REHS1438-09 Installation and Initial Start-Up Procedure For G3500C and G3500E Generator Set Engines PDF

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Special Instruction
Installation and Initial Start-Up Procedure for G3500C and G3500E Generator Set
Engines{1000, 1000, 1264, 1408}
Media Number -REHS1438-09 Publication Date -2008/05/30 Date Updated -2010/02/04

i03094021
Installation and Initial Start-Up Procedure for G3500C and
G3500E Generator Set Engines{1000, 1000, 1264, 1408}
SMCS - 1000-025-DJ ; 1264-025-DJ ; 1408-025-DJ
Generator Set:
G3512C (S/N: GNX1-UP)
G3512E (S/N: PBJ1-UP)
G3516C (S/N: TJB1-UP; GSB1-UP; GZC1-UP; TJC1-UP; TJD1-UP; GZZ1-UP)
G3516E (S/N: GAS1-UP; SLY1-UP)
G3520C (S/N: GZA1-UP; GZB1-UP; HAT1-UP; CWW1-UP; CWY1-UP; MAD1-UP;
LGS1-UP; GZN1-UP; GZM1-UP; GZL1-UP; HAL1-UP; GZK1-UP; GZJ1-UP; B9P1-
UP; RLP1-UP)
G3520E (S/N: GZG1-UP; SXY1-UP; GZH1-UP)
Introduction
Do not perform any procedure in this Special Instruction until you read this information and you
understand this information.
This Special Instruction provides the following information for G3500C and G3500E Engines:
Requirements for the electrical system
Proper grounding practices
Proper welding practices
Required service tools
Electrical components and electronic components
Wiring connections and the corresponding functions that are available to the customer
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Initial start-up procedure
Governor adjustment procedures
ReferenceInformation from the following sources will be needed for this Special Instruction:
Data from a complete fuel analysis that is entered into Caterpillar Software, LEKQ6378,
"Methane Number Program"
The engine's performance Data Sheet from the engine's Technical Marketing Information (TMI)
Operation and Maintenance Manual, SEBU7681
Systems Operation/Testing and Adjusting, RENR5978, "G3520C and G3520E Generator Set
Engines"
Systems Operation/Testing and Adjusting, KENR6834, "G3516C and G3516E Engines"

Troubleshooting, RENR5944, "G3516C and G3516E Engines"
Troubleshooting, RENR5979, "G3520C and G3520E Engines"
Requirements for the Electrical System
All of the wiring must conform to all of the codes that are applicable to the site. When you route the
wiring, avoid acute bends and sharp edges. To protect the wiring harnesses, route the harnesses
through metal conduit. A liquid tight conduit is recommended. Use proper support and alignment in
order to avoid strain on the conduit.
Electrical power must be supplied to the junction box that serves as the main distribution panel for the
engine control system. The engine control system requires a clean 24 VDC power supply that is
capable of supplying 30 amperes of continuous power.
The maximum allowable ripple voltage is 150 millivolts AC peak to peak. For the wiring, the
maximum allowable voltage drop is 1 VDC from the power supply to an Electronic Control Module
(ECM) or to an actuator.
The power supply for the engine control system must be separate from the power supply for the
starting motor.
Grounding Practices
Proper grounding is necessary for optimum engine performance and for reliability. Improper
grounding will result in electrical current paths that are uncontrolled and unreliable.
Uncontrolled electrical circuit paths can result in damage to main bearings, to crankshaft bearing
journal surfaces, and to aluminum components. Uncontrolled electrical circuit paths can also cause
electrical activity that may degrade the engine electronics and communications.
For the starting motor, do not attach the battery negative terminal to the cylinder block.
Use an electrical ground strap to connect all metal cases that contain electrical components or
electronic components to the cylinder block.
Do not connect the negative terminal from the electrical power supply directly to the cylinder
block. Connect the negative terminal from the electrical power supply to the negative terminal
"" on the engine mounted junction box.
Ground the cylinder block with a ground strap that is furnished by the customer. Connect this
ground strap to the ground plane.
Use a separate ground strap to ground the battery negative terminal for the control system to the
ground plane.
Rubber couplings may connect the steel piping of the cooling system and the radiator. This
causes the piping and the radiator to be electrically isolated. Ensure that the piping and the
radiator are continuously grounded to the cylinder block. Use ground straps that bypass the
rubber couplings.
Ensure that all grounds are secure and free of corrosion.

Welding on Electronically Controlled Engines
Proper welding procedures are necessary in order to avoid damage to electronic controls. Perform
welding on the engine according to the following procedure.
Set the engine control to the "STOP" mode. 1.
Turn OFF the fuel supply to the engine. 2.
Disconnect the negative terminal from the battery. 3.
Disconnect the engine's electronic components from the wiring harnesses: ECM, throttle
actuator, actuator for the turbocharger compressor's bypass, fuel metering valve and sensors.
4.
Protect the wiring harnesses from welding debris and/or from welding spatter. 5.
NOTICE
Do NOT use electrical components (ECM or ECM sensors) or
electronic component grounding points for grounding the welder.
Connect the welder's ground cable directly to the engine component that will be welded. Place
the clamp as close as possible to the weld in order to reduce the possibility of welding current
damage to the engine bearings, to the electrical components, and to other engine components.
6.
Use standard welding procedures to weld the materials together. 7.
Service Tools
The tools that are listed in Table 1 are required in order to enable a service technician to perform the
electrical installation procedures and the initial start-up.
The Caterpillar Electronic Technician (ET) is designed to run on a personal computer.
Cat ET can display the following information:
Parameters
Diagnostic codes
Event codes
Engine configuration
Status of the monitoring system
Cat ET can perform the following functions:
Perform diagnostic tests.
Calibrate sensors.
Download flash files.
Set parameters.
Table 1 is a list of required service tools.
Service Tools
Pt. No. Description Functions
N/A Personal Computer (PC) The PC is required for the use of Cat ET.
"JERD2124"

