acert technology c9

Class Intro.ppt 1

ACERTTM Technologyfor C7 and C9

On-Highway Engines

This presentation covers the new product introduction for the C7 and C9on-highway engines using ACERT technology.

The presentation can be downloaded from the Service TrainingWebsite.

Service Training website URL:https://psmktg.cat.com/srvtrng/index.htm

Class Intro.ppt 2

Topics Covered

General introduction

Iron changes

Electronic changes

We will first briefly describe ACERT technology in a general manner.We will then talk about changes to the iron for the C7 and C9. Then wewill discuss what's different with the electronic control system on theseengines.

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ACERT:

Advanced

Combustion

Emissions

Reduction

Technology

ACERT stands for Advanced Combustion Emissions ReductionTechnology.

Class Intro.ppt 4

Nomenclature

Lack of a hyphen in the modeldesignations indicates that the engineuses ACERT Technology:

C7 (based upon 3126E)

C9 (based upon C-9 industrial / machine)

Other engines using ACERT Technologywill be covered in a separate NPI

To help set aside the engines that use ACERT technology, there is achange to the model nomenclature. The model number is written with nohyphen.

The C7 uses ACERT technology, but is based upon the now familiar3126E. As you recall, the 3126B on-highway engine was renamed to3126E in March of 2001 to recognize the product enhancements thathad been made. These included chrome ceramic structure rings,tungsten coated HEUI injectors, and new CFFV/LEV (Clean Fuel FleetVehicle/Low Emission Vehicle) ratings, and more. The C7 engine is thenext progression for this 7 liter engine.

Like the C7, the C9 is an in-line, 6 cylinder HEUI engine, turbochargedand air to air aftercooled. The C9 on-highway engine with ACERTtechnology is an updated version of the C-9 industrial / machine engineoriginally released for the 2000 model year.

Heavy duty engines with ACERT technology will be covered in aseparate NPI presentation.

Class Intro.ppt 5

What is ACERT Technology?

ACERT technology is a series ofevolutionary, incremental improvementsthat provide a breakthrough enginetechnology built on systems andcomponents that have been developedby Cat with proven reliability.

John Campbell, director of on-highway engine products,Caterpillar Power Systems Division

So, what is ACERT technology?

In a recent press announcement, John Campbell, director of on-highwayengine products -- Caterpillar Power Systems Division, described it thisway, ACERT technology is a series of evolutionary, incrementalimprovements that provide a breakthrough engine technology built onsystems and components that have been developed by Cat with provenreliability."

As technicians, trainers, technical communicators, or whatever enginerelated job best describes each of us, it is reassuring to know thatalthough we are dealing with breakthrough technology, it is based on afamiliar platform.

Class Intro.ppt 6

C7 and C9 Engines

C7 C9

As you can see, the C7 and C9 are similar in appearance, but thecommonality goes beyond that.

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C7 & C9 Commonality:

New injector

New HEUI pump

48 tooth timing strategy

Sensor strategy

ECM: ADEM III (with new software)

After treatment: oxi-cat

Both use an updated HEUI injector, a new unit injector hydraulic pump,a 48 tooth timing strategy, common sensors, ADEM III ECM, and adiesel oxidation catalyst aftertreatment device.

Each of these is covered later in the presentation.

Class Intro.ppt 8

C7 Engine Specs:

Disp. = 439 cu in (7.2 liters)

Bore = 4.33 in (110 mm)

Stroke = 5.00 in (127 mm)

Dry wt. (approx) = 1295 lbs

Length = 42.5 in (1078 mm)

Width = 31.4 in (798 mm)

ATAAC

Planned ratings: 190-330 hp

These specifications are the same as for the previous 3126E.

Planned ratings for the C7 will range from 190 horsepower with 520 lb.ft. torque, to 330 horsepower with 860 lb. ft. torque for fire truck, RV,emergency, roadside recovery rating.

Class Intro.ppt 9

New Design for C7

Aside from the updated fuel system andcontrol software, there are minimal ironchanges from the 3126E to the C7:

13% New Content

42 New Part Numbers

Aside from the updated, enhanced fuel system and control software,there are minimal iron changes from the 3126E to the C7.

