Application and Integration Guide

UPGRADE FOR CATERPILLAR G3500 SI/EIS Form CAT-3500-UPG AIG 8-11

1.0 SYSTEM DESCRIPTION

1.1 The retrot ignition/control system for Caterpillar G3500 SI/EIS is a simple, preengineered solution that allows operators of legacy G3500 engines equipped with SI or EIS ignition systems an upgrade path to industry-standard, cost-effective Altronic ignition and control components. This package enables operators of these engines to enjoy greater exibility in the control of their equipment, and ensures future parts availability and upgrade options through Altronic and its global Distributor network. The key components of this upgrade include the CPU-95 ignition, the DET-1600 detonation detection system, and the DSG-1682DUPS dual-setpoint gauge. 1.2 The Altronic CPU-95, DC-powered ignition system is a microprocessor-based capacitor discharge system designed for application on natural gas fueled engines. The system features crankshaft-triggered timing accuracy and the capability to vary timing electronically by several means, including an external 4-20mA control signal. The system is eld-programmable and offers a variety of advanced control methods, primary and spark diagnostics, self-diagnostics, serial communications and engine protection features. The system consists of two main parts: an enginemounted Ignition Module and a user interface Display Module. 1.3 The Altronic DET-1600 Detonation Sensing Monitor is a 32-bit microprocessor based electronic instrument that detects and eliminates detonation on natural gas-fueled engines before damage occurs. Industry-standard low cost broadband piezoelectric vibration sensors, mounted on the engine, are used to transform the vibrations caused by detonation into electrical signals which are then evaluated by the DET-1600. The Detonation Sensing Monitor uses the sensors to measure the combustion intensity of each cylinder in a user-congured time window. The detonation signals are ltered by programmable lters and then sent to the microprocessor for further processing and evaluation. This process is repeated for every cylinder on a cycle-by-cycle basis. The resulting two reference numbers, one for detonation intensity and the other for the lack of a combustion process, or misre, are displayed on a LCD display. These reference numbers are used to control two output switches, typically one for load control and the other for shutdown, and a 4-20mA current loop used to retard ignition timing. 1.4 The Altronic DSG-1682DUPS Digital Bargraph Setpoint Gauge is a two-channel electronic instrument used to measure two variables and to output a 4-20mA signal proportional to the differential. Although the gauge is intended to measure pressure, temperature, or vibration, virtually any signal in the range of 0-5V, 0.54.5V, or 0-20mA can be used. A backlit, 128 x 64 graphic LCD screen displays numeric values, engineering units, labels, and the state of the outputs. A frontmount membrane keypad serves as the user interface. WARNING: This document is intended as a supplement to aid in the application of products for a specic use, it is not a replacement for OEM, Altronic, or other installation and operating manuals. Always ensure to consult all other applicable installation and operating manuals prior to use of this guide.

WARNING: Advanced product applications such as those described herein assume that the installing technician has the requisite experience, knowledge, and equipment to perform the task in a manner which leads to safe operation.

2.0 OVERVIEW AND THEORY OF OPERATION

2.1 The retrot ignition and control system for the Caterpillar G3500 SI/EIS equipped engines allows for the G3500 engine to operate with standard Altronic ignition and control equipment, giving the user the ability to adjust engine operating parameters as the application requires. The system monitors key parameters of engine operation and adjusts the ignition timing according to a multi-point, user-dened map of ignition timing values. These points include:
n Ignition n Ignition

Timing vs. Engine Speed Timing vs. Air Manifold Pressure n Ignition Timing vs. Engine Detonation 2.2 The ignition timing vs. engine speed curve is a piece-wise linear function that is programmed into the CPU-95 output module. This function calculates the global ignition timing retard based on the current engine speed. This function forms onehalf of the basic, open-loop ignition timing map used in the G3500 retrot system. 2.3 The ignition timing vs. air manifold pressure curve is a linear function that is programmed into the CPU-95 and DSG-1682DUPS gauges. For most common applications it is assumed that the air manifold pressure is closely tied to the

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engine power output, making it a good indication of load. This relationship is based on the premise that higher air manifold pressure results in a larger mass of air and fuel in the combustion chamber. This function forms the other half of the basic, open-loop ignition timing map used in the G3500 retrot system. 2.4 The ignition timing vs. engine detonation curve is a linear function that is programmed into the DSG-1682DUPS gauge. It is implemented as an offset to the air manifold pressure curve, allowing for varying amounts of detonation-based ignition timing authority, depending on the particular application. The detonation function is essentially a closed-loop feedback from the engine to adjust the ignition timing based on current combustion characteristics. The DET-1600 is capable of taking additional action in the case of engine detonation using onboard output switchesthis may include load control and ultimately, shutdown, depending on the needs of the application.

