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Introduction
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Diesel Particulate Filters (DPF) are not applicable to all engines. Diesel Particulate Filters intended for usage on diesel fueled engines only. This technology does not apply to engines that use any other fuel other than ultra low sulfur diesel fuel. A DPF should not be applied to any engine that does not meet all the requirements set forth in this document. The performance conditions required for installation and operation of this technology can be found on the EPA Verified Technologies List web site. Be sure to see all letters and attachments. All installations must include the Diagnostic Module. The Diagnostic Module monitors temperature and pressure conditions providing critical information to the operator. If the required temperature profile is not met, the DPF will not function properly resulting in possible Engine/DPF damage or failure. Upon initial installation of any DPF, a backpressure reading must be taken and recorded for future comparison. The DPF replaces the muffler and may require additional heavy-duty brackets and other modifications/fabrications for proper installation. Consult your Caterpillar Dealer Technical Communicator for specific installation questions. |
The Caterpillar Diesel Particulate Filter System includes (see Illustration 1) the following: a diesel oxidation catalyst, a particulate filter, exhaust temperature/pressure monitor ( 423-5875 Clean Emissions Module or the 423-5876 Exhaust Monitor Gp which includes the Diagnostic Module (see "Parts List" section), thermocouple and parts needed for installation.
Note: Caterpillar requires that every vehicle equipped with a Diesel Particulate Filter must install the 423-5875 Clean Emissions Module for warranty and maintenance purposes.
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| Illustration 1 | g01917300 |
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Typical DPF Unit (Diagnostic Module not shown) | |
Diesel Particulate Filter Operation
The Caterpillar Diesel Particulate Filter (DPF) is used to reduce greater than 85% of the emissions of particulate matter (soot). These emissions are reduced by filtration as the exhaust passes through the DPF wall. Carbon monoxide (CO), and Hydrocarbons (HC) are also reduced as the engine exhaust passes through the catalytic oxidation and filtration units. The DPF filter substrate uses a series of alternately blocked channels which forces exhaust gasses to flow through the channel walls. Particulates are physically captured and chemical reactions take place (see Illustration 2). Carbon monoxide and hydrocarbons are converted into carbon dioxide and water vapor. These filters are self-regenerating. Self-regenerating filters are not disposable, but, instead, will "burn off" the accumulated soot continuously if the proper exhaust temperature profile is met.
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| Illustration 2 | g01917293 |
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DPF Wall Flow Design | |
Proper DPF regeneration REQUIRES the following conditions:
- Ultra Low Sulfur Diesel Fuel Must Be Used. Ultra Low Sulfur Diesel Fuel must have an average sulfur content of 15 parts per million (ppm).
- Ultra Low Sulfur Diesel (ULSD) fuel (≤ 15 ppm (mg/kg) sulfur) is required by regulation for diesel engine use in California. The United States (U.S.) Environmental Protection Agency (EPA) defines Ultra Low Sulfur Diesel (ULSD - S15) as a U.S. diesel fuel with a sulfur content not to exceed 15 parts per million (ppm (mg/kg)). Also, the sulfur content in the diesel fuel is not to exceed 0.0015 percent by weight. ULSD fuel must meet the S-15 fuels designation in the latest edition of ASTM D975 and/or conform to Caterpillar Fuel Specification.
- Failures that result from the use of improper fuels are not Caterpillar factory defects. The use of Low Sulfur diesel (500 ppm or mg/kg) or any other diesel fuel than Ultra Low Sulfur diesel fuel is illegal. The warranty may also be affected.
- Biodiesel fuel may be used up to the B20 blend level (20% biodiesel and 80% appropriate ULSD fuel) IF the final B20 blend conforms to ASTM D7467 and API gravity 30-45. The neat biodiesel blend stock should conform to ASTM 6751.
- The engine exhaust temperature at the DPF inlet must be
240° C (464° F) or greater for at least 40 percent of the time. - The ratio of nitrogen oxides (NOx) to particulate matter (PM) must be a minimum of 25:1. This ratio is the NOx level, in grams/brake horsepower hour, divided by the PM level). This technology is currently applicable to 1996or newer Tier I or Tier 2 engines. Current Caterpillar retrofit passive DPF product is not applicable to Tier 3 engines.
- Consult with State and Federal agencies for verification requirements.
- The engine should be maintained and must not consume oil at a rate greater than the rate specified by the engine manufacturer.
- Caterpillar DEO-ULS (Ultra Low Sulfur) 319-2260 Oil exceeds the performance requirements of API category CJ-4 oil and is recommended due to a low ash specification. Engine oil that meets or exceeds the specifications in the Caterpillar ECF-3 or API CJ4 Categories may be used in these applications. Oil burned during the combustion process accounts for almost all of the DPF ash accumulation (because of oil additives). The use of the recommended low ash oil results in lower ash accumulation in the filter. Failure to use the recommended grade of oil may result in more frequent ash removal service intervals.
Diagnostic Module Operation
The 423-5875 Clean Emissions Module is a device designed to monitor the DPF system continuously. Exhaust temperature is monitored with a thermocouple probe that is installed in the DPF inlet housing.
Exhaust back pressure is measured with a pressure sensor that is located within the diagnostic module. The pressure sensor is connected to the DPF by
Information that is included in this special instruction is a description of the Diagnostic Module groupgeneral guidelines for proper installation of the Diagnostic Moduleoperation instructions. Read each section carefully before installation and operation of the Diagnostic Module. Contact the Caterpillar Dealer Technical Communicator regarding specific installation questions.
Note: Caterpillar requires that every vehicle equipped with a Diesel Particulate Filter must install and operate a Diagnostic Module for warranty and maintenance purposes.
System Operation
The Diagnostic Module monitors exhaust temperature and back pressure of the DPF system. The Diagnostic Module will warn the operator of the need for cleaning the filter. The Diagnostic Module will also warn the operator of a potential problem with the exhaust system that may exist. The Diagnostic Module is equipped with internal memory for recording the temperature, back pressure, and alarm events that occur during vehicle operation. Data accumulated by the Diagnostic Module over time can be downloaded directly to a personal computer (PC) via a serial data link for further analysis. The Diagnostic Module contains alarm outputs which activate the LEDs on the Diagnostic Module and the Remote Display. The Remote Display will display alarm outputs in order to warn the machine operator when DPF operating conditions exceed allowable parameters. The Remote Display must be mounted in the machine cab in a location that is visible to the operator. Any LED that is illuminated on the Remote Display is a signal to check the LEDs on the Diagnostic Module. The LED displayed on the Diagnostic Module will indicate the problems.
Diagnostic Module Description
The Diagnostic Module is packaged in such a way that the Diagnostic Module is durable. The Diagnostic Module can withstand a wide temperature range (up to 85° C or 185° F). Exhaust temperature is monitored with a thermocouple probe that is installed in the inlet section of the Diesel Particulate Filter.
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| Illustration 3 | g03628396 |
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Diagnostic Module | |
Data for temperature and pressure is collected on a continuous basis and monitored in order to detect conditions that exceed defined limits.
Below are the descriptions of the numbered items on the Diagnostic Module in Illustration 3:
- (1) Mounting Holes: The four rubber grommeted mounting holes are for securing the diagnostic module to the body/chassis.
- (2) System Status LED: Flashes every two seconds when the diagnostic module is powered up.
- (3) Over Pressure Alarm LED: A red LED comes on when the system detects an "Over Pressure Alarm" condition.
- (4) Over Temperature Alarm LED: A red LED comes on when the system detects an "Over Temp Alarm" condition.
- (5) System Problem LED: A red LED comes on when the system detects a problem with one of the diagnostic module sensors (thermocouple or pressure sensor).
- (6) Alarm Reset Button: Pressing this button will reset the diagnostic module to a non-alarm condition. It will remain in the state until the alarm becomes active again.
- (7) Pressure Sensor Connector: Power and signal connection to the externally mounted pressure sensor.
- (8) Power Pigtail: Male Weather-Pack connector. 12 Vdc or 24 Vdc power is supplied to the diagnostic module through this pigtail.
- (9) Outlet Thermocouple Connector: This pigtail is ONLY used when a dual thermocouple configuration3 is required. The red boot should remain on the connector when not being used.
- (10) Inlet Thermocouple Connector: This connector is used when a single thermocouple is used.
- (11) Alarm Output Connector: Female Weather-Pack connector. Alarm signal is transmitted to the engine ECU or remote display through this connector.
- (12) Mounting Nut: Six nuts secure the enclosure to the base.
- (13) Serial Data Comm Port: A communication link is established through this connector to a PC or laptop computer using a 220-3778 Adapter Cable As
Note: Generally outlet temperature connector (9) and alarm output connector (11) are not used.
Backup Battery
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| Illustration 4 | g01952406 |
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Location of the Battery inside the Diagnostic Module (1) | |
The Diagnostic Module contains a backup battery that saves critical parameters in the event of a power loss to the Diagnostic Module. The Diagnostic Module will not operate on this battery if power is lost. The internal battery allows the Diagnostic Module to save stored data, alarm settings, dates, and time in the event of machine battery power loss. The 234-6729 Battery (1) (battery type number is BR2325) must be replaced after every 5 years. To replace the internal battery, remove the six castellated nuts on the outside casing of the Diagnostic Module and separate the two halves. The internal battery is held in place by a spring in the corner of the circuit board (as shown in Illustration 4). Replace the battery and bolt the two halves together.
Replace the internal backup battery by following the numbered steps below:
- With the Diagnostic Module connected to vehicle battery power and a laptop computer, launch the "Diagnostic Module Communications" software.
- Click the "Connect" button.
- Click the "Download Program from Diagnostic Module" button.
- Click the "File/Save" button located at the top portion of the screen. Clicking this button saves the alarms settings to your computer.
- Click the "Download Data" button and follow the onscreen instructions to save the data.
- Click the "Disconnect" button.
- Unplug the Diagnostic Module from vehicle power.
- Remove the copper tubing from the Diagnostic Module pressure sensor.
- Remove the six 11/32 nuts that hold the Diagnostic Module to the mounting base. Separate the Diagnostic Module from the mounting base.
- Remove the internal battery from the holder and install the new replacement 234-6729 Battery.
- Reassemble the Diagnostic Module to the mounting base by using the six nuts.
- Reconnect vehicle battery power to the Diagnostic Module.
- Launch "Diagnostic Module Communications" software.
- Click the "Connect" button.
- Click the "File Open" button located at the top left corner of the screen.
- Click on the program that was downloaded in Step 5 and click "Open".
- Click "Upload Program" to Diagnostic Module.
- Click the "Set Date/Time" button. Set the date and time to PC time.
- Reinstall the copper tubing to the Diagnostic Module.
- Disconnect laptop PC.
The Diagnostic Module should now be ready for continued service.
Communications Software
A mobile PC or laptop computer that is running Windows 95 or newer, will allow access to the data the Diagnostic Module stores in memory. The software for the Diagnostic Module is a user friendly, single screen program, that operates under the Windows 95, 98, 2000, and XP operating systems. Once the software is installed on a PC, the software allows communication between the PC and the Diagnostic Module. Using the 220-3778 Adapter Cable As, data can be downloaded, graphed, and Diagnostic Module alarms can be diagnosed. Software is available via the Internet at the Johnson Matthey web site:
- Enter the following URL in a web browser:
http://devonedi.jmusa.com:8080
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Illustration 5 g02491416 - A dialog will appear asking you to enter a username and a password. Refer to Illustration 5.
- In the "User name" field enter: JohnsonMatthey
- In the "Password" field enter: 2167987
- Click "OK".
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Illustration 6 g03628459 Communications Website - The Communications Website for the Diagnostic Module will appear. Refer to Illustration 6.
- Under the "File Name" column, find "Version-v-1-64.zip" and select "click here" to download the software.
- A folder will be downloaded with this software. Open the folder and select the "Install" file to download the software communication with the Diagnostic Module.
Determine the time and the date of an alarm, the back pressure and temperature at the time of the alarm and the reason for the alarm. Refer to the "Diagnostic Module Settings" section for additional information.
Diagnostic Module Installation Procedure
The installation of the Diagnostic Module should be performed in two stages, mechanical and electrical. Both stages of the installation are included in this special instruction.
Note: When installing the Diagnostic Module, the following conditions must be met to comply with Caterpillar warranty requirements.
- The Diagnostic Module must be mounted in an easily accessible space that has an ambient temperature less than
85° C (185° F) during normal vehicle operation. The Diagnostic Module must be located away from direct sources of heat such as the engine, exhaust manifolds, and radiator. Cab mounting is preferred. - The Diagnostic Module must be mounted in a location that is not directly exposed to high-pressure steam cleaning, solvents, battery fumes, mud, or electrical discharge. Cab mounting is preferred. Caterpillar recommends an approved NEMA enclosure for externally mounted applications.
- The Diagnostic Module must be connected to 12 vdc or 24 vdc of unswitched power. The Diagnostic Module must be connected to unswitched battery power and grounded on the battery side of the machine battery disconnect switch. This connection enables a constant power supply and permits isolation of the Diagnostic Module from stray welding currents and so on, via the disconnect switch.
- The Diagnostic Module must not be exposed to a voltage supply or power surges that are greater than 30 vdc.
- The supplied thermocouple and wire must be used. The Diagnostic Module must be mounted in a position higher than the DPF inlet (cab location preferred). This position prevents damage to the pressure transducer from condensation that collects in the copper tube between the DPF system and the pressure transducer.
Note: Caterpillar requires installing the Diagnostic Module at the same time as the DPF system to validate the DPF system and Diagnostic Module warranties.
The 423-5876 Exhaust Monitor Gp includes the following:
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| Illustration 7 | g01427073 |
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Diagnostic Module Group Parts List (1) Weather pack silicon seal (2) Weather pack plug connector (3) (4) (5) Weather pack receptacle connector (6) Weather pack socket terminal (7) Weather pack pin terminal | |
Each 423-5876 Exhaust Monitor Gp contains the following:
- Four Weather pack silicon seals (1)
- One Weather pack plug connector (2)
- One 423-5875 Clean Emissions Module (3)
- One 271-6538 Connector (4)
- One Weather pack receptacle connector (5)
- Weather pack socket terminal (6)
- Weather pack pin terminal (7)
- One 216-7994 Thermocouple
- Four Self-tapping screws with washers
Note: The following part numbers for Deutsche connectors may be substituted for the Weather Pack connectors included in 423-5876 Exhaust Monitor Gp.
