viscosity fuels are not good lubricants; a viscosity which is too high makes for poor fuel atomization, decreasing combustion efficiency. Distillation This involves the heating of crude to relatively high temperatures. The vapor which results is drawn off at various temperature ranges producing fuel of different types. The lighter fuel, such as gasoline, comes off first, and the heavier fuel last.

109

Flash Point

Corrosion

The lowest temperature at which the fuel will give off sufficient vapor to ignite momentarily when a flame is applied to the vapor.

To determine corrosion a polished copper strip is immersed in the fuel for three hours at 122°F (50°C). Any fuel imparting more than slight discoloration should be rejected.

Pour Point This denotes the lowest temperature at which fuel will flow or pour. Water and Sediment The percentage by volume of water and foreign material which may be removed from fuel by centrifuging. No more than a trace should be present. Carbon Residue Percentage by weight of dry carbon remaining when fuel is ignited and allowed to burn until no liquid remains. Ash This is percentage by weight of dirt, dust, and other foreign matter remaining after combustion.

110

The customer should order as heavy a fuel as his diesel engine and temperature conditions permit. Fuel costs represent approximately 80% of total operating costs for an engine, so it is good economy to look closely at the largest cost first. NOTE: Caterpillar Diesel Engine fuel rack settings are based on 35° API (specific gravity) fuel. The use of fuel oil with a higher API (lower specific gravity) number will result in some reduction of power output. When using heavier fuels, a corrected rack setting should be used to prevent power levels above the approved rating. Your Caterpillar Engine supplier should be contacted to obtain the correct rack setting for fuels which do not comply with the recommendations. Operation above the approved engine horsepower rating level will result in reduced engine life, increased owning and operating costs, and customer dissatisfaction.

STARTING Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Electric Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 Temperature Versus Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery Performance — Specific Gravity Versus Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Recommended Total Battery Cable Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caterpillar Engine Battery Recommendtions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

113 113 113 114 115

Charging Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Starting System Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Air Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supply Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Storage Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tank Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cranking Time Required per Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rate of Free Air Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free Air Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

116 116 117 117 117 117 117 118

Hydraulic Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 Starting Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ether . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driven Load Reduction Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

119 119 120 120

111

STARTING GENERAL

ELECTRIC STARTING

An engine starting system must be able to crank the engine at sufficient speed for fuel combustion to begin normal firing and keep the engine running.

Electric starting is the most convenient to use. Storage of energy is compact, however, charging the system is slow and difficult in case of emergency. Electric starting becomes less effective as the temperature drops due to loss of battery discharge capacity and an increase in an engine’s resistance to cranking under those conditions. It is the least expensive system and is most adaptable to remote control and automation.

There are three common types of engine starting systems: A. Electric B. Air C. Hydraulic The choice of systems depends upon availability of the source of energy, availability of space for storage of energy, and ease of recharging the energy banks. Startability of a diesel engine is affected primarily by ambient temperature, lubricating oil viscosity, and the size of the cranking system. The diesel relies on the heat of compression to ignite the fuel. This heat is a result of both the cranking speed and the length of time for cranking. When the engine is cold, a longer period of cranking is required to develop this ignition temperature. On precombustion chamber-type engines, additional heat can be provided by using glow plugs. Heavy oil imposes the greatest load on the cranking motor. Both the type of oil and the temperature can drastically alter its viscosity. An SAE 30 oil will, for example, approach the consistency of grease at temperatures below 32°F (0°C). The proper engine oil viscosity should be provided according to recommendations in the engine operation manual.

112

Damage can result if water enters and is retained in the starting motor solenoid. To prevent this, engines stored outside should be provided with a flywheel housing cover. If possible, the starting motor should be mounted with the solenoid in an up position which would provide drainage and prevent water from collecting in the solenoid. Engines which are subject to heavy driven load during cold start-up should be provided with a heavy-duty starting motor. See section on Driven Load Reduction Devices.

BATTERIES Lead-acid storage batteries are the most common energy source for engine electric starting systems.

Batteries should be kept warm, if possible, but not over 125°F (52°C) to ensure maximum engine cranking speed. The impact of colder temperatures is described below: Temperature Versus Output

Two considerations in selecting proper battery capacity are: A. The lowest temperature at which the engine might be cranked. B. The parasitic load imposed on the engine. A good rule of thumb is to select a battery package which will provide at least four 30-second cranking periods (total of two minutes cranking) without dropping below 60% of the nominal battery voltage. An engine should not be cranked continuously for more than 30 seconds or starter motors may overheat.

°F 80 32 0

Percent of 80°F (27°C) °C Ampere Hours Output Rating 27 100 0 65 –18 40

The cranking batteries should always be securely mounted where it is easy to check water level, charge condition, and cleanliness. They should be located as close to the starting motors as is practical to minimize voltage drop through the battery cables. All battery connections must be kept tight and coated with grease to prevent corrosion.

Battery Performance Specific Gravity Versus Voltage Freezes Specific Gravity 1.260 1.230 1.200 1.170 1.110

% Charge 100 75 50 25 Discharged

Voltage per Cell 2.10 2.07 2.04 2.01 1.95

°F –70 –39 –16 –02 +17

°C –94 –56 –27 –19 –08

Maximum Recommended Total Battery Cable Length

Cable Size AWG mm2 0 00 000 0000

50 70 95 120

Direct Electric Starting 12 Volt 24-32 Volt Feet Meters Feet Meters 4.0 5.0 6.0 7.5

1.22 1.52 1.83 2.29

15.0 18.0 21.0 27.0

4.57 5.49 6.40 8.24

113

Caterpillar Engine Battery Recommendations Cold Cranking Amperes at 0°F Temperature 31°F and Up* 0°F to 30°F** –25°F to –1°F** 1140 1460 1600 570 730 800

Model 3208

Voltage 12 24

3304

12 24/30/32

1140 570

1500 750

1740 870

3306

12 24 30/32

1140 570 570

1500 750 750

2000 1000 870

3406

12 24 30/32

1740 800 800

1800 870 870

2000 1000 870

3408/3412

24 30/32

870 870

1000 870

1260 1260

D348

24 30/32

870 870

1000 870

1260 1260

D349

24/30/32

1260

1260

1260

D353

24 30/32

1000 1260

1260 1260

1260 1260

D379/398

24/30/32

1260

1260

1260

D399

24/30/32

1260

1260

—

**Below 60°F use glow plugs if available. **Below 32°F use ether aid for direct injection engines.

114

Figure 53

TYPICAL WIRING DIAGRAMS

CHARGING SYSTEMS Normally, engine-driven alternators are used for battery charging. When selecting an alternator, consideration should be given to the current draw of the electrical accessories to be used and to the conditions in which the alternator will be operating. An alternator must be chosen which has adequate capacity to power the accessories and charge the battery. If the alternator will be operating in a dusty, dirty environment; a heavy-duty alternator should be selected. Consideration should also be given to the speed at which the engine will operate most of the time. An alternator drive ratio should be selected so that the alternator charges the system over the entire engine speed range.

Engine-driven alternators have the disadvantage of charging batteries only while the engine is running. Trickle chargers are available but require an A/C power source. Battery chargers using AC power sources must be capable of limiting peak currents during the cranking cycle or must have a relay to disconnect the battery charger during the cranking cycle. In applications where an engine-driven alternator and a battery trickle charger are both used, the disconnect relay must be controlled to disconnect the trickle charger during cranking and running periods of the engine.

115

STARTING SYSTEM WIRING

AIR STARTING

Power carrying capability and serviceability are the primary concerns of the wiring system.

Air starting usually offers higher cranking speeds than electric starting. This will usually result in faster starts with less cranking time; however, remote controls and automation are more complex. On the other hand, the air system can be quickly recharged; but air storage tanks are prone to condensation problems and must be protected against internal corrosion and freezing.