3.0 COMPONENTS
ALTRONIC COMPONENTS IT # 1 2 3 4 DESCRIPTION CPU-95 Output Module CPU-95 Display Module Harness, Ignition to J-Box Ignition Junction Box
8 Output 12 Output 16 Output

PART NO. 791950-16 791909-1 793101-L 593500-206 593500-207 593500-208

3508 SI 1 1 1 1

3512 SI 1 1 1 1

3516 SI 1 1 1 1

3508 EIS 1 1 1 1

3512 EIS 1 1 1 1

3516 EIS 1 1 1 1

Primary Harness
4 Output 6 Output 8 Output

2 593084-4 593084-6 593084-8 2 691118-1 691118-2 691118-3 691118-4 691118-6 2 693104-1 693104-2 693104-3 693104-4 693104-5 593048-L 593054-L

6a

Magnetic Pickup
1.75 inch 2.50 inch 3.00 inch 4.50 inch 6.00 inch

6b

Cable - Magnetic Pickup

Unshielded, 180 connector, 10 ft. Unshielded, 180 connector, 20 ft. Unshielded, 180 connector, 30 ft. Unshielded, 180 connector, 40 ft. Unshielded, 180 connector, 50 ft. Shielded, 180 connector, 50 ft. L" conduit L = 12" 18", 24", 36", 48", 72", 96" Shielded, 90 connector, 50 ft. L" conduit L = 12", 18", 24", 36", 48", 72", 96"

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ALTRONIC COMPONENTS IT # 7a DESCRIPTION Trigger Magnet

3/4" diameter x 8mm thread (max. rotating circle is 15" diameter) 3/4" hex x 8mm thread (max. rotating circle is 15" diameter) 3/8" hex x 8mm thread (max. rotating circle is 6" diameter) Trigger Magnet disc, 5" diameter

PART NO.

3508 SI 1

3512 SI 1

3516 SI 1

3508 EIS 1

3512 EIS 1

3516 EIS 1

260604 260605 720002 790111-1 1 591014-2 591014-4 1 593050 593052-L 593057-L 591018 DET-1600 615107 593052-L 593083-4 593083-6 593083-8 DSG-1682DUPS 691204-50 693008-50 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 X 1 8 2 1 X 1 12 2 1 X 1 16 2 1 8 1 8 2 1 12 1 12 2 1 16 1 16 2 1 1 1 1 1 1 1 1 1 1 1

7b

Hall-Effect Pickup
5/8"-18 thread x 2.5" threaded body length 5/8"-18 thread x 4.0" threaded body length

7c

Cable - Hall-Effect Pickup

Unshielded, 90 connector 48" conduit, 50 ft. cable Shielded, 180 connector, 25 ft. L" conduit L = 6", 12", 18", 24", 36", 48", 72", 96" Shielded, 90 connector, 25 ft. L" conduit L = 6", 12", 18", 24", 36", 48", 72", 96"

8 9a 9b 10 11

Flange Ignition Coils DET-1600 Control Vibration Sensor Cable: #1 Cyl and G Sensor Harness 4 Input 6 Input 8 Input

12a 12b 12c

DSG-1682DUPS

Digital Setpoint Gauge

Pressure Transducer, 0-50 psia Cable Assembly

3.1 CPU-95 Output Module See forms CPU-95 AL, CPU-95 II, CPU-95 OI, CPU95 PI, and CPU-95 SI for complete explanation. 3.2 CPU-95 Display Module See forms CPU-95 AL, CPU-95 II, CPU-95 OI-ED, and for complete explanation. 3.3 Ignition to Junction-box Harness Dual-connector, shielded, liquid-tite wiring harness that connects from the CPU-95 output module to the ignition junction box. Length of this harness should be kept to minimum required for on-engine installation. See form EZRail II for additional information. 3.4 Ignition Junction-box EZRail-style, sealed and potted ignition junction-box intended to mount on-engine and route ignition ring events to the appropriate engine cylinders. Good installation practices dictate that the junction box be mounted as close to the CPU-95 output module as possible. This box should be mounted at the y-wheel end of the G3500 engine. Choose the appropriate number of outputs for your engine conguration. See form EZRail II for additional information.

