Sistemas y Mantenimientos 3516

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Engine Service Training January 1999

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3500 SERIES ENGINES LESV0508

INTRODUCTION, SYSTEM, & MAINTENANCE

TECHNICAL PRESENTATION3500 Series Engines


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LEVELS I and II

This presentation is an introduction to the 3500 Series Engine. This training materialteaches outside components and systems flow of the 3500 Series Engine. In addition, itgives information and procedures for preventive maintenance at normal service intervals.

The 3500 Series has different arrangements for different applications (VEHICULAR,INDUSTRIAL, MARINE, MARINE AUXILIARY, AND GENERATOR SET).

PREREQUISITES

The serviceman must have completed a Basic Diesel Engine Course (or similar training)including diesel engine construction and operation, engine system components andsystems operation. The serviceman must have done work on diesel engines such asadjusting, repairing and servicing.

OBJECTIVES

After learning the information in this Meeting Guide, the serviceman can:

1. find basic components on the engine2. tell the function of engine components3. find system components and follow (trace) flow through:

a. the air induction and exhaust systemb. the cooling system,c. the lubrication system; andd. the fuel system; and

4. tell the procedures given for adjustment, maintenance and service of the engine.

NOTE: This presentation give Level II knowledge of the 3500 Series Engine. Theinstructor can give skill training after this presentation. Skill training will give eachserviceman the ability to do the different jobs that are needed to service the 3500 SeriesEngine.


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REFERENCES

The following material will be use for instructor and serviceman references:

1. Service Manual SEBR0548

2. Parts Book SEBP1292

3. Operation and Maintenance Guide SEBV5854

4. Engine Literature SEBD0506-01

“Engine Literature” is a list of different service information material which is available. Thislist is used by the instructor to find materials which can be used to teach servicemen to dothe different jobs expected of them.

DIRECTIONS TO THE INSTRUCTOR

When you get ready to teach this STMG, do as follows:

1. Read all of the information (script) for each slide in the presentation.2. Read the recommendation for FOLLOW-UP training.3. Show (project) the slide. Make sure you know exactly what points are to be

seen on each slide and to be learned by the serviceman.4. Read the script again and add any notes that you will need to teach the presentation.5. Read service literature (references) as necessary.6. Look at a 3500 Series Engine and learn what you need to teach.7. ORDER copies of references for use by servicemen.8. Make a plan for FOLLOW-UP training.

Estimated Time: 8 hoursVisuals: 98 (2 x 2) slidesForm: LESV0508Visuals, Script, Handout Sheets, and Follow-up Training


INTRODUCTION

This presentation is about the 3500 Series Engine. Onearrangement of the 3516 Vehicular Engine is usedfor most illustrations.

The 3500 Series Engine is a diesel engine with a4-stroke cycle. It has a 60 degree “Vee” angle

between the cylinders of the block. The cylinderbore is 170 mm (6.7 inch) and the piston stroke is190 mm (7.5 inch). Each cylinder hasapproximately 4310 cu. cm. (263 cu. in.).Standard engine rotation is counterclockwise. Seethe Service Manual for Firing under specs (V8and V16).




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ORIENTATION

Looking at the right side of the engine, we see the:

1. cylinder heads, block and oil pan2. valve covers3. rear lifting eye4. turbocharger (one of two)5. oil cooler and oil pump6. fuel priming pump, two secondary fuel filters,

and fuel transfer pump7. crankcase filler opening and dipstick8. air starting motor9. water pump; and

10. alternator

NOTE: This is the first Caterpillar engine designed tometric dimensions. All engines in the series have thesame bore and stroke and have the push rod valvedesign. All engines are turbo charged andaftercooled. All 3500 Series Engines have directinjection combustion systems with a unit injectorfuel system.

WARNING !

When you lift the engine, use a spreader bar(FT953). Keep the front and rear chains vertical. Seethe Service Manual for weight specs.




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On the front of the engine, we see:

1. the Caterpillar 3161 governor 2. the water pump and the line to the aftercooler3. the thermostat housing and the bypass line4. the vibration damper, and crankshaft pulley

The fan pulley and idler pulley is driven from thecrankshaft pulley belts. The fan pulley and idlerpulley each have an adjustment to adjust thetension of the fan (drive) belts.

The plates shown on the right can be removed to installother accessories on the auxiliary drives. Thegovernor and crankcase breather can be installedon either the left side or right side.




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On the left side we see:

1. the oil supply line (arrow)2. the oil filter base/housing and four oil filters3. the oil supply and oil drain for the turbocharger 4. the fume disposal group

Also on the rear we see three auxiliary drives above theflywheel housing. Two turbochargers areinstalled on this engine. This is the location ofthe turbochargers on the vehicle arrangements.Turbochargers can also be installed above therear of the engine for industrial generator set andmarine engines (shown later).




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BASIC ENGINE

This is the flywheel housing and the flywheel. Thestandard vehicular flywheel housing is SAE No.“O”. The flywheel housing for the Marine,Industrial, and Generator Set is SAE “OO”. TheSAE No. “O” is available for Marine, Industrial,and Generator Set engines.




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The starting motor is normally installed on the rightside of the engine. An air starting motor isshown. There are two optional locations for thestarting motors.




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. . . on the left side. The two plates cover the openingsfor the optional locations for the starting motors.Air or electric starting motors are also available.




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SERIAL NUMBER PLATE

The serial number plate is on the left side of thecamshaft compartment near the rear of theengine block.

Also you can see the location of the camshaftcompartment covers and the crankcasecompartment covers.




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The serial number plate has the model number, serialnumber, arrangement number, and modificationnumber. All numbers must be included onService Reports with warranty claims and whenordering parts.




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INFORMATION PLATE

This information plate is on the right side of the engine.




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On later engines, the plate is on the left-hand side infront of the cylinder head. This plate has thehigh idle rpm, full load rpm, power setting andother important engine information.

Other plates and transfers (not shown) give youinformation about valve adjustment.