Select starter and battery cable size from the size/length table on Page 109. For correct size and correct circuit for starting system components, see typical wiring diagrams. The wiring should be protected by fuses or a manual reset circuit breaker (not shown on the wiring diagrams). Fuses and circuit breakers should have sufficient capacity and be readily accessible for service. Other preferred wiring practices are: — Minimum number of connections, especially with battery cables. — Positive mechanical connections. — Permanently labeled or color-coded wires. — Short cables to minimize voltage drop. — Ground cable from battery to starter is preferred. If frame connections are used, tin the contact surface. Current path should not include high resistance points such as painted, bolted, or riveted joints. — Protect battery cables from rubbing against sharp or abrasive surfaces.

116

The air starting system includes: air starting motor, air storage tank, starting valve, pressure regulator, and oiler. A starting motor discharge air silencer/vapor arrestor is an optional accessory to the air starting system. The pressure regulator is designed to reduce inlet line pressure from a maximum of 250 psi to 110 psi (1725 kPa to 759 kPa) regulated air pressure to the motor. Higher supply air pressures may be used by utilizing additional regulators plumbed in series. Unregulated systems must not exceed 150 psi (1034 kPa) to the starting motor. Compressor The compressor can be operated by either an electric motor or an internal combustion engine. Space should be provided for service accessibility, inspection, and for manual starting of the internal combustion engine. Supply Line The air supply line between the storage tank and the air motor should be short and direct and of a size equal to the discharge opening of the air receiver. Black iron pipe is preferable and must be properly supported to avoid vibration damage to the compressor. Flexible connections between the compressor outlet and the piping are required.

Air Storage Tank Air storage tank should meet American Society of Mechanical Engineers (ASME) pressure vessel specifications and should be equipped with a safety valve and a pressure gauge. Safety valves should be regularly checked to guard against possible malfunction. A drain cock must be provided in the lowest part of the air receiver tank for draining condensation. Tank Sizing Many applications require sizing air receivers to provide a specified number of starts. This can be accomplished using the following equation: Ns (Vs 2 Pa) Vr = ___________ Pr – P min Vr = Receiver capacity (cubic feet or cubic meters). Ns = Number of starts. Vs = Air volume requirement per start (cubic feet or cubic meters). Use the free air consumption value from Page 114 — times the cranking time required per start. Pa = Atmospheric pressure (psia or kPa). Pr = Receiver pressure (psia or kPa). This is the pressure at start of cranking. P min = Minimum receiver pressure (psia or kPa) required to sustain cranking at 100 rpm. (See Page 114.)

The volume of free air required per start (Vs) depends on three factors: A. Cranking Time Required per Start The cranking time per start depends upon the engine model, engine condition, ambient air temperature, oil viscosity, fuel type, and design cranking speed. Five to seven seconds is typical for an engine at 80°F (26.7°C). Restarts of hot engines usually take less than two seconds. B. Rate of Free Air Consumption The rate of free air consumption depends on these same variables and also on pressure regulator setting. Normal pressure regulator setting is 100 psig (690 kPa). Higher pressure can be used to improve starting under adverse conditions up to a maximum of 150 psig (1034 kPa) to the starting motor. 5 f3/s to 15 f3/s (0.14 m3/s to 0.42 m3/s) is typical for engines from 50 hp to 1200 hp (37 kW to 895 kW). The values shown on Page 114 assume a bare engine (no parasitic load) at 50°F (10°C) C. Operation The air supply must be manually shut off as soon as the engine starts, or the sensing system must close the solenoid air valve, to prevent wasting starting air pressure and prevent damage to starter motor by overspeeding. Water vapor in the compressed air supply may freeze as the air is expanded below 32°F (0°C). A dryer at the compressor outlet or a small quantity of alcohol in the starter tank is suggested.

117

Pa = Atmospheric pressure (psia or kPa).

The following formula may be used to estimate the time required for an air compressor to raise the pressure in an air receiver to a specified limit:

Vr = Volume of air receiver (cubic feet or cubic meters).

Pt 2 Vr T = _______ Pa 2 N

N = Net free air delivery of compressor (cubic feet per minute or cubic meters per minute).

T = Time in minutes. Pt = Final pressure of tank (psia or kPa).

Free Air Consumption f3/s (m3/s) for a Bare Engine at 50°F (10°C) Engine Model 3304 3306 3406 3408 3412 D348 D349 D353 D379 D398 D399

100 psig (690 kPa) To Starter 5.8 (0.1641) 5.9 (0.1670) 6.2 (0.1755) 6.4 (0.1811) 7.9 (0.2236) 8.3 (0.2349) 9.2 (0.2604) 6.6 (0.1868) 9.0 (0.2547) 9.5 (0.2688) 9.8 (0.2773)

125 psig (862 kPa) To Starter 6.8 (0.1924) 6.9 (0.1953) 7.3 (0.2066) 7.5 (0.2122) 9.0 (0.2547) 9.8 (0.2773) 10.5 (0.2972) 7.8 (0.2207) 10.3 (0.2915) 10.8 (0.3056) 11.3 (0.3198)

150 psig (1034 kPa) To Starter 7.7 (0.2179) 7.8 (0.2207) 8.3 (0.2349) 8.6 (0.2434) 10.1 (0.2858) 10.8 (0.3056) 11.8 (0.3339) 8.9 (0.2519) 11.6 (0.3283) 12.2 (0.3453) 12.6 (0.3566)

P min psia (kPa) 50 (345) 51 (352) 55 (379) 54 (372) 51 (352) 51 (352) 66 (455) 55 (379) 44 (303) 63 (434) 76 (524)

HYDRAULIC STARTING Hydraulic starting provides highest cranking speeds and fastest starts. It is relatively compact. Recharging time is fast, and the system can be recharged by a hand pump provided for this purpose. The high pressure of the system requires special pipes and fittings and extremely tight connections. Oil lost through leakage can easily be

118

replaced, but recharging the pressurized gas, if lost, requires special equipment. Repair to the system usually requires special tools. The complete system is supplied by the starter manufacturer. Due to system complexity, hydraulic starting is not recommended except where the use of electrical connections could pose a safety hazard.

STARTING AIDS

Ether

Starting aids are recommended when temperatures fall below certain levels, as shown in the Operation and Maintenance Guides. Glow plugs and/or ether starting aids are sufficient for most conditions, with oil and coolant heating necessary in extremely low ambients (refer to Operations and maintenance Guides for further data on cold weather procedures).

Ether facilitates starting since it is a highly volatile fluid which has a low ignition temperature. Many types of ether starting aids are commercially available. The high pressure metallic capsule-type is recommended. When placed in an injection device and pierced, the ether passes into the intake manifold. This has proven to be the best system since few special precautions are required for handling, shipping, or storage.

Glow Plugs Glow plugs are available for all precombustion chamber Caterpillar Engines. These glow plugs mount in each cylinder’s precombustion chamber. Depending on the size of the engine, they alone are adequate for temperatures as low as 0°F (–15°C) before ether or other starting aids are needed. Glow plugs function by supplying a source, other than compression, to raise the air-fuel mixture to combustion temperature. Glow plugs are simple to use and easy to install. An ample wiring circuit is the only requirement. Each glow plug, regardless of voltage, is rated at 150 watts. Current draw for a 12-volt glow plug is 12.5 amps and 6.25 amps for a 24-volt glow plug.

CAUTION: WHEN OTHER THAN FULLY SEALED ETHER SYSTEMS ARE USED, ENSURE ADEQUATE VENTILATION FOR VENTING THE FUMES TO THE ATMOSPHERE TO PREVENT ACCIDENTAL EXPLOSION AND DANGER TO OPERATING PERSONNEL. Ether must be used only as directed by the manufacturer of the starting aid device. The ether system must be such that a maximum of 3.0 cc of ether will be released, each time the button is pushed. Caterpillar ether systems are designed to release 2.25 cc of ether each time the system is activated. Excessive injection of ether can damage an engine.

Amperage can be measured to check the condition of glow plugs. If all the glow plugs are in operating condition, the ammeter reading should equal the number of glow plugs times the appropriate amperage draw per plug. If not, it is reasonable to assume a glow plug(s) has failed or the circuit is inadequate. The amperage in each glow plug lead can be quickly checked with an amprobe device which snaps over each wire without making any connections.

