Instrutor:_________________________________________

Aluno:_________________________________
Aluno:_________________________________
 Index

Course Description .........................................03

Secondary Fuel Filters.............................26
Hydraulic Color Codes...................................07
Air Induction and Exhaust System...........28
Cooling Systems............................................08

Jacket Water Cooling System........................09 3516B ENGINE ELETRONIC CONTROL...29

Jacket Water Coolant Temperature Sensor...10

Atmospheric Pressure Sensor.....................29
Coolant Level Sensors..................................11
Dust Valves.................................................30
Aftercooler Cooling System...........................13
Turbocharger Inlet Pressure Sensor...........31
Rear Aftercooler Temperature Sensor...........14
Exhaust Temperture Sensor.......................32
Front Brake Cooler........................................15
Turbocharger Outlet Pressure Sensor.........33
Fan Drive Hydraulic System..........................16
Engine Speed/Timing Sensor......................35
Fan Drive Makeup Valve...............................18
Throttle Position Sensor..............................36
Engine Oil System.......................................21
Crankcase Pressure Sensor........................37
Engine Oil Renew System...........................23
Eletronic Unit Injector...................................39
Fuel System.................................................25
Systems Controlled by Engine ECM............40

2
DESCRIÇÃO
MOTORES 3500
Duração do curso: 3 dias
Carga Horária: 24 horas

QUEM DEVERÁ ASSISTIR:

• Mecânicos de Serviço e Suporte Técnico;

• Engenheiros de Operação e Supervisores.

Durante a parte teórica (aproximadamente 50%) serão estudados os conceitos dos

Motores da Família 3500 e a localização e função dos principais componentes.
Estudaremos também Navegação no Esquema Elétrico/Hidráulico/Pneumático,
bem como, principais testes, ajustes a serem realizados nos componentes do
sistema mencionado.Serão executados exercícios de fixação nos alunos sobre os
itens citados no treinamento.

Os participantes farão exercícios práticos envolvendo principais testes, ajustes e

regulagens dos componentes dos Motores nos Contratos, visando não só a
familiaridade dos participantes com o curso proposto, como também, para que
possam colocar em prática todas as habilidades adquiridas dentro de sala.

Laboratórios a serem realizados:

• Esquema hidráulico
Os técnicos demonstrarão no equipamento a utilização, manuseio e aplicação do
Diagrama Hidráulico para localização e Inspeção de Componentes Hidráulicos.

• Diagramas Elétricos
Os técnicos demonstrarão no equipamento a utilização, manuseio e aplicação do
Diagrama Elétrico para localização e Inspeção de Componentes Elétricos.

• Testes e ajustes do Motor

Os técnicos demonstrarão principais testes, ajustes e regulagens dos
componentes do Motor

• Provas em Componentes

Os participantes realizarão provas de laboratório para compreender como são,

como funcionam, e trabalham os componentes do Motor.

3
 LABORATÓRIOS

RECURSOS NECESSÁRIOS PARA AS TAREFAS DE LABORATÓRIO

RECURSOS
NECESSÁRIOS - Literaturas técnicas de Consulta (Esquemas Elétrico/Hidráulico/Pneumático);
- SIS WEB;
- Bancadas;
- Toalhas Cat, Mantas absorventes;
- Ferramental Apropriado;
- Bancada de limpeza de Componentes;
- Linha de Ar comprimido.

EQUIPAMENTOS
NECESSÁRIOS
• OHT - 785C,789C,793C,793D (Em Condições de Funcionamento);

• WL – 994D,994F;

• TTT - D11R;

4
 HABILIDADES DOS PARTICIPANTES

Depois de compreender os temas apresentados neste curso, os técnicos estarão

capacitados a:
HABILIDADES
• Descrever o funcionamento do Motor e localização dos principais
componentes;

• Identificar os componentes do Motor como: Turbinas, Aftercoolers, bomba de

transferência de combustível, sensores e switches,etc.

• Desenvolver os principais testes e ajustes de campo;

PRÉ-REQUISITOS PARA OS PARTICIPANTES

PRÉ-REQUISITOS
Este curso foi desenvolvido para Mecânico de Serviço e Suporte
Técnico,Supervisores e Engenheiros.

CURSOS SUGERIDOS PARA OS PARTICIPANTES

- Hidráulica Básica / Simbologia (Pré-requisito);

- Motor Básico CAT BASIC (desejável);

- Elétrica Básica/Simbologia (Pré-requisito);

- Inglês Fundamental CAT (Pré-requisito);

- Literatura Técnica CAT (Pré-requisito);

PRÉ-REQUISITOS ADICIONAIS

Os participantes deste curso devem ainda:

• Usar botinas de segurança (Não se permite tênis ou calçados abertos);

• Os participantes devem possuir conhecimento básico do sistema operacional
Windows;
• Os participantes devem estar familiarizados com Sistemas Hidráulicos;
• Se recomenda utilizar roupa apropriada de trabalho para os exercícios de
laboratório.

5
FERRAMENTAS PARA ESTE CURSO

- Literaturas técnicas de Consulta;

- SIS WEB;
- Bancadas;
- Toalhas CAT, Mantas Absorventes;
- Ferramental Apropriado;
- Bancada de limpeza de Componentes;
- Linha de Ar comprimido,

- OHT (785C,789C,793C,793D);

- Manômetro 8T – 0860

6
7
 COOLING SYSTEMS

The OHT’s are equipped with a shunt tank (1) to increase the cooling capacity. The
shunt tank provides a positive pressure at the coolant pump inlets to prevent cavitation
during high flow conditions.

