G3400 Engine Basics

LEKQ7511

8-97

G3400 Engine Basics

Engine Design G3406 G3408 G3412 Ignition System Magneto Spark Plug Adapter Spark Plug and Transformer Ignition System Electric EIS Control Module Ignition Transformers Engine Sensors Fuel, Air Inlet and Exhaust Systems Engine Basics Fuel System Air Inlet and Exhaust Systems Lubrication System Oil Flow Through the Oil Cooler and Oil Filters Oil Flow in the Engine (G3406) Oil Flow in the Engine (G3408 & G3412) Cooling System Jacketwater System (G3406) Jacketwater System (G3408 & G3412)

Basic Block Cylinder Block, Liners and Heads Pistons, Rings and Connecting Rods Crankshaft Camshaft Vibration Damper Electrical System Engine Electrical System Charging System Components Grounding Practices Starting Systems Electric Air Start Engine Monitoring and Shutdown Protection Junction Box Engine Start/Stop Panel DC Control Panel for Gas Engine Chiller DC Control Panel for Gas Engine Chiller (Inside View) Abbreviations and Symbols

Engine Design
G3406 G3408

Cylinder And Valve Location

Cylinder And Valve Location

Bore .....................................137.2 mm (5.40 in.) Stroke...................................152.4 mm (6.00 in.) Displacement ...................14.6 liter (893 cu. in.) Number and Arrangement of Cylinders ..............................................6, In Line Valves per Cylinder........................................... 4 Rotation of Crankshaft (when seen from flywheel end).....................................counterclockwise Ignition System Type.........solid state magneto Rotation of Magneto (when seen from drive end) ..............clockwise Firing Order ...................................1, 5, 3, 6, 2, 4 Compression Ratios Available ...............................9.4:1, 10.3:1, 11.6:1 Combustion....................................spark ignited Note: Front end of engine is opposite to flywheel end. No. 1 cylinder location ................................front

Bore .....................................137.2 mm (5.40 in.) Stroke...................................152.4 mm (6.00 in.) Displacement ....................18 liter (1099 cu. in.) Number and Arrangement of Cylinders ..................................................65 V-8 Valves per Cylinder........................................... 4 Rotation of Crankshaft (when seen from flywheel end).....................................counterclockwise Ignition System Type ..........Electronic Ignition System (EIS) or solid state magneto Rotation of Magneto (when seen from flywheel end) ....clockwise Firing Order ...........................1, 8, 4, 3, 6, 5, 7, 2 Compression Ratios Available .................................8.5:1, 9.7:1, 11.1:1 Combustion....................................spark ignited Note: Front end of engine is opposite to flywheel end. Left side and right side of engine are as seen from flywheel end. No. 1 cylinder is the front cylinder on the left side. No. 2 cylinder is the front cylinder on the right side.
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G3412

Ignition System Magneto

Cylinder And Valve Location

Bore ......................................137.2 mm (5.40 in) Stroke....................................152.4 mm (6.00 in) Displacement ......................27 liter (1649 cu in) Number of Cylinders ...................................V-12 Arrangement of Cylinders ...............65 degrees Valves per Cylinder............................................4 Rotation of Crankshaft (when seen from flywheel end).....................................counterclockwise Ignition System Type ..........Electronic Ignition System (EIS) or solid state magneto Rotation of Magneto (when seen from flywheel end).....................................counterclockwise Firing Order .....1, 4, 9, 8, 5, 2, 11, 10, 3, 6, 7, 12 Compression Ratios Available .....................8.5:1, 9.7:1, 11.1:1, 11.4:1 Combustion....................................spark ignited Note: Front end of engine is opposite to flywheel end. Left side and right side of engine are as seen from flywheel end. No. 1 cylinder is the front cylinder on the left side. No. 2 cylinder is the front cylinder on the right side.
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Figure 1: Solid State Magneto (Altronic) (1) Alternator section. (2) Electronic firing section.

The Altronic magneto is made of a permanent magnet alternator section (1) and breakerless electronic firing section (2). See Figure 1. There are no brushes or distributor contacts. The engine turns magneto drive tang (7). See Figure 2. The drive tang turns alternator (3), speed reduction gears (5) and rotating timer arm (9). As the alternator is turned it provides power to charge energy storage capacitor (8). There are separate pick-up coils (6) and SCR (silicon controlled rectifier) solid state switches (10) for each engine cylinder. The timer arm passes over pick-up coils (6) in sequence. The pick-up coils turn on solid state switches (10) which release the energy stored in capacitor (8). This energy leaves the magneto through output connector (11). The energy travels through the wiring harness to the ignition coils where it is transformed to the high voltage needed to fire the spark plugs.

Figure 2: Cross Section Of Solid State Magneto (Altronic) (3) Alternator. (4) Vent. (5) Speed reduction gears. (6) Pick-up coil. (7) Drive tang. (8) Energy storage capacitor. (9) Rotating timer arm. (10) SCR Solid state switch. (11) Output connector.

Spark Plug Adapter

The spark plug adapter (1) is mounted in the cylinder head (3). See Figure 3. Seal (2) stops any type of leakage between the adapter and the cylinder head. The adapter extends upward through a hole in the valve cover.

Figure 3: Spark Plug Adapter (1) Adapter. (2) Seal. (3) Cylinder head.

Spark Plug And Transformer

The ignition transformer (Figure 6) causes an increase of the magneto voltage. This is needed to send a spark (impulse) across the electrodes of the spark plugs. For good operation, the connections (terminals) must be clean and tight. The negative transformer terminals, with () mark, for each transformer are connected together and to ground. The wiring diagrams (Figure 7) show how all wires are to be connected to the plug connection at the magneto.

Figure 4: Spark Plug And Transformer (G3406) (1) Transformer. (2) Wire assembly. (3) Rubber boot (part of wire assembly). (4) Seal. (5) Spark plug.

When the Altronic magneto is used, transformer (1) is mounted on the valve cover. See Figures 4 and 5. Wire assembly (2) is the high tension lead to ignite the spark plug (5). Rubber boot (3) is part of wire assembly (2). The boot forms a seal between the adapter and valve cover to keep dirt, water or other foreign material out of the adapter. Seal (4) prevents crankcase vapors and oil from entering the adapter. NOTICE Both the wire assembly and seal must be installed on all cylinders when running the engine. Failure to do this may allow a spark from the exposed wire assembly to ignite crankcase vapors. Engine damage could result.
Figure 5: Spark Plug and Transformer (G3408 & G3412) (Altronic) (1) Transformer. (2) Wire assembly. (3) Rubber boot (part of wire assembly). (4) Seal. (5) Spark plug.

Figure 6: Ignition Transformer.

G3406 Engine

G3408 Engine

G3412 Engine Figure 7: Wiring Diagrams (1) Spark plug. (2) Transformer. (3) Magneto plug connector.

Ignition System Electronic

The Caterpillar Electronic Ignition System (EIS) is designed to replace the traditional magneto ignition system. The Electronic Ignition System eliminates the magneto and other components that were subject to mechanical wear. It also provides increased engine diagnostic and troubleshooting capabilities. The Electronic Ignition System uses one control module to handle many applications and many engine types. This is achieved by allowing the operator to change key parameters onsight. These programmable parameters are referred to as Customer Specified Parameters and may be set or changed using the Digital Diagnostic Tool (DDT). The DDT is available as a read-only or fully programmable diagnostic tool. The values programmed into the system are stored in the EIS Control Module memory. This allows the operator to tailor the ignition system operation with a single service tool. The DDT (Digital Diagnostic Tool) service tool is used to program Customer Specified Parameters, monitor engine functions, and display engine diagnostics. The DDT can monitor engine speed, engine timing and detonation levels. For additional information on programming parameters and troubleshooting diagnostic codes, refer to Electronic Troubleshooting, G3400 Engines, SENR6335. The EIS control module also has the ability to diagnose and store system problems and potential transformer secondary circuit problems. When a problem is detected, a diagnostic code is generated and can be displayed on the DDT. The stored system problem code is reset when the system reset button is pushed. The EIS system monitors engine operation and distributes power to the cylinder transformers, to provide the best engine performance at all engine speeds. It also protects the engine from damage caused by
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detonation. Within specified limits, control of engine timing (retarding) is infinitely variable. The Electronic Ignition System provides detonation protection and precision spark control for each cylinder. Detonation is controlled as it occurs and timing is retarded only as much and as long as necessary to prevent engine damage. The EIS system allows improved operation, economy and lower emission levels. The system consists of three basic groups: the control module, ignition transformers and sensors.