119

Heaters When operating in areas which experience long winter seasons or temperatures consistently in the 0°F (–18°C) range, it may be desirable to use an engine coolant heating system. This system should maintain the engine coolant at a temperature of approximately 90°F (32°C) to ensure quick starting, provide faster warm-up, save fuel during starting, reduce engine wear, and extend battery life. The coolant heaters are normally supplied to operate on single-phase alternating current, and an outside electrical source is required. For additional information see Block Heaters in Cooling section. Driven Load Reduction Devices Effect of driven equipment loads during cold weather engine starting must be considered. Hydraulic pumps, air compressors, and other mechanically driven devices

120

typically demand more horsepower when they are extremely cold at start-up. The effect of this horsepower demand may be overcome by providing a means of declutching driven loads until the engine has been started and warmed up for a few minutes. This is not always easy or practical, so other means of relieving the load at cold start-up may be required if the engine-load combination cannot be started with sufficient ease using the engine starting aids described earlier. Some air compressors provide for shutoff of the air compressor air inlet during cold starting. This greatly decreases drag on the engine and improves cold startability. This approach can only be used when the air compressor manufacturer provides this system and fully approves of its use. Otherwise, air compressor damage could result.

INSTRUMENTATION, MONITORING, AND SHUTOFF Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Jacket Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Intake Manifold Air Temperature Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Exhaust Temperature Gauge (Pyrometer) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Engine Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Air Restriction Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Oil Filter Differential Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Alarm Contactors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Solenoid Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shutoff Detent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydra-Mechanical Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

124 124 124 124 124

121

INSTRUMENTATION, MONITORING, AND SHUTOFF GENERAL Instrumentation systems are an important part of any engine installation. Attention to design, installation, and testing assures a reliable installation that will reduce maintenance costs. Suitable instrumentation enables the operator to monitor engine systems and make corrections before failures occur. The following gauges can be provided. Many are not needed or appropriate depending on size of engine and nature of installation. Note: Electric gauges must be on a separate circuit to avoid voltage pulses which could give false readings. INSTRUMENTATION Instrumentation enables the operator to monitor engine systems and make corrections BEFORE failure or damage occurs. Consider the following: 1. Minimum recommended mechanically gov-erned engine instrumentation includes: Water temperature

3. Electric gauges must be on a separate circuit to avoid transient voltage that could give false readings. 4. Warning lights and audible alarms help a operator from overlooking a developing problem. 5. Be aware of sensor tube or lead routing, and robustness of the gauges/supports/ clamps to minimize the risk of failure or leakage possibly causing a fire or false readings. 6. Electronic engines provide data link(s) that broadcast engine operating parameters for Caterpillar or after market display modules. Utilizing these features minimizes duplication of features and could provide the operator state-of-theart engine status display information. TACHOMETER The tachometer indicates engine rpm. It is a self-powered electric tachometer that is adjustable. The tachometer drive can also be used to drive mechanical tachometers. JACKET WATER TEMPERATURE GAUGE

Oil pressure Ammeter/Voltmeter Air cleaner restriction 2. Minimum recommended electronically governed engine instrumentation includes: Engine warning lamp Engine diagnostic lamp Engine monitoring mode set to at least “warn” (factory default) Air cleaner restriction

122

This gauge indicates the temperature of the jacket water as it leaves the engine. Jacket water temperature must be maintained between minimum and maximum limits. Temperature gauge capillary tubes must be routed to avoid hot spots, such as manifolds or turbochargers, which will cause false readings. INTAKE MANIFOLD AIR TEMPERATURE GAUGE This gauge indicates air temperature between the aftercooler and the cylinder. The limits will vary by engine rating. Jack

water aftercooled engines operate at a significantly higher inlet manifold air temperature than do the engines rated for 85°F (29.9°C) or 110°F (43.3°C) aftercooler water temperatures. EXHAUST TEMPERATURE GAUGE (Pyrometer) The pyrometer measures exhaust gas temperatures, normally after the turbocharger. On Vee engines with two turbochargers, a single instrument is supplied with dual temperature read-out for both banks. On engines with single turbochargers, one instrument with a single read-out is provided. DO NOT USE EXHAUST TEMPERATURE AS A LOAD SETTING INDICATOR WITH TURBOCHARGED AND TURBOCHARGED/AFTERCOOLED ENGINES. The pyrometer should be used only to monitor changes in the combustion system and to warn of required maintenance.

FUEL PRESSURE GAUGE The fuel pressure gauge indicates the pressure of the filtered fuel. A power reduction will occur if the fuel pressure drops too low. Plugged fuel filters decrease fuel pressure High fuel pressure can burst fuel filter housings, damage gaskets, and cause erratic speed control because of increased friction drag in injection pumps. AIR RESTRICTION GAUGE The air restriction gauge measures the vacuum caused by the air filter restriction. Clogged air cleaners will result in reduced air flow causing high exhaust temperature and sometimes excessive smoke. The air restriction gauge should be checked regularly, and air filters should be changed when restriction limits are reached.

ENGINE OIL TEMPERATURE GAUGE

OIL FILTER DIFFERENTIAL GAUGE

This gauge indicates oil temperature after the lube oil cooler. On most engines, the oil is cooled by engine jacket water. A high jacket water temperature or a clogged oil cooler will prevent the engine lube oil from being properly cooled.

This gauge measures the difference in pressure between the filtered and unfiltered sides of the oil filter; a high reading will indicate plugged oil filters. This gauge should be checked regularly.

ENGINE OIL PRESSURE GAUGE This gauge indicates the pressure of the filtered oil. Oil pressure will be greatest after starting a cold engine and will decrease slightly as the oil warms up. Oil pressure is greater at operating speeds than at low idle rpm. The specified minimum oil pressure is for an engine running at continuous rated speed. Plugged oil filter elements will decrease engine oil pressure. The oil filter service indicator (where provided) should be checked regularly for premature filter plugging. STOP THE ENGINE IMMEDIATELY IF OIL PRESSURE DROPS RAPIDLY.

AMMETER An ammeter measures electrical current to or from the battery. ALARM CONTACTORS Low oil pressure and high water temperature alarms are recommended for every engine installation. These are preset temperature and pressure switches that will activate a customer-supplied alarm, or light, when temperature or pressure limits of the switch are exceeded. In addition, a low water level alarm switch can be provided to warn of a low water level condition. It may

123

be installed in the radiator top tank or the heat exchanger expansion tank depending on the type of cooling system provided. Any engine function involving speed, temperature, and pressure control may be sensed with an appropriate alarm or shutoff system. Alarm switches available from Caterpillar will operate on AC or DC voltage, from 6 volts to 240 volts. These switches (single-pole double-throw) may be used to activate alarm horns or lights up to 5 amp rating. SHUTOFF The following engine shutoff’s are available on Caterpillar Engines. Consult the Industrial Engines Price List for shutoff availability on a particular engine model. In some cases multiple shutoffs may be provided.

Shutoff Detent This shutoff can be activated by pushing the governor speed control lever from the high position to the low idle position, then snapping through the low idle position into the shutoff position. To use this feature, the linkage must be designed and sized to tolerate full loading reversal without undue stress or deflection. Mechanical Shutoff This attachment provides a mechanical shutoff system that will automatically shut down the engine in case of low oil pressure or high coolant temperature. The system is hydraulically operated and contains a shutoff control group which forces the engine governor rack to shut off if a malfunction occurs. Hydra-Mechanical Shutoff

Solenoid Shutoff The shutoff solenoid is mounted on the governor shutoff housing and can be activated either by an instrument panelmounted switch or by switches which sense critical engine or driven-equipment functions. Shutoff solenoids are available in either energized-to-shutoff or energizedto-run versions. Manual Shutoff The manual shutoff shaft extends from the engine governor shutoff housing. To utilize this shaft, a separate linkage system (usually a push-pull cable) must be provided. The shaft must be held in shutoff position until the engine stops. Consult the Industrial Engine Drawing Book for manual shutoff shaft rotation range.