CRANKCASE EXPLOSION RELIEF VALVES

Crankcase explosion relief valves, seen here, arenormally attachments but are required on marineengines. They are available for industrial andgenerator set arrangements. These valves relievethe pressure of an explosion in the crankcase. Anexplosion is possible when combustible gasesstart to burn because of heat or sparks. Acommon cause of ignition is heat from a failedbearing. Explosion relief valves open to releasethe pressure of an explosion - then close toprevent a second cycle of combustion. Basicallythey stop oxygen from getting in, which wouldpermit further combustion.




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This is the idler pulley used on some arrangements totighten or loosen the belts. To tighten the fan(drive) belts, loosen the bolts that hold thebracket of the idler pulley. Move the idler pulleyout until the tension of the belt is correct andtighten the bolts.

Install new belts if they show signs of too much wear.Belts come in sets. If one belt is bad, install anew set of belts. If only one new belt isinstalled, the new belt will carry the load and allbelts will fail rapidly.




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Some engine arrangements have a bracket with a bolt ora hydraulic cylinder with a grease fitting totighten the belts. Either (1) loosen the nut on theadjustment bolt and turn it until the belt tensionis correct, then tighten the bolt. Or, (2) putgrease into the fitting with a grease gun until thetension on the belts is correct.

After the fan belts are tightened correctly, check thetension of the alternator belts.




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The alternator is located on the right front side and hastwo drive belts which must be adjustedperiodically.




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To check the tension of the alternator drive belts, pushdown in the belts half way between the center ofthe pulleys. If the tension is not correct, tightenthe belts.




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To make an adjustment to the alternator belts, loosenthe outside nut on the support bracket boltseveral turns. Turn the inside nut until the belttension is correct. Then tighten the nut on theadjustment bolt that holds the bracket.




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Two governors will be available on the 3500 Engines.The Caterpillar 3161 shown will be standard onthe Vehicle, Industrial and Marine engines. TheGenerator Set and Marine Auxiliary will use theWoodward 2301 Governor. The standardlocation for the governor or actuator is on theright front timing gear housing. As as option, the3161 Governor may be located on the left side ofthe front housing. The actuator for the 2301Governor is available only on the right-handside.

NOTE TO INSTRUCTOR: For more information onthe Caterpillar 3161 Governor, look atCaterpillar Service Training Meeting GuideLESV0531




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The 3161 Governor is driven by a 2400 rpm gear. Thespeed is reduced to 1370 rpm through a bevelgear set in the governor drive. The governor hasa hydraulic unit inside which has its own oilsupply.

The 3161 Governor has a boost-activated smoke limiter.

A manual shutdown liver is provided on the engine. Anelectric solenoid or hydraulic cylinder operatedshutdown is also available. The electric solenoidoperated shutdown is used on Vehicle, industrialand Marine arrangements. The hydraulicoperated shutdown is used with hydra-mechanical shutoff or at customer request.




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WOODWARD ELECTRIC GOVERNOR

For some applications such as generator sets and marineauxiliary engines, a Woodward electric governor andactuator are used.

Here we can see:

1. governor actuator (EG-10P)2. control rod from actuator to fuel control shaft3. shaft (control) lever4. governor drive housing5. control cable to 2301 governor

REFERENCES: for more information on the EC-3PActuator and 2301 Governor, look at CaterpillarService Training Meeting Guides:

STMG 362 - 2301 Governor SESV1362 (411. Introduction slides & script)

STMG 363 - 2301 Governor SESV1363 (492. Initial Checkout and slides & script)

Adjustment Procedure




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1

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The crankcase breather group is normally on the frontleft side of the engine. When it is necessary tolocate the governor on the left side, the breathergroup location is on the front right side.




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Clean each crankcase breather element every 1000service hours or oil change. Wash the breatherwith clean solvent or clean diesel fuel.




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AIR INDUCTION AND EXHAUST SYSTEM

In this diagram of the air induction and exhaust system, we seethe turbochargers (two), the air inlet system piping, theaftercooler, the air inlet plenum and elbows, the inletport and intake valves, the combustion chamber, theexhaust valves and the exhaust manifolds.

The location of the air inlet system, exhaust manifolds,turbochargers, piping, aftercooler and air plenum areall in the center of the vee of the block.

Intake air comes through the air cleaners (not shown) and intothe compressor inlet of each turbocharger. Velocity ofthe air is increased by the turbocharger compressorimpeller. The air is sent through the piping into theaftercooler inlet where it has increased in pressure andtemperature. The air then goes down through theaftercooler into the plenum chamber in the center ofthe vee. The air is cooled by jacket water in theaftercooler. The decrease in temperature of the air canrange from 38º to 93ºC or 100º to 200ºF.




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AIR INDUCTION AND EXHAUST SYSTEM

From the plenum chamber, the air goes throughpassages along the sides of the aftercooler,through aluminum elbows into the inlet ports,inlet valves and into the combustion chambers.After the combustion or power stroke, theexhaust gases go out through the exhaustvalves, exhaust manifold, through theturbocharger turbine and goes out into theoutside air.




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FIGURE 22

This arrangement of the 3512 Engine has twoturbochargers and an aftercooler. The location ofthe turbochargers and aftercooler on the vehiclearrangement is in the vee of the banks ofcylinders.




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The two turbochargers send air into the aftercooler airinlet.




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The air inlet system, exhaust manifolds, turbochargers,piping, and aftercooler are all located in thecenter of the vee.

From left to right are the:

1. coolant manifold (left)2. exhaust manifold (left)3. aftercooler4. rear lifting bail (eye)5. exhaust manifold (right); and the6. coolant manifold (right)




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1 2

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Watercooled manifolds and turbochargers are availableon marine engines and are available asattachments on the industrial and generator sets.

On 3500 Engine Arrangements with water cooledexhaust manifolds, the coolant manifolds will be(combined with) the exhaust manifolds.




