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Global Manpower Development

793F Off-Highway Truck


ENGINE
MODULE 3 - TEXT REFERENCE

SERV1869

793F Off-Highway Truck


Module 3 - Engine
Text Reference

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© 2009 Caterpillar Inc.


Caterpillar: Confidential Yellow
SERV1869 - 09/09 -2- Module 3 - Engine

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INTRODUCTION

• C175 Engine The visual above shows the right side view of the 16 cylinder C175 engine in the
793F trucks. The C175 replaces the current 3516 Series engine that was used in
the 793D.

The C175 is a metric engine. Some of the component weights have increased, such
as the cylinder head, which is approximately 50 percent heavier than the 3500 and
will require a lifting device.

Care must be taken when working on or around the high pressure fuel system as
pressures can be as high as 180 MPa (26,100 psi).

Cleanliness during service is critical because the fuel system is very sensitive to
debris as compared to 3500 / 3600 products.

• Engine features The following lists the key features for the C175 engine:

-- High pressure common rail fuel system


-- Air to Air AfterCooler (ATAAC)
-- Increased horsepower
-- Two-piece single camshaft
-- Electronic Unit Injectors (EUI)

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -3- Module 3 - Engine

The following specifications are for the C175 16 cylinder engine:

Serial No. Prefix: B7B

-- Performance Specs: 0K7437


-- Gross Power: 1977 kw (2651 hp) @ 1750 rpm
-- Maximum Altitude: 3353 m (11000 ft)
-- High Idle rpm: 1960 rpm
-- Full Load rpm: 1750 rpm
-- T/C Stall Speed: 1500 ± 10 rpm
-- Boost at Full Load RPM: 200 ± 20 kPa (29 ± 3 psi) at sea level

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -4- Module 3 - Engine

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• Right side of engine: This illustration shows the main components on the right side of the engine:

1. High pressure fuel rail -- High pressure fuel rail (1)


2. Intake manifold -- Intake manifold (2)
3. High pressure fuel pump -- High pressure fuel pump (3)
4. Air conditioning compressor -- Air conditioning compressor (4)
5. Fuel priming pump -- Fuel priming pump (5)
6. Secondary fuel filter base -- Secondary fuel filter base (6)
7. Engine oil filters -- Engine oil filters (7)
8. Pump drive -- Pump drive (8)

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -5- Module 3 - Engine

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• Left side of engine: This illustration shows the main components on the left side of the engine:

1. Coolant pump -- Coolant pump (1)


2. Engine oil pump -- Engine oil pump (2)
3. Engine oil pan sight glass -- Engine oil pan sight glass (3)
4. Engine oil S•O•S port -- Engine oil S•O•S port (4)
5. Engine coolant S•O•S port -- Engine coolant S•O•S port (5)
6. Engine oil coolers -- Engine oil coolers (6)

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -6- Module 3 - Engine

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• Top of engine: The main components on the top of the C175 engine are the turbo chargers (1), the
exhaust tubes to the mufflers (2), and the exhaust manifolds (3).
1. Turbo chargers
2. Mufflers
3. Exhaust manifolds

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -7- Module 3 - Engine

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Engine Block

• Ductile iron The C175 engine block is made of ductile iron which is much more flexible and
elastic than the 3516.

• Features Other features of the C175 block are a single central oil galley, an internal water
return manifold, and cross bolted main cap studs.

The C175 also contains a single central camshaft.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -8- Module 3 - Engine

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Piston and Connecting Rod

•P
 iston and connecting rod A single piece piston of forged steel design in the C175 includes the following
components: features:

1. Fractured joint -- high strength


2. Connecting rod numbering -- light weight
system
-- rectangular rings that conform to the liner
-- improved oil control
-- reduced blow-by
-- less liner wear
-- a threaded hole for pulling the piston

The connecting rod end is too large to pass through the liner so the cylinder pack,
piston, and rod assembly must be removed from the cylinder block.

A special tool is available to remove the cylinder pack from the block.

The rod and cap includes a fractured joint (1) which must be protected by a special
tool when removing the cylinder rod.

A connecting rod numbering system (2) is used to identify the rods. There is a
specialized serial number specific to each connecting rod to ensure the correct
bottom cap is used.
© 2009 Caterpillar Inc.
SERV1869 - 09/09 -9- Module 3 - Engine

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Special Tools

• Special tools: The Cylinder Pack Installation Tool (322-3564) (1) is available to remove and install
the C175 cylinder pack which includes the cylinder liner, piston, and connecting
1. C ylinder pack installation tool rod.
(322-3564)
2. Connecting rod guides tool The Connecting Rod Guides Tool (274-5875) (2) is used to protect the fractured
(274-5875) connecting rods during removal.

There are odd and even rods that are installed in the odd and even cylinders.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -10- Module 3 - Engine

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•M
 ain Bearing Cap Stud Tensioner The Main Bearing Cap Stud Tensioner Tool Group (278-1150) is designed for efficient
Tool Group tightening and loosening of nuts on the crankshaft main bearing cap studs of C175
Series Engines.

The stud tensioner is unique to the C175, but the hydraulic pump used with the stud
tensioner is the same as the pump used on the 3600 engines.

NOTE: For more information, refer to the Tool Operating Manual (NEHS0944).

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -11- Module 3 - Engine

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Valve Train

• Valve train features The valve train in the C175 includes the following features:

-- single central camshaft


-- solid steel pushrods
-- floating bridges
-- forged steel exhaust rocker
-- cast iron intake rocker

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -12- Module 3 - Engine

C175 ENGINE INPUTS BLOCK DIAGRAM


J2 J1

(1) Engine ECM

(2) Prrimary Cam Speed / Timing Sensor


(22) Engine Oil Block Inlet Pressure Sensor
(3) Secondary Cam Speed / Timing Sensor
(23) Engine Oil Filter Inlet Pressure Sensor
(4) Crankshaft Speed / Timing Sensor
(24) Fuel Pressure Sensor (unfiltered)
(5) Compressor Inlet Air Pressure Sensor #1
(25) Fuel Pressure Sensor (filtered)
(6) Compressor Inlet Air Pressure Sensor #2
(26) HPCR Rail Pressure Sensor
(7) Compressor Inlet Air Pressure Sensor #3

(8) Compressor Inlet Air Pressure Sensor #4 (27) Fuel Transfer Pump Inlet Pressure Sensor

(9) Inlet Manifold Pressure Sensor (LH) (28) Engine Coolant Block Inlet Pressure Sensor

(10) Inlet Manifold Pressure Sensor (RH) (29) Water In Fuel Sensor

(11) Atmospheric Pressure Sensor (30) Engine Coolant Block Outlet Temperature Sensor

(12) Crankcase Pressure Sensor (31) Coolant Pump Outlet Temperature Sensor

(13) Inlet Manifold Temperature Sensor (LH) (32) Fuel Transfer Temperature Sensor

(14) Inlet Manifold Temperature Sensor (RH) (33) High Pressure Fuel Temperature Sensor
(15) RH Turbine Inlet Temperature Sensor (34) Engine Oil Level Switch
(16) LH Turbine Inlet Temperature Sensor (35) Engine Coolant Level Switch
(17) Engine Oil Block Inlet Temperature Sensor
(36) Manual Fuel Priming Pump Switch
(18) Local CAN Data Link
(37) Engine Shutdown Switch
(21) Temperature (19) Global CAN Data Link
Control Module (38) Throttle Position Sensor
(20) Cat Dat Link
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ENGINE ELECTRONIC CONTROL SYSTEM

•E
 ngine electronic control system The C175 engine consists of input components, output components, and the Engine
inputs ECM (1) to control the quality and the amount of fuel to efficiently operate the engine
within the emission requirements. The A4:E4 ECM has a 120 pin connector and a
70 pin connector.

The engine is equipped with both active and passive sensors which take pressure,
temperature, and speed / timing data from the engine systems and relay that
information to the Engine ECM. The Engine ECM processes the data and sends
corresponding output signals to the output components to control the engine
functions.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -13- Module 3 - Engine

C175 ENGINE OUTPUTS BLOCK DIAGRAM

J2 J1
(2) Electronic
Unit Injectors
(1) Engine ECM

(7) Ether Aid Relay (8) Fuel Primming Pump Relay

(9) Prelube Pump Relay

(3) Fuel Control Valve (FCV) (12) +5 VDC

(4) Local CAN Data Link (11) +8 VDC

(10) +12 VDC


(5) Machine ECMs
(15) Service Connector (14) Global CAN Data Link (13) Cat Data Link
(6) VIMS Modules

13_1
•E
 ngine electronic control system Based on the input signals, the Engine ECM (1) analyzes the input information and
outputs energizes the electronic unit injectors (2) to control fuel delivery to the engine by
sending current to the coils on the electronic unit injectors. The Engine ECM sends
a PWM signal to the fuel control valve (FCV) assembly (3). The FCV controls the
output of the high pressure common rail pump. Also, the J1939 Local Controller Area
Network (CAN) Data Link (4) is used to send data between the machine ECMs (5)
and the VIMS modules (6).

