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詳細(xì)描述
Systems Operation
Testing and Adjusting
1600 Series Industrial Engine
XGA (Engine)
XGB (Engine)
XGD (Engine)
XGE (Engine)
XGF (Engine)
XGH (Engine)
This document is printed from SPI². Not for RESALE
Important Safety Information
Most accidents tha t involve produc t op eration, ma intena nc e and repair are caus ed by failure to
ob serve basic safety rules or precautions . An accident can often be avoided by recog nizing pote ntially
ha za rdous situations before an accident oc curs . A person mus t be alert to pote ntial ha za rds. This
person should also ha ve the ne cessary training, skills and tools to perform the se func tions properly.
Improper operation, lubrication, maintenance 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.
Sa fety precautions and warning s are provided in this ma nua l and on the produc t. If the se ha za rd
warning s are not he eded, bod ily injury or death could oc cur to you or to othe r persons .
The ha za rds are identified by the “Safety Alert Symb ol” and followed by a “Signa l Word” suc h as
“DANGER”, “WARNING” or “CAUTION”. The Sa fety Alert “WARNING” label is shown below.
The me aning of this safety alert symb ol is as follows:
Attention! Become Alert! Your Safety is Involved.
The me ssage tha t appears und er the warning explains the ha za rd and can be either written or
pictorially presente d.
Op erations tha t ma y caus e produc t dama ge are identified by “NOTICE” labels on the produc t and in
this pub lication.
Perkins 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 that is not specifically recommended by Perkins is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The informa tion, specifications , and illustrations in this pub lication are on the basis of informa tion tha t
was available at the time tha t the pub lication was written. The specifications , torque s, pressure s,
me asure me nts , adjustme nts , illustrations , and othe r items can cha ng e at any time. These cha ng es can
affect the service tha t is given to the produc t. Ob tain the comp lete and mos t current informa tion before
you start any job. Pe rkins dealers or Pe rkins distributors ha ve the mos t current informa tion available.
When replacement parts are required for this
product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.
This document is printed from SPI². Not for RESALE
KENR8772
3
Table of Contents
Table of Contents
Crankshaft Thrust - Measure ................................ 81
Gear Group - Inspect ............................................ 82
Vibration Damper - Check .................................... 83
Systems Operation Section
Electrical System
Alternator - Test .................................................... 85
Battery - Test ......................................................... 86
Charging System - Test ........................................ 86
Electric Starting System - Test .............................. 86
V-Belt - Test .......................................................... 87
General Information ................................................ 4
Glossary of Electronic Control Terms ..................... 7
Electronic Control System Components ................ 11
Power Sources ..................................................... 26
Fuel System ......................................................... 28
Air Inlet and Exhaust System ............................... 37
Lubrication System .............................................. 41
Cooling System .................................................... 43
Basic Engine ......................................................... 46
Electrical System ................................................. 49
Index Section
Index ..................................................................... 88
Testing and Adjusting Section
Fuel System
Fuel System - Inspect ........................................... 52
Air in Fuel - Test .................................................... 52
Finding Top Center Position for No. 1 Piston ....... 53
Fuel Quality - Test ................................................. 53
Fuel System - Prime ............................................. 54
Fuel System Pressure - Test ................................. 55
Gear Group (Front) - Time .................................... 56
Air Inlet and Exhaust System
Air Inlet and Exhaust System - Inspect ................. 58
Turbocharger - Inspect .......................................... 58
Exhaust Temperature - Test .................................. 61
Exhaust Cooler (NRS) - Test (If Equipped) ........... 61
Engine Crankcase Pressure (Blowby) - Test ........ 62
Engine Valve Lash - Inspect/Adjust ...................... 62
Valve Depth - Inspect ............................................ 64
Valve Guide - Inspect ............................................ 64
Lubrication System
Engine Oil Pressure - Test .................................... 65
Engine Oil Pump - Inspect .................................... 65
Excessive Bearing Wear - Inspect ........................ 66
Excessive Engine Oil Consumption - Inspect ....... 66
Increased Engine Oil Temperature - Inspect ........ 67
Cooling System
Cooling System - Check (Overheating) ................ 68
Cooling System - Inspect ...................................... 69
Cooling System - Test ........................................... 70
Engine Oil Cooler - Inspect ................................... 72
Water Temperature Regulator - Test ..................... 74
Water Pump - Inspect ........................................... 74
Basic Engine
Piston Ring Groove - Inspect ................................ 75
Connecting Rod - Inspect ..................................... 76
Connecting Rod Bearings - Inspect ...................... 77
Main Bearings - Inspect ........................................ 77
Cylinder Block - Inspect ........................................ 77
Cylinder Head - Inspect ........................................ 77
Cylinder Liner Projection - Inspect ........................ 78
Flywheel - Inspect ................................................. 79
Flywheel Housing - Inspect ................................... 80
This document is printed from SPI². Not for RESALE
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Systems Operation Section
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Systems Operation Section
i04031010
General Information
The following model views show the 1600 Series
Industrial Engine features. Due to individual
applications, your engine may appear different from
the illustrations.
g02757356
Illustration 1
Typical example of the right side of the 1600D engine
(1) Rear lifting eye
(2) Front lifting eye
(3) Alternator
(5) Belt tensioner
(6) Coolant pump
(7) Coolant intake connection
(8) Crankcase breather
(9) Oil cooler
(10) Oil filter
(11) Turbocharger
(12) Exhaust gas cooler (NRS)
(4) Drive belt
This document is printed from SPI². Not for RESALE
KENR8772
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Systems Operation Section
g02430477
Illustration 2
Typical example of the left side of the 1600D engine
(13) Valve mechanism cover
(14) Air cleaner
(17) Oil filler and oil gauge
(18) Oil drain plug
(21) Secondary fuel filter
(22) Hand priming pump
(15) Flywheel housing
(16) Flywheel
(19) Electronic Control Module (ECM)
(20) High-pressure oil pump
(23) Primary fuel filter
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Systems Operation Section
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g02794993
Illustration 3
Typical example of the 1600A engine
The 1600 Series diesel engine is electronically
controlled. The 1600 Series engine uses an
Electronic Control Module (ECM) that receives
signals from the engine sensors in order to control
the electronic unit injectors.
The steel pistons have a specially designed
combustion chamber in the top of the piston in order
to achieve clean exhaust emissions.
The pistons have two compression rings and an oil
control ring.
The fuel system is electro-hydraulic. The system
includes an under-valve-cover high-pressure
oil manifold, electronic unit injectors, and a
high-pressure oil pump. The electronic unit injectors
are installed in the cylinder head, under the
high-pressure oil manifold.
A piston and a connecting rod are matched to
each cylinder. The piston height is controlled by
the distance between the center of the large end
bearing and the center of the small end bearing of
the connecting rod.
The six cylinders are arranged in-line. The cylinder
head assembly has two inlet valves and two exhaust
valves for each cylinder. The ports for the exhaust
valves are on the right side of the cylinder head. The
ports for the inlet valves are on the left side of the
cylinder head. Each cylinder valve has a single valve
spring.
The crankshaft has seven main bearing journals. End
play is controlled by thrust washers which are located
on both sides of the number 7 upper main bearing.
Each cylinder has a piston cooling jet that is installed
in the cylinder block. The piston cooling jet sprays
engine oil onto the gallery of the piston in order to
cool the piston.
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KENR8772
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Systems Operation Section
The timing case is made of aluminum. The timing
gears are stamped with timing marks in order to
ensure the correct assembly of the gears. When
the number 1 piston is at the top center position of
the compression stroke, the marked teeth on the
idler gears will align with the marks that are on the
camshaft gear, and the gear on the crankshaft. There
are no timing marks on the rear face of the timing
case.
i04201673
Glossary of Electronic Control
Terms
Active Diagnostic Code – An active diagnostic
code alerts the operator or the service technician that
an electronic system malfunction is currently present.
Refer to the term “Diagnostic Trouble Code” in this
glossary.
The crankshaft gear turns the lower idler gear which
then turns the following gears:
• the upper idler gear
Air-To-Air Aftercooler – An air-to-air aftercooler is a
device that is used on turbocharged engines in order
to cool inlet air that has undergone compression. The
inlet air is cooled after the inlet air passes through
the turbocharger. The inlet air is passed through an
aftercooler (heat exchanger) that uses ambient air for
cooling. The inlet air that has been cooled advances
to the inlet manifold.
