Manual Aplicacón y Guia de Instalación G3600

Gas Engines
Application and
Installation Guide
G3600
● Ignition Systems
● Starting Systems
● Supervisory System
LEKQ7258 1-98
G3600 Ignition System
General Information
System Operation
Digital Diagnostic Tool (DDT) Service Tool
Engine Timing Reference
Engine Rotation
Hazardous Location (CSA)
Power for Auxiliary Panels
Electrical Schematics
Components-Engine Mounted
Spark Plugs
Spark Plug Extenders
Ignition Transformers
Magneto
Magneto Interface Box
Crank Angle Sensor
Speed Sensor
Detonation Sensor
Components-Remote Mounted
Timing Control Module
Ignition Timing System
System Operation
Timing Control Module (TCM) Control Signals
Ignition Timing Control Logic
Customer Connections
Reference Material
lgnition System manually adjusted to the magneto calibration
setting of 28 ± 1 degree. The DDT does not
display a desired timing in the “MAG CAL”
mode but does display the actual engine
General Information timing.
System Operation
Caterpillar Gas Engines use a low tension Engine Timing Reference
ignition system. The low tension ignition Many procedures on the engine require a
system provides dependable firing with low timing reference. The G3600 Gas Engines are
maintenance. An ignition transformer is considered “in time” when the number 1
mounted near the spark plug for each cylinder is at top-dead-center position on the
cylinder. The ignition transformer converts compression stroke, the crankshaft timing pin
the low level primary voltage to the high level is engaged in the bracket attached to the
secondary voltage required to arc across the crankshaft and the camshaft timing pin is
J-gap spark plug. An extension piece connects engaged in the hole in the camshaft assembly.
the spark plug to the ignition transformer Engine Rotation
secondary. SAE standard engine rotation is
The low level primary voltage (approximately counterclockwise as seen from the flywheel
200 volts) is generated by a magneto. The end of the engine.
magneto is mounted at the rear of the engine Note: The front end of the engine is opposite
and driven by the camshaft. The variable the flywheel end. Left side and right side are as
timing magneto contains a permanent magnet seen from the flywheel end of the engine. The
alternator and solid-state electronic switches number 1 cylinder on the G3606 and G3608
to control ignition firing. engines is the front cylinder. The number 1
The Timing Control System provides cylinder on the G3612 and G3616 engines is
electronic control of the engine timing. This the front right cylinder.
system controls the variable timing magneto Hazardous Location (CSA)
to provide optimum engine timing during Factory certification by the Canadian
steady-state and transient operating Standards Association (CSA) is available.
conditions. Timing accuracy is controlled to With an attachment design, the G3600 Gas
within ±0.7 degrees of crank angle. This Engine is approved for use in Class 1,
system also provides detonation sensitive Division 2, Group D hazardous locations. CSA
timing. The Timing Control System will approval is required for engines operating in
retard engine timing when a level of hazardous locations in Canada. CSA
detonation is reached that might damage the certification is recognized by many authorities
engine. outside of Canada as well.
A normal engine shutdown is accomplished Power for Auxiliar y Panels
by shutting off the fuel supply. The ignition The G3600 Engine Supervisory System
system continues to operate until the engine control panel requires 24 VDC for operation.
is below 50 rpm. This allows the engine to The power source for this system can also be
consume the fuel that is trapped between the used to power auxiliary panels. The magneto
shutoff valve and the cylinder. The ignition should not be used to power auxiliary panels.
system is disabled for engine overspeed and All magneto power is required to provide
emergency stop shutdowns. optimum engine operation and maximum
spark plug life.
Digital Diagnostic Tool (DDT)
Ser vice Tool
A DDT service tool can be used to read the
actual and desired engine timing. The DDT is
also used to set the ignition system into the
magneto calibration “MAG CAL” mode. The
“MAG CAL” mode allows the magneto to be
5
Electrical Schematics Ignition Transformers
Electrical schematics are shipped with the An ignition transformer (1) is mounted on
engine and should be kept with the service each cylinder head side cover. The ignition
manual. All ignition system components, transformer converts the low level primary
wiring, and terminal connections are shown in voltage (approximately 200 Volts) from the
the schematic. magneto to the high level secondary voltage
(3,000-30,000 Volts) required to arc across the
spark plug J-gap.
Components–Engine Mounted There is a separate pin on the magneto output
connector for each ignition transformer. The
ignition transformers are connected to the
magneto output connector by wiring that is
installed in a metal conduit assembly. Each
ignition transformer primary coil positive
terminal is connected to a solid-state
electronic switch in the magneto. The wires
from the primary coil negative terminals are
connected together and attached to the
engine block near the magneto.
Figure 1: Ignition Group Components

(1) High energy ignition transformer. (2) Tube.
(3) Extender with spring loaded aluminum rod.
(4) Spark plug.
Spark Plugs
An 18 mm J-gap type spark plug (4) is
mounted in each cylinder head with the firing
end extending into and positioned low in the
prechamber insert (see Figure 1). The spark
plugs include precious metal electrodes for
durability and resistance to electrical erosion. Figure 2. Cross Section Of Solid State Magneto
Other features developed for this application (3) Magneto interface box input connector.
include copper-cored electrodes for better (5) Magneto output connector. (6) Magneto alternator.
(7) Vent. (8) Speed reduction gears. (9) Pick-up coil.
heat transfer, and a ceramic resistor for (10) Drive tang. (11) Energy storage capacitor. (12)
electrical noise suppression. Rotating timer arm. (13) SCR solid state switch.
Failure to use recommended plugs, or failure

to properly maintain the spark plugs will Magneto
affect the engines fuel consumption, The variable timing magneto (Figures 2 and
emissions, and steady-state stability. 3) contains a permanent magnet alternator
and solid-state electronic switches to control
Spark Plug Extenders ignition firing. The magneto is mounted at the
The spark plug extenders (3) provide the rear of the engine on the camshaft cover.
high voltage electrical connection from the
ignition transformer secondary to the spark A drive gear from the camshaft turns the
plug terminal. The one piece extender magneto drive tang (10). The drive tang turns
consists of a brass center electrode and the permanent magnet alternator (6), speed
spring-loaded tip within a Teflon insulator. reduction gears (8), and the rotating timer
arm (12). As the alternator is turned, it
provides power to charge the storage
capacitor (11). The G3612 and G3616
magnetos contain two storage capacitors, one
stores the charge to fire the right bank (odd
6
numbered) cylinders and the other fires the Crank Angle Sensor
left bank (even numbered) cylinders. There The crank angle sensor is mounted in a
are separate stationary pick-up coils (9) and bracket above the flywheel. This passive
solid-state switches (13) for each cylinder. magnetic pick-up indicates crankshaft angle to
the Timing Control Module. A pulse is
Two conditions must be met before the generated when the Top-Dead-Center (TDC)
storage capacitor will discharge across an hole in the flywheel passes beneath the
ignition transformer primary. The switch in sensor. The TDC pulse is required to
the Magneto Interface Box (MIB) and a solid- calculate actual engine timing.
state switch in the magneto must be closed.
The voltage from the storage capacitor is sent Speed Sensor
to the MIB and then back to the solid-state The speed sensor is mounted in a bracket
switches in the magneto through the magneto above the ring gear. This passive magnetic
interface box connector (3). The switch in the pick-up generates a pulse whenever a ring
MIB is controlled by signals from the Timing gear tooth on the flywheel passes beneath the
Control System. While the rotating timer arm sensor. There are 255 teeth on the ring gear.
is over a pick-up coil, the solid-state switch in The pulses are used to calculate engine
the magneto paired with that pick-up coil is speed, monitor crankshaft angle between the
closed. crank angle sensor pulses, and provide a
clock signal for the magneto interface box.
Note: The maximum ambient air temperature
for magneto operation is 85°C (185°F). Detonation Sensor
The detonation sensor consists of an
accelerometer body with a short steel
jacketed wiring connection to an electronic
buffer unit. The accelerometer body is
threaded into the cylinder block and the
buffer unit is mounted on a plate nearby. The
detonation sensor outputs a filtered and
amplified electrical signal that represents the
engine’s mechanical vibration. This signal is
processed by the Timing Control System and
used to provide detonation protection.
Components-Remote Mounted
Figure 3: Solid State Magneto Timing Control Module
(1) Electronic firing section of magneto. (2) Alternator The Timing Control Module (TCM) is located
section of magneto. (3) Magneto interface box input
connector. (4) Magneto interface box. (5) Magneto inside the ESS control panel and is visible
output connector. through the window on the front of the panel.
The TCM receives information from the
Crank Angle Sensor, Speed Sensor,
Detonation Sensors, and the Engine Control
Magneto Interface Box
Module. This information is used to control
The Magneto Interface Box (MIB) is
engine timing.
mounted near the magneto at the rear of the
engine. The MIB is an interface between the The TCM controls the engine timing based
Timing Control System and the magneto. The upon the set point determined by the Engine
Timing Control Module sends signals to the Control Module (ECM). This is accomplished
MIB that control when the spark plugs fire. by receiving the desired timing set point from
The MIB returns a signal to the Timing the ECM over a dedicated data link and
Control Module when the spark plugs fire. generating the proper control signals for the
magneto interface box. The TCM returns its
status (caution and fault codes) along with the
7
CAT DATA LINK
ENGINE CONTROL
MODULE COMBUSTION
BUFFERS
MAGNETO INTERFACE BOX MAGNETO

DDT TOOL
TIMING CONTROL IGNITION DATA LINK
MODULE A A
B B IGNITON
COILS
c Ignition Signal A C C
+
Odd
Bank
-
Crank Angle L e Manual Override C
Cap
Sensor
H Magneto Reset G
T G Magneto Interface Clock E Even