Because the C7 has a higher peak cylinder pressure than the 3126E,the C7 requires a stronger iron chemistry for the block.

In all, there is approximately 13% new content when comparing the C7to the 3126E.

Class Intro.ppt 10

New Design for C7

Monosteelpistons forratings230 hp and up

One piecealuminumpistons for 190& 210 hp ratings

In ratings of 230 horsepower and above, the C7 uses a monosteelpiston. The 3126B will continue to use the present steel articulatedpistons.

In the 190 and 210 horsepower ratings, the C7 ACERT uses one-piecealuminum pistons that are similar in appearance to those used in the3126B in the lower horsepower ratings. However, the C7 has a differentcombustion crater design. The 3126B piston would interfere with thenew injector tip in the C7, if the wrong piston were used.

Class Intro.ppt 11

New Design for C7

Cylinder head: Injector bore

changed to matchnew injector

Bolt patternchanged forisolated valve coverbase

The C7 cylinder head was modified to accept the new injectors. Also,the bolt pattern was changed to accommodate the new valve coverbase. The base is fully isolated with ribbon seal and isolator bolts.

Class Intro.ppt 12

New Design for C7

Valve cover

Valve cover base

The C7 uses a new, composite valve cover. It is semi-isolated, withribbon seal and shoulder bolts.

Class Intro.ppt 13

New Design for C7

Side coverbreather

There is a side cover mounted breather, using a rubber coated steelgasket for sealing.

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C9 Engine Specs:

Disp. = 537 cu in (8.8 liters)

Bore = 4.41 in (112 mm)

Stroke = 5.87 in (149 mm)

Dry wt. (approx) = 1500 lbs

Length = 42.4 in

Width = 32.8 in

Height = 37.6 in

ATAAC

Planned ratings: 275 to 400 hp

8% New content

These are the same specifications as the C-9 industrial engine.

Planned ratings for the C9 will range from 275 horsepower with860 lb. ft. torque, to 400 horsepower with 1100 lb. ft. torque for the RV(D tier) rating.

Class Intro.ppt 15

C9 Block

No spacer plate - fewersealing joints for reducedrisk of leaks

Integral oil cooler forreduced weight andengine width

High coolant & oil flow forlong engine life

The C9 is a medium duty engine with heavy duty characteristics.

With no spacer deck, there are fewer sealing joints, thus reducing thepossibility of leaks. The integral oil cooler cast in the block reducesweight and width of the engine and also eliminates external lines.

High coolant and oil flow provides long engine life.

Class Intro.ppt 16

C9 Block Stronger block to allow

increased cylinderpressure

Strengthened flywheelhousing joint for longerlife

Serpentine heavy dutydesign for lower noise

For the C9 engine with ACERT technology, the block uses ironchemistry to allow higher cylinder pressure capability. Tensile strengthof the block is 220480 kPa (32,000 psi) which is the same as the 3176Cand 3196 industrial engine blocks.

The flywheel housing joint has been strengthened for longer life. Thehousing joint is the same as used on the 3176C and 3196 industrialengines.

The Cylinder block is a single piece, deep skirted, serpentine design,shaped to increase stiffness and reduce weight and noise.

Class Intro.ppt 17

C9 Mid-SupportedWet Liner Removable for excellent

rebuildability

Allows higher top pistonring position for better fuelconsumption and emissions

Induction hardened, plateauhoned, high strength greyiron increased life

The C9 has mid-supported wet liners for increased life and excellentrebuildability. The mid-support feature allows a higher top ring position,which improves fuel consumption and emissions.

The high strength, grey cast iron liner has an induction hardenedinternal surface to provide extended wear life. Plateau honing providesexcellent oil control.

Class Intro.ppt 18

C9 Cylinder Head 4 valve, cross flow head for

improved air flow, fuelconsumption andemissions

Stiffer structure forimproved strength, sealing,durability and reusability

6 bolt cylinder head toblock joint for improvedcombustion gas sealing,minimized bore / linerdistortion

The C9 cylinder head is a 4 valve, cross flow design for excellentbreathing capability which results in better fuel consumption andemissions.

