Installation and Initial Start-Up Procedures{1408} Caterpillar

Introduction

This Special Instruction lists the parts (harnesses) needed and provides the necessary information and electrical schematics needed to connect the wiring harnesses linking the engine mounted terminal box and the Engine Supervisory System box when the Engine Supervisory System panel is remote mounted from the engine.

Also included are necessary instructions for providing power to the system and for initial commissioning.

The harnesses are available, from Caterpillar, in various lengths and may be trimmed to required length on site.

NOTE: The maximum recommended length of the wiring harness linking the Engine Supervisory System panel and the Engine Terminal box is 30.5 meters (100 ft).

Reference: Service Manual .. SENR4255, G3606 and G3608 Engines

Requirements

All wiring to be in conformance with national, state, and local wiring codes. All harnesses should be installed in metal, rigid or flexible conduit.

Installation

Engine Supervisory System Panel Mounting Requirements

Front Auxiliary Rack Mounted Engine Supervisory System Panel.

Remote mounted Engine Supervisory System Panel.

The Engine Supervisory System panel is designed to be mounted either to the front auxiliary rack of the engine or for remote mounting. It is recommended that the shock mounts always be used regardless of mounting location.

Refer to the above illustrations for installation dimensions.

Customer Interface Connections

This system provides a number of connections to customer supplied equipment. A fitting for installation of conduit is provided on the lower right side of the Engine Supervisory System panel to accommodate wiring to customer equipment. This conduit location is the most convenient for access to the Customer interface terminal strip.

24 Volt Power Supply Wiring and Requirements

The wiring from the power source to the Engine Supervisory System panel must be minimum 8 AWG. Fault protection should be provided to this wiring per appropriate wiring codes.

The voltage drop from batteries to the Engine Supervisory System panel must NOT exceed 0.50 volts at 30 amps.

The Engine Supervisory System is designed to operate on a 24 VDC supply. If the engine is not equipped with a battery and alternator, a source of clean 24 VDC power is required to operate the system. This can be provided with a battery and battery charger.

The system will draw a peak current requirement of 35 amps and an average current draw of approximately 12 amps. The connections to provide power are on the customer terminal strip of the Engine Supervisory System panel. Battery POS (+) should be connected to Terminal 351; Battery NEG (-) to Terminal 353.

Customer Interface Wiring

The Engine Supervisory System provides a terminal strip to interface to customer supplied additional modules. The following is a brief description of the signals provided:

Battery Power

Battery POS (+) (Unfused) (Terminal 351)

Terminal 351 is designed to be used to provide a battery positive connection between a remotely provided battery source and the system.

The minimum wire gauge for this connection is 8 AWG.

Battery POS (+) (Fused) (Terminal 352)

Terminal 352 may be used to provide fused + Battery connections for remote relays controlled by the Engine Supervisory System:

* Remote throttle controllers

* Serial interface convertors .. or

* Provide + 24 VDC connections for remote relays controlled by the Engine Supervisory System.

The maximum current capacity is 5 amps.

Battery NEG (-) (Terminal 353)

Terminal 353 is designed to be used to provide a battery negative connection between a remotely provided battery source and the system.

The minimum wire gauge for this connection is 8 AWG.

Battery NEG (-) (Terminal 354)

Terminal 354 is designed to be a - Battery connection for remote devices or remote reference.

Linear Control Interface

+ 20 Supply (Terminal 359)

Terminal 359 provides 20 VDC protected power for remote mounted 6V3291 Analog to PWM Modules.

External Fuel Quality (Terminal 361)

This input can be used to provide an external fuel quality indication to the Engine Control System. This input can be used in conjunction with a 6V3291 Analog to PWM Module to provide the appropriate system.

External Throttle (Terminal 362)

This input can be used to provide an external desired engine speed indication to the Engine Control System.

This input is compatible with PWM equipped Woodward load sharing modules.

This input can also be used in conjunction with a 6V3291 Analog to PWM Module to provide the appropriate signal to the system.