- 102-8802 Receptacle Kit
- 155-2270 Connecting Plug Kit
- 9W-0852 Connector Pin (14 ga)
- 9W-0844 Connector Socket (14 ga)
- 186-3735 Connector Pin (16 - 18 ga)
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| Illustration 8 | g01590964 |
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(1) (2) (3) | |
216-7990 Installation Assembly Group contains:
- One, Tee fitting (1)
- One, Tube connector (2)
- One, Reducer bushing (3)
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6.1 m (20 ft) of Extension Tube (1/4 inch OD, thick wall copper) -
9.1 m (30 ft) of WH(White)AWG Wire -
9.1 m (30 ft) of RD(Red)AWG Wire -
6.1 m (20 ft) of GN(Green)AWG Wire -
6.1 m (20 ft) of BU(Blue)AWG Wire - Four Terminals (for the ECM interface)
- One 3 amp ATO Fuse (blade type fuse)
- One Fuse Holder for an ATO style fuse
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6.1 m (20 ft) length of Wire Loom
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| Illustration 9 | g01952447 |
The 220-3778 Adapter Cable As is the PC communication cable. Quantity required is one per technician.
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| Illustration 10 | g01952450 |
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| Illustration 11 | g01614718 |
- 282-0031 Remote Display (1)
- " Y" Power Adapter (2)
Diagnostic Module "Y" Power Adapter (Dealer Fabricated Assembly With Deutsche Connectors)
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| Illustration 12 | g01952456 |
| Required Parts to Fabricate One "Y" Power Adapter Assembly (1) | ||
| Part Number | Description | Qty |
| Wire Assembly | 2 | |
| Receptacle | 2 | |
| Connecting Plug Kit | 4 | |
| Connector Socket (14 AWG) | 2 | |
| Connector Pin (14 AWG) | 4 | |
| Receptacle As Fuse | 1 | |
| Fuse (4 AMP) | 1 | |
| Fuse (5 AMP) | 1 | |
| Commercially Available | Blade Type Fuse Holder | 1 |
| (1) | See "Appendix E" for Wiring Diagram |
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| Illustration 13 | g01952468 |
The purpose of the Power Adapter is to share the power to operate the Diagnostic Module and the Remote Display simultaneously. A Power Adapter with Weather Pack electrical connectors is included with the 282-0031 Remote Display. If Deutsche connectors are preferred, Table 1 lists the necessary parts for the adapter. "Appendix E" lists the necessary parts with an electrical schematic. If the blade type automotive fuse is used, a fuse holder must be procured commercially. The 141-2759 Fuse (5 amp) is acceptable for this purpose (a 3 amp fuse is preferred). The glass fuse and holder listed in Table 1 and on the "Appendix E" schematic are in the Caterpillar parts system. However, both types must be protected from moisture infiltration to ensure proper functioning.
Diagnostic Module Mechanical Installation
Note: Prior to installation of the Diagnostic Module, power must be turned off in the vehicle or the batteries must be disconnected.
Preparation
- Park the vehicle on a level surface and apply the parking brake. Follow all SAFETY precautions.
- Disconnect the batteries or turn off the master battery disconnect switch.
- Select accessible location for the Diagnostic Module that meets the installation criteria (cab mounting is preferred). The Diagnostic Module MUST always be mounted higher than the DPF inlet to prevent condensation from damaging the Diagnostic Module. Use the four mounting holes on the Diagnostic Module as a template to mark four points, and drill holes.
Note: Fabrication of additional parts may be required in order to install the Diagnostic Module and the Remote Display. The necessity for fabricating additional parts will depend on the existing features at the location that was selected for the installation.
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| Illustration 14 | g01590353 |
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(1) (2) (3) (4) (5) | |
- Apply a thin coat of 4C-5599 Anti-Seize Compound to the threads of tee fitting (1). Install the tee fitting into threaded boss (2) that is located on the DPF inlet section.
- Insert reducer fitting (5) into tee fitting (1) in line with threaded boss (2). Tighten the locknut on the tee fitting finger tight. Tighten the locknut for one additional turn. Refer to Illustration 14.
Note: Too much torque will damage the thermocouple and the ferrule.
- Insert 216-7994 Thermocouple (4) into reducer fitting (5) completely, and then pull back the thermocouple
50.8 mm (2.0 inch) (A). Tighten the locknut on the reducer fitting finger tight. Tighten the locknut for one additional turn or torque to12 ± 3 N·m (105 ± 27 lb in) . Refer to Illustration 14.Note: If necessary, the thermocouple may be bent once in order to avoid any interference. Do not bend the thermocouple past 90 degrees (ensure no sharp bends).
- Route and secure thermocouple wiring to the Diagnostic Module.
- Insert one end of copper tube (3) into tee fitting (1) that is at a 90 degree angle to the threaded boss. Tighten the fitting on the tee finger tight. Tighten the fitting for one additional turn. Refer to Illustration 14.
Note: The excess copper tube should be coiled in loops and securely mounted. Do not shorten or kink the copper tube. Shortening or kinking the copper tube will result in false pressure readings.
- Coil the copper tube at least one full loop. All
6.1 m (20 ft) of the copper tube must be used. - Insert the end of copper tube (3) into the fitting on tube connector (6). Tighten the locknut on the fitting finger tight. Tighten the locknut for one full turn plus an additional 90 degrees.
Note: All
6.1 m (20 ft) of tube (3) must be used or you may void the warranty on the Diagnostic Module. If this tube is shortened or kinked, incorrect pressure readings will result. The system is calibrated for exactly6.1 m (20 ft) of this tubing.
Electrical Installation
The Diagnostic Module is a sealed unit with three external pigtails. Refer to Illustration 3.
- The power pigtail weather pack connector is connected to the mating connector from the 12 vdc or 24 vdc unswitched power supply wiring harness.
- The alarm output and the thermocouple (INLET) are tied together into one pigtail. The alarm output weather pack connector is connected to the mating connector from the Remote Display. The thermocouple (INLET) Weather Pack connector is connected to the mating connector of the thermocouple from the DPF inlet section. The thermocouple (INLET) weather pack connector is ALWAYS used. When required, a second thermocouple will be used, but is normally not required.
- The pigtail with the thermocouple (OUTLET) weather pack connector is a secondary temperature input and is only used when you are using two thermocouples. Caterpillar applications use only one thermocouple.
The installation assembly contains the minimum required wiring for completing the necessary Diagnostic Module electrical connections. The following instructions are for the installation assembly of the Diagnostic Module.
Note: All wiring should be routed in such a way that the wiring does not contact heat sources, such as the engine, exhaust manifolds, and radiators. The wires should be protected with the wire loom that is supplied with the 216-7990 Installation Assembly Group. The wire loom can be secured in the vehicle with wire tie-wraps or other appropriate fasteners.
Note:
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| Illustration 15 | g01618153 |
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(1) Remote Display
(2) "Y" power adapter (3) Weather pack receptacle connector (4) Weather pack plug connectors (5) Weather pack receptacle connector (6) Weather pack plug connector | |
A 282-0031 Remote Display is included with the Diagnostic Module group. The Remote Display will warn a vehicle operator if the Diagnostic Module detects an alarm event. In the event of an alarm display on the Remote Display, check the Diagnostic Module display to determine the specific alarm. The 282-0031 Remote Display consists of a Remote Display (1) with
Note: Failure to install the Remote Display may affect the DPF warranty.
Remote Display Connection
Deutsche connectors may be substituted for Weather Pack connectors for this application.
- Mount Remote Display (1) in a location that is visible to the vehicle operator during operation of the vehicle. Any alarm conditions displayed on the Remote Display will then be visible to the vehicle operator.
- Route and secure the Remote Display wiring to the Diagnostic Module.
- "Y" power adapter (2) is included with the Remote Display. The "Y" power adapter contains one leg with a weather pack receptacle connector (3) and two legs with weather pack plug connectors (4). Refer to Illustration 15.
Note: The fabricated "Y" power adapter with the fuse holder is not water proof and should be protected from moisture.
- Plug weather pack receptacle connector (3) of the "Y" power adapter into the weather pack plug connector of the power pigtail on the Diagnostic Module.
- Plug one weather pack plug connector (4) of the "Y" power adapter into the weather pack receptacle connector of the wiring harness you assembled previously. Refer to the "
282-0031 Remote Display" procedure in this special instruction. - Plug weather pack receptacle connector (5) of the Remote Display into the other weather pack plug connector (4) of the "Y" power adapter.
- Plug weather pack connector (6) on the Remote Display into the receptacle connector of the alarm output on the Diagnostic Module.
Note: Once all of the mechanical connections and electrical connections are complete, reconnect the power to the vehicle. The Green LED next to "System Status" should begin flashing on the front of the Diagnostic Module indicating that everything is operating correctly. If any of the alarm LEDs illuminate immediately after the Diagnostic Module is powered up, press the alarm reset button to clear the alarm. If the alarm persists, refer to the "Troubleshooting Diagnostic Module Alarms" section.
Note: The power connector to the Diagnostic Module MUST BE DISCONNECTED if an electric welder is used on the vehicle. Failure to disconnect the power connector may result in extensive damage to the Diagnostic Module and the Diagnostic Module warranty may be affected. Refer to Special Instruction, REHS1841, "General Welding Procedures" for further instruction.
Mechanical Installation Diagram
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| Illustration 16 | g03628602 |
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| Illustration 17 | g01427569 |
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Diagnostic Module Hardware Installation Diagram (1) (2) Reducer fitting (3) (4) (5) Apply a thin coat of (6) Extension tube (7) Tube connector | |
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| Illustration 18 | g03628640 |
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Typical mounting (1) (2) (3) (4) (5) Retainer (6) Bracket (7) (8) (9) (10) (11) | |
- The pressure sensor must be mounted higher than the inlet head of the DPF assembly. A
3.1 m (10 ft) long stainless steel braided hose is used to route exhaust form the inlet head of the DPF to the back pressure sensor. The pressure sensor may be mounted in a vertical (+/- 45 degree) position with the tubing fitting at the bottom of the sensor. - There must be a downhill run of tubing flowing back to the inlet head to prevent condensation from pooling in the tubing.
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Illustration 19 g03628768 - Care should be taken so that there is a downhill run of tubing flowing back to the inlet head to prevent condensation from pooling in the tubing. Refer to Illustration 19 for the acceptable and non-acceptable routing configurations.
- The pressure sensor should not be mounted in an area that has an ambient temperature greater than
80° C (176 ° F) .Note: The Back Pressure Sensor temperature operating range is
−25 to 80 ° C (−13 to 176 ° F) . - Insert the copper tube into the fitting on the pressure sensor. A minimum of
3.1 m (10 ft) of tubing is required to be used. Tighten the lock nut on the fitting until it is finger tight. Then tighten one full turn.Note: Route the pressure hose at least
152.4 mm (6 inch) from moving or rotating vehicle components. Examples include: PTO, driveshaft and moving belts. Properly secure pressure hose with cable straps and/or P-clips every305 to 457 mm (12 to 18 inch) . Do not secure to fuel lines, air lines, or electrical wiring to prevent abrasion.
Note: Retainer (5) and bracket (6) are serviced separately. Both are contained in the 423-5876 Exhaust Monitor Gp.
Electrical Installation Diagram
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| Illustration 20 | g01594151 |
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Diagnostic Module Electrical Connections (1) Diagnostic Module side (2) Harness side (3) Power pigtail (4) To unswitched power supply (5) RD(Red)AWG wire goes to "A" (6) WH(White)AWG wire goes to "B" (7) 12 vdc or 24 vdc unswitched power source (8) Thermocouple (OUTLET) (9) To Thermocouple (OUTLET) (10) Red wire goes to "−" or "K" side on the connector (11) Thermocouple (OUTLET) (Secondary temperature input. Power pigtail (3) used when two thermocouples are used) (12) Yellow wire goes to the "+" side on the connector (13) Thermocouple (INLET) (15) Red wire goes to "−" or "K" side on the connector (16) Thermocouple (INLET) (Primary temperature input and is always used) (17) Yellow wire goes to the "+" side on the connector (18) Alarm output (19) To Remote Display (20) Yellow LED (Warning) on Remote Display (21) Red LED (Warning) on Remote Display | |
- Route the WH(White)AWG wire from either the negative side of the unswitched power supply, or any other ground connection, to the Diagnostic Module.
- Insert the wires in the wiring loom in order to protect the wires.
- After a pin has been crimped onto the end of each wire, insert the RD(Red)AWG wire into the socket location marked "A" on the receptacle connector. Insert the WH(White)AWG wire into the socket location marked "B" on the receptacle connector.
- Plug the receptacle connector of the wiring harness assembled into the plug connector of the power pigtail on the Diagnostic Module. Refer to Illustration 3.
Electrical Installation
The standard Diagnostic Module is a sealed unit with four external pigtails, refer to Illustration 3. The male Weather-Pack connector is for 12 Vdc or 24 Vdc power supply to the Diagnostic Module. The female Weather-Pack connector bundled with the female thermocouple connector marked "INLET" is used for the alarm outputs and the inlet temperature. This thermocouple connector is ALWAYS used.
The female thermocouple connector alone marked "OUTLET" is a secondary temperature input and is only used when using two thermocouples.
Note: When using only one thermocouple, it must be plugged into the connector labeled "INLET" or else the Diagnostic Module will alarm.
The standard installation kit contains the minimum required wiring for completing the necessary Diagnostic Module electrical connections. The following instructions are for the standard Diagnostic installation kit. Specialized connectors and wiring harnesses may be available from your local distributor/dealer.
Note: All wiring should be run in such a way that it is not in contact with heat sources such as the engine, exhaust manifolds, or radiators. Protective wire loom supplied with the Diagnostic Module installation kit should be used to cover the wiring. The wire loom can be secured in the vehicle with cable straps or other fastening devices.
Note: There may be specific installation and wiring diagrams available for your application. Contact your Caterpillar Distributor for further information.
Power Connection
- Locate a 12 Vdc or 24 Vdc power supply that is always available even when the key is turned "OFF".
- Run the red wire from the positive side of the power supply to the Diagnostic Module. Caterpillar recommends that a 3 Amp automotive type fusebe installed between the power supply and the Diagnostic Module.