Robust design of cylinder head casting provides long life. A 6 bolt percylinder design provides better sealing and minimizes bore/linerdistortion.

Class Intro.ppt 19

C9 Crankshaft

Forged steel

Induction hardened journals and fillets

Regrindable

The crankshaft is a single piece steel forging with induction hardenedjournals and fillets. It is regrindable.

Class Intro.ppt 20

C9 Connecting Rod

Heavy fractured rod design

Forged steel for IncreasedStrength

Increased bearing surfacesfor increased bearing life

Removable through top ofcylinder for ease of service

Like the C7, the C9 uses a steel forged, fractured connecting rod. Thedesign allows the rod to be removed through top of cylinder for ease ofservice. The fractured surfaces of the rod and cap should be handledcarefully to prevent damage when servicing.

This rod is not rebuildable in the event of a spun bearing. Replacementis the only option after a bearing failure which has caused damage tothe bearing bore.

Normal reusability guidelines should be followed, if the rod is notreusable, it is scrapped. This rod is a relatively low cost item. For thisreason, oversize bearings are not supplied and therefore rebuilding isnot an option.

Class Intro.ppt 21

C9 Camshaft

Carburized and heattreated steel fordurability

High position allowsuse of short pushrods for Improvedoverspeed capability

4 bearings

The camshaft is carburized and heat treated, and is supported in theblock by 4 aluminum bearings. The high position of the camshaft allowsfor the use of shorter push rods for improved durability and overspeedcapability.

The C7 and C9 engines both use the same cam gear. As mentionedearlier, they use a 48 tooth timing strategy. Actually, the strategy isreferred to as a "48 minus 1" tooth arrangement. The speed / timingsensors read the spaces between the teeth. With a 48 tooth pattern,one tooth is absent, to identify the Top Dead Center position.

Class Intro.ppt 22

HEUI-B Fuel System

Hydraulically actuated electronicallycontrolled unit injectors

Injection pressure is independent ofengine speed

Variable injection rate shape

Provides maximum efficiency withlow emissions

Both the C7 and the C9 use the latest HEUI-B Fuel System. Like allHEUI engines, the fuel system provides excellent performance sincethe injection pressure is nearly independent of engine speed.

The HEUI-B system has enhanced, electronically controlled, injectionrate shaping capability. The proprietary design of this system allowsinfinite fuel delivery strategies. Depending on engine operating speedand load, the system uses a variety of shaped injection traces. Thisresults in reduced emissions at the point of combustion, whilepreserving engine reliability and durability.

Class Intro.ppt 23

Larger HEUI Pump

Largerdisplacementpump

Higher railpressurecapability

Larger reservoir

The C7 / C9 have a variable delivery HEUI Pump with an integratedelectro-hydraulic control valve. An earlier version of this pump is usedon the 3126E truck and C-9 industrial engines. The C7/C9 pump isessentially a bored and stroked version of the earlier pump, capable of10 ccs volumetric output per revolution versus the earlier pump'scapability of 8 ccs per revolution.

The C7/C9 pump has 28MPa (4060 psi) relief valve pressure vs.26MPa (3770 psi) for the earlier pump. It also has a larger capacityreservoir. Visually, this is the most distinctive feature. There are someother internal differences that support this higher pressure and higherdisplacement capability, but there is minimal new content due to designcarryover.

Class Intro.ppt 24

HEUI Pump Drive

Two differentdrive gears:

31 teeth for C9

36 teeth for C7

The C7 and C9 pumps operate at different drive speeds. This isaccomplished by using different front drive gears.

The C7 has a 36 tooth gear, providing a 1.38:1 ratio. The C9 has a 31tooth gear, giving it a 1.61:1 drive ratio.

The C9 needs more oil flow, so the pump turns at a faster rpm on theC9 engine. Also, the C9 has an iron mounting flange for increasedstrength, while the C7 uses an aluminum mounting flange like on the3126E.