Speed Sensor IGNITON
Bank
Cap COILS
D D -
M N
H +
CONTROL F F
POWER
B
24 Volts DC E E
STATUS
+ CONTROL
MODULE
-
COMBUSTION
Magneto BUFFERS
Shutdown
Relay
Figure 4: G3600 Ignition Timing System.
actual timing and the detonation level to the Timing Control Module (TCM)
ECM for processing. Control Signals
When the manual override signal is held
below 1 volt and engine speed is greater than
Ignition Timing System 500 rpm, the ignition system operates in the
System Operation electronic timing mode. The Timing Control
The Engine Supervisory System (ESS) Module (TCM) generates the magneto
integrates several control subsystems interface clock signal which the Magneto
installed on the engine. With the ability to Interface Box (MIB) uses to keep track of the
communicate with the various subsystems, engines rotational position. The magneto
the ESS optimizes each controlled parameter interface clock signal is a square wave version
to ensure maximum engine performance. The of the speed sensor signal. The TCM sends a
subsystems include start/stop/prelube logic, magneto reset pulse once per crankshaft
engine monitoring and protection, and engine revolution. When the MIB receives the
control which includes the Ignition Timing magneto reset pulse, it counts 9 magneto
System (Figure 4). The ESS panel is the interface clock signal edges and then closes
control center for the Engine Supervisory the switch in the MIB which fires a cylinder.
System and houses the control modules of The MIB continues to monitor the magneto
each subsystem. The Timing Control Module interface clock signal and fires the remaining
(TCM) (Figure 5) maintains the ignition cylinders in the rotation. When the magnetos
timing at the set point determined by the odd bank capacitor discharges to fire a
Engine Control Module (ECM). This is cylinder an ignition pulse is generated. The
accomplished by receiving the desired timing ignition signal is a reduced voltage version of
set point from the ECM across a dedicated the ignition pulse.
data link and generating the proper control
The TCM calculates the engine timing by
signals for the magneto interface box.
comparing the timing offset between the
ignition signal for cylinder 1 and the Top-
Dead-Center (TDC) pulse from the crank
angle sensor.
8
ENGINE CONTROL
MODULE
LOOKUP
Fuel Flow
DESIRED
BASELINE
Engine Speed
TIMING
Actual Air Pressure MODIFY

FOR
Desired Air Pressure TRANSIENT
CONDITION
IGNITION DATA LINK TIMING CONTROL SIGNALS
DESIRED TIMING
DDT Requests
Magneto DATA LINK MAGNETO

TIMING CONTROL
Calibration FOR INTERFACE
MODULE
Mode TIMING BOX
CONTROL
Figure 5: G3600 Ignition Timing Control Logic
When the manual override signal is above Ignition Timing Control Logic
1 volt, the ignition system operates in the The primary function of the Engine Control
magneto calibration “MAG CAL” mode. A Module (ECM) is to govern the engine speed
DDT service tool is used to request the and control the air/fuel ratio. It also has the
“MAG CAL” mode. In the “MAG CAL” mode, role of systems coordinator. The software to
electronic timing is disabled. The solid-state operate the ECM is stored in a personality
switches in the MIB are always closed and module that is mounted on the front of the
ignition timing is fully advanced to 28 ± ECM. The personality module contains many
1 degree. In “MAG CAL” mode, a spark plug of the protection set points and stores the
will fire as soon as the timing arm in the maps that are used for engine control. The
magneto enters the pick-up coil field map to control the ignition timing is stored in
associated with that plug. The ignition timing the personality module.
is calculated in the same manner as it is in the
electronic timing mode. A DDT service tool connected to the Cat Data
Link can be used to read the actual and the
At engine start-up the Ignition System desired engine timing. The information on the
operates in the “MAG CAL” mode until the Cat Data Link is sent from the ECM. The
engine is above 500 rpm. The TCM checks for DDT is also used to place the ignition system
the ignition pulse firing signal from cylinder 1 in the magneto calibration “MAG CAL” mode.
between 120 and 300 rpm. The TCM will The ECM receives the request from the DDT
display the “No Magneto Interface Signal” and flags the Timing Control Module (TCM)
fault if this ignition pulse is not detected for to operate in the “MAG CAL” mode. In
0.3 seconds. Between 300 and 500 rpm the “MAG CAL” mode, the solid-state switches in
TCM compares the current timing of cylinder the MIB are always closed and the ignition
1 with the “MAG CAL” timing stored in timing is fully advanced to 28 ± 1 degree.
internal memory. The “Magneto Out of
Calibration” fault will be displayed if the two If the DDT is not requesting “MAG CAL”
values do not match. mode, the ECM flags the TCM to operate in
electronic timing mode. In electronic timing
mode the ECM sends the desired timing set
9
point to the TCM over a dedicated data link. Reference Material
The desired timing set point is selected from Special Instruction - Installation and Initial
the ignition timing map based on fuel flow and Start-Up. SEHS9708 for G3608 and G3606.
engine speed. The set point value is modified SEHS9549-01 for G3616 and G3612.
during transient conditions based on the
actual and desired inlet manifold air pressure. This publication provides the information
required to install the interconnect wiring
The ECM also uses the detonation level from between the ESS panel and the engine
the TCM to retard the engine timing if mounted junction box and completes the
excessive levels of detonation are measured. initial engine start-up.
The retarded timing essentially reduces the
peak cylinder pressure. Electrical Schematics – Wiring schematics
are shipped with the engine and should be
kept with the service manual. All ignition
Customer Connections system components, wiring, and terminal
The only customer connections required to connections are shown in the schematic.
complete the ignition system are control Service Manual - Systems Operation Testing
power for the ESS panel and interconnect and Adjusting. SENR4258-03 for G3608 and
wiring between the ESS panel and the engine G3606. SENR5528-03 for G3616 and G3612.
mounted junction box.
Two interconnect harnesses are available

from Caterpillar to complete the wiring from
the ESS panel to the junction box. One
harness contains all wiring required for the
start/stop/prelube systems, monitoring and
protection system, and control systems which
includes the ignition wiring. The other
harness connects the engine thermocouples
to the pyrometer(s) in the ESS panel. The
harnesses are available in lengths of 20, 50,
and 100 feet.
10
G3600 Starting Systems
General Information
Variables that Affect Start Quality
Types of Starting Systems
Air or Gas Starting Systems
System Description
System Operation
General Installation Guidelines
Ferrous Starting Systems (Natural Gas)
Maximum Starter Exhaust Back Pressure
Exhaust Shields for Vane Starters
Support Equipment (Air or Natural Gas)
Engine Package Specifications
Selecting the Starter Type and Quantity
Documenting Working Pressure and Flows (Air Start)
Sizing and Selecting support Equipment (Air or
Natural Gas)
Extreme Ambient Capability
Electric Starting Systems
Batteries
Battery Charger
Cable Sizes
Starting Systems Air or Gas Starting Systems
System Description
Figure 6 shows a typical G3600 air starting
General Information system. Refer to Table 1 for a further
description of the starting air system.
Variables that Affect Start Quality
The starting system for a G3600 engine There are two main air paths in the starting
should be sized to meet the most demanding system:
conditions under which a specific engine is
expected to start. The starting conditions for 1) The main air supply line is shown in
G3600 vary widely. To account for the solid lines. It supplies the air starter motor
variability, consider the following guidelines. with pressurized air that serves as the
source of power for the starter.
1) Engine Size: As the number of cylinders
increases, the torque requirements to 2) The control air supply line is shown in
crank the engine increases. The crank dash lines. This air line insures the barring
torque curves for each engine must be device is disengaged, engages the starter
consulted when sizing a starting system. pinion into the flywheel, and opens the
relay valve to allow air to pass through the
2) Engine Application: Various applications main air line to the starter.
have different auxiliary loads during the
start up. The auxiliary load torque curve System Operation
will affect the time to accelerate the engine After the engine prelube cycle is complete,
to the minimum recommended crank rpm. the Engine Supervisory System energizes the
solenoid valve. The solenoid valve opens and
3) Fuel Composition: Fuel composition varies air flows to the barring device. If the barring
widely from site to site. Fuel with low Btu device is engaged in the flywheel, the start
content lengthens crank time as cylinder sequence is halted because air flow is blocked
firing during startup is more erratic. by the barring mechanism. If the barring
device is disengaged, air is allowed to pass to
4) Starter Type: Air starters come in two the starter pinion housing which engages the
types, vane and turbine. Each of these starter pinion into the flywheel. After
starters have different torque curves. engagement, the air passes to the relay valve.
Electric starters will also have their own, The air pressure opens the relay valve and
unique torque curves. allows the main air supply to flow to the air
starter.
5) Cold Ambient Conditions: Cold
temperature increases the viscosity of the General Installation Guidelines
engine oil. The torque demand of the 1) A leak in the air system may cause the
engine increases as oil temperature system to lose pressure over a period of
decreases. Start length will increase due to time. To avoid air receiver pressure loss,
cold temperatures. insure all connection points do not leak air.
2) Use proper sealant on all threaded

Types of Starting Systems
connections throughout the system.
There are two types of starting systems
available for G3600 engines. Air or natural gas 3) Always run air supply lines from the top of
driven starters may be selected for the inline the air tank, never at or near the bottom.
and vee engines. An electric motor starting Damage to the starting system could result
system may be used for inline engines. if piping is routed from the bottom of the
air tank due to the collection of water in the
bottom of the tank.
4) For vee engines, route 3 in. diameter

(minimum) black pipe to the customer
13
PRESSURE EXHAUST
ESS Panel RELIEF LUBRICATOR
VALVE
PRELUBE
SOLENOID
VALVE
PRELUBE RELAY AIR PRELUBE
PRESSURE
VALVE PUMP
REGULATOR
CUSTOMER OR
PRESSURE FACTORY SUPPLIED
MANUAL RELIEF PRESSURE
LUBRICATOR SHUTOFF VALVE REGULATOR
(not used with turbine) STRAINER
A1
A2
INLET
STARTER
SOLENOID B4
VALVE
AIR STARTER
STARTER RELAY EXHAUST