• the camshaft gear
• the spline gear for the engine oil pump
• the gear for the high-pressure oil pump
• the accessory drive gear
Adaptive Trim – This is a software process that
is performed in the ECM that optimizes engine
performance by automatically compensating for
degradation of injector components.
The camshaft runs at half the rpm of the crankshaft.
The high-pressure oil pump runs at half the rpm as
the crankshaft.
The high-pressure oil pump that is installed on the left
side of the engine is gear-driven from the timing case.
The low-pressure fuel transfer pump is mounted on
the high-pressure oil pump.
Alternating Current (AC) – Alternating current is an
electric current that reverses direction at a regular
interval that is reoccurring.
Before Top Center (BTC) – BTC is the 180 degrees
of crankshaft rotation before the piston reaches the
top center position in the normal direction of rotation.
The low-pressure fuel transfer pump draws fuel from
the fuel tank across a suction strainer to the primary
fuel filter.
Inlet Manifold Pressure – The difference between
the turbocharger outlet pressure and atmospheric
pressure is commonly referred to as inlet manifold
pressure. The sensor for the inlet manifold air
pressure measures the amount of boost.
The fuel flows from the primary fuel filter into the
fuel rail. The fuel rail is an integral part of the inlet
manifold. The fuel flows into six cylinder head
passages to each electronic unit injector.
When the electronic unit injectors are activated, fuel
flows from the fuel passages through the inlet ports
of the electronic unit injector and inside the electronic
unit injectors.
Breakout Harness – The breakout harness is a
test harness that is designed to connect into the
engine harness. This connection allows a normal
circuit operation and the connection simultaneously
provides a Breakout T in order to measure the
signals.
The high-pressure oil pump is not serviceable. The
engine uses speed sensors and the Electronic
Control Module to control the engine speed.
Bypass Circuit – A bypass circuit is a circuit that is
used as a substitute circuit for an existing circuit. A
bypass circuit is typically used as a test circuit.
For the specifications for the 1600 Series engine,
refer to Specifications, “Engine Design”.
CAN Data Link – The CAN Data Link is used for
communication with other microprocessor-based
devices.
Code – Refer to “Diagnostic Code” or “Event Code”.
Cold Mode – Cold mode is a mode for cold starting
and for cold engine operation. This mode is used for
engine protection, reduced smoke emissions and
faster warm-up time.
This document is printed from SPI². Not for RESALE
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Systems Operation Section
KENR8772
Communication Adapter Tool – The
communication adapter provides a communication
link between the ECM and the Electronic Service
Tool.
Engine Control Module (ECM) – The ECM is the
control computer of the engine. The ECM provides
power to the electronics. The ECM monitors data that
is input from the sensors of the engine. The ECM
acts as a governor in order to control the speed and
the power of the engine.
Component Identifier (CID) – The CID is a number
that identifies the specific component of the electronic
control system that has experienced a diagnostic
code.
Electronic Service Tool – The electronic service
tool is used for diagnosing various electronic controls.
Coolant Temperature Sensor – The coolant
temperature sensor detects the engine coolant
temperature for all normal operating conditions and
for engine monitoring.
Engine Monitoring – Engine Monitoring is the part
of the electronic engine control that monitors the
sensors. This also warns the operator of detected
problems.
Customer Specified Parameters – A customer
specified parameter is a parameter that can be
changed in the ECM with the Electronic Service Tool.
A customer specified parameter's value is set by
the customer. These parameters are protected by
customer passwords.
Engine Oil Pressure Sensor – The engine oil
pressure sensor measures engine oil pressure. The
sensor sends an electronic signal to the ECM that is
dependent on the engine oil pressure.
Engine Speed/Timing Sensor – An engine
speed/timing sensor is a Hall effect sensor. The ECM
interprets this signal as the crankshaft position and
the engine speed. Two sensors are used to provide
the speed and timing signals to the ECM. The primary
sensor is associated with the crankshaft and the
secondary sensor is associated with the camshaft.
Data Link – The Data Link is used for communication
with other microprocessor-based devices.
Derate – Certain engine conditions will generate
event codes. Also, engine derates may be applied.
The map for the engine derate is programmed into
the ECM software. The derate can be one or more
of three types: reduction of rated power, reduction of
rated engine speed, and reduction of rated machine
speed for OEM products.
Estimated Dynamic Timing – Estimated dynamic
timing is the estimate of the actual injection timing
that is calculated by the ECM.
Event Code – An event code may be activated
in order to indicate an abnormal engine operating
condition. These codes usually indicate a mechanical
problem instead of an electrical system problem.
Desired Engine Speed – The desired engine speed
is input to the electronic governor within the ECM.
The electronic governor uses the signal from the
throttle position sensor, the engine speed/timing
sensor, and other sensors in order to determine the
desired engine speed.
Failure Mode Identifier (FMI) – This identifier
indicates the type of failure that is associated with
the component. The FMI has been adopted from the
SAE practice of J1587 diagnostics. The FMI follows
the parameter identifier (PID) in the descriptions of
the fault code. The descriptions of the FMIs are in
the following list.
Diagnostic Trouble Code – A diagnostic trouble
code is sometimes referred to as a fault code. These
codes indicate an electronic system malfunction.
Diagnostic Lamp – A diagnostic lamp is sometimes
called the check engine light. The diagnostic lamp
is used to warn the operator of the presence of an
active diagnostic code. The diagnostic lamps are
red and orange. The lamp may not be included in
all applications.
0 – The data is valid but the data is above the normal
operational range.
1 – The data is valid but the data is below the normal
operational range.
Direct Current (DC) – Direct current is the type of
current that flows consistently in only one direction.
2 – The data is erratic, intermittent, or incorrect.
3 – The voltage is above normal or the voltage is
Duty Cycle – See Pulse Width Modulation.
shorted high.
Electronic Engine Control – The electronic
engine control is a complete electronic system.
The electronic engine control monitors the engine
operation under all conditions. The electronic engine
control also controls the engine operation under all
conditions.
4 – The voltage is below normal or the voltage is
shorted low.
5 – The current is below normal or the circuit is open.
6 – The current is above normal or the circuit is
grounded.
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KENR8772
9
Systems Operation Section
7 – The mechanical system is not responding
properly.
Intake Manifold Pressure Sensor – The Intake
Manifold Pressure Sensor measures the pressure
in the intake manifold. The pressure in the intake
manifold may be different to the pressure outside
the engine (atmospheric pressure). The difference
in pressure may be caused by an increase in air
pressure by a turbocharger (if equipped).
8 – There is an abnormal frequency, an abnormal
pulse width, or an abnormal time period.
9 – There has been an abnormal update.
10 – There is an abnormal rate of change.
11 – The failure mode is not identifiable.
12 – The device or the component is damaged.
J1939 CAN Data Link – Logged diagnostic codes
are codes which are stored in the memory. These
codes are meant to be an indicator of possible
causes for intermittent problems. Refer to the
term “Diagnostic Code” in this glossary for more
information.
Flash File – This file is software that is inside
the ECM. The file contains all the instructions
(software) for the ECM and the file contains the
performance maps for a specific engine. The file may
be reprogrammed through flash programming.
NOx Reduction System – The NOx Reduction
System recycles a portion of the exhaust gases back
into the inlet air in order to reduce the formation of
oxides of nitrogen (NOx) in the combustion process.
The recycled exhaust gas passes through a cooler
before being introduced into the inlet air.
Flash Programming – Flash programming is the
method of programming or updating an ECM with an
electronic service tool over the data link.
OEM – OEM is an abbreviation for the Original
Equipment Manufacturer. This is the manufacturer of
the machine or the vehicle that uses the engine.
Flash Memory – See Programmable Software.
Fuel Ratio Control (FRC) – The FRC is a limit that
is based on the control of the fuel to the air ratio. The
FRC is used for emission control. When the ECM
senses a higher turbocharger outlet pressure, the
ECM increases the limit for the FRC in order to allow
more fuel into the cylinders.