EIS Control Module

Figure 8: Ignition System Components (1) Spark plug. (2) Ignition transformer. (3) Valve cover. (4) Wiring harness. (5) Electronic Ignition System control module.

The EIS Control Module (5) is a sealed unit with no serviceable parts (Figure 8). The control module monitors engine operation through a series of sensors. The sensors are connected to the module through wiring harnesses (4) routed inside the engine block.

The control module uses input from the sensors and the control panel settings to determine ignition timing. The control module provides system diagnostics and also supplies voltage to the ignition transformers (2) which step up the voltage to fire the spark plugs (1). The valve cover (3) acts as a ground for the ignition transformer. Engine timing is controlled by the EIS Control Module. It is based on the desired engine timing, customer specified parameters (programmed by the operator) and the conditions in which the engine operates. The engine operator can change the maximum advanced timing, the speed timing maps and load timing maps using the Digital Diagnostic Tool (DDT). The EIS Control Module automatically adjusts the engine timing according to the engine operating conditions, as determined by information from the engine speed/timing sensor, manifold air pressure sensor, and detonation sensors. The EIS Control Module has up to 16 ignition outputs to the ignition transformers. It also uses sensors and internal circuitry to monitor the system components. If a problem develops in a component or harness, the control will sense the problem and notify the operator by creating a diagnostic code.

Engine Sensors
Engine sensors provide information to the EIS Control Module that allow the module to control the engine as efficiently as possible over a wide range of operating conditions.

Detonation Sensors
The Detonation Sensors (RHDS and LHDS) monitor the engine for excessive detonation (vibration). One sensor is mounted in the center of each cylinder bank. The sensor produces a voltage signal proportional to engine detonation. This information is processed by the EIS Control Module to determine detonation levels and changes engine timing as needed.

Speed/Timing Sensor
The Speed/Timing Sensor provides accurate spark timing information for the control module. A speed/timing ring, mounted on the rear, left camshaft, provides the signal pattern detected by the sensor and read by the control module. The control module determines engine speed and timing position from the sensor signal.

Manifold Air Pressure Sensor (Load Sensor)

The Manifold Air Pressure Sensor provides engine load information to the EIS Control Module. The sensor is connected to the inlet manifold. The information is processed by the control module to determine engine timing and diagnostics.

Ignition Transformers
Each cylinder has an ignition transformer located under the cylinder valve cover. The EIS Control Module sends a pulse to the primary coil of the ignition transformer to initiate combustion in each cylinder. The transformer steps up the voltage to create an arc across the spark plug gap. The spark created by the arc, ignites the gas in the cylinder. On engines equipped with EIS, the cylinder valve cover acts as the ground for the ignition transformer. Care should be exercised when working on the engine with a valve cover removed. Always disconnect the primary lead to the transformer when a valve cover is removed. The ignition harness connects the EIS Control Module to the individual ignition transformers. The ignition harness is routed inside the engine alongside the camshaft.

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Fuel, Air Inlet and Exhaust Systems

Engine Basics
On a four-stroke gas engine during the intake stroke, a change of fuel and air (mixed outside the combustion chamber in the carburetor) is drawn (NA) or forced (TA) through the intake valve (Figure 9). This mixture of fuel and air is compressed on the compression stroke and is then ignited by a spark. This spark is generated and timed by either a magneto or the Electronic Ignition System (EIS). The piston is then forced downward, creating the power stroke, toward bottom dead center by the expanding gases. On the exhaust stroke, the burned gases are pushed out of the cylinder through the exhaust valve as the piston travels back toward top dead center. Diesel engines, like natural gas engines, operate in a slightly different way, although the four strokes are the same. On the intake stroke, only air is drawn or forced into the compression chamber. On the compression stroke, the air is compressed and therefore heated; just before the piston reaches top dead center, fuel is injected under high pressure. The fuel-air mixture will ignite by itself at the beginning of the power stroke. Diesel engines are typically limited by their capabilities to carry structural load with peak pressures up to 10 335 kPa (1500 psi). Gas

engines are limited by their capability to carry thermal load-high exhaust temperatures. The gas engine runs with higher exhaust temperatures because it runs with a constant air-fuel ratio at any load. The diesel engine runs with an excess amount of air at any load. Only the amount of fuel burned increases with the load. This additional air also cools the charge in diesel engines. In addition to components shown in the diagram, (Figure 10) some installations have a shut-off valve attachment in the supply line for the gas. The valve is electrically operated from the ignition system and can also be manually operated to stop the engine. After the engine is stopped, manual setting is needed to start the engine. Engine installations using dual fuel have system components the same as illustrated above. In addition, dual fuel engines have a vacuum regulator and a load adjusting valve. These additional components permit an adjustment to be made for differences in BTU content of the gas being used. Dual fuel engines will switch from one fuel to another automatically, but engine timing must be adjusted manually at the time of switchover. Changes in engine load and fuel burnt cause changes in rpm of the turbine wheels and impellers of the turbocharger (5). When the turbocharger gives a pressure boost to the inlet air, the temperature of the air goes up. A water cooled aftercooler (8), is installed

Figure 9: Four-stroke Process.

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Figure 10: Gas, Air Inlet And Exhaust System With Turbocharger (1) Gas pressure regulator. (2) Balance line. (3) Carburetor. (4) Air cleaner. (5) Turbocharger. (6). Gas supply. (7) Governor. (8) Aftercooler. (9) Air inlet manifold. (10) Cylinder. (11) Exhaust bypass. (12) Exhaust manifold.

between the carburetor (3) and the air inlet manifold (9). The aftercooler causes a reduction of air temperature from the turbocharger.

Fuel System
Low Pressure Carburetor System

Figure 12: (4) Low pressure carburetor. (5) Air cleaner. (6) Turbocharger.

Figure 11: (1) Gas pressure regulator (2) Gas inlet line. (3) Balance line.

From the main gas supply line, gas (CC) enters the gas pressure regulator (1). See Figures 11-13. The gas pressure regulator is adjusted to provide a flow of fuel, at low pressure (DD), to the engine gas inlet line (2). As the compressor wheels of the turbocharger (6) rotate, fuel (at low pressure) is drawn through the fuel inlet line to the carburetor (4). The carburetor is located between the air cleaner (5) and the compressor side of the turbocharger. The carburetor mixes the fuel with intake air (EE) from the air cleaner. The air/fuel mixture (BB) is pulled into the
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Figure 13: Gas, Air Inlet And Exhaust System With Turbocharger (Low Pressure) (AA) Exhaust gas. (BB) Air & gas to cylinders. (CC) Gas supply. (DD) Low pressure gas. (EE) Air inlet. (1) Gas pressure regulator. (2) Gas inlet line. (3) Balance line. (4) Carburetor. (5) Air cleaner. (6) Turbocharger. (7) Gas supply. (8) Governor. (9) Aftercooler. (10) Air inlet manifold. (11) Cylinder. (12) Differential pressure regulator. (13) Exhaust manifold.

turbocharger, compressed and sent through the throttle group to the aftercooler (9). The throttle group is connected by a linkage to the governor (8) and controls the flow of the air/fuel mixture into the intake plenum. The air/fuel mixture in the intake plenum enters the cylinder (11) through the cylinder inlet valves where it is compressed and ignited by the spark plug. Turbocharged engines have a balance line (3) connected between the carburetor air inlet and the atmospheric vent of gas pressure regulator. The balance line directs carburetor inlet air pressure to the upper side of the regulator diaphragm to control gas pressure at the carburetor. The inlet air pressure added to the spring force on the diaphragm, makes sure that gas pressure to the carburetor will always be greater than inlet air pressure, regardless of load conditions. For example, under engine acceleration, the air pressure increases. A small amount of the increased air pressure is directed to gas pressure regulator and moves the control to increase supply gas pressure to the carburetor. By this method,
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the correct differential pressure between the gas pressure regulator and the carburetor air inlet is controlled. A turbocharged engine will not develop full power with the balance line disconnected. Engines have a gas pressure valve assembly located in the fuel inlet line. The gas pressure valve assembly is used to adjust emission levels at full load, rated speed.

Gas Pressure Regulator

Regulator for the pressure of the fuel is on the left side of the engine. Adjustment of the regulator is made by turning the adjustment screw (4). See Figure 14.