124

This system includes provisions to shut down an engine when either oil pressure, coolant temperature, or speed are outside normal limits. If engine oil pressure or coolant temperature exceeds safe limits, the protective system will move the fuel rack to the shutoff position. If the engine speed exceeds a predetermined limit, the air supply will be shut off, in addition to moving the fuel rack to the shutoff position. In an emergency situation, the system can be manually operated to close off the air supply and move the rack to the shutoff position. Caution: Sensing devices must not trigger engine shutdown in applications where engine provides equipment mobility.

APPLICATION AND INSTALLATION AUDIT FORMS Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Application Approval Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Installation Audit Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Power Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System, Governing, and Engine Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and Charging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitoring System and Gauges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Serviceability Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Photos Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

129 129 129 130 130 130 131 131 131 131 132

125

APPLICATION AND INSTALLATION AUDIT FORMS GENERAL The goal of all engine sales should be to provide an application which is within the capabilities of the engine and to assure that the engine is installed in a manner which will permit proper operation and maintenance. To assist in attaining that goal, the application approval form and the installation audit form, reproduced on the following pages, were created. The application approval form is designed to be used where a new application is expected to generate repeat business. The form should be completely filled out and returned to the factory where an application engineer will approve or disapprove the engine for installation in a pilot model. Upon completion of the pilot model installation, the installation audit form should be filled out in its entirety, as the engine package is reviewed system by system. Any deficiencies should be corrected at that time, assuring the integrity of the installation. Once the form is completed, it can be returned to the factory where, if acceptable; final approval for multiple production of identical units will be given. It is felt that the information gained by completing and retaining these forms is very useful in enabling both the factory and the engine installer to provide the customer with knowledgeable assistance when questions or problems arise.

126

It is considered good practice to use the installation audit form as a guide when reviewing any engine installation. It provides a logical approach to spotting potential problems or areas that can be improved to achieve a more reliable engine installation. SERVICEABILITY Good maintenance is a key factor affecting the life of an engine. Adherence to a good scheduled maintenance program depends, in part, on the ease with which that maintenance can be performed. Included in the installation audit form is a serviceability checklist. The items on this list should be reviewed to determine if the maintenance or repairs can be performed easily or if they are difficult to the point where they will not receive the required attention. Experienced machine builders have learned that it is economically advantageous to make any design changes that may be necessary as early as possible in a machine’s life in order to alleviate difficulty in performance of routine maintenance and repairs. It is equally important to correct any installation deficiencies as soon as they are detected in order to avoid more costly problems at a later date.

Caterpillar OEM Pilot Model Application Approval Truck-Industrial Engines Factory Use Only Pilot Model Application Approval General Information

Reference Number ______________________________________

1. Data submitted by ______________________________________ Address ______________________________________________ ______________________________________________________ 2. OEM customer name ____________________________________ Address ______________________________________________ ______________________________________________________

4. Engine model _____________ 5. Engine rating __________ HP at ______________________ RPM *6. Provide specification sheet, drawing or photograph of equipment if possible. 7. Potential annual sales ______________________________ units.

3. OEM equipment model or designation ______________________ ______________________________________________________

Date ________________________

______________________________________________________ Use additional paper to provide more complete data where required. Application Approval Information

8. Describe application as completely as possible:________________ ______________________________________________________

Industrial Data

24. HP required at flywheel end of engine ______________________ *25. Describe, or provide sketch of rear driven equipment

__________

______________________________________________________

______________________________________________________

______________________________________________________

______________________________________________________

______________________________________________________ 9. Transmission make _____________________ Model __________

______________________________________________________ 26. Distance from centerline of PTO drive to front face of crankshaft

10. Clutch make _____________Model__________ Size __________

pulley (in/cm) ________________ _____________(overhung load)

11. Torque converter make ______________ Model ______________

Diameter of driver pulley

__________________________ (in/cm)

12. PTO equipment make ____________ Model __________________

Diameter of driven pulley

__________________________ (in/cm)

13. Front power takeoff HP required____________________________ How driven: in-line ________________ side load ______________

27. Maximum angle of engine operation ________________________ 28. Accessories not furnished by CTCo. driven by engine. How and

*Describe, or provide sketch of front driven equipment __________

where driven, HP required ________________________________

______________________________________________________

______________________________________________________

______________________________________________________

______________________________________________________

______________________________________________________

29. Operating hours per day _______________ per year __________

14. Air compressor make ________________ Model ______________

______________________________________________________

HP required _________________ 15. Alternator make ____________________ Model ______________

______________________________________________________ 30. Anticipated number hours to major overhaul __________________

Volts ________________ Amps ____________ 16. Muffler make _______________________ Model ______________ 17. Radiator make ______________________ Model ______________

Automotive Data 24. Vehicle or body frontal area ______________________________

*If radiator to be used is not a Caterpillar furnished radiator, supply a

25. Type of trailer or body ____________________________________

radiator blueprint with this application.

26. Rear axle ratio(s)________________________________________

How are torque converter or auxiliary heat loads cooled? ________

27. Overall gear reduction____________________________________

______________________________________________________

28. Single or tandem drive axle

______________________________________________________

29. Tire size ______________________________________________

______________________________

18. Radiator sized to _____________ btu full load cooling requirements.

30. Maximum GCW or GVW __________________________________

19. Angle of engine installation ________________________________

31. Average GCW or GVW __________________________________

20. Percentage of time engine is operating at full load: ____________

32. Top geared speed ______________________________ (mph/kph)

21. Percentage of time engine is idling to total daily operating time

33. Normal top speed when fully loaded ________________ (mph/kph)

______________________________________________________ 22. Expected maximum altitude of operation ____________________ feet (meters) 23. Expected maximum ambient air temperature for this application ______________ °F (°C)

empty ________________ (mph/kph) 34. Anticipated miles (km) per day ____________________________ Per year ______________________________________________ 35. Air conditioning make ____________________________________ Model ____________ HP required __________________________ 36. Power steering make _________________ Model

____________

HP required ________________

Printed in U.S.A. FORM NO. 40-083187-02 (05.00)

127

If this application is currently being performed by another make gasoline or diesel engine, provide the following information, if possible. Engine make ____________ model _______________ gas _______________ diesel _______________ hp _______________ rpm ____________________________________fuel consumption rate _______________ mpg (Km/Liter) or gallons (liters) per hour _______________. Typical top engine overhaul miles/Km/hours __________________________. Other appropriate operation information ____________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________

Preliminary approval for a Pilot Model installation engine is requested for the application described. Final approval for multiple production of identical units will be based on an acceptable Pilot Model Installation Audit (Form 40-681-83188).

This information is correct to the best of my knowledge.

Caterpillar approves/disapproves this application as described. Remarks: __________________________________________________

__________________________________________________________ Company Name

__________________________________________________________ __________________________________________________________ __________________________________________________________

__________________________________________________________ Individual’s Name

__________________________________________________________ __________________________________________________________ __________________________________________________________

__________________________________________________________

__________________________________________________________

Title __________________________________________________________ __________________________________________________________

Telephone

Signed

________________________________________________ ___________________________________________ Title

____________ Date

Caterpillar Tractor Co. Marketing Department Engine Division

Copy returned to ____________________________________________ Company on __________________________________________(date).

*Blueprint, sketch, drawing, specifications, or photo required.

128

CATERPILLAR ENGINE INSTALLATION INFORMATION INDUSTRIAL AND TRUCK ENGINES Installation Audit No. ____________ Equipment Mfgr.

________________________________________ Address ________________________________________________________________

Cat Dealer ______________________________________________ Location ________________________________________________________________ Cat Dealer Contact ____________________________________________ Position _____________________________________ Phone ________________ Equipment Model/Type ____________________________________________________________________________________________________________ Application ______________________________________________________________________________________________________________________ Engine Model ________________________ SN ____________________ Arrangement Number _________________________ Issue __________________ □ DI

□ PC

_______________ Aspiration

Rating: ____________________ HP, ____________________ RPM, ____________________ Hi Idle, ____________________ Low Idle Estimated annual sales __________ units

Audit Test Data and Installation Information 1

Date of Audit __________________________________

Power Transmission System 1. Flywheel Driven Equipment: □ Clutch,

Type ____________________________________ Make ______________ Model __________________

□ Coupling

Size/Type ____________________________________ Make ______________ Model __________________ □ Dry,

2. Flywheel Housing is SAE # ______________________,

□ Wet,

SAE# ____________ to ____________ Adapter Req’d.