Open Circuit – An open circuit is a condition that is
caused by an open switch, or by an electrical wire
or a connection that is broken. When this condition
exists, the signal or the supply voltage can no longer
reach the intended destination.
Parameter – A parameter is a value or a limit that
is programmable. This helps determine specific
characteristics or behaviors of the engine.
Fuel Pump – See “Fuel Injection Pump”.
Fuel Injection Pump – This item is sometimes
referred to as the Fuel Pump. This is a device that
supplies fuel under pressure to the injectors.
Parameter Identifier (PID) – A PID is a numerical
code that contains two digits or three digits. A
numerical code is assigned to each component. The
numerical code identifies data via the data link to the
ECM.
Harness – The harness is the bundle of wiring
(loom) that connects all components of the electronic
system.
Password – A password is a group of numeric
characters or a group of alphanumeric characters
that is designed to restrict access to parameters. The
electronic system requires correct passwords in order
to change some parameters (Factory Passwords).
Refer to Troubleshooting, “Factory Passwords” for
more information.
Hertz (Hz) – Hertz is the measure of frequency in
cycles per second.
Inlet Manifold Air Temperature Sensor – The
inlet manifold air temperature sensor detects the
air temperature in the inlet manifold. The ECM
monitors the air temperature and other data in the
inlet manifold in order to adjust injection timing and
other performance functions.
Programmable Software – The software is
programmed into the ECM. The software contains
all the instructions (software) for the ECM and the
software contains the performance maps for a
specific engine. The software may be reprogrammed
through flash programming.
Integrated Electronic Controls – The engine is
designed with the electronic controls as a necessary
part of the system. The engine will not operate
without the electronic controls.
Power Cycling – Power cycling refers to the action
of cycling the keyswitch from any position to the OFF
position, and to the START/RUN position.
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10
KENR8772
Systems Operation Section
Primary Speed/Timing Sensor – This sensor
determines the position of the crankshaft during
engine operation. If the primary speed/timing
sensor fails during engine operation, the secondary
speed/timing sensor is used to provide the signal.
Short Circuit – A short circuit is a condition that has
an electrical circuit that is inadvertently connected to
an undesirable point. An example of a short circuit
is a wire which rubs against a vehicle frame and
this rubbing eventually wears off the wire insulation.
Electrical contact with the frame is made and a short
circuit results.
Pulse Width Modulation (PWM) – The PWM is a
signal that consists of pulses that are of variable
width. These pulses occur at fixed intervals. The ratio
of “TIME ON” versus total “TIME OFF” can be varied.
This ratio is also referred to as a duty cycle.
Signal – The signal is a voltage or a waveform that
is used in order to transmit information typically from
a sensor to the ECM.
Supply Voltage – The supply voltage is a continuous
voltage that is supplied to a component in order to
provide the electrical power that is required for the
component to operate. The power may be generated
by the ECM or the power may be battery voltage that
is supplied by the engine wiring.
System Configuration Parameters – System
configuration parameters are parameters that affect
emissions and/or operating characteristics of the
engine.
“T” Harness – This harness is a test harness that
is designed to permit normal circuit operation and
the measurement of the voltage simultaneously.
Typically, the harness is inserted between the two
ends of a connector.
g00284479
Illustration 4
Rated Fuel Limit – This is a limit that is based on
the power rating of the engine and on the engine rpm.
The Rated Fuel Limit enables the engine power and
torque outputs to conform to the power and torque
curves of a specific engine model. These limits are in
the flash file and these limits cannot be changed.
Throttle Position – The throttle position is the
interpretation by the ECM of the signal from the
throttle position sensor or the throttle switch.
Throttle Position Sensor – The throttle position
sensor is an electronic sensor that is connected to an
accelerator pedal or a hand lever. This sensor sends
a signal to the ECM that is used to calculate desired
engine speed.
Reference Voltage – Reference voltage is a
regulated voltage and a steady voltage that is
supplied by the ECM to a sensor. The reference
voltage is used by the sensor to generate a signal
voltage.
Timing Calibration – The timing calibration is the
adjustment of an electrical signal. This adjustment is
made in order to correct the timing error between the
camshaft and the engine speed/timing sensors or
between the crankshaft and the engine speed/timing
sensors.
Relay – A relay is an electromechanical switch. A
flow of electricity in one circuit is used to control the
flow of electricity in another circuit. A small current or
voltage is applied to a relay in order to switch a much
larger current or voltage.
Secondary Speed/Timing Sensor – This sensor
determines the position of the camshaft during engine
operation. If the primary speed/timing sensor fails
during engine operation, the secondary speed/timing
sensor is used to provide the signal.
Top Center Position – The top center position refers
to the crankshaft position when the engine piston
position is at the highest point of travel. The engine
must be turned in the normal direction of rotation in
order to reach this point.
Sensor – A sensor is used to detect a change in
the pressure, in the temperature, or in mechanical
movement. When any of these changes are detected,
a sensor converts the change into an electrical signal.
Total Tattletale – The total tattletale is the total
number of changes to all the parameters that are
stored in the ECM.
Wait To Start Lamp – This is a lamp that is included
in the cold starting aid circuit in order to indicate when
the wait to start period has expired. The grid heater
has not deactivated at this point in time.
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KENR8772
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Systems Operation Section
Wastegate – This is a device in a turbocharged
engine that controls the maximum boost pressure
that is provided to the inlet manifold.
i04112658
Electronic Control System
Components
Introduction
The 1600 Series industrial engine is designed for
electronic control. The engine has an Electronic
Control Module (ECM), a high-pressure oil pump
and electronic unit injectors. All of these items are
electronically controlled. There are also a number
of engine sensors. The ECM controls the engine
operating parameters through the software within
the ECM and the inputs from the various sensors.
The software contains parameters that control the
engine operation. The parameters include all of the
operating maps and customer-selected parameters.
The electronic control system has the following
components:
• ECM
• Pressure sensors
• Temperature sensors
• Crankshaft position sensor
• Camshaft position sensor
• Electronic unit injectors
• Valve for the NOx Reduction System (NRS) (if
equipped)
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KENR8772
Systems Operation Section
g02734078
Illustration 5
Typical example
(1) Exhaust cooler for the NOx Reduction
System (NRS) (if equipped)
(2) Valve for the NOx Reduction System
(NRS) (if equipped)
(9) Exhaust backpressure sensor (EBP)
(10) Engine coolant temperature sensor
(ECT)
(11) Crankshaft position sensor (CKP)
(12) Engine
(19) Fuel strainer
(20) Injection control pressure sensor (ICP)
(21) Engine oil pressure sensor (EOP)
(22) Electronic control module (ECM)
(23) High-pressure oil pump
(3) Muffler
(4) Air cleaner
(5) Inlet air temperature sensor (IAT)
(6) Turbocharger
(7) Exhaust gas valve for the NOx Reduction
System (NRS) (if equipped)
(8) Charge air cooler (CAC)
(13) Electronic unit injectors
(14) Low-pressure fuel pump
(15) Engine fuel pressure sensor (EFP)
(16) Inlet air heater control (IAHC)
(17) Camshaft position sensor (CMP)
(18) Fuel filter
(24) Injector drive module (IDM)
(25) Manifold air temperature sensor (MAT)
(26) Manifold air pressure sensor (MAP)
(27) Fuel tank
Sensor Locations for the Engine
The illustrations in this section show the typical
locations of the sensors for the industrial engine.
Specific engines may appear different from the
illustration due to differences in applications.