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Here we see a generator set arrangement. The air filterhousing and turbochargers are on the rear of theengine. We can also see the:

1. emergency shutoff system2. premium instrument panel; and the3. air starting system with filters




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This is the rear of the engine. On the industrialgenerator set engines, the turbochargers aremounted on the rear of the engine.




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Here we see the electrical connections for the solenoidof the emergency air shutoff valve. A sensor inthe control panel activates the emergency shutoffsystem when the engine overspeeds (engine rpmgoes higher than the maximum rpm setting).

Other sensors activate the fuel shutoff solenoid andSTOP engine operation, when conditions of lowoil pressure and high coolant temperature exist.The remote shutoff also activates the fuel shutoffsolenoid to STOP engine.




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This is the air inlet reset control of the emergency airshutoff. This is one style. There is another style.With the pointer in the vertical up position, it isset to RUN. When the solenoid is activated, thevalve goes down closing off the inlet air, and thepointer goes to the STOP position. This must beRESET (set again) to RUN manually before theengine is started again and after the problem hasbeen corrected.




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COOLING SYSTEM SCHEMATIC

This diagram shows the basic cooling system. We canuse it to see the components of the system andsee how they are connected. In the diagram, wesee the engine block, cylinder heads (separateheads for each cylinder), coolant manifold,housing of the temperature regulators(thermostats), water outlets bypass line fromregulator housing to water pump, water pump,water inlet from radiator or heat exchanger,coolant line to the aftercooler, and the oil cooler.

1. water pump2. oil cooler3. cylinder heads4. water manifold (right side)5. aftercooler6. temperature regulator housing7. bypass line from regulator housing to

water pump.




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COOLING SYSTEM FLOW

Coolant flow comes from the elbow which is connectedto the radiator or other heat exchanger into thecenter of the water pump. The cooler flow isdivided at the outlet of the water pump. One partflows to the aftercooler; the other part to the oilcooler.

Coolant sent to the aftercooler goes through theaftercooler and is sent by an elbow into apassage in the block near the center of the vee atthe rear of the block. The coolant sent to the oilcooler goes through the oil cooler and flows intothe water jacket of the block at the right rearcylinder. The coolant mixes and goes to bothsides of the block through distribution manifoldsconnected to the water jack of all the cylinders.The main distribution manifold is located justabove the main bearing oil gallery.




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COOLING SYSTEM FLOW

The coolant flows up through the water jackets andaround the cylinder liners from the bottom to thetop. Near the top of the cylinder liners, wherethe temperature is the hottest, the water jacket ismade smaller. This shelf (smaller area) causesthe coolant to flow faster for better liner cooling.Coolant from the top of the liners goes into thecylinder head which sends the coolant aroundthe parts where the temperature is the hottest.Coolant then goes to the top of the cylinder headand out through an elbow, one at each cylinderhead, into a manifold, one for each back ofcylinders. Coolant goes through the manifold tothe thermostat housing.




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The water pump is gear driven at 1-1/3 times enginespeed for the 1300 to 1800 rpm high speedengine and 2 times engine speed for the 1300rpm low speed engines.

Coolant comes from the aftercooler and goes into thiselbow and into the engine block.




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After the coolant goes through the oil cooler, it is sentinto the engine block at the right rear cylinder.

Coolant from the oil cooler and aftercooler mix (comestogether) in the block and goes through thecylinder heads to the left and right watermanifolds in the “vee” of the engine.




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The bypass line goes from the temperature regulatorhousing to the inlet of the water pump. Theregulators in the housing control coolant flow tothe radiator or heat exchanger to regulate thetemperature in the cooling system. When thecoolant temperature is not high enough to openthe regulators, the coolant will flow through thebypass line (bypassing the radiator) to circulatethrough the engine for quick warm-ups.

NOTE: It should also be noted that the housing whichcontains the regulators are installed in differentpositions for different cooling applications.

For information on controlled inlet systems used onsome 3500 Marine Engines, look at ServiceTraining Meeting Guide 372 - 6.25 Inch BoreVee Engines, LESV0501 (slides 44 and 45).




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Four temperature regulators are in the thermostat housing.The housing has an upper and lower section. Thesensing bulbs of the four temperature regulators arein the coolant in the lower section of the housing.Before the regulators open (upper inset), coldcoolant is sent through the bypass line to the inletof the water pump. As the temperature of thecoolant increases to 88°C (180°F) and theregulators start to open (lower inset), coolant flowin the bypass line is stopped and coolant is sentthrough the outlets to the radiator or heatexchanger.

Coolant capacity is given in the Operation Guide for theengine only. Total system capacity will depend onthe size of the radiator or heat exchanger. Toprevent the coolant from freezing, it should have amixture of 50 percent pure water, 50 percentpermanent antifreeze and a 3 to 6 percentconcentration of corrosion inhibitor.




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NOTE: Give each serviceman the booklet “Know YourCooling System,” SEBD0518. Use this bookletfor a discussion of cooling system preventivemaintenance. Specifically discuss: make-upcoolant and use of corrosion inhibitor.




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Here we see the housing for the temperature regulators(thermostats) and the four sleeve-typetemperature regulators. The housing of thetemperature regulator is above the front gearcover and supported by a compartmentconnected to the right and left water manifoldsthat are located above the cylinder heads.

Each of the regulators is positioned in a counterboreand has a lip-type seal.




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Here the temperature regulator and seal have beenremoved from the housing. The smaller barrelportion of the regulator is the part that comes incontact with the seal.




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When the regulator is closed (engine cold) coolant goesthrough the regulators. The coolant returns to theinlet of the water pump by way of the bypasspipe (which is fastened to the opening in thefront of the housing) and does not get to theradiator.

When the regulator is open (engine hot) coolant goesthrough the regulator out the side of the housingand then to the radiator for cooling.

On marine applications, the position of the regulatorhousing will be upside down from the position inthe photo.