VALVE B1 B2 B3
BARRING DEVICE
A3
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Control Air Supply Compressor Separator Filter Valve Tank
Electrical Signal
Figure 6: Typical Air Start Schematic with Air Prelube Shown (see Table 1).
Location Description
A1 Customer air connection point to the starting system. For inline engines 11/2"
NPT black pipe (minimum) shopuld be used to mate with the factory lines. Use
3"NPT black pipe (minimum) for vee engines. If the air storage tank is a
substantial distance from the engine, a larger diameter pipe should be used.
A2 Immediately prior to the air starter inlet. When calculating/determining starter
performance, the pressure at A2 should be used as the reference pressure.
A3 Exhaust out of starter. This is the location where back pressure is measured.
B1 Air pilot line to the starter solenoid valve.
B2 Air pilot line after the starter solenoid valve. This air path checks to insure that
the barring device is disengaged.
B3 If the barring device is disengaged, the air flows to the starter pinion housing
and engages the starter pinion in the flywheel.
B4 After the starter pinion is engaged, the pilot flow path enters the relay valve
and opens the valve to let air pass to the starters.
Table 1: Air FlowTable

Description
1: Airof Flow
Air Start Schematic (seeofFigure
Description 6.)
Air Start Schematic (see Fig 6)
14
union for starter inlet air. For inline connected to the air start exhaust system.
engines, route 1 1/2 in. diameter Venting the drive housing reduces the
(minimum) black pipe to the customer possibility of trapping natural gas in the
union for starter inlet air. If the air receiver starter housing.
is a substantial distance from the engine,
larger lines should be used to minimize Often the torque curve of the auxiliary load
pressure drop. When applicable, use the (i.e compressor) is dependent on its oil
largest pipe diameter practical to route temperature. If this is the case, one should
away starter exhaust air. select the torque curve of the auxiliary
equipment based on the lowest anticipated oil
5) Whenever using natural gas to operate the temperature.
starters, there must be no leaks in the inlet
or exhaust piping. All starter exhaust must Maximum Starter Exhaust Back
be piped away to a safe area. Pressure
The maximum recommended starter exhaust
6) Use a flexible connection between engine back pressure is 35 kPa (5 psi). Back
piping and installation piping to isolate from pressure larger than 35 kPa (5 psi) may
engine vibration. significantly decrease starter performance.
Several methods may be used to minimize
7) Air cranking systems may freeze at low exhaust back pressure:
ambients. Water vapor in compressed air
freezes during expansion in temperatures 1) Use adequate size pipe to carry exhaust
below 0°C (32°F). A dryer at the gases.
compressor outlet or a small quantity of
alcohol in the air receiver tank prevents 2) Minimize the number of restrictions
freezing. (bends, expansions, and contractions) in
the starter exhaust piping.
Ferrous Starting Systems (Natural
Gas) 3) Keep the starter exhaust pipe as short as
Various G3600 sites use compressed natural possible.
gas to power their starters. In such cases, the
4) If a silencer is used, either factory installed
standard supply and control lines may be
or after-market, insure the pressure drop is
inadequate (based on site demands) because
low.
of the presence of rubber hoses, brass
fittings, and aluminum valve bodies. The pressure drop across a silencer may
significantly increase over time due to the
Production supply and control lines are
accumulation of oil and should be cleaned or
available to meet the special demands of
replaced periodically.
natural gas driven starters. Supply and control
lines for natural gas driven starters fulfill the Exhaust Shields for Vane Starters
American Petroleum Institute (API), Vane starters are lubricated by atomizing oil
Specification 11P, Section 7 Piping and in the pressure side air stream. As the air
Appurtenances requirements. The supply exhausts through the starter's silencer, the oil
lines, control lines, valve bodies, and all mist can cause an undesirable oil spray on the
fittings in this starting system are made from engine and surrounding area. To minimize
either carbon or stainless steel. Additional the oil spray, starter exhaust covers are
guidelines must be met by the packager to available from the factory. The covers should
fully comply with API Spec 11P, Section 7; this be periodically inspected and cleaned to
document should be consulted when API insure proper starter performance.
compliance is required.
For natural gas operation, the exhaust must

be piped away if the engine is operated in an
enclosure. The drive housing vent plug must
be replaced with a suitable tube that is
15
Support Equipment (Air or Lowest Ambient Temperature
The engine crank torque curve is dependent
Natural Gas) on the oil viscosity and thus the oil
Determining the support equipment
temperature. Figures 8 through 19 show the
requirements for an air/gas starting system is
engine torque curves for oil temperatures of
a four step process consisting of:
10°C (50°F), 25°C (77°F), and 80°C (176°F).
1) Defining the engine package specifications. One should make the starter selection using
2) Selecting the starter type and quantity. the lowest anticipated oil temperature .
3) Determining the working pressures and
flow of the system. Note: If ambient temperatures are expected to
4) Sizing the support equipment. drop below 10°C (50°F), use an oil heater. See
the G3600 Lubrication System and the G3600
Each of these steps has been explained in Extreme Ambient Considerations modules of the
detail in the following sections. Gas Engines Application and Installation
Guide for further reference.
Engine Package Specifications
The following engine package specifications Often the torque curve of the auxiliary load
should be determined as a first step in (i.e. compressor) is dependent on its oil
selecting support equipment: temperature. If this is the case, one should
select the torque curve of the auxiliary
1) The breakaway torque of the auxiliary
equipment based on the lowest anticipated oil
equipment.
temperature.
2) The torque curve of the auxiliary
equipment. Range of Starter Inlet Pressures
3) Lowest ambient temperature the engine Starter inlet pressure refers to the working air
will be exposed to. pressure immediately prior to the starter
4) The desired range of air inlet pressure. inlet. It is important to note that working air
pressure is the pressure when the air or gas
A further description of each specification is is at full flow conditions.
given below. See Example 1 for further
guidance. Do not confuse starter inlet pressure with the
air storage tank pressure. The air storage
Breakaway Torque of Auxiliary tank (as demonstrated later) is typically much
Equipment higher than the starter inlet pressure in order
Auxiliary equipment refers to components to overcome line loss during the crank cycle.
that apply additional load to the engine during
the crank cycle. A generator, blower, and gas Vane and turbine air starters are the two
compressor are typical examples of auxiliary starter types available for G3600 engines.
equipment. Vane starters can be operated from 620 kPa to
1550 kPa (90 psi to 225 psi) at the starter
The breakaway torque of the auxiliary inlet. Turbine starters can be operated from
equipment is the torque required to begin 210 kPa to 620 kPa (30 psi to 90 psi) at the
rotating these components. An example of starter inlet. Figures 8 through 19 illustrate
breakaway torque is given in Figure 7. the torque performance of each type of air
Torque Curve of Auxiliary starter.
Equipment
The auxiliary equipment load torque curve
refers to the additional load that will be
applied to the engine during the crank cycle.
A gas compressor, generator, and blower are
typical auxiliary loads. An example of an
auxiliary load torque curve is given in
Figure 7.
16
Example 1 The following equation should be used as a
Engine Package Specifications guideline to insure proper breakaway torque
margin.
Given: A G3612 compression package.
Tstart brk > (1.4)[Ttotal package ]
Find: Determine the engine package
specifications required to select a starting where,
system.
Tstart brk = starter breakaway torque output
Solution: Use the previous section titled Ttotal package = total package breakaway torque
Engine Package Specifications. (Values given
Step 4: Final Engine Crank Speed
below are for example purposes only.)
The starter must be able to crank the engine
1) Auxiliary equipment breakaway torque: See to a minimum of 105 rpm. Engines may be
Figure 7. able to start at lower speeds, however, the
2) Auxiliary equipment torque curve: See target design value should be 105 rpm.
Figure 7. Speeds much higher than 105 rpm will result
3) Lowest ambient temperature: 0°C (32°F) in excessive air consumption and reduce the
4) Desired range of air pressure: 620 kPa to life of the starters. The maximum design
1030 kPa (90 to 150 psi) cranking speed should be 150 rpm.
5) Type of supply media: air
The final engine crank speed is the
Note: Based on the above information an oil intersection of the engine crank torque curve
heater will be required at this site to keep the with the starter torque curve. Refer to
engine oil above 10°C (50°F). Example 2 for further guidance.
Selecting the Starter Type and Example 2