Class Intro.ppt 25

HEUI Pump

Variabledisplacementpump

Displacementcontrol vs.pressure control

Increasedreliability

Because the pump has variable volume delivery, the system onlypressurizes the volume of oil that is needed for engine operation. Thisresults in a 1% to 5% bsfc improvement on the engine as compared tothe fixed volume per revolution pump used on the 3126B.

This pump uses a port-metering principle to regulate the volume ofpressurized actuation oil. This is similar to the sleeve metering methodused in earlier fuel systems. There is a fixed angle rotating drive plate.The pump group does not rotate. We have over 20,000 endurancehours on the C7/C9 pump, and over two years of field experience onthe pump used on the C-9 and 3126E.

Endurance testing was performed at 120% of rated conditions, withcyclic and steady state testing at performed at 110 Degrees C.Manufactured oil, simulating used engine oil, was used for durabilitytesting.

Class Intro.ppt 26

Minimum Pressure

This slide shows port metering in low flow position. This will cause lowoil flow to the injectors, reducing the injection pressure.

Class Intro.ppt 27

Maximum Pressure

Here we see port-metering in high flow position. This will cause high oilflow to the injectors, increasing the injection pressure.

Class Intro.ppt 28

Port-meteringPiston Motion

Sleeve Position(controlled byactuator)

Zero Effective Stroke

Full Effective Stroke

Effective strokebegins at port closing

The sleeve position is controlled by the actuator. The piston is movedinto and out of the stationary barrel assembly by the rotating swashplate.

Maximum volume is achieved when the sleeve is covering the bleedport in the piston body during the full stroke of the piston into the barrel.This is referred to as the full effective stroke.

Minimum volume is achieved when the sleeve is not covering the bleedport in the piston body during the full stroke of the piston into the barrel.This is referred to as the Zero effective stroke.

Class Intro.ppt 29

Pump Operation

This slide is animated. The animation shows the oil flow through thepump from minimum flow to maximum flow.

(Click on the image to start and stop the movie clip.)

The graphic demonstrates the following points:

Port metering

Control solenoid

Control actuation

Fixed swash plate

Class Intro.ppt 30

Fuel Transfer Pump

The fuel transfer pump (FTP) is theonly serviceable component

FTP field service kit available

Align FTP shaft with HEUI pumpcenter shaft

Service instructions included withkit

The fuel transfer pump is the only serviceable component. A fieldservice kit is available and must be used to prevent damage to theHEUI pump when replacing the fuel transfer pump. A special boltreplaces the upper L.H. bolt (as viewed from FTP end of pump) to holdthe HEUI pump together as the fuel transfer pump is removed.

Also be aware that there are special fasteners used here. The fastenersaccept:

Torx Plus T40 (OTC 6187 bit, or 6180 set)

Torx Plus T27 (OTC 6185 bit)

Class Intro.ppt 31

IAP Diagnostic Test

There is a diagnostic test for theHEUI pump in the TroubleshootingGuide. Follow this if:

the engine will not start

actual rail pressure is not trackingdesired

the pump is suspect

There is a diagnostic test for the pump in the Troubleshooting Guide.Follow this if:

the engine will not start

actual rail pressure is not tracking desired

the pump is suspect

Class Intro.ppt 32

Aftertreatment

What does it look like?

What does it do?

Troubleshooting

How do we know if it is plugged?

What do we do about it?

Why do the OEMs carry the parts?


What does it do?

Troubleshooting

How do we know if it is plugged?

What do we do about it?

Why do the OEMs carry the parts?

Class Intro.ppt 33


Aftertreatment

The aftertreatment device will look like a normal muffler. The differenceis within the can.

Class Intro.ppt 34

flow

converter

Axial inlet

Catalytic Converter Muffler(CCM)

Side inlet

Diffuser Can

The exhaust gas first enters the element through a diffuser can. Thisspreads out the gases to use the entire converter instead of just a singlespot. After passing through the converter, the gas enters the mufflingelement.

Class Intro.ppt 35

Independent Catalytic Converter (ICC)

Inlet cone(with diffuser) Exitcone

Convertercan

con

vert

er

Aftertreatment

If desired by an OEM, the vehicle could have a independent catalyticconverter and a separate muffler much like the arrangement on a car.

