Caterpillar Industrial Engine Application & Installation Guide LEBH0504

INDUSTRIALAPPLICATION 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 Engines must be properly installed in an acceptable environment if reliability of each engine system and the total installation are to be achieved. 3000 Family information is on CD and can be ordered through the Media Logistics System asking for LERH9330. the 3400 Performance and Drawing Book (LEBH9181). and other industrial engine information including this book on the Electronic Media Center (EMC). 3 .com A complete library of installation drawings for all Caterpillar Engines is available on CD by ordering LERQ2015. Product News bulletins.cat. The goal of each engine sale should be a good installation in an appropriate application. 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. The URL address is http://emc. Subscribers to this library will automatically receive updates four times a year.INTRODUCTION Reliability of machinery is a major factor affecting satisfactory performance. A layout for engine installation should include space for connections to functional systems.cat.com). View specification sheets. 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. including ventilation. 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dynamometer Measured Horsepower Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque. . Homologation . . . . . . 6 Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horsepower. . . . . . . . . . . . . . . . Rating Curves . . . . . . . . . . . Fuel Heating Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . and Machine Productivity . . . . . . . . . . . . . . . . . . Simulating Performance of a Smaller Engine . . . . . . . . . . . . . . . . Mechanically Governed Engines . . . . . . . . . . . . . . . . . . . . . . SAE Standard Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronically Governed Engines . . . . . . . . . Application Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 9 9 9 10 10 10 10 10 10 11 11 11 11 11 11 12 12 13 13 13 13 5 . . Intermittent Rating Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENGINE SELECTION Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 6 6 7 7 7 8 8 8 8 8 8 8 9 9 Engine Ratings and Configurations . . . . . . Factors Involved in Establishing a Rating. Special Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Setting Determines Maximum Fuel Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adequate Machine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Laboratory Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Engine Capability Determines Ratings . . . . . . . . . . . . . . . . . . Aftercooling Configurations Versus Ratings . . . . . . . . . . . . Auxiliary Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Measured Horsepower Demand. . . . . . . . . . . . . . . . . . . . . . . Response Effect on Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calculated Horsepower Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determining Total Power Needs . . . . . . . . . . . . . . . Altitude Derating . . . . . . . Aftercooling Variations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Rise Effect on Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Configuration Variations Provide Rating Range . . . . . . . . . . . Engines are Developed for Specific Rating Levels . . . . . . . . . . . . . Maximum Rating Discussed . . . 6 Comparison with Experience . . . . . . . . . . . . Continuous Rating Defined . . . . . . . . . . Actual Power Output Derives From Load Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Usage Determines Rating Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Life Related to Load Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulatory Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Productivity of most machines is approximately proportional to horsepower input. Some basic relationships are: TxN bhp = _____ 5252 POWER REQUIREMENTS Comparison with Past Experience Before selecting an engine model and rating. consider that a very small engine can provide sufficient torque for a very large machine. But. In other applications. Using basic engineering principles on work and energy and data on the type of task to be accomplished. or over powered. . horsepower is proportional to the product of torque times rpm. engine ratings. if there is enough speed reduction.ENGINE SELECTION GENERAL The purpose of this section is to discuss power demand. This task is simplified if experience is available with a similar machine powered by an engine of known rating and fuel rate performance. Horsepower is the time rate of doing work. Of course. calculated values are quite accurate. Torque. For certain applications such as pumps or other continuous loads. power demand must be analyzed. this approach is accurate only to the extent that all factors are considered and assumptions are correct. although the machine could have sufficient torque. ft-lb N = rpm Calculated Horsepower Demand An estimate of machine load demand can be made mathematically. correctly powered. Or restated.000 ft-lb 1 hp = _________ min Where: T = Torque. This experience provides a basis for deciding whether the machine was under powered. and engine selection to result in satisfactory machine performance and engine life. when no actual machine experience is available to serve as a baseline of comparison. it is possible to convert all functions of a machine to ft-lb per minute and then convert to horsepower demand. 6 5252 bhp T = ________ N 33. where demand is known quite well. Mathematical calculation may be the only way available to estimate power requirements at the start of a new machine design. actual demand can be significantly different than calculated levels. it would operate at such a slow speed as to be unproductive. and Machine Productivity To better understand torque and horsepower. Horsepower. 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. There is no substitute for a rigorous evaluation of an engine in the machine or application. this occasionally happens with hydraulic systems. 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. Estimated h. the decision to use an extra high torque rise engine must also consider driveline capability. This is not acceptable either. at full throttle). However. These are torque rise and response to sudden load change. Some modification to a torque curve is possible in those cases where this is required to achieve satisfactory machine performance. but not so much that driveline life becomes unacceptable. Engine Measured Horsepower Demand Usually.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. except as it may contribute to the ability to accelerate the load.e. For this reason it is sometimes desirable to let the machine operator shift to a lower gear to increase engine speed. For example. is to make a logical selection based on calculation or comparison with past experience and test it. Consult your engine supplier if this need exits. Torque Rise Effect on Performance For machines which are capable of lugging the engine (i. the most practical way to assess power demand. it is important to consider two other characteristics of engine performance. or it will identify shortcomings in need of correction. This provides the final proof of machine performance acceptability. The amount of torque rise available in these applications is generally meaningless because torque rise is not required. instead of always lugging the engine without a gear change. a dynamometer normally measures only the steady-state power demand.. The best compromise is to use enough torque rise to satisfy machine performance requirements. If this type of measuring apparatus is available. It is recommended that a manufacturer do this to more accurately determine where power is being consumed.p. transient conditions. 4) belt drives. More sophisticated instrumentation is required to measure load demand under dynamic. an engine with insufficient torque rise will seem weak and may even stop running before the operator has time to make a shift change. If torque rise is higher than necessary. applying sufficient load to pull the engine speed down below rated speed. pumps. and propellers cannot lug an engine because power demand drops off much more quickly than engine capability as speed is reduced. This can identify a device or system which is using more power than it should and is in need of redesign for improved efficiency. 5) gear reducers. and capability of an engine to perform adequately. Devices such as blowers. the dynodriven load must accurately simulate the real machine operation to yield accurate data. 7 . 2) transmissions. By contrast. 3) generators. So. A torque curve is the graphical representation of torque versus speed. loss due to: 1) torque converter. In a steady load and speed situation. Caterpillar Diesel ratings are based on use of 35 API fuel with HHV of 19. . and hydraulic pump may represent a significant proportion of total engine power available. They respond to inlet manifold boost pressure. and jacket water pump. some additional power should be allowed for peak loads (such as grades and rough terrain) and reserve for acceleration. where load demand of some work-producing device is published. satisfying the owner’s need for performance and overall value. 8 Auxiliary Loads In addition to the main load carried by the engine. and durable. such as the oil pump. SAE Standard Conditions Engine ratings express actual usable power available under standard SAE (Society of Automotive Engineers) specified conditions of 29. The ideal machine is responsive. 85°F (30°C). the manufacturer’s tolerance should be added to demand horsepower if power needs are to be met in all cases. also called smoke limiters. Tolerances Actual engine horsepower output may vary by up to ±3% from nameplate value on a new engine. Extra loads imposed by a cooling fan. Air/fuel ratio controllers. Steady progress in turbocharger development has produced smaller. therefore. turbocharged engines which respond quickly to sudden load increase. Allowance should be made for a fuel with lower heat content (higher API than standard) where the power level is critical. Excessive power costs more to purchase. fuel pump. Heating value of the fuel affects power output because fuel is delivered to the engine on a volumetric basis. faster responding turbochargers and. Adequate Machine Performance Manufacturers and customers develop their own ideas of what constitutes adequate machine performance. allowance must also be made for all other engine-driven auxiliary loads. The air/fuel ratio setting is a compromise between machine responsiveness and acceptable level of transient smoke for a particular application. which are part of a runnable engine.38 in Hg (99. A turbocharged engine will not respond quite as fast because it takes a moment for the turbo to accelerate upon sudden load increase. steering pump. alternator. Similarly. Devices. Insufficient power causes low productivity and user dissatisfaction.590 Btu/lb (45570 kJ/kg) or 138. turbo response is of no consequence. momentarily limit fuel delivery until sufficient air is available for combustion. and may reduce machine life if the operator is careless. air compressor.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.000 Btu/gal. productive. do not subtract from rated power. Determining Total Power Needs After establishing main load power demand and adding all auxiliary power demands.2 kPa) barometer. requires heavier driveline components. duty cycle. Engine Usage Determines Rating Validity A properly maintained engine in actual use will determine whether or not a particular rating level is appropriate. if an appropriate engine and rating is selected. A major concern in applying engines is the proper application of engine horsepower to obtain desired performance. Fuel usage is a better indicator of engine life than engine hours. Both of these settings affect the engine’s maximum fuel rate and. Life Related to Load Factor Use of an oversized engine contributes to longer engine life because it runs at a lower overall load factor. and satisfactory engine life. Thermal and mechanical design limits will not be exceeded. and some increases in ratings result from this process. the power output capability. Then. 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. economic operation. 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. Continuing engine development results in on-going engine improvement. Combined capability and durability of all engine components determine how much horsepower can be produced successfully in a particular application. and historical experience at a particular rating level.Simulating Performance of a Smaller Engine If a machine is thought to be overpowered and a change to a smaller engine is being considered. Successful application of engines requires an understanding of how they are rated and how to properly select and use these ratings. such testing may show that the lower power level cannot meet the peak demands satisfactory. an experienced operator can fully evaluate machine performance at the lower horsepower. Although performance will not be exactly the same. This may demonstrate that a smaller engine is a viable possibility which should be tested further. therefore. because of greater rotational inertia and displacement (which both improve ability to handle sudden load changes). Ratings which are validated by acceptable field experience are retained. this will roughly simulate performance to be expected with a smaller engine. expressed as a percent. that the larger engine will deliver sufficient performance advantage to justify its cost. annual operating hours. It also provides quicker response to sudden load changes. it is possible to simulate a lower horsepower engine by resetting the fuel system on the larger engine to some lower horsepower. 9 . Or. ENGINE RATINGS AND CONFIGURATIONS Engine Capability Determines Ratings Horsepower rating capability is determined by engine design. 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. the continuous rating will extend engine life and reliability in any application. and locomotive.Engines are Developed for Specific Rating Levels Engines are designed and developed to produce specific power levels for particular applications. unless the effect of these ratings on engine life in a particular application is known. Rating Curves Consult TMI for Industrial Engine rating curves which show available ratings at various speeds for each model and configuration. range of applications characterized by the fluctuating load and speed. provides excellent engine life in a broad 10 Today. but. Application Ratings Ratings other than continuous and intermittent are approved for certain specific applications. The majority of material handling and agricultural applications are in this category. An intermittent rating. unfortunately. Subsequent lab and field experience confirms the validity of these ratings. and the difference was somewhat erroneously considered to be a power reserve or an indication of degree of conservatism of the rating. Rely upon these recommendations rather than attempts at comparison with almost meaningless maximum ratings. when properly applied. 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. . An engine can often produce power levels well beyond approved application ratings. Few industrial or agricultural applications require a rating as low as the continuous rating because load and speed fluctuation is usually present. Use of maximum ratings was also encouraged. Although this was never intended as a usable rating. Examples of these application ratings are irrigation pumping continuous. Excessive engine wear or damage can result and could invalidate the warranty. by competitive pressures between manufactures trying to extend the apparent capability of their engines. with turbocharged engines. Appropriate Caterpillar ratings are established for each application or type of duty. which can be used without interruption or load cycling. Any rating with the horsepower or engine speed above the continuous rating is also considered an intermittent rating. for preliminary sizing purposes. The actual rating was sometimes compared with the maximum. Continuous Rating Defined The CONTINUOUS rating is the power and speed capability of the engine. Specification sheets also carry some of this information. Published ratings express engine power and speed capability under specified loading conditions or for specific applications. is not an acceptable practice. to compensate for excessive load. Increasing the engine horsepower beyond approved levels by increasing the fuel rate. there is no basis for judging conservatism of ratings. Maximum Rating Discussed Maximum rating developed when only naturally aspirated engines were available. off-highway truck. a maximum rating has even less significance. However. it was used by some as a point of reference. an engine set to produce 500 hp (373 kW) will actually produce only 40 hp (30 kW). In this case. To provide data for this purpose. Regulatory Requirements Regulatory requirements often dictate the use of specific regulatory agency-approved rating levels. without giving external indication of distress. Machine manufacturers who plan to export product to other countries should investigate the need for homologation (approval) in that country. exhaust temperature before and after turbocharger.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. 11 . However. the actual power developed by an engine derives from the load imposed by driven equipment. Altitude Derating Each model and rating has established maximum altitude capabilities for lug and for nonlug applications. fuel consumption. occasionally. This requires consideration of many operating variables used to assess severity of operation on internal engine parts. It shows how each of the significant operating parameters varies with load and speed. Compliance with these regulations can make it difficult to get special ratings or to derate the engine. 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. Ultimately the end user is responsible to make sure his engine complies with all regulations. boost. For this reason. consult dealer. as required in underground mining and in mobile industrial equipment designed to be self-propelled on-highway. When this ratio is expressed as a percent. if the driven load demands only 40 hp (30 kW). Diesel engines do not self-derate enough so that the fuel setting can be left unchanged. a unique application merits special rating consideration because of unusually low load factor or unusually short life requirements. For higher altitude operation. To assure good performance and long life. smoke level. ratings. 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. all engine models are run in the laboratory to acquire part load data. limits on each of these parameters are established. For example. it is called load factor. and other machine features. Laboratory Testing Engine ratings are set at levels which provide both satisfactory performance and engine life. average fuel consumption is an indicator of average load demand. This may affect acceptability of engines. power settings must be reduced approximately 3% per 1000 ft (305 m) above the altitude limit for that rating. and fuel limit setting position. Caterpillar works with certain of these agencies (for example. These are run under controlled reference conditions so that valid comparison with other data and with other ambient conditions can be made. If they are not reset to appropriate power levels. Measured parameters include turbo speed. naturally aspirated engines may smoke badly and turbocharged engines may suffer excessive thermal and mechanical loading. resulting in internal damage. Actual Power Output Derives from Load Demand Regardless of engine rating (power and speed setting). Mine Safety and Health Administration [MSHA] and Environmental Protection Agency [EPA]) to provide preapproved ratings. This is not practical in most material handling and ag applications.Engine Configuration Variations Provide Rating Range On a given engine model. using energy from waste exhaust gas. Because the effect of turbochargers and aftercoolers is to provide more air to the engine. such as oil jet cooling for pistons. denser air allows the burning of more fuel without exceeding exhaust temperature limits. Aftercooling Variations Engine jacket water is usually used in the aftercooler to cool the turbocharger-compressed air. This requires additional mechanical strength of internal components and additional design features. Lower aftercooler water temperatures permit higher engine ratings because cooler. Then they are tested thoroughly to assure long life and satisfactory performance. This jacket water aftercooled (JWAC) configuration includes the aftercooler and piping required to flow engine jacket water through the aftercooler. The limit on a naturally aspirated engine horsepower rating is usually the amount of air available for combustion. these engines may differ significantly. the mass flow of air supplied to each cylinder determines the amount of fuel which can be efficiently burned. provides an efficient means to increase air flow. . and structural limits. Rather. Internally. turbocharger speed. The horsepower rating of a turbocharged engine is usually limited by the internal temperatures. because of exhaust temperature and smoke levels. a horsepower range capability is created by providing different engine configurations such as naturally aspirated. 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. The rating is typically limited by internal temperature limits. Also. In an engine. Cooling the air increases its density and allows more air to be packed into the cylinder and more fuel to be burned. 12 An aftercooler between the turbocharger and the engine intake manifold cools the hot compressed air. But. Each system has its own advantage. and turbocharged-aftercooled. turbocharged. Caterpillar offers both direct injected (DI) and prechamber injected (PC) engines to provide a more complete product offering. engine component loading or turbo speed become the limit on rating. the entire engine must be designed for strength and durability at approved power levels. Increasing horsepower output by injecting more fuel requires additional air for complete combustion and internal cooling. Compression of the air by the turbocharger increases the air temperature. and fuel rate can usually be increased to use this extra combustion air. Caterpillar Diesel Engines do not utilize turbos or aftercoolers as add-ons. engines are designed and developed in all aspects for these higher loading levels. Turbocharging. and structural limits. turbocharged speed. The use of a separate circuit aftercooled (SCAC) engine configuration requires a separate source of lower temperature aftercooler water. grounding. Naturally aspirated (NA) engines have the lowest ratings.24 1. These additional considerations involve electrical/control. sensors external to the engine.49 000 1. and finally customer parameter programming via service tool. 3. it is difficult to generalize. and ratings are higher with various types of turbocharged aftercooled (TA) engines. One word of caution would be to consider ambient temperature. display. Turbocharged (T) configurations are next. (See TIF for flow requirements. Communicate with the engine only through the 40-pin customer connector (usually identified on wiring schematics as J3/P3).) 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.Battery Recommendations Engine Aftercooling Configurations Versus Ratings Depending upon the type of engine configuration. so consult the most recent engine wiring schematics and installation guides available before engine installation.52 5. power supply to the engine/display electronics. and features change rapidly. other than to refer to wiring schematics and installation guides for any given attachments. electronically governed engines have additional electronic/electrical considerations. a rating designated SCAC 85°F (30°C) would require 85°F (30°C) water at appropriate flow required for a particular model. Considering the following will help prevent potential wiring/electrical installation problems.83 6.40 0000 2. displays) are very critical. Electronic capability.57 00 1. For example. 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.22 4.29 8. equipment. Switching circuits and grounds for electronic components (engine ECM. engine size. Do NOT modify or splice into the onengine wiring harness that comes with the engine from the factory. Ground paths through machine frames are NOT permitted 13 . The jacket water aftercooled (JWAC) system is based on 175°F (80°C) average temperature water to the aftercooler. a variety of ratings is available. 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. 2. while a higher rating is possible by the use of separate circuit water to the aftercooler. WIRING Mechanically Governed Engines Because of the variety of attachments and starter/alternator combinations available. 11. A minimum straight length of 25 mm is recommended for wires exiting a Deutsch connector. pinch points. All other engine. 8. 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. To change any customer parameter. dropping hard objects. 7. 13. 15. 9. 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). Currently the Electronic Technician (ET) and the Electronic Computer Analyzer Programmer (ECAP) are the only two . Other battery positive and negative control wiring should be with AWG 14 wire.4. All circuits for engine related power. These leads must NOT be installed in a metal conduit. Consult the engine’s wiring schematic for proper routing of the wire shield. All wire bundles must be adequately protected from accidental damage (stepping. All wire insulation outside diameter must be 2.2 to 3. sensor. 14 12. 6. display. Any wire bundle exiting a Deutsch connector must have at least twice the bundle diameter as a bend radius if a bend is necessary. The J1939 (CAN) data link MUST be shielded and its positive and negative leads must be twisted (1 twist per 25 mm). Paint will wick into the mating connector components and prevent easy future disassembly if required. because the conduit acts as a shield. Consult the most current version of the Electronic Application and Installation Guide (SENR1025) for default and parameter/feature ranges/ options. Caterpillar electronic engines leave the factory with all customer programmable parameters/features programmed to default values. 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. an electronic engine service tool is required. Any unused Deutsch connector wire location MUST have an 8T-8737 sealing plug installed for environmental sealing. and data link wiring can be accommodated by AWG 16. then connect one circuit at a time to the customer connector to validate each circuit (one at a time). 16. or grabbing). Extended wire end Deutsch pins and sockets are available to facilitate shield routing through Deutsch connectors (133-0967 & 133-0969). Do not paint Deutsch connectors. The recommended master disconnect switch is between the engine ECM power/start switch and the unswitched power connection to the engine ECM. 14.4 mm to facilitate adequate environmental sealing when used with Deutsch connectors. 10. For example do not operate a machine control solenoid from power or ground wires also serving engine electronics. 5. This is to avoid excessive stress on the back-side Deutsch connector environmental seals. 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. The EMS consists of three separate units: a main unit (warning lamps and scrollable parameter window). 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. This display is referred to as an Electronic Monitoring System (EMS). and a maximum total wire length of 33 meters is suggested. So.g. A 12V to 24V converter is available (127-8853). It IS the responsibility of the OEM or engine selling dealer to make sure the appropriate tier rating for the application is selected. If any of the display units are used.g. All Caterpillar industrial engines have a service tool connection as part of the on-engine wire harness. 18. rating. The tachometer and quad gauge units are optional. and possibly major differences between on-highway truck. If an OEM or customer arbitrarily selects a higher rating. Refer to the engine wiring schematics or EMS wiring schematic (148-5625) for proper wiring and feature implementation. factory passwords are required to unlock the parameter. 21. battery voltage. 17. and a quad gauge unit (oil pressure. 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. PTO mode for industrial — cruise control operates on vehicle ground speed. 19. cruise control for onhighway vs. Caterpillar also provides detailed electronic troubleshooting manuals. PTO operates on engine speed). Please refer to the most current version of SENR1025 for the latest industrial electronic descriptions. water temperature. Caterpillar currently has an industrial electronic engine display attachment. 20. the main unit must be used (it decodes the CDL data link information for itself and the other two units). This manual MUST be used in any electronic diagnostic troubleshooting journey for a comprehensive orderly diagnostic journey. marine.industrial electronic engine service tools supported by Caterpillar. The service tool connector is located on the customer interface connector (J3/P3) mounting bracket. The EMS requires 24V for operation even though the engine ECM may operate on 12V power. If a parameter is locked out. the capability probably will NOT be identical (e. OEM’s have the option of locking out critical parameters to prevent tampering — e. Caterpillar has available an EMS interconnect harness (160-1050) if more than the main unit is utilized. A Caterpillar electronic engine installation audit checklist is included in this manual on page 137. Please be aware that the service tool will not allow anyone the capability of damaging the engine by features activated or operational limits selected. Caterpillar is NOT responsible for drive train damage. machine and EPG applications. while an electronic capability might be similar to another non-industrial application. a tachometer unit (engine speed). Contact your servicing CAT dealer or Factory contact for this appropriate electronic engine manual. drive train damage or reduced engine time to overhaul could result. 15 . and fuel transfer pump pressure). Please note that customer connector pin-outs HAVE minor differences between industrial inline six cylinder and vee engines. Multiple display units can be used. If drive train damage occurs because of misapplied rating. or be near any machine. shields. Make sure the fuel tank is vented and contains enough expansion volume to allow fuel expansion as it warms. even by a careless operator. ____ 6. Factory supplied engine operation and maintenance literature must be available to the owner/operator of the machine. ____ 9. Route. especially for radiator coolant level/fill checks. Supplementary shielding may be necessary. 16 ____ . Consider non-slip steps and grab handles for routine inspections. Locate the fuel filler where it is convenient for service and will not allow spilling of fuel on the engine. ____ 8. The following suggestions/considerations may help minimize the risk of injury: ✓ Acknowledge 1. Guard hot parts (exhaust manifold. Consider means for locking open inspection doors. ____ 4. Route. drive shafts). fans. and pinch points to avoid damage. ____ 3. clip. operate. ____ 10. ____ 2. ____ 7. ____ 5. to avoid accidental closure. water lines. hot engine components. and guard hydraulic/fuel lines and hoses away from sharp edges. 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. belt drives. enclose. and guards. Guard or shield all rotating exposed components (e.g.Safety Every machine manufacturer is concerned about the safety of those who will own. and clip all electrical wires to avoid wearing through the insulation and causing an electrical short. Also route wiring away from hot components. Provide instruction and warning labels where needed to inform the operator against improper actions. Install a fire extinguisher on the machine for quick access in the case of an emergency. An AWG 4 wire must be installed between the ground lug on the J3/P3 mounting bracket and the battery negative buss. ____ 2. If master disconnect is located in the battery negative cable.. ____ 15. ____ 16. pinch points. ____ 4. so consistent engine operation is insured for a given application. Logged faults caused by installation audit activity cleared.. A maximum of three terminal lugs per any single electrical lug recommended. Wire bundle exiting Deutsch connectors should have a minimum bend radius of 2X bundle diameter.. ____ 11. The CDL data link (143-5018) must be unshielded twisted pair (1 twist/25 mm).. Suggested battery master disconnect is between engine pwr/start switch and ECM unswitched positive battery junction. ____ 10..26 N•m. Deutsch connectors are not painted. Wire insulation outside diameter is 2..3408E 6BR1 — UP . ____ 6.. ____ 7. The J1939 data link (153-2707) must be shielded twisted pair (1 twist/25 mm). and 25 mm straight before bend starts. secured. 32 sensor return.. No modifications to on-engine wire harness permitted.. Jun 98) ✓ Acknowledge 1.. 17 voltage thresholds. pg.3406E 4CR1 — UP ... SENR1025) — read before audit Special note: pg. ____ 8.. ____ 13. and any other logged faults corrected and cleared.. ____ 3. ____ 17 ..2 — 3. Using a frame member as a ground conductor is not acceptable for engine electronics. 25 welding (SENR1025-03.. Paint will wick and impair serviceability.. All wires — bundled. ____ 19. grabbing). Caterpillar does not accept warranty responsibilities for customer wiring..3412E General Wiring Considerations: (Ref. ____ 18. Allen head bolt lock torque on Deutsch connectors = 2. the last hour of ECM job data will be lost (sw opened). ____ 12. ____ 5. All electronic features utilized by the customer have been demonstrated.3456 7PR1 — UP .. dropping hard objects. and protected from accidental damage (stepping.. Customer instructed on how operational and configuration checks can be made before shipment to end user. The J1587 data link (143-5018) must be unshielded twisted pair (1 twist/25 mm). Deutsch connector back seals are not stressed allowing moisture entry. ____ 9..3196 3LW1 — UP . 