- Run the white wire from either the negative side of the power supply, or any other ground connection, to the Diagnostic Module.
- Insert the power wires in wire loom to protect them.
- Refer to Steps 6 to 7 for crimping procedure and the proper orientation in the Weather- Pack connector.
Note: 14 AWG is recommended for all circuits.
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Illustration 21 g03629021 (1) Black wire
(2) Red wire
(3) Blue wire
(4) Green wire - Slide Green silicon seals over power, ground, and alarm outputs (if being used). Strip ¼ inch of insulation from the wire. Slide the silicon seal to the edge of the stripped insulation.
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Illustration 22 g03629024 (1) Black wire
(2) Red wire - Using a Weather-Pack crimping tool, crimp the male terminals on the power and ground wires.
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Illustration 23 g03629030 (3) Blue wire
(4) Green wire - Using a Weather-Pack crimping tool, crimp the female terminals on the blue and green wires (if being used).
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Illustration 24 g03629028 Typical female Weather-Pack connector
(1) Black wire
(2) Red wire
(5) Female Weather-Pack connector - Insert the Red wire into spot A of the Female Weather-Pack connector. Insert the White wire into spot B of the Female Weather-Pack connector.
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Illustration 25 g03629037 Typical male Weather-Pack connector
(3) Blue wire
(4) Green wire
(6) Male Weather-Pack connector - Insert the blue wire into spot A of the Male Weather-Pack connector. Insert green wire into spot B of the Male Weather-Pack connector.
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Illustration 26 g03629038 Typical thermocouple wire
(1) Black wire
(7) Yellow wire
(8) Uninsulated wire - Strip ½ inch of brown jacketing and foil from the thermocouple wire exposing the red, yellow, and uninsulated leads. Trim the uninsulated wire back to the edge of the brown jacket.
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Illustration 27 g03629041 Typical thermocouple wire
(1) Black wire
(7) Yellow wire
(9) Male thermocouple connector - Strip ¼ inch of insulation from the red and yellow wires. Open the thermocouple connector and remove the red seal. Slide the seal over the wires to the edge of the brown jacket. Insert the yellow wire into the "+" side of the connector. Insert the red wire into the "–" side of the connector. Reassemble the connector.
Alarm Output Connections
There are two alarm output signals available from the Diagnostic Module that are required to be connected to the auxiliary inputs of the engine control module (ECM) and to a remote dash mounted warning light.
The Blue and Green wires of the Alarm Output Connector connect the Diagnostic Module to the vehicle dash/engine ECM in order to provide remote diagnostic warning/alarm and derate functionality. Refer to Illustration 3 for the correct location of the connector. This functionality is a requirement of the engine system operation in order to comply with emission requirements for the lifetime of vehicle operation, and must not be tampered with under penalty of law.
The blue wire in Port A of the Female Weather-Pack connector is connected to alarm output 1. This Alarm is a low-level warning signal (low-level backpressure, high exhaust temp, or sensor error within Diagnostic Module). This is typically connected to the vehicle dash as a "Check Filter", "Check Engine", or Yellow warning light.
The green wire in Port B of the Female Weather-Pack connector is connected to alarm output 2. This Alarm is a high-level alarm signal (High-level backpressure alarm). This should be connected to the vehicle dash to illuminate a "Service Filter Immediately" or Red alarm light. It is also used to derate the engine until the high backpressure condition has been resolved, in order to prevent damage to the engine and filter system.
Note: Once all of the mechanical and electrical connections are complete, reconnect the power to the vehicle. The green status light on the front of the Diagnostic Module should begin flashing indicating that everything is operating correctly. If any alarm lights come on right after the unit is powered up, press the alarm reset button to clear the alarm. If the alarm persists, contact your local distributor.
Note: The Diagnostic Module power connector MUST BE DISCONNECTED if an electric welder is used on the vehicle. Failure to do so may cause severe damage to the Diagnostic Module and will void the Diagnostic Module warranty.
Note: There may be specific installation and wiring diagrams available for your application. Contact your Caterpillar Distributor for further information.
Thermocouple Connection
The thermocouple is supplied with
- Run the thermocouple wire from the CRT/CCRT inlet to the Diagnostic Module. Cut off any excess wire (or loop excess wire on vehicle).
Show/hide table
Illustration 28 g03629336 (1) Red wire
(2) Yellow wire
(3) Uninsulated wire
(4) Brown shield - Peel away brown shield (4) to reveal red wire (1), yellow wire (2), and uninsulated wire (3).
- Snip uninsulated wire (3) wire back at the edge of brown shield (4).
Show/hide table
Illustration 29 g03629318 (1) Red wire
(2) Yellow wire
(5) Male thermocouple connector - Attach yellow wire (2) to the positive (+) pole on the male thermocouple connector (5).
- Attach red wire (1) to the negative (- or K) pole on the male thermocouple connector (5).
Note: Make sure that the two wires are not touching inside the thermocouple connector. Failure to do so will cause the thermocouple to short out and will cause the Diagnostic Module to Alarm
- Plug the male thermocouple connector into the connector on the Diagnostic Module. It can only be connected in one way.
Note: Use thermocouple connector (10) in Illustration 3 when only one thermocouple will be used with the Diagnostic Module.
- The male and female thermocouple connectors can be safety wired together after they are plugged into each other using mechanics or safety wire. Use the 1/8" hole on both halves of the connector and wire the two halves together.
- After the thermocouple is plugged into the Diagnostic Module, plug in the harness created for power into the Power Pigtail of the Diagnostic Module.
423-5875423-5875423-5875423-5875
The program in the Diagnostic Module is preset to specified parameters. In the "Diagnostic Module Settings" section, the configuration, alarm setting, and communication options for proper operation are listed. Complete set up and operating parameter information is explained in the "Diagnostic Module Settings" section.
Diagnostic Module System Status LEDs
| LED Operation and Information | |
| System Status | Will blink once every 2 seconds indicating adequate power supply and normal operation |
| Over Pressure Alarm | ON if back pressure exceeds set limits |
| OFF during normal operation | |
| Over Temperature Alarm | ON if exhaust temperature exceeds the set limit |
| OFF during normal operation | |
| System Problem | ON if the Diagnostic Module detects a problem with a sensor (thermocouple or pressure transducer) |
| OFF during normal operation | |
Note: The four LED lights that indicated operational conditions on the front of the Diagnostic Module must be monitored for routine maintenance. See Table 2 and Table 3.
Basic Diagnostic Module Alarm Diagnosis
One or both of the LEDs will illuminate in the cab mounted Remote Display in the event of an alarm on the Diagnostic Module. Illumination of one or both of the LEDs indicates:
- Over Temperature Warning/Alarm: High exhaust temperature was detected
- Over Pressure Warning/Alarm: Back pressure is high
- Thermocouple Failure: Thermocouple is either shorted or the circuit is open
- Pressure Failure Warning/Alarm: The copper tube is broken or cracked. Water has accumulated in the tube. Or there is a problem within the pressure transducer in the Diagnostic Module assembly.
- Diagnostic Module Power Failure Warning/Alarm: If the Diagnostic Module fails and power is still connected, the Yellow LED illuminates in the cab mounted Remote Display Monitor.
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| Illustration 30 | g01952509 |
Callouts (1) through (5) below describe the alarm functions and outputs. Callouts (1) through (5) also describe where the alarm functions and outputs can be set. Refer to Illustration 30.
(1) Enable Alarm: Determines if datalogger will activate LEDs for the given condition. In Illustration 30, Enable Alarm (1), will illuminate LEDs based on the behaviors described in the subsequent steps.
(2) Log Alarm Transitions: Creates a log in the failure report of all the alarms and transitions. For details on the failure report see the bulleted item "Log Alarm Transitions" under the topic "Alarms and Shared Functions" found in the "Diagnostic Module Run Programs" section.
(3) Output Function: The "Latched On Alarm" is selected from the factory, as indicated in Illustration 30. This means that the alarm LED will stay on during and after the condition. Upon correction of the condition the LED will go out.
If "ON Only During Alarm" is selected, the LED will illuminate only when alarm conditions are met.
Determining the cause of the alarm will require a data download.
If the alarm is "Latched", only the reset button on the Diagnostic Module. or "Clear History Flags" under the "Get Status" menu will clear the alarm LED.
(4) Active Outputs During Warning Alarm Condition: Determine which LED on the Remote Display Monitor will illuminate when the condition is triggered. Selection of "Output 1" indicates that the Red LED will illuminate during an alarm condition. Selection of "Output 2" indicates that the Yellow LED will illuminate during a warning condition. The setting in Illustration 30 is "1" for a Red LED on the Remote Display Monitor. If the Red LED is illuminated, check the Diagnostic Module LEDs for condition.
(5) The highlighted area in Box (5) shows specific alarm conditions for each alarm and will be different as determined by the specific settings. All alarm settings for Caterpillar DPF applications must conform to the alarm settings in Table 4 in this document.
In the event an LED illuminates on the Remote Display, consult Table 3 for very basic Diagnostic Module alarm analysis. 3 is not meant to be used to determine the cause of a Diagnostic Module alarm. The Diagnostic Module Communications software must be used with the Diagnostic Module LEDs to diagnose a Diagnostic Module alarm.
Alarm Events
Note: Any alarm events must be investigated immediately. Failure to do so may result in severe damage to the DPF or to the engine. Continued operation with active warnings, neglect, or abuse are not warrantable.
| Diagnostic Module Alarm Matrix (Current Software) | ||||||
|---|---|---|---|---|---|---|
| Diagnostic Module | Remote Display Monitor | |||||
| Green LED | Red LED | Yellow LED | Red LED | |||
| Condition | System Status | Over Pressure Alarm | Over Temperature Alarm | System Problem | Exhaust Monitor Warning | Exhaust Monitor Alarm |
| No Pressure Change | X | X | X | |||
| Negative Pressure | X | X | X | |||
| Shorted Thermocouple | X | X | X | |||
| Thermocouple Fail | X | X | X | X | ||
| Inlet Over Temperature | X | X | X | X | ||
| Over Pressure | X | X | X | X | ||
| Over Pressure | X | X | X | |||
| Faulty 423-5875 Clean Emissions Module - Replace | X | |||||
Note: "System Status" Green LED should always be flashing. If Green LED is "OFF", check the fuse to the Diagnostic Module. If the Yellow LED on the Remote Display is illuminated, and the "System Status" Green LED is "OFF" the 423-5875 Clean Emissions Module is faulty. Replace the Diagnostic Module.
In the event of a Remote Display alarm, use the information that follows for very basic Diagnostic Module alarm analysis. Do not use this information to determine the cause of a Diagnostic Module alarm. The Diagnostic Module Communications software must be used with the Diagnostic Module LEDs to diagnose a Diagnostic Module alarm.
Note: Copper tubing on the filter side may become hot during engine operation. A hot copper tube can cause a burn hazard which could result in serious personal injury after operation. Allow adequate cooling time before working on or near the copper tubing.
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Hot oil and hot components can cause personal injury. Do not allow hot oil or hot components to contact skin. |
No Pressure Change Alarm: This alarm will occur if the back pressure does not exceed minimum values after logging. Most likely causes are the copper tube is disconnected or a system leak. Even though the copper tube can appear to be connected, good practice is to remove and inspect the copper tube. Excessive torque on the ferrule can cause breakage that is not detected by visual inspection.
Note: When reinstalling the copper tubing, ensure that the ferrule on the copper tube has the proper torque.
Negative Pressure Alarm: If water is built up as a result of condensation, this alarm will be present. Remove both ends of the copper tube and blow out the water. If pressure exceeds
| NOTICE |
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Never blow out the copper tube without disconnecting both ends. Condensation blown into the DPF will damage ceramic substrate. Excessive air pressure at the Diagnostic Module will damage the pressure transducer and may affect the warranty. This procedure is recommended at normal oil change intervals. |
Inlet Thermocouple Fail Alarm: Can be active for two reasons, a shorted thermocouple is detected or if the thermocouple has internal damage. If the thermocouple has internal damage, the thermocouple will likely read above
Inlet Over Temp Alarm: This alarm is triggered if the temperature exceeds programmed values. However, repeated alarms most likely signify a thermocouple failure is imminent.
Over Pressure Warning: This alarm is triggered if the system has seen a back pressure rise above programmed values. Back pressure rise above programmed values is caused by excessive idle or gradual ash accumulation. Service of the filter may be required.
Note: An initial back pressure reading must be recorded on the "Appendix B" table and maintained as a permanent record upon new filter installation and every time the filter is serviced for ash removal. If the back pressure is greater than
Over Pressure Alarm: If this alarm is triggered, the system has seen appreciable back pressure and should be removed for service.
Alarm Settings
The 423-5875 Clean Emissions Module parameters contained in Table 4 must be used. Use the following procedure and ensure that the settings comply with the settings in Table 4.
- Install the 220-3778 Adapter Cable As between the PC and the Diagnostic Module.
Show/hide table
Illustration 31 g01952564 Diagnostic Module Communications Screen - Select "Options/Settings" from the toolbar.
- Top left screen should display "423-5875 Default.cpf".
- Save "423-5875 Default.cpf" to the laptop computer for later use if parameters are ever altered. This file is stored in the Diagnostic Module and can be downloaded.
Table 4 contains the proper setting for the 423-5875 Clean Emissions Module.
Note: The settings in the Diagnostic Module may be different than the settings in Table 4. Ensure that all settings comply with the settings in Table 4.
| DPF Installation Diagnostic Module Alarm Setting Table | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Enable Alarm | Log Alarm Transitions | Active Output #1 or #2 | Output Function On/Latched | Alarm Temp >°C | Hysteresis °C | Alarm Extend | Alarm Press Inches Hg | Alarm Delay % Interval | |
| Over Temp Warning | Yes | Yes | 2 | On | 650 | 20 | 60 sec | ||
| Over Press Warning | Yes | Yes | 2 | On | 60 sec | 7 | 5% @ 60 min | ||
| Over Press Alarm | Yes | 1 | Latched On | 8 | 5% @ 60 Min | ||||
| Open TC Detect | Yes | 1 | Latched On | 1000 | |||||
| Shorted TC Detect | Yes | 1 | Latched On | 120 | 1 | 10 Min | |||
| Pressure Sensor Fault No-Change | Yes | 1 | Latched On | 250 | 0.25 | 10 Min | |||
| Pressure Sensor Fault Negative Pressure | Yes | 1 | Latched On | 200 | −1 | 10 Min | |||
| Logging Strategy Threshold(1) | Threshold = 100 | Sample Interval 10 Min | |||||||
| Logging Strategy Interval(1) | Threshold =100 | Sample Interval 10 Min | |||||||
| (1) | Logging Strategy should employ Rotary Memory. |
Communication Settings
Load the Diagnostic Module Communications software. Find an available PC communications port. Either a serial port (older PCs) or a high speed USB port with the Caterpillar supplied USB to Serial adapter 327-0375 Adapter Kit. Adapters made by other manufacturers sometimes fail to communicate satisfactorily. Other installed software sometimes will not release the communications port and can cause problems.