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KENR8772
13
Systems Operation Section
g02974017
Illustration 6
Typical example
(1) Valve for the NOx Reduction System
(NRS)
(2) Inlet air temperature sensor
(3) Inlet manifold air pressure sensor
(4) Water in fuel sensor
(5) Engine oil temperature sensor
(6) Injection pressure regulator
(7) Engine fuel pressure sensor
(8) Air inlet heater
(10) Crankshaft position sensor
(11) Coolant jacket heater
(12) Engine oil pressure sensor
(9) Control module
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KENR8772
Systems Operation Section
g02976178
Illustration 7
Typical example
(13) Injection control pressure sensor
(internal)
(14) Exhaust back pressure sensor
(15) Engine coolant temperature sensor
(16) Camshaft position sensor
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KENR8772
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Systems Operation Section
g02732035
Illustration 8
Typical example
(1) Valve for the NOx Reduction System
(NRS)
(2) Inlet air temperature sensor
(3) Inlet manifold air pressure sensor
(4) Water in fuel sensor
(5) Engine oil temperature sensor
(6) Injection pressure regulator
(7) Engine fuel pressure sensor
(8) Air inlet heater
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KENR8772
Systems Operation Section
g02732036
Illustration 9
Typical example
(9) Control module
(A) Driver for the NRS valve
(B) Injection Drive Module (IDM)
(C) High current relay
(D) Electronic Control Module (ECM)
g02976197
Illustration 10
Typical example
(10) Crankshaft position sensor
(11) Coolant jacket heater
(12) Engine oil pressure sensor
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Systems Operation Section
g02976216
Illustration 11
Typical example
(13) Injection control pressure sensor
(14) Exhaust back pressure sensor
(15) Coolant temperature sensor
(16) Camshaft position sensor
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g02976217
Illustration 12
Typical example
(G) Injection control pressure connection
(H) Connector for injectors 1 and injector 2
(I) Connector for injectors 3 and injector 4
(J) Connector for injectors 5 and injector 6
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Systems Operation Section
Wiring Harness
g02740876
Illustration 13
(1) Coolant temperature
(2) Exhaust back pressure
(3) NRS
(4) Injection control
(5) Injectors 1 and 2
(6) Water in fuel
(9) Inlet heater terminal
(10) Injectors 3 and 4
(11) Injectors 5 and 6
(12) Plug for inlet heater
(13) Relay
(14) Crankshaft position
(15) Injector drive connections
(16) ECM
(17) NRS drive
(18) Customer connection
(19) Low-pressure fuel
(20) Engine oil pressure
(21) Injection pressure regulator
(22) Oil temperature
(7) Inlet manifold air pressure
(8) Inlet air temperature
(23) Camshaft position connection
ECM
Reference Voltage (VREF)
The Electronic Control Module (ECM) monitors and
controls engine performance to ensure maximum
performance and adherence to emissions standards.
The ECM supplies a 5 V VREF signal to input sensors
in the electronic control system. By comparing the 5
V VREF signal sent to the sensors with the respective
returned signals, the ECM determines pressures,
positions, and other variables important to engine
and vehicle functions.
The ECM performs the following functions:
• Provide Reference Voltage (VREF)
• Condition input signals
The ECM supplies two independent circuits for VREF:
• VREF (A) supplies 5 V to the engine sensors
• VREF (B) supplies 5 V to the OEM wiring harness
• Process and stores control strategies
• Control actuators
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Signal Conditioner
Random Access Memory (RAM)
The signal conditioner in the internal microprocessor
converts analog signals to digital signals, squares up
sine wave signals, or amplifies low intensity signals
to a level that the ECM microprocessor can process.
RAM stores temporary information for current engine
conditions. Temporary information in RAM is lost
when the ignition switch is turned to OFF or when
ECM power is interrupted. RAM information includes
the following:
Microprocessor
• Engine temperature
• Engine rpm
The ECM microprocessor stores operating
instructions (control strategies) and value tables
(calibration parameters). The ECM compares stored
instructions and values with conditioned input values
to determine the correct strategy for all engine
operations.
• Accelerator pedal position
Actuator Control
Continuous calculations in the ECM occur at
two different levels or speeds: Foreground and
Background.
The ECM controls the actuators by applying a
low-level signal (low side driver) or a high-level signal
(high side driver). When switched on, both drivers
complete a ground or power circuit to an actuator.
• Foreground calculations are faster than
background calculations and are normally more
critical for engine operation. Engine speed control
is an example.
Actuators are controlled in one of the following ways,
depending upon type of actuator:
• Duty cycle (percent time on/off)
• Switched on or off
• Background calculations are normally variables
that change at slower rates. Engine temperature
is an example.
• CAN messages
Diagnostic Trouble Codes (DTCs) are set by the
microprocessor, if inputs or conditions do not comply
with expected values.
Actuators
The ECM controls engine operation with the following:
• Valve for the NOx Reduction System (NRS)
• Intake Air Heater (IAH) relay
• Injection timing
Diagnostic strategies are also programmed into the
ECM. Some strategies monitor inputs continuously
and command the necessary outputs for correct
performance of the engine.
Microprocessor Memory
The ECM microprocessor includes Read Only
Memory (ROM) and Random Access Memory (RAM).
• Injection pressure regulation valve
Valve for the NOx Reduction System
(NRS) (if equipped)
Read Only Memory (ROM)
ROM stores permanent information for calibration
tables and operating strategies. Permanently stored
information cannot be changed or lost by turning
the ignition switch OFF or when ECM power is
interrupted. ROM includes the following:
The valve for the NOx Reduction System (NRS)
controls the flow of exhaust gases to the intake
manifold.
The valve for the NOx Reduction System (NRS)
receives the desired valve position from the ECM
for the reduction of NOx. The valve for the NOx
Reduction System (NRS) provides feedback to the
ECM on the valve position.
• Application configuration, modes of operation, and
options
• Engine Family Rating Code (EFRC)
• Engine warning and protection modes
The valve for the NOx Reduction System (NRS)
constantly monitors the valve position. When an
NOx c, ontrol error is detected, the valve for the NOx
Reduction System (NRS) sends a message to the
ECM and a DTC is set.
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Systems Operation Section
Intake Air Heater (IAH) Relay
The Intake Air Heater (IAH) system warms the
incoming air supply prior to cranking to aid cold
engine starting.
The ECM is programmed to energize the IAH
elements through the IAH relay while monitoring
certain programmed conditions for engine coolant
temperature, engine oil temperature, and atmospheric
pressure.
The ECM activates the IAH relay. The relay
delivers VBAT to the heater elements for a set
time, depending on engine coolant temperature and
altitude. The ground circuit is supplied directly from
the battery ground at all times.
Engine Sensors
Thermistor Sensors
A thermistor sensor varies electrical resistance with
changes in temperature. Resistance in the thermistor
decreases as temperature increases, and increases
as temperature decreases. Thermistors have a
resistor that limits current in the ECM to a voltage
signal matched with a temperature value.
The top half of the voltage divider is the current
limiting resistor inside the ECM. A thermistor sensor
has two electrical connectors, signal return and
ground. The output of a thermistor sensor is a
nonlinear analog signal.
Thermistor type sensors include the following:
• Engine Coolant Temperature (ECT) sensor
• Engine Oil Temperature (EOT) sensor
• Inlet Air Temperature (IAT) sensor
• Manifold Air Temperature (MAT) sensor
g02730803
Illustration 14
A typical example of a schematic for the temperature sensors
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Engine Coolant Temperature (ECT) Sensor
• Manifold Air Pressure (MAP) sensor
The ECM monitors the ECT signal and uses this
information for the instrument panel temperature
gauge, coolant compensation, Engine Warning
Protection System (EWPS), and IAH operation. The
ECT is a backup, if the EOT is out-of-range. The ECT
sensor is installed in the water supply housing, to the
right of the flat idler pulley assembly.
Engine Oil Temperature (EOT) Sensor
The ECM monitors the EOT signal and uses this
information to control fuel quantity and timing when
operating the engine. The EOT signal allows the
ECM to compensate for differences in oil viscosity for
temperature changes. The EOT sensor is located
in the rear of the front cover, to the left of the
high-pressure pump assembly.
Inlet Air Temperature (IAT) Sensor
The ECM monitors the IAT signal to control injector
timing and fuel rate during cold starts. The ECM also
uses the IAT signal to control NOx position. The IAT
sensor is installed in the air filter housing.
Manifold Air Temperature (MAT) Sensor
The ECM monitors the MAT signal for operation of
the NOx Reduction System (NRS). The MAT sensor
is located in the intake manifold, to the right of the
MAP sensor.
Variable Capacitance Sensors
Variable capacitance sensors measure pressure. The
pressure measured is applied to a ceramic material.
The pressure forces the ceramic material closer to a
thin metal disk. This action changes the capacitance
of the sensor.
The sensor is connected to the ECM by the VREF,
signal, and signal ground wires.