REF (-) (Terminal 363)

Terminal 363 provides a ground for externally mounted 6V3291 Analog to PWM Modules, and/or serve as the ground for the PWM signal provided by the Woodward loadshare modules.

System Status Outputs

Annunciator (Terminal 365)

This output will interface to the optional alarm module.

Engine Failure (Terminals 367, 368)

Terminals 367 and 368 provide a semi-isolated normally open contact to indicate that a failure has occurred which has shut down the engine.

Start/Run (Terminal 372)

This output provides approximately battery voltage whenever:

* Sufficient prelube pressure is available to start the engine, the Driven Equipment Ready input indicates that the driven equipment is ready for start, and no faults or inhibits are present to prevent engine start.

Relays connected to this terminal must be provided with a flyback diode.

CTR (Terminals 374, 375)

Terminals 374 and 375 provide a semi-isolated open contact to indicate that crank termination speed has been achieved.

This contact remains closed from crank initiation speed until engine is stopped.

The contact is designed to have - Battery common between the ESS system and the load using the contact as Terminal 375 has a flyback diode connected to - Battery.

Terminal 375 should be connected to a positive supply.

Terminal 374 should be used for connection to the load.

Run Relay (Terminals 381, 382)

Terminals 381 and 382 provide a semi-isolated open contact to indicate that the engine is running.

This contact remains closed from start of cranking until start of engine shutdown.

The contact is designed to have - Battery common between the ESS system and the load using the contact as Terminal 382 has a flyback diode connected to - Battery.

Terminal 381 should be connected to a Positive supply.

Terminal 382 should be used for connection to the load.

ESS Fault (Terminal 360)

This output provides approximately battery voltage whenever the Engine Control System portion of the ESS system has caused an engine shutdown.

Relays connected to this terminal must be provided with a flyback diode.

Maximum permissible output current draw from this terminal is 150 mA.

Horn Driver (Terminal 356)

This output provides approximately battery voltage whenever a shutdown or alarm condition is present.

Relays connected to this terminal must be provided with a flyback diode.

Control Switch Input Connections

Emergency Stop (Terminal 355)

Terminal 355 is provided to allow remote mounting of an emergency stop switch.

This input functions identically to the emergency stop switch on the Engine Supervisory System panel (short to ground to shutdown).

Customer Stop (Terminal 366)

This terminal is provided for engine shutdown due to remote equipment faults. (Short to ground to shutdown).

This input should not be used if the SI Status Control has been programmed with a COOLDOWN time.

In general, the preferred shutdown input for external equipment should be the DRIVEN EQUIPMENT READY input.

Generator Parallel (Terminal 369)

This input (-B) is used with generator-set engines to indicate to the control system that the generator is paralleled with a utility. This affects the control characteristics of the engine.

This input has no effect in industrial applications.

Prelube Initiate (Terminal 371)

In systems NOT equipped with continuous prelube, or with intermittent prelube backup to continuous prelube, the system will normally automatically prelube the engine in response to an engine start request.

However, engine start will be delayed until prelube is complete.

This input is provided to allow remote prelube of the engine in advance of engine start.

In systems equipped WITH continuous prelube this input has no effect.

If the Mode control switch is in any position other than OFF/RESET or the ESS system is energized (displays are on), connecting this input to Switch Reference Ground (Terminal 376) will cause the engine prelube system to turn on.

If the Mode control switch is in OFF/RESET and the system is not energized, connecting this input to Switch Reference Ground (Terminal 376) will cause no action until the Mode control switch is moved from the OFF/RESET position.

Start Initiate (Terminal 373)

If the Mode Control Switch is in the AUTO position, connecting this input to Switch Reference Ground (376) will cause the engine to prelube and, if the DRIVEN EQUIPMENT READY input indicates that the driven equipment is ready, start the engine.

In all other switch positions this input has no effect.

Driven Equipment Ready (Terminal 384)

This input is provided to prevent engine start until the driven equipment is ready and to shutdown the engine if the driven equipment is no longer ready.

