SERV1852-02

October 2008

GLOBAL SERVICE LEARNING

TECHNICAL PRESENTATION

320D-336D HYDRAULIC EXCAVATORS TIER III ENGINES

DEMAND FAN SYSTEMS

Service Training Meeting Guide

(STMG)

320D-336D HYDRAULIC EXCAVATORS TIER III ENGINES

DEMAND FAN SYSTEMS
AUDIENCE
Level II - Service personnel who understand the principles of machine systems operation,
diagnostic equipment, and procedures for testing and adjusting.

CONTENT
This presentation provides an introduction and describes the components and systems operation
of the 320D-336D hydraulic excavator demand fan systems. Additional presentations will
cover the machine walkaround, engines, pilot system, main control valve group, implements,
swing system, travel system, and tool control systems in more detail. This presentation may be
used for self-paced and self-directed training.

OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. identify the correct operation of the demand fan systems used on the 300D Series
hydraulic excavators for engine cooling, and
2. diagnose problems in the fan systems.

REFERENCES
320D Hydraulic Excavator Specalog
323D L and 323D LN Hydraulic Excavators
324D Hydraulic Excavator Specalog
325D Hydraulic Excavator Specalog
328D Hydraulic Excavator Specalog
330D Hydraulic Excavator Specalog
Machine Monitoring System - Systems Operation
Self-study "300D Series Hydraulic Excavators, 345C Hydraulic Excavator,
and 365C & 385C Large Hydraulic Excavators
iTIM " '300C' Series Hydraulic Excavators-Electronic Control Systems"
iTIM "325C Hydraulic Excavators-Hydraulic Systems"
325D Hydraulic Schematic

Estimated Time: 1 Hour

Illustrations: 41
Form: SERV1852-02
Date: September 2008
2008 Caterpillar

AEHQ5856
HEHH3327
AEHQ5663
AEHQ5665
AEHQ5706
AEHQ5667
RENR8068
SERV7032
SERV2693
SERV2701
KENR6157

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TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
HYDRAULIC DEMAND FAN SYSTEM...................................................................................6
Cat ET Screens for the Hydraulic Cooling Demand Fan .....................................................19
Monitor Screens for the Hydraulic Cooling Demand Fan ...................................................20
VISCONIC DEMAND FAN SYSTEM (ATTACHMENT).......................................................33
Cat ET Screens for the Visconic Cooling Demand Fan .......................................................46
Monitor Screens for the Visconic Cooling Demand Fan .....................................................51
CONCLUSION...........................................................................................................................52

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PREREQUISITES
"Fundamentals of Mobile Hydraulics Self Study Course"
"Fundamentals of Power Train Self Study Course"
"Fundamentals of Electrical Systems Self Study Course"
"Fundamentals of Engines Self Study Course"

TEMV3002
TEMV3003
TEMV3004
TEMV3001

NOTES
Nomenclature Change: During the fourth quarter of 2008, the 325D and 330D
nomenclature changed. The 325D became the 329D and the 330D became the 336D for
most arrangements.
The exceptions are as follows:
- The nomenclature for the 325D MH and 330D MH did not change.
- The nomenclature for the 325D FM and 330D FM did not change.
- The 325D HD HW did not change into 329D HD HW. This model is being discontinued.
However, the 330D HD HW changed to the 336D HD HW.

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Demand Fan Systems

320D - 336D EXCAVATORS - TIER III ENGINES

DEMAND FAN SYSTEMS

2008 Caterpillar

INTRODUCTION
There are two types of demand systems used on the 320D-336D Hydraulic Excavator to control
the cooling fan for the engine:
- Hydraulic demand fan system (330D/336D Only): The hydraulic demand fan system is
made up of a fan motor and fan pump to cool the hydraulic oil, engine radiator, fuel
cooler, and the ATAAC. A reversing fan attachment is available for the hydraulic demand
fan system.
- Visconic demand fan system (320D, 321D, 323D, 324D, 325D, 328D and 329D): The
visconic demand fan system uses a viscous coupling between the engine mounted, belt
driven fan drive hub and the fan assembly.
NOTE: The cooling fan viscous coupling is sometimes called the fan clutch. A fan
clutch is a thermostatically-controlled device. When the engine is cool or even at
normal operating temperature, the fan clutch partially disengages the engine's
mechanically-driven cooling fan. This decoupling saves power since the engine does
not have to fully drive the fan.
If engine temperature rises above the fan clutch's engagement temperature setting, the
fan becomes fully engaged, When the fan clutch is fully engaged, the fan draws a
higher volume of ambient air through the radiator, which in turn serves to maintain or
lower the engine coolant temperature to an acceptable level.

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Coolant Temp
Sensor

Fill Cap
Coolant
Expansion
Tank
Radiator

Intake Manifold
Air Temperature Sensor

Thermostat
Housing
To Cylinder
Block

Coolant
Bypass Tube
Water
Pump

ATAAC

Top
Tank

Cab
Heater

Fan
Motor

Hottest

> 92 C

Increasing
Coolant
Temperature

87 C

Coldest

< 81 C

Engine
Oil Cooler
Engine ECM

Monitor

Machine ECM
CAN Data Link

Hydraulic Oil
Cooler
Slow Return
Check Valve

CDL
Case Drain
Filter

Fan Drive
Pump

OK

Main
Return
Filter

Hydraulic Oil
Temp Sender

Hydraulic
Circuits

330D/336D HYDRAULIC DEMAND FAN

COOLING SYSTEM
ENGINE AT OPERATING TEMPERATURE

HYDRAULIC DEMAND FAN SYSTEM

The hydraulic demand fan system is made up of a fan motor and fan pump to cool the hydraulic
oil, engine radiator, fuel cooler, and the ATAAC.
The electronically controlled, variable displacement, piston fan pump is driven off of the main
hydraulic system drive pump. The fan pump flow output is controlled by the angle of the
swashplate.
A solenoid on the fan pump receives a PWM signal from the Machine ECM to control the
pump swashplate.
When the machine is running, the hydraulic oil temperature sender and the engine coolant
temperature sensor sends signals to the Engine ECM. The Engine ECM then sends this
information to the Machine ECM. The Machine ECM picks up the hydraulic temperature
through the monitor.