8T-8737 sealing plugs must be installed in every unused Deutsch connector pin location. pg. ____ 14.4 mm when used with Deutsch connectors.. ____ 17.Application/Engine: Industrial — S/N Prefixes: 2AW1 — UP .... Every wire exiting a Deutsch connector must withstand a 45 N pull test..3176C 1DW1 — UP . This assures proper environmental sealing. Total length of CAT data link cable should not exceed 33 m. page 59 in SENR1025-03 or LEXH6427 (Product News) for details (NON-shielded data link wire required). ALL OTHER 16AWG dedicated to CAT electronics only (other machine functions not permitted). If 12V electric’s are utilized. ____ 9. If display option is utilized. If auxiliary temperature and pressure sensors are utilized. 1996) Engine Monitoring System (EMS) for Caterpillar Industrial Engines 18 . trip points must be programmed via. ____ 7. Reference EMS wiring schematic 148-5625 for wiring instruction. Other two units of EMS display (quad gauge. ____ 8. ____ REF. Caterpillar does not supply engine to EMS wire harness. ____ 11. ____ 2.Application/Engine: Industrial — All Engines with Cat Data Link Engine Monitoring System (EMS) Considerations: ✓ Acknowledge 1. Ref. install a 127-8853 converter. ____ 10. 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. Wire size for EMS = (+) & (–) BAT. Caterpillar interconnect harness between EMS units is available (160-1050) – used? ____ 4. Is a jumper wire across the negative battery in and out terminals on the converter in place? ____ 6. Cat data link cable must be a twisted pair (1/25 mm) non-shielded. ____ 5.14AWG. Battery positive supply must be 5A circuit breaker protected (single unit). EMS main unit must be used. Multiple EMS display stations are permitted. EMS requires 24V supply. ____ 3. tach) are optional. ET for enunciation on the main EMS unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Belt Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal Clutches . . . . Compounds. . . . . . . . . . . . . Light-Duty (LD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhung Power Transmission Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed Increasers/Reducers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Mechanical Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automotive-Type Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 21 21 21 21 22 22 22 22 22 23 24 25 Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy-Duty (HD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Side Loading. 26 26 28 28 29 30 30 30 32 32 32 32 33 34 Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Normal-Duty (ND) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Clutches . . . . . . . . . . . Wet Flywheel Housings . . . . . . Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stub Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 35 35 36 Auxiliary Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 General Description and Selection Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Crankshaft Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Heavy-Duty (HD) Clutch Applications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-Mounted Enclosed Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Light-Duty (LD) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 19 . . . . . . . . Normal-Duty (ND) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Gear Drive Pulleys . 34 Misalignment Capability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extra Heavy-Duty (EHD) . . . . . . . . . . . . . Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid (Hydraulic) Couplings . . . . . . . . . . . . . . . . . . . . . . . Special Considerations . . . . . . . . . . . . . . . . . . . Single-Stage Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic Drives . . . . . . . and Preselector-Type Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWER TRANSMISSIONS Page General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Semiautomatic. . . . . . . Multistage Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Gear Drives. . . . . . . . . . . . Automatic. . . . . . . . . . . . . . . . . . . . Typical Extra Heavy-Duty (EHD) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stiffness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . It permits rotating the engine for service and adjustment. as well as servicing the driven equipment without disconnecting the drivetrain. drive shafts or belts. 20 Exceptions. as well as the power transmission components. which are generally not acceptable on material handling equipment. This ensures a successful troublefree installation from the standpoint of both the engine and driven equipment. (Refer to Mounting and Alignment section.) . (Refer to Mounting and Alignment section. as well as at partial power should one engine be down for routine service or because of failure. Page 33. The device selection will depend on the desired engagement function. Torsional. 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. it permits operating at less than full power level if desired. clutches rely on friction for power transmission.) Numerous devices are available for connection or engagement of the engine to the driven machine. System incompatibility will result in premature and/or avoidable failures. several general considerations must be made regardless of the device selected. and all mobile vehicles will require an engine disconnect system. The selected device must have adequate capacity to transmit the maximum engine torque to the driven equipment. most compressors. The engine disconnect feature provides an important safety and service function.and chain-driven equipment. and chaintype drives permit slightly greater alignment deviations. belt. may be centrifugal pumps. and generators which provide a direct connected load with a low starting torque requirement. 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. the possible need for a complete torsional analysis must be considered. It also permits engine warm up before applying load — an accepted requirement for extended engine life. however. fans or propellers. When selecting the power transmission system. Drive components which utilize universal joints. a type of clutch or disconnect device may not only be desirable but necessary. The coupling and drive selection connections are closely related to the proper selection of engine support and mounting. With the exception of “dog-type” clutches. (Dog-type clutches provide a direct mechanical connection and cannot be engaged during operation nor do they have any modulating [slipping] capability. On multiple engine installations driving into a common compound or driven machine.) Piston-type pumps.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. therefore. Certain compressors which utilize a starting “unloading device” may also be direct connected. if properly sized to the engine starting capability. start the load less than six times per hour. and that the product of seconds of clutch slip per engagement times number of engagements per hour be under 180. More important is that the clutch can start the heaviest inertia load within three seconds. generator.Engine-Mounted Enclosed Clutches Light-Duty (LD) Caterpillar offers. A light-duty clutch should engage within two seconds. Example: Disconnect clutch between engine and hydraulic torque converter with engine above low idle when engaging clutch. as well as the specific selection considerations for the type of clutch and application. 21 . Normal-Duty (ND) A normal-duty clutch is used to start inertia loads with frequencies up to 30 engagements per hour. These clutches (power takeoffs) will be covered in greater detail under the following classifications (clutch rating definitions). as in power shovel master clutch. Example: Power takeoff starting average inertia loads where starting load is 40% of the running load. 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. as price list attachments. More important is that the clutch can start the heaviest inertia loads within four seconds. and never heat the pressure plate outer surface above hand holding temperature. 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”.8°C) rise above ambient air temperature. but does more work during engagement than “cut-off” duty. or similar drives. Heavy-Duty (HD) A heavy-duty clutch is used to start inertia loads with frequencies up to 60 engagements per hour. and that the product of seconds of clutch slip per engagement times number of engagements per hour be under 90. 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. H. or vane. Typical Heavy-Duty (HD) Clutch Applications A. D. C. Mills — hammer-type. H. Mixers — continuous. Also. Compressors — lobe rotary plus three or more cylinder reciprocating-type. C. when the product of seconds of clutch slip per engagement times number of engagements per hour exceeds 180. Also. Extra Heavy-Duty (EHD) An extra heavy-duty clutch is used to start inertia loads requiring over four seconds to start the heaviest load.Heavy-duty applications may raise the clutch outer surface temperature to a maximum of 150°F (65. Calenders and driers — paper mill. Mills — ball-type. Paper mill machinery — except calenders and driers. 22 Typical Normal-Duty (ND) Clutch Applications A. B. Blowers and fans — centrifugal and lobe. E. all types. H. G. B. G. Conveyor — uniform load. D. J. G. Agitators — solid or semisolids. I. Kettle — brew. Haulers — car puller and barge-type. belt. Compressors — one. with longest slip period per engagement not exceeding 10 seconds. nonreversing. Feeders — apron. Machines. C.6°C ) rise above ambient air temperature. Typical Extra Heavy-Duty (EHD) Clutch Applications A. Example: Power takeoff starting inertia loads whose starting load approaches or exceeds the running load. F. Batchers — textile. Elevators. Drums — braking. J. bucket — uniformly loaded or fed. screw. Cranes and hoist — working clutch. Shaker — reciprocating-type. Crushers — ore and stone. Compressors — all centrifugal and lobe-type. rock crusher applications where the clutch is not used to “break loose” jammed loads. Feeders — disc-type. D. Filling machine — can type. E. Elevators. C. Pumps — three or more cylinders. Agitators — pure liquids.and two-cylinder reciprocating-type. Typical Light-Duty (LD) Clutch Applications A. Presses — brick and clay. Pumps — centrifugal.and two-cylinder reciprocating-type. Cookers — cereal. D. K. B. Line shafts — light-duty.and two-cylinder reciprocating-type. general — all types with uniform loads. Pumps — one.or rotary-type. I. bucket — uniform loads. Mud pumps — one. it is beyond extra heavy-duty. F. gear. E. Example: Power takeoff starting average inertia loads whose starting load is 80% of the running load. Bottling machines. Contact your Caterpillar dealer for application approval of extra heavy-duty-type service. B. . F. Automotive-Type Clutches Also known as diaphram or spring-loadedtype clutches. on the smaller engine families. contact your Caterpillar dealer for selection assistance. CAUTION: THIS TYPE OF CLUTCH. such as onhighway trucks or higher speed mobile machines.Once all machine parameters have been established. there is offered a selection of flywheels to accommodate the more common commercial models offered by a number of manufacturers. SHOULD NOT BE USED WITH THE LARGER 3500 FAMILY CATERPILLAR ENGINES. 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. Figure 2 SPRING-LOADED AUTOMOTIVE TYPE CLUTCH 23 . the package designer and installer should work very closely with the clutch manufacturer to ensure proper selection. If the machine design requires this type of clutch. it is normally used in strictly mobile applications. Although this type of clutch is not a Caterpillar price list attachment. DUE TO ITS INHERENT TORQUE CAPACITY LIMITATIONS. this category is generally a light-duty classification. which utilize a multispeed transmission. (See Figure 3. engagement friction is maintained by air pressure. Basically. 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. These bearings must be mounted on a common base with the engine package. Figure 3 AIR CLUTCH 24 . Air clutches do not normally have side load capability. Caterpillar does not offer air clutches on an attachment basis.Air Clutches Air-type clutches are commercially available in sizes to fit the entire Caterpillar Diesel Engine line. the package designer/installer must work closely with the clutch manufacturer. When selecting an air clutch. so if such capability is required. This feature is particularly advantageous when remote control of the engagement/disengagement functions is required.) the output shaft must be supported by two support bearings. Air clutches utilize an expanding air bladder for the clutch element. Centrifugal Clutches TRANSMISSIONS Centrifugal clutches are commercially available in sizes to fit the entire Caterpillar Diesel Engine line. Over the years rapid technological advances have enabled numerous commercial manufacturers to offer a broad range of transmissions with nearly unlimited features and options.g. the package designer/installer must work closely with the clutch manufacturer. pneumatically.. Centrifugal clutches are not offered by Caterpillar as standard price list attachments. It provides a power engagement/disengagement function controlled strictly by the engine governor speed control (throttle). CAUTION: REGARDLESS OF THE TYPE OR BRAND OF TRANSMISSION SELECTED.). either spur or helical types. Where multispeed capability is provided. or planetary designs. When selecting a centrifugal clutch. the clutch will disengage. When selecting a transmission. 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. The centrifugal clutch accomplishes the engagement/disengagement functions by centrifugal force which is generated by the engine operating speed. AND SPEED CAPABILITY TO MATCH THE DIESEL ENGINE PERFORMANCE CHARACTERISTICS. For this discussion transmissions will be divided into three broad classifications all of which transmit power through sets of mechanical gears. etc.. THE DESIGNER MUST ENSURE THAT IT HAS THE CORRECT HORSEPOWER. they have limited or no side load capability and for other than in-line drive loads. the transmission discussion will be restricted to general operating principles and considerations. If the load is such that engine stall speed is approached. it is accomplished either mechanically or automatically (hydraulically. the package designer must work closely with the transmission manufacturer. As with the air-type clutches. 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. a separately supported output shaft with two support bearings must be provided and must be mounted on a common base with the engine package. Typically. 1000 rpm) or lower (e. Centrifugal clutches offer smooth automatic engagement of load without complicated controls.e. TORQUE. 25 . 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. disengagement at 800 rpm). 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. 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. However. Engine power engagement/disengagement clutching is normally fully automatic and does not require the machine operator to physically move a clutch pedal or lever. additional match consideration may be required since they normally utilize a torque converter. This is nearly always accomplished hydraulically. As with the mechanical transmission. Installation is simplified since mechanical transmissions do not normally require oil cooling systems as do the automatic type. This device. will provide reliable trouble-free service. Frequent gear changes. when properly matched to the engine-driven equipment. and Preselector-Type Transmissions As the names imply. Semiautomatic. hydraulic coupling. Mechanical transmissions are usually equipped with some type of clutch assembly to facilitate not only engine starting but also to change gear ratios. The automatic-type transmissions provide operator ease of machine operation. will accelerate clutch wear and maintenance costs. however. Generally. 26 Automatic. and speed characteristics. in effect. turns the transmission into a direct mechanical drive to eliminate the inherent inefficiencies of the hydraulic clutching device. A number of commercial manufacturers offer a wide range of automatic-type transmission. 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.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. For disengagement the operator need only move the selector lever to a neutral position. with the automatic types. Some automatic transmission designs utilize a lockup feature. torque. . or other type of nonmechanical engagement device for the power engagement/disengagement function. these transmission types effect the gear changes either completely automatically or as predetermined by the machine operator. as well as a nearly constant power flow to the driven equipment during gear changes. the automatic type must be carefully matched to the engine operating horsepower. Today’s modern mechanical transmission. Caterpillar offers jacket water connections to supply cooling water to customer or transmission manufacturer-supplied heat exchangers.Figure 5 AUTOMATIC TRANSMISSIONS Generally. 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. the higher cost of an automatic transmission can be justified with a machine requiring high productivity and frequent load cycle changes. other installation considerations are required since most types require a system to cool the transmission oil. but care must be exercised to ensure that the Caterpillar system is capable of handling the transmission heat rejection. When using automatic-type transmissions. 27 . Also offered are complete heat exchanger packages. SPEED REDUCER Speed increasers/reducers generally utilize a mechanical cutoff clutch for engine starting and are usually of a single-speed. The package designer/installer must work closely with the commercial gear supplier to ensure proper selection and installation. Although infrequently found in material handling/agriculture applications. 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.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. 28 . nonreversing design. Figure 6 Basically. reducing overall operating costs and maintenance. When part load operation is adequate. Compounds providing a single engine input and multiple outputs is most common. 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. 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 increasers/reducers are available for either direct engine mounting or for remote mounting. the excess capability can be removed by declutching engines. 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. The remote-mounted type should be on a rigid common base with the engine for ease of alignment. specific designs may require an engine compound. They seldom exceed two speed ratios. although exceptions to the above do exist. Caterpillar does not offer speed increasers/ reducers as price list attachments. Complete details on the physical size. a number of commercial manufacturers offer a variety of different compounds. are available from your Caterpillar dealer. MULTIPLE ENGINE COMPOUND DRIVE Stub Shafts Where the application permits. stub shafts for mounting on both the front and rear of the engine crankshaft. Stub shafts also have limited side load capability.Caterpillar does not offer compounds as standard price list attachments. Figure 9 FRONT MOUNTED STUB SHAFT 29 . simple method of direct power transmission. 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. as well as the power transmission and side load capability of the Caterpillar-supplied stub shafts. Figure 8 The package designer/installer must work closely with the compound manufacturer to ensure proper selection and installation. as standard price list attachments. a stub shaft will provide a low cost. Caterpillar offers. however. however. A hydraulic coupling will prevent engine stall under load. the engine output is absorbed by a turbine-type pump. and the engine power is transmitted to the outer edge of the pump as kinetic energy in the form of high velocity fluid. 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. and assist in torsional vibration reduction. It also permits starting high inertia-driven loads without the use of a cutoff clutch. Basically. the high velocity fluid is directed into a matching turbine located very close to the turbine-type pump which is engine driven. The oil or fluid in the pump housing is accelerated outward. This is where the differences occur between a hydraulic or fluid coupling and a torque converter. are utilized in addition to the input pump and the output turbine. Torque Converters As with hydraulic couplings. 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. and undesirable torsional effects between the driven load and the engine. These stators or reactor members are imposed in the fluid flow path .Hydraulic Drives Hydraulic drive devices generally fall into two major classifications: fluid or hydraulic couplings and torque converters. overloads. This isolates or greatly reduces the transfer of mechanical shocks. called stators or turbine reactors. high inertia load startups. This energy is then transferred back towards the center of the output shaft. These differences will be expanded later in this section. 30 The torque converter differs from the hydraulic coupling in that one or more third members. The primary advantage of a hydraulic coupling is the total lack of a mechanical connection between the driving engine and the driven equipment. The theory involved is similar in all types of hydraulic drives although the internal design may vary. Normally. Fluid (Hydraulic) Couplings In the fluid couplings. hydraulic couplings are best suited to applications which are constant speed applications where the slip capability is desirable to compensate for shock loads. 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). torque converters differ considerably in internal construction and refinement but can generally be placed in two classifications: single-stage and multistage. the engine can be pulled down in speed by varying degrees depending on the hydraulic coupling fluid cooling capacity. vibration. 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. poor engine response.6 to more than 6. An improperly sized converter. high fuel consumption.in such a manner as to produce a multiplication of the input torque to the output shaft at reduced output speeds (rpm). one with the wrong blading or one which operates in a highly inefficient speed range. The torque converter manufacturer generally has computer programs which. Performance data for nonstandard ratings is also available from your Caterpillar dealer. will prove unsatisfactory. Figure 12 The necessity of matching a torque converter to the engine cannot be overemphasized. the torque converter acts in principle like a hydraulic coupling. with the imposed load at a level which permits the output speed to be close to the engine speed. When operating at full rated engine speed. This data is covered in the Caterpillar Technical Information File (TIF). An improperly matched torque converter can result in engine overload. and other undesirable results. TORQUE CONVERTERS 31 . high inefficiency. when coupled to the performance characteristics of the engine. 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 1.0 times the converter input torque (engine output torque) value. (Refer to Cooling section. on the 3200. Side Loading Excessive side loading is one of the most commonly encountered problems in the transmission of engine power.) Multistage Torque Converters Most applications will utilize a multistage converter. Caterpillar offers flywheels to couple to most commercial torque converters and hydraulic drives. higher power transmission efficiency. It is impossible to overemphasize the need for accurate evaluation of side load imposition on all types of power transmission devices. Special Considerations Single-Stage Torque Converters This type of converter is normally selected for light-duty applications. several general areas must also be given special consideration to ensure a successful installation. With the selection of any of the above methods of power transmission. and 3400 Series Engines. Consequently. cooling of the torque converter fluid is required. 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). if properly matched. either jacket water connections for heat exchanger-type coolers or. It is imperative that the cooling package be of adequate capacity. As standard price list attachments. torque converter cooling must be provided for the equivalent of at least 50% of the total engine heat rejection. the torque converter also offers a torque multiplication benefit as well as. In addition to offering the same benefits as a hydraulic drive. adequate reserve radiator capacity must be provided. complete heat exchanger cooling packages. If the engine cooling system is used to cool the torque converter. 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. The multistage converter is particularly preferred for variable output speed applications.Additionally. When using a direct injection-type engine. as price list attachments. it is suggested that the package designer/installer counsel with the converter manufacturer for expert advice. Most commercially available converters are also offered with attachment cooling packages. Caterpillar offers. 32 . 3300. They provide a broader usable range and higher torque multiplication value than single-stage converters. The capacity of Caterpillar-supplied cooling systems can be obtained from your Caterpillar dealer. rather than elaborating on selection guidelines in this publication. Torque converter manufacturers provide excellent manuals and assistance in the selection of the correct converter for a specific application. SUCH AS AGRICULTURE MACHINES. 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. must be evaluated to ensure that the overhung weight is within the tolerable limits of the engine. ETC..For Caterpillar-supplied attachment power takeoffs. For power transmission devices supplied by others. the manufacturer must be consulted for a capability analysis of his equipment. Figure 13 CAUTION: CERTAIN APPLICATIONS. the Caterpillar Industrial Engine Price List LEKI8162 provides complete instructions and capacity data for side load evaluation. which is directly mounted to the engine flywheel housing. If not. DETERMINATION OF BENDING MOMENT FOR OVERHUNG TRANSMISSION INSTALLATION 33 . see Figure 13. Overhung Power Transmission Equipment Power transmission equipment. OFF-HIGHWAY TRUCK. adequate additional support must be provided to avoid damage. For determination of the bending moment of overhung power transmission equipment installations. DRILLS. 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. These provisions can be provided on Caterpillar Engines but additional cost will normally be incurred. 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. CAUTION: THE COUPLING MUST BE TORSIONALLY COMPATIBLE. the use of a coupling can be avoided if two basic criteria are met: A. This also helps to isolate the engine/transmission structure from mounting frame or base deflection. COUPLINGS Unless a belt. are available to the package designer/installer. If the third mount is in the form of a spring. A large number of commercial coupling designs. The coupling must be installed between the power transmission output shaft and the input drive shaft of the driven machine. Another precaution is to design the support so that it provides as little resistance as possible to engine roll. Proper design of the support is essential. Forces and deflections of all components of the mounting system must be resolved. or universal joint-type drive is taken directly from the output shaft of the engine-driven power transmission device. the effect of the mount is in a proper direction to reduce bending forces on the flywheel housing due to downward gravity forces. 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. Have the capability of evacuating the transmission fluid from the flywheel housing back to the transmission reservoir to prevent engine crankshaft seal flooding. On close-coupled driven equipment.To compensate for power transmission systems which create a high bending moment due to overhung load. The standard Caterpillar Diesel Engine does not: A. the use of some type of mechanical coupling device is recommended. a third mount is required. chain. 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. with a vertical rate considerably lower than vertical rate of the rear engine support. B. but the overall effect may be minor at high gravity force levels. 34 . Wet Flywheel Housings Certain types of power transmission equipment require a “wet” flywheel housing. 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). Momentary misalignment due to shock or other transient conditions. For two-bearing driven equipment. C. If single bearing equipment is used. 2. For single-bearing driven equipment. Serviceability A. It is important to have the best possible alignment and put a minimum load and reliance on the flexible coupling. the coupling must be torsionally and radially rigid to transmit the load and support the weight of the driven equipment input shaft. Thermal growth differences between the diesel engine and driven equipment. Dimensional tolerances between the two units and dynamic conditions. a simpler type of analysis is adequate. A complete torsional vibration analysis can be obtained from your Caterpillar Engine supplier.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. If spacers can be used to permit removal and installation of the coupling without disturbing the diesel engine driven machine alignment. When selecting a coupling. such as torque reaction. a complete torsional analysis is necessary to ensure compatibility. 3. 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. 35 . as can mass-elastic data on the diesel engine to permit customer analysis. 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. Air clutches are not flexible couplings and imposing misalignment on them will cause damage. time can be saved if service or replacement of the coupling is ever required. ease of installation and service is an important consideration. B. It must be flexible to compensate for angular misalignment due to: 1. B. they will not be detailed in this publication. The use of a standard. Coupling Selection In any installation. If failure does occur. commercially available coupling offers the benefit of parts availability and reduced downtime in case of failure. 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. ensure that the design can withstand reasonable misalignment without materially decreasing the service life of the flexible elements. Both of the following methods are available from Caterpillar: A. Because of the large number of options offered. and usage limitations are available from your Caterpillar dealer and Industrial Engine Price List LEKI8162. Caterpillar offers. Gear Drive Pulleys The gear drive auxiliary positions may be equipped with output pulleys. the coupling should be the weakest part of the entire power train. Gear Drives These drives are suitable for direct mounting of air compressors and hydraulic pumps for power assist steering. their power transmission ratings. Safety measures must be considered to prevent major equipment damage should coupling failure occur. the chance of damage to the diesel engine and driven machine is minimized. AUXILIARY DRIVES Many applications have a requirement for auxiliary drive capability to power charging alternators. the first part to fail. When coupling design demands extremely close alignment. Belt Drives Several options exist for belt driving various auxiliary attachments. as price list attachments. various auxiliary drive options for all engine models. . one of the major purposes for using a coupling is defeated.When selecting a coupling. air compressors. etc. Crankshaft Pulleys Additional stack-on pulleys can be added to the front of the crankshaft. etc. These attachments provide either mechanical gear or belt drive capability. hydraulic steering pumps. 36 Figure 15 Complete data on the available attachment drives. D. . . . . . . . . . . . . . . . . . . Checking Outside Diameter Run Out . . . . . . .. . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . Mounting . . . . . . . . . . . . . . . . . . . . Purpose and Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . Types of Engine Mountings . . . . . . . . . . . . Angular Alignment . . . . . . . . . . . . . . . . . Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Collision Stops . . . . . . . . Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .. . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . Foundations . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .. . .. . . . . Linear Vibration . . . . . . . . . . . .. . . Flexible Mounting . . . . . . . . . . Flexible Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Droop . . . . . . . .MOUNTING AND ALIGNMENT Page General Discussion . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment . Couplings . . . . . . . . . . . . . . . . . Belt and Chain Drives . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shimming . . . . . . . . . . . . Semi-flexible Mounting . . . . . . . . . . . . .. . . . . . . Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Face Run Out. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . .. . . .. . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .. . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tolerances and Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driven Equipment Mounting Face Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Skid Mounting . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment Instructions . . . . .. . Flexible-Type Coupling — Remote-Mounted Driven Equipment . . . . . . . . . Mobile Installations . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . Bulk Isolation . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-Bearing Driven Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft End Play . . . . . . . .. . . . Out-of-Balance Driven Equipment . . . Vibration and Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexible-Type Couplings — Flywheel Housing-Mounted Driven Equipment. . . . . . . . . . . . . . . . Semimobile Installations . . . . . . Subbase Mounting . . . . . . . . . . . . . . Bases . . . . . . . . . . .. . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . Isolation — Antivibration/Noise Mounting .. . . . . . . . . . . . . . . . . . .. . .. . . . . . . . . . . . . . . . . . . . .. . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigid Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft End Play . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . Thermal Growth . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Housing Concentricity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .. . . . .. . . . . . . . Torsional Vibration . . . . . . . . . . . Checking Parallel Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Reaction . . . . . . . . . . . . Flywheel Concentricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel Face Run Out . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . Linear Relationship . . Engine Mounting Face Depth . . . . . . . . . . . . . . . . . . . .. . . . . . . Flywheel Concentricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . Checking Angular Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . Checking Face Run Out . . . . . . . . . and portable irrigation engine drives. no single system will be universally successful. certain soil FIXED INSTALLATION . conveyors. airport support vehicles. but only at a slow. nor is it normally operated while the machine is in motion. All installations will fall into three basic categories: A. (See Power Transmission section. pumps.MOUNTING AND ALIGNMENT GENERAL DISCUSSION The correct mounting and coupling to the load are essential to the success of any engine installation. batch plants.) Agriculture and material handling installations may incorporate all types of mounting methods. paving finishers. Fixed Installations Where usable. standby power systems. steady pace. the engine is not generally used as motive power to move the machine. fixed installations offer positive benefits. consequently. Examples of semimobile installations would be rock crushers. but conditions may dictate isolation against vibration or sound. Figure 16 38 Fixed installations offer positive benefits in that they involve fewer mounting and design problems than the other categories. B. portable air compressors. 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. Some examples are more permanent plant installations such as mine ventilation blowers. although part of a machine is occasionally moved. etc. Examples of these machines are continuous pavers or overlayers. concrete mixers. Semimobile Installations In these installations. cotton gins. which will complicate the engine mounting. Within this category are several examples of machines which do move while the engine is in operation. Mobile Installations Installations in this category move during the performance of their job. shovels. and support vehicles as well as heavy-duty construction equipment. C. Examples are off-highway trucks. as well as certain types of cranes. personnel carriers. and draglines. and many special purpose machines. Mounting considerations are imperative to minimize machinery stress and maintain proper alignment. Retention of alignment and provisions for movement are a prime consideration in this category. either electrically. semimobile installations involve other considerations in the area of power transmission components. or mechanically. mining machines.shredders. Although similar to the fixed installation. Figure 17 SEMIMOBILE INSTALLATION Figure 18 MOBILE MACHINE INSTALLATION 39 . and continuous mining machines. hydraulically. The installed engine normally propels the machine and also operates its auxiliary functions. the forces or loads transmitted to the engine in the form of pounding. the engine vibration is insignificant compared to the drive equipment vibration of the operating machine. a suitable flexible coupling must be incorporated into the drive train to compensate for misalignment. Page 47. one or more of the following results will occur. Assuming that failure of the driven equipment does not occur first. taking into account the characteristics of the engine. Vibration Transmission of undesirable vibration to driven equipment or to the machine structure may occur. Costly failures of this nature can be avoided if. drives. Due to the diversity of types of installations. (For a more complete discussion of vibrations. flexing. at the design and installation stage.) Even though the engine and the driven load are in balance. Reciprocating compressors. or any type of coupling where misalignment. and the operating cycle of the machine. see Alignment. refer to Isolation Antivibration/Noise Mounting. Objectionable vibration generally arises from either poor driveline component match to the engine or unbalance of the driven equipment. out of balance. the importance of proper alignment between the engine and driven load and providing an adequate mounting to maintain alignment is considered. the driven loads. Should this for some reason be impossible. Alignment An unsatisfactory engine mounting nearly always results in alignment problems between the engine and the driven machinery. twisting. If the engine is not mounted in a manner suited to the specific application. or mass shifting may occur are probable sources of vibration. The engine itself is designed and built to run very smoothly. can cause premature failure of the mounting structure or undesirable vibration even though the unit is properly mounted and isolated from 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. In certain types of heavy mobile installations such as rock crushers. 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. Page 44. 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. gear assemblies. clutches. for example. self-contained structure which will operate and maintain its inherent alignment unless subjected to extreme external stresses. no one mounting system or method is universally acceptable.GENERAL CONSIDERATIONS Out-of-Balance Driven Equipment The Caterpillar Diesel Engine is a rigid.) 40 . Long shafts. or thrust could result in engine crankshaft and bearing failure. (For further detail. the engine will hold it own alignment. Lack of adequate stability both torsionally and laterally can result in natural frequencies within the operating speed range of the unit. The base must also offer rigidity adequate to oppose the twist due to torque reaction from the diesel engine. This is most desirable in any type of mobile application. This pan is a deep heavy weldment which has mounting brackets or lugs welded to the sides which are used to mount the engine. If subjected to external forces or restrained from its thermal growth by the mounting. 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. offers a three-point mounting. amplify the exciting forces present. Some engine families are mounted by the plate steel lube oil pan. The base must provide the proper mounting holes for the diesel engine and all other base-mounted components. The 3500 Family Engines should be mounted with the brackets to a set of rigid rails which. self-supporting structure within itself. If the engine is mounted on a foundation which is true (flat) or on a pair of longitudinal beams.Engine Construction BASES As previously stated. affected tolerances will easily result in bearing or crankshaft failure. in turn. and 3400 Series Engines. the tops of which are in the same plane. 3300. A base must be torsionally rigid to prevent twisting forces from passing to the diesel engine. are flex mounted to the foundation or machine frame. the Caterpillar Diesel Engine is built as a rigid. if they occur in a noncompatible band. 41 . 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. On the 3200. resulting in critical linear vibrations. Cross bracing must also be used to provide lateral stability. These frequencies can. Purpose and Function The main structural strength of an engine is the cast-iron block. The base design must also consider the main structural members of the machine which support the base assembly. in effect. The holes must also make allowance for servicing of the engine and other components and provide clearance and provisions for proper alignment. A prime consideration in base design is rigidity. 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. The first design consideration for an engine base is its physical dimensions. with variations possible within each of the basic categories. or accident imposes impact loads on the engine mounting. occurring when engine temperature changes from cold to operating temperature level.Thermal Growth Design consideration must also be given to compensate for the change in distance between the mounting bolts. Due to the growth resulting from thermal expansion. Heavy inertia shock loads can also be experienced. Rigid Mounting Although frequently utilized in heavyduty applications such as earthmoving 42 equipment. etc. engine vibration and driven equipment vibration will be transmitted to any adjoining areas unless the foundation is isolated. It is suitable only on machines where the frame is so rigid that no operating-induced stresses or distortions are transmitted to the engine. Using 0. this type of mounting is generally not desirable. Page 43. however. It is recommended that a dowel locator be used only on one engine mounting rail located at the flywheel housing.8 cm) will grow 0. Clearance between the mounting bolts and the mounting brackets to the base will then allow slip to compensate for thermal growth. A. locomotives. which secure the diesel engine to the base. mount and base failures.0000063 as the plate steel coefficient of expansion. (See Collision Stops. Rigid mounting is suitable for all fixed installations.212 cm) if its temperature is increased from 50°F (10°C) to 200°F (98. This is normally possible only in machines where weight is desirable. (See Isolation.083 in (0. and that of steel is 0.0000055.. hence. the engine must not be dowel located in more than one location. This means that the block of an engine 94 in (238. and possible crankcase and cylinder block cracks. a steel weldment of 94 in (238. As engine temperature increases to operating level.) In normal service most semimobile and mobile installations will undergo some frame twisting and distortion. 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.) B.089 in (0.0000063. Type of Engine Mountings There are five basic types of engine mounting. 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. Cast iron has a coefficient of expansion of 0. 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 . or emergency stop. the entire engine grows in length due to thermal expansion. Rigid mounting in this type of installation may result in broken engine mounting lugs or cracked flywheel housing. as any machine shock such as moving heavy material. Page 44.226 cm) through the same temperature range.8°C).8 cm) in length will grow 0. although it may be limited to a few thousands of an inch (several mm). the use of extremely heavy frames will impose no operating or cost problems. 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. air compressors.from the main machine structure. however. The unit cannot be operated during such movement as the skid base is not supported on a machine subframe. conceptually. sand. is identical to the subbase. Its single disadvantage is additional weight. SKID MOUNTING 43 . may be subject to the need for occasional relocation. generators. or if an outboard bearing is used. rubber. The subbase mounting may use various designs ranging from a reinforced concrete slab isolated by cork. blowers. Skid mounting is normally used when the engine drives pumps. 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. LIGHT DUTY BASE C. Skid Mounting The skid mounting. particularly if an outboard bearing is utilized. 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. SEMI-FLEXIBLE MOUNTING . Semi-flexible Mounting This type of mounting is occasionally used in semimobile types of machines and nearly always used for mobile applications. An example of this is a hydraulic pump where hose connections provide the flexibility to completely isolate the engine pump system. The mobile equipment engine arrangements utilize a front mount which has the flexibility to effect a three-point mounting. 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. They lack the flexibility of a three-point mounting and will allow frame distortion to cause engine mounting component failure. Figure 21 44 Caution: The industrial-type front supports must not be used for semi-flexible mounting. The semi-flexible mounting concept is not applicable to the 3500 Family Engines and should be considered only for mobile equipment diesel engine arrangements.D. and torque reactions. E. (See Vibration and Isolation. will normally require lab and field testing for ultimate qualification of suitability. Flexible Mounting Full flexible mounting systems are rarely required or suitable for most material handling applications. amplitude. chains. belts. An example would be a material hauling unit such as a mechanical drive off-highway truck. The degree of expertise and complications involved in developing a successful flexible mounting. deems it inappropriate to devote further discussion in this publication. A successful semi-flexible mounting. in addition to requiring a high level of technical expertise. however. The engine and propeller are directly and positively connected. Each is normally free to move. The engine may move in response to inertia loads. ground surface displacements. Probably the most common usage of flexible mounting is in the propellerdriven airplane. the power package has great freedom of movement. there may be specific installations where the characteristics of this concept are desirable. or other types of drives are connected — hence. their movement is not necessarily related in an orderly fashion. and planes of vibration to select the proper isolation mounts. 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. Page 59. however. No external shafts.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. and the power package is nearly completely isolated vibration wise from the machine structure. 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. Should all concur that such a system is desirable. This type of mounting requires a knowledge of the frequency.) Consideration must also be given to a suitable means of maintaining a smooth working drive between the engine and the driven unit. coupled with the fact that such mounting is seldom required or desirable in agriculture/ material handling applications. a team effort of the involved parties is necessary to develop a suitable system. 45 . Historically. 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. 2402. L = Foundation length feet — (meters).8 2 B 2 L W = Total wet weight of enginedriven equipment pounds — (kg).To calculate the necessary foundation depth. B = Foundation width feet — (meters). — The foundation depth should be sufficient to attain a minimum weight equal to the engine-driven equipment package wet weight. concrete foundations have been massive structures. Figure 22 46 W Foundation Depth (ft) = ___________ 150 2 B 2 L W Foundation Depth (m) = _____________ 2402. CONCRETE FOUNDATION INSTALLATION . use: FOUNDATIONS For fixed installations it is frequently preferred to install a permanent foundation of reinforced concrete. The Caterpillar multicylinder modern speed engine does not require the enormous traditional structure. 150 = Density of concrete (pounds per cubic foot).8 = Density of concrete (kilograms per cubic meter). will rot. UNLESS SUFFICIENT SPACE IS PROVIDED. be aware that this data covers only the Caterpillar Engine or Engine-Generator package. Rubber. however. and aggregate with a maximum 4 in (101. 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. The foundation should be reinforced with No. CAUTION: WHEN INSTALLING COLLISION STOPS. 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. acids. Collision Stops Also contained in this data are mounting dimensions. CAUSING EXTENSIVE ENGINE FAILURE. 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. For these reasons it is seldom used with fixed installations. 8 gauge steel wire fabric or equivalent. Bars should clear the foundation surface a minimum of 3 in (76. isolating only those high-frequency vibrations which cause noise. (See Page 38). Cork is normally not effective with vibration frequencies below 1800 cps and. 47 . THERMAL EXPANSION RESTRICTED BY THE COLLISION STOPS CAN DISTORT THE ENGINE CYLINDER BLOCK AND CRANKSHAFT. It can be used as a separator between the unit foundation and surrounding floor due to its resistance to oils. If isolators are not used. separated from the foundation by expan sive joint material. asphalt-impregnated felt. Normally.Suggested concrete mixture by volume is 1:2:3 of cement. but they do not provide significant vibration isolation. LEAVE SUFFICIENT CLEARANCE BETWEEN THE STOPS AND THE ENGINE MOUNTING SUPPORTS TO ALLOW FOR THERMAL EXPANSION. Whatever method is used. 6 reinforcing bars on 12 in (304 mm) centers horizontally. 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. or temperatures between 0°F (–18°C) and 200°F (93°C). When effective vibration isolation equipment is used. An alternate method of reinforcing is to place No. 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. sand. the depth of floor concrete required need only support the static weight of the load. horizontally placed on 6 in (152 mm) centers. and fiberglass have also been used for isolating the foundation block from the subsoil.8 mm) slump with a 28-day compressive strength of 3000 psi (27. and design modification will be required to accommodate other driven equipment to be mounted on the foundation.3 mm).000 N•m2). if not kept dry. The Caterpillar Industrial Engine Drawing Book also lists foundation construction hardware available through your Caterpillar Engine supplier. if severe. No matter what type of isolation is used. Figure 23 48 the lower the natural frequency of the isolator (soft).Isolation — Antivibration/Noise Mounting Caterpillar Engines are capable of withstanding all self-induced vibrations and no isolation is required to prolong service life. . They are capable of isolating up to 96% of all vibrations. No allowance for torque or vibratory loads is required. If these two frequencies were similar. vibrations from surrounding equipment. flexibletype isolators are used. FLEXIBLE-TYPE ISOLATORS ARE ONLY GENERALLY ACCEPTABLE FOR DRIVES NOT IMPOSING HIGH SIDE LOADS. the greater the deflection and the more effective the isolation. For all other types of installations. If these vibrations are not isolated. However. Page 45. provide overall economy. Care must be taken to select the best isolator for the application. The static weight of the machinery must load a resilient mount close to the center of its deflection range. However. the entire unit would be in resonance. Spring isolators are also available with rubber side thrust isolation for use when the engine is side loaded or located on a moving surface. The most effective isolators are of the steel spring design. a separate method of isolation is possible. and permit mounting the power unit on a surface which need only be capable of supporting the static load. CAUTION: MOST COMMERCIAL ISOLATION DESIGN HAS LIMITED SIDE LOAD CAPABILITY. can harm an engine which is inoperative for long periods of time. it should be sized to have its natural frequency as far removed from the exciting frequencies of the engine as possible. 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. For a fixed installation where a reinforced concrete foundation is utilized. Flexible Isolation Several commercial isolators are available which will provide varying degrees of isolation. the loading limit of the isolator must not be exceeded. Therefore. Generally. the lubricating oil film between bearings and shafts can be reduced to the point where damage could result. The system is covered under Bulk Isolation. when more than three support points are used. The isolating value of gravel is somewhat greater than sand. FUEL. Fiberglass. CAUTION: THIS SYSTEM REQUIRES THAT ALL CONNECTIONS TO THE BASE-MOUNTED EQUIPMENT HAVE SUITABLE FLEXIBLE CONNECTORS. All mounting points must bear equally on the mounting 49 .By the addition of a rubber plate beneath the spring isolator. the high frequency vibrations which are transmitted through the spring are also blocked. Fabric materials may tend to compress with age and become ineffective. ELECTRICAL. completely isolating the foundation from the surrounding earth. Bulk Isolation Bulk isolating materials can be used between the foundation and supporting surface but they are not as foolproof as the spring. The foundation pit should be made slightly longer and wider than the foundation block base. Attempting to stack these isolators or apply them indiscriminantly could cause the total system to go into resonance. but do isolate much of the high frequency noise. To minimize settling of the foundation. WATER. 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. AIR. composition. and flat rubber of a waffle design do little to isolate major vibration forces. 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. After the wooden form is removed. Figure 24 Shimming The modern diesel engine. These high frequency vibrations are not harmful but can result in annoying noise. Sand and gravel are capable of reducing the amount of engine vibration transmitted by as much as one-third to one-half. the gravel or sand should be thoroughly tamped before pouring the concrete block. ETC. Large Caterpillar Diesel Engines such as 3500 Family are fastened to the mounting structure at four or more points.or rubber-types. their natural frequency is relatively high compared to the engines. as well as most driven equipment. THIS WOULD INCLUDE SUCH CONNECTIONS AS EXHAUST. CRANKCASE BREATHER. the isolating material is placed around the foundation sides. Because deflection of these types of isolators is small. felt. A wooden form the size and shape of the foundation is then placed on the gravel or sand bed for pouring the concrete. if necessary.005 in (0. each foot must carry its portion of the load. If the mounting base is a rigid steel structure. Failure to do this can result not only in misalignment. . If specific instructions are not provided by the driven equipment manufacturer. To determine if shims are required. Handle shims carefully. Before the engine and driven equipment can be aligned. each mounting surface must carry its portion of the load. Using a feeler gauge. Figure 25 50 Shim packs should be of nonrusting material. After alignment. This same requirement for a true plane (flat) mounting is also necessary for most driven equipment. but also in springing of the substructure causing resonant vibrations.structure. Shim packs under all equipment should be 0. high stress in welds or base metal. If clearance exists which exceeds 0. check all mounting points for clearance between the mounting point and the base. the areas where the engine mounts make contact may be machined to bring them all into a true plane.127 mm) compensation must be provided.200 in (5 mm) minimum thickness to permit later corrections requiring the removal of shims. and high twisting forces in the engine or generator. shims should be used. set the engine on the mounting structure but do not attempt to secure it by bolting it in place. If this is impractical. the same principles as recommended for the engine can be applied. 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. Whenever making a face check. Many crankshaft and bearing failures are the result of improper alignment of drive systems at the time of initial engine installation. Figure 26 51 . OR RUST AND DIRT — ALL OF WHICH CAN CAUSE INACCURATE MEASUREMENTS. because surfaces not used for pilots normally are not machined as closely. IT IS IMPORTANT THAT ALL SURFACES TO BE MEASURED OR MATED BE COMPLETELY CLEAN AND FREE FROM GREASE. make sure the shaft end play does not change as you rotate it. OXIDATION. This check should be made first on the face of the wheel or hub. as illustrated in Figure 26. an understanding of the types of misalignment and the methods of measurement is required. CAUTION: BEFORE MAKING ANY ATTEMPTS TO MEASURE RUN OUT OR ALIGNMENT. The crankshaft must be moved within the diesel engine to remove all end play and that position must be maintained throughout the alignment procedures.ALIGNMENT Principles To provide the necessary alignment between the diesel engine and all mechanically driven components. Misalignment always results in some type of vibration or stress loading. Note: Measure to the pilot surface being used. PAINT. Common mistakes include failure to detect “run out” of rotating assemblies and parallel or angular misalignment of the engine and driven machine. not to an adjacent surface. (See Figure 27.Checking Face Run Out While turning the wheel 360°. Any change is caused by face run out. “Cocking” of the wheel being measured may cause indications of outside diameter Figure 27 52 run out in addition to face run out. outside diameter run out can be checked. For this reason the face run out is checked first. note any change in the dial indicator reading.) . This must also be done with a dial indicator. uneven torquing or from machining variations. Face run out may be caused by foreign material between a crankshaft flange and flywheel. After the face run out has been eliminated. After the run out of both the driving and driven sides of the coupling have been found within limits. and observing the dial indicator readings at several points around the outside diameter of the flywheel as the wheel holding the indicator is turned. After the flywheel or driving hub has been checked for run out.Checking Outside Diameter Run Out While turning the hub through 360° of rotation. the outside diameter is off center. There are two kinds of misalignment: parallel and angular (bore and face). if the reading changes. check for any change in indicator reading. Engine bearings have more clearance than most bearings on driven equipment. as shown in Figure 29. (See Figures 28. the same procedure should be followed on the driven side of the coupling.) Figure 28 Checking Parallel Alignment Parallel misalignment can be detected by attaching a dial indicator. The indicator is held stationary and. As a rule of thumb. The flywheel or front drive rotates in a “drooped” position below the centerline of rotation. the load shaft should indicate to be higher than the engine shaft because: A. B. Figure 29 53 . the engine and load alignment can be checked. In most cases rubber driving elements must be removed or disconnected on one end during alignment since they can give false parallel readings. This would eliminate any out-ofroundness of the parts from showing up in the dial indicator reading. the crankshaft end play should be checked to see that bolting and coupling together does not cause end thrust. This has the effect of introducing a side to side centerline offset which disappears when the engine is idled (unloaded) or stopped. This usually is caused by a change in alignment due to insufficient base strength allowing excessive base deflection under torque reaction load.C. Figure 30 54 Note: the face and bore alignment affect each other. The vertical thermal growth of the engine is usually more than that of the driven equipment. Checking Angular Alignment Angular misalignment can be determined by measuring between the two parts to be joined. 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. Note: Both parts can be rotated together if desired. If the coupling is installed. and it should be the same at four points around the hubs Figure 30. Thus. . This type of vibration will not be noticeable at idle but will be felt with load. Engine main bearing clearance should be considered when adjusting for parallel alignment. In either case. The measurement can be easily made with a feeler gauge. the readings will be influenced by how far from the center of rotation the measurement is made. a dial indicator from one face to the other will indicate any angular misalignment. the face alignment should be rechecked after the bore alignment and vice versa. After determining that the engine and load are in alignment. Some drives. This allows more horsepower to be transmitted with less chain or belt tension. A larger pulley or sprocket will give a higher chain or belt speed. the bearings will brinell due to lack of movement. The size of the driving and driven sprockets or pulleys is also important.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. A coupling must be torsionally compatible with engine and driven load so that torsional vibration amplitudes are kept within acceptable limits. The driving sprocket or pulley must always be mounted as close to the supporting bearing as possible.) The yokes must be properly aligned and sliding spline connections should move freely. and the manufacturers should be contacted for this information. As a general rule. Sometimes. 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. such as U-joint couplings. UNIVERSAL JOINT SHAFT DRIVE 55 . This shaft can then be driven by the engine or clutch through an appropriate coupling. If there is no angle at all. Figure 31 All couplings have certain operating ranges of misalignment. the angle should be the same on each end of the shaft. which can cause bearing failures and shaft bending failures. it can be checked by measuring from a fixed point with a dial indicator while loading and unloading the engine. (See Figure 31. 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. Torque reactive vibrations or torque reactive misalignment will always occur under load. it is necessary to provide additional support for the driving pulley or sprocket. have different operating angle limits for different speeds. due to heavy side load. If it is suspected that the engine or the driven machine is shifting under load. Side load limits must not be exceeded. A coupling with the wrong torsional stiffness can cause serious damage to engine or driven equipment. Flywheel Concentricity Remove the pry bar and check to ensure that the dial indicator has returned to zero. refer to Alignment Principles. The dial indicator reading in this position is the crankshaft end play. On Caterpillar Diesel Engines either a flexible-type or rigidtype coupling is acceptable. C.) 3. (Caution: Do not pry against the flywheel housing. Reset the dial indicator to zero. The indicator tip must contact the pilot diameter of the flywheel assembly. This is the amount of droop in the crankshaft. 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. in the normal direction only. and (D) are at the top. Mark the engine flywheel housing. Rotate the crankshaft. raise the flywheel until it is stopped by the main bearings. .) Record the reading of the dial indicator. If not. set the reading to zero. Crankshaft End Play Ensure the crankshaft-flywheel assembly is completely to the rearmost position of the engine assembly. (C). which results from engine bearing clearances and natural droop as a result of the overhung weight of the flywheel. Relocate the pry bar and move crankshaft-flywheel assembly forward in the engine assembly. Mark the flywheel at points A. depending on the specific installation characteristics and the results of the Torsional Analysis. by prying against a floor mounted support. Before attempting any alignments. Alignment Instructions — Single-Bearing Driven Equipment A. Place a pry bar under the flywheel assembly at position (C) and. and record the Total Indicator Reading (TIR) when the flywheel positions (A). Flexible-Type Couplings — Flywheel Housing-Mounted Driven Equipment 1. (Refer to Page 58 for proper tolerances. Page 47.ALIGNMENT INSTRUCTIONS General Considerations Alignment methods will vary depending on the coupling method selected. Droop Mount a dial indicator on the engine flywheel housing. B. With the dial indicator in position (A). 56 Figure 32 2. CAUTION: IT IS IMPORTANT THAT THE PACKAGE ALIGNMENT BE CARRIED OUT AND COMPLETED WITHIN THE PERMISSIBLE TOLERANCES OF THE DRIVEN EQUIPMENT MANUFACTURER. and D in 90° increments as shown in Figure 32. (B). reset. 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. (C). Move the crankshaftflywheel assembly to the rear of the engine to remove all end play. Repeat the same measurement with the straight edge located on positions (B) and (D). zero the indicator. determine the driven equipment 57 . 7 and 8. Figure 34 6. place a straight edge across the mounting face of the flywheel housing. 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. Rotate the crankshaft and record the TIR when the flywheel positions (A). 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. Be sure to remove the crankshaft end play before recording these readings. and (D) are at the top. Position the crankshaft to the front of its end play and zero the indicator. Flywheel Face Run Out Set the tip of the indicator on the face of the flywheel Figure 33. With the crankshaft to the rear of its end play. (B). Steps 1 through 6 establish the engine tolerances. Engine Mounting Face Depth Figure 33 5. The following Steps. (C). and (D). Shift the crankshaft to the rear of its end play. Rotate the crankshaft in the direction of normal engine rotation and record With the crankshaft-flywheel assembly moved to the frontmost position. the indicator readings at positions (A). (B). and record the TIR. 