• Relays The Engine ECM sends voltage signals to the following component relays:

-- ether aid relay (7)


-- fuel priming pump relay (8)
-- prelube pump relay (9)

• Output voltages The following output voltages are sent to separate sensors:

-- - +12 VDC (10)


-- - +8 VDC (11)
-- - +5 VDC (12)

• CAN Data Link The CAN Data Link can be recognized by the shielded cable and the shielded
connectors. Inside is a twisted pair of copper wires with a 120 ohm resistor on each
end. The CAN Data Link is used for high speed transmission of data between the
ECMs.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -14- Module 3 - Engine

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• Front of engine: Fuel injection and system monitoring are controlled by the A4:E4 Engine ECM (1)
which is located at the front of the engine. The Engine ECM is equipped with a 120
1. Engine ECM pin connector (J2) and a 70 pin connector (J1).
2. Atmospheric pressure sensor
The Engine ECM responds to engine inputs by sending a signal to the appropriate
output component to initiate an action. For example, the Engine ECM receives a high
coolant temperature signal. The Engine ECM interprets the input signal, evaluates
the current operating status, and derates the fuel supply under load.

The Engine ECM receives three different types of input signals:

1. Switch input: Provides the signal line to battery, ground, or open.


2. PWM input: Provides the signal line with a rectangular wave of a specific
frequency and a varying positive duty cycle.
3. Speed signal: Provides the signal line with either a repeating, fixed voltage
level pattern signal, or a sine wave of varying level and frequency.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -15- Module 3 - Engine

The Engine ECM has three types of output drivers:

1. ON/OFF driver: Provides the output device with a signal level of +Battery
voltage (ON) or less than one Volt (OFF).
2. PWM driver: Provides the output device with a rectangular wave of fixed
frequency and a varying positive duty cycle.
3. Controlled current output driver: The ECM will energize the solenoid
with pull-up current for a specific duration and then decrease the level
to hold-in current for a specific duration of the on time. The initial higher
amperage gives the actuator rapid response and the decreased level is
sufficient to hold the solenoid in the correct position. An added benefit is
an increase in the life of the solenoid.

Engine ECM has built-in diagnostic capabilities. As the Engine ECM detects fault
conditions in the power train system, the ECM logs events in memory and diagnostic
codes for troubleshooting and displays them through Cat ET.

The atmospheric pressure sensor (2) is located in the control panel next to
the Engine ECM. The function of the atmospheric pressure sensor is to supply
information relative to high altitude back to the Engine ECM along with calculated
gauge pressure for all the pressure sensors to the ECM. Losing the signal from the
atmospheric pressure sensor will initiate a 10% derate and the parameter will be set
to a default value that is stored in the ECM.

Normally, at 0 rpm and 2 seconds after the engine starts, the Engine ECM reads
each pressure sensor to ensure the pressure is within tolerance of a specified value.
If the value is within tolerance, the Engine ECM compares the value of the pressure
sensors with the atmospheric sensor and assigns a specific offset value to each
sensor for calibration.

NOTE: The signal from the atmospheric pressure sensor is used by the Engine
ECM to calculate a number of pressure measurements in most electronic
engines. The signal from the atmospheric pressure sensor is compared to
the signal from the other engine pressure sensors to calibrate the pressure
sensors. When the Engine ECM is powered up, the ECM uses the signal from
the atmospheric pressure sensor as a reference point for calibration of the other
pressure sensors on the engine.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -16- Module 3 - Engine

CAN NETWORKS
(5) Global CAN
(9) VIMS 3G (10) VIMS 3G
(6) Chassis (7) Transmission (8) Brake Main Application
ECM ECM ECM Module Module

(22) Local CAN


(1) Terminal Resistor
120 oh m

OK

(4) Fuel Control (13) Smart (14) Machine (15) Cat ET


(11) Advisor (12) Product
Valve Module Link Module Signal Security Service
Module System Connector

(16) Cab Group

(17) CAN +
(2) Engine ECM (18) CAN - (3) Electronic
Thermostat (E-Stat)
(1) Terminal Resistor (1) Terminal Resistor (19) CAN Shield (1) Terminal
120 ohm 120 ohm Resistor 120 ohm

(20) Engine Group (21) Radiator Group

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CAN Networks

• CAN signal paths This illustration shows the signal paths for the Controller Area Network (CAN) for the
“F” Series trucks. The signal paths are a common set of signal wires connected to
multiple controllers. The common set of signal wires allows many different pieces of
information to be shared between many different devices over a few signal wires.

The paths are two twisted shielded wires with a 120 ohm terminal resistor (1) at
each end of the network. The terminal resistors prevent electrical interference
on the CAN Network. The designation of the CAN wires are CAN + and CAN -
with a third connection denoted as CAN_SHLD (shield). Two terminal resistors
are located near the Engine ECM (2); one resistor is installed near the electronic
thermostat (E-Stat) (3), and one resistor is installed near the fuel control valve
(FCV) (4). The E-Stat is located between the engine and the radiator.

The truck chassis has one data link. The Engine ECM has two data links: 1) Global
CAN, which has paths with the Machine ECMs and external components (Advisor,
E-Stat, and the Service Connector); and, 2) the Engine ECM which is connected to
the fuel control valve (FCV) through the Local CAN data link.

The 120 pin connector for the Engine ECM contains the Local CAN Data Link. The
70 pin Engine ECM connector contains the Global CAN Data Link.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -17- Module 3 - Engine

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TERMINAL RESISTORS
A
B (6) Global CAN Data Link
C
A Y956-E170 YL-19
B Y967-E1542 GN-19
C Y968-E180 SHLD-19
Y956-E170 YL-19 A
Y967-E1542 GN-19 B

5
Y968-E180 SHLD-19 C

(8) A - Can +
(9) B - Can -
(10) C - Can Shield
A
B (7) Local CAN Data Link
C
A Y959-E251 YL-19
B Y960-E252 GN-19
C Y961-E253 SHLD-19
Y959-E44 YL-19 A
Y960-E45 GN-19 B
Y961-E21 SHLD-19 C

17_3 17_4
• Terminal resistors: The top left illustration shows the location of the terminal resistors in relationship to
the Engine ECM (1). The terminal resistors (not visible) are attached to the wire
1. Engine ECM harness (2) below the ECM. One resistor is for the Global CAN and one resistor is
2. Terminal resistor for the Local CAN. When determining which is the global terminal resistor and which
is the local terminal resistor, always check the wiring numbers.
3. Global CAN terminating
resistor
The top right illustration shows the location of the global CAN terminal resistor (3)
4. E-stat located near the E-stat (4) on the left side of the radiator group.
5. Local CAN terminating
resistor The bottom left illustration shows the location of the other local CAN terminal
resistor (5). The resistor is located behind the right intake manifold above the high
pressure fuel pump.

The lower right illustration shows a schematic of the terminating resistors at the
Engine ECM.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -18- Module 3 - Engine

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Engine Position Sensing

• Left side of engine: Engine position sensing is the function that determines the actual crankshaft and
camshaft positions versus time so that engine speed can be calculated. Engine
1. C rankshaft speed / timing position sensing also allows for the delivery of synchronous outputs, including fuel
sensor connector injection timing and ignition timing. Engine position sensing is a critical process for
2. Cover accurate fuel delivery, reliability of operation, and emission control performance.
3. Crankshaft speed / timing
sensor The crankshaft speed / timing sensor connector (1) is bolted to a cover (2) on
the rear left side of the engine, behind the starter (not shown). The crankshaft
speed / timing sensor (3) is located behind the cover. The speed / timing sensor
sends a fixed voltage level signal to the Engine ECM indicating the engine speed,
direction, and timing. The crankshaft sensor is the primary speed / timing sensor
reporting to the Engine ECM to determine engine speed and crankshaft position.
The speed sensor detects the reference for engine speed and timing from a unique
pattern on the respective gear. Normally, the crankshaft speed / timing sensor
identifies the timing during starting and determines when the No. 1 cylinder is at the
top of the stroke. Once the timing is established, the crankshaft timing sensor is
used to relay the engine speed and the camshaft sensor signal is ignored.