The cooling system is divided into two systems. The two systems are the jacket water
cooling system and the aftercooler cooling system. The only connection between these two
systems is a small hole in the separator plate in the shunt tank.

The small hole in the shunt tank prevents a reduction of coolant from either of the two
systems if leakage occurs in one of the separator plates in the radiator top or bottom tank.
When servicing the cooling systems, be sure to drain and fill both systems separately.

The coolant levels are checked at the shunt tank. Use the gauges (2) on top of the
shunt tank to check the coolant level.

The jacket water and the aftercooler cooling systems each have their own relief valve
(3). If a cooling system overheats or if coolant is leaking from a relief valve, clean or replace
the relief valve.

8
 JACKET WATER COOLING SYSTEM

Shown is the jacket water cooling system circuit. Coolant flows from the jacket
water pump through the coolers to the engine block. Coolant flows through the engine
block and the cylinder heads. From the cylinder heads, the coolant returns to the
temperature regulators (thermostats) and either goes directly to the water pump through
the bypass tube or to the radiator (depending on the temperature of the coolant).

The shunt tank increases the cooling capacity and provides a positive pressure at
the coolant pump inlet to prevent cavitation during high flow conditions.

The jacket water pump (1) is located on the right side of the engine. The pump draws
coolant from the bypass tube (2) until the temperature regulators (thermostats) open. The
thermostats are located in the housing (3) at the top of the bypass tube. When the
thermostats are open, coolant flows through the radiator to the water pump inlet.

9
 JACKET
ACKET WATER TEMPERATURE SENSOR

The jacket water coolant temperature sensor (arrow) is located in the thermostat
housing. The Engine ECM uses the coolant temperature sensor information for cold
mode functions such as timing changes, elevated idle, cold cylinder cut-out,
cut out, ether
injection, and others.

The Engine ECM provides the signal to the VIMS, which informs the operator of the
coolant temperature.If the jacket water cooling system temperature increases above 107°
C (226° F), the En gine ECM will log an event that requires a factory password to clear.

Coolant flows from the jacket water pump, past the coolant flow warning switch (1),
and through the various system oil coolers (engine, torque converter/transmission and
rear brake).The coolant flow switch sends an input signal to the Engine ECM. The Engine
ECM provides the input signal to the VIMS, which informs the operator of the coolant flow
status.

If the ECM detects a low coolant flow condition, a low coolant flow ev event will be
logged. A factory password is required to clear this event.Jacket water coolant samples
can be taken at the Scheduled Oil Sampling (S•O•S) coolant analysis tap (2).
 The jacket water cooling system uses 10 of the 20 cores on the right side of tthe
radiator. The jacket water cooling system temperature is controlled by temperature
regulators (thermostats).

The aftercooler cooling system uses 10 of the 20 cores on the left side of the
radiator. The aftercooler cooling system does not have thermostats in the circuit. The
coolant flows through the radiator at all times to keep the turbocharged inlet air cool for
increased horsepower.

Temperature Sensor - Fluids And Ambient Air

Temperature sensor (2) reacts to the temperature of fluids such as hydraulic oil,
power train oil, or engine coolant. The sensor receives operating power from the VIMS
electronic control module. The sensor sends a signal that changes as the fluid
temperature changes to the VIMS electronic control module. Th The
e VIMS measures the
duty cycle of the sensor signal in order to determine the fluid temperature.

COOLANT LEVEL SENSORS

Coolant level sensors (arrows) are located on the rear of each shunt tank to
monitor the coolant level of both cooling systems. The coolant level sensors provide input
signals to the VIMS, which informs the operator of the engine coolant levels.
 Jacket water coolant flows from the rear brake oil coolers (1) and the hydraulic
motor return oil cooler (2) to both sides of the engine cylinder block. Coolant flows through
the engine block and through the cylinder heads. From the cylinder heads, the coolant
returns to the temperature regulators and either goes directly to the water pump through
the bypass tube or to the radiator (depending on the temperature of the coolant).

Coolant Loss Sensor

The coolant loss sensor is an electronic switch that is activated by coolant. During
normal operation, coolant loss sensor (1) is closed to ground. The switch opens when the
coolant level is too low. The VIMS electronic control module warns the operator of a very
low coolant condition in the cooling system when the switch opens. The sensor has a
connector with three contacts. Contact "A" connects to the +8 DCV sensor power from the
VIMS electronic control module.
 Contact "B" connects to ground and contact "C" (switch output) connects to the
input of the VIMS electronic control module. Off the machine ("on the bench"), when
power and ground are disconnected the switch is open. The sensor cannot be tested in
this state.

Note: DO NOT remove plastic sleeve (3) from the probe. This plastic sleeve is required for
proper switch operation.

The internal electronic switch that is in this sensor functions as a mechanical switch.
The switch is either open or the switch is closed to ground. ("connector contact C closed to
contact B"). This sensor works with ONLY water or water/glycol solutions ("antifreeze").
The sensor will not work with oils, fuels, etc. A pull-up voltage must be present at the
signal lead.

The pull-up voltage is used in order to pull up the open circuit voltage, when a loss
of coolant has caused the switch to open. This pull-up voltage (5 VDC) is supplied by the
VIMS electronic control module. The pull-up voltage can only be measured with a
multimeter when the switch is open. When there is 5 volts present on the signal lead
during normal operation the switch is open.

Shown is the aftercooler cooling system circuit. Coolant flows from the aftercooler
water pump through the aftercooler cores.Coolant flows through the aftercooler cores to
the front brake oil cooler located at the rear of the engine.Coolant then flows through the
front brake oil cooler to the aftercooler section of the radiator.

