5. Caterpillar G3600A3 Emission tune up procedure - Final - Mar 2012 - Lvtao（中文）

G3600 A3 Tuning the Engine
G3600 A3 调试发动机
Proper Setup of the G3600 A3 engine is very

important and must be carefully performed if the
engine is to start and operate reliably.
正确设置 G3600 A3 发动机非常重要，如果想让发动机启动和运行可靠
，必须仔细地执行发动机设置工作。
Performance will be unreliable and emissions will

be inconsistent if these steps are not performed
correctly.
如果没有正确执行这些步骤，发动机的运行将会不可靠并且排放量将是
不一致的。
1
There are three areas that require adjustment on the G3600 A3.
These adjustments ensure:
在 G3600 A3 中，有三个地方需要调整，这些调整会确保：
1) The engine will start – speeds under 250 rpm
发动机启动 – 速度低于 250 转 / 分钟
2) Optimum emission compliance under 40% load – Exhaust
Temperature Feedback
在 40 ％负载以下的最佳排放标准 – 排放温度反馈
3) Optimum emission compliance for loads over 40% load –
Precombustion Chamber Calibration (PC CAL).
超过 40 ％负载的最佳排放标准 –预燃室校准 (PC CAL)
2
G3600 A3 Tuning the Engine G3600 A3 调试发动机
Engine Set Up 发动机设置
The first step involves setting the correct air fuel ratio parameters in
the configuration screen of ET based on a gas analysis and the
results from the fuel analysis program in Gas Engine Rating Pro
(GERP–LERW4485).
第一步，要根据天然气发动机评级（ GERP LERW4485 ）中燃料分析程序所得的分析结
果，在 ET 配置屏幕中正确设置空燃比参数配置。
The required values are the Low Heat Value (LHV) and the Specific
Gravity (SG) of the fuel being used. For this reason, you must have
an accurate fuel analysis.
所需的数值是低热值 (LHV) 和所用燃油比重。正因如此，你必须对燃料进行准确分析
。
3
Initial Engine Set Up 发动机初始设置
As seen below, the first parameter is the ‘Fuel Quality

Input Type Configuration’. The choices are either:
如下，第一个参数是“燃油质量的输入类型配置”，选择要
么是
• ‘Configured Value’ (1) for a specific LHV or
“ 配置值” (1) 在一个特定的低热值（ LHV ）
• 4-20 mA if a gas chromatograph is available that reads
the actual continuous LHV – not recommended for
Petroleum applications
或是 4-20 mA ，如果天然气色谱仪可读取实际连续的低热
值 - 不建议在石油方面的应用 1
4
Initial Engine Set Up– Preset Values 发动机初始设置 - 预设值
If ‘Configured Value’ is selected, enter:

如果选择了”配置值” ，输入：
• Actual ‘Fuel Quality’ (LHV) (1) and 实际“燃油质量” ( LHV ）或
• Actual ‘Gas Specific Gravity’ (SG) (2) 实际“天然气比重”（ SG ） 2
Note: Use GERP Methane Number program with gas
analysis values to obtain LHV and SG
注：在 GERP 甲烷号码程序中，用天然气分析值来获得 LHV 和 SG
空气 / 燃料比率控制
燃料质量输入类型配置
燃料质量 1
燃料质量传感器 LHV 较低设定值
燃料质量传感器 LHV 较高设定值
天然气比重 2
5
Initial Engine Set Up – Preset values
发动机初始设置 - 预设值
• If the ‘4-20 mA Input’ (1) is selected, enter the expected range of
LHV values expected during normal operation and the SG as shown.
如果选择了‘ 4-20 mA Input’ (1) ，则输入 LHV 的预期范围，该值是在正
常运行期间和 SG 所示
– ‘Fuel Quality LHV Lower Setpoint’ (2) 燃料质量传感器 LHV 低设定值
– ‘Fuel Quality LHV Upper Setpoint’ (3) and 燃料质量传感器 LHV 高设定值
– Actual ‘Gas Specific Gravity’ (4) 实际“天然气比重”
1
燃料质量输入类型配置
2
燃料质量
燃料质量传感器 LHV 较低设定值 3
燃料质量传感器 LHV 较高设定值
天然气比重 4
6
Operating above 40% load
在负载 40 ％以上食的操作
Once the BTU/SG settings are entered in the G3600 A3 configuration screen,
they should normally only be re-adjusted when the average lower
heating value of the fuel changes. In the event the correction factor
deviates widely from 100, the cause for fuel energy variations should be
investigated and resolved and the engine should be retuned (see PC CAL) using
an exhaust analyzer.
一旦将 BTU/ SG 的设置输入到 G3600 A3 配置屏上，当燃料的平均低热值变化时
，通常只能应该重新调整它们。当在修正系数大范围偏离 100 情况下，应该对燃
料能源变化的原因进行调查和解决，并且应该使用排气分析仪重新调试发动机。
The engine will give some sense of this condition.
发动机会有这种情况。
7
Operating above 40% load 在负载 40 ％以上的操作
• After setting the values that represent the fuel being supplied to the engine, the ‘Fuel
Correction Factor’ (FCF) should stay approximately 100 regardless of any reasonable
drift in the LHV of the fuel on a properly tuned engine.
在设置好代表供给到发动机燃料的数值后，在一台调试好的发动机上，不管任何燃油
的 LHV 偏移，燃油校正系数 (FCF) 应保持在大约 100 。
• The FCF will likely swing during a 24 hr interval. When the swing is completely on
one side of 100, this is the system telling you that the fuel BTU has probably made a
permanent shift. Plan to re-calibrate the engine soon.
在 24 小时间隔内 FCF 可能会产生摇摆。当完全摆动到一侧的 100 上时，这是系统告
诉你燃油 BTU 可能已经发生了持久性的偏移。应迅速计划重新校正发动机。
Possible FCF Drift over 24 hrs
FCF
93 94 95 96 97 98 99 100 101 102 103 104 105 106
93 94 95 96 97 98 99 100 101 102 103 104 105 106
8
Initial Engine Set Up – Starting Values 发动机初始设置 - 预设值
• After entering the fuel energy values, getting the engine to start is the first priority. To vary the starting
air fuel ratio, two more parameters can be adjusted in the configuration screen.
输入燃料的能量值后，首要的是先要启动发动机。在配置屏幕上可以对两个以上的参数进行调整，以改变
空燃比。
• ‘Engine Start Choke Position’ (1) 发动机开始阻气门位置
• ‘Engine Start Turbo Wastegate Position’ (2) 发动机起动涡轮废汽门位置
• These settings override the open loop settings to enable manual control of the A/F mixture during
cranking and until the engine reaches the Crank Termination (CT) speed of 250 RPM.
这些设置将覆盖开环设置，以在曲柄转动过程中启用 A/ F 混合的手动控制，直到发动机达到曲柄终端速度
250 RPM
• The recommended 'initial values' for each model are included in the System Operations, Test and Adjust
Service Manual Module RENR5908-11 or in SIS. The 'final values' are those which enable the engine to
start best.
在系统操作中，测试和调整服务手动模块 RENR5908-11 或者 SIS 中，包括了为每种模式所推荐的初始值
。能够是发动机可以最好启动的就是最终数值。
• May require seasonal adjustment for temperature changes. 可能需要因温度变化做季节性调整
1
发动机开始阻气门位置 2
发动机起动涡轮废汽门的位置 9
Startup/No Feedback – Starting Values 启动 / 无反馈 - 起始值
• Startup/No Feedback 启动 / 无反馈