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The Machine ECMs interpret the information from these inputs to send a PWM signal to the
fan pump solenoid to control the angle of the pump swashplate to control the pump flow.
A higher temperature input will cause the Machine ECM to send a reduced PWM signal to the
fan pump solenoid. The reduced signal causes the pump to upstroke to increase pump flow,
which increases the speed of the fan for more cooling capacity.

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3
6

The variable displacement fan pump is driven off of the drive pump, which is part of the main
pump group (2).
The pump control valve group (3) features a pressure control solenoid (4), which is controlled
by the Engine ECM.
The pump control valve group has two adjustment screws:
- The upper screw, next to the pump control solenoid, is below the cap (5). This screw is
used to adjust the pump control spool.
- The lower screw (6), below the pump control valve group, is used to adjust the pressure
control spool.
The reservoir supply line (7) is below the fan pump housing, while the pump supply line (8) to
the motor is above the housing.
NOTE: In most cases, the two adjustment screws should not be used. The solenoid can
be calibrated through Cat ET or the monitor to correctly set the fan pump control.

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The 330D/336D engine fan (1) is hydraulically driven by a fixed displacement motor (2).
The variable displacement fan pump supplies oil to rotate the fan motor. Fan speed is varied to
provide optimized cooling. The optimum fan speed is calculated using engine coolant
temperature and hydraulic oil temperature.
Case drain oil from the fan motor is combined with the case drain oil from the swing and travel
motors. Return oil from the fan motor is sent to the return filters and into the hydraulic tank.
An internal makeup valve in the fan motor is used to prevent cavitation when flow from the fan
pump stops.
The direction of the engine fan can be reversed on machines equipped with the reversible fan
option. The fan motor rotation can be changed with the monitor. The reversal of the fan motor
is used to clear debris and dust from the radiator and hydraulic oil cooler.

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3
4

The radiator access compartment is located in front of the counterweight. The door is hinged
on the right and has a locking latch on the left side to keep it closed. This door provides access
for cleaning some of the cooling system components as servicing some of the fuel system and
cooling system components.
- hydraulic oil cooler (1)
- Air to Air After Cooler (ATAAC) (2)
- radiator (3)
- engine coolant overflow bottle (4)

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330D / 336D STANDARD HYDRAULIC FAN DRIVE SYSTEM

MAXIMUM CONTROLLED FAN SPEED

Monitor
CAN Data Link

Fan Pump Group

Minimum
PWM Signal

Pressure
Control
Solenoid

OK

CDL
Machine ECM
Hydraulic Oil
Temp Sender

Pump
Control
Valve

Engine
ECM

Coolant Temp
Sensor

Intake Manifold
Air Temperature Sensor

Large Actuator
Piston

Fan Motor with

Makeup Valve
Main Return
Filter

Small Actuator
Piston

This illustration is a schematic of the fan system with the fan at maximum controlled pressure,
resulting in maximum controlled fan speed.
The hydraulic demand fan is standard on the 330D/336D Hydraulic Excavators. The fan is part
of the hydraulic system, but it is controlled by the Machine ECM.
The intake manifold air temperature sensor and the coolant temperature sensor are inputs into
the Engine ECM. The Engine ECM provides information to the Machine ECM from these two
sensors. The Machine ECM also receives information from hydraulic temperature sensor
through the monitor.
The Machine ECM evaluates these three sensor inputs for controlling the fan. A target speed
for the cooling fan is assigned for each engine speed based on the output of the various
temperature sensors. The target values for the maximum fan speeds are assigned by specific
software designed for the 330D/336D machine models.
The Machine ECM sends a PWM signal to the fan pump proportional solenoid to control the
flow from the pump. The pump flow is directed to the fan motor, to rotate the motor, which
causes the fan to turn to provide engine cooling.

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When engine coolant and/or hydraulic oil temperatures are high, the fan speed is increased. If
the temperatures are low, the fan speed is decreased. The higher the ambient temperature, the
higher the fan speed, as well.
For high temperature readings the Machine ECM sends the minimum software controlled PWM
signal to the fan pump pressure control solenoid to upstroke the hydraulic pump to increase the
pump flow.
When maximum pump flow is sent to the fan motor, the fan rotates at the maximum software
controlled rpm.
Cat ET or the monitor can be used to check or calibrate the fan speed. Refer to the 330D/336D
Test and Adjust Manual for the calibration procedures.
Maximum mechanical pump pressure and maximum fan speed (high pressure cut-off) can be
achieved by disconnecting the electrical connection to the solenoid or by using Cat ET to turn
OFF the fan control (Engine ECM/Configuration screen).
If communication is lost between the Engine ECM and the fan pump pressure control solenoid,
the fan will default to the maximum mechanical pressure setting (high pressure cutoff). This
action results in a higher system pressure. This pressure is higher than the maximum pressure
controlled through the software. The fan speed is also higher than the maximum fan speed
normally controlled by the software.
The makeup valve in the fan motor is used to prevent cavitation when flow from the fan pump
stops.