The aftercooler cooling circuit does not have temperature regulators (thermostats)
in the circuit. The shunt tank increases the cooling capacity and provides a positive

13
 pressure at the aftercooler water pump inlet to prevent cavitation during high flow
conditions.

The aftercooler water pump (1) for the aftercooler cooling system is located on the
left side of the engine. Coolant enters the aftercooler water pump from the radiator or the
shunt tank supply tube (2). Coolant flows from the pump to the aftercooler cores through the
large tubes (3).

Aftercooler coolant samples can be taken at the Scheduled Oil Sampling (S•O•S)
coolant analysis tap (4).

REAR AFTERCOOLER TEMPERATURE SENSOR

Located in a tube at the rear of the aftercooler is the rear aftercooler temperature
sensor (arrow).The rear aftercooler temperature sensor provides an input signal to the
Engine ECM. The Engine ECM uses the rear aftercooler temperature sensor signal with the
jacket water temperature sensor signal to control engine timing and Cold Mode functions.

14
 The ECM also provides the input signal tto o the VIMS, which informs the operator of
the aftercooler coolant temperature.If the rear aftercooler temperature increases above 107°
C (226° F), the Engine ECM will log na event that requires a factory password to clear.

FRONT BRAKE COOLER

Coolant flows through the aftercooler cores to the front brake oil cooler (1) located at
the rear of the engine.Coolant flows through the front brake oil cooler to the aftercooler
section of the radiator. The aftercooler cooling system does not have temperature
regulators (thermostats) in the circuit.

When the service or retarder brakes are ENGAGED, the front brake oil cooler diverter
valve allows brake cooling oil to flow through the front brake oil cooler via the hose (2).

Normally, front brake cooling oil is diverted around the cooler and goes directly to the
front brakes. Diverting oil around the cooler provides lower temperature aftercooler air
 during high power demands (when climbing a grade with the brakes RELEASED, for
example).

The diverter valve of OHT 793D is located under the left frame rail, but in OHT 793C
it located above torque converter.

793D FAN DRIVE HYDRAULIC SYSTEM

Shown is the 793D fan drive hydraulic schematic. Oil flows from the fan drive pump
through a makeup valve to the fan drive motor. Oil flows from the motor through the makeup
valve, and the steering and fan cooler, and returns to the steering tank.

If supply oil to the fan stops suddenly, the fan and motor may continue to rotate
because of the mass of the fan. The makeup valve allows oil to flow from the return side of
the circuit to the supply side to prevent a vacuum in the supply line.

The fan drive motor is a fixed displacement motor, therefore, the fan speed is
determined by the amount of flow from the fan drive pump. The fan drive pump is a variable
displacement piston type pump that is controlled by the Brake ECM.

16
 Case drain oil flows from the fan drive motor and pump through a case drain oil filter
to the steering tank.

Shown is a closer view of the fan drive motor (1). Oil flows from the fan drive pump
through a makeup valve to the fan drive motor. Oil flows from the motor through the makeup
valve and the steering/fan cooler and returns to the steering tank.
The fan drive motor is a fixed displacement motor, therefore, the fan speed is
determined by the amount of flow from the fan drive pump. The fan drive pump is a variable
displacement piston type pump that is controlled by the Brake ECM.
Case drain oil flows from the fan drive motor through a case drain filter to the steering
tank.The fan speed sensor (2) provides an input signal to the Brake ECM. The Brake ECM
uses this input to maintain the fan speed between 0 and 817 rpm.

The fan drive pump is mounted to the front of the pump drive. The pump drive is
located on the inside of the right frame rail. A charging pump is located on the back side of
the piston pump and is used to keep the pump supplied with oil. The fan drive pump is a

17
variable displacement piston-type pump. The Brake ECM controls the flow of oil from the
fan drive pump by energizing the displacement solenoid (arrow).

The Brake ECM analyzes the temperatures, brake status, and ground speed inputs
and sends between a 0 and 640 milliampere signal to the solenoid. At 0 to 200 milliampere
the pump is at maximum displacement and the fan is at maximum speed.. At 600 to 640
milliampere the pump is at the minimum displacement and the fan is at minimum speed.

The coil resistance through the solenoid is approximately 24 ohms. The displacement
solenoid moves a spool in the pressure and flow compensator valve to control the flow of
pump output pressure to the minimum angle actuator piston. The minimum angle actuator
piston moves the swashplate to the minimum flow position. The current adjustment screw
controls the minimum current required to start destroking the pump.

18
 Fan Drive Makeup Valve

Shown is the fan drive makeup valve (1). The makeup valve is located behind the
lower right section of the radiator. Supply oil flows from the fan drive pump through the
makeup valve to the fan drive motor. Return oil also flows from the fan drive motor through
the makeup valve.

Return oil from the fan motor is used as makeup oil to prevent a vacuum condition in
the fan motor when the fan operation stops.

If supply oil to the fan stops suddenly, the fan and motor may continue to rotate
because of the mass of the fan. Continued rotation of the fan motor would create a vacuum
in the supply circuit between the fan drive pump and motor. The makeup valve allows oil to
flow from the return side of the circuit to the supply side and prevents a vacuum.

The fan drive pressure tap (2) is used to measure fan drive pump pressure. Pump
pressure should be between 0 to 22750 kPa (0 to 3300 psi) at sea level. Pump pressure is
adjusted at the high pressure cut-off valve mounted on the fan drive pump. The pressure
will vary depending on the desired fan speed set by the Brake ECM.