If the engine is running and the signal from the crankshaft is lost, a slight change in
performance is noticed during change over to the camshaft speed / timing sensor.

The sensor adjustment is preset so no adjustment is necessary.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -19- Module 3 - Engine

In case of a crankshaft speed / timing sensor failure, the Engine ECM follows the
following process:

-- a crankshaft sensor diagnostic code is logged


-- the Engine ECM switches to the primary camshaft speed / timing sensor
-- the Engine ECM uses the stored rotation as the engine rotation if the sensor
fails during a pattern lock

The crankshaft speed / timing sensor serves four functions:

-- engine speed measurement


-- engine timing measurement
-- TDC location and cylinder number identification
-- reverse rotation protection

The crankshaft speed / timing sensor is not adjustable.

If the engine is running for three seconds and the pattern from the timing ring is
lost for two seconds, the Engine ECM will log a Diagnostic Code for the crankshaft
speed / timing sensor.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -20- Module 3 - Engine

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• Rear of engine: The C175 has two speed / timing sensors that indicate camshaft speed. The primary
camshaft speed / timing sensor (1) is used to synchronize fuel delivery with the
1. P rimary camshaft speed / engine cycle and provides a backup if the crankshaft speed / timing sensor fails. If
timing sensor the crankshaft speed / timing sensor fails, the Engine ECM will use the primary
2. Secondary camshaft speed / camshaft speed / timing sensor to keep the engine running, but the fuel delivery may
timing sensor be less accurate. The speed of the camshaft target wheel is half that of the crankshaft
gear.

The secondary camshaft speed / timing sensor (2) is a backup to the primary
camshaft speed / timing sensor when the primary sensor has failed. The sensor
adjustment is preset so no adjustment is necessary.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -21- Module 3 - Engine

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• Rear of engine: The camshaft timing pin (1) and the flywheel timing pin (2) are shown in the stowed
position. The camshaft timing pin is inserted in the camshaft timing pin hole (3) when
1. Camshaft timing pin performing camshaft timing. The flywheel timing pin is inserted in the flywheel timing
2. Flywheel timing pin hole (4) when it is necessary to find engine top dead center (TDC).
3. Camshaft timing pin hole
4. Flywheel timing pin hole

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -22- Module 3 - Engine

(2) Primary Cam


(3) Secondary Cam Speed / Timing
Speed / Timing Sensor
Sensor

(5) Crankshaft
ENGINE TIMING GEAR TRAIN Gear

(8) Notch

(6) Idler Gear

(1) Crankshaft
Speed / Timing (4) Crankshaft
Sensor Gear

(7) Notch
22_1

22_2
• Timing gear train: The top illustration shows the engine timing gear train. At engine start-up, the
crankshaft speed / timing sensor (1) synchronizes with the primary camshaft
1. C rankshaft speed / timing speed / timing sensor (2) and the secondary camshaft speed / timing sensor (3). The
sensor crankshaft gear (4) rotates two times for every one rotation of the camshaft gear (5).
2. Primary camshaft speed / The crankshaft gear and the camshaft gear are the same size with an equal amount
timing sensor of teeth.
3. Secondary camshaft speed /
timing sensor The idler gear (6) is a combination gear with the larger gear having twice as many
teeth as the smaller gear. The larger gear is driven by the crankshaft and the smaller
4. Crankshaft gear idler gear drives the camshaft gear.
5. Camshaft gear
6. Idler gear When the engine is cranked, the crankshaft sensor looks for the notch (7) cut into one
7. Notch (crankshaft gear) tooth of the crankshaft gear to determine position. When the Engine ECM locates
the signal from the sensor by detecting the notch, the Engine ECM then looks for a
8. Notch (camshaft gear) signal from the cam sensor.
9. Notch in gear
When the cam sensor locates the notch (8) cut into one tooth of the camshaft gear,
and after the crankshaft sensor locates a notch, the Engine ECM then waits for a
second notch to verify the pattern. The Engine ECM sends the signal for a more
accurate injection cycle, if rail pressure is present.

The bottom illustration shows a notch (9), cut into one of the gear teeth, that is used
to determine engine position.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -23- Module 3 - Engine

• C175 is electronically timed The C175 engines are electronically timed and no longer require the timing calibration
probe for speed / timing calibrations. The Engine ECM uses inputs from all three
engine speed / timing sensors to assist in calculating more accurate timing within the
software during engine start-up.

The software application in the Engine ECM compares the tooth angle between the
crank and cam gears. The Engine ECM looks for a stable rpm above 700 rpm. The
revolutions per minute must be ± 5 rpm for one second to be considered stable.

The Engine ECM takes fifty samples of the leading edge of the camshaft teeth angle
position and compares each to the nearest crankshaft tooth. The ECM compares the
measured difference to the theoretical tooth difference of each sample, and averages
the tooth errors. This average difference between the camshaft actual position and
the camshaft theoretical position determines the offset angle. The offset angle is
used by the ECM for calibration. Timing calibration is performed at each engine start
after an ECM power cycle.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -24- Module 3 - Engine

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Crankcase Pressure Sensor

• Right side of engine: The crankcase pressure sensor (1) is used to measure the pressure in the crankcase
and is located on the right side of the engine below the intake manifold (2). The
1. Crankcase pressure sensor crankcase pressure sensor detects impending piston seizures, and indicates cylinder
2. Intake manifold blow-by.

The crankcase pressure sensor will initiate a Level 1 Warning when the crankcase
pressure reaches 4 kPa (0.6 psi).

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -25- Module 3 - Engine

ENGINE COOLING SYSTEM


STANDARD RETARDING

(5) Turbos

(16) Engine
ECM

(17) CAN (J1939)

(13) Temperature (9) Front (15) Engine


Control Module and Rear Coolant Block
Brake (7) Transmission Outlet
Oil Coolers Oil Cooler Temperature
(17) Sensor
(10) E-Stat
Coolant
Level
Sensor
(18) Piston
(8) Steering/Fan
Oil Cooler
(6) Shunt (4) Engine Block
Tank

(11) Bypass
(14) Engine Coolant Block
Line
(2) Radiator (3) Engine Inlet Pressure Sensor
Oil Coolers

(1) Coolant (12) Coolant Pump


Pump Outlet Temperature Sensor

25_1

ENGINE COOLING SYSTEM

•E
 ngine cooling system with This illustration shows the cooling system on a 793F truck with standard retarding.
standard retarding The coolant pump (1) pulls coolant from the radiator (2) and sends the coolant
through the engine oil coolers (3) to the engine block (4).

After leaving the block, the coolant flows through the turbos (5), into one return line,
and to the shunt tank (6) of the radiator. The coolant from the block also flows to
the power train oil cooler (7), the steering / fan oil cooler (8), and then through the
rectangular front and rear brake oil coolers (9) to the Electronic Thermostat (E-stat)
(10). Depending on the temperature of the coolant, the E-stat directs the coolant
to the radiator or through the bypass line (11) and back to the inlet of the coolant
pump.

The coolant pump outlet temperature sensor (12) sends a signal to the temperature
control module (13) on the E-Stat.

The engine coolant block inlet pressure sensor (14) and the engine coolant block
outlet temperature sensor (15) send signals directly to the Engine ECM (16). The
engine coolant block outlet temperature sensor is used as one of the key target
temperatures for the hydraulic fan system.

The coolant level sensor (17) sends a signal to the Engine ECM indicating the
coolant level.

NOTE: This illustration shows the majority of the coolant bypassing the
radiator.
© 2009 Caterpillar Inc.
SERV1869 - 09/09 -26- Module 3 - Engine

ENGINE COOLING SYSTEM


ADDITIONAL RETARDING

(13) Turbos

(8)
Rectangular (6) Transmission
(11) E-Stat Front Brake Oil Cooler
Oil Cooler

(12) Shunt Tank


(7) Steering/Fan
Oil Cooler
(4) Rear Brake
Oil Cooler (10) Engine Block

(2)
Round Front
(3) Radiator Brake Oil Cooler (9) Engine
(1) Auxiliary Oil Coolers
Coolant Pump

(5) Coolant Pump 26_1


•C
 ooling system with additional This illustration shows the cooling system on a 793F truck equipped with the additional
retarding retarding arrangement.