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Minimum PWM
Signal
Pressure
Control
Solenoid

Text Reference
Demand Fan Systems

330D /336D FAN PUMP AND CONTROL VALVE

MAXIMUM CONTROLLED FAN SPEED
Pump Output
to Fan Motor

Adjustment
Screw

Case
Drain
Passage

Springs

Large
Actuator

Swashplate

Pin
Orifice
Pressure
Control
Spool

Pump
Control
Spool

Spring

Adjustment
Screw

Drive
Shaft

Signal Passage
to Actuator Piston

Small Actuator
and Bias Spring

Piston and
Barrel Assembly

The Machine ECM sends the minimum PWM signal (software controlled) to the fan pump
pressure control solenoid when conditions require maximum controlled fan speed.
The pressure control spool spring forces the top half of the pressure control spool up, against
the solenoid pin and holds the lower land of the upper pressure control spool against the seat
when the solenoid receives the minimum PWM signal.
This movement blocks most of the pump output oil in the pump control spool spring chamber
from draining to tank through the case drain passage, which causes the pump control spool
spring chamber to become pressurized.
The force of the spring at the top of the pump control spool, plus the pressure of the oil, is now
greater than the oil pressure at the bottom of the pump control spool. The pump control spool
moves down, blocking pump output oil from entering the signal passage to the large actuator
piston in the pump. The large actuator piston is open to drain around the pump control spool.

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The bias spring and the small actuator move the pump swashplate to an increased angle, which
causes the pump to UPSTROKE. This condition provides a controlled maximum flow of oil to
the fan motor and creates the maximum controlled fan pump system pressure, which results in
the maximum controlled fan speed. If the solenoid fails (no current to the solenoid), the pump
goes to maximum displacement.
With no current to the pressure control solenoid, the pump control spool (high pressure cut-off)
will limit the maximum pressure and the fan speed to its maximum rpm. This state can be
achieved by disconnecting the fan pump control solenoid or by using Cat ET to turn the fan
control OFF. This procedure is required when making adjustments to the fan system pressure
settings.
The mechanical high pressure cutoff is adjusted using the adjustment screw. When the
adjustment screw is turned in (clockwise), it increases the force of the pressure control spool
spring, which increases the the pump pressure required to unseat the land of the upper pump
control spool, thereby increasing maximum cutoff pressure.
Maximum cutoff pressure will be lowered when the screw is turned out (counter-clockwise).
NOTE: The 330D/336D service manual currently does not provide test procedures for
checking the maximum and minimum fan speeds outside the control of the software.
The D8T and D9T Track-type Tractor uses a similar cooling fan system. The D8T and
D9T test procedures for checking the maximum and minimum fan speeds can be used as
reference, however, the specifications will be different. A tee for a pressure tap will also
have to be installed in the line to the fan motor.
The pump control spool is also shown as being adjustable. Increasing the spring setting
would create higher system pressures and higher fan speeds for a given PWM signal to
the pressure control solenoid and vice versa for decreasing the spring setting. If the
spool is adjusted a pressure control solenoid calibration should be done to compensate
for the change to the pump control spring.

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330D / 336D STANDARD HYDRAULIC FAN DRIVE SYSTEM

Monitor

MINIMUM CONTROLLED FAN SPEED

CAN Data Link

Fan Pump Group

Maximum
PWM Signal
OK

Pressure
Control
Solenoid

CDL
Machine ECM
Hydraulic Oil
Temp Sender

Pump
Control
Valve

Engine
ECM

Coolant Temp
Sensor
Intake Manifold
Air Temperature Sensor

Large Actuator
Piston

Fan Motor with

Makeup Valve
Main Return
Filter

Small Actuator
Piston

This illustration is a schematic of the hydraulic fan system with the fan at minimum speed.
When the Machine ECM sends the maximum software controlled PWM signal to the fan pump
pressure control solenoid, the pump destrokes to the minimum swashplate angle. At the
minimum swashplate angle the pump produces the minimum controlled flow resulting in the
fan turning at the minimum fan speed.
When the fan pump pressure control solenoid is at the maximum software controlled PWM
signal, the pressure control spool is unseated by the solenoid, allowing some of pump supply
oil to drain to the tank. This action reduces the pressure in the spring chamber of the pump
control spool and the pump control spool shifts up due to the higher pump supply pressure.
When the pump control spool moves up, pump flow is directed to the large actuator. As
pressure builds in the large actuator, the large actuator overcomes the bias spring and the small
actuator piston to the destroke pump. With the pump destroked, oil flow to the fan motor is
reduced which reduces the fan speed.

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Maximum PWM
Signal

Text Reference
Demand Fan Systems

330D / 336D FAN PUMP AND CONTROL VALVE

Pressure
Control
Solenoid

MINIMUM FAN SPEED

Pump Output
to Fan Motor

Adjustment
Screw

Case Drain
Passage

Springs

Large
Actuator

Swashplate

Pin

Pressure
Control
Spool

Orifice

Pump
Control
Spool

Spring

Drive
Shaft

Small Actuator
and Bias Spring
Adjustment
Screw

Signal Passage
to Actuator Piston

Piston and
Barrel Assembly

9
This illustration shows the fan control valve with the fan pump at minimum displacement.
If the input temperatures are below a certain value, the Machine ECM sends an increased PWM
signal to the pressure control solenoid to reduce the pump flow. The solenoid plunger and pin
push the pressure control spool down.
With the pressure control spool pushed down, the spring chamber above the pump control spool
is open to case drain around the seat on the lower end of the upper pressure control spool.
There is a pressure drop across the orifice above the pump control spool. The system pressure
is now greater than the pump control spool spring and the pressure above the pump control
spool. The supply pressure pushes the pump control spool up to block oil in the signal passage
to the actuator piston from going to drain.
The pump control spool now allows pump supply oil to flow to the large actuator piston. The
flow causes an increase in pressure in the large actuator piston. The large actuator overcomes
the combined forces of the bias spring and small actuator to move the swashplate toward
minimum angle. Pump flow decreases and therefore fan speed decreases.