19
 Testes

01 – O sensor de nível instalado no reservatório de expansão envia sinal para qual ECM?

02 – Marque a seqüencia correta do fluxo de ELC desde o início.

a) Bloco do Motor ( )
b) Trocador de Calor Motor ( )
c) Alojamento dos reguladores de temperatura ( )
d) Trocador de Calor dos Freios Traseiros ( )
e) Bomba d’água ( )
f) Reservatório de Expansão ( )
g) Radiador ( )
h) Trocador de Calor da Transmissão ( )
i) Turbo Compressores ( )

03 – Após passar pelo aftercooler para onde o ELC é deslocado?

04 – Onde está instalado o sensor de temperatura do líquido arrefecedor?

05 – Marque V ou F justificando as alternativas incorretas:

a) ( ) Dos trocadores de calor dos freios traseiros o ELC flui para o trocador do freio
dianteiro;
________________________________________________________________________

b) ( ) O trocador de calor dos freios dianteiros e arrefecido pelo fluxo da bomba d’água;
________________________________________________________________________

c) ( ) Há um orifício entre os dois sistemas de arrefecimento(aftercooler e arrefecimento

das camisas); que evita que o ELC de um dos lados do tanque se misture com o outro lado.
_______________________________________________________________________

d) O interruptor de fluxo envia um sinal diretamente para o ECM do VIMS.

________________________________________________________________________

06 - Qual a finalidade da válvula makeup no sistema do ventilador hidráulico do motor?

07 –Explique a função do sensor instalado no motor hidráulico do ventilador.

20
 ENGINE OIL SYSTEM

The engine oil pump draws oil from the oil pan through a screen. The engine also has
a scavenge pump at the rear of the engine to transfer oil from the rear of the oil pan to the
main sump.

Oil flows from the pump through an engine oil cooler bypass valve to the engine oil
cooler. The bypass valve for the engine oil cooler permits oil flow to the system during cold
starts when the oil is thick or if the cooler is plugged. Oil flows from the engine oil cooler to
the oil filters. The oil flows through the filters and enters the engine cylinder block to clean,
cool, and lubricate the internal components and the turbochargers.

Some trucks are equipped with an engine oil renewal system. Engine oil flows from
the engine block to an engine oil renewal system manifold. A small amount of oil flows from
the engine oil renewal system manifold into the return side of the fuel pressure regulator.
The engine oil returns to the fuel tank with the return fuel.

The engine oil pump is located behind the jacket water pump on the right side of the
engine.The pump draws oil from the oil pan through a screen. The relief valve for the
lubrication system is located on the pump. The engine also has a scavenge pump at the
rear of the engine to transfer oil from the rear of the oil pan to the main sump.

Oil flows from the pump through the engine oil cooler to the engine oil filters located
on the opposite side of the engine.

21
 Lubrificant Oil Pressure Sensor

The engine has two oil pressure sensors (arrow).(arrow). One sensor is located on each
end of the oil filter base.The front sensor measures engine oil pressure before the filters.
The rear sensor measures oil pressure after the filters. The sensors send input signals to
the Engine ECM. The ECM provides the input signal to the VIMS, which informs the
operator of the engine oil pressure. Used together, the two engine oil pressure sensors
inform the operator if the engine oil filters are restricted.

Pressure Sensor

Pressure sensor (2) reacts to system pressure such as system air pressure. The
sensor receives operating power from the VIMS electronic control module. The sensor
sends a PWM signal to the VIMS that changes in proportion to the air pressure. The
VIMS measu
measuresres the duty cycle of the sensor signal in order to determine the pressure.
 ENGINE OIL RENEW SYSTEM (attachment)

Located on the right side of the engine are the components of the engine oil
renewal system.Engine oil flows from the engine block to the engine oil renewal solenoid
valve (arrow). When the solenoid is energized and de-energized, a small amount of oil
flows from the engine oil renewal solenoid valve into the fuel line that returns to the fuel
tank. The engine oil mixes with the fuel in the tank and flows with the fuel to the EUI
injectors to be burned.

If the machine is equipped with the engine oil renewal system, the engine oil
filters, the engine oil renewal system filter, the primary fuel filter, and the secondary fuel
filters must all be changed at 500 hour intervals. The engine oil should be changed at
least once per year or 4000 service meter hours.
Engine oil samples must be taken regularly to ensure that the soot level of the
engine oil is in a safe operating range.

The Engine ECM regulates the amount of oil that is injected by the engine oil
renewal solenoid valve. Several parameters must be met before the ECM will allow the
injection of oil through the engine oil renewal system. The parameters that must be met
are:

- Engine rpm is between 1100 and 1850 rpm.

- Jacket water temperature is between 63° C (145° F ) and 107° C (225° F).
- Oil filter differential pressure at high idle with warm oil is less than 70 kPa (10 psi).
- Fuel filter differential pressure is less than 140 kPa (20 psi).
- Fuel level is greater than 10%.
- Engine oil level switches are sending a valid signal to the Engine ECM.
- Engine has been running more than five minutes.

23
 OIL RENEWAL SOLENOID VALVE

Shown is a sectional view of the engine oil renewal solenoid valve. When the Engine
ECM determines that oil can be injected into the fuel return line, a Pulse Width Modulated
(PWM) duty cycle signal is sent to the oil renewal solenoid. The solenoid is turned ON for
1.25 seconds and turned OFF for 1.25 seconds for a total cycle time of 2.5 seconds. How
many times the solenoid is turned ON and OFF will determine the volume of oil that is
injected. Oil is injected when the solenoid is turned ON and oil is also injected when the
solenoid is turned OFF.