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 34.4. If not. 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. 7. proceed to mount the driven equipment to the engine. . 8. Support the driven equipment input shaft until it is centered (all droop is removed). it must be corrected by changing the adapting parts. but not to final torque. Shimming is usually the less desirable approach. as described in Step 7. and the flexible coupling attached to the input shaft. Install connecting bolts with sufficient torque to compress the lockwashers. Place a straight edge across the surface of the front face of the coupling which mates to the flywheel assembly. Driven Equipment Mounting Face Depth With the driven equipment mounting and driving flange or face centered.tolerances or refer to manufacturers specifications. Align the driven equipment housing mounting flange with the flywheel housing. using locating dowels if required. the face depth can be measured. 10. 9. With the engine and driven equipment tolerances known. 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. Support the driven machine on a hoist and bring it into position with the engine. or by shimming if the required correction is small. check the clearance between the two housings to determine if the driven equipment is properly shimmed. NOTE: Always use metal shims. tighten the bolts securing the driven equipment housing to the flywheel housing sufficiently to compress the lockwashers.005 in (0. If this condition exists. 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. Install the bolts which secure the coupling to the flywheel and torque as recommended. Retorque all coupling and mounting bolts to the specified torque value. Place a pry bar between the flywheel assembly and the flywheel housing. repeat operation described in Steps 14 through 17 until proper alignment is obtained. 12. If the feeler gauge indicates any area where the clearance varies by more than 0. 13. 15. readjust the thickness of shims used between the driven equipment input shaft and the coupling as described in Step 8. 17. 16. remain fixed when pressure on the pry bar is relaxed. 14. 59 . If the feeler gauge measurements indicate that misalignment is still present. The crankshaft should move both forward and backward within the engine and. 18.13 mm). With the proper number of shims installed to align the driven equipment housing parallel to the flywheel housing. Loosen the bolts holding the driven equipment housing to the flywheel housing until the lockwashers move freely. 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. Repeat Step 14. which will result in thrust bearing failure. Measurement should be made in four 90° increments in the vertical and horizontal planes. locate the shim packs and install driven equipment mounting bolts to the base assembly. in both positions. There must be clearance at all points when making this check. Using a feeler gauge. Torque the bolts holding the driven equipment frame to the base assembly to one-half the recommended value. readjust the driven equipment housing position by changing the shims. Tighten the bolts to one-half the torque recommendation.11. Determine quantity and thickness of shims required between the driven equipment mounting pads and the base assembly. . With the dial indicator in position (A). (Caution: Do not pry against the flywheel housing. 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. set the reading to zero. Relocate the pry bar and move crankshaft-flywheel assembly forward in the engine assembly. Place a pry bar under the flywheel assembly at position (C) and. Flywheel Concentricity Remove the pry bar and check to ensure that the dial indicator has returned to zero. C. With the crankshaft at the rear of its end play. in the normal direction only. reset. and record the TIR when the flywheel positions (A). Flywheel Face Run out Set the tip of the indicator on the face of the flywheel Figure 36. Remove all end play before recording each reading.) 3. Droop Mount a dial indicator on the engine flywheel housing. (Refer to Page 58 for proper tolerances. Figure 36 60 2. and (D) are at the top. Reset the dial indicator to zero. Position the crankshaft to the front of its end play and zero the indicator. (B). by prying against a floor mounted support. Rotate the crankshaft and record the TIR when the flywheel positions (A). Crankshaft End Play Ensure the crankshaft-flywheel assembly is completely to the rearmost position of the engine assembly. Rotate the crankshaft. and D in 90° increments as shown in Figure 36. Shift the crankshaft to the rear of its end play and record the TIR. Then place a pry bar between the rear face of the flywheel housing and the front of the flywheel assembly. The indicator tip must contact the pilot diameter of the flywheel assembly.) Record the reading of the dial indicator. zero the indicator. raise the flywheel until it is stopped by the main bearings. Move the crankshaft-flywheel assembly to the rear of the engine. and (D) are at the top. 4. if it is not. (C). 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. Flexible-Type Couplings — Remote-Mounted Driven Equipment 1. removing all end play. (B).B. (C). Mark the flywheel at points A. The dial indicator reading in this position is the crankshaft end play. Remove the flywheel housing access cover. B. 165 mm) to allow for thermal expansion of the engine.0065 in (0. double sets of plate-type rubber block drives. When measuring this value. Adjust all shims under the feet of the driven equipment the same amount to obtain this limit. The centerline of the engine crankshaft should be lower than the centerline of the driven equipment by approximately 0.008 in (0. and Cat viscous-damped couplings are the only ones that can be installed prior to making the alignment check. Gear-type couplings. Coupling Attach the driven member of the coupling to the flywheel and tighten all bolts to the specified torque value. 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. that value must be subtracted from the engine thermal expansion value in order to establish the total engine centerline to driven equipment centerline distance. Adjust position of driven equipment until TIR is within 0.165 mm) allowed for thermal expansion is for the engine only.20 mm) or less under operating temperature conditions. 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°. The value 0.200 in (5 mm) minimum thickness to provide for later corrections which might require the removal of shims. Most couplings are stiff enough to affect the bore alignment and give a false reading. The final value of the top-to-bottom alignment should include a factor for vertical thermal growth. 6. The value of the top-to-bottom reading should be 0. the TIR will be 0. Shim packs under all equipment should be 0. 7. If it is anticipated that thermal expansion will also affect the driven equipment centerline to mounting plane distance. 61 . with the engine indicating low.330 mm) plus the droop as established in Step 1.013 in (0.0065 in (0.008 in (0.5.20 mm). 8. Mounting The engine and the driven equipment should be mounted so that any necessary shimming is applied to the driven equipment. Subtract the full “droop” from the bottom reading to give the corrected alignment reading. Angular Alignment Mount a dial indicator to read between the driven equipment input flange and the flywheel face and measure angular misalignment. Subtract one-half the “droop” from the 3 o’clock and 9 o’clock reading. ALIGNMENT SHOULD ALSO BE CHECKED ON A PERIODIC BASIS OR AT TIME OF MOVEMENT IF INSTALLATION IS ON A SUBBASE OR SKIDTYPE BASE.20 mm) or less. Otherwise the mounting of the dial indicator is too weak to support the indicator weight. The crankshaft should move both forward and backward within the engine and. Tolerances and Torque Values Figure 37 9. This should be 0.008 in (0. ALIGNMENT SHOULD BE RECONFIRMED.) Place a pry bar between the flywheel assembly and the flywheel housing. the number of shims between the input flange and the flexible coupling must be reduced. if used.002 in (0.008 in (0. remain fixed when pressure on the pry bar is relaxed. 10. Note: the sum of the side “raw” reading should equal the bottom reading within 0. The combined difference or readings at points B and D should not exceed a total of 0. 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. Shift the driven equipment on the mounts until this limit is obtained.20 mm). THIS IS PARTICULARLY TRUE FOR SEMIMOBILE INSTALLATIONS AND ON ANY FIXED INSTALLATIONS WHICH ARE SUBJECT TO INFREQUENT RELOCATION. (Refer to Step 4. SHOULD A CHANGE IN THE VIBRATION OR SOUND LEVEL OCCUR. in both positions. 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. .051 mm). (See Figure 37. CAUTION: DURING OPERATION.) 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. Vibrating stresses can reach destructive levels at engine speeds which cause resonance. frequency of the system coincides with the frequency of the vibrations. it is known as vibration. An engine produces many vibrations as it operates due to combustion forces. These forces require that mounting and driveline design be correct.254 mm) displacement may feel about the same as third order measurement of 0. For instance. The total engine-driven equipment system must be designed to avoid critical linear or torsional vibrations. The human senses are not adequate to detect relationships between the magnitude of displacement of a vibration and its period of occurrence.002 in (0. a first order (1 2 rpm) vibration of 0. Its exact nature is difficult to define without instrumentation.051 mm).010 in (0. torque reactions. If this motion repeats itself after a given time period.VIBRATION AND ISOLATION Vibration Any mechanical system which possesses mass and elasticity is capable of relative motion. ranging from unwanted noise to high stress levels and ultimate failure of engine or driven equipment components. Linear Vibration Linear vibration is usually identified by a noisy or shaking machine. and manufacturing tolerances on rotating components. structural mass and stiffness combinations. Resonance occurs when the natural Figure 38 FREQUENCY CYCLES PER MINUTE (CPM) 63 . or they can create a wide range of undesirable conditions. . etc. hour. where one mil equals one-thousandth of an inch (0.However. When a specific external force. were required. It allows identification of the engine component or mass system which is causing the vibration. etc. such as engine combustion. hour. Figure 39 If the weight needs one second to complete a full cycle. Figure 41 The period of time required for the weight to complete one full movement is a “period. that is from one peak to the opposite peak.001 in). its frequency would be one cycle per minute. Establishing the vibration frequency is necessary when analyzing the type of problem. A system that completed its full motion 20 times in one minute would have a frequency of 20 cycles per minute or 20 cpm. is referred to as the peak-to-peak displacement.” 64 If one minute. it is termed “forced vibration. The weight will continue to travel up and down through its original position until frictional forces again cause it to rest. day. 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 maximum displacement is called peak-to-peak amplitude. and can be illustrated as a single mass spring system Figures 39 and 40. Time interval in which the motion is repeated is called the cycle. Vibration occurs as a mass is deflected and returned along the same plane. This measurement is usually expressed in mils. when the weight is moved or displaced and then released. The total distance traveled by the weight. vibration occurs. It can be used as a guide in judging vibration severity. the weight remains at rest and there is no vibration. the severity of vibration does correlate reasonably well with levels of perception and annoyance. day. continues to affect the system while it is vibrating. The displacement from the mean position is referred to as the half amplitude. But. as depicted in Figure 38. Another popular method used to determine the magnitude of vibration is to measure that vibration velocity. At its limit of motion. In the example.001 in). These readings are referred to in theoretical discussions. (980 2 655 cm/s2 = 386 in/s2 = 32. D = Peak-to-peak displacement in mils (1 mil = 0. Displacement. a single point has been chosen for measurement. Acceleration peak is normally referred to in units of “g”. note that peak acceleration is at the extreme limit of travel where velocity is “0. Note that the weight is not only moving. The velocity is an extremely important characteristic of vibration but because of its changing nature. Displacement measurements tend to be a better indication of vibration under conditions of dynamic stress and are. therefore. Vibration acceleration is another important characteristic of vibration.2 ft/s2. however. Figure 42 F = Frequency in cycles per minute (cpm). and acceleration are all used to diagnose particular problems.” As the velocity increases.Vibration amplitude can be expressed as either a peak-to-peak average value or a root-mean-square (rms) value which is 0. This means that the speed of the weight is also constantly changing. the speed of the weight is “0. This is the peak velocity and is normally expressed in inches per second peak. as such.” As it passes through the neutral position. most commonly used. but also changing direction. Note that the overall or total peak-to-peak displacement described in Figure 42 is approximately the sum of all the individual vibrations. its speed or velocity is greatest.3 D F 2 10–6 Where: V Peak = Vibration velocity in inches per second peak. where “g” equals the force of gravity at the earth’s surface.42 D F2 2 10–8 Most machinery vibration is complex and consists of many frequencies. The relationship between peak velocity and peak-to-peak displacement can be found by the following formula: V Peak = 52. velocity. Velocity is a direct measure of vibration and. reflect the effect of vibration on brittle material which fractures or cracks more readily than ductile or softer materials. provides the best overall indicator of machinery condition.707 times the peak amplitude. It does not. 65 . the acceleration decreases until it reaches “0” at the neutral point.) The vibration acceleration can be calculated as: g Peak = 1. It is the rate of change of velocity. Disregarding the torsional compatibility of the engine and driven equipment can result in extensive and costly damage to components in the drive train. Torsional vibration originates with the power stroke of the piston. The torsional report will show the natural frequencies. the significant resonant speeds. Conducted at the design stage of a project. D. Load curve on some types of installations for application with a load dependent variable stiffness coupling. or engine failure. Identification of all couplings by make and model. and either the relative amplitudes or a theoretical determination of whether the maximum permissible stress level is exceeded. Figure 43 The following technical data is required to perform a torsional analysis: A. A general sketch of the complete system showing the relative location of each piece of equipment and type of connection. a theoretical torsional vibration analysis is necessary. E. The simplified drive train in Figure 43 illustrates the relationship of shaft diameter. and whether it is variable or constant speed operation. masses or couplings. along with WR2 and torsional rigidity. Also shown are the approximate nodal locations in the mass elastic system for each significant natural frequency. the horsepower requirement of each set of equipment is required and whether operation at the same time will occur. To ensure the compatibility of an engine and the driven equipment. Operating speed ranges. lowest speed to highest speed. With driven equipment on both ends of the engine.Torsional Vibration Torsional vibration occurs as an engine crankshaft twists and returns. 66 . length. the mathematical torsional analysis may reveal torsional vibration problems which can be avoided by modification of driven equipment shafts. C. and inertia on the natural frequency of the system. B. WR2 or principal dimensions of each rotating mass and location of mass on attached shaft. or detailed dimensions of all shafting in the driven system whether separately mounted or installed in a housing. H. then a torque curve of the compressor under each load condition is required. I. If this is not available. Torsional rigidity and minimum shaft diameter. The ratio of the speed reducer or increaser is required.F. a harmonic analysis of the compressor torque curve under various load conditions is required. The WR2 of the available flywheels for the compressor should be submitted. 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. 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. If a reciprocating compressor is utilized. There is a nominal charge for this service from Caterpillar. Since compatibility of the installation is the system designer’s responsibility. 67 . G. as well as a complete list of the required data should you wish Caterpillar to perform a torsional analysis. Mass elastic data for the Caterpillar Diesel Engine is covered in the Technical Information File. it is also his responsibility to obtain the theoretical torsional vibration analysis. 68 . . . . . . . . . . . . . . . . . . . . 73 Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 70 70 71 71 71 71 72 72 72 System . . . . . Breakaway Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Design . . . Straight Section Before Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Test . . . . . . . . . . . . . . . . . . . . . . Flexibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 73 73 73 73 74 74 74 74 69 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AIR INTAKE Page Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping Support . . . . . . . . Air Cleaner Efficiency . . . . . . . . Pipe Ends and Hose Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Restriction. . . . . . . . . . 70 Service Life . . . . . . . . . . . . . . . . . Dust Particle Size Effects . . . . . . . . . . Diameter . . . . . . . Two-Stage Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Bath Air Cleaners. . . . . . . . . . . . . . . . . in fact. piston rings. For maximum permissible air restriction for a dirty air cleaner element refer to the Industrial Engine Data Sheet. pistons.2 kPa) initial pressure drop is an important measure of the expected element service life. To provide for satisfactory engine performance and adequate filter element service life. The air inlet location and piping routing must be chosen to best obtain cool air. the element should be sized as large as practical. Most dirt enters the engine via the inlet air. The Caterpillar air cleaner is matched to the engine to meet its requirements.5 kPa) FOR TURBOCHARGED ENGINES. The following information will be helpful where modifications are made to the Caterpillar system or where an alternate system is used. A. valve guides and.7 kPa). Therefore. the piping system might typically add another 3. any engine moving part is subjected to accelerated wear when undue amounts of dirt are contained in the inlet air. road splash. The following recommendations must be observed in order to obtain a satisfactory installation: A. dry. vehicle requirements often result in the choice of an alternate package. H2O (3. H2O (–6. 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. Every installation must include an efficient provision for removing dirt particles from the intake air.75 kPa) pressure drop. The system maximum restriction recommended values must be adhered to. H2O (2. B. C. valves. increased maintenance costs and/or performance problems are certain to result. H2O (1. AIR CLEANER Dirt is the basic source of engine wear. Generally.5 kPa) when clean. THE DIRTY AIR CLEANER MAXIMUM IS –25 IN. careful air cleaner selection is vital to a good engine installation. The air inlet must be designed to minimize the ingestion of water from rain storms. The 9. H2O (0. Dry-type air cleaners are recommended for Caterpillar Engines. Restriction Pressure drop across a typical air cleaner will be 6. or during the engine washing process. 70 Caterpillar offers an air cleaner package as optional equipment for all engines. See the Industrial Engine Data Sheet for specific engine limits. Cylinder walls or liners. the maximum initial (clean dry) restriction recommendation is 15 in. All joints should be air tight and all pipes properly supported. H2O (–7. Air Flow Refer to the Industrial Engine Data Sheet. For specific engine limits refer to the TMI. however.0 in. Failing this.0 in. low temperature air to the engine. The value given as combustion air flow is for full load bhp at SAE conditions.AIR INTAKE The function of the air intake system is to furnish an adequate supply of clean.2 kPa) FOR NATURALLY ASPIRATED ENGINES AND –30 IN.0 in. 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. Vacuum sensing devices designed to indicate the need for air cleaner servicing are commercially available and when added to the air intake system. B.001 mm) size have little effect on the engine. d.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. Use AC fine dust.0 micron to 71 .9 kPa pressure and 32. Performance Test A satisfactory air cleaner must meet the requirements of the SAE Air Cleaner Test Code J726a. would be connected to the inlet manifold. Filters should be designed to be resistant to damage at initial assembly or during cleaning.Service Indicator b. serve a vital function. Air flow corrected to ft3/min at 29. 1. Filter to be dried and weighed in an oven at 200°F to 225°F (93°C to 107°C) before and after test.SHOULD HAVE 99. Both measure inlet restriction and. is reached (since additional piping restriction is encountered downstream of the air cleaner). The FILTER . The trip or latching type is preferred. or be sucked into leaks in the piping system. One is a trip lock device which indicates that the air cleaner condition is either satisfactory or when in need of service. the setting should be adjusted to indicate need for service before the point of maximum system restriction. Dirt can be built into the piping at initial assembly. 99. 2.1. Either one of two types is recommended for use. producing engine performance degradation.0 micron (0. e. 99.6 in Hg pressure and 90°F (m3/min at 99. End seal and filter media both are subject to damage which can result in dust leakage into the engine. Choose filters supplied by manufacturers that can best provide quality control. Dust quantity determined by lightduty class.2°C). c. Section 8.5% EFFICIENCY MINIMUM as calculated by this test code with additions and exceptions as follows: a.5% of this dust will pass out through the engine exhaust. Variables needing further control include: a. it has a red display. The other type is a direct reading gauge. Air Cleaner Efficiency The air cleaner selection should be based upon the following efficiency considerations: 1. If the indicator is mounted on the air cleaner. Use sonic dust feeder. c. enter the system during the filter change. on NA engines. On turbocharged engines the recommended connection point would be on the straight length of pipe immediately upstream of the turbocharger. Engine wear tests have shown that dust particles under 1. b. 5% for dry-type filters.10 micron (0. C. The system provides a good solution to a difficult problem. low air flow (such as at low idle).01 mm) size dust has a measurable effect on engine life. ONE TEASPOONFUL PER HOUR OF 125 MICRON (0. E. 72 An improved precleaner has been designed as an integral part of any exhaust aspirated air cleaner system. — Oil carry-over. while sometimes required to meet customer specifications. however. can seriously affect turbocharger and engine life. This precleaner imparts a swirl to the air. and installed tilt angle lessens efficiency further. low oil level. the precleaner has a very high separator efficiency. precleaners are often used to extend the service life of air cleaner elements. are not recommended by Caterpillar. At best their efficiency is 95% as compared to 99. 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. inlet air dust particle sizes larger than bearing oil film thicknesses will seriously affect bearing and piston ring life. whether resulting from overfilling or increased air flow.125 mm) SIZE DUST WILL WEAR OUT AN ENGINE IN 24 HOURS. . Put another way. Using a louvered body design. It will separate and remove over 90% of the dirt and chaff from the incoming air stream. However. Their relative ease of service and insensitivity to water are advantages easily outweighed by disadvantages such as: — Lower efficiency — Low ambient temperatures.001 mm to 0. Oil Bath Air Cleaners Oil bath air cleaners. 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. at the same time. Exhaust Ejector In extremely dusty environments where dust and other particles cause air cleaners to plug up quickly. precleaners can often become an added maintenance problem. D. Precleaners and prescreeners incorporated into the intake cap design are also available. Diameter Piping diameter should be equal to or larger than the air cleaner inlet and outlet and the engine air inlet. segments of the piping should consist of flexible rubber fittings. Its higher initial cost is offset by its contribution to longer engine life. and a variety of special shapes. in arranging the filter housing and the piping. Some users have designed a front air intake which gives a direct air inlet and an internal means of achieving water separation.000 fpm to 3. Special care should be taken. rubber elbows. and engine exhaust gas is not used. This cap should be designed to keep air flow restriction to a minimum. 73 . engine-toenclosure relative movement and isolate vibrations. These devices can remove 70% to 80% of the dirt. These are designed for use on diesel engine air intake systems and are commercially available. They can be used where special conditions prevail or to increase the air cleaner service life. System Design Routing In addition to locating the inlet so that the coolest possible air from outside the engine compartment is used. it is best to locate the air piping away from the vicinity of the exhaust piping when possible to do so. 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. a filter design incorporating a secondary or “safety” element which remains undisturbed during many change periods should be used. Air temperature to the air inlet should be no more than 20°F (11°C) above ambient air temperature. A vertically mounted air cleaner with bottommounted engine supply pipe would be particularly vulnerable to this occurrence. 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. though. The prescreener is designed to protect the inlet system when trash is encountered. These fittings include hump hose connectors and reducers.000 fpm (10 m/s to 15 m/s) range. 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. B. Wire reinforced flexible hose should not be used. For applications involving off-highway operation.SYSTEM The dry-type filter efficiency is not affected by angle of orientation on the vehicle. Flexibility To allow for minor misalignment due to manufacturing tolerances. A. A rough guide for pipe size selection would be to keep maximum air velocity in the piping in the 2. uniform direction into the turbocharger compressor. The turbocharger inlet pipe must be supported when its weight exceeds 25 lb (11. . When breakaway joints are required choose a joint designed for lifetime sealing under the most severe conditions and needing little or no maintenance. be used upstream of the air cleaner but never between the air cleaner and engine. and free of burrs or sharp edges that could cut the hose. 74 Straight Section Before Turbocharger When possible.Pipe Ends and Hose Connections Piping Support Beaded pipe ends at hose joints are recommended. Breakaway Joints A breakaway joint allows the cab or hood to tilt away from the engine compartment for accessibility and servicing of the engine. Bracing and supports are required for the piping. if carefully designed. 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. The tubing should have sufficient strength to withstand the hose clamping forces. Unsupported weight on clamptype joints should not exceed 3 lb (1.3 kg). smooth. 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. Either “T” bolt-type or SAE-type F hose clamps providing 360° seal should be used.4 kg). They should be top quality clamps. 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. Breakaway joints may. Double clamps are recommended on connections downstream of the air cleaner. Sealing surfaces should be round. the piping to the turbocharger inlet should be designed to ensure that air is flowing in a straight. 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 Water protection for vertical systems can involve these items: A. . If it is the sole method of excluding moisture. and the exhaust outlet directed towards the rear of the machine. the bend should be a full 90°. Consider installing a small drained expansion chamber to the piping. However. Drain holes near a low point in the piping are used. local laws should be considered since silencing effectiveness may be altered.A vertical silencer mounting is more common. Rain cap. 78 C. B. EXHAUST PYROMETERS An exhaust pipe thermocouple and related instrument panel-mounted pyrometer is sometimes installed. A bend at the outlet is quite common. Care should be taken in mounting the thermocouple so as to not increase the exhaust backpressure. 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. 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. . . . . . . . . . . . . . . . . . 82 Filling Ability . . . . . . . . . 83 Pump Cavitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .COOLING Page General . 86 Antifreeze Protection . . . . . . . . . . 89 Obstructions . . . 87 Fan Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 Cooling Level Sensitivity (Drawdown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Water Treatment . . . . . . . . . 88 Fan Shrouds and Fan Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 Expansion Tank . . . . . . . . 89 Gauges and Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Radiator Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Plumbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Air Flow Losses and Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Shunt-Type Radiators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Block Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Warning Devices . . . . . . . . . . . . . . . . . . . . . . . . 84 Other Radiator Considerations . . . 83 Air/Gas Venting . 90 Water Temperature Gauges . . . . . . . . 85 Radiator Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Fan Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Fan Diameter and Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Cooling Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Coolant Conditioners and Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 79 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . respectively. one-third of this energy will be used to produce useful work. A typical radiator and heat exchanger system is shown in Figures 44 and 45. The other part is the external component that transfers heat to the atmosphere (radiator) or to a cooling liquid medium (heat exchanger). Figure 44 — RADIATOR COOLING — CONTROLLED OUTLET THERMOSTATS Figure 45 — HEAT EXCHANGER COOLER — CONTROLLED INLET THERMOSTATS 80 .COOLING GENERAL A No. One part of the cooling system comprises all the areas within the engine that limit component temperature and collect the energy transferred during combustion. will produce in excess of 19. The cooling system consists of two parts which must be compatible to perform the necessary function of limiting the temperature of the engine components. when mixed with the proper amount of air and compressed to the ignition temperature. and one-third will be rejected into the cooling system of an engine. As a general rule.500 Btu/lb of fuel (45. one-third will be discharged into the exhaust system. A specific quantity of coolant flow and a flow path is provided by the engine design.500 kJ/kg). 2 diesel fuel. Compressed rubber is often incorporated between the core and the inboard side of the channel members to provide additional core support. for the most part. Core isolation is provided by rubber mounts from the radiator frame sufficient to limit core vibration amplitude for relatively high frequency vibration. But. an external coolant supply passes through the tubes of the heat exchanger to accomplish heat transfer. partly because the large majority of mobile equipment applications cannot be adequately served by Caterpillar industrial radiators. Although Caterpillardesigned cooling packages are recommended for many applications. Applications of these radiators require isolation from machine vibration.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 cooling system requirements are not unique. there are occasions where equipment manufacturers prefer to supply their own radiators. 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. a complete evaluation of the cooling system is required to prove the capability of the system. and large impact loads. Another useful reference for evaluating radiator top tank design is provided by EDS 52.5. but low frequency vibration in the order of 15 Hz may amplify radiator core motion beyond 10 mil. Water pump inlet pressure is greater because the external cooling restriction is eliminated from the flow path. 3306. 81 . The maximum total amplitude of vibration allowed at any point on the radiator core is 10 mil (±5 mil). as in radiator and heat exchanger systems of Models 3208. 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.1. 3304. and D353. Whereas a radiator fan provides air flow through the cooling fins of the radiator to transfer coolant heat to the air. The material handling and agricultural business includes many different applications of industrial engines. Reference material for such an evaluation is provided by Engine Data Sheet EDS 50. 