Bulletin No. 1-1 (6/07) File Under Introduction VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Index of Bulletins Title Form No. Bulletin No. Date TAB 1 Introduction Index …………………………………… SELD7003 VIMS 1-1 6/07 Bulletin Filing Instructions …………….. SELD7004 VIMS 1-2 5/06 Introduction ……………………………. SELD7005 VIMS 1-3 5/06 TAB 2 System and Implementation VIMS Features and Benefits …………… SELD7006 VIMS 2-1 7/06 Effective Application by the Customer … SELD7007 VIMS 2-2 5/06
Implementation Plan Development ……. SELD7010 VIMS 2-3 5/06 TAB 3 Training VIMS Training ………………………… SELD7011 VIMS 3-1 7/06 VIMS Frequently Asked Questions……. AEXC0680 1/07 TAB 4 Applications VIMS and Maintenance Management …. SELD7019 VIMS 4-1 5/06 Troubleshooting with VIMS …………… SELD7015 VIMS 4-2 5/06 Evaluating Operator Techniques……….. SELD7017 VIMS 4-3 5/06
VIMS Data Application Guide…………. SELD7025 VIMS 4-4 5/06 TAB 5 Machine Signature Tests Off-Highway Truck Signature Test - 777 - 793 …………………………… SELD7014 VIMS 5-1 6/06 Off-Highway Truck Signature Test - 797 …………………………………. SELD7026 VIMS 5-2 6/06 Wheel Loader Signature Test - 994AKIT & 994D …………………. SELD7023 VIMS 5-3 5/06 Wheel Loader Signature Test - 992G ……………………………….. SELD7027 VIMS 5-4 5/06 TAB 6 Appendix Getting Help and Reference Material ….. SELD7008 VIMS 6-1 5/06
Bulletin No. 1-2 (5/06) File Under Introduction VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Bulletin Filing Instructions Periodically you will receive additional information about VIMS in the form of VIMS Bulletins. These bulletins should be filed in numeric sequence in this binder under the correct category. The bulletin number is located in the upper right-hand corner of each bulletin, as follows: Bulletin No. 1-2 The first number is the category of the bulletin and indicates which TAB the bulletin should be filed under. Categories for the various tabs are:
TAB 1 - Introduction TAB 2 - System and Implementation TAB 3 - Training TAB 4 - Applications TAB 5 - Machine Signature Tests TAB 6 - Appendix
The second number indicates the bulletin sequence in that particular category. Bulletin 1-2 should be filed as the second bulletin under TAB 1. Bulletins are dated for replacement purposes. For instance, if the information in Bulletin No. 1-2 (5/06) becomes obsolete, it will be replaced by a new bulletin with a later date listed at
the top right-hand corner of the front page of the bulletin as in the following example:
Information supplementing a bulletin already in existence will use a point number (for example, Bulletin 1-4.1 (5/06). This will allow the supplementary bulletin to be filed next to the original bulletin even though there may already be a Bulletin 1-5, Bulletin 1-6, etc. You will periodically receive an updated index that will include any new bulletins issued since the last update.
Bulletin No. 1-3 (5/06) File Under Introduction VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Introduction
Purpose of Guide
• Identify customary information and training resources that are available. Address the technical aspects of VIMS, its uses and its support.
• Address new issues concerning the dealer's involvement in day-to-day maintenance and production management that are not likely to be addressed in the traditional training materials.
• Direct attention to VIMS implementation and application factors that require special planning.
TAB I - Introduction This section contains an index of bulletins found in the guide with a list of reference documentation, bulletin filing instructions and this introductory bulletin. TAB 2 - System and Implementation An overview of VIMS features and benefits is presented first. Next, information on areas of special planning on which the dealer should focus to ensure that the customer receives maximum benefit from VIMS is provided. Lastly, issues that must be addressed by dealers in order to sell,
prepare the customer to use and customize VIMS, and to support specific customer needs. TAB 3 - Training This section identifies training resources for effective day-to-day use of VIMS. TAB 4 – Applications This section details the integration of VIMS with maintenance management practices, the use of VIMS data for troubleshooting problems, and provides the latest information available on using VIMS data. TAB 5 - Machine Signature Tests This section defines model specific machine signature tests to be run at start-up and at prescribed intervals thereafter. These tests enable the user to determine machine-operating parameters at start-up and for later trend analysis in determining operating performance. TAB 6 - Appendix This section contains valuable supplementary information and worldwide communication paths for supporting VIMS.
Bulletin No. 2-1 (7/06) File Under System and Implementation VIMS™ APPLICATION GUIDE
VIMS BULLETIN
VIMS Features and Benefits Intended Audience: • Dealer Sales personnel • Dealer Product Support personnel • Dealer Project Manager located at
customer job site • Dealer Shop and Field Service
personnel Introduction Caterpillar VIMS provides operators, maintenance and engineering with vital machine health and production information on Cat 992 and 994 Wheel Loaders, 777D, 785, 789, 793 and 797 Off Highway Trucks. VIMS Product Description Caterpillar VIMS is an advanced diagnostic and equipment management tool designed to lower machine operating costs. By continuously monitoring a wide range of vital machine functions, this high-tech electronic monitoring system improves machine availability, machine component life and productivity while reducing both repair costs and the risk of catastrophic failure.
VIMS is designed to work on Cat wheel loaders and haul trucks in the rugged, high-utilization mining environment. By integrating numerous machine sensors into each machine design, VIMS monitors over 250 machine functions and machine health statistics around the clock. VIMS accomplishes this by sensing out-of-spec conditions that are displayed for the operator in an in-cab message center. Depending on the severity of the problem, VIMS sends warning messages to the operator and recommends an appropriate course of action. Not only does VIMS provide important machine and system data, it also stores a large of amount of data about the machine for efficient system monitoring. This helps service personnel quickly review a history of past and potential problems to expedite the maintenance and troubleshooting process. By providing operators, maintenance and engineering with vital machine health and production information, VIMS can help lower machine operating costs, improve equipment utilization, and ultimately help customers achieve the lowest cost-per-ton.
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In addition to providing on-line information to the operator during an event, VIMS documents events and stores vital machine data that can be used by maintenance or engineers to analyze and forecast problems. VIMS categorizes and stores information into seven different categories: event list, event recorder, data logger, trends, cumulatives, histograms, and payload information. This data can be accessed through the message center, transmitted via optional radio, or downloaded for detailed analysis. VIMS software creates useful reports and charts to help supervisors and managers understand equipment utilization and performance. Key Features
• Analyzes and stores information from the machine's engine, power train, hydraulics, steering and brakes.
• Records and presents prognostic data to optimize scheduling of maintenance and repair.
• Displays information for the operator and service technician.
• Uses a three-level warning system for early indication of potential problems.
• Includes a data logger for troubleshooting, performance testing and trending.
• Features an event recorder to automatically capture detailed information and determine the cause of significant problems
• Downloads data to an off-board computer for additional analysis and reports.
Key Benefits
• Improved Operator Information • Faster Service Diagnostics • Off-board Computer Analysis of
Information • Improved Information Access • Real-Time Access to Data • Self-Diagnostic • Preventative Maintenance Analysis • Saves Time • Compatible with Telemetry
Equipment
Recorded Data Event The event list is a record of all of the events/diagnostics that have occurred on the machine. The event list will retain the last 500 machine and system events in chronological order. The list of events/diagnostics can be retrieved using the VIMSpc off-board software. The event list report provides the date, time and service meter reading when the event began, event duration, operator ID, parameter ID, parameter value at limit, warning category and number of times operator acknowledged the event. Data Logger The Data Logger is used to capture real-time machine data similar to the event recorder, but is initiated by the operator or service technician. When the system is running, data is collected from all of the VIMS parameters at a sampling rate of once per second. Up to 30 minutes of data can be stored, which can be retrieved from the machine using a laptop computer.
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VIMSpc software can be used to graph and analyze the data. Parameters such as engine rpm, brake pressures, cylinder pressures, and gear information help show how the machine was performing. Machine data recorded by the data logger is useful when troubleshooting intermittent machine problems. Snap Shots VIMS includes an on-board event recorder, similar to a flight data recorder that stores machine/sensor data following an event. The system activated event recorder creates a snapshot of data from five minutes prior to the event to one minute afterwards. VIMS automatically links an event record to serious diagnostic events for analysis. This feature is useful for collecting data, troubleshooting and diagnosing unpredictable problems. Prognostics VIMS automatically collects data that can be useful in understanding machine use. Trends show minimum, maximum and average values for specific parameters over time. Cumulatives show number of occurrences of specific events over the life of the machine. Histograms show the percentage of time a parameter's value is in a specified range and documents the history of a parameter over the life of the machine. Examples of prognostics included:
• Trends - maximum or average brake temperature per hour.
• Cumulatives - total engine revolutions, total fuel consumed, or total time in first gear forward.
Payload The VIMS payload system provides productivity data to enhance truck loading tool effectiveness while improving fleet production. The loader payload system records loader identification, date, time, bucket payload, weight, number of passes, material, and truck identification. The truck payload system utilizes strut pressure technology for accurate payload measurement. The truck system stores up to 2400 payload cycles, cycle times, distance, time, and date of each payload cycle. External lights on the sides of Cat trucks signal the loading tool operator when the truck is full. Optional payload displays can also be fitted that allows loading tool operators to view total tonnage loaded. Additional VIMS Features Road Analysis Control (RAC) RAC is an onboard information technology product designed to measure and benchmark haul road quality. Integrated with VIMS, RAC measures component loading and impact shock, communicates that data to the operator, and to the mine office in real time via a radio network. For trucks equipped with GPS technology, coordinates can be identified and broadcast to support equipment, and maintenance vehicles via radio. Through VIMSpc, RAC provides data and reports, which enable mine managers to quantify, monitor and manage haul road severity to increase truck life and reduce cost per ton of material moved.
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Maximum Payload Speed Manager (MPSM) MPSM compares the actual payload weight on the machine to an overload setting. When VIMS has determined that the machine is overloaded, limiting the shift range of the transmission slows the machine down and the engine speed is reduced at the limited gear. The payload weight is monitored as the machine shifts to second gear. The MPSM will activate the overload events when the weight of the payload exceeds the set limit regardless of the location of the truck. This behavior will remain active until the payload is dumped and the weight of the payload is cleared. Ton Kilometer Per Hour/Ton Mile Per Hour (TKPH/TMPH) TKPH is a measure used by tire manufacturers to “rate” the ability of their tires to carry a load over a period of time. If the TKPH value for a particular tire is exceeded, the tire overheats causing reverse vulcanization that can lead to tire separation. The Caterpillar TKPH Monitor resides within the onboard VIMS. This feature constantly monitors the real time TKPH value and report/instructs the operator if the value has been exceeded. This functionality only exists on machines with version 4.0 hardware and is utilizing version 10.5 or newer of the onboard software. The feature was designed with the adjustability for different applications, manufacturers and customer requests. Machine (Onboard) System The VIMS machine system is fully integrated and comprised of modular electronics that have the ability to collect
data, perform analysis, and store and display information. These electronic modules communicate with each other to control and synchronize machine systems, to monitor vital machine statistics and alert the operator of abnormal machine conditions. The machine system consists of:
• VIMS Main Module • Gauge Cluster Module • Message Center Module • Keypad • Warning Lamps • Action Alarms • Sensors and Switches • Control System Modules and
Sensors (i.e. Engine, Transmission, Brakes, etc.)
The primary function of the VIMS portion of the machine system is to: collect data, monitor machine events, store information, interface with operator and maintenance, interface with the office system, and initialize the system at start-up. Data from the machine system is transmitted through the Cat Data Link. Each module has two communication paths that allow VIMS to continue operating even if one link becomes inoperable. Machine System Features:
• The Onboard VIMS Module resides on the Cat Datalink, which is tied to all other machine ECM’s.
• Monitors over 250 machine functions and machine health statistics around the clock.
• Provides Active Events and Payload information out to a dispatch system. (Minestar)
• Provides an Operator Interface, which has 3 levels of warnings
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when a condition has exceeded the specified limit. Depending upon the warning, the system can also provide a recommendation to the operator.
Data Storage
• System and Maintenance Events ---- timestamps occurrence, worst-case value and duration of the event.
• Snap Shots ---- captures all parameters 5 minutes prior to and 1 minute after a critical event.
• Data Logger ---- captures 30 minutes of all parameters. (Manually activated)
• Trends ---- maximum brake temperature per hour, or average air filter restriction per hour.
• Cumulatives ---- total engine revolutions, total fuel consumed, or total time in first gear forward.
• Payload ---- cycle times, tons, distance traveled, fuel used per cycle.
Off-Board System VIMSpc VIMSpc is a single machine software solution supplied with each new machine and available for all VIMS equipped machines. VIMSpc software is an advanced diagnostic and machine management tool designed to assist in the evaluation and management of
machine health, performance, and productivity. Events stored in VIMS provide service personnel with a broad overview of operator and machine performance. Checked at regular intervals, VIMS information enables service personnel to quickly view a history of past and potential problems, expediting maintenance and troubleshooting. Faster more efficient diagnostics mean less repair time and increased machine availability - reducing overall cost and keeping the machine productive. VIMS Supervisor The VIMS Supervisor Software provides custom fleet production and maintenance reports by extracting data from the VIMSpc database. The user-friendly architecture provides the functionality to filter and sort Event, Payload, and Trend data in order to create dynamic reports that target the needs of the customer. Office System Features:
• User-friendly browser style interface.
• All functionalities are provided on one screen thus eliminating the need for menus to navigate.
Office System Benefits:
• The VIMSpc database is utilized to provide data for customized reporting.
• Single Machine or Fleet reporting capability.
• Application Management. • Provides to the tools to manage the
10/10/20 Payload Policy. • Maintenance and Production
analysis. • Advanced report sorting capability. • Windows based application. • Customizable with Dealer Logo.
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Value For the Operator VIMS establishes a two-way communication between the operator and the machine. Real-time machine information allows the operator to make informed decisions that directly affect their safety, machine availability and ultimately the productivity of the mine. VIMS coaches the operator to improve machine performance and productivity. VIMS informs the operator when an event occurs, and has the intelligence to determine the severity of the event. VIMS recommends an appropriate course of action, taking the guesswork out of knowing when to change the operation of the machine or shut it down. This information keeps the operator productive while reducing the risk of catastrophic failure. VIMS also provides real-time payload information to truck and loading tool operators to help maximize productivity. Access to payload data eliminates under loading, which reduces productivity, and overloading, which produces slower cycle times and increases wear on tires, rims and other machine components. For Maintenance VIMS stores events for future analysis. This information gives maintenance personnel a broad overview of operator and machine performance, allowing them to expedite the maintenance and troubleshooting process. VIMS
communicates to maintenance technicians the data necessary to maximize component life, reduce catastrophic failures, minimize unscheduled downtime and improve a mine's asset management. The Event Recorder provides historical data before and after an event, which can be used to diagnose and prevent future failures. Event records provide maintenance personnel with vital information that allows a machine's repair needs to be reviewed prior to scheduled Preventative Maintenance, significantly reducing downtime. The VIMS Data Logger is a maintenance technician’s built-in diagnostic tool kit. The Data Logger works while the machine stays productive and saves man-hours that would have otherwise been spent tracking and diagnosing a problem. The Data Logger is also a powerful tool for monitoring haul road and underfoot conditions. Rack and pitch information can be used to justify haul road maintenance, maximizing production and machine availability. VIMS software communicates important machine data and trends. By analyzing trends and identifying problems before failure, maintenance personnel can more accurately plan machine maintenance and resources. VIMS software also gives maintenance greater control over fleet management, improving overall machine availability and productivity.
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For Production VIMS is more than a communications device between operator and machine. By integrating the machine systems with the office systems, production managers have access to reports that can be used as the basis for more intelligent analysis and more informed decision-making. VIMS reports can identify areas for improvement in repair planning, operator training, site planning, machine health, and personnel performance. By studying payload data, a production manager can determine equipment usage, future machine requirements, personnel performance and productivity levels. Payload information can also be
used as an accounting tool, an indicator of cycle time efficiency and truck overloading or under loading. The Data Logger records important data, such as cycle times, speed, strut pressures and braking trends, which can help production managers plan for haul road maintenance. Improvements to haul roads can ultimately improve component life, reduce tire costs, and increase fleet productivity. Ultimately, VIMS reports give production managers the information they need to run a mine more efficiently and achieve the lowest cost per ton.
Bulletin No. 2-2 (5/06) File Under System and Implementation VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Effective Application by the Customer Intended audience: • Dealer Sales personnel • Dealer Product Support personnel • Dealer Training personnel • Dealer Service personnel Introduction This bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS by describing some of the issues that should be addressed to ensure that VIMS capability is effectively presented and utilized. VIMS is much more than an advanced vehicle monitoring system. For the customer to receive maximum benefit, the dealer must know what VIMS is and what VIMS isn't, clearly present this to the customer, and then assist in the integration of VIMS into the customer's existing management systems (production and maintenance). VIMS Capability Large machinery owners have tremendous capital invested in their equipment. To protect their investment, they need to manage and improve the owning and operating costs of their machines. VIMS is an advanced machine management and diagnostic tool
designed to help the customer evaluate and manage machine health and performance. VIMS monitors the machine's key vital signs and provides warning and action messages to the operator using a display in the cab. VIMS also saves a record of this information so that a service technician can recall it later to diagnose any reported problems. This information is also available by downloading into a laptop computer. VIMS will give early warning of problems for improved scheduling of downtime and faster diagnosis of problems. Effective use of this capability will result in increased machine availability and improved equipment management. In addition to machine vital signs, VIMS also maintains payload data in a manner consistent with current Truck Payload Monitoring System (TPMS) methodologies. This data can be viewed onboard or downloaded and analyzed later off board. For a more detailed description of VIMS capability and application of this capability, see the VIMS Bulletins filed under: 1. TAB 3 Training 2. TAB 4 Applications 3. TAB 5 Machine Signature Tests.
SELD7007-02
VIMS Limitations Because VIMS is comprehensive and provides a considerable amount of information to both maintenance management and production, it is easy to characterize VIMS as able to provide any information, reports, or data the customer could need or want. This oversimplification should be avoided to prevent false customer expectations. Additionally, there is a tendency among software users (VIMS is both hardware and software) to expect that minor changes or modifications to suit a particular need, can be accommodated with little trouble or cost. VIMS is a complex and sophisticated product. Changes to VIMS hardware or software will be complex, costly to make and, if custom versions proliferate, difficult to support and update. The impact of potential changes to VIMS should not be underestimated. By being aware what VIMS is capable of, and by being specific about its features, customer expectations will better match the system capabilities. Special Planning To help ensure the customer receives maximum benefit from the VIMS system, it is recommended that the dealer do some special planning to cover specific customer needs. These needs can be outlined chronologically as: 1. Point of sale - Computer and training
requirements 2. Before delivery - Initial training plan
development 3. At delivery - Implementation
training
4. After initial usage – Additional training needs
5. After six months usage - Fine-tuning. Many of these common needs are discussed in more detail in VIMS Bulletin 2-3, lmplementation Plan Development. As the implementation plan is developed, reference should be made to the material filed under the following sections: 1. TAB 3 Training 2. TAB 4 Applications 3. TAB 5 Machine Signature Tests.
Bulletin No. 2-3 (5/06) File Under System and Implementation VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Implementation Plan Development Intended audience: • Dealer Sales personnel • Dealer Product Support personnel • Dealer Training personnel • Dealer Mining Machines personnel Introduction This bulletin enables dealers to develop a timely VIMS implementation plan for customers. It discusses some of the important issues that should be addressed from the point of sale through the first one or two thousand hours of machine usage. It is important that the customer derive maximum benefit from VIMS. To help ensure that this will occur, the dealer should develop an implementation plan specific for each customer. Each customer's background and needs will be somewhat different, and thus it is imperative that the dealer has a good knowledge of the customer’s production and maintenance management routines and procedures. This understanding will enable the dealer to formulate an implementation plan that will directly address customer needs. Development of this plan should appropriately begin at the point of sale and should identify training and other product support needs from delivery up
through the first one or two thousand hours of machine usage. Point of Sale Issues Computer Hardware and Operating System The VIMSpc (off-board software) requires a PC platform and Windows environment for data collection and manipulation. Whoever (the customer, the dealer or both) is going to be working with VIMS needs adequate computer hardware. Data collection requires a portable PC with the VIMS software installed. This computer will be used to download data from the machine, merge data files and copy files to disks for others who will be working with the downloaded data. It may also be used for data analysis such as graphing data logger or event recorder (snap shot) information. Data manipulation requires a PC (either portable or desktop) with Windows, a mouse, printer, and VIMSpc software. Data manipulation requires time, processing speed, and adequate hard drive capacity. These should be factors used in determining if this perhaps should be a dedicated computer.