• Choke is maintained at fixed position for 10 seconds after desired speed is reached;
then goes into this mode
在达到预期速度时，阻气门在固定位置保持 10 秒钟，然后进入这个模式。
• Choke position determined by settings in configuration screen
阻气门位置由配置屏幕上的设定做决定
At 10 sec after speed is reached, air/fuel ratio is controlled by air/fuel ratio map stored
in the ECM
10 秒后速度达到，由保存在 ECM 里的空燃比图来控制空燃比
Maps are rich for operation at low temps 低温时的操作，（空然）比图很丰富。
This mode is used until conditions move the engine into one of the other modes
在将发动机转到另外一个模式前，将使用这种模式
There is no feedback in this mode; fuel correction is 100
这种模式中没有反馈，燃油校正是 100
Can operate in this mode with loads up to 40%
能够在这种模式里以上至 40% 的负载进行操作
10
Startup/No Feedback – load 0-40% 启动 / 无反馈 – 负载 0-40%
• After reaching the CT speed, the engine runs in the 'No Feedback' mode until:
到达 CT 转速后，发动机在“无反馈”模式下运行，直到 :
– The average exhaust port temperature stops increasing to the 'Desired Exhaust Port
Temperature' (1) or
排气口平均温度停止增加“预期排气口温度”，或者
– The average exhaust port temperature exceeds the 'Desired Exhaust Port Temperature' (1) or
排气口平均温度超过“预期排气口温度” ，或者
– A timer in the ECM times out (approximately 6-8 minutes)
ECM 计时器超时（大约 6-8 分钟）
• The ECM maintains the a/f ratio using internal maps.
ECM 利用内置图保持 a/f 比率。
– Sometimes the ‘Maximum Choke Position’ (2) must be reduced to prevent the a/f ratio from
becoming overly rich. 有时必须降低“最大阻气门位置” (2) 来防止 a/f 比率变得过大。
Note: Actual Desired Temp is based on ET set Desired Temp and can be seen in ET status screens
注：实际所需的温度是基于 ET 设定所需温度，可以在 ET 状态显示屏上观察。
空气 / 燃料比率控制 1
预期发动机排气口温度
最大阻气门位置
11
2
Exhaust Temp Feedback – load 0-40% 启动 / 无反馈 – 负载 0-
40%
• These are preliminary settings and may have to be changed after the engine is heat soaked and
calibrated under ≥75% load, in the precombustion chamber calibration mode procedure. That is
because the mapping is not as complete as the combustion feedback mapping.
这些是初步设置，在发动机热渗透后，可能需要改变这些设置，在预燃室校准模式程序，校正低于
75% 负载。这是因为该映射不像燃烧的反馈映射一样完整。
• Adjust the ‘Desired Engine Exhaust Temperature’ (1) to obtain an actual engine average exhaust
temperature between 950ºF - 1000ºF (510ºC - 540ºC). If the engine rpm drops, decrease the
‘Maximum Choke Position’ (2), until the desired speed can be maintained with minimum load. This
will assist the maps in leaning out the a/f ratio.
调整“发动机排气温度” (1) 获得发动机实际的排气平均温度为 950ºF - 1000ºF (510ºC - 540ºC) 之
间。如果发动机转速下降，则降低“最大阻气门位置” (2) 直至以最小负载来保持所需速度。这将有
助于探出空燃比映射。
空气 / 燃料比率控制 1
预期发动机排气口温度
最大阻气门位置
2
Note: Sometimes the maximum choke position must also decreased to prevent high exhaust
temperatures (greater than 1100 deg F). The Exhaust Feedback maps are not the best developed.
注意 : 有时也必须降低最大阻气门位置以避免过高排气温度（大于 1100 华氏度）。排气反馈映射并 12
没有开发得最好。
Exhaust Temp Feedback – load 0-40% 排气温度反馈 – 负载 0-
40%
•The desired exhaust temperature setting is not exact.
所需的排气温度设定是不精准的。
•Use a setting that will result in the actual desired port temperature.
采用可以导致在实际所需端口温度的设定。
13
• 40% mode after exiting the ‘No Feedback’ mode.
The engine goes into the ‘Exhaust Temperature Feedback’
在退出”无反馈“模式后，发动机进入”排气温度反馈”模式。
• The ECM uses average exhaust temperatures to control the a/f ratio.
ECM 利用排气平均温度来控制 a/f 比率。
• If the load is greater than 40%, the ECM tries to exit to ‘Combustion Feedback’. A clock begins to count
down the programmable ‘Engine Start Exhaust Temperature Feedback Time Configuration’ (1). This timer
will delay the exit to ‘Combustion Feedback’ until the entered time has elapsed. The range is zero to 360
sec. The mode shown will actually be ‘PC CAL’.
如果负载大于 40 ％， ECM 试图退出到‘燃烧自动调节’。时钟开始倒数可编程的“发动机启动排气温度反馈
时间配置”，该定时器将推迟退出到‘燃烧自动调节’，直到输入的时间已经结束。范围是 0-360 秒。所示的
模式实际上是 'PC CAL' 。
• This feature is used to help warm-up and loading when the starting load is excessive (more than 40%).
Earlier versions of the flash file, pre v2.0 where this feature was not available, resulted in poor loading
performance.
此功能是在启动加载过多时（超过 40% ），用来帮助预热和进行加载的。早期版本的 Flash 文件 pre v2.0
中，这个功能还没有时，导致较差的装载性能效果。
• If the engine rpm drops after the ‘Exhaust Temperature Feedback’ becomes active, the ‘Maximum Choke
Position’ (2) may have to be decreased or increased to lean or richen the a/f ratio, until the desired speed
can be maintained with minimum load.
在“排气温度反馈”生效后，如果发动机转速下降，发动机阻气门最大位置 (2) 可能会降低或者增加以精简
或或加大 a/f 比率，直到可以最低负载维持所需速度。 1
14 2
40%
• If the load is greater than 40%, the
ECM tries to exit to ‘Combustion
Feedback’. The timer will delay the exit 1
to ‘Combustion Feedback’ until the
entered time has elapsed. The range
is zero to 360 sec. The mode shown
will actually be ‘PC CAL’.
如果负载大于 40%,ECM 尝试退出‘燃烧
自动调节’ . 计时器延迟退出至‘燃烧自动
调节’ ，直到所输入的时间结束。范围
为 0-360 秒，所示的模式实际上是 'PC
CAL' 。
• This feature is used to help warm-up
and loading when the starting load is
excessive (more than 40%). Earlier
versions of the flash file, pre v2.0
where this feature was not available,
resulted in poor loading performance.
此功能是在启动加载过多时（超过 40%
），用来帮助预热和进行加载的。早期
版本的 Flash 文件 pre v2.0 中，这个功
能还没有时，导致很差的装载性能效果
。
15
Exhaust Temp Feedback – under 40% load 排气温度反馈 – 负载低于 40%
At the conclusion of the PC Calibration exercise and while the emission analyzer
is still attached, drop the load to less than 40% - preferably to the normal
minimum load. Observe the FCF. It should be approx 100 as determined by the
flash file.
在 PC 校准练习的结论，当依然伴有排放分析器时，降低负载至低于 40% - 优选在
正常的最小负荷。观察 FCF 。它应该在大约 100 左右，该值由 Flash 文件所判定
。
When the engine enters Exhaust Feedback, go to the configuration screen and
adjust the ‘Desired Engine Exhaust Port Temperature’ (1) up or down until you
achieve a FCF of approximately 100 for your engine. The emissions will be
determermined by the flash file. The emissions will not be as accurate as when
in PC CAL.
当发动机进入排气自动调节，查看配置屏幕并将“所需发动机排气口温度” (1)
调高或调低，直到你将发动机的 FCF 调制大约 100. Flash 文件将决定排放，排放
将不会像在 PC CAL 一样准确。 1
16
Exhaust Feedback – under 40% load 排气温度反馈 – 负载低于 40%
At the next cold start, be prepared to change the ‘Maximum Choke Position’ (1) to
ensure the engine does not lose RPM in the ‘No Feedback’ or the ‘Exhaust
Feedback’ mode by changing the ‘Maximum Choke Position’ parameter until
stable operation is achieved. The number shows Choke % Closed. The
recommended range is 70-95% with the goal of the setting that works best.
对于冷启动，需先改变“最大阻气门位置”，通过改变“最大阻气门位置” 参数直
到实现操作稳定， (1) 以确保发动机在‘ No Feedback’ 或‘ Exhaust Feedback’ 模式
中不会丢失 RPM 。数值显示阻止关闭的百分比 . 建议的范围是 70-95% 以实现最
好的工作效果。
Note: A higher number will make the mixture richer (less air), a lower number will
make the mixture leaner (more air).
注意：数字越高使混合物更多（更少空气），数字越低使混合物更少（更多空气）
1
17
Combustion Feedback 燃烧自动调节
The G3600 A3 engine's control strategy is really designed for the work mode –
Combustion Feedback.
The G3600 A3 发动机的控制策略实际上是设计为工作模式 - 燃烧自动调节
In order for this mode to function properly, the engine must be properly setup using the
procedure – PC CAL.
为了这种模式下正常工作，必须用程序 PC CAL 来正确设置发动机。
This procedure is the only way to enable the engine to perform to the correct emission
level while delivering the rated horsepower.
在传送额定马力时，本程序是使发动机达到正常排放状态的唯一方法。
18
Prechamber Calibration 预燃室校准
As mentioned, the G3600A3 engine's control strategy adjusts the air/fuel
ratio based on the BTU/SG settings (1), fuel flow, and the combustion burn 2
times. The BTU setting is the initial setting adjusted in PC CAL (and defined
first at commissioning) to determine the engines air/fuel ratio and is used in
both open and closed loop. The adjustment of the needle valves (2) are
the final setting performed during the tuning process in PC CAL to balance
the cylinders for performance.
如前述， G3600A3 发动机的控制策略是基于 BTU/SG 设置（ 1 ）、燃油流
量和燃烧时间从而对空燃比进行调整。 BTU 设置是在 PC CAL 里的最初始设
定（并且在试运行时首先定义）来决定发动机空燃比并被应用于开闭环路。
针形阀的调整 (2) 是在 PC CAL 调试过程中最终设置 , 使气缸可以平稳运行。
19
Above 40% load, the combustion burn time measurement allows the engine's control
strategy to fine tune the air/fuel ratio based on the quality of the fuel gas. Both the BTU
and needle valve adjustments are critical, and problems can arise if they are not set
properly.
负载在 40 ％以上，燃烧时间测量结果可以基于燃料气体的质量，允许发动机控制策略，从
而对空气 / 燃料比进行微调。 BTU 和针阀的调整都很关键，如果没有正确设置，它们就可
能会出现问题。
20
G3600 Engine Speed & Governing Control