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3.5 Ignition Primary Harness On-engine wiring harness that connects the ignition junction box to the ignition coils. This harness is constructed from PLTC-ER-rated cable, making it suitable for use in hazardous areasprovided the applicable electrical codes are followed. Each engine bank requires one harness; select the harness with the appropriate number of outputs for your application. 3.6 Magnetic Pickups The CPU-95 ignition uses two magnetic pickups to determine position information used in calculating ignition timing. See forms CPU-95 AL and CPU-95 II for additional documentation. 3.7 Cycle Trigger The CPU-95 ignition uses a cycle trigger system to determine position information used in calculating ignition timing. See forms CPU-95 AL and CPU-95 II for additional documentation. 3.8 Flange Ignition Coil The ange-style ignition coil is used in conjunction with the mating Caterpillar ange-coil valve cover to deliver high-voltage ignition pulses to the sparkplugs. The standard-duration 591018 coil is specied for new installations, but the long-duration 591012 coil can be used when required. 3.9 DET-1600 Detonation Detection System See form DET-1600 IOM for complete explanation. 3.10 #1 Cylinder and G Lead Cable Used to obtain #1 cylinder primary and ignition G lead from the ignition junction box as required by the DET-1600. Additional components may be required to route these signals to the DET-1600. 3.11 DET-1600 Sensor Harness On-engine wiring harness that connects the enclosure containing the DET-1600 to the engine detonation sensors. This harness terminates in a standard MS-5015-style 19-pin connector. An appropriate, panelmount mate to this connector can be included in an enclosure built by Altronic Controls or sourced separately. Each engine bank requires one harness; select the harness with the appropriate number of inputs for your application. 3.12 DSG-1682DUPS Gauge See form DSG-1682DUPS II for complete explanation. 3.13 Additional OEM Components for EIS Given the mechanical design of the EIS ignition system, additional OEM components are required to allow the engine to accept standard ignition coils and secondary systems. Altronic does not provide these components. The simplied list below should be used as reference only. Always consult the appropriate engine documentation to determine the exact conguration and quantity required. CATERPILLAR SYSTEM COMPONENTS (not provided by Altronic) DESCRIPTION Valve Cover, 3RC Valve Cover with Vent, 3RC Valve Cover Seal Oil Protection Tube O-Ring, Oil Protection Tube (#1) O-Ring, Oil Protection Tube (#2) Retainer, Oil Protection Tube Bolt, Oil Protection Tube Washer, Oil Protection Tube Spark Plug Extension 3508 SI X X X X X X X X X X 3512 SI X X X X X X X X X X 3516 SI X X X X X X X X X X 3508 EIS 6 2 8 8 8 8 8 8 8 8 3512 EIS 10 2 12 12 12 12 12 12 12 12 35616 EIS 14 2 16 16 16 16 16 16 16 16

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4.0 Application Example

4.1 Ignition Timing vs. Engine Speed For this example, it is assumed that the appropriate Ignition Timing vs. Engine Speed function has been dened as show in Figure 1.1. From this it can be determined that the most advanced ignition timing value desired is 28 before top dead center (BTDC) thus 28 BTDC equals 0 of ignition retard (RET). Continuing this process of extrapolating the desired ignition timing vs. engine speed breakpoints it is possible to express the desired ignition timing in terms of RET. This process generates the graph shown in Figure 1.2. Once the function is expressed in terms of RET it is possible to program this behavior into the CPU-95 using the RPM Map function of the terminal program see Figure 1.3.