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. Reinforcing strips should be used on both sides of the core headerto-tank bolted joint to limit distortion. With the exception of pumping applications and some permanent on-site compressor applications. radiators are used for engine cooling. Since many of the radiators used by equipment manufacturers will not be Caterpillar designed. 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. The expansion tank and heat exchanger perform the same function as the radiator. coolant temperatures in and out of radiator. Altitude above sea level reduces the density of air and its ability to cool the radiator.9°C) during full load operation at all operating speeds. however.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. Some correction factors to the observed ambient air temperature capability for the machine must not be overlooked. air temperature to the radiator (several locations). certain measuring devices are required to evaluate cooling capability. or dynamometer. and cooling system operating characteristics should be observed at this engine speed whenever possible. 82 Cooling capability of a radiator and torque converter cooler are referenced to a 70% efficiency operating level as a general design consideration. 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.5. A good correction factor is 2. and the heat generated by lost power is provided by the torque converter manufacturer. input and output power.5°F (1. fuel setting indicator (rack position). 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). Extended operation at converter stall can be accomplished allowing all coolant temperatures to stabilize without excessive torque converter oil temperature. the performance characteristics of speed and torque ratio. Note. Normally. The efficiency characteristic will be associated with an engine speed. Equipment manufacturers often find that imposing a load on the engine is difficult to accomplish during cooling test operations. Recirculation of air can also be an inherent characteristic of the cooling system. Torque converters can be used as load absorbing devices if a separate cooling method (such as cold plant water) is provided to the cooler. but should be avoided. The additional heat load which must be added is 30% of flywheel horsepower multiplied times 42. This must be included by calculation in the same manner as the calculation shown in EDS 50. 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. 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. and ambient air temperature which is sampled far enough from the machine to eliminate effects of heat generated by the operating machine. 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.38°C) deducted . Additional measured data are engine speed. 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. As indicated in EDS 50.5 for extrapolating observed temperature data to 210°F (90°C) radiator top tank conditions. 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. A suitable method for measuring engine power could be a fuel meter. This is an insidious problem which should not be overlooked.4 Btu/ min/hp. The engine outlet hose (to radiator) should slope upward continuously as should all air vent lines from the engine to the radiator top tank. The low coolant level is established during drawdown tests. and should be connected as close as possible to the inlet of the engine cooling water pump.9 L/min) without air lock (false fill). EDS 50. Do not overlook the effect of filling characteristics when the machine is resting on a slope or uneven ground. This level.5°C to 8. 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.000 ft (304. Given the proper conditions of pressure and temperature.5) state (boiling point).from the observed ambient temperature capability for each 1. COOLING LEVEL SENSITIVITY (DRAWDOWN) (Reference EDS 50.3°C). all liquids will form a gaseous 83 . The ability to transfer heat diminishes when water is mixed with ethylene glycol. In the cooling system pump inlet.9 m) above sea level. This loss of pumping volume can be observed as a loss in water pump pressure rise. The TIF provides heat rejection to jacket water and pump flow which allows temperature rise calculations. should slope downward continuously toward the water pump. If air venting problems are present. is the low level reference position and should be marked in such a manner that it can be accurately detected by visual inspection. Cavitation characteristics observed during an evaluation can be affected by the system air venting capability. As a general rule. 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 (18.5) 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. the cavitation temperature should be rechecked after a solution to the venting problem is found.3°C). so established. Vent lines should enter as near to the top of the tank as possible. False fill is a potential problem with all types of radiators but especially with shunt-type radiators on low profile machines. Another correction which must be included is the effect of antifreeze. PUMP CAVITATION (Reference EDS 50. The 12% value is appropriate for a system which uses a 7 psi pressure cap. The coolant should not be below the qualified low operating level after engine start and warm-up. Several items regarding filling problems are worthy of special mention. but lower pressure systems should provide 16% drawdown capability. The shunt hose opening in the radiator should be as low as possible in the upper chamber of the baffled tank. the temperature rise will be in the range of 10°F to 15°F (5. Antifreeze solutions of 50% will reduce ambient temperature capability approximately 6°F (3. A metal plate or sight glass should be provided.5 shows a method for calculating temperature rise. The acceptable cavitation temperature for a given engine is 210°F (98°C) minus the temperature rise across the engine when fully loaded. a gas or vapor bubble will displace liquid and reduce the amount of liquid that can be pumped. The shunt line on a shunt-type radiator should be as large as possible. Large quantities of air induction may cause an additional discharge of liquid. during shutdown of a hot engine. The maximum rate of change of volume should be 84 200 changes per minute. diameter [3.12 in.0 mm diameter]) in filler tube.5) A certain amount of combustion gas leakage and entrained air must be vented from the cooling liquid. When the coolant reaches the temperature required to open the thermostat. are occasionally marginal for expansion and afterboil volume. 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.5. if not detected.1. Such a condition. The deaerated coolant in the upper compartment flows slowly down the shunt tube to the pump inlet and provides a nearly static pressure. 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. may cause overheating. Separation of gas from a liquid medium requires a low coolant velocity at the top of the radiator and a relatively quiescent flow. This may cause discharge of liquid sufficient to lower the cold level near the shunt tube opening. across the top of the radiator core.) Any vent tube provided from the engine should be connected near . 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. and it collects above the core on the bottom of the baffle. just below top of radiator top tank is required to render this expansion volume usable. Location of a shunt tube on the side of a top tank accentuates the sensitivity to tilted operation. This. 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. may allow induction of air into the cooling system. In the case of the shunt-type radiator. the volume between the baffle and core should receive the same maximum volume change rate. in combination with start and warm-up of the machine on a side slope. AIR/GAS VENTING (Reference EDS 50. Use as large an inside diameter as possible with one inch minimum preferred. if the volume of water above the core is 1 gal and the engine coolant flow rate is 1. Shunt-type radiators. For example. Another way of stating this limit is based on the rate of change of the fluid volume above the core. the coolant is directed to the lower chamber of the radiator top tank. and down through the core to the circulating pump inlet. and especially those which are used in low profile machines. A shunt line located as low as possible in the upper chamber directs coolant to the circulating pump inlet. Air or gas which is entrained in the coolant tends to separate from the coolant. The coolant velocity across the top of a radiator core should be approximately 2 fps (9. The radiator top tank is divided into two compartments (upper and lower) with a small air/coolant bleed or baffle vent tube connecting them.4 cm/s). the 1 gal volume would be changed 110 times per minute. if a low velocity is provided. (See Figure 46. A small air bleed hole (0.10 gpm.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. The venting requirement for each engine is shown in EDS 50. The shunt tube should pro-gress downward continuously without air locks. They can be installed with a minimum of unswept core area. While the most economical initial cost will be maximum core thickness and fins per inch. quieter. In some extreme cases. if possible. this involves higher fan horsepower with consequent operating cost and noise penalties throughout the life of the installation.1. keep core thicknesses to a minimum with a maximum of 11 fins per inch. which demands less drive horsepower. 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. See EDS 52. Low radiator core restriction usually results in being able to provide a larger diameter. Under no circumstances can the remote tank be located below the radiator top tank or any extremity of the engine cooling system. slower turning fan. In addition. For these cases a remote shunt tank can be used in available space to provide the same function as an integral top tank. Radiators which are nearly square can provide the most effective fan performance.Figure 46 SHUNT COOLING SYSTEM the top of the upper compartment. and fill characteristics. As a general rule. a radiator with more fins per inch is much more susceptible to plugging from insects and debris. Radiator Core Core frontal area should be as large as possible to minimize restriction to air flow. reserve. OTHER RADIATOR CONSIDERATIONS Radiator inlet and outlet diameters should be the same or. The bottom tank height of the radiator should be no less than the outlet tube diameter. Design criteria for all expansion and top tanks remains the same in regard to required expansion volumes. 85 . the space allotted to the radiator is so small that the top tank must be limited in size. larger on the outlet and should be located on diagonally opposite sides to limit “channeling” of coolant flow on one side of the core. 1 parts per million (ppm) expressed as calcium carbonate. one grain being equal to 17. NOTE: In cases where there is a possibility of the cooling water coming into contact with a domestic water supply. 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. Ethylene glycol or Dowtherm 209 are recommended to protect against freezing and to inhibit corrosion. A 3% to 6% concentration of inhibitor is recommended. Usable water must have the following characteristics: pH Chloride and Sulfate Total Dissolved Solids Total Hardness 6. reduce scale and foaming. or seals. and provide pH control. ETHYLENE GLYCHOL CONCENTRATION Figure 47 .Water Treatment Antifreeze Protection Of prime consideration in any closed cooling system is the proper treatment of the cooling water. 86 COOLANT FREEZING AND BOILING TEMPERATURES US. With the addition of an inhibitor.5 to 10 should be maintained.5 grains per gallon is considered soft and causes few deposits. a pH of 8. Soluble oil or chromate solution should not be used because of damaging effects on water pump seals. A corrosion inhibitor is then added to the system to keep it clean. water treatment may be regulated by local codes. The inhibitor must not damage hoses. Caterpillar cooling corrosion inhibitor is compatible with ethylene glycol base antifreeze but cannot be used with Dowtherm 209. The water should be treated to ensure that neither corrosion nor scale forms at any point in the system. Installations which expose the engine coolant to subfreezing temperatures necessitate the addition of antifreeze to the water system. gaskets. Usually water hardness is expressed in grains per gallon.5 to 8 100 ppm 500 ppm 200 ppm Water softened by removal of calcium and magnesium is acceptable. Water containing up to 3. 1. and fittings are a prerequisite for long life and are necessary to avoid premature failure. Maximum acceptable tip speed is 16. 2. This will prevent excessive coolant flow through the filter which can bypass the radiator core and reduce effectiveness of the cooling system. 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.5 mm) inside diameter rubber hoses. to take weight off a vertical joint. Hoses less than 6 in (15. An optimum fan tip velocity of 14. It is also necessary to “bead” pipe ends to reduce the possibility of a hose blowing off. the most desirable fan is one having the largest diameter and turning at the lowest speed to deliver the required air flow.125 in (3. it is recommended that no lines tee into the shunt or vent lines.2 mm) internal diameter orifice. The filter inlet and outlet are ordinary 0.000 fpm (9144 cm/s) for Caterpillar fans. Consult the factory for suitable coolant conditioners which should be applied and maintained in accordance with published instructions. is an item easily changed with choice of fan drive pulley diameter. Piping between the engine and radiator should be flexible enough to provide for relative motion between the two. A. This also results in lower fan noise and lowest fan horsepower draw from the engine. clamps.24 cm) in length provide little flexibility and are difficult to install. FAN RECOMMENDATIONS A. Inlet and outlet lines should include shutoff valves so the filter can be serviced without draining the cooling system. If a dry charged additive water filter is selected. 87 . Heater hose connecting points at the coolant pump inlet and the temperature regulator housing are recommended.Coolant Conditioners and Filters PLUMBING All 3400 Series direct injection Engines require the use of a chemical coolant conditioner. Fan Diameter and Speed As a general rule. Support the piping with brackets. Double clamps are desirable for all hose connections under pressure. The outlet should be orificed with a 0. The conditioner reduces potential cylinder block and liner pitting and corrosion. the following plumbing recommendations should be followed. If uncertain. If the hose is more than 18 in (45. it is susceptible to failure from vibration or coming loose at the connections. High quality hose. while being only one of the elements of cooling fan design. In order to maintain the correct flow relationship in a baffled radiator top tank. when necessary. Vent lines and shunt lines must slope downward without high or low areas that may trap air and cause an air lock. Blade tip speed. Connect the hoses to obtain the highest possible coolant pressure differential across the unit.375 in (9.000 fpm (7112 cm/s) is a good compromise for meeting noise legislation requirements and cooling system performance requirements.7 cm) in length. B. 5 in (12. and one that is relatively insensitive to small changes in static pressure. Fan Performance Proper selection and placement of the fan is critical to the efficiency of the cooling system. Such a close fitting shroud is 88 not practical.B. an efficient fan shroud. 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. static pressure head. Performance curves for available Caterpillar fans are shown as air flow (cfm). (inches of water. a 0. Air flow needed to provide the required cooling. This is a theoretical air flow which is seldom possible because of some obstruction. The Caterpillar curves are based on standard air density. There are two major considerations for proper fan selection: 1.7 mm) clearance is generally recommended. 2.0625 in (1. 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. Select a fan that provides the required air flow. and tip clearance is increased.6 mm) blade tip clearance. This desired design point is where a small change in static pressure does not cause a large change in air flow. gauge) and horsepower in TMI. and no obstructions. Theoretical air flow sometimes can be approached with the fan in a properly designed close fitting shroud with no more than 0. 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 . Air Flow Losses and Efficiency Obstructions Particular attention should be given to items restricting air flow. and reduce air flow. a simple orifice opening in the box shroud is practical.7 Maximum Ambient Capability = 210 – nT2 cfm = Air flow in cubic feet per minute. C. ( ) rpm 1 ____ 0. idlers. Ps = Stack pressure in inches of water. Increase air flow. Consider also that engine-mounted items close to the back side of the fan can introduce vibrations into the fan to cause fan failure. A properly designed shroud will: 1. cfm 2 . and shutters in front of the radiator. 3. As a general rule. engine-mounted accessories. 0.7 mm) or less. hp = Fan horsepower. Properly positioned. Greater distance gives better performance. 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.Ambient Capability Adjustments (Air Flow or Fan rpm Changes) nT2 = nT1 nT2 = nT ( ) cfm1 0. Small fan clearances require a fixed fan or an adjustable shroud. pulleys. and the engine itself behind the fan can drastically reduce air flow. grills. 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. nT = Coolant top tank temperature minus ambient air temperature. Distribute air flow across core for more efficient use of available area. 89 .5 in (12. increase fan noise.7 ____ 0. The additive affects of guards. bumpers. rpm = Fan speed in revolutions per minute. box type shrouds are most commonly used because of lower cost. both in front of the radiator and to the rear of the fan. r = Air density in pounds per cubic foot. D. 2. Dia = Fan diameter in inches. Although they are somewhat less efficient than the venturi shroud. rpm 2 . Straight tunnel shrouds are usually less effective than venturi or box shrouds. The fan tip clearance should be 0. Prevent recirculation of air. suction fans should be no closer to the core than the projected blade width of the fan. loss of coolant flow. Block Heaters Devices which heat engine coolant to provide faster engine warm-up are commonly called engine block heaters.1°C). the check valve should prevent the water from flowing through the heater. The inlet to the heater should be taken near the oil cooler outlet for optimum flow. They fall into two categories: internal or immersion type and external or tank type. but test the heater first before installing it to be sure. 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. block and heads when the heater is operating and to avoid overheating caused when coolant recirculates through the heater during normal engine operation. 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. The gauge should be marked with a red band or warning at 210°F (98°C) and above. Pour water in the outlet of the heater. low radiator top tank level. If the engine connection is made at the normal block drain. and air in the water. a tee fitting and drain plug in this line is recommended. B. Depending on engine model. A temperature sensing unit should be set so that warning is given at 210°F (98°C) engine outlet (top tank) temperature. To prevent coolant bypassing the cylinder heads during engine operation. . the rising hot coolant will be replaced by cold coolant and circulation results. 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. one must be installed. Warning Devices A large number of warning devices are available to indicate high coolant temperature. 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. C. The check valve should be installed on the inlet side of the tank. Be certain the temperature bulb is located in the water flow. or lower. The principle involved in operation is called thermosyphoning. Some heater systems incorporate coolant pumps.GAUGES AND DEVICES A. The heated coolant rises in the tank or block. Many external heaters have built-in check valves. Use of a pipe fitting reducer may remove the bulb from the coolant stream and cause an erroneous reading. Caterpillar recommends this device be part of every installation and should be of high quality with accuracy of ±2°F (±1. 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. These should be installed in accordance with the manufacturer’s recommendations. Since the coolant system is a closed loop. If the block heater chosen does not contain an integral check valve. a check valve must be included in the block heater circuit. the flow rate of the cold water through the tubes should not exceed 6 fps (183 cm/s). When using a single-pass exchanger. See Figure 48. 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. The additional capacity is HEAT EXCHANGER TYPES Figure 48 91 . the cold water flows twice through the compartment where jacket water is circulated. For a given jacket water flow rate. In a two-pass exchanger.3°C) at maximum engine heat rejection. To reduce tube erosion. In the two-pass type. This results in improved heat exchanger performance.HEAT EXCHANGER Most shell and tube heat exchangers are of either the single-pass or the two-pass type. Heat exchangers should be sized to accommodate a heat rejection rate approximately 10 percent greater than the tabulated engine heat rejection. 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. cooling will be equally effective using either of the jacket water connection points for the input and the other for return. 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). the performance of a heat exchanger depends on both the cold water flow rate and differential temperature. in the singlepass type only once. This designation refers to the flow in the cold water circuit of the exchanger. It is not intended to replace all factors which affect heat transfer. Coolant may be lost because air will expand more than water when it is heated. 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). This facilitates purging of air and also creates a positive pressure at the jacket water pump inlet. heat exchangers have no built-in provision for jacket water expansion. The system should be designed so the total jacket water flows from the engine outlet to the heat exchanger. shell velocity. and back to the jacket water pump inlet. It must be located after the heat exchanger to prevent the formation of a vacuum. special applications exist which require an inboard heat exchanger size not available as a Caterpillar unit. EXPANSION TANK Unlike radiators. unless customer-supplied tank has successfully met all Caterpillar cooling system test criteria. Entrained air is caused by air trapped during a fill operation. it is necessary to obtain a heat exchanger from a supplier other than Caterpillar. Since heat exchanger tubes can be cleaned more easily than the surrounding jacket. to the expansion tank. leaks in piping (particularly on inlet side of pump). Entrained air encourages both corrosion and erosion in the engine.intended to compensate for possible variations from published or calculated heat rejection rates. 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. 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. etc. or low water level in the expansion tank. When these conditions exist. the cold water usually is routed through tubes and the engine coolant through the shell. Occasionally. preferably several feet. A surge (expansion) tank or tanks must be included in a heat exchanger system. such as fouling factor. A factory-designed tank is normally specified to assure proper performance of the total system. or engine malfunctions which might increase the heat rejection rate momentarily. a primary cause of cavitation on the suction side of the pump. Heat exchanger suppliers will provide information and aid in selecting the proper size and material for the application. Caterpillar expansion tanks should be used on all installations with heat exchanger cooling. combustion gases leaking into the cooling system. The expansion tank should have a capacity of at least 20% of the system water volume for this expansion and coolant reserve. . A low velocity area is provided where deaeration can occur. Water expands about 5% of its volume between 32°F and 212°F (0°C and 100°C). It must be vented to the atmosphere or incoporate a pressure cap to assure system pressure. overloads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 Supplemental Bypass Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 High Sulfur Fuels . . . . . . . . . . . . 95 Lubricating Oil Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 Remote Filters . . . . . . . . . . . . . . . . . . . 97 Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LUBRICATION Page General . . 94 Duplex Oil Filter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 93 . . . . . . . . . . . . . . . . . . . . . 95 Scheduled Oil Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 Tilt Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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.. it cools internal engine parts which cannot be directly cooled by the engine’s watercooling system. it cleans the engine by flushing away wear particles. The lubricant must also be capable of neutralizing harmful combustion products and holding them in suspension for the duration of the oil change period. and before activating the starter motors. All 3500 Family engines have the capability to prelubricate all critical bearing journals before energizing the starting motors. free from abrasive particles and corrosive compounds. This feature is available regardless of starter motor type (i. filter changes.e. Solid particles are removed from the oil by mechanical filtration. It also requires a lubricant with sufficient film strength to withstand bearing pressures. The starter motors are automatically energized only after the engine has been adequately prelubricated. and high enough to retain film strength when subjected to heat exposure on cylinder and piston walls.LUBRICATION GENERAL PRELUBRICATION The lubricating system of a modern diesel engine accomplishes three purposes. Second. Your local Caterpillar Dealer should be consulted to determine the best lubricant for local fuels. 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 filter change intervals relate to oil change periods. The standard oil filter systems on Caterpillar Engines meet these requirements and are sized to provide reasonable time intervals between element changes. Use of genuine Caterpillar elements is encouraged for adequate protection of your engine. it lubricates surfaces to minimize friction losses. Proper lubrication requires clean oil. low enough viscosity index to flow properly when cold. The size of the mesh is determined by the maximum particle size that can be circulated without noticeable abrasive action. Caterpillar filters are designed to provide excellent engine protection. Either prelube system will allow the engine operator to fill all engine oil passages after oil changes. periods of idleness. Either system will allow the engine user to reduce the sometimes severe engine wear associated with starting an engine after periods of idleness. pneumatic or electric). Third. and before activating the starter motors. filter changes. First. 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor Selection . . . . . . . . . Water Separator and Primary Filter . . . . . . . . Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pour Point. . . . . . . . . . . . . . . . . . . . . . . . 101 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric Load Sharing Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 Speed Droop Governors . . . . . . . . . . Fuel Pressure Regulator . . Cetane Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Fuel Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transfer Pump . . . . . . . . . Engine Shutdown Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Component Description and Installation Requirements . . . . . . . . . . . . . . . . . . . . . . . 109 109 109 109 109 109 110 110 110 110 110 110 99 . . . . . Governor and Controls . . . . . . . . . . . . . . . . . 108 108 108 108 108 108 Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Priming Pump . . . . . . . . . . . . . . . . . . . . . Secondary Filter . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor Capabilities and Recommended Usage . . . . . . . Lines and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Isochronous Governors . . . . . . . . . . . . . . . . . . . . . . . 101 102 102 103 103 103 104 104 104 104 104 Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distillation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water and Sediment . . . . . . . Design for Linkage Over-Travel . . . . . . . . . . . . . . . . . . . . . . . . Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Carbon Residue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection Pump . . . 105 105 106 106 107 Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Use of Control Cable . . . . . . . . . . . . . . . . . . . . . . . Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor Force and Motion Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FUEL GOVERNING AND CONTROL Page System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . flow meters. The fuel system supplied on a Cat Engine is essentially complete. 4. a hand operated fuel priming pump (9) is used to fill the system and expel the air. 11. ether aids.FUEL GOVERNING AND CONTROL SYSTEM DESCRIPTION The diesel engine fuel supply. glow plugs. Examples are fuel heaters. 3. 9. 10. 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). If filters become plugged and require REPRESENTATIVE BASIC FUEL SYSTEM (CONSULT TIF SCHEMATICS FOR EACH SPECIFIC MODEL) . If the system is drained. air-fuel ratio controllers. and shutoffs. 5. load indicators. but the two major devices are the fuel injection pump and the governor which controls it. A complete fuel system includes all of the following basic devices also shown by schematic below: 1. other devices are frequently used to provide additional functions or to modify one of the basic functions. duplex filters. 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. gauges. 12. as during repair or filter change. 6. delivery. 7. primary filters. 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. load limiters. and governing systems have one primary purpose — to deliver clean fuel at the precise quantity and time needed to produce the required engine performance. requiring only the hook up of fuel supply and return lines to a fuel tank and connection of governor controls. 2. A pressure gauge (10) shows pressure of filtered fuel supplied to the injection pump. 8. 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. To do this many precision components are needed. is required to make this volume usable. 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. Expansion volume must be adequate to allow for expansion of stored fuel during temperature change.056 2 _____ hp (average) 2 _____ hours (between refills) 2 1. Venting to atmospheric pressure is necessary to prevent pressure or vacuum buildup. or copper clad steel is used successfully. 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. 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.27 2 _____ kW (average) 2 _____ hours (between refills) 2 1. and installation requirements to achieve satisfactory performance and life. Much less is better. A sloping bottom helps collect sediment and any major amounts of water. the gauge will read low when the engine is operating at load. COMPONENT DESCRIPTION AND INSTALLATION REQUIREMENTS Individual components of the fuel system are described here more completely as to purpose. 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. This can be provided by extending the filler neck down into the tank enough to create the required expansion volume.replacing. fuel spillage should not reach items which can soak up or entrap fuel or be damaged by fuel. Filler must be adequately sized and located for convenient filling. to avoid hard starting.25 = _____ liters Adequate structural strength to avoid failure under application conditions which may include shock loading and steady vibration. just below top of tank. It should also be lockable.19 in [4. This will result in some power loss because of the heated. expanded fuel. The governor (11) controls the stroke of the individual fuel pumps from shutoff to full delivery in order to achieve desired engine speed. and a bottom drain is necessary to permit periodic removal of these contaminants. This will also help avoid spilling fuel from a full tank when operating on a grade. the fuel level should not cause total suction lift of more than 12 ft (3.S.) 0. Steel. Allowance of 5% of tank volume is adequate. Also. Also. Also.7 m). 101 . 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. regardless of load.25 = _____ gal (U. Fuel spillage must not reach hot parts. stainless steel. A large tank can be collapsed by vacuum or burst by pressure if not vented properly. A small vent hole (about 0.81 mm] diameter) in filler tube. Appropriate material. recommended features. Fuel tanks should be shielded or located away from major heat radiating sources such as hot exhaust manifolds and turbochargers. aluminum. Because the compact sleeve metering injection pump on the 3208. This should leave sediment and water in the tank until drained off periodically. it can be damaged more quickly by water than the scroll-type system. and resistant to deterioration due to age or environmental conditions. Fuel return line should normally enter the tank at the top and extend downward. The installation should include valves which can isolate the separator and primary filter when the elements are changed. If the device is hard to see or difficult to service. because water can collect and freeze at low points in fuel lines. A primary filter is not needed when a water separator is used as on the 3200 and 3300 Engines.8 mm) to avoid air pickup in the inlet line. he is more likely to drain it out periodically. This is especially important on a mobile application where motion of a full tank generates sizeable forces. when in motion. 