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Welcome: apache0Product: GENERATOR SETModel: 3412C GENERATOR SET 4BZConfiguration: 3412 Generator Set 4BZ00001-UP
Systems Operation3412 Generator Set EnginesMedia Number -RENR1388-06 Publication Date -01/08/2015 Date Updated -26/08/201
i0249253
Electronic Control System Components
SMCS -1900
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Illustration 1 g01246160
Right side view
(1) Electronic Control Module (ECM)
(2) Coolant level sensor connector
(3) Rack position sensor
(4) Boost pressure sensor connector
(5) Engine coolant temperature sensor
(6) Engine oil pressure sensor
(7) Speed sensor
(8) Atmospheric pressure sensor
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Illustration 2 g01246163
View A-A
(9) Fuel shutoff solenoid
(10) Rack solenoid (BTM)
(11) ATA data link
The electronic control system is designed into the engine's fuel system. The system is designed to electronicallycontrol the delivery of fuel and injection timing.
The engine uses the following three types of electronic components:
Input component
Control component
Output component
An input component is one that sends an electrical signal to the ECM of the system. The signal that is sent variein either of the following ways:
Voltage
Frequency
The ECM interprets the signal from the input component as information about the condition, environment, oroperation of the engine.
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A control component (ECM) receives the input signals from the input components. Electronic circuits inside thecontrol component evaluate the signals from the input components. These electronic circuits also supplyelectrical energy to the output components of the system. The electrical energy that is supplied to the outputcomponents is based on predetermined combinations of input signal values.
An output component is one that is operated by a control module. The output component receives electricalenergy from the control group. The output component uses that electrical energy in one of two ways. The outputcomponent can use that electrical energy in order to perform work. As an example, a moving solenoid plungerwill perform work. The output component can use that electrical energy in order to provide information. As an
example, a dash panel light or an alarm will provide information to the operator of the engine.
These electronic components provide the ability to electronically control the engine operation. Engines withelectronic controls offer the following advantages:
Improvement in performance
Improvement in fuel consumption
Reduction in emissions levels
Various sensors feed engine data to the ECM. These sensors modify the following functions:
Boost pressure
Engine oil pressure
Engine speed
Fuel rack position
Throttle position
On/off ignition
The ECM processes the data. Then, the ECM sends electronic signals to the fuel injection solenoids. The fuelinjection solenoids move the fuel rack. This will optimize the efficiency and the performance of the engine.
The electronic engine control system also has the following built-in functions:
Engine overspeed
On board diagnostics
Data Link
A data link is used for the following items:
Communicate engine information.
Communicate with Caterpillar Electronic Technician Cat ET.
Calibrate the electronic engine control system.
Troubleshoot the electronic engine control system.
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Program the electronic engine control system.
The electronic engine control system includes a Data Link. The Data Link communicates with othermicroprocessor based devices. These devices are compatible with SAE Recommended Practices J1708 andJ1587. The Data Link can reduce the duplication of sensors by allowing the controls to share information.
The Data Link is used to communicate engine information to other electronic control systems. Also, the DataLink can interface with Cat ET.
The Data Link monitors engine information. The engine information that is available on the Data Link includesthe following information:
Boost pressure
Engine identification
Engine speed
Oil pressure
Rack position
Status and diagnostic information
Throttle position
The Cat ET is used to program the customer specified parameters.
The Cat ET is one method of programming the customer specified parameters that are selected by the customer.The tool plugs into the Data Link Connector. This allows the tool to communicate with the ECM. Also, the CatET can be used to display the real time values of all the information available on the Data Link. This will helpdiagnose engine problems.
System Diagnostic Codes
Table 1
Diagnostic Flash Codes
Flash Code Description of Code
21 Sensor Supply Voltage Fault
22 Rack Position Sensor Fault
24 Oil Pressure Sensor Fault
25 Boost Pressure Sensor Fault
26 Atmospheric Pressure Sensor Fault
27 Coolant Temperature Sensor Fault
32 Throttle Position Sensor Fault
33 Engine RPM Signal Fault
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34 Loss Of Engine Speed Signal
35 Engine Overspeed Warning
42 Check Boost Sensor Calibration
43 Rack Subsystem Fault
45 Shutoff Solenoid Fault
46 Low Engine Oil Pressure Warning
48 Excessive Engine Power
51 Intermittent Battery Power to ECM
52 ECM or Personality Module Fault
53 ECM Fault
55 No Detected Faults
56 Check Customer or System Parameters
61 High Coolant Temperature Warning
62 Low Coolant Temperature Warning
Refer to Electronic Troubleshooting Guide for a complete explanation of the Diagnostic Codes.