An auxiliary coolant pump (1) and an additional round front brake oil cooler (2) are
installed on the additional retarding arrangement. With additional retarding, the
auxiliary coolant pump pulls coolant from the radiator (3) and sends the coolant
through the rectangular rear brake oil cooler (4) and the round front brake oil cooler
to the E-stat.

On the additional retarding arrangement, after coolant from the coolant pump (5)
flows through the transmission oil cooler (6) and the steering / fan oil cooler (7), the
coolant flows through the rectangular front brake oil cooler (8) to the E-stat.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -27- Module 3 - Engine

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• Front of engine: The primary coolant pump (1) is located at the front left side of the engine. The
primary coolant pump supplies coolant to the engine oil coolers, the engine block,
1. Primary coolant pump the transmission oil cooler, and the steering / fan oil cooler. The primary coolant
2. Auxiliary coolant pump pump also supplies coolant to the front and rear brake rectangular oil coolers if the
truck is equipped with the standard retarding arrangement.

If the truck is equipped with the additional retarding arrangement, the auxiliary
coolant pump (2) located at the front right side of the engine supplies coolant to the
rectangular rear brake oil cooler and the round front brake oil cooler.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -28- Module 3 - Engine

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28_2
• Oil coolers: The top illustration shows the brake oil coolers on a truck equipped with the additional
retarding attachment. With additional retarding, the rectangular rear brake oil cooler
1. Rectangular rear brake oil (1) cools oil to the rear brakes and the rectangular front brake oil cooler (2) and the
cooler round front brake oil cooler (3) cools oil to the front brakes.
2. Rectangular front brake oil
cooler The lower illustration shows the location of the steering / fan oil cooler (4) and the
3. Round front brake oil cooler power train oil cooler (5).
4. Steering / fan oil cooler
5. Power train oil cooler

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -29- Module 3 - Engine

29_1
• Cooling system components: The engine coolant pump outlet temperature sensor (1) is a two-wire passive sensor
that is located at the outlet of the coolant pump. The coolant pump outlet temperature
1. Engine coolant pump outlet sensor sends a signal to the temperature control module as previously described.
temperature sensor
2. Engine coolant block inlet The engine coolant block inlet pressure sensor (2) is located on the front of the
pressure sensor engine in the pipe between the coolant pump and the water inlets. The pressure
3. Engine coolant block outlet sensor is used to monitor the pressure of the coolant flowing into the engine block.
temperature sensor The pressure sensor is used in place of the flow switch that was used on the 3524
engine.

If the coolant pressure is below the default pressure in relationship to the engine
speed, the ECM will log an event. If the coolant pressure decreases below the
minimum default pressure (listed below) at the specified engine rpm, the Engine
ECM will initiate a Level 1 Warning which will be displayed on the Advisor panel.

Engine Speed (rpm) kPa psi


0 0 0
700 31.5 4.6
1000 46.7 6.8
1200 57.0 8.3
1400 67.3 9.8
1600 77.5 11.2
1800 87.8 12.7

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -30- Module 3 - Engine

The engine coolant block outlet temperature sensor (3) is located on the right front
side of the engine. The block outlet temperature sensor is used to monitor the
coolant temperature exiting the engine block. The temperature sensor is an input to
the Engine ECM and is used for various control and protection strategies (i.e. engine
overheating, engine damage due to cylinder overpressure, and engine wear due to
overcooling).

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -31- Module 3 - Engine

HIGH COOLANT TEMPERATURE DERATE


120

100
(1) % Derate

80

60

40

20

0
100 101 102 103 104 105 106 107 108 109 110
(2) Coolant Temperature in °C

(3) Level 1 Warning (4) Level 2 Warning / Derates

31_1
•H
 igh coolant temperature engine This illustration shows the percent of engine derate as the engine temperature
derate increases.

•E
 ngine coolant block outlet The engine coolant block outlet temperature sensor measures the temperature of
temperature sensor the coolant.

• Level 1 Warning When the temperature of the coolant exceeds 100° C (212° F), the Engine ECM will
initiate a Level 1 Warning.

• Derate temperatures When the temperature of the coolant exceeds 101° C (213° F), the Engine ECM will
initiate a Level 2 Warning and a 25% derate. At 104° C (219° F), the derate will be
50%. At 107° C (225° F), the derate will be 75%. At 110° C (230° F), the derate will
be 100% and the Engine ECM will initiate a Level 3 Warning. A 100% derate equals
approximately a 50% horsepower derate.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -32- Module 3 - Engine

32_1
• Top of radiator: The low coolant level switch (1) is located in the shunt tank (2) mounted on top of the
radiator. The switch is behind the removable cover between the radiator and the
1. Low coolant level switch engine. The low coolant level switch sends a signal to the Engine ECM indicating
2. Shunt tank coolant level. With the key in the ON position and the coolant level below the low
coolant level switch for more than 3 seconds, the Engine ECM will initiate a Level 2
Warning to the Advisor panel. When the engine is running and the coolant is below
the low coolant level switch for more than 17 seconds, the Engine ECM will initiate a
Level 3 Warning through the Advisor panel.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -33- Module 3 - Engine

3
1

33_1
• E-stat components: The Electronic Thermostat (E-Stat) is mounted to a bracket near the left side of the
radiator and includes the stepper motor (1) and the temperature control module (2).
1. Stepper motor
2. Temperature control module A piston, which is driven by the stepper motor, is located inside the valve (3).
3. Valve
The valve controls the coolant flow to the bypass line and the radiator. The piston
(not shown) movement within the valve, alters the coolant flow through a lead screw
driven by the stepper motor.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -34- Module 3 - Engine

(9) CAN (J1939) (8) Engine


ECM
(3) Temperature
Control Module

(4) Stepper
Motor
(10) Front Brake
Oil Coolers
(5) Piston
E-Stat
(6) Bypass Line
Operation

(7) Radiator
(11) Coolant
Pump
(2) Engine Oil
(1) Coolant Pump Outlet Coolers
Temperature Sensor
34_1
• E-Stat operation The coolant pump outlet temperature sensor (1) measures the temperature of the
coolant flowing into the engine oil coolers (2) and sends a signal to the temperature
control module (3).

As the coolant temperature increases, the temperature control module sends a


current to the stepper motor (4) to move the piston (5), which closes the coolant
bypass (6) and allows more coolant flow through the radiator (7). As the coolant
temperature decreases, the temperature control module sends a current to the
stepper motor to move the piston, which opens the coolant bypass and allows less
coolant flow to the radiator.

At engine start-up, the stepper motor / piston position needs to be reset. The stepper
motor drives the piston to the configured stop. As the piston reaches the stop, a
ratcheting sound occurs indicating that the piston has hit the stop.

NOTE: If the engine shuts down and is restarted in less than 4 minutes, the
stepper motor / piston position does not reset, so there will be no ratcheting
noise.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -35- Module 3 - Engine

(10) (10)
Turbos Turbos

ENGINE LUBRICATION SYSTEM

(18) Engine (18) Engine


Front Front
Cover Cover
(15) S•O•S
Port

(4) Pressure
(12) Scavenge Regulator
Pump
(5) Engine Oil Coolers
(2) Screen (3) Engine
(1) Sump
Oil Pump
(17) Oil (14) Relief
Temperature Valve
Sensor
(13) Prelube Pump (16) Check
Valve (6) Engine Oil Cooler Bypass
(9) Oil and Electric Motor
Pressure
Sensor (8) Unfiltered
(7) Engine Oil Pressure
Oil Filters Sensor

(11) High
Pressure
Fuel Pump

35_1

ENGINE LUBRICATION SYSTEM

• Engine oil flow This illustration shows the oil flow through the C175 engine. Oil is drawn from the
engine sump (1) through a screen (2) by the engine oil pump (3). The oil pump
sends oil to the pressure regulator (4), which directs oil to the engine oil coolers (5)
or through the engine oil cooler bypass valve (6) to the engine sump if the oil pressure
is too high.

Oil flows from the oil coolers or bypass valve to the engine oil filters (7). The unfiltered
oil pressure sensor (8) and the oil pressure sensor (filtered oil) (9) calculate the
restriction in the oil filters.

From the engine oil filters, the oil enters the engine block and flows through the
main oil galley to lubricate the internal engine components and the turbos (10). The
filtered oil is also directed to the high pressure fuel pump (11) for lubrication.

