initial start up procedure g3516b

8/10/2019 Initial Start Up Procedure g3516b

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REHS0531

July 2000

Special Instructioni0114 3436

Initial Start-Up Procedure ForG3516B Engines

SMCS Code: 1000

Engines:G3516B (S/N: 7EZ1-Up)

Table of ContentsIntroduction ............................................................. 1Electronic Control System Parameters ................... 3

Parameters For Information ................................. 4Engine Serial Number ..................................... 4Equipment ID ................................................... 4Customer Password 1 ..................................... 4Customer Password 2 ..................................... 4Total Tattletale .................................................. 4

Timing Control Parameters ................................. 4Desired Timing Parameter ............................... 4First Desired Timing ........................................ 4Second Desired Timing ................................... 4

Air/Fuel Ratio Parameters ................................... 4Fuel Quality ..................................................... 4Specific Gravity of the Fuel Gas ...................... 5Desired Oxygen at Full Load ........................... 5Oxygen Sensor Override ................................. 5Oxygen Feedback Enabled Status .................. 5Air/Fuel Ratio Proportional Gain ...................... 5Air/Fuel Ratio Integral Gain ............................. 5

Speed Control Parameters .................................. 5High/Low Idle Speed ....................................... 5Minimum Engine High Idle Speed ................... 5Maximum Engine High Idle Speed .................. 5Speed Selection .............................................. 6Rate of Acceleration ........................................ 6

Desired Speed Input Configuration ................. 6Engine Overspeed Setpoint ............................. 6Governor Type Setting ..................................... 6Engine Speed Droop ....................................... 6Governor Proportional Gain ............................. 6Governor Integral Gain .................................... 6Governor Derivative Gain ................................ 6Auxiliary Proportional Gain .............................. 6Auxiliary Integral Gain ..................................... 7Auxiliary Derivative Gain .................................. 7

Start/Stop Control Parameters ............................ 7

Driven Equipment Delay Time ......................... 7Engine Prelubrication Timeout Period ............. 7Crank Terminate Speed ................................... 7Engine Purge Cycle Time ................................ 7Cycle Crank Time ............................................ 7Overcrank Time ............................................... 7Example Setting .............................................. 7Engine Cooldown Duration .............................. 8Engine Speed Drop Time ................................ 8

Initial Start-Up Procedure ....................................... 8Procedure To Check Emissions ............................ 13

Using Fuels That Vary In Quality .......................... 13

Introduction

This S p ecial Instruction p rovid es the start-upp roce d ure for the G 351 6B E ng ines (7E Z 1-U p).

Th e too ls tha t are req uired for this p roc ed ure arelisted in Tab le 1. Th e p rog ram m ing p aram eters tha tare nec essa ry to set up the eng ines electroniccontrolsystem are d iscusse d . Finally, the start-upp roced ure is listed .

Unburned gas in the inlet manifold and/or in theexhaust manifold can ignite when the engine isstarted. Personal injury and/or property damagecan result. Use this procedure to clear the engineand the exhaust system of unburned gas:

Before starting an engine that was stopped by ter-minating the ignition system, turn the gas supplyOFF. Crank the engine for approximately 15 sec-onds in order to clear any unburned gas from theengine and the exhaust system.

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Table 1

Required Tools

Tool Description A(1) B(1) C D E

N/A IBM compatiblePersonalComputer (PC)(2)

Intel 486 33 MHz processor16 MB RAM70 MB free hard drive spaceCD-ROM drive3.5" disk driveWindows NT or Windows 95

RS232 port with 16550AF UARTVGA monitor or display

1 1

JERD2124 Software Single user license for the ET 1 1

JERD2129 Software Data subscription for all engines 1 1

7X-1414 Adapter Cable This cable connects the ECM to the160-0133Data Link Cableor to the 139-4166 Data Link Cable.

1 1

171-4401 CommunicationAdapter II (3) (4)

The communication adapter is connected between the PC (ET)and the ECM.

1

160-0141 Adapter Cable(CAT Data Link) (3)

This cable connects the PC to the171-4401 CommunicationAdapter II.

1

160-0133 Adapter Cable

(CAT Data Link)(3)

This cable connects the 171-4401 Communication Adapter II

to the7X-1414

Adapter Cable.

1

7X-1701 CommunicationAdapter (4) (5)

The communication adapter is connected between the PC (ET)and the ECM.

1

7X-1425 Data Link Cable(RS-232)

This cable connects the PC (ET) to the 7X-1701Communication Adapter II.

1

139-4166 Data Link Cable(ATA or CAT)

This cable connects the 7X-1701Communication Adapter II tothe 7X-1414 Adapter Cable.

1

6V-2197 MagneticTransducer

The transducer is a magnetic speed sensor that is used fortiming calibration.

1

6V-3093 TransducerAdapter

This adapter allows the magnetic transducer to be installedin the flywheel housing.

1

7X-1695 Cable This cable is the wiring harness for the timing calibration. 1

N/A Timing Light The timing l ight is used to verify that the t iming calibration iscorrect.

1

9S-9082 Engine TurningTool

This tool enables the flywheel to be turned by hand. 1

156-1070

or156-1060

EmissionsAnalyzer

This tool is used to measure exhaust emissions. 1

(1) Either Tooling (A) or Tooling (B) is required.(2) This PC configuration has the minimum requirements.(3) This tool is part of the 171-4400Communication Adapter Gp (ET to ECM Interface).(4) Either the 171-4400Communication Adapter Gp or the 7X-1700Communication Adapter Gp can be used. However, the 7X-1700

Communication Adapter Gp is no longer serviced.(5) This tool is part of the 7X-1700Communication Adapter Gp.

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g00712853Illustration 1

This illustration shows the setup of the 171-4400CommunicationAdapter Group.

(1) PC(2) 160-0141Adapter Cable(3) 171-4401Communication Adapter II(4) 160-0133Adapter Cable (CAT Data Link)(5) 7X-1414Adapter Cable(6) ECM


This illustration shows the setup of the 7X-1700CommunicationAdapter Group.