Class Intro.ppt 36

Components of the Aftertreatment

Key components: substrate catalyst coating

Substrate(honeycomb)

single channel (cross section)

Catalyst Coating

The catalytic element is a porous ceramic substrate with a precious metal catalyst coating. Flow passes through the honeycomb design channels. The cutaways here show the ceramic substrate (yellow) which is wash coated (white) with a catalyst. As exhaust gases flow past the coating, a reaction occurs that changes the chemical compounds in the exhaust gases.

Class Intro.ppt 37

Diesel Oxidation Catalyst

Magnified pictorial of single channel in the converter

(~35,000 channels in 10.5 dia. converter)

CO2H2ONOxPM (soot+sulfates)O2

HCCONOxPM (soot+SOF+sulfates)O2

Substrate (ceramic or metallic) Washcoat (Al2O3)

Catalyst - Pt

Caterpillar Diesel Oxidation Catalyst (DOC):

This diagram represents a single channel in the converter. It shows theceramic substrate, wash coat, small particles of platinum in the washcoat, and the compounds in the exhaust gas coming into and exiting theconverter.

Typically strategies to reduce NOx causes an increase in hydrocarbons.The purpose of the DOC is to clean up the hydrocarbons.

Emissions from the engine include: hydrocarbons (HC), carbonmonoxide (CO), NOx, particulate matter (PM, consisting of soot + SOF +sulfates), oxygen (O2). SOF, which stands for Soluble OrganicFraction, is basically unburned fuel and oil.

As the exhaust flows through the channels of the substrate, the reactionwithin the catalyst changes the hydrocarbons and carbon monoxide tocarbon dioxide and water. NOx is not affected by the converter.However, due to ACERT Technology, the NOx is reduced at the point ofcombustion.

Class Intro.ppt 38


Similar to, yet different from catalyticconverters used on automobiles

Diesel Oxidation Catalyst (DOC): Cooler

Leaner exhaust

Different reactions

Precious metal based (Platinum)

The Caterpillar Diesel Oxidation Catalyst (DOC) is similar to, yetdifferent from, the catalytic converters used on automobiles. The DieselOxidation Catalyst is designed to run cooler, work with leaner exhaust,and have different catalytic reactions.

The Diesel Oxidation Catalyst is precious metal based, using platinum.

Class Intro.ppt 39


DOC History at Caterpillar Oxicat in production since 1994

Over 50,000 units sold

Developed a low cost Oxicat in 2000 - 2001for 3126B/E LEV application

At Caterpillar, this is a mature technology. It has been in productionsince 1994, originally on the 3116 truck engines. Current developmentoptimizes size, precious metal loading, and other features.

Caterpillar developed a "low cost" Oxicat in 2000 - 2001 for use on the3126B/E low emissions vehicle applications.

Heavy duty on-highway engines also began using aftertreatmenteffective with the October, 2002 build. This continues with the heavyduty on-highway engines using ACERT technology.

Class Intro.ppt 40

Troubleshooting

Raw fuel and/or oil in the DOC will causeproblems:

Increased back pressure

Increased exhaust temperature

Deteriorated catalytic action

Raw fuel and/or oil in the DOC will cause problems:

Increased back pressure

Increased exhaust temperature

Deteriorated catalytic action

Class Intro.ppt 41

Troubleshooting

Higher nominal back pressure

Check Systems Operation Test and Adjust formaximum levels

To assess possible problem:

Measure high idle back pressure

Multiply by 1.8

Compare to maximum back pressurespecifications in SOTA

Engines equipped with catalytic converters will have higher nominalback pressure. Check the Systems Operation Test and AdjustManual (SOTA) for maximum levels.