Software Overview
The Diagnostic Module Communications software is used for programming the alarms and data logging options. The Diagnostic Module Communications software is also used for checking system status, and viewing data in real time. The software is a simple communications program visible from a single self-explanatory window. All options are available to the user with only a few mouse clicks.
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| Illustration 32 | g01850773 |
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"Settings" Window | |
Illustration 32 is a screen shot of the Diagnostic Module program. The left side of the screen accesses communications, real-time viewing, plotter, and the reports functions. The right side of the screen is for the programming of the alarms and the data logger function of the Diagnostic Module.
Port Setting
Confirm that the port number matches what is used for Cat ET. If the port number does not match, click the drop-down menu that is to the right of the "Port" number field. Select the correct port number. Click "OK". Refer to Illustration 32.
Communication Speed
The Bits per Second setting should be at the maximum setting. If your computer will not handle this speed, lower the setting one step at a time to find the proper one. The Diagnostic Module normally instructs the host computer on communication speed in the background.
Mode and Miscellaneous Settings
- Click the "Options" tab on the toolbar and then the "Settings" tab to get to the Communications "Settings" screens shown above and below.
- Almost all units in use are Generation 3 and should employ the G3 Single TC Channel setting.
- "Allow Reflash Without Memory Clear" allows new program parameters to be uploaded from the software to the Diagnostic Module without altering the stored data. If this option is not checked, "All Data Will Be Erased" if new parameters from the program are uploaded to the Diagnostic Module.
- "Automatically Download Program Upon Connect" downloads the existing program in the Diagnostic Module to the PC. The settings and alarms that are currently in the Diagnostic Module can be viewed. If this option is not selected, you will see the settings and alarms in the PC program memory. Unless this option is selected, the settings and alarms already installed in the Diagnostic Module cannot be viewed.
Communication Settings Tab
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| Illustration 33 | g01850780 |
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Diagnostic Module Communications Screen | |
Select "Options" on the toolbar. From the drop-down list, select "Settings". The "Settings" window is displayed.
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| Illustration 34 | g01850793 |
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"Settings" window The left side if the Diagnostic Module Communications Screen (previous Illustration) | |
Select "Allow Reflash Without Memory Clear" and "Automatically Download Program Upon Connect" from the "Misc" menu. Click "OK".
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| Illustration 35 | g01963165 |
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Diagnostic Module Communications Screen | |
Select "Change Unit Name" from the "Communications" menu. The "Set Unit ID" window is displayed.
Communications Menu
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| Illustration 36 | g01952583 |
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Communications Menu | |
The communications menu allows you to communicate with the Diagnostic Module. Simple single button access initiates each function. Refer to Illustration 36.
The plotting program and create all reports function are also accessible through this menu.
Diagnostic Module Serial Number: Each Diagnostic Module contains an electric serial number embedded into the firmware. This serial number will automatically appear when a communications link is established with the Diagnostic Module. The serial number cannot be changed.
Unit Name: Is displayed when communications is established. Use this name to help further identify the module. This field is not mandatory. In order to change the unit name click on the button "Change Unit Name".
Unit Type: Refers to the Generation of Diagnostic Module. The Generation will be either G2 or G3. G2 has only one temperature input. G3 has two temperature inputs. However, only one thermocouple is used for the applications contained in this manual.
Disconnect/Connect: Click on Connect/Disconnect to initiate or terminate the communications procedure between the PC and the Diagnostic Module. Once connected, the button will change to disconnect. Programming, data transfer, and other communication tasks may now be accomplished. Always press the disconnect button before disconnecting the cable from either the Diagnostic Module or the computer.
Note: If unable to establish communications, please refer to the "Troubleshooting Diagnostic Module Communications Problems".
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| Illustration 37 | g01963091 |
Select "Options" on the toolbar. From the drop-down list, select "Settings". The "Settings" window is displayed.
Note: The preferred unit ID is the vehicle or engine serial number or some other unique identifier for the vehicle.
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| Illustration 38 | g01952600 |
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Naming Download Data | |
Download Data: will download the memory from the Diagnostic Module to the PC. You will be requested to enter a file name for the data. Refer to Illustration 38. Suggested file names include the vehicle number followed by the date (for example: 1234_61603). Please note that dots (.), dashes (-), number sign (#), and sign (&), percentage sign (%) are not allowed in the file name.
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| Illustration 39 | g01952613 |
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Title Block | |
After naming the file, you will be prompted to enter a title for the graph that is created. Refer to Illustration 39. You can enter any characters and name the graph anything you prefer. Typically, the graph is titled with the vehicle number, date, and any other information you would like to be reminded of at a later date.
The data file is stored in an *.HLD file which is a proprietary file type used with this software. *.HLD files may be viewed by pressing the "Launch Plotter" button or convert to text by running the "Create All Reports" function. Text files may be imported into a spreadsheet program such as Excel.
Clear Memory: will erase any data residing in the Diagnostic Module, but does not affect the Alarm program settings. This command can also be password protected.
Note: Download any data from the Diagnostic Module before clearing memory, because clicking "Clear Memory" will erase all data permanently.
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| Illustration 40 | g01953284 |
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Get Status Screen | |
Get Status: Will retrieve Diagnostic Module status, error, and alarm information stored in the Diagnostic Module. The "Get Status" screen displays Diagnostic Module alarm history, system operation, and basic information. Basic information displayed is alarm file name, firmware version, remaining memory, and state of the backup battery. If an Alarm is set, the alarm will remain "True" until you click the "Clear History Flags" button. A set alarm will remain "True" even if the alarm is not currently active until you click the "Clear History Flags" button. See Illustration 40.
Note: This window is useful when diagnosing Diagnostic Module alarms. Diagnosing Diagnostic Module alarms is covered further in the "Diagnostic Module Operation and Troubleshooting" section.
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| Illustration 41 | g01953285 |
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Start Real-Time Display Screen | |
Start-Real Time Display: After a communication link is established, this button opens a popup window that displays second by second data and alarm states from the Diagnostic Module. Data will be updated at the rate of once per second while Diagnostic Module is running a "Run Program". This window displays actual pressure and temperature and all current alarms. Refer to Illustration 41.
"Real-Time Display" is also a useful tool when diagnosing Diagnostic Module alarms. "Real-Time Display" uses are covered further in the "Diagnostic Module Operation and Troubleshooting" section.
Note: This window shows if an alarm is currently active only. See "Get Status" for past alarms.
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| Illustration 42 | g01953301 |
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Set Time Screen | |
Set Diagnostic Module Time: The onboard real-time clock is set here. The clock can be set to the time displayed on the PC or to a user-defined time. Refer to Illustration 42.
This function can be password protected.
Note: Resetting the clock will erase any data stored in the Diagnostic Module. Download any data to be saved before resetting the clock.
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| Illustration 43 | g01953304 |
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Change Unit Name Screen | |
Change Unit Name: A name may be assigned to each Diagnostic Module. Click the "Change Unit Name" button on the "Communications" menu and enter up to 15 characters in the "New Unit Name" box. Click the "Apply" button. Refer to Illustration 43.
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| Illustration 44 | g01953320 |
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Report Generation | |
Create All Reports: Files downloaded from the Diagnostic Module are stored with a *.HLD file extension. "Create All Reports" allows the user to specify a source *.HLD data file and to convert the data file to a text file for viewing in a word processing or spreadsheet program.
Two sets of output reports are available. The "Data Report" shows all the data recorded in the Diagnostic Module including the time stamp and header report. The "Failure Log" shows the time and date when an alarm cycled on or cycled off, which alarm went active and the back pressure/temperature when the alarm cycled on or off.
- Follow the steps below in order to use the "Create All Reports" function.
- Click the "Create All Reports" button.
- Click the "Browse" button next to "Source *.HLD File" field and choose the file to convert to text format.
- Click the "Browse" button next to the "Data Report" field and name the data file.
- Click the "Browse" button next to the "Failure Log" field and name the failure log.
- Click "OK".
Two text boxes will open on the bar at the bottom of the desktop. Both text files are saved to "C:/Logic Beach/Diagnostic Module Communications", unless specified otherwise. The *.HDL files are stored here as well.
The file may be viewed in the plotter program.
Diagnostic Module Run Programs
Overview
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| Illustration 45 | g01953332 |
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Diagnostic Module Run Program Tabs | |
The Diagnostic Module constantly monitors exhaust back pressure and exhaust temperature in order to alert if a problem is noted. If a problem is detected with a sensor, an alarm can be set to alert you to correct the indicated problem. To set an alarm, the Diagnostic Module must contain a valid run program. Run programs are created by checking boxes or entering values for the various parameters. If a "Run Program" is not valid, the program will not upload to the Diagnostic Module. The various functions can be accessed by clicking the "Over-Temp", "Over-Pres", "TC Fail", "Pressure Sensor Fail"and "Logging Strategy" tabs in the Diagnostic Module Run Program area. Refer to Illustration 45.
Note: Only the values listed on Table 4 constitute a valid run program for Caterpillar applications.
Refer to Table 4 for the correct settings to be used for Caterpillar engine applications.
Alarms and Shared Functions
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| Illustration 46 | g01953422 |
All of the Diagnostic Module alarms are equipped with two physical active alarm outputs for use with the remote display monitor. The operation of these two alarm outputs is controlled by checking one, none, or both Output boxes. The following functions are common to all the alarms. The two physical alarm outputs for the remote display monitor are:
Output 1 = Red Output 1 (or alarm 1): is a "open collector" transistor output with a 100 ohm series limiting resistor. Typically Output 1 is used for "High Level" alarms like "Over Pressure" and possibly "Over Temperature" depending on the installed location of the Diagnostic Module.
Output 2 = Yellow Output 2 (or alarm 2): is a relay output. The "normally closed" contacts of this relay add a level of "fail-safe" integrity to the system in the event of a system power failure. The relay will short to ground upon alarm condition or in the event of a power failure of the Diagnostic Module. Output 2 is typically used to alert when a pressure or temperature sensor is malfunctioning, or an "Over Pressure Warning".
The Alarm Functions are accessible from the tabs within the Diagnostic Module Run Program section of the communications screen. Many settings are common to all of the different alarm types. Common settings include:
- Enable Alarm Checkbox: When the "Enable Alarm" box is checked, the Diagnostic Module will watch for this alarm. When the alarm is enabled various settings become available for User specification (check boxes, text boxes for thresholds, and so forth).
- Log Alarm Transitions: When this box is checked, the Diagnostic Module will record when an alarm cycles on/off, and the back pressure and temperature when the alarm cycles. Alarm transitions are logged to memory during operation and can be viewed later in "Failure Report" by using the "Create All Reports" button.
- Active Outputs During Alarm: This controls which alarm will be enabled when an alarm is realized. To enable a physical alarm output, select Output 1, Output 2, or both check boxes.
- Output Function: The alarm output function can be configured to remain "ON Only During Alarm" or can be "LATCHED ON Upon Alarm". When Latched On, the alarm is on until the alarm reset button on the front of the Diagnostic Module is pressed.
- Alarm Time Extension: When the "ON Only During Alarm" box is checked, a triggered alarm can be extended after the alarm cycles off.
Logging Strategy
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| Illustration 47 | g01953424 |
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Suggested Settings in the Logging Strategy Tab | |
The Logging Strategy determines memory usage method, when a logging session takes starts/stops and the time intervals for saving data to memory. See Illustration 47 for recommended settings.
Memory Utilization: Select "Rotary Memory" (recommended) or "Log to Full". "Rotary Memory" will continue to log when the memory fills, overwriting older data on a first in, first out basis. The "Log to Full" selection will fill memory until the memory is full and can no longer accept data. With Full memory, the Diagnostic Module still continues to operate and run the program checking for enabled alarms.
Logging Threshold: The temperature entered in this text box determines when data is stored to memory. When powered-up, the Diagnostic Module monitors the pressure and temperature sensors every second. However, only when the "Logging Threshold" temperature is exceeded is data stored to Diagnostic Module local memory. The assumption is that below the entered temperature the vehicle is not operating and therefore no data is required. A fixed 5C hysteresis is built into this threshold.
Record Interval: A Minimum, Maximum, and Average value for each parameter will be calculated and stored every "Record Interval". Enter the number of minutes or seconds over which you wish to average the 1 per second reading in the "Min/Max/Avg. Record Interval" box. Absolute data and time will be maintained with all sample data. Typical time intervals are 10 to 15 minutes. Selecting 10 minutes (recommended) will provide approximately 270 days of data upon the engine running 8 hours per day, 5 days per week.
Over Temperature Alarms
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| Illustration 48 | g01953438 |
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Over-Temp Alarm Setting | |
Single Over-Temp Alarm: Enter a temperature in degrees Celsius, at which point the alarm should turn ON. Also enter a value for a Hysteresis, below which the alarm must fall in order to change to a nonalarm status. The Alarm state will remain ON until the temperature falls below the Assert Alarm Above value less the Hysteresis value. For example, in Illustration 48 the alarm would come on at 650C and turn off at 630C. The Alarm Output 1 would remain active only during the alarm and would shut off 60 seconds after the temp falls below 630C.
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| Illustration 49 | g01953443 |
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Dual Over-Temp Alarm Screen | |
Dual Over-Temp Alarms: Generation 3 Diagnostic Module can record two temperature inputs and both can alarm if a certain temperature is exceeded. Illustration 49 shows the "Dual Over-Temp Alarm" screen. The alarms are configured independently of each other. Both alarms are programmed like the step above.