Carburetor
Air goes into the carburetor through air horn (2) and fills outer chamber (3). See Figures 15-18. Air goes into inner chamber (9) (mixing chamber) by moving diaphragm (11) away from ring (10). There are two diaphragms in the carburetor. Fuel goes into the carburetor through fuel inlet (12), and goes by the load adjusting valve (7) to the center of the carburetor and into tube (5) for the fuel outlet. Fuel valve (4) is fastened to the diaphragm. With the diaphragm moved away from the ring, fuel goes through the fuel valve and into the inner chamber. The fuel and air mixture in the inner chamber, goes down by the throttle plate (13) (not found on G3406) and into the inlet manifold. With the engine stopped, spring (6) holds the diaphragm against the ring and holds the fuel valve closed. No air or fuel can go to the inner chamber. As the engine is started, the vacuum in the cylinders, caused by the intake strokes of the pistons, causes a low pressure condition in the inner chamber. This low pressure is felt by chamber (8), behind the diaphragm through small holes. This permits the pressure in the chamber to balance with the low pressure condition in the inner chamber. As soon as the inlet pressure on the diaphragm is higher than the spring force, the diaphragm moves out. This also moves the fuel valve out and permits air and fuel to go into the inner chamber.

Figure 14: Regulator Operation (1) Spring side chamber. (2) Spring. (3) Locknut. (4) Adjustment screw. (5) Balance line. (6) Outlet. (7) Main diaphragm. (8) Lever side chamber. (9) Lever. (10) Pin. (11) Valve stem. (12) Inlet.

Gas goes through the inlet (12), main orifice, valve disc, and the outlet (6). Outlet pressure is felt in the chamber (8) on the lever side of diaphragm (7). As gas pressure in the lever side chamber becomes higher than the force of the diaphragm spring (2) and air pressure in the spring side chamber (1) [turbocharger boost from balance line (5)] the diaphragm (7) is pushed against the spring. This turns the lever (9) at pin (10) and causes the valve stem (11) to move the valve disc to close the inlet orifice. With the inlet orifice closed, gas is pulled from the lever side of chamber through the outlet (6). This gives a reduction of pressure in the chamber (8). As a result the pressure becomes less than pressure in the spring side chamber. Force of spring and air pressure in the chamber on the spring side moves the diaphragm toward the lever. This turns (pivots) the lever and opens the valve disc, permitting additional gas flow to the carburetor. When the pressure on either side of the diaphragm is the same, the regulator sends gas to the carburetor at a set amount.

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Figure 15: Carburetor Operation (G3406) (2) Air horn. (3) Outer chamber. (4) Fuel valve. (5) Fuel outlet tube. (6) Spring. (8) Chamber. (9) Inner chamber. (10) Ring. (11) Diaphragm.

Figure 17: Carburetor Operation (G3408 & G3412) (1) Balance line connection. (2) Air horn. (3) Outer chamber. (4) Fuel valve. (5) Fuel outlet tube. (6) Spring. (7) Load adjusting valve. (8) Chamber. (9) Inner chamber. (10) Ring. (11) Diaphragm. (12) Fuel inlet. (13) Throttle plate.

Figure 16: Carburetor Operation (G3406) (7) Load adjusting valve. (12) Fuel inlet. (14) Idle screw.

Figure 18: Carburetor Operation (View A-A) (G3408 & G3412) (1) Balance line connection. (2) Air horn. (7) Load adjusting valve. (12) Fuel inlet.

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2301A Electric Governor

The 2301A Electric Governor Control System consists of the components that follow: 2301A Electric Governor Control (EGC), Actuator, Magnetic Pickup.

This engine speed frequency signal (AC) is sent to the 2301A Control Box where a conversion is made to DC voltage. The DC signal is now sent on to control the actuator, and this voltage is inversely proportional to engine speed. This means that if engine speed increases, the voltage output to the actuator decreases. When engine speed decreases, the voltage output to the actuator increases.

Figure 19: 2301A Electric Governor Control (EGC)

The 2301A Electric Governor System gives precision engine speed control. The 2301A control (Figure 19) measures engine speed constantly and makes necessary corrections to the engine fuel setting through an actuator connected to the fuel system. The engine speed is felt by a magnetic pickup (Figure 20). The magnetic pickup is a single pole, permanent magnet generator made of wire coils (2) around a permanent magnet pole piece (4). See Figure 21. As the teeth of the flywheel ring gear (5) cut through the magnetic lines of force (1) around the pickup, an AC voltage is generated. The frequency of this voltage is directly proportional to engine speed.

Figure 21: Schematic Of Magnetic Pickup (1) Magnetic lines of force. (2) Wire coils. (3) Gap. (4) Pole piece. (5) Flywheel ring gear.

The actuator (Figure 22) changes the electrical input from the 2301A Control to a mechanical output that is connected to the fuel system by linkage. For example, if the engine speed is more than the speed setting, the 2301A Control will decrease its output and the actuator will now move the linkage to decrease the fuel to the engine.

Figure 22: EG3P Actuator (3) Actuator. (4) Actuator lever. Figure 20: Magnetic Pickup Location (1) Magnetic pickup. (2) Flywheel housing.

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Woodward PSG Governors

The Woodward PSG (Pressure compensated Simple Governor; Figure 23) can operate as an isochronous or a speed droop type governor. It uses engine lubrication oil, increased to a pressure of 1200 kPa (175 psi) by a gear type pump inside the governor, to give hydra/mechanical speed control. The governor is driven by the governor drive unit. This unit turns pilot valve bushing (13) clockwise as seen from the drive unit end of the governor (Figure 24). The pilot valve bushing is connected to a spring driven ballhead. Flyweights (7) are fastened to the ballhead by pivot pins. The centrifugal force caused by the rotation of the pilot valve bushing causes the flyweights to pivot out. This action of the flyweights changes the centrifugal force to axial force against speeder spring (5). There is a thrust bearing (9) between the toes of the flyweights and the seat for the speeder spring. Pilot valve (12) is fastened to the seat for the speeder spring. Movement of the pilot valve is controlled by the action of the flyweights against the force of the speeder spring. The engine is at the governed (desired) rpm when the axial force of the flyweights is the same as the force of compression in the speeder spring. The flyweights will be in the position shown. Control ports (14) will be closed by the pilot valve. When the force of compression in the speeder spring increases (operator increases desired rpm) or the axial force of the flyweights decreases (load on the engine increases) the pilot valve will move in the direction of the drive unit. This opens control ports (14). Pressure oil flows through a passage in the base to chamber (B). The increased pressure in chamber (B) causes power piston (6) to move. The power piston pushes strut assembly (4), that is connected to output shaft lever (3). The action of the output shaft lever causes counterclockwise rotation of output shaft (2). This moves carburetor control linkage (15) in the THROTTLE OPENED direction (Figure 23).

Figure 23: PSG Governor Installed (2) Output Shaft. (15) Carburetor control linkage.

As the power piston moves in the direction of return spring (1) the volume of chamber (A) increases. The pressure in chamber (A) decreases. This pulls the oil from the chamber inside the power piston, above buffer piston (11) into chamber (A). As the oil moves out from above the buffer piston to fill chamber (A) the buffer piston moves up in the bore of the power piston. Chambers (A and B) are connected respectively to the chambers above and below the pilot valve compensating land (10). The pressure difference felt by the pilot valve compensating land adds to the axial force of the flyweights to move the pilot valve up and close the control ports. When the flow of pressure oil to chamber (B) stops so does the movement of the fuel control linkage. When the force of compression in the speeder spring decreases (operator decreases desired rpm) or the axial force of the flyweights increases (load on the engine decreases) the pilot valve will move in the direction of the speeder spring. This opens the control ports. Oil from chamber (B) and pressure oil from the pump will dump through the end of the pilot valve bushing. The decreased pressure in chamber (B) will let the power piston move in the direction of the drive unit. The return spring pushes against the strut assembly. This moves the output shaft lever. The action of the output shaft lever causes clockwise rotation of the output shaft. This moves the carburetor control linkage in the THROTTLE CLOSED direction (Figure 23).

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Figure 24: Schematic Of PSG Governor (1) Return spring. (2) Output shaft. (3) Output shaft lever. (4) Strut assembly. (5) Speeder spring. (6) Power piston. (7) Flyweights. (8) Needle valve. (9) Thrust bearing. (10) Pilot valve compensating land. (11) Buffer piston. (12) Pilot valve. (13) Pilot valve bushing. (14) Control ports. (A) Chamber. (B) Chamber.