(1) PC(5) 7X-1414Adapter Cable(6) ECM(7) 7X-1425Data Link Cable(8) 7X-1701Communication Adapter(9) 139-4166Data Link Cable (ATA or CAT)

Electronic Control SystemParameters

Th is se ction p rovid es an ove rview of the p aram eterstha t are used for id entification and controlof theen g ine . N ot all of the p aram eters w ill ne ed to b ep rog ram m e d .

NOTICEUnless otherwise indicated, parameters must ONLYbe changed while the engine is STOPPED.

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Parameters For Information

Engine Serial Number

Th e en g ine serial nu m b er is p rog ram m ed into theE C M at the factory. The num b er is stam p ed on theE ng ine Inform a tion P late.

Equipment ID

The custom er can assig n a n E q uip m ent IDfor thep urp ose of id entification.

Customer Password 1

Th is is a p rog ram m ab le p aram eter that ca n b e usedto p rotect certain config uration p aram e ters fromun au tho rized cha ng es.

Customer Password 2

Th is is a p rog ram m ab le p aram eter that ca n b e usedto p rotect certain config uration p aram e ters fromun au tho rized cha ng es.

Total Tattletale

Th is item d isp lays the num b er of ch an g es tha t haveb ee n m a d e to the co nfig uration p aram eters.

Th e follow ing p rog ram m ing p aram eters are for theg as e ng ines elec tronic control system .

Timing Control Parameters

Desired Timing Parameter

Th e D esired Tim ing P aram eter allow s the cu stom er

to electronically p rog ram the tim ing of the ig nitionsp ark in ord er to m ee t the ne ed s for sp ec ificap p lications and sp ecific installations. The D esiredTim ing is p rog ram m e d w ith the E T. Th e d esiredtim ing value ca n b e ch an g ed w hile the en g ine isrun ning or w hile the en g ine is stop p ed . Th e valuethat is entered for the D esired Tim ing is the ig nitiontim ing w hen the en g ine is o p erating at rated sp ee dan d at full loa d .

Note: The actualig nition tim ing at a g iven instan cem ay vary from the D esired Tim ing value . Th isvarian ce is d ue to variation s in the en g ine sp ee dor the d eton ation .

Th e ran g e for p rog ram m ing the D esired Tim ing is 0to 40 d eg ree s b efore the top ce nter (TC ) p osition .

First Desired Timing

The First D esired Tim ing is d eterm ined w ith them e than e nu m b er of the p rim a ry fue lthat is u sed .U se the E ng ine P erform a nce S he et, FuelU sageG uid e. Th e g uid e is fou nd in the TM I system . TheE C M selec ts the First D esired Tim ing w hen thesw itch for the se lection of the tim ing is in the op enp osition.

Second Desired Timing

Th e S ec on d D esired Tim ing is d eterm ine d w ith them etha ne nu m b er of the alterna te fue ltha t is u sedan d the E ng ine P erform an ce S hee t, FuelU sageG uid e.T he ga s engines E C M selects the Se con dD esired Tim ing w hen the tim ing se lection sw itchis in the closed p osition. If an alternate fue lis notuse d , en ter the sam e tim ing tha t w as en tered forthe First D esired Tim ing .

Air/Fuel Ratio Parameters

Fuel Quality

Th is p aram eter is p rog ram m e d to the Lo w erH ea ting Value (LH V ) of the p rim ary fue l. Theair/fue l ratio controlof the E C M w ill co m p ensatefor som e ina cc urac y in this setting . Th e E C Massu m es a co rrec ted value tha t is e q ua l to thecustom er p rog ram m e d Fuel E nerg y C ontentthatis m ultip lied b y the Fu el C orrec tion Fa ctor. Th isfactor is d isplayed on the E T sc ree n. A n even tc od eis g en erated if the Fu el C orrec tion Fa ctor exc ee d sa lim it tha t is p rog ram m e d at the fac tory. Th e eve ntcod e w illind icate the ne ed to rep rog ram this value .

Th e E C M reverts to the custom er prog ram m e d

Fu el E ne rg y C on ten t d uring start-up . Th e E C M alsoreverts to the cu stom er p rog ram m e d Fu el E ne rg yC onten t w hen a p rob lem is d etec ted in the oxyg ensensors circu it. Th erefore, an ac cu rate cu stom erp rog ram m ed value of the Fuel E nerg y C ontentis req uired . In ord er to d eterm ine the value , alab oratory ana lysis is rec om m en d ed .

The Fuel Q uality p aram eter can b e used to chan g ethe air/fue lratio w he n the en g ine is not op eratingin O xygen Fee d b ack m o d e. D uring op eration,the O xyge n Feed ba ck should be enab led at25 p erce nt load . D uring unload ing , the O xyge nFee db ack sho uld b e d isabled at 25 p ercent load .

Th e eng ine w illn ot op erate in O xygen Fe ed b ac km od e w hen the O xyge n Feed bac k Ena bled Statusp aram eter is D isa b led . The op eration of theen g ine w illn ot ch an g e if the Fu el Q uality p aram eteris cha ng ed and the O xygen Feed ba ck E nab ledS tatus is E na b led . Th e Fu el C orrec tion Fa ctor w illautom a tically com p en sate.

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Specific Gravity of the Fuel Gas

Th e fue l co ntrol valve req uires an inp ut for thesp ecific g ravity in ord er to m e ter the air/fuelratio.Th e sp ec ific g ravity c an also b e ob taine d from alab oratory a na lysis of the fue lg as.