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If not currently available, the customer should be encouraged to procure computer hardware and software that will be suitable for use with the VIMS equipped machines. The computer system should to be available and in running condition by the time the VIMS equipped machines are delivered. It may even be beneficial for the dealer to include computer hardware, software, and basic computer training in the machine sales proposal. By using this approach, the dealer can help ensure that adequate computer capability is available in a timely manner for use with the VIMS machines. Software Training The user of VIMS software needs a thorough understanding and/or training on Windows, the use of the mouse for navigation, and training on the VIMS software itself. For those downloading data from the machine, knowledge must include file manipulation techniques (copy, move, rename, delete, etc.) and the relationship of the root directory and subdirectories. It is also important to understand what takes place (how the various files are handled) when VIMS is downloaded from the machine to the PC and the onboard system is reset. Circumstances will dictate if the sales proposal should include computer hardware, software, and software training as part of the package. Regardless of whether this is included in the sales proposal or not, the customer should understand the need to have software training prior to delivery of the VIMS machines.
Management Training Requirements A machine, or a fleet, with VIMS must be supported with training on several levels. Dealers and districts are accustomed to training for operators, maintenance (servicing) people, and mechanics. VIMS requires that the customer's management level people also be trained -- at least on what information VIMS can provide and in what form it will reach them. It is important to recognize that working with and/or training customer supervision and management people may be a new experience and require training resources beyond what have been normal in the past. Being aware of this at the time of a sales proposal will make for a more complete offering. Data Access & Usage A question may arise about who owns VIMS data (the customer or the dealer) and what they can be allowed to do with it. This question needs to be examined, and an understanding reached, as early as possible. VIMS data can be generally put into one of two categories -- production data and machine or system data. The machine and system data is used to identify problems or faults. This early identification allows problems or potential problems to be corrected with little impact on downtime or cost. Customers generally have no problem allowing the dealer or Caterpillar access to this data. Production data can be another story. Some customers may be sensitive about protecting the confidentiality of this data or the information that can be learned from it. Should this be the case, the
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dealer may have to develop methods or procedures that will ensure protection of the customer's interests. In some situations, VIMS data may reveal problems with the application or operator technique. When this occurs, care must be exercised to approach the situation in a positive and constructive way. Apprehension over VIMS becoming a "spy" can be overcome with good communication and a thoughtful approach. Every effort should be made by the dealer to emphasize to the customer the value of sharing this production data in the interest of improving overall fleet performance, availability, and operational costs. The customer needs to understand that even production data that is not currently logged by VIMS may also be of value by enabling a more complete analysis of a customer's fleet. A closely related issue is establishing who (which individual) will connect the laptop PC to the machine to download the data and reset the onboard system. Experience has shown that it is best to have only one person designated to do the downloading. It will generally be necessary, however, to have at least one person per shift who can download data and reset the on-board system. If more than one person downloads data, close coordination and good communication must take place between those involved. Support Requirements It is not possible to anticipate every possible sales support requirement or contractual agreement that might arise. However, it should be recognized that VIMS would require additional training for those involved in after sales support including data collection, review, and analysis. It should also be recognized
that VIMS offers considerable potential as a contract management tool. The purpose of developing an implementation plan is to assist the customer in deriving maximum value from VIMS early in the use of the machine(s). If the customer effectively integrates VIMS capability with good fleet management practices, the cost for a dealer to provide a support agreement should be reduced. VIMS record of the machine's key vital signs and warning messages can be used by maintenance personnel for improved scheduling of downtime and faster diagnosis of problems. Before Delivery – Training Plan Development Internal Training The introduction of VIMS equipped machines into a new territory is going to result in some new training requirements as well as modifications to existing efforts. The dealer's training instructor and operator trainer are going to have to plan and allow time for their own training. They also need to be aware of new methods and techniques that should be utilized when they begin working with the customer. Even the most capable and experienced of mechanics are going to have to be trained on things unique to VIMS usage. If a mechanic is going to be involved in downloading and initially analyzing the VIMS data, the need for training on the computer hardware and software will have to be provided before the work associated with machine delivery crowds everything else off the schedule. Prior to machine delivery, the role of dealer management, specifically
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involvement in VIMS support or analysis, should be established and factored into the training plan. Logic and efficiency dictates combining training classes as much as possible. Conducting combined VIMS classes for internal and customer people should be considered. Customer Training Much of the information gathered in the sales negotiation process will provide the basis for training plan development. One of the issues that needs to be addressed is the extent to which machine operators, maintenance mechanics, and supervisors will be involved with VIMS. For example, depending on the customer's philosophy and normal practices, the operator may be expected to either: • Operate correctly and monitor the
warning system; • Or, be actively involved in helping
solve problems (such as query the system through the keypad) when a warning occurs.
The training requirements for these two options are different. The same applies to mechanics and supervisors if they are to be involved with VIMS. Another issue is whether the VIMS equipped machines are new to the customer or the work location. If the machines are new to the customer's people, training related to VIMS may be delayed until after the machine and machine systems have been covered. The availability of a simulator will have a great impact on the training effort. As the number of people to be trained increases, the suitability of using an actual machine decreases.
Parts Support Planning -- VIMS Unique Parts and Tools Because of the importance of VIMS in providing key production and maintenance data, certain parts and tools should be ordered and on hand when VIMS units are put into service. At Delivery -- Implementation Training Operator Training VIMS as a Warning and Communication System In general, the first priority for operator training is to cover the material necessary to get the machine safely into production, and as soon as possible. The training plan should have identified the timing and extent of VIMS training that will be added to the customary operator training. As a minimum requirement, all operators, supervisors, and dispatchers should be trained on VIMS warning features and capabilities. They will need to recognize the difference between machine event and system event warnings. For machine events, the operators will need to recognize and understand the three warning levels and be instructed on how to react to information on the communication panel. How the customer expects the operator to report the different level warnings needs to be covered. VIMS as a Problem Management Tool Depending upon the customer's expectations for operator involvement in problem identification, it may be necessary to instruct him on the use of the keypad. Typically the keypad would
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be used for turning on the data logger or event recorder or for viewing the data or fault codes after an event is displayed. Maintenance Personnel Training Problem Identification The anticipated level of maintenance personnel involvement with the machines and with VIMS will determine the scope of training. It is likely that maintenance personnel will need training on how to scroll through the event list by using the keypad. Preventative Maintenance Planning Many operations expect to review the VIMS data a few days before the machine is scheduled for PM. This is done to help in planning the parts and manpower resources that will be needed when the machine is in the shop for PM. Management Training Once the machine begins to generate real information (perhaps even before it gets into full production), management's interest in training will increase dramatically. Hopefully, the training plan will have anticipated the needs and resources available to meet them. Initial Data Usage Verify Proper Operation As soon as the machine is assembled and operational, verify that the most current source and configuration codes are installed. Also, use VIMS to verify proper operation of machine systems and of the wiring, sensors, and electronic controls.
Note: Refer to VlMS Bulletins filed under TAB 5 (Machine Signature Tests) for specific information on how to set up, run, and analyze signature tests.
Develop Machine Signature Data By conducting some standardized tests, it is possible to establish and record a machine signature. At some future date, the tests can be repeated, perhaps every 2000 smu, and the data compared with the original run. This should identify degradation in system performance that might otherwise be undetectable -- until it is too late. Some machine specific standardized tests have been documented to assist in recording a machine signature. More tests and associated analysis techniques will be written as their value is demonstrated. These additional tests will then be documented in either updated VIMS Bulletins or new application VIMS Bulletins. Stationary Tests Stationary tests (with the machine running but not moving) should be relatively easy to duplicate at some future date. The test conditions should be carefully documented so the tests can be alike as possible. Record the ambient temperature, the lubricant and the fuel specifications. The VIMS Bulletin for the specific machine describes recommended stationary vehicle tests that should be run. Analysis methods are also discussed that can be used to ensure that the machine is operating at a normal performance level.
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Review Training Effectiveness As the machine logs its first one or two thousand hours of usage, keep track of the problems and situations that come up that indicate the need for additional training. Factor these situations into future training plans as well.
Bulletin No. 3-1 (7/06) File Under Training VIMS™ APPLICATION GUIDE
VIMS BULLETIN
VIMS Training For basic VIMS related training, please use the VIMS Training CD media [SERV7041]. For advanced VIMS related training, please contact your Regional Mining Representative for details on available training.
For all VIMS inquires please work through the Dealer Solution Network or contact the VIMS Product Support Hotline at 1-800-290-1808 within the U.S. or 1-309-675-6229 outside U.S. For general knowledge, retrofit options, and marketing type information; please refer to the following media:
VIMS General Product Brochure: AEXC0681 VIMS Frequently Asked Questions (included within this guide): AEXC0680 VIMS Guardian Info Sheet: AEXC0659 VIMS 777D Info Sheet: AEXC0658 VIMS Communicator Info Sheet: AEXC0692 VIMS 4.0 Upgrade 68K to ABL: AEXC0693 VIMS Case Study – Mining Operations, Western Australia: AEXC0694 VIMS Case Study – Koolyanobbing Mine Rail Facility: AEXC0684 VIMS Case Study – Foundation Coal West: AEXC0683 VIMS Resource Kit: AEXC0682
How does the system work?The electronic sensors and control systems on Cat equipmentgenerate hundreds of signals while a machine works, each anindication of the product’s performance and health. The VIMSsystem captures that data and makes it available for operators,production staff and maintenance teams. The main module on the machine stores all data collected. From there, it can be sent to an in-cab display to notify the operator about current conditions. The data can also be transmitted wirelessly ordownloaded to a PC and then analyzed and used to makeproduction and maintenance decisions.
Which Cat® machines are equipped with theVIMS system?It is standard on the following machines:
• 785, 789, 793 and 797 off-highway trucks
• 992 and 994 wheel loaders
• 854 wheel dozer
It can be purchased as a retrofit solution for the 777D off-highwaytruck and as an attachment for the 773F, 775F and 777F. The VIMSGuardian system, a similar product, is available for D9T, D10R,D10T and D11R track-type tractors.
What types of messages does the operator receive?The VIMS system features an exclusive in-cab display where theoperator receives informational and instructional messages.
In a Category 1 event, the operator receives an alert indication and information about the situation but is not instructed to take anycorrective action.
In a Category 2 event, the operator receives an alertindication/action alarm light along with a brief message thatdescribes the problem and provides simple instructions to follow.
A Category 3 event can lead to catastrophic failure or unsafeworking conditions; so the operator receives an alertindication/action alarm light and horn along with information andinstructions to shut the machine down safely.
With the VIMS system coaching the operator in this manner, themachine can run more safely, productively and economicallythroughout its life cycle.
OVERVIEW
What is the VIMS™ system?
It is an integrated system that monitors, records and reports all aspects of machine performance
and health. It provides critical information to operators, production and operations staffs and
maintenance teams. This information can be used to enhance safety, productivity and availability
while lowering cost per ton.
Category 1 Category 2 Category 3
A VIMS Main Module H Message Center O Service Lamp
B Engine Control Module I VIMS Service Tool and Software P Road Analysis Control
C Sensors J Cat ET™ Service Tool Q Trans/Chassis Control
D Wireless Connection Port K Action Alarm R Integrated Braking Control
E Keypad L Service Keyswitch
F Speedo/Tach M Action Lamp
G Quad Gauge N Payload Management Lamps
B
CD E F G H
I
ONMLKJ
P
Q
R
A
OVERVIEW
How is the VIMS system different from competitive systems?
It is the only system of its kind that is fully integrated with all powertrain components and critical
machine operations. It captures data from every sensor and control system on the machine, stores it in
one place and makes it available for the operator as well as the production and maintenance teams.
Other systems monitor specific components (engine, electrical control module, wheel motors)
individually. Without integration, it is not possible to provide a single, efficient in-cab display where the
operator gets immediate feedback about current conditions and potential problems. Integration also
means managers have access to a more complete and accurate picture of total machine performance
and health to guide decision making.
Integrated Cat VIMS™ System
Can I get this technology for my 777D?Yes. Many users have asked for a common monitoring system like those offered on the larger off-highway trucks. That is why theVIMS system is now available as a retrofit solution for the 777D.When you buy the retrofit product, your 777D truck’s electronicmonitoring system will be replaced and your payload managementsystem will be upgraded. The retrofit product offers manyadvantages, including Second Gear Reweigh, Payload SpeedManager and Ton Kilometer/Mile Hour (TKPH/TMPH), and alsoother VIMS system features (Payload, Event List, Event Recorder,Trends, Histograms, Cumulatives, Data Logger).
What is the difference between the VIMS systemand the VIMS Guardian product? The VIMS Guardian product was developed by the makers of theVIMS system, and, while it does not include the payload monitoringcomponent or operator display, it incorporates all other VIMSsystem features (Event List, Event Recorder, Trends, Histograms,Cumulatives, Data Logger). The VIMS Guardian product is availablefor Cat D9T, D10R, D10T and D11R track-type tractors.
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four
With so much information available through the system, how do I know where to focus my attention?The volume of information may seem overwhelming. That is whymany users rely on their Cat Dealers to analyze and interpret thedata. These users believe that Cat Dealers, working directly withexperts from Caterpillar, have the knowledge, resources andexperience to complete a more timely, thorough analysis and offermore effective recommendations.
Some users choose to interpret their own data. If you plan to dothat, it is often best to start by collecting and analyzing a smallamount of data and then building over time. For example, manymajor problems can be predicted and prevented simply by trackingfuel consumption and trending air filter restriction and exhausttemperatures. A sudden change in any of these numbers oftensignals a problem or situation that requires action.
What is the difference between VIDS and theVIMS System?VIDS is a much simpler version of the VIMS System without muchof the diagnostic and prognostic capability. VIDS-equippedmachines monitor about 10 sensors (depending on the machine). Itsmessage center allows the technician/operator to view only activeevents and a chronological list of logged events. VIMS is a muchmore sophisticated system. It allows downloading of events andother diagnostic/prognostic information that enables in-depthmanagement of machine serviceability and production.
What is the difference between the VIMS Systemand Product Link?Product Link is a single, specialized Electronic Control Module thatcollects basic information generated by the machine’s other ECMs(engine, transmission, chassis, etc.), such as events and SMU.Product Link also includes a built-in GPS connection which allowsthe customer to determine a machine’s precise location at any time.As the ECM data is collected, Product Link sends the informationback to a central database via a satellite link. There, the customercan view the data through Cat Equipment Manager software.Because VIMS System-equipped machines generate much morerobust information than Product Link, Product Link is not commonlyused on machines with VIMS. For additional information on ProductLink, refer to TEKQ0281.
OVERVIEW
five
What types of information are available forproduction and maintenance staff?The following kinds of data are captured onboard and canbe downloaded for analysis and use by production andmaintenance people.
• Payload captures productivity and fleet utilizationinformation, such as tons moved, total cycle time, load time,wait time, travel time, fuel usage and more.
• Event List records events and abnormalities that occur duringoperation. It puts each event into context, identifying when itoccurred, how long it lasted, which component or system wasaffected, which operator was involved and how serious(Category 1, 2 or 3) the situation was.
• Event Recorder activates automatically when a predefinedevent occurs. It takes a “snapshot” of the situation, capturingdetailed data five minutes before and one minute after theevent.
• Data Logger receives input from each available parameter,once per second for up to 30 minutes, providing a usefulrecord for predicting, preventing and troubleshooting problems.
• Trends display minimum, maximum and average values forspecific parameters or systems, providing insight into howconditions change over time. The Trends feature is consideredby many to be the highest value tool in the VIMS offering.About 50% of the value of this system can be realized by usingTrends regularly.
• Cumulative files provide counts or totals, such as number ofengine revolutions, time in gear and so on.
• Histograms present data in a bar-graph format for quick visual analysis.
Is the VIMS™ system more useful to production or maintenance managers?
Both groups benefit equally. Production and operations people use the system to enhance safety,
increase equipment utilization, eliminate work flow inefficiencies and boost productivity. Maintenance
and service teams like the VIMS product because it helps them identify developing problems, plan
maintenance at the optimal time and schedule repairs before failure. If a failure does occur, VIMS
system data can help reduce diagnostic time. In many operations, this technology serves as an area of
common ground between production and maintenance staffs—a source of critical business information
that helps them work together toward the shared goal of achieving the highest possible production at
the lowest total cost from their Cat equipment.
PRODUCTION & MAINTENANCE
six
How can this system help prevent truck payloadsthat exceed the 10/10/20 payload control policy?The Caterpillar 10/10/20 policy:
• Only 10% of a truck’s loads should exceed 110% of thetarget payload.
• No load should exceed 120% of the target payload.
• The mean of the payload distribution curve (average load)should not exceed the target payload.
In accordance with the Cat 10/10/20 policy, the VIMS system trackspayload data and displays total tons in real time to the operator. If overloaded, the system can warn the operator that an overloadcondition exists and suggest corrective action. If the overload issevere enough and the Maximum Payload Speed Manager functionis enabled, the VIMS system will automatically limit truck speed.
How can the payload data be used to optimize production?The VIMS system can provide a Payload Summary for each machine orfor an entire fleet. A detailed Payload Report that allows productionstaff to view each segment of the cycle is also available. With specificinformation about time distribution and tons moved, productionmanagers can identify and correct inefficiencies in work flow andreduce the incidence of overloading. The end result is a more efficientand more profitable operation.
What production-related events are available tomanage daily operations?Using the in-cab display, the system informs the operator ofabnormal conditions that could impede operations. These includethe following:
• Brake events may indicate an improper haul road profile orimproper operator techniques.
• Operator-related events indicate improper operatingtechniques and training needs.
• Payload overload events warn of exceeding payload policy.
• TKPH/TMPH events warn of tire overheating.
• Road Analysis Control (RAC) events (if equipped) identifypoor haul road conditions or potential maintenance issues.
With timely, accurate information about these types of events, theproduction staff is in a stronger position to identify and eliminatecritical problems that could impact production and cost objectives.
How do I get RAC (Road Analysis Control)?RAC is available as a factory-installed option on new Cat equipment,or you can order and install a RAC kit from your local dealer. The kitincludes an additional ECM and wiring harness. RAC is available forall VIMS System-equipped Cat 773 through 797 OHTs. (Refer to TELQ4461 for details.) Once installed, RAC monitors strut-pressure data andturns it into information that can alert the operator to poor haul roadconditions. If it measures conditions that are severe, RAC can instructthe operator to slow down or avoid the area.
PRODUCTION
100
90% 10%
105 110
DURA
BILI
TY
SAFE
TY
Num
ber o
f Loa
ds
PROD
UCTI
VITY
80 85 90 95 115 120
90 percent of loads should fall into this range
No more than 10 percent of loads should exceed target payload by 10 percent
No loads should exceed the target payload by 20 percent
% OF TARGET PAYLOAD
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MAINTENANCE
How can I use this technology to enable a morecost-effective/efficient scheduled maintenance? The daily practice of downloading and analyzing VIMS system dataprior to the PM is critical to an effective and efficient scheduledmaintenance program. The VIMS system PM planner allows you torecognize key events and critical trends and proactively correctdeveloping problems. By identifying potential problems prior to thePM, you can do a better job scheduling the three Ps: parts, peopleand plans.
How does the proactive use of VIMS systeminformation during PM translate into value?Several sites have used Trend information to identify developingproblems and resolve them during PM. The following are examples:
• High exhaust temperature trends led to the discovery of bad fuel injectors.
• Low engine coolant temperature trends helped detect stuck thermostats.
• Shift-time trend information helped identify an improperly adjusted transmission.
By correcting these problems during a scheduled PM, the users saved time and money and avoided hours of costly,unscheduled downtime.
What is a VIMS system “snapshot”? How do Iuse it?The system constantly monitors all available parameters andrecords vital machine information. When a predefined catastrophicor safety-related event occurs, the system takes a “snapshot” ofthe situation, capturing six minutes of data (five minutes beforeand one minute after the event). A “snapshot” can also be manuallytriggered or configured to record any VIMS system event. This datacan be downloaded and analyzed to help identify the root cause ofthe event.
Does the VIMS product have engineshutdown capabilities?Yes, but only on certain models (777D, 785, 789, 793 and 797off-highway trucks) and only under certain conditions: predefinedcritical events are active, the parking brake is engaged and groundspeed is zero. A shutdown is triggered by five critical events: lowengine oil pressure, low engine oil level, high coolant temperature,low coolant level and high aftercooler temperature. The purposeof the shutdown is to protect the truck when a machine is parkedand the operator is not present.
Can you provide actual examples of how thistechnology delivers value?