Software
Single user license for Cat ET
Use the most recent version of this software.
"JERD2129"

Software Data subscription for all engines
275-5120
(1)

Communication Adapter Gp

This group provides the communication between
the PC and the engine.
7X-1414 Data Link Cable As
This cable connects the communication adapter to
the service tool connector on the engine.
237-7547 Adapter Cable As
This cable connects to the USB port on personal
computers.
Table 1
225-5985
Parallel Port Cable
(COMMUNICATION
ADAPTER)
This cable connects to the parallel port on personal
computers.
8T-8726 Adapter Cable As
This cable is for use between the jacks and the
plugs of the sensors.
1U-5804
Crimp Tool (12-GA TO 18-
GA)
This tool is used for work with electrical
connectors.
121-9588
Wire Removal Tool (Blue)

These tools are used for the removal of pins and of
sockets from Deutsch connectors and AMP
connectors.
151-6320
Wire Removal Tool (Red)

1U-5805
Wire Removal Tool (Green)

146-4080 Digital Multimeter
The multimeter is used for the testing and for the
adjusting of electronic circuits.
7X-1710 Multimeter Probes
The probes are used with the multimeter to
measure voltage in wiring harnesses without
disconnecting the harnesses.
156-1060 or
156-1070
Emission Analyzer Tool
This tool is used to measure the level of emissions
in the engine's exhaust. The 156-1060 measures the
levels of four different compounds. The 156-1070
measures the levels of six different compounds.
Either tool may be used.
( 1 )
The 171-4400 Communication Adapter Gp and the 7X-1700 Communication Adapter Gp may also be used.
Note: For more information regarding the use of Cat ET and of the PC requirements for Cat ET, refer
to the documentation that accompanies your Cat ET software.
Connecting Cat ET with the 171-4401 Communication Adapter As

Illustration 1 g01299558
Connecting Cat ET to the service tool connector
The service tool connector is on the left rear corner of the engine.
(1) Service tool connector
(2) Personal Computer (PC)
(3) 237-7547 Adapter Cable As
(5) 225-5985 Parallel Port Cable (COMMUNICATION ADAPTER)
(6) 171-4401 Communication Adapter As
Refer to Illustration 1. The location of the service tool connector depends on the configuration of the
control system.
The engine's power supply supplies the communication adapter with 24 VDC. Use the following
procedure to connect Cat ET and the communication adapter to the engine.
Set the engine control to the OFF/RESET mode. 1.
Note: Items (4), (6), and (7) are part of the 171-4400 Communication Adapter Gp .
Connect communications adapter (6) to a communications port on the PC by using one of the
following methods:
2.
Connect cable (5) between the "COMPUTER" end of communications adapter (6) and
the parallel port of PC (2). Be sure to configure Cat ET for the parallel port. This
configuration provides the fastest connection.
a.
Connect cable (4) between the "COMPUTER" end of communication adapter (6) and the
serial port of PC (2) .
b.
Connect cables (3) and (4) between the "COMPUTER" end of communication adapter
(6) and the USB port of PC (2) .
c.
Connect cable (7) to communication adapter (6) . 3.
Connect cable (7) to the service tool connector. 4.
Verify that the "POWER" indicator on the communication adapter is illuminated. 5.
Set the engine control to the STOP mode. Establish communication between Cat ET and an
ECM. If Cat ET and the communication adapter do not communicate with the ECM, refer to
Troubleshooting, "Electronic Service Tool Does Not Communicate With ECM".
6.
Terminal Box
Note: The terminal box is designed to remain mounted on the engine. The mounting hardware
includes isolators. Do not move the terminal box to a remote location. Moving the terminal box could
result in wiring problems and in reduction of the service life of the components inside the terminal
box.


Typical terminal box
The terminal box contains the electronic control modules. Connectors on the terminal box connect the
engine's wiring harnesses to components inside the terminal box. The ignition harnesses are routed
directly from each ECM to the ignition transformers.
There are four configurations for the terminal box. Refer to the following Illustrations: 3, 4, 5 and 6.

The configuration for a 20 cylinder engine is shown.
(1) Terminal box
(2) Master ECM
(3) P2 connector
(4) P1 connector
(5) Slave ECM
(6) P3 connector
(7) P4 connector
(8) Integrated Temperature Sensing Module (ITSM)
(9) Emergency stop button
The configuration for a 20 cylinder engine is shown. Auxiliary Sensing Module (ASM) (15) is optional.
(1) Terminal box
(2) Master ECM
(3) P2 connector
(4) P1 connector
(5) Slave ECM
(6) P3 connector
(7) P4 connector
(8) Integrated Temperature Sensing Module (ITSM)

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(9) Emergency stop button
(10) Service tool connector
(11) P6 customer connector
(12) P7 connector
(13) P8 connector
(14) P9 connector
(15) Auxiliary Sensing Module (ASM)
(16) Panel light switch
(17) P5 connector

The configuration for a 16 cylinder engine is shown.
(1) ECM

The configuration for a 16 cylinder engine is shown. Auxiliary Sensing Module (ASM) (2) is optional.
(1) ECM
(2) Auxiliary Sensing Module
Junction Box
The junction box is the main distribution panel for the engine's electrical power. The junction box
contains all of the circuit breakers for the engine. The junction box also contains the magnetic
switches for the electric starting motors.
Illustration 7 shows the junction box.