G3600 发动机速度与管理控制
The G3600A3 engine's control strategy adjusts

fuel flow based on the differential between the
actual engine speed and the desired engine
speed setting.
G3600A3 发动机的控制策略是根据发动机实际速度
和所需的发动机速度设定值之间的量差来调节燃料
流量。
21
Prechamber Calibration – Air/Fuel calculation
预燃室校准 - 空气 / 燃烧计算
Basic G3600A3 Air/Fuel Ratio Control

G3600 A3 空 / 燃比控制基础
The G3600A3 engine's control strategy uses the volume

of fuel supplied to the combustion process and its
heating value to determine the amount of air that is
required to maintain the proper air/fuel ratio.
G3600A3 发动机的控制策略利用供给燃烧过程中的燃料体
积和它的加热值来确定空气用量，需用此量值的空气来保
持适当的空气 / 燃料比
22
G3600A3 Engine Air/Fuel Ratio Control

G3600A3 发动机空 / 燃比控制
To Repeat: The G3600A3 engine's normal air/fuel ratio control

strategy during operation adjusts air flow based on the differential
between the engine’s actual average burn time and the desired burn
time value.
重复：根据发动机的实际平均燃烧时间和所需的燃烧时间值之间的
差， G3600A3 发动机通过在运行过程中的标准空气 / 燃料比控制策略来
调节空气流量。
23
Prechamber Calibration – Fuel Volume Calculation
预燃室校准 - 燃料体积计算
The volume of fuel flow being consumed by the combustion process is
calculated by:
燃烧过程中被消耗的燃料流量体积的计算方法是：
1)Measuring the pressure differential between the fuel manifold and the
inlet air manifold.
测量燃料歧管和进气歧管之间的压力差。
2) Measuring the temperature of the fuel to the cylinder.
测量进入气缸的燃料温度。
3) Measuring the engine rpm.
测量发动机转速。
24
Prechamber Calibration – Energy Calculation
预燃室校准 – 能量计算
Next, the BTU/SG settings and the combustion

burn times are evaluated by the ECM to determine
the energy value contained in the fuel volume
delivered during this process.
接下来， ECM 计算出 BTU/ SG 设置和燃烧的燃烧
时间，以确定在此过程中，所提供的燃油中所含能
量值。
25
Prechamber Calibration – Air Volume Determination
预燃室校准 – 空气体积计算
Then, the proper volume of air is
determined by the ECM’s
referencing a three dimensional
air/fuel ratio map included in the
flash file. The volume of air
supplied to the combustion
process will increase as the
volume of fuel and its energy
value increases. Conversely, the
volume of air supplied to the
combustion process will decrease
as the volume of fuel and its
energy value decreases.
然后， ECM 通过参考在 Flash 文
件中包含的三维空气 / 燃料比图，
从而决定相应空气体积，供给到燃
烧过程中的空气体积将随着燃料的
体积和其能量值的增加而增加。反
之，供给到燃烧过程中的空气体积
将随着燃料的体积和其能量值的减
Sample Air Fuel Ratio 3D Map
少而减少。 26
Prechamber Calibration – ≥75% load 预燃室校准大于等于 75% 的
负载
The engine's control strategy
regulates the volume of air by:
发动机的控制策略通过以下方式来管
理空气体积：
• adjusting the wastegate
(Combustion Feedback) and/or
调整废气（燃烧自动调节）以及 / 或
者
• choke position (No Feedback and
Exhaust Temp Feedback).
阻气门位置 ( 无反馈和排气温度反馈 )
27
Prechamber Calibration – ≥75% load 预燃室校准大于等于 75% 负载
• Adjustments to the BTU/SG settings will affect the air/fuel ratio during the
engine tuning process. 在发动机调节过程中，调整 BTU/SG 设置将影响空燃比。
• The SG is a flow characteristic value obtained from GERP or the Cat Methane
Number (MN) Program. SG 是从 GERP 或卡特甲烷数计划获取的一个流量特值。
• The BTU is the main adjustment value changed to obtain the desired NOx level.
SG is not adjusted during the tuning process of PC CAL.
•BTU 是个主要的调节值改变以获得所需的氧化氮水平。 SG 在 PC CAL 调节过程期
间是不可调节的。
Note: A change in SG has the opposite affect on A/F Ratio as a change