Prevents unnecessary downtime and repairs.A Caterpillar 793C mining truck was operating at the Twin Creeksmine site near Winnemucca, Nevada. During routine operation, theoperator inadvertently steered the front left wheel of the truck intoa berm just off the haul road. The truck then began a slow roll andeventually came to rest on its side. Throughout the rollover, andeven while the truck lay on its side, the engine continued to rununtil other mine personnel came to the rescue of both the operatorand the 793C. After ensuring that the operator was unhurt, the nextorder of business was to shut off the engine. When maintenancetechnicians arrived on the scene, their key concern for the 793Cwas damage done due to oil starvation of moving parts while themachine lay on its side. Through the use of the VIMS product,technicians were able to retrieve lubricant flow information from allmajor systems. In this case, the data informed the technicians thatthe key engine and transmission components had receivedsufficient oil throughout the ordeal and were not damaged.Technicians removed the engine oil pan and inspected one of themain bearings. Sure enough, the VIMS system data was accurate;the key engine and transmission components had not been cut offfrom their oil supplies and were in fine condition.
Other than minor body damage (bent fenders and mirrors), the 793Chad survived the rollover just fine and was put back into operationafter only one day of downtime. Had the VIMS system data notbeen available, technicians would have had to take apart andinspect many of the powertrain components, a costly and time-consuming procedure. The production staff estimates that the datasaved more than 84,000 tons of lost production and $124,000in inspection and repair costs.
Extends tire life, reduces tire costs.Up to 80% of all tire failures are caused by punctures, cuts andexcessive heat. Although it is difficult to prevent punctures andcuts, heat-related failures caused by load and speed can be reduced with the VIMS system feature called TKPH/TMPH. VIMSwarns the operator to reduce speed when tires overheat. Enablingthis feature, truck speed can be automatically limited until the tiresreturn to a safe operating limit, at which point the operator isinstructed to resume travel speed. Pat Romano, maintenancesuperintendent at Saraji Mine in Central Queensland, Australia,says, “Since implementing TKPH, we reduced tire costs byeliminating heat-related tire failures.”
Reduces overloading; improves safety, productivity and life.Jason Airay, operations superintendent at Newcrest Mining’sTelfer Project in Western Australia, says they have completelyeliminated payloads over 120% of target, as defined by the10/10/20 payload policy, by enabling Maximum Payload SpeedManager. Coupled with Second Gear Reweigh that improvespayload accuracy, this feature instructs the operator to dump theload whenever it exceeds the predefined limit. According to Airay,the mine is “100% confident that all operators are working withinthe design limits of the trucks.” As a result, steering and brakingsafety is “never compromised,” and the value of their assets canbe fully realized.
Reduces maintenance costs.A large mine in Wyoming was changing air filters on its trucksevery 500 hours when it began using the VIMS system to monitorfilter restrictions over time. The Trends reports indicated that, basedon past experience, it would be safe to extend the change interval.Now the company replaces filters when VIMS system data showsan increased restriction of airflow. It is recovering the full value thatwas designed into Cat filters and saving more than $7,000 pertruck per year in parts costs.
Reduces repair costs.At a deep-pit mine in South Africa, the engine on a large haul truckwas overheating, which could cause premature failure. VIMSsystem data indicated that coolant and aftercooler temperatureswere rising; so the cooling system was checked and the radiatorwas found to be 10% plugged. The radiator was replaced for$23,000, whereas a replacement engine would have costmore than $200,000.
CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, VIMS and the POWEREDGE trade dress, as well as corporate and product identity used herein, are trademarksof Caterpillar and may not be used without permission.
Bulletin No. 4-1 (5/06) File Under Applications VIMS™ APPLICATION GUIDE
VIMS BULLETIN
VIMS and Maintenance Management
Intended audience: • Dealer Product Support personnel • Dealer Field Service personnel • Customer Maintenance personnel Maintenance Management Good basic maintenance practices and disciplines are the cornerstones of an effective maintenance management system. Many customers are looking for a simple, mechanical solution for managing the maintenance requirements for their equipment. In many cases, computerized systems help customers who have good manual record keeping systems to more easily manage their preventive maintenance programs, inspections, scheduling, and record keeping activities. Customers who do not have a manual maintenance management system are not ready for the computer until procedures, forms, and the disciplines for good basic maintenance practices are in place. All the elements of maintenance system must work together to effectively control costs and availability. The customer must adhere to the following basic maintenance management practices before implementing a computerized system: • Perform the manufacturers
recommended routine maintenance
(PM) - oil and filter changes, lubrication, adjustments, etc.
• Utilize scheduled fluid sampling to monitor fluid condition, contamination and wear rate in a component or system.
• Utilize a series of routine inspections designed to identify problems before the problems create major downtime and repair expense.
• Provide training to enhance the skills of the people responsible for maintaining and repairing machines.
• Schedule to ensure that routine preventive maintenance procedures and inspections are performed on time.
• Keep records of historical information for use in making machine performance decisions.
• Follow up on needed repairs in a timely manner to minimize catastrophic damage and to prevent extensive downtime.
When assessing the needs of a customer's maintenance program, consider the following: • Overall maintenance program • Individual machine maintenance
requirements • Scheduling methods • Maintenance resources such as
personnel levels, shop and lubrication equipment, and training provided
SELD7019-02
2
• Backlog system • Record keeping procedures • Maintenance and repair histories • Whether the maintenance program is
based on a repair before failure philosophy
• For an effective maintenance program, the preventive maintenance procedures and inspections (individual machine requirements) must be consistently performed at a defined frequency.
Equipment Management Equipment management decisions often seem to be a tradeoff between the cost of downtime and cost of repair. Scheduling downtime to perform routine maintenance and inspections will significantly reduce lost production by identifying potential problems early so that repairs can be planned and scheduled before a catastrophic failure occurs. Scheduling downtime and repair costs need to be balanced. Needed repairs must be scheduled before they become expensive and unscheduled. Through the use of performance and condition monitoring techniques, repair indicators can be identified in the early stages of a potential problem. Maintenance and production management, working together, should schedule needed repairs before failure. Adopting a planned repair approach will result in optimum availability and lower repair costs. Some of the tools and methods for detecting repair indicators in the early stages of the development of a problem include: • Pre-shift inspections • In seat checks • Operation/operator comments
• Scheduled fluid sampling (S·O·SSM Services)
• Filter inspections • Magnetic plug inspections • Inspections at PM time • Diagnostic inspections Early detection of problem indicators enables planning for optimum management of component repairs. VIMS is an onboard monitoring system that will significantly enhance the ability to detect problems early. The VIMS provides machine and system event warnings information that will help the maintenance planner or supervisor to identify areas that, if not corrected, may contribute to future downtime and costly repairs. Machine and system events from a VIMS equipped machined will provide enough details to identify the source of a problem. With some preplanning, parts can be acquired ahead of time to minimize downtime. On the next page is a chart that lists some of the activities required for effective equipment management. The contribution of VIMS to these activities is shown in the right hand column. Machine signature data, trends, cumulatives, and histograms data are very useful for trending machine performance. Use this information to help determine the ideal time to recondition a major power train component. The VIMS can be used to record and analyze vital system performance data. When compared to earlier data from the same machine or to other similar machines, the information will help to identify component wear characteristics and problems that may have gone
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undetected by more conventional inspections. VIMS is a powerful tool. When used in conjunction with good basic
maintenance practices, VIMS will enable the customer to effectively manage his equipment maintenance program in a cost effective manner.
Bulletin No. 4-2 (5/06) File Under Applications VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Troubleshooting with VIMS Intended audience: • Dealer Product Support personnel • Dealer Service Manager • Dealer Project Manager located at
the customer's job site • Dealer Field Service personnel Several features in VIMS make it an excellent troubleshooting tool: the event list, the event recorder, and the Data Logger. The information obtained by utilizing these features facilitates problem identification and subsequent troubleshooting. Event List The event list is a record of events (what happened and when) that occurred on the machine. This list provides a comprehensive view of machine and operator exception based conditions to the customer, service technician, and management. The event list provides data events and system event problems. Data events record when a machine parameter (such as a temperature, pressure, or flow) has fallen outside of specified limits. Data events are a problem indicator and often identify a condition that might otherwise escape detection -perhaps until a failure occurred. The advanced capabilities of the VIMS allow the system to distinguish between actual problems with the machine or its components and
conditions caused by inappropriate operation (abuse). The VIMS will distinguish between the types of problems and maintain a count of occurrences in memory. System events record when system faults occur in other electronic modules on the machine, or when the VlMS system itself has developed a fault in one of its electronic devices (such as a hydraulic temperature sensor being used to monitor a machine system). These events are detected through VIMS self-diagnostic capabilities. The event list identifies the specific parameter that has fallen outside of specifications. For example, the event list might read "Torque Converter Oil Temperature High". The event list identifies, with codes, the area of the system (called a module), the component, and the nature of the system faults (open circuit, ground, voltage low, etc.). Because the event list provides specific information, in addition to a general warning (such as a light or horn) that some unspecified problem has occurred, it greatly enhances the mechanic's ability to troubleshoot the problem. There are two ways to read the event list. One way is by using the keypad to bring the event list, one item at a time, to the display panel. When the event list is brought to the display panel, only a simple summary about the event can be read. The second way is to download the
SELD7015-02
VIMS memory on the machine to a personal computer and review the event list either on the computer screen or on a printed report. With this second method, additional details about the event (such as date, time, and duration) can be read. The VIMSpc software enables the event list to be viewed and analyzed in detail in a variety of customized formats. Refer to the VIMSpc User Manual located on the VIMSpc installation disk or refer to the Help screen within VIMSpc. Event Recorder The event recorder is a six minute long snap shot recording of all the VIMS data channels - currently about 52 channels. Data is read and recorded once per second for the six-minute span for requested events - typically category 3. The data can only be read and analyzed after downloading to a personal computer on which the VIMSpc software has been installed. The event recorder can be activated three different ways: via the keypad, via personal computer attached to the communication port, and automatically by certain pre-selected machine events. When automatically turned on by pre-selected events, the event recorder captures data from the five-minute period before the triggering event to one minute after the event. By capturing data from the period before the event, and because the event recorder captures data from all data channels, troubleshooting is made much faster and easier. When a problem occurs, it is informative to know how the machine was being operated or what was happening simultaneously on other machine systems.
Data Logger The data logger is a recording of all data channels as is the event recorder; however, the data logger is activated on command from the keypad, via telemetry, or the personal computer, and is capable of recording 30 minutes of 1 sample/second data for all parameters. The data logger can be used for troubleshooting when it is necessary to run the machine under special test conditions to help determine the cause of a problem. Here is an example of using data from the data logger to successfully diagnose a problem on a 793 truck: the VIMS data (event list) revealed several brake overheating events. To analyze the problem, the event recorder was activated and the truck operated in the same manner and with the same haul characteristics as when the problem occurred. Later, when the data could be analyzed, it was discovered that when the brakes overheated, the operator was not applying the brakes, the machine was downshifting (because it was going up a grade), and engine RPM was high (an indication of adequate oil flow). All of this extra data helped the mechanic identify the problem as a stuck brake slack adjuster. The data logger can also be used to capture and record the data that provides a signature of components under operating conditions. By comparing later data logger data (or graphs made from the data) to the signature data, it is possible to identify changes in the critical factors (such as oil pressures or flow rates) that signal problems or indicate that the component or system is approaching the end of its life. Machine specific signature tests are described in Tab 5 - Machine Signature Tests, in the VIMS Application Guide.
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The large volume of data in the event recorders and data logger requires downloading to an off-board computer for analysis. Using the VIMSpc software, the information can be presented in a graphical or tabular form. As experience is gained, information on data logger signature comparisons and other uses of VIMS as a troubleshooting tool will be published.
Bulletin No. 4-3 (5/06) File Under Applications VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Evaluating Operator Techniques
The examples used in this bulletin refer to the use of VIMS on off-highway trucks. Operator Evaluation Data Using VIMS data to evaluate operator techniques or practices, and to determine training effectiveness are two important uses of VIMS generated information. VIMS data can be used to detect problems that develop as a result of operators reacting to job conditions and adopting methods or techniques that are counterproductive or potentially damaging to machine systems or components. Occasionally something the operator does (or does not do) will trigger a machine event warning. A typical scenario is one where the operator leaves the truck in gear while waiting at the loading tool. This may cause the torque converter temperature to increase to the point where it triggers a machine event warning on VIMS. By reviewing the event list (where the overheating condition is captured) and comparing it to the load cycle data from the payload data in VIMS, it is possible to determine precisely when the overheating occurred. With this information, it can be determined that the overheating problem was caused by machine operation characteristics rather than by some fault
in the torque converter or its cooling system. This information could then be used to train the operator in the correct machine operation. There may be other instances when the mode of operation is detrimental to either the machine or productivity but does not trigger an event recording. Two problem analysis methods are recommended: 1) analysis of VIMS payload and cycle time data, and 2) activation of the data logger while the truck is performing its routine haul cycles. Payload and cycle time analysis can be use to evaluate payload consistency and operator effectiveness. An evaluation of cycle times can help identify inefficient operation techniques between two or more operators. Additional operator training or coaching can be provided to improve inefficient techniques that are found. Activation of the data logger during a routine haul cycle is equivalent to having someone ride with the operator to observe his technique; however, it is unobtrusive and less likely to cause the operator to change his normal routine which might make the cause of the inefficiency more difficult to find. Field experience using VIMS data has been successful in identifying the following machine operation problems:
SELD7017-02
• Incorrect use of the Automatic Retarder Control (ARC) - turning the ARC off and on needlessly. This shows up as a "retarder off/on" record or as high brake temperatures.
• High speed sharp cornering is detectable as high strut pressure in one of the front struts.
• Excessive transmission shifts (hunting) as a result of the operator placing the shift selector in too high a gear.
As shown here, VIMS data can be used in a variety of ways to evaluate and improve productivity and machine operation techniques. VIMS has considerable potential to expand its usefulness well beyond that of a simple warning system. Memory capability and the power of VIMSpc software provide management with powerful new tools to effectively manage mining operations.
Bulletin No. 4-4 (5/06) File Under Applications VIMS™ APPLICATION GUIDE
VIMS BULLETIN
VIMS Data Application Guide Intended audience: Dealer Product Support
personnel Dealer Project Manager located
at customer job site Dealer Shop and Field Service
personnel Customer Maintenance personnel
Introduction This application guide is intended to help VIMS users take full advantage of the extensive amount of data collected by VIMS on Caterpillar Mining machines. Benefits Analysis of VIMS data can be beneficial for Production and Operations Departments to help: 1. Illustrate poor Payload management
practices a. Overloading and conformance
with Caterpillar’s 10/10/20 Payload Rule
b. Under loading, payload variation and poor load placement
2. Identify Operator training needs a. Loading techniques b. Machine operation; use of
retarder, gear selection, engine over speed
3. Identify changes in haul road design to improve productivity
4. Identify the need for improvements to haul road maintenance practices
Analysis of VIMS data can also be used by Maintenance Departments to help: 1. More quickly identify and
troubleshoot machine/component problems
2. Identify longer term degradation of components and systems
3. Identify the need for tune-ups to optimize component performance and service life
4. Confirm that service activities have been successful: a. Tune-ups and minor component
adjustments b. Ensure correct performance of
newly installed components 5. Allow components to be changed on
condition rather than at fixed intervals
The PM Planner is a worksheet for documenting the current condition of equipment and is used for comparisons against the information provided in this data application guide. The intent of the PM Planner is to ensure that equipment is operating within the intended specifications. A worksheet is attached to the end of this data application guide and is available on the Cat Miner website.
SELD7025
Structure of Guide This guide has been divided into two sections: 1. VIMS for Maintenance 2. VIMS for Operations VIMS for Maintenance is further defined by system and component with an emphasis on how to apply the various VIMS operations that have been proven useful in the field.
Software Applications The guide makes reference to several software programs: VIMSpc used for downloading
data from machines and some basic analysis tasks
VIMS Supervisor used for more advanced data analysis
Both are available through the Caterpillar Literature System and are mandatory to achieve the benefits outlined in this document.
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Table of Contents VIMS for Maintenance ………………………………………………………………….. 4
Use of Payload Filters.......................................................................................16
Haul Road Design and Maintenance............................................................................17
Operator Assessment and Training ..............................................................................18
VIMS Event List - Operator Induced Events ...............................................................18
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VIMS for Maintenance
Engine (all VIMS machines) Exhaust Temperatures Trend the difference between cylinder banks (RH minus LH) using VIMSpc/ VIMS Supervisor to confirm the condition of injectors and valves as the engine ages over time. Recommended Analysis Period: Every 2–4 weeks using 3 months/2,000 hours of operating data.
cutout test looking for a ‘dead’ fuel injector. Check for a guttered or cordal valve failure.
Trend each bank (LH and RH) separately using VIMSpc/VIMS Supervisor. Look for increases or decreases that may indicate a dropping off of performance in: Fuel Injectors (leakage,
blockages in nozzle, poor spray patterns, poor timing, etc.).
Turbochargers (wheel rubbing due to bearing wear that slows turbo, lowers Boost pressure).
Also useful for problem solving: low power complaints, engine overheating, and acceleration response time. Air Filter Restriction (102/102A) Trend Air Filter Restriction using VIMSpc/VIMS Supervisor.
A new air filter typically runs a restriction of about 3–3.5 kPa (0.5 psi) with the engine derating due to excessive intake restriction at 7 kPa (1 psi). If site conditions permit, through excellent control of dust in the mine, it may be possible to change the air filter on condition (i.e. when it reaches 6–6.5 kPa) rather than changing/cleaning it at a predetermined hour interval. Recommended Analysis Period: Several days before PM service is due using 1000 hours of data. Expected Values: Restriction < 5.0
kPa (0.75 psi, 20 in. Water) or such that filter cannot wait until next PM.
Action Required: Check all three pressure sensors involved in these readings.
Individual pressure readings at
engine idle/off should be similar, i.e. close to atmospheric absolute pressure (100 kPa [14 psi] at sea level, 60 kPa [9 psi] at 4000 meters above sea level). In addition, verify pressure drop at high idle versus differential pressure indicators (pneumatic). Failure in any sensor could cause false indications to change air filters.
If sensors show no problems,
replace/clean air cleaner elements.
Knowledge of air filter life history for your particular site conditions will need to be developed to determine whether air
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filter extensions are possible on the site. If air filters will run only one PM service and are expected to plug to the point of engine derate before the next PM service is due then they cannot be extended unless efficient changing of air filters in the field is planned for and achieved. If however they will run successfully to at least the next PM service, plan to resample several days prior to this PM and assess whether they can be further extended. Repeat this analysis until a point is reached where they will not reach the next PM without engine derating. If air filters are cleaned and reused systematically, plan a strategy to continuously test the quality of the air filters after cleaning. For example: Verify maximum number of filter
cleaning using random sampling. Make a small hole in a used filter
(for example using a nail) and send it to the cleaner. If the filter is cleaned and returned for machine installation, the cleaning process needs to be revised.
Check dimensions of filters after being cleaned: length, internal and external diameters. Compare with new ones and run other tests to verify adequate sealing as necessary.
Engine Coolant Temperature (117) Review Engine Coolant Temperature Histograms using VIMSpc. Look for Coolant Temperatures outside the accepted range, which may indicate an overheating or overcooling problem. Overheating may be caused by blockage or plugging of the radiator, low coolant level. Overcooling is typically caused by thermostats that stick partially open.
Recommended Analysis Period: Every 2–4 weeks using 2 months/1000 hours of operating data. Expected Values: Coolant
Action Required: Verify machine application. Consider that long periods of downhill machine loaded in cold weather applications may cause overcooling and may necessitate use of shutters, covers or an active fan control. If applicable, verify correct actuation of active fan control (hydraulic clutch, hydraulic motor, Flexxaire Fan control, etc.). Check thermostats to ensure they are all closing completely. Replace if necessary as a set. CAT recommends changing thermostats every 6000 hours or yearly.
Action Required: If CAT ELC is used, check coolant color (light red, not dark) and smell (sweet, not like ammonia), change if necessary. Check for solid black particles (combustion residuals) in the coolant.
Search for “low coolant flow” events. Verify pump flow and sensor operation. Check for cylinder head cracks or head gasket problems. Check radiator is not plugged with mud or debris.
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If okay, check fan belts and tensioner for correct operation.
Caterpillar recommends changing thermostats every 12 months or 6,000 hours. It is also recommended that coolant temperature sensors be checked periodically by comparing against ambient temperatures if the machine has been down for several days. Aftercooler Coolant Temperature (101) Review Aftercooler Coolant Temperature Trend using VIMSpc or VIMS Supervisor. Look for increasing Aftercooler Temperature trend that may indicate core is being coated by oil that is leaking from a turbocharger bearing, or may be caused by plugging of the SCAC core. Recommended Analysis Period: Every 4–6 weeks using 3 months/2,000 hours of operating data. Expected Values: Aftercooler
Temperature Trend should remain constant.