Connecting this input to Switch Reference Ground (Terminal 376) will allow the engine to start if all other starting conditions are met.

IDLE/RATED Control (Terminal 364)

This input is provided to allow a means to force the engine speed to remain at low idle.

Connecting to this terminal to Switch Reference Ground (Terminal 376) will permit the engine to accelerate from low idle to high idle once sufficient oil pressure is attained.

Leaving this terminal open will inhibit the engine from accelerating above low idle.

Customer Mode Control Switch Contacts

The following contacts are provided from an additional pole on the Mode Control Switch.

Switch Common (Terminal 389):

* This terminal is connected to the common of an isolated pole of the Mode Control Switch.

OFF/RESET (Terminal 385):

* This terminal is connected to the common when the Mode Control Switch is in the OFF/RESET position.

START (Terminal 386):

* This terminal is connected to the common when the Mode Control Switch is in the START position.

STOP (Terminal 387):

* This terminal is connected to the common when the Mode Control Switch is in the STOP position.

AUTO (Terminal 388):

* This terminal is connected to the common when the Mode Control Switch is in the AUTO position.

Serial Communication (Terminals 357, 358)

These terminals provide communications capability to future remote controls.

NOTE: This communications port is NOT compatible with RS232 serial communications.

Custom Features

Reserved Terminals (Terminals 370, 377, 378, 379, 380)

These terminals have no function in this panel configuration.

Call the factory for further information.

Engine Supervisory System Panel to Engine Terminal Box Harness

Install the following cables and terminate them at the engine junction box and Engine Supervisory System box.

NOTE: Cables are prelabeled for easier cable installation.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Terminal. (C) Red Wire. (D) White Wire. (E) Black Wire. (F) Shield.

The following circuits require the three conductor, shielded, Teflon® jacketed cables.

NOTE: The shield and ground connection are terminated at a common terminal in the Engine Supervisory System Box.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) Red Wire. (D) White Wire. (E) Black Wire. (F) Shield.

The following circuits require the three conductor, shielded, Teflon® jacketed cables. The shield and ground connection are terminated at separate terminals in the Engine Supervisory System Box.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) Red Wire. (D) White Wire. (E) Green Wire. (F) Black Wire. (G) Yellow Wire. (H) Shield.

The following circuit requires the five conductor, shielded, thermoplastic jacketed cable.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) White Wire. (D) Blue Wire. (E) Green Wire. (F) Orange Wire. (G) Red Wire. (H) Black Wire. (I) Shield.

The following circuit requires the six conductor, shielded, Teflon® jacketed cable.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) White Wire. (D) Black Wire. (E) Shield.

The following circuit requires the three conductor, shielded, Teflon® jacketed cable.

NOTE: The shield is only terminated in the Engine Junction Box.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) White Wire. (D) Black Wire. (E) Shield.

The following circuits require the two conductor, shielded, Teflon® jacketed cable.

NOTE: The shield is terminated in both boxes.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) White Wire. (D) Black Wire. (E) Shield.

The following circuits require the two conductor, shielded, Teflon® jacketed cable.

NOTE: The shield and black wire are terminated at a common terminal in the Engine Supervisory System Box.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) Red Wire.

The following circuits require 16 AWG single conductor red wire.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) White Wire.

The following circuits require one 16 AWG single conductor white wire.

(A) Engine Junction Box Terminal. (B) Engine Supervisory System Box Terminal. (C) Yellow Wire. (D) Red Wire.

The following circuits require 20 AWG chromel/alumel thermocouple cable with polyvinyl insulation.

NOTE: The YELLOW wire is positive (+) and the RED wire is negative (-).

Vee engines only.

(A) Engine Junction Box Terminal. (B) Fuse Block located in Engine Junction Box. (C) Engine Supervisory System Box Terminal. (D) Red Wire. (E) Black Wire.

The following circuits require a twisted pair 6 or 8 AWG Red and Black wires.