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The seals can be removed and replaced. To replace theseals, a seal driver must be used. To replace aseal, remove the old seal and clean thecounterbore. Now install the seal in the housingwith the lip of the seal away from the regulator.Use a 1P529 Handle and a 1P489 Drive Plate todrive the seal into position in the housing.

When regulators and seals are replaced, the machinedsurfaces of the housing and cover must becleaned and a new gasket installed.




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COOLING SYSTEM GENERATOR SET

On the right, we can see the coolant outlet line and thecoolant inlet line at the bottom.

The outlet line and inlet line are connected to a radiatoroutside the building.




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The bypass line goes from the top of the thermostathousing to the inlet side of the water pump.

We can also see the fuel filter housing and oil filterhousing on this generator set arrangement.



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3512 GENERATOR SET RADIATOR INSTALLATION

This shows the heat exchanger/radiator cooling systemfor the 3512 Industrial/Generator set installation.

The cooling fan is turned by the electric motor.




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The radiator is remote-mounted outside the building.

The top line is the engine outlet line going to theradiator. The bottom line is the engine inlet linecoming from the radiator.

The electrical control for turning the power ON andOFF to the electric motor that drives the fan ison the wall directly behind the cooling unit.




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ENGINE COOLING SYSTEM FILL PROCEDURE

Fill the cooling system at a rate that is not more than five(5) gallons (19 litres) per minute. This willprevent air pockets in the cooling system.Normally, the system will bleed itself of air. Thisis made possible by a ball and seat in theregulator housing. The ball will lift off the seatand the air and water can pass so there will not bean air-locked system. When a faster fill rate thanfive (5) gallons per minute is used, take extracaution to be sure the system is completely filledand no air pockets are in the system.

NOTE: The Marine and Marine Auxiliary Engines willhave either keel cooling systems or raw (sea)water cooling systems. For more information onthese types of cooling systems, the system in the6.25 Inch Bore Vee Engines is similar to thecooling systems on the 3512 Marine and MarineAuxiliary Engines. Look at STMG 372, 6.25 InchBore Vee Engines, LESV0501 (slides 43-45).




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ENGINE COOLING SYSTEM FILL PROCEDURE

NOTE TO INSTRUCTOR: Use the publication,“Know Your Cooling System,” Form SEBD0518,for more cooling system instruction. Giveinstruction on cooling system maintenance (pages7 through 10). Specifically, give instruction oncorrosion inhibitors (pages 8 and 9).




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LUBRICATION SYSTEM

The engine oil pressure has a normal operating rangefrom 345 to 480 kPa (50 to 70 psi) and will beapproximately 450 kPa (65 psi) at full loadrpm. Flow of oil through the engine at ratedrpm is approximately 340 litres/min (90 gpm).

In this diagram of the lubrication system, we see theoil reservoir (sump in the oil pan), the oilpump (1) with a pressure relief valve (2); theoil cooler (3) with a bypass valve (2); the oilline from the cooler to the oil filterbase/housing (4); with bypass valve (2) [onebypass valve for each filter]. The oil goes fromthe oil filters through the oil line to the oilelbow (manifold) on the left top front of theblock.

The oil pump takes oil from the sump and sends itthrough the oil cooler, oil filters, and into theoil elbow (manifold).




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LUBRICATION SYSTEM

Oil is sent to the turbochargers through outside lines (9)that are connected to the elbow on the left from(if turbocharger is top mounted). Turbochargerdrain lines empty into the camshaft compartmentsthrough the camshaft side covers (10).

In the elbow (manifold), the oil is divided; one branch issent to a camshaft oil gallery (7) below thecamshaft and fuel control shaft, the other branchto a main oil gallery (5) which is above the mainbearings of the crankshaft and on the centerline ofthe block.

The main oil gallery (5) sends oil through verticallydrilled passages to each main bearing, thenthrough the crankshaft to each connecting rodbearing.




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LUBRICATION SYSTEM

The oil that flows to the rear of the main oil gallery issent up to the rear top of the block into anadapter (elbow manifold). The adapter sends theoil again into a camshaft oil gallery (7) in theblock to the passage below the right camshaft.

The adapter also has plugs that may be removed tosupply oil when the turbochargers are mountedon the rear of the engine.




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FIGURE 47

The inset on the right of the diagram shows the oilpassages on the right side of the engine. The oilin camshaft oil gallery (7) on the left side andthe right side below the camshafts sends oil tothe camshaft journals (11). The oil goes throughhollow dowels to the cylinder heads throughpassages to the three lifters (two lifters forvalves, one for the injector) and the rocker armshaft (12).

Oil is sent from each end of the main oil gallery (5)through small passages to the sequence valves(6). The two sequence valves control oil flowinto piston cooling jet manifolds. There is onesequence valve on the left front of the block forthe left passage and one on the right rear of theblock for the right passage.




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The purpose of the valves is to stop oil flow into thepiston cooling jet manifold until oil in passage (5)has more than 140 kPa (20 psi) pressure. Duringengine start-up, the sequence valves decrease thetime needed for the oil pressure to come up in themain oil gallery to the main and connecting rodbearings. The sequence valves also hold the oilpressure up during engine idling, especially whenthe oil is hot, and parts are worn.

When the oil pressure is more than 140 kPa (20 psi), thesequence valves open and let oil go to the lowersmall passages (8) alongside of the crankcase. Thisoil is sent to the piston cooling jets (one for eachpiston). Each cooling jet has two openings. As oilis forced through each opening, one stream (spray)of oil is sent to a passage in the bottom of thepiston which takes the oil to a circular manifoldinside the piston and cools the piston. The otherstream of oil hits the piston underside to cool itand give lubrication to the piston pin and bearing.




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FIGURE 48

The inset on the right of the diagram shows the oilpassage to the gear train. Oil is sent to the frontand rear gear trains from the oil passages belowthe camshafts (7) through passages drilled in thefront and rear housings and the front and rearblock face.




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FIGURE 49

The oil pump (1) and pressure relief valve (2) can beseen here.




