ACERTTMTM

Technology
for On-Highway Engines

This presentation covers the new product introduction for the C11 thru C15 on-
highway engines using ACERT technology.

The presentation can be downloaded from the Service Training Website.

Service Training website URL:

https://psmktg.cat.com/srvtrng/index.htm

1
 ACERT Technology

What does ACERT stand for?

Advanced
Combustion
Emissions
Reduction
Technology

What does ACERT stand for?

Advanced
Combustion
Emissions
Reduction
Technology

2
 What is ACERT Technology?

“ACERT technology is a series of

evolutionary, incremental improvements
that provide a breakthrough engine
technology built on systems and
components that have been developed
by Cat with proven reliability.”

John Campbell, director of on-highway engine products,

Caterpillar Power Systems Division

So, what is ACERT technology?

In a recent press announcement, John Campbell, director of on-highway engine

products -- Caterpillar Power Systems Division, described it this way, “ACERT
technology is a series of evolutionary, incremental improvements that provide a
breakthrough engine technology built on systems and components that have been
developed by Cat with proven reliability."

As technicians, trainers, technical communicators, or whatever engine related job

best describes each of us, it is reassuring to know that although we are dealing with
breakthrough technology, it is based on a familiar platform.

3
 ACERT Technology

ƒ What engines are affected?

ƒ What does ACERT look like?
ƒ How does ACERT work?
ƒ How is ACERT Different?
ƒ What are the advantages of ACERT?
ƒ Any extra maintenance required?

•What engines are affected?

• What does ACERT look like?
• How does ACERT work?
• How is ACERT Different?
• What are the advantages of ACERT?
• Any extra maintenance required?

4
 What Engines Are
Affected?
C-10 is now a C11 (11.1L)
C-12 is now a C13 (12.5L)
C-15 is now a C15 (went from 14.6L to
15.2L)

Current production engines will be phased out of off-highway applications and

ACERT technology engines will be used across Caterpillar line. ACERT technology
engines can be identified by the lack of a hyphen in the model designation.

5
 How Are They Different?
C-10 C11 C-12 C13 C-15 C15
ACERT ACERT ACERT
Bore 125 mm 130 mm 130 mm 130 mm 137 mm 137.2 mm

Stroke 140 mm 140 mm 150 mm 157 mm 165 mm 171.5 mm

Oil type CH-4 CH-4 CH-4 CH-4 CH-4 CH-4

Oil change 500 hrs 500 hrs 500 hrs 500 hrs 500 hrs 600 hrs
interval

Oil change intervals and basic maintenance remains basically the same as current
models. Should relay on SOS to determine individual requirements.
Engines can use the new CI-4 oil. CI-4 oil was developed for EGR engines. The –4
signifies 4 stroke diesel on-highway truck engines.

6
 What Does ACERT
Technology Look Like?

7
Current C-12

8
 C11/C13

Composite one piece valve cover, twin series turbochargers, jacket water pre-cooler,
pilot injection, intake valve actuation, increased displacement, and improved
software are the main changes. The C11 and C13 share basic block and hardware.
They have a common bore size.

9
Current C-15

10
 C15

Same basic modifications as the C11/C13 ACERT engines. C15/C18 share basic
block and hardware, but use different crank and pistons.

11
 How Does ACERT
Technology Work?
ƒ Precise control of air quantity
ƒ Control of cylinder pressure
ƒ Precise control of fuel quantity and timing
ƒ Redesigned combustion chamber
ƒ Exhaust aftertreatment

1. Through series turbocharging and inlet air temperature control. (ATAAC and
JWPC)
2. Intake valve actuation
3. Improved software
4. Catalytic Converter Muffler (CCM)

12
 How Is ACERT Technology
Different?
ƒ Series turbochargers
ƒ JWPC - Jacket Water Pre-cooler
ƒ Intake valve actuation
ƒ Pilot injection
ƒ More advanced software
ƒ Exhaust Aftertreatment

1. High pressure turbocharger uses a wastegate for controlling boost.

2. JWPC – Jacket Water Pre-cooler used to cool the air before it enters the
ATAAC. Used to reduce the air temperature from the turbochargers.
3. Hydraulic/electric device that holds the intake valves open during the
compression stroke until the ECM determines when to close the intake valves
(between 120 and 53 degrees BTDC). This reduces cylinder pressure and heat in
the cylinder during the compression stroke. Inlet valves are held 3 mm (0.118 in)
off of the valve seats.
4. A small amount of fuel is injected into the combustion chamber in order to start
the combustion process before the main injection takes place.
5. A catalytic converter is used in order to reduce the unburned hydrocarbons from
the exhaust.