Over Pressure Alarms
| NOTICE |
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Please consult specific Caterpillar service manuals for the engine back pressure specifications. The settings below may differ between engine models and ratings. When installing the Caterpillar Passive Diesel Particulate Filter on other manufactures equipment, please ensure that the engine manufactures recommendation for back pressure is followed. Failure to observe the manufacturers back pressure specifications may cause non-warrantable failures. Never exceed the factory engine back pressure recommendations. |
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| Illustration 50 | g01953448 |
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Over-Pressure Warning Alarm Setting | |
Over-Pressure Warning: The Diagnostic Module has two back pressure alarms. The low-level alarm, or "Over-Pressure Warning", is designed to warn the operator that the DPF filter needs cleaning. The "Over-Pressure Warning" usually triggers Output 2, and the Yellow LED on the Remote Display.
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| Illustration 51 | g01953453 |
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Over Pressure Alarm Settings | |
Over-Pressure Alarm: This high-level alarm is used to alert the operator that serious engine damage can occur if the vehicle continues to operate in this condition. The "Over-Pressure Alarm" usually triggers Output 1, and illuminates the Red LED on the Remote Display.
Thermocouple Sensor Failure Alarms
There are two alarm methods to detect a failed thermocouple. Both alarms will drive the same Alarm Output. These alarms will watch both thermocouples when in Dual TC mode.
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| Illustration 52 | g01953466 |
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TC Fail Alarms | |
Open Thermocouple Detect: Enables the selected alarm outputs if the temperature exceeds a user-specified value which typically indicates the thermocouple is open. The maximum value a Diagnostic Module sensed thermocouple can report is approximately 1000C. Recommended settings are shown in Illustration 52.
Shorted Thermocouple Detect: Enables the selected alarm output if a user-specified pressure is reached for a specific time. This alarm indicates the vehicle is operating, but a reasonable operating temperature is not being detected, which could indicate a shorted thermocouple. Refer to Illustration 52.
Pressure Sensor Failure Alarms
There are also two alarm methods employed to detect a failed pressure sensor.
No Change Alarm: The first method, "No Change Alarm", enables the selected alarms if a user-specified exhaust temperature is reached for a specific time. This alarm indicates the vehicle is operating and the operating pressure remains relatively static within the parameters specified. This situation would be indicative of a non-responding pressure transducer (or associated pressure source connection failure).
Enter appropriate values for operating time and temperature and a minimum pressure reading that should be realized.
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| Illustration 53 | g01953475 |
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Pressure sensor failure alarms | |
Negative Pressure Alarm: The second method, "Negative Pressure Alarm", enables the selected alarms if the temperature exceeds a user-specified value for a specified time. This alarm indicates the vehicle is operating and a reasonable operational pressure is not obtained. Thus indicating the vehicle is operating but the pressure sensor is not functioning correctly. Refer to Illustration 53.
When configured, the alarm program should first be saved by pressing the File, "Save As" button on the top tool bar. After "Save As" is pressed, the PC will ask for a file name. Type a name into the box and press "Save".
The new program may be uploaded to the Diagnostic Module by clicking the "Upload Program to Diagnostic Module" button. This button is located on the Communications side (left) of the screen.
Note: Be sure to download and save any data from the Diagnostic Module before uploading a new program. Uploading a new program will erase any stored data in the Diagnostic Module.
Manage Passwords
Software versions 1.44 and later can password protect certain critical parameters from being changed unless a password is entered. Clear Memory, Upload Program to Diagnostic Module, Set Date/Time, Flash Program Diagnostic Module and Calibrate Pressure Sensor are all protected when you enable the password protection feature
If the software version is earlier than 1.44, you may update free of charge. Please contact the DSN or the Technical Communicator at the nearest Caterpillar Dealership for the latest version of the software.
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| Illustration 54 | g01953494 |
|
Manage Passwords Dialog Box | |
All Diagnostic Modules are shipped with the password protection turned off. Password protection should be enabled. A single password can protect multiple Diagnostic Modules. Click on the "Tools" drop-down menu, click "Manage Passwords", and follow the directions below.
- First Enabling Password Protection:
- Leave the "Enter Old Password" field blank.
- Enter the password in the "Enter New Password" field.
- Re-enter your password into the "Reenter New Password" field.
- Click "Go".
- Click "OK" to close the box.
- Changing a password:
- Enter the current password in the "Enter Old Password" field.
- Enter a new password in the "Enter New Password" field.
- Re-enter the new password in the "Reenter New Password" field.
- Click "Go".
- Click "OK" to close the box.
Options/Settings
The Options/Settings screen allows you to configure the COM port settings, select the speed at which the Diagnostic Module communicates with your PC, select the default mode for the Diagnostic Module Software to operate in, decide if data stored in the Diagnostic Module memory should be erased when a new version of the Diagnostic Module firmware is uploaded and decide if you would like the software to download the Alarm program automatically when you connect to the Diagnostic Module. Details about each function follow below.
- Configuring the Communication Port settings
- Communication speed
- Diagnostic Module Operation Mode
- Automatic download of the alarm program is possible during connection to Diagnostic Module
Note: Data stored in the Diagnostic Module memory should be erased when a new version of the Diagnostic Module firmware is uploaded.
| |
| Illustration 55 | g01953518 |
|
Settings Box | |
To change the Communications settings, disconnect from the Diagnostic Module (leaving the cable in place between the Diagnostic Module and your PC). Click "Options" followed by "Settings", and a dialog box will open. Refer to Illustration 55.
Com Port Setting: "Com1" is the default as the communications port between the Diagnostic Module and the PC, however the PC may be configured differently. If you cannot communicate with the Diagnostic Module, try changing the COM port settings.
Bits per Second: On some PC's with slower processor speeds, slowing the communications speed between the Diagnostic Module and your PC may be necessary. This issue will be noted by a Communications Error while downloading data. If a Communications Error occurs, slow the communications speed until the error stops.
Mode: The default mode the software tries to operate in when connecting to a Diagnostic Module. The software automatically switches between modes when the software recognizes the need. If mostly or all G2 product is used, the G2 option should be checked. If working with both G2 and G3 with single thermocouples, check the G3 Single TC Channel.
If connection to a G3 Dual Channel in G3 Single TC Channel mode, an alert will open prompting a mode change. Also, if connection to a G3 Single TC Channel in G3 Dual Channel mode, an alert will open prompting a mode change. The software will automatically switch between G2 and G3 modes without an alert.
Allow Reflash without memory Clear: Typically, when upgrading the Diagnostic Module firmware the recorded data will be erased. However, the option to save the data during a reflash operation is available by checking the Allow "Reflash Without Memory Clear" box. A prompt will be displayed during the reflash operation allowing the memory to be saved in the Diagnostic Module.
Download Program Upon Connect: This feature downloads the program from the Diagnostic Module allowing the Check this box to see the alarm program values every time connected.
Diagnostic Module Operation and Troubleshooting
Operation
Once you have programmed the Diagnostic Module and the Diagnostic Module is running, no other operations are required. Monitor the four status LEDs for routine maintenance.
| Status LEDs and Information | |
|---|---|
| System Status | Will blink ON every 2 seconds indicating normal operation and program is running |
| Over Pressure Alarm | ON with Over-Pressure alarm |
| Over Temperature Alarm | ON with Over-Temperature alarm |
| System Problem | ON with a System Problem such as a Thermocouple or Pressure Sensor failure |
The "System Status" Green LED will blink every 2 seconds indicating that the Diagnostic Module is powered up and operating normally. If this LED is not illuminated or is not blinking, check the following:
- Make sure that the power supply is between 10 vdc and 30 vdc.
- Make sure that the fuse is not blown.
- Make sure that the power supply is connected correctly (for example: wires are not crossed at/from the source).
- If the power supply is a switched source, make sure that the key is turned on. A switched source means that power is supplied only when the vehicle ignition key is turned ON.
- If the vehicle is equipped with a Master battery disconnect switch, make sure that the switch is ON.
- If the Diagnostic Module is receiving the proper uninterrupted power supply, the Diagnostic Module may be malfunctioning.
If the Red LED for "Over-Press", "Over-Temp" or "System Problem" is on, please refer to the "Troubleshooting Diagnostic Module Alarms" that follows.
Troubleshooting Diagnostic Module Alarms
Indications of a Diagnostic Module-related alarm:
- Check/Stop Engine light or engine derate.
- Yellow or Red LED illuminated on the Remote Display.
- One or more of the three Red LEDs on the front of the Diagnostic Module illuminated.
When one of the above occurs:
- Connect the Diagnostic Module interface cable from a laptop computer to the front of the Diagnostic Module.
- Start the Diagnostic Module Communications Software.
- From the Communications menu choose "Connect".
- Click on the "Get Status" button.
| |
| Illustration 56 | g01953665 |
|
Get Status Screen | |
The "Status" dialog box will open. Refer to Illustration 56. In the lower left portion (Alarm History Flags) of the dialog box there is a list of the alarm flags. If the box next to a given alarm reads "True", that alarm was activated. The lower right side shows "System State Flags". If "ADC Calibration Error" or "Memory Error" flags are "True", contact your distributor for a replacement Diagnostic Module.
Table 6 shows possible causes of alarms and possible solutions.
| Alarm Diagnosis Chart | ||
|---|---|---|
| "True" Alarm | Possible Cause | Possible Solution |
| Over Temperature Alarm | Damaged Thermocouple (If accompanied by an Open Thermocouple Alarm) | Remove the thermocouple from the DPF for inspection. If the thermocouple is broken, the thermocouple must be replaced. If the thermocouple probe is not broken, inspect the thermocouple wire back to the Diagnostic Module. Make sure that the insulation is not melted by touching an exhaust pipe. Ensure that the thermocouple is plugged in at the Diagnostic Module. |
| Unplugged Thermocouple | ||
| Engine Upset Condition | Plot the Max temperature data and note how often the exhaust temperature exceeded the alarm threshold.
Check the Alarm Threshold by downloading the program from the Diagnostic Module and noting the temperature at which the alarm is enabled. If the graph has a noticeable spike where the alarm threshold was exceeded only once, there may have been an engine upset condition that needs investigated. |
|
| Engine Upset Condition (If Over-Temp Alarm is accompanied by Over Pressure Warning or Over Pressure Alarm) | The filter has experienced an uncontrolled regeneration. Remove the filter and inspect the outlet face of the filter. If more than 20 cells show soot on the outlet (clean) side of the filter, then the filter needs replaced.
Check Engine Operation before installing a new filter. The Engine Upset Condition alarm is a sign that the engine is producing too much soot. Ensure that all fuel-related components are operating per the manufacturer specifications. |
|
| Incorrect Alarm Setting | If the graph shows that the Max. Temperature was consistently exceeding the alarm threshold, the alarm threshold may be set too low for your application. Note the highest temperatures that exceeded the alarm setting and consult your Caterpillar Dealer Technical Communicator to get a new setting. | |
| Over Pressure Warning | Ash Accumulation | Graph the max pressure data and look at the peaks of the graph. If the back pressure gradually increased over a period of weeks or months then the filter needs to be cleaned of ash. Consult your filter cleaning procedure for instructions on cleaning ash.
Note: If this alarm occurs more than twice during a two (2) month period, there may be something wrong with the engine. The engine upset making too much soot or high oil consumption creating excessive ash. The exhaust temperature may be to cold for complete DPF regeneration. |
| Over Pressure Alarm | Soot or Ash Accumulation | The Over Pressure Alarm is a high-level alarm. Download and graph the Max Pressure data.
If the back pressure increased gradually over an extended period (weeks or months), ash has accumulated in the filter and requires cleaning immediately. If the back pressure increased rapidly (hours or days), the filter is plugging with soot and requires cleaning immediately. In this case the engine must be diagnosed for potential component failure before the filter is reinstalled (for example: turbo failure/oil leak, injector leaks, or failure, fuel pump failure, injection timing, and so forth). A filter plugging with soot can also be caused by improper duty cycle such as excessive idle time or light engine loading. |
| Shorted Thermocouple Alarm | Temperature Does Not Change or Changes Very Little
Incorrect Alarm Settings |
Thermocouple wiring is broken or shorted or the thermocouple tip has broken off. Replace the thermocouple.
Verify that Alarm settings are compliant with Table 4 |
| Open Thermocouple Alarm | Temperature Reads Over 1000C | The thermocouple probe has broken. Replace the thermocouple. |
| No Change In Pressure Alarm | The Back Pressure Is Not Changing Enough During Normal Operation | Check the Copper tubing for holes or leaks from the DPF back to the Diagnostic Module.
Check to make sure the fitting at the DPF and the Diagnostic Module are tight and that the copper tubing has not broken. Clean out any blockages or water in the tubing that connects the Diagnostic Module to the DPF. Check all exhaust pipes for leaks. |
| The No Change In Pressure Alarm Settings Need Adjustment | Adjust settings for the NO Change in Pressure Alarm if the tubing is not broken or blocked and the fittings are tight. | |
| Negative Pressure Alarm | Excessive Negative Pressure readings | The pressure sensor may need recalibrated.