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1

2

The oil pressure relief valve is in the oil pump body andkeeps the oil at the correct pressure. It opens atabove normal pressures and sends the extra oilback to the pump inlet. Oil pressure must bemeasured when the engine is at normaltemperature of operation. Also, oil pressure mustbe measured at a location (tap) AFTER the oilhas gone through the oil cooler and filters. Oilpressure can be measured on each side of theblock at the oil gallery plug.

Refer to the Service Manual for the test procedure.




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Here we can see the:

1. oil cooler2. oil line from the oil pump to the oil cooler3. oil line to the filter base housing on the left side

of the engine

The oil cooler (1) is on the right side of the engine andis a tube core-type. Coolant goes through tubesin the cooler, and oil goes around the outside ofthe tubes. The oil cooler supply line (2) is on theoutside of the cooler.

The oil flows through the supply line through the coolerto the oil line to the filter base housing (3). Onthe vehicle arrangement, the oil line goes underthe oil pan to the filter base housing on the leftside of the engine.




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3

1 2

The oil cooler bypass valve is in the oil cooler housing.The oil cooler bypass valve permits oil to goaround the cooler when the oil is cold and thickor when there is a restriction in the cooler. Thebypass valve will open when there is a pressuredifference of 160 to 200 kPa (23 to 29 psi)across the oil cooler (from the inlet of the coolerto the outlet of the cooler).




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This is the oil line (arrow) from the oil cooler to thefilter base housing which goes under the oil pan.

Also we can see the oil pan is held to the bottom of theblock with bolts. The bolts go through the blockand are turned into threaded holes in the pan. Toimprove service on some arrangements, the boltsgo through the oil pan to the block.




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VEHICLE FILTER ARRANGEMENT

On the left side of the engine, we see the three oil filters. Theoil goes from the filter base housing to the manifold(elbow) on the front left top of the block. The oil flowfrom the oil cooler goes through the line on the rightinto the filter base/housing and to the oil filters. (Theoil filters shown are full-flow type spin-on filters.)

Each oil filter has a bypass valve behind the plates (seearrows). When the oil filters have a restriction, thebypass valve opens and sends the flow directly to theoil line on the left which sends the oil to the block.

Each oil filter bypass valve will open when there is a pressuredifference of 180 to 200 kPa (26 to 32 psi) across thefilter (from the inlet side of the filter to the outlet sideof the filter).

NOTE: Other applications of this engine can have the oilfilters at other locations.




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Use a strap wrench (2P8250), if needed, to remove theoil filters.




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Change the oil filters when you change the engine oil atthe service interval given in the OperationGuide.

Before installing the oil filters, be sure the old gasket isremoved and the filter base is clean.

To install the oil filter, put clean oil on the gasket andturn the filter on the filter base until it contactsthe base. Turn the filter 3/4 of one turn (270degrees) more.




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Put more oil in the engine when the oil level is at theADD oil mark on the gauge.

Change the oil in the engine as recommended in theLubrication and Maintenance Guide.

CAUTION

Vehicle engine dipsticks will be marked on both sides.Be sure to read the correct side. The other sidewill read ADD, HOT-RUNNING.




STUDENT NOTES:

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The small lines going from the front, left oil manifold(elbow), sends oil to the turbochargers whenthey are top mounted. The large line from thebottom of the turbocharger is the oil drain whichreturns the oil to the camshaft compartment andcrankcase.




STUDENT NOTES:

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On the right rear of the engine block is the adapter(elbow manifold). Oil is sent from the main oilpassage (gallery) to the top of the block. Theadapter sends the oil into the camshaft bearingoil gallery. When the turbochargers are rearmounted, such as a Generator Set, MarineEngine, or Marine Auxiliary Engine, oil for theturbochargers comes from the two large plugs inthe adapter.




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OTHER ENGINES

Other engines (Industrial, Generator Sets, Marine andMarine Auxiliary Engine arrangements) have theoil filter housing (2) mounted across the front ofthe engine.


1. drain valve2. filter housing3. bypass valve; and

The filter housing(2) has three (3) filter elements. Thefilter housing has a single bypass valve (3). Onvehicular engines, there is one bypass valve foreach filter. The oil inlet line goes from the oilcooler to the filter housing. The oil outlet line goesfrom the oil filter housing to the oil manifold(elbow) on the block. Clean oil from the filtersgoes into the block in the same location as thevehicle engines.




STUDENT NOTES:

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1

2

3

The filter elements should be changed when the engineoil is changed. To install new filter elements,open the drain valve (1) and drain the oil fromthe filter housing. Then remove the cap from theend (right-hand side) of the filter housing.Remove the three filter elements and clean thefilter housing with a clean lint-free shop towel.Install new filter elements, a new seal, if needed.Put the cap on the filter housing. After theengine is started, check the cap and seal forleaks.

A duplex oil filter is shown here.




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1

2

3

Here we can see the crankcase dipstick on thisindustrial/generator set engine. There are eitherright-hand or left-hand locations for the dipstickon the different engine arrangements.

Be sure there is oil in the sump before starting theengine. Then check the oil level with the engineidling and with the oil hot. The oil must bechecked daily or every ten service meter units.The oil must be between the “ADD” and“FULL” marks on the oil level dipstick.




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FUEL SYSTEM

The fuel transfer pump (2) pulls fuel from the tankthrough the inlet line (1) and forces it through acheck valve and into the line to the fuel filters(3). After the fuel filters, the fuel flows to thefuel manifolds (6) along the inside of eachcylinder bank. The top inlet passage of themanifold sends fuel through lines connected toeach cylinder head. (Early engines had fuel filterscreens in the connectors.) Fuel flows into acircular space around the injector (5). Part of thisfuel is used for injection and part to cool theinjector. (Later engines have fuel filter screens inthe injectors.) The extra fuel that cools theinjector is returned through lines to the bottomoutlet passage of the fuel manifolds, through apressure regulating valve (7) and then through areturn line and to the tank.