To assess possible problem:

Measure high idle back pressure

Multiply by 1.8

Compare to maximum back pressure specifications in the SOTA

Class Intro.ppt 42

C7 C9 ACERT TechnologyElectronic Engine Controls

Introductionto C7 & C9Electronics

INTRODUCTION TO C7 AND C9 ACERT TECHNOLOGYELECTRONIC ENGINE CONTROLS

This presentation will show the principle electronic differences betweenthe existing 3126E and the C7 with ACERT technology; also the C-9and the C9 with ACERT technology. The 3126E and the C-9 havebeen redesigned to meet the new U.S. Environmental ProtectionAgency (EPA) Emissions Regulations for North America.

Key new electronic features include:

- C7 and C9 injector calibration procedure

- C7 Timing calibration procedure

- Smart Wastegate

Class Intro.ppt 43

C7 C9Class Prerequisites

Study references 3126B CD Cat HI300 Fuel System

_ RENR 1390-01

C-9 CD Cat HI300B Fuel System_ RENR 1392

C-9 Training Manual Slide/Script onthe web at Service Training website

_ https://psmktg.cat.com/srvtrng/index.htm

Study references include:

3126B CD Cat HI300 Fuel System, RENR 1390-01

C-9 CD Cat HI300B Fuel System, RENR 1392

C-9 Training Manual Slide/Script on the web at Service Training website,https://psmktg.cat.com/srvtrng/index.htm

Prerequisites

These are the prerequisites to study for the presentation. If these prerequisites arecompleted, then this presentation will fill in the new content on the engine electronics.

The CDs offer a complete description of the existing 3126E and C-9 engine fuelsystems. There are many similarities between the existing and the new engines.

Prerequisite study references

3126B CD Cat HI300 Fuel System RENR 1390-01

C-9 CD Cat HI300B Fuel System RENR 1392

C-9 Training Manual Slide/Script on the web at this

Service Training website URL: https://psmktg.cat.com/srvtrng/index.htm

Class Intro.ppt 44

C7 C9Electronics Agenda

Calibrations

Smart Wastegate

Contacts for support

Topics

This presentation will cover the following topics:

Calibrations:

- Injector trim calibration

- Timing calibration

- Smart Wastegate

- Contact for Mossville support

Class Intro.ppt 45

C7 and C9 Calibrations

Injector Trim Calibration

Timing Calibration

Calibrations

There are two calibration routines which will be covered in thispresentation:

- Injector trim calibration

- Speed timing sensor calibration

Class Intro.ppt 46



The first of these system calibrations to be covered is injector trim calibration.

Injector trim calibration means that each injector will perform virtually identically within veryclose limits throughout the operational envelope.

In order to reach the very finely required tolerances in injector performance and to meetthe EPA requirements, the injector must be calibrated. This calibration means that foreach point on the operational speed curve, each of the injectors must perform withidentical timing and fuel quantity. This degree of accuracy is only possible with a multiplepoint calibration, which in turn is only possible with very sophisticated calibration datauploaded to the ECM.

Software maps used to be in the ECM which would select the correct map using the trimcode from the face of the injector. This code was typically 4 or 6 digits.

Injector trim calibration on the C7 / C9 engines is very different from previous enginesrequiring injector calibration. Firstly, the volume of information to be uploaded to the ECMis far greater than before. This volume precludes the use of simple trim codes normallystamped on the injector. The trim code if used, would contain hundreds of characters,obviously not practical in this case.

In order to accommodate this volume of data, it is loaded into a trim file which is uploadedto the engine ECM.

Class Intro.ppt 47

Injector Trim File Downloads

Injectors calibrated using a file Identified by injector serial No.

No trim codes on injector Similar to flash program

Files available on SIS Simple process as follows:

Downloading Injector Trim Files

Once again the injectors are calibrated using data in a file. The file isidentified by the injector serial number (seen on the following slides).This process is not unlike the flash program process.

The files are stored and can be retrieved using SIS. The files are alsoprovided with the replacement injector on a CD.

The injector serial number must be obtained first in order to downloadthe file to the PC.

Class Intro.ppt 48

Injector Serial Number

Used to identifyinjector trim file

ConfirmationCode used tocheck filecompatibility

Locate the injector serial number obtained from the injector as shownabove (arrow).

Also locate the "Injector Confirmation Code" to the right of the SerialNumber, in this case 4382.