When the solenoid is turned ON, engine oil flows to the left side of the piston and
pushes the piston to the right. The volume of oil that is trapped between the right side of
the piston and the check ball compresses the spring and opens the passage to the fuel
return line.

When the solenoid is turned OFF, engine oil flows to the right side of the piston and
pushes the piston to the left. The volume of oil that is trapped between the left side of the
piston and the check ball compresses the spring and opens the passage to the fuel return
line. The volume of delivery is equal to 3.04 ml/cycle (0.1 oz/cycle).

24
 FUEL SYSTEM

Fuel is pulled from the tank through a fuel heater, if equipped, and through the primary
fuel filter by the fuel transfer pump. Fuel flows from the transfer pump to the secondary fuel
filters.

Fuel flows from the fuel filter base through the fuel injectors in the cylinder heads.
Return fuel from the injectors flows through the fuel pressure regulator before returning
through the fuel heater to the fuel tank.

Engine oil flows from the engine block to the engine oil renewal system manifold. A
small amount of oil flows from the engine oil renewal system manifold into the return side of
the fuel pressure regulator. The engine oil returns to the fuel tank with the return fuel.
The engine oil mixes with the fuel in the tank and flows with the fuel to the injectors to be
burned.

Fuel Level Sensor - Ultrasonic Type

Fuel level sensor (4) reacts to the level of the fuel in the fuel tank. Sensor (4) emits
an ultrasonic signal up guide tube (3). The ultrasonic signal is reflected off a metal disk on
the bottom of float (2) and the signal returns to the sensor. The sensor measures the travel
time of the ultrasonic signal. The travel time includes the time to the float and the time
back to the sensor.

The sensor also measures the temperature of the fuel in order to compensate
accordingly. The status "(open or grounded)" of connector contact 3 indicates whether the

25
 sensor is installed in a deep tank or a shallow tank. Contact 3 should be open for a tank
("deep") that has a maximum depth of 2300 mm (90 inch). Contact 3 should be grounded
for a tank ("shallow") that has a maximum depth of 1150 mm (45 inch).

The sensor receives operating power from the machine electrical system. The VIMS
electronic control module receives a PWM signal from the sensor that changes as the fuel
level changes. The VIMS electronic control module measures the duty cycle of the sensor
signal in order to determine the fuel level.

Note: The fuel level sensor cannot be bench tested. The sensor must have fuel in guide
tube (3) in order to operate properly. The sensor can be tested only while the sensor is
installed on a machine. For specifications and test procedures, see the Testing and
Adjusting, RENR2631, "PWM Sensor Tests".

SECONDARY FUEL FILTERS

26
 The secondary fuel filters and the fuel priming pump switch (1) are located above
the engine oil filters on the left side of the engine.
The fuel priming pump is used to fill the filters after they are changed.

A fuel filter bypass switch (2) is located on the fuel filter base. The fuel filter bypass
switch sends an input signal to the Engine ECM. The ECM provides the input signal to
the VIMS, which informs the operator if the secondary fuel filters are restricted.
If fuel filter restriction exceeds 138 kPa (20 psi), a fuel filter restriction event will be
logged. No factory password is required to clear this event.

Fuel flows from the fuel filter base through the Electronic Unit Injection (EUI) fuel
injectors and the fuel pressure regulator and then returns to the fuel tank. The injectors
receive 4 1/2 times the amount of fuel needed for injection. The extra fuel is used for
cooling.

Fuel flows from the fuel filter base through the steel tubes (1) to the EUI fuel injectors.
Return fuel from the injectors flows through the fuel pressure regulator (2) before returning
to the fuel tank. Fuel pressure is controlled by the fuel pressure regulator.
Fuel pressure should be between 300 to 600 kPa (44 to 87 psi) at Full Load rpm.

27
 AIR INDUCTION AND EXHAUST SYSTEM

This schematic shows the air flow through the air induction system. When the
Key/Start Switch is turned ON, an ON/OFF solenoid is energized and allows system air
pressure to flow to a pressure reducing valve. The pressure reducing valve reduces
system pressure to 380 kPa (55 psi). The ON/OFF solenoid and the pressure reducing
valve are located at the outside right rear of the cab. The reduced air pressure flows to
the wastegate proportional solenoid valve and is blocked.

If boost pressure exceeds a predetermined value programmed in the Engine ECM,

the ECM will open the wastegate solenoid valve and send air pressure to open the
exhaust bypass valve.

The exhaust bypass valve will vent the exhaust gases before they reach the
turbochargers. Less exhaust gases will flow through the turbochargers, and the
turbocharger speed will decrease. The slower turbochargers reduce the boost pressure
until the bypass valve closes and the exhaust gases are again directed through the
turbochargers.

28
3516B ENGINE ELETRONIC CONTROL

ATMOSPHERIC PRESSURE SENSOR

29
 The atmospheric pressure sensor (arrow) is located adjacent to the Engine ECM.
The Engine ECM uses the atmospheric pressure sensor as a reference for calculating
boost and air filter restriction.

The sensor is also used for derating the engine at high altitudes. The ECM will
derate the engine at a rate of 1% per kPa to a maximum of 20%. Derating begins at a
specific elevation. The elevation specification can be found in the Technical Marketing
Information (TMI) located in the Caterpillar Network. If the Engine ECM detects an
atmospheric pressure sensor fault, the ECM will derate the fuel delivery to 20%. If the
Engine ECM detects an atmospheric and turbocharger inlet pressure sensor fault at the
same time, the ECM will derate the engine to the maximum rate of 40%.