If the engine oil pressure increases above approximately 550 kPa (80 psi), the
pressure in the signal line from the oil galley acts on the top of the regulator and
moves the regulator down against spring force. The regulator directs oil flow to the
sump.

Located in the front section of the pan is the scavenge pump (12). The scavenge
pump draws oil from the rear pan section and returns it to the main sump.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -36- Module 3 - Engine

The prelube pump (13) supplies lubrication oil to the system and is connected
between the pressure regulator and the engine oil coolers.

Also, installed in the line from the engine oil pump is a relief valve (14) which limits
the system pressure to 875 kPa (127 psi).

A S•O•S port (15) is also installed at the engine oil cooler bypass housing.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -37- Module 3 - Engine

2 3

4
5 6

7
8
9 37_1
•L
 eft side of engine: This illustration shows the location of the engine lubrication system components on
the left side of the engine:
1. R elief valve and oil pressure
regulator -- relief valve and oil pressure regulator (1)
2. Engine oil pump -- engine oil pump (2)
3. Engine oil cooler bypass -- engine oil cooler bypass valve (3)
valve
-- engine oil S•O•S port (4)
4. Engine oil S•O•S port
-- engine oil coolers (5)
5. Engine oil coolers
6. Engine oil tube The engine oil tube (6) provides a flow path to the engine oil filters on the right side
7. Caterpillar fast fill level switch of the engine.
8. Engine oil low level switch
The fast fill level switch (7) provides an engine oil level indication to the engine oil full
9. Engine oil level sight gauge indicator on the Caterpillar Fast Fill Panel.

The engine oil low level switch (8) provides an engine oil level indication to the
Engine ECM.

The engine oil level sight gauge (9) allows the technician to check the oil level from
ground level.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -38- Module 3 - Engine

7
5

3
1 2
4

38_1
•R
 ight side of engine: This illustration shows the location of the engine lubrication system components on
the right side of the engine.
1. Lower engine oil tube
2. Engine oil filter base The engine oil pump sends oil through the coolers, below the engine through the
3. Upper engine oil tube lower engine oil tube (1), and into the engine oil filter base (2). Filtered oil flows into
the engine block through the upper engine oil tube (3) and oil filters (4).
4. Oil filters
5. Engine oil temperature sensor Engine oil flowing into the block is monitored by the engine oil temperature
6. Filtered oil pressure sensor sensor (5) and the filtered oil pressure sensor (6). The filtered oil pressure sensor
7. Unfiltered oil pressure sensor monitors the pressure from the discharge side of the filter base and works together
with the unfiltered oil pressure sensor (7) to determine engine oil filter blockage.
The unfiltered oil pressure sensor monitors the oil pressure at the inlet of the filter
group.

The filtered oil pressure sensor initiates a plugged oil filter Level 1 Warning, with a
warning sent to the Advisor panel to advise the operator. The filtered oil pressure
sensor data that is sent to the Engine ECM is also used as the determining pressure
for the low engine oil pressure event control.

The engine oil temperature sensor is used to monitor the engine oil temperature for
engine protection strategies. The oil temperature must be monitored to inform the
operator through the Advisor panel that the oil temperature is above the limit. There
is no oil temperature sensor for the oil that is leaving the engine block.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -39- Module 3 - Engine

HIGH ENGINE OIL TEMPERATURE DERATE


120

100

80
(5) % Derate

60

40

20

0
108 110 111 112 113 114 115 116 117

(4) Engine Oil Temperature in °C

(1) Level 1 Warning (2) Level 2 Warning / Derates (3) Shutdown

39_1
• Engine oil temperature derate At 108° C (226° F), the Engine ECM initiates a Level 1 Warning (1). When the
engine oil temperature rises above 110° C (230° F), the engine power is derated by
3% and the Engine ECM initiates a Level 2 Warning (2). This derate will increase at
a rate of 3% through the temperature of 113° C (235° F). At 114° C (237° F), the
derate increases to 25%; at 115° C (239° F), the derate increases to 50%; and, at
116° C (240° F), the derate increases to 75%.

At a temperature above 115° C (239° F), the Engine ECM sends a shutdown (3)
message to the VIMS module alarming the operator to SAFELY shutdown the
engine.

• Safe engine shutdown The following conditions must be met for a safe engine shutdown:

-- the engine speed must be less than 1300 rpm


-- the transmission must be in NEUTRAL
-- the parking brake is engaged
-- the machine is at ZERO ground speed

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -40- Module 3 - Engine

LOW ENGINE OIL PRESSURE SHUTDOWN


400

350

300
(3) Oil Pressure kPa

250

200

150

100

50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
(2) Engine RPM

(1) Level 3 Shutdown

40_1
• Low oil pressure shutdown The illustration above shows a graph of the low oil pressure shutdown. The engine
shutdown event is triggered by data sent to the Engine ECM by the filtered oil
pressure sensor. If the oil pressure is lower than the trip point as a function of engine
speed, an event will be logged and a Level 3 Shutdown (1) is initiated.

• Level 3 Shutdown trip points The following are trip points for a Level 3 Shutdown:

-- 700 rpm - below 226 kPa (33 psi)


-- 1200 rpm - below 300 kPa (43 psi)
-- 2000 rpm - below 375 kPa (54 psi)

• Safe engine Level 3 Shutdown The following conditions must be met for a safe engine Level 3 Shutdown:

-- the engine speed must be less than 1300 rpm


-- the transmission must be in NEUTRAL
-- the parking brake is engaged
-- the machine is at ZERO ground speed

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -41- Module 3 - Engine

41_1

Engine Prelube

• In front of the engine on the left The prelube system, which is now standard, consists of the prelube pump / motor (1)
side: and the prelube electric motor relay (2). The prelube pump is a gear pump which
draws oil from the engine reservoir to lubricate the components in the engine block
1. Prelube pump / motor before startup.
2. Prelube electric motor relay
The Engine ECM sends a signal to the prelube relay which transfers power to the
prelube motor. The prelube motor drives the prelube pump.

The prelube system has four states:

-- prelube is OFF or failed


-- prelube is ready to start or prelube is continuous
-- prelube is waiting for a pressure gauge value of 6 kPa (1 psi)
-- prelube is disabled or not installed.

The prelube pump will run for 45 seconds or the pump will supply enough flow for
the prelube system to build 48 kPa (7 psi) before ending the cycle. If the prelube
pressure decreases below approximately 48 kPa (7 psi), the Engine ECM logs an
event and will initiate a Level 3 Shutdown.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -42- Module 3 - Engine

42_1

42_2 42_2
42_3
Coolant and Lubrication Oil Line Clamps

• Oil line clamps similar to 3600 These illustrations show the coolant and lubrication oil line clamps. The clamps are
engine clamps similar to the clamps used on the 3600 engines.

• Ensure blue alignment ring is The bottom illustrations show the placement of the non-metalic alignment ring (blue)
seated and the o-rings (green). When installing the clamp, ensure the non-metallic alignment
ring lip fully seats as shown in the bottom right illustration.

• Hand tighten and then torque Evenly hand tighten the bolts and then torque the bolts to the correct specification.
bolts
NOTE: Refer to the Disassembly and Assembly manual for complete
disassembly and assembly service procedures.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -43- Module 3 - Engine

ENGINE FUEL SYSTEM


(13) Engine Oil Filters
(6) Tertiary
(5) Secondary Fuel
Fuel Filters Filter
(8) High Pressure
(7) Monoblock Pump
(12) Flow Limiters

16 14 12 10 8 6 4 2
(11)
Injectors
(10)
FCV (12) Flow Limiters
(9) Regulating
(14) Engine
Valve
Oil Sump
15 13 11 9 7 5 3 1
(11)
Injectors

(4) Electric Fuel (3) Primary Fuel


Priming Pump Filters/Water Separators

(2) Fuel Tank

(1) Fuel
Transfer
Pump

43_1

ENGINE FUEL SYSTEM

• Fuel system block diagram This illustration shows a block diagram of the fuel system. The fuel system consists
of a low pressure side and a high pressure side. The high pressure side components
are in the blue box.

• Low pressure fuel system In the low pressure fuel system, the fuel transfer pump (1) pulls fuel from the fuel
tank (2) through the primary fuel filters / water separators (3). During startup, the
electric fuel priming pump (4) is also activated.

Fuel then flows through the secondary fuel filters (5) and tertiary fuel filter (6) into the
monoblock (7) and to the high pressure fuel pump (8).