13
 Intake Valve Actuation
ƒ Holds inlet valve open 3 mm (0.118)
ƒ Controls intake valve timing BTDC
ƒ Not operational when engine oil temperature
is below 20 degrees C (68 degrees F)
ƒ Operational from 1100 - 2100 rpm @ 20 - 100%
torque

1. Hydraulic/electric device that holds the intake valves open during the
compression stroke until the ECM determines when to close the intake valves
(between 120 and 53 degrees BTDC). This reduces cylinder pressure during the
compression stroke.

14
 Intake Valve Actuation Oil
Flow Schematic
Orifice

Snubber
Piston Accumulator
orifice
Actuation Check valve
solenoid
Orifice
Oil sump
Orifice check valve
Oil
Oil supply rail pressure
solenoid
Oil galley
Oil sump

The intake valve actuation system oil pressure solenoid is a normally closed valve.
The actuation solenoid is a normally open valve. Engine oil is directed to the piston
assembly at all times. This will cause the piston to be fully extended by the low
pressure oil. When the inlet rocker arm comes into contact with the piston, the force
of the valve springs will push the piston back into its bore.
The path for the oil to escape is blocked when the actuation solenoid valve is
energized. This will cause the piston to maintain its fully extended position when
the inlet rocker arm comes into contact with the piston. The inlet valves are held 3
mm (0.118 in) open.
The accumulator reduces the amount of valve bounce when the inlet rocker arm
comes into contact with the piston assembly.
The snubber controls the velocity at which the inlet valves close when the solenoid
is de-energized.
The orifice that goes to the oil sump is used as an air bleed.

15
 C11/13 Compression Brake
Oil Flow Schematic
Cylinder 1

Check valves Drain line

Cylinder 2

Actuator valve Slave piston Master piston

Oil Sump
Engine supply oil

The solenoid valve is a normally open valve. Engine oil is directed to the piston
assembly at all times. This will cause the piston to be fully extended by the low
pressure oil. When the inlet rocker arm comes into contact with the piston, the force
of the valve springs will push the piston back into its bore.
The path for the oil to escape is blocked when the solenoid valve is energized. This
will cause the piston to maintain its fully extended position when the inlet rocker
arm comes into contact with the piston. The inlet valves are held 3 mm (0.118 in)
open.
The accumulator reduces the amount of valve bounce when the inlet rocker arm
comes into contact with the piston assembly.
The snubber controls the velocity at which the inlet valves close when the solenoid
is de-energized.
The oil rail control valve is normally closed.
The orifice that goes to the oil sump is used as an air bleed.

16
 Coolant Flow Schematic
Temperature Regulator

Cylinder Head

Engine Block
Radiator

Oil Cooler

Water Pump

Coolant diverter valve JWPC

JWPC – Jacket Water Pre-cooler used to cool the air before it enters the ATAAC.
Used to reduce the air temperature from the HP stage turbo. The JWAC is not used
at low idle or under low loads, the cooling system temperature would drop causing
engine overcooling. The engine coolant diverter valve is normally open.

17
 Inlet Air Flow Schematic
Inlet

Cylinder Head Aftercooler

Exhaust Manifold

JWPC
Series Turbochargers

Exhaust
Air Cleaner

JWPC – Jacket Water Pre-cooler used to cool the air before it enters the ATAAC.
Used to reduce the air temperature from the turbochargers.

18
 C11/ C13 Series
Turbochargers
One high pressure
One low pressure
One wastegate

Engines use a low pressure turbocharger, a high pressure turbocharger and the
JWPC.

19
 C15 Series Turbochargers

Engines use a low pressure turbocharger, a high pressure turbocharger and the
JWPC.