3. Auxiliary Equipment Driven from Engine: __________________ HP____________________ Driven By ____________________________ At ________________ Times Engine speed __________________ HP____________________ Driven By ____________________________ At ________________ Times Engine speed __________________ HP____________________ Driven By ____________________________ At ________________ Times Engine speed 4. □ Yes

□ No

Torsional Analysis Performed?

□ Yes

□ No

Flywheel Thrust Load Within Limits?

□ Yes

□ No

Flywheel Side Load Within Limits?

Clutch pulley diameter __________ in (__________ mm) Distance from CL of side load to clutch output

□ Yes

□ No

Auxiliary Drives Within Torque Limits?

shaft shoulder __________ in (__________ mm)

Clutch Side Load:

5. If This is a Self Propelled Machine, or Automotive: Transmission Make ____________________________________________________________________Model__________________________________ ___________________ Speeds with Following Ratios:

__________________________________________________________: Engine

Axle Make ____________________________________ Model ____________________________________ Ratio(s) ____________________________ Remarks:

6. If Electric Power Generator is Involved: □Y

Rating: __________ kW, __________ Volts, __________ Hz, __________ Phase,

Wired:

Generator Manufacturer ______________________________________________

□ Single Bearing

Voltage Regulator Manufacturer ________________________________________

□ Volts/Hz

Series Boost:

□ Yes

□ □ Two Bearing □ Constant Voltage

□ No

Remarks:

2

Mounting System 1. Front:

□ Solid

□ Semi-Soft

□ Soft, Isolation

Describe

____________________________________________

2. Rear:

□ Solid

□ Semi-Soft

□ Soft, Isolation

Describe

____________________________________________

3. Bending Moment at Rear Face of Flywheel Housing _______________ lb-in (_______________ kg-m) caused by Overhung Transmission or Other Equipment. Remarks:

3

Air Intake System 1. Air Cleaner Make _______________________________________ Model ________________________ Size/Type________________________________ 2. Inlet Pipe Size ___________________________ Length ____________________ Mat’l ____________________ Beaded Connections? ______________ 3. Restriction Gauge Used: □ Yes 4. Combustion Air is Taken from

□ No, Setting ________________________________ Location __________________________________________ □ Outside

□ Inside Engine Compartment.

5. ____________in-H2O (_____________ mm-H2O) Inlet Restriction At Full Load. Remarks:

129

4

Exhaust System 1. Exhaust Backpressure __________ in-H2O (_________ mm-H2O)

At Rated Load. □ Solid

2. Exhaust Pipe I.D. __________ in (__________ mm), Connection at Engine Is: □ Single

3. Muffler Mfgr. ____________________ Model ____________________ 4. Exhaust System Total Length __________ Ft (__________ M)

□ Flex

□ Dual

Number of Elbows? ______________________________________________________

5. □ Yes

□ No

Is Exhaust System Adequately Supported and Free to Expand When Hot?

6. □ Yes

□ No

Is Rain Protection Provided? If So, How? ____________________________________________________________________

7. Location of Exhaust Outlet Relative to Air Inlet?

____________________________________________________________________________________

Remarks:

5

Cooling System Refer to Engine Data Sheets 50.5 for test instructions. Engine failure may result from inadequate cooling system design or installation. The CAT specified cooling system test should be run on a pilot model machine to find and correct deficiencies before production. Cooling Test Results Must Be Attached to this report, Unless System is Supplied By CAT. Part 1: 1. System Type is: □ Radiator, 2. Shutters: □ Yes

□ Heat Exch.,

□ No

□ Cooling Tower,

□ Other______________________________________

Mfgr. _______________ Model _______________ Open at _______________ °F (_______________ °C)

3. JW Coolant Out Temp Stabilizes at _______________ °F (_______________ °C) After 20 minutes of most severe expected load cycle Operation (full load in most cases) with _______________ °F (_______________ °C) ambient air. □ Yes

4. Is JW Heater Used?

Where connected to Engine?

□ No

________________________________________________

From Engine? ____________________________________

5. Are Auxiliary Cooler Cores, or Devices Which Restrict Air Flow Used in Front or Behind Radiator?

____________________________________________

____________________________________________________________________________________________________________________________ 6. List cooling system components supplied by CAT with group numbers ____________________________________________________________________ ____________________________________________________________________________________________________________________________ Part II (not Required with Cat Supplied Cooling Package) □ Yes

7. Is this a Shunt-Type System?

□ No.

□ Yes

Is Auxiliary Expansion Tank Used?

□ No.

8. Capacity __________ Qt. (__________ Liter). Shunt Line I.D.? __________ in (__________ mm). □ Yes

9. Does Shunt Line slope continuously downward from radiator to engine?

□ No.

10. Radiator Supplied* _____________________________ Part Number _____________________________ Model ________________________________ 11. □ Vertical Flow

□ Cross Flow

Fins per inch __________

Tube Rows __________

12. Fan Dia. __________ in (__________ mm) Number of Blades __________,

□ Suction

Core Size _____________ 2 ______________

□ Blower

13. Fan Mfgr. _____________________________ Part No. _____________________________ Fan Drive Ratio _______________ 2 1.0 Engine Fan CL to Crank CL __________ in (__________ mm)

14. Fan Speed at engine rated speed __________ rpm 15. Drive Pulley Diameter? __________ in;

Driven Pulley Diameter?__________ in. □ Yes

16. Is Fan nearly centered in Radiator Core?

□ No.

Position? __________________________________________________________

17. Fan to Core, clearance is __________ in (__________ mm). Fan to Shroud distance is __________ in (__________ mm). 18. Fan position within Shroud: (Recommend 2/3 of Fan Projection Upstream). 19. Describe position. ____________________________________________________________________________________________________________ □ Yes

20. Pressure Cap used? 21. □ Yes

□ No

□ No

Setting __________ PSI (__________kPa)

System Meets Filling Requirements?

22. □ Yes

□ No

System Meets Cavitation Requirement, As Tested.

23. □ Yes

□ No

System Meets Drawdown Requirement, As Tested.

24. □ Yes

□ No

System Meets Venting Requirement, As Tested.

25. □ Yes

□ No

Cooling System Test Results are Attached (Not Required for Cat Supplied System).

*Radiator Drawing Must be Submitted for Review, Unless Sent Earlier with Application Approval. Remarks:

6

Lube System 1. Oil Pan Sump:

□ Front

3. Tilt Requirement:

Front Up __________;

4. Is Auxiliary Filter Used? Remarks:

130

□ Center

□ Rear.

□ Engine Mounted

2. Engine Oil Filter is:

□ Yes

Dipstick Shows Full at ____________________________________________ Quarts.

□ Remote Mounted. Front Down __________;

□ No

Mfgr. __________

Tilt Right __________; Model __________.

Tilt Left __________.

7

Fuel System, Governing, Engine Control 1. Fuel Tank Capacity __________ gal

(__________ liter)

2. Fuel Supply Line I.D. _________ in

(__________ mm)

Number of Tanks? __________

3. Fuel Return Line I.D. _________ in □ Yes

(__________ mm) □ No Manufacturer ____________________ Model ____________________ □ Yes □ No □ Yes □ No 5. Does Tank Have Drain? Vent? □ Cable, □ Linkage, or □ Actuator, 6. Governor Type? ________________________________________ Control Device: 4. Is Water Separator Used?