The Engine ECM also uses the atmospheric pressure sensor as a reference when
calibrating all the pressure sensors.

The atmospheric pressure sensor is one of the many analog sensors that receive
a regulated 5.0 ± 0.5 Volts from the Engine ECM. The atmospheric pressure sensor
output signal is a DC Voltage output signal that varies between 0.2 and 4.8 Volts DC with
an operating pressure range between 0 and 111 kPa (0 and 15.7 psi).

To check the output signal of analog sensors, connect a multimeter between Pins
B and C of the sensor connector. Set the meter to read "DC Volts." The DC Voltage
output of the atmospheric pressure sensor should be between 0.2 and 4.8 Volts DC.

DUST VALVES

The VIMS will also provide the operator with an air filter restriction warning when
the filter restriction is approximately 6.2 kPa (25 in. of water). Black exhaust smoke is

30
 also an indication of air filter restriction.Located below the air filter housings are the
precleaners. Check the dust valves (1) for plugging.
If necessary, disconnect the clamp and open the cover for additional cleaning.
Replace the dust valve if the rubber is not flexible.

The dust valve is OPEN when the engine is OFF and closes when the engine is
running. The dust valve must be flexible and closed when the engine is running or the
precleaner will not function properly and the air filters will have a shortened life.

Two filter elements are installed in the filter housings. The large element is the
primary element and the small element is the secondary element.

Air intake system tips:

- The primary element can be cleaned a maximum of six times.

- Never clean the secondary element for reuse. Always replace the secondary element.
- Air filter restriction causes black exhaust smoke and low power.

TURBOCHARGER INLET PRESSURE SENSOR

A turbocharger inlet pressure sensor (1) is located in both intake tubes from the air
cleaners to the turbochargers. The Engine ECM uses the turbocharger inlet pressure
sensors in combination with the atmospheric pressure sensor to determine air filter
restriction. The ECM provides the input signal to the VIMS which informs the operator of
the air filter restriction.

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 If air filter restriction exceeds 6.25 kPa (25 in. of water), an air filter restriction event
will be logged, and the ECM will derate the fuel delivery (maximum derating of 20%) to
prevent excessive exhaust temperatures. A factory password is required to clear this
event.
If the Engine ECM detects a turbocharger inlet pressure sensor fault, the ECM will
derate the engine to the maximum rate of 20%. If the Engine ECM detects a turbocharger
inlet and atmospheric pressure sensor fault at the same time, the ECM will derate the
engine to the maximum rate of 40%.

The Engine ECM will automatically inject ether from the ether cylinders (2) during
cranking.The duration of automatic ether injection depends on the jacket water coolant
temperature. The duration will vary from 10 to 130 seconds. The operator can also inject
ether manually with the ether switch in the cab on the center console (see Visual No. 47).
The manual ether injection duration is 5 seconds. Ether will be injected only if the engine
coolant temperature is below 10° C (50° F) and engi ne speed is below 1900 rpm.

EXHAUST TEMPERATURE SENSOR

An exhaust temperature sensor (arrow) is located in each exhaust manifold before

the turbochargers. The two exhaust temperature sensors provide input signals to the
Engine ECM.

The ECM provides the input signal to the VIMS, which informs the operator of the
exhaust temperature.

Some causes of high exhaust temperature may be faulty injectors, plugged air
filters, or a restriction in the turbochargers or the muffler.If the exhaust temperature is
above 750° C (1382° F), the Engine ECM will derate the fuel delivery to prevent excessive
exhaust temperatures.

The ECM will derate the engine by 2% for each 30 second interval that the exhaust
temperature is above 750° C (1382° F) (maximum dera te of 20%). The ECM will also log
an event that requires a factory password to clear.

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 Temperature Sensor - Engine Exhaust Gas

Temperature sensor (2) reacts to the temperature of engine exhaust gas. The sensor
receives operating power from the VIMS electronic control module. The sensor sends a
PWM signal which changes as the temperature of the engine exhaust gas changes to the
main module. The control measures the duty cycle of the sensor signal in order to
determine the temperature.

TURBOCHARGER OUTLET PRESSURE SENSOR

Shown is the turbocharger outlet pressure sensor (arrow). The turbocharger outlet
pressure sensor sends an input signal to the Engine ECM. The Engine ECM compares the
value of the turbo outlet pressure sensor with the value of the atmospheric pressure
sensor and calculates boost pressure.

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 The best way to check for a power problem is to compare the truck performance
with the rimpull charts in the performance handbook (SEBD0340) or the 793D Specalog.
The truck should be able to climb a grade in the same gear as specified in these two
publications.

If an engine power problem is suspected, check boost pressure at full load rpm. If
boost pressure is correct at full load rpm, the engine is not the problem and other systems
such as the torque converter should be checked.

To check boost pressure at full load rpm, the truck must be operated in FIRST
GEAR with the throttle at MAXIMUM and the retarder gradually engaged. Traveling up a
grade is best as long as the engine rpm does not fall below the full load rpm specification
during the test. Gradually engage the retarder until the full load rpm is displayed. When the
full load rpm is displayed, record the boost pressure. If boost pressure is within the
specifications at full load rpm, the engine is operating correctly.

Generally, Torque Converter (TC) stall speed (in gear, full throttle, zero ground
speed) is used to determine if the engine power is low or a torque converter problem
exists. For example, if the engine power is within specification and the stall speed is high,
the torque converter may have a problem (low internal oil pressure, poor internal
tolerances, or damaged components).