Desired Oxygen at Full Load

P rog ram the D esired O xyg en at FullLoa d p aram eter

to the p ercen t of exha ust oxyg en that is stated inthe E ng ine P erform an ce S he et for you r ap p lica tion .Th is p aram eter is use d to trim the oxyg en m a ptha t is p rep rog ram m e d in the g as en g ine s E C M a tthe factory. If the N O X em ission s in the m ea suredexha ust oxyg en are not co rrec t, inc rea se theD esired O xyg en at FullLo ad .Th is is d on e in ord erto lea n the fue lm ixture. You ca n also d ec rea se theD esired O xyge n at Fu llL oa d p aram eter in ord erto richen the fuelm ixture.

Oxygen Sensor Override

Th is fea ture allow s the oxyg en b uffer a nd the

oxyg en sen sor to b e en erg ized w hile the en g ineis n ot run ning . A fter the exha ust oxyg en senso ris ca lib rated , the C onfig uration screen shou ldb e review ed and the O xyge n S enso r O verrid ep aram eter shou ld b e turned O N . Th e S tatus screenshould b e ch ang ed to G rou p 9.The oxygen sensorm ust be on. The A ctualO xygen pa ram eter shouldb eg in to ch an g e. Th e rea d ing shou ld stab ilize afterap p roxim ately 3 0 sec on d s. Th e rea d ing is 2 0.95p erce nt 0.05 p erce nt for a suc ce ssful ca lib ration .

Note: The oxygen sensor should b e rem oved fromthe exh au st stac k a nd p lac ed in am b ien t co nd ition sd uring ca lib ration . C on ne ct the senso r p rior to

calib ration . Verify that the oxyg en sensor read ing isb etw een 20 .95 p erce nt 0.05 p erce nt. C han g e theen g ine co nfig uration scree n. N ow rese t the O xyg enS en sor O verrid e p aram eter to O FF .

Oxygen Feedback Enabled Status

The O xygen Feed ba ck E nab led Status can be setto E nab led or D isa b led . This feature allow s theFu el C orrec tion Fa ctor system to b e d isab led fortroub lesho oting p urp oses. Fo r exam p le, O xyge nFe ed b ack ca n b e d isab led in ord er to d eterm ine ifthe FuelC orrection S ystem is causing instab ility.

If an exh au st oxyg en sen sor fails, this p aram etercan b e set to D isa b led in ord er to allow the eng ineto run in the op en loo p m od e untila new senso ris ob tained .

Note:D o no t op erate an en g ine tha t is un attend edin the op en loop m od e if the fuel has an LH V tha tis ch ang ing . Th e eng ine risks a shutd ow n d ue tolean m isfire or d etonation.

Th e Fu el Q ua lity p aram eter m ust b e ad justed inord er to ob tain ac ce p tab le em ission s in closed loo pm od e. A d justm ent of the Fue l Q ua lity p aram eterw ill lean the air/fuel m ixture. A d justm ent of theFuelQ uality p aram e ter ca n also richen the air/fuelm ixture. A n em ission s an alyzer m u st b e use d inord er to verify the correct em ission leve ls.

Air/Fuel Ratio Proportional Gain

Th e A ir/Fu el R atio P rop ortion al G a in d eterm ine sthe resp onse of the fuel control valve in relationto the m ag nitud e of error for the air/fue l ratio. Thefac tory d efault setting is 0 . This value should notreq uire ad justm e nt. If p rob lem s occur, this is o ne ofthe last p aram e ters tha t sho uld b e ad justed . Th ead justab le rang e is 50 to + 50 . N eg ative value sred uc e the m a g nitud e an d p ositive value s inc rea sethe m a g nitud e.

Air/Fuel Ratio Integral Gain

The A ir/Fu el R atio Integ ral G ain d eterm ines theresp onse of the fuelcontrolvalve in relation to the

error that is acc um ulated over tim e for the air/fuelratio. The factory d efault setting is 0. This valueshou ld no t req uire ad justm e nt. If p rob lem s o cc ur,this is on e of the last p aram eters tha t sho uld b ead justed . Th e ad justab le ran g e is 50 to + 50.N eg ative value s red uc e the m a g nitud e an d p ositivevalue s inc rea se the m a g nitud e.

Speed Control Parameters

High/Low Idle Speed

Th e H ig h/Lo w Id le S p ee d p aram e ter shou ld b e setto the d esired hig h/low id le rp m . The hig h/low id le

rpm can be p rog ram m ed from 500 to 11 00 rp m .

Minimum Engine High Idle Speed

P rog ram this p aram eter to the d esired m inim umhig h id le rp m . S ca ling of the ac tua l hig h id lesp eed is p rovid ed b y the d esired spe ed inp ut. Thescaling is linea r. A scaling of 0 p ercent results inthe m inim um hig h id le rp m an d a sc aling of 10 0p erce nt resu lts in the m a xim u m hig h id le rp m .

Maximum Engine High Idle Speed

P rog ram this p aram eter to the d esired m a xim u m

hig h id le rp m . S ca ling of the ac tua l hig h id lesp eed is p rovid ed b y the d esired spe ed inp ut. Thescaling is linea r. A scaling of 0 p ercent results inthe m inim um hig h id le rp m an d a sc aling of 10 0p erce nt resu lts in the m a xim u m hig h id le rp m .

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Speed Selection

The d esired spee d op erates at one of these tw osp ee d setting s: low id le sp ee d an d ac tua lh ig h id lespe ed . O ne of the tw o spee d s is selected b y thep osition of the id le/rated sw itch and b y the statusof the w arning for oil p ressure. If the sw itch is inthe id le p osition, the E C M w illalw ays select thelow id le sp eed . If the oilp ressu re is less than thesetp oint for the low oilp ressure w arning , the E C M

w illalw ays select low id le sp eed . If the oilp ressu reis g rea ter tha n the setp oint for the low oilp ressurew arning and the sw itch is in the rated p osition, theE C M w illse lec t the ac tua lhig h id le sp ee d .

Rate of Acceleration

Th is p aram eter co ntrols the rate for en g ine resp on seto a cha ng e in the de sired eng ine spee d . Forexam p le, the eng ine can b e p rog ram m ed toacc elerate at a rate of 50 rp m p er second w hen theId le/R ated sw itch is turned to the R ated p osition.