Action Trigger: Aftercooler Temperature rises above maximum specified value.
Action Required: Assess core condition and change-out if required.
Boost Pressure (108) Trend Turbo Boost using VIMSpc/VIMS Supervisor. Look for decreasing boost pressure as turbo bearings wear and wheels drag. Look for problems in waste-gate performance (sticking valve, etc.) where applicable.
Recommended Analysis Period: Every 4 weeks using 4 months/3,000 hours of operating data. Expected Values: Boost Pressure
should remain constant.
Action Trigger #1: Boost Pressure falls below 24 psi for 793 ATY/4GZ and 797.
Boost Pressure falls below 30 psi for 1HL and 4AR.
Action Required: Check fuel pressure. Perform a pressure test of fuel galleries in the engine.
and change-out if required. Action Trigger #2: Boost rises above
maximum specified value. Action Required: Check electrical
resistance of waste-gate control valve solenoid. Check seat and ball valve at control valve for wear. Check air leaks at waste-gate air supply. Check air pressure at supply line 50-52 psi (340-360 kPa).
Engine Oil Pressure Trend Engine Oil Pressure (gauge) using VIMSpc/VIMS Supervisor. Look for decreasing Engine Oil Pressure as pump wears. Look for problems in oil pump performance (sticking valve, etc.) where applicable. Use S·O·SSM Services analysis to look for degradation in the oil that may indicate fuel dilution or viscosity breakdown. Recommended Analysis Period: Every 4 weeks using 4 months/3,000 hours of operating data. Expected Values: High Engine Oil
Pressure should remain constant. Low Engine Oil Pressure should
remain constant.
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Action Trigger: High Engine Oil Pressure < 47 psi for 793 ATY/4GZ and 797.
Low Engine Oil Pressure < 30 psi for 793 ATY/4GZ and 797.
High Engine Oil Pressure < 45 psi for 1HL and 4AR.
Low Engine Oil Pressure < 23 psi for 1HL and 4AR.
Action Required: Compare iron trend at the S·O·SSM Services analysis history and assess pump condition and change-out if required.
Use in conjunction with S·O·S Services analysis of engine oil to identify changes in conditions that may indicate oil quality issues, changes in machine application (i.e. changing fuel rates), changes in new oil spec or quality, reduction in combustion efficiency due to turbo/fuel injector issues (i.e. high soot, increased heat/oil oxidation). Powertrain (OHT) Torque Converter and Transmission Trend Torque Converter Lock-up Clutch Slip (TC LUC) (130B) & Transmission clutch engagement (slip) times (132) using VIMSpc/VIMS Supervisor. Look for increasing slip times as springs wear in the control valve, decreased pump flow and pressures change. Recommended Analysis Period: Every 4 weeks using 3 months/2,000 hours of operating data. Expected values: Compare against
expected slip-time values tabulated below. Also compare like machines at your site to establish local ‘bogeys.’
Action Trigger: Slip time > 0.9 s for 793 ATY/4GZ, 1HL and 4AR.
Slip time > 0.8 s for 797. Action Required: At low hours,
readjust valve timing to achieve desired slip time. At high hours replace springs in the TC LUC control valve (Replace spring in the TC control valve if greater than 6000 hours old and slip times are increasing. This is typically not required in Transmission control valve stations due to lower cycle operation.).
Once an adjustment has been made, confirm TC LUC or Transmission clutch slip time is back in acceptable range by reviewing Trend data several days after the adjustment. Readjust if necessary to achieve desired time. This process should also be used to confirm the correct operation of newly installed rebuilt components. Collect several days of data then download and Trend to ensure slip times are as expected. Also review TC LUC & Transmission slip time Histogram using VIMSpc against expected values. Recommended Analysis Period: Every 4 weeks using 3 months/2,000 hours of operating data. Expect Values: Ensure 90% of
values are occurring < maximum acceptable value.
Action Trigger: Analysis shows > 10% of values are > maximum acceptable value.
Action Required: At low hours, readjust valve timing to achieve desired slip time. At high hours replace springs in the TC LUC control valve. (Replace spring if greater than 6000 hours old and slip times are increasing).
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It is recommended that site-specific slip time values be used wherever possible to allow closer monitoring of slip times for the Torque Converter, and all Transmission Gear slip times. By using the Fleet Trend function in VIMS Supervisor when components are in optimum condition a set of expected values can be developed that allows closer tolerances than published factory ranges. Once these values have been established it is possible to adjust the Histogram Exception Criteria table in VIMSpc to reflect tighter site-specific values. To do so open VIMSpc, Report then Exception Criteria Set-up. It is then possible to adjust the Upper & Lower Boundary limits to better match site-specific machine performance. For instance, instead of allowing a maximum slip time of 1.2 seconds for a 3 – 4 shift on a 793C 4AR truck as set by the factory configuration, the Maximum Boundary limit can be moved in to about 1.0 seconds. This allows the
detection of excessive slip times much earlier than waiting for the clutch to reach a point where > 10% are greater than 1.2 seconds. Especially since a healthy transmission makes the 3 - 4 shift in the 0.6 – 0.8 second range. By reviewing the data on a regular basis (as outlined above) excessive slip times are detected and adjustments can be made to bring clutch performance back to an optimum level. This process can be use to fine tune all Torque Converter & Transmission slip time parameters, while changes can also be made to Target values to further tighten detection criteria. Once this process has been completed for each VIMS machine on site it is possible to use the Histogram Standard Report Summary to list all Histogram parameters in one table and to quickly determine (via the Total High column) which parameters are exceeding optimum values. Appropriate action can then be planned and undertaken.
Powertrain component Slip Time Trending – Typical Times (seconds) Parameter 785 789 793 797
Differential Oil Temperature Review Differential Oil Temperature Trend using VIMSpc or VIMS Supervisor. Look for an increasing oil temperature trend that may indicate the machine is being used on longer haul cycles, or if a cooler is fitted, may indicate cooler function or effect is reducing through core plugging or actuation problems. Recommended Analysis Period: Every 4–6 weeks using 3 months/2,000 hours of operating data. Expected Values: Differential Oil
Temperature Trend should remain constant but may vary slightly due to changes in ambient temperature conditions.
Action Trigger: Differential Temperature rises above maximum recommended value or significantly above typical operating value.
Action Required: Assess core condition of cooler (if fitted) or possible changes to machine application (particularly longer hauls and higher haul speeds).
Check differential oil level.
Verify specifications of oil used. High temperatures can be caused
by final drives as well. Remove magnetic plugs of both final drives and differential and check for debris. Take an oil sample and check oil physical conditions (color and smell).
It is advisable to use label thermometers (P/N 8T-2822) on final drives and differential for easy field temperature follow-up. Stick the decal on a clean area of the component.
Powertrain (Wheel Loader) Torque Converter Outlet Oil Temperature Trend Torque Converter Oil Outlet Temperature using VIMSpc or VIMS Supervisor. Look for an increasing oil temperature trend that may indicate the machine is being used more aggressively in the face. It may also indicate poor blasting or tightly knit material, a very tight loading area, increased travel on ramps or incorrect use of the left pedal (ICTC control). Recommended Analysis Period: Every 4–6 weeks using 3 months/2000 hours of operating data. Expected Values: TC Oil
Temperature Trends should remain constant but may vary slightly due to changes in ambient temperature conditions.
Action Trigger: TC Oil Temperature rises above maximum recommended value or significantly above typical operating temperature for the site.
Action Required: Time spent in the face is typically the cause of elevated oil temperatures, which may be due to poor operator technique, incorrect GET selection or poor material conditioning. Verify TC inlet and outlet oil pressure settings. Verify impeller clutch pressure settings at different rimpull positions. Assess cooler condition.
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Machine Systems (OHT) Suspension Cylinders Trend Front and Rear Suspension Cylinder differential pressures (RH minus LH) traveling empty using VIMSpc or VIMS Supervisor. Data is used for confirming that nitrogen and oil charge levels in each pair of suspension cylinders (Front Right/Left and Rear Right/Left) are in an acceptable condition. Correct Oil/Nitrogen charge condition is required to ensure correct operation of the suspension system in maintained which minimizes stresses into the mainframe of the machine. It also ensures a comfortable ride for the operator and maintains Payload Monitor accuracy within acceptable levels. Recommended Analysis Period: Several days before PM service using 1000 hours of data. Expected Values: ΔP stays within +/-
375 kPa (55 psi) across each axle group. Field information suggests typical operating pressures of: Front axle is in a range - 200 kPa +/- 375 kPa (-30 +/- 55 psi); Rear axle is in a range 0 +/- 375 kPa (0 +/- 55 psi).
Action Trigger: > +/- 375 kPa (50 psi) across the front or rear axle groups.
Action Required: Check empty suspension cylinder height (amount of chrome rod showing) and if this is below expected / published values drop the oil and nitrogen charge from the cylinder and recharge.
Verify that cylinder rods have
adequate grease lubrication.
Brake Oil Temperature Trend Front and Rear Brake Oil Temperature Differential Temperatures (RH minus LH) traveling using VIMSpc or VIMS Supervisor. Data is used for confirming that brakes are not dragging or being held in an operating position such that additional heat or energy is being added to the brake pack. This may lead to reduced brake pack life and/or poor machine performance. Recommended Analysis Period: Every 4 weeks using 3 months/2,000 hours of operating data. Expected Values: ΔT stays within +/-
2 ºC (4 ºF) across each axle group.
Action Trigger: > +/- 2 ºC (4 ºF) across the front or rear axle groups.
Action Required: Check for a dragging brake that may be caused by poor slack adjuster operation (check for residual pressure in the brakes). Analyze machine overload and engine over speed events.
Look for friction material at hydraulic screens. Take a hydraulic oil sample. Check color and smell of hydraulic fluid.
Machine Systems (Wheel Loaders & Hydraulic Excavators)
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Hydraulic Oil Temperature in WTL & HEX Trend Hydraulic Oil Temperature using VIMSpc or VIMS Supervisor. Look for an increasing oil temperature trend that may indicate the machine is being used more aggressively in the face. It may also indicate poor blasting or tightly knit material, poor cooler performance through core plugging or excessive pump/motor leakage. Recommended Analysis Period: Every 4–6 weeks using 3 months/2,000 hours of operating data. Expected Values: Hydraulic Oil
Temperature Trend should remain constant but may vary slightly due to changes in ambient temperature conditions.
Action Trigger: Hydraulic Oil Temperature rises above maximum recommended value or significantly above typical operating temperature for the site.
Action Required: Assess cooler or pump/motor condition and machine application. Verify oil condition using S·O·S Services analysis. Take an additional oil sample and verify oil condition (color, smell and metallic particles).
Change pump case line return filter. Cut it and inspection filter element for metallic particles from the pump.
Verify hydraulic stand-by and relief system pressures.
It is advisable to stick label thermometers on the following components:
Hydraulic pumps: P/N 8T-2824. Potential cause of overheating: wear, internal leaks.
Control valves: P/N 8T-2821. Potential cause of overheating: internal leaks.
Cylinders: P/N 8T-2823. Potential cause of failure: internal leaks.
Hydraulic Pump Drive Oil Temperatures in WTL & HEX Trend Hydraulic Pump Drive Oil temperatures using VIMSpc or VIMS Supervisor. Look for increasing oil temperature trends that may indicate the machine is being used more aggressively. Recommended Analysis Period: Every 4–6 weeks using 3 months/2,000 hours of operating data. Expected Values: Pump Drive Oil
Temperature Trends should remain constant but may vary slightly due to changes in ambient temperature conditions.
Action Trigger: Pump Drive Oil Temperature rises above maximum recommended value.
Check pump drive oil level. Verify S·O·S analysis history. Take an oil sample and check for metallic particles in the oil.
Pilot Pump Pressure (Swing Brake/Pilot Pump – 5230 only) Trend Pilot Pump Pressures using VIMSpc or VIMS Supervisor. Look for changes in system working pressure that may indicate the need for adjustment.
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Recommended Analysis Period: Every 8–12 weeks using 3 months/2,000 hours of operating data. Expected Values: Pilot Pump
Pressure Trend should remain relatively constant.
Action Trigger: Pilot Pump Pressure decline below minimum specified value. Pilot pressure is critical for swing brakes; should be above 4000 kPa.
Action Required: Assess pump leakage and relief pressures.
VIMS Event List (all VIMS machines) The VIMS Event List collects system alarm and other condition events that can be used to identify machine system problems and the need for additional Operator training. The Event List can be reviewed using VIMSpc/VIMS Supervisor. VIMS Supervisor also allows the analysis of VIMS Events over an entire fleet. VIMS Events can be broken into two different sources or causes: Machine System Events Operator Induced Events
Machine System Events Machine System Events are those events caused by components or systems on the machine that fail, or have a critical parameter move outside expected or desirable limits for the on-going health of the machine. They result from operation of the machine within expected operating parameters.
Examples of Machine System Events include:
Sensor or switch failures
o Over/Under-voltage, Open Circuit, Shorted, Erratic or Intermittent
Overheating Alarms:
o Aftercooler or Engine Coolant
High or Low Pressure Alarms:
o Engine Oil, Steering Oil, Brake Air Systems
o Suspension Cylinder Charge
o Turbo Boost Pressure, Crankcase
Filter Plugging / Bypass:
o Air Cleaner, Engine Oil, Fuel, Hydraulic Circuit
Brake Drag
Chip Detectors
Low Levels Alarms:
o Coolant, Engine Oil, Transmission Oil
When reviewing VIMS Event data it may be helpful to define when and under what circumstances VIMS Events are being generated. Is there a pattern to the frequency of events being captured in the Event List? Consider whether the Events are occurring: On one machine or across the
fleet: o Is it a problem with a
single machine or could it be the haul itself causing the problem?
On one shift, all shifts, with only one operator:
o Is it poor operating practice by one operator that can be addresses with additional training?
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o Is it a ‘shift related’ issue such as a lack of night shift supervision?
Only when the trucks are operating on one particular haul. Is there something on that haul that are causing the problem such as:
o A steep grade with a tight corner at the bottom of the hill (Brake Overheating).
o A rough section in the middle of the main haul road (RAC alarms).
o A tight Loading Zone with lots of low speed maneuvering (Low Steering Pressure).
Only during certain weather or seasonal conditions:
o High rainfall, monsoonal conditions, soft spots in the roads.
o High ambient temperatures, low humidity, excessive dust.
Operator Induced Events are explained in more detail in the VIMS for Operations section.
VIMS for Operations Payload Data Management Basic Asset Utilization Use the Payload Summary in VIMSpc to display data on the customer’s utilization of the machine, and gives some basic information on the haul cycle. While local site conditions and the layout of the mine will differ site to site, it is useful to trend these parameters on a regular basis (weekly/monthly) to help the customer in his efforts to get more productivity from his machines.
Definition of VIMSpc Payload Summary Time Distribution parameters:
Operational Hours: The amount/percent of hours in the analysis period the key switch in the machine was ON.
Non-Operational Hours: The amount/ percentage of time in the analysis period the key switch was in the OFF position.
Loading Time: The amount/percentage of the Operational Time the machine spent under the loading tool.
Hauling Time: The amount/percentage of the Operational Time the machine spent traveling Empty or Loaded.
Waiting Time: The amount/percentage of the Operational Time the machine spent stationary/not moving.
VIMSpc Payload Summary gives basic Production Data that includes: Total tons moved in the period The average payload hauled per
cycle Total number of loading cycles The average number of loaded
cycles per hour Average Loading time Average Fuel consumption per
hour, per cycle, per kilometer/mile
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Maximum / Minimum payloads hauled
Basic Payload Distribution information set up for each Model Code using the path: Report, Production, Truck, Analysis Set-up
Complete Payload cycle data is available if Payload Detail (Cycle Basics w/- Fuel) is selected. The principal problem with using VIMSpc for Payload analysis is that it can only look at one truck at a time. If we wish to analyze the performance of a fleet of trucks this is time consuming. Production Efficiency and Productivity A better approach is to use the Fleet Payload Summary in VIMS Supervisor. This gives similar information to VIMSpc but allows analysis of complete fleets of trucks once fleet details have been defined in the Utilities section. An additional feature of VIMS Supervisor is the ability to present much of the useful summary data in graphical form. This can be a help when presenting data to customer Production/Operations people. VIMS Supervisor Single/Fleet Payload Charts include: Cycle Time Distribution Payload Distribution Histogram Load Time Distribution Productivity
Cycle Time Distribution shows the proportion of total operating time the fleet spent in the five main phases of the hauling operation Loading Stopped (Empty/Loaded) Traveling (Empty/Loaded)
Adding the Total Stopped time (Empty and Loaded) gives a useful parameter that can be used to promote more efficient operation. Stopped time can be positively affected by better management of shift changes & meal/rest/prayer breaks, shovel set-up & material conditioning and better dispatch control of the fleet (which reduces wait time at the shovel).
Adding loading time to the total stopped time gives a parameter (Total Idle time) that can also be used to identify areas where inefficiencies in the operation can be addressed. Combining this number with the amount of fuel burned at idle (for in the Cumulative data record) can help the customer quantify the cost of excessive idling and help justify improvement programs. Payload Distribution Histogram shows the distribution of payload and can be configured for site-specific Payload Targets and Payload Ranges. We recommend that an acceptable Payload Range for use in discussions with customers is equal to Target Payload +/- 10%.
A high proportion of loads outside the Payload Range are an opportunity to work with the customer to tighten the variation in their loading operation.
Under loading leads to poor productivity, which customers often see as a reason to load heavy. It can be caused by: Poor material conditioning; large
rocks or tightly ‘knitted’ material that wont ‘flow’ into the bucket causing poor bucket fill factors; often caused by insufficient blasting. Poor operator technique that can lead
to poor bucket fill factors.
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Job set-ups that hinder production such as low bench heights or tight digging angles.
Incorrect GET selection that results in poor material penetration.
Overloading, with a payload distribution outside Caterpillar’s 10/10/20 Payload Rule is often seen as the most productive loading strategy by our customers. If consideration is given to the total cost of this practice it is often not the best approach to gain the lowest cost per ton. Overloading can be caused by: Poor bucket/truck body match. Incorrect estimation of material
density. The addition of extra passes even
when the body is full which can also lead to excessive spillage in the loading zone and on the haul road.
Poor management of payload (overloading) can result in: Additional stress in powertrain
and mainframe components and shortened component life.
Extended cycles times, especially if the machine drops to a lower gear to get up the grade. This is often the cause of ‘low power’ complaints from the customer.
Increased fuel consumption due to lower gears / speeds on grade.
Reduced tire life from overloading and from additional spillage.
Refer to the Payload Management section for additional details on managing payload.
Load Time Distribution shows the distribution of loading times and can be configured for site-specific loading situation.
A large range of Loading Times rather than a tight distribution suggests either several loading tools are being used on the site (which often causes the chart to have several ‘humps’ in the distribution but may also indicate that a number of the factors outlined in the Under loading section may be present and need addressing. Productivity shows the productivity of the fleet in tons per hour over actual or a 24-hour day. While some of these issues can be affected by circumstances outside the control of the customer many offer the opportunity for closer control or better management to improve fleet productivity. While productivity is usually not the primary concern of the dealer, it offers an excellent opportunity to demonstrate the value of VIMS Production data to the customer and to demonstrate the value of the CAT/Dealer value chain. Payload Management VIMS Supervisor has a function entitled Payload Management that allows quick verification that single trucks and truck fleets are maintaining payload performance within Caterpillar’s 10/10/20 guidelines. To use this function it is necessary to set details on Production Range (suggested Target Payload +/- 10%) and Target Payload for each machine that is to be included in the analysis. Use the Utilities, Set Payload Targets and Define Fleet Groups functions to speed analysis of regularly reviewed truck fleets. If trucks are continuously used in groups to haul differing materials (i.e. a waste fleet and an ore fleet) it may prove useful to create fleet groups around these functions that allow closer analysis of
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the specific loading tools and haul cycle features of the specific group. Select the period and fleet to be analyzed and Payload Management will display the number or percentage of loads below, within and above their Payload Ranges, as well as displaying the number/percentage of loads greater than 110% of Target Payload, and greater than 120% of Target Payload. These last two numbers show compliance against the 10/10/20 rule that states: “The mean (average) of the Payload Distribution shall not exceed the Target Payload and no more than 10% of loads can exceed of 110% of Target Payload but no single load shall exceed 120% of Target Payload.” Use of Payload Filters It is not uncommon for VIMS Payload Monitor to occasionally record data that is clearly in error. This may include several loads per 1000 that:
Have a zero or very low Payload Weight.
Have an extremely high Payload Weight well beyond the capacity of the body or material density being loaded.
Have Total or segment Cycle Times of only a few seconds.
Have a Loader Pass Count equal to zero or one.