The low pressure fuel delivery system is regulated by the fuel pressure regulating
valve (9).

• High pressure fuel system In the high pressure fuel system, fuel flows from the monoblock to the FCV (10)
which controls the output of the high pressure pump.

The high pressure pump sends fuel through the fuel rail to the injectors (11). From
the injectors, a minimal amount of bypass fuel flows back through the monoblock to
the fuel tank.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -44- Module 3 - Engine

LOW PRESSURE FUEL SYSTEM

(1) Secondary (6) Fuel Pressure


Filters Sensor

(8) Fuel Transfer (2) Tertiary


Temperature Filter
Sensor (4) Monoblock
(20) High Pressure
(7) Fuel Pump
Fuel
Pressure
Sensor
(Unfiltered)
(10) Regulating
(3) Valve (16) Manual Fuel
Air Purge
Priming Pump
Line (19) Fuel Switch
Injectors

(18) Electric Fuel


Priming Pump (11) Check Valve
Relay
(15) Electric Fuel (13) Primary Fuel
Priming Pump Filters

(5) Fuel Tank

(14) Water-in-fuel
(17) Fuel
Sensor
Transfer
Pump (12) Fuel Transfer Inlet
Pressure Sensor

(9) Engine ECM

44_1

Low Pressure Fuel System

• Fuel flow and components This illustration shows the fuel flow and the components in the low pressure fuel
system.

• Secondary fuel filters and sensors The secondary fuel filters (1) and the tertiary fuel filter (2) are equipped with purge
lines (3) that are connected to the tertiary filter base. The purge lines allow minimal
fuel flow back to the tank (5) through the regulating valve (10) to purge air from the
low pressure fuel supply.

The secondary fuel filter base is equipped with a filtered pressure sensor (6) and
an unfiltered pressure sensor (7) to determine the restriction in the secondary fuel
filters.

The fuel transfer temperature sensor (8), also located on the secondary fuel filter base,
sends a signal to the Engine ECM (9) indicating low pressure fuel temperature.

• Regulating valve At approximately 550 kPa (80 psi) the regulating valve (10) begins to open, and if fuel
pressure exceeds 650 kPa (94 psi), fuel is directed through the return line to the fuel
tank. Installed on the return to tank line is a check valve (11) which blocks tank fuel
from returning to the monoblock. The low pressure fuel system must be at least
350 kPa (51 psi) to sufficiently supply the high pressure fuel system.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -45- Module 3 - Engine

• Primary filters and sensors The fuel transfer inlet pressure sensor (12) sends a signal to the Engine ECM
indicating a restriction in the primary fuel filters (13). The primary fuel filters are
equipped with a water-in-fuel sensor (14) which sends a signal to the Engine ECM
indicating excessive water in the fuel.

• Priming pump The electric fuel priming pump (15) is initiated by the Engine ECM and/or the manual
fuel priming pump switch (16). When the fuel system has been serviced, the fuel
priming pump is used to prime the fuel system.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -46- Module 3 - Engine

The primary fuel filters / water separators (1) are located between the fuel tank and
the fuel transfer pump on the back of the fuel tank. 46_1

• Back of fuel tank: Located at the bottom of the left filter is the water-in-fuel sensor (2) which sends a
signal to the Engine ECM when water is detected in the fuel.
1. P
 rimary fuel filters / water
separators If a high amount of water in the fuel is detected, the Engine ECM will send a Level 1
2. Water-in-fuel sensor Warning to the VIMS module to inform the operator of the water level in the fuel.

The fuel level sensor (not shown), located at the bottom of fuel tank, monitors the
fuel depth in the tank.

The water-in-fuel sensor consists of two stainless steel pins enclosed in a plastic
housing. The pins are connected electrically by a resistor. The probe functions by
providing an output resistance, which is a combination of the fluid resistance and the
internal sensor resistor when a signal is applied.

With an applied signal and the probes exposed to fuel, the probe will provide a
resistance for that fluid (fuel). When water enters the fuel in the filter, the pins are
exposed to the water and the probe will provide a parallel resistance for the fluid (fuel
with water).

The sensor uses these resistance values to determine the presence of water in the
fuel and provides electrical signals to the Engine ECM.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -47- Module 3 - Engine

NOTE: For additional information about troubleshooting the water-in-fuel


sensor, refer to the Service Magazine Article “Troubleshooting the Water-in-Fuel
Sensor” 1400-0079-2006.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -48- Module 3 - Engine

ULTRASONIC FUEL LEVEL SENSOR


TYPICAL SENSOR FLOAT INSTALLATION

(3) Fuel Tank

(1) Float Assembly

(4) Metal Face

(5) Slot for Fuel


Access
and Water Drain

(2) Sensor

48_1
• Fuel level sensor The ultrasonic fuel level sensor determines the fuel level by calculating the amount
of time sound takes to reflect between the bottom of the float (1) and the
sensor (2).

The higher the fuel level in the tank, the more time it takes for the sound to reflect
back to the sensor.

The lower the fuel level, the less time it takes for the sound to be reflected back to
the sensor.

• Monitored by Chassis ECM The fuel level sensor is monitored by the Chassis ECM which sends a signal to the
Advisor panel. The Advisor panel then provides a signal to the analog type fuel level
gauge in the instrument cluster.

• Advisor displays fuel level The performance screen in the Advisor panel also displays a digital readout showing
the percentage of fuel remaining.

• Level 1 Warning The Advisor panel will alert the operator with a Level 1 Warning when the fuel level
reaches 15% (18.5% duty cycle) of the fuel tank capacity for 120 seconds.

• Level 2S Warning A Level 2S Warning will be generated when the fuel level reaches 10% (14% duty
cycle) of the fuel tank capacity for 120 seconds. The fuel tank should be filled if the
Level 2S Warning is generated. The injectors can be damaged if they are starved of
fuel, due to lack of cooling and lubrication provided by the fuel.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -49- Module 3 - Engine

4 1

49_1
• Right side of engine: The fuel transfer pump (1) and the monoblock (2) are mounted to the high pressure
fuel pump (3). The transfer pump pulls fuel from the tank and sends the fuel to the
1. Fuel transfer pump secondary fuel filter base.
2. Monoblock
3. High pressure fuel pump The regulating valve is located in the secondary fuel filter base.
4. Fuel transfer inlet pressure
The fuel transfer inlet pressure sensor (4) sends a signal to the Engine ECM indicating
sensor
a restriction in the primary fuel filters.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -50- Module 3 - Engine

2
1

3
50_1
• Right side near front of engine: The C175 engine is equipped with a new larger volume fuel priming pump (1) and
motor (2).
1. Fuel priming pump
2. Motor The electric fuel priming pump is initiated by the Engine ECM via a fuel pump relay in
3. Manual fuel priming pump the cab or the manual fuel priming pump switch (3). The manual fuel priming pump
switch switch is used to prime the fuel system after changing fuel filters.

NOTE: If the engine is 100 rpm below the rated idle specification, the Engine
ECM will shut off the electric priming pump and the fuel transfer pump will supply
the fuel to the low pressure fuel system.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -51- Module 3 - Engine

4 3

1 51_1
• Right side near front of engine: The secondary fuel filters (1) and the tertiary fuel filter (2) are located on the right side
of the engine.
1. Secondary fuel filters
2. Tertiary fuel filter The fuel pressure sensor (3) on the front secondary fuel filter base monitors the
3. Fuel pressure sensor on front unfiltered fuel pressure.
secondary fuel filter base
The fuel pressure sensor (4) on the tertiary fuel filter base monitors the fuel pressure
4. Fuel pressure sensor on
after the fuel filters. The fuel pressure sensors work together to determine the
tertiary fuel filter base
restriction in the secondary fuel filters.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -52- Module 3 - Engine

FUEL FILTER RESTRICTION DERATE


PRESSURE ABOVE 124 kPa (18 psi)

60

50
(4) % Derate

40

30

20

10

0
0 1 min 2 min 3 min 4 min 5 min 5 min
(3) Time 1 sec

(1) Level 1 Warning (2) Level 2 Warning / Derates


52_1
• Fuel filter warning derate This illustration shows a graph of the fuel filter warning derate.

• Level 1 Warning The Engine ECM uses the pressure differential between the sensors to indicate a
restriction in the fuel filters. When a fuel filter differential pressure of 104 kPa (15 psi)
exists for a two-minute duration, the Engine ECM logs a Level 1 Warning (1).