Electronic Control Module (ECM) and Personality Module
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Illustration 3 g01246165
ECM and personality module
(1) Electronic Control Module (ECM)
(2) Fuel outlet
(3) Fuel inlet
(4) Personality module
The 3412C generator set engine uses an ECM microprocessor. The ECM is mounted on the top of theaftercooler housing. The ECM (1) and the personality module (4) are cooled by fuel. The fuel circulates througha manifold between two circuit boards in the control module. The fuel enters the control module from the fueltransfer pump. The fuel enters the control module through the fuel inlet (3). Then, the fuel exits the controlmodule through the fuel outlet (2) .
The inputs and the outputs to the control module are designed to withstand the short circuits to the batteryvoltage without damage to the control. The electronic engine control system has the following features that aredesigned into the system.
Resistance to radio frequency
Resistance to electromagnetic interference
The system has passed tests for interference that is caused by two-way radios and by switching noise.
The ECM power supply provides electrical power to all engine mounted sensors and actuators. The followingprecautions have been designed into the ECM.
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Reverse voltage polarity protection
Vessel power system voltage swings or surges due to sudden alternator load
In addition to acting as a power supply, the ECM also monitors all sensor inputs. The ECM provides the correctoutputs. Also, the ECM ensures the desired engine operation.
The ECM memory stores and identifies a selected factory engine rating. The memory also contains a personalitymodule identification code. This code is used to avoid unauthorized tampering or switching of personality
modules and other pertinent manufacturing information.
The wiring harness provides communications to the following areas:
Various sensors
Data link connector
Engine connectors
The personality module is attached to the ECM. The personality module provides all the instructions necessaryfor the ECM to function. The personality module contains the engine performance information and the
certification information. This certification information includes fuel ratio information and rack control maps fora particular ratings group that utilizes common engine components.
The ECM is programmed to perform the following functions:
Diagnostic tests on all inputs
Diagnostic tests on all outputs
Will separate a fault to a specific circuit
Once a fault is detected, the fault can be displayed on a diagnostic lamp. The diagnostic code can be read by
using Cat ET. A multimeter can be used to check most problems. Also, a multimeter can be used to troubleshootmost problems. The ECM will either log or record most diagnostic codes that are generated during engineoperation. These logged or intermittent codes can be read by Cat ET.
Throttle Control Sensor
A throttle control sensor is used to interface with the throttle. The throttle control sensor output is a constantfrequency, pulse width modulation (PWM) signal rather than an analog voltage. Refer to pulse width modulationin the glossary. The PWM signal overcomes the serious errors that can result from analog signals. These errorsoccur from the following problems.
Leakage between pins
Contamination in the wiring harness
Contamination in the connectors
The engine returns to low idle if the PWM signal is invalid due to a broken or shorted wire.
Fuel Rack Controls
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Illustration 4 g01246168
Cross section view of the rack housing
(1) Shutoff solenoid
(2) Rack solenoid (BTM)
(3) Fuel rack servo
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Illustration 5 g01246169
Cross section view of rack position sensor
(4) Fuel rack
(5) Rack position sensor
(6) Shutoff override shaft and lever assembly (manual shutoff)
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Illustration 6 g01246172
Cross section view of engine speed sensor
(7) Flywheel starter gear
(8) Engine speed sensor
Engine oil pressure is used to move the fuel rack. An electronically actuated rack solenoid (BTM) (2) controls adouble acting hydraulic servo. The servo directs engine oil pressure to either side of a piston that is connected tothe fuel rack. The oil pressure moves the piston. The piston moves the fuel rack.
The servo group is a gerotor type oil pump. The servo group increases the pressure of the engine oil that issupplied to the governor. The increased oil pressure allows a better regulation of engine speed during the rapidapplication or the removal of heavy loads on the engine.
The rack solenoid (BTM) (2) is installed in the side of the rack actuator housing on the fuel injection pump. Therack solenoid (BTM) (2) is controlled by the ECM. The lever of the rack solenoid (BTM) is engaged in a collar
on the rack servo valve. The rack solenoid (BTM) is spring loaded toward the fuel off position and must receivea positive voltage in order to move in the fuel on position.
Rack position sensor (5) is located inside the rack actuator housing. The rack position sensor is attached to thefuel rack by a magnet. The rack position sensor is a linear potentiometer that provides accurate feedbackinformation for the ECM.