20
 C11/C13 JWPC
Jacket
Water
Pre-cooler

JWPC – Jacket Water Pre-cooler is used to cool the air before it enters the ATAAC.

21
 C13 Engine Coolant
Diverter Valve

Engine Coolant
Diverter Valve

The engine coolant diverter valve stops coolant flow through the JWPC when the
air temperature is cold or the engine is not up to operating temperature.

22
 C11/C13 Intake Valve
Actuation
Intake Valve
Actuator with a
Caterpillar brake

One piece unit on C11/C13 engines. Works as a engine brake and controls inlet
valve timing during the compression stroke.

23
 C13 Intake Valve Actuation
System Oil Pressure
Solenoid
Intake Valve
Actuation System
Oil Pressure
Solenoid

Pressure sensor and the oil temperature sensor (68 degrees F) sends signal back to
ECM. ECM controls intake valve actuation pressure through a intake valve
actuation system oil pressure solenoid. This valve allows pressure to be relieved by
sending oil back to oil sump.

24
 C15 JWPC
Jacket
Water
Pre-cooler

JWPC – Jacket Water Pre-cooler is used to cool the air before it enters the ATAAC.

25
 C15 Engine Coolant
Diverter Valve

Engine Coolant
Diverter Valve

The engine coolant diverter valve stops coolant flow through the JWPC when the air
temperature and the engine coolant is cold.

26
 C15 Intake Valve Actuation

Intake Valve
Actuation

Not part of the

compression
brake

Controls inlet valve timing. This is separate from the compression brake.

27
 C15 Intake Valve Actuation

Requires
adjustment

Mounted on three
studs

1. Loosen jam nuts.

2. Follow inlet valve adjustment procedure (number 1 cylinder on TDC
compression stroke, set intake valve actuators on cylinders 1,2,4. Rotate engine
360 degrees and set intake valve actuators on cylinders 3, 5, 6).
3. Set intake valve actuator clearance to 0.50 +/- 0.08 mm (0.020 +/- 0.001 in)
4. Tighten jam nuts to 50 +/- 10 Nm

28
 C15 Intake Valve Actuation
System Oil Pressure Sensor
Intake Valve
Actuation System
Oil Pressure Sensor

Intake Valve
Actuation System
Oil Pressure
Solenoid

Intake valve actuation system oil pressure sensor and the oil temperature sensor (68
degrees F) sends signal back to ECM. ECM controls intake valve actuation pressure
through a intake valve actuation system oil pressure solenoid. This solenoid allows
pressure to be relieved by sending oil back to oil sump.

29
 C15 Intake Valve Actuation
Oil Supply
Oil is supplied to
the intake valve
actuation through
a passage in the
cylinder head

30
 C15 Rocker Arms

Intake valve
actuation operates
the intake valves

The intake rocker

arm has an
extension

The intake valves are held open by the intake valve actuator assembly according to
the information received by the ECM.

31
 Adjustments

Set the valve clearance and the

compression brake clearance on the C15
before mounting the intake valve
actuator.

Set the valve clearance on the C11/C13

before mounting the intake valve
actuator/Cat brake.

Use normal valve and compression brake setting procedures before mounting
the intake on the C15 engine. Lack of access to the valve adjustments prevents
their setting with the intake mounted on the C15 engine.

Set the valve clearance on the C11/C13 engines before mounting the intake
valve actuator / Cat brake. The intake valve actuator / Cat brake blocks access to
the valves for adjustment.

32
 C11/13 Actuator Mounting
100 +/- 20 Nm
100 +/- 20 Nm

100 +/- 20 Nm

100 +/- 20 Nm

Tighten M12 mounting bolts to 100 +/- 20 Nm.

33
 C11/13 Intake Valve
Actuator Clearance
Adjustment
Intake valve
actuation
clearance
setting

Loosen jam nuts on top of intake valve actuator, then back adjusting screws off
(CCW). Intake rocker arm must be on its base circle of the camshaft.