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On PSG governors not equipped with electric speed adjustment, (Figure 25) speed can be adjusted with screw (1). When the screw is turned clockwise it pushes the link assembly (2) against speeder spring (3). This causes an increase in the force of speeder spring and pilot valve (4) will move toward governor drive unit. The engine will increase speed until it gets to the desired rpm. When the screw is turned counterclockwise the link assembly moves away from speeder spring. This causes a decrease in the force of the speeder spring and the pilot valve will move away from governor drive unit. The engine will decrease speed until it gets to the desired rpm.
Figure 26: Governor Control Group (5) Positive lock lever. (6) Link assembly lever. (7) Governor

As lever (5) is moved toward governor (7), linkage causes lever (6) to move in the same direction. The link assembly lever is clamped to the shaft of link assembly (2). As the shaft rotates, the link assembly pushes against speeder spring (3). This causes pilot valve (4) to move toward the governor drive unit. The engine will increase speed until it gets to desired rpm. When lever (5) is moved away from the governor, the link assembly lever moves in the same direction. This causes the link assembly to move away from the speeder spring. The pilot valve then moves away from the governor drive unit and engine speed decreases until desired rpm is reached.

Figure 25: Non-electric PSG Governor (1) Screw. (2) Link assembly. (3) Speeder spring. (4) Pilot valve.

Engines with non-electric governors are also equipped with a governor control group (Figure 26) to allow easier speed adjustment.

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Speed droop is the difference between no load rpm and full load rpm. This difference in rpm divided by the full load rpm and multiplied by 100 is the percent of speed droop.
No load speed Full load speed Full load speed % of speed droop 100

Figure 27: PSG Electric-Type Governor (8) Synchronizing motor. (9) Clutch assembly. (10) Link assembly. (11) Speeder spring. (12) Pilot valve.

Figure 28: PSG Governor (View A-A from Figure 31) (10) Link assembly. (13) Pivot pin. (14) Output shafts. (15) Droop adjusting bracket. (16) Shaft assembly.

On electric type PSG governors (Figure 27), speed adjustments are made by a 24V DC reversible synchronizing motor (8). The motor is controlled by a switch that can be put in a remote location. The synchronizing motor drives clutch assembly (9). The clutch assembly protects the motor if it is run against the adjustment stops. When the clutch assembly is turned clockwise it pushes link assembly (10) against speeder spring (11). The force of compression in the speeder spring is increased. This causes pilot valve (12) to move toward the governor drive unit. The engine will increase speed, then get stability at a new desired rpm. When the clutch assembly is turned counterclockwise the link assembly moves away from the speeder spring. The force of compression in the speeder spring is decreased. This causes the pilot valve to move away from the governor drive unit. The engine will decrease speed, then get stability at a new desired rpm. Note: The clutch assembly can be turned manually if necessary.

The speed droop of the PSG governor can be adjusted. The governor is isochronous when it is adjusted so that the no load and full load rpm is the same. Speed droop permits load division between two or more engines that drive generators connected in parallel or generators connected to a single shaft. Speed droop adjustment on PSG governors (Figure 28) is made by movement of pivot pin (13). When the pivot pin is put in alignment with output shafts (14), movement of the output shaft lever will not change the force of the speeder spring. When the force of the speeder spring is kept constant, the desired rpm will be kept constant. When the pivot pin is moved out of alignment with the output shafts, movement of the output shaft lever will change the force of the speeder spring proportional to the load on the engine. When the force of the speeder spring is changed, the desired rpm of the engine will change. An adjustment bracket (15) outside the governor connected to the pivot pin by the link assembly and shaft assembly (16) is used to adjust speed droop.

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Air Inlet and Exhaust Systems

Exhaust Bypass Group (Engines With Turbocharger)

compressor through a control line (5) connected at (6). When outlet pressure to the carburetor gets to the correct value, the force of the air pressure on the diaphragm moves the diaphragm which overcomes the force of the spring (8) and atmospheric pressure. This opens the valve, and stops exhaust gases from going to the turbine wheel. The location of the bypass passage is inside the exhaust manifold housing. Under constant load conditions, the valve will take a set position, permitting just enough exhaust gas to go to the turbine wheel to give the correct air pressure to the carburetor.

Balance Line
The balance line controls the correct differential pressure between the line pressure regulator and carburetor inlet.
Figure 29: Exhaust Bypass System (1) Air inlet pipe. (2) Turbocharger. (3) Exhaust manifold housing. (4) Differential pressure regulator. (5) Regulator control line.

When the load on the engine changes, boost pressure from the turbocharger changes in the inlet manifold. The balance line sends a signal of this change in pressure to the spring side of the diaphragm in the line pressure regulator. This pressure change causes the regulator diaphragm to move the line regulator valve to correct the gas pressure to the carburetor. By this method, the correct differential pressure between the regulator for the line pressure and carburetor inlet is controlled.

Valve System Components

Figure 30: Exhaust Bypass Group (6) Regulator control line connection. (7) Diaphragm. (8) Spring. (9) Bypass valve. (10) Breather location.

The valve system components (Figure 31) control the flow of inlet air and exhaust gases into and out of the cylinders during engine operation. The crankshaft gear drives the camshaft gear. The camshaft gear must be timed to the crankshaft gear to get the correct relation between piston and valve movement. The camshaft has two cams for each cylinder. One cam controls the exhaust valves, the other controls the intake valves.

The exhaust bypass group (Figure 30) is installed on the exhaust manifold housing (3). See Figure 29. It controls the amount of exhaust gases to the turbine wheel. The exhaust bypass valve (9) is activated directly by a pressure differential between the air pressure (atmosphere) and turbocharger compressor outlet pressure to the carburetor. One side of the diaphragm (7) in the regulator (4) feels atmospheric pressure through a breather (10) in the top of the regulator. The other side of the diaphragm feels air pressure from the outlet side of the turbocharger
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to burn. This gives an increase in power. The aftercooler can be changed to use sea water as the coolant.

Figure 31: Valve System Components (1) Intake bridge. (2) Intake rocker arm. (3) Push rod. (4) Rotocoil. (5) Valve spring. (6) Valve guide. (7) Intake valves. (8) Lifter. (9) Camshaft.

Figure 32: Cross Section Of Turbocharger (1) Air inlet. (2) Compressor wheel. (3) Compressor outlet. (4) Lubrication inlet port. (5) Turbine wheel. (6) Thrust bearing. (7) Shaft bearings. (8) Exhaust outlet.

As the camshaft turns, the lobes of camshaft (9) cause lifters (8) to go up and down. This movement makes push rods (3) move rocker arms (2). Movement of the rocker arms makes bridge (1) move up and down on dowels mounted in the cylinder head. The bridges let one rocker arm open and close two valves (intake or exhaust). There are two intake and two exhaust valves for each cylinder. Rotocoils (4) cause the valves to turn while the engine is running. The rotation of the valves keeps the deposit of carbon on the valves to a minimum and gives the valves longer service life. Valve springs (5) cause the valves to close when the lifters move down.

Turbocharger
The turbochargers (Figure 32) are installed at the rear of the exhaust manifolds. All the exhaust gases from the engine go through the turbocharger. The exhaust gases go through the blades of turbine wheel (4). This causes the turbine wheel and compressor wheel (2) to turn. Clean inlet air from the air cleaners is pulled through air inlet (1) of the compressor housing by the compressor wheel. The compressor wheel causes a compression of the air. The air goes to the inlet manifold of the engine. The turbocharger bearings use engine oil under pressure for lubrication. The oil comes in through port (3) and goes through passages for lubrication of the thrust bearing (5), the rings and shaft bearings (6). Oil from the turbocharger goes through an opening in the bottom of the center section and to the engine sump.

Aftercooler
The aftercooler is installed on the top of the inlet manifold. Water flow through the aftercooler, lowers the temperature of the inlet air from the turbocharger. With cooler air, an increase in weight of air will permit more fuel

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Lubrication System
Oil Flow Through The Oil Cooler And Oil Filters

directly through passages in the valve body to the oil manifold. When the oil gets warm, the pressure difference at the bypass valves decreases and the bypass valves close. This gives normal oil flow through the oil cooler and oil filters. The bypass valves will also open when there is a restriction in the oil cooler or oil filters. This action does not let an oil cooler or oil filter with a restriction prevent the lubrication of the engine. There is also a bypass valve in the engine oil pump. This bypass valve controls the pressure of the oil from the oil pump. The oil pump can put more oil into the system than is needed. When there is more oil than needed, the oil pressure goes up and the bypass valve will open. This lets the oil that is not needed to go back to the inlet oil passage of the oil pump.