Adjust settings for the alarm. Water may be condensing in the tubing. Clear the tubing. If the problem persists, reroute tubing so condensation does not accumulate in tubing or in Diagnostic Monitor pressure transducer inlet. |
Troubleshooting Diagnostic Module Communications Problems
If you encounter a problem connecting to the Diagnostic Module or communicating with the Diagnostic Module, refer to Table 7 for possible causes and solutions.
| Communications Troubleshooting | ||
|---|---|---|
| Problem | Possible Cause | Possible Solution |
| Cannot Connect To Diagnostic Module | Cable not connected properly to Diagnostic Module or PC | Check cable connection at PC and Diagnostic Module |
| Diagnostic Module not powered up | Check to see if the "System Status" Green LED is flashing on the front of the Diagnostic Module. If the Green LED is not flashing, refer to the topic "Operation" in the "Diagnostic Module Operation and Troubleshooting" section for possible problems and solutions. | |
| Communication port settings | Verify that the com port is set properly for your PC in the Options/Settings tab. Refer to the topics "Communication Settings" and "Port Setting" in the "Diagnostic Module Settings" section. | |
| Another application has latched on to the com port | If a Palm handheld assistant is used, Palm software latches onto the com port and will not allow other applications to use the com port. If you have the icon that is circled in Illustration 57, the icon must be turned off before attempting to communicate with the Diagnostic Module. The icon is located in the bottom right Windows Toolbar. | |
| Communications error while downloading data from the Diagnostic Module | Communications speed to fast between the Diagnostic Module and PC | In the Options/Settings screen, slow the communications speed between the Diagnostic Module and PC. |
| "Bad Character Echo" Error Received During A Firmware Upgrade | Trying to flash firmware to a Diagnostic Module using Diagnostic Module Communications Software version 1.35 and earlier | On the top toolbar click Help/About Diagnostic Module. A window will open with the Diagnostic Module version number. If you are running Version 1.35 and earlier, you need the latest software. |
| Communications speed too fast between the Diagnostic Module and PC | Slow down the communications speed between the Diagnostic Module and PC. See the topic "Communication Settings" in the "Diagnostic Module Settings" section. | |
| |
| Illustration 57 | g01953711 |
Diagnostic Module Specifications
Diagnostic Module Electro-Mechanical
| Diagnostic Module Electro-Mechanical | |
|---|---|
| Housing | Metallic enclosure, near the weatherproof seal, with sealing gland type fittings for the wire egress. |
| Dimensions | 10 X 6 X 3.5 with a tab/flange at each end for surface mounting. |
| Wiring Connections | Via the weather pack or Deutsche and mini Type-K connectors on three separate pigtails. No user serviceable connectors are inside the enclosure. |
| Wiring Egress | Sealing gland type fittings. Sealed serial connection on electronics module cover. |
| Pressure Connection | Via an 18 NPT fitting directly onto the integral pressure transducer. |
| Ambient Operating Temperature | |
Diagnostic Module Electrical
| Diagnostic Module Electrical | |
|---|---|
| Supply Voltage | Input range 12 vdc to 24 vdc |
| Supply Current | 50mA average current, 150mA max current, including all sensor excitation. |
| Cold Junction Compensation (CJC) | Integral via the on board sensor at the thermocouple connection point. CJC accuracy to add less than |
| ADC Resolution | 10 bit unipolar, will result in approximately |
| ADC Accuracy | Max (over temp): ±4 bits%. |
| System Accuracy | Temperature Error Max: |
| Sample Capacity | The exhaust monitor can store approximately 260,000 records in internal memory. Dynamic allocation of memory space is implemented to allow for asynchronous event storage (for example: alarms). |
| RTC | Integral real-time clock with 10 year life expectancy lithium cell backup. Ambient temperature ( |
| Glitch Recovery | The Diagnostic Module microprocessor is equipped with a hardware watch dog timer to restore normal operation in the event of a system upset. |
| Alarm Outputs | Two outputs. Alarm 1 is an open collector transistor output. Alarm 2 is a relay output. The normally closed contacts of this relay are used to add a level of fail-safe integrity to the system. The relay is utilized in the event of a system power failure. The relay will short Terminal strip TS2, Position 4 to ground upon alarm condition. The relay will also short Terminal strip TS2, Position 4 to ground in the event of a power failure of the Diagnostic Module. |
| Serial Data Port | Multiwire serial interface for connection to a PC. A fixed baud rate of 115K/baud is supported. |
| Software Restart | Upon interruption and reapplication of power, the exhaust monitor will start normal operation including data logging and alarm functions. |
Pressure Transducer
| Pressure Transducer | |
|---|---|
| Housing | Cylindrical machined 316 SS housing. Unit will be contained within the Diagnostic Module. |
| Diaphragm | 316L |
| Operating Temperature Range | |
| Shock | 100 G for 11mSec. |
| Vibration | 10 G at 20 to 2000 Hz. |
| Lifetime | 1 million cycles. |
| Temperature Compensated Range | |
| FS Range | 0 to 20 in Hg (0 to 10 PSIG) suggested. |
| Accuracy | Type: ±1.5%FS over temp. Max: ±3%FS. |
| Pressure Connection | Via an 18 NPT fitting directly onto the integral pressure transducer. |
| Supply Power | Power will be supplied through the Diagnostic Module. The power supply will be pre-regulated and surge protected. |
Temperature Sensor
| Temperature Sensor | |
|---|---|
| Type | "K" Thermocouple |
| Package | 1/8 inch diameter X 8 inch long Inconel 600 insertion probe compatible with Swagelok type compression fitting. Ungrounded thermocouple in the high temp magnesium oxide insulator with the MGO cement cap. Provided with |
| Temperature Range
(Withstand) |
|
| Temperature Range
(Operational) |
|
| Sensor Accuracy | Special Limits TC wire used: |
DPF General Installation Guidelines
This Section provides general mounting guidelines applicable to most DPF installations. Contact your Caterpillar Dealer Technical Communicator if you have questions for your particular installation.
DPF Registration
State and Federal regulations require registration information be recorded by manufacturer, installer, and customer. State and local regulations may vary, check local agencies for regulatory compliance. This form can be found on the Caterpillar Emission Solutions web site. The form must be completed on-line and registered with Caterpillar to activate the DPF warranty. For questions or concerns regarding the DPF call the Help Line at:
Cat Help 877-CAT-0909The web address is:
https://dealer.cat.com/cda/layout?m=20019&x=7Below are approved labels on Caterpillar DPF's that comply with Federal regulation requirements. These labels must be displayed as depicted to avoid violation of the regulations and consequent penalties.
DPF Labeling Requirements
DPF labeling specifications are required by law in some localities, and required by Caterpillar for warranty purposes. The following labels are supplied with the DPF Assembly:
| |
| Illustration 58 | g02101021 |
|
DPF Module | |
| |
| Illustration 59 | g02004714 |
|
Part Number | |
| |
| Illustration 60 | g02085485 |
|
Inlet | |
| |
| Illustration 61 | g02085499 |
|
Outlet | |
| |
| Illustration 62 | g02085504 |
|
Flow | |
| |
| Illustration 63 | g02101013 |
|
DOC Module | |
| |
| Illustration 64 | g02101025 |
|
Engine Label | |
- The DPF Module and the DOC Module have different serial numbers. The serial number on the Engine Label matches the serial number on the DOC Module.
- Install the DOC Module and the DPF Module (rotate the modules) so labels are visible from a service area whenever possible.
- The Engine Label must be attached to the engine. Find a non-structural M8 bolt hole on the engine in a location that is visible from the service area. Use the bolt hole to secure the Engine Label. This label must remain attached to the engine and IS MANDATORY FOR REGULATORY COMPLIANCE.
The web address for Caterpillar DPF registration is:
https://dealer.cat.com/cda/layout?m=20019&x=7The registration form can be filled out on-line and submitted directly to Caterpillar.
DPF Assembly Nomenclature and Parts
The Caterpillar Diesel Particulate Filter (DPF) Assembly (refer to Illustration 65) is a modular system consisting of:
| DPF Assembly Nomenclature and Parts | ||
|---|---|---|
| Item | Description | Qty per DPF Assembly |
| 1 | Inlet Endcap | 1 |
| 2 | Diesel Oxidation Catalyst (DOC) Module | 1 |
| 3 | Diesel Particulate Filter (DPF) Module | 1 |
| 4 | Outlet Endcap | 1 |
| 5 | Module V-Band Clamps | 3 |
| 5 | Module Gaskets | 3 |
| 6 | DPF Assembly Mounting Brackets | 2 |
| Not Shown | Diagnostic Module | 1 |
| |
| Illustration 65 | g02005332 |
To create a robust installation, several elements must be applied properly. Refer to Illustration 65.
- Do not allow the DPF assembly to vibrate with both the engine and the chassis. Do not attach the DPF system rigidly to both the engine and the chassis. Exposing the DPF assembly simultaneously to both engine and chassis vibrations will cause failures. Isolate the DPF inlet from engine/chassis vibrations with 5N-4742 Exhaust Flex Pipe (7), Illustration 65.
- If the DPF is mounted rigidly to the engine, isolate the outlet from engine/chassis vibrations by using Flex Pipe. All cut ends of flex piping must be welded to prevent uncoiling after cutting. Note: Flex pipe length should not be less than
305 mm (12 inch) . - The DPF will support a
127 mm (5 inch) exhaust outlet pipe that has a maximum weight of7.7 kg (17 lb) and a maximum bending moment of65 N·m (48 lb ft) . Stresses in excess of these may cause mechanical failure of the DPF exhaust pipe structure. - Flex Pipe must be straight and must not be used for misalignment between the engine and DPF system. Improper alignment will cause component breakage.
- Support Brackets used between the DPF Mounting Brackets and machine must be designed with sufficient strength to support the weight of the DPF securely. Support Brackets used between the DPF Mounting Brackets and machine must also withstand the machine vibrations. Main support brackets must be mounted as far apart as possible on the center modules (DPF and DOC modules) as shown in Illustration 65. Main support brackets MUST NOT be mounted on either of the Inlet or Outlet endcaps. Doing so WILL cause the DPF to fail.
- The Exhaust Outlet Tailpipe must be oriented in a safe direction and must prevent water penetration into the DPF.
SAFETY Considerations
- Do not modify the machine Roll Over Protection System (ROPS) or other safety systems. Do not drill any holes or weld on ROPS. Refer to Special Instruction, SEHS6929, "Inspection, Maintenance and Repair of Rollover Protective Structures (ROPS) and Attachment Installation Guidelines" for further information.
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The temperature of the exhaust gas and the temperature of the exhaust system components can reach up to
650 °C (1202 °F) during regeneration. An unexpected failure of the engine or an unexpected failure of the aftertreatment system may increase temperature at the diesel particulate filter to as high as900 °C (1652 °F) gas temperature. This may result in fire, burn, or explosion hazards, which may result in personal injury or death. Do not expose flammable material or explosive atmospheres to exhaust gas or to exhaust system components during regeneration. - Operator safety considerations:
- Exhaust should be directed away from the operator.
- Avoid impairing operator visibility. Comply with visibility guidelines that are applicable to the locale.
- Protect areas that the operator may come in contact with, such as handrails and handles.
- Protect heat-sensitive components such as fuel lines, hydraulic lines, and electronics.
- Do not remove catalyst or DPF substrates or matting material from the metal housing.
- Diesel Particulate Filter assemblies can be greater than
45 kg (100 lb) . Use appropriate lifting techniques to move hardware safely. - Direct impacts to DPF internal components, especially the catalyst, and filter modules can cause non-warrantable damage.
DPF Orientation Guidelines
- The DPF may be mounted in nearly any orientation, most common are with the DPF assembly to be either horizontal or vertical. Do not install the DPF where the DPF would infringe access/egress points to the cab or interfere with vehicle service.
- Wheeled machine applications can be mounted in any orientation.
- Tracked machine applications typically have higher vibration loads than wheeled applications. Mounting the DPF in a horizontal position is recommended to prevent catalyst slippage within the can. Isolating engine and chassis vibrations in tracked machine applications is especially important.
- Water must not come in contact with the DPF internal components, because doing so may cause non-warrantable damage.
- If the DPF assembly and the exhaust outlet stack are both vertical, the DPF assembly must use a rain trap outlet end cap, available from Caterpillar.
- The orientation of the outlet stack could allow water to penetrate into the DPF assembly. If the outlet stack is oriented in a manner that might allow water to penetrate, insert a drain hole. The drain hole should be at least 1/4 inch diameter and located at the bottom of the outlet end (lowest point downward). A rain cap must be used. Refer to Table 13.
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Table 13 Rain Cap Assemblies Outlet Stack Diameter Part Number Description 4 inch 7S-4994 Rain Cap As 5 inch 9S-7148 Rain Cap As 198-7424 Rain Cap As
DPF Placement Guidelines
- DPF's replace the existing muffler and are typically located in the same place as the original muffler.
- Do not modify or interfere with the Roll Over Protection System (ROPS) or other safety systems.
- Do not attach the DPF system rigidly to both the engine and the chassis. Exposing the DPF assembly simultaneously to both engine and chassis vibrations will cause failures. Installing the DPF assembly rigidly to the chassis/frame and isolate the engine vibrations is recommended. In tracked machine applications, chassis vibration isolation is also recommended.
- Minimize the distance between the engine and DPF. DPF regeneration capability is dependent on the exhaust temperature at the DPF inlet side (minimum conditions at the inlet:
240° C (464° F) for 40% run time). - The DPF mounting brackets should only be attached to either the machine structure (for example, frame) or the engine, not both. If necessary, additional support structure may be fabricated in order to create a rigid structure.
DPF Support Structure Guidelines
A typical DPF assembly weighs in excess of
- DPF assembly mounting brackets (available from Caterpillar) must be used to support the DOC and DPF modules.
- Do not use the mounting brackets on the Inlet and Outlet end caps. Doing so will cause the end cap-DPF/DOC joint to fail.
- Attach the DPF assembly mounting brackets directly to the machine structure (frame) or mount to the engine.
- Install the mounting brackets with the widest spread possible between the brackets. Refer to Illustration 66.
- Strengthen as needed to account for the increased weight. For example, replace existing muffler mounting plates or bracing areas of the machine not originally designed to accommodate the DPF weight.
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Illustration 66 g01918073 Mounting Bracket Installation - If attaching the DPF assembly mounting brackets directly to the machine structure (frame) is not possible, fabricate a support structure. Fabricate the support structure to interface between the DPF assembly mounting brackets and the machine frame.
- Design the support structure to work with the TWO DPF assembly mounting brackets.
- Design support structure to utilize all mounting bracket holes.
- Fabricate support structure using a minimum thickness of
10 mm (0.34 inch) low carbon steel so the loads will be shared between the mounting bracket and the support structure.Show/hide table
Illustration 67 g01918078 Support Structure Design Concepts - Support structure must be able to support load in all directions. Refer to Illustration 67.
- Longer gussets will support more load. Refer to Illustration 67.
DPF Bolt Torque
The following specified fasteners and torque must be used:
- Mounting bracket bolts
- M12 bolts of appropriate length. Torque
100 ± 10 N·m (75 ± 15 lb ft) - V-Band Clamps (to join DPF sections) Torque
16 ± 1 N·m (12 ± 1 lb ft) - DPF Body Clamps
- M12 bolts of appropriate length. Torque
40 ± 5 N·m (30 ± 4 lb ft)
Note: All bolts and associated fasteners must be zinc plated. Phosphate coated fasteners are not acceptable.