Have very short Haul Distances that are clearly not correct for the typical haul.
In cases such as this it is prudent to run the Payload data through a filter that removes these ‘nuisance’ load cycles and gives the customer greater confidence that the Payload information being presented is correct. Experience shows that these nuisance loads typically account of a very small percentage of the entire payload
database (< 2 in 1000) so their removal does not affect the overall analysis of the data.
To condition the data a ‘filter’ can be formulated in the Payload Filter Definition function of VIMS Supervisor. This capability is active in both the Truck Payload Summary and Fleet Payload Summary functions of VIMS Supervisor. Select the Filter Selection tab, select Edit Filters and Add a Group. Enter a name for the group, and hit OK. We recommend that separate filters be developed for each truck model on site such that specific maximum payload limits are available. We now need to ADD Conditions which will govern how the data will be excluded from the sample we are going to analyze. Recommended conditions are: (example is for a 793C truck with a Target Payload of 225 tons being 3 pass loaded with average bucket capacity of 75 tons and a typical loading time of 2.5 minutes) A Low Cut; payload weight
must be greater than this number (typically one bucket pass). Select Logic, Inside AND Parameter, Payload Criteria, >= Limit, 75 tons. Hit OK then Cancel then ADD to add the next filter condition.
A High Cut; payload weight must be less than this number (suggest 140% Target Payload) Select Logic, Inside AND Parameter, Payload Criteria, <= Limit, 315 tons. Hit OK then Cancel then ADD to add the next filter condition.
Once the filter set has been defined select Close, then Select the filter name
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you have just built and check the box that makes the filter active. Typically using a filter to remove very low and very high loads is enough to remove the majority of nuisance loads in the database. Filter conditions can also be added to condition the data to remove other factors that may be noticed during analysis, or that may help generate the right data conditions for further analysis.
A Loader Pass Cut; number of loader passes must be less than this number: (five passes in this example if the loader typically loads the truck in only 3 passes) Select Logic, Inside AND Parameter, Loader Passes Criteria, <= Limit, 5 Hit OK then Cancel then ADD to add the next filter condition.
A Load Time Cut; total loading time must be less than this number: (5 minutes in this example which is twice the standard loading time is only 2.5 minutes) Select Logic, Inside AND Parameter, Load Time Criteria, <= Limit, 00:05:00 Hit OK the Cancel then ADD to add the next filter condition.
A Haul Distance Cut; total cycle time must be greater than this number: (0.4 km in this example if a normal haul is 0.6 km minimum) Select Logic, Inside AND Parameter, Haul Distance Criteria => Limit, 0.4 Hit OK then Cancel the ADD to add the next filter condition or Close then Select and activate the filter.
It is also advisable to check that all payloads over 120% of Target Payload
are being dumped at the shovel, or at least not carried more than 0.3 km (1/5 mile). To set this filter key ADD a Group
An Overload condition; Payload weight must be heavier than this number (270 tons in this example which is 120% of the 225 ton Target Payload) Select Logic, Inside AND Parameter, Payload Criteria, >= Limit 270 tons. Hit OK then Cancel then ADD to add the next filter condition.
A Distance condition; Haul distance with the overload must be greater than this number Select logic, Inside AND Parameter, Loaded Travel Distance Criteria >= Limit 0.3 km. Hit OK and the filter is complete. Now CLOSE and select the filter name you have just built. Check the box to activate the filter.
In the Payload Management screen, a simple filter is available that cuts out loads below a certain payload. Access to this function is through the Filter Selection tab. We recommend that this be set at the payload weight equal to a single pass from the loading tool on the site. Haul Road Design and Maintenance VIMS data logger data can be collected and analyzed using the Application Severity Analysis (ASA) software program to identify areas of the mine haul road that:
Can cause high stress and potential loss of component life
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in OHT mainframes and powertrain components.
Reducing productivity efficiency through slowing the machine due to high rolling resistance, pinch-points, excessive gear shifting, etc.
Refer to the Application Severity Analysis (ASA) Application Guide available through the Mining Project Managers’ Toolkit in the CAT Knowledge Network. The full web address is: https://kn.cat.com/guides.cfm?id=6232This site also makes available an ASA User Guide and the ASA software executable. Operator Assessment and Training As previously explained, the VIMS Event List collects system alarm and other condition events that can be used to identify machine system problems and the need for additional Operator training. The Event List can be reviewed using VIMSpc/VIMS Supervisor, while VIMS Supervisor also allows the analysis of VIMS Events over an entire fleet. Machine System Events have been covered previously. This section will address the other major source of VIMS Events, those that are Operator Induced Events.
VIMS Event List - Operator Induced Events
Operator induced events are those most likely caused by incorrect operation of the machine. In all but the most blatant cases of willful machine ‘abuse’ they should be used to identify opportunities for additional operator training requirements rather than in any disciplinary action. We recommend that the customer’s Training organization receive VIMS Event reports on a regular basis so that individual needs can be identified and additional training scheduled. Reasons for Operator Induced Events include:
These can be cause inadvertently because of a lack of operator training in the areas of:
o Correct operating practices for the machine
o A lack of understanding of the capability of the machine
o A lack of understanding of the systems operation of the machine
o Incorrect acknowledgement or required action taken during VIMS Event Alarm
It may be caused by operating conditions that inadvertently cause the event such as:
o Haul road design or maintenance issues (including the Loading and Dump Zones)
o Material conditions at the loading face
It can also be caused by a conscious effort on the part of the operator to operate the
Machine outside its design capability / envelope. In some cases this may be direct ‘abuse’ of the machine through the operator’s decision, or as
directed by mine management. Examples of Operator Induced Events include:
Off-Highway Trucks (OHT): Brake Overheating in OHTs due
to incorrect gear selection or incorrect brake/retarder operation on grades, tight corners, lack of passing areas, very steep grades.
Engine Overspeed in OHTs due to incorrect gear selection or incorrect brake/retarder operation on steep grades, tight corners, lack of passing areas, very steep grades.
Transmission Abuse in OHTs due to coasting in Neutral, selection of Reverse/First at high engine rpm, selection of inappropriate gears for the ground speed of the truck.
Payload Overloading despite loading lights in OHT, Payload displays and Payload Management controls on the truck.
Body Up Events in OHTs caused by moving away from the Dump Zone with the truck body still raised above the mainframe rails.
Brake Overstoke in OHTs caused by parking with the Retarder lever ON. A dangerous condition if the Park Brake is not also engaged as trucks may roll away.
Wheel Loaders (WTL): Torque Converter Overheating in
WTL due to incorrect machine operation in tight digging
conditions and poorly blasted or tightly knitted material.
Hydraulic Oil Overheating in WTL due to incorrect machine operation in tight digging conditions and/or poorly blasted material.
Brake Overheating in WTL due to excessive high-speed load-and-carry operation.
Hydraulic Excavators (HEX): Hydraulic Oil Overheating in
HEX due to incorrect machine operation in tight digging conditions and/or poorly blasted material.
As for Machine System Event, it is useful to try and define whether a pattern exists that might help formulate a solution to the problem. These patterns may conform to similar patterns: On one machine or across the
fleet. On one shift, all shifts, with only
one operator. Only when the trucks are
operating on one particular haul. Is there something on that haul that is causing the problem:
o A steep grade, tight corners, rough sections in the haul road, a tight Loading Zone.
Only during certain weather or seasonal conditions.
Bulletin No. 5-1 (6/06) File Under Machine Signature Tests
VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Off Highway Truck Signature Test – 777 – 793
Intended audience: • Dealer Product Support personnel • Dealer Field Service personnel • Dealer Training personnel • Dealer Mining Machines personnel
Introduction This Bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS to measure and record machine data while the truck is operated under specific sets of conditions. Every effort has been made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used with the latest technical information available from Caterpillar to ensure such changes and improvements are incorporated where applicable.
For questions or additional information concerning this Bulletin, contact Caterpillar Service Development Division, Service Support (309) 675-6971.
Summary This Bulletin describes signature tests that can be run on an operational 789B or 793B Off-Highway Truck equipped with VIMS to record and analyze vital machine information data. The data can then be compared to earlier data from the same machine or to other similar machines in the fleet to assist in identifying major component degradation or problems that
have gone undetected by more conventional inspections.
Signature tests are run under three different conditions:
1. Stationary Tests with engine running. 2. Moving Truck Tests. 3. Haul Cycle Tests. After the tests have been run and data downloaded from the VIMS, the truck can be put back on the ready line. Data is analyzed using off-board VIMS.
Data from signature tests is primarily used as a trending indicator. If tests are run when the truck is new and then repeated at 2,000 or 4,000 service hours, the rate of degradation for various machine systems can be monitored and repair scheduled in a cost effective manner.
Data from these tests can also be used for evaluation of truck performance. Some system specific data analysis techniques are described that can be used to identify potential problems with the truck. These problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the monitor, logged on the event recorder, or be noticed by the operator. However, early identification of these problems will allow timely trouble shooting and repair scheduling, if needed. As a result, unscheduled repairs can be reduced.
If the truck meets the requirements for these tests it can be expected to give normal performance on the haul road.
SELD7014-02
Recording Test Conditions Many of the tests described in this bulletin will require keeping a record of the conditions (grade of road and surface condition) under which the tests were run. A paper or electronic file that describes the test conditions should be maintained.
A recommended method for creating an electronic reference file is to use the text editor in Windows Program Manager. To create the text file, access Windows Program Manager. From the Accessories Program Group, select and open the Write Program Item by double clicking the Write icon. Type in the desired text that describes the particular conditions relating to the test. Name and save the file to the desired subdirectory that contains the data logger file for the current machine. Doubling clicking the file name in File Manager with the Mouse will enable the selection and reading of the text file at a later date.
Important Safety Information Most accidents involving product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools to perform these functions correctly.
Note: Read and understand all safety precautions and warnings before operating or performing lubrication, maintenance, and repair on this product.
Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication. Specific safety warnings for all these publications are provided in the description or operations where hazards exist.
WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product until you have read and understood the operation, lubrication, maintenance, and repair information.
Caterpillar Inc. cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method, or operating technique not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
The information, specifications, and illustrations in this publication are based on information available at the time it was written. Such information as specifications, torque, pressures, measurements, adjustments, illustrations, and other data can change at anytime, which can affect the servicing of the product. Make sure to obtain the most complete and most current information before starting any job. Caterpillar dealers have the most current information available.
2
Stationary Tests Purpose
The purpose of the stationary tests is to record key information on the engine, powertrain system, and electrical system that is monitored by the VIMS sensors. Stationary tests can be run on the vehicle near the truck shop; access to a haul road is not required. Information from the stationary tests can be compared to:
1. Expected normal values, 2. Earlier tests ran on the same machine, or 3. Tests that have been run on similar
machines. When the information is compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools.
The data logger and event recorder should be downloaded and cleared before beginning these tests. All 5 tests can be completed sequentially with the data logger turned on at the beginning of Test 2 and left on for the remaining tests. Estimated time to run all 5 tests is 0.5 hours if the machine is at operating temperature. If systems are not warmed, additional time will be required.
Test 1: Brake System Testing and Operating Temperatures
The purpose of this test is to warm the machine to normal operating temperatures and to determine if secondary brake system is functional. The test is not intended to measure maximum brake holding effort. Brake holding effort required to hold a machine at a specific engine rpm will vary from machine to machine due to differences in engine setting, power train efficiency, etc., and in brake holding capability.
Engine rpm at beginning of machine movement, with secondary brake applied, should be compared with the engine rpm the
specific machine was able to hold on a prior test.
1. Start the engine and allow air system pressure to build-up to maximum operating pressure.
2. Warm the engine and powertrain such that: a. Coolant outlet temperature is 175 - 195
°F. b. Converter outlet oil temperature is 180-
195°F. c. Transmission outlet temperature is 175-
195°F 3. Apply secondary brake. 4. Move the transmission shift lever to 1st
gear range forward. 5. Release the parking brake. 6. Gradually accelerate the engine to 1200
rpm. 7. The machine should not move forward. 8. If the secondary brake does not function
properly, have necessary repairs made. 9. Repeat this test with the service brakes. If
truck creeps forward at full engine speed, have necessary repairs made before continuing the stationary tests.
10. Set the parking brake and shut down the engine.
Test 2: Starting Test
The purpose of this test is to record engine cranking speed. If the truck has a prelube system installed, prelube oil pressure and system voltage drop during prelube will also be recorded.
Note: This test will deplete the air system, run only if an alternate air source is available for recharging the air system.
1. Set the ground level shut off in the "FUEL OFF" position.
2. Turn key switch to the on position, allow VIMS to go through self-test.
3. Verify that air pressure is 120 psi. If not, recharge the air system.
4. Turn on data logger. 5. Crank the engine until cranking stops
3
because of low air pressure. 6. Turn data logger off. 7. Recharge the air system. 8. Set the ground level shut off in the "RUN"
position.
Test 3: Unloaded Engine Test
The purpose of this test is to record electrical system charging voltage and engine lubrication pressure as engine speed is increased. The time required to recharge the air system pressure is also recorded.
1. Turn key switch to the 'ON' position, allow VIMS to go through self diagnostic test.
2. Turn the data logger on. 3. Wait 10 seconds. 4. Start the engine. 5. Run engine at low idle for 10 seconds. 6. Leave transmission in neutral and
gradually increase engine speed from low idle to high idle in 15 seconds. Hold at high idle for 10 seconds.
7. Reduce engine speed to low idle. 8. With transmission still in neutral, snap
accelerate engine speed from low idle to high idle two times with 15 seconds between accelerations.
9. Reduce engine speed to low idle. Test 4: Converter Stall Test
The purpose of this test is to record the engine response time against converter stall.
Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines, applying the parking brake with the transmission in gear will cause a category 3 parking brake warning message to lock on the message center. This condition will prevent the serviceman from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Position the machine on level ground at
least 50 meters from other machines, structures or people.
2. Put blocks behind the wheels to prevent movement of the machine.
3. Apply the service brake and retarder; shift the transmission to 1st gear forward and turn on the data logger.
4. Quickly accelerate the engine from low idle to maximum speed. Hold for 5 to 10 seconds at maximum engine speed.
5. Reduce engine speed to low idle. Hold for 60 seconds.
6. Repeat step 2. 7. Repeat step 3. 8. With transmission in 1st gear, accelerate
the engine to maximum speed. Hold until the high torque converter oil temperature warning comes on (Level 2).
9. Reduce engine speed to low idle. 10. Shift transmission to neutral. 11. Turn data logger off. 12. Allow system to cool to normal ranges. Test 5: Double Stall Test
The purpose of this test is to record the engine response time against converter stall and the implement hydraulic system pump.
Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines, applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the serviceman from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Turn data logger on. 2. With transmission in neutral, accelerate
engine to high idle. 3. Raise body. 4. Slow engine to low idle. 5. Lower body. 6. With engine still at low idle, raise body. 7. Lower the body. 8. With the service brakes applied, move
body raise lever to "BED DOWN"
4
position, move the transmission shift lever to 1st gear forward range .
9. Accelerate engine to maximum speed and hold until the high torque converter oil temperature warning comes on (Level 2).
10. Lower engine speed to low idle, shift transmission to "NEUTRAL", and move body raise lever to "FLOAT" position. Allow truck to cool for 60 seconds.
11. Repeat steps 8 and 9. 12. Repeat step 10. 13. Turn data logger off.
Moving Vehicle Tests Purpose
The purpose of the moving vehicle tests is to record key information on the engine, powertrain system, and suspension system that is monitored by the VIMS sensors. Moving vehicle tests should be run on a section of haul road where the grades are known and can be expected to be available at a later date. To aid in repeating the test at a later date, the following parameters should be recorded:
1. Rolling radius of tires. Calculate this by using the distance traveled for 5 revolutions.
2. Estimate of the rolling resistance of the haul road used for the tests.
3. Ambient temperature. 4. Altitude. 5. Barometric pressure. 6. Dewpoint. As with the stationary tests, information from the moving vehicle tests can be compared to:
1. Expected normal values, 2. Earlier tests ran on the same machine, or 3. Tests that have been run on similar
machines in the same fleet.
When the information is compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools.
Note: Before beginning the Moving Vehicle tests, make sure that the Stationary Test 1 has been completed and that the truck is at normal operating temperature and that the secondary brake system is functional. Test 1: Unloaded Truck -- Level Road Test
This test will enable information to be recorded to evaluate the payload monitoring system calibration and suspension strut pressures.
1. Turn data logger on. 2. Coast to a stop from 5 to 10 mph. 3. Turn data logger off. Test 2 [ERG1]: Unloaded Truck Retarding
This test is intended to log information on the performance of the ARC and to ensure that retarder system is operating correctly.
Use a relatively permanent road for this test that has a grade that is typical for the mine site operation. A permanent road section is desirable so that similar tests can be run at a later date. Keep a paper or electronic record of the road grade and surface condition for later reference.
1. Turn data logger on. 2. Descend the grade at a safe speed using the
Automatic Retarder Control. 3. Turn the data logger off. Test 3: Loaded Acceleration Test -Level Surface
This test is intended to log information on the response of the engine, CTS, transmission shifting, and strut pressures.
5
1. Turn data logger on. 2. Snap accelerate the truck from 1st gear
through 6th. 3. Without using the service brakes or
retarder, coast to a stop by downshifting from 6th gear to 1st.
4. Accelerate the truck back to 5 to 10 mph. 5. Shift to neutral and coast to a stop without
using the service brakes or retarder. 6. Turn data logger off. Test 4: Loaded Uphill Grade
This test is intended to log information on the performance of the engine, boost, exhaust temperature and total vehicle performance.
Use a relatively permanent road for this test that has a grade that is typical for the mine site operation. A permanent road section is desirable so that similar tests can be run at a later date. Keep a paper or electronic record of the road grade and surface condition for later reference.
1. Turn data logger on. 2. Run the truck up the grade in a constant
gear. 3. Record the time required for a measured
distance up the grade and note the gear used for the test.
4. Turn data logger off. 5. Repeat the test a second time. Test 5: Loaded Truck Retarding
This test is intended to log information on the performance of the ARC and, brake cooling performance.
The truck should be fully loaded for this test. Load the truck to rated capacity. Placement of the load is not critical but should be reasonably well balanced for safe operation.
Use a relatively permanent road for this test that has a grade that is typical for the mine site operation. A permanent road section is
desirable so that similar tests can be run at a later date. Keep a paper or electronic record of the road grade and surface condition for later reference.
1. Turn data logger on. 2. Descend the grade using the correct
retarding gear and the Automatic Retarder Control.
3. Turn the data logger off. 4. Repeat the test using one gear higher to
descend the grade. Step four is intended to record the brake cooling performance. The brake oil temperature warning (Level 2) will likely come on. When this occurs, brake to a slower speed and shift to the correct gear for the slope.
Normal Haul Cycle Tests Purpose
The purpose of the haul cycle tests are to record key information on the engine, powertrain system, and suspension system that is monitored by the VIMS sensors while the truck is operating on a normal haul cycle. As with the stationary and moving vehicle tests, information from the haul cycle tests can be compared to:
1. Expected normal values, 2. Earlier tests ran on the same machine, or 3. Tests that have been run on similar
machines. When the information is compared, the overall condition of the truck systems can be determined without the need for more time consuming installation of service tools.
Logged data from a haul cycle can be used to assist in Fleet Management and haul road improvements.
Note: Before beginning the Haul Cycle Tests,
6
make sure that the Stationary Test 1 has been completed. It is very important that secondary brake system be functional. The truck should also be at normal operating temperature as described in Stationary Test 1.
Test 1: Long Uphill Haul
For this test the loaded truck should be run on the longest uphill section of the job site haul road. If haul is more than 30 minutes, log only the loaded portion.
The data logger should be downloaded and cleared before beginning this test.
Test 2: High Speed Haul
For this test, the loaded truck should be run on the highest speed section of the job site haul road. If the haul is more than 30 minutes, log only the loaded portion.
The data logger should be downloaded and cleared before beginning this test.
Test 3: Typical Haul Cycle
For this test, the loaded truck should be run on the most typical haul cycle at the job site. If the haul is more than 30 minutes, log only the loaded portion.
The data logger should be downloaded and cleared before beginning this test. Download Data and Clear VIMS At the completion of the Truck Signature Tests, the data logger and event recorder should be downloaded and cleared.
None of the tests described in this Bulletin should cause VIMS to display a level 3 warning to the operator or log a level 3 event. If any level 3 events are present, they should be investigated and appropriate repair made.
Use the methods described in the Service Manual for troubleshooting.
Analysis of Signature Test Data Engine
Problem 1: Exhaust Temperature Split Too High
Exhaust temperature split is the difference between the right exhaust temperature and the left exhaust temperature taken at the same time. Left and right exhaust temperatures are measured at full load conditions during the following tests:
1. Stationary Test 4 - Converter Stall. 2. Stationary Test 5 - Double Stall. 3. Moving Test 5 - Loaded Uphill Grade. The exhaust temperature split will likely be highest for the Double Stall test.
