Service Training

Meeting Guide 622 SESV1622

July 1992
TECHNICAL PRESENTATION
320 HYDRAULIC EXCAVATOR
3066 ENGINE
320 HYDRAULIC EXCAVATOR
3066 ENGINE
MEETING GUIDE 622 SLIDES AND SCRIPT
AUDIENCE
Level II - Service personnel who understand the principles of machine systems operation, diagnostic
equipment, and procedures for testing and adjusting.
CONTENT
This presentation covers the 3066 engine as configured for the 320 Hydraulic Excavator. This
presentation provides an orientation to all of the 3066 engine systems and describes system operation
and in-chassis testing and adjusting of the fuel system.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. locate service points on the 3066 Engine;
2. explain the operation of the fuel pump and governor;
3. explain the interface between the engine and the electronic control unit; and
4. perform in-chassis adjustments to the fuel system.
SUPPLEMENTARY TRAINING MATERIAL
STMG 619 "320/330 Hydraulic Excavators -- Pumps and Pump Controls" SESV1619
STMG 620 "320/330 Hydraulic Excavators -- Hydraulic Systems Operation" SESV1620
STMG 621 "320/330 Hydraulic Excavators -- Electronic Control Unit" SESV1621
Estimated Time: 2 Hours
Visuals: 52 (2 X 2) Slides
Serviceman Handouts: 6 line drawings
Form: SESV1622
Date: 7/92
1992 Caterpillar Inc.
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TABLE OF CONTENTS
INTRODUCTION.....................................................................................................................................5
AIR INDUCTION AND EXHAUST SYSTEM.......................................................................................7
LUBRICATION SYSTEM......................................................................................................................12
COOLING SYSTEM..............................................................................................................................21
FUEL SYSTEM......................................................................................................................................25
Component Location .........................................................................................................................25
Fuel Pump Operation.........................................................................................................................28
Governor Control System Operation.................................................................................................35
IN-CHASSIS FUEL SYSTEM TESTS AND ADJUSTMENTS ...........................................................46
High and Low Idle.............................................................................................................................46
Idling Sub-spring and Full Load........................................................................................................47
Fuel Nozzle Test ................................................................................................................................50
Fuel Timing .......................................................................................................................................52
Fuel Pump and Governor Removal ...................................................................................................57
CONCLUSION .......................................................................................................................................60
SLIDE LIST ............................................................................................................................................61
SERVICEMAN'S HANDOUTS..............................................................................................................63
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INSTRUCTOR NOTES
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320 Hydraulic
Excavator with 3066
engine
Water cooled, 4-stroke
turbocharged, 6
cylinder
1
INTRODUCTION
The Caterpillar 3066 engine provides power for the 320 Hydraulic
Excavator. This presentation will discuss the air inlet and exhaust,
lubrication, cooling, and fuel systems of the 3066 engine. The 3066
engine is a water cooled, four-stroke, turbocharged, in-line six cylinder
diesel engine. The 3066 engine in the 320 Hydraulic Excavator produces
97 kW (130 horsepower) at 1800 rpm.
STMG 622 - 6 -
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Hydraulic pumps
1. Power shift hose
2. Proportional
reducing valve
solenoid harness
2
The engine drives the variable displacement, axial piston, tandem
hydraulic pumps.
NOTE: This slide shows the power shift pressure hose (1) and the
proportional reducing valve solenoid wire harness (2).
2
1
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Canister-type dry
filtering air filter
3
AIR INDUCTION AND EXHAUST SYSTEM
Air flows through this canister-type dry filtering air filter before reaching
the turbocharger. The air filter is behind the access door on the left side
of the engine.
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Replace air filter when
indicator (arrow)
shows red
4
When dirt plugs the air filter element, engine performance can decrease.
The air filter indicator (arrow) shows when the air filter requires
servicing. When replacement of the air filter is necessary, the air filter
indicator will show red in the indicator window.
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Air intake system
components:
1. Turbocharger
impeller
2. Exhaust manifold
3. Turbocharger turbine
"Boost" definition
5
After flowing through the air filter, air enters the inlet side (impeller) of
the turbocharger (1). The turbocharger forces air through the inlet
manifold and into each cylinder chamber during the engine intake stroke.
After combustion, the exhaust valve opens and the piston forces the
exhaust gasses out of the cylinder, through the exhaust manifold (2) and
into the exhaust side (turbine) of the turbocharger (3). The momentum of
the gas from the exhaust stroke spins the turbine and causes the impeller
to force more air into the inlet manifold.
The air pressure in the inlet manifold is referred to as "boost." Boost
pressure can give an indication of engine performance. If boost pressure
is low, the engine will not produce rated horsepower under full load
conditions. Likewise, if the engine is not producing rated horsepower
under full load conditions, boost pressure will be low (even if the
problem is not in the air intake and exhaust system).
1
2
3
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Inlet manifold heater
(arrow)
6
During cold weather, diesel engines are sometimes difficult to start
because the compression stroke cannot sufficiently heat the cold inlet air
enough to allow complete fuel combustion. To increase engine
startability during cold weather, the 3066 engine can be ordered with an
optional inlet manifold air heater (arrow). When in use, the inlet manifold
heater heats the inlet manifold and the inlet air before the air enters the
cylinders.
Do not use ether with this attachment. Using ether with the inlet
manifold heater could cause engine damage as well as personal injury
or death.