The junction box is on left side of the engine.
(1) Junction box
(2) 2.5 amp circuit breaker for the engine control
(3) 10 amp circuit breaker for the customer
(4) 35 amp circuit breaker for the engine control's main power supply
(5) 2.5 amp circuit breaker for the start command from the ECM
(6) Positive terminal for the connection of the engine's power supply
(7) Negative terminal for the connection of the engine's power supply
Customer's Wiring
To properly wire the engine for the requirements of the specific application, the customer must be
aware of several inputs and outputs that are associated with the engine's control system. The following
list provides some examples of the inputs and outputs:
Emergency stop
Electrical power supply for the control system
Start-up and shutdown
Engine speed and governing
Status of engine operation
There are two possible locations for the customer connections.
P6 customer connector on the terminal box
Terminal strip inside the generator housing
P6 Customer Connector On The Terminal Box - The location of the customer connector depends
on the engine's configuration. Refer to Illustrations 8 and 9. The 9X-7147 Connector Plug is available
for the customer in order to connect a wiring harness to the P6 customer connector. The 9X-7147
Connector Plug accepts 16 or 18 AWG size of wire.
P6 customer connector on the back of the terminal box


P6 customer connector on the left side of the terminal box
Terminal Strip (1) Inside the Generator Housing - Refer to Illustration 10. This terminal strip is
connected to the P6 customer connector via a wiring harness. The Electronic Modular Control Panel
(EMCP II+) (if equipped) is also connected to this terminal strip.


Left side of the generator housing
(1) Terminal strip
EMCP II+ - There are two possible configurations for the EMCP II+. EMCP II+ (2) is mounted to
the top of the generator. The connections to this panel are made at the factory. EMCP II+ (3) is wall
mounted. Terminal strip (4) is used to make the connections between the EMCP II+ and the terminal
strip inside the generator housing.

EMCP II+
(2) Mounted on top of the generator
(3) Wall mounted
(4) Terminal strip
Some of the connections are required. Some of the connections are optional. The connections that are
required are identified in Table 2. The connections that are optional are identified in Table 3.
Required Connections
Required Connections
Terminal
on the P6
Connector

Terminal on
the Terminal
Strip Inside
the Generator
Housing
Terminal on
the Terminal
Strip Inside
the Wall
Mounted
EMCP II+
Description Functions and Comments
10 37 43
Emergency
stop
These terminals must be
connected together in order for
the engine to run.

If this circuit is open, the engine
will not start. When this circuit
is opened during operation, an
emergency stop shutdown is
activated:

If the ECM is controlling the
gas shutoff valve, the ECM will
de-energize the gas shutoff
valve. The fuel is immediately
shut off.

The ignition is immediately shut
off.

For details, refer to ""Wiring for
the Emergency Stop Circuit" ".

20 11 45
Emergency
stop
36
Digital return

This terminal provides a ground
for the following switch inputs
from the customer. Some of the
inputs are required and some of
the inputs are optional.

Auto

Start/Run

Stop

Timing setting
Table 2

On/Off grid

Driven equipment

Normal stop

Idle/rated input
21 39 131
Fuel control
relay
The Gas Shutoff Valve (GSOV)
may be controlled by the
engine's control system or by the
customer's equipment.

For details on these terminals,
refer to ""Wiring for the Gas
Shutoff Valve (GSOV)" ".
31 40 132
Fuel control
relay
9 21 117
Driven
equipment
This input indicates when the
driven equipment is ready for
operation. This input must be
connected to the digital return or
to the Battery in order for the
engine to run.

When this input is connected to
the digital return or to the
Battery, the engine can be
started.

When this input is not connected
to the digital return or to the
Battery, the engine will not
crank.

An event code will be generated
if this input is not connected to
Battery within a period of time
that can be programmed with
Cat ET.

If the engine is running and this
input is disconnected from the
digital return or from the
Battery, the ECM will
immediately shut down the
engine by removing the voltage
from the GSOV. The fuel
supply is immediately shut off.
The engine cooldown will not
occur.
29 30 30 Start/Run
If these inputs are not wired
correctly, the ECM will activate
a diagnostic code.

These inputs control the engine's
mode of operation.

These inputs must be connected
to the digital return or to the
Battery at the appropriate time
in order for the engine to
operate in the mode that is
selected.

When terminal P6-29 is
to the Battery, the normal
sequence for start-up is initiated.
After start-up, the engine will
continue to run.

If the engine is running and
terminal P6-19 is connected to
Battery, the sequence for a
normal shutdown is initiated. If
the cooldown is programmed,
the engine operates for the
cooldown period prior to
shutdown.
19 35 122 Stop
40 38 120
Idle/Rated
Input
This input must be connected to
Battery in order for the engine
to run at rated speed.

When this input is open, the
engine will run at the idle speed
that is programmed with Cat
ET.

When the engine oil pressure is
greater than the setpoint for the
engine speed and this terminal is
to the Battery, the engine will
run at rated speed.
30 26 116 Normal stop
If this input is not connected to
Battery, the engine will not
crank. A E293 (3) diagnostic
code is activated.

This input must remain
to the Battery in order for the
engine to run.

Connecting terminal P6-19 to
Battery is recommended for
normal shutdown.

If the engine is running and the
circuit is opened, the engine will
shut down.

If the ECM is controlling the
gas shutoff valve, the ECM will
remove the voltage from the
GSOV. The engine will shut
down. The cooldown does not
operate.

If the customer's equipment is
controlling the GSOV, the
customer's equipment must
remove the voltage from the
GSOV. The engine will shut
down. The cooldown does not
operate.

Because the cooldown will not
operate for this input, this
input is not recommended for
normal shutdown.

4
Unswitched
+Battery (2.5
amp)
These terminals provide the
primary source of switched
electrical power to the engine's
control system.

The unswitched 24 VDC is
always available as an output at
14 10 10
Switched +
Battery
terminal P6-4 when the 2.5 amp
circuit breaker in the junction
box is switched ON. The output
is intended for use by a
customer supplied engine
control switch.