Desired Speed Input Configuration

Th e D esired S p ee d Inp ut C onfig uration p aram eterd eterm ine s the typ e of sp ee d inp ut sig na l(D esiredE ng ine rp m ) tha t is read b y the E C M . This inp utsig na lm a y b e on e of the follow ing item s:

an an alog p oten tiom eter inp ut of 0 to 5 volts D C

a P W M input of4 m A to 20 m A

Engine Overspeed Setpoint

Th is p aram eter is set at the fac tory.The p aram etercan only b e c han g ed b y a factory p assw ord . The

E C M w illshu t d ow n the en g ine if the eng ine sp eedincreases b eyond this setting . A typ ical settingis 118 p ercen t of rated spee d for ge nerator setap p lications.

Governor Type Setting

Th e G ove rno r Type S etting p aram e ter ca n b e set toD roop O p eration or to Isoch ron ou s M o d e. Th issetting is d ep en d en t up on the ap p lica tion of theen g ine .

Engine Speed Droop

The En g ine S pe ed D roop is a p rog ram m ab lep aram eter w hich allow s p rec ise co ntrol of thed roo p for ap p lica tion s su ch as loa d sharing , if theG ove rno r Type S etting p aram eter is se t to D roop .The d roop can b e p rog ram m ed to a value b etw een0 and 10 pe rcent.

Governor Proportional Gain

This p aram e ter d eterm ines the throttle resp onse ofthe g ove rno r to the m ag nitud e of the error in en g inesp eed . This p aram e ter is b ased on a p rop ortion alm u ltip lier. The p aram eter chang es the rea ction ofthe g overnor w hen the G rid S tatus p aram eter (fromE ng ine S tatus S creen , G roup 7) is O FF . If thisg ain is ad justed an d the G rid S tatus is O N, thestab ility is not affected .

To ch an g e this p aram eter, use the G rap hfeatureon the G ove rno r G ainscreen . Th e g rap h p rovid esthe b est m etho d for ob serving the effec ts o f thead justm ent on en g ine stab ility.If ch ang ing this g ainca use s n o effec t, ch ec k the G rid S tatus in ord er tom ake sure tha t the status is O FF .

Governor Integral Gain

This p aram e ter d eterm ines the throttle resp onse ofthe g ove rno r to the error of en g ine sp ee d tha t isac cu m u lated ove r tim e . Th is p aram eter is b ase don an integ ralm u ltip lier. This p aram e ter chan g es

the rea ction of the g ove rno r w hen the G rid S tatusp aram eter ( from E ng ine S tatus S cree n, G roup 7) isO FF . If this g ain is ad justed and the G rid S tatus isO N, the stab ility is not affected .

To ch an g e this p aram eter, use the G rap hfeatureon the G ove rno r G ainscreen . Th e g rap h p rovid esthe b est m etho d for ob serving the effec ts o f thead justm ent on en g ine stab ility.If ch ang ing this g ainca use s n o effec t, ch ec k the G rid S tatus in ord er tom ake sure tha t the status is O FF .

Governor Derivative Gain

Th is p aram eter cha ng es the g overnors reaction.This p aram eter is b ased on a d erivative m ultip lierw he n the G rid S tatus p aram eter ( from E ng ine S tatusS cree n, G roup 7) is O FF . If this g ain is c ha ng edan d the G rid S tatus sho w s O N, the stab ility ofthe en g ine w illn ot ch an g e. Th is p aram eter sho uldb e chan g ed on the screen for G overnor G ain. Theg rap h on this scree n ca n b e view ed in ord er tod eterm ine the effec ts of the ad justm e nt on theen g ine s stab ility.

Auxiliary Proportional Gain

Th is p aram eter cha ng es the g overnors reaction.

This p aram e ter is b ased on a p rop ortiona lm ultip lierw hen the G rid S tatus p aram eter ( from E ng ineS tatus S cree n, G rou p 7) is O N. If this g ain isch an g ed an d the G rid S tatus is O FF , the stab ilityof the en g ine w ill not ch an g e. Th is p aram e tershould b e chan g ed on the screen for G overnorG ain. The g rap h on this screen ca n b e view ed inord er to d eterm ine the effec ts of the ad justm en t onthe en g ine s stab ility.

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Auxiliary Integral Gain

Th is p aram e ter chan g es the g overno rs reaction.This p aram eter is b ased on an integ ralm u ltip lierw he n the G rid S tatus p aram eter ( from E ng ine S tatusS creen, G roup 7) is O N. If this g ain is c ha ng edan d the G rid S tatus sho w s O FF , the stab ility ofthe en g ine w illn ot ch an g e. Th is p aram eter sho uldb e chan g ed on the screen for G overnor G ain. Theg rap h on this sc ree n ca n b e view ed in ord er to

d eterm ine the effec ts of the ad justm e nt on theen g ine s stab ility.

Auxiliary Derivative Gain

Th is p aram e ter chan g es the g overno rs reaction.This p aram eter is b ased on a d erivative m ultip lierw hen the G rid S tatus p aram eter ( from E ng ineS tatus S cree n, G rou p 7) is O N. If this g ain ischanged and the G rid S tatusshow s O FF ,the stab ility of the en g ine w ill no t ch an g e. Th isp aram e ter shou ld b e cha ng ed on the screen forG overnor G ain. The g rap h on this screen can b eview ed in ord er to d eterm ine the effects of the

ad justm en t on the en g ine s stab ility.

Start/Stop Control Parameters

Driven Equipment Delay Time

Th e E C M p rovid es a D riven E q uip m e nt S w itch Inp utin ord er to d elay the eng ine start-up untilthe d riveneq uip m e nt is rea d y. The E C M w ill not attem p t tostartthe en g ine un tilthe D riven E q uip m en t S w itchInp ut close s to g rou nd an d the p relub rica tionis c om p lete. A d riven eq uip m en t even t co d e isg en erated ifthe p rog ram m e d d riven eq uip m e nt tim eelap ses w itho ut the closure of the D riven E q uip m en t

S w itch Inp ut. Th e d riven eq uip m e nt tim e m u st b ep rog ram m ed to 0 in ord er to d isab le this feature.