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With cold oil or at cold start-ups, the Machine ECM PWM signal to the pressure control
solenoid is at the maximum. The pump control spool moves up and supply pressure is sent to
the large actuator piston to move the swashplatetoward minimum angle. The large actuator
stops moving when the vent hole through the large actuator piston is open to case drain. The
pump flow is decreased to minimum to reduce the fan speed to minimum.

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330D /336D REVERSING HYDRAULIC FAN DRIVE SYSTEM

Monitor
CAN Data Link

Fan Pump Group

Pressure
Control
Solenoid

OK

CDL

Machine
ECM

Hydraulic Oil
Temp Sender

Pump
Control
Valve

Engine
ECM

Pilot
Oil

Reversing Solenoid
Valve

Coolant Temp
Sensor

Large Actuator
Piston

Intake Manifold
Air Temperature Sensor

Radiator

Fan Motor

Small Actuator
Piston

Reversing Spool
Relief
Valve

Makeup
Valve

Main Return
Filter

10

On machines equipped with the reversing fan attachment, the Machine ECM also controls the
reversing fan solenoid valve.
A bi-directional fan motor will replace the standard fan motor with the reversing fan feature.
Operation of the fan pump and motor makeup valve is as previously discussed.
The Machine ECM will automatically activate the fan reversing solenoid valve at
predetermined intervals, if the machine is equipped with the optional reversing fan. Fan
reversing duration may be re-configured using Cat ET or through the monitor.
When the reversing solenoid valve is energized, pilot oil is directed to the reversing spool. The
reversing spool shifts causing the flow of oil to the fan motor to be reversed. The fan motor
rotates in the opposite direction.
The relief valve opens momentarily whenever there are any pressure spikes in the system. The
relief valve also opens when the fan is first commanded to change directions (either reverse or
forward). The momentum of the fan prevents the fan motor from immediate directional change
when the flow of oil is reversed. The relief valve helps dissipate excess pressure that may
damage the system during a directional change.

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11

Cat ET Screens for the Hydraulic Cooling Demand Fan

Using Cat ET, the status of the fan control system can be monitored.
The system status information can be helpful when troubleshooting the cooling system.

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12

After connecting Cat ET, go to the configuration screens.

Under Machine Control, open up the Machine Attachments parameters to view the four cooling
fan parameters.
The Engine Cooling Map parameter can be changed on all machines, but is not recommended.
This parameter requires special factory passwords to change the parameter.
If the machine is equipped with a reversing fan then the Engine Reversing Feature Installation
Status and the Engine Reverse Operation Time can also be changed.
The Engine Reversing Feature Installation Status is used to change from "Installed" to
"Disabled or Not Installed."
The Engine Reverse Operation Time allows for changing the length of time the fan reverses
during a reversing cycle.

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13

Through Cat ET, one of four different cooling fan maps can be selected. The cooling maps are
controlled by software.
The fan maps were created to allow the factories the capability to select the fan map best suited
for the marketing region each machine was being shipped to.
From the factory the 330D/336D models for NACD are only and should ONLY be configured
to High Ambient.
330D/336D machines for EAME are configured to High Ambient Temperature + Low Noise
and ISJ machines are configured to Standard + Low Noise.
The Standard cooling map is currently not being used by any of the factories.
Factory passwords are required to change the cooling fan map for the 330D/336D.
NOTE: The technician should never be required to change the cooling map. This
parameter is for factory use only. At the first release of the 330D the software did allow
the technician to change the cooling map without a factory password, but new software
was sent out to prevent this from happening.

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14

The configuration screen allows the technician to change from "Installed" to "Not Installed" for
reversing feature for the cooling fan.
If a reversing fan attachment is not installed on the machine, changing this parameter will have
no affect on the fan operation.
On machines equipped with a reversing fan attachment, this parameter allows the technician to
turn off the reversing feature if required.

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15

On the Override Parameter screen there are three cooling fan parameters that can be overridden.
Parameter overrides can be used to perform various system tests that may or not be found in the
Service Manual.
One suggested use for the Engine Coolant Fan Sol Current Override is to enter a value of 0% to
determine the maximum mechanical system pressure and 100% to determine the minimum
pressure. These two values are not part of one any of the fan cooling maps.
NOTE: The 330D/336D service manual currently does not provide test procedures for
checking the maximum and minimum fan speeds outside the control of the software.
The D8T Track-type Tractor uses a similar cooling fan system. The D8T test procedures
for checking the maximum and minimum fan speeds can be used as reference, however,
the specifications will be different. A tee for a pressure tap will also have to be installed
in the line to the fan motor.

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16

To begin the cooling fan solenoid calibration, open up the Calibration menu under Service and
Select and select "Engine Cooling Fan Calibrations.
The fan speed calibration consist of four stages:
- standby
- minimum fan speed calibration
- maximum fan speed calibration
- finish or "succeeded"

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17

The above screen shows the standby state.

Follow the directions on each screen as it appears. After the conditions are met, select "Next."