34
 C11/13 Intake Valve
Actuator Clearance

Set Clearance to
.024 in

Use a feeler gauge in between the rocker arm and the actuation pin and set the
clearance:
Then torque the jam nut to 50 +/- 10 Nm.
Follow inlet valve adjustment procedure (number 1 cylinder on TDC compression
stroke, set Intake Valve Actuator on cylinders 1, 2, 4. Rotate engine 360 degrees
and set Intake Valve Actuator on cylinders 3, 5, 6)

35
 C11/13 Cat Brake
Clearance
Cat Brake clearance
setting to 0.025 in

Use a feeler gauge in between the rocker arm and the actuation pin and set the
clearance.

36
 C11/13 Cat Brake
Adjustment
Torque lock
nut to 15 Nm

Use a feeler gauge in between the rocker arm and the actuation pin and set the
clearance to 0.025 in.
Then torque the jam nut to 15 +/- 3 Nm.

37
 C15 Actuator Mounting
1 3

Tighten the three mounting nuts starting with the center nut.

38
 C15 Clearance Adjustment

Intake valve
actuation
clearance setting

Loosen jam nuts on top of intake valve actuation, then back adjusting screws off
(CCW). Intake rocker arm must be on its base circle of the camshaft.

39
 C15 Clearance Adjustment

Intake valve
actuation
clearance setting

Use a feeler gauge in between the rocker arm and the actuation pin and set the
clearance to 0.50 +/- .08 mm (0.020 +/- 0.003). Then torque the jam nut to 50 +/- 10
Nm.
Follow inlet valve adjustment procedure (number 1 cylinder on TDC compression
stroke, set intake valve actuation clearance on cylinders 1,2,4. Rotate engine 360
degrees and set intake valve actuation clearance on cylinders 3, 5, 6).

40
 C11/C13 Cylinder Head

Intake valve
actuation wiring
connector

Injector and brake

wiring connector

Two electrical connectors for overhead wiring.

41
 C11/C13 Piston
Piston is one piece

Coating on piston skirt

Piston has a coating used to prevent scuffing of cylinder liner.

42
 C15 Cylinder Head
Intake valve actuation Injector and brake
wiring connector
wiring connector

Two electrical connectors for the overhead wiring.

43
 C15 Piston Assembly

Piston is one piece design

C15 uses a one piece steel piston. Connecting rod has four cap bolts and a oil hole
through the beam to lubricate the wrist pin.

44
 C15 Connecting Rod
Assembly
Connecting rod cap uses
four bolts

The connecting rod uses four bolts on the crankpin end. Follow the correct
tightening sequence in the specification manual.

45
 Pilot Injection

Pilot injection is a small quantity of fuel that

is injected before the main injection of fuel.

Pilot injection is a small quantity of fuel that is injected before the main injection of
fuel. This helps reduce emissions and combustion noise.

46
 Aftertreatment

• What does it look like?

• What does it do?
• Troubleshooting
– How do we know if it’s plugged?
– What do we do about it?
• Why do the OEMs carry the parts?

47
 Aftertreatment

What does it look like?

48
Catalytic Converter Muffler
(CCM)
Diffuser Can converter

Axial inlet

flow
Side inlet

49
 Aftertreatment

Independent Catalytic Converter (ICC)

Converter
can
Inlet cone Exit
(with diffuser) cone

converter

50
 Components of the
Aftertreatment
Key
Key components:
components:
•substrate
•substrate
•catalyst
•catalyst coating
coating

single
single
channel
channel
(cross
(cross
section)
section)

Substrate
Substrate
(honeycomb)
(honeycomb)

51
 Diesel Oxidation Converter
Substrate
Substrate (ceramic
(ceramic or
or metallic)
metallic) Washcoat
Washcoat (Al
(Al22O
O33))

HC
HC CO
CO22
Catalyst
Catalyst -- Pt
Pt
CO
CO H
H22O
O
NOx
NOx NOx
NOx
PM
PM (soot+SOF+sulfates)
(soot+SOF+sulfates)
PM
PM (soot+sulfates)
(soot+sulfates)

O
O22 O
O22

Magnified
Magnified pictorial
pictorial of
of single
single channel
channel in
in the
the converter
converter
(~35,000
(~35,000 channels
channels in
in 10.5”
10.5” dia.
dia. converter)
converter)