FIG. 1.3

CAUTION: This section of the manual is intended to explain the method of conguring the various ignition timing controls in the Caterpillar G3500 retrot system. The values used in the following application example ARE IN NO WAY REPRESENTATIVE OF ACTUAL VALUES USED IN A FUNCTIONING SYSTEM, and are only intended to help the reader understand how the system components interact. Always refer to appropriate engine documentation and ensure that only qualied personnel establish appropriate ignition timing values.

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4.2 Ignition Timing vs. Air Manifold Pressure For this example it is assumed that the appropriate Ignition Timing vs. Air Manifold Pressure function has been dened as show in Figure 2.1. The previous example established that the most advanced ignition timing value desired is 28 BTDC. Again, it is required to re-format the desired ignition timing in terms of RET. As in the previous example, this process generates the graph shown in Figure 2.2.

Given the air manifold pressure is measured in engineering units (i.e., PSIA, PSIG, bar) and the CPU-95s 4-20mA input map is entered in terms of degreed and milliamps it is important to establish the conversion factor from engineering units to mA. Below is a mathematical process for calculating the formula for the engineering units to mAassuming the standard Altronic 691204-50 pressure transducer is used and the DSG-1682DUPS is congured for that device the following holds true:

CONVERSION FACTOR: 20mA 4mA mA = 0.32 50PSIA 0PSIA PSIA CONVERSION OFFSET: mA 20mA (0.32 50PSIA) = 4mA PSIA CONVERSION FORMULA: CONV. FACTOR ACTUAL PSIA + CONV. OFFSET = OUTPUT mA EXAMPLE: mA 0.32 4PSIA + 4mA = 5.28mA PSIA CAUTION: This section of the manual is intended to explain the method of conguring the various ignition timing controls in the Caterpillar G3500 retrot system. The values used in the following application example ARE IN NO WAY REPRESENTATIVE OF ACTUAL VALUES USED IN A FUNCTIONING SYSTEM, and are only intended to help the reader understand how the system components interact. Always refer to appropriate engine documentation and ensure that only qualied personnel establish appropriate ignition timing values.

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For the values of air manifold pressure given in Figure 2.2, the following table shows the equivalent points converted to work in the mA scale of the CPU-95. Air Manifold Pressure (PSIA) 0 PSIA 4 PSIA 28 PSIA 30 PSIA 50 PSIA Conversion Factor (mA/PSIA) Conversion Offset (mA) Current Loop (mA) 4.00 5.28

0.32

4mA

12.96 13.60 20.00

Since the function is now expressed in terms of RET and the conversion to mA of current is complete it is possible to program this behavior into the CPU95 using the Special Current Loop Retard function of the CPU-95 terminal program see Figure 2.3.

FIG. 2.3 4.3 Ignition Timing vs. Engine Detonation The 4-20mA signal from the DET-1600 controls ignition timing in the presence of detonation. This system implements the control as an offset value to the air manifold pressure in the DSG-1682DUPS. The relative impact of the DET-1600s indicated detonation on ignition timing can be controlled via the scale factor used in the DSG-1682DUPSthe larger the scale of DETs, the larger the overall impact on ignition timing will result. For example, if the DET-1600 input is scaled such that the DSG-1682DUPS interprets the input as 0-5 DETs the maximum effect of detonation is to offset the air manifold pressure function by 5. For the purposes of example, assume that the detonation input to DSG1682DUPS is scaled such that it reads 0-5 DETs.

4.4 Example: Engine Speed = 1350 RPM Air Manifold Pressure = 23PSIA Detonation = 1.5 DETs Offset Air Manifold Pressure (0AMP) = 23PSIA 1.5 DETs = 21.5 OAMP Timing = 28 BTDC 0 RET (RPM) 3.25 RET (OAMP) = 24.75 BTDC

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APPLICATION DIAGRAM
FLANGE IGNITION COIL DETONATION SENSOR

IGNITION JUNCTION-BOX

CONTROL PANEL

IGNITION PRIMARY HARNESS

IGN. FIRING

CPU-95 IGNITION MODULE

POWER

ALARM

DETONATION SENSOR HARNESS

FAULT

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DET-1600 SENSOR HARNESS DIAGRAM

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IGNITION PRIMARY HARNESS DIAGRAM

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