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18

This screen shows the minimum fan speed calibration being performed.
To adjust the current to the solenoid, click on the arrows below the Proportional Reducing
Valve Adjustment Command bar.
- Select the right button to increase the current to the fan pressure reducing valve (PRV)
solenoid to reduce the fan speed.
- Select the left button to decrease the current to the pressure reducing valve (PRV)
solenoid to increase the fan speed.

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19

This screen shows the maximum fan speed calibration being performed.
To adjust the current to the solenoid, click on the arrows below the Proportional Reducing
Valve Adjustment Command bar.
As the current changes, the engine rpm will change as previously discussed.

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20

If the calibration was successful, "Success" will appear in the pop-up window. The technician
then selects "Finish" to complete the calibration of the fan solenoid valve.
If the calibration was unsuccessful, "Failed" will appear in the pop-up window and the
calibration should be started over.

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330D / 336D MONITOR DEMAND FAN CALIBRATIONS SCREENS

Service Menu

12:01
SERVICE

Calibration Menu

CALIBRATIONS

PRESS OK TO PERFORM
OVERRIDE

Fan Calibration
Minimum Speed

10

FAN SPEED

10

30

L :SET/CANCEL

-30

30

OK

L :START/RETURN

Fan Calibration
Finish
12:01
FAN SPEED

10

04 :SUCCEEDED

30

PRESS OK TO SET
THE TUNING VALUE
OK

0
PRESS OK TO START
CALIBRATION

03 :TUNE TO
1360.0 [rpm]

PRESS OK TO SET
THE TUNING VALUE
OK

-30

Fan Calibration
Maximum Speed
12:01

10

01 :STANDBY

:MOVE CURSOR

02 : TUNE TO
800.0 [rpm]
-30

FAN SPEED

PRESS OK TO PERFORM
CALIBRATION

:MOVE CURSOR

FAN SPEED

12:01

FLOW LIMIT VALVE

LEVER/PEDAL/ATCH
ENGINE SPEED
FAN SPEED
ANGLE SENSOR
LIMIT VALVES

ECM INFO
STATUS
CALIBRATIONS
DEVICE TEST
OVERRIDE
CONFIGURATIONS

12:01

12:01

Fan Calibration
Start

L :SET/CANCEL

:DOWN/UP

:DOWN/UP

:SCROLL SCREEN

:SCROLL SCREEN

PRESS L TO GO
BACK TO UPPER LAYER
SCREEN

:BACK

21

Monitor Screens for the Hydraulic Cooling Demand Fan

Calibrations of the hydraulic demand fan can be done through the monitor. From the Service
sub-menu screen select Calibrations. From the Calibrations sub-menu screen select Fan Speed.
The fan speed calibration consist of four stages:
- standby
- minimum fan speed calibration
- maximum fan speed calibration
- finish or "succeeded"
Before calibration, the technician needs to place a strip of reflective tape on the fan blade, and,
setup the 9U-7400 Multitach II Group in order to read the fan speed. Do not use a phototach.
The calibration must be done with the machine set at speed dial "10" and the AEC turned off.
Then access the monitor to perform the calibration & press the buttons to increase or decrease
the fan speed until it reaches the specified speed. Fan calibration is required when an ECM,
fan control solenoid, fan motor, or fan pump has been replaced.

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330D / 336D MONITOR DEMAND FAN OVERRIDE SCREEN

Service Menu
12:01
SERVICE

Fan Overrides

10

12:01
OVERRIDE

ECM INFO
STATUS
CALIBRATIONS
DEVICE TEST
OVERRIDE
CONFIGURATIONS

10

DESIRED ENG SPEED

8 0 0.0 [RPM]
FAN MOTOR SPEED
3 0 0.0 [RPM]
FAN MOTOR CUR PERCENT
0.0 [ % ]

PRESS OK TO PERFORM
OVERRIDE

PRESS

TO CHANGE
DATA

OK

: OVERRIDE OFF
: MOVE CURSOR

22

Three parameter overrides are provided for the hydraulic demand fan.
These overrides are used to conduct system tests. These tests may or may not be covered in the
service manual.

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MONITOR REVERSING
DEMAND FAN
SERVICE / MAINTENANCE
MENU SCREENS
12:01
SERVICE

10

Maintenance Menu
12:01
MAINTENANCE

PRESS

:MOVE CURSOR

10

OK

Fan will Reverse

10

STANDBY

PRESS

OK

TO START

REVERSE FAN MODE

L

:BACK

Fan in Normal Mode.

Does not Reverse

Fan Menu

Fan Menu

12:01
REVERSE FAN

10

ABORT

PRESS

TO START

:BACK

REVERSE FAN

Select Reverse Fan to

turn reverse fan
operation ON or OFF

ACTIVE

REVERSE FAN MODE

12:01

TO SET

:MOVE CURSOR

Fan Menu

PRESS

OK

REVERSE FAN

PRESS OK TO PERFORM
MAINTENANCE

REVERSE FAN

10

Fan Menu

REVERSE FAN
FLTR/FLUID INFO
RECOMMENDED INTERVAL
WORK HOUR INFO

MAINTENANCE
PASSWORD CHANGE
DIAGNOSTIC
ECM INFO
STATUS
CALIBRATIONS

12:01

Text Reference
Demand Fan Systems

OK

REVERSE FAN

:BACK

Return to Normal
Mode

10

FAILED
- NOT INSTALLED
- HYD OIL TEMP HIGH
- COOLANT TEMP HIGH
- HYD LOCK SW ON
- SOL MALFUNCTION
PRESS

TO START

REVERSE FAN MODE

L

12:01

OK

TO START

REVERSE FAN MODE

L

:BACK

Fan in Normal Mode.