The engine control switch
provides battery voltage through
terminal 14 to the following
components during operation in
the Auto mode, in the Start/Run
mode, and in the Stop mode:

Master ECM

Slave ECM (if equipped)

Auxiliary Sensing Module (if
equipped)

Integrated Temperature Sensing
Module (ITSM)

Fuel metering valve

For more information on these
terminals, refer to ""Inputs for
the Modes of Operation" ".
3
Kilowatt signal

For more information on this
input, refer to ""Wiring for the
Generator's Output Power" ".
13 22 124 Return
Desired Speed Input

The desired speed input may be supplied by a 0 to 5 V analog signal or by a 4 to 20 mA signal.

The method for the desired speed input must be selected with Cat ET.
5 14 101
+5 V for the
speed
potentiometer

The ECM provides the +5 V
supply to the potentiometer. The
potentiometer provides the
signal input for the desired
speed. The signal input ranges
from 0 to 5 volts.

25 15 102 Signal +
15 16 103 Return -
Provide an input of 0 VDC for
minimum high idle. Provide an
input of 5 VDC for maximum
high idle.

It is not necessary to use a
potentiometer. The 0 to 5 V
signal may be provided by a
PLC or by a load share control.

35 17 SH Shield
37 18 125
4 to 20 mA
desired speed
(+ input)
The 4 to 20 mA is an optional
method for providing the
desired speed input.

If the 4 to 20 mA method is
used to control the desired
speed, the 0 to 5 V input for the
speed must be disabled.

Provide an input of 4 mA for
minimum high idle. Provide an
input of 20 mA for maximum
high idle.

The 4 to 20 mA is an isolated
input. The positive "+" input
must be in the same circuit as
the negative "-" input.
27 23 123
4 to 20 mA
desired speed
( input)
Optional Connections
Optional Connections
Terminal
on the P6
Connector

Terminal on
the Terminal
Strip Inside
the Generator
Housing
Terminal on
the Terminal
Strip Inside
the Wall
Mounted
EMCP II+
Description

Functions and Comments
1
Fused 24
VDC
This connection provides a fused
24 VDC power supply for the
customer. The electrical power is
provided to terminal 1 via the
junction box. The electrical power
11 -Battery
Table 3
is always available when the 10
amp circuit breaker in the junction
box is switched ON.

This connection can provide a
maximum of 10 amperes.
39 29 118 Auto
If this input is not wired correctly,
the master ECM will activate a
diagnostic code.

The transitions for the input must
occur within 1/10 second.

When terminal 39 is connected to
Battery the master ECM is ready
to start the engine.

For a remote start input, the
customer must provide an
additional switch between
terminals the digital return and J6-
29 (Start/Run).

When this method is used, the
normal sequence for start-up is
initiated. When the remote start
switch is opened, a normal
shutdown is initiated. If the
cooldown is programmed, the
engine operates for the cooldown
period prior to shutdown.
24
Fuel control
relay's return

If the engine harness connector
for the GSOV is not used, this
terminal is an option for a
customer supplied harness to the
solenoid for the GSOV.

The customer may connect a
harness between this terminal and
terminal J6-21. For details, refer
to ""Wiring for the Gas Shutoff
Valve (GSOV)" ".
28 19 121
On/Off grid

If the generator will be connected
to a grid, this input must be used.

This input changes the generator's
"Grid Status" parameter to "ON"
or to "OFF".

When this terminal is not
connected to digital return or to
Battery, the "Grid Status" is
"OFF". The engine's control
system governs the engine
according to the "Governor Gain"
parameters.

When this terminal is connected
to the digital return or to Battery,
the "Grid Status" is "ON". The
engine's control system governs
the engine according to the
"Auxiliary Governor Gain"
parameters.
23 20 129
Engine
failure
The engine's control system will
activate this output when the
control system causes the engine
to be shut down.

When this output is activated, this
output is connected to ground.

This output is capable of sinking
0.3 amperes.
32 24 128
Crank
terminate
The engine's control system
activates this output when the
engine's rpm increases to the
crank terminate speed. The crank
terminate speed can be
programmed with Cat ET.

This output remains activated
until the engine's rpm is reduced
to zero.


0.3 amperes.
8 25 119
Desired
timing
This input is provided in order to
control the base timing of the
engine.

When this input is an open circuit,
the engine control will use the
"First Desired Timing".

When this input is connected to
Battery, the engine control will
use the "Second Desired Timing".

Refer to Systems
Operation/Testing and Adjusting
for additional information on the
"Desired Timing" parameters.
33 27 130
Active alarm

This output is activated if the
engine's control system detects an
alarm condition.

During an alarm condition, this

0.3 amperes.
22 28 127 Run relay
This output is activated when the
engine begins to crank. The
output remains active until the
beginning of engine shutdown.


0.3 amperes.
7 34 PDA+
Cat Data
Link +
These connections provide the
means for communicating the
status of the engine control
system, of various engine
components, and of sensors.

The Cat Data Link can be
connected to the Customer
Communication Module (CCM).
For information on connecting the
CCM, refer to the most recent
literature for the CCM.

17 36 PDA
Cat Data
Link
When the Caterpillar Software for
the CCM is loaded on a personal
computer, the program uses this
data link in order to obtain engine
information via the CCM.
12 41 42
Emergency
stop
indicator
These terminals are provided for
the customer to use as an indicator
of an emergency stop. This circuit
is normally open.

When the engine mounted
emergency stop button is pressed,
this circuit closes.

This circuit does not affect engine
operation.
2 42 41
Emergency
stop
indicator
18 13 126
Manual
prelube
At the time of this publication,
this output is not used.
Terminals for the Input for Variable Fuel BTU
Terminal

Description Functions and Comments
P6-6
4 to 20 mA for the
variable fuel BTU (+
input)
The input for variable fuel BTU is an optional method for
providing the value of the fuel's energy content to the ECM.