WARNING
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Turn key to left
(arrow) to activate
inlet manifold heater
7
Turning the key switch to the left position (arrow) activates the inlet
manifold heater. After heating the inlet manifold air for approximately 30
seconds, an indicator light in the control panel turns ON. After the
indicator light turns ON, the operator should start the engine. The inlet
manifold heater is on only when the key is in the left position.
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Gear-type oil pump
(arrow)
8
LUBRICATION SYSTEM
A timing gear drives the gear-type oil pump (arrow). The oil pump
circulates oil through the engine to provide cooling, cleaning, protection,
sealing, and lubrication. Correct maintenance of the lubrication system is
essential to engine life.
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Spin-on oil filter
(arrow)
Bypass valve
9
From the oil pump, oil flows to the spin-on oil filter (arrow). As with the
air filter, oil filters should be correctly maintained. A plugged oil filter
causes increased oil pressure between the pump and the filter. When oil
pressure between the pump and filter increases above a specified pressure,
the bypass valve inside the oil filter (the bypass valve is not in the filter
manifold) allows oil to flow around the filter to the remaining
components in the lubrication system. When oil bypasses the filter, the
oil pump delivers unfiltered oil to the engine components.
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Oil cooler
10
Oil from the oil filter flows through the oil cooler. Engine coolant
provides cooling for the oil.
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Shim adjustable oil
pressure relief valve
(arrow)
11
When pressure in the lubrication system reaches 343 kPa (50 psi), the
relief valve (arrow) will open and vent the excess flow back to the oil pan.
This valve provides the main relief for the lubrication system. The
lubrication system relief valve is shim adjustable.
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Protective valve
(arrow) is a backup to
the relief valve
12
If the main lubrication system relief valve does not open, the increased
operating pressure can cause engine component damage. To limit the
possibility of engine damage due to a malfunctioning relief valve, the
3066 lubrication system contains a backup for the relief valve. The
protective valve (arrow) is inside the oil pan on the bottom of the engine
cylinder block. The protective valve will open if the lubrication system
oil pressure increases to 981 98 kPa (142 14 psi).
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Lubrication system oil
pressure tap (arrow)
13
The 3066 engine has a pressure tap (arrow) that allows the lubrication
system oil pressure to be measured. This pressure tap is on the side of the
engine toward the rear of the machine. The lubrication oil pressure
should be between 196 and 392 kPa (28 and 57 psi) with the engine
running at 1500 rpm.
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Lubrication oil
pressure sensor
(arrow)
14
A pressure sensor (arrow) monitors the lubrication oil pressure. When the
lubrication oil pressure is not within specifications, the pressure sensor
signals the machine monitoring system to warn the operator.
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Engine oil dipstick
(arrow)
15
The dipstick (arrow) indicates the engine oil level.
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Engine oil fill port
(arrow)
16
If the dipstick indicates that the oil level is low, add oil through the oil fill
port (arrow) on top of the engine.
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Conventional radiator
Pressurized cap
(arrow)
17
COOLING SYSTEM
As in the lubrication system, correct maintenance of the cooling system is
essential to machine life. Cooling system problems cause a large number
of engine failures. The radiator serves as the reservoir and heat exchanger
for the engine coolant. The 320 Hydraulic Excavator has a conventional
radiator with an overflow bottle. The pressurized cap (arrow) should
never be removed when the engine is hot.
At operating temperatures, the engine coolant is hot and under
pressure. The radiator and all lines to heaters or the engine contain
hot water or steam. Any contact can cause severe burns.
Steam can cause personal injury. Check the coolant level only after
the engine has been stopped and the filler cap is cool enough to
remove with your bare hand. Remove the cooling system filler cap
slowly to relieve pressure.
Cooling system conditioner contains alkalis that can cause personal
injury. Avoid contact with the skin and eyes and do not drink. Allow
cooling system components to cool before draining. When draining
the cooling system, catch all of the coolant in a suitable container and
dispose of coolant in an environmentally sound manner.
WARNING
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Radiator overflow
bottle
18
The radiator overflow bottle collects engine coolant if the engine
temperature exceeds the boiling point of the coolant. Lines on the bottle
indicate when the cooling system is full and when the system needs
additional coolant.
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Centrifugal-type water
pump (arrow)
19
The belt and pulley system drives the centrifugal-type water pump
(arrow) and fan. The water pump circulates the coolant through the
engine.
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Coolant temperature
regulator (arrow)
20
When the coolant temperature is below 71 2 C (160 3.6 F), the
coolant temperature regulator (arrow) prevents coolant flow through the
radiator.
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Fuel system
components:
1. Transfer pump
2. Priming pump
Priming procedure
21
FUEL SYSTEM
Component Location
A piston-type fuel transfer pump (1) delivers fuel from the tank to the
main fuel pump. The fuel camshaft drives the fuel transfer pump. If the
machine runs out of fuel or the filter is changed, the fuel priming pump
(2) can be used to prime the fuel system.
To prime the fuel system, unlock the priming pump by turning the pump
knob in the counterclockwise direction. After unlocking the knob,
operate the pump. Loosen the air vent plugs on the fuel filter manifold to
prime the filter and on the governor to prime the main pump and fuel lines
(discussed later).
1
2
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Fuel filter is
downstream from
transfer pump
Always use the
priming pump to
prime system
Open air vent plug
(arrow) when priming
Install gauge in air
vent plug (arrow) to
check fuel pressure
22
The fuel flows through a filter before entering the main fuel pump. The
spin-on fuel filter should be maintained at regular intervals. If dirt and
debris plug the fuel filter, the filter bypass valve opens and allows the
transfer pump to supply unfiltered fuel to the main fuel pump.