The sensor receives the VREF and returns an analog
signal voltage to the ECM. The ECM compares the
voltage with pre-programmed values to determine
pressure.
The operational range of a variable capacitance
sensor is linked to the thickness of the ceramic disk.
The thicker the ceramic disk the more pressure the
sensor can measure.
Variable capacitance sensors include the following:
• Engine Fuel Pressure (EFP) sensor
• Engine Oil Pressure (EOP) sensor
• Exhaust Back Pressure (EBP) sensor
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Systems Operation Section
g02730805
Illustration 15
A typical example of a schematic for the engine pressure sensors
Engine Fuel Pressure (EFP) Sensor
Magnetic Pickup Sensors
The ECM uses the EFP sensor signal to monitor
engine fuel pressure and give an indication when the
fuel filter needs to be changed. The EFP sensor is
installed in the fuel filter housing on the left side of
the crankcase.
A magnetic pickup sensor contains a permanent
magnet core that is surrounded by a coil of wire.
The sensor generates a voltage signal through the
collapse of a magnetic field that is created by a
moving metal trigger. The movement of the trigger
then creates an AC voltage in the sensor coil.
Engine Oil Pressure (EOP) Sensor
Magnetic pickup sensors used include the following:
• Crankshaft Position (CKP) sensor
The ECM monitors the EOP signal, and uses this
information for the instrument panel pressure gauge
and EWPS. The EOP sensor is installed in the left
side of the crankcase, below the left side of the fuel
filter housing.
• Camshaft Position (CMP) sensor
Exhaust Back Pressure (EBP) Sensor
The ECM monitors the exhaust pressure so that the
ECM can control the turbocharger, NOx Reduction
System (NRS), and intake throttle systems. The
sensor provides feedback to the ECM for closed
loop control of the turbocharger. The EBP sensor is
installed in a bracket mounted on the water supply
housing (Freon® compressor bracket).
Manifold Air Pressure (MAP) Sensor
The ECM monitors the MAP signal to determine
intake manifold pressure (boost). This information
is used to control the turbocharger boost. The MAP
sensor is installed in the intake manifold, left of the
MAT sensor.
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g02730800
Illustration 16
A typical example of a schematic for speed/timing sensors
Crankshaft Position (CKP) Sensor
The CKP sensor provides the ECM with a signal
that indicates crankshaft speed and position. As the
crankshaft turns, the CKP sensor detects a 60 tooth
timing disk on the crankshaft. Teeth 59 and 60 are
missing. By comparing the CKP signal with the CMP
signal, the ECM calculates engine rpm and timing
requirements. The CKP sensor is installed in the top
left side of the flywheel housing.
Camshaft Position (CMP) Sensor
The CMP sensor provides the ECM with a signal that
indicates camshaft position. As the cam rotates, the
sensor identifies the position of the cam by locating
a peg on the cam. The CMP sensor is installed in
the front cover, above and to the right of the water
pump pulley.
Micro Strain Gauge (MSG) Sensors
A Micro Strain Gauge (MSG) sensor measures
pressure. Pressure to be measured exerts force on
a pressure vessel that stretches and compresses
to change resistance of strain gauges bonded to
the surface of the pressure vessel. Internal sensor
electronics convert the changes in resistance to a
ratiometric voltage output.
The sensor is connected to the ECM by the VREF,
signal, and signal ground wires.
The sensor is powered by VREF received from the
ECM and is grounded through the ECM to a common
sensor ground. The ECM compares the voltage with
pre-programmed values to determine pressure.
The micro strain gauge type sensor is the following:
• Injection Control Pressure (ICP)
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Systems Operation Section
g02730804
Illustration 17
A typical example of a schematic for injection control pressure sensor
Injection Control Pressure (ICP)
The ECM monitors the ICP signal to determine
injection control pressure for engine operation. The
ICP signal is used to control the IPR valve. The ICP
sensor provides feedback to the ECM for Closed
Loop IPR control. The ICP sensor is under the
valve cover, forward of the No. 6 fuel injector in the
high-pressure oil manifold.
Switches
Switch sensors indicate position, level, or status.
They operate open or closed, regulating the flow of
current. A switch sensor can be a voltage input switch
or a grounding switch. A voltage input switch supplies
the ECM with a voltage when it is closed. A grounding
switch grounds the circuit when closed, causing a
zero voltage signal. Grounding switches are usually
installed in series with a current limiting resistor.
Switches include the following:
• Engine Coolant Level (ECL) (if equipped)
• Water In Fuel (WIF)
g02730839
Illustration 18
A typical example of a schematic for the water in fuel switch
Engine Coolant Level (ECL) (if equipped)
ECL is part of the Engine Warning Protection System
(EWPS). The ECL switch is used in plastic deaeration
tanks. When a magnetic switch is open, the tank is
full.
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Water In Fuel (WIF)
A Water In Fuel (WIF) sensor in the element cavity
of the fuel filter housing detects water. When enough
water accumulates in the element cavity, the WIF
sensor signal changes to the Electronic Control
Module (ECM). The ECM sends a message to
illuminate the amber water and fuel lamp, alerting
the operator. The WIF is installed in the base of the
fuel filter housing.
i04208485
Power Sources
Introduction
The 1600 Series industrial engine supplies power
to the ECM.
The ECM powers the following components:
• All sensors on the engine
• Electronic unit injectors
ECM Power Supply
The power supply to the ECM and the system is
drawn from the 24 V battery. The power supply for
the ECM has the following components:
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g02730797
Illustration 19
Typical example
• Battery
• Machine interface connector
• Disconnect switch
• Key start switch
• Fuses
The schematic for the ECM shows the main
components for a typical power supply circuit. Battery
voltage is supplied through a relay to the ECM. The
input from the key start switch enables a relay that
turns on the ECM.
• Ground bolt
• ECM connector
The wiring harness can be bypassed for
troubleshooting purposes.
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Systems Operation Section
The display screen on the electronic service tool can
be used in order to check the voltage supply.
Power Supply for the Pressure
Sensors
g02730805
Illustration 20
A typical example of a schematic for the engine pressure sensors
The ECM supplies 5.0 ± 0.2 VDC volts through the
ECM connector to each sensor. The power supply is
protected against short circuits. A short in a sensor or
a wiring harness will not cause damage to the ECM.
Power supply for the Air Intake
Grid Heater
g02730798
Illustration 21
Typical example
i04031132
Fuel System
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Systems Operation Section
g02729237
Illustration 22
Typical example
(1) Electronic Control Module (ECM)
(2) Crankshaft position sensor
(3) Camshaft position sensor
(4) Engine oil pressure sensor
(5) Manifold air pressure sensor
(6) Throttle (if equipped)
(7) Inlet air temperature sensor
(8) Engine fuel pressure sensor
(9) Exhaust back pressure sensor
(10) Injector control pressure sensor
(11) Engine coolant temperature sensor
(12) Manifold air temperature sensor
(13) Valve for the NOx Reduction System
(NRS) (if equipped)
(14) Fuel supply system
(15) Lubrication system
(16) Injection Control Pressure (ICP) system
The fuel management system includes the following:
• Lubrication system
• Fuel injectors
• Electronic control system
• Injection Control Pressure (ICP) system
• Fuel supply system
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Injection Control Pressure (ICP)
System
g02729551
Illustration 23
Typical example
(1) Unit injector actuation oil manifold
(2) Injector oil inlet from Unit injector
actuation oil manifold
(4) Fuel inlet port
(8) Electronic unit injector
(9) High-pressure oil hose
(5) Injection Pressure Regulator (IPR) valve
(6) Oil inlet from front cover reservoir
(7) Unit Injector Hydraulic Pump
(3) Oil outlet
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Systems Operation Section
High-Pressure Oil Flow
When ICP signals that are out-of-range, the ECM
ignores out-of-range signals and go into open
loop operation. The IPR valve will operate from
programmed default values.
The lubrication system constantly refills the oil
reservoir located in the front cover. The reservoir
provides oil for the high-pressure oil pump. The pump
is mounted on the backside of the front cover and
gear driven from the front of the engine.
The ICP sensor is installed in the high-pressure oil
manifold under the valve cover.
High-pressure oil is directed to the high-pressure oil
hose, cylinder head passage, and high-pressure oil
manifold, which is located beneath the valve cover.