Note: Applying more than the specified torque to the DPF body clamps may damage the filter assembly and affect the warranty.
Insulation Guidelines
- The DPF and DOC modules are internally insulated. Do not use external insulation on the DOC or DPF modules since external insulation may damage internal components from excessive heat retention.
- If additional thermal protection is required due to DPF location, use heat shields with an air gap.
- DPF operation is exhaust temperature dependent and machine loading should be relied upon to generate sufficient temperatures (minimum conditions at DPF inlet:
240° C (464° F) for 40% run time). Exhaust tubing may be insulated from the turbocharger to the DPF Inlet end cap to assist with control of under hood temperature, component protection considerations and low ambient temperatures. Insulation should not be relied on to correct temperature deficiencies due to light-duty cycle or excessive exhaust tube length. However, exhaust insulation may be of assistance to lessen the effects of heat losses. Any insulation installed must be thermal fireproof insulation. Insulation tape or cloth is not acceptable. - For under-the-hood installations where the original piping layout has been changed, insulation may help to protect electrical, hydraulic, fuel, and other heat-sensitive components.
- Insulation may be used on the solid exhaust pipe. However, insulation should not be installed over exhaust flex pipe.
General Maintenance Guidelines
The only required maintenance for the Diesel Particulate Filter is periodic cleaning of the filter section. Refer to "Cleaning the Diesel Particulate Filter" for the correct cleaning procedure. All DPFs collect ash from lube oil during operation. This ash is not combustible. The buildup of ash will eventually cause an increase in back pressure. Perform a back pressure test in order to determine if the DPF needs to be cleaned. Refer to "Diesel Particulate Filter Back pressure Testing" for the correct procedure for testing the back pressure. Maintenance intervals will vary depending on the application. The following items are factors that will affect the required maintenance interval:
- Idle Time: Excessive Idle time will rapidly plug the DPF with soot. Excessive amounts of soot can cause very high regeneration temperatures damaging the DPF.
- Fuel Composition: Use ONLY Ultra Low Sulfur Fuel. Other fuels will rapidly plug the DPF with Sulfate Ash generated from the fuel sulfur requiring more frequent DPF cleaning. Note: Biodiesel up to and including B20 is acceptable. Biodiesel greater than 20%, lube oil, or fuel additives blended into diesel fuel is not acceptable. Biodiesel fuels must comply with ASTM D6751 applicable for 15 ppm sulfur content.
- Exhaust Temperature: DPF inlet temperature MUST BE
240° C (464° F) or greater at least 40% of the time otherwise the DPF will plug with soot. - Engine Emissions Level: Excessive fuel and oil burn will shorten the life and cleaning intervals of the DPF due to increased ash and soot generation.
- Oil Type: Low Ash Oil is recommended. Caterpillar low ash Diesel Engine Oil is recommended.
- Engine Condition: Poor or marginal oil control or excessive blow by will shorten maintenance intervals and DPF life.
- NOx to PM (Particulate Matter) Ratio: Must be at least 25:1 (this ratio is the NOx level divided by the PM level) for the DPF to regenerate properly at
240° C (464° F) .
|
|
A diesel particulate filter will become extremely hot during engine operation. A hot diesel particulate filter can cause a burn hazard which could result in personal injury. Allow adequate cooling time before working on or near the diesel particulate filter. |
|
|
Making contact with a running engine can cause burns from hot parts and can cause injury from rotating parts. When working on an engine that is running, avoid contact with hot parts and rotating parts. |
Diesel Particulate Filter Back pressure Testing
The DPF will become restricted with soot and ash from normal engine operation. The restriction will cause the exhaust back pressure to increase. Testing the back pressure of the exhaust system will determine when the filter section needs to be cleaned. Initial back pressure of a new unused DPF installation must be recorded and maintained on the table provided in "Appendix B" for a baseline value. This initial back pressure is the basis for determining serviceability of the DPF after future cleaning. This information is critical and must be maintained for future use. The back pressure can be measured using the 423-5875 Clean Emissions Module and PC.
Exhaust back pressure must be tested:
- When a new unit is installed. The initial pressure must be recorded on "Appendix B" as the initial back pressure. Recording the initial pressure is an important reference point and should not be omitted. Failure to observe this practice may affect the DPF/Diagnostic Module warranty.
Back pressure should be recorded:
- At recommended machine service intervals
- Every 6 months
| |
| Illustration 68 | g01952772 |
Note: Do not test the exhaust back pressure if the alarm for high pressure has been activated. Clean the DPF. Refer to "Cleaning the Diesel Particulate Filter" for the correct cleaning procedure.
Back Pressure Testing Procedure with
- Connect PC to 423-5875 Clean Emissions Module using 220-3778 Adapter Cable As. Start real-time display and monitor exhaust back pressure.
- Start the engine and run the engine in the no-load condition at high idle until the engine reaches normal operating temperature. Some publications call this condition Wide Open Throttle or W.O.T.
- Record back pressure on the chart provided in "Appendix B" at every check. Recording the back pressure will help establish a trend to aid in anticipating when the DPF will need servicing. The results should never exceed
10 kPa (40 inch of H2O) on a filter that is in service. These back pressure tests should be taken at wide open throttle (rated speed) and no engine load. The back pressure on a newly cleaned filter must not exceed the original (new) installation back pressure by more than 25%. If this value is exceeded, reclean and measure the back pressure. Also refer to "Appendix D" for further clean filter specifications. - If at any time Diagnostic Module warning or alarm LEDs display, and are confirmed by the internal data log the DPF must be serviced immediately. See "Real-Time Display".
- Record back pressure readings via Real-Time Display before and after DPF cleaning. Use "Record of Cleaning" in "Appendix B".
Testing Back Pressure with Caterpillar Pressure Testing Groups
| Required Tools | ||
|---|---|---|
| Part Number | Part Name | Qty |
or |
Digital Pressure Indicator Gp (DEALER TOOL)
or Engine Pressure Gp |
1 |
The back pressure can be measured with 198-4240 Digital Pressure Indicator Gp or the 1U-5470 Engine Pressure Gp.
Back pressure measurements are required when the following conditions exist:
- When a new unit is installed. The initial pressure must be recorded on "Appendix B" as the initial back pressure. Recording the initial pressure is an important reference point and should not be omitted. Failure to observe this practice may affect the DPF/Diagnostic Module warranty.
- Every 6 months
- At recommended service intervals
| |
| Illustration 69 | g01032982 |
|
(1) Inlet section
(2) Catalyst section (3) Filter section (4) Outlet section (5) Test port (6) Tee fitting (7) Copper tubing (8) Thermocouple | |
Do not test the exhaust back pressure if the alarm for high pressure has been activated. Clean the DPF. Refer to "Cleaning the Diesel Particulate Filter" for the correct cleaning procedure.
- Remove the tee fitting (6) from test port (5). Refer to Illustration 69.
- Connect the pressure port of the differential pressure gauge to the test port.
- Leave the vacuum port of the differential pressure gauge open to the atmosphere.
Note: Watch the back pressure reading as the engine begins to warm up. Stop the test immediately if the back pressure goes above
10.2 kPa (41 inch of H2O) which is a definite indication that the filter must be cleaned. Refer to "Cleaning the Diesel Particulate Filter" for the correct cleaning procedure. - Start the engine and run the engine in the no-load condition at high idle until the engine reaches normal operating temperature.
- Record the value while the engine is operating at high idle.
- The results from Step 4 should never exceed
10 kPa (40 inch of H2O) at rated speed and no-load condition on a filter that is in service. The back pressure on a newly cleaned filter must not exceed the original (new) filter installations back pressure by more than 25%. If this value is exceeded reclean and measure the back pressure. Also refer to "Appendix D" for further clean filter specifications. Refer to "Cleaning the Diesel Particulate Filter" for the correct cleaning procedure.
Reuse and Salvage of DPF
This guideline contains the necessary information in order to establish parts reusability.
- Remove the filter and inspect interior of the DPF outlet module for the soot buildup. The DPF section outlet side should be clean. There should be no more than 10% soot spotting. Refer to Illustration 70.
Show/hide table
Illustration 71 g01952787 DPF Outlet Side - If there is more than 10% spotting on the outlet end of the filter, the filter is not serviceable and must be replaced. Refer to Illustration 71 and Illustration 72.
Show/hide table
Illustration 72 g01952796 DPF Inlet Side - If the filter outlet appears like the inlet, the filter is failed. Refer to Illustration 72.
| |
| Illustration 70 | g01952785 |
|
DPF Outlet Side | |
Cleaning the Diesel Particulate Filter
Because the sections of the DPF are replaceable, a small stock of filter sections can be maintained. Filter sections from a small on hand stock can be used to replace filters in service at the next scheduled cleaning. The removed filters can be cleaned and returned for installation in the next vehicle. This process of maintaining a stock of filter sections can significantly reduce the amount of down time that will occur.
Note: Check State and Local air pollution regulations pertaining to record keeping of serviced filters. Some governmental entities may require filter tracking. Refer to "Appendix B" for recommended record keeping.
|
|
Wear goggles, gloves, protective clothing, and a National Institute for Occupational Safety and Health (NIOSH) approved P95 or N95 half-face respirator when handling a used Diesel Particulate Filter or Catalytic Converter Muffler. Failure to do so could result in personal injury. |
Note: Perform a back pressure test prior to cleaning the DPF and record the results. After cleaning the DPF, run the engine at high idle for 5 to 15 minutes to bring the engine and exhaust system to operating temperature. Perform another back pressure test and record the results on the chart contained in "Appendix B".
Recommended Cleaning Procedure
Caterpillar recommends the following process:
- Weigh and record the filter unit prior to baking
- Controlled baking of the filter unit (see following "Baking Procedure" section)
- Ash cleaning the filter unit using the 319-2189 Filter Cleaning Group
- Weigh and record the filter unit after controlled baking and pulsed air cleaning
- Reference "Appendix B" for proper record keeping
Note: Cleaning DPF units without baking shortens the life the HEPA filters within the Cleaner. The result is a shortened ash service interval because of incomplete soot removal.
Baking Procedure
This procedure will burn off the remaining soot on the DPF leaving a smaller quantity of ash by baking the filter under controlled circumstances. Failure to observe this procedure can result to damage or cracking to the DPF substrate. A commercial programmable oven is required for this procedure. Careful adherence to this procedure is imperative. Deviation from this procedure may lead to thermal shock and cracking of the DPF substrate or melting at high temperatures.
- Place filter into a programmable commercial oven designed for this purpose. Centered as much as possible on a rack with 2 inches of spacing below and above for best results.
- Program the oven as follows:
- Ramp oven temperature to
200° C (392° F) over 20 minutes. - Hold oven temperature at
200° C (392° F) for 120 minutes (2 hours). - Ramp oven temperature to
450° C (842° F) over 30 minutes (.5 hours). - Hold oven temperature at
450° C (842° F) for 120 minutes (2 hours). - Cool down to ambient temperature at natural rate within the oven with the doors closed. Do not use fans.
- Place filter in cleaning machine and clean as per machine instructions.
- Replace the filter in oven. Ramp temp to
650° C (1202° F) in 60 minutes (1 hour). - Hold oven temperature at
650° C (1202° F) for 240 minutes (4 hours). - Cool to ambient temperature at a natural rate. Do not use fans.
Note: Allow the filter to cool in the oven with the door closed until the filter can be handled with bare hands.
- Ramp oven temperature to
Diesel Particulate Filter Cleaner Group
| |
| Illustration 73 | g01928535 |
| 319-2189 Diesel Particulate Filter Cleaner Gp | |
|---|---|
| Part Number | Description |
| Diesel Particulate Filter Cleaner (BASE TOOL, WITH NO ADAPTERS) | |
| Diesel Particulate Cleaner Adapter Gp | |
| (1) | |
| (2) | For Pre 2007 mass transit bus diesel particulate filters. |
| 319-2190 Diesel Particulate Cleaner Adapter Gp | |
|---|---|
| Part Number | Description |
| Cone |
|
| Cone |
|
| Cone |
|
| Adapter (LOWER, LARGE) | |
| Adapter (LOWER, SMALL) | |
| Optional Accessories | |
|---|---|
| Part Number | Description |
| Adapter (MASS TRANSIT BUS) | |
| Software (DPF CLEANER) | |
| Consumables | |
|---|---|
| Part Number | Description |
| Diesel Particulate Filter As (ADVANCED EFFICIENCY) | |
| Diesel Particulate Filter Kit (CONTAINS 2 FILTERS) | |
| Filter Bucket | |
| Desiccant (AIR DRYER) | |
| Oil Separator Gp (COALESCING FILTER) | |
| Specifications | |
|---|---|
| Dimensions (L X W X H) | |
| Weight | |
| Power | 110 VAC / 60Hz |
| Air | |
Cleaning Procedure
Ash and soot should be removed from the DPF utilizing the Caterpillar 319-2189 Diesel Particulate Filter Cleaner Gp. Using the Cleaner without following baking procedure, results in lower efficiency cleaning and will reduce the life of the HEPA filters in the machine. This tool uses pulsed air to flush the ash from the DPF and contains the filter ash through a HEPA filter and bag system. Other methods can release significant quantities of airborne ash and soot which may be considered a hazardous substance by some states. Adapters must be used to mount the DPF units in the machine. The 10.5 inch filter uses the 319-1839 Adapter and the 319-1835 Cone (Medium). The 12 inch DPF uses the 319-1838 Adapter with the 319-1836 Cone (Large).
Note: Other cleaning methods can release significant quantities of airborne ash and soot. Airborne ash and soot should not be inhaled and may be regulated as a hazardous substance by some states.