102 However. 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. and fittings must be mechanically strong. because damaging pressure would result if the valve were left closed when engine was started.5 kPa). Lines and Fittings Pipes. A check valve can be used in the fuel return line. or other components that contain fuel. A shutoff valve should not be used. 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. so the water should be removed. Water Separator and Primary Filter Fuel system components can be damaged by water-caused corrosion or by the poor lubricating quality of water. as on a mobile machine. any system can be damaged by water in the fuel. exiting above the fuel level. hoses. such as hose assemblies. For this reason separation and removal of water from the fuel is essential. Also. The water separator should be mounted in a visible location. It is good practice to use some nonmetallic cushioning material between the tank and support members to avoid fretting and wear on the tank. filters. Strong fastening of the fuel tank to the machine is essential. leak-tight.Fuel supply pickup should be off of the bottom enough to leave 3% to 5% of the fuel in the tank. must isolate engine motion from the stationary members in the system. Fuel system damage by water is always the responsibility of the user. The fuel supply and return lines should be no smaller in size than the fittings on the engine. and flex connections. and 3306 Engines uses fuel as a lubricant. Inlet and return lines should be separated in the tank by at least 12 in (304. 3304. Fuel line pressure measured in the return line should be kept below 5 psi (34. Baffles reduce sloshing and resulting air entrainment. it may not receive regular attention. 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. a water separator should be placed as close to the fuel tank as practical in a visible. Usually. Sizing must be adequate to minimize flow loss. They also prevent sudden shifts in the tank’s center of gravity. If the operator sees water. . Routing must be correct. serviceable location. Lines should be routed away from hot parts. off-highway equipment. to avoid fuel heating and potential hazard if a fuel line should fail. It is a gear-type pump with some limited priming capability when the pumping gears are full of fuel. Copper pipe or tubing may be substituted in sizes of 0. Zinc plating or zinc as a major alloy should not be used with diesel fuel because of instability in presence of sulphur. A shutoff valve should never be placed in the fuel return line because pressure would quickly build to damaging levels. This pump should be protected from abrasive wear and corrosion by a water separator or primary fuel filter. causing erratic running and loss of power. Fuel Pressure Regulator Somewhere in the fuel path. shock loads. but would become excessive if the transfer pump could not pump excess fuel through a relief circuit back to the fuel tank. Use of filters of unknown capability may not protect the precision fuel system from contamination. 103 . Fuel lines should be well routed and clipped. taking care to keep it out of the fuel system where it can cause damage. All connecting lines. Pipe joint compound should be used on pipe threads.5 in (12. an engine typically loses power or may run erratically. The return line also allows air to escape from the system. Valves and fittings may be cast iron or bronze (not brass). before or at the injection pump. 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. and tanks should be thoroughly cleaned before making final connections to the engine. A joint which is leak-tight to fuel can sometimes allow air to enter the fuel system. Fuel lines should be designed with the application in mind. with flexible hose connections where relative motion is present. and motion of parts should be considered. Especially on mobile. like manifolds and turbochargers. The sludge formed by chemical action is extremely harmful to an engine’s internal components.Black iron pipe is suitable for diesel fuel lines. This filter is standard equipment on all Cat Diesel Engines.7 mm) nominal pipe size or less. Filter media in Caterpillar fuel filters is developed and carefully controlled to conform with Cat specifications on filtration efficiency and durability. 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. valves. particles which can cause damage must be removed in the secondary filter. When a secondary filter gets plugged. This pressure must be enough to fill the individual injection pump assemblies. effects of vibration. The entire fuel system external to the engine should be flushed prior to connection to engine and startup. Because fuel injection pumps and injectors are precision devices with extremely close clearances between working parts. there is a pressure regulating valve which limits the pressure of fuel supplied to the injection pump housing reservoir. Transfer Pump Joints and fittings must be leak-tight to avoid entry of air into the suction side of the fuel system. The fuel pressure gauge will indicate low fuel pressure under these conditions. strong. Both types contain mechanical ball-head-type speed governing devices. from individual injection pumps to each cylinder injector. the hand priming pump is used to fill the system with fuel and purge the air. It does this by controlling the rack or sleeve shaft position. specially extruded tubing made only for this purpose. a six-cylinder engine has six separate injection pumps within the injection pump group. Close regulation governors are required for some types of processing operations. The purpose of the governor is to control engine speed by regulating the amount of fuel injected. Types of governors available for use on all Caterpillar Engines.Priming Pump Governor and Controls When a fuel system has air in it. regardless of load. except 3208 and 3300 Engines which have mechanical speed droop governors as standard. thereby controlling fuel delivery to produce a governed speed. 104 Devices such as fuel-air ratio controls. Only the speed droop-type is available on the 3208. electric. or remote actuator (air. in turn. 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. and manual shutoffs also operate on the governor which. The speed control lever on the governor is positioned by the operator using some type of control lever. isochronous. Once this has been done. the priming pump will not likely be used again until the fuel system is emptied for adjustment or repair.). a forage harvester cutter head or a rock crusher must operate in a narrow speed bank for best results. except the 3208. These lines are heavy-walled. 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. For example. are speed droop. operates on the rack or sleeve shaft. This is necessary for precision-timed fuel delivery and assures a sharp cutoff of fuel at the end of each injection period. 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). shutdown solenoids. Injection Pump Fuel is pumped at a very high pressure to each cylinder injector by individual injection pumps. Injection Lines Individual fuel lines carry fuel at the very high pressure required for injection. etc. Because the injection lines carry such high pressure. It has a spring-loaded valve which requires that the pressure rise to some elevated level before valve opens at start of injection. . cable. For example. and electric load sharing. The engine application determines which one should be used. GOVERNORS All engine models have hydra-mechanical speed droop governors standard on industrial models. in the Oil Field Application and Installation Guide. UG8D (dial-type) and UG8L (lever-type).Sped Droop Governors A speed droop governor’s full load speed is less than its no-load speed. they can be adjusted to provide speed droop. Isochronous Governors Isochronous governors. It is available for the smaller engines and can be supplied with an electric speed-changing motor for remote control. If output shaft speed on a torque converter must be controlled or limited. are available on the larger engines. These governors and their applications are discussed more fully. The speed droop adjustment is external on the UG8D and newer PSG governors.” are available on all Cat Engines except the 3208. Constant speed applications. The manual shutoff shaft can have a lever installed on it to provide a mechanical or pneumatic method of stopping the engine. The PSG governor has its own oil pump but operates on engine oil. and EG3P-2301. usually referred to as “constant speed or zero percent speed droop. These governors are serviced by Caterpillar. When operated at less than rated full load speed. 105 . which have a self-contained oil pump and oil supply. with pictures. The UG8D and UG8L governors. The UG8D is available with a 24-32 Vdc. whereas the solenoid option provides for remote electric shut down of the engine. with a full-load speed of 2000 rpm would have a no-load speed (high idle) of 2200 rpm. 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. speedchanging motor and a 24-32 Vdc shutdown solenoid. but their speed droop characteristics are similar. The speed droop governors available on Cat Engines are not all the same in construction. Although these governors are isochronous. the governor speed droop percentage increases. such as pumps and various processing operations. For example. Speed droop governors are recommended for most mechanical and torque converter drives where operation is characterized by varying speeds. or speed droop. Their no-load and fullload speeds are the same. The UG8L is available with a 10 psi to 60 psi (69 kPa to 414 kPa) air actuator. a governor with 10% regulation. This difference is called speed droop and is expressed as a percentage of full-load speed. an output shaft governor must be installed. also use speed droop governors successfully if the effect of speed variation due to load change is not significant. 100 VAC-50 Hz. It is internal on the UG8L. They are generally available in nominal 3% and 10% versions. The PSG and UG8D are normally used for generator set applications. 115 VAC-60 Hz. Governor springs can be changed to restore proper droop. The isochronous governors used by Caterpillar are the Woodward PSG. Refer to Generator Set Selection and Installation Guide for more complete information concerning electric governors. and the control box is mounted remotely. **Standard equipment for standby automatic start-stop applications. and still maintain isochronous speed. 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.An EG3P actuator is mounted on the engine. 106 . This governor is isochronous. Electric Load Sharing Governors A Woodward 2301 electric load-sharing governor system is available on most Caterpillar Engines except the 3208s and 3300s. It also has the ability to provide automatic and proportional load division between paralleled AC generators. even with different sized units. 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 and customer dissatisfaction. . Operation above the approved engine horsepower rating level will result in reduced engine life. The use of fuel oil with a higher API (lower specific gravity) number will result in some reduction of power output.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. so it is good economy to look closely at the largest cost first. dust. 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. Your Caterpillar Engine supplier should be contacted to obtain the correct rack setting for fuels which do not comply with the recommendations. Fuel costs represent approximately 80% of total operating costs for an engine. Water and Sediment The percentage by volume of water and foreign material which may be removed from fuel by centrifuging. a corrected rack setting should be used to prevent power levels above the approved rating. Pour Point This denotes the lowest temperature at which fuel will flow or pour. Any fuel imparting more than slight discoloration should be rejected. No more than a trace should be present. When using heavier fuels. NOTE: Caterpillar Diesel Engine fuel rack settings are based on 35° API (specific gravity) fuel. To determine corrosion a polished copper strip is immersed in the fuel for three hours at 122°F (50°C). 110 The customer should order as heavy a fuel as his diesel engine and temperature conditions permit. increased owning and operating costs. and other foreign matter remaining after combustion. . . . . . . . . . . . Ether . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 Starting Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driven Load Reduction Devices. . . . . . . . . . . . . . . . . . . . Battery Performance — Specific Gravity Versus Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cranking Time Required per Start. . . . . . . . . . . . . . Caterpillar Engine Battery Recommendtions . . . . . . . . . .STARTING Page General . . . . . . . . . . . . . 113 Temperature Versus Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 113 113 114 115 Charging Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supply Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Air Starting . 119 Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rate of Free Air Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Recommended Total Battery Cable Length . . . . . . . . . . . . Typical Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free Air Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Starting System Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 119 120 120 111 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tank Sizing . . . . . . . . . . . . . . . . 112 Electric Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 116 117 117 117 117 117 118 Hydraulic Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Storage Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . This heat is a result of both the cranking speed and the length of time for cranking. . Hydraulic The choice of systems depends upon availability of the source of energy. for example. and the size of the cranking system. See section on Driven Load Reduction Devices. additional heat can be provided by using glow plugs. Air C. When the engine is cold. Both the type of oil and the temperature can drastically alter its viscosity. a longer period of cranking is required to develop this ignition temperature. The diesel relies on the heat of compression to ignite the fuel. To prevent this. An SAE 30 oil will. approach the consistency of grease at temperatures below 32°F (0°C). and ease of recharging the energy banks. Engines which are subject to heavy driven load during cold start-up should be provided with a heavy-duty starting motor. On precombustion chamber-type engines. Heavy oil imposes the greatest load on the cranking motor. engines stored outside should be provided with a flywheel housing cover.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. Storage of energy is compact. It is the least expensive system and is most adaptable to remote control and automation. Startability of a diesel engine is affected primarily by ambient temperature. If possible. The proper engine oil viscosity should be provided according to recommendations in the engine operation manual. There are three common types of engine starting systems: A. charging the system is slow and difficult in case of emergency. Electric starting is the most convenient to use. 112 Damage can result if water enters and is retained in the starting motor solenoid. lubricating oil viscosity. availability of space for storage of energy. 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. 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. however. Electric B. 01 1.BATTERIES Lead-acid storage batteries are the most common energy source for engine electric starting systems.0 27.24 113 . if possible. and cleanliness.0 5. Battery Performance Specific Gravity Versus Voltage Freezes Specific Gravity 1.5 1.200 1. B.40 8.0 4.07 2.10 2.260 1. An engine should not be cranked continuously for more than 30 seconds or starter motors may overheat. charge condition. The lowest temperature at which the engine might be cranked.0 21. 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. The impact of colder temperatures is described below: Temperature Versus Output Two considerations in selecting proper battery capacity are: A. They should be located as close to the starting motors as is practical to minimize voltage drop through the battery cables.170 1. All battery connections must be kept tight and coated with grease to prevent corrosion.0 18.04 2. Batteries should be kept warm.29 15.57 5.0 6.230 1. The parasitic load imposed on the engine.83 2.22 1.0 7. but not over 125°F (52°C) to ensure maximum engine cranking speed.49 6.52 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 4.110 % Charge 100 75 50 25 Discharged Voltage per Cell 2. °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. **Below 32°F use ether aid for direct injection engines.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. 114 . In applications where an engine-driven alternator and a battery trickle charger are both used. Engine-driven alternators have the disadvantage of charging batteries only while the engine is running. Consideration should also be given to the speed at which the engine will operate most of the time. the disconnect relay must be controlled to disconnect the trickle charger during cranking and running periods of the engine. An alternator drive ratio should be selected so that the alternator charges the system over the entire engine speed range. When selecting an alternator. 115 . 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. dirty environment.Figure 53 TYPICAL WIRING DIAGRAMS CHARGING SYSTEMS Normally. 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. If the alternator will be operating in a dusty. Trickle chargers are available but require an A/C power source. a heavy-duty alternator should be selected. engine-driven alternators are used for battery charging. 116 The air starting system includes: air starting motor. Air starting usually offers higher cranking speeds than electric starting. Current path should not include high resistance points such as painted. If frame connections are used. see typical wiring diagrams. Fuses and circuit breakers should have sufficient capacity and be readily accessible for service. 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. — Positive mechanical connections. however. Space should be provided for service accessibility. inspection. tin the contact surface. bolted. but air storage tanks are prone to condensation problems and must be protected against internal corrosion and freezing. Compressor The compressor can be operated by either an electric motor or an internal combustion engine. — Permanently labeled or color-coded wires. Black iron pipe is preferable and must be properly supported to avoid vibration damage to the compressor. starting valve. Flexible connections between the compressor outlet and the piping are required. A starting motor discharge air silencer/vapor arrestor is an optional accessory to the air starting system. Unregulated systems must not exceed 150 psi (1034 kPa) to the starting motor. The wiring should be protected by fuses or a manual reset circuit breaker (not shown on the wiring diagrams). — Ground cable from battery to starter is preferred. . remote controls and automation are more complex. the air system can be quickly recharged.STARTING SYSTEM WIRING AIR STARTING Power carrying capability and serviceability are the primary concerns of the wiring system. especially with battery cables. or riveted joints. pressure regulator. Other preferred wiring practices are: — Minimum number of connections. — Protect battery cables from rubbing against sharp or abrasive surfaces. air storage tank. For correct size and correct circuit for starting system components. 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. On the other hand. This will usually result in faster starts with less cranking time. Select starter and battery cable size from the size/length table on Page 109. and oiler. Higher supply air pressures may be used by utilizing additional regulators plumbed in series. — Short cables to minimize voltage drop. Rate of Free Air Consumption The rate of free air consumption depends on these same variables and also on pressure regulator setting. Ns = Number of starts.) The volume of free air required per start (Vs) depends on three factors: A. to prevent wasting starting air pressure and prevent damage to starter motor by overspeeding. and design cranking speed. oil viscosity. Higher pressure can be used to improve starting under adverse conditions up to a maximum of 150 psig (1034 kPa) to the starting motor.42 m3/s) is typical for engines from 50 hp to 1200 hp (37 kW to 895 kW). Cranking Time Required per Start The cranking time per start depends upon the engine model.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. Pr = Receiver pressure (psia or kPa).14 m3/s to 0. Normal pressure regulator setting is 100 psig (690 kPa). engine condition. fuel type. A dryer at the compressor outlet or a small quantity of alcohol in the starter tank is suggested. This can be accomplished using the following equation: Ns (Vs 2 Pa) Vr = ___________ Pr – P min Vr = Receiver capacity (cubic feet or cubic meters). Vs = Air volume requirement per start (cubic feet or cubic meters). Operation The air supply must be manually shut off as soon as the engine starts. This is the pressure at start of cranking. B. The values shown on Page 114 assume a bare engine (no parasitic load) at 50°F (10°C) C. Water vapor in the compressed air supply may freeze as the air is expanded below 32°F (0°C). A drain cock must be provided in the lowest part of the air receiver tank for draining condensation. 5 f3/s to 15 f3/s (0. ambient air temperature. Use the free air consumption value from Page 114 — times the cranking time required per start. P min = Minimum receiver pressure (psia or kPa) required to sustain cranking at 100 rpm.7°C). Safety valves should be regularly checked to guard against possible malfunction. (See Page 114. Restarts of hot engines usually take less than two seconds. 117 . or the sensing system must close the solenoid air valve. Pa = Atmospheric pressure (psia or kPa). Tank Sizing Many applications require sizing air receivers to provide a specified number of starts. Five to seven seconds is typical for an engine at 80°F (26. and the system can be recharged by a hand pump provided for this purpose.6 (0.2207) 10.8 (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.5 (0.3056) 11.3 (0. Pt = Final pressure of tank (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). 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 5.1 (0.2 (0.5 (0. but recharging the pressurized gas.8 (0. The complete system is supplied by the starter manufacturer.2 (0. The high pressure of the system requires special pipes and fittings and extremely tight connections.2773) 10. It is relatively compact.9 (0.8 (0.2858) 10. Pt 2 Vr T = _______ Pa 2 N N = Net free air delivery of compressor (cubic feet per minute or cubic meters per minute).2773) 125 psig (862 kPa) To Starter 6.3 (0. requires special equipment.1868) 9.1641) 5. T = Time in minutes.6 (0.8 (0.2604) 6.1924) 6.9 (0.2349) 9.2122) 9.2915) 10.1811) 7.3283) 12.2179) 7.2349) 8.3453) 12.2434) 10.9 (0.3 (0.Pa = Atmospheric pressure (psia or kPa).0 (0.2688) 9. hydraulic starting is not recommended except where the use of electrical connections could pose a safety hazard.2547) 9. Recharging time is fast.8 (0.0 (0. Oil lost through leakage can easily be 118 replaced. Due to system complexity.3339) 8.3198) 150 psig (1034 kPa) To Starter 7.2519) 11.7 (0.8 (0.8 (0.8 (0.3 (0.2547) 9.2972) 7.1755) 6.2066) 7.2 (0. Repair to the system usually requires special tools. if lost.6 (0.1670) 6.1953) 7.4 (0.5 (0. .6 (0.2236) 8.9 (0.8 (0.3 (0.2207) 8.3056) 11. These glow plugs mount in each cylinder’s precombustion chamber. Caterpillar ether systems are designed to release 2. Ether must be used only as directed by the manufacturer of the starting aid device. regardless of voltage. as shown in the Operation and Maintenance Guides. The amperage in each glow plug lead can be quickly checked with an amprobe device which snaps over each wire without making any connections. Each glow plug.0 cc of ether will be released.5 amps and 6. the ether passes into the intake manifold. they alone are adequate for temperatures as low as 0°F (–15°C) before ether or other starting aids are needed. The high pressure metallic capsule-type is recommended. with oil and coolant heating necessary in extremely low ambients (refer to Operations and maintenance Guides for further data on cold weather procedures). Many types of ether starting aids are commercially available. other than compression. Ether facilitates starting since it is a highly volatile fluid which has a low ignition temperature.STARTING AIDS Ether Starting aids are recommended when temperatures fall below certain levels. An ample wiring circuit is the only requirement. Current draw for a 12-volt glow plug is 12. Excessive injection of ether can damage an engine. it is reasonable to assume a glow plug(s) has failed or the circuit is inadequate. to raise the air-fuel mixture to combustion temperature. 119 . Depending on the size of the engine. ENSURE ADEQUATE VENTILATION FOR VENTING THE FUMES TO THE ATMOSPHERE TO PREVENT ACCIDENTAL EXPLOSION AND DANGER TO OPERATING PERSONNEL. is rated at 150 watts. When placed in an injection device and pierced. CAUTION: WHEN OTHER THAN FULLY SEALED ETHER SYSTEMS ARE USED. Glow plugs function by supplying a source. each time the button is pushed. Amperage can be measured to check the condition of glow plugs. Glow plugs are simple to use and easy to install. If not. This has proven to be the best system since few special precautions are required for handling. If all the glow plugs are in operating condition. or storage. The ether system must be such that a maximum of 3.25 amps for a 24-volt glow plug. shipping. the ammeter reading should equal the number of glow plugs times the appropriate amperage draw per plug.25 cc of ether each time the system is activated. Glow Plugs Glow plugs are available for all precombustion chamber Caterpillar Engines. Glow plugs and/or ether starting aids are sufficient for most conditions. reduce engine wear. air compressors. This system should maintain the engine coolant at a temperature of approximately 90°F (32°C) to ensure quick starting. This greatly decreases drag on the engine and improves cold startability. 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. Driven Load Reduction Devices Effect of driven equipment loads during cold weather engine starting must be considered. This is not always easy or practical. save fuel during starting. 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. Hydraulic pumps. and an outside electrical source is required. air compressor damage could result. it may be desirable to use an engine coolant heating system. and extend battery life. Some air compressors provide for shutoff of the air compressor air inlet during cold starting.Heaters When operating in areas which experience long winter seasons or temperatures consistently in the 0°F (–18°C) range. . This approach can only be used when the air compressor manufacturer provides this system and fully approves of its use. Otherwise. provide faster warm-up. For additional information see Block Heaters in Cooling section. The coolant heaters are normally supplied to operate on single-phase alternating current. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AND SHUTOFF Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Engine Oil Temperature Gauge . . . . . . . . . . . . . 122 Jacket Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . Mechanical Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 124 124 124 124 121 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . MONITORING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Alarm Contactors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Tachometer . . . . . . . . 123 Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Solenoid Shutoff . . . . . . 123 Air Restriction Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Exhaust Temperature Gauge (Pyrometer) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydra-Mechanical Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Oil Filter Differential Gauge . . . . . . . . . . . . . . . . . . . . . . . . Shutoff Detent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTRUMENTATION. . . . . . . . . . 123 Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Intake Manifold Air Temperature Gauge. . . . . . . . . . . . . . . . 123 Fuel Pressure Gauge. . . . . . . . . Be aware of sensor tube or lead routing. The limits will vary by engine rating. Jacket water temperature must be maintained between minimum and maximum limits. which will cause false readings. Minimum recommended mechanically gov-erned engine instrumentation includes: Water temperature 3. 4. Note: Electric gauges must be on a separate circuit to avoid voltage pulses which could give false readings. 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. Utilizing these features minimizes duplication of features and could provide the operator state-of-theart engine status display information. Temperature gauge capillary tubes must be routed to avoid hot spots. It is a self-powered electric tachometer that is adjustable. Warning lights and audible alarms help a operator from overlooking a developing problem. 6. Consider the following: 1. Many are not needed or appropriate depending on size of engine and nature of installation. JACKET WATER TEMPERATURE GAUGE Oil pressure Ammeter/Voltmeter Air cleaner restriction 2. installation. Electric gauges must be on a separate circuit to avoid transient voltage that could give false readings. such as manifolds or turbochargers. Electronic engines provide data link(s) that broadcast engine operating parameters for Caterpillar or after market display modules. Jack . INSTRUMENTATION Instrumentation enables the operator to monitor engine systems and make corrections BEFORE failure or damage occurs. The following gauges can be provided. The tachometer drive can also be used to drive mechanical tachometers. and robustness of the gauges/supports/ clamps to minimize the risk of failure or leakage possibly causing a fire or false readings.INSTRUMENTATION. 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. MONITORING. 5. INTAKE MANIFOLD AIR TEMPERATURE GAUGE This gauge indicates air temperature between the aftercooler and the cylinder. AND SHUTOFF GENERAL Instrumentation systems are an important part of any engine installation. Attention to design. TACHOMETER The tachometer indicates engine rpm. the oil is cooled by engine jacket water. and cause erratic speed control because of increased friction drag in injection pumps. ENGINE OIL TEMPERATURE GAUGE OIL FILTER DIFFERENTIAL GAUGE This gauge indicates oil temperature after the lube oil cooler. The specified minimum oil pressure is for an engine running at continuous rated speed. Oil pressure will be greatest after starting a cold engine and will decrease slightly as the oil warms up. The air restriction gauge should be checked regularly. A high jacket water temperature or a clogged oil cooler will prevent the engine lube oil from being properly cooled. It may 123 .9°C) or 110°F (43. This gauge measures the difference in pressure between the filtered and unfiltered sides of the oil filter. On engines with single turbochargers. Oil pressure is greater at operating speeds than at low idle rpm. and air filters should be changed when restriction limits are reached. normally after the turbocharger. STOP THE ENGINE IMMEDIATELY IF OIL PRESSURE DROPS RAPIDLY. These are preset temperature and pressure switches that will activate a customer-supplied alarm. damage gaskets. In addition. a high reading will indicate plugged oil filters.3°C) aftercooler water temperatures.water aftercooled engines operate at a significantly higher inlet manifold air temperature than do the engines rated for 85°F (29. Plugged fuel filters decrease fuel pressure High fuel pressure can burst fuel filter housings. Plugged oil filter elements will decrease engine oil pressure. ALARM CONTACTORS Low oil pressure and high water temperature alarms are recommended for every engine installation. The pyrometer should be used only to monitor changes in the combustion system and to warn of required maintenance. On Vee engines with two turbochargers. A power reduction will occur if the fuel pressure drops too low. a single instrument is supplied with dual temperature read-out for both banks. DO NOT USE EXHAUST TEMPERATURE AS A LOAD SETTING INDICATOR WITH TURBOCHARGED AND TURBOCHARGED/AFTERCOOLED ENGINES. On most engines. Clogged air cleaners will result in reduced air flow causing high exhaust temperature and sometimes excessive smoke. FUEL PRESSURE GAUGE The fuel pressure gauge indicates the pressure of the filtered fuel. ENGINE OIL PRESSURE GAUGE This gauge indicates the pressure of the filtered oil. EXHAUST TEMPERATURE GAUGE (Pyrometer) The pyrometer measures exhaust gas temperatures. when temperature or pressure limits of the switch are exceeded. AMMETER An ammeter measures electrical current to or from the battery. The oil filter service indicator (where provided) should be checked regularly for premature filter plugging. a low water level alarm switch can be provided to warn of a low water level condition. This gauge should be checked regularly. or light. one instrument with a single read-out is provided. AIR RESTRICTION GAUGE The air restriction gauge measures the vacuum caused by the air filter restriction. To use this feature. Shutoff Detent This shutoff can be activated by pushing the governor speed control lever from the high position to the low idle position. the protective system will move the fuel rack to the shutoff position. Alarm switches available from Caterpillar will operate on AC or DC voltage. Any engine function involving speed. If the engine speed exceeds a predetermined limit. then snapping through the low idle position into the shutoff position. Shutoff solenoids are available in either energized-to-shutoff or energizedto-run versions.be installed in the radiator top tank or the heat exchanger expansion tank depending on the type of cooling system provided. the system can be manually operated to close off the air supply and move the rack to the shutoff position. In some cases multiple shutoffs may be provided. Caution: Sensing devices must not trigger engine shutdown in applications where engine provides equipment mobility. The system is hydraulically operated and contains a shutoff control group which forces the engine governor rack to shut off if a malfunction occurs. or speed are outside normal limits. 