Does not Reverse

23

Both types of fan systems can be equipped with a reversing fan option.
The operation time of the reversing fan can be varied through the Service Menu. For the
Service Menu a password is required. From the Service Menu, the Maintenance Menu can be
accessed.
Through the Maintenance Menu, the reversing fan can be turned ON or OFF. There is no
separate switch in the cab to control the reversing fan.

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Text Reference
Demand Fan Systems

MONITOR REVERSING DEMAND FAN SERVICE SCREENS

Configuration Menu

10

12:01

CONFIGURATIONS
WORK MODE CONFIG
ATCH PARTS INST
TOOL INSTALLATION
CONTROL INST
PRODUCT ID
PARAMETER SETTING
PRESS

OK

TO GET

PARAMETER
SETTINGS
:MOVE CURSOR

Under the Service Menu, select

Configurations.

Parameter Menu

10

12:01

Fan Menu
12:01

PARAMETER SETTINGS
OVER LOAD WARNING
ONE TOUCH LOW IDLE
GAIN/RESPONSE
AUTO LUB SYSTEM
UHB
REVERSE FAN
PRESS

OK

REVERSE FAN

OPERATION TIME
100 [sec]

PRESS

TO SET

REVERSE FAN

OK

TO SET

DATA

:MOVE CURSOR

Under the Parameter Settings

Menu select Reverse Fan

10

:TO CHANGE VALUE

Use up and down keys to

change the reversing
time interval

24

The length of time the fan reverses can be varied through the Service Menu.
From the Service Menu (not shown) select the Configuration Menu. From the Configuration
Menu select the Parameter Settings Menu.

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Thermostat
Housing

Coolant
Expansion
Tank

Coolant Temp
Sensor

Intake Manifold
Air Temperature Sensor

Coolant
Bypass Tube
Radiator

Visconic
Fan Clutch
Assembly

Cab
Heater

To Cylinder
Block

ATAAC

Top
Tank

Text Reference
Demand Fan Systems

Hottest

> 92 C

Increasing
Coolant
Temperature

87 C

Coldest

< 81 C

Engine
Oil Cooler

Water
Pump

Monitor

Slow Return
Check Valve

Engine ECM

Machine ECM

CAN Data Link

Main Return
Filter

CDL

OK

Hydraulic Oil
Temp Sender

Hydraulic
Circuits

320D-329D VISCONIC DEMAND FAN

COOLING SYSTEM
ENGINE AT OPERATING TEMPERATURE

25

VISCONIC DEMAND FAN SYSTEM (ATTACHMENT)

The 320D-329D Hydraulic Excavators can be equipped with an electronically controlled,
viscous coupled demand fan. The speed of the engine cooling fan is controlled by the Engine
ECM in relation to engine coolant temperature, inlet manifold air temperature, and hydraulic
fluid temperature.
A viscous coupling fan clutch is used between the engine mounted, belt driven fan drive hub
and the fan assembly. Inside the visconic coupling, a high viscosity, temperature stable, silicon
fluid provides a means of coupling and uncoupling the fan to the fan input hub.
When the machine is running, the hydraulic oil temperature sender and the engine coolant
temperature sensor sends signals to the Engine ECM. The Engine ECM then sends this
information to the Machine ECM. The Machine ECM picks up the hydraulic temperature
through the monitor.

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Text Reference
Demand Fan Systems

The Machine ECMs interpret the information from these inputs to send a PWM signal to the
fan electronic control solenoid to control the demand fan clutch.
A higher temperature input will the Machine ECM to send a reduced PWM signal to the fan
electronic control solenoid.
The reduced PWM signal causes the fan clutch to move toward full engagement to increase the
fan speed for more cooling capacity. With the minimum PWM signal the fan will turn at the
engine speed.
NOTE: The following illustrations show the fan clutch is various stages of disassembly.
These components are not serviced separately. The clutch is serviced only as a unit.

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Text Reference
Demand Fan Systems

VISCONIC FAN DRIVE ASSEMBLY

Reservoir

Valve Arm

Fill Hole

Cross Hole

Solenoid

Armature
Blade
Fluid Control
Valve

Front
Housing

Scavenge
Hole

Input
Plate

Silicon Oil
Flow

Rear Housing

Working
Chamber

Bearing

26

The illustration above shows the flow path of the silicon fluid through the visconic fan drive
assembly as well as identifies the major components. The components will be explained in
more detail later in this presentation.
The fan solenoid does not rotate with the fan blade or fan drive assembly. The fan is bolted to
the fan drive assembly.
The input plate is driven at engine speed.
The silicon fluid flows from the fluid reservoir through the open fluid control valve and enters
the working chamber through the fill hole. The silicon fluid travels through the concentric
rings of the working chamber causing rotational force from the input plate to be transferred to
the front and rear housings, which causes the fan to rotate.
Depending on the amount of silicon oil in the working chamber, will determine how fast the
fan turns.
The centrifugal force of the rotating drive assembly causes the fluid to travel to the outside of
the working chamber where small passages return the fluid back to the fluid reservoir.

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Text Reference
Demand Fan Systems

8
8

27
The upper left illustration shows the viscous fan drive clutch assembly as viewed from the
radiator side. The fan electronic control (1) is pressed onto a bearing that is mounted to the
radiator side (2) of the visconic drive clutch assembly.
The illustration at the upper right shows the fan electronic control removed from the mounting
bearing (2) on the fan drive assembly reservoir cover (3). Visible near the center of the
electronic fan control is the Hall Effect type speed sensor (4).
A ring magnet and bolt (5) are installed in the center of the fan drive front housing. The
magnet and bolt are fixed to the main aluminum body and rotate at the same speed as the fan
drive assembly.
The ring magnet and bolt components produce six pulses per revolution of the fan drive
assembly relative to the stationary Hall effect speed sensor. The Hall effect sensor produces a
square wave speed signal as the six points of the bolt head rotate within the electronic control.