STUDENT NOTES:

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63





STUDENT NOTES:

FIGURE 63

FUEL SYSTEM

The priming pump (4) has a supply line from the inletside of the pump and sends fuel through thefilters, into the fuel manifolds. The location ofthe pressure regulating valve is on the front ofthe right fuel manifold (7). The pressureregulating valve is made to hold a constantpressure of approximately 415 kPa (60 psi). Thevalve makes a high resistance to the flow of fuelto 415 kPa (60 psi), but little resistance to air. Inthis way, air can be removed from the fuelsystem. A small orifice connects the inlet andoutlet passages to make a siphon break whenchanging filters, thus making it less possible thatthe system will need to have the air removedafter a filter change.




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The fuel transfer pump is on the rear of the oil pumpand is driven by the lower oil pump shaft. Thepump sends fuel through the fuel filters and intothe fuel manifolds located along each bank ofcylinder. The pump capacity is approximately 21litres/minute (5.5 gpm) or several times as muchfuel as needed for combustion.




STUDENT NOTES:

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1. transfer pump2. supply inlet3. check valve fitting4. fuel line to fuel filter housing base5. fuel line to priming pump6. fuel filter housing base and filters; and7. priming pump

On the vehicular engine, the transfer pump (1) and filterhousing base and filters (7) are on the right sideof the engine. Fuel from the supply tank goes inthe transfer pump at the supply inlet (2). A checkvalve (4) is in the fitting at the transfer pump forthe fuel line (2) that goes to the filter housingbase. The check valve prevents fuel flow backthrough the transfer pump when the primingpump (8) is used.




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1

2

3

4

5

6

7

The transfer pump bypass valve (10) limits themaximum fuel pressure of the transfer pump.The bypass valve will open at 520 kPa (125 psi)and send the extra fuel to the inlet side. Thisprevents damage to the fuel system componentscaused by too much pressure.




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10

On vehicle arrangements, the spin-on replacement typefuel filter elements (the filter element and filtercase are one unit) are located along the left sideof the engine. On marine, industrial andgenerator set arrangements, the filters are locatedin a housing across the front of the engine asseen earlier.

NOTE: Duplex filters are available as an attachmentsexcept on vehicular arrangements. The Duplexfilter arrangement makes it possible to changefilters without engine shutdown.




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Two (2) spin-on fuel filter elements are used forvehicular engines having 250 hour oil changes.Each filter turns on the screw threads of the filterbase. All of the fuel from the fuel tank goesthrough the filters for cleaning (a full flowfilter).

There are five (5) fuel filter elements used on enginearrangements with 500 hour and 1000 hour oilchange periods. In this way, the fuel filterelements may be changed when the lubricationoil is changed. When you remove the old filter,be sure the old gasket comes off with the filter.




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Change the fuel filter elements at the recommendedinterval. Remove and discard the old fuel filterelement. Clean the gasket sealing surface of thefilter base. Make sure all of the old gasket isremoved.

Apply clean diesel fuel to the fuel filter gasket. Installthe new filter and tighten by hand until the filtergasket contacts the base. Tighten the filter 1/2the 3/4 turn more with a filter wrench.




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The optional priming pump is installed on the filterbase/housing. It is used to prime a completelydry fuel system, or prime the system after thefilters have been changed.




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Here we can see:

1. fuel supply line2. adapter with pressure regulating valve3. fuel manifold (right side)4. return line (from cylinder head)5. inlet line (to cylinder head)6. pressure regulating valve; and7. connection for return line to tank




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3

54 7

6

2

1

A fuel inlet line goes from the top passage of the fuelmanifold to a fitting on the right side of eachcylinder head.

A fuel return line goes from the left side of eachcylinder head to the bottom passage of the fuelmanifold where it goes through the return line tothe fuel tank.




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On Industrial, Generator Sets, Marine and MarineAuxiliary Engine Arrangements, and fuel filterhousing (1) is on top of the oil filter housing (3).

Here we can see:

1. fuel filter housing2. drain valve3. oil filter housing4. adapter with pressure regulating valve; and 5 5. fuel manifold (right)

The drain valve (2) is used to drain fuel from the filterhousing when the filters are changed.

Also, we can see the adapter with pressure regulatorvalve (4) and the fuel manifold (5) on the rightside.




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1

2

3

4

5

DIRECT INJECTION UNIT INJECTOR FUELSYSTEM

The 3500 Series Engines use the direct injection combustionsystem. This system has the advantages of: low heatrejection (in comparison to precombustion); low fuelconsumption; and easy starting.

UNIT INJECTOR AND CONTROL LINKAGE

A fuel injector (7) is in a central bore of each cylinder head.The position of the rack (6) of each injector ischanged by a bellcrank and bracket (5) that is held tothe top of the cylinder head by bolts. Each bellcrankis moved by a control rod (4) connected to a hollowtorsion shaft (1) through a lever (3). Rotation of thetorsion shaft (1) is done by the governor input shaft(10) and causes in and our movement of the rack (6).The torsion shafts (1 and 8) are just below thecamshafts of each bank of cylinders. A hollow crossshaft (9) at the front of the engine connects the righttorsion shaft (1) and left torsion shaft (8) so theymove together at the same time.




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The control rods (4) have a “click” screw adjustment(11) at the bellcrank ends. There is oneadjustment screw for each rack. This adjustmentis used to synchronize all racks together. Theadjustment sets the racks of the separate unitinjectors so that they have the same referenceposition.

Also, there is a spring in the top end of the control rod.If one unit injector plunger will not turn (isSTUCK) or the rack of that unit injector will notmove, the control rod can still control the racksof the other injectors. This will prevent engineoverspeed and the engine can be stopped. Thisdesign characteristic is for protection of theengine from damage.




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Another protection for the engine: If the controllinkage becomes disconnected from thegovernor, the WEIGHT of the control linkagecan move the racks of the unit injectors to thefuel OFF position. The engine will STOP.