Quantity Selecting an Air/Gas Starting
After the engine package specifications have System
been gathered, use the following steps to Given: A G3612 compression package. Use
determine the starter type (vane or turbine) the information in the engine package
and quantity. Refer to Example 2 for further description given in Example 1.
guidance.
Find: Select an air starting system.
Step 1: Plot Auxiliar y Torque Cur ve
Plot the torque curve for the auxiliary Solution: Use the previous section titled
equipment on the appropriate graphs from Selecting an Air/Gas Starting System for
Figures 8 through 19. Choose the correct reference.
engine size; one should plot the torque curve Step 1: Plot Auxiliar y Torque Cur ve
on all of the possible starter combinations Since this engine is a G3612 with an air start
available for the engine size and media type. system, plot the auxiliary torque curve on
Step 2: Total Package Torque Cur ve Figures 7 through 10. Refer to Figures 16
Add the engine torque curve and the auxiliary through 19 to review how the auxiliary load
load torque curve together. Plot this total should be plotted.
package torque curve on the same graphs
as earlier.
Step 3: Adequate Breakaway Torque
The starter breakaway torque must be larger
than the total package breakaway torque in
order to start the engine crank cycle. Also the
breakaway torque must be large enough to
properly accelerate the engine.
17
Torque (N•m)
2,500
Breakaway Torque
2,000
1,500
1,000
500
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 7: Example of an Auxiliary Equipment Torque Curve.
Torque (N•m)
14,000
NOTE:
G3606
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3606
oil at 25°C
10,000
G3606
oil at 80°C
8,000
starter at
6,000 225 psi
starter at
4,000 150 psi
2,000 starter at
90 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 8: Crank Torque for G3606 and One Vane Starter (compressed air or natural gas).
18
Torque (N•m)
14,000
G3606
NOTE:
oil at 25°C
10,000
G3606
oil at 80°C
8,000
starter at
6,000 90 psi
starter at
4,000 60 psi
2,000 starter at
30 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 9: Crank Torque for G3606 and One Turbine Starter (compressed air or natural gas).
Torque (N•m)
14,000
G3606
NOTE:
oil at 25°C
10,000
G3606
oil at 80°C
8,000
starter at
6,000 225 psi
starter at
4,000 150 psi
2,000 starter at
90 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
19
Torque (N•m)
14,000
G3608
NOTE:
oil at 25°C
10,000
G3608
oil at 80°C
8,000
starter at
6,000 90 psi
starter at
4,000 60 psi
2,000 starter at
30 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Torque (N•m)
14,000
NOTE:
G3612
oil at 25°C
10,000
G3612
oil at 80°C
8,000
starter at
6,000 225 psi
starter at
4,000 150 psi
2,000 starter at
90 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
20
Torque (N•m)
30,000
G3612 with
NOTE: oil at 10°C
1) Air pressure given for starter is measured
2) Data shown for SAE 40 oil. G3612 with
oil at 25°C
20,000
G3612 with
oil at 80°C
15,000
starter at
225 psi
10,000 starter at
150 psi
5,000 starter at
90 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 13: Crank Torque for G3612 and Two Vane Starters (compressed air or natural gas).
Torque (N•m)
14,000
NOTE:
G3612 with
oil at 25°C
10,000
G3612 with
oil at 80°C
8,000
starter at
6,000 90 psi
starter at
4,000 60 psi
2,000 starter at
30 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
21
Torque (N•m)
25,000
G3612 with
NOTE: oil at 10°C
flow conditions.
20,000 2) Data shown for SAE 40 oil. G3612 with
oil at 25°C
G3612 with
15,000 oil at 80°C
starter at
90 psi
10,000
starter at
60 psi
5,000
starter at
30 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 15: Crank Torque for G3612 and Two Turbine Starters (compressed air or natural gas).
Torque (N•m)
14,000
G3612 with
NOTE:
oil at 25°C
10,000
G3612 with
oil at 80°C
8,000
starter at
6,000 225 psi
starter at
4,000 150 psi
2,000 starter at
90 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
22
Torque (N•m)
30,000
G3612 with
NOTE: oil at 10°C
oil at 25°C
20,000
G3612 with
oil at 80°C
15,000
starter at
225 psi
10,000 starter at
150 psi
5,000 starter at
90 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 17: Crank Torque for G3616 and Two Vane Starters (compressed air or natural gas).
Torque (N•m)
14,000
G3616 with
NOTE:
oil at 25°C
10,000
G3616 with
oil at 80°C
8,000
starter at
6,000 90 psi
starter at
4,000 60 psi
2,000 starter at
30 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
23
Torque (N•m)
25,000
G3612 with
NOTE:
flow conditions.
20,000 2) Data shown for SAE 40 oil. G3612 with
oil at 25°C
G3612 with
15,000 oil at 80°C
starter at
90 psi
10,000
starter at
60 psi
5,000
starter at
30 psi
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 19: Crank Torque for G3516 and Two Turbine Starters (compressed air or natural gas).
Step 2: Total Package Torque Cur ve A dual turbine starter system will work
Refer to Figures 21 through 24. The auxiliary (Figure 24). A 410 kPa (60 psi) system has a
equipment torque was summed with the breakaway torque of 9500 Nm (7000 ft lb).
engine torque to generate the total package This is lower than the 9800 Nm (7200 ft lb)
torque curve. Since the low ambient guideline but should still provide adequate
temperature is 0°C (32°F) the engine torque breakaway torque. A 620 kPa (90 psi) system
curve corresponding to 10°C (50°F) was has 13,500 Nm (9950 ft lb) of breakaway
used. An oil heater should be used to torque which provides much more margin.
maintain oil temperature at 10°C (50°F).
Step 4: Final Engine Crank Speed
Step 3: Adequate Breakaway Torque In Figures 22 and 24, the intersection of the
Use the equation, total package torque curve and the starter
torque curve has been marked.
Tstart brk > (1.4)[Ttotal package].
The dual vane starter system would provide a
By inspection of Figure 21 the total package
steady state cranking speed of approximately
breakaway torque is 7000 Nm (5200 ft lb).
160 rpm with 1030 kPa (150 psi) supply air.
Thus, the required starter breakaway torque
This final crank speed is excessive and will
must be greater than 9800 Nm (7200 ft lb).
result in excessive air consumption (see
Clearly, neither a single vane starter Figure 20 to see the relationship between
(Figure 21) or a single turbine (Figure 35) engine speed and vane starter air
will meet the breakaway requirements. consumption).
A dual vane starter system will work The dual turbine starter system would
(Figure 22). At 1030 kPa (150 psi) the provide a cranking speed of 100 rpm with
breakaway torque is 10,500 Nm (7700 ft lb) 410 kPa (60 psi) and 125 rpm 620 kPa (90 psi)
which is adequate. Thus, a dual vane starting supply air.
system operating a 1030 kPa (150 psi) and
above provides adequate breakaway torque.
24
Solution Summar y: Since the crank speed Qstarter flow, final corresponds to the air
of the dual vane starting system is excessive, consumption of the starter at inlet pressure of
it should not be chosen. The dual turbine Pstarter inlet, final and a crank speed of 80 rpm.
starting system at 410 kPa (60 psi) falls below
the breakaway torque and final crank speed Air consumption for a single starter is given
recommendations. The dual turbine starting in Figure 20. Air consumption is given as a
system at 620 kPa (90 psi) yields adequate function of air pressure immediately prior
breakaway torque and final crank speed. This to the starter inlet. Air/gas consumption does
system would work well. not depend on media type.
Documenting Working Pressures and Regulator Outlet Pressure

Flows (Air Start) The regulator should be placed as close to the
Worksheet 1 serves as a guide to customer connection as possible.
documenting the initial and final working Preg outlet, initial must be 105 kPa (15 psi)
pressures and flows in an air starting system. higher than the required initial starter inlet
The pressures and flows should be completed pressure, Pstarter inlet, initial. This is necessary in
sequentially to eliminate possible oversights. order to overcome the pressure drop
associated with the relay valve, lubricator,
Starter Exhaust Pressure strainer, and pipe fittings. Preg outlet, final must
Pstarter exhaust is the starter exhaust pressure. also be 105 kPa (15 psi) higher than the
The maximum recommended starter exhaust required initial starter inlet pressure,
back pressure is 35 kPa (5 psi). Back Pstarter inlet, final.
pressure larger than 35 kPa (5 psi) may
significantly decrease starter performance. It Regulator Inlet Pressure
may be difficult to predict back pressure. The required regulator inlet pressure
However, back pressure should be minimized depends on starter air flow, the regulator
by using the recommendations given in the outlet pressure, and the regulator size.
previous sections.
The manufacturer's performance
Starter Inlet Pressure specifications for the pressure regulator
The initial starter inlet pressure, should be consulted to determine the
Pstarter inlet , initial, was found in Step #4 of the required Preg inlet, initial Preg inlet, final is the inlet
section titled Selecting Starter Type and pressure to the regulator to achieve
Quantity. Preg inlet, final.
The pressure in the air storage tank Air Storage Tank Pressure
decreases during the start sequence. As the Ptank, initial corresponds to the air tank
pressure decreases, the crank speed pressure required to deliver Pstarter inlet, initial
decreases accordingly. The final starter inlet Ptank, final corresponds to the air tank pressure
pressure, Pstarter inlet final , is defined as the required to deliver Pstarter inlet, final.
pressure required to sustain 80 rpm.
To determine the air storage tank pressure,
Starter Air Consumption the line loss between the air storage tank and
Note: If two starters are used, the media the pressure regulator must be calculated at
consumption given in Figure 20 must be flow conditions Qstarter flow, initial and
multiplied by two. Failure to do so will result in Qstarter flow, final. The storage tank pressure will
an undersized air storage tank. be the sum of the pressure drop and regulator
inlet pressure.
Qstarter flow, initial corresponds to the air
consumption of the starter at inlet pressure of A common practice used to minimize air
Pstarter inlet, initial and the final engine crank storage tank volume is to compress the air to
speed as found in Step #4 of the section titled a much higher pressure than required at the
Selecting Starter Type and Quantity. starter. The air pressure in this situation is
controlled by a pressure regulator.
25
Air or Natural Gas Flow (scfm)
3,500
NOTE: Air pressure given for starter is measured Turbine at
immediately prior to the starter inlet at full flow
conditions. Below data is valid for compressed 90 psi
air or natural gas.
3,000
Turbine at
60 psi
2,500
Turbine at
30 psi
2,000
Vane at
1,500 225 psi
Vane at
1,000 150 psi
500 Vane at
90 psi
0
0 50 100 150 200 250 300
Engine Speed (rpm)
Figure 20: Single Starter Air Consumption (Valid for Air or Natural Gas)
Conversion: 2,118.8 standards cubic feet per minute = 1 standard cubic meter per second.
Torque (N•m)
14,000
G3612 with
oil at 10°C
12,000
G3612 with
oil at 25°C
10,000
G3612 with
oil at 80°C
8,000
starter at
6,000 225 psi
Total Package Torque
starter at
4,000 150 psi
2,000 starter at
90 psi
Compressor Torque
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 21: Plot pf Auxiliary Torque and Total Package Torque for Example 2
(Crank Torque for G3612 and One Vane Starter)
26
Torque (N•m)
30,000
G3612 with
oil at 10°C
25,000
G3612 with
oil at 25°C
Maximum Crank Speed
20,000
G3612 with
oil at 80°C
15,000
starter at
225 psi
10,000 starter at
150 psi