In addition to the rack position data, the ECM receives data from other sensors that are located in the rackactuator housing. The engine speed sensor (8) is triggered by radial slots on the flywheel. Oil pressure, inlet air
pressure, and the boost pressure sensors are mounted on the engine. These sensors are connected to the ECM.The ECM will limit engine speed and power output of the engine if low oil pressure occurs. When there is a
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change in boost and/or inlet air pressure, the control module adjusts the quantity of fuel or the timing of fuel thatis delivered to the engine.
The ECM operates an energized to run type shutoff solenoid (1). If the rack solenoid (BTM) (2) is unable tomove the fuel rack to the fuel off position, the shutoff solenoid will apply an addition force on the fuel rack tomove the rack to the fuel off position. A manual shutoff (6) (shutoff override shaft and lever assembly) is
provided. The manual shutoff control shaft is spring loaded to a neutral position.
If the shutoff solenoid fails to energize, the solenoid override may be used to move the shutoff lever away from
the fuel rack servo (3). This will allow the rack solenoid (BTM) to move the fuel rack even though the shutoffsolenoid is not energized.
The manual shutoff may be used to shut down the engine with the shutoff solenoid energized and powermaintained to the ECM. This method of shut down is used in some troubleshooting procedures.
The mechanical fuel ratio control, torque control group, and various adjustment screws have been eliminated.The electronic control module performs all of these functions. The control module adjusts the engine power andthe torque rise. This compensates for the operation of the engine that either has plugged air cleaners or to limitthe amount of smoke.
The amount of fuel that is needed by the engine to maintain a desired rpm is determined by the ECM. With theengine running at a desired speed, the engine speed will decrease when an additional load is applied. The signalfrom the engine speed sensor (8) to the ECM changes. The control module performs the following tasks:
Receives the signal and other data
Processes all the data
Sends a positive voltage to the rack solenoid (BTM)
The rack solenoid (BTM) moves the valve in fuel rack servo (3). This will cause the fuel rack to move in theFuel On direction. The increase in fuel to the engine will increase engine speed. This action will continue until
the engine is again running at the desired speed or until the rack position has increased up to a rack positionlimit.
With the engine running at a desired speed, the engine speed will increase when the load is decreased. The ECMreceives the changed signal from the engine speed sensor (8). The ECM reduces the electrical signal that goes tothe rack solenoid (BTM). The rack solenoid (BTM) moves the valve in the fuel rack servo (3). This will movethe fuel rack in the Fuel Off direction. The decrease in fuel to the engine will decrease engine speed. This actionwill continue until the engine is again running at the desired speed.
The electronic engine control system allows the engine to be cranked and then allows the engine to start. Thethrottle control is not needed. The ECM will automatically provide the engine with the correct amount of fuelthat is required to start the engine. Since some oil pressure is required for the fuel rack servo to move the fuel
rack, electronically controlled engines may require a slightly longer cranking time to start.
Governor Servo
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Illustration 7 g01246175
Rack movement toward Full Fuel
(1) Piston
(2) Cylinder
(3) Sleeve
(4) Valve
(5) Fuel rack
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
When the rack solenoid (BTM) is energized, the rack solenoid (BTM) moves valve (4) to the left. The valveopens oil outlet (B) and the valve closes oil passage (D). Pressure oil from oil inlet (A) pushes piston (1) andfuel rack (5) to the left. Oil behind the piston goes through oil passage (C), along valve (4) and exits through oiloutlet (B).
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Illustration 8 g01246179
No rack movement (const ant engine speed )
(1) Piston. (2) Cylinder. (3) Sleeve. (4) Valve. (5) Fuel rack. (A) Oil inlet. (B) Oil outlet. (C) Oil passage. (D) Oil passage.
(1) Piston
(2) Cylinder
(3) Sleeve
(4) Valve
(5) Fuel rack
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
When the desired engine speed is reached, the rack solenoid (BTM) holds valve (4) in a fixed position. Piston(1) moves to the left until both oil outlet (B) and oil passage (D) are blocked by valve (4). Oil is trapped in thechamber behind piston (1). This creates a hydraulic lock. The piston and the fuel rack movement is stopped.
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Illustration 9 g01246184
Rack movement toward fuel off
(1) Piston
(2) Cylinder
(3) Sleeve
(4) Valve
(5) Fuel rack
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
When the rack solenoid (BTM) is de-energized, spring force in the solenoid moves valve (4) to the right. Thevalve closes oil outlet (B) and opens oil passage (D). Pressure oil from oil inlet (A) is now on both sides of
piston (1). The area of the piston is greater on the left side than the area of the piston on the right side. The forceof the oil is also greater on the left side of the piston. The piston and the fuel rack (5) moves to the right.
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