Since the torque converter stall rpm is very close to the full load rpm, the boost
pressure at torque converter stall will be very close to the full load boost specifications.

- Torque Converter Stall rpm: 1672 ± 65 rpm

On engines with series turbochargers, an exhaust bypass (wastegate) valve (1)

prevents excessive boost pressure by diverting exhaust gasses away from the
turbochargers. The bypass valve is controlled by the Engine ECM.

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 When the key start switch is turned ON, an ON/OFF solenoid is energized and
allows system air pressure to flow to a pressure reducing valve. The pressure reducing
valve reduces system pressure to 380 kPa (55 psi).

The ON/OFF solenoid and the pressure reducing valve are located at the outside
right rear of the cab. The reduced air pressure flows to the wastegate proportional
solenoid valve (2) and is blocked. If boost pressure exceeds a desired value, the Engine
ECM will open the wastegate solenoid and send air pressure to open the exhaust
bypass valve. When the exhaust bypass valve is open, exhaust at the turbine side of
the turbochargers is diverted through the muffler. Diverting the turbine exhaust pressure
decreases the speed of the turbochargers which reduces the boost pressure to the
cylinders.

The Engine ECM uses lower load conditions to arrive at a "learned" value to
control the wastegate position. The learned value prevents rapid fluctuations or "spikes"
from causing unnecessary cycles of the wastegate and turbochargers. The learned
value for the wastegate position is recalculated as conditions change.

If the actual boost pressure is 20 kPa (3 psi) higher than the desired boost
pressure calculated by the ECM, a high boost pressure event will be logged. If the
actual boost pressure is 35 kPa (5 psi) lower than the desired boost pressure calculated
by the ECM, a low boost pressure event will be logged. If the ECM detects a high or low
boost condition, the ECM will derate the fuel delivery (maximum derating of 30%) to
prevent damage to the engine. No factory password is required to clear these events.

ENGINE SPEED/TIMING SENSOR

The engine speed/timing sensor (1) is positioned near the rear of the left camshaft.
The sensor signals the speed, direction, and position of the camshaft by counting the
teeth and measuring the gaps between the teeth on the timing wheel. The timing wheel
is mounted on the camshaft.

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 The engine speed/timing sensor is one of the most important inputs to the Engine
ECM. If the Engine ECM does not receive an input signal from the engine speed/timing
sensor, the engine will not run.

The engine speed/timing sensor receives a regulated 12.5 ± 1.0 volts from the
Engine ECM. To check the output signal of the speed/timing sensor, connect a
multimeter between Pins B and C of the speed/timing sensor connector. Set the meter
to read "Frequency." The frequency output of the speed/timing sensor should be
approximately:

- Cranking: 23 to 40 Hz
- Low Idle: 140 Hz
- High Idle: 385 Hz

When viewing engine speed in the ET status screen, cranking speed should be
between 100 and 250 rpm.

A passive (two wire) engine speed sensor (2) is positioned on top of the flywheel
housing. The passive speed sensor uses the passing teeth of the flywheel to provide a
frequency output. The passive speed sensor sends the engine speed signal to the
Transmission/Chassis ECM and the Brake ECM. The signal from the passive speed
sensor is used for the Automatic Retarder Control (ARC) engine control speed, shift
time calculations, and Transmission Output Speed (TOS) ratification.

THROTTLE POSITION SENSOR

The throttle position sensor (arrow) provides the desired throttle position to the
Engine ECM. If the Engine ECM detects a fault in the throttle position sensor, the throttle
back-up switch can be used to increase the engine speed to 1300 rpm.

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 The throttle position sensor receives a regulated 8.0 ± 0.5 volts from the Engine
ECM. The throttle position sensor output signal is a Pulse Width Modulated (PWM) signal
that varies with throttle position and is expressed as a percentage between 10 and 90%.

CRANKCASE PRESSURE SENSOR

The crankcase pressure sensor (arrow) is located on the right side of the engine
above the engine oil cooler. The crankcase pressure sensor provides an input signal to the
Engine ECM. The ECM provides the signal to the VIMS, which informs the operator of the
crankcase pressure.

High crankcase pressure may be caused by worn piston rings or cylinder liners.
If crankcase pressure exceeds 3.6 kPa (.5 psi) or 14.4 inches of water, a high crankcase
pressure event will be logged. No factory password is required to clear this event.

Testes

01 – A combinação de sinais de quais sensores o ECM utiliza para identificar a restrição

dos filtros de ar?

02 – Que medidas são tomadas pelo ECM do motor quando a temperatura de exaustão
ultrapassa o valor máximo determinado?

03 – Como o ECM identifica o valor da pressão de admissão do Motor?

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04 – Quando a válvula Wastegate entra em operação?

05 – Quando a restrição dos filtros de ar do motor eleva que medidas o ECM adota?

06 – Qual a finalidade do sensor de saída da turbina?

07 – Como funciona as válvulas ejetoras de poeira?

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 ELETRONIC UNIT INJECTOR

The most important output from the Engine ECM is the Electronic Unit Injection
(EUI) solenoid (arrow). One injector is located in each cylinder head. The engine control
analyzes all the inputs and sends a signal to the injector solenoid to control engine timing
and speed.
 Engine timing is determined by controlling the start time that the injector solenoid
is energized.Engine speed is determined by controlling the duration that the injector
solenoid is energized.

3500B injectors are calibrated during manufacturing for precise injection timing
and fuel discharge. After the calibration, a four-digit "E-trim" code number is etched on
the injector tappet surface. The E-trim code identifies the injector's performance range.
If no code is available, "1100" is the default number to enter.