5,000 starter at
90 psi
Compressor Torque
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
Figure 22: Plot of Auxiliary Torque and Total Package Torque for Example 2
(Crank Torque for G3612 and Two Vane Starters).
Torque (N•m)
14,000
G3612 with
oil at 10°C
12,000
G3612 with
oil at 25°C
10,000
G3612 with
oil at 80°C
8,000
starter at
6,000 90 psi
Total Package
Torque
starter at
4,000 60 psi
2,000 starter at
30 psi
Compressor
Torque
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
(Crank Torque for G3612 and One Turbine Starter).
27
Example 3: regulator. Preg inlet, initial must be large enough
Documenting Working Pressures and to deliver Preg outlet, initial and Qstarter flow, initial
Flows of an Air Start System For this example the regulator was sized such
that Preg inlet, initial = 195 psi. Since the final
Given: Use the information given in outlet regulator pressure is lower than the
Examples 1 and 2. regulator setting, Preg inlet, final will be
approximately equal to Preg outlet, final. Thus,
Find: Using Worksheet 1, document each Preg inlet, final = 95 psi.
system's working pressures.
Step 6: Air Tank Storage Pressure
Solution: Use the numbering system The air storage tank pressure, Ptank, initial and
provided on Worksheet 1. Start with #1 and Ptank, final, must be large enough to overcome
progress sequentially to #6. the pressure drop associated with the site
piping and still deliver Preg inlet, initial and
The pressures and flows for each of the Preg inlet, final. For this example it was assumed
starting systems are shown in Figures 25 to that the piping pressure loss was constant at
27. The method to derive values for the dual 30 psi. Thus, Ptank, initial = 225 psi and
vane starting system is shown below. Ptank, final = 125 psi.
Step 1: Starter Exhaust Pressure Sizing and Selecting Support
Begin with the Pstarter exhaust. Since the
Equipment (Air or Natural Gas)
starters will be air powered, there is no
Minimum Requirements
reason to pipe away the exhaust. Thus, the
When sizing a facility’s support equipment for
back pressure should be minimal. Assume
a starting system (i.e. air tank volume, air
Pstarter exhaust = 0 psi.
tank location, pipe diameter, pipe length,
Step 2: Starter Inlet Pressure compressor size, battery quantity and
P starter inlet, initial was found in Step #4 of the capacity), the equipment must be capable of
section titled Selecting Starter Type and meeting the following minimum
Quantity. Thus, Pstarter inlet, initial = 150 psi. requirements for one start attempt:
Pstarter inlet, final is the pressure which provides
1) The starting system should accelerate the
80 rpm. Referring to Figure 22, this inlet
engine and its auxiliary equipment to a
pressure is approximately 80 psi. Thus,
minimum of 105 rpm in five seconds.
Pstarter inlet, final = 80 psi.
2) The starters must be able to sustain 105
Step 3: Air or Gas Flow Rate
engine rpm for a minimum of fifteen
Refer to Figure 20 to find Qstarter flow, initial and
seconds.
Qstarter flow, final. Qstarter flow, initial is determined
by intersecting 150 psi and 160 rpm. Thus, Note: Electric starter engagement longer
Qstarter flow, initial = 2 ⫻ 1800 scfm = 3600 scfm. than 20 seconds or repeated 20 seconds start
Qstarter flow, final is determined by intersecting attempts may damage starters. Start
80 psi and 80 rpm. Thus, attempts longer than 20 seconds may
Qstarter flow, final = 2 ⫻ 700 scfm = 1400 scfm. indicate engine problems.
Notice that since this is a two starter system;
the flows were doubled. Some applications may require multiple, back-
to-back start capability. In this case, add
Step 4: Regulator Outlet Pressure
fifteen seconds for each additional start. Thus,
Preg outlet, initial and Preg outlet, final are simply
for three back-to-back starts, the total time
15 psi above Pstarter inlet, initial and
will be 50 seconds.
Pstarter inlet, final , respectively. Thus, Preg outlet,
initial = 165 psi and Preg outlet, final = 95 psi. Air Tank Volume
The air tank volume, Vtank, is a function of the
Step 5: Regulator Inlet Pressure number of start attempts required and the
Preg inlet, initial is determined from the length of starts. Based on the section titled
manufacturer's specifications for the pressure Minimum Requirements for Sizing Support
28
Equipment the minimum recommended air Tank vol (ft3)=
tank volume needs to be sized for at least one, 2500 scfm ⫻ 20 sec ⫻ 14.7 psi
twenty-second crank cycle. If back-to-back 60 sec/min⫻ (225 psi ⫺ 221 psi)
multiple start attempts are required, change
the twenty second minimum accordingly. The Tank vol = 123 ft3 = 920 gal
equation to calculate the tank volume follows:
Tank vol (ft3)= 2) For the starting system shown in
_Qflow, ave (scfm)⫻ crank time (sec) ⫻ atm pressure (psi) Figure 21:
60 ⫻ [Ptank initial(psi) ⫺ Ptank final (psi)] Ptank, initial = 135 psi
Ptank, final = 195 psi
Tank vol (m3) = Qstarter flow, initial = 2,000 scfm
_Qflow, ave (m3/s) ⫻ crank time (sec) ⫻ atm pressure (kPa) Qstarter flow, final = 1,800 scfm
Ptank initial(kPa) ⫺ Ptank final(kPa)
Qflow, ave = (Qflow, initial + Qflow, final) /2
= (2,000 +1,800)/ 2 = 1,900 scfm
where: Tank vol (ft3)=
_ Qflow, ave (scfm)⫻ crank time (sec) ⫻ atm pressure (psi)
Ptank, initial is air tank initial pressure
60 ⫻ [Ptank initial(psi) ⫺ Ptank final(psi)]
Ptank, final is air tank final pressure
Qflow, ave = (Qflow, initial + Qflow, final )/2
Tank vol (ft3)=
Note: The air tank volume will need to be 1900 scfm ⫻ 20 sec ⫻ 14.7 psi
larger if an air prelube motor is used. See the 60 sec/min ⫻ (135 psi - 95 psi)
G3600 Lubrication module of the Application
and Installation Guide for determining the
Tank vol = 233 ft3 = 1,740 gal
additional volume required for the air prelube
motor. 3) For the starting system shown in
Example 4 Figure 27:
Air Tank Volume Ptank, initial = 165 psi
Given: Use the information given in Ptank, final = 95 psi
Examples 1, 2, and 3. Qstarter flow, initial = 2600 scfm
Qstarter flow, final = 1800 scfm
Find: 1) Determine the tank volume for a
20 second crank cycle for all of the starting
systems investigated.
Qflow, ave = (Qflow, initial + Qflow, final) /2
Solution: = (2600 +1800)/ 2 = 2200 scfm
1) For the starting system shown in Tank vol (ft3)=
Figure 25: _ Qflow, ave (scfm)⫻ crank time (sec) ⫻ atm pressure (psi)
Ptank, initial = 225 psi 60 ⫻ [Ptank initial(psi) ⫺ Ptank final(psi)]
Qstarter flow, initial = 3600 scfm Tank vol (ft3) =
Qstarter flow, final = 1400 scfm 2,200 scfm ⫻ 20 sec ⫻ 14.7 psi
60 sec/min ⫻ (165 psi - 95 psi)
Qflow, vol = (Qflow, initial ⫹ Qflow, final) /2
= (3600 +1400)/ 2 = 2500 scfm Tank vol = 154 ft3 = 1150 gal
Tank vol (ft3)= Example 5
_Qflow, ave (scfm) ⫻ crank time (sec) ⫻ atm pressure (psi) Reducing Air Tank Volume
60 ⫻ [Ptank initial(psi) ⫺ Ptank final (psi)] The air tank sizes found in Example 4 range from
123 ft3 (920 gal) for the vane system to 233 ft3
(1740 gal) for the turbine system. At first glance,
one would consider the turbine system more
29
Torque (N•m)
25,000
G3612 with
oil at 10°C
20,000 G3612 with

oil at 25°C
Maximum Crank Speed
G3612 with
15,000 oil at 80°C
starter at
90 psi
10,000
starter at
60 psi
5,000
starter at
30 psi
Compressor Torque
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)
(Crank Torque for G3612 and Two Turbine Starters)
1 Pstarter exhaust =
EXHAUST
AIR STARTER
3 Qstarter flow, initial =

Q starter flow, final =
INLET
MANUAL Pstarter inlet, initial =

SHUTOFF STARTER RELAY
VALVE 2
STRAINER Pstarter inlet, final =
LUBRICATOR
(not used with turbine)
SITE CONNECTON TO
MAIN AIR SUPPLY
4 Preg outlet, initial = Preg inlet, initial = 5

Preg outlet, final = Preg inlet, final =
PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (REGULATOR SHOULD
BE AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) P tank, initial =
P tank, final =
Customer Supplied
Site Air Supply
Compressor Separator Filter Valve Tank
Worksheet 1: Working Pressure and Flow for Air/Gas Starting System
30
1 Pstarter exhaust = 0 psi
EXHAUST
AIR STARTER
3 Qstarter flow, initial = 3,600 scfm

Q starter flow, final = 1,400 scfm
INLET
MANUAL Pstarter inlet, initial = 150 psi