Fuel Injector
High-pressure oil is used by the fuel injectors to
inject, pressurize, and atomize fuel in the cylinders.
This occurs when the open coil for each fuel injector
is energized.
Excess high-pressure oil is directed to the crankcase
sump by the Injection Pressure Regulator (IPR)
valve. The IPR valve is controlled by the Engine
Control Module (ECM) to maintain a desired injection
control pressure.
Injection Control Pressure (ICP) Closed
Loop System
The Injection Control Pressure (ICP) system is
a closed loop system that uses the ICP sensor
to continuously provide injection control pressure
feedback to the ECM. The ECM commands the IPR
duty cycle to adjust ICP pressure to match engine
requirements.
Injection Control Pressure (ICP) Control
System
The Injection Pressure Regulator (IPR) solenoid
receives a pulse-width modulated signal from the
ECM. This indicates the on and off time the IPR
control valve is energized. The pulse is calibrated
to control ICP pressure which ranges from 5 MPa
(725 psi) up to 32 MPa (4641 psi).
g02729963
Illustration 24
Typical example
(1) Upper O-ring
(2) Lower O-ring
(3) Combustion washer
(4) Injector nozzle
(5) Fuel inlet port
The IPR valve is mounted in the body of the
high-pressure pump. The IPR valve maintains
desired injection control pressure by dumping excess
oil back to the crankcase sump.
Two 48V, 20 amp coils control a spool valve that
directs oil flow in and out of the injector. The
injector coils are turned on for approximately 800
(microseconds). Each injector has a single four pin
connector that couples to the valve cover gasket
assembly.
As demand for injection control pressure increases,
the ECM increases the pulse-width modulation
to the IPR solenoid. When demand for injection
control pressure decreases, the duty cycle to the IPR
solenoid decreases and more oil is allowed to flow
to the drain orifice.
An open coil and a close coil on the injector move the
spool valve from side to side using magnetic force.
The spool has two positions:
When the injection control pressure electrical signal
is out-of-range, the ECM sets a Diagnostic Trouble
Code (DTC). The ECM will not set DTCs if an
injection control pressure signal corresponds to an
in-range valve for injection control pressure for a
given operating condition.
•
•
When the spool valve is open, oil flows into the
injector from the high-pressure oil manifold.
When the spool valve is closed, oil exits from
the top of the fuel injector and drains back to the
crankcase.
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When the spool valve is open, high-pressure oil
enters the injector pushing down the intensifier piston
and plunger. Since the intensifier piston is 7.6 times
greater in surface area than the plunger, the injection
pressure is also 7.6 times greater than injection
control pressure on the plunger.
Fuel pressure builds at the base of the plunger in
the barrel. When the intensifier piston pushes the
plunger down, the plunger increases fuel pressure
in the barrel 7.6 times greater than injection control
pressure. The plunger has a hardened coating to
resist scuffing.
The injector needle opens inward when fuel pressure
overcomes the Valve Opening Pressure (VOP) of
28 MPa (4061 psi). Fuel is injected at high pressure
through the nozzle tip.
Fuel Injector Operation
The injector operation has three stages:
• Fill stage
• Injection
• End of injection
g02729965
Illustration 25
Typical example
(1) Oil inlet from rail
(2) Coil
(3) Spool
(4) Plunger
(5) Barrel
(6) Needle
(7) Nozzle holes
(8) Nozzle
(9) Fuel inlet
(10) Intensifier piston
(11) Coil
Fill Stage
During the fill stage both coils are de-energized and
the spool valve is closed. High-pressure oil from the
high-pressure oil manifold is stopped at the spool
valve.
Low-pressure fuel fills the four ports and enters
through the edge filter on the way to the chamber
beneath the plunger. The needle control spring holds
the needle onto the seat to prevent fuel from entering
the combustion chamber.
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Systems Operation Section
Injection
A pulse-width controlled current energizes the open
coil. Magnetic force moves the spool valve open.
High-pressure oil flows past the spool valve and
onto the top of the intensifier piston. Oil pressure
overcomes the force of the intensifier piston spring
and the intensifier starts to move down. An increase
in fuel pressure under the plunger seats the fuel inlet
check ball, and fuel pressure starts to build on the
needle.
The pulse-width controlled current to the open
coil is shut off, but the spool valve remains open.
High-pressure oil from high-pressure oil manifold
continues to flow past the spool valve. The intensifier
piston and plunger continue to move and fuel
pressure increases in the barrel. When fuel pressure
rises above the VOP, the needle lifts off the seat and
injection begins.
End of Injection
When the ECM determines that the correct injector
on-time has been reached (the correct amount of fuel
has been delivered), the ECM sends a pulse-width
controlled current to the close coil of the injector. The
current energizes the close coil and magnetic force
closes the spool valve. High-pressure oil is stopped
against the spool valve.
The pulse-width controlled current to close the coil
is shut off, but the spool valve remains closed. Oil
above the intensifier piston flows past the spool valve
through the exhaust ports. The intensifier piston and
plunger return to their initial positions. Fuel pressure
decreases until the needle control spring forces the
needle back onto the seat.
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Fuel Supply System
g02729994
Illustration 26
Typical example of low-pressure fuel system
(1) Cylinder head
(2) Electronic unit injector
(3) Fuel filter cap
(4) Fuel filter base
(5) Diagnostic coupling assembly and dust
cap
(6) Transfer pump outlet tube assembly
(7) Water drain valve
(8) Water In Fuel (WIF) sensor
(9) Engine Fuel Pressure (EFP) sensor
(10) Low-pressure fuel pump
(12) Fitting assembly with check valve
(13) Fuel priming pump
(14) Fuel strainer cap
(15) Low-pressure fuel rail
(11) Transfer pump inlet tube assembly
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g02730792
Illustration 27
Typical example of the fuel supply system flow
(A) Fuel strainer
(F) Fuel tank
(8) Water In Fuel (WIF) sensor
(B) Fuel standpipe (fuel entry high point)
(C) Fuel pressure regulator valve
(D) Fuel filter service drain to tank valve
(E) Diagnostic port
(2) Electronic unit injector
(4) Fuel filter base that includes fuel filter
and water separator
(9) Engine Fuel Pressure (EFP) sensor
(10) Low-pressure fuel pump
(13) Fuel priming pump
(7) Water drain valve
(15) Low-pressure fuel rail
The low-pressure fuel pump draws fuel through the
fuel lines from the fuel tank. Fuel enters the fuel filter
header assembly and passes through the 150 micron
strainer.
Fuel flows through the filter element and the
standpipe. The filter element removes debris from
the fuel. The standpipe prevents fuel from draining
from the fuel rail during service.
Fuel flows from the strainer through the low-pressure
fuel pump to the fuel filter for further conditioning.
If water is in the fuel, the fuel filter element repels
the water. The water is collected at the bottom of the
main filter element cavity in the fuel filter assembly.
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When the maximum amount of water is collected in
the element cavity, the Water In Fuel (WIF) sensor
sends a signal to the Engine Control Module (ECM).
A water drain valve is located on the fuel filter
assembly and can be opened to drain contaminants
(usually water) from the assembly.
A fuel pressure regulator valve is built into the
fuel filter header assembly. The regulator valve is
calibrated to open at 455 ± 34 kPa (66 ± 5 psi) to
regulate and relieve excessive fuel pressure. Excess
fuel is sent through a fuel return line back to the fuel
tank. Return fuel is not filtered.
Fuel continuously flows from the top of the filter
element cavity, through a 0.2 mm air purge orifice
(filter center tube feature), and into the return fuel
line. This aids in removing trapped air from the
element cavity as a result of servicing.
When the fuel filter is removed, an automatic
drain-to-tank valve is opened. Fuel present in the
filter housing then drains out and back to the tank to
provide improved cleanliness during servicing.
The Engine Fuel Pressure (EFP) sensor detects low
fuel pressure caused by a fuel restriction or dirty
fuel filter. The EFP sensor sends a signal to the
ECM when pressure is below programmed values for
various engine conditions.
Filtered fuel flows from the fuel filter header assembly
into the fuel rail. The fuel rail is an integral part of the
intake manifold. The fuel flows into six cylinder head
passages to each fuel injector.