Use Cat ET in order to configure the ECM to accept this
input.

The customer's equipment must provide an input of 4 mA
for the minimum fuel BTU. The customer's equipment must
provide a 20 mA input for the maximum fuel BTU.

This is an isolated input. The positive "+" input must be in
the same circuit as the negative "-" input.
P6-16
4 to 20 mA for the
variable fuel BTU (-
input)
Table 4
Wiring for the Emergency Stop Circuit
The emergency stop circuit must be properly wired in order to immediately stop the engine in case of
an emergency situation. An emergency stop button is provided on the engine. An emergency stop
button is also provided on the control panel for the EMCP II+. Additional emergency stop buttons
may be installed at the site.
The circuit for the emergency stop is normally closed. If an emergency stop button is pressed, the
circuit is opened. Electrical power to the ignition system is immediately removed by the engine's
control system. If the engine's control system is controlling the GSOV, the ECM immediately
removes the voltage from the GSOV. The flow of fuel is stopped.
NOTICE
Emergency shutoff controls are for EMERGENCY use ONLY. DO
NOT use emergency shutoff devices or controls for normal stopping
procedure.
In addition to the normally closed electrical circuit for emergency stopping, the emergency stop
button is mechanically connected to another circuit that is normally open. When the emergency stop
button is pressed, this other circuit is closed. This other circuit does not affect engine operation. This
other circuit is available to the customer via terminals J6-2 and J6-12. These terminals are provided
for the customer to use as an indicator of an emergency stop.
Illustrations 12 and 13 are schematic diagrams for the emergency stop circuit.

Schematic diagram for the emergency stop circuit
The EMCP II+ is mounted on top of the generator.

Schematic diagram for the emergency stop circuit
The EMCP II+ is wall mounted.
Wiring for the Gas Shutoff Valve (GSOV)
The GSOV must be energize-to-run. The GSOV may be supplied by the customer or by Caterpillar.
Usually, the GSOV is installed when the piping for the fuel is installed at the site. The GSOV may be
controlled by the engine's control system or by the customer's equipment. The GSOV is also called
the fuel control relay.
The ECM can supply a maximum continuous current of 1.5 amperes to the GSOV. A relay must be
installed if the GSOV requires a continuous current that is greater than 1.5 amperes.
When the engine's control system controls the GSOV, the ECM supplies voltage to the GSOV. The
valve opens in order to allow fuel to flow to the engine. When voltage is removed from the GSOV,
the valve closes and the fuel flow stops.
When the customer's equipment controls the GSOV, the equipment must include the necessary logic
in order to ensure that the GSOV opens and the GSOV closes at the appropriate times.
There are several options for wiring the GSOV. Consider the following information:
The circuit for the GSOV must be complete in order for the engine to crank.
The circuit for the GSOV must remain complete in order for the engine to run.
The GSOV can be connected anywhere in the circuit.
Some possible configurations are discussed in the following paragraphs.
The GSOV is controlled by the customer's equipment. In this case, the circuit for the engine's
control system must be a complete path. The circuit must include a resistor. Otherwise, a diagnostic
code will be activated and the engine will not start. Illustration 14 is an example of this type of
installation.

The GSOV is controlled by the customer's equipment.
The GSOV is controlled by the engine's control system. The engine harness is used for the
connection. The customer may supply an additional switch in the electrical circuit for the GSOV. If
the customer does not provide an optional switch, the circuit must be closed. Refer to Illustration 15
for an example of this type of installation.

The GSOV is controlled by the engine's control system.
The GSOV is controlled by the engine's control system. The GSOV is connected to a harness
that is provided by the customer. The customer may supply an additional switch in the electrical
circuit for the GSOV. Refer to Illustration 16 for an example of this type of installation.

The GSOV is controlled by the engine's control system. The GSOV is connected via wiring that is provided by the customer.
Wiring for Monitoring the Generator's Output Power
The ECM monitors the generator's output power in order to accurately control the air/fuel ratio. The
ECM uses an output from one of the following sources in order to monitor the generator's output
power:
EMCP II+
Programmable Logic Controller (PLC)
Wattmeter
The PLC and the wattmeter are also called power sensors.
If the generator is equipped with the EMCP II+, information on the engine load is provided via the
Cat data link. The wiring is installed at the factory. No additional connections are needed.
If the generator is not equipped with the EMCP II+, information on the engine load must be provided
by a power sensor.
The power sensor's output to the ECM must be an analog signal with a range of 0 to 4.8 VDC. The
power sensor's output must have a linear relationship with the generator's output power. The accuracy
of the wattmeter's output must be within one percent of the generator's actual output power.
The engine's control system includes parameters that allow the ECM to accurately estimate the
generator's output power. The values for these parameters are modified by using Cat ET. To identify
the parameters for the wattmeter, Cat ET labels the parameters "Generator Output Power Sensor".
For details on these parameters, refer to Systems Operation, Testing and Adjusting, RENR5978,
"Electronic Control System Parameters".
There are two possible configurations for the wiring for the load signal. Refer to Illustrations 17 and
18 for typical installations.


Schematic of the wiring for the load signal. The engine is not equipped with an auxiliary sensing module.
For the actual wiring, refer to the generator's schematic diagram. The potentiometer is optional. For further information,
refer to Troubleshooting, "Ganerator Output Power Sensor - Set".