Powered by

__________________________________________. □ Yes □ No If Not, Why Not?________________________________________________________

7. Does Machine Operate As Intended?

____________________________________________________________________________________________________________________________ □ Yes □ No

8. Are Controls Adjustable for Field Maintenance? Remarks:

8

Starting, Charging Systems 1. Starter Manufacturer ___________________ Model ____________________ Volts ____________________ Solenoid

□ Up

□ Down

2. Alternator Manufacturer ___________________ Model ____________________ Volts __________ Amps __________ Speed __________ X Engine RPM 3. Battery Volts ___________________ Total CCA Rating ___________________ Amps (0°F) Number of Batteries? ___________________ 4. Battery Cable Size? ___________________ Total Length? __________ in (_________ mm) □ Yes □ No, 5. Starting Aids: Glow Plugs __________ Volts □ Yes □ No, Ether Aid Sprays __________ cc per Injection. □ Yes □ No, JW Heater __________ Watts. Air Heater

□ Yes

□ No,

Mfgr. _________________________

6. What Portion of Load, if Any, Cannot be Disconnected from Engine During Starting? ________________________________________________________ ____________________________________________________________________________________________________________________________ □ Yes □ No

7. Does Equipment Manufacturer Provide Own Wiring on Engine?

8. What Devices Consume Electrical Power from Alternator/Battery? ______________________________________________________________________ □ Yes □ No __________________________________________________________________ Is Alternator Adequately Sized? Remarks:

9

Monitoring System, Gauges High JW Temp: Low Oil Pressure: ______________ ______________ ______________

□ Gauge □ Gauge □ Gauge □ Gauge □ Gauge

□ Warning Light □ Warning Light □ Warning Light □ Warning Light □ Warning Light

□ Alarm □ Alarm □ Alarm

□ Shutdown □ Shutdown □ Shutdown

□ Alarm □ Alarm

□ Shutdown □ Shutdown

at __________°F

(__________)

at __________PSI

(__________)

at __________

(__________)

at __________

(__________)

at __________

(__________)

Remarks:

10

Serviceability Checklist 1.

Too Daily Maintenance

3. Remove, Repair Replace

Too

Check Oil Level

OK □

Difficult □

Add Oil

□

□

Replace Thermostat

□

□

Check Coolant Level

□

□

Repair Water Pump

□

□

Replace Belts

OK □

Difficult □

Fill Radiator

□

□

Remove Oil Pan

□

□

Check Water Separator

□

□

Remove Rocker Arms

□

□

Remove Cylinder Head

□

□

Remove Starter

□

□

2. Periodic Maintenance

□

□

Remove Alternator

□

□

Service Air Cleaners

□

□

Replace Radiator

□

□

Change Oil Filters

□

□

Adjust Rack

□

□

Drain Oil Pan

□

□

In-Frame Overhaul

□

□

Replace Engine

□

□

Service Coolant Treatment

□

□

Drain Cooling System

□

□

Adjust All Belts

□

□

Adjust Fuel System

□

□

Describe Any Other Serviceability Points That Need Improvement.______________

Service Meter Visibility

□

□

____________________________________________________________________

Adjust Clutch

□

□

____________________________________________________________________

Adjust Valve Lash

□

□

____________________________________________________________________ Remarks:

131

11

Photos Required Photos Attached?

Photos Required Showing:

□ Yes

□ No

1.

Main and Auxiliary Driven Equipment.

□ Yes

□ No

2.

Front and Rear Supports for Engine and Driven Equipment.

□ Yes

□ No

3.

Air Intake Ducting, Support, and Connection to Engine.

□ Yes

□ No

4.

Exhaust System, Support, and Connection to Engine.

□ Yes

□ No

5.

Radiator, Fan, Shroud & Coolant Lines (Not Required On Caterpillar Supplied System).

□ Yes

□ No

6.

Remote Oil Filter Mounting & Lines, If Applicable.

□ Yes

□ No

7.

Governor Control Device Including Actuator, If Any.

□ Yes

□ No

8.

Overall Views (LH and RH) of Engine Installation.

Miscellaneous Remarks, Recommendations, Observations, Etc.

Note: 1. Attach Cooling System Test Results (Not Required with Cat Cooling System). 2. Attach Radiator Drawing (Not Required with Cat Cooling System). 3. Attach Photos. 4. Use Additional Sheets, If Necessary. Approvals

Manufacturer Witness

Supplier Witness

Caterpillar

_____________________________________ Signature

_____________________________________ Signature

_____________________________________ Signature

_____________________________________ Title

_____________________________________ Title

_____________________________________ Title

Upon Factory Acceptance of This Pilot Model Engine Installation Audit, Supplier Will Receive a Copy of This Form with Installation Approval Reference Number.

40-682-83188-02

132

START-UP CHECKLIST Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Power Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Mounting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Fuel System, Governing, and Engine Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Starting and Charging Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Monitoring Systems and Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Disassembly and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Bolt, Nut, and Taperlock Stud Torque Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Electrical Audit Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 Power Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacket Water Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel, Governing, & Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting & Charging Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitoring System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical For Electronic Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Photographs Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

140 140 141 141 141 142 142 142 143 143 143 144

133

START-UP CHECKLIST GENERAL

MOUNTING SYSTEM

The purpose of this section is to provide a quick reference checklist of items to be reviewed before engine start-up. This list is not necessarily complete for all types of installations but should be considered a minimum list of the most basic items for most installations.

Are engine mounts tightly fastened?

Each engine is fully tested at the factory, prior to painting. But damage during shipping and storage, incomplete installation, or deficiencies in the installation can prevent the engine from starting or running right. A thorough start-up checkout is recommended. The following checklist is arranged by system in the same sequence as on the Installation Audit form and throughout this Application and Installation Guide. POWER TRANSMISSION SYSTEM Are driveline elements all assembled, tightened, and ready to run? Are driveline devices filled with oil, if required? Are hydraulic circuits connected? Can load be disengaged for start-up? Are rotating parts safely guarded? If electrical power generation is involved, is engine-generator frame properly grounded? (WARNING: IF UNIT IS ELECTRICALLY INSULATED FROM GROUND, AS COULD HAPPEN ON SOFT RUBBER MOUNTS, AN INTERNAL SHORT-CIRCUIT TO GROUND COULD IMPOSE A DANGEROUS HIGH VOLTAGE ON ENTIRE MACHINE, CREATING A SERIOUS HAZARD FOR THE OPERATOR.)

AIR INTAKE SYSTEM Are air cleaner and air piping in place and tightly connected? Is shipping covering removed from air cleaner element? Are shipping caps and tape removed so air inlet is unrestricted? EXHAUST SYSTEM Check fastening of exhaust piping and muffler. Are hoses or wires touching exhaust system? Reroute and clip in place, if necessary. Will exhaust gas be discharged to a safe place? Are exhaust parts safely away from contact with operator? COOLING SYSTEM Are hoses and pipes properly fastened? If unit has a shunt system, does shunt line slope continuously downward, without loops or traps? Is system filled with coolant? Check fan belts for correct tension. Will fan clear the shroud and guards safely? Are fan and drive safely guarded as installed in the final installation?

Are generator leads connected? LUBE SYSTEM Are phases correctly connected? Check engine oil level, using marking for stopped engine. 134

FUEL SYSTEM, GOVERNING, AND ENGINE CONTROL

MISCELLANEOUS

Is fuel in tank?

Remove shipping covers and tape. Remove loose tools used during setup.

Are supply and return lines connected and routed safely? (They must not come in contact with moving or hot parts.)

Immediately after engine has been started, several other operating checks should be made.

Is fuel system bled of air? (Use priming pump to allow air to escape by slightly loosening each injection line while fuel is pressurized.)

Check oil pressure and dipstick, if calibrated for checking while engine is running. Oil should be at “running” full mark.

Is there a reliable way to shut the engine down, when necessary?

Note any unusual vibrations or noise when accelerating slowly to high idle.

Manual shutoff should operate freely and operation of electric shutoff should be checked.

Check function of gauges.

Are governor controls connected and operating freely?

Simulate shutdowns.

If the governor has its own oil reservoir (UG8), is it full? Set speed for low idle at start-up, in most cases other than electric sets. STARTING AND CHARGING SYSTEMS Check belt tension on alternator. Charging circuit should be connected. Is battery securely fastened down? Check battery water level.