A normally performing engine has some variation in the bank-to-bank exhaust temperature. An exhaust temperature split greater than 75°C (135°F) may indicate a problem.
Probable Cause:
1. Faulty exhaust temperature sensor(s). 2. Defect in fuel injector(s). 3. Leak or break in fuel line between fuel
manifold and cylinder head. 4. Wrong valve lash. 5. Air inlet system has a leak. 6. Exhaust system has a leak. 7. Air inlet or exhaust system has a
restriction. 8. Wrong fuel Injector lash. 9. Incorrect fuel injection timing calibration. 10. Bent or broken push rod. 11. Problem with electronic control system.
7
Note: Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for troubleshooting the engine. Problem 2: Engine Has Low Oil Pressure
A decrease in engine oil pressure, although the pressure is still within the acceptable range since the last test, is an indication that parts (engine bearings, engine oil pump, engine oil pump relief valve, etc.) are beginning to fail.
Engine oil pressure versus engine speed data can be derived from several of the stationary tests. Stationary Test 3 - Unloaded Engine Test is the best source since the engine speed is raised slowly. The Data Logger plot shown at the right is a typical run.
This data can be reduced to produce a plot of engine oil pressure versus engine speed. Since VIMS does not have capability to plot one sensor output versus another sensor one of several alternate approaches can be used. Two approaches are:
1. Using VIMS Analysis, read the actual
values of oil pressure and engine speed and plot the values in another program such as a spreadsheet.
2. Using VIMS Analysis, export the data to a separate file and then import this file into a spreadsheet or other data analysis or plotting program.
The graph shown below was generated using the data from the Data Logger run as plotted in the previous plot.
6000
10
20
30
40
50
60
70
80
Engine Speed (RPM)
1400800 1000 18001200 1600
Oil Pressure (psi) ECM Warning ON
Figure 2Engine Oil Pressure
The straight-line curve represents the oil pressure versus engine speed warning level that is used by the Engine Control Module and VIMS to provide low oil pressure warning. Oil pressure is checked against these curves according to engine speed. Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for further definition of this oil pressure map.
The measured oil pressure for this engine is well above the warning level curves. The change in slope of the measured oil pressure occurs at the engine speed where the relief valve is beginning to open. As an engine and lubrication system wears, the speed at which the relief valve begins to open will increase. When a 20% increase in engine rpm is necessary to generate maximum (oil-over-relief) oil pressure, this may be an indicator
8
that repair or rebuild is needed.
If the same viscosity oil is used and the oil temperature is the same and there are significant changes in oil pressure, determine the reason and make repairs as needed. Probable Cause:
1. Oil Level Low. 2. Dirty Oil Filters Or Oil Cooler(s). 3. Diesel Fuel in Lubrication Oil. 4. Too Much Clearance Between Rocker Arm
Shaft and Rocker Arms. 5. Oil Pump Suction Pipe has a Defect. 6. Oil Pressure Relief Does Not Close. 7. Oil Pump or Scavenge Oil Pump has a
Defect. 8. Too Much Clearance Between Crankshaft
and Crankshaft Bearings. 9. Too Much Clearance Between Camshaft
and Camshaft Bearings. 10. Defect in Oil Pressure Sensor. Note: Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for troubleshooting the engine.
Intended audience: • Dealer Product Support personnel • Dealer Field Service personnel • Dealer Training personnel • Dealer Mining Machines personnel
Introduction This Bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS by using VIMS to measure and record machine data while the truck is operated under specific sets of conditions. Every effort has been made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used with the latest technical information available from Caterpillar to ensure such changes and improvements are incorporated where applicable.
For questions or additional information concerning this Bulletin, contact Caterpillar Service Support (309) 675-6971.
Summary This Bulletin describes signature tests that can be run on an operational 797 Off-Highway Truck equipped with VIMS to record and analyze vital machine information data. The data can then be compared to earlier data from the same machine or to other similar machines in the fleet to assist in identifying major component degradation or problems that have gone undetected by more conventional inspections.
Signature stationary tests include:
1. Brake System Testing & Operating Temperatures.
2. Starting Test.
3. Unloaded Engine Test.
4. Converter Stall Test for Front Engine.
5. Converter Stall Test for Rear Engine.
After the tests have been run and data downloaded from the VIMS, the truck can be put back on the ready line. Data is analyzed using VIMSpc and in some cases a spreadsheet program.
Data from signature tests is primarily used as a trending indicator. If tests are run when the truck is new and then repeated at 2,000 or 4,000 service hours, the rate of degradation for various machine systems can be monitored and repair scheduled in a cost effective manner.
Data from these tests can also be used for evaluation of truck performance. Some system specific data analysis techniques are described that can be used to identify potential problems with the truck. These problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the monitor, logged on the event recorder, or be noticed by the operator. However, early identification of these problems will allow timely trouble shooting and repair scheduling, if needed. As a result, unscheduled repairs can be reduced.
If the truck meets the requirements for these tests it can be expected to give normal performance on the haul road.
Recording Test Conditions Many of the tests described in this bulletin will require keeping a record of the conditions (grade of road and surface condition) under which the tests were run. A paper or electronic file that describes
SELD7026
the test conditions should be maintained.
A recommended method for creating an electronic reference file is to use the text editor in Windows Program Manager. To create the text file, access Programs / Accessories and open the Notepad program double clicking the Notepad icon. Type in the desired text that describes the particular conditions related to the test. Name and save the file to the desired sub directory that contains the datalogger file for the current machine. Double clicking the file name in File Manager with the Mouse will enable the selection and reading of the text file at a later date.
Important Safety Information Most accidents involving product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools to perform these functions correctly.
Note: Read and understand all safety precautions and warnings before operating or performing lubrication, maintenance, and repair on this product.
Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication. Specific safety warnings for all these publications are provided in the description or operations where hazards exist.
WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol.
Incorrect operation, lubrication, or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product until you have read and understood the operation, lubrication, maintenance, and repair information.
Caterpillar Inc. cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure,
work method, or operating technique not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and others. You should also ensure that the product would not be damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
The information, specifications, and illustrations in this publication are based on information available at the time it was written. Such information as specifications, torque, pressures, measurements, adjustments, illustrations, and other data can change at any time, which can affect the servicing of the product. Make sure to obtain the most complete and most current information before starting any job. Caterpillar dealers have the most current information available.
Stationary Tests Purpose The purpose of the stationary tests is to record key information on the engine, power train system, and electrical system that is monitored by the VIMS sensors. Stationary tests can be run on the vehicle near the truck shop; access to a haul road is not required. Information from the stationary tests can be compared to:
1. Expected normal values,
2. Earlier tests ran on the same machine, or
3. Tests that have been run on similar machines.
When the information is compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools.
The data logger and event recorder should be downloaded and cleared before beginning these tests. All 5 tests can be completed sequentially with the data logger turned on at the beginning of Test 2 and left on for the remaining tests. Estimated time to run all 5 tests is 0.5 hours if the machine is at operating temperature. If systems are not warmed, additional time will be required.
WARNING
Test 1: Brake System Testing and Operating Temperatures The purpose of this test is to warm the machine to normal operating temperatures and to verify that the brake system is functional. The test is not intended to measure maximum brake holding effort. Brake
2
holding effort required to hold a machine at a specific engine rpm will vary from machine to machine due to differences in engine power setting, power train efficiency, etc., and in brake holding capability.
Engine rpm at beginning of machine movement, with secondary brake applied, should be compared with the engine rpm the specific machine was able to hold on a prior test.
1. Start the engine and allow air system pressure to build-up to maximum operating pressure.
2. Warm the engine and powertrain such that:
a. Coolant outlet temperature (ENG COOL TEMP) is 175 – 195°F.
b. Converter outlet oil temperature (TC OUT TEMP) is 180 – 195°F.
c. Transmission lube temperature (TRN LUBE TEMP) is 175 – 195°F
3. Apply secondary brake.
4. Move the transmission shift lever to 1st gear range forward.
5. Release the parking brake.
6. Gradually accelerate the engine to 1200 rpm.
7. The machine should not move forward.
8. If the secondary brake does not function properly, have necessary repairs made. Repeat this test with the service brakes. If truck creeps forward at full engine speed, have necessary repairs made before continuing the stationary tests.
Note: New trucks or trucks with newly rebuilt brakes may not hold completely until the brakes have been somewhat worn in.
9. Set the parking brake and shut down the engine.
Test 2: Starting Test The purpose of this test is to record engine-cranking speed. If the truck has a prelube system installed, prelube oil pressure and system voltage drop during prelube will also be recorded.
Note: This test will deplete the air system, run only if an alternate air source is available for recharging the air system.
1. Set the ground level shut off in the "FUEL OFF" position.
2. Turn key switch to the on position, allow VIMS to go through self-test.
3. Verify that air pressure is 120 psi. If not, recharge the air system.
4. Turn on data logger.
5. Crank the engine until cranking stops because of low air pressure.
6. Turn data logger off.
7. Recharge the air system.
8. Set the ground level shut off in the "RUN" position.
Important channels to monitor during this test are:
• Engine speed • System air pressure • Engine oil pressure front • Engine oil pressure rear • System voltage
Test 3: Unloaded Engine Test The purpose of this test is to record electrical system charging voltage and engine lubrication pressure as engine speed is increased. The time required at low idle to recharge the air system pressure after a warm start is also recorded.
1. Turn key switch to the 'ON' position, allow VIMS to go through self-diagnostic test.
2. Turn the data logger on.
3. Wait about 5 seconds.
4. Start the engine.
5. Run engine at low idle for 20 seconds.
6. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15 seconds. Hold at high idle for 10 seconds.
7. Reduce engine speed to low idle.
8. With transmission still in neutral, snap accelerate engine speed from low idle to high idle two times with 15 seconds between accelerations.
9. Reduce engine speed to low idle.
Important channels to monitor during this test are:
• Engine speed • System air pressure • Engine oil pressure front • Engine oil pressure rear
3
• System voltage Test 4: Converter Stall Test for Front Engine The purpose of this test is to record the front engine response time and maximum engine speed developed against converter stall.
Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines, applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the service technician from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Position the machine on level ground at least 50 meters from other machines, structures or people.
2. Chock the wheels to prevent movement of the machine.
3. Connect CAT ET Service Tool and disable injection for the rear engine.
4. Apply the service brakes and retarder; shift the transmission to 1st gear forward.
5. Raise the engine speed to about 1600 rpm and hold until torque converter oil temperature warms to 210°F.
6. Reduce engine speed to low idle and shift the transmission to neutral.
7. Turn on the datalogger.
8. Apply the service brakes and retarder, shift the transmission to 1st gear forward.
9. Quickly accelerate the engine from low idle to maximum speed. Hold at maximum engine speed for 5 to 10 seconds or until the high torque converter oil temperature warning comes on (Category 2).
10. Reduce engine speed to low idle. Shift the transmission to neutral, raise engine speed to about 1600 rpm and hold until the torque converter oil temperature cools to 210°F.
11. Repeat step 8, 9, and 10.
12. Reduce engine speed to low idle. Turn data logger off.
13. Allow system to cool to normal ranges.
Important channels to monitor during this test are:
• Engine speed • Torque converter temperature • Exhaust temperature left front • Exhaust temperature right front • Boost pressure front
Test 5: Double Stall Test for Front Engine The purpose of this test is to record the front engine response time and maximum engine speed developed against converter stall and the hoist hydraulic system pump.
Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines, applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the service technician from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Position the machine on level ground at least 50 meters from other machines, structures, or people.
2. Chock the wheels to prevent movement of the machine.
3. Connect CAT ET Service Tool and disable injection for the rear engine.
4. Apply the service brakes and retarder, shift the transmission to 1st gear forward.
5. Raise engine speed to about 1600 rpm and hold until torque converter oil temperature warms to 210°F.
6. Reduce engine speed to low idle and shift the transmission to neutral.
7. Turn data logger on.
8. With the service brakes and retarder applied, move body raise lever to "BED DOWN" position, move the transmission shift lever to 1st gear forward range.
9. Quickly accelerate engine to maximum speed and hold for 5 to 10 seconds or until the high torque converter oil temperature warning comes on (Category 2).
10. Lower engine speed to low idle, shift transmission to "NEUTRAL", and move body raise lever to "FLOAT" position. Raise engine speed to about 1600 rpm and hold until the torque converter oil temperature
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cools to 210°F.
11. Reduce engine speed to low idle.
12. Repeat step 8, 9, 10, and 11.
13. Turn data logger off.
14. Allow system to cool to normal ranges.
Important channels to monitor during this test are:
• Engine speed • Torque converter temperature • Exhaust temperature left front • Exhaust temperature right front • Boost pressure front
Test 6: Converter Stall Test for Rear Engine The purpose of this test is to record the rear engine response time and maximum engine speed developed against converter stall.
Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines, applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the service technician from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Position the machine on level ground at least 50 meters from other machines, structures or people.
2. Chock the wheels to prevent movement of the machine.
3. Connect CAT ET Service Tool and disable injection for the front engine.
4. Apply the service brakes and retarder; shift the transmission to 1st gear forward.
5. Raise the engine speed to about 1600 rpm and hold until torque converter oil temperature warms to 210°F.
6. Reduce engine speed to low idle and shift the transmission to neutral.
7. Turn on the datalogger.
8. Apply the service brakes and retarder, shift the transmission to 1st gear forward.
9. Quickly accelerate the engine from low idle to maximum speed. Hold at maximum
engine speed for 5 to 10 seconds or until the high torque converter oil temperature warning comes on (Category 2).
10. Reduce engine speed to low idle. Shift the transmission to neutral, raise engine speed to about 1600 rpm and hold until the torque converter oil temperature cools to 210°F.
11. Repeat step 8, 9, and 10.
12. Reduce engine speed to low idle. Turn data logger off.
13. Allow system to cool to normal ranges.
Important channels to monitor during this test are:
• Engine speed • Torque converter temperature • Exhaust temperature left rear • Exhaust temperature right rear • Boost pressure rear
Test 7: Double Stall Test for Rear Engine The purpose of this test is to record the front engine response time and maximum engine speed developed against converter stall and the hoist hydraulic system pump.
Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines, applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the service technician from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Position the machine on level ground at least 50 meters from other machines, structures, or people.
2. Chock the wheels to prevent movement of the machine.
3. Connect CAT ET Service Tool and disable injection for the front engine.
4. Apply the service brakes and retarder, shift the transmission to 1st gear forward.
5. Raise engine speed to about 1600 rpm and hold until torque converter oil temperature warms to 210°F.
6. Reduce engine speed to low idle and shift the transmission to neutral.
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7. Turn data logger on.
8. With the service brakes and retarder applied, move body raise lever to "BED DOWN" position, move the transmission shift lever to 1st gear forward range.
9. Quickly accelerate engine to maximum speed and hold for 5 to 10 seconds or until the high torque converter oil temperature warning comes on (Category 2).
10. Lower engine speed to low idle, shift transmission to "NEUTRAL", and move body raise lever to "FLOAT" position. Raise engine speed to about 1600 rpm and hold until the torque converter oil temperature cools to 210°F.
11. Reduce engine speed to low idle.
12. Repeat step 8, 9, 10, and 11.
13. Turn data logger off.
14. Allow system to cool to normal ranges.
Important channels to monitor during this test are:
• Engine speed • Torque converter temperature • Exhaust temperature left rear • Exhaust temperature right rear • Boost pressure rear
Download Data and Clear VIMS
At the completion of the Truck Signature Tests, the data logger and event recorder should be downloaded and cleared.
None of the tests described in this Bulletin should cause VIMS to display a level 3 warning to the operator or log a level 3 event. If any level 3 events are present, they should be investigated and appropriate repair made. Use the methods described in the Service Manual for troubleshooting.
Analysis of Signature Test Data Engine
Problem 1: Exhaust Temperature Split Too High
Exhaust temperature split is the difference between the right exhaust temperature and the left exhaust temperature taken at the same time. Left and right exhaust temperatures are measured at full load conditions during the following tests:
1. Stationary Test 4 - Converter Stall
2. Stationary Test 5 - Double Stall
The exhaust temperature split will likely be highest for the Double Stall test.
A normally performing engine has some variation in the bank-to-bank exhaust temperature difference. An exhaust temperature split greater than 50°C (90 °F) may indicate a problem.
Probable Cause:
1. Faulty exhaust temperature sensor(s)
2. Defect in fuel injector(s)
3. Leak or break in fuel line between fuel manifold and cylinder head
4. Wrong valve lash
5. Air inlet system has a leak
6. Exhaust system has a leak
7. Air inlet or exhaust system has a restriction
8. Wrong fuel Injector lash
9. Incorrect fuel injection timing calibration
10. Bent or broken push rod
11. Problem with electronic control system
Note: Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for troubleshooting the engine.
Problem 2: Engine Has Low Oil Pressure
A decrease in engine oil pressure, although the pressure is still within the acceptable range since the last test, is an indication that parts (engine bearings, engine oil pump, engine oil pump relief valve, etc.) are beginning to fail.
Engine oil pressure versus engine speed data can be derived from several of the stationary tests. Stationary Test 3 - Unloaded Engine Test is the best source since the engine speed is raised slowly. The Data Logger plot shown on the next page is a typical run.
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This data can be reduced to produce a plot of engine oil pressure versus engine speed. Since VIMS does not have capability to plot one sensor output versus another sensor one of several alternate approaches can be used. Two approaches are:
1. Using VIMS Analysis read the actual values of oil pressure and engine speed and plot the values in another program such as a spreadsheet.
2. Using VIMS Analysis, export the data to a separate file and then import this file into a spreadsheet or other data analysis or plotting program.
The above graph was generated using the data from the Data Logger run as plotted on the previous page.
The straight-line curve represents the oil pressure
versus engine speed warning level that is used by the Engine Control Module and VIMS to provide low oil pressure warning. Oil pressure is checked against these curves according to engine speed. Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for further definition of this oil pressure map.
The measured oil pressure for this engine is well above the warning level curves. The change in slope of the measured oil pressure occurs at the engine speed where the relief valve is beginning to open. As an engine and lubrication system wears, the speed at which the relief valve begins to open will increase. When a 20% increase in engine rpm is necessary to generate maximum (oil-over-relief) oil pressure, this may be an indicator that repair or rebuild is needed.
If the same viscosity oil is used and the oil temperature is the same and there are significant changes in oil pressure, determine the reason and make repairs as needed.
Probable Cause:
1. Oil Level Low.
2. Dirty Oil Filters Or Oil Cooler(s).
3. Diesel Fuel in Lubrication Oil.
4. Too Much Clearance Between Rocker Arm Shaft and Rocker Arms.
5. Oil Pump Suction Pipe has a Defect.
6. Oil Pressure Relief Does Not Close.
7. Oil Pump or Scavenge Oil Pump has a Defect.
8. Too Much Clearance Between Crankshaft and Crankshaft Bearings.
9. Too Much Clearance Between Camshaft and Camshaft Bearings.
10. Defect in Oil Pressure Sensor.
Note: Refer to System Operations, Testing & Adjusting 3512 and 3516 EUI Engines, SENR5596, for troubleshooting the engine.
Wheel Loader Signature Test - 994AKIT & 994D Intended audience: • Dealer Product Support personnel • Dealer Field Service personnel • Dealer Training personnel • Dealer Mining Machines personnel
Introduction
This Bulletin enables dealers and their customers to benefit from use of the Caterpillar VIMS to measure and record machine data while the wheel loader is operated under specific sets of conditions. Every effort has been made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used with the latest technical information available from Caterpillar to ensure such changes and improvements are incorporated where applicable.
Summary
This Bulletin describes a signature test that can be run on an operational 994AKIT & 994D Wheel Loaders equipped with VIMS to record and analyze vital machine information data. The data can then be compared to earlier data from the same machine or to other similar machines in the fleet to assist in identifying major component degradation or problems that have gone undetected by more conventional inspections. Signature tests include:
1. Brake System Testing and Operation Temperature 2. Unloaded Engine Test 3. Hydraulic Tests 4. Converter Stall Test 5. Double Converter Stall Test 6. Impeller Clutch Tests
Data is analyzed using VIMSpc and in some cases a data analysis program. Data from signature tests is primarily used as a trending indicator. If tests are run when the loader is new and repeated at 2,000 or 4,000 service hours, the rate of degradation for various machine systems can be monitored and repair scheduled in a cost-effective manner. Data from these tests can also be used for evaluation of loader performance. Some system specific data analysis techniques are described that can be used to identify potential problems with the loader. These problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the
SELD7023-02
monitor, logged on the event recorder, or to be noticed by the operator. However, early identification of these problems will allow timely troubleshooting and repair scheduling, if needed. As a result, unscheduled repairs can be reduced. If the loader meets the requirements for these tests it can be expected to give normal performance during a loading cycle.