The four digit random number is lasered on to the injector and includedin the trim file. This is a security measure to make sure the mechanicactually has the injector in hand. Cat ET cross checks the injector serialnumber and code in the trim file with what is typed in.

Class Intro.ppt 49

SIS Web Main Menu with Injector Trim Files

On the SIS main menu, locate "Injector Trim Files" (arrow).

NOTE: If this item is not on the main menu, then the Dealer SISCoordinator should be contacted to have the SIS Web profile changedto turn on the "Injector Trim Files".

Class Intro.ppt 50

Injector Trim File Download Page

Follow the instructions on screen (left arrow) which says:

"Please enter valid search criteria to the right".

Follow the instruction on the right hand side, "Injector Trim FileDownload", this contains the box for the serial number (right arrow).

Class Intro.ppt 51

Injector Trim File Search PageInjector Serial No. Entered

3B000108635C

Enter the serial number in the box (arrow).

Class Intro.ppt 52

Search Performed

Click on the Search button, this will download the file. The file willappear on the left hand side (arrow).

Click on this file name, this will bring up the "Save As" dialog box.

The file version number can be ignored when performing the calibration.

There is no need to perform an upgrade if the injector file is an earlierversion than the file in SIS. This information is used by the factory anddoes not affect replacement or calibration of injectors.

Note: Currently only one file can be downloaded at a time.

Class Intro.ppt 53

File Download Dialog Box

The File Download dialog box will appear.

Check the radio button: Save to Disk

Click the OK button

Class Intro.ppt 54

Save As File Dialog Box

Using the Save AS dialog box:

Click on the folder (Injector Trim Files)

Click the Open button, (opens the folder) then:

Click the Save button in order to save the file to the PC

Once the files are collected, they can be downloaded to the the PC forcalibration.

Note: A folder called Injector Trim Files, was created to contain thedownloaded trim file.

Class Intro.ppt 55

Calibrating the Injector

Calibrating the Injectors

Open Cat ET and select the following from the Service pull down menu:

Service / Calibrations / Injector Trim Calibration

Note 1: Both Dealer and Customer ET can be used to perform thisoperation.

Note 2: No passwords are required to perform calibration.

Class Intro.ppt 56

Select Injector & click the Change Button

Select the injector to program and click the Change button at thebottom of the screen.

The "Open" dialog box will appear.

Class Intro.ppt 57

Highlight the File to be Programmed to the Injector

Select (highlight) the file for calibration.

Note: The ET preferences menu allows the Injector Trim Files folder tobe automatically located in the same way as the Flash File folder islocated.

Class Intro.ppt 58

Enter the Injector Confirmation Code

A prompt Indicates an Invalid Confirmation Code

Enter the Confirmation Code, this code was recorded from the injectorwith the serial number. This code ensures that the correct andcompatible file is selected.

Cat ET determines if the Confirmation Code is valid. If not, Cat ET willdisplay an error message as shown on this slide.

Class Intro.ppt 59

Emissions Warning

A Yes answer starts the programming

A prompt Indicates emissions could be affected.

If Yes is selected, ECM programming will start.

Class Intro.ppt 60

Upon Completion, Serial Number Field has a Value

Upon successful completion, the Injector Serial Number field will have avalue.

Note: It the Serial Number field has not been programmed, there will bean Active Fault displayed. The engine will run but with a warning light.

Class Intro.ppt 61

C7 & C9 Timing Calibration

C9 No change from existing C-9

C7 Speed/Timing Cal. probe locationmoves from flywheel to cylinder block likeC-9 & C9

C7 & C9 use a crankshaft slot forcalibration

Speed Timing Sensor Calibration

There is no change from the existing C-9 Speed/Timing Sensorcalibration to the new C9 calibration.

The C7 has a major change from the existing 3126E. The probe ismoved from the flywheel housing to the cylinder block.

This change improves the accuracy of the calibration by measuring theangular position on the actual crankshaft. Accuracy is vital in order tomeet the new emissions requirements.