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. . from 6 volts to 240 volts. Consult the Industrial Engine Drawing Book for manual shutoff shaft rotation range. temperature. a separate linkage system (usually a push-pull cable) must be provided. The shaft must be held in shutoff position until the engine stops. SHUTOFF The following engine shutoff’s are available on Caterpillar Engines. If engine oil pressure or coolant temperature exceeds safe limits. These switches (single-pole double-throw) may be used to activate alarm horns or lights up to 5 amp rating. To utilize this shaft. the air supply will be shut off. Consult the Industrial Engines Price List for shutoff availability on a particular engine model. In an emergency situation. 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. Manual Shutoff The manual shutoff shaft extends from the engine governor shutoff housing. in addition to moving the fuel rack to the shutoff position. 124 This system includes provisions to shut down an engine when either oil pressure. coolant temperature. and pressure control may be sensed with an appropriate alarm or shutoff system. the linkage must be designed and sized to tolerate full loading reversal without undue stress or deflection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Serviceability Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governing. 129 129 129 130 130 130 131 131 131 131 132 125 . . . . . . . . . . . . . . .APPLICATION AND INSTALLATION AUDIT FORMS Page General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Installation Audit Form . Photos Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitoring System and Gauges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Serviceability . . . . . . . . . . . . . . . . . . . Starting and Charging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System . . . . . . . . . . . . . . . . . . 129 Power Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System. . . . . . . . . . . . . . . . . Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . and Engine Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Application Approval Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . were created. the installation audit form should be filled out in its entirety. SERVICEABILITY Good maintenance is a key factor affecting the life of an engine. on the ease with which that maintenance can be performed. Any deficiencies should be corrected at that time. 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. reproduced on the following pages. 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. in part. final approval for multiple production of identical units will be given. it can be returned to the factory where. the application approval form and the installation audit form. Once the form is completed. It provides a logical approach to spotting potential problems or areas that can be improved to achieve a more reliable engine installation. assuring the integrity of the installation. as the engine package is reviewed system by system. 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. The application approval form is designed to be used where a new application is expected to generate repeat business. Upon completion of the pilot model installation. Included in the installation audit form is a serviceability checklist. . 126 It is considered good practice to use the installation audit form as a guide when reviewing any engine installation. Adherence to a good scheduled maintenance program depends.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. 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. To assist in attaining that goal. if acceptable. 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. 3. Expected maximum altitude of operation ____________________ feet (meters) 23. Percentage of time engine is idling to total daily operating time 33. Tire size ______________________________________________ ______________________________ 18. 30. or provide sketch of front driven equipment __________ where driven. Percentage of time engine is operating at full load: ____________ 32. Torque converter make ______________ Model ______________ Diameter of driver pulley __________________________ (in/cm) 12. 7. Distance from centerline of PTO drive to front face of crankshaft 10. PTO equipment make ____________ Model __________________ Diameter of driven pulley __________________________ (in/cm) 13. Engine rating __________ HP at ______________________ RPM *6.A. Muffler make _______________________ Model ______________ 17. drawing or photograph of equipment if possible. Top geared speed ______________________________ (mph/kph) 21. 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. driven by engine. Maximum angle of engine operation ________________________ 28. OEM customer name ____________________________________ Address ______________________________________________ ______________________________________________________ 4. Angle of engine installation ________________________________ 31.Caterpillar OEM Pilot Model Application Approval Truck-Industrial Engines Factory Use Only Pilot Model Application Approval General Information Reference Number ______________________________________ 1. Engine model _____________ 5. OEM equipment model or designation ______________________ ______________________________________________________ Date ________________________ ______________________________________________________ Use additional paper to provide more complete data where required. Air compressor make ________________ Model ______________ ______________________________________________________ HP required _________________ 15. Clutch make _____________Model__________ Size __________ pulley (in/cm) ________________ _____________(overhung load) 11. Application Approval Information 8. Overall gear reduction____________________________________ ______________________________________________________ 28.00) 127 . or provide sketch of rear driven equipment __________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ 9. Power steering make _________________ Model ____________ HP required ________________ Printed in U. Transmission make _____________________ Model __________ ______________________________________________________ 26. How and *Describe. Alternator make ____________________ Model ______________ ______________________________________________________ 30. Maximum GCW or GVW __________________________________ 19. Air conditioning make ____________________________________ Model ____________ HP required __________________________ 36.S. Front power takeoff HP required____________________________ How driven: in-line ________________ side load ______________ 27. Normal top speed when fully loaded ________________ (mph/kph) ______________________________________________________ 22. FORM NO. Expected maximum ambient air temperature for this application ______________ °F (°C) empty ________________ (mph/kph) 34. Rear axle ratio(s)________________________________________ How are torque converter or auxiliary heat loads cooled? ________ 27. Describe. Radiator make ______________________ Model ______________ Automotive Data 24. HP required ________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ 29. Anticipated number hours to major overhaul __________________ Volts ________________ Amps ____________ 16. Potential annual sales ______________________________ units. Describe application as completely as possible:________________ ______________________________________________________ Industrial Data 24. HP required at flywheel end of engine ______________________ *25. 40-083187-02 (05. Data submitted by ______________________________________ Address ______________________________________________ ______________________________________________________ 2. 26. Single or tandem drive axle ______________________________________________________ 29. Anticipated miles (km) per day ____________________________ Per year ______________________________________________ 35. Operating hours per day _______________ per year __________ 14. Accessories not furnished by CTCo. Radiator sized to _____________ btu full load cooling requirements. Provide specification sheet. Average GCW or GVW __________________________________ 20. Remarks: __________________________________________________ __________________________________________________________ Company Name __________________________________________________________ __________________________________________________________ __________________________________________________________ __________________________________________________________ Individual’s Name __________________________________________________________ __________________________________________________________ __________________________________________________________ __________________________________________________________ __________________________________________________________ Title __________________________________________________________ __________________________________________________________ Telephone Signed ________________________________________________ ___________________________________________ Title ____________ Date Caterpillar Tractor Co. 128 . Engine make ____________ model _______________ gas _______________ diesel _______________ hp _______________ rpm ____________________________________fuel consumption rate _______________ mpg (Km/Liter) or gallons (liters) per hour _______________. Caterpillar approves/disapproves this application as described. *Blueprint. This information is correct to the best of my knowledge. drawing. Typical top engine overhaul miles/Km/hours __________________________. if possible. provide the following information. Other appropriate operation information ____________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________________ Preliminary approval for a Pilot Model installation engine is requested for the application described. specifications. or photo required.If this application is currently being performed by another make gasoline or diesel engine. sketch. Marketing Department Engine Division Copy returned to ____________________________________________ Company on __________________________________________(date). Final approval for multiple production of identical units will be based on an acceptable Pilot Model Installation Audit (Form 40-681-83188). 3. __________ Hz. Rear: □ Solid □ Semi-Soft □ Soft. SAE# ____________ to ____________ Adapter Req’d. Restriction Gauge Used: □ Yes 4.CATERPILLAR ENGINE INSTALLATION INFORMATION INDUSTRIAL AND TRUCK ENGINES Installation Audit No. Flywheel Housing is SAE # ______________________. Bending Moment at Rear Face of Flywheel Housing _______________ lb-in (_______________ kg-m) caused by Overhung Transmission or Other Equipment. ____________________ Low Idle Estimated annual sales __________ units Audit Test Data and Installation Information 1 Date of Audit __________________________________ Power Transmission System 1. If Electric Power Generator is Involved: □Y Rating: __________ kW. __________ Phase. Inlet Pipe Size ___________________________ Length ____________________ Mat’l ____________________ Beaded Connections? ______________ 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. Air Cleaner Make _______________________________________ Model ________________________ Size/Type________________________________ 2. __________ Volts. Front: □ Solid □ Semi-Soft □ Soft. Setting ________________________________ Location __________________________________________ □ Outside □ Inside Engine Compartment. Wired: Generator Manufacturer ______________________________________________ □ Single Bearing Voltage Regulator Manufacturer ________________________________________ □ Volts/Hz Series Boost: □ Yes □ □ Two Bearing □ Constant Voltage □ No Remarks: 2 Mounting System 1. ____________in-H2O (_____________ mm-H2O) Inlet Restriction At Full Load. 2. ____________________ Hi Idle. or Automotive: Transmission Make ____________________________________________________________________Model__________________________________ ___________________ Speeds with Following Ratios: __________________________________________________________: Engine Axle Make ____________________________________ Model ____________________________________ Ratio(s) ____________________________ Remarks: 6. Isolation Describe ____________________________________________ 3. □ 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. Flywheel Driven Equipment: □ Clutch. Combustion Air is Taken from □ No. Remarks: 3 Air Intake System 1. 5. If This is a Self Propelled Machine. ____________ Equipment Mfgr. Isolation Describe ____________________________________________ 2. ____________________ RPM. □ Wet. Remarks: 129 . ________________________________________ Address ________________________________________________________________ Cat Dealer ______________________________________________ Location ________________________________________________________________ Cat Dealer Contact ____________________________________________ Position _____________________________________ Phone ________________ Equipment Model/Type ____________________________________________________________________________________________________________ Application ______________________________________________________________________________________________________________________ Engine Model ________________________ SN ____________________ Arrangement Number _________________________ Issue __________________ □ DI □ PC _______________ Aspiration Rating: ____________________ HP. Type ____________________________________ Make ______________ Model __________________ □ Coupling Size/Type ____________________________________ Make ______________ Model __________________ □ Dry. 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. Part 1: 1. Is Fan nearly centered in Radiator Core? □ No. or Devices Which Restrict Air Flow Used in Front or Behind Radiator? ____________________________________________ ____________________________________________________________________________________________________________________________ 6. □ Remote Mounted. Are Auxiliary Cooler Cores. □ No Mfgr. □ Yes □ No □ No Setting __________ PSI (__________kPa) System Meets Filling Requirements? 22.. Fan to Core. ____________________________________________________________________________________________________________ □ Yes 20. _______________ Model _______________ Open at _______________ °F (_______________ °C) 3. □ Yes 9. Unless Sent Earlier with Application Approval. □ Engine Mounted 2. Fan position within Shroud: (Recommend 2/3 of Fan Projection Upstream). 10. Tilt Left __________. Tilt Requirement: Front Up __________. □ Yes □ No System Meets Cavitation Requirement. 23. 19. 8. As Tested. Engine failure may result from inadequate cooling system design or installation. (__________ Liter). Connection at Engine Is: □ Single 3. □ Yes 16. Unless System is Supplied By CAT. □ Yes □ No Cooling System Test Results are Attached (Not Required for Cat Supplied System). 18. □ Yes □ No System Meets Venting Requirement.4 Exhaust System 1. __________ in (__________ mm) Number of Blades __________.? __________ in (__________ mm). Location of Exhaust Outlet Relative to Air Inlet? ____________________________________________________________________________________ Remarks: 5 Cooling System Refer to Engine Data Sheets 50. Shutters: □ Yes □ Heat Exch. □ Yes 4. Fan Dia. Front Down __________. Describe position. _____________________________ Part No. □ Yes □ No System Meets Drawdown Requirement. Fan Mfgr. System Type is: □ Radiator. Exhaust System Total Length __________ Ft (__________ M) □ Flex □ Dual Number of Elbows? ______________________________________________________ 5. Fan Speed at engine rated speed __________ rpm 15. Oil Pan Sump: □ Front 3. Model __________. Remarks: 6 Lube System 1. □ Yes □ No Is Rain Protection Provided? If So. __________ Tilt Right __________.D. Capacity __________ Qt. *Radiator Drawing Must be Submitted for Review. □ Solid 2. Drive Pulley Diameter? __________ in. 2. clearance is __________ in (__________ mm). Driven Pulley Diameter?__________ in. As Tested. Cooling Test Results Must Be Attached to this report. Is Auxiliary Filter Used? Remarks: 130 □ Center □ Rear. 25. List cooling system components supplied by CAT with group numbers ____________________________________________________________________ ____________________________________________________________________________________________________________________________ Part II (not Required with Cat Supplied Cooling Package) □ Yes 7. How? ____________________________________________________________________ 7.5 for test instructions. Pressure Cap used? 21. . Does Shunt Line slope continuously downward from radiator to engine? □ No. 24. □ Yes Is Auxiliary Expansion Tank Used? □ No. As Tested. □ Other______________________________________ Mfgr. Is this a Shunt-Type System? □ No. □ Suction Core Size _____________ 2 ______________ □ Blower 13. Is JW Heater Used? Where connected to Engine? □ No ________________________________________________ From Engine? ____________________________________ 5. _____________________________ Fan Drive Ratio _______________ 2 1. Position? __________________________________________________________ 17. ____________________ Model ____________________ 4. □ No □ Cooling Tower.0 Engine Fan CL to Crank CL __________ in (__________ mm) 14. 4. □ Vertical Flow □ Cross Flow Fins per inch __________ Tube Rows __________ 12. Engine Oil Filter is: □ Yes Dipstick Shows Full at ____________________________________________ Quarts. Exhaust Pipe I. Muffler Mfgr. The CAT specified cooling system test should be run on a pilot model machine to find and correct deficiencies before production. Shunt Line I. __________ in (__________ mm). Radiator Supplied* _____________________________ Part Number _____________________________ Model ________________________________ 11.D. Exhaust Backpressure __________ in-H2O (_________ mm-H2O) At Rated Load. □ Yes □ No Is Exhaust System Adequately Supported and Free to Expand When Hot? 6. Fan to Shroud distance is __________ in (__________ mm). _________ in (__________ mm) Number of Tanks? __________ 3. Engine Control 1. Is Water Separator Used? Powered by __________________________________________.D. Does Machine Operate As Intended? ____________________________________________________________________________________________________________________________ □ Yes □ No 8. □ Linkage. What Portion of Load. 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. 6. Battery Cable Size? ___________________ Total Length? __________ in (_________ mm) □ Yes □ No. Starter Manufacturer ___________________ Model ____________________ Volts ____________________ Solenoid □ Up □ Down 2. Fuel Supply Line I.7 Fuel System. Cannot be Disconnected from Engine During Starting? ________________________________________________________ ____________________________________________________________________________________________________________________________ □ Yes □ No 7. Air Heater □ Yes □ No. or □ Actuator.D. □ Yes □ No.______________ Service Meter Visibility □ □ ____________________________________________________________________ Adjust Clutch □ □ ____________________________________________________________________ Adjust Valve Lash □ □ ____________________________________________________________________ Remarks: 131 . Does Equipment Manufacturer Provide Own Wiring on Engine? 8. □ Yes □ No If Not. _________________________ 6. Starting Aids: Glow Plugs __________ Volts □ Yes □ No. JW Heater __________ Watts. 5. _________ in □ Yes (__________ mm) □ No Manufacturer ____________________ Model ____________________ □ Yes □ No □ Yes □ No 5. Why Not?________________________________________________________ 7. if Any. Alternator Manufacturer ___________________ Model ____________________ Volts __________ Amps __________ Speed __________ X Engine RPM 3. Mfgr. Governor Type? ________________________________________ Control Device: 4. Ether Aid Sprays __________ cc per Injection. Are Controls Adjustable for Field Maintenance? Remarks: 8 Starting. 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. Charging Systems 1. Fuel Tank Capacity __________ gal (__________ liter) 2. Battery Volts ___________________ Total CCA Rating ___________________ Amps (0°F) Number of Batteries? ___________________ 4. What Devices Consume Electrical Power from Alternator/Battery? ______________________________________________________________________ □ Yes □ No __________________________________________________________________ Is Alternator Adequately Sized? Remarks: 9 Monitoring System. Fuel Return Line I. 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. Remove. Governing. Does Tank Have Drain? Vent? □ Cable. 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 Make needed adjustments and run the required acceptance tests. Are supply and return lines connected and routed safely? (They must not come in contact with moving or hot parts. During the course of an installation checkout. The question then is how tightly should the bolts be torqued? On Caterpillar Engines this problem is simplified because only Grade 8 bolts 135 . Is battery securely fastened down? Check battery water level. Charging circuit should be connected. Observe coolant temperature under load. MONITORING SYSTEMS AND GAUGES Check connections. Oil should be at “running” full mark. If dynamometer testing is required. It should never exceed 210°F (99°C) Are electrical connections tight? DISASSEMBLY AND ASSEMBLY If equipped with air starter. Check function of gauges. STARTING AND CHARGING SYSTEMS Check belt tension on alternator. when necessary? Note any unusual vibrations or noise when accelerating slowly to high idle. Remove loose tools used during setup. but sometimes additional coolant has to be added after initial cold fill and running. air tanks must be up to pressure before starting. GOVERNING. AND ENGINE CONTROL MISCELLANEOUS Is fuel in tank? Remove shipping covers and tape. some bolts or parts will probably be adjusted. Is fuel system bled of air? (Use priming pump to allow air to escape by slightly loosening each injection line while fuel is pressurized. Recheck coolant level shortly after start-up and again after 10 minutes of warm-up (after releasing cooling system pressure carefully) at no load. Check operation of governor controls. in most cases other than electric sets. Manual shutoff should operate freely and operation of electric shutoff should be checked. if calibrated for checking while engine is running. loosened. Is there a reliable way to shut the engine down. If the governor has its own oil reservoir (UG8).) Immediately after engine has been started. thoroughly warm up engine by running at part load and speed for about 15 minutes before testing at full load. Systems should not have false fill characteristics.) Check oil pressure and dipstick. is it full? Set speed for low idle at start-up. or removed. several other operating checks should be made. Are governor controls connected and operating freely? Simulate shutdowns.FUEL SYSTEM. (See Figure 55.are used. Figure 55 136 . and stud torques Figure 54. chart shows how to identify their grade. and studs. If other bolts are used. nuts. nuts and taperlock studs unless otherwise indicated in the Specifications. Caterpillar supplied bolts. GENERAL TIGHTENING TORQUE Figure 54 General tightening torque. NUT AND TAPERLOCK STUD TORQUE The torque values in the following tables apply to SAE Grade 5 and higher grade bolts.) BOLT. Tighten Caterpillar-supplied bolts to the values given in the table of bolt. nut. to (–) bat. to (–) bat..3196 6BR1 — UP . to limit torq. volts to ether relay 16 — — 23 Not connected — — — Not used 24 Eng.. rate pgm via ET 40 Overspeed verify sw.Caterpillar Electronic Engine Electrical Audit Checklist Application/Engines: Industrial — S/N Prefixes: 2AW1 — UP . lower/res. (switched) 14 15A N/O 27 Remote shutdown sw. located off engine 37 Not connected — — — Not used 38 Starting aid override sw. with multiple TPS’s. (unswitched) 14 15A — 2 Torq. to activate at 75% OS limit. 29 PTO enable sw.. to (–) bat. raise/set eng. diagnostic lamp 16 1A — (+) Bat.. indicator (+) Bat.. sensor input 16 — — 111-3794 allowable sensor. eng...3176C 1DW1 — UP . to (–) bat. voltage supplied to lamp — required 26 (+) Bat.... controls eng. 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. spd. eng. 16 — N/C Sw. voltage supplied to lamp — optional Voltage supply Sw. over due lamp 16 1A 14 Anlg sensor power + 5v 16 — — 15 Anlg sensor return 16 — — 16 J1939 data link shield 16 — — 133-0967... to supply more ether 137 . to (–) bat. to s/d engine..3456 By J3/P3 Pin: (Not All Pins May Be Used by Application) 1 (+) Bat. warning lamp 16 1A — (+) Bat. 16 — N/O Sw. spd. to clear/reset maint. (0 -> + 120 c range) 12 Maint. spd. Not used Sw. spd. 16 — N/O 28 Intermediate speed sw. pgm li -> hi 30 PTO ramp up sw. 16 — N/O Sw. lockouts req’d 11 Aux. 16 — N/O Sw.3406E 3LW1 — UP . 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. PTO mode set/resume selected 20 Not connected — — — Not used 21 Not connected — — — Not used 22 Bat.. to (–) bat. leaves ECM powered Sw. limit sw. sensor input 16 — — 3e-6114 allowable sensor (0 -> 2894 kPa range) 34 Not connected — — — Not used 35 Not connected — — — Not used 36 Coolsnt Ivl. to (–) bat. to (–) bat. sensor power + 8v 16 — — Voltage supply 9 Dig. voltage supplied to lamp — optional 25 Eng. S/D & inlet air shutdown relay activated Sw. 16 — N/O Sw.. press.. can only lower eng. temp sensor input 16 — — 131-0427 allowable sensor. clear sw..... 16 — N/O Sw.. to (–) bat. 16 — N/O 13 Maint. 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. to (–) bat. sensor return 16 — — 10 TPS input 16 — OPT Could be sw.. 16 — N/O 39 PTO ramp down sw. install ATAAC ret. voltage supplied to lamp — required 26 (+) Bat. leaves ECM powered Not used Sw. over due lamp 16 1A — (+) Bat. sensor return 16 — — 10 TPS input 16 — OPT 11 Aux. located off engine 37 Not connected — — — Not used 38 Starting aid override sw. snsr input 16 — — 107-8618 allowable sensor. 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. 16 — N/O 39 PTO ramp down sw. 16 — N/O 28 Not connected — — — 29 PTO enable sw. to bat.. reqd. voltage supplied to lamp — optional 25 Eng. with multiple tps’s... neg. pgm li -> hi Sw. raise eng... diagnostic lamp 16 1A — (+) Bat. to (–) bat. 16 — N/O 13 Maint. spd.. sensor power + 8v 16 — — Voltage supply 9 Dig. to s/d engine.. 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. (0 -> + 120 c range) Sw. 16 — N/O 30 PTO ramp up sw. sensor input 16 — — 3e-6114 allowable sensor (0 -> 2894 kPa range) 34 Remote tdc probe (+) — — — Used by dealer tech when timing calib. temp sensor input 16 — — 12 Maint. (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. 35 Remote tdc probe (–) — — — Used by dealer tech when timing calib. (unswitched) 14 15A — 2 (+) Bat. warning lamp 16 1A — (+) Bat. snsr input 16 — — 111-2350 allowable sensor. to supply more ether . lockouts req’d 131-0427 allowable sensor. install in filter base 21 Not connected — — — Not used 22 Bat. 36 Coolsnt Ivl. clear sw. indicator Sw.. 16 — N/O Sw. to activate at 75% os limit.3408E 4CR1 — UP .. (switched) 14 15A — 24 Volt only 27 Remote shutdown sw. S/D & inlet air shutdown relay activated 138 24 volt only Could be sw. controls eng. line 20 Fuel press.Application/Engines: Industrial — S/N Prefixes: 7PR — UP . press. to (–) bat.3412E By J3/P3 Pin: (Not All Pins May Be Used by Application) 1 (+) Bat. to (–) bat.. to (–) bat. rate pgm via ET Sw. volts to ether relay 16 — — 23 Not connected — — — Not used 24 Eng. rate pgm via ET 40 Overspeed verify sw. lower eng. spd. spd. to (–) bat. to clear/reset maint. eng.. to (–) bat. reqd. sensor input 16 — — 111-3794 allowable sensor. 16 — N/O Sw. ) — Engine power trim — % 22 –3.. 40 m-hrs 100 -> 750 m-fuel 3785 -> 28930 250 — Liters Engine oil capacity 9463 Unavailable — — — Engine monitoring mode 24 off. of chg) — — — Last tool to chg. 40 m-hrs. pulsed Continuous — Throttle position sensor 33 None None — Fuel pressure sensor 31.) — Test spec. 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. Ramp up/dwn — ECM serial no.) — Top engine speed range — rpm — F (rating no. not install Not install — Ether solenoid configuration 41 Cont. Torque limit — N•m PTO mode Idle/PTO ramp rate — rpm/sec 37. a-hrs.Customer/System Parameters OEM:________________________ Date: __________ Eng: __________ Eng S/N: __________ Application: ________________________________________________________________________ Rating number 21 F (flash file) Spec. 35 None Not install — Fuel correction factor 21 64 -> +63.0 0 — Equipment id 21 — None — Engine serial no. F (prev. customer param.0 -> +3. warn. order Rated power — Bkw — F (rating no. chg) — — — Last tool to chg./tier) — None F (test cell) Yes None F (test cell) Yes 139 .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. system param. order — Rated peak torq — N•m — — F (rating no. a-fuel. temp high warning point — c 35 0 -> 120 0 — Aux. m-fuel. date — None Actual P/M — Total tattletail F (no. F (prev. derate. off Off — PM1 interval — hours 24. Fuel to air ratio mode Tachometer calib. press high warning point — kPa 34 0 -> 2900 0 — Maintenance indicator mode 24. 43 271 -> 9999 9999 — 37 Ramp u/d -> set/res. — F (flash file) F (rating no.) Spec. chg) — — — 21 1 -> 3 3 — 23. shutdown Warn — Coolant level sensor 34 Install.) F (rating no. — 21 None 0xx00000 — F (ECM) None Actual ECM — Personality module P/N 21 None Actual P/M — Personality module rel. __________________________ 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. 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. Front: □ Wide □ Narrow 2. Installed Tilt Angle Relative to Machine: __________deg. Auxiliary Equipment Driven from Engine: Item: ______________________ Max. Expected Shock/Dynamic loading: G’s Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 140 . HP: ________________________ Driven By: __________________ At: ______________X Engine Speed Item: ______________________ Max. HP: ________________________ Driven By: __________________ At: ______________X Engine Speed Item: ______________________ Max. Front: □ Down □ Up □ Yes □ No □ Yes □ No Left Side: □ Down □ Resilient □ Up 6. 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. Rear: □ F/W Hsg □ F/W Hsg + Transmission Cradle □ Trunion 3. Flywheel Driven Equipment: □ Clutch □ Coupling Type: __________________________ Make: ______________________ Model: ________________________ Size/Type: ______________________ Make: ______________________ Model: ________________________ Adapter from SAE#: ____ to ____ P/N: __________________________ 2. HP: ________________________ Driven By: __________________ At: ______________X Engine Speed Item: ______________________ Max. Flywheel Housing is SAE #:________ □ Dry □ Wet 3. 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.Date Of Audit: ________________________ Installation Audit No. Filling requirements met? Drawdown Requirement met? □ 50/50 Mix □ Yes □ No Cavitation requirement met? □ Yes □ No □ Yes □ No Air venting requirement met? □ Yes □ No □ Yes □ No Ambient Capability Requirement with Test Coolant is: __________ °C Ambient Capability for Test Conditions is: __________ °C Meets requirement? Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 141 . Cooling test results must be attached to this report. At Rated. @Full Load: ______________ Setting: ______________ □ No IF CHARGE AIR COOLER (ATAAC) SYSTEM USED (Ref. Relative to Shroud (2/3 upstream recommended):________________________________________ Fan LE to Core Clearance: ________mm Fan Clutched? □ Yes □ No Clutch Operation Criteria: ______________________________________________________________________ 5. Line Turbo Comp to CAC: 200°C compatible? Dia: _______ mm □ Yes 6. Muffler: Make: __________________________ 2.3 — AIR INTAKE SYSTEM 1. Is adequate rain protection provided? Model: ________________________ □ Yes Exh Back Pressure Measured Near Turbo @ Rated: __________________ □ No Type of Rain Protection: □ Cap □ Bend □ Drain □ Shield 6. Is muffler/pipe adequately supported and free to expand/contract? □ Yes □ No □ Single □ Dual Number of Elbows: ____________________________________________ 3. value) □ Yes Corrected value <= to spec. Max Design Intake Manifold Temp @ 25°C Ambient Temp = ____________________ °C 9. Radiator/Heat Exch. LEXH6521) 5. Describe and aux. 1. value? □ No Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 4 — EXHAUST SYSTEM 1. Meters Fin Density:__________fins/25 mm Front Area: Pressure Cap Setting: ______________________________kPa 3. Restriction Gauge Used: □ No □ Yes Model: □ No Ln: _______ mm ____________________ Type: ________________________ Combustion Air From: ____________________________________ Mtr’l:______________________ Location: ______________ Beaded Connect? □ Yes Res.: ____________ □ Yes □ No________________ No. Coolant Flow @ Rated: __________ L/min System Capacity (brim full): __________ liters Max Heat Rej to JW: __________________________kW 6.5 for specific instructions. of Blades: __________________ Blade Pitch Angle: ____________deg Shunt Line Downward Slope: □ Yes Type: ______________________________ □ Sucker □ Blower □ Other Winter Front: ______________ □ Yes □ No □ No I/O Eng Location: ______________ rpm/Dr. □ Radiator □ Heat Exchanger 2. Coolant Used for Test: □ Water 8. Corrected Intake Manifold Air Temp @ rated = __________ °C (test) Beaded Connections:? □ Yes □ No □ No (spec. Line CAC to Inlet Manifold: Ln: _______ mm Mtr’l:____________________ □ No Physically Secured? Dia: _______ mm Ln: _______ mm □ Yes Mtr’l:____________________ 7.5 kPa @ rated? □ Yes □ No □ No Beaded Connections:? □ Yes 8. □ Expansion Tank Make: ____________________________ Model: ____________________________ __________________________sq. Location of Exh Outlet Relative to Air Intake: ________________________________________________________________________________________ Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 5 — JACKET WATER COOLING SYSTEM Refer to EDS 50. Line Turbo to Muffler: Dia: _______ mm Ln: _______ mm 4. Ratio @ Rated: ________________ Blade Tip to Shroud Clearance: __________mm Fan Posit. Air Cleaner: Make: __________________________ □ Yes 2. Fan: □ Shunt System Dia: _______ mm Part No. Jacket Water Heater Used? 4. Is pressure drop between turbo comp outlet and intake manifold less than 13. Est Weight/Torque @ Engine Interface: ____________________________ 5. Safety Element: □ No Precleaner: 3. Coolers “stacked” over the radiator and cooling air flow considerations: 7. Line Air Cleaner to Turbo/Manifold: Dia: _______ mm □ Yes 4. Water separator used? □ Yes □ No Secondary Filter: 4. Line Ln: ____________ mm 5. Return Tank Outlet: __________________________________ 3. GOVERNING. How are parasitic loads reduced during starting? ____________________________________________________________________________________ ____________________________________________________________________________________________________________________________ 8. Stabilized Fuel Temp to Eng. Alternator: Make: __________________ Volts: __________________ Amps: __________________ Drive Ratio: ______________: 1 3.6 — LUBE SYSTEM 1. Starting Aids: Glow Plugs □ Yes □ No Ether Inj □ Yes □ No □ Continuous □ Pulsed Shot size = ________ cc JW Heater □ Yes □ No □ Fuel Fired □ Electric □ Circulation Air Heater □ Yes □ No □ Fuel Fired □ Electric □ ECM Controlled □ Yes □ No 7. Does engine and installation meet tilt requirements? □ Up Front: □ Yes □ Dwn Add Oil Capacity: ________________Liters ________deg Left Side: □ Up □ Dwn □ No Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 7 — FUEL. Fuel Tank Volume: _____ Liters _____ No. OEM Required Continuous Tilt Operation: _______ deg 7. of Fuel Tanks: □ Yes Vented Cap: □ No □ Yes Drain: □ No 2. Control system easily field adjustable/maintainable: □ Yes Part No. Supply Tank Inlet: ____________________________ Location of Eng. OEM provide own wiring? □ Yes □ No 9. at Rated = _____ °C 6. Return Line ID: __________ mm 5. Oil Pan Sump: □ Front □ Center □ Rear Dipstick: Full at _____________ Liters 2. Eng.:______________________ Volts: __________________ CCA: __________________ Amp Hr. Auxiliary Filter: □ Yes □ No □ Left □ Right: Mfg: _____________ 6. Dipstick: □ Left □ Right □ Front □ Rear 3. Governor Type: □ Hydramech 7. Negative Battery Cable Size: ________________ Total Length: __________ mm □ Pneumatic Press:_____ kPa □ Hydraulic 6. What consumes electrical power from alternator/battery? ______________________________________________________________________________ ____________________________________________________________________________________________________________________________ Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 142 . Does machine operate as intended? Make: __________ □ No Return Line Press Rest: __________kPa □ Electronic □ Actuator □ Yes □ No □ TPS □ Pneumatic □ No □ Hydraulic Filters Serviceable? □ Motor □ Yes □ Switch □ No If not. Oil Filter: □ Left □ Right □ On Engine □ Remote: If Remote. Eng Spd Control: □ Cable □ PSG 8. & CONTROL 1.: __________ Micron: __________ □ Yes Fuel Cooler Installed: Supply Line Press Rest: ________ kPa □ Linkage 9. why not? ________________________________________________________ Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 8 — STARTING & CHARGING SYSTEMS 1. Positive Battery Cable Size: ________________ Total Length: __________ mm 5. Oil Filler: □ Left □ Right □ Top □ Front □ Rear 4. Starter: □ Electric □ Volts: ____ 2. Battery: No. Cap @ 20 hrs: ______ Solenoid: □ UP □ Down 4. Location of Eng. Supply Line ID: _______________ mm Eng. . . . . . . . . . □ In-Frame Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Remove Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ ATAAC System . . . . . . . . . . . . . . . . . . . . . . □ □ Check Water Separator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . monitoring is set to: 2. . . . □ Electronic Service Tool Connect . □ □ Adjust Linkages . . . . . . . □ □ Remove Engine . . . . . . . . . . . . . □ □ □ On Engine Wire Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Remove Service Air Compressor . . . . . □ □ Remove Rocker Arms . . . . . . . □ Service Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Service Coolant Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 — MONITORING SYSTEM □ Off 1. . . Engine monitoring system used? □ Yes □ Yes □ No □ No 6. . □ □ Remove Turbo . . . . . . . . . . . . . . . . . . . . General wiring checklist attached? 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Add Coolant . . . . . . . . . . □ □ □ □ □ □ □ □ □ □ □ □ □ □ □ Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 143 . . . . . . . . . . . . . System Voltage: ____________________________________________ 2. . . . . . . . . . . . . . . . . . . . . □ □ Remove Starter . . . . . . . . . . □ □ Check Coolant Level. . . . . Engine Speed Controlled by: __________________________________ Part Number:______________________________________________________ 3. . . . □ □ Adjust Valve Lash . . . . . . . . . . . . . . □ Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Drain Cooling System . . . . . □ Replace Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ □ □ Service Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Remove Oil Pan . . . . . . . . . . . . . . . . . . . . . Is Engine Configuration Summary List attached? □ Yes Checklist attached? □ Yes □ No Checklist attached? □ Yes □ No □ No Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 11 — SERVICEABILITY 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Remove/Repair/Replace: Check Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Describe Battery Neg Patch and Wire Size from Gnd Stud on J3/P3 Mounting Bracket to Battery Negative Bus: __________________________________ ____________________________________________________________________________________________________________________________ 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If attachment □ Warn □ Derate □ Shutdown High Coolant Temp: Warn/Shutdown @ ____________ °C Gauge: □ Yes □ No Low Oil Press: Warn/Shutdown @ __________ kPa. . . . . . . . . . . . . . . . □ Change Oil Filter . . □ Adjust Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Remove Radiator . . . . . . . . . . . Daily Maintenance: 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Drain Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Add Oil . . . . . . Periodic Maintenance Replace Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If electronic eng. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gauge: □ Yes □ No Overspeed: Warn/Shutdown @ __________ rpm Tach: □ Yes □ No ______________________ Warn/Shutdown @ ______________ Gauge: □ Yes □ No □ No □ No ______________________ Warn/Shutdown @ ______________ Gauge: □ Yes ______________________ Warn/Shutdown @ ______________ Gauge: □ Yes Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ 10 — ELECTRICAL FOR ELECTRONIC ENGINE 1. . . . . . . . . . . . . . . . . . . . . . . . . □ □ □ □ 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Replace Water Pump . . . . . . . . . □ □ Replace Batteries . □ Remove Alternator . . □ Access to Service Meter . . . . . . . . . □ Replace Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Adjust Governor . . . . . Engine Customer Interface (J3/P3) 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Adjust All Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attach Electronic Installation Evaluation Checklists 4. . . . . . . . . . . . . Maximum Expected Engine Tilt Angle During Operation: ____________deg What Orientation? __________________________________________ 5. sharp edges. . . . . . . . . . . . . . . □ Yes □ No Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ GENERAL APPLICATION INFORMATION 1. . . . . . . □ Yes □ No 8. . . oil. . . . . . . . . . . Attach Cooling System Test Results (Ref. . . Control Panel . . Front and Rear Engine Supports . . . . . . . . . . . . water. .5) 2. . . □ Yes □ No 11. . . . . . . . . . Air Intake System. . Maximum Expected Altitude for Operation: __________________________M 2. This must include consideration of fuel. Multiple Views of the Machine . □ Yes □ No 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Expected Ambient Air Temp for Operation: ________________°C 3. . . . . . . . . . . . . . . . □ Yes □ No 3. . . □ Yes □ No 5. . . . . climbing step. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System. . Attach Engine Performance Curve Detail 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor Control Devices . . . . . . . . . . . . . . . . . . Remote Oil Filter System. . . NOTE: 1. . . . Including Supports and Attachment to Engine . . □ Yes □ No 2. . . . . . . . . . . . . . . . . . . . and grab points. . . . . . . Attach Engine Rating Spec. Detail 7. . . . . . . . . . . . . . . Attach set of Photographs Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ ACKNOWLEDGEMENTS: OEM CATERPILLAR Name ______________________________________________________ Name __________________________________________________________ Title ________________________________________________________ Title Date Date __________________________________________________________ ______________________________________________________ 144 __________________________________________________________ . . Attach any Pertinent Sketches 8. . . . . . . . . . . . If a repower/redesign. . . . EDS 50. . . . . . . . . LEXH6521) 3. . . . . . . . . . . . . . . . . . Including Supports and Attachment to Engine . . . . Cooling System . . . . . . □ Yes □ No 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum Expected Ambient Air Temp for Operation: ________________°C 4. . . . . Expected Annual Utilization: ________________________________Hours/yr 6. Instrument Panel (including data link wire) . . . . . . Main and Auxiliary Driven Equipment . . □ Yes □ No 6. . what engine was replaced? ____________________ bkW: _______________________ Rpm: ______________________ Remarks: __________________________________________________________________________________________________________________ __________________________________________________________________________________________________________________________ NOTE: The engine installer must assure a safe installation in which moving or hot components are guarded or warning placards in place to avoid risk of personal injury. . . . . . . . □ Yes □ No 12. Multiple Views of the Engine . . . Including Lines and Mounting . . . . . . .12 — PHOTOGRAPHS REQUIRED 1. . Ground Circuit Wire Paths for Electronic Engines . . . . . . . air and electrical line routing to avoid pinch points. . . . . . . . . OEM Desired Time to Overhaul: ______________________________Hours Is this the “first” life of the machine? □ Yes □ No 7. . □ Yes □ No 4. . . . Attach As Shipped Engine Consist 5. . . . . Attach ATAAC System Test Results (Ref. . . . . . . . . . . . . . . . . . . . . . □ Yes □ No 10. . . . . . . . . . . . . . . . 147 145 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Component Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 146 146 147 Records. . . . . . . . . . . . . . Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAINTENANCE AND RECORDS Page Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 Filter Changes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid Changes . . . . . . . . . . . . . . . Follow factory-recommended practices shown in Caterpillar service literature. must be periodically adjusted to prevent belt slip. A Scheduled Oil Sampling program is recommended as an ongoing preventive maintenance measure to identify abnormal levels of wear particles. and pumps. loose bolts. Fluid Changes Lube oil should be changed at recommended service intervals to prevent accelerated wear on bearings. and cylinder heads. Either situation can result in expensive. Consult Caterpillar service literature for correct filter change intervals. and gears. on the adequacy of maintenance performed by the user. and fuel filters are not effective. it should not be used to try to extend oil change intervals because it does not assess lube oil adequacy. oil. Its performance and life depend on maintaining its precision condition. and inhibitor and antifreeze strength must be renewed to maintain effectiveness. The engine should also be looked over regularly for leaks. MAINTENANCE Necessary maintenance can be grouped into the following broad categories: Filter Changes A diesel engine will wear out measurably faster. such as cooling fans. Tinkering by an unqualified service mechanic is unwise. alternators. and premature belt failure. After any work on a fuel injection pump or its drive. any adjustments affected should be reset to factory specifications for best performance and engine life. This depends. even dramatically faster. However. . liners. Adjustments Few devices on a diesel engine need periodic adjustments. premature wear and mechanical failure. precision device. Products of corrosion in the system can plug radiator cores and cause overheating and subsequent damage. Coolant must also be changed periodi- 146 cally. Belt drives on equipment. crankshaft journals. But. guides. rings. quality-manufactured. Filters are not the place to “economize. valves.MAINTENANCE AND RECORDS A Caterpillar Diesel Engine is a highly engineered.” either by prolonging a necessary change or by buying filters of unknown quality and flow capacity characteristics. if air. Special tools and gauging are essential for accurate results. in large measure. pistons. A. overheating. or any other irregularities which should be corrected before serious problems develop. Fuel systems on Cat Diesels are essentially adjustment-free under normal circumstances. Failure to do so may result in internal corrosion damage to cylinder block. valve lash should be checked and adjusted at intervals recommended in the engine service manual. application. operation. to provide a basis for future business decisions. Factory Service Department recommendations aided by user experience with a particular model. 4. complete log of all maintenance and repair activities. before they fail. Repair cost data will be available for future business decisions. Intelligent. 147 . and parts replaced. 2. should be kept. Good maintenance practices will result in lower overall cost of ownership. which typically wear out after a somewhat predictable service period. This should include complete information on amount of coolant and lube oil added.Component Replacement In some situations owners have found that unscheduled downtime is so inconvenient and costly that it is better economy to replace certain items. and job environment should be the guide to timely component replacement on a preventive maintenance (PM) basis. In summary. and more — be adhering to sound maintenance practices. 1. RECORDS An accurate. by engine serial number and date. Successful experience can also be identified from these records. adjustments made. 3. there are numerous examples to show that engine life before major overhaul may be increased by 200% to 400%. B. Preventive maintenance practices can likely be modified to be more economical based on recorded experience. and increased machine availability. regular review of maintenance and repair records will return positive dividends to the equipment user in several ways. Problem causes and trends can be identified more quickly. 148 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Units of Power. . 150 150 151 151 151 152 152 153 153 153 153 153 154 154 154 154 154 155 155 155 155 155 155 155 155 155 155 155 156 157 158 149 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Friction Losses of Water in Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Velocity Versus Flow . . . . . . . . . Gas Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe Dimensions . . . . . Temperature Conversion . . . . . . . . . . . . . . . . . . . Conveyors . . . . Barometric Pressures and Boiling Points of Water at Various Altitudes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Mean Effective Pressure . . . . . . . . . . . . . . . . . . . Units of Pressure and Head. . . . . . . . . . . . . . . . . . . . . . Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mathematical Expressions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Volume and Capacity Equivalents . . . . . . . . . . . . . . . . . . . . . . . . . . Refrigeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Miscellaneous Equivalents. . . . . Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Converters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sawmill . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Consumption . . . . . . . . Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Field Drilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Units of Flow . . . . . . . . . . . . . . . . . . . . . . . . . . Length Equivalents . . . . . . . . . . . . . . . . . . . . . On Site Power Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heat Rejection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Geometric Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONVERSION TABLES AND RULES OF THUMB Page English to Metric Conversion Factors . . . . . . . . . . . . . . . . . . Electricity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Area Equivalents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 608.764 144 0.028 32 0. FT. Ft.785 41 FAHRENHEIT (DEGREES) CUBIC METER CUBIC METER/HOUR CUBIC METER/MINUTE LITER CUBIC METER CELSIUS (DEGREES) METER/MINUTE METER KILOPASCAL LITER/HOUR LITER/MINUTE KILOWATT KILOPASCAL MILLIMETER KILOPASCAL BRITISH THERMAL UNIT/MINUTE CUBIC INCH MICROMETER KILOGRAM (MASS) NEWTON (FORCE) NEWTON METER NEWTON METER NEWTON/MILLIMETER NEWTON/METER GRAM/KILOWATT HOUR KILOGRAM/HOUR CUBIC INCH KILOPASCAL LITER SQUARE METER SQUARE CENTIMETER LITER Btu/h Btu/min AREA EQUIVALENTS 150 UNIT SQ.028 32 0.277 0.8 C) + 32] 0. In.000 02 [0.0929 1 cu in µm kg N N•M N•M N/mm N/m g/kW•h kg/h cu in kPa L m2 cm2 L . M.3048 0.7457 3.869 03 °F m3 m3/h m3/min L m3 °C m/min m kPa L/h L/min kW kPa mm kPa Btu/min L µ lb lb lb ft (ft-lb) lb in (in-lb) lb/in lb in lb/HP-h lb/h m3 psi US qt ft2 in2 US gal LITER MICRON POUND POUND POUND FOOT POUND INCH POUNDS/INCH POUNDS/INCH POUND/HORSEPOWER-HOUR POUND/HOUR CUBIC METER POUNDS/SQUARE INCH US QUART SQUARE FEET SQUARE INCH US GALLON 61. 1 Sq. 929 1550 1 10.355 82 0. SQ.785 41 3.006944 1 Sq.3048 2.175 13 175.06 JOULE MEGAJOULES/KILOWATTHOUR JOULES/HOUR MJ/kW•h J/h 0.001 42 1055.249 08 56.CONVERSION TABLES AND RULES OF THUMB ENGLISH TO METRIC CONVERSION FACTORS SYMBOL WHEN YOU KNOW MULTIPLY BY TO FIND SYMBOL Btu Btu/hp•h 1055.155 SQ. 1 Sq.0237 1.4516 1 . IN. 6. 1 0.7 6.453 59 4.5555 (F-32)] 0.017 58 KILOWATT kW °C cu ft cu ft/h cfm cu in cu in °F ft/min ft ft H2O gph gpm hp in Hg in in H2O kW BRITISH THERMAL UNIT BRITISH THERMAL UNIT/ HORSEPOWER-HOUR BRITISH THERMAL UNIT/ HOUR BRITISH THERMAL UNIT MINUTE CELSIUS (DEGREES) CUBIC FEET CUBIC FEET/HOUR CUBIC FEET/MINUTE CUBIC INCH CUBIC INCH FAHRENHEIT (DEGREES) FEET/MINUTE FEET FEET OF WATER GALLON/HOUR GALLON/MINUTE HORSEPOWER INCH OF MERCURY INCH INCH OF WATER KILOWATT [(1.06 J 0.0 0.448 22 1.000 1 Sq.946 35 0. SQ.0929 6. M.894 76 0.112 99 0.4 0.376 38 25.453 59 61 023.016 39 0.988 98 3.028 32 0. Cm.4516 3. CM. 10.00064516 .785 41 0. 061 02 0.083 33 0.027 78 0.1 3280.000 04 — 1 — 0.609 34 1 151 .200 95 1 4.61 1000 1 0.093 61 1 0.228 83 28.0254 0.001 0.41 0.037 04 28 316.028 32 7.546 09 liter 61.764 55 201.0237 0.3048 0.000 22 0.264 17 0.003 78 1 0.974 168.000 03 — ft 30.000 01 mile — in 2.000 62 km 100 000 39 370.016 39 ft3 1728 1 0.44 36 3 1 0.133 68 0.160 54 0.178 764.000 26 0.001 0.280 84 1.010 94 0.48 325 851 271 335 — LENGTH EQUIVALENTS UNIT cm in ft yd m km cm 1 0.004 95 3785.7 35.032 81 0.000 30 — yd 91.001 31 1000 0.005 95 4546.621 37 mile 160 934 63 360 5280 1760 1609.01 0.004 55 1.34 1.000 91 — m 100 39.000 58 0.3147 1.001 m3 61 023.3871 0.172 219.9144 0.8 0.785 41 Imp gal 277.419 0.09 0.48 12 1 0.3701 3.969 1000 US gal 231 0.33 — 1233.004 32 0.54 1 0.30795 1 000 000 1 264.333 33 0.3937 0.003 61 liter 0.000 02 16.3169 yd3 46 656 27 1 764 554 0.555 cm3 0.480 52 6.832 67 3.84 1093.219 97 1 acre — ft — 43 560 1613.VOLUME AND CAPACITY EQUIVALENTS UNIT in3 ft3 yd3 cm3 m3 US gal Imp gal in3 1 0.03531 0.000 02 0. 73 43. Gal. The Miner’s Inch is still used in some localities for irrigation and hydraulic mining.500 64 0.306 73 kg/cm2 735.474 33.002 49 0.988 98 psi 1 0. ditches.068 95 0.2270 .070 31 0.794 33.4193 0.60 1 152 .002 46 0.068 05 6.325 kPa 0.6807 2. GAL.036 13 0.0446 in Hg 25. G.UNITS OF PRESSURE AND HEAD UNIT mm Hg (0° C) in Hg (0° C) in H2O (39° F) ft H2O (39° F) mm Hg 1 0.9 28.9591 393.8 .646 1 101.32 1 Cubic Meter per Hour 4.133 32 in Hg 0.010 09 0.547 157.S. PER MINUTE MILLION U.2233 1 0.8995 kPa 7.5037 1. Rates of water consumption and measurement of municipal water supply are ordinarily made in million gallons per day.295 30 4.S.033 23 1. Flow in pipe lines.334 56 UNIT psi kg/cm2 bar atmospheres kPa mm Hg 0.7151 2.036 03 27.4 1 13.491 15 0.0665 bar 14.002 54 0.894 76 kg/cm2 14.G.0353 3.083 33 ft H2O 22.064 29.013 25 1 101.85 .5954 1. Gallon per Minute (U.868 27 0.6959 1.882 65 12 1 psi 51. GAL.980 67 0. per Day (M.S. but is not suitable for general use.009 87 1 UNITS OF FLOW Cubic foot per second.S.001440 .5301 401.561 28.386 38 in H2O 0.001 36 0.001 32 0.0228 .712 32.) U.8094 bar 750.033 86 0.403 .249 08 ft H2O 0.0631 1 Million U.001 33 0.029 89 0.145 04 0. UNITS 1 U.010 00 0.034 53 0.039 37 0.019 72 1 0. from pumps and wells is commonly measured in gallons per minute. also written second-foot.2778 1 Liter per Second 15.073 55 1 0.019 34 0.D.535 25 0.P. is the unit of flow in the English system used to express rate of flow in large pumps.5 1 1.132 96 in H2O 1.967 84 98.M.986 92 100 atm 14.4562 atm 760 29.029 50 2.S.) 694.433 51 0.00634 . PER DAY CUBIC FEET PER SECOND CUBIC METERS PER HOUR LITER PER SECOND 1 .8 1 Cubic Foot per Second 448.9213 406.00981 1 .030 48 0. and canals.014 74 0.00223 .033 42 3. 84 18.745 70 1. FEET WATER 33.S. LB.S. P.22 11.10 24.6° F 202. P.S. In. In.66 13.1° F 208.29 17. Ft.2 17.S. 12000 Ft.34 8. 14000 Ft.359 62 56.0039 hp-h 1 hp = 746 watts = 33 000 ft lb/min = 550 ft lb/sec = 42.45 Btu/min = 1.I. Ft.8 396.S. In. 6000 Ft.20 28.I. 7000 Ft. In. P.S.84 24.S.71 9.001 0.7° F 194° F 192° F 190.28 P.I. P.I.252 kg-cal = 0.001 36 0. P.456 ft lb/min — 1 0. 8000 Ft.341 02 44 250 1000 1 1.92 28.07 Ft.38 20.16 12.09 22. In. 4000 Ft.0226 — — 0.S.15 23.001 34 44.S.S. INCHES MERCURY 29.4° F 153 .735 49 1 41.16 13. Ft.8 2 Torque BMEP psi = _____________ Displacement BAROMETRIC PRESSURES AND BOILING POINTS OF WATER AT VARIOUS ALTITUDES BAROMETRIC PRESSURE ALTITUDE See Level 1000 Ft.S.86 27.8690 metric hp 0. In.82 26. 11000 Ft. 15000 Ft.50 10.10 27.81 25.I. P. Ft. In.I. P.498 0.S.88 In.30 21. Ft.S.I.25 22.I. P. Ft.5° F 188.10 9. Ft.3° F 197.48 20.8° F 201° F 199.014 metric hp 1 kW = 1000 watts = 1.62 8. Ft.4° F 195.28 29.I.S.I.I.000 2 hp BMEP psi (4-cycle) = _________________ RPM 2 Displacement Displacement 2 BMEP T (lb ft) = __________________ 150. POINT WATER BOILING 212° F 210.I.I.25 1 0.000 2 hp BMEP psi (2 cycle) = _________________ RPM 2 Displacement 33000 2 hp 5252 2 hp T (lb ft) = __________ = __________ 2p 2 RPM RPM 150. 2000 Ft.57 16.60 31. In. 10000 Ft. Ft.8271 Btu/min 0. Ft.3° F 206.42 30.98 23.5843 0.91 10. Ft. P.08 25. In.S.001 28 W 0. Ft.89 23. 13000 Ft.97 8.68 12.017 58 0. Ft.58 19. P. 9000 Ft.75 19.I.I. 5000 Ft. P.341 hp = 3412 Btu/h 1 hp-h = 2544 Btu BRAKE MEAN EFFECTIVE PRESSURE: TORQUE: 792.986 32 32 550 735. In. Ft. P.056 87 kW 1.8° F 187.70 0. In.03 18.UNITS OF POWER UNIT hp ft lb/min W kW metric hp Btu/min hp 1 33 000 745.95 32.08 26. Ft.33 10.5° F 204. P. In.000 293 kW-h = 0.S.69 14.1° F 185.22 21.I.014 42.023 58 778. 3000 Ft. P. In. In.65 19. PER SQUARE INCH 14.77 11. P.023 91 1 MISCELLANEOUS EQUIVALENTS 1 Btu = Heat required to raise 1 lb water 1° F = 778 ft lb = 0. In. 4 2 BHP input 2 (100 — conv. Roots Blown and Spark-lgnited Engines Btu/min = 45 2 BHP Oil Cooler Btu/min = 5 2 BHP Watercooled Manifold Btu/min = 7 2 BHP Torque Converter Btu/min = 42. eff.5 Gasoline BHP = cu ft/h fuel 2 1/8 Natural Gas* kW = GPH fuel 2 10 x cos O = __ r *100 Btu gas.GEOMETRIC FORMULAS HEAT REJECTION: % of Fuel Energy BHP Jacket Water Exhaust Radiation Circumference: Circle 2πr Area: Circle Ellipse Sphere Cylinder Triangle Volume: Ellipsoid of Sphere Cylinder Cone Analytical: Circle Ellipse Hyperbola Parabola Line πr2 πab 4πr2 2πr (r + l) 1 /2 ab revolution Jacket Water Turbocharged Engines Btu/min = 42 2 BHP Naturally-Aspirated. per BHP-h 1/10 gal.) 100 4/3πb2a 4/3πr3 πr2l πb2a 12 2 2 x__ + y__ + =1 r2 + r2 2 2 x__ + y__ + =1 2 a + b2 2 2 x__ + y__ + =1 a2 + b2 y2 = ± 2px y = mx + b MATHEMATICAL EXPRESSIONS Trigonmetric Relations y sin O = __ r Laws of Exponents ax 2 ay = ax – y ax 2 ay = ax — y Laws of Logarithms 1 –x ax = a x In (y ) = 2 In y ax (ab)x = ax 2 bx ay = ax – y (ax)y = axy In (ab) = In a + In b a° = 1 In ( ab ) = In a – In b FUEL CONSUMPTION — BHP: BHP = GPH fuel 2 15 Diesel BHP = GPH fuel 2 9. per BHP-h 7 to 8 cu ft/BHP-h 1/10 gal/kW-h . y tan O = __ x GAS COMPRESSOR: Diesel BHP = 22 RcVS Where: Rc = Stage Compression Ratio V = Million cu ft/day S = Number of Stages Sin2 O + cos2 O = 1 Law of Cosines a2 + b2 – 2ab cos O = c2 154 Consumed 30% 30% 30% 10% 1/15 gal. 5 2 BHP Inrush Current (Code F motor) = 6. of office bldg.5 to 0..4000 .15 to 1.12000 .746 2 Gen. per 750 board feet TORQUE CONVERTERS: Peak output shaft horsepower: Normally 80% of input horsepower for either single or three-stage converter. per 1000 board feet Hardwood 1 gal.16000 BHP Required 75 100 150 200 SAWMILL: 11/2 BHP per inch of saw diameter at 500 RPM Increase or decrease in proportion to RPM Swing Cut-Off Saw 24-inch 3 BHP 36-inch 71/2 BHP 42-inch 10 BHP Table Trimmer 71/2 to 10 BHP Blower Fan. and 40° N.6 to 5.4 times engine torque 155 .000 2 pump efficiency (see pumps) Dry Table Depth 12000 4000 8000 12000 in Feet . double suction Single impeller.85 (eff. 12-foot sawdust 3 to 5 BHP Planer Mill 2 to 4 BHP per 100 board feet per hour 24 to 30-inch planers 15 to 25 BHP Edgers 2 saws 12 to 15 BHP 3 saws 15 to 25 BHP Slab Saw 10 BHP Jack Ladder 10 BHP Approximate fuel consumption Softwood 1 gal.01 2 kW 208 3. Output shaft speed at peak output horsepower: Single-stage — 0.01 2 kW 480 1.000 2 0.47 2 kW 240 3. side suction Deep well turbine Reciprocating ELECTRIC SETS: Motor Starting Requirements Inrush kV•A (Code F motor) = 5.) Mud Pumps GPM 2 lb/gal 2 (feet of head) BHP = ____________________________________ 33.COOLING: Heat Exchanger Flow Rate Raw water to jacket water 1:1 to 2:1 Submerged Pipe Cooling 1 /2 sq.2 2 Full load rated current 1 kV•A per HP at full load Generator full load rated current capacity Voltage Rated Current 120 6. etc.000 sq.25 2 full load generator amp rating Single Phase Rating of 3-Phase Generator 60% of 3-phase rating Generator Temperature Rise Increase 1° C for each 330 feet above 3300 feet ON SITE POWER REQUIREMENTS: Based on 100.2 to 3. CONVEYORS: 15 to 20° Incline.17 2 kW Generator Cooling Requirements Air Flow = 20 CFM per kW Circuit Breaker Trip Selection 1.7 to 0.8000 .4 times engine torque Three-stage — 3. surface area per HP With 85° F flowing water ELECTRICITY: Generator Capacity Required Motors: 1 kW per nameplate hp (motor running cool or warm to touch) 11/4 kW per nameplate hp (motor running hot to touch) Horsepower Requirements kW 11/2 BHP per kW of load or ________________ 0. ft.85 engine full load speed Three-stage — 0..000 Btu/h One boiler HP = 33.475 Btu/h One ton compressor rating = One Engine hp Auxiliary air conditioning equipment requires 1 /4 hp per ton of compressor rating Ice Plant: Complete power requires 4-5 hp per daily ton capacity AIR COMPRESSORS: hp = 1/4 2 cu ft per minute at 100 psi Increase BHP 10% for 125 psi Decrease BHP 10% for 80 psi 65-80% 55-75% 65-80% 75% OIL FIELD DRILLING: Hoisting Weight 2 FPM (assume 100 is unknown) BHP = ____________________________________ 33.00053 GPM 2 lb/gal (Liquid) 2 feet of head Any Liquid BHP = ______________________________ 33.6 engine full load speed Torque multiplication at or near stall: Single-stage — 2. Vertical lift in feet 2 tons per hour BHP = ____________________________ 500 PUMPS: Feet of lift per 1000 GPM Deep Well BHP = ______________________ 3 Pipe Line BHP = Barrels per hour 2 psi 2 0.30 2 kW 4160 0.50 2 kW 2400 0. latitudes Electric Requirements: 600 kW continuous load (Air conditioning is absorption) Use three – 300 kW units (2 prime and 1 standby) Air Conditioning Compressor: 400 tons prime load Use two – 200 hp engines (No standby) REFRIGERATION: One ton refrigeration = 200 Btu/min = 12.000 2 pump efficiency* *Efficiency: Centrigugal Single impeller. ft. Eff. 156 . 500 5.51 1.5 128.05 40.016 M Per Cu.87 .25 62.4 157 .30 1.625 8. M.38 202.067 3. 271.122 .1 70.048 1.900 2.75 38.74 4.760 .019.53 12.72 17.9 101.62 35.025 .51 1.9 1.2 4.82 20.1 8.1 19. 21 21-1/4 21-1/2 22 22-1/2 23 23-1/2 25.21 .7 19.5 304.548 26.270 0.982 102.6 .26 60.PIPE DIMENSIONS Standard Iron Pipe NOMINAL SIZE ACTUAL I.080 2.917 166.6 22.205 0. 1383.049 14.050 10.16 48.93 0.000 5.5 76.563 6. 2.077 . 751.023 7.8 96.000 33.937 10.04 .040 .76 .405 0.4 31.9 90.9 1.083 5. 185.324 .610 2.961 0.69 77.9 30.540 0.384 .30 9.666 0. 27.12 .016.660 1.8 203.4 177.6 245.02 .35 9.8 63.86 9.623 0.1 36. Ft.795 1.494 0.244 0.D.468 3. 304.3 168.18 6. 12-1/8 12-1/4 12-3/8 12-1/2 12-3/4 3.19 4. ACTUAL O.508 5.840 1.2 88.6 42.825 1.5 14. Inches (mm) Inches (mm) Inches (mm) Feet Per Gal.886 8.8 8.875 3.6 114.4 63.077 .625 7.000 227.3 127. 100.067 2.3 12.33 73.097 .02 2.4 42.750 244.66 219.28 193.32 .019 12.496 0.3 127.097 .307 0.462 .12 1.500 4.026 4.25 12. M Per Liter Feet Per Cu.9 2513.375 2.68 336.03 .156 11.1 50.675 0.210 .025 .94 1.60 1.48 273.3 5.625 114. 472. 141.380 1.85 0.08 1.031 2. 178.1 27 16.204 .16 24 24-1/2 25 26 27 28 101. 254.8 9.05 323.750 12.54 .031 29 10 12 228.045 6. 152.D.526 .054 .29 13.98 3.34 26.46 .73 4.625 10.824 6.89 52.85 9.05 0.364 0.315 1.15 21.26 114.01 7.034 .55 15.71 2.02 88.14 154.44 5.065 7. 5 3.05 200 12.10 1-1/4" 31.81 450 28.20 7. 55.63 .2 15.97 1.2 17.24 50. 33.75 0.6 53. 20.38 13.22 1. 110.16 0.46 0.37 0.45 4.76 1.39 11.4 9. 8 230 9 260 .08 375 23.14 1. 10.47 2. 19.40 1.3 0.35 18.17 0.0 4" (101.93 325 20. 6.9 4. 5.64 110.0 1-1/2" (38.8 23.9 35 2.70 2. 4.24 26.55 750 47.47 0.2 40.97 500 31. 5" 14.8 12.16 9. 53.16 0.0 80.10 1.0 14.20 2.32 1.0 17.32 63.8 200.39 475 29. 1.21 2. 32. 5.71 6.0 0.60 0.79 70 4.66 25.24 425 26.46 175 11.41 126.3 9.46 1.1 0.75 mm) 0.18 38.37 0.8 1" (25.84 1.23 0.0 60.95 2.55 1.6 23.22 0.66 400 25.39 29.18 3/4" (19.42 75 4.2 14.80 5.32 0.55 76.1 mm) 0.5 100.95 9.81 28.05 5.5 8" (203.35 300 18. 26.27 0.59 gpm 5 10 15 20 25 30 35 40 45 50 60 70 75 80 90 100 125 150 175 200 225 250 275 300 325 350 375 400 425 450 475 500 750 1000 1250 1500 1750 2000 (l/s) .31 125 7.0 5" (127 mm) 0. 6.09 12.30 1.84 50 3.77 17.0 6" (152.5 mm) 0. 31.02 3.89 150 9.48 2.0 17.72 0.43 0. 17.77 0.05 90 5.54 5.3 22. 70.21 0.28 29.96 54.1 0.76 0.82 0. 53.4 39. 17. 23.91 8.5 12. 20.44 4.7 10.43 3.1 0.5 13.89 1.15 3.93 20.27 9" (228.9 7.20 2.70 3.62 225 14.90 7.94 1. 140.2 27.86 94. 8.79 4.85 2.11 0.2 16.25 2.92 0.65 4.6 mm) 32. 33.01 1.8 mm) 2-1/2" (63.34 0. 6" 8" 10" 12" 14" 16" 16.5 350 22.98 0.24 0.26 0.07 1.77 275 17.1 16.65 1. 41.60 3.62 14. 67. 14.05 mm) 10.81 1.5 0.25 11.5 22.5 130.20 15.0 129.0 89.3 0.82 0.0 4.8 mm) 0. 3.89 9.72 0.50 0.18 Flow Restriction of Fittings Expressed as Equivalent Feet of Straight Pipe Size of Fiting 90 Ell 46 Ell Long Sweep Ell Close Return Bend Tee — Straight Run Tee — Side Inlet or Outlet Globe Valve Open Angle Valve Open Gate Valve Fully Open Gate Valve Half Open Check Valve 158 2" 2-1/2" 3" 5.8 160. 51. 3.43 0. 61. 7.80 4.24 65.21 44.0 50.09 1250 78.08 35.52 45 2.20 250 15.42 4.5 3. 7.38 3.0 119.1 17.68 100 6.25 2.68 6.64 1750 110.0 7" (177. 4" 11.24 3.61 0.5 27.10 1.9 70. 9.42 0.87 1.19 0.0 25.0 64.48 0.05 5.86 1500 94.40 5.55 0. 37.46 11.9 2. 7.07 0.0 60. 74.82 2. 43.5 2.05 2. 22.15 60 3.29 0.38 0.85 2.4 6.28 0.70 7.0 102.28 0.0 136.95 20 1.7 41.58 1. 37 17 24 85 24 78 42 19 27 100 27 88 3.26 1.10 6. 21. 43.05 6.0 31.26 1.54 3.61 0.2 mm) 34.63 15 .52 2. 2.73 80 5.8 0.90 3.09 78.32 1000 63.4 14.7 FLOW 2" (50.6 mm) 0.17 0.28 10" 254 mm) 0.34 0.58 30 1. 4. 2.28 1.90 3.45 6.73 5. 5.0 68.97 31.17 0.00 1. 32.68 0.67 1.2 18. (m per 100 m) gpm (l/s) 5 .95 1. 14.31 7.08 23.68 0. 6.05 12.30 10.84 3.59 8. 24.4 33.40 6.63 0.73 0. 1.51 0.7 7. 68.77 0.15 1.50 11.0 113.31 0.70 1.16 1.5 38. 4.26 0.36 0.0 42.19 54.0 14.55 47.7 18.61 0.57 20. 27.05 3" (76.0 145.59 2.4 mm) 3.34 .9 19.52 2.4 mm) 0.34 10 .51 1.14 3.8 12.7 25.20 0.92 18. 13.35 0.19 4.84 3.2 mm) 0.60 2.0 84. 27.13 0.51 6. 15.26 25 1.70 7.41 0.71 6. 1.48 1.22 0.74 2. 82.63 0.15 43.TYPICAL FRICTION LOSSES OF WATER IN PIPE (OLD PIPE) FLOW HEAD LOSS IN FEET PER 100 FT.48 0.5 11.0 152.85 11.3 53.21 0.23 4.20 2.8 5. 53.6 7.23 5.80 10.13 7.41 2000 126.17 0.2 28.40 8. 11.35 0.0 85.21 40 2.93 23. Printed in the U.A.S. .LEBH0504 © 2000 Caterpillar Inc.