Important Safety Information
Most accidents involving product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools to perform these functions correctly. Note: Read and understand all safety precautions and warnings before operating or performing lubrication, maintenance, and repair on this product.
Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication. Specific safety warnings for all these publications are provided in the description or operations where hazards exist. WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Incorrect operation, lubrication, or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product until you have read and understood the operation, lubrication, maintenance, and repair information.
Caterpillar Inc. cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method, or operating technique not specifically recommended by Caterpillar is used; you must satisfy yourself that it is safe for you and others. You should also ensure that the product would not be damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
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Stationary Tests The purpose of the stationary tests is to record key information on the engine, powertrain, hydraulic, and electrical systems that is monitored by the VIMS sensors. Information from the stationary tests can be compared to:
1. Expected normal values, 2. Earlier tests run on the same machine, 3. Tests run on similar machines.
When the information is analyzed and compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools. The data logger and event recorder should be downloaded and reset before beginning these tests. All the tests should be completed sequentially with the data logger turned on. Estimated time to run all 6 tests is 0.5 hours if the machine is at operating temperature. If systems are not already warm, additional time will be required. The machine should be positioned on a dry, hard level surface at least 50 meters from other machines, structures or people. Test 1: Brake System Testing and Operating Temperatures The purpose of this test is to warm the machine to normal operating temperatures for later tests, and to determine if the brake system is functional. The test is not intended to measure maximum brake holding effort. Brake holding effort required to hold a machine at a specific engine rpm will vary from machine to machine due to differences in engine setting, power train efficiency, and in brake holding capability.
1. Warm the engine, powertrain, and hydraulics such that a. Coolant temperature is 175 – 200°F. b. Torque converter outlet oil temperature is 190 – 230°F. c. Implement oil is 120 – 190°F.
2. Return the engine speed to low idle. 3. Turn on the data logger by typing DLOG on the VIMS keypad. 4. Apply the service brakes, move the bucket off the ground, and disengage the parking brake. 5. Move the transmission to 2nd speed forward. 6. Gradually increase the engine speed to maximum engine speed. Hold at maximum engine speed
for 5 – 10 seconds. The machine should not move forward. 7. Turn off the data logger by typing DLOG on the VIMS keypad. 8. If the loader creeps forward, schedule necessary repairs to the brake system. 9. Place the bucket on the ground, move the hydraulic control levers to the HOLD position, and shut
down the engine. Test 2: Unloaded Engine Tests The purposes of these tests are to record the engine performance during transient and steady state operating conditions.
1. Turn the key switch to the ‘ON’ position, allow VIMS to go through self-diagnostic test. 2. Turn on the data logger. 3. Wait 10 seconds. 4. Start the engine. 5. Run engine at low idle for 10 seconds. 6. Leave the transmission in neutral and gradually increase engine speed to 900, 1000, 1200, 1400,
1600 RPM, and high idle. At each engine speed, engage the throttle lock and hold for 10 seconds. Engine RPM should be within +25 RPM of the desired engine speed.
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7. Return engine speed to low idle for 10 seconds. 8. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15
seconds. Hold at high idle for 10 seconds. 9. Return engine speed to low idle for 10 seconds. 10. With the transmission in neutral, quickly accelerate engine speed from low idle to high idle. Hold
at high idle for 10 seconds. 11. Repeat step 9 - 10. 12. Return engine speed to low idle. 13. Turn off data logger.
Important data being recorded electronically by VIMS • Engine speed • Engine oil pressure • Engine coolant temperature Test 3: Hydraulic Tests The purposes of these tests are to record the cylinder cycle times and the main relief pressures in the implement circuits. This determines if the hydraulic pumps are operating efficiently. The implement oil should be at operating temperature for meaningful test results. Note: Before raising the bucket, make sure overhead clearance is adequate. Hitting wires or structures
can cause machine damage and/or personal injury. Tilt cylinder cycle times are not measured because position data for this cylinder is not recorded on this model.
3a: Cycle Times Lift Cylinder - Raise
1. Engage the parking brake at low idle. 2. Turn on the data logger. 3. With the bucket empty and resting flat on the ground, quickly move the lift control lever to the full
RAISE position until the bucket is fully raised. 4. Lower the bucket to the ground. 5. Repeat steps 3 - 4 two times. 6. Increase engine speed to high idle. 7. Repeat steps 3 – 4 three times.
3b: Relief Pressure Settings – Engine Speed at High idle
1. Raise the bucket to the maximum height. 2. Move the lift control lever to the full RAISE position. 3. Hold for three seconds. 4. Return lift control lever to the HOLD position. 5. Repeat steps 2 - 4. 6. Move the bucket to the full rack back position. 7. Move the bucket control lever to the full RACK BACK position. 8. Hold for three seconds. 9. Return the lever to the HOLD position. 10. Repeat step 7 - 9. 11. Turn off the data logger.
Important data being electronically recorded by VIMS • Lift cylinder position • Lift cylinder head pressures • Hydraulic oil temperature • Engine Speed
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Test 4: Converter Stall Test The purposes of these tests are to record the engine performance and the steady state operating conditions against a torque converter stall. Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines,
applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the serviceman from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Chock the wheels to prevent movement of the machine, and lower the bucket to the ground. 2. Turn on the data logger. 3. At low idle, apply the service brakes and shift the transmission to 3rd speed forward. 4. Raise the engine speed to about 1200 RPM and hold until torque converter oil temperature
reaches 210°F. 5. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds. 6. Apply the service brake and shift the transmission to the highest forward gear available. 7. Quickly accelerate engine speed from low idle to maximum speed. 8. Hold for 5 -10 seconds at maximum engine speed or until the torque converter oil temperature
triggers a category 2 warning (250°F). 9. Reduce the engine speed to low idle, and shift the transmission lever to neutral. 10. Raise engine speed to about 1300 RPM and hold until the torque converter temperature cools to
210°F. 11. Reduce engine speed to low idle. 12. Repeat steps 4 through 10. 13. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at
least one minute to let the turbochargers slow down. Important data being electronically recorded by VIMS • Engine speed • Torque converter temperature • Turbo outlet pressure (Boost pressure) • Right and left exhaust temperatures Test 5: Double Stall Test The purposes of these tests are to record the engine performance and the steady state operating conditions against a torque converter stall and an implement hydraulic stall. When measuring the engine response, accelerating the engine speed should occur first. If the implements and transmission were stalled before increasing the engine speed, the engine would stall. Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines,
applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the serviceman from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Chock the wheels to prevent movement of the machine. 2. Position the lift arms at the top of their travel. 3. Turn on the data logger. 4. At low idle, apply the service brakes and shift the transmission to the highest forward gear
available. 5. Raise the engine speed to about 1200 RPM and hold until the torque converter oil temperature
reaches 210°F. 6. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
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7. Apply the service brake, and quickly accelerate engine speed from low idle to maximum speed. 8. Shift the transmission into the highest forward gear available and move the lift control lever to the
full RAISE position. 9. Hold for 5 -10 seconds at maximum stall speed or until the torque converter oil triggers a category
2 warning (250°F). 10. Move the lift control lever to HOLD, shift the transmission lever to neutral, and reduce the engine
speed to about 1300 RPM and hold until the torque converter temperature cools to 210°F. 11. Repeat steps 6 through 10. 12. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at
least one minute to let the turbochargers slow down. Important data being recorded electronically by VIMS • Engine speed • Torque converter temperature • Hydraulic oil temperature • Right and left exhaust temperatures. • Turbo outlet pressure (boost pressure). Test 6: Impeller Clutch Pressure Test The purpose of these tests is to record the steady state operating pressures of the impeller clutch versus the left pedal position at various engine speeds. For both of these tests, the reduced/max rimpull enable switch should be set to the MAX position. Test 6a: Impeller Clutch Pressure vs. Left Pedal Position
1. Lower the bucket to the ground, and increase engine speed to high idle. 2. Turn on the data logger. 3. Leave the transmission in neutral and gradually increase the left pedal from 0% to 100%. Hold at
100% for 5 seconds, and gradually decrease pedal back to 0%. 4. Repeat step 3. 5. Turn off data logger.
Test 6b: Impeller Clutch Pressure vs. Engine Speed
1. Turn on data logger. 2. With transmission in neutral and engine speed at low idle, gradually increase engine speed from
low to high idle in 15 seconds. Hold at high idle for 10 seconds. 3. Return engine speed to low idle for 10 seconds. 4. Repeat step 2. 5. Turn off data logger. 6. Download and clear the data logger.
Important data being recorded electronically by VIMS • Impeller clutch pressure and current • Engine speed • Left pedal position
Analysis of Signature Test Data The following information is the recommended action to analyze the results from the signature tests on the 994D. Note the specific examples cited in this analysis section are results obtained from one 994D and results will vary between different machines. Acceptable operating ranges for these tests can be located in the appropriate service manuals for the 994D and the 994AKIT. Stationary Tests Test 1: Brake System Testing and Operating Temperatures Operating Temperatures and Machine Information This test was performed to warm the machine to normal operating temperatures for later tests, and to determine if the brake system is functional. If the loader creeps forward during the brake tests, schedule necessary repairs to the brake system. The following machine information and operating temperatures can be recorded in the tables to record conditions for each signature test. This allows repeatability each time the signature test is run. Machine Information
Site: Model: Unit:
Serial #:
Operating Temperatures Test Date Ambient Air
Temp Engine Coolant Temp
T/C Out Temp
Implement Oil Temp
Atm Pressure
Operating Range
N/A 175-200°F 190-230°F 120-190°F N/A
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Test 2: Unloaded Engine Tests Engine Oil Pressure Engine oil pressure versus engine speed data can be derived from this test. The engine speed is set at various points to record the steady state engine oil pressure at each speed. The engine speed versus oil pressure relationship can be verified by slowly raising engine speed from low to high. Figure 1 shows a typical run. This data can be combined to provide a plot of engine oil pressure versus engine speed. Figure 2 was generated by extracting the data from Figure 1. The steady state oil pressure data is recorded in Table 1. The straight-line curve in Figure 2 represents the oil pressure versus engine speed warning level that is used by the Engine Control Module and VIMS to provide low oil pressure warning. Oil pressure is checked against these curves according to engine speed. A change in slope of the measured oil pressure occurs at an engine speed where the relief valve is beginning to open. The oil pressure increases slightly as engine speed increases until the relief valve is fully opened. On this machine, the relief valve is set to open at 83 psi, so the relief valve never opened in this test. If the oil temperature and viscosity grade are the same, and there are significant changes in oil pressure, determine the reason and make repairs as needed. Table 1: Oil Pressure vs. Engine Speed Engine Speed 750 RPM 1000 RPM 1200 RPM 1400 RPM 1600 RPM 1675 RPM
Oil Pressure
57 psi 393 Kpa
62 psi 427 Kpa
65 psi 448 Kpa
67 psi 462 Kpa
70 psi 483 Kpa
71 psi 490 Kpa
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Possible Reasons for Oil Pressure Changes: 1. Oil level very low. 2. Plugged oil filters. 3. Diesel fuel in lubrication oil. 4. Too much clearance between rocker arm shaft and rocker arms. 5. Oil pump suction pipe has a defect. 6. Oil pressure relief sticks open. 7. Oil pump or scavenge oil pump is worn. 8. Too much clearance between crankshaft and crankshaft bearings. 9. Too much clearance between camshaft and camshaft bearings. 10. Failed oil pressure sensor.
Engine Performance The 2nd portion of the unloaded engine test measures the engine response under no-load conditions. The engine speed is quickly accelerated from low to high idle. The engine response is shown in Figure 3 and the results are recorded in Table 2. The engine response time is measured from the initial throttle input to the time the engine reaches high idle. It is difficult to measure the exact response time because the data is only collected at a one Hertz (once per second) sample rate. The low and high idle engine speeds are recorded on this graph for reference. The engine response time and steady state idle speeds should not significantly change over the engine life. If these parameters do significantly change, further investigation and testing of the engine is warranted. Table 2: Typical Steady State Values for Engine Speed Low Idle High Idle 750 RPM + 25 RPM 1700 RPM + 25RPM
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Test 3: Hydraulic Tests Cycle Times The lift cylinder cycle times are recorded in this test to give an indication of pump health. Figures 4 and 5 respectively show the cycle time test results at low and high idle engine speeds. The implement oil should be above 100°F (38°C) for accurate and repeatable tests. The average cycle times for low and high idle engine speeds are shown in Table 3. If these times significantly change further investigation and testing of the hydraulic system is warranted. Table 3: Typical Cycles Times @ Low and High Idle Engine Speeds Lift Cylinder Position
Average Cycle Time
Engine Speed
2 – 70 deg 26-27 sec 750 RPM
2 – 70 deg 12 –13 sec
1656 RPM
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Possible Reasons for Slower Cycle Times
1. Worn pump. 2. Leakage in the hydraulic system.
Relief Valve Settings The main relief pressures for the lift and tilt head end cylinders are determined by moving the cylinders up against their stops and are recorded in Table 4. These results can be compared to previous tests to determine if there is a problem with the relief valve pressure settings.
Table 4: Main Relief Pressures for the lift and tilt head end cylinders Lift Cylinder Pressure Tilt Cylinder Pressure
Test 4 & 5: Converter Stall Test & Double Stall Test Engine Response The engine response is measured during both stall tests. In the converter stall test, the service brake is applied followed by shifting the transmission into the highest gear available. Next, the engine speed is quickly accelerated from low to maximum speed. In the double stall test, the engine speed is accelerated before loading with the transmission and implements. If the load from the implements and transmission occur before increasing the engine speed, the engine would stall. The engine response is respectively shown in Figures 6 and 7 for the converter and double stall tests and recorded in Table 5. The engine response time is measured from the initial throttle input to the time the engine reaches stall speed. The response time accuracy is to the nearest second since the data is collected at a one Hertz (once per second) sample rate. The engine response time for the double stall cannot be obtained because the engine speed input occurred before the transmission and implements were stalled. The converter and double stall speeds for this machine are also shown in Figures 6 and 7 and recorded in Table 5.
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The turbo outlet absolute pressure and torque converter temperatures are shown for each test in Figures 8 and 9. Atmospheric pressure is plotted with the turbo pressure to calculate boost pressure. Boost pressure equals turbo outlet – atmospheric pressure. The boost pressure is also recorded in Table 5. The engine response time, stall speeds and boost pressure should not significantly change over the engine life. If these parameters do significantly change, further investigation and testing of the engine, transmission, torque converter, and hydraulic systems are warranted. Table 5: Typical Steady State Values During Converter Stall and Double Stall Tests Engine Speed Boost Pressure Response Time (min-
Possible Causes for changes in engine response, stall speeds and boost pressure
1. Leak in exhaust system. 2. Leak in air inlet system. 3. Failed fuel injector(s). 4. Failed valve(s). 5. Restriction in air inlet and exhaust system. 6. Failed turbo pressure sensor.
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Exhaust Temperature Split Exhaust temperature split is the difference between the right and left exhaust temperature taken at the same time. The exhaust temperature split data is only meaningful during full load conditions. The engine is under a full load for the converter and double stall tests. Figures 10 and 11 respectively show the exhaust temperature split during the converter and double stall tests. There is normally some difference between the left and right exhaust temperatures. If the exhaust temperature split is greater than 50°C (90°F) or a step change in the exhaust temperature split occurs, this may indicate a problem. Possible Causes for a High Exhaust Temperature Split
1. Failed fuel injector(s). 2. Leak or break in fuel line
between fuel manifold and cylinder head.
3. Wrong valve clearance. 4. Leak in air inlet system. 5. Leak in exhaust system. 6. Restriction in air inlet or
timing calibration. 9. Bent or broken push rod. 10. Failed exhaust
temperature sensor(s).
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Test 6: Impeller Clutch Pressure Test Impeller Clutch Pressure vs. Left Pedal The left pedal controls the impeller clutch pressure. Based on the left pedal position, the transmission electronic control module activates the impeller clutch solenoid valve. The impeller clutch solenoid valve controls the oil flow to the impeller clutch. The left pedal acts as an on/off switch at approximately 40% pedal travel. When the pedal crosses this threshold, the impeller clutch pressure is reduced which limits the torque being transmitted by the torque converter. In the last 60% of pedal travel, the service brakes are engaged. This relationship can be verified by gradually depressing the torque converter pedal through its entire travel. A typical run at high idle is shown in Figure 12, and the results are recorded in Table 6. The table shows the relationship between left pedal position and impeller clutch pressure at an engine speed of 1675 RPM. The initial impeller clutch pressure could have several varying values depending on the Reduced Rimpull Setting. Therefore, it is important to set the reduced/max rimpull enable switch to the MAX position. If the pressure levels significantly change, further investigation and testing of the system is warranted. Table 6: Typical Steady State Impeller Clutch Pressures versus Pedal Position @ 1675 RPMLeft Pedal 0 % 41% 42% 85% Impeller Clutch Pressure 259 psi
1786 Kpa 259 psi 1786 Kpa
72 psi 496 Kpa
72 psi 496 Kpa
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Impeller Clutch Pressure vs. Engine Speed To improve engine and machine response during engine acceleration, the impeller clutch pressure at low engine speeds is reduced. Figure 13 shows a typical run for impeller clutch pressure when engine speed increases from low to high idle. Table 7 shows the steady state relationship between engine speed and impeller clutch pressure. The impeller clutch pressure ramps from minimum to maximum between engine speeds of 950 – 1100 RPM. Since VIMS records data at a one Hertz sample (once per second) rate, the steady state relationship between 950 – 1100 RPM is difficult to capture. Therefore, it is critical to slowly ramp the engine speed to accurately record pressures during the 950 – 1100 RPM range. If this relationship significantly changes, further investigation and testing of the system is warranted. Table 7: Typical Steady State Impeller Clutch Pressures versus Engine Speed Engine Speed 750 RPM 950 RPM 1050 RPM 1080 RPM 1673 RPM Impeller Clutch Pressure 110 psi
758 Kpa 110 psi 758 Kpa
215 psi 1482 Kpa
251 psi 1730 Kpa
251 psi 1730 Kpa
Possible Reasons for Impeller Clutch Pressure Changes:
1. Damage to internal torque converter seal rings 2. Damage to impeller clutch piston seals. 3. Worn pump. 4. Failed impeller clutch solenoid or impeller solenoid valve. 5. Calibration is needed.
Wheel Loader Signature Test - 992G Intended audience: • Dealer Product Support personnel • Dealer Field Service personnel • Dealer Training personnel • Dealer Mining Machines personnel
Introduction
This Bulletin enables dealers and their customers to benefit from use of the VIMS to measure and record machine data while the wheel loader is operated under specific sets of conditions. Every effort has been made to provide the most current and relevant information known to Caterpillar Inc. Since Caterpillar makes ongoing changes and improvements to its products, this Bulletin must be used with the latest technical information available from Caterpillar to ensure such changes and improvements are incorporated where applicable.
Summary
This Bulletin describes a signature test that can be run on an operational 992G Wheel Loader equipped with VIMS to record and analyze vital machine information data. The data can then be compared to earlier data from the same machine or to other similar machines in the fleet to assist in identifying major component degradation or problems that have gone undetected by more conventional inspections. Signature tests include:
1. Brake System Testing and Operation Temperature 2. Unloaded Engine Test 3. Hydraulic Tests 4. Converter Stall Test 5. Double Converter Stall Test 6. Impeller Clutch Tests
Data is analyzed using VIMSpc and in some cases a data analysis program. Data from signature tests is primarily used as a trending indicator. If tests are run when the loader is new and repeated at 2,000 or 4,000 service hours, the rate of degradation for various machine systems can be monitored and repair scheduled in a cost-effective manner. Data from these tests can also be used for evaluation of loader performance. Some system specific data analysis techniques are described that can be used to identify potential problems with the loader. These problems are such that it is unlikely that they are severe enough to cause a fault to be displayed on the monitor, logged on the event recorder, or to be noticed by the operator. However, early identification of
SELD7027
these problems will allow timely troubleshooting and repair scheduling, if needed. As a result, unscheduled repairs can be reduced. If the loader meets the requirements for these tests it can be expected to give normal performance during a loading cycle.
Recording Test Conditions
Many of the tests described in this bulletin will require keeping a record of the conditions (grade of road and surface condition) under which the tests were run. A paper or electronic file that describes the test conditions should be maintained.
Important Safety Information
Most accidents involving product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools to perform these functions correctly. Note: Read and understand all safety precautions and warnings before operating or performing lubrication, maintenance, and repair on this product.