in BTU value.
注意： SG 的变化对 A / F 比在 BTU 值的变化上有相反的影响。
28
Prechamber Calibration – ≥75% load 预燃室校准大于等于 75% 负
载
• To obtain a leaner air/fuel ratio, the BTU setting should be increased. This
will increase the volume of air to the combustion process, because the
engine's control strategy will interpret the higher BTU setting as 'hotter' fuel
when in fact the actual energy value of the fuel has not changed.
为了获得更贫瘠的空 / 燃比，应增加 BTU 设置值。这将增加燃烧过程中的空
气体积，因为，发动机的控制策略将更高 BTU 设置值解释为，更“热”的燃
料，而事实上，实际能量值并没有发生改变。
• To obtain a richer air/fuel ratio, the BTU setting should be decreased.
This will decrease the volume of air to the combustion process, because the
engine's control strategy will interpret the lower BTU setting as 'cooler' fuel
when in fact the actual energy value of the fuel has not changed.
为了获得更富有的空 / 燃比，应降低 BTU 设置值。这将降低燃烧过程中的空
气体积，因为，发动机的控制策略将更低 BTU 设置值解释为，更“冷”的燃
料，而事实上，实际能量值并没有发生改变。
29
Prechamber Calibration – Proper BTU/SG Values
预燃室校准 BTU/SG 适当取值
Cautions 注意：
The BTU/SG settings will directly affect the air/fuel ratio
during tuning which in turn will alter the emission and
performance level of the engine. Therefore, improper
settings of the BTU/SG values during tuning will
lead to engine performance problems and have a
negative impact on the site emission levels.
BTU/ SG 设置将直接影响到在调试过程中的空气 / 燃油比

例，从而将相继改变发动机的排放和性能水平。因此，在
调试过程中， BTU/ SG 的不正确设置会导致发动机性能
产生问题，并会对现场排放产生不利的影响。
30
Prechamber Calibration – Fine Tune Start
预燃室校准启动微调
The BTU setting must not be used as an adjustment to

improve engine starting and/or load acceptance (ESS).
BTU 设置一定不能用作用以提高发动机的起动和 / 或负载接受的
调整（ ESS ）。
Additional gas analysis and/or engine adjustments are required if
the engine will not properly start and load at a single BTU setting.
This is where changing the ‘Engine Start Choke Position’ and/or
‘Engine Start Turbo Wastegate Position’ values help greatly to
provide a mixture that will start easily.
如果发动机不能正常启动和加载在一个独立的 BTU 设置，需要对
其他气体分析并且 / 或者对发动机进行调整。这里可以改变‘发动
机阻气门位置’并且 / 或者‘发动机起动涡轮泄压阀位置’数值大
大有助于提供一个混合物，使启动变得容易。
31
Prechamber Calibration – Fine Tune Start 预燃室校准启动微调
• The BTU setting should not normally be adjusted while the engine's
control strategy is running in the ‘combustion feedback' mode. The
G3600 A3 engine's control strategy will automatically compensate for
any variation in the heating value of the fuel by generating a FCF.
当发动机的控制策略在 “燃烧自动调节”模式运行时，通常不应调整 BTU 设置。
G3600 A3 通过产生 FCF ，发动机的控制策略将为任何燃料的热值变化进行自
动补偿。
• Adjusting the BTU setting while the engine's control strategy is
operating in the ‘combustion feedback' mode will not change the
operating condition of the engine. If it is adjusted, it could lead to
operational problems during start up, open loop and exhaust feedback
operations.
当发动机的控制策略是在“燃烧自动调节”模式操作时，调整 BTU 设置将不会
改变发动机的运转状态。如果调整的话，它可能会导致启动过程、开环和排气反
馈操作中的操作性问题，
32
Prechamber Calibration – Misfire Detection
预燃室校准 - 不点火故障检测
Misfire Detection
失火故障检测
The first step that must be taken, before adjusting the G3600 A3 in PC
CAL, is to determine if there is any misfire present. As stated, in the
‘Combustion Feedback' mode, the G3600 A3 engine's control strategy
adjusts the air fuel ratio based on the BTU setting, fuel flow, and the
cylinder burn times. If misfire is present, then the cylinder burn times
will not be an accurate reading, because misfire will erroneously increase
the average burn time.
在 PC CAL 调整 G3600 A3 前，必须采取的第一个步骤，以确定是否有不

点火故障出现。如上所述，在“燃烧自动调节”模式， G3600 A3 发动机
的控制策略基于 BTU 设置，燃料流量以及汽缸燃烧时间而调整空燃比。
如果出现不点火故障，汽缸燃烧时间将会不准确，因为不点火将会错误地
增加平均燃烧时间。 33
Assume the following examples of 10 consecutive firings of a cylinder occur on
a G3600A3 engine.
假设下例中，在一个 G3600A3 发动机里有 10 次连续燃火的一个气缸
The first example shows how a cylinder with no misfire will operate.
第一个例子显示了一个气缸没有点火失败时的运行状态。
The second example shows how the average combustion time is affected by a
cylinder misfire.
第二个示例显示平均燃烧时间是如何受气缸点火失败影响的。
Note: 10 consecutive firings were used to simplify the examples. The G3600
A3 engine's control strategy uses an average value of the previous 40
seconds. Remember, a G3600 cylinder fires 8 1/3 times a second at 1000 rpm
注意： 10 次连续燃火用于简化实例。 G3600 A3 发动机的控制策略使用前 40
秒的平均值。记住，一个 G3600 气缸以每分钟 1000 转的转速时，每秒点燃 8
1/3 次。 34
预燃室校准 - 点火失败检测
Example 1 - No Cylinder Misfire 无气缸点火失败
Cylinder 1 气缸 Cylinder 1 气缸
No Misfire Average Burn Time 平均燃烧时间

1. 3.0 ms The average bum time is the total

2. 6.3 ms of the cylinder combustion burn
3. 4.2 ms times divided by 10.
平均燃烧时间是汽缸燃烧的总
4. 4.8 ms
次数除以 10 。
5. 5.2 ms
6. 2.8 ms 45.5 ms = 3.0 + 6.3 + 4.2 + 4.8 + 5.2
7. 5.7 ms + 2.8 + 5.7 + 4.1 + 3.5 + 5.9
8. 4.1 ms
9. 3.5 ms 4.55 ms = 45.5 ms / 10
10. 5.9 ms The average burn time for cylinder
1 is a correct reading of 4.55
milliseconds.
气缸 1 的平均燃烧时间是 4.55 35
毫秒的正确读数。
Example 2 - Cylinder Misfire
With Misfire Average Burn Time 平均燃烧时间
1. 3.0 ms The average burn time would
2. 6.3 ms be the total of the cylinder