NOTICE
When installing a new fuel filter, never pour fuel into the filter to
prime the fuel system. To ensure that no unfiltered fuel enters the
fuel system during a filter change, always use the fuel priming pump
to prime the fuel system. When priming, open the air vent plug
(arrow) to allow air to escape from the system. The system is primed
when fuel flows from the air vent plug without air bubbles. Be sure
to catch the fuel from the air vent in a suitable container and dispose
of it in an environmentally sound manner. Replacing the air vent
plug with a pressure gauge measures fuel pressure between the
transfer pump and the filter.
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Fuel pump and
governor components:
1. Main fuel pump
2. Scroll-type fuel
pump
3. Governor
4. Governor actuator
mechanism
5. Shutoff solenoid
6. Air vent plug
23
The main fuel pump (1) is an in-line cam-type pump consisting of six
individual scroll-type fuel pumps (2). A gear which is timed to the engine
crankshaft drives the main fuel cam. The governor (3) controls the
amount of fuel that the individual fuel pumps deliver to the cylinders
through a fuel control rack. The governor is electro-mechanically
actuated through a cable and pulley system (4). When energized, the
shutoff solenoid (5) moves the fuel rack to the FUEL OFF position
regardless of throttle position.
NOTE: When priming the fuel pump and fuel lines, loosen the air
vent plug (6). The system is primed when fuel flows from the air vent
plug without air bubbles. Be sure to catch the fuel from the air vent
in a suitable container and dispose of it in an environmentally sound
manner.
1
2
3
4
5
6
24
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Fuel system diagram
Excess fuel returns to
tank through fuel
return line
FUEL FILTER
FUEL INJECTION NOZZLES
FUEL
OVERFLOW
LINE
CHECK
VALVE
FUEL INJECTION PUMP
FUEL TRANSFER
AND PRIMING PUMPS
FROM
FUEL TANK
TO
FUEL TANK
FUEL RETURN LINE
3066 FUEL SYSTEM
Fuel Pump Operation
This slide shows the flow through the fuel system. The fuel transfer pump
delivers fuel from the tank to the fuel filter. The fuel filter cleans the fuel
before it enters the main pump. The main pump contains six individual
fuel pumps. Each individual fuel pump delivers high pressure fuel to a
fuel injection nozzle through a fuel line. The fuel nozzles spray atomized
fuel into the cylinders.
The fuel transfer pump supplies more fuel to the main fuel pump and the
individual cylinder fuel pumps supply more fuel to the injector nozzles
than the engine needs. The excess fuel delivered to the main pump and
injection nozzles serves a lubrication, cooling and cleaning function
before returning to the tank through the fuel return line.
25
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Camshaft drives the
transfer pump
Piston chamber
spring returns piston
to bottom
Discharge check valve
closes and suction
valve opens
FUEL TRANSFER
AND PRIMING PUMPS
SUCTION
CHECK VALVE
SUCTION
PISTON
CAMSHAFT
TAPPET
DISCHARGE
CHECK VALVE
PRIMING PUMP
The camshaft drives the transfer pump. A tappet and pushrod assembly
converts the rotational motion of the camshaft to reciprocating motion.
The pushrod moves the piston. The reciprocating motion of the piston
creates alternating suction and discharge cycles. As the tappet moves
down the cam lobe, the piston chamber spring returns the piston to the
bottom position. The returning motion of the piston forces the fuel in the
bottom of the piston chamber into the fuel injection pump supply line and
also creates decreased pressure in the piston spring chamber. The
pressure in the discharge line is now higher than the pressure in the piston
spring chamber, and the discharge check valve closes. The decreased
pressure in the piston spring chamber also allows the suction check valve
to open allowing fuel from the tank to fill the chamber.
26
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Tappet motion forces
piston to compress
spring
Suction valve closes
and discharge valve
opens
Piston spring
returning action
pumps the fuel
FUEL TRANSFER
AND PRIMING PUMPS
DISCHARGE
CHECK VALVE
SUCTION
PISTON
CAMSHAFT
TAPPET
DISCHARGE
CHECK VALVE
PRIMING PUMP
As the cam lobe pushes the tappet up, the piston compresses the piston
chamber spring. As the piston raises, the motion creates an increased
pressure in the piston spring chamber. The increased pressure in the
piston spring chamber closes the suction check valve and opens the
discharge check valve. Fuel flowing by the discharge check valve fills the
chamber under the piston (some fuel also enters the fuel injection pump
supply line) until the tappet reaches the peak of the cam lobe. As the
tappet starts to descend the cam lobe, the piston spring returns the piston
to the bottom of the chamber and forces the fuel in the chamber out the
discharge port into the fuel injection pump supply line.
27
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Transfer pump
provides a regulating
function
FUEL TRANSFER
AND PRIMING PUMPS
REGULATING
CHECK VALVE
SUCTION
PISTON
CAMSHAFT
TAPPET
DISCHARGE
CHECK VALVE
PRIMING PUMP
If the fuel discharge pressure increases abnormally, the fuel pressure in the
chamber under the piston can counteract the piston chamber spring force.
When the fuel pressure in the chamber under the piston and the spring
force reach the equilibrium point, the piston will not continue to descend
the cam lobe with the tappet, the fuel pressure inside the spring chamber
closes the suction check valve, and the fuel discharge pressure keeps the
discharge check valve closed. In this condition, the fuel transfer pump
provides a regulating function.