Check operation of governor controls.

Recheck coolant level shortly after start-up and again after 10 minutes of warm-up (after releasing cooling system pressure carefully) at no load. Systems should not have false fill characteristics, but sometimes additional coolant has to be added after initial cold fill and running. Make needed adjustments and run the required acceptance tests. If dynamometer testing is required, thoroughly warm up engine by running at part load and speed for about 15 minutes before testing at full load. Observe coolant temperature under load. It should never exceed 210°F (99°C)

Are electrical connections tight? DISASSEMBLY AND ASSEMBLY If equipped with air starter, air tanks must be up to pressure before starting. MONITORING SYSTEMS AND GAUGES Check connections.

During the course of an installation checkout, some bolts or parts will probably be adjusted, loosened, or removed. The question then is how tightly should the bolts be torqued? On Caterpillar Engines this problem is simplified because only Grade 8 bolts

135

are used. Tighten Caterpillar-supplied bolts to the values given in the table of bolt, nut, and stud torques Figure 54. If other

bolts are used, chart shows how to identify their grade. (See Figure 55.)

BOLT, NUT AND TAPERLOCK STUD TORQUE The torque values in the following tables apply to SAE Grade 5 and higher grade bolts, nuts and taperlock studs unless otherwise indicated in the Specifications. GENERAL TIGHTENING TORQUE

Figure 54 General tightening torque. Caterpillar supplied bolts, nuts, and studs.

Figure 55 136

Caterpillar Electronic Engine Electrical Audit Checklist

Application/Engines: Industrial — S/N Prefixes: 2AW1 — UP .....3176C 1DW1 — UP .....3196 6BR1 — UP ......3406E 3LW1 — UP ......3456 By J3/P3 Pin: (Not All Pins May Be Used by Application) 1

(+) Bat. (unswitched)

14

15A

—

2

Torq. limit sw. input

16

—

N/O

3

Not connected

—

—

—

4

To inlet air shutoff relay

16

—

—

Battery voltage

5

Air shutoff relay common

16

—

—

Inlet air shutoff system

6

Cat data link (–)

16

—

—

Unshielded twisted pair (1/25 mm) with pin 7 wire

7

Cat data link (+)

16

—

—

Unshielded twisted pair (1/25 mm) with pin 6 wire

8

Dig. sensor power + 8v

16

—

—

Voltage supply

9

Dig. sensor return

16

—

—

10

TPS input

16

—

OPT

Could be sw. with multiple TPS’s; lockouts req’d

11

Aux. temp sensor input

16

—

—

131-0427 allowable sensor; (0 -> + 120 c range)

12

Maint. clear sw.

16

—

N/O

13

Maint. over due lamp

16

1A

14

Anlg sensor power + 5v

16

—

—

15

Anlg sensor return

16

—

—

16

J1939 data link shield

16

—

—

133-0967; 133-0969 extended wire endpin/socket

17

J1939 data link (+)

16

—

—

Shielded twisted pair (1/25 mm) with pin 18 wire

18

J1939 data link (–)

16

—

—

Shielded twisted pair (1/25 mm) with pin 17 wire

19

PTO interrupt sw.

16

—

N/C

Sw. to (–) bat.; PTO mode set/resume selected

20

Not connected

—

—

—

Not used

21

Not connected

—

—

—

Not used

22

Bat. volts to ether relay

16

—

—

23

Not connected

—

—

—

Not used

24

Eng. diagnostic lamp

16

1A

—

(+) Bat. voltage supplied to lamp — optional

25

Eng. warning lamp

16

1A

—

(+) Bat. voltage supplied to lamp — required

26

(+) Bat. (switched)

14

15A

N/O

27

Remote shutdown sw.

16

—

N/O

28

Intermediate speed sw.

16

—

N/O

Sw. to (–) bat. can only lower eng. spd.

29

PTO enable sw.

16

—

N/O

Sw. to (–) bat.; controls eng. spd. pgm li -> hi

30

PTO ramp up sw.

16

—

N/O

Sw. to (–) bat. raise/set eng. spd.; rate pgm via ET

31

J1587 data link

16

—

—

Unshielded twisted pair (1/25 mm) with pin 32 wire

32

J1587 data link (–)

16

—

—

Unshielded twisted pair (1/25 mm) with pin 31 wire

33

Aux. press. sensor input

16

—

—

3e-6114 allowable sensor (0 -> 2894 kPa range)

34

Not connected

—

—

—

Not used

35

Not connected

—

—

—

Not used

36

Coolsnt Ivl. sensor input

16

—

—

111-3794 allowable sensor; located off engine

37

Not connected

—

—

—

Not used

38

Starting aid override sw.

16

—

N/O

39

PTO ramp down sw.

16

—

N/O

Sw. to (–) bat. lower/res. eng. spd.; rate pgm via ET

40

Overspeed verify sw.

16

—

N/O

Sw. to (–) bat. to activate at 75% OS limit; eng. S/D & inlet air shutdown relay activated

Sw. to (–) bat. to limit torq. Not used

Sw. to (–) bat. to clear/reset maint. indicator (+) Bat. voltage supplied to lamp — optional Voltage supply

Sw. to (–) bat. to s/d engine; leaves ECM powered

Sw. to (–) bat. to supply more ether

137

Application/Engines: Industrial — S/N Prefixes: 7PR — UP .....3408E 4CR1 — UP .....3412E By J3/P3 Pin: (Not All Pins May Be Used by Application) 1

(+) Bat. (unswitched)

14

15A

—

2

(+) Bat. (unswitched)

14

15A

—

24 volt only

3

Not connected

—

—

—

Not Used

4

To inlet air shutoff relay

16

—

—

Battery voltage

5

Air shutoff relay common

16

—

—

Inlet air shutoff system

6

Cat data link (–)

16

—

—

Unshielded twisted pair (1/25 mm) with pin 7 wire

7

Cat data link (+)

16

—

—

Unshielded twisted pair (1/25 mm) with pin 6 wire

8

Dig. sensor power + 8v

16

—

—

Voltage supply

9

Dig. sensor return

16

—

—

10

TPS input

16

—

OPT

11

Aux. temp sensor input

16

—

—

12

Maint. clear sw.

16

—

N/O

13

Maint. over due lamp

16

1A

—

(+) Bat. voltage supplied to lamp — optional

14

Anlg sensor power + 5v

16

—

—

Voltage supply

15

Anlg sensor return

16

—

—

16

Not connected

—

—

—

Not used

17

Not connected

—

—

—

Not used

18

Not connected

—

—

—

Not used

19

Inlet air temp. snsr input

16

—

—

107-8618 allowable sensor; install ATAAC ret. line

20

Fuel press. snsr input

16

—

—

111-2350 allowable sensor; install in filter base

21

Not connected

—

—

—

Not used

22

Bat. volts to ether relay

16

—

—

23

Not connected

—

—

—

Not used

24

Eng. diagnostic lamp

16

1A

—

(+) Bat. voltage supplied to lamp — optional

25

Eng. warning lamp

16

1A

—

(+) Bat. voltage supplied to lamp — required

26

(+) Bat. (switched)

14

15A

—

24 Volt only

27

Remote shutdown sw.

16

—

N/O

28

Not connected

—

—

—

29

PTO enable sw.

16

—

N/O

30

PTO ramp up sw.

16

—

N/O

31

J1587 data link (+)

16

—

—

Unshielded twisted pair (1/25 mm) with pin 32 wire

32

J1587 data link (–)

16

—

—

Unshielded twisted pair (1/25 mm) with pin 31 wire

33

Aux. press. sensor input

16

—

—

3e-6114 allowable sensor (0 -> 2894 kPa range)

34

Remote tdc probe (+)

—

—

—

Used by dealer tech when timing calib. reqd.

35

Remote tdc probe (–)

—

—

—

Used by dealer tech when timing calib. reqd.

36

Coolsnt Ivl. sensor input

16

—

—

111-3794 allowable sensor; located off engine

37

Not connected

—

—

—

Not used

38

Starting aid override sw.