Schematic of the wiring for the load signal. The engine is equipped with an auxiliary sensing module.
For the actual wiring, refer to the generator's schematic diagram. The potentiometer is optional. For further information,
refer to Troubleshooting, "Ganerator Output Power Sensor - Set".
(5) Harness connector
Inputs for the Modes of Operation
The engine's control system has three active modes of operation: Start/Run, Auto and Stop. The mode
of operation is determined by three inputs on the J1 connector. A mode is activated when the terminal
for the mode is connected to the digital return or to the Battery.
Table 5 lists the valid combinations of the inputs. Combinations that are not shown in Table 5 will
activate a diagnostic code. The transition between modes must occur within 1/10 second. If the
transitions do not occur within 1/10 second, a diagnostic code is activated.
Valid Configurations of Terminals for the Engine's Mode of Operation
Mode
Input
P6-19 P6-29 P6-39
Off/Reset No
(1)
No No
Start/Run
Yes
(2)
No No
Yes No Yes
Auto No No Yes
Table 5
Stop No Yes No
( 1 )
The "No" indicates that the terminal is not connected to the digital return or Battery.
( 2 )
The "Yes" indicates that the terminal is connected to the digital return or Battery.
Illustration 19 is a schematic of the inputs and of the switched +Battery supply to the engine's control
system.

Schematic of the inputs for the modes of operation
The slave ECM is not present on 20 cylinder engines. The Auxiliary Sensing Module is optional.
Off/Reset - When none of the inputs are connected to the digital return or to the Battery, the engine
is in the Off/Reset mode. The switched +Battery supply to the engine's control system is off. Any
active diagnostic codes are cleared.
Start/Run - The engine start sequence begins when terminal J6-29 is connected to the digital return
or to the Battery. Switched +Battery power is supplied to the engine's control system. The engine
will run until terminal J6-29 is disconnected from the digital return or from the Battery. When
terminal J6-29 is disconnected, the normal shutdown sequence is initiated. If the cooldown feature is
programmed, the engine operates for the cooldown period prior to shutdown.
Auto - When terminal J6-39 is connected to the digital return or to the Battery, the engine's control
system is in the AUTO mode. Switched +Battery power is supplied to the ECM. The engine will not
start unless terminal J6-29 is also connected to the digital return or to the Battery. This can be
accomplished with a customer supplied remote start switch.
When terminals J6-29 and J6-39 are connected to the digital return or to the Battery, the engine start
sequence is initiated. The engine will run until terminal J6-29 is disconnected from the digital return
or from the Battery. When terminal J6-29 is disconnected, the normal shutdown sequence is
initiated. If the cooldown feature is programmed, the engine operates for the cooldown period prior to
shutdown. The engine's control system will remain in the Auto mode.
In the Auto mode, terminal J6-29 is used to control both the engine start sequence and the shutdown
sequence.
Stop - If the engine is running, the shutdown sequence begins when terminal J6-29 or terminal J6-39
is disconnected from the digital return or from the Battery and terminal J6-19 is connected to the
digital return or to the Battery. If the cooldown feature is programmed, the engine operates for the
cooldown period prior to shutdown. In this mode, the switched +Battery power is still supplied to the
ECM.
Initial Start-Up Procedure
Ensure that all of these factors are in proper condition prior to the initial start-up: engine installation,
driven equipment, all of the related hardware and electrical connections. Failure to perform the
commissioning procedure could result in unsatisfactory operation.
Perform the following procedure for the initial start-up and for start-up after major maintenance
and/or repair.
Verify that the connections between the engine's control system and the customer's equipment
are connected properly.
1.
If the information on the generator's output power is provided by a power sensor, check the
power sensor's offset voltage. Refer to Troubleshooting, "Generator Output Power Readings Do
Not Match". Continue with this procedure after you have minimized the power sensor's offset
voltage.
2.
Connect Cat ET to the service tool connector. Refer to ""Connecting Cat ET with the 171-4401
Communication Adapter II " ".
3.
Set the engine control to the STOP mode. Test each emergency stop button before the engine is
started in order to verify that the engine's control system generates an E264 event code.
4.
After the operation of each emergency stop has been verified, set the engine control to the
Off/Reset mode.
Note: Check the generator's protective devices prior to start-up. Some of the generator's
protective devices can only be checked during engine operation.
Check the generator's protective devices for proper operation. 5.
Turn on the jacket water heater. Verify that the heat is set to 45 to 65 C (113 to 150 F). 6.
Note: The engine may be difficult to start if the jacket water coolant temperature is below 43
C (110 F).
Note: The spark plugs may become fouled with moisture condensation if the engine is cranked
and the jacket water coolant temperature is below 43 C (110 F).
Inspect the inlet air system. Make sure that the system does not leak. Make sure that the system
is free of debris.
7.
Inspect the fuel supply system. Make sure that the system does not leak. Make sure that the
system is free of debris. Blow any debris from the fuel lines.
8.
Connect a properly calibrated emissions analyzer to the exhaust stack. 9.
Perform the daily inspection and all of the daily maintenance procedures that are scheduled in
Operation and Maintenance Manual, SEBU7681, "Maintenance Interval Schedule".
10.
Set the engine control to the STOP mode. Use the "Monitoring System" screen from the
"Service" drop-down menu on Cat ET to view the default settings of the trip points for the
alarms. Adjust the settings, if necessary.
11.
For the necessary values of the operating parameters, refer to the applicable Data Sheet on
engine performance in the engine's Technical Marketing Information (TMI).
Use the "Configuration" screen from the "Service" drop-down menu on Cat ET to view the
configuration parameters.
12.
Note: Use the data from the gas analysis and from Caterpillar Software, LEKQ6378,
"Methane Number Program" in order to determine the correct settings for the "Fuel
Quality" and the "Gas Specific Gravity" parameters.
View the parameters that are listed in Table 6. Program the parameters, if necessary. a.
Incorrect programming of the parameters may lead to complaints about performance
and/or to engine damage. For details, refer to your engine's Systems Operation, Testing
and Adjusting manual.
Systems Operation/Testing and Adjusting, KENR6834, "G3516C and G3516E
Engines"
Systems Operation/Testing and Adjusting, RENR5978, "G3520C and G3520E