28
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Sectional view of
individual fuel pump
Spring and tappet
force plunger to follow
camshaft lobe
Fuel pressure
overcomes delivery
valve spring
Control rack controls
fuel injection quantity
Plunger rotates with
the sleeve
Control rack
movement rotates
plunger
FUEL INJECTION PUMP
TO NOZZLE
DELIVERY VALVE HOLDER
DELIVERY VALVE SPRING
DELIVERY VALVE
PUMP HOUSING
FUEL CHAMBER
CONTROL RACK
CONTROL SLEEVE
PLUNGER SPRING
TAPPET
CAMSHAFT
PLUNGER
CONTROL PINION
SUCTION AND
DISCHARGE PORT
PLUNGER BARREL
The fuel from the transfer pump flows through a filter to the main fuel
injection pump. This slide shows a sectional view of an individual fuel
pump within the main fuel injection pump. The plunger spring and tappet
force the plunger to follow the contour of the rotating camshaft lobe. As
the camshaft rotates, the tappet moves up the cam lobe, compresses the
spring, and forces the plunger upward. As the plunger moves up, fuel
pressure in the chamber above the plunger overcomes the delivery valve
spring force and delivers fuel to the fuel injection nozzle.
The control rack position determines the amount of fuel that the pump can
deliver to the injection nozzles. The governor controls the control rack
position (discussed later). Each individual fuel pump is connected to the
control rack through the control pinion. The control pinion clamps to the
control sleeve. Slots inside the control sleeve allow the plunger to slide
up and down in the sleeve and in the plunger barrel. The slots in the
control sleeve will not allow the plunger to rotate within the sleeve, but
force the plunger to rotate with the sleeve. Movement of the control rack,
therefore, causes the plunger to rotate with the control sleeve while the
plunger barrel remains fixed.
29
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Effective stroke
definition
Injection ends after
scroll is open to
discharge port
PLUNGER
BARREL
PLUNGER
EFFECTIVE
STROKE
HELIX
SUCTION AND
DISCHARGE PORT
DELIVERY STARTS DELIVERY ENDS
FUEL INJECTION PLUNGER
EFFECTIVE STROKE
As the governor moves the control rack, the movement changes the
effective stroke of the plunger which changes the amount of fuel injected.
The effective stroke is the distance the plunger moves up from the point
where the top of the plunger closes the suction and discharge port to the
point where the scroll opens the suction and discharge port. After the
scroll opens the suction and discharge port, pressure above the plunger
decreases. The decreased pressure above the plunger allows the delivery
valve spring to close the delivery valve and end fuel injection, even if the
plunger continues to move up.
30
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Main pump supplies
fuel to fuel injection
nozzles
Injection pressure is
shim adjustable
NOZZLE BODY
SHIM
PRESSURE SPRING
PRESSURE PIN
TIP PACKING
PIN
NOZZLE TIP
RETAINING NUT
FUEL INJECTION NOZZLE
The main fuel injection pump supplies high pressure fuel to the fuel
injection nozzle through the injection lines. When the pressure in the
injection lines reaches 22065 to 23046 kPa (3200 to 3342 psi), the nozzle
will inject fuel into the combustion chamber. Injection pressure can be
changed by changing the thickness of the shim behind the pressure spring
in the fuel injection nozzle. A 0.1 mm (0.004 in.) change in shim
thickness causes a 1373 kPa (200 psi) change in the injection pressure.
31
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Engine starts to
overspeed
Flyweights move out
Sleeve and shifter
compress torque
control spring
Tension lever moves
right
Spring and flyweight
force equalizes
CONTROL RACK
GOVERNOR SPRING
SWIVEL LEVER
CAMSHAFT
FLYWEIGHTS
SHIFTER
AND SLEEVE
CONTROL LEVER
FLOATING LEVER
LOW IDLE STOP
IDLING
SUB-SPRING
TENSION LEVER
TORQUE
CONTROL SPRING
FULL LOAD
ADJUSTMENT SCREW
NO LOAD MAXIMUM SPEED
GOVERNOR OPERATION
SHUTOFF LEVER
Governor Control System Operation
This illustration shows governor operation when the engine speed starts to
exceed the speed that the throttle control lever specifies. As the engine
starts to overspeed, the centrifugal force of the flyweights causes the
flyweights to move out. As the flyweights move out, the shifter and
sleeve move to the right until contacting and compressing the torque
control spring. After the sleeve and shifter compresses the torque control
spring, the tension lever moves to the right. Moving the tension lever to
the right stretches the governor spring. Stretching the governor spring
increases the tension of the spring. The spring tension and the centrifugal
force of the flyweights will eventually reach an equilibrium point and the
tension lever will stop moving.
STMG 622 - 36 -
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Floating lever moves
to right
Control rack moves to
right until spring and
flyweight force
equalizes
Tension lever
contacts idling sub-
spring
Torque control spring
limits black smoke
Moving rack to left is
FUEL ON
At the same time that the flyweights, shifter, and sleeve are moving the
tension lever, they are also moving the floating lever to the right. The
mechanical linkage connecting the floating lever to the control rack
moves the control rack to the right. Moving the control rack to the right
decreases the amount of fuel that the fuel injection pump supplies to the
fuel injection nozzles. The control rack will continue to move to the right
until the governor spring and the flyweights reach the equilibrium point.