VALVE 2
STRAINER Pstarter inlet, final = 80 psi
LUBRICATOR
SITE CONNECTON TO
MAIN AIR SUPPLY
4 Preg outlet, initial = 165 psi Preg inlet, initial = 195 psi 5
Preg outlet, final = 95 psi Preg inlet, final = 95 psi
PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (LOCATE REGULATOR
AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) Ptank, initial = 225 psi
Customer Supplied
Site Air Supply
Figure 25: Working Pressures and Flows for Dual Vane Starting System in Example 3.
expensive to implement because of the larger tank 60 ⫻ [Ptank initial(psi) ⫺ Ptank final (psi)]
volume However, in order to compare systems on Tank vol (ft3) =
an even basis, the tank pressures must be the 2500 scfm ⫻ 20 sec ⫻ 14.7 psi
same. For the vane system the tank pressure was 60 sec/min ⫻ (250 psi ⫺ 125 psi)
240 psi and the turbine system's tank was at Tank volume = 98 ft3 = 730 gal
150 psi.
2) For the starting system shown in
Given: Use the information given in Example 4. Figure 29:
Standardize all of the systems by using a tank Ptank, initial = 250 psi
pressure of 250 psi. Ptank, final = 95 psi
Qstarter flow, initial = 2000 scfm
Find: 1) Complete Worksheet 1 for all of the Qstarter flow, final = 1800 scfm
systems. 2) Determine the tank volume for each
system. Qflow, ave = (Qflow, initial + Qflow, final) /2
= (2000 +1800)/ 2 = 1900 scfm
Solution: The pressures and flows for each of
the starting systems are shown in Figures 28 Tank vol (ft3)=
to 30. _ Qflow, ave (scfm)⫻ crank time (sec) ⫻ atm pressure (psi)
60 x [Ptank initial(psi) ⫺ Ptank final (psi)]
1) For the starting system shown in
Figure 28: Tank vol (ft3)=
Ptank, initial = 250 psi 1900 scfm ⫻ 20 sec ⫻ 14.7 psi
Ptank, final = 125 psi 60 sec/min ⫻ (250 psi ⫺ 95 psi)
Qstarter flow, initial = 3600 scfm
Qstarter flow, final = 1400 scfm Tank volume = 60 ft3 = 450 gal
Qflow, ave = (Qflow, initial ⫻ Qflow, final) /2 3) For the starting system shown in Figure 30:
= (3600 ⫹ 1400)/ 2 = 2500 scfm Ptank, initial = 250 psi
Tank vol (ft3)= Qstarter flow, initial = 2600 scfm
_ Qflow, ave (scfm)⫻ crank time (sec) ⫻ atm pressure (psi) Qstarter flow, final = 1800 scfm
31
EXHAUST
AIR STARTER
3 Q starter flow, initial = 2,000 scfm

INLET

VALVE 2
LUBRICATOR
SITE CONNECTON TO
MAIN AIR SUPPLY

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
Customer Supplied
Site Air Supply
Figure 26: Working Pressures and Flows for Dual Turbine Starting System in Example 3.

EXHAUST
AIR STARTER

INLET

VALVE 2
LUBRICATOR
SITE CONNECTON TO
MAIN AIR SUPPLY
PRESSURE
RELIEF
PRESSURE
REGULATOR
6
Customer Supplied
Site Air Supply
32
EXHAUST
AIR STARTER
3 Qstarter flow, initial= 3,600 scfm

INLET

VALVE 2
LUBRICATOR
SITE CONNECTON TO
MAIN AIR SUPPLY
PRESSURE
RELIEF
PRESSURE
REGULATOR
6
Customer Supplied
Site Air Supply
Figure 28: Working Pressures and Flows for Dual Vane Starting System in Example 3.

EXHAUST
AIR STARTER

INLET

VALVE 2
LUBRICATOR
SITE CONNECTON TO
MAIN AIR SUPPLY

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
Customer Supplied
Site Air Supply
Figure 29: Working Pressures and Flows for Dual Turbine Starting Systems in Example 5.
33
EXHAUST
AIR STARTER

INLET

VALVE 2
LUBRICATOR
SITE CONNECTON TO
MAIN AIR SUPPLY
PRESSURE
RELIEF
PRESSURE
REGULATOR
6
CONNECTION AS POSSIBLE) P tank, initial= 250 psi
P tank, final = 95 psi
Customer Supplied
Site Air Supply
Qflow, ave = (Qflow, initial + Qflow, final) /2 Water Separator

= (2600 +1800)/ 2 = 2200 scfm A water separator removes vapor from
compressed air prior to entering the air storage
Tank vol (ft3)= tank. Dry air is required especially for cool
_ Qflow, ave (scfm)⫻ crank time (sec) ⫻ atm pressure (psi) weather applications to keep ice from forming in
60 ⫻ [Ptank initial(psi) ⫺ Ptank final(psi)] the supply lines. Ice will cause excessive
restriction in the supply lines; if ice particles reach
Tank vol (ft3)= the starter inlet, damage may result.
2200 scfm ⫻ 20 sec ⫻ 14.7 psi
60 sec/min ⫻ (250 psi ⫺ 95 psi) Pressure Regulator
The pressure regulator must be sized to provide
Tank vol = 70 ft3 = 520 gal both adequate pressure and flow to the starters.
The regulator must be sized at full flow
Air Compressor conditions (Qstarter flow, initial). Sizing a regulator
It is important to properly size the air compressor. without considering pressure losses at full flow
Properly sized air compressors should recharge a conditions will result in an improperly sized
depleted tank within a reasonable time. regulator.
An undersized compressor will take an excessive The regulator delivery setpoint must be 105 kPa
time to recharge the air storage tank. Instances (15 psi) higher than the pressure needed at the
requiring repeated start attempts (common starter inlet at full flow conditions
during troubleshooting) become a long, laborious (Qstarter flow, initial). The 105 kPa (15 psi) margin
process as time is wasted waiting for the air accounts for the pressure drop across the factory
storage tank to pressurize. An oversized installed components (strainer, lubricator, relay
compressor, although an asset during repeated valve, and fittings).
start attempts, will be expensive and underutilized
during regular operation.
34
Example 3 in the previous section serves as a Temp °C (°F) Ampere Hours of Output Rating
guide to appropriately sizing a pressure regulator. 28 (82) 100
0 (32) 65
Pressure Relief Valve
-18 (0) 40
A pressure relief valve is necessary to protect the
starter and its support equipment. The pressure
relief valve should be set 70 kPa (10 psi) Table 2: Battery Temperature vs Output
(minimum) above the pressure regulator's outlet
setting.
Locate cranking batteries for easy visual
inspection and maintenance. They must be away
from flame or spark sources and isolated from
Extreme Ambient Capability vibration. Mount level on nonconducting material
Use an oil heater if ambient temperatures are and protect from splash and dirt. Use short slack
expected to drop below 10°C (50°F). See the cable lengths and minimize voltage drops by
G3600 Lubrication System and the G3600 positioning batteries near the starting motor.
Load Acceptance and Extreme Ambient
Considerations modules of the Application Disconnect the battery charger when removing or
and Installation Guide for further reference. connecting battery leads. Solid-state equipment,
Oil temperatures below 10°C (50°F) cause the i.e., electronic governor, speed switches, can be
crank torque of the engine to be excessive. harmed if subjected to charger's full output.
A water separator is especially important for cool Battery Charger
weather applications. Ice will cause excessive Various chargers are available to replenish a
restriction in the supply lines; if ice particles reach battery. Trickle chargers are designed for
the starter inlet, damage may result. continuous service on unloaded batteries. They
automatically shut down to milliampere current
when batteries are fully charged.Overcharging
Electric Starting Systems shortens battery life and is recognized by
excessive water loss. Conventional lead-acid
Batteries
batteries require less than 59.2 mL (2 oz) make-up
Batteries provide sufficient power to crank
water during 30 hours of operation.
engines long and fast enough to start. Lead-acid
types are common, have high output capabilities, Float-equalize chargers are more expensive than
and lowest first cost. Nickel-cadmium batteries are trickle chargers and are used in applications
costly, but have long shelf life and may demanding maximum battery life. These chargers
incorporate thick plates which decrease high include line and load regulation, and current
discharge capability. Consult the battery supplier limiting devices, which permit continuous loads at
for specific recommendations. rated output. Both trickle chargers and float
equalize chargers require a source of A/C power
Two considerations in selecting proper battery
while the engine is not running. Chargers must
capacity are:
be capable of limiting peak currents during
1) The lowest temperature at which the engine cranking cycles or have a relay to disconnect
might be cranked. during cranking cycles. Where engine-driven
alternators and battery chargers are both used,
2) The auxiliary load imposed on the engine. the disconnect relay usually disconnects the
battery charger during engine cranking and
Ambient temperatures drastically affect battery running.
performance and charging efficiencies. Maintain
32°C (90°F) maximum temperature to assure Engine-driven generators or alternators can be
rated output. Impact of colder temperatures is used, but have the disadvantage of charging
described in Table 2. batteries only while the engine runs. Where
generator sets are subject to many starts,
insufficient battery capacity could threaten
dependability.
35
Cable Size
The start circuit between battery and starting
motor, and control circuit between battery, switch,
and motor solenoid, must be within maximum
resistance limits shown in Table 3.
Magnetic Switch and Solenoid Starting

Series-Parallel Circut Switch Circut Motor Circut
12 V system, 0.048 Ohm 0.0067 Ohm 0.0012 Ohm
Table 3: Maximum Allowable Resistance
Not all this resistance is allowed for cables.