Engine Prelubrication Timeout Period

The E C M can energ ize a p relub e p um p p rior tocranking the en g ine . The E C M can also m on itorthe en g ine for an ac ce p tab le oilp ressure w ith theP relub rica tion S w itch Inp ut. The E C M m onitors theen g ine oilp ressu re sen sor. Th e E C M d eterm ine sthe status of the p relub rica tion . W he n the E C Md oe s no t d etec t the ac tua tion of the p relub e sw itchw ithin the eng ine p relub rication tim e out p eriod , aneven t cod e is g en erated . The starting seq ue nc e is

term inated if there is n o p relub rication.

Crank Terminate Speed

Th e E C M d iseng ag es the starting m o tor w hen theeng ine spe ed exceed s the p rog ram m ed C rankTerm ina te S p ee d . The d efault value of 250 rp msh ould b e su fficient for allap p lications.

Engine Purge Cycle Time

Th e E ng ine P urg e C ycle Tim e is the d uration of tim efor the en g ine to cran k w itho ut fue lb efore the cran kcycle. Th e E ng ine P urg e C ycle Tim e allow s anyun b urne d fue lto exit throu g h the exh au st b efore theeng ine is allow ed to fire.

Cycle Crank Time

Th e C ycle C ran k Tim eis the am ou nt of tim e foractivation of the starting m o tor and the g as shutoffvalve for start-up . If the eng ine d oes no t start w ithinthe sp ec ified tim e, the attem p t to startis susp end edfor a R est C ycle tha t is eq ua lto the C ycle C ran kTim e.

Overcrank Time

Th e O ve rcran k Tim ed eterm ine s the len g th oftim e for the E C M to attem p t to start the en g ine . A nO vercrank E vent is g ene rated if the eng ine d oesnot start w ithin this p eriod of tim e.

Example Setting

Table 2

Examples of the Settings for Start-up

Parameter Time

Purge Cycle Time 10 seconds

Cycle Crank Time 30 seconds

Overcrank Time 280 second

Th e follow ing seq ue nc e w illo cc ur if the p aram etersare p rog ram m e d ac co rd ing to the exa m p le in Tab le

2:

1. The fue lan d the ig nition are O FF. Th e en g inew illc ran k for 10 seco nd s in ord er to p urg e g asfrom the system .

2. Th e fue land the ig nition are en ab led .T he en g inew illc on tinu e to cran k for 30 sec on d s.

3. If the en g ine d oe s no t start, the ig nition , thefuel, an d the starting m otor are d isab led for a30 second R estC ycle.

W ith this e xam p le, a co m p lete cycle is 7 0 seco nd s:

a pu rge cycle of 10 seconds, a cycle crank o f30 seconds,and a restcycle of 30 seconds.TheO vercrank Tim e of 280 seco nd s allow s a m a xim u mof fou r cran k cyc les.

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Engine Cooldown Duration

Th e en g ine w ill co ntinu e to run in the C oold ow nM o d e for the p rog ram m e d cooldo w n pe riod w henthe E C M rec eives a S top req ue st. Th e C oo ld ow nM o d e is e xited ea rly if an em erg en cy stop req ue stis rec eived b y the E C M . If the E ng ine C oold ow nD uration is p rog ram m ed to zero, the en g ine w illim m ed iately shut d ow n w hen the E C M rec eives aS top req uest.

Engine Speed Drop Time

Th e E C M shuts off the g as shutoff valve afterthe co old ow n p eriod ha s elap sed . Th e ig nitionco ntinue s u ntilthe en g ine spe ed d rop s b elow 40rp m .If the e ng ine rp m d oes no t d rop at least 100rp m w ithin the p rog ram m e d D rop Tim e , the E C Mterm ina tes the ig nition an d the E C M issues anem erg ency stop .

Initial Start-Up Procedure

Note:A n em issions an alyzer shou ld b e used d uringinitial eng ine setup .The follow ing exhaustem ission ssho uld b e m o nitored :

ExhaustO 2

N O x em issions

1. C onn ec t the E T ac co rd ing to Illustration 1 or 2.

2. R efer to Illustration 3. U se the follow ing step s toset up Too ling (C ) for the tim ing calib ration.

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This illustration shows the setup for the Speed/Timing Sensor calibration.

a. Turn the E ng ine C ontrol S w itch (E C S) to theO F F p osition . R em ove the tim ing ca lib rationp lug from eithe r the left sid e or the rig ht sid eof the flyw he elho using . Installthe 6V-3093Tran sdu ce r A d ap ter into the hole.

NOTICEThe timing hole in the flywheel must not be alignedwith the hole for the transducer. The transducer willbe damaged on engine start-up if the transducer isinstalled through both holes. Rotate the flywheel formore than 10 degrees before or after the TC positionin order to move the flywheel hole away from the holefor the transducer. Always confirm that the holes are

not aligned.

b. M ake sure tha t the ho le in the flyw heelho using for the tran sd uc er is no t alig ne dw ith the tim ing hole in the flyw heel. R em ovethe p rotec tive en d ca p from the 6V-2197M ag ne tic Tran sd uc er. Inse rt the tran sd uc erinto the ad ap ter un tilthe tran sd uc er co ntac tsthe surfac e of the flyw he el. M o ve thetransd uce r 1 m m (0.04 inc h) aw ay from thesurfac e of the flyw he el. Tig hten the nu t on thead ap ter in ord er to sec ure the tran sd uc er inp lac e.

c. C onnect the one end of the 7X-1695 C a b leto the tran sdu ce r. C onn ec t the othe r end of

the ca b le to co nn ec tor P 50 insid e the term ina lbox.

d. Turn the E C S to the S TO P p osition .

e. S tart the E T.