Figure 33: Schematic Of Oil Flow (1) To oil manifold. (2) Filter bypass valve. (3) Engine oil cooler. (4) Cooler bypass valve. (5) Oil pump. (6) Oil pan. (7) Oil filters.

Figure 34: Lubrication System Components (2) Filter bypass valve. (3) Engine oil cooler. (6) Oil pan. (7) Oil filters.

With the engine warm (normal operation), oil is pulled from oil pan (6) through a bell assembly and pipe to oil pump (5). See Figures 33 and 34. The oil pump sends oil through a pipe to a passage in the cylinder block. The oil then goes through oil cooler bypass valve (4) into oil cooler (3). The oil goes out of the oil cooler through oil filters (7). The clean oil then goes through oil filter bypass valve (2), then into the oil manifold on the right side of the cylinder block. When the engine is cold (starting condition), bypass valves (2 and 4) open because cold oil with high viscosity causes a restriction to the oil flow through oil cooler (3) and the filters. When the bypass valves are open, oil flows
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Oil Flow In The Engine (G3406)

Figure 35: Engine Oil Flow Schematic (1) Bracket for rocker arm shaft. (2) Rocker arm shaft. (3) Oil passage to lifters. (4) Valve lifter bore. (5) Oil supply rocker shaft bracket. (6) Rocker arm shaft. (7) Oil supply rocker shaft bracket. (8) Oil passage to accessory drive. (9) Oil passage to rocker shaft bracket and accessory drive. (10) Oil passage to idler gear shaft. (11) Oil passage to rocker shaft bracket. (12) Oil passage. (13) Camshaft bearing. (14) Oil jet tubes. (15) Main bearing. (16) Oil manifold. (17) Oil passage from the oil pump to the oil cooler and filter. (18) Oil passage from the oil cooler and filter.

From oil manifold (16), oil is sent through drilled passages in the cylinder block that connect main bearings (15) and camshaft bearings (13). See Figure 35. Oil goes through drilled holes in the crankshaft to give lubrication to the connecting rod bearings. A small amount of oil is sent through oil jet tubes (14) to make the pistons cooler. Oil goes through grooves in the bores for the front and rear camshaft bearings and then into oil passages (3) that connects the valve lifter bores (4). These passages give oil under pressure for the lubrication of the valve lifters. Oil is sent from the lifter bores through passage (11) to an oil passage in bracket (5) (next to cylinder No. 4) to supply pressure lubrication to rear rocker arm shaft (2). Oil is also sent from front main bearing bore through passage (9) to an oil passage in front bracket (7) for front rocker arm shaft (6).

Holes in the rocker arm shafts lets the oil give lubrication to the valve system components in the cylinder head. The idler gear gets oil from passage (10) in the cylinder block through a passage in the idler gear shaft installed on the front of the cylinder block. There is a pressure control valve in the oil pump. This valve controls the pressure of the oil coming from the oil pump. The oil pump can put more oil into the system than is needed. When there is more oil than needed, the oil pressure goes up and the valve will open. This allows the oil that is not needed to go back to the inlet oil passage of the oil pump. After the lubricating oil has done its work, it goes back to the engine oil pan.
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Oil Flow In The Engine (G3408 and G3412)

Figure 36: Schematic Of Oil Flow In The G3408 Engine (1) Passage is plugged. (2) Oil passage line. (3) To rocker arm shaft. (4) To turbocharger. (5) To magneto and governor drive housing. (6) Rocker arm shaft. (7) To rocker arm shaft and valve lifters. (8) To valve lifters. (9) Bore for camshaft bearings. (10) Piston cooling jets. (11) to SCAC water pump. (12) Oil manifold (left side). (13) To timing gear housing. (14) To front idler gear. (15) Oil supply line to manifold in cylinder block. (16) Oil manifold (right side). (17) Main bearing bores.

The oil manifolds are cast into the sides of the cylinder block. Oil goes into manifold (16) from the bypass valve body. See Figures 36 and 37. From manifold (16) oil is sent to manifold (12) through drilled passages in the cylinder block that connect main bearing bores (17) and camshaft bearing bores (9). Oil goes through holes in the bearings and gives them lubrication. Oil from the main bearings goes through holes drilled in the crankshaft to give lubrication to the connecting rod bearings. A small amount of oil from the oil manifolds goes through tubes (10) to make the pistons cooler. Oil goes through grooves in the outside of the front and rear camshaft bearings to passages (7 and 8). The oil in these passages gives lubrication to the valve lifters and rocker arm shafts. Holes in the rocker arm shafts let the
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oil give lubrication to the valve system components in the cylinder head. The magneto and governor drive housing and governor get oil from passage (5) in the cylinder block. Oil for the hydraulic operation of the hydra/mechanical governor comes from a small gear pump inside the governor. The bearing of the idler gear on the front of the engine gets oil through a passage in the idler gear shaft that is connected to passage (14). The bearing for the balancer gear at the rear of the engine (G3408 only) gets oil through a passage in the balancer gear shaft that is connected to passage (2).

Figure 37: Schematic Of Oil Flow In The G3412 Engine (1) Passage is plugged. (3) To rocker arm shaft. (4) To turbocharger. (5) To magneto and governor drive housing. (6) Rocker arm shaft. (7) To rocker arm shaft and valve lifters. (8) To valve lifters. (9) Bore for camshaft bearings. (10) Piston cooling jets. (11) to SCAC water pump. (12) Oil manifold (left side). (13) To timing gear housing. (14) To front idler gear. (15) Oil supply line to manifold in cylinder block. (16) Oil manifold (right side). (17) Main bearing bores.

Tube assembly (18) gives oil to the turbocharger impeller shaft bearings. (Figures 38 and 39). The oil goes out of the turbocharger through tube assembly (19) to the flywheel housing. Oil that gives pressure lubrication to gear shafts and bearings then flows free to give lubrication to the gear teeth. After the oil for lubrication has done its work it flows free back to the oil pan.

Figure 39: Turbocharger Lubrication (G3412 Shown) (18) Oil supply line to turbocharger. (19) Oil drain line from turbocharger.

Figure 38: Turbocharger Lubrication (G3408 Shown) (18) Oil supply line to turbocharger. (19) Oil drain line from turbocharger.
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Cooling System
Jacketwater System (G3406)
This engine has a pressure type cooling system (Figure 40) equipped with a shunt line (5). A pressure type cooling system gives two advantages. The first advantage is that the cooling system can have safe operation at a temperature that is higher than the normal boiling (steam ) point of water. The second advantage is that this type system prevents cavitation (the sudden making of low pressure bubbles in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for an air or steam pocket to be made in the cooling system.

If the coolant temperature is less than normal for engine operation, the water temperature regulator is closed. The coolant flows through the regulator housing and elbow (6) back to the water pump. If the coolant is at normal operating temperature (engine warm), the water temperature regulator is open and the coolant flows to the radiator or heat exchanger through outlet hose (3). The coolant is made cooler as it moves through the radiator. When the coolant gets to the bottom of the radiator, it goes through inlet hose (10) and into the water pump. Note: The water temperature regulator is an important part of the cooling system. It divides coolant flow between radiator or heat exchanger and bypass (water elbow) as necessary to maintain the correct temperature. If the water temperature regulator is not installed in the system, there is no mechanical control, and most of the coolant will take the path of least resistance through the bypass. This will cause the engine to overheat in hot weather. In cold weather, even the small amount of coolant that goes through the radiator is too much, and the engine will not get to normal operating temperatures. Shunt line (5) gives several advantages to the cooling system. 1. The shunt line gives a positive pressure at the water pump inlet to prevent pump cavitation. 2. A small flow of coolant constantly goes through the shunt line to the inlet of the water pump. This causes a small amount of coolant to move constantly through vent tube (4) between the lower and upper compartment in the radiator top tank. Since the flow through the vent tube is small the volume of the upper compartment is large, air in the coolant comes out of the coolant as it goes into the upper compartment. 3. The shunt line is a fill line when the cooling system is first filled with coolant. This lets the cooling system fill from the bottom to push any air in the system out the top.