If engine speed continues to increase, the tension lever continues to move
to the right until it contacts the idling sub-spring. After the tension lever
compresses the idling sub-spring, the control rack is in the NO LOAD
MAXIMUM SPEED condition.
The function of the torque control spring is to limit the amount of black
smoke the engine produces during acceleration. When the engine speed is
low, the torque control spring force is larger than the centrifugal force of
the flyweights. The spring force moves the shifter and sleeve to the left.
Moving the shifter and sleeve to the left moves the guide and floating
levers to the left causing the control rack to move toward the FUEL ON
direction. As the engine speed increases, the centrifugal force of the
flyweights compresses the torque control spring. The shifter will then
contact and move the tension lever to decrease the fuel injection quantity.
In this governor, pushing the rack in decreases fuel and pulling the rack
out increases fuel.
NOTE: The control lever and shutoff lever in this illustration are not
the actual mechanisms on the 3066 engine in the 320 Hydraulic
Excavator. The actual throttle control mechanism on the 3066 engine
in the 320 Hydraulic Excavator is not a lever, but rather, a pulley and
cable system. The shutoff lever is a solenoid operated control.
STMG 622 - 37 -
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Controller location
32
All of the electrical inputs for engine speed control go through the
controller. The controller is on the left side of the machine, behind the
same access door as the air filter canister.
33
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Governor control
inputs:
1. AEC switch
2. Power mode switch
3. Engine speed dial
4. Hydraulic pressure
switches
5. One-touch low idle
switch
6. Backup switches
7. Feedback sensor
Controller signals
governor motor
MONITOR ENG.
SPEED
DIAL
TRAV.
PRESS.
SWITCH
BM. UP
PRESS.
SWITCH
IMPL. /SW.
PRESS.
SWITCH
LOW
IDLE
SWITCH
SPEED
CHANGE
SWITCH
SPD. DIAL
BACKUP SW.
ENGINE
PUMP
G/A
FUSE
BOX
START
SWITCH
SPEED
SENSOR
BATTERY
ECU (CONTROLLER)
G/A FDBK
SENSOR
ELECTRONIC CONTROL SYSTEM
ENGINE SPEED INPUT COMPONENTS
This simplified schematic of the machine control system shows only the
input components that control the governor motor. The input components
are the automatic engine speed control (AEC) and the power mode
functions in the control panel; the engine speed dial; the implement/swing,
travel, and attachment pressure switches; the one-touch low idle switch on
the right implement control lever; the backup switch for the throttle
control; and the position feedback sensor in the governor actuator motor.
The controller compares the input signal from the engine speed dial to the
input signal it receives from the position feedback sensor. If the position
feedback sensor and the engine speed dial do not agree, the controller
signals the governor motor to move the governor control lever to the
correct position.
NOTE TO THE INSTRUCTOR: For a complete, detailed
description of how the electronic control system operates, see
STMG 621 "320/330 Hydraulic Excavators Electronic Control
Unit" (Form SESV1621).
STMG 622 - 39 -
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Governor actuator
motor location (arrow)
34
The governor actuator motor (inside metal box, arrow) is on the left side
of the machine behind the access door. The governor actuator motor
receives electrical signals from the controller.
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Position feedback
sensor (arrow)
35
The governor control cables wrap around a pulley that is connected to the
position feedback sensor (arrow) in the governor actuator motor.
Electrical signals to the governor actuator motor cause the feedback
sensor and pulley to rotate. The rotating pulley moves the cable which in
turn moves the governor throttle control lever.
STMG 622 - 41 -
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Engine speed control
dial location
36
The engine speed control dial in the operators station is one of the input
components that control engine speed. The engine speed control dial has
ten positions. Each position corresponds to a specific engine rpm.
Position 1 is LOW IDLE and position 10 is HIGH IDLE.
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Engine speed backup
switches allow LOW
and HIGH IDLE
operation
1. Auto/manual switch
2. Speed toggle switch
Possible to operate at
an intermediate speed
37
The engine speed control circuit contains backup switches (located in the
operators station, under a cover, at the rear of the right arm rest) which
allow the operator to bypass the engine speed dial. To operate the engine
at LOW IDLE, position the manual/auto switch (1) in the "MAN"
position and hold the two-position, spring-centered speed toggle switch
(2) toward the "Tortoise" until the engine speed stops decreasing. To
operate the engine at HIGH IDLE, hold the speed switch (2) toward the
"Rabbit" until the engine speed stops increasing. To operate the engine at
an intermediate speed, release the speed toggle switch before the engine
reaches either high or low idle.
1
2
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Two levels of AEC
1. AEC switch
2. Power mode
selector switch
First level AEC
operates with AEC
switch (1) OFF
Second level AEC
operates with AEC
switch ON and engine
speed dial above 5
Power mode switch
(2) determines engine
rpm
Each power mode
level corresponds to
an engine speed dial
position
38
The AEC function improves fuel consumption and noise level by
reducing engine speed during no load conditions. The AEC function has
two levels of operation. The first level operates when the AEC switch (1)
is OFF. The first level occurs approximately three seconds after the
engine load requirements stop. The swing, travel, and attachment
pressure switches send signals to the controller which tell the controller
when engine load requirements end. When the load requirements end, the
controller signals the governor motor to reduce the engine speed by
approximately 100 rpm.