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3. S et up all p rog ram m ab le p aram e ters on theE lectron ic Technician (E T) C onfig uration screen.Fo r the p aram eter value s tha t are ne ce ssary,refer to the ap p lica b le E ng ine P erform anc e D ataS heet. The E ng ine P erform an ce D ata S hee t canb e fou nd in the TM I system .

a. Selec t the S erviced rop -d ow n m enu .

b. S elec t C o nfig uration.

c. C he ck the follow ing p aram eters. If ne ce ssary,p rog ram the follow ing p aram e ters:

First D esired Tim ing

S ec on d D esired Tim ing

D esired Tim ing P aram e ter

Fuel Q u ality

S p ec ific G ravity of the Fu el G a s

D esired O xyge n at Fu llL oa d

H ig h/Lo w Id le S p ee d

M inim u m E ng ine H ig h Id le S p ee d

M axim um E ng ine H ig h Id le S p eed

R ate of A cc eleration

D esired S p ee d Inp ut C onfig uration

G overno r Type S etting

En gine Sp eed D roop

D riven E q uip m en t D elay Tim e

E ng ine P relub e Tim e ou t P eriod

E ng ine P urg e C ycle Tim e

C ycle C ran k Tim e

O ve rcran k Tim e

E ng ine C oo ld ow n D uration

E ng ine S p eed D rop Tim e

4. C alib rate the O xyg en S en sor.

a. R em ove the O xygen S ensor from the exhauststac k. Th e O xyge n S en sor m ust b e c alib ratedw hile the O xyge n S en sor is o ut of the d irec tflow of air.

b. Selec t the D iag nosticsd rop -do w n m enu .

c. S elec t D iag nostic Tests.

d. S elec t O verrid e P aram eters.

e. W hile the O xygen S en sor is rem ove d fromthe exhaust stack, chec k the A ctual O xygenrea d ing . The A ctua lO xyg en rea d ing shou ldb e 2 0.95 p erce nt 0.05 p erce nt.

Note: If the A ctua l O xyge n rea d ing is no t in the

p rop er rang e, use D iag nosticsto che ck for anyd iag nostic cod es. C heck the O xyge n S ensor andthe O xygen B uffer. If co d es are p rese nt, m ake thene ce ssary rep airs. R ec alib rate the O xyg en S en soran d ch ec k calib ration . P erform the p roc ed ure ifco d es a re p rese nt. A lso p erform the p roc ed ure ifcod es are not present.

f. Install the O xyge n S en sor in the exh au ststack.

5. S tartthe en g ine . O perate the en g ine at low id le.Verify p rop er en g ine oilp ressure.

6. E nsu re tha t the re are no fluid lea ks or fue lg asleaks.

7. Inc rea se en g ine sp ee d from low id le to hig h id le.

8. U se the follow ing step s in ord er to p erform theS p ee d /Tim ing S en sor C alib ration .

Note:The E T uses a tw o-step p roc ess in ord er tocalib rate the sig nalfor the sp ee d /tim ing sensor.The new tim ing reference is calculated first.Th e referen ce is b ase d on the sig na ls from thetran sd uc er an d the sp ee d /tim ing sen sor. N ext,the new tim ing referenc e is p rog ram m ed into the

pe rm ane nt m em ory of the EC M .

a. S elec t the S erviced rop -d ow n m enu in theE T.

b. S elec t C alib rations.

c. S elec tTim ing C a lib rationfrom the sub -m e nu .

d. U se eithe r of the follow ing m etho d s in ord erto initiate the calculation of the new tim ingreference:

P ress the spa ce b ar on the keyboa rd of the

P C .

C lick the left m o use b utton on theC o ntinueb utton in the low e r left co rne r ofthe E T scree n.

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Th e E T scree n w ill ind ica te P lea sew ait...C alculating the new Tim ing R eference.A fter a few m o m e nts, the scree n w illd isp lay Th e E C M ha s c alcu lated the Tim ingR eferen ce an d C hoose the C ontinu e b uttonto p rog ram the Tim ing R eferen ce .

e. U se eithe r of the follow ing m etho d s in ord erto p rog ram the ne w tim ing referen ce :

P ress the spac e b ar on the keyboa rd of theP C .

C lick the left m ouse b utton on theC o ntinueb utton in the low e r left co rne r ofthe E T screen .

f. A fter a few m om ents, the E T sho uld d isp layC ALIB R ATIO N SU C C ES SFU L.

Note: If the calib ration failed in the first step ,verify tha t the en g ine rp m w as stab le d uring thecalib ration ( 50 rp m ). Verify that there are no actived iag no stic co d es w hich ca n p reve nt the ca lib ration .

R ep ea t the ca lib ration p roc ed ure.

If the calib ration is stillunsuccessful, checkthe installation of the tools and che ck theop eration of the too ls. C hec k the 7X-1695C a b le for co ntinu ity. Verify that the tran sd uce ris no t b en t,o p en ,or sho rted interna lly.R ep ea tthe calib ration p roced ure.

E xcessive b acklash in the g ear train w illcauseinconsistent tim ing . R efer to D isasse m b ly an dA ssem b ly for id en tifying an d rep airing a g ea rtrain p rob lem .

g. U se a tim ing lig ht in ord er to verify correcttim ing calib ration.U se the transform er p rim arysig na lw ire of the nu m b er on e cylind er. Th isw ire is the J011-R D . U se the w ire for theig nition sig nal.

9. S et the H ydrax ac tua tor pressure to 138 0 kPa(200 p si).

10. If ne ce ssary, ad just the G overnor G ain.

Note: Fo r m ore inform ation on G overnor G a in,refer to this S p ecial Instruction, S p eed C ontrolP aram eters.

a. Selec t the S erviced rop -d ow n m enu .

b. S elec t S ervice P roc ed ures.

c. S elec t G overno r G a infrom the sub -m en u.