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Text Reference
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The fan fluid control valve and armature (6) and the fluid reservoir chamber (7) can be seen in
the lower left illustration. The fan fluid control valve is part of the reservoir cover and the fluid
reservoir chamber is part of the front (fan side) housing (8).
The lower right illustration shows the rear (engine side), housing assembly (9) of the viscous
drive and the front (fan side) housing (8) (flipped over). A series of concentric rings in each
drive housing form the fluid paths of the visconic drive.

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Text Reference
Demand Fan Systems

2
4

1
5

28

The engine side fan drive housing assembly consists of rear (or engine side) housing (1) and an
input plate (2), which is pressed onto the input hub shaft (3).
The concentric rings (4) machined into the input plate nearly fill the space (5) (red circle)
between the concentric rings of the front and rear housings. (The front housing concentric
rings are not shown).
A high viscosity silicon fluid is used to fill the gaps between the concentric rings and provides
the rotational torque (internal drag) needed to turn the fan blade. The close tolerance of the
concentric rings and the high viscosity of the silicon fluid act similar to the turbine and impeller
sections of most torque converters.
The rotation of the input plate provides a rotating force to the front and rear drive housings.

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Text Reference
Demand Fan Systems

29

30

An electro-magnetic rotary fluid control valve is used to control the flow of the visconic fluid
within the visconic drive assembly. The electro-magnetic valve is part of the aluminum fluid
reservoir chamber cover (1) in the front drive housing. The upper illustration shows the fluid
valve in the closed (default) position. The steel electro-magnetic fluid valve armature (2)
rotates within the fluid reservoir cover.
Maximum rotation of the armature is controlled by the stop pin (3) pressed into the cover. A
return spring (4) is used to keep the armature in the closed (default) position. A stainless steel
valve arm (5) opens or closes the large fluid passage in the fluid reservoir depending on the
position of the fluid valve armature.

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Eight iron bars (6) are cast into each of the castelations of the aluminum reservoir cover. These
iron bars act as "opposite poles" to the electro-magnetic fluid control valve armature when a
magnetic flux is applied to the armature by the fan control coil.

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Text Reference
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31

The front (radiator side) housing contains the fluid reservoir chamber and has two fluid
passages leading to the working chamber of the visconic drive. The large passage (1) is opened
or closed by the movement of the fluid control valve armature. As the valve armature moves,
the valve arm will open or close to allow fluid to the working chamber below the reservoir.
By opening the large passage, more fluid will flow to the working chamber of the visconic
drive, and more rotational torque is transferred from the input plate to the front and rear drive
housings. With the working chamber filled with fluid, the fan will spin at nearly the speed of
the input hub.
The small passage (2) allows the visconic fluid to flow from the working chamber back to the
reservoir.
NOTE: There are two fluid drain passages from the working chamber to the fluid
reservoir. Only one drain passage can be seen in the above illustration.

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32

This illustration shows the inner (working chamber) side of the front housing. The fluid inlet
passage (1) from the reservoir allows fluid to enter the working chamber. Centrifugal force of
the rotating fan drive will cause the fluid to travel outward from the center of the housing and
fill the passages of the working chamber.
The small fluid return passages (2) constantly drain the working chamber back to the fluid
reservoir. To reduce the fan speed the Engine ECM will increase the current to the coil of the
electronic control and the increased flux will cause the control valve to rotate against the return
spring and close the large fluid passage.
When the large fluid passage is closed by the fluid control valve, the remaining fluid in the
working chamber will drain back to the reservoir through the small drain passages and the fan
speed will decrease.

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Text Reference
Demand Fan Systems

1
2

33

The above illustration shows the electrical control coil (1) and the Hall Effect speed sensor (2)
of the fan control. The electronic control coil (shown here installed upside down) is pressed
onto a bearing (not visible) on the fluid reservoir cover (3).
The Engine ECM supplies a variable current to the electrical coil. The strength of the electrical
current increases or decreases the strength of the flux on the rotary fluid control valve. A high
current will induce a strong magnet flux through the rotary fluid valve armature and cause it to
rotate to the closed position.
The Hall Effect speed sensor uses the six points of the hexagon head retaining bolt (4) as a
reluctor. The retaining bolt spins at fan blade speed while the electronic control coil remains
stationary. The bolt heads provide six pulses to the Hall Effect sensor for each revolution of
the fan hub. The square wave output signal from the Hall Effect sensor is monitored by the
Engine ECM to determine fan speed.