The torsion shafts (1 and 8) are marked with red andgreen colors on the inside diameter for assemblyidentification purposes. The left torsion shaft (8)has red and the right has green.




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In the inset we can see the power pad. The power padhas the power setting screw cover. The powersetting screw cover has two bolts. The top bolt isthe synchronizing pin and fastens the powersetting screw cover. The bottom bolt also holdsthe cover on. With the cover removed, we can seethe power setting screw and locknut.

The hole to the right of the power screw is where thecollet and dial indicator is installed formeasurement and adjustment of the power setting.The hole to the left of the power setting screw isfor the synchronizing pin (the top bolt). This pinis used to put the fuel control linkage in thereference (fixed) position, when the synchronizingadjustment is made to the unit injectors.

NOTE: This illustration is not correct. The seal goesthrough the cover bolt, not the synchronizing pin.




STUDENT NOTES:

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STUDENT NOTES:

In the highlighted area we see the power setting screw.The power setting screw makes contact with thefuel stop lever. Adjustment of the power settingscrew controls the maximum power setting ofthe engine. It controls the maximum movementof the control linkage and all injector racks.

Above the highlighted area is the governor lever whichis connected to the governor output shaft. Thegovernor lever, the fuel stop lever, the front endof the right torsion shaft and the power settingscrew are in the front gear housing behind thepower pad.




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In this slide we see the fuel control linkage operationfrom the front of the engine. When the speedcontrol of the governor is moved towardmaximum rpm, the governor output shaft (blackarrow) turns clockwise and moves the governorshaft lever to the left. A pin in the governor shaftlever is in the groove in the fuel stop lever andmoves it to the left. The fuel stop lever turns theright torsion shaft counterclockwise as seen bythe arrow. This counterclockwise movementmoves the control rod up. This movement pivotsthe bellcrank and pulls the rack out of theinjector in the fuel “ON” direction.

The right and left torsion shafts always move together.The ends of the shafts are connected to the endsof the cross shaft by a fork lever-ball leverarrangement (to understand better, see ironlater).




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This is the cross shaft on the front of the engine. Itconnects the right torsion shaft to the left torsionshaft.

The front housing is removed.




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This shows the end of the right torsion shaft and crossshaft. You can also see the connection betweenthe fork lever on the torsion shaft and ball leveron the cross shaft. This connection has a smalltolerance.

We can also see the fuel stop lever.




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78


This shows the end of the torsion shaft and the left endof the cross shaft. The connection of the balllever on the cross shaft with the fork lever on thetorsion shaft can be seen.

The front housing is installed in this view.




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79


Here we see inside the camshaft compartment. Thecamshaft is above. The torsion shaft of the fuelcontrol linkage is below. The control rod of thetorsion shaft (center) goes up to the bellcrankassembly of the unit injector.




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80


This shows the rear end of the right torsion shaft. Thesupport bracket for the shaft can be seen.




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81


Also with the front housing removed, we can see thefuel stop lever clearly. With the front housinginstalled. . .




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. . . we can see the power setting screw in contact withthe fuel stop lever.

This also shows the notch in the fuel stop lever whichconnects with the pin of the governor lever.

We will learn about the power setting adjustment later;however, you can see how the power settingscrew controls the position of the fuel stop leverby stopping its movement.




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83


UNIT INJECTOR AND OPERATION

In this schematic we can see the injectioncomponents of this fuel system. Thecomponents are:

1. injector cam lobe of engine camshaft;2. a push rod2a. a lifter assembly3. an injector rocker arm4. an injector clamp5. a unit injector6. a section of cylinder head; and7. a piston in a cylinder




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In this schematic we can see the control components ofthis fuel system. The components are:

8. control lever on torsion shaft9. control rod

10. bellcrank11. injector rack12. injector plunger




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85


Here we see two unit injectors. The one on the left hasbeen cut away for instructional purposes. Theinjector on the right is complete.

This slide shows the:

1. injector body2. follower3. follower return spring4. rack5. injector housing (nut); and the6. injector nozzle (spray tip).




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This is the unit injector designed and manufactured byCaterpillar. It is being used for currentproduction marine engines. Remanufacturednozzles will be available. Service tools (to beannounced at a later date) will permit some fieldservice to be done on these nozzles.

This injector has a removable cone on the end and atrim screw for bench calibration.




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The injection of fuel is made by the rotation of theengine camshaft which causes the cam to lift thelifter assembly and push the rod up. When thepush rod moves the injector rocker arm up, thecontact of the rocker arm pushes the follower aninjector plunger down. As the plunger movesdown, fuel is injected into the combustionchamber. As the lower scroll on the plunger goesbeyond the lower port, injection stops. When therocker arm stops its downward movement, thefollower return spring pushes the follower upwith the plunger. The follower return spring alsokeeps a force on the rocker arm push rod andlifter. This force keeps the lifter in contact withthe cam.




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Looking at the cutaway of the injector, we can see the:

1. plunger2. barrel3. lower port4. upper port; and the5. spill deflector

The plunger position shown is at the top of the stroke.The barrel (2) has an upper port (4) and a lowerport (3). The relation of the scrolls to the ports:

(1) changes the length of the effective stoke and thequantity of fuel per injection stroke;

(2) permits the start of the effective stroke to bevariable in relation to piston position.

The smaller the quantity (VOLUME) of fuel injectedduring the injection stroke, the later (NEARERTO TOP CENTER) injection takes place.




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2 3

4

5

1

The larger the quantity (VOLUME) of fuel injectedduring the injection stroke, the earlier(FARTHER FROM TOP CENTER) injectiontakes place.

Movement of the control linkage and rack turns theplunger and changes the quantity of fuel injectedand the point at which injection starts.

The action of the double scroll is a method of timingadvance.

Older injectors are double scroll. Newer injectors aresingle scroll.