• Level 2 Warning After a five-minute duration of a 124 kPa (18 psi) pressure differential, a Level 2
Warning (2) derate of 17.5% is initiated. After one additional second, another 17.5%
derate will be added to the initial derate, totaling 35%.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -53- Module 3 - Engine

53_1
• Rear of secondary filter base: The fuel transfer temperature sensor (1) is located on the base of the rear secondary
fuel filter (2) and monitors the fuel temperature in the low pressure fuel system.
1. F
 uel transfer temperature
sensor
2. Rear secondary fuel filter

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -54- Module 3 - Engine

54_1

54_2

High Pressure Fuel System

• High pressures The high pressure fuel system requires special handling to ensure personnel safety
and proper function of the components. The system contains spherical ball and
conical sealing joints. The system is designed to operate at approximately 180 MPa
(26,100 psi) fuel pressure with a system relief of 205 MPa (29,700 psi).

•R
 elieve fuel pressure before Before opening a high pressure fuel system line or removing components, ensure
servicing that the fuel pressure is relieved or purged. Connect Cat ET and observe the fuel
pressure. When fuel pressure decreases below 1000 kPa (145 psi), wait 15 minutes
before opening the high pressure lines.

Be aware that the fuel temperature may be warm enough to cause a burn to the
skin.

• Collect and contain fluids Be prepared to collect and contain all fluids during service procedures.

• Protect parts Keep all parts protected from contamination.

NOTE: The plastic bag that is shown has a Caterpillar® part number and is fuel
breakdown resistant. Refer to the Special Publication, NENG2500, “Caterpillar
Tools and Shop Products Guide” for tools and supplies to collect and contain
fluids on Caterpillar products. Dispose of all fluids according to local regulations
and mandates.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -55- Module 3 - Engine

2
55_1
• High pressure fuel components: Fuel flows into the monoblock (1) and to the FCV from the low pressure fuel system.
The FCV controls the output of the high pressure pump (2).
1. Monoblock
2. High pressure pump The high pressure pump sends fuel through the fuel rail (3) and quill tubes (4) to the
3. Fuel rail injectors. From the injectors, the bypassed fuel flows back through the monoblock
to the fuel tank.
4. Quill tubes

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -56- Module 3 - Engine

56_1
• Injector return line (green) This illustration shows the return line (green) from the injectors.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -57- Module 3 - Engine

4
57_1

2
3

57_2
• Front right side of engine: The top illustration shows the high pressure pump (1) on the right side of the engine.
The FCV (2) is installed at the rear of the fuel pump.
1. High pressure pump
2. FCV The FCV receives a PWM voltage signal from the Engine ECM which controls the
3. FCV suppressor module fuel inlet throttling to the high pressure pump.
4. Fuel transfer pump
Also shown is the FCV suppressor module (3) and the fuel transfer pump (4).

The suppressor module protects the FCV from voltage spikes.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -58- Module 3 - Engine

4 3
2
1

58_1
• FCV: The main components of the FCV are the control motor (1), connector (2), and the
valve section (3).
1. Control motor
2. Connector Fuel flows from the low pressure fuel system through the outboard valve opening (4)
3. Valve section and the inner spool (not visible). The inner spool directs the fuel through the inboard
valve opening (5) to the high pressure fuel pump.
4. Outboard valve opening
5. Inboard valve opening The FCV assembly is not serviceable and the assembly calibration is performed
directly by the manufacturer.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -59- Module 3 - Engine

(1) Inner Spool (2) Round Hole

FUEL CONTROL VALVE


SPOOL POSITION

(3) High Idle

(4) Low Idle

(5) Off
59_1
• FCV inner spool rotates When the FCV is commanded by the Engine ECM to increase the high pressure
pump fuel flow, the inner spool (1) with the triangle shaped throttling valve rotates
upward.

•T
 hrottling valve opening As the inner spool rotates upward, the throttling valve opening increases and directs
increases additional fuel flow to the high pressure pump.

• Fuel flows to high pressure pump Fuel flows through the throttling valve and metered fuel flow passes into the center
hole (not shown) of the inner spool and out of the valve through the round hole (2) to
the high pressure common rail pump.

• OFF position When the Engine ECM commands no flow to the high pressure pump, the throttling
section is in the closed (OFF) position. The inner spool rotates in the opposite
direction until the throttling valve is closed.

• Throttling valve positions The throttling valve is shown in the HIGH IDLE position (3), the LOW IDLE
position (4), and the OFF position (5).

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -60- Module 3 - Engine

60_1 60_2

1 2

60_3 60_4
• High pressure fuel sensors: High pressure fuel temperature is monitored by the high pressure fuel temperature
sensor (1) in the top of the fuel pump.
1. H
 igh pressure fuel
temperature sensor The fuel pressure is monitored by the high pressure fuel sensor (2) located in the fuel
2. High pressure fuel sensor rail. Both sensors send an input signal to the Engine ECM.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -61- Module 3 - Engine

1 2
3

61_1
• High pressure pump components: This illustration shows the internal components of the high pressure fuel pump. Fuel
flows from the monoblock (1) to the FCV (2).
1. Monoblock
2. FCV The FCV directs fuel flow to the fuel pump pistons. The pistons are driven by the
3. Outlet lobes on the shaft. There are two lobes for each piston so there are two compression
strokes for each shaft revolution.

As the pistons move down, fuel is drawn into the barrels. As the roller for the pistons
moves up on the lobe, the fuel is pushed out to the common fuel passage. Fuel exits
the pump at the outlet (3) and flows to the high pressure fuel rail.

If the fuel pressure in the high pressure fuel system increases above 205 MPa
(29,733 psi), a relief valve opens and all excess fuel flows back through the monoblock
to the fuel tank.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -62- Module 3 - Engine

6
4 4
3 5
2

1
6
62_1 62_2

4
7

5
62_3 62_4
• Fuel flow: Fuel from the high pressure rail (1) enters the flow limiter (2) and flows around the
outside of the piston (3) through the quill tube (4) to the injector (5). The flow limiter
1. High pressure rail prevents over fueling of the cylinder. If an injector has excessive leakage, the
2. Flow limiter increased flow acting on the bottom of the piston from the high pressure fuel rail will
cause the piston to move up against spring force. As the piston moves up, less fuel
3. Piston is sent through the quill tube to the injector.
4. Quill tube
5. Injector The high pressure fuel rail system contains spherical ball and conical sealing
6. Sealing joints joints (6).
7. Leak path
Double wall tubing (bottom left illustration) is designed to hold the high pressure fuel.
The leak path (7) allows the fuel to flow back to the fuel tank.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -63- Module 3 - Engine

63_1
• Joint end in the left There should be a sealing band around the ends of the tubes and the mating
illustration should not leak fuel surfaces as shown in this illustration. The joint end on the left shows an off white/
light gray color band that is approximately 1 mm (.04 inch) wide. The left joint end
should not leak fuel.

• Joint end in the center The joint end in the center shows some minimal scratches in the end of the tube
illustration should not leak fuel which do not interfere with the sealing band. The center joint end should not leak
fuel.

• Joint end in the right The joint end on the right shows minimal scratches that are interfering with the
illustration may leak fuel sealing band which could cause leaking. The right joint end should be replaced to
eliminate possible fuel leakage.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -64- Module 3 - Engine

xxxxxxxxxxxx
xxxx
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• Fuel injector: The C175 engine uses a unique injector trim file for each individual injector. The
Engine ECM monitors the injector performance for fuel efficiency.
1. Injector serial number
2. Confirmation code Injector trim files must be flashed into the Engine ECM for any of the following
conditions:

-- an injector is replaced
-- the Engine ECM is replaced
-- a diagnostic code is active that requires injector replacement
-- the injectors are exchanged between cylinders

The injector serial number (1) and confirmation code (2) are required to download
and install the trim file.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -65- Module 3 - Engine

65_1
• Cat ET status screen: When troubleshooting the high pressure fuel system, check the status screen in Cat
ET to help determine what fuel system component to troubleshoot.
1. Desired fuel rail pressure
2. Actual fuel rail pressure The Engine ECM commands the desired fuel rail pressure (1). The actual fuel
3. Fuel actuator position rail pressure (2) is displayed based upon a signal from the high pressure fuel rail
command sensor.
4. Percent fuel position
The fuel actuator position command (3) is sent from the ECM to the FCV. The
5. Fuel pressure percent fuel position (4) indicates the actual position of the FCV.