Figure 40: Cooling System (Engine Warm) (1) Cylinder head. (2) Water temperature regulator. (3) Outlet hose. (4) Vent tube. (5) Shunt line. (6) Water elbow. (7) Water pump. (8) Cylinder block. (9) Oil cooler. (10) Inlet hose. (11) Radiator.

In operation, water pump (7) sends most of the coolant from radiator (11) or heat exchanger (not shown here) to oil cooler (9). The coolant from oil cooler goes through a bonnet and elbow into the cylinder block (8). Inside the cylinder block, the coolant goes around the cylinder liners and up through the water directors into the cylinder head. The water directors send the flow of coolant around the valves and the passages for exhaust gases in the cylinder head. The coolant then goes to the front of the cylinder head. At this point, water temperature regulator (2) controls the direction of coolant flow.
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Figure 41: Cooling System Schematic (G3408 Shown) (1) Water inlet connection. (2) Water pump. (3) Bypass lines. (4) Temperature regulator housings. (5) Water outlet connections. (6) water to turbocharger. (7) Water cooled turbocharger. (8) Water from turbocharger. (9) Aftercooler. (10) Separate circuit water pump. (11) Water cooled exhaust manifold. (12) Oil cooler bypass. (13) Engine oil cooler.

Jacketwater System (G3408 & G3412)

This engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The first advantage is that the cooling system can have safe operation at a temperature that is higher than the normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (the sudden making of low pressure bubbles in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for an air or steam pocket to be made in the cooling system.

This engine can be cooled by a radiator or heat exchanger. The following explanation and Figure 41 covers only the cooling circulation of the engine. In normal operation (engine warm), water pump (2) receives coolant through the inlet connection (1) and sends the coolant to engine oil cooler (13) and the oil cooler bypass (12). The oil cooler outlet sends the coolant from the cooler and bypass to the water cooled turbocharger (7) and to the engine cylinder block. Coolant to the turbocharger flows through line (6) through the turbocharger and returns to the water cooled exhaust manifold (11) and on to the
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block. The coolant to the cylinder block circulates through the block up through the cylinder heads, on to the water temperature regulator housings (4). Part of the coolant in the housing flows into the water cooled exhaust manifolds, and part of the coolant passes through open temperature regulators through outlet connections (5) to be cooled. The coolant in the exhaust manifold flows into the cylinder block through the head and back to the housing. The water pump will pump the cooled coolant through the engine to keep the cycle going. Note: The water temperature regulator is an important part of the cooling system. It divides coolant flow between the radiator and the bypass lines (3) as necessary to maintain the correct temperature. If the water temperature regulator is not installed in the system, there is no mechanical control, and most of the coolant will take the path of least resistance through the bypass. This will cause the engine to overheat in hot weather. In cold weather, even the small amount of coolant that goes through the radiator or heat exchanger is too much, and the engine will not get to normal operation temperatures. When the engine is cold, the water temperature regulators are closed. The coolant in the temperature regulator housings flows through the bypass lines to the water pump. The coolant continues to flow through system as described above except the coolant does not flow out to be cooled. Total system coolant capacity will depend on the size of the radiator or heat exchanger. Use the correct amount of permanent antifreeze and pure water to provide freeze protection to the lowest expected outside temperature. Add a concentration of three to six percent corrosion inhibitor.

Basic Block
Cylinder Block, Liners And Heads
The block is a one-piece design and cast of high tensile strength iron in the engine manufacturers own foundry. Cylinder wear surfaces are induction hardened over their entire length. Pistons are a lightweight aluminum alloy which is elliptically ground across the skirt and tapered from crown to skirt. The G3406 cylinder block has six cylinders arranged inline. The thrust bearings are installed on the middle main bearing journal and control the end play of the crankshaft. The cylinders in the left side of the G3408 and G3412 block make an angle of 65 degrees with the cylinders in the right side of the block. The main bearing caps are fastened to the block with two bolts per cap. The cylinder liners can be removed for replacement. The top surface of the block is the seat for the cylinder liner flange. Engine coolant flows around the liners to keep them cool. Three O-ring seals around the bottom of the liner make a seal between the liner and the block. A filler band at the top of each liner forms a seal between the liner and the cylinder block. A steel spacer plate is used between the cylinder head and block. A thin gasket is used between the plate and the block to seal water and oil. A thick gasket of metal and nonmetallic fiber is used between the plate and the head to seal combustion gases, water and oil. The engine has a single, cast head on each side. Four vertical valves (two intake and two exhaust), controlled by a pushrod valve system, are used per each cylinder. The opening for the spark plug adapter is located between the four valves. Series ports (passages) are used for both intake and exhaust valves.

Separate Circuit Aftercooler (SCAC) System

The aftercooler (9) is cooled by a separate water circuit. The separate water circuit is used to maintain a specific and constant water temperature. Water is pumped from the separate water supply by pump (10) through the aftercooler and back to the water supply. This system is also used on the G3406.
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The size of the pushrod openings through the head permits the removal of the valve lifters with the head installed. Valve guides without shoulders are pressed into the cylinder head.

is supported by five main bearings in the G3408 engines and by seven main bearings in the G3406 and G3412 engines. A thrust plate at either side of the center main bearing controls the endplay of the crankshaft for the G3408 and G3412.

Pistons, Rings And Connecting Rods

The piston on the G3408 has three rings; two compression rings (top and intermediate) and one oil ring. The G3406 and G3412 have an additional compression ring. All the rings are located above the piston pin bore. The compression ring seats in an iron band which is cast in the piston. The oil ring is spring loaded. External cast notches in the oil ring groove return oil to the crankcase. The full-floating piston pin is held in place by two snap rings which fit in grooves in the pin bore. The connecting rod has a taper on the pin bore end. This gives the rod and piston more strength in the areas with the most load. Oil spray jets, located on the cylinder block main webs, direct oil to cool and give lubrication to the piston components and cylinder walls. Gallery cooled pistons have two cooling jets, per cylinder. One cools the under crown of the piston and the other directs oil into a cast gallery behind the piston rings.

Camshaft
The engine has a single camshaft that is driven at the front end. Five bearings for the G3408 and seven bearings for the G3406 and G3412 support the camshaft. As the camshaft turns, each cam (lobe) (through the action of valve system components) moves either two exhaust valves or two intake valves for each cylinder. The camshaft gear must be timed to the crankshaft gear. The relation of the cams (lobes) to the camshaft gear cause the valves in each cylinder to open and close at the correct time. A gear on the rear of the camshaft is used to drive the balancer gear on G3408 engines.

Vibration Damper
The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting (torsional) vibration. The fluid type vibration damper is installed on the front end of the crankshaft. It is used for reduction of torsional vibrations and stops the vibration from building up to amounts that cause damage.

Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque which powers the machine. Vibration, caused by combustion impacts along the crankshaft, is kept small by a vibration damper on the front of the crankshaft. There is a gear at the front of the crankshaft to drive the timing gears and the oil pump. Lip seals and wear sleeves are used at both ends of the crankshaft for easy replacement and a reduction of maintenance cost. Pressure oil is supplied to all bearing surfaces through drilled holes in the crankshaft. The crankshaft
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Electrical System
Engine Electrical System
The electrical system can have three separate circuits: the charging circuit, the starting circuit and the low amperage circuit. Some of the electrical system components are used in more than one circuit. The battery (batteries), circuit breaker, ammeter, cables and wires from the battery are all common in each of the circuits. Note: Other electrical systems and components are covered in the Attachments section of the Service Manual. The charging circuit is in operation when the engine is running. An alternator makes electricity for the charging circuit. A voltage regulator in the circuit controls the electrical output to keep the battery at full charge. NOTICE The disconnect switch, if so equipped, must be in the ON position to let the electrical system function. There will be damage to some of the charging circuit components if the engine is running with the disconnect switch in the OFF position. If the engine has a disconnect switch, the starting circuit can operate only after the disconnect switch is put in the ON position. The starting circuit is in operation only when the start switch is activated. The charging circuit and the low amperage circuit are both connected through the ammeter. The starting circuit is not connected through the ammeter.

Charging System Components

Alternator (Delco-Remy)

Figure 42: Alternator (1) Regulator. (2) Roller bearing. (3) Stator winding. (4) Ball bearing. (5) Rectifier bridge. (6) Field winding. (7) Rotor assembly. (8) Fan.