STUDENT NOTES:

112Click Here to View Slideshow

89

2 3

4

5

1


Let us look at the nozzle of the injector. We see the:

1. check valve2. check valve cage3. valve spring and seat4. spring cage5. needle valve6. spray tip; and the7. injector housing or nut

The spray tip has several small orifices. Each nozzlehas two dowels in the body which puts it in thecorrect position when installed. This positionputs the rack in the correct location with thebellcrank and the spray tip at the correct anglewith the surface of the piston.

The plunger position shown here is on the downwardstroke and the lower port is just closed.




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12

3 7

654


The plunger position shown here is the start of theinjection stroke. Both the lower port and theupper port are closed. It is at the start of theeffective stroke.

During the effective stroke, the plunger forces fuel intothe nozzle of the injector. The fuel goes aroundthe check valve and through passages in thecheck valve cage. After fuel goes through thevalve spring cage, it goes into the passages in thespray tip. The passages sends the fuel to thechamber around the needle valve. Here the fuelpressure lifts the needle valve off the seat andfuel flows through the spray tip and out theorifices into the combustion chamber. Injectionof fuel continues until the lower scroll on theplunger goes by the lower port, the pressure ofthe fuel against the needle valve is less.




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The valve spring pushes the needle valve closed. Thisstops the flow of fuel into the combustionchamber. Also, when the fuel is releasedthrough the lower port, the fuel pressure abovethe check valve decreases. The fuel pressure inthe tip chamber then pushes the check valve upagainst the end of the barrel. With the needlevalve on the seat and the check valve againstthe end of the barrel, combustion gasescannot get into the injector and causedamage between injection strokes.

NOTE: If the needle valve is held open by foreignparticles between injection cycles,combustion gases can come into the injectorand cause damage.




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ENGINE TURNING TOOL

The top bolt in the cover plate of the bore for theengine turning tool is the timing bolt.

The timing bolt is used to find the location of No. 1piston on top center (TC).

This is important to the serviceman because thereference point for all timing procedures is withNo. 1 piston put at top center on thecompression stroke.

The pipe plug (arrow) is removed from the flywheelhousing to install the timing bolt.




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The optional engine turning tool (3R1937) fits in thebore in the flywheel housing and has teeth whichengage with the flywheel gear teeth.

The engine turning tool is a special tool used forrotation of the crankshaft of the engine whenyou need to make adjustments, time the engine,or turn an engine in storage.




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A 1/2 inch drive ratchet is used to turn the tool and theengine crankshaft.




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LOCATING TOP CENTERCOMPRESSION STROKE FOR NO. 1

PISTON

To find top center compression stroke for No. 1 piston,first turn the flywheel clockwise a minimum of30 degrees. The reason for making this step is tobe sure the backlash is removed from the timinggears when the engine is put on top dead center.

Next, turn the flywheel counterclockwise until the holein the flywheel is in alignment with the timingbolt. When the timing bolt can be turned freelyin the threaded hole in the flywheel, the engineNo. 1 piston is on top center.




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To check to see if No. 1 piston is on compressionstroke, look at the valves of No. 1 cylinder. Thevalves will be CLOSED if No. 1 cylinder is oncompression stroke. You should be able to movethe valve rocker arms up and down with yourhand.

If No. 1 piston is NOT on compression stroke, turn thecrankshaft 360 degrees and follow the procedureagain to put No. 1 piston on top center.




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VALVE AND BRIDGE ADJUSTMENT

With the valve cover removed, we can see the threerocker arm assemblies. The rocker arm on theleft (1) activates the bridge and the two exhaustvalves. The center rocker arm (2) activates theunit injector for fuel injection. The rocker armon the right (3) activates the bridge and the twoinlet (intake) valves.

NOTE: On production engines, lower thread bossesare removed. EXHAUST and INTAKE arestamped on housing.




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The valve arrangement is the same as other engine valvesactivated by push rods, except a valve bridge. Thebridge activates the two inlet valves or exhaust valvesat the same time (similar to the 3400 Series Engines).

The bridge fits on a dowel which is the guide when thebridge moves up and down. The bridge is moved(activated) by the rocker arm. Adjustment of the valvebridge is done when the engine is assembled andwhen valve lash adjustment is made.

To adjust the bridge, loosen the locknut, push down on therocker arm (or point of contact) and turn theadjustment screw clockwise until it contacts the stemof the valve. Turn the adjustment screw an additional20 to 30 degrees (1/3 to 1/2 of one side of the nut) toposition the guide of the bridge straight on the dowel.Tighten the locknut to specifications.

NOTE: Normally, adjustment of the bridge will be donewith the rocker arm assembly off the cylinder head.




STUDENT NOTES:

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VALVE CLEARANCE SETTING

Valve clearance or valve lash is measured with a feelergauge or 8T5207 setting gage, put between therocker arm contact and the bridge wear seat.Valve clearance is changed using a screwdriver.A 3/4 inch wrench is needed to loosen andtighten the locknut which holds the adjustmentscrew. To make the adjustment, turn theadjustment screw until you feel an easy pull onthe feeler gauge as you move it backward andforward between the rocker arm contact and thebridge wear seat. Tighten the nut on theadjustment screw and check the adjustment to besure it has not changed. The adjustment of allvalves and the injectors can be done by puttingthe engine crankshaft in two positions. Refer tothe Service Manual for these procedures.




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This is a cross-section drawing of the 3512 Engine. Wecan see the internal construction of the engine andsome of the components.




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STUDENT NOTES:

NOTE TO INSTRUCTOR: This slide is included foruse in training new servicemen. It can be used togive instruction on the following:

1. the air inlet and exhaust system2. the valve mechanism and valve train3. the aftercooler (construction and operation)4. the cooling system (block construction and

water passages)5. the lubrication system-internal components6. the oil cooler (construction and operation)7. the piston cooling jet manifolds, piston cooling

orifices (jets), pistons and functions8. the fuel filters and manifolds9. the unit injectors and mechanism; and

10. the fuel control shafts and linkages




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END

Sistemas y Mantenimientos 3516

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