The second AEC level occurs only when the AEC switch is ON and the
engine speed dial is at 5 or above. The second level automatically
reduces engine speed to approximately 1300 rpm if, after 3 seconds, the
engine does not encounter a load. When one of the pressure switches
turns ON (loaded condition), the engine speed returns to the speed that the
speed dial indicates.
The power mode selector switch (2) is also in the control panel. The
power mode level determines the maximum engine speed independently
of engine speed dial position. Power Mode III allows the full range of
throttle operation (engine speed dial positions 1-10). Power Mode II
limits the maximum engine speed to position 9 and Power Mode I limits
maximum engine speed to position 7, regardless of the engine speed dial
position. The machine defaults to Power Mode II at start-up.
1
2
39
STMG 622 - 44 -
7/92
Engine rpm with
machine in Power
Mode III and engine
speed dial at 10
Three seconds after
removing load, AEC
controls engine speed
Engine stays at AEC
level until machine
encounters a load
900
1100
1300
1500
1700
1900
5 10 15
HIGH
IDLE
AUTOMATIC ENGINE CONTROL
E
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TIME (SEC)
AEC SWITCH
OFF
AEC SWITCH
ON
This graph shows the engine rpm during various conditions of implement
operation with the machine in Power Mode III and the engine speed dial
at position 10. The first 5 seconds of the graph shows engine rpm while
operating an implement. During this time, the engine is under varying
loads and, therefore, the rpm will fluctuate. When the operator removes
the load from the engine, the engine speed momentarily increases to
HIGH IDLE. If the AEC switch is OFF, approximately three seconds
after reaching HIGH IDLE, the first level AEC function decreases the
engine speed by 100 rpm. If the AEC switch is ON, approximately three
seconds after the engine reaches HIGH IDLE, the second level AEC
function decreases the engine rpm from high idle to 1300 rpm.
As long as the operator does not move an implement or operate a travel
motor, the engine speed remains at approximately 100 rpm below HIGH
IDLE (AEC switch OFF) or at 1300 rpm (AEC switch ON).
When the operator puts a load on the engine, the controller returns the
engine speed to either the engine speed dial setting or the maximum speed
that the power mode level allows (whichever is lowest).
STMG 622 - 45 -
7/92
One-touch low idle
switch (arrow)
Loading the machine
automatically returns
engine to normal
operating rpm
40
The right implement control lever contains the one-touch low idle switch
(arrow). When the operator activates the one-touch low idle switch, the
controller signals the governor motor to reduce the engine speed to
approximately 940 rpm. When the operator pushes the switch a second
time, engine speed increases to either the engine speed dial level, the
power mode level, or the AEC level (whichever is lowest). If the operator
activates a function, the one-touch low idle control switch will
automatically turn OFF and engine speed returns to the normal operating
rpm level.
NOTICE
The engine speed dial should be in position 1 before the engine is shut
down. If the operator turns the machine OFF with the one-touch low
idle switch active (engine speed at approximately 940 rpm) and does
not return the engine speed dial to position 1 before the machine is
restarted, upon restarting, the engine speed will accelerate to the
engine speed dial setting or the Power Mode II level -- whichever is
lowest. The controller DOES NOT retain memory that the one-touch
low idle switch was active at engine shutdown.
STMG 622 - 46 -
7/92
1. High idle screw
2. Low idle screw
41
IN-CHASSIS FUEL SYSTEM TESTS AND ADJUSTMENTS
High and Low Idle
The high idle (1) and low idle (2) screws adjust maximum and minimum
engine speed. The high idle speed specification for the 320 Hydraulic
Excavator with the 3066 engine is 1970 + 30 -20 rpm and the low idle
speed specification is 800 50 rpm. Turning the high idle screw
clockwise decreases the engine rpm at HIGH IDLE and turning the screw
counterclockwise increases engine rpm at HIGH IDLE. Turning the low
idle screw clockwise increases the engine rpm at LOW IDLE, while
turning the low idle screw counterclockwise decreases the engine rpm at
LOW IDLE.
NOTICE
The first level AEC function makes it difficult to directly test engine
HIGH IDLE speed on the machine with the controller signaling the
governor actuator motor. First level AEC reduces the engine speed to
approximately 100 rpm below the HIGH IDLE speed regardless of
whether the AEC switch is ON or OFF. Therefore, never adjust the
HIGH IDLE speed with the engine connected to the controller. To
check HIGH IDLE, use the backup switch (discussed earlier).
1
2
STMG 622 - 47 -
7/92
Governor components:
1. Idling sub-spring
2. Torque control spring
3. Full load adjustment
screw
Idling sub-spring
maintains constant
engine rpm at LOW
IDLE
Adjusting idling sub-
spring can cause
engine to overspeed
Full load adjustment
screw limits rack travel
42
Idling Sub-spring and Full Load
This view of the governor shows the access cover to the idling sub-spring
(1), the torque control spring (2, behind cover), and the full load
adjustment screw (3).
The function of the idling sub-spring is to maintain a constant engine rpm
at LOW IDLE. If the engine rpm fluctuates abnormally at LOW IDLE,
the idling sub-spring may not be in contact with the governor tension
lever allowing the control rack position to float. Tightening the idling
sub-spring adjusting screw until the spring just contacts the tension lever
prevents the control rack position from floating. With the idling sub-
spring applying some force on the tension lever, the low idle speed will
increase slightly but will stop fluctuating.
When working the machine, the engine may overspeed after removing a
load if the idling sub-spring force against the tension lever is too high.