Exhaust going into converter

HC = Hydrocarbon
CO = Carbon Monoxide
Nox = Nitrogen Oxide or Oxides of Nitrogen
PM (soot+SOF+sulfates)
O2 = Oxygen

Exiting the converter

CO2 = Carbon Dioxide

H2O = Water
Nox = Nitrogen Oxide or Oxides of Nitrogen
PM (soot+sulfates)
O2 = Oxygen

(Al2O3) = Aluminum Oxide

52
 Diesel Oxidation Converter

• Similar (but different) to catalytic converter on

automobiles
– Cooler, lean exhaust, different reactions
• Precious metal based (Platinum)
• Mature technology
– In production a Cat since 1994
• Development for October 2002 in area of
optimization
– Size, precious metal loading, etc.

•Similar (but different) to catalytic converter on automobiles

–Cooler, lean exhaust, different reactions
•Precious metal based (Platinum)
•Mature technology
–In production a Cat since 1994
•Development for October 2002 in area of optimization
–Size, precious metal loading, etc.

53
 Diesel Oxidation Converter
ƒ Oxidation Catalyst History at
Caterpillar
ƒ Oxicat in production since ‘94
ƒ Over 50,000 units
ƒ Developed a “low cost” Oxicat in ‘00 - ‘01
ƒ 3126E application
ƒ Over 40,000 units

•Oxidation Catalyst History at Caterpillar

•Oxicat in production since ‘94
ƒOver 50,000 units
•Developed a “low cost” Oxicat in ‘00 - ‘01
ƒ3126E application
ƒOver 40,000 units

54
 Troubleshooting
• ACERT technology aftertreatment is
essentially same as current 3126E
• Differences:
– Larger cell channels (300 cells/in22 instead
of 400 cells/in22)
– Most trucks will have dual exhaust stacks
– Also some Independent catalytic
converters

•ACERT technology aftertreatment is essentially same as current 3126E

•Differences:
•Larger cell channels (300 cells/in2 instead of 400 cells/in2)
•Most trucks will have dual exhaust stacks
•Also some Independent catalytic converters

55
 Troubleshooting
• Raw fuel and/or oil in the catalyst will
cause problems
• Increased back pressure
• Increased exhaust temperature
• Deteriorated catalytic action

•Raw fuel and/or oil in the catalyst will cause problems

•Increased back pressure
•Increased exhaust temperature
•Deteriorated catalytic action

56
 Troubleshooting
• Higher nominal back pressure
• Check Systems Operation Test and
Adjust for maximum levels
• To assess possible problem:
• Measure high idle back pressure
• Multiply by 1.8
• Compare to maximum back pressure
specifications in SOTA

•Higher nominal back pressure

•Check Systems Operation Test and Adjust for maximum levels
•To assess possible problem:
•Measure high idle back pressure
•Multiply by 1.8
•Compare to maximum back pressure specifications in SOTA

57
 Aftertreatment

HC
HC CO
CO22
H
H22O
O
CO
CO
NOx
NOx
Any Questions? NOx
NOx
PM
PM (soot+SOF+sulfates)
(soot+SOF+sulfates)
PM
PM (soot+sulfates)
(soot+sulfates)

O
O22 O
O22

58
 What Are ACERT
Technology Advantages?
Meets 2004 EPA emissions standards today
Smaller engine package than liquid cooled EGR
Less radiant heat than liquid cooled EGR
Requires smaller cooling system than liquid
cooled EGR
Lower maintenance costs than liquid cooled
EGR

Meets 2004 EPA emissions standards today

Smaller engine package than liquid cooled EGR
Less radiant heat than liquid cooled EGR
Requires smaller cooling system than liquid cooled EGR
Lower maintenance costs than liquid cooled EGR

59
 Any Extra Maintenance
Required?

Intake valve actuation clearance must be

set and maintained at recommended
intervals

Valve and compression brake settings must be performed first on the C15. Valve
settings must be performed first on the C11/C13. If any settings are incorrect,
damage to the engine valves, poor performance, and/or excessive emissions may
result.

60