When the fuel injectors are activated, fuel flows from
the fuel passages through the injector inlet ports and
inside the fuel injectors.
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i04031072
Air Inlet and Exhaust System
g02729092
Illustration 28
Typical example
(1) Inlet Air Heater Control (IAHC)
(2) Valve for the NOx Reduction System
(NRS) (if equipped)
(4) Inlet manifold air pressure sensor
(8) Turbocharger
(9) Exhaust gas cooler (NRS) (if equipped)
(5) Charge Air Cooler (CAC)
(6) Exhaust back pressure sensor
(7) Air filter assembly
(3) Inlet air temperature sensor
Note: The white arrows show the flow of inlet air. The
black arrows show the flow of exhaust gases.
• Turbocharger
• Charge Air Cooler (CAC)
• Intake throttle valve
The engine components of the air inlet and exhaust
system control the quality of air and the amount of
air that is available for combustion. The components
of the air inlet and exhaust system are the following
components:
• NOx Reduction System (NRS) (if equipped)
• Inlet manifold
• Air cleaner
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Systems Operation Section
• Inlet Air Heater Control (IAHC)
• Valves and valve system components
• Piston and cylinder
• Exhaust manifold
Air flows through the air filter assembly and enters
the turbocharger. The turbocharger compressor
increases the pressure, temperature, and density of
the intake air before the air enters the Charge Air
Cooler (CAC). Cooled compressed air flows from the
CAC into the inlet manifold and duct of the control
valve for the exhaust gas valve.
If the control valve for the exhaust gas valve is open,
exhaust gas will pass through the NOx Reduction
System (NRS) and mix with the filtered intake air.
This mixture flows through the inlet air heater and
into the inlet manifold.
If the control valve for the exhaust gas valve is
closed, only filtered intake air will flow through the
inlet air heater and into the inlet manifold.
After combustion gases exit through the exhaust
valves and ports, the gas is forced through the
exhaust manifold to the NRS and turbocharger.
Some gas flows through the NRS system, which is
controlled by the exhaust gas valve. The remaining
gas flows to the turbocharger turbine.
The compressor wheel is connected to the turbine
wheel by a shaft. The turbocharger compressor
wheel compresses the filtered air.
Exhaust gases exit the turbocharger and are released
from the exhaust system.
Charge Air Cooler (CAC)
The Charge Air Cooler (CAC) is mounted on top
of the radiator. Air from the turbocharger passes
through a network of heat exchanger tubes before
entering the engine intake system. Outside air flowing
over the heat exchanger tube fins cools the charge
air. Cooling the charge air increases the density and
improves the air to fuel ratio during combustion.
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KENR8772
39
Systems Operation Section
NOx Reduction System (NRS) (If
equipped)
g02730874
Illustration 29
Typical example
(1) Exhaust gas cooler (NRS)
(2) Inlet manifold
(3) Metering tube
(5) Valve drive module
(6) Valve for the NOx Reduction System
(NRS)
(8) Coolant supply tube
(4) Exhaust gas valve (NRS)
(7) Coolant return tube
The NOx Reduction System (NRS) reduces Nitrogen
Oxide (NOx) engine emissions. NOx forms during
a reaction between nitrogen and oxygen at high
temperatures during combustion. Combustion starts
when fuel is injected into the compressed combustion
chamber.
Metered exhaust gas from the exhaust manifold
flows into the exhaust gas cooler. Cooled exhaust
gas flows through the exhaust tube assembly to the
exhaust gas control valve.
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KENR8772
Systems Operation Section
When a reduction in NOx is required, the exhaust
gas control valve opens and allows cooled exhaust
gas to enter. This exhaust gas is directed into the
exhaust gas valve duct where the exhaust gas is
mixed with filtered inlet air.
Turbocharger
Exhaust Gas Control Valve (If equipped)
The exhaust gas control valve consists of three major
components, a valve, an actuator motor, and an
Integrated Circuit (IC).
The exhaust gas control valve is installed in the
exhaust gas valve manifold on the top front of the
engine.
The exhaust gas valve uses a DC motor to control
position of the valve assembly. The motor pushes
directly on the valve stem to open. The valve is shut
by a spring. The valve assembly has two poppet
valves on a common shaft.
The Integrated Circuit (IC) has three hall effect
position sensors to monitor valve movement.
g00302786
Illustration 30
Typical example of a cross section of a turbocharger
(1) Air intake
NOx Reduction System Closed Loop
System (If equipped)
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
The ECM commands the exhaust gas control valve
position based on engine speed and load conditions.
The exhaust gas control valve provides feedback to
the ECM on current valve position.
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet
The turbocharger is mounted on the outlet of the
exhaust manifold. The exhaust gas from the exhaust
manifold enters the exhaust inlet (11) and passes
through the turbine housing (7) of the turbocharger.
Energy from the exhaust gas causes the turbine
wheel (8) to rotate. The turbine wheel is connected
by a shaft to the compressor wheel (3).
As the turbine wheel rotates, the compressor wheel
is rotated. The rotation of the compressor wheel
causes the intake air to be pressurized through the
compressor housing (2) of the turbocharger.
When the load on the engine increases, more fuel
is injected into the cylinders. The combustion of
this additional fuel produces more exhaust gases.
The additional exhaust gases cause the turbine and
the compressor wheels of the turbocharger to turn
faster. As the compressor wheel turns faster, air is
compressed to a higher pressure and more air is
forced into the cylinders. The increased flow of air
into the cylinders allows the fuel to be burnt with
greater efficiency. This produces more power.
When engine load is light, the flow of exhaust gases
decreases which causes reduction in air volume and
boost pressure.
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KENR8772
41
Systems Operation Section
A wastegate is installed on the turbine housing of
the turbocharger. The wastegate is a valve that
allows exhaust gas to bypass the turbine wheel of
the turbocharger. The operation of the wastegate is
dependent on the pressurized air (boost pressure)
from the turbocharger compressor.
The valve system components control the flow of
inlet air into the cylinders during engine operation.
The valve system components also control the flow
of exhaust gases out of the cylinders during engine
operation.
The crankshaft gear drives the camshaft gear through
an idler gear. The camshaft (5) must be timed to the
crankshaft in order to get the correct relation between
the piston movement and the valve movement.
The shaft that connects the turbine to the compressor
wheel rotates in bearings (4) and (6). The bearings
require oil under pressure for lubrication and cooling.
The oil that flows to the lubricating oil inlet port (5)
passes through the center of the turbocharger which
retains the bearings. The oil exits the turbocharger
from the lubricating oil outlet port (10) and returns
to the oil pan.
The camshaft (5) has two camshaft lobes for each
cylinder. The lobes operate either a pair of inlet
valves or a pair of exhaust valves. As the camshaft
turns, lobes on the camshaft cause the lifter (4)
to move the pushrod (3) up and down. Upward
movement of the pushrod (3) against the rocker arm
(2) results in a downward movement that acts on the
valve bridge (1). This action opens a pair of valves
(7) which compresses the valve springs (6). When
the camshaft has rotated to the peak of the lobe, the
valves are fully open.
Crankcase Breather
NOTICE
The crankcase breather gases are part of the engines
measured emissions output. Any tampering with the
breather system could invalidate the engines emis-
sions compliance.
When the camshaft (5) rotates further, the two valve
springs (6) under compression start to expand. The
valve stems are under tension of the springs. The
stems are pushed upward in order to maintain contact
with the valve bridge (1). The continued rotation
of the camshaft (5) causes the rocker arm (2), the
pushrods (3) and the lifters (4) to move downward
until the lifter reaches the bottom of the lobe. The
valves are now closed. The cycle is repeated for all
the valves on each cylinder.
A open crankcase breather system uses an engine
mounted oil separator to return oil to the crankcase
and vent crankcase pressure into the intake system.
The open crankcase ventilation system separates oil
from crankcase gases and returns oil to the oil pan.