When adjusting the idling sub-spring tension, tighten the adjusting screw
just enough to eliminate the unstable LOW IDLE condition.
The function of the full load adjustment screw is to limit rack travel
during FULL LOAD conditions. The full load adjustment screw provides
a positive stop for the floating lever in the governor. Turning the full load
adjustment screw clockwise increases the fuel injection quantity while
turning the bolt counterclockwise decreases the fuel injection quantity.
1
2
3
STMG 622 - 48 -
7/92
Cannot measure
engine output under
full load conditions on
standard machine
Standard 3066 engine
does not have a boost
pressure tap
Since the engine produces maximum horsepower when the floating lever
contacts the full load adjustment screw (with the engine at full load rpm),
a misadjusted full load adjustment screw can cause the engine horsepower
to be out of specification. However, engine output cannot be measured
under FULL LOAD conditions with a standard 3066 engine in the 320
Hydraulic Excavator because the engine does not have a boost pressure
tap and the controller destrokes the hydraulic pumps before the engine
reaches full load [see STMG 619 "320/330 Hydraulic Excavators
Pumps and Pump Controls" (Form SESV1619)]. If the engine has a
power problem and after checking all other possibilities (such as fuel
grade, governor control mechanism functioning correctly, altitude
deration, plugged air and fuel filters, air in the fuel lines, fuel nozzles
functioning correctly, and correct injection timing), the engine should be
tested on a dynamometer.
NOTE: With a minor engine modification, it is possible to check
engine horsepower with the engine in chassis. This procedure
requires drilling a boost pressure tap in the air intake system,
disconnecting the controller signal to the hydraulic pumps (either
disconnect the proportional reducing valve harness or disconnect and
plug the power shift pressure hose), and loading the engine with the
swing and bucket hydraulic circuits while measuring engine rpm and
boost pressure.
To perform this procedure, operate the swing motor against the swing
lock pin. Then, slowly load the bucket while measuring the engine
speed. When the engine speed decreases to approximately 1700 rpm
(100 rpm below full load speed), gradually decrease the bucket load.
Decreasing the bucket load will cause an increase in engine rpm and
boost pressure. Boost pressure will increase to maximum, then start
to decrease. Record the boost pressure and engine speed when the
boost pressure is highest. Since the engine produces maximum
horsepower at maximum boost pressure, comparing the recorded
engine speed and boost pressure with engine specifications will
indicate if the engine is producing rated horsepower. Boost pressure
at 1800 rpm should be 500 50 mm Hg (9.7 1 psi). If the engine is
not producing sufficient boost pressure at FULL LOAD speed, it is
also not producing rated horsepower. This test should be used for
determining engine performance for troubleshooting purposes only.
This test is not accurate enough to make full load screw adjustments.
STMG 622 - 49 -
7/92
NOTICE
The timing gear housing interferes with the in-chassis rack travel
measurement. Currently, there is no way of knowing if adjusting the
full load adjustment screw moves the rack travel distance out of
specification. Engine dynamometer testing and the fuel test bench
provide the safest and most accurate way to adjust engine
horsepower.
STMG 622 - 50 -
7/92
Fuel injection nozzle
test procedure
Fuel injection nozzle
removal procedure:
1. Loosen supply line
2. Loosen return line
3. Loosen bolt and
remove clamp
43
Fuel Nozzle Test
If engine performance is low, a malfunctioning fuel injection nozzle may
be the cause. To test a fuel injection nozzle, operate the engine at HIGH
IDLE (using the engine speed dial bypass switches) and measure the
engine speed. After recording the HIGH IDLE rpm, loosen the fuel
supply line (1) to the suspected injector and direct the fuel flow from the
line into a suitable container. With the fuel supply line loose, operate the
engine at HIGH IDLE and measure the engine rpm. If the engine speed
decreases from the previous HIGH IDLE measurement, the performance
problem is probably not related to that injector. If the high idle speed
remains the same as before disconnecting the fuel supply line, remove the
injector and test it on a nozzle test stand. If the injector is defective,
either repair or replace it. Then, recheck the engine performance.
To remove a fuel injection nozzle, loosen the fuel return line (2) from
each injector and remove the line. After removing the return line, loosen
the bolt (3) and remove the clamp. The injector should pull straight out of
the head. If the injector does not slide out of the head easily, use a wrench
to turn the injector while pulling the injector out.
1
2
3
STMG 622 - 51 -
7/92
Never allow the fuel from the fuel line to spill on the hot engine or on
the ground. Engine heat may be sufficient to cause fuel combustion
which could result in personal injury and property damage. Diesel
fuel is a hazardous material and must not be allowed to contaminate
the environment.
WARNING
STMG 622 - 52 -
7/92
Engine timing gears
1. TDC reference mark
2. TDC reference mark
3. Fuel timing gear
44
Fuel Timing
Incorrect fuel injection timing can cause low engine performance. The
engine timing gears have reference marks (1 and 2) that mesh when the
No. 1 cylinder is at top dead center. The fuel timing gear (3) drives the
fuel camshaft. Rotating the main fuel pump relative to the fuel timing
gear changes fuel injection timing
1
2
3
STMG 622 - 53 -
7/92
1. Scale
2. Retaining bolts
Scale indicates fuel
pump position
Each mark represents
a 6 timing change
45
This scale (1) on the injection pump indicates the position of the main
fuel pump relative to the timing gear. Each mark on the scale represents a
6 timing change. Loosening the retaining bolts (2) and rotating the top
of the pump toward the engine advances the injection timing, while
rotating the top of the pump away from the engine retards the injection
timing.