When the injectors are installed into an engine, the trim code number of each
injector is entered into the personality module (software) of the Engine ECM using the
ET service tool. The software uses the trim code to compensate for the manufacturing
variations in the injectors and allows each injector to perform as a nominal injector.

When an injector is serviced, the new injector's trim code should be programmed
into the Engine ECM. If the new trim code is not entered, the previous injector's
characteristics is used. The engine will not be harmed if the new code is not entered,
but the engine will not provide peak performance.

SYSTEMS CONTROLLED BY ENGINE ECM

- Ether Injection
- Cool Engine Elevated Idle
- Cold Cylinder Cutout
- Engine Start Function
- Engine Oil Pre-lubrication
- Exhaust Bypass at High Boost
- Engine Oil Renewal System

The Engine ECM also regulates other systems by energizing solenoids or relays.
Some of the other systems controlled by the Engine ECM are:

Ether Injection: The Engine ECM will automatically inject ether from the ether cylinders
during cranking. The duration of automatic ether injection depends on the jacket water
coolant temperature. The duration will vary from 10 to 130 seconds. The operator can
also inject ether manually with the ether switch in the cab on the center console. The
manual ether injection duration is 5 seconds. Ether will be injected only if the engine
coolant temperature is below 10° C (50° F) and engi ne speed is below 1900 rpm.

Cool Engine Elevated Idle: The Engine ECM provides an elevated engine idle speed of
1600 rpm when the engine coolant temperature is below 60° C (140° F). The rpm is
gradually reduced to 1000 rpm between 60° C (140° F ) and 71° C (160° F). When the
temperature is greater than 71° C (160° F), the eng ine will operate at low idle (700 rpm).
Increasing the low idle speed helps prevent incomplete combustion and overcooling. To
temporarily reduce the elevated idle speed, the operator can release the parking brake or
step on the throttle momentarily, and the idle speed will decrease to LOW IDLE for 10
minutes.

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Cold Cylinder Cutout: The 3500B engine uses a cold cylinder cutout function to:

- Reduce white exhaust smoke (unburned fuel) after start-up and during extended idling
in cold weather
- Minimize the time in Cold Mode
- Reduce the use of ether injection.

After the engine is started and the automatic ether injection system has stopped
injecting ether, the Engine ECM will cut out one cylinder at a time to determine which
cylinders are firing. The ECM will disable some of the cylinders that are not firing.

The ECM can identify a cylinder which is not firing by monitoring the fuel rate and
engine speed during a cylinder cutout. The ECM averages the fuel delivery and
analyzes the fuel rate change during a cylinder cutout to determine if the cylinder is
firing.

Disabling some of the cylinders during Cold Mode operation will cause the engine
to run rough until the coolant temperature increases above the Cold Mode temperature.
This condition is normal, but the operator should be aware it exists to prevent
unnecessary complaints.

Engine Start Function: The Engine Start function is controlled by the Engine ECM and
the Transmission/Chassis ECM. The Engine ECM provides signals to the
Transmission/Chassis ECM regarding the engine speed and the condition of the engine
pre-lubrication system. The Transmission/Chassis ECM will energize the starter relay
only when:

- The shift lever is in NEUTRAL.

- The parking brake is ENGAGED.
- The engine speed is zero rpm.
- The engine pre-lubrication cycle is completed or turned OFF.

Engine Oil Pre-lubrication (attachment): Engine oil pre-lubrication is controlled by the

Engine ECM and Transmission/Chassis ECM. The Engine ECM energizes the pre-
lubrication pump relay located behind the cab. The relay behind the cab then energizes
the pre-lube relay (1) on the front engine mount. The Engine ECM signals the
Transmission/Chassis ECM to crank the engine when:

- Engine oil pressure is 3 kPa (.4 psi) or higher.

- The pre-lubrication pump (2) has run for 17 seconds. (If the system times out after 17
seconds, a pre-lubrication time out fault is logged in the Engine ECM.)
- The engine has been running in the last two minutes.
- Coolant temperature is above 50° C (122° F).

The engine oil pre-lubrication system can be bypassed to allow quick starts. To
override the pre-lubrication system, turn the key start switch to the CRANK position for a
minimum of two seconds. The Transmission/Chassis ECM will begin the pre-lube cycle.

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 While the pre-lube cycle is active, turn the key start switch to the OFF position.
Within 10 seconds, turn the key start switch back to the CRANK position. The
Transmission/Chassis ECM will energize the starter relay.

If the engine oil pre-lubrication system is bypassed using the above procedure,
the Engine ECM will log a pre-lube override event that requires a factory password to
clear.

NOTE: The pre-lubrication feature can be enabled or disabled in the Engine ECM
using ET.

Testes
01 – Que tipo de sinal o sensor de posição do pedal acelerador envia para o ECM do
motor?

02 – Explique com suas palavras a importância do sensor de pressão atmosférica.

03 – Em que condições o ECM da transmissão energiza o solenóide do motor de

partida?

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 03 – Qual a finalidade do código E-Trim inscrito nos injetores eletrônicos de
combustível?

04 – Qual a diferença entre tempo e velocidade do motor?

05 – Quais componentes recebem sinal do sensor instalado no alojamento do volante

do motor?

06 – Por que o ECM eleva a rotação do motor quando este permanece em marcha
lenta por um longo período?

07 – Para que o motor entre em funcionamento que parâmetros são necessários?

Apostila elaborada e revisada pelo Instrutor de treinamento Ygor Ceolin

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