Generator Set Engines"
Note: If the generator set is equipped with an EMCP II+ system, it is not necessary to
program the "Generator Output Power Sensor Scale Factor" and the "Generator Output
Power Sensor Offset".
Configuration Parameters for G3500C Engines
Timing Control
"First Desired Timing"
"Second Desired Timing"
Air/Fuel Ratio Control
"Fuel Quality Input Type Configuration"
(1)

"Fuel Quality Sensor LHV Lower Set Point"
(1)

"Fuel Quality Sensor LHV Upper Set Point"
(1)

"Fuel Quality"
"Gas Specific Gravity"
"Fuel Specific Heat Ratio"
"Desired Emission Gain Adjustment"
"Air/Fuel Proportional Gain"
"Air/Fuel Integral Gain"
Speed Control
"Low Idle Speed"
"Minimum High Idle Speed"
"Maximum High Idle Speed"
"Engine Accel. Rate"
"Desired Speed Input Configuration"
Table 6
"Governor Type Setting"
"Engine Speed Droop"
"Governor Proportional Gain"
"Governor Integral Gain"
"Governor Derivative Gain"
"Auxiliary Proportional Governor Gain 1"
"Auxiliary Integral Governor Gain 1"
"Auxiliary Derivative Governor Gain 1"
Start/Stop Control
"Driven Equipment Delay Time"
"Crank Terminate Speed"
"Engine Purge Cycle Time"
"Engine Cooldown Duration"
"Cycle Crank Time"
"Engine Overcrank Time"
"Engine Speed Drop Time"
"Engine Pre-lube Time Out Period"
Monitoring and Protection
"High Inlet Air Temp Load Set Point"
Power Monitoring
"Generator Output Power Sensor Scale Factor"
"Generator Output Power Sensor Offset"
"Engine Output Power Configuration"
"Engine Driven Accessory Load Configuration"
Information for the ECM
"Engine Serial Number"
"Equipment ID"
"Customer Password #1"
"Customer Password #2"
"Total Tattletale"
( 1 )
This parameter applies to engines that are equipped with software that supports an input for variable
fuel BTU.
Turn ON the fuel supply to the engine. Verify that no gas is leaking. Verify that the gas does
not flow past the GSOV.
13.
Unburned gas in the air inlet and exhaust system may ignite when the
engine is started. Personal injury and/or damage may result.
Before starting an engine that may contain unburned gas, purge the
unburned gas from the air inlet and exhaust system. Refer to
"Unburned Gas - Purge".
Start the engine. 14.
The engine will accelerate to low idle rpm. Operate the engine at low idle. Verify the following
conditions:
Proper engine oil pressure
No fluid leaks
No gas leaks
Several attempts may be required for the initial start-up before air is purged from the fuel lines.
Note: If the engine will not start, use Cat ET to check for diagnostic codes and for event codes.
Correct any active conditions before you attempt to start the engine again.
After the engine is running, test the operation of each emergency stop button. 15.
After each test, reset the emergency stop button and set the engine control to the Off/Reset
mode. Then restart the engine. After all of the emergency buttons have been tested, use Cat ET
to clear the event codes from the ECM.
Note: Some of the generator's protective devices can be checked prior to start-up. Some of the
generator's protective devices can only be checked during engine operation.
Check the generator's protective devices for proper operation. 16.
Increase the engine speed to high idle rpm. Verify that the engine is stable. 17.
If the engine is unstable, perform the following procedure.
Record the values for these parameters: a.
"Governor Gain Factor"
"Governor Stability Factor"
"Governor Compensation Factor"
Set the values for the "Governor Gain Factor", "Governor Stability Factor", and
"Governor Compensation Factor" parameters to zero.
b.
Adjust the "Fuel Quality" parameter until the engine becomes stable and the exhaust
oxygen is approximately four percent. Verify that the exhaust port temperatures are
below the setpoint for a warning.
c.
Adjust the primary governor. Refer to ""Adjusting the Governor" ". d.
Select the "Information" drop-down menu in order to view the status parameters. Review the
values of the status groups on Cat ET. Verify that the pumps for the cooling system are
operating. Verify that the cooling system temperatures and the cooling system pressures are
within the correct operating ranges.
18.
Close the main circuit breaker for the generator in order to engage the generator. 19.
Note: When the engine load exceeds 25 percent, the air/fuel ratio control will operate in the
feedback mode.
Slowly ramp the load up to 30 percent. 20.
Note: When the air/fuel ratio control is in the feedback mode, the Fuel Correction Factor (FCF)
may no longer be 100 percent. The ECM may adjust the FCF in order to compensate for the
fuel quality and for the ambient conditions.
Set the "Desired Emission Gain Adjustment" to a value of "100". 21.
Verify that the value of the "Generator Real kW" parameter in Status Group 1 is within one
percent of the generator's output power.
22.
If the reading on Cat ET is not within one percent of the generator's output power, refer to
Troubleshooting, "Generator Output Power Readings Do Not Match".
When the value of the "Generator Real kW" parameter is within one percent of the generator's
output power, continue with this procedure.
Slowly ramp up to 50 percent load. Allow the jacket water coolant temperature to reach 75 C
(167 F).
23.
Slowly ramp up to 70 percent load. Verify that the engine is stable. 24.
If the engine is unstable, adjust the auxiliary governor. Refer to ""Adjusting the Governor" ".
Verify that the NO
x
emissions are above the desired full load setting. 25.
Slowly ramp up to 100 percent load. Verify that the engine is stable. 26.
If the engine is unstable, adjust the auxiliary governor. Refer to ""Adjusting the Governor" ".
Verify that the value of the "Generator Real kW" parameter is within one percent of the
generator's output power.
27.
Adjust the "Desired Emission Gain Adjustment" parameter in order to obtain the values of
emissions that are required at the site.
28.
To lean the air/fuel mixture, decrease the gain adjustment.
To richen the air/fuel mixture, increase the gain adjustment.
A small change in the "Desired Emission Gain Adjustment" causes a large change in the actual
exhaust emissions. For example, an adjustment of one percent in the parameter's value will
result in a change of 20 to 40 ppm in the actual level of NO
x
.
When you adjust the exhaust emissions, make a small change in the value of the gain. Wait
until the system stabilizes. Check the emissions again. Repeat the process until the desired
emissions level is achieved.
Use the emissions analyzer in order to verify that the values of emissions meet the requirements
of the site.
Record the data from all of the status groups on Cat ET. Save the data for future reference. 29.
Adjusting the Governor
The response of the throttle actuator can be adjusted with the Caterpillar Electronic Technician (Cat
ET). Use Cat ET to change these three parameters:
"Governor Gain Factor"
"Governor Stability Factor"
"Governor Compensation Factor"
The default values should be sufficient for initial start-up. However, the values may not provide
optimum performance.
These adjustments are provided in order to obtain optimum responses to changes in the load and in
the speed. The adjustments also provide stability during steady state operation.
If you have a problem with instability, always investigate other causes before you adjust the governor.
For example, diagnostic codes and unstable gas pressure can cause instability.
When you adjust the primary governor, make sure that the "Grid Status" parameter is "Off". When
you adjust the auxiliary governor, make sure that the "Grid Status" parameter is "On".
To change the "Governor Gain Factor", the "Governor Stability Factor", or the "Governor
Compensation Factor", use the "Real Time Graphing" feature on the "Information" drop-down menu
of Cat ET. The graph provides the best method for observing the effects of your adjustments.
After you make adjustments, always test the stability by interrupting the engine speed and/or load.
Operate the engine through the entire range of speeds and of loads in order to ensure stability.
Note: Adjustment of the "Governor Gain Factor" directly affects the speed of the throttle actuator
when there is a difference between the actual engine speed and the desired engine speed. An
excessive increase of the "Governor Gain Factor" may amplify instability.
To set the "Governor Gain Factor", increase the "Governor Gain Factor" until the actuator becomes
unstable. Slowly reduce the "Governor Gain Factor" in order to stabilize the actuator. Observe that the
engine operates properly with little overshoot or undershoot.
The adjustment of "Governor Stability Factor" dampens the actuator's response to changes in load and
in speed. Increasing the "Governor Stability Factor" provides less damping. Decreasing the "Governor
Stability Factor" provides more damping. To reduce overshoot, decrease the "Governor Stability
Factor". To reduce undershoot, increase the "Governor Stability Factor".
Note: An increase of the "Governor Stability Factor" may require a decrease of the "Governor Gain
Factor" in order to maintain a stable operation.
Illustration 20 shows some typical curves for transient responses.