Connections and contactors, except the motor
solenoid contactor, are included in the total
allowable resistance.
• Contactors (relays, solenoid, switches)

0.0002 Ohm
• Connections (each series connectors)

0.0001 Ohm
The fixed resistance of connections and

contactors is determined by the cable routing.
Fixed resistance (Rf) subtracted from total
resistance (Rt) equals allowable cable
resistance (Rc): Rc = Rt ⫺ Rf.
36
G3600 Engine Supervisory System
The Engine Supervisory System Control Panel
Diagnostics
Mounting
Hazardous Environments
Personality Module
RS232 Computer Interface
Start/Stop/Prelube System
Engine Monitoring And Protection Subsystem
Computerized Monitoring System (CMS)
Status Control Module
Engine Control Module
Time Control Module
Pyrometer Modules
Customer Inputs
Customer Outputs
Engine Control Subsystem
Desired Speed
Droop
Loadshare Module
Switchable Governor Response
Adjustable Governor Response
Fuel Limiting
Desired Air Flow
Actual Air Flow
Air flow Control
Fuel Correction System
Engine Supervisory The Engine Super visor y System
Control Panel
System This panel, Figure 31, houses the control
modules, switches, and potentiometers
associated with the system.
The Engine Supervisory System (ESS) is
specifically designed for the Caterpillar G3600 • Engine Control Module (System
Family of Engines.The Engine Supervisory Coordination, Governing, Air/Fuel Ratio
System integrated several control sub Control)
systems installed on the engine. With the
ability to communicate with the various • Timing Control Module (Ignition System
subsystems, the ESS optimizes each Control)
controlled parameter to ensure maximum
engine performance. • Status Control Module (Start/Stop Control)
These subsystems includes • Computerized Monitoring System CMS

start/stop/prelube logic, engine monitoring (Display of System Parameters)
and protection, along with governing, air/fuel
• Pyometer Modules (display of Exhaust
ratio, and ignition control. The ESS panel is
Temperatures)
the control center for the system and houses
the control modules of each sub system. • Mode Control Switch
The System consists of: • Prelube Switch/Start Run ok Lamp
• Engine Supervisory System Control Panel • Emergency Stop Switch
(ESS)
• Fuel Energy Adjustment Potentiometer
• Engine Mounted Junction Box
• Desired Speed Adjustment Potentiometer
• Engine Mounted Sensors & Actuators
• Gauge Group Select Switch
• Relays, Solenoids & Switches
• Gauge Data Select Switch
• Harnesses
• Display Select Switch
The System is subdivided into three • Dimmer Switch Diagnostics
interactive subsystems:
Diagnostics
• The Start/Stop/Prelube Subsystem The Engine Supervisory System is self-
-- Controls the action of the prelube pump, diagnostic. Through lamps and fault codes, it
engine starters and gas shutoff valve. directs the service technician to the system or
component requiring maintenance.
• The Engine Monitoring and Protection
Subsystem Mounting
-- Prevents engine starting or cause The Control Panel is a water proof enclosure
shutdown if vital parameters exceed intended to be remote mounted (up to 100 ft)
acceptable limits. from the engine. It is available with separate
-- Provides display of these parameters stand-alone legs or can be customer remote
-- Generates warnings when one or more mounted.
parameters are outside acceptable limits.
Hazardous Environments
The Engine and Engine Supervisory System
• The Engine Control Subsystem have been CSA certified for use in hazardous
-- Provides Engine Governing locations (Class 1 Division 2 Group D).
-- Air/Fuel Ratio Control
-- Ignition Timing Control
39
Figure 31: Engine Supervisory System.
Personality Module RS232 Computer Interface

The Personality Module attaches to the RS232 output of system data are now used for
Engine Control Module and contains many of customer monitoring and information systems
the application specific information for the (requires a ship loose converter module).
system. The module contains application
specific maps, protection set points, and
customer defined settings. Once specified the Start/Stop/Prelube System
personality module cannot be changed This Subsystem, Figure 32, consists of the
without removing and installing a new following components:
module. It is essential the application be
clearly understood early in the order process • Engine Supervisory System Control Panel
to get the proper information in the -- Status Control Module
personality module. -- Engine Control Module
-- Mode Control Switch
-- Prelube Switch/Lamp
• Emergency Stop Switches
• Gas Shutoff Valve
• Prelube pump system (Pump and

Solenoids)
• Engine cranking system (Starters and

40 Solenoids)
Figure 31: Start/Stop/Prelube System.
The Major Functions of this system are position. If the contact is Closed, the system
controlled by the Mode Control switch and operates as if the Start position.
Prelube push button. The Mode Control
switch has 4 positions/operations: Off/Reset, The Prelube Switch located lower left of the
Stop/Start. ESS Panel can be used to manually run the
prelube pump. The pump runs as long as the
In Off/Reset position the System Diagnostic switch is depressed and until prelube
Codes are reset. If the engine is running it conditions are achieved (indicated by the
will go through a sequenced shutdown: and prelube complete contact closing).
once the post-lube cycle is complete the
system power is turned off. There are Emergency Stop switches located
on the ESS Panel and on the Engine Mounted
In Stop position if the engine is running it will Junction Box as well as an input the customer
go through a sequenced shutdown and a post- provided switches at other locations. Closing
lube cycle. All Control Modules will remain any one of the switches will immediately
powered up. initiate an emergency shutdown of the engine.
These switches are not intended for routine
In Start position the Engine Supervisory use and should only be used in an emergency.
System will prelube the engine, crank, and
run until the switch is moved from this
position.
In Auto the system is configured for remote

operation and becomes dependent on the
Start Initiate Contact. If the contact is Open
the system functions as if it were the Stop
41
Engine Mounting and Protection 6. Engine Load (%)
Subsystem
• Setting the switch to the right selects the
This Subsystem, Figure 32, consists of the
second group of parameters:
following components:
7. Oil Filter Differential Pressure
• Engine Supervisory System Control Panel
8. Inlet Air Restriction (in-line engine or
-- Computerized Monitoring System (CMS)
right bank of a vee)
-- Status Control Module
9. Crankcase Pressure
-- Engine Control Module
10. Unused
-- Timing Control Module
11. Inlet Air Restriction (unused for an
-- Pyrometer Modules
inline or left back of a vee)
-- Gauge Group Select Switch
12. Starting Air Pressure
-- Gauge Data Select Switch
-- Display Select Switch
• The large gauge always indicates:
-- Dimmer Switch
13. Engine Speed
• Engine Mounted Sensors
The gauge data switch allows the data
• Customer Inputs
provided on each of the gauges to be viewed
• Customer Outputs on the digital read-out below the large center
gauge. The upper number in the gauge
The system provides engine protection and display indicates which parameter is being
monitors engine systems for vital parameters. viewed (refer to above numbers in the lists of
It also provides warning and/or inhibits data). Each time the Gauge Data Switch is
engine starting or shuts down the engine toggled the next gauge is selected (within the
when parameters are outside acceptable range of gauges currently selected by the
limits. Along with these features, it provides Gauge Group Select).
display/indication of engine operating
parameters. If the Gauge Group Select is switched, the
digital gauge will change to the gauge for the
The following is a list of protection features corresponding gauge position (i.e. if gauge 2
listed by the module where the information is coolant temperatures, was selected and the
displayed. Gauge Group Select is moved the gauge data
will switch to gauge 8, Inlet Air Restriction
Computerized Monitoring System Right).
(CMS)
The Display consists of 6 small gauges and 1 The CMS has 12 lamps to indicate a fault
larger center gauge. The information condition has occurred. A fault is either a
displayed on the gauges is controlled by the measured parameter outside a safe limit or a
gauge group select and the gauge data select device that is malfunctioning. Each lamp
switches. The gauge group select switch indicates the system to look for to determine
selects between two sets of parameters the exact problem.
available for display on the 6 small gauges. • F1 - Check gauges
• F2 - Check fluid levels
Table 4 consists of the shutdown conditions
for the following parameters. • F3 - Auxiliary equipment
• F4 - Fuel Supply system
• Setting the switch to the left selects the first • F5 - Air Inlet system
group of parameters: • F6 - Exhaust system
• F7 - Module/wiring system
1. Manifold Air Temperature • F8 - Combustion Feedback system
2. Jacket Water Temperature • F9 - Ignition system
3. Fuel Correction Factor • F10 - Sensors/Devices
4. Manifold Air Pressure • F11 - Starting system
5. Engine Oil Pressure/Prelube Status • F12 - Detonation system
42
Shutdown Conditions
G3606 G3608 G3612 G3616
High Jacket Water
Temperature
Low C/R 98°C (208°F) 98°C (208°F) 98°C (208°F) 98°C (208°F)
High C/R – – 110°C (230°F) 110°C (230°F)
Low Energy Fuel 120°C (248°F) 120°C (248°F) 120°C (248°F) 120°C (248°F)
High Oil Filter 250 kPa (36 psi) 250 kPa (36 psi) 250 kPa (36 psi) 250 kPa (36 psi)
Difference Pressure
High Inlet Air 5.2 kPa (0.75 psi) 5.2 kPa (0.75 psi) 5.2 kPa (0.75 psi) 5.2 kPa (0.75 psi)
Restriction Left or Right Bank Left or Right Bank
High Crankcase 1 kPa (0.15 psi) 1 kPa (0.15 psi) 1 kPa (0.15 psi) 1 kPa (0.15 psi)
Pressure
Air Inlet Temperature