A turbine in the breather housing assembly is driven
by engine oil pressure.
i04031012
Valve System Components
Lubrication System
g02440436
Illustration 31
Typical example
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42
KENR8772
Systems Operation Section
g02729107
Illustration 32
Typical example
(1) Valve mechanism cover
(2) Rocker shaft assembly
(3) Reservoir for unit injector hydraulic pump
(4) Unfiltered oil gallery
(5) Housing (front)
(6) Oil pump
(7) Crankcase breather
(8) Suction pipe
(9) Turbocharger
(10) Oil cooler
(11) Oil filter
(12) Oil filter base
(13) Oil pressure regulator relief valve
(14) Regulator relief valve drain
(15) Oil pan
(17) Piston cooling jet
(18) Main filtered oil gallery
(19) Camshaft
(20) Cylinder block
(21) Vertical gallery
(22) Cylinder head
(16) Crankshaft
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KENR8772
43
Systems Operation Section
Unfiltered oil is drawn from the oil pan through
the suction pipe and front cover passage by the
crankshaft driven oil pump. Pressurized oil is forced
through a front cover passage, into the cylinder block
gallery, and to the engine oil cooler assembly. Oil flow
at the engine oil cooler assembly is controlled by the
oil thermal valve assembly.
The turbocharger is lubricated with filtered oil from a
supply tube assembly that connects the oil system
module assembly to the center housing of the
turbocharger. Oil drains back to the oil pan through a
drain tube connected to the cylinder block.
The front gear train is lubricated with oil that drains
from the high-pressure reservoir.
The thermal valve assembly allows unfiltered oil to
bypass the oil cooler when the oil temperature is cold,
and flow directly to the oil filter. As the oil temperature
begins to warm, the thermal valve assembly begins
to open. This allows unfiltered oil to flow into the oil
cooler and oil filter.
i04031016
Cooling System
When the oil temperature is hot, the thermal valve
assembly allows unfiltered oil to flow through the oil
cooler before entering the oil filter.
Unfiltered oil moves through plates in the oil cooler
heat exchanger. Engine coolant flows around the
plates to cool the surrounding oil.
Oil that exits or bypasses the oil cooler mixes and
enters the spin-on oil filter. Oil flows from outside the
filter element towards the inside to remove debris.
When the filter is restricted, the oil filter bypass opens
and allows oil to bypass the filter to maintain engine
lubrication. The oil filter bypass is located in the oil
system module assembly. The filter bypass valve
opens when pressure reaches 345 kPa (50 psi).
After passing through the filter, the oil travels past the
oil pressure regulator. The regulator directs excess
oil back to the oil pan to maintain oil pressure at a
maximum of 379 kPa (55 psi).
Clean regulated oil enters the main oil gallery of the
engine to lubricate the crankshaft, camshaft, and
lifters. The crankshaft has cross-drillings that direct
oil to the connecting rods.
Oil is also provided to the high-pressure reservoir
through a passage in the front cover.
Piston cooling jets continuously direct cooled oil to
the oil gallery of the piston. The piston cooling jets
direct oil to the piston pin for lubrication purposes.
Oil from the main oil gallery exits upwards through
a passage at the rear of the crankcase. Oil flows
through a passage in the cylinder head and enters the
hollow rocker shaft which lubricates the rocker arms.
The crankcase breather assembly is driven by
unfiltered oil pressure taken from the right side of
the crankcase. Oil flows from the crankcase into the
breather assembly. Passages direct the oil through a
pressed brass nozzle that controls oil flow into a drive
wheel. Oil drains into the base and mixes with waste
oil from the breather system. The collected oil drains
into the cylinder block and then into the oil pan.
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KENR8772
Systems Operation Section
g02729201
Illustration 33
Typical example
(1) Exhaust gas cooler (NRS) (if equipped)
(2) Water temperature regulator
(3) Cylinder head
(4) Cylinder block
(5) Water pump
(6) Engine oil cooler assembly
The engine cooling system includes the following:
• Radiator
• Cooling fan
• Water inlet elbow
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KENR8772
45
Systems Operation Section
• Water pump
The exhaust gas cooler receives coolant from the
water pump through a supply tube. Coolant passes
between the exhaust gas cooler plates, travels
parallel to the exhaust flow, and exits into another
coolant tube. Coolant is supplied to the intake side
exhaust gas cooler from this tube. Coolant passes
between the exhaust gas cooler plates, parallel to
the exhaust flow, and exits into the coolant return
tube which , connects to the cylinder head water
jacket. The deaeration port on the top of the intake
side exhaust gas cooler directs coolant and trapped
air through the exhaust gas valve and towards the
coolant surge tank.
• Cylinder block
• Cylinder liners
• Cylinder head
• Engine oil cooler assembly
• Water temperature regulator
• Exhaust gas cooler (NRS) (if equipped)
• Exhaust gas valve (NRS) (if equipped)
• Surge tank
An optional coolant heater is available to warm
engine coolant in cold weather. The coolant heater
warms the coolant surrounding the cylinders.
Warmed engine coolant aids in performance and
fuel economy during start-up. The coolant heater is
located on the left side of the crankcase, in front of
the Electronic Control Module (ECM).
• Coolant heater
Coolant is drawn from the radiator through an inlet
elbow and front cover by the water pump. The water
pump pushes coolant into a passage in the front
cover.
The water temperature regulator has two outlets.
One directs coolant to the radiator when the engine
is at operating temperature. The other directs coolant
to the water pump until the engine reaches operating
temperature. The water temperature regulator begins
to open at 88° C (190° F) and is fully open at 96° C
(205° F).
Coolant flows to the cylinder block and through
the water jackets from front to rear. This coolant
flows around the cylinder liners to absorb heat from
combustion.
Swirling coolant flow in the cylinder liner jackets
directs coolant through passages in the head gasket
and upwards into the cylinder head.
Coolant flows through the cylinder head water jackets
towards the water temperature regulator cavity at
the front of the cylinder head. Depending on coolant
temperature, the water temperature regulator can
direct in two directions to exit the cylinder head.
When the water temperature regulator is closed,
coolant is directed through the bypass port, cylinder
block, front cover, and into the water pump.
When the water temperature regulator is open, the
bypass port is blocked, and coolant is directed from
the engine into the radiator.
Coolant passes through the radiator and is cooled
by moving air from the cooling fan. The coolant will
return to the engine through the inlet elbow.
g02729545
Illustration 34
The engine oil cooler assembly receives coolant
from a passage in the cylinder block. Coolant passes
between the oil cooler plates and returns through a
tube leading back to the water pump suction passage
located in the front cover.
Typical example of a water temperature regulator closed
(A) Coolant flow to heater port
(B) Coolant in from engine
(C) Bypass to water pump
When engine coolant is below the 88° C (190° F) the
water temperature regulator is closed, blocking flow
to the radiator. Coolant is forced to flow through a
bypass port back to the water pump.
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KENR8772
Systems Operation Section
Cylinder Block
g02729546
Illustration 35
g02394136
Typical example of a water temperature regulator open
Illustration 36
(D) Coolant out to radiator
(E) Coolant flow to heater port
(F) Coolant in from engine
Typical example
The cast iron cylinder block for the engine has six
cylinders which are arranged in-line. The cylinder
block is made of cast iron in order to provide support
for the full length of the cylinder bores.
When coolant temperature reaches the nominal
opening temperature 88° C (190° F) the water
temperature regulator opens allowing some coolant
to flow to the radiator. When coolant temperature
exceeds 96° C (205° F), the lower seat blocks the
bypass port directing full coolant flow to the radiator.
The cylinder block has removable cylinder liners.
The cylinder block has seven main bearings which
support the crankshaft. The seven main bearing caps
have two bolts per main cap.
i04031088
Basic Engine
Thrust washers are installed on both sides of number
7 upper main bearing in order to control the end play
of the crankshaft.
Introduction
Passages supply the lubrication for the crankshaft
bearings. These passages are cast into the cylinder
block.
The eight major mechanical components of the basic
engine are the following parts:
The engine has a cooling jet that is installed in the
cylinder block for each cylinder. The piston cooling jet
sprays lubricating oil onto an oil gallery in the piston
in order to cool the piston.
• Cylinder block
• Cylinder head
• Pistons
The cylinder block has bushes that are installed for
the camshaft journals.
• Connecting rods
• Crankshaft
A cylinder head gasket is used between the
engine block and the cylinder head in order to seal
combustion gases, water, and oil.
• Vibration damper
• Timing gear case and gears
• Camshaft
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