Basic safety precautions are listed in the "Safety" section of the Service or Technical Manual. Additional safety precautions are listed in the "Safety" section of the owner/operation/ maintenance publication. Specific safety warnings for all these publications are provided in the description or operations where hazards exist. WARNING labels have also been put on specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol.
Incorrect operation, lubrication, or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product until you have read and understood the operation, lubrication, maintenance, and repair information.
WARNING
Caterpillar Inc. cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method, or operating technique not specifically recommended by Caterpillar is used; you must satisfy yourself that it is safe for you and others. You should also ensure that the product would not be damaged or made unsafe by the operation, lubrication, maintenance, or repair procedures you choose.
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Stationary Tests The purpose of the stationary tests is to record key information on the engine, powertrain, hydraulic, and electrical systems that is monitored by the VIMS sensors. Information from the stationary tests can be compared to:
1. Expected normal values, 2. Earlier tests run on the same machine, 3. Tests run on similar machines.
When the information is analyzed and compared, the overall condition of the machine systems can be determined without the need for more time consuming installation of service tools. The data logger and event recorder should be downloaded and reset before beginning these tests. All the tests should be completed sequentially with the data logger turned on. Estimated time to run all 6 tests is 0.5 hours if the machine is at operating temperature. If systems are not already warm, additional time will be required. The machine should be positioned on a dry, hard level surface at least 50 meters from other machines, structures or people. Test 1: Brake System Testing and Operating Temperatures The purpose of this test is to warm the machine to normal operating temperatures for later tests, and to determine if the brake system is functional. The test is not intended to measure maximum brake holding effort. Brake holding effort required to hold a machine at a specific engine RPM will vary from machine to machine due to differences in engine setting, power train efficiency, and in brake holding capability.
1. Warm the engine, powertrain, and hydraulics such that a. Coolant temperature is 175 – 200°F. b. Torque converter outlet oil temperature is 190 – 230°F. c. Implement oil is 120 – 190°F.
2. Return the engine speed to low idle. 3. Turn on the data logger by typing DLOG on the VIMS keypad. 4. Apply the service brakes, move the bucket off the ground, and disengage the parking brake 5. Move the transmission to 2nd speed forward. 6. Gradually increase the engine speed to maximum engine speed. Hold at maximum engine speed
for 5 – 10 seconds. The machine should not move forward. 7. Turn off the data logger by typing DLOG on the VIMS keypad. 8. If the loader creeps forward, schedule necessary repairs to the brake system. 9. Place the bucket on the ground, move the hydraulic control levers to the HOLD position, and shut
down the engine. Test 2: Unloaded Engine Tests The purposes of these tests are to record the engine performance during transient and steady state operating conditions.
1. Turn the key switch to the ‘ON’ position, allow VIMS to go through self-diagnostic test. 2. Turn on the data logger. 3. Wait 10 seconds. 4. Start the engine. 5. Run engine at low idle for 10 seconds. 6. Leave the transmission in neutral and gradually increase engine speed to 900, 1000, 1200, 1400,
1600RPM, and high idle. At each engine speed, engage the throttle lock and hold for 10 seconds. Engine RPM should be within +25 RPM of the desired engine speed.
7. Return engine speed to low idle for 10 seconds.
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8. Leave transmission in neutral and gradually increase engine speed from low idle to high idle in 15 seconds. Hold at high idle for 10 seconds.
9. Return engine speed to low idle for 10 seconds. 10. With the transmission in neutral, quickly accelerate engine speed from low idle to high idle. Hold
at high idle for 10 seconds. 11. Repeat step 9 - 10. 12. Return engine speed to low idle. 13. Turn off data logger.
Important data being recorded electronically by VIMS • Engine speed • Engine oil pressure • Engine coolant temperature Test 3: Hydraulic Tests The purposes of these tests are to record the cylinder cycle times and the main relief pressures in the implement circuits. This determines if the hydraulic pumps are operating efficiently. The implement oil should be at operating temperature for meaningful test results. Note: Before raising the bucket, make sure overhead clearance is adequate. Hitting wires or structures
can cause machine damage and/or personal injury. Tilt cylinder cycle times are not measured because position data for this cylinder is not recorded on this model.
3a: Cycle Times Lift Cylinder - Raise
1. Engage the parking brake at low idle. 2. Turn on the data logger. 3. With the bucket empty and resting flat on the ground, quickly move the lift control lever to the full
RAISE position until the bucket is fully raised. 4. Lower the bucket to the ground. 5. Repeat steps 3 - 4 two times. 6. Increase engine speed to high idle. 7. Repeat steps 3 – 4 three times.
3b: Relief Pressure Settings – Engine Speed at High idle
1. Raise the bucket to the maximum height. 2. Move the lift control lever to the full RAISE position. 3. Hold for three seconds. 4. Return lift control lever to the HOLD position. 5. Repeat steps 2 - 4. 6. Move the bucket to the full rack back position. 7. Move the bucket control lever to the full RACK BACK position. 8. Hold for three seconds. 9. Return the lever to the HOLD position. 10. Repeat step 7 - 9. 11. Turn off the data logger.
Important data being electronically recorded by VIMS • Lift cylinder position • Lift cylinder head pressures • Hydraulic oil temperature • Engine Speed
Test 4: Converter Stall Test The purposes of these tests are to record the engine performance and the steady state operating conditions against a torque converter stall. Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines, applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the serviceman from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Chock the wheels to prevent movement of the machine, and lower the bucket to the ground. 2. Turn on the data logger. 3. At low idle, apply the service brakes and shift the transmission to 3rd speed forward. 4. Raise the engine speed to about 1200 RPM and hold until torque converter oil temperature
reaches 210°F. 5. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds. 6. Apply the service brake and shift the transmission to the highest forward gear available. 7. Quickly accelerate engine speed from low idle to maximum speed. 8. Hold for 5 -10 seconds at maximum engine speed or until the torque converter oil temperature
triggers a category 2 warning (250°F approx). 9. Reduce the engine speed to low idle, and shift the transmission lever to neutral. 10. Raise engine speed to about 1300 RPM and hold until the torque converter temperature cools to
210°F. 11. Reduce engine speed to low idle. 12. Repeat steps 4 through 10. 13. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at
least one minute to let the turbochargers slow down. Important data being electronically recorded by VIMS • Engine speed • Torque converter temperature • Turbo outlet pressure (Boost pressure) • Right and left exhaust temperatures Test 5: Double Stall Test The purposes of these tests are to record the engine performance and the steady state operating conditions against a torque converter stall and an implement hydraulic stall. When measuring the engine response, accelerating the engine speed should occur first. If the implements and transmission were stalled before increasing the engine speed, the engine would stall. Note: Do not apply the parking brake during the converter stall test. On VIMS equipped machines,
applying the parking brake with the transmission in gear will cause a category 3 parking brake-warning message to lock on the message center. This condition will prevent the serviceman from observing when the category 2 warning occurs from hot converter oil temperature during the stall test.
1. Chock the wheels to prevent movement of the machine. 2. Position the lift arms at the top of their travel. 3. Turn on the data logger. 4. At low idle, apply the service brakes and shift the transmission to the highest forward gear
available. 5. Raise the engine speed to about 1200 RPM and hold until the torque converter oil temperature
reaches 210°F. 6. Reduce the engine speed to low idle and shift the transmission to neutral for 3 to 5 seconds.
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7. Apply the service brake, and quickly accelerate engine speed from low idle to maximum speed. 8. Shift the transmission into the highest forward gear available and move the lift control lever to the
full RAISE position. 9. Hold for 5 -10 seconds at maximum stall speed or until the torque converter oil triggers a category
2 warning (250°F approx). 10. Move the lift control lever to HOLD, shift the transmission lever to neutral, and reduce the engine
speed to about 1300 RPM and hold until the torque converter temperature cools to 210°F. 11. Repeat steps 6 through 10. 12. Turn off data logger and allow the system to cool to normal ranges. The engine should idle for at
least one minute to let the turbochargers slow down. Important data being recorded electronically by VIMS • Engine speed • Torque converter temperature • Hydraulic oil temperature • Right and left exhaust temperatures. • Turbo outlet pressure (boost pressure). Test 6: Impeller Clutch Pressure Test The purpose of these tests is to record the steady state operating pressures of the impeller clutch versus the left pedal position at various engine speeds. For both of these tests, the reduced/max rimpull enable switch should be set to the MAX position. Test 6a: Impeller Clutch Pressure vs. Left Pedal Position
1. Lower the bucket to the ground, and increase engine speed to high idle. 2. Turn on the data logger. 3. Leave the transmission in neutral and gradually increase the left pedal from 0% to 100%. Hold at
100% for 5 seconds, and gradually decrease pedal back to 0%. 4. Repeat step 3. 5. Turn off data logger.
Test 6b: Impeller Clutch Pressure vs. Engine Speed
1. Turn on data logger. 2. With transmission in neutral and engine speed at low idle, gradually increase engine speed from
low to high idle in 15 seconds. Hold at high idle for 10 seconds. 3. Return engine speed to low idle for 10 seconds. 4. Repeat step 2. 5. Turn off data logger. 6. Download and clear the data logger.
Important data being recorded electronically by VIMS • Impeller clutch pressure and current • Engine speed • Left pedal position
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Analysis of Signature Test Data The following information is the recommended action to analyze the results from the signature tests on the 992G. Note the specific examples cited in this analysis section are results obtained from one 992G and results will vary between different machines. Acceptable operating ranges for these tests can be located in the appropriate service manuals for the 992G. Stationary Tests Test 1: Brake System Testing and Operating Temperatures Operating Temperatures and Machine Information This test was performed to warm the machine to normal operating temperatures for later tests, and to determine if the brake system is functional. If the loader creeps forward during the brake tests, schedule necessary repairs to the brake system. The following machine information and operating temperatures can be recorded in the tables to record conditions for each signature test. This allows repeatability each time the signature test is run. Machine Information
Site: Model: Unit:
Serial #:
Operating Temperatures Test Date Ambient Air
Temp Engine Coolant Temp
T/C Out Temp
Implement Oil Temp
Atm Pressure
Operating Range
N/A 175-200°F 190-230°F 120-190°F N/A
Test 2: Unloaded Engine Tests Engine Oil Pressure Engine oil pressure versus engine speed data can be derived from this test. The engine speed is set at various points to record the steady state engine oil pressure at each speed. The engine speed versus oil pressure relationship can be verified by slowly raising engine speed from low to high. Figure 1 shows a typical run. This data can be combined to provide a plot of engine oil pressure versus engine speed. Figure 2 was generated by extracting the data from Figure 1. The steady state oil pressure data is recorded in Table 1. The straight-line curve in Figure 2 represents the oil pressure versus engine speed warning level that is used by the Engine Control Module and VIMS to provide low oil pressure warning. Oil pressure is checked against these curves according to engine speed. A change in slope of the measured oil pressure occurs at an engine speed where the relief valve is beginning to open. The oil pressure increases slightly as engine speed increases until the relief valve is fully opened. On this machine, the relief valve is set to open at 83 psi, so the relief valve never opened in this test. If the oil temperature and viscosity grade is the same, and there are significant changes in oil pressure, determine the reason and make repairs as needed. Table 1: Oil Pressure vs. Engine Speed Engine Speed 750 RPM 1000 RPM 1200 RPM 1400 RPM 1600 RPM 1675 RPM Oil Pressure 57 psi
393 Kpa 62 psi 427 Kpa
65 psi 448 Kpa
67 psi 462 Kpa
70 psi 483 Kpa
71 psi 490 Kpa
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Possible Reasons for Oil Pressure Changes:
1. Oil level very low. 2. Plugged oil filters. 3. Diesel fuel in lubrication oil. 4. Too much clearance between rocker arm shaft and rocker arms. 5. Oil pump suction pipe has a defect. 6. Oil pressure relief sticks open. 7. Oil pump or scavenge oil pump is worn. 8. Too much clearance between crankshaft and crankshaft bearings. 9. Too much clearance between camshaft and camshaft bearings. 10. Failed oil pressure sensor.
Engine Performance The 2nd portion of the unloaded engine test measures the engine response under no-load conditions. The engine speed is quickly accelerated from low to high idle. The engine response is shown in Figure 3 and the results are recorded in Table 2. The engine response time is measured from the initial throttle input to the time the engine reaches high idle. It is difficult to measure the exact response time because the data is only collected at a one Hertz (once per second) sample rate. The low and high idle engine speeds are recorded on this graph for reference. The engine response time and steady state idle speeds should not significantly change over the engine life. If these parameters do significantly change, further investigation and testing of the engine is warranted. Table 2: Typical Steady State Values for Engine SpeedLow Idle High Idle 750 RPM + 25 RPM 1675 RPM + 25RPM
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Test 3: Hydraulic Tests Cycle Times The lift cylinder cycle times are recorded in this test to give an indication of pump health. Figures 4 and 5 respectively show the cycle time test results at low and high idle engine speeds. The implement oil should be above 100F (38C) for accurate and repeatable tests. The average cycle times for low and high idle engine speeds are shown in Table 3. If these times significantly change further investigation and testing of the hydraulic system is warranted. Table 3: Typical Cycles Times @ Low and High Idle Engine Speeds Lift Cylinder Position
Average Cycle Time
Engine Speed
2 – 70 deg
26-27 sec 750 RPM
2 – 70 deg
12 –13 sec
1656 RPM
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Possible Reasons for Slower Cycle Times
1. Worn pump. 2. Leakage in the hydraulic system.
Relief Valve Settings The main relief pressures for the lift and tilt head end cylinders are determined by moving the cylinders up against their stops and are recorded in Table 4. These results can be compared to previous tests to determine if there is a problem with the relief valve pressure settings.
Table 4: Main Relief Pressures for the lift and tilt head end cylinders Lift Cylinder Pressure
Tilt Cylinder Pressure
4425 psi 30510 Kpa
4030 psi 27786 Kpa
Possible Reasons for Changes in Relief Pressures:
1. Incorrect adjustment. 2. Failed relief valve.
3. Worn pump. Test 4 & 5: Converter Stall Test & Double Stall Test Engine Response The engine response is measured during both stall tests. In the converter stall test, the service brake is applied followed by shifting the transmission into the highest gear available. Next, the engine speed is quickly accelerated from low to maximum speed. In the double stall test, the engine speed is accelerated before loading with the transmission and implements. If the load from the implements and transmission occur before increasing the engine speed, the engine would stall. The engine response is respectively shown in Figures 6 and 7 for the converter and double stall tests and recorded in Table 5. The engine response time is measured from the initial throttle input to the time the engine reaches stall speed. The response time accuracy is to the nearest second since the data is collected at a one Hertz (once per second) sample rate. The engine response time for the double stall cannot be obtained because the engine speed input occurred before the transmission and implements were stalled. The converter and double stall speeds for this machine are also shown in Figures 6 and 7 and recorded in Table 5.
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The turbo outlet absolute pressure and torque converter temperatures are shown for each test in Figures 8 and 9. Atmospheric pressure is plotted with the turbo pressure to calculate boost pressure. Boost pressure equals turbo outlet – atmospheric pressure. The boost pressure is also recorded in Table 5. The engine response time, stall speeds and boost pressure should not significantly change over the engine life. If these parameters do significantly change, further investigation and testing of the engine, transmission, torque converter, and hydraulic systems are warranted. Table 5: Typical Steady State Values During Converter Stall and Double Stall Tests Engine Speed Boost Pressure Response Time (min-
Possible Causes for changes in engine response, stall speeds and boost pressure
1. Leak in exhaust system. 2. Leak in air inlet system. 3. Failed fuel injector(s). 4. Failed valve(s). 5. Restriction in air inlet and exhaust system. 6. Failed turbo pressure sensor.
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Exhaust Temperature Split Exhaust temperature split is the difference between the right and left exhaust temperature taken at the same time. The exhaust temperature split data is only meaningful during full load conditions. The engine is under a full load for the converter and double stall tests. Figures 10 and 11 respectively show the exhaust temperature split during the converter and double stall tests. There is normally some difference between the left and right exhaust temperatures. If the exhaust temperature split is greater than 50°C (90°F) or a step change in the exhaust temperature split occurs, this may indicate a problem. Possible Causes for a High Exhaust Temperature Split
1. Failed fuel injector(s). 2. Leak or break in fuel line
between fuel manifold and cylinder head.
3. Wrong valve clearance. 4. Leak in air inlet system. 5. Leak in exhaust system. 6. Restriction in air inlet or
timing calibration. 9. Bent or broken push rod. 10. Failed exhaust temperature
sensor(s).
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Test 6: Impeller Clutch Pressure Test Impeller Clutch Pressure vs. Left Pedal The left pedal controls the impeller clutch pressure. Based on the left pedal position, the transmission electronic control module activates the impeller clutch solenoid valve. The impeller clutch solenoid valve controls the oil flow to the impeller clutch. The left pedal acts as an on/off switch at approximately 40% pedal travel. When the pedal crosses this threshold, the impeller clutch pressure is reduced which limits the torque being transmitted by the torque converter. In the last 60% of pedal travel, the service brakes are engaged. This relationship can be verified by gradually depressing the torque converter pedal through its entire travel. A typical run at high idle is shown in Figure 12, and the results are recorded in Table 6. The table shows the relationship between left pedal position and impeller clutch pressure at an engine speed of 1675 RPM. The initial impeller clutch pressure could have several varying values depending on the Reduced Rimpull Setting. Therefore, it is important to set the reduced/max rimpull enable switch to the MAX position. If the pressure levels significantly change, further investigation and testing of the system is warranted. Table 6: Typical Steady State Impeller Clutch Pressures versus Pedal Position @ 1675 RPM Left Pedal 0 % 41% 42% 85%
Impeller Clutch Pressure
259 psi 1786 Kpa
259 psi 1786 Kpa
72 psi 496 Kpa
72 psi 496 Kpa
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Impeller Clutch Pressure vs. Engine Speed To improve engine and machine response during engine acceleration, the impeller clutch pressure at low engine speeds is reduced. Figure 13 shows a typical run for impeller clutch pressure when engine speed increases from low to high idle. Table 7 shows the steady state relationship between engine speed and impeller clutch pressure. The impeller clutch pressure ramps from minimum to maximum between engine speeds of 950 – 1100 RPM. Since VIMS records data at a one Hertz sample (once per second) rate, the steady state relationship between 950 – 1100 RPM is difficult to capture. Therefore, it is critical to slowly ramp the engine speed to accurately record pressures during the 950 – 1100 RPM range. If this relationship significantly changes, further investigation and testing of the system is warranted. Table 7: Typical Steady State Impeller Clutch Pressures versus Engine Speed Engine Speed 750 RPM 950 RPM 1050 RPM 1080 RPM 1673 RPM Impeller Clutch Pressure 110 psi
758 Kpa 110 psi 758 Kpa
215 psi 1482 Kpa
251 psi 1730 Kpa
251 psi 1730 Kpa
Possible Reasons for Impeller Clutch Pressure Changes:
1. Damage to internal torque converter seal rings 2. Damage to impeller clutch piston seals. 3. Worn pump. 4. Failed impeller clutch solenoid or impeller solenoid valve. 5. Calibration is needed.
Bulletin No. 6-1 (5/06) File Under Appendix VIMS™ APPLICATION GUIDE
VIMS BULLETIN
Getting Help and Reference Material Intended Audience: • Dealer Sales personnel • Dealer Product Support personnel • Dealer Project Manager located at
the customer job site • Dealer Shop and Field Service
personnel Note: Caterpillar Inc. provides a well-
trained technical staff to assist you, if needed. Technical assistance is available based on the type of problem you may experience. If you still need help after reviewing the VIMS documentation, you should contact the appropriate help source based on the instructions given in this bulletin.
VIMSpc VIMSpc consists of equipment that is not on the machine such as a laptop computer or desktop computer. For assistance in solving problems with VIMSpc hardware or software contact your local Dealer Solution Network (DSN) or the VIMS Product Support Hotline at 1-800-290-1808 for U.S.A. and Canada or 1-309-675-6229 for outside North America during the hours of 8 AM to 5 PM Central time. Onboard VIMS If help is needed in resolving product problems such as machine events
(machine operating outside normal limits), or system events (machine has an job site electrical fault), contact the designated technical support Product Analyst for assistance.
Data Analysis Downloaded data can be utilized to determine machine condition and need for repairs, monitor trend information to predict future problems, compare productivity and performance, and create meaningful output reports for management evaluation. As effective methods are identified to aid in analysis of VIMS information, recommended practices and techniques will be communicated through updates and additions to VIMS Bulletins as well as other technical documentation. If help is required in analysis or interpretation of VIMS data, dealers should contact the designated technical support Product Analyst for assistance. VIMS Reference Material Reference material is listed below. The Cat Miner (VIMS) website also offers additional information and the URL is https://catminer.cat.com/cda/layout?m=327&x=7.
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