The fuel pressure (5) indicates the actual fuel pressure in the low pressure fuel
system.

The parameters in this illustration show the high pressure fuel pump producing the
required amount of fuel flow to the injector.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -66- Module 3 - Engine

1
2

2
6 66_1
• Air and exhaust system The 793F truck is equipped with an Air to Air AfterCooler (ATAAC) replacing the
components: Separate Circuit AfterCooler (SCAC).

1. Air cleaners Air is drawn into the system through four air cleaners (1) and four intake air tubes (2),
2. Intake air tubes into the compressor side of the four turbochargers (3).
3. Turbochargers
Clean air from the compressor section of the turbos is directed through two turbo
4. Turbo outlet tubes
outlet tubes (4) into the ATAACs (5) where the air is cooled.
5. ATAACs
6. ATAAC outlet tubes From the ATAACs, the cooled air is directed through two ATAAC outlet tubes (6) into
the right and left intake manifolds.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -67- Module 3 - Engine

AIR INDUCTION AND EXHAUST SYSTEM

(3) Compressor Inlet


Pressure Sensor

(1) Air (8) Muffler


Filters

(2) Aftercooler

(3) Compressor Inlet


Pressure Sensor (4) Intake Manifold (6) Turbo Inlet
Temperature Sensor Temperature Sensor
(1) Air
Filters
(5) Intake Manifold
Pressure Sensor
(3) Compressor Inlet
Pressure Sensor

(7) Engine (8) Muffler


ECM (1) Air
Filters

(2) Aftercooler

(3) Compressor Inlet (4) Intake Manifold (6) Turbo Inlet


Pressure Sensor Temperature Sensor Temperature Sensor
(1) Air
Filters
(5) Intake Manifold
Pressure Sensor

67_1
• Air flow through the air induction This schematic shows the air flow through the air induction and exhaust system.
and exhaust system. Clean air flows through the air filters (1) and enters the compressor side of the
turbos.

The compressed air from the compressor side of the turbos is directed through the
aftercoolers (2) to the intake manifold and the individual cylinders. The air combines
with the fuel for combustion.

The turbos are driven by the exhaust gas from the cylinders which enters the turbine
side of the turbos. The exhaust gasses flow through the turbochargers, the exhaust
tubing, and out through the mufflers.

•P
 ressure and temperature The four compressor inlet air pressure sensors (3), the two intake manifold air
sensors temperature sensors (4), the two intake manifold air pressure sensors (5), and the
two turbo inlet air temperature sensors (6) report to the Engine ECM (7).

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -68- Module 3 - Engine

68_1
• Top front of engine: The left turbine inlet temperature sensor (1) is located in the left exhaust tube and the
right turbine inlet temperature sensor (2) is located in the right exhaust tube.
1. L eft turbine inlet temperature
sensor The turbine inlet temperature sensors measure the exhaust temperature on the
2. Right turbine inlet turbine side of the turbochargers.
temperature sensor
The Engine ECM receives the data from both sensors and initiates a warning, a
derate, or a shutdown using the sensor with the highest temperature.

If either temperature sensor reads 805° C (1481° F) or above, the Engine ECM
sends a Level 3 Shutdown to the VIMS module, alarming the operator to SAFELY
shutdown the engine.

If a failure is detected in either the left or right exhaust temperature sensor circuits,
the Engine ECM will default to the maximum derate value of 25%. An exhaust
temperature derate occurrence will log an Engine Event in the Engine ECM. The
Engine ECM will not derate the engine if a turbine inlet sensor is faulty.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -69- Module 3 - Engine

TURBINE INLET TEMPERATURE DERATE


26

24

22

20

18

16
(2) Engine Derate (%)

14

12

10

0
0 5 10 15 20 25 30 35 40 45 50 55 60 65

(1) Time (Sec)


69_1
• Turbine inlet temperature derates The engine power will be derated when the turbine inlet sensor temperatures reach
a critical level that may cause engine damage.

• 0% derate In this illustration, 0% engine derate equates to a temperature of 725º C (1337º F) for
less than 5 seconds.

• 20% maximum derate When the highest temperature of either the right or left turbine inlet sensor temperature
rises above 725º C (1337º F) for a period of 5 seconds, the percentage of power
derate will increase by 2%. This will continue in 2% increments with each increment
lasting 5 seconds until the temperature drops below 725º C (1337º F) or the maximum
derate of 25% is reached.

If the condition reoccurs and the Engine ECM has not been powered down, the
percentage of derate will be the same as the last derate.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -70- Module 3 - Engine

70_1

70_2
• Intake tubes at front of engine: The right air intake manifold temperature sensor (1) is located in the intake tube on
the right side of the engine. The left air intake manifold temperature sensor (2) is
1. Right air intake manifold located in the intake tube on the left side of the engine.
temperature sensor
2. Left air intake manifold The Engine ECM monitors the intake manifold temperature to prevent potential
temperature sensor damaging conditions from high intake air temperatures, which can cause over fueling
3. Left intake manifold pressure and high exhaust temperatures.
sensor
A high intake temperature Level 1 Warning can be logged if the air temperature is at
4. Right intake manifold
80° C (176 ° F). A high intake temperature Level 2 Derate will be initiated if the air
pressure sensor
temperature in the intake manifold continues to rise above 90° C (194° F).

The left intake manifold pressure sensor (3) is located in the intake tube on the left
side of the engine. The right intake manifold pressure sensor (4) is located in the
intake tube on the right side of the engine.

The input data from the pressure sensors is used by the Engine ECM to electronically
control the air fuel ratio.

The ECM can log a high intake manifold pressure event and a low intake manifold
pressure event.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -71- Module 3 - Engine

71_1

71_2
•C
 ompressor inlet pressure The compressor inlet pressure sensors (arrows) are installed in the tubing between
sensors (arrows) the air filters and the turbochargers. The inlet pressure sensors measure the air
pressure at each individual turbo compressor inlet.

The compressor inlet pressure sensor reads the highest inlet restriction and initiates
a warning or derates the engine. The derates will increase as the restriction
increases.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -72- Module 3 - Engine

COMPRESSOR INLET PRESSURE RESTRICTION DERATE

12

11

10

9
(2) Engine Derate (%)

0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

(1) Inlet Restriction (kPa)

72_1
• Level 2 Derate Each compressor inlet pressure sensor measures the restriction of the particular air
filter. The Engine ECM will initiate a Level 2 Warning when one of the sensors reads
a pressure greater than 7.5 kPa (1.1 psi). The Engine ECM will also initiate a Level
2 Derate of 2% when one of the sensors reads a pressure greater than 10 kPa (1.5
psi). The Engine ECM will send a signal to the VIMS module with the derate
information.

• 10% maximum derate For every 1 kPa (0.15 psi) of additional restriction, the derate map will increase by
2% up to 10%.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -73- Module 3 - Engine

2 1

73_1
• Sectional view of cylinder head: This illustration shows the air flow within the cylinder head. The C175 cross flow
design is a change in the air flow through the head, improving performance, power
1. Intake passage density, and efficiency.
2. Exhaust passage
Air enters the intake manifold through the intake passage (1) and flows into the
cylinder. From the cylinder, exhaust air flows out through the exhaust passage (2)
and into the exhaust manifold.

The cross flow cylinder head provides separation between both the intake and
exhaust ports. The taller head has an increased valve lift of 22 mm (.866 inch)
compared to 18 mm (.71 inch) on the 3524 engine. The improved air flow enables a
greater amount of air in and out of the engine.

The intake and exhaust passages are rounded which decreases air restriction and
increases the air movement. The exhaust passage follows the same type curve
as the intake passage. The valves and passages are precisely rotated to provide
excellent air flow characteristics.

© 2009 Caterpillar Inc.


SERV1869 - 09/09 -74- Module 3 - Engine

1
Engine Pressurizer
Assembly

74_1 74_2

74_3 74_4
• Air leak detection: The C175 engine Pressurizer Assembly (321-6022) is used to detect leaks in the air
intake system.
1. Pressurizer assembly
2. Regulator A Pressurizer Assembly (1) is required at each filter in the section of the intake
system being tested. One of the pressurizer assemblies includes a regulator (2) to
adjust pressure and flow. The other pressurizer assembly is plugged to block air flow
out of the remaining filter.

When the air system is pressurized, soap and water is used to detect any leaks as
shown in the bottom right illustration.

© 2009 Caterpillar Inc.

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