3. 4.2 ms combustion bum times divided by 10.
4. 4.8 ms 次数除以 10 。
5. 5.2 ms 60.7 ms = 3.0 + 6.3 + 4.2 + 4.8 + 5.2 +
6. 18.0 ms 18.0 + 5.7 + 4.1 +3.5 + 5.9
7. 5.7 ms 6.07 ms = 60.7 ms / 10
8. 4.1 ms The misfire has increased the
9. 3.5 ms average burn time for cylinder 1 to
10. 5.9 ms 6.07 milliseconds.
不点火故障检测增加了气缸 1
平均燃烧时间至 6.07 毫秒 36
Improperly Set Cylinder
With Misfire Average Burn Time 平均燃烧时间
1. 1.3 ms The average burn time would be the total of

2. 4.6 ms the cylinder combustion burn times divided
3. 2.5 ms by 10.
4. 3.1 ms 次数除以 10 。
5. 3.5 ms
6. 18.0 ms 45.5 ms = 1.3 + 4.6 + 2.5 + 3.1 + 3.5 + 18.0 + 4.0
7. 4.0 ms + 2.4 + 1.8 + 4.3
8. 2.4 ms 气缸 1 平均燃烧时间是 4.55 毫
秒气缸因不点火故障没有正确
9. 1.8 ms 4.55 ms = 45.5 ms / 10 设置
10. 4.3 ms The average burn time for cylinder 1 is 4.55,
the cylinder is improperly set due to the
misfire. 37
A cylinder that is operating without misfire will usually display random
combustion times between 3.0 to 7.0 milliseconds. As indicated in the
previous example, cylinder misfire will usually be represented by a
long combustion burn time -- typically 12 to 19 milliseconds. There is
usually a small amount of misfire that is present while the engine is
operating. Therefore, it is not uncommon to observe a cylinder
misfiring 1 or maybe 2 times in 30 seconds.
气缸在没有不点火的情况下运转时，燃烧时间通常会显示为 3.0 〜 7.0
毫秒之间的随机值。正如前面的例子，气缸在不点火故障时的燃烧时间
经常被表示成较长的时间 - 通常是 12 到 19 毫秒。通常，发动机运转
时，存在少量的不点火故障。因此，观察到一个气缸在 30 秒内发生不
点火故障 1 或 2 次的情况并不少见。
38
However, a problem may exist when a cylinder is found to be

misfiring at a rate greater than 4 misfires in sixty seconds. In this
case, an analysis should be made to determine the cause of the
misfire before attempting to adjust the prechamber fuel supply.
但是，如果发现气缸的不点火故障频率大于 4 次 /60 秒，则可能存在

问题。在这种情况下，应该首先分析以确定不点火故障原因，然后再
尝试调整预燃燃料供给。
Remember, tuning with excessive misfire will result in a rich a/f
ratio.
请记住，调整过度不点火故障将导致在一个富有的空燃比 A / F 。
39
To moniter misfire on the G3600 A3 engine before selecting PC CAL,
load the engine and select the ICSM/ISM with ET. Select ‘Misfire
Detection.’ Select the Settings button and choose the duration you
wish to observe (from 30 to 120 sec), then select the desired cylinder
and press the start button. ET will graph the Unfiltered Burn Time, for
the cylinder selected, until you push the stop button. Any excursion to
15ms represents misfire.
在选择 PC CAL 之前，要监测 G3600 A3 发动机不点火故障，然后加载发

动机并选择 ICSM/ ISM 的 ET 。选择“不点火故障检测”。选择设置按
钮并选择你想观察的时间（ 30 至 120 秒），然后选择所需的气缸并按
下启动按钮。 ET 则对选定气缸，绘制出未过滤的燃烧时间，直到你按
停止按钮为止。任何数值偏移至 15ms 都代表不点火故障。
40
The ‘Misfire Detection’ selection path before selecting ‘PC
CAL’. 不点火故障检测选择路径，然后选择‘ PC CAL’.
41
To monitor misfire with ET on the G3600 A3 engine after PC CAL is
selected, in the ‘Prechamber Calibration’ , select the ‘More’ button at
the bottom of the screen and select ‘Misfire Detection.’ Select the
Settings button and choose the duration you wish to observe (from 30
to 120 sec), then select the desired cylinder and press the start button.
ET will graph the Unfiltered Burn Time, for the cylinder selected, until
you push the stop button. Any excursion to 15ms represents misfire.
在选择 PC CAL 之后，在预燃室校准中，对 G3600 A3 发动机用 ET 来监
测不点火故障，在屏幕底端选择“ more” 按钮并选择“不点火故障检
测”。选择设置按钮并选择你想观察的时间（ 30 至 120 秒），然后选
择所需的气缸并按下启动按钮。 ET 则对选定气缸，绘制出未过滤的燃
烧时间，直到你按停止按钮为止。任何数值偏移至 15ms 都代表不点火
故障。
42
The 15ms excursions (blue oval on top of chart) show cold, no load, misfire on
Cylinder 1. 气缸 1 上的 15ms 偏离（图表顶部蓝色椭圆）显示冷的，空载，不点火
故障
43
Prechamber Calibration – Misfire Detectio
Compare the previous chart misfires to the normal burn times (3-6ms) shown below when
loaded & hot (red graph on chart) for Cyl 1 (only one cylinder is shown at a time).
比较以前的不点火故障图表与下图所示正常的燃烧时间（ 3-6ms 的），当加载后的与热的
（图表红色图形）气缸 1 （在同一时间只显示出一个气缸）。
44
A second, less reliable, way to monitor misfire on the G3600 A3 engine
involves viewing the ‘unfiltered’ burn time of each cylinders combustion
time while the engine's control strategy is operating in either the
‘Combustion Feedback’ or ‘Prechamber Calibration’ mode.
Unfortunately this will not provide the ‘record’ that misfire detection
provides but will give you an indication, and you can observe all
cylinders at one time. As you can see on the next slide, if misfire
occurs, the burn time will show as 15ms (see circle).
当发动机的控制策略无论是在“燃烧自动调节”或“预燃室校准”模式
运行时，第二种并且不太可靠的方式来检测 G3600 A3 发动机的不点火
故障是观测每个气缸“未经过滤”的燃烧时间。不幸的是，这将不会提
供不点火检测“记录”，但会给你一个指示，使你能够在同一时刻观察
到全部气缸。正如你可以在下一张幻灯片上看到，如果发生不点火，则
燃烧时间显示为 15 毫秒（见圆圈标示）。
45
46
Misfire can be in two forms: true misfire or indicated misfire. To some extent
the exhaust port temperature will provide some insight into differentiating
between these two forms.
不点火故障有两种形式：真正的不点火故障和显示的不点火故障。排气口的温
度在一定程度上会让你感觉到这两种形式的一些区分。
If the exhaust port temperature is low, then true misfire is occurring.
Troubleshooting can focus on those components likely to be causing it.
如果排气口温度为低，则真正发生了不点火故障。排除故障集中在那些可能导
致它发生的组件上。
This list should include: prechamber check valve, spark plug, spark plug
extender, ignition coil, prechamber needle valve setting, prechamber gas
supply line, and gas admission valve setting.
这些组件包括：预燃室单向阀，火花塞，火花塞扩展，点火线圈，预燃室针阀
设置，预燃室气体供应线路，燃气进气阀设置。
47
If, however, the exhaust port temperature is still correct, it