Typical response curves
(Y) Engine speed
(X) Time
(1) The "Governor Gain Factor" is too high and the "Governor Stability Factor" is too low. There is a large overshoot on
start-up and there are secondary overshoots on transient loads.
(2) The "Governor Gain Factor" is slightly high and the "Governor Stability Factor" is slightly low. There is a slight
overshoot on start-up but the response to transient loads is optimum.
(3) The "Governor Gain Factor" is slightly low and the "Governor Stability Factor" is slightly high. There is optimum
performance on start-up but slow response for transient loads.
(4) The "Governor Gain Factor" is too low and the "Governor Stability Factor" is too high. The response for transient
loads is too slow.
(5) The response to transient loads is adjusted for optimum performance.
Decrease the "Governor Compensation Factor" until a slow, periodic instability is observed. Then,
slightly increase the "Governor Compensation Factor". Repeat the adjustments of the "Governor Gain
Factor" and of the "Governor Stability Factor". Continue to increase the "Governor Compensation
Factor" and readjust the "Governor Gain Factor" and the "Governor Stability Factor" until stability is
achieved and the engine's response to changes in load and in speed is optimized.
Illustration 21 is a graphic representation of adjusting the "Governor Compensation Factor".

The increased width of the line for the actuator voltage indicates that the throttle actuator is more active as the "Governor
Compensation Factor" increases.
(Y) Actuator voltage
(X) Time in seconds

Unburned Gas Purge
The following events cause unburned gas to remain in the air inlet and in the exhaust manifold:
Emergency stop
Engine overspeed
The engine control is set to the STOP mode and the gas shutoff valve does not close.
Unsuccessful successive attempts to start the engine
Unburned gas may remain in the air inlet and exhaust system after several unsuccessful attempts to
start the engine. The unburned gas may increase to a concentration that may ignite during a successive
attempt to start the engine.
Perform the following procedure in order to purge the unburned gas:
Connect Cat ET to the engine. 1.
Verify that the value of the "Engine Purge Cycle" parameter is equal to ten seconds less than
the value of the "Crank Cycle" parameter.
2.
Set the engine control to the START mode. The engine will crank for the "Engine Purge Cycle"
time. Then, the gas shutoff valve will be energized and the ignition will be enabled. The engine
will start.
3.
Continue with your previous procedure. 4.
Copyright 1993 - 2011 Caterpillar Inc.
All Rights Reserved.
Private Network For SIS Licensees.
Sun Jan 30 15:06:09 EST 2011

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Systems Operation/Testing and Adjusting, KENR6834, "G3516C and G3516E Engines"

Ensure that all grounds are secure and free of corrosion.

Systems Operation/Testing and Adjusting, RENR5978, "G3520C and G3520E

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