Refer to:

Reference: Service Manual (Module) .. G3600 Engine Electronic Troubleshooting

Service Manual (Module) .. SENR4258, G3606 and G3608 Engine System Operation, Testing and Adjusting

Initial Start-Up Procedure

The following procedure is to be used when starting the engine for the first time or after major maintenance or repair to the engine or Engine Supervisory System system.

Before Applying Power To The System

1. Turn off air supply to the Air Start Solenoid and the Prelube Solenoid to prevent accidental cranking or engine prelube if wiring is incorrect.

2. To minimize the potential of damage to components due to incorrect wiring, disconnect the connectors from the following devices:

* Air Restriction Sensor(s)

* All lonization Buffers

* Choke Actuator

* Crankcase Pressure Sensor

* Detonation Sensor(s)

* Engine Control Air Temperature Sensor

* Engine Control Speed Sensor

* Filtered Oil Pressure Sensor

* Fuel Actuator

* Fuel Temperature Sensor

* Gas Shutoff Valve

* Jacket Water Temperature Sensor

* Pressure Module

* Starting Air Pressure Sensor

* Wastegate Actuator

3. Set Engine Control Switch to OFF/RESET, .. and

* Verify that the speed sensors are properly calibrated.

Refer to Sensor Calibrations in this instruction.

* Verify that the actuators are properly set up.

Refer to Choke Actuator in this instruction.

Before Starting Engine

* Make a walk-around inspection of the installation.

* Wipe clean all fittings, caps and plugs.

* Inspect the air intake system piping, elbows and gaskets for cracks or damage and repair or replace if necessary.

* Inspect for loose clamps and tighten to recommended torque if necessary.

* Inspect the cooling system for leaks.

* Inspect the system piping for cracks or damage.

* Inspect for loose clamps and tighten to recommended torque if necessary.

* Inspect for lubrication leaks, such as seals, crankcase, oil filter, oil gallery plugs, sensors and valve covers.

* Inspect wiring for loose connections and worn or frayed wires, especially the engine junction box and magnetic pickups.

* All guards must be in place and in serviceable condition. Repair if damaged or replace if missing.

* Measure the engine crankcase oil level. The correct oil level is shown on the Engine Stopped side of the dipstick (oil level gage).

Refer to the Refill Capacities chart in SEBU6278 Operation & Maintenance Manual, for the engine's crankcase capacity.

NOTE: If the ADD and FULL marks have not been stamped on the dipstick, contact your Caterpillar dealer for assistance.

* Check the coolant level.

* The coolant level MUST be within 13 mm (.500 in) of the bottom of the fill pipe .. or

* If equipped with a sight glass, the coolant level MUST be in the zone indicated.

* Disengage the clutch, or open the circuit breaker on a generator set.

* Check the oil level(s) on driven equipment, if equipped.

Separate Circuit Aftercooler (SCAC)

1. Set the Mode Control Switch to OFF/RESET.

2. Connect a 24 VDC power source to Engine Supervisory System panel on Terminals 351 and 352.

Refer to 24 Volt Power Supply Wiring and Requirements in this instruction.

NOTE: This should not cause any observable action by the control system.

* Verify that all modules are turned off (No LED's on the SI Timing Control, no Display or LED's on the SI Engine Control, no displays or LED's on the SCM, and no display on the Engine Supervisory System modules).

If the modules are on refer to Service Manual (Module) .. G3600 Engine Electronic Troubleshooting

* At the engine terminal box, verify that:

(1) The air prelube solenoid is de-energized.

Refer to Service Manual (Module) .. G3600 Engine Electronic Troubleshooting if energized.

(2) The starter solenoid is de-energized.

Refer to Service Manual (Module) .. G3600 Engine Electronic Troubleshooting if energized.

(3) The wire to the gas shutoff valve is de-energized.

Refer to Service Manual (Module) .. G3600 Engine Electronic Troubleshooting if energized.

3. Turn Engine Control Switch to STOP.

This should cause all of the modules to power-up, but should not cause the actuators to be energized. All modules will probably indicate diagnostic failure codes due to the disconnected sensors and actuators.