may be possible that indicated misfire is occurring.
然而如果排气口温度仍然是正确的，它可能会指示发生了不
点火故障。
Indicated misfire occurs when proper combustion in the
cylinder is not measured correctly. Typically, this would be
a failure in the combustion probe, combustion probe
extender, combustion probe wire, or the ICSM/ISM.
在没有正确测量的汽缸内所发生的一定量燃烧时，指示不点
火故障发生。通常，这将是在燃烧探头，探头扩充器，燃烧
探头电线或者 ICSM/ ISM 中的一个失败。
48
Another condition that can generate erroneous burn times is
electrical noise in the combustion feedback system. Typically, this
results in combustion times that are too short, because the electrical
noise will stop the timer before the flame front passes by the
combustion sensor. A cylinder that is operating without electrical
noise will usually display random combustion times between 3.0 to
7.0 milliseconds. Electrical noise may also cause the combustion
time to read fast (2.0 to 2.2 milliseconds).
另一个可以产生错误燃烧时间的条件是在燃烧自动调节系统中的电气
噪声。通常情况下，这会导致燃烧时间过短，因为电气噪声会在火焰
前缘通过燃烧传感器之前停止计时器。通常气缸在无电气噪声情况下
运行，燃烧时间会显示为 3.0 〜 7.0 毫秒之间的随机值。电气噪声也
可能会导致读取燃烧时间加快（ 2.0 到 2.2 毫秒）。
49
The components that are susceptible to electrical noise

are the combustion probe, combustion probe
extender, and the electrical connections on top of
the combustion probe extender, combustion
probe wire, or the ICSM/ISM. A noisy power
supply, or bad shield could also cause excessive
electrical noise.
对电噪声敏感的组件是燃烧探针，燃烧探头扩展，和燃
烧探针延长器顶端的电线连接，燃烧探头线，或者是
ICSM/ ISM 。有噪音的电源或者较差的护罩，也可能导致
过多的电气噪声。
50
Prechamber Calibration – ≥75% load
预燃室校准 - 大于或等于 75% 负载
The next step before tuning the engine is to define the operating load
and speed conditions for the application. This is required to establish
the load and speed at which the engine will be tuned. The most
common tuning point for the G3600 A3 is at rated speed and ≥75%
rated load as indicated on the MIDS or Advisor display. However, this
can change based on the operating load and speed conditions for the
engine.
调试发动机之前，下一个步骤是为投入使用而定义运转负荷和转速条件。
这就要求对需要调试的发动机建立负荷和转速。对 G3600 A3 最常见的
调试重点是在额定转速及大于或等于 75 ％的额定负载，其在 MIDS 或
Advisor 显示屏上被标明。然而，这会根据发动机的工作负荷和转速条
件下发生改变。
Best tuning results are obtained with the normal engine load and
speed.
最佳调试结果是通过正常的发动机负荷和转速得到的。
51
Prechamber Calibration – ≥75% load, 850 RPM
预燃室校准 - 大于或等于负载 75% ， 850 转 / 分钟
If the G3600 A3 engine is expected to operate at speeds that can
vary from 750 rpm to 1000 rpm, such as a gas compressor
application with a suction controller, the recommended tuning point
is 875 rpm (mid-point speed value) at ≥75% rated load as indicated
on MIDS or Advisor display.
如果 G3600 A3 发动机预计以从 750 到 1000 转 / 分钟的转速来运转

，如气体压缩机的抽吸控制器应用，建议调试点为在≥ 75 ％额定负
载情况下，为每分钟 875 转（中点速度值）的转度 , 额定负载在
MIDS 或 Advisor 显示上标明。
This tuning point allows the engine to perform better at both 750
rpm and 1000 rpm.
调试点让发动机在 750 rpm 和 1000 转有更好的性能。
52
G3600 A3 Tuning the Engine G3600 A3 调试发动
机
预燃室校准 - 大于或等于负载 75%
Operate the engine at the selected tuning point until the
water and oil temperatures are stable. This usually takes
about an hour for a G3600 A3.
直到水和油的温度稳定，在选定的调试点运转发动机。这
对于 G3600 A3 来讲通常需要大约一个小时。
Plan for this procedure to take at least one hour. If you
hurry this process, the result tuning of the engine will
not be optimum.
计划此过程需要至少一个小时的时间。如果对此过程仓促
进行，发动机的调试将不会有最佳效果。
53
Prechamber Calibration – Caution
预燃室校准 - 警告
Before selecting PC CAL, check the
needle valve positions. If they are
below two, adjust all valves four
turns open from the closed
position. This is the default
position for starting a green”
engine. closed will cause misfire
that can lead to detonation on the
non-misfiring cylinders due to
overload on them. You can make
this adjustment with the engine
running.
选择 PC CAL 之前，检查针阀位置。
如果它们是以下两种，调整所有的
阀门从关闭位置打开至四圈。这是
启动绿色引擎的默认位置。关闭会
导致不点火故障，并因为超载导致
而使没有不点火故障的气缸爆炸。
你可以在发动机运行时进行调整。
Prechamber Calibration – ≥75% 负载
预燃室校准 - 警告
When ready to calibrate the engine’s emission level, attach a
calibrated emission analyzer to the exhaust system.
当准备好校准发动机的排放水平，在废气排放系统中增加一个校准的
排气分析仪。
Set the engine's control strategy to the ‘Prechamber Calibration’
mode. This will prevent the engine's control strategy from switching
into the ‘Combustion Feedback’ mode when the indicated load
increases above 40%, and it allows direct control of the air/fuel ratio
with the BTU setting to start and load the engine before tuning.
将发动机的控制策略设置为“预燃室校准”模式。当指示的负载增加 4
0 ％以上时，这会防止发动机的控制策略切换为“燃烧自动调节”模式
，并且它可以用 BTU 设置来直接控制空气 / 燃料比，以在调试前启动
和加载发动机。
You can also enter PC CAL when the engine is already loaded.
55
当发动机已经加载后，您也可以进入 PC CAL 。
Prechamber Calibration – Requirements
When PC Cal is selected, a pop-up 预燃室校准 - 需求
screen will help you identify the
minimum requirements for performing a
PC CAL.
当选择 PC CAL 时，一个弹出窗口会帮助
您确定执行 PC CAL 所需的最低要求。
If the FCF is not 100 ± 3%, exit PC cal
and adjust the BTU value in Combustion
Feedback, to return the FCF to
approximately 100. (Engines with .5
g/NOx rating respond better if the
deviation is less than 1%.) Then return
to PC CAL.
如果 FCF 不在 100±3 ％之间，退出 PC