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Text Reference
Demand Fan Systems

Intake Manifold
Air Temperature Sensor

Coolant Temp
Sensor
Monitor

VISCONIC DEMAND FAN

OPERATION

Engine
ECM

Machine ECM
CAN Data Link

Clutch Working
Chamber

CDL
OK

Housing
Hydraulic Oil
Temp Sender

Valve Arm

OPEN STATE

Fan Electronic
Control Solenoid

Pin

Valve Arm
Reservoir
Cover

Radiator
Spring
Armature
Blade

Bars

Fan Fluid
Control Valve

Armature
Blades

Fluid Reservoir

Bearing

34

The intake manifold air temperature sensor and the coolant temperature sensor are inputs into
the Engine ECM. The Engine ECM provides information to the Machine ECM from these two
sensors. The Machine ECM also receives information from hydraulic temperature sensor
through the monitor.
Based on the values of these sensors the Machine ECM will vary the amount of current to the
fan electronic control coil.
As the current to the fan control coil is increased, increased magnetic flux produces a rotational
movement to the fluid control valve armature. As the fluid control valve rotates, the valve arm
closes the large hole in the fluid reservoir allowing less fluid to flow into the working chamber
of the visconic fan clutch. The increase in magnetic flux to the fluid valve armature causes the
armature to rotate as the outer blades of the armature try to align with the steel bars in the
reservoir cover.
The spring under the fluid valve armature opposes the rotation of the armature and counter
balances the armature's rotation.

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Text Reference
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As the armature rotates towards the steel bars, the stainless steel valve arm closes the large
fluid passage in the fluid reservoir of the front housing. Completely closing the fluid passage
in the front cover will allow a minimum amount of the visconic fluid to flow into the working
chamber of the drive assembly and minimum fan speed.
If a low or no current condition is present in the fan electronic control, the armature return
spring will rotate the armature blades away from the steel bars and the valve arm will open the
large passage of the fluid reservoir resulting in maximum fan speed.
A fan speed map within the software of the Engine ECM will compare temperature sensor
readings with the desired fan speed map and plot target fan speed according to engine rpm and
current fan speed.
If only one sensor is reporting a high temperature, or need for increased cooling, the ECM will
reduce the current to the fan control coil by a predetermined percentage of the fan speed map
and the fan speed will increase.
The Engine ECM monitors the speed of the fan blade by use of a Hall Effect type sensor built
into the center of the electronic fan control. A ring magnet and bolt is installed in the drive
assembly at the center of the fan control coil. The ring magnet and bolt will rotate at fan speed
and provide an input to the speed sensor. The fan speed sensor is supplied with a 5 volt
reference signal and returns a square wave frequency signal to the Engine ECM.
If no fan speed signal is supplied to the Engine ECM by the fan speed sensor the fan will
default to maximum fan speed.

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Demand Fan Systems

35

Cat ET Screens for the Visconic Cooling Demand Fan

Using Cat ET, the status of the fan control system can be monitored.
The system status information can be helpful when troubleshooting the cooling system.
NOTE: The 320D-329D excavators are not currently available with a reversing fan.
The reversing fan solenoid parameter should always show as not installed.

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36

After connecting Cat ET, go to the configuration screens.

Under Machine Control, open up the Machine Attachments parameters to view the four cooling
fan parameters.
The Engine Cooling Map parameter can be changed on all machines. This parameter does
require special factory passwords in order to change the parameter.
NOTE: The 320D-329D excavators are not currently available with a reversing fan.
The parameters related to the reversing fan should be disregarded.

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Demand Fan Systems

37

Through Cat ET, one of four different cooling fan maps can be selected.
From the factory the 320D-329D machines for NACD are only and should ONLY be
configured to High Ambient.
330D/336D machines for EAME are configured to High Ambient Temperature + Low Noise
and ISJ machines are configured to Standard + Low Noise.
The Standard cooling map is currently not being used by any of the factories.
Factory passwords are required to change the cooling fan map.
NOTE: The technician should never be required to change the cooling map. This
parameter is for factory use only.

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Text Reference
Demand Fan Systems

38

To obtain factory passwords go to https://fps.cat.com.

NOTE: The passwords above will only work with the machine serial number shown.

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Text Reference
Demand Fan Systems

39

On the Override Parameter screen there are three cooling fan parameters that can be overridden.
Parameter overrides can be used to perform various system tests that may or not be found in the
Service Manual.
NOTE: The 320D-329D excavators are not currently available with a reversing fan.
The parameter related to the reversing fan solenoid should be disregarded.

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Text Reference
Demand Fan Systems

320D - 329D MONITOR DEMAND FAN SCREENS

Service Menu
12:01
SERVICE

10

ECM INFO
STATUS
CALIBRATIONS
DEVICE TEST
OVERRIDE
CONFIGURATIONS
PRESS OK TO PERFORM
OVERRIDE

Fan Overrides
12:01
OVERRIDE

10

DESIRED ENG SPEED

9 5 0.0 [RPM]
FAN MOTOR SPEED
5 8 3.0 [RPM]
FAN MOTOR CUR PERCENT
0.0 [ % ]
PRESS

TO CHANGE
DATA

OK

Fan Calibration
12:01
FAN SPEED

10

00 : FAILED
ERROR ID :

$ 000B

PRESS L TO GO
BACK TO UPPER LAYER
SCREEN

: OVERRIDE OFF
: MOVE CURSOR

Non-functional

40

Monitor Screens for the Visconic Cooling Demand Fan

From the Service sub-menu the Override sub-menu and the Calibration sub-menu can be
displayed.
In the Override screen, overrides for the fan can be selected.
The two fan motor overrides are used to perform system tests. These tests may or may not be
covered in the service manual.
From the Calibration sub-menu, fan calibrations can be selected. Visconic fan calibration is
currently non-functional.

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Text Reference
Demand Fan Systems

41
CONCLUSION
This presentation has provided information for the 300D Series Caterpillar Hydraulic
Excavators.
This section of the presentation covered the demand fans for the engine cooling systems.
When used in conjunction with the service manual, the information in this package should
permit the technician to do a thorough job of analyzing a problem in these systems.
For service repairs, adjustments, and maintenance, always refer to the Operation and
Maintenance Manual, Service Manuals, and other related service publications.