16

—

N/O

39

PTO ramp down sw.

16

—

N/O

Sw. to (–) bat. lower eng. spd.; rate pgm via ET

40

Overspeed verify sw.

16

—

N/O

Sw. to (–) bat. to activate at 75% os limit; eng. S/D & inlet air shutdown relay activated

138

24 volt only

Could be sw. with multiple tps’s; lockouts req’d 131-0427 allowable sensor; (0 -> + 120 c range) Sw. to bat. neg. to clear/reset maint. indicator

Sw. to (–) bat. to s/d engine; leaves ECM powered Not used Sw. to (–) bat.; controls eng. spd. pgm li -> hi Sw. to (–) bat. raise eng. spd.; rate pgm via ET

Sw. to (–) bat. to supply more ether

Customer/System Parameters OEM:________________________ Date: __________ Eng: __________ Eng S/N: __________ Application: ________________________________________________________________________

Rating number

21

F (flash file)

Spec. order

Rated power — Bkw

—

F (rating no.)

Spec. order

—

Rated peak torq — N•m

—

—

F (rating no.)

—

Top engine speed range — rpm

—

F (rating no.)

F (rating no.)

—

Test spec.

—

F (flash file)

F (rating no.)

—

Engine power trim — %

22

–3.0 -> +3.0

0

—

Equipment id

21

—

None

—

Engine serial no.

—

21

None

0xx00000

—

F (ECM)

None

Actual ECM

—

Personality module P/N

21

None

Actual P/M

—

Personality module rel. date

—

None

Actual P/M

—

Total tattletail

F (no. of chg)

—

—

—

Last tool to chg. customer param.

F (prev. chg)

—

—

—

Last tool to chg. system param.

F (prev. chg)

—

—

—

21

1 -> 3

3

—

23, 43

271 -> 9999

9999

—

37

Ramp u/d -> set/res.

Ramp up/dwn

—

ECM serial no.

Fuel to air ratio mode Tachometer calib. Torque limit — N•m PTO mode Idle/PTO ramp rate — rpm/sec

37, 38

5 -> 1000

50

—

Top engine limit speed — rpm

23

1600 -> 2310

2310

—

Low idle engine speed — rpm

23

100 -> 1400

700

—

High idle speed — rpm

23

1600 -> 2310

2310

—

Intermediate engine speed — rpm

39

Lo idle -> hi idle

Lo idle

—

Aux. temp high warning point — c

35

0 -> 120

0

—

Aux. press high warning point — kPa

34

0 -> 2900

0

—

Maintenance indicator mode

24, 40

m-hrs; a-hrs; m-fuel; a-fuel; off

Off

—

PM1 interval — hours

24, 40

m-hrs 100 -> 750 m-fuel 3785 -> 28930

250

—

Liters Engine oil capacity

9463

Unavailable

—

—

—

Engine monitoring mode

24

off; warn; derate; shutdown

Warn

—

Coolant level sensor

34

Install; not install

Not install

—

Ether solenoid configuration

41

Cont.; pulsed

Continuous

—

Throttle position sensor

33

None

None

—

Fuel pressure sensor

31, 35

None

Not install

—

Fuel correction factor

21

64 -> +63.5

0

—

Customer password #1

21

8 characters

None

—

Customer password #2

21

8 characters

None

—

Personality module code

21

FLS

21

FTS

21

F (appl./tier)

—

None

F (test cell)

Yes

None

F (test cell)

Yes

139

Date Of Audit: ________________________

Installation Audit No. __________________________

OEM: __________________________________________________________

Address: ____________________________________________________

Cat Dealer:______________________________________________________

Location: ____________________________________________________

Cat Dealer Contact: ______________________________________________

Position: ________________________

Phone: ____________________

Equipment/Type: ________________________________________________________________________________________________________________ Application: ____________________________________________________________________________________________________________________ Engine Model: ________________________ □ DI

□ PC

□ NA

Rating: ______________ Bhp/Bkw Estimated Annual Machine Sales:

S/N: ________________________

□T

□ TA-JW

□ TA-ATAAC

Speed: ______________ rpm

Core Arr: ________________________ □ EPA

□ EEC

PA/PL: __________________

□ NONCERT

Hi Idle: ______________ rpm

Lo Idle: ______________ rpm

__________________________________

1 — POWER TRANSMISSION SYSTEM 1. Flywheel Driven Equipment: □ Clutch

□ Coupling

Type: __________________________

Make: ______________________

Model: ________________________

Size/Type: ______________________

Make: ______________________

Model: ________________________

Adapter from SAE#: ____ to ____

P/N: __________________________

2. Flywheel Housing is SAE #:________

□ Dry

□ Wet

3. Auxiliary Equipment Driven from Engine: Item: ______________________

Max. HP: ________________________

Driven By: __________________

At: ______________X Engine Speed

Item: ______________________

Max. HP: ________________________

Driven By: __________________

At: ______________X Engine Speed

Item: ______________________

Max. HP: ________________________

Driven By: __________________

At: ______________X Engine Speed

Item: ______________________

Max. HP: ________________________

Driven By: __________________

At: ______________X Engine Speed

4. □ Yes

□ No

Torsional analysis performed?

Clutch Side Load:

□ Yes

□ No

Flywheel thrust load within limits?

Clutch Pulley Diameter: ____________________________________ mm

□ Yes

□ No

Flywheel side load with limits?

Distance from Centerline of Side Load to

Auxiliary drives within torque limits?

Clutch Output Shaft Shoulder:

□ Yes

□ No

____________________________________________

______________________________ mm

5. If Equipment Mobile: Mounting:

□ Skid

□ Wheeled

□ Tracked

□ Self-Propelled

If Self-Propelled:

Driven By:

□ Transmission

□ Hydrastat

□ Belts/Chains

Make: ________

Model: ________

Ratios: ________

Control: ________

Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 2 — MOUNTING SYSTEM 1. Front:

□ Wide

□ Narrow

2. Rear:

□ F/W Hsg

□ F/W Hsg + Transmission Cradle

□ Trunion

3. Static Bending Moment @ Rear Face of Flywheel Housing: __________ N•M

□ Solid

□ Resilient

□ Transmission

□ Solid

Within limits?

4. Overhung transmission/other equipment externally supported other than F/W housing? 5. Installed Tilt Angle Relative to Machine: __________deg.

Front: □ Down

□ Up

□ Yes

□ No

□ Yes

□ No Left Side: □ Down

□ Resilient

□ Up

6. Expected Shock/Dynamic loading: G’s Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________

140

3 — AIR INTAKE SYSTEM 1. Air Cleaner:

Make: __________________________ □ Yes

2. Safety Element:

□ No

Precleaner:

3. Line Air Cleaner to Turbo/Manifold:

Dia: _______ mm

□ Yes

4. Restriction Gauge Used:

□ No

□ Yes

Model:

□ No

Ln: _______ mm

____________________

Type: ________________________

Combustion Air From: ____________________________________ Mtr’l:______________________

Location: ______________

Beaded Connect?

□ Yes

Res. @Full Load:

______________

Setting: ______________

□ No

IF CHARGE AIR COOLER (ATAAC) SYSTEM USED (Ref. LEXH6521) 5. Line Turbo Comp to CAC: 200°C compatible?

Dia: _______ mm

□ Yes

6. Line CAC to Inlet Manifold:

Ln: _______ mm

Mtr’l:____________________

□ No

Physically Secured?

Dia: _______ mm

Ln: _______ mm

□ Yes

Mtr’l:____________________

7. Is pressure drop between turbo comp outlet and intake manifold less than 13.5 kPa @ rated?

□ Yes

□ No

□ No Beaded Connections:?

□ Yes

8. At Rated, Max Design Intake Manifold Temp @ 25°C Ambient Temp = ____________________ °C 9. Corrected Intake Manifold Air Temp @ rated = __________ °C (test)

Beaded Connections:?

□ Yes

□ No

□ No (spec. value) □ Yes

Corrected value