CAL 并在燃烧自动调节中调整 BTU 值，
返回 FCF 为大约 100 。（如果偏差小于 1
％，发动机以 .5 克 / NOx 的速率反应会
更好。）然后返回到 PC CAL 。
NOTE: This is the only time the BTU

value should be changed in Combustion
Feedback.)
注意：这是在燃烧自动调节中，唯一一次 56
改变 BTU 值。
Quick Quiz – Combustion Feedback 快速检测 – 燃烧自动
调节
• If the FCF is greater than 100, is the engine correcting for a rich or lean
condition?
FCF 如果大于 100 ，发动机校正（空燃比）为富有或贫瘠的条件？
• To return the FCF to 100 in which direction should you move the BTU
value?
若要返回 FCF 为 100 ，你应该朝哪个方向移动 BTU 值？
• If the FCF is less than 100 is the engine correcting for a rich or lean
condition?
FCF 如果小于 100 ，发动机校正（空燃比）为富有或贫瘠的条件？
• To return the FCF to 100 in which direction should you set the BTU
value?
若要返回 FCF 为 100 ，你应该朝哪个方向设置 BTU 值？
57
Quick Quiz – Combustion Feedback 快速检测 – 燃烧自动
调节
• If the FCF is greater than 100, is the engine correcting for a rich or lean
condition?
FCF 如果大于 100 ，发动机校正为宽松或精炼的条件？
Rich – Rich mixtures produce fast flame speeds. To
slow speeds, FCF must go up, BTU x FCF increases
energy calculation, requiring more air, leans engine.
富有 - 富有的混合物产生较快的火焰速度。要降低速度， FCF 必
须上升， BTU x FCF 增加能量计算，要求更多空气进入，使发
动机空燃比更贫瘠。
58
G3600 A3 Tuning the Engine G3600 A3
调试发动机
Quick Quiz – Combustion Feedback 快速
检测 – 燃烧自动调节
• To return the FCF to 100 in which direction should you move the BTU
value? 若要返回 FCF 为 100 ，你应该朝哪个方向移动 BTU 值？
Raise the BTU-This will indicate more fuel energy, requiring

more air, which causes flame speeds to slow; the FCF will
lower requiring less air for faster flame speeds.
提升 BTU 值 - 这将显示更多的燃油能量，要求更多空气，空气导致
火焰速度减慢； FCF 将降低，要求较少空气使火焰速度加快。
59
Quick Quiz – Combustion
Feedback 快速检测 – 燃烧自
动调节
• If the FCF is less than 100 is the engine correcting for a rich or lean
condition? FCF 如果小于 100 ，发动机校正（空燃比）为富有或贫瘠的条件
？
Lean – Lean mixtures produce slower flame speeds; to
increase speeds, FCF goes down, BTU x FCF reduces
energy calculation, reduces air supply, richens engine.
贫瘠 - 贫瘠的混合物产生较慢的火焰速度；要增加速度， FCF
需降低， BTU x FCF 减少能量计算，减少空气供给，使发动
机空燃比富有。
60
Quick Quiz – Combustion
Feedback 快速检测 – 燃烧自
动调节
• To return the FCF to 100 in which direction should you set the BTU
value? 若要返回 FCF 为 100 ，你应该朝哪个方向设置 BTU 值？
Lower the BTU-This will indicate less fuel energy, require

less air and cause flame speeds to speed up; the FCF will
raise requiring more air for slower flame speeds.
降低 BTU 值 - 这将显示较少的燃料能量，要求较少空气，导致火焰
速度上升； FCF 将上升，要求更多空气以减慢火焰速度。
61
预燃室校准 - ≥75% 负载
After adjusting
the FCF to be
near 100, select
PC CAL
选择 PC CAL ，调
整后的 FCF 接近 1
00
62
This is the PC CAL screen

after selection on a Vee
engine.
这是选择 V 型发动机
后， PC CAL 屏幕显示。
What is the next step?
Wait.
下一步是什么？
等待。
63
First, adjust the BTU value until the exhaust analyzer
displays the correct target NOx value.
首先，调整 BTU 值，直到排气分析仪显示正确的 Nox 目标
值。
For a 0.7 g/NOx/bhp-hr rating, the target is 70 ppm; this
will ensure the published ‘NOT TO EXCEED’ 90 ppm NOx
value is not exceeded.
对于 0.7 克 / 氮氧化物 /bhp-hr 速率，目标是 70 ppm ，这
将确保“不超过” 90 ppm 的氮氧化物值不超标。
For a 0.5 g/NOx/bhp-hr rating, the target is 50 ppm; this
will ensure the published ‘NOT To EXCEED’ 62 ppm NOx
value is not exceeded.
对于 0.5 克 / 氮氧化物 /bhp-hr 速率，目标是 50 ppm ，这
将确保“不超过” 62 ppm 的氮氧化物值不超标。
The table on the right displays typical readings for a 0.7
g/NOx/bhp-hr. calibration.
右表显示读数为 0.7 克 / 氮氧化物 /bhp-hr 校准值。
64
This is the BTU/SG
pop-up screen
when you select the
‘More’ button for
use when changing
values while in PC
CAL to obtain
desired emission
levels
当您选择“ More”
按钮来使用 , 在 PC
CAL 里获得所需的排
放水平，这是 BTU/
SG 屏幕弹出窗口
65
This is the
BTU/SG pop-up
screen when you
select the ‘More’
button for use
when changing
values while in PC
CAL to obtain
desired emission
levels
当您选择“ More”
按钮来使用，在 P
C CAL 里获得所需
的排放水平，这
是 BTU/ SG 屏幕
弹出窗口 66
Next, adjust the prechamber needle valves on the cylinders whose combustion time
is not equal to the desired combustion time starting with furthest away.
下一步，调整气缸上的预燃室针阀 , 其燃烧时间不等于从最远处开始所需的燃烧时间
。
Repeat this process with each cylinder until all
the actual combustion times are within
± 0.20 milliseconds of the desired combustion
time and the average matching the desired
average. The closer to the target desired burn
times the more successful the tune. For a
successful tune, you must be closer than ±
0.20. You should try for ± 0.10.
对每个汽缸重复此过程，直到所有的实际燃烧时
间在所需的燃烧时间 ±0.20 毫秒内，平均时间和
所需平均值匹配。越接近到目标所需的燃烧时间
调试越成功。对于一个成功的调试，你必须是在
±0.20 之间。你应该尝试 ±0.10 。
The desired BT is supplied by the ECM.
ECM 提供所需的 BT 。
67
G3600 A3 Tuning the Engine G3600 A3 调试发动
机
Prechamber Calibration – Caution
预燃室校准 – 警告
Before adjusting the needle valves reduce engine
speed to 800 rpm, for safety reasons. Adjust the
prechamber needle valve for each cylinder to get
the filtered BT equal to the desired BT.
为了安全起见，在调整针阀前，将发动机转速降
至每分钟 800 转。调整每个气缸的预燃室针阀以
使得过滤的 BT 与预期的 BT 相等。
Remember, the thimble must remain above 2 on
spool. A needle valve that is too closed will cause
misfire that can lead to detonation on the non-
misfiring cylinders due to overload on them.
请记住，管帽必须保持线管上高于 2 。过紧针阀
会导致不点火，该不点火故障可以引起没有产生
点火故障的气缸由于超载而发生爆炸。
This valve is set to 3.5. Your target should be
between 3 and 5.
该阀设置为 3.5 。你的目标值应在 3 和 5 之间。
68
These two views show:

这两个图显示：
• the valve internal construction
阀的内部结构
• the needle valve adjustment
position.
针型阀调整位置
• Target should be between 3 and
5 on the spool (see red circle).
目标应将其在线管上调为 3 和 5
之间（见红圈）
Note: If the valve is closed too

tightly it can be damaged
internally. Handle carefully. Internal Construction Position
注意：如果阀门关得太紧，可能会内部结构
导致内部损坏。请小心处理。
位置
69
预燃室校准 – 大于或等于 75% 负载
In addition to getting each cylinder BT close to desired, the

real objective is also to get the engine average BT equal to
the desired BT. This is the number that the ECM uses
during ‘Combustion Feedback’ to control emissions. If you
don’t get the engine average close enough, during tuning,
the FCF will change quickly when you exit PC CAL.
除了使各气缸的 BT 接近所需要的值外，实际目标也是使发
动机的 BT 平均值与所需值相等。 ECM 在“燃烧自动调
节”中，利用这个数来控制排放。如果发动机的平均值不够
接近，在调试过程中，当退出 PC CAL 时 FCF 会发生快速 70
变化。
Prechamber Calibration – Confirmation 预燃室校准 – 确认
Bring the engine speed back to rated. Monitor the burn times for a few
minutes to confirm proper adjustment. Change the engine's control
strategy to the ‘Combustion Feedback' mode by exiting the ‘Prechamber
Calibration' mode. Automatic control of the air/fuel ratio will begin
immediately assuming the engine has been operating above 40% load
for more than three minutes.
将发动机转速调回额定转速。监视几分钟燃烧时间，以确定校正适当。通
过退出“预燃室校准”模式，改变发动机的“控制策略”为“燃烧自动调
节”模式。假设发动机已经在 40 ％以上负荷情况下运行超过三分钟，空
气 / 燃料比的自动控制将立即启动。
Confirmation:
确认
Steps to get ready to exit PC CAL; record the IMAP value.
71
这些步骤以准备退出 PC CAL; 记录 IMAP 值。
Prechamber Calibration – Confirmation 预燃室校准 – 确认
Confirmation 确认 :
1.Observe that the IMAP
remains the same (+/- 3 kPa
or .4 psi),
观察 IMAP 保持相同（ + / -
3kPa 或 .4 psi ）
2.That the FCF stays at
100%
FCF 保持 100 ％
3.NOx remains near 70 ppm
for a 0.7 g NOx engine; (near
50 ppm for 0.5 g NOx).
对于 0.7 克 NOx 发动机， NOx
保持接近 70 PPM （ 0.5 克 NOx
发动机则接近 50 PPM ）。
72
Cautions 小心
Adjustments to the prechamber needle valves should not be
made when the engine‘s control strategy is operating in the
‘Combustion Feedback’ mode.
当发动机控制策略在“燃烧自动调节”模式下运行时，不应该对预燃室
针阀进行调整。
The engine's control strategy adjusts the air fuel ratio to maintain the
actual combustion burn times equal to the desired burn times.
Therefore, adjusting the needle valves will not result in different burn
times. It will, instead, set the air/fuel ratio, and the resultant
emissions, to an unknown value, because the engine's control strategy
will attempt to correct for this change.
该发动机的控制策略调整空燃比，使实际的燃烧时间与所希望的燃烧时
间保持相等。因此，调节针型阀将不会导致燃烧时间的不同。相反，
这将会把空气 / 燃料比，以及由此产生的排放设置为未知值，因为发动
73
机的控制策略将试图修正这种变化。
Prechamber Calibration – Summary 预燃室校准 – 总结
PC Cal Summary PC Cal 总结

1. Allow sufficient time, have a stable load/temp condition and have an exhaust analyzer
留出足够的时间，使负载 / 温度情况稳定并有尾气分析仪
2. Check for misfire (real or indicated) and correct before proceeding
运行前要检查不点火情况（是真实不点火或还只是显示出的）并进行校正
3. Adjust BTU value for 70 ppm (.7 gram) or 50 ppm (.5 gram) Nox
将 BTU 值调整为 70 ppm （ 0.7 克）或 50 ppm （ 0.5 克）的 NOx
4. Balance cylinders early in process - farthest away from desired first
在前期过程中平衡气缸 - 首先是与所需的值最远
5. Work between BTU value and needle valve to achieve actual BT to equal desired BT. Don’t adjust
needle valve too closed. Shoot for a tolerance of ±0.1ms.
在 BTU 值和针阀之间调整，实现 BT 实际值等于所希望的 BT 值。不要将针型阀调整得过紧。目标公差为
±0.1ms 。
6. Verify that the average BT equals the desired BT
验证 BT 平均值是否等于所需的 BT 值
7. Note Manifold Pressure (MP) and Fuel Correction Factor (FCF) and NOx before returning to
combustion feedback (MP ± 3kpa (0.4 psi) change)
注意歧管压力（ MP ）和燃料修正系数（ FCF ）以及返回燃烧自动调节之前的 NOx （ MP±3KPA （ 0.4 磅）
变化）
8. Get out of PC CAL and observe if NOx, MP or FCF changes quickly
退出 PC CAL 并观察氮氧化物（ NOx ）， MP 或 FCF 是否产生迅速变化
74
Summary 总结
If this process is followed, you can accomplish a quality G3600
A3 engine tune and expect to have good performance, both in
horsepower and emissions between no load and rated load.
如执行完这个过程，则完成对 G3600 A3 发动机调试工作，在功率和排放
方面，无论是在空载和额定负载情况下，发动机都将会运转良好。
If you hurry this process or perform it carelessly, then you will
probably experience nuisance problems in performance and may
not comply with emissions.
如果这个过程处理得仓猝或者粗心地去执行整个程序，那么在运转过程中
，你有可能会发现一些非常麻烦的问题并且可能不符合排放要求。
75
THE END
76

5. Caterpillar G3600A3 Emission tune up procedure - Final - Mar 2012 - Lvtao（中文）

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

5. Caterpillar G3600A3 Emission tune up procedure - Final - Mar 2012 - Lvtao（中文）

Uploaded by

Copyright:

Available Formats

G3600 A3 Tuning the Engine

Proper Setup of the G3600 A3 engine is very

Performance will be unreliable and emissions will

As seen below, the first parameter is the ‘Fuel Quality

If ‘Configured Value’ is selected, enter:

• Startup/No Feedback 启动 / 无反馈

G3600 Engine Speed & Governing Control

The G3600A3 engine's control strategy adjusts

Basic G3600A3 Air/Fuel Ratio Control

The G3600A3 engine's control strategy uses the volume

G3600A3 Engine Air/Fuel Ratio Control

To Repeat: The G3600A3 engine's normal air/fuel ratio control

Next, the BTU/SG settings and the combustion

Note: A change in SG has the opposite affect on A/F Ratio as a change

BTU/ SG 设置将直接影响到在调试过程中的空气 / 燃油比

The BTU setting must not be used as an adjustment to

在 PC CAL 调整 G3600 A3 前，必须采取的第一个步骤，以确定是否有不

1. 3.0 ms The average bum time is the total

2. 6.3 ms be the total of the cylinder

1. 1.3 ms The average burn time would be the total of

However, a problem may exist when a cylinder is found to be

但是，如果发现气缸的不点火故障频率大于 4 次 /60 秒，则可能存在

在选择 PC CAL 之前，要监测 G3600 A3 发动机不点火故障，然后加载发

If, however, the exhaust port temperature is still correct, it

The components that are susceptible to electrical noise

如果 G3600 A3 发动机预计以从 750 到 1000 转 / 分钟的转速来运转

如果 FCF 不在 100±3 ％之间，退出 PC

NOTE: This is the only time the BTU

Raise the BTU-This will indicate more fuel energy, requiring

Lower the BTU-This will indicate less fuel energy, require

This is the PC CAL screen

These two views show:

Note: If the valve is closed too

In addition to getting each cylinder BT close to desired, the

PC Cal Summary PC Cal 总结

You might also like