11. Fo r g en erator sets tha t are in p arallel op eration ,syn chronize the eng ines w ith the utility g rid .C lose the b reaker.

Note:Fo r g en erator sets in p arallel op eration , theP rim ary G o vernor G a inw illonly b e used w hile theen g ine is n ot synchron ized an d un loa d ed . A fterthe eng ine is syn chron ized w ith the g rid , on ly theS econ d ary G overnor G ainne ed s to b e a d justed .

12. S elec t S ervice P roc ed uresfrom the S erviced rop -d ow n m en u. S elect A ir Fu el R atio Tuning from the sub-m enu. Set the O xygen Feed bac kE na b led S tatus to D isa b led .

Note: The eng ine is n ow op erating in op en loopm ode.

13. S elect the Inform ationdrop -d ow n m enu .R eview the E T S tatus S cree n G rou p value s. Ve rifytha t the co oling system p um p s a re on . Ve rifytha t the co oling system tem p eratures an d thecooling system p ressu res are w ithin the correctop erating ran g es.

14. S low ly ram p to 25 p erce nt loa d . A llow the jac ketw ater tem p erature to rea ch 85 C (185 F).

15. Verify eng ine stab ility. R eview the E T S tatusS creen G rou p values. If ne cessa ry, ad just theG overnor G ains.Ifn ece ssa ry ,ad justthe A uxiliaryG ove rno r G ains.

Note: If ad justm en t of the G o verno r G ain isnecessary,then the Integ ralG ain and the D erivativeG ain w illp rob ab ly b e d ec rea sed . Th e D erivativeG a in m ust b e less tha n -35 . If the D erivative G a inis no t less tha n -35 the n the en g ine p ow er w illp rob ab ly failto inc rea se ab ove 25 p erce nt loa d .

16. S low ly ram p to 50 p erce nt loa d . A llow the jac ketw ater tem p erature to rea ch 92 C (198 F).

17. Verify eng ine stab ility. R eview the E T S tatusS creen G rou p values. If ne cessa ry, ad just theG ove rno r G ains. Ifne ce ssary,ad justthe A uxiliaryG ove rno r G ains. A llow the en g ine to rea chop erating tem p erature. This step w illverify thatthe co oling system is o p eration al an d stab le.

18. S low ly ram p to 75 p erce nt loa d .

19. Verify eng ine stab ility. R eview the E T S tatusS creen G rou p value s . If nec essary, ad just theG ove rno r G ains. Ifne ce ssary,ad justthe A uxiliaryG ove rno r G ains.

20. S low ly ram p to 10 0 p erce nt loa d .

Note: W atch the Fu el Valve P osition (E T S tatusS cree n, G rou p 9) an d the Th rottle P osition (E TS tatus S cree n, G rou p 7). If eithe r the Fu el Va lveP osition or the Th rottle P osition rea ches 100p erce nt, red uc e the loa d at lea st 5 p erce nt. P erformthe follow ing step s b efore p roc ee d ing to ad d loa d .

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a. If the Th rottle P osition ha s rea ch ed 10 0p erce nt, ad just the w asteg ate IN in ord er tod ecrease the throttle an g le.

b. If the Fu el Va lve P osition ha s rea ch ed10 0 p erce nt, a fue l sup p ly p rob lem exists.C onsid er the follow ing con d itions as p otentialp rob lem s:

Th e low er he ating value (LH V ) of the fue l

m ay b e too low . If the LH V is too low ,the fue lsystem w ill no t b e ab le to sup p lyen ou g h fue lfor the rating .

Th e fue lp ressure to the fue lco ntrol valvem ay be too low .

In ord er to d eterm ine the sou rce of thep rob lem , ob serve the fue lsup p ly p ressu rean d review the fue lch em istry. If the LH V ofthe fuel is insufficien t, the eng ine m u st b e setup for a low er loa d . If the fue lp ressure isinsufficient, the p ressure m ust b e increased . Ifinc rea sing the fue lp ressure is no t p ossib le,

then the eng ine m ust be set up for a low erloa d .

21. A fter an y fuel p rob lem s ha ve b een resolved ,con tinu e to ram p up to 100 p ercen t loa d .

22. From the S ervicedrop -d ow n m e nu, selectC o nfig uration.A d just the Fu elQ ua lity p aram eterin ord er to ob tain the req uired em issions value.

To m ake the air/fuelratio m ore lean, increa sethe FuelQ u ality p aram eter.

To m ake the air/fuelratio m ore rich, d ecrease

the FuelQ u ality p aram eter.

U se an em ission s an alyzer in ord er to verify tha tthe em issions value m eets the site req uirem ents.

23. Inc rea se e ng ine loa d to 1 05 p erce nt loa d .

24. Verify tha tthe en g ine is o p erating at 10 5 p erce ntloa d . M ea sure this value b y on e of the follow ingm e tho d s:

U se the g ene rator p ow er m eter from a m eterthat is installed at the site.

U se the C om b ined H eat and Pow er (C H P)Pa ckage pan el.

25. A t 105 p ercen t load , ad just the w asteg ate sothat the throttle is w id e op en. D eterm ine thew id e op en throttle p osition b y using on e of thefollow ing m ethod s:

The throttle ang le need le w illshow 90 .

The E T S tatus S cree n, G rou p 7 w illsho w 10 0p ercent op en throttle.

26. R eset load to 100 p ercen t load .

27. Verify the throttle ang le.

Th e throttle an g le ne ed le m u st sho w 60 open

to 70 open.

The E T S tatus S creen, G roup 7 should show75 p ercent throttle to 85 p ercent throttle.

28. C he ck the em issions level.

29. If ne ce ssary,a d just the Fu el Q u ality p aram eter.U se the p roc ed ure in S tep 22 in ord er to ob tainthe req uired em issions.