1
2
STMG 622 - 54 -
7/92
Fuel injection timing
test procedure
1. Fuel line
2. Clamp
46
To check the fuel injection timing, disconnect the fuel line (1) from the
No. 1 fuel pump. Loosen the clamp (2) and remove the delivery valve
holder. Remove the valve and spring from the delivery valve holder;
then, replace only the holder (see slide 28). Attach a spare injection line
to the No. 1 fuel pump and place the end of the pipe in a container
suitable for holding diesel fuel.
1
2
STMG 622 - 55 -
7/92
Rotate crankshaft by
turning nut (arrow)
47
After preparing the No. 1 fuel pump, use a socket wrench to turn the nut
(arrow) and rotate the crankshaft until the No. 1 piston is approximately
60 before top dead center on the compression stroke.
NOTE: Checking valve clearances with the number one cylinder at
top dead center ensures that the cylinder is on the compression stroke
and not the exhaust stroke.
STMG 622 - 56 -
7/92
Each mark on the
scale represents 5 of
crankshaft rotation
Pointer (arrow)
Injection timing is 16
BTDC
48
The pulley contains a scale that ranges from 0 to 40 and a pointer
(arrow). Each mark on the scale represents a 5 crankshaft rotation.
While pumping the fuel priming pump, rotate the engine crankshaft until
fuel stops flowing and read the number the pointer indicates on the scale.
The indicated number is the fuel timing advance. The fuel injection
timing specification for the 3066 engine in the 320 Hydraulic Excavator is
16 before top dead center. If the fuel injection timing is not 16 before
top dead center, rotate the fuel pump (as previously described) to change
the injection timing.
STMG 622 - 57 -
7/92
Bench tests are the
most accurate test for
fuel pump and
governor
Remove bolts (1) to
remove pump without
timing gear
Remove bolts (2) and
(3) to remove pump
with timing gear
49
Fuel Pump and Governor Removal
The most accurate way to correctly test and adjust the pump and governor
is on a test bench. After disconnecting the main fuel supply line, fuel
injector supply lines, the fuel overflow line, the lubrication line, and all of
the governor control linkages, the pump and governor can be removed.
The pump and governor can be removed with or without the fuel timing
gear. To remove the pump and governor without the timing gear, loosen
the four bolts (1) from the timing gear housing. To remove the pump and
governor with the fuel timing gear, remove the five bolts (2) from the
timing gear housing cover and loosen the three retaining bolts (3).
1
2
3
STMG 622 - 58 -
7/92
Taper and slot match
timing gear
50
The taper and slot at the end of the fuel camshaft allows the pump and
governor to attach to the fuel timing gear in only one position.
STMG 622 - 59 -
7/92
Taper and slot match
camshaft
51
The taper and key slot in the timing gear matches the taper and key slot of
the fuel camshaft.
STMG 622 - 60 -
7/92
52
CONCLUSION
This presentation discussed the 3066 engine as configured for use in the
320 Hydraulic Excavator. The information in this presentation should
help dealer service personnel understand the engine and how it relates to
the machine.
1. Model view
2. Hydraulic pumps
3. Air filter
4. Air filter indicator
5. Turbocharger
6. Inlet manifold heater
7. Key switch
8. Engine oil pump
9. Engine oil filter
10. Engine oil cooler
11. Lubrication system main relief valve
12. Lubrication system backup relief valve
13. Lubrication system oil pressure tap
14. Lubrication system oil pressure sensor
15. Engine oil dipstick
16. Engine oil fill port
17. Radiator
18. Radiator overflow bottle
19. Water pump
20. Temperature regulator
21. Fuel transfer and priming pump
22. Fuel filter
23. Fuel pump and governor
24. Fuel system diagram
25. Fuel transfer and priming pumps
illustration - SUCTION
26. Fuel transfer and priming pumps
illustration - DISCHARGE
27. Fuel transfer and priming pumps
illustration - REGULATING
28. Fuel injection pump illustration
29. Effective stroke illustration
30. Fuel injection nozzle illustration
31. Governor operation illustration -
NO LOAD MAXIMUMSPEED
32. Controller
33. Engine speed input components schematic
34. Governor actuator motor
35. Position feedback sensor and full load
adjustment screw
STMG 622 - 61 -
7/92
36. Engine speed control dial
37. Engine speed control backup switches
38. Electronic control unit
39. AEC operation graph
40. One-touch low idle switch
41. High and low idle adjustment screws
42. Idling sub-spring, torque control spring,
43. Fuel injection nozzle
44. Engine timing gears
45. Fuel timing reference scale
46. No. 1 injection pump
47. Crankshaft rotation nut
48. Timing reference scale
49. Fuel pump and governor removal screws
50. Taper and slot in fuel camshaft
51. Taper and slot in fuel timing gear
52. Model view
SLIDE LIST
STMG 623 - 62 - Serviceman's Handout No. 1
8/92
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STMG 623 - 63 - Serviceman's Handout No. 2
8/92
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STMG 623 - 64 - Serviceman's Handout No. 3
8/92
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STMG 623 - 65 - Serviceman's Handout No. 4
8/92
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STMG 623 - 66 - Serviceman's Handout No. 5
8/92
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STMG 622 - 67 - Serviceman's Handout No. 6
7/92
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SESV1622 Printed in U. S. A.
7/92