At the Engine Supervisory System panel, verify that:

* The SI Engine Control provides power-up message and LED test. It is normal at this point for the SI Engine control to indicate that several faults are present. This is due to the disconnected sensors and actuators. Disregard these diagnostics at this time.

* The SI Timing Control provides power up LED test. It is normal at this time for the SI Timing Control to indicate several faults. Disregard these diagnostics at this time.

* The gauge system will indicate fault conditions.

* The SCM indicates fault codes.

* The pyrometer displays exhaust temperatures of about room temperature.

* Slave Relay 1 in the Engine Supervisory System panel energizes.

At the engine terminal box, verify that:

* The air prelube solenoid is de-energized (Terminal 169).

* The air start solenoid is de-energized (Terminal 170).

* The wire to the gas shutoff valve is de-energized (Terminal 167).

* Slave Relay 2 is de-energized.

* 10 volts ± 1 Volt is present on the Fuel Temperature Sensor wire.

* 10 volts ± 1 Volt is present on the Engine Control Air Temperature Sensor wire.

* 20 volts ± 2 volts is present on the Pressure Module wire.

* 10 volts ± 1 Volt is present on the Engine Control Speed Sensor wire.

* 13 volts ± 1 Volt is present on the Detonation Sensor(s) wire.

* 10 volts ± 1 Volt is present on the Crankcase Pressure Sensor wire.

* + Battery is present on the Starting Air Pressure Sensor wire.

* + Battery is present on the Air Restriction Sensor wire.

* + Battery is present on the Unfiltered Oil Pressure Sensor wire.

* + Battery is present on the Filtered Oil Pressure Sensor wire.

* 5 volts ± 1 Volt is present on the Status Control Oil Pressure Sensor wire.

* 10 volts ± 1 Volt is present on the Engine Coolant Temperature Sensor wire.

* Battery voltage is present on the lonization Buffers wire.

* Battery voltage is not present on the Fuel Actuator power supply wire.

* Battery voltage is not present on the Choke Actuator supply wire.

* Battery voltage is not present on the Wastegate Actuator supply wire.

Refer to Electrical Schematic in the Service Manual.

4. Turn Engine Control Switch to OFF/RESET.

* Verify that all modules turn off.

* Verify that SR 1 de-energizes.

5. Reconnect all sensors and actuators.

Refer to Electrical Schematic in the Service Manual for testpoint terminal numbers.

Pre-Start System Verification

Through independent means assure that gas is not supplied to engine.

1. Turn Engine Control Switch to STOP and ...

* Program or verify programming of SCM setpoints.

Refer to the Programming Procedures in Service Manual (Module) .. SENR4258, G3606 and G3608 Engine System Operation, Testing and Adjusting

2. Turn Mode Control Switch to OFF/RESET to reset the diagnostics.

3. Turn Mode Control Switch to STOP .. and

* Correct any diagnostics indicated by the SISCM.

* Correct any diagnostics indicated by the SI Engine Control (SIEC).

* Correct any diagnostics indicated by the SI Timing Control (SITC).

4. With gas turned off, push the prelube button, verify that prelube pump turns ON and SR2 energizes.

* Hold button on until Pre-Lube indicator on CMS display comes on.

* Release button and allow pressure to drop until Pre-Lube light extinguishes.

NOTE: The next step will cause engine cranking, assure that personnel and material are clear of engine and driven equipment.

5. With gas turned off, turn the Engine Control Switch to START, and verify that the prelube pump comes ON followed by starter engagement after the Pre-Lube Light comes ON.

6. Allow the engine to crank and verify that the engine speed display on the CMS Display indicates cranking speed.

Initial Engine Start

NOTE: The following steps will result in engine start. It is recommended that someone manually control an upstream fuel valve until system check-out is complete.

1. Place Engine Control Switch in the STOP position. Open the upstream gas valve.

* Verify that there are no gas leaks and that no fuel flows past the gas control valves.