Class Intro.ppt 62

C7 Timing Probe Installation

Position crankshaft at TDC

Rotate crankshaft 100 normal rotation

Install probe per Service Manual_ (Previously 3126E probe installed in flywheel

housing)


As previously mentioned, the C7 Timing Probe is installed in the cylinderblock like the C9.

The following procedure is used to install the probe:


Rotate crankshaft 100 in the normal rotation

Install probe IAW Service Manual

(The previous 3126E engine had the probe installed in the flywheelhousing.)

The Service Manual procedure should be the final authority forinstallation.

Class Intro.ppt 63

C7 Timing Probe Location

This view shows the C7 Timing Probe location on the block (arrow).

The probe location is behind the breather tube and below and left of theECM.

Class Intro.ppt 64



Rotate crankshaft normal rotation 85

Install probe per Service Manual No change from existing C-9


There is no change from the existing C-9 timing probe installation:


Rotate crankshaft in the normal rotation 85

(just less than a right angle)

Install probe IAW (in accordance with) the Service Manual

Class Intro.ppt 65

Smart Wastegate

Smart Wastegate

The Smart Wastegate is similar to a mechanical Wastegate. The system also worksjust like the October 2002 engine Smart Wastegate.

This control system is installed primarily for emissions reasons

The unit is electronically controlled by the ECM using a solenoid valve and isoperated mechanically using boost for actuation.

The Smart Wastegate control also modulates boost pressure to prevent cylinderoverpressure and turbo overspeed at high engine speed and load while still providingenough cylinder cooling at peak torque.

This control also enhances high altitude performance by maintaining boost as thevehicle gains altitude.

Boost pressure is modified by by-passing a portion of the engine exhaust around theturbocharger. The amount of exhaust by-pass is determined by the position of theWastegate canister linkage. Wastegate canister position is dependent on thepressure to the canister. This pressure is controlled by the Wastegate Solenoid.

This view shows the Wastegate Canister and the bleed orifice which is in the air linetee.

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Wastegate Solenoid

The Wastegate Solenoid is controlled by the ECM and is used tomodulate the Wastegate position and therefore manifold pressure.

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Wastegate Solenoid

The Wastegate Solenoid is actually a modified hydraulic valve. Thesolenoid operation is similar to the HEUI hydraulic pump control valve inthat it has a PWM signal from the ECM which controls the modulation ofthe Wastegate by-pass valve.

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Wastegate Schematic

With the Smart Wastegate system, boost comes from the intakemanifold and passes through the Wastegate Solenoid control valve.

The Wastegate Solenoid is mounted on the inlet manifold. There is ableed orifice which allows the system to bleed pressure from theWastegate line.

The ECM reads engine speed, load and actual boost, compares theseparameters to the desired boost maps and closes the loop to driveactual pressure to meet desired pressure.

Currently all C9 engines have the Smart Wastegate.

Only the high horsepower C7 engines have the Smart Wastegate.

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C7 and C9 ECMs

The (Version 9) ECMs on the C7 and C9 engines are new, and they areidentical.

These ECMs are not interchangeable with the earlier 3126E and C-9(machine and industrial) ECMs.

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C7/C9Support

Caterpillar On-HighwayEngine Call Center

Phone (800) 447-4986

E-mail [email protected]

For support, technicians are available at the Caterpillar On-HighwayEngine Call Center 24 hours a day, seven days a week to answer yourtechnical questions. Upon calling the 800 number shown on the slide, avoice menu will direct you to the appropriate contact to handle yoursituation.

You can also e-mail the call center at the address shown on the slide.

Contacts

This phone number should be used for technical assistance with the C7and C9 engines.

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Any Questions?

Conclusion

ACERT stands for:

A Advanced

C Combustion

E Emission

R Reduction

T Technology

ACERT technology takes us to the next generation of diesel engineswithout the necessity of EGR and other maintenance intensiveaccessories.

In brief, ACERT technology could be termed as sophisticatedsimplicity. The problems of meeting the emissions standards are metwith sophisticated, intelligent software and cutting edge injectors usingthe latest technology. This technology does not result in additionalsophistication in maintenance and repair.

QUESTIONS AND ANSWERS

acert technology c9

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