DPF Troubleshooting Guide
| DPF Troubleshooting Guide | |||
|---|---|---|---|
| Symptoms | Cause of Symptom | Cause of Failure | Resolution |
| Exhaust Smoke | Broken/Cracked Filter Substrate | Excess Vibration/Impact from careless handling. | Replace Substrate. Tighten and lock all mounting bolts. |
| Thermal shock from runaway regeneration due to excessive soot buildup prior to regeneration. | Ensure that mounting is correct and vibration minimal. Ensure that exhaust temp is |
||
| Water leakage from improper drainage or stuck open rain cap causing thermal shock, cracking, or loosening of filter substrate. | Repair rain cap, ensure proper water drainage. Ensure that there is a 1/4 inch drain hole in the bottom of the exhaust end cap. Replace the filter unit | ||
| Exhaust Smoke | Excessive vibration/DPF Failure-Cracking | Cracking can be caused by loose/improper mounting (excessive vibration), external impact. | Properly tighten/lock mounting bolts. Inspect mounting for cracking or improper installation and so on, Follow published DPF mounting guidelines. |
| DPF Unit Rattling (Internal) | Loose Filter Substrate | Internal retaining mat damage due to water exposure | Replace Filter Module-cannot be repaired. Ensure proper rain cap operation. Ensure proper water/condensate drainage by drilling a 1/4 inch hole in the lowest part of the exhaust outlet end cap. |
| DPF Assembly Rattling | Loose Mounting Hardware | Improperly locked/torqued nuts, bolts, or clamps | Tighten and torque all fasteners on mounting assembly. Ensure that all nuts and bolts are properly torqued and are locked with lock washers, castle nuts, or thread locking compound as appropriate. Check and ensure that all band or other clamps are functioning properly. Use torques specified in the DPF Catalog or in Torque Specifications, SENR3130 (for mounting hardware). |
| Oil In Filter Substrate | Turbocharger Bearing Oil Leak | Oil starvation of turbocharger bearing. | Clean and clear oil supply line to turbocharger. Repair Turbocharger. Attempt to thermally regenerate and clean DPF substrate-may not be successful due to excess oil and potential thermal shock during regeneration. Replace substrate if regeneration unsuccessful. |
| Habitual shutdowns using the emergency stop button depriving the turbocharger of oil if Accumulator not present or not functioning | Educate the operator. Repair Turbocharger. Repair Oil Accumulator assembly if present. Attempt to thermally regenerate and clean DPF substrate-may not be successful due to excess oil and potential thermal shock during regeneration. Replace substrate if regeneration unsuccessful. | ||
| Partial blockage of the turbocharger oil line | Ensure that turbocharger oil line is clear and clean. Repair Turbocharger. Attempt to thermally regenerate and clean DPF substrate-may not be successful due to excess oil and potential thermal shock during regeneration. Reinstall substrate if regeneration successful. If Regeneration is unsuccessful, replace the filter unit. | ||
| Inadequate coolant flow to turbocharger. | Flush cooling system. Ensure that coolant line to turbocharger is clean and clear. Repair Turbocharger. Attempt to thermally regenerate and clean DPF substrate-may not be successful due to excess oil and potential thermal shock during regeneration. Reinstall substrate if regeneration successful. If Regeneration is unsuccessful, replace the filter unit. | ||
| Excessive Back Pressure/Low Power | Filter Clogging with Soot or Ash | Excessively light-duty cycle resulting in inadequate regeneration. | Remove filter module (clean/replace). Increase duty cycle. Monitor exhaust temp. Must be |
| Excessive oil consumption. | Measure oil consumption (use low ash oil). Determine and correct cause of excessive oil consumption. | ||
| Oil ash content too high. | Drain crankcase, fill with Caterpillar approved Low Ash Diesel Engine Oil | ||
| Improper fuel (ULSD required), or lube oil blended with fuel which will cause excessive filter ash buildup. | Purge fuel system of high sulfur fuel and refill with Ultra Low Sulfur Diesel Fuel. Fuel sulfur content is 15 ppm not to exceed 30 ppm. Using diesel fuel that has been blended with lubrication oil will cause rapid DPF failure and will void the DPF warranty. | ||
| Undersized DPF or the whole DPF unit installed backward | Check DPF sizing and orientation. If undersized replace with the proper unit. If the unit is installed backward clean and reinstall properly with the catalyst module closest to Turbocharger. Assure proper orientation of the flow arrow on DPF Module. | ||
| Runaway regeneration causing Melting of Filter Substrate | Melting caused by runaway regeneration from excessive light-duty soot build-up followed by heavy-duty cycle. | Melting-Replace heat damaged parts. DPF inlet temp must be at least |
|
| No regeneration | Clogging excessive light-duty use | Monitor the duty cycle and DPF inlet temp which must be at least |
|
| Improper cleaning intervals | Failure to observe the proper cleaning interval. | Remove the filter module, thermally regenerate, and clean ash from DPF. Reinstall the filter module. | |
| Monitoring System malfunctions and alarm displays | Refer to Table 3 and the "Diagnostic Module Troubleshooting" section. | ||
| Remote Panel warning lights | |||
| Monitoring System malfunctions, wiring, installation, or programming | |||
Configuration Information
| "Over-Temp" | ||
|---|---|---|
| Inlet Over Temperature Alarm | ||
| Condition | Expected Value | |
| Enable Alarm | Yes | |
| Log Alarm Transitions | Yes | |
| Active Output During Alarm | Output 1 = Red | |
| Output function | ON only during alarm | |
| Assert Alarm | Above |
|
| Hysteresis | |
|
| Upon Over Temperature extend alarm for 60 seconds | ||
| "Over-Pres" | ||
|---|---|---|
| Over Pressure Warning | ||
| Condition | Expected Value | |
| Enable Alarm | Yes | |
| Log Alarm Transitions | Yes | |
| Active Output During Alarm | Output 1 = Red | |
| Output Function | ON only during alarm | |
| Assert Alarm when the measured pressure exceeds 7 In Hg for 5% of the time during a 60 minute measurement interval | ||
| Over Pressure Alarm | ||
| Condition | Expected Value | |
| Enable Alarm | Yes | |
| Log Alarm Transitions | Yes | |
| Active Output During Alarm | Output 2 = Yellow | |
| Output Function | Latched ON upon alarm | |
| Assert alarm when the measured pressure exceeds 8 In Hg for 5% of the time during a 60 minute measurement interval | ||
| TC-Fail(1) | ||
|---|---|---|
| Open Thermocouple Detect | ||
| Condition | Expected Value | |
| Enable Alarm | Yes | |
| Log Alarm Transitions | Yes | |
| Output During Alarm | Output 1 = Red | |
| Output Function | Latched ON upon alarm | |
| Assert alarm if measured temperature is above |
||
| Shorted Thermocouple Detect | ||
| Condition | Expected Value | |
| Enable Alarm | Yes | |
| Log Alarm Transitions | Yes | |
| Output During Alarm | Output 1 = Red | |
| Output Function | Latched ON upon alarm | |
| Assert alarm if pressure is greater than 1 In Hg for 10 minutes and measured temperature does not exceed |
||
| (1) | Output selection applies to both open and shorted alarms |
| Logging Strategy | |
|---|---|
| Memory Utilization | Rotary Memory |
| Logging Threshold | |
| Record Interval | 10 minutes |
| Pressure Sensor Fail | ||
|---|---|---|
| No Change Alarm | ||
| Condition | Expected Value | |
| Enable Alarm | Yes | |
| Log Alarm Transitions | Yes | |
| Active Outputs During Alarm | Output 1 = Red | |
| Output Function | Latched ON upon Alarm | |
| Assert alarm if exhaust temperature is above |
||
| Negative Pressure Alarm | ||
| Condition | Expected Value | |
| Enable Alarm | Yes | |
| Log Alarm Transitions | Yes | |
| Active Output During Alarm | Output 1 = Red | |
| Output Function | Latched ON during alarm | |
| Assert Alarm if temperature is above |
||
·
Recommended Spare Parts on Shelf
| Recommended Spare Parts on Shelf | ||
|---|---|---|
| CES 1050 Parts | ||
| Caterpillar Part Number | Description | Recommended on Shelf |
| Gasket
10.5" |
3 | |
| Clamp
10.5" |
3 | |
| CES 1200 Parts | ||
| Caterpillar Part Number | Description | Recommended on Shelf |
| Gasket | 3 | |
| V-Band Clamp | 3 | |
| Common Parts | ||
| Caterpillar Part Number | Description | Recommended on Shelf |
| Thermocouple | 3 | |
| Installation As
(Swagelok fittings and copper tube) |
3 | |
| Clean Emissions Module | 1 | |
| Remote Display | 1 | |
| Individual Parts | ||
| Caterpillar Part Number | Description | |
| Tee (1/4") | ||
| Connector (1/4") | ||
| Ferrule (1/4")
(For 237-9337 Connector) |
||
| Reducer Bushing (1/8")
(For Thermocouple) |
||
| Ferrule (1/8")
(For 237-9338 Reducer Bushing) |
||
| Tube (1/4" X 20' Copper) | ||
·
Record of DPF Cleaning
Note: This information must be maintained for warranty purposes.
| Record of DPF Cleaning | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Customer Name _______________ Initial Install Date _______________
Machine Model _______________ Machine S/N _______________ Machine Fleet # _______________ EIN _______________ Filter S/N _______________ Filter Part # _______________ Catalyst Module S/N _______________ Catalyst Part # _______________ Initial Engine Hours ____________ Initial Back Pressure (Specify Units) ________ at FULL Throttle, NO-LOAD Condition. |
|||||||||||
| Cleaning Date: | |||||||||||
| Engine Hours: | |||||||||||
| Pre-Bake Weight (kg/lbs):
Specify Units |
|||||||||||
| Post-Bake Weight (kg/lbs):
Specify Units |
|||||||||||
| Weight After Pulsed Air (kg/lbs): | |||||||||||
| Pre-Clean Back Pressure:
Specify Units |
|||||||||||
| Post-Clean Back Pressure:
Specify Units |
|||||||||||
| Cleaning Entity: | |||||||||||
| Name/Initials of Technician: | |||||||||||
·
Filter Evaluation Form
| Filter Evaluation | |||
|---|---|---|---|
| Date Received: | Customer: | ||
| Filter Serial Number: | Filter Model Number: | ||
| Pre-Clean Weight (kg): | Post-Clean Weight (kg): | ||
| Net Ash Removed
(Pre-Clean/Post-Clean): |
Photos Taken/Location: | ||
| Notes: | |||
| |
| Illustration 74 | g02026337 |
·
Cleaned Filter Specification
Note: Scope: The following steps determine a properly cleaned Caterpillar filter.
Note: This specification applies to filters that were cleaned of ash only. This specification is only valid subsequent to the "Recommended Cleaning Procedure". This specification should not be used to determine if soot filled filters are properly cleaned. All filters must be baked appropriately using the "Recommended Cleaning Procedure" prior to application of this specification.
HEALTH AND SAFETY
|
|
Wear goggles, gloves, protective clothing, and a National Institute for Occupational Safety and Health (NIOSH) approved P95 or N95 half-face respirator when handling a used Diesel Particulate Filter or Catalytic Converter Muffler. Failure to do so could result in personal injury. |
Adhere to all local Health and Safety rules and regulations. Use all the personal protective equipment listed below:
- Respirator
- Safety shoes
- Safety glasses
- Latex gloves
- Lab coat
RESOURCES
Necessary equipment:
-
38 cm (15 inch) long by0.9 mm (0.04 inch) thick stainless steel probe for "200 cpsi" (Cells/Square inch) filters - Tape measure
METHOD
Evaluation of a cleaned filter:
Note: A filter MUST meet all criteria in this section below to be considered clean.
- Inspect both inlet and outlet surfaces for oil/fuel contamination, gouges and/or cracks. No cracks may be visible. Gouges may not be exceed
4.0 mm (0.15 inch) deep. - There must be no filter movement within the filters banding. This movement is defined as the substrate moving past the bent-over flange. The filter must be even or below the bent-over flange.
- There must not be any signs of the steel fiber ring coming loose or any mat material (cottony gauze) slipping past the filter. See Illustration 75 below.
- The flanges are not damaged beyond repair.
- There are no dents deeper than
6.4 mm (0.25 inch) in the outer can of the filter and the outer can is not cracked, torn or otherwise breached. - No more than 20 cells are allowed to be damaged (showing soot) on the outlet face of the filter. Refer to Illustrations 76 and 77.
- Inspect the ash depth in the cells using the "Check Cell Depth" instructions below.
| |
| Illustration 75 | g02026392 |
|
Proper placement of the filter within the banding (1) Outside Can (2) Bent-over flange (3) Steel fiber ring (4) Mat material (5) Filter | |
Note: Filter must be below the bent over-flange (2).
| |
| Illustration 76 | g02026398 |
|
Acceptable filter with less than 20 damaged cells | |
| |
| Illustration 77 | g02026399 |
|
Unacceptable filter with too many damaged cells | |
Check Cell Depth
- Check cell depth by dropping the stainless steel probe into a cell location noted by a dot in Illustration 78 below.
- Lightly tap the probe with a finger until the probe does not travel into the cell any further. Mark the probe to record the depth.
Show/hide table
Illustration 78 g02026405 - Measure the distance from the tip of the probe which entered the cell to the mark made on the probe. This distance is the cell depth. Repeat this step 17 times per Illustration 78.
- If the probe travels a minimum of
28.6 cm (11.25 inch) in all cells, the filter is considered clean. - If the probe encounters heavy resistance in one or two cells, proceed to Step 6. Refer to Illustration 79.
Show/hide table
Illustration 79 g02026406 Evaluation of a Filter with Hardened Ash
(1) Cell
(2)50.8 mm (2.0 inch) Square
(3) Dot locations - Identify the one or two cells (1) where heavy resistance was noted during the cell depth check. Refer to Illustration 79.
- Draw a
50.8 mm (2 inch) square (2) around cell (1). Refer to Illustration 79. - Check cell depth at the eight dot locations (3). Refer to Illustration 79.
- If the probe encounters heavy resistance in three or more cells, THE FILTER IS NOT CONSIDERED CLEAN. THE FILTER MUST NOT RETURN TO SERVICE UNTIL THE FILTER IS PROPERLY CLEANED.
Parts to Fabricate the "Y" Power Adapter
| |
| Illustration 80 | g02055955 |
|
Fabricated "Y" Power Adapter with Deutsche Connectors | |
The parts shown in Illustration 3 are current Caterpillar parts and are acceptable for this application. The ferrule type fuse holder and fuse may be replaced with a commercial blade type fuse holder. Fuses should be 3 amp. A maximum of a 5 amp fuse is acceptable, but a 3 amp fuse is preferred. However, neither unit is waterproof and should be protected from moisture and water infiltration.
Note: Do not expose to locations subject to pressure washing or other sources of moisture.