* Verify that IDLE/RATED display on SI Engine Control indicates IDLE.

* Verify that the Fuel Energy Content (Btu) setting is correct for the available gas.

* Verify that the desired speed input is set to an appropriate speed.

2. Using the DDT, set the system to Magneto Calibration Mode.

NOTE: The following step will result in engine cranking and/or start. Assure that personnel and material are clear of engine and driven equipment.

3. Turn Engine Control Switch to MANUAL, and ...

* Verify that the engine prelubes then begins cranking.

* Engine should start and accelerate to low idle. It may require several tries to start the engine the first time in order to clear the fuel lines of air.

If the engine repeatedly fails to start refer to Service Manual (Module) .. G3600 Engine Electronic Troubleshooting.

If the IDLE/RATED terminal is jumped to - Battery, the engine will stay at low idle for only a brief time before accelerating to the desired engine speed input selected.

Otherwise, the engine will remain at low idle until rated is selected.

* Verify that the engine is running at the selected speed.

4. Verify that the Emergency Stop Pushbutton will shutdown the engine by pressing the Emergency Stop Pushbutton.

5. Restart the engine.

* Verify that all displays on all modules function properly.

* Verify that the CMS display and SISCM properly indicate engine speed.

* Verify that ignition timing is correct, according to the specification for the engine, as indicated by the DDT in Magneto Calibration Mode. Adjust magneto as necessary.

* Exit the Magneto Calibration Mode, and enter the Prechamber Calibration Mode.

6. Apply approximately 40% load to the engine.

* Verify that no faults are indicated. Maintain power at this level until coolant temperature indicates engine is warmed up. If the SIEC indicates MISFIRE or FAIL TO FIRE CAUTION codes, adjust prechamber needle valves as indicated in the service procedures (maintain load at 40% until adjusted).

7. Apply approximately 75% load to the engine.

* Verify that no faults are indicated. Maintain load at this level for at least 1 hour.

* Adjust prechamber needle valves as indicated in the service procedures.

* Exit the Prechamber Calibration Mode

8. Apply full load.

* Verify no faults indicated.

* Verify fuel factor remains 100 ±2 after exiting prechamber calibration mode.

Sensor Calibrations

This section describes how to properly adjust the sensors on this engine that require initial adjustment.

Engine Speed Sensor Adjustment

The engine speed sensor is located on a mounting bracket above the flywheel and ring gear on the right side of the engine.

NOTE: This sensor, which provides engine speed measurement to the SI Engine Control, MUST be set with the proper clearance from the flywheel to function properly.

With the engine stopped, loosen the locknut, then turn the sensor in until the sensor contacts the flywheel. Then turn the sensor back out 5/8 turn and tighten the locknut.

Timing Speed Sensor Adjustment

The timing speed sensor is located on a mounting bracket above the flywheel and ring gear on the right side of the engine.

NOTE: This sensor, which provides engine crank angle measurement to the SI Timing Control, MUST be set with the proper clearance from the flywheel to function properly.

With the engine stopped, loosen the locknut, then turn the sensor in until the sensor contacts the flywheel. Then turn the sensor back out 5/8 turn and tighten the locknut.

Crank Angle Sensor Adjustment

The crank angle sensor is located on a mounting bracket above the flywheel and ring gear on the right side of the engine.

This sensor, which provides indication of TC position to the SI Timing Control, must be set with the proper clearance from the flywheel to function properly.

With the engine stopped, loosen the locknut, then turn the sensor in until the sensor contacts the flywheel. Then turn the sensor back out 5/8 turn and tighten the locknut.

Choke Actuator

Adjusting

1. Start the engine and run at rated speed and no load (or minimum load) on the engine.

2. Connect the Digital Diagnostic Tool (DDT) and set it in STATUS mode.

3. Display the DESIRED versus ACTUAL air pressure on the DDT.

4. Adjust the length of linkage rod (A) between the choke actuator lever and the choke shaft lever to change the ACTUAL air pressure until it matches the DESIRED air pressure.