30. O nce the co rrec t em ission s are ob taine d , reviewthe D esired O xyge n an d A ctua lO xyg en value s.Th ese value s a re d isp laye d on the E T S tatusS cree n, G rou p 9. Th e en g ine m ust stillb e in theopen loop m ode.

31. If the A ctua lO xyg en is hig he r tha n the D esiredO xyg en , use the follow ing eq ua tion . Th iseq ua tion is used in ord er to rese t the D esiredO xygen at Full Load pa ram eter on the ETC on fig uration sc reen:

Table 3

Equation for the Calculation of a New Setpointfor Desired 02 at Full Load

(A - D) + C = N

A is the Actual Oxygen.D is the Desired Oxygen.

C is the Current Desired Oxygen at Full Load set point.N is the New Desired Oxygen at Full Load set point.

32. If the A ctua lO xyg en is low er tha n the D esiredO xyg en , use the follow ing eq ua tion in ord er torese tthe D esired O xyg en at Fu llLo ad p aram eter:

Table 4

Equation for the Calculation of a New Setpoint forDesired 02at Full Load

C - (D - A) = N

A is the Actual Oxygen.

D is the Desired Oxygen.C is the Current Desired Oxygen at Full Load set point.N is the New Desired Oxygen at Full Load set point.

33. A fter the new D esired O xygen at Fu ll Lo adp aram eter is c alcu lated , reset this p aram eter onthe E T C onfig uration screen .

34. R eview the E T S tatus S creen , G roup 9. E nsurethat the D esired O xyge n and the A ctual O xyge nare the sam e value .

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35. S elec t S ervicefrom the m ain m en u of the E T.S elec t S ervice P roc ed uresan d A ir Fu el R atioTuning . Set the O xygen Feedb ack E nabledS tatus to E na b led .

Note: The en g ine is n ow op erating in close d loo pm ode.

36. E ng ine op eration shou ld rem ain sam e in closedloo p m od e. If the en g ine op eration ch ang es,

then chang e the O xygen Feed ba ck E nab ledS tatus to D isa b led an d p erform the ne ce ssarytroub leshooting step s.

Note: W hen the en g ine is run ning in closed loo pm o d e, the Fu el C orrec tion Fa ctor w illn o lon g er b e10 0 p erce nt. Th e Fu el C orrec tion Fa ctor w illa d justin ord er to co m p en sate for the offset b etw een thereq uired O xyg en value for the site an d the D esiredO xygen value tha t is p rog ram m ed in the en g ineco ntrol m a p .

Procedure To Check Emissions

P erform the follow ing step s in ord er to verify thatthe em ission s of the en g ine loa d cyc le m e et thesite req uirem ents.

1. C hang e the eng ine load in 10 p ercen tinc rem en ts. C hang e from 100 p erce nt load to 50p erce nt loa d .U se a n em ission s a na lyzer in ord erto ve rify thatthe em issions m eetthe req uirem entsof the site . N o furthe r ad justm e nts are ne ed ed ifb oth of the follow ing req uirem ents are m et:

Th e em ission s level rem ains less tha n thereq uirem en t of the site .

Th e air/fue lratio d oe s n ot b ec om e too lea n.

2. If the em ission s o f the en g ine b ec om e g rea terthan the req uirem e nts of the site, return theeng ine to the p revious load setting . P erform thefollow ing ad justm ents.

3. R ecord the D esired O xyge n at Full Loa dp aram eter on the E T C onfig uration scree n.Inc rea se the D esired O xyge n at Fu ll Lo adp aram eter un tilthe em ission s req uirem en t of thesite is m et. R ec ord the ne w value tha t is u sed forthe D esired O xyg en at Fu llL oa d p aram eter.

4. A d just the en g ine loa d to the ne xt affec ted loa dstep .R eview the em ission s.Ifthe em ission s m ee tthe req uirem en ts o f the site, d o no t ch an g e thenew value of the D esired O xygen at Fu llL oad .

5. Inc rea se the loa d from 50 p erce nt to 10 0 p erce nt.Inc rea se the loa d in 10 p erce nt inc rem en ts.R ec ord the d ata. R efer to S tep 1. Verify thatthe em issions rem a in less than the lim it of thesite . If ne ce ssary, ad just the D esired O xyg enat Fu llL oad p aram eter. If ne ce ssary, rep ea t thep roced ure untilthe system is fine tuned . P erformthis step no m ore than tw o tim es.

Note: The p roc ed ure w hich is d escrib ed ab ove

assu m e s tha t the em ission s are hig he r tha n thelim it of the site . If the em issions are sig nificantlylow e r tha n the lim it of the site, p erform the sam ep roc ed ure w ith on e exc ep tion . D ec rea se theD esired O xyge n at Fu ll Lo ad p aram eter un tilem issions of the site are m et.

Note: A rich air/fuel ratio w illp rovid e increase dp rotection from lean m isfire. A lean air/fuelratio w illp rovid e p rotection from d etonation .

Using Fuels That Vary In Quality

W hen fuel q uality is not con stant, the follow ingrec om m e nd ation s w illhe lp en sure tha t the en g ineis running p rop erly.

1. S et the eng ine for the d ifferent q uality o f fuelsw hich w ill b e use d :

a. S et the en g ine for the hig he st q ua lity of fue lw hich w ill b e use d .

b. S et the en g ine for the low est q ua lity of fue lw hich w ill b e use d .

2. R ecord the follow ing values for each fuel:

a. D esired O xygen at Fu llL oad

b. Fuel Q uality

c. G a s S p ecific G ravity

d. First D esired Tim ing

3. U se a p rog ram m ab le log ic co ntroller (P LC )to interp olate value s b etw ee n the tw o en dp oints for the b len d ed fue l. U se a C ustom erC om m un ica tion M od ule (C C M ) to w rite theresulting value s to the G as E ng ine C ontrolM od ule (G E C M ).

This m ethod w illcontinually op tim ize the se tting s inthe eng ine for the m o st satisfactory o p eration .

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2000 Caterpillar

initial start up procedure g3516b

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