Shutoff
32°C (90°F) SCAC
•Pre-alarm 55°C (131°F) 55°C (131°F) 55°C (131°F) 55°C (131°F)
•Shutdown 60°C (140°F) 60°C (140°F) 60°C (140°F) 60°C (140°F)
54°C (130°F) SCAC
•Pre-alarm 73°C (163°F) 73°C (163°F) 73°C (163°F) 73°C (163°F)
•Shutdown 75°C (167°F) 75°C (167°F) 75°C (167°F) 75°C (167°F)
Table 4.
43
Figure 32: Monitoring and Protection System.
The lamps direct the service technician to the Displayed as lamps on the front of the
subsystem or component with a problem. For module:
exact information about the problem, the
technician then reads the Fault Code on the • Overcrank indicates the engine did not
module in question. start after cranking or cycle cranking for
the entire programmed time limit.
Status Control Module
The Display sequences automatically through • Overspeed indicates the engine has been
these parameters in either English or metric shutdown due to excessive speed.
units:
• High Oil Temperature indicates the
• Service Hours engine has been shutdown due to excessive
oil temperature.
• Engine Speed (Safety for Overspeed)
• Low Oil Pressure indicates the engine
• Battery Voltage has been shutdown due to insufficient oil
pressure.
• Engine Oil Pressure (Safety for Low
Pressure) • Emergency Stop indicates the engine has
been shutdown due to one of the
• Engine Oil Temperature (safety for High Emergency Stop Switches being depressed.
Temperature)
44
• Auxiliar y indicates the engine has been • Sensor Fault (Red) – A problem has been
shutdown due to a customer requested detected with one of the systems sensors.
shutdown (customer stop input). The 8 Character Display will be displaying
a code that indicates the exact nature of the
Engine Control Module problem.
The Engine Control Module (ECM) is located
inside the ESS control panel and is visible • Actuator Fault (Red) – A problem has
through the window on the front of the panel. been detected with one of the actuators.
The 8 Character Display will displaying a
The primary functions of the Engine Control code that indicates the exact nature of the
Module (ECM) are to govern engine speed problem.
and control the air/fuel ratio. It also has the
role of systems coordinator. The software to • System Fault (Red) – A problem has been
operate the ECM is stored in a personality detected with tone of the control systems.
module that is mounted on the front of the The 8 Character Display will be displaying
ECM. The personality module contains many a code that indicates the exact nature of the
of the protection set points and stores the problem.
maps that are used for engine control. The
map to control the ignition timing is stored in • Control Module Fault (Red) – A problem
the personality module. The ECM senses the has been detected with one of the control
desired timing set point to the SITCM across modules. The 8 Character Display will be
a dedicated data link. displaying a code that indicates the exact
nature of the problem.
The ECM modifies the desired timing set
point during transitions based on the actual The Display Select Switch Allows the operator
and desired air manifold pressure. The ECM to step through the data on the Engine
also uses the detonation level from the Control Display. Every time the switch is
SITCM to retard the engine timing if toggled the display steps through to the next
excessive levels of detonation are measured. item. Items displayed are either status or
diagnostic codes (differentiated by one of the
The display on the ECM consists of 8 lights).
characters and 8 lights.
Timing Control Module
The light indicates: The primary function of the Timing Control
Module is to maintain the ignition timing at
• Status (Green) – The data on the 8 the set point determined by the Engine
Character Display is status information i.e. Control Module. It does however measure the
desired engine speed, fuel energy (Btu) level of detonation or knock present in the
setting. engine. This data is used by the engine
control to protect the engine from possible
• Data Link 1 Active (Green) – When lit, damage caused by detonation.
this light indicates that the Engine Control
Module is properly communicating with Pyrometer Modules
the Timing Control Module. Each pyrometer module allows the read-out in
9 separate temperatures (°C). The module
• Data Link 2 Active (Green) – When lit, powers up displaying the reading of channel
this light indicates that the Engine Control O (exhaust stack temperature). To read the
Module is properly communicating with temperature values on the other eight
the CMS Module. channels, press the Push to Advance button on
the front of the gauge. One of these modules
• Control (Yellow) – One or more potential is used for in-line engines two for vee engines.
problems exist. The 8 Character Display
will be displaying a code that indicates the The pyometer continuously compares channel
exact nature of the caution condition. O (stack temperature) to a set point. If the
temperature ever exceeds that set point, a
45
Figure 33: Engine Control System.
contact closes instructing the system to Customer Outputs

shutdown. • Horn Driver annunciates that a problem
has been detected in the system that may
Customer Inputs cause the engine to shutdown if it is not
• Driven Equipment Ready Contact allows corrected.
the customer to stop and/or inhibit Start of
the engine due to a problem with the • Prelube Complete annunciates that the
driven equipment. engine is prelubed and ready to start.
• Customer Stop Contact allows the • Engine Failure annunciates that the engine
customer to request the engine to shut has shutdown with a fault. The fault needs
down for any reason needed by his to be reset in order to restart.
equipment.
• Crank Terminate annunciates that the
engine has started and is running.
• Run Relay annunciates that the fuel is

turned on to the engine.
• Mode Switch Position provides the position

of the mode control switch (to be read by
remote equipment).
46
Engine Control Subsystem control system offers tunable governor
The Subsystem, Figure 32, consists of the dynamics.
following comments:
Fuel Limiting
• Engine Supervisory System Control Panel The fuel system on the G3600 engine does
– Engine Control Module Timing Control not have any carburetor or equivalent, as a
Module result the governor is required to insure that
– Desired Speed Potentiometer the air/fuel mixture does not exceed the rich
– Fuel Energy Content Potentiometer flammability limit (Rich Misfire). By
coordinating with the Air/Fuel Ratio Control
• Engine Mounted Sensors section, the governor is able to read the actual
air/fuel ratio and use that information to keep
• Engine Mounted Actuators Engine Speed the engine from getting too rich.
Governing
The governor also provides power limiting on
The Engine Control Module performs the the G3600 engine. By reading the fuel flow
governing function. The governor is more like and comparing against maximum allowed flow
a diesel engine governor than a typical gas (function of engine speed) the governor
engine governor. The G3600 engine is protects the engine against overpower
governed by modulating the fuel valve situations.
controlling fuel flow independent of air flow. Air/Fuel Ratio Control
The air flow is controlled by the air/fuel ratio The G3600 engine does not have a carburetor;
controller in response to the measured fuel instead the air flow and fuel flow are
flow. independently controlled. The governor has
Desired Speed complete control of the fuel flow. This leaves
Desired speed is controlled by an idle/rated the air flow as the only parameter for
switch (Open selects idle speed of 550 rpm; adjusting the air/fuel ratio.
Closed selects the speed set by the desired Desired Air Flow
speed input). The desired speed input is The Air/Fuel Ratio Controller calculates the
typically the potentiometer on the front face of actual fuel flow and uses a desired air/fuel
the ESS panel, but may be controlled by an ratio combined with a fuel energy content (set
external module. on the Energy Content Potentiometer on the
Droop front panel of the ESS) to determine the
The Customer can select any where from 0% required air flow. The desired air/fuel ratio
to 10% speed droop. for a given speed and load is stored in an
application specific map in the Engine Control
Loadshare Module Personality Module. This map is created to
A generator set loadshare module compatible achieve maximum engine performance
with the ESS is available as a ship loose item. (efficiency and emissions).
Switchable Governor Response Actual Air Flow
In order to provide optimum engine response The Engine Control reads inlet manifold air
with a generator set that operates in parallel pressure and temperature combined with
with a utility or with other generator sets it is engine speed to estimate the actual air flow
necessary to have two governor settings. The into the engine.
G3600 control system offers a dual dynamics
governor. The Governor Dynamics Switch Air Flow Control
selects from either stand-alone or paralleled Once the control has calculated a desired air
governor settings. flow and an actual air flow, it modulates the
wastegate and choke valves to make the
Adjustable Governor Response actual match the desired.
To provide optimum package response with a
variety of driven equipment, the G3600
47
Fuel Correction System
Combustion Measurement
Once the engine is running and the measured
load exceeds a set level (typically 25%), the
combustion measurement system
compensates for any changes in the ambient
conditions or fuel quality. The Engine Control
reads the time required for the flame to
propagate from the spark plug to the
combustion sensor for each cylinder and
creates an engine average burn time.
Desired Combustion Burn Rate
The Engine Control Personality Module
contains application specific maps that define
for any given engine speed and load the burn
time that achieves maximum engine
efficiency and burn proper emissions.
Fuel Correction Factor
The fuel correction system uses the optimum
burn time along with the measured burn time
to compute a fuel correction factor. This factor
is a percentage that is applied, by the air/fuel
ratio controller, to the Fuel Energy Setting to
maintain efficiency and emissions.
48
Materials and specifications are
subject to change without notice.
© 1998 Caterpillar Inc.
Printed in U.S.A.

Manual Aplicacón y Guia de Instalación G3600

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Gas Engines

Figure 1: Ignition Group Components

Failure to use recommended plugs, or failure

MAGNETO INTERFACE BOX MAGNETO

T G Magneto Interface Clock E Even

Figure 4: G3600 Ignition Timing System.

Actual Air Pressure MODIFY

Magneto DATA LINK MAGNETO

Figure 5: G3600 Ignition Timing Control Logic

Two interconnect harnesses are available

2) Use proper sealant on all threaded

4) For vee engines, route 3 in. diameter

STARTER RELAY EXHAUST

B1 Air pilot line to the starter solenoid valve.

Table 1: Air FlowTable

For natural gas operation, the exhaust must

Selecting the Starter Type and Example 2

Figure 7: Example of an Auxiliary Equipment Torque Curve.

Documenting Working Pressures and Regulator Outlet Pressure

Total Package Torque

20,000 G3612 with

3 Qstarter flow, initial =

MANUAL Pstarter inlet, initial =

4 Preg outlet, initial = Preg inlet, initial = 5

Worksheet 1: Working Pressure and Flow for Air/Gas Starting System

3 Qstarter flow, initial = 3,600 scfm

MANUAL Pstarter inlet, initial = 150 psi

3 Q starter flow, initial = 2,000 scfm

MANUAL Pstarter inlet, initial = 60 psi

4 Preg outlet, initial = 75 psi Preg inlet, initial = 105 psi 5

1 Pstarter exhaust = 0 psi

3 Qstarter flow, initial = 2,600 scfm

MANUAL Pstarter inlet, initial = 90 psi

3 Qstarter flow, initial= 3,600 scfm

MANUAL Pstarter inlet, initial = 150 psi

1 Pstarter exhaust = 0 psi

3 Qstarter flow, initial = 2,000 scfm

MANUAL Pstarter inlet, initial = 60 psi

4 Preg outlet, initial = 75 psi Preg inlet, initial = 220 psi 5

3 Qstarter flow, initial = 2,600 scfm

MANUAL Pstarter inlet, initial = 90 psi

Qflow, ave = (Qflow, initial + Qflow, final) /2 Water Separator

Magnetic Switch and Solenoid Starting

Table 3: Maximum Allowable Resistance

Not all this resistance is allowed for cables.

• Contactors (relays, solenoid, switches)

• Connections (each series connectors)

The fixed resistance of connections and

These subsystems includes • Computerized Monitoring System CMS

Personality Module RS232 Computer Interface

• Emergency Stop Switches

• Gas Shutoff Valve

• Prelube pump system (Pump and

• Engine cranking system (Starters and

In Auto the system is configured for remote

Air Inlet Temperature

contact closes instructing the system to Customer Outputs

• Run Relay annunciates that the fuel is

• Mode Switch Position provides the position

© 1998 Caterpillar Inc.

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