The alternator (Figure 42) is driven by V-belts from the crankshaft pulley. This alternator is a three phase, self-rectifying charging unit, and the regulator (1) is part of the alternator. This alternator design has no need for slip rings or brushes, and the only part that has movement is the rotor assembly (7). All conductors that carry current are stationary. The conductors are: the field winding (6), stator windings (3), six rectifying diodes and the regulator circuit components. The rotor assembly has many magnetic poles like fingers with air space between each opposite pole. The poles have residual magnetism (like permanent magnets) that produce a small amount of magnet-like lines of force (magnetic field) between the poles. As the rotor assembly begins to turn between the field winding and the stator windings, a small amount of alternating current (AC) is produced in the stator windings from the small magnetic lines of force made by the residual magnetism of the poles. This AC current is changed to direct current (DC) when it passes through the diodes of the rectifier bridge (5). Most of this current goes to charge the battery and to supply the low amperage circuit, and the remainder is sent on to the field windings. The DC current flow

32

through the field windings (wires around an iron core) now increases the strength of the magnetic lines of force. These stronger lines of force now increase the amount of AC current produced in the stator windings. The increased speed of the rotor assembly also increases the current and voltage output of the alternator. The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the voltage in the system and switches on and off many times a second to control the field current (DC current to the field windings) for the alternator to make the needed voltage output.

Grounding Practices
Proper grounding for vehicle and engine electrical systems is necessary for proper machine performance and reliability. Improper grounding will result in uncontrolled and unreliable electrical circuit paths which can result in damage to main bearings and crankshaft journal surfaces. Uncontrolled electrical circuit paths can also cause electrical noise which may degrade vehicle and radio performance. To insure proper functioning of the vehicle and engine electrical systems, and engine-toframe ground strap with a direct path to the battery must be use. This may be provided by way of a starting motor, a frame to starting motor ground, or a direct frame to engine ground. Ground wires/straps should be combined at ground studs dedicated for ground use only. The engine alternator must be battery () grounded with a wire size adequate to handle full alternator charging current. NOTICE This engine may be equipped with a 24 volt starting system. Use only equal voltage for boost starting. The use of a welder or higher voltage will damage the electrical system.

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Starting Systems
There are two types of starting systems available for Caterpillar Engines air and electric. The choice of systems depends on availability of the energy source. Availability of space for energy of storage and ease of recharging the energy banks are considerations for determining the type of starting system to be used.

Figure 43: Electric Starting System.

Temperature vs. Output

Electric
Electric starting (Figure 43) is the most convenient to use. It is least expensive and is most adaptable for remote control and automation.

F 80 32 0

C 28 0 -18

27C (80F) Ampere Hours Output Rating 100 65 40

Figure 44: Impact Of Cold Temperatures.

Batteries
Batteries provide sufficient power to crank engines long and fast enough to start. Leadacid types are common, have high output capabilities, and lowest first cost. Nickelcadmium batteries are costly, but have long shelf life and require minimum maintenance. Nickel-cadmium types are designed for long life and may incorporate thick plates which decrease high discharge capability. Consult the battery supplier for specific recommendations. Two considerations in selecting proper battery capacity are: The lowest temperature at which the engine might be cranked. The parasitic load imposed on the engine. A good rule of thumb is to select a battery package which will provide at least four 30 second cranking periods (total of 2 minutes cranking). An engine should not be cranked continuously for more than 30 seconds or starter motors may overheat. Ambient temperatures drastically affect battery performance and charging efficiencies. Maintain 32C (90F) maximum temperature to assure rated output. Impact of colder temperatures is described in Figure 44.
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Locate cranking batteries for easy visual inspection and maintenance. They must be away from flame or spark sources and isolated from vibration. Mount level on nonconducting material and protect from splash and dirt. Use short slack cable lengths and minimize voltage drops by positioning batteries near the starting motor. Disconnect the battery charger when removing or connecting battery leads. Solidstate equipment, i.e., electronic governor, speed switches, can be harmed if subjected to chargers full output.

Batter y Charger
Various chargers are available to replenish a battery. Trickle chargers are designed for continuous service on unloaded batteries. They automatically shut down to milliampere current when batteries are fully charged. Overcharging shortens battery life and is recognized by excessive water loss. Conventional lead-acid batteries require less than 59.2 mL (2 oz.) make-up water during 30 hours of operation.

Float-equalize chargers are more expensive than trickle chargers and are used in applications demanding maximum battery life. These chargers include line and load regulation, and current limiting devices, which permit continuous loads at rated output. Both trickle chargers and float equalize chargers require a source of A/C power while the engine is not running. Chargers must be capable of limiting peak currents during cranking cycles or have a relay to disconnect during cranking cycles. Where engine-driven alternators and battery chargers are both used, the disconnect relay usually disconnects the battery charger during engine cranking and running. Engine-driven generators or alternators can be used, but have the disadvantage of charging batteries only while the engine runs. Where generator sets are subject to many starts, insufficient battery capacity could threaten dependability.

The solenoid switch is made of an electromagnet (one or two sets of windings) (1) around a hollow cylinder (2). There is a plunger (core)(3) with a spring load inside the cylinder that can move forward and backward. When the start switch is closed and electricity is sent through the windings, a magnetic field is made that pulls the plunger forward in the cylinder. This moves the shift lever (4) (connected to the rear of the plunger) to engage the starter pinion drive gear with the ring gear. The front end of the plunger then makes contact across the battery and motor terminals of the solenoid, and the starter motor begins to turn the flywheel of the engine. When the start switch is opened, current no longer flows through the windings. The spring now pushes the plunger back to the original position, and, at the same time, moves the pinion gear away from the flywheel. When two sets of windings in the solenoid are used, they are called the hold-in winding and the pull-in winding. Both have the same number of turns around the cylinder, but the pull-in winding uses a larger diameter wire to produce a greater magnetic field. When the start switch is closed, part of the current flows from the battery through the hold-in windings, and the rest flows through the pull-in windings to motor terminal, then through the motor to ground. When the solenoid is fully activated (connection across battery and motor terminal is complete), current is shut off through the pull-in windings. Now only the smaller hold-in windings are in operation for the extended period of time it takes to start the engine. The solenoid will now take less current from the battery, and heat made by the solenoid will be kept at an acceptable level.

Solenoid

Figure 45: Solenoid Schematic (1) Electromagnet. (2) Hollow cylinder. (3) Plunger. (4) Shift lever.

A solenoid (Figure 45) is a magnetic switch that does two basic operations: a. Closes the high current starter motor circuit with a low current start switch circuit. b. Engages the starter motor pinion with the ring gear.

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Starter Motor

The circuit breaker (Figure 47) is a switch that opens the battery circuit (5) if the current in the electrical system goes higher than the rating of the circuit breaker. A heat activated metal disc (4) with a contact point (3) completes the electric circuit through the circuit breaker. If the current in the electrical system gets too high, it causes the metal disc to get hot. This heat causes a distortion of metal disc which opens the contacts (2) and breaks the circuit. A circuit breaker that is open can be reset after it cools. Push the reset button (1) to close the contacts and reset the circuit breaker.

Figure 46: Starter Motor Cross Section (1) Field. (2) Solenoid. (3) Clutch. (4) Pinion. (5) Commutator. (6) Brush assembly. (7) Armature.

The starter motor (Figure 46) is used to turn the engine flywheel fast enough to get the engine running. The starter motor has a solenoid (2). When the start switch is activated, the solenoid will move the starter pinion (4) to engage it with the ring gear on the flywheel of the engine. The starter pinion will engage with the ring gear before the electric contacts in the solenoid close the circuit between the battery and the starter motor. When the circuit between the battery and the starter motor is complete, the pinion will turn the engine flywheel. A clutch (3) gives protection for the starter motor so that the engine cannot turn the starter motor too fast. When the start switch is released, the starter pinion will move away from the ring gear.

Magnetic Pickup

Figure 48: Magnetic Pickup (1) Clearance dimension. (2) Pole piece. (3) Wire coils. (4) Locknut. (5) Gear tooth.

Circuit Breaker

The magnetic pickup (Figure 48) is a single pole, permanent magnet generator made of wire coils (3) around a permanent magnet pole piece (2). As the teeth of the flywheel ring gear (5) go through the magnetic lines of force around the pickup, an AC voltage is made. A positive voltage is made when each tooth goes by the pole piece. Each time the space between the teeth goes by a pole piece, a negative voltage is made. Engine speed is then determined by the frequency of these signals when the numbers of the teeth on the flywheel is known.

Figure 47: Circuit Breaker Schematic (1) Reset button. (2) Disc in open position. (3) Contacts. (4) Disc. (5) Battery circuit terminals.

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Air Start
The air starting motor (Figures 49 and 50) is used to turn the engine flywheel fast enough to get the engine running.

Other air supplies can be used if they have the correct pressure and volume. For good life of the air starting motor, the supply should be free of dirt and water. A lubricator with SAE 10 non detergent oil [for temperatures above 0C (32F)], or air tool oil, #1 diesel fuel or equivalent, [for temperatures below 0C (32F)] should be used with the starting system. The maximum pressure for use in the air starting motor is 760 kPa (110 psi).

Figure 49: Air Starting System (1) Air start control valve. (2) Air starting motor. (3) Relay valve. (4) Oiler.

The air starting motor (2) can be mounted on either side of the engine. Air is normally contained in a storage tank and the volume of the tank will determine the length of time the engine flywheel can be turned. The storage tank must hold this volume of air at 1720 kPa (250 psi) when filled. For engines which do not have heavy loads when starting, the regulator setting is approximately 690 kPa (100 psi). This setting gives a good relationship between enough cranking speeds for easy starting and the length of time the air starting motor can turn the engine flywheel before the air supply is gone. If the engine has a heavy load which can not be disconnected during starting, the setting of the air pressure regulating valve needs to be higher in order to get enough speed for easy starting. The air consumption is directly related to speed; the air pressure is related to the effort necessary to turn the engine flywheel. The setting of the air pressure regulator can be up to 1030 kPa (150 psi) if necessary to get the correct cranking speed for a heavily loaded engine. With the correct setting, the air starting motor can turn the heavily loaded engine as fast and as long as it can turn a lightly loaded engine.

Figure 50: Air Starting Motor (5) Air inlet. (6) Vanes. (7) Rotor. (8) Pinion. (9) Gears. (10) Piston. (11) Piston spring.

The air from the supply goes to relay valve (3). The start control valve (1) is connected to the line before the relay valve. The flow of air is stopped by the relay valve until the start control valve is activated. The air from start control valve goes to piston (10) behind pinion (8) for the starting motor. The air pressure on the piston puts spring (11) in compression and puts the pinion in engagement with the flywheel gear. When the pinion is in engagement, air can go out through another line to the relay valve. The air activates the relay valve which opens the supply line to the air starting motor. The flow of air goes through the oiler (4) where it picks up lubrication for the air starting motor. The air with lubrication goes into the air motor through air inlet (5). The pressure of the air pushes against vanes (6) in rotor (7), and then exhausts through the outlet. This turns the rotor which is connected by gears (9) and a drive shaft to the starter pinion which turns the engine flywheel.

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When the engine starts running, the flywheel will start to turn faster than the starting motor pinion. The pinion retracts under this condition. This prevents damage to the motor, pinion or flywheel gear. When start control valve (1) is released, the air pressure and flow to the piston behind the starting motor pinion is stopped, the piston spring retracts the pinion. The relay valve stops the flow of air to the air starting motor.

Oiler
An air tube in the air passage through the body of the oiler causes pressure above the oil in the bowl. Oil is sent from the bowl through a tube and passage to a chamber under the top plug on the body. From the chamber a flow of oil goes through the oil drip orifice which permits a flow of oil of about four drops per minute.

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Engine Monitoring And Shutdown Protection

G3400 Engines can be configured to use one of three systems to monitor engine parameters and provide engine shutdown protection: Junction Box (Energize To Shutdown), Junction Box (Energize To Run), and/or a Control Panel (Status Control).

To restart the engine, the ESPB must be turned until it pops out. NOTICE The Emergency Stop Push Button (ESPB) is not to be used for nor mal engine shutdown. To avoid possible engine damage, use the Engine Control Switch (ECS) for normal engine shutdown. If the junction box is configured for an Energized To Run (ETR) or an Energized To Shutoff (ETS) application, a gas shutoff valve will be included in the engine installation. In an Energize To Run set up, the gas shutoff valve must remain energized to operate the engine. In the most common Energized To Shutoff system, the gas shutoff valve has a mechanical (manual) latch that must be set. If a fault is detected, the gas shutoff valve will be energized to unlatch the gas shutoff valve and start a two stage shutoff sequence. The junction box is used to monitor engine oil pressure, coolant temperature, starter motor overspeed, and engine overspeed conditions. Note: If the junction box monitors an overspeed condition, or if the Emergency Stop Push Button is activated, a relay will be energized and cut ignition to the engine. Note: If the junction box monitors a loss of engine oil pressure, or detects a high coolant temperature, a relay will shut the fuel off to the engine.

Junction Box

Figure 51: Junction Box (Shown With Door Open) (1) Terminal strips. (2) Status control module. (3) Emergency stop switch.

The junction box (Figure 51) provides a central location to mount the various gauges, meters, indicators and switches available for use on the engine. It also contains space for the electrical terminal strips (1) that connect the sensors, pickups and relays to the status control module (2). The junction box is also used to provide shutoff protection for the engine. An Emergency Stop Push Button (ESPB) may be located on the junction box panel. When this button (3) is pressed, the fuel is shut off and the engine ignition is turned off (the ground to the shutdown switch of the Electronic Ignition System control is opened).

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Engine Start/Stop Panel

Figure 52: Engine Start/Stop Panel (1) Indicator lights. (2) Diagnostic reset plug. (3) Engine Control Switch. (ECS) (4) Status Control Module. (5) Emergency Stop Push Button (ESPB).

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Engine Control Switch

The Engine Control Switch (ECS)(3) of the control panel has four positions AUTO,
MANUAL START, COOLDOWN/STOP, OFF/RESET. See Figure 52. If the ECS is in the AUTO position and a signal to run is received from a remote initiate contact (IC), or the ECS is placed in the MANUAL/START

To restart the engine, ESPB must be turned until it pops out. NOTICE The Emergency Stop Push Button (ESPB) is not to be used for nor mal engine shutdown. To avoid possible engine damage, use the Engine Control Switch (ECS) for normal engine shutdown.

position, the engine will crank, terminate cranking and run. Engines equipped with electronic governors will run at low idle speed until lube oil pressure has exceeded the idle low oil pressure set point, then the governor relay contact of the Status Control Module will close and the engine will accelerate to rated speed. Engines with hydra-mechanical governors will accelerate to their speed setting immediately after crank termination. The engine will run until the Engine Control Switch (ECS) is turned to COOLDOWN/STOP, OFF/RESET, or the remote initiate contact opens. Once the ECS is moved to the COOLDOWN/STOP position, or if in the Auto position and the remote initiate contact opens, the engine will run at a lower speed for a short period of time, if the cool down feature was selected using the DDT. If the cool down feature was not utilized the engine will shut down immediately. The engine is then capable of immediate restart. When the engine is to be shutdown, either manually (through the engine control switch) or automatically (through the engine protection system), a two stage shutdown sequence will occur. First, a relay will deenergize the gas shutoff valve, and will shut the fuel off to the engine. In the second step of the shutdown sequence the ground to the shutdown switch of the Electronic Ignition System control is opened.

Status Control Module

Figure 53: Status Control Module (SCM).

Emergency Stop Push Button

An Emergency Stop Push Button (ESPB)(5) is located on the Engine Start/Stop Panel. A second Emergency Stop Push Button is located on the engine itself (junction box), when a remote start/stop panel is used. When this button is pressed, the fuel is shut off and the engine ignition is turned off (the ground to the shutdown switch of the Electronic Ignition System control is opened).

The Engine Status Control Module (SCM) (Figure 53) is used to monitor engine parameters (oil pressure, coolant temperature, engine overspeed and over cranking of the starting motor). It also provides an engine protection system (two stage shutdown) and controls normal start/stop functions. When a fault signal is detected, the display is also used to indicate diagnostic codes, to aid in troubleshooting. The Status Control Module contains a relay, terminal strips and overspeed verify.

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DC Control Panel for Gas Engine Chiller

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DC Control Panel for Gas Engine Chiller (Inside View)

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Appendix A
Abbreviations and Symbols

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Materials and specifications are subject to change without notice.

1997 Caterpillar Inc. Printed in U.S.A.